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Environment and Social Due Diligence Report July 2012

IND: India Infrastructure Project Financing Facility II –GVK Deoli Kota Expressway Pvt. Ltd. Prepared by India Infrastructure Finance Company Limited for the Asian Development Bank This report is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

Environment and Social Due Diligence Report GVK Deoli Kota Expressway Private Limited

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IIFCL

Due diligence Report on Environment and Social Safeguards

Sub Project: Four laning of 83.04 Km Deoli Kota Section of NH-12

from Km 165.000 to junction of NH-76 on Kota Bypass in the state of

Rajasthan on DBFOT Pattern under NHDP Phase III

Sub-Project Developer: GVK Deoli Kota Expressway Pvt. Ltd.

July 2012


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CONTENTS

PROJECT BACKGROUND: ...................................................................................................... 5 1. SUB-PROJECT TITLE: ............................................................................................... 5 2. SUB-PROJECT DESCRIPTION: ................................................................................. 5 3. CONCESSIONAIRE: ................................................................................................... 6 4. EPC CONTRACTORS:................................................................................................ 6 5. INDEPENDENT CONSULTANT: ................................................................................. 6 6. LENDER’S ENGINEER: .............................................................................................. 7 7. STATUS OF SUB-PROJECT IMPLEMENTATION: .................................................... 7 DUE DILIGENCE ON ENVIRONMENTAL SAFEGUARDS ....................................................... 8 8. AVAILABILITY OF EIA/EMP REPORTS: ................................................................... 9 9. ENVIRONMENTAL SENSITIVITY AND DUE DILIGENCE: ......................................... 9 10. CATEGORIZATION OF SUB-PROJECT: ................................................................. 12 11. STATUS OF REGULATORY CLEARANCES: .......................................................... 12 12. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE: ............................ 15 13. ALTERNATIVE ANALYSIS: ...................................................................................... 15 14. ENVIRONMENT AND SAFETY CLAUSES IN CONCESSION AGREEMENT: ......... 17 15. ENVIRONMENT AND SAFETY CLAUSES IN EPC CONTRACT: ............................ 17 16. EMP IMPLEMENTATION BUDGET: ......................................................................... 19 17. ENVIRONMENT MANAGEMENT PLAN (EMP) IMPLEMENTATION: ...................... 19 18. ENVIRONMENTAL MONITORING: .......................................................................... 20 19. INSTITUTIONAL FRAMEWORK FOR EMP IMPLEMENTATION: ............................ 21 20. SITE VISIT:................................................................................................................ 23 21. CONCLUSIONS AND RECOMMENDATION: ........................................................... 24 DUE DILIGENCE ON SOCIAL SAFEGUARDS ....................................................................... 26 22. AVAILABILITY OF REPORTS: ................................................................................. 27 23. MINIMIZATION OF SOCIAL IMPACTS: .................................................................... 27 24. PUBLIC CONSULTATION: ....................................................................................... 28 25. LAND ACQUISITION IN THE SUB-PROJECT: ........................................................ 28 26. RESETTLEMENT IMPACT IN THE SUB-PROJECT: ............................................... 29 27. IMPACT ON INDIGENOUS PEOPLE: ....................................................................... 30 28. COMPENSATION AND ENTITLEMENT: .................................................................. 30 29. MONITORING AND EVALAUATION: ....................................................................... 30 30. INCOME RESTORATION MEASURES: ................................................................... 30 31. COMMUNITY DEVELOPMENT ACTIVITIES: ........................................................... 31 32. SITE VISIT OBSERVATION: ..................................................................................... 31 33. CONCLUSION AND RECOMMENDATIONS: ........................................................... 31

LIST OF FIGURES: FIGURE 1 : OVERALL IMPLEMENTATION FRAMEWORK FOR EMP IMPLEMENTATION ……………..22

LIST OF TABLES: DUE DILIGENCE ON ENVIRONMENTAL SAFEGUARDS: TABLE 1: PROJECT SALIENT FEATURES…….……………………………………………………………………………………….…5 TABLE 2: FINANCIAL PROGRESS FOR THE PROJECT……………………………………………………………………...……..7


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TABLE 3: STATUS OF REGULATORY CLEARANCES OBTAINED……………………………………………………………….12 DUE DILIGENCE ON SOCIAL SAFEGUARDS: TABLE 4: COMPARISON OF LAND ACQUISITION REQUIREMENT DURING ALTERNATIVE ANALYSIS ….…27 TABLE 5: STATUS OF LAND ACQUSITION………………………………………………………………………………………..….28 TABLE 6: PENDING LITIGATION CASES RELATED TO LAND ACQUISITION AND COMPENSATION ..…..….29 TABLE 7: AFFECTED FAMILIES AS PER TYPE OF STRUCTURES………………………………………………………………29

APPENDICES:

Appendix I: EIA/EMP Report Appendix II: Rajiv Gandhi Biosphere Reserve related communications

Appendix III: Forest Clearance related applications

Appendix IV: Pond Ash usage in project construction

Appendix V: Approvals Appendix VI : Notices & MOM of Public Hearing

Appendix-VII : Concession Agreement Appendix VIII: EPC Contract

Appendix IX: Environment Management plan- EPC

Appendix X: HSE Compliance status for Project site

Appendix XI: Safety plan for project site Appendix XII: Safety awareness & Health check-up activities

Appendix XIII: EMP Compliance status Appendix XIV: Tunnel construction and Muck disposal plan

Appendix XV: Environment Monitoring report Appendix XVI: Project Site Organogram

Appendix XVII: Social Assessment Chapter of Detailed Project Report (DPR)

Appendix XVIII: Copy of 3D Notification

Appendix XIX: Copy of ROW handing over letter Appendix XX: Copies of letter for relocation of religious structures and providing relocation land by Gram Panchayat

Appendix XXI: Affected religious structures and their relocation status

Appendix XXII: Sample local labour employment sheet

Photoplate I- Environmental Safeguards Observed during Site Visit

Photoplate II- Social Safeguards Observed during Site Visit


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Sub Project: Four laning of 83.04 Km Deoli Kota Section of NH-12

from Km 165.000 to junction of NH-76 on Kota Bypass in the state of

Rajasthan on DBFOT Pattern under NHDP Phase III

Due diligence Report on Environment and Social Safeguards


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PROJECT BACKGROUND:

1. SUB-PROJECT TITLE:

1. The Project involves four laning of 83.04 Km Deoli -Kota Section of NH-12, from Km 165.000 to junction of NH-76 on Kota Bypass in the state of Rajasthan on DBFOT Pattern under NHDP Phase III.

2. SUB-PROJECT DESCRIPTION:

2. The total length of the existing road is 83.042 km which starts from Chainage Km 165.000 (Ch 0.000) and ends at Junction of NH-76 on Kota Bypass (Ch. 83.042) of NH-12. The Project Highway traverses through 50 villages in three districts viz., Bhilwara (2), Bundi (46), and Kota (2) in Rajasthan State.

3. The proposed widening and strengthening work would mainly involve: (i) Widening the

existing 2 lane carriageway to 4 lane dual carriageway with paved shoulder; (ii) Strengthening of existing pavement of main carriageway; (iii) Construction/widening of cross drainage structures, rehabilitation of structures, provision of new vehicular and pedestrian underpasses, retaining structures, RCC longitudinal drains, protection work, road furniture, bus bays, etc. The project salient features are given in Table 1.

Table 1: Project Salient Features Particulars Project Road

Length 83.042 km

Terrain Mainly plain terrain

Median Width 4.5 m wide median in urban / rural areas as per site conditions.

Carriageway The project stretch has four lane divided carriageway, of 7.0m. width with 4.5m raised median. 1.5 m. wide paved shoulders plus 1.5 m. wide earthen shoulder (Total 3.0 m. wide) for main carriageway

Bypass 5

Major Bridges 4

Minor Bridges 20 Railway Over Bridge 1 HP Culverts 111

Box Culverts 41

Vehicular Underpass (VUP) 4

Pedestrian/Cattle underpass- PUP

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Toll Plaza 1

Flyover 5

Tunnel (2 x 1.2 km) 1 Source: LIE’s Monthly Progress Report, March 2012

Project Facilities: Further as part of the project, various project facilities shall be provided

which will also put advantage to the environmental and safety safeguards of the project. The

project facilities to be provided as part of the Concession Agreement include:


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Toll plazas: Toll Plaza shall be provided at the location Km 180.000

Roadside furniture: - Traffic Signs and Pavement Markings: Traffic signs and pavement markings

shall include roadside signs, overhead signs; curve mounted signs and road marking along the project highway.

- Concrete Crash Barrier, Metal beam crash barrier, Separators (MS railings)

- Traffic Safety Devices wherever required - Boundary Stones - Hectometer / Kilometer Stones - Traffic Blinker Signal (L.E.D) at intersections

Pedestrian facilities: The additional pedestrian facilities in the form of guard rails, footpath, lighting etc shall be provided in urban areas.

Landscaping and tree plantation: Landscaping of the Project Highway is to be done on within ROW, but not limited to the Median, Grade Separated intersections, Entry and Exit ramps, At grade islands of intersection locations and Toll Plaza Area

Truck lay-byes and Rest areas

Bus-bays and bus shelters: 4 Bus-bays cum Bus Shelters on each side are required to be provided.

Others - Cattle crossings - Development of site for wayside amenities - Traffic aid posts - Medical aid posts - Vehicle rescue posts - Telecom system

3. CONCESSIONAIRE:

4. NHAI has appointed M/s. GVK Deoli Kota Expressway Pvt. Ltd. as the concessionaire for this

sub-project. The Concession Agreement was signed on 17th May 2010 between NHAI and

M/s. GVK Deoli Kota Expressway Pvt. Ltd.

4. EPC CONTRACTORS:

5. M/s. GVK Deoli Kota Expressway Pvt. Ltd. has signed the EPC contract agreement with M/s

GVK Projects & Technical Services Ltd.

5. INDEPENDENT CONSULTANT:

6. M/s. Scott Wilson India Pvt. Ltd. has been appointed as the independent consultant for the

project.


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6. LENDER’S ENGINEER:

7. M/s. Frischmann Prabhu (India) Pvt. Ltd. has been appointed as Lender’s Engineer for the

project.

7. STATUS OF SUB-PROJECT IMPLEMENTATION:

8. Physical Progress: Physical Progress of work on ground as on March 2012 is 25.60%.

9. Financial Progress: The financial progress of the major works carried out at the site in the

month of March 2012 is given in Table 2.

Table 2: Financial Progress for the Project

Financial Progress for this month (Planned)

Financial Progress for this month (Achieved)

% of Financial Progress Planned up to this month

% of Financial Progress achieved up to this month

(Lakhs) (Lakhs) % %

4965.88 1431.87 48.69 22.76

Source: LIE’s Monthly Progress Report, March 2012


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DUE DILIGENCE ON ENVIRONMENTAL SAFEGUARDS


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8. AVAILABILITY OF EIA/EMP REPORTS:

10. National Highway Authority of India (NHAI) through its consultant M/s Consulting Engineers

Group Ltd. has prepared the Environmental Assessment and Environment Management Plan.

A copy of the EIA/EMP report is given in Appendix-I.

9. ENVIRONMENTAL SENSITIVITY AND DUE DILIGENCE:

11. The environmental sensitivity of the Deoli-Kota section of NH-12 (starting from Deoli at Km

165/000 (Ch 0/000) to junction of NH-76 on Kota Bypass (Ch 83/042), covering a distance of

83.042 km, has been assessed by reviewing the Environmental Assessment and Management

Plan, prepared for the project. The project highway traverses through three districts viz.,

Bhilwara, Bundi and Kota. Deoli -Kota Section of National Highway-12 has been selected to be

developed under NHDP-III. The objective of the project is to widen the existing 2 lanes

highway into 4/6 lanes to meets the traffic needs for the future.

12. The sub-project was visited by the Environmental and Social safeguard specialists of IIFCL

during 17th -18th of April 2012 for field verification of Environmental safeguards as reported in

the EIA/EMP reports and consultation with the concessionaire. The whole stretch has been

alienated in three sections for effective execution and proper control on executions, i.e.

Package-I (Km 0+000 to Km 41+180), Package-II (Km 41+180 to Km 42+300)-Tunnel Works,

and Package-III (Km 42+300 to Km 83+042).The site visit photographs are given in

Photoplate-I. The environmental sensitivity assessment is given below:

Landuse along the project road is predominantly agricultural. However, a significant amount of industrial development is observed at Kota. The Bundi & Kota districts occupy important place in state’s agriculture, which is the most important occupation.

The project road mainly passes through plain terrain except hilly terrain in Bundi Ghat section. There is large size hillock on the right side and the Bundi Town is on the left side. The stretch of about 2 km is having winding alignment and some steep gradient. To avoid this stretch during widening, road bypass will be constructed at this location. As this section comprises hilly terrain also so tunnels (with twin tubes) have been proposed to be constructed beneath the hills for which work has not been started till date due to non-availability of forest land as the Stage-II Forest clearance is yet to receive from MoEF ;

There is no declared Wildlife/Eco -sensitive area situated within 10 km of the project corridor but the project corridor may fall under proposed Rajiv Gandhi Biosphere Reserve which is an ambitious project connecting the major Sanctuaries and National Parks in the state through forest corridors. The Biosphere reserve is proposed to facilitate better movement of wild animals, including the tigers, over an area of 11,000 sq kms from Dholpur to Jhalawar and will pass through the adjoining Karauli, Sawai Madhopur, Kota, Bundi,


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Chittorgarh and Baran districts. NHAI have received representation from Sh. Ramlal Jat, State Minister for Forests, Environment and Mining Dept., Govt. of Rajasthan regarding provisioning of Bypasses at various locations on NH-12 keeping in view the proposed Rajiv Gandhi Biosphere Reserve(RGBR) for integrated development of forest area. As NH-12 is fragmenting the biosphere reserve at two locations in Bundi-Hindoli area and Kota Mukadara area. Regarding this Local Wildlife board and NHAI officials have surveyed and proposed construction of 7 underpasses at different locations. The final locations of underpasses are yet to finalize as on date. The documents/communications related to provisioning of underpasses in RGBR area has been attached as Appendix-II;

There are no known rare, threatened or endangered flora and fauna species reported in the area close to the project highway ,i.e. corridor of impact;

There are two types of forests existing along project road, i.e. Protected forest and reserve forest. Protected forest is in form of strip plantations covered under protected forest category of the state forestry department. As informed by Concessionaire, the widening and up-gradation of this NH section involves diversion of 69.19 Ha of forest land, out of which 10.23 Ha of area belongs to Reserve forest and remaining 58.96 Ha area is protected forest. The In-principle. Approval from MoEF has been conveyed on 10th of January, 2011 and further compliance to the conditions contained therein is also completed and submitted by concerned officials to MoEF. Declaration from each village sarpanch and secretary coming in the jurisdiction of forest land has also been submitted in respect of provisions of ST & OTFD (Recognition of Forest Rights) Act, 2006 before the final approval. Compliance to the MoEF final query (A certificate from the state Government Jila parishad & District collector), in respect of the said act has also been made on 23rd of Jan. 12. Now this issue is clear with all the requirements and Final Clearance is expected to receive shortly as informed by Concessionaire in our site visit. Details of all these communications has been attached as Appendix-III. As confirmed by Concessionaire and observed during site visit, construction work has not been started at forest area locations and it will be taken up only after the receipt of final forest clearance;

For the diversion of 69.19 Ha of forest land, compensatory afforestation will be taken over equivalent non forest land by the forest dept. at the cost of user agency for which necessary funds has been submitted with Compensatory Afforestation Fund Management & Planning Agency (CAMPA), Delhi. Details for the same are clearly mentioned in Letter of project director, NHAI which is written to the District Forest Officer, Bundi attached as part of Forest Clearance applications under Appendix-III. The cost provision for felling, and plantation of new saplings has been made;

As informed by Concessionaire, Total 5930 nos. of tree cutting is involved as part of the project in Non-forest area. These trees have been grown on Govt. land by forest dept. for which tree cutting permission has been obtained by concessionaire from forest dept. Total 20.85 Ha of Non-forest area will be


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involved for tree cutting for which Compensatory Afforestation will be carried out on double of Non-forest area, i.e. 41.70 Ha of land for which Compensation amount has been deposited with Forest dept., Bundi.

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

There are some cultural properties as well as other Government properties/facilities within the RoW that are likely to be affected due to widening and upgradation of project road. As informed by the concessionaire, out of 45 religious structures likely to be affected, 25 structures have been properly relocated till date. Remaining structures are either in the process of relocation or work has not been started at those locations specially the structures which are falling in forest area for which final clearance is yet to receive ;

Fly ash is utilized for construction of embankment in four laning of Deoli-Kota sector of NH-12 as Kota Super Thermal Power Station (KSTPS), Kota is situated near the project area. Around 5 lacs MT of pond ash has been indicated to be utilized in road embankment construction in this project. Permission obtained for use of fly ash from KSTPS in this matter has been obtained via Letter No. RVUNL/KSTPS/SE (CAM)/D-1071,dated 22/12/2011 which is attached as Appendix-IV.

There are 4 major bridges, 20 minor bridges, 5 Flyovers, 1 ROB, Tunnel with twin tubes( 2 * 1.12 Km), 111 HP Culverts, 41 no. of Box culverts, 4 no. of Vehicular underpasses and 3 no. of Pedestrian/cattle underpasses are going to be constructed along the entire length of the project road ;

Public consultations have been conducted during the environmental studies to disseminate the project information and to record the views/aspirations of the local people along this NH section in all the three districts (Bhilwara, Bundi and Kota). Public hearings were carried out on 04.05.2010 at Bisalpur Project Dak Bangla, Tonk Road,Deoli , on 22.03.2010 at District Collector Assembly Hall, Dist. Bundi and on 15/03/2010 at office of Tahsil Nayab, Mandana Tahsil, Kota District for the respective portion of the project ;

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

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

As per EC Letter, a cost provision of INR 1.87 Crores has been proposed for Environment protection works during construction phase for this project; and

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


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10. CATEGORIZATION OF SUB-PROJECT:

13. The sub-project can be classified as category B based upon ADB’s EA requirements as per

their Safeguard Policy Statement (2009). This classification is based on the review of the EA

report and other available documents with respect to the environmental sensitivity due to

project activities.

11. STATUS OF REGULATORY CLEARANCES:

14. It is required that the sub-project meets the requirements of appropriate Indian legislations by

considering appropriate obligations and guidelines of Regulatory Authorities. The sub project

should have necessary national and local environmental clearances as well as permits and

approvals for project implementation and suitable environmental management plan has been

applied. The statutory clearances required as part of the proposed widening and strengthening

of NH-12 section between Deoli-Kota was assessed and current status of availability of such

clearances are given in Table 3.

Table 3: Status of Regulatory Clearances Obtained

Sl. No.

Clearances Required

Statutory Authority

Current Status of Clearance

1 Environmental Clearance

Ministry of Environment and Forests, New Delhi

MoEF has granted Environmental Clearance to this project on 3

rd December, 2010, Letter no. F.

No. 10-75/2009-IA.III

2 Forest Clearance

Ministry of Environment and Forests, New Delhi

Stage-I Forest Clearance vide Letter No. F. No. 8-75/2010-FC,dated 10

th January,2011 has already

been obtained for diversion of 69.19 Ha of forest land in Bundi (65.25 Ha= 55.02 Ha of Protected forest area + 10.23 Ha of Reserve Forest Area) and Kota (3.94 Ha of Protected forest area) Districts. Compensatory Afforestation is required to be taken up by the forest department over equivalent non-forest land at the cost of project authority. Compliances to the conditions contained in Stage-I Forest Clearance Letter are already completed and submitted by concerned officials to MoEF and Final Forest Clearance is expected to receive shortly as communicated by project developer.

3 Tree felling Permissions for Roadside Trees

Forest Department, Bundi District ,Govt. of Rajasthan

Tree cutting permissions have already been obtained from Forest Department, Bundi for entire stretch of Roadside trees along the project highway falling in Bundi district.


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4 Consent for Establishment

Rajasthan State Pollution Control Board, Jhalana Doongri,Jaipur

Consents have been received from Rajasthan State Pollution Control Board for construction work of the highway under section 25 of the water (prevention and control of pollution) Act, 1974, and under section 21 of Air (Prevention & Control of Pollution) Act, 1981 These consents are taken for establishment of plant sites at Package-I : Kalamal (V), Pench Ki Bawari ,Tehsil-Hindoli, Bundi District (Consent File no. F(SCMG)/Bundi(Hindoli)/3(1)/2010-2011/6675-6677/1185, date of issue: 25-01-2011,Validity: 30-11-2013),

(i) Aggregate-1000 TPD (ii) Bitumen Mix-1000 TPD (iii) Concrete MIX-80 Cu.mt/day

Package-I : Dhakani/Satur (V),Tehsil-Hindoli, Bundi District (Consent File no. F(SCMG)/Bundi(Hindoli)/3(1)/2010-2011/420-422/222, date of issue: 25-04-2011,Validity: 31-12-2013),

(i) Stone Aggregate-1000 TPD Package-I : Kalamal (V), Pench Ki Bawari ,Tehsil-Hindoli, Bundi District (Consent File no. F(SCMG)/Bundi(Hindoli)/4(1)/2011-2012/1295-1297/464, date of issue: 24-05-2011,Validity: 31-03-2013),

(i) Aggregate-1000 TPD (ii) Concrete MIX-80 Cu.mt/day (iii) DG Set-500 KVA

Package-II : Package-II comprises of Tunnel works where construction is not started due to non-availability of the final stage forest clearance. All the construction plant sites relevant permissions will be taken after the receipt of forest clearance. Package-III : Balapura (V), Tehsil-Bundi, Bundi District (Consent File no. F(SCMG)/Bundi(Bundi)/10(1)/2010-2012/5681-5683/2024, date of issue: 16-11-2011,Validity: 28-02-2014),

(i) Stone Aggregate-2000 TPD (ii) Wet Mix Macadam-1200 TPD

Package-III : Aktasa (V), Tehsil-Bundi, Bundi District (Consent File no. F(MUID)/Bundi(Bundi)/1(1)/2011-2012/2855-2857, date of issue: 14-07-2011,Validity: 31-01-2014),


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(i) Bitumen Mix (HMP)-160 TPH (ii) Concrete Mix (BMP)-30 Cu.mt/Hr.

5. Quarry Approval and Borrow Area Permits

Dept. of Mines & Geology, Govt. of Rajasthan

Quarry Permits/Licenses have been obtained for locations of Kaalamal, near Pench Ki Bawari village, and Balapura Village of Bundi district for carrying out road metal Quarrying. And Borrow area permissions are also obtained for different locations from Dept. of Geology and Mining, Rajasthan on short term basis.

6. Chief Controller of Explosives (CCoE) Permission for Diesel Storage

Petroleum and Explosives Safety Organisation, Ministry of Commerce and Industry, Govt. of India, Faridabad Office

CCoE permissions for storage of Petroleum Class B (Diesel) at locations of Kalamal village, and Aktasa Village of Bundi district have been obtained from CCoE ,North Circle, Faridabad.

7. Chief Controller of Explosives (CCoE) Permission for use of Explosives

Petroleum and Explosives Safety Organisation, Ministry of Commerce and Industry, Govt. of India, Jaipur office

CCoE permissions have been obtained for possessing and use of Explosives in Mining lease site under Explosives Rules, 2008.

8. Blasting Permission

Labour and Employment Ministry, Directorate of Mine Safety, Ajmer Circle

Permission to carry out blasting operations in quarry used for the project section has been received from Director of Mine Safety, Ajmer Circle

9. Certificate of Registration under the Building and Other Construction Workers Act,1996

Office of Assistant Labour Commissioner (Central), Ministry of Labour and Employment, Kota

The establishment has been registered under the provisions of the Building and Other Construction Workers (Regulation of Employment and Condition of Service Act) Act, 1996 and rules made thereunder.

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


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12. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE:

16. In keeping with the Govt. of India and MOEF guidelines, Public consultations were conducted,

as part of EIA study in all the major settlements. The community consultations were held with

households/shop owner, government officials, stakeholders and incorporation of various

measures pertaining to environmental issues based on the responses from the people.

17. The process of public participation / consultations was taken up as an integral part of the

project in accordance with EIA requirements. Stakeholders were identified to ensure as wide

coverage as possible of the project area as follows:

Heads of households likely to be impacted;

Household members;

Clusters of APs;

Villagers;

Village Panchayat

Major project stakeholders, such as women, tribal and ethnic communities, road-user

groups, health professionals, and others.

As part of the consultation process, women were also given the opportunity to voice their

views without the presence of men.

18. Public consultations in the project area were held at village and Panchayat level. The main

objectives of the consultation program were to minimize negative impact in the project

corridors and to make people aware of the road rehabilitation project. Different techniques of

consultation with stakeholders were used during project preparation, viz., in-depth interviews,

public meetings, group discussions etc. To understand the socio-economic profile of the

society, questionnaires were designed and information was collected from the individuals on

one-to-one basis. The consultations have also been carried out with special emphasis on the

vulnerable and women groups. More details regarding actions taken with respect to issues

raised up in the public consultations have been detailed under Chapter No. 9 for Public

Consultation under EIA Report which is attached as Appendix-I.

19. Formal Public Hearings as part of Environment Clearance Process were conducted to

disseminate the project information and to record the views/aspirations of the local people along

this NH section in all the three districts (Bhilwara, Bundi and Kota). Public hearings were carried

out on 04.05.2010 at Bisalpur Project Dak Bangla, Tonk Road,Deoli , on 22.03.2010 at District

Collector Assembly Hall, Dist. Bundi and on 15/03/2010 at office of Tahsil Nayab, Mandana

Tahsil, Kota District for the respective portion of the project. Copies of newspaper

advertisements and minutes of public hearing proceedings are attached as Appendix-VI.

13. ALTERNATIVE ANALYSIS:

20. The analysis of alternatives is one of the most important exercises that needs to be carried out

to find the least cost option with regards to socio-economic and environmental consequences to


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each alternative and the cost attributed to it. The present proposal is strengthening and

widening of the existing Highway section. Two major options have been studied with respect to

the project, i.e. (i) Without Project Scenario, (ii) With Project Scenario. The alternative

assessment is summarized here:

21. “Without Project Scenario”: The existing project road is a two lane national highway with

paved and earthern shoulders width of 2.5m. Carrying high traffic volumes of upto 25,000

PCU’s, the capacity of the present highway is insufficient for handling such volume of traffic and

calls in for immediate improvements. The present highway is continuously dotted with

settlements and the traffic flow is seriously affected by severe conflicts between the local traffic

and the through traffic. This is further compounded by the various landuse conflicts, in terms of

uncontrolled development along the highway and the encroachments onto the designated

highway land (RoW).

22. The population growth, increase in traffic volumes and the economic development along the

corridor would continue to occur and will further add to the already critical situation. The existing

unsafe conditions and the adverse environmental consequences, in terms of environmental

quality along the highway, would continue to worsen in the absence of proposed improvements.

Therefore, no action alternative is neither a reasonable nor a prudent course of action for the

proposed project, as it would amount to failure to initiate any further improvements and impede

economic development.

23. “With Project Scenario”: The “with project scenario”, has been assessed to be economically

viable and will alleviate the existing conditions. It would therefore, contribute to the development

goals envisaged by the Government of India, and enhance the growth potential of the area. To

avoid the large scale acquisition of land and properties, the project envisages the four laning of

the highway within the existing ROW, but for the critical locations, bypasses and realignments

have been proposed. It will not cause any major change in topography and soils, however,

better road will reduce soil erosion and dust.

24. Along the settlement stretches with significant pedestrian traffic, sidewalks will be provided.

Road safety will improve since all inadequacies of road will get corrected and overall safety of

corridor will be significantly increased. Drainage will improve due to reconstruction of

culverts/bridges with adequate hydraulics. Although trees present within ROW will be felled,

however, through compensatory afforestation @ 1:3 will again improve the greenery of the

area. Provision of bypasses around the major settlements will improve environmental quality

within the urban/habituated areas due to lowered pollution levels and relieving of congestion.

And on the other side, it will avoid loss of structures and resettlement & rehabilitation issues.

This will also help in less no. of cutting of trees on both sides of road and provide more space

for new plantation which will help in improvement of aesthetics. Appropriate road side amenities

will be provided at various locations along the corridor. Proposed highway widening will result in

lower vehicle operating costs associated with smoother riding surfaces and shorter travel times.

25. It is found on the basis of analysis that “without” project scenario will do more harm than the

benefits in terms of the biological and socio-economic environment of the project region when


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compared to “with” project scenario. Hence the “with” project scenario with minor reversible

impacts is an acceptable option for the project section.

14. ENVIRONMENT AND SAFETY CLAUSES IN CONCESSION AGREEMENT:

26. As per article 5 under obligations of Concessionaire in concession agreement, the

concessionaire shall comply with all applicable laws and applicable permits (including

renewals as required) in the performance of its obligations under this agreement. Subject to

the provisions of Clauses 5.1.1 and 5.1.2, the Concessionaire shall discharge its obligations in

accordance with Good Industry Practice and as a reasonable and prudent person. It is also

mentioned that Concessionaire shall ensure and procure that its contractors comply with all

applicable permits and applicable laws in the performance by them of any of the

Concessionaire’s obligations under this agreement. Concession agreement for this project is

attached as Appendix-VII. Safety requirements are given under Article 18 in which it is

specified that the Concessionaire shall comply with the provisions of this agreement,

applicable laws and applicable permits and conform to good industry practices for securing the

safety of the users. In particular, the Concessionaire shall develop, implement and administer

a surveillance and safety programme for providing a safe environment on or about the project

highway, and shall comply with the safety requirements set forth in Schedule-L.

27. Compliance for obtaining applicable permits under applicable laws has also been specified in

Schedule -E of Concession agreement. As per the schedule- L of CA safety requirements apply

to all phases of construction, operation and maintenance with emphasis on identification of

factors associated with accidents, consideration of the same, and implementation of

appropriate remedial measures. The concessionaire shall abide with applicable laws and

applicable permits, manual for safety in road design, issued by MORTH, relevant

standards/guidelines of IRC relating to safety In accordance with the provisions of CA and good

industry practices relating to safety of users. NHAI shall appoint an experienced and qualified

firm or organization as a safety consultant for the project for carrying out safety audit of the

project highway in accordance with the safety requirements. The Safety Consultant shall

employ a team comprising, without limitation, one road safety expert and one traffic planner to

undertake safety audit of the Project Highway.

15. ENVIRONMENT AND SAFETY CLAUSES IN EPC CONTRACT:

28. GVK Deoli Kota Expressway Private Limited (GVK DKEPL) has awarded the EPC works for

this project to GVK Projects and Technical Services Limited. The entire project stretch has

been divided in three stretches. For Package–I, EPC works will be undertaken by GVK PTSL

and EPC works for Package-II (Tunnel works) and Package-III has been further sub-contracted

by GVK PTSL to UANMAX Infra Ltd. and P.B.A. Infrastructure Limited, respectively. The EPC

Contract for this project and details of special provisions in the scope of EPC Contractors

related to Muck management generated by tunnel excavation has been attached as Appendix-

VIII. As per EPC Contract, under article-5 for obligations and undertakings, sub-heading 5.1.1,


18

the EPC Contractor will comply with all applicable permits and applicable laws in the

performance of the contractor’s obligations under this contract, will obtain at its cost, all the

requisite clearances and permits required under the Applicable laws for execution of

Construction Works including approvals for felling of trees and as per 11.4 of the Concession

Agreement. Without prejudice to the foregoing, the contractor shall within such period specified

by the concessionaire, obtain all applicable permits specified in Schedule E of the Concession

Agreement, unconditionally or if subject to the conditions then all such conditions shall have

been satisfied in full and ensure that such applicable permits are in full force and effect during

the entire Concession Period.

29. The contractor shall assist the Authority in obtaining all clearances and permits under the

Applicable Laws relating to environmental protection and conservation from the Ministry of

Environment and Forests, shall take all precautions for the prevention of accidents on or about

the site and provide all reasonable assistance and emergency medical aid to accident victims. It

is agreed that the contractor shall at all times be responsible for ensuring safe operation of the

project Highway during the construction period. Under section 7.22 for Safety Requirements,

The Contractor shall comply with the provisions of the Concession Agreement, the financing

documents, the Applicable Laws and Applicable Permits and conform to the Good Industry

Practices for securing the safety of every individual at the site. Within fifteen days from the

effective date , the contractor shall develop, implement and administer a surveillance and

safety programme for providing a safe environment on or about the project and for the safe

execution of the construction works and shall comply with the safety requirements set forth in

Schedule-L of the Concession Agreement and the Financing Documents (“Safety

Requirements”). The contractor shall provide to the Concessionaire’s Representative details of

his safety plans and procedure for the works.

30. Under sub-section 7.23 for Protection of the Environment, the Contractor shall comply with all

the terms specified in the Concession Agreement and the Financing Documents towards

complying with the environmental norms and take all necessary and appropriate steps to

protect the environment (both on and off the site) and to limit damage and nuisance to people

and property resulting from pollution, noise and other results of its execution of the construction

Works. The Contractor shall ensure that air emissions, surface discharges and effluent from the

Site shall not exceed the values prescribed by Applicable Laws. Further, the Contractor shall, if

required, assist the Authority in taking all necessary clearances, approvals, Applicable Permits

etc. pertaining to environment protection and conservation of site. Under sub-section 7.25 and

7.26, details of removal of Hazardous Materials from site and clearance of site for keeping the

site in a neat and clean condition and in conformity with the Applicable Laws and Applicable

Permits. Under sub-section 7.30 for Contractor’s Personnel and Labor, its agreed that the

Contractor shall obtain all relevant labor registrations and comply with all the Applicable Laws

including labour laws (such as Workmen’s Compensation Act, Minimum Wages Act, Contract

Labour (Employment and Regulation) Act , Workers Welfare Cess and so on) applying to his

labour, employees etc., and shall duly pay them and afford to them all their legal rights. Under

the sub-heading 7.33 for sub-contractors, its agreed that any sub-contracting in terms of this

clause 7.33, shall not relieve or discharge the contractor from any of its liabilities or obligations


19

under this contract and the contractor shall be responsible for the acts, defaults and neglects of

all the Sub-Contractors and their agents, servants or workmen.

16. EMP IMPLEMENTATION BUDGET:

31. As part of the project, detailed EMP measures have been undertaken including a budget of

1.87 Crores (as given in EIA Report) during construction and operation phase for implementing

the same. The EMP budget exclusively includes the following measures:

Environmental Training;

Environmental Quality Monitoring during construction and operation Phase;

Compensatory Afforestation;

Road side Tree plantation and maintenance during Construction & Operation Phase;

Safety signs and safety provisions at construction sites

Water sprinkling and cover for vehicles transporting construction material during

construction;

Environmental Measures in the construction camps;

Environmental Enhancement Measures during construction and operation phase

17. ENVIRONMENT MANAGEMENT PLAN (EMP) IMPLEMENTATION:

32. The environmental management plan as appeared in EIA report is given in Appendix-I, which

describes the proposed mitigation measures that would be adopted during the construction and

operation stages of the project. Environment Management Plan adopted by EPC Contractor

has been attached as Appendix-IX.

17.1. CONCESSIONAIRE AND EPC CONTRACTOR’S HSE PLAN:

33. The Concessionaire as well as EPC contractor has developed Environment Operation Control

Procedures for managing the HSE issues at construction sites for Deoli-Kota Expressway

project. This document works as a guidance manual for implementing good industry practices

w.r.t. environmental management, worker safety and accident/hazard prevention at work site.

EPC Contractor submits regular reports with Concessionaire regarding compliance to Health,

Safety & Environment Aspects which are further submitted by Concessionaire to Independent

Consultant appointed by NHAI. HSE Compliance Status reports have been attached as

Appendix-X.

34. The EPC Contractor has also developed project site Safety Plan for construction stage. This

document covers Health and Safety related aspects at construction site. For monitoring of these

aspects, Safety and Health Operation Control Procedures has been developed which also

included Accident/Incident Investigation procedures and reporting formats. Risk Assessment

Procedures, reporting formats and risk rating criteria are also included in this document.

35. Under Enclosure-J of Safety Plan, Emergency Response Protocol describes categorization of

different emergency events and decision making responsibilities during each event. Rescue


20

and medical aid services are described which includes provisioning of different emergency

services like ambulance services, fire tender services, emergency equipment facilities etc. The

emergency procedures are given which shows the involvement of different parties/ agencies

and decision levels. Contact numbers for different emergency response services and project

staff are also given under Emergency Preparedness and Response Plan. Safety Plan has been

attached as Appendix-XI. As reported by concessionaire, Regular Traffic safety awareness

programs and Health checkup activities are being conducted along the highway. Some

photographs provided by Concessionaire for recent safety awareness and health checkup

camp activities are enclosed in Appendix-XII.

17.2. EMP COMPLIANCE STATUS:

36. Concessionaire through its EPC Contractor is complying with environmental protection

measures as outlined in EIA-EMP report and also complying to the conditions issued by

different authorities in their clearances/consents during construction stage for this project.

Status of Environmental Management Plan compliance by Concessionaire has been attached

as Appendix—XIII. As per Lender’s Independent Engineer Monthly Progress Report of March

2012, its reported that Constant efforts are made to ensure the safety of the traffic moving on

existing highway. Sufficient sign boards are provided with the provisions of delineator and

reflective tapes on it all along the existing highway. Night visibility has also been improved by

white washing the gunny bags, parapet walls of existing structures and clearing of bushes

hindering the invisibility at curves and bypasses. Clear instructions have been communicated to

ensure adequate safety arrangements on site and ensure use of PPE.s and safety accessories

while working on site. Efforts are made on a regular basis to protect the environment. Methods

proposed in the manual are implemented on ground so as environmental hazards can be

eliminated to the extent possible. Monitoring of environmental parameters was conducted

during this quarter and reports submitted to IE/NHAI in March, 12.

37. Tunnel Excavation and Muck Disposal Plan: M/s. UANMAX Infra Ltd. has been awarded

the work of construction of tunnel between Km 41.180 to Km. 42.300. The work of tunneling will

be carried out simultaneously from both Kota end and Deoli end. During the construction of

tunnel, the Muck will be generated both from Open Cut as well as Tunnel. Its expected that

approximate quantity of 4,00,000 MT of muck/boulders will be generated which will be disposed

off to suitable location without damaging the Existing Forest in the area. Layout diagram for

muck disposal plan has been attached as Appendix-XIV.As the stage-II forest clearance is

pending as on date so Blasting permission and Consent to Operate for Batching plant in

Package-II will be taken after receipt of FC as informed by Concessionaire during site visit.

18. ENVIRONMENTAL MONITORING:

38. Monitoring of environmental quality during construction and during operation reflects the

success of implementation of the mitigation measures and it also provides a chance to review

the suggested measure and improve upon the measures. The environmental monitoring is

primarily the responsibility of the EPC contractor. EPC Contractor- GVK Projects and Technical


21

Services Limited (GVK PTSL) has outsourced the job of environmental monitoring to an

Environmental Laboratory namely M/s. Nakshtra Enviro Services at Jaipur. The Environmental

Monitoring reports for project sites are enclosed as Appendix-XV. As per EIA report,

Frequency of ambient air quality, noise level monitoring, and water quality & soil quality

monitoring will be thrice in a year. As per the reports attached, the levels of environmental

quality parameters are within the permissible limits as per Indian standards, at most of the

locations.

19. INSTITUTIONAL FRAMEWORK FOR EMP IMPLEMENTATION:

39. The project institutional framework as given in the project EMP indicates that the overall

implementation responsibility of the EMP lies with the Project Implementation Unit (PIU); Project

Director at PIU is supported by the Environment Officer of NHAI. NHAI has appointed the safety

consultant for carrying out safety audit of the project highway in accordance with the safety

requirement and shall take all other actions necessary for securing compliance with safety

requirements. During execution of works, the concessionaire & EPC contractors have taken

reasonable steps to protect the environment on and off the site and avoid damage or nuisance

to persons or to property of the public or other resulting from pollution, noise or other causes

arising as a consequence of their method of operation. Environment & Safety Plans has also

been submitted by EPC Contractor to Concessionaire and there is regular reporting mechanism

established for periodic compliance status between concessionaire and EPC Contractor.

Further, these periodic monitoring reports are submitted by Concessionaire to Team Leader of

Independent Engineer appointed by NHAI. From the concessionaire end, the Chief Project

Manager through his Environmental Officer and package wise HSE Engineers of the contractor

take care of the implementation of the Environment, Safety and labor related aspects. Chief

Project manager of EPC Contractor is responsible for implementing the EMP during all phases

of construction and ensures that all subcontractors are aware of and comply with the EMP. The

monitoring of environmental aspects being implemented by the contractor is regularly

monitored by Concessionaire’s Environment cum Safety Expert who visits the site to monitor

the compliance of EMP implementation. HSE Organogram for SPV and EPC Contractor has

been attached as Appendix-XVI. The institutional arrangement made for the project

implementation is given in Figure 1.


22

Figure 1: Overall Implementation Framework for EMP Implementation

Direct Indirect

Project Manager

(Contractor)

Environmental Officer

(Contractor)

Team Leader

(Independent Engineer /

Consultant)

Environmental Expert

(Independent Engineer /

Consultant)

Chief Project Manager

(Concessionaire)

Environmental Officer

(Concessionaire)

Project Director

(NHAI)

Environmental

Officer

(SHAI)

State Pollution

Control Board

MoEF,

Regional Office

Environment and Social Due Diligence Report GVK Deoli Kota Expressway Pvt. Ltd.

23

20. SITE VISIT:

40. A site visit was undertaken by IIFCL’s Environmental and Social Safeguard specialists during

17th -18th of April, 2012 to review the implementation of the project environmental safeguards.

During the site visit it has been observed that:

Regular water sprinkling is being done in high dust generation areas like road

construction sites and crushing operation areas.

At construction plant sites, crushers have been provided with wind breaking walls

and water sprinkler at the start of crushing operation in crusher equipment and Hot

Mix Plants have been provided with Bag House filter.

As the construction work is in early stage so Road side and median drainage work

has not been started till date.

Most of the tree cutting has been completed on road side except forest area for

which Stage-II Forest Clearance is pending.

Topsoil stockpiling has also been practiced during soil excavation activities for this

project.

Due to early stage of construction, median plantation work has not been started but

tree plantation has been done at construction site offices.

Proper traffic diversions and appropriate signages are being provided at the site to

prevent any disruption to the highway traffic.

Workers are being provided with the required safety gears to be worn during

execution of work.

Necessary barricading and safety precautions for deep excavations are also being

ensured. Work safety signages have been provided throughout the project highway

and also at Construction site offices.

Labour camps are not provided as the labours have been hired from nearby villages

throughout the road stretch. But EPC Contractor has provided accommodation

facility to its own staff.

Staff accommodation facility at camp site has been provided with adequate drinking

water, mess and sanitation facilities. Provision of soak pits have been made.

Periodic Environmental quality monitoring has been carried out throughout the road

stretch at selected locations during construction phase. Sample copy for the same

has been provided.

Emergency patrolling vehicle has been provided and tie up has been done with local

hospital for emergency ambulance facility.

Community facilities along the project site has been provided by project developer

like Cement concrete road in Sathur village at Chainage Km. 197, sports ground

near camp pench ki bawadi at Chainage Km. 179.300, boundary wall for Ashram

chatrawas near village pench ki bawadi, development of village approach roads

leading to kalamal quarry area, Entry & exit road to Hindoli police station, organizing

blood donation camp. etc. All of these facilities were observed during site visit.


24

As reported by concessionaire, Regular Traffic awareness programs and health

checkup camps are being conducted along the highway. Photographs of these

activities are already enclosed in Appendix-XII.

41. The site visit photographs showing some of the environmental safeguard measures and

progress of construction work details are given in Photoplate-I.

21. CONCLUSIONS AND RECOMMENDATION:

42. Based upon the available documents, it is concluded that the concessionaire through their

EPC contractor has undertaken adequate environmental safeguard measures. The conclusions

for the sub-project are given below:

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

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

Concessionaire has confirmed that all statutory environmental clearances/approvals/consents have been obtained and also getting renewed as and when required;

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

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

Concessionaire has confirmed that the funds for diversion of reserved and protected forest land and compensatory afforestation have been deposited by the Project in time bound manner. Details for the same are clearly mentioned in Letter of Project Director, NHAI to District Forest Officer, Bundi, Dated 4th March, 2011 under Appendix-III for Forest Clearance related Applications.

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

The institutional arrangement available for the implementation of EMP appears to be adequate as there is a sufficient number of staff available for implementing and monitoring the EMP implementation.


25

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

Based on the due diligence findings, it can be deduced that the sub-project has no significant environmental safeguard issues.

The Sub-project therefore does not appear to involve any kind of reputational risk to Asian Development Bank funding on environmental safeguards and recommended for funding under the proposed project.


26

DUE DILIGENCE ON SOCIAL SAFEGUARDS


27

22. AVAILABILITY OF REPORTS:

43. The Social safeguard due diligence of Deoli-Kota section of NH-12 has been assessed by

reviewing the Detailed project Report which includes a chapter on Social Impact Assessment.

As informed by the Concessionaire, no separate Resettlement Action Plan was prepared for

the project and only a Social Impact Assessment study has been done which has been

included as Chapter 13 of DPR study.

44. In the absence of Resettlement Action Plan, Environment Impact Assessment report has also

been reviewed to obtain information on social impacts of the project, especially to get

information on the alternative analysis to minimize the social impacts and public consultation

conducted for the project.

45. The Lender’s Engineer’s report for the month of March 2012 has also been reviewed to

obtain information of the status of land acquisition, physical and financial progress of the

project.

46. This section of the report covers the components of the Resettlement Action Plan and also

provides their current status.

23. MINIMIZATION OF SOCIAL IMPACTS:

47. As mentioned in the Social Impact Assessment chapter of the Detailed Project Report

(Appendix XVII), to minimize displacement and to reduce disruption of livelihoods, concentric

widening in village sections, bypasses to avoid settlement and raised carriageways have

been proposed during the designing stage. To reduce the social impact of the proposed

development work, different alternative options were considered and a comparative

statement of the same is presented in Table 4:

Table 4: Comparison of Land Acquisition Requirements

With Bypass Without Bypass

Road length in Km. 83.042 120.9

No. of Bypasses 5 -

Total length of Bypasses in

Km.

37.4 -

No. of realignment 2 -

Total length of realignment in

Km.

2.3 -

Additional land required for

bypasses in ha.

224.4 -

Total land acquisition

required in ha.

522.19 389.06


28

No. of built up properties

impacted

329 4851

Affected families 219 3234

Affected persons 1533 22638

Religious Structure 14 33 Source: Chapter 13 of Detailed Project Report

48. Alternative analysis has also been conducted for the finalization of bypasses to minimize the

environmental and social impact during the Environmental Impact Assessment (refer

Chapter 7 of Appendix I).

24. PUBLIC CONSULTATION:

49. Public consultations were conducted during the Census survey of the affected families. The

issues raised during these consultations were considered during the finalization of the design.

As mentioned in the EIA report, widening options has been finalized taking into consideration

the demand of the people. In doing so, a religious property has been saved by going for

eccentric widening at village Talab Gaon at Chainage km. 203.00. The detail of public

consultation is given in Chapter 9 of EIA report attached as Appendix I.

25. LAND ACQUISITION IN THE SUB-PROJECT:

50. As mentioned in the SIA chapter of DPR, the available ROW throughout this section of NH-

12 varies between 12m to 45m. However, for the proposed widening, a minimum of 60m of

ROW is required. As per the LE report of March 2012, a total of 543.92 Hectares of land is

under acquisition for implementation of the subject Project Highway which comprises of

37.8% Private Land, 2.7% (2.50Km) Army land, 12.7% (14.65Km) Forest land, 19.7% PWD

land & 27.0% of Govt. land on ground.

51. The land is being acquired by the Conssessioning Authority i.e. NHAI after the official gazette

notification is published for the affected land. A sample copy of the 3D notification and ROW

handing over letter is attached as Appendix XVIII and Appendix XIX respectively. The

status of land acquisition is given in the below table:

Table 5: Status of land acquisition

Sl. No.

Type ownership of land

Land in hectare (in Ha)

Land already acquired (in Ha)

Remaining land to be acquired (in Ha)

1 Forest Land 69.19 Nil 69.19

2 Government Land 269.02 246.74 22.28

3 Private Land 205.71 187.81 17.90

Total 543.92 434.55 109.37

Source: Information received from the Concessionaire


29

52. As informed by the concessionaire, there are few pending litigation cases related to land

acquisition and compensation which are being dealt by the competent authorities. The

reason of dispute and their current status is detailed in the below table 6:

Table 6: Pending litigation cases related to land acquisition and compensation

Sl.

No. Location Reason of Dispute Current Status

1. Hindoli bypass (21.220 - 21.390)

Dispute in land compensation rates

Survey by CA/LA is done, further proposal under process

2. Hindoli bypass (22.700 – 22.828)

Dispute in land compensation rates

Survey by CA/LA is done, further proposal under process

Source: Information from the Concessionaire

26. RESETTLEMENT IMPACT IN THE SUB-PROJECT:

26.1 Impact on private structure

53. As mentioned in the SIA chapter of DPR, structures to be acquired along the proposed ROW

belong to titleholders, tenants as well as squatters and informal settlers. Most squatters are

small business owners and vendors. In total 306 private structures are getting affected due to

the road widening as detailed in table 7. As informed by the Concessionaire, 274 families are

getting affected due to the project.

Table 7: Affected families as per the type of structure

Sl. No. Type of structure Number of affected families

1 Residential structure 172

2 Commercial structure (including Res-cum-Commercial structure)

134

Total 306

Source: Chapter 13 of Detailed Project report

54. As per the LE report of March 2012, the civil work is in progress at those locations where the

land has been handed over to the concessionaire after the payment of compensation for the

loss of assets to the affected landholders. As informed by the concessionaire, there is no

relocation of any affected family for the sub-project.

26.2 Impact on Religious properties

55. As informed by the concessionaire, 45 religious structures are affected due to the project

which is being compensated by the Conssessioning Authority. Out of the total affected

religious structure, 25 have been relocated to nearby sites by the concessionaire on the


30

request of the villagers and Gram Panchayats. The land for the relocation of the structures is

provided by the local people on consensus. Few sample copies of the request made by the

Gram Panchayats and the relocation land provided to the concessionaire is attached as

Appendix XX. The detail of the affected religious structures and their relocation status is

given in Appendix XXI.

27. IMPACT ON INDIGENOUS PEOPLE:

56. As informed by the Concessionaire, no Schedule Tribe family is getting affected due to the

project. It has also been confirmed by the respective District Collectors that no ST family is

getting affected even in the forest area (refer Appendix III).

28. COMPENSATION AND ENTITLEMENT:

57. The land acquisition is being done as per the National Highways Act 1956 and the

compensation is being paid by NHAI as per the applicable entitlements. As informed by the

Concessionaire, the payment against structures is evaluated as per the circular/guideline of

state PWD, Govt. of Rajasthan. The revenue authority maintains the list of all such structure

owners who are required to be compensated. Further acceptance from individual owner is

obtained on the specified format while releasing their compensation. The Competent

Authority monitors the payment status on a regular basis. As reflected in the LE report of

March 2012, the civil work is started only when the land is handed over to the Concessionaire

after the payment of compensation to the affected people.

29. MONITORING AND EVALAUATION:

58. The project is being monitored by the Independent Consultant appointed by NHAI. The

Independent Consultant’s report includes the status of land acquisition and Resettlement &

Rehabilitation issues, if any.

30. INCOME RESTORATION MEASURES:

59. As informed by the concessionaire, both skilled and unskilled workers from the local area are

being engaged in the construction activities. The concessionaire has employed 130 local

labourers in the construction activities which include 16 skilled labours, 38 semi-skilled

labours and 76 unskilled labours. A sample labour sheet is attached as Appendix XXII.


31

31. COMMUNITY DEVELOPMENT ACTIVITIES:

60. As part of community development activities, concessionaire has undertaken many activities

to benefit the local people which can be briefed as below:

Repaired approach roads for the easy access to village at many locations at the request of the local people.

Organized Health checkup camps for persons working in hazardous areas. The photographs of Health check-up camp is attached as Appendix XII.

Safety awareness programme to train the local inhabitants.

Celebration of Safety week from 1st to 7th January 2012 and organized various activities of awareness & learning to commuters.

Provided concrete road at Sathur village at Chainage Km. 197.000.

Helped the villagers in construction of a sports ground at Chainage Km. 179.300.

Provided Boundary Wall to Ashram Chatrawas (School) at Paich Ki Bavri village.

32. SITE VISIT OBSERVATION:

61. A site visit was undertaken by IIFCL’s Environmental and Social Safeguard specialists

during 16th and 17th of April 2012 to review the implementation of the project social

safeguards. During the site visit it has been observed that:

Concessionaire has taken efforts to minimize the impact on the religious properties. They are helping the villagers in relocation of these structures by constructing the temples at the land provided to them by the villagers.

Local labour has been employed for skilled and unskilled activities.

Proper traffic diversions and appropriate signages are being provided at the site to prevent any disruption to the highway traffic.

Construction work is only being carried out after the compensation is paid to the affected families and are vacated by their owners.

Concessionaire has taken up various community development activities for the benefit of the local people.

62. The site visit photographs are given in Photoplate-II.

33. CONCLUSION AND RECOMMENDATIONS:

63. Based upon the available documents it can be concluded that:

The sub-project has been prepared by NHAI as per its own funding requirement and

not anticipation to ADB operation.


32

The land acquisition has been done by NHAI and the compensation is being paid to

the affected families before handing over the land to the concessionaire for

construction activities.

Adequate measures have been adopted for the minimization of social impacts

during the planning stage of the sub-project. The design has been finalized with due

consideration so that the alignment do not pass through any congested settlement

area. The congested settlement area has been avoided by providing bypasses,

realignment and geometrical improvement of the project road.

Local people’s view have been given due consideration during the designing of the

project.

The Sub-project, therefore does not appear to involve reputational risk to Asian

Development Bank funding on social safeguards and recommended for funding

under the proposed project.

NATIONAL HIGHWAYS AUTHORITY OF INDIA

C O N S U L T I N G Engineers Group Ltd.

E-12, Moji Colony Malviya Nagar, Jaipur-17 Tel.:+91-141-2520899, 2521899, 2520556 Fax: 2521348, E-mail: [email protected]

CONSULTANCY SERVICES FOR PREPARATION OF FEASIBILITY

CUM PRELIMINARY DESIGN REPORT FOR 4/6 LANING OF

DEOLI – JHALAWAR SECTION OF NH-12

( NHAI / BOT II / DPR / 03 )

IN THE STATE OF RAJASTHAN (INDIA)

Environmental Impact Assessment Report Package–I

December - 2009

Consulting Engineers Group Ltd., Jaipur Feasibility Report

Consultancy Services for 4/6 Laning of Deoli – Kota Section of NH-12 (Package – I) in the State of Rajasthan (NHAI / BOT II / DPR / 03)

Index

Sr. No. Contents Page no.

Executive Summary E.1-E.11

1. Introduction 1.1-1.7

2. Project Description 2.1-2.17

3. Description of the Existing Environment 3.1-3.17

4. Policy Legal and Administrative Framework 4.1-4-10

5. Analysis of Environmental Impact 5.1-5.15

6. Mitigation and Enhancement Measures 6.1-6.20

7. Analysis of Alternatives 7.1-7.15

8. Environmental Monitoring Programme 8.1-8.14

9. Public Consultation 9.1-9.10

10. Environmental Management Plan 10.1-10.41

11. Environmental Budget 11.1-11.6

12. Disclosures of consultant Engaged 12.1-12.11

13. Annexure-1

14. Annexure-2

15. Annexure-3

Executive Summary



E-1

E EXECUTIVE SUMMARY

E - 1 INTRODUCTION

The Government of India has taken up a massive programme of up-gradation and development of National Highways. The National Highways Authority of India (NHAI) has been entrusted the task of development of NHDP. National Highways Development Project. (NHDP) III about 11500 km of existing National Highways are proposed to be widened to 4/6 lanes depending upon the traffic. These highways would provide high speed connectivity to NHDP (Golden Quadrilateral) and NHDP II (North-South and East-West Corridor). The Government has also taken a policy decision of developing of entire NHDP III programme through Public Private Partnership (PPP) route. Deoli-Kota section of National Highway 12 has also been selected as one of such highway to be developed under NHDP III.

The NHAI had invited tenders from eligible Consultancy firms for preparation of feasibility-cum-Preliminary Design for 4/6 Laning of Deoli-Kota Section of NH- 12 (Package No. NHAI/BOT II/DPR 03) to be executed as Build Operate and Transfer (BOT) Toll Project on Design Build Finance and Operate (DBFO) pattern. M/s Consulting Engineers Group Ltd (the Consultants) having their registered office at E-12 Moji Colony, Malviya Nagar, Jaipur- 302017 have been selected as the preferred bidder. On the 29th day of August, 2007, the NHAI, under the administrative control of Ministry of Shipping, Road Transport and Highways (MOSRTH), Govt. of India (the Client), signed an Agreement with the Consultant for carrying out the consultancy services.

E - 2 PROJECT DESCRIPTION

This report covers the Feasibility – cum preliminary design work by the Consultant for an approximately 83.042 km from Chainage Km 165/000 (Ch 0/000) Junction of NH-76 on Kota Bypass (Ch. 83/042 of NH12 from Deoli – Kota Package-I. National Highway Authority of India under the Ministry of Road Transport & Highways propose to start the work of Improvement, Strengthening and widening of existing 2 lane road to 4/6 lane dual carriageways from Chainage Km 165/000 (Ch 0/000) Junction of NH-76 on Kota Bypass (Ch. 83/042) of NH-12 (Deoli-Kota) section in state of Rajasthan. With a view to assess the potential impacts arising out of the proposed expansion, Environment Impact Assessment study carried out to look into various environment component as a preclude to the preparation of Environment Management Plan.

The scope of the project includes widening of the existing two-lane to 4/6 lane avoiding / minimizing land acquisition as far as possible, except at locations where it is absolutely essential from traffic, engineering, environmental and social aspects. The main aim of the project is to improve the riding quality, journey speed and reducing congestion of traffic on the highway. It is proposed to add service roads, widening and reconstruction of bridges and culverts, truck terminals, adequate drainage system, grade – separation, road furniture, utilities and amenities wherever required. Due attention has been paid through out the feasibility study to minimize resettlement problems, cutting of trees, shifting of cultural properties, etc., as far as possible through proposed engineering design. At most of the congested / built – up areas, it has been proposed to marginally raise the carriageway and service roads along with drains. Wherever district roads with substantial traffic are crossing the National Highway, an underpass along with suitable ramps has been proposed. All the junctions have been improved with proper junction design connections. All these measures are going to substantially improve the environmental and traffic safety aspects.



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E E - 3 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

Existing legislation, institutions and policies relevant to the Environmental Impact Assessment for NH-12 Project at the National and State levels are reviewed and identified the clearance requirement for the project at various stages of the project.

Environmental Clearances Required

Existing 2 lane project road will be widen into 4/6 lane with additional land acquisition. The project highway also does not passes through any notified wildlife area and any ecologically sensitive areas such as National Park, Sanctuary, and Tiger Reserve. At few locations project road passes, along the reserve forest areas where there is proposal for acquisition of Forest land. In view of all that, Environmental Clearance from MOEF is mandatory in this case.

Linear plantation (within ROW) along the road is declared as protected forest, so that permission for diversion of land will be required from the concerned forest department of Rajasthan. Since felling of trees is also involved, permission for the same has also to be obtained.

Consent from State Pollution Control Board, Rajasthan is also mandatory under Air and Water prevention and control of pollution Act.

E - 4 DESCRIPTION OF EXISTING ENVIRONMENT

Physical Environment

Climate

The climate of the all four districts is sub – tropical with three main seasons (i.e. winter, summer and monsoon) and also a Post Monsoon Season, makes Four Seasons in a whole year. There is considerable variation between different parts of the districts and between the summer and winter months. Summer begins by the end of February and continues up to the end of June, with gradual rise in the temperature. April and May are the hottest months. Summer or hot season extends from March to June. Monsoon or rainy season starts from last week of June up to the month of September. Some times, in the month of October also rains are received. During the monsoon season, the skies are generally overcast. In the rest of the year, skies are almost clear. Winter or cold season is encountered from November to February. Winter is quite pleasant; however, extreme cold and frost are experienced in some areas. Climate on an average is healthy, warm and dry.

The seasonal variation in the temperature is very wide. January is the coldest month in with average mean minimum monthly temperature in Kota are 11.6 oC and May is the hottest month with mean maximum monthly temperature of 42.6 and.

The average annual rainfall in the Kota is 851.40mm. July is the month with heaviest rainfall. During the rainy months, the area receives almost 80-90% of the Total rainfall.

Relative humidity in the mornings is generally high during the monsoon season and during the period July to February and comparatively less during March to June. The relative humidity is the lowest during summers (May) when it reaches as low as 9% and during monsoon it goes to as high as 89%. Topography Soil and Geology

The topography of the entire section of the project road is open, plain and rolling except hilly portion in Bundi section and mostly occupied by yellowish brown, sandy loam to sandy clay loam soil. Soil texture is weak in structure and is permeable.

The Rajasthan desert is a vast sandy plain, including isolated hills or out crops at places. Though on the whole the tract is sandy, the soil improves in fertility from west and north-west to east and north-east. In many parts, the soils are saline or alkaline,



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E with unfavorable physical conditions and high pH. The plains here are level and flat, with rich alluvial loam. Down south, in Kota and Bundi, in the Chittaurgarh and Bhilwara districts, wheat, maize, paddy and sugarcane fields sprawl along the river-banks. Popularly known as the Hadauti plateau, this region includes the districts of Kota, Baran, Bundi and Jhalawar and two tehsils of Sawai Madhopur namely Khandar and Sawai Madhopur.

Rajasthan is endowed with a continuous Geological sequence of rocks from the oldest Archaean, Metamorphites, represented by Bhilwara Super Group (more than 2,500 million years old) to sub-recent, alluvium and wind blown sand. The western and north-western parts of the state are covered by vast blanket of young unconsolidated deposits including the blown sand of the Thar Desert (Marusthal) of western Rajasthan. The remaining area exposes wide variety of hard rocks, which include various types of metamorphic schists, quartzites, marbles and gneisses of Pre-Cambrian age with associated acid, and basic intrusive rocks. Southern and south-eastern Rajasthan is mostly a plateau. The Hadauti plateau, having intrusions of black volcanic rocks into the Vindhyans, extends to a great part in Jhalawar, Baran and Kota districts.

Borrow Areas & Stone Quarries

During widening of existing 2 lane into 4/6-lane it will be required to raise the embankment at certain locations along the road beyond the existing ground level. For doing so extra earth / soils to be used as sub-grade, selected sub-grade and shoulder materials need to be hauled from designated and approved borrow areas and stone quarries. The identification of Borrow areas and stone quarries will be done by the contractor during design stage and in their selection following care will be taken into account to ensure that 1) Sufficient quantity of suitable soil is available from the borrow pit; 2) The borrow areas are as close to the project road as possible;3)The loss of fertile and productive agricultural soil is minimum; 4)There is minimum loss of vegetation; 5)The topsoil from the borrow pit will be striped and set aside with microbial preservation methods.

Land Use Pattern

The major agriculture products are Maize, Wheat, Jo, Til, Urad, Moong, Jeera, Gram, Soybean, Ground Nut, Raee, Mustard & Cotton are the major crops of the PIA District. Kharif crops constitute the bulk of the food production in the district since the agricultural activities are mostly dependent on Monsoons and canal irrigation in Kota district. Kharif crops include urad, maize, moong, groundnut etc. Rabi crops are usually sown in November whereas Kharif crops are sown with the beginning of the first rains in July.

Water Quality

The water quality of the project area is normally good. Water quality has been monitored at five location L-1: Basni Village (Ch: Km 171), L-2: Pech ki Bawadi (Ch: Km 179), L-3: Talab Gaun (Ch: Km 203), L-4: Bundi (Ch: Km 210), L-5: Taleda (Ch: Km 225) It is observed that the surface water quality of the area is quite good except few parameters. The nature of water is good for domestic uses as pH ranges between 7.0 and 8.5. Chloride and sulphate is within permissible limit. Water is free from organic content.

Ambient Air Quality

Ambient air quality has been monitored along the project road at two locations viz. Etranda Road (AQ1) at Chainage 175.000 km and Talab Village (AQ2) at Chainage 203.000 km .Result of analysis shows that all the parameters are with in the permissible limit except SPM and CO at few locations. The ambient air quality result at both



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E locations in project area reveals that the seasonal average concentration of SPM ranges from 186 to 243 µg/m3, RSPM varies between 87 to 105 µg/m3, SO2 range between 10 to 11 µg/m3 and NOx ranges between 21 to 29 µg/m3.

Noise Quality

Noise quality has been monitored along the project road at two locations viz. km 175.500 (NQ-1) km 202.500 (NQ-2). It is found from the ambient noise level monitoring results that daytime equivalent sound level at all four locations varies between 68.02 – 68.20 dB(A) and nighttime equivalent sound level ranges from 74.47 to 80.82 dB(A). The daytime ambient noises at the all Locations are within the prescribed limits. The nighttime noise levels in respective category area are higher than the prescribed limits (Refer Table 2.23) due to heavy traffic congestion and poor road conditions.

Biological Environment

Roadside Trees

The project road consist multiple rows of plantation within the ROW and dominant species are Neem, Siris, Shisham, Kikar, Safeda etc. Rapid tree counting indicates that approximately 6321 trees will be affected during widening of the road. However, cutting of these trees are likely to degrade the micro-ecological condition of the project area. This adverse implication needs to be taken into consideration with compensatory plantation along the proposed alignment or any land bank.

Fauna

Due to heavy degradation of wild life habitat and indiscriminate shooting, the most of big animals have already been disappeared. The only versatile habitat wild animal – Panther is surviving in the tract. The other animal which presently sighted are – The Sloth Bear, Hyaena, Jackal, Cheetal, Chinkara, Wolf and Wild Boar are its resident faunal species. Panther, Sloth Bear, Hyaena, Jackal and Wolf are the species of conservation interest.

E - 5 SOCIO-ECONOMIC ENVIRONMENT

Amenities

There are number of amenities and utility services located along the highway such as schools, dhabas, clinics, restaurants, repair and spare shops, resting spaces, parking lots, PCOs, electric transformers, OFC etc.

Seismicity

The project area does not have any history of severe earthquake damage. As per state wise seismic zonation the project road lies within Zone-II of Seismic activity zone of the country (National Informatics Centre). The seismic risk in Zone-II is relatively low according to the seismic zoning map of India (BIS 2000, zones), which is Zone II to Zone V classification in which zone V is the highest risk seismic zone. The required construction including structures (bridges and culverts) will be such designed to withstand the level of seismic activity for Zone-III.

Drainage

Drainage is major problem mostly in the built-up stretches (urban areas) due to raising of road shoulder and disposal of wastes by the local public into the drains.

Concrete drains are proposed in urban areas (between service road and carriageway), while masonry drain are proposed in rural area to meet the drain requirements. Existing cross – drainage structures on the highway have been thoroughly examined for their hydraulic and structural adequacy and wherever some structures are found to be inadequate, these have been duly proposed to be repaired/rehabilitated. New cross –



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E drainage structures would be provided on the new lane carriageway on the basis of requirement.

Road Safety

It has been observed that accidents involving trucks and buses constitute about 80% of the total accidents. To avoid the accident on highway and to enhance road safety issue should be resolved through segregating slow moving traffic in the market places by service lanes, provision of wider median in rural stretches and plantation of shrubs and under trees to avoid the glare of vehicles moving in opposite directions during night are some of the design solutions provided. Provision of proper signage, proper lighting arrangements will be made.

Traffic management plans will be developed, especially in congested locations. Traffic control measures including no assess will be enforced strictly on the mail expressway. Further growth of encroachment and squatting within the ROW will be discouraged

Pedestrian guardrail shall be designed to control and guide pedestrian road crossing movement safely at the service road intersections. Concrete guard posts may be used at less hazardous locations. These shall have 2.5 m offset at 2.0 m spacing.

E - 6 ANALYSIS OF ALTERNATIVES

The analysis of alternatives has been made on the basis of “Long term Scenario with projects and Long term Scenario without project” in terms of potential environmental impacts.

To asses the overall project impacts a Quantitative Analysis is carried out. This shows that the project is generally significant, positive and has reversible negative impacts. So the project is recommended but the adoption of mitigation measures is crucial in order to avoid adverse negative impacts.

E - 7 PUBLIC CONSULTATION

Public consultations were held with Project Affected Persons (PAPs), stakeholders and the general public to determine their view about the proposed road and incorporate their suggestions while finalizing the alignment. A local level consultation was held at, Ram Ganj Balaji, and Talab Gaon along the proposed road. The people were generally in favour of construction of road, as it would reduce traffic congestion and improves socio-economic status of the area. On the basis of outcomes of community consultations following recommendations has been made

Compensatory afforestation of trees which are going to be felled @ 1:3,

Stringent Pollution Control Measures during construction activities,

By providing proper sanitation and improving traffic flow conditions,

By periodic maintenance of roads,

Awareness about the environment and its management,

Safety measures to the workers at construction sites,

Efforts should be done in design to avoid the impact on roadside religious structures to the maximum extent, and

Proper drainage should be provided during widening of the road.

E - 8 ENHANCEMENT MEASURES

During widening and strengthening of project road certain enhancement measures are proposed to improve the environmental quality as well as visual quality of the project highway.

The proposed enhancement measures for project road are as follows,



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E Enhancement of road-side facilities i.e. Truck terminals, bus stop etc.,

Landscaping, selective tree plantation along the road,

Enhancement of surface water bodies, and

Junction Improvement

E - 9 IMPACT ON ENVIRONMENTAL QUALITY AND ITS MITIGATION MEASURES

Physical Environment

Climate

The climate of project area such as temperature, rainfall, humidity, wind speed, will not be impacted any way due to widening and strengthening of the project road hence mitigation measures are not required.

Topography Soil and Geology

The topography of the project area will not have any significant adverse impact due to widening of the project road. However temporary changes in topography in the vicinity of the project site may be possible because of project related activities.

The geology and soil pattern will be not impacted due to the project activities since only the top soil will be removed that is to limited area confined to the formation width of the road.

Mitigation measures

Since topography, soil, and geology will not be impacted due to proposed activities hence no mitigation measures are required

Borrow Areas & Stone Quarries

The excavation of quarries and borrow pits used for obtaining rock, soil and aggregate materials for road construction may cause direct and indirect; short and long-term adverse impacts on the environment. Spillage and dust pollution is expected during transportation of these materials.

Mitigation Measures

Aggregates will be sourced only from the licensed quarry sites, complying with the environmental and other applicable regulations, Quarry and crushing units will have adequate dust suppression measures like sprinkler in work area and along approach road to quarry site. Water tankers with suitable sprinkling system will be deployed along the haulage roads. Water will be sprinkled regularly to suppress the airborne dust generated due to the dumper/truck movement. Trucks deployed for the material transportation will be spillage proof. Within all identified borrow areas, the actual extent of area zones to be excavated will be demarcated with signboards and the operational area will be access controlled. Borrow operation plant and machineries will strictly conform to Central Pollution Control Board (CPCB) noise standards. All operation area will be water sprinkled to control dust levels to the National Ambient Air Quality Standards.

Land Use Pattern

The land use pattern of project corridor is not significantly impacted due to widening and strengthening of project road hence no mitigation measures are required

Water Quality

During construction, the disposal of solid and liquid waste from labour camps, fuel and lubricant spills or leaks from construction vehicles, pollution from fuel storage &



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E distribution sites and that from hot-mix plants is likely to affect water quality. In the operation stage, pollutants from vehicles, and accidental fuel spills may also make their way into receiving environment.

Mitigation Measures

All necessary precautions will be taken to construct temporary or permanent devices to prevent water pollution due to increased siltation and turbidity. To avoid contamination of the water bodies and drainage channels from fuel and lubricants, oil interceptor shall be provided at fuelling locations, construction vehicle parking area, vehicle repair area and workshops. The sewage system (including septic tanks and soak pits) for construction camps will be properly designed and built so that no water pollution takes place to any water body or watercourse.

Ambient Air Quality

The negative impacts on air quality during construction will be mostly localized and concentrated in the Right of Way (RoW)/COI. However, it is likely that impacts due to dust generation are felt downwind of the site rather than the site itself.

Mitigation Measures

The asphalt plants, crushers and the batching plants will be sited at least 500m in the downwind direction from the nearest settlement. All precautions to reduce the level of dust emissions from the hot mix plants, crushers and batching plants will be taken up. The hot mix plant will be fitted with dust extraction units. Asphalt and concrete plants will be operated in conformity with government pollution control legislation, and located away from the settlements as far as possible.

All vehicles, equipment and machinery used for construction will be regularly maintained to ensure that the pollution emission levels conform to the SPCB norms.

Regular monitoring of suspended particulate matter at crusher sites during the construction will be conducted;

Water will be sprayed on the lime/cement and earth mixing sites, asphalt mixing site and temporary service and access. After compacting the earthwork, water will be sprayed on regularly to prevent dust and to avoid dust emissions likely to result from the spills of construction materials and borrow materials.

Vehicles delivering fine material will be covered, planting of trees/vegetation on the periphery of the construction site must be taken up; and during the operation stage of the project, vehicular emissions of critical pollutants (SPM, RSPM, CO, SO2, and NOx) will be monitored.

Noise Quality

The noise levels in the project area during construction will increase though shall be intermittent and temporary in nature. The noise levels shall be more pronounced around settlements and in inhabited areas. The increase in noise levels will cause discomfort to local residents and workers.

Mitigation measures

The plants and equipment used for construction will strictly conform to Central Pollution Control Board (CPCB) noise. Workers in the vicinity of high noise levels must wear ear plugs, helmets and should be engaged in diversified activities to prevent prolonged exposure to noise levels of more than 90dBA at construction sites within 150m of human settlements, Noisy construction will be stopped between 10.0 P.M and 6.00 A.M. Hot mix plant, batching or aggregate plants shall not be located within 500m of sensitive land use as schools and hospitals. The noise control measures include limitations on allowable grades e.g. Open- graded asphalt and avoidance of surface dressings to reduce tire noise in sensitive areas. Maintenance of proper road surface



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E repairs also helps in reducing noise levels. Construction machinery will be located away from the settlements. Use of noise shields to construction machinery and provision of earplugs to the heavy machine operators are some of the mitigation measures, which should be followed by the contractors during the civil works.

Biological Environment

Roadside Trees

During widening and strengthening of the project road approximately 6321trees will be affected which degrade the micro-ecological condition of the project area.

Mitigation measures

Number of trees to be cut will be compensated with triple number of trees along the proposed alignment or any land bank, according to the compensatory afforestation Policy under the Forest Conservation Act, 1980. Apart from trees earmarked for feeling, no additional tree clearing will be carried out.

Fauna

Only commonly found fauna such as Neelgai, antelope, pig, jackal, fox, hare, monkey etc. are present in the area. The project road does not consist any endangered or threatened species close to the project highway and does not pass through any sensitive wildlife / protected areas, hence no impact is envisaged.

Mitigation measures

There is no significant impact on faunal species, hence no specific mitigation measures have been proposed to avoid / minimize impacts on fauna. However, care should be taken during construction to avoid poaching of animal by the labors. Fencing will be provided where ever the road is passes through the Forest areas.

Socio-Economic Environment

Cultural Properties

About 61religious structures exist along the road, out of that 35 are within 15.0 m from the edge of the carriageway which will be directly impacted due to the proposed widening and strengthening of the road.

Mitigation measures

All necessary and adequate care shall be taken to minimize impact on cultural properties (which includes Temples, places of worship, Majar, & others). Effort should be made to relocate these religious properties with proper compensation and community consultation to avoid any kind of local conflict.

Amenities

There are number of amenities and utility services located along the highway such as schools, dhabas, hand pumps, water taps clinics, restaurants, repair and spare shops, resting spaces, parking lots, PCOs, electric transformers, OFC etc. will be impacted directly or indirectly during widening of road.

Mitigation measures

The amenities like hand pumps, water tap, tube wells etc. which comes under direct impact will be compensated and relocated with community consultation and others are shifted as per resettlement action plan.



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E E - 10 ENVIRONMENTAL MONITORING PLAN

To ensure the effective implementation of the EMP during construction and operation stage, the monitoring plan have been framed which provides basis for evaluating the efficiency of mitigation and enhancement measures and suggest further actions that need to be taken to achieve the desired effect. The objectives of environmental monitoring programme are: i)Evaluation of the efficiency of mitigation and enhancement measures ii) Updating of the actions and impacts of baseline data iii) Adoption of additional mitigation measures if the present measures are insufficient iv) Generating the data, which may be incorporated in environmental management plan in future projects.

For this project NHAI will be responsible, for obtaining required clearances and for securing a tree removal and replanting permit from DOF. It will also need to confirm that contractors have appropriate and valid permits to use local water supplies as well as to construct and operate plants such as Hot Mix Plant, batch and rock crushing etc. In addition NHAI will be responsible for implementing all the mitigative actions during the design, construction and operational stage of the project as defined in the EMP.

E - 11 ENVIRONMENTAL BUDGET

Tentative environmental budget for the various environmental management measures proposed in the EMP is approximately Rs. 18738982.5 (Rupees One Crores Eighty Seven Lac Thirty Eight Thousand Nine Hundred Eighty Two Only).

Salient Features for Deoli – Kota Section of NH-12

S.No. Features Package – I

1 Existing Length Km 165.000 to Junction of NH-76 on Kota Bypass

2 Major Bridges 4

Minor Bridges 20

3 Total no. of culverts 152

4 ROB 1

5 Type of Pavement for additional 2 lanes

Flexible

6 Overlay Flexible

7 Bypasses

Pench Ki Bavri - 2.060 Hindoli - 2.967

Bada Nayagaon - 2.280 Bundi - 5.985 Kota - 15.472

8 Length of Service Roads (Km)

22.376 Kms on both sides

9 Bus Bays 4 x 2 = 8

10 Toll Plazas 1

11 Truck Lay bys 1

12 Flyover 5

13 Underpasses 4



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E S.No. Features Package – I

14 Cattle passes Pedestrian underpass

2 1

15 Tunnel 1

16

Toll Plaza at Km 180.000 Tollable Total

AADT 6394 8372

PCU 15,920 17,187

17

VDF (both directions) Km 202, Km 230

Light Commercial Vehicles 0.65, 0.95

2 - Axle 5.68, 6.08

3 - Axle 6.15, 7.27

Multi Axle 4.13, 6.40

18

MSA in yr. 2025

Km. 165.000 to Km. 214.000

67

Km. 214.000 to Junction of NH-76 on Kota Bypass

80

Pavement Composition for New Carriageway, CBR = 7%

Composition/ Section

Km 165.000 to Km 214.000

Km 214.000 to Junction of NH-76 on Kota Bypass

BC (mm) 50 50

DBM (mm) 135 140

WMM (mm) 250 250

GSB (mm) 230 230

Total (mm) 680 685



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E Project Cost Abstract - NH-12 Deoli - Jhalawar Civil Works Package-1(CH 00/000 to 83/042)

S.No Description Restructured cost

1 Chapter 1. Site Clearance and Dismantling 0.65

2 Chapter 2. Earth Work 84.77

3 Chapter 3. Granular Base Course and Sub Base 45.28

4 Chapter 4. Bases and Surface Courses (Bituminous) 139.23

5 Chapter 5. Bridges , flyover & underpasses 156.88

6 Chapter 6. Drainage & protective works 6.15

7 Chapter 7. Junctions, Traffic Signs Marking and Other Appurtenances

25.67

8 Chapter 8. Culverts 14.42

9 Chapter 9. Maintenance 1.64

10 Total civil Cost 474.70

Cost in Crore per km 5.72

11 Contingencies 15.29

12 IC & pre-operative expenses 13.77

13 Financing Cost 7.12

14 Escalation during Construction Period (30 Months) 33.23

15 Interest During Construction(Term Loan) progress of work 30% in first year, 40% in second year & 30% in third year

37.98

16 Total Project Cost 582.08

Total Project Cost as per MCA (1.25*Civil cost) 593.38

17 Cost in Crore per km 7.15



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CHAPTER-1

INTRODUCTION

1.0 Introduction Purpose of this report preparation is to establish the baseline environmental aspects of the Project road corridor and to analyze all the expected impacts, required avoidance and the possible cost effective mitigation measures. Further these mitigation measures need to be stream lined with the engineering design and the contracting process for effective implementation.

1.1 Identification of Project Proponent & Project Road

Availability of adequate and quality infrastructure is a prerequisite for rapid industrial development, which in turn leads to creation of gainful employment for the people. Increasing accessibility and connectivity within and among urban & rural areas is an important prerequisite for nation development.

The Government of India has taken up a massive programme of up-gradation and development of National Highways. The National Highways Authority of India (NHAI) has been entrusted the task of development of NHDP under National Highways Development Project. (NHDP) III about 11500 km of existing National Highways are proposed to be widened to 4/6 lanes depending upon the traffic. These highways would provide high speed connectivity to NHDP (Golden Quadrilateral) and NHDP II (North-South and East-West Corridor). The Government has also taken a policy decision of developing of entire NHDP III programme through Public Private Partnership (PPP) route. Deoli-Kota section of National Highway 12 has also been selected as one of such highway to be developed under NHDP III.

National Highway 12 is an important main route the capital city of Jaipur to Kota, Kota and

Bhopal & Jabalpur in the state of Madhya Pradesh and it also connect two important Highways at Kota on NH-25 & NH-79. National Highway 12 is also an important distribution route connecting the grain-producing areas of Kota, Bundi and Kota with the consumption center in the various cities of North as well as Central India.

The NHAI had invited tenders from eligible Consultancy firms for preparation of feasibility-cum-Preliminary Design for 4/6 laning of Deoli-Kota Section of NH- 12 (Package No. NHAI/BOT II/DPR 03) to be executed as Build Operate and Transfer (BOT) Toll Project on Design Build Finance and Operate (DBFO) pattern. M/s Consulting Engineers Group Ltd (the Consultants) having their registered office at E-12 Moji Colony, Malviya Nagar, Jaipur- 302017 have been selected as the preferred bidder. On the 29th day of August, 2007, the NHAI, under the administrative control of Ministry of Shipping, Road Transport and Highways (MOSRTH), Govt. of India (the Client), signed an Agreement with the Consultant for carrying out the consultancy services.

This report covers the Feasibility – cum preliminary design work by the Consultant for the total

length of 83.042km from Km 165/000 (Ch 0/000) to junction of NH-76 on Kota Bypass (Ch. 83/040) of NH-12 from Deoli – Kota Package-I. The project location map is presented in Figure 1.1 and Figure 1.2.



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Figure 1.1 Project Location NH-12 – Deoli – Kota

Figure 1.1: Location Map of Project Highway: NH-12 Deoli - Kota

Deoli

Kota



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Figure 1.2: Index Map of the Project Highway: NH-12 Deoli - Kota

1.2 Significance of the Project Road Road projects are generally undertaken to improve the economic and social welfare of those using the road or served by it. Increased road capacity and improved pavements can reduce travel times and lower the costs of vehicle use. Benefits include increased access to markets, jobs, education and health services, and reduced transport costs for both freight and passengers, reduce fuel consumption and exhaust emissions from the vehicle plying on the road.

Efficient and fastest transport system can only be achieved when there exists good quality roads connecting all corners of a state or the country as a whole. Development in the industry, agriculture, service, trade and other major sectors of a State’s economy depend to a large extent on the efficiency of the existing highway network. It is through a wide spread network of roads that the fragmented markets are integrated; consuming hinterlands are linked to production centers, administrative, commercial, cultural & religious centers are connected and made accessible for the general populace.

Improvement of the road project will have significant positive impact, but they may simultaneously also bring significant negative impacts on nearby communities and the natural environment if proper precaution will not be taken during design and implementation stage of the project. People and properties may be in the direct path of road works and affected in a major way. People may also be indirectly affected by the project, through the disruption of livelihood, loss of accustomed travel paths and community linkages, increases in noise levels and pollution. Disturbances to the natural environment may include soil erosion, changes to streams / rivers and ground water, and interference with plant and animal life. Roads bring people and people bring development. Roads are agents of change, which can bring both benefits and damage to the existing balance between the people and their environment.

With the increasing pace of all round developmental activities in India, the intensity of traffic on Indian roads in general and particularly on highways has increased many folds thus rendering inadequate the existing roads capacity to contain this increased volume of traffic. To cope up with this challenge the Government of India has taken up a massive programme of up-gradation and development of National Highways. The National Highways Authority of

Deoli (Km 165.000)

Kota (Junction of NH-76 on Kota Bypass)

PACKAGE - I



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India (NHAI) has been entrusted the task of development of NHDP under National Highways Development Project. (NHDP) III about 11500 km of existing National Highways are proposed to be widened to 4/6 lanes depending upon the traffic. These highways would provide high speed connectivity to NHDP (Golden Quadrilateral) and NHDP II (North-South and East-West Corridor). The Government has also taken a policy decision of developing of entire NHDP III programme through Public Private Partnership (PPP) route. Package-I of Deoli-Kota section of National Highway 12 has also been selected as one of such highway to be developed under NHDP III, the total length of the existing road under consideration is 83.042km which starts from km 165/000 (Ch 0/000) to junction of NH-76 on Kota Bypass (Ch. 83/040). The project highway traverses through three districts viz., Bhilwara, Bundi Kota 50 nos. of villages in Rajasthan state. The objective of the project is to widen the existing 2 lanes highway into 4/6 lanes to meets the traffic needs for the future

1.3 Objectives of the EIA Study

Environmental Impact Assessment (EIA) can be defined as the systematic identification and evaluation of the potential impacts of proposed project relative to the physical-chemical, biological, cultural and socioeconomic components of the total environment. The primary purpose of EIA process is to encourage the consideration of the environment in planning and decision making and to ultimately arrive at actions which are more environmentally compatible.

The main objectives of the EIA study are: To facilitate the incorporation of the environment as a factor in project decision making,

along with engineering and economic factors. To arrive at actions those are environmentally more compatible. To enable environmental issues to be presented before the public and ensure public

participation in decision making. To help in identifying management and mitigation measures.

This EIA study report for highway project is prepared based on the following specific objectives.

To determine the magnitude of actual and potential environmental concerns and to ensure

that environmental considerations are given adequate weightage in carrying out proposed road improvements during detailed engineering design,

To recommend environmental considerations to be taken into account for the selection of road section that should be improved, based on the overall environmental impacts, both adverse and beneficial, and

Preparation of Environmental Mitigation and Management plan to be implemented at the construction phase for enhancing the positive impacts and mitigating negative impacts including Institutional arrangement, reporting system and monitoring.

1.4 Scope of the Study

The main aim of the Initial Environmental Impact Assessment (EIA) is to ensure that the project proposals are environmentally sound and sustainable on a long-term basis. The adverse effects of the proposal need to be identified in advance and duly considered in preparation of project’s engineering designs.



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The scope of work for preparing the Environmental Impact Assessment (EIA) is comprised of the following terms of references:

1. The generic structure and contents of the Environmental Impact Assessment document as

provided in Appendix III of the EIA Notification dated 14th September 2006 is followed. 2. The baseline environmental information in the study area viz., climate, physiographic

features, drainage, geology, flora, fauna, ambient air, water and noise and socioeconomic conditions.

3. Assessment of the potential significant impacts and identification of the Mitigative measures to address impacts adequately.

4. The study of analysis of alternatives incorporating environmental concerns including ‘with’ and ‘without’ project scenario and modification in the proposed project due to environmental considerations.

5. Preparation of Environmental Management Plan (EMP) & its integration into project cycle for mitigating and reducing Environmental Issues which may arises during construction and operation phase viz., compensatory afforestation, soil disposal, utility restoration, noise and vibration control, campsite management and disaster management.

6. The special attention to the environmental enhancement measures in the project for the following : Cultural property enhancement along the highways Bus bays and bus shelters including a review of their location Highway side landscape and enhancement of the road junctions Enhancement of highway side water bodies Redevelopment of the borrow areas located on public land

7. The monitoring network with regard to air, water and noise pollution including the inputs in the areas of performance indicators and monitoring mechanisms for environmental components during construction and operational phase of the project.

8. Suggestion of mitigation measures along with implementation cost and Proposal for staffing, training and institutional requirements for Environmental Management Unit.

The scope of Environmental Assessment as described in the Terms of Reference (TOR) provided by NHAI and in accordance with the MOEF, Government of India legal and procedural requirements. The emphasis during environmental analysis, design and management action plan is to facilitate decision-making and to ensure that the corridor improvement options are environmentally sound, and contribute to the development of the environmental assets.



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Table 1.1: Scope of Environmental Analysis, Design and Environmental Management Action Plan

Environmental

Analysis

To carry out a preliminary environmental screening of the highway alignment to determine the magnitude of actual and potential impacts and ensure that environmental considerations are given adequate weightage in the selection and design of the proposed highway improvement;

To collect information on existing environmental baseline conditions and undertake a preliminary evaluation of the highway alignment selected for improvement in order to define the focus of the environmental assessment, design and management studies

To identify positive and negative impacts of upgrading the highway and to propose cost-effective measures to enhance positive impacts and to avoid and / or mitigate negative impacts;

To carry out Public Consultations with affected groups and NGOs

Environmental

Design

From Environment Assessment, to identify adverse impacts such as soil erosion, loss of flora and fauna, physical resources etc. and prevent them through judicious design changes by adopting appropriate mitigation measures such as plantation of trees, installation of proper drainage system, provision of suitable mitigation measures etc.

Prepare cost – effective proposals to implement appropriate mitigation and remedial measures to upgrade and enhance the environmental quality along the highway in a sustainable manner; and

Selecting stretches along the highways, which provide opportunity for environmental enhancement and the development of cost-effective sustainable environmental assets.

Environmental

Management

Action Plan

To prepare an implementation schedule and supervision program with associated costs and contracting procedures for the execution of environmental mitigation and design works;

To develop a program for monitoring environmental impacts during construction and operational phases;

To spell out specific requirements for institutional strengthening and training; and

To recommend further studies on environmental aspects, which are required to be undertaken during project implementation, if required.

1.5 Structure of the EIA Report

This EIA report is organized in accordance with the stipulations of the Environmental Impact Assessment Notification of September 2006, form-I, GOI’s Handbook of Environmental Procedures and Guidelines and Environmental Guidelines for Rail/Road and Highway Projects. Accordingly the EIA report has been structured into the following chapters:



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Executive Summary: briefly discusses key environmental issues and recommended actions.

Chapter 1: Introduction Provide the significance of the project, Objectives & Scope of the EIA study and Structure of the EIA Report.

Chapter 2: Project Description Provide the description of the project which includes location, type, need and purpose of the project.

Chapter 3: Description of the Existing Environment describes the environmental setting of the project area baseline conditions relating to meteorology, physical environment, water resources, noise, air as well as flora and fauna.

Chapter 4: Policy, Legal and Administrative Framework reviews the existing institutional and legislative setup relevant to the project at the National and State levels.

Chapter 5: Assessment of Environmental Impacts identification and quantification of the potential impacts based on analysis of secondary and primary data.

Chapter 6: Mitigation and Enhancement Measures gives brief description of the mitigation and enhancement measures opted for the project.

Chapter 7: Analysis of Alternatives discusses the criteria for identification and analysis of alternatives, description of various alternatives including “No Change” alternative.

Chapter 8: Environmental Monitoring Programme discuss the objective & methodology for the monitoring of Air Quality, Water Quality & noise parameters.

Chapter 9: Public Consultations summaries of consultations/discussions held with the public at different levels e.g. villagers, project affected persons (PAPs), and other stakeholders such as Govt. Officials, during the project preparation stage to record people’s perceptions of the project and potential impacts.

Chapter 10: Environmental Management Plan Provide Cost effective environmental management plan to eliminate/ offset the identified environmental impact, so that development will become environmentally sound.

Chapter 11: Environmental Budget Environmental budget for the various environmental management measures proposed in the EMP at construction and operation stages are summarized in this chapter.

Chapter 12: Disclosures of Consultant Engaged Describes the name & brief resume of the consultant engaged in the preparation of EIA report.



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CHAPTER-2

PROJECT DESCRIPTION

2. General This Chapter provides the details of the project under consideration for the preparation of the Environmental Impact Assessment (EIA) report.

2.1 Description of the Project

National Highway 12 is an important main route the capital city of Jaipur to Kota, Jhalawar and Bhopal & Jabalpur in the state of Madhya Pradesh and it also connect two important Highways at Kota on NH-25 & NH-79. National Highway 12 is also an important distribution route connecting the grain-producing areas of Kota, Bundi and Jhalawar with the consumption center in the various cities of North as well as Central India. The Package-I of Deoli - Kota section of National Highway 12 has selected as one of highway to be developed under NHDP III, this project is only for widening & strengthening of existing 2 lane road to 4/6 lane & improvement of its geometry.

Package No. Chainage I Ch. 0/000 to Ch. 83/042, Deoli-Kota

The entire Project Highway lies within the State of Rajasthan. In this stretch Existing ROW varies from 12m to 45m. The existing road is of two lanes with earthen shoulder in most of the stretch. Average daily traffic (24 hours) in the Project road varies from 18863 PCU’s to 21366 PCU’s at different survey locations. This shows that the traffic has already exceeded the design service level capacity of existing two lanes for most of the stretch. Accompanying the sudden growth in traffic volume in recent years, travel costs are raising as the roads level of serviceability decline due to increase traffic accidents and traffic jams. In response to this state of affairs, the Government of India has taken up a massive programme of up-gradation and development of National Highways. The National Highways Authority of India (NHAI) has been entrusted the task of development of NHDP. Under National Highways Development Project (NHDP) III about 11500 km of existing National Highways are proposed to be widened to 4/6 lanes depending upon the traffic. These highways would provide high speed connectivity to NHDP (Golden Quadrilateral) and NHDP II (North-South and East-West Corridor). The Government has also taken a policy decision of developing of entire NHDP III programme through Public Private Partnership (PPP) route. Deoli-Kota section of National Highway 12 has also been selected as one of such highway to be developed under NHDP III. The Project will benefit the state in improving connectivity of the road network, and facilitate traffic movement between rural areas to the state highways and national highways networks. Other benefits are: Providing Road connectivity to parts of North India (Rajasthan, New Delhi) and in

Central towards Madhya Pradesh (Bhopal & Jabalpur).



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

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

Implementation of road safety measures and environmental management. The broad objective of the Project is rehabilitation of existing road network involving rising of formation levels, strengthening of pavements and where necessary widening and realignment of roads. However, the specific objectives of the Project are; Provide scope for more efficient transportation of passengers and goods. Reduce transport operating costs by improving the quality of the road. Reduce journey time by minimizing congestion in urban centers. Minimize road accidents by increasing road widths, improving intersections and road

geometry. Provide better accessibility and reduce traffic distress on the arterial highways passing

through the state. Improve accessibility to existing and proposed industrial estates, SEZs and mega-

industrial complexes for efficient transport of goods. Upgrade road to function in all weather by improving drainage and raising road levels. Provide structurally sound roads capable of achieving their design life.

2.2 Salient Features of The Project Road The total length of the existing road under consideration in Package-I is 83.042 km which starts from Chainage Km 165/000 (Ch 0/000) Junction of NH-76 on Kota Bypass (Ch. 83/042) of NH-12. The Project Highway traverses through 50 villages in three districts viz., Bhilwara (2), Bundi (46), and Kota (2) in Rajasthan State. The areas of direct influence will be confined in a linear fashion along the corridor where the construction activities take place. The road is proposed to be retrofitted into 4/6 lane for which ROW 60m supposedly. The existing ROW varies from 10m to 45m. The area of direct influence of 30 meters on either side has been considered. The project location map is presented in figure 2.1



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Carriageway The existing road is two lanes with earthen shoulders. It also has divided dual carriageway with paved shoulders, at a few locations, mostly in built-up sections. Right of Way (ROW) The details of right of way, total width, and the carriageway width along the project route, as collected from the PWD, are given in Table 2.1.

Table 2.1: Carriageway, Total Width and Right of Way (Package –I)

From To Locations ROW

165 188 Deoli 24

188 190 Bada

Nayagaon 20

190 193 Bada

Nayagaon 24

193 209 Bundi 45

209 225 Bundi / Kota 30

225 228 Kota 45

228 233 Kota 30/25

Terrain

Most of the section of Project Highway passing through plain terrain. The Package-I of project road traverse through plain terrain except in Bundi ghat section, where as traverse through hilly terrain. There is large size hillock on the right side and the Bundi town is on the left side. The stretch of about 2 km is having winding alignment and some steep gradient which require the geometric improvement.

Geography The Project Highway traverses through 50 villages in three districts viz., Bhilwara (2), Bundi (46) and Kota (2) and covers 04 Tehsils. The latitude and longitude of major towns/cities is given in Table 2.2 below:

Table 2.2: Geographical Location of Project Road

Major Towns /

Cities

Latitude Longitude

Deoli 25º 50’ N 75º 24’ E

Kota 25º 15’ N 75º 48’ E

Bundi 25º 24’ N 75º 36’ E

The height of these cities varies from 268.752 m to 327.389 m above MSL.



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Land Use

The predominant land use is agricultural. However, a significant amount of industrial development is observed at Kota and points between Kota to Jhalawar. Endowed with a rich variety of soils known as silt, clay and some part of Bundi and Kota have black cotton soils. The Bundi & Kota districts occupy important place in states agriculture, which is the most important occupation. Structure (Major/Minor Bridge, Rail Road Structures & Culverts)

There are 4 major bridges (2 lane existing) on the project road. Out of 4 major bridges 2 major bridges are in realignment and for remaining 2 bridges, new 2 lane bridges have been proposed The superstructures are of RCC Girder, RCC Solid slab and Stone arch type resting on Open foundation. There are 18 minor bridges out of which 10 bridges are recommended to reconstruction for 4 lane configuration, 2 existing bridges are to be abandoned due to realignment or bypass, 4 minor bridges proposed on bypass for 4 lane configuration, 6 bridges are retained with widening to 2 lane configuration and new 2 lane bridges has been proposed. The type of superstructures for all the minor bridges are of RCC solid slab type, RCC girder type and stone arch type resting on Open Foundation. The substructures are of PCC Gravity type and stone masonry wall type. Existing Minor bridge at Ch.197+070 (arch type) have been further extended by PCC.

There are total 135 culverts in the project stretch. The existing culverts observed along the project road are mainly of poor condition, inadequate waterway and recommended to be reconstructed. Additional culverts on bypass/realignment locations are also identified.

The condition of most of the structures is poor. Some common distresses observed are undulated asphaltic wearing coat, buried expansion joints due to overlay of BC; chocked drainage spouts, settlement of approach slab, settlement of embankment around abutments etc in the structurally sound bridges. Some bridges are old Arch type and submersible. The culverts observed along the project road are mainly of two type viz. RCC slab culverts and Pipe culverts. The structural condition of culverts is generally good. At present, there is One Road over Bridges (ROBs) of two-lane carriageway standard, one near Bundi in Km 215; there is no Road under Bridges (RUBs) in the entire project highway. The details of existing structure on NH-12 in Deoli-Kota (Package-I) section are given in Table 2.3 below.

Table 2.3: Existing Structure on Deoli-Kota (Package-I) Section of NH-12

Structure No.

Major Bridge 4

Minor Bridge 18

ROB 1

Culverts 135



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Traffic

There is mixed traffic on the Project Highway comprising of trucks, buses, cars, two wheelers, non-motorised vehicles, etc. As per the traffic census conducted by PWD NH Divisions at Kota and Jhalawar in November 2006, the traffic at various count stations on the Project Highway is given in Table 2.4.

Table 2.4: Traffic Data

Package Count Station

Location (km) CVPD PCU

I

207 6550 24077

220 7025 26710

241 7450 26815

Considering that the design service volume of two lane highway as 15000 PCU/day, and that the traffic on the road is continuously increasing because of mining and other development activities in the area, the road requires capacity augmentation to 4/6 lanes.

Pavement Condition

The pavement is flexible type having generally two-lane wide (7.0 m) carriageway with 1.0 m to 2.5 m wide earthen shoulders on either side. There are some reaches with 10 m wide paving including 1.5m paved shoulders on each side. The pavement thickness is in the range of 350-930 mm consisting of: 180-475 mm, sub base (granular) 150-300 mm, base ( WBM) 20-200 mm, bituminous layers. The pavement is showing signs of distress, due to: Lack of pavement drainage. Inadequate pavement thickness and composition. Heavy axle loads. Inadequate maintenance. The defects noticed are: Cracking (alligator, transverse, longitudinal, edge) Rutting Raveling Potholes Edge breaking Depressed shoulders Bleeding The road section between Deoli and Kota is generally in fair to good condition, with intermittent reaches having cracks and repaired portions. The riding surface is good. However, the road stretch between Kota to Kota is extensively damaged and having poor to very poor surface condition. The shoulders, in majority of length, are earthen with fair to



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poor condition. The side drainage is generally good. The road portion between km 278 to km 283 is in poor condition with lots of pot holes and cracks developed on the surface. The road surface is black topped with SDBC. The last renewal was done during the period March 2003 to March 2007 in some stretches. In majority of the reaches the last renewals was done with SDBC while in some BM was also laid under SDBC for pavement correction. The side soil is generally clayey. There are stretches with silty soil also. The embankment height of the Project Highway varies from at ground level to about 10m, near the approaches for the bridges. Typical conditions of the existing project highway are shown in Photos 2.1 - 2.2.

Photo 2.2: Heavily distressed road surface of Kota – Kota Section

Photo 2.3: Road surface and shoulders in poor conditions

Geometry & Junctions

A number of National Highways, State Highways, Major District Roads and village roads meet or cross the Project Highway at various locations. There are 3 Major and 57 Minor junctions falling in the project corridor.

2.3 Improvement Proposals

Widening Proposal

The design and rehabilitation options have been calculated based on the basis of preliminary engineering studies, traffic forecasts, and future requirements. Different alternatives have been considered keeping in view the Objectives and Goals as defined earlier. Widening requirement has been proposed on basis of Traffic Analysis & Forecasting. Requirement to widen the existing 2 lanes to four lane including paved shoulder and service roads has been recommended. Based on traffic and engineering requirements, different typical cross sections for different applicable segments have been designed and various alternative proposals have been discussed in following section. The typical cross section description is given Table 2.5

Table 2.5: Typical Cross Section Description

Cross Section Type

Description

TCS-1 4 lane divided carriage way with 4.5m median in rural area (Eccentric



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Widening)

TCS-2 4 lane divided carriage way with 4.5m median & Service Road on

both side (Eccentric Widening)

TCS-3 4 lane divided carriage way with paved and earthen shoulders without

Service road (New Construction – Bypass)

TCS-4 4 lane divided carriage way with paved and earthen shoulders with

Service road on both sides (New Construction – Bypass)

TCS-5 4 lane divided carriage way for 3 Lane Flyover with Service road on

both sides

TCS-6 4 lane divided carriage way for 6 Lane Flyover/Underpass with

Service road on both sides

TCS-7 4lane divided carriage way with 4.5m median (Concentric Widening)

TCS-8 4 lane divided carriage way with 4.5m median in Mountainous region

(Fill Section)

TCS-9 4 lane divided carriage way with 1.2m median in Mountainous region

(Cut Section)

TCS-10 4 lane divided carriage way with Fly ash as embankment material

Geometric Improvement The flat gradients will be corrected in such a way so as to attain an appropriate longitudinal Gradient in order to achieve longitudinal drainage. Also, vertical curves will be Improved /introduced so that the vertical curves meet IRC 73-1980 and IRC SP23-1983 standards. Kinks and sharp curves, in the horizontal alignment will be eliminated. Geometric design standards shall be adopted as per IRC codes as applicable to the National Highways.

The Project Highway carries large volumes of traffic, both light and heavy traffic. Due to non-availability of service roads and grade-separated structures, local and through traffic travels on the same highway. The present junctions are not properly designed (or not designed at all) and a number of unplanned openings have been created over the years, through which traffic is turning. As a result of all this, the section is experiencing frequent accidents and traffic hold ups.

Pavement New Construction

Designs for new pavement and overlays have been done in accordance with Indian and International practices. The design of new flexible pavement has been carried out as per IRC: 37-2001 up to 150 MSA and as per AASHTO beyond 150 MSA flexible overlays have been always as per IRC: 81-1998. The crust component of the paved shoulder has been kept matching with the main carriageway crust. New pavement design is tabulated in Table 2.6 as under:



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Table 2.6: Proposed Pavement Design Deoli – Bundi - Kota (NH – 12)

Table 7.4 NEW CONSTRUCTION

IRC: 37 – 2001 Composite CBR of 7%

THICKNESSES (in mm) BASED ON IRC: 37 – 2001

Layer Km 165.000 to Km 214.000

(67 MSA)

Km 214.000 to Junction of NH-76 on Kota Bypass

(80 MSA) BC 50 50

DBM 135 140 WMM 250 250 GSB 230 230

Existing Pavement

The design curves relating characteristics deflection (DC) to the cumulative number of standards axles to be carried over the design life are given by IRC: 81 – 1997. These curves are limited to 100 MSA. The overlay is designed for 10 years as per standard specification of IRC 81-1997. The design of overlay thickness for the existing pavement is given in Table 2.7.

Table 2.7: Overlay Thickness for Existing Pavement

Design for 7%CBR & 10yrs design life

Thickness in mm

From To BC DBM

165.000 214.000 50 100

214.000 to Junction of NH-76 on Kota

Bypass 50 100

Service Roads

Service Roads are proposed for loading unloading of material, access to shops and for local traffic that need not use the NH for short trips. Flexible pavements are proposed for the service roads of 7.0m wide with 0.5m paved shoulder on either side in the industrial areas where Raised Carriageways (RCW) may or may not be present. The service roads are provided for access to business areas along the highway. The pavement design thickness for service roads has been computed as per IRC: 37-2001 method for sub grade design CBR value of 7 per cent. The traffic for NH -12 has been taken as 10 MSA as per Manual of specification and standards for Four lanning of National Highways through public private partnership. The flexible pavement design provided as under in Table 2.8:



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Table 2.8: Flexible Pavement Design for Service Roads (IRC 37)

10 MSA, 7% CBR Layer Thickness(MM)

BC 40

DBM 60 WMM 250 GSB 230

Under passes

Underpasses have been proposed to cater for the cross traffic and the pedestrians. While fixing the vertical profile. The underpass will be a single span structure of 10.5m vertical clearance of 5.0 m is proposed in rural areas. For safety, convenience and the local requirements; eighteen under passes have been proposed for Project road in Package I throughout project road to maintain the smooth flow of the fast traffic on the main carriageway and to reduce the accidents and problems encountered by the local people by way of crossing of the State highway. Approximate locations of Twenty Eight under passes have been proposed for Project road for Package– I as given in the Table 2.9.

Table 2.9 Proposed Under Passes for Package-I

S N

o.

Exi

stin

g C

hain

age

Des

ign

Cha

inag

e

Nam

e of

In

ters

ecti

ng

Roa

ds

Pro

pose

d st

ruct

ura

l co

nfi

gura

tion

Pro

pose

d sp

an

arra

nge

men

t

Tot

al w

idth

of

the

stru

ctu

re

-

21.025 Hindoli bypass New 4 lane

(Height 5.0 m) 1 x 10.5

2 x 10.5 + 3.0

192.945 27.700 Chamundadevi Temple

& Sardarronga Intersection

New 4 lane (Height 5.0 m)

1 x 10.5 2 x 10.5 +

3.0

219.00 54.400 Namana Road New 4 lane

(Height 5.0 m) 1 x 10.5

2 x 10.5 + 3.0

- 72+440 Kota bypass New 4 lane

(Height 5.0 m) 1 x 10.5

2 x 10.5 + 3.0

Cattle Pass Cattle passes have been proposed to cater for the crossing of cattle. While fixing the vertical profile, the cross road RL is proposed to be depressed to the possible extent (keeping the cyclones and paddy cultivation in view) so that the existing pavement is least effected. For safety, convenience and the local requirements; following types of underpasses have been proposed viz.



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Table 2.10 Proposed Cattle Passes for Package-I

S N

o.

Exi

stin

g C

hain

age

Des

ign

C

hain

age

Nam

e of

In

ters

ecti

ng

Roa

ds

Pro

pose

d st

ruct

ura

l co

nfig

ura

tion

Pro

pose

d S

tru

ctu

re t

ype

Pro

pose

d sp

an

arra

nge

men

t

Tot

al w

idth

of

the

stru

ctu

re

168+519

3+434

Lohare village


RCC BOX

1 x 6.0 26

- 42+880

Bundi Bypass


RCC BOX

1 x 6.0 26

For Cattle passes RCC box structures with clear horizontal Opening of maximum 6m and clear vertical Opening of 3.5 m have been proposed. Vertical clearance of 3.5 m has been kept so that camel may pass through it.

Flyovers

The flyovers have been proposed at urban locations and main junctions free flow of through traffic by elevating the main carriageway. The lifting of main carriageway will start at location having adequate ROW for catering to width requirement of main carriageway. Overall length of the flyover will be determined based on the above considerations in addition to cross traffic / lower ROW etc. The project road will fly over the cross roads providing minimum 5.5 m vertical clearance. The standards for the flyovers and for the slip roads will be as per the Manual for 4 laning / IRC guidelines. The flyovers provided are of 3 spans of 21m. The superstructure consists of pre-cast post-tensioned girder with deck slab, RE wall has been recommended in the approaches of the fly over. Five Flyovers have been proposed for the project road as indicated in Table 2.11

Table 2.11 Details of Proposed Flyovers Package-I

S No. Location Existing

Chainage Design

Chainage

Proposed structural

configuration

Proposed span arrangement

Total width

1 Start of Bundi bypass

205+127 40+536 New 2 lane (Height 5.5

m)

1x 21 + 1x 30 + 1x 21

1 x 10.5

2 Jn. with SH-29

210+726 43+680 New 4 lane (Height 5.5

m)

1x 21 + 1x 30 + 1x 21

2 x 10.5

3 End of Bundi bypass

212+088 46+180 New 4 lane (Height 5.5

m)

1x 21+ 1x 40+1x 21

2 x 10.5

4 Start of

Kota bypass

232+948 68 +650 New 2 lane (Height 5.5

m)

1x 21 + 1x 30 + 1x 21

1 x 10.5

5

Jn. with NH-76

- 82+225 New 4 lane (Height 5.5

m)

1x20+2x35+1x30.139+1x20

2 x 10.5



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Intersections/Junctions

In the project road there are total of 55 different existing junctions. All minor intersections have been designed as at-grade junctions in such a way that all merging and diverging movements to/from project highway are either through service road or acceleration & deceleration lane. All major intersections have been converted into grade separated either by providing Flyover or Underpass. The list of minor at – grade junction is as under for PACKAGE – I In the project road there are total of 55 different existing junctions to be designed individually in accordance with IRC standards, which are given in Table 2.12 as under package wise:

Table 2.12: Existing Junctions

Type of Junction Package I T Junction 13 Y Junction 31 X Junction 11

Alignment Improvement Alternatives

Improvement of existing alignment has been done in following ways which will have significant beneficial impact in terms of

Minimizing Displacement Reducing resistance to the project Minimize the impact on the existing trees/local environment. Maximum benefit in terms of road geometry, pavements, shoulders, embankments etc Uninterrupted flow of through traffic along the Project stretch Avoid future possibility of installation of speed breakers by the local

administration/public Avoid adverse impacts of the crowded areas along the project stretch Provide scope for wayside amenities

Improvement of Existing Curve

Improvements of existing sharp curve have been done in following locations are given in Table 2.13 as under package wise:

Table 2.13: List of Curve improvement on existing road

Existing Chainage

Design Chainage Length

(Km) Remark

From To From To 169.205 169.605 4.100 4.500 0.400 Curve Improvement on LHS

170.505 170.825 5.400 5.720 0.320 Curve Improvement on LHS


178.767 179.207 13.660 14.100 0.440 Curve Improvement on RHS


184.646 185.165 19.500 20.065 0.565 Curve Improvement in LHS

185.165 185.400 20.065 20.300 0.235 Curve Improvement in RHS



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Existing Chainage

Design Chainage Length

(Km) Remark

From To From To 189.820 190.090 24.535 24.800 0.265 Curve Improvement in LHS



Minor Realignment Minor Realignment has been done in following locations are given in Table 2.14 below:

Table 2.14: List of Realignment for proposed road Existing Chainage Design Chainage

Length (Km)

From

To

From

To

221.539 221.974 56.965 57.400 0.435

222.072 223.091 57.510 58.500 0.990

227.970 230.799 63.445 66.570 3.125

231.115 231.365 66.875 67.125 0.250

231.365 231.810 67.125 67.570 0.445

195.607 199.232 30.800 34.500 3.700

214A.1052 216.557 49.940 52.040 2.100

202.585 204.217 37.850 39.600 1.750

217.097 218.643 52.580 54.240 1.660

221.074 221.539 56.500 56.965 0.465

221.974 222.072 57.400 57.510 0.110

227.005 227.225 62.480 62.700 0.220

230.799 231.115 66.570 66.875 0.305

New Bypass For Package – I eight bypass have been proposed with total length of approximately 28.764 km and the detail comparative statement has been given in Table 2.15 in terms of economical as well as social accounts.



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Table 2.15: List of Bypasses for proposed road

Name of Bypass Existing Chainage Design Chainage

Length (Km) From

To

From

To

Pench Ki Bavri 176.713 178.768 11.600 13.660 2.060

Hindoli 185.400 188.552 20.300 23.267 2.967

Bada Nayagaon 193.760 195.607 28.520 30.800 2.280

Bundi 204.932 212.468 40.315 46.300 5.985

Kota 231.810 - 67.570 83.042 15.472

Total Length of Bypasses 28.764

Major/ Minor Bridges, Culverts (Slab & Pipe) & ROBs

There are 4 major bridges (2 lane existing) on the project road. The superstructures are of RCC Girder, RCC Solid slab and Stone arch type resting on Open foundation.

There are 20 minor bridges. The type of superstructures for all the minor bridges are of RCC solid slab type, RCC girder type and stone arch type resting on Open Foundation. The substructures are of PCC Gravity type and stone masonry wall type. Existing Minor bridge at Ch.197+070 (arch type) and bridge at Km 286+900 of (RR stone masonry abutments and piers) have been further extended by PCC.

The details of improvements in structures are given in Table 2.16 below:

Table 2.16: Proposed Improvements in Structures

Major Bridges

Total number of existing bridges

New 4 lane bridges to be constructed due to poor condition / submersible

New 4 lane bridges to be constructed due to realignment/ bypass

New 2 lane lane bridges to be constructed with or with out widening of existing 2 lane bridge

4 NIL 2 2 Minor Bridges

Total number

of bridges

New 4 lane bridges to be constructed due to

poor condition/submersible

New 4 lane bridges to be constructed

due to realignment/

bypass

Retain / Widening

New 2 lane

New 2 lane bridges to be constructed with widening of

existing 2 lane bridges

20 10 4 Nil 6



2-14

ROB/RUBs

Total number of

existing ROBs

New 4 lane ROBs to be constructed

New 4 lane ROBs to be constructed due to

realignment / bypass

New 2 lane ROBs to be constructed adjacent to existing 2/3 lane ROB

1 NIL NIL 1 Culverts

Total no of

culverts

No of culverts to be retained with

widening

No of culverts to be replaced due

to poor condition

No of culverts to be abandoned due to

realignment/bypass

No of Additional culverts to be

provide on bypass

Pipe RCC Slab

Pipe

RCC Slab / Stone Arch

Pipe RCC Slab

Pipe RCC Slab

152 30 19 31 14 29 12 46 12 Flood prone area along Project Road There is no reported flood prone area along road. Drainage Measures

In stretches where ponding has been observed for prolonged periods, but the bottom of pavement is between 1.0 to 1.5 m above the water level, drains have been provided to drain out the ponded water up to a suitable outfall. These drains have been provided near to the edge of ROW. A typical cross section TCS -1 is followed. Following measures are proposed:

Side ditches of required cross-sectional area, drainage on both sides of carriageway in rural sections.

Covered pucca drains underneath the side walk in the urban sections. Covered pucca drains underneath the median between main carriageway and service

road with proper connection to the outfall location in the urban sections; Chute drains along with shoulder drains in high embankment (3m and above); Median drains at super elevated sections with proper outfall connections; and Covered pucca drains underneath the side walk of proposed facility (bus bays, truck

lay bays, etc) in rural sections. Slope Protection Measure

Following measures shall be adopted: Side slopes of embankments of 3 m height or more shall be protected by stone

pitching or construction of berms, geo-meshes or geo-nets or geo-grids based on codal provisions for high embankments.

Embankments less than 3m in height s hall are turfed as per MOSRTH specifications. Pavement markings Traffic signs and pavement markings will be provided including road side signs, overhead signs, kerb mounted signs and road markings along the Project Highway. The design and marking for the Project Highway will be as per the IRC design standards.



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Traffic signage All signs will be the reflector type with high intensity retro reflective sheets of encapsulated type. The height, lateral clearance, location and installation of the overhead sign boards will be as per relevant clauses of MOSR T&H specifications. Overhead signs will be installed ahead of major intersections, toll plazas, rest places and urban areas as per detailed design requirement. Highway lighting Non-conventional energy like solar lighting system will be provided at all major

intersections as per the design standards. High mast lighting will be provided at toll plaza locations and at all grade separated

intersections as per the design standards. The design of lighting system on the project Highway for different locations will be

as per the design standards. Speed breaker on side roads Speed breaker will be provided on all cross roads intersecting the project highway as per the design standards. Traffic Blinker Signal (L. E. D) at intersection Traffic blinker signal (L. E. D) will be provided at all at-grade intersections as per the design standards indicated. Delineators and Guard Posts Delineators and Guard Posts will be provided at all Horizontal curves on either side

of the carriageway as per specifications and as per the design standards. Guard post will be provided on either side of the carriageways, at locations where the

embankment height varies between 2 to 3m, as per the design standards. Crash Barrier Double Beam Metallic Crash Barrier will be provided on either side of the carriageways as per drawings and specifications including at locations where the embankment height is greater than 3 m, as per the design standards. Studs Road studs will be provided all along the Carriageway edges for both the sides, at centre line and at all the curves on both carriageways, at median openings and at intersection as per the design standards. Pedestrian Guard Rail and Safety Barrier Pedestrian Guard Rail and Safety Barrier will be provided. Toll Plazas

Following Toll Plaza have been proposed For Package –I



2-16

1. At Km. 180.000

Utility Corridor

2.0m wide Utility Corridor has been proposed along proposed ROW on both sides throughout the project corridor. All utilities coming under proposed ROW have been shifted to utility corridor.

Service Roads

Local traffic in built up areas have been separated with proposed service road. The service road has been connected to the main carriageway through entry/exit ramp. Service road having 7.0m carriageway & 0.5m paved shoulder in both side have been proposed in following locations.

Table 2.17: Details of Proposed Service Road on both sides

S.No. Existing Chainage Design Chainage

Length (km)

Width (m)

Side C/s

Type From To From To

1 167.356 167.886 2.360 2.800 0.440 7.0 Both TCS-2

2 170.735 170.825 5.630 5.720 0.090 7.0 Both TCS-4

3 170.825 171.405 5.720 6.300 0.580 7.0 Both TCS-2

4 174.885 175.446 9.770 10.330 0.560 7.0 Both TCS-2

5 - - 20.725 21.325 0.600 7.0 Both TCS-6

6 188.552 189.325 23.267 24.040 0.773 7.0 Both TCS-2

7 189.325 189.570 24.040 24.285 0.245 7.0 Both TCS-8

8 191.088 191.288 25.800 26.000 0.200 7.0 Both TCS-4

9 191.288 192.168 26.000 26.900 0.900 7.0 Both TCS-2

10 192.667 193.239 27.400 28.000 0.600 7.0 Both TCS-6

11 204.653 205.629 40.036 41.036 1.000 7.0 Both TCS-5

12 - - 43.680 44.180 0.500 7.0 Both TCS-6

13 - 212.795 45.680 46.680 1.000 7.0 Both TCS-6

14 218.503 219.307 54.100 54.700 0.600 7.0 Both TCS-6

15 232.416 - 68.150 69.150 1.000 7.0 Both TCS-5

16 - - 72.140 72.740 0.600 7.0 Both TCS-6

17 - - 81.725 82.725 1.000 7.0 Both TCS-6



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Rest Areas & Truck Lay by

Following Rest areas have been proposed along project highway to provide safe & comfortable journey.

Table 2.18: Proposed Rest Areas

S.No. Existing Chainage

(Km) Proposed Chainage

(Ch.) Location Side

1 189.000 23.715 Near Kailashpura RHS

Table 2.19: Proposed Truck Lay Bays



(Ch.) Location Side

1 189.000 23.715 Near Kailashpura LHS

Due consideration has been given to the requirements of different class of road users including truck drivers & Truck Lay by have been also proposed at above locations.

Bus –Bays

The project highway has regular movement of buses through Government & private sector. Bus bays have been proposed in following locations for the convenience of bus commuters & safe travel on project highway.

Table 2.20: List of Proposed Bus bays on project road

S. No. Bus Bays

Existing Chainage

Design Chainage

Side

1 166.950 1.950 Both

2 171.000 5.895 Both

3 190.290 25.000 Both

4 232.500 68.234 Both

Borrow areas & Quarry sites:

During widening of existing 2 lanes into 4/6-lane it will be required to raise the embankment at certain locations along the road beyond the existing ground level. For doing so extra earth / soils to be used as sub-grade, selected sub-grade and shoulder materials need to be hauled from designated and approved borrow areas and stone quarries. The identification of Borrow areas and stone quarries will be done by the contractor during design stage and in their selection following care will be taken into account to ensure that 1) Sufficient quantity of suitable soil is available from the borrow pit; 2) The borrow areas are as close to the project road as possible;3)The loss of fertile and productive agricultural soil is minimum; 4)There is minimum loss of vegetation; 5)The topsoil from the borrow pit will be striped and set aside with microbial preservation methods. Details of borrow area and quarry sites are as given in Annexure-4



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CHAPTER- 3

DESCRIPTION OF THE EXISTING ENVIRONMENT

3.0 DESCRIPTION OF THE EXISTING ENVIRONMENT

This chapter assesses the nature and dimensions of the study and presents the baseline data for the existing environment covering physical and biological components. The primary data of the environmental components was generated during environmental survey and project preparation stage in November, 2007 to January, 2008.

3.1 DEFINITION OF THE PROJECT STUDY AREA

The environmental impact assessment was conducted considering likely potential impacts on physical, biological, social/economic and cultural resources within approximately 200 m each side of the (proposed) road. This is consistence with the commonly accepted international standards. The 200 m study area is considered adequate for the assessment of most physical and social effects arising from project development. However, it is also recognized that a number of potential (positive and negative) impacts could also have effects beyond this boundary, such as effects on road linkages, employment effects, and some community effects.

3.2 GENERAL

Baseline environmental data play a key role in facilitating the decision maker to assess a particular environmental parameter which needs to be incorporated during the detailed Environmental Impact Assessment (EIA) study. The scope of this chapter is limited to only those issues, which are of concern in the environmental impact assessment. With rapid strides in economic development, the need to rationalize the development is imperative. During the process of development, there has been intensive use of natural resources, very often leading to ecological imbalances. In a road project like this involving wide ranging construction activities, conservation of flora, fauna and the ecosystem forms important aspect of overall sustainable development process. The data/features documented hereunder, have been collected through field investigation, interaction with local population, desk research and published data sources. The environmental baseline data comprise the features present within as trip of 10 km on either side of the existing highway. This area is referred to as study area in the report. It includes environmental features such as forest areas, conservation areas, water bodies (rivers, lakes ponds and reservoirs), industries, wildlife and, places of historical importance etc. Deoli-Kota section of NH–12 is located in Southern part of the state of Rajasthan. The starting point of the project corridor is at km 165.00 (Ch 0/000) and the terminal point is at junction of NH-76 on Kota Bypass (Ch 83/040). The project road passes through the Kota, Bundi and Bhilwara districts of South-eastern region of Rajasthan. The road passes through urban areas of Kota and Bundi district.



3-2

3.3 ENVIRONMENTAL FEATURES This section deals with the description of existing environmental settings in study area. The data have been collected from various sources and field visits during months January – February and November 2007–January 2008 to cover the following aspects:

Land Environment, Water Environment, Air Environment, Noise Environment, and Biological and Ecological Environment Cultural and Socio-Economical Environment.

The information available has been quantified wherever possible.

3.3.1 Land Environment

Physiographic & Land use of area

The project corridor traverses through mostly in plain terrain and at some places corridor passes through hilly terrain. Along project corridor the predominant land use is agricultural with patches of barren land & forest land at some places. The community tree plantation is observed all along road project. However, a significant amount of industrial development is observed at Kota. While in Kota section, the pressure for continuing urbanization is quite noticeable, especially residential development.

The major agriculture products are Maize, Wheat, Jo, Til, Urad, Moong, Jeera, Gram, Soybean, Ground Nut, Raee, Mustard & Cotton are the major crops of the PIA District. Kharif crops constitute the bulk of the food production in the district since the agricultural activities are mostly dependent on Monsoons and canal irrigation in Kota district. Kharif crops include urad, maize, moong, groundnut etc. Rabi crops are usually sown in November whereas Kharif crops are sown with the beginning of the first rains in July.

The land use of Kota, Bundi and Bhilwara Districts broadly comprises:

Land under Forests Land not available for cultivation, which includes land put to non-agricultural uses,

barren and uncultivable land Other uncultivated land, (excluding fallows), which includes land under

miscellaneous trees, pasture land and Culturable waste Land available for crop agriculture, including net sown area and fallow land

(current fallows and other than current fallows). The actual land use pattern of Kota, Bundi and Bhilwara districts are presented in the table below:



3-3

Table 3.1 LAND USE PATTERN IN PROJECT AFFECTED DISTRICTS

Particulars Rajasthan Districts

Kota Bundi Bhilwara

Reporting Area 34266092 521133 581938 1047441

Forest 2660816 122668 137486 74221

Area under non-agriculture uses 1775987 29586 41139 67043

Barren & unculturable land 2490926 37313 49444 144397

Permanent Pasture & other grazing land

1708544 14096 25044 120312

Land under misc. tree crops & groves 13892 285 121 132

Culturable Waste land 4602592 23263 30267 142473

Fallow lands other than current fallow 2162070 13703 26602 56829

Current Fallow 2302428 8674 13308 35982

Net area sown 16548837 271545 258527 406052

Total cropped area 21062486 403689 360435 587191

Area sown more than once 4513649 132144 101908 181139

All values in Hectare

Source: Statistical Abstract, Directorate of Economics & Statistical, Rajasthan 2005

Geology, Rock and Soil

Geology

Rajasthan is endowed with a continuous Geological sequence of rocks from the oldest Archaean, Metamorphites, represented by Bhilwara Super Group (more than 2,500 million years old) to sub-recent, alluvium and wind blown sand. The western and north-western parts of the state are covered by vast blanket of young unconsolidated deposits including the blown sand of the Thar Desert (Marusthal) of western Rajasthan. The remaining area exposes wide variety of hard rocks, which include various types of metamorphic schists, quartzites, marbles and gneisses of Pre-Cambrian age with associated acid, and basic intrusive rocks. Southern and south-eastern Rajasthan is mostly a plateau. The Hadauti plateau, having intrusions of black volcanic rocks into the Vindhyans, extends to a great part in Jhalawar, Baran and Kota districts. Rocks

These rocks, known as Deccan traps, are found in southern and south-eastern Rajasthan. The Deccan trap, extending over a vast area in southern Jhalawar and in the eastern parts of Chittaurgarh and Banswara districts, are notable formations of Upper Cretaceous to Lower Eocene age when a large area of peninsular India was also covered with fissure eruptions of black lava.



3-4

Soils

The Rajasthan desert is a vast sandy plain, including isolated hills or out crops at places. Though on the whole the tract is sandy, the soil improves in fertility from west and north-west to east and north-east. In many parts, the soils are saline or alkaline, with unfavorable physical conditions and high pH. The plains here are level and flat, with rich alluvial loam. Down south, in Kota and Bundi, in the Chittaurgarh and Bhilwara districts, wheat, maize, paddy and sugarcane fields sprawl along the river-banks. Popularly known as the Hadauti plateau, this region includes the districts of Kota, Baran, Bundi and Jhalawar and two tehsils of Sawai Madhopur namely Khandar and Sawai Madhopur. The black soil region of this plateau is fertile and is used for cultivation of sugarcane, cotton and opium. The region has low hills of the Gwalior series, interspersed with broad plateaus of Vindhyan rocks. A large number of rivers drain this area. The Chambal is the main river along with its main tributaries like Parvati, Kali sindh, Parwan and Banas. Humid South-Eastern Plains- The Hadauti plateau includes the districts of Baran, Bundi, Jhalawar and Kota and so on that have black soil. This region is fertile owing to the presence of the Chambal River and its distributaries and cotton, sugarcane anf d opium are grown.

3.3.2 Climate

Seasons

The climate of the all four districts is sub – tropical with three main seasons (i.e. winter, summer and monsoon) and also a Post Monsoon Season, makes Four Seasons in a whole year. There is considerable variation between different parts of the districts and between the summer and winter months. Summer begins by the end of February and continues up to the end of June, with gradual rise in the temperature. April and May are the hottest months. Summer or hot season extends from March to June. Monsoon or rainy season starts from last week of June up to the month of September. Some times, in the month of October also rains are received. During the monsoon season, the skies are generally overcast. In the rest of the year, skies are almost clear. Winter or cold season is encountered from November to February. Winter is quite pleasant; however, extreme cold and frost are experienced in some areas. Climate on an average is healthy, warm and dry.

Temperature

The seasonal variation in the temperature is very wide. January is the coldest month in both the districts with average mean minimum monthly temperature in Kota is 11.6 oC and May is the hottest month with mean maximum monthly temperature of 42.6oC. The mean daily temperature reaches freezing point during January due to cold wave coming from western disturbances. The mean daily temperature during summer may be as high as 40-43 oC during May. As normally, the minimum temperature does not dip below the freezing point, there are very few instances of crop damage due to frost. The climate is warm and uncomfortable during summer months i .e. Mid February to June end. Figure 3.1 show the average monthly variation in Kota districts in 2007.



3-5

Monthly Temp. (0C) Variation at Kota in Year 2007

0.0

10.0

20.0

30.0

40.0

50.0

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov

Month

Te

mp

era

ture

0 C

Mean Max. Mean Min.

Figure 3.1 Monthly Temperature (oC) Variation at Kota (2007) Source: IMD, Jaipur

Rainfall Almost entire rainfall in the project area is by South – West monsoon during June – September. Total rainfall varies widely from year to year and from place to place. Bulk of the annual precipitation is received in the period of early July to mid September. Normally, rainy season starts from first mid of June and lasts up to the month of September. Rains are received, some times in the month of October also. Few Showers are received (Very occasionally) during November to February (Winter Season) or during April – May (Summer Season). Monsoon is irregular and erratic which is accompanied by gusty winds. The average annual rainfall in the Kota and Jhalawar is 851.40 & 616.00mm respectively. July is the month with heaviest rainfall. During the rainy months, the area receives almost 80-90% of the Total rainfall. Figure 3.2 show the average monthly rainfall in Kota and Jhalawar districts in 2007.

Monthly Rainfalls (mm) at Kota (2007)

050

100150200250300350400

Jan

Feb

Mar

ch

Apr

il

May

June

July

Aug

Sep

t

Oct

Nov

M ont h

Rai

nfa

ll (m

m)

Monthly Rainfall atKota

Figure 3.2 Monthly Rainfalls (mm) at Kota (2007) Source: IMD, Jaipur

Humidity

Relative humidity in the mornings is generally high during the monsoon season and during the period July to February and comparatively less during March to June. The relative humidity is the lowest during summers (May) when it reaches as low as 9% and during monsoon it goes to as high as 89%. Figure 3.3 show the average monthly variation in Relative Humidity (%) in Kota districts in 2007.



3-6

Monthly Variation in RH (%) at Kota (2007)

0102030405060708090

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov

Month

Rel

ativ

e H

um

idit

y (%

)

08.30 Hours 17.30 Hours

Figure 3.3 Monthly RH (%) Variation at Kota (2007) Source: IMD, Jaipur

Wind Pattern

The wind flow pattern during monsoon is generally from the direction between south west and northwest. During October and November, wind blows from all directions. During winter months the winds are from the direction between West to East. While in summer season the South westerlies and westerlies are common and the predominant wind direction is from the direction between south west and North West (IMD 1991-2006). Winds are generally light in the post monsoon and winter months and increase in strength during the summer and monsoon season. Winds are predominantly from the South – West or West from April to September. From October onwards, light Easterly to North – Easterly winds begin to flow. Sometimes some negligible amount of damage by winds has been reported due to snapping, and uprooting of trees.

3.3.3 Seismic Profile of the area

The project area does not have any history of severe earthquake damage. As per state wise seismic zonation .The project road lies within Zone-II of Seismic activity zone of the country (National Informatics Centre). The seismic risk in Zone-II is relatively low according to the seismic zoning map of India (BIS 2000, zones), which is Zone II to Zone V classification in which zone V is the highest risk seismic zone. The required construction including structures (bridges and culverts) will be such designed to withstand the level of seismic activity for Zone-III. Figure 3.4 shows maps of seismic zones of India.



3-7

Figure 3.4: Map of Seismic Zones of India

3.3.4 Air Environment

Ambient air quality along the project road was monitored at four locations for five parameters viz: Sulphur Dioxide (SO2), Oxides of Nitrogen (NOX), Carbon mono Oxides (CO), Suspended Particulate Matter (SPM) and Respirable Particulate Matter (RPM),

The study area represents mostly rural environment all along the road except few settlements at Kota and Bundi urban areas. The major sources of air pollution in the region are vehicular traffic and dust arising from field / road activities. The air quality is to be co-related with the existing traffic on the crossing. Generally the traffic has influence on ambient air quality. National Ambient Air Quality Standards are presented in Chapter-4. Ambient Air Quality was measured at two places considered sensitive to air quality. The selection of locations has been done keeping in view the land use of area, traffic pattern /characteristics and settlement aspects. The selected locations are

a) Etranda Road (AQ1) at Chainage 175.000 km b) Talab Village (AQ2) at Chainage 203.000 km

The monitoring has been carried out with the help of Respirable Dust Sampler RDS APM 460 DX on a continuous 24 hour basis. The instrument has been fixed at a height of 3 m above ground level and in downwind direction. Monitoring was done at a frequency of twice a week at more or less uniform intervals during November, 2007 to January, 2008 to generate a one season data. At such location and each sampling day, continuous 24 hours sampling was done for Suspended Particulate Matter (SPM), Respirable Suspended Particulate Matter (RSPM), Sulphur Dioxide (SO2), Oxides of Nitrogen (NOx), Carbon



3-8

Monoxides (CO). Sampling and Analysis of air samples were conducted as per established standard method and procedure. The 24-hourly summarized ambient air quality monitoring results for each station is presented in Table 3.2 and graphical representation is provided in figure 3.5.

TABLE 3.2: SUMMARIZED AMBIENT AIR QUALITY RESULTS

Parameters Air Quality Monitoring StationsPackage -I

AQ1 km 175 (Etranda Road) AQ2 km 203 (Talab Village) SPM Max 206 260

Min 160 225 Avg. 186 243

RPM Max 103 114 Min 69 92 Avg. 87 105

SO2 Max 12 14 Min 09 10 Avg. 10 11

NOx Max 33 25 Min 23 16 Avg. 29 21

CO Max 0.66 0.61 Min 0.44 0.44 Avg. 0.54 0.52

All values except CO (mg/m3) are in µg/m3

Figure 3.5 Graphical Representations of Seasonal Ambient Air Quality Data

Comparision of Seasonal Avg Ambient Air Quality Data with 24-Hrs NAAQ Standards

0

100

200

300

400

500

600

SPM RPM SO2 NOxParameters

Co

nce

ntr

atio

n i

n µ

g/m

3

AQ1 AQ2 Standards



3-9

The ambient air quality result at both locations in project area reveals that the seasonal average concentration of SPM ranges from 186 to 243 µg/m3, RSPM varies between 87 to 105 µg/m3, SO2 range between 10 to 11 µg/m3 and NOx ranges between 21 to 29 µg/m3. The values of SPM; RSPM; SO2; NOx and CO are well within the prescribed limits of National Ambient Air Quality Standards of respective categories of areas. The concessionaire should monitor the air quality during project construction in consultation with the Regional office of the State Pollution Control Board, if ambient air quality value exceeds the permissible limits prescribed by CPCB during construction, suitable mitigation measures has to be adopted to minimize the adverse impact on the environment. The monthly detail ambient air quality data are presented in Annexure-I

3.3.5 Noise Environment

Road noise quality depends on many factors such as traffic density, type and condition of the vehicles plying on the road, acceleration / deceleration / gear changes/level of congestion and smoothness of road surface.

Noise quality in the project corridor was monitored at the two locations using digital noise meter mostly close to the project road covering industrial, commercial, and residential areas for measuring the present status of ambient noise level. At each location monitoring was done once in a season. The stations were selected judiciously based on considerations like free exposures of equipment away from temporary noise generating sources to monitor true background levels, accessibility of the location during day & night and security & safety of the instruments. A sound level meter was used for monitoring of background noise level. Monitoring at each location was conducted on a 24-hour basis to evaluate the day and nighttime Leq to compare with the standards. The ambient noise monitoring results are presented in Table 3.3.

TABLE 3.3: AMBIENT NOSE LEVEL MONITORING RESULTS

Package Location No. Ambient Noise level Day time {dB (A)} Night time {dB (A)}

Package-I NQ-1 (km 175.500) 68.20 74.47 NQ-2 (km 202.500) 68.02 80.82

It is found from the ambient noise level monitoring results that daytime equivalent sound level at all four locations varies between 68.02 – 68.20 dB(A) and nighttime equivalent sound level ranges from 74.47 to 80.82 dB(A). The daytime ambient noises at the all Locations are within the prescribed limits. The nighttime noise levels in respective category area are higher than the prescribed limits (Refer Table 2.23) due to heavy traffic congestion and poor road conditions.

3.3.6 Water Environment

Water Resources The project road traverses through four rivers. The names of the rivers with their respective Chainage are given in Table 3.4 and Plate no. 3.6



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Table 3.4: Rivers along project road Sr. No. Chainage (km) Name of River

1 Km 194.100 Mej River 2 Km 218.367 Mangalia River 3 Km 222.400 Ghorapachar River 4 Km 227.500 Talera River

These rivers are sources of water supply to many towns and cities in their catchments areas. Water supply is mainly through rivers, rivulets and streams, many of which run dry in summer causing water scarcity. People mostly depend on water supply from wells, which are invariably met with in every village. During scarcity years, however, even these wells go dry, as they are all rain fed. Water pollution impacts and possible sedimentation during construction of bridges would be carefully controlled and monitored. In spite of the irrigation facilities in the districts, especially along the project area, wells remain the major source of water supply. Due to erratic rainfall in the area many tanks and reservoirs go dry, gripping the tract into scarcity conditions. Apart from major rivers there are number of the wells/bore wells exist in the project area. The water bodies impacted by project road widening are 21 wells & 1 pond which will have negative impacts.

Plate No. 3.6 Mej River Bridge @km 194.100

Water Quality

Water quality can be expressed in terms of physical, chemical and biological characterisation of water. Environmental survey was conducted and six sampling locations for ground water were selected along the project highway In order to find out the primary data of existing water quality scenario, details of the sampling locations and their results are given in Table 3.5



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Table 3.5: Physico-chemical Characteristics of Ground Water Package-I

Parameters L-1 L-2 L-3 L-4 L-5 Permissible

Limits Protocol

pH 7.26 7.15 7.32 7.80 8.11 6.5-8.5 IS:10500

Turbidity NTU 3.0 2.0 2.0 3.0 1.0 5-10 IS:10500

Temp. (0C) 27.5 27.5 27.3 27.0 27.0 - IS:10500

Color (Hazan unit)

Colorless

Colorless Colorless Colorless Colorless

*

Odour Odour less

Odour less

Odour less Odour less

Odour less

*

Total Alkalinity as CaCO3 (mg/l)

249.0 228.0 328.0 386.0 243.0 200-600 IS:10500

TH, mg/l 72.2 253.0 348.0 798.0 89.3 300-600 IS:10500

Calcium Hardness

5.0 48.2 62.0 82.0 22.0 190-500 IS:10500

Magnesium Hardness

35.6 140.2 22.3 30.0 2.0 105-350 IS:10500

Cl , mg/l 278.68 431.33 85.20 103.0 7.1 250-1000 IS:10500

SO4, mg/l 108.05 240.0 15.89 84.95 NIL 200-400 IS:10500

Fluoride (F)(mg/l)

0.40 0.6 0.20 0.40 0.1 1.0-1.5 IS:10500

TDS (mg/l) 1170.0 1542.0 558.0 820.0 180.0 500-2000 IS:10500

Organic Matter 188.00 198.0 124.00 128.0 103.0 200 IS:456

Inorganic Matter

1178.0 1553.0 563.0 825.0 185.0 3000 IS:456

Acidity (ml) 0.02 NaOH

4.8 4.7 1.3 3.20 Nil 50 IS:456

*All efforts should be made to remove color and unpleasant odour as far as practicable. Note- L-1: Basni Village (Ch: Km 171), L-2: Pech ki Bawadi (Ch: Km 179), L-3: Talab Gaun (Ch: Km 203), L-4: Bundi (Ch: Km 210), L-5: Taleda (Ch: Km 225)

It is observed that the surface water quality of the area is quite good except few parameters. The nature of water is good for domestic uses as pH ranges between 7.0 and 8.5. Chloride and sulphate is within permissible limit. Water is free from organic content.

Water Requirement

The water requirement for widening of the whole Deoli-Kota section (Package-I) road can be estimated to 40,000 Lit/day for domestic purposes and about 3, 20,000 Lit/day for other



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road construction activities. Hence an average of 3, 60,000 Lit/day of water will be required during construction phase.

3.3.7 Biological and Ecological Environment

Forest

Forest constitutes an important component of the physical environment of the State. They not only are home to the biological diversity but also protect the watersheds and maintain their productivity. Water resources of the State are depended upon the health and continued cover of forests. Forest influences the microclimate of an area and thus locally affects the rainfall rates. Rajasthan’s terrestrial ecosystems are characterized by deficit of forest and by arid environment. A majority of the State forest are of dry deciduous type. Forestlands constitute about 9% of the geographical area in the State (3.2 million hectare against 34.22 mha.). Most of the forest covers are concentrating in the Aravalli and Vindhyan hill system. The status of forest cover in project affected districts are presented in Table 3.6

Table 3.6 Status of Forest cover in Project Affected Districts

Sr.No. District Reserved Area

Protected Area

Un-Classified Area

Total Forest Area

1 Bundi 801.98 693.34 13.85 1509.17 2 Kota 943.06 440.38 16.34 1399.78 3 Bhilwara 433.68 289.54 74.05 797.27

Source: Rajasthan Forest Statistic 2005, Forest Department Rajasthan

The floral wealth of Rajasthan is rich and varied. The western half is desert terrain; most of the area under forests is restricted to eastern and southern parts of the state. The forests are unevenly distributed in the various districts Most of the forests are over the hilly areas i.e. in Udaipur, Rajasamand, Kota, Baran Sawai Madhopur, Chittorgarh, Sirohi, Bundi, Alwar, Jhalawar and Banswara districts, which make up for about 50 per cent of the forests of the state. Dense natural forests are in protected patches, mostly confined to various national parks and wild-life sanctuaries. Most of the remaining forests of state are in various stages of plant growth. The forests of state can be divided into four broad forest types;

Tropical Thorn Forests, Tropical Dry Deciduous Forests, Central India Sub-tropical hill forests and Mixed Miscellaneous Forests

In the project affected districts mainly mixed miscellaneous forest are found. These forests mainly have Anogeissus pendula, Anogeissus latifolia, Terminalia tomentosa, Terminalia arjuna, Terminalia chebula, Albizia lebbeck, Dalbergia panicultat etc.

Terrestrial Flora and Fauna

Flora

The terrestrial flora found within project area in enumerated as under. The common trees found are Gorad (Acacia Senegal), Aniyar (Acacia leucophloea), Kalo Dhav (Anogeissus pendula), Dhavdo (Anogeissus latifolia), Khakhro (Buteamonoperma). Shrubs like Mindhal



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(Xeromphis spinosa), Ingoria (Balanities aegyptica), Chandni Bor (Zizyphus mummularia), Ghat bor (Zizykphus zylopyra), Vieo (Maytenus emargiata), Karmadi (Capparis spinosa), Kanther (Capparis speiaria), valantro(Dischrostachs cinera), Parijatak(Nyctanthes arbour tristis) are also found. Grasses commonly seen are Lapdu (Aristida funiculate), Zinjzvo (Dichanthium annulatum), Rosha grass (Cymbopagon martini). Fauna

Due to heavy degradation of wild life habitat and indiscriminate shooting, the most of big animals have already been disappeared. The only versatile habitat wild animal – Panther is surviving in the tract. The other animal which presently sighted are – The Sloth Bear, Hyaena, Jackal, Cheetal, Chinkara, Wolf and Wild Boar are its resident faunal species. Panther, Sloth Bear, Hyaena, Jackal and Wolf are the species of conservation interest.

The very common birds found in the all four districts are as follows: Grey partridge(Francolinus pondicerianus), Indian peafowl (Pavo cristatus), Green pigeon (Hydrophaianthus chirurgas), Common kingfisher(Alcedo atthis), Indian Treepie (Crypsirina vagabanda), Tailor Bird (Orthoromus sutorus), cattle egret (Banulcus ibis), Pariah kite( Milvus migrans govida),Pale Harrier (Circus macrourus), Common peafowl (Paro cristatus), Pheasant – tailed jacana (hydrophasianus chiruugus ), Red Wattled lapwing (Venellus indicus), Blue rock pigeon (Columba livia), common Hawk Cuckoo (Cuculus various ), Green bee eater (meriops orientials), Indian Roller (coracias benghalensis), Hoopoe (Upupa epops), common grey hornbill (Tockus birostris), baybacked shrike (lanius vittatus), Golden oriole (Oriolus oriolus), black drongo (Drcrurus adsimilis), common myna (Acridothere ginginianus), Magpie Robin(Copsychus saularis), Indian Roabin (Saxicoloides fulicata), White Wagtail (Motacilla alba).

Trees along project road

There are total 6321 trees will be impacted due to road widening along project road. Annexure-2 gives the detail of existing trees along project road. Plate no. 3.4 & 3.5 shows existing roadside plantation along the project road.

Plate No. 3.4 Roadside Plantation

Plate No. 3.5 Roadside Plantation

Forests along project road

There are two type of forest existed along project road one protected forest and reserve forest. Protected forest is in form of strip plantations covered under protected forest



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category of the state forestry department. Some of these are fenced and maintained by the community. The forest area observed along project road in Package-1 is given in Table 3.7.

Table 3.7 Location of Forest Area (Package-I)

S.No. Location Side(s)

1 km 178/500 to km 179/500 RHS

2 km 184/000 to km 185/000

Both Sides

3 km 185/000 to km 185/200 RHS

4 km 185/200 to km 188/800 Both Sides

5 km 189/300 to km 189/600 RHS

6 km 200/700 to km 201/500 LHS

7 km 204/200 to km 204/400 LHS

8 km 204/800 to km 208/800

Both Sides

3.3.8 Solid Waste Generation The main sources of solid waste is (a) Excavation of earth and rock from sides of existing pavement for widening to four lanes (b) Demolition of existing pavement, flexible shoulders in case of concentric widening for median construction and (c) Removal of existing PCC, RCC structures & stone/brick masonry, stone pitching for road widening. The solid waste mainly consists of top soil, overburden, rock, broken PCC/RCC material and demolished bituminous material.

3.4 SOCIO-ECONOMIC CONDITION 3.4.1 Population Demography

The road passing through the four districts namely Bhilwara, Bundi & Kota of Rajasthan serves a total population of 45, 44,934 as per 2001 census. The data sheet of all districts is presented as Table 3.8 shows demographic profile of Bhilwara, Bundi and Kota districts along with length of road passing through. Bhilwara has the highest population and Kota has highest density.

Table 3.8: Demographic profile of Project Corridor

Districts Area (km2) Length of Corridor (km) Population Density Bhilwara 10455 4.890 2013789 192 Bundi 5776 63.023 962620 173 Kota 5217 56.917 1568525 288

Table 3.9: List of Total Villages along Project Road. Sr. No. Name Of Village FROM(KM) TO(KM) District

165+000 to 169+860 Bhilwara 1. Kuchalwada Khurd 2. Tikad / Bhutya Kheda



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Sr. No. Name Of Village FROM(KM) TO(KM) District

169+860 to 205 Bundi 3. Basni 4. Deva Ka Kheda 5. Piprala 6. Batwari 7. Petch Ki Bawari 8. Kalamal 9. Swaroopgarh 10. Kishorpura U/S Bikran 11. Bhimganj 12. Motipura 13. Hindoli 14. Dhanpura 15. Chatarganj 16. Mangli Kurd 17. Ashok Nagar 18. Bada Naya Gauwn 19. Khatikheda 20. Saula Ki Jhopariyan 21. Dhakni 22. Sathoor 23. Badodiya 24. Talabgaon 205 to 242+400 Bundi 25. Kajari Sillor 26. Raghuveerpura 27. Chaterpura 28. Devpura 29. Nayagaun ( Ramganj ) 30. Dolada 31. Chavras 32. Mangli 33. Jarkhoda 34. Moipura 35. Leeleda Jagir 36. Chack Moipura 37. Aktasha 38. Taleda 39. Khedla 40. Raghunathpura 41. Lamba Pipal 42. Kharoli 43. Ballop 44. Govindpura Bawari



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Sr. No. Name Of Village FROM(KM) TO(KM) District

45. Jakhmund 46. Peetambpura 47. Tulsi 48. Rampuriya 242+400 to End of Bypass Kota 49. Shambhupura 50. Sakatpura

3.4.2 Tourism and Pilgrimage Sites

The south eastern region of Rajasthan comprises of Bundi, Baran, Jhalawar and Kota known as Hadoti is a treasure of history dating back to several centuries. Prehistoric caves, paintings, formidable forts and the mighty Chambal River hurtling from the Vindhyas are dotted in the region. The regions has great importance with respect to Tourism and Holy places A Large fair is held during Oct. – Nov. each year at Kota, beginning on the day of Dussehra, when demon King Ravana was slayed by Lord Ram. The cultural and folk Programs are organized each evening has attraction to the tourist. On the occasion of Teej festival in the month of Sept-Oct, a fair is organized at Rana Kumbha stadium in Bundi, The temple of Keshav Raj Ji Maharaja (God Vishnu), standing on a huge platform at the bank of river Chambal in Keshavraipatan , There are several archaeological monuments, religious and historical sites within 10 km of project corridor. Their names and locations with respective districts are:

Taragarh (The Star Fort): Taragarh fort was built in 1354 in Bundi and is great palace to ramble around at leisure. Menal, 48 km from Bundi, is a complex of Shiva temples built in Gupta period. After a good monsoon, there is an impressive Picnic Spot, Rameshwaram: The cave temple of Lord Shiva is surrounded by the Aravalli ranges. It is an idyllic picnic spot. Keshavraipatan: The temple of Keshav Raj Ji Maharaja (God Vishnu), standing on a huge platform at the bank of river Chambal,

3.5 LAND ACQUISITION

Total land acquisition required in Bhilwara, Bundi and Kota districts will be 348 ha. Major land use affected will be agricultural and the least will be industrial. Use of open / barren land has reduced acquisition in other areas. Land under plantation will be made good with other plantations within toe and ROW on completion of the project. While finalizing the road alignment efforts have been made by adopting appropriate engineering designs, to minimize resettlement impacts. To minimize displacement and to reduce disruption of livelihoods, concentric widening in village sections, bypasses to avoid settlement and raised carriageways have been proposed. Public consultations and field visits helped in getting better planning and designing inputs towards minimizing negative social impacts. The land acquisition detail is given in Table 3.10.



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Table 3.10 Project Affected Area Type of Land Area in Ha Agricultural land loss 256 Structural land loss (Resi, Comm., Resi. Cum Comm.) 25 Forest Land 67 Total 348

3.6 CONCLUSION Based on baseline environmental data both primary as well as secondary, following conclusions are drawn: Project road traverse through plain terrain except in Bundi ghat section, where as

traverse through hilly terrain The project study area is situated between Deoli at longitudes 75º 24’ E and latitude

25º 50’ N and Kota at longitude 75º 48’ E and latitude 25º 15’ N. The soil, in general, is sandy with varying proportion of rich alluvial loam. The

Hadauti plateau includes the districts of Baran, Bundi, Jhalawar and Kota and so on that have black soil.

There are 4 Major Bridges, 20 Minor Bridges, 1 ROB, 5 Grade separator, 4 underpasses, 2 cattle-passes, 1 pedestrian underpass and 151 culverts on the project road

The average maximum temperature within the study area varies from 20oC to 40oC with the maximum temperature of 46oC. An intensely hot and dry summer season from the middle of February to the end of May, a warm and humid rainy season from mid June to the beginning of October and a mildly cold season from November to end of January.

Annual average rainfall ranges from 616 mm to 851 mm. Result of samples shows that SPM level at all the four locations are quite high but

within the prescribed standard. RSPM SO2 and NOx levels are well within the prescribed limits. The results of CO concentration are far below prescribed limit in all the monitored locations.

At all locations noise levels were found to be higher than prescribed limits of Central Pollution Control Board.

The project road passes through protected forest and reserve forest at some places. There are no fisheries and fish habitats in the study area as the existing water sources

can not sustain fisheries throughout the year. There are some cultural properties, schools, and other Government properties

/facilities within the ROW that are likely to be affected due to proposed project.

Consulting Engineers Group Ltd., Jaipur EIA Report


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Chapter-4

POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

4.0 General Section reviews the existing institutional and legislative framework pertaining to this project,

at the National and State levels. The section also elaborates on environmental clearance requirements from the Government of Rajasthan, State Pollution Control Board, Board and Ministry of Environment and Forests, New Delhi. Regulations concerning, procedures and requirements that are directly relevant to the project, the ability and capacity of the institutions and agencies to successfully execute the environmental management plans have also been assessed in brief.

4.1 Policy, Guidelines and Legal Requirement

4.1.1 Environmental Management at Central/National Level

Environmental Management in India took a serious turn after the enactment of Environmental Protection Act 1986, an umbrella act, by the Indian Parliament. A number of rules, regulations and notifications have been passed under the EPA, with the help of which the Government of India regulates the environmental state of the country. One of the important notifications with respect to all developmental projects in India is the EIA notification of 1994, subsequently amended and updated many times up to July, 2004. In addition to the various legislations, there have been guidelines and circulars issued from time to time for various reasons from the respective ministries for streamlining the processes involved. Some of these are the Noise Rules 2000, the Hazardous Chemicals (Handling & Management) Rules etc. There is an increasing awareness on the requirement of stringent laws for achieving the sustainable development objectives of Environmental management. The draft Environmental Policy was released in October 2004, which addresses many issues including the present system lacunae in the field of development projects and environmental clearances. After releasing the draft Environmental policy for the country, the Government is in a major drive to improve the implementation aspects and the Environmental clearance process for proposed developmental projects. Meanwhile the Ministry of Environment and Forests, Government of India is finalising the Environmental policy. The organisations and ministries responsible for the environmental management in India are: • Ministry of Environment and Forests (MOEF) • Central Pollution Control Board (CPCB) • State Pollution Control Board (SPCB) • Department of Environment and Ecology in different States • The roles of other institutions like local bodies (Panchayats, Municipalities) are not yet

well defined. Therefore these institutions are facing a problem in coordinating the local level activities with the Road projects. However the Ministry and Government of India are continuously trying to streamline the process especially after the EIA notification in 1994.

4.1.2 Overview of National Highways Authority of India (NHAI)

The National Highways Authority (NHAI) of India was constituted by an Act of Parliament - the National Highways Authority of India Act, 1988. It is responsible for the development,



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maintenance and management of National Highways entrusted to it and for matters connected or incidental thereto. The authority was operationalized in February, 1995 with the appointment of full a time Chairman and other Members. The NHAI coming under the Ministry of Transport and Highways (MORTH) is the first agency in the country in highway sector to have an institutional mechanism to deal with the Environmental Impact Assessment as well as the Resettlement Action Plan (RAP) for proposed projects. At present the main constraint of the NHAI is that the staff working for the organisation is all temporary and has been deputed from various State/central Government agencies. For NHAI all environmental and social arrangements are centrally located in Delhi. The organisation needs more specialised teams for different parts of the country. It could also act as a nodal agency to train the PWD engineers at the grass root level. Primary mandate of NHAI is time and cost bound implementation of National Highways Development Project (NHDP) through host of funding options including from external multilateral agencies like World Bank, Asian Development Bank, JBIC etc. Work mainly comprises of strengthening and four laning of high-density corridors around 13,146 Kms.

4.1.3 National highway development project (NHDP)

National Highways (NHs) with total length of 58,112 km form the most important road network running through the length and breadth of the country connecting large industrial towns, tourist centers, state capitals, major ports, etc. NH plays an important role in the development of the country. Although this is less than two percent of total length of road network in the country, being prime arterial routes, NH cater to about 85 percent of passenger and 70 percent of goods movement of total road transport demand and carry nearly 40 percent of the total road traffic. With the economic reforms and innovative liberalization policies of the Government of India, the traffic on the national highways increased many folds in the last few years. The roads are experiencing severe congestion and delays for the transshipment of goods and passengers. This growth has led to increased safety hazards. The NH network is, therefore, in need of capacity augmentation, pavement strengthening, rehabilitation/reconstruction of bridges & structures, and improvement of riding quality, provision of traffic safety measures. Keeping in view these requirements, the Government of India has initiated National Highways Development Project (NHDP) with the National Highways Authority of India (NHAI) as its nodal implementation agency.

The components of NHDP are: Golden Quadrilateral - 5,846 Kms connecting Delhi-Kolkata-Chennai-Mumbai North-South, East-West Corridor - 7,300 Kms connecting Kashmir to Kanyakumari and

Silchar to Porbandhar. Apart from implementation of the NHDP, the mandate of NHAI also includes the following: Providing Road connectivity to major Ports. Involving the private sector in financing the construction, maintenance and operation of

National Highways and wayside amenities Improvement, maintenance and augmentation of the existing National Highways

network. Implementation of road safety measures and environmental management. Introducing Information Technology in Construction, maintenance and all operation of

NHAI.



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4.2 National Constitution of India

4.2.1 Article 48A and 51A of Indian Constitution

As a sequel to the UN Conference on the Human Environment (1972), Indian parliament in 1976 amended the Constitution of India by introducing articles 48A and 51A. These articles incorporated environmental concerns into the Directive Principles of state policy and postulated as a fundamental duty of all citizens to preserve and protect the environment.

4.2.2 Government of India Environmental Legislation

Government of India has enacted nearly thirty environment conservation laws and Acts. Some of these are: The Wildlife (Protection) Act 1972; The Forest (Conservation) Act 1980; The Water (Prevention and Control of Pollution) Act 1974, The Air (Prevention and Control of Pollution) Act 1981; 1988 amendment of The Motor Vehicle Act (M.V.) Act, 1939 and The Environment (Protection) Act, 1986 (EPA). Water and Air Acts entrusted the task of their implementation and regulation to pollution control boards set up for such purpose at State and Central levels. Even prior to the 1970’s and 80’s flurry of environmental legislation, there existed numerous statutory provisions for safeguarding environment, though in a highly limited way as some of these dated back to the colonial period. Some of these were Sec 277 of IPC dealing with water pollution, Sec 278 of IPC dealing with atmospheric pollution and Statutes like the Factories Act, 1948; the Mines Act, 1952, Insecticides Act, 1968 and Motor Vehicle Act (M.V.) 1939.

4.2.3 The Environment (Protection) Act, 1986

The Environment (Protection) Act, 1986 is widely regarded as a comprehensive or umbrella legislation for environment in its entirety. The responsibility for implementation of the provisions of the EPA has to a large extent been entrusted to the regulatory agencies created under the Air and Water Acts. Department of Environment (DoE) was created in 1981 in the Central Government to act as a nodal agency for environmental protection and development in a co-ordinate manner.

The principal environmental Regulatory Agency in India is the Ministry of Environment and Forests (MOEF) of the Government of India. MOEF formulates environmental policies and accords environment clearances for the large projects (sector-wise listing done by MOEF).

4.2.4 The Environmental Impact Assessment Notification (1994) and Amended Notification

2006 Environmental Impact Assessment Notification 1994 under Environmental (Protection) Act, 1986 has identified highways (item 21 of Schedule-I) as one of the projects requiring prior clearance from the Ministry of Environmental and Forest (MOEF). Environmental Impact Assessment study (EIA) is a statutory requirement for obtaining clearance.

MOEF has amended notification on Environmental Impact Assessment on 14th September 2006. All projects and activities are broadly categorized in to two categories - Category ‘A’ and Category ‘B’ based on the spatial extent of potential impacts and potential impacts on human health and natural and man made resources. All projects or activities included as Category ‘A’ in the Schedule shall require prior environmental clearance from the Central



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Government in the Ministry of Environment and Forests (MOEF) on the recommendations of an Expert Appraisal Committee (EAC) constituted by the Central Government for the purposes of this notification. All projects or activities included as Category ‘B’ in the Schedule will require prior environmental clearance from the State/Union territory Environment Impact Assessment Authority (SEIAA). The SEIAA will base its decision on the recommendations of a State or Union territory level Expert Appraisal Committee (SEAC) constituted for this purpose. In the absence of a duly constituted SEIAA or SEAC, a Category ‘B’ project shall be treated as a Category ‘A’ project. The highway projects are included in item no: 7(f) of schedule with following condition.

Project Activity

A Category B Category General Condition

Highways

i) New National High ways ii) Expansion of National High ways greater than 30 KM, involving additional right of way greater than 20m involving land acquisition and passing through more than one State

i) New State High ways ii) Expansion of National / State Highways greater than 30 km involving additional right of way greater than 20 m involving land acquisition

Any project or activity specified in Category “B’ will be treated as Category A, if located in whole or in part within 10 km from the boundary of: (i) Protected Areas notified under the Wild Life (Protection) Act-72, (ii) Critically Polluted areas as notified by the Central Pollution Control Board from time to time, (iii) Notified Eco-sensitive areas, (iv)Inter-State boundaries & international boundaries.

Deoli – Kota section on NH-12 falls in category ‘B’, as per notification for which, Environmental clearance is to be obtained from the State/Union territory Environment Impact Assessment Authority (SEIAA).

4.2.5 The Forest (Conservation) Act, as amended in 1980

Forest (Conservation) Act, 1980 was enacted in 1980 to check irrational exploitation of forest and to maintain the ecological balance. This legislation is its endorsement of Government’s will to protect the rich bio-diversity of our forest and wildlife, which is not only the natural heritage of our country, but also the base of our socio-economic progress and the repository of yet unknown panaceas of the future.

The Act also translated into legal term the fact that forests in India are not to be regards as sources of State revenue, but rather as community resources, sub serving the needs of hundreds of millions of rural people and tribal; and the principal duty of the forest Administration was no longer exploitation of forest wealth, as in colonial times, but conservation of bio diversity and green-cover. Under this act no forest land can be used for non forestry purpose without the prior approval of Central Government. Therefore all proposals of diversion of such areas to any non-forest purpose can only be permitted by the Central Government. The Act pertains to the cases of diversion of forest land and felling of roadside plantation. Depending on the size of the tract to be cleared, clearances are applied for at the following governmental levels.



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(a) Applicability of the Forest (Conservation) Act to the Roadside Strip Plantations In 1986, when MOEF enacted the Environment Protection Act, the entire linear stretches of roadside plantations along the State Highways were declared as protected forest. Although the land is under the control of the PWD, due to its protected status, clearance is required to cut roadside trees. Applicability of the provisions of the Forest (Conservation) Act, 1980 to the linear (road or canal side) plantations was modified by a notification from the GoI - MOEF, dated 18 February 1998. The new notification recognized that the spirit behind the Forest (Conservation) Act was conservation of natural forests, and not strips plantations. In the case of the “notified to be protected” roadside plantations, the clearance now may be given by the concerned Regional Offices of the MOEF, irrespective of the area of plantation lost. While issuing the approval, in place of normal provision for compensatory afforestation, the Regional Offices will stipulate a condition that for every tree cut at least two trees should be planted. If the concerned Regional Office does not accord the clearance within 30 days of the receipt of fully completed application, the proponent agency may proceed with the widening/expansion under intimation to the State Forest Department, and the MOEF, Government of India.

(b) Forest land

Restrictions and clearance procedures proposed in the Forest (Conservation) Act apply wholly to the natural forest areas, even in case the protected/designated forest area does not have any vegetation cover.

4.2.6 The Wildlife (Protection) Act, 1972

The Wildlife Protection Act has allowed the Government to establish a number of National Parks and Sanctuaries over the past 25 years, to protect and conserve the flora and fauna of the State.

4.2.7 The Water (Prevention & Control of Pollution) Act 1974 amended in 1988

The Water (Prevention and Control of Pollution) Act, 1974 resulted in the establishment of the Central and State Pollution Control Boards whose responsibilities include managing water quality and effluent standards, monitoring water quality, prosecuting offenders and issuing licenses for construction and operation of certain facilities.

4.2.8 The Air (Prevention & Control of Pollution) Act 1981 as amended in 1987

In the state of Rajasthan, State Pollution Control Board is empowered to set air quality standards and monitor and prosecute offenders under the Air (Prevention and Control of Pollution) Act, 1981. The responsibility for monitoring vehicular air and noise pollution lies with the State Transport Authority (STA), not with the PCB. For water pollution and erosion, there is no institutional set-up for the road sector. The Government of India (GOl) standards for the discharge of pollutants to the environment (Water and Noise standards) are listed under the Environmental Protection Act. These standards apply mainly to the control of industrial pollution, with some applying to road construction projects.

4.2.9 The Noise Pollution (Regulation and Control) Rules, 2000

The Union Government has laid down statutory norms to regulate and control noise levels to prevent their adverse effects on human health and the psychological well being of the



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people. The rules titled Noise Pollution (Regulation and Control) Rules, 2000 have come into force at February 14, 2000. Under the new regulation, different areas and zones are to be identified as industrial, commercial, and residential or silence areas and anyone exceeding the specified noise level would be liable for action. In industrial areas, the noise level limit during the day time (6 am to 10 pm) is 75 decibels and during night (10 pm to 6 am) 70 decibels. Similarly, for commercial areas day time limit is 65 decibels and night limit is 55 decibels. In the case of residential areas, the limits are respectively 55 and 45 decibels and for the silence zones, 50 and 40 decibels.

4.2.10 The Motor Vehicles Act 1988

In 1988, amendment of the Indian Motor Vehicle Act empowered the State Transport Authority to enforce standards for vehicular pollution prevention and control. The authority also checks emission standards of registered vehicles, collects road taxes, and issues licenses. In August 1997, the “Pollution Under Control” (PUC) programme was launched in an attempt to crackdown on the amount of vehicular emissions in the state. To date is has not been highly effective.

4.2.11 Movement of Hazardous Chemicals

Movement of hazardous chemicals by road is governed by the Central Motor Vehicle Rules, 1989 (rules 129 through 137). Besides regulations and precautions to be taken while transporting such goods , the rules stipulate availability of a Transport Emergency (TREM) Card with the driver of the carrier which will provide information on hazardous nature of the chemical carried and also precautions required to handle emergencies such as spillage and fire.

4.2.12 Fly Ash Notification

MOEF has issued notification dated 14th September 1999 & subsequent amendment dated 27th August 2003 regarding the fly ash utilization. As per the notification, various construction activities including road construction within 100 km of coal based thermal power plant are to be undertaken by utilizing fly ash generated in thermal power plant. All agencies undertaking road construction activities have to make provision in their tender document for the same. Recently, MOEF has issued draft notification dated 3rd April 2007 for replacing the earlier fly ash notification which has following provision for utilization of fly ash in highway & fly over projects:

Use of fly ash in construction activities No person or agency engaged in road construction may use borrow material excavated from the ‘Right of Way’ of the road for the construction of road embankments. All construction of road embankment will use fly ash or municipal inerts, unless: The cost of fly ash or municipal inerts delivered at the construction site is more than

25% higher than the equivalent quantity of soil extracted from other than the ROW for embankment use, in which case such soil may be used for the road embankment; or

A designated technical authority of the IRC certifies that the use of fly ash or municipal inerts at the location for the intended purpose is technically infeasible;

For the top and side covers, soil, other than soil extracted from the ROW may be used, notwiths tending (a) above.



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Responsibility of agencies All agencies undertaking construction of roads or fly over bridges including Department of road transport & highways, NHAI, CPWD, state public work departments and other state government agencies shall make appropriate provisions in their tender documents, schedules or approved material and rates, as well as technical documents, including those relating to soil borrow area or pit.

4.2.13 Environmental Administration

The MOEF has the overall responsibility to set policy and standards for the protection of environment along with the Central Pollution Control Board (CPCB). This includes air, noise and water quality standards and the requirements for the preparation of Environmental Impact Assessment (EIA) statements for developmental projects. These standards are of significance for the proposed project. The status of key environmental legislation in India is given in Table 4.1 containing relevant environmental laws and regulations, including their applicability to this project.

Table 4.1: Statutes, Policies, Regulations and Responsible Agencies

Agency Statute/Policy Relevant objectives

Minis try of Environment & Forests, GOI

The Environment (Protection) Act 1986

The Forest (Conservation)

Act, 1927 The Forest (Conservation)

Act, 1980 as amended in 1998.

The Forest Conservation Rules, 1981

The Environmental Impact

Assessment Notification 1994

The Environment Protection Rules,1986

To protect and improve the quality of the environment and to prevent, control and abate environmental pollution.

To restrict deforestation by

restricting clearing of forested To ensure that appropriate

measures are taken to conserve and protect the environment before commencement of operations areas

Pollution Control Boards (State)

The Water (Prevention and Control of Pollution) Act 1974 as amended in 1988

The Air (Prevention and

Control of Pollution) Act 1981 as amended in 1987

To provide for the prevention and control of water pollution and the maintaining or restoring wholesomeness of water

To provide for the prevention, control and abatement of air pollution and for the establishment of Boards to carry out these purposes.

Environment and Forest Department

The Wildlife (Protection Act), 1972

To protect wild animals and birds through the creation of National



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Parks and Sanctuaries Department of Transport and Department of Police

The Motor Vehicle Rules , 1989

The Motor Vehicles Act, 1988

Rules of Road Regulations, 1989

To check control vehicular air and noise pollution

To regulate development of the transport sector

Archaeological Survey of India, Directorate of Archaeology

Ancient Monuments and Archaeological sites and Remains Act, 1958

To protect and conserve cultural and historical remains

To regulate construction activities near the monuments and sites protected by the Government

Revenue Department

The Land Acquisition Act, 1894

To set out rules for acquisition of land by the Government departments and agencies

Other guidelines available in respect of highway projects are:

Indian Road Congress IRC 104: 1998 World Bank source book on environmental assessment (1995) World Bank operational policy 4.01 (1999) World Bank technical document Ministry of Surface Transport 1995, now Ministry of Road Transport and

Highways

4.2.14 Air Quality Standards

In order to evaluate air quality and to design appropriate air pollution control systems, it is necessary to know the concentration of various air pollutants. The guidelines issued by CPCB on ambient air quality standards are reproduced in the Table 4.2. It needs to be mentioned here that for HC, ambient air quality standards have not been specified.

Table 4.2: National Ambient Air Quality Standards (NAAQS)

Pollutant Time

Weighted Average

Concentration in Ambient Air Industrial Area Rural and other Area

Residential Sensitive Area

Method of Measurement

(1) (2) (3) (4) (5) (6) Sulphur Dioxide

(S02)

Annual Average*

24 hours**

80 ug/m3

120 ug/m3

60 ug/m3

80 ug/m3

15 ug/m3

30 ug/m3

Improved West and Gaske method

Ultraviolet florescence

Oxides of nitrogen as

NOx

Annual Average*

80 ug/m3

60 ug/m3

15 ug/m3

Jacab & Hochheisor modified (Na-

Arsentie) method Gas Phase

Chemilumine-



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Pollutant Time Weighted Average

Concentration in Ambient Air Industrial Area Rural and other Area

Residential Sensitive Area


(1) (2) (3) (4) (5) (6) 24 hours** 120 ug/m3 80 ug/m3 30 ug/m3 Scence

Suspended Particulate

matter (SPM)

Annual Average *

24 hours**

360 ug/m3

500 ug/m3

140 ug/m3

200 ug/m3

70 ug/m3

100 ug/m3

High volume sampling

Average flow rate not less than 1.1 m3/minute

Respirable particulate matter (size less than 10 um) (RMP)

Annual Average*

24 hours**

120 ug/m3

150 ug/m3

60 ug/m3

100 ug/m3

30 ug/m3

75 ug/m3

Respirable Dust sampler

Average flow rate not less than 1.1 m3/minute

Lead (Pb) Annual Average*

24 hours**

ug/m3

1.5 ug/m3

0.75 ug/m3

1.00 ug/m3

0.50ug/m3

0.75 ug/m3

AAS method after sampling using EPM 2000 or equivalent

filter paper. Carbon

Monoxide (CO)

8 hours** 1hour*

5.0 ug/m3 10.0 ug/m3

ug/m3 4.0 ug/m3

ug/m3 ug/m3

Non dispersive infrared, spectroscopy.

* Annual Arithmetic mean of minimum 104 measurements in a year taken twice a week 24 hourly at uniform interval. ** 24 hourly/8 hourly values shall be met 98% of the time in a year. 2% of the time, it may exceed but not on two consecutive days. Note: 1. National Ambient Air Quality Standards: The levels of air quality necessary with an

adequate margin of safety, to protect health, vegetation, and property. 2. Whenever and wherever two consecutive values exceed the limit specified above for the

respective category, it would be considered adequate reason to institute regular/continuous monitoring and further investigations.

Reference: Environmental (Protection) Rules, 1996

4.2.15 Water Quality Standards

The project that crosses waterways viz. Rivers, canals, streams, etc can have significant impacts on both surface and ground water hydrology. A change in water hydrology may affect the surface water quality as well as sediment transport, changes in water table, water logging and changes in infiltration rates. The excerpts from guidelines issued by CPCB (based on BIS standards) on primary water quality have been reproduced in Table 4.3.



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Table 4.3 Guideline of CPCB on Primary Water Quality

Designated Best Use Class of Water

Criteria

Drinking Water Source without conventional treatment but after disinfection

A Total Coliforms Organism MPN/100ml shall be 50 or less

pH between 6.5 and 8.5 Dissolved Oxygen 6mg/l or more Biochemical Oxygen Demand 5 days 20°C

2mg/l or less Outdoor bathing (Organised)

B Total Coliforms Organism MPN/100ml shall be 500 or less

pH between 6.5 and 8.5 Dissolved Oxygen 5mg/l or more Biochemical Oxygen Demand 5 days 20°C

3mg/l or less Drinking water source after conventional treatment and disinfection

C Total Coliforms Organism MPN/100ml shall be 5000 or less

pH between 6 to 9 Dissolved Oxygen 4mg/l or more Biochemical Oxygen Demand 5 days 20°C

3mg/l or less Propagation of Wild life and Fisheries

D pH between 6.5 to 8.5 Dissolved Oxygen 4mg/l or more Free Ammonia (as N) 1.2 mg/l or less

Irrigation, Industrial Cooling, Controlled Waste disposal

E pH between 6.0 to 8.5 Electrical Conductivity at 25°C micro mhos/cm

Max.2250 Sodium absorption Ratio Max. 26 Boron Max. 2mg/l

4.2.16 Noise Standards

The MOEF has notified ambient noise level standards vide Gazette Notification dated 26th December 1989. It is based on the weighted equivalent noise level (Leq). These are presented in Table 4.4.

Table 4.4: National Ambient Noise Standards

Area Code

Category of Zones Limits of Leq in dB (A) Day Time Night Time

A Industrial 75 70 B Commercial 65 55 C Residential 55 45 D Silence Zone** 50 40

Day time is from 6 am to 10 pm whereas night time is from 10 pm to 6 am Silence zone is an area comprising not less than 100 metres around hospitals,

educational institutions, courts, religious places or any other area which is declared as such by the competent authority.

Mixed categories of areas may be declared as one of the four above mentioned categories by the competent authority.



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CHAPTER-5

ASSESSMENT OF ENVIRONMENTAL IMPACTS

5.0 General This chapter describes the assessment of the nature, type and magnitude of the potential impacts likely to be caused to the various relevant physical, biological and cultural environmental components along the project corridor. The basis of the assessment of impacts is the baseline information as discussed in Chapter-3. For each type of potential impact or environmental concern, the analysis should predict the nature and significance of the expected impacts (quantitative as well as qualitative). A wide variety of direct and indirect negative impacts have been attributed to road and highway construction or improvement projects. Though sharing a common concern over most environmental attributes, depending on their past experience in various projects, different agencies tend to lay varying emphasis on different biophysical and socio-environmental components and issues.

5.1 BASIC APPROACH Potential significant impacts that need further study were identified on the basis of analytical review of baseline data, review of environmental conditions at site, analytical review of the underlying socio-economic conditions with the project influence area. Since the project involves strengthening & widening to four-lane highway, the impacts identified are mostly direct and confined to the RoW. Only at critical locations, where the engineering, environmental and social aspects have warranted a shift from the existing alignment, bypasses / realignments have been proposed. To effectively voice the potential environmental issues likely to result due to the project, an in-depth analysis of the status of the existing environment has been carried out to identify the potential impacts - both beneficial as well as adverse. Overall, it is found that the proposed project road will result in some adverse impacts to the biophysical and socioeconomic environment of the project. It needs to be mitigated by adopting appropriate mitigation measures in the design, construction and operation phase. Net environmental impacts to the biophysical and socioeconomic environment, will be insignificant and of short term in nature by observing proposed mitigation measures. As further discussed below, the long-term impact is mainly beneficial. However, in the short-term, i.e. during the construction phase, there might arise negative environmental impacts, which can be kept under check through proper planning and adopting regulatory measures.

The impacts on the various environmental components can occur at any of the following stages of the project planning and implementation.

Planning and design stage;

Construction stage; and

Operation stage.

The description and magnitude of impacts for the various environmental components as visualized leads to the following observations:



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5.1.1 Positive Environmental Impacts The existing 2 lane road has to be widened and strengthened into 4/6 lanes to accommodate the fast growing traffic, avoided traffic congestion and to minimize the accident, travel time and fuel consumption, resultant less exhaust emission and pollution along the corridor. It also improves the road safety, noise quality due to smooth movement of vehicle and enhanced the aesthetic values.

The drainage along the road will also considerably improve because of additional culverts being built up and this is another positive impact.

5.1.2 Negative Environmental Impacts Quarries, borrow pits and other sources are possible source for construction material. Though the operation of quarries is an independent and regulated activity, however the requirements of stone aggregate for the project will cause resource depletion. Similarly river sand is a scarce commodity in the entire section of project road and thus borrowing of sand from riverbed will also have resource depletion impact. Therefore as an alternative, a possibility for using stone dust has been explored. However, transportation of stone chips from its source to the construction site will have negative impact on the air quality. It is also expected that the proposed project may influence negatively but marginally on the movement of cattle. The speed and density of the transports will be the main factor to disturb the cattle to cross the road and agricultural field after construction.

The impacts due to project location are generally irreversible and could be improved through environmental enhancement measures. The anticipated impacts have been assigned the value between 0 and 1 depending upon magnitude of impact based on its importance. Impact classification is presented in Table 5.1

Table 5.1: Impact Classification

Category Description Impact A Irreversible & Unacceptable 0.8-1.0 B Undesirable & Unacceptable 0.6-0.8 C Undesirable & can be mitigated 0.2-0.6 D Insignificant <0.2

Based on the impacts a checklist of environmental parameters is also prepared in order to assess the significant / non-significant, reversible / irreversible and long term / short term impacts due to planned project activities. Checklist is the list of environmental parameters or impact indicators which the environmentalist is encouraged to consider when identifying the potential impacts. Based on proposed activity magnitude and rating is summarised in Table 5.2.

Table 5.2: Evaluation of Environmental Impacts

Proposed Activity

Potential Impacts Nature of Potential Impact

Rating of Impact

Beneficial or Adverse

Direct or Indirect

Significance of Impact

Magnitude of Impact

Construction of road & Bypasses

Demand/Supply Road Infrastructure Employment

Beneficial Beneficial Beneficial

Direct Indirect Direct

Medium Medium Medium

Medium Medium

Low Raw Material Consumption

Stone Adverse Indirect Medium Low

Fuel Consumption National Reserves Adverse Direct High MediumWater

Consumption Natural Resources

Ground Water Adverse Adverse

Direct Direct

Medium Low

Low Low

Transportation of Atmospheric Emission Adverse Direct High Low



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materials Ambient Noise Public Health & Safety

Adverse Adverse

Direct Indirect

Low Medium

Low Low

Waste water Discharge

Land/Water Adverse Direct Low Insignificant

Solid Waste Disposal

Ground Water Soil Quality

Adverse Adverse

Indirect Indirect

Medium Low

Insignificant Insignificant

Noise Generation Ambient Noise Adverse Direct Low Significant Storage &

Handling of hazardous material

Public health & Safety Adverse Indirect High Low

Construction spoils disposal

Land Water

Adverse Adverse

Direct Direct

Low Medium

Low Low

Note: (Impact) High-Irreversible; Medium-Mitigated through measures; Low-mitigation required

During the environmental evaluation, those impacts, which are likely to take place due to the project and will have bearing on the environmental impacts and sensitivity, have been considered and assessed. These are discussed in following sections.

5.2 PHYSICAL ENVIRONMENT 5.2.1 Topography

The proposed project is not likely to have any significant impact on the topography of the project area. However temporary changes may occur in the vicinity of the project site because of cutting, filling and construction related structures.

5.2.2 Meteorological Conditions No change in the macro-climatic setting (precipitation, temperature and wind) is envisaged. The microclimate may also not be affected because project is on a linear pattern and temporary in nature. Negative impacts during construction stage like removal of topsoil, vegetation clearing, earth borrowing operations and possible decrease in surface water due to extra consumption of water during construction, etc. are not going to be substantial. The negative impacts could at the worst be mainly restricted to the areas adjacent to the road. On a long-term basis the impacts are going to be positive due to the proposed improvements to the existing project road.

5.2.3 Geology and Soil The proposed project is not likely to have any significant impact on the existing geology and soil pattern.

Soil

Soils are responsible for productivity of crops. Nutrient rich soils provide excellent support to plants. Irrigated and rain fed areas have different productivity. In addition, productivity is also a factor of fertilizer input and climatic conditions. However, soil erosion is based on rainfall, slope and soil type and hence utilized as important parameter for evaluation. Moreover, this has the bearing on other environmental attributes such as water pollution, public health and siltation. Following criteria have been adopted to develop the value function curves:

Black Soil : Significant Impact Alluvial Soil : Slight Impact

Keeping in view of gentle slope and localised phenomenon, ‘Significant as 0.8’ and ‘slight as 0.3‘have been taken. Based on soil type, erosion criterion has been depicted in Figure 5.1.



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Figure 5.1: Impact Graph for Soil Erosion

Construction Stage

The potential for soil erosion can be pervasive during the construction stage, more pronounced along:

Bridge and fills;

Over-steep banks; and

Embankment slopes and spoils.

As the road passes through a region of sandy loam or sandy clay loam with weak in structure, the potential for erosion is high. As such, erosion is considered to be an issue in this project, as major portion of the road runs in the plain areas with practically no or very low grading. Embankment erosion may exist on high embankment, in case of inadequate compaction / design. Under the proposed engineering design, as such high embankments are provided with flat slopes with reinforced earth / retaining wall / turfing etc. to practically eliminate any chance of damage to such high embankments.

There is some potential for contamination of soils from spilled fuel, engine oil, bitumen / asphalt, etc. Some contamination of soil can be expected due to the deposition of dust, NOx, SO2 and other vehicle emissions, although this is not expected to be significant. In extremely rare events, some spills of fuel, oil and possibly other chemicals could occur as the result of accidents. Routine runoff will also contain some contamination from fuel, oil and grease, but contamination of soils is unlikely due to drainage controls. Some loss of cultivated top soil is expected due to the movement removal of topsoil for construction purpose as well as acquisition of cultivated land for proposed road. Badly contaminated soils should be removed from the area and disposed according to state and national laws governing hazardous waste.

Operation Stage

In general, impacts to soils during the operation stage of the project are limited to the potential contamination of soils from the spill of contaminants, usually as a result of vehicle accidents. The impact of this can be significantly reduced through training of emergency personnel in the procedures of spill control and clean-up, and the provision of emergency spills equipment in selected emergency service stations.

5.2.4 Quarries and Borrow Areas

The excavation of quarries and borrow pits used for obtaining rock, soil and aggregate materials for road construction may cause direct and indirect long-term adverse impacts on



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the environment.

Substantial quantities of crushed rocks, earth / sand of suitable engineering quality and strength will be required for the pavement construction. Keeping in view of large quantities required for the 4/6 lane highway for the flexible pavements approved quarries have been considered for quarry material.

The project induced impact is mainly during transportation of the bulk material over such a long distance. However, all the approach roads being permanent in nature, no impact on the approach-road pavement, other than spillage and dust pollution due to transportation, is envisaged.

Borrow areas will be identified by the contractor and selected with the consent of the local farmers from among the agricultural fields. Prior to borrowing the earth, the top soil say up a depth of half a meter shall be kept aside and preserved. This top soil after borrowing the requisite quantity of earth from the borrow pits shall be spread on the top and the borrow area shall be again used for agricultural purposes especially for growing agricultural crops.

A huge quantity of sand would be required for structures proposed. Since River sand is available in abundance thus borrowing of sand from riverbed will also have resource depletion impact. Therefore as an alternative, a possibility for using stone dust has been explored. Sufficient quantity of stone dust is available at a number of locations. These are already operational and would not experience any additional adverse impact, except those resulting from transportation.

Fly ash has been used for construction of embankment from Km 239 to Km 254 as Thermal power station is situated nearby these chainages. The embankment has been designed in accordance with IRC SP-58. Minimum 1m thick soil cover has been proposed for embankments up to 3m height. TCS-10 has been proposed for this purpose

5.2.5 Land Use Pattern

The land use pattern of the project corridor is categorized as the predominant land use is agricultural & forest land at some places. However, a significant amount of industrial development is observed at Kota. Endowed with a rich variety of soils known as silt, clay and some part of Kota have black cotton soils. The Kota and Bundi districts occupy important place in states agriculture, which is the most important occupation.

5.2.6 Surface and Ground Water Quality

The water quality reported in Chapter- 3 indicates that overall quality is good. The impact on surface and ground waters will be mainly during construction. In addition, erosion rates may silt the water body. Hence surface water bodies within 1.0 km are more prone to impacts. The length of ponds/tanks on road side and its distance from the road has been considered for assessing the impacts. More is the distance from the road better is the quality and less is the impact on water bodies. Similarly, high water table has more impacts than low water tables.

Impact on Surface Water Resources and Water Quality

Construction Phase

The project road crosses various water bodies and watercourses. To facilitate the cross-drainage and to prevent water stagnation, number of cross-drainage structures of adequate size and number are being proposed. Potential impacts on surface water hydrology include flow modification which may lead to flooding (low level) and channel modification, although significant drainage modification is unlikely. Construction activities can potentially lead to water quality degradation in the form of increased concentration of suspended solids (increase in turbidity by 5-20 NTU), resulting



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from surface runoff (exposed soils within the construction area) and/or erosion of the channel (potentially resulting from increased flow velocity) and/or river or stream banks, as well as wind blown dust. Uncontrolled spill of chemicals, fuels and oils from construction machinery could also deteriorate water quality.

Operation Phase

Routine water quality impacts during operation will result primarily from the runoff of contaminants from the surface of the roadway into local watercourses. Routine runoff is likely to contain sediment (soils) and trace concentrations of hydrocarbons from fuel, oil and tire wear. Sedimentation could also result from wind blown dust, as well as the potential for deposition of traces of NOx and SOx, although any increase in concentrations of these elements will result from the future increase in traffic volume rather than from development of the project. The potential for major contamination is very limited and would result only from very low frequency events such as traffic accidents which could potentially result in the spill of contaminants such as fuel, oil, chemicals, etc.

5.2.7 Ground Water Quality

Construction Stage

Since the water table in the project area is at 10 m to 25 m, resulting likely impacts on ground water quality and flow pattern are not expected. However, ground water degradation can take place when contaminants are leached through surface soils into the ground water table. Contaminants such as fuel and engine oil handled in the construction staging area and during equipment re-fuelling at construction site areas can cause ground water contamination if spilled onto the ground and not properly cleaned up. In addition, poorly installed sanitary facilities can also result in contamination. Drilling and piling could potentially cause local ground water flow modifications leading to localised deterioration of vegetation and increased susceptibility to erosion as well as water table depletion, potentially resulting in impacts to local (ground) water supplies.

Operation Stage

In general, impacts to ground water during the operation stage of the project are limited to potential contamination (direct or indirect) from the spill of contaminants, usually as a result of vehicle accidents. The impact of this can be significantly reduced through training of emergency personnel in the procedures of spill control and clean-up, and the provision of emergency spills equipment in selected emergency service stations.

5.2.8 Drainage

The existing road has number of rivers/channels/streams/canals and cross drainage works. In case, these channels are not provided adequate openings, it may change the surrounding environment and drainage patterns. This may increase erosion of embankments. The approach adopted is based on water crossings, more is the number and more is the impact and will provide better environmental quality. More number will need more cleaning during operation phase.



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Construction Phase

The project road crosses various water bodies like rivers/channels/streams/canals/ponds. Cross drainage structures of adequate size and number are being proposed for better cross drainage and prevention of water stagnation. However impact of drainage is considered to be erosion of the embankments. Operation Phase

The potential for erosion due to drainage is very limited and would result to get it reduced primarily due to the measures provided for the prevention of erosion of embankments.

5.2.9 Air Quality

Air quality is an important parameter in impact evaluation as it has direct impact on human health, animal and plant life. Moreover, it will have long term impact during project operation and short term impact during project construction. Air pollutants emitted by vehicles are dispersed into the atmosphere depending upon wind direction and speed, surface roughness and topography. Open topography and high winds allow the pollutant disperse faster than narrow topography.

Construction Phase

Impacts to the air environment during construction will largely from the generation of dust. Dust will be generated as a result of site clearing and grading, heavy machinery traveling over exposed soils, truck traffic and the production of construction materials at borrow pits and off-site quarries. Dust generation impacts will be most significant along new bypass alignments. These impacts will be short time and confined within RoW. Generation of dust is a critical issue and is likely to have adverse impact on health of workers in quarries, borrow areas and stone crushing units. This is a direct adverse impact, which will last almost throughout the construction period. High levels of SO2 and hydrocarbons are likely from hot mix plant operations. Volatile toxic gases are released through the heating process during bitumen production. Although the impact is much localized, it can spread down wind depending on the wind speeds. Quarrying activities including excavation and crushing of construction material will also lead to increased SPM level.

Operation Phase

As all the shoulders will be paved shoulders and slopes of embankments shall be turfed, dust generation is not a problem at this stage. The major impact on air quality will be due to plying of vehicles. The impacts on air quality will at any given time depend upon traffic volume / rate of vehicular emission within a given stretch and prevailing meteorological conditions. Air pollution Impacts arise from two sources: (i) inadequate vehicle maintenance; and (ii) use of adulterated fuel in vehicles. Enforcement standards to meet better vehicle performance in emissions and the improvement of fuel constituents can assist in improving regional air quality. The most significant impacts of vehicle emission are on the human health. The health impacts of vehicular air pollution are difficult to quantify and therefore to evaluate in economic terms. In most cases, pollution and specific illness is difficult except attribution. Vehicular pollution also affects terrestrial flora both physically and chemically. Acidification of surface water through surface runoff can interfere with nutrient uptake by roots, thus affecting growth. While SO2, NOx and ozone can cause localized death of plant tissue (leaf necrosis). Although most research efforts concerning effects on animals have focused on human health, some faunal health problems have been connected to air pollution. As in humans, such problems are mostly related to respiratory system. The existing ambient air quality along the project corridor particularly those representing



5-8

vehicular pollution at all locations has been found well within the prescribed limits specified by the Central pollution Control Board. The present traffic volume and projected growth in traffic has been considered to access the increase pollution load along project corridor. Air Quality impacts during construction stage are transitory and could largely be mitigated by strict adherence to specific control measures and these are presented in Environment Management Plan. The operation stage of project is expected to facilitate movement of traffic at design speed of 100 Km/hr, which is optional for minimum emission. Secondly, widened ROW of project highway development will increase distance between passing vehicles and human settlements along the roadside as compared to present situation. The increased distance will reduce human exposure concentration of vehicular emission. It is difficult to predict the pollution level from vehicles, since it is not known how innovations/adoption of new technology for vehicles would proceed. It is, however, possible to assess the future pollution load on the assumption that the old technology vehicle would persist. The unit load of pollutants from different types of vehicles has been estimated considering the following formula:

Pollution Load= No. of Vehicle X Emission Factor X Length of the road in the grid

Table 5.3: Emission factors of different vehicles (g/Km) Types of vehicle CO HC NOx SOx TSPM Two Wheeler 4.0 3.3 0.06 0.002 0.1 Cars/Taxis 8.6 0.8 1.1 0.018 0.05 Three Wheelers 8.6 7.00 0.09 0.002 8.6 Buses-Urban 4.5 1.21 16.8 0.15 1.6 Trucks/Tractors 4.5 1.21 1.21 0.15 0.8 Light Commercial Vehicles 1.3 0.5 2.5 0.4 0.1

Source: CPCB Publication (1998). The current and projected traffic on NH-12 at various locations given as below in table 5.4:


Consultancy Services for 4/6 Laning of Deoli – Darrah Section of NH-12 (Package – I) in the State of Rajasthan (NHAI / BOT II / DPR / 03)

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Table 5.4: Current and projected traffic on Deoli Jhalawar project at different locations Types of Vehicle At km. 168 At km 202 At km 230

2007 2011 2015 2007 2011 2015 2007 2011 2015 Two Wheeler 975 1346 1853 863 1192 1640 3242 4476 6160 Cars 1418 1866 2479 1694 2229 2962 2747 3615 4803 Three Wheelers 20 28 38 29 40 55 269 371 511 Buses 422 560 732 1196 1586 2074 553 733 959 Trucks 4445 5948 6754 12550 15522 19069 4147 5129 6301 LCV 473 585 719 480 594 729 430 532 653

The current load of vehicular pollutants in Kg/Km, as well as that expected in 2011, based on maximum increase in traffic on a particular road have been estimated and given in tables below.

Table 5.5: Current (2007) & Proposed (2011, 2015) Pollution load By Plying Vehicles in Kg/Km at Location Km 168, Km 202 & km 230 Pollution Load (T/year) at km 168 Pollution Load (T/year) at km 202 Pollution Load (T/Year) at km 230

Types of Vehicle

Year CO HC CO HC NOx SOx TSPM NOx SOx TSPM CO HC NOx SOx TSPM

Two Wheeler

2007 48.55 39.79 167.9 138.7 2.52 0.0839 4.20 0.73 0.03 1.21 35.41 29.20 0.51 0.02 0.88 2011 66.80 55.12 232.14 191.26 3.47 0.12 5.80 0.99 0.03 1.67 48.91 40.15 0.73 0.03 1.22 2015 91.98 75.92 319.38 263.53 4.78 0.16 7.98 1.39 0.05 2.30 67.16 55.48 1.02 0.03 1.68

Cars 2007 151.48 14.24 306.24 28.47 39.06 0.64 1.79 19.35 0.32 0.73 148.92 13.87 18.98 0.31 0.88 2011 199.29 18.62 402.96 37.595 51.47 0.843 2.34 25.55 0.42 1.10 196.01 18.25 25.19 0.41 1.13 2015 264.63 24.46 535.09 49.64 68.62 1.12 3.10 33.95 0.55 1.46 260.25 24.09 33.22 0.54 1.50

Three Wheelers

2007 2.19 1.83 29.93 24.46 0.33 0.0069 29.93 0.02 0.0004 2.12 2.56 2.19 0.03 0.00 2.56 2011 2.92 2.56 41.25 33.58 0.44 0.0095 41.25 0.03 0.0007 2.99 3.65 2.92 0.04 0.00 3.50 2015 4.02 3.29 56.94 46.36 0.58 0.0131 56.94 0.04 0.0011 4.05 4.75 4.02 0.05 0.00 4.82

Buses 2007 23.73 6.21 32.12 8.76 120.45 1.095 5.84 87.97 0.73 4.02 55.12 14.97 205.50 1.83 9.86 2011 31.39 8.40 42.71 11.32 159.51 1.46 7.67 116.80 1.10 5.48 73.00 19.71 272.29 2.56 13.14 2015 40.88 10.95 55.85 14.97 208.78 1.825 9.86 152.57 1.46 7.30 95.27 25.55 356.24 3.29 16.79

Trucks 2007 248.20 66.80 240.9 65.7 65.7 8.03 43.07 66.80 8.29 44.17 576.70 156.95 156.95 19.35 102.57 2011 332.15 89.43 299.3 80.3 80.3 9.855 53.29 89.43 11.06 59.13 715.40 193.45 193.45 23.73 127.02 2015 377.05 101.47 368.65 98.55 98.55 12.41 65.34 101.47 12.56 67.16 876.00 237.25 237.25 29.20 155.86

Light Commercial Vehicles

2007 7.67 2.92 7.3 2.92 13.87 2.19 0.55 14.60 2.19 0.58 6.21 2.56 12.41 1.83 0.47 2011 9.49 3.65 9.13 3.29 17.16 2.92 0.69 18.25 2.92 0.73 8.03 2.92 15.33 2.56 0.62 2015 11.68 4.38 10.95 4.38 21.17 3.285 0.84 22.27 3.65 0.88 9.86 3.65 18.62 2.92 0.73



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Though there is an observable increase in the pollution load in 2011 & 2015, when compared to 2007 figures, it would not contribute to significant incremental value in concentration of the ambient air quality parameters.

During operation phase impact on ambient air quality is assessed due to increased traffic. The incremental concentration is estimated and superimposed on background levels and finally predicted values will be conquered with AAQ Standards. The ambient air quality is expected to improve in the towns and road junction because of improved and widened carriageways, smoothening of curves and free flow of traffic. However in other areas levels of carbon monoxide and SPM would marginally increase due to increase in traffic.

5.2.10 Noise Quality

The noise levels in the project area during the construction stage will increase though shall be intermittent and temporary in nature.

Typical noise levels associated with the various construction activities and construction equipments are presented in Table 5.6 below:

Table 5.6: Typical noise levels of principal construction equipments (Noise Level in db (A) at 50 Feet)

Clearing Structure construction

Bulldozer 80 Crane 75-77

Front end loader 72-84 Welding generator 71-82

Jack hammer 81-98 Concrete mixer 74-88

Crane with ball 75-87 Concrete pump 81-84

Concrete vibrator 76

Excavation and Earth Moving Air compressor 74-87

Bulldozer 80 Pneumatic tools 81-98

Backhoe 72-93 Bulldozer 80

Front end loader 72-84 Cement and dump trucks 83-94

Dump truck 83-94 Front end loader 72-84

Jack hammer 81-98 Dump truck 83-94

Scraper 80-93 Paver 86-88

Grading and Compaction Landscaping and clean-up

Grader 80-93 Bulldozer 80

Roller 73-75 Backhoe 72-93

Truck 83-94

Paving Front and end loader 72-84

Paver 86-88 Dump truck 83-94

Truck 83-94 Paver 86-88

Tamper 74-77 Dump truck 83-94 Source: U.S. Environmental Protection Agency, noise from Construction Equipment and Operations. Building Equipment and Home Appliance. NJID. 300.1. December 31, 1971.

The noise levels indicated for various construction activities/ equipments, though far in excess of the permissible standards, due to their intermittent nature, the impact of increased noise levels would only be temporary. Even so, the extremely high sound levels present a risk to the workers on the site.



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In general, it is evident that the impact of road-related noise is maximum when the road passes through densely populated areas, town ships and markets, and when there is a traffic bottleneck (or a high mix of slow and fast moving vehicles) or when the speed of traffic stream is low and idling of vehicles.

During complete engineering design particular attention will be paid to densely populated build up areas. At all such locations, bypasses will be proposed to avoid the impact of vehicular noise on public health. This will have significant effect on reducing the noise level due to higher speeds of vehicles and due to increased distance between the main carriageway and the buildings. The present project, as such, shall significantly mitigate the adverse effect existing under “No Project” case.

During the operation stage of the project, reduction of vehicular engine noise (as a result of reduced congestion, smoother flow of traffic), vehicular body noise (as a result of reduced development roughness) and reduction of blowing of horns would invariably bring the noise levels further down.

5.3 BIOLOGICAL ENVIRONMENT 5.3.1 Flora/Road side trees

The main impact on flora involves the removal of trees and grubbing of vegetative cover for construction and a clear zone within the Right of Way (ROW). The road has trees and plantations on roadsides. Widening and maintenance activities can cause severe impact on these trees and plantations by removing them. This also leads to induced impact on local fauna and ecology. The loss of trees is also important for road users as these trees provide shade to the road users. Strip plantations are also source of fuel and fodder to local community. Loss of the trees also can have such direct impact on local community.

Unavoidable felling of trees and vegetation loss during site clearance could result in hotter and drier microclimate and increase in SPM in ambient air. This could be restored by proper tree plantation and re-growing of grasses and shrubs. Tree cutting would be minimized and replanting of trees would be done immediately before the construction would starts this would counter the reduction of noise buffering due to site clearance. Trees would be lost due to cutting. This would be minimized by banning use of wood for heating bitumen, controlling the workforce, strengthening the forest protection management and cutting only those trees which are affected by permanent works. For widening to 4 lanes, a number of trees are required to be cut. If a tree is cut within existing ROW, 3 trees shall be planted in compensation. For newly acquired land for bypass 10 trees shall be planted for cutting of each tree under social forestry.

A total number of 6321 trees of Gulmohar, Neem, Siris, Kikar, Shisham, Safeda, Khejri etc. exist within the right of way which will be impacted and have to be removed. Details of impacted trees on LHS/RHS are given in Annexure 2.The number of trees affected has been calculated as per the best alternative decided for widening the highway taking into account the following:

Minimum land acquisition

Minimum disturbance to utility services and other features

Least impact on the environment

The project highway at few locations passes through reserved forest area. No endangered or threatened species of flora has been recorded on the roadside and therefore none of these would be impacted.



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5.3.2 Fauna No endangered or threatened fauna species were reported in the area close to the project highway (COI). Due to heavy degradation of wild life habitat and indiscriminate shooting, the most of big animals have already been disappeared. The only versatile habitat wild animal – Panther is surviving in the tract. The other animal which presently sighted are – The Sloth Bear, Hyaena, Jackal, Cheetal, Chinkara, Wolf and Wild Boar are its resident faunal species. Panther, Sloth Bear, Hyaena, Jackal and Wolf are the species of conservation interest. There will be significant impact on wild life during construction and operation phase.

Construction Phase Due to the construction work roadside trees will be removed along with camouflage cover of bushes and grasses; beds of nalas, canals, streams, rivers will be digged and lot of earths will either be put in or digged out. All this will disturb the natural landscape and create hindrance for movement of wild animals. The casting job of culvert and bridge slabs, road compacting and laying of grades, WBM layers and asphalt layers, movement of heavy machineries and work force etc. will affect the tranquillity of the wild habitat more than enough. This may prompt the animals; birds, amphibians and reptiles to run away into the interiors of the forest, or get killed or injured while in distress to cross the road. During maximum stress period for the wild life in search of food and water i.e. in winter and summer the road will become a formidable barrier agog with construction activity or movement during day and night. The animals will suffer most at least for a period of 3 to 4 years because of such activity. The operation of quarry and crusher units and haulage of quarry materials shall have negative impact on movement of wild fauna within and away from the road corridors.

Operation Phase The existing scenario or environment may not return in post construction period due to crash barriers, other obstructions and transformation of the landscape, which will puzzle the wildlife for venturing on to the road. During operation phase due to the increased traffic, chances of accidents of animals while crossing the road may increase. The noise created by the fast moving vehicles will disturb birds and wild animals. In order to avoid this adverse impact, the speed of the vehicles will be restricted through sensitive areas especially during night time.

Many wildlife deaths can be prevented by careful placement of the alignment and appropriate roadside plantings. The measures used to discourage animals from moving onto the road surface are:

Flash mirrors or game reflectors on roads with moderate traffic. These work best with large ungulates such as deer.

Warning signs for drivers to slow down in areas where high-use crossing points or wildlife corridors are known,

Regulating traffic times when animals are most active, usually at night, and

High fence (>3m) in areas heavily used by large ungulates (e.g. nilgai, sambar etc), are deterrents to crossing, but not absolute barriers. Their effectiveness can be enhanced by providing alternative means of passage, thus reducing the probability of animals’ intent on crossing being trapped. Fence must be constructed in close consultation with wildlife ecologists, who can help to avoid fencing designs that are likely to produce their own unwanted ecological effects, such as new artificial barriers to movement.



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5.4 SOCIO-ECONOMIC ENVIRONMENT While designing the highway road all options of the route of the road were considered and the most appropriate route was designed in term of least displacement of the community of the project area. Within the project road area there are some settlement areas where structures are found on both sides of the road. In such cases alignment option is assessed on the basis of least cost of displacement and relocation on one side. However in those areas where settlement is in layers, the suggestion of alignment is based on the comparative cost of alternative alignment and the cost of relocation. The social environment could get affected due to employment in road construction and resultant in-flux, rise in food prices and lowering of its availability, business displacement, problem of resettlement and rehabilitation, and additional pressure on infrastructure within major settlement area. These adverse effects could be minimized by taking various steps such as encouraging local recruitments, early identification and entitlement of the project affected people, provision of subsidized food for workforce and regulation of development activities.

5.4.1 Cultural Properties

The impacts can be either beneficial or adverse depending upon the interaction between the cultural property and the project corridor. The proposed project implementation is likely to adversely impact some of these cultural properties either directly or indirectly. Sixty one cultural properties (temples and mosques), noticed along the project corridor out of these about 39 cultural properties is going to be affected by the proposed project (Please refer Table 5.7). There was no historical protected monument fall in the project area.

The nature and magnitude of impacts may vary depending upon its location such as displacement or loss of part thereof, vibration, noise pollution, damage from air pollution, dust accumulation, vehicular collision etc.

5.4.2 Land Acquisition Total land acquisition in Bhilwara, Bundi and Kota districts will be 348 ha. Major land use affected will be agricultural and the least will be industrial. Use of open / barren land has reduced acquisition in other areas. Land under plantation will be made good with other plantations within toe and ROW on completion of the project. While finalizing the road alignment efforts have been made by adopting appropriate engineering designs, to minimize resettlement impacts. To minimize displacement and to reduce disruption of livelihoods, concentric widening in village sections, bypasses to avoid settlement and raised carriageways have been proposed. Public consultations and field visits helped in getting better planning and designing inputs towards minimizing negative social impacts.

5.4.3 Amenities There are number of amenities like hand pumps, water tap, tube wells, temples etc. exists along ROW and going to be affected by the project, are listed in Table 5.7. All the affected public amenities will be properly compensated to minimize the problem of local communities.

TABLE 5.7: LOSS OF COMMON PROPERTY RESOURCES

Common Property Resources Number

Well 21

Pond 01 Temple 14 Mazar 01

School 03

Government Building 01



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Hospital 03

Petrol Pump 03

Bus Stop 08

Total 55

5.4.4 Seismicity Nature and magnitude of proposed work, does not create any kind of problem in present status of seismicity.

Human Health

Construction workers are a much-neglected group in the country. Unless the workers are provided proper amenities to live at the construction site the environmental issues of road construction cannot be properly met. In accordance with Environment (Protection) Act, for any environmental pollution from the worker’s camp, the responsibility would lie with the project authority and subsequent penal action can be taken against them. Health problems may be caused to local people near the construction site due toxic and odorous emissions from asphalt preparation and crushing, possible spread of malaria and other communicable diseases amongst and by workforce and stress on existing health care facilities. These problems would be overcome by properly sitting the plant establishment, strict adherence to emission standards, providing emergency medical facility, strengthening the existing health care system, providing proper sanitation and waste disposal facilities at workforce camps and separate health clinic for workforce.

It is envisaged that the pollution levels with the project scenario will be significantly less than in the existing and without project scenario due to better geometric design, improved pavement quality, increased vehicle speed which will result in decreased vehicle operating costs, reduced congestion, fuel consumption and pollution loads. This will have a direct positive benefit on human health in the project area.

Thus while construction phase might have some temporary adverse impacts on human heath, on the whole it can be said that human health will significantly improve due to the implementation of the project.

5.4.5 Road Safety The project will improve the road safety through design measures identified during the various road surveys. Road safety will be enhanced in the project through engineering (design), enforcement (safety measures, signage’s etc.) and education. The proposed project implementation would improve the road.

Safety at different stages of construction is an important issue both for local people as well as for the construction workers. For safe and smooth travel various provisions, which have been, consider under the proposed project has been described in Chapter-6:

5.4.6 Way side Amenities, Parking Areas & Truck/Bus byes Along the project highway suitable locations for wayside amenities, bus stops and rest areas are proposed at various suitable locations (Please refer Annexure 3). The common facilities like petrol pump, first-aid medical facilities, police office, restaurant, vehicle parking etc. shall be included in the general layout for planning. For petrol pump, the guidelines issued by Ministry of Petroleum shall be followed. The facilities should be planned to be at approximately 50 km interval.

During the construction stage, dismantling of structure, cutting of trees, haulage material obstructing vision, spillage of lubricants on road making it slippery are generally the cause



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of road accidents. Similarly, in operation stage, increase in traffic and increase in speed would tend to increase in accidents. In spite of these, the social benefits from the project are quite significant.

Some of the most obvious benefits are of the projects are; Improved road safety since all inadequacies of road will get corrected and

overall safety of corridor will be significantly increased. Improved access to healthcare facilities. Quicker response time in emergency situations. Provision of services roads for local and for slow moving and non-motorized

traffic.

It is likely that there will be some concern of safety for highway users during construction period, as haulage of material and other equipment would restrict movement of vehicles. In operation phase, increase in vehicle speed may cause thereof to the safety of pedestrians and for cattle for crossing road. Accident-prone areas were generally found near intersection and are being improved.



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8 Chapter-6

MITIGATION AND ENHANCEMENT MEASURES

6.0 General The Chapter gives brief description of the mitigation measures opted and designed for the

project. This Chapter has been structured as per the impacts those have been identified in Chapter 4: “Assessment of Environmental Impacts”.

The chapter also refers to the additional measures to be taken during the execution of the project for the benefit of the road users and the surrounding communities. This does not include several other enhancements that occur inherently because of the nature of the project such as improved drainage, pedestrian facilities, illumination in urban stretches, prevention of existing erosion, overtopping and flooding etc. as these improvements are in-built in the Feasibility report.

6.1 Basic Approach To minimize the adverse impacts of the project, mitigation measures have been formulated

and will be implemented during the project implementation. The mitigation measures would be directed towards the restoration of the dynamic balance of nature.

The mitigation of negative impacts involves reduction in magnitude of the adverse impacts during various stages of the project through:

Alterations during design, site clearance, Construction and Operation phases of the road project to avoid adverse impacts, and

Additional mitigation measures for unavoidable negative impacts on the environmental components.

The adverse impacts of the project on the surrounding environment are described in the following section.

6.2 Meteorological Conditions Since only at one location hill slope is likely to be cut, there will not be observed any considerable changes in wind profile and rainfall in the project areas. The temperature however may get mildly affected at few places due to the loss of shade giving vegetation cover. Also loss of moisture from the soil will increase due to loss of vegetation. Thus a rise in temperature will be observed but it will be insignificant in nature. However, these negative impacts will be localized, short term and temporary of nature and also compensatory plantation of trees will be undertaken to reduce these impacts. The negative impacts will be mainly limited to the areas close to the road. On long term basis the impacts are going to be positive due to the proposed improvements to the existing project road.

Thus the proposed improvement/ construction of 4-lane road will be a relatively localized activity, which implies that the road development will not have any significant impact on climatic condition of the project area.

The localized short-term adverse impacts will be offset by compensatory afforestation of vegetation and tree plantation. No other specific mitigation measures are proposed for off-setting adverse impacts on the climate in the project area.

6.3 Physical Resources 6.3.1 Topography

During construction phase following restrictions should be imposed to mitigate the impact on topography:

i. Existing vegetation including shrubs and grasses along the route (except within the strip directly under embankment or cutting) will be properly maintained during construction phase,



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8 ii. Quarrying, borrowing and disposal of spoils will conform to applicable laws and

regulations in India (including practice followed in recent/ongoing internationally funded road projects in India)

6.3.2 Geology and soil The proposed project is not likely to have significant impact on the existing geology, hence no mitigation measures have been proposed.

Soil Erosion

The problem of soil erosion during the construction stage is likely to be more pronounced along bridge-end fills, over steep banks and embankment slopes. To check soil erosion on critical road embankment slops turffing with shrubs and grasses will be carried out, in accordance with the recommended practice for treatment of embankment slopes for erosion control. Soil erosion checking measures as the formation of sediment basins, slope drains, etc., will be carried out at construction sites. Proper side drains for the storm water from the road will be constructed so as to avoid pooling of water near toe line of the road and combination of water bodies.

Loss of Top Soil

The alignment has been selected to minimize the acquisition of productive agriculture land, as the maximum portion of stretch falls in the agricultural plains. Agricultural areas will be avoided for borrowing of materials.

Wherever unavoidable, the topsoil from all areas of cutting, to be permanently covered will be stripped to a specified depth and stored in stockpiles of specified height. The stored topsoil will be spread back to maintain the physico-chemical and biological activity of the soil. Water will be frequently spread during construction to stabiles the topsoil.

Compaction of Soil

To prevent the compaction of soil and the trampling of the vegetation around the construction sites and temporary access roads, it will be ensured that the construction machinery and equipment will move, or be stationed in the designated area. If the equipment and machinery are operating on temporarily hired land, it will be ensured that the topsoil for agriculture remains preserved and not destroyed by storage, material handling or any other construction related activities. To minimize compaction of soil, all the vehicles will as far as possible, follow pre-designated routes.

Contamination of Soil from Fuel and Lubricants

At the various construction sites, the vehicles and equipment will be maintained and refuelled in such a fashion that oil/diesel spillage does not contaminate the soil. It will be ensured that the fuel storage and refuelling sites are kept away from drainage channels and important water bodies.

6.3.3 Quarries and Borrow Areas The quarry material will be obtained from licensed quarries, which operate with proper environmental clearances, including clearance under the Air Act. If the contractors decide to use other quarries, they would be required to obtain material from licensed quarries only.

For the borrowing of earth for the project, borrow area locations will be identified and recommended. However, in case of any new borrow area being selected by the contractor, it will be ensured that no earth will be borrowed from within the ROW. If new borrow areas are selected, it will be ensured by the contractor that, there will be no loss of productive soil, and that the requisite environmental considerations are met with.

To avoid any embankment slippages, the borrow areas will not be dug continuously, and the size and shape of borrow pits will be decided by the Supervision Consultants. The borrow pits will be redeveloped, wherever required by creating ponds for fisheries, etc; or by levelling an elevated, raised earth mound. If this is not possible, then excavation slopes will be smoothed and depression will be filled in such a way that it looks more or less like



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8 the original ground surface. Re-plantation of trees in borrows areas will also to be carried out, if required.

Precautionary measures as the covering of vehicles will be taken to avoid spillage during transport of borrow materials. To ensure that the spills likely to result from the transport of borrow and quarry materials do not impact the settlements, it will be ensured that the excavation and carrying of earth will be done during day time only. The unpaved surfaces used for the haulage of borrow materials will be maintained properly.

Mitigation for Quarries:

The following mitigation measures will be implemented.

Aggregates will be sourced only from the licensed quarry sites, complying with the environmental and other applicable regulations,

Occupational Safety procedures/practices for the work force will be adhered in all quarries as per law,

Quarry and crushing units will have adequate dust suppression measures like sprinkler in work area and along approach road to quarry site,

Regular monitoring of the quarries by the supervision consultant to ensure compliances of environmental management and monitoring,

Water tankers with suitable sprinkling system will be deployed along the haulage roads. Water will be sprinkled regularly to suppress the airborne dust due to the dumper/truck movement. Required frequency will be determined by the site condition.

Trucks deployed for the material transportation will be spillage proof.

Mitigation of Borrow Areas:

Impact due to borrowing soil can be significantly mitigated by the following measures:

Prior approval will be issued from the concerned authorities and all local environmental regulations will be complied,

Within all identified borrow areas, the actual extent of area zones to be excavated will be demarcated with signboards and the operational area will be access controlled,

Borrow operation plant and machineries will strictly conform to Central Pollution Control Board (CPCB) noise standards;

Provision of protective wears like earplugs will be made available to the workforce exposed to noise level beyond the threshold limits. Rotation of personnel will be ensured.

All operation area will be water sprinkled to control dust levels to the National Ambient Air Quality Standards.

6.3.4 Water Resources

Drainage and Run-off

Raising the road level has been proposed to avoid future inundation in the inundated stretches along the corridor. Along the settlements, as per the engineering design, provision has been made for drainage along the sides of road. To ensure efficient cross-drainage and to prevent water stagnation along the sides, adequate size and number of cross-drainage structure have been provided. At cross drainage structures, the earth, stone or any other construction materials will be properly disposed off so as not to block the flow of water. All necessary precautions will be taken to construct temporary or permanent devices to prevent inundation or ponding.



6-4

8 Contamination of Water from Construction Waste

To avoid contamination of the various water bodies and drainage channels, construction work close to the canals or other water bodies will be avoided, especially during monsoon period. All necessary precautions will be taken to construct temporary or permanent devices to prevent water pollution due to increased siltation and turbidity. All wastes arising from the project will be disposed off, as per the State Pollution Control Board norms, so as not to block the flow of water in the channels. The wastes will be collected, stored and taken to approve disposal sites.

At all the location of seasonal canals (presented in Table 4.2), crossing the corridor, silt fencing will be provided (if water is present) to prevent sediments from the construction site to enter into the watercourses. The silt fencing consists of geo-textile with extremely small size supported by wire-mesh mounted on a panel made up of angle frame.

Contamination of water from fuel and lubricants

To avoid contamination of the water body and drainage channels from fuel and lubricants, the vehicles and equipments will be properly maintained and refuelled only at designated places. The slopes of embankment leading to water bodies will be modified and re-canalized so that contaminants do not enter the water body. Oil and grease traps will be provided at fuelling locations, to prevent contamination of water.

Sanitation and Waste Disposal in Construction Camps

The sewage system (including septic tanks and soak pits) for construction camps will be properly designed and built so that no water pollution takes place to any water body or watercourse. The workplace will have proper medical approval by local medical, health or municipal authorities.

Use of Water for Construction

The contractor will make arrangements for water required for construction in such a way that the water availability and supply to nearby communities remain unaffected. Due to the non-availability of water required for construction, if a new tube-well is to be bored, prior sanction and approval by the Ground Water Board will be obtained. Wastage of water during the construction will be minimized.

6.3.5 Air Quality The negative impacts on air quality during construction will be mostly localized and concentrated in the Right of Way (RoW)/COI. However, it is likely that impacts due to dust generation are felt downwind of the site rather than the site itself. Some of the mitigation measures suggested for control of air pollution are as described below.

The asphalt plants, crushers and the batching plants will be sited at least 500m in the downwind direction from the nearest settlement;

All precautions to reduce the level of dust emissions from the hot mix plants, crushers and batching plants will be taken up. The hot mix plant will be fitted with dust extraction units;

Asphalt and concrete plants will be operated in conformity with government pollution control legislation, and located away from the settlements as far as possible.

All vehicles, equipment and machinery used for construction will be regularly maintained to ensure that the pollution emission levels conform to the SPCB norms. Regular monitoring of Suspended particulate Matter at crusher sites, during the construction, will be conducted;

Water will be sprayed on the lime/cement and earth mixing sites, asphalt mixing site and temporary service and access. After compacting the earthwork, water will be sprayed on regularly to prevent dust;



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8 To avoid dust emissions likely to result from the spills of construction materials and

borrow materials, the vehicles delivering material will be covered;

Planting of trees/vegetation on the periphery of the construction site must be taken up; and

During the operation stage of the project, vehicular emissions of critical pollutants (SPM, RSPM, CO, SO2, and NOx) will be monitored and roadside tree plantation will be maintained.

Table 6.1 presents a comparative account of the sources of air pollution, their impact and mitigation measures planned as given below.

Table 6.1: Sources of Air Pollution, Impacts and Suggested Mitigation Measures

Sl. No Sources of Air

Pollution Impacts Suggested Mitigation Measures

1.

Cutting of slopes for widening of the road;

Transportation and tipping of cut material;

Soil erosion Transportation of raw

materials from quarries and borrow sites;

Stone crushing, handling and storage of aggregates in the asphalt plants;

Site leveling, clearing of trees, laying of asphalt, construction of bridges;

Asphalt mix plants due to mixing of aggregates with bitumen

Generation of Dust (SPM)

To ensure that crushers, batching plants and asphalt plants all are located at a distance of 500 m away in the downwind direction from the nearest human settlement;

To ensure that all precautions shall be taken to reduce the level of dust emissions from crushers, batching and asphalt plants and from transportation of other materials;

Provision of wind breaking wall around the sources of dust such as vibrating screens, conveyors, etc. should be made and regularly checked for all stone crushers used to supply material for the project;

Vehicles delivering loose and fine materials like crusher dust and soil/spoils shall be covered to reduce spills on existing roads;

The hot mix plant will be fitted with dust extraction units;

Water will be sprayed on earthworks, temporary haulage and detour roads on a regular basis. During and after compaction of the sub-grade, water will be sprayed at regular intervals to prevent dust generation;

It shall be ensured that the dust emissions from the vibrating screen and crusher at the stone quarries do not exceed the emission standards set by CPCB; and

Monthly monitoring shall be conducted at locations where earthworks or slope cutting operations shall be conducted.

An adequate cyclone/scrubber to control emissions from the stock of hot mix plants will need to be provided in the event of emissions exceeding the CPCB norms;



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8 Sl. No Sources of Air

Pollution Impacts Suggested Mitigation Measures

2. Hot mix plants; Large construction

equipment trucks and asphalt producing and paving equipment;

Movement of heavy machinery, oil tankers etc. on steep lopes shall relatively contribute towards higher emissions of gases;

Toxic gases released through the heating process during bitumen

Generation of polluting

gases including

SO2, NOx and HC

All vehicles, equipment and machinery used for construction work shall be regularly maintained to ensure that the pollution emission levels conform to the CPCB norms; and

To ensure the efficiency of the mitigation measures suggested, air quality monitoring shall be carried out at least once a month at all these locations to check as to whether the emission levels are within the norms as prescribed by CPCB.

6.3.6 Noise Levels The noise levels in the project area during construction will increase though shall be intermittent and temporary in nature. The noise levels shall be more pronounced around settlements and in inhabited areas. The increase in noise levels will cause discomfort to local residents and workers. Following mitigation measures shall be adopted to keep the noise levels under control.

The plants and equipment used for construction will strictly conform to Central Pollution Control Board (CPCB) noise standards;

Vehicles, equipment and construction machinery shall be monitored regularly with particular attention to silencers and mufflers to maintain noise levels to minimum;

Workers in the vicinity of high noise levels must wear ear plugs, helmets and should be engaged in diversified activities to prevent prolonged exposure to noise levels of more than 90dB(A);

In construction sites within 150m of human settlements, noisy construction will be stopped between 10. p.m and 6.00 a.m except in case of laying of cement concrete pavement for which lower working temperature is a requirement;

Hot mix plant, batching or aggregate plants shall not be located within 500m of sensitive land use as schools and hospitals; and

At critical locations, especially along sensitive receptors such as hospitals and schools, noise barriers such as earth, concrete, wood, metal or double-glazing of windows for façade insulation shall be used.

The noise control measures include limitations on allowable grades eg. Open- graded asphalt and avoidance of surface dressings to reduce tire noise in sensitive areas. Maintenance of proper road surface repairs also helps in reducing noise levels.

Construction machinery will be located away from the settlements.

Careful planning of machinery operation and scheduling of operations can reduce the noise levels. Use of equipment, emitting noise not greater than 90dB (A) for the eight-hour operations shift and locating of construction yards at a distance of at least 500m from any residential areas can be adhered to.



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8 Use of noise shields to construction machinery and provision of earplugs to the heavy

machine operators are some of the mitigation measures, which should be followed by the contractors during the civil works.

Under the proposed development the noise levels will be much more pronounced during construction stage particularly around settlements and in inhabited areas. Mitigation measures as listed in Table 6.2 shall therefore be adopted for mitigating noise levels.

Table 6.2 Sources of Noise Pollution, Impacts and Suggested Mitigation Measures Source of Noise Pollution Impacts Suggested Mitigation Measures

Mobilization of heavy construction machinery;

Acceleration/deceleration/gear changes by the vehicles depending on the level of congestion and smoothness of road surface;

Excavation for foundations and grading of the site;

Construction of structures and facilities;

Crushing plants, asphalt production plants; and

Loading, transportation and unloading of construction materials

Increased Noise Levels

causing discomfort to

local residents and

workers

All construction equipment, plants, machinery and vehicles will follow prescribed noise standards. All construction equipment used for an 8 hour shift shall conform to a standard of less than 90 dB (A);

At construction sites within 150 m of human settlements, noisy construction shall be stopped between 10.00 PM and 6.00 AM;

Vehicles and construction machinery shall be monitored regularly with particular attention to silencers and mufflers to maintain noise levels to minimum;

Workers in the vicinity of high noise levels must wear ear plugs, helmets and should be engaged in diversified activities to prevent prolonged exposure to noise levels of more than 90 dB (A) per 8 hour shift;

Hot mix plant, batching or aggregate plants shall not be located within 500 m of sensitive land use as schools, hospitals etc;

At critical locations, especially along sensitive receptors such as hospitals and schools, noise barrier walls and mounds of various materials such as earth, concrete, wood, metal or double glazing of windows for façade insulation shall be used.

6.4 BIOLOGICAL ENVIRONMENT 6.4.1 Road side trees

The tree plantation felled will be replaced and compensated according to the Compensatory Afforestation Policy under the Forest Conservation Act, 1980. Apart from trees earmarked for feeling, no additional tree clearing within the RoW will be carried out.

Plantation of shrubs and under trees in the median shall be undertaken to prevent the glare of the vehicles coming in the opposite direction. Construction vehicles, machinery and equipment will move or be stationed in the designated area only (RoW or CoI, as applicable), to prevent compaction of vegetation. While operating on temporarily acquired



6-8

8 land for traffic detour, storage, material handling or any other construction related or incidental activities, it will be ensured that the trampling of soil will be avoided.

Construction of road will involve removal of topsoil and cutting resulting in clearing of vegetation cover and felling of trees. However such impacts will primarily occur at the project site during initial period of the construction phase and will be minimized through adoption of mitigation measures. As per the result of tree inventory 6321 trees will going to be affected due to widening and strengthening of road. It is recommended that these trees will be compensated @ 1: 3 that is 6321x3 = 18963 trees will be planted against 6321 trees.

It is suggested that regular monitoring by the forest department should be done,

Anti-poaching measures during construction phase should be strengthened to check violation of existing regulations,

Water sprinkling trucks used as construction vehicles should be properly and regularly done, so that dust pollution problem on vegetation will be minimized.

6.4.2 Fauna Since the project does not pass through any sensitive wildlife / protected areas, so there is no likely to have a significant impact on the faunal species, no specific mitigation measures has been proposed to avoid / minimize impacts on fauna. However, following measure will be taken care during construction phase” to avoid collision of monkey and some wild as well domestic animals:

It is suggested that regular monitoring by the forest department should be done,

Anti-poaching measures during construction phase should be strengthened to check violation of existing regulations,

Side barriers will be provided to avoid collision of animals in forest area,

Animal under passes will be provided at various suitable locations to avoid accident.

6.5 SOCIO-ECONOMIC ENVIRONMENT 6.5.1 Cultural Properties

The project road does not run through specially preserved natural territories, proposed alignment will be worked out to minimize the impact on cultural / religious properties along the highway. If any valuable or invaluable articles such as fabrics, coins, artefacts, structures, or other archaeological relics are discovered, the excavation will be stopped and Archaeology Department of Rajasthan will be intimated. At these chance found locations, Archaeologists will supervise the excavation to avoid any damage to the relics. It is recommended that proper compensation will be paid prior to the dislocation of any structures

All necessary and adequate care shall be taken to minimize impact on cultural properties (which includes cultural sites and remains, places of worship, graveyards, monuments and any other important structures as identified during design and construction).

All conservation and protection measures will be taken up as per design. Access to such properties from the road shall be maintained clear and clean.

All fossils, coins, articles of value of antiquity and structures and other remains or things of geological or archaeological interest discovered on the site shall be the property of the Government, and shall be dealt with as per provisions of the relevant legislation.

The contractor shall take reasonable precaution to prevent his workmen or any other persons from removing and damaging any such article or thing and shall, immediately



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8 upon discovery thereof and before removal acquaint the Engineer of such discovery and carry out the Engineer’s instructions for dealing with the same, awaiting which all work shall be stopped 100 m all directions from the site of discovery.

6.5.2 Amenities Project road side amenities like hand pumps, water tap, tube wells etc. existing along ROW and going to be affected by the project, Will be compensated and relocated with community consultation to avoid any kind of conflict between local communities.

6.5.3 Seismicity Nature and magnitude of proposed work, does not create any seismicity hence no mitigation measures required.

6.5.4 Human Health Construction of the road will inevitably result in generation of wastes. However, the amount of waste in normal situations is relatively small. The amount of waste created in constructing the road may be greater than usual due to substandard subsoil materials which will need to be replaced. The Contractor will be required to control the construction site, keep it clean and provide appropriate facilities for the temporary storage of all waste until it is disposed. Construction waste will be stored in special waste storage areas. The same concerns waste resulting from earth-moving/excavation. The waste will be stored adequately to avoid pollution of water supplies and sources as well as to avoid dust formation during dry seasons. The Contractor will be responsible for the safe transportation and storage of all waste in order to prevent any kind of environmental pollution or harmful effect to people or animals.

All necessary safeguards shall be taken to ensure safety, welfare and good health of all persons entitled to be on site and that works are carried out in a safe and efficient manner. The personnel working at vulnerable locations at site will wear safety helmets and strong footwear. This is to be ensured that all workmen and staff employed at the site use safety equipment such as eye protectors, hearing protectors, safety helmet, safety equipment for working over water, rescue equipment etc. as and when required. Fire extinguishers and first-aid equipment shall also be kept at the site.

Injuries might occur during the construction period. It is therefore pertinent to provide first aid facilities for all the construction workers requirements. At construction camps and at all workplaces first aid equipment and nursing staff must be provided.

At every work place, good and sufficient water supply will be maintained to avoid waterborne / water-related diseases and to secure the health of the workers.

Adequate drainage, sanitation and waste disposal will be provided at workplaces.

6.5.5 Road Safety To maintain adequate road safety, metal beam crash barriers, concrete crash barrier, fencing in urban areas, barrier kerbs, thermoplastic road marking, proper road signage and lighting arrangements will be made. Segregating slow moving traffic in the market places by service lanes, provision of wider median in rural stretches and plantation of shrubs and under trees to avoid the glare of vehicles moving in opposite directions during night are some of the design solutions provided. Traffic management plans will be developed, especially in congested locations. Traffic control measures including no assess will be enforced strictly on the mail expressway. Further growth of encroachment and squatting within the ROW will be discouraged.

Proper signing and striping (delineation) are very critical for the safety and guidance of a driver. Signage plans showing the guide signs, and regulating signs at all appropriate locations have been developed. Guide signs showing the locations of and distance to all major crossings, towns and villages will be installed at the appropriate locations. Regulatory signs, including the speed limit sign, toll signs and signs for traffic will be



6-10

8 installed at appropriate locations. The signs will be reflector type so that they can be seen easily in the dark.

Also, the guide signs at major junctions will be illuminated type and mounted on poles so that they can be easily seen. The lettering size used for designing the signs and location of signpost will be based on the proposed design speed and clear visibility. The material specified for manufacturing signs has been based on international standards. Use of reflectors will be made, so that the lanes are clearly visible at night time. Different reflectors will be used for the medians striping and the lane striping so that the opposite traffic can be properly guided.

Road Signs

All road signs are proposed to be provided conforming to standards of “Code of Practice for Road Signs” (IRC: 67-1977) and “New Traffic Signs” (IRC: SP: 31-1992) Latest type of reflective and fluorescent sign boards, in appropriate sizes, have been installed. The signs are broadly categorized as below:

(i) Mandatory/Regulatory Signs: These signs are mostly for giving instructions and are mostly circular generally red and blue colors and sign shown in black or white.

(ii) Cautionary/Warning Signs: They are mostly triangular with red border and black sign.

(iii) Informatory Signs: These are mostly rectangular with blue or green background and sign in white. Advance direction sign can be mounted on steel, brass portal frame fixed across the carriageway at a height of 5.5 m above the pavement grade at the centre of roadway and visible from a distance for the vehicles approaching.

Traffic Management Plan

Work on the highway shall be carryout in a manner creating least interference to the flow of traffic. During execution of the work a passage would be constructed for traffic either along a part of the existing carriageway under improvement or along a temporary diversion constructed close to the highway, as per site requirement. At least 7.0 meter width of road will remain open to traffic at all the times with suitable traffic diversion measures on granular or suitable surface as applicable/required.

Guiding Principles and Precautions

The construction zone creates an environment where the road user is faced with a series of hazards in the form of unfamiliar routes and standard horizontal and vertical alignment, adversely placed construction equipment .The road user also has to keep a watch over traffic control devices apart from performing normal driving functions of vehicle control and responding to other traffic hazards. These factors increase the strain on driver’s performance and may lead to accidents. The safety performance of the management and Safety officer would be oriented towards reducing conditions which lead to such hazards and would give stress where risk of accident is more.

The following defined precautions shall be applied to all the work sites: All the signs and delineators shall be maintained in a clean and brightly painted

condition at all times. Adequate lighting arrangements shall be made for proper visibility after sunset in

construction zones. Adequate arrangements like frequent sprinkling of water shall be made to keep

the area dust free. For high traffic density roads, the following precautions must be taken:

(a) For safety of workmen:

Workmen would be given safety induction before work commences.



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8 First Aid training programs would be given to certain identified workmen and

would be given responsibility to provide first aid to all the workmen at site. Workers required on site during night hours must be provided with fluorescent

jackets and safety helmet with reflective tapes. Adequate barriers are provided to protect the workforce Adequate temporary lighting is provided wherever it is required. Adequate measures to be taken for the supp’y, use and storage of bituminous

materials. Suitable precautions to be taken for underground I overhead cables.

(b) For Safety of Road User:

The material, equipment and machinery would be stocked / parked in places sufficiently away from the road.

Machinery would be parked at appropriate places with red flags and red tights on during night.

Adequate measures are implemented to prevent operatives, tools, materials, etc. from falling onto live carriageways.

Speed limits are set, marked, and enforced.

From traffic safety point of view, a construction zone comprises four sub-zones (shown in Figure-1):

Recommended Length of Construction Zones

Average Speed (kmph)

Length of Advance Warning Sub-Zone (m)

Length of Transition Sub-Zone (m)

Length of WorkSub-zone (m)

≤50 100 50

Varies 51-80 100-300 50-100

81-100 300-500 100-200 Over 100 1000 200-300

The traffic across these sub-zones is guided and taken with the help of various traffic control devices erected at the site.

Traffic Safety Measures and Control:

Following traffic safety measures shall be ensured during construction: Erection and maintenance of bamboo stack poles, caution signs and markings

and flagmen for the information and protection of traffic approaching or passing through the section of the highway under improvement.

All culverts and bridges would be barricaded by providing two drums at the two ends of culvert. In between drums, bamboo with red and white stripes would be installed with reflective tapes on them for night visibility. The area to be



6-12

8 cordoned off with safety barricading tape. Caution boards shall be placed at two ends of the bridge.

Red lights or warning lights of similar type shall be mounted on the barricades at night and kept it throughout from sunset to sunrise.

At the points where traffic is to deviate from its normal path as per site requirement, the channel for traffic shall be clearly marked. At high traffic area, Caution boards would be installed 60 meters before the respective diversion area “speed breaker” board. “DIVERSION’3 board would be installed at the both ends of the diversion road.

All diversions would be kept free of dust by frequent application of water. Flagmen with red and green flag would be deployed at both ends of the

respective diversion for the smooth flow of traffic as and when required. Deep excavation area would be barricaded by barricading tape. For guidance of road user caution boards with regulatory and warning

information such as “GO SLOW, MEN AT WORK” & for illiterates pictorial “GO SLOW, WORK IN PROGRESS” would be installed at 100 meter intervals.

TRAFFIC CONTROL DEVICES

Traffic control devices are the devices which perform the crucial task of warning, informing and alerting the driver / road user apart from guiding the vehicle movements so that the driver of the vehicle as well as the workers on site are protected and safe passage to the traffic is possible.

The primary traffic control devices used in work sub-zones are signs, delineators, barricades, cones, pylons, pavement markings, flashing lights etc. They shall be such that they are easily understood without any confusion, are clearly visible during day and night, conform to the prevailing speeds in immediate vicinity, stable against sudden adverse weather conditions and are easy in installation, removal and maintenance.

Safety Signs “Safety sign” is a sign, which uses a pictorial symbol to provide health or safety information or instruction. The sign may also include a written message. The construction and maintenance signs fall into the same three major categories viz. regulatory signs, warning signs arid guide signs as other traffic signs do. Warning, Cautionary, Prohibition and command signs shall be installed and will not be removed or changed till they are required at site. These signs shall be placed on left hand side of the road. Fig. 2 shows typical positioning of signs. Some of the common type of signs which shall be provided in construction zones are shown in Fig 3.



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8

Regulatory signs

Regulatory signs mean legal restrictions on the traffic. The most common types for use in construction zones are “Do not Enter”, “Road Closed”, “Speed limit” etc.

Warning Signs The most common type of warning signs to alert the drivers of the possible dangers ahead in construction zones are “Lane Closed”, “Diversion to other Carriageway”, “Divided Carriageway Starts”, “Divided Carriageway Ends” and “Two Way Traffic” etc. Sometimes it might be advisable to explain these signs with the help of a rectangular definition plate of size appropriate to the size of warning triangle and placed 0.15 m below, from the bottom of the triangle.

Guide Signs Guide signs in construction zones shall have different background colour than the normal informatory signs. These signs shall have black messages and arrows on yellow background. The commonly used guide signs are: “Diversion”, “Road Ahead Closed” and “Sharp Deviation of route” etc.



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8 Delineators

Delineators are the channelising devices such as cones, traffic cylinders, tapes, drums, which shall be placed in or adjacent to the roadway to guide the drivers along a safe path and to control the flow of traffic. These shall normally be retro-reflectorised for night visibility.

Traffic Cones and Cylinders

Traffic cones are normally 0.5m to 0.75m high and 0.3m to 0.4m in diameter or are in square shape at the base. These are mostly made of plastic or rubber with retro reflectorised red and white band and have suitable anchoring so that they are not easily blown over or displaced. They shall be placed close enough together to give an impression of the continuity. The spacing shall be 3m (close) to 9m (normal). Larger size cones can be used for high speeds or where more conspicuous guidance is required.

Drums

Empty bitumen drums (made of metal) cut to the required height shall also be used as channelising devices since they are highly visible give the appearance of being formidable objects, thereby commanding the respect of the drivers. These drums can also be of plastic which are lighter, easy to transport and store. As delineators, these drums shall be about 0.80 to 1.0 m high and 0.30 m in diameter. They shall be painted in circumferential strips 0.10 m to 0.15 m wide, alternatively in black and white colours.

Barricades

Whenever the traffic has to be restricted from entering the work areas, such as excavations or material storage sites so that protection to workers is provided or there is a need for separating the two way traffic, barricades shall be used. The barricades can be portable or permanent type and can be made of wooden planks, metal or other suitable material. The horizontal component facing the traffic is made of 0.30 m wide wooden planks joined together and painted in alternate yellow and white strips of 0.15 m width and sloping down at an angle of 45 degree in the direction of the traffic. Fig. 4 shows three types of barricades. Types I and II are portable type useful for small works and Type III is permanent type, suitable for major work areas. Suitable support or ballasting shall be provided so that they do not over turn or are not blown away in strong winds. In case of a permanent type barricade, a gate or movable section shall be separately provided to allow the movement of construction/supervision vehicles.



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8 Flagmen

On large construction sites, flagmen with flags and sign paddles shall be effectively used to guide the safe movements. The flags for signaling shall be 0.60 m x 0.60 m size, made of a good red cloth and securely fastened to a staff of approximately 1m in length.

SAFETY AND MANAGEMENT PRACTICES

Measures for providing safe movement of traffic in some of the most commonly occurring work zones on highways shall be as follows:

Temporary Diversion

In the cases of major repairs or reconstruction of cross drainage structures on a highway section, damaged due to flood etc., the traffic may have to pass on a diversion, moving parallel to the highway.

The warning for the construction ahead shall be provided by the sign “Men at Work” about 1 km earlier to the work zone or a supplementary plate indicating “Diversion 1 km ahead” and I or a sign “Road Closed Ahead” shall be placed. It shall be followed by “Compulsory Turn Right/Left Sign”. The “Detour” and “Sharp Deviation” sign shall be used to guide the traffic onto the diversion. Hazard markers shall be placed just where the railings for the cross drainage structures on the diversion starts. Figure 5 illustrates a typical arrangement according to the above plan.

Partial Closure of existing two lane Carriageway



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8 In special situations when the existing two lanes in use for the main traffic need emergency repairs and the new lanes under construction are not available for diversion of the traffic. it will become necessary to carryout special repairs through partial closure of the existing two lane facility.

In this situation care shall be taken that the traffic is guided from the closed lane onto the operating lane without conflicting with the traffic from opposite direction.

The warning sign for “Men at Work” shall be the installed such that it shall be seen by the approaching vehicle driver at the first instance. This sign shall also have a supplementary plate showing the distance of work zone. The next warning sign shall be for the “Road Narrowing” (depending upon the lane closure). Compulsory “Keep Right” or “Keep Left” sign depending upon the situation shall be provided at the beginning of the transition zone and taper. The point from where the traffic is to deviate from its normal path, the channel for traffic shall be clearly marked with the aid of painted drums or traffic cones. The spacing of these cones and/or drums shall be about 9 m or closer as per site requirement.

“The traffic lane or carriageway closed” sign shall also be provided at barricades along with “Keep Right / Left” sign. A typical layout of signs for a two lane carriageway having one lane closure is shown in Figure 6.

Closure for Work on one side Carriageway of a 4 lane divided carriageway

The first sign shall be for the “Men at Work” alongwith distance plate for construction zone. Thereafter the sign for “Road Narrowing” shall be provided, followed by the signs for lane closure one after another. This shall be followed by sign for compulsory “Keep right/Left (depending upon site situation).The sign for the “Closure of carriageway” along with that for “keep Left/Right” shall be provided at the point from where the vehicle is expected to change the lane for the diversion. The sign for the “Diversion to the other carriageway” shall be provided between the “Carriageway Closure” sign and the median gap. The sign for “Sharp Diversion of Route” along with compulsory “Turn right/Left” shall be provided at the location where the gap in median opening starts and traffic is expected to get diverted to the other carriageway. The warning signs for “Two way traffic” alongwith the plate indicating the distance upto which the two way traffic is allowed, shall be placed at the median which shall be to the left of the moving traffic. Cones or painted drums shall be placed for delineation,



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8 starting from the sign location for “Carriageway Closed”. A Typical arrangement is shown in Figure 7.

Carriageway Repairs

Whenever the work of small magnitude is to be carried out in the middle of the carriageway, such as minor repairs of potholes, cracks and patches, then the traffic control measures shall mainly consist of providing cautionary signs of “Men at Work”, about 500m before the work zone for the approaching vehicle and other cautionary sign of “Road Narrows”, shall be placed at 100m ahead of work area. A Typical arrangement is shown in Figure 8.

Construction of New Carriageway Urban Section of the Project Highway

a) The service roads on either side together with side drains shall be constructed

initially. During this period the main traffic shall use the existing two lane carriageway. The construction traffic in the work zone shall be safely brought out



6-18

8 from the main stream traffic by erecting appropriate signs at the beginning of the work site. Also on return it will be amalgamated with the mainstream traffic by erecting appropriate signs at the end of the work site. It shall be ensured that there shall be identified entry and exist points duly designed so that haphazard entry or exit of construction traffic is avoided. Conflicting turning movements shall be avoided. Fig. 9 illustrates the safety measures taken during construction stage-I in urban sections.

b) On completion of the Stage-I, the main traffic shall be diverted on their

respective directions on to the newly constructed service road I roads and the 4-laning of the existing two lane carriageway shall be done as per drawings. During this stage, position of different signs / delineators / barricades to ensure safety of workers and road uses shall be as illustrated in fig. 10.



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8 c) On completion of the divided 4-lane carriageway of the project highway, the

main traffic from the service roads shall be restored on them and informatory signs shall be installed as illustrated in fig.11.

Rural Section of the Project Highway In rural section the new 2 lane carriageway and the central median shall be constructed eccentric to the Centre line of the existing carriageway. During this construction phase, the existing two lane carriageway shall be used for the main traffic. The construction traffic using the existing highway shall be guided on to the work zone and allowed to return to the



6-20

8 main traffic stream safely. For this purpose identified exist and entry points duly designed shall be provided. It shall ensure against haphazard entry or exist of the Construction Traffic to or from the existing highway. Conflicting turning movements of the Construction traffic shall be avoided. During this phase, signs / barricading shall be as shown in Fig.9. On completion of the new 2-lane carriageway and the median in a stretch, the traffic on the existing highway of that stretch shall be diverted on it and the strengthening of the existing 2 lanes carriageway shall be done with addition of paved shoulder, as and where required. Layout of signs and safety measures for this construction phase shall be as illustrated in fig.7.

6.6 Environmental Enhancement Measures 6.6.1 Objectives

Following are the objectives of the environmental enhancement measures:

To enhance the environmental quality of the project corridor to its users,

To enhance visual quality along the highway, and

To generate goodwill among the local community towards the project, by the enhancement of common property resources.

The various enhancement measures proposed for the project highway include:

Enhancement of road-side facilities viz. bus bays, truck terminals, junction development etc.

Improvement of aesthetic qualities of the project (landscaping, selective tree plantation);

Management of existing problems (lack of shade to the slow moving traffic);

Landscaping along the project corridor;

Improvement of the natural resources for the local population (provision of fodder, fuel wood, etc. by careful selection of species to be planted along the road if land is available) and,

The proposed enhancement measures are described in the following sections.

6.6.2 Natural Environment

Landscaping

Project highway can be landscaped by using various techniques of soft landscapes, principally through planting of various types of trees. Proposed plant can be categorized into trees, shrubs, and ground covers.



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5 Chapter-7

ANALYSIS OF ALTERNATIVES

7.0 Analysis of Alternatives

The analysis of alternatives is one of the most important exercises that need to be carried out to find the least cost option with regards to socio-economic and environmental consequences to each alternative and the cost attributed to it. In fact these options will also enable the consultants to approach people for various aspirations of the local stakeholders.

Environmental alternatives and design considerations

The project offers some environmental alternatives in order to facilitate the decision making process. As usual the analysis of alternative should start with the customary ‘with’ and ‘without’ the project scenarios. This is to justify the proposal of a widening alternative to no widening alternative. The “with” project scenarios will, however, only occur only if the recommendations provided for the construction stage are followed and all construction activities are carried out according to principles of Environment Friendly Road Construction

7.1 WITH AND WITHOUT PROJECT SCENARIO

7.1.1 Without Project Scenario

The existing project road is a two lane national highway with paved and earthern shoulders width of 2.5m. Carrying high traffic volumes of upto 25,000 PCU’s, the capacity of the present highway is insufficient for handling such volume of traffic and calls in for immediate improvements. The present highway is continuously dotted with settlements and the traffic flow is seriously affected by severe conflicts between the local traffic and the through traffic. This is further compounded by the various landuse conflicts, in terms of uncontrolled development along the highway and the encroachments onto the designated highway land (RoW). The population growth, increase in traffic volumes and the economic development along the corridor would continue to occur and will further add to the already critical situation. The existing unsafe conditions and the adverse environmental consequences, in terms of environmental quality along the highway, would continue to worsen in the absence of proposed improvements. Therefore, no action alternative is neither a reasonable nor a prudent course of action for the proposed project, as it would amount to failure to initiate any further improvements and impede economic development.

7.1.2 With Project Scenario

This scenario includes the widening to four lanes of the existing two lane NH-12 stretch between Deoli to Jhalawar, as envisaged in the project objectives. The “with project scenario”, has been assessed to be economically viable and will alleviate the existing conditions. It would therefore, contribute to the development goals envisaged by the Government of India, and enhance the growth potential of the area.



7-2

5 To avoid the large scale acquisition of land and properties, the project envisages the four-laning of the highway within the existing ROW, but for the critical locations, where bypasses and realignments have been proposed. In spite of the various development benefits likely to accrue due to the project, as is the case of every development project, this project would be accompanied by certain impacts on the natural and social environmental components. The potential impacts on the various environmental components can be avoided through good engineering practices. Wherever warranted and avoidance has not been possible, appropriate mitigation and enhancement actions will be worked out to effectively offset the environmental damages inflicted due to the project. A comparative assessment of the ‘With and Without’ project scenarios are presented in table 7.1.

Table 7.1: “With” and “Without” Project Scenarios.

Scenario type Long-Term Scenario “With”

Project Long-Term Scenario “Without”

Project Topography and Soils

No major change in topography and soils, however, better road will reduce soil erosion and dust

Further deterioration in present conditions

Highway Geometrics

Divided four/Six lane carriageway with geometric improvements

Two-lane highway with poor geometrics.

Speed 80 kmph in urban sections 100 kmph in rural sections

20-30 kmph in urban sections 50-60 kmph in rural sections

Safety Along the settlement stretches with significant pedestrian traffic, sidewalks have been provided. Improved road safety since all inadequacies of road will get corrected and overall safety of corridor will be significantly increased.

Pedestrian safety an issue of major concern especially along the settlements and congested sections.

Drainage /Water logging

Will be improved due to reconstruction of culverts/bridges with adequate hydraulics.

No changes in present problems associated with inadequate drainage. Possible weakening and damage to existing drainage structures causing further damage to the road.

Flora About 6321 numbers of trees exists within ROW and need to be felled, however, through compensatory afforestation @ 1:3 will again improve the greenery of the area. The project highway at few locations passes through reserved forest area.

No change in vegetation and number of trees.



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5 Scenario type Long-Term Scenario “With”


Project Fauna As the project passes through wild

life sanctuary at some location there may be Increase in disturbance and chances of illegal hunting during construction period which will be minimized by the patrolling of forest department during construction. After construction over, situation will improve positively. Many wildlife deaths can be prevented by careful placement of the alignment and appropriate roadside plantings/by providing underpasses for animals/ Warning signs for drivers to slow down in areas where high-use crossing points or wildlife corridors

Continued, and possibly increased disturbance to the fauna. Increased disturbance and chances of illegal hunting due to overall traffic growth.

Social and Cultural Environment

Improved business environment for those living along the highway-increased passing trade from generated traffic and reduced transportation costs for imports and exports of the area. Total land acquisition will be 348 ha. Major land use affected will be agricultural and the least will be industrial. Use of open / barren land has reduced acquisition in other areas. The proposed project implementation is likely to adversely impact some of cultural properties either directly or indirectly.

Traveling may takes 1 to 2 hrs more time, thereby transportation costs will increase. Reductions in comfort and safety due to congestion and deterioration in highway condition. Business opportunities remain largely the same as before. No change in land acquisition and cultural properties.

Environmental Quality

Provision of bypasses around the major settlements improves environmental quality within the urban areas due to lowered pollution levels and relieving of congestion

Poor due to congestion and high emission levels because of slow movement of traffic. A further deterioration is expected due to increase in traffic volumes and further congestion.

Road side Amenities

Appropriate road side amenities to be provided at various locations along the corridor.

Not adequate

Wayside Facilities

Wayside facilities proposed at several locations, where necessary – like rest areas, with appropriate facilities for recreation, highway public telephones etc.

Not of adequate standards, quality and number.

Financial Higher capital costs for using No capital costs. However,



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5 Scenario type Long-Term Scenario “With”


Project Implications Environmental Friendly techniques

for road widening and strengthening. Costs will also be incurred for training of PIU officials. Lower vehicle operating costs associated with smoother riding surfaces and shorter travel times.

increasing road maintenance and vehicle operating costs as road deteriorates and as travel times increase.

It is found on the basis of analysis that “with out” project scenario will do more harm than the benefits in terms of the biological and socio-economic environment of the project region as compared to “with” project scenario. Hence the “with” project scenario with minor reversible impacts is an acceptable option for the project section.

7.2 ALIGNMENT ALTERNATIVES

Improvement of existing alignment has been done in following ways which will have significant beneficial impact in terms of

Minimizing Displacement

Reducing resistance to the project

Minimize the impact on the existing trees/local environment.

Maximum benefit in terms of road geometry, pavements, shoulders, embankments etc

Uninterrupted flow of through traffic along the Project stretch

Avoid future possibility of installation of speed breakers by the local administration/public

Avoid adverse impacts of the crowded areas along the project stretch

Provide scope for wayside amenities

Improvement of Existing Curve

Improvement of existing sharp curve have been done in following locations

Table7.2: List of Curve improvement on existing road

Existing Chainage Design Chainage Length (Km)

Remark From To From To




178.767 179.207 13.660 14.100 0.440 Curve Improvement on RHS



185.165 185.400 20.065 20.300 0.235 Curve Improvement in RHS






7-5

5 Minor Realignment Minor Realignment have been done in following locations

Table 7.3: List of Realignment for proposed road

Existing Chainage Design Chainage Length (Km)

Remark From To From To

195.607 199.232 30.800 34.500 3.700 Realignment in LHS (Pitapura)

202.585 204.217 37.850 39.600 1.750 Realignment in LHS (Thalap)

214A.1052 216.557 49.940 52.040 2.100 Realignment in LHS (Ramganj

balaji)

217.097 218.643 52.580 54.240 1.660 Realignment in LHS/RHS

221.074 221.539 56.500 56.965 0.465 Realignment in RHS

221.539 221.974 56.965 57.400 0.435 Realignment in LHS







231.365 231.810 67.125 67.570 0.445 Realignment in LHS (Ballop)

Widening Scheme: The Project of widening to four lanes with dual carriageway involves examination of various alternatives in respect of road alignment. Analysis of alternatives was carried out in detailed and careful manner after examination of options available with respect to the project. After analysis selection of most viable alternative was made in view of the technical feasibility, environmental acceptability and social adaptability. Based on these the alternative alignments and concept of widening has been adopted.

It is always better to do the eccentric widening giving least interference to the traffic during construction.

The advantages of this configuration are:

1. The proposed median will save many of the existing trees on the left/right side of the existing road formation on which side the road is proposed to be widened. The median will extend up to 4.5 m away from the existing carriageway. This will cover a large number of the trees in the first row. As already discussed, the first row has mostly thick girth trees offering large shadows.

2. All the trees on the opposite side will be saved

3. The green tunnels and canopies in the stretch will be saved.



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5 4. The existing pavement will be used by the traffic in the first stage of the construction. No

diversions will be needed even for reconstruction of culverts or other improvement works on the existing pavement during the subsequent stage of construction, when the new pavement will be available for traffic movement.

There are mountainous region & sanctuary stretches where less ROW of 45 m in fill section & 35m in cut section is proposed.

The advantage of this proposal is that it will need less land acquisition in sanctuary area & reduce the quantity of cutting.

The parameters/ attributes adopted/ followed are summarised in Table 7.4

Table 7.4: Widening Scheme for Deoli-Kota-Jhalawar of NH-12(Package-I)

S.No.

Existing Km Proposed Chainage Length (Km)

C/s Type

Widening Side From To From To

1 165.000 167.356 0.000 2.360 2.360 TCS-1 Eccentric in LHS 2 167.356 167.936 2.360 2.850 0.490 TCS-2 Eccentric in LHS 3 167.936 169.205 2.850 4.100 1.250 TCS-1 Eccentric in LHS

4 169.205 169.605 4.100 4.500 0.400 TCS-3 Curve Improvement on

LHS 5 169.605 170.505 4.500 5.400 0.900 TCS-1 Eccentric in LHS


LHS


LHS 8 170.825 171.355 5.720 6.250 0.530 TCS-2 Eccentric in LHS 9 171.355 171.605 6.250 6.500 0.250 TCS-1 Eccentric in LHS

10 171.605 171.895 6.500 6.790 0.290 TCS-7 Concentric widening 11 171.895 173.212 6.790 8.100 1.310 TCS-1 Eccentric in RHS


LHS 13 174.616 174.885 9.500 9.770 0.270 TCS-1 Eccentric in RHS 14 174.885 175.446 9.770 10.330 0.560 TCS-2 Eccentric in RHS 15 175.446 176.713 10.330 11.600 1.270 TCS-1 Eccentric in RHS

16 176.713 178.768 11.600 13.660 2.060 TCS-3 Bypass LHS (Pench ki

Bavri)


RHS 18 179.207 181.121 14.100 16.000 1.900 TCS-1 Eccentric in LHS


LHS 20 181.403 182.076 16.300 17.000 0.700 TCS-1 Eccentric in LHS 21 182.076 182.426 17.000 17.350 0.350 TCS-7 Concentric widening 22 182.426 184.646 17.350 19.500 2.150 TCS-1 Eccentric in RHS

23 184.646 185.400 19.500 20.300 0.800 TCS-3 Curve Improvement in

LHS/RHS 24 185.400 - 20.300 20.725 0.425 TCS-3 Bypass (Hindoli) 25 - - 20.725 21.325 0.600 TCS-6 Underpass 26 - 188.552 21.325 23.267 1.942 TCS-3 Bypass (Hindoli) 27 188.552 189.325 23.267 24.040 0.773 TCS-2 Eccentric in LHS



7-7

5 S.

No. Existing Km Proposed Chainage Length

(Km) C/s

Type Widening Side

From To From To 28 189.325 189.570 24.040 24.285 0.245 TCS-8 Concentric widening 29 189.570 189.820 24.285 24.535 0.250 TCS-1 Eccentric in LHS

30 189.820 190.090 24.535 24.800 0.265 TCS-3 Curve Improvement in

LHS 31 190.090 190.890 24.800 25.600 0.800 TCS-1 Eccentric in LHS


LHS


LHS 34 191.288 192.168 26.000 26.900 0.900 TCS-2 Eccentric in RHS 35 192.168 192.667 26.900 27.400 0.500 TCS-1 Eccentric in RHS 36 192.667 193.239 27.400 28.000 0.600 TCS-6 Underpass 37 193.239 193.760 28.000 28.520 0.520 TCS-1 Eccentric in RHS

38 193.760 195.440 28.520 30.800 2.280 TCS-3 Bypass RHS (Bara

Naya Gaon)

39 196.040 199.232 30.800 34.500 3.700 TCS-3 Realignment in LHS

(Pitapura) 40 199.232 201.606 34.500 36.850 2.350 TCS-1 Eccentric in LHS 41 201.606 201.856 36.850 37.100 0.250 TCS-7 Concentric widening


LHS 43 202.335 202.588 37.600 37.850 0.250 TCS-7 Concentric widening

44 202.588 204.217 37.850 39.600 1.750 TCS-3 Realignment in LHS

(Thalap) 45 204.217 204.653 39.600 40.036 0.436 TCS-1 Eccentric in LHS 46 204.653 205.629 40.036 41.036 1.000 TCS-5 Flyover 2 Lane 47 205.629 - 41.036 41.180 0.144 TCS-9 Cut Section 48 - - 41.180 42.300 1.120 TCS-10 Tunnel

49 - - 42.300 43.180 0.880 TCS-11 Bypass RHS (Bundi

Town & Ghat) 50 - - 43.180 43.680 0.500 TCS-6A Flyover 4 Lane 51 - - 43.680 44.180 0.500 TCS-6 Flyover 4 Lane

52 - - 44.180 45.680 1.500 TCS-3 Bypass RHS (Bundi

Town & Ghat) 53 - 212.795 45.680 46.680 1.000 TCS-6 Flyover 4 Lane 54 212.795 214.232 46.680 48.122 1.442 TCS-1 Eccentric in LHS 55 214.232 214A.234 48.122 49.122 1.000 TCS-12 ROB 56 214A.234 214A.1051 49.122 49.940 0.818 TCS-1 Eccentric in LHS

57 214A.105

1 216.557 49.940 52.040 2.100 TCS-3

Realignment in LHS (Ramganj balaji)

58 216.557 217.097 52.040 52.580 0.540 TCS-1 Eccentric in LHS

59 217.097 218.503 52.580 54.100 1.520 TCS-3 Realignment in

LHS/RHS 60 218.503 219.307 54.100 54.700 0.600 TCS-6 Underpass 61 219.307 221.074 54.700 56.500 1.800 TCS-1 Eccentric in RHS


RHS/LHS 63 223.100 224.117 58.500 59.540 1.040 TCS-1 Eccentric in LHS



7-8

5 S.

No. Existing Km Proposed Chainage Length

(Km) C/s

Type Widening Side

From To From To 64 224.117 224.967 59.540 60.390 0.850 TCS-7 Concentric widening 65 224.967 226.162 60.390 61.580 1.190 TCS-1 Eccentric in LHS 66 226.162 226.372 61.580 61.790 0.210 TCS-7 Concentric widening 67 226.372 227.005 61.790 62.480 0.690 TCS-1 Eccentric in RHS 68 227.005 227.225 62.480 62.700 0.220 TCS-3 Realignment in RHS 69 227.225 227.672 62.700 63.445 0.745 TCS-1 Eccentric in RHS


RHS/LHS (Ballop) 71 231.810 232.416 67.570 68.150 0.580 TCS-3 Bypass RHS (Kota) 72 232.416 - 68.150 69.150 1.000 TCS-5 Flyover 2 Lane 73 - - 69.150 72.140 2.990 TCS-3 Bypass RHS (Kota) 74 - - 72.140 72.740 0.600 TCS-6 Underpass 75 - - 72.740 81.810 9.070 TCS-3 Bypass RHS (Kota) 76 - - 81.810 82.810 1.000 TCS-6 Flyover 4 Lane 77 - - 82.810 83.042 0.232 TCS-3 Bypass RHS (Kota)

Bypass Alternative Existing highway passes through congested town. The available land width at some points is as low as 10-12 m. The through traffic on the National Highway No.12, which has only a two lane carriage way is at present passing through these towns resulting in congestion, traffic hold ups and accidents. Keeping in view of above, by passes are essential to decongest the roads and to improve air and noise quality. In order to assess the feasibility, potential alternatives were studied for the bypasses of above mentioned towns. The issues considered were: Length of bypass; Geometrics; Land acquisition; Environmental constraints; The options considered were analysed to develop information on each, relative to its performance against the factors designed. Constraints with respect to environmental, engineering and social factors, for different option of bypasses are presented in the options study given below for all the five bypasses. The options considered and finally selected option is marked. There are different reasons for considering the bypasses. There is congestion all along the highway in urban areas, widening will lead to dislocation of structures and create resettlement problems, loss to residential and commercial properties, rise in vehicular and pedestrian accidents. The loss of establishment will affect on livelihood. In addition there is possibility of service roads in urban areas. Increase in air, noise and water pollution problems will take place. All these force to think and plan alternative bypasses. The bypasses planned as alternatives are discussed below. Following Five bypasses have been proposed in this package.

Table 7.5: BYPASS LOCATIONS

SL PROPOSED EXISTING SIDE DESCRIPTION



7-9

5 NO

START END LENGTH START END LENGTH

PACKAGE -I

1 11600 13600 2000 176800 178770 1970 LHS Pech Ki Bavri

2 20400 22200 1800 185500 187200 1700 RHS Hindoli

3 28700 31000 2300 193700 195500 1800 RHS Badanayagaon

4 40500 47000 6500 205000 212600 7600 RHS Bundi

5 69100 84100 15000 233000 256550 23550 RHS Kota

TOTAL 27600

TOTAL 36620

7.3 Proposed Bypass for PACKAGE-I 7.3.1 Paich Ki Bavri Bypass

The existing road alignment passes through Paich ki Bavri village. Existing ROW 24m which is less than the required 60m proposed for the widening of highway. The road is having poor geometrics and dense habitation on both sides. To overcome congestion and roadside habitation, the consultant opined a bypass. Bypass is economical as per comparative study of cost of widening existing carriageway v/s New Bypass. Two alignments have been examined after conducting traverse survey. These options are given as under: Alternative 1:

The Alignment starts from Km 176.460 and transverses left side of existing highway and ends at Km 178.600 from back side of less habitation of Paich ki Bavri village. The length of bye pass is 2.18 kms. Alignment is recommended.

Alternative 2:

The Alignment starts from Km 176.460 and transverses right side of existing highway and ends at Km 178.600 from back side of Police Station of Paich ki Bavri village. The length of bye pass is 2.66 kms. The current alternative is of more length and passing through Forest area. So the alignment is not recommended.

By comparing all the above alternatives, the consultants have recommended alterative no. 1 as most suitable.

7.3.2 Hindoli Bypass

The existing Road alignment passes through Hindoli village from Km. 184.200 to Km. 187.600. Existing ROW (Right of Way) is 24m. In this section, Government buildings exist on the right hand side of the existing highway. To decongest the traffic, option for constructing bypass is considered. These options are given as under. Bypass is found to be economical by comparative study of cost of widening existing carriageway v/s New Bypass. Two alignment options have been studied after conducting the traverse survey. The options are as under:

Alternative 1:



7-10

5 The bypass alignment on the Right side starts from Km. 185.200 and ends at Km.187.200. The length of this alignment is 2.475 Kms. The alignment is recommended.

Alternative 2:

The bypass on the Left side and starts from Km. 185.2000 and ends at Km.187.200. The length of the bypass alignment is 3.44 kms. The current alignment is passing between the hill area and existing water body (Ram Sagar). The alignment has more length and hence not recommended.


7.3.3 Bara Nayagaon Bypass

The existing road alignment passes through Bara Nayagaon village from Km 193.700 to Km 195.500. Existing ROW is 30 m which is less than the required 60m proposed for the widening of highway. The village is close to an existing bridge of Mej River. The road is having poor geometrics and dense habitation on both sides. To overcome congestion and roadside habitation, the consultant opined a bypass for Bara Nayagaon village. Bypass is found to be economical by comparative study of cost of widening existing carriageway v/s New Bypass. Two alignments have been examined after conducting traverse survey. These options are given as under:

Alternative 1:

The alignment starts from Km 193.700 and transverses left side of existing highway and ends at Km 195.500. The length of the alignment is 2.15 Kms. The alignment starts after existing bridge at Km 193.600. The alignment alternative is recommended.

Alternative 2:

The alignment starts from Km 193.700 and transverses right side of existing highway and ends at Km 195.500. The length of the alignment is 2.05 Kms. The alignment is not recommended as this leads to reconstruction of the existing bridge at Km 193.600.


7.3.4 Bundi Bypass

The existing road alignment passes through Bundi town. Existing ROW 30m, which is less than the required 60m, proposed for the widening of highway. The town is having dense habitation on both sides of the highway and considerable amount of section is passing through hill portion with poor geometrics. To overcome congestion in town portion and inadequate width in hill portion, the consultant opined a bye pass for Bundi town. Bypass is found to be economical by comparative study of cost of widening existing carriageway v/s New Bypass. Hence four alternatives have been studied other than widening of existing highway.

Alternative 1:

The alignment traverses on the right side of existing highway and starts from Km205.000 and ends at Km 212.600. A section of the alignment is passing through hill section and away from habitation. The length of this bye pass is 6.20 kms. Nearly 1.5 Kms of length passes through hilly region.

Alternative 2:

In option 2, alignment traverse same path as in option 1, but in hilly region tunnel is proposed. After site investigation it was found that large number of loose boulder with mixed moorum gravels exist on hilly terrain, which does not permit the stability of tunnel.

Alternative 3:



7-11

5 Lowest contour in this region act as a toe drain. If we follow lowest contour along option 3 then considerable number of sharp curve may require designing which does not permit the required design speed. Also to protect the road from water & loose gravel coming from hill top, retaining wall or toe wall to be constructed along the road. Else volume of cutting is more & length of bypass is also increased.

Alternative 4:

Lowest contour in this region act as a toe drain. If we follow lowest contour along option 4 then also a considerable number of reverse curve may require designing which does not permit the required design speed. Also to protect the road from water & loose gravel coming from hill top, retaining wall or toe wall to be constructed along the road. Else volume of cutting is more & length of bypass is also increased. Some portion of this option passes through urban area.


Three vertical alternatives have been studied for horizontal alignment option-1 as furnished below. As the topography of this location is mountainous for which the ruling gradient of the terrain is 1 in 20. The ruling gradient has been considered for all three options.

Alternative 1:

Total Cutting volume : 5,41,470 Cum. Total Filling volume : 48,68,802 Cum. Maximum Cutting depth : 38.90m Maximum Filling depth : 58.43m

Alternative 2:


Alternative 3:



7.3.5 Kota Bypass

The existing road alignment passes through Kota town which starts from Km233.060 and ends at Km 256.060. Existing ROW varies from 12-45m which is less than the required 60m proposed for the widening of highway. The town is having dense habitation of residential, government buildings and hospitals on either side of the existing highway.

MORTH took initiative for the construction of Kota bypass. A tentative alignment for this bypass has also been approved and accordingly land acquisition proceedings for ROW of 60m took place. The starting point of the bypass is from Km 233.060 and it meets the Kota-Jhalawar road (NH-12) at Km 256.060 after crossing existing NH-76 at Km 382.535.

NH-76 has now become part of East-West corridor of NHDP project of NHAI. NHAI has proposed to bypass kota for NH-76. As such, the bypass stretch from Km 382.535 of NH-76 to Km 256.060 of NH-12 has been taken up by NHAI for East-West corridor. So, in brief a portion starting from Km 233.060 of NH-12 to Km 382.535 (NH-76) has been taken up in Deoli-Kota-Jhalawar project. The total length of this bypass is 15 Km.



7-12

5 By comparing the above alternatives, the consultants have recommended alterative no. 1 as most suitable.

Comparative study of cost of widening existing carriageway v/s New Bypass has been given on Table 7.11.

7.4 Raised carriageway (RCW)

Raised Carriage Way (RCW) at elevated formation level of 3 m. to 6 m. height have been provided for underpasses. Service road has also been given for slow moving and cross traffic.

1. Complete segregation of local and slow moving traffic.

2. Uninterrupted through traffic.

3. Reduced Air/Noise pollution.

4. Reduced chances of accidents.

5. Complete access control for levy of toll.

6. No major junction improvements needed except at end points of the bypass.

7. Separate pedestrian crossings/cattle crossing provided.

8. Adequacy for a longer period as the capacity of the carriage way will be enhanced due to segregation of local / slow moving traffic.

9. Construction work can be taken up immediately as ROW 60 m. exists.

10. The final stage of construction can be started immediately as the existing road will be used by the traffic during construction.

The ruling height of RCW will be kept as 3 m. The height will be increased to 6 m. at main crossings to provide a clearance of 5 m for the underpasses.

7.5 SERVICE ROAD

Local traffic in built up areas have been separated with proposed service road. The service road has been connected to the main carriageway through entry/exit ramp. Service road having 7.0m carriageway & 0.5m paved shoulder in both side have been proposed in following locations

Table-7.6: Location of Service Road


Length (km)

Width (m)

Side C/s Type From To From To

1 167.356 167.936 2.360 2.850 0.490 7.00 Both TCS-2

2 170.735 170.825 5.630 5.720 0.090 7.00 Both TCS-4

3 170.825 171.355 5.720 6.250 0.530 7.00 Both TCS-2

4 174.885 175.446 9.770 10.330 0.560 7.00 Both TCS-2

5 - - 20.725 21.325 0.600 7.00 Both TCS-6

6 188.552 189.325 23.267 24.040 0.773 7.00 Both TCS-2

7 189.325 189.570 24.040 24.285 0.245 7.00 Both TCS-8



7-13

5 S.No. Existing Chainage Design Chainage

Length (km)

Width (m)


8 191.088 191.288 25.800 26.000 0.200 7.00 Both TCS-4

9 191.288 192.168 26.000 26.900 0.900 7.00 Both TCS-2

10 192.667 193.239 27.400 28.000 0.600 7.00 Both TCS-6

11 204.653 205.629 40.036 41.036 1.000 7.00 Both TCS-5

12 - - 43.180 43.680 0.500 7.00 Both TCS-6 A

13 - - 43.680 44.180 0.500 7.00 Both TCS-6

14 - 212.795 45.680 46.680 1.000 7.00 Both TCS-6

15 218.503 219.307 54.100 54.700 0.600 7.00 Both TCS-6

16 232.416 - 68.150 69.150 1.000 7.00 Both TCS-5

17 - - 72.140 72.740 0.600 7.00 Both TCS-6

18 - - 81.810 82.810 1.000 7.00 Both TCS-6

7.6 UTILITY

2m wide Utility Corridor has been proposed along proposed ROW on both sides throughout the project corridor. All utilities coming under proposed ROW have been shifted to utility corridor.

7.7 USER FACILITIES 7.7.1 Rest Areas & Truck Lay by

Following Rest areas have been proposed along project highway to provide safe & comfortable journey.

Table 7.7: Rest Areas For Package -IS.

No. Existing Chainage


(Ch.) Location Side



7.7.2 Bus –Bays

The project highway has regular movement of buses through Government & private sector. Bus bays have been proposed in following locations for the convenience of bus commuters & safe & unimpeded travel on project highway.



7-14

5 S. No. Table 7.8 Bus –Bays For Package-I

Existing Chainage

Design Chainage

Side

1 166.950 1.950 Both

2 171.000 5.895 Both

3 190.290 25.000 Both

4 232.500 68.234 Both

7.8 ALTERNATIVE METHODS OF CONSTRUCTION

All methods except those involving heating with firewood are acceptable. However the quality of work should be good. Seepage of water through the pavement and causing damage to the underlying base courses needs to be prevented. Such will cause a rapid deterioration in structural strength and riding quality, resulting in higher vehicle operating costs, longer travel times and more emissions. Bitumen emulsion should be used wherever possible

The key recommendations for each type of engineering or construction parameter are:

1. Pavement:

- Options of providing flexible and rigid pavements were evaluated by comparing the life cycle cost over the design life period. Flexible pavement was found to be more cost effective and is being proposed..

- All methods of paving, except those involving heating with firewood, are acceptable. However the quality of work should be good. Seepage of water through the pavement and causing damage to the underlying base courses needs to be prevented. Such will cause a rapid deterioration in structural strength and riding quality, resulting in higher vehicle operating costs, longer travel times and more emissions. Bitumen emulsion should be used wherever possible.

- Detailed design engineers, supervisory engineers and contractors should be aware of, or made aware of, the suitability of each method of pavement construction and the behaviour of different types of bitumen under varying climatic, traffic and other road conditions.

2. Drainage:

- Drains lined with cement mortar should be used. This will minimise damage to the road from leakages and should minimise total costs.

- Cross drainage structures should be designed to accommodate and support the expected water flows.



7-15

5

Table : 7.9 Comparative Study of Cost of Widening Existing Carriageway V/s New Bypass

Deoli to Kota Section of NH-12 (Package- I)

Existing Road

S. N

o.

Nam

e of

Vil

lage

Exi

stin

g L

engt

h (m

)

Exi

stin

g R

OW

(m

)

Pro

pose

d R

OW

(m

)

Lan

d to

be

Acq

uire

d

(Hec

t.)

Cos

t of

Lan

d

@5

Lak

h / h

a (

in C

rore

)

Structure to be affected

Cos

t of

stru

ctur

e

@ 4

500/

sqm

(in

Cro

re)

Cos

t of

Wid

enin

g @

5C

rore

/km

(in

Cro

re)

Tot

al c

ost (

in C

rore

)

7+10

+11

Nos

. of

hous

es

/ sh

opes

Aff

ecte

d ar

ea

(sqm

.)

1 2 3 4 5 6 7 8 9 10 11 12

1 Pech Ki Bawari

2140 24 60 7.70 0.39 67 13710 6.17 10.70 17.25

2 Hindoli 2400 24 60 8.64 0.43 95 19450 8.75 12.00 21.18

3 Bada Naya

Gaon 1800 30 60 5.40 0.27 62 12690 5.71 9.00 14.98

4 Bundi 7600 30 60 22.80 1.14 72 14732 6.63 38.00 45.77

5 Kota 23500 30 60 70.50 3.53 4555 359400 161.73 117.50 282.76

Proposed By-Passes

S. N

o.

Nam

e of

Bye

-Pas

s

Prop

osed

Len

gth

(m)

Exi

stin

g R

OW

(m

) P

ropo

sed

RO

W

(m)

Lan

d to

be

Acq

uire

d (H

ect.)

Cos

t of

Lan

d @

2Lak

h/ha

(i

n C

rore

)

Structure to be affected

Cos

t of

stru

ctur

e

@ 4

500/

sqm

(in

Cro

re)

Cos

t of

Wid

enin

g @

6C

rore

/km

(in

Cro

re)

Tot

al c

ost

(in

Cro

re)

7+

10+

11

Nos

.of

hous

es /

shop

es

Aff

ecte

d ar

ea (

sqm

.)

1 2 3 4 5 6 7 8 9 10 11 12

1 Pech Ki Bawari

2060 0 60 12.36 0.25 0 0.00 0.00 12.36 12.61

2 Hindoli 2967 0 60 17.80 0.36 0 0.00 0.00 17.80 18.16

3 Bada Naya

Gaon 2280 0 60 13.68 0.27 0 0.00 0.00 13.68 13.95

4 Bundi 5985 0 60 35.91 0.72 0 0.00 0.00 35.91 36.63

5 Kota 15472 0 60 92.83 1.86 0 0.00 0.00 92.83 94.69



8-1

10 Chapter-8

ENVIRONMENTAL MONITORING PROGRAM

8.0 General The adverse environmental impacts identified during the Environmental Impact Assessment process of the proposed project may increase further during the construction as well as during post-construction phase. Monitoring of environmental factors and constraints will enable agencies to identify the changes in the environmental impacts at particular locations, application of mitigative measures and utilisation of standard design guidelines for finalization of alignment design. Monitoring will also ensure that actions taken are in accordance with the construction contract and specifications. It provides a basis for evaluating the efficiency of mitigation and enhancement measures, and suggests further actions needed to be taken to achieve the desired effect.

To ensure the effective implementation of the EMP, it is essential that an effective monitoring program be designed and carried out.

The monitoring includes:

Visual observations;

Selection of environmental parameters at specific locations;

Sampling and regular testing of these parameters.

8.1 Objectives

The Objectives of environmental monitoring programme are:

Evaluation of the efficiency of mitigation and enhancement measures;

Updating of the actions and impacts of baseline data;

Adoption of additional mitigation measures if the present measures are insufficient;

Generating the data, which may be incorporated in environmental management plan in future projects.

Satisfying the legal and community obligations

The environmental monitoring plan contains:

Performance indicators

Environmental monitoring programme

Reporting system

Budgetary provisions

8.2 Performance Indicators

The physical, biological and social components identified to be particularly significant in affecting the environment at critical locations have been suggested as Performance Indicators (PIs). The performance indicators will be evaluated under three heads:

a) Environmental condition indicators to determine efficiency of environmental management measures in control of air, noise, water and soil pollution.

b) Environmental management indicators to determine compliance with the suggested environmental management measures.



8-2

10 c) Operational performance indicators that have been devised to determine efficiency and

utility of the proposed mitigation measures.

The Performance Indicators and monitoring plans will be prepared for the project for effective monitoring.

8.2.1 Responsibilities for Monitoring

The responsibility for monitoring of implementation of the EMP will rest with the Environmental Management Unit (EMU). Mitigation and enhancement measures adopted in final design will be explicitly identified under the Bill of Quantity (BOQ) so that performance and completion is readily documented. The NHAI will visually assess the progress of Environmental Management Unit and the work of Contractors. If the level of impact is determined to be high, further monitoring will be done by a recognized 'A' category laboratory of the concerned State Pollution Control Board (SPCB) and assessed for verification of the increased or decreased emission level and pollutants along the project road, and if found more appropriate control measures would be exercised.

8.2.2 Performance Indicators In order to evaluate the effectiveness of EMP at project level, certain physical, biological and social components identified. These component needs to be analyzed based on project specific conditions and data generated. The key quality components include Air quality, Water quality, Noise Levels around sensitive locations, Plantation / re-plantation success / survival rate, Erosion indices, Restoration of quarries and borrow areas, Quality of human health, Accident frequency.

8.3 Routine Monitoring During the construction and post-construction phase, ambient air quality, water quality (surface and ground water), effluent (if any released from construction work site / camp) and noise level will be monitored as and when required depending upon the type, nature and duration of the project using standardized monitoring methodologies and laboratory testing facilities / techniques.

Site Selection

Monitoring stations have been identified based on observation / site conditions such as nature of construction, diversions, congestion, parking places, bus / taxi stands , number and frequency of vehicles, sources of pollutants (industrial / commercial / residential), environmental features and existence of sensitive / critical areas i.e. educational institutions, hospitals, archaeological / cultural sites. The frequency and duration of testing / sampling of air, water, noise levels and effluent quality within the ROW is to be fixed as per allotted time frame of the project and requirements of SPCB / CPCB and MoEF.

Methodology

Monitoring methodology covers the following key aspects:

Components to be monitored;

Parameters for monitoring of the above components;

Monitoring frequency;

Monitoring standards;

Responsibilities for monitoring;

Monitoring costs.



8-3

10 Environmental monitoring of the parameters involved and the threshold limits specified are discussed below:

8.3.1 Ambient Air Quality Monitoring (AAQM)

The air quality parameters viz: Sulphur Dioxide (SO2), Oxides of Nitrogen (NOX), Carbon Monoxide (CO), Hydro-Carbons (HC), Suspended Particulate Matter (SPM), Respirable Particulate Matter (RPM) and Lead (Pb) shall be regularly monitored at identified locations from the start of the construction activity. The air quality parameters shall be monitored in accordance with the National Ambient Air Quality Standards as given in Table 8.1. The location, duration and the pollution parameters to be monitored and the responsible institutional arrangements are detailed out in the Environmental Monitoring Plan Table 8.5.

Table 8.1: National Ambient Air Quality Standards

Pollutants Time

weighted Sensitive

Industrial Area

Residential Rural &

Other


Sulphur Dioxide (SO2)

Annual* 15 µg/m3 80 µg/m3 60 µg/m3 Improved West and Gaeke method

24 hours** 30 µg/m3 120 µg/m3 90 µg/m3 Ultraviolet fluorescence

Oxides of Nitrogen (NOx)

Annual 15 µg/m3 80 µg/m3 65 µg/m3 Jacob and Hochheiser modified (Na-Arsenite)

24 hours** 30 µg/m3 120 µg/m3 91µg/m3 Gas phase chemiluminescence

Carbon Monoxide (CO)

8 hours** 1000 µg/m3 5000 µg/m3 2000 µg/m3 Non dispersive infrared spectroscopy

1 hour 2000 µg/m3 1000 µg/m3 4000 µg/m3

Lead (Pb) Annual* 0.50 µg/m3 1.0 µg/m3 0.75 µg/m3 AAS Method 24 hours after sampling using EPM 20000 or equivalent filter paper

24 hours** 0.75 µg/m3 1.5 µg/m3 1.00 µg/m3

Respirable Particulate

Annual* 50 µg/m3 120 µg/m3 60 µg/m3 ----

(RPM) – Size less than l0 µm

24 hours** 75 µg/m3 150 µg/m3 100 µg/m3 ----

Suspend Particulate Matter (SPM)

Annual* 70 µg/m3 360 µg/m3 140 µg/m3 Average flow rate not less than1.1M3/ minute

24 hours** 100 µg/m3 500 µg/m3 200 µg/m3

Source Anon 1996-97, National Ambient Air Quality Monitoring Series NAQMS/a/1996-97, Central Pollution Control Board, Delhi.

* Average Arithmetic mean of minimum l04 measurements in a year taken for a week 24 hourly at uniform interval.



8-4

10 ** 24 hourly/8 hourly values should meet 98 percent of the time in a year.

8.3.2 Water Quality Monitoring Water quality parameters such as PH, BOD, COD, DO coliform count, total suspended solids, total dissolved solids, lead, Cadmium, Zinc etc. shall be monitored at all identified locations during the construction stage as per standards prescribed by Central Pollution Control Board and Indian Standard Drinking water specifications IS 10500, 1991, presented in Table 8.2 and 8.3 respectively. The location, duration and the pollution parameters to be monitored and the responsible institutional arrangements are detailed out in the Environmental Monitoring Plan Table 8.5.

Table 8.2: Primary Water Quality Standards Sl. No.

Designated Best Use Class of Water

Criteria

1 Drinking Water source (with conventional treatment)

A 1. Total Coliforms MPN/100 ml shall be 50 or less

2. PH between 6.5 to 8.5

3. Dissolved Oxygen 6 mg / l or more

4. Biochemical Oxygen demand (BOD) 5 days 200C 2 mg/l or less

2 Outdoor bathing (organized)

B 1. Total Coliforms MPN/100 ml shall be 500 or less

2. PH between 6.5 to 8.5



3. Drinking Water source (without conventional treatment)

C 1. Total Coliforms MPN/100 ml shall be 5000 or less

2. PH between 6 to 9



4. Propagation of Wildlife

D 1. PH between 6.5 to 8.5 for fisheries

2. Dissolved Oxygen 4 mg/l or more

3. Free Ammonia (as N) l.2 mg/l or less

5. Irrigation, Industrial Cooling, Controlled Waste

E 1. PH between 6.0 to 8.5

2. Electrical Conductivity at 250 C µmhos/cm Max. 2250

3. Sodium absorption ration Max. 26

4. Boron, Max.2 mg/l

Ref: CPCB (l999). Bio-mapping of rivers. Parivesh New Letter, 5 (iv), Central Pollution Control Board, Delhi, PP.20


10

10-5

Table 8.3: Indian Standard Drinking Water Specifications: IS 10500: 1991

SL. No.

Substance or Characteristics

Requirement (desirable limit)

Undesirable effect outside the desirable limit

Permissible limit in the absence of

alternate source

Methods of test (ref. To IS)

Remarks

Essential Characteristics

1. Colour, Hazen Units, Max.

5 Above 5, consumer acceptance decreases

25 3025 (part4) 1983

Extended to 25 only if toxic substances, in absence of alternate sources.

2. Odour Unobjectionable - - 3025 (parts 5): 1984

a) A test cold and when heated

b) Test at several dilution

3. Taste Agreeable - - 3025 (part 8): 1984

Test to be conducted only after safety has been established

4. Turbidity NTU, Max. 5 Above 5, consumer acceptance decreases

10 3025 (part 7): 1984

5 PH value 6.5 to 8.5 Beyond this range the water will not effect the mucous membrane and /or water supply system

No relaxation 3025 (part 11): 1984

6. Total hardness (as CaCo3) mg/l, Max.

300 Encrustation in water supply structures an adverse effect on domestic use

600 3025 (part 21): 1983

7. Iron (as Fe) mg /lMax.

0.3 Beyond this limit taste/appearance are affected has adverse effect on domestic uses and water supply structures and promotes iron bacteria

1.0 3025 (part 21): 1983

8. Chlorides (as CI) mg/l Max.

250 Beyond this limit, taste corrosion and palatability are affected

1000 3025 (part 32): 1988

9. Residual, free chloride, mg/l Min.

0.2 3025 (part 26): 1986

To be applicable only when water is chlorinated. Tested at consumer end. When protection against


10

10-6

SL. No.





alternate source


Remarks

viral infection is required, it should be Min. 0.5 mg/l

Desirable characteristics

l. Dissolved solids mg/l Max.

500 Beyond the palatability decreases and may cause gastro intestinal irritation

2000 3025 (part 16): 1986

2. Calcium (as Ca) mg/l Max.

75 Encrustation in water supply structure and adverse effects on domestic use

200 3025 (Part 16) 1986

3. Magnesium (as Mg) mg/l, Max.

30 Encrustation in water supply structure and adverse effects on domestic use

1.5 16,33,34 of IS 3025: l964

4. Copper (as Cu) mg/l Max.

0.05 Beyond taste, discoloration of pipes, fitting and utensils will be caused beyond this

0.3 35 of 3025: 1964

5. Manganese (as Mn) mg/l, Max.

Beyond this limit taste/appearance are affected, has adverse effect on domestic uses and water supply structures.

0.3 35 of 3025: 1964

6. Sulphate (as 200 So2), mg/l, Max.

200 Beyond this causes gastro intestinal irritation when magnesium or sodium are present

400 3025(part 24):l986

May b extended up to 400 provided ( as Mg) does not exceed 30

7. Nitrate (as No2) mg/l, Max.

45 Beyond this methamoglobunemia take place

100 3025 (part24): 1988

To be tested when pollution is suspected

8 Fluoride (as F) mg/l, Max.

1.0 Fluoride may be kept as low as possible. High fluoride may cause fluorosis

1.5 23of 3025:1964 To be tested when pollution is suspected

9 Phenolic compounds (as C6H5OH) mg/l, Max.

0.001 Beyond this it may cause objectionable taste and odour

0.002 54of 3025:1964 To be tested when pollution is suspected

10 Mercury (as Hg) mg/l, Max.

0.001 Beyond this the water becomes toxic No relaxation (See not mercury ion analyzes)



10

10-7

SL. No.





alternate source


Remarks

11 Cadmium (as cd), mg/l, Max.

0.01 Beyond this the water becomes toxic No relaxation (See note) To be tested when pollution is suspected

12 Selenium, (as Se). mg/l, Max.

0.01 Beyond this the water becomes toxic No relaxation 28of 3025:1964 To be tested when pollution is suspected

13 Arsenic (As) mg/l, Max.

0.05 Beyond this the water becomes toxic No relaxation 3025 (part 37); 1988


14 Cyanide (as CN) mg/l, Max.

0.05 Beyond this the water becomes toxic No relaxation 3025 (part 27) 1988


15 Lead (as Pb), mg/l, Max.

0.05 Beyond this the water becomes toxic No relaxation (See note) To be tested when pollution is suspected

16 Zinc (as Zn) mg/l, Max.

5 Beyond this limit it can cause astringent taste and an opalescence taste and an opalescence in water

15 39 of 3025:l964 To be tested when pollution is suspected

17 Anionic detergents (as MBAS) mg/l, Max.

0.2 Beyond this it can cause a light froth in water

1.0 Methylene-blue extraction method


18 Chromium (as Cr6+) mg/l, Max.

0.05 May be carcinogenic above this limit No relaxation 38 of 3025:l964 To be tested when pollution is suspected

19 Poly nuclear aromatic hydro carbons (as PAH) mg/l, Max.

- May be carcinogenic above this limit - - -

20 Mineral oil mg/l, Max.

0.01 Beyond this limit undesirable taste and odour after chlorination take place.

0.03 Gas Chromatography method

-

21 Pesticides mg/l, Max. Absent Toxic 0.001 - -

22 Radioactive material - - - 58of 3025:1964 -

23 Alpha emitters bq/l, Max.

- - 0.1 - -


10

10-8

SL. No.





alternate source


Remarks

24 Beta emitters pci/l, Max.

- - 1 - -

25 Aluminum (as Al) mg/l, Max.

200 Beyond this limit taste becomes unpleasant

600 13of3025: 1964 -

26 Aluminum (as Al) mg/l, Max.

0.03 Cumulate effect is reported to cause dementia

0.2 31of 025: 1964 -

27 Boron mg/l, Max. 1.0 - 5 29of3029: 1964 -

Source: Indian Standard Drinking Water Specification – IS 10500, 1991


10 8.3.3 Noise Quality Monitoring As with air and water quality, the noise levels shall be monitored at already designated locations in accordance with the Ambient Noise Quality standards given in Table 8.4 below. The location, duration and the noise pollution parameters to be monitored and the responsible institutional arrangements are detailed in the Environmental Monitoring Plan Table 10.5

Table 8.4: National Ambient Noise Quality Standards

Sl. No. Area Code Category of Zone Limit Leq in dB (A)

*Day **Night

1 A Industrial 75 70

2 B Commercial 65 55

3 C Residential 55 45

4 D Silence Zone 50 40

* Day Time – 6.00 am – 9.00 pm (l5 hours)

** Night Time – 9.00 pm – 6.00 am (9 hours)

8.4 ENVIRONMENTAL MONITORING PLAN

Monitoring plan for various performance indicators at construction and monitoring stage is summarized in Table 8.5.


10 Table 8.5: Environmental Monitoring Plan Env.

Component Project Stage

Monitoring Institutional Responsibility Parameters Special Guidance Standards Location Frequency Duration Implementation Supervision

Air

Construction Stage

SPM, RSPM, SO2, NOX, CO, HC

High volume sampler to be located 50 m from the plant in the downwind direction. Use method specified by CPCB for analysis

Air (P&CP) Act,1981 and its amendment

Hot mix Plant / Batching Plant

Quarterly for three years

Continuous 24 hours or for 1 full working day

Contractor through

approved monitoring

agency

P I U, NHAI

SPM, RSPM

High volume Sampler to be located 40 m from the earthworks site downwind direction. Use method specified by CPCB for analysis

Air (P&CP) Act, 1981 and its amendment.

Stretch of the road where construction is in progress at the site

Quarterly for three years


Contractor through

approved monitoring

agency

P I U, NHAI

Operational Stage

SPM, RSPM, SO2, NOX, CO, HC

High volume sampler to be located 50m from the plant in the downwind direction. Use method specified by CPCB for analysis

Air(P&CP) Act,1981 and its amendment

as specified by the Engineer NHAI / IC

Three times in a year for one year


P I U, NHAI P I U, NHAI

Water Quality

Construction Stage

PH, BOD, COD, TDS, TSS, DO, Oil & Grease and Pb

Grab sample collected from source and analyze as per Standard Methods for Examination of Water and Wastewater

Water quality standards by CPCB

other locations identified by the independent consultant

End of summer before the onset of monsoon every year for 3 years

-

Contractor through

approved monitoring

agency

P I U, NHAI

Operation Stage

Flooding and Cleaning of

Flooding locations to be identified and

Water quality standards of

as specified by the Engineer

Thrice in monsoon and

- P I U, NHAI P I U, NHAI


10 Env. Component

Project Stage Monitoring Institutional Responsibility

Parameters Special Guidance Standards Location Frequency Duration Implementation Supervision drains/water bodies

choked drains, water bodies under going siltation and subject to debris disposal should be monitored under cleaning operations

CPCB and cleaning shall be to the satisfaction of the engineer NHAI

NHAI / IC post-monsoon seasons in a year for 1 year

Noise Levels

Construction Stage

Noise levels on dB (A) scale

Free field at 1 m from the equipment whose noise levels are being determined

Noise standards by CPCB

At equipment yards

Once every month (max) for three years, as required by the engineer

Reading to be taken at 15 seconds interval for 15 minutes every hour and then averaged

Contractor through

approved monitoring

agency

P I U, NHAI

Operation Stage

Noise levels on dB (A) scale

Equivalent Noise levels using an integrated noise level meter kept at a distance of 15 m from edge of Pavement

Noise standards by CPCB

As directed by the Engineer (At maximum 4 locations)

Thrice a year for 3 years during the construction period

Readings to be taken at 15 seconds interval for 15 minutes every hour and then averaged.

P I U, NHAI P I U, NHAI

Soil Erosion

Construction Stage

Turbidity in Storm Water Silt load in ponds, water courses

----

As specified by the engineer NHAI / Water quality standards

As specified by the engineer NHAI / Independent Consultant, all along the project corridor

Pre-monsoon and post-monsoon seasons for 3 years

---- Contractor P I U, NHAI

Operational Stage

Turbidity in Storm Water Silt load in ponds, water courses

----

As specified by the engineer NHAI / Water quality standards

As specified by the engineer NHAI / Independent consultant, all along the project corridor

Three times a year for one year

---- P I U, NHAI P I U, NHAI

Plantation of Construction The success of tree - All along the Maintenance NGO, and P I U,


10 Env. Component

Project Stage Monitoring Institutional Responsibility

Parameters Special Guidance Standards Location Frequency Duration Implementation Supervision trees as well as

Operational Stage

75% Plant Survival

planting. Rate of survival after six months, one year and 18 months in relation to total planted

project corridor

for three to fiveyears afterplantation

-

P I U, NHAI NHAI

Construction Sites and Construction Camps

Construction Stage

Monitoring of: Storage Area Drainage Arrangements Sanitation in Construction Camps

The parameters as mentioned in chapter-4 but to be checked for adequacy.

To the satisfaction of the NHAI and the Water quality standards given by CPCB

At storage area and construction camps

Quarterly in the construction stage

---- Contractor P I U, NHAI


10 8.5 Reporting Procedures

Mitigation and enhancement measures adopted in the final design have been identified in the contract documents and Bill of quantities so that performance and completion is effective. The periodic site visits of the EO of the IC and the EE of the PMT will keep a record of progress as well as the site-specific EMP implementation records. The frequent meeting of the EO of IC with the Contractors will ensure any information and communication gap with regard to the Construction phase environmental management at construction site; labour and construction camps quarry and borrow areas etc. It is necessary that the EO of IC should visit the sites for evolving a concept for the Environmental Management with regard to the siting of various construction requirements. The various reporting guidelines and arrangements are as follows.

8.6 Preparing EMP monthly progress reports - Notes

The monthly report should be prepared by the Contractor. The monthly report should contain an introductory section which gives the basic information on the contract package, a brief description of the implementation progress made till date and, particularly, the progress made during the past month. The monthly report should contain separate sections (approx. 1-2 pages per section) for each of the following: 1. Quarries 2. Construction camps 3. Borrow areas 4. Sand mining 5. Spoils and debris disposal 6. Waste 7. Traffic management & road safety 8. Mitigation measures along the project roads 9. Enhancement measures along the project roads 10. Environmental parameter monitoring activities (air, noise and water quality) 11. Other issues along the project roads 12. The monthly report should necessarily contain a section on implementation

arrangements. This section should include the environmental engineer’s work and timesheet. This should be a simple table that clearly indicates the activities carried out by the environmental engineer during the month. This table should include site visits to construction camps, quarries, borrow areas, active road construction areas, disposal sites and accident prone areas. This section should also cover training / orientation activities that were carried out within the contractor’s team and the environmental parameter monitoring done.

13. There should be only one monthly report per contract package. 14. Signed copies of these reports should be submitted by the Contractor to the

Supervision Consultants by seventh of every calendar month. 15. Supervision Consultants should verify and countersign these reports. These should be

submitted by the Supervision Consultants to the PMT by the 10th day of every month. 16. At least, three copies of these reports should be prepared. One copy should be retained

by the Contractor, another with the Supervision Consultants and the third should be for the PMT


10 8.7 Reporting by IC – EMP quarterly progress reports - Notes1 1. The quarterly report should be prepared by the Independent Consultants. 2. The quarterly report should summarize and draw the key points from the three monthly

progress reports submitted by the contractor during the quarter. 3. The quarterly report should contain an introductory section which gives the basic

information on the contract package, a brief description of the implementation progress made till date and, particularly, the progress made during the past month.

The quarterly report should contain separate sections (approx. 1-2 pages per section) for each of the following: 4. Construction camp 5. Quarries 6. Borrow areas 7. Sand mining 8. Spoils and debris disposal 9. Waste 10. Traffic management & road safety 11. Mitigation measures along the project roads 12. Enhancement measures along the project roads 13. Environmental parameter monitoring activities (air, noise and water quality) The quarterly report should necessarily contain a section on implementation arrangements. This section should include a summary of the Contractor’s environmental engineer’s work and timesheet, and that of the IC’s environmental officer. This should be a simple table that clearly indicates the activities carried out. This table should include site visits to borrow area, active road construction areas, disposal sites, accident prone areas, quarries - at least, twice per month). This section should also cover training / orientation activities that were carried out within the Contractor’s team and the environmental parameter monitoring done during the quarter.



9-1

6 Chapter-9

PUBLIC CONSULTATION

9.0 General In keeping with the Govt. of India and MOEF guidelines, Public consultations were conducted, as part of EIA study in all the major settlements. This chapter discusses on community consultations held with households/shop owner, government officials, stakeholders and incorporation of various measures pertaining to environmental issues based on the responses from the people.

9.1 OBJECTIVES OF CONSULTATIONS

The process of public participation / consultations was taken up as an integral part of the project in accordance with EIA requirements. The objectives of these consultations are:

To educate the general public, specially potentially impacted communities/ individuals and stakeholders about the proposed project activities;

To familiarize the people with technical, environmental, social and economic issues of the project for better understanding;

To solicit the opinion of the affected communities/ individuals on environmental issues and assess the significance of impacts due to the proposed development;

To foster co-operation among officers, community and the stakeholders to achieve a cordial working relationship for smooth implementation of the project;

To identify the environmental issues relating to widening and strengthening of the road.

Assess the views of the beneficiary community and their willingness to participate in the project in a bottom up planning and decision making process;

To secure people’s inputs in respect of project design, selection of mitigation measures and monitoring strategies;

To ensure lessening of public resistance to change by providing them a platform in the decision making process.

9.2 METHODOLOGY ADOPTED FOR CONSULTATIONS

9.2.1 Identification of Stakeholders

Stakeholders were identified to ensure as wide coverage as possible of the project area as follows:

Heads of households likely to be impacted;

Household members;

Clusters of APs;

Villagers;

Village panchayat

Major project stakeholders, such as women, tribal and ethnic communities, road-user groups, health professionals, and others.

As part of the consultation process, women were also given the opportunity to voice their views without the presence of men.



9-2

6 9.2.2 Stages and Levels of Consultation

Public consultations in the project area were held at village and Panchayat level. The main objectives of the consultation program were to minimize negative impact in the project corridors and to make people aware of the road rehabilitation project. The following methodology has been adopted for carrying out public consultations in this project:

Disseminating information and requesting villagers to attend the public consulting meetings.

Sharing the opinions and preferences of the APs.

Involving the APs in decision-making including RP implementation.

To understand views of the people affected with regard to the impacts of the road

To identify and assess all major economic and sociological characteristics of the village to enable effective planning and implementation and,

To resolve the issues relating to affect on community property.

Different techniques of consultation with stakeholders were used during project preparation, viz., in-depth interviews, public meetings, group discussions etc. To understand the socio-economic profile of the society, questionnaires were designed and information was collected from the individuals on one-to-one basis. The consultations have also been carried out with special emphasis on the vulnerable and women groups.

The various levels at which the consultations were held is shown in figure-9.1:

Figure-9.1: Various Level of Consultation

Tools for Consultation

Following methods were used for Consultation:

(i) Local level Consultations

These consultations were held in Rural/Market settlements areas along the corridor of impact of the project road to inform people about the purpose of the project. Such consultations provided a means to get the opinion of the people and their issues of concern..

(ii) Interview Survey

In order to access the existing environment and likely impacts on PAPs, an interview survey has been carried out. Numbers of people along the project, who are likely to be affected due to the present activity, have been interviewed. A common approach is

Local /village level District Level

Various levels of Consultations

Target group-Women -SC/ST-Other vulnerable

Panchayat Level

Block Level



9-3

6 to interview a representative sample of affected people and ask a predefined set of questions, with a response recorded in a standard form. Precaution has been exercised during the survey to ensure that the sample interviewed is truly representative of the affected groups and the questions are worded so as not to generate a bias response.

(iii) Institutional / Stake Holder Level

The institutional/stakeholder level consultations were held with representatives of institutions having stakes in implementation of the project. The institutions contacted include concerned Forest department and State Pollution Control Board of Rajasthan. Lists of officials consulted on environmental issues as well as on other issues during consultation are presented below.

INFORMAL PUBLIC CONSULTATION AND CENSUS SURVEY

Photo-9.2: TALAB GAON



9-4

6

PHOTO 9.3 ON ROAD MOSQUE AT KM. 203, TALAB GAON

A small village surrounded by large number of trees and with a heavy habitat on right hand side followed by forest beyond km.204/800. There are few road side shops ,buildings and a very old temple . Dwellers on Right hand side refused to get displaced due to the religious attachment with their shrines. Their main concern was widening on the right hand side. Therefore it is recommended That an eccentric widening on the left hand side should be adopted.

PHOTO 9.4 CENSUS SURVEY: LEFT HAND SIDE SHOPS AT RAMGANJ BALAJI



9-5

6 RAMGANJ BALAJI Ramganj balaji has heavy habitation on both sides of road. Aroud 20 shops, 15 residential cum commercial structures, few shrines, 10 encrochers ,one hospital and 1 government structure will get affected partially / fully. The existing width of the road is about 30 m, while minimum of 45 meter ROW is needed for widening in urban areas along the project road. Shopkeepers within 35 meter ROW too have constructed platform in the front of shops and extended structures by tin shed cover. They are the encroachers. The widening of the road from existing 30 meter to 45 meter will cause demolition of about many structures as there is a dense habitat on both sides of road. An alternative of bypass, if opted for will adversely affect the business and income of people, who had migrated from the villages within the radius of 2-5 kilometer and settled for the purpose for last many years. Therefore concentric widening cannot be avoided.

PHOTO. 9.5 ESTIMATING THE LOSS OF STRUCTURE

(RAMGANJ BALAJI)

9.3 RESULTS OF CONSULTATIONS

There is a human settlement comprising many households in these villages and towns existing on both sides of ROW. Demolition of existing structures may create public resentment and delay in implementation of the project. People have also expressed about the confusion over the width of ROW. Both positive and negative points of the proposals were discussed with the people and their views and opinions were invited. All the participants present were in favour of bypass option. Majority of the participants were in favour of taking the bypass from a particular side of the town or habitat.



9-6

6 Major findings related to key issues such as: general perception about the project, suggestions to mitigate hardships resulting from dislocation and loss of livelihood are presented below.

People in general were aware about the project but not the details.

People were convinced about the importance of widening of the national highways in their region since it will reduce the incidence of accidents and enhance economic opportunities.

People consented to cooperate if adequate compensation is given at market prices.

Most people preferred to resettle near their previous place of business and residence.

Cultivators prefer cash compensation at market rate. Land for land option was least preferred.

Requests for facilities and amenities like underpasses, by passes, auto stand and safer accessibility at points of congestion and intersections.

On site relocation for small business enterprise within the ROW at the edges of the carriageway were suggested. SBEs are not interested in relocating to far-off locations from their present site. They perceive low business growth at such locations. However, SBEs suggested relocation within 2-3 km from their present business site.

Overall people were not opposed to their relocation.

APs suggested local representation in the Grievance Redress Committee.

People came forward with suggestions on bypasses, provision of service roads and other social amenities such as bus bays, underpasses, etc.

Panchayat officials came forward to provide information about government schemes such as Swarn Jayanti Swa Rojgar Yojana, etc. for income restoration of the affected persons.

APs wanted to know when the work will start.

People requested employment opportunities during road construction and later phases of the project.

Some of them asked about the tender of the construction, as they were willing to be part of it.

Some participants opined that four lane is not essential as high-speed vehicle will cause more accidents. People were concerned about safety.

APs requested larger places of worship in lieu of old ones in case they are to be shifted.

People suggested adequate safety measures should be provided such as speed breakers, signage’s etc. near inhabited areas.

9.4 RISK ASSESSMENT AND DISASTER MANAGEMENT PLAN

General

Risk assessment forms an integral part of any plan of expansion of the road. Risk analysis consists of two parts viz. Risk identification and risk assessment. Risk identification can be as simple as asking “what if” questions at design review stage itself. Other method in use is preparing a checklist of the normal hazards associated with a particular situation or a piece of equipment. Risk assessment techniques are:



9-7

6 Hazard and Operability Study (HZOP) Fault Tree Analysis (FTA) Safety Studies Safety Indices

Risk is associated with disaster and a disaster is the product of a hazard such as earthquake, flood or windstorm, coinciding with a vulnerable situation. There are four basic types of hazardous events, which put societies at risk:

Those based in nature Earthquakes, droughts, floods, avalanches etc. Those based in violence War, armed conflict, physical assault etc. Those based in deterioration Declining health, education and other social services,

environmental degradation etc. Those based in the failings of industrialized society Technical failures, effluent (chemical) discharge, factory explosions, fires, gas

leakages, transport collisions

9.4.1 Risk Assessment

On the basis of the field studies and analysis, the following major risks or emergencies are identified associated with the proposed highway project:

Emergencies Type of Risk Project Execution Stage Risk Level

Accidents Human Related Construction as well as Operation Low Fire Human Related Operation High Tsunami Natural Construction as well as Operation Low Cyclone Natural Construction as well as Operation Low

9.4.2 Disaster Management Plan

All disasters, whether flood, earthquake, cyclone, Tsunami, drought or extensive fire, inevitably cause upheavals not only in the physical but also in the social and economic context where they occur. The study and analysis of factors that cause a disaster, the characteristics that shape its evolution, the effects on the population and the natural environment, the instruments that can mitigate their effects, and the various ways of reestablishing the optimal living conditions of the persons and communities involved have led to the creation of the new science of Disastrology, which studies disasters from all points of view and establishes guidelines fro their management.

9.4.3 Elements of Disaster Management

Any disaster management plan outlines the function that need to be organized the section designated to perform them. It defines the Standard Operating Procedure (SOP) and consists of following four phases:

1. Mitigation – lessen the severity and impact of potential emergencies 2. Preparation – build organization capacity to manage effects of emergencies should one

occur 3. Response – control the negative effects of emergency situations 4. Recovery – restore essential services and resume normal operation



9-8

6 Mitigation Measures

Mitigation Measures Accident Floods Earthquake Tsunami Fire Cyclone

Standardized the design of geometrics, intersection etc.

Safety devices such as crash barrier/ kerbs / road signs

Fire Fighting system / fire alarm Earthquake proof structure design

Bridge level after detailed hydraulics

Emergency call Box

Comprehensive mitigation measures are already built-in the design of the highway which can effectively negotiate and prevent or at least minimize the severity of the disaster should it happens. These measures are given in the above table. Preparedness The most important step in the preparation against the disaster is the formation/constitution of an Emergency Response Cell under District Collector’s chairmanship. After this, district collector shall notify various institutions in setting up the Emergency Response Council (ERC). The notified institutions shall include all of the educational institutions, petrol stations, police stations and hospitals. Selected representative from these organizations will constitute the council. This council will issue guidelines for the Emergency Response Plan (ERP) for the District. Graphically the functioning of ERC is depicted below:

Most of the time accident message flow will be both ways. This is indicated in the above figure. Another way to reach the goal of “Full Preparedness” is training: training of the population at large and training of specialist deployed in ERC. The citizen has to be trained to know what to do and when and how to do it. The implementation of these plans must follow well



9-9

6 defined programmes of teaching at school, starting from primary school level, through educational civil defense courses, periodic refreshers courses for physicians, nurses, volunteers, Red Cross, Red Cresent, fire brigade, police etc. as well as periodic exercise with simulated disasters, with the involvement of general population and the local rescue services. The list of available medical facilities with full knowledge of their infrastructure and name of doctors is to be with ERC which is to be updated at east once in three months. Evacuation and other mock drills are to be organized at least once an ear to test the preparedness of the system. Besides above, the service roads, points and crossings are to be kept clear to have a free exit from and an access to the National Highway and ever be blocked except for maintenance purpose. Every control room is to be equipped with an adequate First Aid System, including one or two stretches. The communication system once installed is to be properly maintained so that it remains functional round the clock. Recovery and Response

A rapid evaluation of the extent of a disaster is essential for calculating the size of the rescue forces that need to be involved ( teams operating on the spot ,teams brought up to the operative area ,local first-aid units ,regional/interregional/international units ,etc.) from health assistance to the injured. It amounts to the additional responsibility on ERC where technical inputs if need be ,will come from local project Implementation Unit (PIU) or Corridor Management Unit (CMU) of NHAI. Role of Doctors

It is the duty of doctors to provide medical treatment to road accident victims instantaneously and thereafter to leave resolution of other crisis needs to law enforcement agencies. There is no legal impediment to doctors in attending such cases immediately. Always remember that every second is precious after an accident has occurred for saving the victim. Large number of lives in accidents can be saved only if medical aid is provided immediately. This is also what the ethics of medical profession asks for. As per section 134 of the motor vehicles act, it is duty of every registered medical practitioner or the doctor on duty in the hospital to immediately attend to the injured person and render medical aid or treatment without waiting for any procedural formalities. Role of Public

Highway users are to give passage of way to the vehicles on emergency duties, such as ambulances, fire brigade or police. They have the first right of passage. The public at large is expected to help in this regard and the policeman on duty is to ensure their immediate passage. The successful resolution of any emergency situation largely depends on how fast the public react to a given emergency situation. As an example, the sequence after the accident is listed down below. Occurrence of an accident at any place on the highway Accident victims are taken to any of the notified places like a petrol or diesel station,

police station, schools, any educational institution or local PWD office for first aid Message reaches to petrol or diesel station or police station or schools or any

educational institutions or local PWD office Message is sent to District Collector from any or all the above places District collector receives a detailed report of the event with in not more than 6 hours

by the fastest available communication by fax, phone, telegram or e-mail etc. from the nearest police station



9-10

6 District Collector’s office will evaluate the seriousness of the problem based on the report available. If details are not clear, further clarification will be sought from various notified places

Then messages will be forwarded from the District Collector’s office to all concerned if urgent necessary action is further required

From the District Collector’s office again the messages are sent to police station and PWD office to make sure that all relief operations are working smoothly and will be co- ordinate from District Collector’s office. PWD office will in turn redirect the message to the local PWD office

Depending upon the situation, serious cases will be referred to the hospitals



10-1

CHAPTER 10

ENVIRONMENT MANAGEMENT PLAN

10.0 Environmental Management The EMP report is prepared to facilitate the Contractor, NHAI, Consultants and their personnel to incorporate the necessary environmental input during construction and operational phases of the project. This document will assist the Contractor to appreciate the environmental impacts and the necessary mitigation measures required to minimise those impacts as well as to enhance the positive factors with suitable environment enhancement measures.

10.1 Objectives of EMP The Environmental Management Plan (EMP) consists of a set of mitigation, monitoring and institutional measures to be taken during the design, construction and operational phases of the project to eliminate adverse environmental impacts, to offset them, or to reduce them to acceptable levels. The main aim of the Environmental Management Plan is to ensure that the various adverse impacts are mitigated and the positive impacts are enhanced.

Table 10.2 tabulates the measures identified for all phases i.e., the pre-construction, construction and operational phases. The table identifies the nature of potential environmental impacts, the measures, which will be taken, the time frame in which they are taken, the implementing agency, responsible organization, and, where appropriate, the contractual clause referring to the measure. 1. Some of the mitigation measures are preventive in nature, while others include

additional measures in terms of environmental conservation and involve physical and constructional work.

2. The contract document refers to the following: Ministry of Road Transport and Highway, Government of India, Specification for Road and Bridges Works, Specific and General Conditions of Contract.

3. Unless other wise stated, the project site covers area beyond the corridor of impact and / or the ROW such as borrow areas, access roads, service roads and equipment storage sites (MOST: 306.3)

4. Time frame refers to the duration or instant of time when mitigation measures will be taken.

The Environmental Management Action Plan describes the practical means to ensure effective implementation of the mitigation measures recommended for the potential environmental impacts identified during the environment impact assessment exercise. The detailed action plan during different phases of the project, i.e. pre-construction, construction and operation period is presented below.

10.1.1 PRE-CONSTRUCTION STAGE

Pre-construction activities by PIU/ Independent Consultant

Prior to the contractor mobilization, the PIU will ensure that an encumbrance free Corridor of Impact is handed over to enable the start of construction. Clearance involves the following activities:

Removal and felling of trees is very minimal,

Relocation of common property resources and community assets like telephone poles, electric poles and hand pumps will be impacted.

Formal arrangements for maintenance of enhancement sites. This includes plantation of trees and barricades along the road.



10-2

Modification (if any), of the contract documents by the Engineer of the Independent Consultant.

Pre-construction activities by Contractor

Pre-construction stage involves mobilisation of the contractor and the activities undertaken by the contractor pertaining to the planning of logistics and site preparation necessary for commencing construction activities. The activities include:

Joint field verification of EMP by the Environment Specialist of the Independent Consultant and Contractor.

Identification and selection of material sources (quarry and borrow material, water, sand etc).

Procurement of construction equipment / machinery such as crushers, hot mix plants, batching plants and other construction equipment and machinery.

Selection, design and layout of construction areas, hot mix and batching plants, labour camps etc.

Apply for and obtain all the necessary clearances/ NOC,s/ consents from the agencies concerned.

Planning traffic diversions and detours including arrangements for temporary land acquisition.

10.1.2 CONSTRUCTION STAGE Construction activities by the Contractor Construction stage is the most crucial stage in terms of activities that require careful

management to avoid environmental impacts.

There are several other environmental issues that have been addressed as part of good engineering practices, the costs for which have been accounted for in the Engineering Costs. They include providing roadside drainage, provision of cross drainage structures etc.

Construction activities by the PIU/Independent Consultants

The PIU/Independent Consultant shall be involved in the smooth execution of the project and assisting the contractor during this phase. Their work shall include but not limited to:

Monitoring and guiding the contractor on adopting good environmental and engineering practices.

Arrangement of plantation through the Forest Department

Arranging training to the contractor and other stakeholders according to the needs arising.

Making changes in the design if need so arises.

10.1.3 OPERATION STAGE The operational stage involves the following activities by PIU:

Monitoring of environmental conditions through approved monitoring agency

Monitoring of operational performance of the various mitigation/enhancement measures carried out.



10-3

10.2 Tree Plantation Plan

Objectives and General Guidelines

Green areas not only improve the floral status, land-use and aesthetic look of an area, but also serve the dual purpose of filtering any fugitive dust from unpaved or open areas, help to abate noise effects through dampening, and replenish oxygen and ameliorate the surrounding temperature. Therefore development of plantation is nowadays imperative as a part of development projects.

The main objective of plantation along the project road and bypasses are: a) To reduce impacts of air and dust pollution b) To provide shade on hot glaring road surface during summer c) To arrest soil erosion at embankment slopes d) Beautification of project corridor by planting selected ornamental trees and shrubs e) Prevention of glare from headlights of incoming vehicles during night time f) To compensate for trees to be felled during construction

Adequate plantation programme along the project road has been planned. Considering the inadequacy or limitation of space, a simple plantation has been considered along the road stretch in addition to patches of hedges on the earthen shoulder on both side and plantation of hedges in the median. Development of greenbelt will include:

a) Plantation in the median to enhance the aesthetic look and reduce headlight glare. b) Plantation on roadside earthen shoulder on both sides of the road to enhance the

aesthetic look and to prevent soil erosion. c) Plantation on the slopes along roadsides in certain locations on both sides of the road

to enhance the aesthetic look and to prevent soil erosion. d) Plantation on either side of the road in the space available for greenbelt.

The following general guidelines and measures have been adopted: a) Destruction of existing trees will be minimized. b) The plantation of trees will be completed in the construction stage so that substantial

growth is achieved when the project is completed. c) The plantation programme has been drawn to confirm to natural climatic conditions

and adaptability of the species. d) The plantation would consist of a mixture of carefully chosen locally available

indigenous, fast growing sturdy species of trees, shrubs and herbs having ornamental value and large crown volume to surface area ratio.

e) Preferential plantation of flowering trees with less timber and fruit value will be carried out. Fruit bearing trees will not be planted (to avoid entry of people into the access-controlled highway for collecting fruits).

f) Proper drainage system and proper plantation techniques will be adopted. g) Plantation in the initial stage of 3 years will be properly maintained and protected by

fencing from grazing and felling.

10.2.1 Species Suggested for Plantation

The plant species have been selected based on following criteria a) Indigenous, fast growing, sturdy and perennial having ornamental values, preferably

evergreen. b) Growth and morphological characteristics (height, crown and flowering season). c) Other factors like availability of local species, tolerance to pollutants and adverse

environmental conditions. d) Adaptability to local climatic conditions and water availability. The list of plants suggested for plantation along the project road is given in Table 10.1



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Table 10.1: Species Suggested for Plantation SN Scientific Name Common Name Characteristics

First Row of trees along the sides of the road 1 Delbergio Siso Seesem Shady tree with large canopy 2 Cassia fistula Amaltas Ornamental tree with yellow flowers medium

canopy 3 Ficus religiosa Peepal Shady tree with large canopy 4 Azadirachta indica Neem Shady tree with large canopy 5 Delonix regia Gulmohar Ornamental tree with spreading canopy 6 Acacia nilotica Babool Medium size drought tolerant flowering tree 7 Ficus bengalensis Bargad Shady tree with large canopy 8 Bauhinia varigeta. White Kachnar Medium size ornamental tree with conspicuous

white flowers 9 Bauhinia purpuria Lal Kachnar Medium size ornamental tree with conspicuous

pink flowers 10 Bombax ceiba Semal Large tree with conspicuous red flowers &

symmetrical canopy 11 Feronia limonia Kaitha Large tree with small leaved thick canopy 12 Saraca indica Ashok Small ornamental tree with symmetrical canopy 13 Callistemon viminalis Bottle brush Medium size ornamental tree with conspicuous red

flowers 14 Acacia leucophloea Reunjha Drought tolerant tree with medium size thick

canopy 15 Lagerstroemia

parviflora Seja Large tree with thick canopy

16 Alistonia scholaris Chitwan Large Ornamental tree with symmetrical dense foliage

Second row of trees along the sides of the road 1 Populus nigra Popular Ornamental conical shaped tree 2 Polyalthia longifolia Devdaru Ornamental conical shaped tree 3 Saraca indica Ashok Small ornamental tree with symmetrical canopy 4 Nerium odorum Kaneer Ornamental drought tolerant small tree 5 Pithecolobium dulce Jangal jilebi Medium sized drought tolerant tree with columnar

canopy Hedges in median and shoulders

1 Bougainvellea spp Bougainvellias Colourful hedge, varieties of different colours are available

2 Thevetia nerifolia Kaner Colourful hedge

10.2.2 Plantation Strategy The spacing of trees and shrubs and their arrangement in different situations has been done as per IRC: SP – 21, 1979 and IRC: 66 – 1976. 1. The median in most of the stretches is 4.5m wide, hedges are to be planted at 3m

interval on either side at a distance of 1m from the edge of the median, i.e., in two rows all along the median. However on bridges and flyovers the median will not be planted.

2. Along the sides of the proposed road stretches, trees are to be planted. In this space 2 rows of trees are to be planted in staggered manner. The first row is to be planted 3m from the edge and will consist of large and medium size trees alternately at an interval of 7.5m. In the second row, tall conical trees are proposed at 7.5m interval (in a staggered manner from the first row). The space between two rows will be 3m.

3. In cases, where the proposed road is on high embankment, the embankment slopes situated on either side of the road will be turfed with grasses.



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10.2.3 Technical Specification for Plantation

A. Tree plantation along the roadsides of NH-12 and bypasses i) Rows of large shade trees and middle size trees alternately planted (first row)

Spacing between plants : 7.5 m Size of pits : 90x90x90 cms (for large size trees)

: 60x60x60cm (for small size trees) Species

recommended No. of plants per km per row : 133 (approx. 1 tree/7.5m)

Height of plant sapling at the time : Not less than 2m for large trees and not less

than 1.3 m for small trees ii) Rows of tall conical canopy trees (second row)

Row to row distance from the first : 3m (in staggered manner from the first row) Spacing between plants : 7.5m

Size of pits : 60x60x60cm Species recommended : List of species provided in Table 6.4 No. of plants per km per row : 133 (approx. 1 tree/7.5m)

Height of plant sapling at the time : Not less than 2m

It is proposed to use the same species on either side of the road. This will ensure regularly grown avenues of the same form and type. Such avenue plantation will achieve uniform size at about the same time and will give pleasant and consistent avenue appearance.

B. Shrub Plantation along the road median of NH-12 and bypasses i) In case of median the width is almost uniform for the entire median which are to be

planted (medians on bridges and flyover will not be planted) Distance from edge of the median : 1m Spacing between plants : 3.0m

Size of pits : 45 X 45 X 45 cm No. of plants per km per row : 333 (approx. 1 hedge plant/3m) Height of plant sapling at the time : Not less than 45 cm Age of Plant : Not less than one year

It is proposed to use the same species in the two rows running parallel on the median. This will ensure regularly grown median of the same form and pattern. Such median plantation will achieve uniform size at about the same time and will give pleasant and consistent appearance. Shrubs, which are suggested on the median provide a strong surface cover, and needs a well-prepared surface. Therefore it is suggested to remove all loose debris, fill up all convexities and concavities by good soil to level the median before planting. To ensure better growth and survival of grasses and shrubs, surface should have sufficient layer of good quality soil (up to 45cm).

C. Precautionary Measures for Roadside Trees and Median Plantation

Plantation will be done in the monsoon season. The height of plant saplings should not be less than specified above and should be in

Polythene bags, which must be removed at the time of planting.



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All the supplied plants must be planted within three days of removal from nursery beds.

The contractor will be required to water the plants regularly in non-rainy season and will have to maintain the plantation up to three years.

Before plantation each plantation pit shall be applied with the following: 2kg of compost manure, bio-fertilizer @1 g/plant, micronutrient @1 g/plant, D.A.P. @2.5 g/plant, insecticide (BHC Powder) @ 5g per pit.

10.2.4 Protection Measures

Brick guard along the two sides of the proposed road shall be provided to protect the plantation. In case the same is not erected by the time of plantation then barbed wire fencing shall have to be provided. Barbed wire fencing around the plantation area will be provided on angle iron will be fixed at a spacing of 5m and 3-strand barbed wire will be stretched.

10.2.5 Turfing of Side Slopes of Road Embankments with Grasses Grass lines shall be used to provide a strong surface cover at the slope. For the side slopes a well-prepared surface on which the grass is to be planted shall be prepared. To obtain a well spread grass cover, the surface shall not be disturbed in the initial stages of turfing. The grass species recommended for median and for side slopes Cyanodon dactylon, Cythocline purpurea, Desmostachya bipinnata, Cenchrus ciliaris are recommended. However, for side embankment of eroded and dry patches Aristida hystererix is recommended. All these species are locally available in the surrounding area of the proposed project Contractor will ensure that the condition of the site is good enough for successful establishment of grasses. They will also supervise all field operations like preparation of surface, sowing of grasses and quality of grass seeds used.



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Table – 10.2 : Generic Environmental Management Plan

Sl. No.

Environmental Issue

Management Measures Reference Location

Responsibility

Planning and Execution

Supervision/ Monitoring

PRE-CONSTRUCTION STAGE

Pre-construction activities by PIU

P.1

Alignment, Width of the

road and religious structures

The proposed alignment was selected by shifting / adjusting the centerline of the road, adopting of suitable cross-sections and adjustment of the median width to minimize land acquisition, loss of settlements and to avoid environmentally sensitive features like religious structures etc. compatible with project activities.

Design Report, LA Act 1894 and its amendments

NHAI Act 1956

Throughout Corridor

PIU, Revenue Dept., NGOs, Collaborating

Agencies

EO-IC (Independent Consultant)

P.2 Land

Acquisition

Information dissemination and community consultation.

The acquisition of land and private properties will be carried out in accordance with the RAP and entitlement framework for the project.

It will be ensured that all R & R activities including implementation of Environment Management Plan are completed before the start of work.

Affected person must vacate the land area before construction starts. ROW to be acquired has already been identified.

PIU has to ascertain that any additional environmental impacts resulting from acquisition of land are addressed and integrated into the EMP and other relevant documents.

LA Act 1894 and its amendments

NHAI Act 1956

Throughout Corridor

PIU, Revenue Dept., NGOs, Collaborating

Agencies

EO-IC

P.3 Preservation

of Trees

All efforts will be made to preserve trees including evaluation of minor design adjustments/ alternatives to save trees. Specific attention will be given for protecting giant trees, and locally important trees (religiously important etc.).

Tree cutting is to proceed only after all the legal requirements including attaining of In-principle and Formal Clearances from the Forest Dept./ DoEF/ MoEF are completed and subsequently a

Clause No. 201.2 MORT&H

Specifications for Road and Bridge

works

Annexure 4.3,

Guideline-I

Throughout Corridor

PIU, Forest Department, Contractor

EO-IC



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Responsibility



written order is issued to the Contractor.

Particular species declared as ‘protected’ by the State’s Forest Dept. in the private land will be felled only after due clearance from the Forest Dept./ concerned agencies is obtained.

In the event of design changes, additional assessments including the possibility to save trees shall be made.

Stacking, transport and storage of the wood will be done as per the relevant norms.

Systematic corridor level documentation for the trees cut and those saved will be maintained with “EO-IC”.

P.4

Relocation of Community Utilities and

Common Property

Resources

All community utilities and properties i.e., water supply lines, sewer lines, hand pumps will be relocated before construction starts, on any section of the project corridor. The PIU will relocate these properties in consultation and written agreement with the agency/ owner/community. Environmental considerations with suitable/required actions including health and hygiene aspects will be kept in mind while relocating all community utilities and resources.

As in RAP

Throughout Corridor

PIU, Concerned Agencies, Contractor

EO-IC

P.5

Orientation of Implementing Agency and Contractors

The PIU shall organize orientation sessions and regular training sessions during all stages of the project. This shall include on-site training (general as well as in the specific context of a sub-project).

These sessions shall involve all staff of Independent Consultants, field level implementation staff of PIU and Contractor, Environmental Experts. The contractor will ensure that his staff including engineers, supervisors and operators attend the training sessions.

Project Requirements

Throughout Corridor

Contractor EO-IC



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Responsibility



P.6

Clearances, Approvals

and Permits

Obtain all necessary clearances and approvals including Environmental Clearance, Forest Clearance and consent to Fell Trees prior to commencing any road works.

Only licensed quarries shall be used. Obtain permits for borrow pits and quarries from the concerned person or authority. No quarry or borrow area shall be developed within sensitive areas like R.F. & Wildlife Sanctuary. Prepare quarry & borrow area management plan.

Obtain Consent to Establish & Operate for the Crusher, Batch Mix and Hot Mix Plants.

Provide a copy of all necessary clearances to the IC

Adhere to all clearances terms and conditions

Obtain written permission from private landholders to conduct activities on their land prior to commencing.

Throughout Corridor

PIU, Concerned Agencies, Contractor

PIU-NHAI

P.6.1 Joint Field

Verification

The Environmental Expert of IC and the Contractor will carry out joint field verification to ascertain any additional possibility to saving trees, environmental and community resources.

The verification exercise should assess the need for additional protection measures or changes in design/ scale/ nature of protection measures including the efficacy of enhancement measures suggested in the EMP. Proper documentation and justifications/reasons shall be maintained in all such cases where deviation from the original EMP is proposed.


Throughout Corridor

Contractor/ Environmental Expert of IC

PIU, NHAI

P.6.2 Assessment of Impacts

due to

The Environmental Expert of IC will assess impacts and revise/ modify the EMP and other required sections of the project documents in the event of changes/ revisions (including addition or


Throughout out Corridor

Contractor/ Environmental Expert of IC

PIU, NHAI



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Responsibility



Changes/Revisions/Additio

ns in the Project Work

deletion) in the project’s scope of work.

P.6.3

Crushers, hot-mix

plants and Batching

Plants Location

Hot mix plants and batching plants will be sited sufficiently away from settlements and agricultural operations or any commercial establishments. Such plants will be located at least 1000 m away from the nearest village/ settlement preferably in the downwind direction.

The Contractor shall submit a detailed layout plan for all such sites and approval of Environmental Expert of IC shall be necessary prior to their establishment.

Arrangements to control dust pollution through provision of windscreens, sprinklers, and dust encapsulation will have to be provided at all such sites.

Specifications of crushers, hot mix plants and batching plants will comply with the requirements of the relevant current emission control legislations and Consent/NOC for all such plants shall be submitted to the “PIU through Independent Consultant.

The Contractor shall not initiate plant/s operation till the required legal clearances are obtained and submitted. The engineer will ensure that the regulatory and legal requirements are being complied with.

Clause No 111.1 MoRT&H

Air (P&CP) Act 1981,

Throughout out Corridor

Contractor Engineer,

EO-IC

P.6.4

Other Construction

Vehicles, Equipment

and

All vehicles, equipment and machinery to be procured for construction will confirm to the relevant Indian Standard (IS) norms. The discharge standards promulgated under the Environment Protection Act, 1986 will be strictly adhered to.

Noise limits for construction equipments to be procured such as

Project Requirement,

Throughout Corridor

Contractor Engineer, EO-IC I



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Machinery compactors, rollers, front loaders concrete mixers, cranes (moveable), vibrators and saws will not exceed 75 dB (A), measured at one meter from the edge of the equipment in free field, as specified in the Environment (Protection) Rules, 1986.

The Contractor shall maintain a record of PUC for all vehicles and machinery used during the contract period, which shall be produced for EO - IC and NHAI verification whenever required.

Mobile equipment shall be placed at least 100metres away from the nearest dwelling.

P.7

7.1 Borrow Areas

Finalizing borrows areas for borrowing earth and all logistic arrangements as well as compliance to environmental requirements, as applicable, will be the sole responsibility of the contractor.

The Contractor will not start borrowing earth from select borrow area until the formal agreement is signed between landowner and contractor and a copy is submitted to the “EO-IC/PIU through the Engineer.

Locations finalized by the contractor shall be reported to the Environmental Expert of IC and who will in turn report to PIU.

Planning of haul roads for accessing borrows materials will be undertaken during this stage. The haul roads shall be routed to avoid agricultural areas as far as possible (in case such a land is disturbed, the Contractor will rehabilitate it as per Borrow Area Rehabilitation Guidelines) and will use the existing village roads wherever available.

In addition to testing for the quality of borrow materials by the IC, the environmental personnel of the IC will be required to inspect

Clause No. 111.2 & 305.2.2 MORT&H


works

Along the Project

Influence Area

Contractor EO-IC, PIU



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Environmental Issue


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every borrow area location prior to approval

The IC will make sure that each such site is in line with IRC and other Project Guidelines.

P.7.2 Quarry

Contractor will finalize the quarry for procurement of construction materials after assessment of the availability of sufficient materials, quality and other logistic arrangements.

In case the contractor decides to use quarries other than recommended by Feasibility consultants, then it will be selected based on the suitability of the materials and as per established law.

The contractor will procure necessary permission for procurement of materials from Mining Department, District Administration and State Pollution Control Board and shall submit a copy of the approval and the rehabilitation plan to the “PIU through Engineer.

Contractor will also work out haul road network and report to Environmental Expert of IC and IC will inspect and in turn report to PIU before approval.

Clause No. 111.3 &

MORT&H Specifications for Road and Bridge

works

Along the Project

Influence Area


P.7.3 Arrangement

for Construction Water

The contractor will use ground water as a source of water for the construction and can set up the own bore well facility for construction work.

Contractor can use the ponds with written agreement of owner, but in this case since ponds are not present along the road hence not applicable.

To avoid disruption/disturbance to other water users, the contractor will extract water from fixed locations and consult the Environmental Expert of IC before finalizing the locations.

The Contractor will provide a list of locations and type of sources from where water for construction will be used. The contractor

Clause No. 1010 MORT&H


works

EP Act 1986

Along the Project Road




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Environmental Issue


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will seek approval from the EO-IC prior to the finalization of these locations

The contractor will not be allowed to pump from any irrigation canal and surface water bodies used by community.

The contractor will need to comply with the requirements of the State Ground Water Department and seek their approval for doing so and submit copies of the permission to IC and PIU prior to initiation of any construction work.

P.7.4 Labor

Requirements

The contractor preferably will use unskilled labor drawn from local communities to give the maximum benefit to the local community.

Special Conditions of

Contract

Along the Project Area


P.7.5

Construction Camp Locations

–

Selection, Design and

Lay-out

Siting of the construction camps will be selected by the contractor as per the guidelines.

Construction camps will not be proposed within 500 m from the nearest settlements to avoid conflicts and stress over the infrastructure facilities with the local community applies only in case where a construction camp doesn’t house plant sites.

Location for stockyards for construction materials will be identified at least 1000 m from watercourses.

The waste disposal and sewage system for the camp will be designed, built and operated such that no odor is generated.

Along the

Project Road Contractor EO- IC, PIU

P.7.6

Arrangements for Temporary

Land Requirement

The contractor as per prevalent rules will carry out negotiations with the landowners for obtaining their consent for temporary use of lands for construction sites/hot mix plants/traffic detours/borrow areas etc.

The Contractor will submit a copy of agreement to the Environment Expert of Independent Consultant.



Contractor EO- IC, PIU



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Environmental Issue


Responsibility



The Environmental Expert of IC will be required to ensure that the clearing up of the site prior to handing over to the owner (after construction or completion of the activity) is included in the contract.

P.7.7 Implementation

-Information Meetings

The contractor will organize at least 2 implementation information meetings in the vicinity of Project Site (minimum one in each section) for general public to consult and inform people about his plans covering overall construction schedule, safety, use of local resources (such as earth, water), traffic safety and management plans of debris disposal, drainage protection, canal training work during construction, pollution abetment and other plans, measures to minimize disruption, damage and in convenience to roadside users and people along the road. The first Implementation information meeting be conducted within four weeks of mobilization. The people should be informed about the date, time and venue atleast 7 days prior to meetings. Public shall be informed about the meeting through display of posters at prominent public places (panchayat offices, offices of Market committees, Notice board of religious places etc.) and distribution of pamphlets along roadside communities or in any manner deemed fit. The contractor will maintain a channel of communication with the communities through his designated Environment and Safety Officer to address any concern or grievances. Periodic meetings will also be conducted during the construction period to take feedback from communities or their representatives to ensure minimum disturbance.

The mechanism and contents for disclosure shall be approved by PIU prior to the meetings.




CONSTRUCTION STAGE



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C.1

C.1.1 Clearing and

Grubbing

Vegetation will be removed from the construction zone before commencement of construction. All works will be carried out such that the damage or disruption to flora is minimum other than those identified for cutting.

Only ground cover/shrubs that impinge directly on the permanent works or necessary temporary works will be removed with prior approval from the Environmental Expert of IC.

The Contractor under any circumstances will not cut trees other than those identified for cutting and for which he has written instructions from the PIU. The PIU will issue these instructions only after receiving all stages of clearances from the Forest Department/ MoEF.

Vegetation only with girth of over 30 cm will be considered as trees and shall be compensated, in the event of PIU’s instruction to undertake tree cutting.

The sub grade of the existing pavement shall be used as embankment fill material.

The existing base and sub-base material shall be recycled as sub-base of the haul road or access roads.

The existing bitumen surface may be utilized for the paving of cross roads, access roads and paving works in construction sites and campus, temporary traffic diversions, haulage routes etc.



works

Annexure 4.3

Along the work in progress


C.1.2

Disposal of debris from dismantling

structures and

The contractor shall identify disposal sites. The identified locations will be reported to the Environmental Expert of IC. These locations will be checked on site and accordingly approved by Environmental Expert of IC prior to any disposal of waste



Along the work in progress




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Sl. No.

Environmental Issue


Responsibility



road surface materials.

All arrangements for transportation during construction including provision, maintenance, dismantling and clearing debris, will be considered incidental to the work and will be planned and implemented by the contractor as approved and directed by the Environmental Expert of IC.

The pre-designed disposal locations will be a part of Comprehensive Solid Waste Management Plan to be prepared by Contractor in consultation and with approval of Environmental Expert of IC.

Debris generated from pile driving or other construction activities shall be disposed such that it does not flow into the surface water bodies or form mud puddles in the area.

works

C.1.3

Other Construction

Wastes Disposal

The pre-identified disposal locations will be a part of Comprehensive Waste Disposal Management Plan to be prepared by the Contractor in consultation and with approval of Environmental Expert of IC. Location of disposal sites will be finalized prior to initiation of works on any particular section of the road.

The Environmental Expert of IC will approve these disposal sites after conducting a joint inspection on the site with the Contractor.

Contractor will ensure that any spoils of material unsuitable for embankment fill will not be disposed off near any water course, agricultural land, and natural habitat like grass lands or pastures. Such spoils from excavation can be used to reclaim borrow pits and low-lying areas located in barren lands along the project corridors (if so desired by the owner/community and approved by the Environment Expert IC).

Clause No. 301.3.2


works

Along the Road




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Environmental Issue


Responsibility



Non-bituminous wastes other than fly ash may be dumped in borrow pits (preferably located in barren lands) covered with a layer of the soil. No new disposal site shall be created as part of the project, except with prior approval of the Environmental Expert of IC.

All waste materials will be completely disposed and the site will be fully cleaned and certified by Environmental Expert of IC before handing over.

The contractor at its cost shall resolve any claim, arising out of waste disposal or any non-compliance that may arise on account of lack of action on his part.

C.1.4

Stripping, stocking and

preservation of top soil

The topsoil from all areas of cutting and all areas to be permanently covered will be stripped to a specified depth of 150 mm and stored in stockpiles. A portion of the temporarily acquired area and/or Right of Way will be earmarked for storing topsoil. The locations for stock piling will be pre-identified in consultation and with approval of Environmental Expert of IC. The following precautionary measures will be taken to preserve them till they are used:

(a) Stockpile will be designed such that the slope does not exceed 1:2 (vertical to horizontal), and height of the pile is restricted to 2 m. To retain soil and to allow percolation of water, silt fencing will protect the edges of the pile.

(b) Stockpiles will not be surcharged or otherwise loaded and multiple handling will be kept to a minimum to ensure that no compaction will occur. The stockpiles shall be covered with gunny bags or vegetation.

(c) It will be ensured by the contractor that the topsoil will not be unnecessarily trafficked either before stripping or when in

Clause No. 301.2.2


works

Along the Road




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Environmental Issue


Responsibility



stockpiles.

Such stockpiled topsoil will be utilized for -

covering all disturbed areas including borrow areas only in case where these are to be rehabilitated as farm lands (not those in barren areas)

top dressing of the road embankment and fill slopes

filling up of tree pits, in the median and

in the agricultural fields of farmers, acquired temporarily.

Residual topsoil, if there is any will be utilized for the plantation at median and side of the main carriageway.

C.1.5 Accessibility

The contractor will provide safe and convenient passage for vehicles, pedestrians and livestock to and from roadsides and property accesses connecting the project road, providing temporary connecting road.

The Contractor will take care that Schools and religious places are accessible to Public. The contractor will also ensure that the work on / at existing accesses will not be undertaken without providing adequate provisions and to the prior satisfaction of Environmental Expert of IC.

The contractor will take care that the cross roads are constructed in such a sequence that construction work over the adjacent cross roads are taken up one after one so that traffic movement in any given area not get affected much.

Annexure – 4.4 & 4.5 A

Along the Road


C.1.6 Planning for

Traffic Diversions and

Temporary diversions will be constructed with the approval of the Resident Engineer and Environmental Expert of IC for which contractor will seek prior approval for such plans.



Along the Road




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Detours Detailed Traffic Control Plans will be prepared and submitted to the Resident Engineer for approval, seven days prior to commencement of works on any section of road. The traffic control plans shall contain details diversions; traffic safety arrangement during construction; safety measures for night – time traffic and precautions for transportation of hazardous materials. Traffic control plans shall be prepared in line with requirements of IRC’s SP- 55 document and The Contractor will ensure that the diversion/detour is always maintained in running condition, particularly during the monsoon to avoid disruption to traffic flow.

The contractor will also inform local community of changes to traffic routes, conditions and pedestrian access arrangements with assistance from IC and PIU. The temporary traffic detours will be kept free of dust by sprinkling of water three times a day and as required under specific conditions (depending on weather conditions, construction in the settlement areas and volume of traffic).

works

IRC; SP 55

C.2

C.2.1 Earth from

Borrow Areas for Construction

No borrow area will be opened without permission of the Environmental Expert of IC. The location, shape and size of the designated borrow areas will be as approved by the Environmental Expert of IC and in accordance to the IRC recommended practice for borrow pits for road embankments (IRC 10: 1961). The borrowing operations will be carried out as specified in the guidelines for siting and operation of borrow areas.

The unpaved surfaces used for the haulage of borrow materials, if passing through the settlement areas or habitations; will be maintained dust free by the contractor. Sprinkling of water will be carried out twice a day to control dust along such roads during

Clause No. 305.2.2


works

Borrow Areas




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Environmental Issue


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their period of use.

During dry seasons (winter and summer) frequency of water sprinkling will be increased in the settlement areas and Environmental Expert of IC will decide the numbers of sprinkling depending on the local requirements.

Contractor will rehabilitate the borrow areas as soon as borrowing is over from a particular borrow area in accordance with the Guidelines for Redevelopment of Borrow Areas or as suggested by Environmental Expert of IC.

The final rehabilitation plans will be approved by the EO from the IC.

C.2.2 Quarry

Operations

The contractor shall obtain materials from quarries only after the consent of the Department of Mining / SPCB (both the states) / District Administration or will use existing approved sources of such materials. Copies of consent/ approval/ rehabilitation plan for opening a new quarry or use of an existing quarry source will be submitted to Environment Expert IC and the Resident Engineer.

The contractor will develop a Comprehensive Quarry Redevelopment plan, as per the Mining Rules of the state and submit a copy to PIU and IC prior to opening of the quarry site.

The quarry operations will be undertaken within the rules and regulations in force in the state.



works

Quarry Areas


C.2.3

Transporting Construction Materials and

Haul Road Management

Contractor will maintain all roads (existing or built for the project), which are used for transporting construction materials, equipment and machineries as précised. All vehicles delivering fine materials to the site will be covered to avoid spillage of materials.

All existing highways and roads used by vehicles of the contractor

Project Requirement

All Roads Used




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Environmental Issue


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or any of his sub-contractor or suppliers of materials and similarly roads, which are part of the works, will be kept clear of all dust/mud or other extraneous materials dropped by such vehicles.

Contractor will arrange for regular water sprinkling as necessary for dust suppression of all such roads and surfaces with specific attention to the settlement areas.

The unloading of materials at construction sites/close to settlements will be restricted to daytime only.

C.2.4 Construction

Water

Contractor will arrange adequate supply and storage of water for the whole construction period at his own costs. The Contractor will submit a list of source/s from where water will be used for the project to ‘PIU’ through the Engineer.

The contractor will source the requirement of water preferentially from ground water but with prior permission from the Ground Water Board. A copy of the permission will be submitted to ‘PIU’ through the Engineer prior to initiation of construction.

The contractor will take all precaution to minimize the wastage of water in the construction process/ operation.

Clause No. 1010 EP Act 1986 MORT&H


works

Along the Project


C.3

C.3.1 Disruption to

Other Users of Water

While working across or close to any perennial water bodies, contractor will not obstruct/ prevent the flow of water.

Construction over and close to the non-perennial streams shall be undertaken in the dry season. If construction work is expected to disrupt users of community water bodies, notice shall be served well in advance to the affected community by the contractor.

The contractor will take prior approval of the River Authority or Irrigation Department for any such activity. The PIU and the

Annexure - 4.1C All Water

Bodies Used Contractor EO- IC, PIU



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Engineer will ensure that contractor has served the notice to the downstream users of water well in advance.

C.3.2 Drainage

Contractor will ensure that no construction materials like earth, stone, ash or appendage is disposed off in a manner that blocks the flow of water of any water course and cross drainage channels. Contractor will take all-necessary measures to prevent any blockage to water flow. In addition to the design requirements, the contractor will take all required measures as directed by the ‘EO-IC’ and the ‘Resident Engineer’ to prevent temporary or permanent flooding of the site or any adjacent area.

Clause No. 501.8.6


works

Drainage line along the

road Contractor EO- IC, PIU

C.3.3

Siltation of Water Bodies

and Degradationof Water Quality

The Contractor will not excavate beds of any stream/canals/ any other water body for borrowing earth for embankment construction.

Contractor will construct silt fencing at the base of the embankment construction for the entire perimeter of any water body (including wells) adjacent to the ROW and around the stockpiles at the construction sites close to water bodies. The fencing will be provided prior to commencement of earthwork and continue till the stabilization of the embankment slopes, on the particular sub-section of the road. The contractor will also put up sedimentation cum grease traps at the outer mouth of the drains located in truck lay byes and bus bays which are ultimately entering into any surface water bodies / water channels with a fall exceeding 1.5 m. in present case three Sedimentation Cum Grease Trap are proposed, However the item has been kept in case need arises during construction.

Contractor will ensure that construction materials containing fine particles are stored in an enclosure such that sediment-laden water does not drain into nearby watercourse.

Clause No. 501.8.6


works Water (P & CP)

Act 1981 Annexure 4.1C

All Surface Water Bodies

Along the Road




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Sl. No.

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Responsibility



C.3.4

Slope Protection and Control of Soil

Erosion

The contractor will take slope protection measures as per design, or as directed by the Environmental Expert of IC to control soil erosion and sedimentation.

All temporary sedimentation, pollution control works and maintenance thereof will be deemed as incidental to the earth work or other items of work and as such as no separate payment will be made for them.

Contractor will ensure the following aspects:

During construction activities on road embankment, the side slopes of all cut and fill areas will be graded and covered with stone pitching, grass and shrub as per design specifications.

Turfing works will be taken up as soon as possible provided the season is favorable for the establishment of grass sods. Other measures of slope stabilization will include mulching netting and seeding of batters and drains immediately on completion of earthworks.

In borrow pits, the depth shall be so regulated that the sides of the excavation will have a slope not steeper than 1 vertical to 2 horizontal, from the edge of the final section of the bank.

Along sections abutting water bodies, stone pitching as per design specification will protect slopes.

Clause No. 306 & 305.2.2


works

Along the Roads


C.4

C.4.1

C.4.1.1

Water Pollution from

Construction Wastes

The Contractor will take all precautionary measures to prevent the wastewater generated during construction from entering into streams, water bodies or the irrigation system. Contractor will avoid construction works close to the streams or water bodies

Clause No. 501.8.6

MORT&H Specifications for

Along the road




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during monsoon.

All waste arising from the project is to be disposed off in the manner that is acceptable and as per norms of the State Pollution Control Board.

Road and Bridge works

Water (P & CP) Act 1974

C.4.1.2 Water Pollution from Fuel and

Lubricants

The contractor will ensure that all construction vehicle parking location, fuel/lubricants storage sites, vehicle, machinery and equipment maintenance and refueling sites will be located at least 500 m from rivers and irrigation canal/ponds.

All location and layout plans of such sites will be submitted by the Contractor prior to their establishment and will be approved by the ‘EO-IC, PIU/ NHAI’.

Contractor will ensure that all vehicle/machinery and equipment operation, maintenance and refueling will be carried out in such a fashion that spillage of fuels and lubricants does not contaminate the ground. Oil interceptors will be provided for vehicle parking, wash down and refueling areas as per the design provided.

In all, fuel storage and refueling areas, if located on agricultural land or areas supporting vegetation, the top soil will be stripped, stockpiled and returned after cessation of such storage.

Contractor will arrange for collection, storing and disposal of oily wastes to the pre-identified disposal sites (list to be submitted to IC and PIU) and approved by the Environmental Expert of IC. All spills and collected petroleum products will be disposed off in accordance with MoEF and state PCB guidelines.

‘EO-IC and Resident Engineer’ will certify that all arrangements comply with the guidelines of PCB/ MoEF or any other relevant laws.

Clause No. 501.8.6


works

Water (P & CP) Act 1974

Along the Roads




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Sl. No.

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C.4.1.3 Chemical

Attack

To limit the potential chemical attack the concrete foundation should contain minimum cement concrete of 330 kg/cc

For Under water concrete 10% extra cement is used.

Clear Concrete cover of minimum 75mm shall be provided to under water structures.


Along the Roads


C.4.2

C.4.2.1 Dust Pollution

The contractor will take every precaution to reduce the level of dust from crushers/hot mix plants, construction sites involving earthwork by sprinkling of water, encapsulation of dust source and by erection of screen/barriers.

All the plants will be sited at least 1 km in the downwind direction from the nearest human settlement.

The contractor will provide necessary certificates to confirm that all crushers used in construction conform to relevant dust emission control legislation.

The suspended particulate matter value at a distance of 40m from a unit located in a cluster should be less than 500 g/m3. The pollution monitoring is to be conducted as per the monitoring plan.

Alternatively, only crushers licensed by the SPCB shall be used. Required certificates and consents shall be submitted by the Contractor in such a case to the ‘EO-PIU’ through the ‘Engineer’.

Dust screening vegetation will be planted on the edge of the RoW for all existing roadside crushers. Hot mix plant will be fitted with dust extraction units.

Clause No. 111 & 501.8.6


works

Air (P & CP) Act 1981

Along the Roads,

Construction Site/ Camps


C.4.2.2 Emission from Construction

Vehicles,

Contractor will ensure that all vehicles, equipment and machinery used for construction are regularly maintained and confirm that pollution emission levels comply with the relevant requirements of

Clause No. 501.8.6 MORT&H

Specifications for

Along the Roads , all vehicles

Contractor EO- IC, PIU,



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Sl. No.

Environmental Issue


Responsibility



Equipment and Machineries

SPCB.

The Contractor will submit PUC certificates for all vehicles/ equipment/machinery used for the project. Monitoring results will also be submitted to ‘PIU’ through the ‘Engineer’.

Road and Bridge works

Air (P & CP)Act 1981

Central Motor & Vehicle Act 1988

used/ Camps

C.4.3

C.4.3.1

Noise Pollution:

Noise from Vehicles, Plants and

Equipments

The Contractor will confirm the following:

All plants and equipment used in construction shall strictly conform to the MoEF/CPCB noise standards.

All vehicles and equipment used in construction will be fitted with exhaust silencers.

Servicing of all construction vehicles and machinery will be done regularly and during routine servicing operations, the effectiveness of exhaust silencers will be checked and if found defective will be replaced.

Limits for construction equipment used in the project such as compactors, rollers, front loaders, concrete mixers, cranes (moveable), vibrators and saws shall not exceed 75 dB (A) (measured at one meter from the edge of equipment in the free field), as specified in the Environment (Protection) rules, 1986.

Maintenance of vehicles, equipment and machinery shall be regular to keep noise levels at the minimum.

At the construction sites within 150 m of the nearest habitation, noisy construction work such as crushing, concrete mixing, batching will be stopped during the night time between 9.00 pm

Clause No. 501.8.6 MORT&H


works EP Act 1986 Noise Rules

2002


used/Camps




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Sl. No.

Environmental Issue


Responsibility



to 6.00 am.

No construction activities will be permitted around educational institutes/health centers (silence zones) up to a distance of 100 m from the sensitive receptors i.e., school, health centers and hospitals between 9.00 am to 6.0 pm.

Monitoring shall be carried out at the construction sites as per the monitoring schedule and results will be submitted to ‘EO PIU’ through the ‘Engineer’.

C.5

C.5.1

Personal Safety

Measures for Labour

Contractor will provide:

Protective footwear and protective goggles to all workers employed on mixing asphalt materials, cement, lime mortars, concrete etc.

Welder's protective eye-shields to workers who are engaged in welding works

Protective goggles and clothing to workers engaged in stone breaking activities and workers will be seated at sufficiently safe intervals

Earplugs to workers exposed to loud noise, and workers working in crushing, compaction, or concrete mixing operation.

Adequate safety measures for workers during handling of materials.

The contractor will comply with all regulations regarding safe scaffolding, ladders, working platforms, gangway, stairwells, excavations, trenches and safe means of entry and egress.

The contractor will comply with all the precautions as required for

The Building and Other Construction workers (Regulationof Employment and

Conditions of Service) Act 1996

and cess Act of 1996

Factories Act 1948


used/Camps




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Sl. No.

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Responsibility



ensuring the safety of the workmen as per the International Labor Organization (ILO) Convention No. 62 as far as those are applicable to this contract.

The contractor will make sure that during the construction work all relevant provisions of the Factories Act, 1948 and the Building and other Construction Workers (regulation of Employment and Conditions of Services) Act, 1996 are adhered to.

The contractor will not employ any person below the age of 14 years for any work and no woman will be employed on the work of painting with products containing lead in any form.

The contractor will also ensure that no paint containing lead or lead products is used except in the form of paste or readymade paint.

Contractor will provide facemasks for use to the workers when paint is applied in the form of spray or a surface having lead paint dry is rubbed and scrapped.

The Contractor will mark ‘hard hat’ and ‘no smoking’ and other ‘high risk’ areas and enforce non-compliance of use of PPE with zero tolerance. These will be reflected in the Construction Safety Plan to be prepared by the Contractor during mobilization and will be approved by ‘IC’ and ‘PIU’.

C.5.2 Traffic and

Safety

The contractor will take all necessary measures for the safety of traffic during construction and provide, erect and maintain such barricades, including signs, markings, flags, lights and flagmen as proposed in the Traffic Control Plan/Drawings and as required by the ‘EO-IC’ and ‘Resident Engineer’ for the information and protection of traffic approaching or passing through the section of any existing cross roads.

IRC: SP: 55


used/Camps




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Sl. No.

Environmental Issue


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The contractor will ensure that all signs, barricades, pavement markings are provided as per the MOSRT&H specifications. Before taking up of construction on any section of the existing lanes of the highway, a Traffic Control Plan will be devised and implemented to the satisfaction of ‘EO-IC’ and ‘ Resident Engineer’

C.5.3 Risk from Electrical

Equipment(s)

The Contractor will take all required precautions to prevent danger from electrical equipment and ensure that -

No material will be so stacked or placed as to cause danger or inconvenience to any person or the public.

All necessary fencing and lights will be provided to protect the public in construction zones.

All machines to be used in the construction will conform to the relevant Indian Standards (IS) codes, will be free from patent defect, will be kept in good working order, will be regularly inspected and properly maintained as per IS provision and to the satisfaction of the ‘Resident Engineer’.

The Building and other construction

workers (Regulationof Employment and

Conditions of Service) Act 1996 and Cess Act of

1996

Factories Act 1948

Along the Roads


C.5.4 Risk Force Measure

The contractor will take all reasonable precautions to prevent danger to the workers and public from fire, flood etc. resulting due to construction activities.

The contractor will make required arrangements so that in case of any mishap all necessary steps can be taken for prompt first aid treatment. Construction Safety Plan prepared by the Contractor will identify necessary actions in the event of an emergency.




1996

Factories Act 1948

Along the Roads,

construction Camps


C.5.5 First Aid The contractor will arrange for - The Building and Along the Contractor EO- IC, PIU



10-30

Sl. No.

Environmental Issue


Responsibility



a readily available first aid unit including an adequate supply of sterilized dressing materials and appliances as per the Factories Rules in every work zone

availability of suitable transport at all times to take injured or sick person(s) to the nearest hospital

Equipment and trained nursing staff at construction camp.

other construction workers (Regulationof Employment and


1996

Factories Act 1948

Roads, construction

Camps

C.5.6 Informatory Signs and Hoardings

The contractor will provide, erect and maintain informatory/safety signs, hoardings written in English and local language, wherever required as per IRC and MoSRT&H specifications.

IRC:SP:55

Along the Roads,

construction Camps


C.6

C.6.1 Road side Plantation Strategy

The contractor will do the plantation at median and/or turfing at embankment slopes as per the tree plantation strategy prepared for the project.

Minimum 80 percent survival rate of the saplings will be acceptable otherwise the contractor will replace dead plants at his own cost. The contractor will maintain the plantation till they handover the project site to NHAI.

The Environmental Expert of IC will inspect regularly the survival rate of the plants and compliance of tree plantation guidelines.

Forest Conservation Act

1980

Along the Roads


C.6.2 Flora and

Chance found Fauna

The contractor will take reasonable precaution to prevent his workmen or any other persons from removing and damaging any flora (plant/vegetation) and fauna (animal) including fishing in any water body and hunting of any animal.

If any wild animal is found near the construction site at any point

Forest Conservation Act

1980

Wild Life Act

Along the Roads




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Sl. No.

Environmental Issue


Responsibility



of time, the contractor will immediately upon discovery thereof acquaint the Environmental Expert of IC and carry out the IC's instructions for dealing with the same.

The Environmental Expert of IC will report to the near by forest office (range office or divisional office) and will take appropriate steps/ measures, if required in consultation with the forest officials.

1972

C.6.3 Chance Found Archaeological

Property

All fossils, coins, articles of value of antiquity, structures and other remains or things of geological or archaeological interest discovered on the site shall be the property of the Government and shall be dealt with as per provisions of the relevant legislation.

The contractor will take reasonable precautions to prevent his workmen or any other persons from removing and damaging any such article or thing. He will, immediately upon discovery thereof and before removal acquaint the Environmental Expert of IC of such discovery and carry out the IC's instructions for dealing with the same, waiting which all work shall be stopped.

The IC will seek direction from the Archaeological Survey of India (ASI) before instructing the Contractor to recommence the work in the site.

The Ancient Monument and Archaeological

Site Remains Act 1958

Along the Roads,

construction sites/Camps


C.7

C.7.1

Accommodation

Contractor will follow all relevant provisions of the Factories Act, 1948 and the Building and the other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996 for construction and maintenance of labor camp.

The location, layout and basic facility provision of each labor camp will be submitted to IC and ‘EO-PIU’ prior to their construction.




1996

Along the Roads,

construction Camps/site




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Sl. No.

Environmental Issue


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The construction will commence only upon the written approval of the Environmental Expert of IC.

The contractor will maintain necessary living accommodation and ancillary facilities in functional and hygienic manner and as approved by the IC.

Factories Act 1948

C.7.2 Potable Water

The Contractor will construct and maintain all labour accommodation in such a fashion that uncontaminated water is available for drinking, cooking and washing.

The Contractor will also provide potable water facilities within the precincts of every workplace in an accessible place, as per standards set by the Building and other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996.

The contractor will also guarantee the following:

a) Supply of sufficient quantity of potable water (as per IS) in every workplace/labor campsite at suitable and easily accessible places and regular maintenance of such facilities.

b) If any water storage tank is provided that will be kept such that the bottom of the tank at least 1mt. from the surrounding ground level.

c) If water is drawn from any existing well, which is within 30mt. proximity of any toilet, drain or other source of pollution, the well will be disinfected before water is used for drinking.

d) All such wells will be entirely covered and provided with a trap door, which will be dust proof and waterproof.

e) A reliable pump will be fitted to each covered well. The trap door will be kept locked and opened only for cleaning or inspection, which will be done at least once in a month.

Testing of water will be done as per parameters prescribed in IS


workers (Regulation of

Employment and Conditions of

Service) Act 1996 and Cess Act of

1996

Factories Act 1948

Along the Roads,

construction Camps/constr

uction site




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Sl. No.

Environmental Issue


Responsibility



10500:1991.

C.7.3 Sanitation and

Sewage System

The contractor will ensure that -

the sewage system for the camp are designed, built and operated in such a fashion that no health hazards occurs and no pollution to the air, ground water or adjacent water courses take place

separate toilets/bathrooms, wherever required, screened from those from men (marked in vernacular) are to be provided for women

adequate water supply is to be provided in all toilets and urinals

All toilets in workplaces are with dry-earth system (receptacles) which are to be cleaned and kept in a strict sanitary condition.

Project Specific Requirement

Along the Roads,

construction Camps/Construction Sites


C.7.4 Waste Disposal

The contractor will provide garbage bins in the camps and ensure that these are regularly emptied and disposed off in a hygienic manner as per the Comprehensive Solid Waste Management Plan approved by the Environmental Expert of IC.

Unless otherwise arranged by local sanitary authority, arrangements for disposal of night soils (human excreta) suitably approved by the local medical health or municipal authorities or as directed by Environmental Expert of IC will have to be provided by the contractor.

Along the Roads,

construction Camps


C.8

C.8.1

The ‘EO-IC’ will contact the responsible people with the enhancement drawing of the site for which enhancement has been proposed and take their consent before the start of work.

Accesses to Different Schools along the road will be developed to the satisfaction of ‘PIU’.

Along the

Roads Contractor EO- IC, PIU

C.9



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Sl. No.

Environmental Issue


Responsibility



C.9.1

Clean-up Operations,

Restoration and Rehabilitation

Contractor will prepare site restoration plans, which will be approved by the Environmental Expert of IC. The clean-up and restoration operations are to be implemented by the contractor prior to demobilization. The contractor will clear all temporary structures; dispose all garbage, night soils and POL waste as per Comprehensive Waste Management Plan and as approved by IC.

All disposal pits or trenches will be filled in and effectively sealed off. Residual topsoil, if any will be distributed in pre identified approved areas or in places suggested by the ‘EO - IC’ areas in a layer of thickness of 75 mm-l50 mm. All construction zones including river-beds, culverts, road-side areas, camps, hot mix plant sites, crushers, batching plant sites and any other area used/affected by the project will be left clean and tidy, at the contractor's expense, to the entire satisfaction to the Environmental Expert of IC.and PIU/ NHAI will certify in this regard.

Along the Roads,

construction Camps


OPERATION STAGE

Activities to be Carried Out by the PIU

O.1 Monitoring Operation

Performance

The PIU will monitor the operational performance of the various mitigation/ enhancement measures carried out as a part of the project.

The indicators selected for monitoring include the survival rate of trees; utility of enhancement provision, status of rehabilitation of borrow areas and disposal sites,

- Along the

Road PIU PIU

O.2 Maintenance of

Drainage

PIU will ensure that all drains (side drains, median drain and all cross drainages) are periodically cleared especially before monsoon season to facilitate the quick passage of rainwater and

Annexure 4.2 Along the

Road PIU PIU



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Sl. No.

Environmental Issue


Responsibility



avoid flooding.

PIU will ensure that all the sediment and oil and grease traps set up at the water bodies are cleared once in every three months.

O.3 Pollution

Monitoring

The periodic monitoring of the ambient air quality, noise level, water (both ground and surface water) quality, soil pollution/contamination in the selected locations as suggested in pollution monitoring plan (Refer Chapter 4 for Monitoring Locations of air, water and noise ) will be responsibility of PIU.

PIU will either appoint PCB or its approved pollution-monitoring agency for the purpose.

Along the

Road

PIU through Pollution

Monitoring Agency

PIU

O.3.1 Atmospheric

Pollution Ambient air concentrations of various pollutants shall be monitored as envisaged in the pollution-monitoring plan

Air (P & CP) Act 1981

Along the Road


Monitoring Agency

PIU

O.3.2 Noise Pollution

Noise pollution will be monitored as per monitoring plan at sensitive locations. Noise control programs are to be enforced strictly.

Monitoring the effectiveness of the pollution attenuation barriers Hospital Boundary wall will be taken up thrice in the operation period.

Noise Rules 2002 Along the

Road


Monitoring Agency

PIU

O.3.3 Water Pollution Water Quality will be monitored as per monitoring plan Water (P & CP)

Act 1974 Along the

Road


Monitoring Agency

PIU

O.4. Soil Erosion

and Monitoring of Borrow

Visual monitoring and inspection of soil erosion at borrow areas, quarries (if closed and rehabilitated), embankment > 2m. and other places

Along the

Road PIU PIU



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Sl. No.

Environmental Issue


Responsibility



Areas expected to be affected, will be carried out once in every three months as suggested in monitoring plan.

O.5 Road Safety Road Safety will be monitored during operation especially at location where traffic-calming measures have been proposed.

Along the

RoadPIU PIU



10-37

10.3 Preparing plans to operationalize / implement the EMP These plans should be prepared by the Contractor with the help of the information

included in the EMP, standard reference literature on the subject and these notes. These plans should be approved by the Supervision Consultants. At least, three copies of these plans should be prepared. One copy should be

retained by the Contractor, another with the Supervision Consultants and the third should be for the PMT.

These plans should be seen as dynamic documents that will be improved with implementation requirements and experiences. Addendums to these plans should be prepared and approved whenever changes or modifications are required.

10.3.1 BORROW AREA MANAGEMENT PLAN The plan should contain an introductory chapter that provides information on (a) the total borrow material requirement for each link and for the contract package as a whole, and (b) the different sources that have been identified along with their specific chainages. For each borrow area identified, the plan should contain a separate section and this should include the following: Name of the location. Nearest project road chainage Name of the owner Area involved. Borrow material available Borrow material proposed to be taken Type of material available Existing land use Land use of the area surrounding the borrow area Proposed top soil management Schematic map of the borrow area Tree-cutting required, if any. Arrangement with the owner (agreement with land owner, including the restoration

aspects, should be attached as an Annexure) Operating practices to be adopted, e.g. slope, depth of cutting and demarcation of

boundaries and safety requirements in view of surrounding areas. Machinery & equipment to be used in the borrow area Access road condition and proposed maintenance Photographs depicting the present condition of borrow area & access road. Roles, responsibilities and authorities related to implementing the plan Closure / completion plan It is to be noted that paddy fields should not be selected as borrow areas. In preparing the plan, the relevant MoRT&H specifications should be referred.

10.3.2 Construction camp & workforce management plan The plan should contain an introductory chapter that provides information on (1) the number of camps and (2) the proposed activities of the camp vis-à-vis project roads. For each camp, the plan should contain a separate section and this should include the following: Name of the location. Nearest project road chainage. Name of the owner Area involved Arrangement with the owner (agreement with land owner, including the restoration

aspects, should be attached as an Annexure) Existing land use Photographs depicting the present condition of the construction camp & access

road. Land use of the area surrounding the borrow area including a map



10-38

Site layout plan of the construction camp Establishment and maintenance of demarcated and labelled different areas within

the camp Number of trees to be removed, if any, along with compensation measures Proposed top soil management Activities planned in the construction camp Machinery & equipment to be used onsite Labour camp facilities onsite Health facilities Site drainage provisions Copy of the consents to establish and operate should be attached as an Annexure. Conditions laid down in the clearances / licences and plans to ensure compliance Staff strength and details such as contractor staff vs subcontractors, women labour,

migrant vs local labour and skilled & unskilled labour Facilities given to the Environmental Engineer and defining his roles,

responsibilities, authorities and work plan. Access road condition and proposed maintenance Safety provisions such as fire protection equipment and personal protective

equipment (e.g. helmets, gloves, face masks, ear plugs / muffs) Closure / completion plan In preparing the plan, the relevant MoRT&H specifications should be referred.

10.3.3 Waste Management Plan The plan refers to the waste management in all the construction plans. The plan should contain an introductory chapter that provides information on (1) the different types of waste that include municipal solid waste, sewage, bitumen wastes, used drums, cotton waste, oil-contaminated saw dust, used oil / grease / lubricants. The plan should contain the following: Description of the management practices for each type of waste. This should

include storage (labelling and concrete platforms wherever required), transportation (within the camp and outside) and disposal practices of the different wastes (use of authorized waste disposal companies)

Roles, responsibilities and authorities related to implementing the plan Establishment and maintenance of different waste records Solid waste from the project during construction will be mainly domestic scraps and wastes from the construction camps and construction spoils from construction sites. The garbage will be cleared at regular intervals and disposed of in pre-identified areas. The cost taken for the same is Rs. 40,000/- per month, for 30 months as total Rs. 1,200,000/-. The same is included in engineering cost.

The small amount of construction debris will be disposed of in suitable pre-identified dumping areas in tune with the local condition to avoid land degradation and water logging due to indiscriminate dumping.

Dumping areas shall be covered with topsoil and subsequently plantation shall be done over the same.

Regular inspection of haul roads, construction site and camp shall be carried out to ensure regular and timely removal of construction debris to the dumping site.

10.3.4 Spoil & Scarified Disposal Plan

The plan should contain an introductory chapter that provides information on (1) estimates of spoil & scarified material and (2) the proposed disposal locations / sinks (both major & minor) along with estimates of disposal quantities. For each disposal location, the plan should contain a separate section and this should include the following:



10-39

Name / identity of the location. Nearest project road chainage. Name of the owner Area involved Arrangement with the owner (agreement with land owner, including the restoration

aspects, should be attached as an Annexure) Existing land use Land use of the area surrounding the proposed disposal site A map of the area showing the surrounding land use Number of trees to be removed, if any, along with compensation measures Top soil management, if required Access road condition and proposed maintenance Photograph depicting the present condition of disposal area & access road. Closure / completion plan The plan should recognize that there should be no dumping on rivers and natural stream courses. If the disposal site is alongside a river, then additional precautions should be taken.

10.3.5 Quarry Management Plan The plan should contain an introductory chapter that provides (1) estimates of the aggregate, quarry sand and river sand material required, (2) the different locations from which this material is to be sourced, (3) the type of arrangement, i.e. whether it is own-managed or sub-contractor and (4) whether it is a new or existing quarry. For each aggregate-cum-quarry sand source, the plan should contain a separate section. If the quarry is an existing one and is managed directly by the Contractor, the plan should contain the following: Name / identity of the location Nearest project road chainage. Name of the owner Area involved Arrangement with the owner (agreement with land owner should be attached as an

Annexure) Quantity of material to be withdrawn vis-à-vis the material available Machinery & equipment to be used Copy of the consents to establish and operate should be attached as an Annexure. Copy of the licence from Mining & Geology, Police & Fire Conditions laid down in the clearances / licences and plans to ensure compliance Photographs of the quarry prior to commencing operations. Access roads condition and proposed maintenance Tree-cutting required, if any, along with compensation measures Information on whether or not the quarry will be closed under this project. If yes,

the proposed closure & restoration plan. Sketch of the layout of the quarry Description of the operating practices to be adopted.

If the quarry is an existing one and is managed directly by a sub-contractor from whom the Contractor is sourcing the materials, the plan should contain the following: Name / identity of the location Nearest project road chainage. Name of the owner Area involved Arrangement with the owner Arrangement with the sub-contractor (agreement with sub-contractor should be

attached as an Annexure and should necessarily require the adoption of good



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quarry management practices – a description of the requirements should be included)

Quantity of material to be withdrawn vis-à-vis the material available Machinery & equipment to be used Drainage plans Top soil management Description of the operating practices Health facilities Safety provisions made including fire protection systems and the availability of

different personal protective equipment such as helmets, ear plugs / muffs and face masks

Copy of the sub-contractor licences from PCB, Mining & Geology, Police & Fire Conditions laid down in the clearances / licences Monitoring plans for air quality Information on whether or not the quarry will be closed under this project. If yes,

the proposed closure & restoration plan. Sketch of the layout of the quarry Photographs of the quarry before material sourcing for the project

If the quarry is a new one and is managed directly by the Contractor from whom the contractor is sourcing the materials, the plan should contain the following: Name / identity of the location Nearest project road chainage. Name of the owner Area involved Existing land use (verification required from land records with revenue department) Land use of the area surrounding the proposed site including a map Access roads – existing conditions, proposed development and maintenance Tree-cutting and vegetation clearance required, if any, along with compensation

measures Arrangement with the owner (Agreement should necessarily include commitment

of the contractor to adopt good quarry management practices – a description of the requirements should be included - and should indicate proposed restoration plans)

Quantity of material to be withdrawn vis-à-vis the material available Particular areas to be quarried should be clearly identified Pre-establishment activities, e.g. purchase / lease of nearby properties Machinery & equipment to be used Drainage plans Top soil management Description of the operating practices Health facilities Safety provisions made including fire protection systems and the availability of

different personal protective equipment such as helmets, ear plugs / muffs and face masks

Monitoring plans for air quality Copy of the sub-contractor licenses from PCB, Mining & Geology, Police & Fire Conditions laid down in the clearances / licences Information on whether or not the quarry will be closed under this project. If yes,

the proposed closure & restoration plan. Sketch of the layout of the quarry Concerns of the local people living in the immediate / near vicinity should be

identified and appropriates measures should be reflected Tree-cutting required, if any, along with compensation measures Photographs of the quarry before the project It is to be noted that quarries within the reserve areas, other eco-sensitive areas and locations of cultural / archaeological importance cannot be used. This needs to be



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explicitly expressed in the plan. The plan should include information on the locations of the river sand sources; the sub-contractor who supplies the contractor with the sand, the copy of the licenses from the contractor should be included in the Annexure.

10.3.6 PLANTATION DEVELOPMENT PLAN The detail Plantation Development Plan contains a) Species suggested for plantation b) Plantation strategy c) Total number of trees / shrubs to be planted d) Technical specification for plantation e) Precautionary and protection measures f) Cost of plantation

Objectives and General Guidelines

Green areas not only improve the floral status, land-use and aesthetic look of an area, but also serve the dual purpose of filtering any fugitive dust from unpaved or open areas, help to abate noise effects through dampening, and replenish oxygen and ameliorate the surrounding temperature. Therefore development of plantation is nowadays imperative as a part of development projects. The main objective of plantation along the project road and bypasses are: g) To reduce impacts of air and dust pollution h) To provide shade on hot glaring road surface during summer i) To arrest soil erosion at embankment slopes j) Beautification of project corridor by planting selected ornamental trees and shrubs k) Prevention of glare from headlights of incoming vehicles during night time l) To compensate for trees to be felled during construction Adequate plantation programme along the project road has been planned. Considering the inadequacy or limitation of space, a simple plantation has been considered along the road stretch in addition to patches of hedges on the earthen shoulder on both side and plantation of hedges in the median. Development of greenbelt will include: e) Plantation in the median to enhance the aesthetic look and reduce headlight glare. f) Plantation on roadside earthen shoulder on both sides of the road to enhance the

aesthetic look and to prevent soil erosion. g) Plantation on the slopes along roadsides in certain locations on both sides of the road

to enhance the aesthetic look and to prevent soil erosion. h) Plantation on either side of the road in the space available for greenbelt. The following general guidelines and measures have been adopted: h) Destruction of existing trees will be minimized. i) The plantation of trees will be completed in the construction stage so that substantial

growth is achieved when the project is completed. j) The plantation programme has been drawn to confirm to natural climatic conditions

and adaptability of the species. k) The plantation would consist of a mixture of carefully chosen locally available

indigenous, fast growing sturdy species of trees, shrubs and herbs having ornamental value and large crown volume to surface area ratio.

l) Preferential plantation of flowering trees with less timber and fruit value will be carried out. Fruit bearing trees will not be planted (to avoid entry of people into the access-controlled highway for collecting fruits).

m) Proper drainage system and proper plantation techniques will be adopted.

n) Plantation in the initial stage of 3 years will be properly maintained and protected by fencing from grazing and felling.



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11 Chapter 11 ENVIRONMENTAL BUDGET

11.0 General

The environmental budget for the various environmental management measures proposed in the EMP and environmental monitoring plan are presented in Table 11.1. There are several other environmental issues that have been addressed as part of good engineering practices, the costs for which have been accounted for in the Engineering Cost. Various environmental aspects covered under engineering costs are listed below: Turfing and Pitching of slopes

Construction of slope protection works as retaining walls, crash barriers etc.

Cleaning of culverts

Safety sinage

Junction development etc.

11.1 CONSTRUCTION RELATED ENVIRONMENTAL MITIGATION COSTS

This includes the mitigation costs for the following items as indicated in Table 11.1

Dust Suppression / Management - The contractor shall take an all out effort to reduce the level of dust during construction. As a good practice, the contractor shall use the “vehicle mounted vacuum cleaner brooms’ instead through manual labour and brooms, which creates lot of dust during road cleaning operation. The cost for this is a part of good engineering practices, while cost incurred for additional water sprinkling along the construction surface to suppress excessive dust will be completely met from the environmental mitigation costs.

Prevention of Water and Soil Pollution - In order that water and soil does not get polluted from discharge of oil and grease from construction vehicle area, vehicle parking area, and workshops, etc., an oil interceptor shall be provided at such locations.

Borrow Area Rehabilitation - The borrow areas shall be rehabilitated as per the Contractor’s Environmental Management Plan.

Compensatory Afforestation and its Maintenance – Due to proposed widening activity about 11825 trees will be affected and have to be removed. Afforestation work @ 1:3 that is 35475 saplings shall be planted to enhance the environmental quality as well as aesthetics.

Environmental Enhancement Measures – In general environmental enhancement measures such as landscaping, selective tree planting, improvement of the natural resources for the local population (provision of fodder, fuel wood, etc. by careful selection of species to be planted within the RoW) etc. shall be carried out to improve the aesthetics in the project area. Environmental enhancement measures pertaining to Bus Shelter / Bus Bay, Truck terminals, and Junction improvement should be provided as per engineering designs.

Waste Disposal – Disposal of waste shall be carried out as per the Contractor’s Environmental Management Plan and waste disposal guideline.

Site Restoration – Restoration of construction sites such as diversions, workers camps (with respect to drainage arrangements, sanitation and storage area), and at construction yards shall be taken up once the works at such locations have been completed as per the Contractor’s Site Restoration Plan and Environmental Management Plan.

11.2 CONSTRUCTION / OPERATION RELATED MONITORING COSTS

This includes the mitigation costs for the following items as indicated in Table 11.1



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11 Air Quality – Air quality parameters such as SPM, RSPM, SO2, NOX, CO shall be monitored at hot-mix plant / batching plant locations at stretches of the project road where construction is in progress. During operational stage the same parameters shall be measured at locations as given in chapter- 4.

Water Quality – Water quality parameters such as PH, BOD, COD, TDS, TSS, DO, Oil and grease and Pb etc. shall be monitored as indicated in chapter-4 and at other locations as advised by the EO Independent Consultant (IC).

Noise Levels – Noise quality parameters during construction stage will be monitored at equipment yards and at other locations as indicated in Chapter-4 or as directed by the EO of the IC.

Soil Erosion – During construction, parameters such as turbidity in storm water, silt load in pond and Canals as listed in chapter-4 and at culverts as listed in Annexure-4.2 shall be monitored as directed in the monitoring plan. Similarly during operational stage the same parameters shall be monitored.



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11

Table 11.1: Environmental Budget for various Environmental Management Measures

COMPONENT STAGE ITEM UNIT UNIT COST (Rs.)

QUANTITY TOTAL COST

(INR)

(A) Mitigation cost

Air Construction Dust Management with sprinkling of water, covers for vehicles transporting construction material

Km 75,000 83.042 Kms 6228150.00

Water Pre-

Construction Relocation of Hand Pumps No. - -

covered in Engineering and

R&R Cost

Flora Construction Plantation of saplings and its maintenance (Compensatory Afforestation rate is 1:3)

No. 500 18963

9481500.00

Safety Constructions

Demarcating borrow areas clearly using fencing if needed

- - - Covered in

Engineering cost.

Miscellaneous informatory signs and others

- - - Covered in

Engineering cost.

(A) Mitigation cost 15709650.00

(B) Monitoring costs

Air Quality Construction Monitoring along the road by contractor No. of

Samples 3,000

At 4 locations, thrice in a year for a period of 3 years and for 24 hours in 3 shifts

(Total 4x3x3x3 = 108 Samples)

324000.00



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11 COMPONENT STAGE ITEM UNIT

UNIT COST (Rs.)

QUANTITY TOTAL COST

(INR)

Monitoring at Hot mix plant and batch plant (ambient air quality)

No. of Samples

3,000

At 3 locations thrice in a year for 3 years, for 24 hours in 3 shifts

(Total 3x3x3x3 =81 Samples)

243,000.00

Monitoring at Hot mix plant and batch plant (Stack Monitoring)

No. of Samples

4,000 At 3 locations thrice in a year for 3 years (Total 3x3x3 =27 Samples)

108000

Operation Monitoring along the road at locations where monitoring was done during constructions

No. of Samples

3,000

At 3 locations, thrice in a year for a period of one years

(Total 3x3x3x3= 81 samples)

243,000.00

Water Quality

Construction Drinking water quality monitoring of labour camps/ works site

No. of Samples

4,000

At 3 location, Thrice in a year for 3 years(Total 3x3x3 = 27 samples)

108,000.00


-do- 4,000 At 3 locations thrice in a year for 1 year (Total 3x3x1 = 9 samples)

36,000.00

Noise Quality

Construction Monitoring along the Hot mix plant and Batch plant

No. of Samples

1,000

At 3 location, Thrice in a year for 3 years for 24 hours in day time & night time (Total 3x3x3 =27 Samples)

27, 000.00


No, of Samples

1,000 At 3 locations, Thrice in a year for 1 years (Total 3x3x1 =9 Samples)

9,000.00



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UNIT COST (Rs.)

QUANTITY TOTAL COST

(INR)

Soil Quality

Construction Monitoring along hot mix plant and batch plant

No of Samples

2,000 At 3 locations, thrice in a year for 3 years (Total 3x3x3 = 27 samples)

54,000.00

Operation Monitoring at hot mix plant and batch plant

No. of Samples

2,000 At 2 locations thrice in a

year for 1years (Total 2x3x1 = 6 samples)

12,000.00

Sub-Total B- Monitoring Costs 11,37,000.00

Sub–Total C-Training & Other costs

Training & Mobilization

costs

Construction and operation

As per modules developed L.S.

10,00,000.00

Enhancement Construction and operation

As per Engineering Design

Covered in Engineering Cost

Sub-Total C: Training & Mobilization costs 10,00,000.00

SUMMARY

Sub Total A: Mitigation 15709650.00

Sub Total B: Monitoring Cost 11,37,000.00

Sub Total C: Training & Mobilization Costs 10,00,000.00

TOTAL 17846650.00

Contingency @ 5% 892332.50

TOTAL BUDGETED COSTS 18738982.5



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UNIT COST (Rs.)

QUANTITY TOTAL COST

(INR)

Rupees One Crores Eighty Seven Lac Thirty Eight Thousand Nine Hundred Eighty Two Only



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Chapter-12

DISCLOSURE OF CONSULTANTS ENGAGED

12.0 Name & Brief Resume of Consultant

Consulting Engineers Group Ltd. is an ISO 9001:2000 certified, multidisciplinary international

consultants, providing comprehensive professional consultancy services, for all facets of

planning, preliminary and detailed engineering design and construction supervision of

Infrastructure Development and Management Projects. Founded in 1984, CEG’s operations

have grown to be a major engineering force within Asia and Africa, with an outstanding record

in the following sectors:

Highways, Expressways, Toll Roads, Rural and Local Roads

Bridges, Flyovers, Interchanges and Over Bridges

Railways

Water Resources and Irrigation

Water Supply and Public Health Engineering

Environment

Social Studies

Urban Infrastructure

Institutional Development and Capacity Building

BPO Services

With our wide range of expertise, we offer solutions to our clients by adding value at every

stage of the project. CEG has built its reputation on sustained expert professional advice and by

providing high quality service, after understanding our clients’ needs and meeting their

expectations, on time and within budget with multi-disciplinary teams of working hand in

hand.

CEG provides a full range of professional services in various sectors. These include:

Planning and Feasibility Studies

Traffic and Transportation Studies

Investigation including Geo Technical Investigations

Design of pavement and structures

Project preparation and cost estimates

Techno - Economic / Financial Analysis

Environmental and Social Impact Studies

Human resource Development,

Institutional Development and Capacity Building

Tender Document Preparation

Procurement Procedures, Bid Evaluation



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Construction Supervision and Project Management

Contract Administration

Repairs and Rehabilitation

Identification of projects suitable for private sector participation including restructuring and Packaging, Risk Analysis, Legal Frame work, Concession Agreement, etc. on Build, Operate and Transfer (BOT) Basis or Annuity Basis.

12.1 BACKGROUND OF THE FIRM

Consultancy concept is gaining a lot of popularity in modern time due to the fact that it brings

quality results in the most economical and efficient manner. CEG is one such company

engaged in consultancy in civil engineering. The objective of CEG is to introduce the latest

techniques, and to provide professional consultancy in multi disciplinary areas of structural

engineering, bridge engineering, highway engineering, traffic and transportation engineering,

environmental engineering, water resources engineering and engineering management.

The corporate office of the Company is located at Jaipur, India and it has number of branches

and project offices in India and abroad, including United Kingdom, Ghana, Uganda,

Bangladesh and Liberia etc., besides several offices spread across various states in India.

Jaipur Office

Consulting Engineers Group Ltd.

E-12, Moji Colony , Malviya Nagar, Jaipur-17 INDIA

Tel : +91-141-2520899, 2521899, 2521590

Fax : +91-141-2521348

Delhi Office

Consulting Engineers Group Ltd.

207,208 Second Floor

Local Shopping Complex

DDA, H-Block, Vikaspuri

Delhi-110016

Tel : +91-11-28542899, 28541403

Fax : +91-11-28541404

12.2 OVERVIEW

CEG is backed by a dedicated and highly qualified team of over 503 full time and multi –

racial professional staff, all with a state of art expertise, proficiently working to the highest

international standards. In addition to its full time staff, CEG also maintains a large panel of

experts, comprising of eminent professionals and outstanding engineers, both domestic and



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international and their services are readily available to the company as and when required. We

constantly endeavor to attract and retain people with the highest caliber, thereby contributing to

the success of our clients, through excellent technical and managerial know-how and

competence.

The organizational structure of the company is in a way each division is headed by a senior

professional with vast experience in the respective field, who is in turn, supported by a team of

highly competent and skilled professionals.

CEG is one of the consulting engineering firms short-listed and empanelled for projects in

these fields with the following organisations:

Ministry of Road Transport and Highways, New Delhi, Govt. of India, India

National Highway Authority of India, India

Airport Authority of India

IOCL, HP, BP and GAIL

L&T

Dedicated Freight Corridor Corporation Ltd.

JFOP Consulting Engineers Pty. Ltd. Australia

TRL UK

Reliance Group

Himachal Pradesh Road & Infrastructure Development Corporation Ltd.

Orissa Works Dept. Govt. of Orissa

Central Water Commission, Govt. of India, India

National Industrial Development Corporation Ltd., Govt. of India, India

Irrigation Department, Govt. of Rajasthan, India

Rajasthan Industrial and Investment Corporation, Govt. of Rajasthan, India

Department of Planning, Govt. of Rajasthan, India

Public Works Department, Govt. of Rajasthan, India

Public Works Department, Govt. of UP, India

Public Works Department, Govt. of MP, India

Maharashtra State Road Development Corporation, India

Madhya Pradesh State Rural Road Development Authority, India



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Rajasthan State Road Development Corporation, India

Rajasthan State Electricity Board, India

Rajasthan State Agriculture Marketing Board, India

National Airport Authority of India, India

Indian Railways, India

Central Public Works Department, India

Jaipur Development Authority, India

Airtel

Escoda Export

IHE, Netherlands

IRCON international

Clients:

CEG is working with major international funding institutions as stated below:

World Bank

Asian Development Bank

African Development Bank

Department for International Development

CEG is also working with various international and national, central, state and provincial

governments and infrastructure departments such as Urban Development Authorities,

Highways and Roads Authorities, Ministries of Communication, Ministries of Infrastructure

Development etc. in India.

CEG is registered with and has provided services to all prominent infrastructure development

authorities including the Ministry of Road Transport and Highways (MoRT&H), Ministry of

Railways, Ministry of Water Resources, National Highways Authority of India (NHAI),

Jawaharlal

Nehru National Urban Renewal Mission (JNNURM), and Airports Authority of India (AAI)

along with number of public sector undertaking besides Public Works Departments (PWD) of a

large number of state governments.

CEG also has a wide network of associates across the globe and has had successful association

arrangements and joint ventures with several leading domestic and international companies and

public/private institutions. CEG has successfully executed consultancy assignments with such



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associations, both in India and abroad, ensuring excellent co-ordination and total client

satisfaction.

12.3 AREAS OF CONSULTANCY

FIELDS OF SPECIALISATION

CEG offers complete engineering services including feasibility, planning, design detailing of

construction drawings & construction management in the following general & specific areas:

Transportation, Town & Urban Planning, Buildings, Water & Environment Engineering,

Railways, Project Management Consultancy.

12.3.1 Highways, Expressways, Roads

CEG has an excellent track record in all aspects of road development projects, including

planning, feasibility studies, detailed project preparation, preliminary and detailed design,

construction supervision, project management, technical advice and audits, operation &

maintenance including studies and project preparation for private sector participation, under

BOT or Annuity or any other feasible system.

12.3.2 Design Services

With a myriad of design projects carried out in Asia and Africa, CEG has wide-ranging

experience and particular knowledge in providing specialized design services for all types of

road projects. CEG’s design cell is fully equipped with state-of-the-art computer facilities with

all modern software packages. Our planners and engineers are fully capable to address all

possible scenarios, terrain, soil conditions, extreme temperature variations and other issues, to

meet our client’s every requirement. Special emphasis is laid to environmental and social

impacts in the design and project preparation of roads.

12.3.3 Construction Supervision Services

Drawing on our varied and extensive experience in construction supervision projects, we offer

complete construction supervision and management services for all types of roads, including

expressways, national and state highways, toll roads and rural / local roads. CEG has

considerable hands-on experience with both International Competitive Bidding (ICB) and

Local Competitive Bidding (LCB), with FIDIC conditions of contract. We also have extensive

experience in establishing road maintenance programs, for a number of highway projects,

including those undertaken under BOT / BOOT / BOLT basis.

We provide specialized construction supervision services to suit the nature of the project, as

well as the local conditions and ensure careful monitoring of construction, to ensure that the



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study and design requirements are implemented strictly in accordance with Contract

Specifications and Conditions.

12.3.4 Bridges

CEG has extensive experience in innovative design of road and railway bridges, flyovers and

interchanges, including bridges across major rivers. Our engineers have experience in the

design and supervision of all types of bridges from cable-stayed bridges, vertical-lift bridges,

concrete slab, concrete box girder, pre-stressed concrete girder, steel truss, tied arch etc. to

medium and small highway structures such as interchanges, flyovers, over-bridges and

footbridges. We also have extensive experience in the inspection, repair, maintenance,

strengthening, rehabilitation, and replacement of existing road and railway bridges and

structures.

CEG constantly endeavors to improve bridge technology with the aim to achieve safer and

more economical structures. We lay strong focus on optimally combining the basic objectives

in bridge design of functionality, durability, viability and its aesthetic ability. Our engineers

develop the most suitable bridge design, taking into account environmental factors, as well as

the availability of needed materials and construction technology in the area.

CEG has in-house capabilities to provide a wide range of services in bridge engineering design,

besides construction supervision of isolated bridge works or as part of road projects.

12.3.5 Water Resources, Irrigation, Water Supply and Public Health Engineering

CEG provides design and implementation services for all aspects of Water Resources, Water

Supply and Public Health Engineering. The services carried out in this discipline include

Hydrological Studies, Contouring, Water Management Study, Hydro Meteorological Studies,

Dams and Reservoir Engineering, Irrigation and Drainage Works, Canalization Works /

Network Planning, Ground Water Exploration, Development and Management, Watershed

Development, Demand Study and Forecast, Design of Water Supply Schemes, Harvesting,

Storage, Treatment Plant and Distribution network, Design of Solid Waste Collection,

Processing and Disposal System, Project Management, Construction Supervision,

Implementation Assistance for Public Health Engineering Works.

12.3.6 Environment

Environmental Assessment is a process whose breadth, depth, and type of analysis depend on

the nature, scale and potential environmental impact of the proposed project. CEG has over 21

years of experience in the field of environmental assessment of large infrastructure projects.



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Environmental assessment evaluates a project's potential environmental risks and impacts in its

area of influence, identifies ways of improving project planning, design, and implementation

by preventing, minimizing, mitigating, or compensating for adverse environmental impacts and

enhancing positive impacts.

Environmental Assessment takes into account the natural environment (air, water and land),

human health and safety, and project-related social (involuntary resettlement, indigenous

peoples, and cultural property), trans-boundary, and global environmental aspects.

At CEG environmental assessment considers natural and social aspects in an integrated

manner.

It also takes into account the in project and country’s condition, the findings of the country’s

environmental studies; national environmental action plans and the country's overall policy

framework and national legislation; the project sponsor's capabilities related to the environment

and social aspects, and obligations of the country under international environmental treaties

and agreements as these areas relevant to the project.

12.3.7 Social Studies

CEG has conducted a large number of social impact assessments of various infrastructure

projects in the highways, airports, urban water supply and urban development sectors by

conducting social screening and social analysis for providing inputs at the feasibility stage /

design stage for the minimization of adverse social impacts on the people and communities. In

addition, where necessary, resettlement action plans have also been prepared for resettling and

rehabilitating, the adversely affected people, when a project involves land acquisition and

involuntary resettlement.

CEG has highly experienced specialists in the field of sociology, social development and social

planning who routinely carry out participatory rapid appraisals (PRA), socio-economic

surveys, census and public consultations and mapping the social landscape of the project areas

for preparing social impact assessment report and resettlement policy framework as well as

action plan.

12.3.8 Urban Infrastructure:

In the Urban Infrastructure sector, CEG provides services in the fields of Master Planning,

Town Planning, Transport Planning, Urban Design, Residential Development, Public Health

Engineering and Tourism.



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CEG's Design team provides an integrated approach by drawing upon the experience of the

multidisciplinary group consisting of Urban Planners and Designers, Landscape Architects,

Engineers,

Planners and Environmentalist, in creating a quality and environmentally sustainable

infrastructure.

CEG's services in the field of master planning are based upon our expertise in effective land

use planning, fully harnessing the site's development potential, integrated planning, and

maintaining a sustainable environment, while balancing the demands of the clients, the

economy and the community.

CEG specializes in the integrated development of Special Economic Zones, covering a wide

range of services like identification of Economic Themes, Feasibility Study, Master Planning,

Project Preparation, identification of developers and marketing.

CEG's Town planning services cover planning, urban design, residential development,

transport analysis and environmental engineering. The challenges of co-locating residential and

commercial areas with other community and social infrastructure keeping in tune with the

changes in technology and lifestyle are met with to the entire satisfaction of the client.

12.3.9 Institutional Development and Capacity Building

Institutional Strengthening is another area where CEG has core expertise. The professional

services offered by CEG in this sector are: Formulation of Policy Frame Work, Administrative

and Legislative Reforms, Organizational and Financial Restructuring, Implementation

Strategies, O&M procedures and Benefit Monitoring & Evaluation.

We have trainers in diverse areas such as, Highway Design, Bridge design, Project

Management,

Contract Management, Information Technology, Urban Utilities, Surveying, Environmental

and Social studies. In addition, CEG conducts training programs, workshops and seminars in

association with various institutions, to promote knowledge sharing and capacity building.

CEG partners in the Staff Exchange Program of the World Bank for interchange of experts

between the two organizations for development of skill and transfer of technology. The

Training Division is equipped with the latest state-of-the-art equipment and teaching aids.

12.3.10 Business Process Outsourcing (BPO)

CEG undertakes and executes Business Processes on behalf of other international clients. With

proven experience, ISO 9001:2000 Quality certification, 28,000 sq.ft of office space, 503 plus



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highly qualified professional staff and state-of-the-art IT infrastructure, CEG is in a position to

offer time-bound, cost effective professional back office services to other organizations across

different geographical regions.

CEG's BPO division undertakes the following offshore services:

Survey Data Validation and Analysis

Digital Terrain Modeling

Route and alignment design and alternative design analysis

Detailed Engineering Design

Design Validation and Proof checking

Developing Longitudinal and cross sections

Construction and Working Drawings

Architectural Planning, Urban Design and Master Planning

In addition to above, we also undertake the following on-site services on specific request of our

clients:

• Survey and Data Collection

• Construction Supervision

The Corporate head office of CEG is equipped with over 150 state-of-the-art CAD work

stations, high-end drafting facilities, comprehensive & internationally reputed software,

adequate internet bandwidth with Network Attached Storage, assured Information Security and

Disaster Management Plans. As an ideal BPO partner, CEG works closely with its business

associates, to ensure a high level of compatibility with their philosophy, to achieve and deliver

the desired results.

12.4 Facilities

Quality and Material Testing Laboratory

In order to support the consultancy projects by transfer of technology and to provide innovative

solutions, CEG has established a Testing House and R&D Division named after CEG Test

House and Research Center Pvt. Ltd. A well-equipped laboratory supports this Division.

Besides working on its own solutions, it is also collaborating with other counterpart

laboratories / institutions to keep abreast with latest developments in subjects of interest to

CEG. The laboratory facilities have accredited by NABL, Department of Science, Govt. of

India.



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The R&D Laboratory, in addition to the ongoing research projects, also carries out the

following functions:

Supports the Engineering Design Section, to provide basic data from the field to optimize

safe and economically viable designs with least amount of negative impact on environment

and provide details regarding use of industrial bi-products, as alternative civil engineering

construction materials.

Basic R&D work, to solve day to day field geo-technical problems related to improvement

of poor grade soils or increasing the compressive strength, ductility, abrasion resistance

and crack arresting properties of soils by making use of industrial byproducts such as

nylon, polypropylene and glass fiber.

Provides training to technical support staff of CEG, working on projects in the field.

Survey

CEG has been conducting extensive Geodetic, Cadastral and Topographical Surveys, both in

India and abroad for land development, infrastructure development and other engineering

activities. CEG has a full-fledged Survey Division equipped with complete range of state-of-

the-art survey equipment, manned by highly qualified and experienced personnel.

The Survey Division has the capability in establishing precise control points, using GPS

receivers in differential modes. The collection of topographical data using total stations and the

subsequent generation of most accurate digital terrain models and digital data, results in

execution of project in the shortest possible time, with a high level of accuracy.

CEG has a reputation for collection and presentation of the most reliable land-related data, for

various projects connected with development of Structures, Highways, Airports, Rural

Development, Irrigation and Land Use. The Company has established Geographic Information

System and Land Information System, for better utilization of land resources. staff employed

on CEG is also well qualified and dedicated to work.

LIBRARY FACILITY

Library is the backbone of the consultancy jobs in engineering. It is also essential to stay

informed about the latest technological developments in the field of engineering. Keeping this

in view, CEG has developed their own library, and has maintained association with various

national and international professional institutes through their key personnel. Besides a good

stock of standard / classical books on various engineering subjects, there are all relevant codes

of practices of Bureau of Indian Standards, as well as, all standards and codes of Indian Roads

Congress.



12-11

In addition to these, the organization is well equipped with Highway, Bridge and Survey

Equipments, Geotechnical Investigation Equipments and Laboratory Facility.

12.5 Nature of Consultancy Rendered

National Highway Authority of India (NHAI) has entrusted the work of consultancy services to

Consulting Engineers Group Ltd for obtaining environmental clearance for National highway

12 projects (Deoli-Kota-Jhalawar) from statutory authority under Environmental Clearance

Notification-2006. As per requirement of Environmental Clearance Notification-2006, CEG

has prepared EIA report with following terms of reference:

Collection of baseline environmental information in the study area, Assessment of the

potential significant impacts and identification of the mitigative measures, Preparation of

Environmental Mitigation Plan (EMP), Suggestion monitoring mechanisms for

environmental components during construction and operational phase of the project.

Further, CEG is to assist and support the NHAI to furnish any relevant information required for

obtaining environmental clearance from statutory authority.



Annexure-I Monthly Ambient Air Quality Data

Location Code: AQ-1 (Etranda Road @ km 175.000 )

November Month Concentration in µg/m3 DATE SPM RSPM SO2 NOX CO

01.11.07 to 02.11.07 155.00 62.00 10.00 25.40 0.55 05.11.07 to 06.11.07 175.00 68.00 9.50 32.80 0.56 08.11.07 to 09.11.07 201.00 58.00 11.00 25.70 0.49 12.11.07 to 13.11.07 167.00 75.00 10.50 32.45 0.67 16.11.07 to 17.11.07 185.00 89.00 9.65 25.30 0.63 20.11.07 to 21.11.07 205.00 101.00 10.00 32.10 0.54 24.11.07 to 25.11.07 195.00 96.00 9.00 32.00 0.50 28.11.07 to 29.11.07 210.00 87.00 11.50 28.00 0.45

AVERAGE 186.63 79.50 10.14 29.22 0.55 Maximum 210.00 101.00 11.50 32.80 0.67 Minimum 155.00 58.00 9.00 25.30 0.45


December Month Concentration in µg/m3 DATE SPM RSPM SO2 NOX CO

01.12.07 to 02.12.07 212.00 78.00 9.60 31.50 0.44 05.12.07 to 06.12,07 196.00 86.00 10.50 29.60 0.47 09.12.07 to 10.12.07 188.00 101.00 9.50 30.30 0.52 13.12.07 to 14.12.07 214.00 96.00 9.40 32.60 0.50 17.18.07 to 18.12.07 187.00 94.00 10.40 24.40 0.54 21.12.07 to 22.12.07 176.00 103.00 9.50 27.50 0.65 25.12.07 to 26.12.07 198.00 95.00 11.50 22.80 0.57 29.12.07 to 30.12.07 210.00 105.00 9.60 33.70 0.40



January Month Concentration in µg/m3 DATE SPM RSPM SO2 NOX CO





Location Code: AQ-2 (Talab Village @ km 203.000 )

November Month Concentration in µg/m3 DATE SPM RSPM SO2 NOX CO




December Month Concentration in µg/m3 DATE SPM RSPM SO2 NOX CO

01.12.07 to 02.12.07 212.00 104.00 9.60 18.40 0.52 05.12.07 to 06.12,07 233.00 102.00 9.40 20.00 0.48 09.12.07 to 10.12.07 241.00 112.00 10.40 19.40 0.49 13.12.07 to 14.12.07 223.00 97.00 11.70 15.70 0.57 17.18.07 to 18.12.07 215.00 89.00 13.50 12.70 0.55 21.12.07 to 22.12.07 245.00 106.00 12.50 22.50 0.53 25.12.07 to 26.12.07 251.00 103.00 9.70 24.50 0.62 29.12.07 to 30.12.07 243.00 106.00 10.50 27.60 0.46



January Month Concentration in µg/m3 DATE SPM RSPM SO2 NOX CO



<300 inmm

300 -600mm

600 -1200mm

1200-1800mm

>1800Total Tree

<300mm

300 -600mm

600 -1200mm

1200-1800mm

>1800mmTotal Tree

1 165-166 4 165 23 1 193 13 109 22 144

2 166-167 101 29 1 131 8 92 49 2 151

3 167-168 2 41 1 3 47 21 18 5 2 46

4 168-169 2 30 3 1 36 3 23 2 28

5 169-170 5 7 1 13 6 14 1 21

6 170-171 3 1 16 3 23 1 23 16 2 42

7 171-172 2 9 7 2 20 15 6 1 2 24

8 172-173 25 205 16 246 16 31 47

9 173-173/34 6 33 7 46 14 11 1 26

10 173/34-175 5 64 9 1 79 38 40 4 82

11 175-176 20 89 9 1 119 14 31 11 4 60

12 176-176/713 13 43 14 5 75 12 39 17 7 75

13

176/713-178/768 14 10 2 26 14 17 3 34

14 178/77-179 1 7 2 10 21 35 4 60

15 179-180 9 15 7 1 32 51 125 9 185

16 180-181 14 132 1 147 26 11 3 40

17 181-182 7 8 15 6 6 1 2 15

18 182-183 7 12 1 20 22 11 33

19 183-184 5 10 15 14 16 30

20 184-185 2 4 6 6 2 8

21 185-185/40 nil 0 3 3

Annexure-IIGirth-wise-Tree Counting on NH-12 ( Package-1, Deoli to Kota)

Sl. No.

Location

Left Side Right Side

Pench ki Bavri Bypass

Girth at Ht.1.00 from G.L.(in m.) Girth at Ht.1.00 from G.L(in m.)

<300 inmm

300 -600mm

600 -1200mm

1200-1800mm

>1800Total Tree

<300mm

300 -600mm

600 -1200mm

1200-1800mm

>1800mmTotal Tree


Sl. No.

Location

Left Side Right SideGirth at Ht.1.00 from G.L.(in m.) Girth at Ht.1.00 from G.L(in m.)

22

185/40-188/552 9 20 7 2 38 9 17 7 33

23 188/552-189 5 40 7 2 54 24 40 1 1 66

24 189-190 9 25 2 36 21 35 4 60

25 190-191 20 50 8 4 82 51 124 10 4 189

26 191-192 6 66 16 4 92 24 78 1 1 104

27 192-193/760 9 21 10 1 41 9 30 2 41

28

193/760-195/440 11 2 10 23 11 8 19

29 195/600-196 8 12 1 26 4 31 3 3 41

30 199/300-200 2 21 1 2 26 12 30 1 43

31 200-201 5 2 7 13 23 1 3 40

32 201-202 2 3 5 9 1 10

33 202-202/750 3 12 15 8 6 5 1 20

34 204-206/900 20 29 6 55 13 18 4 35

35

206/900-212/795 22 100 7 3 132 28 61 8 4 101

36 212/795-213 4 2 6 2 2 1 5

37 213-214 1 30 64 5 100 9 99 17 3 128

38 214-214/750 3 46 51 20 120 32 29 17 8 86

39 216-217 1 5 5 1 12 1 3 5 2 11

40 217-217/200 3 7 10 20 18 33 15 6 72

41 218/750-219 8 45 2 55 6 2 3 1 12

42 219-220 1 4 42 22 69 17 23 7 6 53

43 220-221 5 13 72 48 138 46 23 2 71

Hindoli Bypass

Bara NayaGaon Bypass

Bundi Bypass

<300 inmm

300 -600mm

600 -1200mm

1200-1800mm

>1800Total Tree

<300mm

300 -600mm

600 -1200mm

1200-1800mm

>1800mmTotal Tree


Sl. No.

Location


44 221-222 2 11 4 3 20 13 25 6 6 50

<300 inmm

300 -600mm

600 -1200mm

1200-1800mm

>1800Total Tree

<300mm

300 -600mm

600 -1200mm

1200-1800mm

>1800mmTotal Tree


Sl. No.

Location


45 222-222/100 0 4 6 1 2 13

46 223-224 18 38 23 79 11 51 19 6 87

47 224-225 1 2 27 21 51 5 60 37 11 113

48 225-226 1 2 1 4 6 3 9

49 226-227 1 2 3 6 25 3 28

50 227-228 1 5 24 31 61 21 15 5 14 55

51 228-229 34 73 110 217 38 31 14 15 98

52 229-230 2 25 56 45 128 28 47 11 12 98

53 230-231 1 10 6 31 48 48 28 37 32 145

54 231-231/810 5 40 32 23 100 12 22 20 12 66

55

56 232/700-83.042 3 10 2 7 22 8 4 5 17

Total Trees 199 1747 761 288 3165 830 1571 565 190 3156

6321Total Tree Felled

Kota Bypass



Annexure-III

Way Side Amenities

Proposed Rest Areas



(Ch.) Location Side


Proposed Truck Lay Bays



(Ch.) Location Side

1 189.000 23.970 Near Kailashpura LHS


Bus –Bays

List of Proposed Bus bays on project road

S. No. Bus Bays

Existing Chainage

Design Chainage

Side

1 166.950 1.950 Both

2 171.000 5.895 Both

3 190.290 25.000 Both

4 232.500 68.234 Both

Toll Plazas

Following Toll Plaza have been proposed For Package –I

1. At Km. 180.500

UTILITY CORRIDOR

2m wide Utility Corridor has been proposed along proposed ROW on both sides throughout the project corridor. All utilities coming under proposed ROW have been shifted to utility corridor.



Service Roads

Local traffic in built up areas have been separated with proposed service road. The service road has been connected to the main carriageway through entry/exit ramp. Service road having 7.0m carriageway & 0.5m paved shoulder in both side have been proposed in following locations

Table 5.13: Details of Proposed Service Road on both sides


Length (km)

Width (m)


1 167.356 167.936 2.360 2.850 0.490 7.00 Both TCS-2

2 170.735 170.825 5.630 5.720 0.090 7.00 Both TCS-4

3 170.825 171.355 5.720 6.250 0.530 7.00 Both TCS-2

4 174.885 175.446 9.770 10.330 0.560 7.00 Both TCS-2

5 - - 20.725 21.325 0.600 7.00 Both TCS-6

6 188.552 189.325 23.267 24.040 0.773 7.00 Both TCS-2

7 189.325 189.570 24.040 24.285 0.245 7.00 Both TCS-8

8 191.088 191.288 25.800 26.000 0.200 7.00 Both TCS-4

9 191.288 192.168 26.000 26.900 0.900 7.00 Both TCS-2

10 192.667 193.239 27.400 28.000 0.600 7.00 Both TCS-6

11 204.653 205.629 40.036 41.036 1.000 7.00 Both TCS-5

12 - - 43.180 43.680 0.500 7.00 Both TCS-6 A

13 - - 43.680 44.180 0.500 7.00 Both TCS-6

14 - 212.795 45.680 46.680 1.000 7.00 Both TCS-6

15 218.503 219.307 54.100 54.700 0.600 7.00 Both TCS-6

16 232.416 - 68.150 69.150 1.000 7.00 Both TCS-5

17 - - 72.140 72.740 0.600 7.00 Both TCS-6

18 - - 81.810 82.810 1.000 7.00 Both TCS-6