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WiIlsOflE421VOL. 13

Phase 11- BijapurBy-passEnvironmental Assessment SummaryPart I - Environmental Impact Assessment (EIA) &Part 11 - Environmental Management Plan (EMP)

Project Co-ordinating Consultancy Services (PCC)Karnataka State Highways Improvement Project

BelgaWi~~~~~dar

Karware Edurga

Mangalo qalore

Prepared for.

Govt of KarnatakaPublic Works Dept.

(PIU KSHIP)

January 2005

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Karnataka State Highways Environmental Assessment Report -Improvement Project Bijapur By-pass

TABLE OF CONTENTS

EXECUTIVE SUMMARY

1. INTRODUCTION I1.1 Project Background I1.2 Bypasses as integral part of KSHIP I1.3 Scope 21.4 Objectives 21.5 Environmental Assessment (EA) Study 21.2 Approach and Methodology 21.2.1 Essential Steps 21.2.2 Existing Environmental Baseline Condition 21.2.2.1 Collection of Primary and Secondary Data 21.2.2.2 Collection of Primary Data 31.2.2.3 Collection of Secondary Data 31.2.2.4 Environmental Impact Assessment (EIA) 41.2.2.5 Environmental Management Plan (EMP) 41.3 Structure of the Report 5

2. POLICY, LEGISLATION AND ADMINISTRATIVE FRAMEWORK 12.1 Highlights of the Indian System and Major Organisations 12.1.1 Department of Environment and Forests I2.1.2 The PoDution Control Board I2.1.2.1 The Central Pollution Control Board 12.1.2.2 Karnataka State Pollution Control Board 12.2 Guidelines for EIA of Highway Projects, IRC: 104-1998 22.3 Responsibilities of the Project Promoter & Interfaces with other Agencies 22.3.1 Interface with Ministry of Environment and Forests 22.3.2 Interface with Karnataka State Pollution Control Board 22.3.3 Interface with the Department of Land & Land Revenue of GoK 32.3.4 Interface with the offices of the District Magistrate & City Municipalities 42.3.5 Interface with the Departments of Forests of the GoK 42.3.6 Interface with the Department of Mines of the GoK 42.3.7 Strength of the Public Works Department of the GoK for Interface Management 42.4 Statutes Related to Environment 42.4.1 Land Acquisition Act, 1894 52.4.2 The Mysore Highways Act, 1964 62.4.3 The Wildlife (Protection) Act, 1972 62.4.4 Water (Prevention and Control of Pollution) Act, 1974 62.4.5 The Karnataka Preservation of Trees Act, 1976 62.4.6 Town and Country Planning Act, 1976 62.4.7 Forest Conservation Act, 1980 62.4.8 The Air (Prevention and Control of Pollution) Act, 1981 72.4.9 Environment Protection Act, 1986 72.4.10 Motor Vehicles Rules, 1989 72.4.11 The Hazardous Wastes (Management and Handling) Rules, 1989 72.5 World Bank Policies 82.5.1 Natural Habitats (OP 4.04) 82.6 Environmental Clearances

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Karnataka State Highways Environmental Assessment Report -

Improvement Project Bijapur By-pass

3. PROJECT DESCRIPTION 1

3.1 Location and Description of the Project Area 13.2 Projected Traffic 13.3 Design options 23.4 Options on Construction Methods 2

3.4.1 Pavement Overlay 23.4.2 New Construction 23.4.3 Treatment Alternatives 23.4.3.1 Upgradation - Widening and Strengthening (including Raising of Embankments) 3

3.4.4 Cross Drainage Structures Construction 33.5 Options on Road Construction Materials 33.5.1 Road Construction Materials - Sources 33.5.2 Pavement Design Materials 43.6 Options on Cross Drainage Structures 53.7 Options on Intersections on roads for upgradation 5

4. ANALYSIS OF ALTERNATIVES 1

4.1 Introduction I4.2 Design Alternatives I4.2.1 Route Alternatives 14.2.2 Alignment Alternatives I4.2.3 By-pass Altematives 24.3 Project Alternatives 24.4 Detailed Evaluation of Alternative m (By-pass Alternative) 34.4.1 Natural Environment4.4.2 Social Environment 34.4.3 Cultural Environment 34.4.4 Critical Areas 34.4.5 Sensitivity of Alternative III 3-4

5. BASELINE ENVIRONMENTAL SETUP 15.1 Physical Features I5.1.1 Geographical location I5.1.2 Physical Resources I5.1.2.1 Physiography 15.1.2.2 Geology 15.1.2.3 Seismicity I5.1.2.4 Climate 15.1.2.5 Drainage System 25.1.2.6 Soil Characteristics 25.2 Environmental Monitoring 25.2.1 Ambient Air Quality 25.2.1.1 Ambient Air Quality Monitoring Locations 35.2.1.2 Ambient Air Quality Monitoring Result 45.2.2 Ambient Noise Quality 55.2.2.1 Ambient Noise Quality Monitoring Locations 65.2.2.2 Ambient Noise Quality Result 65.2.3 Water Quality 75.3 Ecological Resources 75.3.1 Flora 75.3.2 Fauna 7

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Karnalaka State Highways Environmental Assessment Report -Improvement Project Bi9apur By-pass

5.4 Key Environmental Issues of Bijapur By-pass 75.5 Human Use Values 85.5.1 Land Use 85.5.2 Crops of the Project Area 85.6 Social Environment 95.6.1 Demographic Profile 95.6.1.1 Population Study 95.6.1.2 Literacy Status of the Population 105.6.1.3 Occupational Pattem 105.6.1.4 Amenities 115.7 Economic Profile 125.7.1 Major Functions of the District - Bijapur 125.7.2 Places of Tourist and Archaeological Interest 125.8 Utilities and Structures along the Project Area 135.8.1 Regional and Local utilities along the Project Routes 135.8.2 Religious and Sensitive Structures along the Project Routes 135.9 Public Health 135.10 Accidents Hazards and Safety 145.11 Aesthetics 14

6. ENVIRONMENTAL IMPACT ASSESSMENT (EIA) AND MITIGATION 1MEASURES

6.1 Assessment /Evaluation of Potential Inpacts I6.2 Inpact Potential and its assessment during Construction and Operation Phases 36.2.1 Climnatic Condition 36.2.2 Air Environment 36.2.3 Water Environment 46.2.4 Noise Environment 562.5 Land Environment 56.2.6 Biological Environmnent-Flora & Fauna 66.2.7 Drainage System 66.2.8 Soil Erosion 66.2.9 Fertile Top Soil 76.2.10 Borrow and quarry materials 7

Road Construction Materials 76.2.11 Road Safety 7

Safety parameters included in the design 76.2.12 Social Environment - Human Use Values 86.2.12.1 Impact on People due to land acquisition and Displacement 86.2.12.2 Impacts on Regional and local utilities 86.2.12.3 Impacts from Diversion from Current Use of Land 8

Positive Attributes 9i) Proper Road Connectivity 9ii) Employment Opportunities 9iii) Education 9iv) Public Health 9Negative Attributes 9

6.3 Preparation of EMP 9

7. PUBLIC CONSULTATION I7.1 General I7.2 Objectives 17.3 Public Consultation - community representatives and local residents I

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Karnataka State Highways Environnmental Assessment Report -


7.4 Outcome of public consultations/interviews 2i) Ambient Air Quality 2ii) Water Quality 2iii) Noise Level 2iv) Archaeological/Religious Sites 2v) Natural Disasters 3vi) Existence of Major Structures 3

7.5 Merits/Demerits of Rehabilitation of the Project Road 37.5.1 Merits 37.5.2 Demerits 3

7.6 Public Suggestions to improve the environment in the Project Area 3

LIST OF TABLE AND FIGURES

1. INTRODUCTIONTable 1I.1 Bypasses selected by KSHIP 1Figure 1.1 KSHIP Phase II Project Corridors

2. POLICY, LEGISLATION AND ADMINISTRATIVE FRAMEWORKTable 2.1 Clearnces to be obtained for Phase II bypass Component of KSHIP 11Figure 2.1 Environmental Clearance Procedure 3Figure 22 Forestry Clearance procedure under Forest Conservation Act, 1980 5

3. PROJECT DESCRIPTION

Table 3.1 Present and projected traffic at Sindhnur By-pass ITable 3.2 Location of Road building materials for Sindhnur by-pass 4Table 3.3 Quantity of Materials required for the Road Construction 5Table 3.4 Number of new Cross-Drainage structures 5Table 3.5 List of intersections for Improvement 5Figure 3.1 Existing Condition of the Project Area

(A-J)

5. BASELINE ENVIRONMENTAL SETUPTable 5.1 Characteristics of the soil in the study area 2

Table 5.2 Ambient Air Quality Standards 2Table 5.3 Air and Noise Quality Monitoring Locations of the Project Area 3Table 5.4 Ambient Air Quality Monitoring Results of the Project Area 5Table 5.5 Ambient Noise Quality Standards 6Table 5.6 Ambient Noise Quality Monitoring result of the Project Area 7

Table 5.7 Land use pattern of Bijapur Taluk 8Table 5.8 Types of Crops and their Cultivation Area 8Table 5.9 Demographic features of Bijapur 9Table 5.10 Population details of Bijapur 10Table 5.11 Literacy Status of the population 10Table 5.12 Occupational Pattern of Main Workers in Bijapur '10Table 5.13 List of Amenities in Bijapur Taluk 11Table 5.14 Major Functions of the Town 12Table 5.15 Arrival of Agricultural Products in Markets 12

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Karnataka State Highways Environmental Assessmnent Report -Improvement Project Bijapur By-pass

Table 5.16 Places of Toun'st Interest near the Project Corridor 13Table 5.17 Tourist Strength of the District Bijapur 13Table 5.18 Regional Utilities 13Figure 5.1 Ambient Air Quality Monitoring Location

Figure 5.2 Ambient Noise Quality Monitoring Location

Figure 5.3 Tourist Attraction Spot

6. ENVIRONMENTAL IMPACT ASSESSMENT (EIA) AND MITIGATION

MEASURES

Table 6.1 Evaluation of Environmental features with different Scenarios 2Table 6.2 Pavement Design Materials 9Table 6.3 Impact Matrix for the Project - Sindhnur Bypass with and without Mitigation -

Measures

APPENDICES

Appendix I Air Monitoring Proforma IAppendix 2 Noise Monitoring Proforma 2Appendix 3 Ambient Air Quality Standards 3Appendix 4 Ambient Noise Quality Standards 4

Appendix 5 Public Opinion about Environment in the Project Area-Questionnaire 5

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TABLE OF CONTENTS

SECTION PARTICULARS PAGE NO.PART - I: ENVIRONMENTAL IMPACT ASSESSMENT (EIA

1. Introduction iMethodology

2. Policy, Legal and Administrative Framework ii3. Project Description iii4. Analysis of Alternatives iv5. Baseline Enviromnental Setup vi6. Environmental Impact Assessment and Mitigation vii

Measures7. Public Consultation vii

PART - II: ENVIRONMENTAL MANAGEMENT PLAN (EMPl1. Introduction viii2. Environmental lmpacts and Mitigation measures viii3. Integration of EMP with the Project ix4. Environmental Management Plan hnplementation Unit ix

(EMPIU)5. Environmental Monitoring x6. Capacity Development through Training for Environment x

Management7. Budget for EMP Implementation x

RESETTLEMENT ACTION PLAN (RAP) xi

Scott WIlsoln

EXECUTIVE SUMMARY

ENVIRONMENTAL ASSESSMENTSUMMARY

Karnataka State Highways En vtronmental Assessment Report -Inprovement Project Bijapur By-pass

EXECUTIVE SUMMARY

GeneralThe project involves 2 laning of 6.7 km of by-pass for Bijapur Town from Km. 126.2 onBijapur - Tikota Road (link 2A) to Km.103.0 on Kushtagi Road (NH 13), mainly within anacquired 30m right-of-way (ROW). The Public Works Department (PWD), Karnataka is theexecuting agency of the project. As per Environmental Screening studies this project road hasbeen categorized as B Category Project. This means limited environmental impacts mayoccur due to the project work and will be mitigated. Detailed reports have been prepared andpresented:Environmental Impact Assessment (EIA) - Part IEnvironmental Management Plan (EMP) - Part II

PART I - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)1. IntroductionThe Karnataka State Highways Improvement Project (KSHIP) is an initiative by the PublicWorks Department (PWD) of the Government of Karnataka (GoK), under the financialassistance of World Bank, to undertake improvement of 2490 km of roads consisting of StateHighways and Major District Roads.

The KSHIP envisaged construction of by-passes for important Towns coming under projectcormdors keeping in view the increase in traffic along the Project Road following theimprovement and to avoid future bottlenecks in the town area. These by-passes are beingviewed as additional corridors to the existing roads passing through the settlements tofacilitate smooth traffic dispersal. Bijapur town has been considered for by-pass.

MethodologyThe Environmental Impact Assessment ( EIA) study started with a detailed reconnaissancesurvey for the p urpose o f recording the features along roadside and i n the a djoining area.Areas impacted due to anthropogenic activities and the manifest expressions of the naturalenvironmental processes were also recorded. The need for traffic management wasconsidered in relation to the road geometry as well as for observed traffic congestion.

The above survey was followed by collation of data pertaining to the physical attributes ofthe region in general and the proposed road in particular covering 6.7-km length. Detailedinformation on physical, biological and human resources, cultural heritage and humanimpacts were recorded and analysed. Subsequently, primary data on the ambient quality ofnoise, water, air and soil was collected as per procedures prescribed by the MoEF.

As part of the assessment, the rules and regulations governing environmental assessment andtheir application to the project and the institutions responsible for providing the clearancesand for discharging those functions were charted. Thus from the regulatory perspective, thelegal procedures on land acquisition, tree felling, compensatory afforestation, preparation ofrehabilitation & resettlement action plan and environmental monitoring and reporting wereidentified as key issues.

To identify and assess the probable impacts upon the environment from road design,construction and operation phases, close interaction was established with the designengineers.

EXECUTIVE SUMMARY Scott Wi/son

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Karnataka Stale Highways Environm11ental Assessmnent Report -Imnprovement Project Bijapur By-pass

Public consultations were carried out during the environmental reconnaissance surveys. Thepublic consultations were well attended by the Project affected Persons, Students,Academicians, Local NGOs and other stakeholders.

Based on the impact analysis and the public consultations, a comprehensive EnvironmentManagement Plan (EMP) has been prepared for sound environment management during thedesign, construction and operation phases of the project.

2. Policy, Legal and Administrative Frameworki. Environmental Policy and Administrative FrameworkEnvironmental Policy and Administrative framework involves the Ministry of Environmentand Forests (MOEF), Government of India, Divisional Forest Department, and KamatakaState Pollution Control Board (KSPCB). Environmental Clearance is required for thedevelopmental work of this project road.

ii. Legal ContextThe I egal r esponsibility for creation, maintenance, up-gradation or abandonment of publicroad rests with the PWD, Karnataka and other authorities like State Pollution Control Boardand State Forest Department.

Other major elements of the Indian legal context for Environmental Management are:The Constitution provides for protection and improvement of the environment and states thatit shall be the duty of every citizen of India to protect and improve the national environment,includingforest, lakes, rivers, and wildlife and to have compassion for living creatures.Various legal enactments to protect environment are as follows:i. Water (Prevention and Control of pollution) Act of 1974 and Cess Act of 1977.ii. Air (Prevention and Control of Pollution) Act, 1981.iii. Environment (Protection) Act, 1986iv. Forest (Conservation) Act, as amended in 1988.v. Wildlife (Protection) Act, 1972.vi. Policy Statement on Abatement of Pollution, 1992 affirning the government's

intention to integrate environmental and economic aspects in development planningwith stress on preventive aspects of pollution abatement and the Polluter paysprinciple.

vii. The Environmental Impact Assessment Notification, 1994 (by MOEF) S.0.60(E)under c lause (a) o f s ub-rule (3) o f rule 5 of the Environmental (Protection) Rules,1986 invites objections from the public within sixty days from the date of publicationof the said notification, against the intention of the Central Govt. to imposerestrictions and prohibitions on the expansion and m odemisation o f any activity ornew projects being undertaken in any part of India unless environmental clearance hasbeen accorded by the Central Govenmment or the State Govenmment in accordancewith t he p rocedure specified i n n otification No. S.O. N o. 80(E) dated 28th January1993 (MOEF, 1994; CPCB, 1998).

3. Project DescriptionThe total length of the proposed By-pass alignment is about 6.7Km. The proposed alignmentbegins from Bijapur - Tikota road (SH - 12) at PWD Km 126.2, west of Bijapur town on link2A and continues towards south-east on a plain terrain at an elevation of 620m above MSL,along the existing cart track and curves gradually. This stretch is of about 2.46 Kms lengthand further it intersects the project road Bijapur - Jamkhandi road on link 3A (Chainage 2.46


ES-ii


Kmn). Then, the alignment continues to follow the same direction and crosses 'SouthWestern Railway' broad gauge line (originally a meter gauge railway track, but now beingconverted to a broad gauge) at Ch.4.6 and traverses further and intersects Bijapur-Bagalkotroad (Chainage-4.71 Kni). Further, the alignment curves easterly direction for about 2 Kmsbefore t erminating at Chainage 1 03 Km on s outh-link of NH - 13, south of Bijapur. Theproposed By-pass alignment passes through lands of Navaraspur, Kalebagh, Mahal bagayathand Kasaba Bijapur revenue villages.

The intersection with the existing railway line is proposed to be maintained 'at-grade' only atthis stage as the number of train passings in a day doesn't warrant a grade separator. Also aspart of the road safety measures, the approaches of the railway line intersection are proposedto be improved geometrically. Additional advance waming road signs, rumble strips are alsoproposed. The railway department has to install 'wicket gates' alongwith gate closurearrangements a t b oth t he a pproaches o f t he b ypass r oad. A t ypical i mprovement sketch ispresented in Figurel.1.

Vehicles operating on this section carry mainly agnrcultural produce like Jowar, wheat,Maize, sugarcane, cotton, milk and medicines, industrial goods, machinery, etc. Traffic isincreasing in this section due to general economic growth.

The entire proj ect road traverses through undulating and flat terrain of dry and agriculturalland. The soil in this area is shallow black soil and there is no wetland and marshy land. Thegeology of the project comrdor consists of rocks belonging to Deccan traps.

The existing road of the project is a cart track nmning for a length of 2.46 Km fornm Bijapur -Tikota Road to meet Bijapur - Jamakhandi Road on Link 3A. There is no existing road/carttrack between Ch. 2.46 to Ch. 6.7 and the proposed alignment between Ch.2.46 and Ch.4.71traverses agriculture land and connects Link 3A and NH-2 18 (Bagalkot Road) and crosses anexisting railway line at Ch. 4.600. Further the alignment moves towards East, at Ch. 6.700joins NH-13. South-East of Bijapur Town project area is having increased level of SPM(Suspended Particulate Matter). Additional culverts are required to save the road fromerosion due to run-off, as the existing numbers are not sufficient.

4. \ Analysis of AlternativesProject alternativesThree project altematives were evaluated, They are:

Alternative I: No ProjectThe option does not involve any action. The highways will remain in the existing state. Noconstruction activity takes place.

Alternative II: Road through the townInvolves widening t o 4 - I ane d ivided carriageway i n p lace of the existing 2-lane highwaythrough the settlement of Bijapur.

Alternative III: Construction of a by-passInvolves improvement of existing State Highways and construction of a new 2-laneby-passfor Bijapur settlement on the western side of the settlement. The construction activity requiresa minimum period of 12 months for completion.

EXECUTIVE SUMMARY Scot, Wdlson

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Karnataka State Highways Environmnental .Issessn,eoit Repoot -


Figure 1.1: Details of Improvement

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Scott Wilson

PARTI - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

Karnataka State Highways Environmental Assessmenzt Report -Improvement Project Boiapur By-pass

Alternative IThe section of State Highway 12 (link-2A), State Highway 65 (link-3A), National Highway218 and National Highway 13 in Bijapur town limit will not be altered. The carriageway willnot be widened. Therefore no construction activity is to take place. Impacts will be based onincrease in the traffic volumes on the existing alignment. It is assumed that there would be noproject.

Alternative IIThe option involves widening of the existing carriageway in Bijapur Town limit. The cross-section through the settlement would be 4 lane divided carriageway. In addition to this therewould be a median and sidewalks on both sides. If possible, a parking lane/space would alsobe provided. To establish this cross-section in Bijapur, man structures would have to bedisplaced. At the same time the traffic speeds and hence the journey time would decrease.

Alternative IIIThis option would entail construction of a n ew road a round t he s ettlement. T he n ew r oadwould act as a by-pass for the Bijapur town. The existing road within town limit would beretained in its present state also. The alignment originates well beyond the town limits.Implementation of this option would lead to the through traffic plying on the by-pass andonly the destined traffic, for Bijapur, using the existing road through the town. The hindrancecaused by the traffic movement, plying through the settlement, would be offset. At the sametime there would be a substantial land acquisition for construction of the by-pass.

Evaluation of Alternative II (By-pass alternative)During the reconnaissance survey, team consisting of highway engineers and enviromnentalspecialists observed that the extent o f town development was more on the eastern part ofBijapur. To overcome the traffic congestion and to restrict the commercial vehicularmovement through the town, national H ighways D epartment has constructed a b y-pass oneastern side connecting south-link with north-link of NH-13. The NH-13 by-pass occupiesabout half the length of the total ring road network. The remaining halve is divided into twosections. First section of the road connects north-link of NH-13 with link-2A (Bijapur toTikota) on northwest of Bijapur and the second section connects south-link of NH-13 withlink-2A (Bijapur to Tikota).

The main reason for proposing this by-pass i.e. South Link of NH-13 with Link -2A inKSHIP is to decongest the town sections and to provide connectivity to project roadsconsidered under improvement programme. The Bijapur urban Development Authority(BUDA) has proposed by-pass alignment for Bijapur in the form of a ring road, whichsignifies both the sections of road (north-west part and south-west part) explained earlier. Itwas observed during the field visit, WBM (earthen) road is in very bad condition on thenorth-west part of the town and it is not on the defined alignment. This alignment intersectsMDR (to 'Ittangihal' village) before it meets NH- 13 and carries very low commercialvehicles traffic. Since this alignment is partially improved by BUDA, whose inclusion forimprovement under this programme is ignored. The second section of the by-pass alignmenton the south-west of Bijapur town connecting link-2A with south-link of NH - 13 is thusproposed for by-pass. The total length of the proposed by-pass here is 6.7Km.

Considerable volume of through traffic is benefited from saving an additional travel length of2.42km in by-passing the town compared to existing alignment through town. Delay due totraffic congestion is very much reduced. According to the opinion survey most of the

EXECUTIVE SUMMARY Scott Wilson

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Karnataka State Highways Environmnental Assessment Report -Improvemnenit Project Bijapur By-pass

commercial vehicles prefer to use this alignment. Connectivity to industrial and commercialareas along the link is very good.The extent of land acquisition for by-pass (with 30m COI) in west is approximately 38 acres.It was also understood that, the rnd acquisition forppotion ffr-passallgnent fom 1N-218 to NH-13 (1.70Km) is initiated by BUDA and revenue departments have handed over therelevant records to the authority.

Sensitivity of Alternative III (By-pass alternative)Altemative III has the lowest environmental sensitivity. This indicates that the alignment islikely to cause minimum impacts to-ehnatuasoaand cultural environment in the studyarea. The salient feature of this alignment is that it is unlikely to cause damage to any culturalproperty. In addition to this there is no likelihood of displacement of persons. All losses willbe compensated and assisted through an Entitlement framework developed by the GoK. Thisoption will help to reduce the congestion through Bijapur town and traffic through the townwill be reduced considerably. Only the traffic destined for the town will use that road. Atpresent, the ambient air quality levels as well as the noise levels, within the settlement, areslightly higher than the stipulated standards. The construction of the by-pass, in all likelihood,will decrease the noise levels and increase the ambient air quality in Bijapur settlement. Alsothe by-pass will benefit the vehicular movement. The traffic movement to be smooth-faced.

To have shortest possible connectivity to two major project links, link-2A (Bijapur to Tikotaon SH 12) and link-3A (Bijapur to Jarnakhandi on SH 65) and also to two NationalHighways, NH - 218 (Bijapur - Bagalakote Road) and NH - 13 (Kushtagi Road) thealigrunent on the west part of Bijapur was found to be most favourable for by-pass fromgeographical, engineering, environmental and social aspects.

5. Baseline Environmental SetupPrimary DataBaseline conditions of the project areas have been compiled after a walk over environmentalsurvey of the project area and as p er i nformation available from v arious D epartments andliterature and through Topographical Survey maps.

There is natural decline weather quality. Climatic condition in the project area indicates thatthere is reduced atmospheric temperature with increased relative humidity.

Within the ROW, there is no municipal supply tap or open wells or hand pumps or tube wellsalong the project area. People are mostly dependent on hand pumps for requirement of waterfor drinking and domestic purposes.

No plantation is seen along the project area except a few trees (4 trees of > 30 cm girth size)which were noticed on Bijapur - Bagalkot Road (NH 218). The project needs plantationalong its route to enhance the aesthetic value of the project and also to protect runningvehicles by providing cool atmosphere

Within 30m on either side of the project road there is no rare and endangered animal andplant species. Wildlife/Bird Sanctuaries, National Parks, Zoos, Wetlands, Marshy land,Breeding and Nesting sites were not at all found within 7-10 Kms. There is noarchaeologically important monument, art and cultural sites.

EXECUTIVE SUMMARY Scott lfJilson

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Karnataka State Highways Environm7lental Assessment Report -Inzprovemnent Project Bijapur By-pass

There is no specified site for dumping of solid and liquid wastes along the project road.However, at few p laces garbage dumps, solid w aste and domestic effluent d ischarge havebeen observed.

Places of Tourist and Archaeological interest

The world famous Gol Gumbaz, Ibrahim Rauza and Baarah Kamaan are of major touristattraction a nd a re I ocated c lose t o t he p roject a rea. T hese m onuments are at a d istance o fabout 2 kms from the project route. None of these monuments /sites will be directly impactedup on due to the proposed project. On the whole, developing this by-pass road will greatlybenefit the tourist circuits in Kamataka, as the by-pass serves as a good connecting link toimportant tourist spots and places of cultural and historical interest.

Generated DataBaseline data for air, water, noise and existing trees was not available. So, analysis wasundertaken for different parameters of ambient air, water and ambient noise quality(important parameters) by Sneha Test House, Bangalore recognised by Kamataka StatePollution Control Board, Bangalore and for routine tree inventory was carried out by theEnvironmental Consultant of PCC.

Generated ambient air and noise data were compared with the standards prescribed by CPCBand it was found that ambient air quality in the project area is good except SPM (SuspendedParticulate Matter) which is more than the prescribed limit. This will perhaps increase duringconstruction phase of the project road but will be restored in operation phase.

Ambient noise quality test result indicates that noise levels exceed the limit prescribed forsensitive, residential and commercial zones. It appeared to be within the limit only durntgnight.

Water Quality was not tested because none of the water sources were found along the projectalignment.

Only 4 plants have to be removed for the upgradation work they belong to species of Acaciaand Azadirachta.

Borrow pit soils will be tested. Only soil of un-erodible ype and suitable for embankment willbe used. Chance of soil erosion will be limited and will be mitigated by turfing of theembankment slopes. Quarries and borrow soil will be purchased from the approved ownersfor construction work.

Accident rate is being increased these days at major links and is expected to increase furtherdue to increase in number of vehicles. Proper mitigative measures in the form of trafficmanagement will be provided.

Key Environmental IssuesThere are no water resources or sensitive areas like reserve forests or wildlife sanctuaries orarchaeological sites or cultural sites or religious sites within or outside the ROW of theproject area. The project corridor passes through only dry lands.

EXECUTIVE SUMMARY Scotf Wilson

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Karinataka Slale Highways Environm1zental Assessmaent Report -Improvement Project Byjapur By-pass

6. Environmental Impact Assessment (EIA) & Mitigation MeasuresImpact Assessment/EvaluationImpact potential of the project road was estimated keeping in view the series of impacts thatwill usually be triggered by the project activities according to Matrix Method. Impactassessment matrix reveals that overall impact score for project without mitigation measureswas -111. With mitigation measure the impact matrix was evaluated and overall impact scorecalculated was + 106. Thus, the project may be accepted for developmental work.

Mitigation /Enhancement Measures

Several enhancement measures have been proposed for the developmental work of the projectroad based on standard design guidelines. Enhancement measures are given concerning civilengineering work, activities and facilities provided for the construction work. Theseenhancement measures will not only strengthen the existing road but will also improve theenvironment of the project area after completion.

7. Public ConsultationPublic consultations/interviews were carried out by directly approaching the stakeholders(above 19 years old age group) to know their views/reactions about the negative and positiveimpacts of construction work in their area. The suggestions given by them for thedevelopmental work are briefed as follows:

* Plantation along the project road will reduce the pollution load (air and noise level).

* Upgradation of the road would increase cleanliness in the project area and will redu__ thenumber of accidents and pollution load.

* Periodical checking of vehicles would reduce air and noise level in the project area.

* Strict implementation of rules and regulations of pollution check will reduce the pollutionload in the project area.

According to NGOs, the Social Forestry Scheme should be applied as environmentenhancement measures and permission should be given to nearby landowners to take care oftrees and to own trees.

Overall opinion of the public is that the upgradation of the project road should be camred outat the earliest, but with mitigation measures to save the life as well as to increase the qualityof life of the people.

All the above suggestions given by the public and NGOs have been taken into account in theEMP.


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Karnataka State Highways Environmiiental Assessment Report -Imizprovenient Project Bijapur By-pass

Details of Public Consultation/Interview for the Project Environment

Date Place Town/District No. of Persons Male FemaleAttended

05-03-2003 Office of Water Bijapur 15 15 -

Shed Management

05-03-2003 Agricultural College Bij apur 70 60 10

07-03-2003 Afzalpur Takke Bijapur 50 28 3

PART II - ENVIRONMENTAL MANAGEMENT PLAN

1. IntroductionEnvironmental Management Plan has been prepared for the KSHIP for the project road forthe construction and operation phase which will be implemented through the existingenvironmental set up in the KSHIP.

2. Environmental impacts and Mitigation Measures

The environmental impacts due to location, engineering design, impacts during constructionand operation phases have been discussed in detail in Chapter 6 of the Phase II EIA Reportand is also presented in tabular form as Appendix-l of the EMP. The primary impacts due tothe implementation of Phase II upgradation of by-pass roads and the associated mitigationmeasures are discussed. As the project alignment is the new pavement and passes through thedry land the impacts anticipated are moderate and can be mitigated through proper measures.This section summarises the environmental impacts of the project and presents ,ricasures,which will be implemented to mitigate the adverse impacts of the project and to enhance thepositive outcome of the project. The environmental impacts due to location, engineeringdesign, impacts during construction and operation phases and the mitigation measures havebeen discussed.

Based on the proposed construction activities envisaged for road maintenance, no adverseenvironmental impacts are anticipated, if the specifications given for road improvement areadhered to. However, some minor construction related impacts are expected. Applying theEMP with the same diligence to the works involving rehabilitation contracts can mitigatethese impacts.

3. Integration of EMP with the Project

The EMP is an integral part of the Project and an important component, which will beimplemented simultaneously as the project proceeds. The project has to be executed andsupervised for effective and efficient environmental management and timely completion ofthe project. The budgetary allocations for EMP implementation would be a part of the projectcosts so that the EMPIU will receive funding to supervise and monitor the variouscomponents and train the staff and develop capacity and expertise within the Department.

The EMP has been made specific to the project requirements taking into account theenvironmental impacts and their respective mitigation measures. Although the conditions inthe Bid Documents are specified, the entire document on EMP shall be made a part of thecontracts for implementation of the project. The PWD of the GOK has to dischargeresponsibilities by:

EXECUTIVE SUMMARY Scanl WIL/on

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Karnalaka State Highways En vironniental Assessment Report -Improvement Project Bilaplu By -pass

Making the implementation of the EMP an integral part of the project;

Providing strong support and commitment to the development of the staff; and

Assisting and facilitating the EMPIU to liase with the relevant interface institutions.

All the relevant issues concerning the protection of the environment have been discussed inthe Phase II - Bijapur By-pass EIA report prepared as per the Operational Policy (OP 4.01)of the World Bank. For all practical purpose, the mitigation measures outlined in the EMPapply to the Upgradation of the by-pass component.

Conditions in Bid Document for Protection of Environment

The Contractors' responsibilities in matters related to protection of environment will be a partof the Bid Documents. The Consulting Supervisors will be held accountable for any deviationand non-compliance caused by the Contractor. These conditions have been included as part ofthe Bid Documents and are reproduced below for illustration. The conditions are derivedfrom General Conditions, Sections 111 (Precautions for Safeguarding the Environment), 112(Arrangement for Traffic During Construction), and others of the "Specifications for Roadand Bridge Works" by Ministry of Surface Transport (MOST), 1997. The contract clauseshave been modified as appropriate and additional clauses have been added where necessary.

4. Environmental Management Plan Implementation UnitThe PIU (PWD) will be responsible for implementation of the environmental managementplan to mitigate the potential impacts of the project. Implementation of mitigation measureswould be the responsibility of the Environment Management Plan Implementation Unit(EMPIU) which will be set up as part of institutional strengthening plan. Followingdiscussions between the PCC, PIU and PWD, the EMPIU framework was finalised and theappropriate expertise required during the implementation of the E MP were i dentified. TheEMPIU may be further modified and strengthened, as the project is implemented.

The following Organisations and their representatives will assist the PIU:Supervising Engineering ConsultantFinal Design ConsultantWorld BankCivil EngineersEnvironmental Consultant andPublic Participation (Stakeholders and NGOs).

Actions Taken by the PIUFollowing the approval of the Phase I EMP of KSHIP by the Government of Kamataka andthe World Bank, the PIU has adopted a proactive approach leading to the formation of theEMPIU in the PIU set-up.

The EMPIU formation has been initiated by the appointment of a Senior EnvironmentalEngineer of the rank of an Assistant Executive Engineer of the Government of Kamataka inMay 2001. The PIU has appointed totally 5 Assistant Environmental Engineers of AssistantEngineer rank and four of them are already in place in the divisional offices and one in

EXECUTIVE SUMMARY Scot/ Wi/son

ES-ix

Karnataka State Highways Environnmental Assessment Report -Imiiprovenment Project Byapur By-pass

EMPIU. Four Range Forest Officers have been deputed to the PIU. The Divisional Forestofficers (DFO) have been advised to supervise the seedlings being raised in the nurseries.

5. Environmental MonitoringThe monitoring locations, frequency of monitoring, length of time, monitoring stations andrecord keeping procedures in given format during construction and operation phase have beendefined. Air, noise and water quality standards have also been provided for comparison. Ifany parameter will exceed the standard, suitably will be further monitored and mitigated.

6. Capacity Development through Training for Environmental ManagementThe PIU (PWD) and the Contractor staff will need to be trained at various levels. AnEnvironmental Management Unit setup is functioning in P WD with specialized p ersonnel.The PIU (PWD) has arranged appropriate training of the staff.

The mitigation plan has been proposed separately for the construction and operation phases.The contractor in accordance with appropriate clauses included in the contract specificationswill meet the requirements during c onstruction. After construction is completed, the P WDwill maintain safety installation and monitor air and noise pollution in the normal course andtake action as needed. The Forest Department will look after the plantation.

7. Budget for EMP ImplementationThe cost of environmental mitigation measures has been estimated and provided in Table - 7of Section - Budget I mplementation of Phase I I Environmental M anagement P lan (EMNP).The present EMP consists of cost estimate for aesthetics and enhancement measures for theproject area. The cost estimated is Rs. 6,70,000. The costs may be m odified b ased o n t heimplementation of the project.

RESETTLEMENT ACTION PLAN (RAP)

The Resettlement Action Plan (RAP) of Phase II Bijapur By-pass has been prepared on thebasis of provisions contained in the document approved by Government of Kamataka (GOK)entitled: Resettlement and Rehabilitation: Principles and Policy Framework for theKarnataka State Highways Improvement Project.

Socioeconomic surveys along w ith p ublic c onsultation w ere conducted o n t he u pgradationroads, for a Corridor of Impact of 30 m keeping in view the design requirements. Thesesurveys were conducted during April 2003.

There was a concerted effort to reduce impact on the number of families being affected. Thetotal number of Project Affected Persons (PAPs) is 632 and the total number of ProjectAffected Families (PAFs) is 55. The total number of settlements to be affected is 2. Theextent of land acquisition from private owners necessary for road widening and otherimprovements is 38 acres.

RAP provides a detailed and updated implementation schedule for Phase II Bijapur by-pass.

EXECUTIVE SUMMARY Scott Wilson

ES-x

PART - IENVIRONMENTAL IMPACTASSESSMENT (EIA) REPORT

I~~



CHAPTER- 1

INTRODUCTION

TABLE OF CONTENTS

SECTIONS PARTICULARS PAGE NO.1.1 Project Background 11.2 Bypasses as integral part of KSHIP 11.3 Scope 21.4 Objectives 21.5 Environmental Assessment (EA) Study 21.2 Approach and Methodology 2

1.2.1 Essential Steps 21.2.2 Existing Environmental Baseline Condition 21.2.2.1 Collection of Primary and Secondary Data 21.2.2.2 Collection of Primary Data 31.2.2.3 Collection of Secondary Data 31.2.2.4 Environmental Impact Assessment (EIA) 41.2.2.5 Environmental Management Plan (EMP) 41.3 Structure of the Report 5Table 1.1 Bypasses selected by KSHIP 1Figure 1.1 KSHIP Phase II Project Corridors _

Scott WilsonlPART I - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

Karnataka State Highways Environmental Assessment Report -Improvement Project Byapur By-pass

CHAPTER- 1

INTRODUCTION

1.1 PWD - KSHIP - BackgroundThe Karnataka State Highways Improvement Project (KSHIP) is an initiative by the PublicWorks Department (PWD) of the Government of Karnataka (GoK), under the financialassistance of World Bank, to undertake improvement of 2490 Km of roads consisting of StateHighways and Major District Roads. The whole project has been divided into two phases -Phase I and Phase II. In both Phases roads have been selected for upgradation andrehabilitation. In Phase I, roads selected for upgradation include about 394 Kms. in Gulbarga,Raichur, Koppal, Bijapur and Bidar districts. Upgradation is widening and strengthening ofthe existing carriageway. The width of the existing carriageway - 3.5ms, 4.5 ms and 5.5mswill be increased to the width of 7 ms. This involves cutting of trees, if any. And for majormaintenance (i.e. rehabilitation) in Phase I, total roads round up to 1027 Kms. Majormaintenance d oes n ot i nvolve c utting o f any t ree. P hase I p roject i s under implementationstage. In Phase II, roads selected for upgradation total up to 548 Kms. and they come underBelgaum, Gokak, Bagalkot, Bijapur, Gadag, Chitradurga and Bellary districts. In addition,around 491 Kms of roads have been selected for Rehabilitation in Dharwad, Uttara Kannada,Belgaum, Raichur and Mysore. Figure - 1.1 shows Phase II upgradation and rehabilitationcorridors considered by KSHIP.

1.2 By-passes as integral part of KSHIPTwo by-passes are recognised by KSHIP as a part of Phase I keeping in view the increase intraffic along the project roads following the improvement and to avoid future bottle necks inthe town area. The Phase II Project includes by-passes for 2 Towns - Raichur and Bijapur.These by-passes are considered as additional corridors to the existing roads passing throughthe settlements to facilitate smooth traffic flow. By-passes explored by KSHIP with towns arelisted in Table 1.1.

Table 1.1: By-passes selected by KSHIP

SL. Settlement KSHIP Location LengthNo. Links (Km)

1 Bijapur 2A & Bijapur - Tikota (Phase I) & 6.73A Bijapur -Mudhol(Phase II)

2 Raichur IA & Raichur - A.P. Border (Phase I) & 7.61 B Kalmala - Raichur (Phase I)

1.3 ScopeEnvironmental Assessment study plays an important role in Environmental ImpactAssessment (EIA) of developmental project by determining the baseline conditions, potentialenvironmental impacts, consideration of alternatives, preventive mitigative and compensatorymeasures. Besides, detailed environmental designing for monitoring of evaluation of futureenvironmental aspects, plans and documentation will be given importance.

1.4 ObjectivesThe main objective of the present study is to conduct a detailed feasibility study of the projectcorridor along with thorough evaluation under economic, environmental and social criteria, toqualify for proposed improvement. To achieve this objective, Environmental Assessment is

Chapter - 1. Page I of 5 Scott WI/soil

PART I - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

Kizntaka State Highways EnvirntalAtwieentRepon -Improvement Project Bijapur By-pass

Figure - 1.1: KSHIEP -Phase II Upgradation and Rehabilitation Corridors

Improvement Legend For Phase-Il Roead

-- Unordvn bad (Bidar)

~~~~~~~~~~~~~~~~~~~~~~Sct is eon ;

PART! ENRo EBonler

J 't ~~~Sriur U m

Kaslp 04;* l i ,ador

nrm A hib , _ _ ,

\4 t , u r < uruvekiOS .~ L

Scaxt Wil5an



required. The study focuses on probable environmental impacts and to suggest feasible andcost effective engineering measures to minimise the adverse environmental impacts.

1.5 Environmental Assessment (EA) StudyThe EA study has been carried out as per the Guidelines of the Ministry of Environment andForests (MoEF) of the Government of I ndia (Gol) as a lso t o m eet t he requirements o f t heWorld Bank as per its Operational Policy OP 4.01.

This Environmental Assessment Report is concerned with environmental aspects of theBijapur by-pass and is formulated as per MoEF and World Bank guidelines as outlined in OP4.04 on Natural Habitats.

This report enlightens environmental aspects of Bijapur By-pass of Phase II KSHIP.

1.2 Approach and Methodology1.2.1 Essential StepsEnvironmental Assessment (EA) requires the following essential steps as per World Bankguidelines (1998):i. Understanding of existing environmental baseline Conditions;ii. Analysis and assessment of potential environmental impacts - direct and indirect

impacts;iii. Identifying opportunities for environmental enhancement;iv. Systematic comparison of alternative investmnent, sites, technologies and designs in the

light of environment;v. Preventive, mitigatory and compensatory measures andvi. Environmental management, training and Environmental monitoring (in the form of

Environmental Mitigation or Management Plan) andvii. Envirommental Mitigation Costing.

1.2.2 Existing Environmental Baseline ConditionTo understand the existing situation of the project area the following activities were carriedout:i. Conducting environmental surveys, public consultations, field testing and monitoring

of the air, water and noise andii. Collection of existing and documented environmental baseline data from different

agencies and other sources.

1.2.2.1 Collection of Primary and Secondary DataBoth primary and secondary data are required for establishing baseline conditions of theproject roads and to establish the extent of impacts. Following exercises are involved:i. Establishment of baseline condition to define characteristics of the existing

environment;ii. Public consultation to understand the environmental conditions;ill. Analysis of potential impacts, their magnitude and duration on physical and sensitive

natural environment;iv. Identification and selection of cost effective and feasible Environmental Mitigation

measures (for Environmental Management Plan) andv. Estimation of cost for environmental mitigation measures and environmental

monitoring.

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Karnataka State Higlhways Environntental Assessnment Report -Improvement Project Bijapur By-pass

1.2.2.2 Collection of Primary DataThe Environmental Assessment Source Book (update 1999), World Bank Guidelines (1999),Environmental Procedures and Guidelines (MoEF, 1994) were important sources of guidancefor collection of the baseline data from the field.

The Environmental Assessment Source Book (update 1999), World Bank Guidelines (1999),Environmental Procedures and Guidelines (MoEF, 1994) were important sources of guidancefor collection of the baseline data from the field.

The primary environmental survey was conducted in the month of January 2003. Fieldreconnaissance survey was followed by detailed environmental survey. Environmentalmonitoring locations were identified for air and noise quality and testing of samples werecarried out. Water bodies or bore well sources were not found within or outside 30m of ROW.The data provides the background of air and noise quality status of the project area. Biologicalcomponents were not observed except two trees. Local fauna was listed. Impacts of theproject on environmental components and social components were recognised.

A number of persons were contacted for collection of baseline data and their opinionregarding environmental features of the by-pass and also feasibility of the project. Forconducting environmental survey necessary tools and Proforma have been developed keepingin view of the Questionnaires for Environmental Clearance (MOEF and CII, 1999).

Questionnaires for Public opinion and other Proforma have also been developed to facilitateenvironmental assessment.

1.2.2.3 Collection of Secondary DataBaseline data have been collected from many sources and by contacting a number of persons.Meteorological data and demographic data for the Social environment were obtained from theDistrict Statistical Centre, Bijapur. Social components considered were total area, land use,population density, occupational structure/pattern, work force ratio, literacy rate, crop pattemand amenities. Geological data (rocks and soils) was collected from Agricultural College,Hittanahalli Farm, Bijapur. Tourism and archaeological data were collected fromArchaeological Department, Gumbaz Campus, Bijapur. Data on available local species ofplants was collected from Regional and Social Forestry Divisions, Bijapur.

Detailed information on the following features were recorded and analysed.Physical Resources: Geology, Topography, Tectonics, Climate, Soil and Drainage system,Biological Resources: Ecology, Vegetation, Flora and FaunaHuman Resources: Demography, Land Use and Occupation patternQuality of life values: Educational institutions, Medical facilities, basic amenities like watersupply, electricity and communication and transportAestheticsCultural heritage and TourismThe reconnaissance survey enabled the consultants to identify the various c ritical locationswhere primary data on Air, Noise, Water and Soil quality were to be generated for impactassessment and prediction. These data were generated.

In addition to the above surveys, infornal and formal discussions and consultation were heldwith the local populace with reference to the pertinent projects and their views and

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PART I- ENVIRONMENTAL IMPACT ASSESSMENT (EIA)


suggestions were sought on issues of road widening, land acquisition, environmental pollutionand degradation, sanitary facilities and safety.

1.2.2.4 Environmental Impact Assessment (EIA)All the data pertaining to the physical attributes of the region in general and road in particularon a 10-km wide swath have been collated and processed to provide the baseline conditionand to estimate detailed potential (key) environmental issues. The potential impacts onenvironmental components like air, water, noise, land, biological - flora and fauna, andsocioeconomic and cultural aspects were predicted and evaluated based on the fieldobservations a nd s econdary d ata. S imple m atrix m ethod w as a dopted for the evaluation ofimpacts.

As part of the assessment, the rules and regulations governing environmental assessment andtheir application to the project and the institutions responsible for providing the clearancesand for discharging those functions were charted. Thus from the regulatory perspective, thelegal procedures on land acquisition, tree felling, compensatory afforestation, preparation ofrehabilitation & resettlement a ction p lan and e nvironmental m onitoring a nd r eporting w ereidentified as key issues. The issues related to land acquisition, displacement and rehabilitationare covered separately in the report on Resettlement Action Plan.

The legal provisions for carrying out this study is given in the January 27, 1994 EIAnotification and subsequent amendments dated 4th May 1994, 10th April 1997 and 15thOctober 1999 under the Enviromnent (Protection) Act, 1986.

To identify and assess the probable environmental impacts during design phase, constructionand operation phase, close interaction was established with the design engineers and feasibleengineering solutions were arrived at. In addition aligmnent shifts were considered insensitive areas involving community, religious structure, drainage constraints and stretcheswere social forestry plantations were encountered. The corridor of impact varies between 20-30 m depending upon the proposed road embankment height, terrain and geographicallocation of these roads. The social section (RAP) of Bijapur Bypass separately covers theimpacts due to land acquisition, displacement and rehabilitation.

1.2.2.5 Environmental Management Plan (EMP)Cost effective and feasible designed mitigation measures were identified. The detailed planfor the management of environmental components during construction and operation phase ofthe project will be provided to overcome the potential environmental impacts.

The impact analysis and mitigation measures arrived at, help in formulating the EnvironmentManagement Plan (EMP). The EMP looks into the environmental impacts and mitigationmeasures, identifying the implementing organisation for environmental management, thecurrent composition of the PIU, level of expertise of the personnel, external consultantsrequired for monitoring and implementation. The training needs of the personnel were alsoconsidered for formulating the EMP and calculating the budgetary allocations. These aspectsare covered in Phase II - Environmental Management Plan. The present EMP covers theprocedure to be followed for implementation of the mitigation measures, monitoring of thevarious activities and the responsibilities of the project proponent, supervisory consultant andthe contractors. The overall budget for environmental mitigation measures and monitoringwas prepared. All these issues are discussed in the Part II - Environmental Management Plan(EMP).

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Karnataka Stale Highways En vironmental Assessment Report -Improvement Project Bijapur By-pass

1.3 Structure of the ReportKeeping in mind the physical features of the project route and related impacts the report hasbeen divided under the following Chapter headings. Each Chapter deals with the situationsrelated to the project area.

Part - I: Environmental Impact Assessment (EIA)Environmental Assessment SummaryChapter 1- IntroductionChapter 2- Policy, Legal and Administrative FrameworkChapter 3- Project DescriptionChapter 4- Analysis of AlternativesChapter 5- Baseline Environmental Set upChapter 6- Environmental Impact Assessment and Mitigation MeasuresChapter 7- Public Consultation

Part - II: Environment Management Plan (EMP)IntroductionEnvironmental Impacts and Mitigation MeasuresIntegration of EMP with the ProjectEnvironmental Management Plan Implementation Unit (EMPIU)Environmental MonitoringCapacity Development through Training for Environment ManagementBudget for EMP Implementation

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Karnataka State Highways Environmiienital Assessment Report -


CHAPTER -2

POLICY, LEGISLATION AND ADMINISTRATIVE FRAMEWORK

TABLE OF CONTENTS

Sections PARTICULARS PAGE NO.

2.1 Highlights of the Indian System and Major Organisations 12.1.1 Department of Environment and Forests 12.1.2 The Pollution Control Board 12.1.2.1 The Central Pollution Control Board 12.1.2.2 Karnataka State Pollution Control Board 12.2 Guidelines for EIA of Highway Projects, IRC: 104-1998 22.3 Responsibilities of the Project Promoter & Interfaces with 2

other Agencies2.3.1 Interface with Ministry of Environment and Forests 22.3.2 Interface with Karnataka State Pollution Control Board 22.3.3 Interface with the Department of Land & Land Revenue of 3

GoK2.3.4 Interface with the offices of the District Magistrate & City 4

Municipalities2.3.5 Interface with the Departments of Forests of the GoK 42.3.6 Interface with the Department of Mines of the GoK 42.3.7 Strength of the Public Works Department of the GoK for 4

Interface Management2.4 Statutes Related to Environment 42.4.1 Land Acquisition Act, 1894 52.4.2 The Mysore Highways Act, 1964 62.4.3 The Wildlife (Protection) Act, 1972 62.4.4 Water (Prevention and Control of Pollution) Act, 1974 62.4.5 The Karnataka Preservation of Trees Act, 1976 62.4.6 Town and Country Planning Act, 1976 62.4.7 Forest Conservation Act, 1980 62.4.8 The Air (Prevention and Control of Pollution) Act, 1981 72.4.9 Environment Protection Act, 1986 72.4.10 Motor Vehicles Rules, 1989 72.4.11 The Hazardous Wastes (Management and Handling) Rules, 7

19892.5 World Bank Policies 82.5.1 Natural Habitats (OP 4.04) 82.6 Environmental ClearancesTable 2.1 Clearances to be obtained for Phase II bypass Component of 11

KSHIPFigure 2.1 Environmental Clearance Procedure 3Figure 2.2 Forestry Clearance procedure under Forest Conservation Act, 5

1980

Scott WilsotiPART I - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

Karnataka State Highways Environnzental Assessmenlt Report -Inmprovement Project Bijapur By-pass

CHAPTER -2

POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

2.1 Highlights of the Indian System & Major OrganisationsDevelopment of environmental protection and enhancement measures in India has beendetermined to a considerable extent by the central legislation. The Ministry of Enviromnentand Forests (MoEF), set up in 1980, is the controlling institution in this regard. The MoEF hastwo wings as Environment and Forests. Clearance of new developmental projects is necessaryfrom both the wings.

2.1.1 Department of Environment & ForestsEvery state in India has now their respective Departments of Environment & Forests. InKarnataka, this department is known as the Department of Forests, Ecology and Environment.This Department was established in March 1981 to have an integrated approach to deal with,prevention and control of air and water pollution, preservation and development of forestwealth and other natural resources in the state. This department co-ordinates and controls theactivities sponsored by the Union Ministry of Environment within the State. It also co-ordinates and controls the activities of the State Pollution Control Board.

2.1.2 The PolHution Control Board (PCB)2.1.2.1 The Central Pollution Control Board (CPCB)The Central Pollution Control Board (CPCB) is another technical wing of the MoEF entrustedwith t he responsibilities for detection and abatement of pollution. Every state of India hastheir respective pollution control boards, which act in unison with the policies of the CPCB.The State Pollution Control Boards (SPCB), in turn, are the empowered institution to issuelicenses to the industries. These licenses are issued on the condition of total compliance withthe standards o f p ermissible p ollution as prescribed from time to time by the CPCB or asmodified (usually in more stringent terms) norms depending on local conditions. Everylicensed industry is required to carry out environmental auditing and submit such reports tothe license issuing authority. The State Pollution Control Boards can repeal such licenses onthe observed violation of the norms.

2.1.2.2 Karnataka State Pollution Control Board (KSPCB)The functions of the Karnataka State Pollution Control Board include advising the StateGovernment on water pollution issues, enforcement and monitoring as per the Air Act, co-ordinating the activities of the regional offices of the pollution control board. It also issues"No Objection" Certificates (NOC) for establishment of new projects, environmentalclearance of projects and conducting public hearing with respect to developmental projects. Italso issues consent letters and NOC for projects involving expansion. The KSHIP wouldcome under its purview.

The Karnataka State Pollution Control Board is the nodal body involved in monitoring thevarious industries and infrastructure related development projects from the angle of pollutioncontrol. It also formulates and stipulates the various standards for the various emissions,discharge of effluents, by-products and pollutants into the environment.

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Karnataka Slate Highways En vironntental Assessment Report -Improvement Project Bl/apur By-pass

2.2 Guidelines for EIA of Highway Projects, IRC: 104-1988The Indian Roads Congress published the guidelines for EIA of road projects in 1988. Itoutlines the procedure for carrying out the EIA and the requirements to be met under it. It alsolists the various environmental components to be examined in relation to road projects. It alsorecommends that the project authorities should have close interaction with the Department ofEnvironment and Forests. It is pertinent to mention that the Guidelines of the Ministry ofEnvironment and Forests for EIA are much exhaustive than that outlined in the IRCguidelines.

2.3 Responsibilities of the Project Promoter & Interfaces with Other AgenciesThe r esponsibility o f i nitiating actions I eading t o i ssuance o f e nvironmental c learance o f aproposed project vests with the project promoter. In the present instance, the Public WorksDepartment (PWD) of the GoK would be carrying the legal responsibilities of the projectpromoter.

The basic responsibility of the project promoter is to prepare, submit a comprehensivedocument, complete in all respect. It shall be obliged to provide clarification, with or withoutadditional documentation, when intimated by the designated authority. It must carry thecommitment that no deviation from designed project would be made during implementationwithout prior and explicit permission of the designated authority to do so.

2.3.1 Interface with the Ministry of Environment & ForestsThe basic document required for obtaining environmental clearance is the EnvironmentalAssessment (EA) report presented in the prescribed format and supported by detailed andaccurate description of the project. The Environmental Impact Assessment (EIA) report whenprepared and where necessary, would follow the format prescribed by the MoEF in thisregard. In addition to the EIA report, the project proponent are to furmish information on therehabilitation of the displaced people if more than 1000 people are likely to be displaced. Incase it is less than 1000 persons a summary plan would be adequate.

While following the prescribed format of the EA report, it would be seen that the projectpromoter has to establish and utilise strong interfaces with several other Departments of theState Govemment and other State Agencies. It is useful to understand the contexts of thisneed.

2.3.2 Interface with the Karnataka State Pollution Control BoardThe Amendment dated 4 th May, 1994 of the Environment (Protection) Act, 1986 requiresevery promoter of major infrastructure projects, including road development, to prepare andsubmit Environmental Impact Assessment (EIA) report for clearance before the project can beimplemented. However, the Ministry declared through a notification dated April 10, 1997 thatprojects conceming upgradation of existing roads which involve marginal land acquisitionwould be exempted from the prescribed clearance procedure except where sensitive areas likesanctuaries, national park, reserved forests etc, are involved.

In schedule IV of the above referred notification, the MoEF has prescribed that theEnvironmental Assessment report on road up-gradation project should be disclosed for publichearing through a notified meeting to be headed by the nominee of the State Pollution ControlBoard and t he D istrict C ollector o f t he c oncerned d istrict. T he r eport o f t his m eeting with

Chliapter-- 2 Page 2 of 8 Scott 11/lsonl


Karnataka State Highways Environmental Assessment Report -Improvement Project Byjapur By-pass

observations would be sent by the SPCB to the MoEF. This report would contain a copy ofthe No Objection Certificate (NOC), if issued to the concerned project promoter.Following the amendment (dated April 10, 1997), the Ministry of Environment and Forests,Govermment of India issued a circular on 15th October 1999 (No.21012/26-99-IA-III). In thecircular, it is clarified that "Marginal land acquisition means that the land acquisition does notexceed a total width of 20 meters on either side of the existing alignment put together. Furtherit is also clarified that by-passes would be treated as stand alone projects and would requireenvironmental clearance only if the cost of the projects exceed Rs.50 crores each". Figure -2.1 shows the procedure for obtaining Environmental Clearance from the SPCB, StateDepartment of Environment and MoEF.

Figure - 2.1: Environmental Clearance Procedure

|Apph, to MOEF m p-e,rbed |

|IntOstot

1 | Sropmg by Invetor

Submits Prooat -lsro .nr to Con....d SPCB Submisson ofthe psojoos to MOEfF

Roososo I,. I m, by MOEF SffR SPCB

1 | ~~~~~~~~~R-vwby EAC of`MOEF -5Iepon n prtble

I. bc Be4 S_ .60E

2.3.3 InterfaCe withbthe Department ofLand & LandIRevenuesof the GoK n_ e M 1 ~~~~~~~~~~~~~1 d ._ Vb.blt

Howevesrh pmarginal Imay bhe- thvmuto adrqie,fo t custo h rjc

I sf EIA Nofe t pm of Revenue ish dsgned au t t

interest.000 PAPs c i e to be borne the proje A ct rooer.dd Th giv k fothe Dsi Collectorle 4-pk would carrytou bdo ohf. Suc

Ennwnmenal~ ~ ~ ~ ~~~~~~~~~~-..M Ck-.c Yesb,MOFWgth-K.

2.3.3 Interface with the Department of Land & Land Revenue of the GoKHowever marginal may be the amount of land required, for its acquisition the projectpromoter has to proceed by following the laid procedures in this regard. The District LandAcquisition officer of the Department of Revenue is the designated authority to conduct thebusiness of land acquisition within his jurisdiction. The Collector of the District in theControlling Officer and would receive requisitions for land acquisition required in publicinterest. All costs in this regard are to be borne by the project promoter. The given Office ofthe District Collector would carry out disbursement of the amounts of compensation,adjudicated in conformity with the declared state policy on entitlement.

Persistence of public grievance in such matters complicates the schedule of implementation ofthe proj'ect on ground. Therefore, it is recommended that no construction work should start

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Karnataka State Highways Environmental Assessment Report -Improvement Project Biapur By-pass

before completing land acquisition process ending with payment of compensation and/orrehabilitation.

2.3.4 Interface with the Offices of the District Magistrate & City MunicipalitiesThis would be critical at the time of removal of encroachment and congestion. The Magistrateof the District would take all actions on clearance of these. Rehabilitation of the displacedpersons would need the assistance of both the District Magistrate and the City Municipality.These offices should be approached while formulating the Resettlement & Rehabilitation(R&R) Plan. However, in the context of environmental management, no construction workshould start before the displaced persons are resettled and rehabilitated.

2.3.5 Interface with the Department of Forests of the GoKWhen road development projects require acquisition of forestland and/or involve felling o ftrees, Consent of the F orest Department of the State as well as that of t he M inistry o f t heGovernment of India is then required. Although the designated authority to permit felling oftrees is the District Collector, decisions are inviolably taken with the consent of the StateForest Department.

On receipt of the permission to fell trees, the State Forest Department has to arrange to obtainconcurrence of the Forest Wing of the MoEF of the Gol to the plan. The Ministry, beforeconcurring, may wish to verify the facts through their own agencies. If no diversion of landfrom the designated forest areas is involved, then the Ministry may accept the proposalwithout ground verification. Under that circumstance, the project promoter is not required totransfer acquired land to the State Forest Department to carry out compensatory afforestation.This can happen when felling is limited only to the avenue trees planted earlier on the unusedpart o f the right of way belonging to the project promoter. However, raising of new treestwice the number of felled trees on the unused part of the right of way persists as a conditionfor obtaining clearance of the project by the appropriate authority. Assistance of the StateForest Department for meeting this task facilitates preparation of compliance reports. Figure- 2.2 shows the procedure to be followed for obtaining forestry clearance.

2.3.6 Interface with the Department of Mines of the GoKIt is generally expected that the project promoter would obtain supplies of stone aggregatesfrom the existing licensed quarries. If for any reason new quarries have to be opened up, thenthe permission of the State Department of Mines would be required. Such new quarries ofsizes more than 5-hectares would require environmental clearance based on EA reports.

2.3.7 Strength of the Public Works Department of GoK for Interface ManagementThe Project Implementation Unit (PIU) under KSHIP and formation of a dedicatedEnvironment Management Plan Implementation Unit (EMPIU) under it consisting ofHighway Engineers, Environmental Engineers and Forest officers are functioning for over ayear now and are well acquainted with the procedural requirements. The PIU and the EMPIUare adequately aware of the necessity of a multidisciplinary approach being adopted forHighway Construction and Management. Such multifaceted units that can adopt a holisticapproach should also be deployed for future road projects.

2.4 Statutes and Operations Policy Related to EnvironmentVarious laws and policies of the Central (Gol) and the Kamataka State Government andoperation policy of World Bank are discussed below.

Chapter- - 2 Page 4 of 8 Scott Wzlsoi



Figure - 2.2: Forestry Clearance Procedure under Forest Conservation Act, 1980

Application of User Agency to DFO

|Scrutiny of Application, Preparationret anl of Forrnal Proposa

4Scrutiny ,Recommendato

Scrutiny, Remark, Recommendationof PCCF

|Scrutiny, Remark, Recommendation

1 ~~~~RCCF

Proposals upto ords aeove xa by Sateov C einspcG20 hectares-RCCF reportres-MOEF

Examination and final decision fori cases upto 5 Ha forest land except

those of mining and encroachment

The Land Examinason and putting before tinm(1niaefocdo f Acqi ore lSmtoie Advlsoy Group proposals tcon fortea

othner thann those mntioned abave

; | h~~~~~~~~Fntal decision, issue o

|Issue of orders by State State povt Copiac

|ApprovalOrder -- l1

2.4.1 Land Acquisition Act, 1894 (with subsequent amendments)This statute would apply on KSHIP as and when land is to be acquired in the case of changesin alignment and widening where there is not enough right-of-way (ROW) with the StateGovemrnment.

The Land Acquisition Act under Section 4(l) is enforced to acquire land in public interest.The maximum time allowed, from the date of notification for the acquisition is two years,after which the notification lapses. For the project land acquisition will be required Thecompensation for land is fixed under section 23 (2), where the amount to be paid is the market

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Karnataka State Higlhways Environmental Assessment Report -Inprovenment Project Bijapur By-pass

value + 30% solatium (compulsory). If this amount is paid within one year then an additionalinterest of 9% is paid to the beneficiary; if it exceeds one year then an additional interest of15% is paid.

2.4.2 The Mysore Highways Act, 1964The Mysore Highways Act, 1964 and the Mysore Highways Rules, 1965 are in force in theState of Karnataka. This enactment provides, among other things, for the restriction of ribbondevelopment and removal of encroachments. They are applicable to highways of the State, butnot to the National Highways. These have also provisions for enforcing restrictions onbuilding activity along highways and control of access to their land.

2.4.3 The Wildlife (Protection) Act, 1972This Act provides for the protection of wild animals, birds and plants and for mattersconnected therewith or ancillary or incidental to. It appoints the wildlife wardens andconstitution of the wildlife advisory board, etc.

2.4.4 Water (Prevention and Control of Pollution) Act, 1974The basic objective of this Act is to maintain and restore the wholesomeness of the country'saquatic resources by prevention and control of pollution. Water is a state subject under theconstitution. Consequently, the Water Act, a Central law, was enacted under Article 252(1) ofthe Constitution, which empowers the Union Government to legislate in a field reserved forthe States. All the States have approved implementation of the water Act.

2.4.5 The Karnataka Preservation of Trees Act, 1976This act prvides for the preservation of trees in the State by regulating the felling of the treesand for the planting of adequate number of trees to restore ecological balance and for mattersconnected therewith.

The Act also elaborates the restriction on felling of trees and liability for preservation of trees.Section 8(2) of the Act specifies that "Any person desiring to fell a tree, shall apply in writingto the concerned Tree Officer for permission in that behalf. The application shall beaccompanied by a site plan or survey sketch specifying clearly the site or survey number, thenumber, kind and girth of tree sought to be cut and the reasons therefore along with theconsent of the owner or occupant".

2.4.6 Town and Country Planning Act, 1976Like the act on prevention of water pollution, the original structure of this act was drafted inthe Union Govemment and later adopted by the constituent States. Under this the States wereto set up Boards to plan land use for both towns and country. Any promoter of project has toobtain a certificate from this Board stating whether the proposed land use is compatible withthe laid plan. (It should be mentioned here that The State of Karnataka had its own Town andCountry Planning Act since 1961 which has undergone several Amendments and presently isknown as The Kamataka Town and Country Planning (Amendment) Act, 1993).

2.4.7 Forest Conservation Act, 1980This Act provides for the conservation of forests and for matters connected therewith orancillary or incidental to. This Act restricts the de-reservation of forests or use of forestlandfor non-forestry purposes without the prior approval of the Union Govemment.

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Karnataka State High ways Environmental Assessment Report -Inmprovement Project Bijapur By-pass

The Rules and Guidelines under this Act as amended on October 25,1992 have elaboratelyoutlined and defined the application of the Act, procedure to be followed for acquisition offorestland for non-forest purposes, submission of proposals, compensatory afforestation andcertain clarifications about the procedural requirements.

Under Para 2.5, the rules and their applicability is elaborated regarding rail, roads andirrigation p rojects. K eeping i n v iew the r equirement o f v arious d epartments like Railways,Irrigation and PWD for specific purposes like laying of roads for widening or expansion or re-alignment, rail links etc., the Ministry under Para 2.5 stated that vacant land already inpossession with the government agencies which have not been notified as protected forests,will not attract the provisions of Forest (Conservation) Act, 1980. However, the c oncernedagency will seek permission under local laws, if any, from appropriate authority.

Under section 3.2(vi) (e), land for compensatory afforestation requires diversion of linear orstrip plantation declared as protected forest along the road sides for widening or expansion ofroad and compensatory afforestation may be raised over degraded forest land twice in extentof the forest area being diverted/de-reserved in respect of the above proposal.

2.4.8 The Air (Prevention and Control of Pollution) Act, 1981The Union Govermment under Article 253 of the Constitution passed this Statute. This Actprovides for the prevention, control and abatement of air pollution and confers powers to theCentral and State Pollution Control Board with a view to carry out the aforesaid purposes.

2.4.9 Environment (Protection) Act, 1986The Union Government under Article 253 of the Constitution passed this Statute. TheEnviromnent (Protection) Act, 1986 seeks to achieve the objective of protection andimprovement of environment and for matters connected therewith. This legislation enables theco-ordination of activities of the various regulatory agencies, setting up of an authority orauthorities with advocate powers for environmental protection etc.

2.4.10 Motor Vehicles Rules, 1989In 1989, the Central Motor Vehicles Rules introduced nation wide emission levels for bothpetrol and diesel driven vehicles. Rule 115(1) requires that every motor vehicle bemanufactured and maintained so that smoke, visible vapours, grits, sparks, ashes, cinders arenot emitted when the vehicle is driven. Emission standards for petrol and diesel vehicles havebeen specified by the motor vehicles rules.

2.4.11 The Hazardous Wastes (Management And Handling) Rules, 1989The Central Government formulated these rules under the Environment (Protection) Act,1986. Under section 7 of these rules, it is required that the operator or occupier of a facilitydealing with hazardous waste ensures that the hazardous waste is packaged in a suitablemanner for storage and transport and the labeling and packaging shall be easily visible and beable to withstand physical conditions and climatic factors. Packaging, labeling and transportof hazardous wastes shall be in accordance with the provisions of the rules issued by theCentral Government under the Motor Vehicles Act, 1988, and other guidelines issued fromtime to time. Section 9 of these Rules also requires that in case of an accident duringtransportation of hazardous wastes, the operator or occupier of a facility shall immediatelyreport to the State Pollution Control Board in the prescribed form.

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PART I- ENVIRONMENTAL IMPACTASSESSMENT (EIA)


CHAPTER- 3

PROJECT DESCRIPTION

TABLE OF CONTENTS

SECTIONS PARTICULARS PAGE NO.

3.1 Location and Description of the Project Area I3.2 Projected Traffic 13.3 Design options 23.4 Options on Construction Methods 2

3.4.1 Pavement Overlay 23.4.2 New Construction 23.4.3 Treatment Alternatives 23.4.3.1 Upgradation - Widening and Strengthening (including Raising 3

of Embankments)

3.4.4 Cross Drainage Structures Construction 33.5 Options on Road Construction Materials 3

3.5.1 Road Construction Materials - Sources 33.5.2 Pavement Design Materials 43.6 Options on Cross Drainage Structures 53.7 Options on Intersections on roads for upgradation 5Table 3.1 Present and projected traffic at Sindhnur By-pass 1Table 3.2 Location of Road building materials for Sindhnur by-pass 4Table 3.3 Quarntity of Materials required for the Road Construction 5Table 3.4 Number of new Cross-Drainage structures 5Table 3.5 List of intersections for Improvement 5Figure 3.1 Existing Condition of the Project AreaA - J _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

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CHAPTER- 3

PROJECT DESCRIPTION

3.1 Location and Description of Project AreaProject area selected for by-pass is in Bijapur. The geographical area of Bijapur is 75.36 sq.Km. The district is situated in the Northern part of the Kamataka State at 585m -595m abovesea level at 160 42' to 160 49' Latitude and 740 40' to 74° 50' Longitude. The district isunder Belgaum division. The project area is described in the following paragraph:

The proposed alignment begins from Bijapur - Tikota road (SH - 12) at PWD Km Stone126.2, west of Bijapur town on link 2A and continues towards southeast on a plain terrain atan elevation of 620m above MSL, along the existing cart track and curves gradually. Thisstretch is of about 2.8 Kms length and further it intersects the project road Bijapur -Jamkhandi road on link 3A (Chainage 2.8 Km). Then, the alignment continues to follow thesame direction and crosses 'Central Railway' broad gauge line at a distance of 1.9 Km andtraverses for a distance of 300m (1.9 + 0.3 = 2.20 Km) and intersects Bijapur-Bagalkot road -NH-218 (Chainage-5 Km). Further, the alignment curves easterly direction for about 1.70Km before terminating at Chainage 103 Km on south-link of NH - 13, south of Bijapur(Chainage- 6.7 Kni). The total length of the proposed By-pass alignment is about 6.7 Krns(Map 3.1 and Sketch 3.1). The proposed By-pass alignment passes through lands of Mahalbagayath and Kasaba Bijapur revenue villages Villages in the project area with their projectchainage are presented in the following table (Table - 3.1).

Table - 3.1: Villages of the project area with chainage

Villages Chainage (Km)From To

Left | Rght Left RightMahal Bagayath 0.000 6.238 6.240Kasaba Bijapur 6.238 1 6.240 6.425 6.425

3.2 Existing Road ConditionThe existing road is narrow with poor vision, varying undulations and improper drainage.Figure - 3.1 shows the present condition of the existing road with starting point, confluencepoints and ending point of the proposed by-pass.

3.3 Projected TrafficA traffic survey conducted during 1999 revealed that around 600 vehicles per day is throughtraffic, which will use bypass if constructed. The anticipated traffic growth in the by-passroute for ten years (2001-2010) is given in Table - 3.1

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Kanaataka State Highwzyis E,tmaunwtAWA&jment Repof -


Map - 3.1: Proposed Bypass Alignment

,i..'F - /k4..

L0~~

, _ _ J/Ntt |MAP SHOWING PROPOSED BYPASS, 7 5<'<.ALIGNMENT CONNECTING CORRIDORk2

& CORRIDOR 3 WITH NH-218 & NH-13

sco5 wsc,

PART I - ENVIRONMENTAL IMPACTASSESSMENT (EA)


Old NH-13 tojSholapur ;

New NH-13 NExisting Cart Track

(*Not used by any Vehicular Traffic) 1

0 Z 0 Ch. 10 3i .^/Link 3A \$ink 2

--UW=h -; 5 T

| Railway Track x 2. 2.40X 02 2.30xTON 0.30 _

1-2 1.70_ POSE2- 3 2-20 ,,S O3-_4 28 v0J

BIJAPUR BYPASS

* The existing Cart track on the west is a poor zig-zag alignment and is notbeing used by any vehicular traffic. BUDA. might fix for a new alignment, forconnecting Tikota Road to Old NH- 13. at a later stage.

SKETCH: 3.1

Scotl IU''ISOI

Kanataka State Highways Environmental Assessment Report -Improvement Project Bijapur By-pass

Figure - 3.1: Existing Condition of the Project Area

-~~~k

A: Bijapur - Tikota Road (Link 2A) - Starting Point of the Project Area

A"1-ii

B: Existing Road towards Bijapur - Jamakhandi Road

Scott W.s s'A

PART I - EN-RONMENTAL IMPACT ASSESSMENT (EIA)

Kamataka State Highways Environmental Assessment Repor -Improvement Project BijapurBy-pass


C: Bijapur - Jamakhandi Road on Link 3A

D: Bijapur - Jamakhandi Road on Link 3A

se-oWift "

PART!I - ENViRONMENTAL IMPACT ASSESSMENT (EIA)

Kamnataka State Highiwys Environmental Assessment Report -

Improvement Project BijapurBy-pass


.~~ ~ ~~~~ -.

E: View from Bijapur - Jamakhandi Road on Link 3A

m a -, . -

4~~~~~~

F: Project Area towards Bijapur - Bagalkot Road

ScottW flsan

PART I - ENVIRONMENTAL IMPACT ASSESSMENT (EJA)

Kamataka State Highwys Environmental Assessment Report -Improvement Project BijapurBy-pass

Figure - 3.1 Existing Condition of the Project Area

;_X -~~~~~~~~~~-

G: Bijapur - Bagalkot Road - NH 218

. - _

H: View from Bijapur - Bagalkot Road - NH 218

Scott Wilson


Kaaniataka State Highways EnviromnentalA±esent Repont -Improvement Project BijapurBy-pass

Figure - 3.1 Existing Condition of the Project Area

v _ * _ ~- .._. _ .- ~.-

I: View from Kushtagi Road NH - 13

.Mmwi IL~~~~~~~~~~~~~.0

jo~~~~~~~.

.. ~ _

J: View from Kushtagi Road -NHl 13

PART - ENIRONMENTAL IMPACT ASSESSMENT (EIA)

Karnataka State Highways Environniental Assessment Report -Improvement Project Bijapur By-pass

Table - 3.2: Projected Traffic For the by- pass (2002- 2010)Annual Growth

No. VYhicles 2002 Nos. rate in percentage 2005 Nos. 2080 Nos. 2010 Nos.

1 Trucks 185 27 266 349 4122 LCVs 25 3.7 33 42 483 Buses 41 6 55 68 794 Cars 169 24.8 270 384 280

It is difficult to predict the pollution level from vehicles, since it is not known how theadoption of new technology vehicles would proceed. It is, however, possible to assess thefuture pollution load on the assumption that the old technology vehicle would persist and thevolume of traffic will increase as predicted. The unit load of pollutants from different typesof vehicles have been estimated under the same assumption by the Indian Institute ofPetroleum, which is presented in Table -3.2.

3.4 Design StandardsThe adopted Pavement Design standards are according to the current Indian Roads Congressguidelines (IRC-37:2001). A design life of 20 years has been considered. Paved shoulders areproposed as per the IRC guidelines.

3.5 Proposed Treatment Alternatives and Elements of ConstructionAs the proposed by-pass is entirely a new road formation, the new pavement need to beconstructed on a suitable sub-grade. The formation level is fixed based on the fieldinvestigations and on soil properties.

The elements of construction are as follows:i) Grub out bushes (some trees may get removed);ii) Road formation to 1 2-m width;

pavement layers as per new cross section.

Figure 3.3 shows the typical cross section.

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Karnataka State Highways Environnzental Assessmenr Report -Improvement Project Biyapur By-pass

Paved and Paved andUnpaved Unpaved

Shoulder Caniageway Shoulder

~~~~ ~~2.50 m 3.50 m 3.50 m 25

Comndor of lnpactFigure 3.3: Typical Cross Section of proposed improvement of bypass road

3.5.4 Cross Drainage Structures ConstructionNew cross drainage structures are proposed based on the project area requirements. Theconventional revetments in the form of pitched grouting and embankment slope stabilisationmethods are being considered where necessary and required based on the height of the newroad embankment.

3.6 Options on Road Construction Materials

3.6.1 Road Construction Materials - SourcesDetails of the existing local quarries/borrow pits used for the extraction of rock for crushing,natural gravel (Moorum), sand and water sources are furnished in Table-3.3.

If the rock is properly selected adequate quality and quantity would be available for allpurposes requiring broken or crushed rock. The reddish brown natural gravel (Moorum) thathas been identified in various sources has a suitable CBR for embanlcnent and subgradeconstruction. Sufficient moorum of good quality is easily available for all purposes as fillingmaterials. Clean river sand sources were identified having fines less than 2.0%, which areavailable in good quality, and sufficient quantity for all construction purposes.

Table-3.3: Location of Road Building Material for Bijapur by-pass on Link 3A

Rock Gravel SandTrap Metal; Buranpur Moorum; Borrow pit on nght side at Km 4. Bhima River sand, 75 Km from

Bijapur on Bijapur - Sholapur roadTrap Metal Quarry 7 Km Moorum; Borrow pit on right side at Km 41.from Km 0.00 on Bijapur-Devera Hippargi Road.

Trap Metal; Quarry 3.7Km from Km 0.00 onBijapur- Sholapur Road.

RocksGranite and gneiss are available common rock sources and suitable for all purposes.

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Karnataka State Highways Environniental Assessment Report -Improvement Project Bijapur By-pass

Natural GravelMoorum and residual gravel are useful for application for sub-base, subgrade and shouldermaterial. The bearing strengths of the available materials have been tested.

SandMost rivers in Kamataka, especially those with dry beds during the greater part of the yearhave spreads of sand, which are collected for making concrete and lime plaster. These sandsget replenished each monsoon and there is little shortage in their availability.

Embankment FillAppropriate materials will be drawn from the nearest available location to the constructionsite. However, highly plastic black cotton soil (if found) will not be used.

3.6.2 Pavement Design MaterialsMaterials required and their thickness are presented in the Table - 3.4.

Table - 3.4: Pavement Design Materials

Material Layers Materials ThicknessSubgrade Selected Borrow Material 500nmmSub-base Porous/Crushed 200mm

Base WMM 250mmBinder BM 50mmSurface DBM 50mm

__________________ BC 50mm

Quantity of Materials requiredTable -3.5 gives the quantity of materials required for pavement and cross drainagestructures.

Table - 3.5: Quantity of Materials required for the Road Construction

Material Unit QuantitySub-base m 16,530Base Course (Non-bituminous) 17,525Base and Surface Course (bituminous) m 10,068Earth-fill m3 184,902Protection WorksTurfing m2 1,800Protection of Slope m 1,200Cement m_ 530

3.7 Options on Cross Drainage StructuresThe number of existing cross drainage structures is listed in Table - 3.6. The proposedtreatment is only the minor maintenance.

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Table 3.6: Number of New Cross-Drainage Structures

Chainage Type of CD Width (m) No. of Span Size of Vent Max. Ht. FromOuter Clear Breadth Height the bed level

0.015 HP 14.2 13.2 1 0.9 Dia 1.30.348 HP 12.5 11.5 4 1.2 Dia 1.60.528 HP 12.6 11.6 2 0.9 Dia 2.20.952 HP 12.5 11.6 2 0.9 Dia 2.31.180 HP 12.5 11.6 3 0.9 Dia 1.52.434 HP 17.80 16.80 2 0.9 Dia 1.51.772 HP 12.50 11.50 4 0.9 Dia 1.52.197 HP 12.70 11.80 2 0.9 Dia 1.6

3.8 Options on Intersections on Roads for UpgradationTwo intersections on the project road selected for upgradation were studied. Although thereare two other major intersections with NTHs, they were not proposed to be improved under theProject. The list is shown in Table - 3.7. Improvement would entail establishment of smoothgradient into the feeder road from the given main road and widening the paved surface toallow easy turn for vehicles.

Table 3.7: List of Intersections for ImprovementLink Ch*mnage Intersection with Intersection Type

SH MDR Other Road2A 0.00 (PWD SH- 12, Bijapur - Tikota Road Y- Type

Ch: 126.20)3A 2.8 SH- 65, Bijapur - Jamakhandi Road Y- Type

Noe SH-State Highway; MDR- Major Distrit Road; ODR- Other District Roads

The intersection improvements include:* Widening and improvement of road geometrics for smooth movement of vehicles and

enhanced safety due to better line of sight.* Deceleration and acceleration lanes for vehicles* Separate lane for left turning vehicles* Road markers like Pedestrian crossing for safety of the pedestrians* Channelising and Directional island.

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Karnataka State Higlhways Environmental Assessment Report -


CHAPTER - 4

ANALYSIS OF ALTERNATIVES

TABLE OF CONTENTS

SECTIONS PARTICULARS PAGE NO.

4.1 Introduction 14.2 Design Alternatives 14.2.1 Route Alternatives 14.2.2 Alignrment Alternatives 14.2.3 By-pass Alternatives 24.3 Project Alternatives 24.4 Detailed Evaluation of Alternative III (By-pass Altemative) 34.4.1 Natural Environrent 34.4.2 Social Environment 34.4.3 Cultural Environment 34.4.4 Critical Areas 34.4.5 Sensitivity of Alternative III 3-4

Scoll K'ulsonl

PART I - ENVIRONMENTAL IMPACTASSESSMENT (EIA)

hKarnataka State Highways Environmental Assessment Report -Improvement Project Bijapur By-pass

CHAPTER - 4

ANALYSIS OF ALTERNATIVES

4.1 IntroductionThe constituent road-links of the KSHIP were selected after considering various optionsas the work of project fonnulation progressed. The objective of this Chapter is tohighlight some of the salient issues considered for exercising options. The work ofascertaining feasibility was assigned to the PCC.

4.2 Design AlternativesThe recommended designs are based on the assumption that the available roadconstruction materials would have a CBR value of 10. Various design altemativesexplored are described below.

4.2.1 Route AlternativesThe proposed route in shortest route connects the project roads and does not encounterany environmental sensitive issues.

4.2.2 Alignment AlternativesA section of the bypass road follows an existing track which was developed by the localauthorities as part of a Ring Road project. The balance portion of the proposed bypassroad also is identified and hence no other cost effective engineering solution other thanembanknent raising and provision of cross drainage structures could be envisaged.

4.2.3 By-pass AlternativesBy-passes were proposed under KSHIP for some urban settlements to offer betterconnectivity and to run smooth traffic.These by-passes are related to two urbansettlements, namely Bijapur (on Links 3A and 2A) and Raichur (on Links IA and IB).The environmental assessments of these bypasses are covered in separate sections inrespective reports.

4.4 Project alternativesThree project alternatives were evaluated, They are:

Alternative I: No ProjectThe option does not involve any action. The highways will remain in the existing state.No construction activity takes place.

Alternative II: Road though the townInvolves widening to 4- lane divided carriageway in place of the existing 2-lane highwaythrough the settlement of Bijapur.

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hKarnataka State Highways Environniental Assessnment Report -Improvement Project Bijapur By-pass

Alternative III: Construction of a by-passInvolves improvements to the connecting State Highways (Contracts U4 & U7-A), andconstruction of a new 2 -laneby-pass for Bijapur settlement on the westem side of thesettlement. The construction activity requires a minimum period of 12 months forcompletion.

Alternative IThe section of State Highway 12 (link-2A), State Highway 65 (link-3A), NationalHighway 218 and National Highway 13 passing through Bijapur will not be altered. Thecarriageway will not be widened. Therefore no construction activity is to take place.Impacts will be based on increase in the traffic volumes on the existing alignment. It isassumed that there would be no project.

Alternative IIThe option involves widening of the existing carriageway. The cross-section through thesettlement would be 4 lane divided carriageway. In addition to this there would be amedian and sidewalks on both sides. If possible, a parking lane/space would also beprovided. To establish this cross-section in Bijapur, many structures would have to bedisplaced. At the same time the traffic speeds and hence the journey time would decrease.

Alternative mThis option would entail construction of a new road around the settlement. The new roadwould act as a by-pass for the Bijapur town. The alignment originates well beyond thetown lirits. The by-pass will take off at chainage 126.200Km on the western side ofBijapur town on link-2A (SH-12, Bijapur - Tikota). It moves in a southeasterly directionon a plain terrain at an elevation of 620m above MSL, intersect project road link-3A ofcorridor 3 (Chainage 1.50Km) at a distance of approximately 2.8Km. It continues tofollow the same direction and crosses 'Central Railway' broad-gauge line at a distance of1.9Km and traverses for a d istance o f 3 OOm t ill i t m eets NH-218 (Bagalkote road) atchainage 83.30Km. Alignment further continues to follow plain terrain in easterlydirection for a length of 1.7Km before it terminates at chainage 103.000Km on south-linkof NH- 13 south of B ijapur town. The total I ength o f t he b y-pass alignment i s 6.7Km.Implementation of this option would lead to the through traffic plying on the by-pass andonly the destined traffic, for Bijapur, using the existing road through the town. Thehindrance caused by the traffic movement, plying through the settlement, would beoffset. At the same time there would be a substantial land acquisition for construction ofthe by-pass.

4.5 Detailed Evaluation of Alternative III (By-pass alternative)During the reconnaissance survey, team consisting of highway engineers andenvironmental specialists observed that the extent of town development was more on theeastem part of Bijapur. To overcome the traffic congestion and to restrict the commercialvehicular movement through the town, national Highways Department has constructed aby-pass on eastem side connecting south-link with north-link of NH-13. The NH-13 by-pass occupies about half the length of the total ring road network. The remaining halve isdivided into two sections. First section of the road connects north-link of NH-13 with

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hKarnataka State Highways Environmental Assessment Report -Improvement Project Biyapur By-pass

link-2A (Bijapur to Tikota) on northwest of Bijapur and the second section connectssouth-link of NH-13 with link-2A (Bijapur to Tikota).

The main reason for proposing this by-pass in KSHIP is to decongest the town sectionsand to provide connectivity to project roads considered under improvement programme.The Bijapur urban Development Authority (BUDA) has proposed by-pass alignment forBijapur in the form of a ring road, which signifies both the sections of road (north-westpart and south-west part) explained earlier. It was observed during the field visit, WBM(earthen) road is in very bad condition on the north-west part of the town and it is not onthe defined alignment. This alignment intersects MDR (to 'Ittangihal' village) before itmeets NH- 13 and carries very low commercial vehicles traffic. Since this alignment ispartially improved by BUDA, whose inclusion for improvement under this programme isignored. The second section of the by-pass alignment on the south-west of Bijapur townconnecting link-2A with south-link of NH - 13 is thus proposed for by-pass. The totallength of the proposed by-pass here is 6.7Km.

Considerable volume of through traffic is benefited from saving an additional travellength of 2.42km in by-passing the town compared to existing alignment through town.Delay due to traffic congestion is very much reduced. According to the opinion surveymost of the commercial vehicles prefer to use this alignment. Connectivity to industrialand commercial areas along the link is very good.

The extent of land acquisition for by-pass (with 30m COI) in west is approximately 38acres. It was also understood that, the land acquisition for portion of by-pass alignmentfrom NH-218 to NH-13 (1.70Km) is initiated by BUDA and revenue departments havehanded over the relevant records to the authority.

4.5.1 Natural EnvironmentThe land surrounding the proposed by-pass is agricultural. Any increase in pollution dueto increase in traffic volumes (and resulting impacts on human health) will be offset bydispersion of pollutants over distance. The pollution levels within the town wouldtherefore be reduced. The ambient noise levels, based on the same levels of trafficvolume would also reduce in the town.

4.5.2 Social EnvironmentNo residential or business property is being affected by the proposed by-pass alignment.The by-pass is towards west of the town and passes through dry and irrigated lands. Afew landowners would actually lose their entire parcel of land, and a liberal Entitlementframework approved by the GoK would compensate them. Implementation of this optionwill also help to reduce congestion in the settlement.

4.5.3 Cultural EnvironmentThe by-pass alignment is more than 5-10 km away from the important cultural propertiesin Bijapur town and would not have any direct or indirect impact on them. Moreover, itwould redirect all the heavy vehicles away from the dargah, tombs, and temples. Thus,safety of people as well as the protection of sensitive cultural properties will be ensured.

Chapter - 4. Page 3 of 4 Scoat WIlsonPART I - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

hKarnataka Stale Highways Environmental Assessment Report -Improvement Project Bijapur By-pass

4.5.4 Critical AreasThis alternative would decrease the probability of accidents. As a 2-lane, congestion-freehighway, vehicular speeds would be high and therefore emissions would be less. Theconstruction of a by-pass would result in improvement in ambient air quality in the townand a reduction in noise levels. At the same time, however, the air quality and noiselevels would detenrorate in the area where the by-pass is proposed. The levels of boththese parameters would increase due to traffic travelling through open land.

4.5.5 Sensitivity of Alternative III (By-pass alternative)Alternative III has the lowest environmental sensitivity. This indicates that the alignmentis likely to cause minimum impacts to the natural, social and cultural environment in thestudy area. The salient feature of this alignment is that it is unlikely to cause damage toany cultural property. In addition to this there is no likelihood of displacement of persons.All losses will be compensated and assisted through an Entitlement framework developedby the GoK. This option will help to reduce the congestion through Bijapur town andtraffic through the town will be reduced considerably. Only the traffic destined for thetown will use that road. At present, the ambient air quality levels as well as the noiselevels, within the settlement, are slightly higher than the stipulated standards. Theconstruction of the by-pass, in all likelihood, will decrease the noise levels and increasethe ambient air quality levels in Bijapur settlement. Also the by-pass will benefit thevehicular movement. Journey speeds are expected to increase and the traffic movement tobe smooth-faced.

To h ave shortest possible connectivity to two major project links, link-2A (Bijapur toTikota on SH 12) and link-3A (Bijapur to Jamakhandi on SH 65) and also to twoNational Highways, NH - 218 (Bijapur - Bagalakot Road) and NH - 13 (Kushtagi Road)the alignment on the west part of Bijapur was found to be most favourable for by-passfrom geographical, engineering, enviromnental and social aspects.

Chapter - 4: Page 4 of 4 Scott WilsonPARTI - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)



CHAPTER -5

BASELINE ENVIRONMENTAL SETUP

TABLE OF CONTENTS

SECTIONS PARTICULARS PAGE NO.5.1 Physical Features 15.1.1 Geographical location 15.1.2 Physical Resources 15.1.2.1 Physiography 15.1.2.2 Geology 15.1.2.3 Seismicity 15.1.2.4 Climate 15.1.2.5 Drainage System 25.1.2.6 Soil Characteristics 25.2 Environmental Monitoring 25.2.1 Ambient Air Quality 25.2.1.1 Ambient Air Quality Monitoring Locations 35.2.1.2 Ambient Air Quality Monitoring Result 45.2.2 Ambient Noise Quality 55.2.2.1 Ambient Noise Quality Monitoring Locations 65.2.2.2 Ambient Noise Quality Result 65.2.3 Water Quality 75.3 Ecological Resources 75.3.1 Flora 75.3.2 Fauna 75.4 Key Environmental Issues of Bijapur By-pass 75.5 Human Use Values 85.5.1 Land Use 85.5.2 Crops of the Project Area 85.6 Social Environment 95.6.1 Demographic Profile 95.6.1.1 Population Study 95.6.1.2 Literacy Status of the Population 105.6.1.3 Occupational Pattern 105.6.1.4 Amenities 115.7 Economic Profile 125.7.1 Major Functions of the District - Bijapur 125.7.2 Places of Tourist and Archaeological Interest 125.8 Utilities and Structures along the Project Area 135.8.1 Regional and Local utilities along the Project Routes 135.8.2 Religious and Sensitive Structures along the Project Routes 135.9 Public Health 135.10 Accidents Hazards and Safety 145.11 Aesthetics 14SECTION PARTICULARS PAGE NO.Table 5.1 Characteristics of the soil in the study area 2

Table 5.2 Ambient Air Quality Standards 2

Scott 14 I/son7


Karnataka State Highways Environmental Assessmenit Report -Improvement Project Bijapur Bv-pass

Table 5.3 Air and Noise Quality Monitoring Locations of the Project Area 3Table 5.4 Ambient Air Quality Monitoring Results of the Project Area 5Table 5.5 Ambient Noise Quality Standards 6Table 5.6 Ambient Noise Quality Monitoring result of the Project Area 7Table 5.7 Land use pattern of Bijapur Taluk 8Table 5.8 Types of Crops and their Cultivation Area 8Table 5.9 Demographic features of Bijapur 9Table 5.10 Population details of Bijapur 10Table 5.11 Literacy Status of the population 10Table 5.12 Occupational Pattern of Main Workers in Bijapur 10Table 5.13 List of Amenities in Bijapur Taluk I ITable 5.14 Major Functions of the Town 12Table 5.15 Arrival of Agricultural Products in Markets 12Table 5.16 Places of Tourist Interest near the Project Corridor 13Table 5.17 Tourist Strength of the District Bijapur 13Table 5.18 Regional Utilities 13FiguresFigure 5.1 Ambient Air Quality Monitoring Location _

Figure 5.2 Ambient Noise Quality Monitoring LocationFigure 5.3 Tourist Attraction Spot

Scott WlVsolnPART I - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)


CHAPTER - 5

BASELINE ENVIRONMENTAL SET UP

5.1 Physical Features

5.1.1 Geographical LocationThe geographical area of Bijapur is 75.36 sq. Km. The district is situated in the Northernpart of the Karnataka State at 585m -595m above sea level at 160 42' to 160 49' Latitudeand 740 40' to 740 50' Longitude. The district is under Belgaum division. The projectroad traverses lands of Mahal bagayath and Kasaba Bijapur revenue villages underBijapur district.

5.1.2 Physical ResourcesThe physical resources comprise of the physiography, geology, climate, drainage and soilcharacteristics of the study area. These characteristics are described as below:

5.1.2.1 PhysiographyThe proposed by-pass is located in the northem part of the Karnataka plateau and is alsocalled northem maidan. The project coridor passes over slightly undulating plain terrain.

5.1.2.2 GeologyThe proposed alignments fall under geological formation - Deccan traps with rock type -basalt and lime stone.

5.1.2.3 SeismicityThe project area falls in zone III. The region is not prone to frequent earthquakes of highintensity. The zone is normally affected by mild tremors, not causing damage to life orproperty.

5.1.2.4 ClimateThe project area falls under North interior Karnataka climatic zone. This regionexperiences semi-arid, tropical steppe type of climate. The project area is characterisedby hot summers and normal winters. Temperature, Rainfall and Wind Direction for theproject area are given below:i) Temperature: In the project area, the temperature is hot with a peak of 450C in

summers and low of 10 -15° C in winters. The mean maximum temperature is 32.90 Cand the mean minimum temperature is 20.60 C.

ii) Rainfall: The project area receives maximum rainfall during the southwest monsoonin the month of July and August. The annual rainfall range is about 542 - 565 mm and24 - Hour maximum rainfall is with a range of 240 - 280 mm.

iii) Wind Direction: The prevailing wind direction is from south-west. Local topographyand slope largely influence the wind direction. The wind direction shifts to north-eastduring evening hours. The nearest IMD station is at Bijapur.

Chapter - 5 Page I of 14 Scott Wilson



5.1.2.5 Drainage SystemThe project area is located near the Krishna river basin. The Krishna River would besource of water for construction. Presently cross drainage structures are provided alongthe existing road. But they are found to be insufficient in number and need to be properlydesigned. Agricultural and dry lands through which the proposed bypass alignmentpasses are not provided with any drainage system.

5.1.2.6 Soil CharacteristicsIn the project corridor the alignments pass mainly through shallow black soil. The soil isshallow, well-drained clay loam, severely susceptible to erosion. The clay content variesfrom 40 - 60 %. The silt content varies from 10 - 16 %. The sand content varies from 21- 27 %. The higher propensity of expanding clay fraction, propensity for developingcracks horizontally or vertically and moisture retentive character makes it unsuitable forroad construction. Therefore, raising of embankments is required almost for entirestretches. Moorum from approved quarry sites in the region will have to be obtained.

Table - 5.1: Characteristics of the soil in the study area

Soil Type DescriptionShallow Black Soil Shallow, well drained, grey to dark grey and

brown, clay loam to silty clay loam soils, severelyeroded.

5.2 Environmental Monitoring

5.2.1 Ambient Air QualityAmbient Air Quality Standards: The Central Pollution Control Board has specified theParameters to be monitored and their permissible limits in the ambient air dependingupon the location of the proposed project. The various parameters considered for ambientair quality monitoring are Suspended Particulate Matter (SPM), Respirable ParticulateMatter (RPM), Oxides of Nitrogen (NOx), Sulphur Dioxide (S02), Carbon Monoxide(CO), Hydrocarbon (HC) and Lead (Pb) in air. Table - 5.2 lists the standards prescribedfor Ambient Air Quality. Limits have not been prescribed for hydrocarbons in theambient atmosphere. These have been used as datum for ascertaining the quality ofambient air in the project area.

Table - 5.2: Ambient Air Quality Standards (National)

Pollutants Time-Weighted Concentration in ambient airAverage Industrial Residential, Rural & Sensitive

Area other Areas AreaSulphur Dioxide (SO2) Annual Avg. 80,ug/m3 60pg/m3 15pg/m3

24 Hours** 120pg/m3 80pg/m3 30pg/m3

Oxides of Nitrogen (NO.) Annual* 80pg/m3 60pg/m3 15pg/m324 Hours** 120pg/m3 80pg/m3 30pig/m3

SPM Annual 360pg/m3 140pg/m3 70p.g/m3

24 Hours** 500pg/rm3 200pg/m3 lOOpg/m3RPM (Size< I Oum) Annual 120pg/m3 60pg/m3 50pg/m3

Chapter - 5 Page 2 of 14 Scott Wilso,i



Pollutants Time-Weighted Concentration in ambient airAverage Industrial Residential, Rural & Sensitive

Area other Areas Area24 Hours** 150gg/m3 I 0opg/m3 75gg/m3

Lead (Pb) Annual Ilpg/m3 0.75gIg/m3 0.5 ging/m3

24 Hours** 1.5gig/m3 I pg/m3 0.75g1g/m3

Carbon Monoxide (CO) 8 Hours** 5mg/m3 2mg/m3 lmg/m3

1 Hour I Omg/m3 4mg/m3 2mg/m3

Source: Standards for liquid effluents, gaseous emissions, automobile exhaust, noise and Ambient Air Quality,Central Pollution Control Board,PCIJ4/1995-96* Annual Arithmetic Mean of minimum 104 measurements in a year taken twice a week 24 hourly at uniforminterval** 24 hourly/8 hourly values should be met 98% of the time in a year. However, 2% of the time, it may exceedbut not on two consecutive days.

5.2.1.1 Ambient Air Quality Monitoring LocationsThe arnbient air quality tests were carried out at selected locations in the project route in

the month of January - February 2003. While selecting the sampling stations due

consideration was given to the traffic density in the area and the commercial activity in

the region. The sampling stations were selected to cover the densely populated semi-

urban and rural areas. Ambient air quality monitoring locations were identified for theproject area. Tests were conducted for ambient air quality - AQ 1 and AQ 2. Details of

the air monitoring locations are given below (Table - 53 and Figure 5.1).

Table - 5.3: Air and Noise Quality Monitoring Locations of the Project Area

Particulars Monitoring Locations

AQ 1 NQ 1 AQ2 NQ2

Name of the Area Mangoli-Kushtagi Road, STD/ISD Booth, BijapurBijapur

Chainage (Km) CH: 4.00 on NH 13- PWD Km Stone CH: 126.20 on

Kushtagi Road Jevargi -Tikota Road

Land Use Agricultural area Agricultural and commercial area

Rural area Rural areaTraffic Relation Congested Congested

Population Moderate Sparse

Road Geometry Poor Poor

Height above G. L. (m) 2.0 1.0 2.0 1.0

Distance (from the 8.0 2.0 3.0 2.0

Centre line of theexisting Road in m)

Date of Collection of 27-01-2003 27-01-2003 28-01-2003 28-01-2003

Sample & Testing to to

28-01-2003 29-01-2003

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Kamataka State Highways Environmental Assessment Report -Improvement Project Bijapur By-pass

Figure - 5.1: Ambient Air Quality Monitoring Locations

t~~~~~~~~~~

A: Bijapur - Tikota Road, Bijapur: Starting Point of the Project Road

I ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. ................. ...........

B: Mangoli - Kushtagi Road - NH 13, Bijapur: Ending Point of the Project koadScoft Wilson~

PART!I - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)


Sampling and Testing Methods: The measurement techniques employed for carryingout the ambient air quality measurements are outlined below in brief.

Suspended Particulate matter (SPM) and Respirable Particulate Matter (RPM) weremeasured using High Volume sampler and Respirable Dust Sampler respectively bycollecting 8 hourly samples for 72 hours. The RPM was collected on EPM 2000 Filterpaper.Sulphur Dioxide was measured by employing the method prescribed in IS: 5182 Part II,Method II (Improved West and Gaeke method) and 8 Hourly samples were collected for72 hours. SO2 is absorbed in Sodium tetrachloromercurate. The absorbed SO2 isestimated by colour produced when pararosaniline-HCL is added to the solution.Absorption is measured in a spectrophotometer and compared with calibration curve.

Oxides of Nitrogen were measured by employing the method prescribed in IS: 5182(Jacob and Hochheiser modified method). 8 hourly samples were collected for 72 hours.Ambient air is bubbled through NaOH solution to form stable Sodium nitrite. Nitriteproduced is determined colorimetrically with phosphoric acid, sulphanilamide and NEDAreagent.

Carbon Monoxide was measured as per IS: 5182 Part X. Ambient air sample wascollected in a sealed rubber bladder fitted with an air valve. Subsequent analysis is doneat laboratory using Gas Chromatography technique.

Lead in air was analysed by collecting the sample in EPM 2000 Filter paper. The filterpaper containing particulate is leached in nitric acid and filtered. The solution is made toa known volume and aspirated in to the air/acetylene flame. The standard solution isprepared in a similar manner and readings are taken at 217 nm.

Hydrocarbon was analysed as per IS:5182 Part X. Ambient air sample was collected in asealed rubber bladder fitted with an air valve. Subsequent analysis was done in thelaboratory using Gas Chromatography Technique.

5.2.1.2 Ambient Air Quality Monitoring ResultThe ambient air quality results of monitoring locations are listed in the Table - 5.4 givenbelow. The major findings are briefly noted as follows.

Suspended Particulate Matter (SPM): The SPM level in all the monitoring locations iswell beyond the limits specified for residential, rural and other areas i.e. 200 gg/m3. Slowmovement of traffic and pedestrian traffic dust entrainment due to the damaged conditionof the carriageway and broken a nd degraded e arthen s houlders a lso c ontribute t o h ighSPM concentration. Localised wind pattem and velocity and drifting nature of the soilalso contribute to the high levels of SPM in the area.

Respirable Particulate Matter (RPM): The data shows that the level is within theprescribed limits of 100 gg/m3.

Chapter - 5 Page 4 of 14 Scott Wilsonl



Oxides of Nitrogen (NOx): The data shows that the level is well within the prescribedlimits of 80 jig/m3 for residential areas in all the monitoring stations.

Sulphur Dioxide (SOx): The data shows that the level is well within the prescribed limitsof 80 j.g/m3 for residential areas in all the monitoring stations.

Lead in air (Pb): The lead level in ambient air is well below the prescribed limits of 1.0jtg/ for residential areas in all the monitoring stations.

Carbon Monoxide (CO): The average CO level on all the monitoring stations are wellwithin the prescribed limits of 2 mg/m3 for residential areas.

Table - 5.4: Ambient Air Quality Monitoring Results of the Project Area

S.No. Parameters Sampling Stations Air Quality ProtocolrA 1 AQ 2 Standards02:30 p.m. 03:30 p.m.

(27-01-2003) (28-01-2003)I Time of Sampling (hr) to to

02:30 p.m. 03:30 p.m.(28-01-2003) (29-01-2003)

2 Samplmg Duration (nun) 1440 1440

3 Flow Rate (m3/min) 1.4 - 1.6 1.4 - 1.6 > 1., Im 3/min

4 Atmospheric Max. 38.0 36.0Temp. (*C) Min. 20.0 18.0

5 SPM (pg/mi) 474.8 452.2 200 IS:5182 (pt-4)

6 RPM (jg /m3 ) 78.4 76.1 100 IS:5182RP Manometer

7 Oxides of Sulphur (as SOX, 6.74 8.12 80 IS:5182 (pt-2)jig/in3 )

8 Oxides of Nitrogen (as 31.7 32.7 80 IS:5182 (pt-6)NO., pg/m3)

9 Carbon Monoxide (as CO, 1.8 1.6 2 IS:5182 (pt-1)Mg/in)IS58 p10

10 Lead (as Pb jig/rn3) 0.45 0.36 0.75 IS: 12074

All parameters are well within the standard limit except suspended particulate matter.The suspended particulate matter exceeds the prescribed limit. This is because of narrowroad condition with broken shoulders and vehicular movement on these roads expels dustparticles into the atmosphere.

Chapter - 5. Page 5 of 14 Scott Wilson



5.2.2 Ambient Noise QualityTo determine the existing Ambient Noise level in the study area extensive noise levelmeasurement were carried out as per the guidelines of the CPCB and the requirements ofthe MoEF. The methodology adopted for the sampling and monitoring and various otherparameters in selection of the monitoring stations are discussed in the subsequentsections. The discussion begins with an introduction to the prescribed standards of theCPCB with respect to Ambient Noise level measurement.Ambient Noise level Standards: The measurements should yield hourly averages duringday-time (0600 to 2100 hrs.) and night-time (2100 to 0600 hrs.) over 24-hours on twodays interspersed by a two-day interval in a given week. These are shown in Table - 5.5.These were used as datum to ascertain the quality of ambient noise in the project area.

Table - 5.5: Noise Level (Ambient Air Quality Standards)Area Category of Area Limits in d (A) LegCode Day Time Night Time

A hidustrial area 75 70B Commercial area 65 55C Residential area 55 45D Silence area 50 40

Note: (I) Daytime is reckoned in between 6 ai and 9pm.; (2) Night time is reckoned in between 9 p.m. and 6 a.m;(3) Silence zone is defned as area upto 100m around such premises as hospitals, educational institutions and lak-courts. 7Te silence zones are to he declared by the competent Authority. Use of vehicular horns, loud speaker andbursting of crackers shall be banned in these zones. (4) Mired categories of areas should be declared as one of thefourabovw-mentioned categories by the competent authority and the corresponding standards shall apply

5.2.2.1 Ambient Noise Quality Monitoring LocationsThe Noise level measurements were carried out at select locations in the routes in themonth of January 2003. The sampling stations were selected considering the location ofsensitive areas and receptors like residential areas and educational institutions. Dueconsideration was given to the traffic density in the area and the commercial activity inthe region. The Sampling Stations w ere s elected t o c over t he d ensely p opulated s emi-urban and rural areas. Identified noise quality monitoring locations (NQ 1 and NQ 2) forthe project area are described in Table - 5.3. Figure - 5.2 shows noise monitoringlocations.

Measurement Technique: Portable sound level meters with a built in capacitancemicrophone were utilised for measuring the ambient noise level in the location. Themeasurements were recorded every 5 minute interval and the equivalent sound pressurelevel were calculated for 8 hour cycles for 72 hours. The eight-hour cycles were devisedbased upon the day and nighttime duration and the movement of traffic during the courseof the day. The three cycles considered are from 0600-1400 Hours, 1400-2200 Hours and2200-0600 H ours. T hree c ycles w ere m erged i nto t wo p eriods - daytime (6 a.m. to 9p.m.) and nighttime (9 p.m. to 6 a.m.). The results are shown in dB (A) Leq i.e. indicatingthe equivalent sound pressure level in the area.



Karmataka State Highways Environmental Assessment Repoir -Improvement Project BijapurBy-pass

Figure - 5.2: Noise Quality Monitoring Locations

3f - - - ......

-- ~~~~~~~ -1 rS,

A: Bijapur - Tikota Road, Bijapur: Starting Point of the Project Road

,~~~~~~~~~~~~~~~~~~~~~~~~.

B: Mangoli - Kushtagi Road -NH -13, Bijapur: Ending Point of the Project Road

Scott Wilson

PART I - ENVIRONMENTAL IMPACTASSESSMENT(EIA)


5.2.2.2 Ambient Noise Quality ResultsHigher noise levels were recorded during day time and evening hours. Lower noise levelswere recorded during night-time. The ambient noise level was found to be high duringdaytime due to the commercial activities and the traffic with vehicles blaring their homs.Lack of land use control, poor town planning and lax implementation of noise nuisancecontrol laws, by the enforcing agencies, have also resulted in congestion and unwantednoise nuisance. The results of the noise quality tests are concentrated in the followingtable (Table - 5.6).

Table- 5.6: Ambient Noise Quality monitoring result of the Project areaMonitoring Sound Level dB(A) Standard

Location 6.00-14.00 14.00-22.00 22.00-6.00 Protocol Limit in dB (A) Leq

(27-01-2003) (27-01-2003) (27/28-0 Day Night

NQ 1 63.5 76.2 50.7 IS: 4954 55 45NQ 2 54.6 60.6 48.5 IS: 4954 55 45

5.2.3 Water QualityWater bodies or any other water sources were not found along the proposed by-passalignment. No settlements were observed during the survey. Only a new layout is comingin the area but hand pumps or tube wells or water supply connection is not yet provided.

5.3 Ecological Resources5.3.1 FloraThe e cological d iversity/ b io-diversity i s v ery p oor a s t he p roposed b y-pass a lignmentpasses through mainly dry land and agricultural land. Only a few trees (3 small trees > 30cms and 1 tree > 60 cms) w ere recorded along the proposed by-pass alignment. Theybelong to the species of Acacia and Azadirachta.

5.3.2 FaunaIn the project area the fauna represented is mainly by domestic mammals like cattle,goats, sheep and dogs. A nimals like sparrows, owls, crows, kites and parakeets underavian population and rats, snakes, cobras and land monitors under reptiles constitute otherfauna. No wild life is seen in project area. The project road does not pass through anysensitive area or wildlife sanctuaries.

5.4 Key Environmental Issues of Bijapur By-passThe following are the key environmental issues of Bijapur By-pass alignment:* Air quality in the project area is within the standard limits except SPM (Suspended

Particulate Matter). Air pollutants and noise levels are high only at road junctions.* No open wells or tube wells are found along the alignment.* Few cross drainage structures - culverts are identified.* The alignment passes through only dry land and agricultural lands. .

* No settlements ar-found along the. alignment except two new layouts forthcoming.* One temple is located about 200-300ms from the alignment but outside ROW.

Chapte- - 5 Page 7 of 14 Scott Wilsol,



* Two rehabilitation centres are found one each on either side of the alignment awayfrom ROW (more than 500m) at chainage Km 1.8.

* Municipal water supply, hand pumps and bore wells are common sources of drinkingwater supply. But water bodies, hand pumps or bore wells are not found along thecorridor.

* No tree plantation is observed along the project road except two avenue trees. S o,proper landscaping with arboricultural plans will be adopted.

* No natural forest area is involved in this project. No significant impact on ecologicalresources is foreseen.

* There are no rare and endangered animal or plant species on either side of the projectroad within or outside ROW.

* There are no Wildlife/Bird Sanctuaries, National Parks, Zoos, Wetlands, Marshyland, and Breeding/Nesting sites on either side of the project road within or outsideROW.

* There are no archaeologically important monuments, art and cultural sites on eitherside of the project road within or outside ROW. But the great tourist attraction pointis the famous Gol Gumbaz in Bijapur.

* _-There are no commercial/industrial units existing along the road alignment.* There are no specified dumpsites along the project road. Least mitigation measures

may be required in enviromnental engineering design.

5.5 Human Use ValuesThe salient features of the project road have been depicted below. No settlements werefound along the project area.

5.5.1 Land UseIn Bijapur the alignment passes through dry and irrigated land. By-pass Junctions likeJevargi-Tikota Road on link-2A and Kushtagi Road, NH-13 represent traffic-congestedareas. The land use pattern in the Bijapur Taluk is presented in Table - 5.7.

Table - 5.7: Land Use Pattern of Bijapur Tal k (2001-2002 census data)SI. No. Land Type Area ( in Ha)

I Irrigated Area 42,4222 Sown Area 2,06,4653 Cultivable Land 19,5944 Forest Land 8345 Non-cultivable Land 8,0886 Barren Land 68,956

Source: Census Data, District Statistical Centre, Bijapur

5.5.2 Crops of the project areaThe main food crop is Jowar and the main commercial crops include Sugarcane and Soyabean (Table - 5.8). Other rare food crops like Wheat, Maize and Bajra are also grown.

Chapter - 5: Page 8 of 14 Scott Wilso,7



Table - 5. 8: Types Crops and their cultivation area (in Hectares) in Bijapur TalukCrops Year

2000-01 2001-02Jowar 74,862 74,630Bajra 18,705 570Maize 7,462 17,134Wheat 14,018 17,134Total 1,15,047 96,226Gram 9,315 17,000Tur 2,967 419Other pulses 18,441 _

Total Pulses 30,723 19,983

Total Food Grains 1,45,770 1,16,209Sugarcane 10,263 10,769Spices 1,452 1,262Fruits 3,043 7,238Vegetables 2,648 3,800Total Food Crops 1,63,176 1,39,278Oil Seeds 40,257 38,037Cotton 2,670 983Total Crops other than Food Crops 43,280 39,698Smurce GCensus Data, Distinct Statistical Centr Bijapur

5.6 Social EnvironmentMany of the major changes in the environmental set up have been induced by society.Some of these have arrested deterioration in the ecological systems. Some made thesystem increasingly vulnerable. All impulses in this regard originated from within theemerging social systems. This has been true as much in Karnataka as in all other placesof the world.

Propensities in this regard have, however, been different between the societies, governedas these are by their respective demography, literacy economic occupations and basicamenities. All these features of the social environment of the study area have beendescribed in the following sections.

5.6.1 Demographic ProfileNo settlements were found along the project area. The demographic features of Bijapurare depicted in the following paragraphs.

5.6.1.1 Population StudyThe demographic features with population details Bijapur are presented in Table - 5.9and Table - 5.10. As per 1991 census total population in Bijapur was 1,93,131 consisting1,00,474 males and 92,657 females. 22,667 persons belong to scheduled caste and 1,283persons belong to scheduled tribe. Male percentage was 52.02 and female percentage was47.98. As per 2001 census total population in Bijapur was 2,53,307 consisting 1,30,237

Chapter - 5 Page 9 of 14 Scott Wilson

PART I- ENVIRONMENTAL IMPA CT ASSESSMENT (EIA)


males and 1,23,070 females. Male percentage was 51.4 and female percentage was 48.6.Data on scheduled caste and scheduled tribe population was not available.

Table - 5.9: Demographic fe tures of Bijapur (as per 1991 and 2001 Cens s)Population Density Sex Literacy SC ST

Year Total Male Female Persons Ratio Rate (%)/Km2 No. I % No. %

1991 1,93,131 1,00,474 92,657 2,563 922 62.64 22,667 11.74 1,283 0.662001 2,53,307 1,30,237 1,23,070 3,361 945 78.46 N.A. N.A. N.A. N.A.

Source: Census Data, District Statistical Centre, Biapur

Table - 5.10: Population details of Bijapur (as per 1991 and 200lCensus)SI. No. Persons Population

1991 20011 Total 1,93,131 2,53,307

Male 1,00,474 1,30,237Female 92,657 1,23,070

2 SC__ _ _ _ _

Total 22,667 N.A.Male 11,689

________ ~~Female 10,978 _ _ _ _ _ _ _ _ _

3 ST __10,978

Total 1,283 N.A.Male 664

Female 619 ___ -4 Others

Total 1,69,181 N.A.Male 88,121

Female 81,060 1Source: Census Data, District Statistical Centre, Bijapur

5.6.1.2 Literacy Status of the PopulationThe literacy level noticed was more than 50%. Illiteracy level was found to be less in thearea. Female literacy was found to 52.94% during 1991 and increased in 2001 i.e. 70%.The literacy status is presented in the following Table - 5.11.

Table - 5.11: Literacy Status of the Population

SI. No. Population 1991 2001Literate Literacy % Literate Literacy %

I Total 1,20,979 62.64 1,72,895 78.462 Male 71,921 71.58 97,704 86.493 Female 49,058 52.94 75,191 70.01


5.6.1.3 Occupational PatternPeople near the project area are a mixed population of agriculturists, labourers andbusinessmen. The type of workers and their work force participation types are given inTables - 5.12. Totally, 47,933 persons are main workers. Out of 47,933, 42,851 are maleworkers and 5,082 are female workers.

Chapter - 5. Page lO of 14 Scott Wilson


Karnataka State Highways Environmental Assessmenit Report -Improvement Project Byapur By-pass

Table - 5. 12: Occupation Pattern of Main Workers in BijapurCultivators Agricultural labourers Livestock, Mining and House-hold industry Other than House-hold

Forestry, Fishing, Quarrying industryHunting andplantation,orchards andallied activities

T IM | F T I M IF T M I F T I M I F T I M I F T FM

2,605 I 2,423 187 2,079 1 1,514 1 565 1 801 759 1 42 175 1 155 1 20 1,146 1 883 1 263 6,207 1 5,658 1 549Note: T = Total, M= Males and F= Females Source: Census Data, District Statistical Centre, Bijapur

5.6.1.4 AmenitiesBijapur town is adequately served by the basic amenities like educational institutions.The number and hierarchy of the amenities are in consonance with the size of thesettlement in the study area. The town is provided with all essential facilities likeeducation, medical facilities, Post and Telegraphic Centres, public telephone booths,police station, fire station, bus stops and drinking water sources. But ground water qualityis not suitable for drinking purpose. Therefore, people are dependent on public watersupplies and hand pumps for the drinking water. At present water problem exists in thetown because of insufficient supply municipal water. The town in the study area isaccessible by bus. Amenities available for people in Bijapur area are listed in thefollowing Table - 5.13.

Table-5. 13: List of Amenities in Bijapur Taluk (as per 2001 census)Sl. No. Amenities Total No.

I Educational Institutions1. Primary school 5342. Higher Secondary Schools 963. Pre-university colleges + Junior Colleges 234. General Education 135. Polytechnic Colleges 56. Engineering Colleges 27. Medical Colleges ( Allopathic + Ayurvedic) 48. Dental College 19. Agricultural College 1

2 Hospitals1. Allopathic 142. Ayurvedic 13. Private Nursing Homes 344. Primary Health Centres 125. Dispensaries ( Allopathic + Ayurvedic) 166. Family Welfare Centres 4001

3 Banks1. Commercial 332. Rural 10

4 Vehicles1. Motor Cycles 38,950



Karnataka State Highways Environrmental Assessment Report -Improvement Project Bijapur By-pass

Si. No. Amenities Total No.2. Cars + Jeeps 1,5843. Auto Rickshaw 1,4834. Carriage Vehicles 1,836Others 6,657

5 Post and Telegraphic Centres1. Telegraphic Offices 472. Telephone Exchange Centres 30

6 No. of Telephones 25,331

7 Markets1. Main 12. Sub-market 3

8 Theatres 79 Fire Station 110 Police Station 1 1


5.7 Economic Profile of the RegionUrban outgrowths are projecting higher as there is linear extension of existing area alongthe route. The people are transfonning themselves by using the urban facilities and byparticipating in the urbanising social process.

5.7.1 Major Functions of the district - BijapurThe district plays a major role in the development of the region. It acts as a collectionpoint of diverse commodities raised in different parts of the surrounding tracts and thetaluks. Processing of the same materials take place in this district and the finished goodsare exported to different centres of consumption. The point to note is that the functions ofthis district are intimately related to, but not exclusively determined by the economy ofthe immediate neighbourhood. The Table - 5.14 lists the major functions of the towns inthe route.

Table - 5. 14: Major Functions of the TownIndicative Major Func tion

As Importer As Processor As Exporter

Jowar, oil seeds and Edible oil, Cotton lint Cotton yarn, cotton lint, Ediblecotton and cut sized timber oil and Non-edible Oil

Source Village and Town Directory, Census of India, 1991

Agriculture being the major occupation in most of the roads, it is useful to know aboutthe crop arrivals in these towns. Various crop arrival in the district is presented in Table -5. 15. This is an indicative of the economy of the service area of the district.

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Table - 5.15: Arrival of Agricultural Products in MarketsCrops Amount in Quintals

Maize 33293Jowar 63652Wheat 18756Groundnut 100654Cotton 439706Onions 17215

Source: Village and Town Directory, Census ofIndia, 1991

5.7.2 Places of Tourist and Archaeological interestThe world famous Gol Gumbaz, Ibrahim Rauza and Baarah Kamaan are of major touristattraction and are located very near to the project area. These monuments are at a distanceof 2 Km from the project route. None of these monuments /sites will be directly impactedup on due to the proposed project. On the whole, developing this by-pass road willgreatly benefit the tourist circuits in Kamataka, as the by-pass serves as connector toimportant tourist spots and places of cultural and historical interest (Table - 5.16).Tourist strength is given in the following Table - 5.17.

Table - 5.16: Places of Tourist Interest near the CorridorTourist places Distance from Link-3A Nearest Town

Gol Gunbaz, Ibrahim Rauza and Baarah 2 Km BijapurKamaan

Table - 5.17: Tourist strength of the District Bijapur

Year Indians I ForeignersSep.1996 - Aug. 1997 4,05,909Sep.1997 - Aug. 1998 4,52,254Sep.1998 - Aug. 1999 4,83,260Sep.1 9 9 9 - Mar. 2000 5,46,896Sep.2000 - Mar. 2001 3,21,490Sep.2001 - Mar. 2002 5,61,361 1,767Sep.2002 - Feb. 2003 5,30,629 1,748

5.8 Utilities and Structures along the Project Area

5.8.1 Regional and Local Utilities along the Project RoutesA variety of regional utilities like Telephone poles, Optical F ibre C ables, and E lectricPoles, Telephone boxes transformers etc fall within the ROW. Except water lines none ofthe utilities serving local needs like lampposts, hand pumps, water taps and bore wells donot fall within the ROW. Road widening will involve removal and relocation of very fewof these utilities. The total number of such utilities falling within the Project Corridor ofImpact (COI) is listed in the Tables - 5.18.

Chapter - 5 Page /3 of 14 Scott WIlson)


Kamataka State Highwys Evmiromnmtal Aassment Repov -Improement Project BijapurBypass

Gol Gumbaz - Place of Tourist Attraction

~~~~~~~1 _ ._ _ ___

5~~~~~~Z ~ ~ ~ ~ ~ ~ ~ ~ ~~~~W -§ -- :

.f :I II .

ScoEt WUcmn

PARTI - ENVIRONMENTAL IMPACTASSESSMENT(EIA)


Table 5.18: Regional Utilities (Magnitude indicated in Numbers)

Optical Telephone Telephone Power ElectricFibre Box Poles Transform PolesCable ersline

2 0 2 -4

5.8.2 Religious and other Sensitive Structures along the Project RoutesReligious and other sensitive structures were not at all met along the project route.

5.9 Public HealthNo major diseases in the form of pulmonary and respiratory trouble due to vehicularpollution and traffic movement have been observed. The common diseases seen in thearea are cases of common cold, influenza, diarrhea, typhoid, dysentery and other gastro-intestinal disorders. Nutrition related problems and ailments due to old age and infirmityare also observed in the study area. It should be emphasised that sanitary facility ispartially provided in the district.

5.10 Accident Hazards and SafetyIn the area of intersection of by-pass with link 2A, 3A, NH 218 and NH 13, the existingroad is only a single lane and moreover congestion has resulted in reducing thecarriageway width. Acute-angle intersections, lack of proper road signage and dumpingof leftover construction material are common sights on the roads. Improper storage o fconstruction material also poses a major threat to the road users and cause accidentt-Lack of proper bus-bays and parking facilities also pose a major obstacle to the smoothflow of traffic in urban and rural areas. The existing bus stops are also not properlyconstructed at proper locations keeping in mind the terrain and curve of the road.

5.11 AestheticsThe project by-pass lacks the aesthetic quality at present. The avenue plantation would beprovided which adds to the aesthetic wealth of the project road.

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Karnataka State H-ighways Environmental Assessment Report -Improvement Project Bijapur By-pass

CHAPTER- 6

ENVIRONMENTAL IMPACT ASSESSMENT (EIA) AND MITIGATIONMEASURES

TABLE OF CONTENTS

SECTIONS PARTICULARS PAGE NO.6.1 Assessment /Evaluation of Potential Impacts 16.2 Impact Potential and its assessment during Construction and 3

Operation Phases6.2.1 Climatic Condition 36.2.2 Air Environment 36.2.3 Water Environment 46.2.4 Noise Environment 56.2.5 Land Environment 56.2.6 Biological Environment-Flora & Fauna 66.2.7 Drainage System 66.2.8 Soil Erosion 66.2.9 Fertile Top Soil 76.2.10 Borrow and quarry materials 7

Road Construction Materials 76.2.11 Road Safety 7

Safety parameters included in the design 76.2.12 Social Environent - Human Use Values 86.2.12.1 Impact on People due to land acquisition and Displacement 86.2.12.2 Impacts on Regional and local utilities 86.2.12.3 Impacts from Diversion from Current Use of Land 8

Positive Attributes 9i) Proper Road Connectivity 9ii) Employment Opportunities 9iii) Education 9iv) Public Health 9Negative Attributes 9

6.3 Preparation of EMP 9Table 6.1 Evaluation of Environmental features with different Scenarios 2Table 6.2 Pavement Design Materials 9Table 6.3 Impact Matrix for the Project - Sindhnur Bypass with and -

without Mitigation Measures

Scoff Wd hson,PART I - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)


CHAPTER- 6

ENVIRONMENTAL IMPACT ASSESSMENT (EIA) AND MITIGATIONMEASURES

6.1 IntroductionRoads may cause negative impacts upon environment in many different ways. Theobjective of this chapter is to discern those negative impacts that are contextuallypossible in the project under consideration and to suggest the required mitigationmeasures. Care has been taken also to identify the prospects of positive impacts and ofthe measures that are likely to enhance the quality of the given environment.

Road development projects generally cause impacts in four specific situations. These areImpacts from Location,Impacts from Project Design,Impacts during Construction Phase andImpacts during Operation Phase.

6.2 Impacts from LocationThe objective of KSHIP is to improve several existing road links, which are distributedacross the State of Kamnataka The major features of social action influencing thealterations in the hydrological regimes appear to suggest the following specific processes:Improper practices in the command areas of gravity flow irrigation,Large Reservoirs behind dams,Extensive deforestation,Improper road drainage systems andEffects of growing Mining Economy

6.2.1 Impacts of Gravity Flow Irrigation SystemsAll major command areas of Kamataka, as in many other places of India, functionthrough uncontrolled delivery of water without laying proper drainage facilities. Thisleads to the rise of ground water table above the level of the sub-grades that was assumedin the original road design. In some extreme cases, the excess water from the nearbyagricultural fields overflows across the roads. Both these situations cause damage to theroad-pavements on account of damaged sub-grades.

The present project alignment has no such problems because the new alignment passesthrough dry land.

6.2.2 Large Reservoirs behind DamsNo reservoirs were found near the project alignment. Therefore there would be nooverflow of backwater of the reservoir and no effect on cross drainage structures infuture.

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6.2.3 Consequences of deforestationThe project alignment passes through dry land wherein very few trees (only 4 in number)were noticed. These trees belong to local species such as Acacia and Azadirachtha.Therefore the impact on trees will be negligible. However, the PWD has envisaged acomprehensive tree plantation programme along the road and has also made budgetaryallocation for taking up afforestation programme in the degraded area in the vicinity ofthe project corridor in due consultation and participation of the State Forest Department.The present tree afforestation programme involves planting 200 trees per km. 100 treesare to be planted per km on each side of the road with a spacing of 10 m between eachtree. Local and indigenous tree species like Azadirachta indica, Tamarindus indica,Mangifera indica, Acacia nilotica, Acacia auriculiformis, Albizia lebek, Ficus spp., aregrown in the Forest Department Nurseries. Fast growing species like Gliricidia sepium,Dalbergia sissoo, etc., are also being raised in the Forest nurseries. Indigenous andendemic species like Prosopis juliflora, Euphorbia tirucalli, Justica adhadota,Caesalpinia bonduc and Bougainvillea sp. can be planted adjacent to the tree line.Adequate budgetary allocation has been made for the plantation and subsequentmaintenance of the plantations in the EMP budget. Plantations of tall flowery trees in therotary of major intersections will also be undertaken for increasing the aesthetics of thesurrounding area.

6.2.4 Improper Road Drainage SystemA portion of the project alignment is the existing one with a few (8 in number) cross-drainage structures. Further the proposed project alignment passes through dry land. Thepresent cross-drainage structures require minor maintenance. Based on the requirementproper drainage structures will be proposed at required places along the alignment.

It is important to note that nearly all parts of Karnataka are windy and suffer from aeolianerosion, especially during dry weather months. Regular grubbing and dressing of earthenshoulders of the new pavement to establish and maintain a gentle slope away from thecarriageway can be an effective mitigation measure.

6.2.5 Effects of Growing Mining EconomyThe project alignment is away from mining areas. Hence, dispersal of suspendedparticulate matter from loaded vehicles is less. The carriage vehicles often transportmaterials other than mining materials.

Specific mitigation measures in terms of road fumiture have also been proposed in theengineering design. The PWD could interact with the Police department and carry outrandom checks during the operation phase to prevent over loaded vehicles from plying onthe roads.

6.3 Impacts from Road DesignsThe design criteria for roads under upgradation have been noted in Chapter-3 of thisreport. Diverse types of impacts that can arise on account of implementing the proposeddesign are as follows:

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Karnataka State Highways Environnzental Assessment Report -Improvement Project Biyapur By-pass

Impacts from Altered DesignImpacts from Diversion from Current Use of LandImpact on people due to land acquisition and displacementImpacts on Regional and Local UtilitiesImpacts on Local Religious StructuresImpacts on Other Community AssetsImpacts on Avenue TreesImpacts from the Choice of Construction MaterialsAccidents and Road SafetyDetailed explanations on all such impacts are noted below.

6.3.1 Impacts from Altered DesignVarious types of alterations of the road designs and improvements upon manycomponents of the existing road have been suggested in the Final Design of the projectroutes. The magnitude of alteration with reference to Road Over-Bridge (ROB) wasconsidered. No other alterations are required. But instead of Over Bridge level crossingmay be provided at the juncture of by-pass alignment with the railway line. The requiredmitigation measure is to implement it in the design with utmost care during constructionphase.

6.3.2 Impacts from Diversion from Current Use of LandIn order to implement the altered road design, some land is to be acquired. This willcause diversion of land from current use. The required mitigation measure is to follow theland acquisition procedure as per land acquisition Act (1894) detailed out in Chapter 2and to implement the Resettlement Action Plan (RAP) according to the State's policy onentitlement. The details on both these issues have been presented in a separate report onResettlement Action Plan.

The land acquisition involved is about 38 acres of land belong to private owners,requiring acquisition. The details of land acquisition, ownership and land use are covered

,in-he Phase II addendum to the Resettlement Action Plan.

\\6.33 mpact on people due to land acquisition and displacementl'brchconstruction of new road private lands in the forn of agricultural lands are gettingaffected and will be acquired as per the Land Acquisition Act, 1894. A comprehensiveResettlement and Rehabilitation (R & R) policy has been formulated, presented in aseparate v olume, d etailing t he b enefits t o b e e xtended t o t he P roject Affected Personsunder this project. S ince many people are dependent on the agricultural land for theirlivelihood, the sh i,ftNugfiom the..urrent.pace will affect their sustenance. Basred oLtJ,& R policy a detailed Rese tlerezt_A&Po,n,P1an(RA,P_ has bee,prepared as per theWorld B ank Guidelines described i n their Operational D irective - OD 4.30. The RAPaddresses the issues pertaining to displacement of Project Affected Persons and theirrehabilitation and resettlement. The total number of Project affected Persons (PAPs) is632 and th oa-4I r ,o.fumb¢s ,ae.s.(PRELs) 's. 55.


PART I- ENVIRONMENTAL IMPACTASSESSMENT (EIA)

Karnataka State Highways Environmental Assessment Reporl -Improvement Project Biyapur By-pass

6.3.4 Impacts on Regional and Local utilitiesA variety of regional utilities serving the local populace needs are currently placed withinthe ROW. The details of these utilities that are falling in the Corridor of Impact arepresented in Table - 5.21.

The required mitigation measure would be to instruct the relevant authorities of localutilities in advance to shift those before construction starts to avoid disruption of regionalservices. It is the responsibility of the PWD to make the required land available to thecontractor free of all encumbrances before construction begins.

6.3.5 Impacts on Local Religious StructuresThere are no religious structures located within the ROW.

6.3.6 Impacts on Other Community AssetsNo community assets like parts of land of Colleges or Schools or Bus Stands were foundwithin or outside the ROW of the project alignment.

6.3.7 Impacts on Avenue TreesOn account of the developmental some trees existing within ROW (30m) wouldunavoidably be felled. The magnitude of such unpacts is discernible fiom Table - 6.1. Itappears that totally 4 trees are to be felled. The trees that are located in the Corridor ofImpact (COI) are the only ones that are to be felled. The felling of these trees isinevitable.

Table - 6.1: Magnitude of impact on Trees along the by-pass alignment(Magnitude indicated in Numbers)

Girth Size (in cms) I Total No. of trees to be>30-60 >60- 90 >90-120 I >120-150 I >150 cut

3 1 0 0 0 4Note: For cutting (including removal of stumps and roots) of trees the girth above 30 cm have been considered andmeasured in terms of number according to size given below:i) Above 30 cm to 60 cm; ii) Above 60 cm to 90 cm; iii) Above 90 cm to 120 cm; iv) Above 120 cm to 150 cm; v) Above150 cm. The girth of the tree has been measured at a height of I m above the ground level.

In the stretch along the by-pass road trees were in sparse distribution. A few treesrecorded along the project area belong to the species of Acacia ferruginea andAzadirachta indica.

No cost effective engineering solution other than embankment raising and cross drainagestructures could be envisaged as this option has been suggested in low lying area that areoften prone to inundation during monsoons and due to uncontrolled discharge oflmgation waters.

The required mitigation measures are many indeed. The permission to fell trees wouldhave to be obtained from the designated authority. Then nurseries will have to beestablished with the help of the Department of Forest. Simultaneously appropriateinstitutions will have to be entrusted with the job of replanting of avenue trees as per therules of the MoEF and for their subsequent maintenance. The procedure has been fully

Chapter- - 6. Page 4 of 15 Scott Wilson



stated in Chapter 2. The views expressed by the local people during Public Consultation(see Chapter 7) should be noted in this regard. The involvement of the village populaceand the village panchayats in the plantation programme will be an added advantage.

As recommended by the MoEF, the most effective species to absorb the various elementsof traffic related pollutants are, Azadirachta indica (Bevu or Neem), Tamarindus indica(Hunsemara or Tamarind), Ficus benghalensis (Aladamara or Banyan), Terminaliachebula (Hallalemara or Arjun) and Dalbergia sissoo (White Beete or Shisham). Allthese species were found to be the major constituents of the existing avenue plantations.These are also the preferred species in the avenue-plantations by the Kamataka ForestDepartment. The Forest Department is also planting Acacia auriculiformis (prevents soilerosion & provides fuel-wood), Albizia lebek & Albizia amara (shade giving ornamentaltrees) and Mangifera indica (fruit bearing tree) along the roadsides.

The PWD is also considering planting Justica Adhadota (Adasala or Adusoge), Jatrophatanjorensis (Gavadal or Bettada haralu), Caesalpinia bonduc (Gajaga), Prosopis juliflora,Euphorbia tirucalli and Bougainvillaea sp. as the second tier. All these species are usedas live hedges in the villages and are well adapted to dry conditions.

The programme of planting avenue trees will be taken up imnmediately after theConstruction phase with the participation of the State Forest Department.

6.3.8 Impacts from the Choice of Construction MaterialsThe thickness of the different components of the road-formation would under gomodifications in tune with the bearing strengths of the available materials. Since thenature of available materials would vary between regions, the total thickness of theformations is likely to vary between the locations of the project roads. However, carefulsupervision is warranted while using the diverse materials. In this regard, threeobservations noted below may appear pertinent. All related to the choice of materials.

Gravel & Borrow PitIn the first instance, one should note that soil with gravel (moorum) occur extensivelyover nearly all parts of Kamataka, but is generally associated with rather high clayfractions. Proper homogenisation with sand would add to the stability of the roadembankments. Connected to this situation is the location of borrow-materials. Borrowpits are generally located along the road corridors. Water accumulates in these pits duringthe rainy season, which in tum can act as disease vectors. Proper reclamation of the pitswould be environmentally desirable. The locations of the borrow material, gravel andsand are listed in Table-3.5 of Chapter 3.

Use of Altemative MaterialsThe use of excavated materials from the damaged roads is a good idea. But it would notbe p ossible t o r e-use t he b itumen-contaminated m aterials from excavation. Bitumen isknown to release phenol. Dumping of such material anywhere and every where i s notpermissible under the CPCB Rules. Hence their disposal should be made in clay-linedpits of abandoned stone quarries or can be re-used in rural areas.

Chapter - 6. Page 5 of 15 Scott Wilsoli


Karnataka State Highways Environmental Assessment Report -Iimprovement Project Bijapur By-pass

MinesAll the mines and quarries to be used for obtaining construction materials for the projectroads are licensed units. Due to increased production, some negative impacts can beapprehended. However, it would be appropriate to inform the Kamataka State PollutionControl Board (KSPCB) about the specific mines used for obtaining constructionmaterials, since these are in their purview. Decision should also be taken in consultationwith t he K SPCB o n t he p roposed I ocation o f s tone c rushers. If the stone crushers getlocated near the construction site, then adequate measures must be taken to control dustpollution and noise level. The contractors should also purchase the construction materialsfrom licensed quarries only. In case new mines are to be utilised by the contractor properclearance and licenses should be obtained from the Karnataka State Pollution ControlBoard and the Department of Mines and Geology respectively. The quarries and minesare listed in Table 3-5 of Chapter 3 of this Report.

6.3.9 Accidents and Road SafetyThe traffic studies have identified areas with heavy traffic intensity and acute-angleintersections, which require junction improvements and widening of roads in congestedstretches. The road improvement plan has suggested improvement of junction points andimprovements in the vertical profile. Sound construction management practices andtraffic management plans have been fornulated for implementation during theconstruction phase. Road markers, safety appurtenances and safety signage inconstruction area and advance warning signs have been included in the constructionmanagement aspects. For smooth traffic movement and safety during operation phase, theprovision o f speed breakers and raised reflective pavement markers (RPM) have beenincluded in the designs.

6.4 Impacts during ConstructionSeveral types of negative impacts upon environment may happen during construction ofroads, primarily due to negligent practices. Responsible supervision is needed toavoid/minimise and to mitigate such adversities. The contexts of such impacts are aslisted below. Each of these requires specific mitigation measures.Impact on Land ResourcesImpact on Soil QualityImpact on Water ResourcesImpact on Water QualityImpact on Air QualityImpact on Noise LevelImpact on Biological EnvironmentImpacts from Sanitation and Waste disposal, and other impacts

6.4.1 Impact on Land ResourcesLand requirement to establish site office, construction-labour camp and also for borrowpits is covered in Phase II EIA. Here, use of the instruments of land acquisition would beunavoidable. Complete reinstatement of the original condition after removal of borrowmaterials will not be possible. However, dressing the sides of the borrow pit to create a

Chapter - 6: Page 6 of 15 Scolt Wilson



slope consistent with the level of the adjoining land would be better than leaving thehollow altogether unattended. The ground water level being high in the project route theutilisation of these pits for water harvesting and ground water recharge is very muchlimited. As a supplementary action, the local villagers may be encouraged, through publicconsultation, to use these pits for compost making.

6.4.2 Impact on Soil QualitySoils of eastern and northem Kamataka plateau are prone to erosion due to theircharacteristics. Periodic maintenance of the drains is the required mitigation measure. Inthe areas prone to soil erosion, clearing and grubbing, excavation, borrow and filloperations shall be limited to the extent practicable.

The mitigation measures to prevent soil erosion and sedimentation include:Designated storage sites for fill material and adequate stockpiling to prevent erosion andrunoff related problems.Construction of temporary sediment basins, slope drains and use of temporary mulches,fabrics or other control devices or methods necessary to control erosion andsedimentation.Cut and fill slopes shall be seeded and turfed as required depending upon the sitecondition and design requirements.Embankment stabilisation will be undertaken as specified in the contract clause byprudent selection of fill material to prevent erosion.The embankment slopes will be vegetated with native seed mix to prevent soil erosion.Good construction practices coupled with responsible supervision and with theimplementation of mitigation measures explained above will reduce soil erosion and runoff during monsoon and unexpected showers.Construction activities for culverts and bridges should be limited to dry seasons.

6.4.3 Impact on Water ResourcesThere are no water bodies or hand pumps along the project alignment. However, duringconstruction/rehabilitation o f c ross d rainage s tructures care s hould b e t aken to preventground water pollution. Proper management of excavation materials, construction debris,site wastes and run off is required to protect the environment.

6.4.4 Impact on Water QualityNo permanent impact is anticipated on ground water quality due to the project. Some ofthe important measures to be considered include:All water and other liquid wastes arising from construction activities will be properlydisposed off.Littering or unauthorised discharge will not be permitted.Permission of the engineer and the concemed regulatory authorities will be obtained fordisposal of the wastes at the designated disposal point.The drains will be kept free from any dumping of solid wastes and earth material.Details of temporary drainage system (including all surface channels, sediment traps,washing basins and discharge pits) will be submitted for approval prior to commencing ofconstruction works.

Chapter - 6. Page 7 of l5 Scott WIlson



6.4.5 Impact on Air QualityModerate air quality impacts during the construction phase of the project can beanticipated due to the uses of construction machinery and fugitive dust generation in andaround the construction site due to vehicular movement and handling of materials. It hasbeen noted in that the SPM and RPM levels are generally high in Karnataka and wellbeyond the prescribed limits in the project area. Unauthorised entry of vehicles into theconstruction site is of particular concern in the urban areas during construction. Therequired mitigation measures are given below.Asphalt and hot mix plants and stone crusher plants should be located at least 500-metresaway from inhabited urban and rural settlements. These units should be located indownwind direction to the nearby settlements. Guidelines issued by the State PollutionControl Board on establishment of Stone Crusher Units would be adhered to.Trucks carrying earth, sand or stone should be covered with tarpaulin or canvas sheets toavoid spilling,Fugitive dust should be controlled by sprinkling water, andRegular maintenance of machinery and equipment should be carried out.Designated storage area for construction material like gravel, blue metal, earth and sandshould be demarcated to ensure safe and accident free utilisation of raw material.Diligent supervision by the PIU and the Supervision consultant should be carried out toensure implementation of suggested measures and rectify lapses of the contractor.A green belt would be developed around the Plant site.

6.4.6 Impact on Noise LevelTemporary impacts in the inmiediate vicinity of the project may occur due toconstnuction. The magnitude of impact will depend upon the specific types of equipmentused and on the construction methods employed. Care should be taken to reduce suchimpacts.

Based upon previous studies and measurements, the construction equipment appears as apoint source of such negative impacts. With source strength of 95 dB (A) at a referencedistance of 2m, the noise produced should not exceed 45 dB (A) beyond a distance of250m, the drop off rate being 6 dB (A) for doubling the receptor distance from a pointsource. In view of this, the construction equipment will be located at least 250m awayfrom inhabited areas. These units would be located in downwind direction to the nearbysettlements. Guidelines issued by the State Pollution Control Board on establishment ofStone Crusher Units would be adhered to. This would be the essential mitigationmeasure.

In addition, one should note that the workers near construction equipment are likely to beexposed to an equivalent noise level of 80 to 95 dB (A) in an 8-hour shift. The generatednoise may affect workers. They would require protection devices like earplugs.

Other ancillary mitigation measures are source-control and scheduling of constructionactivities. Source-control means that all equipment will be maintained in good condition,properly designed engine enclosures and intake silencers will be employed. Scheduling of

Chapter - 6: Page 8of 15 Scott WIlso,,



project activities means that all operations will be scheduled to coincide with periodswhen people would be least affected. Construction activities will be strictly prohibitedbetween 10 P.M and 6 A.M. near the residential areas.

6.4.7 Impact on Biological EnvironmentNo i mpacts t o t hreatened o r e ndangered p lant and animal s pecies are anticipated. Thetemporary impact may be in the visual appearance of the trees and shrubs as constructionactivity may lead to deposition of dust over the leaves and foliage. This is limited to theconstruction period and gets washed away with the first monsoon showers. In additionregular watering will arrest entrainment of dust during construction period in theconstruction site and crusher plants. Nevertheless, actions specified under Sub-section6.4.5 and 6.4.6 above must be strictly followed.

6.4.8 Impacts from Sanitation and Waste disposalSewage and domestic solid waste generated at the construction workers colony shall beproperly disposed off. Improper management of these solid wastes may lead to health andhygiene related problems. The applicable PWD specifications for labour campdevelopment for type A (shown in Part II Annexures) construction will ensure thatadequate sanitation at the workers' colony is maintained. The basic mitigation measuresare:The contractor shall install adequate lavatories at the construction camp to cater to therequirements of the workers.The contractor at the campsites shall build Septic Tanks.Proper collection system for domestic refuse from the campsite and its segregation anddisposal will be ensured.Periodic health check-ups of construction workers will be undertaken.Other impactsSome short-term impacts may happen during the construction phase. The locations andcontexts of such impacts are:Site office and labour camps - Temporary impacts may occur due to the construction ofsite offices and labour camps.

The following impacts are envisaged:Land acquisition andDestruction of vegetation

These impacts are likely to be marginal

6.4.9 Equipment Storage and machinery maintenanceThe site area should have a proper maintenance shed for the regular maintenance of theconstruction vehicles and the waste emanating from the maintenance shed should not beallowed into any water body. The oil and Grease change of the equipment and vehiclesshould be carried out in the service area designed for the vehicles and the wastes shouldbe collected in containers and bins before selling them off. Proper sand beds should bedeveloped to prevent the flow of oily wastes. The tar-coated drums should be properlystored in the site area and can be used for demarcating the diversions during construction

Chapter- 6: Page 9 of 15 Scott W,lsoi



phase with proper fluorescent markers. The drums can be used for storing water forconstruction purposes. Under no circumstances uncleaned drums should be used forstoring drinking water.

6.4.10 Traffic Management and Safety aspectsSuitable traffic management system will be devised and finalised with the concurrence ofthe Police Department. Assistance of the Police Department would be necessary toregulate traffic. Road markers, safety appurtenances and safety signage will be displayedalong the construction area and advance warning signs will be established to forewarn thetraffic about the construction site. The traffic management includes sufficient safetymeasures in terms of advance warning to the road-users, clear demarcation for movementof vehicles and traffic control devices to guide the drivers and improve their behaviourthrough construction and maintenance zones. The details of Traffic Management Planduring construction are covered in Chapter 3, Section 3.13 of the Detailed EngineeringDesign Report.

6.4.11 Employment OpportunitiesThe construction activity can provide opportunities to the residents of the neighbouringarea to earn. They may come to provide labour or to service the construction camps. It isnecessary to ensure that the persons after completion of construction works return back totheir homes and not set up squatter colonies.

6.5 Impacts during Operation PhaseThe operation phase impacts mainly arise due to vehicular movements. These can begrouped as followsImpact on Land Use,hnpact on Air Quality,Impact on Noise level,Impact on Biological Resources,Accident Hazards and Safety andAesthetics

6.5.1 Impact on Land UseThe land use pattern may experience some changes on the roadside like the coming ofcommercial ostablishments and other road induced developments. The local statutorybodies will strictly enforce land use control measures to regulate development ofcommercial, residential and industrial infrastructure. Development of squatter settlementson the slopes of the embankments and on vacant areas of the acquired ROW will beprevented and monitored.

6.5.2 Impact on Air QualityRoad upgradation/improvement will lead to better road surface and wider area for trafficmovement. This would ensure smooth flow of traffic. However, increase in vehiculartraffic is assumed in the very design for road upgrading. Consequent rise in the level ofvehicular emission as well as of noise is only to be expected on this road segments infuture. Creating a vegetation screen along the roadside having a two-tier arrangement will

Chapter - 6: Page 10 of 15 Scott Wilson


Karnataka State Highways Environmental Assessnment Report -


absorb pollutants and arrest dust entrainment. The details of Avenue Plantations havebeen presented in Sub-section 6.3.7 above. At the operation phase maintenance of avenueplantation would be necessary. In addition to this, periodic air quality monitoring is alsoto be carried out in the Operation Phase to identify the locations where air quality may begetting affected for causes due to road improvement and others extemal to it.

Other measures on reducing impacts on air quality would bePhasing out of old vehicles,Promote increasing use of fuel-efficient engines,Promote use of catalytic converters for petrol vehicles,Promote use of Natural Gas in cars,Promote use of smoke traps for diesel vehicles andPrevent Debris and Municipal Waste Disposal and burning by roadside

It may be noted that increased traffic speed will reduce localised concentration ofpollutants and result in faster dispersion of the pollutants.

Table - 6.2: Emission factors of different vehicles (g/Km)Types of Vehicle

CO HC NOx SOx Pb TSPTwo Wheeler 8.3 5.16 - 0.013 0.004 -

Cars 24.03 3.57 1.57 0.053 0.0117 -

Three Wheelers 12.25 7.77 - 0.029 0.009 -

Buses-Urban 4.381 1.327 j 8.281 1.441 0.275Trucks 3.425 1.327 6-475 1.127 0.45Light Conmercial Vehicles 1.3 0.5 2.5 0.4 - 0.1

Note- TSP: Total Suspended ParticulateSource: Indian Institute Of Petroleum. 1985

Based on these factors, the current loads of vehicular pollution as well as those expectedin 2008 have been estimated in Table - 6.3. Though there is an observable increase in thepollution load in 2008 when compared to 2000 figures yet it is very low and below theprescribed limits.

Table - 6.3: Pollution Load of Pollutants along the project link 3A (in Tons/Km/day)

ParametersYear TSP SOx NOx Pb HC CO2000 0.0005 0.0018 0.011 0.00001 0.008 0.0282008 0.0010 0.0034 0.022 0.00003 0.020 0.069

Note: TSP. Total Suspended Particulate

6.5.3 Impact on Noise levelIncrease in noise level is anticipated due to increase in traffic movement. The impactedareas are basically the towns and the other places having a semi-urban profile and whichfunction as major market centres and where inter-modal transfer of commodities is

Chapter- 6. Page /I of 15 Scott WIlson


Karnataka State Highways Environnmental Assessment Report -Improvement Project Bijapur By-pass

involved. Proper traffic management and legal measures can easily control the unwantedincrease in the noise level.

Avenue plantations would dampen traffic-related noise. Intermix of vegetation consistingof local shrubs and trees will be raised along the project alignment.

6.5.4 Impact on Ecological ResourcesThe roadside plantation, once undertaken, will greatly enhance the aesthetics of the roadand also function as a pollution arrester and prevent surface runoff in stretches prone tosoil erosion. It needs mention that no negative impact is anticipated on forest vegetationand the fauna during operation phase.

The villagers can be involved in maintaining the shrubs that has been suggested as thesecond tier plantation and in turn they can source their fuel wood from these plantationsby pruning the branches of the shrubs. The only precaution that has to be exercised is thatthe shrubs are not uprooted to meet the fuel wood needs. This is one way of preventingthe villagers from indiscriminate felling of the trees and other vegetation for fuel.

6.5.5 Accident Hazards and SafetyDunng the operation phase, accident hazards will be greatly reduced and the new roadwill ensure smooth and fast flow of traffic. The event that could pose potentialenvironmental risk is the accident of vehicles carrying hazardous cargo. At present mostof the ve-nicles carrying such cargo use the Nationtal Highways. With better connectivity,some of the vehicles may use the state highways.

Spillage of hazardous chemicals and subsequent run off into a water body may haveadverse environmental impact. To handle such problems, the area of spillage should beimmediately cordoned off and be made off limits to the public. Run off of the chemicalinto any water body shall be prevented. Side drainage channels and collection sumps atthe landfall points need to be provided for collection and safe removal of hazardousmaterials. Emergency response mechanism should be evolved to tackle accidents andspillage of hazardous nature. Effective collaboration will be established with the PWDNational Highway Division's wing dealing with emergency response to evolve a spillmanagement capability.

In addition, to reduce accidents and enhance safety, PIU has carried out safety audits onall project roads. The results of the safety audits will be incorporated in the road designand in placing road furniture. As part of the Institutional Development Strategy, theproject also plans to carry out:Black spot improvement study on the project and other non-project roads;Extend the computerised accident analysis system (currently in use in Bangalore andother cities) to the rest of the State roads andTrain the PWD, Police and other safety staff on accident investigation and analysistechniques. The outcome would be incorporated in the implementation of the project andform the basis of on-going institutional and capacity development component.

Chapter - 6. Page 12 of 15 Scotl Wilsoni



6.5.6 AestheticsThe roadside plantation, in addition to functioning as pollution screens, will add to theaesthetics of the road. Road fumiture, if properly designed, can also contribute towardsattractiveness of the road to the users.

6.6 Social Environment6.6.1 Positive Attributes6.6.1.1 Proper Road ConnectivityIt provides good connectivity to different towns. There will be a boost to transportation ofagricultural goods or locally manufactured products from/to nearby market places ordistant places. It enhances business activities.

6.6.1.2 Employment OpportunitiesLocal people are in majority illiterates and are agricultural labourers dependent on anytype of labour work in the neighbouring towns. The project will create new employmentin local areas and help in providing more opportunities to labourers and businessmen.

6.6.1.3 EducationThis project area improvement provides an easy access to children and College goingstudents to obtain higher education. It reduces the time of travelling and avoids accidenthazards.

6.6.1.4 Public HealthPublic and Road Users complained of respiratory problems because of heavy dustpollution generated due to vehicular exhausts. In operation phase the proposed by-passmay reduce health problems to certain extent and medical care centres will be increased,so that public health will be given due importance.

6.6.2 Negative AttributesIndustries, agricultural produce, education, medical care, business, tourism, etc. mayincrease due to the developmental work. This would lead to higher traffic flow, induceddevelopment and urbanization. This further results in congestion, health problems andother problems of social and cultural natures. However, these need to be tackled as andwhen they occur.

6.7 Evaluation of potential impactsThere are several techniques available for the assessment of the impacts of developmentalwork. Each of the technique has its own advantages and disadvantages. The selection ofany of these techniques for any particular project depends largely upon the choice andjudgment of the analyst. The technique chosen should be comprehensive, easy tounderstand, systematic and flexible. By considering these criteria, the matrix method isproposed for the evaluation and assessment of impacts in detail.

Impact potential of the project road was estimated keeping in view the series of impactsthat will usually be triggered by the project activities according to the Scaling-Weightage

Chapter - 6 Page 13 of 15 Scott Wilsoni



lmprovenment Project Bijapur By-pass

Checklist and Matrix methods. The environmental impact weightage value was allotted to

different environmental components for impact evaluation. The impact evaluation isbased on the judgement made by the Consultant after the field visit and studying the

available baseline/generated data in the scaling-weightage form and in environmentalimpact matrix. The weightage given for each environmental component in pre-project(without mitigation measures) and post-project (with applied mitigation measures during

construction phase) discloses the net expected positive change in result.

An attempt has been made to assess and compare the quality of environment in the Study

Area under three assumed scenarios asNo Project ScenarioProject Scenario without Mitigation MeasuresProject Scenario with Mitigation Measures

A summary of the impact evaluated for the project with and project without mitigation

measures is presented in Table 6.3.

Based on the severity criteria of impacts, positive (beneficial) and negative (adverse)impact scores were drawn for each project activity by Matrix method. A matrix wasformulated by combining environmental components and project activity for both withoutand with mitigation measures. The values are depicted in Table - 6.3.

A matrix has been developed taking into account twelve impact areas. The twelve impactareas have been considered keeping in view the main resources that will get affected dueto road development. In this context, a weighted scheme approach has been adopted. Thisapproach i s b ased o n t he d esire t o a ssess q uantitatively t he i mpact a nd weight of thatvalue by its significance or importance. The idea is to require environmental impactanalyses to define two aspects of each action that may have an impact on theenvironment. The first aspect is "magnitude" (M) of the impact upon specificenvironmental factors. The term magnitude is used in the sense of extensiveness or scale.The second is the weighting of the degree of "importance" (W) i.e. significance of theparticular action on the environmental factor in the specific instance under analysis. Ascale of 1-5 has been used for the magnitude and importance. A (+) in front of themagnitude number indicates the impact is beneficial and (-) indicates an adverse impact.

The product of the magnitude "M" and importance "W" value gives the net impact of theaction on the environmental resource i.e. the impact magnitude. The total impact score ofa project altemative can be obtained by the sum of the impact magnitudes on theenvironmental resource in a given scenario. Based on this approach the maximum impactscore that can be achieved is +300 i.e. a maximum impact magnitude of (+) 25 for eachparameter and summation for 12 environmental parameters gives a maximum impactscore of (+) 300 indicating positive and beneficial impact. Similarly the minimum scorethat can be achieved is (-) 300 indicating negative and adverse impact. To distinguishbetween the three scenarios and to give it a qualitative aspect, the following classificationhas been adopted.

Chapter - 6. Page 14 of 15 Scott Wi/son


III

Karnataka State Highways Environniental Assessment Report -


Impact Type ScorePositive and beneficial impact (+) 200 to (+) 300Positive and moderate impact (+) 100 to (+) 199No appreciable impact 0 to (+) 99Negative and moderate impact (-) 1 to (-) 100

Negative and significant impact (-) 101 to (-) 199Negative and adverse impact (-) 200 to (-) 300

The impact scores obtained for the three scenarios considered for the project route -

Bijapur by-pass are presented in Table - 6.2. The details of the analysis are presented in

Table - 6.3.

Evaluation of Environmental Features with different Scenarios

No Project Project without Mitigation Project with MitigationScenario Measures Measures

(-) 87 (-) 111 (+) 106It is very clear from the scores obtained for the 'No Project Scenario' and 'Projectwithout Mitigation Measures Scenario' that both situations will certainly have negative

impacts upon the environment. It i s evident from the table that i mplementation o f the

mitigation measures will have a positive impact upon the environment and assist towards

better uses of the natural resources.

Total negative impact score was -111 for the project without mitigation measures whilepositive impact score was 106. The overall negative impact score of -Ill indicated thatthe project would cause significant impacts on surrounding environment and needs

proper mitigation. However, the impact matrix was evaluated keeping in view the project

work with mitigation measures and overall positive impact score calculated was 106

(positive). Moderate and beneficial impacts are anticipated from the project. Hence, the

project may be accepted for upgradation work.

6.8 Preparation of EMPBased on the assessment of the above potential impacts, the EMP has been designed.

Environmental Mitigation Measures and Monitoring Plan with Cost Estimate will be

dealt in the Part II- Environmental Management Plan (EMP).

Clhapter- 6 Page 15 of 15 Scott Wlso,0


Kar nataka State Highways En vironinental Assessmenit Report -

Implrovement Project Bijapur By-pass

Table - 6.3: Impact matrix for the Project - Bijapur By-pass with and without mitigation measures

Impact Criteria Magnitude (m) Importance (w) No Pr oect Scenario Project without Mitigation Measures Project with Mitigation Measuresm w m*w m w m*w m w m*w

Location 5 (Max.) 5 (Max.)Gravity flow irrigation 5 5 -4 5 -20 4 4 -16 4 4 16

Reservoirs behind dams 5 5Deforestation 5 5Road Drainage 5 5 -3 3 -9 -3 4 -12 4 4 16

Road Design 5 5 -2 3 6 -3 4 -12 4 4 16

Land Resources 5 5 -1 I -1 -4 4 -16 -3 3 -9

Soil Quality 5 5 -1 2 -2 -3 3 -9 1 3 3

Water Resources 5 5 . -1 2 -2 2 1 2

Water Quality 5 5 . . -3 3 -9 1 4 4

Air Quality 5 5 -3 4 -12 -3 4 -12 4 4 16

Noise level 5 5 -3 4 -12 -3 3 -9 2 4 8

Biotic Environment 5 5 -1 I I 1 -2 2 -4 4 4 16

Sanitation and waste disposal 5 5 -3 4 -12 -4 4 -16 4 4 16

Employment Opportunities 5 5 1 1 1 2 2 4 3 3 9

Safety 5 5 -3 4 -12 2 1 2 3 3 9

Total 87 -111 106Magnitude Defined in scale of I to 5 ( +"indicates beneficial impact and - indicates adverse impact)Importance Defined in scale of I to 5 (Importance means the significance of the particular action on the environmental criteria/action)

Positive and beneficial impact (+) 200 to (+) 300 Negative and moderate impact (-) I to (-) 100Positive and moderate impact (I) 100 to (+) 199 Negative and significant impact: (-) 101 to (-) 199No appreciable impact 0 to (+) 99 Negative and adverse impact: (-) 200 to (-) 300

Scot! Wilson




CHAPTER- 7

PUBLIC CONSULTATION

TABLE OF CONTENTS

SECTION PARTICULARS PAGE NO.

7.1 General 1

7.2 Objectives 1

7.3 Public Consultation - community representatives and local 1

residents7.4 Outcome of public consultations/interviews 2

i) Ambient Air Quality 2

ii) Water Quality 2

iii) Noise Level 2

iv) Archaeological/Religious Sites 2

v) Natural Disasters 3

vi) Existence of Major Structures 3

7.5 Merits/Demerits of Rehabilitation of the Project Road 3

7.5.1 Merits 3

7.5.2 Demerits 3

7.6 Public Suggestions to improve the environment in the Project 3

Area

Sco,l WilsonI



Improvement Project Biyapur By-pass

CHAPTER - 7

PUBLIC CONSULTATION

7.1 GeneralAsper the World Bank Operational Policies/Directives (OD - 4.01 for Environmental

Assessment (World Bank, 1991)) and its successor documents (OP/BP/GP 4.01 (World

Bank, 1 999a,b&c)), public consultation is an essential part of the environmental

assessment of those projects and particularly those with potentially significant impacts.

7.2 ObjectivesThe primary objective of this public consultation is to protect the wild life and affected

communities. Experience has shown a strong link between project sustainability and

effective public consultation.

Task team leaders are required to use the EA process to build consultations into project

planning, so that information exchanged with stakeholder groups can influence each key

stage of the project cycle. Strategic planning is required to reconcile this aim with the

inevitable constraints on time and financial resources.

73 Public Consultation - community representatives, local residents and NGOs

To meet the requirement of the public consultation of World Bank, the Consultant

undertook extensive field visits and held detailed discussions with public, academiciars,

Research Scientists and NGOs. Public interviews have been conducted as per the MoEF

Guidelines, with the help of the questionnaire i.e., Public Opinion about Environment in

Project Area depicted in Appendix -5.

The baseline data was also collected by consulting the public to ascertain their opinion

about significant environmental conditions/features in their area and merits and demerits

of the implementation of the project road.

The questionnaire consists of the following featuresi) Sources of drinking water,ii) Causes and impacts of air and noise pollution by the automobile exhausts,

iii) Water pollution problems,iv) Sanitation,v) Medical care,vi) Education,vii) Archaeologicalthistorical sites,viii) Employment opportunities,ix) Improvement in quality of life by facilitating transport facilities and

x) Negative and positive impacts by the proposed project road in their area.

Records have been maintained of public meetings and other activities, communications

and comments/suggestions (Annexure-I to 3).

Chapter - 7: Page i of 3 Scott Wilson




During field visit, the questionnaire has been completed by consulting public at their

premises, commercial places and agricultural fields and by seeking their opinion about

the developmental work. During this assessment, most stakeholders (age of consulted

person: above18 years) have shown their willingness to get developmental work of the

proposed project road started at an early stage, so that, traffic problems may reduce. Poor

road geometry and congestion at certain places have deteriorated the environmental

quality of their surroundings and each day brings increase in ambient air quality level and

also reducing the quality of public health. During public consultation, they also learnt a

lot about their environment (negative and positive impacts) from the enviromnental

consultant. The list of persons contacted for public consultation programme is given in

Annexure- 3. The details of public consultation is presented in the Table - 7.1.

Table - 7.1 : Details of Public Consultation/Interviews for the Project EnvironmentDate Place Town/District No. of Persons Attended

05-03-2003 Office of Water Shed Management Bijapur 15

05-03-2003 Agricultural College Bijapur 70

07-03-2003 Afzalpur Takke Bijapur 50

7.4 Outcome of public consultations/interviewsThe outcome of the questionnaires filled by the local people for different aspects of the

environmental assessment is as follows:

i) Ambient Air Quality70% people said that the air quality of project area is healthy and clean but 30% people

said that air quality in the project area is polluted or likely to pollute during construction

work. Vehicular smoke and dust caused due to poor road condition are the main reasons

for the degradation of air quality. People suggested for the improvement of the project

road condition to be implied immediately with public health protection.

ii) Water QualityIn the project area the drinking water source is mainly hand pump, municipal supply and

river. The water quality in the project area is satisfactory as per the public view.

iii) Noise LevelIn the project area noise level is slightly high as disclosed by 30% of the interviewed

people. The increase in noise level in the project area is due to poor road geometry and

narrow road. It may also further increase during construction work if proper care is not

taken. Noise level can be decreased, if the upgradation of the project road is undertaken.

iv) Archaeological/Religious SitesAccording to the public view, neither archaeologically important structure nor any

cultural site is located in the project area.

Chapter - 7: Page 2 of 3 Scott WIlsonl




v) Natural DisastersAs per the public opinion, there is no record of any natural disaster in the project area.

vi) Existence of Major StructuresAs per the public analysis, there are no major or minor structures within or outside theROW of the project road.

7.5 Merits/Demerits of Upgradation of the Project RoadThe following are the merits and demerits of upgradation of the project road, as viewedby the interviewed people:

7.6 Public Suggestions to improve the environment in the project areaThe following are suggestions given by the interviewed people:* Plantation along the project road will reduce the pollution load (air and noise

level).

* upgradation of the road would increase cleanliness in the p roject area and w illreduce the number of accidents and pollution load.

* Periodical checking of vehicles would reduce air and noise level in the projectarea

* Strict implementation of rules and regulations of pollution check will reduce thepollution load in the project area.

According to NGOs, the Social Forestry Scheme should be applied as environmentenhancement measures and permission should be given to nearby landowners to take careof trees and to own trees.

Overall opinion of the public is that the upgradation of the project road should be carriedout at the earliest, but with mitigation measures to save the life as well as to increase thequality of life of the people.

All the above suggestions given by the public and NGOs have been taken into account inthe EMP.





REFERENCES

APHA (1998). Standard Methods for the Analysis of Water and Wastewater. 2 0th ed.,American Public Health Association, Washington, D.C.

CII and MOEF (1999). Application Form and Questionnaire for EnvironmentalClearance. Environment Management Division, Confederation of Indian Industry, NewDelhi and Ministry of Environment and Forests, Govt. of India, New Delhi.

CPCB (1998). Pollution Control Acts, Rules and Notifications Issued Thereunder.Central Pollution Control Board (Ministry of Environment and Forests, Govt. of India),PCL/2/1992, Vol. 1, Delhi, pp. 501.

CPCB (1999a). Ambient Air Quality Monitoring Status-1997. National Ambient AirQuality Monitoring Series: NAAQMS/12/1999-2000, Central Pollution Control Board,Delhi, pp. 130.

CPCB (2000). Environmental Standardsfor Ambient Air, Automobiles, Fuels, Industriesand Noise. Central Pollution Control Board (Ministry of Environment and Forests),Pollution Control Law Series: PCLS/4/2000-2001, Delhi, and pp. 109.

IRC: 104 (1989). Guidelines for Environmental Impact Assessment of Highway Projects.The Indian Road Congress, New Delhi, pp. 27.

IS:4758 (1989). Indian Standards: Methods of Measurement of Noise Emitted byMachines. 3fd reprint, Dec., 1989, Bureau of Indian Standards, New Delhi, pp. 14.

IS:5182 (Part-2) (1989). Indian Standard: Methods for Measurement of Air Pollution:Sulphur Dioxide. Part - 2, Bureau of Indian Standards, New Delhi, pp. 11.

IS:3028 (1998). Automotive Vehicles-noise Emitted by Moving Vehicles: Method ofMeasurement. 2 revision, Bureau of Indian Standards, New Delhi, pp.16.

IS:5182 (Part-4) (1999). Indian Standard: Methods for Measurement of Air Pollution:Suspended Particulate Matter. Part - 4, 1" revision, Bureau of Indian Standards, NewDelhi, pp. 5.

IS:5182 (Part-6) (1992). Indian Standard: Methods for Measurement of Air Pollution:Nitrogen Oxides. Part - 6, Bureau of Indian Standards, New Delhi, pp. 6.

IS:5182 (Part-10) (1999). Indian Standard: Methods for Measurement of Air Pollution:Carbon Monoxide. Part - 10, 1 st revision, Bureau of Indian Standards, New Delhi, pp. 6.IS: 9779 (1997). Indian Standards: Specif cation for Sound Level Meters. 1" reprint,Dec. 1997, Bureau of Indian Standards, New Delhi, pp. 29.

References. Page I of 3 Scott Wilson


Karnataka Stale Highways Environmental Assessment Report -Improvement Project Bijapur By-pass

IS: 10399 (1998). Indian Standards: Automotive Vehicles-Noise Emitted by StationaryVehicles: Method of Measurement. I" revision, Bureau of Indian Standards, New Delhi,pp. 5.

Kothari, A., Pande, P., Singh, S. and Variava, D. (1989). Management of NationalParks and Sanctuaries in India (A Status Report). Indian Institute of PublicAdministration, Indraprastha Estate, New Delhi.

MOEF (1994). Handbook of Environmental Procedures and Guidelines. Ministry ofEnvironment and Forests, Govt. of India, New Delhi.

Naya, M.P. and Sastry, A.R.K. (1990). Red Data Book of Indian Plants. Vol. 3,Botanical Survey of India, Govt. of India, New Delhi

Nair, S.M. (1992). Endangered Animals of India and Their Conservation. NationalBook Trust, New Delhi, pp. 110.

Randhawa, M.S. (1996). Flowering Trees. National Book Trust, New Delhi, pp. 208.

Santapau, H. (1996). Common Trees. National Book Tnrst, New Delhi, pp. 118.

Swamy, N.M. (1998). Law Relating to Environmental Pollution and Protection. AsiaLaw House, Hyderabad, pp. 1490.

World Bank (1991). Environmental Assessment. OD 4.01, Update 1996, The WorldBank, 1818 HST.NW, Washington, D.C.

World Bank (1993). The World Bank and Environmental Assessment : An Overview.Environmental Assessment Source Book Update No. 1, April, 1993, The World Bank,1818 HST.NW, Washington, D.C., pp. 4.

World Bank (1999a). Environmental Assessment. Operational Manual - BP 4.01, TheWorld Bank, 1818 HST.NW, Washington, D.C.

World Bank (1999b). Environmental Assessment. Operational Manual - GP 4.01, TheWorld Bank, 1818 HST.NW, Washington, D.C.

World Bank (1999c). Environmental Assessment. Operational Manual - OP 4.01, TheWorld Bank, 1818 HST.NW, Washington, D.C.

World Bank (1999d). Forestry. Operational Manual - OP 4.36, The World Bank, 1818HST.NW, Washington, D.C.

World Bank (1999e). Public Consultation and Environmental Assessment.Environmental Assessment Source Book Update No. 26, April, 1999, The World Bank,

References: Page 2 of 3 Scott Wilson

PART I- ENVIRONMENTAL IMPAC.T ASSESSMENT (EIA)



1818 HST.NW, Washington, D.C., pp. 14.

World Bank (1994). Roads and the Environment - A Handbook. Report TWU 13. The

World Bank Environmentally Sustainable Development Vice PresidencyTransportation, Water & Urban Development Department, Transport Division, pp. 167.

References: Page 3 of 3 Scott Wilson


PART I - APPENDICES


Inmprovement Project Bijapur Bv-pass

APPENDICES

TABLE OF CONTENTS

SECTION PARTICULARS PAGE NO.Appendix 1 Air Monitoring Profonna 1

Appendix 2 Noise Monitoring Proforma 2

Appendix 3 Ambient Air Quality Standards 3

Appendix 4 Ambient Noise Quality Standards 4

Appendix 5 Public Opinion about Environment in the Project Area- 5Questionnaire

Scott W'ILSO/




APPENDIX -1

AMBIENT AIR QUALITY MONITORING PROFORMA

MONITORING LOCATIONS:

AQ 1 =

AQ 2=

Sampling Stationss Air Quality

AQ I IAQ 2 Standards

S.No. Parameters Time of Sampling (in Hrs) Protocol

14- 22- 06- 14- 22- 06-22 06 14 22 06 14

1 Sampling Duration (min)

2 Flow Rate (m3/min)

Max.3 Atmospheric

Temp. ( °C) Min

4 SPM (jg/rn)

5 RPM (ug /m3)

Oxides of Sulphur (as6 Sox, jg/M3 )

Oxides of Nitrogen (asNOx, ig/mr3)

Carbon Monoxide (as CO,8 mg/mr3 )

9 Lead (as Pb gig/mr3)

Appendices Page I of 7 Scott WIlsoi


Karnataka State Highways Environzmental Assessment Report -Improvement Project Bijapur By-pass

APPENDIX - 2

AMBIENT NOISE LEVEL MONITORING PROFORMA

MONITORING LOCATIONS:NQ1=NQ2=

MonitoringLo Category of Distance Sound Level dB(A)cation Zone from the Range Of Standard

Centre line Time in Hrs Sound Protocol Limit in dB(m) 14 :00 22 :00 06 :00 level dB (A) Leq

- - - ~~~~(A)22 :00 06 :00 14 :00

NQl1

NQ 2

Appendices Page 2 of 7 Scott Wilsoni




APPENDIX - 3

AMBIENT AIR QUALITY STANDARDS (NATIONAL)

Time Sensitive Industrial Residential,Pollutants weighted Area Area Rural & Method of

Average Other Areas MeasurementSulphur Dioxide Annual * 15 F]r/m3 80 lr4/m 3 60 /rn/m3 1) Improved West and(SO 2) Gaeke Method

24 hours** 30 U/b/mr 120 rb/m3 80 r/rm3 2) Ultraviolet Fluore-scence

Oxides of Nitrogen as Annual * 15 LUr/m3 80 bU/m3 60 rU/m3 1) Jacob and HochheiserNO2 2 -/rn 120 lU/ 3 80 rU/mn Modified (Na-Arsenite)

24 hours** 30 it/m 120 Tt/m 80 rt/m method

2) Gas phase Chemil-.__________ ___________ _ __________ _ _______um inescence

Suspended Annual* 70 rn/m3 360 rn/m3 140 Urn/m3 High Volume SamplerParticulate Matter (Average flow rate not(SPM) 24 hours^ 100 [/rm3 500 r/y 3 200 /m3 less than 1.1 m3/ minute)

Respirable Particulate Annual 50 r/m 13 20 rWM3 60 [l/m3 Respirable ParficulateMatter (RPM) size <1 0 l Matter samplerIT 24 hours^ 75 r/rn3 150 U/r3 100 U/rM3

Lead (Pb) Annual. 0.50 [W/m3 1.0 nJ/M3 0.75 I/n/m' AMS Method after

24 hours^ 0.75 r/rM3 1.5 r/m 3 100 r/rn3 or equivaent filter paper

Carbon Monoxide (CO) 8 hours 1.0 mg/m 3 5.0 mg/m 3 2.0 mg/M 3 Non Dispersive Infra Red

1 hour 2.0 mg/m3

10.0 mg/m3 4.0 mg/m3 (NDIR) Spectroscopy

* Annual arithmetic mean of minimum 104 measurements in a year taken twice aweek 24 hourly at uniform interval

24/8 hourly values should be meet 98% of the time in a year. However, 2% of thetime, it may exceed but not on two consecutive days

Note:

National Ambient Air Quality Standard: The levels of air quality with an adequate marginof safety, to protect the public health, vegetation and property.

Whenever and wherever two consecutive values exceed the limit specified above for therespective category, it would be considered adequate reason to instituteregular/continuous monitoring and further investigations.

Appendices. Page 3 of 7 Scott Wilson




APPENDIX -4

AMBIENT NOISE LEVEL STANDARDS

Area Code Category of AreaDay Time Night Time

A Industrial Area 75 70

B Commercial Area 65 55

C Residential Area 55 45

D Silence Zone 50 40

Note - 1 Day time is reckoned between 6 a.m. and 9 p.m.

Note - 2 Night time is reckoned between 9 p.m. and 6 a.m.

Note -3 Silence zone is identified as area up to 100 meters around suchpremises as hospitals, educational institutions and courts. Thesilence zone is to be declared by the Competent Authority.

Note - 4 Mix categories of areas should be declared as one of the four abovementioned categories by the Competent Authority and thecorresponding standard shall apply.

Appendices: Page 4 of 7 Scott Wilsoii


Karnataka State Highways Environmental Assessment Report -Improvement Project Biyapur By-pass

APPENDIX -5

Public ODinion about Environment in the Proiect Area

From: km To km Questionnaire No.

Name

Age :---Years Profession:

Address:

Q1 Do you think the air which you breath is healthy and clean: YES / NO

Q2 If no, what would be the expected reason? (Grade in %)

Consb uction Poor ~~~Smolie Others73kZof Road On Vehicular Industrial |Doiiiestic

0- 100%II

Q3 How ft can be minimized to satisfactory level (Grade in %):

em~f1s |Rehabilitatio Forestry | Shhef A 0t1w5n of Road

O - 100%

04 Do you think the water quality of different sources of your locality is (Grade in %)

Items Municipal Hand Well Bore Pond River/ OthersSupply Pump Well Canal

Worse (1 - 30%)

Good (30 - 60%)

Satisfactory (60 -1 00%)

Q5 What would be the expected reason for making water quality worse?

Construction/Rehabilitation of Road : may be / may not beMixing of Industrial/Domestic Discharge : may be / may not beSeepage from Septic Tank/Sewers : may be / may not beOthers, Please specify : may be / may not be

Q6 Whether noise level in your area is disturbing/irritating you? YES / NO

Appendices Page 5 of 7 Scott Wi/son


Karnataka State Highways Environnzental Assessment Reporl -Improvement Project Bijapur By-pass

Q7 If yes, what would be the expected reason (Grade in %):

Items Narrow Heavy Constructi Industries Workshop Loud OthersRoad Traffic on Wrk Speaker/I

Decko - 100%

Q8 How, it can be brought to the satisfactory level in your area (Grade in %):

Widening/ Diversion of Resettling the OthersItems Rehabilitation of Traffic Encroachers

Road0- 100%

Q9 Is there any Religious/Archaeological/Historical place in your area : YES / NO

QiO If yes, please describe:

Items Holy Places Monuments Art & Culture Site Graveyard OthersPlace

Since (Year)

Q11 Do you remember any natural disaster in your area: YES I NO

Q12 If yes, piease describe:

I pm,~~s FlOOd I Soil Lad I Cycln I Gas OthersI I Flood DJaught Erosion Slide Earthquake LeakePlaceYear

Q13 Have you seen any rare animal I bird in your area: YES / NO

Q14 If yes, please describe:

Items Animals Birds OthersPlace

Year

Q15 Is there any important structure (Market, Community Hall, Drinking Water Source, etc.) in your areaare expected to be affected by widening / rehabilitation of road:

YES / NO

Q16 If yes, where it should be shifted (Describe the actual site):

Appendices Page 6 of 7 Scott Wilson



Q17 Do you think widening/rehabilitation of road will improve the following (Grade in %):

Items Quality of life New Handicraft / Tourism Availability Of Others/ Education Employment Local Agricultural Building

Industries Products Material

0-100%

Q18 Do you think widening/ rehabilitation of road will increase/decrease the followingthe Box):

Items Urbanisation Cultivation New Diseases Fire Wood OthersIncreaseDecrease

Q19 Do you think widening/ rehabilitation of your existing road will increase/decrease the following ( theBox):

Pollution Load Transport Drinking Medical Biological WealthIms Air Water Noise Facilities Water Care Forest Wildlife Ohr

SupplyIncreaseDecrease

Q20 Can you suggest any possible mitigation (control) measures to improve the environmental quality tosatisfactory level in your area:

Signature with Date

Name of the Scrutiniser:

Place:Date: Signature

Appendices Page 7 of 7 Scott Wilson


Kamataka State Highupys EnvironmentalAssessment Report -


Annexure - IA: Public Consultation with scientists, Academicians and Students

Place: College of Agriculture, Hittanahalli Farm, Bijapur Date: 05-03-2003

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Annexure - 1B: Public Consultation with NGOs

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PART I - ENVRONMENTAL IMPACT ASSESSMENT (EIA)

PART I - ANNEXURES

Karnataka State Highways En vironmental Assessment Report -

Improvement Project Bijapur Br-pass

Annexure - 2 (Continued)

Public Consultation (Suggestions from NGOs)

BIJAPUR BY-PASSSuggestions:

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Name: Q' c9 L. .

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Address: POWEtC,'o. S.R Utnrji H No. 24

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PART I - ENVIRONMENTAL IMPA CT ASSESSMENT (EIA)

Karnataka State Highways Environmental Assessnment Report -Improvement Project Bijapur By-pass

Annexure - 2

Public Consultation (Suggestions from Public)


Name: t

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Karnataka State Highways Environnmental Assessmient Report -


Annexure -3 (Continued)

Persons contacted for Public Consultation

Place : Agricultural College, Hittanahalli Farm, Bijapur Date : 05-03-2003

Name of Persons contacted for Public Consultation/interviews on Ci- 2 ¢ -C,: I 8

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PART - IIENVIRONMENTAL MANAGEMENT

PLAN (EMP)

! ~--0



TABLE OF CONTENTS


I Introduction 1-3

1.1 By-passes as integral part of KSHIP 1

1.2 Bijapur By-pass - Project Description 1

1.3 EIA Report and EMP 2

1.4 Objective 2

1.5 Clearances to be obtained 3

1.6 Components of EMP 3

2 Environmental Impacts and Mitigation Measures 3-9

2.1 Prevention of erosion 3

2.2 Gravel and Borrow pit Restoration 4

2.3 Use and Disposal of Excavated Matenials 4

2.4 Land Acquisition 4

2.5 Avenue Plantation 4

2.6 Accidents and Road Safety -5

2.7 Impact on Air Quality 6

2.8 h npact on Noise Level 7

2.9 h Ipact on Soil Quality 7

I2.10 Impact on Water Resources and Water Quality 8

2.11 Sanitation and Waste Disposal _8

2.12 Aestietics 9

3 Integration of EMP wit the Project 9-12l I ~~Conditions in Bid Documnent for Protection of Environment 9 I

4 Environment Management Plan Implementation Unit 12-16(EMPIU)Actions taken by the PIUJ 1 5The Role of Functionaries 1 6

5 Environmental Monitoring 16-20Record Maintenance 1 7

6 Capacity Development through Training for 20-21Environmebtal Management

7 Budget for EMP Implementation 21-22Fund Allocation for Environment protection and Enhancement 22RESETTLEMENT ACTION PLAN 22

REFERENCES 23TABLES

Table 1.1I By-passes selected by KSHIP I

Table 1.2 Clearances to be obtained for Phase II - Bijapur By-pass 3

Table 1.3 List of Intersections for Improvement 5

Table 1.4 Collaborating Agencies and related Tasks affecting the long- 14-15term Functioning of PWD

Table 1.5 Details of Environmnental Monitoring Requirements 18

TOC- Page I Scoltt Wilsoil

PART 11 - ENVIRONMENTAL MANAGEMENT PLAN (EMP)

1~~~~~~~~~~~~~~~~~~~~




Table 1.6 Parameters and Permissible Limits for Ambient Air Quality 18-19

Table 1.7 Permissible limits for Ambient Noise Level 19

Table 1.8 Estimated budget for the project 23

APPENDICESAppendix A Guidelines for Preparation of Environmental supervision and 1

Monitoring ReportAppendix B Environmental Supervision and Monitoring Schedule 2-12

Appendix 1 Ambient Air Quality Monitoring Proforma 13

Appendix 2 Ambient Noise Quality Monitoring Proforma 14

Appendix 3 Ambient Air Quality Standards 15

Appendix 4 Ambient Noise Quality Standards 16

Appendix 5 Draft Terms of Reference for Environmental Training of 17EMPIU Staff

ANNEXUREAnnexure I Environmental Management Plan Implementation Unit -

(EMPIU) - Organigram

TOC- Page 2 Scott Wilson




ENVIRONMENT MANAGEMENT PLAN

1. IntroductionThe Kamataka State Highways Improvement Project (KSHIP) is an initiative by the Public

Works Department (PWD) of the Government of Karnataka (GOK), under the proposed

World Bank loan, to undertake improvement of 2490 km of roads consisting of State

Highways and Major District Roads. These roads were selected on the basis of a Strategic

Option Study (SOS) carried out in 1996, the objective of which was to formulate a policy for

developing an effective network of regional roads. The road improvement program of the

GOK entails upgradation of 942 km of roads and Rehabilitation of the rest of the roads

(about 1339 km) based on Feasibility Study.

To facilitate realisation of this objective, the Government of Karnataka appointed M/s Scott

Wilson K irkpatrick o f U K a nd India t o w ork i n a ssociation w ith Consulting Engineering

Services (I) Ltd., New Delhi and IIIE, Bangalore to constitute the Project Co-ordinating

Consultants (PCC). This PCC was assigned to carry out the Feasibility study for the road

upgradation and Rehabilitation. The GOK also constituted a Project Implementation Unit

(PIU), which was formed of experts drawn from different Departments of the Government.

The members of the PIU were professionals with experience in all aspects of road

engineering and also in ecology. The PIU was assigned the task of working in tandem with

the PCC.

1.1 By-passes as integral part of KSHIPTwo by-passes are recognised by KSHIP as a part of Phase II keeping in view the increase

in traffic along the project roads following the improvement and to avoid future bottle necks

in the town/village areas. The Phase II Project includes by-passes for 2 Towns - Raichur and

Bijapur. These by-passes are considered as additional corridors to the existing roads passing

through the settlements to facilitate smooth traffic flow. By-passes explored by KSHIP with

towns and village are listed in Table 1.1.

Table 1.1: By- asses selected by KSHIP

SI. No. Settlement KSHIP Links Location Length (Km)

1 Bijapur 2A & 3A Bijapur - Tikota (Phase I) & 6.7Bijapur -Mudhol(Phase II)

3 Raichur IA & lB Raichur - A.P. Border (Phase I) 7.6& Kalmala - Raichur (Phase I)

1.2 Bijapur by-pass - Project DescriptionProject area selected for by-pass is in Bijapur. The geographical area of Bijapur is 75.36 sq.

Km. The district is situated in the Northem part of the Karnataka State at 585m -595m

above sea level at 160 42' to 160 49' Latitude and 740 40' to 740 50' Longitude. The district

is under Belgaum division. The project area is described in the following paragraph:

The proposed alignment begins from Bijapur - Tikota road (SH - 12) at PWD Km Stone

126.2, west of Bijapur town on link 2A and continues towards southeast on a plain terrain at

an elevation of 620m above MSL, along the existing cart track and curves gradually. This

stretch is of about 2.8 Kms length and further it intersects the project road Bijapur -

Jamkhandi road on link 3A (Chainage 2.8 K1m). Then, the alignment continues to follow the

same direction and crosses 'Central Railway' broad gauge line at a distance of 1.9 Km and

traverses for a distance of 300m (1.9 + 0.3 = 2.20 Km) and intersects Bijapur-Bagalkot road

Page I of 23 Scott Wilson

PART!! -ENVIRONMENTAL MANAGEMENT PLAN (EMP)


- NH-218 (Chainage-5 Kni). Further, the alignment curves easterly direction for about 1.70Km before terminating at Chainage 1 03 Km o n s outh-link o f N H - 1 3, s outh o f B ijapur(Chainage- 6.7 Km). The total length of the proposed By-pass alignment is about 6.7 Kms.The proposed By-pass alignment passes through lands of Mahal bagayath and KasabaBijapur revenue villages.

Individual monthly contract will be approx. 635-640 ms. To make the road stable andenvironment friendly, major construction work will commence and be completed in the dryseason by labour based construction. During rainy season minor road works liketransportation of materials for future use, maintenance of roads etc. will be considered. Theproject description has been given in detail in CHAPTER - 3 of Part I - EIA report. For aCOI width of 30m, total land requirement is 38 acres. Generated data and Baselineenvironmental conditions have been described in detail in CHAPTER - 5 of Part I - EIAreport.

1.3 EIA Report and EMPThe scope of the feasibility study included preparation of an Environmental ImpactAssessment (EIA) Report on by-pass roads selected for upgradation. The EIA Report wasprepared as per the Guidelines of the Ministry of Environment and Forests (MOEF) of theGovernment of India (GOI) and to meet the requirements of the World Bank as per OP 4.01.

An Enviromnent Management Plan (EMP) has already been formulated for the Phase I andPhase II components. This EMP for Phase I and Phase II of the project has been acceptedand approved by the World Bank and is under implementation by the ProjectImplementation Unit of the PWD. The EMP for Phase II was targeted at furtherstrengthening the Wing formed under the PIU to Monitor and implement the EMP asformulated in Phase T. The EMP presented below addresses those stipulations fully andcomprehensibly for upgradation of by-pass roads in Phase-Il.

1.4 ObjectiveThe EMP is the vehicle used to communicate the mitigation measures to the Government.The objective of the EMP is to formulate an effective mechanism to monitor and implementthe proposed mitigation measures and procedure to be adopted for sound environmentalmanagement of the Project corridors. The capacity building and training needs of thepersonnel are also addressed in the EMP. Keeping in mind the project requirements, thePhase I I EMP covers all the components c omprehensively. T he E MP h as b een d iscussedbetween the World B ank, the PIU, PWD and the PCC. The EMP has been accepted andendorsed by the PWD, Government of Karnataka.

Before implementation, every road development and improvement project in India has toobtain environmental clearance from the appropriate quarters of the Government, theprocedures of which have been discussed in detail in Chapter-2 of the EIA report for PhaseII - Bijapur By-pass. The letter of environmental clearance is to be seen as a conditionalagreement between the project proponent and the Government, wherein the projectproponent declares that all care will be taken to avoid causing unnecessary damage to theambient environment and to mitigate the impacts while implementing the given project.PWD has adopted a pro-active course of actions for environment management of the roadsand play a major role in environmental protection and enhancement of the State's roadnetwork. Table below lists the laws under which clearances will have to be acquired at the

Page 2 of 23 Scott Wilsoln

PARTII - ENVIRONMENTAL MANAGEMENT PLAN (EMP)

Karnataka State Highways Environmental Assessnent Report -

Improvement Project Biapur By-pass

state/central level for Phase II of KSHIP. The PIU has applied for clearances and approval tothese regulatory agencies.

This EMP has been prepared for the PrU (PWD) to set out the effective EnvironmentalManagement requirements for the road works during construction and operation phase of theproject corridor to result in an environment friendly and stable Highway project.

1.5 Clearances to be obtainedThe mitigation measures required for the project will be communicated to the Govt. onlythrough EMP. Based on the EMP, the environmental clearances will be issued by theGovernment and further, road work will be implemented based on the feasibility design.

Clearances will have to be obtained at the state/central level for Phase II KSHIP b y-passcomponent and it is given in the following table (Table 1.2). The PIU has applied forclearances and approval to these regulatory agencies. The cost of the project is less than Rs.50 Crores and therefore, clearance from MoEF may not be required. Only two trees need tobe removed for the developmental work. Therefore, permission from the state may beobtained.

Table 1.2: Clearances to be obtained for Phase II - Bijapur by-passSl.No. Statutes Clearance to be obtained1 Water (Prevention and Control No Objection Certificate and clearance from the

of Pollution) Act, 1974 Karnataka State Pollution Control Board.

2 The Air (Prevention and No Objection Certificate and clearance from the;_____ Control of Pollution) Act, 1981 Karnataka State Pollution Control Board.3 The Environment (Protection)

Act, 1986. EIA Notification Not Applicabledated May 1994 andsubsequent amendments.

1.6 Components of EMPThis EMP report has been designed comprehensively, considering all the essentialcomponents required for the project. The Environment Management Plan summarises theenvironmental impacts of the project and presents measures, which will be implemented tomitigate the adverse impacts of the project and to enhance the positive outcome of theproject. More specifically the EMP includes the following components:Environmental Impacts and Mitigation MeasuresIntegration of EMP with the projectEnvironment Management Plan Implementation Unit (EMPIU)Environmental Monitoring andCapacity Development through TrainingThe contents under each of the above are discussed in details in the rest of this chapter.

2. Environmental Impacts and Mitigation MeasuresThe environmental impacts due to location, engineering design, impacts during constructionand operation phases have been discussed in detail in Chapter 6 of the Phase II EIA Reportand is also presented in tabular form as Appendix-I of the EMP. The primary impacts due tothe implementation of Phase II upgradation of by-pass roads and the associated mitigationmeasures are discussed below under specific headings:

Page 3 of 23 Scott WIlsol

PART 11 - ENVIRONMENTAL MANA GEMENT PLAN (EMP)



2.1 Prevention of erosionInitially, the freshly consolidated fill areas will be prone to erosion. The mitigation aspects

of the erosion prevention is included in the design through specification on stabilization of

fill areas, selection of less eroding material, good compaction and consolidation and

eventual covering of exposed surface with turf.

2.2 Gravel and Borrow Pit RestorationSoil with gravel (moorum) occurs extensively over nearly all parts of Karnataka, but is

generally associated with high clay fractions. Sand will be added to increase the suitability

of moorum for its use in the construction of road embankments. The moorum borrow pits

are generally located along the road corridors. Improper extraction of borrow materials from

the pits, inadequate rehabilitation leading to accumulation of water during rainy season and

disease vectors, potential loss of productive land, increase in erosion, etc. are impacts which

require to be mitigated.

The proposed mitigation measures, which will be implemented as part of the project design,

are:Pits will be properly reclamated;Cut faces will be merged with the slope of the adjoining terrain;Bottom of the pits will be graded towards natural out-falls to prevent water accumulation;

The reclaimed area will be seeded to provide grass coverage.

2.3 Use and Disposal of Excavated MaterialSome of the excess excavated materials will be utilised in the embankment construction of

the new road formation. The proposed mitigation measures include re-use of unsuitablematerial as backfill in the reclamation of borrow pits. The lead and lift distances have beenincluded in the BOQ costs and are incidental to the Civil Works.

2.4 Land AcquisitionThe Phase II by-pass upgradation component of the project will require acquisition of

private lands. This includes agricultural land as well. The legal procedures applicable in this

regard have been described in Chapter 2 of the EIA report.

The Resettlement Action Plan (RAP), prepared separately for this project, addresses the land

acquisition and the related compensation aspects of this project. Active public consultation

and dissemination of information was undertaken to formulate this plan.

2.5 Avenue PlantationThe procedures for obtaining permission to raise compensatory forest have been described

in detail in Chapters 2 and 6 of the EIA. Only 4 trees within ROW will be felled and about

1,340 trees will be planted.

The measures included in the project are:Avenue plantation -Mix of local species of trees and shrubs will be selected.Saplings will be raised in nurseries and three-year-old plants will be transplanted.Adequate protection in the form of low cost fencing, regular maintenance and supervisionwill be undertaken.The plantation programme will be undertaken with public consultation and active

participation of the State Forest Department and supervised by the EMPIU.

Page 4 of 23 Scott Wilson




2.6 Accidents and Road safety

Design PhaseTraffic studies have identified intersection areas with heavy traffic intensity and acute-angle

intersections, which require junction improvements. The locations of these intersections

have been noted in the following Table (Table - 1.3).

Table - 1.3: List of Intersections for Improvement

Link Chainage Intersection with Intersection Type

SH MDR Other Road

2A 0.00 (PWD SH- 12, Bijapur - Tikota Road - - Y- Type

Ch: 126.20 )3A 2.8 SH- 65, Bijapur - Jamakhandi Road - - Y- Type

5.0 NH - 218, Bijapur -Bagalkot Road - - Y- Type

6.7 NH - 13, Kushtagi Road - - Y - Type

Note: SH-State Highway; MDR- Major District Road; ODR- Other District Roads

The proposed mitigation measures include:

Improvement of junction points.Placement of appropriate road-signage and symbols to forewarn the road users.

Construction PhaseShort-term impacts associated with this phase will be traffic diversion and management and

construction management. A comprehensive Traffic Management Plan has been formulated

and included in Chapter 3 of the Detailed Engineering Report. The contractors during the

construction of the project will adopt this plan.

The required mitigation measure adopted include:

Establishing suitable traffic management system, with the concurrence of the Police

Department.Assistance of the Police Department, to regulate traffic.

Appropriate signage, flag men, temporary diversion, etc.

Operation phaseAccident hazards will be greatly reduced and the widened road will ensure smooth and fast

flow of traffic. The event that could pose potential environmental risk is the accident

involving vehicles carrying hazardous cargo. At present, most of the vehicles carrying such

cargo use National Highways. With better connectivity, some of the vehicles may use the

State Highways.

The required mitigation measures are:

i. Establishment of emergency response facilities to deal with accidental spillage of

hazardous chemicals and

ii. Prevention of contamination of adjacent water-body through immediate cordoning of

the area of spillage.

Establishment of effective collaboration with the PWD Division responsible for handling of

thei. Emergency Response on National Highways.

ii. Extension of the emergency response facility to the State Highways.

Page 5 of 23 Scott Wilsoni

PART II - ENVIRONMENTAL MANAGEMENT PLAN (EMP)



2.7 Impact on Air qualityImpacts on air quality happen in two situations and each requires specific mitigationmeasure(s).

Construction PhaseModerate air quality impacts during the construction phase of the project can be anticipateddue to the uses of construction machinery and formation of fugitive dust in and around theconstruction sites due to vehicular movement and handling of materials. The SPM and RPMlevels are generally high in parts of Kamataka because of arid climate and well beyond theprescribed limits in urban areas. Regulation of traffic and pedestrian movement is ofparticular concern in the urban areas during construction.

The required mitigation measures are as follows:Asphalt and hot mix plants, Stone Crusher units should be located at least 500-metres awayfrom inhabited urban and rural settlements. These units should be located in downwinddirection to the nearby settlements. Guidelines issued by the State Pollution Control Boardon establishment of Stone Crusher Units would be adhered to.Trucks carrying earth, sand or stone would be covered with "traps" to prevent spilling,Fugitive dust would be controlled by sprinkling water, andRegular maintenance of machinery and equipment would be carried out.Develop a green belt around the Plant site.

Operation PhaseThere will be an increase in vehicular traffic following the implementation of the project.Consequent rise in the level of vehicular emission is only to be expected on all roadsegments in future.

The required mitigation measures included in the project are:Creation of vegetation screen along the roadside having a two-tier planting arrangement toabsorb pollutants and arrest dust entrainment.Maintenance of avenue plantationAs part of the Institutional Development Strategy, the project also plans to carry out:i) Conducting black spot improvement study on the project road;ii) Extension of the computerized accident analysis system (currently in use in Bangaloreand other cities) to the rest of the State roads andiii) Providing training to the PWD, Police and other safety staff on accident investigationand analysis techniques.

The outcome would be incorporated in the implementation of the project and form the basisof on-going institutional and capacity development component.Additional mitigation measures that the State may consider in the future include:Phasing out of old vehicles,Promotion of increased use of fuel-efficient engines,Promotion of increased use of catalytic converters for petrol vehicles, andPromotion of increased use of smoke traps for diesel vehicles.It may be noted that the increase in traffic speed will reduce localized concentration ofpollutants and result of reduced congestion and idling.

Page 6 of 23 SCott Wilson




2.8 Impact on Noise level

Construction PhaseTemporary impacts in the immediate vicinity of the project may occur during construction.The magnitude of impact will depend upon the types of equipment used and on the

construction methods employed. Care would be taken to reduce such impacts by:Asphalt and hot mix plants, Stone Crusher units should be located at least 500-metres awayfrom inhabited urban and rural settlements. These units would be located in downwinddirection to the nearby settlements. Guidelines issued by the State Pollution Control Boardon establishment of Stone Crusher Units would be adhered to.Source-control through proper maintenance of all equipment.Use of properly designed engine enclosures and intake silencers.Where possible, locating construction equipment at least 250m away from inhabited areas.Providing protection devices like earplugs to all workers near construction equipment.Scheduling of project activities to minimise impacts.Strict prohibition of construction activities between 10 P.M and 6 A.M. in residential areas.

Operation PhaseIncrease in noise level is anticipated due to increase in traffic movement. The impacted areasare basically the towns and the other places having a semi-urban profile and which functionas major market centres and where inter-modal transfer of commodities occur.The required mitigation measures areProper management of traffic by the Police Department of the State GovernmentEnforcement of legal measures on unwanted increase in the noise level by the PoliceDepartment.Maintenance of avenue plantation to dampen traffic-related noise.Adoption of special measures such as prohibition of hooting to control noise near sensitivereceptors like hospital, schools and administrative offices.

2.9 Impact on Soil qualitySoils of eastern and northem Kamataka plateau are prone to erosion due to theircharacteristics. Periodic maintenance of the drains is the required mitigation measure. In theareas prone to soil erosion, clearing and grubbing, excavation, borrow and fill operationsshall be limited to the extent practicable.

The mitigation measures to prevent soil erosion and sedimentation include:Designated storage sites for fill material and adequate stockpiling to prevent erosion and

runoff related problems.Construction of sediment basins, slope drains and use of temporary mulches, fabrics or othercontrol devices or methods necessary to control erosion and sedimentation.Cut and fill slopes shall be seeded and turfed as required depending upon the site conditionand design requirements.Embankment Stabilisation will be undertaken by prudent selection of fill material to prevent

erosion. Placement of stone pitching as per the design requirement and as specified in thecontract clause will be carried out.The embankment slopes will be vegetated with native seed mix to prevent soil erosion.

Good construction practices coupled with responsible supervision and with theimplementation of mitigation measures explained above will reduce soil erosion and run offduring monsoon and unexpected showers.




Construction areas near culverts and bridges are likely to be prone to erosion, particularlyduring monsoon season. Hence, construction activities for culverts and b ridges should belimited to dry seasons.

2.10 Impact on Ground Water Sources and Water QualityImpact on Water SourcesAs such no bore wells or hand pumps were noticed along the alignment. Impacts may ariseunder different circumstances (percolation of wastewater into the ground water table), eachrequiring specific mitigation measure(s).

The required mitigation measures to be adopted are:Where possible, undertake construction adequate number of bridges and culverts during dryweather conditions and regular maintenance of all drainage structures.Proper management of excavation materials, construction debris, site wastes and runoffs (byproper disposal, for example), to protect the aquatic ecosystems.

Impact on water qualityNo permanent impact is anticipated on water quality due to the project. These impacts are oftemporary nature and will be handled through the proposed mitigation measures:All water and other liquid wastes arising from construction activities will be properlydisposed off and will not be discharged into any water body without adequate treatment.Permission of the engineer and the concemed regulatory authorities will be obtained fordisposal of the wastes at the designated disposal points.Details of temporary drainage system (including all surface channels, sediment traps,washing basins and discharge pits) will be submitted to Site Engineer for approval prior tocommencing of construction works.

2.11 Sanitation and Waste DisposalSewage and domestic solid waste generated at the construction workers colony shall beproperly disposed off. Improper management of these solid wastes may lead to health andhygiene related problems.The applicable PWD specifications for labour camp development for type A constructionwill be adopted to ensure that adequate sanitation at the workers' colony is maintained. Thebasic mitigation measures are:The contractor shall install adequate lavatories at the construction camp to cater to therequirements of the workers.The contractor at the campsites shall build Septic Tanks.Proper collection system for domestic refuse and its segregation and disposal will beensured.Periodic health check-ups of construction workers will be undertaken.Develop a green belt around the Construction Workers Camp site.

2.12 AestheticsThe project envisages plantation of about 1,340 trees and shrubs. The roadside plantation, inaddition to functioning as pollution screens, will add to the aesthetics of the road. Properlydesigned road furniture will also contribute towards the attractiveness of the road to theusers.

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Inmprovement Project Bijapur By-pass

3. Integration of EMP with the ProjectThe EMP is an integral part of the Project and an important component, which will beimplemented simultaneously as the project proceeds. The project has to be executed andsupervised for effective and efficient environmental management and timely completion ofthe project. The budgetary allocations for EMP implementation would be a part of theproject costs so that the EMPIU will receive funding to supervise and monitor the variouscomponents and train the staff and develop capacity and expertise within the Department.

The EMP has been made specific to the project requirements taking into account theenvironmental impacts and their respective mitigation measures. Although the conditions inthe Bid Documents are specified, the entire document on EMP shall be made a part of thecontracts for implementation of the project. The PWD of the GOK has to dischargeresponsibilities by:Making the implementation of the EMP an integral part of the project;Providing strong support and commitment to the development of the staff; andAssisting and facilitating the EMPIU to liase with the relevant interface institutions.

All the relevant issues concerning the protection of the environment have been discussed inthe Phase II - Bijapur By-pass EIA report prepared as per the Operational Policy (OP 4.01)of the World Bank. For all practical purpose, the mitigation measures outlined in the EMPapply to the Upgradation of the by-pass component.

Conditions in Bid Document for Protection of EnvironmentThe Contractors' responsibilities in matters related to protection of environment will be apart of the B id Documents. The Consulting Supervisors will be held accountable for anydeviation and non-compliance caused by the Contractor. These conditions have beenincluded as part of the Bid Documents and are reproduced below for illustration. Theconditions are derived from General Conditions, Sections 111 (Precautions for Safeguardingthe Environment), 112 (Arrangement for Traffic During Construction), and as per TechnicalSpecification Clause 301 and Annex-A to Clause 501 of the "Specifications for Road andBridge Works" by Ministry of Road Transport & Highways (MoRT&H), 2001. TheContract clauses have been modified as appropriate and additional clauses have been addedwhere necessary.

(a) GeneralThe contractor shall take all necessary measures and precautions and otherwise ensure thatthe execution of the works and all associated operations on-site or of-site are carried out inconformity with statutory and regulatory environmental requirements including thoseprescribed elsewhere in this document.

The Contractor shall take all the measures and precautions to avoid any nuisance ordisturbance arising from the execution of the works. This shall wherever possible beachieved by suppression of the nuisance at source rather than abatement of the nuisanceonce generated. The provisions of this sub-clause shall however, be disregarded in respect ofemergency work required for saving life or the safety of the works.

In the event of any spoil or debris or silt from the sites being deposited on adjacent land, theContractor shall immediately remove such spoils, debris or silt and restore the affected areato its original state to the satisfaction of the Supervisor Engineer.

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Karnataka State Highways Environmenial Assessment Report -


Surplus excavation materials and topsoil shall, wherever possible, be used to reinstate

quarries or borrow pits or other areas as may be approved by the Supervisor Engineer. Such

materials should be spread in such a manner as to limit subsequent erosion and shall be re-

vegetated as existing ground cover dictates.

(b) Fuel and Chemical StorageAll fuel and chemical storage shall be sited on an impervious base within an embanked area

and secured by fencing. The storage area shall be located away from any watercourse or

wetland. The base and walls of the embankment shall be impermeable and of sufficient

capacity to contain 110% of the volume of tanks.

Filling and refuelling shall be strictly controlled and subjected to formal procedures. All

valves and trigger guns shall be resistant to unauthorised interference and vandalism and be

turned off and securely locked when not in use. The contents of any tank or drum shall be

clearly marked. Measures shall be taken to ensure that no contamination happens or

discharges enter any drain or watercourses.

(c) Water QualityThe contractor shall prevent any interference with the supply to or abstraction from water

sources (including underground percolating water) as a result of execution of the works.

Areas where water is regularly or repetitively used for dust suppression purposes shall be

laid to fall to specially constructed settlement tanks to pennit sedimentation of particulate

matter. After resettlement, the water may be re-used for dust suppression.

All water and liquid waste products arising on the sites shall be collected and disposed off at

location onsite or off site and in a manner that shall not cause nuisance or pollution.

The Contractor shall not discharge or deposit any matter arising from the execution of the

works into any place except with the permission of the Supervisor Engineer and the

regulatory authorities concerned.The Contractor shall protect all watercourses as a result of the execution of the works.

The Contractor shall submit the details of his temporary drainage work system (including all

surface channels, sediment traps, washing basins and discharge-pits) to the Supervisor

Engineer for approval prior to commencing work on its construction.

(d) Air QualityThe Contractor shall devise and arrange methods of working to minimise dust, gaseous or

other air borne emissions and carry out the works in such a manner as to minimise adverse

impacts on air quality.

The Contractor shall utilise effective water sprays during the delivery and handling of

materials when dust is generated and dampen stored material during dry weather.

Stockpiles of materials should be sited in sheltered areas or within hoarding, away from

sensitive areas. Stockpiles of friable materials shall be covered with clean tarpaulins with

application of sprayed water during dry and windy weather. Stockpiles of debris shall be

dampened prior to their movement, except where this is contrary to the specifications.

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PART II -ENVIRONMENTAL MANAGEMENT PLAN (EMP)


Any vehicle with an open load carrying area used for transport of potentially dust producingmaterials shall have properly fitting side and tailboards. Materials having potential toproduce dust shall not be loaded to a level higher than the side and tail boards and shall becovered with clean tarpaulin in good c ondition. The tarpaulin should be properly securedand extended to at least 300 mm over the edges of the sideboard and tailboard.

During high wind, no dust generating operations shall be permitted within 200m ofresidential areas having regard to the prevailing direction of the wind.

Construction vehicles and machinery shall be kept in good working order and engines turnedoff when not in use. Appropriate measures shall be taken to limit exhaust emissions fromconstruction vehicles, machinery and plant and the contractor shall include details of suchproposed measures in the mitigation and monitoring plan to be submitted to the Supervisor.

(e) NoiseThe Contractor shall consider noise as an environmental concem in his planning and duringexecution of the works.

The Contractor shall use plant and equipment conforming to intemational standards anddirectives on noise, vibrations and emissions shall include the details of measures forabating noise at source in the mitigation and the monitoring plan to be submitted to thesupervisor Engineer.

The Contractor shall take all necessary measures to ensure that operation of all mechanicalequipment and construction processes on and off the site shall not cause any unnecessary orexcessive noise, taking into account all applicable environmental requirements. TheContrator shall use all necessary measures and shall maintain all plant and silencingequipment in good condition so as to minimise the noise emissions during constructionworks. The Contractor's hours of working shall be limited to 8 A.M. to 6 P. M.

Wo Transmission of DiseasesThe Contractor shall take all necessary measures to prevent transmission of diseasesbetween the local inhabitants and the labourers engaged for the works, especially withregard to sexually transmitted diseases. The Contractor shall install the necessary medicalfacilities for this purpose.

The Contractor shall verify that check up for detecting the occurrence of sexuallytransmitted diseases amongst the labourers engaged for the works are actually being carriedout and submit a certificate to that effect to the Supervisor Construction Engineer.

(g) Traffic SafetyFor all works involving improvements to the existing highway, the Contractor shall, provideand maintain, during execution of the work, a passage for traffic, either along a part of theexisting carriageway under improvement, or along a temporary diversion constructed closetothe highway. Before taking up any construction, an agreed phased programme for thediversion traffic on the highway shall be drawn up in consultation with the Engineer.

The contractor shall take all necessary measures for the safety of traffic during constructionand provide, erect and maintain such barricade, signs, markings, flags, lights and flagmen as

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PART I - ENVIRONMENTAL MANAGEMENT PLAN (EMP)



may be required by the Engineer for the information and protection of the trafficapproaching or passing through the section of the highway under improvement.

(h) Environment EnhancementOn completion of the works, the Contractor shall reinstate all areas with natural vegetationto the satisfaction of the Supervisor Engineer.

The Contractor shall remove all old tyres and internal tubes from within the limits of siteand subject to the agreement of adjacent landowners, from an additional area of 75 m eitherside of the road centre line. The Contractor shall dispose of all materials in a mannerapproved by the Supervisor Engineer.

Where directed by the Supervisor Engineer, the Contractor shall improve and reinstate theland on which informal roadside service area have been established by removing all debrisand contaminated soils, re-grading to natural ground levels and re-establishing the naturalvegetation where appropriate. All debris and contaminated materials shall be disposed offsite as approved by the Supervisor Engineer.

4. Environment Management Plan Implementation UnitImplementation of mitigation measures would be the responsibility of the EnvironmentManagement Plan Implementation Unit (EMPRJ) which will be set up as part of institutionalstrengthening plan. Earlier, the Project Co-ordinating Consultants (PCC) had noted that thePWD did not have an established EMPIU. Under the circumstances, the PCC proposed thatthe Project Implementation Unit (PIU), set up for working with the PCC, would be the bestorganization to supervise the implementation of the Environment Management Plan. Staff ofthe PIU, with appropriate training and exposure, should become competent to act as theEMP Implementation Unit (EMPIU). Following discussions between the PCC, PIUJ andPWD, the EMPIU framework was finalised and the appropriate expertise required during theimplementation of the EMP were identified. The EMPIU may be further modified andstrengthened, as the project is implemented.

The EMPIU will be assigned with specific responsibilities with regard to:Monitoring progress of the project as per planned schedule of activities.Exercising oversight over the implementation of environmental mitigation measures by thecontractors.Assisting the Site Engineers by providing appropriate environmental advise and solutions tochanges in engineering design and developing appropriate mitigation measures.Documenting the experience in the implementation of the environmental process.In collaboration with the Supervising Consultant's Environment Engineer preparing andimplementing training materials for the Public Works Department by incorporating theexperience of implementation processes and other issues conceming protection of theenvironment.Maintaining ongoing interfaces with the other relevant institutions in the context of theworks.

Staff of the EMPIU will ensure that all the approved mitigation measures would beimplemented in their spirit and by letters and that it (EMPIU) will prepare regular progressreports for transmission to the regulatory authority by certifying that the relevantenvironmental measures have been complied with during project implementation. The

Page 12 of 23 Scott Wllson



EMPIU will be empowered to adequately discharge the above responsibilities in a mannernot detrimental to the given project.

The EMPIU shall be a specific functional unit under the Project Director of the PIJ and willbe headed by a Senior Environmental Engineer (of equivalent level to an ExecutiveEngineer of the GOK) and have three wings, the functions of which are stated below:

Environment Mitigation & Monitoring Wing - This will be headed by the SeniorEnvironment Engineer in-charge of the EMPIU and supported by five AssistantEnvironmental Engineers;Forestry & Environment Enhancement Wing - to be headed by an Assistant Conservator ofForest and Range Forest Officers in the divisions to assist the Executive Engineers onforestry aspects of the project.Monitoring & Training Wing - to be headed by a Training Manager. This wing will beunder the Senior Environmental Engineer (Environment Mitigation & Monitoring Wing).The three wings of the EMPIU shall maintain close interaction and co-ordination amongstthemselves as well as with the other Divisions of the PIU.

The EMPIU would have the following authority:Have access to all relevant project related documents;Have access to all Government Orders issued for the appointment of and the conditionsstipulated therein for all Contractors and the Supervision Consultants;Have access to the records maintained by the Contractors, including that of the ConsultingSupervisors;Freedom to inspect the works under execution,Record the circumstances requiring application of alternative cost-effective mitigationmeasures;Appoint specialists to monitor unanticipated social and environmental problems and toobtain from them the appropriate solutions thereof;Prepare and submit environment monitoring reports on works under execution at regularintervals; andUndertake any other tasks arising from and related to the implementation of the EMP.

It was proposed in the Phase I EMP that the EMPIU be staffed by a Senior EnvironmentalEngineer of Executive Engineer grade and supported by Assistant Environmental Engineersto be staffed on an as required basis. During implementation of Phase I EMP, the EMPIUwill have 2 Assistant Environmental Engineers. Either the Kamataka State ForestDepartment or private contractor will carry out the afforestation programme. Again, thestaffing will be carried out progressively in keeping with the extent of the afforestationprogramme.

In addition to the staffing of the EMPIU by local environmental staff, it is proposed that theConstruction Supervision Consultant (an external entity engaged to supervise the p roject)would provide an experienced Environmental Engineer who will assist in the staffing,training and setting up of the EMPIU. This Engineer will also assist the EMPIU to developtraining material, develop supervision records and report preparation, assist in developingmonitoring contracts and reports, etc. It is anticipated that this would be a part time positionspanning over 4-6 months in the first year and 3 months in the second and third years of theConsulting Supervision Contract.

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PART 1I - ENVIRONMENTAL MANA GEMENT PLAN (EMP)

Karnataka State Highways Environmenial Assessnient Report -


The Contractors and the Consulting Supervisors are to be seen as the arms of the EMPIU.Therefore, to appreciate their co-operation and to stimulate them to execute the worksshould be seen as a major objective of management.The PIU based on the suggestions of the World Bank and PCC Consultants have decided toappoint an Extemal Agency to assist EMPIU in implementing the Phase I EMP for astipulated period. The PIU would appoint an External Consultant for Phase II EMPimplementation depending upon Phase II project requirements and capacity building aspects

of the EMPIU.

On receiving the approved EMP together with the documents appended thereto, the EMPIUshould note down all tasks and sub-tasks derivable thereof and to sequence its own activitiesin consonance with the schedule of construction activities. The EMPIU should also requirethe Supervisory Consultants' Environmental Engineer to prepare similar schedules of works.Failure to achieve such concordance would impair progress and, ultimately, weaken theEMPIU. In the long-term, EMPIU will have to develop capacity and expertise to liase withother agencies to handle issues and tasks that affect the efficient functioning of the PWD.Table - 1.4 lists the interaction between the PWD and the Collaborating agencies.

Table - 1.4: Collaborating Agencies and Related Tasks Affecting the Long-termFunctioning of PWD

SL Agency Issues and Pro-actions

1 State Police Department Traffic ManagementPreventing Encroachment of ROWChecks on polluting vehicles along with the StatePollution Control Board

2 District Administration Removing encroachment from PWD landLand Acquisition

3 Department of Town and Set back distances for structures from the edge of theCountry Planning, GoK PWD's RoW. Fixing Control lines to limit building

activityLand Use Control and Planning in sensitive areas likeSchools, Residential areas, and Hospitals

4 State Forest Department Avenue Plantation and Afforestation

5 Karnataka State Pollution Pollution MonitoringControl Board Enforcement of pollution control laws in urban areas

along with Police Department6 Karnataka Power Establishing Power lines and Pylons beyond the ROW

Transmission edge in urban and rural stretchesCorporation Limited

7 Department of Laying Telephone cables, Telephone poles, OpticalTelecommunication fibre Cables beyond the ROW edge

8 Department of Health Establishing Accident Trauma centres along theServices corridor

9 Public Health Sanitary Facility in villages especially in RoadsideEngineering Department villages

10 Urban and Rural Water Drinking water supply and Drains in the villagesSupply and Sewerage Laying of Water lines beyond the edge of ROWBoard

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PART I/ -ENVIRONMENTAL MANAGEMENT PLAN (EMP)

Karnataka State Highways Environniental Assessment Report -


Si. Agency Issues and Pro-actions

11 Department of Revenue Land acquisition12 Zilla Panchayat and Land acquisition, shifting of utilities, community

Gram Panchayat participation in social development and environmentalenhancement

13 Irrigation Department Delivery of irrigation water

Actions Taken by the PIUFollowing the approval of the Phase I EMP of KSHIP by the Government of Kamataka and

the World Bank, the PIU has adopted a proactive approach leading to the formation of the

EMPIU in the PIU set-up.

The EMPIU formation has been initiated by the appointment of a Senior EnvironmentalEngineer of the rank of an Assistant Executive Engineer of the Government of Karnataka in

May 2001. The PIU has appointed totally 5 Assistant Environmental Engineers of Assistant

Engineer rank and four oft hem are already in place in the divisional offices and one in

EMPIU. Four Range Forest Officers have been deputed to the PIU. The Divisional Forest

officers (DFO) have been advised to supervise the seedlings being raised in the nursenres.

The Phase I EMP had devised the EMPIU Organisation structure in order to facilitatesmooth implementation of the EMP At that juncture, the PIU had expressed its own

apprehension about going ahead all by themselves with the suggested set-up. Therefore, the

PCC in consultation with the PIU and the World Bank had advised for the appointment of a

local private Consulting Firm to perform the functions of the EMPIU in tandem and, in theprocess, train the persons deputed to the EMPIU. This task to be performed by the Private

consultant was time bound and dependant upon the quality of services rendered and theability of the EMPIU to function in its full capacity. The newly formed EMPIU has takenmany pro-active steps to ensure smooth implementation of the Phase I and Phase II EMP,

and in the process are getting self-educated to solve problems encountered during EMP

implementation.

The PIU and the EMPIU have understood the holistic approach to be followed for ensuringsound environmental management. The tasks completed till date are listed below:The State Forest department has consented to undertake the programme of Avenue

Plantation, Afforestation and Maintenance component of the plantation programme.Annual budgets have been formulated in consultation with the Forest department for the

Avenue Plantation and Afforestation Programme for the Period 2001-2006.The EMPIU has appointed Environmental Monitoring Consultants to carry out monitoring

of Environmental parameters like Ambient Air Quality, Noise level monitoring and Water

quality monitoring in the Phase I Upgradation and rehabilitation corridors.Four Project Divisions and fifteen Projects sub-divisions have been sanctioned by the

Government for contract Administration and Management and positioning of the required

staff is under progress. Two Assistant Executive Engineers have been appointed and posted

at the site offices.Training and awareness programme has been initiated for the EMPIU and associated field

staff.Following further discussion with the World Bank Mission of February 2002 and the PCC,the PIU has initiated the following tasks:

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PART I/ -ENVIRONMENTAL MANAGEMENT PLAN (EMP)



The EMPIU is appointing a Consultancy firm for assisting them in implementation of thePhase I EMP in rehabilitation roads under PIU supervision.The EMPIU has already conducted an orientation programme on EnvironmentalManagement for Civil Contractors and its staff by engaging the Environmental TrainingInstitute of the Karnataka State Pollution Control Board.

The Role of the FunctionariesThe major functionaries, extemal to the EMPIU, are the Contractors and the ConsultingSupervisors. As mentioned earlier it is proposed that the team of Supervisory Consultantsinclude an Environmental Engineer. This Supervising Environmental Engineer shall be acivil engineer with post-graduate specialisation in environmental engineering. He shouldhave at least five years of working experience related to integration of environmental andsocial issues in the design, c onstruction and operation of transport projects (preferably inintemational projects). Experience in construction management and operational maintenanceof highways would be preferred.

The major duties of the Supervising Environmental Engineer would be as follows:Provide training to the staff of the EMPIU and others.Review the implementation plan of the Contractor(s)Assist EMPIU to supervise implementation of the EMP by the contractorDevelop good practice-construction-guidelines to assist the contractors in implementing theEMPAssist EMPIU to carry out periodic monitoring of air, noise and water quality to ensurecompliance with the requirements of the State and the EMPHold regular consultative meetings with the EMPRU and Social Development andResettlement Cell to exchange information on the e merging scenario while implementingthe EMPIn collaboration with the EMPIU, organising periodic environmental training programmesand workshops for the contractors and the other members of the Consulting SupervisorsAssist EMPIU to prepare and submit regular environmental monitoring and implementationprogress reports.

5. Environmental MonitoringMonitoring will be carried out as part of the project implementation to record the actionstaken to check the environmental status of the project at pre-defined time. The monitoringrecords will indicate whether progress is being achieved as planned and could form the basisfor any modifications to achieve compliance with the regulations. It is anticipated that themonitoring records would yield data for comparison of the status of the environment at alater time point. The monitoring will be carried out to meet the quarterly reportingrequirements as per the Karnataka State Pollution Control Board regulations and to ensurecompliance with the EMP.

In the context of environment management, the project would be monitored for:Ambient Air Quality,Ambient Noise Level andAvenue Plantations





Monitoring should be carried out during:Pre-construction Phase, (Included in the base line setup report)Construction Phase, andOperation Phase.

Adequate capacity to review the implementation of mitigation measures incorporated in theproject will be needed to meet administrative and legal responsibilities. EnvironmentalMonitoring Questionnaire is depicted in Appendix - A and Appendix - B.

Responsibilities for oversight will rest with the resident engineer staff including anenvironmentalist or may be supplemented by some specialist consultant input, reporting tothe PWD - PIU (Environmental Unit). Parameters for monitoring of ambient air quality (asper Appendix - 1) and noise level (Appendix - 2) are to be followed and may be analysedby the environmental team of PWD Environmental Unit. All monitored data is to becompared with standards of ambient air and noise level (CPCB, 1999, 2000) presented inAppendix - 3 and Appendix - 4. Monitoring (Table - 1.5) will primarily involve ensuringthose actions taken are in accordance with contract and specification clauses and specifiedmitigation measures. In this regard, if essential, environmental awareness training asdescribed in previous Section - 4, will be provided to the PIU (PWD) and Contractorspersonnel to ensure this takes place effectively. The Project Director will visually assess theEnvironmental Unit/Contractors practices and if high pollutant levels are suspected, furthermonitoring by a laboratory recognised by KSPCB/CPCB, will be carried out to verify theincreased or decreased emission level and pollutants along the project road.

Along with generated data of environmental features, photographic records of site/locationswill provide a useful Envirommental Monitoring tool. A full record will be kept as part ofnormal contract monitoring.

Under the Environment (Protection) Second Amendment Rules 1993, water qualitydischarge standards have b een established for surface water for its suitability for varioususes. It is a legal obligation of the Contractor that any discharge from the work site meetsthe standard guideline. Regular monitoring of noise level and ambient air quality parameterswill also be carried out and described in the contract.

Record MaintenanceEnviromnental monitoring forms will be used for recording of environmental data. Therecorded data in these forms and requisite standards focus attention on environmental issuesand provide feedback for further monitoring. Mitigation and enhancement measures adoptedin final design will be explicitly identified under the Bill of Quantities (BOQ), so thatperformance and completion is readily documented. Daily project diaries would recordenvironmental problems (spills, dust, noise, etc.) as well as safety incidents and will beretained as part of accepted modem contract management and summarized in EnvironmentalReports provided to the World Bank. All such monitored data are required to be preservedfor at least one year after completion of construction work and should be produced as andwhen required for verification.

Based on the Phase II - Bijapur EIA Report, 2 locations have been proposed for air qualityand noise monitoring in the upgradation route. The 1 ocations w here a ir and n oise q ualitymonitoring were carried out during the phase-II EIA study are given in Chapter 5 of the EIAReport and Table - 1.5. However, the locations may be shifted during construction phase.

Page 17 of 23 Scott Wilso,,




Table - 1.5: Details of Environmental Monitoring Requirements

Parameters Particulars PhaseI . Ambient Monitoring Stations ConstructionAir Quality CH: Km 4.00 on NH - 13 Kushtagi Road and and Operation

STD/ISD Booth at PWD Km Stone 126.60 PhasesMonitoring Parameters (Appendix - 1)SPM, RPM, S02, CO, NOx, Pb & HCMonitoring FrequencyDuring earthwork construction and once in 3 monthsduring Operation Phase once in a year.Length of TimeI day for 24 hoursMonitoring StandardAmbient air quality standard issued by CPCB/SPCB(2000-2002) - Appendix - 3.

2.Noise Monitoring Sites ConstructionQuality CH: Km 4.00 on NH - 13 Kushtagi Road and and Operation

STD/ISD Booth at PWD Km Stone 126.60 PhasesMonitoring ParametersNoise levelMonitoring FrequencyDuring constniction and once in 3 months duringOperation Phase once in year.Length of TimeI day for 24 hoursMonitoring StandardExisting Noise Standards fixed by the CPCB/SPCB(2000-2002) to be followed for comparing themonitored data - Appendix - 4.

Ambient air quality monitoring would be carried out to yield 8-hourly averages over 2 4-hours on two days interspersed by a two-day interval in one week. The monitoring stationshould be 20m from the central line of the road on any one side, preferably near habitations.Air quality monitoring would be carried out for S02, NOx, SPM, RPM, CO and Pb. Theparameters and the corresponding permissible limits for Ambient Air Quality are given inTable - 1.6.

Table - 1.6: Parameters and Permissible Limits of Ambient Air Quality

Pollutants Time-Weighted Concentration in ambient air

Average Industrial Area Residential, Rural & Sensitive Areaother Areas

Sulphur Annual Avg. 80gig/m3 60gtg/m3 15gig/m3Dioxide(SO2 )

24 Hours** 120g1g/m3 80tg/m3 30gg/m3Oxides o Annual* 80gig/m3 60jtg/m3 15jiggm3Nitrogen(NOx)

24 Hours** 120tg/mg/m3 30gig/m3SPM Annual 360gtg/m3 140tg/m3 70jig/m3

24 Hours** 500tg/m3 2Ogg/m3 lOO,ug/m3RPM(Size<10im) Annual 120tg/m3 60p.g/m3 50gg/m3

Page 18 of 23 &Sotl Wulsoli



Pollutants Time-Weighted Concentration in ambient air

Average Industrial Area Residential, Rural & Sensitive Areaother Areas

24 Hours** 150gpg/m3 100gig/m3 751ig/m3

Lead(Pb) Annual 1 jtg/m3 0.75glg/m3 0.5 gg/m324 Hours** 1.5gpg/m3 Igg/m3 0.75jig/m3

Carbon 8 Hours** 5mg/m3 2mg/m3 lmg/m3Monoxide(CO)

1 Hour 20mg/m3 10mg/m3 4mg/m3Source: Standards for liquid effluents, gaseous emissions, automobile exhaust, noise and Ambient

Air Quality, Central Pollution Control Board, PCL/4/1995-96* Annual Arithmetic Mean of minimum 104 measurements in a year taken twice a week24 hourly at uniform interval** 24 hourly/8 hourly values should be met 98% of the time in a year. However, 2% othe time, it may exceed, but not on two consecutive days.

The permissible limits for ambient noise level are noted in Table - 1.7. The measurementsshould yield hourly averages during day-time (0600 to 2100 hrs.) and night-time (2100 to

0600 hrs.) over 24-hours on two days interspersed by a two-day interval in a given week. In

most cases, the noise monitoring station will be located near the air quality sampling

stations.

Table - 1.7: Permissible Limits of Ambient Noise Level

Area Code Category of Area Limits in B(A) Leq

Day Time Night Time

A Industrial area 75 70

B Commercial area 65 55

C Residential area 55 45

D Silence area 50 40

Note: (1) Daytime is reckoned in between 6 a.m. and 9 p.m.; (2) Night time is reckoned in between 9 p.m.and 6 a.m.; (3) Silence zone is defined as area upto lOOm around such premises as hospitals, educationalinstitutions and law-courts. The silence zones are to be declared by the competent Authority. Use of vehicularhorns, loud speaker and bursting of crackers shall be banned in these zones. (4) Mixed categories of areasshould be declared as one of the four above-mentioned categories by the competent authority and thecorresponding standards shall apply.

In addition to the above monitoring, additional checks and monitoring would be initiated at

the asphalt mix plants, cement concrete mix plants and at the effluent discharge points at the

construction camps. These sites would be monitored at the locations where they are

established and for the duration of their operation (mostly during construction). The plants

and construction camps would be monitored for: air quality: limited to concentration of

Suspended Particulate Matter (SPM) and Respirable Particulate Matter (RPM) measured

over 24-hours;

Noise level: limited to 24-hours of observation and data being presented in dB (Leq); and

Water quality: limited to analysis of one sample measuring BOD5, TSS, pH, Total

Dissolved solids, Turbidity, Colour, Phenolic compounds, Mineral oil, Alkalinity and Total

& Faecal Coliform.

As mentioned earlier, monitoring during the Operation Phase will be carried out for ambient

air quality and ambient noise level at many of the monitoring stations used during the

construction phase. However, depending on the experience gained during the construction

Page 19 of 23 Scotl Wilson

PART 11 - ENVIRONMENTAL MAANAGEMENT PLAN (EMP)

Karnataka Stale Highways Environmental Assessment Report -Improvement Project Bijapur By-pass

monitoring, the monitoring locations may be changed, reduced or increased. Monitoring willbe discontinued at the sites of asphalt and cement/concrete mix plants and machinery andcampsites once these sites are abandoned.

It is anticipated that environmental monitoring will be contracted out to competent privatesector firms with capacity, capability and experience in carrying out such monitoring.However, it is recommended that the EMPIU should seek information and advice from theState Pollution Control Board in identifying the firms capable of carrying out such task.

The EMPIU would be the competent authority to appoint, monitor and supervise suchexternal agencies and to prepare the TOR for carrying out the monitoring. The budget forcarrying out the monitoring during the construction and operation will be included as part ofthe EMP.

The data collected through during monitoring and onsite supervision would be used forpreparing monitoring reports for submission to the regulatory agencies, the World Bank andthe PWD. The information would be stored electronically for use in training, in developinglong-term trends, for future planning and for other uses. Regular monthly reports will beprepared for internal use and dissemination and quarterly reports will be prepared forsubmission to the Bank, Regulatory Agencies and the PWD management. A consolidatedannual report will be prepared every calendar year and disseminated to the Bank, PWD andthe Regulatory Agencies.

Draft Guidelines for the Preparation of Environmental Supervision and Monitoring Report isgiven in Appendix - A. Enviromnental Supervision and Monitoring Formats for the variouscomponents like Site selection, Borrow Area Management, Air and Noise level Monitoringand prevention of water pollution and soil erosion etc. have been enclosed as Appendix - B.

6. Capacity Development through Training for Environment ManagementThe environmental training aspects of the EMPIU staff will encompass the following:

* Understanding of the relevant environmental regulations and their application to the project.* Main impacts of the project on the environment.* Mitigation measures as given in the EMP and their implementation through incorporation in the

design, construction supervision and monitoring.. Duties and responsibilities of the Contractors, Supervisor Engineers, Supervising Consultants,

PIU and EMPIU.• Public/community consultation and it's role during the implementation of the project.* Liaison with other departments and relevant agencies (such as Forestry).* Supervision of the implementation of the EMP and social issues during construction and

operation. Resolution of environmental and social issues and their reporting.* Monitoring during construction and operation.

Weekly, monthly and quarterly report preparations and submission.Preparation of dissemination notes, holding of workshops, and training of other staff inPWD.

Draft Terms of Reference for Training are given in Appendix - 5. The TOR will be refinedduring the implementation of the project.

Page 20 of 23 Scott Wilso,i




7. Budget for EMP ImplementationThe budgets for project construction and implementation of the RAP components have beencomputed separately by the PCC. The design and construction of the project involve anumber items such as erosion prevention, rehabilitation of borrow areas, safety, signage,provision of temporary drains, etc. costs for which are included in the contract costs.Therefore, these items of costs will not be seen as parts of the EMP budget.

The cost of environmental mitigation measures has been estimated and is presented in Table1.8.

Cost of restoration, erosion control and other work related activities are included as part ofgood engineering practice and no major additional costs are expected to apply.

The budget includes cost estimates for the environmental enhancement and protectionmeasures.

The cost estimates arrived at are based on the type of impacts envisaged and the mitigationmeasures required for the same and the related monitoring and training of personnel to beundertaken. The costs may be modified based on the implementation of the project.

Fund allocation for Environment Protection and EnhancementThe proposed tree plantation programme involves plantation of about 200 trees per km at aninterval of about 10 m (about 100 trees per kilometre on each side of the road). Adequateland is available for undertaking the plantation of the trees. The cost of Rs. 3 2 6 p er t reesapling is inclusive of the cost of tree guards/fences and the maintenance component for thenext three years. The money will be made available to the State Forest Department or toprivate/community to undertake the plantation programme with the active involvement ofthe EMPIU and the PWD. Healthy saplings will be selected for the purpose of the plantationprogramme and adequate tree guards will be provided. The entities responsible for theplantation in their stretches will also be responsible for regular watering and maintenance ofthe plantations. The budget also provides for additional planting on public and communitylands, school boundaries, etc. where such land and opportunities are available.

Tamarind, Neem (Bevu), Dalbergia sissoo (White Beete) are the preferred tree species.Prosopis juliflora (Bellary jali), Justica adhadota (Adasala), Caesalpinia bonduc (Gajaga)and Euphorbia tirucalli (Kalli) shrubs may be developed as second tier plantation. TheProsopis juliflora shrubs will involve periodic maintenance in the form of pruning thebranches and collection of the same to be utilised as firewood.

The present cost estimate includes only aesthetics and environmental enhancement ofBijapur by-pass (Table - 1.8). The cost estimated is Rs. 6,70,000. The costs may bemodified based on the implementation of the project.


PART II -ENVIRONMENTAL MANAGEMENT PLAN (EMP)

Karnalaka State Highways Environmental Assessment Report -Improvement Project Bijapur By-pass

Table 1.8: Estimated Budget for the pro-ectParticulars Quantity Unit Rate (Rs) Total Cost Sub-total

Monitoring, EMP & Training Consolidated amount 70,000 70,000- Rs. 70,000

Environmental Enhancement by Green BeltPlantation Cost - For 6.7 km Approx. Rs. 326/tree 4,36,840 5,56,840i. Avenue Plantation Totally 1,340 trees Consolidatedii. Social Forestry Approx. 1,00,000 1,00,000

Total Cost 6,06,840Contingency i 10% 60,684

Grand Total = 6,67,524Grand Total (approximately) = Rs. 6,70,000

RESETTLEMENT ACTION PLAN (RAP)

The Resettlement Action Plan (RAP) of Phase II Bijapur By-pass has been prepared on thebasis of provisions contained in the document approved by Government of Karnataka(GOK) entitled: Resettlement and Rehabilitation: Principles and Policy Framework for theKarnataka State Highways Improvement Project.

Socioeconomic surveys were conducted on the upgradation roads, for a Corridor of Impactof 30 m keeping in view the design requirements. These surveys were conducted duringApril 2003.

There was a concerted effort to redu'; impact on the number of families being affected. Thetotal number of Project Affected Persons (PAPs) is 632 and the total number of ProjectAffected Families (PAFs) is 55. The total number of settlements to be affected is 2. Theextent of land acquisition from private owners necessary for road widening and otherimprovements is 38 acres.

Local level public consultations were conducted. The institutional and organisationalmechanisms required for the resettlement program has been outlined in Phase I RAP Reportand t he P hase II R AP i mplementation m echanism has been further refined by the SocialDevelopment Resettlement Cell set up by Karnataka PWD-PIU with support from othergovernment agencies, non-governmental organisations/community-based organisationsbased on their experience gained during Phase I RAP implementation. The RAP provides adetailed and updated implementation schedule for Phase II Bijapur by-pass.

Page 22 of 23 Scott ,'lso,i


Karnataka State Highways En vironniental Assessment Report -Improvement Project Btjapur By-pass

REFERENCES

CPCB (2000): Environmental Standards for Ambient Air, Automobiles, Fuels, Industriesand Noise. Central Pollution Control Board (Ministry of Environment and Forests),Pollution Control Law Series: PCLS/4/2000-2001, Delhi, pp. 109.

MOST (1995): Specifications for Road and Bridge Works. Indian Road Congress on behalfof Ministry of Surface Transport (Road Wing), Govt. of India, New Delhi, pp. 682.

Page 23 of 23 SCott Wilso,l


PART II - APPENDICES

Karnataka State Hlghways Environmental Assessrment Report -Improvement Project Bijapur By-pass

S.No. I E SourceofPollution | Mitigation Measures Enforcement/TS ImplementingIssue IIClause FOrgvan is ation

Operation Phase

* Periodicals monitoring of air pollutants and if values exceed thestandard limits, suitable mitigation measures to be taken.

To avoid spillage of chemicals or any substances from Vehicles. . Vehicular gaseous carrying those hazardous substances, following measures will be PWD in the

I Air Pollution Vehicl gas considered : PWD PWD inuthe* Establishment of emergency response facilities to deal with normal course

accidental spillage of hazardous chemicals and prevention ofcontamination of adjacent water-body through immediatecordoning of the area of spillage.

* Emergency response facility to the State Highway by-pass.

* Long term noise barriers are not needed because the noise fromroad traffic after road construction is expected to reduce from the

2 Noise Pollution Vehicular present level and PWD PWD* Periodical monitoring of noise level will be carried out. If values

exceed the standard limits suitable measures will be taken.

Traffic and Vehicles Maintenance of standard Highway Safety Signage and Traffic PWD and Traffic Traffic Police3 Road Safety Slow moving traffic Management. Police PWD

Lighting Maintenance of lighting. PWD PWD

Ref: MoRT&H (2001). Specificationsfor road and bridge works. Indian Road Congress on behalf of Ministry of Surface Transport (Road Wing), Govt. of India,New Delhi..

Scott Wilson


Karnataka State Ilighways Entvironmental Assessment Report -Improv'ement Project Bijapur By-pass

Appendix - I

Environmental issues, source of pollution and mitigation measures during construction and operation phases

S |.No. Irometa Source of Pollution Mitigation Measures Enforcement/TS ImplementingIssue Clo 7ause O nsto

Construction Phase

* Hot-mix plant will be located 5OOms away from habitat andGuidelines issued by the State Pollution Control Board onestablishment of Stone Crusher Units would be adhered to. Theseunits should be located in downwind direction to the nearbysettlements. As per Technical

Construction equipment * Use of mixing equipment will be equipped with dust removal Specification ContractorConstructio equipmentdevices. Clause 106, 1 11

* Regular maintenance of machinery and equipment would be and 124carried out.

* Trucks carrying earth, sand or stone would be covered with"traps" to prevent spilling and

* Develop a green belt around the Plant site.As per Technical

I Air Pollution Vehicular emission * Diversion road to be maintained in good shape and traffic Specification Contractorregulated. Clauses 111 and Cnrco

112

* Sprinkling of water as necessary.* The vehicles with open-load carrying area shall be fitted with As per Technical

Dust during minor earth side and tail boards. Specificationworks or from spoil dumps * Materials shall not be loaded to a higher leevl than the side and Clauses Ill and Contractorand from traffic movement tail boards and shall be covered with a clean tarpaulin in good 301 and Annex-A

condition. The tarpaulin shall be properly secured and extend to Clause 501atleast 300mm over the edges of the side and tail boards.

As per Technical

Storage of construction Specificationmaterials * Sprinkling of water as necessary. Clauses 111 Contractor

Annex-A toClause 501

Scott Wilson


Krpal naka [State Highways Fnvironmental Assessmnenit Report -Improvement Prolect Bijapur Py-pass

As per TechnicalConstruction of Bridges or Specification

Culverts - SeillcanEarthwork and marginal Earth materials will be transported and dumped away from water 304, Annex-A ofspillage of construction bodies. Clause 501 and Contractormaterials causing with permission

2 Water Pollution temporary turbidity and of concernedsuspended solids Department

Technical

Drainage Drains will be provided on both sides of the road on embankment SpecificationDrainage with planned out falls. Sections 109 and Contractor

305As per drawing

All wastewater will be diverted to a ditch that will be managed for the and TechnicalWastewater logging period of construction and after construction such ditches will be Specification Contractor

filled and restored to original condition. Sections III and3 PGround water301

Pollution wastesaAs per TechnicalHuman wastes and Septic tanks/soak pits will be used of for defecation and Specification Contractorcwastewter at construction Provide covered water storage tanks. Clause 120 and

camp ~~~~~~~~~~~~~~~ ~~ ~~~~~122 _ _ _ _ _ _ _

Scott Wilson


Karnataka State llrghways En vironmental Assessment Report -lImprov'emient Project Bijapur By-pass

* Traffic safety barricades will be erected on either side of roadwith regulatory signs in habitat and sensitive/critical areas.

* Construction plants such as hot mix equipment will be located atleast 5OOms away from habitat and sensitive/critical areas. Theseunits would be located in downwind direction to the nearbysettlements. Guidelines issued by the State Pollution ControlBoard on establishment of Stone Crusher Units would be adheredto. As per Technical

* Source-control through proper maintenance of all equipment. Specification4 Noise Pollution Vehicles * Use of properly designed engine enclosures and intake silencers. Clause 106, 111, Contractor

Construction machinery * Where possible, locating construction equipment at least 500m 112, 124 andaway from inhabited areas. Annex-A of

* Providing protection devices like earplugs to all workers near Clause 501construction equipment.

* Scheduling of project activities to minimise impacts. Theconditions of contract will stipulate the noise level permitted forthe construction equipment. In addition, the noise makingequipment will not be allowed to operate during night timeowing construction activities between 8 a.m. to 6 a.m. nearsettlement areas.

Construction machinery .. (leakage of oil lubricant ~~~~~~~~~~~~~As per Technical

5 Land Pollution (leakage of oil, lubricant, All construction machinery to be placed on an impermeable base. Specification Contractorfuel spilling and their Clause 106wastes)

Scott Wilson


Krirnataka State Higlhways Environmental Assessment Report -


Major quarry site is located at 7km away from project road andSand from Bhima river basin (about 75 km) will be utilised. Gravel -Moorum from quarry located at 4 km away from project roadQuarry sites will be restored by the following natural means* Proper reclamation of the pits,* Cut faces will be merged with the slope of the adjoining terrain, As per Technical* Bottom of the pits will be graded towards natural out-falls to Specification

Quarries/Borrow pits prevent water accumulation. Clause 108 and Contractor* The reclaimed area will be seeded to provide grass coverage. llDisposal of Excavated Material of the road will be carried out asfollows:* Reuse of unsuitable material as backfill in the reclamation of

borrow pits.* Disposal of the excavated black top in abandoned stone quarries

with proper clay lining, if permissible.

* Soil used for embankment will be good (unerodable) and As er TechnicalSoil erosion on embankment slopes will be surfaced. speification

embankment * The embankment slopes will be vegetated with native seed mix Clause fiI, 300, Contractorto prevent soil erosion. 306 and 307

Scott Wilson

PART I - ENVIRONMENTAL MlANAGEMENT PLAN (EMP)

Karniiaka State Highways Environmenial Assessment Report -


The following measures will be taken:Supply of clean drinking water,Use of mosquito net or ointment,Providing medical care for workers,Appointing Medical Practitioner andEducating workers, distributing contraceptives and awareness in theform of posters or pamphlets, to check AIDS.Sanitation and Waste Disposal* Sewage and domestics olid waste generated at the construction

workers colony shall be properly disposed off. Propermanagement of these solid wastes lead to avoid health andhygiene related problems.

6 Labour Health Construction camp * The applicable PWD specifications for labour camp development Specificateon Contractorwill be adopted to ensure that adequate sanitation at the workers' Clause 108colony is maintained. The basic mitigation measures are:

i) The contractor shall install adequate lavatories at theconstruction camp to cater to the requirements of theworkers.

ii) The contractor at the campsites shall build Septic Tanks.iii) Proper collection system for domestic refuse and its

segregation and disposal will be ensured.iv) Periodic health check-ups of construction workers will be

undertaken.v) Develop a green belt around the Construction Workers Camp

site.

Scott Wilson


KaruKubtako State Highway,s Environmiental Assessmentf Report -Inmproileontent Project Byjapur By-pass

As per TechnicalAdvertising /Hoarding * Removal of such structures from ROW as necessary. Specification Contractor

Clause 201

The traffic management will be considered as follows• Fencing of camps,* Erection of traffic safety barricades painted with black and white

strips on either side of road with regulatory signs, markings, and7 Accidents and safety flag/alter light wherever work will be in progress.

* Prohibition of entry of general public at construction sites/camps, As per drawing* Proper lighting facilities at construction sites/camps and and Technical

Construction Camp/Sites diversion, Specification Contractor* Use of Helmet at construction sites, Clause 111, 112* Use of mask where excessive dust forms and and 120* Where there is no provision of diversion, traffic will be

controlled by signaling red and green flag in day and light innight and

* Maintenance of first aid kits and providing facilities whenever_________ ~~~~~~~~~~~ ~~required._ _ _ _ _ _ _ _ _ _

As per drawingInstallation of Standard Highway Safety Signage, marking to avoid and Technical

Vehicles over taking of vehicles and fencing and Proper diversion road and Specification Contractortraffic management. Clause Ill and

Scott Wilson


Karnataka State Highways En vironmnental Assessment Report -

Inprovenment Project Biapur By-pass

Appendix A

KARNATAKA STATE HIGHWAYS IMPROVEMENT PROJECT

Guidelines for Preparation of Environmental SupervisionAnd Monitoring Report

The main purpose of the Environmental Supervision and Monitoring Report is to document the

implementation of the Environmental Management Plan (EMP) during the construction of the KSHIP.

The secondary purpose is to report on ongoing concerns, issues which may have arisen during the

implementation of the EMP and mitigation measures applied, training carried out, community

consultations carried out during the construction and documentation of the results of environmental

monitoring carried out onsite.

The report should be prepared and submitted on a quarterly basis. Major elements of the reports are

given below. However, not all elements may apply during the reporting period.

The report should include:* For the overall project a brief description of the ongoing activities, completed and planned during

the next quarter;* Environmental training undertaken and planned giving the dates, duration, and locations of the

training, number of PWD and Contractors' staff trained, general contents of the training, etc.

* Maps showing the locations of construction camps, haul roads, borrow areas, q uarries, mixing

plants, environmental monitoring points, construction schedule, civil contract sections, etc.;

* Environmental management at the construction camps and equipment maintenance and servicing

camps (water, sewage, garbage, health, living conditions, facilities for children and faniilies,Tecreation facilities, waste disposal, fuel and oil storage facilities, waste material storage,

environmental awareness training programs, etc.);* Location of sensitive buildings, villages and areas (schools, hospitals, libraries, residences,

retirement homes, etc.) and how these areas are being protected during the constTuction;

* Safety during construction (signage, diversions, traffic management, accident records, night time

protection etc.)* Supervision and control of construction material storage and transport (dust control, traffic,

congestion, safety noise, etc.) along the haul roads; number of watering trucks per contractor and

the record of their usage;• Handling of borrow areas, top soil, reclamation of borrow pits;* Handling of the temporary drainage during the construction period;

* Monitoring results of dust, noise, construction equipment emissions, etc. at the construction sites

and along the material transport roads; night time noise monitoring during the periods of night

construction and material transport;* Setting up of complaints handling system; records of complaints and how these are being

resolved; records of on going public consultation and how conflict issues are dealt with;

* Monitoring data of the selected parameters (dust, noise, air emissions, water quality, etc.);

* Photographic record of key elements.

Appendices Page I of /7 Scotl Wilson

PART 11- ENVIRONMENTAL MANAGEMENT PLAN (EMP)

Karnataka Stale Highways En wvronnenital Assessmenit Report -Improvement Project Bijapur By-pass

Appendix B

KARNATAKA STATE HIGHWAYS IMPROVEMENT PROJECTEnvironmental Supervision and Monitoring Schedule- Construction Phase

Construction site and Service Area Details

Supervision Consultant:Civil Contractor: Contract Package:Civil Contract Section:Location:Chainage: Km------- to Km-----Environmental Features of the LocationTerrain: Flat/Undulating/RollingWind Direction:Land use in adjoining area:Name and Distance of settlements in a 2 km radius of the site

Mitigation Measures Chainage Construction SiteEmployed Site 1 Site 2 Site 3 Site 4

(Chainage) (Chainage) _hiag) (Chainage)

Dust Control MeasuresemployedTraffic Management

Storage Site l

Maintenance Shed andservice area l

Furnish details of public consultation held with the local populace.

Supervised and Checked by(Name and Signature with Date)Civil Contractor's Site Engineer:

CSC Site Engineer: EMPIU/PIU Site Engineer:

Appenidices Page 2 of] 7 Scott Wilsoui

PARTI - ENVIRONMENTAL MANAGEMENT PLAN (EMP)

Kamataka State Highways Environnzental Assessment Report -Iniprovement Project Bjapur B -pass

KARNATAKA STATE HIGHWAYS IMPROVEMENT PROJECT

Environmental Supervision and Monitoring Schedule- Construction Phase

Borrow Area Management

Employer:

Supervision Consultant:Civil Contractor: Contract Package:Civil Contract Section:Location:Chainage: Km------- to Km--Environmental Features of the LocationTerrain: Flat/Undulating/RollingWind Direction:Name and Distance of settlements in a 2km radius of the site

1 Location of Distance from Capacity of Total quantity of Quantity of Top Location whereBorrow area Construction Borrow Area Earth excavated Soil excavated (in Top soil has been

site (in Cu.m) Cu.m) stored

2 Location where Distance from storage site Quantity re-laid/used Total quantity of EarthTop soil re- excavated (in Cu.m)t____ laid/used l

3 Quantity of Earth Quantity reused Details of disposal of Location and details of areaobtained from unused earth where unused borrow material isexcavation of disposedExisting Highway

Enclose a Sketch maps of borrow area locations and photographs indicating implementation of mitigation measures andborrow area management. Furnish details of consultation held with landowners, farmers and lessors.

Supervised and Checked by(Name and Signature with Date)

Civil Contractor's Site Engineer:


Appenidices Page 3of1 7 Scott Wilson

PART H - ENVIRONMENTAL MANAGEMENT PLAN (EMP)

Karnataka State Highways Environmental Assessment Report -Improvement Project Bijapur Bi-pass


Ambient Air Quality

Employer:Supervision Consultant:Civil Contractor: Contract Package:Civil Contract Section:Location:Chainage: Km --- to Km-----Environmental Features of the LocationTerrain: Flat/Undulating/RollingWind Direction:Name and Distance of settlements in a 2km radius of the site

SL. Location ( to nearby settlements Chainage Installed Capacity of theNo Plant Details and Prevailing Wind Direction) AMP and Crushers

I Details of AMPs and Crusher Plants_ _ _ A M P -I1_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

AMP-2

Crusher-lI

l___ Crusher-2 l

2 Mitigation Measures employed AMP-1 AMP-2 Crusher-I Crusher-2A) Air pollution Control measuresadopted at the HMP

B) Quantity of Water used for sprinkling(It/day) l

3 Details of Ambient Air Quality Location Chainage Date and frequency ofMonitoring carried out at site. (Enclose MonitoringMonitoring Report as annexure)

_ _ A Q -1I _ _ _ _ _ _ _ _ _ _ _ _

___ AQ-2

4 Details of Heavy Vehicles and Total Number Operational Vehicles in RepairConstruction Machinery by types at eachlocationTrucks/Dumpers

TractorsPavers

Rollers

ExcavatorsGraders

Enclose Photographs and Monitoring Reports

Supervised and Checked by(Name and Signature with Date)Civil Contractor's Site Engineer:CSC Site Engineer: EMPIU/PIU Site Engineer:

Appendices Page 4 of /7 Scott WIlson


Karnataka State Highways Environmnental Assessment Report -Improvement Project Bijapur By-pass


Noise Level Monitoring

Supervision Consultant:Civil Contractor: Contract Package:Civil Contract Section:Location:Chainage: Km------- to Km-----Environmental Features of the LocationTerrain: FlatlUndulating/RollingWind Direction:Land use in adjoining area:Name and Distance of settlements in a 2km radius of the site

1 Details of Heavy Vehicles and Total Number No. of Vehicles Day in week for Frequency ofConstruction Machinery by types at each in Repair Periodic maintenance completelocation overhauling and

servicingTrucks/DumpersTractorsPaversRollersExcavators

_ _ G r-aders_ _ _ _ _ _ _ _ _ _ __ _ _ _

|2 | Mitigation Measures employed | AMP-I AMP-2 | Crusher-I | Cruslir-2A) Noise polution Control nmasures _adoped at the IMP amd COusher Plants

-3 -Details of Safety equipment, earplugs Total Workers at site No. of Ear Plugsetc., provided to Workers at construction providedsiteConstruction Site-IConstruction Site-2

-4 Noise level Monitoring carried out at site Location Chainage Date and frequency of(Enclose Monitoring Report as annexure) Monitoring

_ _ N Q -I _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _NQ-2


Civil Contractor's Site Engineer:


Appendices Page 5 of 17 Scoft Wilsoni

PART I/ - ENVIRONMENTAL MANAGEMENT PLAN (EMP)

Karnataka State Highways Environmenltal Assessment Report -

Improvement Project Biyaputr By-pass


Prevention and control of Water Pollution

Supervision Consultant:Civil Contractor: Contract Package:Civil Contract Section:Location:Chainage: Km------- to Km-----Environmental Features of the LocationTerrain: Flat/Undulating/RollingWind Direction:Land use in adjoining area:Name and Distance of settlements in a 2km radius of the site

Sl.No. I Site Details Measures adopted to prevent Location Chainagerunoff and contamination of

nearby water bodies.Construction siteService Area-IConstruction siteService Area-2ConstructionWorkers Camp-l ConslructionWorkers Camp-2

SL.No. Drainage details at site and Location Chainage Sanitary Facilities and2 Construction Workers' camp Water availability in the

_______ ~~~~~~~~~~~camp______ Construction site Service Area-I

Construction site Service Area-2Construction Workers Camp- 1Construction Workers Camp-2

SI.No.3 Details of Water Quality Location Chainage Date andMonitoring carried out at site frequency of(Enclose Monitoring Report as Monitoringannexure)

WQ-2 1WQ-3


Civil Contractor's Site Engineer:CSC Site Engineer: EMPIU/PIU Site Engineer:

Appendices Page 6 of 1 7 Scott Wilson


Karnrataka State HJighwaYv, Improvement Project Environmental Assessmient Report -Bijapur l3v-posi

Annexure I

ENVIRONMENT MANAGEMENT PLAN IMPLEMENTATION UNIT (EMPIU)

N.L.R Peshwe, K.E.SProject Director

B.S. Shekarappa, K.A.SChief Administrative Officer

I Documenlation and Mrutuinjaya Sam41 ~~~~~~Tralning RFO Bngor

~~11 ~ 25-11 ~e-lllyll! AdditionalRFO1

syed Kamaluddin Bagalkot H lr adaui Sal Yuma kak IBeeFegowdav Env E S. Doddrc.g I l

i-s r*- -tsr s. Er.i ~ ttiFsr~ O.~ O~T Er.. Cr,,l -nvEgg Rrr Pir., PF-- F 7

Superintending Engineers/Executive Engineers PWD DivisionsHiriyur, Raichur, Gulbarga, Beigaum and YeiIapur

PART II ENVIRONMENTAL MANAGAMENT PLAN (EMP) Scott Wilsoni

PART II- ANNEXURES



LABOUR CAMPTYPICAL DESIGN OF TYPE A

Nwetting Units

Road r(W~~~~~~~~~~~~~~~~~~~~~~~~~~~~3 oC .Ii!

i:i W xdA i Dwetting Units

Scott Wd,so,,

Karnataka State Highways Environzmental Assessmnent Report -

Improvemnent Project Bijapur Bv-pass

SANITARY FACILITY

Sanitary facility

CUAIzkER~~~33 14- -2k lINR

P3UC

I y v V.t!Z_.19 DOM -- O 1 EA

(SW ABOW 900 900LWICHDR)E

0 0

I ~~~NOTES: ET0 AA F. cNn

1. INSPECTION CHAMBER (IC)600x600x600 DEEP NMTHAIRTIGHT M H COVE

2. SEPTIC TANK & SOAK I TAS PER SITE CONDITIONS .

-- RCLNTE .

INXT~~~~~~~~~~~~~~~.NolU/o

I I I~~~~~~ENLAO