India - Haryana State Highway Upgrading Project : sectoral environmental assessment (Vol. 1 of 2)

PUBLIC WORKS DEPARTMENT (B&R) GOVERNMENT OF HARYANA, INDIA Haryana Highway Upgrading Project Project Coordination Consultancy SECTORAL ENVIRONMENTAL ASSESSMENT FINAL REPORT CAU"E6AUU + VOLUME I MAIN REPORT SEPTEMBER 1997 cSD Carl Bro International als - ' in association with J BCEOM, Louis Berger International inc. and Cad Bro Grop Consulting Engineering Services (India) Ltd.  PUBLIC WORKS DEPARTMENT (B&R) GOVERNMENT OF HARYANA, INDIA Haryana Highway Upgrading Project Project Coordination Consultancy SECTORAL ENVIRONMENTAL ASSESSMENT FINAL REPORT CHANGeAR MAIN REPORT SEPTEMBER 1997 Carl Bro International als -- in association with J BCEOM, Louis Berger International Inc. and Cari Bro Grou Consulting Engineering Services (India) Ltd.  VOLUME I - MAIN REPORT TABLE OF CONTENTS Chapter Section Text Page (s) Executive Summary 1&2 Policy, Legal and Administrative Framework 1.0 Introduction 1-1 1.1 Institutional and Legal Framework 1-1 1.2 Implementation Responsibilities 1-2 II Project Description 2.0 State Profile 2-1 2.1 Project Summary 2-1 2.2 Project Components and Setting 2-2 2.3 Environment Issues 2-2 lII Environmental Characteristics (Baseline Conditions) 3.0 Methodology 3-1 3.1 Regional Environment 3-1 3.1.1 Climate Conditions 3-1 3.1.2 Physical Conditions 3-2 3.1.2.1 Relief 3-2 3.1.2.2 Soils and Minerals 3-2 3.1.2.3 Water Resources 3-8 3.1.3 Socio-economic Conditions 3-10 3.1.3.1 Population 3-10 3.1.3.2 Industry 3-11 3.1.3.3 Land Use 3-12 3.1.3.4 - Tourism 3-14 3.1.3.5 Resettlement 3-14 3.1.4 Ecological Conditions 3-15 3.1.4.1 Vegetation 3-15 3.1.4.2 Fauna 3-15 3.1.4.3 Wetlands 3-18  3.2 Environmental Attributes of Road Segments 3-20 3.2.1 Physical Environment 3-20 3.2.2 Water Resources 3-20 3.2.3 Air Quality and Noise 3-22 3.2.4 Social Welfare 3-22 3.2.4.1 Resettlement and Rehabilitation 3-22 3.2.5 Cultural Resources 3-22 3.2.6. Ecological Environment 3-22 3.2.6.1 Wildlife 3-22 3.2.6.2 Flora 3-23 3.2.6.3 Wetlands and Waterbodies 3-23 3.3 Hydrology 3-23 3.4 Flooding 3-24 3.5 Flora and Fauna 3-24 3.6 Cultural/Archaeological Aspects 3-24 IV Environmental Impacts and Analysis of Alternatives 4.0 General 4-1 4.1 Altered Road Embankments 4-2 4.2 Borrow Pit Excavations 4-2 4.3 Quarries and Construction Material Sourcing 4-2 4.4 Construction Workers' Camps 4-4 4.5 Air and Noise Quality 4-4 4.6 Physical Environment 4-5 4.6.1 Soils 4-5 4.6.2 Water Resources 4-5 4.6.3 Social Welfare 4-6 4.6.4 Economy 4-6 4.6.5 Health and Safety 4-6 4.6.6 Traffic Safety 4-7 4.6.7 Non Motorised Traffic 4-7 4.6.8 Cultural Resources 4-8 4.6.9 Aesthetics and Tourism 4-8 4.7 Biota 4-8 4.7.1 Wildlife Habitat 4-8 4.7.2 Wetlands 4-9 4.7.3 Forest Land 4-9 4.7.4 Flora and Fauna (Tree removal and replacement tree 4-9 planting) ii  4.8 Analysis of Alternatives 4-9 4.8.1 Environmental Considerations 4-10 4.8.2 Engineering Alternatives 4-10 4.8.3 No Action Alternative 4-11 4.9 Other Issues 4-11 V Mitigation Plan 5.0 General 5-1 5.1 Design Phase 5-1 5.1.1 Design and Construction Methods 5-2 5.1.2 Alternative Alignment 5-2 5.1.3 Other Design Measures 5-2 5.2 Construction Phase 5-3 5.2.1 Restoration of Borrow Pits 5-4 5.2.2 Seeding of Batter Slopes and Tree Planting 5-4 5.2.3 Drainage 5-5 5.2.4 Quanrying 5-5 - 5.2.5 Signage 5-6 5.2.6 Vehicle Safety 5-6 5.2.7 Solid and Liquid Waste Disposal From Construction 5-6 Workers Camps 5.2.8 Traffic During Construction 5-7 5.2.9 Location of Camps and Depots 5-7 5.2.10 Equipment Selection, Maintenance and Operation 5-7 5.2.11 Dust and Noise Control 5-7 5.2.1-2 Water Pollution 5-7 5.3 Operational Measures 5-8 5.3.1 Increased Roadside Tree Planting 5-8 5.3.2 Aesthetics and Landscape 5-8 VI Environmental Management and Monitoring 6.0 General 6-1 6.1 Institutional Strengthening Arrangement 6-1 6.1.1 Organisation and Staffing 6-1 6.1.2 Environmental Training 6-2 6.1.3 Implementation Schedule 6-2 6.2 Monitoring and Reporting 6-3 6.2.1 Record Keeping 6-4 6.3 Envirornental Costs 6-4 VII Public Consultations on Environment 7-1 'ii  References R-1&2 LIST OF TABLES Number Tables Page (s) 2.1 List of Road Segnents Considered 2-3 2.2 Roads Selected for Detailed Design in Phase I 2-5 3.1 Principal Communities Located on HHUP Segments 3-11 3.2 Wildlife Recorded along Alignment during Field Reconnaissance 3-17 3.3 Designated Wildlife Sanctuaries in Haryana 3-18 3.4 Qualitative Summary of Environmental Features by Road Segment. 3-21 LIST OF FIGURES Number Figures Page(s) 2.1 Location of Road Segments Considered 2-4 3.1 Annual Rainfall Distribution in Hawyana 3-2 3.2 Salt Affected Soils In Haryana 3-3 3.3 Principal Landform Areas of Haryana 3-5 3.4 Basic Soil Association of Haryana 3-6 3.5 Sand Dunes Distribution in Haryana 3-7 3.6 Flood Affected Areas in Haryana - 1995 3-9 3.7 Agricultural Regions of Haryana 3-13 3.8 Forest Areas of Haryana 3-16 3.9 Location of Parks and Sanctuaries in Haryana 3-19 4.1 Location of Quarries and Source Material Sites 4-3 VOLUME II APPENDICES TO MAIN REPORT LIST OF APPENDICES Number Appendix Page (s) Appendix I Enviromnental Attributes of ROW corridors Al-i Appendix 2 Environmental Standarcfs A2-1 Appendix 3 Contract Related Documentation A3-1 Appendix 4 Environmental Management Cheoklist A4-1 Appendix 5 Environmental Clauses to Bidding Documents A5-1 Appendix 6 Public Consultations A6-l iv  Haryana Highway Upgrading Project Executive Summary EXECUTIVE SUMMARY Introduction This Sectoral Environmental Assessment (SEA) is being prepared for the Haryana Highway Upgrading Project (HHUP) in accordance with draft terms of reference (TOR), called "Detailed Specifications for Environmental Analysis, Design and Action Plan", received from the Public Works Department (B&R) (PWD), Government of Haryana, (GOH) on October 19, 1996. The SEA fulfils the joint requirements of the Government of India (GOD and the World Bank for environmental assessment of the proposed highway improvement project and conforms in content with Ministry of Environment and Forests, GOI (MOEF) guidelines (MOEF 1989, 1994, revised 1997) and World Bank Operational Directives and Policies (World Bank 1991 a, b, 1993, 1994 and 1995). Carl Bro International a/s of Denmark in association with Louis Berger International Inc. of USA, BCEOM of France, and Consulting Engineering Services (India) Limited are the Project Co-ordinating Consultants (PCC) responsible for preparing this SEA for consideration of the PWD, the MOEF and the World Bank. Policy, Legal and Administrative Framework Based on a preliminary assessment of the likely impacts of road upgrades, it was determined that a Sectoral Environmental Assessment (SEA) should be prepared on the project to satisfy World Bank and Government of India (GOI) requirements. However, a recent revision of GOI regulations exempts road upgrading projects. from envirorunental review provided they do not pass through ecologically sensitive areas. The Haryana Project roads qualify for this GOI exemption. The objective of the SEA is to provide project administrators within Haryana Public Works Department (B&R), (PWD), the World Bank, and Project Engineers, guidance regarding the steps necessary to be taken to minimise and mitigate adverse environmental impacts result of the HHUP. A description of the-Policy, Legal and Administrative-framework is included in Chapter I along with the delineation of institutional responsibilities. Project details, including objectives, components, main environmental issues and a profile of the state of Haryana are presented in Chapter II. Project Description The project preparation study for the Haryana Highway Upgrading Project includes 40 segments encompassing about 1201 km of State Highways, about 3 I km of Major District Roads and about 33 km Border Road Organisation Roads throughout the State. Feasibility studies initiated in 1995 and detailed in the 1996 Feasibility Report sought to prioritise road segments for upgrading. That report described the initial environmenital impact assessment which was completed for 34 segments totalling 992 km of proposed highway upgrades. Subsequent to these initial feasibility studies. 6 new segments of total length 273 km wvere added and studied. Out of the 40 segments, PWD has now decided to exclude 12 segments totalling 299 km from HHUP. This report, however, continues to pertain to 1265 kmn of roads studied. Based on the feasibility studies it was concluded that the best engineering options in general was widening of the carriageway to full State Highway standards (i.e. 7 m) and construction of 1.5 m paved shoulders with additional I m wide berms at either side of the carriageway. This construction option was also considered the environmnentally most acceptable one, since it requires only very minor no construction activities outside the existing right of way, and it  Haryana Highway Upgrading Project Executive Swnmaty provides additional travel venue for slow moving, and non-motorised vehicles which would otherwise be at increased risk from increased traffic speeds made possible by upgrading of road surfaces. For The segments now scheduled to be included in the HHUP the segment Ambala - Saha (14.3 Iam) has already been designed as a 4 -lane dual carriageway road within existing ROW. According to the feasibility study it would also be economically feasible to construct the segments Gohana - Rohtak (36.5 km), Yamunanagar Bypass (6.3 km) and Yamunanagar - UP Border (10.8 Ian) as 4-lane dual cariageway roads. However, this would require acquisition of some 50 - 60 hectares of land outside existing ROW. Furthermore it would call for supplementary environmental impact analysis including R&R studies and most likely MOEF approval. Environmental Chtaracteristics (Baseline Conditions) Examination of the environmental features of the region as a whole and specific road segments, described in Chapter III, revealed that they are uniform in their overall appearance and environmental issues. All lie on the arid to semiarid plains region of Haryana. Only the northernnost segment has minor topographical relief, which is limited to the northern 2 km passing briefly through the lower Shivalik Hills before exiting onto the alluvial plain. Soil conditions range from poorly sorted gravels at the base of the Shivaliks to clays and loams on the Haryana plains which are overlain by sand dunes in the south and southwestern portions of the State. Landuse along the road segments is almost exclusively agricultural (principally wheat and other grains) or agriculture related (e.g. poultry farms, sugar cane and cotton mills). Villages are compact and scattered throughout the region, with fewer, widely scattered villages being typical of the southern drier portion of the State. Irrigation from canals and tubewells has transformed this drought prone region into one of the most productive in India. Road transport of agricultural produce, farm machinery and products is the most important use of the state highways considered under the HHUP. The region is a net exporter of wheat and sugar, Motorised traffic is dominated by bus and short and long distance inter-state transport trucks, the latter often heavily overloaded. Environmental Impacts and Analysis ofAlternatives The assessment of potential impacts, detailed in Chapter IV, determined that the principal issues were loss of roadside tree planting, potential erosion of berms and embankments, provision of adequate drainage, health and other hazards, property damage, loss of access, and waterlogging. Traffic safety and resettlement/rehabilitation were the remaining concerns identified. The latter issue is being addressed in the Resettlement and Rehabilitation Plan which is being submitted separately. No adverse impacts were identified on wildlife endangered species, air quality or noise, and cultural resources. Mitigation Plan An Enviromnental Mitigation Plan was developed (Chapter V) which details measures to be taken to alleviate identified potential impacts with respects to embankments, borrow pit excavations, quarnies and construcdon material sourcing, construction worker camps, flooding, road safety, non-motorised transport and secondary development. In addition specific guidance for environmental concerns to be taken during the design, construction and operation phases has also been provided. The main features of the mitigation plan include: Design and construction of paved shoulders to accomrnmodate slow moving and non-motorised traffic; design and construction of cross drainage structures according to actual hydrological situation to minimise potential flooding problems; stabilisation or protection of batter slopes to hinder soil erosion; close control of construction operations to minimise associated negative impacts attributable to dust, noise and 2  Haryana Highway Upgrading Project Executive Summary waste pollution, reduced road safety and labour camps; full restoration of borrow pits; increased roadside tree planting - minimum two new trees for each tree felled. Environmental Management and Monitoring Institutional strengthening arrangements, including environmental training, implementation schedule and procedures for monitoring and reporting on the work proposed, are provided under Environmental Management and Monitoring in Chapter VI. The main arrangements include . In the short term secondment of an experienced Environmental Officer (EO) from another department to the PWD Project Implementation Unit (PIU); in the longer term establishment of a special Environmental Unit within PIIT; environmental training of PWD Project Co-ordinators responsible for overseeing the PWD; environmental training of relevant consultant and contractor staff; development of environmental monitoring and reporting forms and procedures. Public Consultations Three Public Consultations meetings were held at Bhiwani, Ambala and Jind. All the meetings were well attended by target group of PAPs and concerned Government Officials. The discussion in these meetings centred on fresh tree planting in lieu of fairly large scale tree felling and proper measures to prevent floods and water-logging. The participants have generally welcomed the proposed upgrading project. - . . . . . . . . .~~~~~  Haryana Highway Upgamding Project llPolicy Framework CHAPTER I POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK. 1.0 Introduction It is the general policy of the Govermment of India (GOI) that large scale road projects obtain approval of the Ministry of Environment and Forestry (MOEF) before implementation. However, road widening and strengthening projects are exempted (revised MOEF Notification No. S. 0. 318 (E) dated 10 April 1997) provided they do not pass through ecologically sensitive areas. This condition is fulfilled by the Haryana Highway Upgrading Project (HHUP). Financial assistance for the Project may be extended by the World Bank, if Sectoral Environmental.Assessment (SEA) reports conform to the guidelines prescribed by the World Bank as well as the GOI. 1.1 Institutional and Legal Framework The legal responsibilities for planning, construction, maintenance, upgradation or abandonment of any public road in India generally rests with the PWD of the concerned state unless assigned to any other legal entity. For example, public roads inside municipal towns are in the custody of the concerned Municipal Authorities. Similarly the National Highways (NH) are in the custody of the Ministry of Surface Transport (MOST), Road Wing (RW) of the GOI. However, all functions related to decisions taken by the GOI for NH are implemented by the PWD of the concemed State Government. All other types of roads like the State Highways (SH), Major District Roads (MDR), etc. are usually in the custody of the State PWD for decision and implementation. In the State of Haryana, the PWD (B&R) hold charge of SH, MDR and other District Roads (ODR). Key domestic legislation includes: - The Water (Prevention and Control of Pollution) Act, 1974 - The Forest (Conservation) Act, 1980 - The Environmental Protection Act, 1986 - The Public Liability Insurance Act, 1991 The requirements of enviromnental clearance of new development proposals are outlined in the Handbook of Environmental Procedures and Guidelines (1994) which states that highways development projects require environmental clearance from the Central Governnent. In 1989, MOEF in conjunction with the Ministry of Surface Transport (MOST) promulgated Environmental Guidelines for Rail/Road Highway Projects which includes a summary questionnaire for the preparation of an Environmental Impact Assessment (EIA) for domestic road projects and for submission to MOEF. However, recently MOEF excluded (letter no. RW/NH- 11052/1/97-DO I dated 19.06.1997) highway projects relating to improvement works including widening and strengthening of roads with marginal land acquisition along the existing alignments from the requirement of obtaining clearances from GOI , , . . _ . . . .~~I-  Haryana Highway Upgrading Project I/Policy Frmmework provided these highways do not pass through ecologically sensitive areas, such .as National Parks, Sanctuaries, Tiger Reserves or Reserved Forests GOI standards for the discharge of pollutants to the environment, for various classes of recipient water and noise standards for vehicles are given in Appendix 3. Whilst the primary intention of standards, to date, has been for the control of industrial pollution, the samne rules apply to road construction activities. The World Bank under Operational Directive OD 4.01 Annex A (October 1991) requires the preparation of an Environmental Assessment (EA) for Bank funded projects. These require that environmental issues are fully considered throughout the project cycle and due provision is given to mitigation and monitoring. This SEA is structured in accordance with the requirements of the Banks Environmental Assessment Source Book Update, April 1993 and OD 4.01, Annex C of October 1991. 1.2 Implementation Responsibilities The National Framework including the Ministry of Environment and Forests (MOEF) has overall responsibility for administration and implementation of the Indian Govenment (GOI) policy with respect to conservation, ecologically sustainable development and pollution control. The Government concem for the environment has been promulgated through the National Conservation Strategy, National Forest Policy and the Policy for Abatement of Pollution (1992). The Mitigation measures to be adopted during and after the completion of construction would be the responsibility of the PWD of Govt. of Haryana. A detailed recommendation has been included in the Mitigation and Environmental Management Plan. 1-2  Haryana Highway Upgrading Project 2/Project Description CHAPTER II PROJECT DESCRIPTION 2.0 State Profile The State of Haryana, located in north-west India, is bordered by the States of Uttar Pradesh on the east, Punjab on the west, Himachal Pradesh on the north, Rajasthan on the south and Delhi on the south-east. It is one of the smallest states in the Union of India, covering an area of 44,212 sq. km. with a population of about 16.5 million. The road network in the State serves local traffic within the State and through traffic plying between the neighbouring states and the rest of the country. Constraints in the transport infrastructure in Haryana may have an adverse impact not only on the economy of Haryana State but also its surrounding states since it exports and imports both agricultural produce and manufactured goods to and from neighbouring areas. The road network in the State extends over a length of about 22657 km of which about 96 percent is paved. Five National Highways namely NH-1, NH-2, NH-8 NH- 21 and NH-22 traverse the State with a total length of 656 km. The National Highways No. 1 and No. 2 in the State are in the process of being widened to 4- lane dual carriageway. The State Highways (SH), which aggregate to a length of about 3200 km, are generally of intermediate lane standards with a few stretches having single lane and some others having full 2- lanes. The major district roads (MDR), totalling a length of about 1537 kIn, are predominantly of single lane standard. Some of the SH roads have inter-state route characteristics with potential of being developed as National Highways in future years. Because of the socio-economic developments taking place in the State, traffic on the roads has grown in the recent past. Upgrading and modernisation of the road system in the State has become the need of the hour for safe and economical vehicle operation and optimum utilisation of road transport vehicles. 2.1 Project Summary The GOH has identified about 1265 km of roads at various stages for upgrading feasibility study. For the purpose of SEA, these roads have been divided up into 40 identifiable segments (see Table 2.1). The location of these segments of roads is shown in Figure 2.1. A Feasibility Review/Study Report on road segments 1 through 34 and segment 40 was published in May, 1996. Segments 35 through 39 were added to the project scope later and 12 of the original segments were dropped from the project by GOH. An up-dated Feasibility Study Report covering all roads considered was published in August 1997. Assessments were made for every segment individually. This permitted combination of different road segments on the basis of contiguity while permitting the identification of specific environmental concerns of roads chosen for upgradation. As Phase L, a total of 260 km of roads split up in three contract packages were selected for initial detailed engineering design as shown in Table 2.2. Phase II of the project is expected to start around October 1997 when another 612 km of roads will be selected for final design. This is scheduled to be completed in 1998. Phase II will also include the physical implementation of the project. 2-1  Haryana Highway Upgrading Project 2/Project Description 2.2 Project Components and Setting The proposed work under the project will involve strengthening and widening of selected roads, repair of damaged pavements, improvements to drainage and drainage structures, a limited number of minor realignments and possibly construction of bypasses. Once the road improvements are identified, designed and agreed, they will be implemented by contractors working on behalf of PWD. The specifications for the work will be strictly enforced and will be closely supervised by consultants in conjunction with local PWD staff. For the majority of the road sections, the work will be confined to the existing rights-of-way (ROW) and existing horizontal aligrnments. It will primarily consist of the following: 1. Lengthening/widening/new-construction of culverts, siphons and bridges to meet actual cross drainage needs and traffic lane requirements; 2. Rehabilitation activities - where distressed pavement areas will be identified and replaced, or strengthened by a new pavement structure the design of which is based on forecast traffic needs; 3. Strengthening and Widening of pavements and shoulders - where the pavement width is less than 7 meters and shoulders less than 1.5 m, widening will be done to provide a safe and consistent width wherever feasible. This will be done on one side where necessary, to minimise disruption and loss of roadside planting; 4. Asphaltic concrete surfacing of all pavement areas to provide a smooth wearing course, with regular crossfall and lateral drainage; 5. Some realignment of small radius curves will also be undertaken which, although mostly within the ROW, may require some limited land acquisition; 6. Care will be taken to provide continued accessibility to adjacent crop lands; and 7. Provide necessary safety devices in the form of signage and speed bumps in all areas of potential hazard to road users. 2.3 Environment Issues The SEA for the project shows that the HHUP will not cause significant environmental degradation. The sites are generally highly modified, free of sensitive areas and with relatively clear ROW except in urban areas. However, a significant number of trees will have to be removed but will be compensated, by a generous replanting programn. Normal construction controls will be used to limit any environmental damage to water, air or terrestrial ecosystems. Since the majority of the work is restricted to the existing ROW the direct impact will be spatially restricted and only limited land acquisition is expected. The improvements in road services will have, however, widespread impact in allowing develbpment and improved access to a large part of the State. This is expected to lead to positive benefits from reduced congestion and improved highway safety and travel and transport condidons. Awareness of environmental issues in the road construction industry in Haryana is at a very early stage. The project will therefore include appointment of an Environmental Specialist and provision of environmental training for a variety of personnel involved 2-2  Haryana Highway Upgrading Project 2/Project Description in the construction supervision of the project. The need for long term establishment of environmental skills within PWD will be considered as part of the institutional action plan. Table 2.1: List of Road Segments Considered Segment Name of Segment Length Road Code Remarks Number (km) Number I Panchkula - Shahzadpur 20.40 SH 031 SEA done 2 Shahzadpur - Saha 15.60 SH 031 SEA done 3 Saha - Jagadhri 35.40 SH 005 SEA done 4 Yamunanagar Bypass 6.30 SH 005 SEA done 5 Yamunanagar Bypass to UP 10.80 SH 006 SEA done Border 6 Saha - Shahbad 37.40 SH 031 SEA done 7 Saha - Ambala 15.10 SH 005 SEA done 8 Ambala - Pehowa 50.00 SH 002 SEA done 9 Pehowa - Kaithal 31.60 SH 002 SEA done 10 Kaithal - Kanauri 21.70 SH 008 Dropped by GOH 1I Kaithal - Titramour 4.40 SH 011 SEA done 12 Kaithal - Kamal 62.00 SH 008 Dropped by GOH 13 Karnal - UP Border 10.80 SH 008 Dropped by GOH 14 Kamal - Assandh 36.70 SH 012 Dropped by GOH 15 Assandh - Jind 39.70 SH 012 Dropped by GOH 16 Jind - Hansi 40.60 SH 012 SEA done 17 Jind - Narwana 35.50 SH 015 SEA done 18 Narwana - Titramnour 32.00 SH 002 SEA done 19 Narwana - Uklana 23.30 SH 002 SEA done 20 Uklana - Tohana - Pb. Bdr 29.40 SH 017 SEA done 21 Uklana - Fatehabad 47.10 SH 002 Dropped by GOH 22 Uklana - Barwala 16.90 SH 017 SEA done 23 Barwala - Hisar 26.90 SH 019 SEA done 24 Barwala - Hansi 28.80 SH 017 Dropped.by-GOH 25 Hansi - Bhiwani 37.00 SH 017 SEA done 26 Bhiwani - Dadri 29.10 SH 017 SEA done 27 Dadri - Mahendragarh 30.90 SH 017 SEA done 28 Mahendmgarh - Narnaul 33.00 SH 017 SEA done 29 Narnaul - Ateli 18.30 SH 026 Dropped by GOH 30 Ateli - Rewari 37.10 SH 026 Dropped by GOH 31 Namaul - Kotputli 30.70 MDR 129 SEA done 32 Narnaul - Rajasthan Border 14.40 SH 026 Dropped by GOH 33 Sirsa - Elanabad 49.60 SH 023 Dropped by GOH 34 Rohtak - Jhajjar 33.50 SH 015 SEA done 35 Jhajjar - Rewari Up to NH-8 66.00 SH 015 SEA done 36 Panipat - Gohana - 33.00 SH 016 SEA done 37 Gohana - Rohtak 36.50 SH 016 SEA done 38 Rohtak - Bhiwani 43.60 SH 016 SEA done 39 Bhiwani - Loharu 60.50 SH 014 SEA done 40 Hisar -Bhadra 33.00 BRO Dropped by GOH Total SEA Considered 1264.60 Total of GOH excluded 399.20 Total of GOH selection 865.40 2-3  Hafyana Highway Upgrading Project 2/Project Description Figure 2.1 Location of Road Segments Considered FHANoIGAR _ - - -'; * Sl C7i Xh2~~~~~~~~~Jiadhur } E h n a S d ;,yS' h;ndlKwluti. AsanO tkl IleSend '' a C l;;~~~~~~~~~~~in ~~~~~~~~~~~~~~~~~~ Dhah Rads iat, He~~~~~~~~ Mahandr7 Sahh _ "", N^as Hir ;~~~~~~~~~~~ <; > ~~~ --. 6r National . . _ . 'f.. ---- -- 'Projec FGansaExlude 2-4~~~~~~~~-  Haryana Highway Upgrading Project 2/Project Description Table 2.2: Roads Selected for Detailed Design in Phase I Package Roads Segments Total Length (hnm) HHUP/I Jagadhri - Saha - Ambala 3 & 7 50.4 Kaithal - Narwana 11 & 18 31.8 HHUP/i Narwana - Jind 17 32:0 Jind - Hansi 16 43.3 Mahendragarh - Dadri 27 37.7 HIUPSIU Dadri - Bhiwani 26 27.5 Bhiwani - Hansi 25 37.7 Total Length (km) 260.4 The package HHUP 11 and m road segments are designed as single carriageway two- lane roads and the same applies to Segment 3, Jagadhri - Saha, of Package HHUP I, Segment 7, Ambala - Saha is designed as a dual carriageway four-lane road. A bypass in the Jhajjar area is being proposed and has been included in the feasibility study. If selected to be included in the HHUP the design will take place in Phase II and a separate EIA will be prepared. Since this will be a new construction approval of MOEF will be sought.  Haryana Highway Upgrading Project 3/Baseline Conditions CHAPTER m ENVIRONMENTAL CHARACTERISTICS (BASELINE CONDMONS) 3.0 Methodology The SEA has been prepared based on the following information and field studies. Baseline environmental surveys were carried out along each of the individual road segments. The Survey of India (SOI) topographical maps were used as sources of information. Published books and journals were'consulted as well as Census of India (1991) Handbooks for each district involved. 3.1 Regional Environment This chapter presents an overview of the environmental attributes of the entire State of Haryana. In addition it also covers environmental attributes specific to selected road segments. Appendix 1 shows a summary of all environmental attributes pertaining to each road segment. This approach has been taken because the proposed segments of roads cover most of the State, except for the westem and extreme south-eastem parts. It is importit to comprehend environmental issues in terms of their regional orientation. The primary objective of this analysis is to identify the regionally important environmental issues for the road projects. Care has been taken to differentiate, when appropriate, the road segments in terms of individual potential environmental issues in Section 3.2. 3.1.1 Climatic Conditions Haryana lies in the arid and semiarid zone of north-westem India. Temperatures range from 500 C in summer to near 00 C in winter with an average of 230 C year round. Rainfall is highly seasonal (semi-arid monsoon) with considerable (20-40%) annual variation in total amount. Total rainfall varies from under 400 mm in the south- westem portions of the State which borders the desert of Rajasthan to over 1000 mm on the piedmont fan in the north-east. Typical rainfall distribution in Haryana is shown in Figure 3.1. Most (70-80%) of the precipitation comes within the summer monsoon season (July-August). Although November is the driest month, significant rainfall also occurs in the winter (December and January) . Rainfall below 600 mm significantly inhibits crop growth (Singh and Dhillon 1995) and since most of the state is drought prone, most farmers rely on irrigation for adequate crop production. Without irrigation, rainfall amnounts are usually inadequate to grow wheat or rice on the plains. High evaporation throughout Haryana increases the need for irrigation and creates conditions which lead to accumulation of salts (Thur and Kallar) in many areas (Figure 3.2.) 3-i  Haryana Highway Upgrading Project 3/Baseline Conditions Figure 3.1: Annual Rainfall Distribution in Haryana Chandigarh j .1 300adhr 1000 - 400-'~~~~~~~~0 3-2  Haryana Highway Upgrading Project 3/Baseline Conditions Figure 3.2 Salt Affected Soils in Haryana Chandigarh g Abla X SolinebAlholinc~~~~~~~~~~~~ji ShalbbadI S Soline Soils Toh j r-F Si~~~~~~~~~~~~~~i 2 Little offected SQ"5 ~ ~ Kitha C. Hisa Legend I Jj1Saline-Alkaline Soils Saline Soils Potenticlly Saline Soils v WLittle affected Soil. 3-3  Haryana Highway Upgrading Project 3/Baseline Conditions 3.1.2 Plhysical Conditions 3.1.2.1 Relief Haryana State lies on the Yamuna-Ghaggar planm extending south-west from the Shivalik Hills at the base of the Himalayas to the remnants of the Aravali Hills near Narnaul. Principal landforms in Haryana are shown in Figure 3.3 The plain slopes very gradually to the south-west, rising gradually again in the vicinity of the Aravali Hills. Most of the plain areas fall between 200m, in the south, to 365 m above medium sea level (MSL) at the base of.the Shivalik Hills. Outwash fans and old river channels in the vicinity of the Shivalik Hills give.slight relief to the plains near the foot hills which otherwise are defined as slightly undulating (Singh 1995). Khadar, or flood plain areas are present along the Yamuna River and the Ghaggar River beds. These areas are flooded annually during the monsoon season. A nearly flat alluvial plain covers large areas of the central portion of the State. Slight elevational relief is provided by former beds of ancient streams and recently constructed irrigation canals. This plain rises slightly in the south as alluvium gives way to sand dunes. A review of relative roughness (Figure 3.3) indicates that topography poses few constraints to road construction activities over most of the State. The Himalayan foothills terminate abruptly on the plain along the northem border of the State. Scattered along the southem border, the Aravali Hills are intensively eroded remnants of four ancient isolated hill ranges. Rock outcroppings from Namaul to Delhi are the remains of these ranges. Sand dunes are present in the extreme south and south-west which make this area difficult to irrigate. Heavy over-grazing by livestock occurs on the dunes particularly during drought years when an influx of herds from even drier regions to the south-west occurs. Consequently these dunes are often unstable and easily wind borne. 3.1.2.2. Soils and Minerals Basic soil associations in Haryana are shown in Figure 3.4. Alluvial soils of the piedmont outwash plains of northern Haryana are highly variable, ranging from predominantly stones and gravel to sandy or clayey. Arear with high clay content are often utilised in the manufacture of bricks and building blocks. The alignment from Panchkula to Shahabad, traverses such a region. Further away from the Shivalik Hills, the soils are sandy loams and clay, formed of river alluvium, and tend to be deficient in nitrogen, phosphorus and potash. Khadar areas, which are annually renewed by flood sediments, are more nutrient rich and require less intensive fertilisation. Throughout the region, saline.deposits and calcium carbonate layers cause localised farming problems (see Figure 3.2). These areas of salt deposition, termed Kallar or Thur, are caused by the surface evaporation of ground water which leaves behind salt incrustations. Sandy arid soils, often windborne, predominate in south and south- western regions of the State. Shifting sand dunes are prevalent in this region of the State (Figure 3.5). This and topography make irrigation difficult in parts of south and western Haryana. These soils are generally lacking in potassium, as well as nitrogen and phosphorus. 3-4  Haryana Highway Upgrading Project 3/Baseline Conditions Figure 3.3: Principal Landform Areas of Haryana Ch'and-igarh 70 m _~~~~~~~~~~~~~~~~a . 2 230 LowmFUlls (400-6001nJS,.30 ffi~ ~ ~ ~~~~~~R Th Pidmn Pllk30pO} X ~ i| ,| DELHI Legend Terrain Tvp.e , The Sand-Dunes JMann r .. The AnHig Swamp (O nder Z00 mm The Rock; Hills (300-600ml * (Blet.Ndill i3KhaddarI Th_ nuaig ad il s The Flood Plain'*  Haryana Highway Upgrading Project 3/Baseline Conditions Figure 3.4 Basic Soil Associations of Haryansa , Chandig hb .2TKhanal Legend DE.. Category Nomenclature I JSandy and Loomy Sand (Sogn Lhr __ J The Relalively Sandy Loam - a Z The Sandy Soft Loom (Rohi) *Mahendragr l - C'oarse Loom (Daher and Chocknote I-).. Al Light Loom (Seoll) Loom (Bhangar and Nardok) II K Silly Loom (Khaddor) f~Clayey silt (Bel) fA, L. Silly ClOy (Naili and Chhochnre . Ookor) GBI Siwoliks (Pehaer Yl Piedmonl (Gher and Kandi) Rocky Surfoces 3.6  Haryana Highway Upgrading Project 3/Baseline Conditions Figure 3.5 Sand Dunes Distribution in Haryana Chandigar 7( \\e~~~~~~~~~~ r Ka~~~~~~mbala f . .' cl-i,~ ~ ~ ~ ~~~~k Tahana % a | 3 ~alnia Mahendragar ; L ^ ' a , , Legend', *} "Nu t Concentrotion Index. | Dune-Oloundrory Line Cuttings e; I.i EAbove 4 (Very High) I''1 , 1 @ 3 - 4 (High) ' - :@ I - 2 (Low) ==a Under I (Very Low) 3-7  Haryana Highway Upgtmding Project 3/Baseline Conditions Mineral resources of the plains region are limited (Gupta 1990). Small deposits of iron ore are present in the Aravali tract near Narnaul. Limestone which occurs near Ambala and Surajpur, and kankar at Bhiwani and Rohtak is the basis for local cement manufacturing operations. Slate is mined from outcroppings near Rewari. Clay is widely used throughout the State in the production of bricks, except for sand dune dominated areas. In the Gurgoan district some clay of superior quality is used in the production of china. 3.1.2.3 Water Resources The Yamuna River which forms part of Haryana's eastem boundary is the only perennial river in the region. The Ghaggar river has disappearing flows unless swollen by the monsoon. From November to June the riverbed is planted in Hisar and Sirsa districts. The Markanda, Saraswati, Tangri, Chautang, and Rakshi Rivers, which originate as drainage flowing south-west from the Shivalik Hills and the Kasauli, Indori, Krishmavati, Landoha, Badshapur Nallah and Sahibi River which flow north from the Mewat Hills before disappearing from the plains are all intermittent flowing streams. During the monsoon season, however, substantial portions of the region are subject to flooding (see Figure 3.6). The most serious flood in recent years occurred in 1995 when 25 lac acres were flooded affecting nearly 20 lac people and destroying crops on 18 lac acres. Over 7400 km of roads were damaged and 288 roads had traffic disrupted. Areas most affected were in Rohtak, Jind, Hisar, Bhiwani, Kaithal, and Sonepat Districts (Singh 1996). Because of the generally flat terain and often impervious clay layers in the subsoil, drainage is easily impeded by roadways and irrigation canal embankments and floods are slow to recede. Because rainfall is both highly seasonal and highly unpredictable, irrigation is extensively used, both from wells and from canals which originate near the Shivalik Hills. The Yamuna River is the principal water source for canal irrigation in the region. Over 14 lakh acres of the State are drought prone (Haryana 1976). A complex series of wells, canals and stream diversions, and lift irrigation works, (i. e. pumping stations) have been constructed to alleviate this problem. Over 26.6 lac hectares were under irrigation in 1993-94 (Singh 1996), much of it from tubewells. Only 41 percent of the region has dependable fresh groundwater. The groundwater table declined in average by over 4.8 meters between 1974 and 1994 (Singh 1996). The current flourishing agricultural productivity of the entire region is highly dependent on the continued integrity of the existing irrigation complex. Although efforts were made to establish a "Green Belt" in the south and south-west to stop the advance of desert sands (Chib 1977) the topography, intense overgrazing, and sandy conditions have limited the success of this effort. 3-8  Harvana Highway Upgrading Project 3/Baseline Conditions Figure 3.6: Flood Affected Areas in Haryana - 1995 Chandigarh .~~~~~~~~~r X44. nipaat