India - Grand Trunk Road Project - environmental assessment (Vol. 15 of 18) : Executive summary

NATIONAL HIGHWAYS AUTHORITY OF INDIA Northem Tnak Route in Ancieft bidM (RaiRn M,4ur)mn) Grand Trunk Road Improvement Project Executive Summary ~ '~ NoXmTrunk Rout," E432 -+s in Me~iaeat Inda Volume 15 -i _. - t A - ~ ~ ~ ~ ~ M ortnwn flunk Road -:* v FP iSO Gef (G-T Road) I a X 9~~~~ ~~~~~~~ f-ATL Prap*ssF TInLE R U: COPY (207 A D) .-~~~~~~~~~~~~~~~~~~~~jW* Feruir A  Executive Summary: Environmental & Social Assessments and Management Plans TABLE OF CONTENTS ABBREVIATIONS 1 INTRODUCTION 2 1.1 THE GRAND TRUNK ROAD IMPROVEMENT PROJECT 2 1.1.1 THE EXISTING SCENARIO 3 * RIGHT OF WAY 3 * DENSITY OF ROADSIDE DEVELOPMENT 4 * TRAFFIC 4 * ROAD INVENTORY AND PAVEMENT 4 1.1.2 IMPROVEMENT PROPOSALS 4 1.1.3 SOCIAL & ENVIRONMENTAL BENEFITS FROM THE PROJECT 5 * MACRO-ECONOMIC BENEFITS 6 * ACCIDENT REDUCTION BENEFITS 6 * LOCAL FACILMES 7 * EMPLOYMENT GENERATION 7 * IMPROVED ACCESS TO AMENMES 7 * ENVIRONMENTAL BENEFITS 7 1.2 THE STUDIES AND THE METHODS 8 1.2.1 ENVIRONMENTAL IMPACT ASSESSMENT 9 * EIA METHODS 9 * REVIEW OF EIA AND THE EMP 9 * CONSOLIDATED EIA AND EMP 10 1.2.2 REHABILITATION AND RESETTLEMENT ACTION PLAN 10 * SIA 10 * RESETTLEMENT AND REHABILITATION ACTION PLAN 10 * CONSOLIDATED RAP 11 1.3 INSTITUTIONAL AND LEGAL SETTING 11 * LEGAL FRAMEWORK 11 2. ENVIRONMENTAL & SOCIAL BASELINE OF THE PROJECT 13 2.1 NATURAL AND BIOPHYSICAL ENVIRONMENT 13 2 1.1 METEOROLOGICAL CONDITION 13 2 1.2 AIR 13 * AMBIENT AIR QUALITY 13 * AMBIENT AIR QUALITY IN THE TAJ TRAPEZIUM ZONE 13 2 1. 3 WATER 14 * SURFACE WATER 14 * GROUND WATER 14 * WATER QUALITY 14 2.1.4 LAND 14 * GEOLOGY AND SEISMICITY 14 * SOILS 15 * SOIL QUALITY 15 * QUARRIES AND CRUSHERS 15 * BORROW PITS 15 * BORROWING AND CRUSHERS IN THE WILDLIFE SANCTUARY AREA 15 * AVAILABILITY OF FLY ASH 16 2.1.5 NOISE 15 Lea Associates Grand Trunk Road Improvement Project z=  Executive Summary: Environmental & Social Assessments and Management Plans * NOISE IN THE GAUTAM BUDDHA WILDLIFE SANCTUARY 16 2.1.6 FLORA 16 * ROADSIDE POLLUTION 16 * AGRA RESERVED FOREST 16 * KAIMUR HILLS RESERVED FOREST 16 * GAUTAM BUDDHA WILDLIFE SANCTUARY 17 2.1.7 FAUNA 17 * GAUTAM BUDDHA WILDLIFE SANCTUARY 17 2.2 SOCIO-ECONOMIC ENVIRONMENT 17 2.2.1 THE PROJECT AREA 18 * DEMOGRAPHIC PROFILE 18 * SOCIAL PROFILE 18 * ECONOMIC PROFILE 18 2.2.2 PROFILE OF THE AFFECTED PEOPLE 18 * DISTRIBUTION OF AFFECTED FAMILIES - AGRICULTURE 19 * DISTRIBUTION OF AFFECTED FAMILIES - RESIDENTIAL 19 * DISTRIBUIMON OF AFFECTED FAMILIES - COMMERCIAL 19 * DISTRIBUTION OF AFFECTED FAMILIES - RESIDENTIAL-CUM-COMMERCIAL 19 * DISPLACEMENT 20 2.2.3 THE CULTURAL SETTING 20 * ARCHAEOLOGICAL MONUMENTS AND SITES 20 * THE TAM TRAPEZIUM ZONE 20 * SHRINES AND OTHER SACRED STRUCTlURES 20 2 2 4 HIGHWAY AMENITIES AND PUBLICISEMI-PUBLIC FACILITIES 20 3. COMMUNITY CONSULTATION 21 3.1 ISSUES RAISED AND ADDRESSAL OF THE ISSUES 21 * RESETTLEMENT 21 * SAFETY ISSUES 21 * CULTURAL ASSETS 22 * BYPASSES 22 * AIR POLLUTION AND NOISE * 23 * FLORA 23 * ROADSIDE DRAINAGE 23 * ROADSIDE AMENMES 23 3.2 PLAN FOR CONTINUED PARTICIPATION 23 4. ANALYSIS OF ALTERNATIVES 24 4.1 PROGRAMMATIC ALTERNATIVES 25 4 1 1 DELHI-KOLKATA HIGHWAY IMPROVEMENT PRIORITIES AND OPTIONS 24 * GTRIP CORRIDOR ALIGNMENT 26 4.2 ALTERNATIVES CONSIDERED IN THE PROJECT 27 4.2.1 'WITH' & 'WITHOUT' PROJECT ALTERNATIVES 27 4 2 2 ALIGNMENT ALTERNATIVES WITHIN THE EXISTING ROW 28 4 2 3 BYPASSES 29 4 2 4 ROAD CONFIGURATION ALTERNATIVES 29 4.2.5 OTHER ENGINEERING ALTERNATIVES 30 5. IMPACTS, AVOIDANCE, MITIGATION & ENHANCEMENT 30 5.1 STANDARD AVOIDANCE 30 Lea Associates Grand Trunk Road Improvement Project  Executive Summary: Environmental & Social Assessments and Management Plans 5.1.1 THE CORRIDOR OF IMPACT 30 5.2 NATURAL AND BIO PHYSICAL ENVIRONMENT 31 5.2.1 METEOROLOGICAL CLIMATE 31 5.2.2 AIR 32 . IMPACTS 32 * MMGATION AND MANAGEMENT 32 5.2.3 WATER 33 * IMPACTS 33 * MITIGATION, CONSERVATION AND PROTECTION 34 5.2.4 LAND 35 * IMPACTS 35 * CONSERVATION AND MIMGATION 36 * USE OF FLY ASH 37 5.2.5 NOISE 37 * IMPACTS . 37 * MMGATION AND MANAGEMENT 37 5.2.6 FLORA 38 * IMPACTS 38 * CONSERVATION, PROTECTION AND MITIGATION 38 5.2.7 FAUNA 39 * IMPACTS 39 - MMGATION AND MANAGEMENT IN THE WILDLIFE SANCTUARY 39 5.3 SOCIAL ENVIRONMENT 40 - COMMUNITY RESOURCES 40 * OVERALL DISPLACEMENT 40 * ESTIMATES OF LAND REQUIRED FOR THE PROJECT. 41 - IMPACT ON PEOPLE DUE TO LAND ACQUISMON 41 * VULNERABLE GROUPS 41 * LOSS OF LIVELIHOOD 41 * SQUATTERS AND ENCROACHERS 41 5.3.1 AVOIDANCE/MITIGATION OF GENERAL SOCIAL IMPACTS 42 5 3 2 MINIMISING RESETTLEMENT 42 5.3.3 RESETTLEMENT AND REHABILITATION SUPPORTS 43 * REPLACEMENT COST 43 - ADDMONAL SUPPORT FOR THE DISPLACED FAMIUES 43 * ADDMONAL SUPPORT FOR TITLEHOLDER DISPLACED FAMILIES 44 * SUPPORT FOR NON-TITLEHOLDER DISPLACED FAMILIES 44 * ADDMONAL SUPPORT TO THE VULNERABLE (& INDEGENOUS) DISPLACED FAMILIES 44 * HOST COMMUNITY 45 5.3.4 INCOME RESTORATION OF AFFECTED/DISPLACED PERSONS/FAMILIES 45 * FREE ASSETS TO THE VULNERABLE GROUP DISPLACED FAMILIES 45 * OTHER INCOME RESTORATION MEASURES 45 5.4 CULTURAL PROPERTIES 46 * THE TA) TRAPEZIUM 46 * SHRINES AND OTHER SACRED STRUCTURES 46 * STANDARD AVOIDANCE AND MMGATION MEASURES 46 * ENHANCEMENT MEASURES 47 6. ENVIRONMENTAL MANAGEMENT & RESETTLEMENT ACTION PLANS 47 6.1 ENVIRONMENTAL MANAGEMENT PLAN 47 6.1. IMPLEMENTATION CAPACITY 47 * INSTrTUTIONAL ARRANGEMENTS 47 jj ~~~C7LD Lea Associates Grand Trunk Road Improvement Project 2GO  Executive Summary: Environmental e SocialAssessments and Management Plans T TRAINING 48 6.1.2 MONITORING AND REPORTING 48 PERFORMANCE INDICATORS 49 MONITORING PLANS 50 * REPORTING SYSTEM 50 6.1.3 BUDGET FOR THE ENVIRONMENTAL COMPONENTS 50 6.2 RESETTLEMENT ACTION PLAN 51 6.2.1 SUPPORT PRINCIPLES FOR DIFFERENT CATEGORIES OF IMPACTS 51 6.2.2 TARGETED SUPPORT TO VULNERABLE GROUPS 51 6.2.3 IMPLEMENTATION REQUIREMENTS 52 CUT-OFF DATE 52 CO-ORDINATION BETWEEN CIVIL WORKS AND RESETILEMENT 52 * FUND FLOW 53 6.2.3 IMPLEMENTATION ARRANGEMENTS 53 * CO-ORDINATION WrTH LINE AGENCIES 53 6.2.4 TRAINING AND AWARENESS 54 6.2.5 R&R COSTS AND BUDGET 54 6.2.6 MONITORING AND EVALUATION 55 INTERNAL MONFIORING 55 EXTERNAL MONITORING 55 Lea Associates Grand Trunk Road Improvement Project 2J0  Executive Summary: Enuronmental S Social Assessments and Management Plans LIST OF TABLES, FIGURES AND ANNEXURES TABLE 1: CONTRACT PACKAGES G.T.R.I.P. 3 TABLE 2: THE LEGAL FRAMEWORK - NATURAL ENVIRONMENT 11 TABLE 3: THE LEGAL FRAMEWORK - SOCIAL AND CULTURAL ENVIRONMENT 12 TABLE 4: ANALYSIS OF AVAILABLE ALTERNATIVE9 FOR DELHI-KOLKATA CORRIDOR 26 TABLE 5: "WITH AND WITHOUT" PROJECT SCENARIOS 27 TABLE 6: FINAL HIGHWAY ALIGNMENT 28 TABLE 7: MINIMISING NEGATIVE SOCIAL IMPACTS IN G.T.R.I.P. 31 TABLE 8: DISPLACEMENT AND OTHER IMPACTS OF G.T.R.I.P. 40 TABLE 9: ENTITLEMENT FRAMEWORK FOR G.T.R.I.P. 43 TABLE 10: SHRINES AND SACRED STRUCTURES AFFECTED BY THE PROJECT 46 TABLE 11: TRAINING PROGRAMME IN THE G.T.R.I.P. 49 TABLE 12: ENVIRONMENTAL BUDGET IN THE PROJECT (IN '000 INR) 50 TABLE 13: R&R TRAINING IN G.T.R.I.P. 54 TABLE 14: SUMMARY R&R BUDGET FOR G.T.R.I.P. 55 TABLE 15: ACTION PLAN FOR LAND ACQUISITION IN G.T.R.I.P. 57 TABLE 16: INCOME RESTORATION PLAN IN G.T.R.I.P. 58 TABLE 17: TRAINING PLAN FOR INCOME RESTORATION OF THE P.A.P. 60 FIGURE 1: THE IMPLEMENTATION STRUCTURE 48 ANNEX 1: ENVIRONMENTAL MANAGEMENT PLAN FOR GTRIP 60 ANNEX 2: THE ENTITLEMENT MATRIX IN GTRIP 74 Lea Assocites Grand Trunk Road Improvement Project  Executive Summary: Enwronmental & Socfal Assessments and Management Plans ABBREVIATIONS AAQ Ambient Air Quality ASI Archaeological Survey of India BPL Below Poverty Line (families) CBR California Bearing Ratio Col Corridor of Impact CRRO Contract Rehabilitation and Resettlement Officer (a Manager in each PIU to implement the respective RAP) DLC District Level Committee EIA Environmental Impact Assessment EMP Environmental Management Plan ESMU Environmental and Social Management Unit (at Corporate NHAI) Gol The Government of India GQ The Golden Quadrilateral (Highways connecting the four largest metropolis, Delhi, Kolkata, Mumbai and Chennai, total length about 6,500km) GRC Grievance Redressal Cell GTRIP The Grand Trunk Road Improvement Project MoST The Ministry of Surface Transport, Government of India MoRTH The Ministry of Road Transport and Highways, Government of India (was part of MoST earlier) NH-2 National Highway number 2 (the highway between Delhi and Kolkata) NHAI National Highways Authority of India NHDP The National Highways Development Programme (consists of the GQ and the North-South East-West Highways Projects, for capacity augmentation of about 14,000km of existing highways) OD Operational Directives (of the World Bank) OP/BP/GP Operational Policies/ Bank Procedures / Good Practices (of the World Bank) PAF Project Affected Family PAP Project Affected Person PDF Project Displaced Family PDP Project Displaced Person PIU Project Implementation Unit (of NHAI for implementation of GTRIP) PCU Passenger Car Unit RAP Resettlement Action Plan R&R Resettlement and Rehabilitation SC Scheduled Caste (families) SIA Social Impact Assessment ST Scheduled Tribe (families) TNHP The Third National Highway Project TTZ The Taj Trapezium Zone WB The World Bank WHH Woman-headed Families E-1 Lea Associates Grand Trunk Road Improvement Project  Executive Summary: Environmental & SocialAssessments and Management Plans INTRODUCTION The NH-2 connecting Delhi with Kolkata is one of the most important high-density corridors in the country. The 1400km long NH-2 falls in the Upper Ganga Plain in northern India and traverses through the states of Delhi, Uttar Pradesh, Bihar, Jharkhand and West Bengal. The existing highway is a two-lane carriageway with traffic bottlenecks, various highway deficiencies as well as lack of proper facilities. The existing traffic volume on the NH-2 varies between 12,000 to 25,000 PCUs, and is likely to grow up to as high as 130,000 PCUs by 201 5AD, with about 40,000 PCUs on almost all section of the highway by 2005AD. To cater to such increased high volume of traffic, there is an urgent need for capacity augmentation of the highway (capacity of the existing 2-lane highway is between 20,000 to 25,000 PCUs). Capacity augmentation of the NH-2 is proposed under the GQ Project under the NHDP. As part of the Delhi-Kolkata section of the Golden Quadrilateral, the Delhi-Agra section (210km) at the west end, and Barwa Adda - Kolkata section (278km) at the east end of the NH-2 have already been 4-laned with assistance from the ADB. For the remaining stretch between Agra and Barwa Adda, the following projects are proposed: * The Third National Highway Project (TNHP) involving 4-laning of 8 contract packages between Agra and Barwa Adda, with WB financing (477km, under implementation); * The Grand Trunk Road Improvement Project (GTRIP) involving 4-laning of 7 contract packages between Agra and Barwa Adda (including 6-laning of the first 21km section of Package I-A) (422.8km, with proposed WB funding); * Etawah Bypass 4-laning project (13.6km, to be implemented with NHAI funding); and * Allahabad Bypass 4-laning project (87km, to be taken up for implementation by late 2001AD or early 2002AD). 1,.1 THE GRAND TRUNK ROAD IMPROVEMENT PROJECT For project preparation, the Agra-Barwa Adda section of the NH-2 was divided into 5 consultancy packages (consultancy packages I through V), which were again divided into 16 contract packages. Depending on the project preparedness, status of land acquisition and utility relocation, 8 contract packages' were selected for implementation under the TNHP. Of the remaining 8 packages, 72 are now proposed under the GTRIP (see Table 1). The packages included in the GTRIP are spread over the 3 states of Uttar Pradesh (UP), Bihar and Jharkhand, traversing through 13 districts, 4 cities, 19 towns and 253 villages (see Map 1). During the project preparation, the primary consultants3 have prepared the Feasibility Study Report, the Preliminary Project Report, the Detailed Project Report, the EIA, the EMP, the 1 Packages Il-A, 1l-C, Ill-A, III-C, IV-B, IV-D, V-A, and V-C. 2 The last of the 16 packages (package IlI-B: Allahabad Bypass) is under preparation, and will be taken up shortly. The primary consultants responsible for preparing the Feasibility Study, the Oetailed Project Report, the Environmental Assessment, and the Social Impact Assessment and the RAP were consortia led by Louis Berger Inc. of USA (Consultancy Package 1), Sverdrup Civil Inc. of USA (Consultancy Package 11), SNC Lavlin International Inc. of Canada (Consultancy Package 111), COWI Consulting Engineers and Planners AS of Denmark (Consultancy Package IV), and DORSCH Consult mbH of Germany (Consultancy Package V). E-2 Lea Associates Grand Trunk Road Improvement Project K2=L7  Executive Summary: Environmental & Social Assessments and Management Plans Social Impact Assessment Report and the RAP for individual consultancy packages4. The EIA and EMP reports were reviewed and the EIA, the EMP and the RAP reports were consolidated later by Lea Associated South Asia Pvt. Ltd. Table 1: Contract Packages GTRIP Package Description From (chainage) To (chainage) Length Jkm)_ I - A Agra- Shikohabad 199.660 250500 50.840 I -B Shikohabad - Etawah Bypass (start) 250.500 307.500 59.020 I - C Etawah bypass (end)- Bhognipur 321.100 393.000 72 825 11 - B Bhaunti - Fatehpur Border 470.000 38.000 51.330 IV -A Raja Talab - Mohania 317.000 65.000 76.100 IV -C Sasaram bypass 110.000 140.000 31.100 V- B Raniganj - Barakatha 240.000 320.000 81,570 Total GTRIP 422.780 The Allahabad Bypass project is currently under preparation with WB assistance, and will be taken for implementation shortly. Similarly, the 13.6km long Etawah Bypass is under preparation, and will be implemented from NHAI's own funds. The NHAI has committed that the planning, design and implementation of the Allahabad and Etawah Bypasses will fulfil all WB safeguard requirements. Implementation of the TNHP started in early 2001AD; implementation of the GTRIP is expected to commence by late 2001, and of Allahabad and Etawah Bypasses between late 2001AD and mid-2002AD. Given that the completion targets for all of these would be between 2003-04AD, there will no substantial time lag in operationalisation of the various sections of the highway between Agra and Barwa Adda5. 1.1.1 THE EXISTING SCENARIO NH-2 is part of the Grand Trunk (GT) road, which has a long history since about 500BC, when it was part of the ancient northern trunk route. In the sixteenth century AD, the road was rebuilt by Sher Shah Suri complete with roadside amenities and facilities, traces of which still exist. The British rebuilt this highway between Lahore and Kolkata during the eighteenth and the nineteenth century, mostly along the original alignment. Aligned with this highway are all the metropolis of the northern India: Amritsar, Jallandhar, Delhi, Agra, Kanpur, Allhabad, Varanasi, and Kolkata. NH-2 falls in the fertile lndo-Gangetic plains, which accounts for 30% of the agricultural produce and supports 25% of the population of India. The highway has been the conduit of development for the past 400 years. A population of about 40 million, 7 of the 28 metropolitan cities, and 10% of all urban population in India is contained within 10km either side of the highway. There are corresponding intense commercial and industrial activities along the highway. Right of Way The existing RoW is limited (varies between 20m to 65m). About 25% of the GTRIP stretches have RoWs below 40m, which are not adequate to accommodate the proposed widening. 4 However, the EMPs and the RAPs were prepared for each of the contact packages. Even in case of a (potential) time lag between the completion of TNHP and the GTRIP on one hand, and the Allahabad and Etawah Bypasses on the other, traffic during this time lag will be adequately serviced by the existing 2-lane road through Etawah, and the existing 4-lane road through Allahabad. E-3 Lea Associates Grand Trunk Road Improvement Project '2KZ2C7 "z'K-47  Executive Summary: Environmental & Social Assessments and Management Plans About 50% of the GTRIP stretches have RoW between 40 and 45m, which is barely adequate for the widening, but is inadequate for any required geometric improvements. In many other cases, when the RoW is more than 45m, there is a need to correct the existing geometry of the road, and these realignments will require additional width of the RoW. Only in about 2% of the length, the RoW is more than 60m (which is considered adequate for a 4-lane highway). Density of Roadside Development As the highway passes through fertile agricultural beits and the most populated part of the country (population density in excess of 1000 personslkm2 in many stretches), almost all of the roadside land is under private ownership. As a consequence, most of the land to be acquired is privately owned. The road passes through 4 cities, 19 towns, and 253 village settlements, and therefore, for considerable length there exists on either sides of the road dense built-up development. The project would impact a number of people squatting within the public RoW also, some of whom will even be displaced. * Traffic The annual average daily traffic (during 1998) along GTRIP stretches ranges between 13,800 to 32,750 PCUs. The highest traffic (32,750 PCUs) is between Agra and Tundla in Package I-A, and the lowest is in Package V-B. Other than these packages, the traffic vanes between 17,000 to 25,000 PCUs. Share of goods traffic varied between about 40% (Package Il-B) and 85% (Package IV-C). The traffic volume on most of the sections is projected to grow up to 40,000 PCUs between 2005-2010AD and in some sections (Packages I-A and Il-B) would be as high as 1,25,000 PCUs by 201 SAD. * Road Inventorv and Pavement The bituminous carriageway on the existing highway is generally 7m wide with completely absent or narrow paved shoulder (width varying from 0.5 to 1.5m). Earthen shoulders are sometimes as wide as 2.5m but of limited use due to high edge-drops. Typical embankment height varies from 1.5m to 2.5m. At a few urban locations, the carriageway is 4-lane with narrow medians. However, the extra 2 lanes are mostly taken over by on-street parking. The riding quality of the existing highway is poor, with pavement roughness values between 2250 IRI and 12,000 IRI (in Package V-B) There is no access control, and on an average, each package has about 100 minor and 2 to 5 major intersections spread all over the stretch. Additionally, the GTRIP stretches negotiate five railway crossings and five rail-over-bridges (ROBs). Further, there exist a total of 8 major bridges and 23 minor bridges, which either need replacement, duplication or major repairs. 1.1.2 IMPROVEMENT PROPOSALS The objective of the project is to widen to 4 lanes (or 6 lanes in the first 21km section of Package I-A), the existing highway to meet the traffic needs for the next 20-30 years5. It entailed detailed analysis of the present and future traffic, pavement and soil conditions, construction materials, cross-drainage structures, economic justifications, and environmentaVsocial features. As a guiding principle, the project avoided land acquisition, displacement of people and properties, and loss of roadside trees, as much as possible, and The design life for the rigid (cement concrete) pavement is 30 years, while for the flexible (bituminous) pavement the design life is 20 years, E-4  Executve Summary: Environmental & Social Assessments and Management Pfans several variations in the configuration of the proposed development resulted from such considerations. The proposed improvements include widening to 4-lane carriageways by addition of a new 2- lane 7m wide carriageway for the entire GTRIP stretch, except in the first 21km section of Package l-A (where the improvement would consist of reconstruction as a 6-lane carriageway). There would be (raised) median divider for the entire stretch, generally of a width of 5m, but of lesser width (as low as 1 .5m) in places where space is not available. There would also be 1 .5m wide paved shoulders, and 1 m earthen shoulders on either side of the highway. The new caniageways will have cement concrete rigid pavement, except for Package V-B, where the pavement would be bituminous. The existing 2-lane carriageway will be strengthened by overlaysl rehabilitation/ reconstruction (including at places, replacing the existing bituminous pavement by cement concrete pavement). The existing cross-drainage structures (major/minor bridges and culverts) on the highway will be repaired/ rehabilitated, including widening to standard width, if required. Existing cross- drainage structures would be duplicated for the new 2-lane carriageway, except that when the existing cross-drainage structures are already wide enough {such as in the case of the major bridge over Ganga on the existing Varanasi Bypass (which is already a 4lane bridge), in Package IV-A}. Additionally, new cross-drainage structures (mostly culverts) will be provided in areas of waterlogging, and whenever the existing ones are inadequate. Keeping in view the safety requirements, geometric improvements will be made to the horizontal and vertical profile of the highway, by straightening of sub-standard curves (minor realignments), and by providing proper transition and banking. To avoid the areas of congestion, and where adequate land is not available without displacing a large number of residential/commercial structures, bypasses will be provided. To minimise adverse impacts on various settlements and to minimise land/property acquisition, short bypasses and realignments have been proposed. In all, 14 short bypasses have been proposed, apart from the 20km long bypass at Sasaram (Package IV-C)7. A number of measures were incorporated in the design to segregate the slow and the fast moving traffic (so as to reduce the possibility of accidents). These include semi-elevated highway at Firozabad (Package I-A), elevated highway in Package Il-B, service roads (5.5m or 7.5m wide on either side of the highway) in the built-up stretches, etc. Wherever the elevated highway sections are proposed, adequate number of vehicle/pedestrian/animal underpasses have been provided. Roadside drains will be provided for the entire stretch, including covered drains in the buiKt-up areas. The project incorporates elaborate schemes for illumination, signage, and safety elements such as crash barriers and guide rails. A few ROBs and flyovers are also proposed. Adequate roadside facilities like truck-parking bays, rest areas, bus bays and bus shelters have been proposed. In the built-up areas, adequate provision has been made for pedestrian and slow moving traffic. An elaborate landscape plan (for roadside plantation and median plantation) has been prepared. Also about 100 different sites along the project corridor will be environmentally enhanced by the project. The total length of the bypasses is 76.02km, which is 18% of the total length of stretches under GTRIP. E-5 rmr~  Executive Summary: Environmental & Social Assessments and Management Plans 1.1.3 SOCIAL & ENVIRONMENTAL BENEFITS FROM THE PROJECT The GTRIP is expected to bring forward major positive impacts (while potentially causing some negative social/environmental impacts those are proposed to be mitigated fully) for the road- users and communities along the whole stretch of the project corridor. * Macro-Economic Benefits The project is seen as a major generator of economic momentum, and will benefit the economically backward states of UP, Bihar and Jharkhand in a significant way. The project is expected to remove the industrial development bottlenecks, bring the cost of transportation down, and thereby benefit all sections of the society. The project will further open up the vast hinterlands of UP, Bihar and Jharkhand to the eastern gateway ports of Kolkata and Haldia. (About 40% of the exports from this hinterland are now through the more distant western ports, in absence of an adequate road system). The investment in rigid pavement is expected to boost the cement industry, and further trickle down to the other sectors of economy. Only the direct benefits of the project have been calculated during the feasibility study. The direct benefits accrue due to the reduction in the vehicle operating cost (VOC) and the savings in the value of time (VOT) of the road-users. Present value of the said direct benefits is estimated at US$2170 million. The present value of the investments in the project is estimated at US$550 million, Given this investment and the direct benefits, the net benefit of the project is estimated at US$1620 million, at an economic internal rate of return of about 30%. If the indirect benefits (i.e., the benefits accruing due to growth of industrialisation, improvement of accessibility, particularly to the social and health infrastructure, etc.) were also measured, the net benefit of the project would be much higher. Accident Reduction Benefits The foremost benefit for the local communities would be the increased level of road safety. The existing highway stretches under GTRIP are known to have high rates of accidents. Most of the accidents now involve single vehicles, and the fatality among the pedestrians and the slow- moving traffic is significantly higher. Majority of the accidents happen in the built-up stretches on the highway that has no median-division, no space for local traffic and on-street parking, no pedestrian facility. Due to the project, medians will segregate vehicles moving in the opposite directions, segregation of slow and fast moving traffic will occur by means of service roads in the built-up areas. Geometric deficiencies will be improved. Pedestrian facilities, organised bus- bays. footpaths, guardrails, crash barriers and proper signage will be provided. Parking lay- byes, and ROBs will be provided. All these will reduce the propensity of accidents involving pedestrians and slow-moving traffic8. (Additionally a road safety audit will be conducted, and the recommendations from such audit will be incorporated in the project before construction beg iris.) Even a very conservative estimate of the accident reduction benefits of GTRIP works out to be substantial. Twenty-nine lives will be saved every year, along with prevention of about 3000 injuries. The economic value of accident reduction will be about US$6.5 million every year (USS201 million over the life of the project). Overall, accident risks will be reduced by 68% over the whole stretch of GTRIP. Although, there is a possibility that owing to the higher design speed, the propensity of accidents involving nultiple vehicles, would not be equally reduced. E-6 Lea Associates Grand Trunk Road Improvement Project  Executive Summary: Environmental & Social Assessments and Management Plans Local Facilities Due to GTRIP, provisions will be made for local traffic, especially non-motorised traffic. Passenger amenities like bus stops, passenger sheds, underpasses, organised parking lots, lay byes and service lanes will be added. Common property resources and community assets will be conserved (which otherwise are decaying) and enhanced (detailed plans, designs and budgetary allocation has been made for about 100 such sites, as described in the EMPs). Such local benefits, moreover, are distributed all over the project corridor. * Employment Generation Large employment opportunities (about half a million person-months, and for about 40,000 persons) will be directly created by the project. A large share of this would be available to the local communities. Particularly, the employment for semi-skilled and unskilled labourers (425.000 person-months for about 35,000 persons) will be mostly taken up by the (generally unemployed, marginally employed or under-employed) workforce in UP, Bihar and Jharkhand. Moreover, employment generation by a project has a multiplier effect, and overall employment generation will be more than this estimate above. Improved Access to Amenities Communities in the project's influence area will benefit also due to (i) speedier access to employment, health and education centres, (ii) increased opportunity for economic activities, particularly for those related to services/facilities for the road users, and (iii) reduction in transportation costs and enlarged market access for the agriculture and household manufacturing sectors. Increased accessibility will not be limited to the communities abutting the project corridor, but will be beneficial to a large population in North India, directly, or indirectly. Over a period of time, increasing accessibility and increased mobility therefrom will have significant impacts on the industrial development, service sector development, equity, and poverty alleviation efforts of the Gol. * Environmental Benefits Environmental benefits from the project will be of two kinds (a) benefits associated and (b) benefits created. Benefits associated to the project will include, * Reduction of air pollution (both pollution load and ambient concentration) due to better riding quality, lessened congestion, improved speeds (therefore better fuel utilisation): * Reduction in air pollution due to the on-going fuel quality programmes (use of lead-free petrol that is already implemented, better quality diesel, compressed natural gas, etc); * Reduction of noise pollution due to increased road capacity and speedier traffic, lessened congestion, traffic segregation; * Direct and significant reduction of overall fuel consumption; Benefits created (planned, designed and budgeted) by the project will include, * Increased overall safety levels and mitigation of existing accident black-spots; * Reduction of air and noise pollution through better traffic management schemes, by providing adequate designs for traffic separation, parking, ensuring smooth flow of traffic, etc.; * Creation of low-noise zones and noise shadows (particularly at education and health facilities near the project corridor); E-7 oc Lea Associates Grand Trunk Road Improvement Project  Executive Summary: Environmental S Social Assessments and Management Plans * Reuse of industrial waste materials such as bottom pond ash (generically known as fly ash); * Better visual environment, by means of cleaning of the project site and the immediate vicinity of the existing heap of indiscriminate dumping of wastes and dirt; * Enhancement9 of environmentally, ecologically and culturally important sites and common property resources (about 100 places); * Landscaping of the entire project corridor (over and above compensatory afforestation), * Improved local and roadside drainage; improving and augmenting waterways for several cross-drains, rivulets and rivers, preservation of water bodies and water sources; * Introduction of low-pollution construction techniques, scheduling, plants and machinery, etc. There would, nonetheless, potential for certain negative environmental and social impacts due to, or in consequence of the project. The EIA/SIA carried out during preparation of the project identifies all such potential impacts. The EMPs and the RAPs prepared (for each of the contract packages) take care of all such potential impacts (which could not be avoided during the design/preparation). The NHAI will fully implement the EMPs and the RAPs, and the residual negative impacts will not be noticeable, 1.2 THE STUDIES AND THE METHODS The project. as per the relevant legislation of the Gol, is subject to a clearance from the MoEF on account of the possible adverse environmental impacts (includes land use change and resettlement impacts also) and proximity to eco-sensitive areas. As per the WB Operational directives/policies/guidelines, given the potential direct, induced and cumulative magnitudes of environmental and social impacts, the project attracts provisions of (i) OP/BP/GP 4.01: Environmental Assessment, (ii) OP/BP/GP 4.04: Natural Habitats, (iii) GP 4.11: Cultural Properties, (iv) OD 4.20: Indigenous Population, (v) OD 4.30: Involuntary Resettlement, (vi) OP/GP 4.36: Forestry, and (vii) BP 17.50: Disclosure of Operational Information. A number of inter-linked studies were carried out as part of the project preparation activities. Notable among those are the environmental and social impact assessment, which included assessment of the impacts of the project on natural habitats and forests, cultural properties and indigenous population. Community consultation was built in the EIA/SIA. For each of the contract packages EMPs and RAPs were prepared, including plans for mitigation of impacts on forests, natural habitats, cultural properties, and indigenous population. The emphasis in the project was in integration of the mitigation measures into the project design and mainstreaming environmental and social concerns in all stages of planning, implementation and operation. The ElAs (prepared for different consultancy packages) and the EMPs (for different contract packages) have been subjected to a review by independent consultants The review identified the scope, and proposed for augmentations and modifications. Further, independent consultants consolidated the ElAs, the EMPs, and the RAPs- During consolidation, homogeneity was brought in the approaches and application among said reports of the different contract packages. Modifications arising out of the consolidation and review were incorporated in the reports for the individual packages. Environmental enhancements include EMP measures taken at places to improve the quality or ambience where there is no adverse effect of the project, and is distinct from the mitigation measures. E-8 Lea Associates Grand Trunk Road Improvement Project  Executive Summary: Environmentat e Socief Assessments and Management Plans 1.2.1 ENVIRONMENTAL IMPACT ASSESSMENT EIA Process The environmental impact assessment for each of the consultancy packages employed a reiterative approach in which environmental issues have been identified in successive levels of detail and specificity at each step in the process. Preliminary Environmental and Social Screening: This was carried out for each of the Consultancy packages, as part of the feasibility study, to categorise the corridor into sections based on environmental and social sensitivity, and to determine any significant environmental and social issues that needed to be addressed. Documentation of Baseline Conditions: The potentially affected area was defined and the baseline conditions were documented. Assessment of Potential Impacts: Potential significant impacts were identified on the basis of an analytical review of baseline data, and the scope of the project. Community Consultation: Consultations with concerned officials, agencies, potentially affected persons and communities, and various other stakeholders continued through the project-preparation phase, and will continue as the project is implemented. The issues raised by the communities and the various stakeholders were incorporated, as far as possible, in the design and construction/operation plan of the project. Integration of Environmental Assessments in the Design Process: The design and decision-making process integrated environmental and resettlement and rehabilitation issues and prompted the early identification of appropriate actions, as shifts in alignments based on awareness of the locations of cultural resources. Assessment of Alternatives: Although the proposed improvements are mostly restricted within the existing RoW, alternatives were continuously assessed throughout the process. A more formal assessment was also undertaken as a part of the environmental assessment process, including the assessment of the "No Action' alternative. Mitigation & Enhancement Measures: Mitigation measures were delineated for each of the potential significant negative impacts. Positive actions to not only avoid adverse impacts, but to capitalize on opportunities to correct environmental degradation or improve environmental conditions were determined. Environmental Management Plans: An EMP for each of the contract packages detailing the measures to be taken for the implementation of the various measures proposed. This includes the monitoring plan and gives details of the resources budgeted and the implementation arrangements. Review of EIAs and the EMPs The independent consultants carried out a review and completed (with additional inputs, as was required) with respect to the deficiencies identified, the EIA and EMP Reports, and ensured that these meet the relevant World Bank requirements, are in compliance with the environmental and social safeguards, and are consistent with Category A projects. Further, it was confirmed that the EIA (in the final and consolidated form) has been carried out in an acceptable manner, and has been able to influence the project design by mainstreaming the key environmental and social issues. 10 Lea Associates South Asia Pvt. Ltd., India. E-9 Lea Associates Grand Trunk Road Improvement Project  Executive Summary: Environmental & Social Assessments and Management Plans Consolidated EIA and EMPs During consolidation of the ElA and the EMP reports, homogeneity and uniformity was brought among the various packages, as was required and justified. During such consolidation, a few additional components were added (or expanded over the base ElAs and EMPs) to further strengthen the project. Some of these are, * Site specific additional conservationlenhancement plans and designs for environmental, ecological or cultural assets and common property resources, complete with execution drawings, bill-of quantities, and specifications for materials and workmanship; * A detailed monitoring plan for the EMPs, complete with monitoring procedures and reporting formats; * Detailed designs for a number of mitigation measures, such as noise barriers, complete with execution drawings, bill-of quantities, and specifications for materials and workmanship; * Detailed landscape plans (for 48 homogeneous landscape sections) including roadside tree plantation (over and above the compensatory afforestation); Identification of trees suitable for transplantation; and planning for transplantation; * Plan for ensuring safety of workmen, and communities during the construction period. Findings, additions and modifications from the independent review are duly incorporated in the consolidated EIA report. The additional components are all incorporated in the individual EIA and the EMP reports for the different packages. 1.2.2 REHABILITATION AND RESETTLEMENT ACTION PLAN * Social Impact Assessment To prepare the RAP, social impact assessment had been carried out on the basis of primary data collected, consultation with the stakeholders and information from secondary sources. Socio-economic baseline survey was conducted, including on the socio-economic and demographic profile of the affected communities. An understanding was developed about the physical, social, economic, and cultural set-up in the project influence area. * Resettlement and Rehabilitation Action Plan Verification exercise: Strip plans of the project road and the details of RoW were collected. The legal boundaries of the RoW provided the basis for identifying and enumerating the number of project affected persons. The verification exercises and consultations have largely helped to modify the design, thus minimising negative impacts. Accordingly the strip maps were updated. Also the PAPs (as per modifications iahe designs) were identified and considered for further surveys. The census: A census was carried out to ensure that all impacted persons are identified so that the entitlements could be worked out and budgeted. The census was conducted through door-to-door personal interviews. All persons and families located within the Col were eniumerated. The census also collected information on assets and livelihood of the PAPs and PAFs. and recorded likely impacts on such assets and livelihood. Socio-economic baseline survey: A socio-economic survey was conducted on 25% of the PAPs to provide a database to develop indicators for the monitoring and evaluation of the RAP. Selection of the stratified samples was based on of the categories of losses. Entitlement Framework: The entitlement framework was derived entirely from the NHAI R&R Policy, which was earlier endorsed by the Gol and the WB. E-10 Lea Associates Grand Trunk Road Improvement Project 27  ExecuWve Summary: Environmental & Social Assessments and Management Plans Community Consultations: Consultations were undertaken to disseminate information about project to the potentially affected people, and to incorporate their views and suggestions in the RAP as well as the design. Consultations were carried out at various levels, at district levels and villages level (focus group discussions), and the state level (public hearing and the stakeholders' consultations). Different social groups were consulted based on the sample size decided for the socio- economic surveys. Focus group discussions were held with women, SC, ST and other vulnerable groups. This enabled the RAP to be suitable to the needs of the community and the impacted groups. At the district level, consultations were to build awareness amongst, and enlist support from the people, government agencies and the NGOs. At the state level, consultations were held with key project stakeholders such as the Tribal Development Board, the Truckers' Association, the State Planning Board and several experts, on various related issues. Consolidated RAP Apart from bringing in the required uniformity among the individual RAPs for the different packages, the consolidation resulted in (i) additional provisions for participation of women in the project, (ii) additional plan components for safety and hygiene, (iii) enhancement of common property resources, (iv) prevention measures and awareness campaign for highway related diseases, (v) a revised and detailed budget, (vi) a detailed monitoring plan for the EMPs, complete with monitoring procedures and reporting formats, etc. The modifications or additions brought about by the consolidation RAP are duly incorporated in the respective RAP reports for different packages. 1.3 INSTITUTIONAL AND LEGAL SETTING The NHAI is mandated to implement the NHDP within a given framework of time, on a fast- track. The NHAI is created as a right-sized corporate body, and is expected to be a facilitator and supervisor to the various responsible agencies, such as the contractors and the consultants. The overall responsibility for implementation is vested with the PlUs established at Agra, Kanpur, Varanasi and Jumri Talaiya. However, as part of the TNHP, the NHAI has created a Environmental and Social Management Unit (ESMU) at the NHAI Corporate, headed by a General Manager. At each PIU also, substantial capacity has been built with regard to the implementation of the environmental and the social components of the project. In addition, local communities, NGOs, and district level committees in various stages of implementation of the project. LEGAL FRAMEWORK Table 2 summarises the principal features of the laws, regulations, and guidelines that govem the planning, construction and operation of the Project in relation to the natural environment. Table 2: The Legal Framework - Natural Environment Law/RegulatoeiGuidelines Relevance The Forest (Conservafion) Act, 1980 Applies to natural forest areas- Authority to issue clearance: (i) if area of forest >20ha (1Oha in hilly area)4 Central Government; (ii) 5ha-20ha" Regional Office of Chief Conservator of Forests; (iii) -=5ha4 State Government; (4) if tree density >40%, permission for any work must come from the Central Government, regardless of area of forest to be cleared. E-1 1 * ~~~~~rN  Executive Summary: Environmental & Social Assessments and Management Plans Law/RegulationlGuidelifes Relevance The Envionmmental (Proection) Act, The varous aspects of the Environment (Protection) Act and Rules apply to the 1986, and road construction projects. The various rules establish the standards for Environmental (Protection) Rules, discharge of noise in the abtosphere. These standards are directed prmarily at 1987e Enronmentalu(Protection) Ruhs, the induitrlb pollution but are also applicable to road cosruction achvity. 1 987-96 (vartous)_____________________________ The Environmental Impact Identifies highways (Item 21 of schedule 1) as one of the projects requiring piior Assessnent Nofication, 1994 clearance from the Gol, MoEF. The Gol, MoEF Notfication of 10 April 1997 prvies that environmental clearance need not be obtained from the MoEF for... Highway projects relating to improvement work inciudng widening and strengthening of roads wih margial band acquisfton along the exsihg ainments prov*led the highways do not pass through ecolgicaly senrmiva areas such as National Park, Sanctuaries, riger Reserve, Reserve Forest etc. The same notfication empowers the State Pollution Control Board to hold public heanng for all projects requinng environmental clearances from the MoEF. The Wildlife (Protection) Act, 1972 Provides for the creation, conservaton and protection of National Parks and Sanchtarnes The Water (Prevention and Control of Central and State Pollution Control Board to establisthenforce water quality and Pollution) Act, 1974 affluent standards. monitor water quality, prosecute offenders, and issue licenses for costr on/opeation of ceftain facities. The Air (Prevention and Control of Empowems SPCB to set and monitor air quality standards and to prosecute Polkiton) Act 1981 offenders, excluding vehicular air and noise emission. The Motor Vehicular Act, 1988 Empwers State Transport Authority to enforce standards for vehicular pollution. In August 1997 the Pollution Under Central Certificate' was launched to reduce vehicular emissions. The Environmental Guidelin for Rail, Issued by the MoEF and the MOST, not binding. However, serves te purpose of Road and Highmays Projects, 1989 a useful framework for reporting. Table 3 summarises the principal features of the laws that form the basis of planning, construction and operation of the Project in relation to the social and cultural environment. Table 3: The Legal Framework - Social and Cultural Environment Laws I lRegulaions Relvance The Land Acquisition Act, (Amended Govems acquisition of land under eminent domain for defined public purposes up to 1984) & the National Highways and compensation thereof. Act (1956, amended 1997) The Environmental Impact Makes the preparation of a project-specific RAP mandatory. The RAP must Assessrrent Nofication, 1994 address, among other things; protection against loss of livelihood; community support systems and infrastructure; loss of productive resources and minimisation of displacement. The Ancient Monuments and Area within 100nm of protected property is protected and within 3COm is a zone Archaeological Sites and Remains of controlled developlment; any developmern within such areas requires pnor Act, 1958. authorisation of the ASI. E-12  Executive Summary: Environmental & Social Assessments and Management Plans 2. ENVIRONMENTAL & SOCIAL BASELINE OF THE PROJECT 2.1 NATURAL AND BIOPHYSICAL ENVIRONMENT The major environmentally sensitive elements along the GTRIP corridor include the Gautam Buddha Wildlife Sanctuary (Package V-B), the Taj Trapezium Zone (Packages I-A and I-B), Agra Reserved Forest (Package I-A), Kaimur Reserved Forest (Package IV-C), etc. The other locally important elements include surface water bodies, and common property resources. The densely built-up areas on the project corridor are issues, and these include schools and hospitals those are sensitive receptors for noise, in particular. 2.1.1 METEOROLOGICAL CONDITION The GTRIP is located in a humid sub-tropical region with marked monsoon effects. The weather generally remains dry and hot, while in winters cold weather prevails. The summer season is usually dry with high temperatures ranging between 300 to 470C. During rainy seasons the temperatures vary between 24