India - Karnataka State Highways Improvement Project : environmental assessment (Vol. 1 of 13) : Sectoral environmental assessment report

E-421 VOL.1 ,Vvilson- in associaton with IIIE Sectoral Environmental Assessment Report Project Co-ordinating Consultancy Services (PCC) for the Karnataka State Highways Improvement Project IBRD Loan/Credit No. LN-4114 2 SBidar Belga Karwarg t ~~ Ba~~durga Mangalor _________ Prepaed for: Govt of Kanataka Public Works Dept. (National Highways) December 2000   ,Vjlsor n associabon wffl IIIE Sectoral Environmental Assessment Report Project Co-ordinating Consultancy Services (PCC) for the Karnataka State Highways Improvement Project IBRD Loan/Credit No. LN-4114 Bleiga ia Karwar dug Mangalor -galore Pmpaed fr. Govt of Karnatka Putbic Works Dept. (National Highways) Decentbx 2000   Kamataka State Highways Sectoral Environmental Assessment Report Improvement Project Table of Contents TABLE OF CONTENTS EXECUTIVE SUMMARY SECTION I: BACKGROUND 1. INTRODUCTION TO THE SEA REPORT .....................................................I 1.1. OBJECTIVE ...................................................... 1.2. ESSENTIALS OF SEA STUDY .................................................... 3 1.3. METHODOLOGY .................................................... 3 1.4. STRUCTURE OF THE REPORT ..................................................4: 4 2. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK ..................................................... 1 2.1. INTRODUCTION .....................................................1 2.2. HIGHLIGHTS OF THE INDIAN SYSTEM & MAJOR ORGANISATIONS .................................................... 1 2.3. RESPONSIBILITIES OF THE PROJECT PROMOTER & INTERFACES WITH OTHER AGENCIES ...1 2.3.1. Interface IVithi the Ministry of Environment & Forests. 2 2.4.2 Inteiface with the Karnataka State Pollution Control Board. 2 2.3.2. Interface with the Department of Land & Land Revenue of the GoK. 3 2.3.3. Interface wvith the Offices of the District Magistrate & Citv Municipalities. 4 2.3.4. Interface with the Department of Forests of the GoK. . 4 2,3.5. Inte?face with the Department of Mines of the GoK ..........................................,,.,.,,,.,,,.,,,..,........ - 5 2.3.6. St-ength of the Public Works Department of GoKfor litterface Management. 6 2.4. STATUTES RELATED TO ENVIRONMENT .................................................. . 6 2.4.1. Land Acquisition Act, 1894 (withl subsequent amendments) ............................................................ 6 2.4.2. The Indian Forest Act, 1927 ..........................7..,,...... 7 2.4.3. Thie Ancient monuments and Archaeological sites and Remains Act, 1958 and the Kar-nataka Ancient monuiments and Archaeological sites and Remains Act. 1961 ................ ........................................... 7 2.4.4. The Karnataka Forest Act, 1963 ........................1963.,,.,... 7 2.4.5. Tlhe Mvsore Highways Act, 1964 . ..........7.........................7 2.4.6. Thie Wildlife (Protection) Act, 1972 ......................... .......,,.,,,,........ 7 2.4.7. Water (Prevention and Control of Pollution) Act, 1974 ..7........,,......., .......,.,.,,.7 2.4.8. The Forty-secondaAmendmnent of the Constitution, 1976 ....8......... ,.8 2.4.99. Town and Coountr Planning Act, 199 76 ......................................... ...8..... , . ........ 8 2.4.10. Forest Consernation Act, 1980 .8,,,,,,.... ...,.,,, 8 2.4.11. Thre Air (Prevention and Control of Pollution) Act. 1981 ..8.......... . , .8 2.4.12. Env ironmental (Protection) Act, 1986 ...........................,.,.,.,.,,,., 9 2.4.13. Motor Vehicles Rules, 1989 . .................. 9.., ..,,.,,.,,-, ., , . 9 2.4.14. The Hazardous Wastes (Management And Handling) Rlules, 1989 ................................................ 9 2.4.15. Coastal Regulation Zones Act .9 2.4.16. Public Liability Insurance Act. 1991 ..................... ...... -- . . ..,,..,,,..,,,........ ............... -, 9 2.4.1 7. Seventy-foourthl h4Amendment of the Constitution. 1992 ..........................1.9.................................,,,.10 2.4.18. National Environment Tribunal Act, 1995 ................................, , . , .,. ,10 2.4.19. National Environment Appellate Autthority Act, 1997 .......................................,.,..,.,.,,.,.,, 10 2,4.20. Pitblic Inrerest Litigaton againsr Government,,, . ., ..................................... P.ubli Intres Liiato agans G n .10 2.5. GUIDELINES FOR EIA OF HIGHWAY PROJECTS, IRC: 104-1988 ................................................. 10 3. PROJECT DESCRIPTION .................................................... 1 3.1. INTRODUCTION.I 3.2. PURPOSE OF FEASIBILITY STUD. I 3.3 SEECTIO OF RADS FR UPGADING& MAJR MAITENANE ........ ...................................... .......... ... 3.3. SELE-CTION OF ROADS FOR UJPGR-ADING & MAJOR MAINTENANC .. 3.4. COVERAGE UNDER THE SEA STUDY .. . 2 3.5. DESIGN OPTIONS CONSIDERED ... 4 3.6. OPTIONS ON CONSTRUCTION METHODS ... 6 3.6.1. Pavement Ov erlay ................... ,. . . . ...6 ToC- I Scott Wilson / CES i IllE  Kamataka State Highways Sectoral Environmental Assessment Report Improvement Project Table of Contents 3.6.2. Nerw Construction ............................................................ 6 3.6.3. Treatment Alternatives ................... 6 3.7. OPTIONS ON ROAD CONSTRUCTION MATERIALS ............. 7 3.7.1. Rocks ................ 9 3.7.2. Natural Gravel ..................................... ........... 10 3.7.3. Sand ............10 3.7.4. Flv Ash........... . 10 3.7.5. Slag Iron .....................................0 ........... 0 3.7.6. Embankment Fill .............................................. ........ ... 10 3.7.7 Asphalt ........... 10 3.8. OPTIONS ON CROSS DRAINAGE STRUCTURES . . . 12 3.9. OPTIONS ON INTERSECTIONS ON ROADS FOR UPGRADATION . . . 12 3.10. OPTIONS ON BYPASSES .. ............... 13 4. ANALYSIS OF ALTERNATIVES ............................. 1 4.1. INTRODUCTION .................................... I 4.2. No PROJECT OPTION ...................................1 I 4.3. STRATEGIC OPTION STUDY ................................... I 4.4. INITIAL PACKAGE OF THE KSHIP ................................... 1 4.5. ALTERNATIVES SUGGESTED BY KPCC ...................................1 4.6. IMPACT OF WORLD BANK'S CRITERIA ................................... 2 4.7. ALTERNATIVE DESIGN CRITERIA ................................... 2 4.8. ALTERNATIVE METHODS OF ROAD CONSTRUCTION ................................... 2 4.9. CONCLUSION ................................... 2 5. BASIC ATTRIBUTES OF ENVIRONMENT .................................. ... I 5.1. INTRODUCTION. . . I 5.2. PHYSICAL ENVIRONMENT . . . 1 5.2.1. Geology ............I 5.27.27. Physiography ... . . .3 5.2.3. Clim ate ............ 5. 2. 4. Drainage Systems ........... 20 5.2.5. Soil .........22 5.3. INFORMATION ON AMBIENT QUALITY OF ENVIRONMENT IN KARNATAKA . . . 24 5.3.1. Ambient Air Qiality .24 5.3.2. Ambient Noise Level. 26 5.3.3. Ambient Water Qiality .28 5.3.4. Presence of Lead in Soil. 31 5.4. BIOLOGICAL ENVIRONMENT . . . 32 5. 4.1. Flor-a.32 5.4.2. Fauna33 5.5. SOCIAL ENVIRONMENT . . .39 5 . 1. Demmographic Feaires .39 j. 5.2. Occupational Pattern .41 5.5.3 Land Use. 41 5.5.'4. Marjor Vectors of Economic Development .42 5.6. SITES OF CULTURAL HERITAGE . . . 42 SECTION Il: IMPACT ASSESSMENT 6. IMPACT ASSESSMENT AND NIITIGATION MEASURES .1 6.1. INTRODUCTION. I 6.2. IMPACTS FROm LOCATION .1 6.1. l .mpacts of Gravitn Flou ir-rigation SYstems 1 6. 2. 2. Roads as an emnbankrtent for tan:ks an(d reservoirs . 6. 2.3. Large Reservoirs behind Dams . ToC-2 Scott Wilson / CES t IIIE  Karnataka State Hichwavs Sectoral Environmental Assessment Report Improvement Project Table of Contents 6.2.4. Consequences of Extensive deforestation ......................................2 6.2.5. Improper road drainage systems ...................................... 3 6.2.6. Effects of Growing Mining Economy ..................................... 3 6.3. IMPACTS FROM ROAD DEsIGNS ........................................3 6. 3.]. Grav el & Borrow Pit.3 6.3.2. Use of Alternative Materials .3 6.3.3. Lin,ed Drains.4 6.3.4. Land Acquisition.4 6.3.5. Avenue Plantation ................. .......... - . . -.4 6.3.6. Accidents and Road Safety. 5 6.4. IMPACTS DURING CONSTRUCTION ............................... 5 6.4.1. I.mpact on Land Resources .S 6.4.2. Impanct on soil qualit. 5 6.4.3. Impact on water resources .6 6.4.4. Impact on water quality .6 6.4.5. Impact on Air Quality .6 6.4.6. Impact on Noise Level.7 6.4.7. Impact on Biological Environment. 7 6.4.8. Sanitation and Waste disposal .................... . 7 6. 4.9. Othzer impacts.7 6.5. IMPACTS DURING OPERATION PHASE .................................. .. 8 6.5.1. Impact on Land Use ..................... .88 6.55.2. Impact on Air Qualit .9 6. 5. 3. Impact on Noise level.9 6.5.4. impact on Biological Resources. 9 6.5.5. Accident Hazards and Safety .9 6.5.6. Aesthzetics.9 6.6. CONCLUDING OBSERVATION ........................... 9 7. PUBLIC CONSULTATION ........................... 1 7.1. INTRODUCTION ........................................................... 1 7.2. CONSULTATION DURING ENVIRONMENTAL SCREENING ........................ ...................................1 7.3. CONSULTATION DURING MONITORING AMBIENT AIR QUALITY & NOISE LEVEL ..................................... 2 7.4. JOINT PUBLIC CONSULTATIONS WITH SOCIAL IMPACT ANALYSTS .......................................................... 2 7.5. THE STAKEHOLDERS' MEETING ...........................................................3 7.6. PUBLIC DISCLOSURE FOR EIA REPORT .......................................................... 4 SECTION III: MANAGEMENT 8. ENVIRONMENT MANAGEMENT PLAN ..................................... 1 8.1. INTRODUCTION ......................................... I 8.2. MEANING OF ENVIRONMENT MANAGEMENT PLAN ..........................................1 8.3. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ......................................... 2 8.4. CAPACITY DEVELOPMENT ......................................... 6 8.5. THE ROLE OF THE FUNCTIONARIES ......................................... 9 Conditions in Bid Documentfor Protection of Environment ..9 8.6. RECORD KEEPING ON IMPLEMENTATION OF THE EMP .12 8.7. AMBIT OFMONITORING ......... 15 8.8. CAPACITY DEVELOPMENT THROUGH TRAINING FOR ENVIRONMENT MANAGEMENT. 1 8 8.9. INTEGRATION OF EMP WITH THE PROJECT .....2e... 2 1 EXHIBITS APPENDIX 1.1 SUMMARY REPORT ON ENVIRONMENTAL SCREENING ToC- 3 Scott WVilson / CES , IIIE  Kamataka State Highways Sectoral Enmironmental Assessment Report Improvement Project List of Tables and Figures LIST OF TABLES AND FIGURES Table 1.1: KSHIP - Network Links ............................................................ l Table 3-1 Road-links for Upgradation & Major Maintenance in First Phase ........................................ l Table 3-2: Road-links for Upgradation & Major Maintenance in Second Phase ................................... 2 Table 3-3: Buffer Road-links for Upgradation ............................................................ 2 Table 3-4: New Road Links included under Second Phase Major Maintenance ..................................... 4 Table 3-5: Guiding Parameters for Road Upgradation in Rural Areas .................................................... 5 Table 3-6: Guiding Parameters for Road Upgradation in Semi-Urban & Urban Areas .......................... 5 Table 3-7: Sources of Common Road Construction Materials ............................................................. 7 Table 3-8: Existing Cross Drainage Structures ............................................................ 12 Table 3-9: List of Intersections for Improvement: Upgradation (Phase - I) .......................................... 13 Table 3-10: Urban Congestion & Proposed Bypass ............................................................ 13 Table 5-1 : Ambient Air Quality Data ............................................................ 24 Table 5-2: Ambient Noise Level ............................................................ 28 Table 5-3 : Parameters of Quality of River Water ............................................................ 28 Table 5-4: Presence of Lead (Pb) in Soil ............................................................ 32 Table 5-5: Common Wild Fauna of Kamataka ............................................................ 36 Table 5-6: Vulnerable, Rare and Endangered Fauna of Kamataka ...................................................... 36 Table 5-7: National Parks and Wild Life Sanctuaries of Kamataka ..................................................... 37 Table 5-8: Scheduled Castes and Scheduled Tribes ............................................................ 40 Table 5-9: Places of Tourist Interest in the Corridors ............................................................ 43 Table 6-1: Effects of Vegetation Screen on Noise Level ............................................................ 4 Table 6-2: Project Activities and Affected Environmental Attributes ................................................... 10 Table 7- 1: Details of Public Consultation ............................................................ 3 Table 8- 1: Parameters and Permissible Limits of Ambient Air Quality ................................................ 15 Table 8-2: Parameters and Permissible Limits of Ambient Noise Level ............................................... 16 Table 8-3: Drinking Water Specification- IS 10500: 1991 ............................................................. 16 Figure 1- 1: KSHIP- PROJECT CORRIDORS ............................................................. 5 Figure 2-1 Environmental Clearance Procedure ............................................................. 3 Figure 2-2: Forestry Clearance Procedure under Forest Conservation Act.,1980 ................................... 5 Figure 3-1: Project Corridors ............................................................. 3 Figure 3-2: Soil Gravelliness .............................................................1 I Figure 5-1: Geology of Kamataka ............................................................. 2 Figure 5-2: Physiographic Regions of Kamataka ............................................................. 4 Figure 5-3: 24 Hours Rainfall ............................................................. 6 Figure 5-4: Wind Rose Diagram - Belgaum IMD Station ............................................................. 8 Fig,ure 5-5: Wind Rose Diagram - Bellary IMD Station ............................................................. 9 Figure 5-6: Wind Rose Diagram - Bidar IMD Station .............................................................. 10 LoT-I Scott Wilson, CES, IIIE  Kamataka State Highways Sectoral Ensvironmental Assessment Report Improvement Protect List of Tables and Figures Figure 5-7: Wind Rose Diagram - Bijapur IMD Station ................................................ 1 Figure 5-8: Wind Rose Diagram - Chitradurga IMD Station .............................................. 12 Figure 5-9: Wind Rose Diagram - Gadag IMD Station ............................................... 13 Figure 5-10: Wind Rose Diagram - Gulbarga IMD Station .............................................. 14 Figure 5-11: Wind Rose Diagram - Hassan IMD Station .............................................. 15 Figure 5-12: Wind Rose Diagram - Karwar IMD Station ............................................... 16 Figure 5-13: Wind Rose Diagram - Mysore IMD Station ............................................... 17 Figure 5-14: Wind Rose Diagram - Raichur IMD Station .............................................. 18 Figure 5-15: Wind Rose Diagram - Shimoga IMD Station ............................................... 9 Figure 5-16: Drainage Basins of Kamataka .............................................. 21 Figure 5-17: Kamataka State Soils .............................................. 23 Figure 5-18: Air, Noise, Water and Soil Monitoring Locations .............................................. 27 Figure 5-19: Forest Area in Karnataka .............................................. 34 Figure 5-20: Forest Area by Types .............................................. 35 Figure 5-21: National Parks and Wildlife Sanctuaries in Kamataka .............................................. 38 Figure 8-1: Organisation Structure Of The Environment Management Plan Implementation Unit(EMPIU) ...............................................8 LoT-2 Scott Wilson / CES / IIIE   Executive Summary   Kamataka State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summary EXECUTIVE SUMMARY ............1 I. OBJECTIVE .......................................................................1......................... I 2. INTRODUCTION TO THE SEA REPORT ................................... 3 3. POLICY. LEGAL AND ADMINISTRATIVE FRAMEWORK ................................... 4 4. PROJECT DESCRIPTION ....................................6 5. ANALYSIS OF THE ALTERNATIVES ...................................7 6. BASIC ATTRIBUTES OF ENVIRONMENT ...................................8 7. IMPACT ASSESSMENT AND MITIGATION MEASURES ................................... 9 8. PUBLIC CONSULTATION .......................................................................................................................... 12 9. ENVIRONMENT MANAGEMENT PLAN ......................... . .- 13 Table 1: Road-links for Upgradation & Major Maintenance in First Phase ........................................ I Table 2:Road-links for Upgradation & Major Maintenance in Second Phase .................... ................ 2 Table 3:Buffer Road-links for Upgradation .................................................... 2 Table 4: New Road Links included under Phase II Major Maintenance .............................................. 2 Table 5 :Effects of Vegetative Screen on Noise Level ................. ................................... 10 Figure 1 : Phase I and Phase II Project Roads .................................................... 20 Ex-i Scott Wilson / CES / IIIE   Kamataka State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summary EXECUTIVE SUMMARY 1. Objective The overall objective of this report is to present the findings of environmental assessment of the Kamataka State Highways Improvement Project (KSHIP), proposed by the Government of Kamataka (GoK), for upgrading and/or for major maintenance of 2,490-km of existing State Highways (SH) and Major District Roads (MDR). Available data on traffic, as used in the Strategic Options Study (SOS) carried out by the GoK, indicates that these 12 corridors are not homogenous and can be sub-divided into 54 discrete links. Thus the KSHIP has become a cluster of many sub-projects, though belonging to a single sector. Under such circumstances, the World Bank recommends, the methodology of Sectoral Environment Assessment (SEA) should be applied. The Operational Policy (OP 4.01) as released by the World Bank was used for this purpose. The Government of Kamataka appointed Mls Scott Wilson Kirkpatrick UK and Scott Wilson Kirkpatrick India in association with Consulting Engineering Services (I) Ltd., New Delhi and India International Infrastructure Engineers Ltd., as the Project Co-ordinating Consultants (PCC) to carry out the feasibility study for the road upgradation and major maintenance. The objectives of the PCC were to conduct a Detailed Feasibility of these 2490-Km of State Highways and Major District Roads. 'Tese roads were subjected to thorough evaluation under economic, environmental and social critenra for qualifying for improvement options. T'he environmental evaluation involved Environmental Screening for the 2490-Km of roads and Sectoral Environmental Assessment as per World Bank Guidelines described in Operational Policy OP-4.01 of the roads selected under Upgradation and Major Maintenance options. Based on the Feasibility Study the Government of Kamataka selected 960 Km of roads for upgradation work and 1100-Kin for major maintenance. At the time of the feasibility study about 428 Km of roads were found to be economically unviable and hence were excluded from any type of improvements. T'he project preparation was divided into two phases. In Phase I 394 Km of roads were to be upgraded and 1041 km of road to be taken up for major maintenance. In phase II some 546-Km of roads were to be taken up for upgradation and some 57-Km of road for major maintenance. The Govemment recently decided to upgrade corridor 12 from Bijapur to Hubli (193 Km) to National Highway standards. This led to the exclusion of this corridor from the Phase I major maintenance list. Therefore, Phase I major maintenance road length has reduced to 848 Km. Table 1: Road-links for Upgradation & Major Maintenance in First Phase _tpgradation _lajor Nltintenance I.ink | Location Link Length (Km) Link Location Link Length IA Raichur-A P. Border 19.331 IE Mudgal-Hunreund 39.670 1 B Kalmala-Raichur 11.807 2B Tikota -Shedbal 92.510 2A Hiiapur-Tikoia 20.149 2C Shedhal -Chikodi 34.170 5A Kalmala-Sindhnur 76.673 2D Sankeshwar-Chikodi 21.320 5B Sindhnur-Gangawat, 50.577 6A Snraneapatna-.Nelligene 62.960 5C Ganga"ati-Munirabad 26.960 6B Nelliecre-Kibbanahailh 47 010 OL Hattigudur-Shahpur 11.982 6C Kibbanahal1i-Hulivar 36.460 6M Shahpur-Jevarai 37.931 6D Hulhyar-.firivur 48.720 6N Jevaret-Gulbarsa 37.347 6H Bellarv-Sindhnur 83.897 60 Gulbarea-Homnabad 55.757 6J Sindhnur-Linesuaur 52.160 6P Homnabad-Bidar 45.417 6K L-ingsugur-lattlgudur 68.380 ___________ __________________________ 9A Marivammanahalli-lttiii 41.1 10 ss9B li,-l larpanahalli 23.270 _ _________________ 9(C Hiarpanahal -lHIarihar 42.516 ____________ ___________________________ _ __________________ _ OBD liarihar-Honnalh 34.545 i __________ I _________________________ l __________________ 9E llonnalh-Shimo2a 39 041 I __________ l _________________________ I __________________ I IA Belur -Chikmarn alur 23.910 ____________ , ___________________________ , ___________________ 11 B (hiikma= alur- Farikere 56 570 Total Length j 393 932 Total Length 848.219 Ex-l Scott Wilson CES I IIIE  Kamataka State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summary Table 2:Road-links for Upgradation & Major Maintenance in Second Phase (Length in Km-Based on Odometer Survey) Upgradation Major Maintenance Link Location Link Length Link Location Link Length IF Hungund -Bagalkot 41.53 8B Alnavar- Yellapur 57.094 IH Gaddankeri- Lokapur 28.166 1i J Lokapur -Yargatti 44.431 IK Yargatti-Belgaum 56.500 3A Bijapur-Mudhol 81.458 3B Mudhol-Lokapur 22.480 _ 4A Hulihatti-Nargund 20.837 4C Sankeshwar-Yaragatti 73.288 6E Hiriyur-Challakere 40.866 6F Challakere-Hanagal 49.496 6G Hanagal-Bellary 52.115 8A Khanapur - Alnavar 35.186 Total Length 546376 Total Length 57.094 According to guidelines of the Government of India, all road upgradation projects require environmental clearance from the Ministry of Environment & Forests (MOEF), Gol. In order to minimise risks, arising from possible exclusion of any of these roads on ground of environmental constraints, the GoK had subsequently considered for upgradation of two additional road-links originally listed for Major Maintenance. These are listed in Table-3. This was done on the understanding that these road links would revert to the list of roads for major maintenance if not chosen to substitute for any road for upgradation. Table 3: Buffer Road-links for Upgradation (Le gth in Km-Based on Odometer Survey) Link Location Link Length *12A Bijapur-Gaddankeri 77.000 9E Honnali-Shimoga 39.008 Total Length 116.008 * Now Link 12A is excluded from project. An economic analysis was again carried out for the unviable links following the reduced cost of construction obtained during detailed engineering. The feasibility of the previously unviable links totalling to 428 Km was reworked and these road links were found to be economically viable. The PWD has included these road links under the Phase II major maintenance in November 2000. Table 4: New Road Links included under Phase II Major Maintenance Road Link Number Location Length (km) IC Kalmala to Lingsugur 76.7 ID Lingsugur to Mudgal 19.9 4B Yargatti to Hulihani 29.2 SC Yellapur to Sirsi 48.2 SD Sirsi to Siddapur 37.0 SE Siddapur to Mavingundi 12.0 I OA Mysore to Manantawadi 60.6 1 3A Sadashivearh to Londa 88.1 Total 371.7 Since these newly included roads were not in the scope of the Draft SEA. To complete the SEA process the environment team of the PCC carried out a detailed reconnaissance survey in the month of December 2000 to identify the potential hotspots, sensitive receptors and sensitive areas along these Ex-2 Scott Wilson / CES i IIIE  Kamataka State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summary newly included corridors under the Phase II major maintenance option and possible impacts on the environment. Figure 1 shows the Phase I and Phase II roads selected for improvements 2. Introduction to the SEA Report This refers to the subject area of Chapter One. The major issues considered in this chapter are * Methodology; and * Presentation Methodology The SEA study begins with an Environmental Screening Report. This was first completed to help the road designers appreciate the ambient environment for each road-corridor individually. This Environmental Screening Report has been placed in the First Interim Report as Chapter 7. This study provides detailed information on 5-km wide swath for every road corridor with regard to * Physical Resource: like geology, tectonics, physiography, drainage, climate and soil; * Biological Resource: like vegetation and animal species wherever these occur; * Human Resource: like demography, land use, urbanism, trade centres, occupation of workforce; * Human impacts: like, encroachment and congestion on roads, problems due to irrigation, and the major economic uses made of the roads with particular reference to agricultural development as well as on urban-industrial development; and * Cultural Heritage: like places of archaeological importance and for tourism. The major findings from the screening study have been used in the SEA report with supplementary information on the state of Kamataka. Appendix-1.1 contains the environmental attributes of all the road-links. Its purpose is to provide a comprehensive idea of the varying environmental setting of the road links. Readers would be well advised to read the Screening Report in all details. Along with the above. examination of the goveming laws on environment management and the institutions responsible for discharging those functions have been charted out. Of particular importance in this regard are the legal procedures on land acquisition, tree felling, compensatory afforestation and preparation of rehabilitation & resettlement plan. The issues related to land acquisition, displacement and rehabilitation will be discussed by the Social Unit in a separate report. Data generated by the responsible organisations in the matter of environment management and pollution control have also been collected and used. To identify and assess the probable impacts upon environment from road designs, and during construction and operation phases, close interaction was established with the design engineers and feasible engineering solutions where arrived at. In addition, alignment shifts were considered in sensitive areas involving community, religious structures. drainage constraints and stretches where social forestry plantations were encountered. Keeping in mind the land required for road upgradation and the design considerations, the Corridor of Impact varies between links. Structure of the SEA Report The data so far collected and analyses so far made of the data have been presented in several chapters in the following sequence Section - 1: Background Chapter-]: Introduction to the SEA Report Chapter-2: Policy, Legal and Administrative Framework Chapter-3: Project Description Ex-3 Scott Wilson; CES, IIIE  Kamataka State Highwavs Sectoral Environmental Assessment Report Improvement Project Executive Summary Chapter-4: Analysis of Alternatives Chapter-5: Basic Attributes of Environment Section - II: Impact Assessment Chapter-6: Impact Assessment & Mitigation Measures Chapter-7: Public Consultation Section - III: Environment Management Plan Chapter-8: Environment Management Plan All Tables, Figures and Appendices bear the number of the Chapter in which these first appear. 3. Policy, Legal and Administrative Framework This subject area has been discussed in Chapter Two. The major issues of concem are * Legal Obligations for Obtaining Environmental Clearance; and * Indian Legal System on Environment Protection The major findings in this regard are stated below. * Highlights of the Indian System on Environment Protection. Major Organisations: Development of environmental protection and enhancement measures in India has been determined to a considerable extent by the central legislation. The Ministry of Environment and Forests (MOEF), set up in 1980, is the controlling institution in this regard. The MOEF has two wings as Environment and Forests. Clearance of new developmental projects is necessary from both the wings. The GoK has the Department of Forests, Ecology and Environment. This Department was established in March 1981 to have an integrated approach to deal with, prevention and control of air and water pollution, preservation and development of forest wealth and other natural resources in the state. The Central Pollution Control Board (CPCB) is a technical wing of the MOEF entrusted with the responsibilities for detection and abatement of pollution. Every state of India has their respective pollution control boards, which act in unison with the policies of the CPCB. The functions of the Karnataka State Pollution Control Board include advising the State Government on water pollution issues, enforcement and monitoring as per the Air Act, Coordinating the activities of the regional offices of the pollution control board. It also issues "No Objection" Certificates (NOC) for establishment of new projects, environmental clearance of projects and conducting public hearing with respect to developmental projects. It also issues NOC for projects involving expansion. The KSHIP would come under its purview. Major Statutes Related to Environment Management: The major provisions of various laws and policies on environment protection of the Central and the Karnataka State Government have been discussed in Chapter Two. The following laws have some bearing on the KSHIP: * Land Acquisition Act. 1894 (with subsequent amendments) * The Indian Forest Act, 1927 * The Kamataka Forest Act, 1963 * The Wildlife (Protection) Act, 1972 * Water (Prevention and Control of Pollution) Act. 1974 * Town and Country Planning Act. 1976 * Forest Conservation Act, 1980 * The Air (Prevention and Control of Pollution) Act, 1981 * Environmental (Protection Act). 1986 * Motor Vehicles Rules. 1989 Ex-4 Scott Wilson i CES / IIIE  Kamataka State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summarv * The Hazardous Wastes (Management And Handling) Rules. 1989 * Public Liability Insurance Act. 1991 * National Environment Tribunal Act, 1995 * National Environment Appellate Authority Act. 1997 * Public Interest Litigation against Government Legal Obligations of the Project Proponent: The responsibility of initiating actions leading to issuance of environmental clearance of a proposed project vests with the project proponent. The basic document required for obtaining environmental clearance is the Environmental Assessment (EA) report presented in the prescribed format and supported by detailed and accurate description of the project. The Project Proponent shall submit a comprehensive document, complete in all respect. It shall be obliged to provide clarification, with or without additional documentation, when intimated by the designated authority. It must carry the commitment that no deviation from designed project would be made during implementation without prior and explicit permission of the designated authority to do so. The Amendment dated 4th May, 1994 of the Environment (Protection) Act, 1986 requires every promoter of major infrastructure projects, including road development, to prepare and submit Environmental Impact Assessment (EIA) report before the Ministry of Environment & Forests (MOEF), Government of India (Gol), for clearance before the project can be implemented. However, the Ministry declared through a notification dated April 10, 1997 that projects concerning upgradation of existing roads which involve marginal land acquisition would be exempted from the prescribed clearance procedure except where sensitive areas like sanctuaries, national park, reserved forests etc, are involved. In schedule IV of the above referred notification, the MOEF has prescribed that the Environmental Assessment report on road up-gradation project should be disclosed for public hearing through a notified meeting to be headed by the nominee of the State Pollution Control Board and the District Collector of the concerned district. The State Pollution Control Board would send the report of this meeting with observations to the MOEF. This report would contain a copy of the No Objection Certificate (NOC), if issued to the concerned project promoter. On the basis of the issued NOC, the MOEF generally clears the project without further scrutiny. Following this amendment, the Ministry of Environment and Forests, Government of India issued a circular on 15th October, 1999 (No.21012/26-99-JA-III) wvhere it clarified that "Marginal Land acquisition means land acquisition not exceeding a total width of 20 metres on either side of the existing alignment put together. Further it is also clarified that bypasses would be treated as stand alone projects and would require environmental clearance only if the cost of the projects exceed Rs.50 Crores each." It is important to be aware of a recent circular (dated: 12th July, 2000) of the Standing Committee of Indian Board for Wildlife under the Ministry of Environment and Forests where in it is stated that the Members were of the opinion that "Widening and black topping of the roads within National Parks and Sanctuaries increase the vehicular traffic and also the speed of the vehicles. There were instances of accidental death of wildlife by the fast moving vehicles in the protected areas. Considering the negative impacts of widening and black topping, it was decided that roads that have already been tarred should continue to be maintained and repaired properly. However, no roads inside the National Parks and Sanctuanes should be widened or upgraded". While following the prescribed format of the EA report, it would be seen that the project promoter has to establish and utilise strong interfaces with several other Departments of the State Government and other State Agencies. This provides advantages in the matter of preparing several supporting documents to the application for environmental clearance. These documents are generally referred to as Land Acquisition Plan. Tree Felling & Compensatory Afforestation Plan. Rehabilitation & Resettlement Action Plan, and Plan for Opening New Quarry (if needed). The required support from Ex-5 Scott Wilson CES / IIIE  Karnataka State Highwavs Sectoral Environmental Assessment Report Improvement Project Executive Summary the other institutions can be mobilised if the prescribed procedures are followed. These procedures have been discussed in details in Chapter Two. 4. Project Description This is the subject matter of Chapter Three. The KSHIP can be technically classified into two types as * Upgradation involving widening, strengthening and raising of embankment height (where necessary); and * Major Maintenance involving strengthening without widening. The proposed design parameters have been described in details in the First Interim Report and the Second Interim Report of the PCC. Of critical importance in the context of environmental impact assessment is the treatment options considered by the design engineers. These are summarised below. Treatment Alternatives: The main elements of the construction processes are: (a) Upgradation: Widening & Strengthening (including raising of embankment): * Remove high shoulders & grub out bushes (some trees may get removed); * Remove existing pavement; Widen road formation to 12-m width; * Construct new wider pavement with paved/hard shoulder, including surfacing and providing ditches and drains, wherever necessary; and * Construct shoulder filling. Raising of Embankment & New Pavement: * Remove high shoulders & grub out bushes (some trees may get removed); * Remove existing pavement and widening; Widen roadway to 12-m and construct side ditch, if required; R Raise embankment; * Construct new wider pavement and paved/hard shoulder, including surfacing and pavement edge drain; and e Construct shoulder filling. The sections identified for raising were selected on the basis of a number of criteria including * Relative height of.the existing road formation level (top of subgrade) to the surrounding ground and likely maximum water table conditions; * Possibility of seepage across the road line; * Presence or likelihood of field irrigation close to the road: * Nature of local soil; and * Possibility or otherwise of improving drainage by means of side drains. (b) Major Maintenance: * Remove high shoulders and grub out bushes * Construct side ditches wherever specified * Remove poor quality existing widening as instructed on the field * Re-compact the existing subgrade in widening area. If the existing subgrade is unsuitable, add selected material (like WBM) from dismantling of the existing widening portion Reconstruct the widened portion to match the existing pavement * Regulate the existing pavement surface and existing widening (if not replaced) * Place overlay for entire width of the carriageway * Construct drainage channel outlets Construct shoulder filling to the specified width or to the edge of the existing roadway Ex-6 Scott Wilson / CES / IIIE  Karnataka State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summarv It is pertinent to mention here that the magnitude of the improvement option of major maintenance is very less compared to upgradation option and it is also restricted to improvements to the existing carriageways and additional existing widening. Other no less critical issues considered for environmental impact assessment are: * Options on Road Construction Materials * Options on Cross Drainage Structures * Options on Intersections on Roads for Upgradation * Options on Bypasses (a) Road Construction Materials Rocks, Natural Gravel, Sand, Fly Ash, Slag Iron, and Embankment Fill would be used. The sources have been identified and the quality of materials tested. These sources have been listed in Chapter Three. (b) Cross Drainage Structures The locations of all cross-drainage structures, like culverts, causeways and bridges, for every road link were listed. Whether or not these require repairing or replacement were also noted (c) Intersections on Roads All intersections with the roads for Phase I Upgradation and requiring improvement were listed. The intersections with the roads for Major Maintenance would be merged at grade. (d) Bypasses In the Inception Report, the Consultants had stated that the town survey and the issues concerning bypasses for the towns would be reviewed in the Second Phase of the KSHIP. Chapter 6 of the First Interim Report contains observations on a number of towns (see Appendix-G). In the Environmental Screening Report (Chapter 7 & Appendix-H - First Interim Report), the order of congestion within the towns with observations on possible solutions of such problems were noted. The Strip Maps for the SEA Report show the locations of urban congestion on the corridors under Upgradation programme. The information on where by-pass exists or has been proposed by the given town administration was also noted. It was found that in the locations where these are required, the bypasses have either been already constructed or are under. construction. 5. Analysis of the Alternatives Chapter Four describes the various altematives considered for selection of roads for upgradation and major maintenance. The highlights of the sieving process are: (a) No Project Option: This option appeared unacceptable. Several reasons were upper most to the GoK. The history of regional economic development in Karnataka reveals that the gains over the past few decades remained largely confined along the National Highway corridors. At the same time, investments for newer means for resource use were taking place over wider areas. The State Highways and some of the major District Roads, by acting as feeders to the centers of growth located on the National Highways. were found to be assisting these processes. Hence, the need for establishing proper feeder roads to the National Highways appeared a reasonable programme. The State has little resource to maintain the roads, not to mention upgrading these. Secondly, persistent deterioration of the road conditions made maintenance of regional network of transport difficult to sustain, notwithstanding the injury caused to the transporter. Ex-7 Scott Wilson / CES / IIIE  Kamataka State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summary (b) Strategic Option Studv: In order to formulate a policy for developing an effective network of regional roads. a Strategic Option Study (SOS) was carried out. The findings from this study formed the basis for initiating the KSHIP. (c) Initial Package of the KSHIP: Of the roads identified in the SOS Report that would deserve improvement, the GoK chose to examine the feasibility of 54 road links, their lengths totalling 2490 odd kilometers. The work of ascertaining feasibility was assigned to the KPCC. It is useful to mention here that following a recent decision by the Government to upgrade Corridor 12- Bijapur -Hubli to National Highway standards, a length of 193 km has reduced from the initial length of 1041 km. The major maintenance length of Phase I is about 848 Km. (d) Alternatives Suggested by KPCC: The Environmental Screening Report, placed in the First Interim Report, found two corridors (no. 10 & 13) unacceptable for any improvement. In addition, the EIRR analysis, placed also in the First Interim Report, indicated that these two corridors, 2 road links of corridor 1, 1 road link of corridor 4 and 3 road-links of Corridor-8 did not justify investments even for major maintenance. This reduced the Initial Package of the KSHIP to 46 road-links, totalling 2061- km. The EIRR also identified the road links justifying investment for Upgradation as distinct from Major Maintenance. An economic analysis was carried out for the unviable links following the reduced cost of construction obtained during detailed engineering of phase-I. The feasibility of the previously unviable links totalling to 428 Km was reworked and these road links were found to be economically viable. The PWD has included these road links under the Phase II major maintenance in November 2000. The PCC has carried out a reconnaissance survey for these new links in December 2000 and in the process has excluded about 56 Km passing through National Parks and Wildlife Sanctuaries and thereby reduced the total length of new major maintenance links to 372 Km. 6. Basic Attributes of Environment Chapter Five provides a comprehensive report on the environment of Kamataka, covering physical, biological and social elements in their essential details. This provides a perspective for relating the disjointed information on environment given in the Environmental Screening Report. This also provides understanding about the impacts that the KSHIP can apprehend from the physical locations of roads. Many of the major changes in the environment have been induced by the society. Some of these have arrested deterioration in the ecological system. Some have made the system increasingly vulnerable. Geoiogy, physiography, climate, drainage system and soil constitute the physical components of environment. Their interrelations have been shown. Presence of lead in roadside soil has been tested at 10 places and nowhere has the concentration been noticeable. Quality of ambient air and ambient noise levels were monitored at 16 stations for each. Except for SPM and RPM, no other pollutant has been above the permissible limits. Water quality was monitored at 3 locations and data on 7 other water bodies falling on the project roads were collected from CPCB. In addition, for 12 IMD stations, the prevailing direction wind was analyzed. Wherever required, maps have been included to show the patterns of regional variation. The biological environment covers bio-climate, ecological diversity, flora & fauna and the present status of forestland in Kamataka. The list of endangered biota of the State and the locations of National Parks & Wildlife Sanctuaries of Karnataka have been listed. Corridor IOA passes through Rajiv Gandhi National Park from PWD KM Stone 62 to the Kerala Border i.e. the end point about 500 m from PWD Km Stone 91, a distance of about 29 Km. Corridor 13A passes through Anshi National Park for a length of about 33 Km between PWD Km Stone 57 and 91. The PWD has decided to exclude the stretches passing through the National Parks and the Wild life Sanctuaries of both the comdors. These lengths are subject to revision following the odometer survey. Ex-8 Scott Wilson CES IIIE  Kamnataka State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summnary Social Environment deals with demography, land use and area under irrigation. locations of major market centres and the order of urbanization. Regional variation in any or all these aspects is pronounced. Karnataka occupies the 8"h place amongst the States of India with regard to population size. The average density of population in 1991 was 235 persons per square kilometer. The 101 types of Scheduled Castes together account for 16.38% of the total population of the State. Similarly 49 types of Scheduled Tribes account for 4.26% of the total population of Karnataka. Some 38.45% of population are classified as workers. The cultivators constitute 34.21% of the main worker population. The State has recorded a literacy rate of 56.04. This has assisted the people to adopt newer technology in almost all sectors of the economy. Two major vectors of economic development are discernible. One is related to growth in agriculture based on irrigation. The other is associated with urban-industrial formations. The substantive point to note in this regard is the progressive reduction of the earlier contrasts noticeable between rural and urban habitats. The dynamics of such change needs appreciation while selecting the roads for improvernent. The places of cultural and tourist importance in Karnataka falling on the road comdors or in nearby locations have been listed in the section on cultural heritage. 7. Impact Assessment and Mitigation Measures Chapter Six deals with these issues. Probable negative impacts of the KSHIP were examined in terms of four scenarios, namely I Impacts from Location; I Impacts from Project Design; * Impacts during Construction; and I Impacts when the roads would be operational. The major findings under each scenario are noted below. * Impacts from Location Whatever impacts the KSHIP roads might have had caused initially upon environment now appear as more or less adjusted. However, from the uses made of the resources, the environment appears to have changed, especially in terms of.the hydrological regime. This has, in many instances, caused damages to the road pavements. The major processes related to social uses of resources and contributing to change in environment are * Practices on gravity flow irrigation. arising from uncontrolled release of water to affect in turn the base and sub-base of road formations; * Formation of large reservoirs large dams, leading to rise in water table and collapse of road structures; * Roads used as an embankment for vater tanks and reservoirs, * Extensive deforestation, contributing to increased air-borne suspended particulate matter, parts of which get captured by the vegetation growing on the earthen shoulders. leading to rise of shoulder-level in relation to that of the carriageway; * Improper road drainage systems, arising partly from inadequacy in the original road designs for drains and cross-drainage structures and leading to deterioration of the road fornations; and * Growing mining economy. contributing to high axle-load traffic, which has been in many instances greater than the bearing capacities of the old roads. The road links suffering under such stresses have been identified. The required mitigation measures are Ex-9 Scott Wilson X CES / IIIE  Karnataka State Highwavs Sectoral Environmental Assessment Report Improvement Project Executive Summary * Raise the height of the so affected roads to save the sub-grade from being contaminated by groundwater; * Establish fairly deep cut drains along the outer edge of the right of way of the so selected road links; * Pave the shoulders wherever possible or keep the earthen shoulders free from vegetative growth; and * Restrain the truckers from over loading. Impacts from Road Designs The design criteria for roads under upgradation and major maintenance programmes have been noted in Chapter-3 of this report. The suggested specifications appear reasonable, although the thickness of the different components of the road-formation would under go modifications in tune with the bearing strengths of the available materials. Careful supervision is warranted while using the diverse materials. The objective of supervision would vary according to the quality of the available construction materials and their sources. The pertinent elements of caution are * Availability of gravel and the nature: It is abundant in distribution, but occurs with clay fractions; * Locations of borrow materials: By practice, these get located near the construction site, but do not necessarily yield good quality materials, especially in the tracts with black cotton soil; * Availability of fly-ash: The major source is at Raichur, which location is rather off-centric in relation to the project roads and would, thereby, offer use only some of the road links; * Availability of iron slag: The major source is at Bhadrawati near Shimoga, but the amount is rather limited; * Re-use of the excavated road formations: Disposal of the bitumen contaminated parts need careful attention; and * Location of stone crushers: By practice, these are located at the mine heads and restrict, thereby, gainful use of the fines as fillers. Other major impacts from road design would emerge in the shape of land acquisition, tree felling and eviction of encroachers. As stated earlier, these issues are to be handled through Land Acquisition Plan, Forestry Plan and Rehabilitation Action Plan. In this context, the design of avenue plantation should be carefully considered. The utility of avenue plantation in confining the distribution of air-bome pollutant is well known. As noise barrier, some interesting results were obtaining through monitoring, which would help in mixing trees and bushes for avenue plantations. The findings are placed in the table below: Table 5:Effects of Vegetative Screen on Noise Level (Noise level: Value in dB(Leq) b tween 0600 & 1400 hours) Location Avenue Plantation Value Facing Road Behind Plantation (10 m from the edge of the road) Link-2A: Near Bijapur No vegetation 64.4 61.5 (Open Area) Link-lF: Near With Trees only 59.1 56.3 Aminagad Link - 3A: Near With trees and thin 59.4 52.5 Jamkhandi shrubs I __ Link-lF: Near With dense shrubs 71.2 60.1 Aminagad (Prosopis jutliflora) Ex-10 Scott Wilson. CES' IIIE  Kamataka State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summary As recommended by the MOEF, the most effective species to absorb the various elements of traffic related pollutants are. Azadirachta indica (bevu or neem), Tanzarinduis indica (hunsemara or tamarind), Ficus ben ghalensis (aladamara or banyan), Terminalia chebula (Hallalemara or atun) and Dalbergia sissoo (White beete or shisham). The most effective sound barrier has been Prosopisjuliflora (Bellaryjalli). This has been widely used in the existing roadside plantations. This species grows on all types of soils and responds by profuse shoot formation after repeated pruning. The wood is very suitable as fuel. It sells as such at a rate of more than 80 paise per kilo. a Impacts during Construction Several types of negative impacts upon environment do happen during construction of roads, primarily due to negligent practices. Responsible supervision is needed to avoid and to mitigate such adversities. The contexts of such impacts are noted below: * Impact on Land Resources * Impact on Soil Quality * Impact on Water Resources * Impact on Water Quality * Impact on Air Quality * Impact on Noise Level * Impact on Biological Environment * Sanitation and Waste disposal * Other impacts The required mitigation measures have been spelt out in this chapter. Since the negligent road contractors generally cause such impacts, the mechanism for controlling them have been specified in the Bid Document for Environment Protection and has been placed in Chapter Eight that deals with Environment Management Plan (EMP). * Impacts during Operation Phase The operation phase impacts mainly arise due to vehicular movements. These can be grouped as follows - Impact on Land Use, = Impact on Air Quality, Impact on Noise level, * Impact on Biological Resources, * Accident Hazards and Safety, and * Aesthetics * Impact on Land Use The circumstances of impacts and the required mitigation measures have been discussed in details. It may be noted that the above analysis of the probable environmental impacts would not equally apply on the two types of projects that the SEA Report covers. The guiding rule in this regard would be as follows: * For the project on Upgradation of roads, the entire coverage in this chapter shall apply. This would include impacts from location, impacts from design. impacts during construction and impacts during operation. * For the project on Major Maintenance, only the impacts during construction phase and Operation phase would apply. Impacts from location and from design will not apply. The reason for applying the above distinctions between the two types of projects is easy to comprehend. Ex-I I Scott Wilson / CES; IIIE  Karnataka State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summary The Environmental Screening Report showed that none of the road links. if chosen for major maintenance, would cause any adverse impact upon the given environment. Although the suggested design for roads under major maintenance does not rule out the possibility any tree-felling, it should be mentioned that while preparing the SEA Report, no ground for sustaining such an apprehension was discovered. For these road links, the existing carriageway width would be maintained and no improvement of alignment would be considered. However, during removal of the old pavement and construction of new pavement would cause environmental impacts. 8. Public Consultation The issue on public consultation is the subject area of Chapter Seven. Consultations were carried out in three stages, namely * Unstructured consultation during Environmental Screening * Unstructured consultation during Monitoring Ambient Air Quality & Noise Level * Formally announced Joint Public Consultations with Social Impact Analysts The major findings are the people consider that * Regular repairing of any road is certainly desirable; * Widening of road would reduce traffic bottlenecks during rainy seasons as the heavy trucks dare not use the earthen shoulders; * As the road contractors generally do not deploy local labour, they must take back their own labourers after completion of works as a means to reducing social tension; - Maintenance of avenue plantations should be entrusted upon the local village panchayats; * Azadirachta indica (neem) and Tamarindus indica (tamarind) are the preferred tree- species for avenue plantation; * Ficus benglhalensis (banyan) is not preferred as it spreads roots and branches onto the neighbouring agricultural land; * Prosopisjuliflora is a preferred bush as it yields good fuel wood; and * A more compelling need above road construction is to develop fuel wood plantations. Comparison of the public responses between the informal and formal meetings decidedly indicates that on issues conceming environment consultations should be informally structured. * The Stakeholders' Meeting The KPCC requested the PIU to convene a meeting of the stakeholders as a part of the public Consultation process. The PIU thought that the stakeholders shall represent the local agencies like, the State Pollution Control Board, District Administration, the NGOs, Project Affected People and the population at large. This meeting was held, but with an accent on Rehabilitation Action Plan that the Consultants on Social Impacts are carrying out. None of the issues concerning Environment Management Plan were raised in this meeting. * Public Disclosure for EIA Report It is of particular importance to note that the Rules formulated under the Environment (Protection) of 1986 stipulate that Public Disclosure of the EIA Report would be required under the aegis of the State Pollution Control Board. The listed stakeholders in the given Rule should be drawn form the Project Affected Area. This Rule is given in Schedule 4 of the Gazettes Notification, dated 10Ih April 1997. This is applicable in case the Project promoter applies for clearance to the MOEF. If the Project comes under the purview of this statute it means that two meetings for Public Disclosure are to be scheduled by the PWD, each one for the two phases. In addition to the legal requirements, the PWD has decided to disclose the Report and make the executive summary available to the public at all the taluks and district headquarters of the project roads in public buildings like the District information centre, Public libraries and the District PWD office. Ex-12 Scott Wilson / CES / IIIE  Kamataka State Highwavs Sectoral Environmental Assessment Report Improvement Project Executive Summarv PWD PIU has conducted formal public consultations in the month of October 2000 in all the district headquarters of the Phase I upgradation corridors. The interesting part of these formnal public consultations was the participation of many Non Governmental Organisations (NGOs) and the positive interactions between the government agencies, the NGOs and the public including the PAPs and the local populace. These public consultations were the first in the series of public disclosure planned by the PWD. The audience was well informed as all the information related to the Project was already available a month in advance in the respective Taluk Offices in Kannada as well as in English. Based on the above observations the PIU-PWD has taken a pro-active approach to address the issues of public concern in rural settlements and areas with bad road geometry. In villages and semi urban settlement where alignment changes cannot be undertaken, the design speed has been reduced and adequate road signs will be installed to forewarn the road users. The PWV has also adopted a pro- active approach for coordinating with other government agencies in providing sanitary and drainage facilities in the roadside villages. 9. Environment Management Plan For any project that needs environmental clearance, a designated authority of the MOEF reviews the request and, if satisfied, issues an environmental clearance letter. This letter is to be seen as a conditional agreement between the project proponent and the Govemment, wherein the project proponent declares that all care would be taken to avoid causing unnecessary damage to the ambient environment while implementing the given project and the Govermment accepts it. This assigns upon the project proponent some specific responsibilities, for the discharge of which a plan has to be prepared and submitted at the time of placing the request for environmental clearance. This plan states the procedure and the manner in which the project proponent would carry out the management of environment in the context of the given project. This is called the Environment Management Plan (EMP). In Chapter Eight the contents of EMP based on the SEA Report have been detailed out. The Environment Management Plan summarises the environmental impacts of the project and presents measures, which will be implemented to mitigate the adverse impacts of the project and to enhance the positive outcome of the project. More specifically the EMP includes the following components: e Environmental Impacts and Mitigation Measures * Capacity Development-Implementing organisation of EMP * Monitoring Implementation of EMP and reporting; and * Training on environmental management. * Environmental Impacts and Mitigation Measures The primary impacts due to the project and their consequent mitigation measures have been discussed in brief in this section. The primary impacts have been listed below. * Raising of Embankment for upgradation component * New pavement for both upgradation & major maintenance components * Gravel and Borrow pits for both upgradation & major maintenance components * Use and disposal of excavated material for both upgradation & major maintenance components * Land Acquisition for upgradation component * Avenue plantation and Afforestation for both upgradation & major maintenance components * Accidents and Road safety for both upgradation & major maintenance components . Impact on Air quality and Noise level for both upgradation & major maintenance components Impact on water resources and water quality for both upgradation & major maintenance components Sanitation and Waste Disposal for both upgradation & major maintenance components Aesthetics for both upgradation & major maintenance components Ex- 13 Scott Wilson / CES /1 IE  Kamataka State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summary * Capacitv Development Implementation of mitigation measures would be possible if an Environment Management Plan Implementation Unit (EMPIU) is developed and assigned with specific responsibilities with regard to * Monitoring progress of the project as per planned schedule of activities * Exercise control over the contractors of all descriptions appointed for the given works * Assist the Supervisor Engineer by providing appropriate solution of engineering problems for implementing the prescribed mitigation measures * Documenting the experience of implementation processes * Preparation and use of training materials for the Public Works Department of the Govemment of Karnataka incorporating the experience of implementation processes and other relevant issues concerning protection of environment * Maintaining effective interfaces with the other relevant institutions in the context of the works. The PWD of the GOK does not have any established EMP Implementation Unit. Under the circumstances, the Project Implementation Unit (PIU), set up for working with Project Coordinating Consultants (PCC), would be the best available organisation to supervise over the implementation of the environment management plan. By virtue of its continued association with the PCC, the PIU will be fully acquainted with the considerations behind project formulation at all stages. The PIU, with appropriate strengthening, should appear competent to act as the EMP implementation Unit (EMPIU). The PIU and PWD have decided to form this EMPIU for efficient implementation of the EMP. The EMPIU shall be a specific functional unit under the Project Director of the PIU. The EMPIU shall be headed by a Senior Environment Engineer (of equivalent level of an Executive Engineer of the GOK) and have three wings, the functions of which are stated below: > Environment Mitigation & Monitoring Wing - to be headed by the Senior Environment Engineer himself and supported by required numbers of Assistant Environmental Engineers; > Forestry & Environment Enhancement Wing - to be headed by an Assistant Conservator of Forest and Range Forest Officers in the respective Executive Engineer's Divisional office t- Documentation of Monitoring & Training Wing - to be headed by a Training Manager. This wing will be under the Senior Environmental Engineer. All these three wings of the EMPIU shall maintain close interaction and co-ordination between themselves as well as with the other Divisions of the PIU. To begin with, the PIU is planning to appoint four Assistant Environmental Engineers at each Executive Engineer's office and four Range Forest Officers at the divisional offices and two Range Forest Officers at the PIU office. Considering that the PIU does not have any expertise in environment management including monitoring, supervision and training, the required expertise will need to be hired, preferably by appointing a Consulting Firm for an initial period of two years. This contract may be extended for one more year on satisfactory discharge of responsibilities, documentation of findings and training, and close interaction with the other relevant Divisions of the PIU, especially, the Divisions for Inter- institutional Co-ordination, Financial Control and Social Development & Resettlement Committee (SDRC). It is, however, necessary to note that the expertise on forestry would be available from within the PIU. Since the uninitiated new members of the EMPIU will not be having any exposure to environmental management in road projects, the EMPIU staff will gain thorough hands on experience by interacting with the Consulting firm. The GOK will strengthen the EMPIU by appointing additional relevant personnel in a graded manner in two years and expose and educate them by their constant association and interaction with the consulting firm. The EMPIU can take over from the Consultant in the end of the second year in its full strength and carry out the tasks under EMP implementation independently. The EMPIU shall have the following powers Ex- 14 Scott Wilson / CES / IIIE  Kamataka State Highways Sectoral Environmental Assessment Report improvement Project Executive Summarv * Have access to all documents on the formulated project; * Have access to all Government Orders issued for the appointment of and the conditions stipulated therein for all Contractors and the Supervision Consultants; * Have access to the records maintained by the Contractors, including that of the Consulting Supervisors; * Freedom to inspect the works under execution; * Record the circumstances requiring application of alternative cost-effective mitigation measures; * Appoint specialists to monitor unanticipated social and environmental problems and to obtain from them the appropriate solutions thereof; * Prepare environment monitoring reports on works under execution at regular intervals; and * Undertake any other tasks arising from and related to the above. * Role of the Functionaries 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 works should be seen as a major objective of management. On receiving the approved EMP together with the documents appended thereto, the EMPIU shall note down all tasks and sub-tasks derivable thereof and to sequence its own activities in consonance with the schedule of construction activities. The EMPIU should also require the Consulting Supervisors to prepare similar schedules of works. Failure to achieve such concordance would impair progress and, ultimately, invalidate the EMPIU. The major functionaries, extemal to the EMPIU, are the contractors and the Consulting Supervisors. It is particularly important that the team of Consulting Supervisors includes an Environmental Engineer. The Contractors' responsibilities in matters related to protection of environment shall be a part of the Bid Document. The Consulting Supervisors shall be held responsible for any deviation caused by the Contractor. The conditions have been comprehensively defined for inclusion in the Bid Document. - Record Keeping on Implementation of the EMP Monitoring implementation of the EMP would be necessary during both construction and operation phases. Equally important is record keeping for its utility as a statement of experience on implementation of EMP for subsequent use by the PWD. For its complexity, the procedures to be followed for monitoring during the construction phase are first described. During Construction Phase The Supervisor Engineer shall monitor the functioning of the Contractor with a view to ascertaining that the Contractor has indeed been performing his tasks in accordance with the conditions in the Bid Document. The EMPIU shall prepare a report based on its own system of monitoring to record the manner in which the EMP is being implemented. This monitoring report should cover, as far as practicable, the same period in the latest Progress Report prepared by the Supervisor Engineer. Copies of both these reports should maintained as records by the project proponent. Prior permission of the EMPIU would be required for modifying any element of the approved design when considered necessary. The conditions stipulated above shall be binding upon the Supervisor Engineer. He should, therefore, submit his proposals well in advance to avoid causing delay in project implementation. The EMPIU shall periodically ascertain that the required advance planning has indeed being done by the Supervisor Engineer. The Contractor for materials supply should identify, in consultation with the EMPIU, the stone quarries and the borrow areas for sourcing the respective kind of materials of pre-approved quality. Ex-15 Scott Wilson / CES / IIIE  Karnataka State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summarv The EMPIU should not allow development of borrow-pits within the established ROW to avoid increase in materials requirement at the time of expanding the carriageway in future. The procedure for restoration of the borrow areas has been noted in the conditions in the Bid Document for protection of environment. Regarding the locations for installing stone-crushers, the EMPIU has to opt between work-site and quarry-site, both offering advantages as well as disadvantages. Since the stone-crushing process leads to the formation of stone granules, its disposal at the quarry-site would lead to dumping of this valuable material. At the work-site, the granules can be gainfully utilised as fillers. At both the locations, the measures noted in the conditions in the Bid Document for protection of environment on air-quality must be implemented. On completion of the construction phase, the EMPIU shall submit a detailed statement on the measures taken as proof of compliance with the approved mitigation measures considered for issuing environmental clearance. This report after scrutiny shall be forwarded to the institution granting the given environrnental clearance with a request to certify that compliance has indeed been effected. This certificate on receipt should be preserved in the office of the Project Proponent for future reference. The stone quarry or quarries identified as source(s) would be required to implement the necessary mitigation measures on noise and air-quality noted in the conditions in the Bid Document for protection of environment. On completion of the Construction Phase, the assets created from the project shall be handed over to the Project Proponent, i.e., the Public Works Department, GoK. With this, the responsibilities of the Supervisor Engineer and the Contractor(s) would cease. The EMPIU would again emerge as responsible for overseeing the implementation of the mitigation measures of the post-construction phase. During Oneration Phase The potential impacts during the operation phase are of diverse kind, not all of which fall within the jurisdiction of the Public Works Department. Hence, its responsibility shall be to oversee that the other appropriate agencies of the State implement the specific mitigation measures falling within their respective jurisdictions. The EMPIU, for this purpose, should initiate some pro-actions to alert the other agencies in this regard. The domains of pro-actions are described below. A major area of concern would be with the future needs for widening the project roads. This need can be addressed if the established ROW is wide enough to allow addition of two lanes, as and when required. The required pro-actions in this regard are as follows: ' The EMPIU, through the PWD, shall request the Government of Karnataka to allocate necessary funds to establish progressively ROW of minimum width of 30-m for all the State Highways, starting with the Project Roads. On receipt of the required funds, action should be taken for land acquisition at appropriate locations. ' Considering that the widths of the existing ROW are wider than 30-m in many stretches, the EMPIU should remain ever vigilant about wrongful encroachment on the currently vacant stretches of the ROW. On detection of cases of trespass, a first information report (FIR) on it should be filed with the local Police Station. Trespass is a cognisable offence as per the Indian Penal Code, by virtue of which eviction of the trespasser(s) becomes an obligatory function of the State. Therefore, immediately after filing the FIR, the matter should be reported to the concerned District Magistrate for appropriate action. leading to restoration of the original rights of the Public Works Department. o Considering that adequate funds to acquire the required land may not be available at one time, the EPIU should seek application of the relevant provisions in the Town & Country Planning Act with Ex- 16 Scott Wilson / CES / IIIE  Karnataka State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summary regard to the State's right to prescribe set-back for buildings with reference to the outer edges of ROW of public roads. The Department of Town & Country Planning. GoK is the appropriate agency for implementation of the prescribed norm for setback. The fall-out of this pro-action would provide elbowroom for acquiring open spaces to meet the future needs for wider ROW. ; The town municipal organisations as well as the Traffic Police Department can be requested by the EMPIU as a part of their pro-action commitments to install traffic control facilities towards ensuring public safety. * Ambit of Monitoring Monitoring refers to the records of actions taken to check the status of objects at pre-defined time. When monitoring is done with regards to any works, the records indicate whether progress is being achieved as planned. Monitoring done of the status of a given object yields base-line data for comparison of the status of the same object at a later time point. In the context of environment management, monitoring the quality of some sensitive components of environment is necessary. These are * Ambient Air Quality, * Ambient Noise Level, - Water Quality, and - Avenue Plantations together with Compensatory Afforestation. Monitoring shall be carried out during three phases of the project, such as * Pre-construction Phase, * Construction Phase, and * Operation Phase. Competent firms in the pnrvate sectors can be deployed for recording the measurements on the given components of environment in all phases. However, it is recommended that the agency should be identified on specific advice of the State Pollution Control Board. The Consulting Supervisors would be the competent authority to appoint such extemal agencies and specify to them, in consultation with the EMPIU, the exact locations of the desired observation stations. The EMPIU should also check whether the appointed agencies are indeed carrying out the specific tests over pre-specified dates at specified locations. The data collected through the procedure prescribed above should be stored after adequate indexing within the EMPIU in a manner where retrieval of specific files would be easy. * Training for Environment Management The basic strategy should be to stimulate development of the process of conscious recognition of environmental issues within a clearly defined task-environment. One could initiate this process by exposing a select group of the staff of the Public Works Department formally placed within a task environment, where their accountability for implementing measures for the protection of environment are fully spelled out. Competent performance therein would convince this select group about the utility of moderating the normal work-procedures by intemalising sensitive appreciation of the underlying environmental considerations. Such a group of individuals can then be given the charge of active dissemination of the culture of environmental consciousness within the rest of the organisation. This select group is the EMPIU. The proposed structure of the EMPIU contains a wing called the Documentation of Monitoring & Training headed by a Training Manager. This service will also be obtained through a contract with a suitable Consulting Firm for an initial period of two years. This term can be considered for extension Ex-l 7 Scott Wilson / CES / IIIE  Kamataka State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summarv on satisfactory performance in terms of instilling awareness about environment management within the Public Works Department. For organising training on environment across the Public Works Department, the EMPIU will need to meet certain conditions, the nature of which are: (1) The Training Manager shall appoint a facilitator to prepare the casebooks out of the records prepared by the EMPIU. (2) The EMPIU will prepare the annual programme of training to be run through workshops. (3) The EMPIU will prepare a programme of Special Lectures on environmental issues to be delivered by persons with proven expertise at the national level to deliver those before the staff of the PWD. (4) Special Lectures will also be organised by the PIU for the PWD staff to develop awareness about accountability in environment management. At the end of the third year of running the above listed action-programmes, a comprehensive evaluation of its total impact on the practices of the Public Works Department on environmental issues will be carried out. This evaluation shall be done by nationally recognised institution(s) as Consultants. The review of the Evaluation Report shall yield the need for introducing changes in the training schedules. a Integration of EMP with the Project The EMP is an integral part of the Project and an important component, which is to be implemented simultaneously as the project proceeds. The necessary linkages established with the various project components during the different phases of the project as noted above will have to be executed and supervised for effective and efficient environmental management and timely completion of the project. The budgetary allocations for EMP implementation should be a part of the project costs so that the EMP will receive funding and will necessitate proper supervision and monitoring of the various components and training required for developing capacity and expertise within the Department. The EMP has been made specific to the project requirements taking into account the environmental impacts and their respective mitigation measures. Although the conditions in the Bid Documents are specified, the entire document on EMP shall be made a part of the contracts for implementation of the project. The PWD of the GOK has to discharge responsibilities by 1) Making the EMP an integral part of the project in all respect 2) Providing ever vigilant support to the training programme 3) Assisting the EMPIU to liaise with the relevant interface institutions. The Project includes roads for upgradation as well for major maintenance. It is, useful to state some of the major issues of EMP for the maintenance component of the project. The proposed road maintenance component would involve * Removing of high shoulders, * Removing and strengthening of poor quality formation (which may include widening), and * Laying of asphalt overlay. The final formation would include Im of soft shoulder on each side. Where necessary, the maintenance will also include replacement and lengthening of the culverts. To ensure that the environmental protection measures are properly implemented during the execution of the maintenance component, it would be necessary to incorporate the main principles of Environmental Management Plan into the design and contract specification of the road maintenance component. This means that the maintenance component would include Ex-18 Scott Wilson / CES / IE  Kamatak-a State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summary > Provision of Im soft shoulder on each side of the road. > Provision of tree plantation along the road, > Proper handling, disposal and rehabilitation of excess black-top material excavated from the roads, > Provision of safety signs during the construction and implementation of the maintenance component, Proper location of asphalt plants and installation and use of pollution control equipment on such plants, > Rehabilitation of borrow areas (where used), > Use of only those quarries licensed under the Air Pollution Control Act and > Environmental supervision to ensure the implementation of the EMP. In addition, if the proposed maintenance roads pass through or near sensitive locations, such as wild life reserve or sanctuaries, wetlands, coastal zones, etc., the PIU/PWD would take additional mitigation/management measures as per the Bank/MOEF requirement. Ex-19 Scott Wilson / CES / IIIE  Kamataka State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summary Figure 1: Phase I and Phase II Project Roads Improvement Legend For Phase-I iW Upgradaon = o Maintena Improvement Legend For Phase-ll Upgradation -ZZMajor Maintenance rda nomnd ulbarga Bijapu s ' pu r 6 khand * ' alpr ghikodi7:" 1. ,) ). * A.P. Border n g93ri $;g alkot (,,1 j> .Kumbht'd LeNargud ur oY ellapqr * f<