-T-ink Route   NATIONAL HIGHWAYS AUTHORITY OF INDIA
Ancienl India (300 BC)
(Rap Marg-Mauryan)
' I- 
'4.          \Grand Trunk Road Project
Consoliatid
Northam Trunk Routes
(I Sth Century AD)
(Sarak-e-Azam)
E432
Volume 3
Northern Trunk Road        A  r.
19th Century AD
(G.T. Road)
t cE        ~,    ;     -W                               - 
-  ----;  <x>i            DRAFT REPORT    .
Proposed Trunk      ~~
(2007 A.D.)                 -
; SM
Lea Associates       t   Asia Pvt. Ltd.
FILE COPY



TABLE OF CONTENTS
1.    THE GRAND TRUNK ROAD PROJECT .........................................  1-1
1.1   Overview ........................................                    1-1
1.2   The Grand Trunk Road Project ........................................  1-1
1.3   Overall Scope Of Project Works ........................................  1-2
1.4   Proposed Improvement Of The Project Highway ........................................ 1-3
1.5   Environmental Impact Assessment ........................................  1-3
1.6   EA Process For The Project ........................................  1-4
1.6.1  EA Methodology - G TRP.1-5
1.7   The Assignment ....................................                  1-5
1.8   Structure Of The Consolidated EIA Report ....................................  1-6
2.    PROJECT DESCRIPTION ...................................                 2-1
2.1   The Grand Trunk (GT) Road         ..               ................................. 2-1
2.2   History Of The Grand Trunk Road            .    .    .    ....................... 2-1
2.2.1 1500 B.C    ..2-1
2.2.2 4th Century B. C           ..2-1
2.2.3  3rd To 5th Century AD         ..2-2
2.2.4 7th Century AD            ..2-2
2.2.5 16th Century AD            ..2-2
2.2.6  16th To 18th Century AD         ..2-3
2.2.7 British Period           ..2-3
2.2.8  Post-Independence           ..2-3
2.3   Contract Packages - NH-2              .     .     .     .......................... 2-3
2.3.1 Package I..                                                        2-4
2.3.2    Package II (Contract Package IIB)   ..2-4
2.3.3 Package IV    ..2-5
2.3.4    Package V (Contract Package VB)      ..2-5
2.4 The Existing Grand Trunk Road          ..2-5
2.4.1 Traffic    ..2-5
2.4.2 Right Of Way    ..2-6
2.4.3 Cross Section             ..2-7
2.4.4 Pavement    ..2-7
2.4.5    Road Inventory         ...............                       ..... 2-7
2.4.6  Accidents & Safety          ..2-8
2.4.7  Community Facilities         ..2-8
2.5 Traffic Projections.                             .        ... 2-8
2.6 Alignment Proposal                          ....2-9
2.6.1 Package/A ..                                                       2-9
2.6.2 PackageIB ..                                                      2-10
2.6.3 Package IC ..                                                     2-11
2.6.4 Package IIB ..                                                    2-12
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2.6.5       Package IV ...............................................                                   2-15
2.6.6       Package VB ...............................................                                   2-16
2.7     Other Proposed Features .................................................                           2-18
2.7.1       Bridges ...............................................                                       2-18
2.7.2       Pavement Options And Structure ...............................................               2-18
2.7.3       Enhancement Of Inventories ...............................................                    2-18
2.8     Benefits Of The Project .................................................                            2-19
2.8.1       Macro-Economic Benefits ............................................... 2-19
2.8.2       Local Level Benefits ............................................... 2-20
3.       POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK .................................... 3-1
3.1  Institutional Setting For The Project .                                                                  3-1
3.1.1   The National Highways Authority Of India (NHAI)  .                              .3-1
3.1.2  Project Implementation Units                          ..3-2
3.1.3  Environmental Unit At The NHAI Corporate   .                                 .3-2
3.2  Institutional Setting In The Environmental Context                              ....                     3-2
3.2.1       Ministry Of Environment And Forests (MoEF)                      .         ............................ 3-3
3.2.2       MoEF Regional Offices                      ................ ............................. 3-3
3.2.3       Central Pollution Control Board (CPCB)                     .................................. 3-3
3.2.4       State Pollution Control Boards (SPCB)                     .................................. 3-3
3.2.5       Departments Of Environment And Forests (DoEF)                       .        ......................  3-4
3.3  Environmental Clearance Requirements                                    ....3-4
3.3.1  Gol Requirements                           ..3-4
3.3.2  State Level Clearance Requirements                                         .            .3-5
3.3.3  World Bank Requirements    ..3-5
3.4 The Legal Framework                              ..3-6
3.4.1       The Forest (Conservation) Act, 1980                     ..                 ........................ 3-6
3.4.2       The Environment (Protection) Act, 1986 And The Environmental Impact
Assessment Notification, 1994                    ........................................ 3-6
3.4.3       The Wildlife (Protection) Act, 1972                   ...................................... 3-6
3.4.4       The Water And Air (Prevention And Control Of Pollution) Acts . ................ 3-7
3.4.5       The Motor Vehicles Act, 1988                     ......................................... 3-7
3.4.6    The Ancient Monuments And Archaeological Sites And Remains Act, 19583-8
3.4.7       State Level Legislation And Other Acts                    ............................ 3-8
3.5     Clearance Requirements For The Project ....................................              . .    ...   3-8
3.5.1       Clearance Requirements For This Project                      ................................ 3-8
4.    METHODOLOGY .........................................                                                      4-1
4.1     Study Methodology ..........................................                                          4-1
4.1.1       Review  Of Individual EIA Reports ............................. 4-1
4.1.2       Environmental Baseline Status .............................                                    4-1
4.1.3       Assessment Of Potential Impacts .............................                                  4-1
4.1.4       Environmental Monitoring And Analysis .............................                            4-1
4.1.5       Mitigation Measures Of Pollution Control .............................                         4-2
4.1.6       Transplantation Of Trees .............................                                         4-2
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4.1.7    Environmental Enhancement Measures .......................................  4-2
4.1.8    Performance Indicators And Monitoring Mechanisms ................................. 4-2
4.1.9   Institutional Setting And Capacity Building ....................................... 4-2
4.2 Field Surveys    ..4-2
4.2. 1    Environmental Monitoring Surveys ................................ : 4-3
4.2.2    Tree Transplantation Surveys ................................... 4-3
4.2.3    Specific Surveys For Environmental Enhancement Locations ..................... 4-3
4.2.4   Topographic Surveys ................... .......................................... 4-4
5.    EXISTING ENVIRONMENTAL SCENARIO ........................................................... 5-1
5.1   Meteorological Baseline .  .    .    ............................................................  5-1
5.1.1  Climate ...........                          .............. 5-1
5.1.2    Temperature                    ....................... 5-1
5.1.3    Wind                  .......................                   5-2
5. 1.4    Rainfall .......................   ..5-2
5. 1.5  Relative  Humidity                                  ....................... 5-3
5.2   Natural And Biophysical Environment           .....5-4
5.2.1   Air  ......................                                      5-4
5.2.2    Water: Hydrology And Drainage        .      .     .................... 5-8
5.2.3    Land ........................                                  5-14
5.2.4  Noise ...                                   ..................... 5-24
4.2.5  Flora ...                                   ..................... 5-26
5.2.5  Fauna ..................                    ...... 5-29
5.2.6    Human Use Values ......................                        5-32
5.3   Source: Individual EIA Reports, -Packages 1, 11, IV And V, GTRP ..    5-33
5.4 Ribbon Development                    .....                           5-35
5.4.1    Baseline Extent Of Ribbon Development Along NH2   .            5-36
5.4.2    Present Development Controls                                   . 5-37
5.5   ArchaeologicallProtected Monuments And Other Cultural Properties .    5-38
5.5.1   Other Cultural Properties ................................................................ ......... 5-41
5.6 Quality Of Life Values                      .....5-41
6. COMMUNITY CONSULTATION .6-
6.1 Introduction                  . . .6-1
6.2 Objectives                   . . .6-1
6.3  Community Consultation Process             . . .6-1
6.3.1  Local Level Consultations       ..6-2
6.3.2   District-Level Consultations ......................................................................... 6-2
6.3.3    State-Level Consultative Workshops ................... .        6-3
6.3.4    Public Consultation Sessions .................... 6-4
6.4   Community Concerns                ...                      .................. 6-7
6. 4. 1    Key Environmental Issues Raised By Participants . .           6-7
6.5 Addressal Of Issues .. .                                              6-10
6.5.1    General Mitigation Measures For Environmental Issues   .         6-10
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6. 5.2      Specific Environmental Issues Addressed                   ............................... 6-10
6.6     Plan For Continued Participation                                     ......................................... 6-19
6.6.1       Information Disclosure ......................................... 6-19
7.   ASSESSMENT OF IMPACTS                                 .......................... 7-1
7.1     Background .........................................,,,.,..,,,,. 7-1
7.2    Identification And Assessment Of Impacts                            .      .       ........................ 7-1
7.2.1       Meteorological Parameters ........................................................................ 7-1
7.3  Natural And Biophysical Environment                               .       .        .          .......... 7-2
7.3.1   Air                      . .............. 
7.3.2  Water Resources ............ 7-8
7.3.3  Land                         ............ 7-16
7.33.4      Noise Noi se Levels .............72..........3 ........... ...... ................. ... ........ 7-23
7. 3.5  Flora ......................................... ........   ........  ........ 7-27
7.3.6       Fauna ...     .................. ..          ..............................7 .................... ... 7-30
7.3.7  Human Use Values                          ...... .....                                      ... 7-31
7.4     Ribbon/lnduced Development .............................................................. 7-33
7.5    Archaeological/Protected Monuments And Other Cultural Properties ........ 7-38
7.5.1       Shrines And Sacred Structures .............................................................. 7-38
7.6     Quality Of Life Values .             .        ............................................................  7-41
7.6.1       Socio-Economic Profile ..           ............................................................ 7-41
7.6.2      Public Health And Safety  .............................................................. 7-41
8.       ANALYSIS OF ALTERNATIVES ...........................................                                8-1
8.1 The Grand Trunk Road Project    ..-1
8.2  With And Without Project Scenario                                ....-1
8.2.1  Without Project Scenario                        ..8-1
8.2.2  With Project Scenario.                                                                          8-2
8.3  Analysis Of Corridor Alternatives                                       ....8-3
8.3.1   Expressway Connecting Delhi And Calcutta    .                             .8-3
8. 3.2  Justification For Selection                     ..8-4
8.4    Alignment Modifications Due To Environmental Considerations                               .... 8-4
8.4.1       Rural Sections                  ......................................................... 8-5
8.4.2       Realignment Sections .......................................................... 8-5
8.4.3       Urban Sections ......................................................... 8-5
8. 4.4      Bypass   Locations                            ......................................................... 8-7
8.5     Minimisation Of Environmental Impacts ......................................,,,,,,,,,,,,,,..... .   .8-9
8.5. 1      Minimisation Of Displacement And Property Acquisition                                      8-9
8.5.2  Protection Of Water Logged Areas    .                                .8-10
8.5.3  Improvement Of Air And Noise Quality    .                              .8-10
8.5.4  Minimisation Of Tree Loss                        ..8-10
8.5.5      Avoidance Of Displacement Of Important Religious Structures, Public
Buildings ..              ............... 8-10
8.5.6       Increase In Road Safety .....................................................8...........   8-10
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8.6   Engineering Alternatives .................................................  8-10
8 6.1    Consideration Of Alternatives In Engineering Design ...-.8 ........... ....... ,-10
8.6.2    Analysis Of Construction Materials ............................................... 8-10
9.    MITIGATION, AVOIDANCE AND ENHANCEMENT MEASURES .9-1
9.1 Introduction                     ....9-1
9.2  Approach To Mitigation Measures                    ....9-1
9.3   Approach To Environmental Enhancements            . . . .9-1
9. 3.1    Elements For Enhancement        .. ............................ - 9-2
9.4   Measures Proposed                   .      .      .     ........................... 9-2
9,4.1  Meteorological Parameters         ..9-2
9.4.2 Air   ..9-3
9.4.3 Water   ..9-6
9.4.4 Land    ..9-12
9.4.5 Noise Levels             ..9-18
9.4.6 Flora    ..9-21
9.4.7    Protected Forest / Reserved Forest Areas..                       9-28
9.4.8 Fauna.                                                              9-30
9.5   Social Environment ...............                             .... 9-31
9.5.1    Disruption To The Community.... 9-31
9.5.2 Other Amenities            ..9-32
9.5.3 Garbage Dumping              ..9-32
9.5.4  Construction Sites          ..9-33
9.5.5  Bus Stops And Bus Bays    ..9-38
9.5.6 Rest Areas    ..9-39
9.5.7    Truck Parking Lay Bys                                            9-40
9.5.8    Community Resources (Wells/Tubewells/Hand Pump Etc) ..9-41
9.5.9  Kosh Minars             ........  , 9-45
9.6   Packagewise Description Of Enhancements .........................................    9-46
9.6.1    Truck Laybys             ..................            :         9-48
9.6.2    Bus Stops .................. 9-48
9.6.3    Water Bodies   .......          ........... 9-48
9.6.4    Landscape Plan ..................                                9-48
10.   CAPACITY BUILDING & IMPLEMENTATION ARRANGEMENTS.                        10-1
10.1  Mandate Of NHAI ................................. .                   10-1
10.1.1   Project Target ..................          ,                     10-1
10.1.2   Responsibilities .................................. , . , . , , .. 10-1
10.2  Existing Institutional Arrangements      ................................. 10-2
10.3  Need For Further Strengthening        ................................. 10-5
10.4  Proposed Set-Up ................................. .                   10-6
10.4.1 NHAI Head Quarters .10-6
10.4.2   Project Implementation Units (PIU) ............................  10-8
10.4.3   Construction Supervision Consultants .............................,,,.,,.,.. 10-9
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10.4.4  Contractors ..........                            , ... 10-9
10.4.5   Other Agencies                                                        10-9.......... ............................., , . .. 10-9
10.4.6   Facilities For The Environmental Cell .,, 10-10
10.5 Environmental Reporting System                . . .10-10
10.6  Internalizing Environmental Expertise In The NHAI       . . .10-14
10.7 Operationalisation                  .        .         .10-14
10,7.1   Identification And Appointment Of Staff . .......................... ............... 10-14
10.7.2   Procurement Of NGOs And Other Agencies .10-14
10.8 Training                     . . .10-15
10.8.1 Training Needs ..    10-15
10.8.2   Training Programme .................,   .,,,,,,,.... 10-15
10.8.3   Target Groups......  .........                   ,. .....,,,  .     10-15
10.8.4 Training Programme .10-15
10.8.5 Training Schedule .10-18
10.8.6 Imparting Training .10-19
10.8.7   Further Assessment Of Training Needs .      .     .    ,     . .... 10-19
10.8.8   Training Budget ...........,,,.,.,.,,       .,     .,.,.... 10-20
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1. THE GRAND TRUNK ROAD PROJECT
1.1 OVERVIEW
The National Highway-2 (NH-2) connecting Delhi with Calcutta is one of the most important
high-density corridors in the country. The 1400km long NH-2 falls In the Upper Gangetic Plain
in northern India and traverses through the states of Delhi, Uttar Pradesh, Bihar and West
Bengal. The NH2 carries between 12,000 and 33,0000 passenger car units (PCUs) daily (1998
estimates). Of which, a substantial part (48% to 86%) of the traffic is goods traffic. The traffic
volume on most of the sections is projected to grow up to 40,000 PCUs between 2005-2010 AD
and in some sections would be as high as 1,25,000 PCUs by 2015 AD. The existing highway Is
a two-lane caniageway, with traffic bottlenecks, vardous highway deficiencies as well as lack of
proper facilities; . To cater to such increased high volume of traffic, there is an urgent need for
capacity augmentation of the highway.
Capacity augmentation of the NH-2 is proposed under the Golden Quadilateral Project
(6500km highway joining Delhi, Mumbai, Chennai and Calcutta) of the National Highway
Development Programme (NHDP) of the Govemment of India (Gol). As part of the Delhi-
Calcutta section of the Golden Quadrilateral, the Deihi-Agra section (210km) at the west end,
and Barwa Adda - Calcutta section (278km) at the east end of the NH-2 have already been 4-
laned with assistance from the ADB. For the remaining sections, the following project are
proposed:
The Third National Highway Project (TNHP) involving 4-laning of 8 contract packages
between Agra and Barwa Adda, with World Bank (WB) financing (477km, under
implementation);
The Grand Trunk Road Project (GTRP) involving 416-laning of 7 contract packages between
Agra and Barwa Adda (422.8km, with proposed WB funding);
Etawah Bypass 4-laning project (1 3.6km, to be implemented with NHAI funding); and
Allahabad Bypass 4-laning project (87km, to be taken up in 2001AD with proposed WB
funding).
In addition, capacity augmentation and strengthening projects of Panagarh-Palsit (60km) and
Durgapur Expressway (65km) are planned on the earlier completed section between Barwa
Adda and Calcutta. The Durgapur Expressway project will be implemented on a commercial
(build-operate-transfer) basis.
All the above projects are scheduled to be completed by the last quarter of 2003AD.
1.2 THE GRAND TRUNK ROAD PROJECT
TNHP and GTRP are both located on the Agra-Barwa Adda section of the NH-2. For project
preparation, the Agra-Barwa Adda section was divided into 16 contract packages. Eight of the
16 contract packages were selected for TNHP, depending on the project preparedness,
progress on land acquisition and utility relocation. Of the remaining eight packages, seven are
proposed to be taken up under the GTRP. The Allahabad bypass (Contract Package III-B) has
not been included as part of TNHP or GTRP, will be taken up subsequently for construction by
NHAI with funding from the WB.
The scope of this Report involves a consolidation of the individual Environmental Assessment
reports and the Environmental Management Plans of the contract packages' A, B & C of
Hereinafter referred to as the "Package I-A", "Package l-B", etc.



Consolidated EMA Report
Grand Trunk Road Project
Consultancy Package I, B of Consultancy Package II, A & C of Consultancy Package IV, and B
of Consultancy Package V, prepared by primary consultants2.
Table 1.1: Contract Packages of TNHP and GTRP
Conkragt  Description                            Fhm          (Chainage)    Length (km)   Part oF Project
I - A     Agra- Shikohabad                       199.660      260.600       60.840       GTRP
l-B       Shikohabad - Etawah Bypass (start)     250.500      307.500       59.020       GTRP
Etawah bypass                          307.500      321.100      13.600        Etawah bypass
I - C     Etawah bypass (end)- Bhognipur         321.100      393,000       72.826       GTRP
11-A      Sikandra/Bh  nipur - Bhaunti           393.0W       470.000       61.600       TNHP
11 - B    Bhaunti - Fatehpur Border              470.000      38.000        6 1.330      GTRP
11 - C    Fatehpur Border- Khaga                 38.000       115.000       77.000       TNHP
l1l- A    Khaga- Kokhraj                         115.000       158.000      43.000       TNHP
ll- B     Kokhraj - Paharpur Village             158.000      245.000      87.000        Allahabad Bypass
Ill- C    Paharpur village -Raja Talab           245.000      317,010       72.000       TNHP
IV -A     Rala Talab - Mohania                   317.000      65.000        76.100       GTRP
IV -B     Mohania-Sasaram bypass                 65.0X        110.0W0       45.000       TNHP
IV-C      Sasaram bypass                         110.000       140.000      31.100       GTRP
IV-D      Sone River- Aurangabad                 140.000      180.0W        40.0w        TNHP
V- A      Aurangabad - Ranigan                   180.0CO      240.000       60.000       TNHP
V-B     I Ranigani - Barakatha                   240.000     1320.000       81.570       GTRP
V-C     I Barakatha- Barwa-Adda (Dhanbad)        320.000    j398.750        78.750       TNHP
Total GTRP                                                               422.780
Source: NHAI, 2000
Between Agra and Barwa Adda, apart from  the small stretch of Etawah Bypass (14km),
Allahabad Bypass (87km) is the only section that is not part of either TNHP or GTRP. However,
there is proposal to include this section in the next project financed by the WB (project
preparation under progress, and implementation expected to commence In 2002AD). In the
eventuality of implementing the Allahabad Bypass section from its own funds (or any other
source of financing), the NHAI had committed that the planning, design and implementation will
fulfil all WB safeguards requirements.
Detailed engineering design of the Etawah Bypass section is currently being undertaken by the
NHAI with a scope of work (as well as ToR for the consultants) similar to those of the TNHP and
GTRP in order to maintain uniform standard throughout the stretch of highway between Agra
and Barwa Adda. Given that the completion target of all the sections (including the 2 sections,
which are excluded from both TNHP or GTRP) is between 2003-2004 AD, there will be no
substantial time lag in operationalization of the various sections of the highway (including the
Allahabad and Etawah Bypasses)3.
1.3 OVERALL SCOPE OF PROJECT WORKS
The objective of the Project is to widen to four/ six lanes, the existing highway between Agra to
Dhanbad to meet the traffic needs for the next 20-30 years4. It entailed detailed analysis of the
present traffic, and future projections, pavement and soil conditions, materials available, cross-
2       The primary consultants responsible for preparing the Feasiblity Study, the Detailed Project Report, the
Environmental Assessment, and the Social Impact Assessment and the RAP were consortla led by Louis
Berger Inc. of USA (Consultancy Package I), Sverdrup CMI Inc. of USA (Consutancy Package II), SNC Laviin
Intemational Inc. of Canada (Consultancy Package Ill), COWI Consulting Engineers and Planners AS of
Denmark (Consultancy Package IV), and DORSCH Consult mbH of Germany (Consultancy Package V).
Even if there Is a (maximum potential) time lag between the completion of the TNHP and the GTRP stretches
on one hand, and the Allahabad and Etawah bypass on the other hand, traffic during this time lag will be
serviced by the existing 2-lane road through Etawah, and the existing 4-lane road through Allahabad.
The design life of a rigid pavement is 30 years, for flexible pavement it is 20 years
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Conso/dabtd EMA Rapolt
Grand Trunk RoedProject
drainage structures, environmental and social/resettlement features etc. The widening to four-
lane will be confined to within the existing Right of Way (RoW), avoiding land acquisition as far
as possible, except for locations where It is absolutely essential from traffic, engineering,
environmental and social aspects and where a diversion from the existing alignment is
absolutely necessary (for details, see Box 1-1).
Box 1-1 Scope of Work as stated in the ToR for Feasibility Studies and Detailed
Engineering Consultancy Services
'.. The proJect slretoh Is  proo   to be wi4dnen  fouor. lanle -winh. iUe  ting :RtiW evoiiglend  ucrliei  a* far
possie, except for IirSti whir prvioni iSt:i btsh, i; roas uii     ent rone- tmn   of,
junctions including pro*ibn of grade sepirto e*  anre o di  I abie i d Or ffd e -; ,    -
".>e seope will ownist mainlwidt ening l f : e htI  X baesto'for lae ithin the .RW  Intr  infiding
fixation of alignent, alnments oh    o        i                    f bny, required to, th e:isting
alignment, identifiartion and   oF  rlmbni of, siort-     M% iftction of oiOns    vi    ds,
*fnUtiWo, loc*ion and design of km pia5    - E                                        i
¶.rThe Consultat shal hll detaie afl d.tidq enireta itudy 5e]o4*oa 4fi ieit  stda is preilbe  $ti
and Word 8ink and Wiii make sultabai recorendati       prepar appopde: n     lAnand resefflemet
ation ilr¶. The Engonrkg desin of the 1oiect il bsot si                      - t eg
envimonwtel studWes.
...Scope of consublteny srvis wl irue ten     lily availale inialeei Se .aggreats;, sad grave, l .ash:
etc. to determine thaw suitabiy fot use in contrution of the prpoe  k:a4 W . .-:i:
SouWe: NHAI, Got.
1.4 PROPOSED IMPROVEMENT OF THE PROJECT HIGHWAY
The existing project highway (between Agra and Dhanbad) has a two-lane (2 x 3.5m)
bituminous carriageway, with paved/unpaved shoulders.  It is now proposed to widen this
highway by addition of a new 2-lane carriageway with paved shoulders and strengthening the
existing carriageway by overlays/rehabilitation/reconstruction (including, in places replacing the
existing  bituminous pavement by cement concrete rigid pavement).  It also  includes
repair/rehabilitation of existing cross-drainage (CD) structures on the highway and provision of
new CD structures on the new 2-lane cardageway. (For details on proposed Improvements, see
Chapter 2).
In addition to strengthening the existing carriageway, the project would improve the geometric
deficiencies including the improvement of the various intersections. The proposed improvement
aims at improving the riding quality, improving joumey speed and reducing congestion of traffic
on the highway. It is proposed to provide service roads, proper drainage, grade-separation, road
fumiture, utilities and amenities wherever required,
The project highway passes through 4 cities, 19 towns and 253 village settlements. To
minimize the adverse impacts on the various settlements and to minimize acquisition of land
and structure, short bypasses and realignments have been proposed. In all, a total of 12 short
bypasses have been proposed apart from the 20km long bypass at Sasaram have been
proposed. The total length of bypasses proposed on this highway is 73.16km (l.e., 17% of the
total length of the project highway).
1.5 ENVIRONMENTAL IMPACT ASSESSMENT
The scope of the Environmental Assessment (EIA) as envisaged in the Terms of Reference
(ToR) for the TNHP / GTRP, are detailed in Box 1-2 below.
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Box 1-2: Scope of Work of Environmental Analysis, Design and Management Action Plan
'..The tmain objctive of Environmental Analysis and Desin Is t             aImpnve n decision1 :mting and toi ensure that the
highway Imprement        nsoptionunder con"I eton                       000are1errbiron rntali  o.nd,! stnable  end "| oite to, the
develop entof environmental  fts:
...The scope of work cotplses  the following three main tasks:
...Envlronmentmll Analysis                                              l 
Cary!out a pImlminAar       ronm enal sce eninW  Af the  high   i    min  the    iu i             a  t
impact anid ensure. that ernionmental considerations are given i  adeuate weiht in the Weeictlon' and desligni! of ithe
prooed h         Imprivmenti is
*   Collct infrmatio  on edtirigenvirnmena   sen  cnIin   n  undrtkeenpelmia  evlutin   t th
hihghway     tedJor Im        tnord          ine the       sf t he etroim a        emeu r git  ignh
managemen Wtudies;                               ... .    I 
*00:  id tii  postive and negative imacts of. ipg raing thel Ihi wty   d pr- o    cost-effe  measre it enhance
postiv imact an toavod ad/r  miti.gat ~niW                                        ...pa...
* :igComplee the irelvn fEnvirmetl jAssessmn documentationfw Ills i:re^sptlvStat.-evel j:iGot0j ad :Worl
Bankeviromfental, reviewa end clagransi armd
* iqWCar t public consulttatio with ffed        a  NG ;s '
J,.Env  netiDesignK~
i-ii lXFroml fiEA iLidenlfyadverse :imnpacts wvan be preventd through ijud'icous deign chaes, identify aderse
Impacts such as soil erosion floding,los  tfre  cor, eto, wtlchc;uid be mgt   th h a               Wpprae
migaton measures suchl as d   t     plag   sila    of 3           r  rainagee cst-ective
prosasto. Impioementi,appropiaemilforand reailnsewst   prd   ncd ehanc  the awwloI tiefAta
86:  iquatity iheaong with Wy Ih a1sus I na e                    tmannet and i
*;- 4t Select strtches along with  the tiidhway,tj0 whIch provIde o itunit o !eIronimetl  eh    nt dan  the
developmen of oeffle i sanaie enrnmena "Sot.;-
'.EnvIronmnta ManaSgementtiA  Plani                Ii  l     .
0*  Prduce en implementati  sWue w d suwrvisoW prg amwh ass               d    t ad  tro ingpr          r
for the executlonof envmronent lmg ona sgnws;
*.:| Develp a progaformoitoring envronmentalimpat duin oosrcinal opereion tt0i:[t[4:004;020
Specfy   ehientents Wfr intfutnai stren gthini and tainintg 0end
: Recommend  an  further stiuldie os  en          antallIssues.whic  should  be Lidrtake   ding mhprojec
Implementln'
Souce: NHAI, Go!.i
1.6 EA PROCESS FOR THE PROJECT
The project preparation activities for the entire stretch between Agra to Dhanbad (presently
being implemented as two different projects - TNHP and GTRP) have commenced from early
1998. Incorporation and consideration of the environmental and social issues have been taken
up at an early stage of the project. The major steps in the EIA process adopted for the TNHP is
highlighted in Box 1-3.
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Consolidated EIA Report
Grand Trunk Road Project
Box 1-3: EA Methodology -TNHP
The environmental impact assement for each of the consultanc  ad*ges employed vareiteradve approach in which
environmental lsses have been dendfilleIn successlv lvels 0d00al and rpeilicty at each stepInthe pocess.
Preliminary Environm'ental and o     reening (OlM), A PA  !sudy,ef 'each 'of theCultny 'pac shad .e
carried out as part of the feiblityi, stud ,it categobise the conido 'ri sons be 6n envfronmeni 'rd soial sensi'Atyivt
and t deterrnineany slgnilfcant enrvnroental and Social Issues tinaetobe, eddr,             ,       ;
Documentation od  esellne condttIons: The potentially affecte drea (PI A) was dn   and t;he ,aseline conndtlos were'
documented.                                            I
Assessment of Potntial Inpas.a: Potential significabnt;lmpaca were Identified on the basis of an,analytical rlew of baseline
Integration  o ff Enirome'ntAl Assesn* in t"e Deaii l'               n ad en  jro     it ted
environmental and rtement and rehalion Isue and pIftmi"pte thi d e9 e          prSaios as sl fta In
allgnmenm based onr iwarenesi ,ol' the Ications oful dutUra res urlu .
AseSSivit M A-lt'emM-V      tr, At    ere  ntuv"!1016111Se tlhtiw  it  p     ! A        m mie iroaidmt -ais:
also undertake at  prO  the er etli m                  : ti  ;     as        ii
Correct ervironentl degradation                       ' m   n       ' e  ' 'i 4rin  1;i
CommnunitywConsult,e,tion: Con$ultatr, , i, nsvith c   of ficxis, *in¢les and pctanU'lOy a d perss ctinued through
Fe pro    and vil toritnue a$, th p  prcee, The      r*e 0 bi' mmuii and1 he0          ;          - ere
incorporad, as fras pssinbe1I the4  Oign and  n n,cto pr     plano t  prl' ';   Ng:'a-"
Environmental Manaaemnt Plns (IMP): An EMP:fbfreach    eowapackaOs deIling the teasures to be taken fcodr
the implementation of tze varioUi rneasures proposed. This includsth monitoringplan adivesdetal Of the sour:eS
budgeted and,the Implementation arrangements.
1.6. 1  EA Methodology - GTRP
The TNHP enabled the formulation of a sound EA process, wherein the Environmental
Assessment had been taken up as an integral part of the project preparation, and assigned due
importance. Being taken up in continuation of the TNHP, the same EA methodology has been
adopted for the GTRP as well. However, as a leaming from the experiences, in addition to the
EA process as adopted for TNHP, a further in-depth study of the following issues has been
carried out as part of the GTRP:
*   Addressal of direct and induced impacts on the various environmental components;
=   Specific designs for the mitigation measures provided;
Site specific enhancement designs for elements along the corridor, including cultural
properties, water bodies, bus stops etc;
* Redevelopment of borrow areas;
* Prediction of impacts due to the project on air 1 noise, and provision of mitigation measures;
* Traffic management plans during construction; and
* Monitoring mechanisms and indicators during construction and operation periods.
1.7 THE ASSIGNMENT
As has been discussed in the previous sections, the individual consultants have carried out the
Environmental and Social Assessments. The Environmental Assessments have been carried
out in accordance to the World Bank Operational Directive 4.01. Now, under the revised World
Bank Operational Policy (OP) 4.01, the project requires an independent review of the
Environmental Assessments to be carried out.
The scope of work for the present assignment (independent Review of Environmental
Assessments and Consolidation of E1A/EMP/RAPs) include:
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To carry out an independent review of the individual EIA Reports and confirm whether the
EIA has been canied out without any bias or influence from the project authorities or the
Engineering Design Consultants and has been able to influence the project design by
mainstreaming the key environmental and social issues;
a  To review and complete (with additional inputs, as required) with respect to the deficiencies
identified, if any, the EIA and RAP Reports, prepared for the GTRP and ensure that these
meet the relevant World Bank requirements, and are consistent with Category A projects;
.  To review and complete, as per deficiencies identified, the separate Environmental
Management Plans for each of the 7 contract packages; and,
*  To consolidate the EIA/RAP reports for the seven contract packages of the GTRP,
incorporating the findings of the review.
This report is a consolidation of the various EIA Reports prepared for the individual packages.
The gaps identified have been addressed, and wherever required, field surveys have been
canied out to supplement and validate the findings.
1.8 STRUCTURE OF THE CONSOLIDATED EIA REPORT
This Consolidated EIA report, excluding the first chapter, has been structured into the following
chapters:
Chapter 2 Project Description details the significance of the Grand Trunk Road Project and
discusses the various improvement programmes proposed along the corridor;
Chapter 3 Policy, Legal and Administrative Framework presents a review of the existing
institutions and legislation relevant to the project, at the National and the State levels;
Chapter 4 Environmental Assessment Methodology discusses sequence of tasks carried out
in the EIA preparation for the project;
Chapter 5 Existing Environmental Scenario presents a consolidated picture of the existing
environmental setting of the project;
Chapter 6 Public Consultation details the public consultation carried out during the project
preparation stage and people's perceptions of the project benefits and the potential impacts;
Chapter 7 Assessment of Potential Impacts identifies and quantifies the potential impacts on
each of the environmental components due to the proposed project development;
Chapter 8 Analysis of Alternatives discusses the criteria for analysis of altematives,
description and evaluation of the altematives for the various packages;
Chapter 9 Mitigation / Avoidance I Enhancement Measures presents the avoidance and
mitigation and enhancement measures suggested on each of the environmental components
thereof and,
Chapter 10 Capacity Building and Institutional Arrangements gives a brief of the
environmental capacity building initiatives being undertaken for NHAI as part of this project.
The chapter evaluates the present implementation arrangements for environmental components
of the project, compliance monitoring and reporting mechanisms, the training assessment and
budget.
Environmental Management Plans: Separate, stand-alone Environmental Management Plans
for each of the seven contract packages have been prepared with this report.
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2. PROJECT DESCRIPTION
This Chapter presents the significance of the GTRP and discusses the various improvement
programmes proposed along the highway. The chapter first traces the history of GTRP and
discusses the proposed contract packages considered for implementation. The third section
describes the existing condition of GTRP including existing and proposed traffic, pavement
conditions, road inventory, safety and community facilities. The last section discusses the
proposed alignment options by package including cross-sections, bridges and enhancement
inventories.
2.1 THE GRAND TRUNK (GT) ROAD
The Grand Trunk Road between Wagha border (Amritsar) and Calcutta traverses across the six
Indian states of Punjab, Haryana, Delhi, Uttar Pradesh (UP), Bihar and West Bengal. The
importance of the project corridor in the region and the country can be ascertained from the
following, which further justify the improvement of the highway connecting Delhi and Calcutta:
* The highway falls in the fertile Indo-Gangetic plalns, which accounts for 30% of the
agricultural produce of the country and support 25% of the country's population;
* This highway has been the conduit of development for the past several centuries, and
seven of the 28 metropolitan cities of the country are located along the highway. It has over
10% of the urbanisation within 10km influence area on either side. As a result of the
intense developmental activities along the highway, this area (10km on either side) supports
a population of over 40 million;
- The highway between Agra and Dhanbad passes through two of the most populous and the
least developed states in India. Any improvement of this important corridor will improve
their ability to participate in the economic development; and,
* The corridor opens up the vast hinteriand to the Gateway ports of the East Coast (At
present, nearly 40% goods of UP moves through the westem coast).
2.2 HISTORY OF THE GRAND TRUNK ROAD
The present Grand Trunk Road is one of the most ancient historic routes dating back to as early
as 15 th century B.C. The following sections detail the evolution of this great highway.
2.2.1 1500 B.C
The Aryan settlers in the north-westem part of the continent moved further south and east down
the valleys of the Ganges and the Yamuna rivers. Many important towns of political, cultural
and historical significance came into existence in the belt stretching from north-west to the
Ganges delta in the Bay of Bengal. Some of the most important towns were Taksashila in the
north-west, Kurukshetra in the plains of Punjab, Hastinapur near Delhi, Kaushambi on the bank
of River Yamuna near Allahabad, Kasi, the modem Varanasi, Mathura, Ayodhya and Prayag.
More frequent cultural and commercial intercourse between these towns laid the foundation of
the northem trunk route traversing the whole length of the sub-continent from the east to the
north-west.
2.2.2 4th Century B.C
The Northern Trunk Route was magnificently developed and used at a later stage by the
Mauryans in the 4th Century B.C. This route from the east to the northwest, connecting
Patliputra with the Indus Valley with its numerous off-shoots had completely developed. This



Consolidated EIA Report
Grand Trunk Road Project
route played a great part in the political and economic life of India from the Mauryan times
onwards. It ran from the Ganges delta to Kaushambi passing through Patliputra and Varanasi.
From Kaushambhi, the route continued along the Yamuna to Mathura and further to
Indraprashta (Delhi). It further passed Kurukshetra and after crossing the Punjab rivers touched
Sialkot and Takshashila. From Takshashila, it crossed the Hindukush Mountains, where it
jointed the routes leading to Central Asia and China. This route was popularly called as the
Royal Road by Megashtenes, which the Arthasastra designated as Raja Marg or the King's
Highway.
2.2.3  3rd to 5th Century AD
With the fall of the Mauryan Empire, northern India again witnessed lack of political unity: the
several small kingdoms did not pave way for any further development of trade relationships
between themselves. Consequently, no major efforts went in towards road development.
The beginning of the 4th century ushered a new epoch - the rise of the paramount power of the
Guptas in India. Art, industry, science, communications and literature developed under the
patronage of the powerful and enlightened Gupta emperors. During this period, the northem
trunk route was further extended' In the northwest to Balkh, which was an ancient trade centre
in ancient times and was the meeting place of trade routes from India, Iran and China. This
route had, for centuries together, moulded the political history of India and had vitally influenced
its trade and commerce with the outside worid.
2.2.4 7t Century AD
Observations about the Northem Trunk Route are found in the travel accounts of Hieun - Tsang
the Chinese Pilgrim, who visited India during Harshavardhana's reign in the early 7th century
A.D. These indicate that the major routes followed were essentially the same as they were
during the 5th Century BC and the roads were maintained in good condition. However, this
ancient road system remained badly neglected for centuries together after the fall of the
Harsha's empire in the 7th century.
2.2.5 16th Century AD
A major initiative to re-establish the road system after several centuries was made by Sher
Shah Suri, the Afghan Monarch of the northern India in the 16th century.  Realising the
importance of roads for defence, consolidation and better administration of his newly won
kingdom and following the footsteps of the ancient Indian kings, he constructed many roads.
His greatest achievement was the constructing the 'Sarak-l-Azam", about 1500kms in length,
running the whole length of the country from the east to the north-west i.e., from Sonargaon
(near Dacca) to the Indus connecting the important towns falling In between. It was nearly the
revival of the Royal R6ad or the Raja Marg of the Mauryans. It was laboriously metalled with
kankar that it remained in a good condition long after his time. Apart from the construction of
this magnificent route, Sher Shah had done whatever was possible to provide comfortable travel
on the road. Shady trees were planted on both sides of the roads, as many as 1700 sarais
This ancient route has now been Included in an Internatlonal Hlghway Development Plan Chalked out by the
Highway Sub-committee of the U.N. Economic Commission for Asia and the Far East (ECAFE). This bold
and imaginative road development plan aims at linking all the countries between Vietnam and Iran.
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Grand Tunnk Road Project
were built at short distances and kos-minars 2 (pillars) were erected. The modern Grand Trunk
Route more or less, follows that old track.
2.2.6 16th to 18e Century AD
The enthusiasm for road construction continued under the Mughals. Realising that to maintain
strict vigilance and to provide checks on the provincial govemments in the far-flung empire, it
was essential to have a proper system of communication through a well-developed road
system.
The Grand Trunk Route established by Sher Shah was well maintained, and during the Mughal
period, the roads were macadamised and surfaced afterwards.
2.2.7 British Period
There was almost a complete absence of any desire to develop roads for commercial and trade
purposes during the early British period, due to which the roads remained badly neglected till
the 2nd decade of the 19th century. But, gradually things started improving with the Indian
Empire being established on a sound footing. Realising that metalled and bridged public roads
were amongst the first necessities for the development of commerce and trade and to facilitate
army movements, the development of roads was assigned priority.
The biggest achievement In the field of road construction by the British in the 19th Century was
the completion of the GT Road, stretching In an unbroken line from Calcutta to Peshwar, a total
length of about 1500 miles. The road was completed In stages spread over a period of about
half a century. When completed, it was throughout on an embankment about 40 feet wide at
the top, thoroughly well drained and well-metalled highway. Except in the case of very wide
rivers, the road was permanently bridged throughout. The central portion was metalled to a
width of 16 feet with either broken stone or kankar laid 8 inches thick.
2.2.8 Post-independence
Being one of the most important transportation routes connecting the major metropolitan centres
of Delhi and Calcutta, the GT Road had been declared a national highway (NH-2). Till today,
there have been no significant improvements to this highway apart from the periodic
maintenance and repair works.
2.3 CONTRACT PACKAGES - NH-2
The existing NH-2 is a two-lane carriageway, with traffic bottlenecks, various highway
deficiencies as well as lack of proper facilities. To cater to the high volume of traffic, there is an
urgent need for capacity augmentation of the highway.
As mentioned in the previous chapter, the capacity augmentation of the NH-2 is proposed under
the Golden Quadrilateral (6500km highway joining Delhi, Mumbai, Chennal and Calcutta) of the
NHDP of the Gol. The widening to four lanes of the existing two lane national highway between
Agra and Dhanbad is being carried out by the NHAI with the assistance of the WB as part of the
Third National Highway Project (TNHP) and the Grand Trunk Road Project. For the ease of
project preparation and implementation, the project corridor has been divided into 5 contract
packages of each about 200km long. Each of these project packages has been discussed in
the following sections.
2      Kos Minars were erected at regular intervals to Indicate the distances on roads. The kos established by Sher
Shah measured 2989 yards (approximately 1.7 miles).
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Grand Trunk Road Poject
2.3.1 Package I
Package-I traverses through flat terrain of rich agricultural belt in the Gangetic Plains. Further,
there has been rapid urbanization with a number of industrial and commercial towns along the
route (See Figure 2.1). The following sections briefly describe each of the contract packages of
this package, which are part of the present study.
® Contract Package IA
This package extends from km 199.660 of NH2 at Agra (the end of the existing bridge on river
Yamuna) to km 250.500 Just after crossing the 7hana Mathesana road. The road from
Rambagh to Tundla is proposed to be widened to six lanes with a provision of two flyovers at
Rambagh (km 200.000) and Tundla (km 222.000). Two important towns with densely populated
residential and commercial areas fall within this package, viz. Tundla (km 222.000), Firozabad
(km 235.000 tp 242.000). The other important villages are Etmadpur (km 217.000), Raja ka Tal
(km 233.000) and Thana Mathesana (km 248.000). The railway line crosses the road at
Etmadpur (km 218.000).
o Contract Package IB
This package starts from km 250.500 and ends at km 307.500 at the beginning of Etawah
Bypass. The entire road is proposed to be widened to four lanes with a provision of one four-
lane Road Over Bridge (RoB) at Sikohabad. Three Important towns with densely populated
residential and commercial areas fall within this sub-package viz. Sikohabad (km 259.000 to km
262.000), SlrsaganJ (km 272.000 to 275.000) and Jaswant Nagar (km 302.000 to km 304.000).
The other important settlements are Ukhrend (km 283.000) and Meethapur (km 291.000). The
railways line intersects the road at Sikohabad.
o Contract Package IC
Package IC starts from km 321.100 of NH2 at the end of Etawah Bypass and ends at km
393.000. Before this package i.e., between Package IB & IC lies the Etawah Bypass extending
from km 307.500 to km 321.100. The Etawah bypass is to be constructed by NHAI with its own
sources of funds and is outside the scope of the present project.  There are a number of
villages and small towns in Package IC viz., Ekdil (km 329.000), Bakewar (km 338.000), Ujhiani
(km 343.000), Mahewa (km 346.000), BabarpurAjitmal (km 353.000-km 358.000), Bhikepur (km
362.000), Muradganj (km 365.000) and Auraiya (km 378.000).
2.3.2  Package II (ContctPackage l15)
Package II starts from km 393.000 at Sikandra and ends at km 115.000 near Khaga. This
package has been further subdivided Into three contract packages namely, IIA, IIB and IIC.
Only sub-Package IIB is part of the present study and has been described thus.
It starts at km 470.000 and goes via Kanpur bypass (km 473.200 - km 491.992) to end at km
38.000. At the end of Kanpur bypass, the Chainage based on distance from Delhi ends (km
491.992) and thereafter, the Chainage based on distance from Kanpur town starts (km 8.462).
Major Industries located along this stretch are LML Scooters, LML Ancillary of scooter parts,
Duncans Fertillsers, Indane LPG Gas Plant, Rajendra Steel Pipes and SAIL warehouse.
Stretches with high-density commercial development are located at Bhaunti (km 470.000 - km
471.000), Panki (km 471.000 - km 472.000), Gujaini (km 5.000), Barra (km 9.000), Naubasta
(km 11.000), Kidwai Nagar (km 12.000) and Rama Devi (km 19.000).
Le Aaociues
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Grand Trunk Road Projecit
2.3.3 Package IV
Package IV starts at Varanasi km 317.000 and goes south-east via Chandauli, Naubatpur,
Karamnasa, Mohania, Sasaram, Dehri-O-Sone, Aurangabad and ends at km 180.000, about 18
km east of Aurangabad, a total stretch of around 193 km. This package has been subdivided
into four sub-packages i.e., IVA, IVB, IVC and IVD. Out of these, Package IVA and IVC form
part of the present study.
® Contract Package IVA
Package IVA starts at km 317.000 and ends at km 58.000 at Durgawati. In between, it passes
through Varanasi bypass (km 318.942 - km 21.270) crossing River Ganga at km 15.000,
Jagdish Sarai at km 29.000, Chandauli at km 32.000, Saldraja at km 41.000, Naubatpur at km
46.000, UP! Bihar border at km 47.000 and Durgawati at km 58.000.
® Contract Package IV C
Package IVC starts at km 110.000 and ends at km 140.000, between km.111.000 and 130.000
the existing NH-2 passes through the Sasaram town.
2.3.4 Package V (Contract Package VD)
Package VB falls within the state of Bihar, starting from km240.000 to km320.000. This 80km
long corridor passes through the districts Gaya and Hazaribagh. Sparingly Inhabited area,
rolling agricultural terrain, hilly protected forest area, deficient geometric alignments,
uncontrolled ribbon development at four locations and severe pavement conditions are some of
the characteristics of this package stretch. Barhi Is the major settlement along this corridor.
2.4 THE EXISTING GRAND TRUNK ROAD
This section presents salient characteristics of the GT Road including traffic volume, existing
RoW, road inventory, accidents and safety conditions.
2.4.1 Traffic
The average daily traffic along GT Road ranges from the maximum of 32000 PCUs to as low as
11 000 PCUs in different sections (see Table 2-1). By and large, traffic on most packages varies
between 15,000 to 20,000 PCUs. However, some packages demonstrate extreme cases. For
instance, highest number of vehicles was recorded on the Agra - Tundla section of the Package
IA i.e., 32,100 PCUs. As this count station was located just outside the Agra City boundary, it is
suspected to have a substantial amount of local traffic. The same reason is applicable for high
traffic on Kanpur bypass (Package IIB) as well. On the other extreme, the middle sections of
Package IB and Package VB exhibit about 10,000 to 11,000 PCUs.
Table 2-1: Average Daily Traffic (PCUs), 1998
Package   Section/ Station                Station    AOT      AADT
IA       Agra - Tundla                   207       32,100     32,742
Tundla - Firozabad              223       19,756    20,151
Firozabad - Shikohabad          247       18,759    19,697
IB       Shikohabad - Sirsaganj           264      13,733     14,420
Sirsaganj - Jaswant Nagar       279      9,932      10,429
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Jaswant Nagar- Etawah               307       15,055      15,958
IC        Etawah - Sarai Ajitmal              347        18,212      19,305
IIB       Near LML factory on Kanpur bypass   4          17,997      NA
Near RoB on Kanpur bypass           16        23,483      NA
Police station - Maharajpur         20        13,924      NA
IVA       km 317.000 - km 318.748             NA         NA          20,703
Varanasi bypass                     NA        NA          10,959
km 21.000 - km 70.000               NA        NA          16,759
IVC       km 115.000 - km 134.000             NA         NA          18,317
VB        Barhi                               NA         11,083      NA
______Barakatta                            NA        11,738      NA
Souce: Complied Frnm DPR of Packages IA, IB, IC, IIB, IVA, IVC, VS, NHAI.
Average percentage of commercial traffic on the GTRP corridor varies from about 40% on
Package IIB to as high as 85% on Package IVC. Vehicle Damage Factor (VDF) due to this
traffic on the corridor vanes between about 4 to as high as 14.58 on Package VB. (For details,
refer DPR of separate packages).
2.4.2 Right of Way
Analysis of RoW along GT Road reveals a highly varied picture. Over 50% of the total length
has an average RoW width of 40-45m (nearly 203km) followed by 22% with 30-35m RoW. A
substantial portion of the length, i.e., about 17.5% has a liberal RoW of about 60m or more
(Table 2-2).
Table 2-2: Distribution of Right of Way, 1988
Right of Way (RoW)      Length (km)             %age
Less than 20m           0.53                    0.1%
2Zm to 25m              0.27                    0.1%
25m to 30m              0.60                    0.1%
3Dm to 35m              88.40                   22.0%
35m to 40m              9.18                    2.3%
40rn to 45m             202.99                  50.5%
45m to 50m              10.50                   2.6%
50m to 55m              18.80                   4.7%
55m to 60rn             63.31                   15.8%
60kl to 65m             3.40                    0.8%
More than 65m           3.60                    0.9%
Total                                           100.00%
Source: Compiled Fnrm DPR orPackages IA, IB, IC, IIB, IVA, IVC, VB, NHAI.
In Package IIB, particular stretches where the RoW gets too narrow are between chainage
16.000 to 16.300 near Rooma, between chainage 20.800 to 21.000 near Maharajpur and
between chainage 33.400 to 36.000 near Purwamir. In Package IVA, a similar narrow section
is between chainage 45.9000 to 46.4000. Similarly, In Package IVC, between chainage
114.000 -127.000 and another for 200m between 131.100 and 131.300, RoW remains between
30 and 35m.
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2.4.3 Cross Section
The carriageway on the existing highway is uniformly 7m with completely absent or very narrow
paved shoulder width varying from 0.5 to 1.5m. Earthen shoulders are sometimes as wide as
2.5m but with limited usability due to the level difference with the carriageway brought about by
erosion. Typical embankment height varies from 1.5m to 2.5m. For limited lengths, it goes up
to 15m such as in Package IIB and 4A. Table 2-3 provides a summary of existing cross
sectional details for GTRP.
Table 2-3: Existing Cross Section details
Package  Carriageway  Paved Shoulder  Earthen Shoulder   Embankment Height (m)
Width (m)    Width (m)     Width (m)        Typical and maximum values
I-A     7            0 to 1.5       1 to 2.5         6-2.5
I-B     7            0              2 to 2.5         6-2.5
I-C     7            0              2.5              6-2.5
Il-B    7            Unpaved 2.5    1                10,12
IV-A    7            1.5            05               15.1
IV-C    7            1.5            0.5              1.59.5
V-B     7            1.5 (partly)   1.0-2.5          2.0,8.0
Source: Cmplled FrJmn DPR of Packages IA, IB, IC, IB, IVA, IVC, VB, NHAt
2.4.4 Pavement
The road is roughest in Package IVC with roughness values of 7758 (IRI) although Package VB
reports roughness varying from 2250 to as high as 12000. Otherwise, it remains between 2500
to about 3500 for rest of the conidors. Similarly, the deflection values (from BBD survey) are
observed to be varying from 0.627 to 5.571. CBR values (soaked) are mostly 5 to 8% with the
exception of section IIB, where it is 3.52%.
2.4.5 Road Inventory
Package IA has maximum number of intersections with a total of 136 minor and five major
intersections.    On an average, each package has about 100 minor and 2 to 5 major
intersections spread all over the stretch. In all, GTRP part of NH2 has to negotiate five railway
crossings and five ROBs. Further, there exist a total of 8 maJor bridges and 23 minor bridges,
which either need replacement, duplication or major repairs (see Table 2-4).
Table 2-4: Road Inventory
No. ofl major   No. of minor         No. of
Major      Minor       No. of   bridges (>60m or  bd   (6    No. of  Railway
Package  intersection  intersection   culverts  span length >30   >6 and  ROES  Level
s    5                    M)~~uvet   sa lnth>  individual       Gosn
mn)             Span <W3 m)          Crossing
I-A     5           136         109      1               6             1      1
I1-B    3           117        90        0               3            0       1
I-C     1           96         86        0               2            0       0
I I-B   5           131        61        3               4            2       2
IV-A    4           96                                                2       0
IV-C    2           84                                                0       1
V-B     2           104 approx.  138     4               10           0       0
Source: Complied Fnrm DPR orPackages IA, Ie, /C, 115, IVA, IVC, VB, NIHAI.
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Consolidated EIA Repoit
Grand Thunk Road Prmject
2.4.6 Accidents & Safety
All GTRP packages have traffic more than their capacity that results in congestion. Further,
absence of median leads to conflicts between opposing streams of traffic. Any overtaking,
weaving or tuming manoeuvre directly results in head-on or side collisions or other kind of
accidents.  It is expected that widening, provision of paved shoulders and separation of
opposing flows by a broad median will result In substantial reduction of such kinds of accidents.
Redesigned intersections, some of which will be grade separated, will further ensure a lesser
probability of conflicting movements. Also, a substantial portion of GTRP, specially the one
failing on Package IIB Is proposed to have raised carriageway. This will ensure complete
separation of long-distance and local traffic and provide additional safety.
2.4.7 Comvmunity Facilities
Although NH2 carries interstate, mostly long distance and heavy commercial traffic, it does have
its own share of community facilities spread along its length that are highly local in nature. To
start with, along the GTRP packages, there are more than 250 religious structures, which
demand sensitive treatment. In addition, there are about 750 wells/ hand-pumps, about 50
ponds and about 200 other facilities and amenities which need attentions vis-a-vis GTRP.
Table 2-5 summarises these structures and facilities along different packages of the GTRP.
Table 2-5: Community structures along GTRP
Package    Religious structures    HandpumpsNVells    Ponds  AmenRties    Facilities
I-A       43                 81                 7          31             13
I-B       62                  77                11         24             42
I-C       57                 83                 16         25             22
l1-B      14                 30                 7          -
IV-A      39                 259                -          10
IV-C      20                 215                -          16
V-B       27                 -                  2          4
Total     262                 745               43         110            77
Souwe: Comlllecl From DPR ofPeckages IA, I8, IC, IIB, JVA, IVC, VB, NHAI; end F/eld Survey, LASA, 2000.
2.5 TRAFFIC PROJECTIONS
Table 2-6 provides traffic projections for all the GTRP packages. As the year of projections
provided different consultants were not coterminous, the table has been estimated from the
available values and suipplemented by interpolation/ extrapolation by growth rates.
Table 2-6: Traffic Projections (PCUs), 1998-2034
Packages
IA       IB        IC        IIB       IVA        IVC       VB
198        32,742    19,924    19,305    25061     1 7,155    17,852    13,800
20015      58,874    35,574    32,091    48,593    27,062    27,565    19,911
2010       89,526    53,823    46,134    77,983    37,478    37,594    30,300
2015       136,139    81,430    66,325    125,149    70,693    67,663    58,452
2020      209,033   124,984    96,899   193,784   144,053   130,531    112,762
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Consolidated EIA Report
Grand Trunk Road Promject
2025       320,957    191,832    141,568    300,058    248,091    234048    202189
2028       390,769    233,294    166,908    377,410    295,480    278,755    240,810
2030       445,556    265,802    186,274    439,763    332,002    313,209    270,575
2034       579,251    345,040    232,009    597,077    407,394    384334    332,019
Source: Compiled Fmm DPR of Packages IA, 18, IC, 118, IVA, IVC, VS, NHAl.
2.6 ALIGNMENT PROPOSAL
This section briefly presents the different alignment proposals of various contract packages of
GTRP.
2.6.1 Package IA
Table 2-7:Proposed cross section details for Package IA
e      t     D  E                   - E  5E
2,    o          <1   [ U 2 1 2 7   1 2 5                            co  Is
0     0.7                               1
0.7   1.4     U  I2x10.75  1.2                               7.5     |    -.5
1.4   4.18    U  2 2x10.75  5   2x2.5                 2x1.5  2x5.5  2x.5  2-.5
4.18  5.15    R  3   2x10.75  5  |2x2.5 
5.15  5.95    R  4 2x10.75  5   2x.5            2x1.0
5.95   7.3    U  7  2x10.75  5   2x1.5         2x1.0
7.3   7.7     U  6 2x10.75  5    W.                   2x~1.5
7.7   10.4    R  7  2x10.75  5   2X1.5         2X1.0
10.4  11      U  6  2x10.75  5   2X2.5                2x1.5
11    16.5    R  7  2x10.75  5   2x1.5         21.0
16.5  18.2    U  8  2x9.2   0.9           2O.8 9.25                      2x1.5
18.2  20.2    U  6  2x10,75  5   2x2.5         21 2x1.5
20.2  21.4    R  712x0,75  5   2x1.5           2x1.0
21.4  23.2    U  92 KIO.75  1.2          2x0.9              4.25         2x1.0
23.2  27.5    R  10 2x7.25   5   2x1.5         2x1.0
27.5  30.3    R  11 2x7.25   5   2x1.5          2x1.0
30.3  32.1    R  10  2x7.25   5   2x1.5   2=      0     0
32.1  35.4  .R  12  2x7.25   5   2x1.5          2x1.0
35.4  37.41   U  13  2x7.25   0.9  2x3 25              W~.8  Zx55        2x1.5
37.41  38.2    U  14 2x9.2   0.9                      2x0.8  2x5.5       2x1.5
38.2  43.45   U  15  2x7.25   0.9  2x1.5              2x0.8  2x5.5
43.45  44.5    U  14 2x9.2   0.9                      2x0.8  2x5.5       2x1.5
44.5  46.5    U  13  2x7.25   0.9  2x3.25             2x0.8  2x5.5       2x1 .5
46.5  50.834  R  10 2x7.25   5   2x1.5         2x1.0
Source: Compiled From DPR of Package IA, NHAI.
Note: U = Urban; R= Rural.
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Consolidated ElA Repod
Grand Tnunk Road Project
First 700m of the alignment consist of the bridge over river Yamuna where there is no change
proposed. Next 22.5 km of the road has six lanes for the main carriage way and thereafter It
has four lanes. Only exceptions are Etmadpur (16.500 to 18.200) and Firozabad (37.410 to
38.200 and 43.450 to 44.500) where the main carriageway is of 2 X 9.2m wide.
Median has been maintained at 5.Om except between 0.700 and 1.400 (Rambagh at Agra),
Etmadpur (16.500 to 18.200), Tundla (21.400 - 23.200) and Firozabad (35.400 to 46.500),
where it varies between 0.9m and 1.2m. These places also lack the paved shoulder of either
1.5m of 2.5m on both sides provided at rest of the places. Places where the paved shoulders
are less than 2.5m have been supplemented with 1.0m earthen shoulders on both sides.
All the urban sections have been provided with service roads of either 7.5m on both sides or
11.0m on both sides. Only exception is the stretch in Tundla (21.400 - 23.200), where the
service road is limited to 4.25m. Most of the service roads have footpaths of width ranging from
1 .Om in Tundla to 2.5m in Rambagh at Agra.
Other major highlights of this package's proposal are the flyover at Rambagh junction (1.000),
bypass at Raja ka TaI (32.100 - 35.400) and the semi-elevated highway in Firozabad.
2.6.2  Package IB
Table 2-8: Proposed cross section details for Package IB
12 20  19 40LTrx7    9   | 2x.5. |0 | 2x1<
~~~~ E~~~~-
E   ,      A      , _ -
28.20~~~~~~~~~~~~ |E V22  | R          x.2   5|215      x.
3225   E3sT   Tx2   5 21s             1   _
2     o                           e.r f u co        S _U       o
00.0)  07.80  R   n  2x7.25  5   2x1.5    2xl.0
07.80  12.20  U   c  2x7.25  5   2x2.5                5.5   2x1.5  2x1.5
12.20  19.40  R   n  2x7.25  5   2x1.5    2x1.0
1940  28.20  R   ra  2x7.25  5   2x1.5     2x1.0
28.20  3225  R   n  2x7.25  5   2x1.5    2x1.0
32.25  34.05  R   ra  2x7.25  5   201.5    2x1 .0
34.05  36.65  R   n  2x7.25  5   2x1.5    2x1.0
36.65  37.80  U   c  2x7.25  1.2  2X2.5               3.75   2x.5  2x.5
3780  40.15  R   n  2x7.25  5   2x1.5    2x1.0
4015  42-3)  U   c  2x7.25  1.2  2x2_5                3.75   2x1.5  201.5
42.30  51.80  R   n  2x7.25  5   2x1.5     2x1.0
51 80  5430  U   c  2x7.25  1.2  2x2.5                3.75   2x1.5  2x1.5
54.30  59.02  R.  n  2x725  5   2x1.5      2x1.0
Source: Compiled From DPR of Package IB, NHAI.
Note: n = North (or left) Side Widening; ra = Raised Carriageway; c = Concentric Widening
Main carriageway in Package IB has four lanes with a five meter wide raised median. The width
of the median has been reduced to 1.2m at some of the urban sections such as Kathphori,
Meethepur and Jaswant Nagar. At these places, the provision has also been made for 3.75m
wide service roads with 1.5m wide shoulders as well as footpaths. At Shikohabad (7.800 -
12.200), the service road is wider with 5.5m Instead of 3.75m wide single lane service roads at
other places.
L210
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Consolidated EIA Report
Grand Thunk Road Project
Out of the total of about 60km of the package, 38km is to be widened on the south side and
another 11knm of it is to be completely realigned, Rest about 10km passing through small towns
and dense villages is to be concentrically widened.
2.6.3  Package IC
Table 2-9: Proposed cross section details for Package IC
E  E  7  E  E   7   EE          E~ -E
E  ~ ~  ~         .~~. -E 
00.00 2.00    U  C   2x7.25  1.2  2X2.5                     5.5    2x1.5  2x1.5
2.00  5.10    R  s  2x7.25 5.0   2x1.5         2X1.0
5.10  6.25    R  ra  2x7.25 5.0   2x1.5        2x1.0
6.25  9.80    R  s  2x7.25 5.0   2x1.5         2x1.0
9.80  10.70  U  C  2x7.25 1.2  2X2.5                        5.5    2x1.5  2x1.5
10.70 14.60   R  s  2x7.25 5.0   2x1.5         2x1.0
14.60 15.30  U  c  2x7.25 1.2   2x2.5                       5.5    2x1.5  2x1.5
15.30 19.60  R  ra  2x7.25 5.0   2x1.5         2x1.0
19.60 20.80   R  s  2x7.25 5.0   2x1.5         2x1.0
20.80 29.26   R  ra  2x7.25 5.0   2x1,5        2x1.0
29.26 32.00  R  s  2x7.25 5.0   2x1.5          2x1.0
32.00 38.10  R  ra  2x7.25 5.0   2x1.5         2x1.0
38.10 39.10  R  s  2x7.25 5.0   2x1.5          2x1.0
39.10 45.80   R  ra  2x7.25 5.0   2x1.5        2x1.0
45.80 46.70   R  n  2x7.25 5.0   2x1.5         2x1.0
46.70 47.90  R  s  2x7.25 5.0   2x1.5          2x1.0
47.90 48.10   R  ra  2x7.25 5.0   2x1.5        2x1.0
48.10 55.90  R  s  2x7.25 5.0   2x1.5          2x1.0
55.90 62.00  U  a   2x7.25 1.2   2x.5                       5.5    2x1.5  2x1.5
62.00 63.40  R  s  2x7.25 5.0   2x1.5          2xl.D0
63.40 64.40  U  c  2x7.25 1.2   2x.5                        5.5    2x1.5  2x1.5
64.40 64.80  R  n  2x7.25 5.0   2x1.5          2x1.0
64.80 66.20   R  s  2x7.25 5.0   2x1.5         2x1.0
66.20 67.30  U  c  2x7.25 1.2  2x2.5                        5.5    2x1.5  2x1.5
67.30 68.00  R  s  2x7.25 5.0   2x1.5          2x1.0
68.00 69.90  R  n  2x7.25 5.0   2x1.5          2x1.0
69.90 72.825 R  s  2x7.25 5.0   2x1,5          2xtO_
Soume.e Compiled From DPR of Package IC, NHAI.
Note: n = North (or left) Side Widening; s = South (or right) side Widening; ra = Raised Caniageway; c = Concentric
Widening
The configuration in the Package IC contains four lanes of main carriageway throughout the
corridor without any exception. There is a raised 5.Om wide median with 1.5m of paved
shoulders and 1.0m of earthen shoulders on both sides of the carriageway except at urban
stretches where the width of the median has been reduced to 1.2m. Further, in these stretches,
there is one consolidated paved of 2.5m width with 5.5m wide service roads having 1.5m of
shoulders and footpaths. These stretches are at Etawah (00.000 -2.000), Sarai Jalal (9.800-
o
2ea Maates
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Consolidated EIA Report
Grand Trunk Road Proect
10.700), Sarai Methe (14.600-15.300), and Aurya (55.900-62.000, 63.400-64.400, 66.200-
67.300).
Out of the total length of Package IC of about 73 km, 31 km is to be widened on the south side
and 3 km on north. About 12 km of the proposed highway passing through urban areas and
dense villages is to be widened concentrically. Rest of the 27km of the highway is proposed to
be completely realigned.
2.6.4 Package IIB
The proposed road in this package follows the existing NH2 with raised carriageway and service
roads on Kanpur Bypass. It Is proposed to widen the road to four lanes with 2X7.25m of
carriageway with a 5.Om median, 1.5m wide paved shoulders and 1.0m wide earthen hard brick
shoulders. Following paragraphs provide details for specific sections referred by their starting
and ending chainages.
Table 2-10: Proposed cross section details for Package IIB
_ ~ ~~~ _
E       z~~E                         I E  E25                                       E 0
I-  )                  1-~~~~~M   ____4                       E
470.0  472.5    U  2X7.5  1.2  _         _              2X0.5  3.75   1.0   1.5    Y Y
472-5  473,6    U                 Grade Separator
473.6  491.0    U  2X7.5  1.2  -    i-         I-      [2X0.75 7.25   1.0   1.5   Y _
491.0  491.792 U                  ROB+Grade Separator                                     N
8.462   8.600    U                Grade Separator
8.600   9.500    U  2X7,5   1.2  -       _      _       2X0.5  7.25   1.0   1.0    Y    C
9.500   13.800  U  2X7.5  1.2                           2X0.5  7.25   1.0   1.0    Y    C
13.80   15.285   R  2X7.25  5.0  2X2.5 _-                              -      -      N    S
15.285  17.070   R  2X7.25  5.0  2X2.5  Rooma  Bypass                         -      N    RA
17.070  17.150   R  2X7.25  5.0  2X2.5 _        _       _       _      _      -      N    S
17.150  18.500   R  2X7.5  1.2  _               _       2X0.5  3.75   1.0   1.5    Y    S
18.500  19.100   R  2X7.25  5.0  2X2.5 _-                              -      -      N    S
19.100 19.850   U  2X7.5  1.2                           2X0.5  3.75   1.0   1.5   Y    C
19.850 20.350   R  2X7.25  5.0  2X2.5 _         _-                            -      N    S
20.350 21.600   U  2X7,5   1.2  _        _      _       2X0.5  3.75   1.0   1.5   Y    C
21.600 25.000   R  2X7.25  3.0  2X2.5 _-                               -      -      N    S
25.000 26.300   U  2X7.5   5.0  -                       2X0.5  3.75   1.0   1.5   Y    S
26.300 33.200   R  2X7.25  3.0  2X2.5 _-                               -      -      N    S
33.200  33.600   U  2X7.5  1.2  -        _      _       2X0.5  3.75   1.0    1.5   Y    C
33.600 36.000   R  2X7.25  3.0  2X2.5 _-                               -      -      N    S
36.000 37.850   R  2X7.25  3.0  2X2.5 _-                              I -     -      N    N
37.850 38.000   U  2X7.5  1.2    =    -         _       2X0.5  3.75   1.0   1.5    Y    -
Source: Complied From DPF? of Package #E, NHA/
Note:   N      - North (or left) Side Widening; S = South (or Right) Side Widening; C = Concentric Widening; RA =
Ralsed Carriageway
L2- A2 ocas
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Consolidated EIA Repott
Grand Trunk Road Project
Km. 470.000- Km. 4 72.500
The existing ROW varies from 23m to 50m. This is a part of symmetrical RCW at Bhaunti. A
corridor width of 30.3 m is proposed. The ROW between 471.200 and 471.400 and between
471.400 and 471.800 is 29m and 23m respectively. Therefore a strip of 1.3m and 7.3m is to be
acquired in these stretches along with the structures on South Side (SS). Two underpasses with
3M clearance are proposed to cater to pedestrian, cattle and slow moving traffic.
Km. 472.500 - Km. 473.600
The existing ROW varies for 38m to 60 m. It is a part of grade separator proposed for a junction
at Panki/SAIL Crossing. Width of the proposed grade separator is 23.0 m with a corridor width
of 25.6 m. This will consist of RCW to a height of 6m In a length of about 300m on each side.
An opening of 40m width is proposed to serve as underpass with 5.5m clearance to cater to the
cross traffic. Pandu river crosses this stretch at Ch. 472.520. It is proposed to provide a 2-lane
bridge on North Side (NS) of existing bridge for the through traffic. In addition, single lane
bridges are also proposed on both sides of this dual carriageway 4-lane bridge for the service
roads. This is so for maintaining continuity as RCW is proposed on Bhaunti side and grade
separator is proposed on Panki/Sail crossing side for which service roads have already been
provided in these stretches.
Km. 473.600 - 491.000 (Kanpur Bypass)
Existing ROW for the whole Kanpur Bypass is 60m comprising 24m on south side and 38m on
north side from centre line of existing road. It is proposed to take up the widening on north
side. A RCW is proposed with a width of 18.3m to provide four lanes. This RCW will be 13.2m
from the north boundary of ROW and the existing road will serve as service roads. Full corridor
width is 60m. There is a railway over-bridge at km 478. The existing ROB will serve as the
proposed service road on South Side (SS). A ROB with six new lanes is proposed on NS. Four
lanes will serve the project road and two lanes will serve as the proposed service road on NS.
For pedestrians and other slow moving traffic, underpasses are proposed at suitable locations
at an interval of approximately one kilometre to connect service roads on each side. A total of
six such underpasses will be provided. The clearance will be 3m. The width will be 8m
carriageway with 2m wide kerb shoulders on each side. The overall width will be 12m. Further,
there are six major crossings in this stretch where underpasses with 5.5m clearance have been
proposed. The width will consist of a dual carriageway (8m) with 2m footpaths on each side and
direction of traffic. The overall width will be 26m including 2m wide pier.
Km. 491.000-Km. 491.792
ROW in this stretch is 60m wide (36m towards north and 24m towards south from the centre
line). There is an ROB located at km 491.025. It is proposed to construct additional ROB with
7.5m dual carriageway along with service road on both sides. Thus, six new lanes are
proposed on NS. Four lanes will serve the project road and two lanes will serve the proposed
service road on NS. A suitable grade separator is proposed at Rama Devi Crossing having
width of 23.0 m and corridor width of 35.5 m. This will consist of RCW to a height of 6m in a
length of 300m on each side of NH2 and 300m on NH25 towards Lucknow side. Two openings
40m wide are proposed as underpasses with 5.5m clearance to cater to the cross traffic. Since
the Project Highway will be at an elevated formation, cost of improvements to the crossing at
the lower level in the whole stretch has not been provided. However, provision has been made
for roadside lighting on the service roads. The height of the raised carriageway has been kept
at a minimum of 3m from the ground level. The height at the location of 5.5m underpasses has
been kept as 6m. The height at ROB locations has been kept to match the deck level of the
ROB.
Km 8.4 62- Km. 8.600 (138m)
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Consoidated EMA Repofl
Grand Trunk Road Project
With an existing ROW of 51.4m, this stretch will constitute a part of grade separator at Rama
Devi Crossing with its ramp. A Flyover having width of 23m and corridor width of 35.5m is
proposed.
Km. 8.6000- Km. 9.500 (Patel Nagar)
In this stretch, ROW varies from 49m to 53m. This is an area with many congested settlements
that are extensions of Kanpur town. It is proposed to provide a raised carriageway (RCW) to a
height of 3m, width 17.8 m and a corridor width of 36.3m. The RCW will be aligned
symmetrically between the building lines. One underpass with 3m clearance is proposed to
connect the service road on both sides for light vehicular traffic/ slow moving traffic.
Km. 9.500 to Km. 13.800
In this stretch ROW varies from 45m to 60m. Symmetrical RCW is proposed with a width of
17.8m and corridor width of 36.3m. The height of RCW is proposed as 3m. There is an
unmanned railway crossing at km 9.650. The RCW will be brought to the road level before this
and raised again. Gas pipe Line of Gas Authority of India (GAIL) crosses the project road in Km
11. One utility crossing 6m wide for 8 Lanes with a clearance of 1.5m is being provided to take
care of any future augmentation of the pipeline. Between 13.150-13.800, congested localities
of Ahirwan and Chakeri Chungi are situated. Four underpasses with 3m clearances are
proposed.
Km. 13.800-Km. 15.285
This stretch passes through rural area and the ROW varies from 45m to 60m. SS widening is
proposed.
Km- 15.285 - Km. 17.070 (Rooma)
Although the average existing ROW in Km. 16 & 17 is 48.1 m and 40.5m respectively, the ROW
in the stretch between km15.600 and km16.100 in Rooma Town is constrained to about 14.Om
only. A bypass has been proposed that takes off from km5.285 on SS and joins at km17.070.
Total length of the bypass is 1.950 km. Land has to be acquired in a width of 60m, the total land
area to be acquired will be 11.70 Ha.. The total indicative cost for this proposal including land
acquisition will be Rs 93 millions. As per local enquiries the cultivators are willing to part with
this land with suitable compensation. The RCW will be symmetrically aligned between the
building lines. The ROW between 20-600 to 2 1-000 is only 27m. In this stretch, land along
with permanent structures in a width of 3.3m will have to be acquired. An underpass with 3M
clearance is proposed to cater to the slow moving traffic.
Km. 21.600 - Km. 25.000, Km. 26.300 - Km. 33.200
These stretches pass mostly through rural areas where existing ROW varies from 40m to 60m.
SS widening is proposed.
Km. 25.000 - Km. 26.300
The existing ROW varies from 40m to 62m. Sarsaul town is situated in this stretch that is a
congested area. RCW is proposed to a height of 3m, width 21.6m and conridor width of 34.1 m.
This RCW on south side is proposed to improve a sharp bend at km 26.500. One underpass
with 3m clearance is proposed to connect the service roads on the two sides.
Km. 33.200 - K.m. 33.600 (0.400 M) - Purvamir
This is a congested area. Existing ROW varies from 32m to 50m. Symmetrical RCW with a
corridor width of 30.3m is proposed. The RCW will be aligned symmetrically between building
lines.
Km. 33.600- Km. 36.000
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Grand Trunk Road Project
This stretch passes mostly through rural areas where existing ROW varies from 31m to 59m.
SS widening is proposed. The median width will be reduced to 2.75m.
Km. 36.000 - Kin. 38.000
Existing ROW varies from 32m to 52m. Pandu River Bridge falls at 36.5 00. New 2 lane bridge
is proposed on NS of the existing bridge. NS widening is proposed with RCW of 3m height
proposed from 37.850 to 38.000.
2.6.5 Package IV
Two carriageways of 7.25m each have been provided separated with a 5.Om wide median. A
2.5m wide shoulder has been provided with at least 1.5m paved. Median has been narrowed
down to 1.5m at bridge approaches to save earthwork costs. Following table provides the cross
section details for Package IVA and IVB.
Table 2-11: Proposed cross section details for Package IVA
~0
_   W             t l 8   E E    i   S    2 l   E fi~~~4J    W
100.000  102.000 U  2x7.25  1.5    2x1.5  2x1.0 _   5.5  2x2.5  2x2.5
102.000  103.500 U  2x7.25 1.2    2x1.5         2x1.0         _
103.500  114.150 U  2x7.25 1.2    2x1.5  2x1.0  2x1.0 6.5  2x2.5
114.150  114.250 R  2X7.25 5.0    2x1.5  2x1.0 =        =    =      =
114.250  114.575 _Toll    Station
114.575  119.400 U  2x7.25  1.2    2x1.5   _    2x1.0_              _
119.400  123.200 U  2x7.25  1.2    2x1.5  2x1.0 2x1.0 6.5  2x2.5
123.200  124.500  U  2x7.25  1.2    2x1.5       2x1.0_       _      _
124.500  130.850 U  2x7.25  1.2    2x1.5  2x1.0 2x1.0 6.5  2x2.5 _
130.850  131.000 U  2x7.25  1.2    2x1.5        2x1.0
131.000  132.100 R  2x7.25  1.5    2x1.5        2x1.5__
132.100 138.800  R  2x7.25 5.0    2x1.5  2x1.0
138.800  143.800 U  2x7.25  1.5    2xt.5  2xt.0        5.5  2x2.5  2x2.5
143.800  153.750 R  2x7.25 5.0    2x1.5  2x1.0
153.750  156.200 U  2x7.25  1.5    2x1.5  2x1.0        9.0  2x2.5  2x2.5
156.200  156.800 R  2x7.25 5.0    2x1.5  2x1.0
156.800  167.975 R  2x7.25  1.5    2xt.5   _    2x1.5        _
158.075  158.750 R  2x7.25 5.0    2x1.5         2x1.5 
158,750  159.250 R  2X7.25 5.0    2Xt.5  2x1.0 =       =     =      =
159.250  159.950 U  2x7.25  1.5    2x1.5 2x1.0   _ 5,5  2x2.5  2x2.5
159.950  167.500 R  2x7.25 5.0    2x1.5  2x1.0       
167.500  168.825 R  2x7.25  5.0    2x1.5        2x1.5
168.825  169.275 U  2x7.25 1.5    2x1.5  2x1.0   _ 5.5  2x2.5  2x2.5
169.275 176.168 R  2x7.25  5.0    2x1.5 2x1.0_               _
Source: Compiled From DPR orrackege IVA, NHAI.
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Table 2-12: Proposed cross section details for Package IVC
E      E                                         .3 .Q. E E    E r
2  0 ~~~~~~~~~           -0 W
_     U c    >   co_0 LL  (00
300.000 307.750 R 2x7.25 5.0      2x1.5 2x1.0
307.750 308.300 U 2x7.25 5.0      2x1.5 2xl.0           2x2.0 2x2.5
308.300 310.925 R 2x7.25 5.0      2x1.5 2x1.0
310.925 312.425 U 2x7.25 1,5      2x1.5 2x1.0       5.5 2x2.5 2x2.5
312.425 322.170 R 2x7.25 5.0      2x1.5 2x1.0
322-170 326.600 U 2x7.25
326,600 329.925    SONE  BRIDGE
329.925 330.625 R 2x7.25 1.5      2x1.5       2x1.5
330.625 331.177 U 2x7.25 I       I                             _
Source: Compi#ed From DPR of Package {VA, NHAI.
2.6.6 Package VB
@ Cross Section
Highway passes mostly through rural areas. In such areas, the proposed cross section consists
of 7.25m X 2 wide dual carriage way separated by a 3.5m wide median. It also includes 1.5m
wide paved and 1.Om wide unpaved shoulders on both sides of the highway.
In few places it crosses congested semi-urban areas, which need service roads for segregation
of local and through traffic with proper drainage facilities. In such areas, service roads with
carriageway varying from 3.0 to 5.5m have been provided between paved and unpaved
shoulders. A band of 1.0m has been provided from the end of paved shoulder of the main
carriageway and start of the service road to contain a railing and sometimes a drain. The
purpose of the railing is to physically segregate the main traffic from the local traffic. In some of
the less congested semi-urban areas, which do not warrant a separate set of service roads,
rural section has been continued with the additional provision of guard rails at the extreme ends
(after unpaved shoulders).
Locations so identified are Chouparan (km 264.000 to 265.750), Singharwan (km 275.350 to
277.150), and Barakatta (km 308.950 to 309.600). Some semi-urban areas need no service
road but need drainage facility. Locations so identified are Ansamagar (Km 279.950 to
281.100), Kariadpur( Km 292.700 to 293.850), Barsot (Km294.500 to 294.950 ), Gungri( Km
301.500 to 302.700), Kunhara Khurd ( Km 306.600 to 307.800).
For about 60% of the length of the road (49.35km), the road has been widened towards south,
i.e., towards south side if heading Kalikota. For another 33% of the length (27.2km), the
direction of widening is towards north, i.e., towards north side. Rest of the corridor length has
been proposed to be widened concentrically, especially In semi-urban areas, to reduce property
acquisition. It also includes transition stretches while changing from north side widening to
south side widening. Following table provides details regarding distribution of length as per
direction of widening, i.e., north (left) widening, south (right) widening and concentric widening.
1a AssocWaOs
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Table 2-13: Widening direction In Package VB
Widening direction     Length (km)    Percentage
North                  27.201       33.4%
Concentric or Transition  4.87      6.0%
South                  49.35         60.6%
Total                  81.475        100.0%
Urban Section          7.772         9.5%
0 Diversion Locations
At number of places along this package, the existing road alignment needed horizontal profile
correction to bring the geometrics of proposed road alignment to NH standards. In several
places this has introduced unavoidable swings where temporary diversion road would be
necessary to keep the traffic through during construction. A list of stretches needing such
diversion road is given below. At several places correction of deficiency in vertical profile
needed rising formation level substantially though not required from other considerations. This is
reflected in level difference between the existing and corresponding proposed road
Table 2-14: Diversion locations along Package VB
246.100 246.300        203.650-263.950
246.65-246.800         263.950-265.100    (3.5 4m wide)
247.000-247.200        274.850-275.450    (3.5 in wide)
250.75-250.900        275.600 277.150     (3.5 in wide)
252.16-252.275         280.900 281.150    (3.5 m wide)
252.960-253.170        288.350-288.450
253.75 253.900         292.850-293.750
254.70X-254.800.       294.40W-294.800
255.4E0255.600         295.730-295.950
256.150-256.300        298.150-298.350
256.500-256.750        300.700-300.900
257.150-257.300        303.2003O3.600
257.750-258.150        309.100-310.200    (3.5m wide)
260.450-260.660        314.900-315.000    (3.5r1 1 wide)
261.350-361.550        316.000-316.200    (Average 3.5 in wide)
261.850-262.000        317.400-317.60
0 Barhi Bypass
The semi-urban settlement of Barhi is fairly large with heavy local traffic and the available space
between houses on both sides of existing NH-2 is not sufficient for 4-laning. A flyover along
NH2 on the by-pass crossing NH31 (to Koderma) with a viaduct structure has been proposed.
Several possibilities for aligning the by-pass on both sides of NH-2 have been looked into and
the one selected requires least acquisition of built up area with the advantage of getting most of
the land from RIDA (Ranchi Industrial Development Authority). The existing NH-2 through Barhi
will be maintained as a 2-lane road for local traffic with channelised intersection at the crossing
of NH31 and NH33. The local traffic of Barhi with market places and shopping areas will be
maintained and no demolition will be involved. Also, as no ramp/slip road for tuming traffic is
provided at the flyover crossing on the by-pass, the turning traffic from NH31 and NH33 is to
take the rotary intersection.
® Re-Alignment of Highway
KM 278 to 279.8 (Bridge over Barakar River)
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NH-2 crosses the river Barakar at Km 279 in an alignment of 'S curva on a 50-years old bridge
made of combination of Brick Masonry Arch and Reinforced Concrete Hollow box (Balanced
cantilever) spans. This alignment retained to serve the north carriageway and to avoid the 'S
curve on the bridge new alignment is proposed for the south carriageway. The bridge on this
alignment will be straight.
Km 318.30 to 319.75 (Bridge at Gorhar)
NH2 in its existing alignment negotiates a sharp curve to cross river Gorhar, river Bhutaz and
river Chattan in Km 318. All the bridges are Stone Masonry Arch Bridges and have very narrow
carriageway and are weak. NH Wing of Bihar PWD has already taken up the project for having
a better alignment and only with a single R.C. Girder bridge on the river Gorhar with skew
crossing. The substructure of the 2-lane bridge and some of the embankment and 2-lane
carriageway have also been completed but the work is now stopped for quite sometime. The
land acquired is found to be good enough to accommodate the 4-laning of NH2 on the same
alignment as shown In the strip plan. The new alignment on the bypass shortens the length of
NH-2 by about 350 metres besides necessary correction of horizontal alignment.
2.7 OTHER PROPOSED FEATURES
2.7.1 Bridges
Package IA has three minor bridges located at km 205, km229 and km238. The bridges are
varying in length from 11.4m to 39.77m. The one at km 205, known as Jhama Nullah bridge,
(Length 39.77m, 5 X 6) will be replaced by a 6 lane new bridge, as it is falling on a new
alignment on a horizontal curve. Minor bridge at km 238 is proposed for complete replacement
because the road is being raised by more than 1 m. The bridge at km 229 qualifies for retention
after minor repairs. In order to avoid intermediate supports and expansion joints, single span
bridges have been proposed for additional 2 lane bridges by the side of retained bridge and for
new 4/6 lane bridges.
In Package IB, there are four multi-span minor bridges in this section located at km 255, 258,
306 and 308. All them qualify for retention after minor repairs. The bridges are varying in
length from 19.4m to 41.15m.
In Package IC, there are three multi-span minor bridges in this section located at km 324, 373
and 377. These also qualify for retention after minor repairs. The bridges are varying in length
from 9.4m to 23.Om.
2.7.2 Pavement Options and Structure
Rigid pavements are proposed for an appreciable length of GTRP. To be more precise, new
pavements for Package IIB, IVC and VB, which account for more than 150 km are proposed to
be of rigid type. Further, even existing pavements of Package IVC and some parts of IIB are
also proposed to be replaced with those of rigid type. Rest of the replacements as well as new
constructions will be of traditional flexible type
2.7.3 Enhancement of Inventories
Apart from widening to four/ six lanes and strengthening the existing pavements, GTRP
packages have also proposed several other enhancements such as new flyovers, rail
overbridges, bypasses, bus-bays, truck lay-byes, toll plazas and improved drainage. A total of
13 new flyovers, 11 bypasses and four ROBs have been proposed spread across the length of
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Grand Trunk Road Project
different packages of GTRP. The eleven new bypasses, together with other road sections
where a completely new alignment has been proposed, account for as much as 60 km of
highway. The packages have been further delineated with about 75 odd bus-bays and truck
lay-byes at more than eight locations. Toll plazas of 8 to 16 lanes have been also proposed to
recuperate the maintenance and part of capital expenditure. To ensure efficient drainage of the
highway, new lined side drains are proposed for more than 150km of the highway. This is in
addition to the strengthening and construction of cross drainage structures elaborated in the
previous sections.
Table 2-15 summarises package wise provision of all the enhancement measures discussed in
the preceding paragraphs.
Table 2-15: Inventory Enhancements
Total Length         N.       No. of    Length of
No. o.  of  of new   No of new  of new  No. of new  No. oF    new toll  new lined
Package  new No   f noews        bypasssf nbu          new      plazas    sd
Package  new    flyovers'B   ypasses  bypasses   bus    truck lay  (also give  drains
ROW                   realignments  byes/stops byes  no. 0   drains~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~eainmnt  besstp
(kin)                 yes     no.so   (km.)
1(10
I-A     1       3          1         4.32                          lanes)    9
1 (8
I-B     1       0          2         18.26                         lanes)   26
1 (8
I-C     0       0          2         9.4                           lanes)   10
lI-B    2       7          1         2.032       3         2        1
IV-A    0       2          3         4.4         38        2        1        60_
iV-C    0       0          1         20          24        2        0        42
1(1
V-B     0      1          __ _    10                       2        lanes)    11.5
2.8 BENEFITS OF THE PROJECT
The GTRP is expected to bring forward positive impacts (while causing some negative social
impacts, which are proposed to be mitigated fully) for the road-users and communities along the
whole stretch of the project corridor.
2.8.1 Macro-Economic benefits
The project is seen as a major generator of economic momentum, and shall benefit the
economically backward states of Uttar Pradesh and Bihar in a very significant way. The project
is expected to remove 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 and Bihar to the eastern gateway
ports of Calcutta and Haldia (About 40% of the exports from this hinterland are now through the
more distant westem 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 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$2170 million (see Table 2-16).
L. Assoc*lls
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Table 2-16: Direct Benefits of the Project
Package    Section          Cost of Project (in    Benefits (NPV in  Net Benefits (NPV  EIRR
US$ million)      US$ million)      in USs million)      N
I-A       Km200-222                                                                  90
Km222-265        73                419                784                 60
I-B       Without                                                                    32
Realignments
With                                                                      31
Realigrniments   57                 124               67
I-C       Entire            60                350                290                 52
__-B      Entire            105               459                354                 27.5
IV-A      Entire            66                116                50                  27.5
_v-c      Entire            79                138                59                  26.5
V-B       Entire            1 rJs             125*               17                  -
Total GTRP                  548               2169               1621                30
.______________________________  ___________________   appro K.
Sourc: Dealiled Pm/t Reports, Peckapes I to V, G TRP
Aff figures are for the base year 1998. *Esfimated by LASA, 2000. Note: EIRR = Economic Internal rate of retum.
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 intemal rate of return of about 30 per cent. If the indirect benefits were also
measured, the net benefit of the project would be much higher.
2.8.2 Local Level Benefits
The foremost benefit for the local communities would be the increased level of road safety.
Most of the accidents now involve single vehicles, and the fatality among the pedestrians and
the slow-moving traffic is significantly more than the automobile-users. Due to the project, a 5m
wide median will segregate the vehicles travelling in the opposite direction, and chances of
collision would be reduced. Also, the through traffic will be segregated from the local traffic and
the pedestrian traffic, and the propensity of fatal accidents involving pedestrians and slow-
moving traffic would be reduced
* Accident Reduction Benefits
The existing NH-2 stretches selected for GTRP are known to have high rates of accidents. The
traffic levels are high for the existing 2-lane carriageways. The traffic is a composition of heavy
goods traffic (dominant), passenger vehicular traffic, and slow moving vehicles. The slow
moving vehicles are mainly animal-driven. There is no segregation between the fast and slow
moving traffic.
A very substantial amount of local traffic occurs at each of the built-up stretches. Except for a
few cities, the roads through the built-up areas have no median-divided carriageway, no space
for the local traffic and for on-street parking. The provision for pedestrian traffic is also
inadequate.
The heterogeneity of the traffic, smaller carriageway, geometric deficiencies, absence of
adequate sight distance (in many places), hazardous exposure of the pedestrians to the heavy
highway traffic - all these contribute to the occurrence of accidents. Absence of any median
divider and the small carriageway width are the most important factors. Other inadequacies
contributing to the accident risks include, (manned) railway crossings, further reduction of
3      Although, there is a possibility that owing to the higher design speed, the propensity of accidents
involving multiple vehicles, would not be equally reduced.
Let Asscits
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Grand Trunk Roed Project
carriageway due to unorganised on-street (on-pavement) parking, high (pavement) edge-
drops4, and unrestricted access of the stray animals on the highway.
The GTRP solves all these accident-hastening issues. Median-divided 4-lane (or 6-lane for
21km in Package 1-A) caniageways are being provided, reducing the risks of head-on collision
between vehicular traffic moving in the opposite directions. Separate service lanes are being
provided at built-up areas. Geometric deficiencies will be corrected by GTRP. Pedestrian
facilities, organised bus stops, footpaths, and proper signage are being provided. New rail-over
bridges will be constructed over the existing railway crossings. Parking lay-byes for trucks, and
other heavy vehicles will all be provided. Access control (for both men and animals), even if not
a total system to start with, shall also reduce the current number of accidents.
Even a very conservative estimate of the accident reduction benefits of the GTRP works to be
substantial. Twenty-nine lives would be saved every year, along with a prevention of about
3000 injuries.. The economic value of accident reduction will be about US$6.5million. Overall,
accident risks will be reduced by 68% over the whole stretch of the GTRP.
Table 2-17: Accident Reduction Beneflts of GTRP
Life       Prevention or     Prevention of   Economic Value of
BENEFITS              Saved      Serious Injury (No)    Minor Injury  Accident Reduction (US$)
_______ _______ ______ (N o)  j _ _ _ _ _ _ _ __ (N o)       1 _ _ _ _ _ _ _ _ _ _ _ _
Every Year of Operation    29    86                2,879           6,493,619
During Life of GTRP  899         2,666             89,249          201,302,187
Net Present Value     -          -                 -               41,853,329
(N PV )              __ _ _ _ _ I _ _ _ _ _ _ _ _   _ _ _ _ _ _ _ I _ _ _ _ _ _ _ _ _ _ _ _
Estimated by LASA, 2000. Note: This benefIt /s notincluded in the direct benefits of the pro ect.
®F Local facilities
Due to GTRP, provisions will be made for the local traffic, especially the non-motorised ones
such as the bullock-carts, the handcarts, cycle rickshaws, etc. Passenger friendly amenities like
bus stops, passenger sheds, underpasses for safe movement of local people from one side of
the highway to the other, organised parking lots and lay-byes will be added. Common property
resources, and community assets will be conserved and enhanced (detailed plans and designs
for community property enhancements have been prepared as part of the Environmental
Enhancement by the project, for more than 100 sites).
® Employment opportunities for local community
Proportionate to the investment in the project, large employment opportunities (about half a
million person-months, and for about 40,000 persons) will be created by the project. The
employment opportunities will be created for skilled, semi-skilled and unskilled labourers. While
most of the skilled labourers may come from other parts of the country, the opportunities for
semi-skilled and unskilled sections of the workforce will be mainly available to the local
communities. There are two reasons, why such employment opportunities will mainly accrue to
the local communities: first, that bringing semi-skilled or unskilled labourers from outside is an
uneconomical proposition; and, second, that in construction projects all over the country, semi-
skilled workforce come mainly from Bihar and UP.
High edge-drops between the bituminous pavement and the earthen shoulder of the existing two
lane carriageway results in the heavy vehicles trying to remain on the pavement (instead of using
the space on the shoulder to give way to traffic from the opposite direction or from behind) at
substantial own and third-party risks.
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Table 2-18: Total & Local Employment Opportunities In the Project
Description                                      Person-Months            Total Persons
Skilled Workers                                  106333                   5,538
Semi-Skilled Workers                             239,249                   17,089
Unskilled Workers                                186,082                  18,091
Total Employment Opportunities                   531,664                  40,719
Local Employment Opportunities                   1,063,328                81,437
Soumwe Estlmratd, LASA, 2000.
Assuming averago wor* duoatlon of one locatIon to be 24, 21 and 18 months respectey and average employeo tumovor to
be 1.25, 1.5 and 1. 75, respectvely for the skilled, semi-sklled end Me unskllWed work*one.
®3 Improved access to amenities
By and large, for communities in the project influence area, indirect social benefits of the project
are likely to include: (i) speedy access to employment, better health and education opportunities
in urban centres along NH-2; (ii) increased opportunity for intensified informal economic
activities linked to services/ facilities for road users; and (iii) reduction in transportation costs
and improved market access for agricultural produce of the area.
0 Compensation and mitigation of the negative Impacts
The negative impacts of the project, mostly environmental and social impacts will be mitigated
adequately. In addition to the provision of replacement value of the property lost due to or in the
consequence of the project, the project-affected persons (PAPs) will receive additional supports
and assistance from the project to improve their livelihood and the quality of life. The project
provides for skill development and vocational training to all socially vulnerable sections of the
PAPs.
o Equitable distribution of benefits
Given the wide variations in socio-economic characteristics and social development levels of
various sections of the population, the magnitude of accrued benefits is likely to vary across
social classes.
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3. POLICY, LEGAL AND ADMINISTRATIVE
FRAMEWORK
This chapter presents a review of the existing institutions and legislations relevant to this
project, at the National and the State levels.  Regulations concerning procedures and
requirements that may directly concern the project, the capacity of the institutions and agencies
conceming the ability to successfully implement the environmental management plan have been
assessed in this chapter.
3.1 INSTITUTIONAL SETTING FOR THE PROJECT
The Grand Trunk Road Project has been initiated and is being carried out by the NHAI,
established as an authority, as a part of the Ministry of Road Transport and Highways (MRTH),
Government of India. Though the primary responsibility of the project rests with the NHAI, a
brief discussion on the various institutions involved and their level of responsibilities in the
project implementation is presented in the following sections.
3.1.1 The National Highways Authority of India (NHAI)
The mandate for the planning, design, implementation and maintenance of the 50,000km
National Highway network in India rests with the Ministry of Surface Transport (MRTH). The
MRTH carries out its duties of maintaining these highways through the various state PWDs.
To plan and implement projects on a fast track and to expedite the improvements of the
important National Highways, the Govemment of India has established the National Highways
Authority of India (NHAI). Of the total national highways network in India, the NHAI has been
entrusted with the planning, development and management of 12,500km' forming part of the
Golden Quadrilateral (about 5,500km of national highways connecting the four major
metropolitan cities in India, viz., Delhi, Calcutta, Mumbai and Chennai) and the North-South and
the East-West Corridors (about 7,000km) connecting Kashmir to Kanyakumari and Silchar to
Saurashtra.
With an ambitious plan of the improvement of these 12,500km national highway stretch by
2011, NHAI has initialized several highway development projects in various parts of the country
on a war footing, with funding from World Bank, Asian Development Bank etc. apart from its
own sources of funds. The Grand Trunk Road Project, Involving the widening of 7 discontinuous
stretches, totaling to a length of 422.80 km between Agra and Dhanbad, is being taken up by
the NHAI with the financial assistance from the World Bank. The NHAI, in order to facilitate the
preparation and implementation of this project has divided the project corridor into five
packages.
The authority and responsibility for the remaining national highways (about 37,500km) continue to remain with the
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Consolidated EMA Report
Grand Trunk Road Project
The NHAI, through the Chief General Manager (WB) will be responsible for the effective
implementation of the project activities. The CGM is assisted by a General Manager (WB) and
the Project Directors of the various project packages, Separate NHAI units, Project
Implementation Unit (PIU) with a Project Director as its head have been established for each of
these packages. International consultants have been appointed for carrying out the feasibility
study and preparation of the Detailed Project Reports and designs for four-laning of the project
packages.
3.1.2 Project Implementation Units
These are separate NHAI units established at the project locations for each of the project
packages, with a Project Director (PD) as its head. The Project Director is assisted on all
technical issues by three managers, which include a manager (technical), a manager
(Environment) and a manager (R&R). These PlUs would play a key role in implementation of
the project including the overall control of construction activities and implementation of
contracts. The various Project Directors, in turn report to the General Manager (WB), who is
responsible for the co-ordination of the project preparation activities of the various project
packages.
The review of the preparation of the Environmental and Social assessments for the project and
ensuring the effective implementation of the Environmental Management Plan I Resettlement
Action Plan will be carried out by the Environment and R&R Managers at the PIU, in due
consultation with the environmental unit at the Corporate Office.
The project preparation, the designs and the estimates have duly incorporated the relevant
environmental concems as reflected in this document as well as the individual EIA reports and
the EMPs carefully prepared for each of the contract packages. It is reasonably expected, on
the strength of these documents that these provisions will be enforced and that the PIU and the
Construction Supervision Consultants working under the direction of NHAI will have the
commitment and the necessary resources to do so.
3.1.3 Environmental Unit at the NHAI Corporate
NHAI, primarily being a road agency, till recent past did not have the capacity to address the
environmental/social issues likely to result of the project. To assess, advise and monitor the
environmental performance of the various projects being planned, designed and implemented
by the NHAI, an Environmental Unit has been established at the Corporate Office of the NHAI.
The Environmental Unit is headed by the General Manager (Environment), and is assisted by
two managers - one each for the Environmental and Resettlement aspects.
The Environmental Unit is responsible for the co-ordination of the environmental and social
issues of the various project packages and PlUs, and work in close interaction with the
environmental managers at the various PlUs.
3.2 INSTITUTIONAL SETTING IN THE ENVIRONMENTAL CONTEXT
The environmental regulations, legislation, policy guidelines and control that may impact this
project, are the responsibility of a variety of govemment agencies. In all, as discussed in the
subsequent sections, the following agencies would play important roles in this project.
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3.2.1 Ministry of Environment and Forests (MoEF)
The primary responsibility for administration and implementation of the Government of India's
policy with respect to environmental management, conservation, ecologically sustainable
development and pollution control rests with the Ministry of Environment and Forests (MoEF).
Established in 1985, MoEF is the agency primarily responsible for the review and approval of
2
ElAs pursuant to Gol legislation
3.2.2 MoEF Regional Offices
The Ministry of Environment and Forests has set up regional offices, with each region having an
office. The regional offices for the present project are located at Lucknow and Bhubaneswar.
These offices are responsible for collection and furnishing of information relating to EIA of
projects, pollution control measures, methodology and status, legal and enforcement measures
and environmental protection in special conservation areas such as wetlands, mangroves and
biological reserves.
3.2.3 Central Pollution Control Board (CPCB)
A statutory authority attached to the MoEF and located in New Delhi. The main responsibilities
of CPCB include inter alia the following:
-   Plan and implement water and air pollution programs;
-  Advise the Central Govemment on water and air pollution programs;
*   Set air and water standards; and
*   Co-ordinate the State Pollution Control Boards.
3.2.4 State Pollution Control Boards (SPCB)
The SPCBs play the role of environmental management at the state level, with emphasis on air
and water qualities. They are responsible for:
*   Planning and executing state-level air and water initiatives;
*   Advising state govemments on air, water and industry issues;
*   Establishing standards based on National Minimum Standards;
*   Enforcing and monitoring of all activities within the State under the Air Act, the Water act
and the Cess Act, etc.;
* Conducting and organizing public hearings for projects as defined by the various Acts and
as stipulated by the Amendment (April 1997) to the EIA Act; and,
2       Environmental (Protection) Act, 1986 Item No. 21 of Schedule-I specifies that any highway project needs
environmental clearance from the Central Govemment in the form of an approved EIA, followed by the amendment in
May, 1994 and in 1997. Under these notifications certain activities must obtain clearance from Central and State
Governments and obtain a No Objection Certificate (NOC) before commencement. EIA is a mandatory requirement in
order to obtain clearance If a project falls under the 29 prescribed activities In Schedule - I of the notification. For
details on further amendments to 1994 Notification, see Box 3.
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Consolidated EIA Report
Grand Trunk Road Project
Issuing No-objection Certificates (NOC) for industrial development, defined in such a way as
to include road projects as the Grand Trunk Road Project.
3.2.5 Departments of Environment and Forests (DoEF)
They perform the functions similar to the MoEF at the state level.
3.3 ENVIRONMENTAL CLEARANCE REQUIREMENTS
3.3.1 Gol Requirements
The primary responsibility for administration and implementation of the Gol policy with respect
to conservation, ecologically sustainable development and pollution control rests with the
MOEF. The MOEF is responsible to enforce the regulations established pursuant to the National
Conservation Strategy, National Forest Policy, the Policy for Abatement of Pollution (1992) and
the Indian Environmental Protection Act 1986, revised In 1994 and amended subsequently in
1997 (see Boxes 3 and 4).
The Environmental Impact Assessment Notification, 1994 identified highways (item 21 of
Schedule-I) as one of the projects requiring prior clearance from the MOEF. Therefore, the
environmental impact assessment (EIA) is a statutory requirement for obtaining clearance. The
guidelines/ comprehensive format for EIA preparation has been prescribed in the handbooks
and other literatures3.
;   d  iBox 3gS: ;Goternment of mIndia AmendmEnt arl 0EIA rqulremenn 1997;t:
Ir April0 :1 :t:t a:n tific-tion Was  issu ed    M-  b -   md  el l  th -EIA Nition,
U994 whch lsts proje requiring Environmenl Clearance. The 1907 Ntif0aionsaes l:d
ThvionmntalCleranem f0-rom the: MOEP Intrquedfrihw,prjcroaing. to
impr vmen Wor   cud_r w ideing rad trsth          g                              ucq uit 0n
aalorig the existing' alignmentsl proWvided the  highways  dohnot pass through ec oogi     sn itrv
areas such as National Parks, Sanctuaries,Tiger Resre, Reserve Foe      etc,i
Source: Gazette Noacat dGovernmnt h ofnda date    ' Api'"; 99T
It is important to note that the present project is limited to improvement work including only
widening  and  strengthening  of roads along  the  existing  alignment with  marginal land
acquisition4. Road sections included in this project also does not pass through any ecologically
sensitive area such as national parks, sanctuaries, tiger reserves or reserve forests, etc.
3       The Guidance for the preparation of ElAs within the overall framework for envircnmental clearance for new
development proposals are detailed in Gol (1994) Handbook of Environmental Procedures and Guidelines. Additional
guidellnes for road projects are provided In MoST (1989) Environmental Guldelines for Rail {Road and Highway
Projects.
4       Marginal land acqulsition Is deflned by the MoEF as 'land acqulsition not exceeding 20m on either side of the
existing right-of-way'.
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Consoldated EMA Report
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Box 4: Definition of "Marginal Land Acquisition"
"...As per the provisions of the ElA Notification of 27:. January94 and as amendedon 10tn April,
97, environmental clearance is required foe highway projects except projectr,!relating to
Improvement workdrincedn   ieigal  srp~     ~~~ewt   6N.tgr1 ... -     c1Istlr
along the               V p'rQllMIed they dh,I ' dthr%kih  o    g i          cuch
as national parks: sanctuaries, tiger reserves, rieserforests. it is hereby clarified that marginal
land acquisitior means Jar d acquisition t eedih a total widtt Of 20 metres  tither side of
the existing alignment put together. Further, it is also cIarified that bypasses would be treated as!
stand-alone projets and would requIre eironmental clearnce only If the iost Of the- pte ect
exceed Rs.Socrores rech.    - ;-
Source. MOEF CduafeNo. 21012126-99-IA-lil daid 1.5 Oohber t999-
3.3.2  State Level Clearance Requirements
Besides, the Gol environmental clearance requirements, the project also requires clearance
from some of the state level line agencies as discussed below.
0 Forest Clearances
In 1986, when the MoEF enacted the Environmental Projection Act, linear stretches of roadside
plantation along many of the Highways (including in Uttar Pradesh, but not In Bihar) were
declared as protected forest. Due to the protected status, clearance from the MoEF is required
to cut roadside trees. Applicability of the provisions of Forest (Conservation) Act, 1980 to the
linear (roadside) plantations was modified by a notification from the Gol, MoEF dated 18th Feb
1998. Now, in the case of the 'notified to be protected" roadside plantations, the clearance may
be obtained from concemed Regional Offices of MoEF, irrespective of the area of plantation
lost. If the concerned Regional Office does not accord the decision within 30 days of the receipt
of fully completed application, the proponent agency may proceed with the widening/expansion
under intimation to the State Forest Department and MoEF (see Box 4).
o State Pollution Control Board (SPCB) Requirements
Projects also require obtaining NOC from SPCBs in pursuant to the Water (Prevention and
Control of Pollution) Act of 1974, the Cess Act of 1977 and the Air (prevention and Control of
Pollution) Act of 1981.
o Public Hearings
In order to obtain a No Objection Certificate (NOC) from the State Pollution Control Board, or
environmental clearance from the MoEF, 'public hearing' has been made mandatory. The
requirement was introduced in the MoEF notification, which came into effect on 1 oth April 1997.
3.3.3 World Bank Requirements
The World Bank environmental assessment (EA) requirements vary based on classification
system such as Category A, Category B and Category C as defined by the World Bank OP
4.01. A project designated as Category A, requires a full environmental assessment (EA)
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Consolidated EIA Report
Grand Thunk Road Project
Category B projects require a lesser level of environmental investigation. Category C projects
require no environmental analysis beyond that determination.
This project is a Category A project, due to its cumulative magnitude of environmental and
social impacts and therefore requires full environmental analysis and assessment. The
emphasis of the World Bank is on integration of the mitigation measures into the project design
and mainstreaming environment in all stages of planning, implementation and operation.
It may also be pertinent to note that while the World Bank requirements now have been
modified and new projects must conform to the OP 4.01, this project was Identified and the
individual environmental assessments were prepared within the framework of OD 4.01 only.
3.4 THE LEGAL FRAMEWORK
The Government of India has laid out various policy guidelines; acts and regulations pertaining
to the sustenance of environment and these have been explained in the following sub-sections.
3.4.1 The Forest (Conservation) Act, 1980
(Amended in 1988. For details, see Box 5 and 6)
The Forest (Conservation) Act, 1980 pertains to the cases of diversion of forest area and felling
of roadside plantation. Depending on the size of the tract to be cleared, clearance are applied
for at the following levels of government:
If the area of forests to be cleared or diverted exceeds 20ha (or, 1Oha in hilly area) then
prior permnission of Central Government is required;
* If the area of forest to be cleared or diverted is between 5 to 20ha, the Regional Office of
Chief Conservator of Forests is empowered to approve;
- If the area of forest to be cleared or diverted is below or equal to 5ha, the State Government
can give permission; and,
* If the area to be clear-felled has a forest density of more than 40%, permission to undertake
any work is needed from the Central Govemment, irrespective of the area to be cleared.
3.4.2  The EnvironMent (Protection) Act, 1986 and the Environmental Impact
Assessment Notification, 1994
The Environmental (Protection) Act, 1986 is the umbrella legislation providing for the protection
of environment in the country. This Act provided for the Environment (Protection) Rules, which
are formulated since. The Environmental Impact Assessment Notification, 1994 and the
Amendment thereto (April 1997) have been discussed in Section 2.3.1 above.
3.4.3 The Wildlife (Protection) Act, 1972
The Wildlife Protection Act has allowed the government to establish a number of National Parks
and Sanctuaries over the past 25 years, to protect and conserve the flora and fauna of the state.
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3.4.4 The Water and Air (Prevention and Control of Pollution) Acts
The Water (Prevention and Control of Pollution) Act, 1974 resulted in the establishment of the
Central and State level Pollution Control Boards whose responsibilities Include managing water
quality and effluent standards, as well as monitoring water quality, prosecuting offenders and
issuing licenses for construction and operation of certain facilities. The SPCB is empowered to
set air quality standards and monitor and prosecute offenders under The Air (Prevention and
Control of Pollution) Act, 1981. Additionally, as per the Gazette notification dated 10 April 1997,
SPCB is also empowered for public hearing of all projects including road projects (see Box 5).
-Box 8: Appklability otthe:Forest:(ConservatIon) Abt,-1980
Roadside Strip Plantation
In 1986, whenNoEF enacted: the.Environment Protection Act, the'.ntire linear stretches of
roads'ide plantai ons along th'e highways, were deciared as protectedlforest In" certain states..
Although the' land is under the control of the highways departm,en,ti, due to its proteted status,
clearance is -equired to tcutt roadsideftrees. Appoi.bility of, the prosions of the Forest
(Conservation) At, i1980 t tho lin'ar:(road ot canal side) pl.antati6S was modifiid by,
notification f6rm the Gol, M65 rE:d ted 18 arbrbari '194y   8.. '..
The new notification. recognizes that: the spirit bebinrd: the Forest(C£nsevation)- Act was
conservation of.natura forests, and not strip plantati js, In the iaseo f the noifxied to be    ed
roadside. plantations. the clearance 'now :may le, giynby the concerned Regiond jOffices of the,,
MoEF; irl`spective of'the' area of plAntation lost) While iss'uig the approval, in place of normal
provision for compensatory atorestation, the Regional Offie wI stipulateis a qoditlon that for:
every tree cut at least two trees should be planted.-If' the,.concerned .Regional. Office does not
accord the decision within'30 days of the receipt offully completed application, .the proponent
agency may proceed with the widening/expansion: under :intimation; to-the State Forest
Department, and MoEr ,
Forest Land.
Restrictions oandclearance pmreedure proposed in the Forest (Conservation) At applies wholly tot
the natural forest areas, even In case the protecteddesig'nated forest area coes not have any
vegetation cover.
Box 6; State Pollution .Control Board Requirements
The project requires the obtaining of clearan,cefrom -the State Pollution CGontrol Boards:of Uttar.>
Pradesh and Bihar:pursuant to the Water (Preventioliand Control of Pollution) Act of 19741 the:
Cess Act of 1977 and Air (Prevention and Control of Pollution) Act of 1981. TheoState PCB
establishes 'a revieW panel and circulaies the-application for public review and comment in each
affected district. A state. level hearing is also required, taking all comments received from the
districts into account. The State Pollution Control Board issues a No-objection Certificate (NOC)
after accepting the application for the project..:
3.4.5  The Motor Vehicles Act, 1988
In 1988, the Indian Motor Vehicles Act empowered the State Transport Authority to enforce
standards for vehicular pollution and prevention control. The authority also checks emission
standards of registered vehicles, collects road taxes, and issues licenses. In August 1997, the
Pollution Under Control Certificate (PUC) programme was launched in an attempt to crackdown
on the vehicular emissions in the states.
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Grand Trunk Road Project
3.4.6 The Ancient Monuments and Archaeological Sites and Remains Act, 1958
According to this Act, area within the radii of 100m and 300m from the 'protected property" are
designated as 'protected area" and 'controlled area" respectively. No development activity
(including building, mining, excavating, blasting) is permitted in the "protected area" and
development activities likely to damage the protected property are not permitted in the
"controlled area" without prior permission of the Archaeological Survey of India (ASI) If the
site/remains/ monuments are protected by ASI or the State Department of Archaeology if these
are protected by the State.
3.4.7 State Level Legislation and Other Acts
No specific state-level legislation relevant to the environmental clearance requirements, other
than those mentioned above are in force in the two states of Uttar Pradesh and Bihar.
However, clearance will be required for setting up hot-mix plants, batching plants, etc., under
the Air and the Water Acts. Clearance from the State Department of Mining Is required for
establishing quarries. Clearance from the Sate Ground Water Boards/Authorities is required for
establishment of new tube-wells/bore-holes, etc.
In addition, with respect to hygiene and health, during the construction period, the provisions as
laid down in the Factories Act, 1948 and the Building and Other Construction Workers
(Regulation of Employment and Conditions of Service) Act, 1996 would apply.
With limited possibility, the provisions of the Hazardous Wastes (Management and Handling)
Rules, 1989 and the Chemical Accidents (Emergency Planning, Preparedness and Response)
Rules, 1996 would also apply during the construction and the operation periods.
3.5 CLEARANCE REQUIREMENTS FOR THE PROJECT
3.5.1 Clearance Requirements for this Project
The project would need the following environmental clearances:
1. Environmental Clearance from the MoEF
2. Forestry Clearance from the MoEF regional offices
3. No Objection Certificate (NOC) from the State Pollution Control Boards (of
Bihar and Uttar Pradesh)
4. Clearance from the State Pollution Control Boards (of Bihar and Uttar
Pradesh) under the Air Act, the Water Act and the Cess Act, if stipulated by
the State Pollution Control Boards while giving the NOC.
The status of the various mandatory clearances needed for the project.is presented in Annexure
3-1.
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4. METHODOLOGY
This chapter presents the methodology adopted for the preparation of the Consolidated
Environmental Assessment for the GTRP. This also describes, as a natural corollary, the
mainstreaming of the environmental considerations in this project.
4.1 STUDY METHODOLOGY
The environmental assessment by the individual consultants for this project employed a
reiterative approach in which potential environmental Issues have been examined in successive
levels of detail and specificity at each step in the process. The consolidated reports, in all
places, abridge and extract data/information from the individual EIA reports In a sequential
manner. The consolidated reports are supported with the detailed EIA reports prepared for
each of the 5 packages. The major steps involved in the Consolidation EIA process were as
follows.
4.1.1 Review of Individual EIA Reports
A review of the individual EIA/EMP reports for the various project/contract packages prepared
by the consultants was carried out so as to identify the gaps and deficiencies that need to be
addressed in the consolidated report.
4.1.2 Environmental Baseline Status
To ensure that the baseline conditions presented in the various EIA reports clearly depict the
existing ground conditions, and to verify that the various environmental and social issues have
been adequately addressed during the documentation of the baseline status, an on-site
validation exercise of the environmental issues along the corridor was carried out. This involved
the site verification of the various environmental issues (say water bodies, tree plantations,
cultural properties, road safety, borrow areas, quarries etc), their locational context, nature and
significance to the project and project influence area.
4.1.3 Assessment of Potential Impacts
Based on the validation and verification of the baseline conditions, the significant impacts
needing addressal were identified. A review of the assessment of the environmental impacts
carried out by the individual consultants was carried out to ascertain that the direct and indirect
impacts likely to be induced due to the project have been adequately identified and addressed.
4.1.4 Environmental Monitoring and Analysis
As part of the assignment, a baseline monitoring of the air, noise, water and soil components
along various locations identified along the corridor has been carried out. The baseline
environmental quality levels deduced from this monitoring enabled the validation of the analysis
already carried out by the individual consultants. The baseline concentrations established
facilitated the modelling of the various air pollutant parameters and the noise levels due to the
proposed project.



Consoildated EIA Report
Grand Trunk Road Project
4.1.5 Mitigation Measures of Pollution Control
The modelling and prediction of the environmental quality of air, noise etc due to the project, will
facilitate the formulation of location-specific mitigation and management measures.  The
detailing of the various mitigation measures to be proposed has been completed including the
Bill of Quantities (BoQ) and technical specifications. As regards the water and soil components,
critical locations needing mitigation have been Identified based on the environmental monitoring,
and mitigation measures worked out.
4.1.6 Transplantation of trees
To identify candidate trees for transplantation, a detailed survey has been carried out and a
marking was carried out on site of the trees that need to be transplanted. The designs for
carrying out the transplantation have been worked out and the technical specifications for the
same, detaired out.
4.1.7 Environmental Enhancement Measures
During the site surveys carried out along the project corridor, the elements for enhancement
have been identified. The baseline elements such as cultural properties, water bodies, bus
stops, quarries and borrow areas and other elements for their significance to the community
have been identified based on their importance and relationship with the road. The potential for
enhancement of these features have been established based on these factors.
The environmental enhancements have been schematically designed on the, site for each
identified elements with specific reference to its location. To ensure homogeneity throughout
the corridor and across the contract packages, the enhancements have been carried out under
a common guideline for enhancement, to be worked out to ensure appropriate design solutions,
including the use of appropriate local materials and technology.  For each of these
enhancement locations, designs have been completed with working drawings, specifications
and bill of quantities.
4.1.8 Performance Indicators and Monitoring Mechanisms
The performance indicators of the environmental components that have been worked out as
part of the Environmental Assessments have been reviewed, and additional inputs on the
performance indicators worked out.  Based on the evaluation of the various monitoring
mechanisms worked out for the various packages, a suitable monitoring mechanism of the
Environmental Management Plans has been worked out In consultation with NHAI.
4.1.9  Institutional 5etting and Capacity Building
A review of the institutional set up recommended for the implementation of the EMPs of the
various project/contract packages was carried out. Based on a careful review and interactions
with the NHAI and the WB, the institutional set up and the capacity building required for the
effective implementation of the project have been worked out.
4.2 FIELD SURVEYS
The following primary surveys have been carried out along various locations along the project
corridor for the project,
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* Environmental Monitoring Surveys;
*  Tree Transplantation Survey;
*  Location specific site surveys for environmental enhancement; and
*  Topographic Surveys.
These surveys have been carrded out with the following objectives:
*  To carry out verification of the findings of EIA /EMP reports;
* To verify and fill up the gaps identified from the Individual EA Reports;
* To establish the baseline environmental status and form a monitoring network for the
critical parameters of air, noise, soil and water;
To work out the details of locations identified for environmental enhancement; and
* To identify the candidates for the transplantation of valuable trees along the highway.
4.2.1 Environmental Monitoring Surveys
The pollution monitoring surveys for air, noise, water and soil at the various locations identified
based on the review of the individual EA reports and the initial site visits (For details, see
Chapter 5).
4.2.2 Tree Transplantation Surveys
A detailed survey of the roadside plantation along the various contract packages to identify the
candidate trees suitable for transplantation.
4.2.3 SpecIfic Surveys for Environmental Enhancement Locations
Environmental Enhancement locations have been identified based on the review of the EA
Reports of the individual packages, supplemented by field visits. The surveys were carried out
to cover the following:
*  Enhancement of cultural religious properties along the highway;
•  Bus bays, bus shelters etc, and a review of their location;
*  Highway side landscape and enhancement of road junctions;
•  Enhancement of highway side water bodies;
*  Redevelopment of the borrow areas located on the public land;
*  Sensitive Receptor locations as schools, hospitals etc.; and
*  Highway amenities such especially Dhabas, Petrol Pumps and service station.
To ensure homogeneity in data collection and to maintain consistency in terms of data collected
for the various contract packages, specific guidelines were formulated for the various
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ConsolidatedEMA Report
Grand Trmnk Road Project
components as bus stops, shrines, borrow areas etc. The guidelines evolved are presented in
the Annexure 4-1.
4.2.4 Topographic Surveys
Topographic Surveys have been carried out at the various enhancement locations identified
along the corridor:
* Cultural properties;
* Surface water bodies of importance;
* Borrow areas;
* Bus shelter locations;
* Incidental spaces along the corridor; and
* Major intersections and junctions.
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5. EXISTING ENVIRONMENTAL SCENARIO
This chapter assesses the nature, type and dimensions of the study area and describes the
relevant physical and biological environmental components along the project corridor. The
database on the environmental components relevant to decisions about project location, design
and operation have been assembled from varous secondary sources and primary surveys
conducted for the individual packages. The baseline information fumished in the Individual EA
Reports has been supplemented by the field visits and the primary surveys of the various
environmental components carried out during this independent review.
5.1 METEOROLOGICAL BASELINE
The study of Meteorological and micro meteorological parameters is significant in a road project
as these parameters regulate transport and diffusion of pollutants released into the atmosphere.
5.1.1 Climate
The stretches of the Project Highway (NH-2) taken up as part of the GTRP are located in the
humid sub-tropical region with marked monsoon effects. The weather generally remains hot
and dry, while cold weather prevails in winters. Due to large variations in temperature and
rainfall, the climate has a characteristic seasonality. The climate Is distinguished by three
distinct seasons:
* Hot Summer (from April to June),
- Warm humid Rainy season (from July to September), and
* Cold Winter (from November to February).
October and March constitute the transitional months between rainy, winter and summer
seasons respectively. The following sections describe the four key elements of the climate, viz.,
Temperature, Wind, Rainfall and Relative Humidity.
5.1.2 Temperature
The region enjoys fairly high temperature throughout the year, a distinct characteristic of the
tropical climate. In winters, the temperature over the Ganga plains remains between 100 to 150
C and rises to a maximum range of 380 - 430 C In the peak summers. January is the coldest
month with temperatures dipping to less than 5°C. During rainy seasons, the temperatures vary
between 240 to 360C. Plate 5-1 shows the temperature variation across the Project Region.
Package I of the Project Highway has an annual temperature in the range of 22.50 C -250 C
while the temperatures eastwards vary in the range of 250.0 C- 27.50 C. Table 5-1 records the
extreme temperatures recorded in different cities falling along the Pmject Highway.
Table 5-1: Maximum and Minimum Temperatures In Major Cities along Grand Trunk Road
Packages      City Reported   Mean Maximrum Temperature  Mean Minim m Temperature
Month     Temperature (° C)  Month    Temperature (0 C)
Package IA    Agra        June      44.0               Janua     2.0
Package IIP   Kanpur      June      47.4               January   4.0
Package IVC   Varanasi    May       40.6               January   9.0
Package V     Dhanbad     May       40.0               Janua     10
Source: Compiled from Individual EIA Reports, - Packages 1, 11, IV and V, GTRP.



Consofidated EMA Report
Grand Trunk Road Project
Plate 5-1: Temperaure Zones in the Indo Gangetic Plains
5. 1.3 Wind
In all the stretches along the Project Highway, the predominant wind direction is westerly or
north westerly from October to April and shifts to easterly or south-easterly from June to
September. Dust stormns occur in Kanpur in summer, but in October, winds are variable both in
direction and speed. High wind velocities may cause soil erosion both during the wet and dry
seasons. However, the average wind speeds have also been recorded at Kanpur during
summers are much lower as evident from Table 5.2.
Table 5-2 Wind Directions & Speed along the Grand Trunk Road
Prevalent Wind Direction               Wind Speed
Packages         Major               Minor              (krn~ph)
Package I       west                 North West         4.5
Package II      west - NorthWest     East               4
Package iv      west - North West     East - NorthEast  4
Package v        South -SouthEast    North East         2.5
Source: Compiled from Individual EIA Reports, - Packages II, ily  and v, GTRP.
5.1.4 Rainfall
The project area receives most of its rainfall from the Bay of Bengal Current of the south-
western monsoon, which normally bursts over the region towards the last week of June and
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continues up to beginning of October. The rainfall is derived mainly from the Bay of Bengal
Current, which gets deflected by the Himalayas in the north and sweeps up the Gangetic plain
falling along the project highway. During winter, occasional light rains are received from the
retreating monsoon. The rainfall pattern in the project region is presented in Plate 5-2.
Plate 5-2: Rainfall in the Indo Gangetic Plains
The region enjoys a moderate annual rainfall of about 980mm, of which, over 90%M occurs
during the four rainy months between June and October. The annual rainfall varies between
800mm and 1100mm. Table 5.3 presents the maximum and minimum monthly
rainfall recorded in different cities along the project highway.
Table 5-3: Maximum and Minimum Rainfall Recorded along the Proiect Highway
Packages        City Reported  - Maximum Rainfall (mm)     Minimum Rainfall (mm)
_________________    ______________    Month  Rainfall  Month  Rain ball
Package I      Aqr            August        263            November      2.1
Package II      Kanpur      |July           264.7          April 74
Package IV      Varanasi     August        -469.1          April          Nil
Package V       Dhanbad       July          533.2          April          NA
Source: Compiled from Individual EIA Reports, - Packages I, II, IV and V, GTRP.
5.1.5   Relative Humidity
The region, on an average records a relative humidity of 64%. The air is very humid during the
rainy seasons when the relative humidity averages 79%. The highest relative humidity is
53 ~ ~ ~ ~ ~ ~                            5
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observed during August (84%), which together with high temperatures makes the weather
sultry. Table 5.4 compares the humidity levels across four cities falling In different packages.
Table 5-4: Humidity Levels in Different Cities along the Grand Trunk Road
Packages      Location       Maximum Humdit (9)           Minimum Humidity
Month        Hum-dtty        Month     Humidity
Package I     Agra           August        86             April     26
Package ll    Kanpur         August        86             Aprl      24
Package IV    Varanasi       September    88              May       35
Package V     Dhanbad        September    86              May       25
Source: Compiled from Individual EIA Reports, - Packages 1, 11, IV and V, GTRP.
5.2 NATURAL AND BIOPHYSICAL ENVIRONMENT
5.2.1   Air
The monitorng of the ambient air quality (AAQ) for the various land uses along the project
corridor was carried out along the first row of potential receptors (approximately at 1 5m from the
edge of existing pavement). In addition, monitoring was also carried out at certain proposed
bypass locations along so as to establish the baseline concentrations, prior to the construction
of the highway. The baseline concentrations established would form a basis for the prediction
of with and without project scenario.
Baseline MQ Monitorino
Air Pollution Monitoring Stations were selected with an Idea of verifying the data presented by
the EIA consultants' while benchmarking the pollution levels along the road. The methodology
for the monitoring instruments and techniques has been in accordance to the guidelines laid by
the Central Pollution Control Board (CPCB), India. The monitoring locations were broadly
identified to establish correlation between pollution levels and road geometrics and air pollution
and land use along the road. Although the selection of locations is not in direct connivance with
the traffic locations, the total no of stations (50 nos) have been distributed throughout the project
road so as to get representative baseline of any variation in land use as well as road geometrics
and traffic conditions across the project road. The purpose Is also to establish a benchmark,
which can form the reference for monitoring in the construction and operation period.
The details of locations identified for air monitoring are presented in Annexure 5-1. Ambient air
was monitored for parameters SPM, RSPM, NOx, SO2 CO, HC and Pb for a continuous period
of 24 hr for 3 days at each station. The following Table 5.5 gives the criteria for selection of the
monitoring stations. The methodology for the monitoring has been presented in the Pollution
monitoring report for the project.
Discussions with the individual Project Directors of the various packages revealed that as part of the project
preparation, monitoring of the ambient air quality concentrations has been carried out mostly along the edge
of the existing carriageway. The Impacts due to the vehicular pollutants though will be more pronounced in
the immediate edges of the carriageway, it is the first row of potential receptors that are susceptible to
continuous exposure to the vehicular pollution. Therefore, to evaluate the baseline and to ascertain the need
for the provision of adequate measures, from the adverse Impacts due to high pollutant concentrations from
the proposed project, the monitoring has been carried out at the frst row of receptors along the corridor. Also,
the existing ambient air quality standards in India do not specify limits for kerb side concentrations for
highways, without which any meaningful comparison could be made.
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Table 5-5: Air Pollution Receptors Types Identified along the Project Road
S.No      Location of Receptor                   Criteria for Selection
1         Near  sensitive  areas  viz.,  schools,  To obtain baseline concentrations at sensitive receptors and to
hospitals, forest areas, sanctuaries etc.  benchmark existing pollution levels
2         Within  urban  areas  and  congested   As a representative for concentratlons in urban areas and also
stretches, not being bypassed          to check the available concentrations and to benchmark existing
pollution levels
3         In rural areas that present a pristine  A representative sample for obtaining the concentrations in rural
environment                            areas and to benchmark existing pollution levels
Along the proposed bypass alignment
4         At major road intersections.           To obtain the baseline concentrations at the junctions and also
to check the values presented earlier, which were very high.
5         At sharp curves                         To find increase in pollutant concentrations due to sharp curve
so that after road geometric improvement the improvement can
be ascertained
6         At locations, where the pavement has  To find whether pollution levels decrease after improvement of
high roughness.                        pavement characteristics and riding quality
7         At depressed sections                  To get the  baseline  concentrations and  the variation  in
concentration when the receptor is lower than the source
8         In  the  ascending  portion  of vertical  To get the increase in concentrations at the ascending areas of
curves                                 the slope
Source :LASA Field Survey, October2000
NationalAmbient Air Qua/ity Standards(NAAQ05
The permissible air quality standards for particulate and gaseous pollutants are presented in
Table 5.6 as laid down by the CPCB.
Table 5-6: National Ambient Air Quality Standards (CPCB, 1997)
Pollutant                      Time Weighted Average    Concentration in A bient air (gg/m3)
Industrial      Rural and Residential   Sensitive
Sulphur Dioxide (SO2)          Annual Average'          80               60                      15
24hr**                   120             80                      30
Oxides of Nitrogen (NO2)       Annual Average      ^    80               60                      15
24 hr*                   120             80                      30
Suspended particulate Matter   Annual Average ^         360              140                     70
(SPM)                          24 hr*^                  500              200                     100
Respirable particulate matter  Annual Average '         120              60                      50
(<10 micron) (RPM)             24hr**                   150              100                     75
Lead                           Annual Average *         1.0              0.75                    0.50
24 hr**                  1.5              1.00                   0.75
Carbon monoxide mg/mi          8 hr                     5.0              2.0                     1.0
1 hr                    10.0             4.0                     2.0
* Annual Arithmetic mean of minimum 104 measurement In a year taken for a week 24 hourly at uniform Interval.
24 hourly/B hourly values should meet 99 percent of the time in a year
Source: Central Pollution Control Board (1997) Ambient Air quality Status and Trends In Delhl (1989.1993), National
Ambient Air Quality Monitoring Series, NAQMSla/1996W97.
As per the CBCB guidelines, the air quality within the Taj Trapezium shall adhere to the
prescribed standards for sensitive areas.
Results & AnalYsis of AmbientAir Quality
A comparison of the baseline levels with the respective standards for the various locations
reveal that the concentrations at most locations are well within the permissible standards. The
gaseous pollutants (CO, NO, and SO2) are all within limits.
Annexure 5-2 shows the mean concentrations of pollutants of Interest at various locations along
with the applicable national standards. The package wise air quality has been described in
subsequent paragraphs.
Lo Associbs
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Consolidated EIA Report
Grand rrunk Road Project
Package IA (Air Quality in the Taf Trapezium)
Part of the Package IA and IB from km 199.6 to km 255 passes through the Taj Trapezium2. A
total area of 10,400 square kilometres covering parts of Rajasthan and Uttar Pradesh in the
shape of a Trapezium (Refer Plate 5-3) has been identified as the zone of influence for the
protection of Taj Mahal from pollution sources especially Air Pollution.
I      /-  <                I 
-'.2
.:.-3UTH SrrEj9r    :             _'-
X tS  :SPrk-;k l TO
Plate 64:The Tal Trapezium
About 55 km of Package I fall amounting to a study area of 20.55 sq. km falls within the Taj
Trapezium i.e. an area in which actions. have been recommended to lessen the possibility of
damage to TajMahal. Firozabad in Package I forms the south east boundary of the Taj
Trapezium in the GTRP.
The maximum-recorded SPM value (241.8 ug/m2) in the Taj Trapezium was at Firozabad, which
is far above the permissible SPM value of 100 ugIm3 for sensitive areas. All the locations
monitored in the TaJ Trapezium exceeded the permissible limit for SPM. The SPM value in the
reserved forest area was found to be 148 uglm3. This indicated the loss of quality in the forest
environs and introduction of anthropogenic activities in the forest. The CO, NOx and Pb levels
were within the permissible standard limits at all locations. The RPM values exceed at all but
one location and were in the range of 75-141 ug/m3.
The SO2 levels were found to be in the range of 6 ug/m3 - 13.7ug/m3 well within the permissible
standard for SO2 in sensitive areas.
2The region is home for over forty Protected monuments, three of which are listed as World Heritage Site (WVHS)
namely the Tal Mahal, Agra fort and Fatepur Slkrl. The major centers covered under the Trapezium are:
Mathura and Vrindavan towards its northwest corner:
Firozabad at its south east corner;
Kaideo National Pari, Bharatpur in the west direction; and
Agra as the epicentre of the area.
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Package lB
Of the eight locations monitored for air quality in the sub package, none of the locations was
found to exceed the permissible levels for SPM. All the SPM levels ranged between 84.3
uglm3-1 76.3ug/m3. Similarly the levels for Co, Pb, SO2 and NOx were well within the permissible
standard values for these parameters.
Packaqe IC
Air quality was monitored at 7 locations in Package IC, of which, 2 are urban locations at the
same chainage (km 382.0) and the remaining 5 are rural locations. All the air quality parameter
levels are well within the permissible limits for the same.
Packaae IIB.
In all, seven locations were selected for air quality monitoring in Package IIB. Package IIB
passes predominantly through the urban section of Kanpur, an industral city famous for its
tanneries. The SPM level was found to be 237 ug/m3 at km 475.0 at which the Indane LPG
Bottling Plant is located. The value is within the limits for permissible SPM levels (500 uglm3) at
Industrial areas. The high SPM levels can be attributed to the induced activity of large number
of tankers braking, stopping and taking off from the place rather than due to emissions from the
plant itself. The SPM level at Ramadevi Chuaraha was found to be more than double (400.5
ug/m3) of the permissible standard value which is 200 ug/m3 for rural and residential areas. All
the other parameters were found to be within the permissible range.
Package IVC
Of the four locations monitored in IVC one was located on the proposed Sasaram bypass. The
location at the Sasaram stone crushers recorded SPM level of 215.7 ug/m3. The other locations
had SPM within the permissible range. All the other parameters were within permissible limits.
Package VB
The SPM value at the crusher (200.5 ug/m3) within the sanctuary slightly exceeded the
permissible limit for SPM. All other locations had SPM and other air quality parameters within
the permissible limit.
SPM levels exceed the permissible limits of 200 ug/m3, at major urban locations. However,
these high levels of SPM and RSPM cannot be attributed solely from vehicular emissions, and
can result due to the various anthropogenic activities alongside the corridor. The Carbon
monoxide (a significant pollutant from the exhaust of petrol driven vehicles) levels, is observed
to be below 114.5 mg/m3 (or 0.1 ppm), at a distance of 15 m from the edge of the pavement. Air
bome - Pb, a major pollutant from petrol driven vehicles is also well below the detectable limits
of 1.0 mg/M3 limit for highest concentration in rural and residential areas, as most of the vehicles
on the corridor are diesel driven, but for the local traffic in urban locations. Even at these
locations, air bome lead is of not great significance and the concentrations are well within the
permissible limits.
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5.2.2 Water: Hydrology and Drainage
Surface Water
Surface Water includes drainage channels (rivers, streams, and canals) and stagnant water
bodies (lakes, ponds, tanks and other impounded water bodies). A highway project can
significantly alter the hydrological setting of the project area by acting as an impediment to the
natural drainage system of the reglon. It Is therefore essentilal that all surface water resources
and ground water resources and their characteristics be identified and examined along the
project road.
Drainage Channe/s
The project corridor falls and traverses across the Ganga drainage system which comprises of
the Ganga as the main stream and its tributaries viz. Yamuna, Ramganga, Gomati, Sarda,
Rapti, Gandak Kosi and Sone. The Ganga, Yamuna and Sone, are all part of the Himalayan
Drainage system, having their source in glaciers and hence perennial. The project area lies in
the Ganga Basin, which has an area of 8,61,404 sq.km. The major river, the Ganga originates
in the Gangotri glacier at Uttar Kashi and finally drains into the Bay of Bengal. Both surface and
ground water are available in abundance in the Gangetic Basin. Drainage Plate 5-4 shows the
location of the Project Road in the Ganga Basin.
A)                                Al -i -fl in lA .nnn
_ _    A~ ~ ~ ~ AR
'K.   -                                         E,v:~ C Sea Level
.7n1
.#  i    wrlr~WT sI U/I,P. ,
Plate 54: Drainage in the Indo Gangetic Plains
Package I lies within the catchment area of the Yamuna River, which flows generally north
south from New Delhi to Agra. After Agra, the Yamuna flows to the southeast. The Package I
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Consolidated EIA Report
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of the corridor roughly runs parallel to the course of the Yamuna several kilometers to the north.
The road is intersected at various locations by well-defined tributaries of the Yamuna. Along
package 11, the major surface water bodies intersecting the project highway include rivers the
Sangur, the Rind, the Pandu and some irrigation canals. The Yamuna merges with the Ganga
to the west near Allahabad in package IlIl (not Included in the GTRP). River Ganga, River
Karmanasha, River Durgawati and River Sone intercept the NH-2 in Package IV at kmr16, km43,
km57 and km136 respectively. Package V, towards the end of the catchment of the Ganga
drainage system is crisscrossed by maximum number of drainage channels. The major and
minor drainage channels intersecting the GT Road have been listed in Table 5.7. Annexure 5-3
lists all the surface channels intercepting the Project Road.
Table 5-7: Water Resources along the Project Highway
Package      Rivers/Streams       Irrigation    Nulahl/Drain
Canal
IA           1                               3
IB           1
IC                                _
IIB          3                    1-
IVA          3                    6
IVC                               4
VB           1 1                             3
Source: Individual EIA Repoift, - Packages 1, 1i, IVand V, GTRP
Cross Drainage Structures
Various rivers, streams and irrigation canals at different locations have intersected NH-2. In
addition, there exist large numbers of culverts (594) for balancing purpose. The canal crossings
are designed on the basis of design discharge. To facilitate the cross-drainage at these water
crossings, 636 cross-drainage structures are located. Table 5.8 shows the distribution by type
of cross drainage structures on the project highway. From hydraulic considerations, all other
bridges and culvert are safe.
Table 5-8: Cross-Drainage Structures on the Project Highway
Contract Package  Major Brdges    Minor Bridges (no.)    Culverts (no.)  Total CD Structures
(no.)                                              (no.)
I_____________ _  1           _  1 1                285               297
li  .000   ;0XX   3XX   0X00003  4                 f 61               68
IV                5              4                   110              119
V                 4               10                 138              152
Total             13             29                  594              636
Sourve: IndMituel EMA Reports, - Packages 1, 11, IV and V, GTRP
Staonant Water Resource
The GT Road passing through the fertile Gangetic plains is flanked by numerous natural
depressions on either sides, which accumulate water seasonally as well as perennially. (For
details on water bodies along the Project road, see Appendix 5-4). These water sources are
located in and adjacent to the RoW and are likely to be impacted in varying degrees. The
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ConsoifdatedEJA Report
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baseline survey conducted along the road brought out a distinct typology of these stagnant
water resources, namely:
* Fresh water ponds and tanks used for drinking, fishing, cultivation, bathing etc by the
community;
*  Stagnant fWaterlogged Areas such as low lying areas acting as receptors for local area
waste water drainage; and
* Micro Habitats/Waterlogged areas host to a variety of aquatic life and birds.
Fresh Water Ponds/Lakes
A few of these water bodies are historically and culturally Important. Significant among these
are Budiya Ka Tal (km216), Raja Ka Tal (km234), ponds at km246, km343, km350, km362
(Package I), and Baghai Pokhra at km 42.000 (Package IV). Most of these water bodies are
located in or alongside the Row. Of significant mention Is the 'Budiya ka Taal' at km 216 in
Package IA. The water body has a bathing ghat at its centre, which is an archaeological
monument protected by the ASI. The pond is a source of livelihood to the local community,
which cultivates 'singhada' in and around the pond.
Some of these water bodies/tanks are being used by the local community for washing /bathing
purpose and have been lined to enhance use and storage capacity. Some such tanks are
located at km364/400,in Package I, km479 - 480 in Package IIB, km112/200 in Package IVC,
km304/ in Package VB. Significant among such water bodies is a square shaped water body,
'Bavan Bigha', enclosed on one side by a wall and located 50m away from the edge of the
carriageway. The residents of the village 'Khwaja ka Phool' use this pond for bathing and
washing. Some of these water bodies are collection points for the wastewater of the locality
such as at km 217.900 and 201.450- 201.480 in Package IA.
The Tilaiya reservoir is the largest perennial water body, the project area. The road bisects this
large expanse of water in Package VB. The reservoir is used to supply drinking water to
adjacent areas. Also, the place is a stopover for pilgrims travelling to Varanasi. A French well
was observed in the expanse of the water. The water body showed signs of being a natural
habitat of bio-diverse life forms. Annexure 5.4 lists all the ponds located in and along the RoW
of the project road.
Water Loaaed areas
The project highway, which traverses through the flood plains of the Ganga, the Yamuna and
other smaller rivers, is prone to water logging and local flooding along certain stretches. While
many of these water bodies are natural depressions, quite a few of them were initially low-lying
areas created as a result of borrowing operations. Except for chainages 240 to 320 (Package
VB), which passes through rolling/ hilly terrain, the entire stretch of road from Agra to Dehri on
Sone lies in a flat terrain with very mild slope. The road surface in the rural areas is on
embankment or slightly above the adjoining ground. In some places, it is at the same level,
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Consoldated EIA Report
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which is mostly from lands. On both sides of the road, there exist irregular and discontinuous
ditches without any outfall. Rainwater stagnates there during the end of monsoon. In the urban
areas, surface run off along the road often inundate the road leading to ditches on the road
surface. Certain areas get water logged due to inadequate slope of the terrain. Several
waterlogged areas were identified along the highway and have been listed in Annexure 5-5.
Places like Firozabad and Shikohabad (in Package I) are level with or below the surrounding
terrain and are prone to water logging. At km 260.4 in Package IB in Shikohabad, the low-lying
area along the road has been segregated in 3 parts due to the road. The wastewater of the
town seems to drain into the low-lying area. Similar conditions occur in villages/towns with no
storm water drainage systems where water tends to accumulate due to the flat terrain.
Similarly, at Ch 475 in Package II, the area remains
waterlogged. Waterlogged areas in Package IVA and IVC
and VB are significant sources of water for agricultural use.  5
Local residents use indigenous method for drawing water
from the water logged areas. This review points out that
although the water logging could pose a threat to the stability
of the embankment, its occurrence was socially beneficial to
the community.
Micro Habitat Areas
Diverse life forms such as fish, birds etc habitat in the low   Natural Micro Habitat at Ch 307A
lying waterlogged area at Km 307.4 in Package lB. A variety   Package lB
of local and migratory birds were observed to be nesting at
the site. The waterlogged area seems to have evolved over a period of time is likely to be
impacted by the proposed road widening. This review has suggested that the road be widened
on the south side of the road to save the natural habitat. Another such habitat has evolved due
to water logging near km18 after Ramadevi Chauraha in Package II.
Ground Water
. Ground Water Table and Aquifer Recharge Zones
With in the Ganga Yamuna Duab, ground water is found in the confined and unconfined zones
and the water table varies between 2 - 9m. Visual observations indicate that ground water
levels within the corridor are likely to be high. Surveys on ground water quality by individual
packages at various locations suggest that the ground water level in Package II varies from 4m
to 20m in June. Ground water level at Raja Talab (km315) was observed to be 4m in winter and
5.5m in summer. The ground water levels in Package IV (km. 317-65-km 110-140) are mostly
at depths of 6m to 8m except around Sasaram, where it is at a depth of 20 m.
* Ground Water Resources
Ground Water resources can be categorised on basis of their
occurrence as shallow aquifers such as wells, hand pumps and
deep aquifers such as tube wells or bore wells. The location of
these resources is the prime determinant of the impacts they are
3      The arrangement consists of a levered system made of a semicircular bamb  Old well In Package IC
waterlogged area and transfer it to the adjacent field.
z d 4                            0D~~~~~~~~~~~1=3z
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Consolidated EIA Report
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subjected to due to the proposed road. The community resources therefore, were categorised
by their occurrence in the RoW as:
*  Wells/Hand pumps located in the ditch of the proposed road;
*  Wells/Hand pumps located in the embankment of the proposed road; and
* Wells/Hand pumps located within the RoW.
All along the project road, there exist a large number of hand pumps and wells within the RoW.
These community owned resources are the major sources of potable and inrigation water. The
wells in Package II have characteristic features representative of the wells during the Times of
Sher Shah Sur. The well has a square plinth/platform around it with four pillars at its edges to
hold the pulley for drawing water. In the 15th century, similar wells served the travellers along
the road and were usually located at the resting places or Sarais. meaning inns.
The number of hand pumps is relatively more in Package IV (Table 5-9). They also have a high
water table., The chainage wise location of wells and hand pumps identified have been listed In
Annexure 5-6 and Annexure 5-7.
Table 5-9: Ground water resources In the GTRP
Package    No of Wells  No Hand pumps
IA        5             79
IB        14            64
IC        32            61
IIB       7             23
IVA       87            189
Ivc       3             48
VB        42            84
Total     190           548
Source: EMA Reports - Packages 1It, 11IV and V, GTRP
Availability of Water for Road Construction
The quantum of water to be used for road construction will be around 1500 m3/d (of which, 75-
80% will be used for road marking, 20% for drinking and domestic purposes, 1% for dust
suppression, and the remainder for other uses) for the entire project, peaking to about 1500
m3/d. The water supply is envisaged to be met from 3 major rivers: Yamuna, Ganga and Sone,
as well as through ground water: with water table varying from 4-8 m. The total annual flow in
these rivers is 525 km3 (1438 x 106 m31d). The Sone has a discharge of 41045 m3is (for details,
see Feasibility Report for package IV). The total water consumption of the population of all the
Class I cities in GTRP, (3246388 as per 1991 census) would be 194783.28 m3/d c§ 60 Ipcd.
It has been estimated that about 1 500mcm of water will be required daily for construction of the
proposed road. As use of the existing resources for drawing water shall not be permitted, it Is
envisaged that new bore wells would be dug for construction purpose. The proposed project
needs to ensure that the existing water resources are not impacted due to the proposed road
construction. Similarly, there is need to ensure that the open water resources such as ponds
and wells are not contaminated during construction period. This issue is significant as there are
a significant no of ground water resources in and along the RoW.
Water Ouality
Selection of Samollnai Location
Water quality monitoring was carried out at 17 locations along the various project packages of
the project corridor. The sampling has been carried out at various water resources including
ground water resources, water bodies and the flowing watercourses. The monitoring has been
carried out with the following objectives:
or~c
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ConsofIdatedEIA Report
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*  To validate the water quality data collected by the individual consultants as part of the EA
for the project;
*  To establish the baseline water quality at critical locations to be impacted; and
•  To work out the extent of enhancement of water resources along the corridor in terms of
improvement of water quality.
The locations selected for water sampling are presented in Annexure 5-8.
Results & Analysis of Water Wuallty Sampln,
By and large, the water quality monitoring survey reveals a satisfactory quality through the
corridor. The concentrations of major physico-chemical parameters are within limits set by the
Bureau of Indian Standards for drinking water and surface water quality for bathing.
Microbiological characteristics of water are, however, of concem. All surface water bodies show
bacterial presence and most of the samples also show faecal coliform presence thereby
indicating contamination by human discharges. This makes water from these sources unsuitable
for use without treatment. The groundwater quality is satisfactory and all parameters of interest
are within the specified limits. The absence of oil and grease even in ponds close to the edge of
pavement can be possibly due to the timing of the survey programme. Large volumes of water
available for dilution may be the reason why oil and grease does not show up on these samples.
The package wise water quality has been described In subsequent paragraphs.
Annexure 5-9 shows the quality of water at varous locations where samples were collected to
update the baseline on environmental quality as well as verify the findings of the individual EIA
consultants
Flood Hazard
All the rivers of the Himalayan Drainage system are north south flowing perennial rivers,
causing frequent flooding and shift in course as they reach the lower reaches of the catchment
area. Along with heavy discharge, the Ganga river system brings down large volume of
sediments that cause aggradations of riverbeds and seasonal overflows. Annual floods are a
serious problem in some parts of Uttar Pradesh and Bihar.
Although the alignment of the NH-2 has undergone subsequent realignments over the past 500
years, it passes predominantly through the ridgeline along its entire alignment. The entire
alignment (apart from Package V, where the terrain assumes rolling characteristics) passes
through plain terrain. Plate 5-6 shows the flood prone areas in the project region.
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Consolidated EIA Report
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~~~~~~~~ -           I'.) r-      ,,      f1 | 
Plate 5-5 Natural Hazards in the Project region
From Agra to Kanpur, the road runs along river Yamuna.  Particularly, the stretch from
Firozabad to Etawah lies in flood plains, where the land both sides of road are inundated
frequently when Yamuna is at spate. From Kanpur up to Bihar border, it runs parallel to river
Ganga and crosses Sone at the end of corridor IVC. This stretch is also subject to inundation
during floods, but there is no report of overtopping of road. The project corridor V-B is situated
far away from flood plains of Ganga at Bihar. It crosses Barakar river, which experienced floods
during the last 10 to 15 years (most significant ones are 1971, 1977 and 1984). Such floods
have been experienced during the year. However, in the stretch of project corridor package IV
A and IV C, no over topping have been reported.
In stretches of some built up and semi built up areas, where both sides of the shoulders are
blocked due to construction of houses and shops, duning heavy rains the carniage way is
inundated causing traffic hazards.
5.2.3  Land
Phvsioaraohv
The project road traverses through the great Indo-Gangetic Plains (altitude below 300m)
confined by the northern mountains on the east, north, and west and peninsular plateau on the
south. The Ganga plain is divided into the Ganga -Yamuna Doab, the Rohilkhand Plain to the
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Consolidated EIA Report
Grand Trunk Road Project
north of the Ganga-Yamuna doab, Avadh plain covering eastem half of Utl Ai, mnVtSqALE  3ihar
plain further to the east. (Refer Plate 5-6.)
7500
Plate 5-6: Physiographic divisions of the Indo Gangetic Plains
Package I traverses through generally flat (average slope of 0.05%) Indo Gangetic Plains, with
slopes generally from the west-northwest to the south-southeast. The stretch of the highway
between km393 and km115 (Package II), which passes between the plains of the River Ganga
and Yamuna, is generally plain. The highway traverses further eastward through the eastem
Gangetic plain of the sub-continent for about 85km. The entire stretch of Package IV traverses
the eastem Gangetic plain and is a part of the flat flood plains of the Ganga and Sone rivers.
The area within 10 km on either sides of the road falls within the flat flood plains of Ganga and
Sone rivers. Beyond Sasaram, along some stretches of the highway have elevated levels
forming more or less flat plateau. In package V, based on the general drainage pattern, the
area can be divided mainly into two drainage plains: One is Hazarbagh Plateau, which mainly
drains to Ganga on the north by two major rivers, Phalgu and Mohane; and the other is the
Chota Nagpur Plateau drained by Barakar River on the north and Damodar River on the south
of the existing highway. The highway stretch in Package V-B (km 240-km 320) falls in the
Hazaribagh plateau, which is a gentle rolling terrain.
Geo/ooy
The region through which the project highway passes is structurally a part of the Ganga plain,
which has been formed by the in filling of the Indo-Ganga trough during the Pleistocene period.
It has an alluvial cover of 400-1500mm deep. The Gangetic plain is distinguished between the
older and the newer alluvium. The older is usually composed of argillaceous beds, where
kanker, an impure carbonate of lime and pislitic ferruginous concretions are disseminated.
Kanker is often associated with defective drainage.
Further, southeast beyond Varanasi, along Package IV, exists undulating mass of low hills,
rather a plateau known as Kaimur Hills, which are one of the ragged terminations of the great
Vindhyan range separated from the main mass by river Sone. They consist of sandstone, shale
and lime stones. Sandstones are the most important rocks providing flat-topped character of the
area. Some mobility of the geological basement underlying the project area can be assumed as
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Consolidated EIA Report
Grand Trunk Road Project
indicated by the seismic classification of the area. Plate 5-7 shows the geological strata at the
regional level.
,= ^ u .w v ~~~~~~~~~~~~~~~~~~--- K./ed
,,1 ~~ ,2NE t I M 1'-' s's-p-OMs
~~~~~~~~~~~~~~~~~~A                      -    VI-   -.
b _ ^ ^) wq X x _ *  _ v   ..v~~~~~~~~OVW..
V v
'An
Plate 5-7 Geological divisions of the lndo Gangetic Plains
Seismicity
The northem part of India in which the project road lies comes under the intense seismic zone.
The entire stretch of the project highway traverses through sub category seismic zone IlIl as
defined by the Indian Standard (IS) 1893-1994 seismic zoning classification system, i.e., a zone
of relative stability. The horizontal seismic coefficient for zone IlIl is 0.04 measured on a scale
from I to V zones where zone I is most stable and zone V is considered to be least stable.
Mathura is the epicentre of potential earthquake.
So,is
The soils of the great Ganga plains are mostly transported and deposited as sedimentary
alluvium (azonal soils). Alluvial soils are formed through the process of deposition of sand, silt,
clay etc in layers and are formed along river courses and low-lying tracts. The alluvial soil in the
Ganga plain is called as Khadar whereas the older alluvium, which Is locally known as Bhangar
is also found. Although fertility of alluvial soil depends on factors like texture, organic matter
and mineral content, these are the best agricultural soils in India. Plate 5-8 shows the soil
structure of the region through which the project road passes.
The soils along package I are alluvial, capable of producing high yields, largely due to the rich
soil nutrients deposited by the Ganga and Yamuna Rivers and their tributaries. Soils in the
stretch of the Package II are similar to the Bundelkhand terrain and are sandy loam or silty clay.
Soils near Sasaram between km110 to km140 (in Package IV) are deep, flat alluvial, pale brown
in colour and sandy loam in texture and partly liable to inundation. This soil has medium to low
plasticity and is not prone to erosion. The soil in Package V is alluvium, while some stretch in
between passes over alluvium as well as bedrocks of Granite Gneissic complex.
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Consoidated EIA Report
Grand Trunk Road Project
7    _"  't  A,  > A  A  I    A
<           A A A                                            A.. VTALSOILU
A  AN1,wAl1uvnin  &V~Rd&3MIk)W
k,A    A                                                         Sodl
A  A           .
DEL-H I X                                                            I GidAllma n&
\  y-- *e , x -Nt  T                                          {T   tSwAuvz            BLAII5X
-- ,?, ,        >5<\; ~SA  >                  $           .A+**  PEATSOIL-    - LC SR
w * *-Mv --o . \ >.. _. .. >-- <e<hs R'I, rEDS     AIL .          W ir  black
<jKsAt t~~~~~~~~~~~eda                                        c& , fl
i  v -                                               A . <
-. ~~~~~~~~~~~~~iiif I ~ ~ ~ ~ ~ ~ ~ ~ ~~DMf cl
_~~~~~~~~~~~~~~~~~~~~~~~PASI                                            M    * FAI
- > o  X    *t C  $t' tr +a--  aR~~~~X  I 
Plate 5-8: Soil Types of the Indo Gangetic Plains.
Potential h;or Erosion
A major length of the project highway forms part of the Ganga - Yamuna basin, whose surface
sedimentation has resulted from the erosion of the Himalayas as well as the northem portion of
the Deccan shield. Silt with high sand fraction occurs extensively. Clay fraction in silt is high in
some patches.
As the major portion of the road runs in the Indo-Gangetic             Plains.
plains with practically no gradient the susceptibility of the -                    l  l        _
stretch being prone to erosion is less. However, highly eroded
stretches were observed between km17 and km25 of package
IV. This stretch is devoid of vegetation of any kind. Erosion is  r
likely at high embankment areas of the road, especially at
bridge-approaches and at certain isolated patches on Package fiI
V (km233-243). At design gradients of 1:2, the slopes of the                      l
embankments are perceived to be stable for all stretches of                     1
road.  Table 5.10 presents soil erosion potential of some
stretches of the project road.
Table 5-10:Soil Type and PotenUial for Erosion along GT Road
S no. Package   Chainage  Nature of Soil     Slope   Potential for Soil Erosion  Remarks
.   I-AB,C    200-393   Alluvial, high yielding     Little potential for significant   Soils are sensiive to change
soil, rich in nutrients   Impacts due to erosion     and are prone to rapid drying
and degradation due to soil
erosion
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Consoideted EMA Repoit
Grand Trunk Road Project
S no. Package   Chainage   Nature of Soil          Slope    Potential for Soil Erosion    Remarks
2     IV-A        317-41      Silty clay of medium    0.8-1%    Low, Not erodable except in    Slope Stability might be a
plasticity to clay of          high embankments due to      problem in High
low plasticity                 surface runoff               embankment area
42-111     Mostly Clay of low    0.8-1%    Low, Not erodable except in    Slope Stability might be a
Plasicity                      high embankments due to      problem in High
surface runoff               embankment area
112-140    Silty clay of low     0.8-1%    Low, Not erodable except in    Slope Stability might be a
plasticity to clay of          high embankments due to      problem in High
medium plasticity              surface runoff               embankment area
3.    V-B         243-250    Chhotanagpur          0.30%    Need suitable detailing, to    Soil Characteristics is
Granite complexes              avoidclosing natural drainage   transitlonal with some local
with thin alluvium             pattems with the provision to    variation but not signoificant
cover                          slope protection on Fills
&Cuts. Extra care should be
taken in selecting fill materials
for the new formation with
proper earthwork specification
250-261    Chhotanagpur          2.50%    Need suitable detailing, to    Between 255.365-258.42
Granite complexes              avoidclosing natural drainage    km, the slope is beyond
with thin alluvium             patterns with the provision to    3.5%
cover                          slope protection on Fills
&Cuts. Extra care should be
taken in selecting fill materials
for the new formation with
proper earthwork specification
261-283    Several patches of    Gentle,  The engineering design needs
alluvium and         with      extra stripping of the original
bedrocks of Granite    mild    base material 2-3m before
Gneissic complex     variatio  placement of acceptable
n        quality of fill.
283-340    Chhotanagpur          0.84%    Significant soil erosion      Slope 0.84% between 338-
Granite Gneissic               problem is not foreseen as the  348km
complex with about             soil structure is quite stable
20 km(310-338)
running over older
radiant basic
subgrade of existing
road is of typical
cover of soil mantle
Soure: EIA Repoits - Packages 1, It, IV and V, G TRP
Soil Quality
Majority of the soils sampled along the NH-2 for the Grand Trunk Road project are neutral to
slightly alkaline. By Texture, they are classified as silty or silty loars and hence soil expansion
is not a concern.
Selection of Sampliln Location
Sample soil survey was carried out at representative locations (at least one for each contract
packages). All selected locatlons fall within 75 m from the carriageway with a view to assess
suitability of the soil for various species of avenue plantations. Some locations were taken for
verification of the results presented in individual EIA reports. Annexure 5-10 presents the
location of the sampling site and its characteristics as well as the reason for selection of the site.
Results and Analysis of Soil Samplino Qualitv
Soil quality assessment was conducted especially for evaluating heavy metal contamination
with respect to Lead (Pb), Chromium (Cr) and Cadmium (Cd). Lead (Pb), usually the heavy
metal of concern from automobile exhaust was recorded below 0.001% (or 1 ppm) - the limit set
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Consodabed EMA Report
Grand Tnmnk Road Project
by the U.S. EPA for concentration In soil. Table 5.11 shows the values for all parameters for
soils samples collected during the survey.
Table 5-11: Soil Quality along the GT Road
Si    Parameter      Package  | Package    Package    Package I    Package IVA       | Package    Package V B
No. Paameer     IA        I B       1IC         lB                               ivcPakeVB
No.               2l0r      1 297/500    38QV00    47900        20=    i 4M        134500    270/400  1 2741600
a.    Sampling       14.10.2000                       09.10Q200    08.10.2000                     07.10.2000
__ _ _ Date_                   _ _ _ _
1     pH (10i        8.22       6.94       8.02       8.12         8.15      8.23      7.92       7.67      7.94
Soluition)                                     _ _ _ _ _ _ _ _ _ _ _                                  _ _ _ _
Electrical
2     Conductivity,   0.206     0.320      0.258      0.202        0.140    0.225    0.164        0.227     0.224
umhos at
200C          _ _  _ _     _ _  _
3     Available      0.007      0.014      0.010      0.00         0.010    0.007    0.008       0.012     0.01
Nitrogen, %__ _ _ _ __ _ _ _
4     Phosphorus,  0o004        0.012      QOD4       0.006        0.006   0o005    0.006         0.01      0.007
5     Potassium,     0.006      0.007      0.004      0.003        0006   0o004    0003           0.001     0.004
6     Organic        0.61       1.81       0.87       0.94          1.08     0.92      0.84       1.28      1.22
_ _ _ Matter, %   _ _  _ _                                        _ _ _    _ _ _
Natural
7     Moisture       1.5        15.3       8.7        8.2          9.2       8.6       10.5       7.2       11.2
Content, %
8     Grain Size
Distribution:    4.2     9.5        3.3         20.9         21.3     10.2      10.7       25.5       18.6
i. Sand,%     91.9       85.5        78.7       71.1         75.5     79.2      81.4       70.7       73.7
ii. silt, %   3.9        5.0         18.0       8.0          3.2      10.6      7.9        3.8        7.7
__ _ _ iii. Clay   %   _ _ _ _ __                     _ _ _ _ __            _ _ _               _ _ _ _
9     Textural       Si         S,,        silty      Silty                  Silty                SLtym     Silty 
___Class                                 Loa___ m   Loam         Loam      Loam     Sly        Loam       Loam
10    Bulk           1.217      1.220      1.301      1.573         1.399    1.194     1.400      1.379     1.240
_ _ _ Density, g/cc                     _  _  _ __                           _ _                _  _ _
11    Lead(as        <0.001     <0 001     <0.001     <O01        <0.001    <0.001    <0.001     <0.001    <0.001
12    (as Cd), %     <0001      <0.001     <0001     <0.001       <0.001   <0.001   <0001        <0001     <0.001
13    Copper (as     <0.001     <0.001     <0.001     <0.001       <0.001    <0.001    <0.001     <0.001    <0.001
14    (as Crom       <0.001     <0.001     <0.01      <0.001       <0.001    <0.001    <0.001     <0.001    <0.01
(a Cr), 
15    Calcium (as    0.020      0.036      0.040      0.012        0.016    0.020    0.044        0024      0.020
Magnesium
16    (as Mg),       0.019      0.019      0.0264     0.011        0.019    0.022    0.024        0.022     0.014
Cation
17    Exchange       25.        28         22         20           24        23        19         16        23
Capacity,
meq/100 g
18    Field          7.9        10.1       7.1        8.0          9.2       6.9      5.0         5.9       11.1
__ _ Capacity,  % __  _ _ __               _  _  _ _  _  _ _  _   _  _ __              _ _  _
Wilting
19    Coefficient,    0.3       0.5        0.2        0.2          0.3       0.3       0.2        0.2       0.5
Water
20    Storage        7.6        9.6        6.9        7.8          8.9       6.1       4.8        5.7       10.6
Capacity, %
Sodium
21    Adsorption     3.95       3.93       2.65       2.17         3.26      3.25      3.13       1.12      2.24
__ _ _ R atio__                 _ _ ___                                      _ _ _  _ _ _ _ _ _ _ _ _ _   _ _ _ _ _
Source: Flod Survey, October 2000
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Consolidated EMA Report
Grand Trunk Road Project
Quarries and Crushers
Existing quarries that are already in operation with the required environmental clearances have
been recommended for this project, and no new quarries have been proposed.
In the absence of suitable quarries and quarry materials in the vicinity of the project highway,
stretch between Agra and Kanpur (Packages I and 11), it has been proposed that the required
quantity of aggregate can be obtained from Jhansi and Kabral. Both these locations have
numerous quarries, already operational and are major sources of construction material. The
quarry sites for Package II and I have been identified at seven locations. However, the haulage
distances from these locations will be long. These quarries are suitable for the requirement of
hard stone for bituminous and concrete work, soft stone fit for sub-base work as well as stone
ballast for the same.
Along Package IV, stone quarries have been identified at four locations with lead varying from
1.3km to 17 km. Two moorum quarries have also been identified for the package IV. For
Package V, 4 quarry sites have been identified with haul distances varying between 27km to
49km. Table 5-12 shows details of Quarry areas identified and recommended for the project.
Table 5-12: Quarry Locations suggested for the Grand Trunk Road Project
S no. Package   Chainage    Distance   Side of  Placeaterial type
S no. Packagefrom ROW  Road             lc
1                                             Jotana, Fatehpur Sikri
2                                             Bayana (Damdama)
3                                             Tora, Ghatta, Indrauli, Sikri (Deeg)
4    I and 11                                 Palla, Ghatta, Indrauli, Lasher (Kaman)  Rock
5                                             Naya gaon, Chora gaon, Shankarpur,
(Gwalior)
6                                             Rishari
7                                             Digara, Laxmanpura, Bijoli, Katili, Paili Swissa
l____    _________  __________  _____Pahhari, (Jhansi)
8              117         7km       S        Tarachandi                              Stone
9              125         3km       S        Karwandia                               tone
10   V         130         17        N         aranasi                                tone
11             130         17        N         irzapur                                tone
12             140         7         S         urangabad                               oorum
13             172         1.3                Karwandia                                oorum
14             283         27 km              Ambadah                                 tone quarry
15   V         283         33 km              Purnadi                                Stone quarry
16             283         36 km              Navelsalvi & Katariat                   Stone quarry
17             283         49 km      ______Nawadih                                   Stone quarry
Source: Indvidual EIA Repods, - Packages 1, It, IV and V, G TRP
It needs however, to be noted that recommendation on use of quarries is a guideline only and
has been done to only establish the feasibility of construction. Riverbeds of all the rivers
crossing the corridors can be used as sand quarry.
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Consoildated E/A Report
Grand Trunk Road Project
Borrow Pit,
The soils to be used, as sub-grade, select sub-grade and shoulder materials need to be hauled
from designated borrow areas. Similar to the identification of suitable quarries, suitable borrow
areas for supply of soil to the new road formation were also identified. Based on the total
requirement and availability of each soil type, estimates of soil quantity to be obtained form each
of the borrow areas were worked out in accordance with the National Standards, recommended
by the Indian Roads Congress (IRC)4.
In the selection of the borrow areas, care was taken to ensure that:
* Sufficient quantity of suitable soil is available from the borrow pit;
* The borrow areas are as close to the project road as possible;
* The loss of productive and fertile agricultural soil is minimum; and
* There is minimum loss of vegetation.
A total of 118 borrows pits have been located along the vicinity of NH2 (For details, refer Table
5-13 and Annexure 5-1 1). By and large, the identified borrow areas can be categorised into the
following categories:
*  Barren Areas (or areas which are not cultivable);
t  Areas where the owners are willing to create ponds, or fishponds; and
•  Agricultural areas where the existing level of ground is higher than the surrounding and
the owners want these parcels of land to be lowered to facilitate irrigation.
In Package I, 55 borrow pits with lead varying from 175m to 400m have been identified. Ganga
and Yamuna sand is available within 1 Okm of the construction sites in Package II. Similarly, five
borrow pits have been identified in Package IIB with a lead varying form 300m to 11 km. For the
package IVA and IVC, 28 borrow pits have been identified for the proposed roadwork with leads
varying from 200m to 3.0km. Additionally, hillocks at kml 72, and overburdens of the Karwandia
hills can also be used for borrowing. Borrow material can also be obtained from the banks of
the river Punpun, which is 7km south of Aurangabad. A total of 30 borrow pits for Package V
has been Identified with average lead varying from 100m to 4km.
Table 5-13:Borrow Areas identified for GTRP
SNo   Package          Quantity of Earth Required (cu.m)   No of Borrow areas identified
North      South         Total
1     IA               1 X0owo                     6          6              12
2      IB              2200000                     9           6             15
3      IC              3400000                     13          15            28
4      lB              3000000                     2           3            5
5      IVA             2882500                     8           12            20
6      Ivc             1111CXX                     4           4             8
7      VB              5400                        12          18           30
8      Total           19593500                    54          64           118
Source: Individual EIA Reports, - Packagea 1, /1. IV and V, GTRP
However, it need to be mentioned that the borrow area baseline was established during 1998-
99 and there has been a substantial change in the baseline status as verified by this review.
The land use of many of these identified areas has undergone change due to various activities
including borrowing, levelling etc. Although the number of usable identified borrow areas has
gone down, the remaining borrow areas are felt to be adequate for the earth fill requirements in
light of the recent efforts towards use of fly ash as fill material.
4      IRC (1989). Recommended Practice for Borrow Pits for Road Embankments constructed by Manual
Operation.
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ConsoNdated EIA Report
Grand Trunk Road Project
Fly Ash as Fill Material
The proposed widening of NH-2, involves requirement of substantial amount of earthwork and
large quantities of fill material. The normal practice hitherto has been to use suitable soil from
nearby locations as fill material. Over the past decade, it has been gradually realised in India
that fly ash is accumulating at all thermal plants across the country at a rate of 80 million tonnes
annually. Only 5 to 10% of this material is being utilised at present. There are active efforts on
to explore the possibility of using fly ash In the stretch of NH-2 near Kanpur. Fly ash from Panki
Thermal Power Station (PTPS) Kanpur has been proposed for use in this stretch. Chapter on
Impacts Assessment assesses the suitability of Fly Ash as an embankment fill material in the
proposed project.
To give an impetus5 to the present use of fly ash as well as find new uses, the Govt. of India has
established Fly ash Mission in 1995. One of the large-scale uses identified for fly ash is its
utilisation as fill material in road embankments. It may be mentioned that fly ash has been used
as fill material for road embankments, as well as other layers of the pavement structure, in
countries such as USA and UK, etc. Different forms of fly ash, such as pond ash, bottom ash,
etc have been found applicable as construction material in roads, either as compacted material
or as stablised material, the most common stabilising additives being lime and cement.
Globally, vast of experience is available concerning the successful use of fly ash in road and
embankment construction, besides other applications.
As far as the Indian scenario is concerned, records are available of use of fly ash since 1970s,
as a component of lime-fly ash stabilised soil, lime-fly ash concrete, lime fly ash water bound
macadam, etc. All these projects have been monitored and the use of fly ash has been found to
improve the performance of the structure concerned.
Coinciding with the beginning of fly ash mission, highly successful examples of bulk use of fly
ash in embankment construction were completed in 1995, 1996 and 1998, these being Okhla fly
over, Hanuman Setu fly over and the 2nd Nizamuddin Bridge eastem approaches, respectively.
All the projects are on heavily trafficked roads in Delhi Urban area on NH2, Ring Road and
NH24 respectively. The eastem approach embankment runs for nearly is 1.86 km across the
flood plain of R Yamuna and the total height is up to 10 m. It is noteworthy that the
performance of all these embankments has been excellent, with no settlements or other signs of
distress. Pavements on these embankments have also shown better performance than those
on compacted soil fills. This can be attributed to the higher shear strength and deformation
modulus of compacted fly ash, compared to that of compacted soil.
Properties of f/yAsh from Panki Thermal PowerSbation (PTPS). Kanpur
Fly ash from PTPS was tested by IIT Kanpur as well as CRRI, New Delhi. The results of these
tests are compared with properties of fly ashes used in Okhla flyover, Hanuman Setu flyover
and 2nd Nizamuddin Bridge (Eastern Approach) below in Table 4-14.
5      In the context of the use of fly ash for highway fills, the Ministry of Environment and Forests notification of 14
September 1 99 has to be kept in view. The essential aspects are:
*  Thermal plants shall make fly ash available without any payment ror a period of ten years from Sept.
1999, for use in highway embankments, and other applications.
•   Public works departments, NHAI and such other construction agencies shall prescribe the use of ash
and ash based products in their schedule of specifications and construction applications.
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Consoldated EIA Report
Grand Trunk Road Project
Table 5-14: Geotechnical Properties of Flyash from PTPS
Flyash from PTPS                   Okhla Flyover        Hanum        Nizamuddin
Property                                                               Hanm an      Bridge Eastern
(As tested byCRR)    As tested by    Bottom   Fly Ash   Setu Flyover   Approach
lTanpur)   Ash        FAh
Sp, Gravity   1.95                 1.95          2.09       2.05       1.90         1.90
Grain size    75% silt             Sandy silt    Sand 86%   Sand 22%   Sand 25%     Sand 25%
distrbution   25% fine sand                      Sift 14%   Silt 78%   Silt 75%     Sllt 75%
Compaction
OMC           29%                  32%           37%        35%        35%          30%
MDD           1.15 gm/cc           1.165 gm/cc   1.03       1 06       1.13 gm/cc    1.14 gm/cc
Shear strength                     0 = 340
properties    0 = 36°              (Post peak    370        310        330          35
(Direct shear)      friction angle
from tests).
Permeability                       Kv = 6x10
Notgiven            cm/sec                    I x1  0'- 1       x104   I 4cmsec
Kh = 6-o9 x              cmsec     cm/sec1m1
Soure: Shtuy on Use. orFl yah for NH2,October 2000, LASA
Fly ash and bottom ash used in the Okhla flyover were taken from the Badarpur Thermal Power
Station (BTPS) and the fly ash used in Hanuman Setu and Nizamuddin Bridge projects were
sourced from Indraprastha Power Station (IP). On the basis of general comparison, it Is seen
that properties of fly ash from the three thermal stations, viz, BTPS, IP and PTPS are in a close
and comparable range. It would thus be reasonable to draw upon the experience gained in
using of fly ash from BTPS and IP in highway fills and extrapolate the experience to fly ash from
PTPS to the extent applicable.
At Okhla fly over and Hanuman Setu fly over locations, fly ash was used as backfill for
reinforced earth walls, with geogrids as reinforcing material. The height of embankment at
Okhla fly over was 9.7 m (max) and at Hanuman setu 4.0 m (max.). The maximum height of
embankment was 10 m in the case of Nizamuddin approach embankment of nearly 1.86 km
length. The average height was of the order of 5m. Much of the embankment is across the
flood plain of River Yamuna. The sides are subject to prolonged inundation during the monsoon
season. The embankment was constructed with side slopes of lvi to 2 hi. The fly ash formed
core of the embankment, encased in a cohesive soil cover on the sides. Further, layers of local
soil of 20-40 cm thickness were provided after every 1.50 to 2.00m of fly ash fill. The
embankment has experienced two flood seasons.
At all the three sites, the performance of fly ash as fill and embankment was found to be
excellent, both from stability and settlement considerations. The fills are stable and settlements
negligible.
From the test results, it is reasonable to conclude for design purposes, that in geotechnical
terms fly ash from PTPS is cohesion less material, with grain size in the range of fine sand and
silt. The OMC is around 30% and MDD 1.15 gm/cc. The low MDD is due to the low specific
gravity of the fly ash particles. The shear strength of the material is highly satisfactory with
friction value of 340. The material has been found to have permeability in the range of 6 x 10-4
cm/sec.
Comparison of test results provided in the reports of CRRI and IIT Kanpur shows the values to
be close to each other, CRRI report recommends the use of fly ash from PTPS as fill material.
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Generation of Construction Spoil and Debris
5.2.4   Noise
Noise attributed to roads depends on factors such as traffic intensity, the type and condition of
the vehicles plying on the road, acceleration/deceleration/gear changes by the vehicles
depending on the level of congestion and smoothness of road surface (IRC: 104-1988).
Excessively high noise levels are a concern for sensitive receptors, i.e., hospitals, educational
institutions, wildlife, etc.
National Noise Standards
CPCB India has specified ambient noise levels for different land uses for day and night times.
Importance was given to the timing of exposure and areas designated as sensitive. Table 5.15
gives the noise standards set.
Table 5-15: National ambient noise level standards (as per CPCB, India)
rea Code       Category     | Limits in Decibels (dBA)
Day Time      Night Time
A              Industrial     75            70
B              Commercial     65            55
C              Residential    55            45
D              Silence Zones    50          40
Note: (1) Daytime: 6 AM to 9 P.M., Night-time 9 PM to 6 AM; (2) Silence zone is an
area up to 100 m around premises as hospitals, educabonal insitutions and courts.
Selection of Sa& nllno Locatio,
Locations for noise monitoring along the corridor are identified based on the criteria same as
those used for air monitoring but the relative importance of each criteria carries a weightage in
arriving at the final set of locations. In case of noise monitoring locations, sensitive land use
gains more importance due to ill effects of noise on schools, hospitals and also religious places.
Noise monitoring locations identified based the above described criteria are listed in Annexure
5-12.
Resulls & Analysis of Nolse Monitorin,
Barring a few exceptions, the nighttime noise levels were lower than the corresponding daytime
measures. A variation of as much as 15 dB (A) to as little as none was observed at the
monitoring locations between the day and nighttime noise levels. In some places, the night time
values were higher, but whether there is a systematic cause or just an aberration could not be
ascertained during the short survey duration. Table 5-16 shows Package wise noise levels.
Table 5-16:Baseline Noise levels recorded along GT Road
Package   Chainage   L.q    L.q      LID    L1o     L5o    LSo      Lgo    Lao
(day)  (night)  (day)  (night)  (day)  (niqht)  (day)  (night)
[A
200.300    81     76      86      81      73      74      69      68
206.000    74     71      82      75      73      67      63     57
218.300    64     64      81      74      62      63      55      53
235.0w0    72     72      84      82      69      69      66      66
242-800    71     68       79     80      70      65      67     59
250.C00    68     68      80      73      63      66      61     59
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Package    Chainage    L.q    L.q      Lin    Li0       15o    L5o        LPo    Lgo
(day)   (night)  (day)   (night)  (day)   (night)  (dav)  (night)
261.800    69      66       78      81       63      62       61      55
267.300    63      67       77      66       61      59        54     55
283.(600   64      60        79     76       58      57        55     53
lB        290.C00     65      61       72      72       58      57       54      52
297.300    67      62       77      73       63      57       59      54
308.800    76      69        79     76        70     62        59     55
336.000    62      61       81      77        62     58        58     53
IC        358.500     69      64       77      79       67      62        60     59
365.500    66      62        73     69       62      59        56     55
378.000    70      69        81     75        66     66        59      60
472. 1()    73     67       82      79        72     68        67     60
478.800    78      66       85      71        76     58        73     56
11B       485.0C0     90      75       94      80       90      70        79     64
8.800      69      56        74     68        70     55        63     53
25.600     66      64        77     73       65      62        60     55
317.150    67      68        76     75        66     67        62      65
IVA       30-700      71      60        79     70        69     59        67      56
39.500     74      68       81      70       71      66        69      58
57.200     69      63        76     68        69     60        66      56
111.600    68      61       83      76       66      61       65      58
IVC        122.500    69      59       79      69       68      58        66     55
134.000    71      67       84      73       69      65       64      64
244.000    76      47       80      50       68      43        57      41
VB         247.600    78                5      58        69     56        60     54
281.000    85      78               81       82      76        78      78
Source: LASA FfWd Survey, October 2000
Package A
The noise monitoring survey shows that daytime noise levels are high in urban areas such as,
km 200.3 which is the first road junction after start of Package IA having noise level of 81 dBA
and at km 235, Raja ka Taal in Package IA with noise level of 72 dBA. The night time levels at
km 200.3 are almost same as daytime levels indicating heavy movement of traffic during night
hours too.
Packaae lB
Of the five locations monitored in this package, km 308.8 has the highest day time noise levels
at 76 dBA. This location is the railway crossing after Itawa and is indicative of increased noise
levels due to the poor pavement quality. Another location, km 242.8, which is a congested
stretch in Ferozabad, was found to have daytime noise level of 71 dBA.
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Packaae IC
All the locations monitored for noise had daytime noise levels between 62 dBA and 70 dBA.
Noise level at km 336.0, which is a school in a rural area, was found to be 62 dBA, whereas the
standard for noise level in such areas (silence zones) should not exceed 40 dBA during
daytime.
Package JIB
The junction near the road connecting Kanpur at km 485 (Naubasta crossing) recorded the
highest noise levels (90 dBA) in Package IIB. However, the rest of the corridor had much lower
noise levels. The contribution of other activities due to proximity to the urban area of Kanpur is
also evident from a difference of as much as 15 dBA between the day time and night noise
levels. It is worth noting that even the Lgo (night) levels recorded at Naubasta crossing are
higher than the noise levels allowed in residential areas during day time.
Packaae I VA
Noise was monitored at four locations in Package IVA. The noise levels ranged between 67
dBA -74dBA. The maximum daytime noise level was recorded at Said raja, a congested urban
stretch. Chandauli another urban area recorded second highest noise level of 71 dBA.
Package IVC
Noise level in Package IVC was maximum at the urban area near Dehri on Sone. The noise
level recorded here was 71 dBA.Noise near the sasaram stone crushers was 69 dBA.
Package VB
In Package VB, at km 281.0 Barhi villages the noise level recorded was 85 dBA whereas within
the Bhalua urban area in the Wild Life sanctuary at km 247.6 the daytime noise level recorded
was 78 dBA. The noise levels within the Wildlife sanctuary, which Is designated as an sensitive
area has noise levels more than the 50 dBA during daytime and 40 dBA during night time levels
stipulated for similar areas.
The noise levels across the project road range between 63 dBA and 90 dBA. Noise levels at all
the locations have exceeded permissible day time levels of rural and residential areas.
However, all the locations cannot be categorised a residential locations as they are all
establishments along the national highway and are prone to activities of commercial and
industrial nature. Noise, thus is a major area of concem, at locations of sensitive receptors
(educational establishments like schools and colleges, hospitals and even a court of law) have
been identified to be quite close to the road all along the GTRP.
4.2.5 Flora
The baseline study of Flora has primarily taken into account the flora along the roadside, as the
direct impact of the road project is on trees in and adjacent to the RoW. Site survey and study
of secondary literature show that there exists not much diversity in the forests. No endangered
flora has been reported along the roadside. The species characteristic to the immediate vicinity
of the project road are described in Table 5-17.
Roadside trees need to be accorded detailed Investigation as they have a vital role to play in the
road landscape and are socially significant. The major Impact on trees is likely to be on the
northem side of the road. A list of the existing roadside trees and plantations on the RoW of the
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project highway, including predominant species and girth sizes has been provided with each of
the individual EIA Reports.
Table 5-17:Predominant Tree Species along the GT Road
Package   hainage  Predominant Species
IA,IB,IC  199.9-395   hisham, Neem, Ashoka, Eucalyptus,
Gulmohar, mango, Pipal, Jamun, Babul
IIB     47D38      ulmohar, mango, Pipal, Jamun, Babul
IVA     317-65,   Pipal, Shisham, Neem, Gular
IVC      1103140   Mag, Bargad, Imli, Jamun.
V B     f240-320   Kateri, Babul, Shisham, Eucalyptus, Kikar and scrubby growth
______ L ___ Arjun, Palash, Neem, Mahua, Tamtind,Seasam, Banyan, Mango, Gulmohar,
Source. Ind'vkual EIA Reports, - Packages /, /1, IV and V, GTRP
Package I has multiple rows of various species on either sides such as Eucalyptus, Sheesham,
Jamun, Neem, Peepal, Mango, Kandhi and Babul. Package IV and V have similar species of
trees as mentioned in Package I. However, in parts of the Package V, teak, Sal, Khair are
found as well.
There exist a total of 48416 trees within the RoW (or within 30m on either side of the existing
road centre line). Of which, 21,977 are in Package I, 6972 in Package II, 16384 in Package IV
and 3083 in Package V.
Green Tunnels and Giant Trees
In some areas of roadside plantations, the trees are large and regular on either side forming a
canopy over the road. These are referred to as green funnels.
Green Tunnels were observed at three locations in Package i. In Package II, there is a 6km
stretch of green tunnel from km469 to km470, km3l to km33 and km35 to km36. Package IV
too has green tunnels, which are short and few in number (near Jagdishsarai, Chandauli and
Sairaja). The only long green tunnel identified in this Package stretches between km317 to
km3l 9 near Mohansarai. No green tunnel exits in Package VB.
Reserved and Protected Forest areas
Due to intense agricultural activities in the region, natural forests have long been removed
except in some parts along the project road. Package IA between km 204.0 and km 206.0
passes through Agra reserved forests. The GT Road through Package IVC (Sasaram Bypass)
passes through protected forest area near Kaimur hills. Package V passes through the Gautam
Buddha Wild Life Sanctuary and Package VB of the road traverses through 36.4 kms of
protected forest areas.(17% of the length of the Package). Details of Reserved/Protected
Forests are given in Table 5-18 while Plate 5-9 depicts the forest types in the Indo -Gangetic
Plains.
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i  .~           ~                       1  X I ,  b   T I ,  I 'tr- .ti.
L-I
~~~~44MVADIfl~~~~~~~~~~~~~~~~~~~~VW411r-r [fIlI
~~*    ~ ~ ~ ~   ~ ~ ~   ~~lT~~~~  ______      ~M  J .,                Y  WI
Plate 549: Forest Types In the Indo-Gangetic Plains
Table 5-18: Reserved/Protected Forests along the Project Road
Package         Chainage               ForestVSanctuary             Remarks
IA              204-206                Reserve Forest              The corridor cuts across the Reserved
forest
IC              380                    National Chambal Sactuary   5km from the project corridor near to
Auriya
IVC             Sasaram Bypass         Kaimur Hills                 The proposed alignment cuts across the
Reserved forest
242-2&0                Gautam Budha Sanctuary       The corridor cuts across the Sanctuary
289.2-290.4            Lakhsudi PF                  Open Sal,Mixed Forest
294-3-295              Lakhsudi PF                  Mainly Sal,Clear mixed jungle
VB              296.0-296.8            Nagar Barsot PF              Mainly Sal,Clear mixed jungle
297.4-298.5            Nagar Barsot PF(south)       Mainly Sal,Clear mixed jungle
Bariatha PF(north)
314.0-315.2            Gorhar PF                    Mainly Sal,Clear mixed jungle
319-320                Near Dharguli PF             Mainly Sal,Clear mixed jungle
Source: Individual E&A Reports, - Peckages 1, 11, IV and V, G rRP
Agr-a Reserved Frs
Between Km 204 to km206 of Package IA cuts across the Agra
Reserved Forest. This is a degraded area and no wildlife has been
reported apart from monkeys
This problem  is exacerbated by the lack of infrastructure for the                                                ..A
collection and disposal of domestic solid waste in Agra city. Since
Garb0ge dumped along the
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there is no policing on the NH-2, there is rampant disposal within this stretch.
This reserve forest is used as garbage dumping site (at km204.1 to km204.5). Moreover,
slaughterhouse waste is also dumped along the road in a private plot at km 242.150 on north of
the road. Similarly, in Package lB in Kanpur, garbage was observed dumped on either sides of
the road
The RoW is a convenient dumping site for the private as well as municipal waste transporters as
it saves transportation costs. Site visit also reveals that the waste transporters were being paid
by private plot owners on the RoW to dump waste at the interface between their plot and the
road in Package IIB, the motive being to create direct access to the road from their plots after
levelling. These plots have their own access from service lanes but the location of the GT road
adjacent to their plots offers opportunity for business and unauthorsed encroachment.
Activities such as these contribute towards unwarranted induced development along the road in
absence of highway patrolling or maintenance. The proposed project can intervene through
change in design at these locations albeit the solutions would be more of a mitigative nature.
There is an urgent need for intervention from the NHAI6 in conjunction with the local municipal
authorities to find suitable solutions for such issues. The project needs to explore the possibility
of using the garbage for land filling at borrows pits on barren or unproductive lands,
social Forestry
State Govemment Forest Departments have planted a variety of trees under the social forestry
and the plantation forestry projects since 1983/84 all along the road on both the sides. Social
forestry plantations in Uttar Pradesh are mainly comprised of Dalbergia sissoo (Shisham),
Eucalyptus hybrid (Safede), Cassia siamea (Kala siris) and Delonix regia (Gulmohar).
Plantation in Bihar mainly comprises of Acacia arabica (Kateri Babul), Prosopisjuliflora (Vilayati
Babul), Albizzia lebbeck (Siris), Cassia siamea (Kalasiris), Dalbergia sissoo_(Shisham)
Parkinsonia aculeta (Kikar), Tectona grandis (Saguan) and Eucalyptus hybrid (Safeda).
5.2.5  Fauna
The baseline study included identification of faunal species native to the study area especially
with reference to the RoW and adjoining areas. Domesticated animals dominate fauna species
all along the project road except In the Gautam Buddha Wildlife Sanctuary. The highway
traverses through the sanctuary between km 242 and 260.
The Gautam Buddha Wild Life sanctuary was designated so, nearly 30 years ago to protect the
tiger (Panthera Tgris).  The other predator species recorded include Leopard (Panthera
Pandus), Wolf (Canis Lupus) and wild Dog (Cuon alpinus). In addition, a number of prey
species like the spotted deer; Sambhar and Nilgai are also found. The details of the fauna
inhabiting the sanctuary are enclosed in Appendix 5.11. Two other forests are located in
package IA (km 204-206) and package IV A (near Tarachandi temple on the Sasaram bypass).
Both these locations have substantial human presence and none is a forest In the sense of
being able to support any wild animal or bird species, at least in areas close to the road. No
rare or end angered fauna are reported in these forests.
6      The Project Director of Package IIB had raised the issue with the Kanpur Municipal Corporation, which Issued
notice to stop dumping waste on the road land.
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National Chambal Sanctuary
A national crocodile (gariao sanctuary has been declared in January 1979 to include about
500km length of the River Chambal covering portions in states of U.P., Rajasthan, and Madhya
Pradesh. Fishing has been totally banned in this sanctuary and forest staff has been posted for
enforcement of Protection of Wild Life. The boundary of the sanctuary is about 5 km from
Auriya (Package I).
Th7e Gautam Buddha Wildlife Sanctuwri
Package VB of GTRP passes through the Gautam Puddha Wildlife Sanctuary for a distance of
18km between km242 and km. 260. The Sanctuary falls under three forest divisions, viz., the
Gaya Forest Division, the Koderma Forest Division and the Chatra (North) Forest Division. Both
riparian and patch forested corridors are prominent in the sanctuary. The total area under the
sanctuary is 25,947.9 ha. The core area of the sanctuary comprises of 87199 ha, which is
33.6% of the total area. The area occupied by the highway is 0.3% of the total area of the
sanctuary and about 1 % of the buffer area.
The highway passes through the buffer area of the sanctuary7 and has been operational for the
last 400 years. The sanctuary was originally the property of Maharaja of Tekari till 1948, after
which, it was converted to the Protected Forest category vide the Forest Act, 1772.
Subsequently, owing to growing anxieties to save the Tiger Population of the country, the
sanctuary, which is also habitat for many tigers, was declared as sanctuary in 1976 under the
Wildlife Protection act, 1972. As per the State Wild Life Sanctuary map, 400m on either side of
::~                           -                 -
Packane VB passina throunh the Gautam Buddha WidLitfe Sanctuarv in Packaqe VB
the highway has been demarcated as the buffer zone.
The sanctuary area along the NH-2 is hilly and the river Mohana and its tributaries like Goari,
Kinandi and Hariya flow through it. The forest is mostly Sal and deciduous along with grassland
and shrub land. None of the 50 species of trees, 25 species of herbs, 5 species of lines, 2
epiphylls and 30 grass, legumes etc found in the area can be classified as endangered as per
the IUCN guidelines.  The major threat to the flora in the sanctuary area comes from
deforestation for fuel, overgrazing by cattle owned by people living within the sanctuary area,
militant-illegal traders nexus and fire.
The presence of endangered fauna, especially the tiger, in the area was a major driving force in
the declaration of the sanctuary. The other important species of fauna include the wolf, the
leopard, hyena, jackal, spotted deer, sambhar, barking deer, Chinkara and Nilgai. In addition,
the langur and Rufous-tailed hare have also been recorded. The elephant herds from Palamau
forest migrate to the sanctuary between December and June. Other species recorded in the
7      The area under the highway Is not, and has never been considered a part of the forest area. Due to existence
of the road, areas on either side are treated as buffer areas.
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area are Sloth bear, Bengal fox, Leopard cat, Civets, Mongooses, Giant squirrel, Bats, Shrews
etc. A number of bird species have been recorded within the sanctuary. It has 20 species of
reptiles including lizards, python and snakes like Russel's viper. Unconfirmed reports indicate
the sighting of crocodiles in the Mohana as well. The threat to fauna comes from illegal
poaching, loss of habitat, and in case of herbivores: competition with local cattle. For further
details on this sanctuary, refer Annexure 5-13.
The baseline situation of the Sanctuary, which is indirectly Influenced due to the presence of the
road, is described in the subsequent sections. The proposed road project shall focus on finding
solutions or mitigative actions to address these issues.  Almost all these issues have
aggravated due to the facilitation of multiple accesses into the sanctuary from the RoW.
Dearadation of Natural Habitat
There are, within the jurisdiction of the sanctuary (both core and buffer) about 55 villages
(158.4km2 or 61.3% of the total sanctuary area is under such village land). The high cattle
population (over 8500 bovine animals and 14000 sheep and goats) of these villages has led to
scarcity of herbivore tracts.
The habitat of the sanctuary has been severely degraded due to anthropogenic activities of
these villages, which include collection of non-timber food products, overgrazing, deforestation
and frequent hunting and poaching of the animals. As stated earlier, more than 60% of the
sanctuary area has been taken over by these villages, etc., causing the degraded state.
Illegal Felling of timber
As per the 1991 census, about 20,000 people live within the
boundary of the sanctuary. The sanctuary caters to their need
for fuel wood and timber.  The presence of the highway
facilitates creation of multiple accesses into the sanctuary thus
encouraging the felling of trees etc indirectly. Illegal tree felling
over the years has contributed to a drop in the green cover of
the sanctuary.                                                      ked along the    sale
Forest fires
Forest Fires have contributed to the degraded condition of the sanctuary. The attached
photograph shows timber/firewood being stacked along the edge of the NH for sale. Due to lack
of appropriate protection and management, major timber forming trees with girth greater than
50cms have mostly disappeared from the inner and middle part of the forest. Although sal and
Khair were the major tree components of the forest they are now very scarce due to selective
extraction of the same.
Crushers and Borrow Pits in the Wildlife Sanctuary
In addition to the heavy vehicular traffic passing through the stretch, commercial activities (such
as Dhabas, truck parking, etc.) the presence of crushers at km 251.3 for a stretch of about
1 50m in the Wild Life Sanctuary has contributed to the degradation of the sanctuary.
Besides, some private borrow pits have also been identified in the sanctuary. These activities
contribute to habitat fragmentation and discontinuity of the wildlife corridors within the sanctuary.
Borrowing within forests are generally not permitted and it appears that some of the existing
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borrow areas might have been illegally dug. The project must explore the possibility of
minimizing the facilitation of these activities within the sanctuary.
5.2.6 Human Use Values
Land Us
The Great Gangetic plains constitutes the most fertile agricultural belt from Punjab to Calcutta is
predominantly under agricultural land use. The state of UP has over more than half of its area
under agriculture. Project area falls in the Gangetic plains and constitutes a major chunk of the
irrigated arable land of the fertile
The proposed four-laning total land required for widening and upgradation of the project corridor
is 479.971 ha, out of which, 457.560 ha will be acquired from private holdings and the remaining
22.411 ha wilf be transferred from govemment and forestlands.
4.2.6.2 Cropping Pattern and Crop Productivity
UP is a key producer of food grains and oilseeds in the country and leads in the production of
wheat, maize, barley, gram and sugarcane. The State produces over 50% of the sugarcane
produced in the country. Bihar is also an agro-based economy though it leads in mineral
production, which is based on the mines located in the eastem and southern parts of the State.
The major crops are sugarcane, oilseeds, potato and jute.
4.2.6.3 Highway Amenities and Public/Semi-Public Facilities along the GT Road
There are number of amenities and utility services located along the highway like schools,
Dhaba, hospitals, Petrol Pumps, Bus Stops etc. The location of these amenities along the
National Highway is an issue of concern as the haphazard siting of these amenities is
contributing to congestion of the highway. Table 5-19 highlights the distribution of amenities
and facilities along the Project Road.
Table 5-19 Highway Amenities and Public/Semi-Public Facilities along the GT Road
Package    Bus Stops    Health facilities  Court of    Educational   Truck Parking   Dhabas
Law       Institutions
IA         13          3               0          24          2            40
IB         6           3               0          23           1           51
IC         3           1               0          27          2             NA
IIB        8        .5                 0          8           1             NA
IVA        0           1               2          7           1             NA
IVC        0           1               0          4            NA           NA
VB         1           0                0         4            NA           NA
Sowrce: EMA Reports, - Packages 1, 11, IV and V, G TRP supplemented by LASA FbIed Survey, Ocober 2000
Pick up Bus Stops
The GT Road as its name suggests is the trunk connecting all these
settlements.  The baseline surveys show that the number of bus   -
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stops are inadequate. Moreover, the existing bus stops are inefficient with no direct sighlines to
spot the approaching buses. Most of the existing bus stops are not being used as a result of
inefficient design and siting of these structures. The photograph shows one of the bus stops at
Km 270.75 (in Package VB) converted to a temple.
Due to non availability of bus stops, large groups of people were observed to be standing at
various junctions thus adding to conjestion on the highway and aggravating the poor road safety
conditions.
The project not only needs to review the location of bus stops along the NH but also needs to
propose additional bus stops to fulfil the demand. The design of bus stops also needs to be
reviewed by the project to encourage people to use these shelters. Annexure 5-14 presents the
existing Bus Stop locations along the Project Road
Truck Parking Lav-bvs
This review found that many unorganised truck parking at certain locations especially in urban
areas. This unauthorised parking of trucks/tankers, (50-80 % of the traffic Is goods traffic)
create bottlenecks on the road. During the baseline survey, more than 20 km long traffic jam
was observed after the Karmnasa River due to a bottleneck being created due to improper
wayside parking by trucks.
Another instance of irregular truck parking has been reported in Package IIB. The presence of
the (Indane) Bottling Plant at Km 475.4 in Package IIB on the north of the road raises concern
about the existing parking trend at the location. The survey found 40-60 LPG tankers parked on
either sides of the highway as well as on the agricultural land on the south side of the highway.
This is a serious concem from point of view of safety of road users. The proposed design has
provided for a raised carriageway with service lane at the location. As the carriageway is raised
and no median cut has been provided at the location it Is expected that the trucks/tankers would
park on the proposed service lane. Enforcement or design measures need to be taken to
prevent this unauthorised parking, which is likely to continue in the future.
Table 5-20 lists such locations where parked trucks parked along the road were creating
bottleneck long the road.
Table 5-20: Informal Truck Parking along the GT Road
Distance from
Package   Chainage (kms)   Type        Direction    CNV (m)     Remarks
0.400          Truck Parking    North                 Extensive parking due to 3 petrol pump &
IA                                                              Repairing shops
1A       200.400         Truck Parking   North & South          Extensive truck
Truck Parking at Etmadpur,9 trucks
IB                                                              18 trucks near Ukrend
IC                                                              wruck Parking near Babarpur ,16 Trucks
IC                                                              18 Trucks at Sikandra
IIB      13.2-13.4                     South                    Proposed in design
IVA      4445.2          Truck Parking
SoUre. Individual Ela reports, -Packages 1, 11, IV and V, GTRP
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Educational Institutions alonq the proiect Road
As Table 5-19 highlights, there are 104 schools located abutting the  -                       .
project road. These sensitive receptors are exposed not only to dust
and noise from  the road and allied activities but are also prone to  I'   *
accidents. The baseline survey (Oct. 2000) reported a large group of
school children commute to school by walk along the edge of the
Project Road. Most of these educational institutions are located right
on the edge of the road. This is a serious concem from the point of
safety.
The project needs to focus on these issues especially from point of view of road safety.
Signage and Safety measures need to be built in the proposed road design at these locations.
The issue of noise from the highway also need to be addressed in the same context (For
details, see Annexure 5-15 on lists all the location of Schools along the Project Road).
Medical Facilities along the Project Road
The project road traverses through 66 settlements, which are linearly developed along the road.
As a result, many of the health facilities (including other public semi public facilities) were found
to be located along the project road.
Most of these are clinics functioning as hospitals. There exists a medical college such as the
Dental College at km 219.6 in Package IA. These amenities too suffer from air and noise
pollution. Also, their proximity to the project road is a cause of concem from point of view of
safety. Table 5-21 lists the baseline of medical facilities along the Project Road.
Table 5-21:Medical Facilities located along the Project Road
Distance from
Package     Chainage (km)    Type       Side        the Centre of  Impacts
_ _ _ _ _ _ _   _ _ _ _ _ _= _   = _ _ _ _ _  _ _CW  (m )
1 A         20950            Hospital    North      40           No impact
1 A        201 .00           Hospital    South      35           No impact
1A         201-200           Hospital    South      35
1A         201.300           Hospital    North      35
1A         216.90D    .      Hospital    North      18            Raised Carriage way
1A          217.200          Hospital    South      12            2 number of hospitals
IA         222.800           Hospital    South      12
1A         239.000           Hospital    South      18
1A         239.250           Hospital    orth       18            On the road
1A           9400            Hospital    North      12            Relocation
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1 A        239.800           Hospital    North      20           Boundary exist
1 A         240.100          Hospital    South      13
1 A         40.750           Hospital    North      15           U/c
I A        242.9D0           Hospital    South      16
1 A         243.385          Hospital    North      20           Hospital (one room clinic)
A          219.600                      outDental  h            Dental college. Needs its own
College                             high boundary is about 40 m back
1 A         238.650 to 239    Hospital   North      12           Has ts own boundary and
garbage dumping on front side
Need proper boundary. Area
1 B        302.200           Hospital    North & South 3i5o, Village: Kaisth
IIB        482.7             Hospital    outh                    Anjali Hospital
11B        482.4             Hospital    South                    National Hospital
IIB        482               Hospital    South                    Raj Hosplal
l1B        481.9             Hospital    South                   Pnya Hospital
Dhabas
Dhabas are informal eating establishments, a common sight on all highways of India, a result of
unplanned and unavailable highway facilities and conveniences along highways. 'Dhabas' or a
roadside hotel caters to food and rest requirements of the truckers plying along the Project
Road. Annexure 5-16 lists the number of Dhabas in Package IA and IB.
These structures are usually semi permanent in nature and predominantly comprise of a
kitchen, an indoor and outdoor eating place and a few kiosks selling eating and provisional
items or a STD booth. In addition, bathing facility for the truckers is also provided at almost all
such dhabas. However, the condition of all these public conveniences ranges from poor to
pathetic. The dhabas operate in unhygienic conditions with waste being disposed in the RoW.
Another informal facility that is attracted to these dhabas is the truck repair shops and garages.
These structures function on a symbiotic basis with the dhabas and both activities support and
supplement each other's functioning. Truckers stop to have food at dhabas while their vehicle is
being repaired or washed. Thus, these locations are also prone to oil spills due to truck
washing and repair activities taking place on a regular basis.
6.3 RIBBON DEVELOPMENT
The growth of towns and cities in India in the past has been taking place mostly along the
existing roads radiating from them. This is the natural trend elsewhere too, since communities
tend to expand along the traffic arteries, which serve them. Enterprising business men find the
roadside near the outskirts of towns and cities most attractive for locating industries and
commercial establishments, shops, hotels, tea stalls, repair shops for motor vehicles, petrol
stations, etc, spring up linearly along the road with direct access to the highway. Such
development is known as ribbon development.
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Ribbon Development has taken place since ancient times along rivers, which were the primary
source of trade and transport. Gradually, roads have taken over the role of connecting places
and in the process, serving as lifelines through facilitation of trade and commerce. The National
Highway 2 is one of the most significant roads of the country with a history of more than 400
years. The National Highway has along it 66 settlements including 6 Class I towns of historic
and industrial significance. The road has been a conduit through the fertile and most productive
region of India, the Indo Gangetic Plains.
5.3.1   Baseline Extent of Ribbon Development along NH2
As of date, a total of 66 settlements of different class sizes both urban and rural in nature have
been traversed through. Table 5-22 gives the names of the settlements with their respective
class size (1991).
Table 5-22  Settlements Traversed by NH2
Name                      Class Size           Population (1991)          Settlement Stretch
I         I                                     I (km)
Urban
Agra                                           8,91,790                   4,34 (along the
project corridor)
Firozabad                 i                    2,15,128                   11.93
Aurraiya_              -                       1 ,03,509                  2.0
Kanpur                    i                    18,74,409                  35.00
Varanasi                  l                    9,29,270                   20.02
Shikohabad               il                    62,829                     2.00
Panki                       _    _       _    80,821                      2 .7
Sasaram                   il                   98,721                     20.0
Dehri                     il                  93,594
Tundla                                         21,005                     1.2
Chaker                    III                  41,118                     1.7
Etmadpur                 IV                    12,691                     2.0
Jaswant Nagar             IV                   19,707                     1.05
Sarsaul                   IV                   11,402                     3.7
Bakewar                   IV                   10,317                     1.0
Alinagar Khenjra          v                    7,083                      5.6
Ekdil                     v                   8,342                       0.6
Graci                     v                   5,043                       1.5
Rural
Ussaini                   2000-5000           2,688                       2.0
Nagla Bhau                2000-5000           2,533                       1.07
Kotla                     2000-50X            2 ,390                      0.08
Asfabad                   2000-500             3,743                      0.20
Daulatpur                 20C-50D00           4,217                       0.20
Naushera                  2000-5000           3,532                       0.50
Mania Mau                 2000-5DDD            2,839                      0.30
Bijoli                    2000-5000           2,470                       1.00
Bakewar                   2000-5000           2,128                       2.85
Mohari                  . 200D05000            2,354                      0.50
Hatipur                   200D-5000            4,627                      1.41
Ganjkhwaja                2000-500             2,408                      1.51
Naubatpur                 2000-5000            2,919                      1.02
Satauli                   10O-2C000            1,264                      2.30
Basai                     1000-2000            1,505                      4-50
Asfabad                   1000-2000            1,161                      1.23
Dhulpur                   1000-2W00            1,191                      2.00
FuIrai                    1000-200O            1,195                      1.58
Phoopai                   1000-2000            1,398                      0.80
Jagmohanpur               1000-2000            1,423                      1.90
Saray Mithey              1 000-2DO            1,859                      2.60
Phoolpura                 1000-2000            1,569                      0.60
AAmbedkar Nagar (u)       1100-2000            1,199
Kidwai Nagar (U)          1000-2000            1,061
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Ambedkar (U)               1000-2000             1,172
Azad Nagar (U)             100O-2000             1,521
Girdharipur (U)            1000 -2000            1,178
Jharikalan                 1100X-2000            1,882                        2.40
Tiwaripur                   0 00-2000            1,307                        4.00
Purwamir                   1000-2000             1,663                       3.40
Ourgawatl                 1C O-2000             1,516                        2.59
Mohamadpur                 Less than 1000        657                          10.20
Rudhawali                  Less than 1 000       808                          050
Moulapur                   Less than 10C0        351                          1.89
Bawali                      Less than 1000       761                         2.43
Amiliya                    Less than 1000        213                          2.ce
Pilkhar                    Less than 1O          628                          1.60
Bhognipur                  Less than 1000        905                          1.02
Pachdevar                  Less than 1000 .      630                          0.50
Ekdil                      Less than 1 WO        238                          0.60
Tikauli                    Less than 1000        367                          0.20
Chirauli                    Less than 1000       610                          6.40
Gandhi Nagar               Less than 100O        819                          1.05
Sherpur                    Less than 1000        121                          0.96
Garha                      Less than 1WO         159                          1.56
Gopalpur                   Less than 1 000       93                           1.67
Rasulpur                   Less than 1000       298                          1.89
Bichiyakala                Less than 10W0        880                          2.16
Lilapur                    Less than 1000        524                          1.73
Raja-ka-tal (BP)                                                              3.30
Sirsaganj (BP)            l                                                   2.15
Ukhrend (BP)                                                                  2.00
Ajitmal (BP)                                                                  4.10
Rooma (BP)                                                                    1.78
Syed Raja (BP)                                                                2.00
Didkhili (BP)                                                                 1.00
Sasaram (BP)                                                                  19.00
Barhi (BP)                                                                    1.26
Source: Compiled fom census of DWdla, 1991.
The above table brings out a hierarchy of the settlements with respect to NH2.
5.3.2 Present Development Controls
In order to prevent overcrowding and facilitate sufficient space for future road improvement, it is
often advisable to lay down controls regarding the building lines, set-back distances, control
lines, height of buildings, provision of open spaces, etc., along the highway. Such measures
can also help in securing adequate sight distance and preserving the aesthetic value of the
highway. Building lines express the limits beyond which only any building activity may be
permitted. It may also be desirable to limit the nature of building activity even beyond the
building lines. In such cases, the concept of Control Lines is established, and unrestrained
building activity permnitted only beyond these lines. Preferably, the following minimum standards
laid down in Table 5.23, should be followed for Building and Control Lines:
Table 5-23: Standards for Building Lines and Control Lines
Plain and rolling terrain                               Mountainous and steep terrain-Distance between
building line & road boundas (metres)
Rural areas       Urban & industrial areas              Rural areas              Urban areas
Class of      Width between     Width between     Distance between    Normal    Exceptional    Normal    Except
Road          building lines    Control Lines     Building Lines &                                         -ional
(overall width)   (Overall width)   Road boundary
(m)               (m)               (set-back
distance) (m)
1. National
and State     80                150               3-6                 5          3             5           3
Highwavs
2. Major      50                100               3                   5          3             5           3
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District   50'3
3. Other  ll|llll
Rodistrc   25/30         35                            5        3          5        3
4. Village    2305                                              35                  3
Soute :IRC on ConoW of Rlbbon Desslopnt along Highays
That awareness about the seriousness of ribbon development problem in this country Is not
keen is evident from the rather loose and inadequate legal provisions available in the various
States for combating the evil. The information collected shows that while some State have
enacted laws to prevent ribbon development; others have no laws at all.
Uttar Pradesh
The United Provinces Roadside Land Control Act, 1945 is in force in Uttar Pradesh. The Act
provides for the following:
i)     Restriction of building activity within the control lines, Existing Laws, Their
Deficiencies and Suggestions;
ii)    Control of access; and
iii)    Restriction of land-use for brck-kilns, pottery-kilns, etc.
Even in the case of this State, the enforcement has been rather tardy due to various factors
such as absence of accurate land plans, inadequate enforcement agency etc.
5.4  ARCHAEOLOGICAUPROTECTED   MONUMENTS   AND   OTHER   CULTURAL
PROPERTIES
The project highway traverses through a number of settlements and is often dotted with
religious and cultural properties most of which though not of archaeological significance are
nevertheless, signiflcant to the community. Cultural properties along the project highway were
identified and documented based on site surveys and during strip mapping.
Protected monuments and other Dronerties of archaeoloalcal value
Archaeological properties are those cultural properties that are protected under the Ancient
Sites and Remains Act, 1958 by the State Govemments of UP and Bihar and the ASI. They
merit significance because of the large volume of trafflc that they generate. Though these
influences are restricted to a particular time they can contribute inadvertently to the formation of
bottlenecks, which seriously hamper the functioning of the highway. The region is home to many
historically significant monuments, which are not only protected but are also World Heritage
sites such as Taj Mahal, Plate 5-10 shows the Archaeological sites and monuments in the
influence zone of the Project Road.
Many important cultural and historical settlements lie along the highway. Of significant mention
are the cities of Agra, Varanasi Allahabad, Samath and Gaya etc. In addition, the road is dotted
with places of archaeological interest with history as old as the road itself. Table 5-24 lists the
archaeological monuments and significant cultural/ historical locations that exist in the study
area of the proposed project.
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'                        [ fi*> i,  Pr,.qeyrt Tlo,,rn*mic rt -nt n -fi-l Stotr
:    :. X 0    s  t :   Fti A > :awr>v.: _  0 <  | Temple Mrnw
(          1/                     ~~~~~~~~~~~~Cave Temiple    c   Ch-rh
.~~~  ~ ~   .~~~  ,~~~~  ~ ~   e ~ Fort                    Sup
.,*    d       >            ,            i             Ptlaacc    ~     1 ~Piler or Edict
Tomb                      Mqu
I   "t   l'~               Monument          , 4 ,,h Ruins
4, \ i~ I   ~ANCIENT PERIOD
~~~~~~~  ~~~~~~~~~~~~0 ~       ~        ~       5-..-6OAD
w , ,.,.   :  ¢4                     \   3    ~~~~~~~~~~~~600 A.D. - IOOOA.D.
IA~~~~~~~~~~~~~~~~~ AramBagh,1TP0,1AT
mc~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~4
-A'
Plate 5-10: Historical Monuments in the Project Region
Table 5-24: Protected Monuments within I km of the Project Road
S.No _Package        Ch          Place              Remarks
2       IA                       Budiya Ka Tal      a notified archaeological structure located in a water body(Protected
____ ___ __  ___ ___   ___ ___ ___ ___ _  - M onum ent)
IA                                         AramBagh
5       IVC           117        Tomb of Sher       Situated at about 1 km from the project highway at Sasaram.(Protected
______ _________ ________Shah Suri           Monument)
Souce:lndMdual EIA Report, - Packees I, i, IV and V, G TRP and LASA Fleld Survy, October2000
Other significant cultural properties and properties of archaeological interest are
described below:
Kwaia Ka Phool
It is a 200 years old giant wall, of five meters high encircling a village known as Kwaja Ka
Phool. The highway pasies very close to the structure at an approximate distance of 25
m (from the centreline of the road). The wall runs parallel for about 500 m or 300 m as in
text.
Step well at Km 327.6 in Packaaie IC
The step well on the south side of the road is at a distance of 1 m from the edge
of the existing carriageway. The step well, which is more than 100 years old
and is archaeologically significant, shall be impacted by the proposed four
laning of the road. The step well, which probably belongs to the age of Sher Shah Suri is part of
the historic significance of the road.
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Khwaia Ka Phool
This an archaeological wall, about 200 years old encircling a village at Km 388.9 in Package I.
The wall runs parallel to the highway for a length of about or 500m.
Bramhadev Temole at Chainaae 18.7 in Packaae IIB
The temple is an important stopover not only for the local residents but also for truckers plying
on the highway. Although the temple structure (3.9m from the edge of the existing carriageway)
has been saved from physical impact by the proposed widening, the proposed raising of the
carriageway by about 3-6m m will severe access to the temple from the road. Although an
underpass has been proposed at the location it is not functional, as it does not incorporate
parking space for the temple. Moreover, all the 30-35 shops, which cater to the allied activities
of the temple, shall also be severely impacted due to the widening. This review suggests that
no raising of the carriageway be undertaken at this location, and organised parking spaces for
vehicles including trucks may be provided. A pedestrian underpass has been proposed at this
location.
KoshMinars
The Grand Trunk Road sets itself apart from the other roads in the country
through the varied historic elements and places lining it. The elements of
especial interest are the Kosh Minars or the milestones or mileage pillars (I kosh
=2 miles) along the road. However, due to the subsequent realignments of the
road, many of these kosh minars have lost their context with the road.
The Kosh minars are brck/stone pillars with square section at the base and
gently tapering to the top. These pillars are about 2.5m in height, now stand
isolated and neglected on the road. The project attempts to reinforce the historic
importance of the road by trying to integrate these pillars back into the road
landscape through enhancement and conservation. A Field Survey (October,
2000) has identified all the existing kosh minars along the GTRP stretches..
Just a few remnants of these Kos Minars (mileage pillars) along the corridor have survived the
ages and stand a link to this ancient highway. The erstwhile Sarais (Rest houses) along the
highway have over time developed into settlements as Mughalasarai, Jagdishsarai etc.
Tomb of SherShah Sun's 'Khansama' cook
The proposed Sasaram bypass, aligned south of the existing settlement (starting from km 110)
in Package IVC passes very close by the tomb of SherShah Suris cook, as reported by local
people. A graveyard flanks the tomb on one side.
The Tai Trapezium
Taj Mahal, the tomb of Mumtaz Mahal wife of Shahajahan the Mughal emperor, made in white
marble is one of the wonders of the world. The monument has been
ravaged over the years due air pollution from adjoining industries
and refineries, subsequent to which an area of around 10,000 sq km
around it in the shape of a trapezium was declared a protected
zone.
Part of the Package IA and IB from km 199.6 to km 255 passes
through the Taj Trapezium. The region houses for over 40 protected
monuments, three of which are listed as World Heritage Site (WHS)
Bramha Dev Temple In IIB
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namely the Taj Mahal, Agra fort and Fatepur Sikri and a fourth World Heritage site, the bird
sanctuary at Bharatpur National Park. Akbars tomb in Sikandra and Itmad-ud-Daula's tomb
have been proposed for World Heritage site designation. In addition, there are more than 40
protected monuments within the trapezium.
The major centers covered under the Trapezium are:
*  Mathura and Vrindavan towards its northwest corner;
*  Firozabad at its south east corner;
*  Keoladeo National Park, Bharatpur in the west direction; and
*  Agra as the epicentre of the area.
Firozabad, which is on the project road, lies in the southeast corner of the Taj Trapezium.
5.4.1   Other cultural Properties
Apart from the protected archaeological structures and cultural properties of regional
significance, there exist in and adjacent to the RoW, several smaller structures of social
significance. The baseline survey has categorised them as:
*  Shrines - miniatursed form of temples, memorial, tombs or objects of sacred value that
are too small to enter.
*  Sacred Structures - The influence of shrines is generally very localised and reflected in
their size, scale, treatment and environment and more often than not they are more
significant to the individual than the community. These sacred structures are temples,
shrines, mosques, churches, graveyards etc.
These structures, though are not of any significance at the regional level, do have a significant
importance to the local communities. Most of these structures have come up within and
adjacent to the existing. Table 5-25 summarises cultural properties that have been identified
along the project highway where as Annexure 5-17 lists the detailed baseline of Shrines and
Sacred structures recorded along the road.
Table 5-25: Shrines and other sacred structures within Right of Way
Package    Temples   Mosque    Gurudwara    Shrine   Church       Total
IA        36         5         0             16      0            57
IB        28         2         0             12      2            44
IC        8          0         1            0        0            9
IIB       17         0         0            9        0            26
IVA       35         0         0             0       0            35
IVC       2          0         0             1       03
VB        26         7         0             3       0            36
Total      152       14        1             41      2            210
Source: EIA #epiors, - Packapes I, ti, IV and V, G TRP supplemenfed by LASA Field Survey, October 2000
5.5 QUALITY OF LIFE VALUES
The project highway passes through 2 states (Uttar Pradesh and Bihar) and an estimated 10%
of India's urban population. Uttar Pradesh is the most populous state of India having a
geographical area of 294411 sq. kms with 68 districts, 702 towns and a total population of 139.1
million (16.44% of the country's population) according to 1991 Census.
Bihar, which is the eighth largest state in terms of geographical area, encompasses 173800 sq.
kms. The state has 42 districts, 591 blocks, 271 towns and cities and 67513 inhabited villages
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according to 1991 Census. Bihar is the second most populated state in the country with 86.37
million people, which is 10.20% of the population of the country.
The detailed socio-economic analysis of people, structures and property likely to be impacted by
the proposed project has been presented in the Report on Consolidated Resettlement Action
Plans. Table 5-26 highlights the detail of settlements traversed through by the Project Road.
Table 5-26: Number of Settlements in the Project Area
Package       Distnct    City       Town       Village
IA            2         2           2          42
lB            1         -           4          37
IC           3          -           5          53
IB           1         1           3          22
IVA          3          1           3         37
IVC           1         -           2          24
VB            1         -                      38
Total         12        4           19         253
Sour: Imnividual EiA Repofts, - Packages i, 11, IV and V, GTRP
5.5.1 Impact on People due to land acquisitIon
Estimates of Land Re&uired for the Pnokect
Land requirement estimates have been shown in Table 5-27. Total land required for widening
and upgrading the project corridor is about 666ha of which 622ha will be acquired from private
holdings and the remaining about 44ha will be transferred from govemment and forestlands.
Package I-C has the maximum land requirement (about 216ha) followed by Package IV-C
(about 140ha), while the minimum requirement is in Package 1l-B (about 22ha) and IV-A (about
52ha).
Table 5-27: Proposed Land Requirement in the Project
PPrivate land        Land Vested In  Reserved    Institutional  Total Land
Package      Agriculture Homestead) the Government Forest Land  Land      Requirement
I A     ___71-08                                    0.55                     71863
I B                 103-33                            -                      103.33
I C                 216.41              -                                    216.41
11 B                13.82              8.20                                  22.02
IVA                 45.75              6.72           -                      52.47
IV C                124.15            1160          3.85                    1139.60
V B                 47.82             12.88                 -                60.70
Total               622.36            39.40         4.40                     666.16
Source: RAP Rcponts, Package I to V, Grand rrunk Road Project
Extent of loss to arivate oroDert es
As a corollary to land acquisition, the project affects a number of families, and displaces some
of them. These families are titleholders, and are distinct from the squatters and the encroachers.
About 76 percent of the project-affected families, and about 71 per cent of the project-displaced
families are titleholders (refer Table 5.28 ). Package l1-B affects (94 families) and displaces (21
families) the lowest numbers of titleholders. Packages IV-C, I-B and I-C has the maximum
impact on the titleholder families. Displacement of the titleholder families is comparatively higher
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in Packages I-A. Although, a large share of affected families are being displaced in Packages II-
B and V-B, the numbers of families (21 and 23, respectively) is small.
Table 5-28: Titleholders and Non-Titleholders among the Project Affected Families
and the Project Displaced Families
AFFECTED FAMIUES                             DISPLACED FAMILIES
Total   Titleholder Families   Non-Tileholder    Total  Titleholder Familles   Non-Ttleholder
O    Affected                        Families     Displaced                        Families
0.:   Families  Number    %      Number    %       Farlles  Number    %       Number    %
I-A    1,215     855    (70.37)    360    (29.63)    643      307    (47.74)    336    (52.26)
I-B    1,713    1,530   (89.32)    183    (10.68)    437      397    (90.85)    40       (9.15)
I-C    1,764    1,332   (75-51)    432    (24.49)    833      690    (82.83)    143    (17.17)
I1-B   -1,347    94      (6.98)    1,253   (93.02)   1,028     21      (2.04)    10OD7   (97.96)
IV-A    1,089    792    (72.73)    297    (27.27)    842       568    (67.46)    274    (32.54)
IV-C    3,851    3,701   (96.10)    150    (3.90)    2,772    2,696   (97.26)     76     (2.74)
V-B     176      137    (77.84)     39    (22.16)    69        23    (38.98)    36    (61.02)
Total   11,156    8,441   (75.67)   2,714   (24.33)   6,614    4,702   (71.09)    1912    (28.91)
Source: RAP Reports, Package I to V, Grand Trunk Road Project
The 2,714 non-titleholder families, given in Table 7.5 are impacted by the project irrespective of
land acquisition (they are to be evicted from the public RoW).
4.3.1.1 Demographic Profile
Population Distribution
UP has a population size of 139112 thousand and the percentage of male and female
population in the state is 53.22% and 46.78% respectively. Bihar has a population of 96374
thousand with 52.33% male and 47.67% female population. District wise analysis indicates that
Varanasi is the most populous district in the project area having 4860582 people whereas
Auriya is the least populous district having 157093 persons. In Etawah District, the percentage
of male population Is significantly higher (66.20) than that of the female population (38.30). Sex
ratio is 879 females per 1000 males in UP while for the district of Etawah it is very low (578.55
females per 1000 males). Sex ratio figures for Bihar shows 910 females per 1000 males and
the same for Hazarbagh District is much higher (932.07).
Population arowth Rate and Density
The decadal (1 981-91) growth of population in UP is very high (25.48%) and that of Bihar is also
very close (23.54%).  District wise, Varanasi records the highest population growth rate
(31.33%) whereas that of Agra District is the lowest (16.65%).
Population density of UP and Bihar is 473 and 497 respectively. District wise the density of
population is very high in Kanpur Nagar (2271) and moderately high in Varanasi (955).
Rural-Urban Ratio
Rural-urban ratio is found to be very high in Kanpur Dehat District (1652.46) followed by Rohtas
(885.97). This implies that these two districts have comparatively lesser growth of urbanisation.
Kanpur Nagar is the most urbanised district with a very marginal rural-urban ratio (18.71) of
population.
4.3.1. 2 Social Profile
Social structure
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The population of the project area is constituted of Hindus and Muslims as the most
predominant religious groups. Other religious groups present in the project area are Christians,
Sikhs, Jains and Buddhists. In Bihar, tribal groups following Swama religion are found as well
(1.64% of the state population). The most dominant group is found to be the Hindus covering
more then 81% of the population.
The state of Bihar has a significant share of SC and ST population. Together, SC and ST
covers 22.0% of the population of Bihar.
Literacy
The literacy rate, for UP and Bihar are 41.6% and 38.5% respectively. Women's literacy is
relatively lower than male literacy in both the states. Male literacy is always much higher
compared to female literacy except In Kanpur Dehat (female literacy with 62.9% and male
literacy with 50.70%). The literacy rates for both UP and Bihar are lesser than that of the
country (52.21%).
4.3.1.3 Economic Profile
The project area represents a typical rural cum semi-urbanized
economy, mainly based on agricultural industries with its out-
dated modes and methods indicating lopsided development
Occupational Structure
As in India, majority of the states of UP and Bihar are occupied in
agricultural pursuits.    Other important occupations  are
agricultural labour, livestock rearing, mining and quarrying
construction  works etc.   Moreover, household  industries,
transport industries and services are other occupations, which
engage many workers.
Workforce Participation Ratio (WFPR)
The work force participation rate is same (32.20%) in both the states of UP and Bihar. District
wise, the participation rate Is found to be highest In Varanasi (53.80%) and Firozabad (50.76%),
whereas the lowest participation rate is found in Agra (23.40%).
Human Safety along the Project Road
Road safety is an important issue along the road as road is used by pedestrians, cyclists,
animals, herdsmen as well as bullock carts, scooters, cars, buses, vehicles carrying hazardous
industrial goods and trucks. These combinations create hazardous conditions for all the road
users. The review has identified poor pavement structure condition and lack of
waming/informatory signs especially in urban stretches as the cause of accidents on the road.
The number of serious accidents is highly correlated with the total number of accidents involving
heavy vehicles. It has been observed that accidents involving trucks and buses constitute 88%
of the total accidents in Package V.
Road Accidents
Availability of data varies across different packages of GTRP reveals the following
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Consoidated EIA Report
Grand Trunk Road Project
In Package IV, the only figure available is the gross number of persons killed and injured in the
district of Chandauli in UP for 1994 to 1998 and in the state of Bihar, for 1994 to 1996.
In Package IA, B & C, more disaggregated level of data is available. Number of accidents on
the NH-2 for different Police Station jurisdictions and different years (1994 to 1998) are
classified by their being fatal or not. But, the precise location or Chainage of accident site and
the kind of hit (head-on, side etc.) is still not available. In such a situation, it is difficult to
objectively calculate the reduction in accidents because of a particular kind of improvement.
[Sum of No. of Reg Accidents/Casesl
80    \X
70
60   ~ ~ 7Year
60  /                                              __ ~~~~~~~~~~~~~~~~~~~~~~-~-   1994
40                                               A .*./1995
40                                .             as                                                 1997
20~~~~~~~~~~~4
10
0
AFigureiya                                52   52    60    5D        56PoieJurlsdton
Fiue5-1: Accidents across different Police Jurisdictions in Package I
Table 5-29: No. of Reg. Accidents/Cases on NH2 (Km 199.660 To Km 400)
Police Jurisdiction                       1994 11995  1996  1997  1996
Ajitmal                                          __5 _               _______
Auraiya                                     2    2      ____         _____
Bakewar                                   57   33    42    33    31
Civilline, Etawah                         61   55     60    40    147
Etmadaula, Agra                           1     20    22      20    20
Etmadpur                                  34   54     47    36    51
Firozabad N,rth                           51           1a    24    23
Firozabad South                           10    0    13   17         14
Jaswant Nagar                             33   42    43    35        35
Makkhanpur                                Is   10    12    9         23
Matsena, Firozabad                        B    10    25       12    11
Rasulpur, Firozabad                             12    22    19       13
Shikohabad                               .17  126   129    18   125
Sikandra                                  27   15    16    15
Sirsagani                                 20  116    2        26    27
Thana lkdil                               50   kl    39       38    35
Soumae. Complied From DPR of Peceges IA, IB, IC, IIB, IVA, IVC, VS, NHAI.
5-45                                                   C J
Amclat



ConsoJideted EMA Reporf
Grand Trunk Road Project
Similar data has been collected for Package VB. It has additional information on the kind of
vehicles to which the damage was done because of accidents but does not contain temporal
variations. Table 5-30 below provides this data. The table has aggregate figures for three
years viz. 1995 to 1997.
Table 5-30: Road Accident data on Package VB
Police      Chainage   Length  Fatal   Serious   Minor  Major   Car  Truck   Bus  Two        Others
Station               (km)             Injury   Injury  Injury                      Wheeler
(Fatal+
_______ _  _Senous)
Barachatti    226.00)-   19    28      1       30      29       1    46       8     -
248.000
Chauparan    248.XX)-   22     62      38      13      100      12   71       22    1
270.000
Barhi       278.000-   18      38      60      23      98       7     101    11              7
296.0300
Barakatha    296.00-   24      13      17      23      30       4     23      5        =
320D. t1                                            
As per the above table, the 22km  section falling under the Chauparan Police Station has
maximum number of fatalities and major injuries. Dhanughati, Singrama, Danuyam and CR
Cone are the locations reported to be particularly accident-prone in this section. Another
observation, which can be drawn from the above table, is that the trucks are involved in majority
of accidents.
Safety/In GRP
All GTRP packages have traffic more than their capacity that results in congestion. Further,
absence of median leads to conflicts between opposing streams of traffic. Any overtaking,
weaving or turning manoeuvre directly results in head-on or side collisions or other kind of
accidents.  It is expected that widening, provision of paved shoulders and separation of
opposing flows by a broad median will result in substantial reduction of such kinds of accidents.
Redesigned intersections, some of which will be grade separated, will further ensure a lesser
probability of conflicting movements. Also, a substantial portion of GTRP, specially the one
falling on Package IIB is proposed to have raised carriageway. This will ensure complete
separation of long-distance and local traffic and provide additional safety.
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6. COMMUNITY CONSULTATION
6.1 INTRODUCTION
Public participation and community consultation has been taken up as an integral part of social and
environmental assessment process of the Grand Trunk Road Project. Carried out at vadous stages of
the project preparation, public participation has been viewed as a continuous two way process, involving
promotion of public understanding of the processes and mechanisms through which developmental
problems and needs are investigated and solved. Consultation was used as a tool to inform and educate
stakeholders about the proposed action both before and after the development decisions were made. It
assisted in the identification of the problems associated with the project as well as the needs of the
population likely to be impacted. This participatory process helped in reducing the public resistance to
change and enabled the participation of the local people in the decision making process.
The involvement of the various stakeholders ensured that the affected population and other
stakeholders are informed, consulted and are allowed to participate at various stages of project
preparation.
6.2 OBJECTIVES
The consultation process was carried out with the following objectives in forefront:
*  To promote public awareness about the proposed project especially amongst the potentially
impacted communities/individuals.
*  To educate the potentially impacted communities/individuals about the proposed course of
action and the project alternatives.
* To solicit the views of affected communities/individuals on environmental and social problems.
, To gather inputs from the affected communities/individuals in crucial decisions regarding
mitigation of the identified environmental and social issues.
T To stimulate community self evaluation and analysis
* To inform PAPs about the entitlement framework and RAP, and to settle their problems with
mutual consent and to assist them during relocation and resettlement.
* To ensure lessening of public resistance to change by providing them a platform in the decision
making process.
6.3 COMMUNITY CONSULTATION PROCESS
The consultation process established for the project has employed a range of formal and informal
consultation tools including, in depth interview with key informants, FGDs, meetings, workshops and
even door-to-door personal contacts. Such consultation sessions have been carried out at all stages of
the project preparation and will be continued during the implementation, which will subsequently be
monitored during the operation of the project. The consultation programme has been tiered and
conducted at several levels, such as:
*  Heads of the households, likely to be impacted;
*  Members of the households, likely to be impacted;
* Clusters of PAPs;
* Villagers;
* Village Panchayats;
* Local voluntary organisations, and CBOs/NGOs;



Consolidated EIA Report
Grand Trunk Road Project
*  Government agencies and departments;
*  Other project stakeholders, such as women, tribal and ethnic communities, road user groups,
health professional and others.
All of them were, again, consulted, as applicable, at the 3 broad levels: local, district and state levels.
The following sub-sections describe the consultation processes during the project preparation stage.
6.3.1     Local Level Consultations
Efforts had been made to contact each and every PAP during the conduction of the census and the
baseline socio-economic survey, which was conducted door-to-door.
0 Objectives and Contents
At the village level, PAPs and local government leaders had been consulted. Techniques like
participatory rural appraisal (PRA), focus group discussion (FGD), environmental resource mapping,
livelihood analysis, and other consultative and assessment techniques had been deployed. However,
most of the consultations were focus group discussions, based on an open-ended schedule. The
minutes of the meetings had been recorded/documented (these minutes are given in the annexes to the
Individual RAP Reports prepared by the primary consultants).
The main objective of the local level community consultation was to generate feedback to minimise
negative impact inflicted upon the local communities by the project, and to spread awareness regarding
the project. During the consultations, efforts were also made to:
*  Understand views of people affected with reference to the environmental impacts of the road;
*  Identify and assess all major environmental and social characteristics of the village to enable
effective planning and implementation;
* Resolve issues relating to impacts on community property; and,
To establish an understanding for Identification of overall development goals and benefits of the
project.
A 100% sample was taken up for individual household consultation (door-to-door personal interviews),
and about 10% for the focus group discussions (by conducting consultation sessions at 30 villages).
Table 9.1 present the Local Level Consultation details (including reference to the location of the villages,
the issues raised by the community at these locations, and corresponding mitigation or management
efforts). The consultations were conducted to generate feedback on both social and environmental
issues affronting the communities.
6.3.2     District-Level Consultations
In conjunction with the detailed engineering design and social & environmental assessment of the
project, district level consultations were arranged to solicit public and stakeholders' inputs. These
consultations were also intended to establish the district committees to support RAP implementation.
District level consultations were scheduled to coincide with the onset of the census of the PAPs and the
baseline socio-economic surveys. These consultation sessions were intended to be complementary to
the local and village level consultations along the project corridor.
09 Objectives and contents
The objectives of the district level consultations were,
*  To expand awareness of the project among the public, local govemment leaders and district
officials in areas traversed by the project corridor.
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ConsolidatedEIA Report
Grand Trunk Road Project
To identify social and environmental sensitivities and other concems in the affected districts,
and to incorporate these into the project design and planning;
* To review the potential impacts of the project identified in social and environmental
assessments; the measures taken to avoid, reduce or mitigate adverse impacts and to minimise
displacement, and to incorporate provisions in the project's Environmental Management Action
Plan (EMP) and Resettlement Action Plan (RAP);
* To explain the principles and the procedures proposed for land acquisition, resettlement and
relocation; and the compensation and assistance that will be provided to project affected
persons/households/groups, who may lose land or assets or suffer other losses during or in
consequence of the project;
* To increase cooperation among local govemments and district officials in planning and
implementation of the project, including follow-on village and local level consultations along the
project;
Workshops and seminars are some of the most effective tools of people's participation. These are the
ways of bringing administrative units, implementation units and people (PAPs) together on the same
platform, discuss the matter in congenial atmosphere and encourage them play their role in the decision-
making system. For organising the workshop the following activities were undertaken,
* Prepared literature in Hindi and English for the workshops;
* Fixed the date, place-venue and time in consultation with NHAI. Published the programme in
local newspapers and invited PAPs to participate. Loudspeakers were used to remind the
people;
* Written invitations were extended to all the district magistrates, and other administrative officers
(the block development officers, the community officers, etc.) of the concerned districts;
- Active NGOs of the area and general public, specially senior and experienced residents were
invited;
* The press and some of the photographers were also informed and invited;
l Literature, which was specially prepared for the workshop, was distributed among all the
participants;
* Minutes of the sessions were noted and recorded.
6.3.3     State-Level Consultative Workshops
State level consultation workshops were held as an essential part of the assessment process in
consultation with local experts and stakeholders. The state level consultative workshops were held in
August 1999. The participants included local people, social and environmental scientists from academic
and research organisations, NGOs, project preparation consultants, state pollution control board, NHAI,
and others. The purpose of workshop was to promote awareness and understanding of the proposed
project, and further to notify the stakeholders.
Preparation for the stakeholders' consultative workshop included contacting numerous social and
environmental NGOs, and other project stakeholders.
® Contents
The stakeholders' consultative workshops were participatory ones. The workshops were broadly divided
into three sessions. The opening sessions focussed on project description, the Gol and the WB
requirements of the project, the social and environmental assessment processes, rehabilitation and
resettlement processes in the project. Sessions II and IlIl were smaller group discussions on various
6-3



ConsoWdated EIA Report
Grand Trunk Road Project
aspects of the project (and its potential for positive and negative impacts on people and environment),
followed by a plenary session where findings of the group discussions were summarized and presented.
At the state level, the consultation process also included consultation with representatives of key project
stakeholders and in-depth discussions with organisations such as the Tribal Development Boards, the
Truckers' Association, the State Planning Boards and others. Numerous meetings and exchanges were
also arranged with organisations and agencies concerned with highway safety, healthcare, tribal rights
and welfare, and other social impacts including trauma treatment and health organisations working on
issues such as AIDS and STDs along the highway.
6.3.4        Public Consultation Sessions
The public consultation carried out at the Screening, Feasibility and Environment Assessment stages of
the project has been summanzed. The following table gives the number of Public Consultation Sessions
held in the entire Project Corridor.
Table 6-1: Public Consultation Sessions in the Project
Door to Door       Focus Group         Expert             Stakeholders'      District Level
Personal            Discussions        Consultation       Consultation       Public Hearing
Interview          (types of Focus     (district)         (district)
Groups)
C,
I       All Project                             4                  3                  3
11 Iaffected villages   4433
IV      covered            3____4____4 
V       __covere            2                                      1                  1
Source: Individual EIA Reports, GTRP
The process of Public Consultation started with familiarization of people with the basic concept of the
project and the proposed widening. The process of data collection was not restricted to simple question
and answer sessions but an effort was made to address the apprehensions and queries of the people
living along the project highway and therefore likely to be impacted by the project. Further, Focus group
Discussions were held at locations where a specific type of community was likely to be affected.
The extent or the likely level of adverse impacts was one of the major criteria in deciding locations for
public consultation sessions. A listing of the various Public consultation sessions conducted at different
locations along the entire Project Corridor Is presented In the following table:
Table 6-2: Public Consultation held at Different Stages of Project
Date        Level        Type           Location       District     Key Participants
Package-l
gl         Individual    Local level    Kuberpur,      Agra
Nov.98                   Consultation   Chaleshwar,
Etmadpur,
Tundla
27th        District     District level    Agra        Agra         Chief Development Officer, District
April                    stake holder                               Magistrate, RandR expert mis LBII, Agra,
1999                    workshop                                    Divisional Forest Officer, Agra, SE Jal Nigam,
Executive Engineer, UPSEB, Agra, Deputy
Engineer (phones) Agra, Executive Engineer,
PWD, Agra, ADM (E) Agra, and
representatives of Local People
l Thr D       Individual    Local level   Mahaveer       Firozabad
98                       Consultation   Nagar,
Daud nagar,
Dhatari,
Sarai
Murlidhar,
Ukhrend
1 2th       District     District level    Firozabad   Firozabad    PD, CDM, DE (T) Residents of Tundia,
April                    stake holder                               Firozabad, sirsagani,
Lea ABsociats
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Consolidated EMA Report
Grand Trunk Road Project
Date        Level        Type            Location        District     Key Participants
1999                     workshop
14Nov96    Individual    Local level     Gotepur,        Mainpuri
Consuttation   Bakewar                    _
4th         District      District level    Etawah       Etawah       DM, CDO, PD, an MLC, Chief of Transport
March                    stake holder                                 Association, DFO, Representative of State
1999                     workshop                                     Electricity Board, an MLA from Auriya, and
_____ ____ _  ___ _ _ _  PAPs.
District     District level    Auriaya      Auriaya      DM, SDM, PD (PIU), PAPs, Journalists, and
stake holder                                Government officials, PAPs.
workshop
15'         Individual   Local level     Ajitmal,        Etawah
Nov.98                   Consultation    Karwakhera
20th        District      District level  Kanpur         Kanpur       District Collector, PD (PIU) Government
March                    stake holder    Dehat           Dehat        officials and PAPs.
1999                     workshop
15,11.98    Individual   Local level     Mabholi,        Kanpur
Consultation   Budhauli        Dehat
Package-l1I
July/Aug    Individual    Door to        Entire          Kanpur       People living along the Project Highway
1998                 .   Door            Project         District
Personal       Stretch,
Contacts       Ramia
Padao,
Jainnpur
July and    Individual    Door to        Entire          Fatehpur     People living along the Project Highway
August                    Door           Project
1998                     Personal        Stretch and
Contact
12 Feb      Village      Focus group     Bhima,          Kanpur       Women, agriculturists, weaker section,
98 to                     discussions    Ramia                        truckers
Feb. 99
20,22       Village       Focus group    Bilinda,        kanpur       Women, agriculturists, weaker section,
and 23                   discussions     Malwan an                    truckers
Feb. 99                  (FGDs)          Thariyaon
26 July     District      District       Shabhagar,      Fatehpur     Stakeholders, Gram Pradhans, rep of Govt.
1999                     Level Public    DM Office                    Deptt, Public reps, Opinion leaders and DM
Hearing        Fatehpur
20.3.99     District      District level  Circuit        Kanpur       Stakeholders, Gram Pradhans, rep of Govt.
stakeholder    house,                       Deptt, Public reps, Opinion leaders and DM
consultation   Kanpur
workshop
16 Apr-     District     District level  Shabhagar,      Fatehpur     Stakeholders, Gram Pradhans, rep of Govt.
99                        stakeholder    DM Office                    Deptt, Public reps, Opinion leaders and DM
consultation   Fatehpur
workshop
July        State and     Consultation   Kanpur,         Kanpur       Director MoEF Model Officer, DFO and
1992 to     Centre       with Experts    Lucknow                      Rangers UP Forest, RO, Member sEcy, CEU
May         Govt.                        and New                      PPCB, VC, KDA, CE, KDA, DM and CDO
1999                                     Delhi                        Kanpur Dehat
JULY        State and     Consultation   Kanpur,         Kanpur       Directors MoEF, Model Officer, DFO and
1998 TO     Centre       with experts    Fatehpur,                    Rangers Forest Deptt UP, Member Secy, CE,
May         Govt.                        Lucknow                      RO, UPPCB, Coommissioner Kanpur, CE,
1999                                     and New                      VC, KDA DM and CDO Fatehpur District
Delhi
Package-IV
0.5.10.9    Individual    Door to        Km              Varanasi
8                         Door           318.12_VR
Personal       M
Contacts
1 4.5.98    Individual   Door to         Km 32.41        Chandauli
Door
Personal
Contacts
18.598      Individual   Door to         Km 58, 69,      Kaimur
Door           93
Personal
Contacts
21.5.98     Individual    Door to        Km 1 18,        Rothas
Door           134
Personal
Contacts
24.5 98     Individual    Door to        Km 159,         Aurangab
Lea AssocI.ts
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Consolidated EIA Report
Grand Trunk Road Project
Date        Level        Type       __  Location         District    _Key Participants _    _
Door           175             ad
Personal
Contacts
22.9.98     Village       FGD            Km 318          Varanasi
23.9.98     Village       FGD            Km 28, 31,      Chandauli
40, 45
24.9.98     Village       FGD            Km 59, 70,      Kaimur
92
25.9.98     Village       FGD            Km 106,         Rothas
_ __                     ______   120, 133              _
26.9.98     Village       FGD            Kmn 148,        Aurangab
153,159,       ad
175
C9.9.99     Distrct       District level  Raja Talab     Varanasi     Addi. D.M., Varanasi; P.D., NHAI,
stakeholder                                 Aillahabad; Manager,NHAI, Varanasi;
consultation                                Manager NHAI, Allahabad; Lokpal, Other
workshop                                    officers and public
06.3.99     District      District level  Chandauli      Chandauli    P.D., NHAI, Varanasi, DFO, Manager, NHAI;
stakeholder                                 E.E. PWD; E.E. Jalnigum; SDO, Sakaldiha;
consultation                                SDO, Chandauli; P.D, D.R.D.A.; B.D.O,
w,rkshop                                    Thanapur; BDO, Niamatabad; BDO, Barhani;
BDO, Sadar; Tahasildar, Other officer and
public
06.04.99    District      District level  Mohania        Kaimur       P.D., NHAI, Varanasi; Manager, NHAI,
stakeholder                                 Varanasi; S.D.O. Mohania C.l., Durgawati;
consultation                                C.l., Durgawati; D.C.L.R., Mohania; C.O.,
workshop                                    Mohannia; E.E., N.H. Marg, Mohania; A.E.,
N.H. Marg, Mohania; P.D., NHAI, Varanasi;
S.E. (Electrical), Sasaram; Manager, NHAI,
Varanasi; Addl. DM.,, Sasaram; M.L.A.,
Sasaram; D.P.O., Ssaram; Chairman
Municipality; Addl. D.M. (Retd.) Sasaram;
Advocate/Reporters; Social workers; ADM,
Sasaram; D.D.O., Sasaram; Reporter; Other
Officers and Public
19.8.99     State and    District level  Mohania         kaimur       Chairman PCB, Bihar; Suara village; D.F.O.
Centre       Public                                       Sasaram; C.O. Mohania; SDO Mohania;
Govt.        Hearng                                       Senior Citizens; ADM Sasaram; D.F.O.
Sasaram; Deputy Advisor; PCB Patna;
Journalist Sasaram; MLA Representative,
Durgawati; MLA Represenntative, ; Mohania;
VDO Representative, Mohania; A.E. NH,
Durgawati, CO Mohania; Zonal Officer PCB,
Patna; Manager NHAI, Varanasi ; Scientist
SPCB; Biihar; PD NHAI, Varanasi ; Manager,
NHAI, Varanasi; Ex- Chairman, Nagar
palica; Sasaram
Package-V
June        Individual    Door to        Dobhi           GayalHazari    Forest Department
1998                     Door                            bag/Giridih/
Personal                       Dhanbad
Contacts
June        Individual    Door to        Madanpur        Gaya/Hazari    Local residents
1998                     Door -                          bag/Giridih/
Personal                       Dhanbad
Contacts
June        Individual    Door to        Sherghati       GayalHazari    Truck drivers
1998                     Door                            bag/Giridih/
Personal                       Dhanbad
Contacts
June        Individual    Door to        Bhalua          GayalHazari     Dhaba owners
1998                     Door                            bag/Giridih/
Personal                       Dhanbad
Contacts
J une       Individual    Door to        Bagodar         GayalHazari    Shop owners
1998                     Door                            bag/Giridih/
Personal                       Dhanbad
Contacts
June        Individual    Door to        Isri Bazar      Gaya/Hazari    Residents
1998                     Door                            baglGiridih/
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Consolidated EIA Report
Grand Trunk Road Project
Date       Level       Type           Location       Distrct     Key Participants
Personal                    Dhanbad
Contacts
June       Individual    Door to      Raigauni       Gaya/Hazari    NGOs
1998                    Door                        bag/Gindih/
Personal                    Dhanbad
Contacts
Sept. 98   Village      Focus group    Chauparan     Gaya and      Nari Jagaran kendra
discussions                  Hazaribag
Sept. 96   Village      Focus group    Barachatti    Gaya and      Jana Jagaran kendra
discussions                  Hazaribag
Sept. 98   Village      Focus group    Bhalua        Gaya and      Forest wildlife division
_discussions                _ Hazaribag      DFOs of Gaya/Hazaribag
Sotre: Indivdual EL4 repoltn
0 District Level Public Hearing Sessions
District Level Public Hearing is a mandatory process of consultation and public participation
environmental clearance procedures of Government of India, which is to be conducted by the State
Pollution Control Board, for development projects of such magnitude.
Public hearings were conducted in various districts in the project corridor under the chairmanship of the
respective District Magistrates. The details of the public hearings have been listed In the following table:
Table 6-3: District Level Public Hearing Sessions
Package         District    .      Location          Date
I______________ Firozabad          Firozabad         14 July, 1999
Fatehpur           Fatehpur         26 July, 1999
If              Kanpur Dehat       Kanpur            30 July 1999
_______________ =  Kanpur Nagar       Kanpur           19 August 1999
IV              Aurangabad         Mohania         j19 August 199
V                Hazaribag       -Barhi              21, August, 11999
Source: Individual EIA Reports, GTRP
6.4 COMMUNITY CONCERNS
During the entire planning process, the issues raised in the community consultation have been one of
the most important criteria to arrive at design solutions that are appropriate and conducive to the needs
felt by the local people. The local residents have responded to a number of environmental issues and
concerns. Some of the concems were applicable to the entire project area, whereas at certain locations
there were specific issues raised. The issues pertaining to the environmental aspects only are being
discussed in the subsequent section, although there were other significant social issues particularly
regarding the impact on private properties, land acquisition and involuntary resettlement. The social
issues raised and the mitigation measures suggested are detailed in the Consolidated RAP Report.
6.4.1       Key Environmental Issues Raised by Participants
The environmental issues/concems made by local residents, focus groups and govemment officials
have been summarized under the following heads:
* Air and Noise Pollution
* Traffic Congestion
* Road Safety
* Cultural Properties
* Fauna and Flora
* Roadside Drainage
* Water bodies
Le7
6-7 



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Consdfidated ERA Report
Grand Trunk Road Project
Roadside Amenities
1)    Air and Noise Pollution
In places like Kanpur, Rania Padao, Rama Devi, Chandagra in Package IIB, Sasaram in Package IVA,
and Barhi, Sherghati, Champaran, Bagodar, Isri Bazar etc. in Package VB, much concern was raised
about the poor air quality and dust due to the traffic.
Heavy noise pollution was raised as a major problem in places like Jaipur, Rania, Rama Devi,
Chandagra and Aung in Package IIB, and Singhirawan Barhi, Isri and Gorhan Bridge in Package VB.
In Maheba (Package 1), the local residents complained about the vibration felt in the buildings due to
the heavy vehicular traffic.
Apart from these specific locations, there was a general concem about the vehicular pollution at
congested locations all along the corridor. It was also felt by the public that the widening of the highway
or provision of bypasses and service roads would reduce the pollution levels on the National Highway.
2)     Traffic Congestion
At a number of places due to growth of settlements along the National Highway, traffic bottlenecks have
been created, which result in low speed, delays and traffic jams. The width of the road at such locations
is highly inadequate and this makes the area prone to accidents.
The local people from Ekdil (IB), Chandagra, Bhognipur, Rania, Rama Devi, Fatehpur, Bilinda
Mureedpur, Usraina and Kanpur in Package IIB, Raja Ka Talab in Package IVA, and Singhrawan, Barhi
and Isri (package VB) concems about the traffic congestion. In most of these locations, it was felt that
widening to four lanes of the corridor will decongest the highway and will facilitate smooth traffic flow
especially within the settlements stretches. At critical locations, where widening was not feasible, like at
Ekdil, a bypass has been proposed. At other locations, underpasses have been provided to reduce
accidents.
3)     Road Safety Issues
There are a number of schools, colleges, and hospitals along the corridor, which are sensitive to safety
hazards due to the highway traffic. In all the sensitive receptors and at various settlements, road safety
issues were the major concem expressed during consultation. At places like Etawah, Kuberpur,
Chaleswar, Etmadpur, Mainpuri, Firozabad, Bakewar in Package 1, Kanpur, Thariyon, Bilinda thooman
in Package 11, Raja Talab, Mohania, Sasaram in Package IV, Singhrawan, Champaran, Barachathi,
Sherghati, Dhobi, sri, Gorhar, Barhi, and Madanpur in Package V, road safety concerns were raised by
the local people.
Local residents, truck drivers, teachers from various schools and colleges expressed worry about the
increasing accidents around the area, which involved school children as well. Speed breakers, subways,
widening and bypasses were suggested as general solutions to these problems. In the design, service
lanes and underpasses have been provided to avoid accidents; bypasses are provided at Raja Ka Taal
and Sirsa Ganj. Other traffic safety measures, signboards etc have been proposed at sensitive land use
locations, also at other places widening will have a positive impact on the road safety issue.
4)     Cultural Properties
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Consolidated EIA Report
Grand Trunk Road Project
The local community expressed their concern for minimum disturbance and proper relocation of the
cultural properties along the Project Corridor. The religious structures impacted by the widening process
will be relocated as per the local peoples' consent. At places like Auriaya and Kanpur Dehat in Package
1, Kanpur in Package 11, Chandauli, Sasaram and Mohania in Package IV, specific issues were reaised
regarding religious structures. Design options like shifting the alignment have been considered for
avoidance of such structures, for e.g., at Khwaja Ka Phool, the historic wall and the water body has
been protected. Religious structures along the highway to be enhanced by providing design inputs and
proper landscaping.
5)     Fauna and Flora
Local people as well as the government officials were concemed about the trees to be cut along the
National Highway. Issues were raised on the Roadside Plantation as well as impact on the fauna and
flora in the stretches of Wild Life Sanctuary and Reserved Forest Areas. In Agra and Kanpur Dehat in
Package i, demand was raised for better quality trees and mixed tree plantation that improve soil and
ground water conditions in the area. In Package 11, at Bilinda and Rooma, Agriculturists and officials
suggested for planting fruit bearing trees and to remove Eucalyptus plantation. In Gautam Buddha
Wildlife Sanctuary, suggestion was made to improve tree density by planting traditional species. All
these suggestions have been incorporate in the plantation scheme.
6)     Roadside Drainage
During consultation, water logging was raised as a major concern along the National Highway. This
problem is more prominent in settlement areas. In places like Agra, Etawah, Maheba, Auriya in Package
I, Chandauli, Mohania, Sasaram in Package IV and Isri, Champar, Bagodar etc. in Package V, this
problem was raised. Disposal of water in habited areas, water logging on the surface etc is considered
in the design, at various locations, where a drainage schemes is provided and necessary changes are
incorporated.
7)     Water Bodies
Concern was shown towards the quality of water in the ponds and streams along the National Highway.
In Mohania (Package IV) and Madanpur and Bagodar (Package V) the protection of community ponds
was requested. The local people welcomed the idea of taking soil from the ponds, as it will increase the
depth of the water body and hence increasing its capacity. The same has been proposed for various
ponds all along the project corridor. Enhancement is to be done at important water resources with
suitable landscaping.
8)     Roadside Amenities
Local people as well as the truck drivers raised a need for various roadside amenities, which are either
lacking in some areas or not evenly distributed. At Agra, Etawah and Auriya in Package 1, Parking facility
was stressed upon. In Chandagra, Bhognipur (Package 11) Raja Talab and Mohania (Package V) the
stress was more on utility areas, Sulabh toilets, shopping areas and rest areas. Locations have been
identified for all these roadside amenities and rest areas and picnic spots are proposed.
Apart from the above-mentioned parameters, other social issues were also raised during the Public
Consultation sessions, which mainly related to the resettlement and rehabilitation amenities in the PAPs.
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Consolidated EIA Report
Grand Trunk Road Project
6.5 ADDRESSAL OF ISSUES
6.5.1        General Mitigation Measures for Environmental Issues
The general mitigation measures to be adopted for different environmental issues in the entire process
of the planning and implementation of the project are given as follows:
Table 6-4: General Mitigation Measures Suggested
Environmental Issue      General MRtigation measures suggested
Dust and Air Pollution    Plantation of trees and shrubs along the highway and on median.
Paving of Shoulders
Turflng on earthen slopes and earthen shoulders
Water spraying to be adopted near the crushers during construction stage.
Increased noise levels    Provislon of Noise attenuating wall near sensitive receptors
No-horns signage near schools, colleges and hospitals
Tree plantatlon and development of green belts along the project corridor abutting
settlements to attenuate traffic noise
Traffic Congestion        Improvement of intersections
Provision of Flyovers, bypasses. underpasses and service lanes etc at suiable locations
Road widening Rtself vwill be a major factor to avoid trafMc jams
Road safety               Provision of Service lane to separate local traffic from through traffic
Vehicular and pedestrian traffic segregation by provision of footpaths
Proper highway signals provided
Widening of bridges to avoid accidents
Proposal is made for traffic control measures including speed limits to be enforced strictly
Grade level pedestrian crossing
Proper lighting at accident prone locations
Cultural properties       Care has been taken to preserve sites of cultural heritage as far as possible.
Where unavoidable, the religious structures within RoW to be relocated only after
consultation vwith local community.
Fauna and flora           Tree clearing within RoW has been avoided beyond what is directly required for
construction activRties and or to reduce accidents
Giant neighbourhood trees recognized locally as important have been preserved as far
as possible.
Identification of fruit bearing trees and shady trees, to be planted on the roadside.
Roadside Drainage         Raising of road sections and cross drainage structures in areas facing overtopping
problems. The length of some of the bridges has been increased to Include flood flows of
high intensity.
Provision of proper drainage scheme for the settlements
Water bodies              Community ponds has been avoided as far as possible
In unavoidable cases provision for increasing depth of water bodies to increase its
capacity is made.
Road side amenities       Provision of faciliies like Rest Areas, Truck stoppage site (lay bye) and bus stops along
the highway
6.5.2        Specific Environmental Issues Addressed
The specific issues raised at various locations and the measures taken on each, are given in the
following table:
Table 6-5: Specific Environmental Issues Raised at Various Locations and
Measures Taken
Environmental     Packag      Location     Individual/    Suggestions Made                  Measures Taken
Issues Raised     e and                    Organizati
Chaina                   on/Group
ge
Vehicular Pollution: Air/Noise/ Vibrations
Vibration due     IB          Maheba       Local                                            Development of green belts,
to Heavy          348-                     residents                                        Road side plantation, trees
Traffic           354                                                                       and shrubs to be natural sinks
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Grand Trunk Road Project
Environmental    Packag     Location     Individual/    Suggestions Made                 Measures Taken
Issues Raised    e and                    Organizati
Chaina                  on/Group
ge
Dust and         IIB        Kanpur        Local        Intersection improvement to      and shrubs to be natural sinks
emissions        491.5                    People       reduce air pollution.             for air pollutants
Pavement of shoulders and
turfing of land beyond
shoulders.
Spraying of water at crushing
units.
Concern on       IIE         Rania        Local                                          Development of green belts,
poor air quality             Padao,       People                                         Road side plantation, trees
Rama                                                        and shrubs to be natural sinks
Devi and                                                    for air pollutants
Chaudag
ra
High Traffic     IIB        Jainpur,      Local        Widening of the highway or        Widening proposed
Noise                        Rania,       People       provision of a bypass or a flyover  Tree plantation to help in
Rama                      could reduce the noise level.    reducing noise spread.
Devi,                                                       No hom signs for sensitive
Chaudag                                                     zones
ra and
Aung
Heavy air        iVA         Sasaram      Local         A bypass should be constructed   Bypass proposed
pollution         116-       Rohatas      people                                         Development of green belts,
120        District                                                    Road side plantation, trees
and shrubs to be natural sinks
for air pollutants
Heavy air        VB          Barhi        Local                                          5.05 km by-pass has been
pollution        281         Sherghati    residents                                      provided to ease out the traffic
/Chaupar                                                   load, and this will improve the
an/Bagod                                                    air quality standards in the
ar/isri                                                     stretch.
Noise and air    VB          Singhraw     Truck                                          Diversion and traffic
pollution        281         an, Barhi,    driversAoc                                    segregation through service
Isri        al                                             roads.
residents
High Noise       VB         Singhraw     Local                                          Tree plantation to help in
level            275.35-    an            people                                        reducing noise spread.
277.15                                                                 No horn signs for sensitive
zones
1.8 km service road provided
on both sides with raised
carriageway, this will reduce
traffic congestion hence
reducing the traffic noise to a
substantial level.
Traffic Conges ion and Safety Issues
Pedestrian       IA          Chalesw      Officer-in-    Subway requested tor vehicles   This is within six laning portion
safety           207-        ar           charge       and pedestrians to pass.          Service Road provided
208                     Central      At Chalewsar widening should      At Chaleswar widening is
Soil and     be towards right.                 proposed towards right side .
Water
Conservat
ion,
Research
and
Training
Institute
Congestion       IA          Tundla       Local                                          A 6 lane flyover proposed.
due to                                    People                                         PrDposal for strict
encroachment                                                                             enforcement of parking and
at Tundla                                                                               traffic rules.
crossing
Accidents        IA          Kuberpur    Teacher        Subway requested                 Subway provided.
involving        208-                     Vimladevi
school children  210                     Inter
College
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Consoldated EIA Report
Grand Trunk Road Project
Environmental    Packag      Location    individual/    Suggestions Made                 Measures Taken
Issues Raised    e and                    Organizati
Chaina                  on/Group
ge
Frequency of     IA          Etmadpur    Principal,    Suggested school sign, speed     Widening will be with
accidents is     216                      Vimia        breaker and subway near the       minimum displacement.
very high                                 Devi Inter   school.                           Provision of service roads with
Low shoulder                              College,     Widening at Etmadpur curve.      street lights.
along the road.                           Garhi                                          Provision of sign boards and
Ram                                           speed breaker
Bhgupur
Etmadpur
Accident prone    IA         Firozaba     Kanjara      Suggested two-way traffic with    At Tundla road widening will
area             234-        d            (J.B. Inter    sign of school on highway.      be with minimum
242                     College)     Widening at Tundla.               inconvenience to the people.
Firozabad
Frequency of     IA          Firozaba     Principal,   Suggested subway I priority sign  Signboard for school
accident is      234-        d            Daudnaga     of school I flyover I hunk        Semi elevated highway
high             242                      r Girls
Inter
college,
Firozabad
Frequency of     IA          Firozaba     Office       Speed Breaker / Sign of School    Signboard for school
accident high    234.        d            superinten                                     Semi elevated highway
Shoulder along   242                      dent,
the road is                               Bharteeya
very low.                                 Inter
College,
Ohatari,
Firozabad
Monthiy 9-10     IA          Firozaba     Teacher      Relocation of school and speed    Signboard for school
accidents in     234-        d            Sarai         breaker / sign of school         Semi elevated highway
this stretch.    242                      Muralidhar
Accident Prone    IA         Firozaba     Teacher       Speed breaker I sign of school   Signboard for school
area             234-        d            Ukhrend,                                       Semi elevated highway
242
Accident Prone    IA         Firozaba     Local        Widening at Raja Ka Tal.          At Raja Ka Tal a bypass is
area             234-        d            people                                         proposed.
242                                  Widening at Firozabad.            Semi elevated highway at
Firozabad
Widening at Sirsa Ganj
At Sirsa Ganj - Bypass
provided.
Accident Prone    IA         Mainpuri     Teacher      Speed breaker I sign of school    Signboard for school
area             234-                     Ganga        and repainting of shoulders
242                     Devi
Bhagel
Inter
College
Increasing rate    IB        Etawah       Local                                          Concentric widening
of accidents at  306-                     People
Jaswantnagar     325
town.
Accident-prone    I B        Elawah       Dept. of     Subway I speed breaker.           Realignment at Ajitmal
area. Monthly    306-                     Erg.
5-6 accidents.   325                      Botany
Janta
Maha
Vidyalaya,
Ajitmal,
Etawah
Congestion at    IB          Ekdil        DMs          Expansion should be done on       Ekdil bypass provided to
the school gate    326-                   stakehold     both side in congested areas.    decongest the Ekdil area.
330                     ers, Gram     In Bara-Sikandra stretch
Pradhans,    expansion be done on both
public       sides.
represent
atives, etc
Accident-prone    IB         Bakewar      Degree        Subway I Speed breaker           A 4.3 km long realignment
area due to      33B-                     College                                        proposed
congestion       343                      Bakewar
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Consolidated EIA Repot
Grand Trunk Road Project
Environmental    Packag      Location    Individual/    Suggestions Made                 Measures Taken
Issues Raised    e and                    Organizati
Chaina                  on/Group
ge.
No provisions    IC          Mehmoo       Local
for service                  dpur and     people
roads                        Peetamp
ur (Dist.
Kanpur
Dehat)
Inadequate       JIB         Chaudag      Truck                                          Service roads provided in
width of                    ra,           drivers                                        congested areas
highway                      Bhognipu
r
Congestion       IIB         Rania,       Local         Up and down vehicular traffic to  Service roads provided in
and traffic jams    15-17    Rama         People        be segregated                    congested areas, Provision of
Devi,                                                       grade separator at Rama
Fatehpur                                                    Devi. Ralsed carriageway at
and                                                         Rania
Bilinda
Accident prone    IIB  .     Mureedp      Local        Widening of the highway           There would be positive
area                         ur and       People                                        impact of expansion like-
Usraina.                                                    reduction in the number of
accidents, smooth mobility
etc. Raising of carriageway at
Usraina.
Accident prone    lil        Kanpur       Local         Segregation of local and through  There would be posiive
area             491                      People       traffic                          impact of expansion like-
Provision of flyover at Rama     reduction in the number of
Devi Crossing and SAIL / Panki   accidents, smooth mobility
Crossing.                        etc.
Provision of Underpasses on      Bypass provided at Rooma.
Kanpur Bypass.                   Raised level of carriageway
and traffic segregation,
provision of underpass.
Many             II          Thariyon     Women                                          Provision of Zebra crossings
accidents                    and                                                         with mandatory signboards
involving                    Bhaunti                                                     and guard rails.
children
Accident prone    _I                      District                                       Provision of RCW at
Area                                     level                                           Chaudagra and Rania
workshop
s
Accident prone    11         Bilinda      Truck         No speed breakers should be      Highway expansion, will lead
Area                         and          Drivers      allowed on the NH.                to free flowing traffic with
Rooma,                    Dividers must be provided to     fewer traMc jams and
where                     segregate traffic in the opposing  accidents. Provision for
proposal                  directions                        standard speed breakers
for                       Proper lighting should be done,   designs.
bypass                    particularly at the more accident
was                       prone locations like bridges and  Provision of highway signals.
under                     congested areas
active                    Vehicular and pedestrian traffic
considere                 should also be separated.
tion                      Proper highway signals, and
wider bridges to be provided.
Facilities like cranes for picking
up accidental vehicles,
Insurance office for quick post
accident action, photographer
and Police Control Room etc.
should be available at regular
intervals of 100 kms or less.
Accident prone    IVA        Raja         Local         Suggestion of Underpass at       In congested areas underpass
Area                         Talab        People        Urban Areas                      has been provided
Varanash                  To provide safety measures at
i District                Lanka-Chitaipur crossing (before
toll plaza) on VRM Bypass (Kmn
12 VRM)
L." Associts
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Consolidated EIA Report
Grand Trunk Road Project
Environmental    Packag      Location    Individual/    Suggestions Made                 Measures Taken
Issues Raised    e and                    Organizati
Chaina                  on/Group
_ae
Accident prone    IV         Mohania                   Provision of proper crossing at   Provided
Area                         Kamiur       Local        high embankments at urban
District     people       areas.
Proposed to construct the new
bridge on Durgawati River
towards the south side of the
existing bridge. (Durgawati)
Frequent         IVA         Sasaram      (Ex.         Bypass is the only solution in    Bypass is provided at
accidents         116-       Rohatas      Chairman     order to prevent accidents at     Sasaram.
120        District     Nagar        Sasaram market
Palika),
Frequent         IV          Aurangab     Local        Suggested for the services road   Proposed
accidents                    ad           people       at Urbanised areas on
Aurangab                  Aurangabad bypass (Existing)      Proposed
ad                        Suggested for the flyover/under
District                  pass at Dattan ganj chowk on      Proposed
Aurangabad bypass (existing)
due to heavy traffic. (km 162)
Requested for flyover at Barun
railway crossing. (km 143)
Frequent         IV          Raja         Local        To provide safe passage at the    Flyover provided in the start of
accidents                    talab        Public       start of VRM bypass (Raja         VRM Bypass
(Varanasi                 talab).
district)
Frequent         IV          Raja         Local        To provide safety measures at     Provided
accidents                    talab        Public        Lanka-Chitaipur crossing (before
(Varanasi                 toll plaza ) on VRM bypass
district)l
Frequent         V           Singhraw     Truck        Road Pavement condition:          Incorporated traffic safety
accidents                    an/Chaup    drivers/lAoc   potholes, dust from it           measures in design.
aranlBar     al
a chatti     residents
and local
people.
Frequent         VB          Sherghati    Local                                          7C0m long service road, on
accidents         210                     People                                         both sides has been provided
with an underpass of 1 3m
width and 130m long.
Accident prone   VB          Barhi        Truck        Safety measures                   5.05 km bypass has been
area             281                      drivers,                                       provided to ease traffic
Local                                          congestion and reduce risk of
residents,                                     accidents.
Police
Traffic          VB          Singhraw     Truck         Diversion and traffic segregation  Provision of 5.35 km bypass
Bottleneck low   252-        an, Barhi    driversAoc   was proposed                      road at Isri
speed and        357        (km 283),    al
delay                        Isri,       residents
Safety issue     V B         Choupar                                                     Service road provided for the
an                                                          safety of the residents
Barkatha                                                    Width of the median reduced
________________                                                    ~~~~~~~~~~~~~~~~~to  1 .5m   from   3.5m
Cultural properties
Temples and      lB          Bhanuti      Local         People are ready to relocate the  People have been convinced
shrines are                               People       shrines in most places           that beHter religious structures
getting                                                                                  would be provided at proper
affected.                                                                                sites.
Religious                    Saidraja     Local        Suggestion to save Mosque,        Bypass has been provided,
structures                                People       shrine, madarsa and numerous      that will save religious
getting                                                other structures                  structures and other buildings
affected                                                                                 as well.
Disturbance to    IC         Auriya       Local        Saving of religious places etc.   Minimum disturbance to
religious        379-                     People                                         religious places.
places           331
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Consolidated EMA Report
Grand Trunk Road Project
Environmental    Packag      Location    Individual/    Suggestions Made                 Measures Taken
Issues Raised    e and                    Organizati
Chaina                  onlGroup
ge
Disturbance to    IC         Kanpur       Local        Protection of Kwaja Ka Phool      To protect the wall widening
religious                    Dehat        People       historic place,                   option kept towards left side
places                                                                                   for whole length of the wall
and near the water body
vwidening option again to the
right side to protect the lake.
Disturbance to    IIB        Kanpur       District                                       Concentric videning.
religious        491.5                   level                                           Minimum structures are to be
places                                    workshop                                       demolished by varying median
s                                              size.
Left I Right alignment, other
than improvement of
geometries, to save
structures, trees and hand
pumps etc.
Disturbance to    IVA        Chandaul    Local         Suggested for Bypass, to save     Avoidance of religious
religious        31-32       i            People       large scale dismantling, big      structures by shifting the
places                                                 mosque, shrine, temple            alignment. Relocation to be
(Saidraja)                       done only after community
Requested for reestablishment    consultation.
of religious structures coming
into the corridor of impact
Disturbance to    IVA        Sasaram      (Ex.         Unanimous suggestion for a
religious         116-                    Chairman     bypass was the solution for all   Sasaram Bypass provided
places            120                     Nagar        problems Including high rate
Existing Mazar               Karaudia     Palika),     accidents.
on the centre                Village                    Suggestion was made to widen
of the road,                                           the road equally on both sides
Kali temple,                                           so that the impact is minimal
One big and
two small
temples to be
saved
Temples are      IVA         Coal         Local         Requested to save the Brahma     Temples would be saved
getting                      market,      people       temple and the associated         Service road has been
affected                     Dehri on-                  Dharmashala at any cost          provided on both sides
Sone                      This place being a Coal market,   No parking place has been
request was made to provide      provided
four trucks parking areas (two for
loading and two for unloading)
Disturbance to    IVA        Chandaul    Local         Requirement for bypass, to save   Bypass proposed
religious        31-32       i            Public       large scale dismantling, Big      Existing religious structures
places                       (Chanda                   Mosque, Shrine, Temple            coming in COI will be re-
uli                       (Saidraja)                        established
districti)                 Reestablishment of religious
structures coming into the
corridor of impact.
Disturbance to    iVC        Mohania      Local        Reestablishment of religious      Avoidance of religious
religious                   (Kaimur       Public       structures coming into the        structures by shifting the
places                       district)                 corridor of impact. To think over  alignment. Relocation to be
the Hanuman temple situated at   done only after community
.______________  _________  _______ the chandani chowk (Mohania).  consuitation.
Fauna and Flora
Impact on        IA          Agra         Local        Plantation along the project road  In all areas other than built-up
Road side        200                      People       in Agra District.                 areas one side widening
Plantation                                                                               strategy has been adopted
Incorporated design changes
to save quantitatively better
l________________                                             trees.
Impact on Wild    IA         Agra         SOFO         Agra RF animal under Passes       Proposed
life             200                      Agra          requested
Forest
Division
Impact on        IC          Kanpur       Local        Mixed tree plantation instead of  Stnp plantation with pollution
Roadside                     Dehat        People       ground water depleting            reduction properties
Plantation                                             Eucalyptus trees.                 recommended along with fruit
bearing trees.
6-1 5                                             Gz    D



Consoldated EIA Reporf
Grand Trunk Road Project
Environmental    Packag      Location    Individual/    Suggestions Made                 Measures Taken
Issues Raised    e and                    Organizati
Chaina                  onlGroup
Types and       lIB          Bilinda     Agriculturi                                     No significant impact on the
number of                    and          st                                             crops
crops likely to              Rooman
be affected
Impact on        IIB                      District     Plant fruit bearing trees on      Plantation scheme would
Roadside                                 level         roadside and remove eucalyptus    contain key stone species to
Plantation                                workshop     in Bara-Sikandra stretch.        improve the density of
s                                              vegetation. Provision of fruit
bearing trees on outer rows.
Impact on        IVC         Mohania      Ex.          Suggested for parks and tree      Plantation scheme would
Roadside                                  Chairman     plantation etc along the road in  contain key stone species to
Plantation                                Nagar        order to improve the              improve the density of
Palika,      Environment                       vegetation. Landscaping
DFO,                                           scheme along the highway ant
CO.                                           the median for better
environment.
IVC.       Mohania      (Ex          Need for parks and tree           Landscaping done throughout
(Bihar       Chairman     plantation etc along the road in  the corridor. Provision for
state)       Nagar        order to improve the              plantation of trees in the
palica)      Environment                       burrow area and quarries after
D.F.O.                                         construction activity is over by
Sasaram                                       the forest departmrnt.
(C.O.
Mohania)
Impact on        VB          Gautam       DFO          Tree should be re-planted using   Landscaping and plantation
Forest and       242-        Buddha       (Wildlife),    local and traditional species.  along the highway of local and
Wildlife         268         Wildlife     Gaya                                           traditional species.
Sanctuar     Divison
Y
Drainage
Roadside         IA          Agra         Local         Need for proper drainage         Design incorporated
water logging     20)                     People                                         necessary changes.
in Urban areas.
Drainage          IR         Etawah       Local        Need for proper drainage          The wetlands in this side will
problem at        306-                    People                                         be developed and a rest area
Etawah bypass    325                                                                     constructed with proper
and at                                                                                   landscaping and
Maheba.                                                                                  Arboricultural.
Drainage          IC         Auriya       Local        Need for proper drainage          Incorporated in designs.
problem          379-                     People
381
Drainage          118        Circuit      DMs,          Effluent treatment plant at Rania
problem           491.5      House,       stakehold    to be constructed with the help
Kanpur       ers, Gram    of UPSIDC, NHAI and District
(Kanpur      Pradhans,    administration.
Nagar)      represent
atives of
Govt
Dept,
public
represent
atives,
opinion
leaders,
etc
Drainage          IVA        Chandaul    Local          Requested to provide proper      Drains provided on both sides
problem           31-32      i            People       drainage system (Chandauli
Chandaul                  Market)
i District
Drainage          IV         Mohania      Local        To provide proper drainage        Provided
problem                      Kamiur       people       scheme. Outlet of drainage
District                  should be in the drain situated at
the crossing of station road
which is presently connected to
Durgawati River (Mohania)
Le A1 o6 = 7
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Consolidated EIA Report
Grand Trunk Road Project
Environmental    Packag      Location    Individual/    Suggestions Made                 Measures Taken
Issues Raised    e and                   Organizati
Chaina                  on/Group
ge
Disposal of      IVA         Sasaram      (Ex          Proper drainage required
water is one of   116-       Rohatas      Chairman
the major         120        District     Nagar
problems                                  Palika),
through town.                             and local
people
Drainage          IV         Mohania      (Ex.         Suggested for proper drainage     Roadside drains provided
problem                     (Bihar        Chairman     scheme at Monania.
State)       Nagar
Palika),
DFO,
(CO
Mohania)
Drainage          IVA        Chandaul    Local         Need to provide proper drainage   Roadside drains provided
problem          31-32       i            Public       scheme (Chandauli market)
(Chanda
uli
districti)
Poor Drainage     VB         [sr!         Local        Need for proper drainage          Raised culverts with roadside
Town drains                  Bazar/Ch     residents,                                     drains provided.
are missing                  auparanl     Villagers
Absence of                   Sherghatl   from
any protection               /Barachat    Madanpur
to retain water              ti/Bagoda    and
quality of the               r            Bagodar
stream.
Drainage          VB         Choupar      Local        Need for proper drainage          Raised carriageway wvith four
problem                      an           People                                         drain system providedto solve
Barkatha                                                   the problem of drainage
Water bodies
Impact on         IV         Mohania      Local        Welcomes the prposal of taking    Proposed
community                    Kamiur       people       soil from the ponds.
ponds                        District
Water scarcity    IV         Mohania      Local         Solve the water problem by       Deepening of the waterbodies
(Kaimur      Public       increasing the depth of ponds.    being impacted by the project
district)                                                   are proposed to enhance Its
capacity.
Impact on        V           Madanpu      Local        Community ponds should be         Protection of community
community                    r            residents,    saved                            ponds with a 2m high
ponds.                       communit    Villagers                                       embankment. These ponds
y pond       from                                           shall be excavated to increase
(186)        Madanpur                                      their depths. A bathing ghat
Bagodar     and                                             with shelter is also provided.
communRt    Bagodar
y pond
(y334n)
Road-side Amenities
No Parking      IA          Agra         Local         Truck parking at Etmadpur and    Truck parking places have
facility         200                      People        Rambhag                          been identified.
No Parking       IB          Etawah       Local        Truck Parking and Rest areas at   Truck parking areas identified.
facility         306-                     People        Ekdil.                           Rest area locations identified.
325
No Parking       IC          Auriya       Local        Truck parking at Auriya           Truck bay at Auriya proposed
facility         379-                     People        Bus stops shelters etc.          Bus stops and sheHters
381                                   Development of picnic spots.     provided.
Enhancement of Waterbody at
Auriya.
No Parking       IIB                      District     Segregation of local and through  Laybyes, bus stops and
facility                                 level         traffic in habitats, provision of lay  service lanes provided.
workshop     byes and wayside amenities
s
No Roadside      IIB         Chaudag      Truckers      Facilities like-dhabas,          Provision of rest areas, bus
facilities and               ra and                    restaurants, repair and spare     stops and lay byes.
utility areas                Bhognipu                  part shops, toilets, resting
r                         places, parking lot, PCOs etc
should be provided at wayside
@ 1-2 per 100 km.                    .-
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Environmental    Packag      Location    Individual/    Suggestions Made                 Measures Taken
Issues Raised    e and                    Organizati
Chaina                  on/Group
ge
IVA        Coal         Local        This place being a Coal market,   Service road has been
No proper                    market,      people       request was made to provide       provided on both sides
Truck Parking                Dehri on-                 four trucks parking areas (two for  No parking place has been
area                         Sone                      loading and two for unloading)    provided
Lack of Built    IVA         Raja         Local        Suggestion of sulabh toilet at    Provided under the project if
and shopping                 Talab        People       Urban Areas                       land is made available by
area                         Varanash                  Suggestion of shopping complex    district authorities
i District                for PAPs
No toilet facility    IV A   Mohania      Local        Suggestion of sulabh toilet at    Provided under the project if
Kamiur       people       urban areas.                     land is made available by
District                                                    district authorities
No toilet facility    IV     Raja         Local        Suggestion of sulabh toilet at    Provided under the project if
talab        Public       urban areas.                     land is made available by
(Varanasi                                                   district authorities
.,__ ___ ___ _ _  district)
Any time of the    IVC       Barun                      Suggestion was made for          Rest areas has been provided
day, on an                                             providing proper truck parking   in this section
average 20 to                                          facilities
25 trucks are
found parked
at two places
in this section
Rest areas       IV C        Mohania      Local        Need for Yatri sheds at varies    Provided under the project if
(Kaimur      Public       places along project road        land is made available by
district)                 Need of sulabh toilet at Urban    district authorities
areas.                           Rest areas has been provided
in this section
Displacement
Displacement     IA          Kuberpur    SDM           Widening on the right side        Widening proposed towards
of bank and                               Etmadpur                                       right to avoid settlement.
school
IA         Etmadpur    SDM            Realignment preferably towards   Constricted RoW with
at the       Etmadpur     south.                            minimum impact on properties
curve
Impact on legal    IA        Tundla                                                      Flyover proposed
buildings                    crossing
because of
proposed
intersection
improvement.
Demolition of    iA          Firozaba    villagers     Bypass                            Semi elevated highway
structures due               d
to widening               I
Loss of          l1B         Chaudag     villagers     Restricted carriageway            Constricted RoW
property                    ra
Displacement     lIB         Roma         villagers    bypass                            Bypass provided
Impact on         lB         Kanpur       KDA
newly                                                                                    Raised level of carriageway
developed                                                                                and traffic segregation,
colonies                                           _                                     provision of underpass.
Demolition of    IVA         Chandaul    PAPs          Bypass                            Bypass proposed
shops allotted               i
by Zila
Parishad and
Nagar
Panchayat
Settlement on                Baraj        PAPs         Shifting of alignment to the south
the north close
to carriageway
Demolrtion of    IV A        Sasaram      PAPs         Bypass                            Bypass provided
commercial
structures and
religious
structures
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Environmental    Packag    Location    Individual/   Suggestions Made           Measures Taken
Issues Raised   e and                Organizati
Chaina               on/Group
ge
Settlement on             Suara      PAPs         Shifting of alignment to the south
the north close           Village
to the
carriageway
Demolition of   VB        Chaupar    PAPs         Restricted carriageway        Width of the median reduced
structures                an                                                   to 1 .5m from 3.5m
Demolftion of   VB        Barhi      PAPs         Bypass                        Bypass Proposed
structures
Sourrce: ndivMdual EMs, EMPs, and MPs.
6.6 PLAN FOR CONTINUED PARTICIPATION
The following plan for the continued participation of the various stakeholders, especially the project
affected has been worked out to ensure time bound and effective achievements of the implementation of
the various EA measures proposed.
6.6.1       Information disclosure
The EIA I EMP will be disclosed at several locations, for the benefit of the interested community, and the
stakeholders. There are the following components of disclosure of project information.
0) Public Disclosure of the summary EA Report
The EIA will be disclosed and kept for public reference at the following locations,
* State Public Library at Lucknow, Uttar Pradesh;
- State Public Library at Patna, Bihar;
- State Public Library at Ranchi, Jharkhand;
* District Public Library at Agra; Uttar Pradesh;
* District Public Library at Firozabad, Uttar Pradesh;
District Public Library at Mainpuri, Uttar Pradesh;
* District Public Library at Etawah, Uttar Pradesh;
* District Public Library at Auriya, Uttar Pradesh;
* District Public Library at Kanpur, Uttar Pradesh;
* District Public Library at Varanasi, Uttar Pradesh;
* District Public Library at Chandauli, Uttar Pradesh;
* District Public Library at Mohania, Bihar;
* District Public Library at Bhabua, Bihar;
* District Public Library at Hazaribag, Jharkhand.
All these places are open to the public without any restriction whatsoever on access. It is proposed that
the copy of the EIA I RAP Report should be placed in the 'reference' section of these libraries (as only
one copy of the report will be placed at each of these libraries, it is advisable that the reports are not
issued to the public to be taken away from the library, but be referred to within the library itself).
The report will be available to the public at the WB Infoshop at Washington DC, as per the WB
disclosure policy.
In addition to these, copies of the EIAIRAP report will be available at the NHAI headquarter library at
New Delhi, and at the NHAI project implementation unit offices at Agra, Kanpur and Varanasi (all in Uttar
_____________________________Lea~~~~~~~Lo Assocdaes
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Pradesh), and Jumri Talalya (Bihar). The report from these places will be available to the public on
request for reference.
Moreover, NHAI proposes to include the report in the NHAI website in near future.
@  Public Information Sharing and transparency
NHAI project implementation units' (PlUs) offices in the 4 major settlements along the stretch (Agra,
Kanpur, Varanasi and Jumri Talaiya) will provide actual information on environmental I resettlement
issues to the people, in a continuous manner.
O Community Participation
To implement the EMP in a proper way, it is essential to provide scope of involving communities and
affected persons in the process. Stakeholders' participation throughout the stages of project
implementation and early operation (or the defects liability period) will be integrated in the project.
In all the four project packages of the project, it has been fully realized that, to redress the environmental
issues likely to surface during construction and operational phases, a constant communication needs to
be established with the affected communities and the road users. This has been ensured by regular
progress monitoring of the construction and with cooperation of the NGOs. Meetings will be organized
with the project affected and the various stakeholders at regular intervals at the potential
hotspot/sensitive locations before and during the construction period.
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7. ASSESSMENT OF IMPACTS
This chapter assesses the nature, type and magnitude of the potential impacts likely on the
various relevant physical, biological and cultural environmental components along the project
corridor. For the assessment of impacts, the baseline Information furnished In the Individual EA
Reports has been supplemented by the field visits and the primary surveys of the various
environmental components carried out during this independent review. The description of the
impacts on the individual components has been structured as per the discussion in Chapter 5:
Existing Environmental Scenario of this report.
7.1 BACKGROUND
The GTRP involves widening to four-lanes along the existing two-lane national highway
between Agra to Dhanbad, the impacts are expected to be mostly direct and confined to the
RoW. Only at critical locations where the engineering, environmental and social aspects have
warranted, a shift from the existing alignment, bypasses/realignments have been proposed.
The impacts on the various environmental components can occur at any of the following stages
of the project planning and implementation:
* Planning and design stage;
* Construction stage; and
- Operation stage.
The description and magnitude of impacts for the various environmental components as
visualised for the different project packages are presented in the following sections.
7.2 IDENTIFICATION AND ASSESSMENT OF IMPACTS
7.2.1 Meteorological Parameters
The stretches of the Project Highway (NH-2) taken up as part of the GTRP are located in a sub-
tropical region with marked monsoon effects. Though no change in the macro-climatic setting
(precipitation, temperature and wind) is envisaged due to the project, the microclimate is likely
to be temporarily modified by vegetation removal and the addition of increased pavement
surface. There will be an increase in daytime temperature on the road surface and soil due to
loss of shade trees, which in tum might lead to formation of heat islands especially along the
inhabited sections. In addition, at green tunnel locations, the removal of trees will increase the
amount of direct sunlight resulting in higher temperatures along the highway.
This increase in the daytime temperature assumes significance especially to the slow moving
traffic, the pedestrians and the first row of residences / receptors along the corridor, as the
entire project stretch experiences temperatures as high as 47° C during summers. The impact
will be felt more by the slow moving traffic and pedestrians along the project road. Although the
impact shall be significant and long term in nature, it is reversible in nature and shall be
compensated for by additional plantation of trees.  It must be noted that the impact is
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unavoidable. However, it may be pointed out that the project has taken care to minimise tree
felling in the RoW by realigning the road to save trees.
7.3 NATURAL AND BIOPHYSICAL ENVIRONMENT
7.3.1 Air
Air quality along the project corridor will be adversely impacted both during the construction and
operation stages of the project. Construction stage impacts will of short term and have adverse
impacts on the construction workers as well as the settlements adjacent to the road, especially
those in the down wind direction. Operation stage impacts will not be as severe as the
construction stage impacts and will be confined generally to a band of width ranging from 50 to
75m from the edge of the last lane on either side of the corridor. Both the construction and
operation stage impacts can be effectively mitigated if the impacts have been assessed with
reasonable accuracy In the design stage. The following sections present the impacts of the
project activities on this component.
@ Generation of Dust
Pre Construction Stage
Generation of dust is the most likely impact during this stage due to:
* Site clearance and use of heavy vehicles and machinery etc.;
e Procurement and transport of raw materials and quarries to construction sites;
* The impacts will mostly be concentrated in the RoW. If adequate measures such as
sprinkling of water on haul roads around sites where clearance activities are on, covering
material trucks especially those carrying sand and fly ash, then the impacts can be reduced
to a great extent. It is likely that impacts due to dust generation are felt downwind of the site
rather than on the site Itself. Dust generation impact shall be significant on new bypass
alignments through agricultural fields.
Construction Stage
As the entire project corridor has a soil type with high silt content and the construction activities
to be carried out during the dry season when the moisture content would be less, dust
generation, particularly due to earthworks will be significant. Dust is likely to be generated due
to the various construction activities including:
* Stone crushing operations in the crushers;
* Handling and storage of aggregates in the asphalt plants;
* Concrete batching plants;
* Asphalt mix plants due to mixing of aggregates with bitumen; and
* Construction and allied activities on new bypass alignments.
Generation of dust is a critical issue and is likely to have adverse impact on health of workers in
quarries, borrow areas and stone crushing units. This is a direct adverse impact, which will last
almost throughout the construction period.  The Environmental Action Plan needs to lay
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emphasis on enforcement of measures such as provision of pollution masks, regular sprinkling
of water to supress dust along haul roads at crusher units, quarries and borrow areas to mitigate
this impact.
Operation Stage
* No dust generation is envisaged during the operation stage as the all road shoulders are
proposed to be paved and all slopes and embankments shall be turfed as per best
engineering practices.
® Generation of Exhaust Gases
Pre Construction Stage
Generation of exhaust gases is likely during the pre construction stage during movement of
heavy machinery, oil tankers etc. This impact is envisaged to be insignificant during the pre
construction stage
Construction Stage
High levels of SO2, HC and hydrocarbons are likely from hot mix plant operations. Volatile toxic
gases are released through the heating process during bitumen production. Although the
impact is very localised, it can spread down wind depending on the wind speeds. The
Environment Management Action Plan needs to ensure adequate measures are taken
especially for health safety of workers such as providing them with pollution masks during
working hours. Also, the contractor should ensure that shot mix plants stockyards, etc are away
from residential areas and residential quarters of all workers.
Contractors also should be asked to provide regularly No Pollution Certificate for their
equipments and machinery as per prevalent norms. If adequate measures are taken then
impacts from generated gases can be said to be negligible.
Operation Stage
The major impact on air quality will be due to plying of vehicles. The impacts on air quality will
at any given time depend upon traffic volume/rate of vehicular emission within a given stretch
and prevailing meteorological conditions. Air pollution Impacts arise from two sources: (i)
inadequate vehicle maintenance; and (ii) use of adulterated fuel In vehicles. Enforcement
standards to meet better vehicle performance in emissions and the improvement of fuel
constituents can assist in improving regional air quality.
o Modeling of Air Impacts.
To assess the likely operational impacts on the Ambient Air Quality due to the proposed project,
the prediction of the pollutant concentrations' has been carried out using CALINE-4, a model
2
based on Gaussian equation
The prediction for 25 m represent the concentrations which could potentially affect the first row of receptors
along the roadway edge, while those for 50m are relevant to those in the second row footpaths, while
predictlons at 1ODm or edge of the RoW facilitate In establishing the pattern of attenuation of air pollution in
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CALINE-4, an updated and expanded version of CALINE-3, developed by the Califomia
Department of Transportation, has been used for predicting pollutant concentrations due to the
proposed bypass. CALINE 4 is based on the Gaussian equation and employs a mixing zone
concept to characterise pollutant dispersion over the highway. The model can be used to
predict the pollutant concentrations for receptors located within 500 m of the roadway for the
various pollutants.
Input Parameters to the Model
(a)     Emission Factors
The emission factors for the various vehicle categories vary for different speeds. The emission
factors adopted for the various vehicle speeds for the various pollutants are given in the Table
7.1.
Table 7-1: Speed Corrected Emission factors
Pollutant Parameter  Emission factors g/mile
Light          iMedium     Heavy
(Irrespective of speed)    30 kmph    40 kmph    50 kmph
CO                   3.29           14.35        20.04      115.04      12.03
SPM                  3.22           11.56        0.57       0.57        0.57
NOx                  0.08           10.93        35.65      26.73       21.39
Source: Vehicle Emissions and ContrI Perspective In India, UIP, Dehradun.
(b)     Meteorological Conditions
The various meteorological input parameters required for modeling as the wind speed, wind
direction, mixing height, stability class have been collected from secondary sources such as
IMD and State Pollution Control Board. For calculating the emissions, worst-case scenario is
assumed and concentrations are obtained for worst wind direction. The worst wind direction
obtained is with respect to the assumed north.
(c)     Traffic volume
The projected traffic volume and composition along the proposed alignment has been derived
from the traffic projections carried out for the alignment alternatives.
(d)     Receptors
Receptors are specific focations, likely to be impacted by vehicular emissions. For the purposes
of assessing air impacts, sensitive receptors have been Identified over an immediate Influence
area of 500 m on either side of the project corridor. The coordinates of the receptors are
*   No significant change in emission characteristics of the vehicles is anticipated during the projected
period and any assumption In decrease of emission factors would only be hypothetical;
*   There are no major grade differences In the project area as it is generally a plain terrain and gentle
slopes of 1% to 3%;
*   The traffic along the proposed section is assumed to flow simultaneously in both the lanes and in both
directions; and
*   This assumption presents a worst-case scenaro of the pollution levels.
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relative to the link coordinates in the forward direction. The negative Y coordinate indicates that
the receptor is located to the south of the corrdor.
® Predicted Pollutant Concentrations
The predicted pollution levels3 at the sensitive receptors are presented in the table 7.2 for the
years 2004, 2014 and 2024. The pollution levels are plotted to a distance of 100m on either
side of the CW and the pollutant concentration contours for each of the pollutants is worked out.
This facilitates identification of critical areas with pollutant concentrations above the stipulated
standards for the respective land use of the project region.
Package I A: The contract package 1A lies entirely In the Taj Trapezium Area, a designated
cultural heritage site of great significance. The Gol realising the damage likely on the Taj due to
the increased air pollutant concentrations within the TaJ Trapezium has enforced the standards
for sensitive areas for the entire Taj Trapezium4. The entire package IA (Ferozabad is the south
eastem end of the trapezium) falls under the notified TAJ TRAPEZIUM area. The area has
special importance in the cultural heritage of India and even the world. The standards for
sensitive areas are therefore made applicable for this corridor.
The initial 22 km of the corridor have been proposed to be six laned due to the heavy traffic
volumes predicted along the initial stretch of the project package. The prediction results
indicate that by 2015, the area within 100m on either side along the corridor will exceed the
prescribed limits for SPM. CO concentrations exceed the 1000 pg Im3 threshold in 2015 A.D. at
all locations within 25 m of the centreline and at even 100m from the centreline by 2025 A.D.
The concentration of NOx (as N02) also exceeds the stipulated 30 pg /m3 by 2015 A.D. at 100
m from the centre line except for the last 3 km of the package. The highest concentrations are
found at the western end of the corridor near Agra (km 199.6-203) and at Tundla (km 222).
Table 7-2 Predicted Air Pollutant Concentrations (Ig/m3) along Package I A
Chainage    Location    SPM (pg Im3)              CO(pg m34                    NOx (P9 /m3)
1________  12000    2015      2025    2000    1 2015      2025     2000    2015    2025
20D.30      Agra
Intersectic  319.5   407.1    538.9   152.7    1846.9   3420.0   22.0    120.7   220.1
206.000      Forest     148.0   257.6    371.7   114.5    1445.6   2655.7   11.3    90.8    170.3
Area
216.800      Etmadpur   237.3   348.4    395.6   114.5    1445.6   2655.7   12.7    92.2    171.7
225.5DX     School
(Kids      140.7   249.7    233.2   114.5    1445.6   2534.7   11.3    908.    170.3
Academy)
3       The input parameters for the modelling have been taken up from the following sources:
The volume of traffic, proposed geometrics, design speeds proposed for the various packages have
been taken from the project reports of the Individual packages;
The emission factors for the vehicle types have been obtained from the Indian Institute of Petroleum
(IIP), Dehra Dun.
Individual project reports and ambient air quality from base line monitoring.
Meteorological conditions Including wind, stability class etc, from the IMD data of the various locations
along the corridor.
SO2 and NOx dissolve In water to form sulphuric and nitric acids respectively. Both of which have the
potential to dissolve marble (CaCO3), and can be a potential threat to the Taj Mahal, a magnificent World
Heritage Site In white marble.
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241.800     Firozabad   501.7  | 627.9    779.9   114.5    1203.6   2534.7   16.0    95.5    155.2
Hosp hal II                       II
Package I B: The Initial stretch of 5km along Package 1 B falls within the TaJ Trapezium zone,
wherein the standards for sensitive areas apply. The Sirsaganj bypass will be the least polluted
of all the stretches where all pollutant concentrations are predicted to be within the limits set by
the CPCB for residential/rural areas even in 2025 A.D except for NOx, which is likely to be
exceeded  on the south side.   Shikohabad  (km  260 and 263), Ukrend  (km  280) and
Jaswantnagar (km 299-300) are the major settlements, but the concentration of all pollutants
except SPM is expected to be within the limits at a distance of more than 25 m from the
centreline (Table 7-3).
Table 7-3 Predicted Air Pollutant Concentrations (fg/m3) along Package I B
Chainage   Location   Land    SPM (  /m3)           CO (pg /m3)            NOx (jig /m3)
use     2000    2015   2025    2000    2015 1 2025    2000   2015   2025
266.000             Rural   92.0    149.3  202.5   114.5   719.6  1324.6  11.0   50.8   90.5
272.000    Sirsaganj         176.3   123.1  13565   114.5   719.6  1203.6  14.0'  52.5   92.2
283.600    Ukhraid          98.0    165.4  230.9   114.5   719.6  1203.6  9.7    49.5   89.2
294.200             Rural   84.3    151.2  201.2   114.5   719.6  1203.6  9.3    49.5   89.2
297.000    Jaswant -         107.7   161.1  211.1   114.5   719.6  1203.6  13.3   491    88.8
nagar
307.500  |          Rural   95.7    160.9  210.8   114.5   719.6  12036   12.7   531    928
Package I C: The highest level of SPM  is likely to be along the stretch between Ujhiani -
Mahewa and Sarai Ajitmal-Babarpur bypasses along package 1 C. The highest concentration
of NOx is also predicted to be in this section. CO concentrations will be highest along the
Ujhiani - Mahewa bypass and between Bakewar and Ujhiani by 2025 A.D (Table 7-4). The
lowest concentrations of SPM are likely between the beginning of the Sarai Ajitmal and
Muradganj bypasses where they would be less than the 200 Pg/m3 limit even In 2025 A.D.
Table 7-4 Predicted Air Pollutant Concentratlons (fg/m3) along Package I C
Chainage  Location    Land    SPM (p g /m3)        CO (pg fm3             NOx 1 /m3)
Use    2000   2015   2025   2000   2015    2025    2000   2015    2025
325.000    Pump      Rural   84.7   178.6  249.2  114.5  961.6   1687.6  8.0    70.6    110.4
House
336.100   Milk       Rural   104.0  184.4  260.0  114.5  640.6   1566.6  11.0   70.6    110.4
processing
Plant
358.500   Ajitmal    Rural   119.8  205.6  287.2  114.5  961.6  1180.7  10.5  70.1    129.8
village   ____
360.0X0)   Rajpur            70.0   139.4  204.5  114.5  961.6   1687.6  5.7    65.3    125.0
Bypass    ____
366.00X    Muradganj  Rural   9.    170.6  238.1  114.5  1566.6  2897.7  12.0   111.4   210.8
Village                                                        ____
382.0co    Auriya    urban   114.3  1841   249.5  1114.5  961.6   1687.6  10.3   69.9    129.6
Package II B:  High volumes of traffic are predicted in the initial stretches of the corridor,
resulting in higher concentrations of the pollutants in air. The SPM  concentrations along the
Kanpur bypass are observed to be already crossing the NAAQS. However, CO, NOx and SO2
are observed to be lower at the first row of receptors (Table 7-5). The SPM, CO and NOx
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concentrations will be exceeding the National Ambient Air Quality Standards (NAAQS) at all
locations along the corridor by the year 2028.
Table 7-5 Predicted Air Pollutant Concentrations (fg/m3) along Package II B
Chainage  Location    Land    SPM (pg /rn3)           co (pg                NOx (p /m3)
Use    2000   2018    2028       2000    2018   2028   2000   2018   2028
475.000              Urban   237.0  453.1   702.2    114.5                  21.3
482.000              Urban   140.3   674.3   1140.3   114.5                 14.0
Naubasta   Urban   419.3                    191                   26.3
Crossing
8.800     Ramadevi   Urban   400.5  901.8   1400.5   630                    27.3
Crossing
13.680    Rooma      Rural   114.3  250      443      114.5                 10.3
bypass
18.600    Near       Rural   221.3                    114.5                 14.3
Temple                                       _       _
25.800    Sarsaul    Rural   94.7                     114.5                 9.0
Village                            _
Package IV A: The highest predicted concentrations are for the beginning of Package IV A (km
317-319) for all pollutants. This urbanised stretch on the initial few kilometres of VRM bypass is
the only stretch where CO levels are likely to exceed the 2000 pg/m3 limit for residential area at
25 m on either side of the corridor (Table 7-6). The values for NOx are likely to exceed the limit
of 80 pg/m3 in 2025 A.D., whereas in 2015 A.D., the values will exceed the limit only within 25
m from centreline. All the other urban sections but for Chandauli are being bypassed by the
project.
Table 7-6 Predicted Air Pollutant Concentrations (fg/m3) along Package IV A
Chainage   Location    Land  | PM (pg /m3)         CO (pg /m3)            NOx (pg /m3)
Use    2000X  2015  2025  200D| 2015   2025    20DX         2015   2025
317.100                        153.0  299.0  479.1  114.5  1203.6  2413.7  11.7    91.2   170.7
11.00C   | Toll Plaza         220.3  294.1  379.3  114.5  840.6  1566.6  16.3      75.9   115.7
23.000                 Rural  86.3  160.1  245.3  114.5  840.6   1566.6  11.3      75.9   115.7
30.700     Chandauli   Urban  190.0  236.8  322.0  114.5  840.6  1566.6  16.3      75.9   115.7
Saidraza           74.0  313.B  399.0  114.5  840.6  1566.6  6.0        65.6   105.4
Bypass
48.000     Karamnasa   Rural   115.3  189.1  274.3  114.5  840.6  1566.6  9.7      69.3   109.1
58.200     Durgavati          136.3  210.1  296.3  114.5  840.6   1566.6  11.0     70.6   110.4
Package IV C: A major length (20km) of this 30km long contract package includes the Sasaram
bypass, the alignment for which has been routed mostly through agricultural and barren lands.
The illegal quarrying around the Sasaram bypass can be the reason attributed to the high
baseline SPM levels (Table 7-7). The prediction results Indicate that the concentrations of the
various gaseous pollutants are within limits. The only major settlement along the entire 40 km
highway is Dehri-on-Sone. The model predicts that NOx will be of concem in 2025 A.D. mostly
within 25 m of the centreline. Only in Dehri, the concentration is likely to exceed the ambient air
quality standard at 50 m from the centreline. The CO levels will not be exceeded even in 2025
A.D. The SPM levels along the bypass are expected to be high because of the quarrying
activity near Sasaram and in Dehri due to the large coal market in the town.
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Grand Trunk Road Project
Table 7-7 Predicted Air Pollutant Concentrations along Package IV C
Chainag  Location    Land   SPM jg m33)        co (pgm3                NOX   /m3)
e       _____Use   2000   2015   2025  2000(   2015   2025   200   2015   2025
112.000  Sasaram    Rural  66.3*   125.1  135.4  1 1 4.5*  719.6  1082.6  7.01   65.6   85.5
____  ypass                                 _  __
122.00   Near             215-7*  273.1  283.5  11 4.5  719.6   1082.6  120*  67.9   87.8
Crushers
134.0    Dehri     Urban  118.0  176.2  186.8  114.5  719.6  1082.6  12.7  72.3   92.2
Package V B: Contract package V B passes through the Gautam Buddha Wildlife Sanctuary,
which is designated as a sensitive area. The predicted concentrations of SPM and NOx exceed
the values for.sensitive areas by 2015 A.D (Table 7-8). The only large settlement along the
entire corridor is Barhi. The values for SPM and NOx will exceed the limits for residential area
in the vicinity of the proposed bypass in 2015 A.D. and in 2025 A.D. respectively.
Table 7-8 Predicted Air Pollutant Concentrations along Package V B
Chainage  Location   Land    SPM (ug ir3)      | CO (ug/n3)             NOx (ug /rn3)
________  _______ I Use    200  2015  2025  20L0    2015  2025    2000   2015    2025
251.300   _          Rural  200.5  226.4  253.8  114.5  477.5  961.6   13.0   52.8    92.5
261.000  _qhaparan   Urban  118e.  143.9  171.3  114.5  477.5  961.6   12.0   51.8    91.5
281.o0o    Barhi     Urban   156.0  185.0  216.6  114.5  598.5  1082.6   14.0   53.8    93.5
290.800   Kariathpur  _      96.3  121.4  147.9  114.5  477.5  961.6      10.0   49.8    89.5
304.000  IBarbipundi  Rural   76.7  99.4  123.1  114.5  477.5  840.6   9.3    49.1       68.9
309.400   Bharkata    Rural   106.0  128.2  151.1  114.5 | 477.5  840.6   I 12.0   51.8    71.6
The air pollutants concentration contours for the various sections of the project corridor are
presented in Volume II of this Consolidated Report (Air Quality Assessment Report).
7.3.2 Water Resources
The project corridor traverses across the major river basins of the Ganga, the Yamuna and the
Sone, all part of the Himalayan Drainage system, all of which are north south flowing perennial
rivers, causing frequent flooding. To facilitate the cross-drainage at these water crossings, 636
cross-drainage structures exist or are being proposed. The surface water flow in the project
area is predominantly from the north to the south.
In addition, there are 53 stagnant water resources Including ponds located along the NH-2.
Most of them are located in or alongside the RoW and are being used by the local community
for washing /bathing purposes. These surface water bodies can be subject to adverse impacts
due to the various construction activities as well as during the operation stage of the project.
The water table along the project road is quite high (between 4 to 8m) due to its location in the
Gangetic plains. All along the highway, a large number of tube wells /hand pumps and wells
were reported within and just abutting the RoW. Due to the high water table along the corridor,
wells and tube wells are mostly the sources of potable and irrigation water. The impacts on
water resources have been summarised in Table 7-9.
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Consolidated EIA Report
Grand Trunk Road Project
Table 7-9: Impacts on water resources due to construction activities
Impacts Due To Construction                Indicators
Loss of water bodies                       Area of water bodies affected
Loss of other water supply sources         Number of wells affected
Alteration of drainage, run off, flooding  No. of cross drainage channels
Depletion of Ground Water recharge         Area rendered impervious
Use of Water Supply for Construction       Quantum of water used
Contamination from fuel and lubricants      Nature and quantum of contaminators
Contamination from improper sanitation and Waste  Area of camp / disposal site and proximity to
Disposal in Construction Camps             water bodies / channels
s Alteration of Drainage
Impacts of road construction, which lead to alteration of drainage, are generally widening at
culvert or bridge locations. This requires river and or gully training for the period during which
the bridge is to be constructed. Alteration of drainage can lead to soil erosion of adjacent areas,
disturb local vegetation. If the period of alteration is long, here are chances of local ecology
being impaired. However, as mostly bridge works are done in summers when the water levels
are low in the rivers, the impacts due to alteration of drainage can be minimized effectively with
adequate mitigation measures and pre planned construction schedules.
Pre Construction Stage
No drainage modification of surface flow of rivers/streams is envisaged during construction
period.
Construction Stage
Though the constructions along the watercourses are to be carried out in the lean flow periods,
as the major rivers are perennial, the construction activities will necessitate the diversion of the
waterway. This diversion of flow can significantly harm the aquatic habitat, if any. The
waterway will be constricted, increasing velocity downstream of the bridge. This will mean
increased sediment load with the flow, thereby allowing less sunlight to penetrate into the water
and can reduce growth of micro flora. The impact shall be direct but short term in nature and
shall last till the construction period.
Short-term increase in runoff during construction may occur due to the removal of trees,
vegetative cover and compaction of the surrounding soil during pre construction. As soil all
along the corridor is of alluvial type with a high silt composition, the impacts due to the
increased sediment load will be a significant impact that needs to be addressed for all water
bodies along the corridor and adequate silt fencing measures need to be provided.
The impacts, which are likely to take happen due to the project, are described in the following
sub sections.
The design proposes the raising of the embankments by a minimum of 11.0m from the existing
levels to ensure that the finished pavement is above the Maximum flood level so as to prevent
any impacts due to any water seepage in the pavement. No significant impacts in the drainage
pattem due to the raising of the road profile are likely, as the road design itself takes care of the
cross-pavement drainage.
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Operation Stage
One of the unavoidable aftermaths of road construction is the increased surface run off. The
additional two lanes, which is essentially a paved Impervious surface, will cause Increased
surface runoff along the roadsides.  Increase in surface run-off is due to the creation of
impervious surfaces that prevent the flow of water into the ground. The project Involves the
construction of an additional two lanes of width 7.0 m to the existing pavement, with addition of
paved shoulders on either side. The increased runoff from the project has been worked out as
follows:
Increase in runoff (cu.m) = increase in runoff co-efficient due to construction
annual rainfall in the area (m) * area of the newly constructed surface.
The entire corridor traverses over alluvium with an infiltration coefficient of 0.35 and the black
top has a run-off coefficient 0.95. The increase in the absorption co-efficient has been worked
out as 0.6, i.e, the difference between the infiltration co-efficient of black top surface and alluvial
soil has been adopted as increased run-off co-efficient due to the project (Table 7-10).
Table 7-10 Increased Run-off along Project Packages due to GTRP
Corridor  Length with   Total     Increased width  Rainfall (m)  Increased Co-eff.   increased run-
co   ypaor sRanmall(in)                                     of run-offof 0
65000 ~     070      11i
IA       5070           70070    11m             0.77            0.6              398785
Additional 20.7.6378
lanes in I A   22000)   7m
lB       60075600    11m                         0.75            0.6              374220
__ _ _ _ 10500
IC       70000          92825     lrm            1.22            0.6              747427
IIB      5300             10 lm                  0.88            0.6              310199
2079
IVA      772            83772     lrm            1.19            0.6              657945
_ _ _ _ 5772                                  _  _ _  _ _ _
IVC                     50407    lim             1.22            0.6              405877
_ _ _ _ 20407        _   _ _
VB                       5034    11 m            0.98            0.6              550000
_ _ _ _ 5034                   _  _ _  _ _    _ _  _ _ _  _  _ _  _ _  _ _ _  _  _  _ _ _  _
Impacts due to surface runoff include increased soil erosion and local flooding or water logging.
However, as the proposed four lane has been designed with ditches on both sides to take care
of surface runoff local flooding due to the proposed increased runoff shall be taken care of
effectively. Surface runoff shall be drained to the nearest cross drainage structure. The
engineering design includes design of cross drainage structures, which should take care of the
extra flow.
S Depletion of Water Resources (Water Required for Construction)
Pre Construction and Construction Stage
The most likely significant impact on surface drainage channels Is depletion of water resources.
Rigid pavements have been suggested for the additional two lanes for a major length of the
project stretches (excluding Package VB). The cement concrete construction works requires a
considerable quantity of potable water for the various activities including construction of the
pavement, dust suppression, curing etc.
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Consolidated EIA Report
Grand Trunk Road Project
As the entire corridor lies in the Gangetic plains, within 10km of the three major perennial rivers
of Ganga, Yamuna and the Sone, the water table is generally high (between 4m to 8m), but for
Package IV C (Sasaram), where the depth of water table is as low as 20m. As abundant water
(both surface and ground) is available in the study area, there will be no major impacts
envisaged on the water resources along the corridor. However, the abstraction of such large
quantities of potable water from local water supplies can be a significant adverse impact.
To prevent such impacts, it has been proposed that the contractor shall not obtain water from
any community sources of water supply. The average water requirements for the various
construction activities for the various contract packages are presented in Table 7.11.
Table 7-11: Average Water Requirement for Construction
Purpose           Average Demand (KLD)
urpose   I A     I B      I C       11 B     IVA       IVC       VB
Road Making      156       155       150.4    122.57    186.26    71.64    191.04
Dust suppression  3        4         3.51     2.86      4.34      1.67     4.95
Drinking         40        40        38.66    32.56     46.512    18.54    10.95
Others            2        2         1.75     1.43      42.173    0.83     2.23
TOTAL             201.0    201       194.32    159.42    239.285   92.68   208.67
The quantum of water to be used for road construction will be around 1300 m3/d (of which 75-
80% will be used for road marking, 20% for drinking and domestic purposes, 1% for dust
suppression, and the remainder for other uses) for the entire project, peaking to about 1500
m3/d. The huge demand shall be met through availability of ample supply both from surface
sources (3 major rivers: Yamuna, Ganga and Sone) and ground water (with water table varying
from 4-8 m).
To put this into perspective, a comparison with the flow In Ganga and its tributaries (which
includes Yamuna and Sone) is made. The total annual flow in these rivers Is 525 km3 (1438 x
106 m3 d). The water requirement for all packages of 1500 m3/d is less than 0.00001% of the
daily flow. Even compared to the Sone alone, the water requirement Is minimal. The Sone has
a discharge of 41045 m3/s (as per Feasibility Report for package IV). Even the entire
requirement for the project is 4.2 e' % of the flow in Sone alone. The total water consumption
of the population of all the Class I cities along NH-2 covered under GTRP, (3,246,388 as per
1991 census) would be 194783.28 m3/d tR 60 lpcd. The project requirement of 1500 m3/d
works out to only 0.07% of this. Thus, even by this comparison, it is apparent that the water
requirement for the project will not be a major impact on the environment.
The impact on the local water resources will be significant in this project as the new two lane to
be added is to be made of concrete, and laying and curing of concrete involves large quantum
of potable water. As the project is located in the Indo Gangetic Plains surface water is available
in plenty as well as ground water table is high, no significant impact on the availability of water is
envisaged except in Package VB where water table is low and water scarcity is the issue.
However, it needs to be pointed out that the new lane in Package VB is to be a flexible
pavement and would relatively require much lesser quantum of water.
Operation Stage
The depletion of water is predominantly restricted to the construction phase. The road
operation does not make a demand on the available water resources apart from time to time
requirement during works such as maintenance of road side tree plantations. However, it is
more likely that water from these rivers not be tapped at all for this purpose.
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Consolidated EIA Report
Grand Trunk Road Project
@ Increased Sediment loads and degradation of water quality
Pre Construction Stage
Water sources including flowing and stagnant water sources are likely to be contaminated due
to activities such as setting up workers camp near water sources or Transportation of
construction material such as sand, fly ash etc without covering it.
Due to tree felling, soils around the water bodies and surface drainage channels will be exposed
during the pre construction stage, during which, the suspended sediments and the associated
pollutants can be washed into these water sources. The short-term increase in runoff laden with
sediment may also occur due to the removal of trees, vegetative cover and compaction of the
surrounding soil. As soil all along the corridor Is of alluvial type with a high silt composition, the
impacts due to the increased sediment load will be a significant impact that needs to be
addressed for all water bodies along the corridor and adequate silt fencing measures need to be
provided.
Contamination of Ground water is another likely impact of road construction and allied activities.
The entire corridor falls in the fertile Gangetic plain characterised by alluvial soil. Such soil
types with high silt content enable the percolation of the pollutants into the soil layers, thereby
contaminating the ground water. The ground water recharge areas may be reduced due to an
increase in impervious layers due to the construction. The contamination of the groundwater
resources due to the project is likely at the following locations:
* Along construction sites, camps involving moving of construction equipments and
machinery.
i At the various community water bodies and sources of water supply as hand pumps etc.
* Along the entire length of the corridor especially around urban areas and productive lands.
The impact of contamination of water sources such as wells can be avoided if these sources are
covered while site clearance is going on at the site. The Management Plan needs to ensure
that proper precautions are taken to prevent/minimize contamination of all water sources. It
should be ensured that no construction camps or stockyards are set up near water sources as
oil spills etc may flow down to the water body etc. Similarly, such sites should not be set upwind
to water body locations or settlements.
Construction Stage
The impacts on water quality will be of greater concem during the construction stage. Increased
sediment load during preparation of the site is the most likely adverse impact.  The
contamination by fuel and oil from construction vehicles or bitumen from hot-mix plants is less
likely and in any case expected to be localized. Discharge from labour camps and vehicle
parking areas will have to be treated before discharge into any watercourse. It is during the
operation stage that the leakage or spillage from vehicles damaged, overtumed or just badly
maintained is more likely.
The construction activities around the surface bodies can affect the water quality due to the
disposal of solid and liquid wastes from labour camps, fuel and lubricant spills or leaks from
construction vehicles, fuel storage and distribution sites and from bitumen or asphalt storage at
hot-mix plants. The contamination by fuel and oil from construction vehicles or bitumen from
hot-mix plants is less likely and in any case expected to be localized.
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Consolidated EIA Report
Grand Trunk Road Prolect
Also, the raising of the road shall mean that more embankment surface is prone to erosion.
However, the engineering design shall ensure protection of embankment slopes.
The spoil heaps around the construction sites are also prone to erosion and contribute to the
increased sediment load in the near-by water bodies. The major parameter of concem would
be the sediment load from the spoils. The major pollutants of concern are suspended solids, oil
and grease, lead and other heavy metals.
* Concentration of suspended solids is likely to be highest during the construction stage and
immediately after the construction when vegetation has not been fully established on the
embankment slopes.
* Oil and grease form a film on the water surface and hinder the transfer of oxygen into water.
* Though the compounds of lead are suspected to be carcinogenic, it is unlikely that lead
pollution to have significant effects as 90 95% of lead in run-off is inert, and will be further
diluted in the receiving water bodies, where the lead concentrations are minimal.
Discharge from labour camps and vehicle parking areas will have to be treated before discharge
into any watercourse. It is during the operation stage that the leakage or spillage from vehicles
damaged, overlurned or just badly maintained is more likely. The impacts again will be
localized but the intensity will depend on the nature and quantity of the cargo spilled and the
watercourse affected. The existing levels of contaminants, which can trace their origin to road
run-off, indicate that water quality degradation is not a significant impact.
Normally groundwater is shielded from the effects of such drastic degradation but if the
discharges from construction camps were disposed off using soak-pits/septic-tanks that were
not adequately designed, the consequences would be disastrous since restoration of
groundwater quality is a much slower process.
The impacts of run-off laden with sediment may be felt In villages that depend on the fish living
in the water-body. Increased load of light, difficult to settle, sediment will make the water more
turbid. If the concentrations are exceptionally high (>185 mg/I), smaller fish can be harmed.
Heavier sediment may smother the algae growing in the lower strata and would completely alter
the substratum of the watercourse. Excessive sediment loads may also mean disruption to
areas where fish lay their eggs. However, it must be noted that these effects are probable only
during construction stage.
Increased sediment load, lesser sunlight, difficulty to settle, etc will make the water more turbid.
If the concentrations are exceptionally high (>185 mg/I), smaller fish can be harmed. Large,
heavy sediment, particularly with slow moving water (like in the Sone), may smother algae and
eventually alter the nature of the sub-stratum. The water quality of surface drainage channels is
likely to be impaired as long as the construction period continues. However, measures to divert
the passage of pollutants into the river can be adopted to minimize the impact.
Operation Stage
No contamination of any water source is envisaged during the operation period.
@ Loss of Water bodies/Ground Water sources
Entire water bodies (ponds, lakes and livestock tanks) or portions of these may be lost because
of earth moving activities of road construction projects. Filling up of these water bodies shall
lead to direct long-term impacts since this shall lead to drainage disturbance in the area. The
impacts are reversible since most of the water bodies in the project corridors are percolation
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Consolidated EIA Report
Grand Trunk Road Project
tanks with no significant aquatic flora and fauna. These water bodies serve as valuable water
resources especially in rural areas without piped or potable water supplies, by recharging the
surrounding wells-
Pre Construction Stage
This Impact is envisaged during the Pre construction stage when the site Is readied for
construction activity. This impact is predominantly restricted to the Pre Construction Phase.
The proposed four laning involves addition a new two lane and median to the existing
carriageway. This means requirement of more than 15m of additional land for the new two
lanes. The proposed widening is likely to impact water bodies, which are in proximity to the
existing carriageway. The number of water bodies being impacted will depend on their distance
from the existing road and the side on which the road is to be widened. Table 7-12 shows the
likely impacts on the water bodies identified during course of the baseline survey.
Most of the surface water bodies along the corridor are non-perennial, and are used by the local
population for various purposes, some serve a source of water for drinking, some for cattle and
livestock in the post monsoon months, and others for cleaning and washing. In the absence of
piped or potable water supplies, especially in the rural areas, these water bodies serve as
important function by recharging local wells. As part of the project preparation, the alignment
has been carefully routed to avoid any direct impact on these water bodies, however, at few
locations, the encroachment onto these water resources has been unavoidable. Table 7-13
presents the list of water bodies likely to be impacted due to the project.
Loss of a local water source is a direct negative impact. Of the ponds being filled up, none is
used for drinking water purposes. However, a number of other uses are evident from site visits
as part of the consolidation and review exercise including fishing, washing clothes and utensils
and bathing cattle. Mitigation in the form of Increasing the storage volume of the water body on
the far side has been incorporated in the management plan. Since during design, proposing
widening on the opposite side has saved most of the ponds though there will be some local
temporary negative impact, the impact has been limited. Filling up of low-lying areas adjacent
to road formation to prevent water logging helps ensure the stability of the road. However, site
visits have shown that if this occurs, especially in packages IV A, IV C and V B, locals will lose
an important source of water utilized for irrigation, washing and even fishing.
Positive impact is expected in terms of improved drainage near urban areas with CD works
designed for a 50-year peak flood. Inundation in and around settlements will be reduced due to
the availability of channels of proper capacity to divert the run-off away. Increased run-off from
changing the surface of the land from alluvium to blacktop will also be diverted into the roadside
ditches.
The various water bodies along the corridor and the extent of impact due to the proposed
alignment are presented in Table 7-12.
Table 7-12: Likely Impacts on Surface Water Bodies along the corrldor
Pack ChanagDst
gacka uhainage Direction from Likely Impacts
IA   209.40a  North   20    No impact on water body as road is to be widened on South.
209.500  South   60    No physical impact to the pond. However the pond water is likely to be used for road
IA                         construction likely
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Packa Chainage     Dist
Packa  Dhinage  Direction  rism   Likely Impacts
ge    kms)                C
IA    218.000   South    16      The water body of about 5Dm x 50 m is envisaged to be totally affected,
IA     20.400   South    60      No impact envisaged due to widening on North
21.450   North    40       hese two big Ponds of size 5Ol3rm and 70/150m shall not be impacted due to their
IA       .istance from the road. How ever they may be used for road construction
21.69D   South    24    The proposed widening shall not physically impact the water body. However its proximity to
IA                              the road shall increase making it prone to pollution from road related activities
IA      .450   North      D      No impact as Raja ka Tal shall be bypassed
IA      .700   North      9      No Impact as Raja ka Tal shall be bypassed
IA     45.30D   North      _     Pond edge of 30 m length likely to be affected by the proposed road embankment
24     The water body is likely to be subject to pollution from road related activities during the
IA     49.650    outh             onstruction and operation period
IA    249.750   South    45      The pond shall not be impacted by the proposed project
251.200   North     9      rhe small pond is envisaged to be filled up during construction leading to loss of storage
lB     __ _ _     _ __ _    _ _   apacity
26D.40D   North   6       The water body is likely to be partially filled causing partial loss of storage by the proposed
lB                              Nirdening.
lB    260.750   South     8      No impact envisaged
IB _260. 750   North      _      The water body shall be impacted In the concentric widening proposed at the location.
261.50)   North and 10     The pond Is likely to be impacted due to construction related activities. Dust pollution is
IB  _           South            ikely due to movement of construction machinery, transportation of material etc.
262.400   South    10      The proposed widening shall impact the three shrines standing wihin the water body. Also
lB _          _     _o_    he pond shall be pareiail filled.
B    266.300   South            The pond of area 20m x 30 m shall be partially filled
l 26658   North     14      he 70m x 50m Dhatri pond which is privately owned pvt and is used to cultivate singhada is
lB              N                ikelv to be partially impacted
2B 81_450   South    12         No impact due to the location being bypassed.
IB   1283_450   South    100   The 6Om x 35m shall no be impacted by the proposed four laning
285.40  [South    10  No loss of storage Is envisaged due to widening on north. However temporary construction
IB                               r Selated impacts such as pollution are envisaged
IB    289.900   North     30     No impact envisaged to the water body of 30m x4Om
297. 100C)  South    35   No impact envisaged to this line pond. Impact If any shall be temporary and restricted to the
lB      7       S                construction period___
300.600   South    12    No impact envisaged to this line pond. Impact If any shall be temporary and restricted to the
lB     r______ ________  ____  onstruction period
303.000   North     16      he pond shall be partly affected. The singhada cultivation taking place in it shall be partially
IB     .         o                ffected.The waterbody shall be subjected to construction time dust pollution.
IC      2.2    South              o impact due to proposed bypass
IC    39.8      North            T he waterbody shall not be impacted.
IC    387.2     North            T he waterbody shall not beimpacted.   ___   __      __
IIB   25.9      South            The Waste Water pond shall be partially impacted.
he Waste Water Pond, KDA Colony shall not be impacted as proposed fourtaning is on the
lB    480.9    South            North
IVA   32.4      North             a  i Pokhra or pond shall not be impacted.  ___      _
IVA      ___   South      _ _Bha~ika Pokhrao impt etnv iged.___               ____ _s
B   271.35    South             he new alignment is dangerously close for the pond, which at places is only 1 m way from
he edge of the water. As most of the highway will be raised it embankment will protrude still
n side the pond. The surface runoff will also find its way in the pond through roadside ditch.
Though the berm will almost remain intact, the construction activity may disturb the stability
. f the berm. A part of the berm will be chopped off for the urban drain. This might weaken
VB   292.3     North            :he berm
A number of ground water sources namely wells and tube wells shall be relocated due to the
proposed  four laning.   Relocation  of these  water resources have  been  worked  out in
consultation with the community, and all community resources impacted due to the project will
be relocated at suitable locations. The typical designs and details of the relocation of the hand
pumps and the protection measures for the various categories of wells need to be worked out to
minimise the impacts during both the construction and operation stages of the project.
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Table 7-13: Ground water resources Impacted by the proposed project.
Package    No of Wells  No Hand pumps
Impacted     Impacted
IA        5             79
18        14            64
IC        32            61
118       7             23
IVA       87            189
IVC       3             48
VB        42            84
Total     190           548
Construction and Operation Stage
No loss of water resources, either surface or ground is envisaged during the construction and
operation stage.
s Flood Hazard
All the rivers of the Himalayan Drainage system are north south flowing perennial rivers,
causing frequent flooding and shift in course as they reach the lower reaches of the catchment
area. Man-made inundation problems occur mostly at the built-up stretches due to raising of
shoulders/kerbs by the local residents. Some parts of Agra, Kanpur, and Varanasi in UP are
prone to flooding whereas in Bihar the stretch where the road intercepts the Tilaiya Tank is
prone to flooding. As the proposed road is to be raised above the flood level, the risk of
overtopping of the project road is minimal.
At these locations that are vulnerable floods, adequate prevention measures as the provision of
wider drains, adequate cross-drainage structures need to be provided to minimise the flood
impacts due to the project.
7.3.3 Land
*o Physlography
Pre construction and Construction Stage
Road construction activities involve alterations In the local physlography and drainage patterns.
The impacts on physiography may include destabilisation of slopes due to cut and fill
operations. Cut-and-fills will be designed for improvement to the road geometry, and parallel
cross drainage structures will be added to improve drainage.
However, as the GT road, up to package IV C, traverses the generally flat (average slope of
0.05%) Indo Gangetic Plains, with slopes generally from the west-northwest to the south-
southeast, there is no major impacts likely on the local physiography. Throughout packages 1, 11
& IV, there would be no grading of the roadside area and the work would consist of raising the
pavement embankments. The highway stretch in Package V-B (km 240-km 320) falls in the
Hazaribagh plateau, which is a gentle rolling terrain. To minimise the destabilisation of slopes
due to cut and fill operations, in package V, between km233 and km243, the road elevation
rses by 30m; between Champaran (km261) to Barhi (km283), the terrain is gently rolling. In
these stretches, some amount of cuts and fills would be necessary to accommodate the new
two-lane pavement. There may be an impact on the topography as a result of accelerated
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erosion on the cut-profiles of the older landslide debris (from the Chhota Nagpur plateau), if any
cutting were undertaken. However, no cutting has been designed in this project, and impact on
topography has been minimized.
0) Geology and Seismology
Pre-Construction, Construction and Operation Stage
The region through which the project highway passes is structurally a part of the Ganga plain.
The entire stretch of the project highway traverses through seismic zone IlIl as defined by the
Indian Standard (IS) 1893-1994 seismic zoning classification system, i.e., a zone of relative
stability. The project does not have any impact on the geological or seismic stability of the area.
03 Loss of Productive Soil
Pre Construction Stage
Loss of productive soil is envisaged only if workers camps, stockyards, storage godowns etc are
located on fertile areas. The EMP can ensure that no productive areas are used for these
purposes and avoid adverse impact. Similarly, the contractor shall not use productive land for
borrowing.
Construction Stage
The soils along the corridor are of alluvial type, capable of producing high yields, largely due to
the rich soil nutrients deposited by the Ganga and Yamuna Rivers and their tributaries. Soils
both, within and outside the RoW may be negatively impacted due to the proposed project. The
loss of productive topsoil due to road construction is a direct adverse long-term impact. Such
loss would be further significant as the project area, is located in the fertile Gangetic Plain. The
entire corridor lies in a fertile agricultural belt, the adjoining land use Is predominantly
agricultural. This loss of topsoil, especially in the irrigated areas, is a long-term residual impact.
Productive soil is also liable to be lost if agricultural lands are unduly borrowed or soil. The
project should ensure that in all such locations topsoil must be stacked aside and replaced after
the borrowing activity is over. The soil heaps should be periodically compacted and sprinkled
with water to avoid loss.
The loss of productive soil, in one of India's most fertile regions, is a major direct long-term
impact. With about 17% of the existing alignment being bypassed, the potential loss of
agricultural land is very high. Though this is a genuine concem, the benefits of realignment in
terms of increased flows, safety and improvement in ambient air quality in settlements avoided
will compensate at least in part for the loss to the economy as a whole. Individual landowners
will be adversely impacted. Table 7-14 gives the details of land acquisition for the GTRP.
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Grand Trunk Road Project
Table 7-14: Agricultural Land to be acquired for the Project
Contract Package   Productive land to be acquired
IA                 69.7 ha
IB                 94.0 ha
IC                 199.76 ha
IIB                13.7 ha
IVA                45.52 ha
IVC                124.13
VB                 47.09 ha
Source: RAP Reports, Packages I to V, GTRP
Though the impact on the productive soil is unavoidable, adequate measures need to be
worked out for minimising the loss of soil, as by the storing of topsoil to be laid back after the
construction period etc. Emphasis should be laid on maximum use of the stripped topsoil in
medians, road junctions, redevelopment of borrow areas and additional landscaping works in
the road project. The project shall take enforcement measures to prevenV minimise the use of
topsoil from other locations such as borrow areas, stockyards, lands for diversions.
o Soil Erosion
Pre Construction Stage
The removal of roadside vegetation will cause erosion, and increased run-off would in tum lead
to erosion of productive soil. The direct impact of erosion Is the loss of embankment soil and
danger of stability loss for the road itself. This impact is generally restricted to the RoW.
However, there is little discussion about what happens to the sediment as it is carried to the
nearest water body. As the profile of the road is being raised (about lm above the mean
maximum flood levels), erosion of the pavement embankment, if the side slopes are not
properly designed, will be an issue on most part of the project road. The project has taken care
of this issue at the engineering design stage itself, as at design gradients of 1:2, the slopes of
the embankments are perceived to be stable for all stretches of road.
Also, as the road passes through a region of sandy loam or silty clay with medium plasticity in
the Gangetic plain, the potential for erosion is low. The erosion Impacts in package 1, 11 and IV
will not be high as the terrain along the road alignment is essentially flat. However, erosion
problems need to be addressed in Package IVC where erosion is likely to occur on 44% of the
road embankment, where the side slope is between 33% and 40% and on another 23% of the
road embankment, where the side slope is more than 40%. These sections of the road
embankment would need stone pitching or any other suitable turfing.
Construction Stage
Elevated sections of road in all sections, particularly all high embankments along the bridges,
ROBs and the bridge approaches would be vulnerable to erosion and need to be provided
proper slope protection measures to prevent erosion. Construction of new bridges involves
excavation of riverbed and banks for the construction of the foundations and piers. If the
residual spoil is not properly disposed off, increased sedimentation downstream of the bridge is
likely.
Though during construction period, drainage alteration and downstream erosionlsiltation is
anticipated, due to the improved design and added capacity of the cross-drainage structures,
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Grand Trunk Road Prject
there should be an improvement in the drainage characteristics of the surrounding area. The
potential for soil erosion can be pervasive during the construction stage, more pronounced
along:
* Bridge end fills;
* Over-steep banks; and
* Embankment slopes and spoils.
Adequate slope protection measures need to be worked out at these locations. Removal of
trees to facilitate construction will cause erosion problems until the proposed compensatory
afforestation plantation is established. The potential for erosion from high embankments will
also be high. Design for additional two lanes will ensure that the erosion is minimized. Raised
carriageway sections e.g. Kanpur bypass in 11 B will have slopes, which will need protection
from the forces on wind and water, which can cause erosion.
It may not be possible to improve a road without removing trees and therefore erosion may be
unavoidable. However, to prevent the eroded material from entering the watercourse, silt
fencing can be provided at the end of ditches or cascade arrangements can be provided at the
end of ditches as they enter the watercourse. While the former requires frequent cleaning to
prevent built-up, the voids in the cascade will be filled up by eroded material and eventually
vegetation will be established there. The regular cleaning of the highway ditches by the NHAI
will ensure that these structures will not be overloaded or rendered Ineffective due to overload.
Operation Stage
No soil erosion is envisaged when the road is in operation as all the slopes and embankments
of the project road shall be stabilized through sound engineering techniques. The issue has
been addressed at the design stage itself and all slopes have been 1:2, which shall ensure
stability of the embankment. Appropriate landscaping measures such as pitching of slopes and
turfing shall prevent soil erosion taking place.
o Compaction of Soil
Pre-Construction Stage
Compaction of Soil will occur in the pre-construction stage (particularly during site clearance
stage) due to movement of heavy machinery and vehicles. Transplantation of trees involves
very heavy machinery to uproot trees and haul them to the site of transplantation. Similarly,
compaction will take place during setting up of construction camps and stockyards. However,
this is a short duration impact. Appropriate measures need to be specified in the Environment
management plan to minimize the area of soil compaction.
Construction Stage
Compaction occurs beyond the carriageway and within the vegetated area of the RoW by the
movement of vehicles and heavy machinery. Movement of vehicles during road construction is
the major cause of soil compactions. This impact is direct and will be maximum in the RoW. It
is necessary to ensure that there is no adverse impact of soil compaction in areas other than the
RoW, where vegetation can grow and rain infiltration will take place.
La ASoCiaes
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Operation Stage
During the operation period compaction will be restricted to the CW itself. Compaction cannot
be said to be an impact of the operation stage as the pavement itself is a function of compacted
base and sub base.
® Contamination of Soil
Pre-Construction Stage
Contamination of oil in the pre-construction stage may be considered a short-term residual
negative impact. Soil contamination may take place due to solid waste contamination from the
labour camp set up during pre-construction stage. This impact is significant at locations of
construction camps; stockyards, hot mix plants etc. will come up in this stage.
Construction Stage
Contamination of soil during construction stage is primarily due to construction and allied
activities. The sites where construction vehicles are parked and serviced are likely to be
contaminated because of leakage or spillage of fuel and lubricants. Pollution of soil can also
occur in hot-mix plants from leakage or spillage of asphalt or bitumen. Refuse and solid waste
from labour camps can also contaminate the soil. Contamination of soil during construction
might be a major long-term residual negative impact. Unwarranted disposal of construction
spoil and debris will add to soil contamination. This contamination is likely to be carried over to
water bodies in case of dumping being done near water body locations.
Operation Stage
During the operation stage, soil pollution due to accidental vehicle spills or leaks is a low
probability but potentially disastrous to the receiving environment should they occur. These
impacts can be long term and irreversible depending upon the extent of spill. There should be a
disaster management plan in case of such major spills occurring.
o Quarries and Crushers
The excavation of quarries and borrow pits used for obtaining rocks, soil and aggregate
materials for road construction can cause direct and indirect long - term adverse impacts on the
environment. Although the cut operations shall generate ample rock and soil material it is likely
that material from quarry and borrow areas could be needed depending on the appropriateness
of the material quality.' The impacts of Quarrying operations could be significant at various
stages of road construction. Quarrying and could have a critical impact especially on the air
quality of the area especially the area downwind to the quarry. The stage wise impacts are as
described below.
Pre Construction Stage
Existing quarries that are already in operation with the required environmental clearances have
been recommended for this project, and no new quarries have been proposed. The bulk of the
materials needed for the construction of the embankments will be procured from the existing
quarries. As these quarries are already in operation with the requisite environmental clearances
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Grand Trunk Road Project
and redevelopment plans, no major impacts, which arlse In making new quarries operational,
are likely.
Construction Stage
A major source of dust during the construction stage Is from stone crushing operations from the
crusher and the vibrating screen. The dust, in addition to being an eyesore, reduces visibility
thereby increasing safety concems. Dust is generated due to procurement and transport of raw
materials from quarries and borrows sites to the road construction area. These impacts will
persist till the activity ceases. The regions especially downwind to the quarries/borrow areas
are more vulnerable to air pollution
As no new Quarry needs to be opened for this project (majority of the material being generated
from cut operations within the site itself), therefore, no new impacts are likely to arise due to
quarrying operations. A properly enforced EMP could improve the working conditions of
workers in the existing quarry areas selected for the project.
Though the quarry materials are to be transported over long distances to the construction sites,
almost all the quarries identified have proper access roads, therefore, no major impacts during
the hauling of materials is envisaged. The issue of dust generation etc along the haul roads
needs to be addressed through proper enforcement of dust suppression measures.
o  Crushers within the Gautam Buddha Wlld Life Sanctuary
The baseline survey reported hot mix plants and crushers in full operation within the buffer area
of the Wild Life Sanctuary.No Impact during the operation stage Is likely, as all illegal quarrying
operations shall be stopped within the forest area.
o3 Borrow Pits
As the profile of the road is being raised (about lm above the mean maximum flood levels),
significant borrowing of earth is required for the embankment fill material, and for the
construction of the pavement. A total of 195,93,500 cu.m of earth is required for the project.
The soils to be used, as sub-grade, select sub-grade and shoulder materials need to be hauled
from designated borrow areas. A total of 118 borrows pits have been located along the vicinity
of NH2, which can be categorised into:
*  Barren Areas (or areas which are not cultivable)
*  Areas where the owners are willing to create ponds, or fishponds, and
*  Agricultural areas where the existing level of ground is higher than the surrounding and
the owners want these parcels of land to be lowered to facilitate irrigation.
As part of the project preparation of the individual packages, the consultants have identified
borrow areas for the materials required for the project. The identification carried out in early
1999 has changed significantly, and many of the borrow areas identified have been taken up for
any other beneficial uses or the owners have to be convinced again for any borrowing activity
on their lands. However, it was found that sufficient borrow areas exist in the vicinity of the
project highway to supply the earth requirement.
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Pre Construction Stage
A huge quantity of sand would be required for the cement concrete rigid pavement and for the
cross-drainage structures proposed. As the project corridor is in the vicinity of the major rivers
of Ganga, Yamuna and the Sone, sand required for the construction will mostly be procured
from these banks. None of these sites would require any preventive environmental measures.
However, the long leads mean that care would have to be taken to prevent spillage of material
and damage to the haul roads during transportation. No additional adverse environmental
impact, except those resulting from spillage during transportation, is expected to occur.
As the borrowing is to be carried out in accordance to the guidelines laid out in IRC-10-1961, no
major adverse impacts are anticipated. Also, productive agricultural areas have been avoided
for borrowing. However, the borrow area pits, if not treated properly after the borrowing is
complete, can form stagnant pools and pose health hazards to prevent which redevelopment of
borrow areas need to be worked out. Additionally, they can also act as breeding ground for
vectors like mosquitoes Just after monsoon. It is expected that the implementation of the
mitigation measures for borrow area redevelopment proposed as part of the GTRP will reduce
these impacts to acceptable levels.
Construction Stage
Cartage of the borrow materials to the construction sites can be of significance, as almost all
such areas are accessible through dirt tracks only and therefore, spillage and compaction of soil
along these tracks will be a significant impact. Proper protection measures need to be worked
out for the minimising of such impacts during the haulage of borrow materials.
Rehabilitation of borrow areas from which earth has been excavated can be a major potential
problem. In addition to visual blight, the other problems more down-to-earth are the safety
issues. At borrow area locations where the owners are willing to create ponds for fisheries etc,
proper protection measures for the drainage of the surrounding land and slope protection
measures need to be worked out.
o* Borrowing In the Wild Life Sanctuary
As the baseline reports, some private borrow pits have been identified in the Gautam Buddha
Wild Life sanctuary. These activities are contributing to habitat fragmentation and discontinuity
of the wildlife corridors within the sanctuary. The project needs to ensure that quarrying and
borrowing operations are not carried out in the sanctuary, nor should the project encourage or
facilitate road construction through use of the crushing units and borrow areas located in the
buffer are of the sanctuary. In fact, the project needs to initiate the task of rehabilitating these
activities outside the buffer area of the sanctuary.
® Use of Fly Ash as Fill Material
Pre-construction Stage
Fly ash particles are likely to be released during procurement and transport of raw materials
from Power Plants to the road construction area. Although fly ash is an excellent fill material, it
has adverse health impacts as well. Therefore, extreme care should be taken during handling
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Consolidated EIA Report
Grand Trunk Road Project
and transportation of this material. Fly ash being a very fine material gets air borne easily and
causes dust nuisance. Dust may also be a safety hazard and cause to environmental pollution.
To avoid this, fly ash must be kept moist and transported in covered dump trucks. Fly ash
should be transported to site in gunny bags and the vehicles should be covered with tarpaulin
etc to minimize fly ash dust being generated.
Construction Stage
Fly ash should be properly stacked at the site to minimize handling and in such cases adequate
precautions should be taken to prevent dust nuisance by spraying water on stockpiles at regular
intervals.
The surface of the fly ash stockpile should be covered with tarpaulins or a thin layer of soil or
other granular material not subject to dusting. Traffic movements should be restricted to those
areas which are kept moist, to prevent tyres of passing vehicles dispersing ash into the air.
Pond ash generally contains enough moisture to prevent dusting, and may even contain excess
moisture to create spillage during transport. Periodic inspection and lifting ash from relatively
dry areas of pond would be necessary in such cases.
The surface of the fly ash stockpile should be covered with tarpaulins or a thin layer of soil or
other granular material not subject to dusting. Traffic movements should be restricted to those
areas which are kept moist, to prevent tyres of passing vehicles dispersing ash into the air.
Operation Stage
No adverse impact from Fly ash is envisaged during the operation phase, as it will remain within
the embankment in a compacted form and topped by layer of soil. Further, adequate turfing
shall prevent any release of fly ash in the environment.
7.3.4 Noise levels
Though the level of discomfort caused by noise is subjective, there is a definite increase in
discomfort with an increase in noise levels. Road noise depends on factors such as traffic
intensity,  the  type   and   condition   of  the  vehicles  plying   on  the  road,
acceleration/deceleration/gear changes by the vehicles depending on the level of congestion
and smoothness of road surface (IRC: 104-1988).
The baseline noise levels monitored at various locations along the project packages indicate the
baseline levels exceed the permissible limits for residential and rural areas. Even the Lgo (night)
levels recorded at the various locations are close to or higher than the noise levels allowed In
residential areas during daytime. Thus, noise is a major area of concem, especially since a
number of sensitive receptors (schools, colleges and hospitals) have been identified to be quite
close to the road along the project packages.
The impacts on noise due to the project will be of significance in both the construction as well as
the operation stages.
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Pre Construction stage
Noise levels during the pre construction stage are mostly expected to be indicative of prevalent
baseline levels apart from localised noise levels at locations where pre construction stage
activities are taking place such as at workers camps, stockyards. These increased noise levels
will prevail only for a short duration during the pre construction stage. Moreover, as these
activities are not likely to be placed near settlement locations the increased noise impact is
bound to be negligible.
Construction Stage
Due to the various construction activities, there will be temporary noise impacts in the
immediate vicinity of the project corridor. The construction activities will include the excavation
for foundations and grading of the site and the construction of structures and facilities. Crushing
plants, asphalt production plants, movement of heavy vehicles, loading, transportation and
unloading of construction materials produces significant noise during construction stage. The
typical noise levels associated with the various construction activities and the various
construction equipments are presented in Table 7-15.
Table 7-15 Typical noise levels of principal construction equipments
(Noise Level in dB (A) at 50 Feet)
CLEARING                                         STRUCTURE CONSTRUCTION
Bulldozer                           80           Crane                                75-77
Front end loader                    72-S4       Welding generator                     71-82
Jack hammer                         81-98        Concrete mixer                       74.88
Crane with ball                     75-87       Concrete pump                         81-84
Concrete vibrator                    76
EXCAVATION & EARTH MOVING                       Air compressor                        74-87
Bulldozer                           80           Pneumatic tools                      81-98
Backhoe                             72-93       Bulldozer                             80
Front end loader                    72-84       Cement and dump trucks                83-94
Dump truck                          83-94       Front end loader                      72-84
Jack hammer                         81-98        Dump truck                           83-94
Scraper                             80-93       Paver                                 86-88
GRADING AND COMPACTING                           LANDSCAPING AND CLEAN-UP
Grader.                             80-93        Bulldozer                            80
Roller                              73-75       Backhoe                               72-93
Truck                                83-94
PAVING                                          Front end loader                      72-84
Paver                               86-88       Dump truck                            83-94
Truck                               83-94       Paver                                 86-88
Tamper                              74-77        Dump truck                           83-94
Source: U.S. Envtronmental Protection Agency. Noise From Constrnction Equipment cnd OpercttonS. Building Equipment
endHomeAppliances. NJID. 300.1. Decembr31. 1971
Though the noise levels presented for the various construction activities far exceed the
permissible standards, it is important to note that the construction noise is generally intermittent
and depends on the type of operation, location and function of the equipment. Proper mitigation
measures as to regulate the timings of construction, employing noise protection measures etc.
need to be worked out.
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Operation Stage
To assess the noise levels at the various sensitive receptor locations along the corridor, the
prediction of noise levelss has been done for the years 2004, 2014 and 2024, using the FHWA
Transportation Noise Model. The predicted noise levels are plotted to represent the scenario
along the corrdor in pre and post project stages. The predicted noise levels are presented in
table 7-16 to 7-22 (For noise level contours, Volume on Nolse Quality Assessment Report).
Noise contours are plotted by applying the FHWA model up to a distance of 500m from the CW.
Package I A: Along package 1-A, the noise levels are now between 50 and 70 dB(A). It is
predicted that the levels will rise to as high as 88 dB(A) in 2025 A.D. Even the lowest values will
be around 64 dB(A) - only 1dB(A) less than the day time limit for commercial areas. The
highest noise levels are at the beginning of the corridor, on the outskirts of Agra. The largest
increases in noise levels are at Firozabad, where the levels rise by 15 dB(A) above the present
by 2025 A.D. The lowest predicted levels are for the stretches km 228 to km 232.5 and 236 to
km 238.5 (Table 7-16).
Table 7-16:Predicted Noise level along Package I A
Package   Chainage   Location        Land use      Permissible Standards  Noise levels (Leq) in dB (A)
(daytime) dB(A)       2000    - 2015        2025
I A       200.300    Dayalbagh       Urban         65                     73.5      84.8       88.4
I A       206.000                    Forest area   50                     74.0      80.8       84.4
I A       218.000                    Rural         55                     72.7      81.8       85.4
I A       235.000    RajakaTal       Urban         65                     73.0      79.7       83.3
I A       242.800  IRrozabad         Urban         65                     70.4      81.5       85.2
I A       250.000                                  55                     74.4      80.6       84.2
Package I B: For package 1 B, the predicted noise levels are expected to be between 65 and
88 dB(A) for 2025 A.D. The highest predicted noise levels are observed for stretches just west
of Shikohabad (between km 258 and km 262), while the Sirsaganj bypass and settlements of
Dhatri, Fulpur, Dhuirai in Etawah district have some of the lowest noise levels (Table 7-17).
Table 7-17: Predicted Noise levels along Package I B
Package   Chainage   Locabon               Land use         Permissible    Noise levels (Leq) in dB (A)
Standards      2000      2015         2025
I B       261.800    Mosque(Sikohabad)   Urban              65             68.1      81.1         84.8
I B       267.000                          Rural            55             72.8      80.0         83.2
I B       283.600    Ukraid                Rural            55             71.1      79.5         82.7
I B       290.000                          Rural            55             72.1      80.4         83.7
I B       297.300    Kursena temple        Rural            55             66.3      77.5         80.8
I B       308.800    Etawah Rail crossing   Rural           55             71.3      77.5         80.8
S        Operational noise for the highway are predicted through the model developed by Federal Highway
Administration, Department of Transportation of the U.S. Likely noise levels at vatious receptor locations
predicted through FHWA noise model. The various assumptions predicting the noise levels along the corridor
through the FHWA model were:
*    No significant change in the vehicle characteristics Is anticipated during the projected period;
*   There are no major grade differences In the project area as t is generally a plain terrain and gentle
slopes of 1 % to 3%., and no significant effect of grade on the noise levels is anticipated;
*   The traffic along the proposed section is assumed to flow simultaneously in both the lanes and in both
directions;
*   Noise from other sources apart from the highway is not being accounted for in the modelling; and
* The receptor Is considered to be Independent of the noise emitted from the adjacent stretches.
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Package I C: For package I-C, highest levels of about 85 dB(A) are expected around km 378
and then between km 390 and km 392 (Table 7-18). The lowest noise levels are between km
369 and km 372 and then around km 386 to km 387.5.
Table 7-18 :Predicted Noise levels along Package I C
Package  Chainage  Location           Land use       Permissible   | Noise levels (Leq) in dB (A)
Standards     2000    2015     2025
I C      336.000                      Rural          55            72.3    79.6     82.9
I C      358.000   Ajitmal village    Rural          55            68.1    80.6     83.8
I C      365.500   Muradganj mosque   Rural          55            67.3    79.6     82.9
I C      382.000   Aunrya             Urban          65            73.1    80.5     83.8
Package II B: The noise levels in package 2 B are lower though some intersections are
completely urbanized. It is predicted that the highest noise levels in 2028 A.D. will be about 74
dB(A). While the lowest values are expected to be around 51 dB (A), they are still higher than
the allowable levels of 45 dB(A) in residential areas at night (Table 7-19).
Table 7-19: Predicted Noise level along Package II B
Package  Chainage  Location           Land use       Permissible    Noise levels (Leq) In dB (A)
Standards     2008    2018       2028
II B     472.100   Bhaunti            Urban          65            64.7    67.8       70.7
II B     478.800   ROB                Urban          65            65.2    68.5       71.6
II B               Naubasta crossing    Urban        65            66.7    69.9       73.1
11 B     8.800     Ramadevi Crossing    Urban        65            67.6    70.9       74.0
II B     25.600    Sarasaul           Rural          55            66.7    69.9       73.1
II B     34.000    Thick vegetation   Rural          55            62.9    66.2       69.3
Package IV A: For Package IV A, the highest noise values are predicted around Jagdishsarai
and Chandauli (km 31-33) with highest levels around 84.5 dB(A). Package 4 A will see a rise of
nearly 15 dB(A) from the existing noise levels (Table 7-20). The other high levels are expected
near settlements of Dirkhill (km 62-63), Karmanasha (km 48). The lowest levels are projected to
occur along the VRM-bypass and along km 49 to 52. In 2025 A.D., it Is predicted that the noise
levels at many places within 25 m from the carriageway will be as high as 84 dB (A). Even as
far as 500 m from the centerline, the noise levels will remain at around 63 dB (A), 8 dB (A)
above the daytime levels for residential areas.
Table 7-20: Predicted Noise level along Package IV A
Package  Chainage  Locaton            Land use       Permissible    Noise levels (Leq) In dB (A)
Standards     2000     2015         2025
IV A     317.150   Varanasi Bypass    Rural          55            69.9     77.7         80.9
IVA      30.700    Chandauli          Urban          65            68.7     81.5         84.6
IV A     39.500    Saidraza           Rural          55            72.0     79.6         82.8
IV A     58.000    Durgavathi         Rural          55            67.9     80.6         83.8
Package IV C: Package IV C has been aligned over agrcultural land to bypass Sasaram. The
present noise levels in villages close to the proposed new alignment will increase by as much as
14 dB(A). The highest predicted levels will be about the same as in IV A but the impact could
be higher since the villagers are unlikely to have been exposed to the same noise levels on
continuous basis. The highest noise levels occur near Dehri-on-Sone at the eastem end of the
package. The section of the bypass just at the beginning of Dehri and Suera village are
projected to have the lowest noise levels.
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Table 7-21: Predicted Noise level along Package IV C
Package  Chainage  Location         Land use      Permissible    Noise levels (Leq) in dB (A)
Standards    2000     2015      2025
IV C     111.600   Sasaram Bypass   Rural         55           68.1     60.8      63.4
rv c     122.500   Sasaram Crushers    Rural      75           68.1     60.8      63.4
iv c     134.000   Dehn-on-sone     Urban         65           70.5    60.8       63.3
Package VB: Noise levels along the package V B have a special significance since It passes
through Gautam Buddha Wildlife Sanctuary between km 242 and 260. Very high noise levels
(up to 83 dB(A)) are predicted for Chainage 252 to 260 km. The highest predicted noise levels
are 86 dB(A) at km.314 (Table 7.22).
Table 7-22: Predicted Noise level along Package V B
Package  Chainage  Location         Land use      Permissible    Noise levels (Leq) in dB (A)
.             I Standards   2000     2015       2025
V B     244.000   Santurary         Rural         50           73.2    78.2       82.1
V B     247.600   Bhalua            Urban         65           73.2    78.2       82.1
7.3.5 Flora
o Roadside Plantations and Protected Forest Areas
The principal impact on flora involves the removal of trees for the creation of a clear zone within
the Corridor of Impact. Reason for clearing trees is threefold:
* To prevent single-vehicle collision with the roadside trees, trees very close to the road need
to be cleared. Roadside trees are safety hazards, particularly those trees with strong and
rigid stems. Some trees are safety hazards because they preclude clear sight distances.
Some trees (such as Tamarindus indica) have a propensity to overtum when old and are
potential safety hazards depending upon age and decay condition. All trees that are safety
hazards need to be cleared.
- To ease construction of the embankment for the widened road formation and, to permit
construction of adequate roadside drainage structure, trees located within the area between
the pavement and the daylight line needs to be removed.
* Trees need to be cleared to facilitate construction of traffic detours. As the present project
is a four-laning project with two lanes existing, there won't be need for diversions except for
construction of bridges.
* The stage wise impact on roadside trees and plantation has been described in the following
sections.
Pre Construction Stage
The project has a significant, direct and long-term impact on Roadside trees in the Pre
construction stage.
The cutting of trees shall have manifold impact. Most visible impact is the loss of shade. Also,
there is a possibility of the local people being deprived of tree products, such as wood, fruits,
leaves etc. Removal of roadside tress will reduce comfort levels for slow moving traffic and
pedestrians. This is the only impact considered important after the effect on the embankment
stability has been considered. It may be pointed out that this may be marginal in case of a full
fledge National Highway, where the segregation of through (fast-moving) and local (slow-
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moving and pedestrian) becomes a major consideration. Whether the project should seek to
prevent pedestrians and slow moving vehicles from using the NH is a very contentious issue.
This negative implication needs to be taken into consideration by compensating with new
plantation along the RoW of the project highway, including predominant species and girth sizes
has been discussed in the chapter 5. The felling of these trees need to be compensated for by
compensatory afforestation, and wherever possible, the options of transplantation of significant
trees need to be worked out and adequate provisions for the monitoring of the same need to be
worked out.
Table 7-23: Roadside plantation to be impacted
Package     Number of trees to be felled
IA          7,900
IB          6455
IC          7622
II B        6972
IVA         15200
IVC         887
VB          3083
Total       48119
A far less contentious issue, which normally takes the back seat, is the importance of the
ecosystems supported by the roadside trees. Not only would the removal of trees lead to
erosion, it would also mean that the micro-ecosystems developed on the roadside with the
birds, animals and insects using the plantation over the years would be lost too. The only
mitigation would be to ensure that the compensatory afforestation required as per the MoEF
guidelines for the project is carried out with native species and proper care of the saplings is
taken to ensure that the roadside plantation retums to its previous state as quickly as possible.
Co-operation of locals to ensure that local cattle do not vandalize the saplings during the early
stages of growth will be required.
The roadside plantations in the state of Uttar Pradesh, declared as Protected Forests, will need
to be cleared for the project. Though the loss of these trees is an irreversible and long-term
impact, the loss of the roadside plantations shall have to be compensated in accordance to the
principles of the Forest (Conservation) Act.
® Reserved Forest Areas
The proposed alignment is likely to directly impact:
*  Agra Reserved Forest, along Package IA, between km.204 and km.206;
* Kaimur Hills Reserved forest along Sasaram bypass; and
* Gautam Buddha Wildlife Sanctuary between km.242.000 and km.260.000 along Package
VB.
While the first two are already degraded and there is significant human activity and
encroachment on these areas, the forests in V B are part of the Gautam Buddha Wildlife
Sanctuary.
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The Agra Reserved Forest
The 2 km stretch between km 204 and 206 in Agra is being used as a dumping ground for the
wastes from the city. Though the alignment has been routed to minimise forestland acquisition,
the acquisition of 0.5 ha of forestland has been unavoidable. The acquisition of forestland is
being taken up in accordance to the Forest (Conservation) Act. As the forest is already
degraded with city garbage being dumped within the forest and illegal felling of trees, no further
adverse impacts to the forest is anticipated. As part of the project, necessary corrective
measures need to be worked out to stop garbage dumping within the forest area.
The Kaimur Hills Reserved forest
The forests along the proposed alignment of the Sasaram bypass near km 311 are part of the
Kaimur hills.forest. These have been reduced from dry deciduous to shrub land by the
presence of humans and a road leading to the temple of the locally popular goddess
Tarachandi. The shops that line the approach to the temple complex have been the source of
human influence. In addition, the hill on the southern side of Sasaram, the large settlement
being bypassed is being cut away by quarrying, very liftle of which is legal, for rock. The
labourers, who do the drilling and cutting are housed in camps near the settlement of
Tarachandi in the forest, close to the proposed alignment. The total stretch of 200 or so meters,
which is theoretically under forests, appears little different from the seHtlements that dot
highways around the country. The improved access will mean that the illegal quarries will have
better roads to bring in new equipment and bring out the material for sale. The proposed road
may actually be built with material from these quarries. The project documents will specify that
the contractor shall use material only from licensed quarries to avert the use of such
environmentally degrading operations. More stringent measures from Bihar State Pollution
Control Board would be far more effective in actually improving the situation on the ground than
the proposal by the project to avoid use of unauthorized quarries.
The Gautam Buddha Wildlife Sanctuary
The major threat to the flora in the sanctuary area comes from deforestation for fuel,
overgrazing by cattle owned by people living within the sanctuary area, militant-illegal traders
nexus and fire rather than from the road construction activity itself. The road construction
activity itself will not have a further impact on the already degrades status of the sanctuary.
However, the project needs to ensure that allied activities such as location of construction
camps, setting up of stockyard, hot mix plants etc are not carried out in the sanctuary.
As the four laning within the sanctuary is proposed to be concentric and no land is to be
acquired for the road construction, therefore, it can be safely concluded that no adverse impact
to the flora of the sanctuary is envisaged.
Operation Stage
During the operation stage no further impacts are likely on the plantations in the forest areas
along the corridor. The impacts on flora within the Gautam Buddha sanctuary could differ due to
the prevalent situation there. The improvement of the NH-2 as part of the GTRP will entail
doubling the existing carriageway to a four-lane section and improve its condition to allow
vehicles at design speeds of 80-100 km/hr. The improved access to the forest areas is likely to
facilitate more intervention into the sanctuary. Unless appropriate measures are taken to curb
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access into the sanctuary the Issues such as illegal tree felling, man made forest fires, and other
anthropogenic activities shall prevail and contribute to the degradation of the natural forest.
7.3.6 Fauna
The Grand Trunk Road has been in operation for more than 400 years now with human
influence visible all along to length in all contract packages. Domesticated animals dominate
fauna species. There are no endangered species reported within the study area. There is
likelihood of slight Impact to local domestic animals, which graze in the area especially after the
road is constructed.
Pre-Construction Stage
The grazing ground for the local cattle is likely to be damaged because of the removal of green
cover during site clearance activities. Pre construction stage activities will mean mobilisation of
site clearance activities, which is likely to disturb animal life especially in the Wild Life Sanctuary
and the reserve forests in Package IVC. Increased vehicle movement in the area might lead to
the moving away of wild rabbits etc. from the project area. The National Chambal sanctuary is
more than 5 km away from the Project road and hence no impact of road construction is
envisaged to this sensitive area
Construction Stage
Fauna of Gautam Buddha Wild Life Sanctuary
The presence of endangered fauna, especially the tiger, In the area was a major driving force in
the declaration of the sanctuary. Widening the road within the Gautam Buddha Wildlife
Sanctuary is an area where the induced impacts may far outweigh the direct impact of widening
the road. Since the Grand Trunk Road has been around for centuries, it is reasonable to
believe that the fauna within the Sanctuary is accustomed to human presence in the area. With
more than 18000 people living within the sanctuary boundary, the wildlife should have
acclimatized to their presence.
The roads slice through many areas of otherwise contiguous habitat and may be the single most
destructive element of the habitat fragmentation process. However, to maintain populations of
large mammals, greenways in wild land settings should be designed in such a ways so that
animals may leam to avoid roadbed areas. When animals do attempt to cross roads, they risk
being struck by vehicles. In areas with high traffic volumes, road kill can be a considerable or
even the predominant cause of mortality. To avoid such accidental kill, the project should
provide for food concrete tunnels or underpasses need to be constructed as part of the project
Operation Stage
The envisaged impacts during operation stage are disturbance to local fauna and cattle of the
surrounding areas due to noise generated by vehicles. In addition, there is also likelihood of
accidental deaths of cattle crossing the road. At no of locations near rural areas cattle were
observed crossing the road. Due to improved road geometric design and capacity the speeds
shall increase increasing the possibility of accidents with animals grazing nearby the road. Also,
to creation of medians, which shall be, landscaped the possibility of animals being allured to
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cross over the road to graze on medians also increases. The landscape plan needs to take this
into account while deciding the species of shrubs etc to be planted on medians.
Oneration Stage Impacts on the Fauna of The Wild Life Sanctuary.
Further improving access could facilitate unscrupulous poachers and loggers better facilities to
move their wares around. With no management plan in place, even after 25 years of a
management plan for the sanctuary being prepare, without proper enforcement mechanism in
place, the improved access to the sanctuary is only an Invitation to plunder what remains of the
Bhalua-Dhanua forests-once the game-hunting park of the local rulers. To prevent any further
encroachment onto the sanctuary, entry to the sanctuary from the highway needs to be properly
regulated. The project, therefore, needs to control the accesses into the sanctuary from the
highway through design to the best possible extent.
A comprehensive management plan for the sanctuary with special encouragement to eco-
tourism could be the way forward. A necessary condition for such a development will be
improved infrastructure and better policing to prevent illegal hunting and deforestation to
preserve the attractions (wildlife) for legitimate visitors. Thus, the development of the road can
improve the existing conditions of the Gautam Buddha Wild Life Sanctuary.
7.3.7 Human Use Values
@ Land Acqulsftlon
A four-lane carriageway, national highway requires a standard 60m rght of way. This may be
optimised to about 45m. However, to provide for scope of further development (say adding two
more lanes, or service lanes) the requirement will be close to 60m. The existing RoW is
narrower than required in most of the places. Also, several bypasses are proposed in the
project (some bypasses are to be developed on available alignments of existing smaller roads,
but most of the bypasses are to be developed on brand new alignments passing through
agricultural fields).
Land acquisition shall mean loss of productive land, loss of community space along the existing
road, loss of private and public properties along the road. The total land acquisition In the
project shall be as per following table 7-24.
Table 7-24: Categories of Land to be Acquired or Transferred
Land Category        Package-wise Land Acquisition I Transfer Requirement In ha      Total
______               IA        IB       IC      11       IVA       ivc      VB
Private  Agricultural  69.67    94.00    199.76    13.70   45.52    124.13    47.09   693.87
Residential    1.04     2.96     8.64     0.08      0.01      -       0.27    13.00
Commercial     0.37     6.37     8.01     0.04      0.22     0.02     0.468   16.49
Sub Total (a)         71.08    103.33   216.41    13.82    46.76    124.16    47.82   622.36
Govt.  Vested Land      -        -        -      8.20      6.72     11.60    12.88    3940
Forest Land    0.55                        -                 3.85      -       4.40
Sub Total (b)         0.66                        8.20     6.72     16.45    12.88    43.80
Grand Total (arb)     71.63    103.33   21641    22.02     62.47    139.60    60.70   666.16
Source: RAP Reporls, Package I to V, Grand Tnunk Road Pioject
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0 Highway Amenities and Facilities
As the baseline reports many of the highway facilities and amenities are located either in the
RoW or abutting it. In cases of restricted RoW, land has been acquired for four laning. In some
of the areas, the project the road traverses through densely populated settlements. Some of the
infrastructures built to facilitate the basic needs of the communities in these areas are affected
by the project (Table 7-25).
Table 7-25: Amenities and Community Resources Affected by the Project
Resource             Package                                        Total
IA    IB    IC    IIB   IVA   IVVC   VB
SchooUCollege        24    6       7     1      7     3      4      52
Hospitals/ PHcs      3            16     -      -     -      -      t14
Office Building      -            1-     -     16                   6
Source: EIA Rapots, Package I to V, Giand Tn,nk Road PmolJct
o Change in Land Use
The development that the improved road will bring with it will induce a chain reaction towards
change in land use. Change In land use will be sparked off as a result of land speculation. The
road, which is flanked by agricultural fields, will witness overnight selling of these lands for the
prices that they will fetch. Industrialisation of fringe areas of cities is also a possible impact of a
road development scheme. The availability of cheap labour and easy access to markets in the
city will make roadside areas quite an incentive for the industrialist.
Reduced transportation costs and availability of high-class transportation facilities for raw
materials and products will be the most important advantage of the improved road. The
mushrooming of industrial areas on roadside will mean that the use of whatever infrastructure
facilities that may be available will preferentially go to the 'deep pockets' of the industry. This
will further strain these almost non-existent services. In addition, In case of polluting industries,
the environment will directly suffer if control measures are not in place.
Though not directly falling within the project's remit, the feedback from the proponents (NHAI) to
the civil authorities (Municipal Corporations, etc.) to implement appropriate planning restrictions
so that the road does not become the only magnet in the area can be a great help to avoid the
pitfalls like congestion, over-use of the road and under-development of the areas, which are
further away from the road itself. In case, it is envisaged that ribbon development will occur in
certain areas, provision can be made for providing access/service roads to ensure that
properties in the interior too can benefit from the better access available through the improved
highway.
0 Land Speculation
Better connectivity will also mean that the value of roadside properties will rise almost overnight.
The encroachment onto the RoW for the road to cash in on this opportunity is an almost
universal occurrence, to varying degrees. The lure of business from road users is usually the
main magnet. Unscrupulous people all over the country have been know to encroach the RoW
using God/deities as a pretext. Encroachment will mean that the future expansion/widening of
the road scheme will be problematic and the issues related with easement and eviction will
become a real challenge for the NHAI that is already stretched to the limit. However, the
damage to encroaching structure, whatever its status, in case of an accident will be far more
visible and potentially dangerous impact of such activity.
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Strict planning laws in conjunction with continuous unbiased monitoring of the development are
the only proven strategies against such illegal activities. Alternatively, the NHAI can take up the
responsibilities from police and civic authorities (municipal/revenue) to keep its RoW clear of
encroachment.
@  Cropping Pattern and Crop Productivity
The proposed project is likely to bring in its wake industrialisation and change in land use. This
translates into change of land currently under agriculture to more commercial use. It is
envisaged that due to this proposed change the crop productivity in the agricultural belt
immediately adjoining the RoW shall decrease. This impact is envisaged only to be valid for the
agricultural land immediate to the RoW. Although the spatial impact is likely to be insignificant
the impact will be irreversible in nature.
03 Exploitation of Resource base
Development of a road in areas previously not easily accessible can work like a double-edged
sword for the environmental resources in the area. While the road would unlock potential value
in the area, stimulate growth and make the environment hospitable, the rapid depletion of
natural resources, by means with which these areas cannot cope is a distinct possibility.
Development of such vital Infrastructure will lead to over exploitation of the environmental
resources (e.g. too much groundwater pumping, indiscriminate wastewater disposal, etc.).
While the medium term impacts may not be large enough to be noticed, the long-term
implications of such depletion are potentially disastrous. The severe depletion of ground water
resources in certain areas and threats of saltwater ingress into aquifers in areas near the coast
are likely if the expanded urban areas continue to use bore wells for their domestic water
supply.
0 Road Safety
The improvement of the NH-2 as part of the GTRP will entail doubling the existing carriageway
to a four-lane section and improve its condition to allow vehicles at design speeds of 80-100
km/hr. Increased vehicular speed mean that the fringe areas of the road are at increased risk
from speeding vehicles. The existing facilities and amenities along the road shall be subjected
to adverse impacts of road operation. The possibility of accidents is likely to increase. The
possibility of this happening is a cause of concern as there are about 97 schools and colleges
along the road.
7.4 RIBBONIINDUCED DEVELOPMENT
The development of a road scheme will lead to extension of urban areas especially at the ends
of cities through which the road passes. The improved transportation facility provides the
linkages that will allow much better access to previously difficult to reach markets (for buyers
and sellers). This would mean not only the people from congested areas in cities will want to
move to the fringe, but also, people from near by rural areas would migrate to the city. Urban
services are seldom able to keep pace with the growth of a city. The growth of a city beyond
the established spread network will mean piecemeal arrangements for services like water
supply, wastewater treatment and disposal, and transportation.
Growth of Class I towns may be attributed to integrated development of all the active sectors in
the city. Therefore each of the traversed Class I town will attain its respective pattern of growth.
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Due to availability of facilities a Class I city offers better opportunities and attracts migrants from
the neighbouring settlements who usually settle down towards the periphery of the city with
highest access facilities, i.e., along the suburban ends of the city roads or highways cutting
through the city. Also, due to pressure within the core the city people more and more opt to
move towards peripheral areas. Thus, the city grows towards radiating road pattem. However
the presence of any physical barrier may hinder the areal growth to one particular direction.
Agra - Past trends indicate a radial pattem of growth along the radiating roads. Expansion
towards the east is restricted due to the presence of physical barrier, the River Yamuna.
It is envisaged that Agra will grow at the same growth rate till 2001 as that in 1981-1991(2.53%).
For 2010 a 3% increase in the growth rate will take place thus the population will increase with
the growth rate of 2.61%. An increase is envisaged due to the operation of NH2. Also, a
comparative study of the like type cities (Varanasi, Allahabad and Meerut with growth rates
2.57, 3.21 and 4.91 respectively for 1981-91). Till 2015, growth rate will be the same as that in
2010 (2.61). For 2020, determined growth rate is 2.53% with a 3% decrease from that in 2015,
by 2015 Agra would have reached the same population limit as that of Kanpur in 1991, thus, the
1981-1991 growth rate of Kanpur has been deployed. For 2030, it is likely to grow at the same
rate as that of 2020 (2.53%).
Firozabad - The existing NH2 was once a bypass to the city. It acts as a congested city road
now. The area between the erstwhile bypass and the previous road is densely populated.
Future growth is also envisaged along NH2 itself.
Till 2001, Firozabad will grow at the same rate as that in 1981 -91 (0.61 %). For 201 0, the growth
rate will increase by 2% due to operation of 416 lane NH2 and the population will grow at 0.63%.
Firozabad is not comparable to any similar type of town in UP. It has very low growth rate due
to its inherent characteristics and proximity to Agra (which approximately only 45 kms away).
For 2015, it is likely to grow at the same rate as that of 2010, i.e., 0.63%. For 2020 there will be
a decrease by 1% thus the population will grow at 0.62% and will continue to grow at the same
rate till 2030.
Etawah - A bypass is proposed to the south of the existing road. Presently, the area along
NH2 is densely populated., It is envisaged that there will be further filling up of the area between
the existing road and proposed bypass and also lateral expansion along the Bypass.
Till 2001, Etawah will grow at the same rate as that in 1981-91 (1.01%). For 2010 the growth
rate will increase by 5% and the population will grow at 1.06%. A 5% increase in the growth
rate is envisaged seeing the population of like type towns - Rae Bareilly, Bulandshahr and
Modinagar where the 1981-91 growth rates are 4.50, 2.25 and 4.16 respectively. Also, a 5%
increase is likely due to the operation of 4/6 lane of NH2. Till 2015, it will grow at the same rate
as that in 2010. For 2020 a 2% increase from 2015 is envisaged, i.e., the population will grow by
1.09%, this comparable to towns like Mathura, Hardwar and Faizabad. For 2030, it will grow at
the same rate as that in 2020 (1.09%).
Aurraiya - The envisaged growth is likely along NH2. Lateral expansion equally on either side,
west and east. It is a rapidly growing city. It envisaged that Aurraiya will grow at the same rate
till 2001 as that from 1981-91 (12.52%). For 2010, it will register a decline of 5% in growth rate
and grow by 11.90%, still register a tremendous increase in absolute population. Thereon, it will
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register a 5% decline in 2015, 2020 and 2030 thereby growing at 11.30%, 10.74% and 10.20%
respectively.
Kanpur - Presents a radial growth pattem along the radiating roads. The coming up of the
bypass has attracted and affected the increase in density along itself, thereby guaranteeing
future expansion towards and along itself. To the north of the city lies River Ganga a natural
barrier to restrict growth towards north. Seeing past trends future expansion is envisaged along
radials only.
Till 2001, it is envisaged to grow at the same rate as that in 1981-91 (2.37%). For 2010 an
increase of 7% in growth rate is likely the population will grow by 2.54%. The growth rate is
comparable to like type towns - Jaipur, Nagpur and Lucknow with 1981-91 growth rates as
4.91%, 3.62% and 6.29% respectively. Also, the operation of 4/6 lane of NH2 will register a
tremendous increase in activity and movement in the city. Till 2015, it is likely to grow at the
same rate as that in 2010. For 2020, a 5% decline in the growth rate is envisaged, the
population will grow by 2.42% and will grow at the same rate till 2030.
Varanasi - City's present concentration trend is to the north of NH. A bypass has recently
come up. Seeing the trend of development along bypasses in other cities along NH2 it is
envisaged that Varanasi will also register growth in the area between the prior NH2 and the
bypass. The VRM junction towards the east end of the bypass has attracted settlement
concentration.
Till 2001, the population will continue to grow at the same rate as that in 1981-91 (2.57%). For
2010, an increase of 3% in growth rate is likely and the population will grow by 2:65%. This
comparable to like type towns - Allahabad, Meerut and Asansol with 1981-91 growth rates of
3.21%, 4.91% and 5.19% respectively. Also, the operation of 4/6 lane of NH2 will guarantee a
boost in all the allied sectors as well, thus determining a growth trend. Till 2015, it will grow at
the same rate as that in 2010. For 2020, it will register a 2% decline in growth rate and the
population will grow by 2.60% same growth rate will be followed till 2030 as well.
The areas have been projected on the basis of projected populations. The density has been
kept constant as that of present density and thereby future areal extent has been calculated.
These areal extents have been further estimated to grow in different directions depending upon
the class size of the settlement. The direction of growth is based on following assumptions.
* The lower order settlements continue to grow along the roads with higher density towards
the highest order access. The distance decay factor from the higher-class town is the
determinant factor for the areal growth of the lower order settlements (Class IlIl, IV, V, VI),
until hindered by a physical barrier.
*  Growth Pattem of the smaller settlements along NH2 has been largely influenced by traffic
and the related formal and informal transportation services. Thereby, these settlements
depict a longitudinal pattem of development. With further increases of traffic on NH2, it Is
envisaged that these settlements will acquire either of the forms. One, increase in present
density secondly, an extension of the area along the road.  However, both these
phenomenon are likely to happen and progress towards the nearest higher order settlement
by the virtue of distance decay effect. After analyzing the growth pattem and the presence
of natural physical barriers.
L. Asaociates
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Areal Expansion of villages is dependent upon the distance from the nearest higher order
settlement. It is mainly concentrated along the highest order access road and grows
towards the higher order settlement due to proximity.
All the rural settlements, i.e., villages will also continue to grow at the same rate as per their
respective past trends.
All the settlements along NH2 will experience a sudden boom in activity and population
around the start of operation of 4/6 lane NH2. This will bring an influx of opportunities,
ideas, materials, employment and movement. Thus, a growth is envisaged in all these
settlements.
Possibility of Growth by Stretches
Extrapolations of areal growth of urban and rural settlements will ultimate into distinct urban and
rural stretches along the corridor. On the basis of above established hierarchies, entire corridor
may be divided into following stretches:
*  Km 199.660 - km 284.050, where the highest order settlement is Agra, it Is envisaged that
the sprawl of the dependent settlements will be towards Agra.
e  Km 284.050 - km 350.750, where the nearest highest order settlement is Etawah, it is
envisaged that the sprawl of the dependent settlements will be towards Etawah.
Km 350.750 - km 393.000, where the highest order settlement is Aurraiya, it is envisaged
that the sprawl of the dependent settlements will be towards Aurraiya.
Km 470.00 - km 38.000, where the highest order settlement is Kanpur, Kanpur is also the
highest order settlement along the project corridor by the virtue of its heavy industrialization.
It is envisaged that the sprawl of the dependent settlements will be towards Kanpur.
Km 317.000 - km 65.000, where the highest order settlement is Varanasi, it is envisaged
that the sprawl of the dependent settlements will be towards Varanasi.
* Km 110.000 - km 140.000, where the nearby highest order settlement is Aurangabad, it is
envisaged that the sprawl of the dependent settlements will be towards Aurangabad.
- Km 240.000 - km 320.000, where the nearby highest order settlement is Dhanbad, it is
envisaged that the sprawl of the dependent settlements will be towards Dhanbad.
Wherever new Bypass Is proposed the growth will take place all along the access road
towards NH2 and at the start and end of the Bypass.
Certain assumptions have been drawn related to the future growth pattern of settlements.
Either side Class I Settlements have been placed with intermittent smaller order and rural
settlements. These settlements may grow with varying percentages towards either of the
attraction factors. This growth pattern has been divided into the following stretches.
Stretch I - between Agra and Firozabad
Agra                                                                      Firozabad
(Km      Class 11   Class III    Class IV  Class V  Class VI    Rural   (Km 24000)
199.66D)
60%                          Etmadpur                                       40%
50%                Tundla                                                   50%
20%                                                RajaKaTal                80%
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Grand Trunk Road Project
10%    l            l            l             l            |              |  Alinagar       90k
10%                                                      ~~~~~~~~~~~~~~~~~~~~~~~~Khenjra
Stretch II - between Firozabad and Etawah
Firozabad                                            Class                                    Etawah(k
(km  b 240.000) Class 11     Class III    Class IV    V       Class VI          Rural          316.000)
(km 240.000l)  _______    ____V                                                                  316.000)
100%                                                                         Asfabad
90%                                                                       Muhammadpur
20%                                                                         Naushera
70%         Shikohabad                                                                         30%
80%                                   Sirsaganj                                                20%
50%                                                                           Bawali           50%
50%                                                              .          Rudhawali          50%
70%                                                                         Murlidhar          30%
80%                                    Ukhrend                                                 20%
10%                                                         Mithepur                           90%
10%                                                                          Dhulpur           90%
30S6                                   Jaswant                                                 70%
______________      _________     N agar__              _ _ _ _  __ _  _ _ _ _ _ _ _  _ _ _ _ _ _ _
Stretch IlIl between Etawah and Aurraiya
E 0wah (km     Class il     Class III    Class IV    C            Class VI          Rural         (km
40%                                                                              Pilkhar       60%
50%                                                                             Phoopal        50%
50%                                                Ekdil                                       50%
50%                                                                            Mania Mau       50%
50%                                                              Bilauli                       50%
50%                                                                             Durgapur       50%
50%                                   Bakewar                                                  50%
50%                                                            Mahewa                          50%
50%                                                           Sarai Ajitmal                    50%
40%                                                            Muradganj                       60%
0%                                                                              Chirauli      100%
Q   After Aurralya
90%                  I            I             I        I                      Janatpur       10%
50%                                                                              Khwa]a        10%
Phool
In the following stretches, Class I settlements are central in that respective corridor length.
Thus, the neighbouring east and west settlements along NH2 are likely to grow towards them.
Stretch IV - Kanpur stretch, (km 470.000 to 38.000)
All the settlements except Ruma, which lies to the east of Kanpur city, will become a part of the
urban agglomeration. Ruma will experience a 90% growth towards Kanpur and only 10%
towards the east end.
Lea Aaociuls
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Consdidated EIA Report
Grand Trunk Road Project
Stretch V -Varanasi stretch (km 317.000 to 65.000)
All the settlements to the west of the city will be engulfed as a part of the urban agglomeration,
the settlements to the east will experience the following growth pattern towards either east or
west.
West      Class II    Class III    Class IV  Class V    Class VI        Rural           East
90%                                                                  Said ByPass       10%
90%                                                                   Naubatpur        10%
90%                                                                     Kanta          10%
Stretch VI - Km 110.000 to km 140.000
West       Class II    | Class IlIl   Class IV    Class V  Class VI      Rural          East
50%       Sasaram    |                                                                  50%
70%      Dehri on Son  |                                                                30%
Stretch VIl - km 240.000 to km 321.000, in this Dhanbad a Class I settlement lies to the
east.
West       Class II    Class IlIl   Class IV    Class V  Class VI         Rural          East
30%                             _        I==   ___.   lBarwadi                          70%
20%   |                                  ____|      |  Chauparan                        80%
20%  l  ______X _                                                        Rasoia         80%
30%   T                         _                        Barhi                          70%
80%                                                                     Konhara         20%
50%   1             i          1            =                     1_    Barsot          50%
30%                1T _         _         X                             Jhurjhuri       70%
40%  T              I          i          I             Barakatha   I_60%
7.5  ARCHAEOLOGICAIJPROTECTED  MONUMENTS  AND  OTHER  CULTURAL
PROPERTIES
No direct adverse impacts on archaeological properties are likely due to the project as all
protected properties are well beyond the range of being impacted by construction and allied
activities.
7.5.1 Shrines and Sacred Structures
o Relocation of Cultural Assets
Pre Construction Stage
Cultural properties lying in the high impact zone are most susceptible to impacts due to pre
construction and construction activities.  Clearing of the site during movement of road
construction machinery is likely to require a belt of about 4-5m from the edge of the
carriageway, which is likely to adversely impact cultural properties especially lying in the high
L73  Asaock.
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Consolidated EIA Repoft
Grand Thunk Road Project
impact zone. Pre-Construction could also involve cutting down of sacred trees if they are
located in the Col.
Shrines and Sacred Structures will be subjected to varying degree of impact depending upon
their placement in the RoW. Structures, which are close to the proposed CW, are likely to need
relocation. Table 7-26 lists the package wise impact on shrines and sacred structures in the
RoW.
Table 7-26: Shrines and Sacred Structures Affected by the Project
Resource             Package                                        Total
IA   Il1        BC    II  IVA   IV       B Va
Temple/Mosque/Church  8     14    25    22    15    2        26    112
Shrines              19    14    40                                 73
Graves               25    16    13                                 54
Source: IndMdul EMA Reporft, - Pckagesi If, IV and V, GTRP and LASA Field Survey, Octobr 2000
Construction Stage
Construction Stage, which involves not only the actual road construction process, but also allied
activitles such as movement of heavy road machinery, haul vehicles etc as well. These heavy
vehicles need a belt of about 5m on the roadside for movement. Also, mixing etc activities need
space along the road edge. All similar activities are likely to damage religious structures located
in the RoW, especially shrines which are not always In the line of sight.
Operation Stage
Traffic Volumes and vehicles speeds are bound to increase after the proposed widening. As the
widening could mean curtailing of the of access way of religious properties, shrines and other
religious structures in the RoW / COI are likely to be exposed to collision risk especially during
night. One of the adverse impacts of the road rehabilitation project on the cultural property
located along the road edge is Increased risk of damage to the property due to likely vehicular
collision.
o Contamination of site
Pre Construction
One of the adverse impacts durng construction is the likelihood of the precinct of the cultural
property being contaminated by activities associated with road construction. activities of the site
being contaminated by spillage of oil, tar, etc. All the cultural properties located in the medium
RoW are likely to be subjected to these Impacts in varying degrees. Properties risk being
affected by spills of oils, tar or other liquids, etc. One of the adverse Impacts during construction
is the likelihood of the precinct of the cultural property being contaminated by activities
associated with road construction activities of the site being contaminated by spillage of oil, tar,
etc. All the cultural properties located In the medium RoW are likely to be subjected to these
impacts in varying degrees. Properties risk being affected by spills of oils, tar or other liquids,
etc.
La Ats*tss
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Grand Trunk Road Proect
Construction Stage
The issue of Contamination of Site is significant at the construction stage of the project.
Construction stage involves a lot of movement of vehicles, tankers etc. Vehicle servicing
stations would have to be set up on the site itself for regular maintenance and cleaning of the
vehicles. Servicing lmaintenance of these vehicles is likely to create oil spills etc. In addition the
setting up of construction/labour camps is likely to add to the problem if proper sanitary
conditions are not maintained at the site. The Cultural Management Plan must ensure that
proper sanitary conditions are maintained at locations of cultural properties.
Operation Stage
There is likelihood of contamination of the site during the operation stage only in case of
accidental oil spills or road accidents involving tankers etc. However, it is envisaged that
improved road geometrics, especially Improved pavement conditions would mitigate this issue
to a larger extent.
o3 Loss/ Disruption of Access.
Pre Construction
One of the impacts of road construction, which is also a subset of the above impacts, is
Interrupted access to the cultural property. There are chances that users of the cultural property
may face difficulty in accessing the property during the period of pre- construction. Increased
frequency of movement of haul vehicles may obstruct access to the cultural properties located
in the RoW. This Impact is however short term.
Construction Stage
Loss of Access is likely to be severe during the construction period, due to movement of
construction machinery, construction and labour camps or setting up of borrow areas, setting up
of service stations etc.
Operation Stage
Loss/Disruption of Access is envisaged in cases of land acquisition or severance of land. In
case of the proposed road widening, the road widening may take up part or whole of the
approach to the property thus making it vulnerable in terms of its safety or accessing it.
0  Loss of Ambience
Pre Construction
Pre-Construction activities, namely site clearance Is likely to disturb the environment of the
property. Though loss of ambience, In this stage Is a short-term Impact it could directly affect
the functioning of the cultural property.
Loa AafSs
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Grand Trunk Road Project
Construction Stage
Road Construction and Allied activities involve constant generation of dust, noise and
establishment of heavy vehicles on the site. Generation of such activity is likely to lead to loss
of ambience of the environment of the Cultural Property.
Operation Stage
The road rehabilitation project may affect the frequency of use of the cultural property and its
surroundings. Increased traffic may lead to commercial use of the roadside area of which the
cultural area might be a part. Increase in these kinds of activities might destroy the ambience of
several cultural properties In addition to compounding parking and encroachment problems
which could lead to a loss of ambience of the Cultural; Property.
7.6 QUALITY OF LIFE VALUES
7.6.1 Socio-economic Profile
The detailed socio-economic analysis of people, structures and property likely to be impacted by
the proposed project has been presented In the Consolidated Resettlement Action Plans. Table
5-27 highlights the social impacts due to the proposed project.
Table 7-27: Titleholders and Non-Titleholders among the Project Affected Families
and the Project Displaced Families
AFFECTED FAMILIES                            DISPLACED FAMILIES
LU.
Total  Titleholder Families   Non-Titleholder    Total  TMtleholder Families   Non-Titleholder
to    Afected                        Familles     Displaced                        Families
Families  Number    %      Number    '       Families  Number    %      Number    %
I-A    1,215     855    (70.37)    360    (29.63)    643      307    (47.74)    338    (52.26)
I-B    1,713    1,530   (89.32)    183    (10.68)    437      397    (90.85)     40      (9.15)
I-c    1,764    1,332   (75.51)    432    (24.49)    833      690    (82.83)    143    (17.17)
Il-B    1,347    94      (6.9S)    1,253   (93.02)   1,028     21     (2.04)    1007    (37.96)
IV-A    1,089    792    (72.73)    297    (27.27)    842       568    (67.46)    274    (32.54)
Iv-c    3,851    3,701   (96.10)    150    (3.90)    2,772    2,696   (97.26)    76      (2.74)
v-n     176      137    (77.84)    39    (22.16)      69       23    (38.98)     36      (61.02)
Total   11,166    8,441   (75.67)   2,714   (24.33)   6,614     4,702   (71.09)    1912    (28.91)
Source: RAP Repors, Package I to V Grand Trunk Road Pro)jct
The detailed socio-economic analysis of people, structures and property likely to be Impacted by
the proposed project has been presented In the Consolidated Resettlement Action Plan.
7.6.2 Public health and safety
Impacts on Public health and safety may arise durlng the phases of pre-construction,
construction and operation phases.  During the pre-construction and construction phases,
dismantling of the structures for Col clearance and road construction activities may result in the
following health hazards:
Breaking and dismantling of properties during pre-construction has psychological impacts
on their owners and others associated with them.
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Debris generated on account of the above-mentioned activities if not properly disposed
might give rise to health problems in the area. However, the structures to be dismantled
during pre-construction phase will mainly be of semi-permanent and temporary nature and
much of the waste shall be salvageable.
* Dismantling of first row of structures (generally commercial) along the highway shall lead to
exposure of second row of properties (generally residential) to higher dust, air and noise
pollution levels (such as in Sevalia on Corndor 09). This is a long-term effect (might extend
Into the operation phase) and may increase the effected households' medical expenditure.
* In case of non-local labour (If so Is arranged by the contractor), labour camps are set up at
one or more sites adjacent to the alignment, and at some ancillary sites, like aggregate
quarries. These labourers hired from outside can have clashes with the local population on
account of cultural and religious differences. The Influx of a large work force to an area,
already hard pressed for basic services (medical services, power, water supply, etc.), can
Impose additional stress on these facilities.
* In areas where wildlife resources are relatively rich, the workforce may be tempted to trap or
collect animals and plants for sale or kill animals for food. In addition, if altemative fuels are
not made available to the workforce, there Is a likelihood that trees will be cut down for
cooking or heating purposes.
Unsanitary conditions in the labour camps might also result in impact on health of labourers
as well as the local population. Transmission of diseases is also facilitated by the migration
of people. During the construction phase work, crews and their dependents may bring with
them a multitude of communicable diseases including sexually transmitted diseases (STDs)
like AIDS. This Is more so if the nature of the project requires more male-workers, who
have migrated from other parts of the state or country.
During road construction allied activities like quarrying and crushing operations, traffic
diversions, etc., may cause disruption of social and economic life of the local population of
the nearby areas. Dust and nolse generated in crushing and blasting operations may cause
nuisance to the nearby communities. Other problems perceived during construction period
is inconvenience to the local people as well as the highway passengers due to traffic jams
and congestion, loss of access and other road accident risks, as a result of diversion of
traffic and construction work on road.
The traffic amount and speeds are likely to increase throughout the road corridors. The
accident risk would tend to increase. Although the design speeds have been kept lower in
the major settlement areas, some amount of severance is expected in the rural areas.
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8. ANALYSIS OF ALTERNATIVES
The chapter tries to systematically compare feasible altematives to the proposed project with respect to
site, technology, design etc. An evaluation has been carried out for the 'with and without project"
situation-in terms of the potential environmental impacts for the justification of the project. The chapter
discusses how environmental parameters were assigned due importance and were carefully considered
in the analysis of alternatives.
8.1 THE GRAND TRUNK ROAD PROJECT
The Grand Trunk Road Project is being taken up as a part of the Golden Quadrilateral Highway
Improvement Programme being carried out by the Govemment of India, connecting the four major
metropolitan cities of Delhi, Calcutta, Mumbai and Chennai. The 1496 km long Grand Trunk Road (the
NH -2) is one of the most important arteries of the country, connecting Delhi and Calcutta, and has been
taken up for improvement to four-lanes with assistance from the World Bank and other multi-lateral
agencies.
The Grand Trunk Road between Wagha border (Amritsar) and Calcutta traverses across the 6 Indian
states of Punjab, Haryana, Delhi, Uttar Pradesh, Bihar and West Bengal. The importance of the project
corridor in the region and the country, which further justifies the improvement of the road corridor
connecting Delhi and Calcutta can be ascertained from the following:
*  The corridor falls in the fertile Indo Gangetic plains, which accounts for 30% of the agricultural
produce of the country and supports 25 % of the country's population.
- This corridor has been the conduit of development for the past four hundred years, and 7 of the 28
metropolitan cities of the country are located along the corridor and has 10% of the urbanisation
within 10km. As a result of the Intense developmental activities along the highway, the immediate
influence area (1 Okm on either side) supports a population of more than 4 crores. (40 million)
* The corridor between Agra and Ohanbad passes through two of the most populous and the least
developed states in India. An improvement of this important corridor will improve the ability of these
areas to participate in the economic development.
* The corridor opens up the vast hinterland to the Gateway ports of the East Coast (Presently, about
40% goods of UP moves through the western coast)
8.2 WITH AND WITHOUT PROJECT SCENARIO
8.2.1 Without Project Scenario
The existing Grand Trunk Road is a two-lane national highway with pavement width varying between 7-
10m. Carrying high traffic volumes of upto 40,000 PCUs, the capacity of the present highway is
insufficient for handling such volume of traffic and calls in for immediate improvements.
This ancient highway is continuously dotted with settlements and the traffic flow Is seriously Impacted by
severe conflicts between the local traffic and the through traffic. This is further compounded by the
various land use conflicts, in terms of uncontrolled development along the highway and the
encroachments onto the designated highway land (RoW). The population growth, increase in traffic
volumes and the economic development along the corridor would continue to occur and will exacerbate
the already critical situation. The existing unsafe conditions and the adverse environmental
consequences, in terms of the environmental quality along the highway, would continue to worsen in the
absence of the proposed improvements.



Consolidated EIA Reporf
Grand Trunk Road Project
Therefore, the no-action alternative is neither a reasonable nor a prudent course of action for the
proposed project, as it would amount to failure to initiate any further improvements and impede
economic development.
8.2.2 With Project Scenario
This scenario includes the widening to four lanes of the existing two lane NH-2 stretch between Agra
and Dhanbad, as envisaged in the project objectives. The "with' Project scenario, has been assessed to
be economically viable and will alleviate the existing conditions. It, would thereby, contribute to the
development goals envisaged by the Government of India, and enhance the growth potential of the
area.
To avoid the large-scale acquisition of land and properties, the project envisages the four-laning of the
highway within the existing RoW, but for the critical locations, where bypasses and realignments have
been proposed.
In spite of the various development benefits likely to accrue due to the project, as is the case of every
development project, the GTRP would be accompanied by certain impacts on the natural and social
environmental components. The potential impacts on the various environmental components can be
avoided through good engineerlng practices. Wherever warranted and avoidance has not been possible,
appropriate mitigation and enhancement actions will be worked out to effectively offset the
environmental damages inflicted due to the project. A detailed Resettlement and Rehabilitation (R&R)
Action Plan is also being worked out to improve the well-being and livelihood of the people to be
impacted. A comparative assessment of the "With and Without" Project Scenarios are presented in the
following table 8-1
Table 8-1 "With and Without" Project Scenarios - A comparative assessment
Component              "With" Project Scenario                       'Without" Project Scenario
Highway Geometrics      Divided four/ Six-lane carriageway vwith     Two-lane highway with poor geometrics.
geometric improvements
Speed                  80 kmph in Urban Sections                      20-30 kmph in Urban Sections
100 kmph in rural Sections                   50- 60 kmph in Rural Sections
Congestion in           Segregation of local and through traffic by the  Congestion In urban areas due to mixing of
Settlements            provision of service roads or realignment or  local, pedestrian and through traffic.
Bypass will greatly relieve congestion.
Pedestrian Safety      Along the settlement Stretches with            Pedestrian Safety an issue of major concern
significant pedestrian traffic, sidewalks have  especially along the settlements and
been provided.                               congested sections.
Environmental           Provision of bypasses around the major        Poor due to congestion and high emission
Quality                 settlements improves environmental quality   levels because of sloW movement of traffic. A
within the urban areas due to lowered         further deterioration is expected due to
pollution levels and relieving of congestion  increase in traffic volumes and further
congestion.
Drainagef Water        Will be improved due to reconstruction of     These issues remain unaddressed wRthout
Logging                culverts / bridges with adequate hydraulics,  the project
Road Side Amenities    Appropriate road side ameniies to be           Not adequate.
provided at various locations along the
corridor.
Wayside Facilities     Wayside facilities proposed at several         Not of adequate standards, quality and
locations, where necessary- like rest areas,  number.
with appropriate facilities for recreation,
motels, highway patrol, highway public
telephones etc.
Development             Higher potential for development due to       Development activities will be greatly
Potentiais             improvement in access and consequent          hampered by the gross inadequacy of
increase in connectivity                     infrastructure.
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Consolidated EIA Report
Grand Trunk Road Project
8.3 ANALYSIS OF CORRIDOR ALTERNATIVES
8.3.1 Expressway connecting Delhi and Calcutta
Realising the need to develop a fully modern transportation system to link the major centres of India,
the Government of India in the late 1980s commisioned a study of the need for and identification of
major expressways to be Improved over the long term. However, to date, the financial and institutional
resources to embark on the expressway construction have been limited. Therefore, the Gol has
proposed that a medium term programme was prepared for construction of highway improvements
(with assistance from the World Bank) in three of the high density corridors by the year 2000. between
Delhi to Ambala, between Delhi and Calcutta and between Madras and Trichy.
Notional expressway alignments' have been Identified to evaluate their-option for medium term capacity
improvements. The alignments established for the expressways were developed with due consideration
of the following:
* Strategic demands
* Corridor demands
* Interim staging,
* Existing site conditions
Existing Environmental conditions
- Operational and capital costs
The alignment then proposed passed essentially north of the existing NH-2 and created a high-speed
link between Delhi and Calcutta cutting across Uttar Pradesh, Bihar and West Bengal. A pre-feasibility
study in 1995 further refined improvement options, wherein alternative corridor altematives were
considered and evaluated before the selection of an alignment for the expressway. The alignments were
determined on the basis of:
* Minimising travel time and operating costs
* Construction and environmental costs
* Strategic economic benefits for regional development
* Convenient access to cities and towns
An evaluation of the various altematives considered and the criteria for the choice of the alternative is
presented in the following table 8-2.
Table 8-2: Evaluation of Section Alternatives
Section    Project  Atternatives Considered      Recommende    Reason for selection
____ ____ _  - Package  __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ d  alternative _ _ _ _ _ _ _ _ _ _ _ _ _ _
Delhi -             a) Via Aligarh-Etah-Chubramau  aPotential trip diversions
Kanpur   1A,IAIBIC  b) nort h -ChuNHma                         & O-D survey both
Kanpur  b) north of NH-2                       ~~~~~~~~~~~higher for B
Kanpur    i         a)  Link through city                       Congestion in city;
bypass    IIB       b)  b) existing bypass       6             bypass
The basis for setting the notional alignments was the CES Report on "The long term development of
Expressways in India", 1991.
cco
Lee Aaaociat.
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Conso#dated EIA Report
Grand Trunk Road Project
Kanpur                                                                   Avoid acquiring
IIC,IIIA    a) North of existing NH-2       A                 urbanised land at
Allahab         A                                                         intersections & minimise
ad                                                                       land acquisition costs
Allahab                 a) City road
ad         IIIB         b)Kotarar-North before           B                Avoid Allahabad
bypass                  Hanuman ganj                                      Congestion
Allahab                 a) Straight alignment
ar -       III          Allahabad-Varanasi              A                 Staged alignment not
Varana                  b) Staging paralle to NH-2                        required for expressway
Varana                  a)Existing bypass (VRM)                           Avoid city traffic
sp         IVs          b) New alignment                A                 Sufficient distance from
Varana
si to                                                                     Low traffic volumes
Sasara  IVA, IVC    ~a) Straight alignment        Bexpressway not
Sasara    IVA,IVC       b) Parallel to NH-2             B                 warranted
onDsone                                                                   Flexibility
Dehri
on         IVD          a)North of existing NH-2        A                 New alignment road
Sone -                  b)South of existing NH-2                          constructed already
Dhobi
Bagoda     VA,VB        a)North of existing NH-2        A                   soutive
Bagoda  VA,VB     b)South of existing NH-2        A                 move ecologically
r                                                                         sensitive
Bagoda                  a) North of existing NH-2       A                 The area south of NH-2
r - Kutli    VC         b)South of existing NH-2                         is heavily industrialised
Kutli -                 a)North of Durgapur may not be                    Since the major rivers
Burdam     VC           possible because of a forest    A                 (Damodar) all lie to the
an                      b)Alignment south of Durgapur                     south of NH-2
Barddh     NH2          a) No immediate plans for
after VB    section since road is being built  A
Calcumta   till        to 'nominal' expressway
Calcutta    standards
Source: N.D. LEA International Ud. In Association with Lea Assoclates South Asia Pvt. Ltd., 1995.
8.3.2 Justification for Selection
The major difficulties with following through with this proposal of an entirely new alignment north of NH-2
were the magnitude of land acquisition and social disruption likely, lack of funds, and lack of viability for
private financing. Therefore, as an alternative, the Gol has proposed widening of two-lane highways to
four lanes on existing alignments, with selective use of bypasses, service roads and short sections of
expressway, to minimise new land requirements and negative environmental and social impacts. The
pre-feasibility study results confirmed that this approach was economically sound and could be
implemented in a considerably shorter time frame.
Realising the historic significance and its importance, the widening of the Grand Trunk Road to four
lanes, has been perceived by the NHAI as the most promising option as against the development of a
new highway connecting the two cities. The GTRP, therefore, involves widening of the NH-2 mostly on
one side of the existing pavement and by passing settlements where the RoW Is restricted or has been
encroached upon. One half of the widened highway will be a flexible pavement replacing the existing
one. The new widening will be a rigid cement concrete pavement.
8.4 ALIGNMENT MODIFICATIONS DUE TO ENVIRONMENTAL CONSIDERATIONS
The selection of the alignment along various sections has been worked out based on continuous
interaction between the highway and environmental teams. Various alignment improvement altematives
for the project corridor have been analysed and have been presented in the following sections: -
L. Assciaes
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Consolidated EIA Repoft
Grand Trunk Road Project
8.4.1 Rural Sections
The options available for widening in rural areas are:
* Widening eccentrically on either side of the existing road
* Symmetrical Widening along the existing road
The eccentric widening has been proposed on one side for every stretch of the corridor depending upon
which side merits preference for widening. The following factors influenced the choice of the side for the
widening:
*   Improvement of geometrics especially at curves and junctions
*   Acquisition of Private Properties
*   Loss of Productive agricultural land
*   Impacting environmentally sensitive features as forests, sanctuaries  etc.
*   Impact on road side trees / vegetation
*   Impact on sensitive receptors and sensitive land uses, as schools, hospitals etc.
*   Loss of community facilities and utilities
*   Loss of water bodies, other water resources, and
*   Loss of cultural properties
8.4.2 Realignment Sections
Various locations have been identified along the project corridor, where the poor geometrics have
warranted a deviation from the existing alignment. For the sections identified as candidates for
realignment based on the geometric deficiencies, an evaluation of the environmental and social
components was carried out. The various environmental features were inventoried within a distance of
150 to 200m around the proposed alignment. A comparative evaluation of the proposed realignment
alternative vis-a-vis the routing of the alignment through the existing highway has been worked so as to
arrive at the final alignment.
8.4.3 Urban Sections
Cross sections, which do not necessitate a bypass, but would involve considerable acquisition of
properties and result in large-scale acquisition have been identified. However, none of these settlements
are large enough to generate a significant local traffic, with the introduction of such a high-speed facility,
the safety of the pedestrians and the local traffic will be of great significance. At these urban locations,
an analysis has been canied out for the following options presented in Table 8-3.
Table 8-3: Cross-section options considered
Contract package    Cross-sections considered
I-A               TCS 1:
Six lane divided carriageway with reinforced earth, viaduct raised median of 1 .2m and
slip roads of 7.5m on either side with Footpath of 2.5zm.
TCS 2:
Six lane divided carriage way with a raised median of 5.00m and paved shoulder of
2.50m. The serviCes road on either side will have flexible width as per site condition of
5.5Om and Brick paved shoulders of 1 50m and Footpath of 1 .5m.
TCS 5 and 6:
Six lane divided carriage way of 1O.75m with a raised median of 5sOOm for merging
sections, The two cross section have paved and unpaved shoulders of 1 .5m and
1 .Om respectively and a footpath of 1 .50m in TCS 6.
TCS 8:
Four lane divided carriage way of 9.20m with o.90m crash barrier in median and
service Roads on either side.
TCS 9 and TCC 9(a):-
Six lane divided carriage way of 10 75m with raised median of 1-20m and service
Roads for new construction on high embankment.
TCS 13 14115:
L.- Associate
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Consolidated EIA Report
Grand Trunk Road Project
Contract package    Cross-sections considered
Four lane divided carriageway of 7.25m, 9.20m, 7.25m respectively and crash barrier
of 0.90m with service roads on either side of the Main Road.
I-B                TCS 2:
Four lane divided carriage way of 7.25m with a raised median of 5.0Dm and service
roads of 5..50m on either side of the main road.
TCS 4:
Four lane divided carriage way of 7.25m with a raised median of 1.20m and service
roads on side of 3.75m.
I-C                TCS 1: andTCS 1A:
Four lane divided carriage way of 7.25m with a raised one time of 1.20m and service
roads of 5.50m and 3.75m respectively
li-B
Four lane raised carriage way varying from 3 to 6 m, with a median of 1.2m and
service roads on either side of 7.25 to 5.50m depending to the site.
IVA                 1 UA, UB. UC and UD:-
Four lane divide carrageway of 7.25m wfth median of 1.50m and service roads of
varying carnage way width of 5.5, 3.5, 9m (to allow Truck parking) and 2m.
1 UE. UF:-
Four lane divided Raised carriage way of 7.25m with a median of 1.5m and services
Road on either side with varying width of 3.5 to 5.5m.
IVC                 1 UA, UB. UC, UD:-
Four lane divided carriage way of 7.25m and a raised median of 1.5m with service
Road on either side of the main Road.
1 UE and UF:-
Four lane divided raised carriage way, a median of 1.5m and service roads on either
sides of the Main Road.
V B                 TCS Tvye (l1l and V)
Four lane divided carriage way of 7.25m and raised median of 3.5m is recommended
for semi urban areas.
TCS iTyp IV
Four lane divided carriage way of 7.25 and raised median of 1.5m and services roads
of variable on width either side with four drains and two drains.
An analysis of the various urban cross-section alternatives were Considered for each urban section,
based on which the following urban sections have been finalised for the various urban stretches along
the project packages.
Table 8-4 Cross sections adopted for the various urban stretches
Package   Settlement            Length   From         To          Cross-section adopted.
I-A       Agra                  JC)m      0.700       1.40X)     TCS 1 (with flyover at Rambag
Junction)
Agra                 4.18      0.000       4.1800      TCS-2
Chhalesar             1.35     5.95        7.3         TCS-5
Chhalesar            0.4       7.3         7.7         TCS-6
Kuberpura            0.6       10.4        11          TCS-6
Etmadpur             0.6       16.5        18.2        TCS-8
Tundla               1.7       21.4        23.2        TCS-9
Firozabad            1.8       35.4        37.41       TCS-13
Firozabad            2.01      37.41       38.2        TCS-14
Firozabad            0.79      38.2        43.45       TCS-15
Firozabad            5.25      43.45       44.5        TCS-14
Firozabad            1.05      44.5        46.5        TCS-13
I-B       Shikohabad            4.4       7.8         12.2        TCS 2
Kathpori             2.15      40.15       42.3        TCS 4
Jaswant Nagar        2.5       51.8        54.3        TCS 4
I-C       Manikpur and Pilklhar   2       0           2           TCS I-A
Sarai Jalal          0.9       9.5         10.7        TCS I-A
Labarpura            0.7       14.6        15.3        TCS [-A
Le Assoca
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Package   Seftlement         Length   From       To         Cross-section adopted.
Auraiya            6.1      55.9       62         TCS I
Bhan Pur Village   1        63-4       64A4       TCS I-A
Matoli             1.1      66.2       67.3       TCS I-A
li-B     Kanpur Bypass       18.3    473         491.3
Ramadevi           5.1      8.7        13.8
Bhramdev Temple    0.7      18         18.7
Hatipur village    0.9      20.5       21.4
Sarsaul             1       25         26
Dungarpur Vill     0.4      33.2       33.6
IV-A     Parshupur           2        100        102        1UA
Jagdeesh Saral contd  4.9   138.9      143.8      1 UA
to   Chandauli__ _ _ __                  _ _ _ _  __ _ _ _ _ _ _ _ _ _ _ _ _ _
Barthi Kamraur/Bihar   2.35  153.85    156.2      1UC
Border
Karamnasa Village  0.6      159.35     159.95     1UA
Durgawati          0.45     168.825    169.275    1UA
Iv-c     Dehri               4.33     322.27     326.6      1 UA
Near Sonnagar      0.527    330.65     331.177    1 UA
V-B      Chauparan           1.75     264.05     265.8      Type IV
Shingharama         1.75    275.4      277.15     Type IV
Ansamagar           2.825    277.2     280.025    Type IV
AnsamagarlDhabna    0.9     280.25     281.15     Type IV
Kanudpur           0.15     292.7      292.85     Type IV
Barsot             0.475    294.55     295.025    Type IV
Gungri              1.25    301.5      302.75     Type IV
Barakatta          0.65     308.95     309.6      Type IV
Kunhar Khurdh      0.55     306.65     307.2      Type IV
The magnitude and nature of impacts for each of these options were analysed and the inputs provided
to the Design group. Based on detailed discussions that followed considering the ground conditions and
the need for the provision of service roads etc, the cross-section for each of the urban stretches was
finalised.
8.4.4 Bypass Locations
Various critical urban locations along the corridor, which would result in a considerable loss to social
resources due to significant land and property acquisition, have been identified as bypass candidates.
The bypasses were proposed on the basis of existing and projected traffic volumes, availability of vacant
land, hardship to the people living quite close to the existing road, road user safety, community
consultation feedback etc. Most bypasses proposed for the GTRP are proposed on the side opposite to
the development of the settlements. Most settlements have developed between the two major arteries
for transportation of people and goods: The Grand Trunk Road and the Grand Chord rail route
connecting Calcutta and Delhi, which runs parallel to the NH-2 for most of its length, starting with the
south at Agra then crossing over to the north at the beginning of the Etawah bypass to return to the
south at Kanpur and then crossing back to the north of NH-2 for the last time near Mughalsarai where it
remains for the rest of the stretch of the GTRP. Other physical barriers like the Lower Ganga Canal
which runs to the south of the corridor have necessitated the alignment of bypasses to the North of
existing NH-2.
For the various bypass candidates identified, alternative alignments were worked out based on joint site
visits with the highway engineers. For the selection of the alignment, alternative alignments were
evaluated both qualitatively and quantitatively for the various components as geometrics, cost, economic
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benefits and social and environmental factors that would influence the selection process. The following
environmental factors were considered for the evaluation of the altematives:
Natural Environment
* Productive agricultural land likely to be impacted;
* Impact on water resources and surface water bodies;
* Flora and fauna likely to be impacted; and
* Environmental quality.
Social Environment
*  Land availability;
*  Land uses along the alignment;
*  Residential / Commercial structures Impacted;
*  Utilities likely to be impacted; and
*  Common property resources likely to be Impacted.
Cultural Environment
*  Religious structures affected
An evaluation of the altemative alignments at each of these locations and the choice of the final
alignment has been detailed in the feasibility reports. One notable bypass alternative considered but not
selected has been in package V B. A 17 km long bypass for the Gautam Buddha Wildlife Sanctuary was
not found suitable after analysing whether the road should be widened within the RoW already vested
with the NHAI or additional land acquisition should be resorted to. The economic as well as
environmental implications have been detailed out in the EIA for the phase V B. It has been summarised
that the cost of the bypass will be approximately 50% more than the widening within the existing RoW
and an additional 150 hectares of forestland will have to be acquired for the proposed by-pass.The
following Table 8-5 shows the details of the proposed bypasses on the GT Road.
Table 8-5: Bypasses proposed along the Project
Package    Location          From        To        Length      Direction
(km)       (km)
I A        Jhama Nala        204.18      205.95    1.77        South of existing
_________  o                   NH-2
Raja ka tal      232.100     235.40    3.30        North of existing NH-
I B        Sirsagenj         269.780     278.58    8.80        North of existing NH-
o                    2
Ukrend           282 630     284.43    1.80        North of existing NH-
I C