GUJARAT STATE HIGHWAYS PROJECT: PHASE IIB ENVIRONMENTAL STUDY REPORRT VOL. IIA E228 Vol. 5 Road Network of N !~~~~~~ ~~~~~~ ~~Guja rat Pakistan G-' tsofKucSchh Arabian Sea =- I| - -. - _ . .mbhat Fi_al Report - Vol.11 A Pnepared for .ID The Government of Gujarat Lea International Ltd. Roads and Buildings Departnent in association with March 2002 F L r r pyD ea Associates South Asia Pvt. Ltd. TABLE OF CONTENTS EXECUTIIVE SUMIMARY [-l I 1. INTRODtJC'I'ION .....................................................................I-I I I OvuViI-w o.W GUJARAT STATE HI(;I-GWAYS PROI. . .....................I.................... ... I-I I1.1 Objecties oJfThe Pioject .........- I / 2 Pro,cc't Description... 2 .. .... ...... ..... ... .. 1-1 3 /'ro/ect Ili-,oritisation . .... . ..... ....... ..1-' I I 4 Benflii fjronit the project . .... . 1-3 I 1.5 Phases of the Project and Prolect Scheduile ... . .................. .1-4 1.1.6 The Sectoral Environmenial Assessment (SEA) . . . . . . I - 1.2 OVERVIEW OF GSHP: PHASE IIB . ........................................, , . ......... .... 1-6 I 2 I Environmental context of GSHP. Phase IIB corridors. . .I .. 1- 1.2 2 Boundaries of GSHP: Phase IIB project. ....... ........ ..... ..-. - 2. THE STUDY METHOD .. 2-I 2.1 DATA COLLECTION AND ANALYSIS ......................................:.,.,,,,,,.,,,.,. , , ..... -.2-1 21.1 Secondary data ........................................................ ..........2 -2 2.1.2 Primary data ................................................................ ............................3... .... . .... .. 2-3 2.2 IMPACT ASSESSMENT ............................. 2-4 2.2 1 Assessment of impacts ..................- ........... ............................4............... . ..2-4 2 2 2 Identification of hot-spots .............................. .......... -.... ... .... ..... . .... . ...... .2-4 2.2.3 Hotspot mitigation prescription .............................. ........... ................. 2-4 2.3 PUBLIC PARTICIPATION .......................... 2-4 2.3. 1 Approach and Time-table ...........................................................-....... .... .. ..... 2- 2.3.2 Information Preparation and Presentation ........................ .... ..... 2-5 2.4 ENVIRONMENTAL MANAGEMENT ACTION PLAN .2-6 2.5 REHABILITATION AND RESETrLEMNT AC1-ION PLAN ................................................. .. 2-6 2.6 ENVIRONMENTAL ENHANCIEMENTS .2- ................................ .............,.,,,.,.,..... .... , 2-6 3. INSTITUTIONAL AND LEGAL SETTING. 3-1 3.1 INSTITUTIONAL SETTING FOR GSHP ................................................. , .... 3-1 3.1 1 Role and Responsibilities oJ the Agencies Involved ................ ................... . 3-2 3.2 OPERATIONALISATION OF THE EMU , ........................................,,,,,,,,...,,,.,,.,.,,,,....... 3-5 3.2 1 Targets and tasks ...... .. .............................. ...3...-... .... .... ......... .. ..... ... ....3-5 3.2 2 Alobilisation ........ ...... ................... ......................... ...... .......... . 3-6 3.2.3 Operationalisation of the EMU ......................36. ............. ........... ......... .... 3-6 3.2.4 Procuirement of external technical expert 3-6 3.2.5 Training of other R& BD staff .................................... ..... . ..... ......3..... .... ....... .. 3-11 3.2 6 Estimated budget . ........... ..................l................... . . .. .. ....3-1 3.3 THE LEGAL FRAMEWORK ,,, ... 3-12 3.3.1 Natuir al environment .....................3 ,, ., .. 3-12 3.3.2 Social and Cultural Environment ............................................................. ....... 3-13 . . .. .. ............. .. .In VUtor - VIfV4 :8 .IP!.I.I09 01 ft S L g.M~~oj~V 5. ;o~yfv~j . ~ JOpI.UO 6 ft 9..................... .. ............ 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I 2 Enhancement of sqfroe measui es . ................................. . .. .... 6-3 6 2 GENERAL AVOIDANCE AND MITIGATION OF IMPACTS ON THE NATURAL ENVIRONMENT ................................................ 6.4 .............. ....... 6-4 6 2 I Soil Resources. ......... ........ .......... .. ...6-4 6 2 2 Water resource.s ......... .... 6-8 6 2 3 Air quality .... ... ... . ....... ............... .. 6-11 6.2 4 Noise and vibrution. .. . ......... ... .. .... 6-13 6 2 5 Flora ... ............................... .. ...6-14 6 2.6 Fauna ....... .. ................................ ... ..... .......6-16 6.3 SOCIAL IMPACTS . . .6-17 6.4 CORRIDOR WISE MITIGATION MEASURES . . .6-20 6.4.1 Corridor 02: Viramgam - Halvad . 6-20 6.4.2 Corridor I(0 Vadodara -Jamb usar ............6..........-... .....24 6.4 3 Corr-idor 12. Bharuch- Dahej.. 6-27....................... 6-24 6.4.4 Corridor 13 Olpad - Ichchhapor ......................... : ......... 6-29 6.4 5 Corridor 15: Magdalla - Sachin ....................... : 6-30 6 4 6 Corridor 21: Dholka - Bagodra ...................... : 6-32 6.4.7 Corridor 22: Wataman - Pipli ....................... 6-34 6.4.8 Corr-idor 26: Jetpur-Junagadh .6-36 6.4.9 Cor r idor 27: Rajkot - Morvi .3-38 6.4 10 Cor r idor 28: Falla - Khambaliu 6-40 6.5 AVOIDANCE OF DISRUPTION AND SAFETY RISKS DURING THE CONSTRUCTION STAGE .6-43 6 5.1 Disruption to the community ........................... : ....... 6-43 6 5.2 Safety of the workers. .6-43 ........................... ............. . 6-43 7. ENVIRONMENTAL MANA(;EMENT ACTION PLAN ...................................................... 7-1 7.1 THE ENVIRONMENTAL MANAGEMENT ACTION PLAN .... 7-2 7.2 THE CONDITIONS POSED BY DoEF, GoG 7-21 7.3 THE ENVIRONMENTAL MONITORING PROGRAMME . .7-22 7 3.1 Ambient Air Q alitly M onitoring -...2................2................ ...... . ..... . . .. . ...... 7-22 7 3.2 Water Quality Monitoring ........ ........... . ......... .. .. .............. 7-23 7 3.3 Ambient Noise Monitoring. ................. ..... . ....... ... 7-24 7.3 MONITORING OF IMPLEMENTATION OF EMAP ..................................................... 7-24 8. RESETTLEMENT AND REHABILITATION ACTION PLAN .............................................. 8-1 8.1 INTRODUCTION. ..................................................... 8-1 8.1. 1 Project Description .8-1 8.1.2 Benefits.from GSHP .8-2 8.1 3 Bounclaries of GSHP: Phase IIB .8-3 8.1.4 Basic Premises in the RAP .. 8-S5 8.2 BASELINE SOCIO-ECONOMIC PROFILE .8-5 8.2.1 Vu lnei-hle Calegor ....... . .................... .. ... ... .................1.ah. . .. 8- 7 8.3 MEASURES ADOPTEDTO AVOID OR MINIMIZE DISRUPTION AND DISPLACEMEN ...... 8-7 8.3 1 Allterncaive Desig . . . . . 8-7 8 3 2 Public lPal ricIPUlion Progrlamn7e . 88............. .... . . .... ..... .. I 8-. 8 3.3 Entitlemen7t Framiewtorkfol- G.SHP. . .,,, -. . . - I t) 8.4 CATEGORIES OF lIMPACTS AND LOSSES IN GSHPI PHAS 111. .. ....... 8-2X 8 4 I Properties .4A/ecied.. .8---' 8.4 2 Project ...e cied PoplLn .. 8-29 8.4 3 Hou.sehold SI:e . . . . . . .. .. .. Y-29 8 4 4 Age and Gender Composition ......-3 8.4 5 Gender Ratio . . ................... . .. .. . . .. . ............. 8-31 8.4.6 Social Profile . . . . ......... 8-31 8 4.7 Economic profile. .... ........... ... . .. .8-34 8.4.8 Vulnerability .............,.,.,... ............................ ............. :8-3 7 8.5 ACTION PLAN AND BUDGET ...... 8-40 8 5.1 Verification of EPs . .... ....... ..... . ........................... . ......8................. ... . 4. 8-(0 8 5.2 Final Verificatiion of EPs . ................. , , , . .......... .... ,,, 8-41 8.5.3 Market Value-Assessment ......................... . .. ........................................ 8-41 8.5 4 Identification of N ew Relocation Sites........................................ ....... ..................8-42 8.5.5 Assisting PAPs in Identification of Potential Relocation Sites . . 8-42 8.5.6 Physical Development Plan . . . . . 8-42 8.5. 7 Benefits to the Host Communities . . . .8-43 8.55.8 Grievance Redressal . .............................. ...... ..... ... ......8... .. 8-43 8 5.9 Moving arrangements and Site Clearance . . . .......... .................. , .8 -43 8 5.10 Inconme Generation and Training Plan . . . . 8-44 8.5.11 Estimate of Cost and Budget . . . .................. ... . 8-44 8.6 IMPLEMENTATION PLAN ......8-47 8 6. 1 Implementation Procedur e ....... . ......................................... .. ..... ..... ... , 8-47 8.6.2 Implementation responsibilities ............ . . . .... .... . .. .8 -52 8.6.3 Pi-ocuirem7ent of services ........... . . ......... .......... . 8-52 8.6.4 Collaboratlion ........ . ............... ........ . . ..... ...... 8-56 8.6.5 Flexibility and contingency managenment . . . . . 8-57 8.6.6 Monitoring. Evaluation and Reporting . ...................................... .. 8 . 8-58 APPENDICES APPENDIX - A: Addendum Sectoral Environmental Assessmenlt APPENDIX - B: Number of Trees on the RoW APPENDIX - C: Equivalence of Trees APPENDIX - D: Monthly Reporting Format for the Contractor. PIC and EMU APPENDIX - E: List of PAPs verified by PCC APPENDIX - F: Sample Photo Identity Card APPENDIX - G: ToR for procurement of NGO services APPENDIX - H: Reporting format for RAP implementation APPENDIX -1: Estimate of cost for Resettlement Action Plan APPENDIX - J: Estimated cost and Budget for implementation of EMP APPENDIX - K: Environmental designs LIST OF TABLE TABLE NO. PARTICULARS PG. NO. TABLE 1.1 PHASE-WISE IMPLEMENTATION PROGRAMME 1-4 TABLE 1.2 GSHP: PHASE IIB: DEVIATION FROM THE ORIGINAL IMPLEMENTATION PROGRAMME 1-6 TABLE 1.3 GENERAL FEATURES OF THE PHASE IIB CORRIDORS I-7 TABLE 1.4 RELATIVE ENVIRONMENTAL CLASSIFICATION OF PHASE IIB PROJECT CORRIDORS 1-7 TABLE 2.1 CORRIDORS AND LINKS IN GSHP: PHASE IIB 2-1 TABLE 2.2 NATURE AND SOURCES OF SECONDARY DATA 2-2 TABLE 2.3 NATURE AND SOURCES OF PRIMARY DATA 2-3 TABLE 2.4 INFORMATION RECORDS IN PUBLIC PARTICIPATION SESSIONS 2-S TABLE 3.1 TRAINING PROGRAMME FOR THE EMU 3-9 TABLE 3.2 ESTIMATED BUDGET FOR THE EMU (1999-2003) (RS. IN MILLION) 3-11 TABLE 3.3 THE LEGAL FRAMEWORK - NATURAL ENVIRONMENT 3-12 TABLE 3.4 THE LEGAL FRAMEWORK - SOCIAL AND CULTURAL ENVIRONMENT 3-13 TABLE 4.1 NATURAL ENVIRONMENTAL SETTING OF THE PHASE IIB PROJECT HIGHWAYS 4-1 TABLE 4 2 BROAD SEASONAL DURATION IN GUJARAT 4-2 TABLE 4.3 TEMPERATURE AND RAINFALL 4-2 TABLE 4.4 DRIVING RAIN INDEX AND POTENTIAL SOIL EROSION 4-3 TABLE 4.5 PHYSIOGRAPHIC REGIONS IN PHASE IIB PACKAGES 4-4 TABLE 4.6 GEOLOGY OF PHASE IIB CORRIDORS 4-5 TABLE 4 7 INVENTORY OF QUARRIES TO BE USED FOR PHASE IIB PROJECT CORRIDORS 4-10 TABLE 4.8 RIVER BASIN IN THE PROJECT AREA 4-1. TABLE 4 9 GROUND WATER STATUS ALONG PHASE IIB PROJECT CORRIDORS 4-i TABLE 4.10 SUMMARY OF CROSS DRAINAGE STRUCTURES FOR PHASE 1iB 4-14 TABLE 4.11 WATER BODIES AND WELLS ALONG PHASE 118 PROJECT CORRIDORS 4-1S TABLE 4.12 WATER QUALITY STANDARDS 4-16 TABLE 4.13A RESULTS OF WATER SAMPLES ANALLYSIS COLLECTED ALONG PHASE IIB CORRIDORS 4-17 TABLE 4.13B RESULTS OF WATER SAMPLES ANALYSIS COLLECTED ALONG PHASE IIB CORRIDORS 4-17 TABLE 4.14 NATIONAL AMBIENT AIR QUALITY STANDARDS 4-19 TABLE 4.15 EMISSION FACTORS FOR VEHICLES 4-20 TABLE 4.16 DETAILS OF AMBIENT AIR QUALITY MONITORING LOCATIONS 4-20 TABLE 4.17 AMBIENT AIR QUAUTY AT LOCATIONS IN PHASE IIB CORRIDORS 4-22 TABLE 4.18 AIR QUALITY AT STONE CRUSHING PLANT 4-24 TABLE 4.19 AIR QUALITY AT HOT MIX PLANT (60 TPH) 4-24 TABLE 4.20 NATIONAL AMBIENT NOISE STANDARDS 4-26 TABLE 4 21 AMBIENT NOISE STANDARDS 4-27 TABLE 4.22 NOISE CHARACTERISTICS AT SOLDI, CORRIDOR 02: VIRAMGAM-HALVAD 4-27 TABLE 4.23 NOISE CHARACTERISTICS AT SANGMA, CORRIDOR 10: VADODARA-JAMBUSAR 4-28 TABLE 4.24 NOISE CHARACTERISTICS AT BHENSALI, CORRIDOR 12: BHARUCH-DAHEJ 4-28 TABLE 4.25 NOISE CHARACTERISTICS AT VADAL, CORRIDOR 26: JETPUR-JUNAGADH 4-28 TABLE 4.26 NOISE CHARACTERISTICS AT VASAI, LINK 285: JAMNAGAR-KHAMBALIA 4-29 TABLE 4.27 NOISE CHARACTERISTICS AT STONE CRUSHING UNIT (60 TPH) 4-30 TABLE 4.28 TREE PLANTAlION ON PHASE IIB CORRIDORS 4-32 TABLE 4.29 GREEN TUNNELS ON THE PHASE IIB PROJECT CORRIDORS 4-33 TABLE 4.30 DISTRIBUTION OF GIANT TREES IN PHASE IIB PROJECT CORRIDORS 4-33 TABLE 4.31 ENDANGERED FLORA SPECIES IN GU3ARAT 4-34 TABLE NO. PARTICULARS PG. NO. TABLE 4.32 NATIONAL PARKS AND WILDLIFE SANCTUARIES IN GUJARAT 4-35 TABLE 4.33 ENDANGERED FAUNA IN GUJARAT 4-36 TABLE 4.34 DISTRIBUTION OF CORRIDORS IN TALUKAS 4-37 TABLE 4.35 TALUKA LEVEL SOCIO-ECONOMIC PROFILE 4-41 TABLE 4.36 SCHEDULED CASTE SOCIO-ECONOMIC PROFILE 4-43 TABLE 4.37 SCHEDULED TRIBE SOCIO-ECONOMIC PROFILE 4-44 TABLE 4.38 CORRIDOR - WISE TYPE OF PROPERTIES UKELY TO BE AFFECTED 4-45 TABLE 4.39 CORRIDOR AND EFFECT WISE NUMBER OF PROPERTIES LIKELY TO BE AFFECTED 4-46 TABLE 4 40 CORRIDOR AND EFFECT WISE NUMBER OF PROJECT AFFECTED POPULATION 4-46 TABLE 4.41 CORRIDOR WISE NUMBER OF VULNERABLE HOUSEHOLDS 4-47 TABLE 4 42 CORRIDOR AND CATEGORY WISE NUMBER OF VULNERABLE POPULATION 4-47 TABLE 4.43 CORRIDOR-WISE LITERATE PERSONS AND LITERACY LEVEL 4-48 TABLE 4.44 CORRIDOR-WISE OCCUPATION PATTERN OF UKELY PROJECT AFFECTED POPULATION 4-49 TABLE 5.1 IMPACTS ON THE NATURAL ENVIRONMENT 5-3 TABLE 5.2 LAND ACQUISITION ALONG PHASE IIB CORRIDORS 5-5 TABLE 5.3 EARTH REQUIREMENTS ALONG PHASE IIB CORRIDORS 5-7 TABLE 5 4 IMPACTS ON WATER RESOURCES DUE TO CONSTRUCTION ACTIVITIES 5-8 TABLE 5.5 INCREASED RUN-OFF ALONG CORRIDORS DUE TO WIDENING IN PHASE 11B 5-10 TABLE 5.6 SPECIES-WISE DISTRIBUTION OF FLORA LIKELY TO BE IMPACTED 5-15 TABLE 5.7 GIRTH SIZE-WISE DISTRIBUTION OF FLORA LIKELY TO BE IMPACTED 5-15 TABLE 5.8 IMPACT ON SOCIAL AND CULTURAL ENVIRONMENT 5-17 TABLE 5.9 PROPERTIES LIKELY TO BE IMPACTED IN GSHP: PHASE IIB S-22 TABLE 5.10 LAND ACQUISITION IN GSHP: PHASE IIB 5-24 TABL E S.1 DISTRIBUTION OF VULNERABLE GROUP HOUSEHOLDS 5-26 T'ABLE 5.12 HOTSPOT MATRIX FOR CORRIDOR 02 VIRAMGAM-HALVAD S-27 TABLE 5.13 KILOMETRE WISE DISTRIBUTION OF PROPERTIES 5-28 TABLE 5 14 HOTSPOT MATRIX FOR CORRIDOR 10: VADODARA-JAMBUSAR 5-29 TABLE 5.15 KILOMETRE WISE DISTRIBUTION OF PROPERTIES 5-29 TABLE 5.16 KILOMETRE WISE DISTRIBUTION OF PROPERTIES 5-30 TABLE 5.17 ENVIRONMENTAL HOT SPOT MATRIX FOR CORRIDOR 12: BHARUCH-dAHEl 5-31 TABLE 5.18 KILOMETRE WISE DISTRIBUTION OF PROPERTIES 5-31 TABLE S.19 ENVIRONMENTAL HOT SPOT MATRIX FOR CORRIDOR 13: OLPAD-ICHCHHAPUR 5-32 TABLE 5.20 KILOMETRE WISE DISTRIBUTION OF PROPERTIES 5-32 TABLE 5.21 ENVIRONMENTAL HOT SPOT MATRIX FOR LINK 151: MAGDALLA TO SACHIN 5-33 TABLE 5.22 KILOMETRE WISE DISTRIBUTION OF PROPERTIES 5-34 TABLE 5.23 ENVIRONMENTAL HOT SPOT MATRIX FOR CORRIDOR 21: DHOLKA-BAGODRA 5-35 TABLE 5.24 KILOMETRE WISE DISTRIBUTION OF PROPERTIES 5-35 TABLE 5.25 ENVIRONMENTAL HOT SPOT MATRIX FOR CORRIDOR: WATAMAN-PIPLI 5-36 TABLE 5.26 KILOMETRE WISE DISTRIBUTION OF PROPERTIES 5-36 TABLE 5.27 ENVIRONMENTAL HOT SPOT MATRIX FOR CORRIDOR 26: JETPUR-JUNAGADH 5-37 TABLE 5.28 KILOMETRE WISE DISTRIBUTION OF PROPERTIES 5-37 TABLE 5.29 ENVIRONMENTAL HOT SPOT MATRIX FOR CORRIDOR 27: RAIKOT-MORVI 5-38 TABLE 5.30 KILOMETRE WISE DISTRIBUTION OF PROPERTIES 5-38 TABLE 5.31 ENVIRONMENTAL HOT SPOT MATRIX - CORRIDOR 28 5-39 TABLE 5.32 KILOMETRE WISE DISTRIBUTION OF PROPERTIES 5-40 TABLE 6.1 MITIGATION OF TREE REMOVAL 6-14 TABLE 6.2 TREE PLANTATION SPECIES ALONG PHASE IIB CORRIDORS 6-15 sTABLE NO. PARTICULARS PG. NO. TABLE 6.3 PROPOSED TREE PLANTATION ON THE ROW 6-16 TABLE 6.4 ENVIRONMENTAL HOT SPOT MMGATION MATRIX - CORRIDOR 02 6-21 TABLE 6.5 PROVISION OF CULVERTS - CORRIDOR 02 6-22 TABLE 6.6 TYPICAL AVOIDANCE MEASURES IN CORRIDOR 02 6-22 TABLE 6.7 TYPICAL PROVISION OF GUIDE RAILS - CORRIDOR 02 6-23 TABLE 6.8 ENVIRONMENTAL HOT SPOT MmGATION MATRIX: CORRIDOR 10 6-24 TABLE 6.9 TREES TO BE ALONG CORRIDOR 10 6-25 TABLE 6.10 TYPICAL PROVISION OF GUIDE RAILS - CORRIDOR 10 6-25 TABLE 6.11 PROVISION OF RETAINING WALL - CORRIDOR 10 6-26 TABLE 6.12 PROVISION OF SIDE-WALK - CORRIDOR 10 6-26 TABLE 6 13 TYPICAL AVOIDANCE MEASURES - CORRIDOR 10 6-27 TABLE 6.14 PROVISION OF CULVERT - CORRIDOR 10 6-27 TABLE 6.15 ENVIRONMENTAL HOT SPOT MITIGATION MATRIX - CORRIDOR 12 6-28 TABLE 6.16 TYPICAL PROVISION OF GUIDE RAILS - CORRIDOR 12 6-29 TABLE 6.17 PROVISION OF PEDESTRIAN BARRIER FENCE AND RETAINING WALL - CORRIDOR 12 6-29 TABLE 6.18 PROVISION OF CULVERT - CORRIDOR 12 6-29 TABLE 6.19 ENVIRONMENTAL HOT SPOT MITIGATION MATRIX - CORRIDOR 13 6-30 TABLE 6.20 TYPICAL PROVISION OF GUIDE RAILS - CORRIDOR 13 6-30 TABLE 6.21 TYPICAL PROVISION OF SAFETY MEASURES - CORRIDOR 13 6-30 TABLE 6.22 ENVIRONMENTAL HOT SPOT MITIGATION MATRIX - CORRIDOR 15 6-31 TABLE 6.23 TYPICAL PROVISION OF GUIDE RAILS - CORRIDOR 15 6-31 TABLE 6.24 TYPICAL PROTECTION MEASURES - CORRIDOR 15 6-32 TABLE 6 25 PROVISION OF NEW CULVERT - CORRIDOR 15 6-32 TABI.E 6 26 ENVIRONMENTAL HOT SPOT MITIGATION MATRIX - CORRIDOR 21 6-33 TABLE 6.27 TYPICAL PROVISION OF GUIDE RAILS - CORRIDOR 21 6-33 TABLE 6.28 TYPICAL AVOIDANCE MEASURES - CORRIDOR 21 6-33 TABLE 6.29 PROVISION OF CULVERTS - CORRIDOR 21 6-34 TABLE 6.30 DETAILS OF IMPROVEMENT/ ADDMON OF CULVERTS - CORRIDOR 22 6-34 TABLE 6.31 PROVISION OF CULVERTS - CORRIDOR 22 6-35 TABLE 6.32 ENVIRONMENTAL HOT SPOT MMGATION MATRIX - CORRIDOR 22 6-35 TABLE 6.33 TYPICAL PROVISION OF GUIDE RAILS - CORRIDOR 22 6-36 TABLE 6.34 ENVIRONMENTAL HOT SPOT MITIGATION MATRIX - CORRIDOR 26 6-36 TABLE 6.35 TYPICAL PROVISION OF GUIDE RAILS - CORRIDOR 26 6-37 TABLE 6.36 PROVISION OF PEDESTRIAN BARRIER FENCE AND RETAINING WALL - CORRIDOR 26 6-37 TABLE 6.37 PROVISION OF CULVERTS - CORRIDOR 26 6-38 TABLE 6.38 ENVIRONMENTAL HOT SPOT MITIGATION MATRIX - CORRIDOR 27 6-39 TABLE 6.39 PROVISION OF GUIDE RAILS AND RETAINING WALL - CORRIDOR 27 6-39 TABLE 6.40 PROVISION OF NEW CULVERTS - CORRIDOR 27 6-39 TABLE 6.41 ENVIRONMENTAL HOT SPOT MATRIX - CORRIDOR 28 6-40 TABLE 6.42 PROVISION OF RETAINING WALLS - CORRIDOR 28 6-41 TABLE 6.43 PROVISION OF GUIDE RAILS - CORRIDOR 28 6-41 TABLE 6.44 TYPICAL AVOIDANCE AND SAFETY MEASURES - CORRIDOR 28 6-42 TABLE 6.45 PROVISION OF CULVERTS - CORRIDOR 28 6-43 TABLE 7.1 THE ENVIRONMENTAL MANAGEMENT ACTION PLAN (EMAP) 7-3 TABLE 7.2 AMBIENT AIR QUALITY MONITORING PROGRAMME 7-23 TABLE 7.3 WATER QUALITY MONITORING PROGRAMME 7-23 TABLE 7.4 AMBIENT NOISE MONITORING PROGRAMME 7-24 TABLE NO. PARTICULARS PG. NO. TABLE 8.1 GENERAL FEATURES OF THE PHASE IIB CORRIDORS 8-3 TABLE 8.2 CATEGORIES OF LIKELY IMPACTS AND LOSSES IN GSHP: PHASE 118 8-6 TABLE 8.3 PAPS AND THEIR ENTITLEMENTS IN GSHP 8-13 TABLE 8.4 CATEGORIES OF IMPACT AND LOSSES IN PHASE IIB 8-28 TABLE 8.5 NUMBER OF PEOPLE AFFECTED IN PHASE IIB 8-29 TABLE 8.6 CATEGORY WISE HOUSEHOLD SIZE IN PHASE IIB 8-30 TABLE 8.7 AGE COHORT OF AFFECTED POPULATION IN PHASE 118 8-30 TABLE 8.8 GENDER RATION OF DIFFERENT SOCIAL CATEGORIES IN PHASE IIB 8-31 TABLE 8.9 TYPES OF AFFECTED FAMILIES IN PHASE IIB 8-32 TABLE 8.10 SOCIAL CHARACTERISTICS OF PAHS IN PHASE 118 8-33 TABLE 8.11 LITERACY LEVEL OF THE PAPS IN PHASE IIB 8-33 TABLE 8.12 WORKING AND DEPENDENT POPULATION OF PAPS IN DIFFERENT AGE GROUPS 8-34 TABLE 8.13 OCCUPATIONAL PATTERN OF PAPS IN PHASE IIB 8-35 TABLE 8.14 INCOME PATTERN OF PAHS IN PHASE 1IB 8-36 TABLE 8.15 A COMPARATIVE PRESENTATION OF EARNING MEMBERS PER HOUSEHOLD IN DIFFERENT RANGES 8-36 TABLE 8.16 DETAILS OF VULNERABLE HOUSEHOLD AFFECTED IN PHASE IIB 8-37 TABLE 8.17 LITERACY LEVEL OF VULNERABLE POPULATION AFFECTED IN PHASE IIB 8-38 TABLE 8 18 WORKFORCE PARTICIPATION AND DEPENDENCY RATIO OF VULNERABLE POPULATION 8-39 TABLE 8.19 INCOME PATTERN OF THE VULNERABLE HOUSEHOLD 8-39 TABLE 8.20 LIST OF CUT-OFF DATES 8-40 TABLE 8.21 UNIT COSTS OF ENiTFLEMENT 8-44 TABLE 8.22 ESTIMATED COST OF GSHP: PHASE IIB RAP IMPLEMENTATION 8-45 TABLE 8.23 BUDGET FOR GSHP: RAP (ALL PHASES) 8-46 TABLE 8.24 RAP IMPLEMENTATION SCHEDULE FOR GSHP: PHASE IIB 8-47 TABLE 8 25 AGENCIES TO COLLABORATE AND LEVELS OF COMMUNICATION/ COLLABORATION 8-56 TABLE 8.26 INDICATORS FOR ASSESSMENT OF QUALITY OF LIFE 8-60 TABLE 8.27 FORMAT FOR EVALUATION OF OBJECTIVE INDICATORS OF QOL 8-64 TABLE 8.28 DETAILED ENTITLEMENT MATRIX: GUJARAT STATE HIGHWAYS PROJECT 8-65 LIST OF FIGURES PG. FIGURE NO. PARTICULARS NO FIGURE 1.1 THE CORRIDOR OF IMPACT 1-8 FIGURE 3.1 IMPLEMENTATION ARRANGEMENT FOR THE GSHP 3-i FIGURE 3.2 ORGANISATION OF THE EMU 3-2 FIGURE 4.1 WIND EROSION 4-7 FIGURE 4.2 FLUVIAL EROSION 4-7 FIGURE 4.3 FLOOD WATER ON HIGHWAY 4-8 FIGURE 4.4 CRUSHERS ON CONSTRUCTION SITE 4-9 FIGURE 4.5 RIVER CROSSING 4-11 FIGURE 4.6 CANNEL CROSSING THE HIGHWAY 4-11 FIGURE 4.7 WATER BODY ALONG THE HIGHWAY 4-15 FIGURE 4.8 AIR SAMPLING IN PROGRESS 4-20 FIGURE 4.9 NOISE SURVEY 4-25 FIGURE 4.10 GREEN TUNNELS 4-32 FIGURE 4.11 GIANT TREES 4-33 FIGURE 5.1 WATER PUMP LIKELY TO BE AFFECT-ED 5-9 FIGURE 5.2 WELL ALONG THE HIGHWAY 5-11 FIGURE 5.3 PROSOPIS JULIFLORA ALONG THE HIGHWAY 5-13 FIGURE 5.4 DENSE PROSOPIS GROUTH 5-13 FIGURE 5.5 PROPERTIES ALONG THE HIGHWAY 5-23 FIGURE 5.6 ROAD SIDE KIOSK 5-25 FIGURE 5.7 LIKELY IMPACT ON ROAD SIDE POND 5-28 FIGURE 5.8 WASTE DUMP ALONG THE HIGHWAY 5-33 FIGURE 5.9 TUBE WELLS ALONG,THE HIGHWAY 5-34 FIGURE 8.1 TYPICAL ROAD SECTION AND ITS CORRIDOR OF IMPACT 8-4 FIGURE 8.2 VILLAGE MEETING IN PROGRESS AT BHENSALI: CORRIDOR 12 8-8 FIGURE 8.3 PUCCA STRUCTURES ALONG THE ROAD AT KM 18: CORRIDOR 13 8-18 FIGURE 8.4 ILLEGAL ENCROACHMENT ON PUBLIC ROW AT VADU: CORRIDOR 10 8-21 FIGURE 8.5 MOBILE VENDORS ALONG THE ROAD: CORRIDOR 12 8-24 FIGURE 8.6 COMMUNITY POND AT CHAINAGE 18.500 CORRIDOR 13 8-25 LIST OF MAPS MAP NO. PARTICULARS MAP 1 PROJECT LOCATION MAP 2 PHYSIOGRAPHY & DRAINAGE MAP 3 SOILS MAP 4 SPECIAL WEATHER PHENOMENON MAP 5 AQUIFIER RECHARGE AREA MAP 6 POLLUTION MONITORING STATIONS MAP 7 FOREST AND PROTECTED AREAS MAP 8 SHEEP MIGRATION MAP 9 POPULATION DISTRIBUTION MAP 10 VULNERABLE GROUP POPULATION GLOSSARY OF TERMS AAQ Ambient air quality ASI Archaeological Survey of India BOD Biochemical Oxygen Demand Ca Calcium CL Centre Line CD Works Cross Drainage Works Cil Chloride CPCB Central Pollution Control Board (Government of India) CoI Corridor of impact CW Carriage way CO Carbon Monoxide COD Chemical Oxygen Demand dB(A) decibels (A weithted) DoEF Government of Gujarat, Department of Environment and Forests dTIMS Deighton Total Infrastructure Management Software EA Environmental Assessment Ecoli Esechricia Coli ESR Environmental Study Report: Gujarat State Highways Project EMAP Environment Management Action Plan EMU Environmental Management Unit: Gujarat State Highways Project EP Entitled person F1 Fluoride FGI Focus group interview GEC Gujarat Ecology Commission GL Ground Level GoG Government of Gujarat Gol Government of India GPCB Gujarat Pollution Control Board GSHP Gujarat State Highways Project HC Hydro carbon HIM Hot-spot identification matrix HMM Hot-spot mitigation matrix IRC Indian Roads Congress K Potassium LASA Lea Associates South Asia Pvt. Ltd., India Leq Equivalent Noise level LIo Level of noise in dB(A) which is exceeded 10% of the time period for which monitoring was carried out Lso Level of noise in dB(A) which is exceeded 50% of the titne period for which monitoring was carried out L9O Level of noise in dB(A) which is exceeded 90% of the time period for which monitoring was carried out MoEF Government of India, Ministry of Environment and Forests Mg Magnesium Na Sodium NAAQM National Ambient Air Quality Monitoring Programme NDU N. D. Lea International Ltd., Canada NGO Non-Governmental Organization NOC No objection certificate NO. Oxides of Nitrogen No3 Nitrate O&G Oil & Grease PAH Project affected household PAG Projet affected group PAP Project affected person Pb Lead (Plumbium) pH Potential Hydrogenii PCC Project Coordinating Consultants p04-3 Phosphate R&BD Government of Gujarat, Roads and Buildings Department RAP Resettlement Action Plan RCC Reinforced Cement Concrete RoW Right of way RPM Respirable Particulate Matter SC Scheduled Caste SEA Sectoral Environmental Assessment SiO2 Silica SOS Strategic Options Study: Gujarat State Highways Project SO2 Sulphur Dioxide S04-2 Sulphate SPM Suspended Particulate Matter ST Scheduled Tribe TDS Total Dissolved Solids TH Total Hardness ToR Terms of Reference: Gujarat State Highways Project TSS Total Suspended Solids VG Vulnerable Group WFPR Work Force Participation Rate ZSI Zoological Survey of India Executlve Summary Gujarat State Hlghway Project - Phase IIB EXECUTIVE SUMMARY 1. INTRODUCTION The state of Gujarat is located on the West Coast of India, north of the state of Maharashtra and bordering Pakistan to the Northwest. The state straddles the Tropic of Cancer along the Arabian Sea and occupies an area of 195,904km2. Due to rapidly increasing traffic, industrial growth, and increasing levels of mobility, the existing state highways are experiencing different levels of stress. The constrained capacity of the state highways is a bottleneck for the ensuing industrial and economic development of Gujarat. To relieve the stress on the state highways, the GoG has undertaken the Gujarat State Highways Project (GSHP) with loan assistance from the World Bank (WB) to rehabilitate and strengthen parts of a number of key state highways. 2. GUJARAT STATE HIGHWAY PROJECT The Gujarat "Project Co-ordinating Consultancy" (PCC) was undertaken by N D Lea International Ltd, Canada (NDLI) in association with Lea Associates South Asia Pvt. Ltd., India (LASA). A "Strategic Options Study" (SOS), undertaken by LASA in 1995, evaluated 3000km of state highways and selected 1500km for detailed feasibility study. At the detailed evaluation stage, the PCC prioritised 826.64 km of the 1500km SOS corridors for inclusion in the GSHP. Economic and financial costs of environmental losses were calculated using the dTIMS model to screen out all road sections, which exhibit high environmental losses and costs. A sectoral environmental assessment (SEA) was also completed for the 828.64 km of project road. The GHSP generally involves widening and strengthening of the project corridors along the existing alignment and within the existing RoW (subject to minor modifications in order to improve road geometry and for road safety). The project is to be implemented in three phases, viz. Phases I, IIA, and IIB. Phase I involves widening and strengthenin,g of 246.3km of state highways, whereas Phase IIA consists of 252.2km of state highways (the 65 km Mahesana- Palanpur corridor is common to both Phases I and IIA: existing two-lane carriageway to be strengthened in Phase I, and a two-lane new carriageway to be added in Phase IIA.). The remaining 393.14km roads are part of the Phase IIB. The Phase IIB roads are divided into six contract packages. The details of these are: Contract Corridor Length of State Phase Corridor Name Package No. corridor (km) Highway No. Phase IIB IX 10 Vadodara - Jambusar 45.4 | 06 12 Bharuch - Dahej 47.2 06 x 26 Jetpur - Junagarh 24.24 | 31 1 ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ g E Executlve Summary Gujarat State Highway Project - Phase IIB Phase Contract Corridor Corridor Name Length of State Package No. corridor (km) Highway No. 27 Rajkot - Morvi 68.2 24 XI 28 (part) Rajkot - Vadinar (part) 65.1 25 XII 02 Bajana - Halvad 71.5 07 21 Dholka - Bagodra 22.7 16 XIII 22 Wataman - Pipli 24.0 06 13 Olpad - Ichchhapor 11.0 06 XIV 15 Ichchhapor - Link to Navasan 13.30 06 Total 393.14 A sectoral environmental assessment (SEA) (NDLI/LASA, 1998b) was carried out during feasibility study stage of the GSHP. The SEA screened the road corridors with respect to probable natural and social environmental impacts. The environmental setting of the Phase IIB corridors ranges from critical (locally bounded) to benign. The SEA, looking at the overall context, relatively classified the Phase IIB corridors are as: Corridor Relative Environmental Classification in the SEA 10: Vadodara - Jambusar Medium Impact Corridor 12: Bharuch - Dahej Low Impact Corridor 26: Jetpur - Junagarh Medium Impact Corridor 27: Rajkot - Morvi Low Impact Corridor 28: Link to Vanthali - Khambalia Low Impact Corridor 02: Viramgam - Halvad Low Impact Corridor 21: Dholka - Bagodra Low Impact Corndor 22: Watarman - Pipli Low Impact Corridor 13: Olpad - Ichchhapor Low Impact Corridor 15: Sachin - Magdalla Low Impact Corridor 3. STRUCTURE OF THE REPORT This report deals with Phase IIB corridors only and covers Environmental Study Report incorporating description of existing scenario, assessment of potential impacts, avoidance and mitigation of impacts, environmental management action plan (EMAP) and resettlement and rehabilitation action plan (RAP). Chapter 1: "Introduction" describes the GSHP, its objectives, benefits of the project, phases and project schedule, deviation from original implementation plan, features of the corridors, environmental 2 Executlve Summary Gujarat State Highway Project - Phase 118 classification and boundaries of GSHP. Chapter 2: "The study method" describes the study methodology set in the SEA for environmental assessment. Chapter 3: "Institutional and legal setting" describes institutional setting for GSHP including the Environmental Management Unit (EMU), its operationalization, training and procurement requirements: the legal framework for environmental, social and cultural impact assessment and mitigation; and the environmental conservation, social equity and welfare, public safety and health provisions in the GSHP. Chapter 4: "Environmental setting of the project corridors" describes the existing environmental setting in the Phase IIB project corridors including climate, physical setting, hydrological setting, ambient air quality, ambient noise, flora and fauna; social environmental parameters such as demography, economy, town profile, land utilization and developmental parameters such as demography, economy, town profile, land utilization and development status; and the cultural properties. Chapter 5: "Assessment of Potential Impacts" focuses on the impacts of the Phase IIB project on the natural, social environment during pre-construction, construction and operation stages. Chapter 6: "Avoidance and Mitigation Measures" focuses on the action proposed during the entire project period to avoid or minimise the impacts of the proposed project on the surrounding environment. Chapter 7: "Environmental Management Action Plan" focuses on the implementation of the avoidance, mitigation, management and enhancement measures recommended in the project, including an environmental monitoring programme. It allocates the responsibility, defines the timeframe and the spatial extent for action for all the agencies involved. Chapter 8: "Resettlement and Rehabilitation Action Plan' describes the social impacts of the Phase IIB project; assessment of the social impacts; the entitlement framework in GSHP; the details of the Resettlement and Rehabilitation Action Plan including budget, implementation schedule and institutional arrangements, monitoring and evaluation criteria, etc. For purpose of the World Bank appraisal, this chapter has been structured as a nearly-stand-alone document. Besides ESR, there are five stand-alone reports have been prepared for Phase IIB corridors. These are as: "Report on Wild tss" describes Wild Ass sanctuary, its location, and causes for Wild Ass moving out of sanctuary, locations of Wild ass crossing the corridor, mitigation plans. "Public Participation Programme" describes needs and benefits of public participation in developmental projects, methods and types of public participation process, issues raised and solved through the process, inclusion of people's concern and improvement in design for increase of social benefits. "Institutional arrangement and legal setting" describes institutional setting for GSHP including the Environmental Management Unit (EMU), its operationalization, training and procurement requirements: the legal framework for environmental, social and cultural impact assessment and mitigation; and the environmental conservation, social equity and welfare, public safety and health provisions in the GSHP. It also includes role and composition of PIU, GRC, MVAC, duties and responsibilities of GRC and MVAC. "Report on Cultural Properties" describes the list of cultural properties within RoW, likely impact and enhancement of cultural properties. "Environmental Design and Mitigation Measures" describes the general environmental impacts, analysis, mitigation and hot spot mitigation prescriptions. 3 Executive Summary Gujarat State Highway Project - Phase 1IB 4. EXISTING CONDITION The state of Gujarat exhibits a variety of climatic characteristics. Principally, it is a transition between the heavy monsoon rainfall areas of the Konkan and the arid areas of Rajasthan. In general the state exhibits a Tropical Composite or Monsoon climate. The Phase IIB corridors lies in the region where annual rain fall is between 450mm - 2000mm. The mean summer (maximum- minimum) and mean winter (maximum- minimum) for all project corridors are between (41-26) and (30-11) respectively. The corridors are falling in the low to semi-arid aridity region of Gujarat. The average wind speed is between 5 to 10 km/h in most of the corridors except corridor number 26, 27 and 28. 4.1 Physical setting Four different seismic zones underlie Gujarat. The seismic coefficient increases towards the west from 0.02 to 0.08. Most of the Phase IIB corridors fall within the type III zone with a moderate seismic coefficient. Whereas, links 023, 272, 283 and 285 fall in type IV seismic Zone with comparatively higher coefficient of 0.05. 4.2 Soil The link Padra - Jambusar passes through the Deep Black soil group. Links 261 and 271 are in areas of medium black soil. Whereas the link 121 is in Saline Deep Black soils. Links 272, 283, 284, 285 and 022 are through areas of alluvial sandy soil. These soils have a very high rate of permeability thus forming valuable ground water recharge areas. Project links 101, 021 and 211 traverse alluvial sandy loam and clayey loam soils. These soils require for irrigation but have good potential for perennial crops. Links 221, 133 and 121are traverse through saline soil type. 4.3 Geological Hazards There is a high incidence of fluvial erosion in the areas along the corridors 26, 27 and 02. A considerable amount of fluvial erosion has occurred along links 283, 284 and 285. Corridor 12, links 133 and 151 are also prone to a limited amount of fluvial erosion. The rest of the Phase IIB project corridors are in areas that experience moderate fluvial erosion. Corridors 27 and 28 and link 023 are in areas of alluvial sandy soils which are susceptible to wind erosion. Wind speeds of up to 20km/h during the dry summer lead to a substantial soil loss. 4.4 Hydrological Setting All the corridors traverse across small or large river basins. Sabarmati, Narmada and Tapi are the only three perennial rivers crossing the corridors. Corridor 28 traverses across the highest number (5) of river basins. Depth of unconfined aquifers varies from 4m in Dhrangadhra - Halvad section to 25m in link 102. In most of the other corridors this depth is more than 5m, especially in the pre-monsoon season. Depth of the unconfined aquifer is highest in the Jamnagar area i.e. > 10m as also along corridor 10. With the exception of the Jetpur - Junagadh corridor, in all others the TDS content is > 1000 parts per 4 - Executive Summary Gujarat State Highway Project - Phase 118 million (ppm). Almost in all other corridors the TDS content is in the range of 1000 - 3000 ppm. Only in link 023, Dhrangdhra - Halvad is the TDS content higher than 3000 ppm. 4.5 Water Quality Most of the water bodies along the corridor are used for non-drinking purpose. The result of water sample analysis collected along the corridor shows that three is high concentration of phosphates indicates the presence of detergent. In corridor 10 the turbidity level of ponds are higher than the other ponds. On corridor 12, the water records the presence of micro-organism and the turbidity level are also on higher side. Water quality in corridor 13 records the presence of microbes, suspended solids or oil and grease. A high quantity of phosphates is indicated. In corridor 26 a sample analysis from bore-well indicates ground water contamination due to nearby textile unit. It records high quantity of inorganic chemicals. 4.6 Air Quality The air quality monitoring shows that the SPM and RPM level is higher than the prescribed norms. It is expected to be high because of sandy soil. In corridor 10, concentration of lead (Pb) is high, this is because petrol driven vehicles, especially two wheelers contributes a major chunk of total traffic. On corridor 12, the presence of large quantities of lead (Pb) is cause of concern. SPM values observed are also on higher side. The air quality data collected near stone crossing and hot mix plat shows that SPM, RPM and Pb are well above the limit prescribed by CPCB. 4.7 Ambient Noise At all the locations, the ambient noise level during the day and night exceeds.the standard set out by the CPCB. However, if the results were considered in the light of vicinity -of the highway and comparison are made with noise levels for classification 3 of USEPA's standard, 'all locations have levels well within limits for LIo and Lso. 4.8 Flora There are about 1,?34,721 trees along the corridors of Phase IIB. The highest numbers of trees are being observed indiink 102 (25,480) and the least number are observed in link 221 (440). Stretches of plantation forming green tunnel are mostly occur along corridor 10, 26 and 12. Corridor 10 has comparatively significant long uninterrupted stretches of green tunnels. 4.9 Fauna The Phase IIB corridors do not passes through any of the reserved forest or wild life sanctuary. The Khijadia bird sanctuary is the only such place near to corridor Jamnagar- Khambalia. It is at a distance of 700mt from the project corridor. The corridor Viramgam - Halvad is frequently crossed by the wild ass, an endangered animal declared under wild life protection act of India. However, the closest point of sanctuary from the road is 7.3 km. 5 Executive Summary Gujarat State Highway Project - Phase SIB 5. POTEN+IAL ENVIRONMENTAL IMPACTS - NATURAL ENVIRONMENT 5.1 Soil Impact on soil may occur due to construction activity. Loss of topsoil due to widening and erosion is a direct and long-term impact. A total of 29.75 hact. of land will be acquired beyond the existing RoW. It is direct loss of productive land forever, however as compared to total length of Phase IIB corridors it is very minimal. There may be some impact on soil due excavation of borrow pit, transportation of hazardous products during construction and operation phase. 5.2 Geological Hazards The potential for soil erosion is high and pervasive during the construction stage. Starting with clearing and grubbing of trees vegetation is stripped away, exposing raw soil. The construction of new fills slopes for grading and bridge-end fills also exposes large areas to erosion. Construction of new bridges involves excavation of riverbed and banks for the construction of the foundation and piers. If the residual spoil is not properly disposed of, increased sedimentation dovwnstream of the bridge may take place during the monsoon. 5.3 Hydrological Setting Water resources may be adversely impacted in a number of ways during the various phases of a road project. These impacts will be more significant. in Gujarat where surface water is a scarce commodity except in South Gujarat i.e. along Corridors 10, 13 and 15. The most significant adverse impact to water bodies from construction is the loss of storage capacity due to in filling by earthmoving activities. 5.4 Air Air Quality along the corridors will be negatively impacted during construction phase and in operation phase when increasing volumes of vehicles use the highways. The negative impacts during construction will be for a shorter duration. The negative impacts resulting from the operational phase will be result frornmthe increasing volumes of vehicles using the road. A major source of dust during the construction stage is from a stone crushing operation. Hot-mix plants will con*ribute substantially to the deterioration of - afr quality during the construction phase. Levels of oxides of sulphur, hydrocarbons and particulate are likely to reduce the quality of the ambient air. 5.5 Noise Crushing plants and asphalt production plants produce high noise levels, 90-100 dB(A). The movement of heavy vehicles, loading, transportation and unloading of construction materials also produces significant noise. The impact due to the operationalisation of the crushing plants will be severe. However, the impact can be classified as for those plants already existing and those that will be set up once construction commences. In the first case the baseline noise levels are already high and the project will not increase them. While in the second case the ambient noise levels will increase significantly due to the project 6 Executive Summaty Gujarat State Highway Project - Phas;e IIB 5.6 Flora Considering the compensatory afforestation (205,250 saplings) and the plantation by the GSHP (381, 200 saplings) together, a total of 586,500 saplings will be planted. This would compensate the 102,625 trees, likely to be felled, at a rate of 5.7 saplings for each tree felled. 5.7 Fauna There are a few recorded wild life habitats in near vicinity of the project corridors. Prominent amongst these is the Wild Ass Sanctuary. This is parallel to the Viramgam - Dhrangadhra section of corridor 02, at the nearest being 7.5 km. The sanctuary area is too far to be impacted by the project. However, the cause of concern is the Wild Ass population inhabiting areas outside the sanctuary. These animals have been declared as endangered species. In search of food and water the Wild Ass wanders far, often crossing the highway and risk collision. The project proposes a large number of preventive and enhancement measures for safety of these animals. 6. POTENTIAL ENVIRONMENTAL IMPACTS - SOCIAL ENVIRONMENT There are 604 properties within the RoW, which are likely to be affected. Out of these properties business properties takes the maximum share i.e. 71.36 percent. These are mostly informal, temporary and some semi-permanent types of shops, e.g. Pan shop, tea and snack stall and mainly cater to the highway users. There are 75 residential properties within the RoW that are exposed to impact. Most (344 inhabitants) of them are squatters i.e. totally within the RoW and the rest have some portion of the super structures within the RoW. There are 46 properties where land is likely to bei-mpacted..Most of them are put to business use in the form of an industry, a commercial establishment or residential colonies. Among others, the following 10 categories of properties are being impacted, directly or indirectly in varying degrees in different corridors - Land House Shop Land and House Land and Shop Shop and House Spill over residential space Spill-over business space Source of water Others including school, hospital or public property. 7. AVOIDANCE AND MITIGATION MEASURES - NATURAL ENVIRONMENT Avoidance and mitigation measures involve decisions and strategies taken during the entire study and project period to minimise the negative impacts and enhance the positive impacts of the project on the surrounding environment. 7 Executive Summary Gujarat State Highway Project - Phase JIB 7.1 Soil Resources Mitigation measures chiefly include avoidance of an area with highly productive soils and protection measures formulated in the design and construction stages. In areas where land acquisition of productive land occurs, the productive top layer (15cm) of the soil will be stripped and stored in stock piles (height not exceeding 2m) and used for the top dressing as surface layer of the newly constructed embankment and fill slopes. Hardy and indigenous species will be planted along the roadsides to ensure improved survival of roadside vegetation. 7.2 Water Resources Road widening has been limited to within the RoW in all locations close to roadside water bodies. Excavation for replacement or enlargement of water bodies will be at the closest possible place/location,- with respect to the original water body or where the fill has been, placed. In any water bodies that are used for pissiculture, construction will be limited to the dry seasons only. Compensatory water supply sources will be set up before the start of construction activities. Any source of community water (potable or otherwise) such as wells, ponds, tube-wells and bore-wells, accidentally lost will be replaced immediately. 7.3 Air quality Improved speed levels and a reduction of stops and starts can improve the air quality by a reduction of emissions. However, stricter vehicle emission standards, proper vehicle maintenance and appropriate implementation of pollution control measures are under state and..national authorities are much more effective reducing pollutant levels. Water will be sprayed on earthworks, temporary haulage and detour roads on a daily basis. Stone quarries will be maintained in such a way that dust emission from the crusher and vibrating screen do not exceed the standards set by the government 7.4 Noise and vibration Noise standards will be strictly enforced for all vehicles, plants, equipment, *and construction machinery. All construction equipment used for an 8-hour shift will conform to a standard of less than 90dB(A). If requir-ed, high noise producing generators such as concrete mixers, generators, graders, etc. must be provided with noise shields. Workers in the vicinity of high noise levels must wear earplugs, helmets and be engaged in diversified activities to prevent prolonged exposure to noise levels of more than 9OdB(A) per- 8 hour shift. In construction sites within 150 m of residential areas, construction will be halted between 2100 and 0600 hours to minimise noise impact. 7.5 Flora To minimise loss of trees, clearance of only those trees identified from the design will be removed. Temporary traffic detours should be constructed in a manner so as to minimise tree loss. Compensatory afforestation will be taken up as per the Forest (Conservation) Act, 1980. For each tree felled, two trees will be planted In addition to the compensatory afforestation, trees shall be planted 8 Executive Summary Gujarat State Hlghway Project - Phase IIB along the project corridors by the GSHP. Considering the combined compensatory afforestation by DoF and the plantation by the GSHP, a total of 392409 saplings will be planted. 7.6 Fauna The Wild Ass which crosses the links 021 and 022 needs to be prevented from doing so or else some safety measures be put into force. It is proposed to install a reflector system that reflects the headlight of an approaching vehicle. In addition slab culverts have been provided for safe movement of the animal to the other side of the highway. 8. AVOIDANCE AND MITIGATION MEASURES - SOCIAL ENVIRONMENT The impact due to removal of encroachments and squatters will be avoided by implementation of phase-wise resettlement action Programme. To avoid the severance of impact, advance notice will be given to the encroachers and squatters. The notice will be given four months prior to construction phase starts. Relocation of all such impacted persons will be as per R&R schedule. The impacts due to the project on the sensitive community facilities or education institution, health facilities, a number of recreational facilities and others like ponds and cultural community assets have been avoided in the design phase of the project. 9. CULTURAL PROPERTY The GSHP has given first priority to avoidance of any adverse impacts in the existing setup of the cultural properties. Except in the case of 9 small shrines those require relocation, the project will conserve the cultural properties. Relocation would be taken up only after co.nsulting the concerned community. The avoidance measures such as realignment of the pavement, restriction of the proposed pavement width and provision of retaining walls have been ihcorporated. Mitigation of impact on cultural property includes redefining access of the cultural property from the road, safety measures, relocation of the cultural property and landscaping. 10. ENVIRONMENTAL ENHANCEMENT Enhancement is adcditional measures relate to improvement of roadside natural, physical and aesthetic qualities. For enlhancement of natural environment, project corridors shall be strengthened and reinforced using various techniques of soft landscapes principally through planting of various trees. Enhancement of water bodies done in order to make these water bodies more accessible and enhance the water front, landscaping depending upon their location and nature. A number of bus shelters will be built to create physical link with carriageway for smoothing traffic moment and passenger safety. Proper landscaping of the traffic islands and the surrounding areas shall integrate road aesthetics features with the surrounding landscape. Enhancement measures for upgrading the environment and ambience of the cultural property based upon the characteristic of that property were also worked out in detail. 9A Executlve Summary Gujarat State Highway Project - Phase IIB 11. ENVIRONMENTAL MANAGEMENT ACTION PLAN The EMAP is a plan of action for mitigation/management/avoidance of the negative impacts of the project and enhancement of the project corridor. For each measures to be taken, its location, timeframe, implementation and overseeing/supervision responsibilities are provided in the EMAP. The EMAP explains the environmental issues and the avoidance/mitigation/minimization or enhancement measures adopted and/or to be adopted during different phases of the project namely; Pre Construction, Construction and Operation. The environmental monitoring programme provides information on which management decisions may be taken during construction and operation phases. Monitoring includes visual observations/checks and measurements of selected environmental indicators at pre selected locations. 12. RESETTLEMENT AND REHABILITATION ACTION PLAN This RAP comprehensively addresses all R&R issues that arise in GSHP: Phase IIB. It conforms to the GoI legislation (the EIA notification, 1994) and policy perspectives (the Draft National Policy on Resettlement and Rehabilitation) as well as the WB operational directives (OD 4.30 on Involuntary Resettlement and OD 4.20 on Indigenous Population). The RAP is a development package, not simply a welfare solution as it encourages PAPs to help themselves, by enabling them to actively participate in the selection of appropriate compensation and assistance options. Wherever possible, displacement has been reduced or avoided altogether by sensitive design of civil engineering works (such -as alternative alignments or modifications to the design). A total of 13 households need to be displaced in Phase IIB project. About 286 households, will experience minor losses/disruption. Most of them (66.78 percent) are roadside business kiosks that would move back with the given assistance. PAPs will be compensated, at replacement cost, for assets lost. Adequate social and physical infrastructure will be provided. PAPs and host communities were involved in the design of the project through extensive pubic consultation programmes. A Entitlements are proposed in GSHP as per the Entitlement Framework already approved by the GoG. District level market value assessment committees will be set up for establishing adequate replacement value of properties/assets to be acquired. The GoG will endorse the RAP and will technically and financially assist PAPs with rebuilding their lives, livelihoods and social and economic network. This will be accomplished by the EMU and the PIU. An external agency, ideally an NGO, will be engaged to carry out the evaluation of the implementation of the resettlement and rehabilitation of the PAP. 13. INSTITUTIONAL CAPACITY Environmental Management Unit (EMU) has been created within the R&BD for the implementation of EMAP and RAP as well as handling all other environmental matters for the R&BD. The EMU would take all actions needed to implement the mitigation measures defined in the EMAP. The long-term target for EMU would be building environmental concerns and values. 10 03I Executive Summaty Gujarat State Highway Project - Phase 1JI 13.1 Development Plan and Training The EMU as constituted has limited experience of implementing RAP or EMAP in a project. There would be high requirement of training for the EMU. The training would cover basic principle and positions of environmental and social mitigation plans and programmes, implementation techniques monitoring and Management methods and tools. The training programme will upgrade technical knowledge and will target mid level management through environmental awareness raising seminars. An immediate operational plan for the EMU has been suggested including procurement of external expertise to assist in the initial period of implementation of the project. 13.2 Involvement of NGO's The R&BD does not have requisite resources to carry out the many activities proposed in the EMAP and RAP. Some NGOs have these skills and will be retained by the EMU. NGOs will be involved in the implementation of RAP. An expert with experience of environment and social aspects of infrastructure sector also staffs the EMU. Additionally, a different NGO will be retained to evaluate the implementation of the EMAP and RAP two times during five years of the project, once midway through and again at the end. 1. INTRODUCTION 1.1 Overview of Gujarat State Highways Project The state of Gujarat is located on the west coast of India, north of the state of Maharashtra and bordering Pakistan to the northwest. The state straddles the Tropic of Cancer along the Arabian Sea and occupies an area of 195,904km2. The state has a road network of about 70,000km, of which 2,000km are primary network (the National Highways, controlled by the Gol), and 20,000km are secondary network (the state highways, controlled by the R&BD, GoG), while the remaining roads are controlled by the local self governments (Panchayats and Municipalities). Most of the state highways are either two- lane or intermediate-lane carriageway, on 10m road formation. Due to rapidly increasing traffic, industrial growth, and increasing levels of mobility, the existing state highways are experiencing different levels of stress. The constrained capacity of the state highways is a bottleneck for the ensuing industrial and economic development of Gujarat. To relieve the stress on the state highways, the GoG has undertaken the Gujarat State Highways Project (GSHP) with loan assistance from the World Bank (WB). Parts of a number of key state highways will be rehabilitated and strengthened in this project. The Gujarat "Project Co-ordinating Consultancy" (PCC) was undertaken by N D Lea International Ltd, Canada (NDLI) in association with Lea Associates South Asia Pvt. Ltd., India (LASA). A "Strategic Options Study" (SOS), undertaken by LASA in 1995, evaluated 3000km of state highways and selected 1500km for detailed feasibility study. The objectives of the PCC, during the feasibility study, were to conduct a detailed feasibility study on these 1500km of state roads and, using economic and environmental principles, establish a road irivestment programme for a subset of these roads to be funded by the World Bank loan. The project is being completed in three phases (Refer Table 1.1). Project preparation for Phase I commenced on February 1997 and was completed by March 1997. Preparation of Phase IIA project was completed by October 1998. Phase IIB project preparation started in November 1998 and has been completed in 1999. Implementation of Phase I project has been started in October-2000, Phase IIA by second quarter of 2002 and Phase IIB by fourth quarter of 2002. This report concerns Phase IIB project only. A Sectoral Environmental Assessment report for the GSHP, as a whole, and Environmental Study Reports for Phase I and Phase IIA have already been prepared, each incorporating an EMAP and a RAP. The Phase I and the Phase IIA reports (NDLI/LASA, 1998) were appraised and endorsed by the GoG, R&BD and the WB. 1.1.1 Objectives of The Project The GSHP aims to improve a portion of the road transport network in the state within the constraints imposed by the available funding. More specifically, the objectives are the following: * to provide more efficient transportation of passengers and goods in the state; * to provide better accessibility and reduce traffic distress on the arterial highways passing through the state; 1-1 Gujarat State Highways Project: Phase IIB - Vol IIA . to ensure longevity of the roads for more than 15 years, thereby redudng the cost of maintenance, travel time and vehide operation; and, . to improve accessibility to the major ports, existing and proposed industrial estates, and foreseeable mega-industrial complexes for effident transport of goods. 1.1.2 Project Description The GHSP generally involves widening and strengthening of the project corridors along the existing alignment and within the existing RoW (subject to minor modifications in order to improve road geometry and for road safety). Design standards for such improvement are discussed in brief in the following sub-sections (for details, refer the Design Report, Vol. I of Gujarat State Highways Project: Phase IIB). 1.1.2.1 Design a) Pavement width The design width of the project roads has the following gradation: 8.5m pavement on a 10+m road-formation, 10m pavement on a 12m road-formation, and four-laning. All roads in Phase IIB are being widened to 10m pavement on a 12m road-formation. There is no four- laning involved in Phase IIB. b) Pavement treatment and costs The design pavement treatments were the following: thin overlay, medium overlay, rehabilitation, and reconstruction. The different treatments have different construction costs and maintenance costs. Suitable design costs were taken with a compromise between construction and maintenance costs. c) Structures The culverts are to be widened to suit the proposed foundation of the roadway and new constructions for those sections to be four-laned. For bridges, there-are four design options: . Widening so as to be in accordance with the IRC standards. For bridges (including culverts)<30m, this called for 12m total deck widths on 12m formation; 24m total deck widths on 24m formatioris. For bridges > 30m, this called for a total deck width of 8.6m for a 7.5m carriageway width and 2x8.6m for 2x7.5m carniage ways; * Improvements to submersible bridges consisting of lifting the superstructure and raising the height of the substructure; * New expansion joints of the asphaltic plug type for bridges with individual span lengths>lOm; and * Repairs to distressed elements of superstructure and substructure. These include crack sealing, guniting, repairing honeycombed and broken concrete and providing adequate 'cover' to the exposed reinforcement bars. 1.1.3 Project Prioritisation During the Feasibility Study stage, the PCC evaluated different improvement requirements for each 100m segment on the 1500km roads under study. These 15,000 segments were aggregated in to 883 homogeneous road-sections, from physical, traffic, environmental and 1-2 Chapter 1 - Introduction social considerations. The objective was to prepare a work programme specifying priority of a particular road-section, the improvement standards and the timing of implementation of the improvement. Deighton Total Infrastructure Management Software (dTIMS) was used to develop this works programme. For each road-section, total benefits were calculated for different investment strategies. Then, for each road-section, an efficiency frontier was constructed. Strategies were selected that produced the least total cost net present value (NPV) for the expenditure of the available budget. Within the budget constraints', US$412M worth of projects were selected by the dTIMS model, improving 818 km of roads2. All improvements were to a 10m paved width on a 12m formation, except for one 65km road (Mahesana-Palanpur) to be improved during Phases I and IIA. 1.1.3.1 Natural and social environmental priorities Costs arising out of natural and social environment were magnetised, to the maximum extent possible, and built into the economic prioritisation. This was preferred to leaving them to the end and considering them qualitatively-where they fight a "rear guard action" after the important decisions have been made. Also, given that a worst-case scenario was employed, the final environmental costs are likely to be lower. In effect, "social and environmental screening' was analogous to the economic prioritisation. The road sections showing high natural or social environmental problems were screened out due to the high associated costs, and resulting lower return on investment. There are, of course, some road sections selected owing to high overall net economic benefits, notwithstanding high natural and social costs. Even in these cases, the natural and social environmental costs being incorporated in the project cost, adequate resources are kept in provision to mitigate or compensate the adverse natural or social environmental impacts. 1.1.4 Benefits from the project The project will result in substantial financial and social benefits. By up-gradation of the strategic state highways, there will be improvement in overall transport capability in Gujarat. Journey speed in the highways would increase, thereby there will be substantial savings in terms of vehicle operating costs and value of time. The project will also lead to reduction in road congestion; ,abatement of ambient air and noise pollution; improvement of roadside drainage conditions, especially in the urban sections of the roads. A major contribution of the project will be towards increase in safety levels (i.e., reduction in the propensity to have accidents), for both pedestrians as well as motorists. The project will improve access to a large part of the state and will relieve several bottlenecks to development. The industrial sector in the state is expected to receive a tremendous boost, as a result, since new areas will be opened up for urban-industrial development. There will be several other macroscopic and indirect benefits (such as in the agriculture or mining sector). Total budget was US$402M. The budget expenditure profile was taken as follows: Year 2--US$5oM, Year 3-US$100M, Year 44US$140M, Year 5--US$120M; Total -)US$410M (note that Year 2 is the initial year, in which project implementation would start). 2 Two short urban sections 31 and 34, were not chosen by the model but were included for reasons of corridor continuity. "Sections" refer to the 181 dynamic homogeneous sections, delineated by subdividing the project road links, for purposes of dTIMS modeling. 1-3 Gujarat State Highways Project: Phase IIB - Vol. IA On a local scale, people will be provided with facilities such as access roads, service lanes and parking lanes within 'urban stretches'; bus stops, bus bays and truck parking bays; improved storm water drainage in 'urban stretches'; demarcated pedestrian road crossing areas and footpaths; street lights; community areas and roadside rest areas; improved highway-side environment, etc. Some of the above benefits are quantifiable, and many of these are difficult to quantify. In the economic prioritisation (NDLI/LASA, 1998a) the benefits quantified were: (i) road user effects (RUEs) including savings in fuel, tyres, maintenance and repairs of vehicle, lubricants, crew cost, capital cost including depreciation and interest, passenger time, and cargo time; (ii) value of reduction in accidents and (iii) savings in work zone delays. Total net present value (NPV) of economic benefits from the project is US$ 858 million, accrued over a period of 20 years. At an investment of US$ 412 million, the -net benefit is US$ 446 million. The economic internal rate of return is 32.9 per cent per year (NDLI/LASA, 1998a).- 1.1.5 Phases of the Project and Project Schedule The project is to be implemented in three phases, viz. Phases I, IIA, and IIB (Refer Map 1.1). Phase I involves widening and strengthening of 246.3km of state highways, whereas Phase IIA consists of 252.2km of state highways (the 65 km Mahesana- Palanpur corridor is common to both Phases I and IIA: existing two-lane carriageway to be strengthened in Phase I, and a two-lane new carriageway to be added in Phase IIA.). The remaining 393.14km roads are part of the Phase IIB. The project is also divided into contract packages. Each contract package is a group of project roads packaged together, to make the individual contracts lucrative enough for international competitive bidding (Refer Table 1.1). Table 1.1: Phase-wise Implementation Programme Phase | Contract Corridor LgCorridor Name .| of Pae Package No. crioNae-corridor (kmn) Phase I I 01 . Sarkhej - Viramgam 47.7 II 03 Mahesana - Palanpur 65.0 III 28 (part) Rajkot - Link to Vanthali 60.0 IV 17 - Kadodara Bajipura 35.6 v 06 (part) Godhra - Halol 38.0 Sub-total 246.3 Phase IIA VI 03 Mahesana-Palanpur (new two lanes to be added) 65.0 vii OS Shamlaji - Lunavada 85.5 l iu~ 06 (part) Lunavada - Godhra 36.0 VIII", 08 Ladvel - Dakor 18.0 09 Dakor- Godhra 47.7 Sub-total 252.2 Phase IIB IX 10 Vadodara - Jambusar 45.4 12 Bharuch - Dahej 47.2 X 26 Jetpur - Junagarh 24.24 27 Rajkot - Morvi 68.2 Xi 28 (part) Rajkot - Vadinar (part) 65.1 XII 02 Bajana - Halvad 71.5 XiII 21 Dholka - Bagodra 22.7 22 Wataman - Pipli 24.0 xiv 13 Olpad - Ichchhapor 11.0 15 Ichchhapor - Link to Navasarn 13.30 .18 Baiipura-Songadh' 30.0 ._________ Sub-total 393.14 All Total 826.64 Deleted as this road has been declared as part of a National Highway subsequent to completion of the feasibility study (and SEA). The control of this road has been transferred to the National Highway Authority of India (NHAI). 1-4 .* ~~ RAJASTHAN PAKISTAN~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~T Legend -4---_-"-- _Intemational Boundary 0 ui ------ A ToState Boundary District Boundary National Highwyy g - State Highway District Headquarters JAMNAGAR ~~~~~~~~~~~~~~~~~PROJECT CORRIDORS _"B E"s~~~~~~~~~~~~~~~~~~~~~~~~PAE T ~~~~~~~~~~~~~MADHYA PHASE NIA i.PRADESH 0-)- PHASE IIB Map No.: 1 A"AHtA TTile: PROJECT LOCATION Gujarat State Highways Project Phase IIB *> 1 MAHARASHTRA PROECT COWnAT1NO COISULTANCY SERVICES 0 50 100 N* A.D.EA Kilometers ' LINS A Chapter 1 - Introduction Project preparation for Phase I and Phase IIA were completed by early 1998 and early 1999 respectively. Environmental and forestry clearances for Phase I of the project were obtained by April 1998, while for the phase IIA these clearances were obtained by June 1999. Applications for environmental and forestry clearance for Phase IIB have been submitted to the concerned departments and the clearances are expected by December 1999. 1.1.6 The Sectoral Environmental Assessment (SEA) A sectoral environmental assessment (SEA) (NDLI/LASA, 1998b) was carried out during feasibility study stage of the GSHP. The SEA screened the road corridors with respect to probable natural and social environmental impacts; assessed the likely levels of impact; and provided a framework for mitigation, compensation, management and monitoring of the potential impacts. In the following sections, the SEA is briefed. 1.1.6.1 Objectives of the SEA The primary objective of the SEA was to perform an environmental screening of the project corridors based on data on natural and social environment conditions collected through a detailed field survey and updating of strip maps, originally prepared by the R&BD. The environmental screening process was used to: * assign a level of impact to each corridor using three impact categories: high, medium and low; * determine which corridors would require further environmental data collection and analysis; * determine if any of the corridors should be dropped from further considerabon for environmental reasons, such as irretrievable impa*s, or the presence of any fragile ecosystem. The second objective of the SEA was to provide a practical plan for mitigating and monitoring the anticipated impacts of construction and operation. The plan is composed of an Environmental Management Action Plan (EMAP), which identifies the mitigation and monitoring measures to be taken during all stages of the project, and a Resettlement Action Plan (RAP)3, which deals with the Project, affected persons (PAPs). 1.1.6.2 The screening process A highly innovatiye. method was used in GSHP to screen out some of the environmentally most sensitive roads. The screening out was part of the economic feasibility study4. The economic evaluation model incorporated engineering as well as environmental costs (calculated for each 100m stretch of road) along all the corridors. Since designs were not finalised at that stage, the environmental costs were derived considering worst-case conditions, assuming that within the entire RoW all environmental features would be lost. The economic and financial costs of environmental losses were quantified and were used in the dTIMS model to 3 In principle the RAP is part of the EMAP, but it has been presented separately in Chapter 8 for reasons of convenience and clarity. 4 Typically, in highway projects two feasibility (or priority) listings are prepared-economic and environmental. The two priority lists are often in conflict with each other. In the present case, the environmental costs and benefits were sufficiently quantified at the project feasibility study stage, so that screening was automatic and the financial resources for environmental mitgation, compensabon, enhancement and management were included in the project budget. 1-5 A Guja rat State /Highways Project: Phase IIB - Vol. IIA screen out all road sections that exhibited unacceptably high environmental losses and costs. This is probably one of the first studies in which this level of environmental analysis has been included in the engineering - economic feasibility/forecasting model for a highway project. 1.2 Overview of GSHP: Phase IIB Table 1.1 gives the listing of contract packages as originally planned to be implemented in Phase IIB. However, certain modifications had been considered and included in the boundary of the individual roads. The most significant of these modifications to the original packages is the deletion of the Corridor 18: Bajipura - Songadh (30km). This corridor has been declared as part of a National Highway and consequently has been taken out from the jurisdiction of the GoG (and has been transferred to the GoI). To offset this deletion, an additional part of the Corridor 2: Viramgam - Halvad (71.5km instead of 38.3km) has been included in Phase IIB. The particular stretch of road selected (Viramgam - Malvan) in the centre of 2 stretches already included in the GSHP (Sarkhej - Viramgam, in Phase I on the east and Malvan-Halvad, in Phase IIB, on the west). Small modifications also appeared in the boundaries of other corridors. All such deviations from the original work programme are given in Table 1.2. For further detailed descriptions and baseline status of a 300m stretch (on Corridor 21: Dholka - Bagodra), which was not part of the original roads subjected to the Sectoral Environmental Assessment, refer Annexure A. Table 1.2: GSHP: Phase IIB: Deviation from the Original Implementation Programme Contract Corridor Length of Cornidors Reason for Modification (refer Appendix A: SEA Addendum for Package No. Codor Name (kl M i Phase IIB, for further details) Original Modified IX 10 Vadodara - 3ambusar 47.00 45.40 Reduction of lkm and 600m at the Vadodara and Jambusar ends. At Vadodara end, this is for avoiding urban properties. At Jambusar end, the reduction is for highway configurition considerations. 12 Bharuch - Dahej 47.20 47.70 No change, except that the -kilometer stone" homenclature has I.I_ changed. X 26 Jetpur - Junagarh 26.50 24.24 Reduced at both ends for highway configurabon considerations. 27 Raikot - Morvi 68.20 68.20 No change. Xl 28 (part) Falla - Link to Vanthali 59.00 65.10 A stretch of road at the center has been added to extend the corndor to - Jamnagar - the east end of the Jamnagar Bypass (covered in SEA). Khambalia (Part of Rajkot - Vadinar Corridor) XII 02 Viramgam(- 38.30 71.50 Viramgam - Malvan Section has been added. Phase I consisted Bajana/Mlalvan) - of Sarkhej - Viramgam. Therefore, Viramgam - Malvan Section Halv4d will give the corridor continuity. (The entire Sarkhej- Viramgam-Malvan-Halvad-Maliya Corridor has been covered in the SEA). Xiii 21 Dholka - Bagodra 22.40 22.70 Extended 300m at the Dholka end. This extended 300m stretch was not part of the SEA, and an environmental baseline is given in Appendix A: Addendum to the SEA. 22 Wataman - Pipli 23.00 24.00 No change in the starting end (although km marking has been corrected after detailed topographic survey). An additional stretch of 800m at the Pipli end for highway considerations. This 800m was covered by the SEA (as part of the Wataman-Pipli-Dholera Corridor). XIV 13 Olpad - Ichchhapor 10.30 11.00 The extension of length is due to correction arising out of the topographic survey. 15 Sachin (Ichchhapor) - 10.40 13.30 Renamed and extended. The renaming is to correctly refer to the Magdalla (Link to setbements at the ends of the road. Reduced (by 650m) at the Sachin end Navasari) and extended (3.5km) at the Magdalia end for highway configuration considerations. The extended stretch was covered by the SEA (as part of Ichchhapor-Magdalla-Sachin-LUnk to Navsari-Palsana Corridor). 18 Bajipura - Songadh 30.00 -Deleted as this Road has been declared as part of a National Highway subsequent to completion of the Feasibility Study (and SEA). The control of this road has been transferred to the National Highways Authority of _______ _ ____ _____ _______ ______ ___ __ ______India (N H A I). Sub-total 384.30 393.14 Total for All Phases 818.00 826.69 1-6 Chapter 1 - Introduction The Phase IIB roads are tabulated in Table 1.2. The roads are distributed, leaving the Katchchh area, over the entire state. With the exception of Corridors 15, 27 and 28, all corridors traverse plain terrain. The terrain in Corridor 15 and Corridor 28 is slightly undulating. The Morvi bypass section of the Corridor 27 traverses undulating terrain while in the rest of the corridor the terrain is slightly undulating. Other general features are as summarised in Table 1.3. Table 1.3: General Features of the Phase IIB Corridors Corridor Number and District Existing Configuration Proposed Name Tefrain RoW Pavement Pavement (m) (m) (m) 10: Vadodara - 3ambusar Vadodara, Bharuch Plain 24 7.0 10.0 12: Bharuch - Dahej Bharuch Plain 24 to 36 7.0 10.0 26: Jetpur - Junagadh Rajkot, Junagadh Plain 24 to 30 7.0 10.0 27: Rajkot - Morvi . Rajkot Slightly Undulating 30 7.0 10.0 28: Falla - Khambalia 3amnagar Slightly Undulating 30 7.0 10.0 02: Viramgam - Halvad Ahmedabad, Surendranagar Plain 30 7.0 10.0 21: Dholka - Bagodra Ahmedabad Plain 30 7.0 10.0 22: Wataman - Pipli Ahmedabad, Kheda Plain 30 7.0 10.0 13: Olpad - Ichchhapor Surat Plain 30 7.0 10.0 15 Sachin - Magdalla Surat Slightly Undulating 30 7.0 10.0 1.2.1 Environmental context of GSHP: Phase IIB corridors The environmental setting of the Phase IIB corridors ranges from critical (locally bounded) to benign. The SEA, looking at the overall context, relatively classified the Phase IIB corridors as given in Table 1.4. Table 1.4: Relative Environmental Classification of Phase IIB Project Corridors Corridor Relative Environmental Classification in.the SEA 10: Vadodara - Jambusar Medium Impact Corridor 12: Bharuch - Dahej Low Impact Corridor 26: Jetpur - Junagarh Medium Impact CorTidor 27: Rajkot - Morvi Low Impact Corridor 28: Link to Vanthali - Khambalia Low Impact Corridor 02: Viramgam.7 Halvad Low Impact Corridor 21: Dholka - Bagodra Low Impact Corridor 22: Wataman - Pipli Low Impact Corridor 13: Olpad - Ichchhapor Low Impact Corridor 15: Sachin - Magdalla Low Impact Corridor 1.2.2 Boundaries of GSHP: Phase IIB project The spatial and temporal boundaries of the GSHP: Phase IIB project roads were defined the SEA. 1.2.2.1 Spatial boundary a) Direct Area of Influence: The RoW is the primary boundary defining the area within which all construction and operation stage activities will be contained. The corridor of impact (CoI) is the direct area of influence. The CoI is defined on the basis of roadway design-speed and the distance needed (the clear zone) for a vehicle leaving the road to come to a safe stop or to swerve back onto the carriageway. For 1-7 A Gujarat State Highways Project: Phase JIB - Vol. IIA example, for a design-speed of 80-100km/h the clear zone should extend 4.5m beyond the standard 2.5m road shoulder, thus creating a 7m wide cleared area beyond the edge of the carriageway. For this design speed the CoI would be 21m (4.5m clear zone plus 2.5m shoulder on either side plus two 3.5m carriageways) (Refer Figure 1.1). However, in certain cases, the CoI is wider than the available RoW (such as where land beyond the RoW is required for geometric realignment of highway, etc.) and in these cases the direct area of influence has been taken as the "edge of permanent works". In urban areas, with design speed of 50-60km/h, the minimum CoI would be about 16m. However, because of the need for on-street parking, urban service lanes and similar facilities, the Col has been set as 18m. These CoI boundaries, when drawn onto the strip maps, yield much lower and, hopefully, more realistic impacts, for example, reduced number of PAPs. The CoI concept has not been applied as an absolute measure but, rather, as a guideline. For example, when schools or hospitals border the RoW, the Col is extended to include the RoW boundary and beyond. Design decisions also play a part, e.g., where in the pavement or RoW is deliberately constricted or has been designed as narrow sections. Right of Way: TyDically 30m Clear Clear Camige Way. . Shou Id li 35in 3 Sm _/ 25MT' , 2.5m \/ 7.Om} 7.OmT Comidor of Impact Figure 1.1: The Corridor of Impact b) Indirect Area of Influence: A distance of 10km on either side of the corridors was used to define the indirect area of influence. Within such area of indirect influence environmental features that are important in a regional scale and have perceivable linkages with the project roads, such as national parks, wildlife sanctuaries, protected forests, archaeological and cultural/religious sites were recorded. 1.2.2.2 Temporal boundary The project implementation period and start of operation are.two important periods in terms of environmental action and management. These boundaries are defined as follows: a) Project Preparation Stage Involves feasibility study, planning and design stage of the project. The feasibility for the 3000km of state highways was undertaken in 1995. 1500 km of State Highways were selected for strengthening as part of the Gujarat State highways Project. The investment prioritisation study was further undertaken in 1997. The detailed design for the Phase I corridors (246.3km) was initiated in 1997 and completed by early 1998. The design Phase IIA corridors (252.2) was finalised in early 1999. This report pertains to the Phase IIB corridors (393.14km). The work at the project preparation stage involved pavement 1-8 Chapter I - Introduction design, highway design, design of structures and environmental and social impact evaluation of the project. Project preparation for Phase IIB has been completed towards the end of 1999. b) Construction Period: The expected contract period is 30 months for individual contract packages, all of which would start simultaneously. In the discussion of environmental impacts this period will be referred to as the construction phase. c) Operational Period: The discussion of environmental impacts refers to the general time periods when the road will be operational in the future, which is expected to be second quarter of 2005. The design life (or operation period) of the project is 20 years from the start of operation. 1-9 A 2. THE STUDY METHOD 2.1 DATA COLLECTION AND ANALYSIS The project corridors, selected for the GSHP: Phase IIB traverse 21 ta/ukas of eight districts. Of the ten corridors selected as part of the Phase IIB project, three corridors (02, 10 and 26) traverse two districts, while the remaining seven are situated within a single district. The project roads selected for GSHP: Phase IIB consist of a set of 16 project road links'. The analysis and data records in the subsequent sections will refer to road sections as links (Refer Table 2.1) Table 2.1: Corridors and Links in GSHP: Phase IIB Project Corridors Road Links Length Districts Talukas Traversed (Name) (Name) (km) Traversed 021: Viramgam - Malvan 33.20 Ahmedabad, S'nagar Viramgam, Dhasda 02: Viramgam - Halvad 022: Malvan -Dhrangadhra 12.30 Surendranagar Dhasda, Dhrangadhra 023: Dhrangadhra - Halvad 26.00 Surendranagar Dhrangadhra, Halvad 101: Vadodra - Padra 08.00 Vadodara Vadodara, Padra 10: Vadodra - Jambusar 102: Padra - Jambusar 37.4 Vadodara, Bharuch Padra, Jambusar 12: Bharuch - Dahej 121: Bharuch - Dahej 47.7 Bharuch . *Bharuch, Vagra 13: Olpad - Ichchhapor 133: Olpad - Ichchhhapur 11.00 Surat Olpad 15: Magdalla - Sachin 151: Magdalla - Sachin 13.3 Surat Chorasi 21: Dholka - Bagodara 211: Dholka - Bagodara 22.70 Ahmedabad Dholka 22: Wataman - Pipli 221: Wataman - Pipli 24.00 Ahmedabad Dholka, Dhanduka 26: Jetpur - Junagadh\ 261: Jetpur - Junagadh 24.24 Rajkot, Junagadh Jetpur, Junagadh 271: Rajkot - Neknam 30.20 Rajkot Rajkot, Morvi 27: Rajkot - Morvi 272: Neknam - Morvi 38.00 Rajkot Morvi 283: Falla - Vanthali 10.00 Jamnagar Jamnagar 28: : Falla - Khambala 284: Vanthali - Jamnagar 05.50 Jamnagar Jamnagar 285: Jamnagar - Khambalia 49.60 Jamnagar Jamnagar, Khambalia, Lalpur Corridors are the entire length of the given project roads, sometimes as long as 130km. Links are homogeneous traffic carrying sections, delineated by the PCC. A corridor contains one or more links. A link is generally shorter section of road, with a maximum length of, say, 40km. 2-1 l Gujarat State Highways Project. Phase IBS - Vol. IIA 2.1.1 Secondary data The following Table 2.2 summarises the data collected, by parameters and source of data: Table 2.2: Nature and Sources of Secondary Data Subject Data Source Geology . Physiography a) District Gazetteers * Topography b) GERI District-wise Reports * Rock Formation; Faults, Fissures, etc c) Planning Atlas of Gujarat, 1987 Soil . Erosion class a) Planning Atlas of Gujarat, 1987 * Soil quality b) R&BD Field Surveys . Condition of Pits / Quarries Climate * Wind Direction, velocity a) Planning Atlas of Gujarat, 1987 * Temperature b) Census Atlas of India, 1991 * Rainfall & Humidity Hydrology . Drainage Pattem a) Department of Imgation, GoG * Surface water bodies b) Gujarat Ground Water Board * Ground water: water table; ground water c) Planning Atlas of Gujarat, 1987 recharge zones; ground water extraction Water quality . Water quality of major rivers (pH, BOB, COD, a) Gujarat Pollution Control Board DO) b) NIMAS Flora, Fauna and . Reserved Forests and other Protected Areas a) Department of Environment and Habitat Forests, GoG . Flora, Fauna b) Gujarat Wildlife Commission ., Rare/Endangered/Vulnerable Species c) WWF Demography . Popuration, density and growth rate a) District Census Handbooks, Census of India, 1991 * Workforce and occupation b) Socio-Economic Review of Gujarat . Demographic characteristics State, 1992-98 Land Use * Land utilization pattern a) District Census Handbooks, Census of India, 1991 b) Operations Research Group, 1993 Cultural . Protected Monuments a) Archaeological Survey of India properties b) Department of Archaeology, GoG 2-2 Chapter 2 - The Study Method 2.1.2 Primary data The following Table 2.3 summarises the nature and sources of the primary data collected in the project. Table 2.3: Nature and Sources of Primary Data Group Data Source Water Resources . Surface water; type and characteristics a) Strip maps . Cross-drainage; structure, flow, erosion, scour b) Detailed site surveys . Rock Formation; Faults, Fissures, etc. c) Topographic surveys Air Quality . Ambient air quality; CO, HC, NO,, S02, SPM, a) Field Measurement at selected RPM, Pb locations Noise . Ambient Noise; Le,q, Lnht, L,dy a) Field Measurement at selected locations Water Quality * Colour, Turbidity, pH, TDS, TSS, TH as CaCO3 a) Field Measurement at selected locations Flora, Fauna and * Roadside Plantabon a) Sample Surveys of Roadside Habitats Plantation . Green tunnels b) Topographic Surveys Demography . Socio-economic data for PAPs a) Socio-economic surveys and census of likely PAPs . Socio-economic data of Vulnerable Groups Land use . Land utilisation a) Strip maps *. Building units b) Topographic surveys * Utilities. c) Socio-economic surveys and census of likely PAPs . Other properties / structures Cultural . Temples, mosques, shrines, etc a) Field surveys properties . Other cultural properties Public . Local Issues a) Focous group discussions Participation . Peoples preferences b) Village meetings . Alternative sollutions c) Individual interviews d) NGO consultations 2-3 A , Gujarat State Highways Project: Phase JIB - Vol. IIA 2.2 IMPACT ASSESSMENT The method of environmental impact assessment for Phase IIB, GSHP was set by the Sectoral Environmental Assessment. 2.2.1 Assessment of impacts Information for the natural environment was collected primarily from the Strip Map database. Precise locations along the corridor and distances from the carriageway were used to pinpoint environmentally sensitive features for the ESR impact analysis. These data were tabulated for each of the project roads in the Hot-spot Matrices (HM). The HM lists the natural and cultural features that would be directly impacted by the road construction. Number of tree plantations to be removed was calculated from a sample survey of roadside plantation carried out during October-November 1998. 2.2.2 Identification of hot-spots Within each corridor for Phase IIB, all the environmental features were tabulated along with their location and level of sensitivity. From this exercise areas of concern or hot spots to which mitigation plans must be directed were identified for each corridor. This is the method that the SEA suggested to be used for the all the project corridors that require future environmental analysis. 2.2.3 Hotspot mitigation prescription For each of the hotspots identified a mitigation/amelioration measure was established. In most of the cases the mitigation measures were in the form of a 'design' solution. Each of the design details is, included in the contract drawings. This would direct the onus of implementation on, the contractor. Compliance can be enforced through the Construction Supervision Engineer as vTell as the EMU. 2.3 PUBLIC PARTICIPATION 2.3.1 Approach and Time-table For the SEA, the initial Stakeholder consultation and establishment of the Task Force were carried out at the state level. The ESR focuses on the local Public Participation programme that was carried out on all the project corridors during March-May 1999. The first stage was to select the communities where village meetings or focus group interviews would be conducted. This was accomplished by referring to the Socio-economic Survey and Census of the PAPs (conducted during November-December 1998) and choosing communities 2-4 Chapter 2 - The Study Method that had the maximum number of potential PAPs. In villages where the PAPs were to be negatively impacted and lose their property, a focus group meeting was conducted to gain feedback from the' PAPs, and to ascertain their feelings on issues specific to the RAP, such as compensation and assistance. The second stage was to discuss with the potentially affected community and likely PAPs, the implications of the project. Preliminary design of the project corridor was shown to, and discussed with them, with an objective of generating responses and information, as well as design solutions. This was conducted during March, April and May 1999. The next stage involved making contact with a local Non Governmental Organisation (NGO). This was undertaken during June and July 1999. The last stage will take place once the final designs are ready. This would demonstrate that the interests of the community and the individual aspirations were accommodated in the final design2 of the project as far as possible. This last phase also will attempt to create a consensus 'among the (fully or partially affected) community for the project. This stage of consultation will be part of the RAP implementation (Refer standalone report: Public Participation Program, Vol. IIC). As a part of the Public Participation Programme and also keeping in mind the requirements of Public hearing Notification, April 1997, the reports will be kept for public reference at district level libraries as well as in the State library at Gandhinagar. The information of such display of reports will be made public through appropriate notices/advertisements in the print media. This exercise has been duly completed for Phase I and IIA of the project (ReferAppendix 2). 2.3.2 Information Preparation and Presentation A Village Meeting Information Disclosure Guide and a Focus Group Discussion Guide (NDLI/LASA, 1997) were prepared and followed during the meetings and focus group interactions. The m,eetings were recorded (with an electronic tape recorder) and a facilitator took notes. Detailed meeting notes were prepared on issues and concerns raised at the meeting. Outlines of the information gathered during the Public Participation Programme and the method of presentation are as given in Table 2.4. Table 2.4: Information Records in Public Participation Sessions Type of Consultation Session Method of Documentation State Level Task Force Meetinqs Minutes of Meetinqs Individual Interviews Household Information Design includes engineering design, environmental management and mitigation, entitlement framework, the resettlement action plan (RAP), construction and implementation schedule/programme, and all other elements of the project as applicable. 2-5 Gujarat State Highways Project: Phase IIB - Vo. IIA Type of Consultation Session Method of Documentation Village Meetings Meetinq Reports Focus Group Discussions Session Reports - FGD NGOs Consultation NGOs Profile 2.4 Environmental Management Action Plan Environmental Management Action Plan deals with the implementation procedure of the guidelines and measures recommended to avoid, minimise and mitigate environmental impacts of the project. It also includes management of measures suggested for enhancement of the environmental quality along the highway. The EMAP is a plan of action for mitigation / management / avoidance of the negative impacts of the project and enhancement of the project corridor. For each measure to be taken, its location, timeframe, implementation and overseeing / supervision responsibilities are also listed in the EMAP. Measures are listed for each phase of the project namely pre-construction construction and operational. 2.5 Rehabilitation and Resettlement Action Plan A Resettlement and Rehabilitation Action Plan (RAP) has been suggested for-the finally affected households. The main objective of RAP is to compensate the Project Affected Persons (PAPs) for their losses due to the project at replacement cost. It also ensures that the quality of life-as a whole and standard of living in particular is improved or at east restored. The RAP in particular provides the Entitlement Framework to be followed for compensating PAPs and other actions for mitigation and management of impacts due to the project. It includes the Implementation Plan for the same, with identified tasks and the organisations and officials responsible for. Estimated cost and budgetary allocations are also calculated for the tasks to be carried-out under RAP. 2.6 Environmental Enhancements Enhancements refer to the additional measures taken or to be taken during the project for the benefit of the road users and the surrounding communities. These relate to improvement of roadside natural, physical and aesthetic qualities. These measures are undertaken to enhance the appeal and environmental quality of the project roads to its users and to generate goodwill among the local community towards the project. 2-6 3. INSTITUTIONAL AND LEGAL SETTING During project preparation of GSHP: Phase I, in the SEA (NDLI/LASA, April 1998) review of the existing institutions and legislation relevant to the Project was carried out. Subsequently, creation of an Environmental Management Unit (EMU) within the R&BD was recommended, as a measure of internal capadty building, as well as to implement the EMAP and the RAP credibly. The institutional mechanisms suggested in the SEA suffice for all phases of the project. During preparation of Phase IIA reports, an operationalisation plan for the EMU was detailed out. The objective in Phase IIB is to corKretise the operation plans; detailing out the methods and tools for implementation of the EMAP and the RAP. This section therefore, describes operationalisation of the institutions and is limited to a brief description of the working procedures recommended for the implementation of environmental and R&R components. As the working procedures reommended now will form basis of any action by the EMU and all other agendes in all phases of the project, a separate stand-alone report, Volume IIB: Insttutional Arrangements and Legal Settings is being submitted. 3.1 INSTITUTIONAL SETTING FOR GSHP Figure 3.1 presents an overview of the organisational structure of the Project as a whole, while Figure 3.2 illustrates the structure of its environmental aspects. The figures illustrate the primary, forrnal relationships between each of the bodies, but they are not comprehensive. Secretary, MmD, , . ren C. C * Employe __ R|comdTask ton ExtemalTechnicaion . , -3 C- TechnicalAssistance ReAssi rtnge PrectProject implmenta ........on F Implementaoron Unit f, GS l3t_-11 r - (EMU) I | l l P~~~~~~~~~~~~I C Gr ....{PC-I I-II:}i ..............Gevance Market Valuev_i i l l , | . j l i i ~~~~~~~~~~Redressal Assessment Cotaor . r = == =-=>- t=-;g ~~~~~~~~~Committees Committees epoe o E nierI neer- e rl | Eneer-e-II l 9 Work i _] r__l ___ l__l_$__l |ENVIRONMENTALMNANAGEMENT UNIT (EMU)| i- I p 1 f -2i - i:[ 31 Fc: . Direction Advice r l l | | I l | E l Re~~~~~~~~Rcommendation - Co-ordination -- - -g - C-7 - I C-8 - Ml - . - - Technical Assistance . ........ Reporting r r ~~~~~~~~~~~~~~~~~~Special Reporting/ Progress Reports | PROJECr IMPLEMENTATION UNIT (PIU) |PIC = Project Implementation Cell; C- 1, C-2, etc= Contractors for Packages 1,2, etc.; Engineer-I, II, III = Construction Supervision Engineers. Figure 3.1: Implementation Arrangenment for the GSHP 3-1 -0 ll Guprat State Highways Pmjed: Phase JIB - Vol. HA For example, numerous informal communications can be expected between the EMU and the PICs, but, where required, these will have to be endorsed by means of communications between the EMU and the PIU. This subsection presents summary desaiptions of those aspects of Figures 3.1 and 3.2 that are relevant to environmental matters. Task Fome Seaetary, R&BD . Seaeat, R&BD (Task: General AdninisOaon and * Secetary, DoEF rtoing) * Secretary, DoR . Direor, DoE * Cavnssoner, GEC Project Impkementation Unit * Prject Directdor (Task: Overall Co-ordination for all (Task: Guidance, Tecmical and Adninisbative Support) Tasks of EMU; Facilitating Ionbfa amng the PlCs, the EniomfinnaeetUi W Engineers and e EMU) C EnviroE l mnag nt Unit (E )* * ' ~~~~~~* Co-oadinator, E (FI1U) 1 EBCOtUe Engineer (Envrromet) (PIU) * (Two) Termical SpeCIalIstS (from DoEF/GE/GPCB) Spedal External Advisor a NSO Pepresenathe (Task: Assistance in implbnetation (TaskL I n iaion of the EMAP/ the RAP, Cnmpliance of the EMAP/ the RAP) Monitring, Evaluation and Reporting) Grievarabe Redressl Marlwet Value Assessment Cmrite *I_shte Contrcx (To be set up in each Distict, whe-e (To be set up in each District, where (Employed by the EMU for project is takn up) project is taken up) ErmroffYental Work, which are not (Task QOuick Redressal of the PAPs' (Task: Assement of the Market value part of the Main Catracts) Grievances with respect to R&R aiid of Land, Building and arnyother w (Tasks: Exeato of the Err*nbts, as per desired by the Propeties Acquired for the Projed, as Erwimmenta works as desired and EMU) per desired by the EMU) directed by the EMU) Figure 3.2: Organisation of the EMU (* The PCC now recomrrenS, contrary to the SEA, that the EMU shoudd not indude a Contrctors' Representative, due to the practical difficAties invlved. Therefore, the EMU structure shown above does not indcude a Contractors' Representatie) The EMU would be under the direction of the project implementation unit (PIU, which is responsible for overall and all-round implementation of the GSHP). The EMU would act as an implermenting cell, triggering and monitoring activities undertaken to meet EMAP and RAP commitments made by the R&BD. The EMU would also be charged with confirming that actions needed to implement the mitigation measures defined in the EMAP, have been taken at the appropriate level in order to physically put measures in place. The EMU will report and monitor compliance of the EMAP and RAP by each of the responsible agendes/entities. 3.1.1 Role and Responsibilities of the Agendes Involved The responsibilities of the agendes involved are of two kinds. The Secretary, R&BD and the PIU are co-ordinating and fadlitating agendes, whereas, the EMU (induding the GRC, the MVAC) is responsible for implementation of the EMAP and the RAP components. The EMU, of iA 3-2 Chapter 3 - Institutional and Legal Setting course, will need to implement and monitor a major part of the EMAP through the PICs and the Engineers who are in charge of the main contractors. 3.1. 1.1 Role of the PIU Among the various agencies involved in monitoring, managing and implementing the project, the following will have important co-ordinating and facilitating roles in implementing the EMAP and the RAP. a) Secretary, R&BD In his capacity as the head of the R&BD, the Secretary is ultimately accountable for the proper execution of the Project to the GoG and the WB. Obviously, the majority of his responsibilities are delegated to his officials, but he retains personal responsibility for the following high-level contacts with the WB and for liasing with the Committee for Monitoring Infrastructure Development (CMID). b) Project Implementation Unit (PIU) Based at Gandhinagar, the PIU is headed by the Special Secretary, R&BD, who acts as the Project Director. The other members are a Superintending Engineer, who also heads the EMU, and three Executive Engineers, one of whom has a special responsibility for the EMAP and the R&R and also sits on the EMU. Other members will be appointed as needed. The PIU has the overall responsibility for the execution of every aspect of the Project, including planning, budgeting, accounting, procurement, implementation, co-ordination, management, and monitoring. It retains final responsibility for implementing the EMAP and the RAP. The PIU acts on behalf of the Employer for construction and maintenance contracts, and it is responsible for ensuring that construction sites can be handed over to contractors free of obstructions af the start of contracts. The PIU is responsible for producing quarterly reports for the WB and monthly reports and periodic recommendations for the Tender Committee. c) Project Co-ordinators / Project Implementation Cells (PICs) A Project Co-ordinator (PC) will be appointed for each package of contracts. Based on-site, each PC will be assisted by one Assistant Project Co-ordinator per contract and other staff to form a Project Implementation Cell. These positions are relevant to the present discussion, because the executive engineers of the PICs will co-ordinate all environmental and R&R actions in the field; in effect, they will be the field representatives of the EMU. 3.1.1.2 Role and responsibilities of the EMU The members of the EMU are the Superintending Engineer and one Executive Engineer from the PIU, two Technical Specialists deputed from departments or agencies of the GoG, one of whom is expected to have expertise in the social sciences, and an NGO representative. 3-3 Gujarat State Highways Project. Phase IIB - Vol. IIA A Contractors' Representative was also proposed to be in the EMU as per the SEA (NDLI/ LASA, 1998). However, considering the practical difficulty of involving one representative from the 14 contractors working in simultaneous contract packages, it is now recommended that the position for the Contractors' Representative may be withdrawn. The global responsibilities of the EMU are to implement the EMAP, the RAP, to oversee compliance and performance monitoring. Its individual responsibilities are described in Volume IIB: Institutional Arrangements and Legal Settings. The EMU will act as the Employer for contractors retained to undertake environmental works that are not included in the construction contracts. Given its responsibilities for monitoring, the EMU will continue to function for several years after the completion of construction; indeed, current planning is for it to become a permanent unit within the R&BD. The role of the other bodies, which are essentially created for implementing the environmental, and R&R components of the project are given below. a) The Task Force Given the complexity, diversity, and interdepartmental nature of its responsibilities, it is desirable for the EMU to benefit from a wide range of senior advisors. That need is particularly urgent because the EMU will have relatively little time to accomplish many of its mandates if preparations are to be completed to permit the timely start of construction. A Task Force, staffed by the Secretaries of the R&BD, the Department of Revenue, and the Department of Environment & Forests; the Director, Environment, of the Department of Environment & Forests; the Commissioner of the GEC; and the Project Director, has therefore been created. It is anticipated that the Task Force will usually react to requests for advice or assistance from the EMU but it may, from time to time, take proactive initiatives. b) Special External Advisors Special External Advisors will assist the EMU periodically over the first two years of its operation with experience in mitigating and monitoring biophysical and social impacts, including resettlement and rehabilitation. The advisors will assist in activating the EMU, including developing its operational procedures, and in co-ordinating training programmes for its staff. c) Grievance Redressal Committees GRCs will be created in each District to recommend solutions to problems experienced by EPs or persons who believe that they should be recognised as EPs. Their structure and operating procedures are described in Volume IIB: Institutional Arrangements and Legal Settings. Chapter 3 - Institutlonal and Legal Setting d) Market Value Assessment Committees MVACs will be created in each District in order to recommend the value of land and related immovable that will have to be acquired for the purposes of the Project. Their structure and operating procedures are described in Volume IIB: Institutional Arrangements and Legal Settings. e) Non-Government Organisation(s) A number of responsibilities, especially with respect to the implementation of the RAP rest with NGOs, which will be procured by the EMU. Details of the role, responsibility of these NGOs are described in Volume IIB: Institutional Arrangements and Legal Settings. f) External Monitoring Agency The mid-term and post-implementation performance monitoring will be contracted to external agencies, which will report directly to the EMU. 3.2 OPERATIONALISATION OF THE EMU The GoG has already created and mobilised the EMU, following recommendations in this regard by the PCC, and subsequent discussions with the WB. Following are the targets and tasks of the EMU are detailed in Volume IIB: Institutional Arrangements and Legal Settings. 3.2.1 Targets and tasks The short-term target for the EMU is to implement the RAP and EMAP for the existing project, while quickly building technical competence. The long-term target is to build environmental awareness and support, both within and outside of the Department. Secondly the Unit is to become a valued step in the career path for engineers, in that, time within the Unit would be viewed as an advantage for promotions. This could be achieved through a career path cycling program. Functioning as the primary implementers of environmental measures defined in the SEA and ESR documents, the EMU's tasks should be as follows: a) Short Term * Preparation of a unit Operations Plan (one tme with annual updates); * Interpretab'on of the requirements of the EA documentabon (including the RAP) into an Environmental Execution Plan; * Undertaking and/or co-ordinating all internal compliance monitoring and evaluation and securing necessary external monitoring (two times during life of project) through suitable state level NGO or any other agency; 3-5 Gujarat State Highways Project: Phase IIB - Vol. IIA * Preparation of collaboration plan with the identified collaborating agencies in order to deliver the RAP entitlements, as well as other (social and natural) environmental deliverables, during implementation and operation phases of the project; . Monitoring all construction activities as specified in the EMAP and preparation of detailed Environmental Execution Plan, if and when required; Prepare all monitoring reports; * Assisting the Secretary, R&BD and Co-ordinator, PIU on all matters related to environmental requirements of project; * Ensuring, at all times, that mitigation measures (both natural and social) are being implemented at the local levels-on time and as defined in the EA documentation and the execution plan(s) and, * providing all necessary specialised environmental expertise as needed during the project's life. b) Long Term * Development of environmental training programs that target a range of people within the R&BD, from managers to field engineers; . Raising environmental awareness within the contractor community, through intemships of contractor employees at the EMU and training workshops (if required) and, * Leading the improvement and standardisation of environmental dauses used. in project contracts within the R&BD. 3.2.2 Mobilisation The Environmentoal Management Unit proposed for the Project has been mobilised and all of the proposed members of this set-up are in place. The EMU office has been set-up in Nirman Bhavan at Gandhinagar. 3.2.3 Operationalisation of the EMU The EMU is functioning in its fullest capacity from the period implementation of Phase I contracts has started i.e. October 2000. The EMU is staffed with a full time Superintending Engineer, one Executive Engineer, two experts from Department of Forest and department of Revenue and one NGO representative. 3.2.4 Procurement of external technical expertise The external technical expertise is required to assist the EMU in implementation of the RAP and the EMAP; and to prepare the operating plans for the EMU for the Gujarat State Highways Project. AL, 11 -A 3-6 Chapter 3 - Institutlonal and Legal Settlng a) Functions for the external technical advisor The external technical assistance to the EMU will be inclusive of the following: * Assisbtng in operationalisation of the EMU. This indudes preparing a detailed plan of actions for each member of the EMU (ToR for each member of the EMU has already been developed by the PCC), and development of an information system; * Development of operation plans for the EMU, in order to implement, manage and mpnitor the EMAP and RAP satisfactorily. This would indude development of suffidently detailed out manpower allocation plans, compliance monitoring plan and a reporting system for Phase I of the project; * Assistance in procuring, operabonalisabon and monitoring the various NGOs who would be (partially) responsible to implement the RAP; * Assisting the R&BD, in activation of the collaborating agencies. The EMAP and RAP already identified GoG agencies (who will collaborate with the R&BD), and the areas of collaboration, to implement the EMAP and the RAP. The technical advisor(s) will advise, draw a plan for collaboration, and shall assist in finalising the collaboration plan(s); * Identfying training needs for the EMU, preparation of a Training Plan for the EMU, and assistance in the training programme and, * Assisting and advising from btme to tme, in implementing various measures suggested by the RAP and the EMAP. This would indude, if any, preparation of detailed contingency plans, and on field monitoring of works etc. The experts(s) will undertake to ensure that the EMAP and RAP are implemented in an effective and proper manner. The expert(s) will ensure, within reasonable limits, that the EMU is capable of implementing the EMAP and the RAP efficiently, when the expert(s)' services cease'to exist, at the end of the consultancy period. b) Duration of services The duration of service of the expert(s)' has been initially for one year. This includes services of a very senior professional, a middle level professional and a junior level professional for 2 months, 4.5 months and 6 months respectively. The services of the experts have been spread over the year so that at any point of the year at least two experts are there to help the EMU in implementation of RAP and EMAP. The consultancy service has started in January 2002. Looking at the progressive requirement of fully implementing the RAP and the EMAP, it is anticipated significant increase in staffing and duration of services will be required, which at present may be estimated to be about 24 additional man-months for middle level support professionals and 84 man-months for junior level support professionals. 3-7 Gujarat state Hlghways Project; Phase IIB - Vol. IIA c) Essential qualifications The expert(s) shall have prior experience of conducting environmental management operations in highway development projects of equivalent nature. The expert(s) must have demonstrated Environmental Management expertise, and have experience in preparation of operation plans with respect to highway projects in India, or in similar region and context. Experience of managing resettlement and rehabilitation programmes/projects is also required. The expert(s) must be well versed with the project monitoring and reporting requirements in the World Bank assisted projects. g) Status of procurement The procurement of the external advisors for the EMU for the period of one year was completed in the month of January 2002. The main aim behind the procurement of external advisors was to help the EMU in its initial operational stages in planning and implementing the EMAP and RAP as well as in field activities. 3.2.4.1 Training programme for the EMU The EMU as constituted, has very limited experience of implementing RAP or EMAP, in a project of similar nature or magnitude. There would be high requirement of training for the EMU. The training would cover basic principles and postulates of environmental and social mitigation plans and programmes (particularly the World Bank operational guidelines and the National policy perspectives), implementation techniques, monitoring . and management methods and tools. The training programme envisaged is detailed out in the following: a) Participants All members of the EMU; the collaborating GoG agencies represented by the officials identified to be directly responsible for delivery of collaborating services; the NGOs with their field staff will be participating in the training programme. Representatives of the contractors and the resident engineers will take part in the later phases of the training programme, where operational and implementation methods, mechanisms and techniques will be the issues to be deliberated on. Senior officials of the R&BD, including members of the PIU will take part in the initial training sessions, where the focus will be on policies and principles. This is aimed to help the EMU and other directly responsible entities to interact more meaningfully with the PIU and other counterpart staff in the R&BD. This is also aimed to generate an environment of appreciation for the EMU's endeavours in the parent organisation. b) Schedule The first training session, which is envisaged to be a symposium will take place once the EMU is fully mobilised, the collaborating agencies and the NGOs are procured. The timing will also depend on the target date for start of construction, as well as the date of RE41 3-8 Chapter 3 - Institullonal and Legal Settlng operationalisation of the project. This session will tentatively be held in the third week of September 1998. Further training sessions will be held as a continuous programme. It is proposed that the schedule be as given in Table 3.1. c) Training components The training components may be broadly divided into the following categories: Principles and policies for (natural and social) environmental mitigation in development projects; * Legal and institutional aspects; project mandates; * Probable (natural and social) environmental impacts and losses in rooad strengthening and widening projects; . The EMAP and the RAP in GSHP consisting of i) the construction stage environmental concems; ii) the environmental designs and implementation plans; iii) the project entitlement framework; (iv) types and aspects of vulnerability of the EPs; v) counselling and grievance redressal methods and mechanisms and vi) financial control mechanisms; * Monitoring, evaluation and reporting methods and mechanisms and, * Inter-sectoral and inter-agency collaboration, etc. Table 3.1 - Training Programme for the EMU Training Training Components Sessions * Principles and policies for (natural and social) environmental mitigation In development projects; Module I * Legal and institutional aspects; project mandates including the WB operational guidelines; Initiation * Introduction to the designs, implementation schedule for GSHP. * Probable (natural and social) environmental impacts and losses in road strengthening and Module II widening projects; Project Specifics * Basic features of the EMAP and the RAP in GSHP. * Construction stage environmental concerns including hot-spot mitigation matrices Module III *t Environmental designs and implementation plans; Location-wise and class-wise; EMAP and RAP * Project entitlement framework including group, individual or community entitlements; the in GSHP verificaqion procedure; conditions/circumstances under which additional persons may be considered affected/entitled; . Vulnerability of the EPs; special measures or additional supports proposed in the entitlement framework to assist vulnerable groups to protect their livelihood; * Counselling for each category of entitled persons, households or groups; method and scope of counselling; Completion and distribution of entitlement photo identity cards; * grievance redressal methods and mechanisms; market value assessment method and mechanisms proposed in GSHP; * Financial control mechanisms including disbursement of compensation/assistance payments in a transparent method. Module IV * Laws and other statutes associated with the proposed project such as the Labour Laws, the Construction various pollution control acts, Environmental (Protection) Act, Mining Act, Hazardous Materials stage issues (Handling) Act, Forest (Conservation) Act, Land Acquisition Act, Draft National Rehabilitation Policy, etc; * Efficient construction activity monitoring; compliance monitoring; * Environmental clauses in GSHP contract documents and their implications. Module V * Monitoring requirements; monitoring techniques; Operation stage * Environmental evaluation techniques; Issues * Reporting requirements and mechanisms for GSHP. 3-9 Gujarat State Highways Project.' Phase JIB - Vol. IIA Training Training Components Sessions Module VI * environmental surveys including ambient air, noise, biological and water quality surveys; Long term * social surveys, survey questionnaire design, sampling techniques; issues * data storage, analysis and retrieval; * contract documents and incorporation of environmental clauses; * community consultation and participatory technology generation methods; * legal or statutory requirements for environmental, social and forestry clearance of road project and, * contingency planning and management, etc. The above are the major areas of training and discussion and is not an exclusive list. The additional areas of training, in order to develop long term capacity in the EMU will include, among others, the following: * Environmental surveys; * Social surveys, survey questionnaire design, sampling; * Data storage, analysis and retieval; * Gender and other vulnerability issues; * Contract documents and incorporation of environmental-dauses; * Community consultation and partidpatory technology generation methods; * Legal or statutory requirements for environmental, sodal and forestry dearance of road projects and, * Contingency planning and management, etc. d) Technical input The principal responsibility for providing and planning for technical input in the training programmes would lie with the "external technical experts/advisors", proposed to be procured. However, responsibility for organising and conducting the first training session rests with the PIU. The PCC will continue to provide technical support to the "external technical experts/advisors", until project preparation for GSHP: Phase IIB is over. There are several other agencies conducting training programmes in the areas of environmental and social impact assessment, environmental mitigation/compensation, and resettlement and rehabilitation planning/design. The Staff Training College in New Delhi; the Centre for- Environmental Planning and Technology (CEPT), Ahmedabad; Gandhi Labour Institute, Ahmedabad; Gujarat Institute of Development Research, Ahmedabad, etc. may be procured to collaborate in the training programmes. The World Bank also proposes to conduct training programmes from its New Delhi Office, which might be very useful for the project. 3-10 Chapter 3 - Instltutional and Legal Setting 3.2.5 Training of other R&BD staff Preceding any training a short needs assessment within the R&BD would be conducted. At the same time a technical resource inventory would be completed, where local technical specialists and training opportunities are identified. The EMU co-ordinator will lead this exercise. The training activity will not be limited to technical upgrading, but will also target mid-level management through environmental awareness raising seminars (say, '/2-day sessions). Only by building awareness at the decision making level, will commitment be obtained and the Unit remain functioning. The following training will be provided through training courses, workshops, seminars as well as one-on-one counterpart learning-by doing. The topics to be covered would include: * Environmental management prnciples and EA; * Environmental information systems and data analysis; * Sodal assessment, resettiement and rehabilitation; * Compliance monitoring, evaluation and environmental reporting; * Inter-agency networking/communication; * Environment compliance through good engineering design of highways and, * Contract provisions for environmental conservation and compliance. 3.2.6 Estimated budget The EMU will have to function for at least two years after the completion of all work on GSHP has been completed. There is a long-term plan to transform this project level EMU into a full- fledged permanent unit within the R&BD, to look after all future projects. As part of the BPIP, an initial 4-year estimate has been prepared (Refer Table 3.2). The total estimated budget is Rs. 20.9 million oYbt of which Rs. 9.6 million is to be provided by the GoG and the remaining Rs. 11.3 million is,to be funded by the WB loan. The budget and the sub-head-wise distribution are tentative and are to be worked out in detail during the preparation of the EMU operating plan. Table 3.2: Estimated Budget for the EMU (1999-2003) (Rs. in million) Provision from Staff Capital Cost Operating Cost Training Total Project Budget for Institutional 2.8 0.7 6.8 5.6 15.9 Development R&R Budget Provision for - 2.0 1.0 1.0 4.0 Strengthening of EMU Apportioned Contingency from - 0.5 0.25 0.25 1.0 R&R Budget Provision Total 2.8 3.2 8.0 6.9 20.9 3-11 Gujarat State Hlghways Project: Phase IIB - Vol. IIA 3.3 THE LEGAL FRAMEWORK The following subsections summarized the legislative framework in which the projects will be implemented with respect to the environmental and the social issues. Sub-section 3.3.3 lists the legislation of general application to which the Project is subject, particularly at the construction stages. 3.3.1 Natural environment Table 3.3 summarises the principal features of the laws, regulations, and guidelines that govern the planning, construction and operation of the Project in relation to the natural environment. Table 3.3: The Legal Framework - Natural Environment Law/ Regulation/Guidelines Relevance The Forest (Conservation) Act, 1980 Applies to natural forest areas- Authority to issue clearance: (i) if area of forest >lOha (lOha in hilly area)- Central Government; (ii) >5ha-20ha-- Regional Office of Chief Conservator of Forests; (iii) =5ha-) State Government; (4) if tree density >40%, permission for any work must come from the Central Govemment, regardless of area of forest to be cleared. The GoI, MoEF Notification of 18 February 1998 provides that the dearance to fell roadside plantations may be given by concerned Regional Office of MoEF, provided that at least two trees must be planted for each tree felled. If decision not made within 30 days of receipt of application, the proponent agency may proceed under intimation to State Forest Department and the MoEF. The Environmental (Protection) Act, The various aspects of the Environment (Protection) Act and Rules apply 1986, and to the road construction projects. The various rules establish the The Environmental (Protection) Rules, standards for discharge of the atmosphere and noise. These standards are 1987-96 (various) directed primarily at the industrial pollution but are also applicable to road construction activity. The Environmental Impact Assessment Identifies highways (Item 21 of schedule 1) as one of the projects Notification, 1994 requiring prior dearance from the Gol, MoEF. The Gol, MoEF Notification of 10 Apnl 1997 provides that environmental clearance need not be obtained from the MoEF for. Highway projects relating to improvement work including widening and strengthening of roads with marginal land acquisition along the existing alignments provided the highways do not pass through ecologically sensltve areas such as National Park, Sanctuanes, Tlger Reserve, Reserve Forest, etc The same notification empowers the State Pollution Control Board to hold public hearing for all projects requiring environmental clearances from the MoEF. The Wildlife (Protection) Act, 1972 Provides for the creation, conservation and protection of National Parks and Sanctuaries. The Water (Prevention and Control of Resulted in creation of Central and State Pollution Control Board to Pollution) Act, 1974 establish/enforce water quality and affluent standards, monitor water quality, prosecute offenders, and issue licenses for construction/operation of certain facilities. The Air (Prevention and Control of Empowers GPCB to set and monitor air quality standards and to prosecute Pollution) Act, 1981 offenders, excluding vehicular air and noise emission. The Motor Vehicular Act, 1988 Empowers State Transport Authority to enforce standards for vehicular 3-12 Chapter 3 - InstItutlonal and Legal Settng Law/ Regulation/Guidelines Relevance pollution. In August 1997 the "Pollution Under Central Certificate" was launched to reduce vehicular emissions. The Environmental Guidelines for Rail, Issued by the MoEF and the MoST, not binding. However, serves the Road and Highways Projects, 1989 purpose of a useful framework for reporting. NDLI/LASA (December 1998) discussed briefly some of the inadequacies of this legislation. However, the most important inadequacy of the legislative framework is the lack of enforcement and the lack of co-ordination among the agencies responsible on behalf of the Gol and the GoG. 3.3.2 Social and Cultural Environment Table 3.4 summarises the principal features of the laws that form the basis of planning, construction and operation of the Project in relation to the social and cultural environment. Table 3.4: The Legal Framework - Social and Cultural Environment Laws / Regulations Relevance The Land Acquisition Act, (Amended Governs acquisition of land under eminent domain for defined public up to 1984) purposes and compensation therefor. The Environmental Impact Assessment Makes the preparation of a project-specific RAP mandatory. The RAP must Notification, 1994 address, among other things; protection against loss of livelihood; community support systems and infrastructure; loss of productive resources and minimization of displacement. The GoI, MoEF Notification of 10 April 1997 empowers the State Pollution Control Board to hold public hearing for all projects requiring environmental clearances from the MoEF. The Ancient Monuments and Area within OOrm of protected property is protected and within 300m is a Archaeological Sites and Remains Act, zone of controlled development; any development within such areas 1958. requires prior authorization of the ASI. NDLI/LASA (December 1998) identified some deficiencies in the preceding legislation, including any comprehensive legislation at the National and State levels governing resettlement and rehabilitation and the inadequacy of compensation under the Land Acquisition Act, 1984. However, a National Policy on Resettlement is expected to be adopted soon. The Draft Policy' has been referred to in preparing the RAP in this project. Government of India, Ministry of Rural Development and Employment. Draft National Policy on Resettlement (unpublished draft for discussion). New Delhi, 1996. 3-13 Gujarat State Highways Project. Phase IIB - Vol. rA 3.3.3 Other Legislation Applicable to Road Construction Projects Environmental issues during road construction stage generally involve equity, safety and public health issues. The road construction agencies require complying with laws of the land, which include inter alia, the following: * Workmen's Compensaton Act 1923 (the Act provides for compensation in case of injury by accident arising out of and during the course of employment); - Payment of Gratuity Act, 1972 (gratuity is payable to an employee under the Act on satisfaction of certain conditions on separation if an employee has completed 5 years); * Employees PF and Miscellaneous Provision A 1952 (the Act provides for monthly contributions by the employer plus workers); Matemity Benefit Act, 1951 (the Act provides for leave and some other benefits to women employees in case of confinement or miscarriage, etc.); Contact Labour (Regulation and Abolitibn) Act, 1970 (the Act provides for certain welfare measures to be provided by the contractor to contract labour); Minimum Wagems Act, 1948 (the employer is supposed to pay not less than the Minimum Wages fixed by appropriate Govemment as per provisions of the); Payment of Wages Ac 1936 (it lays down as to by what date the wages are to be paid, when it will' be paid and what deductions can be made from the wages of the workers); * Equal Remuneration Act, 1979 (the Act provides for payment of equal wages for work of equal nature to Male and Female workers and not for making discriminabon against Female employees); * Payment of Bonus Act, 1965 (the Act provides for payments of annual bonus subject to a minimum of 83.3% of wages and maximum of 20% of wages); * Industnial Disputes Act, 1947 (the Act lays down the machinery and procedure for resolution of industrial disputes, in what situations a stike or lock-out becomes illegal and what are the requirements for laying off or retrenching the employees or closing down the establishment); * Industnal Employment (Standing Orders) Act; 1946 (the Act provides for laying down rules governing the conditions of employment); * Trade Unions Act, 1926 (the Act lays down the procedure for registation of trade unions of workers and employers. The trade unions registered under the Act have been given certain immunities from civil and criminal liabilities); * Child Labour (Prohibition and Regulation) A; 1986 (the Act prohibits employment of children below 14 years of age in certain occupabons and processes and provides for regulation of 3-14 C7aptet 3 - Instltutlonal and Legal Setting employment of children in all other occupations and processes. Employment of child labour is prohibited in Building and Construction Industry); Inter-State Migrant Workmens (Regulation of Employment and Conditions of Servlce) Act, 1979 (the inter-state migrant workers, in an establishment to which this Act becomes applicable, are required to be provided certain facilities such as housing, medical aid, travelling expenses from home to the establishment and back, etc.); The Building and Other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996 and the Cess Act of 1996 (all the establishments who carry on any building or other construction work and employs 10 or more workers are covered under this Act; the employer of the establishment is required to provide safety measures at the building or construction work and other welfare measures, such as canteens, first-aid facilities, ambulance, housing accommodation for Workers near the workplace, etc.); 7*.he Factories Act, 1948 (the Act lays down the procedure for approval of plans before setting up a factory, health and safety provisions, welfare provisions, working hours and rendering information-regarding accidents or dangerous occurrences to designated authorities); * Environment Protection Act (Protection Act), 1986; Water (Prevention and Control of Pollution) Act, 1974 and Rules, 1975; * Air (prevention and Control of Pollution) Act, 1981 and Rules, 1982; * Hazardous Wastes (Management and Handling) Rules, 1989; * Public Liability Insurance Act, 1991 and Rules, 1991 and * Chemical Accidents (Emergency Planning, Preparedness and Response) Rules, 1996. 3-15 4. ENVIRONMENTAL SETTING OF PROJECT CORRIDORS 4.1 NATURAL ENVIRONMENT In this chapter an attempt has been made to prepare a baseline environmental setting so as to compare and monitor the predicted. negative and positive impacts resulting from the project. Data was collected from secondary sources for the environmental resources relevant to the study. However, the quantity and quality of data varies from the state to the taluka level for each corridor. The environmental setting of each of the corridors in Phase IIB has been presented in Table 4.1. Primary surveys were conducted to record the micro-environmental features within and adjacent to the RoW. The environmental features were recorded on the updated strip maps, as. well as the base maps. Data was also recorded at sites used for- extraction of materials for construction but generally outside the project corridor e.g. borrows areas and quarries. Ambient Air, Noise and water quality samples were collected at a few sites to prepare a baseline database of these parameters. Finally experts were consulted throughout the project. Table 4.1: Natural Environmental Setting of the Phase IIB Project Highways NCo :orri do r Districts Rainfall1Elevation Geology Minerals River Basin Frosial Gully Aridity Wind Speed NO Name Cm erosion erosion Ardt rn/s Chandraragha viramgam - Ahmedabad, Silica sand & , ula, Moderate high Low - Medum S -1 0 02 Halvad Surendranagar 45-60 25 - 10 Schist clay Kanakwati,Moeae Hg Lw-Mdim 10 Machchhu 10 Vadodara - Vadodara, 80-95 25-75 Alluvium Chalk Dhadar Moderate High Low-semi-arid 5-10 lambusar Bharuch 12 Bharuch - Bharuch 70-100 25-5 Alluvium Chalk Narmada Moderate Semi-arid S-10 Dahej _ _ _ _ _ _ _ _ _ _ _ _ 13 Olpad Surat 100-130 25-10 Alluvium Chalk Tapi Low Humid S-10 lchchhaporIHui 15 Sachinl Surat 130-200 25-5 Alluvium Chalk Mindhola Low Humid 5-10 Magdalla 21 Dholka Ahmedabad 60-70 25-10 Alluvium Chalk Sabarmati Moderate Low arid 5-10 Bagodara _______ 22 Wataman- Ahmedabad 65-70 25-50.1 Alluvium Chalk Bhogavo Moderate Low arid 5-10 Jetpur- Fluorite, High - 26 )unagadh Ralkot, Junagadh 65-80 150-75 Basalt Bauxite, Bhadar, Uren V High Moderate Low-semi-arid 15-20 Junagadh ~~~~~~~~~~~~Building stoneV.Hg Basalt, Chalk, Fluorite, Low-medium 102 27 Rajkot-Morvi Rajkot 50-60 150-25 Bauxite, A)l, Demai High High aid 10-20 Alluvium Building stone Chalk, Fluorite, Uno, Phugar, High - 28 .hamba Jamnagar 4S055 25-20 Basiat Bauxite, Nagmati, V Igh 9igh Medium 10-15 mbal,a ~~~~~~~~~~~Building stone Sinhan V.Hg S,urce Planning Atlas of Gujarat, 1987 4.1.1 Climate Climate plays a vital role in determining the landforms and the productivity of ecosystems as well has an influence on the pollution loads on the environment. Rainfall, temperature, and winds are the principal climatic factors that serve to transport, disperse various forms of pollution into the atmosphere and on the ground. 4-1 Gujarat State Highways Project: Phase JIB - Vol. IIA The state of Gujarat exhibits a variety of climatic characteristics. Principally, it is a transition between the heavy monsoon rainfall areas of the Konkan and the arid areas of Rajasthan. In general the state exhibits a Tropical Composite or Monsoon climate. The principal seasons are shown in Table 4.2 below. Table 4.2: Broad Seasonal Duration in Gujarat Seasons Months Months (from) (to) Winter November February Summer March June Monsoon July October Source Plannlng Atlas of Gujarat, 1987 4.1.1.1 Precipitation The total amount of rainfall, its timing and accumulation are important factors in the design and construction of roads. The state receives 93 to 98 per cent of rainfall during the monsoon i.e. between mid June and September. The average accumulation of rain is 20 to 30cm/day (Refer Table 4.3). Table 4.3: Temperature and Rainfall Link Temperature in c Precipitation Climate Summer Winter Extremes Rainfall Rainy No. Name Mean Mean Mean Mean Mean Mean in mnm. Days Aridity Max. Min. Max. Min. Max. Min. 021 Viramgam - Malvan 40-41 26-27 28-29 11-12 47 2-3 500-600 -20-30 Low 022 Malvan - Dhrangdhra 40-41 26-27 28-29 <11 47 2-3 500-550 15-20 Medium 023 Dhrangdhra - Halvad 40-41 26-27 27-28 <11 47 2-3 450-500 15-20 Medium 101 Vadodara - Padra 40-41 26-27 30-31 11-12 46-47 0-1 900-950 30-45 Semi-arid 102 Padra - Jambusar 40-41 26-27 30-31 12-13 47 1-3 800-900 30-45 Low 121 Bharuch - Dahej 39-40 26-27 >31 12-13 46-47 4-5 750-1000 30-45 Semi-arid 133 Olpad - Ichchhapor 37-38 26-27 >31 >14 45-46 4-5 1000-1300 45-65 Semi-arid to Humid 151 Ichchhapor-Sachin 37-38 26-27 >31 >14 45-46 4-5 1300-2000 45-65 Humid 211 Dholka - Bagodra 40-41 26-27 28-29 11-12 46-47 2-3 600-700 30-45 Low 221 Wataman - Pipli 40-41 26-27 28-29 11-12 46-47 2-3 650-700 30-45 Low 261 Jetpur - Junagadh 35-37 27-28 28-29 12-13 45-46 1-3 600-800 30-45 Low to Semi-arid 271 Rajkot - Neknam 40-41 26-27 27-28 <11 47 0-1 550-600 20-30 Low 272 Neknam - Morvi 40-41 26-27 27-28 <11 47 1-2 500-550 20-30 Medium 283 Falla- Link to Vanthall 37-39 26-27 26-27 <11. 45-46 1-2 450-500 20-30 Medium 284 Link to Vanthali-Jamnagar 37-39 26-27 26-27 <11 45-46 1-2 450-500 20-30 Medium 285 Jamnagar-Khambalia 33-36 26-27 26-27 11-12 44-45 2-4 450-500 15-20 Medium Source: Planning Atlas of Gujarat, 1987. Note: Medium and Low aridity is more arid than Semi-aridity. The high intensity of rainfall causes lesser water to percolate into the ground with the greater portion running over the surface and enters into drains and watercourses. Appropriate drainage should be designed to ensure that these flows do not pond on pavement, resulting in damage to the pavement.' The rainfall pattern varies from an annual average of over 2,000mm in the south-east region of the state to less than 450mm in the north-west and north areas of Gujarat (Refer Table 4.3). MP 1 4-2 Chapter-4: Environmental Setting of the Project Corridors Permanent water supplies will be low in the semi-arid corridors. Contractors will have to make arrangements for labour camps and construction site water supplies from established wells. Moreover the often-torrential nature of rainfall in areas along some corridors of Phase IIB will require special care and attention by the contractors when preparing the base and sub-base for the roads. Heavy rainfall, high aridity and excessive slope gradients can cause slope erosion that may adversely affect the nearby natural and cultural environment. 4.1.1.2 Temperature In summers, the temperatures are higher in the northern part of the state than for the coastal south. Whereas in winter, the temperatures are also lower for southern Gujarat i.e., near Valsad, with higher values found towards the Rann of Kachchh in the north-west. Rajkot and Vadodara experience extremes in temperature from as high as 470C in summers to as low as 0C in winters (Refer Table 4.3). 4.1.1.3 Wind Wind direction, speed, and seasonal variation determine the manner in which air pollutants from vehicle emissions are dispersed. High wind velocities may also cause soil erosion both, during the dry and the wet season. * During the dry months high wind speeds, above 16km/h, are liable to cause soil erosion in areas of loose soil. * Heavy rain, which is a function of rainfall intensity and wind velocity, is one of the major causes of soil erosion during the rainy season. The degree of exposure to driving rain is given by the driving rain index (Refer Table 4.4). The driving rain index is defined as follows: Table 4.4: Driving Rain Index and Potential Soil Erosion Driving rain index (m2/s) Degree of exposure Less than 3 Low 3 -7 Moderate More than 7 Severe Source: Koenhgnsberger et al 1988. Note: The Index only broadly classifies the given locatiols, as the actual eroslon actioln is based on the Instantaneous rain Intensity and the simultaneous wind velocity. During summers, especially in the month of May, south-west Gujarat experiences very high; wind speeds, more than 20km/hr (Refer Table 4.1). These strong winds are centred in the Rajkot area. Minimal wind speeds are observed in the Vadodara region, where the annual mean wind speed is around 5 kmph (Refer Table 4.1). The total amount of rainfall received, the intensity of rainfall along with wind velocities is factors that form an important consideration in the design of roads. Appropriate drainage in high rainfall areas is required to protect the pavement surface and the road embankments. 4-3 Gujarat State Highways Project: Phase IIB - Vol. IIA 4.1.2 Physical setting The physical environment of a region is a direct result of the geologic history, the resulting landforms and the processes of nature, which shape the terrain. The design of roads should utilise the landforms, lithological character and structural details of the areas through which they pass. 4.1.2.1 Physiography and drainage The geographical boundaries of Gujarat incorporate a mosaic of landforms evolved through the interplay of endogenetic processes of mountain building and vulcanism and then modified by exogenetic forces of weathering often under various types of sedimentary environments. Physiographically these landforms can be grouped into seven regions (Refer Map 4.1 and Table 4.5). Table 4.5 Physiographic regions in Phase IIB packages Physiographic Region Contract Package Physiographic Region Contract Package Rann of Kachchh G5HP/11 Central Plateau GSHP/12 Kathiawar Peninsula GSHP/1O, GSHP/11, GSHP/12 Costal Tract GSHP/12, GSHP/13, GSHP/9, GSHP/14 a) Rann of Kachchh: The Rann of Kachchh is the remnant of a very late marine transgression, which is undergoing rapid siltation. It is dissected coastal erosion plain, fringed successively by younger deltatic tidai flats and spits. These are saline wastes and have the same origin as the coastal marshes of the state. The area is dry during the non-rainy season, while during the monsoon if not effectively drained, suffers from water logging. b) Kathiawar peninsula: The Kathiawar peninsula is essentially a dissected lava plateau with flat-topped hills of Mesozoic sandstone in the north-east. The central part of the peninsula forms a high plateau, bordered by scarps and hills and generally rising above 150m in height. The Badra hills, Alech hills, Girnar hills and Gir ranges dominate the topography in the southern part of the plateau. Drainage in Saurashtra forms a radial pattern and the river flow out from the central highlands in directions. However, many of these rivers are intermittent. Larger river draining the region are the Bhadar Shetunji, Matchchu and Aji. c) Coastal Tract: The coastal deposits of the plains were formed by the accretion of successive shorelines. The entire coast of the Gulf of Khambhat both, on the Saurashtra side and on the mainland side coastal Gujarat has risen from below sea level. However, during recent times the Gulf of Khambhat, is believed to have been connected with the Gulf of Kuchchh by an arm of the sea projecting inland. Innumerable lakes the biggest of which is the Nal, lying halfway between the little Rann and the Gulf of Khambhat, are remnants of that narrow arm of the sea. d) Central Gujarat Plateau: The Central Gujarat Plateau has been progressively built-up in the form of successive deltaic plains by alluvium at Tapi, Narmada, Mahi, Sabarmati, Banas and Luni. The oldest deltaic plain fringes the crystalline and Deccan trap uplands, and is characterised by a deep red soil cover (lotosol). -ESW'O 4-4 PAKISTAN I LA A aSSk-,,~~-1 r r PALA -n sl __ " q < .rLegend ~~~~~~~~~~~ ~~~~~~~~~~Hi NA" Intemnational Boundar i t > -t 7 1 > t1> _ _ J HIITNAt_ ' * - - -~ - State Boundary A,._HUJ .MAHE SANA _- District Boundary F GANDHI National Highway -2 X r~iCGANDHINAOAR State Highway ME 1 - 1 ~ t tJIa y R 1 1:3 District Headquarters E - _..... Project Corridor GUL.- H NDN Rivers JAMNAGARk~Rvr _5s KHEd < Physiographic Regions MADHYA m Central Plateau .'PRADESH O Coastal Tract ElDeccan Plateau E Katchchh Peninsula - * Kathiawar Peninsula <~~~~~HAVNA U ~~~~~~~~~~~~~~~Soutemn Aravallies Map No.: 2 _KH GAUMLB HOAT t> Title: PHYSIOGRAPHY & DRAINAGE Gujarat State Highways Project Phase IIB MAHARASHTRA PROJECT COORDINATING CON8ULTANT SERVICES 0 50 100 ICNAAEA ----------- ~~~~~~~~~~~~~~CANADA Kilometers - LASA INDIA COdpter-4: Environmental Settlng of the Protect Corridors 4.1.2.2 Seismologv and Geolog_y Four different seismic zones underlie Gujarat. The seismic coefficient increases towards the west from 0.02 to 0.08. Most of the Phase IIB corridors fall within the type III zone with a moderate seismic coefficient. Whereas, links 023, 272, 283 and 285 fall in type IV seismic Zone with comparatively higher coefficient of 0.05. Comparatively recent alluvium and thick soils cover about half of the state and the other half is exposed bedrock. Depending on their antiquity and mutual relationship, the major rock units of the state within the Phase-IIB links are shown in Table 4.6: Table 4.6: Geology of Phase IIB Corridors - Link Geological Super-Group/ Group Major Rock Associated Era Formation Types Minerals No. Name 121 Bharuch - Dahej Alluvium, Blown Sand and Milliolite Sandstones 133 Olpad - Ichchhapor 151 Sachin - Magdalla Recent & Chalk 211 Dholka - Bagodara Pleistocene 221 Wataman - Pipli 101 Vadodara - Padra 102 Padra - Jambusar 272 Link to Nekhnam - Morvi _ 261 Jetpur - Junagadh Dykes, Basalts Deccan Trap Andesites, Fluorite, Upper Trachyte Bauxite, Cretaceous flows Road Metal, 271 Rajkot - Link to Nekhnam to Bentonite 283 Falla - Link to Vanthali Pleistocene clay, Building 284 Link to Vanthali - stone Jamnagar 285 Jamnagar - Khambalia 021 Viramgam - Malvan Umia & BhuJ series, Upper Gondwanas e.g. Calcareous Cretaceous Dhrangadhra and sandstone Slica, sand Jurassic Himmatnagar series. and shales and Fire 022 Malvan - Dhrangdhra Clay 023 Dhrangdhra - Halvad I I I Source: Planning Atlas of Gujarat, 1987 a) Jurassic: The Jurassic era sediments are essentially of marine origin and their occurrence in Kuchchh are often related to the westward extension of the Tethys a wide channel that goes as far west as Madagascar. The Jurassic era rocks of Gujarat are widespread and have a thickness of more than 6000 feet. The Jurassic- Umaia series rocks are essentially sandstone, conglomerates and shale. b) Cretaceous Deccan Trap The usual rock in the trap area is augite basalt of a dark grey, dark greenish grey or nearly black colour. The, colour of the rocks, buff to cream is dependant on the acidic percentage. The thickness of the trap in Gujarat varies between 1000 and 3000 feet. The basaltic flows of Girnar were domed up as a result of intrusion of dykes. 4-5 Gujarat State Hlghways Project Phase JIB - vol. [IA c) Recent and Pleistocene The great plain of Gujarat extends from Daman in the south to north through Surat, Bharuch, Vadodara, Kheda, Ahmedabad, Gandhinagar, Mahesana and Banaskantha districts and meets at the Rann of Kuchchh. The Alluvium of eastern Gujarat consists of brown clay with kankar, resting upon sands and sandy clay with occasional gravel. The deposits are raised estuarine or marine sediments. 4.1.2.3 Soils The total land area of the state is 19.5 million ha out of which 18.8 million ha is productive land. However, 15.8 million ha of land requires additional soil and moisture conservation measures and has been classified into the three following categories: * Dry land where agriculture is rain fed (13.8 million ha);. Land under (major, medium and minor) irrigation systems (3.8 million ha); * Land which is affected by salinity or alkalinity (1.2 million ha). Land in most parts of the state exhibits and excessive loss of topsoil, exposed sub-soil and bedrock entrenched gullies and ravines as a result of fluvial erosion and aeolian erosion. The semi-arid climate of Gujarat and the loss of its vegetative cover and soils have led to a steady trend of environmental degradation that has resulted in increased desertification, soil salinisation, and soil loss. The mineral resources of relevance for this project are specific soil types and aggregate sources. The soils in Gujarat have been classified by the All India Soil and Land Use Survey Organisation as of seven basic types (Refer Map 4.2). The dominant soil groups are: * Black soils . Laterite soils * Alluvial soils . Hilly soils * Saline/ Alkaline soils a Forest soils * Desert soils (a) Black soils These soils constitute the major portion of Gujarat's arable land. The sub-groups of black soil are: * Medium Black Soil * Deep Black Soil- The link Padra - Jambusar passes through the Deep Black soil group. Links 261 and 271 are in areas of medium black soil. Whereas the link 121 is in Saline Deep Black soils. Deep Black soils are highly productive for agriculture; however, for road construction they are the most undesirable because of their high plasticity, high moisture absorbing capacity and cracking in dry season Medium black soils are of lighter shade, with low depth that varies from a few centimetres to 0.6m or more. These soils are also referred to as shallow black soils. Mediurii black soil has low hygroscopic characteristics and is less productive for cash crops. This soil type does not pose any construction concerns for drainage due to their shallow depth and a porous sub-soil layer of clayey loam to clayey. 4-6 AL~~~~~~~~~~~~~~~~~~~~~~~~~~E -wl-s ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~NI . ... . ~~~~~~~~~~~~~Legend -"-n- l nternational Boundar ------ State Boundary Aft- ~~~~~~~~~~District Boundary National Highway _ S 4 _ _tst State Highway U District Headquarters GULF OF KACHCHH ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Project Corridors GULF ~ ~ -M OF KACHCHH > JAM_ ~ KHMHT +!AMpo: -' TYPES OF SOIL I . Guj Alluvial Sandy MDHYA ~ ,,Alluvial Sandy Loam PRA Deep Black 0 50 100 tS O PROJECTCDORDllFTHOCOgiULTiI I tPRADES Medium Black Coastal Alluvial LaterKte j ~~KHAMBHAT Map No.: 3 Title: SOILS Gujarat State Highways Project MAHARASHTRA Phase iIB PROEJrCTDOODIKATNO COUULTANf BICE88 0 50 100 LASA INDIA Chapter-4: Enironnental Setting of he Project Cmdods (b) Alluvial Soils These soils are very deep and uniform. They vary widely in colour and texture, and have different local names. The subgroups of alluvial soils are: * Alluvial Sandy; and, * Alluvial Sandy Loam to Clay Loam. Links 272, 283, 284, 285 and 022 are through areas of alluvial sandy soil. These soils have a very high rate of permeability thus forming valuable ground water recharge areas. Project links 101, 021 and 211 traverse alluvial sandy loam and dayey loam soils. These soils require for irrigation but have good potential for perennial crops. (c) Saline Soil' In the coastal areas and along the axis joining Gulf of Khambhat and Rann of Kuchchh, the water table is shallow, has high salinity and Boron. In recent years over exploitation of groundwater has resulted in an increasing problem of salt water intrusion along the coast. This soil is unfit for agriculture as production. Links 221, 133 and 121 traverse through this soil type. 4.1.3 Geological Hazards, The state is quite secure from hazards of endogenetic activities and events. But its geo- climatic features make the State's environs susceptible to hazards from erosion, floods, - droughts, and cyclones. The anthropogenic interference, besides enhancing these exogenous hazards, is also responsible for pollution levels. 4.1.3.1 Existing and potential erosion Fig. 4.1: Wind Erosion A major part of the state suffers from poor soil and undulating terrain. The semi-arid regions in Gujarat mainland and northern part of Gujarat peninsula are susceptible to erosion on account of - w{:;zt;S-15 ; water and wind, and the erodibility of the sandy loam soil where it is devoid of vegetation. Over southem Gujarat mainland, the plateau of Gujarat peninsula and area of hilly eastern Gujarat are prone to erosion because of steep slope and sparse vegetative cover. The coastal belt of the state does - s -'~ . ................ not experience extensive fluvial erosion. Large sections of the riparian areas adjoining the major i rivers have been subjected to fluvial and aeolian Fig. 4.2: Fluvial Erosion erosion. a) Rluvial Erosion: There is a high incidence of fluvial erosion in the areas along the corridors 26. 27 and 02. A considerable amount of 4-7 D Gujarat State Highways Projec: Phase fB - Vol. HA fluvial erosion has occurred along links 283, 284 and 285. This is due to the undulating rocky terrain and sparse vegetative cover. Corridor 12, links 133 and 151 are also prone to a limited amount of fluvial erosion. The rest of the Phase IIB project corridors are in areas that experience moderate fluvial erosion. b) Wind erosion: corridors 27 and 28 and link 023 are in areas of alluvial sandy soils which are susceptible to wind erosion. These corridors are in the region that experiences medium aridity and which have less vegetation cover than the rest of the corridors that lie in the semi-arid zone. Wind speeds of up to 20km/h during the dry summer lead to a substantial soil loss. Though links 261and 271 experience higher wind speeds, the erosion potential is reduced by the cohesive nature of the medium black soil and a greater vegetative cover. 4.1.3.2 Floods and Drouaht Floods in the state are generally highly localised to - the river systems. However, flash floods can occur - and are often quite unpredictable. Except for overland flow among some of the braided streams and silted reservoirs, the seasonal precipitation of - the State is generally not responsible on its own for creating floods. It is only when cydones of great intensity strike that the state t phenomenon of - wide spread flash floods cause disaster and loss of Fig 4.3: Flood Water an Highway life (June 1983 and June 1998). The Tapi and Narmada rivers are also subject to severe floods occasionally and endanger the areas in and around the cities of Surat and Bharuch. Drought, a physio-climatic phenomenon is caused by the lack of assured and timely precipitation. This is a hazard that can adversely affect all sources of water, vegetation and crops. Gujarat is listed among the ten most drought affected states of India. About three- fourths of the geographical area of the State may be affected by drought (refer Map 4.3). The affected area covers almost the entire Saurashtra, Kachchh, (northem semi-arid plains), Panchmahals and Bharuch district of southem Gujarat. 4.1.3.3 Cydonic Storm Gujarat experiences devastation due to this type of storms more than any other State located on westem coast of India. Tropical cyclones, which come ashore in Gujarat, originate in the Indian Ocean and South Arabian Sea, twice during the year (April-May and October-November) these deep lows travel to the north and north-east with prevailing winds. Most of the cyclones lose their power by the time they reach Saurashtra Coast, but some have caused severe loss of life and damage to the environment. For example, between 1901 to 1998, only four cydones have directly hit Gujarat with full intensity (November 1912, June 1929, November 1982 and June 1998). Map 4.3 shows the cydone tracts and their occurrence. Though only a few storms cross the coastline of the State, the associated weather from other cydones also influences the weather of Saurashtra, especially over Junagadh, Amreli, Bhavnagar and Jamnagar districts. 4-8 Chapte-4: EnWrnmeitaj Setting of the Project Gomdoirs 4.1.3.4 Possible Anthropogenic Interference due to Project a) Quarries crushers Construction of a road involves the use of earth resources in the form of rocks (road metal) and soil (road base). Areas, from which these materials are mined, need to be assessed in terms of adverse and positive environmental concems. The principal features that are environmentally critical in the case of an open cast mine (quarries for road metal 41A-a-"R - are essentially open cast mines) are as AR t R-"~i~$ follows: ';- '~:~-4 * Dust and noise by the digging and movement of the materials; ;' . Transport of raw material - Transportation acts as a principal source of pollution depending upon . , ^< i the nature of the raw material. Substantial amount of dust can also Fig 4.4: Crusherm on Construction Se be generated, if a long haul distances over rough pavement is involved. * Overburden - A sizeable amount of overburden may lead to problems in its disposal or storage during operation of the mine. Drainage - Mining operations considerably alter the drainage patterns in an area. Pits formed because of mining may attract and or expose ground water sources or divert flowing water away from water tanks or lakes. There are around 90 quarries in Gujarat designated by the R&B Department for use in road construction. These quarries have a variety of geological materials with the aggregate rocks being granite, lime stone, basalt and quartzite. The project team took samples of aggregates from nearby quarries and tested them for their suitability to the proposed road design. The laboratory test results helped shortlist certain quarries along the various project corridors, for the supply of aggregates to the rehabilitated roads of the project. Based on the total requirement and their availability, estimates on the quantity of aggregates were assessed. As per the conditions of the contract, the contractor is responsible for the arrangement of construction materials with dearance from the proponent agency (the R&BD). Since it is likely that the aggregates shall be obtained from the selected quarries the environmental assessment and status of these quarries was studied. None of these quarries are within the sanctuaries, national parks or protected or reserved forests. The various quarries with their environmental attributes are highlighted in Table 4.7. D Gujarat State Highways Project: Phase IIB - Vol. IA Table 4.7: Inventory of Quarries to be used for Phase IIB Project Corridors Transportation size of Overburden Land use and Co rri d or Name of LocatioSn e oi Le n of Qua D Usable anIro nuean CordrQuarry/Village Loain Hu Lnt f Qary DphDuration Eniom t Distance dirt track (m *m) Dph Rock Type al Attributes (kim) (kin) (in) 02 Sayla Quarry Sayla 7 1 300*1000 1.5 Black Trap Partially WM PP - RS 02 Halvad Quarry Halvad 12 0.5 500*500 1 Black Trap NWM HS 10 Dharti Quarry Garudeshwar 110 0.5 400*600 1.2 Basalt WM HP 10 Areth Quarry Areth 4.5 1 600*400 1.5 Basalt WM PP 10 Chikhali Quarry Chikhali 110 0.05 800*400 2 Basalt WM PP-HS 12 Rajpardi Quarry Rajpardi 35 0.5 400*1000 1 Basalt Partially WM HS 12 Madhav Quarry Jankhwad 75 1.5 400*350 1.5 Basalt WM PP 12 Vadi Quarry Vadi 80 0.5 300*300 1.5 Basalt WM HS 26 Jetpur Quarry Ietpur 2 0.5 500*500 2 Basalt NWM HS 26 Junagadh Quarry Jetpur 10 0.5 300*400 2 Basalt NWM PP 27 Rajkot Quarry 1 Bhavnagar Rd. 8 1 500*700 2 Basalt WM HP 27 Rajkot Quarry 2 Kotharlya 11 1 400*600 1.2 Basalt NWM PP 27 Morvi Quarry Rlnabed 1 1 500*500 Basalt Partially WM PP - RS 28 Dhrol Quarry Mavapur 6 1 500*300 2 Black Trap NWM PP 28 Jamnagar Quarry Jamnagar 5 1 400*500 2.5 Black Trap NWM PP-RS Opposite Reliance At 119 0.5 2 HS 28 Petro chemical chainage on 500*500 Black Trap NWMHS plant North 28 Khambalia Quarry Khambalia 1 1 350*500 1 Black Trap NWM HS Source: Primary Survey and Compilation (NDLI/LASA), 1999. *- Small scale quarrying, HP- Pit on Hill, PP- Pit on Plain land, HS- Hill side, RS- River Side, WM-Workable in Monsoon, NWM- Not Workable in Monsoon b) Borrow pits Soils to be used as sub-grade, select sub-grade and shoulder material needs to be hauled from designated borrow areas. Of these, select sub-grade for the road formation will require the maximum quantity of soil. Similar to the identification of suitable quarries, the project team identified suitable borrow areas for the supply of soil to the new road grade. Based on the total requirement and availability of each soil type, estimates of soil quantity required from each of these borrow areas were assessed. The location of the borrow areas and their approximate dimensions for the preparation of soil reserve estimates, were done in accordance with National Standards, recommended by the Indian Roads Congress (IRC)'. A recent GoI order (circular) prevents the borrowing of earth from within the RoW, for purposes of (road) construction. Thus, the RoW has not been examined for borrowing material. Since it is likely that the fill material shall be obtained from other selected borrow areas (beyond the RoW), their present environmental status was ascertained. In keeping with the National policy, it is preferable not to borrow from the agriculturally productive areas. IRC, (1989). Recommended Practice for Borrow Pits for Road Embankments Constructed by Manual Operation. New Delhi. 4-10 Cbapter-4: Enironnmetaf Setting of the Poject Comdris 4.1.4 Hydrological Setting A highway project can significantly alter the hydrological setting of an area. It can add to the siltation and the pollution level in the water sources. At the same time it may act as an impediment to the natural drainage pattem. The identification and mitigation of such adverse impacts assumes greater significance in water scarce regions such as Gujarat. All surface water resources (cross drainage channels, stagnant water bodies, etc.) and ground water resources (presence of aquifers, recharge areas, etc.) and their characteristics were identified and examined along the Phase IIB corridors. 4.1.4.1 Surface water Surface water bodies indude drainage channels (rivers, streams and canals) and water bodies (lakes, ponds, tanks and impounded water bodies). The drainage pattern of the state has been discussed in section 4.1.2.1. In Saurashtra the rivers are generally characterised by short stream lengths with wide and shallow cross-sections. This is due to the low average annual rainfall. However, some of these do experience formidable flooding occasionally during rainy season. Most of the river Fig 4.5: River Crossing Fig 4.6: Cannel Crossing the Highway channels are shallow and many of them disappear or develop into small creeks and merge into mangrove swamps as they approach the sea. Owing to its sub-humid dimate the drainage system in south Gujarat is well developed (Refer Table 4.8). The extension the Satpura and Western Ghats in the east form the water divide for majority of the streams in the region. The river basins in the Gujarat plains experience semiarid conditions. The long rivers in this region bisect the entire region into various basins. Owing to the higher elevation and steep slopes, over 18 metres per km in the catchment areas, their upper and because their upper tributaries receive heavier rainfall, these have a potential to flood in the lower reaches. Table 4.8: River Basin in the Project Area Corvidors River Basin Region Catchment Rainfall Vadodara - Jambusar Dhadhar Gujarat Plain 1580 1099.8 Bagodra - Dholka Sabarmati (Perennial) Gujarat Plain 5936 965.2 Wataman - Pipli Bhogavo Saurashtra 2770 652.8 Jetpur - Junagadh Bhadar, Uren Saurashtra 2640 807.7 Rajkot - Morvi Aji, Demai Saurashtra Uno & Phugar, Nagmati, Sasoi & Saurashtra Jamnagar - Khambalia Fuljar, Sinhan & Ghi 4-11 Gujarat State Highways Project Phase IIB - Vol. IIA Corridors River Basin Region Catchment Rainfall Corridors River Basin - Region Area (km2) (mm) Viramgam - Halvad Chandraragha, Phulka, 275 335.3 Kanakawati, Machchhu, Bambhan Saurashtra 904 675.6 Bharuch - Dahej Narmada (Perennial) South Gujarat 4558 1092.2 Olpad - Ichchhapor Tapi (Perennial) South Gujarat 1395 1976.1 Sachin - Magdala Mindhola South Gujarat Source: Plannlng Atlas of Gujarat, 1987 4.1.4.2 Ground water On the basis of investigations so far conducted by the Gujarat Water Resources Development Corporation Limited (GWRDC), the state can be divided into three distinct geo- hydrological groups. * Eastern Hilly Tract Located in the north-eastern, eastern, and southern part of the state. This region acts principally as a runoff zone. Ground water accumulates through secondary pores, like zones of weathering, joint planes, cracks, and fissures. * Peninsular area of Saurashtra & Kachchh: The Deccan Trap rocks in the western part of the state yield moderate to better quantities of ground water. The degree of weathering and saturated thickness of the formation determines the ground water yield. The sandstone forms good aquifers and yield good usable quality of ground water. The ground water occurs in confined and unconfined aquifers. The productive aquifers occur at a depth of 150 meters. * Alluvial Tract Major ground water extraction and use is confined to this formation of well-sorted fine to coarse-grained material. The north-south contact region between the Eastern Hilly Tract and the Alluvial Tract is called the alluvial out wash plain or Recharge Area. The thickness of alluvial deposits increases towards the south-west discharge areas, where ground water occurs under semi-confined and confined conditions. This formation yields large quantities of ground water from wells and tube wells. Gujarat as a whole is a water scarce region. Due to the low reliability of rainfall, ground water is the main source of water for domestic, irrigation and commercial use. The extraction rate is on massive scale. On average 1500 deep tube wells are drilled every year for irrigation or other uses in the state, resulting in serious ground water depletion. Due to reversal of the hydraulic gradient, there is a growing intrusion of saline water from the sea. Salinity ingress is affecting areas up to 160km from the coastline. In northern Gujarat, ground water depletion is pronounced, especially in Mehsana district. The quality of ground water from recharge areas down to the central alluvial zone is within suitable limits for irrigation. However, the quality, begins to deteriorate moving westward, i.e., towards coastal areas due to increasing salinity. In these areas, deeper aquifers yield comparatively better quality ground water but excessive use may not be sustainable I the long term. According to recent estimates, total usable net ground water recharge is 12100 million m3 per year in the state, and the present ground water pumped at the rate of about 4700 million m3 per year (Ground Water Board, 1996). an$ 4-12 RAJASTHAN PAKISTAN Legend --- f jf )/,,Intemational Boundar State Boundary ~~~~Cp. C~~~~~~~~~~~~~~~r ESANA ~~~~~~~~~~~~~~~~~~District Boundary 4~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~National Highway State Highway ** t 1| District Headquarters ProjectCornidor GULF OF KAC,A SURE . Orought Prone Areas NISO F- ~ ~ ~ ~ ~ ~ ~ ~ - Flood Prone Aisas 7PRADESH ~~~~Pathi of Cylonic Storms _' -- ,June - N7-November GULF OF URAT f ||Map No.:4 O) \ 1 < Z f KHAMBHAT 10m as also along corridor 10. In corridor 10 the depth is high because of the overdraft conditions. Not much difference is observed in the pre and post monsoon scenario in the corridors lying in southern Gujarat. * Total Dissolved Solids (TDS): With the exception of the Jetpur - Junagadh corridor, in all others the TDS content is > 1000 parts per million (ppm). Almost in all other corridors the TDS content is in the range of 1000 - 3000 ppm. Only in link 023, Dhrangdhra - Halvad is the TDS content higher than 3000 ppm (Refer Table 4.9). 4-13 Gujarat State High^ways Project; Phase JIB - Vol. IIA 4.1.4.3 Water Resources along Project Corridors Surface Water Resources along Project Corridors: The strip map and subsequent exercises recorded surface water resources along, across and in proximity to the Phase IIB corridors. This exercise was conducted cross drainage structures as well as stagnant water bodies. Number and use of each water body was also recorded. Number of Cross drainage channels: The number of cross drainage channels per km of highway denote the drainage density along the corridor. The higher the drainage density greater is the likelihood of erosion and pollution. Cross drainage channels and their Importance is represented by the type of cross drainage structures built over them. Vadodara - Padra, link 101, has the minimum number of cross drainage structures (Refer Table 4.10). This is also true in the case of average number of cross drainage structures per kilometre. In 6 of the 16 links there are no major bridges. Jamnagar - Khambalia, link 285, that runs parallel along the cost of Gulf of Kachchh, has the maximum number of bridges (6). A large number of rivulets flow towards the Gulf flow across the highway. Link 221 and link 272 are two corridors with 3 major bridges each. Table 4.10: Summary of Cross Drainage Structures for Phase I8. Link _ Minor Major Total No. of Total No. of Total No. of No Name of the Road Length Bridges Bridges Bridges culverts Structures 021 Viramgam - Malvan 32.2 14 (0.43) 0 (0.00) 14 (0.43) 57 (1.77) 71 (2.20) 022 Malvan - Dhrangdhra 12.3 9 (0 73) 1 (0.08) 10 (0.83) 13 (1.06) 23 (1.87) 023 Dhrangadhra - Halvad 26 10 (0.38) 2 (0.08) 12 (0.46) 22 (0.85) 34 (1.31) 101 Vadodara - Padra 8 5 (0.53) 0 (0.00) 5 (0.63) 1 (0.13) 6 (0.75) 102 Padra - Jambusar 38 26 (0.68) 0(0.00) 26 (0.68) 27 (0.71) 53 (1.39) 121 Bharuch - Dahej 47.2 6 (0.13) 1 (0.02) 7 (0.15) 29 (0.61) 36 (0.76) 133 Olpad - Ichchhapor 11 6 (0.5) 2 (0.18) 8 (0.73) 17 (1.55) 25 (2.27) 151 Magdalla - Sachin 13.25 6 (0.45) 2 (0.15) 8 (0.60) 17 (1.28) 25 (1.89) 211 Bagodra - Dholka 22.7 7 (0.31) 0 (0.00) 7 (0.31) 40 (1.76) 47 (2.07) 221 Wataman - Pipli 24 4 (0.17) 3 (0.13) 7 (0.29) 28 (1.17) 35 (1.46) 261 Jetpur - Junagadh 24.24 18 (0.74) 1(0.04) 19 (0.78) 39 (1.61) 58 (2.39) 271 Rajkot - Link to Neknam 30.2 15 (0.50) 2 (0.07) 17 (0.56) 50 (1.66) 67 (2.22) 272 Neknam Link to Morvi 38 28 (0.74) 3 (0.08) 31 (0.82) 22 (0.58) 53 (1.39) 283 Falla link to Vanthali 10 7 (0.70) 0 (0.08) 7 (0.70) 16 (1.60) 23 (2.30) 284 Vanthahi to Jamnagar 5.5 5 (0.91) 0 (0.00) 5 (0.91) 12 (2.18) 17 (3.09) 285 Jamnagar to Khambalia 49.6 32 (0.65) 6 (0.12) 38 (0.77) 35 (0.71) 73 (1.47) Primary Survey and Compilation (NDLI / LASA), 1999 Minor bridges also follow a similar trend. In addition to links 271 and 285, link 102, Padra - Jambusar also traverses a number minor bridges (26). Link 284 has the maximum number of minor bridges per kilometre (0.91). Bharuch - Dahej, link 121, has the least number of minor bridges per kilometre (0.13). Link 021 traverses over the largest number of culverts, 57. Other links that traverse over a large number of culverts are 271, 211 and 261 respectively. The density is the least in link 101. -; 4-14 k ^ ~~~~~~~~RAlASTHAN INWA ...... KAr.CH H X - g4M- Legend .................... ::::::::::::::::,Intemational Boundary *tN. . -. -R -- - State Boundary District Boundary ............. ~~~~~~~~~~~~~~~~~~~~~National Highway .......)... I State Highway :1-.1 ~ ~ ~ ~ ~ U District Headquarters Project Corridors GULF OF KACHCHH ~GR~ %. GODHRA Artesian Belt -- ~~~~~Aquifer Recharge Area MADHYA CZ River Basin ''RADESH 133 ~~~~~~~~~~~~~~~Map No.: 5 \ GULF OF 1 M;No.Title: AQUIFER RECHARGE AREA Gujarat State Highways Project Phase IIB MAHARASHTRA ~~~~PRO.Mff MOROhTh O ITMUCY er 0_ 50_1CO__0 I.D.LEA Kilometers CIANAD INDIA Chaptr-4: Envronerntal SetUng of the Project Corndors The density of cross drainage structures is highest in link 284, (3.09). Other links with a high cross drainage density are links 283 and 261. Links with the lowest cross drainage density are 121 and 101 respectively. * Number of stagnant water bodies along the highway: Lakes, ponds and tanks close to the highway also need similar examination in terms -- of the probable impacts due to the project i t - - - implementation (Refer Table 4.11). The location and the distance of the ponds w.r.t to the carriageway, along with the probability of Fig 4.7 Water Body Along the High way impact, are marked in the Hotspot matrix, for each corridor. Table 4.11: Water Bodies and Wells along Phase IIB Project Comdors Link No Name of the Road Ponds Wells 021 Viramgam - Malvan 0 6 022 Malvan - Dhrangdhra 0 0 023 Dhrangadhra - Hatvad 1 4 101 Vadodara - Padra 5 0 102 Padra - Jambusar 1 8 121 Bharuch - Dahej 4 8 133 Olpad - Ichchhapor 1 1 151 Magdalla - Sachin 1 2 211 Bagodra - Dholka 0 8 221 Wataman - Pipli 1 0 261 Jetpur - Junagadh 1 12 271 Rajkot - Unk to Neknam 0 5 272 Unk to Neknam to Morvi 0 6 283 Falla to link to Vanthali 0 5 284 Unk to Vanthali to Jamnagar 0 3 285 Jamnagar to Khambalia 1 7 Pfmary Survey and Compilatton (NDLI / LASA), 1999 * Other Water Resources along the Project Corridors: Strip mapping exercise identified wells within the vidnity of the project corridors. The inventory was made with a view to assess the prime resources being impacted by he proposed highway rehabilitation, and to determine retrieval measures to maintain these resources. 4.1.5 Water Quality A road project can significantly alter the hydrological setting of an area and add to the siltation and pollution of adjacent water sources. The identification and avoidance of such adverse impacts assume greater significance in a water scarce region such as Gujarat. All surface water resources (cross drainage channels, stagnant water bodies, etc.) and ground water resources (presence of aquifers, recharge areas, etc.), and their characteristics were identified and examined along the Phase IIB project corridors. As part of the Environmental Study for the Phase IIB corridors, all the corridors were visited. Samples of water were collected from water bodies along almost all corridors. 4-15 Gujarat State Hlghways Project: Phase IIB - Vol. IA The purpose of this samplinrg were threefold: a) To establish a baseline for water quality in the study area. b) To determine the suitability of water for use in construction. c) To ensure maintenance of water quality for its present and intended use by the lost community. 4.1.5.1 Standards: National water quality standards are set by the Central Pollution Control Board (CPCB), a statutory body of MoEF, under the Environmental (Protection) Act, 1986. Water quality standards have been set for inland surface water, public sewers, irrigation, and marine/coastal areas under the heading of "General Standards for Discharge of Effluents" in 1988. Water quality standards vary according to "best designated use of water", as per the following categorisation: A: Drinking water without conventional treatment, but after chlorinating; B: Bathing, swimming and recreation; C: Drinking water requiring conventional treatment; D: Propagation of wildlife, fisheries, etc.; and, E: Irrigation, industrial cooling and controlled waste disposal. Water quality standards for a few parameters, set by CPCB, for industrial and drinking purposes are given in Table 4.12. Table 4.12: Water Quality Standards Parameters IS*: 2490 (Industrial) IS: 10500 (notable use) Ph 5.5-9.0 6.5-8.5 Dissolved Oxygen _ B.O.D. (5 days 20C 30 C.O.D. 250 15 = Indian standard tolerance limits for water. Source CPCB. 4.1.5.2 Location of Monitoring Stations Two criteria were adopted for the selection of sampling locations (refer Map 4.5): a) The source should be within or adjacent to the RoW. b) It should be in use. The parameters for analysis were selected keeping in mind the possible constituents of run- off that may enter the water body. 4.1.5.3 Water Quality at Project Monitoring Locations The corridor, Viramgam - Halvad, has very few water sources near the RoW. The pond at Soldi, km 131.5, was sampled to assess the existing level of pollution as it is used by the villagers for a variety of non-drinking purposes such as washing utensils and clothes. The high concentration phosphates indicates the presence of detergents (Refer Table 4.13A & B). The high BOD and COD levels imply large quantities of organic matter. The water in the pond does not seem to be contaminated by run-off from the road. This can be inferred from the low O&G and suspended solid levels. The corridor 10 has the maximum number of ponds adjacent to the RoW. The alkaline pH and high dissolved salt level in the sample from Padra are indicative of contamination from 4-16 C07apter-4: En vlronmental Setting o0 the Project Corridors a non-domestic source (Refer Table 4.13A & B). The possible causes could be discharges from one or more of the nearby industries. However, it does not seem that the road run-off is finding its way to the pond. This is evident from the low suspended solids and O&G levels. The high phosphate levels in the two other samples, Chainage 12 and chainage 13.4 (Village Sangma), from this corridor corroborate the fact that they are extensively used for washing clothes and utensils. Turbidity levels on the ponds along this corridor are higher than all other ponds. Table 4.13A: Results of Water Samples Analysis Collected along Phase IIB Corridors Parameters I Location pH TSS O&G Pb Turbidty Colour Po." BOD COD Ecoli Sal. Cl' SO, Corridor Maximum desirable levels as 6.5-8.5 _ NTU 5 Hazen 1000 400 No. per I S 10500 658SSNU 5Hzn10 0 02 Pond at Village Sold, 7.75 110 2 BOL 28 Colourless 60 90 35 206 +Ve +Ve 327 203 10 Pond at Chainage 16 km 8 70 5 1 8 BDL 24 Colouriess 11 25 21 114 +Ve +Ve 110 98 Pond at Chainage 13 3 km 7 35 8 1 4 BDL 140 Colourless 50 23 18 76 +Ve +Ve 100 18 Pond at Chainage 12 km 7 5 BDL BDL 45 Colourless 166 2 10 +Ve +Ve 20 8 12 Pond at village Jolwa 6.75 25 BDL BDL 235 Colourless 119 BDL 8DL +Ve +Ve 18 10 Pond Nr. Bhensahi Village 7.22 10 0.4 BDL 435 Colourless 119 7 25 +Ve +Ve 50 20 Pond at Chainage 35.5 km 7.50 30 1.2 BDL 35 Colourless 67 10 42 +Ve +Ve 152 28 Pond at Bhensahi village 7.55 25 1.4 BDL 95 Colourless 44 65 7 21 +Ve +Ve 22 28 13 Pond Asnabad, Olpad 7.25 BDL BDL BDL 12 Colourless 139 BDL 10 +Ve +Ve 42 21 15 Kankara Khadi 7.45 335 . -I - I - - - 970 +Ve +Ve 1200 265 26 Drainage - Silicate Factory 10.7 50 2 3 BDL 85 6850 1641 5 47 +Ve +Ve 484 ND 27 Well at Chainage 2.5 km 8.10 10 BDL BDL 43 Colourless 20.8 BDL BDL +Ve +Ve 440 335 28 River at Chainage 107-108 km 7.12 45 2.5 BDL 150 Colourless 87.25 7 70 +Ve +Ve 1240 65 28 Well at chainage 97.9 km 7.81 15 0.8 BDL 74 Colourless 42 BDL 23 +Ve +Ve 576 375 Primary Survey and Compilation (NDLI / LASA), 1999. 1 Afl parameters measured In mg/L except pH(c. u), % Na, E. Coll and Salmoneila, Colour (Hazen) & Turbidity (NTU). Sal: Salmonella Shaded values exceed the allowable limits. Table 4.13B: Results of Water Samples Analysis Collected along Phase IIB Corridors Corridor Parameters * No. Locaton NO Ca Mg Na K %Na TDS TH CaH MgH Sio, F` Maximum desirable levels as per 200 2000 400 1-1.5 I.S.:__105002 4 02 Pond at Village Soldi 42.1 70.4 25.29 169.07 136.8 21.27 1230 280 176 104 72.38 BDL 10 Pond at Chainage 16 km 56.5 48 97.28 794 48 74.79 1925 520 120 400 51.1 0.42 Pond at Chainage 13.3 km 90.2 24 7 8 145 15 63 73.77 710 92 60 32 30 BDL Pond at Chainage 12 km 12.5 20 2.9 27.60 7.81 - 280 62 50 12 11 5 BDL 12 Pond at village Jolwa 23 20 4 4 NIL 3.43 250 68 50 18 28 BDL Pond Nr. Bhensahi Village 46 28 11.2 58.9 7.6 50.49 450 116 70 46 45 0 16 Pond at Chainage 35.5 km 89 28.8 9.7 347 19.15 84.67 570 112 72 40 46 0 2 Pond at Bhensall village 75.5 25.6 6.8 163 5.17 78.23 520 92 64 28 17 015 13 Pond Asnabad, Olpad 30 33.6 13.13 34.27 2.81 34.47 340 138 84 54 28 66 0 18 IS Kankara Khad - -= . 2765 - - 26 Samples from drainage Silicate 76.S ND ND 2806 26.86 - 8750 ND ND ND ND 1.05 27 Well at Chainage 2.5 km 5.9 184 82.68 213 9.38 36.31 1890 800 460 340 335 0 25 28 River at Chainage 107-108 km 920 76 63.23 740 19.54 76.95 3050 450 190 260 65 0 65 28 Well at chainage 97.9 km 48.5 89.6 69.06 377 1.28 61.65 1800 508 224 284 375 0 28 Primary Survey and Compilation (NDiL / LASA), 1999. On corridor 12, Bharuch - Dahej, their exists a large pond near village Hinglot at chainage 35.5. The sample shows high phosphate levels (Refer Table 4.13A&B). The present levels of suspended solids are low and O&G are beyond detectable limits. The water records the presence of micro-organisms. The turbidity levels are also on the higher side. 'Th'e other three samples on this corridor, chainages 17.5, 8.5 and 16.8 respectively, show very little contamination from road run-off, as can be inferred from the low suspended solids and O&G concentrations. 4-17 U P Gujarat State Hilghways Project: Phase I/B - Vol I/A Sampling in Link 133, Olpad - Ichchhapor was limited to the community pond at Asnabad, on the outskirts of Olpad. The quality of the water records the presence of microbes and also suspended solids or oil and grease (Refer Table 4.13A & B). The presence of phosphates in high quantities is indicative of the fact that people use this pond for washing clothes and utensils. The sample collected form Kankra Khadi, in km 18, on the Sachin - Magdalla link, indicates that organic matter is present in large quantities in the water. The high chloride and sulphate contents are indicative of the contamination from industrial discharges (Refer Table 4.13A & B). This drain conveys untreated wastewater from Surat to the sea. A sample of water was collected from a bore well located along the Jetpur - Junagadh Corridor in km 85. The sample collected from the borewell at a silicate factory indicates groundwater contamination due to the nearby textile units (Refer Table 4.13A & B). The extremely high quantity of inorganic chemicals implies non-domestic contamination. Such water may harm the road rather than run-off causing any problem to it. The water quality, in Falla - Jamnagar stretch of the corridor 28, was assessed on the basis of sample collected form a well and a river flowing across the corridor. The water here is relatively of better quality and should be protected at during the construction and operation phases (Refer Table 4.13A & B). However, as in the case of all other corridors, bacterial contamination is observed. The water quality of the river is marked by high dissolved solids level. This is to be expected in the vicinity of the sea. The higher phosphate levels in the river, at kilometre 107-108, indicate the use of detergents for washing by the local villagers. In this corridor too, the low concentration of suspended solids and oil and grease, the major constituents of road run-off, implies that contamination is not a major problem at present. 4.1.6 Ambient Air Quality Ambient air quality refers to the background air quality levels in a region, characterised by concentrations of various pollutants in the atmosphere. The presence of air pollutants and their concentrations depends on the type of polluting sources, and other factors that influence their flow and dispersion. In most of Gujarat, apart from heavily industrialised areas, vehicular emissions are the predominant source of air pollution. Existing ambient air quality data on various sections of the project corridors was collected to establish a baseline database. The aim was to identify areas that already have high pollution levels or are expected to experience so, on account of the road project, and to design adequate mitigation measures, as applicable. 4.1.6.1 Principal pollutants. sources, modifying factors and receptors The activities, which generate major atmospheric pollution, are transportation (i.e., motor vehicle emissions, which are addressed in this study); industry; domestic and construction. The principal sources of air pollution due to road projects are the vehicles that ply over it during the operation phase. The major pollutants of significance to roadside air quality, on account of vehicular emissions, are suspended particulate matter (SPM), respirable particulate matter (RPM), sulphur dioxide (SO2), nitrogen oxides (NO.), hydrocarbons (HC), carbon monoxide (CO) and lead (Pb). Factors that modify generation of these pollutants are traffic characteristics (volume, speed, composition and mode), vehicle maintenance levels, road geometry and areas of congestion. 4-18 X -. , _ _,u,_ RAUASTHAN * PAKISTAN T ' t,, NI W _ ; H L ru ~~~~~~~PALANPUR -7 ; u( < & & _,,~~~~~~~~~~~~ ' (, ~~~~Legend t > \ / ~~~~HIMC0ATNAGAR ,; \, W , W >; ,, " ~~~~~~~~~~~~~~~~~~~Intemational Boundary BHUJ 'y' ' _MAHESANA ---'--- *~ State Boundary < , ~~_t >,"_w9 ' - ;, GANtsHINAGAt | ) ' ) " ~~~~t i.wo , " - - -- District Boundary > -5'~~~~~~~~~~~2 Jrl ~~~~~~~~~' A4 / / * t f ; ~~~~~~~~~~~~~~Project Corridor ~~ / _j , t, ' ^&3 < AHWDABAD GODHRA , GULF OF KACHCHH 1 i N4 SURENDRANAGAR X O z*{ W13 w v io _,-ltG Wm$ A ~ - SAMPLING STATIONS N5RJKT! .< _S ~A) ViA2 DAR MADHYA 3Ai A6 _ 4 tv t - , i g g N2 );~~~~~~~~~PRAD>ESH O N3,. Noise \9J t1 / _ 5} ' <-' '' | 5 CWi)Wz W4 _'_ }5 -' ' >';--'__ *_~*W3,.... Water \ * !-5 ~BHAVNAG W X ~~JUNAGADH -,7 7 1- o>- - J L J wSURAT e>URAT < , ~~~ ', , ~~ GULF OF <-~,,.Map No.: 6 \ ' '- =~ ~ KHAMBHAT r , \4> "'- AH\^{A ~~~~Title: Pollution Monitoring VALSD- Stations / ; ~~~~~~~~~~~Gujarat State Highways ProJect p , 4 ~MAHARASHTRA Phase IIB 0 50 100 ,r-, ,/,;/J ft~~~~~~~~~~~~~~~PRECT COORINA11111CONSULTANCY 8ERMES| Kilometers , ,CANADA LlASA l INDIA Chapter-4: Environmental Setting of the Project Corridors Dispersal of pollutants depends upon factors like prevailing wind direction and other weather conditions, height of the source, and characteristics of roadside plantation and presence of other obstacles. These pollutants enter the human receptors by way of inhalation from air and ingestion of objects on which particles of these pollutants settle. 4.1.6.2 Ambient air quality standards Gol Air Pollution Control standards, formulated by MoEF, were set in 1981. The statutory bodies that regulate these standards at the central and state levels are the CPCB and .the GPCB, respectively. The parameters for which standards have been formulated are SPM, RPM, S02, NO,, Pb, and CO. Standards for Hydrocarbons have not been formulated as yet. Threshold emission limits, for all parameters, have been given for two time periods of Annual Average and 24 hours threshold limit. Separate limits have also been set for sensitive, residential/rural and industrial land uses (Refer Table 4.14). Table 4.14: National Ambient Air Quality Standards2 Pollutant Time Concentration in Ambient Air (pg/M3) WeightedAverage Sensitive Area Residential, Weighted Average Sensitive Rural and Industrial Area Other Areas Suspended Particulate Matter Annual Average * 70 140 360 (SPM) 24 hours** 50 200 500 Respirable Particulate Matter Annual Average * 50 60 120 (RPM) 24 hours ** 75 100 150 Sulphur Dioxide (SO2) Annual Average * 15 60 80 24 hours ** 30 80 120 Oxides of Nitrogen (NO2) Annual Average * 15 60 80 24 hours ** 30 80 120 Hydrocarbons (HC) Not established Not established Not established Not established Carbon Monoxide (CO) 8 hours ** 1,000 2,000 5,000 1 hours ** 2,000 4,000 10,000 Lead (Pb) Annual Average * 0.5 0.75 1 24 hours ** 0.75 1.0 1.5 Source: Gol, CPCB, 1997. 4.1.6.3 Emission factors of vehicles Various modes add several pollutants, in different quantities to the atmosphere. Vehicles commonly found in the Phase IIA project corridors are 2-wheelers, 3-wheelers, cars, chhakras, light commercial vehicles (LCVs), tractors, mini-buses, buses, and the trucks, which include 2 axle, 3 axle, multi-axle ones. Mass emission factors are dependent on the 2 "k" denotes annual arithmetic mean of minimum 104 measurements In a year taken twice a week, 24 hourly at uniform interval. "**" denotes 24 hourly / 8 hourly values which should be met 98% of the time In a year (on 2% of the time, it may be exceeded for less than two consecutive days). "***" denotes sensitive areas which may include: * one km around the periphery of health resorts so notified by GPCB in consultation with Department of Public Health; * one km around the periphery of BIosphere Reserves, Sanctuaries and National Parks, so notified by MoEF; * one km around the periphery of an archaeological monument declared to be of national importance or otherwise so notifled by ASI in consultation with GPCB; areas where crops sensitive to air pollution are grown, so notified by GPCB in consultation with Department of Agriculture; and, * one km around the periphery of tourism and/or pilgrimage sites due to their religious, historic, scenic or other attraction, so notifled by Department of Tourism of the concerned State in Consultation with GPCB. 4-19 I I Gqjarat Stte Hghways Prect lse llB - Vol HA fuel type consumed (say, petrol or diesel) and the type of vehides. Of the above, petrol -consuming vehicles are 2-wheelers, 3-wheelers and cars, whereas the rest consume diesel. Emission factors formulated by the Govemment of India are revised periodically. From April 1996, the vehides were required to comply with some stringent emission standards. The 1996 standards have been used for aomputations in this project. The emission factors for different types of vehides are given in the Table 4.15. Table 4.15: Emission Factors for Vehicles3 Vehide Type Pollutant Emission Factors (g/lkm) CO MC + Nox SPM* Pb* S02* Petrol driven 2 wheelers 4.5 3.6 0.1 0.006 3 wheelers 6.75 5.4 0.1 0.006 - Cars 8.68-12.4 3.0 -4.36 0.04 0.016 0.1 Diesel driven Busl 17.92 4.0 1.45 - 2.0 Trudcs 17.92 4.0 1.45 _ 3.0 Source: Gol, CPCB, 1997. 4.1.6.4 Traffic Volume and Emission Rate The total daily traffic volume and vehide mix are the key variables which determine emission levels along = '-p i highways. The ambient concentration of pollutants -: will be a sum of traffic related and non-traffic related . pollutant concentration. The Average Annual Daily Traffic (AADT) at the various locations were ambient - air quality was monitored varied from 4,266 vehicles along the Dhrangdhara - Halvad corridor to 12068 A- vehicles along the Vadodara - Jambusar corridor Fig 4.8: Air Samplng in Pro s (Refer Table 4.16). ___ Table 4.16: Details of Ambient Air Quality Monitoring Locations Location Link No AADT(1997) Doif CW |cm DiWection Land Use Soldi 023 4266 1 SW Residential vasai 285 4316 6 SW / NW Residential vadal 261 5846 1.5 SW Residential Bhensali 121 6400 7 Residential Sangrna 101 12068 4 Residential Source: PFrnary Srvey (NDU / LASA), 1999 The traffic volumes pertaining to various modes are used in the estimation of pollution load. The various vehide modes are 2-wheelers, 3-wheelers, cars, minibuses, buses, chhakras, 2- axle trucks, 3-axle trucks, multi-axle trucks, light commercial vehides (LCVs) and tractors. The modes were categorised acoording to the type of fuel consumed (petrol or diesel) and the type of vehides, as the mass emission factor with the type of fuel consumed and the type of vehides (Refer Table 4.15). The petrol consuming vehides are the 2-wheelers, 3- wheelers and cars. The remaining modes are diesel consuming. 3 * denots 1994 type approval limits (whidc was used in the computalion of load in the absence of 1996 figures). 4-20 Chapter-4: Environmental Setting of the Project Corridors 4.1.6.5 Location of Monitoring Stations The ambient air quality along the Phase IIB corridors was monitored at five locations. (Refer Map 4.5) The selection of these sites was based on the following criteria: * Traffic growth projections; * Traffic should be the main, preferably the only, contributor to air pollution; * There should be a settlement abutting the corridor, uninterrupted power supply is available; * the site should serve as a benchmark for future repetitive sampling. In addition to the measurement for traffic sampling at were also drawn for stone crushing units and hot mix plants. In the case of stone crusher units the results obtained would be used for proposing stringent mitigation measures. Survey in the case of HMP, in addition to mitigation measures the results were to be used determining the location vis-a-vis resettlements. 4.1.6.6 Sampling and testing methods Envirotech make High Volume Samplers (HVS) with gaseous monitoring attachment were installed for simultaneous sampling for Suspended Particulate Matter (SPM/Dust), Sulphur Dioxide (SO2), Oxides of Nitrogen (NO,), Hydro Carbon (HC), Carbon monoxide (CO) and Lead (Pb). Twenty-four hour air quality data was generated in all these locations in order to establish the base line conditions. High Volume Samplers (HVS) were installed 15-25m away from the edge of pavement and 1.5-3m above ground. For sampling and analysis of SPM, gravimetric method as specified by CPCB was used. Glass microfibre filter paper of Whatman GF/A grade was used in the sampling process. Samples for SO2 and NO, were collected at a flow rate of 1.1 Lpm as per the methodologies described in IS-5182 (II) and IS-5182 (IV), respectively. Analysis was carried out by using spectrophotometer by calorimetric techniques as per the above mentioned codes. (The samples were analysed within 24 hours after collection at site laboratory.) For HC and CO, hourly sampling in seamless (5) Latex Valve Bladder over an eight-hour period was conducted using double action rubber aspirator (squeeze bull). The analysis involved injecting 2.5ml of sampled air with carrier gas argon, in a gas chromatograph. * Climate and Wind Data: Observations regarding prevailing wind direction and speeds as well as ambient temperature were recorded for 3 stations, with exception of Sangma and Bhensali, using a mobile meteorological station. Lawrence and Mayo make meteorological kits were used for meteorological surveying. A digital temperature and relative humidity measuring instrument was used for ambient temperature and relative humidity observations. For Bhensali and Sangma, Secondary data was obtained from planning Atlas for Gujarat - Resource Profile (GoG 1981). In addition, data regarding atmospheric pressure was obtained from the India Meteorological Department, Ahmedabad. * Traffic Volume: The total daily traffic volume and traffic volume and traffic composition is two key factors determining emissions. The traffic volumes are based on the primary survey conducted by PCC in 1997. 4-21 Gujarat State Highvwavs Project Phase JIB - Vol. IIA 4 1 6.7 Wind Speeds and Direction at Monitoring Locations The predominant wind direction was from south-west along all corridors except at Vasai on the Jamnagar - Khambalia corridor. Here, the wind direction varied due to proximity to the sea, which is less than 10 km from the sampling site. The average wind speeds varied from 2.16 m/s to 3.01 m/s. Soldi, corridor 02 recorded the lowest speed while Vasai, on corridor 28, was the windiest location (Refer Table 4.16). This high wind speed too, could be attributed to the Arabian Sea nearby. Wind speeds of 2.77 m/s were also recorded at Vadal on Jetpur-Junagadh corridor (Refer Figures 4.1 to 4.5). In addition at two locations, a hot mix plant and a crusher, at Morvi the wind speeds and direction were recorded. The wind speeds recorded were 2.57 m/s at the crusher and 2.91 m/s at the hot mix plant. The average temperatures range from approximately 300C (secondary data from Planning Atlas and newspapers) in corridor 12 to more, than 390C on the corridor 27. The average temperature along the 'greener' corridors 10 and '26 were 330C & 32.90C respectively. Though Vasai is on a corridor with low precipitation (corridor 28), the presence of the sea nearby reduces the temperature to an average of 33.60C over three days. The temperature recorded in Soldi, on the corridor 02, is higher due to its. proximity to the Rann and the lack of vegetation. 4.1.6.8 Ambient Air Quality at Project Monitoring Locations The averages values obtained after 3 days' continuous (except carbon mono-oxide and hydro carbons, for which samples were collected every 8 hours) monitoring of ambient air quality monitoring along various corridors are given in Table 4.17. Table 4.17: Ambient Air Quality at Locations in Phase IIB Corridors. Village Temp. Pressure SPM RPM Pb CO NOX S02 HC (Corridor) Av. (3 days) mm Hg (pg/M3) (pg/M3) (pg/M3) (pg/M3) (pg/M3) (pIg/M3) (pIg/M3) Soldi (2) 35.2 755.67 431 96 1.18 1183 12.71 1.63 0.010 Sangma (10) 33 755.2 383 1.15 1565 19.33 3.5 0.004 Bhensali (12) 30 754.9 325 74 1.44 1107 12.14 2.15 0.002 Vadal (26) 32.9 755.65 261 79 0.85 1946 9.14 2.01 0 001 Vasai (28) 33.6 755.09 372 91 0.58 1336 6.06 1.85 0.002 Source. Primary Survey (NDtL / LASA), 1999 Village Soldi, at chainage 131.4, is the only settlement abutting the highway on corridor 02. Though the traffic volumes, both present and projected, are relatively low, particulate pollution in terms of SPM and RPM is expected to be high because of sandy soils. This is borne out by the average SPM and RPM values observed in Soldi are higher than that recorded in Sangma, Corridor 10, or Vadal, Corridor 26, despite that the traffic volumes are much lesser. Along this corridor, gaseous pollutants are well within the CPCB norms. The first part of corridor 10, Vadodara - Padra, is an almost an extension of the Vadodara city. The sampling was conducted in village Sangma, chainage 13.5. A large number of industrial units are located along this highway section. lm. A) 4-22 2iapter-4: Eironrmental Setting of tte Ptoject CoTidors Daily commuter traffic is very high. Thus this link has a high percentage of privately owned light vehides, especially scooters. &a Since petrol driven 6 5 ' x vehides, especially two-wheelers, are a significant ... .. .... r component of the: traffic (as much as / 50%)concentration -- -: of lead is high. As am AnSd can be observed, Pr drdmir -td t S\ _______________d d__ ect__ n S_V the lead levels, even at present are Soldi Crusher beyond permissible level. The increase --- Wlnd V"- SPed(.A in traffic will have No.6, 3.6 a severe impact on 2.1 2.1 the pollution of the atmosphere by lead. Bhensali, on corridorl2 at km 17.5, is the only A1,6,d Sped 257.., A,.Mnd Speed settlement abutting P..doth'md .wi id dk.cUo.. S _ Predr.m-nrknt o.r.d direcn SX the road. The Vasai traffic along this corridor comprises of mainly heavy Figures 4.1 to 4.5 l _ vehides, with tankers 3.6 and trucks plying between Bharuch and the industries 21 located towards Dahej end of the corridor. The presence of large quantities of lead (Pb) is a cause of serious concem. This is especially true in the case of Bhensali where a primary school is abutting the highway. SPM values observed are also on higher side but as the RPM levels are well within the lOOpg/m3 limit, the problem is not severe. Predin d &-tlm SW Vadal, at km 94 on the Jetpur - Junagadh corridor, is Vadal expected to witness some of the highest increases in traffic volumes, on completion of the GSHP. At present, the SPM levels are only marginally higher than the norms set by the CPCB for residential areas. This can be attributed to green cover. The corridor is one of the greenest of Phase IIB. The RPM values are well within the limits specified by the CPCB. The lead levels are within the allowable norms, at present. The concentration of carbon monoxide is exceptionally high 4-23 Ow'- Gujarat State Hlighways Project: Phase IIB - Vol. IIA for the existing traffic volume. It is quite possible (the sampling site being near the village) that carbon monoxide generated from incomplete combustion of domestic fuel in nearby houses may be contributing to the ambient concentration. Vasai is located in km 104 on corridor 28. The future traffic along this corridor is quite heavy and is expected to rise continuously, with the refinery along the corridor slated to start full-fledged production by mid-2000. Light vehicles are low in number and hence the ambient lead levels are low. The ambient SPM levels can be traced back to the sandy soil and steady breeze, because of proximity to sea. That the RPM is lower than the prescribed standard also bears out to the fact that most of the particulate matter is unlikely to affect the health of the receptors. The villages, where ambient air quality was monitored along the corridors, which are likely to cater to most significant increases in traffic volumes over the design life of the project. The effect on human receptors is the main cause of concern with regard to the probable degradation of ambient air quality due to increased traffic. The selected receptors were identified as critical along the corridors where largest number of vehicles were passing or were projected to pass. So, it is unlikely that any other corridor of Phase IIB will have air pollution level higher than those already sampled. 4.1.6.9 Air Quality at Stone Crushing Plant A stone crushing unit was monitored, near Morvi, to determine the particulate pollution contribution of such plants to ambient air. As can be observed from the Table 4.18 below, the particulate concentration at 40m, specified under Environment (Protection) Act, 1986, is extremely high. The emission from such crushers can be seen as a grey haze in km 68-69 on the Rajkot - Morvi corridor. Table 4.18: Air Quality at Stone Crushing Plant SPM RPM SO2 NO. Pb HC Co Pollutant (pg/mr3) (pg/rn3) (pg/mr3) (pg/mr3) (pg/mr3) (pg/m3) (pg/M3) Concentration 4,385 986 13.51 27.19 4.83 0.02 9503 Source. Primary Survey (NDLI / LASA), 1999 4.1.6.10 Air Quality at Hot Mix Plant Ambient air quality was also monitored, in downwind direction, of a hot mix plant, of 60 Ton per hour capacity. A set of three observations were made at 35-40m, 350-400m and 700- 800m distance from a hot mix plant located on Rajkot - Morvi corridor (Refer Table 4.19). This would be used for specifying the minimum distance that a hot mix plant should be located upwind of a settlement. The results also show the worst-case scenario as stone crushing operation was also carried out within the same premises. Table 4.19: Air Quality at Hot Mix Plant (60 TPH) Distance from CO HC SO2 SPM RPM NO. Pb Hot Mix Plan (m) (p,g/M3) p1g/M3) (pg/M3) (pg/M3) (pg/M3) (tg/rn3) (PLg/M3) 30 - 40 10,763 0.281 15.31 5395 717 23.42 5.52 300 - 400 3,664 0.111 5.92 2745 267 20.12 2.91 700 - 800 1,603 0.004 3.45 726 114 11.00 0.68 Source: Primary Survey (NDLI I LASA), 1999 In 4-24 iapter-4: EnvmromTtal Settng of fte Ph)jea Comdors The value of CO, HC and Pb observed are a cause of serious concem. This may lead to either a change in the minimum distance, as specified in aause 111.5, MoST, to be specified for location of hot mix plans upwind of villages or stricter pollution control measures in the plant machinery. 4.1.7 Ambient Noise Noise is defined as the unwanted sound that adversely affects the quality of human life by way of interference with speech, communication, disturbance of sleep, distraction from work and causing annoyance. Noise is generated during both, road construction as well as road operation activities. Ambient noise is the noise, which persists, in the surrounding ambient environment. Ambient noise is the result of the various ongoing routine and general activities in the area. Noise levels are rarely steady due to the various activities taking place in the area. Road construction results in increase in noise levels due to movement and operation of machinery, heavy vehicles, loading and unloading of construction materials, apart from high noise levels at the asphalt plants (90 - 100 dB(A). These activities are intermittent and r 7 localised. During the operation phase, noise is generated from vehide movement in three ways, , .,, .. . !. namely from the vehide body parts, from the tyre- roadway system (also known as the rolling noise) and from the driver behaviour, such as use of g F ~~~~~~~~horns. 4_ - 'Noise from the vehicle body parts indudes engine, inlet, exhaust, transmission, suspension, gearbox, cooling fan, during acceleration and chassis, etc. Fig 4.9 Noise Survey Vehide condition is very important to this noise source. The rolling noise/frictional noise (noise from the tyre-roadway system) includes aerodynamic noise, noise from tyre-road interaction, brakes, etc. The noise level depends upon on the type and condition of tyres and pavement. At higher speed, both types of noise increase at same rate. At lower speeds in urban areas, where lower gears are used, noise from the vehide body parts tends to be independent of vehicle speed whereas noise from the tyre-roadway system becomes less important. Driver behaviour contributes to road noise by using vehide's horns, sudden breaking on vehicle speed, depending on the road surface and whether the surface is wet or dry. The level of noise generated by road traffic depends on the type of vehide flow, the volume of traffic, the speed and composition of the traffic, the road gradient and the type of road surface. Different types of travel pattems dictate the mode of operation of the vehide. As the flow rate increases, traffic noise increases to a maximum, thereafter the effect of redudng vehide speed on noise predominates. Interrupted traffic flow occurs with lot of interaction between the vehides and vehides are caused to stop 'or slow down. For decelerating vehicles, the level of noise decreases due to fall in power output of the vehicle. For accelerating vehicle, initially the noise level increases and then drops as the speed increases. In the low speed range, noise is independent of vehide speed. However in free speed range, i.e., more than 50 km/h a strong relationship prevails between noise generated and vehide speeds. 4-25 ID Gujarat State Highways Project: Phase IIB - Vol. IIA 4.1.7.1 Factors and garameters The noise from a traffic stream is not constant but varies from moment to moment and it is necessary to use an Index to arrive at a single figure estimate of the overall noise level for assessment purposes. Variation in traffic volume, vehicle composition and surrounding commercial and industrial activities are the dominating factors that influence the propagation of noise. Energy equivalent noise level Leq (in dB(A)) was the primary parameter selected. 4.1.7.2 Data collection. tabulation and analysis Noise monitoring along the various corridors of Phase IIB was carried out for 24 hours at each site selected (Refer Map 4.5). At least 40-50 readings were recorded over a measuring period of 5-10 minutes each hour. Noise levels were recorded at all settlements where ambient air monitoring was carried out. Locations were selected close to the corridor so as to assess the noise contribution mainly from traffic. In addition, noise levels were also monitored near a stone crushing unit to assess the noise generated from the crushing operation and to determine suitable mitigation measures, especially for the workers. Community noise level assessment was also made due to the contribution from different activities near corridor. The noise levels are measures as Leq directly using a noise meter. Leq is defined as the continuous sound level that, were it to exist over the entire period in question, would give rise to the some total sound energy as the actually varying sound levels. It thus represents all energy average, not a sound level average. Llo refers to the sound level, expressed in dB(A), which is exceeded ten percent of the time period for which monitoring was carried out. Lso refers to the sound level, expressed in dB(A), which is exceeded fifty percent of the time period for which monitoring was carried out. L9o refers to the sound level, expressed in dB(A), which is exceeded ninety percent of the time period for which monitoring was carried out. 4.1.7.3 Ambient Noise Standards Ambient noise standards were established as per the CPCB/MoEF Gazette Notification dated 26th December 1989. It is based on the 'A' weighted equivalent noise level, Leq (Refer Table 4.20). Table 4.20: National Ambient Noise Standards4 Area Code Category of Zones Day* limits of L.q Night* Limits of Leq (dB(A)) (dB(A)) A Industrial 75 70 B Commercial 65 55 c Residential 55 45 D Silence Zone s* 5O 40 Source: Gol, CPCB, 1989 4(*) is day time is from 6 a.m. to 9 p.m.; (**) silence zone is defined as area up to 100 meters around premises of hospitals, educational institutions and courts. Use of vehicular homs, loudspeakers and bursting of crackers are banned in these zones. 4-26 Chapter-4 Environmental Setting of the Project Corridots In absence of more detailed correlation between disturbance and noise levels, USEPA's noise standards were used for comparison with the analysis as these are considered as the norms in practice (Refer Table 4.21). Table 4.21: Ambient Noise Standards Noise Area Classification2 Day time Day time Night time Night ___________Noise__Area___Classification' ___ L10 LS0 110 time L50 Classification 1 Residential areas, institutional areas, medical/other health services, religious activities, cultural activities, 65 60 55 ! 50 camping and picnic spots, resorts and group camps, other entertainment and recreational activities l Classification 2 Rail, road terminals, bus passenger terminals, airports, public assembly, professional services, amusements, 70 65 70 65 parks, automobile parking, business/commercial establishments, trade centres. Classification 3 Industrial, manufacturing, railroad, rapid transit, 80 75 80 75 railway transportation, highways, mining activities and related services, fairgrounds and amusement parks. Source: USEPA 4.1.7.4 Ambient Noise at the Monitoring Stations Some general observations can be made about results on all corridors. At all locations, the ambient noise levels during the day and night exceeded the standards set out by the CPCB. The noise levels exceeded the CPCB's standards even at night. Table 4.22: Noise characteristics at Soldi, Corridor 02: Viramgam - Halvad Indicator Lgo Day Lso Day L1o Day Light|so Ll Night Leq Day L., Night L., 24hour ____________ ______ ______ Night Night 10NgtLqDyLqNgtLq2hu Minimum 54.90 57.05 60.85 44.15 55.30 60.70 57.68 53.72 53.72 Maximum 64.53 68.20 71.95 59.98 66.30 71.93 68.09 65.37 68.09 Mean 59.28 62.68 67.51 56.20 60.75 66.92 63.08 61.13 62.35 Median 59.33 62.60 67.90 57.80 60.50 67.30 63.09 61.55 62.54 Std. Deviation 2.35 2.80 3.17 4.73 3.02 3.43 2.61 3.33 2.99 Primary Survey and Analysis (NDLI / LASA), 1999 However, if the results were considered in light of vicinity of the highway and comparisons are made with noise levels for Classification 3 of the USEPA's standards, all locations have levels well within limits for L1o and L50.On the corridor 02, Soldi is the only village adjacent to the highway. It has the lowest traffic volume, both present and projected, among all corridors where noise levels were measures. It however, caters to heavy truck/tanker traffic as it serves as an alternate routes to NH8, connecting Ahmedabad to Morvi. There are a few other significant noise sources, except traffic. The marginal, ldB(A), difference between standard deviations of Leq day and Leq night (Refer Table 4.22), reinforces this. It is noteworthy that the lowest value of Lgo night, at any location in the Phase IIB, 44.15 dB(A), was observed at Soldi. In Sangma, on corridor 12 the traffic consists mainly of light vehicles that transport the workforce to industries located around Vadodara. A large difference (nearly 6dB(A)) was observed between Leq day and Le, night that indicated that traffic is not the only contributor to ambient noise (Refer Table 4.23). 4-27 Gujarat State Highways Project Phase 118 - Vol. IA Table 4.23: Noise characteristics at Sangma, Corridor 10: Vadodara - Jambusar Indicator Lgo Day Lso Day Lo Day 90 ILso Lo Night L., Day L., Nightl L,, 24hour Minimum 58.34 61.40 64.64 55.02 S9.05 61.39 61.47 59.19 59 19 Maximum 68.45 71.65 76.64 58.34 61.40 68.38 72.37 61 84 72.37 Mean 61 59 65.96 71.58 57.03 60.25 64.59 66.39 60.47 [ 64 54 Median 60.69 65.78 71.16 57.40 60.25 64.58 66.25 60.36 64.51 Std. 2.83 2.82 3.69 1.23 0.86 2.41 2.97 0.95 3.73 Deviation I Primary Survey and Analysis (NDLI / LASA), 1999 The highest values of daytime noise are observed LI0, L50 as well as Lgo ar were observed at this location. Table 4.24: Noise characteristics at Bhensali, Corridor 12: Bharuch - Dahej Indicator 190 Day Lso Day Lho Day Night Night LL Night L., Day L,, Night Leq 24hour Minimum 56.20 58.80 66.36 55.24 56.30 57.90 61.02 56.53 56.53 Maximum 62.04 68.80 73.48 59.45 61.60 70.33 67.44 65.71 67.44 Mean 58.93 63.44 70.46 56.61 58.18 63.60 64.01 59.51 62.23 Median 58.50 63.10 70.20 56.38 58.20 62.60 64.29 58.67 61.76 Std. 1.89 2.78 2.00 1.14 1.47 4.47 1.96 2.67 3.17 Deviation I Primary Survey and Analysis (NDLI / LASA), 1999 This may be due to a large volume, highest in all corridors where noise levels were recorded, of vehicles utilising a relatively narrow stretch of road and the consequent congestion. This corridor has the minimum difference between mean and median, indicating that the noise levels were, almost throughout the day, consistently high. On this location too, as with Vasai, the noise levels, even at night, were beyond those specified by the CPCB for daytime. The quietest sampling location was Bhensali, at km 17.5 on the corridor 12 (Refer Table 4.24). With a significant different (0.47dB(A)) between the mean and median of noise levels observed over the 24-hour period, it would seem that corridor is generally quiet with the occasional vehicle or screeching of vehicle contorting to the noise quite significantly. With the least difference between standard deviations of noise levels during day and night, consistently low noise levels were observed along this corridor. Table 4.25: Noise characteristics at Vadal, Corridor 26: Jetpur - Junagadh Indicator Lgo Day Lso Day Lo Day Nig 1Nigh L., Day L 2 uq __________ ______ ~~~~Night Night Night eqDy Nig'ht 24hour Minimum 55.25 59.45 64.00 54.60 58.20 64.80 59.47 59.02 59.02 Maximum 64.70 69.35 75.25 57.35 63.55 71.75 69.43 63.99 69.43 Mean 60.39 65.40 71.70 55.52 59.64 68.03 65.85 60.87 63.98 Median 59.90 65.35 72.05 55.30 58.85 67.20 66.09 59.99 64.02 Std. 2.59 2.61 2.80 0.89 1.72 2.48 2.50 1.74 3.30 Deviation Primary Survey and Analysis (NDLI / LASA), 1999 4-28 Chapter-4. Environmental Setting of the Project Corndors This corridor has one of the least differences between maximum and minimum noise levels (l1dB(A)), corroborating the inference that traffic is the single most significant contributor to ambient noise. Vadal, at km 94, on corridor 26 is likely to witness the highest rate of growth if traffic. It is therefore considered vital that sufficient baseline data be available for comparison. This because traffic volumes would be much higher, noise could be a potential nuisance. This corridor has the second lowest difference between mean and median of the Leq 24-hour indicating an even distribution on either side of the mean (Refer Table 4.25). For a corridor with such low volumes of existent traffic, it is unlikely that such high noise levels be observed only due to traffic. The ambient noise could have noises from community-based activities near the corridor as the village market is nearby. This corridor also shows the second least difference between standard deviations of observations made between day and night. However, a difference of nearly 5dB(A) between Leq day and Leq night along with a sudden-drop in observed noise levels after 8 p.m. bears out the fact that community noise may indeed be a significant contributor to the ambient noise levels. Table 4.26: Noise characteristics at Vasai, Link 285: Jamnagar - Khambalia Indicator Lgo Day Lso Day L10 Day Night Night Night Leq Day Leq Night Leq 24hour Minimum 58.50 61.10 64.94 56.45 60.35 64.10 61.73 60.64 60.64 Maximum 64.41 68.65 74.46 61.10 64.40 68.45 78.33 64.35 78.33 Mean 61.36 65.19 70.08 58.41 61.93 66.39 66.37 62.26 64.83 Median 60.35 65.25 70.30 57.95 61.90 66.55 65.82 61.91 64.27 Std. 2.00 2.03 2.34 1.52 1.56 1.58 3.79 1.30 3.67 Deviation Primary Survey and Analysis (NDLI / LASA), 1999 The extremely high noise levels at Vasai located at km 104 on link 285 link can be attributed to the heavy tanker traffic to and from the refinery at Moti Khavdi and to the Air Force base nearby (Refer Table 4.26). The difference (0.56dB(A)) between the mean and median noise levels indicated that the most of the noise levels recorded actually are lower than mean levels and that because of some exceptionally high noises, the average is shooting up. In case of Vasai the passage of air force planes overhead may have shot up some observations. The existing levels are beyond the allowable levels in terms of Llo and L50 as specified by the USEPA as well as Leq for residential areas specified by the CPCB. There is much variation in the day time observations (standard deviation is 3.79dB(A)) compared to observations in the night.(standard deviation is 1.3dB(A)). This could be because most flights during the sampling period were during daytime only. The sampling for ambient noise levels in Phase IIB was carried out considering critical receptors. As with ambient air quality survey locations were selected such that as far as possible, traffic was a major contributor to ambient noise. The existing and projected traffic volumes were also kept in mind while selecting the sampling locations. Since the receptors (people) and source (traffic) were both considered to get a picture of the worst case, it can 4-29 Gujarat State H'gh ways Project: Phase IIB - Vol. IIA be safely assumed that noise levels (the pollution flux) along remaining corridors should be considerably less. 4.1.7.5 Noise levels at Stone Crushing Unit. Morvi The crushing of stone, for aggregate, is to be a major activity during the construction phase of the GSHP. Stone crushing operations are noisy because of the impact of the hammers on stone blocks, to be converted into aggregate and the vibrating screen, which segregates various sizes of the aggregate. The combination of these two sources generates very high noise levels. This is seen form results obtained over 24-hr monitoring carried out near a stone crushing unit near Morvi (Refer Table 4.27). Table 4.27: Noise characteristics at Stone Crushing Unit (60 TPH) Indicator L1o Day Lso Day LIO Day Night Night Night L, Day Leq Night 24hour Minimum 60.56 64.30 72.90 60.42 63.30 66.29 67.81 63.53 63.53 Maximum 67.32 72.80 85.25 63.93 68.95 80.49 86.06 70.55 86.06 Mean 64.56 68.81 78.05 62.68 66.22 73.44 70.81 67.44 69.60 Median 64.54 68.83 77.00 62.86 66.30 73.48 69.58 67.37 69.35 Std. Deviation 1.67 2.00 3.42 1.01 1.91 5.17 4.34 2.57 4.09 Primary Survey and Analysis (NDLI/ LASA), 1999 The noise levels at the stone crusher are very high, with a maximum noise level of 86.06 dB(A) recorded during the day. However, the noise generated is 5 dB(A) less than standard prescribed for industrial areas, by the CPCB during day-time. The noise levels at night are further below the applicable standards. The Llo and L50 values are also within the limits specified by the USEPA. A difference of only about 3 dB(A) between the day and night noise levels indicates that the crushing operation continues throughout the night. 4.1.8 Flora Gujarat contains a great diversity of natural ecosystems ranging from desert, semi-arid lands, mangroves and coral reefs in the west, to dry deciduous forests in the central and northern zone and moist deciduous and evergreen forests in the south. Irrespective of such diversity, forest cover in Gujarat is nominal (about 9 per cent of the total area). To stop rapid depletion of the residual forests, the GoG has initiated a number of afforestation and conservation programmes in recent years. None of the Phase IIB corridors pass through any significant natural vegetation community due to intensive agricultural land-use along most of the project corridors. Drier and less inhabited zones of degraded land have open woodlands or shrub lands populated by Mesquite (Prosopis ju/iflora), an introduced tree. 4.1.8.1 Reserve forest within the study area None of the corridors pass through any reserved forests. However there are a few forest/reserved areas within 10km radius of the Phase IIB corridors. The Junagadh reserved forests are within 1.5 km from the Corridor 26. Strip plantations of trees within the RoW of State Highways have been declared as Protected Forests on all the project roads. Most of the trees were planted through the action of the Social Forestry Programme described below. 4-30 Chapter-4: Environmental Setting of the Project Corridors 4.1.8.2 Social forestry The initiative undertaken by the MoEF to increase the forest cover nation-wide to 33 percent (National Forest Policy, 1952) gave rise to the creation of the Social Forestry Programmes which involve local communities in the planting and maintenance of plantation forests. Gujarat was the first state in 1969 to create a Social Forestry Department and this department became the model for the rest of India. Between 1980 and 1985, the Social Forestry Programme received funding from the World Bank and a number of other donor agencies. The most recent phase called the Integrated Forestry Development Project (IFDP), involves the concept of planting multi-species to create multi-canopy forests in order to increase the density and diversity of trees. The road right of way has experienced intensive non-forest use for a very long time, and therefore, there are no primary forests or natural vegetation communities left. The main vegetation consists of tree plantations within the RoW. For many stretches of the project roads, plantations within the RoW are the only significant vegetative covers in the surrounding area. 4.1.8.3 Tree plantations within the RoW Tree plantations (strip plantations, plantation forests) on or along the RoW are characteristic of many of the road corridors in the state. Trees have been planted in the past, through various programmes along all of the state highways, at various times (Refer Table 4.28). As a result, there is no overall set pattern to the way trees have been planted and this is evident in the Phase IIB project corridors. In general, the older trees have been planted in an irregular fashion, while younger tree plantations tend to be dense and spaced regularly. A good example of this is highlighted between Corridors 10 and 12. Corridor 10 has some of the oldest and biggest trees that occur and are in one row at regular intervals and at a regular distance from the edge of the pavement. Corridors 12 on the other hand, has tree plantations of a younger age planted in multiple rows at very regular intervals and at regular distances from the edge of the pavement. The regularity of the occurrence and spacing is as much a function of the survival rate as it is on the planting plan. Survival rate of roadside plantation has been quite low in the state. Therefore, older plantations are of comparatively irregular occurrence. Geo-climatic conditions also affects growth of trees (in high rainfall areas trees have a faster growth rate, provided the soil is nourishing). The sporadically planted trees are more significant in the micro-regional context. A lot of trees occur very close to the existing road pavement. The reason for such occurrence is twofold: first, the trees become closer to the pavement due to the sequential widening of pavements/roads. Secondly, to a lesser extent, trees get close to the pavement while they grow in girth, and shoots are transformed into stems. The Banyan trees, in particular, as they grow older have very large trunks and this outward growth puts them closer to the edge of the carriageway with time. 4-31 Guarat State Higlways Phijet Phase nB - Vol. HA Table 4.28: Tree Plantation on Phase 115 Corridors Link Name No. of Trees No. of Equivalent Trees5 021 Viramgam - Malvan 10120 1407 022 Malvan - Dhrangadhra 1200 308 023 Dhrangadhra - Halvad 9620 2631 101 Vadodara - Padra 4880 4703 102 Padra - Jambusar 25480 23441 121 Bharuch - Dahej 13860 10184 133 Olpad - Ichchhapor 1200 1282 151 Ichchhapor - Unk to Navsari 680 341 211 Dholka - Bagodra 6200 4075 221 Wataman - Pipli 440 153 261 Jetpur - Junagadh 16020 10447 271 Rajkot - Neknam 11980 8491 272 Neknam - Morvi 20220 14026 283 FalIa - Unk to Vanthali 3840 1860 284 Unk to Vanthali - Jamnagar 2509 1226 285 Jamnagar - Khambalia 6472 2133 Total 134721 86708 Source: Sample survey, analysis and compilation (NDLTILASA), 1999 4.1.8.4 Green tunnels In some areas of roadside plantations the trees are large and regular on either side to form a canopy over the road. These are referred to as a "green tunnels". Stretches of such plantations were identified of such in this project, when the canopy over the road is at a minimum of 200m in length. Green tunnels mostly occur along Corridors 10 (7km - cumulative, at 3 locations), 26(1 km) and 12(3 km). K- Corridor 10 has comparatively significant long uninterrupted stretches of green tunnels, almost - 7km in total, consisting of mainly Copper pod and Neem trees. Fig 4.10 Green Tunnels Table 4.29 gives location, length, characteristic species and composition of the green tunnels on Phase IIB corridors. An equivalent tree is defined as being equivalent to Acaia arabica, tree of girth 45cms. Both species-equivalence and girth-equivalence (leaf volume and age indusive) have been taken into consideration while calculating equivalence of any particular tree. For a detailed dsassion, refer Appendix on "... Equivalent Trees". tim 4-32 Chapter-4: Ern'ronmerital Setting of 1lie Prject Corridois Table 4.29: Green Tunnels on the Phase JIB Project Corridors Corridor Chainage Chainage Length Characteristic Species Characteristic Girth of Trees From To (m) Composition 10 17.0 18.2 1200 Copper Pod and Neem Medium 90 - 180 cm @ 8 m c/c 10 18.8 19.6 800 Copper pod and Neem Medium 90 - 180 cm 8 m c/c 10 27.5 32.5 5000 Copper Pod and Neem Medium 90 - 180 cm @ 8 m c/c 12 45 48 3000 Copper Pod Medium 90 -180 cm @ 7m c/c 26 95 96 1000 Ficus religiosa Large 189 - 270 cm 15m c/c 4.1.8.5 Giant trees Some trees are substantially larger and older than most others, and are found close to the carriageway. These have been referred to as - . . - i l igiant trees" and are often in groups or in isolation, dose to villages and towns. These trees T were planted long, before and without the anticipation of future road widening needs. The - species mainly consist of Mango, Tamarind, d Neem, and Banyan or Pipal trees. Often these - trees are valuable to the local communities as - non-timber resources. Certain trees provide fruits Fig 4.11 Giant Trees (Mango, Tamarind), some leaves, twigs, and bark for medicinal uses (Neem) and act as focal points for religious, social, commercial interaction or simply used as roadside rest areas (Banyan, Pipal). Table 4.30 provides the distribution of Giant Trees along Phase IIB corridors. Table 4.30: Distribution of Giant Trees in Phase IIB Project Corridors No. of Average Distance Link Project Road Link . Predominant Species from (in) Trees from CW (m) 101 Vadodara - Padra 140 Magnifera cumini, Prosopis dneraria, linn, Albizzla lebbek, 6.82 Benth Ficus bengalensis, Delonix regla, Cordia dichotorna, Forst, 102 Padra - Jambusar 520 Albizia odoratissima, Prosopis spedgera, Magnifera cumini, 7.19 Azardirachta Indica, Flcus religiosa, Salvadora persica, Manikana hexandra, Duband, Albizzia lebbek, Benth 1.21 Bharuch - Dahej 200 Ficus bengalensis, Delonix regla 12.73 211 Dholka - Bagodara 60 Zizyphus mauntana, Magnifera cumini 7.58 261 Jetpur - Junagadh 30 Ficus bengalensis, Euicalyptus hybrid, Prosopis juifera, 53 ;!61 Jetpur - Junag 360 Azardirachta indica, Ficus religtosa 5.31 271 Rajkot - Neknam 120 Cordia dichotoma, Forst, Azardiradita indica, Ficus religiosa, 725 Dalbergia latifolla 272 Neknam - Morvi 60 Ficus bengalensis, Prosopia julifera, Azardiradita lndica 9.67 283 Falla - Unk to Vanthli 40 Ficus bengalensis 3.50 '284 Vanthali - Jamnagar 26 Ficus bengalensis 5.0+ 285 Jamnagar - Khambalia 20 Ficus bengalensis 5.50 Total 1520 Source: Primary survey and compilation (NDU/LASA), 1998 4-33 Gujarat State Highways Project. Phase IIB - Vol. IIA 4.1.8.6 Timber forest resource Generally strip plantations have limited value and uses to local communities. They have typically in the past been planted with non-commercial varieties of fast-growing trees, which limits wood and foliage to use. At the discretion of the District Conservator of Forests, the public may gather one head load of dead firewood per person per day; and livestock, with the exception of camels, may graze within the RoW. Babool (Acacia arabica) and Prosopis juliflora are widely grown within the right of way in all the project corridors and these species have limited use as fuel wood for the rural population. Harvest of any live tree from within the RoW or in strip plantations is not permitted. The DoEF decides when and where and at what age harvesting will occur. 4.1.8.7 Non-timber forest resources There are a very limited number of non-timber forest products harvested from strip plantations along the RoW. A few fruit trees were recorded in some RoWs. Particular varieties of tamarind fruits were seen being harvested and consumed along the roadside. Herdsmen who beat the trees with sticks for the forage gather leaves and fruits of legumes. 4.1.8.8 Bio-diversity and endangered flora species Published reports indicate that more area show 53 species of plants that are rare and restricted to certain habitats in the state. A Majority of these plants belong to the arid regions of Kachchh. Table 4.31 lists all of the 53 endangered species of plants in Gujarat. Table 4.31: Endangered Flora Species in Gujarat ._______ Endangered Species in Gujarat Distribution Status No. of N Species Name Kachchh, Rare 43 Ammannia desertorum; Anogeisus sericea var. nummuaria; Jam naga r, Campylanthiis ramosissimus; Chlorophytum borivifianum; Amreli Cyperus dwarakensis; Hellchrysum cutchicum,; Indlgofera coerulea; Tephrosia jamnagarensis; Antichar/s senegalis; Astragalus prolixus; Bauchea marrubifolia; Corbichonla decumbens, Cyperus conglomeratus; Diganthia hirtella; Dipcadi erythraeum; Ephedra fiolata; Halopyrum mucronatum; Haloxylon recurvum; Heliotrop/um bacciferum; Hibiscus obtusifolius; Hyphaene indica; Indigofera argentea; Indigofera coerulea;; Launaea resedifolia; Limonlum stocksii; Micrococca mercurialis; Monsonia senegalensis; Pavonia arabica; Pavonia ceratocarpa; Polycarpaea spicata; Psoralea plicata; Schweinfurthia pterosperma; Senra incana; Solanum incanum; Sporobolus virginicus; Tecomella undulata; Capparis cartilaginea; Fagonia ind/ca; Sedera latifolia; Solanum albicaule; Chascanum marrublfol/um; Aeluropus lagop/odes; Urochondra setulosa. Kachchh Endangered 01 Sarcostemma acidum. Kachchh Threatened 05 Cassia halosricea; Casia senna; Commiphora wighli; Convolvulus stocksii; Sterculia urena. Kachchh Restricted 02 Ipomoea kotschyana; Premna resinosa. Restricted, but 01 Schwemfurthia papilionacea. locally abundant 0 Panchmahal Rare 01 j Ceropegia odorata. Source: Compiled (NDLI/LASA, 1998) from Nayar and Shastry (1988), Rao (1981), Bhatt (1993) and GEC (1996) 1- 4-34 Chapter-4. Envlronmental Setting of the Pfrolect Corridors . There are no rare and endangered species, based on Table 4.31 that occur in any of or are close to the phase IIB corridors. Therefore, it is unlikely that the present project is going to have any negative impact whatsoever on any endangered species of flora. 4.1.9 Fauna Some of the fauna of Gujarat has received world wide attention and concern. Two species in particular are famous and endangered as they exist in the only known habitat in the world. Asiatic Lion (Panthera leo persica) and; second, the Indian Wild Ass (Eqous onager khur) which are unique and confined to the narrow forest patches in Gir and the arid-zones of Kachchh respectively. Besides these two species, the state is also endowed with a rich abundance of avian fauna. Gujarat has a rich variety of wildlife, even though the area of forest land is limited is devoid of vegetation (about 10 per cent of total geographical area of the state is classified as forest. Sixty-nine species of mammals and 454 species of birds are found in Gujarat, in addition to the migratory avian fauna. Noteworthy is the fact that most of the migratory avian fauna find their abode in the middle of towns and cities and the in lakes of Porbandar, Bhuj and Jamnagar in particular. There are 20 wildlife sanctuaries and 4 national (wildlife) parks in Gujarat, covering an area of 16,902.38 km2. The list of the sanctuaries and national parks is shown in Map 4.6 and the details of the same presented in Table 4.32. Table 4.32: National Parks and Wildlife Sanctuaries in Gujarat Name Status Location Area Major Wildlife Marine Park National Park 3amnagar 162.89 Corals and fish; Black Cornalia; Dolphin Sanctuary 295.03 , _ National Park Junagadh 258.71 Asiatic Lion, Panthers, Black Buck, Four- Gir horned Antilope, Deer, Sambar, Wild Boar, Sanctuary 1153.42 Crocodile, and a variety of birds. Sanctuary Sanctuary Panchmahal 55.65 Sloth Bear, Panther, Chinkara, Wild Boar Wild Ass Surendranagar Ndian Wild Ass, Panther, Black Buck, Sanctuary Sanctuary Kachchh 4953.70 Chinkara, Blue Bull, Jackal, Wild Boar, and a Sanctuary Kachchh variety of birds. Vasda National Park Valsad 23.99 Tiger, Panther, Wild Boar, Sambar, Four- horned Antelope. Velavadar National Park Bhavnagar 34.08 Black Bucks, Wolves, Hares, Jackal. Nalsarovar Sanctuary Surendranagar 120.82 Cormorants, Egrets, Spoon Bills, Herons, migratory birds. Shoolpane- Sanctuary Bharuch 607.70 Sloth Bear, Panther, Sambar, Four-horned shwar aAntelope, birds. Barda Sanctuary' 3unagadh 192.31 Wild Boar, Panther, Spotted Deer, Sambar, Nilgai, Monkey. Sloth Bear; Panther; Sambar; Nilgai; Wild 3essore Sanctuary Banaskantha 180.66 Boar; Porcupine. Jambughoda Sanctuary Panchmahal 130.38 Panther; Chinkara; Nilgai; Wild Boar; Jambughoda Sanctuary ~~~~~Hynaena; birds. Purna Sanctuary Dangs 160.84 Tiger, Panther, Chinkara, Four-horned Antelope; Hyaena. Narayan Sanctuary Kachchh 444.23 Chinkara, Nilgai, Wild Boar, Deer, birds. Khijadia Sanctuary Jamnagar 6.05 A variety of migratory and water birds. Kachchh Sanctuary Kachchh 7S06.22 Flamingos, and a variety of birds, Chinkara, achchh Sanctuary Kachchh 7506.22 Wolf. Gaga Sainctuary lamnagar 3.33 Great Indian bustard, Lesser Florican, Damoiselle Crane. Rampara Sanctuary Rajkot lS.Ol Panther, Nilgai, Chinkara, Wild Boar, Wolf, Rampara Sanctuary Rajkot 15.01 Pangoline. Thot Sanctuary Mahesana 6.99 ~~Flamingoess, Black Ibis, Painted Storks, Grey Thol Sanctuary Mahesana 6.99 Pelicans, birds. 4-35 Gujarat State Highways Project. Phase I1F - Vol. IIA Name Status Location Area Major Wildlife Flamingos, Lesser Floricans, Black and White Porbandar Sanctuary Junagadh 0.09 Ibis, Black-winged Stilts, Curlew, Teals, . , Ducks, a variety of birds. Paniya Sanctuary Amreli 39.63 Panther, Crocodiles, Black Buck, Chinkara, a Pamya_________ Sanctuary_______ ___ _ 39.63 variety of birds. Balaram- Sanctuary Banaskantha 542.08 Blue Bull, Four-horned Antelope, panther, Ambaji ~ ~ _________ _____Bear, birds. Hingolgadh Sanctuary Rajkot 6.54 Migratory birds like Kunj, Flamingo and Hingolgadh____ Sanctuary_____ ________________ 6.54_____ others. Source: Compiled from 4.1.9.1 National Parks and Wildlife Sanctuaries in Near Vicinity of Phase IIB Corridors The Sundarpara forests, privately owned, are within 4km form the Vadodara end of corridor 10. The forest is fenced and no black buck is expected to cross it. The Wild Ass sanctuary is at a distance of 7.5 km from the Viramgam - Dhrangdhra highway. However it has been observed that a few Wild Ass live outside the boundaries of the sanctuary because of scarcity of food and water within the sanctuary perimeter. .These Ass cross the highway frequently. Cases of their being hit by vehicles plying on the highway have been reported. Another crossing by animals is the large-scale migration of herds of sheep and cattle in search of fodder (Refer Map 4.7). The Marine National Park and Sanctuary, at the Jamnagar coast, is more than 5 km from link 285. However the highway is too far to cause any from of contamination in the sanctuary. The Khijadia Bid Sanctuary is 4-6 km from link 284. It is the abode of migratory birds. Also a few birds while migrating use this area as a stop over. 4.1.9.2 Bio-diversity and endangered fauna species The invertebrate fauna of Gujarat is relatively unknown while the vertebrate fauna has been studied fairly well. Table 4.33 gives the number of species and their rarity according to the Red Data Books. Table.4.33: Endangered Fauna in Gujarat No. of Endangered and Vulnerable species Fauna. species No. Name Endangered 4 Equs onager khur; Fells libyca; Felis carcal schm,tzi; Panthera leo persica. Vulnerable 4 Antelope cervicapra; canis lupus; Dugong dugong; Felis bengalensis; Mammal 69 14 Gezella gezella bennetl; Manis crassicaudata; Panthera tigris tigns; Panthera pardus; Tetracerus quadricornis. Probable 4 Fells rubiginosa. Endangered 4 Ardeotis nigriceps; Chlamydotls undulata maccqueeni; Ciconia ciconia; Falco peregrlnus peregrinator; Falco biarmicus; Leptoptllos dublus; Avian 454 13 Leptoptllosjavanlcus; Platelia leucorodia. Vulnerable 4 Hal,aeetus leucogaster; Pandion heliaeatus; Pavo criststus; Pelecanus philippensis; Syphiotides indica. Fish 364 05 Threatened 4 Notopterus chitala; Tor khudree; Tor putitora; or tor; Labeo kontius. Endangered 4 Crocodylus palustris; Chelonia mydus; Lepidochelys olivacea; Dermochelys Reptiles 78 08 ceriacea; Varanus bengalensis; Python molurus. Vulnerable 4 Llssemys punctata punctata; Aspiderates (Trionyx) gangeticus. Source: Geological Survey of India (1995). The Red Data Book. @ML4 4-36 PAKISTAN I A ;ae*et ,>tY 4

5_ 4 4 * ----- State Boundary BHUJ _ VMtHESAN*7__w' . District Boundary National Highway GANDHINAGA.f___ State Highway U Districl Headquarters KHIJADIAZ } ,; JAHMe[DABAD / GODHRA Project Coridors GULF OF KACHCHH SURENDRANAGA rj Cor MARINE SSY JAMNCTUe { KHEDAR)YS( _ Protected Forest 2 KO % > z 1 ~~~VADaDARA5t; NAGTAGEIONAL P ARK A D^S SUN !L MADHYA cI~INKARtA iiv !RDS \ ~ ~ ~ ~ ~ ~~~~~~ ~ ~~~~~~~~~~~~~~~~~~~~~ - - SUA . MS r A, LS2v~ GULF OF w s ~ Map No.: 7 f CE) y ~KHAMBHAT < \ r \ \/75 P 'A Tile: FOREST AND B 0 VAU: \ < J PROTECTED AREAS /- , MAHARASHTRA Gujarat State Highways Project Phase hRB 0 50 1_CO_______ PROJT COTOIUO CODTIJLCY SUERH Kilometers l.D11 INDIA PAKISTAN - - u ^ * \.Legend r/-/ _< \ z \ HIIVIATNAGAS ) " " Intemational Boundary - - -- State Boundary < B H ff t-) / t mHESAA J \ , ---- District Boundary Coastal Boundary KGA DHINAGA *( Distrct Headquarters \ ;+GANFDHINAG_( ?> , >, t _ Project Corridors I! GHRA *-) 4ABADMigration Routes GULF OF KACHCHH RENDRANAGAR I \ Origin Points JAMNAGAR KHED PRADESH INDIA (F . nPS 400 Lacs BHAVN _ \ Uil f ~~~~~~~~~AMRELI c / > BAUCH GUJARAT | 7 Lacs RAT < g > (^ GULF OF < \ i \5, Map No.: 8 < x t X AHvYA Title: SHEEP MIGRATION Source: Census 1972 * VALSAD T N, Gujarat State Highways Project Phase hRB -X '/ :,;, 4MAHARASHTRA PROJECT COOMNA1TN CONSULTANCY SERVICES 0 50 100 A.D.LEA Kilometers LASA INDIA Chapter-4 Environmental Setting of the Project Corrldors A substantial number of the larger species found in Gujarat and listed as rare and endangered are as result of !ist due to habitat destruction. On the other hand, and the small mammal populations occur in surprisingly large numbers. A legacy of establishing private reserves and a society of vegetarians has enabled the survival of wild life populations far above those found in other countries/regions with population densities approaching those of India (GEC, 1996). 4.2 Social Environment Phase IIB corridors are spread over almost all over Gujarat except for northern mainland. Demographic and socio- economic conditions also vary from area to area traversed by the project corridors. In this section an attempt has been made to understand the existing demographic and socio- economic profile along Phase IIB project corridors. Study has been conducted at two levels. One at taluka level based on lowest available hierarchy of secondary data. Second at RoW level since most of.the project affected persons are likely to be within the RoW. 4.2.1 Taluka Level Profile Project corridors of GSHP Phase IIB are spread out in twenty talukas of eight districts. Distribution of project corridors is provided in Table 4.34. Corridor 02 traverses through four talukas of total length 71.5 km, whereas Corridor 13 traverses through only one taluka of length 7.2 km. Table: 4.34: Distribution of Corridors in Talukas Corridor District Link Taluka Area (km2') Lenath of Corridor 21 Viramoam 1714.5 16.3 2,21,22 Ahmedabad 211,221 Dholka 1788.2 41.9 221 Dhanduka 2682.9 4.8 Sub total 6186 63.0 21,22 Dasada 1630.1 24.6 2 Surendranagar 22,23 Dhrangdhra 1369.8 18.4 23 Halvad 1218.2 12.2 ____________ Sub total 4218 55.2 101 | Vadodara 693.43 4.4 10 Vadodara 101,102 | Padra 535.2 32.4 Sub total 1229 36.8 102 Jambusar 1097.3 8.6 10,12 Bharuch 121 Bharuch 644.34 26.55 121 Vaqara 883.42 21.15 Sub total 2625 56.3 133 [ Olpad 683.44 7.9 13,15 Surat 151 Chorasi 643.41 16.35 Sulb total 1327 24.25 26 Junagadh 261 [ Junagadh 669.83 14.1 Sub total 670 14.1 261 Jetpur 627.58 10.14 26,27 Rajkot 271 Rajkot 1004.9 14.6 271,272 Morvi 1651.8 53.6 Sub total 3284 78.4 283, 284, ( Jamnagar 1167 36.5 28 Jamnagar 285 | Khambalia 1214.3 28.6 Sub total 2381.3 65.1 Total 393.09 Source: Compiled from the Census of India (1991) 4-37 ED Gujarat State Hlghways Project Phase IIB - Vol. IA 4.2.1.1 Demographic Profile Population growth rate in talukas along Phase IIB corridors varies widely, from 2.5 percent in Viramgam taluka to 59 percent in Chorasi taluka. Surat acts as a prime city for entire southern Gujarat. Similarly, Rajkot is the prime city for entire Saurashtra and Vadodara for central and northern Gujarat. Hence, Chorasi, Vadodara and Rajkot taluka record very high growth rate. Viramgam, Dasada, Padra, and Lalpur experienced single digit growth rates. The remaining talukas are in 'moderate increase' growth rate category (Refer Table 4.35). Talukas, within which large towns are located, have a higher percentage of urban population. The decedal population growth rate, in talukas along phase IIB corridors, was 28 percent. The percentage of urban population along the Phase IIB corridors, increased from 35 to 37 percent from 1981 to 1991. Vagra is the only taluka, without any urban population. Talukas in the Saurashtra region, Jetpur, Junagadh, Rajkot and Morvi, record the highest increase in urban population. Only one taluka, Dhrangdhra, recorded a decline in percentage of urban population. This was also minimal. Population, size of urban centres along the corridor, and density of population in tehsils through which the corridors-traverse is presented in Map 4.8. 4.2.1.2 Workforce Participation Ratio (WFPR) Overall workforce participation rate in the talukas along the phase IIB corridor was 33 percent, which is slightly less than the state average of 34 percent, as per 1991 census. In Dholka taluka WFPR was as high as 37.8 percent. In the remaining talukas the WFPR was recorded between 30 and 37 percent. Of the 20 talukas, 12 have a slightly higher WFPR in comparison with the state average WFPR. Of the total main workers, female workforce was only 9 percent in the talukas along Phase IIB corridor. This is less than the state average of 14 percent. Whereas Olpad taluka recorded 23 percent as main workers, in Dhrangdhra taluka it was as low as 1.3 percent. In rest of the talukas the share of females as main workers was recorded between 6 and 20 percent (Refer Table 4.35). 4.2.1.3 Occupational Profile The workforce is almost equally engaged in all sectors primary (35 percent) secondary (33 percent) and tertiary (34 percent). In primarily urban talukas less than 20 percent of the workforce is associated in the primary sector. At the same time in Halvad and Lalpur, the percentage of workforce in primary sector is more than 80 percent, indicating land as a vital resource in these areas. In.Chorasi taluka only 5 percent of the male workforce is employed in the primary sector, secondary sector accounting for more than half. More than 30 percent of the male workers are engaged in secondary sector in Vadodara, Chorasi, Jetpur, Rajkot and Morvi talukas, all primarily urban centres. Almost two thirds (63 percent) of the female workforce is employed the primary sector. In 14 of the 20 talukas, traversed by Phase IIB corridors, over 80 percent of the female workforce are in the primary sector. In Vadodara taluka over half the female workforce is in tertiary sector, on the other side are Dhanduka and Lalpur taluka where only 3 percent of the female workforce is employed in the tertiary sector (Refer Table 4.35). 4-38 Chapter-4: Environmental Setting of the Project Corridors 4.2.1.4 Literacy Rate The average literacy rate in talukas along Phase IIB corridors was 56 percent. Only three talukas Vadodara, Chorasi and Junagadh recorded literacy rate higher than the state average. Literacy rates were low in Dhandhuka, Dasada and Khambalia taluka. The average literacy rate amongst the male population is 63 percent. This is much lower than the state average of 71 percent. Only in 3 talukas, the male literacy rate was similar to the state literacy rate. Low literacy rates are recorded in Lalpur, Khambalia and Halvad talukas respectively (Refer Table 4.35). The average female literacy rate in the concerned talukas is 38 percent. This is lower than the state average of 46 percent. The female literacy rates vary from as low as 3.7 percent in Dhrangdhra taluka to 61 percent in Vadodara taluka. 4.2.1.5 Gender Ratio The gender ratio in Phase IIB talukas is 927 females per thousand males. This is slightly lower than the state average of 935. Eight of the twenty talukas have a/higher gender ratio than the state average. The lowest gender ratio is in Chorasi taluka and the highest in Khambalia. Gender ratio is comparatively lower in Surendranagar and Vadodara talukas as compared to others (Refer Table 4.35). 4.2.1.6 Scheduled Casts (SCs) S,cheduled caste population accounts for 7.4 percent of the total population in the concerned talukas. Dholka has the highest percentage of scheduled castes. Chorasi taluka has the lowest percentage of SC population (Refer Table 4.35 and Map 4.9). 4.2.1.7 Scheduled Tribes The ST population in talukas along Phase IIB corridors is 4.3 percent of the total population. The percentage of STs in each taluka varies widely, from 0.1 percent in Dhrangdhra and Halvad to 28 percent in Olpad. Other talukas with high share of ST population are Bharuch and Vagra. ST population in all corridors in Saurashtra region is less than 1 percent. Of the Corridor 12 has the largest share of ST population, greater than 20 percent in both the talukas traversed (Refer Table 4.35 and Map 4.9). 4.2.1.8 Vulnerable Group Socio- Economic Profile A detailed investigation of socio-economic profile of vulnerable groups is made in the following sections to find their degree of development in relation to population in the main stream. As discussed earlier, vulnerable groups for the purpose of this project are (i) the scheduled caste (ii) the scheduled tribe (iii) women headed households and (iv) the households below poverty line (defined as a gross monthly household income of Rs. 2000, for the purpose of this project). This section describes the scheduled casts and scheduled tribes, as aggregate data for the later two groups are not available at this level. 4.2.1.9 Scheduled Castes a) Workforce The workforce participation ratio (WFPR) amongst Scheduled Caste population in talukas along Phase IIB corridors is 32 percent. This is slightly lower than the state average (33 percent). Primary sector provides employment to 38 percent of the SC workforce. 4-39 Gujarat State Hlghways Project: Phase IIB - Vol. IIA Tertiary sector too accounts for a sizeable percentage of SC workforce. Olpad taluka has the highest SC work force participation ratio. In 4 of the 20 talukas the SC - WFPR is observed to be higher than 40 percent. The lowest SC-WFPR is observed in Dholka taluka, 6 percent, followed by Vadodara, 9 percent. In fourteen talukas the SC - WFPR IS in the range of 30 percent - 40 percent SC-WFPR (Refer Table 4.36). Of the total SC main workers, females contribute only 16 percent. More than half the female SC workers were engaged in primary sector activities, except for in Chorasi, Vadodara and Rajkot talukas, where females are more into tertiary sector activities. Amongst female SC workforce, the percentage employed in the tertiary sector varies from 75 percent in Chorasi to only 1.6 percent in Dhrangdhara. b) Literacy Rates The average literacy rate amongst the SC population of the Phase IIB talukas is 51 percent. This is lower than the State literacy rate (61 percent) as well as the corresponding literacy rates of the total population in the twenty talukas'. The highest literacy rate is in Olpad taluka and the lowest in Khambalia taluka. It is observed that the literacy rates in the south Gujarat corridors are higher than in Western Gujarat (Refer Table 4.36). The male literacy rate for the SC population, 62 percent, is lesser than the figures for twenty talukas. The highest literacy rates were observed in Olpad taluka and minimum in Junagadh taluka. Among the female SC population, the average literacy rate is 38 percent. As is the case with male literacy rates, higher figures are observed in South Gujarat and lower in Saurashtra. c) Gender Ratio The gender ratio in the talukas along Phase IIB corridors is 915 females per 1000 males. This is lesser than the gender ratio in the 20 talukas. The talukas with a high gender ratio are Khambalia, Vagra and Jambusar. The lowest SC gender ratio is in Dholka taluka (859 females / '000 males) (Refer Table 4.36). 4.2.1.10 Scheduled Tribes a) Workforce The Scheduled Tribe work force participation ratio in all the 20 talukas traversed is 43 percent. This is extremely high when compared with the average WFPR for the twenty talukas (Refer Table 4.37) The female ST-WFPR is 27 percent, again higher than the corresponding figures for total female population. The talukas with high female ST-WFPR are Olpad, Dholka and Junagadh. Dhrangdhra has the lowest female ST-WFPR (1.7 percent). The highest male ST-WFPR is in Halvad (81 percent) and the lowest in Morvi (25 percent) (refer Table 4.37). The taluka with the highest ST-WFPR is Halvad, 54 Percent. Other talukas with high ST-WFPR are Khambalia, Olpad, Dholka and Dasada. Morvi has very low ST-WFPR, of 15 percent only. Seven talukas do not have any female population engaged in secondary sector. In Morvi female workforce is only engaged in primary sector. Seventeen percent of the ST- workforce is employed in tertiary sector activities. @MS19 4-40 Chapter-4: Environmental Setting of the Project Comdors Table 4.35: Taluka Level Sdcio-Economic Profile Pop. Urban Work Force Participation Primary Workers Secondary Workers Tertiary Workers Literacy Rate Gender SC ST Taluka Pop. Growt Pop.)Ratio (Percentage) (Percentage) (Percentage) Ratio h Rate (%) tT | M F T M F T | I F T M F T M F Viramgam 277534 2.43 21.95 34.91 53.29 15.32 52.23 42.13 89.70 8.75 10.13 3.62 18.47 21.65 6 69 47.50 60.66 33.48 938 11.86 0.90 Dholka 307343 17.71 2S 95 37 79 54.92 18.92 71.94 66.87 88.13 12.07 14.34 4.82 16.86 19.92 7 05 50 03 62.24 36.s8 907 14.S0 2.30 Dhanduka 252183 17.98 21.04 37.16 52.96 20.22 74.86 68.11 93.81 14.16 18.07 3.18 10.99 13.83 3.02 44.69 56.58 31.94 933 9.72 0.56 Dasada 143270 4.28 16.84 35.16 54.65 14.01 69 46 66.55 81.80 16.70 17.40 13.71 14.43 16.05 7.58 44.29 57.00 30.50 922 14.43 0.13 Dhrangadhra 155117 13.08 37.37 33.79 52.03 1.37 58.72 54.00 78.43 17.93 19.15 12.8S 23.35 26.85 8.73 49 15 59.69 3.76 909 11.10 0 09 Halvad 112856 25.04 17.35 36.94 53.18 19.55 80.80 76.57 93.10 8.82 10.70 3.34 10.38 12.73 3.56 41 46 51.96 30.22 934 6.99 0.08 Vadodara 1341575 35.29 85.16 30.72 51.37 7.71 15.24 13.62 27.24 45.36 39.02 13.52 48.77 47.36 59.24 67.95 74.20 61.00 898 7 50 3 97 Padra 218545 8.4 15.48 34.56 57.00 9.69 74.11 71.94 88.26 11.53 12.56 4.80 14.36 15.49 6.93 54 87 65.67 42 90 902 7.39 2.99 Jambusar 164262 3.76 19.21 34.53 57.16 10.01 69.66 67.65 82.09 8.69 9.03 6.57 18.12 19.22 11.34 55.14 66.16 43.20 923 7.14 9.65 Bharuch 313631 18.3 48.15 32.49 52.24 11.21 44.21 39.29 68.92 20.51 23.33 6.38 35.27 37.38 24.71 63 76 71.47 55.46 929 6.19 20.16 Vagara 68874 5.17 0 37.29 58.03 14.90 85.88 84.10 93.38 4.06 4.77 1.05 10.06 11.13 5.57 54 08 64.99 42.30 927 5.65 26.69 Olpad 157538 17.52 12.15 39.47 55.55 22.52 68.06 60.75 87.04 16.64, 21.12. 4.97 15.31 18.12 8.00 57.37 63.97 50.41 949 4.96 28.14 Chorasi 1730833 59.16 88.26 34.58 57.86 6.83 7.13 5.61 22.48 58.67 61.60 .29.14 34.03 32.79 46.53 62.81 68.96 55.49 839 4.37 6.48 3unagadh 286380 17.72 63.84 31.16 51.82 9.37 42.57 37.49 72.19 17.19 19.17 5.65 40.24 43.34 22.15 62.46 70.08 54.42 948 11.55 0.19 Jetpur 214424 23.2 49.72 31.95 52.99 9.50 48.78 42.24 87.70 29.89 34.52 2.33 21.33 23 24 9.97 57.41 64.96 49.34 937 6.90 0.12 Rajkot 769572 35.82 85.05 30.82 52.28 7.68 19.18 15.65 45.11 33.87 36.21 16.70 46.95 48.14 38.19 39.04 69.95 5.71 928 6.49 0.37 Morvi 305255 24.51 41.9 33.42 52.54 13.21 44.67 38.91 68.88 33.90 '36.81 21.66 21.43 24.28 9 46 54.52 64.85 43 70 946 8 15 0 06 Jamnagar 553115 17.07 72.94 30.40 51.78 7.35 25.38 22.53 47.04 30.15 31.16 22.44 44.47 46.31 30.52 57.24 65.39 48 46 928 7 66 0 31 Khambalha 171184 15.95 29.88 32.09 52 17 11.08 66.27 62.50 84.84 9.35 10.00 6.16 24.38 27.50 8.99 39 87 50.62 28.63 955 5 52 0 19 Lalpur 92925 5.44 12.42 37.53 55.31 18.83 84.58 81.86 93.02 6.00 6.87 3.29 9.42 11.27 3.70 45 41 55.46 34 83 950 9.03 0 19 Phase 11 7636416 28.12 37.70 33.26 50.40 8.72 35.19 30.39 63.04 33.27 35.10 22.69 34.35 36.07 24.34 56 50 62.60 37.92 927 7 42 4.30 State 41309582 21.19 34.49 34 12 53.17 13.73 61.0 54 81 17.0 20 7 22 26 12 61.29 73.13 48 64 934 7 41 14.92 Source: Compiled from the Census of India (1991) Pop... Population M: Male F: Female T: Total SC: Scheduled Castes ST: Scheduled Trnbes '-41 Chapter-4: Environmental Settlng of the Project Corridors Halvad and Junagadh record over 80 percent of their ST workforce in the tertiary sector; while in Olpad only 0.6 percent of the WFPR are employed in tertiary sector activities. In Jamnagar, 95 percent of the workforce is engaged in secondary sector and tertiary sector. b) Literacy Rate Average literacy of ST population in the 20 talukas along phase II corridors is 31 percent of which the male literacy rate is 40 percent and female literacy rate is 20 percent. All the figures are lower than the state's respective literacy rates. c) Gender Ratio The ST-gender ratio along Phase IIB corridors is 919 females per '000 males. This is higher to the SC gender ratio (886) and lower than that of the state (934). The gender ratio varies widely in phase IIB corridors. In Halvad taluka it is as low as 621, while in Morvi it is tilted towards women. It is observed that the gender ratio in Olpad and Morvi taluka is higher when compared to other corridors. Similarly the gender ratio in corridors 02 & 28 are lower in comparison. 4.2.2 Profile of Inhabitants of the RoW of Phase IIB Corridors In a socio-economic study it is essential to prepare a baseline database in order to predict the likely impacts and also to suggest an effective management plan. It is imperative to prepare a detailed socio-economic profile of all the inhabitants residing in the project area. This socio-economic analysis would eventually help in identifying a section of society most severely impacted due to the project and also to delineate a plan compatible to both, the project and people. In GSHP Phase IIB there are ten corridors that have been identified for strengthening to cater to the increase in traffic in near future. Since the project is only widening of existing road by a few meters on either side of the road and within the confines of the existing RoW hence, the probability of land acquisition is negligence. Keeping in mind the level of activity anticipated due to the project, the RoW has been considered for generation of baseline status. It is observed in an Indian situation that along the highways, business establishment spring up. These not only cater to the needs of local people but to the highway users. In most of the cases, these establishments are encroachers on RoW. Besides the above category, other types of encroachment in RoW are such as squatters, spill over house, spill over business etc. A baseline socio-economic status of the people, who are in some way or other encroached upon RoW, has been prepared. This analysis would shed itself on their social and economic condition and essentially help in preparing a mitigating major for any adverse impact likely to occur. In all ten corridors of Phase-IIB the total households using RoW in some way or other are 593. Since some of the households have more than one property within the RoW, the total properties are 604. However, during the socio-economic survey 509 households responded; the rest 84 households either denied to be interviewed or were absent. Hence the socio-economic profile for 509 household has been presented and analysed. PAKISTAN RA1AS INDI A T - D ; < v )/ ~~~~~~~~~~~~PAb,NPUR k, 4 - j<4 t-' I - ?_ DisrcttHeadquarters Projec Corrdors GULF OF KACHCHH iGz RA P sM ' ft ' ('~S Popolation Size GAMNACAR * VULF OF KACHCHH s 4! > ,$n(+ (In persons) Pacic~~~~~~~~~ANAA 13K'HKHAMBHAT F > 1uF~~~~~~~~~~~~~~PAESHS \ f _t * ~~~~~~~~~~~~~~~~~~~~~~~~~~~t12t KHAMBHAT 2 5 ~~~~Title: VULNERAUBLE f 2 > ~~~~~~~~~GROUP POPULATION % 5 M~~1AHARASHTRA Gujarat State Highways ProJect o 50 100 7 JPROJECTCOORDITNAlINCON8ULTAHCY13ERIMCE I Kilometers _11.U. Al ; | INIA Gujarat State Highways Project: Phase IIB - Vol. IIA 4.2.2.1 Demography Properties All properties within the RoW have been segregated into 10 different types. The corridor wise properties within the RoW are presented in Table 4.38. Fifty-eight percent of the properties are shops. House form 12 percent; spill over businesses 10 per cent and land 6 percent respectively of all properties. Corridor wise, Vadodara -Jambusar has the highest (40 percent) number of properties of all corridors. In Bharuch - Dahej and Olpad - Ichchhapor corridors, 15 percent of the total properties within the RoW, are located. The lowest number of properties (2) are in link 133; Ichchhapor - Sachin. Table 4.38: Corridor- wise Type of Properties Likely to be Affected Effect Corridor Name Link Land Land Spill Source Total No Land House Shop & & & Shop Residen Business of Other House Shop Shp tial. Buieswater 21 23 - . 7 1 31 5.13 Viramgam - Halvad 22 - - - 0 0 23 - 3 5 - 1 - S 1 15 2.48 101 7 13 64 - 1 13 12 1 3 114 18.87 Vadodara- Jambusar _ 102 4 10 83 - - 4 17 3 4 125 20.7 Bharuch - Dahej 121 17 3 68 - - 1 1 - 3 93 15.4 Olpad - lchchhapor 133 7 35 30 1 1 12 2 1 3 92 15.23 Magdalla - Sachin 151 - - 2 - - - - - - 2 0.33 Dholka - Bagodra 211 2 1 15 4 1 23 3.81 Wataman - Pipli 221 - - 18 - 2 - 20 3.31 Jetpur- Junagadh 261 - - 6 = 1 6 - 13 2.15 271 1 3 11 3 - 1 - - 2 3 24 3.97 Raikot - Morvl _____ 272 - 5 14 1 - 6 - 4 - - 30 4.97 283 1 - - - - 2 - 3 - 6 0.99 Falla -- Khambalia 285 - 2 11 - 1 1 1 16 2.65 Phase 118 Total 39 75 350 5 2 20 24 60 11 18 604 100.0 Percentage 6.5 12.4 57.9 0.8 0.3 3.3 4.0 9.9 1.8 3.0 100.0 Source: Primary Survey & Analysis NDLII LASA, 1999 4.2.2.2 Household Of the total households within the RoW, 39.49 percent are in Corridor 10. The other corridors with a large percentage of PAHs are corridor 13 (16.7 percent), Corridor 12 (12.97 percent) and Corridor 27 (10.41 percent). Almost sixty-one percent of households are using the RoW for livelihood, by establishing shops. About 14 percent households are squatting in the RoW. Another 11.2 percent of the households are using the RoW as business spill-over spaces (Refer Table 4.39). 4-45 Gujarat State Hlghways Project Phase JIB - Vol. IIA Table: 4.39 Corridor and Effect-wise Number of Properties Likely to be Affected Effect Corridor Name Link No Land & Land & House Spill Spill Source Total House Shop & Shop Residential Business of Water 21 17 7 _ 24 Viramgam - Halvad 22 . _- - _ 0 23 . 2 5 1 - 4 - 12 101 5 10 57 - 12 11 96 Vadodara-Jambusar ______ ____ 102 3 8 74 1 17 2 105 Bharuch - Dahe) 121 3 3 60 - - - - 66 Olpad - lchchhapor 133 3 35 28 1 1 12 2 1 2 85 Magdalla - Sachin 151 - - 2 - - - - 2 Dholka - Bagodra 211 1 1 13 4 19 Wataman - Pipli 221 - - 13 - 2 15 3etpur- 3unagadh 261 - 4 1 6 - 11 271 1 3 11 3 1 - - 1 3 23 272 - 5 14 1 6 - 4 - 30 283 1 - - - - - 2 - 3 - 6 Falla -- Khambalia 28_12__ 285 . 2 11 1 1 15 Phase IIB Total 17 69 309 5 2 20 i8 57 7 5 509 Percentage 334 13.56 60.71 0.98 0.39 3.39 3.54 11.2 1.35 0.98 100 Source: Primary Survey & Analysis NDLI I LASA, 1999 4.2.2.3 Project Affected Population In Phase IIB the number of persons likely to be affected are 3036. Of this population, 39 percent are from Corridor 10. The other corridors with substantial percentage of PAPs are link 133 (17.2 percent), Corridor 12 (11.4 percent) and Corridor 27 (11.3 percent). Table 4.40: Corridor and Effect-wise Number of Project Affected Population Effect Corridor Name - Link Land Land House Spill Spill Source Total No Land House Shop & St & Shop Reide Business of Water Other House Shop ntial. 21 126 46 172 Viramgam - Halvad 22 0 23 9 34 8 19 70 101 30 43 328 4 56 65 526 Vadodara- Jlambusar ___ ___ ____ 102 11 35 498 13 90 14 661 Bharuch-Dahej 121 31 22 292 345 Olpad-lchchhapor 133 38 157 181 6 6 82 20 16 . 16 522 Magdalla -Sachin 151 5 5 Dholka-Bagodra 211 7 2 77 15 101 Wataman-Pipli 221 95 9 104 letpur-3unagadh 261 31 5 32 68 271 9 37 70 13 5 6 22 162 Rajkot - Morvi __ _ __ __ _ _ _I_ _ _ _ 272 28 79 5 44 25 181 283 6 14 19 39 Dhrol - Khambalia Z3 6 1 51aa 285 11 52 19 8 1 80 Phase IIB Total 132 344 1868 24 10 139 108 326 47 38 3036 Source: Primary Survey & Analysis NDLI / LASA, 1999 IN$ 4-46 Chapter 4 - Envlronmental Setting of the Project Comdors The large number of PAPs in Corridor 10 are on account of a smaller RoW (24m) and more importantly that the corridors pass through the urban fringes of Vadodara city for the first 10 km (Refer Table 4.40 and Map 4.8). 4.2.2.4 Vulnerable Households Of the households in Phase IIB, 55.8 percent are from vulnerable section. The Scheduled Caste, Scheduled Tribes, Women Headed Household and households Below Poverty Line are 31 percent, 14.1 percent, 2.4 percent and 73.2 percent respectively. Corridor 10 has the highest percentage of Vulnerable Group households (44.7 percent). The next highest concentration of vulnerable households (15.9 percent) is in Corridor 12. In Link 151 there only two PAHs and both belong to the vulnerable groups (Refer Table 4.41). Table 4.41: Corridor-wise Number of Vulnerable Households Women Headed Household Below Poverty Line Corridor Name Link No SC ST BPL, NON BPL, NON Total Total SC ST SC/ST Others Total SC ST SC/ST/WHH 21 7 0 1 0 0 0 1 9 4 0 5 13 Viramgam - Halvad 22 0 0 0 0 0 0 0 0 0 0 0 0 23 2 0 0 0 0 0 0 6 1 0 5 7 101 24 10 4 2 0 1 1 39 11 2 25 61 Vadodara- Jambusar____ 102 21 10 1 0 0 1 .0 S0 10 5 34 66 Bharuch-Dahe; 121 11 8 1 1 0 0 0 39 9 4 26 45 Olpad-Ichchhapor 133 3 1 4 0 0 4 0 26 1 0 21 29 Magdalla -Sachln 151 0 0 0 0 0 0 0 2 0 0 2 2 Dholka-Bagodra 211 0 0 1 0 0 0 1 7 0 0 7 8 Wataman-Pipli 221 0 0 1 0 0 1 0 5 0 0 4 S Jetpur-Junagadh 261 3 0 0 0 0 0 0 4 0 0 4 7 271 2 5 0 0 0 0 0 6 0 1 5 12 Rajkot - Morvi ___ ______ 272 9 6 0 0 0 0 0 12 4 2 6 21 283 2 0 0 0 0 0 0 0 a 0 0 2 Dhrol - Khambalia__ 285 4 0 0 0 0 0 0 3 1 0 2 6 Phase IIB Total 88 40 13 3 0 7 3 208 41 14 146 284 Source: Pnmary Survey & Analysis NDOI LASA, 1999 4.2.2.5 Vulnerable Population The total vulnerable persons in Phase IIB are 1468 (48.4 percent of all PAPs). The vulnerable population distribution as per corridor reveals that 48 percent are in corridor 10, followed by 13.9 percent in corridor 27 and 13.5 percent in Corridor 12. Similarly, share of SC, ST, Women Headed Households and Below Poverty Line are 36.8 percent, 15.6 percent, 2.3 percent and 63.15 percent respectively of total vulnerable population. The average household size is 5.17 persons per household (Refer Table 4.42). Table 4.42: Corridor and Category-wise Number of Vulnerable Population Link Women Headed Household Below Poverty Line Total Corridor Name Lik SC ST TotNO P O Vleable No Total SC ST SCPLT NON Others Total SC ST BCTL, NON Vulnerable 21 39 0 2 0 0 0 2 47 18 0 29 70 Viramgam - Halvad 22 0 0 0 0 0 0 0 0 0 0 0 23 15 0 0 0 0 0 0 27 5 0 22 37 101 148 66 10 4 0 1 5 160 48 8 103 323 Vadodara - Jambusar - - - ___ 102 147 51 3 0 0 3 0 251 47 20 181 382 4-47 A Gujarat State Highways Project: Phase 118 - Vol. IIA Link -iWomen Headed Household Below Poverty Line Corridor Name Lik SC ST - --Total No D~~Tt. PL,/NON P,NN vleal CorioNNme o| c T Total SC ST Others Total SC ST DI, NON |Vulnerable I ~~~~~~SC/ST SC /ST/WNH Sharuch-Dahej 121 51 47 2 2 0 0 0 149 36 13 100 198 Olpad-lchchhapor 133 15 3 7 0 0 7 0 109 5 0 97 122 Magdalla -Sachin 151 0 0 0 0 0 0 0 5 0 0 5 5 Dholka-Bagodra 211 0 0 5 0 0 0 5 21 0 0 21 26 Wataman-Pipli 22 0 0 5 0 0 5 0 26 0 0 21 26 Jetpur-Junagadh 261 14 0 0 0 0 0 0 19 0 0 19 33 Rajkot - Morvi 271 22 21 0 0 0 0 0 36 0 2 34 .77 272 52 41 0 0 0 0 0 66 22 10 34 12 7 Dhrol - Khambalia 283 10 0 0 0 0 0 0 0 0 0 10 285 27 0 00 0 0 0 11 6 0 5 32 Phase 11B Total 540 229 34 6 0 16 12 927 187 53 671 1468 Source: Primary Survey & Analysis NDLI / LASA, 1999 4.2.2.6 Literacy Seventy percent of the vulnerable population is literate. The literacy rate for the male population is 83 percent and that for the female is 57 percent. Of the total literate 90 percent are educated only upto or beloWv upper primary level. This shows a very high percentage (94 percent) of dropout rate. The rest 10 percent of the literate are distributed as 5.4 percent high school level, 2.8 percent graduates, 1.1 percent post- graduates and 0.6 percent technical qualified. The corridor wise literacy rate reveals that the highest (78 percent) are -in link 133 and the lowest (44 percent) are in Corridor 22. The male literacy rate in all corridors varies between 88 - 56 percent and that of female, 70 - 26 percent (Refer Table 4.43). Table 4.43: Corridor-wise Literate Persons and Literacy Level Primary Upper Post Corridor Link Illiterate School Primary High School Graduate Post Technical Total Literates Literacy Rate No No. School M F TM F T H F T M F TM F TMF T M TM F T M F T 21 13 32 45 36 25 61 22 14 36 2 0 2 0 0 0 1 0 1 0 0 0 61 39 100 82 53 68 02 22 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23 12 14 26 9 7 16 10 4 14 0 0 0 0 0 0 0 0 0 0 0 0 19 11 30 61 44 54 101 32 68 100 106 99 205 88 30 118 16 9 25 6 2 8 3 3 6 3 1 4 222 144 366 87 66 78 10 II 102 57127 184 153 100 253 78 31 109 17 4 21 5 1 1 101 1 112 255 137 392 82 50 67 12 121 24 42 66 69 62 131 55 30 85 2 1 3 1 0 1 1 01 0 01 0 128 93 221 84 65 75 13 133 35 59 94 78 77 155 106 52 158 16 9 25 15 12 27 4 37 2 24 221 155 376 86 70 78 15 151 1 1 2 1 0 1 1 1 2 0 0 0 0 0 0 0 0 0 0 0 0 2 1 3 67 50 60 21 211 6 14 20 30 21 51 11 2 13 0 0 0 3 0 3 0 1 1 0 0 0 44 24 68 88 62 76 22 221 16 28 44 20 8 28 6 3 9 1 0 1 0 0 0 0 0 0 0 0 27 11 38 61 26 144 26 261 12114 26 4 9 13 6 6 12 3 3 6 2 13 0 11 0 010 15 20 35 56 65 60 27 271 16 26 42 40 24I64 18 5 23 6 1 7 0 1 1 0 0 0101 0 1 65 31 96 80 47 65 272 25 45 70 35 20 55 26 5 31 6 1 7 1 2 3 1 0 1 0 0 0 69 28 97 73 37 57 283 4 11 15 6 4 10 5 2 7 2 1 3 0 0 0 1 0 1 1 0 1 15 7 22 79 37 58 28 285 11 16 27 9 8 17 14 6 20 2 2 0 0 0 0 0 0 0 0 0 25 14 39 69 44 57 Phase lIB Total 264 497 761 596 464 1060 446 191 637 73 29 102 33 1 12 8 20 8 4 |12 1168 715 1883 82 57 70 Source: Primary Survey & Analysis NDII / LASA, 1999 II~s 4-48 Chapter 4 - Environmental Settlng of the Project Corridors 4.2.2.7 Employment and Occupation Pattern The over all employment rate of Phase IIB is 27.9 percent, which is rather low. The dependency ratio for each employed is 3.6 persons. The occupation pattern reveals that 50.1 percent are self-employed and 20.8 percent are daily wage earner. Table 4.44: Corridor-wise Occupation Pattern of Likely Project Affected Population Agricultural P.S. Salaried/G.S. Total Working Corridor Name Link Cultivator Labour D.W. Earners Salaried Self Employed Persons (14 -60) No - _ __ _ Total /a Total % Total % Total Total Total Viramgam--Halvad 21 0.00 0.00 18 43.90 3 7.32 20 48.78 41 22 0.00 0.00 0.00 0.00 0 0.00 0 23 1 4.55 0.00 10 45.45 0.00 11 50.00 22 Vadodara-Jambusar 101 3 1 .90 29 18.35 31 19.62 20 12.66 75 47.47 158 102 19 10.22 28 15.05 38 20.43 10 5.38 91 48.92 186 Bharuch-Dahej 121 3 3.33 8 8.89 23 25.56 1 1.11 55 61.11 90 Olpad-lchchhapor 133 7 5.30 12 9.09 21 15.91 36 27.27 56 42.42 132 Ichchhapor-5achin 151 0.00 0.00 0.00 0.00 2 100.00 2 Dholka-Bagodara 211 4 13.33 1 3.33 3 10.00 3 10.00 19 63.33 30 Wataman-Pipli 221 0.00 3 10.00 3 10.00 0.00 24 80.00 30 Jetpur-Junagadh 261 1 5.56 0.00 4 22.22 2 11.11 11 61.11 18 271 12 22.64 10 18.87 10 18.87 4 7.55 17 32.08 53 Rajkot-Morvi - _ _ __ _ _ __ _ _ _ 272 0.00 9 17.65 11 21.57 5 9.80 26 50.98 51 283 3 33.33 2 22.22 0.00 0.00 4 44.44 9 Dhrol- Khamballa - __ _ ____ ______ --_____ _______ 285 3 12.50 1 4.17 4 16.67 3 12.50 13 54.17 24 Phase IIB Total 56 6.62 103 12.17 176 20.80 87 10.28 424 50.12 846 Source: Prlmary Survey & Analysis NDLI / LASA, 1999 Cultivators and agricultural labourers are 6.6 percent and 12.2 percent respectively. Service class accounts for 10.3 percent of the workers (Refer Table 4.44). The corridor wise employment rate shows that the highest employment rate is observed in link 151(40 percent). Since the PAPs in this corridor are only two, the percentage of employment rate does not reflect the true picture. The next highest is observed in Corridor 27, with an employment rate of 30.3 percent. The lowest employment rate is observed in link 133 (25.3 percent). Occupation wise the majorities are self-employed. This is observed in all the corridors. In corridors like Wataman - Pipli the percentage of self-employed are as high as 80. 4-49 MD 5. ASSESSMENT OF POTENTIAL IMPACTS 5.1 IMPACT CLASSIFICATION AND EVALUATION This chapter focuses on the positive and negative impacts associated with the rehabilitation of the ten corridors in GSHP Phase IIB. These impacts involve the natural and social resources in and adjacent to the corridors. Since the project mainly involves widening and rehabilitation of existing roads, and not the construction of new ones, the magnitude and severity of impacts is mostly direct and confined to the RoW. Where possible, positive and negative impacts have been assessed either as short or long-term and reversible or irreversible. Impacts, in the case of this project, can occur at any one of three stages the road development project: * the planning and design stage; * the construction stage and; * the operational stage, Most of the discussions in this chapter focus on, and are organised around, the positive and negative effects on the physical nature and socio-community resources during the construction and operational phases of the project. Table 5.1 and 5.8 highlight the relationships between the project phases road project activities, and their related effects on the natural and human environments. A Sectoral Environmental Assessment of 818 km of road (18 corridors) selected through dTIMS economic model was undertaken by environmental team. The objectives of SEA study were: * To perform ara environmental screening of the project corridors in order to classify each road corridor as either high, medium or low levels of impact * To provide a practical plan for mitigating and monitoring the impacts which would occur as a result of the road rehabilitation and construction activities as well as due to future operation of the road corridors. This plan was prepared at an overview level of details, providing guidance to the Gujarat Roads and Buildings department as they initiated work on each specific road section. * To design and implement an Environmental Management Unit (EMU), intended to act as a unit implementing the Environmental Management Action Plan & Resettlement Action Plan In order to classify each corridor as either high, medium and low levels of impact, the environmental components were broadly categorized under three heads, viz. natural 5-1 A' Gujarat state Highways Project: Phase 118 - Vol. IIA environment, social environment and cultural environment. Under each of these components sub-components were identified. Further, under each sub-component, related indicators were identified. The indicators identified under each sub-component were listed in a weighting matrix. The weighting was done through the use of a modified Delphi Technique relying on professional judgment of experts and quantitative baseline data. A total of twelve participants groups were involved in the exercise of the indicator weighing. Environmental screening in the Sectoral Environmental Assessment (NDLI/LASA, 1997) categorised all the Phase IIB project corridors under "Category B", as per-the World Bank Operational Guideline 4.01. The corridors were further categorised, in order of sensitivity, as follows: * High impact category: None * Medium impact category: Corridors 10 and 26 * Lower impact category: Corridors 02, 12, 13, 15, 21, 22! 27, and 28. For details on Delphi exercise and weightage system adopted to derive a sensitivity categorization refer report on Sectoral Environmiental Assessfnent, April, 1998. In this study, macro level impacts have been identified based on secondary (literature and mapping sources) information available at a regional scale. The purpose was to formulate general guidelines and mitigation measures for the various road links. Micro level impacts were identified from primary sources, strip mapping and field surveys. Sensitive natural, social and cultural features along each of the road corridors were recorded. Most of the indicators identified that micro level effects would occur only within the RoW. These features have been listed in the 'Hotspot Identification Matrices' for the natural environments. The location (using road chainages) and the distance from the edge of the existing carriageway of each sensitive feature was assessed and recorded. 5.2 NATURAL ENVIRONMENT Description of the assessed negative impacts on natural environmental resources and values has been structured as per the discussion within the natural environmental setting (Chapter 4). However, many components of the environment are unlikely to be negatively impacted, or even if impacted, refer Table 5.1, the impacts can be considered minimal from the construction and operation of proposed road widening program. 5-2 Chapter S - Assessment of Potential Impacts Table 5.1: Impacts on the Natural Environment Planning Indirect effects Proiect D n Pre-construction Phase Construction Phase Road Operation Of operation or Phase developmerit fEynvnd Rmva Removal oif Vehicle & Sanitation & component a isitLond Removal of tres and Earth works Laying of Maop ine Asphalt & Waste (labour Vehie operaton Afmpoente vegetato including quanlying pavemient operation & crusher plants cate(ampus) eK peao maintenance Loss of Contamination Contamination Soil of Generation Erosion and Erosion and loss of by fuel and Comtion Contamination Spill from accidents Change in cropgtng producttv of debrns loss of top soil top soil lubricants of from wastes Deposition of lead pattern soil Copbn soil Alteration of drainage Reduction ContamintoCnamnation Spill Contaminiation [ncrased Siltation due Siltation due to of ditches wf g boud Contamination by asphalt fo by fuel, lubricants Wab--rto looe looe eart of dtches ater y fueland lakage r fro wamtwastes ash contaminationaionof Warto l oose earth Siltation, recharge lubricants fue Overuse veneash gnoesd water Stagnant water area pools in quanies. Reduced Dust buffering of air generation and noise Asphalt Noise, dust, os, ot Odour I Noise, dust, Noise and other Air rinDust generabon odour, dust, smoke polluton pollution durlng pol Dustgenertion odour pollution pollution dtsmantling Hotter, drier microdlimate Impact of pollution Lowered Lower on vegetation Loss of productivity Removal of productivity Felling trees Lowered Flori 8iomass Loss of ground for vegetation Use as fuel for fuel productivity vegetation wood Toxicity of .____ ___ ____ vegetation. _ - Disturbance Fauna Disturbance Disturbance Disturbance Poaching Colision with traffic Distorted habitat Habitat loss 5.2.1 Climate Although there are no adverse effects on the macro-climatic conditions (precipitation, temperature and wind) within the road corridors, microclimate maybe temporarily modified by vegetation removal and the addition of increased pavement. Negative impacts on microclimate may be long term, but reversible if appropriate mitigation measures are utilised during or immediately following construction. The negative impacts are mainly restricted to the areas adjacent to the road. There may be an increase in daytime temperatures on the road surface and soil due to the loss of shade trees. In addition where green tunnels occur, the removal of the trees will increase the amount of direct sunlight resulting in higher temperatures, which will cause discomfort to the slow moving traffic and pedestrians. However, replanting of trees will eventually result in the re- establishment of canopy in 10 to 15 years. 5.2.2 Physiography Road construction may involve some alterations in the local physiography and drainage patterns. The impacts on physiography may include destabilisation of slopes due to cut and fill operations. Phase IIB road rehabilitation proposes only a slight increases in the height and width of the current highway cross- section. Minor cut-and-fills will be designed for improvement to the road geometry, and parallel cross structure will be added to improve 5-3 - Gujarat State Highways Project: Phase IIB - Vot IIA drainage. Any negative impacts arising out of these activities will be minor, long term, but reversible. 5.2.3 Drainage The drainage improvements can, in some corridors be considered a positive impact to local residents and villages. Longer-term negative minor impacts may arise if these fill slopes are not re-vegetated or stabilised. No disruption to, or diversion of, existing regional drainage systems is proposed, but there will be slight alterations in drainage characteristics due to the above- mentioned topographical changes. Moreover, the cross drainage will be improved and a long- term positive impact results by the installation of more hydraulically efficient cross drainage structures and improving ditch capacity so that the chances of flooding of the' roads and adjacent areas is minimised Quarry and borrow pits will also be subject to topographical changes due to the removal of rock and earth. These features will experience minor negative impacts while mining and crushing takes place. In addition it is likely that (once vacated) these area will become pools of stagnant water. However, if reclamation takes place immediately after construction, impact can be considered reversible. 5.2.4 Impacts on soil Soils, within and outside the RoW, may be negatively impacted due to the proposed widening and strengthening of the roads. Within the RoW, any adverse impact is due to the actual construction; whereas, areas outside may be only temporarily affected if they serve as traffic detours, borrow areas, quarries and for hot mix plants. 5.2.4.1 Loss of Productive Soil Loss of productivel soil due to road-construction is a major direct adverse long-term impact. Since topsoil (the most productive part of soil) takes millions of years to develop, the loss of use of productive soil especially in irrigated areas, can be considered a long-term residual impact. However, in this project the road widening is to take place principally within the existing RoW. Consequently, loss of soil production is considered a minor adverse impact. Only when it is inevitable that the improved geometry causes the need for additional RoW, land acquisition may require the loss of productive soil in some corridors. The total agricultural land requirement outside the RoW for Phase IIB is shown in Table 5.2. The adjoining land use is mostly agricultural or barren. Corridors like Vadodara - Jambusar, Jetpur - Junagadh and Olpad - Ichchhapor pass through areas of higher productivity. While land acquisition is kept at minimum in corridor 26, in Corridor 10 a large number of geometrical improvements are required. This necessitates substantial land acquisition. 5-4 Chapter 5 - Assessment of Potential Impacts Table 5.2: Land Acquisition along Phase IIB Corridors orridor CArea Required for No. Corridor Length (ki) realignment (ha) 02 Viramgam - Halvad 71.5 2.88 10 Vadodara - Jambusar 46.0 4.51 12 Bharuch - Dahej 47.2 1.99 13 Olpad - Ichchhapor 11.0 3.97 15 Magdalla - Sachin 13.25 1.90 21 Bagodara - Dholka 22.7 0.09 22 Wataman - Pipli 24.0 4.30 26 Jetpur - Junagadh 24.24 0.49 27 Rajkot - Morvi 68.2 3.72 28 Falla - Khambalia 65.4 5.90 Total 29.75 Source: Design and Estimation (NDLI/ILASA, 1999). In link 133 maximum land acquisition is for realigning an existing minor bridge. The entire land for acquisition, at this location, is part of the marsh bed and hence minor impact is forecast. However, there will be loss of productive agricultural land at the Ichchhapor end of the corridor where a 'turning' lane is being provided. Land acquisition is already optimised by way of urban section designs' and reduced speed zones. Most of the land acquisition in Phase IIB is on account of re-construction of major bridges. This is especially true in the case of Corridor 22, where maximum acquisition of land is forecast. The land to be acquired is over the riverbeds and adjacent to the existing bridges. In the case of Corridor 02, the land to be acquired is non-irrigated and production is low on account of salinity ingress. 5.2.4.2 Erosion Concerns Erosion of top-soil can be considered a moderate, direct and long-term adverse impact resulting from the construction and maintenance of roads. The potential for soil erosion is high and pervasive during the construction stage. Starting with clearing and grubbing of trees vegetation is stripped away, exposing raw soil. The construction of new fill slopes for grading and bridge-end fills also exposes large areas to erosion, if protection methods are not implemented. Finally, during the operation or maintenance phase of highway development, erosion can continue to occur in areas not vegetated. Fills are exposed to long-term exposure to water and wind. Although soil erosion occurs sporadically on highway corridors, the sites most affected are generally bridge end fills and over-steep banks. 5-5 Gujarat State Hlghways Project: Phase IIB - Vol. IIA a) Road slopes and spoils Erosion problems may occur on newly constructed slopes and fills depending on soil type, angle of slope, height of slope and climatic factors like wind (direction, speed and frequency) and rain (intensity and duration). Since slope protection methods (re- vegetation, filter fabric, coconut matting or stone pitching) form part of good engineering practice, and have been incorporated into the detailed design for the roads, erosion concerns should be minimised. However, failure to maintain soil erosion protection can reduce the security of high road embankments and add siltation to the rivers during the monsoon season. Erosion is also a concern on two of the road corridors; the silty sand to sandy silt soils of Corridors 02 and 28 are most susceptible to aeolian erosion. This may lead to a considerable amount of dust to be generated during construction. b) Construction of new bridges and culverts Along each corridor rehabilitation/reconstruction/widening of a number of major and minor bridges and culverts is planned. Construction of new bridges involves excavation of riverbed and banks for the construction of the foundation and piers. If the residual spoil is not properly disposed of, increased sedimentation downstream of the bridge may take place during the monsoon. Also, the bridge-end fills require armouring to ensure gullying and slumping are minimised. During the construction period some amount of drainage alteration and downstream erosion/siltation is anticipated. Some of this may result in construction of temporary traffic detours. Except for these temporary works, in almost all cases there should be an improvement in the drainage characteristics of the surrounding area due to improved design and added culvert/ditch capacity. Changes in the drainage pattern due to the raising of the road profile has not been discussed in specific cases, as the likely impact is not adverse and does not warrant mitigation (as the road design itself takes care of cross- pavement drainage). New culverts are being incorporated in the project roads not only to prevent over-topping but also to maintain equal water distribution on either side of the road. In fact, the bridges and culverts, as designed, are an automatic enhancement to the local environment (flooding, stagnation, scour, torrent run-off velocity- all would be reduced as a result of this project). c) Quarries and borrow areas The excavation of quarries and borrow pits used for obtaining rock, soil and aggregate materials for road construction can cause direct, and indirect long-term major adverse impacts on the environment. While loss of productive soil is the most direct negative impact, other significant indirect negative impacts can also occur. The bulk of the materials that are needed for construction base and subbase fill requirements will be obtained from existing quarries. Aggregates from these and other pits, will be used for asphaltic concrete, dense bituminous macadam, wet mix macadam and 0~0~5 5-6 Chapter 5 - Assessment of Potential Impacts water-bound macadam. Crushed aggregates will also be used in the preparation of the sub-base course for the project road pavements. Since most of the construction materials would be available from existing quarries, relatively few new borrow areas will be required. However, a few borrow pits maybe required for a source of soil type for the construction of road shoulders. Approximate requirement of geo-technical materials and their availability to the project corridors are shown in Table 5.3. Table 5.3: Earth Requirements along Phase IIB corridors Contract Corridor Length Quantity of Earth Package Number Name (km) Required (M3) GSHP/12 02 Viramgam - Halvad 71.5 6,59,755.00 10 Vadodara - Jambusar 45.4 GSHP/9 12,36,455.00 12 Bharuch - Dahej 47.2. .- 13 Olpad - Ichchhapor 11 GSHP/14 4,72,775.00 15 Magdalla - Sachin 13.25 GSHP/13 21 Bagodara - Dholka 22.7 7,77,090.00 22 Wataman - Pipli 24 26 Jetpur - Junagadh 24.24 GSHP/10 7,76,020.00 27 Rajkot - Morvi 68.2 GSHP/11 28 Falla - Jamnagar 60.1 4,82,175.00 Source: Primary survey, analysis and design (NDU/LASA, 1998) One of-the long-term residual adverse impacts of borrow pits not reclaimed is the spread of malaria. Mosquitoes breeding and multiplying in stagnant water that collects in these pits can affect humans in villages and towns close to the features. As the State Gujarat is already ranked fourth among the Indian states with a high incidence of malaria (Directorate of National Mal?ria Eradication Programme, 1992.) 5.2.4.3 Compaction of Soil Soil compaction occurs beyond the carriageway and within the vegetated area of the Row, by the movement of vehicles and heavy machinery. Substantial areas of soil beyond the RoW (in case of new borrow areas and quarries) can be compacted and thereby reduce the productivity of the soil and in filtration of water. Soil compaction within the drip-line of trees can often inhibit infiltration and lead to the death of the trees. The expected occurrence of this is ruled as a minor negative short-term impact during construction. 5.2.4.4 Contamination of Soil Contamination of soil can take place both during the construction and operational phases of any road project. The sites wherein construction vehicles are parked and serviced are usually contaminated because of leakage or spillage of fuel and lubricants. Pollution of soil can also Gujarat State Hlghways Project: Phase 1J - Vol. IA occur in areas where hot-mix plants are located because of leakage or spillage of asphalt or bitumen. Refuse and solid waste from labour camps can also contaminate the soil. During the operation phase of the road, soil pollution, due to accidental vehicle spills or leaks is a low probability but potentially disastrous to the receiving environment should they occur. Contamination of soil may be considered a major long-term residual negative impact. 5.2.5 Impacts on Water Resources Water resources may be adversely impacted in a number of ways during the various phases of a road project. These impacts will be more significant in Gujarat where surface water is a scarce commodity except in South Gujarat i.e. along Corridors 10, 13 and 15. Road construction can have a wide range of effects on water resources, stemming from activities such as earth-moving, removal of vegetation, vehicle/ machine operation and maintenance, handling and laying of asphalt, sanitation and waste disposal at labour camps. Negative impacts due to earth moving activities include siltation, loss of water bodies through in-filling, as well as alteration of drainage, which can lead to water logging or flooding. Removal of trees and vegetation can lead to erosion of soil and the siltation of water bodies. Contamination of water resources by fuel and lubricants can also occur as a result of operation and maintenance of vehicles and machinery. Contamination from solid and liquid wastes may result from improper sanitation and waste disposal in construction camps or other areas of construction activity along the roads. Table 5.4 lists the major adverse impacts on the water resources and the indicators chosen to assess the impacts for this study. Table 5.4: 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 ,upply 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 water Disposal in Construction Camps bodies / channels 5-8 C-hapter S - Assessment of Potential Impact 5.2.5.1 Loss of Water Bodies The most significant adverse impact to water bodies from construction is the loss of storage capadty due to in-filling b'y earthmoving activities. Though most of the ponds along the corridors (except on the southem corridors) are non-perennial, they are used by the local population for various purposes, some serve as sources of water for cattle and livestock in the post-monsoon months, others are used for deaning and washing. Also these water bodies may serve an important function, espedally in rural areas without piped or potable water supplies, by recharging local wells. Since the majority of the project corridors are in arid and - semi-arid parts of the state, where water scardty is a constant problem, it is important to preserve these water resources. Therefore, the silting- up or reducton of unusable areas of these water bodies can be considered a, moderate direct long-term negative impact during construction and operation stages of the road. 5.2.5.2 Loss of other Water Supr,Dv Sources Widening of a road entails the removal of open wells, tube or borewells within the RoW resulting in a permanent loss of water supply. Wells, which are non-perennial, or not in use, may be easily removed or filled in. Where an existing well is being used, the extent of the negative impact will depend on the quantity, quality and its location to the user group. Some roadside ditches, espedally along Corridors 13 and 22 serve as water storage areas for irrigation of local fields. They have developed dense vegetation, which allows storage of water well into the summer. While widening the road, the vegetation and the storage capacity may be temporarily lost. This would result in minor, direct short-term adverse impact to the local farmers. 5.2.5.3 Run- off and Drainage Sediment accumulation in water bodies decreases the storage capadty for road run-off. A short -term increase in run-off during the construction phase may also occur by the removal of trees, vegetative cover and the compacion of the surrounding soil. All of these issues can arise and may affect the run-off capability. This can be considered a moderate adverse impact. Road construction activities can lead to increased run-off both, during the construction and operational stage. During the construction phase, the removal of vegetation and compaction of soil can lead to increased run-off during the monsoon. Similarly, the area of open ground lost to built-up black top surface incmeases the run-off from the open ground. 5-9 Gujarat State Highways Project: Phase IIB - Vol. IA The additional pavement width of the rehabilitated road will increase the amount and rate of run-off. The added flows must be accommodated in the operational phase. To design adequate drainage structure the runoff can be predicted for both soil type and asphalt surface (Refer Table 5.5). Increase in run-off is due to the creation of impervious surfaces that prevent the flow of water into the ground. The project involves widening of existing roads within the RoW, with addition of 2x1.5 hard shoulders to the existing pavement of 7m; provision of2xlm earthen (98 per cent compacted) shoulders; raising the pavement and as a result widening the embankment. Overall the increase in the impervious surface would be 6m in each of the corridors. During the operation phase increased run-off can be calculated using the formula: Increase in runoff per year (in3) = increase in runoff coefflcient due to construction * annual rainfall in the area (m) * area of the constructed surface (vn2) The appropriate run-off coefficients are: 0.95 for asphalt, 0.2 for silty and sandy soil, 0.3 for loamy soil, and 0.55 for Black cotton soil. Since soil erosion is associated with concentrated flow of water it is imperative to prevent any increased diversion of run-off into drainage channels. Table 5.5: Increased Run-off along Corridors due to Widening in Phase IIB. Annual Increase in Increased Corridor Additional LengthNRainfall run-off run-off No. Width (mi) (m) (in) Co-Efficient (m3) 02 Viramgam - Halvad 3.0 71500 0.45 0.4 3860 10 Vadodara - Jambusar 3.0 45400 0.95 0.4 51756 12 Bharuch - Dahej 3.0 47700 1.05 0.4 60102 13 Olpad - Ichchhapor 3.0 11000 1.10 . 0.4 14520 15 Sachin - Magdalla 3.0 13250 1.10 0.4 17490 21 Bagodra - Dholka 3.0 22700 0.60 0.4 16344 22 Wataman - Pipli 3.0 24000 0.60 0.4 17280 26 Jetpur - Junagadh 3.0 24240 0.70 0.6 30542 27 Rajkot - Morvi 3.0 68200 0.50 0.6 61380 28 Falla - Khambalia 3.0 65100 0.45 0.75 65914 Estimation (NDL/1LASA), 1999. Runoff over a slightly inclined and undisturbed plain is characterised by sheet flow. The water collects in drainage channels and flows from one to another of the next hierarchy. Drainage channels should be designed for a high and concentrated flow of water. Thus, the type and cross sectional areas of drainage channels that flow along a road corridor indicate the assessed volume of concentrated flows of water. There will be a general improvement in the drainage characteristics of the area in the vicinity of a road project, mostly due to improved CD works. The changes in the drainage pattern may alter the ecology of the area as newly created drains may cause some species to vanish while others thrive. Iwo 5-10 Chapter 5 - Assessment of Potential Impacts 5.2.5.4 Water Ouality Degradation Road projects can reduce water quality in nearby surface water bodies through construction and operation phases. The water quality may be degraded during construction due to the disposal of solid and liquid waste from labour camps, fuel and lubricant spills or leaks from construction vehides, fuel storage and distiibution sites and from bitumen or asphalt storage at hot-mix plants. In the operational stage, pollutants from vehides and acidental fuel spills may also make their way into the receiving environment. The major pollutants of concem are suspended solids salts, oil and grease, lead and other metals. Concentration of suspended solids is likely to be the highest during the construction phase and immediately after 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 (which is essential for all aquatic life) into water. Though the compounds of lead are suspected to be carcinogenic, it is unlikely that -. lead will be a major concem in water, as 90-95 percent of the lead in the run-off is inert. Most of the components of roadway run-off are not harmful because they do not direcly affect human health and are not likely to be in . concentrations higher than prescfibed standards because of the effidency of the drainage system and dilution available in the receiving body. Fig 5.2: Well along the Highway Potentially, the most damaging form of run-off is accidental spillage or leakage of fuel and other hazardous chemicals. If these spills are not contained or apprehended then the consequences of such a spill/leak may be disastrous to the health of the natural and sodal environment. 5.2.5.5 Ground Water Recharae and Flow Modifications Groundwater recharge areas may be nrduced due to an increase in impervious soils resulting from compaction. Incneased runoff should be diverted towards areas where the rediarge of ground water can occur. Contamination of groundwater by run-off carrying pollutants could potentially cause a long-term adverse impact. This oould occur in areas of high groundwater table or where water bodies are charged by ground water. This is especially important because it may be prohibitively expensive if not impossible to remove the oDntaminants. In Gujarat, with all fresh water at a premium, and most domestic use is through wells, groundwater depletion or contamination must be avoided by all mneans. 5.2.5.6. Use of Local Water SupDlY for Construction In a water scarce state like Gujarat, the use of water for road construction may place a significant demand upon local water supplies. Water is used for compaction, suppression, concrete and foam work. However, these activities do not require high quality of water. So 5-11 Gujarat State Highways Project: Phase IIB - Vo. IIA sources, which are not used by the community for lack of quality for intended use, may be utilised for road projects. The over all impact may be considered minor and short-term, as the strain on supply will cease after construction is complete. The purchase of water by the contractor may be considered a small positive impact for local water-owners. 5.2.6 Air Quality Air Quality along the Phase IIB corridors will be negatively impacted during construction phase and in operation phase when increasing volumes of vehicles use the highways. The negative impacts during construction will be from a number of sources. These include: large construction equipment, trucks and asphalt producing and paving equipment and which will increase emissions, but over a shorter duration. The negative impacts resulting from the operational phase will be result from the increasing volumes of vehicles using the road. The project activities during construction and operational phases include site levelling, clearing of trees, construction of the road, bypasses, bridges, quarry operations and hot-mix plant emissions. 5.2.6.1 Impacts due to construction of road a) Generation of Dust: * Dust is generated due to procurement and transport of raw materials from quarries and borrow sites to the road construction area; * Dust is also generated; due to site clearance and use of heavy vehicles and machinery/equipment etc; * A major source of dust during the construction stage is from a stone crushing operation. The equipment, which contributes the maximum amount of dust, is the crusher and the vibrating screen. The dust, in addition to being an eyesore, reduces visibility. This may be of particular concern where motorists using the corridor experiences reduced visibility and increasing safety concerns; * Asphalt plants produce a hot mix from different sizes of aggregates and bitumen at a desirable temperature. Dust is produced particularly in the handling and storage of aggregates; and * Fine particulate (smoke) is produced in the asphalt plant process by mixing the aggregates and bitumen. These negative impacts are assessed as minor due to their short-term influence. b) Generation of Exhaust Gases: * Hot-mix plants will contribute substantially to the deterioration of air quality during the construction phase. Levels of oxides of sulphur, hydrocarbons and particulate are likely to reduce the quality of the ambient air. * Bitumen production also releases volatile toxic gases through the heating process. 5-12 Chapter 5 - Assesment of Potential Impacts 5.2.6.2 Impacs due to Operation of Highby During the operational phase there will be a slow but steady increase in the air pollution level due to high volumes of vehicular traffic. The significance of air pollution load depends largely on the nature and location of the various project corridors. Baseline air quality was monitored at five sites along the various Phase-IIB project corridors. This will serve as a baseline ambient quality status and for estimating future air pollution load levels. *~~~~~. ": ,s - . . - :-. .; .e ;- . L. ,. ,- :t: Fig 5.3: Prosopis 3ulifora along the highway Fig 5.4: Dense Prosopis Growth Increased traffic volumes on the project roads are not expected to give rise to significant increases in air pollution above those already reoorded but, the increasing volumes call for a minor long-term negative impact. Traffic air pollution problems arise from two-sources: (i) inadequate vehide maintenance; and (ii) use of adulterated fuel in vehides. However, enforcement standards to meet better vehide performance in emissions and the improvement of fuel constituents, which can assist in improving regional air quality, resides at the state level. 5.2.7 Ambient Noise Noise is an irritant and has been aptty defined as unwanted sound. Noise is perceived as one of the most undesirable consequences of road development. Although the level of dismmfort caused by noise is subjective, there is a definite increase in discomfort with an increase in noise levels. The discomfort has two components: auditory fatigue and temporary or, very infrequently, permanent lessening of hearing ability. The most commonly reported impacts of increased noise levels are interference in oral communication and disturbance in sleep. However, recent research in the U.K. suggests that the risk of sleep disturbance due to traffic noise is very small. (EA, HMSO, 1993) Crushing plants and asphalt production plants produce high noise levels, 90-100 dB(A). The movement of heavy vehides, loading, transportation and unloading of construction materials also produces significant noise. The impact due to the operationalisation of the crushing plants will be severe. However, the impact can be dassified as for those plants already existing and those that will be set up once construction commences. In the first case the baseline noise levels are already high and the project will not increase them. While in the second case the ambient noise levels will increase significantly due to the project. The noise levels being very high will cause undue duress residing in nearby. 5-13 Gujarat State Highways Project: Phase JIB - Vol. IIA Noise produced by vehicles using the road during the operational phase can be attributed to the engine, vibration, tyre noise and horns. Levels of noise will also depend on volume of traffic, road condition, vehicle condition, vehicle speed and congestion of traffic and the distance of the receiver (home, store etc) from the source. Over time with increasing volumes the noise levels will increase. Assuming highway elements (geometry, pavement condition) and traffic mix remain constant, traffic volume increases of 25 percentage, 60 percentage and 100 percentage will produce average noise level increases of 1 dB, 2dB and 3 dB respectively. Average noise levels increase from 1 to 2 dB for each 10 km per hour increase in average traffic speed. Typically, changes in average traffic noise levels would elicit the following human perception of changes in the loudness of traffic noise. 3 dB increase - just percentage (approx. 20 percentage) 5d B increase - clearly percentage (approx. 40 percentage) 10 dB increase - twice as loud (perceived as-doubling of loudness) 5.2.8 Impacts on Flora The principal impact on flora involves the removal of trees and the grubbing of vegetative cover for construction and a clear zone within the RoW. The need to remove the trees is as follows: To prevent vehicle collisions with the roadside trees, they cannot be closed to the pavement, particularly trees with strong and rigid stems. Some trees are safety hazards because they preclude adequate sight distance. Some trees (such as Tamarindus indica) may overturn when old or decayed and are also potential safety hazards. All trees that are safety hazards must be cleared; * To provide construction of the embankment for the widened road cross-section and, to permit construction of adequate roadside drainage. Trees located within the area between the pavement and the "daylight line" need to be removed; * Trees need to be cleared to facilitate construction and operation of traffic detours. As the present project is a road strengthening and widening one, there will be a need to maintain the existing traffic on the project roads during construction. Traffic detours will be provided over the entire length of the project corridors. Traffic detour will be a temporarily paved lane of 5m, on one side of the existing pavement. The inner edge of the traffic detour will be 3m from the road centre-line. Cross-drainage structures will also need to be repaired / rehabilitated / reconstructed, and additional lengths added. In association with the culverts many the ditches will require re-constructed and the removal of riparian trees and bushes. 5-14 Chapter S - Assessment of Potential Im3acts Table 5.6: Species-wise Distribution of Flora Likely to be impacted irree 0 -~~~ Tee tree n E i- t E _ X g a E ._ o Total No. of - 22 40 620 20 _ 20 700 126~~~~~0 Species E re.~ Link Name ros Equ. 21 180 200 4400 20 380 40 420 140 80 5860 531 22 q0 620 20 20 700 126 23 3320 180 40 260 260 680 80 80 700 5600 1281 101 500 300 1380 40 120 240 60 40 254 260 1500 4694 4536 102 480 607 60 120 2867 2580 1248 2287 546 2662 181 527 980 1927 6670 23742 22114 121 960 40 40 80 4900 1720 100 220 40 20 20 40 440 620 9240 5819 133 28 4 244 48 68 560 952 1213 151 56 140 112 28 84 224 644 129 211 2150 60 360 40 40 200 60 180 3090 1852 221 20 260 40 20 _340 50 261 960 140 360 80 1600 720 220 880 600 20 440 320 60 780 7180 5738 271 520 140 2780 40 20 780 640 60 500 5480 3603 272 760 5720 620 180 100 520 320 400 20 1820 10460 5147 283 40 1300 40 40 20 1440 661 284 26 845 26 26 13 936 429 285 242 20 1650 40 151 60 1157 3320 895 Total 4428 1307 768 500 34176 6020 1588 4012 746 5572 1834 1987 1248 1894 2807 14791 83678 54120 Equivalent 3745 155 1106 310 9226 6562 2109 3874 2519 4118 2088 228 1701 3834 1257 10585 Source: Pn-iary Su-vey and Analyss (NDU/ LAS4, 1999) Eqv.: Equivalent Trees Constructing traffic detours around the trees at specific locations may save some trees. Trees can survive fill heights up to and more than 2m, if filled gradually at the rate of lm per year (Schiechtl and Stern, 1997). Thus, it shall be possible to preserve same trees that are located on the embankment of the widened road formation. The flora within the RoW needs to be restored to the present level of biomass content (Refer Tables 5.6 and 5.7 for magnitude of likely impact). None of. the corridors pass through any reserved forests. Table 5.7: Girth Size-wise Distribution of Flora Likely to be Impacted ID Girth wise Distribution of Trees Likely to be Felled (cm) Total Equivalent Likely impacts (Ratio Of NO. Link - Name <30 30 - 60 60 - 90 90 - 180 180 - 270 >270 Gross Trees existing) 021 V,ramgam - Bajana 4720 1060 60 0 20 0 5860 530.8 57.9 022 Bajana - Dhrangadhra 280 400 20 0 0 0 700 125.5 58.3 023 Dhrangadhra - Halvad 3300 1740 380 180 0 0 5600 1280.6 58.2 101 Vadodara - Padra 1980 853 567 907 260 127 4694 4536.3 96.2 102 Padra - Jambusar 9114 3849 4330 5047 934 468 23742 22113.8 93.2 121 Bharuch - Dahej 2180 '3020 2840 1080 100 20 9240 5818.7 66.7 133 Olpad - Ichhapore 200 180 180 280 40 72 952 1213.0 39.7 151 Ichhapore - Link to Navsari 448 168 0 28 0 0 644 128.7 94 7 211 Dholka - Bagodra 980 1060 660 310 60 20 3090 1851.5 49.8 5-15 A_4 Gujarat State Highways Project: Phase IIS - Vol. IIA ID Girth wise Distribution ot Trees Ukely to be Felled (cm) Total q_ Ukely Impacts (Ratio of Link - Name Equivalent Trees to be felled to trees NO. <30 30 - 60 60 - 90 90 - 180 180 - 270 >270 Gross Trees existing) 221 Wataman - Pimprl 200 120 20 0 0 0 340 49.8 77.3 261 Jetpur - Junagadh 2360 2440 840 880 360 300 7180 5737.5 44.8 271 Rajkot - Morvi 2440 1480 640 660 180 80 5480 3603.1 45.7 272 Rajkot - Morvi 4100 3520 1540 1180 120 0 10460 5136.3 51.7 283 Dhrol - Link to Vanthli 440 540 340 80 0 40 1440 660.1 37.5 284 Link to Vanthii - Jamnagar 286 351 221 52 0 26 936 429.1 37.3 285 Jamnagar - Khambhalia 2233 633 296 138 0 20 3320 894.7 51.3 Total for all links 35261 21414 12934 10822 2074 1173 83678 54109.6 62.7 Source: Primary Survey and Analysis (NDLI/ LASM, 1999) Eqv.: Equivalent Trees However there are a few forest/reserved areas within 10km radius of the Phase IIB corridors. The iunagadh reserved forests are within 1.5 km from the Corridor 26.These forests however will not be impacted by the highway strengthening and improvement project. 5.2.9 Impacts on Fauna There are a few recorded wild life habitats in near vicinity of the project corridors. Prominent amongst these is the Wild Ass Sanctuary. This is parallel to the Viramgam - Dhrangadhra section of corridor 02, at the nearest being 7.5 km. The sanctuary area is too far to be impacted by the project. However, the cause of concern is the Wild Ass inhabiting areas outside the sanctuary. These animals have been declared as endangered species. In search of food and water the Wild Ass wander far, often crossing the highway and risk collision. An increase in traffic volumes, as is forecast, on links 021 and 022 is likely to increase the risk of collision for the Wild Ass. However, for the past few years there have been no recorded collisions of the Wild Asses with the vehicles plying. This is primarily due to the powerful risk perception and -speed of the animal. However not relying on the attributes of the Wild Asses the project proposes a large number of preventive and enhancement measures for safety of these animals (Refer Vol. IID Report on Wild Ass for details). The other sanctuaries in v~icinity are the Marine National Park and the Khijadia Bird Sanctuary off the coast of Jamnagar, and the Sundarpara Park near Vadodara. The Marine Park and Sanctuary are at a distance of more than 5 km from the link 285. Run-off from the highway, even during construction, is unlikely to reach the sanctuary directly. In the case of the Sudarpara forests, they are fenced and hence movement of the animals from the earmarked areas is not possible. The project is unlikely to be of any impact to the forests. The Khijadia Bird Sanctuary is around 4-6 km from link 284. The proposed widening project is unlikely to have any impact on the bird sanctuary. The Junagadh reserved forests are within 1.5 km from the Corridor 26. These fauna however, will not be impacted by road improvement project. 5-16 Chapter 5 - Assessment of Potential Impacts 5.3 SOCIAL ENVIRONMENT Adverse socio-economic impacts include all disruptions on the social and ecc*&omic interactions of communities due to the road project. This involves effect on both the adjacent communities (mostly direct) as well as the nearby communities (mostly indirect). The various impacts have been detailed as: * General impacts that apply to the entire Phase IIB corridors, * Specific impacts on likely properties and PAPs, within the Corridor of Impact (CoI) of the project corridors. Table 5.8: Impact on Social and Cultural Environment Project Planning Operation Acthrity and Design Pre Construction Phase Constnion PhaseD Indiredt Induced Phase _ develogmnent En/e. Design LadRemoval of LVin ef ahine Ashl n abu eil decisions & n Removal of bees & Earth works Layng d Vehirie Asphalt and Labour Vehicle CompAnent inciuding pavement operabon & crusher plants Camps operation Afe ted ion policies rLutnrc Loss of ~~~~~~~Dust on Agncultural Change in Loss of land Loss of profductie agricultural Conversion of larid land pnces economic value standing crops land land reduce n Agricultural Land _ ____ ________ _______ ________ producthivty Loss of Noise, Buildings I structures, vibiration may Noise, Dust Change: in building vibration miay accumulation Vibration and and uilt - Debri generation, cause vibabo o r iiy and niseouse and structures Noise and Air damage to cause damage sbucture *se charactenstics ______ _________ ~~~~~pollution structures to structure structure Displacement of Loss of shade Notse and Air Community Anxiety and people & comniunity pollution, Air and noise. .dashes os People and fear among Psychological trees, Loss of Noise and Air Odour and Coltsionl wf pollution and with polution, Induced pollution. Comnmunity community impact on people fuel wood and polluion dust pedestans disk of Comniunity community impact on Pieliople fodder, Loss livestock and labour acdn loss of ivPelihood of income vehicdes Culliural Displacement Noise, Damage from Damage from Cul ualloss of structure Los of sare vibirabo may - vibration & air Dust - vibration Daaefo us aaefo As- ets from RoW trees cause damage potibon accumubtion air pollution Amembe~s and | Interruption in. Damage to Dust Pressure on Ameities sn ntrupply I utility and accumulation existing amenitbes on water bodies amenities Labssr's ~~~~~~~~~~~ ~ ~~~~~Increase of Collisions with Labaur's i _ . .-Increase of Asphalt Impact on Increase in Collisions Health & - | water and odour and pedestnans & health due to communica pedestnans & Safety wdisease dust PIeestoak inhale of dust ble diseases livestock 5.3.1 General Impacts 5.3.1.1 Fear of uncertainties regardinc future Engineering, environmental and socio-economic surveys, conducted during the design phase, for the generation of the baseline information, give indications of several adverse impacts in the vicinity of the alignment. These normally become long lived, given the length of time, which elapses between initial surveys and commencement of construction. Land and property owners are subjected to sufferings regarding uncertainties of the extent of loss and the nature of compensation. These involve: 5-17 Gujarat State Highways Project: Phase IIB - Vol. IIA * uncertainty of the amount of land/property to be acquired, * time of acquisition and evacuation, extent and amount compensation, * provision of alternative land or job, etc. In addition, the land less, such as sharecroppers, tenant farmers and agricultural labourers, whose livelihood is frequently tied to specific parcels of land under long-standing arrangements, have concerns regarding how and when land-take may affect them. Squatters who are illegally occupying land are also likely to suffer uncertainty regarding their fate, especially if there is a shortage of alternative sites for them to move to. It is also likely to generate general uncertainty regarding how the project will affect in terms of cross-highway access, especially in rural areas where persons have properties on both sides of the highway. During consultation sessions, such fear were found to be quite high among communities in Vadodara - Jambusar (Muval) and Bharuch - Dahej (Kantharia Chokadi) corridors. 5.3.1.2 Inducement of Land Prices Once the project becomes common knowledge, there may be a danger of unscrupulous speculators moving in to purchase land at what might seem to be advantageous prices, prior to the commencement of the official procedures. Such impact is more likely to occur in the case of urban fringe areas during the design and pre-construction phase. In a couple of consultation sessions such as in Vadal (Corridor 26), people voiced strongly in favour of four-laning of the highway. Some of the reasons stated while supporting the aforesaid statement indicated that such projects would induce higher levels of development, better and quicker access to facilities and increase in prices of private properties. 5.3.1.3 Inducement of Squatter Influx Squatters may attempt to occupy land along and adjacent to the proposed alignments, in the hope of receiving compensation or some other inducements to leave when construction commences. Such squatters could cause undue pressure on local resources such as water and firewood, which could result in conflicts with those who are harvesting the resources presently. 5.3.1.4 Loss of utilities and amenities Site clearance involves removal of various assets, utilities and amenities that are: * Natural (trees, bushes and grasslands), and * Physical structures (public or private assets and utilities). 10,3 5-18 Chapter S - Assessment of Potential Impacts Impacts on natural amenities are described in Section 5.2.8. In community consultation sessions at Jetalsar, Vadal (Jetpur - Junagadh) Gauridal, Sakatsanala (Rajkot - Morvi) and Padra, Sangma (Vadodara - Jambusar), the likely impact of road development on community utilities was discussed at length. An occasional damage to water and sewer pipelines during road construction was pointed out. Relocation of utilities like electricity, water and telephone lines creates disruption in its supply in the pre-construction phase. For people dependent on the above, this constitutes economic loss for some time before these are restored to their previous status. These have been further discussed in the RAP. 5.3.1.5 Public health and safety a) Impacts on Public health and safety may arise during the phases of pre-construction, construction and operation phases. During the pre-construction and construction phases, dismantling of the structures for CoI 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. People in Muval (Corridor 10), Kanthariya Chowkadi (Corridor 12) and Kansalpur Chowkdi (Corridor 02) cited such a psychological harassment due to implementation of road development projects in the past. 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 ex'posure of second row of properties (generally residential) to higher dust, air and noise pollution levels (such as in Sangma on Corridor 10). This is a long-term effect (might extend into the operation phase) and may increase the health hazards. b) Labour Camps during construction period can bring the following problems. * In the 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 5-19 - 9 Gujarat State Highways Project: Phase 11B - Vo. IIA alternative fuels are not made available to the workforce, there is a likelihood that trees will be cut down for cooking or heating purposes. In sanitary 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 dependants 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. c) Allied activities during construction period may cause local disruption. * 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 noise 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. * There will be some impact on land during construction, limited mainly to temporary acquisition to cater to road diversion or traffic detours and establishment of labour camps. d) Accidents and Safety Although the design speeds have been kept lower in the major settlement areas, some amount of severance is expected in the rural areas. Especially where the residential area is on one side and their agricultural land and other facilities are on the other side of the highway. School children and ladies carrying pots full of water from the water sources (ponds/wells) also gets exposed to this risk. In rural areas it was seen that cattle also cross the highways near the settlement. 5.3.1.6 Resettlement of People People, displaced from their homes and agricultural lands on account of the project, shall induce additional pressures to the local resource base. These include pressure on: water resources in areas where availability is low, grazing lands and fuel-wood, Public services such as schools and medical facilities. * This is critical since number of displaced persons being squatters is larger than legal landholders formally displaced. 5-20 Chapter 5 - Assessment of Potential Impacts 5.3.1.7 Land Use Changes Land use changes along the road corridors are anticipated. These shall bring about a change in the characteristics of the adjacent lands. There would be succession of land uses and higher return uses would displace the lower return uses. This phenomenon will occur at major intersections and in settlement areas along the project corridors. The urban fringe areas along the project roads will be subjected to ribbon development. 5.3.1.8 Disturbance to the Road side Services Along the highway, near settlements, small shops get attracted to serve the local people as well as the highway users. A composite socio-economically inter-dependent has been developed as a consequence. The shops serve dual purpose by providing income and employment to locals as well as service to the road users. It is likely that due to implementation of the project some of the shops may get displaced. This would cause negative impact on the livelihood of people as well as loss of service to the local people and road users. 5.3.1.9 Removal of encroachments and squatters In order to reduce the number of PAPs, land clearing shall be restricted to within the Corridor of Impact (CoI) which principally lies within the RoW. Width of the CoI varies according to the design and is narrower in the settlement areas, where the numbers of PAPs are likely to be more. However, some amount of land clearing will be essential in several of these stretches. The potential impacts likely to arise from clearance of encroached residentIal areas (especially in settlements along the project corridors) may involve loss of valuable residential space to the residents. In the case of squatter settlements, displacement might lead to loss of shelter if adequate measures are not taken for their resettlement. Compensation may not be enough for the effected persons to gain access to shelter. Other impacts include disturbance to family and community life and increased distance from their workplace. In such cases the displaced persons may agairn resort to squatting. Clearing of informal commercial establishments, such as an informal market within the RoW, may affect the local economy as well as result in loss of livelihood of these people. Such cases are more likely to occur in Kantharia Chokadi (Corridor 12), Hansalpur Chokadi (Corridor 02), Sangma, Muval (Corridor 10) and Jetalsar (Corridor 10). The extent of loss in the case of encroached agricultural lands shall be relatively less, in comparison with residential and commercial properties. This because, the encroached lands form only a small part of the total cropped land of the farmers. 5.3.1.10 Sensitive Community Facilities Other socio-economic impacts involve the presence of sensitive community facilities or institutions along the project corridors such as, educational institutions, health facilities, a 5-21 0m Gujarat State Hlghways Project: Phase /18 - Vol. IIA number of recreational facilities and others, like Ponds and cultural community assets. The likely impact of the project on community and assets was discussed at length in consultation sessions at Gauridal, Bedi (Corridor 27), Jetalsar, Vadal (Corridor 26) and Sangma (Corridor 10). These are discussed in detail in sections under Natural environment. 5.3.2 Specific Impacts Widening and improvement along Phase IIB Project roads will requisite require acquisition and clearing of various types of properties. The properties likely to be impacted can be categorised into one within the RoW and the other outside the RoW 5.3.2.1 Impact on Property within the RoW There are 604 properties within the RoW, which are likely to be affected. Table 5.9 gives the corridor-wise distribution of the type of properties likely to be affected. The following 10 categories (and any number of combinations thereof) of properties might be impacted. o Land o House o Shop o Land and House o Land and Shop o Shop and House o Spill over residential space o Spill over business space o Source of water o Others including school, hospital or public property. Out of these properties business properties takes the maximum share i.e. 71.36percent (Refer Table 5.9). These are mostly informal, temporary and some semi-permanent types of shops, e.g. Pan shop, tea and snack stall and mainly cater to the highway users. Table 5.9: Properties Likely to be impacted in GSHP: Phase IIB Effect Link lBnd ftus Shop Land & Land & House & Spill-over Spill over Source of Others Total Lan House Shop House shop Shop House Shop Water 21 0 0 23 0 0 0 0 7 0 1 31 22 0 0 0 0 0 0 0 0 0 0 0 23 0 3 5 0 0 1 0 5 0 1 15 101 7 13 64 0 1 0 13 12 1 3 114 102 4 10 83 0 0 0 4 17 3 4 125 121 17 3 68 0 0 0 1 1 0 3 93 133 7 35 30 1 1 12 2 1 0 3 92 151 0 0 2 0 0 0 0 0 0 0 2 211 2 1 15 0 0 0 0 4 1 0 23 221 0 0 18 0 0 0 0 2 0 0 20 5-22 Chapter 5 - Assessment of Potential Impacts Elfe* Link se H op Land & Land & House & Spill-over Spill aver Sourcea otf er Total House shop Shop "ouse Shop Wate 261 0 0 6 0 0 0 1 6 0 0 13 271 1 3 11 3 0 1 0 0 2 3 24 272 0 5 14 1 0 6 0 4 0 0 30 283 1 0 0 0 0 0 2 0 3 0 6 285 0 2 11 0 0 0 1 1 1 0 16 .Totsil 39 75 350 5 2 20 24 60 11 18 604 % 6.46 12.42 57.95 0.98 0.17 3.31 3.97 9.93 1.82 2.98 There are 75 residential properties within the RoW that are exposed to impact. Most (344 inhabitants) of them are squatters i.e. totally within the RoW and the rest have some portion of the super strucures within the RoW. There are some 20 properties, which are a combination of house and shop. They are also dassified as critical. There are 46 properties where land is likely to be impacted. Most of them are put to business use in the form of an industry, a commercial establishment or residential colonies. These are likely to be impacted because of road widening. In most of the cases only the compound wall and a portion of the land will be impacted. Impact on the super structure is unlikely, as there usually is a large setback. Some of the likely affected properties are spill over residential or business spaces that encroach on the public RoW. It was observed that in nost of the cases the spaces were being used for daily household chores or as business service storage area. In some cases, such as vehide repair shops, the viability of the acual house or residential plot Fag 55 Prperties along the Highway may be lost once the spill over areas is 'acquired'. Similarly in the case of the spill over business spaces, disturbing the area during construction period and resbicting it from use after construction may result in dosing of the business establishments or change in the nature of the business, especially in cases of automobile servicing units. 5.3.2.2 Impact on Propertv Outside the RoW Impact on property outside RoW indudes legal land or structures to be acquired for the purpose of the project. This involves acquisition of legal land / property for the larger interest of the society, like the creation of road infrastructure, as in the case of GSHP. However, due to design considerations, limiting the proposed road widening within the RoW, limited land acquisition is required in the Phase IIB Gorridors. Additional lands are required only at few places for geometric improvements, adequate sight distances, improved road 5-23 -1=4 Gujarat State Highways Project: Phase IIB - Vol. IIA intersections and for saving natural and other community resources. The details of such lands are given in Table 5.10. Table 5.10: Land Acquisition in GSHP: Phase II B Land to be Acquired Link Chainage Type of land / Existing Area (m2) Reason for Acquisition Land Utilization 023 126 5813.4 T-junction improvement Open land 023 135.3 937.4 Geometric improvement Agricultural land 023 145.5 11954.4 Construction of a bridge on a new alignment Barren land 023 148.8 7776.1 Construction of a bridge on a new alignment Agricultural / barren land 023 151.3 2268.4 Intersection improvement Open land 101 13.157 5356 Minimise impact on properties Pond 101 14.135 671.64 Geometric improvement Agricultural land 101 14.477 809.124 Geometric improvement Agricultural land 101 14.950 369.282 Geometric improvement Urban land 102 15.281 885.7 Intersection re-design and improvement Urban land 102 15.379 10888.38 Providing of parking and bicycle track Urban land 102 16.156 2293.67 4-lane section , concrete drain and alignments Urban land 102 19.297 677.633 Geometric improvement Urban land 102 20.003 652.067 Geometric improvement Industrial 102 22.636 14646.971 Geometric improvement Industrial 102 39.694 1297.537 Intersection up-gradation Agricultural/Residential 102 39.707 1727.107 Intersection up-gradation Agricultural land 102 51.437 1071.108 Geometric improvement Agricultural land 102 51.570 1041.903 Geometric improvement Agricultural land 102 52.280 1484.565 Intersection up-gradation Agricultural land 102 52.280 1258.107 Intersection up-gradation Agricultural land 121 5.6 2365 Bridge end realignment Urban fringe 121 39 4503.8 T-junction improvement Urban fringe 121 19.7 11607 Reconstruction of a major bridge Agricultural land & river bed 121 0.4 1460.9 Intersection redesign and improvement Temporary shops 133 8.4 14437 Bridge reconstruction Agricultural land 133 16.4 15126 Construction of a new bridge Barren land 155 12.515 249.849 Intersection up-gradation Barren land 155 12.515 228.016 Intersection up-gradation Open land 155 12.940 494.274 Geometric improvement Private land 155 12.940 489.809 Geometric improvement Barren land 155 14.309 16114.233 Bridge realignment Agricultural land 155 16.700 995.014 High embankment Barren land 155 16.772 952.759 High embankment Barren land 155 18.293 15635.580 Bridge realignment and geometric improvement Barren land 211 20.2 929.2 Construction of a new bridge Agricultural land 221 75.7 12712.5 Reconstruction of a major bridge Agricultural / barren land 221 82.4 12020.2 Reconstruction of a major bridge Agricultural / barren land 221 86.3 15566.3 Reconstruction of a major bridge Agricultural / barren land 221 92.8 647.7 Geometric improvement Agricultural / barren land 5-24 Chapter 5 - Assessment of Potenhal Impact Land to be Acquired Link Chainage Type of land / Existing Area (in) Reason for Acquisition Land Utilization 261 95.2 1742.8 itersection redesign and improvenent Barren land 261 96 1443.1 Intersection redesign and improvement Open land 271 1.827 691.871 Intesedion redesign and improvemrent Private land 271 12.308 569.178 Geometric improvement at bridge Temporary shops 271 24.945 2871.569 Geometric improvement at bridge Agricultural land 272 45.820 14864.931 Realignment of major bridge Agriaultural land 272 57.077 1050.694 Geometric improvement Barren land 272 57.859 679.296 Four lane Barren land 272 58.262 3498.878 Four lane Industrial land 272 58.876 962.396 Four lane Open land 272 59.703 5506.906 Four lane Private land 272 59.913 884.773 Geometric improvernent Open space 272 59.965 1625.652 Geometric improvement Open space 272 66.797 873.657 Widening of the pavement at tollbooth Agricultural land 272 66.797 809.833 Widening of the pavement at tollbooth Agricultural land 283 70.7 5201 Bridge approach Agricultural & business land 285 111.67 3143.107 Imprv ent at bridge approach Vacant land 285 114.333 9148.6 Dual CW with median Industrial 285 114.468 1277.44 Dual CW witih median Industrial 285 117.67 3346.42 Dual CW withi median Industrial 285 118.68 1377.69 Dual CW with median Open land 285 125.275 10933 Dual CW with median Barren land 285 128.08 12569.4 Dual CW wildi median Industrial 285 138.04 7445.617 Geometric iniproveent Residential/barren land 285 140.18 4593.557 Geometric iniprovanent Agricultural land Total - 29.75 - Soue: Dign and Etmon (MXLAS4A 1999) 5.3.2.3 Impact on Livelihood Of the total properties likely to be impacted 58 per cent are shops. In the case of dosure of these shops, 372 persons will be loose their livelihood. In addition to the above 254 employees, employed by the impacted : - shopkeepers, will also loose their source of - income. : 5.3.2.4 Imoact on Vulnerable Groups Of the total households 55.8 per cent are vulnerable and hence, are subjected to extra ' t impoverishment. In this project they are being dassified into four categorie., i.e. S Scheduled Castes, Scheduled Tnbes, VVomene_ Headed Households and Households below Fig 5.6: Road side Kiosk Poverty Une. 5-25 Gujarat State Highways Project: Phase IIB - Vol. IIA A summary table and brief discussion is provided in Table 5.11. The table summarises the distribution and concentration of the project affected vulnerable groups, corridor-wise. This has been discussed in further detail in the RAP (Refer Chapter 8, ESR). Of the total vulnerable households surveyed 30.99 percent are Scheduled Castes and 14.08 percent are Scheduled Tribes. Life styles of the ST and SC households surveyed were not found to be different from those of the other groups in the society. As a result of these findings it was decided that an Indigenous Population Development Plan (IPDP) was not warranted for any of the Phase IIB roads. Need for an IPDP is not felt also because Tribal Sub-Plans are already in existence and is operational in the tribal populated talukas. As discussed in Chapter 4, the tribal population does not stand out as being any more vulnerable than the other groups in the society, as far as GSHP: Phase IIB is concerned. Thirteen women headed households in the project corridors, were identified. These form around 4.58 per cent of the total number of likely PAHs. Of the likely PAHs surveyed 40.86 percent live below poverty line. Among SC, ST and Women Headed Households, 36.88 per cent of the households are also classified in this category. Table 5.11: Distribution of Vulnerable Group Households Below Poverty Line Women Headed Household Share of VGH to Link SC ST Non SC, Non SC,ST Total VGHs total PAHs Total ST & WHH Total & BPL (percent) 021 7 0 9 5 1 1 13 2.55 022 0 0 0 0 0 0 0 0 023 2 0 6 5 0 0 7 1.38 101 24 10 39 25 4 1 61 11.98 102 21 10 50 34 1 0 66 12.97 121 11 8 39 26 1 0 45 8.84 1.33 3 1 26 21 4 0 29 5.7 151 0 0 2 2 0 0 2 0.39 211 0 0 7 7 1 1 8 1.57' 221 0 0 5 4 1 0 5 0.98 261 3 0 4 4 0 0 7 1.38 271 2 5 6 5 0 0 12 2.36 272 9 6 12 6 0 0 21 4.13 283 2 0 0 0 0 0 2 0.39 285 4 0 3 2 0 0 6 1.18 Total 88 40 208 146 13 3 284 55.8 Source: Primary survey and analysis (NDLI/LASA, 1998). Note: VGH = Vulnerable group households This shows that, other groups are equally or more vulnerable than the SC, ST and Women Headed Households in Phase IIB. 5.4 CORRIDOR WISE IMPACT ANALYSIS 5.4.1 Corridor 02: Viramgam - Halvad This corridor runs east to west and is an alternate route to the port of Kandla (majority of the traffic uses the NH 8 at present) from Ahmedabad. It is expected that this corridor will service 5-26 cnapter 5 - Assessment of Potential Impacts traffic volume three times the present level by 2017 A.D Although significant increases in traffic volumes are anticipated over the design life of the, the absolute numbers will still allow for an adequate level of service. This corridor is of concern from the point of view of the natural environment. The Indian Wild Ass (Equus Hemionus Khu,) is known to cross the existing highway at various locations. The animal is listed as an endangered species and the sanctuary in the Little Rann of Kachchh is its last known wild habitat in all of India. 5.4.1.1 Natural Environment This corridor has wells interspersed within the RoW along the corridor. The nearest well is at 6.7 m from existing centreline at krn 66.9. Two wells are located on either side of the pavement at km 76.9. The common concern for all wells is contamination due to road run-off and collision during construction (Refer Table 5.12). During the operation, lubricants andi exhaust emissions, which may be mixed with road run-off, may pollute the water. A pond, in village Soldi, located at km 131.4 may lose some storage volume to filling during construction. The other concern is contamination of water in the pond by sediment-laden water during this phase. Since the locals use the pond for washing clothes and utensils, the pond may lose its value to the villagers. This pond also charges a well, located at chainage 130.5, which in turn recharges a borewell on the north side of the existing pavement. A loss of storage volume will therefore have a significant impact on the water supply in this area, especially in light of the fact that water is a scarce resource in area. Table 5.12: Hotspot Matrix for Corridor 02: Viramgam - Halvad sensitive Chainage Direction Distance Phase Impact Environ from CL (m) 66.92 South 6.5 * Sedimentation from construction 71.21 South 8.11 Construction run-off 71.23 North 7.3 * Collision potential from vehicles Well(s) 76.79 North & South 9.0 77.75 North 13.92 79.34 North 10.72 Operational * Contamination due to run-off of 130.5 North 11.07 lubricants and exhaust emission. 131.05 South 7.66 Stepped Well 142.7 North 15.70 Construction * Damage to the ancient structure * Reduction in storage capacity. Construction * Sedimentation from construction Pond 130.49 South 11.07 run-off. * Contamination due to run-off of Operational lubricants and exhaust emission. 5.4.1.2 Social Environment The corridor is interspersed with agricultural land and barren land. However, there are few settlements along the corridor namely: Soldi, Malvan and Akhiana but outside the RoW. This is highlighted by the fact that only 46 (6.7 percent) of the total affected properties are within the corridor. Of these properties, shops account for the maximum share i.e., 61 percent (Refer table 5.13). These are mostly small temporary shops, concentrated near the major road junctions i.e. Hansalpur road junction at the start of the corridor (Km 59) and Malvan junction (Km 91) (Refer Table 5.13). 5-27 Gujarat State Highways Projed: Phase IIB - Vol. HA Table 5.13: Kilomebre wise distibution of properties Contract padcage Link No. Chainage No. of properties 59 19 77 1 021 78 1 91 10 MII 126 1 128 3 023 131 6 135 144 1 Negatively impacing these shops will result in loss of livelihood of the shopkeepers and their employees. Hence, specific design solutions are required near the junctions to avoid these properties. Along link 023 three residential squatters are likely to be negatively affected at Km 128, nearr Dhrangadhra. A number of shops may also get affected adjacent to the bus stop for Soladi Village (Km 131) and Chuli village (km 135) (Refer Table 5.13). Fig 5.7: Ukely Impact on Road side Pond 5.4.2 Corridor 10: Vadodara - Jambusar This 47 Km long coridor has a small number of physical and natural environmental concems (refer Table 5.14) as compared to the sodal-cultural issues. These significant negative sodal impacts were instrumental in having this corridor dassified in the Medium Category as per the SEA (NDU/LASA, 1997). 5.4.2.1 Natural Environment Corridor 10 has two wells, located at km 44.34 and km 47.85, on the eastem side of the existing pavement. As they are located far from the centreline, the only concem assodated with them during construction phase is possible contamination of the water by sediment laden run-off from the road. During the operational phase too, the concem is deterioration of water quality. However, the contaminants of concem during this period are oil and grease ad other constituents sudc as metals like Pb from exhaust emissions of vehides using the road. This is the greenest corridor of the Phase IIB of GSHP. Three green tunnels primarily of Neem and Copper Pod trees, line this coDTidor. The first is between 17 & 18.2 km, the second between 18.8 and 19.6 km and the third is between 27.5 and 32.5 km. These bees provide a cooler micvocimate and make the passage of slow moving traffic and pedestrians comfortable. The loss of trees and shade will cause discomfort to these users. I 5-28 Chapter S - Assessment of Potential Impacts There are a number of ponds along the link 101. They are quite close to the existing pavement and therefore are likely to be impacted during construction and operation stages. During construction, sediment-laden run-off will cause siltation. Some ponds may also lose some storage capacity due to the proposed widening of the road. Table 5.14: Table: Hotspot Matrix for Corridor 10: Vadodara - Jambusar sensitive ~~~~~Distance Environ Chainage Direction from CL Phase Impact Environ~~~~~~~ (m) * Sedimentation from construction run-off Construction * Collision potential from Well(s) 44.34 East 13129 vehicles * Contamination due to Operation run-off of lubricants and exhaust emission. Green Tunnel 18.8 - 19.6 East & Pre construction * Loss of shade Gree Tunel 1.8 -19.6 West 27.5 - 32.5 8 West 11.6 West 12.6 East * Sedimentation from Pond(s) 13 West Construction construction run-off 16.4 West 44.34 East 5.4.2.2 Social Environment Of the total affected properties 42 percent are in this corridor. The corridor connects the towns of Vadodara and Jambusar via the town of Padra. Urban sprawl effect of Vadodara extends to the town of Padra. Hence, in link 101 between Vadodara and Padra there are 180 properties likely to be affected (Refer table 5.15). Table 5.15: Kilometre wise distribution of properties No. of ~~~~No. of Contract package Link No. Chainage prope.ties Chainage properties 8 3 12 7 9 27 13 27 IX 101 _ 1 12 14 10 11 11 15 17 At Beel junction, near Bhayali railway and bus station, (Km 9) 27 temporary businesses, on both sides, are likely to be negatively affected. At Samiyala, between km 10 to km 13, thirty properties are within the RoW, of which 10 are kuchcha (residential) properties. Km 13 is one of the most critical stretches of the project at village Sangma. Twenty-seven properties are recorded, mostly Pucca, including 9 double storied houses. These houses open on to the highway. The highway at a curve, as is very congested at this location because of shops and houses on one side and a temple, buses stand and.a pond on the other. 5-29 - - Gujarat State Highways Project: Phase 118 - Vol. IIA Link 102 between Padra town and Jambusar has 125 properties within the RoW. From Padra to Jambusar the number of properties likely to be adversely affected decreases every kilometre. They are generally concentrated near bus stops or at major road junctions. At Padra bus station, km 15, a number of business properties and kiosks are likely to be affected. Table 5.16: Kilometre wise distribution of properties Contract Package Link No. Chainage No. of properties Chainage No. of properties 16 12 26 19 17 6 28 1 18 9 31 4 19 2 34 1 20 8 37 10 IX 102 21 1 41 5 22 13 43 9 23 2 45 2 24 2 52 2 25 2 - - Near the bus stop at Mahali Talav (km 18) nine temporary shops are likely to be negatively affected whereas, at Dabhasa (Km 23) and Vadu (Km 26) thirteen and twenty-two business properties might be negatively affected (Refer Table 5.16). The corridor exhibits a rural land use with good agricultural production on both sides of the corridor. 5.4.3 Corridor 12: Bharuch - Dahej This corridor is characterised by predominantly heavy truck traffic. These numbers are expected to increase as industrial plants develop in and around the future port of Dahej. 5.4.3.1 Natural Environment Two ponds, just on the edge of right of way at km 7.3 and 34.7, may lose part of their storage capacity due to infilling. Erosion of their banks could also occur because of run-off flows or driving rain directly impin-5es on the slopes. Another pond located at km 17.7 in Bhensali also has similar concerns mentioned above. In addition this pond is also a part of a water recharge schemed in the area. A natural watercourse, from the settlement located on the north, that ponds on the opposite side due to lack of cross drainage further compounds the problem. The contamination of water in these ponds during the operation phase of the project due to road run-off containing lubricants and other pollutants is also a likely phenomenon. The other hotspot on this corridor is well at km 37.5, which is likely to impacted during construction as well as operation phases of the road. While during the former, deposition of sedimentation is a likely impact, during the operation, contamination due to run-off from the road is likely to occur. 5-30 Chapter 5 - Assessment of Potent/al ImpactS A green tunnel approximately 3 km long exists at the NH end of the corridor (refer Table 5.17) with multiple rows of shady trees lining the ditches and RoW on both sides. The proposed widening will involve removing a row from each side of the existing pavement. Because there are number rows, though outside the RoW, the impact will not be significant. Table 5.17: Environmental Hot Spot Matrix For Corridor 12: Bharuch - Dahej Sensitive Distance Environ Chainage Direction from CL (m) Phase Impact Construction * Reduction in storage volume. *Banks eroded 7.35 South 12.46 Pond * Sedimentation from construction run-off 34.79 South 19.50 Operational * Contamination due to run-off of lubricants and exhaust emission. Construction * Sedimentation from construction run-off Well 37.51 North 12.0 Operational * Contamination due to run-off of lubricants and exhaust emission. Construction * Encroachment of area. * Ponding of water opposite the embankment. * Insufficient drainage Pond 17.76 South 15.35 * Sedimentation due to run-off from construction Operational * Contamination due to run-off of lubricants and exhaust emission. 5.4.3.2 Social Environment Corridor 12 has 13 percent of the total number of likely affected properties in all of the corridors for phase IIB. Temporary business properties account for 73 percent of the total affected properties along the corridor. They are mainly concentrated on the junctions of the Dahej bypass (Refer Table 5.18). Two of the important sections are at Kantharia (Km 9) on Jambusar - bypass junction and the other at Km 47 adjacent to Narmada Nagar bus stand and N.H. Junction. In village Bhensali (Kim 17) 3 kuchcha houses are located within the RoW along with five temporary shops adjacent to the bus stand. At junctions, Rhiyad (Km 9) and Novetha (km 25) there are 14 shops within the RoW. Table 5.18: Kilometre wise distribution of properties Contract package Link No. Chainage No. of properties Chainage No. of properties 1 3 40 16 6 1 41 5 9 7 42 3 13 1 43 6 IX 121 17 8 44 6 25 7 45 2 28 2 46 14 34 1 47 2 39 2 48 7 5-31 Gujarat State Highways Project: Phase 118 - Vol. IIA The religion practised by the majority of the persons in the corridor is Islam; the shop owners are mainly Muslim (42 percent). 5.4.4 Corridor 13: Olpad - Ichchhapor This short corridor runs through prime agricultural land in south Gujarat. Although there will be some realignment of the road, additional land acquisition has been reduced to a minimum. 5.4.4.1 Natural Environment The locals for a variety of non-drinking uses use the community pond at km 18 in Asnabad, on the outskirts of Olpad. The pond is located just at the edge of the existing pavement. During construction, debris deposition and sedimentation from run-off is likely to decrease the area for storage (refer Table 5.19). During the operation phase, run-off from the road, carrying oil and grease as well as exhaust run-off, may find its way into the pond. This may seriously restrict the use of water from it due to the deteriorated water from it due to the deteriorated water quality. Table 5.19: Environmental Hot Spot Matrix for Corridor 13: Olpad - Ichchhapor Sensitive Chainage Direction Distance | h | Impact Environ ______from CL (mn) Paepc * Debris deposition Construction * Sedimentation from construction Pond 18.0 North 4.84 run-off Opr.oa * contamination due to run-off of lubricants and exhaust emission. 5.4.4.2 Social Environment Corridor 133 records a skewed distribution of properties within the RoW. Along the corridor (Refer Table 5.20). Three densely populated villages namely, Junapura, Asnabad and Kumharvad are located between km 18 and km 19.3. These are urban extensions of Olpad town. This corridor records the highest number of (48) residential properties within the RoW, mostly permanent, Hence, avoiding these properties will be preferable. Forty-three shops, of which 25 are permanentr are also likely to be adversely affected, which means loss of lively hood of many. During the community consultation programme the locals indicated that the unemployment among youth is a major problem in this community. Hence, protecting the shops, along this 1.3 km stretch is critical. The religious denomination of the corridor is predominantly Muslim. Table 5.20: Kilometre wise distribution of properties Contract package Link No. Chainage No. of properties Chainage No. of __________________ _________ ~~~~~~~~prop erties 8 1 15 2 9 13 17 7 xiv 133 10 5 18 62 11 2 1951 13 4 -- IM14 ~~~~~~~~~~~~~~~~~~~~5-32 Chapter 5 - Assessment of Potential Impacts 5.4.5 Link 151: Magdalla - Sachin The physical setting of this corridor is the same as Olpad - Ichchhapor. However, agriculture production is practiced only in a few small stretches adjacent to the road. The land is marshy and there are stagnant, water ponds all along the corridor from Km 16 to 19. The increase in paved area due to widening under GSHP is expected to generate an extra run-off 17490 m3 per year. This will have to be managed effectively since the area is already prone to water logging. 5.4.5.1 Natural Environment This short corridor has a few environmental hot spots (Refer Table 5.21) that are actually adversely affecting the road rather than being negatively impacted by the proposed widening. The first site is a stretch, on both sides of the RoW, between km 13 and 14.5, where rag pickers buy and sell scrap and waste form the industrial estates around Surat. They sort and recyde plastic, doth and carbouoys used in the textile processing industry. The water from these areas ponds at the base of the existing road section and has the potential to harm any new construction also. Though not affect by the GSHP, there is very high potential of contamination of groundwater and land nearby. The second hotspot is a natural drain called "Kankm Khadr' which passes below a bridge 19/3. This drain conveys wastewater, mosty untrted from Surat City to the sea. The quality of water flowing is so poor that the piers have been scoured and , reinforcement now stands exposed. The potential of i damage to the piers of the new bridge, if construed under GSHP, is very high. Fig 5.8: Waste Dump along the Highway This corridor passes through areas, which remain water logged for long period. Such marshy lands are located between km 16 and 19 on either side. Some birds have colonised the shrubs and reeds growing there. The proposed widening will have to provide appropriate treatment for the sub-base as well as ensure that the avian fauna is not disturbed. Table 5.21: Environmental Hot Spot Matrix for Unk 151: Magdalla to Sachin Sensitive . Distance Phase Impact Environ Chainage D on from CL (m) Phase Impa* 13.1-13.18 East 15 * ConDamination of land 13.1 - 13.3 West 15 * Contamination of ground water Rag pidcers 13.9 -14.1 West 15 * Adverse impact on the sub-base 14-14.1 East ig 14.3-14.35 West of the highway. . Sedimentation from constuction Constrution run-off Well 15.87 East * Collision potential from vehides op* Contamination due to run-off of Operabonal lubricants and exhiaust emission. Kankrakhadi 1879 * Pollutants scouring the concete Bridge . of the piers. 5-33 Gujarat State Highways Projed: Phase IIB - Vol. ILA Sensitive Chainage Direcione Distance Phase Impac* Enviroanag from CL (in) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Pond 17.77 West Construction * Sedimenitaion from constrction Pond 17.77 West Consbixbon run-off * Surface run off s mray increase sedimentation Operational * Contamination due to run-off of lubricants and ediaust emission. 16.5 - 17.0 West * Disturbance to avian fauna. lancds 18.05 -18.8 East & West Construction 18.9 - 19.3 West 5.4.5.2 Sodal Environment This corridor is devoid of any property or settlements along its length because of the land fill sites and marshy land on either side. Only two shops are located along the corridor, in km 2 & 20 respectively (Refrer Table 5.22). Major activity of sorting and dying waste takes place on both sides of the corridor. Table 5.22: Kilometre wise disbibution of properties Conbact padcage LUnk No. Chainage No. of properties 12 1 XIV 151 20 1 5.4.6 Corridor 21: Dholka - Bagodara This conidor has fewlO physical and natural environmental concerns, as it passes thrugh semi - urban and agricultural land use areas. There are a number of limited negative impacts on soil and water resources from the proposed widening of the road. 5.4.6.1 Natural Environment There are few biophysical concerns along this corridor (Refer Table 5.23). A number of tube 7--7 wells are located on the north side ditch of the --- existing RoW. The local farmers pump water from these for irrigation. Their loss, due to the proposed widening could have significant impact on the local farming practices. Ditches along the pavement now in use serve as storage areas for - extra water pumped out of the bore wells. This water is then used for a variety of non- drinking purposes such as washing dothes and Fig 5.9: Tube wells along the Highway utensils. Filling these ditches during construction would also be a loss to the famners. - 5-34 Chapter 5 - Assessment of Potential Impacts Table 5.23: Environmental Hot Spot Matrix For Corridor 21: Dholka - Bagodra Sensitive Distance from Environ CL (m) Phase Impact Vented * Debris deposition causeway Construction * Sedimentation and consequent with ponds 1.05 East & West deterioration of water quality. on either * Contamination due to run-off of side. 0prafonal lubricants and exhaust mission. Pre-construction * Loss of bore wells Bore Wells North 10 * Filling of ditches, used for storage Construction of water for irrigation. 5.4.6.2 Social Environment Fifteen shops and 6 bore wells located within the RoW, are likely to be adversely affected along this corridor. In addition, four business properties encroach within the RoW. Nine kiosks located at Dholka junction (km 22) are likely to be negatively impacted (Refer Table 5.24). Table 5.24: Kilometre wise distribution of properties Contract Package Link No. Chainage No. of properties Chainage No. of properties 5 1 14 2 8 1 15 3 XIII 211 10 1 20 1 12 2 22 9 13 3 -- The loss of these shops will mean a loss in income for 15 persons. Dholka - Bagodara corridor has rich fertile land on both sides of the corridor. Bore wells are used for irrigation purposes. Farmers having their land adjoining the corridor use the ditches for storage of extra water pumped from the bores. This in return replenishes the ground water. Removal of these bore wells and disturbing the ditches might result in diminished water availability to these farmers for a short period of time. 5.4.7 Corridor 22: Wataman - Pipli This corridor has few environmental components that will be negatively. The traffic volumes anticipated, even with diverted traffic, are 20,000 AADT in the year 2017. 5.4.7.1 Natural Environment The bio-physical concern along the corridor is the lack of adequate drainage and its probable effect on water resource (Refer Table 5.25). At a large number of locations over topping of the highway has been recorded. This region is near the inter-tidal zone and hence the drainage is almost absent. The Water quality may deteriorate if run-off from the road finds its way into the pond at chainage 71.5km. An additional 16560 m3/year of run-off will also result from the Gujarat State Hlghways Project: Phase IIB - Vol. IIA additional pavement width and will have to be properly managed, especially as this corridor has some stretches that are prone to flooding. Table 5.25.: Environmental Hot Spot Matrix For Corridor: Wataman - Pipli Sensitive Dsac Chainage Direction Phase Impact Environ from CL (m) . Sedimentation from construction Construction Construction run-off 71.54 West Pond * Contamination due to run- Operational off of lubricants and exhaust emission. 5.4.7.2 Social Environment There are 20 kiosks likely to be affected within the RoW. Of these 18 are located at Km 69, near the Wataman junction (Refer Figure 5.26). These shops are mainly fruit and vegetable vendors, located in the form of a small market on either side of the road. Hence specific design options should be adopted to avoid the market. Table 5.26: Kilometre wise distribution of properties Contract Package Link No. Chainage No. of properties 69 18 XIII 221 79 2 5.4.8 Corridor 26: Jetpur - Junagadh 5.4.8.1 Natural Environment The corridor traverses through the most intensive land use of all the western corridors. Land acquisition is envisaged at two locations, km 95 and 96, -both for up-gradation of existing intersections. Though the run-off along the corridor is expected to increase by 30542 m3/year. It will be possible to divert these flows into the existing drainage ditches. The number as well as the variety of tree species gets more variant towards Junagadh. Between km 94 and 96.5, a green tunnel of Neem and Banyan trees (Refer Table 5.27) provides shade and comfortable environment for the slower traffic. Due to the proposed widening, the canopy will be removed from one side and this will increase the discomfort of this group of travellers. Two wells, located in km 74.9 and km 89 km respectively, are potential location for collision of vehicles. Road run-off carrying huge quantities of sediment may also find its way into these wells. During the operation stage, the water in these wells may be contaminated by run-off from the road containing oil and grease and exhaust emissions. A borrow area is located at km 76.8. Ditches along the existing pavement, between km 94.2 and km 94.8 create pools of stagnant water. These may provide possible areas for the 5-36 Chapter 5 - Assessment of Potential Impacts breeding of disease bearing vectors such as mosquito,es. This could become a serious health hazard if not properly checked. Table 5.27: Environmental Hot: Spot Matrix For Corridor 26: Jetpur - Junagadh Sensitive Chainage Direction Diance Environ from CL (m) Phase Impa* * Sedimentation from construction Well(s) 74.91 Construction run-off 88.98 East 9.98 West 11.36 * Collision potential from vehicles Operational * Contamination due to run-off of lubricants and exhaust emission. Borrow 76.84 West 14 * stagnant water creating a health area hazard Ditches 94.2 - 94.8 West 8 * Stagnant water may create .____ _____ ____ ____ _unhygienic conditions * Loss of trees and canopy Green 94.0 to 96.5 East and 6 to 7 Pre * Negative impact on micro-climate. Tunnel West Construction * Decrease in comfort to travellers due to loss of shade The Junagadh reserved forests are within 1.5 km from the Corridor 26.These forests and the flora therein will not be impacted by the highway strengthening and improvement project. 5.4.8.2 Social Environment The number of properties adversely affected in this corridor is only 3 percent of the total in Phase IIB corridors. Maximum affected properties are business establishnients, as is the case with most of the other corridors. These shops are semi pucca or kuchcha and are concentrated near the bus stops in the villages of Jetalsar (km 77) and Sukhpur (km 94) (Refer Table 5.28). Table 5.28: Kilometre wise distribution of properties .1 . CIontract package Link No. Chainage No. of properties 71 4 72 2 X 261 77 4 94 3 95 1 5.4.9 Corridor 27: Rajkot - Morvi This is the longest of Phase IIB corridors, connecting two important cities of Saurasthra and offering an alternate route (NH-8) to Kandla. This is a corridor that will experience some of the highest predicted increases in traffic. The volumes are predicted to increase by 6.7 times in the year 2017 AD. 5-37 Gujarat State Highways Project: Phase 118 - Vol. IA 5.4.9.1 Natural Environment The only hot spots along the corridor are wells, nine in all, (refer Table 5.29) which are used by the locals for a variety of non-drinking uses. The main use is for irrigation. One well at km 36.1, in village Harbatiyali, is used to draw water for an adjacent cattle trough. These wells share the same concerns during construction and operation phases. During the construction phase the water may be contaminated by run-off from the road. This would contain oil and grease, exhaust emissions, etc. and may find its way into the wells and render water unsuitable for its designated use. Table 5.29: Environmental Hot Spot Matrix For Corridor 27: Rajkot- Morvi Environ Chainage Dirction Distance from Phase Impact 2.58 East 8.32 * Sedimentation from 3.23 East 5.62 construction run-off 11.83 West 12.36 Construction 12.06 East 12.02 * Collision potential from Well(s) 12.17 East 14.39 vehicles 36.06 West 10.03 * Contamination due to run-off 63.54 West 14.60 Operational of lubricants and exhaust 1 64.28 West 11.29 emission. 5.4.9.2 Social Environment Corridor 27 has 10 percent of the likely affected properties from the total of all Phase IIB corridors. Three villages, namely, Gauridal (km 12), Mitana (km 31) and Sakatsanala (Km 58) have a significant number of properties within the RoW.n Sakatsanala six permanent houses, are likely to be negatively affected. Besides these many other residential properties are also likely to be adversely impacted. Table 5.30: Kilometre wise distribution of properties Contract package Link No. Chainage No. of properties Chainage No. of properties 2 1 91 3 2 12 13 271 5 3 20 1 6 5 31 9 36 2 56 7 x 42 2 58 9 43 1 59 2 272 44 3 62 1 50 1 63 3 51 1 67 1 54 2 69 1 In link 272, the properties are spread out. In link 272 (Refer Table 5.30) except for village Sakatsanala; whereas, in link 271 they more concentrated towards Rajkot (Refer Table 5.30). A@ - 5-38 Chapter 5 - Assessment of Potentlal Impacts 5.4.10 Corridor 28: Falla - Jamnagar This corridor has experienced very large increases in traffic volumes with the construction of a Chemical and Petroleum Refinery at Moti Khavdi on link 285. Other large plants are also under construction to process downstream products from the refineries. Although the increase in traffic will also increase pollution load in the air on the corridor, these values will be minimal due to the contribution from the industries. 5.4.10.1 Natural Environment This coastal corridor has a large borrow area at km 96.8 and two abandoned quarries adjacent to the highway at km 95.6 and km 96:4 respectively. Stagnant water collects in them. These are breeding ground for mosquitoes and other vectors and would pose a potential health hazard. There are a couple of wells, at km, 97.9 and 103.1, which are located close to the existing pavement (Refer Table 5.31). Sediment load from road run-off and potential of collision with vehicles are the concerns associated with the construction phase. During the operational phase contamination due to run-off lubricants and exhaust emissions is likely impact. The water flowing below the causeway on R. Sinhan on the dip at km 135.5 is likely to be impacted during the construction. Sediment-laden run-off is likely to find its way into it. During the operational phase, the water may be contaminated due to run-off containing oil and grease and exhaust emissions from the road. The riverbank may get eroded due to the run-off from the road. Table 5.31: Environmental Hot Spot Matrix - Corridor 28 Sensitive ChainaDe Dire*bn Distance Phase Impact Environ Ch i a e D r ci n from CL (in) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Borrow area 96.8 North & South 9.41 Construction * Water stagnates, creating a .___________ _______________ health hazards Construction * Sedimentation from construction run-off Pond 100.2 South s17 * Contamination due to run- Operational off of lubricants and ____________ exhaust emission. * Sedimentation from Construction construction run-off * Collision potential from Well 103.08 South 8.53 vehicles * Contamination due to run- Operation off of lubricants and ____________ exhaust emission. Construction * Sedimentation from construction run-off Causeway 135.5 North & South * ditches may carry surface run-off containing silt and heavy run-off may erode - the river banks 5-39 Gujarat State Highways Project: Phase JIB - Vol. IIA 5.4.10.2 Social Environment Corridor 28 records only 3 percent of the total properties for all of the corridors. There are no properties within the RoW in Link 284. Agriculture is practised on both sides of the highway. Only two spill over residential buildings are likely to be affected, in km 66 and 69 respectively (Refer Table 5.32). Three open wells are located within the RoW and used by farmers for irrigation. Adversely affecting these wells might result in the disruption of irrigation water. In link 285, Motikhavdi village are located within the Ro, at Km 114, eight shops. This market has developed here for the workers of GSFC and Reliance plants. Table 5.32: Kilometre wise Distribution of Properties Contract package Link No. Chainage No. of properties Chainage No. of properties 65 1 69 3 283 66 1 72 1 97 1 11l 1 xi 98 1 113 2 285 102 2 114 8 110 1 - - At a few places wells are located within the RoW but are unlikely to be negatively affected. No properties have been recorded beyond km 114. Generally the corridor passes through rocky and barren land from 114 to 135 km. There are two residential squatters who are likely to be displaced at km 104 (Refer Table 5.32). ,ML4 5-40 6. AVOIDANCE AND MITIGATION OF IMPACTS Avoidance and mitigation measures involve decisions and strategies taken during the entire study and project period to minimise the negative impacts and enhance the positive impacts of the project on the surrounding environment. As mentioned in the previous chapters, the design of the Phase IIB road corridors are to current design standards (both national and international) and involve: * widening and strengthening of the existing road formation; * improvement of the road geometry for increased design speed; * rehabilitation and reconstruction of parallel and cross drainage structures; * enhancement of road safety measures; and * improvement of road aesthetics. However, the project will affect the surrounding natural, socio-economic and cultural environment. These changes include both beneficial and adverse impacts. In order to minimise the adverse impacts of the road project, avoidance and mitigation measures were formulated and implemented as part of the project design. Avoidance and mitigation of negative impacts involve the reduction and magnitude of the impacts through: * alternatives during design, site clearance, construction and operation phases of the road project to avoid adverse impacts, and . additional mitigation measures developed for unavoidable negative impacts on natural, socio-economic and cultural environments. . the above mentioned measures were incorporated into the project in the four stages: Design, Pre-construction (Land acquisition and site clearance), Construction, and Operation. Most of the measures were applicable to all project corridors. However, some features warranted extra ordinary measures based on their applicability, both general and site specific, were incorporated as follows: * Standard: a) The 'Standard designs' of various road sections, were arrived at after detailed deliberations between Highway desigP'and the Environment teams. The principal features incorporated in the initial designs included establishment of a Corridor of impact (CoI) and various road safety measures b) 'General measures' to avoid or mitigate negative impacts on natural, socio-economic and cultural environment were identified based on the characteristic features of the project corridors. These measures have been discussed, in chapters 4 (Existing Environmental Setting) and 5 (Assessment of Probable Impacts) of this report. Section 6.2 describes general measures for the natural environment. Avoidance and mitigation for social impacts have been discussed separately in Chapter 8 (Resettlement and Rehabilitation Action Plan). 6-1 Gujarat State Highways Project: Phase JIB - Vol IIA * Specific: a) In addition to the above measures, specific mitigation and compensatory measures were formulated for the negative impacts identified in the Hotspots Identification Matrices. As mentioned earlier, the Hot-spots Identification Matrices were prepared on the basis of the Strip Map database and confirmed by field surveys. b) Specific design solutions have also been proposed in sections that were found to be sensitive following the finalisation of the draft designs. These indude provision of retaining walls to minimise land acquisibon and relocabon of people, formulabtion of special provisions to ensure sensitive construction methods take place in critical road- sections and bridges. Volume IIF provides a detailed description of the specific mitigation measures incorporated in GSHP Phase IIB. 6.1 STANDARD AVOIDANCE AND MITIGATION MEASURES In order to reduce the adverse impacts various decisions have been taken at the initial design stage. Avoidance and mitigation measures were incorporated into the Standard Design details under the following headings: 6.1.1 Establishment of the corridor of impact (Col) The Corridor of Impact in the Phase IIB project corridors defines the extent on either side of the roadway that will be affected by construction. Widening and raising of the road grade will require a wider clear zone than the existing one. This will involve removal of roadside trees, religious features and economic enterprises that encroach on to the carriageway. The primary objective of the environmental team has been to ameliorate the CoI without compromising the safety needs of the road design and the restriction of construction activities. The measures taken to modify the CoI include: * optimising of the CoI width by provision of retaining walls in environmental hotspot areas; * incorporating the desired lower design speeds and hence narrower cross sections in the settlement areas; * protecting community giant trees and cultural properties by the construction of retaining walls and the installation of roadside barriers and appropriate signage; * provide retaining walls, where possible, throughout all the corridors to minimise right of way purchase; * realigning existing Intersections which are skewed at an angle of less than 600 to the SH to 600 to improve sight lines and safety; * increasing the angle of cut and fill slopes to minimise additional right of way required; * provide closed drains (where applicable) in urban areas to ensure proper drainage and minimise the possibility of the drains becoming open sewers or clogged with garbage and; * design bus bays on the far side of intersections (unless circumstances do not permit) to improve sight lines and safety at intersections. 6-2 Chapter 6 - A voldance and Mitigation of Jmpacts 6.1.2 Enhancement of safety measures Physical changes in the road environment to increase speeds may also impact future safety standards. It is desirable to reduce speeds of vehicles approaching and passing through settlements and enforce safety standards in the populated areas. Some potential measures to achieve this include: . Utilisation of rumble strips to increase driver alertness of an upcoming change in environment; * Changing the roadway surface material to increase driver alertness. Paving stones generally provide a rougher surface than asphalt, slowing a moving vehicle. Also, the visual change in the colour of the roadway itself is an identifier to the motorist of a different environment; * Roadway illumination to increase night visibility and enhance safety; * Modified cross sections to promote lower speeds. The type of cross section will depend on the extent and density of settlement. * Provision of parking lane. * Provision of bicycle tracks. Where roadside development is unlimited, the cross section will be paved to include the entire shoulder (2.5 m). This provides additional hard surfacing for pedestrians while maintaining a simple drainage design. In densely urban developed areas the cross section design will include a raised median (to restrict crossing traffic), an additional lane in each direction (to handle increased traffic volumes generated by urban growth), underground drainage structures, atid raised, footpaths or sidewalks (to separate pedestrian traffic). The resulting cross section, coupled with existing roadside development, produces a reduced roadway width, which promotes lower vehicle speeds resulting in a safer road. Various other actions were considered for the improvement of traffic flow and safety in the project corridors. These are: Examining areas outside the RoW where improvements made to properties can improve road conditions. Jhese include: potential sites for improving drainage, providing off-road parking, and upgrading public utilities such as bus depots. * Frequently when pavements are not widened for bus stops, the waiting passengers crowd on to the road. As a result buses frequently stop in the travelled lane to load and unload passengers. The widening of the pavement at bus stops to provide pullouts for the bus and delineating a passenger waiting are a by the utilisation of paving stones will improve congestion and safety at bus stops. * Some measures to reduce vehicle speeds may have significant impacts on safety; e.g. large speed bumps may result in the loss of control of a vehicle, if they are not signed and delineated properly or if the warning measures are not maintained. Reducing the width of cross section by narrowing or eliminating shoulders or providing tapering barriers at the edge of the CW promotes lower vehicle speeds (by producing the impression of a confined corridor). Although reduced shoulders and obstacles close to the CW can be safety hazards they may lead to a gradual reduction of vehicle speeds. 6-3 , Gujarat State Hlghways Project: Phase 118 - Vol. IIA 6.2 GENERAL AVOIDANCE AND MITIGATION OF IMPACTS ON THE NATURAL ENVIRONMENT Negative impacts resulting from this road-widening project may effect the attributes of the surrounding natural environment. Thus, there may be a change in the interrelationship between various factors of the environment. Mitigation measures therefore should be directed towards the restoration of the dynamic balance of bio-physical resources. Negative impacts on the microclimate, such as increased discomfort to the slower modes of traffic from tree removal needs special attention. Specific impacts and mitigation measures incorporated have been dealt in Volume IIF of the Report. These specific concerns have been dealt with under the heading of flora. Adverse impacts that have greater significance, but are easily mitigated, are discussed in the following sections. 6.2.1 Soil Resources The negative impacts on soil includes: loss of use of productive land, increase in soil erosion - especially resulting in loss of valuable topsoil and creation of slope instability, tipping of spoil generated from construction works and the contamination of soil. Mitigation measures chiefly include avoidance of an area with highly productive soils and protection measures formulated in the design and construction stages. However, several protection measures need to be taken on a site-by-site basis based on the local conditions at the time of construction. Contamination of soil can occur during construction but is mainly a concern during the operation phase as a result of spillage of hazardous materials, petroleum and chemical products from truck accidents. 6.2.1.1 Conservation of productive lands a) Pre-construction stage * Avoidance of agriculturally productive lands has been ensured in the design phase by restricting the road improvements to within the RoW; . Traffic detours needed during the rehabilitation and reconstructions of cross drainage structures have been chosen so as to avoid or minimise temporary or permanent acquisition of productive agricultural lands. Extensive site investigations have confirmed that any encroachments are minimal in scope. b) Construction stage * In areas where land acquisition of productive land occurs, the productive top layer (15cm) of the soil should be stripped and stored in stock piles (height not exceeding 2m) and used for the top dressing as surface layer of the newly constructed embankment and fill slopes. These stockpiled soil will also be used to cover all disturbed areas including any borrow sites. These soils can also be used for filling of tree pits where a mix of productive soil and manure is required. The topsoil should be distributed over the adjoining rocky/barren area in a 75mm layer. This would not only mitigate the loss of productive land, but would also open up additional areas for productive agricultural use. Topsoil should not be unnecessarily trucked great distances. Stockpiles should not be surcharged or otherwise loaded and multiple handling must be kept to a minimum. ~U~j 6-4 Chapter 6 - Avoldance and Mitigation of Impacts * Productive lands, temporarily acquired for traffic detours or as contractors camp sites, will be stripped of its top soil and used for reclamation after use; * Strict monitoring of the movement of construction vehicles, machinery and equipment will reduce cornpaction of soil in the areas adjacent to the construction sites. Slopes of (2:1) for the soil stockpiles can reduce the loss of soil from erosion by wind and rain. Additionally, this will reduce surface runoff and enhance percolation through the mass of stored soil. The contractor must ensure that he does not adversely affect the stability of excavation or fills by excessive stockpiling materials, or siting of temporary buildings or structures. a As far as possible, new borrow pits should not be allowed in areas of good agricultural production. Where these are permitted, the topsoil must be conserved and reclaimed as described above. Borrow pits will be reclaimed as per MoEF guidelines. Spoils will form the base layers with an overlay of stockpiled topsoil, in accordance with the MoEF/GPCB guidelines. c) Operation stage Loss of productive lands during the operation stage may involve change of roadside agricultural land use to industrial, commercial and residential on account of improved access after the completion ol the road project. * Municipal bodies and Regional Planning bodies will be encouraged to prepare appropriate land use plans along the roadside. The GoG is encouraged to adopt access control measures, in line with the municipal and regional plans, to prevent uncontrolled access and ribbon development. 6.2.1.2 Erosion protection The problem of soil erosion occurs mostly on exposed cuts and fills by the action of water and wind. Adverse impacts due to soil erosion results in the loss of soil cover, slope stability, and addition of sediment loading to drainage channels. a) Pre-construction stage: Erosion pretection measures formulated and incorporated in the design phase include slope protection tneasures and providing erosion control measures at the inlets and outlets of the cross drainage structures. * The slope of the road embankment has been fixed at 2:1. This is a fairly stable slope, which reduces the incidents of slope failures. In general, the embankments will be protected against erosion by planting grass (Cynodon dactylon and Stenotaphrum secundatum) and shrubs (Capparis sepiaris). Embankments higher than 3m will utilise stone pitching or have support through, measures such as gabion box retaining walls. * Protection measures at bridge crossings have been designed with the primary objective of preventing erosion from undermining the bridge end fill. New and existing culverts and, those which are proposed to be widened, have been provided with stone aprons and bank armouring for the prevention of scour. The minor and major bridges will be provided with scour protection and stream-bed 6-5 Gujarat State Hlghways Projecl: Phase 118 - Vol. t/A and bank armouring using gabion boxes and mattresses. These protection measures will be underlain with geo-synthetic textiles to prevent the loss of fine particles. In stream bank protection measures will be graded to a stable slope of 2 to 1. In due course of time silting will take place within the interstices of the armouring and allow development of riparian plant species. Growth of such plants would further reduce soil loss and siltation. b) Construction stage Rainfall over exposed RoW earthworks is the primary cause of soil erosion. The contractor, before commencement of the monsoon season, will undertake several temporary erosion control measures. * The contractor will ensure that slopes are 2 to 1 for all earth stockpiles and for borrow area slopes. For any cut slope, a gradient of 1 in 4 is recommended by the IRC and the MoST. * The construction work must consist of measures to control soil erosion, sedimentation and water pollution, through use of berms, dikes, sediment basins, slope drains and other devices. All temporary sedimentation and pollution control works and maintenance thereof may be incidental to the earthwork and other items incorporated into the designs. * To prevent surface runoff over raw earth, all earthworks especially stored topsoil, will be covered with mulch, grass, or fibre mats. Such storage areas, when located close to water bodies, will be equipped with sediment basins, such that sediment- laden water does not directly enter into the water body. c) Operation stage * Proper monitoring, maintenance and any remedial corrective measures must be carried out to maintain the erosion protection measures during the operation phase. 6.2.1.3 Reduction and management of spoil Construction activities may generate a lot of spoil, if the cut and fill quantities are not balanced, often the old road base is excavated and disposed off on account of its unsuitability to be used in the new fill. Since all management measures for disposal of spoil has to be taken during the construction phase, no mitigation measures have been recommended in the operation phase of the project. a) Pre-construction stage minimisation of spoil by consuming that cut and fills slopes are balanced; * Cut and fill areas have been designed to be balanced, therefore, the generation of spoil materials has been minimised. * Since management of spoil is often not planned for, quarries with extra storage capacity can be used as sites for the storage of spoil. 6-6 Chapter 6 - Avoidance and Mlligation of Impacts b) Construction stage * It will be required that the cut and fill works are carried out strictly in accordance with the design drawings. * Where extra spoil material is generated, the spoil material will be used to reclaim borrow pits and quarries, low-lying areas in barren lands and in settlements along the project corridors. 6.2.1.4 Quarry operations a) Pre-construction stage All existing quarry areas close to the project roads were visited and their environmental status assessed. All the designated quarries were found to be operating under proper licensing. A condition stipulated for such licensing is that the quarry operators should have a "quarry redevelopment plan". In all these quarries road metal is abundant and adequate for the purpose of the project. The contractors are encouraged to use only these designated quarries. Opening a new quarry or procuring road metal from a distant quarry (which is not licensed) is not envisaged, as this would have potential significant environmental implications for the contractor. b) Construction stage The Contractor will obtain materials from quarries only after consent of the DoF or other concerned authorities and only after developing a comprehensive quarry' redevelopment plan, as per the Gujarat Mining Rules. Alternatively the Contractor may also acquire the required material from quarries licensed by the GPCB. The quarry operations will be undertaken within the rules and regulations in force. c) Operation stage * It is expected that the quarry operators will implement the specific "quarry redevelopment plan" under their conditions of licensing, when the quarry operation ceases or the licensing period elapses. * The GPCB is expected to monitor redevelopment of the quarries and to ensure that the conditiohs of licensing are complied with. The enforcement capacity of GPCB is expected to be strengthened in the near future. 6.2.1.5 Prevention of soil pollution Contamination of soil by lead emissibns, though very localised is a possibility if the volume of traffic exceeds 20,000 vehicles per day. Negative impacts include impairment of growth of vegetation in a narrow band along the roadside, and hazards to human health especially in young children. Soil contamination may also occur from accidents of trucks transporting hazardous products during the construction and operation phases. In addition, localised soil contamination may occur at the vehicles and construction equipment maintenance areas, set up by the contractor. a) Pre-construction stage * In order to prevent higher lead emissions from vehicles, the roads have been designed for uniform speeds and smoother grades. 6-7 Gujarat State Highways Project: Phase 1f - Vol IIA b) Construction stage . Hardy and indigenous species will be planted along the roadsides to ensure improved survival of roadside vegetation. * Vehicle/machinery and equipment maintenance and refuelling will be carried out so that spillage of fuels and lubricants do not contaminate the soil. An "oil interceptor" will be provided for wash down and refuelling areas. Fuel storage will be in proper bunded areas. All spills and collected petroleum products will be disposed off in accordance with MoEF and GPCB guidelines. Fuel storage and fuelling areas will be located at least 300m from all cross drainage structures and significant water bodies. * In all fuel storage and refuelling areas located on agricultural land or areas supporting vegetation, the topsoil will be stripped, stockpiled and returned after cessation of such storage and refuelling activities as described in section 6.2.1.1(b). c) Operation stage * R&BD is expected to prepare contingency plans for the safe management of spills of hazardous chemicals along the project corridors. * Automotive service centres without agreeing to install preventive measures against oil contamination will be discouraged from building along the corridors. 6.2.2 Water resources Water resources of an area include both surface and groundwater resources. Possible negative impacts from highway construction on water resources involves the loss of water bodies and other water supply sources, alteration of surface drainage, ground water flow modifications, depletion of water resources in areas of scarcity, and degradation of water quality. 6.2.2.1 Mitigation measures for loss of water bodies a) Pre-construction Stage In all: the water bodies along the Phase IIB corridors there are no recorded sightings or the presence of any rare waterfowl or shore bird species. However, road widening was limited to within the RoW in all locations close to roadside water bodies. b) Construction stage * Excavation for replacement or enlargement of water bodies will be at the closest possible place/location, with respect to the original water body or where the fill has been placed; * Part filling of any section of an existing water body will be compensated for by the excavation of an equal volume of earth from elsewhere on the water body. Also, if possible, and if the community is in agreement, additional areas may be dug to increase storage capacity. Generally, an increased surface area could mean an increasing loss of water due to evaporation, where the dry season is dominant. A' 6-8 . Chapter 6 - Avoidance and Mitigation of Impacts Therefore, providing additional volume would be preferable to providing additional surface area. * Wherever excavation is undertaken in the wetted area of an aquatic system, the banks will be protected. The excavation will be carried out in a manner so that the side slopes are no steeper than 2 horizontal to 1 vertical, otherwise slope protection work will be needed. * In any water bodies that are used for pissiculture, construction will be limited to the dry seasons only. c) Operation stage Future development, which may involve in filling of water bodies along the project corridors, will be discouraged. 6.2.2.2 Relocation of other water supply sources Loss of other water supply sources includes; removal of private and community ground water sources like bore wells, tube wells and open wells. These losses have been covered under the utility relocation process in the pre-construction phase of the EMAP. Compensatory water supply sources will be set up before the start of construction activities. Any source of community water (potable or otherwise) such as wells, ponds, tube-wells and borewells., accidentally lost will be replaced immediately. The location and siting of the replaced source of water will be as close as possible to the original source in order to ensure the new source accesses the aquifer. In general, there should only be a..lateral displacement (of the new site from the old). The GSHP Entitlement Framework also ensures that these mitigation measures are carried out, and the replacement well will be ready prior to demolition/ dismantling of the existing source. 6.2.2.3 Maintaining surface drainage Alteration of surface drainage involves the disturbance of normal flow conditions by concentrating flows into and through cross drainage structures (this can enhance the erosion process), resulting in an increase in, local flooding of low lying areas (due to drainage improvement in higher areas). Most of these issues have been addressed in the design phase. a) Pre-construction stage * All cross drainage structures have been designed to handle a 50-year peak flood level. River training measures have been formulated to prevent over-topping of the of the bridge structures. Erosion protection measures or rip-rap have been designed to meet the highest possible velocities at the inlet and outlet of these structures. * Drainage details have been designed out for every major settlement where areas that are liable to be inundated can drain into an improved roadside drainage system. 6-9 Gujarat State Highways Project: Phase l1S - Vol. IIA b) Construction stage The contractor will remove obstructions that may cause temporary flooding of local drainage channels, during the construction phase. In sections along water courses, and close to cross-drainage channels, earth, stone or any other construction materials must be properly disposed off so as not to block the flow of water. All necessary measures will be taken to prevent earthwork, stonework, materials and other debris from impeding cross-drainage at rivers, streams, water canals and existing irrigation and drainage systems. * In addition to the design requirements (all designs in GSHP Phase-IIB are for 50 years peak flood level), the contractor will take all necessary measures to prevent temporary or permanent flooding of the work site or any adjacent area. The scope for prevention of flooding includes: no loss of use, loss to access of any land or property thereon resulting from flowing or stagnant water as direct/ indirect negative impact of construction. c) Operation stage To maintain efficient storm water flow, the roadside ditches will be cleaned regularly, especially before the monsoon season by the urban authorities and local government bodies. 6.2.2.4 Management of water required for construction Acquisition and management of water for construction is an issue that must be addressed by the contractor. The Contractor is expected to obtain water for construction purposes that is of a high water quality. Furthermore the contractor is expected to minimlse water wastage during construction activities and in labour camps on all the corridors. He must also seek prior permission of the relevant authority before using water from any source along the corridor. The impact is limited to the construction stage. Construction stage The contractor is required to minimise wastage of water especially in the corridors located in Saurashtra, in this critical stretch and obtain prior permission of the Gujarat Ground Water Board for the establishment of bore wells. 6.2.2.5 Prevention of water quality degradation a) Pre-construction stage Design of settling ponds and the installation of oil interceptors that must be constructed by the contractor to prevent contamination of surface water have been provided in the contract drawings. b) Construction stage * Construction work close to the streams or water bodies must be avoided during monsoon. 6-10 Chapter 6 - Avoldance and Mitigation of Impacts The discharge standards promulgated under the Environmental Protection Act, 1986 will be strictly adhered to. All wastes arising from the project will be disposed off in a manner that is acceptable to the Gujarat Pollution Control Board (GPCB). * All relevant provisions of the Factories Act, 1948 and the Building and other Construction Workers (regulation of Employment and Conditions of Service) Act, 1996 will be adhered to. * Construction labourers' camps will be located at least 200m away from the nearest habitation. * Unless otherwise authorised by the local sanitary authority, arrangements for proper disposal of excreta by incineration at the workplace suitably approved by the local medical health or municipal authorities will be made. * Necessary steps should be taken to prevent runoff of sediment-laden water from construction wastes, polluted water from vehicle maintenance areas, and sewage and sullage from labour camps into any near by water bodies. c) Operation stage * The state is expected to prepare Contingency plans for the safe management of spills of hazardous chemicals along the project corridors. * Automotive service centres will be discouraged from establishing along the corridors with out installing preventive measures against petroleum and oil contamination. 6.2.2.6 Disruption to other users of water The Contractor will be responsible for arranging adequate supply of water for use during construction period. While working across or close to perennial water bodies, the Contractor will not impede or block any flow of water. If, for any bridgework, containment of flow is required, e.g. cofferdams, the Contractor will seek approval of the Engineer. The Engineer will have the right to ask the Contractor to serve notice on all downstream users in advance of any closures. Construction over and close to any non-perennial streams will be carried out in the dry season. Construction over irrigation canals should be carried out so as to minimise any disruption to the flows and to ensure that a high quality standard of water is maintained. Such construction it will only be undertaken under matter permission from the Department of Irrigation. The Contractor may use the natural sources of water subject to the provision that any claim arising out of conflicts with other users of the said natural sources of water will be has responsibility. 6.2.3 Air quality Mitigation measures implemented to reduce negative impacts for road projects are very limited through the roadway design. Improved speed levels and a reduction of stops and starts can improve the air quality by a reduction of emissions. However, stricter vehicle emission standards, proper vehicle maintenance and appropriate implementation of pollution control measures are under state and national authorities are much more effective reducing pollutant levels. The possible measures of mitigation that can be adopted under this project are: 6-11 Gujarat State Highways Project: Phase /IB - Vol. IIA * Designing roads to allow smooth flow of traffic * Use of appropriate construction practices * Providing vegetation as barrier to dust in the operational phase. a) Construction Phase Vehicles delivering loose and fine materials like sand and fine aggregates must be covered to reduce spills on existing roads. The contractor must cleanup any spillage from construction vehicles. * Water will be sprayed on earthworks, temporary haulage and detour roads on a daily basis. During and after compaction of the sub-grade, water will be sprayed at regular intervals to prevent dust generation. * Vehicles and machinery will be maintained so that exhaust emissions will conform to the applicable standards. A vehicle maintenance schedule prepared by the contractor and approved by the Engineer shall be adhered to. * Stone quarries will be maintained in such a way that dust emission from the crusher and vibrating screen do not exceed the standards set by the government. To this end, stone will be washed before being fed to the crusher. Other measures include covering -the crusher and vibrating screens using bamboo sheets and planting vegetation along the periphery. Air quality should be monitored at least twice a month for the period the crusher is in operation and to assess the efficacy of the measures taken. * Any portable hot mix plants should be located at a minimum.of confirm from any settlement. To control emissions from the stack an adequate. cyclone/scrubber should be provided in case the emissions exceed the norms set by the GPCB. * Burner cleaning at regular intervals will ensure better combustion. . Labour camps for workers should located at least 200m away from major settlement to avoid any odour concerns. b) Operation Stage * Generation ofdust will be reduced in the operation phase by design of 1.5m paved shoulders. The proposed lm earthen shoulder too will be of highly compacted earth. * Reduction of emissions per vehicle will take place on account of better road geometry and widened cross sections. In order to prevent high emissions from vehicles, the roads have been designed for uniform speeds and smoother grades. * Replacement and maintenance of compensatory roadside tree plantations will help reduce the generation of dust; * Effective land use controls to prevent sensitive land uses from developing adjacent to the corridors should be developed; * Stricter enforcement of the PUC Programme will go a long way in reducing vehicular emissions and their contribution to air pollution. 6-12 Chapter 6 - Avoldance and Mitigation of Impacts * Periodic air quality monitoring will be carried out under the auspices of the EMU along project corridors to check the efficacy of mitigation measures adopted and to recommend any changes or additional measures that may be needed. * The use of vegetation as a barrier is unlikely to be as effective a method as improved vehicle emission standards or improved engine design. However, some plants do absorb CO, which could be taken up for plantation. Improved road design allowing smooth flow conditions will be the most significant step towards mitigating vehicular pollution during the operation stage. 6.2.4 Noise and vibration Noise and vibration during construction can be a source of considerable nuisance close to settlements, especially where residences are close to the edge of the pavement. During the operation phase increased traffic may cause inconvenience to the local residents with increased noise levels, especially during the night. a) Construction stage * Noise standards will be strictly enforced for all vehicles, plants, equipment, and construction machinery. All construction equipment used for an 8-hour shift will conform to a standard of less than 90dB(A). If required, high noise producing generators such as concrete mixers, generators, graders, etc. must be provided with noise shields. * Machinery and vehicles will be maintained regularly, with particular attention to silencers and mufflers, to keep construction noise levels to minimum. * Workers in the vicinity of high noise levels must wear earplugs, helmets and be engaged in diversified activities to prevent prolonged exposure to noise levels of more than 9OdB(A) per 8 hour shift. * In construction sites within 150 m of residential areas, construction will be halted between 2100 and 0600 hours to minimise noise impact. No hot mix, batching and or aggregate crushing plants will not be allowed within 100m from quiet zones, and restricted to operation only between 2100 and 0600 hours. * Blasting, where required, will be restricted to daytime hours when the ambient noise levels are higher. All the statutory laws, regulations, rules etc., pertaining to acquisition, transport, storage, handling and use of explosives will be strictly followed. Blasting will be carried out during fixed hours (preferably during mid- day), as permitted by the Engineer. The timing would be made known to all the construction workers and local population who are within 500m (200m for pre- splitting) from the blasting site. People, except those who actually light the fuse, will be excluded from an area of 200m (50m for pre-splitting) from the blasting site in all directions 10 minutes prior to the blast. * During construction vibratory compactors will be used sparingly within the urban areas. In case of complaints from roadside residents, the EMU will ask the site engineer to take suitable steps of restricting the work hours even further or use an alternative roller. 6-13 Gujarat State Highways Project: Phase 1IB - Vol. IA b) Operation stage * Proposed tree and shrub plantations planned for reforestation, especially close to settlements, may form an effective sound buffer during the operation stage. * Effective land use controls should be established to prevent sensitive land uses from developing up adjacent to the project corridors. * Noise pollution will be monitored in areas by the EMU, which are likely to have high pollution levels. Adequate abatement measures in the form of sound barriers and other regulatory measures may be developed to accelerate excessive noise levels. 6.2.5 Flora Negative impacts on flora will involve the removal of trees, shrubs and ground cover during pre-construction from within the Corridor of Impact. There may also be possible damage to remaining vegetation during the construction phase of the project. a) Pre-construction stage * To minimise loss of trees, clearance of only those trees identified from the design will be removed. The felling of trees has been minimised as Table:6.1 much as possible by having the centreline adjusted so as to necessitate felling of trees from only one side. * Temporary traffic detours should be constructed in a manner so as to minimise tree loss. Table 6.1: Mitigation of Tree Removal Existing Tree on Trees Originally Total Saving/ Estimated to be TtLAvoidance Link Name the RoW Impact Saving/Avoidance Number Eqv. No. Number Eqv. No. Number Eqv. No. %/ | Eqv. % 21 Viramgam - Bajana 10120 1406.69 5860 530.79 4260 875.90 42.09 62.27 22 Bajana - Dhrangdhra 1200 308.24 700 125.51 500 182.73 41.67 59.28 23 Dhrangdhra - Halvad 9620 2631.17 5600 1280.63 4020 1350.54 41.79 51.33 101 Vadodara - Padra 4880 4702.71 4694 4536.30 186 166.41 3.81 3.54 102 Padra - Jambusar 25480 23440.69 23742 22113.80 1738 1326.90 6.82 5.66 121 Bharuch - Dahej- 13860 10183.90 9240 5818.74 4620 4365.16 33.33 42.86 133 Olpad - Ichchhapor 1200 1281.65 820 1021.96 380 259.69 31.67 20.26 151 Ichchhapor - Link to Navsari 680 340.65 460 91.90 220 248.75 32.35 73.02 211 Dholka - Bagodara 6200 4075.47 3090 1851.46 3110 2224.01 50.16 54.57 221 Wataman - Pipli 440 155.59 240 49.83 100 105.76 22.73 67.97 261 Jetpur - )unagadh 16020 10446.71 7180 5737.48 8840 4709.23 55.18 45.08 271 Ra]kot - Morvi 11980 8490.53 5480 3603.09 6500 4887.44 54.26 57.56 272 Rajkot - Morvi 20220 14025.64 10460 5163.32 9760 8889.32 48.27 63.38 283 Dhrol - Link to Vanthli 3840 1859.57 1440 660.13 2400 1199.44 62.50 64.50 284 Link to Vanthil 2509 1225.65 936 429.08 1573 796.56 62.69 64.99 285 Jamnagar - Khambhalia 6472 2132.56 3239 858.82 3233 1273.74 49.95 59.73 TOTAL 134721 86707.42 83181 53872.84 51440 32861.58 38.18 37.90 Source. Design, Saple Suivey and Analysis (NDLI/ILSA, 1998) 6-14 Chapter 6 - Avoidance and Mitigation of Impacts b) Construction stage * Compensatory afforestation will be taken up as per the Forest (Conservation) Act, 1980. For each tree fellecl, two trees will be planted. DoF will carry out the actual plantation at locations as identified in the overall forestry programmes of the state. The R&BD will bear the cost of such afforestation. * In addition to the compensatory afforestation, trees shall be planted along the project corridors by the GSHP. Such plantations will be initiated once the construction of a particular section of road is complete. The objective behind such planting is to compensate for the loss of trees loss due to the widening process. Opportunities also exist for areas within the RoW that are at presently barren, for re-vegetation. To maintain the present character of strip plantation, similar indigenous trees should be planted. Barbed wire fencing will be installed on either side of the proposed planting to ensure an improved rate of survival. Based on the survey sarnple of trees, and the anticipated limit of construction, opportunities for tree planting within the RoW were assessed. The number of trees that can be planted depends on the availability of open areas, so that the saplings have access to direct or filtered sunlight (Refer Table 6.2). * Considering the combined compensatory afforestation by DoF and the plantation by the GSHP, a total of 392409 saplings will be planted. This would more than compensate for the trees felled, at a rate of - saplings for each tree felled. If additional planting of ground cover, bushes and grasses, are required the rate of compensation will therefore be higher. * No tree will be removed in the zone of construction without the prior approval of the DoF, through the supervising engineer. * High embankment will be re-vegetated with local shrubs and grasses to prevent soil erosion from the bare earth, prior to the monsoon. Table 6.2: Tree Plantation Species along Phase IIB Corridors No. *-Link . Tree Species 021 viramgam -.Malvan Acacia arabica, Casia siamea, Samanea saman 022 Malvan - Dhangadhar2 Salvidora oleoldes, Salvidora persica, Acacla nilohca 023 Dhangadhara - Halvad Salvidora oleoldes, acacia Tortllis, Acacia arab/ca 101 Vadodara - Padra Azardichita indlca, Delonix regia, Mangifera ind/ca 102 Padra - Jambusar Azad1rachta indlca, Delonlx regia, Dalbergia latifolia 121 Bharuch - Dahej Salvidora pers/ca, Acacia arab/ca, Acacia nilot/ca 133 Olpad - Ichchhapor Albezia lebbeck, Dalbergia lat/folia, Peltophorum 151 Magdalla - Sachin ,4lbez/a lebbeck, Dalbergla lat/folia, Cas/a s/amea 211 Dholka - Bagodara SaIv/dora oleo/des, Salvldora pers/ca, Acacla arab/ca 221 Wataman - Pipli Salvidora oleoldes, Salvidora pers/ca, Acacia tortilis 261 Jetpur- Junagadh Azadlrachta indica, Peltophorum, Delonix reg/a, Mangifera Indica 271 Rajkot - Link to Neknam Delonlx regia, Albez/a lebbeck, Dalbergla s/soo 272 Link to Neknam - Morvi Samanla saman, Acacia arab/ca Cas/a s/amea 283 Falla - Link to Vanthili Dalberg/a latifolla, Acacia nlot/ca, Cas/a s/amea, Peltophoruln 285 Jamnagar - Khambalia Albezia lebbeck, Salvidora persica, Samanea saman 6-15 Gujarat State Highways Project: Phase IIB - Vol. IA * Property, and any removal will require approval and compensatory afforestation. * During construction, at any point of time, if a rare/ threatened/endangered flora species is found, it will be protected in a suitable manner. The Engineer, on specific advice from the EMU will approve detailed conservation measures, plans and designs to address the concern. c) Operation stage Trees planted within the RoW as a part of rehabilitation and enhancement measures, will become forest. Table 6.3: Proposed Tree Plantation on the RoW Corridor Name Number of Number of Number of Number of Trees Trees Trees Saplings to (Post-Project) Existing Retained be Planted 021 Viramgam - Malvan 10120 5588 41026 46614 022 Malvan - Dhangadhara 1200 638 9806 10444 023 Dhangadhara - Halvad 9620 5233 49439 54672 101 Vadodara - Padra 4880 841 5791 6632 102 Padra - Jambusar 25480 4740 25169 29909 121 Bharuch - Dahej 13860 6711 46470 53181 133 Olpad - Ichchhapor 1200 403 13352 13755 151 Magdalia - Sachin 976 386 10437 10823 211 Dholka - Bagodara 6200 3816 41957 45773 221 Wataman - Pipli 440 176 19706 19882 261 Jetpur- Junagadh 16020 7558 3372 10930 271 Rajkot - Link to Neknam 11980 7718 33882 41600 272 Link to Neknam - Morvi 20220 11545 30826 42371 283 Falla - Uink to Vanrhili 3840 2898 11551 14449 284 Link to Vantli- lamnagar 2509 1745 4507 6252 285 Jamnagar - Khambalia 6614 3215 45118 48333 Total 135,159 63,211 392,409 455,620 Source: Design, Sample Survey and Analysis (NDLI/LASA, 1998). Note the plantation of saplings is In addition to those planted under the Compensatory Afforestation Scheme. 6.2.6 Fauna The Wild Ass which crosses the links 021 and 022 needs to be prevented from doing so or else some safety measures be put into fore. It is proposed to install a reflector system that reflects the headlight of an approaching vehicle. In addition slab culverts have been provided for safe movement of the animal to the other side of the highway (Refer Volume IID - Wild Ass Crossing on Viramgam-Halvad Report). During construction some of the water sources of the animals might get contaminated due to the run-off from the construction site. A silt fence has been proposed for all water bodies to filter out the sediments. 6-16 Chapter 6 - Avoidance and Mltigation of Impacts 6.3 SOCIAL IMPACTS 6.3.1.1 Fear of uncertainties regardiria future The Project is only of widening and strengthening of the existing road, and within the confines of the existing RoW, the fear of uncertainties is most likely 'limited to the people squatting and encroaching in the RoW. At places where the community utilities are to be affected a certain amount of anxiety will be among the people in that particular community. To remove such fear from the people, public participation sessions were/will be conducted in different stages of project, viz. pre-design, design, pre-construction and construction. In the pre-design stage, a comprehensive socio-economic survey was conducted to prepare base line status of the households squatting or encroached upon the RoW. During the survey each households were contacted/interviewed and they were explained about the purpose of the survey, need of the project and benefits associated with the project etc. The second stage of public participation was in the form of village meetings, focus group discussion, individual interviews, voluntary and academic institution consultation. The consultation sessions were organised at selected location with the -consent of people. During the session people were briefed about the project, the likely impacts (both positive and negative), answering their query, explaining the R&R framework and assuring to include their suggestions and opinions in road design. Also, the PCC went forward with sending the minutes of each meeting in local language to the community with the detail findings of the session. The third stage of participation session will start before pre-construction. The EMU will verify and consult the individual EPs with the help of an NGO for distribution of ID card. At this stage the EPs will be explained about their entitlement and R&R framework, -The EPs will be consulted by the MVAC while valuing the assets and due consideration will be given to the EPs grievance through specially formed GRC under EMU. At places, the EMU will conduct public consultation and especially where any community utilities are relocated, enhancement of certain facility or providing facilities to host population. Also, the community will be involved in Programme like social forestry, tree plantation, restoration of cultural properties etc. All people likely to be displaced will be informed in advance through NGO by a time bound Programme about resettlemerit to remove fear of uncertainty. During the construction stage the consultation process will continue to avoid any inconvenience to the community at any point of time. 6.3.1.2 Inducement of Land Prices As the project becomes common knowledge, the land prices along the corridor will increase. For realignment and geometric improvement of highway, extra additional land may be required; Market Value Assessment Committee will decide the actual cost of such land. The actual cost of land may be different from induced land cost. The MVAC have time bound Programme to calculate the actual cost of land. In calculating the actual land cost individual project affected person (PAP) & NGOs will be involved. 6.3.1.3 Land Use Changes As regards land use changes, it is likely that the impact would be very minimal. Since the project is widening of road within the existing ROW, the possibility of major land acquisition is 6-17 Gujarat State H9ghways ProJect: Phase IIB - Vol IIA not envisaged. In design stage utmost care has been taken to keep the land acquisition at minimal for road realignment and geometric purpose. The probable impact on road-side business and trees within ROW has been reduced and avoided through design. 6.3.1.4 Inducement of Squatter Influx Once the project becomes common knowledge, people may attempt to occupy the land along the corridor in anticipation of compensation. To avoid such, the dates of base-line socio- economic survey has been considered as cut off date for identification of project affected people, who are eligible for compensation. The cut off dates will be used to establish whether a person located in the right way qualifies as a PAP for the disbursement of compensation. All the PAPs recorded during socio-economic baseline survey are eligible for compensation after verification by EMU. 6.3.1.5 Removal of Encroachments and Squatters The impact due to removal of encroachments and squatters will be avoided by implementation of phase-wise resettlement action Programme. To avoid the severance of impact, advance notice will be given to the encroachers and squatters. The notice will be given four months prior to construction phase starts. Relocation of all such impacted persons will be as per R&R schedule. 6.3.1.6 Resettlement of People People displaced from their home and livelihood on account of the proposed activity will be taken care in the project. A comprehensive resettlement action plan has been prepared to improve the standard of living of the affected population if not at least restore their livelihood and regaining their former standard of living (refer Chapter 8). 6.3.1.7 Host Community Families displaced due to the project will be resettled at suitable place. This may put pressure on the existing scarce infrastructure and amenities available with the host community. To avoid such pressure on already scarce resources, viz. water, grazing land, fuel woods, medical facility etc. special provision has been made in the comprehensive resettlement action plan for the host community. This will be applicable where the total number of resettled people exceeds 200 or 10 percent of the host community whichever is less (refer Chapter 8). 6.3.1.8 Loss of utilities Snd amenities The site clearance for construction of road may result in loss or relocation of certain utilities and amenities, viz. electricity, water and telephone line etc. People dependent upon these utilities and amenities may experience inconvenience and economic loss. Though such impacts are unavoidable keeping in mind the scale of work, but every care will be taken in co- ordination with concerned departments, to restore the facility within shortest possible time to avoid any prolonged hardship or inconvenience to the community. Similarly other utilities like water source, cattle trough etc. will be constructed or replaced at appropriate place with the consent of community prior to dismantling the existing one. 6.3.1.9 Sensitive Community Facilities The impacts due to project on the sensitive community facilities or institution along the project corridor such as education institution, health facilities, a number of recreational facilities and 6-18 Chapter 6 - Avoidance and Mltigation of Impacts others like ponds and cultural community assets avoided in the design phase of the project. These are discussed in detail in Volume II-F: environmental Design & Mitigation Measures and Volume II-G: Cultural Properties Report. 6.3.1.10 Disturbance to Roadside Service Along the highway, near settlements, small shops serve the local people as well as highway users. Some of these shops are within the RoW. To avoid any impact on livelihood of people dependent on roadside business, the cleaning of such informal establishment will be carried out as phase-wise resettlement Programme. Loss of livelihood of the displaced shop owners will be compensated as per assistance or entitlements in Entitlement Framework of GSHP. 6.3.1.11 Public Health and Safety a) During the Pre-construction and Construction Phases dismantling of the structures for CoI clearance and road construction may result in health hazards. To ameliorate this potential negative impact the following recommendations should be adopted: * To avoid the psychological impacts due to the demolition of properties on the owners and other tenants. The advance notice as per RAP will be given to the owners of the affected properties. An advance notice will be served at least four months before construction commences. For squatters needing relocation, all R&R activities will be undertaiken and entitlements, as per GSHP, will be completed before construction starts,. * Debris generated from the demolition of properties will be properly disposed of to avoid the health problems in the safeties. Earth material,' if required will be dumped in borrow areas as approved by the engineer. Borrow areas will be filled to avoid health hazards from stagnant water collecting in these areas. The contractor will make all arrangements for dismantling and cleaning up of debris. Implementation will be as per the approval and direction of the engineer. * The impact of higher dust and noise levels due to the dismantling of the first row of structures will be avoided by taking proper care while dismantling the structure. The -dismantling activity will only be allowed between 0900 to 1700 hours. Roadside plantations will be maintained to reduce dust generation and air pollution. Based on the results of noise monitoring where excessive noise levels occur in the operation phase sound barriers and other measures will be recommended e.g. schools and residences. In highly developed residential areas, at hospitals and schools where high noise level will be marked as "silence zone". Noise control Programme will be enforced by providing sign boards requesting that horns not be used. A public awareness campaign will be undertaken. b) During the construction period the potential negative community impacts arising from imported labour in the labour camps will be avoided as per following: - All contractors will be encouraged to recruit the local people as labourer at least for unskilled and semi-skilled jobs. This would automatically reduce the magnitude of impact expected due to outside labour. Wherever the local labourers are not available the contractor should ensure the following provision for imported labour. 6-19 Gujarat State HIghways Project: Phase IIS - Vol. IIA * The additional stress on the facilities like medical services, power, water supply due to a labour camp in a local area will be avoided by the contractor providing these facilities for the labourers as per the direction of the Engineer. At every workplace the contractor will provide a first aid station fully equipped to meet GoG standards. To take injured or ill person(s) to the nearest hospital the contractor will provide suitable transport. At every workplace, at suitable and easily accessible sites a sufficient supply of cold potable water will be provided and maintained by the contractor as per directed by the Engineer. * In areas where wildlife resources are abundant, construction workers shall be instructed how to protect natural resources, fauna, flora and aquatic life. In such areas hunting and unauthorised fishing are prohibited. . In the labour comps, all temporary accommodation must be constructed and maintained in such a fashion that uncontaminated water is available for drinking, cooking and washing. The sewage system for the camp will be properly designed built and operated so that no health hazard occurs. Garbage bins will be provided in the camp and regularly emptied. The collected garbage will be disposed off in a hygienic and approved manner. c) Allied activities during construction period may cause local disruption: In the construction phase, there may be inconvenience to the local people as well as the highway passengers due to traffic jams and congestion, loss of access and other road accident risk as a result of construction. Detailed traffic control plans shall be prepared and submitted to the engineer for approval 5 days prior to commencement of work on any section of road. In the preparation of the traffic control plan special consideration shall be given to the safety of pedestrians and workers at night. d) Accidents and Safety To avoid the accidents during construction phase, contractor shall take all necessary measures to ensure traffic safety. The contractor will provide, erect and maintain barricades, including signs marking flags lights and flagmen as required by the Engineer, - In the operation phase, traffic control measures such as speed breakers and sign boards (including speed limits) will be provided and strictly enforced in residential areas, near schools and water bodies like ponds and wells. 6.4 CORRIDOR WISE MITIGATION MEASURES 6.4.1 Corridor 02: Viramgam - Halvad Along the corridor, conservation of productive soils is of paramount importance as agriculture is the main economic activity in the area. Therefore, erosion protection measures have been provided along the Highway at a number of places. Past records show that stretches of the Highway (running 100m or more) remain submerged (up to two weeks) under water during the monsoon season. Some sections are washed away or drain into the little Rann of Kachchh. These inundated sections occur at chainages 73.5-74 and 76.7-77 respectively. The level of the 6-20 Chapter 6 - A voldance and Mitigation ofImpacts pavement is to be raised to prevent a yearly recurrence of this natural hazard. Since stone is locally available, slopes will be protected from erosion by stone pitching (Refer Volume IIE: Environmental Design and Mitigation Measures for details). The most severe environmental problem in this area is that of Wild Ass crossings. The Wild Ass is an endangered species. In search of food and water they cross the Highway frequently. These crossings lead to a probability of accidents. The project, for the safety of the animals, proposes to install reflectors and provide'underpasses for their safe movement. Keeping in mind, the crossings of Wild Ass on certain points and stretches along the corridor two new animal under-passes are being provided. Apart from this, two other existing culverts are being converted to animal under-passes so as to minimize the risk of animal and vehicle collisions (Refer Vol. IID - Report on Wild Ass Crossings, Phase IIB for details). The widening of the carriageway may lead to acquisition of a part of the village pond of Soldi (chainage 131.4). It is proposed to construct a retaining wall through the edge of the pond. It is also proposed that the pond be deepened so as to improve the capacity of this source of water. Table 6.4: Environmental Hot Spot Mitigation Matrix - Corridor 02 Distance Hot Spot Chainage from Phase Impact Mitigation CL (m) 66.92 6.5 * Provide silt fendng along Well(s) 71.21 8.11 Construction * Sedimentabon from the embankment for a 71.23 7.3 construction run-off length equal to the diameter 76.79 9.0 * Collision potental of the well 77.75 13.92 from vehicles * Provide guard rail on the 79.34 10.72 _______shoulder 130.5 11.07 * contamination due to * Provide lined ditch to collect 131.05 7.66 Operation run-off of lubrcants contaminated run-off 131.05 7.66 and exhaust emission. *Provide retaining wall to Pond 130.49 11.07 Construction * Reduction in storage avoid encroachment into capacitv. the pond area * Sedimentation from * Provide silt-fencing along construction run-off. the embankment for the length of the pond * Contamination due to * Provide lined ditch to collect Operation run-off of lubricants contaminated run-off and exhaust emission. Two wells that are unused, located at chainage 144.6, will be filled-in to avoid danger of collision. The other nine wells located within the RoW will be adequately protected (Refer Table 6.4). By providing proper access the contractor will ensure that other water users will not be deprived of this vital resource. An enhancement plan has also been proposed for all wells (Refer Volume IIE - Environmental Mitigation and Design Report). As this corridor is located