ENVIRONMENT MANAGEMENT PLAN

INDEX
Sr. Description Page No.
No.
2
1 Introduction
3
2 Project Description
4
3 Salient Features of the Project

Environmental Impact Assessment 4

4

5
General Environmental Impact

6
Environmental Management Plan

7
4.1 Physical Environment

7
a Metrological Parameters

4.2 17
Biological Environment

19
4.3 Social Environment

22
5 Anticipated Environment Impact and Mitigation Measures

22
5.1 Impact during Pre Construction Phase.

24
5.2 Impact during Construction and Operation stage.

30
6 Environmental Management Plan

30
7 Conclusions

1|Page
 EN
NVIRO
ONME
ENT MANAG
M GEME
ENT PLAN
P

1.0 INT
TRODUCT
TION
The En nvironmenntal Impaact Assess sment stu udy has been con nducted ini
accordaance with the contraact agreem
ment for thhe present project to investigatte
and as ssess the principal environmental co oncerns a associated
d with th he
“Consttruction tot 2 lane e with pa aved shou ulder reallignment/ /Bypass ofo
NH-325 5 from Km m 21.700 0 to 24.35 50 (Asotra a-Brahmd dham bypass) & Km m
42.7000 to 50.6 600 (Siwa ana Bypa ass) & 59 9.460 to 62.900 (Mokalsa ar
Bypass s) & Km 73.120
7 to 75.920 ((Major rea alignmentt at Kath hadi) & Km m
82.6500 to 85.30 00 (Majorr realignmment at Bishangarh
B h) & Km 91.600 to t
105.6112 (Jalore e Bypass) & Km 114.327 7 to 118 8.700 (Ah hore Tow wn
Portionn) & Km m 151.10 00 to 15 54.730 (D Dujana B Bypass), Balotra
B t
to
Sanderrao via Ja alore Secttion Packa age-IV (By ypass Pac ckage)” Thhe scope of
o
Environnmental Impact Assessme ent (EIA) study covers Design &
Preconsstruction Phase, Constructio
C on Phase and the e Operatio onal Phas se
investig
gating andd analyzingg the pote
ential impa acts of thee project on
o differennt
compon nents of en
nvironmen nt within tthe project influence area and d providin
ng
measurres to offse
et or minim
mize the aadverse immpact and enhance the t positiv
ve
impact as well as effective imple ementation and m monitoringg plan th he
environ
nmental sa afeguard measures
m d
during diffferent stag
ges of the project.
p
Projject Lo
ocation
n Map

2|Page
 ENVIRONMENT MANAGEMENT PLAN

2.0 PROJECT DESCRIPTION

The proposed project is Construction to 2 lane with paved shoulder
realignment/Bypass of NH-325 from Km 21.700 to 24.350 (Asotra-
Brahmdham bypass) & Km 42.700 to 50.600 (Siwana Bypass) & 59.460
to 62.900 (Mokalsar Bypass) & Km 73.120 to 75.920 (Major realignment
at Kathadi) & Km 82.650 to 85.300 (Major realignment at Bishangarh)
& Km 91.600 to 105.612 (Jalore Bypass) & Km 114.327 to 118.700
(Ahore Town Portion) & Km 151.100 to 154.730 (Dujana Bypass),
Balotra to Sanderao via Jalore Section Package-IV (Bypass Package).
The project stretch connects Balotra to Sanderao in Rajasthan state. The
details of project stretch are as follows:
Table 1: Details of Project Stretch
Sr. Project Stretch
Length (km) Name of Bypass
No.
From To
1 21+700 24+350 2.650 Asotra Bypass
2 42+700 50+600 7.900 Siwana Bypass
3 59+460 62+900 3.440 Mokalsar Bypass
4 73+120 75+920 2.800 Kathadi Bypass
5 82+650 85+300 2.650 Bishangarh Bypass
6 91+600 105+612 14.012 Jolore Bypass
7 114+327 118+700 4.373 Ahore Bypass
8 151+100 154+730 3.630 Dujana Bypass

3|Page
 ENVIRONMENT MANAGEMENT PLAN
3.0 Salient features of the Project
The salient features of the project are as follows:
Table:1 General Information
Sr.
Project Components Details
No.
Construction to 2 lane with paved
shoulder realignment/Bypass of
NH-325 from Km 21.700 to 24.350
(Asotra-Brahmdham bypass) & Km
42.700 to 50.600 (Siwana Bypass) &
59.460 to 62.900 (Mokalsar Bypass)
& Km 73.120 to 75.920 (Major
realignment at Kathadi) & Km
1 Location of Project
82.650 to 85.300 (Major
realignment at Bishangarh) & Km
91.600 to 105.612 (Jalore Bypass) &
Km 114.327 to 118.700 (Ahore
Town Portion) & Km 151.100 to
154.730 (Dujana Bypass), Balotra to
Sanderao via Jalore Section
Package-IV (Bypass Package).
2 Administrative locations District: Barmer, Jalore & Pali

3 State Rajasthan

4 Length of the Project road 41.455 km

Major settlement along the

5 Jalore Bypass
Project Stretch

4.0 ENVIRONMENTAL IMPACT ASSESSMENT

The impacts on the various environmental components can occur at any of

the following stages of the project planning and implementation:

I. Planning and design stage;

II. Construction stage; and
III. Operation stage

This chapter assesses the nature, type and magnitude of the potential
impacts likely on the various relevant physical, biological and cultural
environmental components along the project corridor. For the assessment of
impacts, the baseline information based on the field visits and the primary
surveys of the various environmental components carried out. The
description of the impacts on the individual components has been
structured below:

4|Page
 ENVIRONMENT MANAGEMENT PLAN
GENERAL ENVIRONMENTAL IMPACTS

Table 2 presents the general environmental impacts expected due to the

proposed up gradation of the project road. Impacts have been assessed
based on the information collected from the screening & scoping of
environmental attributes.

5|Page
 ENVIRONMENT MANAGEMENT PLAN

6|Page
 ENVIRONMENT MANAGEMENT PLAN
4.1 PHYSICAL ENVIRONMENT

(a). Meteorological Parameters

The Project Highway is located in a tropical region with marked monsoon

effects. Though no change in the macro-climatic setting (precipitation,
temperature and wind) is envisaged due to the project, the microclimate is
likely to be temporarily modified by vegetation removal and the addition of
increased pavement surface. There will be an increase in daytime
temperature on the road surface and soil due to loss of shade and big trees,
which in turn might lead to formation of heat islands especially along the
inhabited sections. In addition, at green tunnel locations, the removal of
trees will increase the amount of direct sunlight resulting in higher
temperatures along the highway.

This increase in the daytime temperature assumes significance especially to

the slow-moving traffic, the pedestrians and the first row of residences /
receptors along the corridor. Although the impact shall be significant and
long term in nature, it is reversible in nature and shall be compensated for
by additional plantation of trees. It must be noted that the impact is
unavoidable. However, it may be pointed out that the project has taken care
to minimise tree felling in the ROW by compromise with shoulder width of
the road to save trees.

Land

Physiographic

Preconstruction and Construction Stage, Road construction activities

involve alterations in the local physiographic and drainage patterns. The
impacts on physiographic may include destabilisation of slopes due to cut
and fill operations. Cut-and-fills will be designed for improvement to the
road geometry, and parallel cross drainage structures will be added to
improve drainage. There would be no grading of the roadside area and the
work would consist of raising the pavement embankments. The highway
stretch falls is a gentle rolling plain terrain. In some stretches, some amount
of cuts and fills would be necessary to accommodate the new pavement.
There may be an impact on the topography as a result of accelerated erosion
on the cut-profiles.

Geology and Seismology

Pre-Construction, Construction and Operation Stage

The entire stretch of the project highway traverses through seismic Zone - II
as defined by the Indian Standard (IS) 1893-1994 seismic zoning
classification system, i.e., a zone of stability. The project does not have any
impact on the geological or seismic stability of the area.

Quarries and Crushers

7|Page
 ENVIRONMENT MANAGEMENT PLAN
The excavation of quarries and borrow pits used for obtaining rocks, soil
and aggregate materials for road construction can cause direct and indirect
long - term adverse impacts on the environment. The impacts of quarrying
operations could be significant at various stages of road construction and
are described stage wise.

Pre Construction Stage

Existing quarries that are already in operation with the required clearances
have been recommended for this project. No new quarries are proposed and
hence no major impacts, which arise in making new quarries operational,
are likely. In case the contractor decides in opening new stone quarries he
can follow the guidelines stipulated by the Government. A huge quantity of
sand would be required for the Pavement and cross-drainage structures
proposed. Sand required for the construction will mostly be procured from
the river quarries. As an alternative to borrowing of sand from river bed, the
possibility of using stone crusher dust has been explored. Stone dust from
crusher can be used for the construction works provided the quantity and
the quality produced is certified by the Independent Engineer to be
satisfactory for all construction works, else river sand shall be used from the
identified quarries. None of the sand quarry sites would require any
preventive environmental measures. However, the long leads mean that care
will be taken to prevent spillage of material and damage to the haul roads
during transportation. No additional adverse environmental impact, except
those resulting from spillage during transportation, is expected to occur.

Construction Stage

A major source of dust during the construction stage is from stone crushing
operations from the crusher and the vibrating screen. The dust, in addition
to being a health concern also reduces visibility thereby increasing safety
concerns. As no new quarry needs to be opened for this project (majority of
the material shall be from cut operations, reuse of old materials and existing
quarries within the site itself), therefore, no new impacts are likely to arise
due to quarrying operations. A properly enforced EMP could improve the
working conditions of workers in the existing quarry areas selected for the
project. Though the quarry materials are to be transported over long
distances to the construction sites, almost all the quarries identified have
proper access roads, therefore, no major impacts during the hauling of
materials is envisaged. The issue of dust generation etc along the haul roads
will be taken care through proper enforcement of dust suppression
measures.

Soil Erosion

Pre Construction Stage

The removal of roadside vegetation will cause erosion, and increased run-off
would in turn lead to erosion of productive soil. The direct impact of erosion
is the loss of embankment soil and danger of stability loss for the road itself.
This impact is generally restricted to the ROW. The project has taken care of

8|Page
 ENVIRONMENT MANAGEMENT PLAN
this issue at the engineering design stage itself, as at design gradients of
1:2, the slopes of the embankments are perceived to be stable for all
stretches of road.

Construction Stage

Elevated sections of road in all sections, particularly all high embankments

along the bridge approaches would be vulnerable to erosion and need to be
provided proper slope protection measures to prevent erosion. Construction
of new bridges involves excavation of riverbed and banks for the
construction of the foundations and piers. If the residual spoil is not
properly disposed off, increased sedimentation downstream of the bridge is
likely. Though during construction period, drainage alteration and
downstream erosion / siltation is anticipated, due to the improved design
and added capacity of the cross-drainage structures, there should be an
improvement in the drainage characteristics of the surrounding area.
Adequate slope protection measures are proposed as part of engineering
design. Removal of trees to facilitate construction will cause erosion
problems until the proposed compensatory affore station plantation is
established. Silt fencing to be provided to prevent eroded material from
entering watercourses. The regular cleaning of the drains will be done to
ensure that these structures will not be overloaded or rendered ineffective
due to overload.

Operation Stage

No soil erosion is envisaged when the road is in operation as all the slopes
and embankments of the project road shall be stabilised through sound
engineering techniques. The issue has been addressed at the design stage
itself and all slopes have been 1:2, which shall ensure stability of the
embankment. Appropriate landscaping measures such as pitching of slopes
and turfing shall prevent soil erosion taking place.

Compaction of Soil

Pre Construction Stage

Compaction of Soil will occur in the pre-construction stage (particularly

during site clearance stage) due to movement of heavy machinery and
vehicles. Transplantation of trees if carried out shall involve very heavy
machinery to uproot trees and haul them to the site of transplantation.
Similarly, compaction will take place during setting up of construction
camps and stockyards. However, this is a short duration impact.
Appropriate measures will be adopted to minimise the area of soil
compaction.

Construction Stage

Compaction shall occur beyond the carriageway and within the vegetated
area of the ROW by the movement of vehicles and heavy machinery.
Movement of vehicles during road construction is the major cause of soil
compactions. This impact is direct and will be the maximum in the ROW. It

9|Page
 ENVIRONMENT MANAGEMENT PLAN
will be ensure that there is no adverse impact of soil compaction in areas
other than the ROW, where vegetation can grow and rain infiltration will
take place.

Operation Stage

During the operation period compaction will be restricted to the CW itself.

Compaction cannot be said to be an impact of the operation stage as the
pavement itself is a function of compacted base and sub base.

Contamination of Soil

Pre Construction Stage

Contamination of oil in the pre-construction stage may be considered a

short-term residual negative impact. Soil contamination may take place due
to solid waste contamination from the labour camp set up during pre-
construction stage. This impact is significant only at locations of
construction camps; stockyards, hot mix plants etc. will come up in this
stage.

Construction Stage

Contamination of soil during construction stage is primarily due to

construction and allied activities. The sites where construction vehicles are
parked and serviced are likely to be contaminated because of leakage or
spillage of fuel and lubricants. Pollution of soil can also occur in hot-mix
plants from leakage or spillage of asphalt or bitumen. Refuse and solid
waste from labour camps can also contaminate the soil. Contamination of
soil during construction might be a major long-term residual negative
impact. Unwarranted disposal of construction spoil and debris will add to
soil contamination. This contamination is likely to be carried over to water
bodies in case of dumping being done near water body locations.

Operation Stage

During the operation stage, soil pollution due to accidental vehicle spills or
leaks is a low probability as one of the main objective of the project is to
reduce accidents, but potentially disastrous to the receiving environment
should they occur. These impacts can be long term and irreversible
depending upon the extent of spill.

Air

Air quality along the project corridor will be impacted both during the
construction and operation stages of the project.

Construction stage impacts will be of short term and have adverse

impacts on the construction workers as well as the settlements adjacent to
the road, especially those in the down wind direction.

10 | P a g e
 ENVIRONMENT MANAGEMENT PLAN
Operation stage impacts will not be as severe as the construction stage
impacts and will be confined generally to a band of width ranging from 50 to
75m from the edge of the last lane on either side of the corridor.

Both the construction and operation stage impacts can be effectively

mitigated if the impacts have been assessed with reasonable accuracy in the
design stage. j

Generation of Dust

Pre Construction Stage

Generation of dust is the most likely impact during this stage due to:

Site clearance and use of heavy vehicles and machinery etc.;

Procurement and transport of raw materials and quarries to construction

sites;

The impacts will mostly be concentrated in the PROW. If adequate

measures such as sprinkling of water on haul roads around sites where
clearance activities are on, covering material trucks especially those carrying
sand and fly ash, then the impacts can be reduced to a great extent. It is
likely that impacts due to dust generation are felt downwind of the site
rather than on the site itself.

Construction Stage

As the project corridor lies in a location where the major air pollution
generating sources are stone quarry and the construction activities proposed
to be carried out during the dry season (when the moisture content would
be less), dust generation, particularly due to earthworks will be significant.
Dust is likely to be generated due to the various construction activities
including:

Stone crushing operations in the crushers;

Handling and storage of aggregates in the asphalt plants;

Concrete batching plants;

Asphalt mix plants due to mixing of aggregates with bitumen; and

Construction and allied activities.

Generation of dust is a critical issue and is likely to have adverse impact on

health of workers in quarries, borrow areas and stone crushing units. This
is a direct adverse impact, which will last almost throughout the
construction period. The Environmental Management Plan has laid
emphasis on enforcement of measures such as provision of pollution masks,
regular sprinkling of water to suppress dust along haul roads at quarries,
crushers and borrow areas to mitigate this impact.

Operation Stage

11 | P a g e
 ENVIRONMENT MANAGEMENT PLAN
The negative impacts on air quality during operation stage shall not be
significant as that of construction stage. This is due to the reduction in
concentration of dust particles.

Generation of Exhaust Gases

Pre Construction Stage

Generation of exhaust gases is likely during the pre construction stage

during movement of heavy machinery, oil tankers etc. This impact is
envisaged to be insignificant during the pre construction stage.

Construction Stage

High levels of SO2, HC and hydrocarbons are likely from hot mix plant
operations. Volatile toxic gases are released through the heating process
during bitumen production. Although the impact is much localised, it can
spread downwind depending on the wind speeds. It is ensured in the
Environment Management Plan that adequate measures are taken especially
for health safety of workers such as providing them with pollution masks
during working hours. Also, It is ensured that hot mix plants, stockyards,
etc. are away from residential areas and residential quarters of all workers.
Moreover Pollution under Control certificate for all equipments and
machinery as per prevalent norms will be provided. These adequate
measures can be negligible impacts from generated gases.

Operation Stage

The major impact on air quality will be due to plying of vehicles. The impacts
on air quality will at any given time depend upon traffic volume / rate of
vehicular emission within a given stretch and prevailing meteorological
conditions. Air pollution impacts arise from two sources: (i) inadequate
vehicle maintenance; and (ii) use of adulterated fuel in vehicles.
Enforcement standards to meet better vehicle performance in emissions and
the improvement of fuel constituents can assist in improving regional air
quality.

Water Resources

To facilitate the cross-drainage at water crossings, 4 minor bridges and 174

culverts are proposed. The surface water bodies along the project road might
be subject to adverse impacts due to the various construction activities as
well as during the operation stage of the project. The impacts on water
resources have been summarised in table below.

12 | P a g e
 ENVIRONMENT MANAGEMENT PLAN

Alteration of Drainage

Impacts of road construction, which lead to alteration of drainage, are

generally found widening at culvert or bridge locations. This requires river
and or gully training for the period during which the bridge is to be
constructed. Alteration of drainage can lead to soil erosion of adjacent areas,
disturb local vegetation and impair local ecology.

Pre Construction Stage

No drainage modification of surface flow of rivers / streams is envisaged

during pre construction period.

Construction Stage

Though the constructions along the watercourses are to be carried out in

the lean flow periods, as the streams are perennial, the construction
activities will necessitate the diversion of the waterway. This diversion of
flow can significantly harm the aquatic habitat, if any. The waterway will be
constricted, increasing velocity downstream of the bridge. This will mean
increased sediment load with the flow, thereby allowing less sunlight to
penetrate into the water and can reduce growth of micro flora. The impact
shall be direct but short term in nature and shall last till the construction
period. Short-term increase in runoff during construction may occur due to
the removal of trees, vegetative cover and compaction of the surrounding soil
during pre construction. Thus the increased sediment load will be a
significant impact that is addressed for all water bodies along the corridor
and adequate silt fencing measures will be provided. The design proposes
the raising of the embankments from the existing levels to ensure that the
finished pavement is above the maximum flood level so as to prevent any
impacts due to any water seepage in the pavement. No significant impacts in
the drainage pattern due to the raising of the road profile are likely, as the
road design itself takes care of the cross-pavement drainage.

13 | P a g e
 ENVIRONMENT MANAGEMENT PLAN
Operation Stage

The project involves the widening of carriageway. One of the unavoidable

aftermaths of road construction is the increased surface run off. The new
lanes, which are essentially a paved impervious surface, will cause
increased surface runoff along the roadsides. Increase in surface run-off is
due to the creation of impervious surfaces that prevent the flow of water into
the ground. Impacts due to surface runoff include increased soil erosion and
local flooding or water logging. However,. Surface runoff shall be drained to
the nearest cross drainage structure. The engineering design includes
design of cross drainage structures, which should take care of the extra
flow.

Water Required for the Project

Pre Construction and Construction Stage

The most likely significant impact on water during construction is depletion

of water table. Cementations Base layer in pavement have been suggested.
The Cementations Base construction works requires a considerable quantity
of potable water for the various activities including construction of the
pavement, dust suppression, curing etc.

The peak demand of water to be used during the construction phase will be
easily manageable. The demand shall be met through availability of ample
supply both from surface sources and ground water. Thus, it is apparent
that the water requirement for the project will not be a major impact on the
environment. As the ground exploitation is not very prominent in the project
district, the ground water resources may not be impacted due to the project
activities. More over surface water sources shall also be utilised (wherever
available) for the project activities.

Operation Stage

The depletion of water is predominantly restricted to the construction phase.

The road operation does not make a demand on the available water
resources apart from time to time requirement during works such as
maintenance of road side tree plantations.

Water Quality

Pre Construction Stage

Water sources including flowing and stagnant water sources are likely to be
contaminated due to activities such as setting up workers camp near water
sources or transportation of construction material such as sand, borrow
material etc without covering it. Due to tree felling soils around the water
bodies and surface drainage channels will be exposed during the pre-
construction stage, during which, the suspended sediments and the
associated pollutants can be washed in to these water sources. As soil all
along the corridor isn’t of alluvial type, the impacts due to the increased
sediment load will not be a significant impact that is addressed for all water

14 | P a g e
 ENVIRONMENT MANAGEMENT PLAN
bodies along the corridor. Even then adequate silt fencing measures need to
be provided. Contamination of groundwater is another likely impact of road
construction and allied activities. The groundwater recharge areas may be
reduced due to an increase in impervious layers due to the construction.
The contamination of the groundwater resources due to the project is likely
at the following locations:

Along construction sites, camps involving moving of construction

equipments and machinery.

At the various community water bodies and sources of water supply such
as hand pumps etc

Along the entire length of the corridor especially around urban areas and
productive lands.

Construction camps or stockyards are not located near Rivers, irrigation

canals and water bodies to prevent oil spills.

Construction Stage

The impacts on water quality will be of greater concern during the

construction stage. Increased sediment load during preparation of the site is
the most likely adverse impact. The contamination by fuel and oil from
construction vehicles or bitumen from hot-mix plants is less likely and in
any case expected to be localised. Discharge from labour camps and vehicle
parking areas will have to be treated before discharge into any watercourse.
It is during the operation stage that the leakage or spillage from vehicles
damaged, overturned or just badly maintained is more likely.

The construction activities around the surface bodies can affect the water
quality due to the disposal of solid and liquid wastes from labour camps,
fuel and lubricant spills or leaks from construction vehicles, fuel storage
and distribution sites and from bitumen or asphalt storage at hot-mix
plants.

Also, the raising of the road shall mean that more embankment surface is
prone to erosion. However, the engineering design shall ensure protection of
embankment slopes. The spoil heaps around the construction sites are also
prone to erosion and contribute to the increased sediment load in the near-
by water bodies. The major parameter of concern would be the sediment
load from the spoils. The major pollutants of concern are suspended solids,
oil and grease, lead and other heavy metals.

Concentration of suspended solids is likely to be highest during the

construction stage and immediately after the construction when vegetation
has not been fully established on the embankment slopes.

Oil and grease form a film on the water surface and hinder the transfer of
oxygen into water.

15 | P a g e
 ENVIRONMENT MANAGEMENT PLAN
Though the compounds of lead are suspected to be carcinogenic, it is
unlikely that leads pollution to have significant effects as 90-95% of lead in
run-off is inert, and will be further diluted in the receiving water bodies,
where the lead concentrations are minimal.

Discharge from labour camps and vehicle parking areas will treated before
discharge into any watercourse. It is during the operation stage that the
leakage or spillage from vehicles damaged, overturned or just badly
maintained is more likely. The existing levels of contaminants, which can
trace their origin to road run-off, indicate that water quality degradation is
not a significant impact. Normally groundwater is shielded from the effects
of such degradation.

The impacts of run-off laden with sediment may be felt in villages that
depend on the fish living in the water-body. Increased sediment load, lesser
sunlight, difficulty to settle, etc will make the water more turbid. If the
concentrations are higher, smaller fish may be harmed. Large, heavy
sediment, particularly with slow moving water may smother algae and
eventually alter the nature of the sub-stratum. Excessive sediment loads
may also mean disruption to areas where fish lay their eggs. However, it
must be noted that these effects are probable only during construction
stage. The water quality of surface drainage channels is likely to be impaired
as long as the construction period continues. However, measures to divert
the passage of pollutants into the river will be adopted to minimise the
impact.

Operation Stage

No contamination of any water source is envisaged during the operation

period.

Impact on other Water Supply Sources

The impact on the local water supply sources like hand pumps, natural and
manmade water bodies, wells and concrete tanks will be significant as many
are directly impacted. These though shall be replaced with new sources at
locations near to the existing ones. The project alignment was chosen
cautiously to avoid maximum impact on the water resources, however, at
some locations the impact is unavoidable as the proposed project is lateral
widening of existing road.

Noise levels

Though the level of discomfort caused by noise is subjective, there is a

definite increase in discomfort with an increase in noise levels. Road noise
depends on factors such as traffic intensity, the type and condition of the
vehicles plying on the road, acceleration / deceleration / gear changes by
the vehicles depending on the level of congestion and smoothness of road
surface. The baseline noise levels monitored at various locations along the
project road section indicate the baseline levels exceed in some commercial
areas /market as well as residential area. Thus, noise is a major area of

16 | P a g e
 ENVIRONMENT MANAGEMENT PLAN
concern, especially since a number of sensitive receptors (schools, colleges
and hospitals) have been identified to be quite close to the road. The impacts
on noise due to the project will be of significance in both the construction as
well as the operation stages.

4.2 BIOLOGICAL ENVIRONMENT

Forest Areas

The proposed project is out of forest land.

Roadside Plantations

The principal impact on flora involves the removal of trees for the creation of
a clear zone within the Corridor of Impact. Reason for clearing trees is
threefold:

To prevent single-vehicle collision with the roadside trees, trees very close
to the road need to be cleared. Roadside trees are safety hazards,
particularly those trees with strong and rigid stems. Some trees are safety
hazards because they preclude clear sight distances. Some trees have a
propensity to overturn when old and are potential safety hazards depending
upon age and decay condition. All trees that are safety hazards need to be
cleared.

To ease construction of the embankment for the widened road formation

and, to permit construction of adequate roadside drainage structure, trees
located within the area between the pavement and the daylight line needs to
be removed.

Trees need to be cleared to facilitate construction of traffic detours. As the

present project road is mainly two lanes, there shall be need for diversions
especially except for construction of minor bridges.

The stage wise impact on roadside trees and plantation has been described
in the following sections.

Pre Construction Stage

The project has a significant, direct and long-term impact on Roadside trees
in the Pre construction stage. The cutting of trees shall have manifold
impact. Most visible impact is the loss of shade. Also, there is a possibility of
the local people being deprived of tree products, such as wood, fruits, leaves
etc. Removal of roadside tress will reduce comfort levels for slow moving
traffic and pedestrians. This is the only impact considered important after
the effect on the embankment stability has been considered. It may be
pointed out that this may be marginal in case of a full fledge National
Highway, where the segregation of through (fast-moving) and local (slow-
moving and pedestrian) becomes a major consideration. This negative
implication needs to be taken into consideration by compensating with new
plantation along the ROW of the project highway. The felling of trees need to
be compensated by compensatory affore station, and wherever possible, the

17 | P a g e
 ENVIRONMENT MANAGEMENT PLAN
options of transplantation of significant trees need to be worked out and
adequate provisions for the monitoring of the same need to be worked out by
the client. A far less contentious issue, which normally takes the back seat,
is the importance of the ecosystems supported by the roadside trees. Not
only would the removal of trees lead to erosion, it would also mean that the
micro-ecosystems developed on the roadside with the birds, animals and
insects using the plantation over the years would be lost too. The only
mitigation would be to ensure that the compensatory affore station required
as per the MoEF guidelines for the project is carried out with native species
and proper care of the saplings is taken to ensure that the roadside
plantation returns to its previous state as quickly as possible. Co-operation
of locals to ensure that local cattle do not damage the saplings during the
early stages of growth will be required.

The roadside plantations will need to be cleared for the project. Though the
loss of these trees is an irreversible and long-term impact, the loss of the
roadside plantations shall have to be compensated in accordance to the
principles of the Forest (Conservation) Act.

Construction Stage

The construction of new road shall involve removal of topsoil and clearing of
vegetation cover and felling of trees.

Fauna

Domesticated animals dominate fauna species. There might be some

endangered species within the forest area near to the project, though
straying of these animals outside the forest areas is not reported by the
inhabitants. There is likelihood of slight impact to local domestic animals,
which graze in the area especially after the road is constructed. Increased
vehicle movement in the area might lead to accidents involving animals. In
areas with high traffic volumes, road kill can be a considerable or even the
predominant cause of mortality. To avoid such accidental kill, the project
shall provide suitable animal crossing as part of the project.

More over there shall be positive impact on the faunal species during the
operational phase. The plantation activity carried out, as part of the project
component shall provide shelter and food for the smaller avian and
mammalian species, which in turn shall improve the overall food chain and
food web and ultimately the ecology of the area

Aquatic Ecology

The construction of new bridges will cause some contamination of the river /
canal water due to spillage of construction material, sediment loading &
increased turbidity downstream of the bridge location. Construction activity
during widening of road will directly or indirectly affect several water bodies
located adjacent to the road. This change shall have some impact on the
flora and faunal species and change the nature of the substratum resulting
in decline in the number and diversity of plants and thus the food web. No

18 | P a g e
 ENVIRONMENT MANAGEMENT PLAN
negative impacts are envisaged on the aquatic ecology during the
operational phase.

4.3 SOCIAL ENVIRONMENT

Human Use Values

Change in Land Use

The development that the improved road will bring with it will induce a
chain reaction towards change in land use. Change In land use will be
sparked off as a result of land speculation. The road, which is flanked by
agricultural fields, will witness overnight selling of these lands for the prices
that they will fetch. Industrialisation of fringe areas of cities is also a
possible impact of a road development scheme. The availability of cheap
labour and easy access to markets in the city will make roadside areas quite
an incentive for the industrialist. Reduced transportation costs and
availability of high-class transportation facilities for raw materials and
products will be the most important advantage of the improved road. The
mushrooming of industrial areas on roadside will mean that the use of
whatever infrastructure facilities that may be available will preferentially go
to the 'deep pockets' of the end users.

Land Speculation

Better connectivity will also mean that the value of roadside properties will
rise almost overnight. The encroachment onto the ROW for the road to cash
in on this opportunity is an almost universal occurrence, to varying degrees.
Encroachment will mean that the future expansion / widening of the road
scheme will be problematic and the issues related with easement and
eviction will become a real challenge for the Government that is already
stretched to the limit. However, the damage to encroaching structure,
whatever its status, in case of an accident will be far more visible and
potentially dangerous impact of such activity. Strict planning laws in
conjunction with continuous unbiased monitoring of the development are
the only proven strategies against such illegal activities.

Cropping Pattern and Crop Productivity

The proposed project is likely to bring in its wake industrialisation and

change in land use. This translates into change of land currently under
agriculture to more commercial use. It is envisaged that due to this
proposed change the crop productivity in the agricultural belt immediately
adjoining the ROW shall decrease. This impact is envisaged only to be valid
for the agricultural land immediate to the ROW. Although the spatial impact
is likely to be insignificant the impact will be irreversible in nature.

Exploitation of Resource base

19 | P a g e
 ENVIRONMENT MANAGEMENT PLAN
Development of a road in areas previously not easily accessible can work
like a double-edged sword for the environmental resources in the area.
While the road would unlock potential value in the area, stimulate growth
and make the environment hospitable, the rapid depletion of natural
resources, by means with which these areas cannot cope is a distinct
possibility. Development of such vital Infrastructure will lead to over
exploitation of the environmental resources (e.g. too much groundwater
pumping, indiscriminate wastewater disposal, etc.). While the medium term
impacts may not be large enough to be noticed, the long-term implications
of such depletion are potentially disastrous. The severe depletion of ground
water resources in certain areas are likely if the expanded urban areas
continue to use bore wells for their domestic water supply.

Road Safety

The improvement of the project road will entail widening the existing
carriageway to a two-lane section and improve its condition to allow vehicles
at design speeds. Increased vehicular speed mean that the fringe areas of
the road are at increased risk from speeding vehicles. The existing facilities
and amenities along the road shall be subjected to adverse impacts of road
operation. The possibility of accidents is likely to increase. The possibility of
this happening is a cause of concern as there are many educational,
cultural and health institutes along the road.

Induced Ribbon Development

The development of a road scheme will lead to extension of urban areas

especially at the ends of cities and towns through which the road passes.
The improved transportation facility provides the linkages that will allow
much better access to previously difficult to reach markets (for buyers and
sellers). This would mean not only the people from congested areas in cities
will want to move to the fringe, but also, people from nearby rural areas
would migrate to the city. Urban services are seldom able to keep pace with
the growth of a city. The growth of a city beyond the established spread
network will mean piecemeal arrangements for services like water supply,
wastewater treatment and disposal, and transportation. All the settlements
along the project corridor will experience a sudden boom in activity and
population around the start of operation of the project corridor. Thus, a
ribbon development is envisaged all along the project road

Cultural Properties

Relocation of Cultural Assets Cultural properties (shrines, sacred and

archaeological structures) lying near the ROW are most susceptible to
impacts due to pre-construction and construction activities. Clearing of the
site during movement of road construction machinery is likely to require a
belt of about 4-5m from the edge of the carriageway, which is likely to
adversely impact cultural properties. Cultural properties will be subjected to
varying degree of impact depending upon their placement in the ROW.
Structures, which are close to the proposed CW, are likely to need
relocation. The project shall directly impact some religious structures which

20 | P a g e
 ENVIRONMENT MANAGEMENT PLAN
have to be relocated. The construction shall also partially impact various
religious structures. The access of some of these cultural properties shall
also be compromised. Some cremation sites are likely to be affected.
However, best effort shall be given to avoid those sites.

Quality of Life Values

Socio-Economic Profile

The detailed socio-economic analysis of people, structures and property

likely to be impacted by the proposed project has already discussed in this
report.

Public health and safety

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
ROW 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.

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.

In case of non-local labour (If so is arranged by the contractor), labour

camps are set up at one or more sites adjacent to the alignment, and at
some ancillary sites, like aggregate quarries. These labourers hired from
outside can have clashes with the local population on account of cultural
and religious differences. The influx of a large work force to an area, already
hard pressed for basic services (medical services, power, water supply, etc.),
can impose additional stress on these facilities.

In and around forest areas if alternative fuels are not made available to
the workforce, there is a likelihood that trees / branches will be cut down
for cooking or heating purposes.

Unsanitary conditions in the labour camps might also result in impact on

health of labourers as well as the local population. Transmission of diseases
is also facilitated by the migration of people. During the construction phase
work, crews and their dependents may bring with them a multitude of
communicable diseases including Sexually Transmitted Diseases (STDs) like
AIDS. This is more so if the nature of the project requires more male-
workers, who have migrated from other parts of the state or country.

During road construction allied activities like quarrying and crushing

operations, traffic diversions, etc., may cause disruption of social and

21 | P a g e
 ENVIRONMENT MANAGEMENT PLAN
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.

The traffic amount and speeds are likely to increase throughout the road
corridors. The accident risk would tend to increase. Although the design
speeds have been kept lower in the major settlement areas, some amount of
severance is expected in the rural areas.

Land Acquisition

The new 4 - lane with paved shoulder/ paved shoulder SH shall require a
30m ROW in urban and rural areas. Total land required for widening and
upgrading the project corridor is shown in Schedule A Annex -II. Which are
to be acquired from private and other government land holdings. The bulk of
the land is required for widening and up gradation of the existing road
followed by curve improvements & service roads.

5.0 ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION

MEASURES

Since the project is widening and strengthening of already existing road, the
potential for the negative impacts is relatively small as compare to new
alignment. Most of the negative environmental impacts are related to
construction works which are inevitable. The impacts during construction
phase are mainly temporary or short term, whereas the impacts during
operation stage will have long term effects. Most of these negative
environmental effects can be 'design out' at an early stage through proper
engineering designs, which will emphasize the contractors to follow
environmentally friendly construction methodology and by applying proper
environmental safeguard measures at site.

5.1 Impacts during Pre-construction Phase

The environmental impacts associated with the pre construction stages

mainly include impacts due to design and location of the project as well as
site preparation for construction. The main issues involve in the
preconstruction stage are acquisition of land and properties, tree felling,
diversion of forest land, acquisition of common property resources,
relocation of public utilities etc. Most of the impacts of preconstruction stage
are permanent in nature. The anticipated impacts associated with the
preconstruction stage and their mitigation measures have been presented in
the Table 3.0.

Table-3-Anticipated impacts associated with the preconstruction stage

and their mitigation measures

22 | P a g e
 ENVIRONMENT MANAGEMENT PLAN
S. Environmental Mitigation Measures Implementation
No. Components/
Issues
1 Acquisition of• The acquisition of land Client
Land and private properties
2 Acquisition ofwill be carried by works Client
Properties department in
accordance with the EPC
agreement and
3 Resettlement and entitlement framework Client
Rehabilitation of for the project.
People • Early identification of
entitlement for
Compensation to
Compensate the Losses.
• All the affected people
will be compensated as
per Govt. norms before
commencement of
Construction works
4 Roadside Trees • All efforts will be made Client
to preserve trees by
restricting tree cutting
within the formation
width.
• Special attention will
be given for protecting
giant trees, and locally
important trees (having
cultural importance).
• Compensatory
plantation will be carried
out in the ratio of as per
Forest (Conservation) Act
and as per State Govt.
Plantation Strategy
within the proposed
ROW.
5 Impact on • The relocation site will Client
Religious/Cultural be decided with the
Features consultation with local
population and the
related community
users.
• Preference of the local
community using the
structure will be
addressed during

23 | P a g e
 ENVIRONMENT MANAGEMENT PLAN
relocation/ renovation of
such affected features.

6 Traffic Safety • The Adequate number EPC Contractor

of geometric corrections,
traffic signs, zebra
crossings, junction
improvement, traffic
lightings and caution,
regulatory and
informative signboards
have been provided in
the project as per IRC
codes.

5.2 Impact during Construction and Operation Stage

During construction period the major environmental issues will be related to

dust generation, emission of gaseous emissions, borrow area and quarry
operations, pollution due to operation of plants and equipments
contamination of land and soil, contamination of water bodies and public as
well as workers health and safety. These anticipated impacts will mainly
temporary and localised in nature and are likely to persist for short duration
till the construction activities are over in a particular area. However there
are some long term adverse impacts due to construction. These impacts
however can be mitigated effectively through proper planning, scheduling
and by application of environmental friendly construction practices. The
likely impacts due to construction activities and operation of the project are
explained along with the mitigation measures and institutional
responsibility of implementation of environmental safeguards measures have
been presented in the Table 4.0.

It can be inferred from the above discussion that the project has temporary
adverse environmental impacts during construction period which can be
controlled through good construction practices and implementation of above
mentioned environmental safeguard measures which have already been
addressed in the EIA study. Some permanent impact is envisaged due to the
project which is related to land acquisition and acquisition of structures,
which is unavoidable. However the impact has been minimized by suitable
selection of alignment and restricting ROW in built-up sections to the
minimum. Moreover the affected persons will be adequately compensated as
per Govt. Policy.

During Operation stage overall the project will have positive impacts and
with the provisions of traffic safety measures, provisions of public

24 | P a g e
 ENVIRONMENT MANAGEMENT PLAN
convenience, tree plantation, longitudinal drains, wider road etc. will
improve the general environmental conditions along the project corridor.

25 | P a g e
 ENVIRONMENT MANAGEMENT PLAN

26 | P a g e
 ENVIRONMENT MANAGEMENT PLAN

27 | P a g e
 ENVIRONMENT MANAGEMENT PLAN

28 | P a g e
 ENVIRONMENT MANAGEMENT PLAN

29 | P a g e
 ENVIRONMENT MANAGEMENT PLAN
6.0 ENVIRONMENTAL MANAGEMENT PLAN

Environmental Management Plan (EMP) is the key to ensure effective

implementation of environmental safeguard measures during different stage
of the project. The desired results from the environmental mitigation
measures proposed in the project will be obtained by proper planning of the
implementation of mitigation measures.

7.0 CONCLUSIONS

The proposed expansion will add in infrastructure development and will act
as a catalyst to boost the economic progress of the state. After the widening
and extensive provisions of road safety measures, existing road will ensure
smooth flow of traffic thereby will increase the public safety and comfort.
Benefits of the project will be the reduction in air pollution due to better
service levels of the road, reduction in travel time and accidents, better
connectivity. This will definitely encourage the economic along the project
stretch, thereby improvement of socio-economic condition of the area along
the project corridor.

With best management practices and a proper environmental management

& monitoring plan in place during construction and operation stages, the
proposed project is not expected to cause any significant adverse effect on
the surrounding environment.

30 | P a g e