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Environmental Impact Assessment ReportProject Co-ordinating Consultancy Services (PCC)for the Karnataka State Highways Improvement ProjectIBRD Loan/Credit No. LN-4114

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Govt of KanatakaPublic Works Dept.(Natonal Highways)

December 2000

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IIIE

Environmental Impact Assessment ReportProject Co-ordinating Consultancy Services (PCC)for the Karnataka State Highways Improvement ProjectIBRD Loan/Credit No. LN-4114

sXi~~~dar

Belga

Karwadurga

Mangalor ______ _

Prepaed for.

Govt of KamatakaPublic Works Dept.(National Highways)

December 2000

Karnataka State Hizhwavs Environmental Impact Assessment ReportImprovement Project Table of Contents

VOLUME-Il: ENVIRONMENTAL IMPACT ASSESSMENT REPORT

TABLE OF CONTENTS

1. INTRODUCTION ................................................................................ 1-1

1.1. PROJECT BACKGROUND .................................................................................. 1-11.2. METHODOLOGY ................................................................................ 1-21.3. STRUCTURE OF THE REPORT ................................................................................. -4

2. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK ........................................................... 2-1

2.1. HIGHLIGHTS OF THE INDIAN SYSTEM & MAJOR ORGANISATIONS . ........................................................ 2-12.2. RESPONSIBILITIES OF THE PROJECT PROMOTER & INTERFACES WITH OTHER AGENCIES ... 2-1

2.2.1. Interface wvithr the Ministry of Environment & Ftests .2-12.2.2. Interface with the Karnataka State Pollution Control Board .2-22.2.3. Interface wvith the Department of Land & Land Revenue of the GoK .2-22.2.4. Interface with thle Offices of the District Magist-ate & City Municipalities .2-42.2.5. Interface wvitlh tile Department of Forests of the GoK .2-42.2.6. Interface w1 itht thie Department of Mines of the GoK .2-5

2.3. STRENGTH OF THE PUBLIC WORKS DEPARTMENT OF GoK FOR INTERFACE MANAGEMENT ... 2-52.4. STATUTES RELATED TO ENVIRONMENT .............................................................................. 2-6

2.4.1. Land Acquisition Act, 1894 (with subsequent amendments) ................. ....................I................. 2-72.4.2. Tilze Indian Forest Act, 1927 ........................................................................... 2-72.4.3. Tlze Ancient monuments and Archaeological sites and Remains Act, 1958 and thle KarnatakaAncient monuments and Archaeological sites and Remains Act. 1961 . ....................................................... 2-72.4.4. Thze Karnutaka Foorest Act. 1963 .. 2-72.4.5. Thte Mvsore Highways Act, /964 ..................................... ......... .. 2-82.4.6. The Wildlife +'Protection) Act, 1972 ............................................. 2..........-.......... .. -82.4.7. Water (Prevention and Control of Pollution) Act. 1974 ............................................................... 2 -82.4.8. The KarnataAa Preservation of Trees Act, /976 .. 2-82.4.9. The Fory- -second Amendment of the Constitution. 1976 ......................................................... 2-82.4.10. Town and Countrv Planning Act. 1976 .......................... ...................... . ........... _ 92.4.11. Forest Conservation Act. 1980 ........................................... ....................... 2-92.4.12. The Air (Prevention and Control of Pollution) Act. 1981 .. 2-92.4.13. Environment (Protection) Act, 1986 .. 2-92.4.14. Motor I lhicles Rules, 1989 .............................................. 2-102.4.15. Tlze Hazardous WIastes (Mfanagement And Handling) Rules. 1989 ............................................ 2 -102.4.16. Coastal Regulation Zone Notification. 1991 ..... .......................................................... 2-102.4.17. Pubfic Liability Insutrance Act, 1991 ..................................... 2.......................................... ......... 2-102.44.18. Sevenn -t-loarth, 4 mendment of the Constitutior. 1992 ................................................................. 2-102.4.19. Vational Environment Tribunial Act, 1995 .. ................................... 2-112.4.20. VatronalEnr iron menttAppellateAulitlhorint Act, 1997 ...............................................-................. -112.4.21. Putblic Interest Lttigation against Government ................................... 2.................................... . 2-11

2.5. GUIDELINES FOR EIA OF HIGHWAY PROJECTS, IRC: 104-1988 .. . 2-11

3. PROJECT DESCRIPTION . 3-1

3.1. PROJECT LOC ATION . 3-13.2. SCOPE OF \\WORKS . 3-13.3. TRAFFIC DETAILS PER ROUTE . 3-3

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Karnataka State Highways Envirownental Impact Assessment ReportImprovement Project Table of Contents

3.4. DESIGN OPTIONS CONSIDERED ...................................................... _-33.5. OPTIONS ON CONSTRUCTION METHODS..................................................3-4

3.5.1. em n O e Pavement....................................verlay........................ S-3.5.2. C ntrc New.....................Construction..................................... 6 -3.5.3. Treatment Alternatives..........................................................3-6

3.6. OPTIONS ON ROAD CONSTRUCTION MATERIALS.............................o..............3-6

3.6.1. k ...............................Rocks...................................... 7.. -33.6.2.alG avl............Natural.....................Gravel...................3...... 8 -3.6.3. d..................................Sand.........................3-8............ -3.6.4. s ..........................Fly................Ash.................3-8......... -3.6.5 m an m ntFl...........Embankment...........................Fill..................... 8-3.6 A phl.6.........................Asphalt................................3-8......... -

3.7. OPTIONS ON CROss DRAINAGE STRUCTURES.............................................3-103.8. OPTIONS ON INTERSECTIONS ON ROADS FOR UPGRADATION.................................3-103.9. P IO SONB PA SSOPTIONS................ON.......BYPASSES...................3............ 11

4. ANALYSIS OF ALTERNATIVES ........................................................ 4-I

4.1. N R D CTO ..........INTRODUCTION...................................................... 1-4.2. oP OJC PTO ....N.........PROJECT....................OPTION..................4....... 1-4.3. STRATEGIC OPTION STUDY............................................................4-14.4. INITIAL PACKAGE OF THE KSHIP ...................................................... 4-14.5. ALTERNATIVES SUGGESTED By KPCC...................................................4-14.6. IMPACT OF WORLD BANK'S CRITERIA...................................................4-14.7. E IN L ER A IV S.DESIGN...............ALTERNATI......................ES.......... 4...... 2-

4.7.1. teA ten tie ......Route..............Alternatives............................... -2.. -4.7.2. Alignment Alternatives ......................................................... 4-24.7.3. Bypass Alternatives ...... _..................................................._ 4-34.7.4. Cross-section Alternatives ....................................................... 4-3

4.8. ALTERNATIVE METHODS OF ROAD CONSTRUCTION.........................................4-34.9. NC U JN .............CONCLUSION.......................................4............ 3. -

5. BASELINE ENVIRONMENTAL SET UP ................................................ 5-1

5.1. N R D CTO .........INTRODUCTION....................................................... I-5.2. H SCA ES U CE .PHYSICAL....................RESOURCES.............. .................... 1-

5.2.1. sog a k ..............P........................................................... I55.2 Ge lg..........................Geolo.............................................. -5.2.3. m t ...........................................ate.................5-4.......... -55.2.4.raue................Te..........pe.....rature................................. 4 -5.2. Ra5.ll.......................R............ ...... ....... ............... ..... ...... 4. -5.2.6. ecin fWi Directio................................of........Wi.......d............. 4-5.2. 7. Ambient Air QuialityI...I.......... ........................................... 5-45.2.8. AmbientNoise Level ...........................................................- 145 .2.9. Drainage Sy'stemi.............................. ............................... 5-165.2.10. Soil ...................................... 5........................-2...........52

5.3. EcOLOGICAL RESOURCES............................................................5-205.3.1. lr Flora ....................................................................... 1.525.3.2. Fauna ....................................................... 5-24..............52

5.4. U A U EVA U S........U......AN........SE...... .ALUES............................. 2... 525.4.1. d Land ..................................... .use.......................-....... 5~52

5.5. SoCIAL ENVIRONMENT ........... .................................................. 5-265.5.1. Demographic Feat .....ures----------.5-26------- ---- - -- -..................... 525.5.2. Occutpational Pattern ......................................................... 5-28

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Improvement Project Table of Contents

5.5.3. Economic Profile of the Region ....................................................... 5-315.5.4. Regional and Local Utilities along the Project Routes ....................................................... 5-325.5.5. Religious and other sensitive structures along thle Project Routes ............................................. 5-32

5.6. PUBLIC HEALTH ............................................ . ..................... 5-32

5.7. ACCIDENT HAZARDS AND SAFETY ......................................................... 5-32

5.8. AESTHETICS ......................................................... 5-335.9. SITES OF TOURIST AND ARCHAEOLOGICAL INTEREST ......................................................... 5-33

6. IMPACT ASSESSMENT AND MITIGATION MEASURES ....................... ......................... 6-1

6.1. INTRODUCTION ........................... .......................................................................................................... 6-16.2. IMPACTS FROM LOCATION ............................................................. 6-1

6.2.1. Impacts of Gravity Flow Irrigation Systems ......................................... 6-16.2.2. Large Reservoirs behind Dams ......................................... 6-26.2.3. Consequences of Extensive deforestation ......................................... 6-26.2.4. Improper Road Drainage System ......................... 6-36.2.5. Effects of Growing Mining Economy .......................... 6-3

6.3. IMPACTS FROM ROAD DESIGNS ................................... - . - . .- - ... 6-3

6.3.1. Impacts from Altered Design ......................................... 6-46.3.2. Impacts from Diversion from Current Use of Land ......................................... 6-46.3.3. Impact on people due to land acquisition and displacement ......................................... 6-56.3.4. Impacts on Regional Utilities ......................................... 6-66.3.5. Impacts on Local Utilities ......................................... 6-66.3.6. Impacts on Local Religious Structures ......................................... 6-76.3.7. Impacts on Other Community Assets ......................................... 6-76.3.8. Impacts on Avenue Trees ......................................... 6-86.3.9. Impactsfrom the Choice of Construction Materials ............ ............................. 6-106.3.10. Accidents and Road Safety ......................................... 6-10

6.4. IMPACTS DURING CONSTRUCTION ... ............................... 6-11

6.4.1. Impacr on Land Resources ......................................... 6-116.4.2. Impacr on soil qtialit6 ... ........................................... 6-126.4.3. Impacr on vater resources ......................................... 6-126.4.4. Impact on wvater qualit ............... 6.............................................................................................. 6-126.4.5. Impact on Air Quality ....................................... 6 2.......... ..... ... 6-126.4.6. Impact on Noise Level .............................. 6-136.4.7. Impact on Biological Etnvironment .............................. 6-136.4.8. Impactsffrom Sanitation and Waste disposal ............................... 6-136.4.9. Other impacts .............................. 6-14

6.5. IMPACTS DU RING OPERATION PHASE .. . 6-146.5.1. Impacr on Land Use ...................... 6-156.5.2. Impact on Air -Quality ............................ 6-156.5.3. Imp4c l on Noise le el............... ....... 6-166.5.4. /mpac, on Ecological Resources ...................... 6-176.5.5. Acciient Hazards and Safet. ...................... 6-176.5.6. Aestihctrcs ..... : 6-18

6.6. CONCLUDING OBSERVATION . . .6-18

7. PUBLIC CONSULTATION .. 7-1

7.1. INTRODUCT. ION ........................................................ 7-17.2. CONSULTATION DURING ENVIRONMENTAL SCREENING ........................................................ 7-17.3. CONSULTA-ION DURING MONITORING AMBIENT AIR QUALITY & NoISE LEVEL ............... .................. 7-27.4. JOINT PUBL:C CONSULTATIONS WITH SOCIAL IMPACT ANALYSTS ........................................................ 7-37.5. THE STAKEHOLDERS MEETING .... 7-4

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Karnataka State Highways Environmental Impact Assessment ReportImprovement Project Table of Contents

7.6. PUBLIC DISCLOSURE OF EIA REPORT ............................. 7-57.7. CONCLUSION ............................. 7-5

EXHIBITSAPPENDIX 6.1APPENDIX 6.2APPENDIX 6.3APPENDIX 6.4APPENDIX 6.5APPENDIX 7.1

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Kamataka State Highwavs Environmental Impact Assessment ReportImprovement Project List of Tables and Figures

LIST OF TABLES AND FIGURES

TABLE 1-1: ROADS SELECTED FOR UPGRADATION IN PHASE-I .................................................................... 1-1TABLE 1-2: ROADS SELECTED FOR MAJOR MAINTENANCE IN PHASE-I ................................................................. 1-1

TABLE 3-1: DISTRICTS AND TALUKS TRAVERSED BY THE PROJECT ROADS ................................... e....3-1TABLE 3-2: PROPOSED CONTRACTS PACKAGES .................................................................... 3-1TABLE 3-3: PRESENT & PROJECTED TRAFFIC BY VEHICLE TYPES ALONG THE PROJECT ROADS .......................... 3-3TABLE 34: GUIDING PARAMETERS FOR ROAD UPGRADATION IN RURAL AREAS ................................................. 34TABLE 3-5: GUIDING PARAMETERS FOR ROAD UPGRADATION IN SEMI-URBAN & URBAN AREAS ...................... 34TABLE 3-6: SOURCES OF COMMON ROAD CONSTRUCTION MATERIALS ............................................................... 3-6TABLE 3-7: NUMBER OF NEW IMPROVED CROSS DRAINAGE STRUCTURES ......................................................... 3-10TABLE 3-8: LIST OF INTERSECTIONS FOR IMPROVEMENT ......................................... 3.... . . .. 3-10TABLE 3-9: URBAN CONGESTION AND PROPOSED BYPASS ........................................ 3-12

TABLE 5-1: TOPOGRAPHY ALONG THE ROUTES ........................................ 5-ITABLE 5-2: GEOLOGY OF THE STUDY AREA ........................................ 5-1TABLE 5-3: TEMPERATURE RANGE (IN CENTIGRADE) ........................................ 54TABLE 5-4: RAINFALL PAT TERN IN TH E STUDY AREA ........................................ 5-4TABLE 5-5: AMBIENT AIR QUALITY STANDARDS (NATIONAL).. .0. .............................. 5-10TABLE 5-6: LOCATION OF AMBIENT AIR QUALITY MONITORING STATIONS ............................ 5-10TABLE 5-7: AMBIENT AIR QUALITY MONITORING RESULTS ........................................................... 5-13TABLE 5-8: NOISE LEVEL (AMBIENT AIR QUALITY STANDARDS) ................................................. 5-14TABLE 5-9: AMBIENT NOISE LEVELS MEASUREMENT STATIONS ........................................................................ 5-I5TABLE 5-10: AMBIENT NOISE LEVEL ................................................. 5 -15TABLE 5-1 1: DRINKING WATER- SPECIFICATION- IS 10500: 1991 .5-16TABLE 5-12: AMBIENT QUALITY OF SURFACE WATER. 5-17TABLE 5-13: SOIL CHARACTERISTICS OF THE STUDY AREA .5-20TABLE 5-14: SOIL SAMPLING LOCATION ALONG THE PROJECT ROUTES .5-20TABLE 5-15: SPECIES OF TREES IN THE STUDY AREA .5-21TABLE 5-16: SOCIAL FORESTRY PLANTATION ALONG THE PROJECT ROUTE . 5-24TABLE 5-17: COMMON WILD FAUNA IN THE STUDY AREA . 5-24TABLE 5-18: LAND USE IN THE STUDY AREA . 5-25TABLE 5-19: DEMOGRAPHIC FEATURES OF THE STUDY AREA . 5-26TABLE 5-20: DEMOGRAPHIC FEATURES OF THE TOWNS OF THE STUDY AREA . 5-27

TABLE 5-21: LITERACY STATUS- RURAL POPULATION IN THE STUDY CORRIDORS . 5-28TABLE 5-22: WORKFORCE IN RURAL AREA . 5-28TABLE 5-23: WORKFORCE IN URBAN TRACTS . 5-29TABLE 5-24: OCCUPATION PATTERN OF MAIN WORKERS IN RURAL TRACTS . 5-29TABLE 5-25: OCCUPATION PATTERN OF MAIN WORKERS IN URBAN TRACTS . 5-30TABLE 5-26: MAJOR FUNCTIONS OF THE TOWNS . 5-31TABLE 5-27: ARRIVAL OF AGRICULTURAL PRODUCTS IN MARKETS . 5-31

TABLE 6-1: MAGNITUDE OF IMPACTS FROM ALTERED DESIGN . 6-4TABLE 6-2: EXTENT OF LAND ACQUISITION . 6-4TABLE 6-3: PAFS AND PAPS ALONG THE PROJECT ROUTES . 6-5TABLE 6-4: MAGNITUDE OF IMPACTS ON REGIONAL UTILITIES . 6-6TABLE 6-5: MAGNITUDE OF IMPACTS ON LOCAL UTILITIES . 6-6TABLE 6-6: LOCAL RELIGIOUS STRUCTURES FALLING IN THE CORRIDOR OF IMPACT . 6-7TABLE 6-7: MAGNITUDE OF IMPACTS UPON OTHER COMMUNITY ASSETS . 6-8TABLE 6-8: MAGNITUDE OF IMPACTS FROM FELLING OF AVENUE TREES . 6-8TABLE 6-9: SPECIES WISE NUMBER OF TREES IN THE PROPOSED CORRIDOR OF IMPACT . 6-9TABLE 6-10: PROPOSED Bus BAN, LOCATIONS ALONG THE PROJECT ROUTES . 6-11

TABLE 6-11: EMISSION FACTORS OF DIFFERENT-VEHICLES (G/KM) . 6-15TABLE 6-12: POLLUTION LOAD OF POLLUTANTS ALONG THE PROJECT ROUTES . 6-16TABLE 6-13: PREDICTED NOISE LEVELS (L) . 6-17

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Karnataka State Highways Environmental Impact Assessment ReportImprovement Project List of Tables and Figures

TABLE 6-14: No PROJECT AND UPGRADATION SCENARIO ASSESSMENT ............................................................ 6-19

TABLE 7-1: DETAILS OF PUBLIC CONSULTATION ................................................................................ 74

FIGURE 1-1: PROJECT ROADS - PHASE I ................................................................................. 1-5

FIGURE 2-1: ENVIRONMENTAL CLEARANCE PROCEDURE ................................................................................. 24FIGURE 2-2: FORESTRY CLEARANCE PROCEDURE UNDER FOREST CONSERVATION ACT, 1980 ............................ 2-6

FIGURE 3-1: PROJECT ROuTES .................................................................................. 3-2FIGURE 3-2: URBAN CROSS SECTION OF THE ROAD ................................................................................. 3-5FIGURE 3-3: RURAL CROSS SECTION OF THE ROAD .......................................... ....................................... 3-5FIGURE 3-4: SOIL GRAVELLINESS IN THE STUDY AREA ................................................................................. 3-9

FIGURE 5-1: PHYSIOGRAPHY OF THE STUDY AREA .................................. ............................................... 5-2FIGURE 5-2: GEOLOGY OF THE STUDY AREA ................................................................................. 5-3FIGURE 5-3: 24 HOURS RAINFALL ................................................................................. 5-5FIGURE 5-4: WIND ROSE DIAGRAM - RAICHUR IMD STATION ............................................................................. 5-6FIGURE 5-5: WIND ROSE DIAGRAM - GULBARGA IMD STATION . ........................................................................ 5-7

FIGURE 5-6: WIND ROSE DIAGRAM - BIDAR IMD STATION ................................................................................. 5-8FIGuRE 5-7: WIND RoSE DIAGRAM - BIJAPUR IMD STATION .............................................................................. 5-9FIGURE 5-8: AIR, NOISE, WATER AND SOIL MONITORING LOCATIONS ......................... ..................................... 5-11FIGURE 5-9: DRAINAGE BASINS OF THE STUDY AREA ................................................................................. 5-19FIGURE 5-10: SOIL TYPE OF STUDY AREA ..................... ............................................................ 5-22FIGURE 5-11: FOREST AREA BY TYPES ALONG THE PROJECT ROUTES ............................ .................................... 5-23

LoT-2 Scott Wilson / CES / IIIF

Chapter 1Introduction

Karnataka State Highways Environmental Impact Assessment ReportImprovement Project Chapter I

CHAPTER 1: INTRODUCTION

TABLE OF CONTENTS

1. INTRODUCTION ................................................ 1-1

1.1. PROJECT BACKQROUND ................................................ 1-11.2. METHODOLOGY ................................................ 1-21.3. STRUCTURE OF THE REPORT ................................................ 1-4

TABLE I -1: ROADS SELECTED FOR UPGRADATION IN PHASE-I .[................................................. I-

TABLE 1-2: ROADS SELECTED FOR MAJOR MAINTENANCE IN PHASE-Ii ................................................ I-I

FIGURE 1 - 1: PROJECT ROADS - PHASE I ................................................. 1-5

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Karnataka State Highways En% ironmental Impact Assessment ReportImprovement Proiect Chapter I

1. INTRODUCTION

1.1. Project BackgroundThe Karnataka State Highways Improvement Project (KSHIP) is an initiative by the Public WorksDepartment (PWD) of the Government of Karnataka (GOK), under the proposed World Bank loan, toundertake improvement of 2490 km of roads consisting of State Highways and major District Roads.These roads were selected on the basis of a Strategic Option Study (SOS) carried out in 1996, theobjective of which was to formulate a policy for developing an effective network of regional networkof regional roads. The road improvement program of the GOK entailed upgradation of some 900 kmof roads and to carry out major maintenance of the rest based on Feasibility Study.

To facilitate this job the Government of Kamataka has appointed M/s Scott Wilson Kirkpatrick UKand Scott Wilson Kirkpatrick India in association with Consulting Engineering Services (I) Ltd., NewDelhi and India International Infrastructure Engineers Ltd. as the Project Coordinating Consultants(PCC) to carry out the Feasibility study for the road upgradation and major maintenance. To assess theenviromnental aspects environmental screening of the 2490 km of the roads was undertaken and theenvironmental issues were assessed to eliminate roads not satisfying the environmental criteria. Thiswas followed by the Sectoral Environmental Assessment of the roads selected for upgradation andmajor maintenance as per the operational policy OP 4.01 of the World Bank. Based on the Feasibilitystudy, the GOK selected 940 Km of roads for upgradation work and 1277 km of roads for majormaintenance. The project has been divided into two phases. In Phase-I 394 km of road length will beupgraded and 848 km of road lengths would be taken up for major maintenance. In Phase-lI, some 546km of road length would be upgraded and some 429 Km of road length would be taken up for majormaintenance.

The entire Phase-I Project has been divided into five Contract Packages of upgradation and nineteenContracts packages of major maintenance.

Table 1-1: Roads selected for upgradation in Phase-I

Contract Route State Highway Location of Upgradation LengthPackage Number Section (Km)

Ul l SH-23 Kalmala- Sindhnur 76.6732A SH-23 Sindhnur-Gangawati 50.577

U2 2B SH-23 Gangawati-Budugumpa cross 26.9603A SH- 19 Hattigudur-Shahpur 11.9823B SH-19 Shahpur-Jevargi 37.931

U3 3C SH-19 Jevargi-Gulbarga 37.3473D SH- 19 Gulbarga-Homnabad 55.757

.3E SH-19 Homnabad-Naubad. Bidar 45.417U4 4 SH- 12 Biiapur-Tikota 20.149

5A SH- 13 Andhra Pradesh border- 19.331U5 _ Raichur

_____________ X 5B SH-20 Raichur-Kalmala junction 11.807Total Length in Km 393.931

Table 1-2: Roads selected for Major Maintenance in Phase-I

Contract Link State Location of Major Maintenance LengthPackage Number Highwav Section (Km)

Number

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Karnataka State Hiihvwavs Environmental Impact Assessment ReportImprovement Project Chapter I

Ml IE SH-20 Mudgal - Hungund 39.670M2 2Ba SH-12 Tikota- Badachi 43.000M3 l 2Bb SH-12 Badachi-Shedba] 49.510

2C SH-12 Shedbal - Chikodi 34.170M4 2D SH-12 Chikodi - Sankeshwar 21.320M5 6Aa SH-19 Srirangapatna - Chinya 32.000M6 6Ab SH- 19 Chinya- Nelligere 30.960M7 6B SH- 19 Nelligere- Kibbanahalli 47.010M8 6C SH-19 Kibbanahalli - Huliyar 36.460M9 6D SH- 19 Huliyar - Hiriyur 48.720M1o 6Ha SH-19 Bellary - Devinagar 41.000Ml l 6Hb SH-19 Devinagar - Sindhnur 42.897M12 6J SH-19 Sindhnur - Lingsugur 52.160M13 6K SH- 19 Lingsugur - Hattigudur 68.380M14 9A SH-25 Mariammanahalli - Ittigi 41.110

9B SH-25 Ittigi - Harpanahalli 23.270M15 9C SH-25 Harpanahalli - Harihar 42.516M16 9C SH-25 Harihar - Honnali 34.545M17 9E SH-25 Honnali- Shimoga 39.041M18 H IA SH-57 Belur- Chikmagalur 23.910M19 IIB SH-57 Chikmagalur- Tarikere 56.570

Total Length in Km 848.2119

It is useful to mention here that the SEA Report has comprehensively dealt with the majormaintenance components and has also addressed the issues concemed therewith requiring attention inthe EMP. Requisite conditions have also been included in the contract clauses for the protection of theenvironment.

The scope of the feasibility study included preparation of an Environmental Impact Assessment (EIA)Report on the roads selected for upgradation in Phase-I as per the Guidelines of the Ministry ofEnvironment and Forests (MOEF) of the Government of India (GOI) and to meet the requirements ofthe World Bank as per its operational policy OP 4.01. The EIA Report presented below addressesthose stipulations fully and comprehensibly for upgradation of 394 km of roads in Phase-I, whichhereinafter is referred to as the project.

Each upgradation contract package has been defined as Routes. Keeping in mind the length of routes2, 3 and 5, for easy analysis and understanding of the various attributes, these have been broken intosmaller links. The location of the upgradation road lengths in each route and their respective links hasbeen listed in Table 1-1. The major maintenance road lengths have been listed in Table 1-2. Figure 1-1shows the project roads of Phase I.

1.2. Methodology.

The environmental impact assessment study was preceded by an Environmental screening of all thecorridors selected during the SOS study amounting to 2490 km. The feasibility Report identified theroutes to be taken up for improvements after incorporating economic, environmnental and social criteriain the evaluation. The GOK selected 960 km of roads for upgradation and 1100 km of roads for majormaintenance in two phases.

A sectoral environmental assessment was camred out for all the roads selected under upgradation andmajor maintenance programmes. This sectoral environmental assessment helped in identifying thepossible environmental and social impact due to the project implementation in the various corridorsand also in identifying the data gaps and additional information required for carrying out a detailedenvironmental assessment of the upgradation sections.

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Kaamataka State Hi2hx%avs Environmental Impact Assessment ReportImprovement Protect Chapter I

The results of the environmental screening and the Sectoral Environmental Assessment have beenuseful in identifying the key environmental parameters getting affected due to the proposed project.The Environmental Screening and the sectoral environmental assessment identified the key parametersthat may get impacted due to the project and helped in scoping the tasks related to detailedenvironmental impact assessment of phase I upgradation routes. These assessments also providedvaluable inputs in identifying the significant impacts and devising appropriate mitigation measures.

The environmental impact assessment study started with a detailed reconnaissance survey for thepurpose of recording the environmental features along the roadside and in the adjoining area. Areasimpacted due to anthropogenic activities and natural processes were also recorded. Areas of tourist andarchaeological importance were identified and recorded. In addition, the locations with encroachmentson the right of way and congestion due to varied causes were noted. Sensitive areas like schools,hospitals, religious structures like Temples, mosques and sepulchres by the roadside and encroachingupon the ROW were also noted.

The above survey was followed by collation of data pertaining to the physical attributes of the regionin general and road in particular on a 14 km wide swath for every route. Detailed information on thefollowing features were recorded and analysed.* Physical Resources: Geology, Topography, Tectonics, Climate, Soil and Drainage system,* Biological Resources: Ecology, Vegetation, Flora and Fauna* Human Resources: Demography, Land Use, Occupation pattern* Quality of life values: Educational institutions, Medical facilities, basic amenities like water

supply, electricity and communication and transport. Aesthetics* Cultural heritage and Tourism

The reconnaissance survey enabled the consultants to identify the various critical locations whereprimary data on Air, Noise, Water and Soil quality were to be generated for impact assessment andprediction. These data were generated.

In addition to the above surveys, informal and formal discussions and consultation were held with thelocal populace with reference to the pertinent projects and their views and suggestions were sought onissues of road widening, land acquisition. environmental pollution and degradation, sanitary facilitiesand safety. The environment team alongwith the social team participated in the more formallyorganised public consultation and discussed issues related to road development and related problems.

Alongwith the above, laws related to environmental management and pollution control in India havebeen reviewed and their bearing upon the project has been elucidated. The legal promulgation forcarrying out this study is the January 27, 1994 notification and subsequent amendments dated 4th May1994 and I olh April. 1997 under the Environmental Protection Act. 1986. Of particular importance inthis regard are the legal procedures on land acquisition, tree felling, compensatory afforestation andpreparation of rehabilita'tion and resettlement plan.

The pavement conditions of the existing roads indicate that these are damaged. Altered hydrologicalregimes are the substantive causes of deterioration of roads. Social actions taken over different parts ofKamataka subsequent to the time of initial construction, poor maintenance and environmental factorshave resulted in the current deteriorated state of the roads.

To identify and assess the probable environmental impacts during design phase, construction andoperation phase, close interaction was established with the design engineers and feasible engineeringsolutions were arrived at. In addition alignment shifts were considered in sensitive areas involvingcommunity, religious structure, drainage constraints and stretches were social forestry plantations wereencountered. The corridor of impact varies between 10-26 m depending upon the terrain and

1-3 Scott Wilson / CES / FIlE

Kamataka State Highways Env ironmental Impact Assessment ReponImprovement Project Chapter I

geographical location of these roads. The social section separately covers the impacts due to landacquisition, displacement and rehabilitation. The impact analysis and mitigation measures arrived at.help in forrnulating the Environment Management Plan (EMP). The ENIP looks into the environmentalimpacts and mitigation measures, identifying the implementing organisation for environmentalmanagement, the current composition of the PIU, level of expertise of the personnel, extemalconsultants required for monitoring and implementation and the training needs of the personnel weretaken into consideration for formulating the EMP and the budgetary requirements. The EMP coversthe procedure to be followed for implementation of the mitigation measures, monitoring of the variousactivities and the responsibilities of the project proponent, supervisory consultant and the contractors.The EMP Document also gives a broad coverage to the major maintenance section.

1.3. Structure of the ReportKeeping in mind the physical features of the various routes and the related impacts the report has beendivided into three sections under the following Chapter headings. Each Chapter deals with thesituations related to each of the 5 Routes.

Volume - IEnvironmental Assessment Summary Report

Volume - II: Environmental Impact Assessment

Chapter 1- IntroductionChapter 2- Policy, legal and Administrative FrameworkChapter 3- Project DescriptionChapter 4- Analysis of AlternativesChapter 5- Baseline Environmental SetupChapter 6- Impact Assessment and Mitigation MeasuresChapter 7- Public Consultation

Volume - III

Environment Management Plan


Karnataka State Highways Environmental Impact Assessment ReportImprovement Project Chapter I

Figure 1-1: Project Roads - Phase I

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1-5 ~~~~~~~Scott Wilson /CES /IIIE

Chapter 2Policy, Legal and Administrative

Framework

Kamataka State Highways Environmental Impact Assessment ReportImprovement Project Chapter 2

CHAPTER 2: POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

TABLE OF CONTENTS

2. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK ...........................................................-2-1

2.1. HIGHLIGHTS OF THE INDIAN SYSTEM & MAJOR ORGANISATIONS . . .2-12.2. RESPONSIBILITIES OF THE PROJECT PROMOTER & INTERFACES WITH OTHER AGENCIES... 2-1

2.2.1. Interface with the Ministry of Environment & Forests .2-12.2.2. Interface with the Karnataka State Pollution Control Board .2-22.2.3. Interface with the Department ofLand & Land Revenue of the GoK .2-32.2.4. Interface with the Offices of the District Magistrate & City Municipalities .2-42.2.5. Interface with the Department of Forests of the GoK .2-42.2.6. Interface with the Department of Mines of the GoK .2-5

2.3. STRENGTH OF THE PUBLIC WORKS DEPARTMENT OF GoK FOR INTERFACE MANAGEMENT ... 2-52.4. STATUTES RELATED TO ENVIRONMENT ................................................. . 2-6

2.4.1. Land Acquisition Act. 1894 (with subsequent amendments) .2-72.4.2. The Indian Forest Act, 1927 ................................................ 2-72.4.3. The Ancient monuments and Archaeological sites and Remains Act. 1958 and the KarnatakaAncient monuments and Archaeological sites and Remains Act, 1961 . . .2-72.4.4. The Karnataka Forest Act, 1963 .2-72.4.5. The Mysore Highways Act, 1964 .2-82.4.6. The Wildlife (Protection) Act, 1972 .2-82.4.7. Water (Prevention and Control of Pollution) Act, 1974 .2-82.4.8. The Karnataka Preservation of Trees Act. 1976 .2-82.4.9. The Fortv-second Amendment of the Constitution, 1976 .2-82.4.10. Town and Country Planning Act, 19 76.2-92.4.11. Forest Conservation Act, 1980 .2-92.4.12. The Air (Prevention and Control of Pollution) Act, 1981 .2-92.4.13. Environment (Protection) Act, 1986 .2-92.4.14. Motor Vehicles Rules, 1989 .2-102.4.15. The Hazardous Wastes (Management And Handling) Rules, 1989 .2-102.4.16. Coastal Regulation Zone Notification, 199 .2-102.4.17. Public Liability Insurance Act, 1991 .............................. 2-102.4.18. Seventy-fourth Amendment of the Constitution. 1992 .2-102.4.19. National Environnment Tribunal Act, 1995 .2-112.4.20. National Environment Appellate Authority Act, 1997 . .................................... . 2-112.4.21. Public Interest Litigation against Government .2-11

2.5. GUIDELINES FOR EIA OF HIGHWAY PROJECTS, IRC: 104-1988 . .2-11

FIGUREp2-1: ENVIRONMENTAL CLEARANCE PROCEDURE. .......................... 2-4FIGURE 2-2: FORESTRY CLEARANCE PROCEDURE UNDER FOREST CONSERVATION ACT. 1980 .2-6


Karnataka State Htghvavs Ens ironmental Impact Assessment ReportImprovement Project Chapter 2

2. Policy, Legal and Administrative Framework

2.1. Highlights of the Indian Svstem & Major Organisations

Development of environmental protection and enhancement measures in India has been determined toa considerable extent by the central legislation. The Ministry of Environment and Forests (MOEF), setup in 1980, is the controlling institution in this regard. The MOEF has two wings as Environment andForests. Clearance of new developmental projects is necessary from both the wings.

Every state in India has now their respective Departments of Environment & Forest. In Kamataka, thisdepartment is known as the Department of Forests, Ecology and Environment. This Department wasestablished in March 1981 to have an integrated approach to deal with, prevention and control of airand water pollution, preservation and development of forest wealth and other natural resources in thestate. This department co-ordinates and controls the activities of the Union Ministry of Environment inthe State. It also co-ordinates and controls the activities of the State Pollution Control Board.

The Central Pollution Control Board (CPCB) is another technical wing of the MOEF entrusted withthe responsibilities for detection and abatement of pollution. Every state of India has their respectivepollution control boards, which act in unison with the policies of the CPCB. The State PollutionControl Boards (SPCB), in tum, are the empowered institution to issue licenses to the industries. Theselicenses are issued on the condition of total compliance with the standards of permissible pollution asprescribed from time to time by the CPCB or as modified (usually in more stringent terms) normsdepending on local conditions. Every licensed industry is required to carry out environmental auditingand submit such reports to the license issuing authority. The State Pollution Control Boards can repealsuch licenses on the observed violation of the norms.

The functions of the Karnataka State Pollution Control Board include advising the State Governmenton water pollution issues, enforcement and monitoring as per the Air Act, coordinating the activities ofthe regional offices of the pollution control board. It also issues "No Objection" Certificates (NOC) forestablishment of new projects, environmental clearance of projects and conducting public hearing withrespect to developmental projects. It also issues consent letters and NOC for projects involvingexpansion. The KSHIP would come under its purview.

The Kamataka State Pollution Control Board is the nodal body involved in monitoring the variousindustries and infrastructure related development projects from the angle of pollution control. It alsoformulates and stipulates the various standards for the various emissions, discharge of effluents, by-products and pollutants into the environment.

2.2. Responsibilities of the Project Promoter & Interfaces with Other Agencies

The responsibility of initiating actions leading to issuance of environmental clearance of a proposedproject vests with the project promoter. In the present instance, the Public Works Department (PWD)of the GoK would be carrying the legal responsibilities of the project promoter.

The basic responsibility of the project promoter is to prepare, submit a comprehensive document,complete in all respect. It shall be obliged to provide clarification, with or without additionaldocumentation, when intimated by the designated authority. It must carry the commitment that nodeviation from designed project would be made during implementation without prior and explicitpermission of the designated authority to do so.

2.2.1. Interface with the Ministry of Environment & Forests

The basic document required for obtaining environmental clearance is the Environmental Assessment(EA) report presented in the prescribed format and supported by detailed and accurate description ofthe project. The Environment Impact Assessment (EIA) report when prepared and where necessary,


Kamataka State Hiwhwavs Enx ironmental Impact Assessment ReportImpro emeni Prolect Chapter '

would follow the format prescribed bv the MOEF in this regard. In addition to the EIA report. theproject proponent are to furnish information on the rehabilitation of the displaced people if more than1000 people are likely to be displaccd. In case it is less than 1000 persons a summary plan would beadequate.

It is also useful to be aware of a recent circular of the Standingz Committee of Indian Board forWildlife under the Ministry of Environment and Forests where in it is stated that the Members were ofthe opinion that "Widening and black topping of the roads within National Parks and Sanctuariesincrease the vehicular traffic and also the speed of the vehicles. There were instances of accidentaldeath of wildlife by the fast moving vehicles in the protected areas. Considering the negative impactsof widening and black topping, it was decided that roads that have already been tarred should continueto be maintained and repaired properly. However, no roads inside the National Parks and Sanctuariesshould be widened or upgraded.

While following the prescribed format of the EA report, it would be seen that the project promoter hasto establish and utilise strong interfaces with several other Departments of the State Government andother State Agencies. It is useful to understand the contexts of this need.

The PIU has already approached the Ministry of Environment and Forests, Government ofIndia and informed it about the Project and is in the process of getting the approval from theMOEF.

2.2.2. Interface with the Karnataka State Pollution Control BoardThe Amendment dated 4 th May, 1994 of the Environment (Protection) Act, 1986 requires everypromoter of major infrastructure projects, including road development, to prepare and submitEnvironmental Impact Assessment (EIA) report for clearance before the project can be implemented.However, the Ministry declared through a notification dated April 10, 1997 that projects concemingupgradation of existing roads which involve marginal land acquisition would be exempted from theprescribed clearance procedure except where sensitive areas like sanctuaries, national park, reservedforests etc, are involved.

In schedule IV of the above referred notification, the MOEF has prescribed that the EnvironmentalAssessment report on road up-gradation project should be disclosed for public hearing through anotified meeting to be headed by the nominee of the State Pollution Control Board and the DistrictCollector of the concerned district. The report of this meeting with observations would be sent by theSPCB to the MOEF. This report would contain a copy of the No Objection Certificate (NOC), ifissued to the concerned project promoter.

Following the amendment dated April 10, 1997, the Ministrv of Environment and Forests,Govemment of India issued a circular on 15h October, 1999 (No.21012/26-99-IA-Ill) where itclarified that "Marginal Land acquisition means land acquisition not exceeding a total width of 20metres on either side of the existing alignment put together. Further it is also clarified that bypasseswould be treated as stand alone projects and would require environmental clearance only if the cost ofthe projects exceed Rs.50 Crores each."


Karnataka State Hieh% a\s Entvironmcntal Impact Assessment ReportImprovrement Protect Chapter 2

Fiszure 2-1 shows the procedure for obtaining Environmental Clearance from the SPCB. StateDepartment of Environment and MOEF.

It is pertinent to mention here that the Phase -I component of the Project has been alreadygranted clearance and consent for establishment by the Karnataka State Pollution ControlBoard under the W\ater (Prevention and Control of Pollution) Act, 1974 and Air (Prevention andControl of Pollution) Act, 1981. The Karnataka State Pollution Control Board has also opinedthat the Project is exempted from obtaining clearance from the MIOEF, GOI.

2.2.3. Interface with the Department of Land & Land Revenue of the GoKHowever marginal may be the amount of land required, for its acquisition the project promoter has toproceed by following the laid procedures in this regard. The District Land Acquisition officer of theDepartment of Revenue is the designated authority to conduct the business of land acquisition withinhis jurisdiction. The Collector of the District in the Controlling Officer and would receive requisitionsfor land acquisition required in public interest. All costs in this regard are to be bome by the projectpromoter. The given Office of the District Collector would carry out disbursement of the amounts ofcompensation, adjudicated in conformity with the declared state policy on entitlement.

Time required for the completion of the above noted process of land acquisition can be very longindeed for the complexities of the procedures. The delay is caused by complexities in thedetermination of both titular and usurfuctuary rights over the given property. The process can beexpedited through some pro-action from the project promoter. These are as follows* Identify the location of the land to be acquired by the plot number shown on the authoritative

village map of the given Taluk,* Ascertain and state the name of the title-holder from the latest Record of Rights as prepared by the

Department of Land Records,- Determine through exact measurement the amount of land of a given title-holder to be acquired

with a statement on the recorded status of the land,* State the legal basis of the computed amount of compensation in conformity with the State's

entitlement policy and show the calculations used, and* Submit these along with the application for land acquisition before the concerned District

Collector.

To attend to the above elements of pro-action, an effective interface with the District and Block levelOffices of the Land & Revenue Department is necessary. With the authentication by this Office of theinformation compiled by the project promoter, the District Collector can expedite the process.

2-3 Scott Wilson ! CES / IIIE

Kamataka State Hijhx\ass Env,ronmental Impacl Assessment ReponImproxernent Project Chapter 2

Figure 2-1: Environmental Clearance Procedure

| pph \1OEF F prescib,d

;Sub,,.,zs ojeauQawnnnnm t.o Con-po.4 SPCB Subm sssofoithtp lo MOEF l

l 1 | ~~~~~~~~~~~~~~~~~~~~~~~~~alo.g o,h aIi nekso,iDocosrn,n

erus?cB h,i6i1I 5y by MOEF Sr ff

Rtwew ~ ~ ~ ~ ~ ~ ~ ~~~~R by SPCB fM nnu sf rny

completing lan acusto proes enin with payen ofE copnsto an/o rehabilitatsion.cprbl

i Cw issou be critl.ed at t thmn aforrn.n

DitIc wol tak allt acin ncerneo hs.Rehbliain fte dipae peson ol

needthe assistanceof both the District Magistrate and the CityMunicipality.ThesEAC ofcers d ouldb s eI l l ~~~~~~~~~~~~~~~~1, th.rr . pubEcoDei onr

approacedwhil muainth Resettlem ntl & Rehabilitatn Plan Observ

wu ,l pojea iAunder tShedul- Pe n reor. H r ia r f EIA Nod reha bii Humed

2.2.5. In f10DPAPs w iththeDeartment CofForeAsmt y ofthelooko

Whenroadevelopmen projcts r icepabk c spsiffrstldad andby i lvef

CoEnsment l of thne Foes Deatmn of th Stt as welalhto h iisr fteGeto

Persistence of public grievance in such matters complicates the schedule of implementation of theproject on ground. Therefore. it is recormmended that no construction work should start beforecompleting land acquisition process ending with payrnent of compensation and/or rehabilitation.

2.2.4. Interface ngith the Offices of the District Magistrate & City Municipalities

This would be critical at the time of removal of encroachrnent and congestion. The Magistrate of theDistrict would take all actions on clearance of these. Rehabilitation of the displaced persons wouldneed the assistance of both the District Magistrate and the City Municipality. These of fices should beapproached while fo8rmulating the Resettlement & Rehabilitation Plan. Obserations on this issuewound come in the R&R Planst which would be presented, in a separate report. However, in thecontext of environmrental management. no construction work should start before the displaced personsare resettled and rehabilitated.

2.2.5. Interface wvith the Department of Forests of the GoK

When road development projects require acquisition of forestland and/or involve felling of trees.Consent of the Forest Department of the State as well as that of the Ministry of the Government ofIndia is then required. Although the designated authority to permit felling of trees is the DistrictCollector, decisions are inviolably taken with the consent of the State Forest Department. Thefollowing steps taken by the project promoter quickens the process of decision making* Prepare a strip-plan showing the locations of trees to be felled,* Classify and count these trees by species and girth at 1.5-m from the ground level through a sur-vey

conducted jointly by the of the authonised representative of the State Forest Departrnent and theproject promoter.

24 Scott Wilson / CES, IIIE

Kamaraka Stare Hiehka,ss Environmental Impact Assessment ReportImpro%ement Proect Chapter'

* Obtain certificate from the State Forest Department stating that no endangered species of tree isproposed to be felled and that the wildlife value of the tract would not be reduced in consequence.

* Determine the value of the trees to be felled jointly with the State Forest Department.* Measure the area of anv designated forest to be diverted to such non-forest use.* Arrange for acquisition with the help of the Collector of the District of new land acceptable to the

State Forest Department for its quality and manageability for raising twice the number ot trees tobe felled as means to preserve the biotic wealth of the tract.

* Determine the cost of land acquisition and of raising new trees jointly with the State ForestDepartment,

* Submit all these documents to the District Collector while requesting for permission to fell treesalong with the money agreed upon for transfer of acquired land and to cover the cost of raisingnew forests.

On receipt of the permission to fell trees, the State Forest Department has to arrange to obtainconcurrence of the Forest Wing of the MOEF of the GOI to the plan. The Ministry, before concurring,may wish to verify the facts through their own agencies. If no diversion of land from the designatedforest areas is involved, then the Ministry may accept the proposal without ground verification. Underthat circumstance. the project promoter is not required to transfer acquired land to the State ForestDepartment to carrv out compensatory afforestation. This can happen when felling is limited only tothe avenue trees planted earlier on the unused part of the right of way belonging to the projectpromoter. However. raising of new trees twice the number of felled trees on the unused part of theright of way persists as a condition for obtaining clearance of the project by the appropriate authority.Assistance of the State Forest Department for meeting this task facilitates preparation of compliancereports. Figure 2-2 shows the procedure to be followed for obtaining forestry clearance.

The Department of Forest, Environment and Ecology, Government of Karnataka has alsogranted clearance to the Phase I component of KSHIP. The Department has also clarified thatfollowing the amendments to the 4 (h Mav 1994 EIA notification, the KSUIP Phase I is exemptedfrom obtaining clearance from the MOEF, GOI.

2.2.6. Interface with the Department of Mines of the GoKIt is generally expected that the project promoter would obtain supplies of stone aggregates from theexisting licensed quarries. If for any reason new quarries are to be opened up. Then the permission ofthe State Department of Mines would be required. Such new quarries of sizes more than 5-hectareswould require environmental clearance based on EA reports.

2.3. Strength of the Public Works Department of GoK for Interface ManagementTill the recent past the Public Works Department had no wing dealing specifically with environmentmanagement of road projects. land acquisition, compensatory afforestation or for administering theresettlement & rehabilitation plan for involuntarily shifted communities arising from roaddevelopment. If expertise in these fields were developed within the Department, then, as a projectpromoter, this Deparntrent would gain advantage in the matter of project preparation as well as insteering through the process of obtaining environmental clearance thereof. Discharge ofresponsibilities for compliance and reporting thereon during project construction phase andsubsequently could also be made in acceptable forms. The formation of the Project ImplementationUnit (PIU) constituting a multidisciplinary team is the requirement of the day and the PWD has rightlyinitiated this for the project under consideration and should think of deploying such multifaceted unitswhich can adopt a holistic approach for the future road projects.

2-5 Scott Wilson/ CES IIIE

Karnataka State HiwhwaN s Env ironmental Impact Assessment ReportImprovement Project Chapter 2

Figure 2-2: Forestrv Clearance Procedure tinder Forest Conservation Act. 1980

Application of User Agency to DFO

Scrutiny of Application, Preparation Identification of Forest landof Formal Proposaln n

4Scrutiny,Recommendation

|Scrutiny, Remark, Recommendation|

l of PCCF l

4Scrutiny, Remark, Recommendabon

; g ~~~~~~~~RCCF

Proposals upto Proposals above 20 m Site inspecion for20 hectares-RCCF hectares-MOEF posals above 40Ha

Examination and final decision for

cases upto 5 Ha forest land exceptthose of mining and encroachment.,

Examinabon and putting before Recommendabons of AdvisoryState Advisory Group proposals committee

other than those menboned above

me- --- I ,I Finaldecision, issueofMeeting recommendations first stage approval

Issue of orders by State State Govt Compliancel Gov' } n report

| Monitoring l

_ Approval~~~~~~Order

2.4. Statutes Related to EnvironmentThe various laws and policies of the Central and the Kamataka State Govemment having a bearing onthe Karnataka State Highways Improvement Project are discussed below.

Environment is a subject specified in the Seventh Schedule of the Indian Constitution as the exclusiveprivilege of the Union Government. This domain is included in the Seventh Schedule of the IndianConstitution under the powers of the Union Govemment. The constituted States formning this Unioncannot violate any law or regulation issued by the Union Govemment. However, the States are


Kamaraka State Hnghxxavs En%ironmental Impact Assessment Reponlmprosement Proiect Chapter 2

permitted to stipulate more stringent norms w ith the concurrence of the Union Government. The GoKhas been honourinu these in all respect.

In India, there were several laws before independence. which had direct or indirect reference topreservation of environment. The Indian Penal Code made the acts of causing public nuisance acognisable offence. The Smoke Nuisance ;\ct. the Factories Act, the Mlotor \ehicles Act. etc.. aresome of the more important statutes in India in this regard. Laws on Municipal Government havemany provisions appertain to environment protection. Laws govermnng occupational health also fallwithin this category. However, it was after the Stockholm Conference in 1972 that India recognisedthe need for formulating more comprehensive laws for protection of environment. To permitparticipation of the States with a view to sharing a common concern in this regard, the UnionGovernment initially drafted many new Statutes for adoption by the respective States. Keeping thiselement of history of environment management in view, the laws as those emerged in time sequenceare discussed below.

2.4.1. Land Acquisition Act, 1894 (with subsequent amendments)This statute would apply on KSHIP as and when land is to be acquired in the case of changes inalignment, bye-passes and widening where there is not enough Right of Way (ROW) with the StateGovernment.

The Land Acquisition Act under Section 4(1) is enforced to acquire land in public interest. Themaximum time allowed, from the date of notification for the acquisition is two years, after which thenotification lapses. For the project land acquisition will be required The compensation for land is fixedunder section 23 (2), where the amount to be paid is the market value + 30% solatium (compulsory). Ifthis amount is paid within one year then an additional interest of 9% is paid to the beneficiary; if itexceeds one year then an additional interest of 15% is paid.

2.4.2. The Indian Forest Act, 1927This statute provides power to the Government to declare and classify forestland. It is useful to beaware of it.

This Act consolidates all the Statutes passed since 1865 relating to forests, the transit of ForestProduce and the duty leviable on timber and other forest-produce. This Act also confers power to theState Government to declare a forest land or a waste land which is the property of the Government orover which the Government has proprietary rights, or to the whole or any part of the forest-produce ofwhich the Govemment is entitled as reserved forest.

2.4.3. The Ancient monuments and Archaeological sites and Remains Act, 1958and the Karnataka Ancient monuments and Archaeological sites andRemains Act, 1961

These Acts are applicable in case any development activity is undertaken in close vicinity of anyarchaeological site or any are discovered during the construction stage. The Act requires priorauthorisation of the Archaeological Survey of India (ASI) for development within 300 m of aProtected Property.

2.4.4. The Karnataka Forest Act, 1963This statute provides power to the Government to declare and classify forestland. It is useful to beaware of it.

This Act was enacted with the purpose of consolidating the law related to forest and forest produce inthe State of Karnataka. It confers the powers to the state to constitute land over which it hasproprietary rights as reserved forest, village forests and district forests, taxation and on matters relatedto forest produce etc. This Act was amended in 1984 abridging all forest leases to industries to only 5years, and the supply of raw material was made subject to availability instead of assured quantity

2-7 Scotl Wilson / CES / IIIE

Kamataka State Hiehv~avs En,ironmental Impact Assessment ReportImprovement Project Chapter 2

commitment. All concessions to wood based industries were terminated in 1989 and a moratorium ongreen tree felling was imposed in 1990 which continues till today. Fot-est Officcvs have beenauthorised to evict encroachers from forestlands and confiscate vehicles engaged in forest offencecases.

2.4.5. The Mvsore Highwavs Act, 1964

The Mysore Highways Act. 1964 and the Mvsore Highwavs Rules. 1965 are in force in the State ofKamataka. These enactments provide, among other things, for the restriction of ribbon developmentand removal of encroachments. They are applicable to highways of the State, but not to the NationalHighways. These have also provisions for enforcing restrictions on building activity along highwaysand control of access to their land.

2.4.6. The Wildlife (Protection) Act, 1972This Act provides for the protection of wild animals, birds and plants and for matters connectedtherewith or ancillary or incidental to. It appoints the wildlife wardens and constitution of the wildlifeadvisory board, etc.

2.4.7. Water (Prevention and Control of Pollution) Act, 1974This statute would apply on KSHIP as and when the project during implementation adversely affectsthe quality of ambient water.

The basic objective of this Act is to maintain and restore the wholesomeness of the country's aquaticresources by prevention and control of pollution. Water is a state subject under the constitution.Consequently, the Water Act, a Central law, was enacted under Article 252(1) of the Constitution,which empowers the Union Government to legislate in a field reserved for the States. All the Stateshave approved implementation of the water Act.

2.4.8. The Karnataka Preservation of Trees Act, 1976This statute would apply on KSHIP.

This act provides for the preservation of trees in the State by regulating the felling of the trees and forthe planting of adequate number of trees to restore ecological balance and for matters connectedtherewith. This act confers the State Government to constitute a Tree Authority for urban and ruralareas. The Act provides for appointment of Tree Officers in the urban and rural areas.

The Act also describes the statutory powers and duties of the Tree Authority and the Tree Officer. Theduties of the Tree Authority also include as described in Section 7(e) "planting and transplanting oftrees necessitated by construction of new roads or widening of existing roads or replacement of trees.which have failed to come up or for safeguarding danger to life and property".

The Act also elaborates the restriction on felling of trees and liability for preservation of trees Section8(2) of the Act specifies that "Any person desiring to fell a tree, shall apply in writing to the concernedTree Officer for permission in that behalf. The application shall be accompanied by a site plan orsurvey sketch specifying clearly the site or survey number, the number, kind and girth of tree sought tobe cut and the reasons therefore along with the consent of the owner or occupant".

2.4.9. The Fortv-second Amendment of the Constitution, 1976This statute empowvers the GoK.

This amendment was made in 1976 wherein Article 48A defined some Directive Principles for theStates. One of these principles provided that "the State shall endeavour to protect and improve theenvironment and to safeguard the forests and wildlife of the country". Under Clause (g) of Article 51 Ait was prescribed that "it shall be the duty of every citizen of India to protect and improve the naturalenvironment including forests, lakes. rivers and wildlife."


Karnataka State Hi,hxh avs Env ironmental Impact Assessment ReportImprorement Proicct Chapter 2

2.4.10. Town and Countrv Planning Act, 1976This statute can be gainfully used by the KSHIP to obtain land use control along the road corridors.

Like the act on prevention of water pollution. the original structure of this act was drafted in the UnionGovernment and later adopted by the constituent States. Under this the States wvere to set up Boards toplan land use for both towns and country. Anv promoter of project has to obtain a certificate from thisBoard stating whether the proposed land use is compatible wvith the laid plan. (It should be mentionedhere that The State of Kamataka had its own Town and Country Planning Act since 1961 which hasundergone several Amendments and presently is known as The Kamataka Town and Country Plannmng(Amendment) Act. 1993).

2.4.11. Forest Conservation Act, 1980This statute would apply on KSHIP as and when the project intends to divert forestland for non-forestpurposes.

This Act provides for the conservation of forests and for matters connected therewith or ancillary orincidental to. This Act restricts the de-reservation of forests or use of forestland for non-forestrypurposes without the prior approval of the Union Government.

The Rules and Guidelines under this Act as amended on October 25.1992 have elaborately outlinedand defined the application of the Act, procedure to be followed for acquisition of forestland for non-forest purposes. submission of proposals, compensatory afforestation and certain clarifications aboutthe procedural requirements.

Section 2.2 (iii) of these rules clearly states that the projects for roads and railway line constructionwill be processed in their entirety. Therefore proposals in piecemeal should not be submitted. A noteon the present and future requirement of forestland is to be submitted along with the proposal.

Section 2.5 states that whenever diversion of protected or reserve forest land is required for realigningof road/raillcanal, permission would be granted subject to the condition that non-forest land saved onaccount of such realignment would be declared as protected forest. The proposal from the State /UnionTerritory Govemment will have to be comprehensive indicating clearly the land asked for and savedon account of the proposed realignment of the road/rail/canal.

Under section 3.2(vi) (e) land for compensatory afforestation requires that "for diversion of linear orstrip plantation declared as protected forest along the road sides for widening or expansion of road,compensatory afforestation may be raised over degraded forest land twice in extent of the forest areabeing diverted 'de-reserved in respect of the above proposal.

2.4.12. . The Air (Prevention and Control of Pollution) Act, 1981This statute wvould apply on KSHIP as and when the project during implementation adversely affectsthe quality of ambient air.

The Union Government under Article 253 of the Constitution passed this Statute. This Act providesfor the prevention, control and abatement of air pollution and confers powers to the Central and StatePollution Control Board with a view to carry out the aforesaid purposes.

2.4.13. Environment (Protection) Act, 1986This statute would applv on KSHIP for implementing the project.

The Union Government under Article 253 of the Constitution passed this Statute. The Environment(Protection) Act. 1986 seeks to achieve the objective of protection and improvement of environmentand for matters connected therewith. This legislation enables the co-ordination of activities of the

2-9 Scott Wilson / CES / IllE

Kamataka State Hieh%%avs Environmental Impact Assessment Reportimpro\ement Project Chapter 2

various regulatory agencies. setting up of an authoritv or authorities with advocate powers forenvironmental protection etc.

2.4.14. Motor Vehicles Rules, 1989This statute would apply on KSHIP as and when the project during implementation adversely affectsthe quality of ambient air and impairs safety.

In 1989, the Central Motor Vehicles Rules introduced nation wide emission levels for both petrol anddiesel driven vehicles. Rule 115(1) requires that every motor vehicle be manufactured and maintainedso that smoke, visible vapours, grits, sparks, ashes, cinders are not emitted when the vehicle is driven.Emission standards for petrol and diesel vehicles have been specified by the motor vehicles rules.

2.4.15. The Hazardous Wastes (Management And Handling) Rules, 1989This statute would apply on KSHIP as and when handling (including storing) and transhipment ofhazardous materials during construction of the project roads.

The Central Government formulated these rules under the Environment (Protection) Act, 1986. Undersection 7 of these rules it is required that the operator or occupier of a facility dealing with hazardouswaste ensures that the hazardous waste is packaged in a suitable manner for storage and transport andthe labelling and packaging shall be easily visible and be able to withstand physical conditions andclimatic factors. Packaging, labelling and transport of hazardous wastes shall be in accordance with theprovision s of the rules issued by the Central Government under the Motor Vehicles Act, 1988, andother guidelines issued from time to time. Section 9 of these Rules also requires that in case of anaccident during transportation of hazardous wastes, the operator or occupier of a facility shallimmediately report to the State Pollution Control Board in the prescribed form.

2.4.16. Coastal Regulation Zone Notification, 1991This statute would not apply on the KSHIP since none of the project roads are located in the coastalarea.

This notification was issued on 1 9 th February, 1991 under section 3(1) and section 3(2)(v) of theEnvironment (Protection) Act, 1986 and rule 5(3) (d) of the Environment (Protection) Rules, 1986declaring Coastal Stretches as Coastal Regulation Zone (CRZ) and Regulating Activities in the CRZ.

In order to prevent deterioration of the oceans from unregulated land use in the coastal areas, thisstatute has been adopted. All states having oceanfront are required to prepare maps showing thelocations of 4 Coastal Regulation Zones (CRZ) and to mark their boundaries on ground. Within theCRZ-I, which extends at the most 500-m from the high tide line, no developmental action would bepermitted. Within CRZ-II, urban land use is permitted. CRZ-III includes the land under rural land use.The CRZ-IV refers to the islands.

2.4.17. Public Liability Insurance Act, 1991This statute would apply on the implementers of KSHIP.This Act provides for public liability insurance for the purpose of providing immediate relief to thepersons affected by accident occurring while handling any hazardous substance and for mattersconnected therewith or incidental thereto. The transportation of hazardous substances by vehicle use isalso included.

2.4.18. Seventy-fourth Amendment of the Constitution, 1992This statute empowers the GoK.

The subject matter of the protection of the environment and promotion of ecological aspects wasincluded as an item in the Twelfth Schedule to the Constitution by the Constitution (Seventy-fourthAmendment) Act, 1992.. This Amendment enables the Legislature of the State to endow the

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Kamataka State Highv%avs En ironmental Impact Assessment ReportImprovement Project Chapter 2

Municipalities with powers and authority as may be necessarv to function as institutions of self-Government. Schemes are to be prepared by the State Government and devolution may be made withrespect to the perfomiance of functions and implementation of schemes as may be entrusted to theMunicipalities including those in relation to protection of environment and promotion of ecologicalaspects. No State in India has, however, endowed the Mlunictpalttes with such powers under thisAmendment including Kamataka.

2.4.19. National Environment Tribunal Act, 1995

This statute would apply on the implementers of KSHIP.

This Act provides for strict liability for damages arising out of any accident occurring while handlingany hazardous substance and for the establishment of a National Environment Tribunal for effectiveand expeditious disposal of cases arising from such accident, with a review to giving relief andcompensation for damages to persons, property and the environment and for matters connectedtherewith or incidental thereto.

2.4.20. National Environment Appellate Authority Act, 1997This statute would apply on the implementers of KSHIP.

An Act to provide for the establishment of a National Environment Appellate Authority to hearappeals with respect to restriction of areas in which any industries, operations or processes or class ofindustries, operations and processes shall not be carried out subject to certain safeguards under theEnvironment (Protection) Act, 1986 and for matters connected therewith or incidental thereto.

2.4.21. Public Interest Litigation against GovernmentThis statute empowers the society at large to restrain any person or organisation from degradingenvironment.

Writ petition can be filed by any citizen of India with the Supreme Court soliciting judicialintervention on situations of environment degradation arising from inadequate or inappropriateexecutive actions of the Govermment. These appeals are generally described as Public InterestLitigation (PIL). In such contexts, the petitioner is not obliged to establish his locus standi. This meansthat the petitioner need not be a directly affected party. In order to expedite settlement of disputes,"Green Courts" have been established in every High Court of the country to hear complaintsconcerning environment management.

The above list of Statutes together with the Rules & Regulations define the legal instruments availablefor protection of Environment in India. The designated authorities are empowered to prescribe normsand procedures to be followed to comply with the respective Statutes.

2.5. Guidelines for EIA of Highway Projects, IRC: 104-1988The Indian Roads Congess published the guidelines for EIA of road projects in 1988. It outlines theprocedure for carrying out the EIA and the requirements to be met under it. It also lists the variousenvironmental components to be examined in relation to road projects. It also recommends that theproject authorities have close interaction with the Department of Environment and Forests. It ispertinent to mention that the Guidelines of the Ministry of Environment and Forests for EIA are muchexhaustive than that outlined in the IRC guidelines.

2-1 i Scott Wilson / CES / IIIE

Chapter 3Project Description


CHAPTER 3: PROJECT DESCRIPTION

TABLE OF CONTENTS

3. PROJECT DESCRIPTION . ...................... 3-1

3.1. PROJECT LOCATION......................................................................................... 3-13.2. SCOPE OF WORKS ........................... .3-13.3. TRAFFIC DETAILS PER ROUTE ............................ 3-33.4. DESIGN OPTIONS CONSIDERED ............................ 3-3

3.5. OPTIONS ON CONSTRUCTION METHODS ............................ 3-4

3.5.I. Pavement Overlay .3-53.5.2. New Construction ....................................... .................. 3-63..3. Treatment Alternatives .3-6

3.6. OPTIONS ON ROAD CONSTRUCTION MATERIALS .. 3-6

3.6.1. Rocks ........... 3-73.6.2. Natural Gravel ............ 3-83.6.3. Sand ............ 3-83. 6. 4. Fly Ash ........... 3-83.6.5. Epmbankment Fi ........... 3-83.6.6. Asphalt ... . . .3-8

3.7. OPTIONS ON CROSS DRAINAGE STRUCTURES .................................................................. 3-103.8. OPTIONS ON INTERSECTIONS ON ROADS FOR UPGRADATION ........................................ . 3-103.9. OPTIONS ON BYPASSES ................................................................... 3-11

TABLE 3-1: DISTRICTS AND TALUKS TRAVERSED BY THE PROJECT ROADS ......................................................... 3-1

TABLE 3-2: PROPOSED CONTRACTS PACKAGES. ....................................................... 3-1TABLE 3-3: PRESENT & PRO3ECTED TRAFFIC BY VEHICLE TYPES ALONG THE PROJECT ROADS .......................... 3-3

TABLE 3-4: GUIDING PARAMETERS FOR ROAD UPGRADATION IN RURAL AREAS .... ........................................... 3-4

TABLE 3-5: GUIDING PARAMETERS FOR ROAD UPGRADATION IN SEMI-URBAN & URBAN AREAS ............ ......... 3-4

TABLE 3-6: SOURCES OF COMMON ROAD CONSTRUCTION MATERIALS .............................................................. 3-6

TABLE 3-7: NUMBER OF NEW IMPROVED CROSS DRAINAGE STRUCTURES. ....................................... 3-10

TABLE 3-8: LIST OF INTERSECTIONS FOR IMPROVEMENT .................................................................... 3-10

TABLE 3-9: URBAN CONGESTION AND PROPOSED BYPASS .............................................................. 3-12

FIGURE 3-1: PROJECT ROUTES ..................................................................... 3-2FIGURE 3-2: URBAN CROSS SECTION OF THE ROAD ........... ..................................-...................... 3-5FIGuRE 3-3: RURAL CROSS SECTION OF THE ROAD .................................................................... 3-5

FIGURE 3-4: SOIL GRAVELLINESS IN THE STUDY AREA .................................................................... 3-9

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Kamataka State Highva'.s Enx ironmental Impact Assessment ReportImprovement Proiect Chapter 3

3. Project Description

3.1. Project Location

The Project Roads, div-ided between 5 routes, are distributed in North Western. Northem and EastemKarnataka. Prior to devising the contract packages the project corridors followed a differentnomenclature during the Feasibility study. Table 3-1 showvs the link numbers used in the FeasibilityStudy composing each route as also the various districts and taluks through which these routes pass.Figure 3-1 shows the geographical location of the project roads.

Table 3-1: Districts and Taluks Traversed by the Project Roads

Route Location Link Numbers Districts Taluksin Feasibility

Study

1 Kalmala junction to 5A Raichur Raichur, Manvi, SindhnurSindhnur

2A Sindhnur to SB Raichur Sindhanur. GangawatiGangawati Koppal

2B Gangawati to 5C Koppal GangawatiBudugumpa cross

3A Hattigudur to 6L Gulbarga ShahpurShahpur

3B Shahpur to Jevargi 6M Gulbarga Shahpur. Jevargi3C Jevargi to Gulbarga 6N Gulbarga Jevarei and Gulbarga3D Gulbarga to 60 Gulbarga Gulbarga,

Hominabad Bidar3E Homnabad to 6P Bidar Homnabad, Bidar

Naubad. Bidar4 Biapur to Tikota 2A Bijapur Bijapur

5A A. P. border to 1A Raichur RaichurRaichur

5B Raichur to Kalmala lB Raichur RaichurI_junction

3.2. Scope of Works

The PWD, GOK reviewed the various routes selected for upgradation and decided to award the workbased on five contract packages. four under International Competitive Bidding (ICB) and one underNational Competitive Bidding (NCB). The final grouping is indicated in Table 3-2.

Table 3-2: Proposed Contracts Packages

Contract Contract Value Contract Contract Route LengthNo. Rs (in crores) Type Period (Km)Ul 100 ICB 24 1 76.656U2 94.5 ICB 24 2 77.537U3 239.4 ICB 48 3 191.361U4 25.2 NCB 10 4 20.149U5 42.8 ICB 18 5 31.138

3-1 Scott Wilson / CES IIIE

Karnataka State Highways Environmental Impact Assessment ReporlImprovement Project Chapter 3

Figure 3-1: Project Routes

UpGradation

2

Major Maintenance

GulbargaL~~~~~

A iijapun ,

- *Jamkhand

hikodi 0x4UgsuuA-P.~ Borderl L ~~~*Mudhol *f- s *HukFi * .Bagalkot alingsugurK R

*Belgaurn * ] _ ~ ~ ~~~- * -\ - -) .fi rr!Kha 'r-i S NargunO rt< uppa

j S S W;~*Hliyal u P t i

*Kumbhaiwad * oBel

: <Sr *Yellapuf *

>| . *Harpanahalli

t < M < T w- eC~~~halie¢ 8

i rs, . HOnni,, . z~~~~*i U| ~ ~ ~~ *e ' rv

'.-v * * Shimoga

\ , * t E *Talker ,'

I I * 9) *Chiknayakanha9i +, *r \ , ' ~~~~~~*C+iIagatur ** ' *

* , .fdelur *Turuveker '- J *Hassan ---. *

06~~~~~~~~~

-2 Scott WS / CES gas l S lE> )--~* - 4, * -Uelukateo' -Chann

' l * ':: * l ~~oKm

,~~~~~~~~~~~~- Sct Wilso CE \ E

Karnataka State Hch"avs En% ronmental Impact Assessment ReportImprovement Project Chapter 3

3.3. Traffic Details per RouteThe volume of vehicular traffic as of year 2000 is presented in Table 3-3 along Xvith the projection foryear 2008. The rate of growth of the different types of vehicles between the years as given in the FirstInterim Report (Appendix F) has been used. The reason for not preparing any projection beyond year2008 is that any EIA report is not considered valid by the MOEF beyond five years without furtherreview.

Table 3-3: Present & Projected Traffic by Vehicle Types along the Project Roads

Route Year TWO THREE CAR BUS- LCV- TRUCKSWHEELER WVHEELER TOTAL TOTAL TOTAL

2000 1038 61 411 281 135 4632008 2664 156 1055 505 279 1113

2A 2000 2660 103 535 296 201 5522008 6826 263 1371 532 415 1329

2B 2000 2804 583 546 256 366 6132008 7193 1495 1400 460 756 1475

3A 2000 243 9 442 248 138 4172008 624 23 1134 445 286 1002

3B 2000 857 179 564 413 209 3442008 2199 460 1448 742 433 828

3C 2000 1545 572 654 392 226 5122008 3965 1467 1677 704 468 1231

3D 2000 858 321 606 369 162 5332008 2201 824 1555 662 335 1282

3E 2000 2356 1523 2033 634 662 11702008 6045 3907 5217 1140 1368 2816

4 2000 1450 368 648 578 396 3482008 3721 944 1661 1038 819 838

5A 2000 2103 168 845 384 232 7222008 5396 431 2167 691 480 1737

5sB 2000 1896 158 844 520 210 8092008 4864 406 2165 935 433 1947

Source: First Interim Report, Appendix F

3.4. Design Options ConsideredThe design options considered in the First Interim Report are:* The adopted Pavement Design standards are according to the current Indian Roads Congress

guidelines and Road Note-31 of the Transport Research Laboratory (TRL), UK.* For all improvemerLt options and altematives, a design life of 20 years has been considered.* Upgradation options have been prepared with the aim to improve both the structural and functional

performance of the existing road.* Paved shoulders are also proposed for the upgradation options as per the IRC guidelines.* Similarly, widening of the formation to 12m as per IRC 73:1980 guidelines is also proposed only

for the upgradation options.

Upgradation Options were considered in three (3) forms, namely* Widening to either 6-m or 7-m,* Strengthening of the existing pavement to its current width, or* Widening and strengthening of the pavement.



Subsequently, the design parameters for cross sections of roads for upgradation have been furtherrefined. These are being used for designing the roads as guidelines. Table 3-4 shows these guidinaparameters for roads in rural areas. Similarly Table 3-5 indicates these guiding parameters for roads inthe urban and semi-urban areas. The urban and rural cross sections are given in Figure 3-2 and Figure3-3.

Table 3-4: Guiding Parameters for Road UTpgradation in Rural Areas

(All Figures are in Metres)Road Type - URLD URHD URLI URHI

Parameters 4-Formation Width 12 12 11 11Carriageway Width 7 7 6 6Paved Shoulders 2 2 2 2Earthen Shoulders 3 3 3 3Footpath Nil Nil Nil NilEmbankmentHeight I I 1 1Widthof 2 2 2 2Embankment Slope l

Drain WidthMinimum 4|_4_ 4Desirable | 5 2 5 2Desirable Plantation I 6 6 6 6Right of WayMinimum | 19 l 18 l 18 I 17Desirable 26 20 25 25Remarks: U = Upgradation; R = Rural; L= Low Embankment; H = High Embankment;

D = Double Lane, I = Intermediate Lane

Table 3-5: Guiding Parameters for Road Upgradation in Semi-Urban & Urban Areas

(All Figures are in Meters)Road Tvpe - i UVDI UVI UTD UTF

Parameters ;Formation Width 10 9 13 18Carriageway Width 7 6 7 15Paved Shoulders 3 3 2 -

Earthen Shoulders 1 I 1 -

Footpath - 3 3Drain WidthMinimum 3.6 3 -

Desirabl& 3.6 3Right of WayMinimum 13.6 12 12 18Desirable 13.6+ 12+ 12+ I 18+

Remarks: U = Upgradation: V = Semi-urban; T = Urban: D = Double Lane; I = Intermediate Lane; F = 4-lane.For UVD, a minimum of I--m verge is required. Wherever width is limited, the area between the carriageway to the drain willbe paved. The outer edge of drain will match with the ROW line. For lVI, the outer edge of drain will match with the ROWline. For UTD & UTF, an extra width of minimum 2.5-m is required wherever parking is recommended. Outer edge offootpath will match with the ROW line.

3.5. Options on Construction MethodsSubsequent to submission of the First Interim Report and the Second Interim Report, options onconstruction methods have been examined and the suitable ones were selected. These are important


Kamataka State High%Navs Environmental Impact Assessment ReportlmproN ement Project Chapter '

Figure 3-2: Urban Cross Section of tle Ioa(I

8'>m VARi7S . VARIES.!i DRAIN VERGcE VERG I DRA:N

PARKING AREA GARRIAGEWAY PARKING AREA/BUS BAYS/BUS BAYS

z1 3% 3% 2.5%t 2.55% 3% 37

COVERED DRAIN -

URBAN CROSS SECTION

Figure 3-3: Rural Cross Section of the Road

1 .5m 1 1m 7m 1, 1 5m-

UNPAVED CARR AGEWAYSHOULDER PAVED ARAWA

SHOULDER

3% 3% 2.5% 2 5% 3X 3%

0.5m 1 1 X 0 1 1 1 ~~~~~~~~~~~~~~~~0.5m0 ~ 5 SUBGRADE BOTTOM 1. ; 5<

RURAL CROSS SECTION

2iDZn5 R VARIES 5, 7m I S VARI 2 QSmE VERGE I VERGE

BUS BAYS PAVED CARRIAGEWAY PAVED BUS BAYS/PARKING SHOULDER SHOULDER /PARKING

AREA AREA

3 % 2.5% 2.5% % 3%

VILLAGE CROSS SECTION

features of the proposed project and are potential determninants of environmental impacts from road

design. While the details will be found in the Final Project Report. some of the critically important

issues are highlighted below.

3.5.1. Pavement Overlav

Overlay thickness design has been based on the characteristic deflection determined for each relevant

section of the project road links.


Karnataka State H,ehxa\s En\ ronmenral Impact Assessment ReportImpro%ement ProJcct Chaptcr

3.5.2. New ConstructionIn the Second Inlte-inm Report. after reviewine several methods. it wvas decided to adopt IRC 37-1984(extrapolated curves) and cross check the design thickness with AASHITO0 methlod.

3.5.3. Treatment AlternativesThe main elements of the construction processes are given below.Upgradation: WN idening & Strengtheninig (includinlg r aising ol einbaiikrneit): The elements are:

* Remove high shoulders & grub out bushes (some trees may get removed);* Remove existing pavement:* Widen road formation to 12-m width;* Construct new wider pavement with paved shoulder, including surfacing and providing

ditches and drains, wherever necessary; and* Construct shoulder filling.

Raising of Embankment & New Pavemetit: The elements are:* Remove high shoulders & grub out bushes (some trees may get removed);* Remove existing pavement and widening;* Widen roadway to 12-m and construct side ditch, if required:X Raise embankment;* Construct newv wider pavement and paved shoulder, including surfacing and pavement

edge drain; and* Construct shoulder filling.

TIhe sections identifiedfor raisinig wvere selected on the basis ofa ntumnber of criteria includinzg* Relative height of the existing road fornation level (top of subgrade) to the surrounding

ground and likely maximum water table conditions;- Possibility of seepage across the road line;* Presence or likelihood of field irrigation close to the road:- Nature of local soil: and* Possibility or otherwvise of improving drainage by means of side drains.

3.6. Options on Road Construction MNlaterials

Information about existing quarry and other sources of potential road construction materials wascollected by the PCC from the local offices of the Public Works Department throughout the projectarea. Information from other sources and from field observations was also collected. These arepresented in Table 3-6. The distance and direction of these sites is given with respect to the startingpoint of each link. Suitability of these materials has been tested. It is important to note the importanceof tested bearing strengths in determining the required thickness of the different parts of the roadformation. In the Second Interim Report. the desired parameters of the different components of theroad formation with reference to their thickness have been recommended on the assumption that theavailable construction materials will have CBR value of 10.

Table 3-6: Sources of Common Road Construction Materials

Route Rock I Gravel Sand

I Granite: Neermanvi: 1.5 km left Moorum: Sanjeevarayagudda; 4.2 Nandihal quarry at RG road atof km 27.6 km left of km 35 km 41.3Granite: Sanjeevarayanagudda:5 Ntoorum: Byagwat; 9.2 km left of Potnal sand quarry at km 5 5.5km left of km 35 Km 47Granite; Bvagwat quarr\ 9.2 km Moorum; Amareshwara: 1.5 kmright of Km 47 left of km 50.51

Moorum: Kapagal quarry: I km_ left of km 23.2

2A

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Kamataka State Hi, hs%avs Environmental Impact Assessment ReportImprov ement Project Chapter I

Route Rock Gravel Santd

Granite: Ambamath; 12.S knm l Moorum: Anibamath : I2km loft Sindhnur Nalla at km 2.'1left ofkni 12.365 of klm 12.305Granite: Halekota: 37.6 km left Moorum: Amareshwara quarry: Potnal Nalla at km 55.66of km 13.2 of SB road 2km left of km 50.129Granite: Bvagwvat quarrv: 9.2 knm Moorum: Hasamkal quarrv: 12'.35 Quarrv at km 23.708right of km 47 km of km 76.52G6Granite Nlaski: 12.35 km left of Mioorum: 6.5 km rigtht of kmiiKm 76.52 of route I road 24.511Granite: 1.5 km left of km 16.868 Moorum: Basapattanaat km 16.S6S Koppal: 15 km off km 26.933

2B Granite: 2 km left of km 26.979 Moorum on roadside: 22.38-26.341 Budugumpa coarse sand at km26.933

3A Granite: Mahanteswara Gudda at Moorum: Ajibair 4-km right of Sand quarry: 12-km right of11.5 km right of km 11.788 11.788 km 11.788Granite: Sharablingeshwara 1-km Moorum: Vibutipura next to road at Sand quarry: at km 22.927left of Km 3.834 km 6.807

3B Granite: Mahanteswara Gudda at Moorum: Ajibair 4-km right of Sand quarry: at km 22.92711.5 km right of km 11.788 11.788 of segment IBalbatti trap metal: 21 km left of Moorum: Vibutipura next to road at Saidapur sand quarry I km leftkm 20.912 km 6.807 of segment I and 11.842 rightKellur trap metal: 6km left of km Moorum: 8 km left of km 20.40630.995Trap metal: 8 km left of km Moorum: balabhatti village 20 km37.017 left of km 20.406

Moorum: 3 km left of km 26.957Moorum: Kellur 6 km left of km30.463

3C Marthur trap metal quarry I lkm Private moorum quarry 6 km right Malked sand quarry 38 kmleft of km 23.116 of km 0.008 right of km 42.008Revanur trap metal quarry 6 km Moorum: private quarry 6 km leftleft of km 0.008 of km 23.116Pala village trap metal quarry 15 Moorum: Private quarry at kmkm right of 42.008 11.195

Moorum: Private quarry at km37.244

3D Trap metal; Mustapur 2km left Moorum; Laterite quarry at Km White sand quarry atand right of km 51.924 53.924 Sadasivpet (A.P) 125 km right

of km 60.105Murguthi cross private Moorumquarry at km 37.244

3E Trap metal: Janwada 12 km left Private Moorum quarry 5 km left of Coarse Sand quarry 25 km rightof km 46.315 km 46.315 of km 46.315 on SH_ 15.

White sand quarry atSadasivpet (A.P) 48.8 km rightof km 60.105

Trap metal: darga quarry 3 km Moorum: 3 km right of km 20 Tamba: 30 km right of km 0.0right of km 0.0

4 Trap metal: 14 km right of km Moorum: Alapur Quarry: 4.25 km Don river sand quarry:24 km20 left of km 5.749 right of Km 20

Moorum: Darga Quarry: 3km rightof km 0.0

5B Granite: Sultanpur quarry: Moorum: Assapur quarry: Jambaldinni Nala:17.8 -km right of km 11.82 5-km left of kml .2 25-km left of km 1.2Granite: Assapur quarry:5-km off

3.6.1. Rocks

In most of the links, sources of rocks are available. Granite, gneiss. basalt. quartzite and sandstone arethe common rocks. Amongst these. granite, gneiss and massive basalt are suitable for all purposes.Quartzite and sandstone are more variable in nature and may be used for some specific purposes.


Kamataka State Hiohkkavs Fn% ironmenral impact Assessment ReportImproN ement Proiect Chapter 3

3.6.2. Natural Gravel

Moorum and residual uravel are useful for applicationi for sub-basc. suberade anid shoulder material.Figure 3-4 shows the regional distributioni of -ravel soils in Karnataka. The bearing strengths of theavailable matenals have been tested.

3.6.3. Santd

Most rivers in Kamataka. especially those vitlh dry beds during the greater part of the year havespreads of sand. which are collected for making concrete and lime plaster. These sands get replenishedeach monsoon and there is little shortage in their availability.

3.6.4. Fly Ash

The thermal power plant at Raichur is a major source of fly ash. It is relatively strong whencompacted. It has compaction characteristics similar to natural sand. It compacts well when dry anddoes not have a pronounced optimum moisture content and a maximum dry density. The fly ash can beeasily utilised in Route I and Route 5. Its utilisation will be limited to these two project routes, as thelead distances and transportation cost involved with respect to other project routes will be very high.

3.6.5. Embankment FillAppropriate materials will be drawn from the nearest available location to the construction site.However, highly plastic black cotton soil will not be used.

3.6.6. AsphaltAsphalt for the project routes are to be brought from Mumbai.

3-8 nScott Wilson / CES / IIIE

Kamataka State Highways Environmental Impact Assessment Reporilmprosement Project Chapter 1

Figure 3-4: Soil Gravelliness in the Stucky Area

Project Routes

2I

4I5

Major Maintenance

KARNATAKA 4 *,

SOIL GRAVELLINESS;'

3

3

teaend '/oTGA

> .2 ' 3 ; ' > >Nonqravelly or shght(< 5'/ 60 13

Moderately gravelly ( 1s.3&4) 5.59

y 5S Strong CqrveflIy ,25-niO, 3) 1*

~~~~~~~ ~~~~~Rockland 2.56

- m ~~~~~~~~~~~~Settlementr,EWater bud ies

(Pw r

2 ,,, . +z;e_h8.'\,',.,,,<,_ j * 'Tamil Nadu

Kmn 25 0 ,n c'v

-- Dist bo:.rtda--Roan

NBSS&LUP. R C. 2ngarira-


Kamataka State HiLh\\avs En% ironmental Impact Assessment ReportImprovement Project Chapter '

3.7. Options on Cross Drainage Structures

Manv cross-drainage structures. like culverts and bridges. are on the project roads. The number ofculverts and bridges proposed to be improved at old locations or to be created anew is noted in Table3-7. All improved bridoes would be located very close to the existing ones.

Table 3-7: Number of New Improved Cross Drainage Structures

Route Culverts Causewavs BridgesExisting Improvement Existing Improvement Existing Improvement

proposed proposed Proposed1 102 76 3 3 25 20

2A 70 60 5 5 17 142B 44 39 1 1 4 33A 16 121 3 23B 51 32 1 1 15 93C 28 24 - 13 t03D 85 69 - 19 143E 41 34 - 13 64 15 13- 8 8

5A 18 18 8 65B 16 16 4 2

3.8. Options on Intersections on Roads for Upgradation

All intersections on the roads selected for upgradation in Phase-I were studied. Amongst these, 15intersections will require improvement. The list is shown in Table 3-8. Improvement would entailestablishment of smooth gradient into the feeder road from the given main road and widening thepaved surface to allow easy tum for vehicles.

Table 3-8: List of Intersections for Improvement

Route No. Location Chainage Intersection with Intersection Type Remarks

SH MDR Other Road

Kalmala 0 20 SH 20 Y-intersection

Manvi 35.091 Internal T-intersection

12 km before 23.462 MDR Y-intersection Mantralava roadManviSindhnur 76.256 19 SH-19 T-intersection Start of Route 2

Sindhnur 8.318 19 SH- 19 T-intersection -

2 Karatagi ' MDR 4- arm crossing Kanakagiri road

Gancawati 50.532 SH 4- arm crossing Lingsugur road

Hatfigudur * 69.329 MDR Y-intersection Yadgir roadBheemaravanagudi 4.713 16 Y-intersection Bijapur roadJevargi 37.784 12 Y-intersection B ijapur roadGulbarga 37448 Intemal Y-intersection

3 Gulbarga 3.865 Ring road 4- arm crossingMahagaon cross 23.052 MDR 4- arm crossing Basavakalyan-

Chincholi roadBefore Homnabad 9 NH-13(0od 4-arm crossing

Road).Bidar 46.313 4 Y-intersection Bhalki road

4 Tikota 19.98 = MDR 4- arm crossing Jamkhandi-jath rd.

Note: SH-State HighwayMDR- Major District Road

3-10 Scott Wilson i CES / IIIE

Kamataka State Heh%%ass Enx Ironmental Impact Assessment ReportImpro%ement Project Chapter 3

3.9. Options on Bypasses

The Environment Consultants. throughl field verificationi, ascertained the need for bypasses in thecongested urban centres along the project routes.

The environmental pollution aspects were also looked into but the pollution was related to high levelsof Suspended Particulate Matter (SPM) and Respirable Particulate Matter (RPNI). This high level ofSPM and RPM can be attnrbuted to the climatic factors and the poor condition of the roads especiallythe degraded shoulders and unregulated parking on the roadside. Another point to be noted here is thatin almost in all the urban areas. semi urban areas and rural areas with certain degree of urban influencethere is a total lack of solid waste management system. Unauthorised dumping of refuse and garbageby the roadside and in the adjoining drains is a common feature in all the urban areas, this alsocontributes to the high level of SPM. These shortcomings of the town municipalities and public healthdepartment do not merit for considering a bypass in the urban areas. Improvement of the existing roadand regular maintenance and proper solid waste management and disposal of the waste with penalprovisions for unauthorised dumping on the roadside by the residents and establishments is the onlysolution. The PWD will take pro actions in this regard to inform the concerned authorities and get therequired measures implemented in order to improve the overall environment.

Noise levels were on the higher side during the night-time because of the varied land use and lack ofregulation in building activities. The traffic related noise is marginal, the point to note. is that theambient noise level in the urban areas as such is high because of the commercial and economicactivities. High noise levels are a result of the honking of homs, playing of loudspeakers, publicadvertising and use of power generators. In addition to this even poor town planning and inadequatetraffic management and planning have contributed in a big way for unwanted noise and relatednuisance. Stnct enforcement of traffic rules and noise pollution control laws by the townadministrations can effectively curb this problem.

The congestion seen in the urban area was of varied types. Encroachment by mobile vendors, pettyshop owners, motor mechanics, vegetable vendors, private vehicle owners, commercial establishmentand residential houses, religious structures and platforms and in some cases by the telephone boxesand utility lines like water pipeline, water taps and hand pumps are leading to congestion in the urbanareas. Lack of parking space and proper taxi stands have also led to encroachment on the shoulders,road intersections and sometimes on the existing carriageway itself leading to congestion. Most of theurban areas are major agricultural markets and the pedestrian traffic is considerably high and it oftenspills over to the road therebv slowing down the traffic movement and leading to localised pollution.Encroachment on the footpaths, covered drains force the road users and pedestnans to resort to parkingon the carriageway and walk on the roads.

In many of the road junctions lack of traffic control leads to congestion and resultant bottlenecks. Theencroachment and lack of traffic control have cascading effect and in the process the entire road lengthgets affected. Junction improvements and traffic control can mitigate this problem and also ensuresmooth flow of the traffic.

Keeping the above-mentioned scenario in mind, the consultants classified the degree of observedcongestion on a 5-point scale. These observations along with information on Xwhere bypasses exist orhave been proposed by the given town administration are placed in Table 3-9.

According to the scale used by the Environment Consultants, the degrees of observed congestion areas follows:

I = No congestion2 = Solution through simple traffic control3 = Solution entails traffic diversion like one-way roads4 = Solution entails traffic management along with traffic diversion5 = Requires bypass.

3-11 Scott Wilson / CES i IIIE

Karnataka State Hizhx avs En. ironmental Impact Assessment ReponIrnpro' ement Project Chapter 3

It mav be noted that no bypass for anx of the towns along the roads needs to be considered in the givenProject. It is important to note that the need for bypass was observed only for Gulbarga towvn.However. this town is now in the process of executint an approved bypass. The PIUL has requested thePCC to explore the feasibility of Bypasses in Bijapur and Gulbarga in Phase-ll of KSHIP so as to offerbetter connectivity to the project routcs and other State and Natlonal Highwaays.

Table 3-9: Urban Congestion and Proposed Bypass

I Route NIame of Town Order of If Bn Pass Status of RemarksCongestion Proposed Proposal

I Manvi I No Nil No bypass requiredSindhnur 2 No Nil No bypass required

2 No bypass required.Gangawati 2 No Nil Route- 2 within town

has divided carriagewavShahpur I No Nil No bypass required.

Route 3 follows a newbypass with dividedcarrmagewav

Gulbarga 5 Yes Under 8-km is completed; 4-3 construction km is brought to

by PWD formation level; forremaining 4-km of ringroad. land acquisitionnotice issued, but theacquisition process isnot yet complete. Thisring road would act as aby-pass.

Homnabad I No No bypass required.Route 3 follows a newbypass

4 Bijapur 2 No Nil No bypass required.Widening of ROWneeded

5 Raichur I No Nil No bypass required


Chapter 4Analysis of Alternatives

Karnataka State Highways Environmental Impact Assessment ReportImprovement Project Chapter 4

CHAPTER 4: ANALYSIS OF ALTERNATIVES

TABLE OF CONTENTS

4. ANALYSIS OF ALTERNATIVES ............................................. 4-1

4.1. INTRODUCTION ......................................... 4-14.2. No PROJECT OPTION ........................................ 4-l

4.3. STRATEGIC OPTION STUDY ......................................... 4-14.4. INITIAL PACKAGE OF THE KSHIP ........................................ . 4-4.5. ALTERNATIVES SUGGESTED BY KPCC .. ...................................... 4-14.6. IMPACTOF WORLD BANK'S CRITERIA ......................................... 4-14.7. DESIGN ALTERNATIVES ......................................... 4-2

4.7.1. Route Alternatives .......................................... 4-24.7.2. Alignment A lternatives .... ...................................... 4-24.7.3. Bypass Alternatives ................................. ......... 4-34.7.4. Cross-section Alternatives .......................................... 4-3

4.8. ALTERNATIVE METHODS OF ROAD CONSTRUCTION ........................................ 4-34.9. CONCLUSION ......................................... 4-3

ToC-I Scont Wilson, CES IIIE

Kamataka State Hthxva\s Enm ronmental Impdct Assessment ReportImpro\ement Prolccl Cltapte 4

4. Analylsis of Alternatives

4.1. IntroductionThe constituent road-links of the KSHIP wvere selected after considering various options as the wvork ofproject formulation progressed. The objectixe of this Chapter is to highlight some of the salient issuesconsidered for exercising options.

4.2. No Project OptionTo examine this option appeared unacceptable. Several reasons were upper most to the GoK. In thefirst instance, the State has little resource to maintain the roads, not to mention upgrading these.Secondly, persistent deterioration of the road conditions made maintenance of regional network oftransport difficult to sustain, notwithstanding the injury caused to the transporter. Hence the need forthis project.

The history of regional economic development in Karnataka reveal that the gains over the past fewdecades remained largely confined along the National Highway corridors. At the same time,investments for newer means for resource use were taking place over wider areas. The State Highwaysand some of the Major District Roads, by acting as feeders to the centers of growth located on theNational Highways, were found to be assisting these processes. Hence. the need for establishingproper feeder roads to the National Highways appeared a reasonable programme.

Under the circumstances, options for searching altogether new alignments to serve as regional feederroad was not considered. Option was restricted to improve the geometric designs of the existing roads.

4.3. Strategic Option StudvIn order to formulate a policy for developing an effective network of regional roads, a Strategic OptionStudy (SOS) was carried out. The findings from this study forrned the basis for initiating the KSHIP.

4.4. Initial Package of the KSMIP

Of the roads identified in the SOS Report that would deserve improvement. the GoK chose to examinethe feasibility of 54 road links. their lengths totalling 2490 odd kilometres. The work of ascertainingfeasibility was assigned to the KPCC.

4.5. Alternatives Suggested by KPCC

KPCC completed the analysis of alternatives through distinct processes. The Environmental ScreeningReport identified tvo corridors (no. 10 & 13) in which a stretch of 30 Km were passing throughNational Parks in both the corridors. In addition, the Economic Internal Rates of Retum (EIRR)analysis indicated tiat these two corridors and 3 road-links of Corridor-8 did not justify investmentseven for major maintenance. Following a revision of the EIRR in November 2000, the previouslyunviable links were considered for major maintenance in Phase II including Corridor 10 and 13. thestretches passing thrcfigh the national parks have been excluded from the improvement options. TheSectoral Environmental Assessment was also carried out for the roads selected under upgradation andmajor maintenance. The Sectoral Environmental Assessment also considered tw o additional road linksoriginally listed under Major maintenance for upgradation as a buffer in order to minimise risks ongrounds of environmental constraints.The KPCC also identified the road links justifying investment for Upgradation as distinct from MajorMaintenance.

4.6. Impact of *World Bank's Criteria

As a part of the negotiation for loan with the World Bank, it was decided that about 940-km length ofroad should be considered for Upgradation and the remaining links for Major Maintenance.


Kamataka State Highx%a%s Environmental Impact Assessment Reponlmpro%cnmcni Project Chapter 4

Accordingly, the GoK acted. In the First Phase. 394-km of road was chosen by the GoK forUpgradatton and 848-km of road for Major Maintenance. In the Second Phase, the GoK would like toupgrade 546-km for Upgradation and 429-km for MIajor Maintenance. Henice the total road lengtlh forUpgradation comes to 940-km and 1277-km for Major Maintenance.

Incidentallv, it may be mentioned that the EIRR analysis done by the KPCC showed that more than940-km of roads could admit investment for Upgrading. These are given in the First Interim Report.

4.7. Design AlternativesThe PCC explored a wide range of design options available for both Upgradation and MajorMaintenance. The recommended designs are based on the assumption that the available roadconstruction materials would have a bearing strength of 10. Otherwise, the thickness of the differentcomponents of the road formation would be made to vary. These are given in the Second InterimReport.

Arising from the findings of the Environmental Screening Report, the KPCC thought it advisable tomodify the proposed road design in order to minimise felling of avenue trees. In addition, the need forreducing the designed speed of traffic was accepted in order to minimise the size of land acquisition inavoidable locations.

It is necessary to mention at this stage that new road projects offer a lot of scope to explore variousaltematives in terms of new routes between two destinations, more than one option for the roadalignments keeping in mind various constraints in the proposed alignments. The alternatives alsoinclude possibility of by passes for congested and heavily populated areas or in environmentallysensitive areas. It is also pertinent to mention here that the magnitude of environmental impacts is verylarge in case of new road construction in comparison to upgradation of existing roads.

The project design considered for this project follows the existing alignment of the roads to minimiseland acquisition and social impacts. The deviations from the existing alignment have been necessitatedin certain sections because of the poor road geometry and safety considerations.

Keeping in mind the above constraints the various design altematives explored are described below:

4.7.1. Route Alternatives

Prior to selection for upgradation, the initial set of roads comprising of 2490 kmn were subjected todetailed economic, environmental and social evaluation and the combined outcome of these studieswere taken into account for selecting the roads for upgradation and major maintenance. The selectedroutes for upgradation and major maintenance were also evaluated in the sectoral environmentalassessment and it wvas found that the impacts could be mitigated.

The route altemative issue does not arise in any of the selected corridors as these corridors pose theminimum of environmental problems and also available Right of Way is more than the other corridorsunder consideration forimprovement. The economic activities in these corridors are also very muchdeveloped as the roads pass through the rice bowl of Kamataka.

4.7.2. Alignment Alternativ es

Since the improvements are envisaged in the existing alignments only there are no major alignmentchanges in the project. The alignment shifts are very marginal and have been necessitated as alreadymentioned in section 4.7 due to poor road geometry and safety considerations. The related landacquisition for the new desisgn is very marginal. Only 4.67 hectares of private land is being acquiredfor the entire project. In stretches where social problems were anticipated, the designs have beenmodified accordingly.


Kamataka State HtehAavs Enx ronnmental Impact Assessment Reportlmpros cment Project Chapter 4

The trees that are located in the Corridor of Impact are the only ones that are to be felled. Changing thealignment due to the roadside trees is a constraint because most of the trees that are coming in the COIare at a distance of around 3.5m- 5.5m from the centreline. The stretches wxhere there is off centricCOI from the existing centreline. a few more trees on the edQe of the ROW\ are getting affected. Thefelling of these trees is inevitable.

No cost effective engineering solution other than embankment raisine- and additional cross drainagestructures could be envisaged as this option has been suggested in lowv lving area that are often proneto inundation during monsoons and due to uncontrolled discharge of irrigation waters. Moreover, theroads pass through irrigated areas and additional land acquisition will be an expensive option.Therefore in areas where embanknent construction is proposed, tree felling is involved.

It is worth mentioning here that on average only 14 trees are being felled per km in the entire project.The project has a comprehensive tree plantation programme that envisages tree plantation of around200 trees per kn. On completion of the construction phase, the tree plantation will begin and add tothe aesthetic beauty of the roads.

4.7.3. Bypass AlternativesAs already indicated in Chapter- 3, Section 3.9, the bypass requirement is only for Gulbarga town andthe construction is already in progress. The pollution levels in any of the other town does not warrantany by passes because only the SPM and RPM component are higher than the prescribed limits andthis is due to the local climate and the poor conditions of the shoulders and debris by the roadside.Proper road maintenance and traffic management with the active participation of the townmunicipality is the solution. High noise levels are a result of the honking of horns, playing ofloudspeakers and generators. In none of the urban and semi urban areas bypasses are required becauseof traffic induced pollution. The pollution data on ambient air quality and noise level given in Chapter-5, Section-5.2.7 is self-indicative of the nature of pollution experienced in the urban areas.

4:7.4. Cross-section AlternativesThe Cross sections considered for the road improvement have been shown in Figure 3.2 and 3.3 ofChapter -3. These cross sections were designed keeping in mind the minimum road width required asper IRC standards and also the constraints related to environmental aspects, land acquisition and socialimpacts. The carriageway and the shoulder are 12m wide in rural areas and 10 m wide in villages. Inaddition to the carriageway, The drains have been proposed of average width of 1.125 m on both sidesof the carriageway in the rural areas and 2.05m width in the villages.

The carriageway is 7 m wide in urban area. The shoulders will be utilised as parking areas. Covereddrains of 1.85m width are proposed on both sides of the road.

The existing alignm,ent necessitated modification in the proposed design in Route 4 because of thecontinuous row of avenue plantation on both sides of the road. The cross section was reduced in Route4 from Chainage Km 15.100 to Km 20.148 because of the avenue plantation. The unpaved shoulder isexcluded from the modffied cross section in order to avoid felling of the roadside trees.

4.8. Alternative Methods of Road ConstructionIn the Second Interim Report, alternative modes for road construction have been described. InChapter-6, section 6.2 and 6.3 of the Sectoral Environment Assessment Report, some other optionshave been discussed.

4.9. ConclusionThe pointed reference to the diverse criteria used for discovering the alternatives summarises theprocesses under consideration.


Chapter 5Baseline Environmental Setup

Kamataka State Highwavs Environmental Impact Assessment ReportImprovement Project Chapter 5

CHAPTER 5: BASELINE ENVIRONNIENTAL SET UP

TABLE OF CONTENTS

5. BASELINE ENVIRONMENTAL SET UP .................................. 5-1

5.1. INTRODUCTION ................................... 5-15.2. PHYSICAL RESOURCES ..................................... 5-1

5.2.1. Phtysiography.5-15.2.2. Geology.5-S.2.3. Climare.S-4S.2.4. Temerature.r5-45.2.5. Rainfall.S-45.2.6. Direction of Wind. 5-45.2. 7. Ambient Alir Quality.5-45.2.8. AmbientrNoiseLLevel5-145.2.9. Drainage System.5-165.2.10. Soil.5-20

5.3 . ECOLOGICAL RESOURCES ........................................................ 5-205.23.1. Flora .....................- 21 -.............................. .......... 5-215.3.2. Fauna .......... 5-24

5.4. HUMAN USE VALUES ..................... 5-255.24.16 L ond use.2 .................... 5-4

5.5. SOCIALENVIRONMENT ...................... 5-265.5.1. Demographic Fearures.5-265.5.2. Occupational Pattern.5-285.5.3. Economic Profile of the Region. 5-315.5.4. Regional and Local Utilities along the Project Routes.5-325 .5. 5. Religious and othler sensinive struturres along the Project Routes.5-32

5.6 . PUBLIC HEALTH .. ........................................................ 5-325.7. A CCIDENT HAZARD S AND SAFETY ......................................................... 5-325.8. AESTHETICS ......................................................... . 5-335.9 . SITES OF TOURIST AND ARCHAEOLOGICAL INTEREST ......................................................... 5-33

TABLES -I : TOPOGRAPHY ALONG THE ROUTES.......................................................... 5-25TAB LE 5-2: GEOLOGY OF THE STUDY AREA. .......................................................... 5-

T ABLE 5-3: TEMPERATURE RANGE (INENIR E .........................................................CENTIG. 5-4TABLE 5-4: RAIN FALL PATTERN IN THE STUDYE .........................................................AR. 5-4TABLE 5-5: AMBIENT AIR QUALITY STANDARDS (NATIONAL) . ......................................................... 5-10TABLE 5-6: LOCATION OF AMBIENT AIReQUALITY MONITORING STATIONS......................................................... 5-10TABLE 5-7: AM1BIENT AIR QUALITY MONITORING RESULTS ......................................................... 5-13TABLE 5-8: NOISE LEN EL (AMBIENT AIR QUALITY STANDARDS) .the5-14jc..Rutes........................................ 5-32TABLE 5-9: AMUBIENT .NOISE LENVELS MEASUREMENT STATIONS. ......................................................... 5-15TABLE 5- 10: AMBIENT NOISE LEVEL ......................................................... 5-35TABLE 5- T: DRINKING .ATER- SPECIFICATION- IS 10500: 1991 . ......................................................... 5-16TABLE 5-12: AM1BIENT QUALITY OF SURFACE WATER E 7......................................................... 5-TABLE 5-13: SOIL CHARACTERISTICS OF THE STUDY AREA .......................................................... 5-20TABLE 5-14: SOIL SAM PLING LOC ATION ALONG THE PROJECT ROUTES.......................................................... 5-20TABLE 5-15: SPECIES OF TRE ES IN THE STUDY AREA ......................................................... 5-21TABLE 5-416: SOCIAL FORESTRY PLANTATION ALONG THE PROJECT ROLTE.......................................................... 5-24TABLE 5-17: COMMON WA ILD FAUNA IN THE STUDY AREA ............................... 4.......................... 5-2TABLE 5-18: LAND USE IN THE STUDY AREA . MONITORING STATIONS .. ................................. 5-25TABLE 5-19: DENMOGRAPHIC FEATURES OF THE STUDY LTS .........................................................A. 5-26TABLE 5-20: DEMOGRAPHIC FEATURES OF THE TOWNS OF THE STUDY .AREA......................................................... 5-27TABLE 5-21: LITERAC E STATUS- RURAL POPULATION IN THE STUDY CORRIDORS.......................................................... 5-28TABLE 5-22: WORA EFORCE IN RURAL AREA ......................................................... 5-28TABLE 5-23: WORKHRCE RISTIN OFAN TRACTS. ................................................................ 5-29TABLE 5-24: OCCUPSATNI N PATTERN OF MAIN WORKERS IN RURAL TRECTS ......................................................... 5-29TABLE 5-25: OCCUPATIOREATRNPOFNMAIN ALWORKERS IN URBAN TR ACETS .5-30

ToC-I Scott Wilson ,'CES / IIIE


TABLE 5-26: MAJOR FUNCTIONS OF THE TOwNS ............................................................ 5-'1TABLE 5-27: ARRIVAL OF AGRICULTURAL PRODUCTS IN MARKETS ........................................................... 5-31

FIGURE 5-1: PHYSIOGRAPHY OF THE STUDY AREA ........................................................... 5-2FIGURE 5-2: GEOLOGY OF THE STUDY AREA ........................................................... 5-3FIGURE 5-3: 24 HOURS RAINFALL ........................................................................................................................ 5-FIGURE 5-4: WIND RoSE DIAGRAM - RAICHUR IMD STATION ...................... ..................................... 5-6FIGURE 5-5: WIND ROSE DIAGRAM - GULBARGA IMD STATION ........................... ................................ 5-7FIGURE 5-6: WIND ROSE DIAGRAM - BIDAR IMD STATION ........................................................... 5-8FIGURE 5-7: WIND ROSE DIAGRAM - BIJAPUR IMD STATION ........................................................... 5-9FIGURE 5-8: AIR, NOISE, WATER AND SOIL MONITORING LOCATIONS ........................................................... 5-11FIGURE 5-9: DRAINAGE BASINS OF THE STUDY AREA ............................................................ 5-19FIGURE 5-10: SOIL TYPE OFSTUDY AREA ........................................................... 5-22FIGURE 5-1 1: FOREST AREA BY TYPES ALONG THE PROJECT ROUTES ........................................................... 5-23

ToC-2 Scott Wilson / CES,' IIIE

Kamataka State HiLghxxas Environmental Impact Assessment ReportImprovement Project Chapter 5

5. BASELINE ENVIRONMENTAL SET UP

5.1. Introduction

The study area considered for the project covers a 7-km wide swath on either side of the project routesfollowing the existing alignment. Information on physical. biological, social environment, humanresources, economic environment, cultural heritage and aesthetics was collated and analysed. Primaryand secondary data were collected on the above aspects. The reconnaissance survey enabled theconsultants to identify the various critical locations where pnrmary data on Air, Noise. Water and Soilquality were to be generated for impact assessment and prediction. At these locations monitoring ofthe ambient conditions were done. All these information together provide appreciation of the baselineenvironmental set up.

5.2. Physical Resources

Physical resources refer to Physiography, geology, climate. drainage system and soil. In the followingsub-sections, an attempt has been made to describe the attributes of the five routes in this regard.

5.2.1. Physiography

The routes selected for upgradation pass through the Central and Northem Kamataka Plateau. Thetopography traversed bv the different routes is noted in Table 5-1 in summary form. The distributionof physiographic features has been shown in Figure 5-1.

Table 5-1: Topography along the Routes

Route Location Topography1 Kalmala- Sindhnur Gently undulating terrain2 Sindhnur- Budugumpa Gently undulating terrain with residual hills3 Hattigudur-Naubad junction, Mixture of flat and undulating terrain

Bidar4 Bijapur-Tikota Near flat rolling terrain5 I A.P. Border- Kalmala junction Gently undulating terrain

5.2.2. Geology 4The geological formations in Kamataka are of many types and the project routes pass through variedrock types. The major types of lithology are the Gneiss complex consisting of granitic andgranodioritic composition. Kolarian schist formation consisting of gold beanrng belts. the Bhimaformation consisting of fossil free sandstone, limestone and shale and the Deccan Trap consisting ofAugite-basalt. The geological formations along the routes have been listed in Table 5-2. In Figure 5-2.the distribution of geological formations has been shown.

Table 5-2: Geology of the Studv Area

Route Location Geological Formation Rock TypeI IKaiala- Sindhnur Gneissic complex and Granite. schist-quartzite

__________ Gold Bearing Schist

2 Sindlnur- Budugumpa Granitic and GraniteGranodioritic Rocks ofGneiss complex

3 Hatntzudur-Naubad Bhima formation and Limestone. Sandstone andjunction. Bidar Deccan Trap Basalt

4 Bijapunr-Tikota Deccan Trap Basaltr 1 A.P.Border- i,almala Gneissic complex and Granite. Schist-quartzite

l________ _______________ Gold Bearing Schist

5-1 Scott Wilson, CES 1IIE


Figure 5-1: Physiography of the Study Area

Packages for UpGradation-Phase I

-4-52

Major Maintenance

Physiographic Regionsj I Coastal i>(1

ElC Malnad Irf _ El Northem Maidan1I Souther Maidan


Karnaraka State Hsghwavs Environmental Impact Assessment ReportImprovement Project Chapter 5

Figure 5-2: Geology of the Study AreaProject Routes

-1

-4 15Major Maintenance

KARNATAKAGEOLOGY N

3 17

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Pradesh

,, -q m -.---' _ : 3.,INDEX

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(Ba_ hilran Group)s-. _ Chars..b Schist Sl'i ;DUIItB Gold-Searing iStat SatsV ~ ~ ~ eVnar =tKolor Type)

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Scott Wilson CES 7 IIIE

Kamataka State Hi2hw%avs En,ironmental Impact Assessment ReportImprovement Project Chapter 5

5.2.3. Climate

The climatic zone known as the North Interior Kamataka zone covers Bidar. Bijapur, Gulbarga andRaichur districts. This zone experiences semi-arid tropical steppe type of climate. Here rainfalldeclines from east to west. This region is hot with temperature ranging between 45°C in the summersand a low of around 100 C in the winters. The meteoroloeical parameters influencing the climate andhaving a bearing on the road environment are discussed in the following sections:

5.2.4. TemperatureIn Table 5-3 annual variation in temperature has been shown.

Table 5-3: Temperature Range (in centigrade)

Route Location Mean Mean IMD StationMaximum Minimum

I Kalmala- Sindhnur 42.2 14.8 Raichur2 Sindhnur- Budugumpa 42.2 14.8 Raichur3 Hattigudur-Naubad 42.8 11.7 Gulbarga and Bidar

junction. Bidar4 I' Biiapur-Tikota 41.9 12.2 Bijapur5 A.P.Border- Kalmala 42.2 14.8 Raichur

5.2.5. RainfallThe principal part of annual rainfall is experienced during the Southwest Monsoon, covering theperiod between June and September. Some amount of rainfall is also available during the Northeastmonsoon. In Table 5-4. the rainfall pattern and the expected maximum rainfall in 24-hours along theroutes has been showvn. Regional variation of maximum rainfall in 24-hours is presented in Figure 5-3.

Table 54: Rainfall Pattern in the Studv Area

Route Annual Normal Rainfall 24-Hour Maximum Rainfalll 640 mm 280-320 mm2 523-582 mm 280-320 mm3 697-941 mm 280-360 mm4 1565 mm 280 mm5 688 mm 320-360 mm

5.2.6. Direction of WindKamataka is generallv wvindy. Wind velocity increases during the penod of Southwvest Monsoon. oftenreaching 60 km per hour. The dominant trend over the year is however from Southwest to Northeast.In most of the places the wind direction changes to some extent in the course of the day. Annual Windroses for Raichur. Gulbarga. Bidar and Bijapur IMD station are shown in Figure 5-4 to Figure 5-7.

5.2.7. Ambient Air Qualitv

Care was taken to monitor the ambient air quality alone the routes in the month of February 2000. Theprocedure used and the findings from monitoring are narrated below.

Ambient Air Oiialitr Sta,idards: The Central Pollution Control Board has specified the Parameters tobe monitored and their permissible limits in the ambient air depending upon the location of theproposed project. The various parameters considered for ambient air quality monitoring are SuspendedParticulate Matter (SPM). Respirable Particulate Matter (RPM). Oxides of Nitrogen (NO), SulphurDioxide (SO.). Carbon Monoxide (CO), Hydrocarbon (HC) and Lead in air (Pb). Table 5-5 lists thestandards prescribed tor Ambient Air Quality. Limits have not been prescribed for hydrocarbons in theambient atmosphere. These have been used as datum for ascertaining the quality of ambient air in theproject area.

Scott Wilson, CES. IIIE

Kamataka State Hlih\xavs Environmental Impact Assessment ReportImprovement Project Chapter 5

Figure 5-3: 24 Hours RainfallProject Routes

1-4 t5

- i Major Maintenance

ISOHYETS iN mm C I tIlE

; _ , r~~~~~~~~~~~

t)t '~~q ALTW>'

. ,

.Ab L

5-r5 Scott Wilson /CES /IIIE

Kamataka State HighwavsImprovement Project Environmental Impact Assessment Report

Chapter 5

co EE n

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Figure 5-4: Wind Rose Chart Raichur

5-6 Scott Wilson/CES/IIIE


N 't

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Figure 5-5 Wind Rose Chart Gulbarga


Kamrnataka State Highways Environmental Impact Assessment ReportImprovement Pro-ject Chapter 5

I o

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Figure 5-6: Wind Rose Chart Bidar

5-8 Scott Wilson/CES/111E


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Figure 5-7: Wind Rose Chart Bijapur


Karnataka State Hieh''a\s En\ironmental Impact Assessment ReportImprovement Proiec Chapter S

Table 5-5: Ambient Air Quality Standards (National)

Pollutants Time-W\eighted Concentration in ambient airAverage Industrial Residential, Rural & Sensitive

Area other Areas AreaSulphur Dioxide(SO- Annual Avg. So(ugz'm3 6042/m3 ISuizrm3

24 Hours'* Il'0jagm3 S0pglm3 30lagim3Oxides of NitrooentNO(j Annual* S0pgm3 60upgm3 I5 pg/m3

24 Hours** 120pizim3 SOpg/m3 304tg/m3SPM Annual 3604i,/m3 140gg/m3 70jg/m3

24 Hours** 500pg/m3 2003Lg/m3 I 00pg/m3RPM(Size<0IjOm) Annual 120pg:,m3 60pg/m3 504tg/m3

24 Hours*" 150iag/m3 I00jtg/m3 75.ig/m3Lead(Pb) Annual lpg'm3 0.75pg/m3 0_5 pgm3

24 Hours*" 1.5juagm3 Iug/m3 0.754g/m3Carbon MonoxidelCOl 8 Hours** 5mg/m3 2mgim3 I mg/m3

I Hour IOmgrnm3 4mgim3 2mg/m3Source: Standards for liquid effluents, gaseous emissions. automobile exhaust, noise and Ambient Air Qualitv.Central Pollution Control Board.PCL/4/1995-96* Annual Arithmetic Mean of minimum 104 measurements in a vear taken twice a week 24 hourly at uniforminterval** 24 hourlyiS hourly values should be met 98% of the time in a vear. However, 2% of the time, it may exceedbut not on two consecutive davs.

Location: The sampling stations were selected after considering the spatial relationship of the variousland uses with the existing alignment of the highway in accordance with IS Guidelines (BIS: 5182.1985). Due consideration was given to the traffic density in the area and the commercial activity in theregion. Suitability of fixing the High Volume and Respirable Dust Sampler at the chosen location inrelation to the meteorological parameters was also examined. Every location is on doovn-winddirection. The Sampling Stations were selected to cover the densely populated urban, semi urban andrural areas. The locations of Ambient Air Quality Monitoring Stations with the criteria used for theirselection are shosxn in Table 5-6. The locations of monitoring stations have been sho'vn in Figure 5-Sand Appendix 5-1.

Table 5-6: Location of Ambient Air Quality N1onitoring Stations

Route .Nlonitoring Location by Distance from Height from Description of LocationStation Chainage Centreline Ground level

(K(m) 1 (m) (m)2A AQ- I Sindhnur 15 6 6 On RHS Commercial area. sloxx

2.(654 traffic mox ement: unauthorised______________ __ __ _parking and pedestrian movement.

2A AQ-2 Ganeas%atir I S On LHS. Junction point of roadSii7S5 towards Sindhnur and Linizsuour.

* . Congested area w ith dustcntrainment and slo\w trat'fic

I I_________ _____________________________ _________________ ______________ _ n m o v em ent.313 | A()Q- * Je\ are 20 T 6 On RHS. residential structure.

0.20S Semi-urban area with mediuLim:Ivehicular moxvcment.

SE AQ-4 Homnabad 20 i 5 On LHS. Rcsidential structure. Lotunction . of commercial actiity and hca\N

(1o2 f traffic in the arca.

4 1 AQ-5 BiapLIu IS ( On RHS. residential structurc.2.2 , l ~~~~~~~~~~~~Semi-urban area w ith hcj% !

Iehicular no\mcenti.A\Q-04 Shaktinaar. I 1 On LHS. commercial structurc: bar I

RTPS I [ and rcstaurant. Industrial area x\ ith4.S 1S9 heavy traf'fic movement. Arca

!(cncral Iy \ er% x indvNote: RHS = rinht 11a1d . LHS Lft-ci hand side RTIPS: Ralcilulr Themilial Powser Station

5-jII Scott Wilson CES IIIE

Kamatakla State Highways Environmental Impact Assessment RcportImprovement Project Chapter 5

OAir Figurc s I j: Air, Noise, Water and Soil Monitoring Locations*SoilAWater

Legend For Phase-IUpgradabon fMajor Maintenance

40~~~~~~~~

*; S S

5-11 Scot ilson / CES/IIIE

Kamaiak-a State Hleh%va\s EnN lronmcnal2 JInp3ct Assessmcnt ReponImprov ement Proiect Chapter 5

Sampling and Testing Methods: The measurement techniques emploved for carrying out the ambientair quality measurements are outlined belowr in brief.

Suspended Particulate matter (SPM) and Respirable Particulate Matter (RPM) were measuredusing High Volume sampler and Respirable Dust Sampler respectivelv by collectina 8 hourly samplesfor 72 hours. The RPM was collected on EPM 2000 Filter paper.

Sulphur Dioxide was measured by employing the method prescribed in IS: 5182 Part II. Method II(Improved West and Gaeke method) and 8 Hourly samples were collected for 72 hours. SO, isabsorbed in Sodium tetrachloromercurate. The absorbed SO2 is estimated by colour produced whenpararosaniline-HCL is added to the solution. Absorption is measured in a spectrophotometer andcompared with calibration curve.

Oxides of Nitrogen were measured by employing the method prescribed in IS: 5182 Part IV (Jacoband Hochheiser modified method) and 8 hourly samples were collected for 72 hours. Ambient air isbubbled through NaOH solution to form stable Sodium nitrite. Nitrite produced is determinedcolorimetricallv with phosphoric acid. sulphanilamide and NEDA reagent.

Carbon Monoxide was measured as per IS: 5182 Part X. Ambient air sample was collected in asealed rubber bladder fitted with an air valve. Subsequent analysis is done at laboratory using GasChromatography technique.

Hvdrocarbon was analysed as per IS: 5182 Part XVII. Ambient air sample was collected in a sealedrubber bladder fitted with an air valve. Subsequent analysis is done at laboratory using GasChromatographv technique.

Lead in air was analysed by collecting the sample in EPM 2000 Filter paper. The filter papercontaining particulate is leached in nitric acid and filtered. The solution is made to a known volumeand aspirated in to the air/acetylene flame. The standard solution is prepared in a similar manner andreadings are taken at 217 nm.

Ambient Air Qualitv M1onitoring Results: The ambient air quality monitoring results are presentedin Table 5-7. The maximum, minimum and average values otf each parameter for each of themonitoring locations are presented in the table. The major findings are brietly noted as follows.

Suspended Particulate Matter (SPM): The data shows that the SPM level are wvithin the prescribedlimits of 200 ptg m3 for residential areas in AQ-3. AQ-4 and AQ-5. The SPM level in AQ-6 is wellwithin the limits specified for industrial area i.e. 500 p/img-' and in fact is comparable with that otf theresidential areas. The SPM level in AQ-1 and AQ-2 is very high and beyond the prescribed limits of200 pjigm3 . This mav be attributed to the fact that both these monitorint stations are located in thebusiness hub of the town. In addition to the slow movement of traffic and pedestrian traffic dustentrainment due to the damaged condition of the carriageway and broken and degraded earthenshoulders also contribute to high SPM concentration. Localised wind pattern and velocity and driftingnature of the soil also contribute to the high levels of SPM in the area.

Respirable Particulate Matter (RPM): The data shows that the level is within the prescribed limits of100 ptg/m3 for residential areas in AQ-3. AQ-4 and AQ-5. The RPM level in AQ-6 is well within thelimits specified for industrial area i.e. 150 p g/m3. The RPM level in AQ-1 and AQ-2 is very hieih. thismay be attributed to the fact that both these monitoring stations are located in the business hub of thetown. In addition to the slow movement of traftfic and pedestrian traffic dust entrainment due to thedamaued condition of the carriageway and broken and degraded earthen shoulders also contribute to

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Kmdi iLii .St tcIC hvlmaNs Environmceltal Impact Asscssmicni Rcpol111p1i m\ cillment Pl o..ct (Ilhapter S

Tab)lc 5-7: Ambieint Air Quality NMonitorinig Results

AL SPNI I __ SMt . NOx SO)2 Ph CO HC___ Max Min Avg Max Min Avg Max Min Avg__ Max Min Avg Max Min Avg Max Mi Avg Max Min Av

AQ-1 649 251 467 163 88 1367 17.4 15.2 11.03 0.055 0.031 0.044 3.43 1.14 2.03 _1 51 0.5 1 02AO-2 2068 302 1087 694 69 329.6 22.2 14-- 18.17 14.3 8.4 11.36 0.058 0.030 0.042 4.5 1.14 2.29 19 0. 56AQ-3 155 _ 76 108.3 49 -19 3345 23 111 15.79 14.3 7.1 9.12 0.047 0.029 0.037 3.4 1.14 2.03 1 04 065AQ-4 170 75 129.4 _64 30' 45.7 23.2 134 1748 14.3 7.3 9.95 3.43 1.14 2.16 14 0.8 1.08

201 09 1492 68 36 4567 162 95 1291 12.5 5.7 8.01 0.043 0.025 _0.035 343 1.14 2.4 22 1 1 6AO-6 296 155 2449 110 62_ 9122 _19 13.4 1658 16.2 8.8 12.1 0.051 0.027 0.040 4.58 1.14 2.29 1.2 0.8 1 04

Notc: All *alucs In pig/il' exCct (CO in mg/rin and I lydrocarbon in ppm.

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Kamataka State Hiehsxa\s Envtronnrnial Impact Assessment ReportImprovement Protect Chapter §

high RPM concentration. Localised wxind pattern and velocity also contribute to the high levels ofRPM in the area.

Oxides of Nitrogen (NO\): The data shows that the level is well within the prescribed limits of 80Pg/m3 for residential areas in all the monitoring stations. The NO, level in AQ-6 is well -ithin thelimits specified for industrial area i.e. 120 pt-gm3 and in fact is even less than the limits prescribed forresidential areas.

Sulphur Dioxide (SO): The data shows that the level is well within the prescribed limits of 80 p.g/m-for residential areas in all the monitonrng stations. The SO, level in AQ-6 is well within the limitsspecified for industrial area i.e. 120 Pg/m3 and in fact is even less than the limits prescribed limits forresidential areas.

Lead in air (Pb): The lead level in ambient air is well below the prescribed limits of 1.0 pairnm and 1.5pjg/m3 for residential and industrial areas in all the monitoring stations.

Carbon Monoxide (CO): The CO level on all the monitoring stations are well vithin the prescribedlimits of 4 mg/m3 for residential areas except at AQ-2. The CO level in AQ-6 is vell within the limitsspecified for industrial area i.e. 10 mg/r 3 .

Hvdrocarbons (HC): The HC level ranged between 0.4 -2.2 ppm across the monitoring stations.

5.2.8. Ambient Noise LevelTo deternine the existing Ambient Noise level in the study area extensive noise level measurementwere carried out as per the guidelines of the CPCB and the requirements of the MOEF. Themethodology adopted for the sampling and monitoring and various other parameters in selection of themonitoring stations are discussed in the subsequent sections. The discussion begins with anintroduction to the prescribed standards of the CPCB with respect to Ambient Noise levelmeasurement.

Ambient Noise level Stanlards: The measurements should yield hourlv averages during day-time(0600 to 2100 hrs.) and night-time (2100 to 0600 hrs.) over 24-hours on two days interspersed by atwo-day interval In a given week. These are shown in Table 5-8. These were used as datum toascertain the quality of ambient noise in the project area.

Table 5-8: Noise Level (Ambient Air Qualitv Standards)

Area Category of Limits in dB(A) LeqCode Area Dav Time 1 Night Time

A Industrial area 75 _ _70

B . Commercial area 65 --

C' Residential area 55 __5

D Silencearea 50 -40

Note: (1) Davtime is reckoned in between 6 a.m. and 9 p.m.: (2) Night time is reckoned in between 9p.m. and 6 a.m.: (3) Silence zone is defined as area upto 100m around such premises as hospitals.educational institutions and law--courts. The silence zones are to be declared bv the competentAuthority. Use of vehicular horns, loud speaker and bursting of crackers shail be banned in thesezones. (4) Mixed categories of areas should be declared as one of the four above-melltioned categoriesby the competent authority and the corresponding standards shall applv.

Locatioui of nionitoring stations: The Noise level measurements were carried out at select locations inthe routes in the month of Februarn 2000.The sampling stations were selected considering the locationof sensitive areas and receptors like Residential areas. Hospitals educational institutions andgovernment institutilons like courts and Rest lloLIses. DIue consideration was given to the trailic density

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Kamataka State Htehwavs Enx ironmental impact Assessment ReportImprovement Protect Chapter 5

in the area and the commercial activity in the region. The average distance of the momltonng locationwas about 10-15 m from the centre line of the carriaaewav. The Sampling Stations wvere selected tocover the densely populated urban. semi urban and rural areas. The Noise level measurementslocations with their selection criteria are shown in Table 5-9. Figure 5-8 shows the Noise MonitoringLocations.

Measuremenit Techniqute: Portable sound level meters with a built in capacitance microphone wereutilised for measuring the ambient noise level in the location. The measurements were recorded every5 minute interval and the equivalent sound pressure level were calculated for 8 hour cycles for 72hours. The eivht-hour cycles were devised based upon the day and night time duration and themovement of traffic during the course of the day. The three cycles considered are from 0600-1400Hours. 1400-2200 Hours and 2200-0600 Hours. The results are shown in dB (A) Leq i.e. indicating thecontinuous equivalent sound pressure level in the area.

Table 5-9: Ambient Noise levels MNteasurement Stations

Route/ Noise level Location Chainage Distance Description of Locationmeasurement Station (Km) from

Centreline(m

On LHS, GovernmentHospital Sindhnur,

2A NL-I - Sindhnur 2.654 15 Commercial area, slowtraffic movement,coniiestion due tounauthorised parking andpedestrian movementOn RHS. VeterinaryHospital. Junction point of

2A NL-2 Gangawati 50.785 15 road towards Sindhnur andLinesuour. Congested areawith dust entrainment andslow traffic movement.Don Nvind directionOn LHS. in front of High

3C NL-3 Jevarzi 0).20S School Semi-urban area%%ith medium vehicular

_____________________ ~~~~~movement1 ~~~~~~~~~~~~~~On RHS. Opposite the

SE NL-4 Homnabad 0.02 15 PWD Hcst housejunction

On LHS. in the compound4 NL-5 Bijapur 1.650 15 of Government Hospital.

l______________ ______________ heav \ chicular movementOn LHS. commercial

iA NL-6 Shaktinagar. 4.819 15 structure. Industrial arcai RTPS with hea\\ traffic

- __ ___ ____ _ _ ____ ___ ____ - _ ____ ___ ___ m o \ cmient

RHS: Right Hand Side. LHS: Lett Hand Side. RTPS: Raichur Thermal Powver Station

Noise level Monitoring Resultts: In Table 5-10, the ambient noise level monitorine results are shovn.All the values are expressed in dB (A) Leq.

Table 5-10: Ambient Noise level

Noise level _ DurationMlonitoring 0600-1400 Hours 1400-2200 Hours 2200-0600 Hours

Station I INL-1 60.04 1 59. 1 57.9 NL-2 59.9 . 61.16 1 53.65NL-' 59.47 60.48 8.15NL-4 59.61 59.47 1 57.61,N\L-5 59.5 59.18 57.36

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Kamataka State Hi ehw avs Ervironmental Impact Assessment Reportrnprovement Project Chapter 5

Noise level DurationMonitoring 0600-1400 Hours 1400-2200 Hours i 2200-0600 Hours

Station INL-6 59.93 59.04 5 56.27

The noise levels ranged bet-ween 57.9 - 61.16 dB (A) Leq. Higher noise levels were recorded duringthe daytime and evening hours. Dunng daytime the noise level was below the prescribed limit of 65dB(A) Leq for commercial areas. The noise level at NL-6 at RTPS Shaktinagar was well below theprescribed limits of 75dB (A) for industrial area. The noise level was slightly higher than theprescribed limits during the night-time at NL-1, NL-3, NL-4 and NL-5. The ambient noise level inthese urban centres is high due to the commercial activity going around in the town. The maincontributors to the noise are the roadside shops playing their music systems. the v ehicles blaring theirhorns. Lack of landuse control and poor town planning and lax implementation of noise nuisancecontrol laws by the enforcing agencies have also resulted in congestion. encroachment and unwantednoise nuisance in sensitive areas like schools and hospital zones.

5.2.9. Drainage SvstemThe State of Kamataka has two major drainage basins of the Krishna and the Cauvery. The ProjectRoutes are all located within the Krishna basin. In Figure 5-9, the locations of the major basin andtheir tributary basin are shown.

Water Resources along the Project Routes: The project routes cross manv small seasonal andperennial streams. A very good network of canals criss-crosses routes land 2 which pass through therice bowl of Karnataka. The Tungabhadra reservoir caters to the irrigation requirement in this region.Route 3 passes through the Bhima basin. Besides River Bhima. Karanja and Kagna are the importantrivers in this region. River Karanja supports irrigation in the area. River Krishna caters area west ofRoute 4 and it supports imgation. Route 5 starts from the North bank of River Krishna and the riverwater is utilised by the Raichur Thermal Power Station at Shaktinagar. Water for construction purposecan be easily sourced from the rivers and streams that flow through the corridors. The Tungabhadra.Karanja reservoirs and Bhima and Krishna can ensure adequate vater for construction.

Inundation of roads during monsoons and uncontrolled flow of irrigation water is seen in Route I and2A. this is mainly in areas where the submersible bridges have been constructed and the existincculverts are clogged with weeds and debris. Many culverts lack the adequate vent size to accommodateincreased volume of water because of the run off of the irrigation water from the agricultural fields.

In the irrigated areas seepage of water has led to the collapse of road formations and in the process theshoulders have become higher than the carriacewav. During rains the Nvater flows on the roads and theroad functions like a drain. Inadequate maintenance of the roads and lack of roadside drains result inthe inundation of roads during heavv rains.

NN ater Quality: Water samplin- was carried out at three locations along the selected routes to assessthe ambient water quality. The three locations chosen for sampling are Potnal halla near Potnal villagein Route 1. River Kauna and River Karania in Route 3. Secondary data on water qualitv of RiverBhima near Ferozabad village was obtained from the CPCB records. Route 3 crosses River Bhimanear Ferozabad. Figure 5-8 shows the water sampling locations.

W\ater quality standard: The drinkinu water standards for potable water are prescribed under IS-10500: 1991. The parameters and their limits thereof are presented in Table 5-1. These have beenused as datum to assess the quality of water in the project area.

Table 5-1 1: Drinking WN ater- Specification- IS 10500: 1991

Si No SUBSTANCE/ I DESIRABLE PERMIISSIBLE REMARKSi CHARACTERISTIC LIMIT LINIITi COEOt R. H-\ZE 5 25 Extended ro 2 It To'ic Substance Arc

'-16 Scott\ dlson CES IIIE

Kaamaraka Stare Hehs~avs En% tronmental Impact Assessment ReportImprovement Project Chapter 5

SI No SUBSTANCE/ DESIRABLE I PERMISSIBLE REMARKSI __ j CHARACTERISTIC -LI'MIT Lli\IIT __j

UNITS .MAX Not Suspected In Absence Of AltemnateiO D O U R |__ _ _ _ _ _ _ _ Sources

2 ODOUR Unobtectionable aflest cold and %\hen heated,______ ___________________ ___________________ b)Test at seseral dilution

3 TASTE Acreeable Test to be conducted only after safety hasbeen established

4 TURBIDITY N T U. 5 10Max

5 pH value 6.5 to S.5 No relaxation6 TOTAL HARDNESS 600 600

(as Ca C03 me/lit)7 IRON (as Fe mg/lit. Max 0.3 1.08 CHLORIDES(as Cl 250 1000

m2/lit Max9 RESIDUAL FREE 0.2 To be applicable only when water is

CHLORINE, mg/lit Max chlorinated. Treated at consumer end. Whenprotection against viral infection is required.it should be Min 0.5 mo/lit

10 DISSOLVED SOLIDS 500 2000mo/I. Max

II CALCIUM (as Ca ) mg/l 75 200,Max

12 COPPER (as Cu ) mg/I 0.05 1.5| Max

13 MANGANESE(Mn i 0.1 0.3mo!/I Max

14 SULPHATE (As So4 ). 201) 400 May be extended up to 400 provided (as MgMax )does not exceed 30

15 NITRATE (as No3 mg/I 45 100I Max

16 FLUORIDE (as F) me/I. 1.) 1.5Max

17 PHENOLIC (1 0.1)002COMPOUNDS (asC6H60H) mo/I Max \

I S ARSENIC(as As ( .mj'l 0.) No relaxation To be tested whcn pollution is suspectcd19 LEAD(as Pb) mgl 1)05 No relaxation

21) ANIONIC 0 2 1.0DETERGENTS (asMBAS )mig/l _ _

21 CHROMIUM(as Cr) |1.0s 1.10 To be tested w%hen pollution is suspectedi ______ m! i

2'2 IM INERAL OIL m2 1 .I 1 0.0323 ALKALINITY mu I 211$) 600) _

Surface Water Quality Results: The results of the water qualitv analysis ol the three stations and thatof Bhima River are presented in Table 5-12. The sampling was carried out in the month of February2000.

Table 5-12: Ambient quality of Surface Water

Parameters Units Monitoring Station

Route I Route 3B Route 3D Route 3E

l l | ~~~~~~~~~~~Potnal Hialla | Bhima | lagn2 | aran ja |

Ph sical Parameters j Pona ala Bhm Kan aajTeimperature C 26 -27 j 2 29

pH I S4 I S I S I S. .

Turbidit, NTI 2 (i 1 2

TSS mgI | ' I

TDS | m I I )31 l()2 2431

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Karnataka State Hichv;avs En ironmental Impact Assessment ReportImprovement Project Chapter 5

Parameters Units Nlonitoring StationRoute I Route 3B Route 3D Route 3E

Potnal Halla Bhima Kagna KaranjaTFDS me i S55 657 320 131

Organic ParametersDO mel 6.6 7.1 6.S 6. 5BOD me/l 8 4.9 9 7COD me/l i 8 24 20 22Nitrites+ Nitrates mg/I 42 43 23 18TKN, meil 1.4 0.92 1.4 0.8Ammoniacal Nitrogen mgli absent absent absent absent

Chemical ParametersConductivity micromho/cm 1590 172 780 378

Total Alkalinitv mgl 304 300 299 177Sulphates mg2I 42 306 IS 10

Chlorides mgvl 162 151 52 16

Sodium mgzl 62 85 32 15

Phosphate mgil less than 0.1 0.81 less than 0.1 less than 0.1

Boron mg/I less than 0.1 NA less than 0.1 less than 0.1

Calcium as CaCO3 me/I ISO 61 48 96Magnesium as CaCO3 mg/I 120 86 15Q 48

Total hardness as CaCO, mg/l 300 147 19S 144

BacteriologicalParametersFaccal Coliform MPN/100 ml 2.3 1.74 2.3 2.3Total Coliforrn MPN, 100 ml 1.09 2.585 1.3 7.9

The concentration of all the parameters are well within the prescribed limits of the drinking waterstandards. It is an indicator that the stream and river water is still unpolluted and whatever variation isobserved is due to natural causes and seasonal changes due to ingress of imation water. People in thevicinity use the water for drinking purpose and other household chores.

5-IS Scolt Wilson CES IIIE


Figure 5-9: Drainage Basins of the Study Area

Project Routes

DRAINAGE & RIVER BASINS I in45Major Maintenance

MAHARASHTRA

X _ _ XHP~ J

ANDHRA PRADESH

LEGEND

PW4hno

~ 19 Scott Wilson /WCES / tilE

Karmatakla State Hizhw axs En\ ironmental Impact Assessment ReportImprov ement Project Chapter 5

5.2.10. SoilThe State of Kamataka has five major types of soil. These are Coastal Alluvium. Latentic Soil, DarkBrown Clay Soil. Red Soil and Black Soil. Amongst these. the Project Routes do not traverse CoastalAlluvium and Dark Brown Clay Soil. Within each major group of soils. the relative incidence ofargillaceous and clastic materials varies. The distribution of the major groups of soil along the projectroads is shown in Figure 5-10. The basic features of soil along the routes are given in Table 5-13.

Borrow area material will have to be sourced from approved quarries by the contractors duringconstruction and in the event that it is sourced from private land then the area has to be restored to itsoriginal status. Necessary conditions xvill be incorporated in the contracts for ensuring the restorationof borrow pits in a suitable manner.

Table 5-13: Soil Characteristics of the Studv Area

Route Soil Type Description

1, 2 & 5 Deep Black Soil Deep, moderately well drained. calcareous crackingclay to silty clay soils. moderately to severelysusceptible to erosion

3 Medium Black Moderately deep, moderately well drained, non-(Southem Part) calcareous cracking clay to silty clay soils, moderately

to severely susceptible to erosion3 (Middle Part) Shallow Black Shallow. well drained clay loam. severely susceptibleand 4 1 Soil to erosion3 (Northem Part) Lateritic Deep, well drained to excessively drained, sandy clay

Gravelly Soil loam to sandy clay and clay surface soils and sandyclay to clay sub surface soils. moderately to severely

i__________________________________ Isusceptible to erosion

Presence of Lead in Soil: Soil samples were collected near urban centres and analysed for leadconcentration. The lead concentration in all the stations were below 0.001 mg/gm. The stations wherethe samples were collected are shown in Table 5-14.

Table 5-14: Soil Sampling Location along the Project Routes

Route Chainage Location(Kin)

2A 2.35 Sindhnur. near main circle. opposite Agriculture Dept. |3C 0-° 200 Jevargi, near Govemment College.E S.)0 Homnabad junction

F5A 4.6 RTPS. Shaktinagar

5.3. Ecological Refources

The ecological resources reter to flora and fauna and social impacts upon these. The project routespass through the eastern and northern region of Kamataka. which are characterised by low rainfall andprone to droughts. These areas experience and climate. Dry deciduous vegetation and xerophytes-epresent the tlora in such regions. The rainfall determines the vegetation, open forest canopy that isverdant during the monsoon turns leafless to avoid loss of water due to transpiration. Over the past fewvdecades these forests are subject to heavy pressure from firewvood extraction. grazing and fauna.Introduction of' imration In these tracts has also altered the ecologv of this region and large areaspreviously uncultivated and tinder tfrests has bome the brunt of extensive felling and conversion intoagricultural lands. The flora and fauna found in the study area are described below. Figure 5-11 showsthe Forest Area by types along the project routes.

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Kiamataka State Hlchx\avs Env ironmental Impact Assessment ReportImprovement ProJect Chapter 5

5.3.1. FloraThe area traversed by these roads is poorly vegetated. As a result of the expansion of agnculture andits allied activities. the natural vegetation in the plains has been greatly reduced. The common speciesseen by the roadside are Azadirachia indica (Bevu or Neem), Tainarindids inidlica (Hunsemara orTamarind), Acacia niilotica. Acacia ferruiginea. Dalbergia sissoo, Tei-inialia chiebula, Albizia lebek,Albi:ia amnara, Ficuis benghalenisis. Ficus religiosa and Prosopis juliflora. The forest departmentunder the social forestry programme has undertaken Acacia autricutlifortits and Eucalyptus plantation.Table 5-15 lists the various tree species found in the study area.

Table 5-15: Species of Trees in the Studv Area

Scientific Name Familv Kannada NameAcacia auriculifornzis Mimosaceae BangalijaliAcacia ferrugintea Mimosaceae BannimaraAcacia leucophloeae Mimosaceae BilijaladamaraAcacia nilotica Mimosaceae KarijaliA cacia latronwon Mimosaceae Gonaj aliAegle mnarmelos Rutaceae BilipatraA gave sisalana Agavaceae KattaleAlbizia amara Mimosaceae TuzaleAlbizia lebek Mimosaceae BageAlbizia odoratissimna Mimosaceae BilwaraArrocarplus heterophvllus Moraceae HalasuA:adirachta indica Meliaceae Bevu (Neem)Baiibtsa anzndinacea Gramineae BidruBaiuhiinia racemnosa Simaroubaceae BasavanapadaBombax ceiba Caesalpiniaceae BurugadamaraBorassus flabellifer Palmae TalemaraButtea inonospertna Papilionaceae MuttugadamaraBorassuts flabellifer Palmae TalemaraCalor opis giganteai Ascelpiadaceae BesharamCassia fistula Caesalpiniaceae KakemaraCassia siamnea Caesalpiniaceae SeementangadiCocos imticifer-a Palmae Tenau (Coconut)Dalbergia sissoo Ebenaceae White BeeteDelo nix regia Caesalpiniaceae GulmoharEutcalyptu s tereticornis Myrtaceae NilgiriFicris benghalensis Moraceae AladamaraFicius i-eligiosa Moraceae AshwathaGliricidia sepi lwn Papilionaceae GobaradiceLeautcenia leucoceplhlai Mimosaceae Subabul

tlidhiflca Sapotaceae Hippeloi1 gifolia(A J .irdica)Alan ifera intdica Anacardiaceae MavuMan ilk-are zapota Sapotaceae ChikkuMich1elia chamnpaka Magnoliaceae SampigePhY'llanthus e,nblica Euphorbiaceae Nelli

Pongainia pinlerata Papilionaceae HongePtre-ocat-pts mnarsulpini ll t Papilionaceae Honne____________l_l_ __li_i _ Mvrtaceae Nerale (Jamun)Tanmarindits indica Caesalpiniaceae HunsemaraTem-minalia chebilda Combretaceae AllallemaraZipi iius nmau-iriana Rhamnaceae Elachimara (Ber)Zziph/ls I-u gosca L Rhamnaceae Chotemara

5-'1 Scott Wilson CES IJJE

Kamataka State Highways Environmental Impact Assessment ReportImprovement Project Chaptcr 5

Figure 5-10: Soil Type of Study Area

Project Routes I

_2 i

5 Major Maintenance I

KARNATAKAt ~~~~ ~ ~~~~SOILS tg t Itstt"lyw8n

_2A#td anegravelly ioam *o wl'Traditional nomenclature -c _ 3 cly t

iw.11 non-gravo,11y clav y

5I.L*e,oic gravelly so'h.

?j'~ Alievic.colluvial so.I

_ ."8 P black So)l&m9.M.dase deep bLack sohlS

_ tC.SiuU,e black Iqa4

11I.Allavio.colluvial.seJa.4o"

t2.MAt= non.grate"Ey sclay

13. ed gnavelly cnlay soik

t -_ _ 14. otest brto, Sols I

Is.Rlte grvIHIy cay soils

' - si s6- 1tted nt.gvelly cayv so6i

_ i?t.d qiavellsy jom 1o1s

<w~~~~~~~~~~~~~~~~~~~~~~~~~~~~1 =WStat ltrn Ia~

-12.coatima asiavui so.lt

20.Rack aflo

1-11 Soils of South Deccan Plate12-14 Soils of Western Ghats I15-17 Soils of Eastern Ghats18.19 Soils of Coastal Plains

i ~ ~~~~~~~~~~~~~~~~~~~~~~~~ 5-x.

e > NliF _ Ta~~~~mil Nadu

6 _ t ! ~~~~~~~~~~~~~~~km 25 0 50 kmI z9 ;--- Dtst,bourndary

- 9 F 1~~~~~~-- RObJ

NBS5&LUP. R C . 31


Kamataka State Highways Environmcntal Impact Assessment ReportImprovement Project Chapter 5

Figure 5-11: Forest Area by Types along the Project Routes

Project Routes

FOREST AREA BY TYPES -2-4

5-S Major Maintenance

¢ < ] Zf ~~~~~~~~~~~~~~~~~~Moist DeciduousO . soh3 578 (15.0%)

Dry Scot Wo CU

; t ~~~~~~~~~~~~~~~~~~~~~~~~~~~~1151(0%)

I t Hm i -RM

E FCttESl _FORM

SD6EW FCXET >^UIE

0 OS DECIOUOUS FORM_ w_ t

0 M D ECIDL>US EST

5-23 Scott Wi lson C CES I I11 E

Karnataka State Highwavs Environmental Impact Assessment ReportImprovement Project Chapter 5

There are roadside social forestry plantations on both sides along Route 3 in Link D and E. Theplantation consists mostly of eucalvptus trees for commercial exploitation.

Table 5-16: Social Forestrv Plantation along the Project Route

Route Tree Species under ChainaoeSocial Forestry From To

Plantation I3D DeloniLx regia 24.S 24.89

_ Eitcalvptus tereticornis 25.5 26.4IEulcalyptuls tereticorn7is 27.7 27.2

Eucalyptts tereticorn1is 28.8 31.003E Eucalyptus tereticorntis 3.70 6.50

Eucalyptus tereticornis 19.20 21.40Eucalyptuts tereticornis 26.4 i27.1

Eucalvptus tereticornis 28.0 l 28.15

5.3.2. Fauna

The fauna is poorly represented in all the routes. Extension of agriculture has resulted in conversion offorested/wooded areas into agncultural land and in the process fauna is restricted to common specieslike Bonnet Macaques, Langurs, Mongooses. Foxes and Civets etc. Parakeets, Partridges, Pigeons.House Sparrows, Kites and Crows represent the avian fauna. Cattle egrets, Herons and Lapwings areseen near the streams. rivers and the agricultural fields. The reptilian fauna is limited to a few snakespecies of Cobra, Rat Snake and Land Monitors near agricultural fields and water bodies. The treedwelling species will be the one that will be affected, as the tree fellinge will force the fauna to look fornew nesting sites and habitat. But the number of trees affected will be less than the actual trees in theexisting Right of way and adequate design considerations have been taken to ensure that the treefelling is kept at minimum. All these species are highly tolerant to disturbance and frequently live inproximity to humans and have well adjusted to anthropogenic interference. Table 5-17 lists the variouswild fauna in the study area.

Table 5-17: Common Wild Fauna in the Studv Area

Common name Scientiric nameBonnet Macague Macaca radiatzaCommon Langur Preshitis eutelli/sSmall Indian Civet Viverricula indicaCommon Palm Civet Paradoxutruts hiermnoplhorodittsWolf Canis IipusGolden Jackal Can is aureutsCommon Monuoose Herpestus edwhardsiiIndian Fox Vulpes hen galenisisWVild Pij Slis scor-ofaBlack naped Hare Lepots iingricolisIndian Porcupine Hvstrix indicaFlyvin Fox Pieroputs giganrteusPan,o lin Manis crassicaudazaIndian Cobra Na/a spp.Rat Snake Plvas unicosusIndian Mlonitor Varanitis Iengallensis

5-24 Scott \Vilson CES IIIE

Karnataka State Hieh%wavs Env'ironmental Impact Assessment ReportImprovement Project Chapter 5

5.4. Human Use AValuesAs per MOEF Guideline. this section deals with land use of the studv area. The land use data of 1999census has been used for determining the land use in the study area.

5.4.1. Land use

The principal land use along the corridor is agncultural in all the routes. Irrigation is more pronouncedin Route 1, parts of Route 2. and parts of Bidar district in Route 3 and in Route 5. In certain pocketsdepend on ground water for irrigation. Ground water is extracted by using bore wells and wells. Mostof the irrigated tracts are restricted to Route I and 2 about 33.5% and 35% of the land are underimgation in this region. The land use data indicates that there is not much land to be brought undercultivation. As the data indicates only about a maximum of 6.84% of land is under culturablewasteland in Route 3 and Link E offers some chance of cultivation. Land not available for cultivationranges between 2-1 1 %No indicating that either the land is barren and rocky or not suitable for cultivation.The Prosopis juilif/ora growing by the roadside and planted by the forest department is heavilycoppiced and sometimes totally pulled from the ground by the villagers for fodder and firewood.Localised mining of shale and limestone is observed in Route 3 especially between Shahpur andGulbarga. The land use pattern in the study area considered for the vanous routes that covered allrevenue villages falling in a 14 km wide swath is presented in Table 5-18.

Table 5-18: Land use in the Studv Area

(All Area in Hectares)Route Total Forest Area Irrigated area Unirrigated area Culturable Waste Land Not

Area Land Available forCultivation

Area I In % Area | In % Area I In % Area I In % Area In %Route 1

I 19841 1550 i.29 40205.48 33.55 1684305 5710 12951.75 [.46 6302.85 15.26

Total 119841 1550 1.29 40205.48 33.55 68430.5 _57.10 2951.75 [2.46 6302.85 15.26

Route 2Link A 103246 11084 i.05 44833.69 43.42 143601.46 42.23 12814.94 1273 7229.4 7.00Link B 33565 1007S 30.03 2923.48 8.71 9724.24 28.97 1302.31 3.88 64693.9 113.98Total 136812 11162 8.16 47757.17 34.91 153325.7 38.98 4117.25 3.01 11923.3 18.72

Route 3Link A 21527 2227 10.34 105.98 049 16421.88 76.29 1135.22 5.27 1636.93 17.60Link B 50981 1091 2.14 194.73 0.38 45140.53 88.54 1999.68 3.92 2554.8 5.01Link C 55045 477.9 0.87 750360 1.36 50081.75 90.98 1472.33 2.67 2265.93 4.12Link D 87521 4197 4.80 3444.69 3.94 67376.96 76.98 6895.86 7.88 5607.07 6.41Link E 56901 5076 S.92 5285.15 9.29 34792.9 61.15 7113.37 12.50 4303.72 7.56Total 271975 13068 .14.81 19780.91 13.60 1213814 178.62 18616.46 16.84 16368.5 6.02

Route 4}34490) 1545.64 1158 131591 0S 19 59 110273 12)8 11326 1384

Total 134490 ]- 545.64 [1.58 31591.08 191.59 11027.3 12.98 11326 13.84

Route5Link A 128266 1436-4 1 .54 1689]96 12.44 J21995.65 177JS2 11494.9 Is 79 1E54 .3j II61Link B 120702 11.16 10.73 15154.6 124.90 113213.41 16383 1787.43 13.90 119499 10674Total j48968 1588 1 L20 15844.56 11.942135209.06 1 8 | 4959-79 10.13

Source: Village and Town Directory, Census of India. 1991

Substantive point to note in this regard is the progressive reduction of the earlier contrasts noticeablebetween the rural and urban habitats. The dynamics of such change needs appreciation in the contextof designing road improvement strategy. In the first instance. irrigation based agricultural growth hasattracted processing industries in the heretofore rural areas. contributing to the formation of nascenturban settlements. Rice processing mills, cotton ginniniz factories. oilseed expellers. etc., are the

25,5 Scot \Vilson, CES IIIE

Kamataka State HiwhN\a\s Environmental Impact Assessment ReportImprovement Project Chanter 5

commonest manifestation in this regard. Best examples of this trend are the towns of Sindhnur andGangawati in Route 1 and 2 respectivelv. Similarly, urban industrial formations have stimulated theneighbourhood aencultural economy to shift towards commercial cropping. This is wvidely noticed inRoute 4 in and around Bijapur. Expansion of, fruit orchards. commercial plantations etc.. are the

commonest manifestation in this regard. Each one of these commercial crops is attracting processing

industries.

The consequential need to obtain increasing access to the regional and national markets and demands

for it have been the central consideration of the Govemment of Kamataka for promoting the road

improvement programme. Increased traffic is progressively damaging the structurally weak roads,

rendering them unusable in manv tracts. Hence the need for upgrading these. The road improvement

programme is certainly going to further stimulate the growth of regional economy. One majorconsideration in this reg,ard should be to avoid causing environmental degradation. Another matter of

concem is the ribbon development occurring along the roadsides in the urban. semi urban and largerural settlements. Almost all the roads suffer from encroachment and congestion due to lax application

of land use control laws and poor ROW management by the PWD.

5.5. Social Environment

Many of the major changes in the environmental set up have been induced by society. Some of thesehave arrested deterioration in the ecological systems. Some made the system increasingly vulnerable.

All impulses in this regard originated from within the emerging social systems. This has been true asmuch in Kamataka as in all other places of the world.

Propensities in this regard have. however. been different between the societies, govemed as these are

by their respective demography. literacy economic occupations and basic amenities, including the ratesof urban-industrial growth. All these features of the social environment along every route have beenrecordcd in the following sections.

5.5.1. Demographic Features

In Tables-5.18. 5.19 and 5.20. the basic features of demography along the study corridors have beenindicated. Due to the absence of better data, the figures as of 1991 Census of Population have been

used.

In Table-5.18. care has been taken to depict the average situation obtaining within the Study Area.

Table 5-19: Demographic Features of the Studv Area

Location I Total Total male Total female Densit! of Sex Ratio Literac% SC STPopulation Population Population Population '/,

Karnataka 44977-2011 22951917 22025284 .235 96( 56.4~ 16.381 4.26State I

Route I 1706291 857671 844031 1591 9841 21.861 18.82| 14.60

Route 2

Link A 21579o I11126 113849 305 972 29.82 19.461 6.55

Link B 456-S 23117 22566 1211 976 20.74 15.79 12.90

Total 261468 140238 136415 241 973 28.23 18.821 7.66

Route 3

Link A 246(- 1 25 16 12181 147 973 19.02 24.74 7.67

Link B 729S- 36(I48 34133 13S 926 28.73 20.01 3.5S

Link C 7245S 36S83 35260 120 956 29.45 21.96 3.64

Link D 136330) oQ968 65132 165 931 32.48 30.23 6.31

5-26 Scott WVilson CES IIIE

Karnataka State Highvwavs Environmental impact Assessment Reportimprovement Project Chapter 5

Location Total Total male Total female Density of Sex Ratio Literacy SC STPopulation Population Population Population % %

Link E 148384 76029 71411 229 939 31.49 20.S6 11.06)

Total [ 454865 232244 218117 1641 939 30.341 23.92 7.07

Route 4 [ 337051 174731 162321 1201 9291 35.771 22.021 1.79

Route 5

Link A 27498 13943 12971 101 930 25.69 25.56 0.08

Link B 1249S 6353 6145 76 967 23.69 27.37 2.51

Total 39996 20296 19116 92 942 25.06 26.13 0.84

Source: Primarv Census Abstract, Census of India, 1991

In Table 5-20, care has been taken to depict the situation obtaining with the urban places. Here UArefers to the urban area, which is larger than the town limits (TL). The data shows that there is ageneral tendency towards formation of urban sprawls. Beyond the town limits. ]and use control is lessstrict.

Table 5-20: Demographic Features of the Towns of the Study Area

Name of Route Population Density Sex Literacy SC STTown Total pop male Female Persons Ratio rate % %

Total po male Fe /Sq.km ___

Manvi 1 28080 14214 13866 11461 976 34.91 11.83 12.18Sindhnur 1, 2 44375 22846 21529 1432 942 41.22 7.27 6.51

Bijapur-UA 4 193131 100474 92657 2563 922 62.64 11.74 0.66

Bijapur-TL 4 186939 97202 89737 4175 923 63.24 11.35 0.68Raichur-UA 5 170577 87806 82771 2267 943 50.68 17.44 1.43

Raichur-TL 5 157551 81213 76338 5542 940 51.29 16.04 1.51Shaktinagar 5 12561 6685 5876 987 879 53.87 14.51 1.95Gangawati-UA 2 81156 41477 39679 2706 957 40.57 12.61 5.48

Gangawati-TL 2 64843 33161 31682 17200 955 42.19 13.60 4.38Gulbarga-UA 3 310920 163516 147404 7204 901 57.71 15.69 1.08

Gulbarga-TL 3 1 304099 159881 144218 9462 902 57.87 15.44 1.09

Shahpur 3 24740 12458 12282 6633 986 44.26 9.44 0.65

Homnabad 3 25581 13245 12336 18015 9311 52.16 14.46 5.68Bidar-UA 3 132408 70200 62208 2814 886 60.69 12.22 1.72Bidar-TL 3 108016 57241 50775 9670 887, 64.53 11.28 1.58

Source: Primary Census Abstract. Census of India. 1991.TL: Town Limits. UA: Urban Agglomerate

Table 5-21 would indicate the status of literacy in the rural areas.

5-27 Scott \Vilson CES, IIIE

Karnataka State Highwsays Enmironmental Impact Assessment ReponImprovement Project Chapter 5

Table 5-21: Literacv Status- Rural Population in the Studv Corridors

Route Literate Population % of FemaleLiterates to Total

Male female Total Literates

1 26909 10391 37300 27.86

Route 2

2A 43092 21247j 64339 33.02

2B 7159 23161 9475 24.44

Total 50251 23563| 73814 31.92

Route 3

3A 3551 1146 4697 24.40

3B 14771 6197 20968 29.55

3C 15073 6268 21341 29.37

3D 31857 12428 44285 28.06

3E 32000 14720 46720 31.51

Total 97252 40759 138011 29.53

Route 4 [ 8250 3805[ 12055 31.56

Route 5

5A | 5103 1960 7063 27.75

5B F 2234 727 2961 24.55

Total 7337 2687 10024 26.81

Source: Primarv Census Abstract, Census of India, 1991

5.5.2. Occupational Pattern

In Tables-5.21, 5.22 and 5.23, attempt has been made to show the features of the workforce in the

study area as well as their relative incidence between the occupational categories that the Indian

Census Organisation uses. It may be noted that the relative incidence of main workers in all the route-

corridors is higher than that of the State of Kamataka. This indicates that economic functions in these

corridors are more intense than the state.

Table 5-22: Workforce in Rural Area

Route Percentage of worker categorv to Total Population

Main Marginal Non-workerworker Worker

Karnataka 38.45 22.73 38.01

Route I 48.19 2.01 49.80

Route 2

-A 50.25 2.16 47.59

2B 48.16 2.36 49.48

Total 49.89 2.20 47.92

Route '

44.56 1.95 53.49

SB113 40.84 3. '5 55.81

S'C 42.59 1.90 55.51

5-2S Scott WVilson CES,, IIIE

Karnataka Statc Hlzh\\avs Environmental Impact Assessment ReportImprovement Project Chapter 5

Route Percentage of wvorker category to Total Population

Main 1Marginal Non-workerworker J Worker

3D 39.29 3.25 57.45

3E 3808 2.30 59.62

Total 39.961 2.67 57.37

Route 4 42.531 2.31 55.16

Route 55A 44.66 3.16 52.18

5B 47.84 1.26 50.90

Total 45.67 2.56 51.78

Source: Primary Census Abstract. Census of India, 1991

It may be noted in Table 5-23 that in all the urban tracts within the route corridors the incidence ofmain workers is less than the average for the whole state of Kamataka.

Table 5-23: Workforce in Urban Tracts

Name of Status of % Main % Marginal % Non-Towns The Town Worker Worker Worker

Gulbarga UA 24.07 0.14 75.80Gulbarea TMC 2.42 0.14 32.06Hornnabad TMC 25.32 0.16 74.52Bidar UA 23.86 0.13 76.01Bidar CMC 22.40 0.04 77.56Raichur UA 27.87 0.48 71.64Raichur CMC 27.18 0.40 72.42Shaktinagar NMCT 32.00 4.03 67.88Bijapur UA 24.85 0.49 74.69Biiapur CMC 24.72 0.49 74.79Gancawati UA 35.29 0.53 64.18Ganeawati TMC 34.55 0.50 64.95Sindhnur TMC 34.42 0.12 65.46Manvi I TMC 36.29 0.87 62.83

Source: Primary Census Abstract, Census of India. 1991, UA: Urban Agglomeration. TMC:Towvn Municipal Corporation. CMC: City Municipal Corporation. NMCT: Non MunicipalCensus Town

From Table 5-24. it can be seen that agriculture has the largest share of the main wvorkers in the ruraltracts of all the route corridors. Especially in Route 1. Route 2 and Route 5 the percentage ofcultivators and Agricultural labourers accounts for around 90 % of the total main vorkers.

Table 5-24: Occupation Pattern of Main Workers in Rural Tracts

(In percentage of Total Main Workers)Location Categories ol IMlain Vorkers

Cultivators Agricultural Livestock. Mining and Household Other than Construction Trade Transport. Otherlabourers Forestry, Quarrying industrv Household and Storage and Services

Fishing. Hunting industrn Comme communicaand plantation. rce tionorchards andallied activities

Karnataka 34.21 2892 3.57 067 1.86 841 2.48 .t98 2.063 8.84

Route 1 31.201 0244 0.641 (.05; (154 0.30 J 16 I 53 (39 3.251

~~ -29 ~~~~~Scott Wilson, CES IIIE

Kamataka State Hizh~xavs Environmental Impact Assessment RepornImprovement Proiect Chapter 5

Location Categories of Mlain NNorkers

Cultivators | Agricultural Liv estock. Mining and Household Other than Construction Trade Transport. Otherlabourers Forestry. Quarrying industrv Household and Storage and Services

Fishing. Hunting industry Comme communicaand plantation. ree tionorchards and

allied activitiesRoute 2

2 A 32.68 5> . ' 0.51 0.03 0.67 1.40 0.33 3.07 0.47 3.33

2B 32.25 57.42 1.24 0.38 1.56 0.83 0.39 3.09 0.38 2.92

Total 32.61 57.70 0.64 0.09 0.82 1.31 0.34 3.07 0.46 3.26

Route 3

3A 46.38 41.27 3.36 0.46 1.71 0.83 0.82 2.36 0.65 2.16

3B 27.72 50.92 2.23 0.38 2.48 1.77 1.60 5.08 1 67 6 14

3C 28.97 53.82 1.26 0.47 1.19 1.90 1.26 4.60 1.23 5.31

3D 32.17 4938 1 38 0.32 1.64 1.45 1.38 3.72 2.11 6.47

3E 22.41 I5 .1 1.30 1.03 1.56 4.15 1.11 4.83 2.24 6.63

Total 28.72 51.67 1.60 0.58 1.68 2.38 1.28 4.35 1.84 6.01

Route 4 38.35 47.67 2.64 0.04 0.94 1.16 1.50 2.54 0.96 4.20

Route 5

5A 27.5S 52.64 1.26 0.06 0.91 0.87 0.67 2.80 0.60 12.62

5B 27.S8 t l.62 0.74 1.05 0.22 0.25 0.17 1.59 0.23 6.76

Total 27.51 55.62 1.08 0.39 0.68 0.67 0.50 2.39 0.48 10.67

Source: Primary Census Abstract, Census of India, 1991

From Table 5-25. it can be seen that except for Raichur trade and commerce has the largest share ofthe main workers in the urban tracts. Manvi, Gangawati and Sindhnur being the major rice exportcentres the percentage of agHcultural labourers is higher than all other occupations.

Table 5-25: Occupation Pattern of Main Workers in Urban Tracts

(In percentage of Total Main Workers)

Town- Route (Cultivaiors Agricultural Livestock. Mining House-hold Other Constru Trade and Transport. OtherCivic Status labourers Forestry. and industry than ction Commerce Storage Services

Fishing. Quarrying House- andHunting and hold conimunicplantation. industry ation

orchards andallied

___________ a~~~CtiVitieS _ _ _ _ _

Manvi-TMC I 11 90 42.65 0.76 1.13 2.23 4.32 2.14 15.65 3.02 16.21

Sindhnir- 1.2 II 38 33.40 0.71 0.01 1.nl 6.27 2.68 21.88 ;.0( 17.06TMC ____

Gangaw%at- 2 5.67 33.S4 0.80 0.30 2.20 10.65 267 21.28 5.S7 1 3.72I JA _ _ _ _

Ganga" ati- 2 S.57 S0.5 * 0.75 0.31 2.45 9.94 2.92 24.22 5.'2 14.39TMCIIShahpur- 3 I1 08 19.27 2.10 0.11 4.2)9 991 4.63 23.09 5.55 19.91TMCIIGulbarga-lJA 3 2S 2.28 2.10 0.22 1.3*0 14 24 8.9( 25.25 11.48 31.45

Guibarga- 3 11.08 19.27 2.16 0.11 4.2') 9.91 4.63 23.09 .55 19.91

onabad- 3 - ) 14.21 1.07 . 0 11 I.()5 8.23 4.83 24.46 16.43 2 2.43TMC ___

Bidar-UA 3 4 .68 5.0') 1.41 0.50 1.41 9.45 4.27 21.74 9.95 39.50

Bidar-CMC 3 15 3. 8 11.22 0.12 0.70 S.82 4.1)2 25.50 11 09 42 51)Bijapur-tIA 4 - 4 4.*3 I o7 0.36 113n) 12.'3 S.54 2(.67 11.29 26.27

5-30 Scott Wilson CES IIIE

Kamataka State Highways Environmental Impact Assessment Report

Improvement Project Chapter 5

To%vn- Route Cultivators Agricultural Livestock. Mlining llouse-hold Other Constru Trade Innd Transport. OtherC(ic Status labourers Forestr. and industrv than ction Commerce Storage Serices

Fishing, Quarrning House- andHunting and hold communicplantation. industr% ation

orchards andallied

actis ities _

Bijapur-CAIC 4 4.6 3.9-4 o6 . 4 44 13 10) 7 u4 27.'4 1 1.51" 266t6

Raichur-UA 5 4.54 7 45 2.00 0.4 I7 5 20 4 1 2 IS.92 6 40 49,44

Raichur-CMC 5 3.98 2.44 2.14 0().50 1.0 5.63 4.4t 20.60 6.91 51.82

Shakitmagar- 5 0 67 1.12 0.20 0.27 0u20 1.17 4.40 3.96 047 87.53IN MC _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _

Source: Primary Census Abstract. Census of India. 1991

5.5.3. Economic Profile of the RegionUrban outgrowths are occurring as linear extensions of existing towns along the routes. The people are

transforming themselves by using the urban facilities and by participating in the urbanising socialprocess. The towns play a major role in the development of the adjoining region. They act as

collection point of diverse commodities raised in different parts of the surrounding tracts and thedistrict. Processing of the same materials take place in these towns and the finished goods are exportedto different centres of consumption. The point to note is that the functions of these towns areintimately related to, but not exclusively determined by the economy of the immediate neighbourhood.

Table 5-26 lists the major functions of the towns in the routes.

Table 5-26: Major Functions of the Towns

Route Town Indicative Major FunctionAs Importer As Processor As Exporter

I Manvi Paddy, Groundnut and Raw Paddv, Groundnut Rice, Groundnut oil andcotton and cotton lint cotton lint

I & 2 Sindhnur Grocenes, medicines and Cotton lint and Rice, Cotton lint andclothes Groundnut oil Ground nut oil.

2 Ganyavati Clothes , Petrol and Diesel Rice. Cotton lint Paddy, Groundnut oil andand Ground nut oil. cotton lint

3 Shahpur Cloth, Groceries and food Ginning, RCC poles Cotton. Groundnut and_____________ grains and pipes Jowar

3 Gulbarua Groundnut, Sunflower and Rice Tur dal, Suntlower Til and Moong dal (Lentils)oil and Groundnutoil l

3 Homnabad Non-edible oils, food grains and Soap, cut sized Timber. Soap. Edible andcloth Timber and Edible n3rn-edible Oil products

oil _ _ _ _ _ _ _ _ _ _ _ _

3 Bidar Food grains. Pulses, Sugarcane Bidri ware, Edible Jaegerv, Coriander. Bidri

lIl oil. Pulses ware

4 Bijapur Jowar, oil seeds and cotton Edible oil. Cotton Cotton varn. cotton lint.lint and cut sized Edibie oil and Non-edible

l____________________________ _ ltim ber O il

5 Railhur Grains, Cotton and Groundnut Cotton lint. Ground Rice, Ground nut oil andl_________________ l_______________________ _________________________________________ nut oil And _vashin- Cotton lint JI ________ I ___________ _____________________________ soap l

Source: Village and Towvn Directory. Census of India. 1991

Agriculture being the major occupation in most of the roads. it is useful to know about the crop

arrivals in these towns. Table 5-27 lists the various crop arrivals in the towns falling in the routes. Thisis indicative of the economy of the service area of the tovns.

Table 5-27: Arrival of Agricultural Products in Markets

(Amount in Quintals)Crops Mlanvi Sindhnur | Gangauvati | Gulbarga Bidar Bijapur I Raichur

| Paddv 604726 5839281 3549248 | - - 1390720 Rice l l l 32S970 63883 - 45550

Ž-.' I Scott Wilson CES IIIE

Karnataka State Hiizhw avs Environmental Impact Assessment ReportImprovement ProTect Chaptcr 5

Crops Manvi Sindhnur Gangawati Gulbarga Bidar l Bijapur Raichur jMaize I l l l l 33293 lJ

Jowar l I - 44268 43732 63652 24942Wheat - l -1876 l - l - 23009

Tur - - 1 140549 133117 - 83523Groundnut I - 100654 292615Sunflower -l - l 32602 l lCotton - 159678 19155 - - 439706 615798Onions j - - - 10610 - 17215 15969

Jaggery j - - - l 31016 - 24800Source: Village and Town Directory, Census of India. 1991

5.5.4. Regional and Local Utilities along the Project RoutesA variety of regional utilities like Telephone poles. Optical Fibre Cables, and Electric Poles,Telephone boxes transformers etc fall within the ROW. Local utilities like lamp posts, water lines.hand pumps, and dug wells and bore wells also fall within the ROW. Road widening will involveremoval and relocation of these utilities. The total number of such utilities falling within the ProjectCorridor of Impact (COI) is listed in section 6.3.4 and 6.3.5 of chapter 6 of this report.

5.5.5. Religious and other sensitive structures along the Project RoutesDevelopment of the towns and growth of the rural settlements has seen the coming up ofencroachments within the ROW in the forms of temples, shrines and mosques. The other forns ofencroachment within the ROW and public land are sepulchres, mazaar and aralikatte (Platformsconstructed around Ficris religiosa and Acaciaferr7ugin7ea trees). The total number of such structuresgetting affected is covered in section 6.3.6 of chapter 6 of this report.

5.6. Public HealthNo major diseases in the form of pulmonary and respiratory trouble due to vehicular pollution andtraffic movement have been observed. The common diseases seen in the area are cases of commoncold, influenza. diar-rhoea, typhoid. dysentery and other gastro-intestinal disorders. Nutrition relatedproblems and ailments due to old age and infirmity are also observed in the study area. Brain fever hadafflicted the populace in Gulbarga. Raichur and Bellary district. Pigs are the carriers of this diseaseand poor community and personal hygiene and sanitary facilities in the urban area result in the spreadof this disease. It should be emphasised that sanitary facility is near totally absent in the entire ruralarea.

5.7. Accident Hazards and SafetvIn most of the stretches the existing road is only a single lane and moreover encroachments andcongestion have resulted in reducing the carriageway width in urban areas and in stretches passingthrough rural settlement. Here mention should be made of Route I and 2 where the encroachment bythe casual and migrant agricultural labourers in the form of makeshift hutment and squatters occupy agood portion of the ROW and spill over to the carriageway. Such unauthorised occupations pose amajor traffic hazard to the road users as well as to the roadside community. Acute-angle intersections.lack of proper road siunage and dumping of leftover construction material are common sights on theroads. Improper storage of construction material also poses a major threat to the road users and causeaccidents. Lack of proper bus-bays and parking facilities also pose a major obstacle to the smooth flowof traffic in urban and rural areas. The existing bus stops are also not properly constructed at properlocations keeping in mind the terrain and curve of the road.

One of the constraints in identit'ying the accident-prone locations is the lack of authentic database andstatistics on the traffic accidents that have occurred in the corridors. The consultant conducted specificjunction surveys and visual observations along with discussions with the local populace for identifyingthe location oftbus bays. parking facilities and other requisite road fuumiture.

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Kaamataka State Hichvavs Environmental Impact Assessment ReportImprovement Prolect Chapter 5

5.8. Aesthetics

Route 2 passes through the undulating terrain of the Tungabhadra valley and the granite rocks andboulder formation are the major attractions of othervise a very stark landscape. Monoliths of variousshapes and sizes are strewn across the adjoining land especially between Gangawati and Budugumpa.Route 3 passes through the North Kamataka Plateau and traverses the hill fomnations of the Deccantraps between Gulbarga and Naubad and crosses many small streams and two major rivers namelyKaranja and Kagna. The vanety of landscapes adds to the aesthetic wealth of the routes.

Avenue plantations consisting of various trees like Terniinalia cihebila, Dalbergia sissoo. Cassiaspecies, Azadiraclhta indica, Tarariaidtus indica and many vaneties of Acacia species are the elementsof the aesthetic wvealth of the routes.

5.9. Sites of Tourist and Archaeological Interest

There are no major sites of tourist or archaeological interest in the project routes except in Route 3Eand 4. A Shiva temple belonging to Chalukyan era in Jalasangi village is a famous tounst andarchaeological site in route 3E. This road on improvement will provide better connectivity to thisimportant tourist spot. This temple is at a distance of around 8-km from Homnabad towards Bidar.This temple is at a distance of about 4 Km left of the project road.

Route 4 starts from Bijapur town. The world famous Gol Gumbaz, Ibrahim Rauza and Baraah Kamaanare the major tourist spots in Bijapur. These monuments are at a distance of about 2-km from theproject route. The only important tourist and archaeological site near the road is the famousNavaraspur Sangeet Maha] near Torvi village in Route 4. It is at a distance of around 200- m from theroadside. Ever' vear a State level music festival is held in the precincts of this monument.

On the whole developing these roads will greatly benefit the tourist circuits in Kamataka. as all theseroads will functions as connectors to important tourist spots and places of cultural and historicalinterest.

Table 5-28:Places of Tourist Interest in the Corridors

Route Places of Tourist & Archaeological Distance Nearest TownInterest from

I_____________________ __________________________ RouteI Raichur Fort 10 km Raichur

2B Hampi 42 km HospetIC Gulbarpa fort. Hafth Gumbaz 6 km Gulbarga3E Jaisanet Shiv a Temple 4 km Homnabad4 Navaraspur Mahal. Torvi 200m Bijapur4 Goleumba.. Ibrahim Rauza 2 km BijaDur5 Raichur Fort 2 km Raichur

Scott Wilson CES IIIE

Chapter 6Impact Assessment and Mitigation

Measures


CHAPTER 6: IMPACT ASSESSMENT AND MITIGATION MEASURES

TABLE OF CONTENTS

6. IMPACT ASSESSMENT AND MITIGATION MEASURES ................................................... 6-1

6.1. INTRODUCTION ..... .................. ..... . 6-16.2. IMPACTS FROM LOCATION .......................... ....... 6-1

6.2.1. Impacts of Gravit-i Flowv Irrigation Systems. 6-16.2.2. Large Reservoirs behind Dams ............................ : 6-26.2.3. Consequences of Extensive deforestation .6-26.2.4. Improper Road Drainage Svstem .6-36.2.5. Effects of Growaing Mining Economy .6-3

6.3. IMPACTS FROM ROAD DESIGNS ........................................... 6-36.3.1. Impacts from Altered Design .......................................... 6............................... 6-46.3.2. Impacts from Diversion from Current Use of Land .6-46.3.3. Impact on people due to land acquisition and displacement .6-56.3.4. Impacts on Regional Utilities .6-66.3.5. Inpacts on Local Utilities .6-66.3.6. Impacts on Local Religious Stuctures. .6-76.3.7. Impacts on Other Community Assets .6-76.3.8. Impacts on Avenue Trees .6-86.3.9. Impactsffrom the Clhoice of Construction Materials.................. .................. 6-106.3.10. Accidents and Road Safety .................................... 6-10

6.4. IMPACTS DURING CONSTRUCTION ..................................................... . 6-116.4.1. Impact on Land Resouirces .............................. 6-Il6.4.2. Impact on soil qualin .............................. 6-126.4.3. Impact on water resources .............................. 6-126.4.4. Impact on water qualih' .............................. 6-126.4.5. Impact on Air Qualin .............................. 6-126.4.6. Impact on Noise Leve l .............................. 6-136.4.7. Impact on Biological Environment .............................. 6-136.4.8. Impacts fromn Sanzitation and Waste disposal .............................. 6-136.4.9. Othter impacts .............................. 6-14

6.5. IMPACTS DURING OPERATION PHASE .. . 6-146.5.1. Impact on Land Use ...................... 6-156.5.2. Impact on Air Qalit ...................... 6-156.5.3. Impact on Noise leel .. ...................... 6-166.5.4. Imnpact on Ecological Resources ...................... 6-176.5.5. Accident Hazards anid Safet ...................... 6-176.5.6. Aesthetics ...................... 6-18

6.6. CONCLUDING OBSERVAION .. . 6-18

TABLE 6- 1: MAGNITUDE OF INIPACTS FROM ALTERED DESIGN . 6-4TABLE 6-2: EXTENT OF LAND ACQtUISITION . 6-4TABLE 6-3: PAFS AND PAPS ALONG THE PROJECT ROUTES . 6-5TABLE 6-4: MAGNITUDE OF IMPACTS ON REGIONAL UTILITIES . 6-6TABLE 6-5: MAGNITUDE OF INIPACTS ON LOCAL UTILITIES . 6-6TABLE 6-6: LOCAL RELIGIOUS STRICTURES FALLING IN THE CORRIDOR OF IMPACT . 6-7TABLE 6-7: MAGNITUDE OF IMPACTS UPON OTHER COMMUNITY ASSETS . 6-8TABLE 6-8: MAGNITUDE OF IMPACTS FROM FELLING OF AVENUE TREES . 6-8TABLE 6-9: SPECIES WISE NUMBER OF TREES IN THE PROPOSED CORRIDOR OF IMPACT . 6-9TABLE 6-10: PROPOSED BUS BAY LOCATIONS ALONG THE PROJECT ROUTES . 6-1lTABLE 6-1 1: EMISSION FACTORS O [ DIFFERENT VEHICLES (G/KM) . 6-15TABLE 6-12: POLLUTION LOAD OF POLLUTANTS ALONG THE PROJECT ROUTES . 6-16TABLE 6-13: PREDICTED NOISE LEYIELS (L) . 6- 17TABLE 6-14: No PROJECT AND UPURADATION SCENARIO ASSESSMENT . 6-19


Kamnataka State Hwhxwavs En% ironmental Impact Assessment ReportImprovement Project Chapter 6

6. Impact Assessment and Mitigation Measures

6.1. Introduction

Roads may cause negative impacts upon environment in manv different wvavs. The objective of thischapter is to discern those negative impacts that are contextuallv possible in the project underconsideration and to suggest the required mitigation measures. Care has been taken also to identify theprospects of positive impacts and of the measures that are likely to enhance the quality of the givenenvironment.

Road development projects generally cause impacts in four specific situations. These are* Impacts from Location.* Impacts from Project Design.* Impacts during Construction. and* Impacts when the Road becomes Operational.

6.2. Impacts from Location

It has been mentioned earlier that the objective the KSHIIP is to improve many different road links.which are distributed across the State of Kamataka. Whatever impacts these roads might have hadcaused initially upon environment now appear as more or less adjusted. However, fresh impacts uponthe environment can happen when these roads are redesigned for reconstruction. The nature of theseimpacts shall vary over tracts notwithstanding the similarities in the construction-designs, since theenvironmental settings vary between these road links.,

The pavement conditions of the existing roads indicate that these are damaged. Altered hydrologicalregimes are the substantive causes of deterioration of roads. In addition. use of over loaded vehiclestogether with lack of regular maintenance has contributed towards deterioration of pavements. Socialactions taken over different parts of Kamataka subsequent to the time of initial construction of theseroads are the reasons behind the observed alterations in the hydrology. The major features of socialaction causing alterations in the hydrological regimes appear to suggest four specific processes. Theseare* Improper practices in the command areas of gravity flow irrigation,* Formation of large reservoirs large dams for moderating the seasonal variation in rainfall,* Extensive deforestation,* Improper road drainage systems, and growing mining economy.

The products of the above noted social processes should be appreciated in order to identify theappropriate mitigation measures.

6.2.1. Impacts of Gravitv Flow Irrigation Svstems

All major command areas of Kamataka. as in many other places of India. function throughuncontrolled delivery of wvater without laying proper drainage facilities. This leads to the rise ofground water table above the level that was assumed in the original road design for the sub-grades. Insome extreme cases, the excess water from the nearby agricultural fields overflows across the roads.Both these situations cause damage to the road-pavements on account of damaged sub-grades.

Decidedly, the road engineers have not created the problem. Nevertheless, they carry a responsibilityto appraise the appropriate quarters of the GoK and to assist the relevant department(s) to installproper drainage facilities to safeguard their assets and to reduce frequently recurring costs of repairingthe roads.

While this is the necessarv step to secure permanent solution of the problem. the results of suchcounselling may not be forth coming. It will take time to yield dividend. The available mitigation

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Karnaraka State Hichwavs Enwironmental Impact Assessment ReportImprovement Protecr Chapter 6

measure. therefore. is to raise the height of the so affected roads to save the sub-grade from beingcontaminated bv groundwater.

The tracts suffenrng from such problems are found in Routes 1. 2 and 3 as also to limited extent inRoute 5. The magnitude of requirement of embankment raising in these Routes has been indicated inTable 6- 1.

6.2.2. Large Reservoirs behind DamsKamataka is studded with reservoirs created by damming rivers. These reservoirs are criticallyimportant for obtaining agricultural development based on irigation. and for sustaining cities,industries and mines. In hard rock terrain. ground water stock is poor and cannot sustain theseeconomic functions. The reservoirs have also become useful to moderate floods. These are necessaryfor the region.

These reservoirs have set in changes in hydrological regimes in many tracts. Seasonal rhythm ofrainfall and run off from the respective catchment areas is reflected in the fluctuations of the water-spread areas of these reservoirs. Several consequential effects of this are discemible within theneighbourhood drainage systems. Smaller tributaries entering the reservoir have to face seasonalvariations in their respective hydraulic gradients. Increase in the water spread area of a given reservoircause backward rising flood hydrographs in these tributary channels. If there happens to be a roadpassing through so affected area, the structure gets damaged. especially the cross-drainage facilities,often leading to their collapse.

None of the Project Routes considered in this EIA Report, however, suffers from this problem.

6.2.3. Consequences of Extensive deforestationA significant part of the spread area of the forests in Kamataka has been converted into other uses, likeagriculture, irrigation infrastructure, mining, etc. Along with it the age-old practices of felling of treeshave continued to meet the rural energy demands. This has caused faster run off. rapid denudation ofsoil cover, changes in the channel shapes due to deposition of larger quantities of transportedmaterials. deepening of channel bottoms. etc. In several places. the foundations of the cross-drainagestructures have been exposed by the deepened channels or are eroding the nearby banks due to changesin stream course consequent upon sedimentation on their beds. None are welcome signs formaintenance of roads. Rehabilitating the forest cover in the catchment area and armnouring the channelbeds at the sites of the cross-drainage structures appear to be the required mitigation measure.

This problem is manifested along all the routes. The Departments of the GOK other than the PWD caneffectively execute the mitigation actions suggested above.

In addition the PWD has envisaged a comprehensive tree plantation programme along the road and hasalso made budgetarv allocationl for taking up afforestation programme in the degraded forestland in thevicinity of the project corridor in due consultation and participation of the State Forest Department.The present tree plantation programme involves planting 200 trees per krn. 100 trees are to be plantedper km on either side of the road with a spacing of 10 m between each tree. The tree species includelocal and indigenous species like Aiadirachlta indica, Tamna,i,i,dues indica. Mlailgifera indica, Acacianiilolica, Acacia auriciliformiis. Albi_ia lebek. Ficuts spp., etc. Fast growing species like Gliricidiasepiwdnl. Dalbergia sissoo etc are also being considered in the plantation programme. Adequate treeguards in the form of a brush Nxood fence and branches of Prosopisfjiflor7a wvill be made.

The afforestation programme can be taken up in Route 2B, 3A. 3B and 3E. The adjoining forest landin the vicinity of these roads is shown in the Table---.A second tier plantation consisting of Prosopis juli0floa/Euphol-ia tiniricalli will be planted adjacent tothe tree line. This shrub belt w ill function as a dust and noise barrier. Adequate budgetary allocationhas been made tor the plantation and subsequent maintenance of the plantations.

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Plantations in the rotary of major intersections will also be undertaken for increasing the aesthetics ofthe surrounding area.

6.2.4. Improper Road Drainage SvstemThe carriageways in most of the project roads appear to act as drains. This has happened because theshoulders have become higher than the carriageway levels. It is important to note that nearly all partsof Karnataka are windy and suffer from aeolian erosion. especially during dry weather months. On theearthen shoulders, many types of shrubs grow. These arrest the moving dust and in time raise theshoulder height.

Regular grubbing and dressing of earthen shoulders to establish a gentle slope away from thecarriageway can be an effective mitigation measure. This has been taken care of in the proposed roaddesigns.

Altematively, paved/hard shoulders should replace the earthen shoulders.

6.2.5. Effects of Growing Mining EconomyKamataka is rich in mineral resources and building stones. These deposits are mostly associated withthe Dharwarian petrology, which covers a major part of Kamataka. This increases the load ofsuspended particulate matter in and around the mines. In addition, road-transport is used fortranshipments of the extracted materials to the consuming areas.

The truckers have the habit of driving over loaded carriages. This is reflected in the axle-load surveyfindings placed in the First Interim Report. The over loaded trucks damage the road formations,leading to increased-maintenance costs.

The trucks carrying limestone traverse Route 3. especially in routes 3B, 3C and 3D. Some parts of allother routes are not totally free from this problem as these link the source with consumer-locations.Route I and 5A act as connectors to the consumer- locations, especially Granite that is mined in andaround Mudgal Town which is around 40 km from the project routes utilise the project comdor fortransportation of the stone blocks to Raichur and adjoining areas of Sindhnur and Gangavati towvns.

The GoK is taking various measures to control pollution from mining operations. One could alsoconsider providing higher than the prescribed loads for two axle carriages in the reconstructed roadformations. This is a risk covenng measure arising from less than effective policing on over-loadedtrucks. Specific mitigation measures in terms of road fumiture have also been proposed in theengineering design. The PWD wvill interact with the Police department and initiate random checksduring the operation phase to prevent over loaded vehicles from plying on the road.

6.3. Impacts from Road DesignsThe design criteria for roads under upgradation have been noted in Chapter-3 of this report. Diversetypes of impacts can arise on account of implementing the proposed design. These are as follows:* Impacts from Altered Design* Impacts from Diversion from Current Use of Land* Impact on people due to land acquisition and displacement* Impacts on Regional Utilities* Impacts on Local Utilities• Impacts on Religious Structures* Impacts on Other Community Assets* Impacts on Avenue Trees* Impacts from Choice of Quality of Materials* Impacts on Road Safetv from Improved Road Design

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Karnataka State Hizhwavs Enwironmental Impact Assessment ReportImprovement Project Chapter 6

6.3.1. Impacts from Altered Design

Vanous types of alterations of the road designs as proposed in Chapter -1 and improvements uponmany components of the existing road have been suggested in the Final Design ot' the project routes.The magnitude of such alterations has been shown in Table 6-1. These are as follovs:* Reduction of Shoulder Width* Rectifying or Shifting Horizontal Alihnment* Placement of Improved Cross-drainage (CD) Structures* Reconstruction of Bndge or Causeway* Raising of Embankment* Rail Over Bridge (ROB)

Reduction of shoulder width has been made in Route 4 in order to save a reserved species of treescalled Terninalia chebuila (Allalemara) in the avenue plantation. Many bad horizontal alignments inthe existing roads were corrected to retain as much as possible the designed traffic speed. Inadequatenumber of culverts as well as damaged culverts had to be amended. Embankmnent height has beenraised to protect the sub-grades from altered hydrological conditions. In addition to the raising for theprotection of the pavement, under pavement drains below the sub-grade has been included in thedesign. While improved CD structures and bridges would be constructed at the same site, anysignificant negative impact on local hydrology is not expected. However, care should be taken duringconstruction phase to reduce turbidity in the rivers. especially where diversion-structures are to be laid.No Rail Over Bridge (ROB) is required in any of the routes. The detailed information on the locationof each of these alterations and their starting and ending chainages have been shoNvn in Appendix-6.1.The required mitigation measure is to implement the design carefully during construction phase.

Table 6-1: Magnitude of Impacts from Altered Design

(Nlagnitude Indicated by Length in meters or by numbers)Route Parameters

Reduction of Rectifying Improvement Improvement Raising of ROBShoulder or Shifting of culverts of Bridge or EmbankmentWidth Horizontal Causewav

AlignmentN. il 1020 m 76 23 3450 m Nil

2A Nil Nil 60 19 5300 m Nil2B Nil 3950 m 39 4 2400m Nil3A Nil 1950 m 12 2 8000 m Nil3B Nil Nil 32 10 2400 m Nil3C Nil 1200 m 24 10 6000 m Nil3D Nil 2350 m 69 14 5000 m Nil3E Nil Nil 34 6 3300 m Nil4 5005 ni I 200m 13 8 Nil Nil

5A Nil Nil 18 6 900 m Nil5B Nil Nil 16 2 Nil Nil

6.3.2. Impacts from Diversion from Current Use of Land

In order to implement the altered road design. some land is to be acquired. This wvill cause diversion otland from current use. The required mitigation measure is to follow the land acquisition proceduredetailed out in Chapter 2 and to impiement the Resettlement Action Plan (RAP) according to theState's policy on entitlement. Table 6.4 shows the magnitude of land acquisition. The details on boththese issues have been presented in a separate report on Social Impacts. This would require transfer ofland from the concerned govemnment agency to the PWD.

Table 6-2: Extent of Land Acquisition

,Magnitude indicated in Sq.m/Hectares)

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Kamataka State Highways Enm ironmental Impact Assessment ReportImprovement Projcct Chapter 6

Route Land in existing ROWA' Total additional Land Percentage ofIn Sq.m( Hectares) requirement Acquisition to

In Sq.m( Hectares) existing RON4Vl 22.99.500(229,95) 9628.681(0.96) l 0.412A 11.61.1)0 (116.11) 20649.938(2.06) 1.782B 8.18.600 (81.86) 26330.825(2.6) l1.3A 6.90.000 (69.00) 64.177(.0064) 0.0093B I 1 .56.000 (115.60) 2157.633(0.02) 0.183C 6.60,930 (66.09) 4717.458(0.047) 0.713D 21.88.000 (218.80) 14953.303(1.49) 0.683E 13.79.200 (137.92) 5660.746(0.5) 0.414 4.15.056 (41.50) 8217.44(0.82) 1.975A 7.20.000 (72.00) 239.442(0.02) [ 0.033SB 321000 (32.10) 138.875(0.013) 0.04

6.3.3. Impact on people due to land acquisition and displacementThe existing ROW is not sufficient for the considered design. For widening of the roads private land inthe form of agricultural land, commercial structures, residential structures are getting affected and willbe acquired as per the Land Acquisition Act. 1894. A comprehensive Resettlement and Rehabilitation(R & R) policy has been formulated detailing the benefits to be extended to the Project AffectedPersons under this project. Since many people are dependent on the road users and the road for theirlivelihood, the shifting from the current place will affect their sustenance. In addition to it manyencroachers and squatters have occupied the ROW and pursue their commercial activities from there.In certain stretches residential encroachers and squatters are also observed. Based on the R & R policya detailed Resettlement Action Plan (RAP) is being prepared as per the World Bank Guidelinesdescribed in their Operational Directive - OD 4.30. The RAP addresses the issues pertaining todisplacement of Project affected persons (PAPs) and their rehabilitation and resettlement. The totalnumber of Project Affected persons (PAPs) is 4543 and the total number of Project Affected Families(PAFs) is 753. The route and link wise PAPs and PAFs are shown in Table 6-3.

Table 6-3: PAFs and PAPs along the Project Routes

Route Projected Affected Projected AffectedFamilies (PAFs) Persons (PAPs)

l 205 13132A 167 9002B 88 5913A 21 1113B j 60 3363C j 14 853D j 63 3673E 9 564 l 92 567

5A 18 103SB 16 114

Grand Total 753 4543

The land acquisition involved is vern marginal. The additional land required for the project is only9.38 hectares. Out of this 9.38 hectares. 4.71 hectares is tgoverrment land and involves interdepartmental transfer of land. 4.67 hectares of land are to be acquired from private owners. The detailsof the land acquisition. ownership and landuse are covered in the Resettlement Action Plan (RAP)report.

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Kamataka State Hi2hwavs Env ironmental Impact Assessment ReportImprovement Project Chapter 6

6.3.4. Impacts on Regional Utilities

A variety of utilities serving the regional needs are currently placed within the ROW. The details ofthese that are falling in the corridor of Impact are presented in Table 6-4. The categories of suchutilities are as follows:* Optical Fibre Cable Posts* Telephone Box* Telephone Poles* Power Lines* Power Transformers* Electric Poles

The required mitigation measure would be to ask in advance the relevant owners of these utilities toshift those before construction starts to avoid disruption of regional services. It is the PWD'sresponsibility to make the land available to the contractor free of all encumbrances before constructionbegins.

Table 6-4: Magnitude of Impacts on Regional Utilities

(Magnitude indicated in Numbers)Route Optical Telephone Telephone Power Electric

Fibre Cable Box Poles Transformers PolesPosts

l 27 - 121 7 3002A 163 2 268 22 5602B - 2 94 11 2113A 65 30 6 983B 210 - 104 I 3303C 159X 1 41 3 1703D l234 1 104 6 2423E |13 2 74 7 1014 9; 1 46 1 455A l5 - 40 4 845B 79 - 63 8 146

Total 1428 9 985 76 1 2287

6.3.5. Impacts on Local Utilities

Many types of utilities serving local needs are now placed within the ROW. The details of these arepresented in Table 6-5. The categories of such utilities are as follows:* Lamp Posts* Water Lines* Hand Pumps* Water Taps* Dug Wells* Bore Wells

The required mitigation measure would be to ask in advance the relevant owners of these utilities toshift those before construction starts to avoid disruption of local services. It would be judicious for thePWD of the GOK to assist such owners. be they local institution. communities or individuals, to gyetland for new locations.

Table 6-5: Magnitude of Impacts on Local tUtilities

(Magnitude indicated in Numbers)

Route ! Lamp Water Hand | Water Bore WellsPosis Lines Punips Taps s

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Route Lamp Water Hand Water Bore WellsIPosts Lines Pumps Taps

1 629 5! 23

2A 33 - 5 1>7 13

2B 8; l l 5l 43A 16 l 1 2

3B 1 3 - 3 -

3C - 108 4 333D - I 51 13E 6 _2 4 5

4 6 2 4 55A ~ ~ - - - 4 3

5B 35I ITotal 178 i 108 23 38 89

6.3.6. Impacts on Local Religious Structures

There are many types of religious structures located within the ROW. These will need new locations.The required mitigation measure would be to assist the owners. be they local institution, communitiesor individuals, to get land for new locations. Table 6-6 lists the various types of religious and sensitivestructures getting affected. The PWD will ensure that the idols/artefacts are relocated in the newstructures before demolishing the structures falling in the corridor of impact. The PWD will constructthese new structures at a site identified by the project authorities in consultation with the localcommunities.

Table 6-6: Local Religious Structures falling in the Corridor of Impact

._________ (Magnitude indicated in Numbers)Route Temple Shrine Samaadhi/ Gravevard* Aralikatte

Mazaar

_________ ~2 1 0---

2A 2 11 32B 5 3 - -

3A I -

3B -

3C I 43D 4 f 3 1-3E - I 1

4 33

5B 1 3 _ _ _ _ _ _ _ _ _ _ _

Total 20 36 l 1 7Note: Aralikatte - Platforms constructed around Ficus religiosa and .caciafjerruginea trees.

*- Boundary Wall of the graveyard is getting affected

6.3.7. Impacts on Other Community Assets

The road upgradation project would have impact upon other communitv assets like. parts of land ofColleges and Schools and also of the Bus Stands. Their magnitudes are shown in Table 6-7. Therequired mitigation measure for land acquisition should be followed. Bus Stands should be relocatedwith the assistance of the PWD of the GoK .on roadside. The Bus Bays has been provided for in theFinal Design.

It is pertinent to mention that only the boundary wall of the Al-Ameen Medical College is gettingaffected in Route 4. The College .- \dministrative Building is the nearest to the roadside at a distance of

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around 150m from the boundary wall and moreover it is located on a higher level than the road.Alreadv the college authority has initiated plantation in the open areas. In route 3B near Jevargi theschool playground is bv the roadside and the school building is around 120m away from the roadside.The PWD will develop the avenue plantation alone the road length and also involve the SchoolAuthorities in explornn the possibility of establishing another row of trees and shrubs in the schoolground. The total number of educational institutions and medical centres near the project routes arelisted in Appendix 6.2.

Table 6-7: Magnitude of Impacts upon Other Community Assets

(Magnitude indicated in Numbers)Route Parameters

Colleges Schools Bus Stand

2A -- 3'E. - 414 I __3B jr- 1 53C 6

Total 11 37

6.3.8. Impacts on Avenue Trees

On account of widening the roads as also for rectifying the horizontal alignments some trees wouldunavoidably be felled. The magnitude of such impacts is discernible from Table 6-8. It appears that 14trees on the average per km are to be felled. This appears to be reasonable. The major contributoryfactor behind number of trees requiring felling in routes or links is the location of the trees at adistance of 3.5-5.5 m from the existing centreline and the need to raise embankment height.

The trees that are located in the Corridor of Impact (COI) are the only ones that are to be felled.Changing the alignment due to the roadside trees is a constraint as already mentioned that the treescoming in the COI are at a distance of around 3.5m- 5.5m from the centreline. The stretches wherethere is off centric COI from the existing centreline, a few more trees on the edge of the ROW aregetting affected. The felling of these trees is inevitable.

No cost effective engineering solution other than embankment raising and additional cross drainagestructures could be envisaaed as this option has been suggested in low lying area that are often proneto inundation during monsoons and due to uncontrolled discharge of irrigation waters. Moreover. theroads pass through irrigated areas and additional land acquisition will be an expensive option.Therefore in areas wvhere embankment construction is proposed. tree felling is involved. Appendix 6.3lists the details of trees on either side of the project routes.

Table 6-8: Magnitude of Impacts from Felling of Avenue Trees

(Magnitude indicated in Numbers)Route Girth

<30cm >30cm& >60cm&< >90cm&:<180 >180cm Total No.per<60cm 90 cm cm km

398 I 632 484 Nil Nil 1514 20

'A | 361 1-4 467 Nil Nil | 02 I202B ]O r S-1 237 Nil Nil 429 16

3A Nil i1 13 1 7 16 563B 627 cc 125 144 Nil 393

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Kamataka State Highways Ens ronmental Impact Assessment ReportImprov,ement Project Chapter 6

3C Nil 47 71 104 144 366 103D 90 140 201 179 Nil 1 610 103E Nil 101 214 60 47 422 94 0 27 181 1 Nil Nil I 21S

SA 50 20 122 Nil Nil 192 10 I5B 3a is 138 Nil Nil 191 16

Total I 14 1315 2253 504 207 5393 14of allI

Routes |

In Table 6-9, the number of trees to be felled has been classified in terms of different species for all thefive routes. None of the species are endangered.

Table 6-9: Species wise Number of Trees in the Proposed Corridor of Impact

Tree Species Route I Route 2 Route 3 Route 4 Route 5 TotalAcici aiurwcliformi7s 23 _ 23

Acacia ferrtiginea 3 3

Acacia lan-onum 72 j 72Acacia nilorica 760 | 130 180 _ _ 1070Albi:iaainara - 15 - - 13 28Albi:ia lebek - 31 100 - - 131Azadirachta indica 380 603 270 50 148 1451Dalbergia sissoo 50 54 250 45 - 399Delonix- regia 190 232 60 30 512Eucalipfus teretcornis - 38 195 - - 233Ficus Ben ghalensis 9 - 80 2 - 91Ficus rehlriosa - 39 - 2- 41Gliricilia sepiLtn 14 108 172 - - 294Mantgifera indica - - 150 - 150Pongainia pinnata 16 - - - - 16Tanariilhus indica 30 77 120 86 142 455Telintialia chlehutla 65 104 175 - 80 424Total 1514 1431 1847 218 383 5393

The required mitigation measures are many indeed. In the first instance. a survey has to be conductedin collaboration with the Department of Forest of the GOK. Then permnission to fell trees would haveto be obtained from the designated authority. Then nurseries will have to be established with the helpof the Department of Forest. Simultaneously appropriate institutions will have to be entrusted with thejob of replanting of avenue trees as per the rules of the MOEF and for their subsequent maintenance.The procedure has been stated in Chapter 2. The views expressed by the local people during Public

Consultation (see Chapter 7) should be noted in this regard. The involvement of the village populaceand the village panchayats in the plantation programme will be an added advantage. The publicconsultations have revealed in quite a many places the wvillingrness of the public in getting involved inthe environmental enhancement measures.

As recommended by the MOEF, the most effective species to absorb the various elements of trafficrelated pollutants are. A:7adirachta itidica (Bevu or Neem). Taniarindus indica (Hunsemara orTamarind). Ficits benighlalensis (Aladamara or Banyan), Terninaillia clhebutla (Hallalemara or Arjun)and Dalbergia sissoo (White Beete or Shisham). All these species were found to be the majorconstituents of the existing avenue plantations. These are also the preferred species in the avenue-plantations by the Kamataka Forest Department. The Forest Department is also planting Acaciaattriculijormalis, Albi_ia lehek. Albi:ia amara aniid klangifwra ind(licar along the roadsides.

The most effective sound barrier has been Prosopis juliflor-a (Bellaryjali). This has been widely usedin the existing roadside plantations. This species grows on all tvpes of soils and responds by profuseshoot formation after repeated pruning. The wood is very suitable as fuel. It sells as such at a rate of

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Kamataka State Hlgkh%a\s En,ironmental Impact Assessment ReportImprovement Project Chapter 6

more than 80 paise per kilo. The thoms prevent penetration of animals through the bushes. The leavesprovide good mulching materials for soil improvement. Healthv plants produce two harvests of pods.which are very nutritious animal feed. Mature and rtpe seeds are edible and nutritious for humanbeings. because of high protein content. This species should be planted as second row of the avenueplantations. The P\VD is also considering planting Eu,plhor-hial tiruicalli as the second tier.

As alreadv discussed in section 6.2.3. the plantation programme will be taken up immediately after theConstruction phase with the participation of the State Forest Department.

6.3.9. Impacts from the Choice of Construction Materials

The suggested specifications for the different formations of the roads under upgrading appearreasonable. Nevertheless. the thickness of the different components of the road-formation would undergo modifications in tune with the bearing strengths of the available matenrals. Since the nature ofavailable materials would vary between regions, the total thickness of the fornations is likely to varybetween the locations of the project roads. However, careful supervision is warranted while using thediverse materials. In this regard, three observations noted belowv may appear pertinent. All related tothe choice of materials.

Gravel & Borrow PitIn the first instance, one should note that soil with gravel (moorum) occur extensively over nearly allparts of Kamataka, but is generally associated with rather high clay fractions. Proper homogenisationwith sand would add to the stability of the road embankments. Connected to this situation is thelocation of borrow-materials. Borrow pits are generally located along the road corridors. Wateraccumulates in these pits during the rainy season, which in tum can act as disease vectors. Properdressing of the pits would be environmentally desirable.

Use of Alternative iMaterialsSecondly, apart from moorum, options exist on the use other materials for embankment construction.These altemative sources are fly ash from thermal power stations and re-use of the materials excavatedform the damaged roads. Transhipment of fly ash requires very careful handling to avoid adding to theload of suspended particulate matter along the routes. Use of slurry in covered trucks is the requiredmitigation measure. But the travel distance would be a limiting factor on the use of fly ash. Raichurthermal power station is the major source of fly ash. Only the nearby road-links can take advantage ofthis source. The use of excavated materials from the damaged roads is a good idea. But it would not bepossible to re-use the bitumen-contaminated matenrals from excavation. Bitumen is known to releasephenol. Dumping of such material anywhere and every where is not permissible under the CPCBRules. Hence their disposal should be made in clay-lined pits of abandoned stone quarries.

MinesAll the mines and quarries to be used for obtaining construction materials for the project roads arelicensed units. Due to increased production, some negative impacts can be apprehended. However, itwould be appropriate to inform the Karnataka State Pollution Control Board (KSPCB) about thespecific mines used for obtaining construction materials. since these are in their purview. Decisionshould also be taken in consultation with the KSPCB on the proposed location of stone crushers. If thestone crushers get located near the construction site. then adequate measures must be taken to controldust pollution and noise level. The contractors should also purchase the construction materials fromlicensed quarries only. In case new mines are to be utilised bv the contractor proper clearance andlicenses should be obtained from the state pollution control board and the Department of Mines andGeology respectively.

6.3.10. Accidents and Road Safety

The traffic studies have identii'ied areas with heavy traffic intensity and acute-angle intersections.which require junction improvements and widening of roads in congested stretches. The locations ofthese intersections have been noted in Chapter 4. The Strip Maps show the locations of congested

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Kamataka State Hiih\% avs Environmental Impact Assessment ReportImprovement Project Charter 6

places. The road improvement plan has suggested improvement of junction points and improvementsin the vertical profile and straightening of the road in stretches with acute curves. Appropriate roadsignage and svmbols have been suggested to forewarn the road users. Tabie 6-10 shows the totalnumber of the proposed Bus bays in the project routes. Appendix 6.4 lists the locations of these busbays and their chainages.

Table 6-10: Proposed Bus Bav Locations along the Project Routes

Route Proposed Bus Bavs.I 16

2A 182B 103A 53B 103C II3D 143E 124 4

5A 7SB 3

6.4. Impacts during Construction

Several types of negative impacts upon environment do happen during construction of roads, primarilydue to negligent practices. Responsible supervision is needed to avoid and to mitigate such adversities.The contexts of such impacts are noted below.* Impact on Land Resources* Impact on Soil Quality* Impact on Water Resources

* Impact on Water Quality* Impact on Air Quality* Impact on Noise Level* Impact on Biological Environment- Impacts from Sanitation and Waste disposal* Other impacts

Each of these requires specific mitigation measures.

6.4.1. Impact on Land Resources

Some land will be needed to establish site office and construction-labour camp. Both will require landacquisition, although for a short period. Temporary leasing of private land can be seen as alternative toland acquisition. Reinstatement of original quality of land is an essential.

A substantial amount of land would also be required for borrow pits. Here. use of the instruments ofland acquisition wvould be unavoidable. Complete reinstatement of the original condition after removalof borrow materials will not be possible. However, dressing the sides of the borrow pit to create aslope consistent w ith the level of the adjoining land would be better than leaving the hollow altogetherunattended. The ground water level being high in most of the project routes the utilisation of these pitsfor water harvesting and ground water recharge is verv much limited. As a supplementary action. thelocal villagers may be encouraged. through public consultation, to use these pits for compost making.

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Karnataka State Hiuhwavs Environmental Impact Asscssment ReponImprovement Proiect Chapter 6

6.4.2. Impact on soil qualitvSoils of eastern Kamataka are prone to erosion due to their characteristics. Scounng of soil is expectedalong the roadside earthen drains leading to siltation. Penodic maintenance of the drains is the requiredmitigation measure.

Construction areas near culverts and bridges are likely to be prone to erosion. particularly duringmonsoon season. Hence. construction activities for culverts and bnidges should be limited to dryseasons.

The embankment slopes will be vegetated with native seed mix to prevent soil erosion.

6.4.3. Impact on water resources

There are many bridges and culverts in the given network of the roads selected for improvement.Some of these will require replacement. Care should be taken to place the bridges and culvertsapproximatelv at the locations of the original structures. This would cause minimum of long termadverse impacts on the given watercourses. During reconstruction of such structures. diversions arerequired to avoid impairing the traffic. Care should taken to prevent erosion of these diversionstructures. Aquatic ecological systems are precious. Hence care should be taken to avoid impairingthese.

Roads can act as dams. impeding free run off along the sloping terrain. It would be necessary to placeadequate number of culverts with carefully designed capacities to avoid adverse impacts on waterresources. It is also necessary to note that accumulation water on one side of the road damages theroad structures. Establishing roadside drains lead to natural drainage channels. Hence all crossdrainage structures and roadside drains should have adequate capacity to discharge the run off fromprobable highest rainfall in 24 hours as per the IMD Data-book. The map showing regional variationsof such rainfall has been placed in Chapter 5.

6.4.4. Impact on water quality

No permanent impact is anticipated on water quality due to the project. Construction activities maytemporarily deteriorate surface wvater quality near the alignment through increase in turbidity as well asin oil and grease. Some of the important mitigation measures are as follows:* All water and other liquid wastes arising from construction activities will be properly disposed off

and will not be let into any water body. This can be realised by acting as noted below:* Littering or unauthorised discharge will not be permitted;* Permission of the engineer and the concerned regulatory authorities will be obtained for disposal

of the wastes at the designated disposal point.* The stream courses and drains wvill be kept free from any dumping of solid wastes and earth

material.* All the natural and artificial water bodies will be protected from possible modes of pollution like

runoff of the earth material to the water course. blockage of drains and culverts due to spillage ofmaterials and other drain off which contribute to siltation.

* Details of temporary drainage system (Including all surface channels, sediment traps. wvashingbasins and discharge pits) will be submitted for approval prior to commencing of constructionworks.

6.4.5. Impact on Air Quality

Moderate air quality impacts during the construction phase of the project can be anticipated due to theuses of construction machinery and fugitive dust generation in and around the construction site due tovehicular movement and handling of materials. It has been noted in Chapter 3 and 5 that the SPM andRPM levels are generally high in Kamataka and xvell beyond the prescribed limits in urban areas likeSindhnur and Gangavati. Regulation of traffic and pedestrian movement is of particular concern in theurban areas during construction. as the regular traffic will have to be diverted to other temporary roadsfor the period of constrmction. The required mitigation measures are

Scott Wilson CES, IIIE

Kamataka State HiLhx\avs Env ironmental Impact Assessment ReportImprovement Protect Chapter 6

* Asphalt and hot mix plants should be located at least 500-metres away from inhabited urban andrural settlements.

* Trucks carrying earth. sand or stone should be covered with tarpaulin or canvas sheets to avoidspilling.

* Fugitive dust should be controlled by sprinkling wvater. and* Regular maintenance of machinery and equipment should be camed out.

The thermal power plant at Raichur is a major source of fly ash. It is relatively strong whencompacted. It has compaction characteristics similar to natural sand. The fly ash can be easily utilisedin Route 1, 2A. 5A and 5B. Its utilisation will be limited to these stretches as the lead distances andtransportation cost involved with respect to other project routes will be very high. Transhipment of flyash requires very careful handling to avoid adding to the load of suspended particulate matter along theroutes. Use of slurry in covered trucks is the required mitigation measure.

6.4.6. Impact on Noise Level

Temporary impacts in the immediate vicinity of the project may occur due to construction. Themagnitude of impact will depend upon the specific types of equipment used and on the constructionmethods employed. Care should be taken to reduce such impacts.

Based upon previous studies and measurements. the construction equipment appears as a point sourceof such negative impacts. With source strength of 95 dB(A) at a reference distance of 2m. the noiseproduced should not exceed 45 dB(A) beyond a distance of 250m, the drop off rate being 6 dB(A) fordoubling the receptor distance from a point source. In view of this, the construction equipment will belocated at least 250m away from inhabited areas. This would be the essential mitigation measure.

In addition. one should note that the workers near construction equipment are likely to be exposed toan equivalent noise level of 80-95 dB(A) in an 8-hour shift. The generated noise may affect workers.They would require protection devices like earplugs.

Other ancillary mitigation measures are source-control and scheduling of construction activities.Source-control means that all equipment will be maintained in good condition, properly designedengine enclosures and intake silencers will be employed. Scheduling of project activities means that alloperations will be scheduled to coincide with periods when people would be least affected.Construction activities will be strictly prohibited between 10 P.M and 6 A.M. in the residential areas.Especially in sensitive areas like in the vicinity of Schools, Hospitals and Health centres due carewould be taken not to establish the construction equipment and machinery near these.

6.4.7. Impact on Biological Environment

No impacts to threatened or endangered plant species are anticipated. Nevertheless. actions specifiedunder Sub-section 6.2.3 and 6.3.8 above must be strictly followed.

6.4.8. Impacts from Sanitation and Waste disposal

Sewage and domestic solid waste generated at the construction workers colon,v shall be properlvdisposed off. Improper management of these solid wastes may lead to health and hygiene relatedproblems. The applicable PWD specifications for labour camp development for type A constructionwill ensure that adequate sanitation at the workers' colony is maintained. The basic mitigationmeasures are:* The contractor shall install adequate lavatories at the construction camp to cater to the

requirements of the workers.* The contractor at the campsites shall build Septic Tanks.* Proper collection system for domestic refuse and its segregation and disposal *vill be ensured.* Periodic health check-ups of construction workers will be undertaken.

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Kamataka State Highwayas Environmental Impact Assessment ReportImpro%ement Project Chapter 6

6.4.9. Other impacts

Some short-term impacts mav happen during the construction phase. The locations and contexts ofsuch impacts are* Site Office* Equipment Storage and machinery maintenance* Traffic Diversion and Safety aspects• Employment Opportunities

Site OfficeTemporary impacts may occur due to the construction of site offices and labour camps. The followingimpacts are envisaged:* Land acquisition.* Destruction of vegetation. and* Poaching and illegal timber cutting.

These impacts are likely to be of marginal severity and can be mitigated by following goodconstruction camp practices.

Equipment Storage and machinerv maintenanceThe site area should have a proper maintenance shed for the regular maintenance of the constructionvehicles and the waste emanating from the maintenance shed should not be allowed into any waterbody. The oil and Grease change of the equipment and vehicles should be carried out in the servicearea designed for the vehicles and the wastes should be collected in containers and bins before sellingthem off. Proper sand beds should be developed to prevent the flow of oily wastes. The tar-coateddrums should be properly stored in the site area and can be used for demarcating the diversions duringconstruction phase with proper fluorescent markers. The drums can be used for storing water forconstruction purposes. Under no circumstances uncleaned drums should be used for storing drinkingwater.

Traffic Diversion and Safetv aspectsShort term impact associated with this project. will be traffic diversion and management during theconstruction phase. Suitable traffic management system will be devised and finalised with theconcurrence of the Police Department. Assistance of the Police Department would be necessary toregulate traffic. A comprehensive Traffic Management Plan during construction phase has alreadybeen formulated and included in Chapter 3: Detailed Road Design. Section 3.13 of the DetailedEngineering Design Report.

Employment OpportunitiesThe construction activity can provide opportunities to the residents of the neighbouring area to earn.They may come to provide labour or to service the construction camps. It is necessary to ensure thatthe persons after completion of construction works return back to their homes and not set up squattercolonies.

6.5. Impacts during Operation Phase

The operation phase impacts mainly arise due to vehicular movements. These can be grouped asfollows* Impact on Land Ltse.• Impact on Air Qualit.* Impact on Noise level.* Impact on Biological Resources.* Accident Hazards and SatIetv. and* Aesthetics

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Ka-nataka State Hiihwavs Environmental Impact Assessment ReportImprovement Project Chapter 6

6.5.1. Impact on Land UseThe land use pattern mav experience some changes on the roadside like the coming of commercialestablishments and other road induced developments. The local statutory bodies will strictlv enforceland use control measures to regulate development of commercial. residential and industnalinfrastructure. development of squatter settlements on the slopes of the embankrnents and on vacantareas of the existing and acquired ROW will be prevented and monitored.

6.5.2. Impact on Air QualitvIncrease in vehicular traffic is assumed in the very design for road upgrading. Consequent nrse in thelevel of vehicular emission as well as of noise is only to be expected on all road segments in future.Creating a vegetation screen along the roadside having a two-tier arrangement will absorb pollutantsand arrest dust entrainment. The details of Avenue Plantations have been presented in Sub-section6.3.8 above. At the operation phase maintenance of avenue plantation would be necessary.

Other measures on reducing impacts on air quality would be* Phasing out of old vehicles,* Promote increasing use of fuel-efficient engines,* Promote use of catalytic converters for petrol vehicles, and* Promote use of smoke traps for diesel vehicles.

It may be noted that increased traffic speed will reduce localised concentration of pollutants and resultin faster dispersion of the pollutants.

It is difficult to predict the pollution level from vehicles. since it is not known how the adoption of newtechnology vehicles would proceed. It is. however, possible to assess the future pollution load on theassumption that the old technology vehicle would persist. The unit load of pollutants from differenttypes of vehicles have been estimated under the same assumption by the Indian Institute of Petroleum,which is presented in Table 6-11.

Table 6-11: Emission factors of different vehicles (g/Km)

Tvpes of Vehicle CO HC NOx SOx Pb TSPTwo Wheeler 8.3 5.16 - 0.013 0.004Cars 24.03 3.57 1.57 0.053 0.0117Three Wheelers 12.25 7.77 - 0.029 0.009Buses-Urban 4.381 1.327 8.281 1.441 - 0.275Trucks 3.425 1.327 6.475 1.127 0.45Light Commercial Vehicles 1.3 0.5 2.5 0.4 O_ .I

Note: TSP: Total Suspended Particulate. Source: Indian Institute Of Petroleum. 1985

Based on these factors, the current loads of vehicular pollution as well as those expected in 2008 havebeen estimated in Table 6-12. Though there is an observable increase in the pollution load in 2008when compared to 2000 figures yet it is very low.

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Kamataka State Hich%vavs En%ironmental Impact Assessment ReportImprovement Protect Chapter 6

Table 6-12: Pollution Load of Pollutants along the project Routes

(In Tons/Km/day)l ~~~~~~~Parameters

Route, Year 1TSP SOx NOx Pb HC CO

l I 2000 0.0003 0.0010 0.006 9.51E-06 0.008 0.02

2008 0.051 0.168 1.05 0.016 0.02 3.63

2A ' 2000 0.0004 0.0012 0.007 1.78E-05 0.018 0.04

2008 0.040 0.131 0.82 0.036 0.05 3.99

2B 2000 0.0004 0.0013 0.008 2.28E-05 0.022 0.05

2008 0.023 0.076 0.47 0.051 0.06 2.62

3A 2000 0.0003 0.0009 0.006 6.22E-06 0.004 0.02

2008 0.007 0.023 0.15 0.010 0.01 0.44

3B 2000 0.0003 0.0011 0.007 1.16E-05 0.009 0.032008 0.023 0.087 0.56 0.019 0.03 2.21

3C 2000 0.0004 0.0013 0.008 1.90E-05 0.016 0.042008 0.034 0.120 0.76 0.039 0.04 3.74

3D 2000 0.0004 0.0013 0.008 1.34E-05 0.010 0.032008 0.047 0.157 1.01 0.027 0.03 3.92

3E 2000 0.0008 0.0027 0.018 4.69E-05 0.034 0.092008 0.080 0.270 1.82 0.207 0.09 10.23

4 2000 0.0004 0.0015 0.009 1.67E-05 0.014 0.042008 0.015 0.059 0.37 0.032 0.04 1.58

5A 2000 0.0005 0.0016 0.010 1.98E-05 0.017 0.042008 0.020 0.065 0.42 0.052 0.05 1.84

SB 2000 0.0005 0.0018 0.011 1.89E-05 0.016 0.041 2008 0.014 0.046 0.29 0.057 0.05 1.11

Note: TSP: Total Suspendcd Particulate

6.5.3. Impact on Noise level

Increase in noise level is anticipated due to increase in traffic movement. The impacted areas arebasically the towns and the other places having a semi-urban profile and which function as majormarket centres and where inter-modal transfer of commodities is involved. Proper traffic managementand legal measures can easily control the unwanted increase in the noise level.

Avenue plantations would dampen traffic-related noise. Intermix of vegetation consisting of localshrubs and trees will be planted along sensitive receptors like hospital. schools and administrativeoffices.Noise levels near urban stretches have been predicted by using the following relationship.

L = 10 Log1oq - 10 Loglod + 20 Log1ou + 20, where.L is mean noise level at receiver located at distance d (in Metres) from the source in dB (A)d is distance betwveen receiver and pseudolane at the centre of the traffic lanesq is traffic volume. v ehicles per houru is mean speed of traffic. miles per hour

The above relationship assumes that there is no obstruction such as high building or high wall betweenthe roadway and the point at which the noise level is being predicted. The traffic details are as per theexisting traffic. Table 6-13 shows the estimated noise levels.

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Kaamataka State Highwavs En\ ronmental Impact Assessment ReportImprovement Project Chapter 6

Table 6-13: Predicted Noise Levels (L)

(In dB (A))Route q d U L

I 100 I 34.027 58.872A 181 15 34.027 61.452B 215 15 34.027 62.193A 63 15 31.946 56. 323B 107 15 31.946 58.623C 119 15 31.946 59.083D 163 15 31.946 60.443E 350 15 31.946 63.764 158 15 33.19 60.64

5A 186 1i5 32.733 61.235B 184 15 32.733 61.18

The maximum predicted noise level of 63.76 dB (A) is well within the limits prescribed forCommercial areas. Previous field measurements and observations have shown that a vegetative screenattenuates noise level by 7 -10 dB (A). This implies that the noise level in the area will be within thelimits prescribed for residential areas i.e. 55 dB (A). The point to be noted here is that when comparedto night -time ambient sound level in the urban areas, it is high but when the road is widened and withsmooth traffic flow the noise level will come down appreciably. A few hospital and school buildingsare located around 50 m from the centreline. Previous studies have established a drop off rate of 6 dB(A) on doubling of the receptor distance. Providing a high wall and vegetation will dampen the noiselevel by a large extent in such sensitive locations. It also indicates that proper land use control shouldbe exercised in designated sensitive areas by the appropriate govemment agency.

6.5.4. Impact on Ecological Resources

The roadside plantation. once undertaken, will greatly enhance the aesthetics of the road and alsofunction as a pollution arrester and prevent surface runoff in stretches prone to soil erosion. It needsmention that no negative impact is anticipated on forest vegetation and the fauna during operationphase.

The villagers can be involved in maintaining the Prosopisjuliiflora shrubs that has been suggested asthe second tier plantation and in turn they can source their fuel wood from these plantations by pruningthe branches of the shrubs. The only precaution that has to be exercised is that the shrubs are notuprooted to meet the fuel wood needs. This is one wvay of preventing the villagers from indiscriminatefelling of the trees and other vegetation for fuel.

6.5.5. Accident Hazards and SafetvDuring the operation phase, accident hazards will be greatly reduced and the widened road will ensuresmooth and fast flow of traffic. The event that could pose significant environmental risk is the accidentof vehicles carrying hazardous cargo. Spillage of hazardous chemicals and subsequent run off into awater body may have significant adverse environmental impact.

To handle such problems, the area of spillage should be immediatelv cordoned off and be made offlimits to the public. At all costs run off of the chemical into any water body should be prevented. Sidedrainage channels and collection sumps at the landfall points need to be provided for collection andsafe removal of hazardous materials. Emergency response mechanism should be evolved to tackleaccidents and spillage of hazardous nature.

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Kamataka State Highwavs Env ironmental Impact Assessment ReponTImprovement Project Chapter 6

6.5.6. Aesthetics

The roadside plantation, in addition to functioning as pollution screens. will add to the aesthetics of theroad. Road fumiture. if properly desianed. can also contribute towards attractiveness of the road to theusers.

6.6. Concluding ObservationAn attempt has been made to assess and compare the quality of environment in the Studv Area underthree assumed scenarios as* No Project* Project without Mitigation Measures Implementation* Project with Mitigation Measures ImplementationGranting that subjectivity would always be there in such assessments, the advantage of comparisonbetween the three scenarios would still be possible because the subjective weightage have been keptconstant between them. A matrix has been developed taking into account twelve impact areas. Thetwelve impact areas have been taken into account keeping in view the main resources that will getaffected due to road development. In this context, a weighted scheme approach has been adopted. Thisapproach is based on the desire to assess quantitatively the impact and weight of that value by itssignificance or importance. The idea is to require environmental impact analyses to define two aspectsof each action that may have an impact on the environment. The first aspect is "magnitude" (M) of theimpact upon specific environmental factors. The term magnitude is used in the sense of extensivenessor scale. The second is the weighting of the degree of "importance" (W) i.e. significance of theparticular action on the environmental factor in the specific instance under analysis. A scale of 1-5 hasbeen used for the magnitude and importance. A "+" in front of the magnitude number indicates theimpact is beneficial and "-" indicates an adverse impact.

The product of the magnitude "AI" and importance "W" value gives the net impact of the action onthe environmental resource i.e. the impact magnitude. The total impact score of a project altemativecan be obtained by the sum of the impact magnitudes on the environmental resource in a givenscenario. Based on this approach the maximum impact score that can be achieved is +300 i.e. amaximum impact magnitude of +25 for each parameter and summation for 12 environmentalparameters gives a maximum impact score of +300 indicating positive and beneficial impact. Similarlythe minimum score that can be achieved is -300 indicating negative and adverse impact. Todistinguish between the three scenarios and to give it a qualitative aspect. the following classificationhas been adopted.

Positive and beneficial impact +200 to +300Positive and moderate impact +100 to +199No appreciable impact 0 to + 99Negative and moderate impact - I to -100Negative and significant impact: -101 to -199Negative and adverse impact: -200 to -300

The impact scores obtained for the three scenarios considered for the project route links are presentedin Table 6-14. The details of the analysis are presented in Appendix 6.5.

6-18 Scott Wilson i CES' IIIE


Table 6-14: No Project and Upgradation Scenario Assessment

Route ENo Project Scenario Upgradition without UTpgradation *rithMitigation Measures iMitigation

Measures1___________ 1 -63 -124 -1 192A ! -85 -136 -1312B -89 -152 -1473A -48 -112 -1103B -32 -96 -1103C -32 -97 +1003D -43 -120 +993E -37 -96 +1014 -32 -120 +1095A -31 -101 +1085B -28 | -99 | +108

It is very clear from the scores obtained from the no project scenanro and project without mitigationmeasures scenario that both situations will certainly have a negative impact upon the environment. It isevident from the tables that implementation of the mitigation measures will not only enhance theexisting environment but also have a positive impact upon the environment and also lead to optimaluse of the natural resources.

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Chapter 7Public Consultation


CHAPTER 7: PUBLIC CONSULTATION

TABLE OF CONTENTS

7. PUBLIC CONSULTATION ................................ 7-1

7.1. INTRODUCTION .7-17.2. CONSULTATION DURING ENVIRONMENTAL SCREENING .7-17.3. CONSULTATION DURING MONITORING AMBIENT AIR QUALITY & NOISE LEVEL. 7-27.4. JOINT PUBLIC CONSULTATIONS WITH SOCIAL IMPACT ANALYSTS .7-3

7.5. THE STAKEHOLDERS' MEETING .7-47.6. PUBLIC DISCLOSURE OF EIA REPORT .7-57.7. CONCLUSION .7-5

TABLE 7-1: DETAILS OF PUBLIC CONSULTATION ................................. 7-4

ToC-I Scott Wilson v CES / IIIE


7. Public Consultation

7.1. Introduction

Even when a project cames environmental clearance and is not apprehended to infringe thestipulations of any Statute during implementation, keeping the concerned people informed is useful.Structured or unstructured consultation with the local stakeholders is the best means to keep the publicinformed about a project.

Public consultation process helps in eliminating any apprehensions regarding the project and givesnew insights to the problems faced by the lay public and also provides cost-effective solutions byparticipation of the affected populace in the implementation stage.

Organising public consultation to disclose infortnation that is relevant to the publics, who are listeningfrom their respective stakes in the society, needs careful planning. A successfully implementedconsultation process will help ensure public support for the project. Once the territorial specificity ofthe project is determined it paves way for more cohesive and transparent discussion with the lay publicof the affected area and the stakeholders.

Hence the objective of this chapter is to record the various procedures adopted for public consultationsas the specificity in the KSHIP was progressively attained. The review of this may assist theimplementers of the given project. The procedures as outlined in the Operational Policy OP 4.01 onPublic Consultation were referred to while conducting the public consultation. The procedures adoptedduring this process are:* Consultation during Environment Screening & Monitoring of Air, Noise, Water and Soil;* Consultation in tandem with those conducted by the Consultants concerned with Social Impacts;

and- Consultation with the Stakeholders.

7.2. Consultation during Environmental Screening

During field reconnaissance for Environmental Screening, care was taken to meet the people in theroadside teashops or near markets and to solicit their opinion on* The need for improving the given road; and* Their willingness to preserve the roadside avenue plantations.

Some of the findings from Public Consultations carried out by the PCC during EnvironmentalScreening are worth noting. These are as follows:

a) Their general response was that regular repairing of any road is certainly desirable. But theircounter question was: 'Would that create employment for the local people?" This is not asimple enquiry about their job prospects in the works. Probing their mind revealed that theirgeneral experience has been that the contractors bring in people from elsewhere and leavethem near the site when the project is over. In consequence, social tensions emerge. The soabandoned involuntary immigrants ask for lower than the prevailing wage and, thereby, reduceemployment opportunities for the local people. Unless the contractors are forced to take theirlabourers back, the problem cannot be solved.

The above findings should be taken as an object lesson and the PWD as the project promotershould require the Labour Contractors to take back their labourers after the project is completeand to create job opportunities to the extent possible for the local labour.

b) On the social responsibility for preserving the roadside plantations, their responses were lessprecise. They felt that a more compelling need is to insure supply of firewood. Amongst the

7-1 Scott Wilson / CES, IIIE


bushes. they find Prosopis jlulifora was good as these provide good quality of firewoodcontinually. They harvest it wherever required, but without killing the plants all together.About the roadside trees, the usefulness of Tainaarindzs inzdica was appreciated by many. Apartfrom this species. their general preference was for shade-bearing trees.

The above finding should be taken as an object lesson while planning for avenue plantation.

(c) An unsolicited response provided an interesting exposition of the problem faced by the localpeople with increasing traffic of trucks. During rains, the trucks do not dare to drive on theearthen shoulders as the wheels sink into the mud. During this time, these trucks occupy agood part of the road and obstruct traffic coming even from opposite direction. As a result,traffic bottlenecks get created. These hurt them by delaying the arrival of public buses at theappointed stoppages. They had no concrete solution to offer. but felt that widening of the roadwould probably solve the problem. On the utility of the paved shoulders. they felt that theanimal drawn carts should find that useful and would probably use those if punitive measureswere there for disobedience.

It may be noted that designed project provides for both paved and earthen shoulders. Nevertheless,informing the local people that slow moving non-motonsed vehicles should use the paved shoulderswould be useful.

7.3. Consultation during Monitoring Ambient Air Qualitv & Noise LevelMonitoring of ambient air quality was started after the GoK selected the road-links for upgrading aswell as for major maintenance. The programme of monitoring involved supervision by the Consultantsand staying at the chosen station for a stretch of 72 hours. This gave a good opportunity to interactwith the neighbourhood communities. The findings from this phase of Public Consultations are asfollows:

- No formal approach was made by the Consultants to initiate any discussion. But during more easyhours of the dav many of them came out of curiosity to know what the Consultants were doing.They had not seen before any of the machines those were in use to monitor ambient air quality andnoise level. The utilitv of these machines was explained. This prompted many of them to ask forthe purpose of measuring these at that given location. This opened up for the Consultants anappropriate opportunity to describe the basic contents of the KSHIP. They were told that someroads would be upgraded to a wider carriageway with paved shoulders and earthen shoulders aswell. The discussion shifted away from the purpose of air quality monitoring.

The object lesson of the above finding is that the organisers of Public Consultation should arousecuriosity of the local communities without assuming an ostentatious posture. They should explainin simple terms about the utility of the work that they are carrying out in understandable language.This would prompt the respondents to disclose their problems that require mitigation.

* Nearly all the people' present expressed happiness about the project. Some of them took uponthemselves a newv role to convince the others about the usefulness of the project. The incredulous.however, wanted to know whether all roads in the locality would be so upgraded. The Consultantsexplained that however much the govemment wishes to do so. there is the problem of shortage offunds. This stimulated some in some places to state that they wish the given road had not beenselected for upgrading. They said that the traffic volume has already become unbearable for thedust and smoke these generate. The problem is aggravating everyday with increasing volume oftraffic so as to make crossing the road unsafe for the children and the aged. Such a situationoffered the Consultants an opportunity to explain the objective of monitoring air quality and noiselevel. If the levels of noise and pollution were found unacceptable, then that road might not beretained in the list for upgrading. A smile of disbelief was visible on them. The more politeamongst them stated that are happy to see the 'contractors" doing their work paid for with care.

7-2 Scott Wilson i CES / IIIE


They have seen manv contractors taking little care of the quality of the work given to them. TheGoK should maintain strict supervision and apply puntive measures on the defaulters.

The above finding is important on two counts. In the first instance. it suggests that the localpeople desire to put in their suggestions about the probable contents of the project and wish todo so from the initial stages of project formulation. Secondly, it is necessary to inform thelocal people that the official project designers equally share their concern and explain howthey are trying to meet such concerns.

* These inter-actions were never structured beforehand. It was kept free floating to proceed in tunewith the mood of the listeners. These moods reveal their basic concerns in life. Therefore, whenasked to give their suggestions on the manner of conserving the roadside plantations. theimmediate answer was that more important a task is to ensure supplies of fuel-wood. Fire woodplantations should be raised. The village Panchavats should be assigned with the responsibility toconserve these and meet the cost with the proceeds of sale. Until then, the roadside plantationswould continue to be plundered, not necessarily by philanders, but by the honest villagers inresponse to their concem for converting grains into food.

The above finding should be an object lesson for maintaining any asset created through public funding.In the context of the avenue plantations, the suggestion of the local people to involve the villagepanichayats for maintenance is important and could be accommodated within environmentmanagement plan.

7.4. Joint Public Consultations with Social Impact AnalystsMore formal public consultations were organised after the horizontal geometry of the road linksselected for upgrading started getting prepared one by one. These drawings indicated the places wherefresh acquisition of land would be necessary and also those where encroachment have to be cleared.These two issues were the purview of the Social Impact Analysts. This team immediately initiatedsocio-economic census in the so designated tracts and, on completion, called for public meetings.Team on Environment joined the Social Team in these participatory Public Consultations. TheConsultants on Social Impact Analysis will present in a separate report the details on their findingsfrom these meetings.

The Consultants on Environment Impact Analysis. however, did not get any new insight on the publicawareness of environmental issues than what were gathered from the earlier interactions. Theparticipants had obviously set their priorities on issues conceming land acquisition and resettlement-packages and were disinterested to talk on environment. Their report on such meetings is placed inAppendix-7.1.The conclusion to be drawn is that the issues concerning environment should beunstructured and informally organised.

Attempts were made to identify Non Governmental Organisations (NGOs) who had previousexperience in the implementation of the environmental measures, but most of them were involved inwatershed development and social development projects only.

One very interesting issue came out from these structured Public Consultations. In nearly all themeetings. the participants expressed their concern for Public Health in the neighbourhood. Thev feltthat the problems ansing from lack of safe drinking water and toilets in the villages should bemitigated as early as possible.

It may be interesting to recall that in Chapter 6 of this report, care has been taken to prescnbemitigation measures to sustain the water sources those are falling on the corridor of impacts. This isthe minimum that the PWD can do meet the needs of the v illagers. However, much more is needed tobe done the mitigate the problems of safe drinking water and the PWD should consider taking someinitiative in this regard by wvav of impressing upon the other relevant departments of the GOK toattend to the problems encountered. That this concern is also relevant for the PWD can be appreciated

7,3 Scott Wilson CES IIIE


from what has been noted in Chapter 6 of this report, on the habit of the villagers defecating on theroad embankment. which leads to reduction of safety to traffic. Table 7-1 lists the places where thepublic consultations were held and the topics discussed there in and the total number of participants.

Table 7-1: Details of Public Consultation

Route Date Venue Issues Number of WomenParticipants Participants

5thJune. 2000 Kallur village, Land acquisition. Encroachment, 49 7Taluk Manvi Resettlement. Employment.

Environmental aspects, Sanitaryfacilities, Safetv

2A 5t June, 2000 Gorebal Land acquisition. Encroachment, 69 5village, Taluk Resettlement. Employment.Sindhnur Environmental aspects. Sanitary

facilities, Safety

2B 4 June,2000 Chikkebenekal Land acquisition, Encroachment, 31 8village, Taluk Resettlement, Employment,Gangawati Environmental aspects, Sanitary

.__________ facilities. Safety

3D 15"h April, 2000 Hallikhed-K, Land acquisition. Encroachment, 38 l

Taluk Resettlements Employment,Homnabad Environmental aspects, Sanitary

facilities, Safety

4 18"'March, 2000 Torvi, Taluk Land acquisition. Encroachment, 40 7B ij apur Resettlement, Employment,

Environmental aspects. Sanitaryfacilities, Safety

SA 6th June, 2000 Yermaras, Land acquisition. Encroachment, 6 2Taluk Raichur Environmental aspects, Sanitary

facilities, Safety

7.5. The Stakeholders' MeetingThe KPCC requested the PIU to convene a meeting of the stakeholders as a part of the publicConsultation process. The PIU thought that the stakeholders shall represent the local agencies like, theState Pollution Control Board, District Administration, the NGOs. Project Affected People and thepopulation at large. This meeting was held, but with an accent on Rehabilitation Action Plan that theConsultants on Social Impacts are carrying out. None of the issues concerning EnvironmentManagement Plan wvere raised in this meeting.

The PIU had organised a formal Environmental Public Consultation at all the District Headquarters ofthe Project roads between 16th and 2 5 th October 2000. The interesting part of these formal publicconsultations was the participation of many Non Govemmental Organisations (NGOs) and the positiveinteractions between the government agencies, the NGOs and the public including the PAPs and thelocal populace. The issues that came up for discussion were mainly to do with good constructionpractices, air pollution during construction. stage, safety aspects. community participation in theplantation programme, water supply and sanitation, co-ordination between various governmentagencies and compensation to Project affected Persons and active involvement of NGOs in the R&Rprogramme

7.4 Scoti Wilson i CES , 1IIE

Kamataka State Highwavs Environmental Impact Assessment ReportImprovement Proect Chapter 7

Based on the above observations the PIU-PWD has taken a pro-active approach to address the issuesof public concern in rural settlements and areas with bad road geometry. In villages and semi urbansettlement where alignment changes cannot be undertaken. the design speed has been reduced andadequate road signs will be installed to forewam the road users. The PWD has also adopted a pro-active approach for coordinating with other government agzencies in providing sanitary and drainagefacilities in the roadside villages. A consolidated amount of Rs. 25 Lakhs has also been included in theEMP Implementation budget in villages where sanitarv and water supply facilities can be establishedand maintained with the participation of the local communitv and the panchayats

7.6. Public Disclosure of EIA ReportIt is of particular importance to note that the Rules formulated under the Environment (Protection) of1986 stipulate that Public Disclosure of the EIA Report would be required under the aegis of the StatePollution Control Board. The listed stakeholders in the given Rule should be drawn form the ProjectAffected Area. This Rule is given in Schedule 4 of the Gazettes Notification, dated 10 'h April 1997.The MOEF stipulates that such disclosures should be made in terms of only the Executive Summary ofthe EIA Report.

The PWD has already made available the EIA Report and the executive summary in Kannada andEnglish to the public at all the Deputy Commissioners Offices and in the Taluk offices of the projectroads. The PWD is also planning to circulate the executive summary in the District Public Libraries.

7.7. ConclusionThe public consultations offered an opportunity to understand the concerns of the local populace andsocial issues related to road development. Based on the above observations the PWD has taken a pro-active approach to address the issues of public concerm in rural settlements and areas with bad roadgeometry. In villages, and semi urban settlement where alignment changes cannot be undertaken, thedesign speed has been reduced and adequate road signs will be installed to forewarn the road users.

The PWD has decided to approach the Public Health Engineering Department and the Rural WaterSupply Departments to make necessary arrangements to provide sanitary facilities at the roadsidevillages and hand pumps and water lines for drinking water. The consultations have revealed that inmost of the cases the general perception is that it is the responsibility of the administration to providethe sanitary facilities and maintain the same. One cannot expect the local community's participation inmaintenance of the public lavatories and drainage, as there are social and cultural differences in thevillage community. As far as plantations are considered, maintaining them is not considered a problemif it is in vicinity to their residential quarters. In some of the villages the participants agreed tomaintain the plantations provided the funds are available. Keeping in mind the divergent viewpoints ofthe public. the PWVD has decided to go ahead with the Tree Plantation programme along with the StateForest Department.

The PWD is planning to develop a second tier of shrub plantation consisting of Prosopis juliflora andEutphorbia tiruicalli (Kalli) along the road. This is a fast growing species that requires minimummaintenance. This species grows on all types of soils and responds by profuse shoot formation afterrepeated pruning. The wood is very suitable as fuel. It sells as such at a rate of more than 80 paise perkilo. The thorns prevent penetration of animals through the bushes. The leaves provide good mulchingmaterials for soil improvement. Healthy plants produce two harvests of pods. which are very nutritiousanimal feed. Mature and ripe seeds are edible and nutritious for human beings, because of high proteincontent.

The villagers can be involved in maintaining these shrubs and in turn they can source their fuel woodfrom these plantations by pruning the branches of the shrubs. The only precaution that has to beexercised is that the shrubs are not uprooted to meet the fuel wood needs. This is one way ofpreventing the villagers from indiscriminate felling of the trees and other vegetation for fuel.

7-i Scott Wilson CES IIIE

Karnataka State Highwavs Environmental Impact Assessment ReportImprovement Project Chapter 7

The PWD has realised that for effective road management. the active participation and co-operation ofthe various department like Telecom. Town Planning, Electricity Boards, Town municipality, PoliceDepartment, Pollution Control Board. Water Supply and Sewerage Board. Department of PublicHealth, Revenue Department and Police etc. are required. For instance in towns like Ganaawati.Sindhnur and Bijapur, the poor condition of the road and resultant ambient pollution is not only due toinadequate maintenance. Many other activities like indiscriminate dumping of garbage and debns bythe roadside, unauthonsed parking and laying of utility lines, poor town planning and total lack of landuse control have also led to deterioration of the roads.

The PWD has already informed the various govemment agencies about the issues to be taken up fordiscussion and initiating remedial measures and possible relocation of the various utilities currentlyinstalled in PWD's Right of Way. The PWD has also adopted a pro- active approach for coordinatingwith other govemment agencies in providing sanitary and drainage facilities in the roadside villages. Aconsolidated amount of Rs. 25 Lakhs has also been included in the EMP Implementation budget forestablishing sanitary and water supply facilities in roadside villages that could be maintained with theparticipation of the local community and the panchayats

7-6 Scott Wilson CES, IIIE

Exhibits

Kamataka State Highways Environmental Impact Assessment Reportlinprovement Project Exhibits

l l.

Squatters on the edge of Carriageway near Sindhnur - Route 1

Causeway over Potnal Halia- Route 1

Scott WiLson CES IOIE

Karnataka State lighwavs Environmental Impact Assessment ReportImprovement Project Exhibits

Submersible Bridge over Hire Halla - Route 2A

_. ~ ~ ~ ~ C 's , -- ., s - - *- -

Temple on the Edge of the Carriageway- Route 2B

Scott Wilson CES IE

Kamataka State Highways Enviroinental Impact Assessment ReportImprovement Project Exhibits

Edge Failure.of.theRo ad -Route .2

* 'S s~~~~~- ' - ' F-

Edge Failure of the Road -Route 2B

. t

J-

Sharp Curve on Rolling Terrain with Poor Sight Distance - Route 3D

Scott Wilson t CES I IE

Karnataka State Highways Enviromnental Impact Assessment ReportImprovement Project Exhibits

Public Consultation at Torvi Village, Bijapur Taluk - Route 4

Scott Wilson ICES I IDE

Appendices

Appendix 6.1

Kamataka State Highwavs Environmental Impact Assessment ReportImprovement Project Appendix 6.1

Appendix 6.1: Design Alterations Considered in Project Routes

I. Rectifving or Shifting of Horizontal Alignment

Route Chainage (km)From To

1 3+900 4+200

2B

1+300 1+600

1+800 2+100

33+600 3+800

4+500 5±000

11+600 11+900

14+700 14+900

21+900 22+900

24+300 25+200

26+550 26+800

3A 6+100 7+150

3C 1+500 1+800

14 [6+200 6+400

II. Reduction of Shoulders in Project Routes

Route Chainage (Kmn)From To

4 15+100 20+148.67

III. Raising of Embankment Considered in Project RoutesRoute Chainage (km) Magnitude

From ToI 6+610 7+210 600mm

29+880 31+390 600mm

141+310 42+720 550mm

45+1130 46+730 550mm

47+730 49+730 550mm

66+740 67+230 600mmrr

2A

0+000 4+865 600 mm

7-192 8+205 300mm

8-205 11+451 600 mm

I I -t451 117+819 500 mm

= 19+010 20+957 1300 mm

Scott Wilson / CES IIIE

Karnataka State Highways Environmental Impact Assessment ReportImprovement Project Appendix 6.1

Route Chainage (km) Magnitude

From |To23-+-708 25+515 1300 mm

25-515 26-720 ]300 rnm

26+-920 27+520 1200 mm

28+730 29+730 1200 mm

30+540 30+740 200 mm

33+460 35+380 200 mm135+580 36+290 200 mm

38+000 38+810 200 mm39+210 39+610 200 mm

40+000 41+300 200 mm

42+190 43+580 200 mm

44+570 45+370 200 mm

46+160 47+360 1200 mm

48+150 48-+-350 200 mm

2B 0+000 0+253 600mm

1+428 1+826 200mm

9+180 9+721 200mm

12+067 13+532 200mm

14+341 15+149 300mm

18+182 20+782 300mm

21+381 22+380 300mm

24+379 25+179 300mm

3A 0+000 8+000 Minimum depth of_____ ____ _ 400 mm raised

3B 3020 4085 600mm

6860 8620 600mm

9020 12840 600mm

15130 15930 600nmm

3C 3+840 5+130 500mm

5+130 5+940 300mm

6+647 7+752 300mm

9+151 9+651 300mm

9--651 10+150 600mm

10+150 11+654 300mm

12+655 13+055 300mm

14-r154 15+356 300mm16+-156 16+755 300mm

16+755 18+155 300mm

118+755 19+356 500mm

19+356 20+655 300mm

Scon Wilson 'CES " IIIE

Kamataka State Highways Environmental Impact Assessment ReportImprovement Project Appendix 6.1

Route Chainage (km) Magnitude

From To

20+655 22+634 300mm

24+635 25+335 300mm

27+61S 29+112 300mm

30+917 32+120 300mm

34+732 35+335 300mm

3D 24+610 25+210 700mm

25+210 26+010 500mm34+210 35+420 600mm

36+020 37+040 600nmm

37+450 37+850 600mm

44+500 44+900 1000lmm

49+920 50+120 1000mmn

3E1+140 2+237 300mm3+536 4+ 135 300mm

11+122 11+819 800mm

21+883 22+281 800mm23+584 25+305 300mm39+594 40+588 500mm43+474 43+872 500mm

5A1619 2619 600mm14358 14857 300mm

Scott WVilson i CES / ITIE

Appendix 6.2

Karnataka State Highways Environmental Impact Assessment ProjectImprovement Project Appendix 6.2

Appendix 6.2: Educational Institutions and Hospitals near the Project Routes

School I College ! HospitalHealth Centre

Route LHS RHS Total LHS RHS Total LHS RHS Total

2A j 3 1 4 - 11 --

2B l1 2 l = -l -|3A - - - Ii 1 2 |

3B ~ ~3 1 4 I~11

_3C | 2 2 .~ l | 2 2

3D 3 1 4 = =- - i - I3E - 1 1I 4 - 2 2 1 I- --

SA 1 l 1 = - - _

Total 14 8 22 2 3 5 4 1 5

Scott Wilson CES i IIIE

Appendix 6.3

Karnataka State Hizhways Environmental Impact Assessment ReportImprovement Project Appendix 6.3

Appendix 6.3: Girthwise Classification of trees with in the Corridor of Impact

Route _ Parameters Chainage (km) Numbers Total

From To LHS R-RHS No. ofI_ Trees

IA I Girth < 30 cm 0+000 76+655.974 136 262 398

ii Girth => 30 and < 60 cm 0+000 76+655.974 305 327 632iii Girth => 60 and < 90 cm 0+000 76+655.974 270 214 484

_____________________ Route Total 1514

2A I Girth < 30 cm 0+000 50+577.366 168 193 361

ii Girth => 30 and < 60 cm 0+000 50+577.366 85 89 174

iii Girth => 60 0+000 50+577.366 230 237 467

_ =_= =_1002

2B I Girth < 30 cm 0+000 26+960.361 66 41 108

ii Girth => 30 and < 60 cm 0+000 26+960.361 42 42 84

iii Girth => 60 0+000 26+960.361 126 101 237

_____________________ 429

Route Total 1431

3A I Girth<30cm 0ii Girth => 30 and < 60 cm 6 4 10

iii Girth => 60 and < 90 cm = 7 6 13

iv Girth => 90 and < 180 cm 13 4 17

v Girth => 180 cm 14 2 16

_ _ 56

3B I Girth < 30 cm 0+000 37+931.309 36 26 62

L ii Girth => 30 and < 60 cm 0+000 37+931.309 29 33 62

_ iii Girth => 60 and < 90 cm 0+000 37+931.309 61 64 125

iv Girth => 90 and < 180 cm 0+000 37+931.309 74 70 144

| 0 | } _ 393

3C i Girth => 30 and < 60 cm 0+000 37+330.7 25 22 47

ii Girth => 60 and < 90 cm 0+000 37+330.7 45 26 71

_iii Girth => 90 and < 180 cm 0+000 37+330.7 63 5 1 104

iv Girth=> 180cm 0+000 37+330.7 79 65 144

_______ = = = _____ 366

3D I Girth < 30 cm 3+091 58+848.170 54 36 90

ii Girth => 30 and < 60 cm 3+091 58+848.170 73 67 140iii Girth >60 and < cm 3+091 58+848.170 93 108 201

iv Girth => 90 and < 180 cm 3+091 58+848.170 93 86 179_610

3E I Girth => 30 and < 60 cm 0+000 45+416.773 41 60 101

ii Girth => 60 and < 90 cm 0+000 45+416.773 103 111 214

iii Girth => 90 and < 180 cm 0+000 45+416.773 31 29 60iv Girth => 180 cm 0+000 45+416.773 22 25 47

_ 422

_ _____Route Total 1847

4 I Girth < 30 cm 0+000 20+148.678 7 3 10

.. ii Girth => 30 and < 60 cm 10+000 20+148.678 16 11 27

Scott Wilson / CES / IIIE


Route Parameters Chainage (km) Numbers TotalFrom To LHS |RHS No. of

Trees.iiGirth => 60 and < 90 cm 0+000 20+148.678 83 98 181

Route Total l 218

5A I Girth < 30 cm 0+000 19+330.584 15 35 50ii Girth => 30 and < 60 cm 0+000 19+330.584 8 12 20iii Girth => 60 and < 90 cm 0+000 19+330.584 41 81 122

__ __ _ _ _ _ __192

5B I Girth < 30 cm 0+000 11+807.245 20 15 35ii Girth => 30 and < 60 cm 0+000 11+807.245 6 12 18

=-G iiiGirth => 60 and < 90 cm 0+000 11+807.245 76 62 138_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _19 1

_ = 7Route Total 383

_______ Grand Total 5393

Scott Wilson i CES / IIIE

Appendix 6.4


Appendix 6.4: Schedule of Bus bavs

Route 1: Kalmala Junction to Sindhnur

Location Remarks

Left Carriage Way Right Carriage Wav

Start Centre End Start Centre End

5.048 5.100 5.153 5.173 5.225 5.278 Kasbe Camp

9.548 9.600 9.653 9.673 9.725 9.778 Kallur13.548 13.600 13.653 13.673 13.725 13.778 Before Distributory

_ Canal19.108 19.160 19.213 19.233 19.285 19.338 Bommanahal Road

Cross23.123 23.175 23.228 23.248 23.300 23.353 Mantralaya Road Cross

24.298 24.350 24.403 24.423 24.475 24.528 Bettadore

27.578 27.630 27.683 28.348 28.400 28.453 Neermanvi34.940 35.000 35.060 35.090 35.150 35.210 Manvi Town49.798 49.850 49.903 49.923 49.975 50.028 Amareswara Camp54.690 54.750 54.810 54.840i 54.900 54.960 Pothanal Town62.248 62.300 62.353 62.373 62.425 62.478 Mankeshari Camp65.908 65.960 66.013 66.033 66.085 66.138 Jawalgiri Village68.248 68.300 68.353 68.373 68.425 68.47869.948 70.000 70.053 70.728 70.780 70.833 Algiriramara Camp

72.148 72.200 72.253 72.528 72.580 72.633 Machalaya Camp76.365 76.425 76.485 76.515 76.575 76.635 Before Sindanur

Route 2A: Sindhnur to Gangavati

Location Remarks

Left Carriage Way Right Carriage Way


2.370 2.430 2.490 2.520 2.580 2.640 Kustagi Road___________ __________ ___________ __________Cross,Sindanur

5.963 6.015 6.068 6.088 6.140 6.193 Hosahalli Village

8.340 8.400 . 8.460 8.340 8.400 8.460 Siruguppa RoadCross,Sripuram

9.808 9.860 9.913 9.933 9.985 10.038 Village

11.323 11.375 11.428 11.448 11.500 11.553 Gorebal Village

15.448 15.500 15.553 15.748 15.800 15.853 Hanchanala Camp

19.248 19.300 19.353 19.248 19.300 19.353 Kadigere Village

22.740 22.800 22.860 22.890 22.950 23.010 Karatagi Town (1)

24.265 24.325 24.385 24.415 24.475 24.535 Karatagi Town (2)

26.048 26.100 26.153 26.173 26.225 26.278 Jhuratagi Village

27.548 27.600 27.653 27.848 27.900 27.953 Marlanahalli Village

31.068 31.120 31.173 30.648 30.700 30.753 Ravinagar Camp

32.998 33.050 33.103 33.123 33.17' 33.228 Siddapura

37.848 37.900 37.953 38.248 38.300 38.353 Sriramanagar

Scott Wilson / CES / IIIE


42.748 42.800 42.853 43.048 43.100 43.1531 Mardi Village

45.473 45.525 45.578 45.898 45.950 46.003 Jangamara Kalgudi

47.548 47.600 47.653 47.798 47.850 47.903 Vidyanagar

49.420 49.480 49.540 49.740 49.800 49.860 Gangavathi Town(l)

Route 2B: Gangavati to Budugumpa cross

Location Remarks

Left Carriage Wav Right Carriage WayStart Centre End Start Centre End

2.248 2.300 2.353 2.373 2.425 2.478 VaddarahattiVillage

3.348 3.400 3.453 3.748 3.800 3.853 Guddada Camp

4.723 4.775 4.828 5.048 5.100 5.153 BasapattanaVillage

6.028 6.080 6.133 6.548 6.600 6.653 Dasnal Village

10.248 10.300 10.353 10.473 10.525 10.578 ChikkabenakalI__________ ___________ Road Cross

12.448 12.500 12.553 12.648 12.700 12.753 H.G. RamuluNagar

15.348 15.400 15.453 15.668 15.720 15.773 MukkumpaVillage

18.348 18.400 18.453 18.573 18.625 18.678 abal guddaI__ _ _ _ _ _ _ _ _ _ _ __. V illage

20.348 20.400 20.453 20.573 20.625 20.678 Indrigi RoadI__ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ C ross

26.165 26.225 26.285 26.290 26.350 26.4 10 BudagumpaViIIage

Route 3A: Hattigudur to Shahpur

Location RemarksLeft Lane Right LaneStart Centre End Start Centre End

0.148 0.200 0.253 0.308 0.360 0.413 Hattigudur4.290 4.350 4.410 4.465 4.525 4.585 Rasthapur Cross

5.538 5.590 5.643 5.968 6.020 6.0736.883 6.935 6.9SS 7.013 7.065 7.118 Vibuthihalli Village

10.573 10.625 10.67S 10.448 10.500 10.553 Before Shahpur

Scott Wilson / CES IIIE


Route 3B: Shahpur to Jevargi

Location RemarksLeft Carriage Wav Right Carriage Wav


1.940 2.000 2.060 2.090 2.150 2.2 10 College Stop4.440 4.500 4.560 4.790 4.850 4.910 Bheemarayanagudi (I)6.090 6.150 6.210 6.240 6.300 6.360 Bheemarayanagudi (2)

13.698 13.750 13.803 13.873 13.925 13.978 Madrali Cross16.098 16.150 16.203 16.223 16.275 16.328 Existing Bus Shelter20.323 20.375 20.428 20.473 20.525 20.578 Mudwala Cross22.423 22.475 22.528 22.623 22.675 22.728 Mudabala (B)26.123 26.175 26.228 26.323 26.375 26.428 Chigralli Cross31.165 31.225 31.285 31.040 31.100 31.160Kallur33.348 33.400 33.453 33.523 33.575 33.628 Aurad

Route 3C: Jevargi to Gulbarga

Location RemarksLeft Carriage Way Right Carriage Way


0.840 0.900 0.960 0.990 1.050 1.1 10 Jevargi Town (1)2.240 2.300 2.360 2.490 2.550 2.610 Jevargi Town (2)

10.248 10.300 10.353 10.373 10.425 10.478 Cross Road12.448 12.500 12.553 12.648 12.700 12.753 Ferozabad Road Cross20.068 20.120 20.173 20.193 20.245 20.298 Existing Bus Shelter23.123 23.175 23.228 23.248 23.300 23.353 Farhatabad28.948 29.000 29.053 29.148 29.200 29.253 Cross Road30.448 30.500 30.553 30.573 30.625 30.678 Anaguva Road Cross32.040 32.100 32.160 32.190 32.250 32.310 Central Jail, Gulbarga34.790 34.850 34.910 34.940 35.000 35.060 All India Radio Station36.065 36.125 36.1 S5 36.215 36.275 36.335 Ramamandir, Gulbarga

Scott Wilson / CES ,' IIIE


Route 3D: Gulbarga to Homnabad

Location Remarks

Left Carriage Way Right Carriage Wav

Start |Centre End 1Start Centre End

3.915 3.975 4.035 4.065 4.125 4.185 Doordarshankendra,l __________ ___________ ____________ _________ ______ G ulbarga

6.840 6.900 6.960 7.090 7.150 7.210 Industrial Area. Gulbarga

10.698 10.750 10.803 10.823 10.875 10.928 Tavaregere Cross Road

13.748 13.800 13.853 14.073 14.125 14.178 Awarad Road Cross

17.698 17.750 17.803 18.048 18.100 18.153 Kagganamadi Road Cross

19.198 19.250 19.303 19.448 19.500 19.553 Balbad Road Cross

21.098 21.150 21.203 21.298 21.350 21.403 Karikotta Village

22.840 22.900 22.960 23.090 23.150 23.2 10 Mahagaon Cross

25.998 26.050 26.103 26.123 26.175 26.228 Rasthapur Road Cross

32.265 32.325 32.385 32.790 32.850 32.910 Kamalapur

41.273 41.325 41.378 41.398 41.450 41.503 Doguram Road Cross

45.123 45.175 45.228 45.478 45.530 45.583 Kimnie

46.565 46.625 46.685 46.740 46.800 46.860 Hallikhed (B)

49.898 49.950 50.003 50.023 50.075 50.128 Hallikhed (K)

Route 3E: Homnabad to Naubad junction, Bidar

Location RemarksLeft Carriage Way Right Carriage Way


2.808 2.860 2.913 2.933 2.985 3.038 Dhurnasura Village

5.573 5.625 5.678 5.798 5.850 5.903 Existing Bus Shelter8.648 8.700 8.753 8.773 8.825 8.878 Jalsingh Road Cross

18.548 18.600 18.653 18.748 18.800 18.853 Hallikhed (I)

21.448 21.500 21.553 21.748 21.800 21.853 Sugar Factory

27.728 27.780 27.833 27.998 28.050 28.103 Byalahalli Village

32.248 32.300 32.353 32.508 32.560 32.613 Nirmanahalli Thanda

35.398 35.450 35.503 35.608 35.660 35.713 Existing Bus Shelter

37.123 37.175 37.228 37.278 37.330 37.383 Anadura

38.998 39.050 39.103 39.178 39.230 39.283 Kollur Cross

40.148 40.200 40.253 40.348 40.400 40.453 Bakachowd Road Cross

44.390 44.450 44.510 44.540 44.6001 44.660 Colony Cross. Naubad

Scon Wilson! CES / IIIE


Route 4: Bijapur to Tikota

Location RemarksLeft Carriage Wa! Right Carriage Wav


0.590 0.650 0.710 0.740 0.800 0.860 Water Tank. Bijapur

1.540 1.600 1.660 1.690 1.750 1.810 Govt. Hospital,.__________ Bijapur

4.440 4.500 4.560 4.590 4.650 4.710 Medical College,_________I Bijapur

5.798 5.850 5.903 5.998 6.050 6.103 Veterinary Hospital

Route 5A: A.P. Border to RaichurLocation Remarks

Left Carriage Wav Right Carriage WayStart Centre End Start Centre End

1.578 1.630 1.683 1.715 1.767 1.820 Check Post

3.390 3.450 3.510 3.255 3.315 3.375 Shakti Nagar Entrance3.848 3.900 3.953 4.048 4.100 4.153 Raichur T.P.Station

7.298 7.350 7.403 7.433 7.485 7.538 Hegasanahalli Village

8.958 9.010 9.063 9.113 9.165 9.218 Chikkasugur Cross

14.048 14.100 14.153 14.215 14.267 14.320 Yermaras Village

16.183 16.235 16.288 16.048 16.100 16.153 Yermaras Cross Road

Route 5B: Raichur to Kalmala junction

Location RemarksLeft Lane _ Right Lane


2.390 2.450 2.510 2.540 2.600 2.660 After R.O.B

3.298 3.350 3.403 3.423 3.475 3.528 Agricultural College

4.448 4.500 4.553 4.573 4.625 4.678 Agsal village

Scott Wilson / CES ! IIIE

Appendix 6.5

Karnataka State Highways EnvirotinentaI Impact Assessmnlt RlcpoltImpro% mjient Project Appeniix 6.5

Route-1. Location- Kalmala junction to Sindhnur

Impact Criteria Maximum N Pro ect Upgra ation Without Mitigatlonn Measure Upgradat n with miti ?tlon measureMagnitudetm} Importance(w) m w m w m w m-w m w m

Location _______

Gravity low irrigation 5 5 = = =Reservoirs behind dams 5 5 _ _ _Deforestation 5 5Road drainage 5 5 3 3 -9 -4 4 -16 4 4 16

Road Design 5 5 .3 3 S .3 4 -12 4 5 20

Land Resources 5 5 1 1 I -3 4 -12 -3 3 -9

Sol Quality 5 5 1 2 2 -2 3 -6 1 3 3

Water Resources 5 5 -1 3 -3 -2 3 4 3 3 9

Water uality 5 5 1 1 1 -3 3 -9 -1 4 -4

Air Quality 5 5 -2 4 4 -3 4 -12 4 4 16

Nose Level 5 5 -2 4 4 -1 2 -2 2 4 8

Biotic Environrnent 5 5 -1 3 .3 .5 5 -25 4 5 20

Sanitation and waste disposal 5 5 -3 4 112 -4 4 1ti 3 5 15

Emiloyment o ortunitles 5 5 1 1 1 2 2 4 3 3 9

Safety 5 5 4 4 1 -3 4 -12 4 4 16__________________________ _____________ 43 ________ -124 119

Magnitude: Deflned In a scale of 1 to 5 ( Indlcates beneficlal Impact and - Indicates adverse ImpactlImportance: Defined In a scale of 1 to 5 (Importance means the significance of the particular action on the environmental criteriatfactor)

Positive and beneficial impact: 200-300Positive and moderate impact: 100-19SNo appreciable Impact: 0-99NegatIve and moderate impact: 1 to -100Negattve and significant impact: -101 to .200Negative and adverse Impact: .200 to -300

Kam~ataka State Hlighwvays .Environmental Impact Assessmellt Repor-Improvement Project Appen(lix 6.5

Route.2, Link A, Locatlon. Slndhnur to Gangawati

Impact Criteria Maxinum N Pro ect Upgradatlon wIthout Mi igation Measure Upgradat in with mitt atlon measureMagnitude(m) Importance(w) m w mw m w mw m w m w

Location 5(Max) 5(Max) _ _

Gravity flow Irrigation 5 5 -4 3 -12 -3 4 -12 4 4 16Reservoirs bohind dams 5 5Deforestation 5 5 _Road drainage 5 5 -3 3 -9 -4 4 -16 4 4 16

Road Design 5 5 -4 -16 -3 4 -12 4 5 20

Land Resources 5 5 1 1 1 -3 4 -12 -3 3 -9

Soil Quality 5 5 1 2 2 -3 3 -9 1 3 3

Water Resources 5 5 -2 3 4 -2 3 4 3 3 9

Water qualilty 5 5 1 1 1 -3 3 .9 -2 4 48

Air Quality 5 5 -2 4 4 -3 3 -9 4 4 10

Nolse Level 5 S -2 4 -8 -1 2 -2 2 4 8

Biotic Environment 5 5 -1 3 -3 -5 5 -25 4 5 20

Sanitation and waste disposal 5 5 -3 4 -12 -4 4 -15 3 5 15

Employment opportunities 5 5 1 1 1 2 2 4 3 3 9

Safety 5 5 -4 4 -16 3 4 A12 4 4 16___ __ __ __45 __ _ _ _ _ _ _ _ __ -136ei_ __ _ __ _ _ 131

Magnitude: Defined In a scale of I to 5 ( "+ Indicates beneficial Impact and "." Indicates adverse Impact)Importance: Defined In a scale of I to 5 (Importance means the significance of the particular action on the environmental criteria/factor)

Positive and beneficial Impact: 200-300Positive and moderate Impact: 100.199No appreciable Impact: 0-99Negative and moderate Impact: -1 to -100Negative and signincant Impact: .101 to .200Negative and adverse Impact: -200 to -300

5contt Vii 1i,5,, / (ot. I, li P

Karnataka State Hlighways Environmental Impact Assessmeint ReportInprovement Project Appendix 6.5

Route-2, Link B, Location- Gangawati to Budugumpa

impact Criteria Maximum No Pro ect Upgradation With aut Mitigation Measure Upgradatlc.n with mitigaton measureMagnitude(m) Importance(w) m w m-w m w m-w m w m w

Location 5(Max) 5(Max) _

Gravity flow Irrigation 5 5 -4 3 -12 -3 4 -12 4 16Reservoirs behind dams 5 5Deforestation 5 5 -3 3 .9 -4 4 -16 4 4 16Road drainage 5 5 -3 3 .9 -4 4 -16 4 4 16

Road Design 5 5 -4 4 -16 -3 4 -12 4 5 20

Land Resources 5 5 1 1 1 -3 4 -12 .3 3 -9

Soil Quality 5 5 1 2 2 .3 3 -9 1 3 3

Water Resources 5 5 -2 3 -4 -2 3 -- 3 3 9

Water uality 5 5 1 1 1 -3 3 .9 -2 4 -6

Air Quality 5 5 -2 4 4 -3 3 .9 4 4 16

Noise Level 5 5 -2 4 4 -1 2 -2 2 4 8

Biotic Environment 5 5 1 2 2 -5 5 -25 4 5 20

Sanitation and waste disposal 5 5 -3 4 -12 4 4 -16 3 5 15

Employment opportunities 5 5 1 1 1 2 2 4 3 39

Safety 5 5 -4 4 -16 -3 -12 4 16-_89 I*_152 = -_ 147

Magnitude: Defined In a scale of I to 5 I "' Indicates beneflclal Impact and "-" Indicates adverse Impact)Importance: Defined In a scale of I to 5 (Importance means the significance of the particul2r action on the environmental criteriaffactor)

Positive and beneicial Impact: 200-300Positive and moderate impact: eO0-199No appreciable Impact: 0-99Negative and moderate Impact: *1 to -100Negative and siginicant Impact: -101 to .200Negative and adverse Impact: -200 to -300

Karnataka State Hlighways Environmenital Inmpact Assessmlent RepoltImprovement Project Appendix 6.5

Route-3, Link A, Location- Hattigudur to Shahpur

_____________________________ ~ Maximum No Pro ect Upgradat Wi hout Mltig tion Measure Upgradation with mitigation measureImpact Criteria Magnitude(m) Importance(w) m w mw m w m-w m w m-w

Location_ _

Gravity flow Irrlgation S 5 Reservoirs behind dams 5 5 =Deforestation 5 5 _3 3 9 -4 4 -16 4 4 16Road drainage 5 -3 3 -9 -4 4 -64- 4 16

Road Design 5 5 -4 4 -16 .3 4 -12 4 5 20

Land Resources 5 5 1 1 1 -3 4 -12 3 3 9

Soil Quality 5 5 1 2 2 -3 3 .9 1 3 3

Water Resources 5 5 1 3 3 -2 3 -6 2 2 4

Water quality 5 5 T 1 1 -3 3 -9 -2 4 -8

Air Quallty 5 5 -2 3 -6 -3 4 -12 3 4 12

Noise Level 5 5 1 2 2 -1 2 -2 2 4 8



Employment opportunities 5 5 1 1 1 2 2 4 3 3 _

Safety 5 5 -2 2 -4 2 1 3 2 2 4_________________________ _ _ ___________ __ __I _45-112 110

Magnitudw De:ened In a scale of i to 5 J "" Indlcates beneficial Impact and "-" Indicates adverse Impact)Importance: Defined In a scale of I to 5 ( Importance means the significance of the particular action on the environmental criterialfactor)

Positive and beneficial Impact: 200-300Positive and moderate Impact: 100-199No appreciable Impact: 0-99Negative and moderate Impact: -1 to -100

Negative and significant Impact: -191 to -200Negative and adverse Impact: -200 to -300

Karnataka State Hlighways Environmental Impact Assessmcnt Rc,,Improvement Project Appendix 6.5

Route-3, Link B. Location. Shahpur to Jevargi

Maximium No Prc ect Uppracation W hout Mitigan Measure Ugoradatie with ritigatlon measureImpact Criteria Magnitude(m) Importance(w) m w m w m w m-w m w m w

Location 5(Max) 5(Max) ___ _

Gravity flow Irrigation 5 5Reservoirs behind dams 5 5 _ _Deforestation 5 5Road drainage 5 5 -3 3 .9 -4 4 -16 4 4 16

Road Design 5 5 -3 3 -9 -3 4 -12 4 5 20

Land Resources 5 5 1 1 1 -3 4 -12 -3 3 -9

Soil Quality 5 5 1 2 2 -3 3 -9 1 3 3

Water Resources 5 5 1 3 3 -2 3 4 2 2 4

Water qualtY 5 5 I 1 1 -3 3 .9 1 4 4

Air Quality 5 5 -2 3 4 -3 4 -12 4 4 16

Noise Level 5 5 1 2 2 -1 2 -2 2 4 8

Blotic Environment 5 5 -1 2 -2 -3 3 -9 4 5 20

Sanitatlon and waste disposal 5 5 -3 4 -12 -4 4 -16 3 5 15


Safety 5 5 -2 2 -4 2 1 3 2 2 4I I_ _ 32 _ 96 110

Magnitude: Defined In a scale of I to 5 ( " indlcates beneficial impact and " Indicates adverse Impact)Importance: Defined In a scale of I to 5 (Importance means the significance of the particular actlon on the environmental criterda/factor)

Positive and beneficial impact: 200-300Positive and moderate impact: 100-199No appreciable Impact: 0-99Negative and moderate Impact: -1 to -100Negative and significant Impact: -101 to -200Negative and adverse Impact: 200 to -300

Karnataka State Higlhways Environnmental Inmpact Assessment Report

Improvemnent Project Appendix 6.5

Route-3, Link C. Location- Jevargi to Gulbarga

Maximum No Project Upgradatio'i without mitigation Up ciradation with mitiqatlon measureImpact Criteria Magnitude(m) I_mporbance(w) m w m-w m w m-w m w m-W

Location 5(Max) 5(Max) _ = =

Gravity flow irrigation ___Reservoirs behind dams - -_____=___=DeforestationRoad drainage _ -3 3 - -4 4 -16 4 416

Road Design 5 5 -3 3 -9 -3 4 -12 4 5 20

Land Resources 5 5 1 1 1 -4 4 -16 -3 4 -12

SoilQuality 5 5 1 2 2 .3 3 -9 1 3 3

Water Resources 5 5 3 3 -2 3 -6 2 2 4

Water quality 5 5 1 1 1 -3 3 .9 1 4 4

AirQuality 5 5 -2 3 6 -3 4 -12 3 4 12

Noise Level 5 5 1 2 2 -1 2 -2 2 4 8


Sanitation and waste disposal 5 5 -3 4 -12 -4 4 -1- 3 4 12


Safet 5 -2 2 4 2 1 3 2 2Y________________________________________ __________ __ -32 ___ =_____ -97 -- __ ________ 100

Magnitude: Defined In a scale of I to 5 (+ Indicates beneficial Impact and - indicates adverse Impact)Importance: Defined In a scale of 1 to 5 (Importance means the significance of the particular action on the environmental criteria/factor)

Positive and beneficial impact: 200-300Positive and moderate impact: 100-199No appreciable Impact: 0-99

Negative and moderate Impact: 1 to -100Negative and significant Impact: -101 to -200Negative and adverse impact: -200 to -300

Karnataka State liighways Environmental Impact Assessmenit ReportImprovement Project Appendix 6.5

Route-3. Link D0 LocatIon- Gulbarga to Homnabad

Maximum No Pro ect Upgradation without ltigation measure Upg adation with miti ation measurempLacCritbrIa nitude(T Importance(W) m w m w m w m w m w m w

Location ___

drji!y !!9A irrigat!n _ 5 5 __ _Reservoirs behind dams 5 5 _ _Deforestation 5 5 _ _

Road drainage 5 5 -3 3 -9 -4 4 -16 4 4 16

Road Design 5 5 -3 3 -9 -5 4 -20 3 5 15

Land Resources 5 5 I I 1 -4 4 -16 -2 4 -t

Soil Quality 5 5 - 2 2 -3 3 -9 1 3 3

Water Resources 5 5 1 3 3 -2 3 4 2 2 4

water quality 5 5 1 1 1 -3 3 .9 1 4 4

Air Quality 5 5 -2 3 - -3 4 -12 3 4 12

Noise Level 5 5 1 2 2 -1 2 -2 2 4 _

Biotic Environment 5 5 -1 2 -2 -2 3 4 4 5 20

Sanitation and waste disposal 5 5 -3 4 -12 -4 5 .20 3 4 12


Safety 5 5 -3 5 -15 -2 4 4 2 2 4

Total = = -43 -120 99

Magnitude: Defined in a scale of I to S (l" Indicates benefieial Impact and "-' Indicates adverse Impact)Importance: Defined In a scale of 1 to 5 ( Importance means the significance of the particular action on the environmental criteria/factor)

Positive and beneficial Impact: 200-300Positive and moderate Impact: 100-199No appreciable Impact: 0-99Negative and moderate Impact: -1 to -100Negative and significant Impact: -101 to -200Negative and adverse Impact: .200 to -300

Karnataka State Flighnways Environmiental Impact Assessment ReportImprovement Project Appelidii 6.5

Route-3, Link E, Location- Homnabad to Naubad, Bidar

Maximum No Pro ect Upgrad tion without mitigation measure Upgradat on with mitigation measureImpact Criteria Magnitude(m) Importance(w) m w m-w m w m-w m w m-w

Location _

Gravity flow Irrigation 5 5 =Reservolrs behind dams 5 5

Deforestation 55 ______ _______

rJorad drainage 5 5 -3 3 -9 4 4 *16 4 4 16

Road Design 5 5 -1 3 -3 *3 5 15 3 5 15

Land Resources 5 5 1 1 1 -3 3 -9 -2 4 -8

Soil Quality 5 5 1 2 2 -3 3 -9 1 3 3

Water Resources 5 5 1 3 3 -2 3 -6 2 2 4

Water quality 5 5 1 1 1 -3 3 -9 1 4 4

Alr Quality 5 5 -2 3 -6 -3 4 -12 3 4 12

Noise Level 5 5 1 2 2 -1 2 -2 2 4 8

Biotic Environment 5 5 -1 2 2 -2 3 -6 4 5 20



Safety 5 5 -3 5 -15 -2 4 48 3 2 6

Total _ -37 -96 101

Magnitude: Defined In a scale of I to 5 ( I Indicates beneficlal Impact and - Indicates adverse impact)Importance: Defined In a scale of I to 5 (Importance means the significance of the particular action on the environmental criteria/factor)

Positive and beneficlal Impact: 200-300Positive and moderate Impact: 100-199No appreciable impact: 0-99Negative and moderate Impact: -1 to -100Negative and significant Impact: -101 to -200Negative and adverse Impact: -200 to .300


Route4, Locatlon- Bijapur to Tikota

Maxlmum No Pro ect Uogaatlon With ut Mitigation Measure Upgradati n with mitigation measureImpact Criteria Magnitude(m) lmportance(w) m w m w m w m w m w m w

Location 5(Max) )_ _ _ _

Gravity flow irrigation 5 5 _ _ _ _ _-Reservoirs behind dams 5 5Deforestation 5 5Road drainage 5 5 3 3 9 4 4 .16 4 4 16

Road Design 5 5 .3 3 -9 -3 4 .12 4 5 20

Land Resources 5 5 1 1 1 -3 4 .12 -3 3 -9

Soil Quality 5 5 1 2 2 -2 3 -6 1 3 3

Water Resources 5 5 1 2 2 -3 3 -9 1 3 3

Water quality 5 5 I 1 1 -3 3 -9 -1 4 -4

Air Quality 5 5 -2 4 -8 -3 4 -12 3 4 12

Nolse Level 5 5 .2 4 -8 -1 2 -2 2 4 8

Blotic Environment 5 5 -1 3 -3 -5 5 -25 5 5 25

Sanitation and waste dispos 5 5 -1 4 -4 -3 4 -12 2 5 10


Safety 5 5 -4 4 -16 -3 3 -9 4 4 1 6____ ___ ____ ___ ____ ___ ____ _ _ _ __ _ -32 _ -120 109

Magnitude: Defined in a scale of I to 5 ( "+ Indlcates beneficlal Impact and "-" Indicates adverse Impact)Importance: Defined in a scale of 1 to 5 (Importance means the significance of the particular action on the environmental criterlalfactor)

Positive and beneficial impact: 200-300Positive and moderate Impact: 100-199No appreciable Impact: 0-99Negative and moderate Impact: 1 to -100Negative and significant Impact: -101 to -200Negative and adverse Impact: -200 to -300

Karnataka State Hlighways Environmental Impact Assessment ReportImprovement Project Appendix 6.5

Route-5 Link A Locatton- A.P. Border To RalchurMaximum No Pro act .Upgradat In without Mitigation Measures Jpgradati n with Mitigation Measure

Impact Criteria Magnitude(m) importance(w) m w m-w m w m-w m w mw

Location 5(Maxl 5(Max)

Gravity flow Irrigation 5 5Reservoirs behind dams 5 5 _Deforestation 5 5 _ _ .

Road drainage 5 5 3 3 9 -4 4 *16 4 4 18

Road Design 5 5 .3 3 -t -3 4 -12 5 5 25

Land Resources 5 5 1 1 1 -3 4 -12 -3 3 .9

Sol Quality 5 5 1 2 2 -2 3 4 1 3 3

Water Resources 5 5 1 2 2 -3 3 .9 I 3

Water qualty 5 5 1 11 -3 3 *9 -1 4 -4

Air Quality 5 5 -2 4 -8 -3 3 .9 4 4 18

Noise Level 5 5 -2 4 4 -2 2 -4 2 4 8

Biotic Environment 5 5 -2 3 .6 -2 5 -10 3 5 15



Safety 5 5 -3 4 -12 -2 -11 4 4 16______ _____ ______ _____ ___ __ _____ ______ _____ ______ _____-31 _ _ _ _ _ _ _ -101 __ _ _o___ 0

Magnitude: Defined In a scale of I to 5 I " indicates beneficial Impact and - Indicates adverse Impact)Importance: Defined In a scale of I to 5( Importance means the significance of the particular action on the environmental criterla/factor)

Positive and beneficlal Impact: 200 to 300Positive and moderate Impact: 100 to199No appreciable Impact: 0 to 99Negative and moderate Impact: -1 to -100Negative and signlficant Impact: -101 to -200Negative and adverse Impact: -200 to -300

Kamataka State Highways Environmental Impact Assessrnint ReportImprovement Project Appendix 6.5

Route-5, Link B, Location- Ralchur to Kalmaia junction

Maxirmum No Prolect Upgradatf n without Mltigation Measure Uoigradation with mItigation measureImpact Criteria Magnitude(m) Weightage(w) m w m w m w m w m w m w

Location T_ _

Gravity flow irrigation 5 5 _ _ _Reservoirs behind dams 5 5 _ _ _Deforestation 5 5 _ _ _Road drainage 5 5 3 3 -4 4 -16 4 4 16

Road Design 5 5 -3 3 -9 -3 4 -12 5 5 25

Land Resources 5 5 1 1 1 -3 4 -12 -3 3 -9

Soil Quality 5 5 1 2 2 -2 3 -6 1 3 3

Water Resources 5 5 1 2 2 -3 3 .9 I 3 3

Water quality 5 5 1 1 1 -3 3 -9 -1 4 -4

Air Quality 5 5 -2 4 -8 -3 4 -12 4 4 16

Noise Level 5 5 2 4 -8 -1 2 -2 2 4 8

Biotic Environment 5 5 -1 3 .3 -2 5 -10 3 5 15

Sanitation and waste disposal 5 5 -1 4 -4 -3 4 .12 2 5 10


Safety 5 5 -3 4 -12 -l 3 -3 4 4 16tY_____________________________ =____________ =____________ -28 ___________ _______ -99 ___________ _8_____ 108

Magnitude: Defined In a scale of I to 5 ( +" Indicates beneficial Impact and -" Indicates adverse Impact)Importance: Denned In a scale of I to 5 (Importance means the significance of the particular action on the environmental criterila/factor)

Positive and beneficial Impact: 200 to 300Positive and moderate impact: 100 to 199No appreciable Impact: 0 to 99Negative and moderate Impact: -1 to .100Negative and significant Impact: -101 to -200Negative and adverse Impact: -200 to -300

Appendix 7.1

Karnataka State Highways Frnvirontmiental Impact Asscssmi,. .ol l

Improvemenit Project Appendix 7.1

Public Consultation at Routel: Kallur Village, Taluk Manvi, District- Raichur- 5"' June,2000

SI.No Issucs Public Perception Consultants' Recommendation Nlitigation NicasureI I.and Compensation has to be on par with the prevalent market rates for the The respondents' awareness level is very high. Resettleineiet Actionl Plan

acquisition land. Besides, the PAP's unequivocally expressed that the The land acquisition and compensation dispersal will adequately addresses the benefitscompensation should be paid before the land is acquired and the civil have to be transparent and efficient so as to avoid any to be extended to the Projectworks start. problems in future. affected Persons and has an

inbuilt clause that compensationdisbursement and benefits are tobe disbuIsed to the PAPs beforecommenicemenit of civil works

2 Encroachme While the PAPs do agree that there have been illegal occupancy and The PWD should strictly maintain its Legal ROW. The project envisages under itsnt/ encroachment of the govt. land, and that they cannot get any Roadside vendors and shopkeepers must be prevented R&R policy to extend ShiftinigEncroachers compensation for the land occupied, they nevertheless feel that from spilling over to the ROW irrespective of the days or Allowance, housinig facility

government should extend some amount of assistance. Since the activities. Shifting allowance can be extended to the ulider EWS schemes to thesources of livelihood for most of the likely PAP's/PAFs is dependent encroachers. encroachers losing theirupon agriculture, they expressed concern over their displacement as it livelihood depending upoIl thewould result in moving away from their workplace i.e. the agricultural poverty line status. The detailsfields. Proximity to the fields ensures them a regular job as casual are given in the RAP.labourers or farm hands in the agriculture fields.For encroachers it was suggested that though they are not legallyentitled for compensation, they could however be linked to the ongoinggovernment housing schemes like the Ashraya Housing Scheme or thegovernment could acquire land, convert them into plots and allow thedisplaced families to build houses there.

Nevertheless, some of the squatters felt that they should be providedwith land and monetary assistance to construct the lost structure.

3 Resettlement Those likely to lose commercial structures felt that the best option is to The Local Municipal authorities must be involved in 'I'here is a provision in tle RAPallow them to continue in the existing locales by shifting a little beyond exploring the possibility of providing alternate site for for makinig available 250sq.ft of'the COI. Ilowever, they also consented on the option of commercial commercial complex or make provisions for a market shop area in a complex to thecomplexes let out on rent basis with vicinity to the road. place on municipal or panchayats land, preferably near Below Poverty l.ine Squatters at

the road alignment. a cost to be decided by the (GOK.

Shifting allowance can be extended to the encroachersand squatters.

A7-1 Scott Wilson / ('ES / lIIE

Karnataka State Hlighways Environmental Impact Assessimient ReportImprovemenit Project Appendix 7.1

Sl.No Issues Public Perception Consultants' Recommendation Mitigatio.ii Mcasuire4 Fauploylienit A Fiew squattei-s insisted oni gettinig eitlier a governmenit job or at least It is evident the people are muchi inclined towards a 'Ihere is a pr(visioll in the R&R

and some monetary assistance from the authorities. The populace in general govemment job as it offers good pay and security. Project policy that the Contractor whileeconomic could not relate to the economic benefits of a road development related employment opportunities did not evince any execution has to give prefereilcebenefits project. interest. to the PAPs in jobs. No

governmenit jobs are to beextended to the PAI's.

5 Enviroimcint The respondents were interested in planting fruit bearing trees as The awareness about environment is very much evident The plantation programme willal aspects avenue plantation, Neem and Tamarind trees. here. Proximity to Manvi and Raichur also ensures take care of the roadside avenie

appreciable social, environimental and political awareness plantation.of the respondents.

Community The public opined that such assets which belong to the entire village The project involves re -establishment of the assets Necessary re-locations alreadyassets like handpumps and shrines, etc., and those likely to be affected due to alongwith the participation of the other various covered in engineerinig designs

the project would have to be relocated and that it would extend its departments. and RAP. Cost of the relocationsupport and help in locating a suitable site for the same and in also iicltided in the RAPreconstructing the lost assets.

6 Sanitary The people enquired about any assistance being extended to the The PIIED should explore the possibility of immediately The project in the first phasefacilities development of sanitary facilities and water supply in the village, as providing public lavatories and drains in the village. The does not envisage providing

the community hygiene and sewerage conditions are very poor. Water prevailing condition is a major health hazard. these facilities. The PWD willpools and puddles are a major eyesore and breeding conditions for interact with the PHiED andmosquitoes. request the PIIED to take the

necessary action in the affectedstretches

7 Safety School Children are a vulnerable lot in this stretch as there is a high Proper road signage and improvement of the pavement Engineering Designs have takenAspects school in the village and many students use the road to reach the will greatly reduce the incidence of any mishap especially into account adequate safety

school. People opined that Proper Safety measures and road signs were in areas like Karatgi etc. considerations and road firniture.needed. Design spee(ds have been reduice(i

in settlements.

A7-2 Scott Wilson / CES / IIIE


LIST OF PARTICIPANTS1. Phollamma2. Maktumbi3. Abdullka Ajid4. Sabira Hussain5. Naseer Hussain Mulla6. Shantappa Pujar7. I.Veera Reddy8. Narasanna Slo Ramayya9. Adullah Nabi10. Yaduraj11. P.Amaranna12. Shetty Gandeppa Sarkar13. Ramakka14. J.Seetarama Reddy15. K.Suryakant Venkatesh16. Nabisab Khaja Hussain17. Sanna Ramanna S/o Kallurayya18. Madeva Hottara19. Narasappa20. Rajanna S/o Eswaramma21. Ibrahim22. J.Shamsundar23. Satyanarayan Reddy24. A.Narayan25. Nooruddin Sab26. Sirab Sultan27. Shalam Khan28. Tulekha Begum29. Amaresh30. Mohammad S/o Mohammad Esmial31. Padmavathi W/o Narasappa32. Shelam Sab Davalsab33. Gokarnappa. R34. K. Thimauua35. Hassamsab Sab B/o Rehman Sab36. Veeresha37. Parashuram38. Hanumantappa S/o Tippayya39. Lalsab40. Sheshappa Pujari41. Vittal Rao42. Kishan Rao43. Amaresha44. Naddar Kullar45. Sharadamma46. Ragavendra S/o T.I. Shetty47. Khairunnisa Begum48. Saraswati49. Rangamma

A7-3 Scott Wilson / CES IIIE

Karilataka State Ilighways Environmiental Impact Assessmienl Reporthinprovcnicnt l'roject Appenidix 7.1

Public Consultation at Route 2 A- Gorebal Village, Taluk- Sindhnur, Raichur District- 5 th June, 2000

SI.No Issues Public Perception Consultants' Recommendation Nlitigation M1easuresI L.and Compensation has to be on par with the prevalent market rates for The respondents' awareness level is very high. Resettlement Action Plan aclequately

acquisition the land. Besides, the PAP's unequivocally expressed that the The land acquisition and compensation addresses the benefits to be extendled to thecompenisationi should be paid before the land is acquired and the dispersal will have to be transparent and Project affected Persons an(d has an inbuiltcivil works start. Most of the villagers present efficient so as to avoid any problems in future. clause thiat compenisatioin dlisbursemilenit and

benefits are to he dlisburtsed to thie P'Als beforecommencemileiit of civil xvoiks

2 Encroachiment/ While both the categories agreed that there has been encroachment The PWD should strictly maintain its Legal The project envisages under its R&R policy toFlucroachei s of' ROW, uLn(ler existinig circumstances, thcy expressed their ROW. Roadside vendors and shopkeepers extend Shifting Allowance, housing facility

apprelhensioI about shiitilng l'rom their present abode. liowever, must be prevented from spilling over to the undeIL EWS schieimes to the eiicioachiers losiniggivenl shifting assistance, thiey are ready to vacate the encroached ROW irrespective of the days or activities. their livelihood diependinig UpoIl the povertylan(l. As far as squatters are concerined, they expect shifting Shifting allowance can be extended to the liie status. In the ease ol'squiatters shiftiignallowance. . encroachers. allowance to be extendced only to Squatters

._______BPL.__ _____________The____________details_________________________are____________given___________________in__BPLL.TThetdetailseareggiveniinAthe PRAP3 Resettlement As far as commercial structures are concemed, people felt that the The Local Municipal authorities must be There is a provision in the RAP for making

best option is to allow them to continue in the existing locales by involved in exploring the possibility of available 250sq.ft of sliop area in a complex toshiftinig a little beyond the COI. However, they also consented on providing altemate site for commercial the Below Poverty Line Squatters at a cost tothe option of commercial complexes let out on rent basis with complex or make provisions for a market be decided by the GOK.vicinity to the road. place on municipal or panchayats land,As for the encroachers and squatters whose residential structures preferably near the road alignment.are likely to be affected, the respondents felt that Resettlementsites with amenities would be a feasible option. Shifting allowance can be extended to the

_______________ .______________________________________________________________ encroachers and squatters.5 Environmenital The respondents agreed that environmental enhancement in the The awareness about environment is very 'I'he plantation programilme will take care of

aspects form of avenue plantations is required and showed willingness to much evident here. Proximity to Siidlinur also the roadside avenie plantationi.maintain the plantations. They are of the opinion that this must be ensures appreciable social, environmental andentrusted to the panchayat. The panchayat and town municipalities political awareness of the respondents.are already involved in the maintenance of the village drains. Thevillagers see no problem in implementing this if the funds aremade available. _____

Coimmtinity The public opined that assets like wells, hand pumps etc. should The project involves re -establishment of the Necessary re-locations already covered inassets be relocated and that they would extend their support and help in assets alongwith the participation of the other engineering designs and RAP. Cost of the

locating a suitable site for the same and in relocating the lost various departments. relocation also incltided in the RAP________ _ __________ _ assets.

6 Sanitary Sanitary facilities are lacking in the area and are more evident as Toilets and sanitation facilities are a mnust in The project in the first pliase (hoes not

A7-4 Scoti Viglson / ('ES / 1111.

Kainataka State 1-Highiways Environimiental Impact Assessinelt RcpoitImprovement Project Appendix 7. 1

SI.No Issues Public Perception Consultants' Recommendation Mitigation Measuresfacilities one nears rural settlements and otitskirts of the urban areas. The this area. The PHED should be asked to look envisage providing these facilities. The PWD

participants did not have any views to offer regarding the into this aspect. will interact with the PHED and reqtuest theestablishment of public lavatories. PHED to take the necessary action in the

affected stretches7 Safety Aspects Safety aspects evinced interest in the public but any new insight Proper road signage and improvement of the Engineering Designs have taken into account

was not offered by them pavement will greatly reduce the incidence of adequate safety considerations and roadany mishap especially in areas like Karatgi furniture. Design speeds have been reduced in

A7-5etc. settlements.

A7-5 Scott Wilson f/( [-- / II-P

Karnataka State Hiehwavs Environmental Impact Assessment ReportImprovement Project Appendix 7.1

LIST OF PARTICIPANTS

1. Ramakrishna S/o Narsappa2. Anjanavya SwNamy3. K.Shivraj. S/o Ambanna4. Mahesh S/o Amalayya5. Siddalingayya S/o Amalayya6. Hanamanagouda S/o Amalayya7. Basavaraj S/o Shankarappa8. Bhimappa S/o Malleshappa Chanalli Cross9. Shantabai Pratapsingh10. Gangamma Hugul11. Chinappa S/o Venkatappa12. Palayya S/o Venkatesh13. Abdul Gayum14. Mohammad Rafiq S/o Shiekh Shawul15. Palakshayya Sio Rachayya16. Basappa S/o Durgappa17. Nabisab S/o Karimsab18. Shankaramma W/o Malappa19. Hanumantha Reddy20. Motelpal Subbanna21. Amalappa S/o Basanna22. Ambanna S/o Bhimanna23. Rngamma W/o Hulgappa24. Md.Sab S/o Shamid Sab (Munnibegam)25. Mallappa S/o Satyappa26. Rachamma W/o Mahadevappa27. Holemma W/o Siddaramappa28. Basamma W/o Hanumantappa29. Mallappa S/o Amalappa30. Shekangouda31. Amaramma W/o Veeresh32. Dodda Basappa Siddappa (Lakshmamma W/o Doddabasappa)33. Niranjan Rao34. Amalappa S/o Shivanna35. J.Surya Narayan36. Lakshmi Devi37. K. Ryomti D/o Ramanjaneyulu38. K.Ramanjanevulu39. Siddappa Slo Gangappa40. Y.P. Subbaravadu41. A.V. Pramila42. Amaresh (Kamal Kirani Stores)43. Durgappa S/o Parappa44. Veerayya S.o Sharanavya45. Umapathi S/o Shekarayya46. Bhimachar S/o Venkobachar (Kirana shop)47. G. Sanna Sharanegouda48. Bettadayya Swami S/o Gadayya Swamy49. Renukayya Shetty.J.M (Hotel)

A7-0 Scott \Wilson / CES IIIE


50. Veeranna Moolimani51. Lakshman Singh52. Hasalappa S/o Savarappa53. H.Veeresh (Barber shop)54. Chandrappa S/o Sunkappa55. Venkatesh S/o Nagappa56. Nagappa S/o Hanamamma57. Durgappa S/o Thippanna58. Hanumantappa S/o Haralappa Chaluadi59. Sanjeevapp Chaluvadi60. Hulagappa Chaluvadi61. Basappa Harijan62. Baleppa S/o Hanumantappa63. Basappa S/o Hanumantappa64. Ulavappa S/o Hanumantappa65. Lakshmappa S/o Yamanappa66. Muddappa S/o Ulavuppa67. Gangappa S/o Ulavuppa68. Sannasalappa S/o Ulavuppa69. Hanumanth S/o Bulappa

A7-7 Scott Wilson/ CES / IIIE

Karoataka State Highways Environmental Impact Assessmicnt ReportImiprovemient Project Appendix 7.1

Public Consultation at Route 2 B - Chikkebenekal Village, Taluk-Gangawati, District Kopp 1l, 04 June 2000Sl.No _ Issues Public Perception Consultants' Recommendation Mitigation Measures

I.and Compensation for land acquisition has to be on par with the The respondents' awareness level is very high. Resettlement Action Plan adequatelyacquisition prevalent market rates for the land. It was also suggested that The land acquisition and compensation addresses the benefits to be exten(led to the

compeinsationi is provided for the standing crops at the time of dispersal will have to be transparent and Project affected Persons aid lias an ilbuiltimplementation and value of land for the stretch is based on efficient so as to avoid any problems in future. clause that comipenisationi dlishursciictit aii(niiariket value or the registration valie, whichi ever is highier. It was benefits are to be disbur-sed to the PAI's betbicalso opmied that wherever tilc loss is less thani 2 acres (tile landl to commiieiemcnit oi civil worksbe acquired would not be more than 3-4 Mts. for each plot), thencash for land is a better option. Allis was so opined because thepopulace 1'elt that even in such a loss if' lanid lost is compensatedby land, this would not be economically viable for the land loseras that portion of the land would not be given at the same placewhere he has his remaining part of land. However, if a personwere likely to lose more than 2 acres, then land for land would bean ideal option.

2 Encroachment/ While the people agree that there has been encroachment of ROW, The PWD should strictly maintain its Legal The project envisages under its R&R policy toEncroachers under existing circumstances, they expressed their inconvenience ROW. Roadside vendors and shopkeepers extend Shifting Allowanice, housinig tacility

to shift from their present abode. However, given shifting must be prevented from spilling over to the unider EWS schemles to the encroachiers losingassistance, they are ready to vacate the encroached land. ROW irrespective of the days or activities. their livelihood (lepending upoin the poverty

Shifting allowance can be extended to the line status. In the case ol' squatters shi'tiigencroachers. allowance to be extended onily to Squatters_.________________________________________ BPL. The details are given in the RAI).

3 Resettlement As far as commercial structures are concerned, people felt that the The Local Municipal authorities must be There is a provision in the RAP for makingbest option is to allow them to continue in the existing locales by involved in exploring the possibility of available 250sq.ft of shop area in a complex toshifting a little beyond the COI. Ilowever, they also consented on providing alternate site for commercial the Below Poverty Line Squatters at a cost tothe option of commercial complexes let out on rent basis with complex or make provisions for a market be decided by the GOK.vicinity to the road. place on municipal or panchayat land,

preferably near the road alignment.4 Employment For those losing commercial structure, the villagers suggested that It is evident the people are much inclined Benefits to be extended as per R&R policy

and economic they be provided with cash compensation for the structure, land towards a government job as it offers good and RAP content. No gover-nilimenit jobs will bebenefits for the land and a government job. pay and security provided.

5 Environmenital The respondents agreed that environmental enhancement in the The awareness about environment is very The plantation programilie will take care ofaspects form of avenue plantations is required and showed williigness to much evident here. Proximity to Gangawati the roadside avenie plantation. TI'he PWD will

maintain the plantations. They are of the opinion that this must be town has also resulted in appreciable social, inter act with the PIIE;) for niaintairiinig arid

A7-8 Scott Wilson / Cl'S i IIIE

Karnataka State Highways Einvironimiental Impact Asscssnieiit Reportlimprovement Plroject Appendlix 7.1

SI.No Issues Public Perception Consultants' Recommendation Miligation Measuresentrmsted to the panchayat. The panchayat are already involved in environmental and political awareness of the improivement of drains within the villagethe maintenance of the village drains. The villagers see no respondents.problem in implementing this if the funds are made available.

6 Community The public opined that assets like wells, hand pumps etc. should The project involves re -establishment of the Necessary re-locations already covered inassets be relocated and that they would extend their support and help in assets alongwith the participation of the other engineering designs and RAP. Cost of the

locating a suitable site for the same and in relocating the lost various departments. relocation also include(d in thc RAPassets.

7 Saniitary Sanitary facilities are lacking in the area and are more evident as Toilets and sanitation facilities are a must in The project in the first phase does notI:acilities one nears rural settlements and outskirts of the urban areas. The this area. The PHIED should be asked to look envisage providing thesc facilities. TIhe l PW)

participants wanted a public lavatory near the school to cater to the into this aspect. will interact with the PIIED and reqluest theschool children as the school children defecate by the roadside. PHED to take the necessary action in the

affected stretches8 Safety Aspects Safety aspects evinced interest in the public but any new insight Proper road signage and improvement of the Engineering Designs have taken into account

was not offered by them pavement will greatly reduce the incidence of adequate safety considerations and roadany mishap especially in areas like fumiture. Design speeds have been reduced inWaddarahatti. settlements.

A7-9 Scott Wilson / (ES / ilIE

Karnataka State Highways Environrnental Impact Assessment ReportImprovement Project Appendix 7.1

LIST OF PARTICIP.ANTS

I . Martab Sab Vaddarhatt.2. Sugappa.3. Nagappa.4. Hoshnisaab5. Gundappa.6. Eramma7. Yamunamma8. Mariamma9. Hanumamma10. Nagamma11. Parvathamma12. Lingappa13. Sarasamma14. Indramma15. Lingappa16. Balanagowda17. Varashappa18. Gangappa19. Hulagappa20. Shameed Saab21. Shami Saab22. Yallusa23. Ibrahim Saab24. Manappa Kambara25. Hanumantappa26. Lakshmana27. Lakkappa.H28. S.F.Koppal29. Basappa30. C. B. Patil31. B.Earappa

A7-l1 Scott Wilson / CES IIIE

Karnataka State Highways Environmental Impact Assessieiiit R epoltImprovement Project Appeindix 7.1

Public Consultation at Route 3 D at Hallikhed-K, Homnabad T'aluk, Bidar District 15"' April 2000SI.No Issues Public Perception Consultants' Recommendation Mitigationi MleasuresI Land Compensation has to be on par with the prevalent market rates for Following the discussion, it was evident that Resettlement Action Plan adequately

acquisition the land. The choice seemed to be more towards cash for land as changing the alignment will not be feasible, as addresses the benefits to be extended to theland of similar quality is scarce given the terrain of the region. In many stnictures both residential and Project affected Persons and has an ihbtuiltcase of the by-pass too, the villagers suggested that the land loser commercial will be affected. So the clause that compenisationi disbursement and(be given cash for land lost. Ilowever, in case of loss of residential apprehensionis of the respondents is well benefits are to be disbursed to the P'APs befor-estructure land for lanid as an optioin was not ruled out. justified. commilencemilent of civil works

2 Encroachment/ Encroachment related issues were limited to temporary The PWD should strictly maintain its Legal The project envisages under its R&R policy toEncroachers encroachments by roadside vendors and shopkeepers on the ROW. Roadside vendors and shopkeepers extend Shifting Allowance, housing facility

market day i.e. Saturdays. must be prevented from spilling over to the under EWS schemes to the encroachers losingROW irrespective of the days or activities. their livelihood dependinig upon the poverty

line status. In the case of squatters shiftingallowance to be extended only to Squatters

.______ ______________ __________________________________________ BPL. The details ale given in the RAP.3 Resettlement Resettlement sites and group housing were welcomed in case more The concems of the respondents are well Thiere is a provision in the RAP for making

than 20 to 25 families are losing residential structures. As far as taken. It is suggested that the existing available 250sq.ft of shop area in a complex tocommercial structures are concemed, people are worried and alignment be adhered to. the Below Poverty l.ine Squatters at a cost toapprehensive about being relocated away from the village as this be decided by the (GOK.would severe their business. They fear that even at a 2-kmdistance or within this distance too, the same business prospectsare difficult to find. Due to this, most suggest that a bypass is abetter option than displacing people and disturbing their businessactivities. However, they seemed to appreciate the option ofbusiness complexes

4 Employment For those losing commercial structure, the villagers suggested that It is evident the people are much inclined Benefits to be extended as per R&R policyand economic they be provided with cash compensation for the structure, land towards a govemment job as it offers good and RAP content. No govenmenit jobs will bebenefits for the land and a govemment job. The last point about providing pay and security. They do not anticipate any provided.

a govemment job was being repeatedly stressed. This village employment opportunities during thebeing a major commercial centre, the villagers fear that their construction stage as it is for a temporaryrespective livelihoods may suffer serious setbacks if land is to be period and moreover the contractors employacquired for widening. In such a situation, they expect that along labourers from other places.with the compensation that they would get, a Govt. job beprovided to one member of each such affected family that is losing

._____ ____________ its shop or such other commercial establishment,5 I'invironmental The respondents agreed that environmental enhancement in the The awareness about environimlent is very Thantation pogramUe will take care of

A7-1 I Scott Wilson / CES / tIIE

Karnataka State llighlways Envirotnmeintal Impact Assessmient Repot-tImprovenmenit Project Appendix 7.1

Sl.No Issues Public Perception Consultants' Recommendation Mitigation Mcasuresaspects form of avenue plantations and showed willingness to maintain the much evident here. The general indifference the roadside avenue plantation. The PWI) will

plantations and are of tihe opinion that this must be entrusted to the as noticed elsewhere was not observed. inter act with tihe PlIED for maintaining andpanchayat. The panchayat are already involved in the maintenance improvement of drains within the villageof the village drains. The villagers see no problem in_ implementing this if the fonds are made available.

6) .Sanitary Sanitary facilities as sucih are lacking in the village. Public Toilets and sanitation facilities are a must in The project in the first phase does notIaciiiies lavatories are not there in the village. The villagers did not have this area. The PIIED should be asked to look envisage provi(dinig these facilities. '[he I'WD)

any suggestions on the constniction or provision of stici facilities. into this aspect. will interact witil the PlIEI) and irequest thePIIED to take the necessary action in theaffected stretchies

7 Safety Aspects The people do acknowledge the-fact that safety aspects are not Safety measures are of a major importance in Engineering Designs have taken into accountuppcrmost in their mnid. Any measure taken by the PWD is this stretch as the road passes througlh a rolling adequate safety considerations and roadwelcome. Maintenance of th1e measures did not evince any cogent terrain and the settlement is in a curve. Proper furniture. Design speeds have beeni reduced inresponse. road signage and improveinent of the settlements.

pavement will greatly reduce the incidence ofany mistap. l E _

A7-12 Scott Wilson / C-FS/ IIIE

Karnataka State Highways Envirornmental Impact Assessment ReportImprovement Project Appendix 7.1

LIST OF PARTICIPANTS

I. Subhashchandra S. Somanna.2. Narayan Appa Rao C. Patil.3. Rajesh Bhimsha Mantalker.4. K.M. Pateel.5. Kuppanna Bundi.6. Annappa Batkal.7. Kashappa. A. Honnali.8. Baburao Cheelshettv.9. Basavaraj Lakka.10. Subhash Waar.11. Kalyanrao12. Vadiraj Chikkapatil13. Sharanappa Bapun14. Niranjappa Bhandi15. Chandrashekara16. Siddaram Indi17. Tukaram Chiwadi18. RajappaMooli19. Sangappa20. Gundappa21. Kamilappa22. Nigappa Bhimanna Sadlapur23. Sharanappa Siddappa Halbanga24. Tippanna Gundappa Uppar25. Gundappa Shankrappa Chillashetty26. Nagaashetty Apparao Chikkapatalagi27. Omanna Revanasiddappa Chikkapatalgi28. Punappa Shankrappa Chinnashetty29. Manikyappa Shankrappa Chinnashetty30. Eranna Kallappa Varad31. Nagaraj Sajjanna Shetty32. Rajabai Annappa Chikkappa33. Niranjanappa Shavanappa Bhadi34. Kalyanappa Shamrao Chickpatil35. Shamrao Nagappa Patil36. Annappa M. Ratkal37. Vijayakumar Kashappa Chilshetty.38. Dasarath Shrnappa

A7-13 Scott Wilson CES / IIIE

Karnataka State llighways Environimilental Impact Assessment RcportImprovement Project Appendix 7.1

Public Consultation at Route 4: Toravi Village, Bijapir Taluk, Bijapur District - 18 th March 2000SI.No Issues | Public Pcrception Consultants' Recommendation _Mitigation MeasurcI Land acquisition The general view regarding land acquisition was to be The public is very clear about the compensation Resettlement Action Plan adequately

compensated as per the prevailing market rate and on the event of issue and is conversant with the prevailing market addresses the benefits to be extended todisplacement, the affected people to be rehabilitated in the village rates. People know about the compensation and the Plroject affected Persons and( has anitsclF other benefits extended to the affected personis in inbuilt cliiuse that compenisationi

the UKP project. disbursenient and benefits are to bedisbursed to the PAPs beforecommencement of civil works

2 Encroachment/ The community accepts the fact that there has been encroachment The participants in general tried to evade the The project envisages under its R&REncroachers on the ROW but at the sante time insist that given the situation issue of encroachment and agreed to the fact that policy to extend Shifting Allowance,

that they are asked to vacate tihe land. Alternate site in addition to encroachiers will have to shift to some other place houising fiacility Luld(er EWS schcmes toshifting allowanice shotild be provided as it is a matter of but within the village limits the encroachers losing their livelihoodlivelihood and their sustenance is entirely dependent on the road- depending upon the poverty line status.users. In the case of squatters shifting

allowanice to be extended only toSquatters BPL. 'I'he details are given in

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ th e R A P .3 Resettlement The villagers are firmly against the idea of being rehabilitated at a Apprehension about R&R is well appreciated, as Resettlement sites are not under

different area and are apprehensive about the basic amenities and benefits from the previous projects like UKP, considerationi in the first phase ofinfrastructure facility being extended to the resettlement site. The reportedly, have not reached the affected persons. KSIIIP. Adequate compenisationi andargument extended is severance from kith and kin and a sense of Most of the respondents insist on a Government benefits have been described in tIheinsecurity about the new place. The villagers are averse to the idea job. RAP.of being shifted to othier areas as their economic and businessinterests will be severely affected.

4 Employment and There is perceptible indifference in the people regarding the Many self interest groups are involved as the The RAP addresses the issue of makinigeconomic benefits employment opportunities as a result of road development. The demands vary from group to group. available shops to the squatters below

roadside shopkeepers and dwellers from whom land may be poverty line at a cost decide(d by theacquired and persons running petty shops i.e. the encroachers .GOK.demanid that they should be allowed to run their business by the

_ ___________________ roadside beyond the land under PWD possession. __5 Environmental aspects The populace in general is indifferent to the environmental issues. Most of the respondents are unaware of Plantationi drive taken up by the Pill I and

At least to expect community participation in this village does not environmental issues and disinterest in such Forest departimienit will try to involve thearise. The general perception is that the issue of plantation, issues is clearly visible. local populace during the programme.maintenance of roadside public amenities is that of the respectivegovernment agencies. Respondents are not forthcoming in their

_______ ____ _________________opinion on public participation in such activities.

A7-14 Scott Wilson / cES /I IIIE

Karnataka State llighways Environmenital Impact Asscssiient ReportImprovement Project Appendix 7.1

SI.No Issues Public Perception Consultants' Recommendation Mitigation Mleasure6 Sanitary facilities The village lacks proper sanitation and people defecate in the Toilets and sanitation facilities are a must in this The PWD will discuss the issues with

fields and by the roadside. This is a major traffic hazard especially area. Issues related to traffic accidents and the P1lED and ask themil to providein the early morning hours and in the evenings From health and general safety did not evince any interest necessary facilities to the villagehygiene aspect also this is not acceptable.

7 Safety Aspects The people were disinterested in discussing the safety aspect. Any Safety measures are of major importance in this Detailed designs have incorporated allmeasure taken by the govermment in this aspect is welcomed. stretch as the road passes through rolling terrain the necessary road furnituire and safetyMaintenance of the measures did not evince any cogent response. and the setlement is in a curve. Proper road signage.

signage and improvement of the pavement willgreatly reduce any mnishap. _l

A7-15 Scott WNilson / CES / IIIE


List of Participants (2A)

I. Gangadhar S Haldimani2. Ramkrishna S Jayadal3. Yamanappa Y Parsi - Haldimani4. Shibadri A Ganji5. Tamanna L Ganji6. Suresh S Babaleshwar7. Sadashiv k Ganji8. Raju G Hadimani9. Laxman M Gudimani10. Hanamanth M Gudimani11. Basappa M Karigar12. Sabawa V Ganchinamani13. Samappa L Hadimani14. Bojappa L Hadimani15. Girappa L Hadimani16. Ravatappa Maleppa Hosamani17. Lakkappa Lakshmana Goni18. Lakkappa Ravutapa Ganjinavara19. Narayan M. Kulkami20. Arjun Ganji21. D.K. Biradar22. Basavaraj. A. Patri23. K.V. Kulkami24. Basavaraj. K. Biradar25. Shivananda. M. Mangali26. Mallappa N. Huttimani27. Yallappa G. Gangenawar28. Hanumant. R. Ganjenwar29. M.M. Athani30. S.G. Chalawedi (Village Accountant31. N.L. Swadgi32. Siddhartha Ganjanur33. N.B. Nyamgond34. K.B. Biradar35. Vilas. S. Bagali (Patil)36. B.B. Biradar37. Vilas S. Bagali38. K.B. Biradar39. N.L. Saralagi40. P.S. Biradar


Karnataka State Highiways Environmental Impact Assessimienit lReportImprovement Project Appendix 7.1

Public Consultation at Route 5 A, Yermaras village, Raichur Taluk, District Raichur- 6'h June 2000SI.No Issues Public Perception Consultants' Recommendation Nlitigation MeasuresI Land Compensation has to be on par with the prevalent market rates and The respondents' awareness level is very high. The R&R policy and the RAP adequately

acquiisition per square feet because the area comes under municipal limits. The land acqtuisition and compensation address the compenisation benefits and otherInstead of distirbinig the structure, it was suggested that the dispersal will have to be transparent and allowances and( the disbursal proceduie also.alignment could be shifted to the left side where there is vacant efficient so as to avoid any problems in future.land. Some of them also suggested that the COI could be reducedsuch that there is minimum acquisition and affect on the structure.

It was opined that if the remaining structure becomes unviable, thecompensation shotild be paid for the whole structire and if theGovt. was not making use of the remaining piece of land, the sameshould be given to concerned family.

2 Encroachment/ Encroachment related issues were limited to temporary The PWD should strictly maintain its ILegal Shifting allowance to be provided to theEncroachers . encroachments by roadside vendors and shopkeepers on the ROW. Roadside vendors and shopkeepers encroachers and squatter-s as per the RAP.

market day i.e. Saturdays. must be prevented from spilling over to theROW irrespective of the days or activities.

5 Environmental The environmental aspects did not figure that high in the The disinterest in environment issues was very The project EMP has adequate measures foraspects discussion. Avenue plantation maintenance and other related much evident. environmental enhancement.

issues did not evince much interest.6 Safety Aspects The safety aspects were of concern to the respondents as the road Proper road signage and improvement of the Detailed designs have incorporated all the

abuts through the village. They insisted on proper traffic signs and pavement will greatly reduce the incidence of necessary road furnitire and safety signage.safety measures. any mishap. _


Karmataka State Highways Environmental Impact Assessment ReportImprovement Project Appendix 7.1

List of Participants

1. Prakash2. Lakshman3. Sakubai4. Siddaramappa5. Rajendra6. Sharadammna


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