sectoral environmental assessment...rajasthan is world renown for its cultural resources and tourist...

E-238VOL. 1

SectoralEnvironmentalAssessmentVolume - I Main Report

of the

Rajasthan State Highways Project

Prepared on behalf of.

Government of Rajasthan

Public Works Department

Jaipur, India

Prepared by:

Louis Berger International, Inc.,

BCEOM, French Engineering Consultants

CES and ECI, Sub-Consultants

D-53, Hathi Babu Marg, Bani Park

Jaipur - 302016

May 1998

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Table of Contents

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Rajaslihan State hlighways Project Secoral Eni-ironmental Assessnienl - Afa) 1998

4.3.6 Aesthetics and Tourism ............................................... . . . 664.3.7 Community Bypass Impacts . ......................... .. .................................. 674.3.8 Other Community Impacts ............................. 67

4.4 The Biological Environment .......................... . . . . 674.4.1 Wildlife Habitats ..................................... 67.................................. ..... 674.4.2 Wetlands ................... 684.4.3 Forestland ................... 684.4.4 Flora ................... 69

5. ALTERNATIVES ................... 71

5.1 Integration of Environmental Considerations .................... 715.2 Engineering Alternatives ................................................. 715.3 Th No Acton" Alternative ..................................... 68

6. ENVIRONMENTAL MANAGEMENT & MONITORING.7..................................... 3

6.1 Introduetion ...................................... 736.2 Institutional Strengthening for Environmental Management ..................................... 73

6.2.1 Organization and Staffing ..................................... 736.2.2 Environrnental Training ..................................... 746.2.3 Monitoring and Reporting Procedures ..................................... 756.2.4 Record Keeping ..................................... 75

63 Actions Determined Necessary by Corridor-Specific ElAs ..................................... 756.4 Environmental Costs ..................................... 766.5 Implementation Schedule ..................................... .............

7. CONSULTATIONS ..................................... 78

7.1 Introduction . . . . . ...... . . . . ........ 787.2 Stakeholder Consultative Workshop ..................................... .. .. 78

7.2.1 Workshop Procedures ...................................... . . . 787.2.2 Issues and Impacts Identified by the Workshop ...... ........................ 787.2.3 Group Discussion .... . . ................................... 79

7.3 District, Panchaynt and Village Level Consultations . . . . . 797A Key Findings ........ o807.5 Implications for Project Design . .................... . ......... . .. . 807.6 Implications for Remaining Project Consultations . . . . .................... 81

Louis Berger International. Inc.. BCEOM. CES and ECI 2

Rajasthnn State lifgnhays 1rojrct Sec oral Environmental Assessme,n - Alat 199Y8

LIST OF FIGURESFigure Number Page

1-1 Flow Chart for Environmental Clearances ............................................. 12

2-1 Project Roads - Rajasthan State Highways Program ............................................. 142-2 Phase I - Rajasthan State Highways Program ............................................. 152-3 Phases I-A and II -Rajasthan State Highways Program ............................ ................. 16

3-1 Average Rainfall in Rajasthan ............................................. 233-2 Physiographic Regions ............................................. 243-3 Soil Map ............................................. 263-4 Main River Systems ............................................. 283-5 Groundwater Salinity ............................................. 293-6 Traditional Livestock Migration Routes ............................................. 303-7 Rajasthan Density Population 1991 ............................................. 323-8 Intensity of Cropping ............................................. 343-9 Erosion Hazards ............................................. 363-10 Forest Type of Rajasthan ............................................. 403-11 National parks and Sanctuaries ............................................. 413-12 Main River Systems ............................................. 42

LIST OF TABLES

Table Number Page

2-1 Corridors Considered ............................................. 17-182-2 RSHP Improvement Corridors by Phase ............................................. 19

4-1 Environmental Mitigation Actions ............................................. 444-2 Typical Noise Levels Associated with Highway Construction ............................................. 594-3 Typical Noise Levels of Principal Construction Equipment ............................................. 60

6.1 Implementation Schedule - Environmental and Monitoring Plan ......................................... 77

Louis Berger International, Inc., BCEOM. CES and ECI 3

Executive Summary

Rajasthan Siate Hiighways Projeca Sectoral Environmental Assessmenl - May 1998

EXECUTIVE SUMMARY

Introduction

The Government of Rajasthan (GOR), Public Works Department (PWD), has initiated an ambitiousand much needed program to upgrade critical segments of the State's road network under theRajasthan State Highways Project (referred to hereinafter as the RSHP or "the Project"). The Projectis supported by the World Bank and, assuming the GOR's loan application is approved, constructionof road improvements proposed by Project is scheduled to commence in late 1998. Eleven potentialimprovement corridors have been identified for action. The Project requires World Bank, GOR andGovernnent of India (GOI) environmental clearances and approvals before construction canproceed. The Sectoral Environmental Assessment (SEA) to which this summary is attached is thefirst step in that process. Detailed corridor-specific environmental impact assessments (EIAs) willbe prepared and circulated for review and comment in accordance with all appropriate GOIregulations and the World Bank's operational procedures.

Project Description

There are currently approximately 10,000 km of State Highways in Rajasthan and 2,850 kilometersof National Highways. State Highways are generally paved single- to intermediate-lane width roadswith widely varying traffic loads. Rajasthan experiences a significant amount of through trafficbetween Delhi and agricultural areas to the north and from Gujarat in the south. Tourism, bydomestic visitors and international travelers, also generates substantial demand for travel capacity.

A Strategic Option Study (SOS) undertaken in 1995 investigated all Rajasthan State Highways andselected approximately 2,500 kilometers (Figure 2.1 of Section 2.0 of the SEA) for furtherinvestigation. These 2,500 kilometers of highways were subjected to a Feasibility Assessment Studyin 1997. The Feasibility Study recommended upgrading and strengthening of approximately 1,505kilometers of State Highways over a five-year period. Based on these recommendations, theproposed RSHP proposes to improve approximately 404 kilometers of highways in Phase 1; 371kilometers in Phase 1A; and approximately 730 kilometers in Phase 2. Detailed engineering designsfor Phase I roads were initiated in 1997; Phase 1A designs were initiated in early 1998. Table 2.1 ofthe main report identifies the road links to be designed in each phase.. Figure 2.2 shows the locationof the proposed improvement corridors.

Within each phase RSHP will:

* Widen and strengthen the selected roadways;

* Replace and/or improve culverts, drainageways and bridges;

* Upgrade road geometrics to meet current design speeds and specifications;

* Undertake necessary urban improvements and provide bypasses where warranted;

* RSHP will also provide assistance to the GOR/PWD to:

* Upgrade the existing road management system, including preparation of three-yearand routine maintenance programs;

* Prepare and implement an institutional development strategy;

* Procure equipment and technical assistance and training; and


Rajasthan State Highways Project Sectoral Environmental Assessment - May 1998

* Provide for the supervision of civil works.

Carriageways within the improvement corridors will be widened and rehabilitated to an improvedtwo-lane cross section with paved shoulders and berms. Construction activities will be restrictedalmost entirely to the existing rights-of-way (ROWs). The rehabilitation activities will expandtransport capacity, and improve surface conditions, travel speeds, highway safety and drainagepatterns. The Project will facilitate development and improved access to a large portion of the Stateand lead to a reduction in traffic congestion.

Bypasses will be incorporated in the RSHP where, in addition to reducing engineering constraintsand improving traffic flow, they are warranted to reduce the number of project-affected persons(PAPs), enhance road safety, reduce congestion, retain the continuity of existing villages, andlorachieve other environmental goals.

Existing Environment

Physical Conditions. Rajasthan is the driest and least densely populated Indian state and is situatedon the eastern edge of the Thar Desert. Arid conditions dominant more than half the State.Temperature extremes of 50° C occur regularly. Summer rainfall is sporadic, sometimes bypassingregions of the State for years. The highly variable rainfall and temperature extremes result inuncertain farming conditions, and livestock raising is used as a hedge against total crop failure.Consequently, many rural residents live in exceeding marginal conditions and virtually all availableland is tilled or overgrazed. The arid conditions, overgrazing, erodable soils and unpredictablerainfall conditions make erosion control and revegetation concerns to be addressed on all roads. Sanddunes will pose problems within certain improvement corridors. Air quality is generally good in ruralareas. Aquatic resources are of concem in only a few isolated situations.

Social Conditions Population growth in Rajasthan is the highest in the country (2.8 percent peryear) with the urban areas of Jaipur and Kota leading the rest of the State. Kota is the mainindustrialized area. Rajasthan is world renown for its cultural resources and tourist attractions withhilltop forts, maharajas' palaces, festivals, handicraft markets and holy sites vying for attention.Jaipur forms one comer of the tourist "golden triangle" connecting it with New Delhi and the TajMahal at Agra, and a substantial portion of the six million tourists to Rajasthan annually passthrough it enroute to famous sites in Ajmer, Bikaner, Jaisalmer, Sawai Mahopur, Jhalawar, Bundi,Chittor, and Udaipur.

A significant number of PAPs are found along portions of the improvement corridors where theownership of the ROWs adjacent to the existing roads has not been established by the PWD.According to the socio-economic survey, 69 percent of the displaced households are legal occupants.Detailed information in regard to PAPs is contained in the main report and the Project's ResettlementAction Plan (RAP).

Biological Conditions. Although the Project involves primarily existing, previously developedROWs, certain improvement corridors traverse or are adjacent to sensitive areas recognized in theform of a number national parks, wildlife reserves and other protected areas. Trees line majorportions of the existing roadways, often in areas in which tree cover is not are a significant part ofthe regional landscape. Wetlands in the area are few, but include Sambhar Lake, an extensiveshallow brackish lake near Nawa in Nagaur District. The Lake has been designated as being ofinternational importance.

Potential Impacts & Mitigation

The Physical Environment

Potential Impacts. The study underlying the SEA indicates a very low potential for significantadverse physical impacts, assuming the application of good design and engineering practice, the


Rajasthan Staie Highways Project Sectoral Environmental Assessment - May 1998

implementation of mitigation actions as stipulated in the SEA; and appropriate actions as defined bythe corridor-specific EIAs. The absence of significant environmental impacts in part due to therelatively small areas of new disturbance - practically all work will take place within existing ROWs,and in part because of application of up-to-date design and construction technology.

The very level terrain and adoption of relatively low embankment heights reduce common problemssuch as slope stabilization and erosion control. Erosion and flooding problems will be lessened byincreased drainage control, improved drainage structures and embankment side-slope protection.

Physical impacts will occur primarily in the construction period and will result mostly from fugitivedust, noise and air pollution from construction equipment. Operational phase impacts will resultlargely from traffic related air and noise pollution, although the latter is anticipated to be reducedin/near urban areas to the significant reduction in "stop-and-go" traffic with introduction of bypassesand other improvements. Noise levels may also be reduced due to the lessening of congestion andtraffic conflicts.

Mitigation. To the extent possible mitigation actions have been incorporated as integral parts ofproject design and stipulations for implementation procedures. A summary tabulation of potentialenvironmental impacts, mitigation measures related to them, anticipated timeframes, implementingagencies and, where appropriate, references to specific contract clauses incorporated in biddocuments are provided by Table 5.1 of the main document. Additional mitigation in the form ofnoise insulation, will be identified by the corridor-specific EIAs.

The Social Environment

Potential Impacts. Positive social and community benefits can be anticipated as a result of theProject. Kota will benefit most from improvements in highway connections, especially the stonequarry areas near Bijolia and major cement plant south of Chittorgarh. All affected communities willbenefit from improved highway conditions. Potential adverse impacts to PAPs can also beanticipated, however, due to forced relocations and property acquisitions.

Although the number of PAPs will vary according to the specific conditions encountered in each ofthe improvement corridors, the circumstances by Phase 1 are considered to be indicative. As of May23, 1998, the estimated number of likely households within the ROWs and on affected private landsfor the Phase I corridors amounted to 2,196. The number of potential PAPs was 15,372. of these,only about 1,561 persons will be displaced.

Mitigation. To address the Rehabilitation and Resettlement (R&R) of the Project the GOR, inconsultation with the World Bank, has developed a draft Entitlement Policy Framework and iscurrently in the process of identifying Project-Affected Persons (PAP) and preparing a ResettlementAction Plan (RAP). The RAP is based on a comprehensive community consultation program. Thisprogram will continue throughout all phases of the project to ensure that all PAP understand theimpacts of the Project on their lives and property and are compensated in a fair and timely manner.Potential adverse impacts to PAPs will be mitigated in accordance with GOR policy. The SEAstipulates that in all cases, displaced persons will be assisted/compensated adequately within theterms of the Entitlement Policy Framework and the corridor-specific RAPs.

The Biological Environment

Potential Impacts. Impacts to biological impacts are expected to be minimal with the exception oftree loss due to road widening and potential impacts to wildlife reserves and other protected areas.The corridor-specific ELAs will ensure that sensitive areas, and the potential for adverse impactsrelated to them, are fully documented on a case-by-case basis.

Mitigation. Extensive tree planing will be incorporated in the Project. Special design provisions areincorporated in road designs in the vicinity of protected areas.

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Environmental Management and Monitoring

The GORIPWD is working closely with the World Bank to establish the institutional mechanismsnecessary to implement the measures specified in the Environmental Management and MonitoringPlan (EMPP) and RAP. As part of its commitment to improve and enhance environment, PWD willset up an Environmental Management Unit (EMU) which will implement and monitor the measuresspecified in the EMP and RAP for at least the five-year period of the project. Linkages with existinggovernment programs, agencies and non-governmental organization (NGOs) will be established toallow PWD to take full advantage of expertise that has been developed to mitigate any identifiedimpacts.

Consultations

The SEA documents the consultations undertaken to facilitate assessment of the Project. PWD isengaged in consultations with stakeholders on a day-to-day basis. Major events specifically relatedto the development of the RSHP included the following:

* A state-level Stakeholder Consultative Workshop conducted in September 1997;

* A number of local level consultations with affected group on specific themes likehealth hazards (AIDs, STD's, etc.).

Technical discussions at the state, district, Panchayat and village levels undertaken by the PCCProject team. Details are provided by the main report.

Conclusion

The SEA concludes that the rehabilitation of the RSHP has a low potential for significantadverse environmental impacts, assuming actions are taken as specified in both the SEA andthe corridor-specific EIAs. The RSHP designs have incorporated numerous changes inalignments to reduce the number of trees to be removed, and to minimize impacts on temples,shrines and cultural properties. A generous tree planting program will be implemented. PWDwill set up an EMU to develop an in-house capacity to implement and manage highwaysrelated environmental issues. The improved roads will also result in less congestion leadingto economic benefits and improvements in highway safety, air quality and noise.

Louis Berger International. Inc.. BCEOM, CES and ECI 7

1.0 Introduction


1. INTRODUCTION

1.1 Context and Purpose of the Sectoral Environmental Assessment

This document, together with its appendices and incorporation's by reference, provides a SectoralEnvironmental Assessment (SEA) of the construction aspects of the Rajasthan State HighwaysProject (referred to hereinafter as the RSHP or "the Project"). The Project is an undertaking of theGovernment of India (GOI), State of Rajasthan (SOR), Public Works Department (PWD), supportedby the International Bank for Reconstruction and Development (the World Bank). Assuming theSOR's loan application is approved, construction of road improvements proposed by the Project isscheduled to commence in late 1998.

Eleven highway segments totaling approximately 1,505 kilometers are proposed for improvement,principally within existing highways rights-of-way (ROWS). The locations of the improvementcorridors and the actions proposed within them are described in detail in Section 2.0. Improvementactivities will be phased over a five-year period. As detailed below the Project will require theWorld Bank and GOI environmental clearances and approvals before construction can proceed.Preparation of the SEA is the first step in that process. Its purpose is to provide an assessment andstatement of intentions on a comprehensive programmatic basis. The environmental aspects ofactions within the individual improvement corridors will be further addressed in greater detail in theform of corridor-specific assessments in accordance with the following requirements.

1.2 Environmental Clearance Requirements

Environmental clearance will be required from both the World Bank and the Government of India.These requirements are as follows:

1.2.1 World Bank Requirements

The World Bank employs a three-part classification system in which projects designated as CategoryA require full environmental assessment (EA) as that term is defined by the Bank's OperationalManual, Directive 4.01 Annex A (October 1991). Category B projects require a lesser level ofenvironmental investigation. Category C projects require no environmental analysis beyond thatdetermination. Road upgrading projects are generally considered "Category B" projects if no majorsensitive areas are significantly affected and potential environmental concerns are addressed in aSectoral Environmental Assessment (SEA) as that term is defined by World Bank OD 4.01 October1991. If sensitive areas are within the potentially affected environment, significant socioeconomicimpacts are anticipated or it is otherwise warranted, Category A environmental documentation isrequired. In this instance, the World Bank has determined that it will extend clearance for theProject if:

* The SEA is found to conform to the cited guidelines.

* The SEA is accompanied by detailed design and project-level environmental impact assessments(EIAs) meeting GOI and World Bank standards for not less than 25 percent of the overall Projectand provides assurance that the environmental issues will be properly addressed in thesubsequent phases of the Project. And

* All other feasibility, design, mitigation plans and financial responsibility requirements are,acceptable.

Louis Berger International, Inc., BCEOM. CES and ECa 8

Rajasthan State Highways Project Sectoral Envwronmental Assessment - May 1998

In addition to this SEA, therefor, applications have been prepared and submitted to the appropriateGOI agencies detailing the Phase I Project roads, their impacts, and mitigation measures inconformance with the stipulations herein.

1.2.2 Government of India Requirements

The GOI Environmental Protection Act of 1986 requires the preparation and clearance ofenvironmental impact assessments (EIAs) for projects meeting certain requirements, includinghighway projects. Environmental Guidelines for Rail/Road Highway Projects pursuant thereto werepromulgated by the Ministry of Environment and Forest (MOEF) in conjunction with the Ministry ofSurface Transport (MOST) in 1989. Detailed requirements are for the preparation of EIAs are alsooutlined in the GOI's Handbook of Environmental Procedures and Guidelines of 1994 which statesthat highways development projects require environmental clearance from the Central Government.

In 1997 MOEF excluded highway projects involving widening and strengthening of roads withmarginal land acquisition along the existing alignments from EIA requirements provided that thesehighways do not pass through ecologically sensitive areas, such as National Parks, Sanctuaries, TigerReserves or Reserved Forests or have more than one thousand project affected persons (PAPs) (Seeletter No. RW/NH-l 1052/1/97-DO I dated 19.06.1997). Most RSHP alignments, however, passthrough or within ten kilometers of sensitive resource areas and have proven to have numerous PAPs.Full MOEF applications including EIAs will, therefore, be required.

A revised guide line (MOST letter no. RW/NH-1 1052/1/97-DO.I dated 06-04-98) for applicabilityforest (Conservation) Act, 1980 on linear plantations for widening / modernization have simplifiedthe procedure for obtaining clearances in the case of avenue plantations included in the social forestrycategory along the Right - Of - Way.

Forestry Department and MOEF applications must be prepared on these projects and clearancesobtained from the Forestry Department and MOEF (Figure 1.1). As part of the process, theRajasthan State Pollution Control Board (SPCB) establishes a review panel and circulates the MOEFapplication for public review and comment in each potentially affected district. After the Projectreceives Forestry Department and SPCB notices of clearance (NOCs), the MOEF applicationproceeds to MOEF for their review and action. MOEF establishes a review commnittee that providesa critical review, and any stipulations that may be attached to the NOC approving the Project. Thisprocess is underway for the Phase 1 improvement corridors. In keeping with the World Bankrequirements, Phase I constitutes not less than 25 percent of the total Project as detailed in Section2.0. RSHP has committed to the preparation of detailed corridor-specific environmental impactassessments meeting both GOI and World Bank standards for all components of the Projectrequiring such actions.

1.3 The Broader Institutional and Legal Framework

The GOI requirements as outlined above are bested within the country's broader institutional andlegal framework. Witiin this framework, overall responsibility for administration andimplementation of the GOI policy with respect to conservation, ecologically sustainable developmentand pollution control rests primarily with MOEF. The government concern for the environment hasbeen promulgated through the National Conservation Strategy, National Forest Policy and the Policyfor Abatement of Pollution (1992).

Key domestic legislation relating to environmental assessments of project such as the RSHP includes:

* The Wildlife (Protection)Act, 1972


Rajasthan State Highways Project Sectoral Eavironmental Assessment - May 1998

* The Water (Prevention and Control of Pollution) Act, 1974

* The Forest (Conservation) Act, 1980

* The Environmental Protection Act, 1986

* The Public Liability Insurance Act, 1991

* Air (Prevention and Control of Pollution) Act, 1981

GOI standards for the discharge of pollutants according various classes of recipient water and noisestandards for vehicles are provided by Appendix L While the primary implementation of thesestandards, to date, has been for the control of industrial pollution, the same rules apply to roadconstruction activities.

The legal responsibilities for creation, maintenance, upgrading or abandonment of any public road inIndia generally rests with the Public Works Departnent (PWD) of the concemed State unlessassigned to any other legal entity. Public roads inside municipal towns, for example, are in thecustody of the concerned municipal authorities. National Highways are in the custody of the Ministryof Surface Transport (MOST), Road Wing. All functions related to decisions taken by (GOI forNational Highways, however, are implemented by the PWD of the concerned State Government. Allother types of roads, including the State Highways, Major District Roads, etc., are usually in thecustody of the State PWD for decision and implementation. The Rajasthan PWD (Bridges & RoadsSection) is responsible for State Highways, Major District Roads, and most other district roads, withthe exception of roads next to the Pakistan border which are under military control.

Implementation of the mitigation measures to be adopted during and after the completion of theRSHP construction are ultimately the responsibility of the Rajasthan PWD. Detailedrecommendations have been included in the Environmental Management and Monitoring Planoutlined in Section 6.0 to provide the institutional strengthening necessary to adequately oversee andenforce agreements between the PWD and construction contractors and the implemnentation of allother environmental safeguards as stipulated herein.

1.4 Assessment Methodology

The Rajasthan PWD has been assisted in the preparation of the analysis underlying the SEA by theProject Coordinating Consultants (PCC) and a team consisting of the environmental specialist, socialimpact specialist, local specialists, and engineers. Reconnaissance surveys of all potentially affectedalignments were conducted to identify critical enviromnental concerns. Surveys were conducted byautomotive "windshield" surveys and where necessary by foot. Relevant maps, regional experts andpublished data sources were also consulted to identify potential concerns. The following topics andpotentially required actions were considered on a qualitative basis.

ENVIRONMENTAL CONSIDERATIONS

Socio - economic _ Air QualityLand use Cultural and Historic ResourcesGeotechnical/Soils TourismLandscape/Aesthetics FaunaSafety Parks, SanctuariesWater Quality FloraWetlands Forest LandNoise Resettlement Issues

The field reconnaissance surveys allowed the team to relate regional data to environmental and socialconditions within a narrow corridor (approximately one kilometer each side) along selected ROWs.

Louis Berger International Inc.. BCEOM. CES and ECI 10


Data from this reconnaissance surveys was supplemented to the extent possible by examination ofmaps, engineering surveys, and published data sources (e.g. CAZRI 1974, CAZRI 1982, Chatterjiand Kar 1988) to identify attributes within the corridor out to 10 kilometers). Factors such as existingroad conditions and traffic loads which were evaluated in detail in the feasibility report prepared byPCC in 1997 are addressed only in relative terms in this environental evaluation. The Survey ofIndia (SOI) topographical maps were used as a source of information. Government departments,including the department of Forest, Pollution Control Boards (PCBs) and others were consulted.Published books, journals and the Census of India (1991) handbooks for the districts affected by theProject were reviewed. Data and concerns relative to the Project were solicited from numerousagencies and non-governmental organizations (NGOs) through workshops and consultations asdocumented in detail in Section 7.0. The Sectoral Environmental Assessment (SEA) has beenprepared on the basis of the information thus obtained. And the application of knowledge obtained inthe implementation of similar programs in comparable environmental circumstances.

Louis Berger International, Inc. BCEOM. CES and ECI 11

Rajasthan State Highways Project Sectoral Environmental Assessmnent - May 1998

FIGURE 1.1

FLOW CHART FOR ENVIRONMENTAL CLEARANCE

FLOW CHARTOBIrAININQ ENVIONhMAL CIZRA4NCB

S ubmit to Hrnp9nssof oft Project totb

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t | ~~~~~~~~~~~~Envirnena clernexaed by Min. of Elrv. &I Forefs

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Louis Berger International, Inc., BCEOMdr CES and EC1 12

2.0 Project Description


2. PROJECT DESCRIPTION

2.1 Setting

The State of Rajasthan (SOR), located in northwestem India, is bordered by Pakistan on the west;and the states of Punjab, Haryana, Uttar Pradesh, Madhya Pradesh and Gujarat on the north, east andsouth. Although the second largest state encompassing 343,000 square kilometers, it ranks ninth inpopulation with 44 million inhabitants as of the 1991 census. Formed by the union of "princelystates" when India achieved its independence from Britain, Rajasthan has remained among the mostisolated of the states despite the proximity of Delhi and constant influx of tourists visiting thehistoric forts and palaces for which it is famous. The State is predominantly rural and arid conditionsprevail over most of its area. A full description of the existing conditions in the area is provided bySection 3.0.

Within the State there are approximately 10,000 kilometers of State Highways (SH) and 2,850kilometers of National Highway (NH). State Highways are generally paved single- to intermediate-lane width roads with widely varying traffic loads. The State experiences a significant amount ofthrough traffic from agricultural producing areas to the north and from Gujarat in the south bound forDelhi. Tourism also generates substantial travel demand both by domestic visitors and intemationaltravelers. Full description of the State Highways are provided in the RSHP Feasibility andsupporting documentation.

2.2 Strategic Context

The selection of roads for action in the RSHP has been undertaken in the context provided by aStrategic Option Study (SOS) was conducted in 1995 to prioritize needed State Highwayimprovements. The SOS selected approximately 2,500 kilometers of highway alignments for furtherconsideration. The SOS was followed by the Feasibility Study for the Rajasthan State HighwaysProject that further evaluated these 2,500 kilometers (Figure 2.1). Based on the findings of theFeasibility Study, the RSHP selected and began preparing detailed engineering designs forapproximately 1,505 kilometers of highway within eleven improvement corridors as identified byAppendix 2.

2.3 Corridor Descriptions

Appendix 2 presents the results of field and office studies for each corridor. These link descriptionsprovide a more detailed overview of specific concems (or lack thereof) related to environmentalattributes. Each road link is briefly described in terms of its environmental characteristics (physical,land use, natural and cultural) and probable mitigation needs. Additional data on the traffic,economics, and engineering details may consult pertinent chapters of the feasibility and engineeringdesign reports.

2.4 Phasing

The RSHP will be undertaken in a number of phases. Phases 1 and IA (Figure 2.2 and 2.3) willconsist of improvements to 775 kilometers of roadway; 730 kilometers are slated for upgradingunder Phase 2 (See Tables 2. 1and 2.2, Appendix 2).

Louis Berger International. Inc., BCEOM. CES and ECI 13


FIGURE 2.1

PROJECT ROADS - RAJASTHAN STATE HIGHWAYS PROGRAM

SCLE

100 80 40 0 100 200 KM

T STATEBOUNDAYP U N J A B

1 5 NIOALHIHG H A R Y A N A

Oi PROJECT RD NUMBER

} X tst:HURU \ U T T A RCHUR

/ LN< s~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

,G U J A R A T S zN T r D\ J

LEGEND o

PRoJEc-r ROAD

RAJSTHAN STIATE BOUNDARY

17 NATIONAL HIGHWAY NUMBER

( ) PROJECT ROAD NUMBER

NATIONAL HIGHWAY


Rajasthani State Highlways Project Sectoral Environmnental Assessment - May 1998

FIGURE 2.2PHASE I - RAJASTHAN STATE HIGHWAYS PROGRAM

SCALE

10080 40 0 100 200KM

- RSTH STATEOU YP U N J A B1f 5H H A R Y A N A

(I) ALIGMENT NU R T T

_____ :.iDA HIGHWA

Louis Berger International. Inc., ECEOM. CES wad ECI AE

(g 8G~~~~RHARotD

RAJAsrHAN STATE BOUNDA?Y ~ ~ ~ MERT

EE NATiONA, HIGHWAYHEUUBE

LEE AIGMNTNME

NiATIONAL HIGHWAY

Louis Berger Initernational, Inc., BCEOMf, CES and EC] 15

Rajasthaia State Highways Project Sector-al Environmental Assessment - May 1998

FIGURE 2-3PHASES I-A AND II - RAJASTHAN STATE HIGHWAYS PROGRAM

SCAM

1000 40 0 100 200 KM

/ + ~~~~~~P U N J A B

PHASE ~ ~ ~ ~ ~ ~ ~ ~ W

PHASE II RHA A

PROJECT ROA NUMRU T T A R_ouis Be\ger Internatio. I, E , CES aECI 16P R A D E S H

RMrARH

G U J A R A T A H <

LEGEND -J{t

PHASE I a ROADt

_ ~~PHA^SE 11 ROAD

RA^IASTHiAN STATE BOUNDARY

1 5 NA71ONAL HIGHWAY NUMBER

( ) PROJECT ROAD NU MBER

NATIONAL HIGHWAY

Louis Berger International, Inc., BCEOM, CESnandEC/ 16


TABLE 2.1CORRIDORS CONSIDERED

RAJASTHAN STATE HIGHWAY PROGRAM

Proj Road Section Road No Length (km) Phasing DistrictNoI Jaipur-Jobner SH-2A 41 Phase-I JaipurI Jobner-Kuchaman SH-2A 75 Phase-i Nagaur, Jaipuri Kuchaman-Khatu SH-2A 64 Phase-1 Nagaur1 Khatu-Nagaur SH-2 60 Phase-i NagaurI Nagaur-Panchori SH-2 50 Dropped Nagaur, Jodhpur1 Panchori-Au SH-2 42 Dropped JodhpurI Au-Phalodi SH-2 45 Dropped Jodhpur1 Nagaur Bypass 10 to be studied Nagaur1 Jaipur-Phalodi SH-2A, SH-2 377 Jaipur,

Nagaur,Jodhpur

2 M.P. Border-Shahabad SH- 17 29 Dropped Baran2 Shahabad-Baran SH-17 78 Dropped Baran2 Baran-Anta SH-17 25 Phase I A Baran2 Anta-Kota SH-17 47 Phase I A Kota2 Kota Bypass 20 to be studied Kota2 Kota-Baran-Shivpuri SH-17 199 Baran, Kota3 Kota-Bijolia MDR-41 71 Phase-I Bhilwara, Bundi,

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ K ota

3 Bijolia-Katunda SH-9 53 Phase-I Chittorgarh,Bhilwara

3 Katunda-Chittorgarh SH-9 52 Phase-i Chittorgarh3 Chittorgarh-Nimbahera SH-4 33(4-lane) Phase-II Chittorgarh3 Nimbahera-Dohad SH-4 222 Dropped Banswara3 Kota-Chittorgarh- SH-4, SH-9, 416 Kota, Bundi,

Banswara-Dohad MDR-41 Bhilwara,Chittorgarh,

I______________ Banswara4 Rajgarh-Sikandra SH-25 35 Phase IA Alwar, Dausa4 Dausa-Sawai Madhopur SH-29 103 Phase-II Dausa, Sawai

Madhopur

4 Sawai Madhopur-Indergarh SH-30, SH-29 39 Phase-II Kota4 Indergarh-Baran SH-19 100 Dropped Kota, Baran4 Baran-Pachpahar SH-19 115 Dropped Baran, Jhalawar4 Rajgarh-Baran-Kota- SH-19, SH-25, 392 Alwar, Dausa,

Jhalawar-Pachpahar SH-29, SH-30 Sawai Madhopur,Kota, Baran,Jhawawar

5 Kota-Indergarh SH-33 80 Phase-IA Kota6 Sirohi-Mandar-Dossa SH-27 71 Phase-H Sirohi7 Nagaur-Mertacity SH-39 82 Phase-II Nagaur7 Mertacity-Bherunda SH-21 42 Phase-Il Nagaur7 Bherunda-Ajmer SH-18 38 Phase-II Nagaur, Ajmer7 Nagaur-Mertacity-Ajmer SH-39,SH-21, 162 Phase-II Nagaur, Ajmer

SH-188 Nagaur-Bikaner SH-3 128 Phase-II Nagaur, Bikaner9 IRatangarh-Sardarshahar SH-7 44 Phase-IA Churu .

Louis Berger International. Inc., BCEOM, CES and ECI 17


TABLE 2.1CORRIDORS CONSIDERED

RAJASTHAN STATE HIGHWAY PROGRAM

(Continued)

9 Sardarshahar-Pallu SH-7 64 PhaselA Churu,_____________________ _____________ _______________ H anum angarh

9 Pallu-Rawatsar SH-7 43 Phase-IA Hanumangarh9 Rawatsar-Hanurnangarh SH-7 33 Phase-IA Hanumangarh9 Hanunangarh- SH-36 56 Dropped Ganganagar,

Sriganganagar Hanumangarh9 Ratangarh- SH-7, SH-36 240 Churu,

Sriganganagar Hanumangarh,Ganganagar

10 Sriganganagar-Chattargarh SH-3 175 Dropped Ganganagar,_____________________ _____________ _______________ B ikaner

10 Chhatargarh-Bikaner SH-3 87 Dropped Bikaner10 Sriganganagar- SH-3 262

Chhatargarh-Bikaner S.Ganganagar,I _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ B ikaner

1I1 Ratangarh-Talchhapar SH-7 31 Phase-II Churu11 Talchhapur-Nokha SH-20 107 Phase-II Bikaner, Churu11 Ratangarh-Talchhapor- SH-7, SH-20 138

Nokha _ Churu, BikanerGRAND TOTAL 2,465

Dropped from further consideration 960Selected for Phase-1 Total 404 Taken up alreadySelected for Phase-I A total 371 To be taken up

__ _ __ _ _ ShortlySelected for Phase II Total 730 Shortly

Total selected for Detailed Design 1505



TABLE 2-2RSHP IMPROVEMENT CORRIDORS BY PHASE

Phase Principal Communities on State Highway and Length(Alignment Alignment Major District (km)

Number) Road DesignationsPhase I

(Alignment 1) Jaipur-Kuchaman Nagaur SH2A 228(Alignment 3) Kota-Bijolia-Chittorgarh MDR 41, SH9 176

SubTotal 404Phase la

(Alignment 4) Rajgarh-Sikandra SH25 38(Alignment 5) Kota-Indergarh SH33 72(Alignment 2) Kota-Anta-Baran SH17 72(Alignment 9) Ratangarh-Pallu-Hanumangarh SH7 189

Subtotal 371Phase 11(Alignment 3) Chittorgarh-Nimbahera (4 Lanes) SH4 33(Alignment 4) Dausa-SawaiMadhopur SH29 96(Alignment 4) SawaiMadhopur-Indergarh SH30, SH29 39(Alignment 6) Sirohi-Mandar-Dossa SH27 71(Alignment 7) Nagaur-Mertacity-Ajmer SH39, SH21, SH18 158(Alignment 2) Baran -Shahbad SH17 80(Alignment 8) Naguar-Bikaner SH3 110(Alignment 11) Ratangarh -Talchaper-Nokha SH-7,SH20 143

Subtotal 730Total 1505

Loais Bergerintemnational. Inc., BCEOM, CES and ECI 19


2.5 Project Components

The road construction and rehabilitation aspects of the RSHP will include:

* Widening and strengthening the selected roadways. In most instances carriageways will bewidened and rehabilitated to an improved two-lane cross section with paved shoulders andberms.

* Replacement and/or improvement of culverts, drainageways and bridges.

* Upgrading road geometrics to meet current design speeds and specifications.

* Undertaking necessary urban improvements and provide bypasses where warranted.

* Replacement of trees removed by the Project on a ten-to-one basis. Trees will be selected inaccordance with local conditions, i.e. rainfall, soil type, and alkalinity. Areas selected forreplanting of trees may include other stretches of state and local highway, local forest reserveareas and state forest lands, or other PWD lands. All plantings will require protection by fencingor other forms of exclusion. And

: Other environmental mitigation measure as described in detail in Sections 4.0 and 6.0 as will bedetermined by corridor-specific EIAs following the procedures outlined in Section 1.0.

The RSPH will also:

* Upgrade the existing road management system, including preparation of three-year and routinemaintenance program.

* Prepare and implement an institutional development strategy. Institutional strengthening forenvironmental management will be an essential element of the strategy and will be based uponand incorporate strategies for the enforcement of contract provisions and other environmentalmitigation and enhancement provisions detailed in Section 4.0 Section 6.0 of the SEA and thosespecified by the corridor-specific EIAs.

* Procurement equipment and provide technical assistance and training, including environmentaltraining as specified in Section 6.0. And

* Provide for the supervision of civil works.

Construction activities will be restricted almost entirely to the existing rights-of-way (ROWs). Therehabilitation activities will expand transport capacity, and improve surface conditions, travel speeds,highway safety and drainage patterns. The Project will facilitate development and improved accessto a large portion of the State and lead to a reduction in traffic congestion.

Bypasses will be incorporated in the RSHP where, in addition to reducing engineering constraintsand improving traffic flow, they are warranted to reduce the number of project-affected people,enhance road safety, reduce congestion, retain the continuity of existing villages, and/or achieveother environmental goals.

Except for the Kota, Nagaur and Nawa bypasses and certain short realignments the proposedconstruction activities studied within the Project will be restricted to the existing rights-of-way(ROWs) and consist of widening of pavement and bermns, placement of culverts and drainage ways,and improvements to road surface. These activities will ultimately result in upgrading of thehighways and improvements in transport capabilities, surface drainage, and highway speeds.

Louis Berger International. Inc.. 8CEOM, CES and ECI 20


All proposed construction activities are expected to raise carrying capacity to accommodateprojected traffic forecasts and will be carried out in accordance with current Indian and Internationalstandards for highway engineering design. These standards are proposed in design and installation ofdrainage, roadbed and surfacing, and widening and stabilization of berms. Potential adverse impactsand benefits of these activities, and of reasonable alternatives, on the physical, socio-economic, andecological environment are addressed in detail in later sections of this SEA.

Louis Berger International, Inc.. BCEOM. CES and ECI 21

3.0 Existing Conditions

I


3. ENVIRONMENTAL CHARACTERISTICS

3.1 Introduction

This section of the SEA presents a statement of the existing conditions in the potentially affectedarea. Contextual and relevant aspects of the physical, socioeconomic and biological environment arepresented in Sections 3.1, 3.2 and 3.3, respectively. Section 4.0 will present the Project's assessmentof potential environmental impacts and mitigation related to them following the same sequence andenumeration pattem.

3.2 The Physical Environment

3.2.1 Climate

Rajasthan is one of the driest and least-densely populated of the Indian states. It lies on the eastemedge of the Thar Desert that continues into Pakistan. Arid conditions prevail in over 196,000 (57percent) of the State's 343,000 square-kilometers (Chouhan 1996).

The hot season extends from March through June with peak temperatures in May when the normalmaximum daily temperature reaches 40 to 42°C. Extreme highs of 50°C or greater can occur in thewestem desert plains. January is the coldest month with normal minimum temperatures ranging from50C in the north to 11°C in the south (GOR 1995). Minimums below zero have been recorded bothon the plains and on Mount Abu, the state's highest mountain, some 20 kilometers.south of Sirohi.

Rainfall is sparse and highly variable, with significant differences between the very arid northwestsections and the southeast portion of the state where the Aravalli Hills induce greater precipitation.The monsoon season extends from mid-June to September with total annual rainfall ranging fromless than 150 millimeters in the northwest portion of the State to 1,100 millimeters in the southeast(Figure 3.1). Prevailing winds are from southwest to northwest in western and northern Rajasthan,and from the west and northwest in the remainder of the State. Dust storms are common, especiallyin May and June, and ironically, may trigger local rainfall events by cooling air temperatures (Singh1995).

The highly variable rainfall pattern results in periodic severe widespread droughts and uncertainfarming conditions, sometimes for years, followed by flooding and severe erosion of barren areasduring periods of even slightly greater than normal rainfall. Serious soil erosion problems arecommon in areas of even moderate relief and ponding of runoff occurs frequently in low areas.Alignments west of Jaipur are subject to wind erosion problems while those to the east generallyexperience water erosion during the summer monsoon.

3.2.2 Topography

Rajasthan is divided into a number areas with differing topographic conditions as follows:

* The arid and semiarid eastern portions of the Thar Desert;

* The adjacent steppe land (Ghagger), the oldest mountain range in India;

* The Aravalli Hills, which run northeast to southwest; and

Louis Berger International, Inc., BCEOM, CES and ECa 22

Rajasthan State Highways Project Sectoral Environmnental Assessment - May 1998

FIGURE 3.1

AVERAGE ANNUAL RAINFALL IN RAJASTHANSource: Chouhan (1996)

SCM100 80 40 0 100 200 KM

15 LESS100 A EP U N J A B

H A R Y A N A

~~lllD 6002 - 75

< ~ ~~~~~~~~~~~~~~~ Uf - 'T Tl A R{ = >Af ,= _ , ' J A - ~~~~~~~~P R A 0 E S H

-~~~s -- ---. .- - - -_9MA

me 7 - 1 00

GUis R A TSg. EE E ad EC| 23

-iazF:=: :_:L--- / _ . S # FU WWI-_

RAINFAII IN M.M. + |t< iF

u 150 & iESSmm 1000 & ABOVE X-

150 -300 (D PROJECr ROAD NUMBER

i3 300 - 450 RAJASTHAN STATE BOUNDARY

F7 450 - 600 PROJECT ROAD

gmm 600 - 750

3 750 - 10WO

Louis Berger Iniernational, Inc., BCEOM. CES and ECI 23


FIGURE 3.2PHYSIOGRAPHIC REGIONS OF RAJASTHAN

wCAIB

1000 D40 0 100 200 KM Source: Chauhan (1996)

~~~~~P U N J A P

DUNE AA . P T RD NMER H A R Y A N A

Loz Bege Inentinl Inc. RCM CES an EC 24

G~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ U T A R

ffi~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ RHILLES H

. .. .. .W II

LusBre nentoa.Ic................BEM E e C .......... 2


* An area of plains extending east of the hills including parts of the Vindhyan andDeccan Lava Plateaus.

The arid expense of the Thar Desert, termed "Marushthali" or "Region of Death" in Sanskrit,includes extensive dunes, which cover 214,590 square kilometers in the western sector of the State(58 percent of the total). Alluvium and eroded outcrops occur in the remainder of the area which istermed semiarid transitional or Ghaggar Plain, depending on water availability. Topography iscommonly dune dominated or rolling. Overall the region slopes gently from an elevation of over 300meters above mean sea level (MSL) in the northeast to 30m above MSL in the southwest.

The Aravalli Hills are discontinuous, particularly in their northern extent, and highly eroded, beingthe oldest mountains in India. Elevations generally range from 600 to over 900 meters above MSL,with a peak elevation of Mount Abu of 1,722 meters above MSL 20 kilometers south of Sirohi.Mountain ranges are generally narrow expanding to 25 to 30 kilometers in width in the UdaipurRegion.

The eastern plains range from 150 to 450 meters above MSL with variable slopes. The southeasternportion of Rajasthan is formed from the Deccan Lava Plateau with elevations from 300 to over 500meters above MSL. Plateau areas are interspersed with locally impassable ravines. Physiographicregions of Rajasthan are shown in Figure 3.2.

3.2.3 Soils

Thirteen major soil groups are found in Rajasthan (Joshi 1993). Dune and intervene soils and brownsandy soils cover the majority of the western half of the State (Figure 3.3). Sand blown areas occuras far east as Jaipur. Low moisture holding capacity and vulnerability to wind erosion make thesesoils difficult to stabilize and cultivate (Chouhan 1996). East of these are grey brown and brown lightloam soils with better stability and crop growing potential if provided with sufficient water. Hardpan, salt affected and brown soils underlain with saline water present cultivation challenges overlarge portions of the entire region. Salinity levels are often a problem, even in flood plain soils, sinceevapo-transpiration exceeds rainfall over the entire region except for the eastern plains, where awater surplus may occur during the July-August monsoon season. Evapo-transpiration rates rangefrom 2,000 millimeters in western areas to 1,400 millimeters in the vicinity of Udaipur(Chauhanl 996).

3.2.4 Mineral Resources

Rajasthan has a variety of mineral resources and is one of the country's leading sources for several ofthem. Among the more important ores are copper, lead-zinc, iron, tungsten and manganese. Othermineral deposits include bauxite, cadmium, cobalt, silver, tin, and uranium. Non metallic resourcesinclude asbestos, barytes, calcite, bentonite, china-clay, dolomite, feldspar, fluorite, graphite,gypsum, kyonite, limestone, mica, pyrophyllite, pyrites, quartz, rock phosphate, silica sand,soapstone, vermiculite, Fullers earth, and lignite. Precious and semiprecious stones include emeraldsand garnets. Rock quarries for construction materials are present wherever outcrops of the AravalliHills occur. Building stones which are quarried in large amounts include sandstone, limestone,marble, granite and slate. Quarrying is a major activity in many parts of the State, including thecorridors that comprise Phase I of the RSHP. Large quantities of lignite occur in Tertiary sedimentsin the Barmer, Jaisalmer and Marwar basins. Distribution and estimated reserves of selected mineralsare presented in Appendix 3 Table 3.1.


Ranjsthnn State Highways Project Sectoral Environmtental Assessmient - May 1998

FIGURE 3.3

SOIL MAP OF RAJASTHANSCAL

1008go 40 0 100 200 KM Source: Chouhan (1996)

- | . . § ~~~~~~~~~~~~~~~~P U N J A B

A\Y* S A R Y A N A

GRE- BROWN PROJECT ROAD N RU T T A R

MIXED RED & BLACK 1111111E

RED & YELOWR

Ls re uR In, E 5. nd EC 2

LEGEND 9t

MEDIUM BLACK

GREY- BROWN PROJECT ROA'D NUMBER

DESERT F7 RAJASTHN SrATE BOUNAR

ALLUVUAL E l PROJECT ROAD

MIXED RED h BLACK g

RED & YELLOW

Louis Berger International, Inc., BCEOMw, CES and ECI 26

Rajasthan State Highways Project Sectoral Environmental Assessmeni - May 1998

3.2.5 Water Resources

Water availability is a major limiting factor throughout the state and irrigation is used wheneverpossible (Appendix 3 Table 3.2). Less than one percent of India's water resources are found inRajasthan. The Aravalli Hill separates three main drainage systems (Figure 3.4). The northeastflowing system includes the Chambal River that originates in Madhya Pradesh beforeentering Rajasthan and flowing some 394 kilometers until it enters Uttar Pradesh and joinsthe Yamuna River. The Chambal is the only large perennial river in the State and has been dammedand diverted at several points for use as cooling water at electrical generating plants and in irrigationcanal systems. The Banas River originates in the Aravalli Hills and flows 480 kilometers through theMewar Plains before joining the Chambal. The Gambhir River, subject to frequent flooding becauseof its silted condition, originates in the Karauli Hills and flows through Sawai Madhopur andBharatpur districts before exiting Rajasthan to eventually join the Yamuna.

Two southeast flowing rivers, the Luni arising in the Ajmer hills and the Mahi that starts inthe Vindhyan Range in Madhya Pradesh, supply agricultural water to southern Rajasthanbefore entering Gujarat. Two other river systems, the Sabarmati and West Banas, also flow southbut are located almost entirely in Gujarat. Numerous small ephemeral rivers flow to the desert anddisappear. Drainage in Jhunjhunu District is intemal. Disappearing streams include the Kantli, Sota,Sabi, Ruparail and Banganga. The Ghaggar, which enters Rajasthan from the north, causes localflooding in Ganganagar and Hanumangarh Districts during the monsoon. Floodwaters are collectedin interdunal depressions for subsequent usage (Chouhan 1996).

Irrigation systems are important components of the agricultural development of the State, althoughwater sources, water quality and topography limit its development. The principal irrigation canals inRajasthan include the Ganga Canal southeast of the Aravalli Hills, the Bhakra System and Rajasthan(or Indira Gandhi) Canal which supply irrigation water to 23 lakh acres in Ganganagar, Bikaner,Churu, Jodhpur, Jaisalmer and Baran districts. In the southeastern portion of the State, dams anddiversions on the Chambal River are used to irrigate approximately 16 lakh acres in Rajasthan andMadhya Pradesh. Finally, floodwaters of the Yamuna River are slated for diversion via the GurgaonCanal to the Kama and Deeg areas of Bharatpur in northeastem Rajasthan.

Although these canals and numerous smaller diversions contribute significantly to the enhancedproductivity of this arid region, wells supply two-thirds of the land under irrigation (GOR 1995).Groundwater resources are severely limited in their quality, availability, and quantity. Depth to thewater table may exceed 150 meters (GOR 1995). Most wells in the western half of the State aresaline (Figure 3.5) and potentially developable resources are non-rechargeable due to the limitedregional rainfall. Use of saline water for irrigation in the State exacerbates existing problems of soilpH and salt deposition (Singh 1990). District-wise groundwater potential is shown in Appendix 3Table 3.3.

As one would expect, given the low and irregular rainfall, tanks provide only a very smallproportion of the irrigation in Rajasthan (Sharma 1990). In the absence of irrigation of one form oranother, cultivation throughout virtually the entire western two-thirds of the State is problematic. Dryland farming seldom provides sufficient food for the entire year and landowners frequently areforced to supplement their needs by raising and selling livestock. Livestock herds are tended bymembers of the household but move nomadically through the state/region on traditional routes(Figure 3.6) in search of adequate forage. In times of prolonged widespread drought both systems ofsupport may fail.

Water quality is a major concem throughout the state. Groundwater is often saline, while surfacewaters (Surana and Bhargava 1997) suffer from low oxygen, high biological oxygen demand, andhigh total dissolved solids, often in association with disease vectors.

Louis Bergerirnernational. Inc.. BCEOM. CES and ECa 27

Rajasthan Stale Highways Projecd Sectoral Environmental Assessnment - May 1998

FIGURE 3.4

MAIN RIVER SYSTEMS OF RAJASTHAN

Source: Chouhan (1996)SCAE

100 80 40 0 IO0 200 KM

/ ~~~~P U N J A 8

/ q <~~~~~~~~ A R Y A N A

+ 4 - S . \ ~~~~~~~~~~~~~~~U T T A Rq RI|VER. {. . .- \ . t>Uw . \ P R A D E S H

GUJ~~~~~~~~~~~~~~~~~~~~~~~~U

TANK Og PROJECT ROAD NUMBER

Ej CATCHMENTRAJASTHAN STATE 8OUNDARY

ANCODER NME

1 1 CODE NUMBER ~~~~~PROJECT ROAD

Louis Berger /nternational/ Jnc .......... BCEOM, CES nnd ECJ I...... 28


FIGURE 3.5

GROUNDWATER SALINITY IN RAJASTHANSCALE

10080 40 0 10D 200 KM Source: Chouhan (1996)

k P~~~~~ U N J A B

LEGEND 3ss

F

E <is 5(i) PROJECT ROAD NUME1ER ; T FO

2 15 - 25 - RAJASTHAN STATE BOUNDARY

E 25 - 35 : PROJECT ROAD

' 35 - 45

2@ 45 -55

>65

Louis Berger International, Inc,. BCEOM, CES and ECI 2

(7 El~~~~~~~~~~~2

Rajasthan State Highways Project Secioral Environmental Assessment - May 1998

FIGURE 3.6

LIVESTOCK MIGRATION ROUTES

Source: Chouhan (1996)SCAL

100 ED 40 0 100 200 KM

A P U N J A BV,t/ V 5 H A R Y A N A

V-

CU JAR AT44ti 9U T T A RI CAE MRAN ROUES PROJECT ROAD NUMBERP R A D E 5 H

4 . SHE MIRlO ROTE - RAASHN STT BOUDAR

CAUE M IGAO ROTE -i PROEC ROA

Lous Ser Ieron,I MTESn

AU} v2F

AA ~~~ PHAM

LEGEND * ~~~~~~~~~~~~~~~~ARP

t CATTLE MIGRATON ROUTE5 _ PROECT ROAD NUMBE

< t. SEEP MIRATIONR05 RASTHAN5TATE OUN> K

* b CAML MIGRAION ROUES PROJCT ROA

LouisBergr Inernaionn, In, BC OM,CS n EI3

Rajasthan State Highways Project Secaoral Environuenmal Assessment - May 1998

3.2.6 Air Quality

Air quality throughout rural Rajasthan is good although dust storms may be severe and affect thewestern two-thirds of the State during the dry season. Deterioration of air quality in and aroundurban areas results mainly from industrial emissions and traffic exhausts. In Kota, the industrialcapital of the State, both suspended particulate levels and nitrous oxide levels are regularly abovepermissible levels See Appendix 1). In Jaipur the permissible limits for suspended particulate matterare commonly exceeded and nitrous oxide levels are occasionally in access of acceptable standards(Surana and Bhargava 1997) levels.

3.2.7 Noise

Noise levels in urban areas are often in excess of desired standards (Appendix 1). In Jaipur, forexample, only night levels are below recommended standards (Suarana and Bhargava 1997). Insensitive zones, nighttime levels are more than 25 percent above recommended levels (Appendix 1).

3.3 The Socio-Economic Environment

3.3.1 Population

As previously noted, Rajasthan ranked ninth among all Indian states with a population of 44 millionpeople (52 percent male) in the 1991 census. Compared with other states, Rajasthan is sparselypopulated with an average density of only 129 people per square kilometer. Population density isdirectly correlated with water availability with western districts having the lowest densities (Figure3.7). Jaisalmer District has a population density of only nine people per square kilometer. JaipurDistrict, on the other hand, has over 10 percent of the State's entire population. Nonetheless it maybe important to note that Rajasthan has the most densely populated hot desert in the world.

The population distribution is predominantly rural. Only 27 percent of Rajasthan's population residein urban centers (GOR 1995). The State contains 34,968 villages in the state and 201 urban centers.

The average growth rate for the State was 28 percent for the decade 1981 to 1991. The greatestgrowth rates were found in Jaipur, Sikar, Bikaner, and Jaisalmer districts (See Appendix 3 Table3.4). The opening of the Rajasthan Irrigation Canal and mining activities have influenced growthrates in recent decades. Recently, however, growth of larger towns (90 percent) and urban areas (49percent) has greatly exceeded the average growth rate (39 percent) for the State as a whole(Anonymous 1991).

Jaipur and Kota have been the most rapidly growing urban areas (Bhalla 1997). The rural urbandifferential in population growth varies markedly from district to district. While Bhilwara, Jhalawar,Alwar have registered high rates of growth in urban population, wide rural-urban differentials inpopulation growth have resulted from the emergence of new towns and the up-gradation of villagesto towns. In Jhunjhunu, Bikaner and Jodhpur districts on the other hand, a slowing of urban growthrate appears to be an established fact. For those three districts, the rural urban differential in growthrate is the smallest in the State. A few districts (i.e. Jalore, Ajmer and Churu) recorded low urbangrowth as compared to rural population growth during 1981-1991 decade.

In many districts the growth pattern of rural and urban population are synchronized, indicatingmanifestation of the local rural to urban migration phenomenon as a major contributory factortowards urbanization.


Rajasthan State Highways Project Sectoral Environnental Assessment - May 1998

FIGURE 3.7RAJASTHAN DENSITY POPULATION 1991

Source: Chouhan (1996)

10080o 40 0 100 200 KM

a _ ~~~~P U N d A B

100 i PrOJCT ROANUMER H A R Y A N A

9 t g -S ~~~~~~~~~~~~~~~~U T T A R101 RAJASTHAN. STATE. BOUNDARY , *-- ;*-.----.-.-.-.-.-.-.iP R A D E S H

PERSOS PE Q.K. ... ....

} ...... .. . . . . . . .. . . ........S--

n~~~~~~~~ . .> . . . . . . lA.P/. . . . . . . . . . . . . . . . . . . . ..,..9.w 'S

.. . . . . . . . . . . . . . ... ...................... . .R. _). _

0 . 1 - 20-

2A51,C ...AB....

-- * -- - - BRZER. . . . . . . . . . . . .....,___.................. /_-w. .. . . . . . . . . ............. . . - . .... . . . . . . . . . . . . . . . .I

......... .... ........ . .-.. ,1 ...... / r -- v

1-- . .. . . . . . . . . . . . . . . . . . .............sIAA()}S

STATh AVERAOR 120~~~~~~~~~~~~~~~~~~~~~TR

G U J A R A T . n.., CE. CE n E 32

LEGEND °

. 5. s & LSSs

51 -100 {9) PROJECT ROAD NUMBER

Ej 101 -150 PESN|ERS.K RAJASTHAN STATE 80.UNDARY

1 51 -200 |: PROJECT ROAD

g 201 -250 /

251 & ABOVE

Louis Berger International, Inc., BCEOM, CES and ECI 32

Rajasthan Stale Highways Project Sectoral Environmental Assessment - Mai 1998

3.3.2 Industry

Limited water and power restrict industrial development in Rajasthan. Kota is the only urban areaconsidered to have significant industrial development. The availability of Chambal River water andseveral power stations nearby facilitate this development.

Local industrial developments are generally determined by the proximity of resources (e.g.minerals, salt, building materials and agricultural production). Much of the State does notproduce an agricultural surplus and transport of agricultural products is generally small scaleand local. There is, however, substantial through traffic from India's grain producing region,Punjab and Haryana, to areas south and east.

Regions profiting most from mineral revenues include Udaipur, Sikar and Jhunjhunu, Bundi,Bhilwara, Jodhpur, Kota, Chittorgarh and Jaipur. Ores of lead-zinc-silver and copper, limestone andsandstone are among the major revenue producers in the state. Local smelting and processingfacilities frequently support mining operations. There is a large zinc plant at Chittorgarh. Rajasthanhas major reserves or is a major supplier to India's of tungsten, salt, asbestos, feldspar, fluorite,gypsum, limestone, rock phosphate, and building stones. Salt is generally gathered from salt pansaround Rajasthan's inland drainage lakes. Industrial development has generally been limited torefining of mineral ores. High-tech industrial manufacturing development, has generally occurredonly on a smaller scale.

The majority of the railroad system in India is broad gauge, however, 95 percent of Rajasthan's railsystem is meter gauge. This fact and the condition of many of the State Highways may have impededthe State's industrial development.

3.3.3 Land Use/Settlement Patterns

By far the greatest land use in the State is for agriculture. Eighty percent of the population isclassified as rural. The State has a density of 128 persons/square kilometer (versus 257 for all ofIndia). Only 31,753 square kilometers (less than 10 percent) has been set aside as forests, sanctuariesand parks (Figure 3.11 and 3.12). Agricultural development includes pasturage, dry land tillage, andirrigated cropland. Cropped area is highly variable from district to district and from year to yeardepending upon water availability. In Jaisalmer, where conditions for cultivation are severe, less thanseven percent of the total area is cropped while in Jhunjhunu over 99 percent is cropped. The averagefor the State as a whole (1992-93) was nearly 54 percent, however Bhilwara, Bikaner, Jaisalmer,Sirohi and Udaipur were substantially below this average (Chouhan 1996). Only about nine percentof the sown area is double cropped. Cropping intensity in the various districts is shown in Figure 3.8.

Sensitive land uses in the State include a number of national parks and reserve areas established toconserve biological resources as described in Section 3.3.

Settlement patterns in the potentially affected areas include residential and other uses along andwithin the affected corridors. Details in regard to these patterns and the potential numbers ofindividuals affected are provided by the Project's Resettlement Action Plan. Shop owners, vendors,and local residents and farmers have encroached on the ROWs with commercial or privateenterprises. The RAP also includes a baseline resource-economic survey of demographiccharacteristics, ethnic composition and livelihoods.


Rajasthian State Highways Project Sectoral Environnmentnl Assessmi ent - May 1996

FIGURE 3-8

INTENSITY OF CROPPING IN RAJASTHAN

SCALE Source: Chouhan (1996)100 80 40 0 100 200 KM

s R , 5 . . ~~~~H A R Y A N A

t t s I > ~~~~~~~~~~~~U T T A R

JAIALME - - - - - - - -/n~~~~~~~~~~~~~~~~ -? - -

I~~~~~~~~~~~ - - - ---

O U J A R A - - AAT SE B R -

ff ir I 1 to

LEGEND a

VERY LOW F7 PROJECT ROAD NUMBERW

MODERATE LOW 0 RAASTHAN STATE BOUNDARY

LOW PROJECT ROAD

MEDIUM

HIGH

Louis Berger International, Inc.. BCEOM, CES and ECI 34


3.3.4 Agriculture

Age-old agricultural practices are employed in the majority of the arid and semiarid sectors of theState. These include rain fed cropping (Singh 1994), animal husbandry (Ghosh 1994), agro-forestiy(Saxena 1997) and silvi-pastora] (Sharma 1997) systems in areas where well or canal irrigation is notcurrently available. Growing human and livestock population in areas of marginal to poor growingconditions have resulted in desertification and degradation of natural communities throughout muchof western Rajasthan (Prakash 1988, Singh 1995, Sen and Kar 1993, and 1995). The region is subjectto highly variable and unpredictable annual rainfall which make annual cropping a risky endeavor.As a hedge against possible crop failures and to supplement the meager productivity achievableunder the best of circumstances, farmers have always maintained livestock, typically goats, sheep,cattle and camels, which are less subject to vagaries of annual rainfall (Ghosh et.al. 1988). Over threepercent of the world's goat population is found in Rajasthan (Ahuja and Rathore 1988). Growinglivestock populations have, however, caused degradation of grassland and scrub lands, increaseddune movement and soil erosion, increased runoff, and reduced the overall carrying capacity of thedesert ecosystem even for the hardiest of browsing ungulates (e.g. Sen and Kar 1993).

Maintenance of adequate grass, shrub and tree cover is particularly difficult because pastoralherdsmen typically graze roadsides and fallow rain fed croplands with minimal regard for sustainedcropping of the vegetation present. Since less than 40 percent of the farmers live on their agriculturalland (Bhati 1997), most are unable to exercise adequate control over grazing activity on their ownproperty and roadsides are considered common pasturage by all livestock herders. Virtually allalignments considered experience high levels of use by livestock herds (Figure 3.6)

The average farmer's land holdings in the arid region are relatively large and dispersed to increasethe chances of capturing erratic local rainfall events and thereby ensuring at least a partial cropsuccess. Although the average regional holding, 9.9 hectares, is projected to decrease to 7.1 hectaresby the year 2000 (Mehlotra 1988), this is substantially greater than the statewide (4.3 hectares) andnational averages (1.68 hectares) (Chouhan 1996).

Apart from obtaining additional water resources, the inhabitants of the arid and semiarid zones ofRajasthan must overcome significant obstacles before sustainable development of their lands can beachieved (Singh 1995, Singh and Singh 1994). Among the numerous issues being actively researchedare: increased/improved water storage; crop variety improvements and selection; crop rotation; inter-cropping; double cropping; tillage techniques; seeding techniques; disease, weed and pest control;fertilizer needs/use; silvi-pastoral systems; agro-forestry techniques; and dune and soil erosioncontrol techniques (Sen and Kar 1995, Gupta and Sharma 1997, Sen and Kar 1993, Prakash 1998).

Soil erosion problems due to wind and water are present on 50 million hectares of Rajasthan (Figure3.9) while 37.2 lakh hectares are prone to degradation (Chauhan 1996). Virtually all alignmentsexperience some formn of moderate erosion control problem (e.g. dunes, sheet erosion, gullies),aggravated by arid conditions and overgrazing.

Although only 21 percent of all crops in Rajasthan are grown on irrigated land, more than 90 percentof the cotton, 83 percent of the wheat, 74 percent of the barley, and 59 percent of the mustardacreage is under irrigation (Chouhan 1996). Rain fed cropping remains the principal agriculturalpractice of the vast majority of the state's population, however productivity of rained cropland ishighly variable and generally far below that of irrigated areas.


Rajasthan State Highways Project Sectoral Environmental Assessment - Mnet 1998

FIGURE 3.9

EROSION HAZARDS

SCALE Source: Chouhan (1996)100 80 40 0 100 200 KM

WND EROEP U N J A B

WIN ST AD S GP R D E 5 H

INDEX~~~~~~~~~~~~~~~~~~~~~~~AD

TYP DERE 1% 0 F

GULLY EROSION L SVERLJ

* g ~~~~~~MODERATE PROJECT ROAD NUMBER Qi SHEET AND ^-*; SEVERE RAJSTAN STATE BOUNDARY --GULLY EROSION ;'-.'

MODERATE PROJECT ROAD

Los BergerInternational.Ic., BCEOM. CESandEC/ 36


3.3.5 Tourism and Pilgrimage Sites

Tourism is an extremely important component of the Rajasthan economy. The region's proximity toDelhi and Agra, its physical setting, and the rich cultural history have made it a major focal point forboth Indian and foreign travelers. Tourist visits have nearly doubled since 1985, standing at6,070,000 in 1996. About 10 percent of these are of foreign origin. Projections are for future growthto reach 8,617,0O0 by the year 2002, including 1,089,000 foreign visitors.

Handicrafts, textiles and jewelry are major components of the tourist and export trade for the State.Tribal fairs and festivals attract both local and foreign tourists. A listing of some of the principalfestivals is presented in Appendix 3 Table 3.5. There are also numerous local celebrations held fornational and religious holidays. Religious pilgrimages are undertaken by millions of Indiansannually. Popular pilgrimage centers and Jatas within Rajasthan are presented in Appendix 3 Table3.6. The 1971 state census identified over 80,000 houses used as places of worship and it isimpossible to pass through even small communities without seeing temples, mosques, gurudwaras,churches, etc.

Rajasthan is famous for its hilltop forts, walled cities, palaces and other historic structures. Dozensof historic structures are present in many former Rajput capital cities, e.g. Ajmer, Bikaner,Chittorgarh, Jaipur, Jhalawar, and Sawaimadhopur. Tours to these locations operate out of many ofthe region's metropolitan centers and Delhi. Travelers access the region's tourist attractions viapublic bus and rail, special tourist buses and variety of private transportation modes. All alignmentshave at least one tourist attraction along them and often numerous potential attractions are presentbut undeveloped.

3.3.6 Traffic Conditions

Traffic conditions in the potentially affected area are impeded by the factors, which the RSHP hasbeen devised to correct. Wide slow-moving vehicles which force faster vehicles into the oppositelane may continue to be a problem which may only be partially alleviated by road widening andwarning signs. These vehicles have no lights, move only slightly faster than walking speed, and lackreflectors that might at least alert motorists to their presence. Although wide unpaved berms werepresent on several of -e project roads, animal-drawn carts and pedestrians are seldom observed toutilize the berms as a iravel-ways to avoid potential collisions with faster moving vehicles. Despitethe obvious dangers, all road users, including livestock driven daily to and from foraging areas,prefer to compete for the paved roadway. These dangers are magnified in and around towns wheremost of the populace walk or peddle on the roadway, and livestock have no place to move off theroadway.

Reliable road accident statistics were not available. However, it is apparent that road accidents in allparts of India are a matter of concern (see Appendix 5).

Existing shoulders/berms are often eroded and below the level of the road surface. This createshazardous conditions for motorists and others who are forced to utilize the shoulder/berm to avoidcollisions. Existing shoulder/berm conditions also discourage its usage by bicyclists and other slowmoving road users. Tractors and other farm vehicles entering the roadways from the adjacent fieldsare safety hazards.

3.4 The Biological Environment

3.4.1 Vegetation

As is the case in most of India, Rajasthan's ecological resources have endured a long history of useby man and his livestock. Vegetation in Rajasthan (Appendix 3 Table 3.7) is generally dominated by

Lous Berger International. Inc.. BCEOM, CES and ECI 37

Rajasthan State Highways Project Sectoral Environmental Assessmenm - May 1998

species tolerant of low water availability, heavy grazing and high seasonal temperatures. But evendesert habitats can be diverse. Bhandari (1995) enumerates 619 plant species indigenous to theIndian Desert. Vegetative comnmunities are presented by habitat association in Appendix 3 Table 3.8.

Water availability, grazing pressure, clearing for agriculture, and other uses have restricted theoccurrence of forest in Rajasthan. Remaining forest areas are shown in Figure 3.10. Mathur (1996)recognized the following seven principal forest types: 1) Dry teak 2) Anogeisous pendula 3) Mixeddeciduous 4) Boswellia serrata 5) Butea monosperma 6) Tropical thorn and 7) Subtropical evergreen.Anogeissus dominated forests are the most common association, occupying about 60 percent of thetotal forest area.

Tropical thom forests were once the dominant community on much of the Thar Desert area, but havebeen reduced to small rernnant stands due to clearing and overgrazing. Degraded forests, frequentlytermed wastelands, serve as common pasturage for local and nomadic livestock herds and fuelsources for local villages. ROWs of all alignments are subject to overgrazing.

Forest stands and natural areas in India are subject to varying levels of protection depending upontheir designation. Breakdown of this forest by district is presented in Appendix 3 Table 3.9. InRajasthan greatest protection is given to the four National Parks followed by the 23 sanctuaries, andthe 33 closed areas. (Appendix 3 Table 3.10 and Figure 3.11 and 3.12). Only nine. percent of the stateis classified as forest area, far short of the 33 percent recommended nationally. Of the 31,753 squarekilometers considered forest area, 12,272 are reserved, 16,116 are protected, and 3,363 areunclassified.

None of these forest classifications are necessarily fully protected as concessions for grazing, fuelwood collection, resin extraction, and lopping for fodder and many other activities are oftenpermitted, particularly for the protected and unclassified areas (Mascot 1993). Combinations of thethree classes of forestlands may constitute national parks, wildlife sanctuaries, game reserves orother closed areas considered "Protected Areas". The state of Rajasthan has administrativeresponsibility for preparation of forest use plans for village forests which may include villagewastelands and village pasture lands. Unfortunately the state has no power of enforcement (Marcot1993) and many of these areas are overgrazed and in serious need of reforestation. Continued growthof human and livestock populations throughout the region make it unlikely that forest plantings willsucceed in wastelands and common pastures unless more active protection of young seedlings isimplemented. Even designated sanctuaries, reserves and closed areas may lack management plans forforest and / or wildlife resources.

Grazing and agricultural development have had significant impacts on natural plant communities andsome 30 species of plants are now considered rare and endangered in the state (Appendix 3 Table3.11).

3.4.2 Wetlands

In spite of its arid climate, Rajasthan contains two of the six Indian wetlands designated as wetlandsof international significance at the 1972 convention on Wetland Presentation held in Ramsar, Iranand generally referred to as the Ramsar Convention. Keoladeo Ghana National Park, formerly amaharaja's private shooting preserve, is renowned worldwide as a freshwater marsh hostingwintering and nesting water birds (Vijayan 1994). Located two kilometers from Bharatpur and 55kilometers from Agra, the park hosts thousands of visitors annually. Sambhar Lake, which to datehas no official protection or status, is the second wetland of international renown. An extensiveshallow brackish lake near Nawa in Nagaur district, it was designated as one of the 150 mostimportant wetlands in the world (Gopal and Sharma 1994), and is one of only six Ramsar Sites inIndia. Although the margins of this intemal drainage area are occupied by active salt pans supportingthe country's largest inland salt industry, the Lake hosts large numbers of flamingos and pelicansand, seasonally, other wading birds. Since its nomination in 1972, however, it has received nodesignation/protection from GOI as a wildlife sanctuary. Unlike many other wetlands in India, it is

Louis Beager International. Inc., BCEOM. CES and EC] 38


not plagued with problems of weed invasion (perhaps due to is salinity) or siltation, probably due tothe presence of dams on the four principal streams which enter it (WWF 1995).

Other wetlands in Rajasthan are generally small, restricted to margins of permanent rivers, or towaterlogged areas adjacent to irrigation canals and tanks. Irrigated fields, when flooded, function aswetlands and support substantial numbers of wildlife, principally migratory wading birds (e.g. egrets,storks, plovers and sandpipers) and waterfowl.

3.4.3 Fauna

Records indicate that Rajasthan provides habitat for 418 species of birds, 77 species of mammals, 57species of reptiles and eight species of amphibians occur in Rajasthan (Chouhan 1966). Of these, 45species of birds, 16 mammals, and eight reptiles are considered endangered (Appendix 3 Table 3.12).Several of these species have been observed on or near road corridors included in the RSHP programand a few may be locally common (Appendix 3 Table 3.13). Others (e.g. desert cat) are likely tooccur based on known distributions and habitats available. One of the proposed improvementcorridors (Alignment 4) passes within approximately two kilometers of the State's largest tigerpreserve, Ranthambore National Park. This corridor also crosses the National Chambal GavialSanctuary. Other improvement corridors pass adjacent to the Jawahar Sagar and Bassi Sanctuaries inKota and Chittorgarh, and the Tal Chhapar Wildlife Sanctuary. Species observed on fieldreconnaissance of all alignments are shown in Appendix 3 Table 3.13.

Since the corridor upgrades are in nearly all cases restricted to the existing ROWs, wildlife habitatloss is expected to be insignificant. Faunal population impacts are unlikely although increasedhighway speeds may result in slightly higher collision mortality rates among species mostsusceptible to vehicular collisions (e.g. slow moving reptiles). These issues will be addressed by thedetailed corridor-specific ELAs as described in Section 1.0

3.4.4 Protected Areas

There are two national parks, 23 sanctuaries (Figure 3.11) and 33 designated closed areas (Figure3.12) in Rajasthan several of which are near or, in some cases, border the RSHP alignments. Theparks are well staffed and intensively managed, while lesser attention (and funding) is paid tosanctuaries and closed areas. Management of most of these areas is limited; some areas lackestablished management plans or active programs due to funding limitations or for other reasons.

Since the alignment upgrades are in nearly all cases restricted to the existing ROWs, impacts onexisting protected areas is expected to be nil. Faunal population impacts are unlikely. Generoushabitat enhancement programs are being offered to parks and sanctuaries near the alignments toupgrade what are in most cases highly overgrazed, in some cases barren, forest habitats and to assistin functioning of their management activities.


4.0 Impacts & Mitigation-~ ~ - !

Rajasthan State Highways Project Sectoreal Environmental Assessment - May 1998

FIGURE 3.1 0FOREST TYPES OF RAJASTHAN

sc xz Source: Chouhan (1996)

1008040 0 100 200 KM

4-~r _

SU/SDR DPIC TYEOFDRP U N J A B

~~~= NOER TRPCA RYDCIUUS-RJATANSAT OUDR

SUBSIDIARYEDPC TYPE OF DR LH A R Y A N A

FORESTS EL SER AU T T A R

us BergerR Internation. In, E CES and ECI40P R A D E S H{ \ ~~~~~ ~ ~~~~CHURU

AASALMER ~ ~ J SR^RIW

G U J A

{ < = - _ B N E R 431 } J > _~~~~~C= '

LEGRENDURtA

SUBS,SDI ARYEDAHI TYPE OF DR

ADDRY MIEDDAKDOU FORES TS 9F

- ~~~SUBSISDIDARY EDAPHIC TYPE OF DRY TOIA

S ~~~OETSOIA THOSWLN SERRESTSAPOETODNME

LSouis Berger International, Inc., BCEOM, CES and ECI 40

Rajasthan State Highways Project Secioral Environmental Assessment - May 1998

FIGURE 3.11NATIONAL PARKS AND SANCTUARIES OF RAJASTHAN

Source: Chouhan 1996 & Ziddi 1998

SCALE

10010 40 0 100 200KM

O R RDNPUNJAE

PROJECT ROAD~ ~ ~ ~ ~ ~ ~ ~~~~~~~~~~~~~~~~UT

/AJASTHAN STATE BOUNDARY

+ } r RAMI <~~~~~~~~~~~~~~~~~~~~~~~~A

SAMOHAR LAXE~~~~~~~~~~~~~~~~~~~~~~~~~~~~BARnU

Loi ARrEr t er aL. O CESAandREC . 4

DEL7 Jkk PAR "LPADESH

r < J 1 TALC: ff~~~~~~~~~~~~~~~~AiE TOAIARK

/~~~~~~~AE P-AIIJ I A

GUJ__ ARATF b

| jE^UER ) _ { CARH KU 5J~~~~~~SAMWM c

| AJUER TDNK t S~~~~~WAR

-v BER p^t TOD4 RJOU N J N D iHFUWAR 0 NA

INDEX tRT to

NATIONAL PARK AO

.AL SANCTUJARY

( ) PRO6JECT ROAD NUMBER

PROJECT ROAD

- RkASTHLAN STATE BOUNDARY

_ SAMBHAR LAKE

Louis Berger International, Inc., BCEOM, CESnand ECI 41

Rajasthan State IJighways Pr-ojecl Seciorall Environmnental Assessment - Mai, 1998

FIGURE 3.12

CLOSED AREAS IN RAJASTHAN

Source: Chouhan 1996 & Ziddi 1998

scAI

100 80 40 0 tO0 200 KU

H U T T A R

BJKA RAW.ARH Ji_ w ,HUN YA ANU

+\e / D U -tU

O, /( HHATAAAMRESW H . AD

JA"ERI R N UTTA

\~~ ~ ~~~ OMH SAHI LALSDNHUU M

LN EAI9 JDHL A MBHOVPURW

I FJSALXIER RSDEDRA LN^DDRR _ -ANLAP A

DHAAA A ~~~~~AJMER TONK

f WLI ~~~~~~~~~A, A6SN LAL sNXHLrtA "IWII

H RIANNA JAU BAWOH K T -G UJ A RAT A A Yk- Kr

\ DRE -rz JALOR

INDEX <_?7H<

L CLOSED AREA B n CF(g PROJECT ROAD NUMBER

PROJECT ROAD

- RAJIASTHAN STATE BOUNDARY

_ SAMBHAR LAKE

Louis Berger International, Inc., BCEOU, CES and ECI 42

Raejsthan State Highways Project Secetoral Enb'ironrnentnl Assessment - Ma)' 1998

4. POTENTIAL IMPACTS AND MITIGATION

4.1 Introduction

The identification of potential impact which follows are based on field inspection of road segmentsincluded within the scope of the RSHP with due consideration of direct, indirect, cumulative andsecondary impacts related to the following:

* Tree removal and replacement tree planting;* Land acquisition and potential realignments;* Eviction from habitation and work places;* Protection of sacred groves, grave sites and temples;* Effective restoration of borrow areas and quarries;* Noise and air quality;* Maintaining drainage including waterway areas and preventing siltation;* Waste management, particularly from construction camps;* Flora and fauna including potential occurrence of endangered species;* Protection of forests, nature reserves and, sanctuary areas;- Cultural heritage;• Road safety;X Accommodation of non-motorized transport;* Additional uses of the road surface;* Impacts during construction;* Potential spread of disease;* Asphalt plants and equipment;* Bypasses;- Resettlement and rehabilitation;- Contractual enhancement; and- Institution building.

Most potential impacts were found to be relatively short term, provided attention is given torestoration and rehabilitation. Issues regarding land acquisition and eviction from habitation andwork places are dealt with in the Project's Resettlement and Rehabilitation (R&R) Report.

Both potential impacts and the mitigating actions related to them to avoid or compensate for adverseimpacts are also presented. Within such discussions it is germane to note that responsibility forenvironmental protection rests with all parties - including the local non-government organizations(NGOs) and individuals. If ecologically sustainable development is to occur, it is imperative for allindividuals and responsible parties recognize their roles and opportunities. PWD has an overallobligation to meet GOI policy. The Contractors' legal requirements will be specified in theircontractual documents. The World Bank, MOEF and Pollution Control Board (PCB) staffs hasobligations under their enabling legislation. PWD and consultant staffs also have opportunities andobligations which have been identified and carried out in the preparation of this SEA

Formal responsibilities for addressing various required mitigation actions are indicated in summaryfashion by Table 4.1. The Table identifies potential impacts, proposed mitigation, the implementingand responsible agencies and, were relevant, the appropriate contract clause to ensure that theproposed mitigation actions are implemented.

Louis Berger International. Inc. BCEOM, CES and ECI 43


TABLE 4.1ENVIRONMENTAL MITIGATION ACTIONSRAJASTHAN STATE HIGHWAYS PROJECT

Environmental Mitigation Measures taken or to be Time frame Implementing Responsible Contractual

Impact taken Organization Organization Clause

DESIGN PHASE The existing alignment was selected to During design Designing Unit RPWD Not Applicable

Alignment minimize the land disturbance to avoid PCCAlignment archaeological sites, temples and other

environmentally sensitive areas.

Land and Property Information dissemination and During Design RPWD RPWD Not Applicable

acquired community consultation. Phase NGOs EMU

(Resettlement Action Compensation will be given to PAPs recommended inPlan) based on the RAP that includes the RAP

Entitlement Policy.

Affected persons will be moved beforeconstruction starts.

ROW to be acquired must be identified.

Cultural Heritage Cultural heritage sites along the During design Archaeological RPWD Not Applicablealignment was identified. Archaeological Survey of India EMUsites and Temples were avoided by (ASI)adjustment of alignment. Shrines will bemoved only with prior consultation andapproval of local community.

Flood Bridges and culverts have been well During Design Designing Unit RPWD Not Applicabledesigned for the 50-year flood frequency. EngineeringFill height has been designed for 50-year Consultantsflood avoidance.

Louis Berger International, Inc., BCEOM, CES and ECI 44.

Rajasthan Slate Highways Project Sectoral Environmental Assessment - May 1998

Environmental Mitigation Measures taken or to be Time frame Implementing Responsible Contractual

Impact taken Organization Organization Clause

CONSTRUCTION Water will be sprayed during During Contractor RPWD SpecificationPHASE construction phase, in the lime and earth reconstruction of I1, p13

mixing sites, asphalt mixing site, and grade and wherever EMUDust temporary roads. In filling sub-grade, asphalt is removed .

water spraying is needed to solidify the up until asphalting housematerial. After the compassion, water is replaced. environmentalspraying will be done at regular intervals envitynm nto prevent dust. During the capacity in

construction phase RPWD, inductVehicles delivering materials will be Env. Eng. fromcovered to reduce spills. During the RSPCB for

Construction phase monitoring.

Asphalting Asphalt mixing sites will be over 500 m Specificationfrom any communities. lll,pl3

Mixing equipment will be well sealed,and vibrating equipment will beequipped with dust-removal device.Operators will wear dust masks and earprotection

Air Pollution Vehicles and machinery will be regularly Beginning with and Contractor RPWD Specificationmaintained so that emissions conform to continuing 111, pl3National and State Standards throughout EMU

construction


Rajasthan State Highways Project Sectoral Environmental Assessment - May /998

Environmental Mitigation Measures taken or to be Time frame Implementing Responsible ContractualImpact taken Organization Organization Clause

Noise Noise standard at processing sites, e.g. Beginning and Contractor RPWD Specificationaggregate crushing plants, will be strictly throughout EMU 111, pl3enforced to prevent exceedances of GOI constructionnoise standards. Workers in vicinity ofstrong noise will wear earplugs and theirworking time will be limited.

In construction sites within 150 m ofsensitive receptors construction will bestopped from 22:00 to 06:00.

Machinery and vehicles will bemaintained enhanced to keep their noiseat a minimum.

WATER

Loss of wetlands and Alignment shifting and filling avoided Whenever Design Unit and RPWD Specificationponds ponds and wells. encountered during Contractor PCC 201, p41,

In sections along watercourses, earth and construction. spec301.3,301.1stone will be properly disposed of so as 0, p53, secto not block rivers and streams, through Contractor RPWD 304.33, p64

preventing adverse impact on water EMUquality.

Alteration of drainage All necessary measures will be taken toprevent earthworks and stone worksrelated to the road form impeding crossli,Finage at rivers \ streams and water

or existing irrigation and drainage




Saltation Construction materials containing fine Throughout Contractor RPWDparticles e.g., in limestone or fly ash will constructionbe stored in an enclosure such that period. EMUsediment-laden water does not drain intonearby watercourses, but rather percolates Forest Dept.slowly into the soil.

Contamination from All measures will be taken to prevent the Throughout Contractor RPWDWastes wastewater produced in construction from construction

entering directly into rivers and irrigation period. EMUsystem. A minimum distance of anysewage or toilet facility from watersources will be 200 meters.

Contamination from fuel Vehicle maintenance and refueling will Throughout Contractor RPWDand lubricants be confined to areas in construction construction

camps designed to contain spilled period. EMUlubricants and fuels. Waste petroleumproducts must be collected stored and RSPCBtaken to approved disposal sites,according to GOI laws.

Louis Berger international. Inc., BCEOM, CES and ECI 47


Environmental Mitigation Measures taken or to Time frame Implementing Responsible ContractualImpact be taken Organization Organization Clause

Sanitation and Sufficient measures will be taken in the Before and during Contractor RPWDWaste Disposal in construction camps, i.e. provision of building of RSPCBConstruction garbage tanks and sanitation facilities. construction camps.Camps Waste in septic tanks will be cleared

periodically.Drinking water will meet IndianNational Standards.Garbage will be collected in a tank anddisposed of daily.Special attention will be paid to thesanitary condition of camps.Camps will be located minimumdistance of 200 m from water sources. __

Borrow pits Borrow pits will be identified out side During construction Contractor RPWD IRC: 10 1961the ROW Before opening additional EMUburrow pits operating pits will be closedas per the IRC Specification

Equipment Construction plants and equipment will During construction Contractor RPWD Specl06,p8,IRC:72

Selection meet recognized international standards EMU -1978;IRC:90-1995

maintenance and for emissions and will be maintainedoperation and operated in a manner that ensures

relevant air, noise, and discharge rules.Quarrying Quarrying will be carried out from During construction Contractor RPWD Spec3O2,P57,Sec3

approved and licensed quarries only. EMU 05.2.2.2,p70

Sand dune areas Regarding route selection, design, During construction, Contractor RPWD IRC Specialconstruction and maintenance of rural and operation Stage. EMU Publication 20

roads special criteria need to befollowed.

Louis Berger Internatianal, Inc., BCEOM, CES and ECI 48


Environmental Mitigation Measures taken or to be Time frame Implementing Responsible ContractualImpact taken I I Organization Organization Clause

SOILSoil Erosion In slopes and other suitable places along Upon completion Contractor RPWD

the roadside, trees and grass will be of construction Forestry Dept. Specificationplanted. On sections with filling (>3 m) activities at these GOR on 306 p83

and deep cutting their slopes will be sites.covered by stone walls sod, or plantedwith grass, etc. If existing irrigation anddrainage system ponds are damaged, theywill be rebuilt by suitable methods. During Contractor RPWD

Loss of agricultural Arable lands should not be used as earth constructiontopsoil borrowing whenever possible. If needed,

the topsoil (15 cm) will be kept andrefilled after excavation is over to During Contractor RPWDminimize the impact or productive lands. construction

Compaction of Soil Construction vehicles will operate withinthe Corridor of Impact i.e., approx. II mto either side of the carriagewaycenterline to avoid damaging soil andvegetation.

Flora Areas of tree plantation cleared will be After completion Forest Dept. GOR RPWD SpecificationLoss of trees replace according to Compensatory of construction Forest Dept. on 307, p85

Afforestation Policy under the Forest activities. GOR specification onConservation Act - 1980. 308, p87

Tree clearing within ROW will be During cleaning Contractor *specificationavoided beyond what is directly required operations on 301.3.2,for construction activities and / or to p.50

reduce accidents.

Louis Berger international, Inc., BCEOM, CES and ECI 49


Environmental Impact Mitigation Measures taken or to Time frame Implementing Responsible Contractualbe taken . Organization Organization Clause

Fauna Construction workers will be told to During Contractor Specificationprotect natural resources and wild construction 201.2, p41,animals. Hunting is prohibited. 201.3, p4t,

___ __ ___ __ __ ___ __ __ __ _ _ _ 201.4, p42SOCIAL

Loss of Access Temporary access will be built at the During Contractor RPWD and Specificationinterchange of the highway and other construction State Police 112, p14

Traffic jams and roads. Contractorcongestion If there are traffic jams during During

construction, measures will be taken to constructionrelieve the congestion with the RPWD and Specificationcoordination of transportation and Contractor State Police p 112, p14, spec

Road safety traffic police department. 119, p22

Collisions with vehicles, Control speed of construction vehicles Duringpeople and livestock through road safety education and fines. construction Specification

Allow for adequate traffic flow around 112.4, p16, specconstruction areas. 124, p33

Provide adequate signage, barriers andflag persons for traffic control.Communicate to the public throughradio, TV & newspaper announcements month previousregarding the scope and timeframe ofprojects, as well as certain constructionactivities causing disruptions or accessrestrictions.

Louis Berger International, Inc., BCEOM. CES and ECI S0



Increase in disease Make certain that there is good drainage at during Contractor RPWD SpecificationWater-bome all construction areas, to avoid creation of construction Health Dept., 122, p30, spec 121,Insect-borne stagnant water bodies especially in GOR p26, spec 120, p22

Communicable urban/industrial areas, including water indiseases old tires.

Provide adequate sanitation and waste At start-updisposal at construction camps.Provide adequate health care for workers Throughoutand locate camps away from vulnerable constructiongroups.

Accidental Risks from Effective safety and warning measures will During Contractor RPWD State Specificationblasting be taken to reduce accidents. construction Police 302, p57 , sec- along roadway Blasting will not be carried out during rush 305.22, p70

- in quarries hours so as not to cause traffic jams andinjuries.The management and use of blastingmaterials will be in strict conformity withthe safety requirements for public security.

Cultural Resources If archaeological relics or remains are Throughout Contractor with RPWDdiscovered, the ASI will be notified construction Archaeologicalimmediately. The construction will be Survey of Indiastopped until authorized departmentassesses the remains.Archaeologists will supervise theexcavation to avoid any damage to therelics.



Environmental Mitigation Measures taken or to be Time frame Implementing Responsible ContractualImpact | taken Organization Organization Clause

OPERATIONAL ___PHASE I

AIRDust Provide adequate fill height to avoid Design then build Contractor PCC Specification

accumulation of dust. during RPWD 111, p13Replace roadside trees lost to construction construction Forest Department EMUat 10 for I basis and encourage new Plantafforestation projects. Immediately after

area is no longerdisturbed

Pollution Check vehicular emissions of CO, HC, After completion Motor Vehicle Motor VehicleNO, SPM, RPM reinforce Pollution Under of construction Dept. Dept.Control (PUC) Programs.Monitoring air pollution Forest DepartmentAfforestation programs - Tree Plantations

Noise The use of sound barriers or other After completion Motor Vehicle RPWDmeasures will be considered where of construction Dept. EMUwarranted. The Public will be educated Motor Vehicle-about the regulations on air pollution and Dept.noise of vehicles.

WATER

Contamination from Contingency plans for clean up of spills of If not existing Flying Squad of Flying Squad of Specificationspills due to traffic oil, fuel, and toxic chemicals. should be Motor vehicle Motor vehicle 201.2, p4 1, specmovement and developed Dept. and State Dept. and State 301.3, 10, p53,accidents Police Police sec 304.33, p64Maintenance of Storm The urban drainage systems will be Beginning and end RPWDWater Drainage System periodically checked and cleared so as to of monsoon Municipal

ensure adequate storm water flow. . Corps.



Environmental Mitigation Measures taken or to be Time frame Implementing Responsible ContractualImpact I taken I Organization Organization Clause

FAUNA

Collision with wildlife Post signs for Wild Life Crossing. At end of Forest Dept. RPWD SpecificationConstruction EMU Forest Dept. | 201.2, p41, 201.3,

GOR | p41, 201.4, p42

. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ SO C IA L

Accident of hazardous COMPLIANCE with "Rules" as defined Prepare plan RPWD Specification

materials in Environmental (Protection) Act, 1986, within 6 months of Flying Squad 122, p30, spec 121,including: commencement of of Motor p26, spec 120, p2 2

For delivery of hazardous substances, construction and Vehicle Dept.three certificates issued by transportation familiarize and Statedepartment are required permit license, contractor with policedriving license, and guarding license. SCP at start ofVehicles delivering hazardous work andsubstances will be printed with unified implementationsigns. measures arePublic security, transportation and fire required.fighting departments will designate aspecial route for these vehicles. Thesevehicles can only be harbored atdesignated parking lots.This project's hazardous substances willbe administered by highwaymanagement department registrationsystem, as specified in EPA, 1986In case of spill of hazardous materials,report of the relevant departments atonce and deal with it in accordance withthe Spill Contingency Plan (SCP).




Safety and noise Buildings are prohibited within 50 m of Throughout and Env. Eng. of each RPWD IRC 35-1971

disturbance the edge of CW. No schools and after project Division of RBDhospitals are allowed within 200 m of development and planning IRC 79- 1981the 10 m from the edge of CW. period Department

IRC 93- 1995



"Mainstreaming" of environmental concerns and mitigating actions been an important considerationin the design and development of the RSHP - i.e., environmental issues were considered as anintegral part of the process and not simply an attempt to solve problems that could have been moreeasily avoided with forethought. The most convenient and cost effective way to ensure thatconstruction works are environmentally sound is to include these requirements in the constructioncontract provisions. The RSHP, therefore includes contract provisions to establish the scope of andconditions under which work is to proceed and ensure financial sanctions (e.g. revegetation survivalmust be checked and found adequate before contractors are fully compensated for plantings) are inplace to force implementation of environmentally sound construction activities. Clauses are notedwhere appropriate in Table 4.1 and discussed in the text below.

The Project will follow the MOST Specification for Road and Bridge Works (1995) and FIDICGeneral Conditions of Contract for construction contract purposes. Some provisions for theprotection of the environment are included in these documents and will be supplemented byadditional clauses particularly in provision of specific mitigation and enhancement works. TheMOST Specification has, for example, a number of clauses relevant to environmental concerns.Clause 111 (Precautions for Strengthening the Environment) has general requirements for borrow-pitlocation, quarry operations, control of erosion and pollution, as well as hazardous substances. TheScope of Works (Clause 105) calls attention to first aid, adequate sanitary arrangements, and regularclearance of rubbish and clearing-up of the site. Clause 201 on Site Clearance has requirements topreserve roadside trees, for monuments not to be disturbed and for control of erosion and waterpollution. It also provides for removal of roots, overhanging trees and wastes. Clause 306 (SoilErosion and Sedimentation Control) provides for provision of berns, sediment basins, fiber mats,mulches, grasses, slope drains and other devices to be specified, or directed. It also provides forminimization of areas opened and corrective action at Contractor's expense. Clause 307 provides forTurfing with Sods and clause 308 for Seeding and Mulching. Environmental clauses to biddingdocuments are provided in Appendix 4.

Details of potential impacts and mitigation actions incorporated in the RSHP designs, proposedcontract provisions and additional mitigation actions related to them are as follows:

4.2 The Physical Environment

Potential impacts to the physical environment as a result of the RSHP and mitigation actions relatedto them are foreseen as follows.

4.2.1 Altered Road Embankments

Potential Impact. The road improvements proposed will require alteration of existing roadembankmnents. Thus, although the RSHP will be largely confined to existing alignments, and withinexisting ROWs, the rehabilitation and widening activities will raise, extend and enlarge existing roadembankments at some locations. New embankments will be constructed in some areas (e.g., wherenew drainage structures are required). Freshly consolidated fills in the flood-prone areas may besubject to erosion. Physical impacts of the Project will include some visual and physical obstruction.

Mitigation. All necessary actions will be taken to ensure embanlanent stabilization, including theselection of less erodable material, placement of gibions and riprap and good compaction,particularly around bridges and culverts. Contract documents will specify that final forming and re-vegetation will be completed as soon as possible following fill placement to facilitate regeneration ofa stabilizing ground cover. Trenching will generally be required to ensure successful establishmentof vegetation. Monitoring will be required to ensure that regeneration efforts are successful.

The berms and batter slopes of road embanlknents will be seeded with a fast growing crop andpotential native seed mix immediately after fill placement to prevent scour and to encourage

Louis BergerInternational. Inc.. BCEOM. CS and ECI 55


stabilization. Payment for seeding will be made on unit area established basis. Where appropriate,grass sods will be placed in the form of tiles and payment for turfing will be made on a unit areabasis.

Berms and embankment slopes and road cuts (the latter present significantly only on Alignment No.7) will be stabilized by re-vegetation with grazing resistant plant species, placement of fiber mats,rip-rap, rock gabions, or other appropriate technologies. Most areas to be cleared of vegetation areroadside berms slated to be covered by pavement and will not need re-vegetation to be stabilized.Installation of drainage structure and raising of road formation level may create bare slopes that willbe stabilized before the onset of the monsoon. Discharge zones from drainage structures will befurnished with riprap to reduce erosion when required. Due to semiarid conditions it is unlikely thatroadside and slope vegetation cover always can be established in time to prevent erosion. Wherenecessary, grass sods imported and laid to provide ready made turfing oT to use riprap, gabbions, soilstabilization or cementing to create a non-erosive surface.

Down drains/chutes will be lined with rip-rap/masonry or concrete to prevent erosion. Side slopeswill be adjusted to 1:2 or flatter to reduce erosion potential or, if steeper, stabilized, covered withriprap or other material to prevent soil erosion. These requirements will be clearly specified inconstruction contracts. Construction in erosion and flood prone areas will be restricted to the dryseason.

4.2.2 Borrow Pit Excavations

Potential Impact. Embankmnents and other requirements for fill necessitate the use of borrow pits asthe source of the fill material. Roads in India are generally bordered by a series of discontinuous andregularly shaped (easier for measurement) borrow excavations both within and outside the existingROWs. These borrow areas can cause drainage and visual problems, with the potential for increaseddisease vector activity (e.g. mosquitoes or water contamination). When water-filled, they also attractlivestock to the roadway thereby slowing of traffic flow and creating safety hazards.

Mitigation. Borrow areas will be located outside the ROWs and restoration of the pits will followthe completion of works in full compliance with the new Indian Roads Congress (IRC)specifications. Locations of the borrow areas will be negotiated between contractor and landowners.Arrangements for opening and using material borrow pits used within the RSHP, however, willcontain enforceable provisions for the excavation and restoration of the borrow areas and theirsurroundings, in an environmentally sound manner to the satisfaction of the Supervising Engineer.Restoration of borrow areas will be completed before final acceptance and payment of the contract.Areas will be graded to ensure drainage and visual uniformity, or to create perm anent tanks/dams.Topsoil from the opening of the borrow pits will be saved and reused in re-vegetating the pits to thesatisfaction of the Engineer. Additional borrow pits will not be opened without the restoration ofthose areas no longer in use.

4.2.3 Quarries and Construction Material Acquisition

Potential Impact. Substantial quantities of crushed rock and sand will be required for the bothconcrete and the macadam-based pavements normally constructed in Rajasthan. There arecommercial quarries over much of Rajasthan wherever outcrops of the Arvalli Hills occur. TheProject will impact these resources by increasing the rate at which they are consumed, but it isunlikely to cause or contribute significantly to their depletion. Sources used for road upgradingmaterials will depend upon the location of the segment being upgraded. In general rock materialswill be obtained from commercial suppliers and hauled by road to the segment being upgraded.Existing sources in active operation are expected to be used in most cases although contractors mayelect to use other supply options provided they are cost competitive and provide rock meetingestablished quality standards. Quarry operations are independently regulated activities and outsidethe purview of the RSHP. It is, nonetheless, appropriate that consideration be given to the



environmental implications in selection of quarry sources. Poorly run operations may create dustproblems, contribute noise pollution, ignore safety of their employees, or cause the loss of naturalresources.

Construction materials required by the Project will also include asphalt and thus the placement ofasphalt plants within the general area. Such plants are a potential source of air, water and noisepollution.

Mitigation. To ensure adequate mitigation of potential adverse impacts, only licensed quarryingoperations are to be used for material sources. If licensed quarries are not available the contractorsmay be made responsible for setting up their dedicated crusher plants at approved quarry sites.Appropriate enhancement actions will be identified by the subsequent project-level ElAs on a case-by-case basis. The Kota-Bijolia-Chittorgarh Corridor, for example, passes through the portions of theKota-Bundi Districts mined for the famous Kota stone. Accumulated stone waste is common alongthe roadway. Efforts will be made to use these materials to the extent possible so that damagedlandscapes can be restored to some extent.

The "best available" pollution control technologies will be required at asphalt plants to the maximumdegree and operators will be required to install emission controls. Construction documents willspecify and the plants must be located at least 500 meters from sensitive receptors (e.g. schools,hospitals). The contractor will be required to fully rehabilitate all sites to pre-use condition afterconstruction activities are completed.

4.2A Construction Camps, Depots and Laydown Areas

Potential Impact. The RSHP construction program will attract large numbers of workers overconsiderable periods. The economic benefits of these attractions are discussed below. At the sametime, however, it must be noted that construction workers can induce a potential for adverse impactsin and around labor camps, including:

* Unauthorized tree felling to get fuel-wood even when alternative fuel is made available;* Poaching of edible animals and birds of the locality in spite of prohibition;* Poor sanitation arrangements and improper methods used for disposal of solid wastes and

effluent;* Impacts on indigenous populations due to lack of discipline;* Transmission of communicable diseases to the local people by the construction workers due

to inappropriate health monitoring facilities; and* Creation of hazardous traffic flows at construction sites due to indifference to local needs.

Other temporary land uses such as temporary works and storage areas offer similar potential forsignificant adverse impacts. The construction work will be contracted in a number of packages.Under normal contracting procedures it is expected that each contractor will establish camps adjacentto the work site which provides office and residential facilities. These are frequently only temporarysites leased from adjacent landowners and become a dumping ground for disused equipment,containers and materials.

Mitigation. Contract requirements have been devised to require construction operators to attend tothe health and safety of their workers, maintain clean camp sites, and respect the rights of locallandowners. If located outside the ROWs, written agreements with local landowners for temporaryuse of the property will be required. Sites must be restored to a level acceptable to the owner withina predetermined time period.

PWD will ensure that construction camps, temporary works and storage areas will be established,maintained and disassembled in an environmentally sensitive manner so as to minimize threats to



soil, air and water quality. Contractors will be required to abide by the discharge standardspromulgated under the Environment Protection Act, 1986. All waste arising from the Project, eitherdirectly or indirectly, will be disposed of in a manner that is acceptable to the State Pollution ControlBoard (SPCB) and the Engineer responsible for construction management. Regulations and standardsare presented in Appendix 2.

In light of the problems associated with rehabilitation of these worker camp and other Project-relatedfacilities and the importance of arable land in the State, alternative arrangements for long-term use ofno longer needed facilities will be considered in the corridor-specific EIAs. Recycling of thefacilities could avoid the costs of demolition and at the same time provide additional communities-based facilities. All sites will need to be appropriately rehabilitated on completion. Some may bedeveloped to provide periodic rest areas for future travelers.

Depots and laydown areas will also be located to minimize disturbance to residential areas and avoidsiltation or pollution of natural water resources. If located outside the existing ROWs, these sites willbe accessed with the written permission of the landowner and boundaries clearly delineated, and theperiod-of-use mutually agreed upon. Areas will be subject to inspection by the supervising engineerand monitors from the PWD's Environmental Management Unit (See Section 6.0), and properdisposal of sanitary wastes, oils, cleaning agents, paints, etc. will be required.

4.2.5 Air Quality

Potential Impact. Air quality impacts of differing types can be expected in both the constructionphase of the Project and as a result of the road improvements it will create.

Localized air quality impacts during the construction can be anticipated but will be minimized byincorporation of appropriate contract provisions. Air quality impacts due to traffic disruptionsduring the construction periods are also expected to be minimal. Traffic volume studies showrelatively uniform traffic flows during daylight hours. No significant traffic congestion problems orincreases in air contaminants from automobile exhausts are expected to occur during roadconstruction periods, provided construction contractors follow established safety procedures forrouting traffic through construction zones and controlling dust.

Following construction, it is anticipated that the net air quality impact resulting from the RSPH willbe beneficial. The existing unpaved shoulders of the roads included in the RSHP impact area causedust problems in the dry season, particularly in villages. Most village streets currently have unpavedberms that contribute substantially to local particulate pollution levels and suspended particulatematter is the only air quality measurement that is frequently exceeded in rural Indian communities.Widening of the paved roadway through most towns and villages will result in significant reductionsin particulate air pollution in these communities by alleviating use of the unpaved shoulders.Improvements in road surface conditions and traffic capacities will also alleviate local congestionand improve traffic flow, thereby reducing engine idling which contributes to local air qualitydegradation and noise pollution. Expected improvements from control of motor vehicle emissionsand unleaded fuel, and freer moving traffic with less standing time will also contribute to a generallong-term reduction in air pollution.

Mitigation. All construction plant and equipment will be selected to meet recognized internationalstandards for emissions, and will be maintained and operated in a manner that ensures relevant air,noise and discharge rules are met. Oil and fuel leakage will be prevented, and the water used to cleanthe equipment will be treated before discharge to the environment. All consumable items and oilswill be disposed of properly at officially sanctioned locations and in a manner acceptable to theSPCB and the Engineer responsible for construction management.

In the event that dust levels are found to exceed acceptable standards for adjacent residents or site



employees, work will be either discontinued until conditions are favorable, or the site will be wateredto prevent dust generation, particularly at crushing plants. Machinery and equipment will be fittedwith pollution control devices that will be checked at regular intervals to ensure that they are inworking order. As noted above, "best available" pollution control technologies will be required atasphalt plants. Heavy plants for crushing rocks, and hot-mix plants will be located at least 500meters away from the nearest sensitive receptor (e.g., school, and hospital). Blasting (if any) will becarried out using small charges, and dust-generating items will be conveyed under cover. Roadsurfaces, excavation sites and construction sites will be water sprayed to keep moist for dust control.Trucks carrying earth, sand or stone shall be covered with tarps to avoid spilling.

4.2.6 Noise

Potential Impact. Noise impacts can be anticipated during both the construction period and uponcompletion of the Project.

The magnitude of impact during the construction period will depend upon the specific types ofequipment to be used, the construction methods employed and the scheduling of the work. Impactscan be estimated, however, based on the types of construction work anticipated, the types ofequipment required and their associated range of noise levels. The construction activities willinclude the excavation for foundations and grading of the site and the construction of structures andfacilities including internal parking areas. Table 4.2, Typical Noise Levels Associated with HighwayConstruction, and Table 4.3, Typical Noise Levels of Principal Construction Equipment, providerepresentative construction noise levels associated with the assumed activities.

TABLE 4.2TYPICAL NOISE LEVELS ASSOCIATED WITH HIGHWAY CONSTRUCTION

ACTIVTY NOISE >EVELS IN dBAGrading & Clearing 84

Excavation 89Foundations 88

Erection 79l! Finishing l 84

Note: Measured as L, assuming 70 dBA Ambient Noise Level.Source: U.S. Enviromnental Protection Agency, 1971.

Construction noise is generally intermittent and depends on the type of operation, location andfunction of the equipment and the equipment usage cycle, and attenuates quickly with distance.Potential construction related noise levels of 85-90 dBA at 50 feet from the source would be reducedto less than 62 dBA 2,000 feet from the source. Excavation noise levels, for example, assumingbulldozer and dump truck activity only, would yield a Leq of approximately 85 dBA at 50 feet.These noise levels would decrease by about three or four dBA with every doubling of distance andwould be reduced to approximately 67 dBA at 800 feet.

Noise impacts once the improved roadways may be lessen due to the fact that the blowing of homs incongested areas contributes to local noise pollution, in spite of the fact that noise standards have beenestablished since 1981. Hom blowing may be reduced in the Project area due to the lessening oftraffic congestion. Field surveys indicate that in some instances existing and future traffic-generatednoise may present adverse impacts warranting mitigation for selected sensitive receivers.Determinations will be made on the basis of corridor-specific EIAs.

Louis Berger International. Inc.. BCEOM. CES and ECI ' 59


TABLE 4.3TYPICAL NOISE LEVELS OF PRINCIPAL CONSTRUCTION EQUIPMENT

(Noise Level in dBA at 50 Feet)

CLEARINGBulldozer 80Front end loader 72-84Dump truck 83-94Jack hammer 81-98

Crane with ball 75-87EXCAVATION AND EARTH MOVING

Bulldozer 80Backhoe 72-93

Front end loader 72-84Dump truck 83-94Jack hammer 81-98Scraper 80-93

STRUCTURE CONSTRUCTIONCrane 75-77Welding generator 71-82Concrete mixer 74-88Concrete pump 81-84

Concrete vibrator 76Air compressor 74-87Pneumatic tools 81-98Bulldozer 80

Cement and dump trucks 83-94Front end loader 72-84Dump truck 83-94Paver 86-88

GRADING AND COMPACTINGGrader 80-93Roller -73-75

PAVINGPaver 86-88Truck 83-94Tamper 74-77

LANDSCAPING AND CLEAN-UPBulldozer 80Backhoe 72-93Truck 83-94Front end loader 72-84Dump truck 83-94Paver 86-88

Source: U.S. Environmental Protection Agency, Noise From Construction Equipment andOperations, Building Equipment and Home Appliances, NJID, 300.1, December 31, 1971.

Louis Berger International. Inc., BCEOM. CES and ECI 60


Mitigation. The extent to which noise impacts during the construction phase will be mitigated byconfining construction activities to normal working hours and employing noise controlledconstruction equipment. Measures to mitigate noise impacts during the construction phase mayinclude the following provisions:

* Source Controls, i.e., requirements that all exhaust systems will be maintained in good workingorder; properly designed engine enclosures, and intake silencers will be employed; and regularequipment maintenance will be undertaken.

* Site Controls, i.e., requirements that stationary equipment will be placed as far away fromsensitive receptors as possible (i.e., aggregate crushers, operators, etc.); disposal sites and haulroutes will be selected to minimize objectionable noise impacts; and shielding mechanisms willbe employed where possible.

* Time and Activity Constraints, i.e., operations will be scheduled to coincide with periods whenpeople would least likely be affected; work hours and work days will be limited to less noisesensitive times.

* Community Awareness, i.e., public notification of construction operations will incorporatenoise considerations; methods to handle complaints will be specified.

Hours-of-work will be approved by the site engineer having due regard for possible noisedisturbance to the local residents or other activities. Construction activities will be strictly prohibitedbetween 10 PM and 6 AM in the residential areas.

Sound barriers will be installed between the road and the receptors where warranted and determinedon a site-specific basis by the individual EIAs for each corridor.

4.2.7 Soils

Potential Impacts. Soils in the potentially affected areas are subject to considerable erosion due totheir character, the seasonality of precipitation, and the general overgrazing of vegetative cover. Soilloss may be 800 times as great in barren land as compared to forest land (Agarwala, 1990). Road cutsand berm side-slopes, particularly on elevated road sections, are often poorly stabilized, if at all.Examples of the failure to adequately stabilize cuts and fill areas can be found on numerousalignments. Erosion of the berm and adjacent side drains (often extending into nearby fields) isfrequent and the integrity of existing fill and culverts is compromised by the steep side slopes,absence of lined drainage and the failure to stabilize by rip-rap or re-vegetation cut and fill areas.Areas where slope stabilization of fill is considered necessary were identified along each of thevarious road segments during reconnaissance. Segments requiring stabilization of fill will beaddressed in each of the corridor-specific EIAs and the construction design documents.

Significant improvements are expected to occur as a result of the proposed upgrading which willadhere to best available technology in placement of side drainage and stabilization of cut and filla2 -s and side drains.

Mitigation. The RSHP will adhere to the Indian Roads Congress Special Publication 20 regardingRoute Location, Design, Construction and Maintenance of Rural Roads recommendations in regardto sand dune areas. These are:

* The road should be located so that it causes minimum interference to the flow of sand-ladenwinds. Therefore, the roadway should merge with the lie of the land as much as possible.

* In areas having longitudinal sand dunes, a location along the ridge or in the inter-dunal spaceshould be preferred.. Location along the face of the dunes should be avoided.

Louis Berger International, Inc.. BCEOM. CES and ECa 61


Locations where sand is loose and unstable should be avoided where possible.

4.2.8 Drainage Patterns

Potential Impact. Waterbodies to be crossed in the RSHP rehabilitation program includeintermittent and perennial streams, irrigation canals, flood-prone areas, and ponds, present in mostsmall villages and frequently used to bathe water buffalo, water livestock, and do laundry. Existingwater bodies are typically highly degraded with low oxygen and high biological oxygen demand(BOD) associated with excessive loads of sewage and other organic materials. The proposedupgrading will reduce erosion from the roadway and will result in minor improvements in waterquality (i.e. reduced silt loads).

New road construction has been implicated in floodwater retention and water logging of adjacentsoils (Singh 1996). Current practice in some cases is to raise the road formation level in flood proneareas without installing culverts or other cross drainage structures which would allow flood waters toequilibrate or pass freely. This practice aggravates local flooding conditions both by prolonging theflood period and by heightening the flood level on the upstream side of the roads. Water logging ofthe soil and formation of salt deposits may also occur under arid conditions. These may have seriouseconomic ramifications on local farmers and residents.

Provision of adequately sized drainage structures at regular intervals in flood-prone areas and atother crossing points (e.g. intermittent streams) will result in real and substantial improvements bothfor vehicles using the road and to local residents and farmers. Many intermittent stream crossingsare presently at grade "Irish crossings" and result in intermittent interruptions in traffic flow duringthe monsoon season. Cross highway water flow results in deposition of dirt and debris on thehighway and erodes or undercuts the downstream side of the highway bed resulting in surfacefailures and narrowing of the roadway. The RSHP will install adequately sized drainage channels topass the 50-year flood and will stabilize downstream slopes with concrete, or rock gabbions, or wallsto ensure erosion is prevented.

Care to provide side drainage will be particularly important in villages and towns where street levelsoften are near or above the ground level of adjacent houses. In commercial areas 80 to 90 percent ofthe ground surface may be covered by buildings and pavement (Singh 1996), allowing no chance forwater to infiltrate and thereby increasing the flooding potential. Improvements in side drainagewould result in significant improvements in human health conditions in virtually every communityalong the alignments.

Mitigation. Major drainage structures have been designed to handle the 50-year flood according tothe prevailing hydrological situation and Indian design standards. These structures are not expectedto cause any reduction or inhibition of waterways compared to adjacent structures, such as rail lines.Suitable protection will be provided around drainage structures to prevent scour and backslopeerosion for expected flow velocities.

Where practical, widening of the roads will be undertaken on the side away from tanks or other waterbodies. Where this is not possible slope protection will be installed until embankment surfaces arestabilized. Care will also be taken in ensuring that the road drainage provisions, and the newembankments, do not alter the current status of natural water bodies and irrigation structures adjacentto alignments.

Wells/pumps within the proposed construction zones will be avoided whenever possible by shiftingthe alignment, or if this is not possible, by relocating the structure. There will be no net loss of wateraccess points. In the event that structures must be relocated, temporary alternative water sources(e.g., new wells, and trucked potable water) will be provided to ensure that local residents have readydaily access to clean water.


Rajasthan State Highways Project Sectoral Environmental Assessmcnt - May 1998

As noted above in regard to soil stabilization, down drains/chutes will be lined with rip-rap/masonryor concrete to prevent erosion. Side slopes will be adjusted to 1:2 or flatter to reduce erosionpotential or, if steeper, stabilized, covered with riprap or other material to prevent soil erosion. Theserequirements will be clearly specified in construction contracts. Construction in erosion and floodprone areas will be restricted to the dry season.

Adequate road surface camber will be provided in order to prevent water from gathering on thepavement. Shoulder/verge drains will be lined a high embanlaments, when necessary. Toe drains willbe placed longitudinally, as required e.g., to prevent flooding of adjacent fields and other areas byleading run-off water from road and verges to more appropriate locations including cross drainagestructures.

New culverts, wherever proposed, will be appropriately sized and located. Partially covered sidedrainage will be provided in communities when warranted to improve sanitary conditions and toprevent flooding of homes and shops along the main thoroughfares. Regular maintenance of coveredurban drains will be necessary to prevent them from becoming clogged with silt and trash.

4.2.9 Water Quality

Potential Impacts. Impacts to water quality could occur during the construction period due to manyof the factors cited above: improper disposal of waste and either accidental or intentional dischargeof pollutants affecting community water sources. Once the roadways become operational vehiclepollutants (dust, lead, zinc, hydrocarbons) are deposited on the road surface and can ultimately findtheir way into aquatic systems. Potential impacts during the operational period from this source arelikely to be insignificant. Groundwater is relatively secure from this pollution, being in mostinstances 50 to over 150 meters below the surface. As noted in the foregoing discussion of potentialair quality impacts, with improved vehicle performance on a new better, and wider, road surface, thepollution should actually be reduced. Paving and provision of adequate side drainage in villages willsignificantly reduce human exposure to such pollution since roadside dust saturated with sewage isnow a major health concern in most communities.

Mitigation. Where the road embankment passes through or alongside tanks, dams or natural watersanctuary areas, and the road embankment is to be disturbed, contractors will be required to arrangefor the installation and maintenance of semi-permeable membranes to prevent any sediment transferof turbidity. These membranes will be installed before work commences and will not be removeduntil after the embanlament is fully stabilized.

Attention will be given to cross-drainage structures and sediment traps installed to collect allsediment moving outside the right-of-way.

To ensure that the site supervisor is able to measure and specify the major pollutants, the project willprovide for the testing of the key pollution parameters, such as pH, turbidity, suspended solids,BODs, COD and other chemicals if mandated by the Rajasthan State Pollution Control Board.

As noted above, construction camps, temporary works and storage areas will be established,maintained and disassembled in an environmentally sensitive manner so as to minimize threats towater quality. Contractors will be required to abide by the discharge standards promulgated under theEnvironment Protection Act, 1986. All waste arising from the Project, either directly or indirectly,will be disposed of in a manner that is acceptable to the State Pollution Control Board (SPCB) andthe Engineer responsible for construction management. Rgg4lations and standards are presented inAppendix 2.

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4.3 The Socio-Eeconomic Environment

4.3.1 Social Welfare

Potential Impact. Impacts to the social welfare of local residents and travelers may occur because ofdirect effects on cultural resources (e.g. shrines), highway safety, or the residents' abilities to obtaintheir livelihoods due to loss of commercial facilities or agricultural land. Indirect effects may alsotake place if secondary development occurs to resources, or goods, or if availability of serviceschanges. Both benefits and negative impacts are possible as a result of highway projects.

Impacts of noise, air pollution, traffic flow, and construction activities on sensitive receptors (e.g.,schools, hospitals, and medical facilities) have been noted above. Disturbance of roadside schoolswas identified as a potential adverse impact where significant increases in road traffic noise arelikely to occur.

Mitigation. Actions to mitigate impacts to social welfare in addition to those noted above, areaddressed by the Project's RAP and the corridor-specific EIAs.

4.3.2 Economic Characteristics

Potential Impact. One of the primary objectives of the RSHP is to improve highway conditions sothat traffic can flow more smoothly and efficiently between market and manufacturing centers.Proposed improvements in pavement width and surface condition should greatly facilitate movementof people, produce, and products along these established travel corridors. Local residents will benefitfrom easier access to the market place and improved traffic safety. Manufacturers and processorswill benefit from more reliable transportation links between suppliers of raw materials and majormarkets both within and outside Rajasthan. Consumers, in turn, may be able to more readily accessthese markets to obtain goods that previously might have been either unobtainable or prohibitivelyexpensive.

With time savings were taken into account all but four of the eleven improvement corridors includedin the feasibility study had economic intemal rates of return (EIRRs) over 30 percent (See FeasibilityReview/Study Report for details). The economic impacts are beneficial and will support furthereconomic development within the region.

Mitigation. Most economic impacts will be beneficial. Disruptions of businesses and economicactivities due to temporary disruption of the road access will occur during the construction period butcontract provisions for detours and maintaining a trafficable surface will minimize these. Access andegress to markets and shops in villages will be a particular issue during construction. To overcomethis, all work will be coordinated with the local authorities. Signs and flagmen will be used to warnmotorists of construction activities and any detours.

4.3.3 Health and Safety

Potential Impact. The existing highways are multi-modal travel corridors used by pedestrians,cyclists, pack animals and herdsmen as well as cars, buses, and trucks. Camel/bullock drawn carts,speeding buses and over laden trucks are dangerous combinations creating hazardous conditions forpedestrians and other road users as well as themselves. Highway improvements that increasevehicular speeds must also provide additional travel-way for slow moving vehicles and pedestrianssince it is unlikely that slow modes of transport will be replaced by the faster modes in the nearfuture.

As detailed in the Feasibility Review/Study Report, there are numerous intersections, bridges, andrailroad crossings along the various project roads. Although some have warning signage, or in the



case of railroad crossings, guards and/or speed bumps, many are inadequately marked. Road users,particularly high speed modes of transport, would benefit from upgrades in signage and installationof speed bumps, and other warning symbols at intersections, water crossings, flood prone areas, andthe outskirts of towns and villages.

Widening and improvement of the road surface together with minor alignment improvements willencourage increased speeds and with that the risk of even more serious accidents than today.Pedestrians, not used to fast traffic, will also be exposed and their behavior, as well as that of thedrivers, needs to be considered.

Road improvements consisting of widening and improving the road surface plus wide pavedshoulders and better traffic separation will help in alleviating several of the current traffic dangersituations. RSHP designs have been devised to minimize the potential unsafe entries of tractors andother farm vehicles from the adjacent fields whenever possible and to ensure that access designs areadequate for private landowners.

Mitigation. Should it be necessary for the Contractor to divert traffic away from the existing roadthen temporary all-weather roads of a suitable standard will be provided and maintained for theduration of diversion. The Contractor will ensure that these diversions are kept in a safe and suitablecondition to prevent dust and noise nuisance. The length of each diversion will be restricted to lessthan I lan, where possible, to allow for easy restoration and to minimize the number of residencesand commercial businesses which are disrupted at any given time and to reduce waiting time. Signsand flagmen will be used to warn motorists of construction activities and any detours.

Actions to mitigate multi-modal highway user safety problems will rely heavily on the provision ofpaved shoulders, warning signs and speed bumps. In accordance with standard highway safetyguidelines, signage, rumble strips or speed bumps will be installed where warranted to warn andreduce speeds of vehicles approaching villages. Similarly, signs will be placed at intersections,warning that the intersection is present or requiring entering traffic to stop or yield. Warning signswill also be placed near narrow bridges, sharp curves, and railroad crossings. Signage and speedbumps will be installed per recommendation of the Forestry Department wildlife specialists at knownor likely crossing points for wild animals on alignments which run adjacent to the boundary ofestablished wildlife sanctuaries.

At present warning reflectors are not used by animal-drawn carts and the same normally also appliesto tractor drawn vehicles as well as other motorized vehicles. In the United States and parts of Africaand Asia, slow moving vehicles are required to display special reflective warning signs, which alerttraffic overtaking them that a slower than normal vehicle is ahead. At present, most farm vehicles arenext to invisible at night in India and must cause, or are involved in, a disproportionate number ofhighway accidents. An institutional program to distribute and to enforce installation of a warningreflector on all slow moving vehicles will be encouraged, particularly in view of the higher speedand increasing traffic flow projected for RSHP roads. Farm to market or mill vehicles will continueto constitute a large proportion of traffic for the foreseeable future. Providing them a method ofensuring greater safety as they pursue their livelihoods could be an integral part of the RSHP bymaking mandatory warning reflectors available to farm vehicles free of charge.

4.3.4 Non-Motorized Traffic

Potential Impact. Non-Motorized Transport (NMT) makes up a significant proportion of road usersin Rajasthan. Sections of all project roads are currently used by non-motorized traffic, especially atapproaches to towns and villages, and this will continue after completion of the upgrading. Non-motorized forms of transport are environmentally friendly and normally the only means of transportavailable to the poor.

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A safety issue exists because of the great difference in speeds between NMT and motorized vehiclesusing the road. Inter-urban NMT is catered for in the road design by the inclusion of 1.5 m widepaved shoulder followed by a berm at both sides of 1 m earthen carriage way. This will allow NMTto stay off the main carriage way and away from faster moving traffic. As indicated earlier, seasonalmigration of large herds of livestock is a factor on many Rajasthan roads. Herds of hundreds ofanimals may be encountered creating significant constraints to traffic flow. Provision of additionalcarriageway width is essential to help alleviate congestion/safety problems.

In urban areas and at the approach to urban areas the safety of NMT is a major problem despiteslower motorized vehicle speeds, because of the much greater volume of NMT. In addition, non-motorized transport adds significantly to traffic congestion in these areas. As part of the assessmentof roadside environment, particular attention has been given to safety and congestion problems ofNMT in urbanized area roadway designs.

4.3.5 Cultural Resources

Potential Impact. The proposed road improvements are within existing ROWs of establishedhighways and consequently have little adverse impact on graves, shrines or historical structures..

Mitigation. Historic or religious building and sacred trees are identified during field surveys andpotential adverse impacts addressed by modifications in engineering design or, if impacts areunavoidable, issues are resolved in the R&R report. Encroachments upon the right-of-way are alsoaddressed in the R&R report

4.3.6 Aesthetics and Tourism

Potential Impact. No view-sheds will be adversely affected by the upgrading of these existing roads.The roadsides along small portions of some project roads have been planted with trees and arepleasantly shaded by these groves. The issue of tree loss will be discussed in detail below as a partof the biological impacts discussion. For the purpose of assessing aesthetic impacts, it can be notedthat although tree removal will present an impact, numerous trees will remain and the aestheticimpact of the removal of some trees will be insignificant compared to the benefits of increased trafficcapacity and safety. Where possible, the RSHP designs call for the removal of trees from only oneside of the ROW. The detailed designs for corridors included in Phase I have left the trees on thesouth or west side of the alignments to maintain shade protection, provided the numbers of treeswhich must be removed on either side of the alignment is comparable.

As the Project is generally limited to upgrading of existing roads, no substantial landscape changesare expected other than the roadside loss. Increases in embankment widths and heights will makeroadways more visually obvious and the severance effect might be increased, but not significantly,except in cases where a single carriageway road is widened to dual carriageways. Options forchanges in alignment to improve aesthetics have been considered only where they would not increaseacquisition needs and environmental problems.

No adverse impacts on tourism are anticipated. Most tourist destinations in the region are historicand religious sites in or near settlements. Tourists as well as all other travelers using the roads willbenefit from the road improvements that will permit greater access to these sites. Tourism potentialis extensive in Rajasthan but poor road connections restrict the development of many sites that couldserve as major attractions.

Mitigation. Reforestation efforts that will compensate for tree loss are fully detailed in Section 4.3.Once implemented there should be a nearly tenfold net gain in the total area in trees.

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4.3.7 Community Bypass Impacts

Potential Impact. Bypasses were considered during highway design as a potential method to avoidvillage congestion, improve street safety, reduce costs, avoid sensitive resources (e.g. shrines,hospitals, sanctuaries) and decrease the number of project affected persons. Potential impacts due tobypass construction must be addressed on a corridor-specific basis and will be detained by thecorridor-specific EIAs and are likely to vary considerably among the improvement corridors. Nobypasses were identified as necessary in the Kota-Bijolia-Chittorgraph Corridor, for example. A totalof 15 kilometers of bypasses have been identified as desirable within the Jaipur-Nagaur Corridor, onthe other hand, thereby significantly reducing the number of project-affected persons (PAPs),improving highway safety, decreasing travel time, reducing emissions levels associated with stop-start traffic, and lowering noise levels. The Nawa Bypass within this corridor, for example, iswarranted to move the alignment away from a potentially sensitive wetland area and avoid two traincrossings thereby significantly increasing safety while decreasing travel times (half hour waits at thecrossings are not uncommon).

Mitigation. Mitigation required as the result of bypass construction will be determined on a case-by-case basis within the context of the corridor-specific ELAs.

4.3.8 Other Community Impacts

Potential Impact. Many of the project roads have experienced major traffic growth as a result oftheir proximity to Jaipur, Kota and New Delhi and increased agricultural productivity associated withirrigation projects to the northwest. Improvement under the RSHP will result in increases in bothspeed and transport capabilities while protecting existing resources and enhancing highway safety.This is the objective of the RSHP. While such an outcome is clearly in the interests of regionaleconomic development and transit users, it will also have implications for the local residents alongthe project roads in terms of opportunities, outside influences, disruptions and safety. Roadimprovements in other regions particularly when they improve access to Delhi or other major urbancenters, have been shown to increase land values and result in land speculation among developers.Development is uncontrolled by zoning or other forms of local land planning in Rajasthan and maycause local problems with drainage, pollution, congestion, and loss of productive crop land (Singh1997). Such secondary development may occur along any or all project roads providing access urbanareas of the state.

There will be temporary difficulties during construction, primarily from an influx of relativelycheaper labor groups from the neighboring states and other effects like added commercial demands;and in the longer term, there will be other significant changes as a result of the road improvements.In most cases, people see these changes as positive, after having suffered the delays, dangers andnuisance of poor roads. Proper engineering of the RSHP roads will correct many past environmentalproblems and further the economic development of the State.

Mitigation. None required.

4.4 The Biological Environment

4.4.1 Wildlife Habitats

Potential Impact. Because the RSHP construction activities are limited to upgrading of existingroads, significant changes in habitat availability and wildlife populations are unlikely. Plant speciespresent within the ROWs are either introduced species or ubiquitous native species that are highlytolerant of grazing, compaction, and other physical disturbances. Wildlife found along the projectroads are, similarly, highly tolerant of disturbance.



Habitat to be impacted within the ROWs by road widening is generally sparsely vegetated. Itsremoval will not significantly affect any of the wildlife populations present. Endangered species ofplants or animals known, or likely to occur in any of the areas are unlikely to be affected by loss ofhabitat caused by the Project.

Mitigation. Forestry Department wildlife officials will be consulted to identify specific areaswarranting mitigation actions. Mitigation actions will include the placement of speed bumps, rumblestrips or signage at half-kilometer intervals wherever suitable habitat occurs on either side of thehighway, in areas of confirmed sightings of endangered species considered at risk to highway traffic,and in areas adjacent to sanctuaries, closed areas and reserve forest land.

Determinations of the necessary actions will be made on a corridor-by-corridor basis. Within theKota-Bijolia-Chittorgarh Corridor, for example, re-sizing and additional culverts and drainagestructures will provide approximately 765 square meters of animal passageways in the vicinity ofBassi and Jawahar Sagar Wildlife Sanctuaries and Menal Closed Area. Except during the fifty-yearflood, these structures will provide year round access to the other side of the alignment for a widevariety of wildlife. In addition, PWD will provide the Forestry Department Wildlife Wing, which isresponsible for management of the wildlife sanctuaries and wildlife closed areas, assistance inmaintaining approximately 50 kilometers of forest access roads on their management areas so thatbetter control of poaching can be established.

4.4.2 Wetlands

Potential Impact. Water quality in ponds, canals and irrigated paddies adjacent to the project roadsmay show slight improvements after road upgrading due to reduced erosion from improved roadsideberms and embankment slopes stabilized or protected by rip-rap or other material includingvegetation to prevent soil erosion. No wetland acreage will be lost due to proposed road wideningand jheels (ponds) will not be adversely affected. One wetland of international importance, SambharLake, is located within the potentially affected area. No adverse impacts to the wetland areanticipated ass a result of the RSHP activities. Details of the RSHP activities in the vicinity ofSambhar Lake are provided in the EIA for the Jaipur-Huchaman-Nagaur Corridor.

Potential crossings of the Chambal River under roads proposed in later phases of the RSHP and mayhave significant impacts on the wetland habitat used by species frequenting the sanctuaries.Potential impacts will be assessed in detail and addressed in the corridor-specific EIA for that portionof the Project.

Mitigation. Actions to mitigate potential impacts to wetlands will be determined on a corridor-specific basis. Within the Jaipur-Nagaur Corridor, RSHP will move the alignment three kilometersfurther from Sambhar Lake, one of six Ramsar Sites in India. Although moving the alignment willprovide further protection of the wetland, a saline lake, from accidental spills or other catastrophes,the wildlife using the lake are unaffected by the existing highway. They are separated from it byseveral miles and large expanses of active salt ponds used to concentrate and extract salt. Theprimary purpose in moving the alignment, as indicated earlier in this SEA, was to avoid two traincrossings for safety reasons.

4.4.3 Forestland

Potential Impact. All public owned trees along the project roads are part of the state forest reserve.As such their removal must be approved by the MOEF and they must be replaced by planting at leasttwice the number of trees removed. Trees within the ROW are under the jurisdiction of the ForestDepartment. Any use of Forest Reserve areas outside the ROW will require Forestry Department andCentral Government clearance and will be subject to compensation as per GOI policy. Very fewareas outside the ROW will be affected by the project roads and at present only the Kota Bypass(Link 2E) is within the Forest Reserves. The project will contribute positively to the conservation of

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bio-diversity by adopting an aggressive approach with plantings to replace trees removed. plans areto replace trees at a rate of 10 planted for each one removed.

Mitigation. PWD will give full consideration to funding to reforest severely degraded forestlandwithin sanctuaries and closed areas subject to adverse impact as a result of the proposed RSHP roadimprovements. Determinations will be made on a corridor-specific basis.

Details of this mitigation will be established in conjunction with the Forestry Department WildlifeWing and will be addressed in detail in corridor-specific EIAs being prepared for submittal to theGOI MOEF.

4.4.4 Flora

Potential Impact. Eucalyptus, Shisham, Dhol, Kikkar, Kasia festula, Pongamia and Jamun trees arethe dominant species that are growing along many sections of highway within ROWs in Rajasthan. Itis these species which are most likely to be felled during widening of RSHP roads.

The Project will require removal of a relatively small number of roadside trees on most alignments,particularly in the northern part of the State. The issue of tree removal is one of particular relevanceto any road project in India, as the trees provide shade for travelers in an otherwise hot and dustycountry and avenue planting has an aesthetic appeal. In most cases historical roadside planting(Banyan, Pipal, Neem, Imli, eucalyptus etc.) are neither rare nor particularly valuable timber species.Many (such as Neem and prosopis) have some medicinal, supplementary fuel or cattle fodder values.This non-timber use is frequently demonstrated by the fact that many of the trees are heavilycoppiced for fuel or fodder that makes them less than magnificent specimens. Some of these treeshaving a large diameter (25-50 centimeters), are located at the edge of the road pavement and maycause damage to it with their root systems. They also sometimes pose a safety hazard to traffic.

Mitigation. Trees lost due to the RSHP will be mitigated on a ten-to-one basis, i.e., ten trees will beplanted for each one removed. Evergreen shade trees suitable for roadside planting (Randhawa1996) include the following: tamarind (Tamarindus indica), mast tree (Polyothia longifolia), jamoar(Engenia cuspidata), putranjiva, roxburghii, moulsari (Mimusops elengi), Ritusa (Ficus retusa), neem(Melia anedarach), mahua (Bassia latifolia), and pakur (Ficus inflectoria). Trees will be selected inaccordance with local conditions, i.e. rainfall, soil type, and alkalinity. Areas selected for replantingof trees may include other stretches of state and local highway, local forest reserve areas and stateforestlands, or other PWD lands. All plantings will require protection by fencing or other forms ofexclusion.

Approximately 80 percent (2,000 kilometers) of the Project roads are in the arid or semiarid zone ofthe State. Most of these are located west, southwest or northwest of Jaipur. Along these corridors,shifting sand or wind borne soil and low, infrequent and highly irregular rainfall presents significantconstraints to establishment of roadside plantings. Plants suitable for roadside plantings undervarious soil conditions are shown in Appendix 3 Table 3.15. Due to high grazing pressure throughoutthe state all plantings will require fencing. In arid and semiarid areas special planting techniques(Sharma and Gupta 1997, Vashishtha 1988) and watering for up to four years (Mathur and Govil1988) will be necessary to ensure adequate survival of vegetation.

Trees will only be removed with the approval of the Engineer and only where they are clearly anobstruction to the work specified. Provision will be made for recording trees removed and forensuring that the funds generated are used for replacement planting.

The Contractor will arrange for the establishment of local nurseries, as required, and planting andmaintenance of these trees until they are firmly established. Trees will be planted, as directed,immediately after earthworks are complete and they will be protected to minimize damage byconstruction traffic. Half the tendered rate for tree planting will be payable on planting with thebalance payable at the end of maintenance period obligations, based on actual survival numbers.

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Trees will only be planted in areas outside the batters and within the right-of-way ROW or in areaspreviously approved by the Forestry Department (e.g. on wildlife sanctuary land, or in barren reserveforest areas). Distinct budget provision will be made under each contract for reforestation as a validand necessary road construction cost in order to complete ROW planting along the full length of theroad being constructed or reconstructed. Areas replanted will be established by the ForestryDepartment.

More diverse and dense planting to protect the ROW will be carried out for control of encroachmentand to provide noise, dust and visual barriers. This will include planting from the toe of embankmentto the edge of the works, with the planting staggered and varied, as necessary, to provide for trafficsafety. This tree planting will be in addition to the reforestation proposed at wildlife sanctuariesadjacent to the alignments.

Use of local nurseries (Forest Department or Social Forestry) as a seedling source, and local peoplefor maintenance (on a part-share harvest basis) will be considered as a way of improving survivalrates, improving bio-diversity, and ensuring selection of appropriate species

Budget provisions for completing the replanting of existing ROW areas and for replacement treeplanting will be available as regular PWD annual budget item. Funds generated from harvesting treesin the ROW will be strictly controlled and used to help offset any tree planting costs.

Appendix 4 provides contract-related recommendation with respect to roadside tree planting, i. e.planting regimes for Phase I roads: native grass and shrub seed mix, species for avenue planting, etc.

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5.0 Analysis of Alternatives

-~ ~ ~ =

Rajasthan State Htghvays Project Sectoral Environmental Assessment - May 1998

5. ALTERNATIVES

5.1 Integration of Environmental Considerations in the Analysis of Alternatives.

From the onset of the RSHP, its feasibility studies and design efforts have been directed at theidentification of priority roads for detailed engineenng and subsequent improvements under RSHP.Studies have been conducted to prioritize these roads based on their condition, construction cost andexpected EIRR. Evaluations of approximately 2,470 kilometers of candidate roadways werepresented in the June 1997 Feasibility Study Report prepared by the PCC.

Environmental considerations were an integral part of the analysis of altematives throughout theProject. The once-proposed 20-kilometer Kota Bypass, for example, was dropped from the Projectbecause of both economic and environmental concerns. Resettlement and rehabilitation issues alsoprompted identification of several short bypasses to reduce local impacts. Shifts in alignmentcarefully weighed impacts on existing land use, loss of natural resources, and costs against benefitsderived from reductions in village congestion, improvement of street safety, avoidance of sensitiveresources (e.g. shrines, hospitals, sanctuaries) and the decrease in the number of project affectedpersons.

All project roads were visually inspected during the present study to identify environmentalconstraints that might affect selection of alignments for detailed engineering. Only minorenvironmental issues-common to all alignments, were noted and needed to be addressed. Althoughthe road segments differed in their length, number of villages along them, presence of nearbyprotected areas, frequency of flood-prone sections and other drainage characteristics, the potentialenvironmental impacts of upgrading were comparable for all segments, particularly when consideredwith overall benefits. Although environmental conditions differ considerably from the arid westemportions of the State to moister areas of the south-eastern sections of the region, the magnitude of theimpacts did not differ substantially. Consequently environmental considerations were not considereda major factor in the prioritization process used for the ranking and selection of roads to be upgraded.

5.2 Engineering Alternatives

As part of the viability analysis the following engineering design options were tested:

* Option 1 - Rehabilitation of the existing pavement and shoulders consisting of repairing andstrengthening of the carriageway and shoulders;

* Option 2 - Widening pavement to fit the existing formation, consisting of rehabilitation as aboveplus construction of additional pavement width for single lane and intermediate carriagewaywidth roads, including 1 m wide paved shoulders;

* Option 3 - Widening pavement to State Highway standards, consisting of rehabilitation as aboveplus earthworks and widening of structures to accommodate a 7 m wide pavement plus 1.5 mwide paved shoulders and 1.0 m wide benns.

* Option 4 - Dualling the carriageway, consisting of widening pavement plus provision of a secondcarnageway.

Details of this evaluation were presented in Chapter 2 of the Feasibility Review/Study ReportJune 1997. Based on this evaluation, six road sections were not recommended for upgradingunder RSHP because of their low EIRR. The preferred improvement alternative for theremaining roads was to State Highway standards - Option 3. This option most economicallyaddresses the improvements required to handle the generally high projected future volumes

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remaining roads was to State Highway standards - Option 3. This option most economicallyaddresses the improvements required to handle the generally high projected future volumesof motorized and slow moving traffic. Option 3 is also considered the most environmentallysound altemative since it effectively addresses needs to improye both traffic capacity andhighway safety issues. It provides a seven-meter wide carriageway and two 1.5-meter pavedshoulders that should significantly reduce roadside friction, providing slow moving trafficwith relatively safe and smooth travel avenues. Options 1 and 2 fail adequately to address theissue of traffic safety for non-motorized traffic. Option 4 is unwarranted for most projectedtraffic situations except for a section of the alignment from Chittorgarh south to Nimbahera.

5.3 The "No Action" Alternative

Road conditions throughout India are nearly universally characterized as inadequate, dangerous, andin need of improvement. The highway system in Rajasthan is no exception. Its highways are oftencrowded and unsafe. Some road segments are impassable during the rainy season. Travel andtransport of people, produce and manufactured goods is considered a substantial constraint to futureimprovements in the economy of local communities and of the State. Currently the State is a touristcenter, a producer of hand crafted and processed goods (e.g. textiles, cut stones, marble and buildingstones) and is increasingly becoming industrialized. Local producers need to transport their produceto markets outside the State to capitalize on their full economic potential. Proximity to Delhi and thepresence of several national highways serving the State all point to continued economic growthfuelled by commerce within and outside the State.

Failure to initiate highway improvements will stagnate regional development and add to theobstacles which residents currently have to overcome to maintain economic stability and growth. Thesafety of people using the highways daily, and their quality of life, which is strongly related to theirability to transport, process, and market agricultural crops, raw materials, and processed goods willdecline if the ability of the existing highways to handle the ever increasing traffic load decreases.

Accordingly, it has been determined that the "No Action" Alternative is not a reasonable nor prudentcourse of action.


6.0 Environmental Management & Monitoring


6. ENVIRONMENTAL MANAGEMENT & MONITORING

6.1 Introduction

As indicated in the foregoing section, many of the measures identified to mitigate negative impactshave been "mainstreamed", i.e., implemented by incorporating them as integral parts of the designguidelines and tender documents. The Environmental Management and Monitoring Plan addressesthose actions over and above good design and engineering practice and warrant consideration as partof a targeted Environmental Management and Monitoring Plan (EMMP). The EMMIP consist ofactions to be taken to achieve:

* Institutional Strengthening for Environmental Management; and

* Actions Determined Necessary by Corridor-Specific EIAs.

6.2 Institutional Strengthening for Environmental Management

The RSHP has an institutional strengthening component that is currently identifying activities to beimplemented during the later stages of the Project. The actions necessary to achieve soundenvironmental management will be an essential part of the institutional strengthening activities andare foreseen as the establishment of:

* Organizational and staffing arrangements;

* Environmental training;

* Monitoring and reporting procedures; and

l Record keeping as follows.

6.2.1 Organization and Staffing

Enviromnental issues are presently not formally recognized and the means to address them are notinstitutionalized within PWD. All staff has some responsibility to meet GOI's environment policy.Without a formal environmental focus within PWD, however, it is unlikely that adequate attentionwill be given to ecological concerns. As a first step in the short term towards establishingmechanisms to address environmental issues, therefore, an Environmental Officer will be secondedto the PWD Project Implementation Unit (PIU) from the Department of Forests or relateddepartment. The Environmental Officer (EO) will be assisted by the Project Coordinators (PCs)identified by PWD to oversee construction contracts. Before the commencement of construction, thePCs will undergo training in environmental issues associated with road construction and maintenanceprojects. The EO will organize the training.

In the longer-term, building on the experiences gained from managing the RSHP, it is anticipatedthat an Environmental Unit will be established within PWD. In addition to the day-to-daymanagement of ongoing projects, the Unit will be responsible for reviewing environmental andsocial impact analyses, developing environmental and social guidelines for the transport sector anddeveloping policy initiatives specific to the needs of Rajasthan.

The EO attached to the PIU will be familiar with the Indian environmental legislation andexperienced in monitoring and coordinating large road construction or similar projects. Briefly, the



main duties of the EO will include:

* Review of the project design and specifications during preparation to ensure their adequacy andsuitability with respect to the recommendation of the Environmental Action Plan.

* Collection and dissemination of relevant environmental documents including amendments toenvironmental protection acts issued by various agencies such as the World Bank, ADB, etc.

* Coordination with NGOs, community groups, government departments, etc. on environmentalissues and obtaining the necessary clearances from the regulatory authorities.

* Monitoring the environmental aspects of projects during construction to ensure that theenvironmental requirements of the contract and the mitigation measures proposed in the EMMvPare implemented.

* Compliance monitoring to provide periodic checks.

* Supervising contractors and prepare environmental input to the quarterly progress report.

* Development of guidelines or a code of good practice on low-cost environmental measures thatcan be implemented in the road construction and maintenance programs in Rajasthan.

• Development of environmental training activities for contractors and the supervision consultantstaff.

A checklist for environmental monitoring is provided in Appendix 6.

In the long-term, it is anticipated that the EO will coordinate the road safety components of theproposed PWD Institutional Development Plan and issues related to the effect of roadsideenvironment on road safety and non-motorized traffic. This could include an examination of optionsfor separating fast moving, motorized traffic from the slower non-motorized traffic.

6.2.2 Environmental Training

Although awareness of environmental issues is increasing, there is limited appreciation of how suchissues might be most effectively addressed. Training of staff will be undertaken at a number oflevels.

In the immediate short-term training, will be required for the PCs, some other PWD staff and thecontractor's staff to raise their levels of environmental awareness. The networks of TrainingInstitutions in India and the World Bank's Economic Development Institute, Environment andNatural Resources Division and the Rajasthan State Pollution Control Board (RSPCB) carry outregular training and contacts in this regard will to be developed. In the long-term, following thesetting up of the PWD Environmental Unit, the need for additional and specialized training will beexamined and appropriate training will be undertaken.

Achieving the institutional capacity to provide for operation and management of the road system willentail the introduction of modem design and construction methods, meeting strict emission standardson equipment and asphalt plants, and minimal wastage. Training will be essential in all areas.Computer Aided Design and Drafting (CADD) has been used in the survey and design stage of theProject and local staff is being trained in further applications. Pavement investigation and testing isalso extending the use of analytical techniques as will mechanize design methods. These will nothave direct environmental benefits but will facilitate consideration of options in pavement structureand construction method, optimizing use of materials. Lessening the thickness of asphalt pavementrequired; using alternative materials and greater productivity of modern equipment will have indirect

Louis Berger International. Inc.. BCEOM. CES and ECI 7'

Raja-than State Highways Project Sectoral Environmental Assessment - May 1998

environmental benefits. Enforcement of strict construction control by the supervising constructionengineer and the environmental management unit will contribute to a decrease in adverseenvironmental impact which may result from improper disposal of wastes, failure to control dust,asphalt plant emissions, and erosion during construction, etc.

6.2.3 Monitoring and Reporting Procedures

Oversight and capacity to review impacts and ensure implementation of mitigation measuresincorporated in the Project will be needed to meet legal responsibilities.

Responsibilities for oversight will rest with the construction supervisor and may be supplemented bysome specialist consultant input, as required, and reported to the PWD Environmental Unit. Capacityto quantitatively monitor water sediments or turbidity (by suitable portable test equipment) and noiseis always advantageous, but monitoring will primarily involve ensuring that actions taken are inaccordance with contract and specification clauses, and specified mitigation measures. Someawareness training will be provided to contractor personnel to ensure this occurs effectively. TheProject Coordinators will, at a minimum, visually assess contractor practices and, if higher pollutantlevels are suspected, will require measurement by the then PWD, RSPCB or private sectorlaboratories to verify measurements.

Major baseline surveys are not considered necessary for monitoring purposes other the identificationand qualification of trees to be removed. It is anticipated that policy conditions for tree removal willbe agreed upon rather than the absolute numbers, e.g., an agreement to remove all trees within 2.5meters of planned pavement edge; to remove those within 2.5-4.0-meter range if they are likely to bedamaged (keeping larger diameter) and to leave intact all those beyond four meters.

Photographic records will be established as determined necessary to provide a useful environmentalmonitoring tools. A full record will kept as part of normal contract monitoring.

Under the Environment (Protection) Second Amendment Rules 1993, water quality dischargestandards have been established for inland surface waters and land for irrigation. It is a legalobligation of the Contractor that any discharges from the work site meet these standards. Theseinclude up to 46 physical and chemical parameters. Regular monitoring of at least noise, dust fall,pH, suspended solids, BOD, COD, oil and grease will be carried out and is provided for in thecontract supervision.

6.2.4 Record Keeping

A sample monitoring form is provided in Appendix 6 to the present report. The form focusesattention on environmental issues and provides some feedback. Mitigation and enhancementmeasures adopted in final design will be explicitly identified under the BOQ so that performance andcompletion is readily documented. Daily project diaries would record environmental problems(spills, dust, noise, etc.) as well as safety incidents and will be retained as part of accepted modemcontract management and summarized in Quarterly Environmental Reports provided to the WorldBank.

6.3 Actions Determined Necessary by Corridor-Specific EIAs

The need for additional actions for the mitigation of environmental impacts such as noise, potentialimpacts on neighboring sensitive areas and other corridor-specific considerations. Areas for specificactions and estimates of these additional costs will be addressed by the corridor-specific EIAs on acase-by-case basis.



6.4 Environmental Costs

Internal transfer of PWD staff will allow for the creation of the Environmental Unit withoutincurring significant additional costs. Likewise, the incorporation of appropriate environmentalprovisions in construction contract conditions will not, in themselves, add significant costs. Costs ofrestoration, erosion control and other work related activities are included as part of good engineering.practice and no major additional costs are expected to apply. In general, therefore, mitigationrecommendations should not substantially increase the cost of the work. The estimatedenvironmental costs will include:

* Monitoring (PIU budget, in addition to supervision consultant costs).

* Tree plantation (to be included in contract costs).

* Project-level mitigation measures (to be included in contract costs).

* Project-level environmental enhancement (to be included in contract costs).

* Environmental training (to be included in PIU budget, and Institutional Development PlanConsultant's contract).

* Habitat enhancement: policy development (to be included in Environmental Unit budget). And

* Roadside environmental and road safety policy development (to be included in EnvironmentalUnit budget).

In addition to staffing, consultancy and works contract costs identified above, the direct costs ofother activities of the Environmental Unit over the life of the RSHP are expected in to include thecost of:

* Site visits by the EO.

* Monitoring equipment.

* Training costs. And

* Contingencies.

Additional environmental costs can be anticipated for the mitigation of environmental impacts suchas noise, potential impacts on neighboring sensitive areas and other corridor-specific considerations.Areas for specific actions and estimates of these additional costs will be addressed by the corridor-specific ELAs on a case-by-case basis. Initial estimates based on the proposed Phase 1 Programindicate that such costs are likely to equal approximately three percent of the total corridor costs.

6.5 Implementation Schedule

The most important aspects of the implementation are the appointment of the EO to oversee theimplementation of the environmental mitigation measures incorporated in the project design andcontract specifications. Development and delivery of an environmental training program for selectedPWD staff and PCs responsible for overseeing the construction contracts can commend immediatelythereafter. This will be an ongoing process. Contracts will be awarded over a period of timestretching over many months. The implementation schedule is prepared as shown by Table 6.1.


Rajasthan State Highways Project Sectoral EnvironmentaJ Assessment - Mary 1998

TABLE 6.1

IMPLEMENTATION SCHEDULE

ENVIRONMENTAL MANAGEMENT AND MONITORING PLAN

Activity Frequency and/orImplementation Date

Appoint Environmental Officer Date to be determined

Initiate First Training Program Date to be Determined

Ongoing Training As required

Check Monitoring Quarterly

Prepare Environmental Reports Quarterly

Construction Supervision Ongoing

Roadside environment safety and non- Long-termmotorized transport policydevelopment

Development of compensatory habitats Long-termpolicy

Set up an Environmental Unit Long-term


7.0 Consultations

0 ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~ ~


7. CONSULTATIONS

7.1 Introduction

This section of the SEA is provided to document the consultations undertaken to facilitateassessment of the Project. PWD is engaged in consultations with stakeholders on a day-to-day basis.Major events specifically related to the development of the RSHP include the following:

X A state-level Stakeholder Consultative Workshop conducted in September 1997;

* A number of local level consultation with affected group on specific themes like health hazards(AIDs, STD's, etc.); and

* Technical discussions at the state, district, Panchayat and village levels undertaken by the PCCProject team.

Details of these consultation activities are as follows.

7.2 Stakeholder Consultative Workshop

A state-level Stakeholder Consultative Workshop I was conducted on 17 September 1997 at theIndian Institute of Quality Management, Auditorium Malavya Nagar, Jaipur. A list of participants inthe Workshop is provided in Appendix 7.

It was recognized that consultation with local experts and stakeholders, particularly most directlyaffected, is an essential part of the assessment process. Social and environmental scientists andothers in the Rajasthan academic and research sector and government organizations are amongexperts who contributed to assessment of project impacts. Stakeholders include the public,commercial and industrial highway-users, communities and local governments along roads proposedfor improvement, State and central government development and regulatory agencies, non-governmental organizations (NGOs), and others with a 'stake' or interest in the project. The purposeof the RSHP Workshop was to promote public awareness and understanding of proposed Projectactions and to notify stakeholders and others of opportunities to participate in consultations and theassessment process. In addition to face-to-face meetings and description of the Project, invitations tocomment were mailed to all environmental NGOs in Rajasthan.

7.2.1 Workshop Procedures

Participants at the RSHBP Workshop contributed numerous comments on potential project impacts,mitigation and other matters in small group discussions and plenary sessions. Written commentswere also solicited from invitees.

7.2.2 Issues and Impacts Identified by the Workshop

Issues raised in the group discussions were broadly divided into two categories: social andenvironmental impacts. Each category was further sub-divided to cover all issues. This was followedby identification of potential mitigation measures and the benefits of the Project.

Positive impacts and benefits of the Project were identified as:

- Migration to urban areas will be reduced.


Rajasthan State Highiways Project Sectoral Environmental Assessment - May 1998

- Better medical facilities will develop, as doctors will be more likely to serve willingly.

- Famines will be reduced.

- Cultural integration will take place.

- It will result in binding of regions and bringing them closer.

- Petrol costs will be reduced.

- More and better amenities shall be available in those areas.

- Areas will be less prone to disasters.

- Several other side benefits such as tourism will increase.

- Cost of transportation, wear and tear of vehicle shall be reduced.

7.2.3 Group Discussion

The workshop participants were very positive regarding the group discussions, including theirspecificity and the opportunity for deliberations among the subject experts, (anthropologists,sociologists, environmentalists and engineers), project-affected persons (PAPs) and concernedGovermment officials. Predominance of a particular expertise within the group was considered notdesirable, however. Most respondents to workshop evaluation indicated that group discussion helpedto focus on social and environmental issues.

Comments and suggestion made by participants are as follows:

* Base line data and projections should be made available during and after the Project as apart of the consultations.

* Before and after studies are recommended for air and noise levels in the Project affectedareas.

* Research institutes, NGOs and academicians should be involved in the social andenvironmental impact analysis and monitoring of the Project. They may also be assignedthe responsibility of collecting and creating relevant data base

* Project benefits converted into fiscal benefits would help arrive at timely decisions.

* Training and research related to State Highways will help PWD comprehend the variousrelated issues and act upon them.

* Financial implications of State Highways and other World Bank-assisted projects shouldbe assessed to make the comparison of costs involved.

* Project monitoring will require coordination among concerned government departmentsand other agencies help ensure smooth implementation of recommendations.

7.3 District, Panchayat and Village Level Consultations

For an important State Highways Project, consultations at district, Panchayat and village levels in theaffected areas enable people to seek clarifications about various issues. Detailed information


Rajasthan State Highways Project Sectora! Environmental Assessment - May 1998

disseminated through local consultations is likely to minimize obstacles related to extension of theroads. More than a dozen village level consultations have been held in the course of field studies.

7.4 Key Findings

The key findings from both the Workshop and consultations can be broadly divided into twocategories: the social impacts and the environmental impacts.

The main emphasis was that compensation should be on the basis of 'land for land' and 'house forhouse'. There is a need for clarification on standards of compensation. However, whatever themode of compensation was perceived to be there is a need to speed up the process. The location ofthe land is important and should not be fragmented, as emphasized by the Pradhans of Nagaur andBegun. There is a need to work out the modalities for encroachers.

Physical relocation should be kept at a minimum. The social relationships of the persons relocatedhave to maintained. Efforts should be made to prevent loss of access to livelihood and PAPs need tobe fully involved in relocation deliberations.

Safety was seen as an important issue especially for children and livestock. The time factor in anyresettlement program is crucial.

7.5 Implications for Project Design

An array of recommendations for studies and data to be considered in the SEA was derived from thethree group discussions. These recommendations are included with the consultation results of eachof the three discussions.

The conclusions derived from these discussions include the following:

- The physical environment should be improved.

* Changes in socio-economic environment should be minimized.

- Improvements in the aesthetic landscape were desirable, but not a significant concern forexisting roads.

* Stagnant polluted water was of concern to all.

* Trees were thought to enhance air quality and should be replanted in quantity.

* Bypasses were considered necessary to reduce noise, protect habitat, provide safety, andreduce congestion.

* Safety was a significant issue requiring signs, speed control, bypasses, and controllingaccess.

* Tourism will be enhanced and could be further benefited by connecting sites to theProject roads with access roads.

* There is need for land planning particularly relative to industrial development whichmay follow road improvements.

* Road upgrading may lead to social pollution



These issues are being addressed under GOI guidelines for the preparation of detailed environmentalimpact assessments (EIAs) for the components of the Project.

7.6 Implications for Remaining Project Consultations

Comments from the participants from the Stakeholder Consultative Workshop I and Projectexperience in field consultations have been used to plan the Workshop II held April 3-4, 1998. Thetwo-day Workshop II was designed to facilitate the following:

1. Schedule of the program, framework, agenda and issues for the discussion to be taken up andexpectations from the participants will be communicated.

2. Detailed background information, findings of sample survey, local consultations and otherrelevant data available will be mailed along with invitation to participants.

3. Material mailed to participants well in time will include a Hindi version along with English.

4. The Workshop II format has been designed to provide ample opportunity for academicians,experts, Government officials, people's representatives, private organizations and PAPs todiscuss the issues and concems.

5. Direct PAPs participation will bring out the real concerns and viewpoints of the affected personsthemselves related to RSHP.

6. PAPs presence and their reactions to the local social and environmental issues associated withthe Project and its impact will be facilitate the implementation process.

7. Conference consisting of participants from different professions and stations in life, includingPAPs, will enable further categorization and conceptualization of the thematic and issue-specificdialogue across the board.

8. Formation of groups for the discussion will be heterogeneous in its composition.

9. The Entitlement and Draft Policy adopted by PWD-GOR will be circulated. A Project staffmember from Resettlement and Relocation Unit of the PCC will enable attendees to seekclarifications and raise issues related to RSHP.

10. Information related to the actual width of the road, ROW and corridor of impact, COI, by-passesproposed, findings of SEA etc. shall be disseminated.

11. Presentation of findings from a series of local level consultations with village communities andpotentially affected persons an project roads will depict the associated problems clearly.

12. Attempts will be made for a good furnished hall/auditorium with all modem equipment andaudio-visual aids required for the presentation of transparencies, graphs, slides, videos, etc.

All reasonable efforts will be made to ensure a comfortable stay of outside and local participantswith all hospitality for boarding, lodging, catering, transport etc.


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