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Environmental Assessment Process Summaryfor allahabad Bypass of NH-2 JULY, 2003

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Shri V.K. Sharma DHV Consultants BV, The Netherlands

General Manager Representative Office for India

Social & Environmental Development Unit c-154, Greater Kailash -I

National Highways Authority of India New Delhi - 110 048

Plot No. G5 & G6 Telephone +91-11-64 6433/ 6455/ 5744

Sector - 10, Dwarka Fax +91-11422 6543

New Delhi E-mail: [email protected]

New Delhi, 25' July 2003

Our Ref. : MSP/INFRA/0307.1057Kind Attn. Mr. V.K. Sharma, General Manager

Submission of EIA/EMP/RAP reports of Allahabad Bypass

NH-2.

Sir,

We are submitting the ELA/EMP/RAP reports Allahabad Bypass NH-2 for your kind considerations.

We have incorporated all the necessary comments and inputs suggested by the world Bank.

Thanking you,

Yours faithfullyDHV Consultants

tyvs.( 4M.S. PrakashProject Coordinator

Encl: as above

i DHV Consultants BV Is part of the DHV Group. TrD regbist Amewdoort no. 31034766.

r7aJ Bahrsin. Bangladesh, Belgium. Botswana, Bmzlt. China. Czech Repubbe, Euador. Egypt. Germany, GuatemIda, Hungary. Hong Kong. India. Indonesia. Israel, Kenya. Laos.

v Mozsmbique, Namibia, Nepal. the Nethetlands. Nigeria. Pakistan, Poland. PorWVel. Qatar. Russia. South rIa. Spain. Sri Lanka, Taiwan. Tanzania. Thailand, Tunisia. UnHed

_ |h uitdom a Vie ment, nimbabwo._ The quality management sFystem of DHv Consuluants BV has been apmved opa6rr NEN ISO 90D01.

EA Process Summaryfor Allahabad Bypass of NH-2

ENVIRONMENTAL ASSESSMENT PROCESS SUMMARYFOR ALLAHABAD BYPASS OF NH-2

TABLE OF CONTENTS

CONTENTS PAGE NO

1.0 Background of the Project 1

1.1 Project Descripion 1

2.0 Methodology 2

2.1 Environmenta Assessment Pmcess Adopted 2

2.2 Rehablitation and Resettement Action Plan 3

2.3 Independent Review of EtAs, EMPs and RAP Documents 4

3.0 Institutional and Legal Setting 4

3.1 InstItutional Setting 4

3.2 Legal Setting 4

3.3 Status of Clearances 54.0 Community Consultation 5

4.1 Plans for Continued Partiopation 7

5.0 Seection of Altematives 75.1 Seection of Altematve Bypass Alignments 7

5.2 Vith & WIthour PNtect Alternmatives 7

6.0 Baseline Environmental Status 86.1 aimate 86.2 Natural and SBiophysic Environmental 9

6.3 Land Environment 96.4 Construction Materials 10

6.5 Noise 106.6 Terrestnial Ecosystem 116.7 Aquatc Ecosystem 11

6.8 Human Use Values 117.0 Impact Assessment 11

7.1 CDImate 11

7.2 Natural and Biophysical Environment 117.3 Land Environment 12

7.4 Construction MateriaLsWConsumption of Natural Resources 137.5 Noise 147.6 Terrestrial Ecosystem 14

7.7 Aquatic Ecosystem . 147.8 Human Use Values 14

8.0 Avoidance and Mitigation Measures 149.0 Standalone Environmental Management Plan 18

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EA Process Summaryfor Allahabad Bypass of NH-2 0 10.0 Environmental Budget 1o

11.0 Implementation Arrangement, Training and Reporting 18

11.1 EMP Implementation Arrangement - 18

11.2 Training 19

11.3 Additional Training 19

11.4 Performance Indicators 20

11.5 Monitoring Plan for Environmental Conditions 20

11.6 Reporting 20

12.0 Resettlement Acion Plan 20

12.1 Support Principles for Different Categories of Impacts- 20

12.2 Overview of Project Affected and Displaced Families in the Project Area 21

12.3 RAP Implementation Process 22

12.4 Training and Awareness Programs 24

12.5 Income Restoration Plan 25

12.6 Monioring and Evaluation 26

T'able 1: Summary of Relevant Legal Requirements Considered for this Project and Responsible Institution 4

T'able 2: Statutory Clearances Obtained/Applied by PIU, NtAI 5

Table 3: Major Issues raised dudng Public consultations and Addressal of the Isues 6

Table 4: 'Wdh and Without" Project Scenarios 8

Table 5: Ambient Air Quality at Selected Locations along Bypass Alignment 9

'Cable 6: Summary of Surface Water Bodies Crossing Allahabad Bypass 9

'Cable 7: Noise Levels along Proposed Bypass Alignment in Leq dB (A) 10

Table 8: Mitigation IMasures for Identified Impacts 15

'rable 9: Summary Budget for Environmental component of Allhabad Bypass Projet 18

Trable 10: Detailed Training Program 19

rable 11: Action Plan for Land Acquisition for Allahabad Bypass 22

Table 12: District Wise Distribution of Households and Projected Families Eligibe for Income Restoration 25

rable 13: Budget for Resettlement and Rehabilitation Activities 26

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EA Process Summary ofAtlahabad Bypass of NH-2

ENVIRONMENTAL ASSESSMENTPROCESS SUMMARY

1.0 Background of the Project

India has embarked on a 10-year highway transportation improvement program. The National HighwaysAuthority of India (NHAI) is the nodal agency coordinating the implementation of National HighwaysDevelopment Project (NHDP) comprising the Golden Quadrilateral (GQ), North -South and East-Westcorridors. The proposed Allahabad Bypass is a part of Delhi-Kolkata stretch of GQ, and a part of its consultancypackage III on NH-2. The 'Package IIF of NH-2 has a total length of 202 km, which, starts from Khaga (Km115) and ends at Varanasi (Km 317). Package III has been divided into three contract packages, i.e., 43km long'Package III A', Khaga - Kokhraj (km 115-158); 84.708 km long 'Package III B', Allahabad bypass; and 72 kmlong 'Package III C', Handia - Varanasi (km 245-317). The proposed Allahabad Bypass (package III B) hasbeen further sub divided, into three construction packages as described below:

Packages Section (km) Length (km)Package HII B (i) ABP- I Gang BridgeAllahabad Bypass (km 163.267-164.280) 1.013(84.708 km) (ii) ABP-2 (kml58-163.267 and km 164.280-

198.000) 38.987

(iii) ABP-3 (km 198.000 - 242.708) 44.708

1.1 Project Description

The select route of proposed Allahabad bypass comprises 2 km strengthening and widening of existing NH-2(km 158- 160) and 0.608 km at the end. In between, the bypass follows new RoW.

Bypass takes off from existing NH-2 at km 160 near Kokhraj village and ends at km 242.708 before kilometerpost 245 of existing NH-2. The bypass has been designed as access controlled toll road with provision ofparallel service roads. Specifications of RoW, carriageway, service road, shoulders, median etc. are givenbelow:

1. Right of Way (RoW) 70 m (general), 90 m (at high embankment locations,interchanges, toll plazas)

2. Carriageway

Main Road (each way) Present, 7.00 m; Ultimate (3-lane), 10.50 mService Road (each side) 5.5 m

3. Shoulder Width

Main Road Outer shoulder, 2.50/3.00 m; Paved, 1.50 m; Unpaved,1.00/ 1.5m (where warranted for Guard rail);Inner shoulder 1.50m; Paved, 1.00 m; unpaved 0.50 m

Service Road Outer shoulder 0.75 m; Inner shoulder, 0.75 m; -

4. Median Width

Toll Road Portion Present 9.00 m (excluding 2 x 1.5 m inner shoulder)Ultimate 5.00 m

Remaining Portion 3.00m

5. Fencing Height 1.8 m, Total length 75.75 km(ABP 11, 34.75km, ABP 111, 41 km)

Salient Features

Number of villages 110

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EA Process Summnary ofAllahabad Bypass of NH-2

Structures on RoWResidential structures 97 (including two residential cum commercial structures,

one Panchayat office and one Police station)

Commercials 2 Brick kiln, I Pettrl pumpReligious structures (Shiva Temple) 4Drinking Water Resources Tube wells/ Hand pumps 37; Wells, 23;

Pump house 13Over Pass 8Under pass

Pedestrian 7Pedestrian cum Vehicular 32

Railway over bridges (RoB) 3RoB combined with grade separator IRest Area (at km 203) 1Cross Drainage structures (CDS) Total 127

Culvert on Rivers/Streams/Marshy land 33 (including 9 bimdges)Culvert on canals 33 (including 10 bridges)Other cross drains 61

2.0 Methodology

The project, as per the relevant legislation of the Govemment of lIdEa (Gol), is subject to a clearance from theministry of Environment and Forests (MoEF) on account of the possible adverse environmental impacts(includes impacts on land use, natural drainage and affected peqple also). As per the World Bank (WB)Operational Directives/Policies/Guidelines, given the potential direct, induced and cumulative magnitudes ofenvironmental and social impacts, the project attracts provision of (i) OP/BP/GP 4.01: EnvironmentalAssessment, (ii) OP 4.12: Involuntary Resettlement, and (iii) BP 17.50: Disclosure of Operational Information.

During the process of project preparation various inter-linked studies were conducted in which environmentaland social impact assessment are of significance. These cover evaluaion of the impacts of the project on naturalhabitats, cultural properties and indigenous people. As a part of EIA/SIA study community consultation wasconducted and demand/ suggestion made by the local people was incorporated to the extent possible in prjectdesign. Separate EMPs and RAPs were prepared. The emphasis in the project was in integration of themitigation measures into the project design and mainstreaming environmental and social concerns in all stagesof planning, implementation and operation.

The EIA, EMP and RAP have been subjected to a review by independent consultants as the project has beencategorized as category 'A' project due to its cumulative magnitude of social and environmental impacts.

2.1 Environmental Assessment Process Adopted

Incorporation of Environmental considerations into the project planning and design has been taken up as anintegral part of the project preparation. The major steps in EA process that have been adopted for this project arepresented below:

2.1.1 Environmental Screening

The feasibility study incorporated a social and environmental screening. In the screening stage all environmentaland social aspects of bypass were identified. The impacts or various environmental and social aspects were alsoconsidered in project influence area. Informal local level public consultations were held during screening toassess likely impacts on project influence area (PIA). Based on sreening, EIA was focused on potentiallysignificant environmental issues.

2.1.2 Environmental Impact Assessment and Management Plans

The detailed designs of bypass alignment have been closely coordinated with the preparation of EnvironmentalImpact Assessment Study. The EIA preparation led to identificatior of potential environmental hotspois andtheir feasible remedial measures (including avoidance, mitigation and enhancements) that were made a part ofenvironmental management plan.

.2.

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EA Process Summary ofAllahabad Bypass of NH-2

2.1.2.1 EIA Process

It consists following steps:

1. Study of Baseline status: The potentially affected area was defined and the baseline conditions weredocumented.

11. Assessment of Potential Impacts: Potential significant impacts were identified on the basis of ananalytical review of baseline data, and the scope ofthe project.

Ill. Community Consultation: Consultations with concemed officials, agencies, potenlially affectedpersons and communitics and various other stakeholders continued through the prtSct-preparationphase, and will continue as the project is implemented. The issues rose by the comrmnities and thevarious stakeholders were incorporated, as far as possible, in the design and consnition/operationplan of the project.

IV. Integration of Environmental Assessments in the Design Process: The design and drcision-makingprocess integrated environmental and resettlement and rehabilitation issues and prompted the earlyidentification of appropriate action.

V. Assessment of Alternatives: The EA is made on the selected alignment but altemativs of RoW werecontinuously assessed throughout the process. A more formal assessment was also undertaken as a partof the environmental assessment process, including the assessment of the "No Action' altemative.

VI. Mitigation & Enhancement Measures: Mitigation measures were delineated for each ef the potentialsignificant negative impacts. Positive actions to not only avoid adverse impacts, but X capitalize onopportunities to correct cnvironmental degradation or improve environmental conditions weredetermined.

VIl. Environmental Management Plans: The EMP detailed out the measures to be taken for theimplementation of the various measures proposed. This includes the monitoring plan and gives detailsof the implementation arrangements and budget.

2.2 Rehabilitation and Resettlement Action Plan

A. Social Impact Assessment: To prepare the RAP, social impact assessment had becn carried out onthe basis of primary data collected, consultation with the stakeholders and information fromsecondary sources. Socio-economic baseline survey was conducted, including on the socio-economicand demographic profile of the affected communities. An understanding was deveoped about thephysical, social, economic, and cultural set-up in the project influence area.

B. Resettlement and Rehabilitation Action Plan

1. Verification exercise: Strip plans of the project road and the details of RoW were collected. The legalboundaries of the RoW provided the basis for identifying and enumerating the number of projectaffected persons. The verification exercises and consultations have largely helped to rnodify the design,thus minimizing negative impacts. Accordingly the strip maps were updated. Also the PAPs (as permodifications in the designs) were identified and considered for further surveys.

I. The census: A census was carried out to ensure that all impacted persons are identified so that theentitlements could be worked out and budgeted. The census was conducted through door-to-doorpersonal interviews. All persons and families located within the Corridor of Impact (Col) wereenumerated. The census also collected information on assets and livelihood of the PAPs and PAFs, andrecorded likely impacts on such assets and livelihood.

Ill. Soclo-economic baseline survey: A socio-economic survey was conducted on 25% of the PAPs toprovide a database to develop indicators for the monitoring and evaluation of the RAP. Selection of thestratified samples was based on of the categories of losses.

IV. Entitlement Framework: The entitlement framework was derived entirely from the NHAI's R&RPolicy and as per the World Bank Guidelines.

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EA Process Summary ofAllahabad Bypass of NH.2

V. Community Consultations: Consultations were undertaken to disseminate information about projectto the potentially affccted people. and to incorporate their views and suggestions in the RAP as well asthe design. Consultations were carried out at v-arious levels, at villages level and district levels (focusgroup discussions), and the state level (public hearing and the stakeholders' consultations).

Different social groups were consulted based on the sample size decided for the socio-economic surveys. Focusgroup discussions were held with women, SC, ST and other vulnerable group. This enabled the RAP to besuitable to the needs of the community and the impacted groups.

At the district level, consultations were to build awareness amongst, and enlist support'from the people,govemment agencies and the NGOs. At the state level, consultations were held with key project stakeholderssuch as the Allahabad Development Authority, Revenue Department, the State Planning Board and severalexperts, on various related issues.

2.3 Independent Review of ElAs, EMPs and RAP documents

The independent consultants* carried out a review and finalized the EIA, EMP and RAP reports with additionalinputs, as was required with respect to the deficiencies identified, and ensured that these meet the relevantWorld Bank requirements, are in compliance with the environmental and social safeguards, and are consistentwith Category A projects. Further, it was confirmed that the EA/SA has been carnied out in an acceptablemanner, and has been able to influence the project design by mainstreaming the key environmental and socialissues'.

3. Institutional and Legal Setting

3.1 Institutional Setting

The NHAI is mandated to implement the NHDP comprising 13000 km out of 30,000 km National Highwaynetwork in India within 2011. The NHAI is created as a corporate body, to work as a facilitator and supervisorto the various responsible agencies, such as consultants, contractors and NGOs. The overall responsibility forimplementation is vested with the PlUs established at the project locations for each project packages consists ofone project director, and two managers (one Technical cum Environmental and other one for R&R). PIU worksin close association with local communities, NGOs, and district level comnmittees in various stages ofimplementation of the project.To assess, advise and monitor the environmental performance of the various projects being executed by theNHAI, an ESDU has been established at the Corporate Office of the NHAI. The General Manager(Environment), who is assisted by a Deputy General Manager (DGM) and two managers - one each for theEnvironmental and Resettlement aspects, heads ESDU. The ESDU works in close interaction with theenvironmental managers at the various PlUs.

.3.2 Legal Setting

The project would need total statutory clearances from Govemment of India and Govemment of Uttar Pradeshdetail of which are described in Chapter 3 of EIA report. The applicability of Acts and Rules to the Allahabadbypass project has been summarized in the Table 1.

Table 1: Summary of Relevant Legal Requirements Considered for this Project and Responsible Institution

Act Year Objective Responsible ApplicabilityInstitution to Project

Environmental (Protection) Act 1986 To protect and improve the MOEF, DOF, Yesoverall environrment. CPCB, UPPCB,

Notification on Environment Impact 1994 To provide environmental MOEF, DOF, YesAssessment of Development Projects clearance to new development CPCB, UPPCB(and amendments) (referred as the activities followingNotification on Environmental environmental impactClearance; Annexure I in EIA assessment.Report) I I I_I

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Act | Y'ar Objective [Responsible ApplicabilityInstitution to Project

Water (Prevention and Control of 1974 To control water pollution by UPPCB YesPollution) Act (and subsequent controlling discharge ofamendments) pollutants as per the

prescribed standards

Air (Prevention and Control of 1981 To control air pollution by UPPCB & YesPollution) Act (and subsequent controlling emission of air Transportamendments) pollutants as per the Department.

prescribed standards

Public Hearing notification of 1997 To Provide procedure of UPPCB. YesMOEF of 1Q1h April, 1997 public hearing

National Highways Act 1956 To acquire land NHA I Yes

Wildlife (Protection) Act 1972 To protect wildlife in general Wildlife Division, Noand particular to National ForestsParks and Sanctuaries Department,

GOUP

Ancient Monuments and 1938 Conservation of Cultural and Archaeological NoArchaeological Sites and Remains historical remains found in Survey of IndiaAct. India and State

Department ofArchaeology

3.3 Status of Clearances

The present status of the statutory clearances for the over all project work are described in Table 2 below.

Table 2: Statutory Clearances Obtained/ Applied by PIU, NHAI

Si. Clearance Required Statute under which Clearance Statutory Authority Current Status ofNo for Is required Clearance/ Consent

I. No objection Environmental Impact Uttar Pradesh Pollution Obtainedcertificate for the Assessment Notification, Control Boardover all activities 1994 issued under

Environmental ProtectionAct, 1986

2. Withdrawal of Environmental Protection Uttar Pradesh Ground ObtainedGround Water for Act, 1986 Water Departmentconstruction

3. Sand Mining from Environmental Protection Uttar Pradesh Irrigation Obtainedriver bed Act, 1986 Department

4. Environment Environmental Impact Ministry of AppliedClearance Assessment Notification, Environmental and

1994 issued under Forest, GOI, New DelhiEnvironmental ProtectionAct, 1986

5. Felling of trees Conservation of forests Uttar Pradesh State Appliedfrom RoW of Act, 1980 Forest Departmentexisting NH-2

4.0 Community Consultation

Public participation and community consultation has been taken up as an. integral part of social andenvironmental assessment process. Consultation was used as a tool to inform and educate the people about theproposed project. It assisted in the identification of the problems associated with the project as well as therequirements of the affected population.

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The public consultation carried out at the Screening, Feasibility and Social/Environment Assessment stages ofthe project. Public consultation were hield at v iliage levels (conducted in 110 villages), District level (conductedin all 3 districts), State level (iheld at Allahabaid). Different techniques used for public consultation were door-to-door personal interviews (conducted throughout the project corridors), public meetings, and focus groupdiscussions (6 different focus groups were consulted), and consultation with experts and NGOs working in thearea. Additionally, various stakeholders were consulted separately. As per the MoEF guidelines,, state levelpublic hearing also was conducted. At all these consultation sessions, various issues were raised with regard toenvironmental conservation and protection, as well as social impact dimensions of the project. Table 3summarizes the issues raised during Public Consultation and actions taken to comply them:

Table 3: Major issues raised during Public consultations and Addressal of the Issues

SI.No. Suggestions/ Demands of Participanits Compliance/Incorporation in Project Design1. The project alignment should avoid Alignment has been fixed in such a way that it does

settlements, community assets, trees and not pass through major settlements, communityorchards assets, i.e., major water bodies, religious/historical

places, commercial structures, educationalinstitutes etc.

2. Efforts should be made to prevent loss of Loss of livelihood would be compensated in termslivelihoods of development based employment generation and

occupation sustainable in local social -environmental context

3. Community assets should be Relocation/ replacement of community assets, i.e.,replaced/relocated in consultation with hand pumps, wells, temples, schools etc. arelocals planned through community consultations

4. Free flow of village bound slow traffic Service road on both sides has been designed.along cross roads, cart tracks should be Adequate road crossings have been provided.maintained These include 8 overpasses, 39 underpasses, 3

RoBs and I RoB combine with grade separator.5. Accessibility should be provided from SH Interchanges has been designed for SH-7, SH-38,

crossings, ODR, MDR and major village SH-9 and crossings at km 217 and 242.30roads

6. Compensation of land should be paid as Market value of land has been assessed accordinglyper the market value and it should be compensation has been fixed.disbursed timely Speedy and fair disbursement mechanism

suggested in the RAP7. Adequate cross drainage structures should Total 127 numbers of cross drainage structures

be provided along bypass alignment to have been designed. All flowing water bodies (66avoid water logging numbers) are retained providing bridges/culverts.

Additional 61 numbers cross drainage structures(CDS) are designed at average distance of 667 m.Cross drainages have been designed to handle 50-years Peak Flood level. In addition, to drain theroad surface side and median drains are designed.Calculation of discharges and size of the drains hasbeen made as per IRC: SP: 42-'Guidelines on roaddrainage'.

8. Emissions from road works, higher traffic Appropriate precautionary measures suggested involume etc. would deteriorate the air EMP. Contractor will maintain all machinery andquality vehicles in good conditions. However, air quality

prediction indicate that levels will be within thepermissible limits of CPCB standard set forresidential area up to horizon year 2036.

9. Special measures to be taken to improve All the relocated community properties will haveenvironmental quality environmental enhancement measures like

provision seating chairs and plantation aroundrelocated temples, washing platform at the edge ofthe well etc. More over, landscaping throughroadside tree plantation has been suggested inEMP. Mostly native trees species selected forplantation.

In assoclation with


4.1 Plans for Continued Participation

It is essential to involve communities and affected persons in the process of implementation for successful andtime bound implementation of RAP as well as EMP of the project. Additionally for disclosure of projectinformation to the community, the project documents will be displayed at the public places, with unrestrictedaccess.

4.1.1 Information Disclosure

The EIA, EMP and RAP documents will be disclosed at several locations, for the benefit of the interestedcommunity and the stakeholders. The following are the components of disclosure of project information.

* The NGOs involved in implementation of the RAP will organize public meetings and will appraise thecommunities about the progress in the implementation of R & R works

* There will be Grievance Redressal Committees (GRCs) for each district. The PAPs will be associated withsuch committees (each of the committees will include representative of the PAPs)

* The resettlement sites, and other amenities and facilities to be made available to the PAPs will be decided inconsultation with the communities

* The NGOs will organize public meetings to inform the community about the compensation and assistanceto be paid. Regular update of the progress of resettlement component of the project will be placed forpublic display at the PIU office

* All monitoring and evaluation reports of the environmental and R & R components of the project will bedisclosed to the public.

4.1.2 Continued Participation

Moreover, the project has planned for continued community consultation and participation. NGOs will play avery important role in this process. NGOs will be responsible to ensure that all grievances of the_community/individuals are solved, and communities are consulted periodically at regular intervals in variousstages of the project, i.e., implementation, monitoring and evaluation of EMP and RAP suggested measures.

5. Selection of Alternatives

Over a period of time traffic volume has increased many fold on National Highway -2 and one encounters acutetraffic congestion within city of Allahabad. The reason for intensified traffic in Allahabad city is besides NH-2,four other major roads that are connecting major cities and other district head quarters are also merging to thistown. As per the latest traffic census, 42.3 % of traffic on NH-2 within the Allahabad city is through traffic. Dueto the increased traffic and restricted width of carriage way average operative speed on NH-2 in Allahabad townis 10 kmph. In order to achieve higher operative speed for 'through traffic' in future years, three options wereexplored i.e., widening the existing NH-2 to four lanes; construction of elevated structure above the existingNH-2 carriageway; and construction of bypass. Bypass to the city was found to be the most viable option.

5.1 Selection of Alternative Bypass Alignments

Seven altemative alignments to bypass the Allahabad town were considered. A separate study was under takenand a report named, as "Selection of Altematives" was prepared for finalizing the bypass alignment. This reporthas been submitted to the World Bank and accepted by them. Among seven, one alignment (ASI) was onsouthem side, five (AN I through AN5), were on the northem side of Allahabad Town and the seventh one waselevated structure with four lane above the existing National Highway within Allahabad town. Thesealtematives were assessed by a weighted marking scheme, the weights were allotted to various factors whichcould influence the choice i.e., capital cost, scope of future widening, land acquisition, user cost, impact onenvironment, suitability of alignment etc. Based on the evaluation, altemative 'AN-4' was found to be the mostviable option. The map showing all altemative alignment is given in Figure 2. The select alignment (AN4) ofbypass was adopted for detailed DPR.

5.2 With' & 'Without' Project Alternatives

At present Allahabad District Authority controls the traffic in peak hours, 10 am to evening 6 pm adopting 'NOEntry' regulations for Heavy Vehicles to the city. As more development is coming up in the region, trafficvolume on NH-2 is growing rapidly, and there is no feasible altemative highway for the through traffic to

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bypass the city. The already critical situation will only be exacerbated in a "no-project" scenario. The existingunsafe conditions and the advcrsc cnvironmcntal consemnces (in terms of cnvironmental quality along theexisting NH-2, particularly, air and noise pollution within ihe town) would continue to worsen in absence of theproposed Bypass. Table 4 brings out on a comparative analysis of the 'Bypass' for both 'with project' and'without project' scenario.

Table 4: "With and Without" Pro-ect ScenariosComponent "With" Project Scenario "Without" Project Scenario

Carriageway Bypass will have divided four (present) I Six-lane Two-lane highway with poor geometric.(ultimate) carriageway with geometricimprovements

Speed 100 km/h on bypass 10 km/h on existing NH-2 withinAllahabad city

Traffic Bypass will greatly relieve congestion within town Congestion in Allahabad town due toCongestion as through traffic will not enter the city. Hence, mixing of local, pedestrian and through

local traffic will get greater speed within city. traffic.

Pedestrian Bypass will be access control and for local people Pedestrian Safety an issue of majorSafety service roads will be there. concem within the town specially

congested sections, near educationalinstitutes/ offices/ health centers.

Environment Bypasses will improve environmental quality within Poor due to congestion and high emissional Quality the city due to lowered pollution levels and relieving levels because of slow movement of

of congestion. traffic. A further deterioration is expecteddue to increase in traffic volumnes andfurther congestion-within the city.

No Relief from 'No Entry' regulation. Lesser time and Delay in transportation of goods and lossregulated fuel consumption for easy and fast movement on of valuable time of transport peoplehours for bypass. because of 'no entry' regulation totraffic Allahabad city during peak houms Trafficmovement congestion and increase air and noise

pollution after 'No entry' hours becauseof sudden flux of vehicles that waswaiting outside the city.

Better Major towns like Kanpur and Varanasi will be Delay in transportation of goods and lossconnectivity approachable in lesser time without entering the of valuable time of transport people

congested Allahabad city. Moreover, better because of 'no entry' regulation toconnectivity to the region because of service roads. Allahabad city during peak hours and

lower speed within the city, increase inair and noise pollution level.

Wayside Rest area is proposed on bypass where necessary Not of adequate standards, quality andfacilities amenities like eating places, recreation, motels number.

highway patrol, public telephones, and medicafacilities will be available.

Developme Higher potential for development in this region due Development activities will be greatlynt to improvement in access and consequent increase hampered by the inadequacy ofpotentials in connectivity connectivity.

Therefore, the "no-action" altemative is neither a reasonable nor a wise decision for the proposed project, as itwould amount to failure to initiate any further improvements, hamper development, and will worsen the qualityof environment within the city.

6. Baseline Environmental Status

6.1 Climate:

The Allahabad bypass project is located in the humid sub-tropical region with marked monsoon effects. Theclimate is distinguished by three distinct seasons, i.e., hot summer (from April to June), warm humid rainyseason (from July to September), and cold winter (from November to February). October and March constitute

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EA Process Summary ofXAllahabad Bypass of NH-2

the transitional months between rainy and winters and summer seasons respectively. The temperature-variesfrom extreme high i.e., 470C in summcr to as low as 4°C in winter. The annual average temperature is around27°C. The average wind speed of this arca is in the range of 4-5 km/h. The yearly average rainfall in the projectarea is about 89 cm of which over 90% occurs during the rainy season. The average relative humidity is 64%and maximum is 90%.

6. 2 Natural and Biophysical Environment

6.2.1 Air: Ambient Air Quality along Allahabad Bypass Alignment are given in the table below:

Table 5: Ambient Air Quality at Selected Locations along Bypass Alignment

Location I SPM RPM NOx SO2 CO PbMuratganj (Starting of 289.4 86.0 63.7 4.1 375 0.15Bypass)

SH-38 Crossing 269.8 166.1 74.1 4.1 228 0.12SH-9 Crossing_ _ 134.3 102.50 43.5 3.2 1 342 0.10SH-7 Crossing 310.7 188.9 -89.1 5.0 I 390 0.30Malaka at Chaniage 211 107.40 93.6 47.6 3.2 342 0.14Handia (End of Bypass) 152.9 92.0 37.9 1.8 250 0.19

Source: DPR Consultants Survey, All values are in ug/m

6.2.2 Hydrology and Drainage: The proposed bypass is passing through almost a flat terrain. Slope of thearea is from northwest (kml58, Kokhraj) to southeast (Km 245, Handia) with an avenge gradient of 16 cm/Km.

a) Surface Water: The proposed bypass alignment is crossing numerous streams, drains, canals and three riversnamely Ganga, Doab and Mansaita. Following Table gives the summary of water bodies located along theproject routes.

Table 6: Summary of Surface Water Bodies Crossing Allahabad BypassSl.No. I Water Body Numbers

I. Canals 32

2. Rivers 03

3. Streams, Natural Drains, Marshy lands 30_ _ _ _ _ etc.I _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

b) Ground water: There are 26 water tanks, 26 pump houses, 37 hand pumps and 44 wells are coming on thealignment. In general the ground water table of the study area varies between 10-15m. The water table alsovaries in various seasons.

The quality of water is by-and-large acceptable except for alkalinity and hardness for some bore wells and ahigh TSS has been observed in all the three rivers i.e., Ganga, Doab, and Mansaita rivers (320, 195 and 190 ppmrespectively).

6.3 Land Environment

6.3.1 Geology/Physiography: The project area is geo-morphologically a part of the Ganga plain. It has 400-1500m deep alluvial covers. The base in the project area is quite deep, probably more than 1000-4000m belowthe ground. The slope of the area is from northwest (Km 158, Kokhraj) to southeast (Km 245, Handia) with anaverage gradient of 16 cm/km. Thus, the project area of the proposed bypass is almost a flat terrain.

6.3.2 Seismicity: The entire length of Allahabad bypass falls in Zone 11 with a seismic coefficient of 0.02 asindicated in IRC-6-1996 clause 222.3 and appendix 5 of IRC of IRC 78-1979.

6.3.3 Soils: The Allahabad bypass area as a whole is the alluvial plain of Ganga river. In general the soil isalluvial, pale brown to whitish in color and loam to sandy loam in texture (sand 40-45%, silt 28%, and clay27%). The soils are neutral to moderatcly alkaline with accumulation of calcium in the form of lime at varyingdepths and sizes.

6.3.4 Soil Erosion: Soil erosion Is not a prominent feature in project influence area.

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6.3.5 Land use: Proposed bypass alignment is passing through predominantly rural agricultural land, withscattered community water bodies, orchards, villages etc. It is not affecting any major human settlements. Only97 village households are getting affected. Total land required is 781 ha. Out of which, 80 percent is cultivatedland, about 7-8 percent is fallow land, and balanced 2-3 percent is water bodies.

6.4 Construction Materials

6.4.1 Fill Materials: Total 14.073 million cum of fill materials axe required for this project. Which will bepartly filled by earth from identified borrow pits and rest will be met by fly ash from Unchhahar Thermal PowerPlant.

a) Borrow Pits: Borrow pits are identified within 100 - 600m from the RoW. Based on the total requirementand availability of each soil type, estimates of soil quantity to be obtained from each of the borrow areas wereworked out in accordance with the National Standards, recommended by the Indian Roads Congress (IRC).Total 4.4 million cum of earth will be available from these borrow pits.b) Fly Ash: Balance quantity of fill materials, 9.63 million cum will be met from Firoz Gandhi UnchhaharThermal Power Station.

6.4.2 Quarries and Crushers: Total 1750,000 cum of stone & aggregates and 290,000 cum of sand will beentire Allahabad bypass project. The potential quarries identified for the Allahabad bypass project are Dalla,Birohi, Kabrai, Banda and Shankargarh quarries for obtaining sand and aggregates. These are UPPWD approvedquarries by and already in operation with the required environmental clearances. No new quarries have beenproposed for this project.

6.4.3 Water: Total 2222680 cum of water will be required for the project (including earthwork, concrete workand drinking/ house hold use of water for labour and construction camp). The required water would be extractedfrom ground water source by dedicated bore well separately bored for this project.

6.5 Noise

The noise levels at start and end point of bypass have been found to exceed the prescribed limits due to heavytraffic. But at rural locations the day and night 'Leq' values are wdl within the stipulated limits of CPCB forresidential areas. A variation of more than 5 dB (A) to 10-dB (A) was observed at the monitoring locationsbetween the day and nighttime noise levels. The values arrived for day and night from the measured noise levelsat an interval of I minute at various locations along the project route presented below:

Table 7: Noise Levels along Proposed Bypass Alignment in Leq dB (A)

Day Time (6:00 am to 9:00 p.m) Night Time (9:00 pm to 6:00Location PM) Std.

__________ Max. Min. Avg. Std. MaL Min. Avg. lMuratgaunj(Stating of 82 55 65 55 75 52 67 45Bypass)lNear Ganga River 52 41 44.3 55 46 37 42 45Chainage No.164 4642 4Doab River 56 42 40.7 55 48 40 45 45Chainage 166Malak Balau at Chainage 184 60 47 52 55 49 39 45 45

SH-38 crossing 81 58 67.5 5 67 | 4 5 45Saraifateh 65 52 1 60 55 53 | 42 46 45Sh-9 crossing 97 67 77.6 55 77 1 52 53 45SH-7 crossing at 83 5 I 9 5 6 4 5Chainag_216 8 56 69 55 68 44

Malaka Village at 58 46 51.8 5 48 35 42 45Chiainage~j 21 _ 8 {4 5 48 ____

Handia (End of 84 I 56 648 55 72 50 60 45

Source: DPR Consultantsfield survey

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6.3.5 Land use: Proposed bypass alignnicnt is passing through predominantly rural agricultural land; withscattered community water bodics. orch;irds. v illacs cetc. It is not affecting any major human settlements. Only97 village households are getting affccted. lTotai land required is 781 ha. Out of which, 80 percent is cultivatedland, about 7-8 percent is fallow land, and balanced 2-3 percent is water bodies.

6.4 Construction Materials

6.4.1 Fill Materials: Total 12.135 million cum of fill materials are required for this projecL Which will bepartly filled by earth from identified borrow pits and rest will be met by fly ash from Unchhahar Thermal PowerPlant.

a) Earth: 5.403 million cum of earth is required for Allhabad bypass project. DPR'consultants have beenidentified within 100 - 600 m from the RoW on the both sides of it. Based on the total requirement andavailability of each soil type, estimates of soil quantity to be obtained from each of the borrow areas wereworked out in accordance with the National Standards, recommended by the Indian Roads Congress (IRC).Total 4.4 million cum of earth will be available from these borrow pits .Contractors have to identify borrow pitsfor the residual amount of earth.

b) Fly Ash: Balance quantity of fill materials, 6.732 million cum will be met by the fly ash from Firoz GandhiUnchhahar Thermal Power Station.

6.4.2 Quarries and Crushers: Total 1770,000 cum of stone & aggregates and 650,000 cumn of sand/ fineaggregate will be required for entire Allahabad bypass project. The potential quarries identified for theAllahabad bypass project are Dalla, Birohi, Kabrai, Banda and Shankargarh quarries for obtaining sand andaggregates. These are UPPWD approved quarries by and already in operation with the required environmentalclearances. No new quarries have been proposed for this project.

6.4.3 Water: Total 2382,680 cum of water will be required for the project (including earthwork, concrete workand drinking/ house hold use of water for labour and construction camp). The required water would be extractedfrom ground water source by dedicated bore well separately bored for this project.

6.5 Noise

The noise levels at start and end point of bypass have been found to exceed the prescribed limits due to heavytraffic. But at rural locations the day and night 'Leq' values are well within the stipulated limits of CPCB forresidential areas. A variation of more than 5 dB (A) to 10 dB (A) was observed at the monitoring locationsbetween the day and nighttime noise levels. The values arrived for day and night from the measured noise levelsat an interval of I minute at various locations along the project route presented below:

Table 7: Noise Levels along Proposed Bypass Alignment in Leq dB (A)

Location Day Time (6:00 am to 9 :00 p.m) Night Time (9:00 pm to 6:00 pm) Std.Max. I Min. Avg. Std. Max. Min. Avg.

Muratgaunj(Starting of 82 | 55 65 55 75 52 67 45

NYP . 1)Near Ganga River 52 41 44.3 55 46 37 42 45

Doab River 56 42 40.7 55 48 40 45 45Chainage 166 tChainake 184 60 47 52 55 49 39 45 , 45SH-38 crossing 81 58 67.5 55 67 45 55 45Saraifateh 65 52 60 55 53 42 46 45Sh-9 crossing 97 67 77.6 55 77 52 53 45

SH-7 crossing at 83 56 69 55 *68 44 55 45Chainage 216 I_ _ __ _ _ _ _ _ _ _

Malaka Village at58 46 51.8 55 48 35 42 45

Chainage 21 1 _______

Handia (End of 84 56 64.8 55 72 50 60 45Bypass) _ _ _I

Source: DPR Consultants field survey

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EA Process Summary of 3 Allahabad Bypass of NH-2

6.6 Terrestrial Ecosystem

6.6.1 V'egetation and Habitats: 'rhe study area is predominantly cultivated land interrupted by scatteredhuman settlements with cluster of thatched houses, orchards and common native trees. Narrow strip of grassesare encounter at the riparian zone of the river Ganga/ other flowing water bodies.

Crops in the fields are the predominant features of the study area. The agricultural lands through which bypassalignment passes are highly productive and give four crops annually.

A total of 3298 numbers of trees have been identified to be cut from the RoW. In which about 1046 fruit bearingtrees from the thirty affected orchards have been identified. The project-influenced area does not have anyforests land or endangered species of vegetation.The entire length of Allahabad bypass falls mainly under the administrative control of Kausambi and Allahabadforest divisions. No natural park, sanctuary, wild life reserves or reserved forests are present in near vicinity.The nearest wildlife sanctuary (Chitrakoot) is beyond 60 kms from the bypass alignmnent.

6.6.2 WVild Life: The wild fauna are negligible within the study area. Common native fauna like Neelgai,Hyaena, Jackal, Rabbit, Porcupine etc. are rarely encountered in village out skirts and in the bank ofrivers/streams. Total 33 varieties of animals (10 varieties of mammals, 7 varieties of reptiles and 16 types ofbirds) are enlisted from various secondary sources. None are endangered/ vulnerable/rare species except Pavocristatus (Peacock), the national bird of India, which is one of the common bird species found in this area.

6.7 Aquatic Ecosystem

The ecological status of the existing surface water bodies including Ganra indicate that oligotropic tomesotropic in nature, average productivity ranges from 1800-6900 calories/ m /day) as per the secondary datacollected from CICFRJ, Allahabad. Almost all the species of planktons recorded from these water bodies aremost common in clean water as well as in partially polluted freshwater contaminated by organic matter.Dominance and diversity of planktons indicates that organic pollutants do not enrich the water bodies. Large-scale commercial fisheries are lacking within the study area. The State Fisheries Department has recorded 15varieties of fishes and one variety of prawn from this area in which 10 varieties are commercially importantmajor carps. No endanger species recorded from any aquatic system of the area.

6.8 Human Use Values

Settlements: 781 ha of land are required for this proposed bypass in which 94 ha is Government land andbalance is private land, Few hamlets kind settlements are present on the RoW. No protected archaeologicalproperties or monuments along the bypass alignment are present. Four small temples are on the Row. Besides,six schools are also coming within the RoW.

7.0 Impact Assessment

The impacts have qualitatively been weighed on low, high or moderate based on level of impacts due to theproject during various stages i.e., planning and design stage, construction stage, and operation stage.

7.1 Climate

No change in the macro-climatic setting (precipitation, temperature and wind) is envisaged due to the project.The overall impact on climate of the region is not going to be significant and therefore has been categorized aslow.7.2 Natural and Biophysical Environment

7.2.1 Air: The area will be impacted by air pollution both during construction and operation stages. Majorimpacts are:

i) Dusts: Generation of dust is a critical issue and is likely to have adverse impact on health of workers inquarries, borrow areas and stone crushing units during Pre Construction and Construction Stages. This is a directadverse impact will last almost throughout the construction period.ii) Generation of Exhaust Gases: Generation of exhaust gases is likely during the pre-construction stage due tomovement of heavy machinery for clearance of the RoW for construction. High levels of S02, HC and NO, arelikely to be emitted from hot mix plant operations, and heating process during bitumen production. If adequate

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measures are taken, impacts from generated gases can be considerably reduced. In the Operation Stage themajor impact on air quality will be due to plying of vehicles.

The Mathematical model study has been carried out to predict the anticipated pollution load using CALINE-3.As SPM level is already high in some locations and its emission from vehicles will be minimal, thereforeparticulates are not modeled only CO and NO level have been assessed. The predictions have been carried outfor 2006, 2026 and 2036. As per the modeled study predicted CO values are well within the limits and NOxexceed the prescribed levels at start and end points of bypass.

7.2.2 Hydrology and Drainage:

a) Alteration of Drainage: The impact on the flowing water bodies will mainly during construction period forthe diversion of watercourses. This will cause constriction, increase velocity at the downstream of the bridgeand increase sediment load with the flow. However, the impact shall be restricted during construction period ofthe projectThe drainage pattern of the area has been studied and cross drainage structures have been provided to facilitatenatural drainage across the alignment. Therefore, the road design itself takes care of the cross-pavementdrainage and local flooding or water logging.

b) Increased Sedimentation and Degradation of Water Quality: Soil in the study area is alluvial type with ahigh silt composition, which will cause siltation of near by water bodies. Numerous irrigation canals that criss-cross the study area are unlikely to be subjected to run-off discharges because they have properly raised bermson their banks.

Degradation of water quality is also possible due to accidental discharges into watercourses from drainage ofworkers' camps and from spillage in vehicle parking and/or fuel and lubricant storage areas. Since the soil isalluvial and contains a large proportion of silt, percolation to underlying aquifer will be very fast. Therefore, anypollutant discharge may quickly percolate into the depths of the earth.

In the operation phase, there is little chance of degradation of water quality and the aquatic ecosystem duringnormal operations. The implications of accidental discharge are potentially disastrous. But, it must beemphasized that the probability of such an accident is quite low.

c) Loss of surface water bodies/ natural drainage: All the surface water bodies of the area like rivers,streams and culverts are retained providing culverts and bridges over them. Besides, 61 additional crossdrainage structures also will be provided along the natural depression across the bypass road to maintain thenatural sheet flow of water during rain. Therefore, it is expected that the proposed bypass would not have anysignificant influence on the drainage pattern of the area, Moreover this will also maintain the soil fertility on theland of either side of the alignment.

d) Groundwater sources: A number of groundwater sources-wells and hand pumps are located within the RoWproposed alignment will be lost for the bypass .The loss of these sources of drinking water would be a directnegative impact. However, the project envisages replacement of each source of water supply before removingthem. Therefore, the eventual impact of the proposed bypass construction may only be marginal.

e) Flood Hazard: The slope of this area is towards Ganga and all surface water bodies flow towards Ganga.The high embankment of the proposed bypass is parallel to the river Ganga will come as a bund at the middle ofthe continuous agricultural land. This will have significant effect on the drainage system of the area and willcause water logging and flooding of the area particularly north side of the embankment unless efficient crossdrainages are planned.

7.3 Land Environment

a) Physiography: The entire project area is flat and the main carriage way will be raised, therefore, there will bevisible and significant impact on physiography of the area, which is irreversible.

b) Seismicity: The entire length of Allahabad bypass falls in Zone II with a seismic coefficient of 0.02 as perBIS zoning map (IS:1893). Hence, the area is relatively stable. Road construction in this area will have littleimpact on its overall earthquake potential since no blasting is envisaged at the construction site.

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c) Soil: Loss of productive soil, albeit during the construction stage only, is envisaged at locations of workers'camps, stockyards, storage godowns etc. Provision has been made in EMP to ensure that no productive areas areused for these purposes. In any case, though it would be a direct impact, it would be reversible and low innature.

d) Soil Erosion: The soil in the study area is loam to sandy loam in nature, which is potential for erosion.Erosion will be exacerbated to denuding the soil. This will however be for the duration until the compensatoryafforestation and roadside turfing have matured No soil erosion is envisaged when the road is in operation as allthe slopes and embankments of the project road shall be stabilized through sound engineering techniques.

e) Compaction of soil: Compaction of soil will occur in the pre-construction stage (particularly during siteclearance stage) due to movement of hcavy machinery and vehicles, setting up of construction camps andstockyards. However, this is a short duration impact. Appropriate measures have been specified in theEnvironmental Management Plan to minimize the area of soil compaction.

I) Contamination of Soil: Soil contamination may take place due to moving vehicles or solid wastecontamination from the labour camp set up during pre-construction stage. The sites where construction vehiclesare parked and serviced are likely to be contaminated because of leakage or spillage of fuel, lubricants, asphaltor bitumen from construction vehiclc and hot mix plants. Refuse and solid waste from labour camps can alsocontaminate the soil. Unwarranted disposal of construction spoil and debris will add to soil contamination.Contamination of soil during construction might be a major long-term residual negative impact. Thiscontamination is likely to be carried over to water bodies in case of dumping being done near water body.

g) Change in Land Use: The fertile agriculture land coming within the ROW will be lost permanently and theland use in the bypass alignment will change permanently due to construction of road. During constructionperiod there will be temporary land acquisition for access road, for location of crushers, hot mix plants,construction camp materials and machinery storing yards and workers camp. The impact of temporary landacquired for the project will extend till the end of construction period.During the operational phase land use may change due to the ribbon development along the service road.

7.4 Construction Materials/Consumption of Natural Resources

7.4.1 Embankment filling materials

a) Earth from Borrow Pits: The borrowing of earth will be carried out in accordance to the guidelines laid outin IRC-10-1961, no major adverse impacts are anticipated. However, the borrow area pits, if not treatedproperly after the borrowing is complete, can form stagnant pools and pose health hazards. To prevent theseredevelopment of borrow areas need to be worked out.

Cartage of the borrow materials to the construction sites is of significance, as almost all such areas areaccessible through dirt tracks only and therefore, spillage and compaction of soil along these tracks will be asignificant impact. Proper protection measures need to be worked out for the minimising such impacts duringthe haulage of borrows materials.

b) Fly Ash: 9.63 million cum of fly ash will be transported in closed drum truck from Unchahar to project site.Cartage of the fly ash to the construction sites is of significance; the average distance from Unchahar to middleof bypass is 80 km. Concrete road may not be available through out the transport route. Certain stretch of thealignment may be accessible through dirt track and therefore, spillage and compaction of soil along these trackswill have significant impact. Proper protection measures need to be worked out to minimise such impacts duringthe haulage of fly ash. Major environmental concerns of use of fly ash in embankment are listed below:

I. contamination of groundwater and surface water due to leaching of heavy metals and ionic solutionscontaining calcium, sulphate, magnesium, sodium, potassium, and silicate from the fly ash

2. spillage of excess water from moist fly ash during transportation or after dumping on the embankmentmay contaminate nearby surface waters or groundwater

3. if the fly ash delivered to the project site is too wet, it need to be dried by aeration and exposure to Suntill the moisture content is acceptable for compaction. During such handling and also after placing onembankment, if the fly ash surface is dried up completely, it will pose dust problem

4. Fly ash embankment is prone to severe erosion by runoff and high winds, if left unprotected may causedust as well as water pollution

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EA Prcess Sunmary ofAllahabad Bypass of NH-2

c) Soil: Loss of productive soil. albeit during the construction stage only, is envisaged at locations of workers'camps, stockyards, storage godowns etc. Provision has been niade in EMP toensure that no productive areas areused for these purposes. In any case, though it would be a direct impaet,, it would be reversible and low innature.

d) Soil Erosion: The soil in the study area is loam to sandy loam in natiwe, which is potential for erosion.Erosion will be exacerbated to denuding the soil. This will however be for6e duration until the compensatoryafforestation and roadside turfing have matured. No soil erosion is envisaged when the road is in operation as allthe slopes and embankments of the project road shall be stabilized through ound engineering techniques.

e) Compaction of soil: Compaction of soil will occur in the pre-constraction stage (particularly during siteclearance stage) due to movement of heavy machinery and vehicles, smWing up of construction camps andstockyards. However, this is a short duration impact. Appropriate ncasures have been specified in theEnvironmental Management Plan to minimize the area of soil compaction.

f) Contamination of Soil: Soil contamination may take place due b moving vehicles or solid wastecontamination from the labour camp set up during pre-construction stage. The sites where construction vehiclesare parked and serviced are likely to be contaminated because of leakage ar spillage of fuel, lubricants, asphaltor bitumen from construction vehicle and hot mix plants. Refuse and solid waste from labour camps can alsocontaminate the soil. Unwarranted disposal of construction spoil and debris will add to soil contamination.Contamination of soil during construction might be a major long-tarn residual negative impact. Thiscontamination is likely to be carried over to water bodies in case of dumping being done near water body.

g) Change In Land Use: The fertile agriculture land coming within the ROW will be lost permanently and theland use in the bypass alignment will change permanently due to constinction of road. During constructionperiod there will be temporary land acquisition for access road, for location of crushers, hot mix plants,construction camp materials and machinery storing yards and workers camp. The impact of temporary landacquired for the project will extend till the end of construction period.During the operational phase land use may change due to the ribbon development along the service road.

7.4 Construction Materials/Consumption of Natural Resources

7.4.1 Embankment filling materials

a) Earth from Borrow Pits: The borrowing of earth will be carried out in accordance to the guidelines laid outin IRC-10-1961, no major adverse impacts are anticipated. However, the borrow area pits, if not treatedproperly after the borrowing is complete, can form stagnant pools and pose health hazards. To prevent theseredevelopment of borrow areas need to be worked out.

Cartage of the borrow materials to the, construction sites is of significance, as almost all such areas areaccessible through dirt tracks only and therefore, spillage and compaction of soil along these tracks will be asignificant impact. Proper protection measures need to be worked out for the minimising such impacts duringthe haulage of borrows materials.

b) Fly Ash: 9.63 million cum of fly ash will be transported in closed drum truck from Unchahar to project site.Cartage of the fly ash to the construction sites is of significance; the average distance from Unchahar to middleof bypass is 80 km. Concrete road may not be available through out the tRnsport route. Certain stretch of thealignment may be accessible through dirt track and therefore, spillage and compaction of soil along these trackswill have significant impact. Proper protection measures need to be worked out to minimise such impacts duringthe haulage of fly ash. Major environmental concerns of use of fly ash in embankment are listed below:

1. contamination of groundwater and surface water due to leaching of heavy metals and ionic solutionscontaining calcium, sulphate, magnesium, sodium, potassium, and silicate from the fly ash

2. spillage of excess water from moist fly ash during transportation o after dumping on the embankmentmay contaminate nearby surface waters or groundwater

3. if the fly ash delivered to the project site is too wet, it need to be drid by aeration and exposure to Suntill the moistuire content is acceptable for compaction. During such handling and also after placing onembankment, if the fly ash surface is dried up completely, it will pos dust problem

4. Fly ash embankment is prone to severe erosion by runoff and high winds, if left unprotected may causedust as well as water pollution

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c) Sand Borrowing from Yamuna River: Sand for construction will be procured from Yamuna riverbed nearBanda, where the sand mining is already permitted and no impacts are likely to arise. However, care would haveto be taken to prevent spillage of niaterial and damage to the haul roads during transportation.d) Quarries: As no new quarry needs to be opened for this project, therefore, no new impacts are likely to arisedue to quarrying operations. No major impact during the haulage of materials is envisaged as all the quarriesidentified have proper access roads. Crushers and vibrating screens will generate significant dust duringcrushing and screening operations, which normally has impacts up to a downwind distance of 500m.

e) Water: The ground water aquifer in the project area is rich because of proximity to river Ganga. Therefore,no significant impact on ground water is envisaged due to extraction of construction of Ground water.

7.5 Noise

Noise levels will increase significantly during construction phase due to movement of construction machineryand vehicles, and other allied activities such as establishment of workers camps, stockyards etc. But thisincreased noise impact will prevail only for a short duration during the pre construction stage. Moreover, asthese activities are not likely to be placed near settlements the impacts of increased noise will be negligible.

The prediction of noise levels2 has been made for the years 2006, 2026 and 2036 using the FHWA TransportNoise Model. As per the predicted results, the noise levels for daytime are well within CPCB limits up to thehorizon year 2026. Nighttime noise levels exceed in the horizon years 2026 and 2036. Daytime noise levelsexceed the specified limits in the horizon years 2036.

7.6 Terrestrial Ecosystem

7.6.1 Habitat settings: Proposed bypass will not bring any major change in the habitat setting except 'dissectinga continuous land into two halves. Both the halves will have the similar features, as originally it was a part ofsingle piece of land. No significant impact is envisaged on soil fertility and habitat settings due to the project.

7.6.2 Vegetation: Due to construction of the Allahabad bypass, 3298 numbers of trees have been identified tobe cut. Tree cutting from ROW will reduce the green coverage, but the effect would not be prominent becauseof similar land use setup in adjoining areas. The area is basically rural, and about 80 percent of which isagricultural land. Lot of plantations including orchards is present in this area. Therefore, ecological effect of lossof trees would not be felt significantly. Moreover, the loss of green coverage will be compensated by theplantation in the ratio of 1:2 (as per the tree plantation strategy of NHAI).7.6.3 Wild life: No impact is envisaged on the fauna of this area.

7.7 Aquatic Ecosystem

No major impact has been anticipated in the aquatic ecosystem of the area. Only impact is envisaged is increasein turbidity during construction phase due to the construction of bridge over Ganga or other streams and canals.Precaution has been already taken and incorporated in the engineering design to minimize the impact on riverecology.

7.8 Human Use Values

781.0 Ha of land, which is presently productive agricultural land, will be permanently converted to concreteroad. This will have significant impact on agricultural productivity of the area. 28969 numbers of people will beaffected in which 3807 number of people and 558 families will be displaced due to this proposed Allahabadbypass project. Moreover, a number of facilities important for the residents of the area i.e., 4 schools,4 temples,2 brick kilns, I petrol pump, I polish stations and 3 Panchayat offices, which exist on the RoW of the proposedbypass will be permanently lost. Out of total six schools on RoW, four are getting completely affected and twowill only lose their boundary wall.

8.0 Avoidance and Mitigation Measures:

The avoidance and mitigation measures are discussed in the same order as impacts identified for each of theenvironmental components. The avoidance and mitigation measures have been summarized in Table S.

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Table 8: Mitigation Measures for Identified Impacts

Si No. Impact Mitigation Mleasures1. Air quality I. Watcr will be sprayed on earthworks, temporary haulages and detour roads,

during and after compaction of the sub-grade at regular intervals to preventdust generation.

2. Vehicles delivering loose and fine materials like sand and fine aggregate shallbe covered to reduce spills on haul roads.

3.The hot mix plant will be fited with cyclone/scrubber to control emissions.The asphalt plants, crushers and the batching plants will be sited at

4. least I kfm in the downwind direction from the nearest human settlement

5.It shall be ensured that the dust emissions from the crusher and vibratingscreen at the stone quarries are within the emission standards of CPCB. -

6. To ensure the control of exhaust gas emissions from the various constructionactivities, the contractor will take up the following mitigation measures:

7. Air quality monitoring at least once a month during the construction period.* All construction vehicles, equipment and machinery will ensure that the

pollution emission levels conform to the SPCB norms.* Procure necessary consent from state poflution control board for

location of hot mix plants.

2. Water resources I. All the existing surface water bodies will be retained constructingbridges/culverts over them

2. Wells, tube-wells, and bore wells lost due to the project will be relocated.3. Water quality monitoring of various surface water bodies have been proposed

at several locations along the alignment during operational phase. Theroadside water bodies are provided with oil and grease traps to preventcontamination due to road surface runoff.

3. Drainage and Flood All cross-drainage structures have been designed to handle a 50-year peakhazard flood level. All the existing flowing water bodies (rivers, streams, canals

including irrigation canals) are provided with culvcrts to maintain the naturaldrainage of the area. 61additional cross drainage structures are designed (atleast one culvert of varying sizes (slab/box/pipes) per kilometer) to take careof drainage requirements of the area. For roadway drainage, the side of theservice road and in the median have provided with lined drains.

4. Loss of productive The land, which will be converted, to road will be lost permanently. But theland additional land required for borrow areas and ancillary activities will be selected,

maintained and recovered after use in such a manner that it can be restored to itsoriginal use. Following are the suggested mitigation measures for the temporaryacquired land:

A. Borrow Areas: In the selection of borrow areas, productive agricultural areashave been avoided as far as possible. All borrow areas will be redevelop once theborrowing is completed. Redevelopment of used portion will be donesimultaneously.B. Top Soil: Topsoils from all areas of cutting and areas to be permanentlycovered will be stripped up to 150 mm and stored in stockpiles of 2:1 (H: V).The stored topsoil will be utilized for:

* covering all disturbed areas including borrow areas* top dressing of the road embankments and fill slopes* filling up of tree pits in the median and side of the road* in the agricultural fields of farmers acquired temporarily for ancillary

activities

5. Soil Erosion The preventive measures suggested to control soil erosion are as follows:

I. control soil erosion, sedimentation through use of dikes, sedimentationchambers, basins, fiber mats, mulches, grasses, slope, drains and otherdevices.

2. During construction activities on road embankment, the side slopes of allcut and fill areas will be graded and covered with stone pitching, grass and

.15. - A r

070 0 ~ ~~~~~~~~In assocIation with I-

EA Proress Summary ofAllahabad Bypass of NH-2

Si No. Impact Mitigation Measuresshrub as per design specifications.

3. Turfing works will be taken up as soon as possible provided the season isfavorable for the establishment of grass sods. Other measures of slopestabilization will include mulching netting and seeding of batters and drainsimmediately on completion of earthworks.

4. In borrow pits, the depth of the pits shall be so regulated that the sides ofthe excavation will have a slope not steeper than I vertical to 2 horizontal,from the edge of the final section of the bank.

5. Along sections abutting water bodies, stone pitching as per designspecification will protect slopes.

6. Contamination of I. The vehicles and equipment will be maintained and refueled in such a fashionsoil from fuel and that oil/diesel spillage does not contaminate the soil.lubricants 2. The fuel storage and refueling sites are kept away from drainage channels,

major rivers, canals and other water bodies in use of Community.3. At the wash down and refueling areas, "oil interceptors" shall be provided.4. All spills and petroleum products shall be disposed off in accordance to the

UPSPCB Guidelines.5. Fuel storage and fuelling areas will be located at least 500 m from all cross

drainage structures and significant water bodies.

7. Borrowing of For borrowing of earth for the project, several borrow area locations have beenEarth identified and recommended. Certain precautionary measures have been

suggested to restrict unauthorized borrwing by the contractor:Cultivable land1. The borrowing shall not be carried out in cultivable lands, unless and until,

it is agreed upon by the Supervision Consultant that there is no suitableuncultivable land in the vicinity for borrowing, or there are private landowners willing to allow borrowing on their fields

2. The depth of borrow pits shall not exceed 45 cm3. 150mm layer of topsoil shall be preserved in stockpiles4. height of the stock pile will not exceed 2m and side slopes not steeper5. than 1:26. the borrow areas will not be dug continuously.7. In case borrow areas other than specified are selected, the size and shape of

borrow pits will be decided by the Supervision Consultant.Non cultivable landsI. depth of borrow pits will be 1.0 i from the existing ground level2. it will not be done continuously3. ridges of not less than 8 m width at intervals not exceeding 300 m will be

left4. small drains will be cut through the ridges, if necessary, to facilitate

drainage5. slopes will not be steeper than I vertical to 4 horizontal

Borrow pits on the riverside:I. The borrow pit will be located not less than 15m from the toe of the bank

distance depending on the magnitude and duration of flood to be withstood.

Precautionary measures like the covering of vehicles will be taken to avoidspillage during transport of borrow materials. The contractor will prepare site-specific redevelopment plans for each borrow area location, which will beimplemented after the approval of the Supervision Consultant.

8. Fly Ash To minimise the adverse environmental impact of fly ash followingprecautionary measures are suggeste&-

* fly ash will be transported in covered dump trucks to the project siteand is directly dumped on the embankment. This will not be stockpiledat project site

* weathered fly ash will be collected from the fly ash pond to reduce thepossibility of water contamination due to leaching of heavy metals

* fly ash surface will be graded and sloped at the end of each workingday to provide drainage and to prevent the ponding of water or the

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EA Process Summary of e AJlahabad Bypass of NH-2 0)

Si No. Impact Mitigation Measuresformation of runoff channel

. the side slope will be properly benched and covered with soil and latervegetation will be grown to prevent the erosion

* run-off from the fly ash embankment/stockpile will be collected anddischarged into proper drainage system

* if any further handling like drying is required (as it will be transportedin wet condition) that will be restricted within RoW. During suchhandling and also after placing on embankment, if she fly ash surface isdried up completely, contractor will arrange for fiequent sprinkling ofwater for dust suppression. Otherwise, surface of the fly ash will becovered with tarpaulin or polyethylene sheets

* the fly ash will be placed on an aggregate drainag blanket to preventwater from rising into the fly ash by way of capillay action. Contractorwill ensure that fly ash layer is separated from the drainage blanket byan appropriate filter fabric/sand blanket of adequar thickness over fullwidth of embankment as capillary cut-off.

* No fly ash will be disposed in any disposal site. Ctutractor will takecare if any residual fly ash is remain after construaiion work either thiswill be retumed to the source or used in construction of embankmentelsewhere with proper construction measures.

9 Quarries No new quarries will be opened; only licensed quarries wil be used for whichEMP already exists. Only precaution will be required to prewnt the spillage ofmaterials during transportation. All vehicles will be covered to avoid spillageduring transportation of quarry materials.

10. Noise 1. The construction equipment will strictly conform to CPCB noise standards.2. Vehicles and equipments used shall be fitted with exhaust silencers and

shall be checked regularly.3. Noisy construction activities will be at least a distance of lOOm from the

hospitals, educational institutions etc and 150 m. from tIe nearest habitation.4. Construction activity should be restricted between 6.0 AM - 9.0 PM near

habitations.5. Workers shall be provided with earplugs.6. Suitable noise barriers or double-glazing of windows will be provided to the

noise sensitive receptors.

V1. egetation coverage The loss of trees will be compensated by the plantation along the median andalong the side of the corridor in accordance to the NHAI trx plantation strategy.Detail tree plantation strategy is made for the Allahabad bypass in accordancewith plantation strategy of GTRIP and TNHP to maintain the harmony inroadside plantation along the NH-2. All local y available native pants suitable forroadside plantation are selected.

12. Habitat The native plants and grass species are selected for roadside plantation. GrassContinuity species i.e., Saccharum spontaneum, S. benghalensis, Veiveria ziznoides etc.

which are good soil binder and available in the adjacent areas will be planted onthe embankment adjacent to water bodies that will help maintaining continuity ofhabitat. Moreover, continuity will be maintained along the stream or other waterbodies on which bridges and culverts are designed. As ripaian zone below thesestructures will serve as the natural link between the left antl right halves, whichwill also serve as natural passages of wild animals.

3. Wild Life/ Fauna No impact is envisaged on the existing wild fauna of the area. But asprecautionary measure it is suggested that the construction workers will beeducated to intimate the higher officer in charge-if they enconter any wild fauna(adult, or juvenile or eggs) during construction work. The officer in-charge ofrespective contractor will report to the near by divisional fbrest office and willtake appropriate steps/measures, if required in consultaton with the forestofficials.

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9.0 Standalone Environmental Management Plan

Standalone Environmental Management Plans have been prepared for each construction package.The EMP specifies phase wise plan of action for mitigation/managementavoidance of the negative impacts ofthe project, which also detail out measures to be taken against each issue, its time frame, implementation andsupervision responsibilities. Consolidated EMP for entire Allahabad Project has been given in Annexure I.

10. Environmental Budget

An indicative estimate of the cost component involved in mitigation of impacts, enhancements monitoring andevaluation of various components in pre-construction, construction and opaation period as well as institutionalstrengthening of the NHAI has been worked out. A total of INR 3,9357,990 has been allocated for theenvironmental management for Allahabad Bypass Project. A summary of the budget under different heads ispresented below

Table 9: Summary Budget for Environmental component of Allahabad Bypass Project

SI. No. Budget Head Cost (INR)I. Environmental Mitigation/ Enhancement 3,0010,8002. Monitoring 5149,0003. Training 2324,0004. Contingencies 1874,190

Total 3,9357,990

11. Implementation Arrangement, Training and Reporting

11.1 EMP Implementation Arrangement

The NHAI is responsible for the implementation of the provisions made within the EMP through the PIU. Theservices of a supervision consultants will be procured to assist the PIU for monitoring the environmental aspectsof the project during implementation (mainly pre-construction and construction phases). Contractor will alsohave an environmental specialist. Environmental expert of the contractor will provide key inputs to the projectimplementation.

The organisational chart for the implementation of EMP is presented below:

Member _____ ,_ | GM Environment at ESDLWnrld Rank unit at Corporation Office

Project Director(Allahabad Bypass)]

Manager Manager Environm ---- Manager(Technical) (Prnnsed) (R&R)

____ Environmental Expert of Pollution

Simerviion ConultantsMonitoring Agency

Environmental1 Officer (Contractor)

Intensive interactior Intensive interacti|ci Reporting

In assodaton wIth 4


11.2 Training:

To ensure the success of the proposed implementation set up there is a need for training and skill up gradation.Looking into the potential requirements of each of the target groups, following training modules are suggestedas part of ABP.

Module 1: Environment OverviewModule 2: Environmental Regulations and ActsModule 3: PollutionModule 4: Environmental Impact AssessmentModule 5: Environmental Management PlanModule 6: Highways Projects and Environmental IssuesModule 7: Environmental Issues in the ProjectModule 8: The Environmental Management Plan for Highway ProjectModule 9: Environmentally Sound Construction ManagementModule 10: Planning for Enviroimcntally Sustainable Operation of HighwaysModule 11: Long Term Environmental Issues in Highway Management

11.3 Additional Training

A training program under ABP has been formulated taking into account the existing training program impartedunder TNHP and the budgetary allocations. The detailed training program for the Allahabad Bypass project isdescribed below:

Table 10: Detailed Training ProgramS. Target group Subject(s) Method Time FrameNo.

I All NHAI staff, Environmental Overview: Lectures 3 working days; atSupervision Environmental Regulations, Highway related least 3 monthsConsultants' provisions of various Acts, EIA notifications, before theEnvironmental process and methodology for EIA, EMPs and beginning of theSpecialists their use implementation of

~~~~~~~~~~~~~~~~~~~the ABP32 All Managers (Env.) Implementation of EMPs: Workshops Working days;

at NHAI Basic features of an EMP, Planning, designing and one month before(HQ & PIU), and execution of environmental mitigation and Seminars the constructionSupervision enhancement measures, monitoring and beginsConsultants' evaluation of environmental conditions - duringEnvironmental construction and operationSpecialists

3 All Managers (Env.) Environmentally Sound Construction Seminars, I week; justat NHAI (HQ & PIU) Practices: Lectures before theSupervision Clean Highway construction technology , and Site constructionConsultants' altematives materials and techniques for visitsEnvironmental Highways, Waste Management and minimizationSpecialists, in construction, pollution control devices andContractors' staff methods for construction sites and equipment,

Environmental clauses in contract documents andtheir implications, Environmental* monitoringduring construction, Borrow Area and

_________________ .Construction Camp Management

4 All Managers (Env.) Mlonitoring Environmental Performance Lectures, 2 days Duringat NHAI during Construction: Workshop initial phases of(HQ & PIU), Air, Water and Noise Monitoring requirement and site constructionSupervision and techniques, Evaluation and Review of results, visitsConsultants' Performance indicators and their applicability,Environmental corrective actions possible, reporting

_ Specialists requirements and mechanisms5 All Managers (Env.) Long-term Environmental Issues in Highway Workshops 3 days during_ at NHAI (HQ & PIU) Management: and implementation of

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Allahabad Bypass of NH-2

i. Target group Subject(s) Method Time Frame-i-

Designing and implementing environmental seminars ABP3surveys for ambient air, noise, biological andwater quality surveys, data storage, retrieval andanalysis, contract documents and environmentalclauses, Risk assessment and management,contingency planning and management,Highways as assets-management and value

__________________ addition and highway diseases I__

11.4 Performance Indicators

Physical, biological and environmental management components identified as of particular significance inaffecting the environment at critical locations have been suggested as Performance Indicators (PIS). ThePerformance Indicators shall be evaluated under three heads as:

(a) Environmental condition indicators to determine efficacy of environmental management measuresin control of air, noise, water and soil pollution.

(b) Environmental management indicators to determine compliance with the suggested environmentalmanagement measures.

(c) Operational performance indicators have also been devised to determine efficacy and utility of theproposed mitigation measures.

11.5 Monitoring Plan for Environmental Conditions

For each of the environmental condition indicator, the monitoring plan specifies the parameters to be monitored;location of the monitoring sites, frequency and duration of monitoring. The monitoring plan also specifies theapplicable standards, implementation and supervising responsibilities.

11.6 Reporting

A two level monitoring system is suggested, i) reporting on progress, ii) environmental compliance monitoring.These reporting system will operate linearly with the contractor reporting to the Supervision Consultant, who inturn will report to the PIU. The PIU will be responsible for preparing targets for each of the identified EMPactivities (the outline of such targets has already been prepared). All subsequent reporting by the contractor willbe monitored as per these targets set by the PIU before the contractors move on to the site.

The compliance monitoring and the progress reports on environmental components will be clubbed together andsubmitted to the NHAI (through the PIU) quarterly during the implementation period. The operation stagemonitoring reports may be annual or biennial, provided the Project Environmental Completion Report showsthat the implementation was satisfactory. Otherwise, the operation stage monitoring reports will have to beprepared as specified in the said Project Environmental Completion Report.As part of the EMP, detailed formats for monitoring (each parameter, and at various levels) has been prepared(these formats are attached to the individual EMPs).

12.0 Resettlement Action Plan

A Consolidated Resettlement Action Plan (RAP) for the proposed Allahabad bypass has been prepared for theproject. The RAP document details the action and the responsibilities to be taken by the various stakeholders foradequate resettlement and rehabilitation of the project-affected persons as per the NHAI's R&R Policy (and theWorld Bank's Policy Guidelines). The Policy provides for a framework of entitlements and prepares the basis ofcategorization of the Project affected Persons (PAPs).

* A brief description of the process adopted for planning and implementation of the RAP has been elucidatedin the ensuing section.

12.1 Support Principles for Different Categories of Impacts

Both Indian and World Bank guidelines related to resettlement aim at achieving the following over-all goals:

In assonwb 0

EA Prcess Summary ofAllahabad Bypass of NH-2

o Involuntary resettlement will be avoided or minimized whamver feasible, exploring all viable altemativeproject designs; and

* Where displacement is unavoidable, people losing assets, livelihood or other resources will be assisted inimproving or at least regaining their former status of living at no cost to themselves.

The NHAI has prepared and adopted an R&R policy for the project. The policy is detailed, addresses all aspectsof the project-induced impacts, the resettlement and the rehabilitation needs comprehensively. The entitlementsin the project will be based on this R&R Policy.

The population distribution and social impact scenario of the project indicate that the OP 4.12 is applicable tothis project. OP 4.12 deals with involuntary resettlement, which may cause long term hardship andimpoverishment and which needs mitigation measures. The OD. 4.20 pertaining to indigenous people is notapplicable and cannot be triggered in this project, as there are omly 3 ST families in the project area.

One of the major requirements for the implementation of RAP is Land Acquisition and for this the starting pointis the National Highway Act-1956, which empowers land acquisition through a "Competent Authority"appointed under this act and under which titleholders are awarded compensation for land, property, structuresand other assets such as crops affected/surrendered to the project.

Methodology/ system should be evolved to have a fair estimate of land requirements for the different purposesand this should be worked out at the time of preparation of the DPR and there should not be much variationexcept those necessitated by the design requirements.

As per stipulation in the act , compensation is to be paid at the market value. To determine fair market value,replacement cost of the land is determined as per the procedure laid down in the Act. In case the replacementcost is higher than the market value determined by the compctent authority, the difference shall be paid in theform of assistance. The value of the houses, buildings and other immovable properties of the PAPs will bedetermined for the payment of the compensation at the relevant B.S.R. without depreciation and for this circlerates should be indexed every two years so that they are very close to the replacement value for the payment ofthe compensation at circle rates.

The construction of the Allahabad bypass envisages large-scale land acquisition affecting numerous small andmedium farming families. Revenue department should update the revenue record on priority along the alignmentarea, to avoid any difference in physical ownership versus revenue records and to ensure payment of faircompensation to the genuine titleholders.

The sense of transparency should be evolved to check mal practices of revenue staff engaged in land acquisitionprocess. Entitlement/ compensation to be paid should be conspicuously displayed at different places. Thedisbursement of compensation should be in the form of cheques to the awardees in the setting of publicmeetings in the villages/settlements in full public view. The district administration, competent authority, CRROand representatives of NGO will be present in all such meetings for such purposes. Prior intimation of date, timeand venue for such assembly should be given to all titleholders along with village Lekhpal and Pradhan. Theaction plan for land acquisition for Allahabad Bypass is provided in table 13.

12.2 Overview of Project Affected and Displaced FamiTies In the Project Area

For effective planning and implementation of resettlement and rehabilitation activities in the project area, it isimperative to analyze and understand the socio-economic profile of the area and livelihood pattern of the projectaffected families. Hence in present context, the socio-economic analysis of the project area helped in preparing acomprehensive Resettlement Action Plan for the proposed bypass.

The details of the project-affected households reflect that of the total of 4343 households getting affected by theproject, 4257 are titleholders and 86 non-titleholders. The distribution of project affected vulnerable households(PAVHs) indicates that there are 914 (21.4%) vulnerable households out of the total 4343 PAHs. Furtherclassification of PAVHs indicate that there are 52.3% SC (scheduled caste) households, 32.38% BPL (belowpoverty line) households, 15.2 1% WHH (women headed households) and remaining 0.3% ST (schedules tribe).It is also revealed that 95.7% of PAVHs are legal titleholders, whereas 4.3% are non-titleholders.

There are 560 households likely to be displaced as a result of the project implementation. They comprise 558titleholders and 2 non-title holders. The village wise details about the PDHs in terms of loss of agriculture,residences, commercial structures and residential cum commercial structures are provided in RAP reportAnnexure 1.5, 1.6, 1.7 and 1.8 respectively) .

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EA Process Summary ofAllahabad SBypass of NH-2 ,w '!x.

12.3 RAP Implementation Process

12.3.1 Cut-offDate

For all the purposes of the proposed Allahabad bypass, the cut-off date will be the following:

o In the cases of land acquisition affecting the legal titleholders, the cut-off date would be the date of issuing

the notice under section 3A of the National Highway Act, 1956 (amended 1997).

* For the non-titleholders the cut-offdate shll be the date of start of the census.

12.3.2 Coordination Between Civil Works and Resettlement

Screening and Planning: Effort has been made to reduce potential negative impacts of the project. The projecthas coordinated the design process with the findings from screening and studies related to socio-econpmicimpacts and the environment, in order to minimize negative impacts and maximize benefits. This practice willcontinue throughout the project implementation period.

To determine the most suitable altemative fir the bypass, various alternatives were analyzed consideringtechnical, economical, environmental and social aspects. The seven altemative routes woe initially consideredfor the Allahabad bypass, five of them were on the northem side, one on the southem side, and another one asan elevated road through Allahabad. All the altematives were compared with each other based on certainparameters and route AN-4 on northern side was found technically feasible and economidlly viable. .

Implementation: During project implementation, the resettlement program will be co-ordinated with thecompletion of designs and the likely timing of civil works. The project will provide adequate notification,

counseling and assistance to affected people so that they are able to move or give up their assets without unduehardship before civil works are to start. A contract resettlement and rehabilitation officcr (CRRO) of the PIUwill be responsible for the monitoring of each activity and ensuring that the mitigation measures are actively

translated from policy to action. The CRRO will be supported by the NGOs procured for implementing theRAP. Coordination and policy support will come from the social / environmental cell at NHAI-corporate,headed by the General Manager.

Table I 1: Action Plan for Land Acquisition for Allahabad Bypas

s District Land Tehsil No. Appointme Gazette Publication Objection Gazette Determination Deponit orAcquisitio of nt of C.A. Notificati of 3A in Hearing Notificati of payment U/S 3H

no n Villa on- Newspaper U/s 3C on u/S Compeation & paynent ofRequirem ges U/S 3A 3D amount U/S compensationents (a) 3G & issue of

award by C.A.

No. of No. of No. of No. of No. of villages No. of villagesvillages villages villages villages (Date) (Date)(Date) (Date) (Date) (Date)

I Kausha 105.83 Sirathu I 53.02 1(12.07.02 1 (13-082) 1(25.09.02) 1(31.12.02) 1 (30-04-03) 1(31-05-03)

mbi Chayal 7 7 (1220702 7(13.08-02) 7 (25.09.02) 7(31-12-02) 7l(30-0-3) 7(31-05-03)

2 Pratapg 50.29 Kunda 5 29.01.02 5 (25-07-02) 5 (10-0902) 5 (300-02) 5(30-04-03 S (30.06.03) 5(30-0-3)

arb

3 Allahab 624.88 Soraon 47 24.11.02 (2307-02) 25 (10-09.02) 25 (20-10-02) 25 (15-03-03 25 (30-04-03) 25(3063)

ad (for 90 12 (0409-02) 12 (07-10402) 12 (15.X1-02) 12 (30-04-03 12 (30-06-03) 12(31-08-03)

villages of 10(09-10-02) 10(31-10-02) 10(l5- 12-02) 10(15-06-03 10(1s508-03) 10(30-09-03)Allalabad]l

and -12.07.02

(for I I

villages o

Allababadj

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EA Process Summary ofAiiahabad Bypasis of NH-2

S District Land Tehs il No. Appointme Gazette Publication Objun Gazette Detcrmirtion Depoit of.Acuisitio of nt of C.A. Notiricazi of 3A in Hemzh Notificati of payment U/S 3H

no n v \'1t., on- Newspaper U/SSC on U/S Compensation & peuvent ofRequirem &cr U/S 3A 3D amount U/S convaationents (ha) 30 & issue of

award by C.A.

Phoolp 17 12 (25-07-02) 12 (10-09-02) 12 (2042140) 12 (i5-03-03) 12 (30-04-03) 12 -64-03)

ur 4 (04-09-02) 4 (07-10-02) (15-11-02) 4(30-043) 4 (30-06-03) 4(31-08-03)

1 (09-10-02) 1(31-10-02) (I (5422) 1 (15-06-03) 1 (15-08-03) 1(30-093)

Handia 33 23 (25-07-02) 23 (10-09-021 23 (2-10-02) 23 (15.03-03) 23(30-04-03) 23 (30-0603)

3(04-09-02) 3 (07-10-02) 3 (15-11-02) 3 (30-043) 3 (30-06-03) 3 (31-08-03)

7(09-10-02) 7 (31-10-02) 7(1542-02) 7 (15-463) 7 (I5-84-3) 7(3-0493)

12.3.2 Fund Flow

The fund flow mechanism for the compensation and the assistance part ofthe budget is given below:

Compensation: The normal legal process of award and payment of compensation will be followed. Inconsultation with Project Director PIU, Competent Authority makes a programme of announcement of award

and disbursement of compensation in the field area with prior intimation of date, time and venue where all

titleholders assemble along with village lekhpal and pradhan. The Disrict Administration (or the Competent

Authority), the CRRO, and representatives of the NGO will be prescat in all meetings organized for such

purposes. The compensation will be paid through cheques while assistance will be disbursed in cash and to be

deposited in joint account

Assistance: A joint bank account will be opened in a local Bank and the amount for disbursement, as assistanceother than the shifting allowance and the rental allowance, for the contrat package will be deposited to iL The

signatories of the joint account will be the Entitled Persons, the CRRO, and the (representative of the) NGO.

The amount will be withdrawn against the purchase of productive asset. In the cases of construction of building

structures, the withdrawal will be made in three installments against the pogress of completion of construction,

i.e., at the completion of work up to (a) plinth level, (b) ceiling level, and (c) at full completion of work.

123.3 Institutional Arrangement

The Environmental and the Social Development Unit (ESDU) located at the NHAI headquarters will be

responsible for overall monitoring and implementation of the RAP. The unit is presently headed by a GM and

has one Deputy General Manager looking after Environment component besides implementation of RAP. It is

now proposed to have one additional manager, independently looking aftcr R&R work, within ESDU.

The NHAI's existing capacity includes a Project Implementation Unit (PIU) at Allahabad headed by a Project

Director and two managers (technical and environment). It is proposed to have two additional CRROs-one for

each package, looking after R&R works.

Grievance Redressal Committees (GRCs) will also be formed in every district through which the bypass

traverses. The GRC at each district will comprise the District Magistrate; Project Director, PIU-NHAI; CRRO,

PIU-NHAI; a representative of the local bodies (Villages/Block Panchayats or municipalities); a representativeof the NGOs involved in implementing the RAP: and the representatives of the PAPs (at least two with one from

vulnerable category). The main objectives of GRC will be to provide a platform/mechanism to mediate conflicts(including compensation) and reduce legal proceedings, which often results in delayed completion of the

projects. In addition to this, there will be Tehsil Dewas organized at weekly intervals for titleholders at the

respective tehsils, wherein the GRC would solve the issues pertaining to the PAPs Grievances.

123.4 Implementation Arrangement and Schedule

A time based RAP implementation schedule has been prepared keeping in view the schedule of civil works. The

project shall provide adequate advance notice to the PAPs, who will be paid their compensation prior to start of

the civil works. The implementation schedule has been prepared separatdy for the two construction packages

ABP II & ABP Ill considering the number of villages in each package and the number of PAPs.

41 Inenasisoeln wimt

EA Process Summrary of 4Allahabad Bypass of NH-2 WYj--

The implementation schedule has been devised in a mamxr that the resettlement & rehabilitation of the PAPs iscompleted in implementation period of the project. The village wise list of PAHs is given in Annexure 8.4. Tocomplete the project, NHAI has already initiated followamg activities, which would support the implementationof RAP. Preparation of the implementation schedule takes into account the construction contractors likely to bemobilized by Oct. 2003 so as to commence civil works by Nov. 2003. These include:

* Establishment of PIU* Initiated the process of land acquisition, which is likely to be completed by December 2003.* Appointment of NGOs and likely mobilization by March 2003.

To assist in the smooth implementation and monitming of R&R activities, a detailed time based RAPimplementation schedule has been prepared in a chronological order (has been provided in chapter 8 of RAP).This schedule would facilitate EDSU, PIU, NGO, Evaluation Consultants and other stakeholders in coordinatingcompletion of their activities and taking corrective measures in time, so that the project could be completed asper schedule. This would also assist PIU to complete land acquisition and initiate resettlement activities in aplanned manner, so that civil works could commence as per schedule.

12.3.5 Co-Ordination with the Line Agencies

Various govemment agencies including the Revenue Department will have an important role in the smoothfunctioning of the resettlement program. The PIU will bc responsible for the over-all co-ordination of this workwith assistance from the NGOs. Efforts will be made to undertake this work in a coordinated fashion, to buildupon services and programmes already in place.

12.4 Training and Awareness Programs

The capacity building initiatives undertaken by NHAI are at the moment adequate to face the challenge ofhandling resettlement issues. However, certain R&R issues require attention and further strengthening. Amongstthem, the most crucial is the issue of land acquisition followed by ensuring women's participation in the project,Identifying the Income Generating Schemes and the pocess to be adopted for the implementation of IGS -providing training to the PAPs, formulation of the SHGs, establishing the linkage with the existing marketsavailable and identifying and establishing the linkages of the PAPs with the source of credit to sustain theircommercial activities.

The following training modules are suggested, wherein the cost of training of NGOs, NHAI staff and thebeneficiaries has been included in the RAP budget.

* Training for the NGO Personnel

The NGOs will be required to upgrade their skill through training to be able to deliver the R&R componentsmore effectively over time. Documentation and reporting of the progress of implementation will also be done bythe NGOs, and therefore, the NGOs' staff will need to he trained for such purposes.

* Training for the Beneficiaries of the Project

The beneficiaries are to be provided with training in vocational skill, technical know how and for starting ofproduction units and businesses. These training progranmes can be organized by the implementing agencies,based on the recommendations of the NGOs and depending upon the nature of skill requirement in the areas asdesired by the eligible PAPs (choice of altemative liveilixods).

a Training for NHAI Staff

The project officials or the NGOs can implement the RAP only when they gain conceptual clarity in translatingthe rehabilitation concepts in its correct perspectives. Thc RAP is to be seen as a process of development and theimplementation plan as a management tool. The 'target-fulfilling' approach would need to be changed if theRAP is to be implemented as a 'process of developmenf.

The training plans for the NHAI, with respect to the R&R components, and covers all the target groups.

-24-1K Ia_nwmb 6<*r_


12.5 Income Restoration Plan

The Income Restoration Plan has been developed on the basis of the findings of the primary surveys andviewing the ground realities. In order to ensure that all PAPs are able to restore their livelihood, the activity willbe entrusted to the NGO deployed in the project area, who will be responsible for developing the entireframework for implementing income restoration / economic rehabilitation of the PAPs.

The entitlement framework used for this project, provides following entitlements for income restoration ofthose, whose livelihood gets affected: (details of various provisions are provided in Me entitlement matrix).

* All PAFs losing land will receive a transition allowance for 9 months, if residual portion of land becomesun-viable and for 3 months if the residual portion of land is viable. They will ako be compensated for theloss of perennial crops at market value and will receive the replacement cost, if there is any loss of-fruitbearing trees.

* All vulnerable families, whose land holding after acquisition is less than MEI, are entitled to alternativeeconomic rehabilitation support/grant and training for up-gradation of skills.

* Subsistence allowance calculated at minimum wages per month for six months, for families losingcommercial structures, will be paid.

* Replacement value of the immovable assets would be provided to all the families losing their residentialand commercial properties including Interested Persons.

* As per the entitlement framework, the project-displaced families belonging to the* Vulnerable group are eligible for residential or commercial plots. The vulnerabEe group displaced families

are entitled to receive the plot free of cost and non-vulnerable families will purchase it.• All PAF's, whose land after acquisition is not viable, are entitled to receive transitional allowance for a

period of 9 months to restore their livelihood. However, the PAF's are entitled to only 3 months transitionalallowance, if their land after acquisition is economically viable.

* Additional support mechanism will be provided to families, who will lose theirprimary source of income inthe form of assistance towards income generating or vocational training option of the EP's choice. Thetraining includes starting a suitable production or service activity.

From the analysis of livelihood-affected HHs, it is evident that land-based econmic activities are the majorsource of livelihood in the project area The census and the socio-economic survey reveals that due to landacquisition a large number of PAHs will be losing their economic base. However, the families entitled fortraining for income restoration as per the entitlement framework are vulnerable displaced titleholders and thosefamilies whose landholding is less than MEH after acquisition, persons losing coinnercial structure/assets andshare-croppers (Table 12).

Table 12: District Wise Distribution of Households and Projected FamiliesEligible For Income Restoration

caeoy Allahabad (amdnmbW Prsta iartiTta PAF$L S Albhabad L I SHC IIP R C L SH C |IP | R I C l SC R c

EconomnicRehaNlItaton 4310 118 _ 10 220 = - 38 222 - _ 4752 118 _ 48 12320Grant (ERG)I I

ShiUng . . 22 204 22 - 20 169 113. .1s1--57 388 135 1473

Atkr=anc for 29 113 . 142 3726 months to

amnmerdalSubsistencenAlkowarnce for9 rnont to 118 Il.a -_ 247share

TransatlnalAlowance for 4310 . . . m . . 222 . . 4752 . , . . 11947

TransitlonalAllowance for 1931 lob. . 8 - . M M 76 . - 6854

Rental 22 204 - - 20 169 . I sis . 57388 1144Alaowanm

TraIning 4408 118 . . 29 241- . 113 244. . . 4893 118 . . 142 12566

L -Legal holder Sh.C--Sharecropper, Com. - Commerdal

_117z41W 11=8Imcnwilh ¼4,

EA Process Summary ofAnahabad Bypass of NH-2 0y_

12.5.1 R & R Costs and Budget

The total budget for implementing the R&R component of the project is INR 15236.78 lakhs. Out ofRs 15236.78 lakhs, World Bank would be financing Rs 729,95.85 Lakhs comprising the Assistance,Training, Support for implementation of RAP and Highway related diseases, which is about 47.91percent of the total R&R budget and compensation of land and assets will be financed by NHAIwhich is about 52.09 percent. Details are presented in Table 13.

Table 13. Budget for Resettlement and Rehabilitation Activities

SL.no Item NHAI World Bank Amount (Rs.)1. COMPENSATION 78,00,37,056 78,00,37,0562. ASSISTANCE 1,36,82,340 69,71,09,458 71,07,91,798

3. TRAINING 1,93,49,000 1,93,49,000

4. Support -Implementation of RAP 1,30,00,000 1,30,00,000

5. Hlqhway Related diseases (HIV/AIDS) 5,00,000 5,00,0001,52,36,77,854

Grand Total 79,37,19,396 72,99,58,458 Rs.15236.78

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _L a k h s

12.6 Monitoring and Evaluation

The Resettlement Action Plan contains indicators and benchmarks for achievement of the objectives under theresettlement programme wherein Internal Monitoring and External Evaluation have been suggested in theRAP document.

Internal and periodic monitoring will be carried out by the PIU to ensure that RAP implementing agencycomplies with the deadlines fixed for the construction activities and the disbursement of the funds ascompensation and or/ assistance to the PAPs and the implementing agency. The PIU will be responsible for thetimely progress monitoring of the land acquisition. The PIU will collect information on all components relatedto implementation of R&R activities from the project site with the help of the NGOs. The information will thenbe screened and sent to NHAI Head Office. This exercise will help NHAI in strengthening work schedule toachieve the targets. In addition, through intemal monitoring NHAI will be making changes in work programwhenever necessary, in case of delays or problems.

This includes development of indicators and benchmarks for achievement of the objectives under theresettlement program, which can be categorized as follows:

a) Process indicators, which includes project inputs, expenditures, staffdeployments, etc.;b) Output indicators are results in terms of numbers of affected persons compensated and resettled, incomes

restored, additional assistance provided etc; andc) Impact indicators related to the long-term effect of the project on people's living in the project-affected

area.

The Project Evaluation will be carried out by an extemal agency who will be engaged in carrying out theevaluation of the implementation of the RAP. The indicators have been categorized in details in Annexure 11.2The extemal evaluation agency shall submit two annual evaluations and one end of the project evaluationreports to the NHAI. The report should contain all the data/information collected and their critical analysis.

The effectiveness of the project will be evaluated with respect to the following broad categories of indicators,like Indicators of physical achievement, Indicators of financial achievement, Indicators of social developmentand Indicators of Participation.

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