Environmental Impact Assessmentof the

Jaipur-Kuchaman-NagaurCorridor ImprovementsA Subjroject of the

Rajasthan State Highways Project

E-238VOL. 4

Prepared on behalf of:

Government of Rajasthan

Public Works DepartmentJaipur, India

Prepared by:

Louis Berger International, Inc.,

BCEOM, French Engineering Consultants

CES and ECI, Sub-Consultants

D-53, Hathi Babu Marg, Bani Park

Jaipur - 302016

August 1998

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1 EXECUTIVE SUMARi - - -

EXECUTIVE SUMMARY

INTRODUCTION

The Govemment of Rajasthan (GOR), Public Works Department (PWD), has initiated an ambitiousand much needed program to upgrade critical segments of the State's road network under theRajasthan State Highways Project (referred to hereinafter as the RSHP or "the Project"). The Projectis supported by the World Bank and, assuming the GOR's loan application is approved, constructionof road improvements proposed by Project will commence in late 1998. Eleven potentialimprovement corridors have been identified for action. The Project requires World Bank, GOR andGoverunent of India (GOI) environmental clearances and approvals before construction can proceed.

The cumulative impacts of the Project were the subject of a Sectoral Environmental Assessment(SEA) as the first step in the environmental approval process. The SEA concluded that therehabilitation actions to be undertaken by the RSHP have a low potential for significant adverseenvironmental impacts, assuming actions are taken as specified in the SEA and as specified bycorridor-specific environmental impact assessments (EIAs). The SEA stipulated that corridor-specific EIAs would be prepared and circulated for review and comment for those corridors deemedto warrant such action in accordance with all appropriate GOI regulations and the World Bank'soperational procedures. The document to which this summary is appended is the corridor-specificEIA for the Jaipur-Kuchaman-Nagaur Corridor.

DESCRIPTION OF THE PROJECT

There are approximately 10,000 kilometers of State Highways in Rajasthan. Most are paved single-to intermediate-lane width roads with widely varying traffic loads, including a significant amount ofthrough traffic between Delhi and agricultural areas to the north and from Gujarat in the south.Tourism, by domestic visitors and intemational travelers, also generates substantial demand for travelcapacity. In view of the current and increasing levels of traffic and the unsafe conditions presentedby the narrow carriageways, the State Highways are in need of widening to provide two full lanes andadditional up-grading improvements.

) A Strategic Option Study (SOS) was undertaken in 1995 to identify priority action areas. The SOS) investigated all Rajasthan State Highways and selected approximately 2,500 kilometers for further

investigation. These 2,500 kilometers of highways were subjected to a Feasibility Assessment Studyin 1997. The Feasibility Study recommended upgrading and strengthening of approximately 1,505kilometers of State Highways over a five-year period. Based on these recommendations, the RSHPproposes to improve approximately 404 kilometers of highways in Phase 1; 371 kilometers in Phase1A; and approximately 730 kilometers in Phase 2. Detailed engineering designs for Phase I roadswere initiated in 1997; Phase IA designs were initiated in early 1998.

Within each phase RSHP will:.. )

* Widen and strengthen the selected roadways;

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

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

t) Louis Berger Internaijonal, Inc., BCEO,M. CES and ECI Executive Summary - Page I

* Undertake necessary urban improvements and provide bypasses where warranted;

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

• Upgrade the existing road management system, including preparation of three-year and routinemaintenance programs;

* Prepare and implement an institutional development strategy;

* Procure equipment and technical assistance and training; and

* Provide for the supervision of civil works.

Carriageways within the improvement corridors will be widened and rehabilitated to provideimproved two-lane cross sections with berms and some section of paved shoulders where there arelarge volumes of slow moving traffic which include camel and bullock carts. Construction activitieswill be restricted almost entirely to the existing rights-of-way (ROWs). Bypasses of communitieswithin selected corridors are incorporated in the RSHP where warranted due to engineeringconstraints, to improve traffic flow, reduce the number of project-affected persons (PAPs), enhanceroad safety, reduce congestion, retain the continuity of existing villages, and/or achieve otherenvironmental goals.

The rehabilitation activities will expand transport capacity, and improve surface conditions, travelspeeds, highway safety and drainage patterns, and will facilitate development and improved access toa large portion of the State. The RSHP alignments have been adjusted wherever possible to reducethe necessity for tree removals and to minimize potential impacts to temples, shrines and culturalproperties. A generous tree-planting program viill be implemented as a part of the Project. PWDwill establish an Environmental Management Unit (EMU) to develop an in-house capacity toimplement and manage environmental issues related to the highways. The improved roads will resultin less congestion leading to economic benefits and improvements in highway safety, air quality andnoise. Details of specific actions within the Jaipur-Kuchaman-Nagaur Corridor are as follows.

ASSESSMENT OF PROPOSED ACTIONS IN THE JAIPUR-KUCHAMAN-NAGAURCORRIDOR

Definition of the Corridor. The Jaipur-Kuchaman-Nagaur Corridor links the State capital, Jaipir,with Nagaur, a District capital and geographic center of the State. Improvements will be made withintwo segments of the Corridor totaling 228 kilometers defined as follows:

* The Jaipur-Kuchaman Segment - beginning at a point to the west of Jaipur along StateHighway 2A and proceeding to its point of intersection with State Highway 7 (SH 7) at a point 11kilometers south of Kuchaman, and;

The Kuchaman-Nagaur Segment - beginning at a point to the west of Kuchaman along SH 2Aand SH 2 and proceeding to a point two kilometers east of Nagaur.

Eight bypasses totaling 15 kilometers will be p7oNided at the following locations: Manda, Bhadwa,Lohrana, Nawa, Meethri, Barwala, Budsu, and Choti Khatu.

Organization of the Assessment. The ELA is organized in accordance with the stipulations of theGOI Environmental Impact Assessment Act o. 1994, as amended on 4 May 1994, Schedule III.

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Additional information required pursuant to World Bank guidelines is incorporated pursuant toWorld Bank Operational Directive 4.01 and the recommendations World Bank Technical PaperNumber 376: Roads and the Environment: A Handbook. In accordance with this outline, thefollowing presents a sumrnmary of the existing conditions, potential impacts and mitigation actionsrelated to them as a result of the proposed RSHP construction activities in the Jaipur-Kuchaman-Nagaur Corridor as follows.

Topographic, Geological and Soil Characteristics

Existing Conditions. The Jaipur-Kuchaman-Nagaur Corridor traverses an area of undulatingalluvial plain with occasional stabilized sand dunes and low rocky outcroppings of the Aravalli Hills.The Corridor is located in Seismic Zone II as defined by the Indian Standard Seismic ZoningClassification System, i.e., an area of low instability. Minerals are plentiful throughout the Corridorand mineral extractions are a major factor in the area's economy. Soils in the Corridor arepredominantly rocky gray-brown loam or desert sand.

Potential Impacts. Potential impacts to topographic, geological and soil characteristics of theCorridor have been evaluated have been assessed with particular regard to:

* Altered Embankments. Actions will be confined largely to the existing ROW. Contractdocuments contain stipulations to ensure adequate stabilization and re-vegetation. No adverseimpacts due to altered embankments are anticipated.

* Borrow Pit Excavations. Borrow pits will be allowed only in confornance with the most recentIndian Roads Congress (IRC) specifications requiring full restoration. No adverse impacts areanticipated.

* Quarries and Construction Material Procurement. The Project will present a demand forcrushed rock, sand and similar materials. Only licensed quarrying operations will be used assupply sources. Potential impacts related to noise and dust associated with the extraction andtransport of these materials will be regulated in accordance with all applicable regulations.

Mitigation. Adherence to good engineering and construction practices and the enforcement ofcontract provisions for re-vegetation and the extraction and transport of construction material, are themain mitigation actions related to potential topographic, geological and/or soil characteristics of theCorridor are considered warranted.

Water Resources

Existing Conditions. Most of the westem portion of the Corridor from Kuchaman to Nagaurexperiences sheet flow or concentrated runoff along small drainage ways. Occasional ponding occurson and adjacent to the existing roadway throughout the Corridor for short periods following thesummer monsoon storms. The Jaipur-Kuchaman portion of the Corridor traverses a tributary of theBanas River and a number of ephemeral streams, most of which drain into Sambhar Lake. SambharLake is the only significant waterbody within the Corridor and has been designated a wetland ofintemational importance. The Lake attracts flamingoes, pelicans, waterfowl and shorebirds in largenumbers. The existing SH2 runs parallel to, and in close proximity to, the Lake's northern shoreline.

Potential Impacts. The Project will rehabilitate a large number of culverts and bridges throughoutUi; Corridor. Aii bridges have been sized on tne bdbi ouf .G-yeL d'lud .evcis. Al. lct.4IvC. ',;a;-. :,Idesigned for 25 year flood frequency. No adverse impacts to, or significant alterations of, the overall

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Rajazstnan state Hign way rrojecl

drainage patterns are anticipated. The increased runoff due to widening of the roadways will bestatistically negligible. No impacts to the ephemeral streams flowing into Sambhar Lake areanticipated. RSHP will relocate the existing SH 2 ROW in the vicinity of Sambhar Lake to a ROWapproximately two kilometers farther to the north, thereby lessening the potential for impact on thewetland. The existing ROW through the community of Nawa will revert to local govemmentauthority. Indirect impacts due to future land uses along the existing ROW have been noted as apotential concem.

Mitigation. In addition to adherence to good engineering and construction practices and theenforcement of contract provisions related to drainage during both the construction and operationalstages of the Project, the newly created and RSHP-supported EM`U/PWD will coordinate with localland use planning authorities to ensure that any future developments along the existing ROW in thevicinity of Sambhar Lake are compatible with the status of the wetland and mitigation measuresproposed in the Environmental Mitigation Action Plan (EMAP). Contract provisions will ensure thatconstruction camps and other potential sources of secondary impacts are properly sited and providedwith drainage and wastewater facilities. No additional mitigation actions related to potentialhydrological impacts are considered warranted.

Biological Characteristics

Existing Conditions. Little undisturbed plant or wildlife habitat exists along the Corridor. Mostareas adjacent to the ROW are heavily disturbed by agricultural uses. Large portions of the ROW arelined with trees planted by, and under the jurisdiction of, the Rajasthan Forest Department. Portionsof the Corridor between Jaipur and Nawa have been designated as protected forestland under thepurview of the Rajasthan Forest Department. Migratory bird populations have been identified as aconcem in conjunction with the Sambhar Lake wetland as discussed above.

Potential Impact. Given the existing highly disturbed nature of the Corridor, the potential forundisturbed habitat loss, habitat fragmentation, restrictions of wildlife movements or damages toaquatic habitat due to direct impacts are negligible. Potential indirect impacts due to increased humanaccessibility, ecological disequilibrium or contamination are also negligible, but have been noted as apotential concern at Sambhar Lake. The relocation of the existing SH2 an additional two kilometersfrom the shores of Sambhar Lake will ensure that the Project presents no direct adverse impact toeither the wetland or its bird populations. Mitigation actions to address potential indirect impactconcerns are discussed below. A number of roadside trees (estimated as approximately 1,500) willbe lost due to road widening.

Mitigation. In addition to adherence to good engineering and construction practices and theenforcement of contract provisions during both the construction and operational stages of the Project,the newly created and RSHP-supported EMU/PWD will coordinate with local land use planningauthorities to ensure that any future developments along the existing ROW in the vicinity of SambharLake are compatible with the status of the wetland. Contract provisions will ensure that constructioncamps and other potential sources of secondary impacts are properly sited throughout the Corridor.The Project will also undertake an extensive tree-planting program along the entire Corridorparticularly along the Nawa Bypass near Sambhar Lake to mitigate the loss of trees due to wideningand to enhance the environment of the area.

Land Use

Existing Conditions. Agriculture is the predominant land use within the Corridor. Quarries andmineral extractions are also relatively common.

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Potential Impacts. The proposed road improvements in the Jaipur-Kuchama-Nagaur Corridor willenhance and facilitate the existing land uses. No significant adverse impacts to regional land usepatterns are anticipated. Potential adverse impacts in the vicinity of existing communities have beenobviated by the eight bypasses to be provided as a part of the Corridor improvements.Mitigation. Other than the actions to avoid adverse localized land use changes in the vicinity ofSambhar Lake, no additional mitigation actions related to land use are considered warranted.

Economic Internal Rate of Return

Existing Conditions. Existing transport conditions within the Corridor are unsafe due to inadequatelane widths, design and maintenance.

Potential Impacts. The Project will have a beneficial impact on the transport characteristics of theJaipur-Kuchaman-Nagaur Corridor and economic activities within the Corridor.

Mitigation. Other than adherence to good engineering and construction practices and theenforcement of contract provisions, no additional mitigation actions related to potential transportcharacteristics of the Corridor are considered warranted. Safety issues are further discussed underthe heading of Human Health and Safety below.

Climate and Air Quality

Existing Conditions. Arid conditions dominate the area. Temperature extremes of 500 C occurregularly. Summer rainfall is sporadic, sometimes bypassing portions of the area for years. Althoughair quality characteristics in the urban areas are known to be problematic, air quality characteristicswithin the rural areas and the Corridor as defined for the purposes of the RSHP are generally good.

Potential Impacts. Potential impacts to air quality can be anticipated during the construction phasedue to the nature of the construction activities and transport of materials. Within the operationalphase of the Project the Corridor improvements are unlikely to generate additional traffic comparedto a base case which takes population growth and economic factors into account. The improvementsare also unlikely to divert traffic from other routes. Compared to the base case, therefore, the Jaipur-Kuchaman-Nagaur Corridor improvements are likely to result in a net improvement in air quality dueto the lessening of congestion and more efficient movement of traffic.

Mitigation. Potential air quality impacts during the construction period will be mitigated by contractprovisions which require sites to be watered to prevent dust generation and require machinery andequipment to be fitted with pollution control devices. Asphalt plants and other generators of airpollutants are restricted to locations at least 500 meters from the nearest sensitive receptor (e.g.,residential areas, schools or hospitals).

Noise

Existing Conditions. Current noise levels within the Corridor are primarily attributable to vehiculartraffic and are particularly high in congested areas due to frequent use of horns as a means ofannouncing one's presence and intentions.

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phases of the project. Construction noise levels will be dependent on the nature of the construction

Louis Berger International. Inc., BCEOM. CES and ECI Executive Summary - Page 5

equipment employed and other factors. Noise levels during the operational phase may decrease inportions of the Corridor due to the lessening of congestion and more efficient movement of traffic.

A number of schools very close to road will be affected by the increase in traffic. These institutionscomes under silence zone category.

Mitigation. Potential noise impacts during the construction phase will be mitigated through the useof properly maintained equipment and by confining construction activities to normal working hours.Additionally all asphalt plants shall be equipped with dust collectors.

As a special mitigation action, provisions have been kept for construction of noise barriers for thesilence zones. This include construction of stone walls and tree plantations.

Socio-Economic Characteristics

Existing Conditions. Population growth in Rajasthan is one of the highest in the country (2.8percent per year). As is true of much of the Rajasthan, agriculture, mineral extraction's and tourismare the main economic activities in the Jaipur-Kuchaman-Nagaur Corridor. Tourist attractionsinclude hilltop forts, maharajas' palaces, festivals, handicraft markets and holy sites vying forattention. Jaipur forms one corner of the tourist "golden triangle" connecting it with New Delhi andthe Taj Mahal at Agra, and a substantial portion of the six million tourists to Rajasthan annually passthrough the area.

Potential Impacts. Improvements in the Corridor will be predominantly beneficial and will increaseits development potential and economic efficiency. Since the ROW currently exists, severance ofexisting communities will not occur and certain settlements currently split by through traffic willbenefit from bypasses included as a part of the improvements. Some loss or modest relocation ofroadside community businesses and social activities may occur. Communities at which bypasses areto be provided are unlikely to suffer adverse impacts due to the diversion of traffic. Tourism impactsare expected to be beneficial. No adverse impacts to cultural resources are anticipated.

Project-affected persons (PAPS) subject to potential adverse impact have been tabulated as follows:

PROJECT AFFECTED PERSONSWITHIN THE JAIPUR-KUCHAMAN-NAGAUR CORRIDOR

JAIPUR NAGAUR TOTALLAND USEIDISTRICT

Households Project-Affected Households Project-Affected Households Project-Affectedl__________ Persons Persons Persons

RESIDENTIAL 54 373 179 1409 233 1782COMMERCIAL 51 321 66 513 117 834AGRICULTURAL 203 1332 292 2329 495 3661MIXED USE 9 61 33 227 42 288

IOTHER 39 254 78 611 117 865

Mitigation. Details of mitigation actions related to land acquisition and displacements are providedby the Project's Resettlement Action Plan (RAP). Briefly, however, it can be noted thatcompensation for land and asset acquisition in the context of the RSHP will be made on the basis ofreplacement costs established on the basis of land market surveys of properties undertaken by theProject. When displacement results in the loss of a house or shelter, every effort will be made to

Louis Berger International, Inc., BCEOM. CES and ECI Executive Summary - Page 6

ensure that new housing is available before people are required to relocate. Relocation distances anddisruptions of local support networks will be minimized. Relocation housing will be provided withinthe Corridor when possible. Those not eligible for legal compensation for the loss of structures andassets will be assisted by other support mechanisms.

Human Health And Safety

Existing Conditions. Safety conditions within the Jaipur-Kuchaman-Nagaur Corridor arecompromised due to inadequate lane widths and the fact that the ROW is used by pedestrians,cyclists, pack animals and herdsmen as well as cars, buses, and trucks. Camellbullock drawn carts,speeding buses and over laden trucks are dangerous combinations creating hazardous conditions forpedestrians and other road users as well as themselves.

Potential Impacts. The RSHP will correct the currently inadequate lane widths and the overallsafety of the affected roads will be significantly improved. To the extent possible, shoulders will beprovided for the use of non-motorized transport.

Mitigation. Other than the actions as proposed, no additional mitigation related to health and safetyare considered warranted.

Consultations

PWD is engaged in consultations with stakeholders on a day-to-day basis. Major events specificallyrelated to the development of the RSHP included State-level Stakeholder Consultative Workshopconducted in September 1997 and technical discussions at the State, District, Panchayat and Villagelevels undertaken by the PCC Project team. Consultations specifically in regard to the Jaipur-Kuchaman-Nagaur Corridor include the following:

CONSULTATIONS WITH GOVERNMENT OFFICIALS AND NGOs

Name Address Aspects discussedMr VC Sacheti Chief Conservator of Forests (Administration) Forest & Wild Life and Forest

(CCF) clearanceMr Virendra Sigh Working Plan Officer ,Forests ForestsMr RG Soni Chief Conservator of Forests (Wild Life) Forest & Wild Life

( CCF)Mr Suresh Chadra Deputy Conservator of Forests (DCF) Jaipur East Forest & Wild LifeMr A Thomar Working Plan Officer ,Wild Life Wild LifeMr Sidhartha Kaul Joint Secretary, Wet lands, Ministry of Wetlands & Ramsar Sites &l_______________ Environment and Forests Sambhar lakeDr SK Agarwal Additional Director Infrastructure Ministry Of EIA requirements and GOIl________________ Environments and Forest Clearance proceduresDr Trishal Wet land Inter national Wetlands & Ramsar Sites &

|_________________________________________ Sambhar lakeDr B S Nathawat Scientist Birla Institute of Technology Wetlands & Ramsar Sites &

Sambhar lakeMr. R.P. Gupta Assistant Conservator of Forests (ACF), Jaipur Forest Clearance Application

Mr. Hanuman Ram ACF, Nagaur Forest Clearance ApplicationMr. Harish General Manager, The Sambhar Salts limited, Any special program toChandra Dadheech SambharLouis Berger Internstioncl. Inc., BCEO CES nnd ECJpreserve the Sarnbhar lakeLouis Berger International. Inc., BCEOMf. CES and ECI Executive Summarya - Page 7

Conclusion

The assessment concludes that, properly mitigated, the proposed actions within the Jaipur-Kuchaman-Nagaur Corridor will result in no significant adverse impact and will greatly benefit theresident populations.

Environmental Management and Monitoring

An Environmental Management and Monitoring Plan (EMMP) is specified as a part of the SEA. Asdescribed therein, the GORIPWD is working closely with the World Bank to establish theinstitutional mechanisms necessary to implement the measures specified in EMM%4P andRehabilitation Action Plan (RAP). As part of its commitment to improve and enhance environment,PWD will set up an Environmental Management Unit (EMU) and a Social Development andResettlement Cell (SDRC) which will implement and monitor the measures specified in the EMP andRAP for at least the five-year period of the project. Linkages with existing government programs,agencies and non-governmental organization (NGOs) will be established to allow PWD to take fulladvantage of expertise that has been developed to mitigate any identified impacts. Specific actionswithin the Jaipur-Kuchaman-Nagaur Corridor will include:

* Strict contract supervision to ensure that all specified environmental provisions are fullyimplemented;

= Tree planting at a replacement rate of ten-to-one;

* Actions to assist the establishment of appropriate land uses in the vicinity of Sambhar Lake; and

* Monitoring as specified above.

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I

LIST OF ACRONYMS

LIST OF ACRONYMS

ADB Asian Development bankASI Archaeological Survey of India

CADD Computer Aided Design and DraftingCAZRI Central Arid Zone Research InstituteCPCB Central Pollution Control BoardCW Construction Works

EIA Environmental Impact AssessmentEIRR Economic Intemal Rate of ReturnEMU Environmental Management UnitENVIS Environmental Information System - a component of a World Bank-funded program

to provide an Aonline and geographically decentralized system of information onenvironmental issues in India@. Reported to include 32 centers (Source:Environmental Management Capacity Building Technical Assistance Program,Technical Annex on a Proposed Credit. The World Bank, Report T-6910-IN,December 3, 1996, page 15.)

EO Environmental Officer

FIDIC Federation Intemationale des Ingenieurs - conseils

GOI Govemment of IndiaGOR Government of Rajasthan

IRC India Road Congress

MDR Major District RoadMOEF Ministry of Environment and ForestsMOST Ministry of Surface TransportMSL Mean sea level

NEAC National Environment Awareness CampaignNEERI National Environmental Engineering Research InstituteNH National HighwayNMT Non-motorized trafficNOC No Objection Certificate

PAP Project-Affected PersonPCC Project Coordinating ConsultantsPIA Project Influenced AreaPWD Public Works Department (State)

RMS Road Management SystemRRA Regional Resource Agencies (a part of the NEAC)RSHP Rajasthan State Highway ProjectRW Road Wing

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SEA Sectoral Enviromnental AssessmentSH State HighwaySOI Survey of IndiaSOS Strategic Options Study

) SPCP State Pollution Control Board

SRAC State Remote Sensing Application Center

WB World BankWWF World Wildlife Foundation

)

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TABLE OF CONTENTSI{

ENVIRONMENTAL IMPACT ASSESSMENTOf The

JAIPUR-KUCHAMAN-NAGAUR CORRIDOR IMPROVEMENTSA Sub-Project Of The

RAJASTHAN STATE EHIGHWAYS PROJECTThe Government of Rajasthan -Public Works Department

August 1998

TABLE OF CONTENTS

EXECUTIVE SUMMARYLIST OF ACRONYMS

1.0 INTRODUCTION ................................... 1-11.1 Purpose ................................... 1-11.2 Procedural And Regulatory Requirements ................................... 1-1

World Bank Requirements ................................... 1-1MOEF Requirements ................................... 1-2PWD Requirements ................................... 1-3

1.3 Organization of the Document .......................... 1-3

2.0 PROJECT DESCRIPTION .......................... 2-12.1 Objectives of the RSHP .......................... 2-12.2 Construction Activities ... 2-12.3 Identification of Priority Corridors .. 2

The Strategic Options Study . 2-2The Feasibility Study .2-2

2.4 Actions in the Jaipur-Kuchaman-Nagaur Corridor .2-2

3.0 BASELINE DATA ............. 3-13.1 Topographic, Geological & Soil Characteristics., 3-1

3.1.1 Topography . 3-23.1.2 Geological & Seismic Characteristics .3-23.1.3 Soils ................................ 3-3

3.2 Water Resources .333.2.1 Surface Hydrology .3-33.2.2 Wetlands .......... . . ... .3-43.2.3 Subsurface Hydrology . 3-63.2.4 Flood/Inundation Characteristics .3-6

3.3 Biological Environment . 3-63.3.1 Plant Species ............ 3-63.3.2 Wildlife Species .3-7

3.4 Land Use ........................ 3-103.4.1 Regional Land Use .3-103.4.2 Designated Forestland ........................ 3-13

3.5 Economic Internal Rate of Return . 3-133.6 Climatic & Air Quality . 3-143.7 Noise . 3-173.8 Socio-Economic Characteristics . 3-18

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TABLE OF CONTENTS - CONTINUED

3.8.1 Communities and their Economic Activities .......................................... 3-193.8.2 Land Acquisition and Resettlement .......................................... 3-243.8.3 Indigenous Peoples .......................................... 3-253.8.4 Cultural Resources .......................................... 3-263.8.5 Aesthetics and Landscape .......................................... 3-27

3.9 Human Health And Safety .......................................... 3-273.9.1 Traffic Safety .......................................... 3-283.9.2 Non-Motorized Traffic .......................................... 3-28

4. 0 IMP ACTS AND MITIGATION .......................................... 4-14.1 Topographic/GeologicallSoil Characteristics .......................................... 4-2

4.1.1 Topography .......................................... 4-34.1.2 Geological & Seismic Characteristics .......................................... 4-134.1.3 Soils .......................................... 4-14

4.2 Water Resources .......................................... 4-144.2.1 Surface Hydrology .......................................... 4-144.2.2 Wetlands .......................................... 4-154.2.3 Subsurface Hydrology .......................................... 4-154.2.4 Flood/Inundation Characteristics .......................................... 4-15

4.3 Biological Characteristics .......................................... 4-164.3.1 Plant Species . 4-174.3.2 Wildlife Species ..................... , , , .. 4-17

4.4 Land Use . 4-184.5 Economic Internal Rate of Return ................................,.,,,,.,, ... .,, 4-194.6 Climate & Air Quality Considerations ................................ ,,,,,,,.. 4-20

4.6.1 Construction Phase ... . ... .4-204.6.2 Operational Phase ................ 4-20

4.7 Noise ..... . . . . .... 4-214.7.1 Construction Phase . 4-214.7.2 Operational Phase . 4-22

4.8 Socio-Economic Characteristics ......................................... 4-244.8.1 Communities and their Economic Activities ......................................... 4-244.8.2 Land Acquisition and Resettlement .4-254.8.3 Indigenous Peoples .4-274.8.4 Cultural Resources ................ , 4-274.8.5 Aesthetics and Landscape Characteristics ........................................ 4-31

4.9 Human Health and Safety ........................................ 4-31

5. 0 ANALYSIS OF ALTERNATIVES ......................... 5-15.1 Integration of Environmental Considerations the Alternatives Analysis ......... 5-15.2 Engineering Alternatives ............................................................ 5-15.3 Criteria for analysis of alternatives within the Jaipur-Kuchaman-Nagaur

Corridor ............................................................ 5-25.3.1 Design alternative efforts and Project Specific Mitigation ....................... 5-35.3.2 Results of Mitigation Efforts ............................................................ 5-3

5.4 The No Action Alternative ............................................................ 5-5

6. 0 ENVIRON-MENTAL MANAGEMENT & MONITORING ...................................... 6-16.1 Institutional Strengthening for Environmental Management ............................. 6-1

6.1.1 Organization and Staffing ............................................................ 6-1

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Abuw-........ .b ... ...

TABLE OF CONTENTS - CONTINUED

3-16 Socio-Economic Characteristics of PAPs ................................ 3-223-17 Religions Sites and Temples ................................ 3-27

4-1 Environmental Mitigation Actions. 4-44-2 Land Requirements .4-194-3 Typical Noise Levels Associated with Highway Construction .4-214-4 Typical Noise Levels Associated with Principal Construction Equipment. 4-234-5 Project-Affected Persons .4-274-6 Land Acquisition & Displacement Mitigation ............................... 4-28

5-1 Position and selection criterion of bypasses and stretches requiring land acquisition . 5-4

6-1 Proposed organization of Environmental Management Unit with in the PIU .6-26.2 Envirom-nental Costs Analysis .6-66-3 Implementation Schedule .6-8

7-1 Consultations with Goverrnent Officials and NGOs. 7-4

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s.)

1.0 INTRODUCTION

1.1 PURPOSE

The Government of Rajasthan (GOR), Public Works Department (PWD), has initiated an ambitiousand much needed program to upgrade critical segments of the State's road network under theRajasthan State Highways Project (referred to hereinafter as the RSHP or "the Project"). The Projectis supported by the Intemational Bank for Reconstruction and Development (the World Bank) and,assuming the GOR's loan application is approved, construction of road improvements proposed byProject will commence in late 1998. Eleven potential improvement corridors have been identified foraction. The Project requires World Bank, Government of India (GOI) and GOR environmentalclearances and approvals before construction can proceed.

The cumulative impacts of the Project were the subject of a Sectoral Environmental Assessment(SEA) as the first step in the environmental approval process. The SEA concluded that therehabilitation actions to be undertaken by the RSHP have a low potential for significant adverseenvironmental impacts, assuming actions are taken as specified in the SEA and as specified bycorridor-specific environmental impact assessments (EIAs). The SEA stipulated that corridor-specific EIAs would to be prepared and circulated for review and comment for those corridorsdeemed to warrant such action in accordance with all appropriate GOI regulations and the WorldBank's operational procedures. Details of these requirements are outlined below.

The document in hand provides the corridor-specific EIA for the Jaipur-Kuchaman-Nagaur Corridorand has been prepared to meet the GOI requirements as specified by the Ministry of Environmentaland Forest (MOEF) and an Environmental Assessment (EA) meeting the requirements of the WorldBank. Its purpose is to present an evaluation of potential impacts due to the proposed upgrading andrealignments of existing State Highways within the corridor from Jaipur to Nagaur via Kuchamanpursuant to the stipulations of the SEA. Details of the proposed action within the Jaipur-Kuchaman-Nagaur Corridor are presented in Section 2.0 and evaluated in detail in the remainder of thedocument.

1.2 PROCEDURAL AN-D REGULATORY REQUIREMENTS

Environmental requirements of the World Bank are specified in detail in its Operational Directive(OD) 4.01 and related ODs. A detailed exposition of the policy, administrative and legal context ofenvironmental management in India is provided by Appendix A. In instances in which the proceduraland regulatory requirements differ, the more stringent applies. The procedural and regulatory aspectsof those requirements and those of the Ministry of Surface Transport (MOST), Public WorksDepartment (PWD), the proponent of the Project, can be summarized as follows:

World Bank Requirements. The World Bank environmental requirements are based on the WorldBank Operational Manual, Directive 4.01 which out lines bank policy and procedures for theenvironmental assessment for bank leading operations.

The RSHP, taken in its er.._1&y is a project requiring extensive and detailed environmentaldocumentation of existing conditions and potential impacts due to the proximity of the selectedalignments to ecologically sensitive areas, necessitating adequate mitigation measures and the

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preparation of environmental management and mitigation action plan. The EA process takes in toaccount public consultations and information dissemination.

In recognition of the needs of large, multi-year lending programs likely to involve a number ofprojects or sub-projects such as the RSHP, the Bank's procedures also provide for the preparation ofin a Sectoral Environmental Assessment (SEA) as that term is defined by its OD 4.01 dated October1991. A SEA is designed to accommodate a number of circumstances, particularly "the Bank'sincreasing use of programmatic, sector-oriented and time-slice investment programs (which) hasserved to build up a demandfor a sectoral EA approach"'

The SEA can hasten environmental clearance of projects or sub-projects that do not warrant moreintensive investigation. It can thereby considerably simplify and expedite the implementation processand reduce potential risks and uncertainties. If sensitive areas are within the potentially affectedenvironment of a project or sub-project, or if significant socio-economic impacts are anticipated or itis otherwise, detailed environmental documentation is required at the project-level. Clearance for theoverall Program is obtained, however, provided that:

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

a The SEA is accompanied or followed by detailed design and project-level environmentaldocumentation when necessary and provides assurance that the environmental issues will beproperly addressed in the subsequent phases of the Program. And

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

The World Bank determined that the RSHP required a SEA to "develop simple,, standard andpractical recommendations to be included in the design and construction of the project" including:

- Proper use of existing borrow areas and quarries;- Landscaping of borrow areas and spoil tips;- Development of proper storage areas specifically for diesel fuel and bitumen;- Rehabilitation of the ROWs through replanting;- Minimizing soil erosion;- Protection, enhancement and proper management of sensitive habitats; and- Establishment of an environmental management unit within PWD.

The required SEA for the Project was prepared and formally submitted to the World Bank on 5 June1998. In addition to the documentation and commitments in the SEA, World Bank approval is alsocontingent on the completion of detailed design for 25 percent of the total Project and the securenceof all necessary environmental approvals for these actions from MOEF and other GOI agencies andthe completion of project-level EAs where warranted. All Phase I RSHP construction activities weredetermined to require project-level EAs. The Jaipur-Kuchaman-Nagaur Corridor is one of twocorridors comprising Phase 1.

MOEF Requirements. Primary responsibility for administration and implementation of the GOIpolicy with respect to conservation, ecologically sustainable development and pollution control restswith MOEF and the regulations established pursuant to the National Conservation Strategy, NationalForest Policy, the Policy for Abatement of Pollution (1992), and the Indian Environmental ProtectionAct 1986 (29 of 1986) revised in 1997. Additional information in regard to the administrative andlegal framework for environmental management is provided in Appendix A. Guidance for thepreparation environmental impact assessments (EIAs) within this overall framework for

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environmental clearance of new development proposals is provided by the GOI's Handbook ofEnvironmental Procedures and Guidelines (1994). Additional guidelines for road projects areprovided by MOST in its publication entitled Environmental Guidelines for Rail/Road and HighwayProjects. The Guidelines include a summary questionnaire to be submitted to MOEF for thepreparation of EIAs for domestic road projects. The questionnaire for the Jaipur-Kuchaman-Nagaurhas been submitted in conformance with the requirements.

Road widening and strengthening projects are generally exempted from GOIVEIA requirements(revised MOEF Notification No. S. 0. 318 (E) dated 10 April 1997 and in letter no. RW/NH-11052/1/97-DO I dated 19.06.1997) provided they do not require substantial land acquisition, impactecologically sensitive areas, or have more than one thousand project-affected persons (PAPs). It hasbeen determined that the proposed actions in the Jaipur-Kuchaman-Nagaur Corridor do not meetthese conditions. Accordingly, an EIA addressed to the specific actions and circumstances within theCorridor must be prepared and approvals received. Forestry applications and MOEF applications arealso required. As part of its review, the Rajasthan State Pollution Control Board (SPCB) establishesdistrict wise review panel and circulates the MOEF application for public review and comment ineach affected District. After the Project receives Forestry Department and SPCB notices of clearance(NOC), the MOEF application will proceed to MOEF for review and action. MOEF establishes areview committee. The committee may attach stipulations to the NOC.

PWD Requirements. PWD currently has no formal environmental internal review procedures.PWD will, however, establish an Environmental Management Unit (EMU) to develop an in-housecapacity to implement and manage environmental issues related to the highways as part of the RSHP.The PWD will be responsible for the mitigation measures adopted during and after the completion ofconstruction.

1.3 ORGANIZATION OF THIS DOCUMENT

Based on these procedural and regulatory requirements, the EIA is organized in accordance with thestipulations of the Environmental Impact Assessment Act of 1994, as amended on 4 May 1994,Schedule III, GOI's Handbook of Environmental Procedures and Guidelines (1994) andEnvironmental Guidelines for Rail/Road and Highway Projects. Additional information requiredpursuant to World Bank guidelines is also incorporated pursuant to World Bank OperationalDirective 4.01 and the recommendations World Bank Technical Paper Number 376: Roads and theEnvironment: A Handbook. Accordingly, the remainder of the document is organized as follows:

* Section 2.0 - Project Description - a brief description of the RSHP, the components of theProject, the manner in which the priority corridors were identified, and details of the proposedactions in the Jaipur-Kuchaman-Nagaur Corridor.

* Section 3.0 - Baseline Conditions - an overview of the relevant aspects of the study area. Themajor headings of the statement of baseline conditions and the section that follows have beendevised on the basis of MOEF's suggested outline and review procedures and supplemented toaddress World Bank concems as follows.

* Sub-Section 3.1 - presents the characteristics related to topography, geology and soils ofthe potentially affected environment.

* Sub-Section 3.2 - presents the water resources of the potentially affected area.

* Sub-Section 3.3 - presents the characteristics related to biological characteristics, i.e.,

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issues related to wildlife, plant species and related biological issues.

* Sub-Section 3.4 - presents the land use issues, including identification of forest reservesand other sensitive land uses within the Corridor.

* Sub-Section 3.5 - presents transportation circumstances of the potentially affected area.In light of the fact that the proposed project is within the transportation sector, thissection also presents the economic project appraisal.

* Sub-Section 3.6 - presents the characteristics related to climate and air quality of thepotentially affected environment;

* Sub-Section 3.7 - presents the noise considerations;

* Sub-Section 3.8 - presents socio-economic conditions. To ensure that World Bank, aswell as Govermnent of India concems under this heading are fully addressed in a mannerthat facilitates review, this section presents: potentially affected communities and theeconomic activities; land acquisition and resettlement; potentially affected indigenouspeoples; cultural heritage; and aesthetic and landscape issues.

* Sub-Section 3.9 - presents the characteristics related to human health and safety of thepotentially affected environment.

* Section 4.0 - Impacts & Mitigation - an examination of potential impacts and mitigationactions related to them. Section 4.0 follows essentially the same sequence and enumerationpattern as Section 3.0 to facilitate review.

a Section 5.0 - Analysis of Alternatives - an examination of alignment, design and technicalaltematives considered in the evolution of the Project.

a Section 6.0 - Environmental Management and Monitoring - specific environmentalmanagement activities to be incorporated in both the construction and operational phases for eachcomponent of the Project are presented along with a Monitoring Plan specifying the type ofmonitoring proposed, the activities and/or conditions warranting environmental monitoring,responsible agency or organization, estimated costs and related factors.

* Section 7.0 - Inter-Agency, Public and NGO Participation Consultations - a description ofcoordination activities in the preparation of the EA, including coordination with govemmentagencies, actions undertaken to obtain the views of local non-govemment organizations (NGOs)and affected groups, and records of meetings and other activities, communications andcomments.

The EIA is supplemented by a separately bound Resettlement Action Plan (RAP).

END NOTES

The World Bank, Environmental Assessment Sourcebook Update: Sectoral EnvironmentalAssessment, October 1993, page 1.

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I

V.~~~~~~~~~~~~~~~~~~~~~~

2.0 PROJECT DESCRIPTION~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

2.0 PROJECT DESCRIPTION

2.1 DESCRIPTION OF THE RSHP

There are approximately 10,000 kilometers of State Highways in Rajasthan. Most are paved single-to intermnediate-lane width roads with widely varying traffic loads, including a significant amount ofthrough traffic between Delhi and agricultural areas to the north and from Gujarat in the south.Tourism, by domestic visitors and international travelers, also generates substantial demand for travelcapacity. In view of the current and increasing levels of traffic and the unsafe conditions presentedby the narrow carriageways, the State Highways are in need of widening to provide two full lanes andadditional up-grading improvements. In light of these needs, the Rajasthan State Highway Project(RSHP) has been devised to:

* Alleviate unsafe conditions related to inadequate road widths;

* Reduce transport costs and transport constraints on economic activity;

* Improve the institutional capacity of the Govermment of Rajasthan in the sector;

* Improve the riding quality and capacity of selected segments of the State's core roadnetwork;

* Reduce the backlog of periodic maintenance;

* Improve organizational structure of the State's Public Works Department (PWD); and

* Establish effective systems and procedures for planning, budgeting, procurement, contractadministration monitoring, financial management and stakeholder consultation.

2.2 CONSTRUCTION ACTIVITIES

Construction activities to upgrade and rehabilitate the priority roads, to be undertaken in concert withthe institutional strengthening components of the Project, will:

* Raise the foundation levels of roads;

* Widen existing single-and intermediate-lane road to two full lanes;

* Strengthen pavement;

* Upgrade in urban areas with provisions for drains, sidewalks and parking; and

* New alignments and/or re-alignments in some instances.

Except for certain short realignments, the proposed construction activities will be restricted to theexisting ROWs and consist of widening of Davement and berms: replacement/improvement of

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Rajasthan State Highway Projeca -ts-

culverts drainage ways and bridges; upgrading of drainageways; improvements to road geometrics tomeet design speeds and specifications; urban improvements; upgrading of the road managementsystem, including preparation of three-year routine maintenance programs; preparation andimplementation of an institutional development strategy; procurement of equipment; and technicalassistance and training; and supervision of civil works. A total of 1,505 kilometers will be widenedand rehabilitated to an improved two lane-cross section with paved shoulders and berms. Theseactivities will ultimately result in upgrading of the highways and improvements in transportcapabilities, surface drainage, and highway speeds.

The proposed construction activities will raise carrying capacity to accommodate projected trafficforecasts and will be carried out in accordance with current Indian and intemational standards forhighway engineering design. These standards are proposed in design and installation of drainage,roadbed and surfacing, and widening and stabilization of berms. Potential adverse impacts andbenefits of these activities, and of reasonable alternatives, on the physical, socio-economic, andecological environment are addressed in detail in the sections that follow.

2.3 IDENTIFICATION OF PRIORITY CORRIDORS

Two studies were undertaken to identify priority corridors for actions.

• The Strategic Options Study. Local consultants, working on behalf of the Government ofRajasthan (GOR), Public Works Department (PWD) undertook a Strategic Options Study (SOS)completed in 1995. The SOS identified approximately 2,500 kilometers of State Highways andMajor District Roads where reduced carriageway width and/or pavement deterioration resulted incapacity constraints. The SOS also included data on road inventories, traffic counts and analysisfor the classification of road sections and links covering over 21,000 kilometers of National,State and Major District Roads.

• The Feasibility Study. A Feasibility Study for the RSHP was undertaken to evaluate the 2,500kilometers identified as warranting attention by the SOS, identify corridors for priority, and formthe basis of detailed engineering requirements. The Feasibility Study identified approximately1,505 kilometers of highway to be addressed in phases (Exhibit 2-1) as follows:

- Phase 1: 404 kilometers, including the alignment corridor addressed by this EIA;- Phase 1A: 37 lkilometers of roadway; and* Phase 2: 730 kilometers (Exhibit 2-2).

2.4 ACTIONS IN THE JAIPUR-KUCHAMAN-NAGAUR CORRIDOR

The Jaipur-Kuchaman-Nagaur Corridor links the State capital, Jaipir, with Nagaur, a District capitaland geographic center of the State. Improvements will be made within two segments of the Corridortotaling 228 kilometers (Exhibit 2-3) defined as follows:

* The Jaipur-Kuchaman Segment - beginning at a point to the west of Jaipur along StateHighway 2A and proceeding to its point of intersection with State Highway 7 at a point 11kilometers south of Kuchaman, and;

• The Kuchaman-Nagaur Segment - beginning at a point to the west of Kuchaman along StateHighway 2A and 2 and proceeding to a point two uilometers east oiNagaur.

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Project activities within the Jaipur-Kuchaman-Nagaur Corridor will be typical of those within theProject as outlined above., i.e., road widening and general upgrading. Bypasses will be provided ateight locations depending on presence of unsafe curves, congestion etc. as follows:

* Manda - a 1.8-kilometer bypass will be provided through private agricultural land. The bypasswill eliminate a number of unsafe curves in the existing roadway.

C Bhadwa -a 1.1-kilometers bypass will be provided to avoid geometric problems and existinglow-income settlements.

EXHIBIT 2-2DETAILS OF PHASE 1, IA AND PHASE 2 ROADS

| Phase (Alignment Principal Communities on State Highway and LengthNumber) Alignment Major District Road (km)

l _______________________ DesignationsPhase 1

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

Sub total 404Phase la

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

Subtotal . 371Phase 2

(A-gnment 3) Chittorgarh - Nimbahera (4 SH4 33Lanes)

(Alignment 4) Dausa - Sawai Madhopur SH29 96(Alignment 4) Sawai Madhopur - Indergarh SH30, SH29 39(Alienment 6) Sirohi -. Mandar - Dousa SH27 71(Alignment 7) Nagaur - Mertacity - Ajmer SH39, SH21, SH18 158(Alignment 2) Baran - Shahbad SH17 80(Alignment 8) Nagaur - Bikaner SH3 110(Alignment 11) Ratangarh - Talchaper - Nokha SH7,SH20 143

Subtotal 730Total 1505

* Lohrana - a 0.8-kilometer bypass will be provided through agricultural land. The bypass isprompted by geometric considerations and the proximity of a school to the existing ROW.

* Nawa - a 5.5-kilometer bypass will be provided to correct adverse geometric conditions,elirainate two railway crossings and remove highway traffic from its current proximity to theRamsar listed Sambhar Lake wetland.

* Mfeethri - a 1.55 -kilometer bypass will eliminate two sharp tums and passage through a marketarea.

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* Barwala - a 1.3-kilometer bypass will be provided on the north side of an existiag village. Thecurrent ROW through the village is approximately five meters.

* Budsu - a 0.5-kilometer bypass will be provided to correct geometric problems and providesufficient ROW.

* Choti Khatu - a 1.75 km bypass will be provided at an existing village and rn:s parallel to arailway line through the agricultural land.

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ii

3.0 BASELN DATA

: I

3.0 BASELINE DATA

Tnis section of the Environmental Impact Assessment (EIA) provides a description of theenvironmental baseline conditions within the Jaipur-Kuchaman-Nagaur Corridor as defined for thep=rposes of the Rajasthan State Highway Project (RSHP). Several points should be noted:

3 Definition of the Potentially Affected Area. The Ministry of Environment and Forest(MOEF) suggests the adoption of ten kilometers on both sides of road centerlines as theassessment study area for highway projects. The EIA, therefore, addresses this minimum 20-kilometer corridor for the purposes of the Project. At the same time, however, it isrecognized that the exact limits of the "potentially affected area" may require expansion inaccordance with the circumstances of the particular characteristic under discussion. Increasedstorm water run-off from the proposed roadways, for example, will have an impact on theconditions within the rights-of-way (ROWs) and the water courses they cross, but may alsoimpact hydrological conditions down stream to a degree that can only be determined bycircumstances. The increased runoff due to the highway development and the additional.development which it attracts (referred to as an "induced impact") may, therefore, warrantinvestigations in a considerably larger area than the immediate ROWs.

* Organization. In order to set the stage for the environmental analysis, the statement ofexisting conditions is organized in accordance with the stipulations of the EnvironmentalImpact Assessment Act of 1994, as amended on 4 May 1994, Schedule III. Additionalinformation required pursuant to World Bank guidelines is organized pursuant to WorldBank Operational Directive 4.01 and the recommendations World Bank Technical PaperNumber 376: Roads and the Environment: A Handbook as an organizational device. Thetopics and the manner in which they are presented are structured to facilitate the discussionsof potential impacts and mitigation related to them in Section 4.0.

* Methodology. Existing baseline ccnditions were determined by teams consisting ofenvironmental specialists, social impact specialists, regional experts, surveyors and engineersconducted field surveys of alignments to identify critical environmental concems and roadupgrading needs. Reconnaissance surveys were conducted of the entire Corridor byautomotive "windshield" surveys and in many areas by foot. Topographic surveys were

* conducted of the entire Corridor for purposes of design engineering. Relevant maps, regionalexperts and published data sources were also consulted to identify potential concerns.Numerous village level consultations were held along the alignment. The following topics

) and potentially required actions were considered on a qualitative basis.

As discussed in the foregoing Project Description, Section 2.0, improvements in the Corridor willoccur in two segments, i.e., the portion from Jaipur to Kuchaman extending from the westem citylimit of Jaipur to a point south of Kuchaman at the intersection of State Highway 2 (SH2) and SH 7;and the portion from Kuchaman to Nagaur. The baseline data for the two segments will be presentedwhen warranted by differing conditions along the two segments.

3.1 TOPOGRAPHIC, GEOLOGICAL & SOIL CHARACTERISTICS

A) ±uc -RaLe of Rajaushni ii lb u itd sIt3 cv c - r -oa*.eiy dic*tnct n,Tvsioeraphic districts by the Aravalli

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alluvium consisting of river flood deposits and valley fill deposits occur along the course ofephemeral channels of the River Lundi and Mendha and their tributaries.

Minerals. A variety of mineral deposits are found in the general area of the entire Corridor and-contribute significantly to the economy of the area. These include china clay, copper, dolomite,marble, limestone, silica sand soapstone, and salt. (Chouhan 1996)

Quarries. Mineral extraction activities occur throughout the length of the Corridor and are a majorcontributor to the economy and traffic generation within it.

3.1.3 Soils

Rajasthan includes portions of two of India's major physiographic divisions: the Great Plains and theCentral Highlands. The area lying to the east of the Aravalli, including the Jaipur area, falls withinthe northem portion of the Central Highlands; the area to the west occupies the Great Plains.

The Jaipur-Kuchaman Segment traverses an area which can be characterized possessingpredominantly rocky and undulating desert in Jaipur area; characteristics of the eastern plain in thevicinity of Sambhar Lake and the area south of Kuchaman. Kuchaman itself is located within atransition to more rocky and undulating desert characteristics. Soils within the corridor are generallyalluvial (Chatterji and Kar 1989). The Kuchaman-Nagaur Segment can also be characterized asrocky and undulating semiarid desert. Soils within the Corridor are generally of two types:

U Grey-brown loam within the portion of the Corridor from Kuchaman to Khatu. These aregenerally light loam soils with better stability and crop-producing potential than other soils in theregion, provided that they are adequately watered (Chouhan 1996).

a Desert sand within the portion from Khatu to Nagaur. The area consists of dune andinterdune soils and brown sandy soils which cover the majority of the westem half of the State.Low moisture holding capacity and vulnerability to wind erosion make these soils difficult tostabilize and cultivate (Chouhan 1996, Chatterji and Kar 1989). Wind blown eolian sand islocated is common in the area and is generally medium to fine grained and occurs as a blanket ofvarying thickness in the plains and also as low dunes.

3.2 WATER RESOURCES

) 3.2.1 Surface Hydrology

The Jaipur-Kuchaman Segment of the Corridor lies generally to the east of the Aravalli Hills whichdivide the State. The area is drained by a series of northeast flowing streams including the Chambal

0) River which originates in Madhya Pradesh before entering Rajasthan and flows 394 kilometers untilit enters Uttar Pradesh and joins the Yamuna River. The Chambal is the only large perennial river inthe State and has been dammed and diverted at several points for use as cooling water at electrical

.) 4generating stations and in irrigation canal systems. The Banas River originates in the Aravalli Hillsand flows 480 kilometers through the Mewar Plains before joining the Chambal. The Gambhir

I) River, subject to frequent flooding because of its silted condition, originates in the Karauli Hills andflows through the Sawai Madhopur and Bharatpur districts before exiting Rajasthan to eventuallyjon the 'yamuna (Chouhan 16u). '....- cman Sezment crosses the tributary of the Banas

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River. All other perennial river and surface drainage systems to the east of the Aravalli Hills arelocated beyond the area of potential impact. Several ephemeral streams are evident in the area,however, including the Mendha, Rupangarh, Kharian and Khandel in the vicinity of Sambhar Lake(Gopal and Sharma 1994). These have internal drainage, terninating in Sambhar Lake.

The Kuchaman-Nagaur Segment of the Corridor contains defined surface streambeds in the easternportion. All are intermittent in flow. Much of the remaining area experiences either sheet flow orconcentrated runoff along small drainageways during the summer monsoon.

Reservoirs, Ponds and Lakes. Other than the salt water lakes and ponds near Sambhar, no freshwater bodies are found in both segments of the Corridor adjacent to ROW. Existing water bodies inthe region are generally highly degraded pools with loW oxygen and high biological oxygen demand(BOD) associated with excessive loads of sewage and other organic materials. Street levels are oftennear or above the ground level of adjacent houses and streets serve as open sewers where, as isgenerally the case, public toilets are unavailable. In commercial areas, 80 to 90 percent of the groundsurface may be covered by buildings and pavement, allowing no chance for water to infiltrate andthereby increasing the flooding potential.

Some intermittent stream crossings in both segments are at grade "Irish crossings" and result inintermittent interruptions in traffic flow durincg the monsoon season. Cross-highway water flowresults in deposition of dirt and debris on the highway and often erodes or undercuts the downstreamside of the highway bed resulting in pavement surface failures and narrowing of the roadway.

3.2.2 Wetlands

The Corridor is predominantly arid and contains few wetland areas with the exceptions of SambharLake, a shallow, saline wetland located as indicated by Exhibit 3-1; a similar lake to the north of theCorridor toward Kuchaman; and ponds scattered throughout the area. Sambhar Lake has beendesignated as a "Ramsar Site", i.e., a Wetland of Intemational Importance as identified by theConference of Contracting Parties to the Ramsar Convention, an international cooperation.for theconservation of wetland habitats adopted at the Iranian city of Ramsar in 1971. The Conventioncame into force in 1975. India acceded to the Convention in 1982 (Gopal and Sharma 1994). Thedesignation affords the Lake considerable attention but no significant protection. The existing SH 2runs parallel to, and in close proximity to, the northern shoreline of the Lake.

Lake Sambhar is approximately three meters at its deepest with an average depth not exceeding 0.61centimeters. It has no external drainage. The maximum length of the basin is 22.5 kilometers. Thewidth ranges from 3.2 kilotneters to 11.2 kilometers. The lakebed (360 meters above msl) is almostflat with a slope of less than ten centimeters per kilometer. The Lake is generally elliptical in shapewith its long axis running east-northeast to west-southwest. Its surface area varies greatly dependingthe amount of water entering the Lake in a particular year. At full capacity (at 363 above msl) itcovers an area of 190 square kilometers and is the largest inland saline lake in India (Gopal andSharma 1994). The Lake is divided into two unequal parts by a dam approximately five kilometerslong between the settlements of Jhapok to the south and Gudha in the north. The Lake has anextensive catchment spread over 7,560 square kilometers, most of which lies to its north andnortheast. It is fed by four ephemeral streans (the Mendha, Rupangarh, Kharian and Khandel),numerous rivulets and, surface runoff (Gopal and Sharma 1994). The westem part is a natural,undisturbed, continuous sheet of water. The eastem part is used extensively for salt extraction andcovers approximately 77 square kilometers. The salt is extracted from the Lake via salt pansestablished on the margins and is considered a najor economic resource.

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The Lake attracts flamingoes, pelicans, waterfowl and shorebirds in large numbers. The birdsreportedly prefer the brine reservoirs and salt pans on the eastem side of the Jhapole-Gudha Dam butin dry years they may occur throughout the lake (Gopal and Sharma 1994).

3.2.3 Subsurface Hydrology

Most groundwater levels within the Jaipur-Kuchaman-Nagaur Corridor are reported to be at depths inexcess of 15-30 meters (Chatteiji and Kan 1989). Wells for irrigation use and as a source of potablewater are comnmon throughout the Corridor.

3.3.4 Flood/Inundation Characteristics

Occasional ponding of water occurs on and adjacent to the existing roadway for short periodsfollowing the occasional summer monsoon storms.

3.3 BIOLOGICAL CHARACTERISTICS

Little undisturbed habitat exists along the Corridor. Forest plantations (including plantation withinexisting ROW), protected forests and forest reserves are under the control of the GOR ForestryDepartment. The Wildlife Wing of the Forestry Department regulates parks and sanctuaries forwildlife and is responsible for reviewing activities which may impact these resources. Details of theplant and wildlife species found within the Corridor are as follows.

3.3.1 Plant Species

Principal Vegetation Communities. Vegetation within the Corridor is heavily influenced byagricultural activities. Trees are commonly left standing generally at low densities (generally lessthan ten per hectare) in fields and are heavily coppiced for fodder. The common trees on these sandyplains are Proposis cineraria, Calligonum polygonodies, and Saccharum bengalense with Acacialencophloea, Maytenus emarginata, Leptadenia pyrotechnica, Sericostoma panciflorum andCrotoloris burhia (Chouhan 1996). As is the case in most parts of India, Rajasthan's ecologicalresources have endured a long history of use by man and his livestock. Vegetation of the region isgenerally dominated by species tolerant of low water availability, heavy grazing and high seasonaltemperatures.

Water availability, grazing pressure, clearing for agriculture, and other uses have restricted theoccurrence of forest in Rajasthan. Remaining forest areas are generally degraded thorny remnants ofthe original forest types. The remaining forest areas within the Corridor are principally dhok(Anogeissus pendula), usually in a degraded form caused by repeated browsing, grazing and cuttingof foliage for fodder. Acacia leucophloea is a common associate. Anogeissus dominated forests arethe most common association in Rajasthan, occupying about 60 percent of the total forest area(Chouhan 1996).

Degraded Anogeissus pendula forests, frequently termed wastelands, serve as common pasturage forlocal and nomadic livestock herds and fuel sources for local villages. Most of the Corridor is subjectto OXvergP7irIgY nlrld 5orU t forl,ct ourfrgcq- sltbongh technicallv orotected. fare little better.

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Browsing tolerant species commonly found include Rhus mysorenses, Zizygphus nummularia,Dhatoda vasica and Euphobia caducifolia. Farmers perpetuate the occurrence of Prosopis cineraria intheir fields, as it is extensively used as fodder

Endangered Plant Species. Grazing and agricultural development have had significant impacts onnatural plant communities and some 30 species of plants are now considered rare and endangered inthe State (Exhibit 3-2). None of these species was recorded during the surveys and due to the highlyovergrazed status of the ROW none are expected to occur.

3.3.2 Wildlife Species

Principal Wildlife Species. It is reported that 418 species of birds, 77 species of mammals, 57species of reptiles and eight species of amphibians occur in Rajasthan. Species observed on fieldreconnaissance of the Corridor are shown in Exhibit 3-3. All species recorded from the ROW arecommon, widely distributed species, found in both rural and suburban areas. They are highly tolerantof disturbance and frequently live in close proximity to humans.

EXHIBIT 3-2LIST OF RARE AND ENDANGERED PLANTS OF RAJASTHAN

S. No. Latin Name Local Name Habit1. Ammannia desertorum Blatt. & Hallb. Moto-jalbhangro Under shrub tree2. Anogessus sericea Brandis var Indok Tree

nummularia King ex Duthie( = A. rotundifolia Blatt. & Hallb.) .

3. Anticharis gladulosa Asch, var caerulea ---- HerbBlatt. & Hallb. ex Sant.

4. Bouchea marrubifolia Schauer Bai Herb( = Pleurostigma subrotundumHoechst.nom nud) l

5. Commiphora wightii (Amott) Bhandari Gugul Shurb aceae( = C. mukal Engl. and = dendroid form |Balsamodendron mukul Hook. ex Stock) ________________

6. Convolvulus scindices Stock |7. Crypsis schoenoides Lamk. Herb ( grass)_|8. Dignathia hirtealla Stapf. Herb (grass)9. Dipterygium glaucum Decne Under_shrub10. Ephedra ciliata Flan & Mey ex. C. A. Suo-phogaro Climbing shrub

_______May ( =e. foliata Boisas.)__________11 Eriolaena hookeriana W & A. Bhoti dhaman Tree12. Euphorbia jodhpurensis Blatt. & Hallb. Dudheli Herb13. Farsetia macrantha Blatt. & Hallb. Motio-Hiran chabbo Under shrub14. Grewia damine Gaertan (= G. salvifolia Phalsa ShrubI______ Weyne ex Roth non Linn. f. ) -15. Monsonia heliotropoides Boiss Herbrb16. Malhania denhamii R. Br. Herb17. M. magnifolia Blatt. & Hallb. Shrub

) L18. Morina concanensis Nimmo Sarguro TreeT _. lNannae puiia Lamk. ex D.C. Herb20= PPulicarua rajputanae Blatt. & Hallb. Dhola ligru Herb He

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S. No. Latin Name Local Name Habit21. Rhynchelytrum villosum (Parl) chiov. Herb ( grass)22. Rose lyellii Lindl. Shrub23. Seetzenia orietalis Decne Dhakri Herb24 Talinum portulacifolium Aschers ex Shrub.______ Schweinf

25. T. avemiera cuneifolia Am. Under shrub26. Tecommela undulata ( Sm) seem Rohida Tree27. Tribulus rajasthanensis Bhandari et Gokhru Herb

Sharma . _l

28. Tripogonjacquemontii Stapf Herb ( grass)29. T. roxburghuanus Bhide - Herb (grass)30. Withania coagulans Dunal Paneer bandh Under shrub

(Source: GOR 1995)

EXHIBIT 3-3WILDLIFE RECORDED ALONG

JAIPUR - KUCHAMAN - NAGAUR CORRIDOR

MammalsFive-lined Squirrel Small Indian MongooseNilgai, Chinkara

ReptilesIndian Pond Terrapin Desert Monitor Lizard

BirdsPond Heron Cattle EgretFlamingo Little EgretPariah Kite Black-winged KiteEgyptian Vulture Indian White-backed VultureGray Partridge Indian PeafowlRed-wattled Lapwing Black-winged StiltBlue Rock Dove Turtle DoveRing Dove Little Brown DoveSpotted Dove Spotted Owlet

) Rose-ringed Parakeet Blue-checked Bee-eaterIndian House Swift Indian RollerWhite Breasted Kingfisher Mahratta Pied WoodpeckerSmall Green Bee-eater Wire-tailed Swallow

) H__________________________oopoe Indian Grey shrikeDusky Crag Martin Black DrongoRed-rumped Swallow Pied MynaIndian Baybacked Shrike Common Myna

__ Bank House Crow_White-checked Bulbul Red-vented BulbulCommon Babbler Indian Streaked Wren WarblerPlain Wren Warbler Indian Magpie RobinBrown Rock Chat House SparrowPurple Sunbird White-backed Munia

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Forty-five species of the State's birds, 16 mammals, and eight reptiles are considered endangeredExhibit 34). Only one, the desert iguana, is reported within the Jaipur-Kuchaman-Nagaur Corridor.Others (e.g. desert cat) may occur based on known distributions and habitats available. The habitatsadjacent to the alignment are highly degraded and their usage by rare species is expected to be low.

EXHIBIT 34ENDANGERED WILDLIFE SPECIES OF RAJASTHAN

Species Habitat Requirements Livelihood of Impact 1Occurrence * Potential

& (Route A1 # 1.__ ___ ___ ___ _ recorded)

MammalsTiger Forest or dense grassland U LLeopard Forest, scrub, plains U LCaracal Scrub jungle L LDesert Cat Desert scrub L LFishing Cat Forest near streams U LLeopard Cat Forest, scrub, plains u LIndian Wolf Forest, scrub U LSloth Bear Rocky forests U LPangolin Plains L L.tate-i . Forest, scrub, plains L LFlying Squirrel Forests U LMouse Deer Forests U LBlack Buck Plains, open scrub M( 11) LChinkara Scrub, plains R(10, 11) LFour-homed Antelope Light forest L . LGangetic Dolphin River U LReptiles _ _ _ _ _ _ _ _ _ _ _ _ _ _

Agra Monitor Lizard Arid, sandy country R(l) MBarred Monitor Lizard Plains M MWater Lizard Wetlands, trees R(2) LCrocodile River, lake, marsh H LGavial Rivers H LPython L LGanges Soft-shelled Turtle River M MIndian Flapshelled Turtle Ponds M LStarred Tortoise Sandy scrubland M LBirdsIndian Peafowl Forest, scrub, cultivation R(ALL) LArvalli Red Spurfowi Deciduous, scrub, ravines, ruins L LGreat Indian Bustard Grassland, scrub, cultivation L LLesser florican Grassland, scrub, cultivation L LHoubara Bustard Sandy semi-desert L LSiberian White Crane Marsh U LWhite Stork Marsh, cultivation U LSpoonbill < Marsh, Lake U LOsprey River, Lake U LPeregrine Falcon Wetlands, cliffs U LLaggar Falcon Dry open country L LRed-headed Merlin Open country L LBlack-winged Kite Open forest, Grassland, scrub R(L,2,4,8,9,10) LCrested Honey Buzzard Open forest, cultivation M LPariah Kite Urban, cultivation, marsh R(ALL) L

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Species Habitat Requirements Livelihood of ImpactOccurrence Potential

& Route Recorded*Brahminy Kite Urban, shores L LGoshawk Forest U LCentral Asian Shikra Forest, scrub, cultivation M LIndian Shikra Forest, scrub, cultivation R(9) L

A I Besra Sparrow hawk Forest L LLong-legged Buzzard Cultivation, scrub, open forest M LAsiatic Sparrow hawk Forest L LDesert Buzzard Open areas M LWhite-eyed Buzzard Eagle Cultivation, scrub, grassland M LCrested Hawk-eagle Dry forest, near cultivation M LBonelli's Hawk Eagle Open forest L LBooted Hawk Eagle Open forest, scrub L LTawny Eagle Dry scrub, cultivation L LImperial Eagle Open country R(10) LGreat Spotted Eagle Shorelines U LSteppe Eagle Dry scrub, cultivation L LLesser Spotted Eagle Woodlands, scrub, cultivation L LPalla's Fishing Eagle Lake, river U LWhite-tailed Eagle Lake, river U LKing Vulture Open forest, scrub, cultivation M L

A Indian long-billed Vulture Open country H LIndianwhite-backed Vulture Open forest, marsh, cultivation R(ALL) LWhite Scavenger Vulture Dry open country R(ALL) . LPale Harrier Open country, marsh, scrub L LMarsh Harrier Wetlands R(4) LHen Harrier Open plains, cultivation, foothills L LShort-toed Eagle Open country L LMontagu's Harrier Marsh, cultivation, grassland L LCrested Serpent Eagle Open forest, scrub, cultivation L LOsprey River, lake U LSource: GOR 1996Notes: # = Alignmnent where recorded. See Section 2.0 for identification by Alignment Number.

L= Low potential M= Moderate potential H= High potential R= Recorded U= Unlikely

Areas of Special Concern. As noted above, Sambhar Lake is a designated Ramsar Wetland Site andlies south of the Corridor at Nawa. The Lake atiracts flamingoes, pelicans, waterfowl and shorebirdsin large numbers. The birds prefer the brine reservoirs and salt pans on the eastern side of theJhapole-Gudha Dam but in dry years they may occur throughout the lake (Gopal and Sharma 1994).

3.4 LAND USE

3.4.1 Regional Land Use

Land use maps of the Jaipur-Kuchaman-Nagaur Region is shown in Exhibit 3-5 (A&B). Theprincipal land use along the entire alignment is agricultural. Trees are commonly left standinggenerally in the cultivated fields at low densities (generally less than ten per hectare) in fields and are

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LEGEND

ROADRAILWAY LINE NPROJECT ROAD A

_*_ LAKES/PONDS(WATER BODTES)RIVER/STREAMS

_ WASTE LAND/ BARREN AREAURBAN AREA SCALE

_ ARABLE LAND 0 20 4

SCRUB AND GRASS LAND_ RESERVED FOREST_ PROTECTED FOREST (SOURCE: SURVEY OF LNDIAI

_ U9NCLASSIFIED FOREST

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r EXHIBIT 3-5 (A) .LLAND USE MAP

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L ROAD NRAILWAY LINEPROJECT ROADLA1KESTIIONDS( WATER BODIES)RIVER/STREAMS

_ WASTE LAND! BARREN AREA SCALE

URBAN AREA r 0 20

_ ARABLE LAND~ SCRUB AND GRASS LAND

_ RESERVED FOREST O SURVEY OF TND]A)

_ PROTECTED FOREST_ UNCLASSIFIED FOREST

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Local irrigation from wells occurs but most farmers rely on rained crops and the summer monsoon.Tillage is generally with livestock rather than tractors and closely follows the onset of the monsoon.

Local exploitation of building materials, principally rock, occurs at several locations and is animportant source of revenue for the local labor force. The salt works surrounding Sambhar Lake arevery large and extraction of salt from the salt pans yields a major portion of the State's production.

3.4.2 Designated Forest land

Forest lands and natural areas in India are subject to varying levels of protection depending upontheir designations. A breakdown of this forest by Districts is presented in Exhibit 3-6.

EXHIBIT 3-6FOREST AREA IN DISTRICTS WITHIN THEJAIPUR-KUCHAMAN-NAGAUR CORRIDOR

Forest Area by Classification

District Reserved Protected Unclassified Total % of__________________ ______________ ~~~District

Jaipur / Dausa 670 266 11 947 8.5Nagaur <1 205 55 261 1.4

Note: Units in hectares Source: Chouhan 1996

No National Parks are located within or adjacent to the Jaipur-Kuchaman-Nagaur Corridor. Threelesser classifications of forest land are found within the Corridor: reserved forest. protected forest andunclassified forest land. The levels of restrictions vary within the three categories, but none are fullyprotected. Concessions for grazing, fuel wood collection, resin extraction, and lopping for fodder andmany other activities are often permitted, particularly for the protected and unclassified areas(Marcot 1993). The State of Rajasthan has administrative responsibility for preparation of forest useplans for village forests which may include village wastelands and village pasture lands.Unfortunately the State has no power of enforcement (Marcot 1993) and many of these areas areovergrazed and in serious need of reforestation. Management plans, even for State-owned areas, areoften still not yet prepared.

Locations of the designated forest areas along the Jaipur-Kuchaman-Nagaur Corridor are shown inthe foregoing Exhibit 3-5 (A&B). These forests are highly degraded due to grazing, lopping, andother human activities and generally assume a bush-like appearance. Protective boundary wall areoften lacking and camels, goats and cattle were commonly seen grazing in accessible areas.Approximately 100 hectares of forest area occur within ten kilometers of either side of the alignment.

3.5 ECONOMIC INTERNAL RATE OF-RETURN (EIRR)

The Jaipur-Kuchaman-Nagaur Corridor connects the capital of Rajasthan, Jaipur, with Nagaur, aDistrict capital and geographic center of the State. The highway improvements will significantly

* improve the east-west flow of goods and services and will facilitate travel from Jaipur to points west.Nagaur is being developed as a tourist destination and formns a hubo iui iicT-.:;-souti-l Li,11 V;ay Li".I=

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The economic internal rate of return (EIRR) for the corridor improvements from Jaipur to Kuchamanwas 38.4% and from Kuchaman to Nagaur it was 35.4% (Refer Feasibility Report).

3.6 CLIMATE & AIR QUALITY

Climate. Climate is considered within the context of EIAs because certain factors such astemperature inversions and winds are major determinants of air quality. A survey of the readilyavailable climatic data indicates that the Rajasthan hot season extends from March through June withpeak temperatures in May when the normnal maximum daily temperature may reach 45 'C. January isthe coldest month with normal minimum temperatures ranging from I0°C to 15 'C (Bhalla 1997,Ziddi 1998). Although the region is considered humid, rainfall may be sparse and highly variable.The monsoon season extends from mid-June to September with total annual rainfall ranging from 40to 85 centimeters. Prevailing winds are from the west and northwest in the region. Dust stormns arecommon, especially in May and June, and ironically, may trigger local rainfall events by cooling airtemperatures (Singh 1995).

The highly variable rainfall pattem results in periodic severe widespread droughts and uncertainfarming conditions, sometimes for years, followed by flooding and severe erosion of barren areasduring periods of even slightly greater than normal rainfall due to devegetation and soil surfacedisruption caused by livestock. Serious soil erosion problems are common in areas of even moderaterelief and temporary ponding of runoff occurs frequently in low areas. Areas along the alignmenthave exhibited water erosion during the monsoon.

Air Quality. Air quality throughout rural Rajasthan is generally good although dust storns may besevere and affect the western two-thirds of the State during the dry season. Around urban areasdeterioration of air quality may be caused by industrial emissions, suspended particulate matter, and

) traffic exhausts. In Jaipur, the permissible limits for suspended particulate matter are commonlyexceeded and nitrous oxides levels are occasionally in exceedance (Surana and Bhargava 1997).

Permissible air quality pollution levels have been established by the Rajasthan State PollutionControl Board (RPCB) for four air pollutants as indicated by Exhibit 3-7. The four regulated

) pollutants and their effect on human beings are as follows:

* Suspended Particulate Matter (SPM) -Human exposure to inhalable particulate matter effects) the respiratory system and can increase risk of cancer and heart attack. Small particulates effect5 - visibility by scattering visible light and when combined with water vapor can create haze and

smog.

a Sulfur Dioxide (SO2) - Human exposure to SO, can result in irritation to the respiratory systemwhich can cause both temporary and permanent damage. Sulfur dioxide exposure can cause leafinjury to plants and suppress plant growth and yield. Sulfur dioxide can also cause corrosivedamage to many types of man made materials.

Nitrogen Oxide (NO2) - Human exposure to NO2 can cause respiratory inflammation at highconcentrations and respiratory irritation at lower concentrations. Nitric oxide is not usuallyconsidered a health hazard. Nitrogen oxides reduce visibility and contribute to haze. Exposureto NO, can cause serious damage to plant tissues and deteriorate man-made materials,particularly metals.

i)

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* Carbon Monoxide (CO) - Human exposure to carbon monoxide can cause serious health effectsbefore exposure is detected by the human senses. The most serious health effect of CO resultswhen inhaled CO enters the blood stream and prevents oxygen from combining with hemoglobin,impeding the distribution of oxygen throughout the blood stream. This process significantlyreduces the ability for people to do manual tasks, such as walking.

Permissible pollution levels for the four regulated pollutant have been established for various landuse categories as indicated by Exhibit 3 - 7.

EXHIBIT 3-7PERMISSIBLE LEVELS OF AIR POLLUTANTS

Permissible Levels (ug/m3 )*

Area Land UseSPM S02 NOx CO

Industrial and mixed use S00 120 120 500Residential and rural 200 80 80 200

Sensitive 100 30 30 100

* ug/m3 =n microgram per cubic meterSource: Surana and Bhargava 1997

The RPCB has initiated air-monitoring to assess the four regulated ambient air quality pollutants atselected locations to document time-variable trends and to examine the relationship between airpollution and human health. Levels of SPM, S02, No,, and CO are monitored in Alwar, Jaipur,Jodhpur, Kota and Udaipur. The air quality monitoring points closest to the Jaipur-Kuchaman-Nagaur Corridor are located in the Jaipur urban area at three locations:

The RPCB Headquarters=The Ajmeri Gate; andlThe VKIA Industrial Area;

Monitoring data is available for the three Jaipur monitoring stations for one year period from Januaryto December 1995 for three of the four air pollutants for which standards have been established(Exhibit 3 - 8 to 3 - 10).

Although none of the three monitoring stations are within the immediate area of the proposed RSHProad improvements, the available monitoring data indicates the following for the regulated pollutants:

* SPM - The maximum SPM levels recorded for most of the month indicated are above thestandard established for Residential and Rural areas. In the case of SPM levels for Commercialand Industrial areas the maximum levels are well within the limits at Ajmeri Gate in Jaipur. Inthe V.K.I.A. the maximum levels are also well within the limits except in October, when it was590.

* S02 - The maximum SO, levels recorded are well within the specified limit through out themonitored year in all cases.

* NO2 - The maximum NO, levels recorded are also well within the specified limits throughout themonitored year in all cases.

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EXHIBIT 3-8AMBIENT AIR QUALITY STATISTICS

LOCATION: BOARD OFFICE (JHALANA DOONGRI), JAIPUR

Month Sulphur Dioxide Nitrogen Dioxide Suspended ParticulateMatter

_ _ ~~MIN. MEAN MAX MIN. MEAN MAX MIN. MEAN MAXJanuary 4.3 5.3 7.0 17.0 27.7 39.7 105 __1 229February 3.3 4.7 7.0 10.7 17.7 25.0 109 182 244March 2.3 3.5 4.3 13.7 16.7 21.3 169 200 223April 5.0 5.7 7.3 6.0 - 10.8 19.0 153 181 215may 5.0 8.5 15.0 5.0 9.4 19.7 103 190 325Jume 5.0 7.0 15.0 11.3 34.5 42.3 94 165 3683.sly 5.0 5.3 7.0 15.7 18.5 22.0 131 163 241August 5.0 5.6 6.0 13.0 19.3 24.0 98 110 131September 5.3 5.7 6.0 16.5 22.1 26.7 145 159 173November 5.8 6.2 6.5 16.5 16.5 16.5 116 127 137'December 5.2 5.7 6.3 19.8 23.7 26.8 115 149 189

Ainnual 11 2.3 1 5.61 15.0 5.01 21.1 1 42.3 94 1641 368Note: Unit in microgram per cubic meter (ug/m3 )

Source: CPCB 1995

EXHIBIT 3-9AMBIENT AIR QUALITY STATISTICSLOCATION: AJMERI GATE, JAIPUR

Month Sulphur Dioxide Nitrogen Dioxide Suspended Particulate= _ _ = Matter

MIN. !MEAN j MAX MIN. MEAN MAX MIN. I MEAN [MAXJanuary 4.5 9.0 24.7 20.5 30.0 36.0 159 176 222February 6.3 8.1 10.7 12.0 18.7 23.0 148 195 268March 5.7 7.1 9.7 14.3 22.9 30.7 160 220 289April 5.2 20.7 64.5 5.0 9.1 17.0 185 221 263M-%fay 5.0 17.6 31.5 20.7 27.0 36.7 159 228 426July 7.0 8.9 10.7 22.3 25.9 30.0 214 243 273kAugust 7.7 10.7 13.3 26.0 31.7 50.3 159 219 252September 8.3 11.2 13.3 1 26.7 31.9 40.7 1 271 282 297

* 11 October 7.8 8.8 9.8 26.7 28.5 30.8 187 383 591November 10.7 12.2 13.5 32.5 34.3 37.2 222 382 520December 6.3 6.8 7.3 27.0 29.9 31.7 179 265 368

§ ll Annual ll 4.5 10.41 64.5 -5.0l 27.7 1 50.311 1481 261 591Note: Unit in microgram per cubic meter (ug/m3 )

) S.c,urce: CPCB 1995

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EXHIBIT 3-10AMBIENT AIR QUALITY STATISTICS

LOCATION: VISHWA KARMA INDUSTRIAL AREA (V.K.I.A.), JAIPUR

Month Sulphur Dioxide Nitrogen Dioxide Suspended Particulate___________ __ ____ ______ ILM atter _ _ _

MIN. MEAN J MAX MIN. MEAN | MAX |MIN. MEAN | MAXJanuary 5.0 9.6 12.5 16.7 37.3 54.3 164 175 213February 7.0 8.7 10.3 12.7 17.7 29.3 172 201 266March 5.3 6.7 8.0 20.3 30.3 38.0 191 221 269April 5.0 36.8 80.3 17.7 20.0 22.3 167 215 271May 6.0 33.5 82.5 6.3 14.1 22.0 101 205 286June 5.0 8.1 17.7 21.0 33.1 43.0 176 237 397July 5.5 8.0 10.3 25.7 32.1 37.5 135 188 259September 7.5 9.6 12.0 32.3 36.7 39.5 180 214 244October 10.5 11.4 12.2 35.5 37.9 40.5 130 244 590November 8.5 9.3 10.3 37.3 39.6 41.3 87 235 339December 6.5 7.1 7.8 25.5 28.0 30.0 128 194 346

Annual _ 5.0 11.9 82.5 6.3 31.1 1 54.311 101 1 213 1 590Note: Unit in microgram per cubic meter (ug/m3 )Source: CPCB 1995

Conclusions that can be drawn from the available data are limited due to the fact that it is availablefor only a limited time. Nonetheless, the fact that the levels of the air pollutants in the urban areaswere generally within the established standards for the monitored pollutants is indicative of thegeneral situation. For the purposes of the RSBP, it should also be reiterated that the three stations arewithin the Jaipur urban area, whereas the area of potential impact due to the RSHP is locatedpredominantly within the rural area linking Jaipur to Kuchaman, Nagaur and the other communities.Air quality within the rural areas is judged to be generally less polluted than the urban area.

3.7 NOISE

Noise levels within the Jaipur-Kuchaman-Nagaur Corridor are primarily attributable to vehiculartraffic and are particularly high in congested areas due to frequent use of homs as a means ofannouncing one's presence and intentions.

Excessively high noise levels are a concem for "sensitive receptors", i.e., recipients of sound forwhom exposures to excessive sound levels are detrimental - hospitals, for example. Sensitivereceptors are usually identified in terms of specific land uses and activities and the concept isinherent in the establishment of most noise standards. Specific standards are usually specified foractivities which occur outdoors, including recreational areas associated with residentialdevelopments, parks, outdoor auditoriums, and other uses for which excessive noise levels would bedetrimental or for which the maintenance of low noise environments is particularly important (e.g.,designated silent zones).

For India the noise level standards, as prescribed by the Central Pollution Control Board, are depictedin the Exhibit 3-11.

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EXHIBIT 3-11NATIONAL AMBIENT NOISE LEVEL STANDARDS

AREA CODE CATEGORY LIMITS IN DECIBLES Db (A)Day Time Night Time

A INDUSTRLkL 75 70B COMMERCIAL 65 55C RESIDENTIAL 55 45D SILENCE 50 40

Notes: Day time: is defined as 6 AM to 9 PM; night time is defined as 9'PM to 6 AM.

Silence zone is defined as an area up to 100 meters around such premises as hospitals, educational institutions and courts.Silence zones are to be declared by the competent authority. Use of vehicular homs, loud speakers and bursting of crackers isbanned.

Mixed category areas are declared as one of the four above mentioned categories for regulatory purposes by the competentauthority and corresponding standards shall apply.

Presence of Sensitive Receptors. Schools within the Jaipur-Kuchaman-Nagaur Corridor areindicated by Exhibit 3-12. No hospitals are found to be located within 15m of centre line.

EXHIBIT 3-12SENSITIVE NOISE RECEPTORS

IN THE JAIPUR-KUCHAMAN-NAGAUR CORRIDOR

VILLAGE SCHOOOL REMARKSFardod School on right Within 15 m of centerlineSandila School on right Within 15 m of centerlineKashari School on right Within 15 m of centerline;Khatu School on right Within 15 m of centerline

Kharwalia School on right Within 15 m of centerlineDevri School on right Within 15 m of centerline

Barwala School on right Within 15 m of centerlineGovindi School on right Within 15 m of centerlineLohrana School on right Within 15 m of centerlineBheslana School on right Within 15 m of centerline

Panchkodia School on right Within 15 m of centerlineBhojpura School on right Within 15 m of centerline

Jobner School on right Within 15 m of centerlineGovindpura School on right Within 15 m of centerline

3.8 SOCIO-ECONOMIC CHARACTERISTICS

Assessments of socio-economic conditions and potential impacts are an integral part of the EIA.Guidance, particularly relative to road projects, is provided by a number publications, includingWorld Bank Technical Paper Number 376, Roads and the Environmnent: A Handbook. Theorganizational structure suggested by these guidelines has been adapted in conjunction with the otherrequirements of the World Bank for the purposes of this portion of the EIA.

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3.8.1 Communities and Their Economic Activities

In order to accommodate the 20 kn impact corridor prescribed by the MOEF, districts have beentaken as the macro unit for socio-economic analysis. The socio-economic and demographic pattem ofthe district has been established from the 1991 Census data and is described in this section. Theproject affected district wise information's are furnished in comparison to state level information's.(Exhibit - 3 - 13).

EXHIBIT - 3 -13DEMOGRAPHIC PROFILE OF PROJECT AFFECTED DISTRICTS IN

COMPARISON TO RAJASTHAN STATE

Demographic Rajasthan Jaipur Nagaurdetails State District District

Population 44,005,990 4,722,551 2,144,810Rural 77.12% 60.47% 84.02%Urban 22.88% 39.53% 15.98% |Population Density 129 336 121persons D sq. kmnPopulation Growth 28.44% 39.69% 31.44%1981-91 _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Sex ratio (Number of 910 942 891females for 1000Males) l

Literacy rate 38.55% 47.88% 31.80%Male 54.99% 64.83% 49.35%Female 20.44% 28.69% 13.29%Scheduled Tribes (ST) 12.44% 11.2% 0.22%

Scheduled Castes (SC) 17.29% 16.2% 19.73%

(Source: Census 1991)

The total population of the affected districts is 6,867,361. The urban population in Jaipur is highabout 40% compared to Nagaur which is about 16%. This is because of the presence of state capitalin Jaipur District. Population density and population growth / literacy rate is also comparatively highin Jaipur District. However Female literacy rate is very less in the state. This is same in both theproject affected districts although in Jaipur Urban area it is slightly higher. The Schedule Tribepopulation in Nagaur is very less (0.22%) while this is approximately 11% in Jaipur. Schedule Castepopulation is 16% in Jaipur and 20% in Nagaur District. This is comparable with state average of17%.

Economic Activity Profile of the Affected Districts. The economic activities are of 10 types asgiven in the census i991. Details of percentage of people involved in each group of the both projectaffected districts in comparison to the Rajasthan state as a whole is given in Exhibit - 3 - 14. About45 - 70% of people are engaged in farming and related activities. Another 5 10% are engagedagricultural labour also. Percentage of people engaged in other activities are comparatively less.

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EXHIBIT - 3 -14ECONOMIC ACTIVITY PROFILE OF PROJECT AFFECTED DISTRICTS IN

COMPARISON TO RAJASTHIAN STATE

Economic Activity Profile Rajasthan State | Jaipur District T Nagaur DistrictJ. .Details (%) (%)

Farners 58.81 45.64 68.46Male 56.22 40.23 62.49Female 69.34 69.02 84.60Agricultural labours 10.00 5.87 8.10Male 7.99 4.95 7.21Female 18.23 9.91 10.50Workers involved in Livestock 1.80 1.58 1.03

1 forestry fishing, hunting andplantations orchards and allied

) activities) SMale 1.92 1.64 1.17

Female 1.34 1.33 0.65D | Mining and Quarrying Workers 1.03 0.44 0.92

Male) . Female 1.14 0.50 1.20

6.56 0.26 0.18Workers involved in 2.00 3.26 2.36manufacturing processingservicing and repairs in household industryMale 2.07 3.35 2.78 l) | Female 1.72 2.86 1.22Workers involved in 5*45 9.79 3.76manufacturing processing

) servicing and repairs other thanhouse hold industry! || Male 6.37 11.47 4.98Female 1.66 2.36 0.44) Constructions Workers 2.42 4.05 1.80) | Male 2.87 4.70 2.38.Female 0.61 1.19 0.21

* Trade and Commerce workers 6.42 10.37 5.11Males Female 7.78 12.34 6.90_________________________ 0.82 1.61 0.29Workers involved in transport 2.39 4.12 1.71storage and CommunicationsMaleb Female 2.94 4.99 2.33

0.13 0.27 0.03Workers involved in other 9.69 14.87 6.75

> ~~~~servicesMale 10.70 15.83 8.56- ) Female 5.59 10.59 1.88

The total number of Communities affected are 13 in Jaipur District and 24 in Nagaur district. The~ ̂ ) total Project Affected Households (PAH) in the communities in Jaipur district are 335 and in Nagaur

district this is 606, as shown in Exhibit - 3-15.

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EXHIBIT - 3 -15COMMUNITIES AFFECTED BY THE JAIPUR NAGAUR CORRIDOR

District Communities or Project Affected Project AffectedVillage Households (PAH) Persons (PAP)

GovindPura 10 64Kalwar 4 19Nayabas 24 155Pachar 6 47Lalpura 13 89

Jaipur Bassi Naga 4 30Khejrawas 6 62Jobner 59 193Bhojpura 38 284Pachkodia 46 31Manda 12 83Bhenslana 46 373Bhadwa 67 498

.__________ Total 335 1928Lunwa 76 559Lohrana 28 234Nawa 36 239Mithri 18 153Kuchaman 37 272Ruppura 29 234Deori 19 145Kacholia 5 52Safed 7 56Asarwa 12 87Raithaliya 5 42Toshina 21 204

Nagaur Kharkhariya 6 54Mandupura 31 232Kuchatiya 30 237Khatu 181 1383Kasari 8 49Sandeela 12 79Tarnau 1 7Fardod 17 127Bugurda 3 25Rol _16 120Basara 7 128Chenar 1 5

Total 606 4723Total (Jaipur and Nagaur) 941 6651

Source: Socio-Economic Survey

Demography. The total number of households that will be affected due to the project are 1,004 in thiscorridor. The total number of PAPs in Jaipur- Nagaur corridor are 7,430. The murnberof Gamil'izaffected are 1309 in Jaipur Nagaur (Exhibit - 3-16).

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Exhibit - 3-16SOCIO-ECONOMIC CHARACTERISTICS OF PAPS

SI. No. Particulars J Jaipur-Nagaur Corridor1. Households Affected 1,0042. a) Total number of PAPs 7,430

b) Total number of families 13093. Sex ratio - 1000:904

(i) Male % age 52.5_ (ii) Female % age 47.5

4. Social Stratification(a) Religious Group (%)

Hindu 93.3Muslim 6.5Sikh

_________ ChritianJain 0.2Others

(b) Ethnicity (%)SC 15.7ST 0.9OBC 38.3Other Caste 45.1

5. Occupation Main Subsidiary___ ___ ___ ___ ___ ___(%) I (%)

Agriculture 44.5 69.7AL Expand 0.5 1.7Allied Agriculture Activity 1.6 10.3Forest Labour 0.1Govt. Service 6.0Private service 9.9 1.1HH industries 0.4Trade and business 19.9 2.8Professional 4.0 0.6Squatter 13.1 13.9

6. Average Annual Household Income (in Rs.) 27,4337. Average Annual Household Expenditure (in Rs.) 29,631,8. Women Headed Households 1.49. Land holding (%)

Landless 5.4Marginal Farner 29.3Small Farmer 12.9Medium Farmer 31.7Large Farmer 20.7

10. Below Poverty line (BPL) families (in %) 10.6Source: Socio Economic Survey

Sex Ratio. The sex ratio in Jaipur - Nagaur coridor is 1000: 904.

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Ethnic Groups. Majority of the PAPs are Hindus accounting for 93.3% in Jaipur - Nagaur corridor.Muslim population Jaipur - Nagaur was found to be (6.5%). The Christians and Jains are almostnegligible.

Local Marwari dialect is spoken all over the study area although Hindi is.spoken and understood everywhere. Among the caste categories Other Backward Castes (OBCs) are in majority followed by highercaste in both the corridors. Scheduled Castes are more than Scheduled Tribes. Tribal population alongJaipur-Nagaur corridor is less than 1%.

Literacy. Approximately 86% of the total PAPs surveyed in Jaipur - Nagaur are literate. However,further analysis shows that of the majority of the literate persons are educated upto school level.Significant proportion of PAPs are just literate due to their ability to read simple sentences and sign. Thefemale literacy shows that 43% of females in Jaipur - Nagaur are literate.

The literacy rate among the SCs is high (66%) as compared to STs (17%) in Jaipur - Nagaur.

Age Group Classification. The age classification shows that in both the project corridors more thanhalf the PAPs are in the economically productive age group of 15 to 59 years. Approximately one-fifthof the total PAPs are in the school going age group of 6 to 14 years. Less than one tenth of the totalPAPs are old and retired.Economy. The economic indicators or parameter considered during the survey were occupationalstructure, usual activity, average annual household income, quality of life, land tenure.

Usual Activity. Although the age group classification shows that more than half of the population is inthe economically productive age group the usual activity classification shows that only 26!. are in thisgroup of the total PAPs surveyed in Jaipur - Nagaur corridor.

The worker as per census of India means "a person engaged in some kind of economically gainfulactivity". If a person is gainfully employed for 183 days or more than that the person becomes mainworker and less than 183 days means marginal worker.

Less than one percent of the total PAPs were found to be in non-workers category, but this certainlydoes not mean that area is economically prosperous. In the rural scenario, some kind of employment isalways available, but that may not be sustainable over a long period of time.

More than one -fifth of the PAPs surveyed are engaged in household activities and another one fifthcome under the category of students. Rest of the PAPs account for old and retired people, childrenbelow the age of six years i.e., non school going age, handicapped and children in the age group of 6-14years but not attending schools.

Occupation. In order to facilitate the development of income restoration schemes, occupation has beendivided into two categories: main and subsidiary.

For majority of the PAPs surveyed agriculture seems to be the main occupation in Jaipur-Nagaur (45%of the total PAPs) followed by trade and business where, approximately 20% of the PAPs in Jaipur -Nagaur are engaged in this occupation. Squatters and encroacher (commercial establishment) accountsfor thirteen percent Jaipur - Nagaur corridors. Other main occupations are agriculture labour (AL) nonagriculture labour (NAL), Govemment and Private services, self employment, etc.

Similar to the main occupation, agriculture is followed by the majority of the PAPs as a subsidiary--'upanioi in Dotn Jaipur - Nagaur v-,,o vui LuLa, 1rsr,j cl'..

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activities such as diary, poultry, sheep rearing, etc. One tenth of the total PAPs in the corridor arefollowing allied agriculture activity as subsidiary occupation. Three percent of the total PAPs followtrade and business as subsidiary occupation in Jaipur - Nagaur coridor. Other subsidiary activities areAL, private service in forrn of helping hands in commercial establishments, HH industries, etc

Nearly 14% of total PAPs are squatters in Jaipur -Nagaur.

Land Tenure. Three kinds of land were encountered during the survey of phase I project corridorsviz.,

* Private land (agriculture, homestead)* Government land (revenue, forest, mnilitary) .* Comrnunity land

As the land holdings are small and yield per acre is also low, government land has been encroachedupon and cultivated in order to supplement the household income.

Land holding Categories. In this corridor approximately 42 percent of the total households holdingagriculture land fall under the category of either small or marginal fanners and another 5 percent arelandless who work as agriculture labour.

Women Headed Households. Not many households headed by women were found in the projectcorridors surveyed. Only 1.4% of the total households are headed by women.

Homeless Population. During the socio-economic and census survey it was found that all PAPssurveyed had some kind of housing facility, either as an owner or a tenant.

Average Annual Household Income and Expenditure. The average annual household income inJaipur-Nagaur was found to be Rs. 27,433. The expenditure figure is higher than income. The reasonbeing that the PAP always tends to downplay the income and enhances the expenditure in order to gainmore compensation. Moreover, there are some hidden income (e.g. Fuel wood from forests) in ruralareas, which cannot be translated into monetary terms.

The average annual expenditure in Jaipur -Nagaur corridor was found to be Rs. 29,631.

Analysis of Below Poverty Line (BPL) families was also carried out considering annual income to bebelow Rs.24,000. In this corridor one-tenth of the total households surveyed were found to be in thecategory of BPL families.

3.8.2 Land Acquisition and Resettlement

Overview. Although large portions of the Project will involve existing ROWs, the RSHP willrequire govemrnment procurement of privately owned land and the displacement of land users whichcurrently occupy these ROWs, either legally or illegally. Voluntary sales of properties may beachieved in some instances, while expropriation (i.e., compulsory acquisition) may be required inother situations.

Expropriation, by its very nature, is regarded as causing economic loss and social and physiologicaldisruption for the affected individuals and their families, and may include the loss of businessincome, on either a temporary or permanent basis.

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Issues of potential importance in the context of the Project include:

- Wh"at compensations standards apply? World Bank publications note that the "right toexpropriate carries with it the responsibility to ensure that those affected do not bear anunfair share of the costs of a project which will bring benefit to others. In the simplest terms,this responsibility should be to ensure that the standard of living of all affected persons isrestored to the level enjoyed before the commencement of the road project. To the extent thata.government is successful in restoring those living standards for all affected, the adverseimpacts will have been minimized andpossibly obviated. " (Tsunokawa and Hoban 1997)

- - Wwo has compensation rightts? World Bank publications also note that "the presence ofsquatters on the right-of-way poses particular challenges... .National legislation, whichdetermines the categories of land ownership, often recognizes only formal, registered title.However, in many countries there are various forms of informal or unregistered title,including usufruct rights (permanent or temporary use), seasonal use rights, tights of accessto commons, and others. In short, the lack of legal tenure to land or assets should not beregarded as a criterion for withholding financial compensation or assistance in relocation."(Tsunokawa and Hoban 1997).

The RSHP has conducted a Resettlement and Rehabilitation Study and prepared a ResettlementAction Plan (RAP) which is being currently reviewed and will be submitted under separate cover.

3.8.3 Indigenous Peoples

Potential impacts to indigenous peoples are matters of concern within World Bank-supportedenvironmental assessments. Publications pursuant to these environmental requirements recognize themany different way in which national legislation identifies and defines indigenous peoples and thediffering social and economic contexts within which they are found. They note that "indigenouspeople are commonly among the poorest segment of a population. They engage in economic activitiesthat range from shifting agriculture in or near forests to wage labor or even small-scale market-oriented activities". They suggest, therefore, that rather than proposing a formal definition of whothese groups are, it is more helpful to recognize five characteristics which can be used to identifyindigenous peoples within particular geographical areas. These characteristics, which may be presentin varying degrees, are:

- A close attachment to ancestral territories and to the natural resources in these areas;- Self-identification and identification by others as members of a district cultural

group.- An indigenous language, often different from the national language;- Presence of customary social and political institutions; and- Primarily subsistence-oriented produce.

Tribal groups present in the region potentially affected by the Project Corridor have been found toinclude the following:

* Meena. The Meenas hold power over a large part of Rajasthan preceding the emergence of theRajputs. They can be broadly divided into two groups: the Zaminidar Meena who are generallyowner-cultivators; and the Chowkidar Meena who initially worked as guards and nightwatchman and looked after the property of the feudal lords. They are also now engaged largelyin agriculture and animal husbandry. The Meenas being relatively prosperous in comparison toother tribal groups have been able to take advantage of the programs made available to

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"scheduled groups", e.g., their representation in educational institutions, administration andlegislatures. The status of women remains low. Although the population is found throughoutthe State, the Meenas are concentrated in Alwar, Dausa, Sawai-Madhopur, Kota, Tonk and otherdistricts of eastem Rajasthan. They comprise the largest section (approximately 49 percent) ofthe total tribal population of the State.

Nomadic Communities. Nomadic communities in the general area include:

- Gadoliya Lohar - a gypsy tribe once employed as warriors of the Rajput rulers of Chittorgarh.After the defeat of the Rajaputs by the Muslims in the medieval period, the tribe took to theprofession of wandering blacksmiths. The GOR launched a scheme to rehabilitate theGadoliya Lohar by allotting them agricultural land and providing housing. Many, however,prefer to stay along the roadsides as a convenient site for their traditional occupation. Alongthis corridor a camp of Gadoliya Lohar is located at the T Junction in Jobner

- Rebari or Raika - traditionally cattle breeders, the Rebari or Raika tribe own thousands ofsheep, goats, camels and cattle, one of the major economic resources of the State. Theportions of the tribe engaged in trade migrate along with the cattle and other animalsthroughout Rajasthan and the neighboring states in search of good grazing land. Significantnumbers are found along all the State's highways, including the Jaipur-Kuchaman-NagaurCorridor.

- Banjara - a community traditionally engaged in the production and trade of transportationand basic necessities for bullock carts in rural areas, the Banjaras usually survive astradesmen or laborers.

- Nat - a coMmunity whose women worked as rope dancers and singers moving from onevillage to another. These traditional forms of entertainment, however, have given way tocommercial prostitution. Their numbers are particularly notable within the Jaipur-Kuchaman-Nagaur Corridor.

Other groups, including the Sansi, Kalbelia and Jogi are also found in the area. The total number ofSchedule Tribes and Schedule Casts affected by this corridor improvement are found to be less thandozen families/households and other ethnic groups directly impacted by the proje'ct are few.

3.8.4 Cultural Resources

Reconnaissance surveys indicate the proximity of numerous shrines, temples, hilltop forts and othercultural resources. Jaipur, the "Pink City" is one comer of the "Golden Triangle" formed with Delhiand Agra, and receives very intense tourist traffic, especially in the cooler months. Most visitors useJaipur, which has many cultural resources of its own, as a starting point for trips to Rajasthan's manyother points of interest. The Corridor is likely to become a major tourism route since the ancientpalace at Nagaur is being restored and promises to be the best example of water-cooled engineering

-3 principles in the region. In addition, numerous small hilltop forts and shrines can be seen from thealignment (e.g. at Jobner and Kuchaman). Some 38 shrines were identified along the alignmentduring the course of the study as indicated by Exhibit 3-17.

L ) t

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EXHIBIT 3-17RELIGIOUS SITES AND TEMPLES IN THE

JAIPUR - KUCHAMAN - NAGAUR CORRIDOR

NAME OF THE VILLAGE | NO. OF SHRINESRolFardod 1Khatu 3Choti Khatu BypassedKuchatia IMandana 1Toshina 1Rathalia 1Safed 1Deori 2Budsu BypassedBarwala BypassedMithn BypassedNawa BypassedRajas 1Loharana BypassedLunwa BypassedBhadwa BypassedBhamslana 8Manda BypassedPanchkodia IBhojpura 2Jobner 2Khejrawas INavawas 3Kalawar 2RujhalYya 2Champapura 1Hatoj 2

3.8.5 Aesthetics and Landscape

Much of the aesthetic and landscape character of the area derives from roadside planting and thevisual dominance of the area's natural geographic features and the man-made features such as theforts which dominate the hilltops and surrounding countryside.

3.9 HUMAN HEALTH & SAFETY

The Jaipur-Kuchaman-Nagaur Corridor is used by pedestrians, cyclists, pack animals and herdsmenas well as cars, buses, and trucks. Camel/bullock drawn carts, speeding buses and over laden trucksare a dangerous combination creating hazardous conditions for pedestrians and other road users aswell as themselves.

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There are numerous intersections, bridges, and railroad crossings within the Corridor. Although somehave warning signage, or in the case of railroad crossings, guards and/or speed bumps, many areinadequately marked. Road users, particularly high speed modes of transport, ignore signs, speedbumps, and other warning symbols at intersections, water crossings, flood prone areas, and theoutskirts of towns and villages. The hazard created by wide slow-moving vehicles which force fastervehicles into the opposite lane are a problem. Many of these vehicles have no lights, move onlyslightly faster than walking speed, and lack reflectors which might at least alert motorists to theirpresence. Although wide unpaved berms were present on several of the project roads, animal-drawncarts and pedestrians are seldom observed to utilize the berms as a travel-ways to avoid potentialcollisions with faster moving vehicles. Despite the obvious dangers, all road users, includinglivestock driven daily to and from foraging areas, prefer to compete for the paved roadway. Thesedangers are magnified in and around towns where most of the populace walk or pedal on theroadway, and livestock have no place to move off the roadway.

3.9.1 Traffic Safety

Reliable road accident statistics were not available for the Jaipur-Kuchaman-Nagaur Corridor. It isapparent, however, that road accidents in all parts of India are a matter of concern (See Appendix B).Existing shoulders/berms are often eroded and below the level of the road surface. This createshazardous conditions for motorists and others who are forced to utilize the shoulderlberm to avoidcollisions. Existing shoulder/benn conditions also discourage its usage by bicyclists and other slowmoving road users. The entry of tractors and other farm vehicles from the adjacent fields oftenconstitutes a special safety hazard.

3.9.2 Non-Motorized Traffic

Non-Motorized Transport (NMT) makes up a significant proportion of road users in the Jaipur-Kuchaman-Nagaur Corridor. Sections of Corridor are currently used by non-motorized traffic,especially at approaches to towns and villages. Non-motorized fonns of transport areenvironmentally friendly and normally the only means of transport available to the poor.

A safety issue exists because of the great difference in speeds between NMT and motorized vehiclesusing the road. The seasonal migration of large herds of livestock is a factor on many Rajasthanroads. Herds of hundreds of animals may be encountered creating significant constraints to trafficflow. Provision of additional carriageway width is essential to help alleviate congestion/safetyproblems.

In urban areas and at the approaches to urban areas the safety of NMT is a major problem despiteslower motorized vehicle speeds, because of the much greater volume of NMT. In addition, non-motorized transport adds significantly to traffic congestion in these areas.

0)

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4.0 IMPACTS & M\ITIGATION

4.0 POTENTIAL IMPACTS AND MITIGATION

This section of the Enviromnental Impact Assessment (EIA) provides a description of the potentialimpacts and mitigation measures related to them. The discussions follow the same sequence andenumeration pattem as the preceding statement of existing baseline conditions.

Road upgrading projects generally produce relatively small potential for negative impacts. Most ofthese negative impacts can be avoided or otherwise mitigated through proper engineering designs andby requiring contractors to apply environmentally appropriate construction methods. Theconstruction activities in the context of the RSHP will be restricted almost entirely to the existingrights-of-way (ROWs) and consist of widening of pavement, shoulders, and berms, improvement ofbridges, culverts and drainage ways, and improvements to road surface. These activities will result inupgrading of the highways and improvements in transport capacity, surface condition, traffic speed,highway safety and drainage. All proposed construction activities will be carried out in accordancewith current Indian and intemational standards for highway engineering design. These standards areapplied in the design of drainage, roadbed, surfacing, widening and stabilization of berms.

The impact assessment mitigation measures presented herein are based on field inspection of theJaipur-Kuchaman-Nagaur Corridor. The Corridor was physically inspected by members of theEnvironmental Assessment Team of Project Coordinating Consultant (PCC) with due considerationof direct, indirect, cumulative and secondary impacts related to the following:

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

Most potential impacts were found to be relatively short term, provided attention is given to

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restoration and rehabilitation. Issues regarding land acquisition and eviction from habitation andwork places are dealt with in the Project's Resettlement and Rehabilitation (R&R) Report.

Both potential impacts and the mitigating actions related to them to avoid or compensate for adverseimpacts are presented. Formal responsibilities for implementation the mitigation actions are indicatedin summary fashion by Exhibit 4-1. The Exhibit identifies potential impacts, proposed mitigation,the implementing and responsible agencies and, where relevant, the appropriate contract clause toensure that the proposed mitigation actions are implemented.

As noted in the Project's Sectoral Environmental Assessment (SEA), "mainstreaming" ofenvironrnental concems and mitigating actions has been an important consideration in the design anddevelopment of the RSHP - i.e., environmental issues' were considered as an integral part of theprocess and not simply an attempt to solve problems that could have been more easily avoided withforethought. Mainstreaming recognizes that the most efficient and cost effective way to ensure thatconstruction works are environmentally sound is to include these requirements in the constructioncontract provisions. To this end, the RSHP includes contract provisions to establish the scope of andconditions under which work is to proceed. The provisions provide for financial sanctions (Re-vegetation survival, for example, must be checked and found adequate before contractors are fullycompensated for plantings) are in place to force implementation of environmentally soundconstruction activities.

The Project will follow the Ministry of Surface Transport (MOST) Specification for Road and BridgeWorks (1995) and FIDIC General Conditions of Contract for construction contract purposes.Provisions for the protection of the environment are included in these documents and will besupplemented by additional clauses particularly in provision of specific mitigation and enhancementworks. The MOST Specification has, for example, a number of clauses relevant to environmentalconcerns. Clause Ill (Precautions for Strengthening the Environment) has general requirements forborrow-pit location, quarry operations, control of erosion and pollution, as well as hazardoussubstances. The Scope of Works (Clause 105) calls attention to first aid, adequate sanitaryarrangements, and regular clearance of rubbish and clearing-up of the site. Clause 201 on SiteClearance has requirements to preserve roadside trees, for monuments not to be disturbed and forcontrol of erosion and water pollution. It also provides for removal of roots, overhanging trees andwastes. Clause 306 (Soil Erosion and Sedimentation Control) provides for provision of berms,sediment basins, fiber mats, mulches, grasses, slope drains and other devices to be specified, ordirected. It also provides for minimization of areas opened and corrective action at Contractor'sexpense. Clause 307 provides for Turfing with Sod and clause 308 for Seeding and Mulching.

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

4.1 TOPOGRAPHIC/GEOLOGICAL/SOIL CHARACTERISTICS

Potential impacts to the topographic, geological and soil characteristics of the area as a result of theRSHP and mitigation actions related to them are foreseen as follows.

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4.1.1 Topography

Potential Impacts. Topographic impacts could occur due to:

• Altered Road Embankments. The road improvements proposed will require alteration of existingroad embankments. Although the RSBP will be largely confined to existing alignments withinexisting ROWs, the rehabilitation and widening activities will raise, extend and enlarge existingroad embankments at some locations. New embankments will be constructed in some areas (e.g.,where new drainage structures are required). Freshly consolidated fills in the flood-prone areasmay be subject to erosion.

Borrow Pit Excavations. Embankments and other requirements for fill will necessitate the use ofborrow pits as the source of the fill material. Roads in Jaipur-Kuchaman-Nagaur Corridor areoften bordered by a series of discontinuous and regularly shaped (easier for measurement)borrow excavations both within and outside the existing ROWs. These borrow areas can causedrainage and visual problems, with the potential for increased disease (e.g., mosquitoes or watercontamination). When water-filled, they also attract livestock to the roadway thereby slowing oftraffic flow and creating safety hazards.

• Soils Erosion. Other than the identified bypasses, the improvements in the Jaipur-Kuchaman-Nagaur Corridor will occur with the existing ROW alignment and will present little potential fortopographic impacts due to erosion. Raised berms are seldom required and will, whenevernecessary, be stabilized by riprapping, fiber mats, sodding, and/or replanting. As detailed in thehydrology discussion below, storm drainage will be upgraded to accommodate the 50-year floodand drainage ways will be adequately sized, lined and contoured to minimize erosion potential.

Mitigation. Actions to address the specific potential impacts noted above will include the followingin regard to:

* Altered Road Embankments. All necessary actions will be taken to ensure embankmentstabilization, including the selection of less erodable material, placement of gabbons and riprapand good compaction, particularly around bridges and culverts. Contract documents will specifythat final forrming and re-vegetation will be completed as soon as possible following fillplacement to facilitate regeneration of a stabilizing ground cover. Trenching will generally berequired to ensure successful establishment of vegetation. Monitoring vill be required to ensurethat regeneration efforts are successful.

The berms and batter slopes of road embankments will be seeded with a fast growing crop andpotential native seed mix immediately after fill placement to prevent scour and to encouragestabilization. Payment for seeding will be made on unit area established basis. Whereappropriate, grass sod will be placed in the form of tiles and payment for turfing will be made ona unit area basis.

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EXHIBIT 4-1ENVIRONMENTAL MITIGATION ACTIONSRAJASTHAN STATE HIGHWAYS PROJECT

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

DESIGN PHASE IThe existing alignment was selected to minimize During design Design Unit RPWD Not ApplicableAlignment the land disturbance to avoid archaeological PCC

sites, temples and other environmentallysensitive areas.

Land and Property acquired Information dissemination and community During Design Phase RPWD RPWD Not Applicable(Resettlement Action Plan) consultation. NGOs recommended in EMU

Compensation will be given to PAPs based on RAPthe RAP that includes the Entitlement Policy.Affected persons must be moved beforeconstruction starts.ROW to be acquired have already beenidentified.

Cultural Heritage Cultural heritage sites along the alignment were During design Archaeological Survey RPWD Not Applicableidentified. Archaeological sites and Temples of India (ASI) EMUwere avoided by adjustment of alignment.Shrines may be moved with prior consultationand approval of local community.

Flood (refer hydrology Bridges have been well designed for the 50-year During Design Design Unit RPWD Not Applicablereport) flood frequency. All culverts have been Engineering

designed for 25 years flood frequency. Fill Consultantsheight has been designed for 50-year floodavoidance.

CONSTRUCTION PHASE*

Environmental Management This will include institutional requirements, During and after EMU of RPWD EMU of RPWD, Project specificand Monitoring training, environmental management and construction (Five RSPCB action.

monitoring. Years)

Facility Equipment for Provision for purchasing required equipment. Immediately after EMU of RPWD EMU of RPWD Project SpecificEMMP (Meters, Vehicles and construction Action.Buildings)

I.ouis fJerg l /nlelJhermio/, In., IJBCEIOM( CES and Ml Plge 4 -4

Rajasthan StCi,e I/ighiwaYs Project EIA-Nagaur Corridor - Aagusl 1998

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

_)eisl Water shoudi(o he spraye(lu tiring constnictioi Dturing reconstruction Contractor RPWD Specification I 11t,plinse, Ut I lle liniie Uul etlsil mniX log sites, pshimul tutgrtade aut wiure ever ItMIi 111.5, 111.8, 111.9mixing site, and temporary roads. In laying sub- asphalt is removed until At present no inbase, water spraying is nieede( to aid asplialting is replaced. housecompaction of the material. After the environmentalcompaction, water spraying should be done at During the capacity in RPWD,regular intervals to prevent dust. Constructioni phase induct Env. Eng.Vehicles delivering materials should be covered from RSPCB forto reduce spills and dust blowing off the load monitoring.

Asphalting Asphalt mixing sites should be over 500 m from During Construction Contractor RPWD Specification Il1,any communities. EMU 111.5Mixing equipment should be well sealed, and beequipped with dust-removal device. Operatorsshould wear dust masks and ear protection l

Air Pollution Vehicles and machinery are to be regularly Beginning with and Contractor RPWD Specification Il1,maintained so that emissions conform to continuing throughout EMU 111.5National and State Standards construction

Noise Noise standard at processing sites, e.g. aggregate Beginning and Contractor RPWD Specification Ill1,crushing plants, will be strictly enforced to throughout construction EMU 111.5prevent exceedances of GOI noise standards.Workers in vicinity of strong noise will wearearplugs and their working time should belimited as a safety measure..In construction sites within 150 m of sensitivereceptors construction will be stopped from22:00 to 06:00.Machinery and vehicles will be maintained tokeep their noise at a minimum.Construction of noise barriers (Stone walls and RPWD EMMPplantation) for silence zones including schools EMU Special projectand hospital. I_specific action.

Louis Berget' haternational, Ine., 1C(1VoAI. CAS (inid E(I IPage 4 -5

Rjyast/gan Sgtate lIighiwtys l'rojece. EIA-Nagaur Corridor - Autgust /998

Environmental Impact Mitigation Measures taken or to be taken | Time frame | Implementing Responsible Contractuall I Organization Organization Clause

WATERLoss of wetlands and ponds Alignment shifting to avoid affected Lakes, Whenever encountered Design Unit and RPWD Specification

ponds and wells. during constniction. Contractor PCC 201,301, 304, 306,In sections along watercourses, earth and stone 309

Altcration of drainage will be properly disposed of so as to not block Contractor RPWDrivers and streams, thereby preventing adverse EMUimpact on water quality.All necessary measures have been taken toprevent earthworks and stone works related tothe road form impeding cross drainage at rivers \streams and water canals or existing irrigationand drainage systems.

Siltation Construction materials containing fine particles Throughout Contractor RPWD Specification 306,e.g., in lime or fly ash will be stored in covered construction period. EMU 305.3.7enclosures such that sediment-laden water doesnot drain into nearby watercourses, but rather

I ___________________________ percolates slowly into the soil.Contamination from Wastes All justifiable measures will be taken to prevent Throughout Contractor RPWD Specification 306 l

the wastewater produced in construction from construction period. EMUentering directly into rivers and irrigationsystem.

Sewerage Disposal during A minimum distance of any sewage or toiletConstruction at Services facility from water sources should be 200 Througihout Contractor RPWD Specification 111.9Centres meters. construction period. EMUContamination from fuel and Vehicle maintenance and refueling will be Throughout Contractor RPWD Specificationlubricants confined to areas in construction camps construction period. IEMU 201.2 201.4,

designed to contain spilled lubricants and fuels. RSPCB 301.1.3.10, 304.3.3Waste petroleum and lubricants must becollected, stored and taken to approved disposalsites, according to GOI laws.

Loinis Bierger I,ll,hitifnl . ic.. '/ CS and E( 'I I'age 4 -t6

~~- - - - a

au; ,~i1,n S.tialt e /Iiglwaia s /rojeet . EMA-Nagaur Corridor - ,4gust 1998

En ironmental Impact Mitigation Measures taken or to be taken Time frame Implementing Responsible Contractualion and Waste ~~~~~~~~~~~~~~Organization Organization Clause

Sanitat ion and Waste Sufficient measures will be taken in the Before and during Contractor RPWg a SpecificationDispos il in Construction construction camps, i.e. provision of garbage building of construction RSPCB 122, 201.2, 201.4,Camps tanks and sanitation facilities. Waste in septic camps. 306

tanks will be cleared periodically.Drinking water will meet Indian NationalStandards.Garbage will be collected in a tank and disposedof daily.Special attention shall be paid to the sanitarycondition of camps.Camps will be located minimum distance of 200m from water sources.

Borrov'pits Borrowpits shall be identified outside the ROW. During construction Contractor RPWD IRC:10 1961Before opening additional borrowpits operating EMU Specification 111.2,pits shall be closed as per the IRC Specification _ 305.2.2

Equipr tent Selection Construction plant and equipment will meet During construction Contractor RPWD Specification 106,mainteniance and operation recognized international standards for emissions EMU IRC:72- 1978;

and will be maintained and operated in a manner IRC:90-1985,that ensures relevant air, noise, and discharge 111.9, 201.3regulations are met.

Quarr) ing Quarrying shall be carried out from approved During construction Contractor RPWD Specification 111.3,and licensed quarries only. EMU 302, 305.2.2

Sand Lune areas Regarding route selection, design, construction During construction, Contractor RPWD IRC Specialand maintenance of rural roads, special criteria and operation Stage. EMU Publication 20need to be followed.

SOILSoilE -osion and Soil In slopes and other suitable places along the Upon completion of Contractor RPWDConservation roadside, trees and grass should be planted. On construction activities Forestry Dept. Specification 306

sections with filling (>3 m) and deep cutting at these sites. GORtheir slopes should be covered by stone wallssod, or planted with grass, etc. If existingirrigation and drainage system ponds' aredamaged, they will be tebuilt by suitable During constructionmethods.

I. lis nerger 11 lC Itealitioilw. hic.. 11A (M1, ( 'IX IX- Poge 4 -7

Rqxisthan State /hgli /hwi's Project EIA-NAagur Corridor - Augusu /998

?Environmental lmpact Mitigation Measures taken or to be taken Time frame Implementing Responsible Contractuall--_ Organization Organization Clause

Loss of agricultural topsoil Arable lands should not be used as earth During construction Contractor RPWD Specification 201.2borrowing whenever possible. If needed, thetopsoil (15 cm) will be kept and refilled afterexcavation is over to minimize the impact onproductive lands. Contractor RPWD Specification 201.2

Compaction of Soil Construction vehicles should operate within theCorridor of Impact i.e., approx. II m to eitherside of the carriageway centerline to avoiddamaging soil and vegetation. _

Flora Areas of tree plantation cleared will be replaced After completion of Forest Dept. GOR RPWD Specification 201,Loss of trees and Avenue according to Compensatory Afforestation Policy construction activities. Forest Dept. GOR 301.3.2, 307, 308,Plantation under the Forest Conservation Act - 1980. EMU

About 15,000 trees will be planted against a loss During cleaningof 1,500 trees (Ten trees will be planted against operations Contractorevery tree cut). EMU will make sure that 5.5 kmlength Nawa Bypass will be well planted with During constructiontrees to protected Sambhar Lake. ContractorTree clearing within ROW should be avoided

Compaction of vegetation beyond what is directly required for construction Specification 201.2activities and / or to reduce accidents.See soil compaction.

Fauna Construction workers should be told to protect During construction Contractor Specification 201.2,natural resources and wild animals. Hunting is 201.3, 201.4.prohibited.

Afforestation (habitat Provision for afforestation and habitat During construction Forest Department RPWD Project specificImprovement) as a mitigation improvements for wild life habitats Forest Department mitigation actions.action for wild lifesanctuaries

Loutis jetgerl International. Inc.. 11CEOM. (CS I:d Ean llbge 4 -8

Ral/.ahankiate H/ivns.s h'ojet. Elt-Nagn,ir Corridor - August 1998

rlnvironinl1cntal Impacl Mitigationt Measures taken or to be taken | 'lime frame | Implemeniclng Responsible ContractualOrganization Organization Clause

SOCIAL l

Loss of Access Temporary access shotild be built at the During construction Contractor RPWD and Specificationinterchange of the highway and other roads. State Traffic Police 112,

Traffic jams and congestion If there -are traffic jams during construction, During construction Contractormeasures should be taken to relieve thecongestion with the coordination oftransportation and traffic police department. RPWD Specification

Road safety Control speed of construction vehicles through During construction Contractor 112, 119, 201.2Collisions with vehicles, road safety education and fines.people and livestock and Allow for adequate traffic flow around Specificationsignage construction areas. 112.4, 124,

Provide adequate signage, barriers and flagpersons for traffic control. IRC: 2 - 1968Communicate to the public through radio, TV & One month ahead of IRC: 30 - 1968newspaper announcements regarding the scope start of work IRC: 67 - 1977and timeframe of projects, as well as certain IRC: SP- 31 - 1986construction activities causing disruptions oraccess restrictions.

Increase in disease Make certain that there is good drainage at all during construction Contractor RPWD SpecificationWater-borne construction areas, to avoid creation of stagnant llealth Dept., GOR 120, 121,122,Insect-borne water bodies especially in urban/industrial areas,Commtnicable diseases including water in old tires.

Provide adequate sanitation and waste disposal At start-upat construction camps.Provide adequate health care for workers and Throughoutlocate camps away from vulnerable groups. construction

Accidental Risks from Effective safety and warning measures will be During construction Contractor RPWD Specificationblasting taken to reduce accidents. State Police 302, 305.22- along roadway Blasting will not, be carried out during rush Mining department- in quarries hours so as not to cause traffic jams and injuries.

The management and use of blasting materialswill be in strict conformity with the safetyrequirements for public security.

ILuis Berger hi.e, IWioE"Gnl. u., 8'EOAI. C and (I' Page 4 -9

Rnjasthlwm Sit,1'I1ii ehnvto' Project FM -Nagauir Corridlo; - A,,gssl 1998

Environmental Impact Mitigation Measures taken or to be taken Time frame Implenenting Responsible ContractualI___________________________________________________________________________________________ Organization Organization ClauseCultural Re .ources If archaeological relics or remains are Throughout Contractor with RPWD Specification 201.2

discovered, the ASI should be notified construction Archaeological Surveyimmediately. The construction should be of Indiastopped until authorized department assesses theremains.Archaeologists will supervise the excavation to

l_______________ *avoid any damage to the relics.Location of camps depots and Location of camps depots and storage areas sliall Througliout Contractor RPWD Specification 120,storage areas be as per the contract specifications. Construction 121, 122Constructior nof New and Additional hand pumps required as a result of During Construction PHED RPWD Specification201.2Pumps Resettlement. That affected by the project will

be replaced as per the provision of RAPAccident ol hazardous COMPLIANCE with "Rules" as defined in Prepare plan within six District Administration RPWD EMMPmaterials Environmental (Protection) Act, 1986, months of SPCB Flying Squad of

including: commencement of State Police Motor VehicleFor delivery of hazardous substances, three construction and Dept. and Statecertificates issued by transportation department familiarize contractor policeare required permit license, driving license, and with Spill Contingencyguarding license. Vehicles delivering hazardous Plan at start of worksubstances will be printed with unified signs. and implementationPublic security, transportation and fire fighting measures are required.departments will designate a special route forthese vehicles. These vehicles can only beharbored at designated parking lots.This project's hazardous substances will beadministered by highway managementdepartment registration system, as specified inEPA, 1986In case of spill of hazardous materials, report ofilic relevant (leparilillils will be inrornie( al0once alnd will deal willi it iill accordallte will)the spill contingency plan. l

OPIERATldIONAL PIIASE IAIR _ __

Dust Replace roadside trees lost to construction at 10 Immediately afler area Forest Department RPWD Specificationfor I basis and encourage new afforestation is no longer disturbed EMU l11nroiects. L

I.011is P, grl hiteritatiolll nt,h. BJCEOM.Ch,Y (Eitd E(V -- Page4 -10

x ) J Q Q J 9 w w ~~~~w w w w v ft---

flatJx tf/urn S1law 1/ig/iwrtvs Pro,ect EIA-Nagnur Corridfor - Augisf 1998

Environmeintal Impact Mitigation Measures taken or to be taken Time frame Implementing Responsible ContractualI_________________ ________________________________________ ____________________ Organization Organization Clause

l Pollutionl Check vehicular emissions of CO, HC, NO, After completion of Motor Vehicle Dept. Motor Vehicle EnvironrentalSPM, RPM enforce Pollution Under Control construction Dept. Management and(PUG) Programs. The public will be educated Forest Department EMU of RPWD Monitoring Planabout the regulations on air pollution. (EMMP)

Monitoring air pollutionAfforestation programs - Tree Plantations

Noise The use of sound barriers or other measures After completion of Motor Vehiicle Dept. RPWD EMMPshould be considered where warranted. The construction EMUpublic will be educated about the regulations on Motor Vehicleand noise pollution. Dept.

WATER

Contan ination from spills Contingency plans for clean up of spills of oil, If not existing should Flying Squad of Motor Flying Squad of EMMPdue to traffic movement and fuel, and toxic chemicals. be developed vehicle Dept. and State Motor vehicle

accide, ts Police Dept. and StatePolice

l Maintenance of Storm Water The urban drainage systems will be periodically Beginning and end of RPWD Municipal EMMPDraina ec System checked and cleared so as to ensure adequate monsoon Corps.

storimi watcr flow.FIAIINA

Collisi In with wildlife Post signs for Wild Life Crossing. All throtigih operational Forest Dept. -; W .iMMI'phase EMU Forest Dept. GOR

Accid,nt of hazardous COMIPLIANCE with "Rules" as defined in After Construction District Administration RPWD EMMPmateri.lls Environmental (Protection) Act, 1986, State Police Flying Squad of

including: SPCB Motor VehicleFor delivery of hazardous substances, three . Dept. and Statecertiricates issued by transportation departmcnt policeare required permit license, driving license, andguarding license. Vehicles delivering hazardoussubstances will be printed with unified signs.Public security, transportation and fire fightingdepartments will designate a special route forthese vehicles. These vehicles can only beharbored at designated parking lots.

I.{ u/s Berger iinerwiwn.ionn inc., IWiEOM. ( I.S and ECES I I'Pge 4 -11

R?.jt:s ial/ Ste Highways Piojfeet EIA-Nagaur Corritdor - August 1998.

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

SOCIAl,Salen" antld noisc disiurbance New Iltil(liiigs are prolhibited witiin 50 mn of the Ihioug hotli an(d afler linv. Eng. of eachi RPWI) IRC 35-1971

edge of Carriage Way. No new schools and project development Division of RBD and IRC 79- 1981lhospitals are allowed within 200 m from the Period planning Department IRC 93- 1995edge of CW.

* An Environmental Management Plan prior to the commencement of construction, indicating how the Contractor plans to implement environmentalrequirements as stated in contractual sub clause 19.1 titled "Protection of environment" is also required.

I nlis 1?erger Intei:iatioiial. hic.. a CEOA11 (C1' and EC i Page 4 -12

R-.asthan State Highway Project ° - -

Berms and embanlknent slopes and road cuts will be stabilized by re-vegetation with grazingresistant plant species, placement of fiber mats, rip-rap, rock gabbions, or other appropriatetechnologies. Most areas to be cleared of vegetation are roadside berms slated to be covered bypavement and will not need re-vegetation to be stabilized. Installation of drainage structure andraising of road formation level may create bare slopes that will be stabilized before the onset ofthe monsoon. Discharge zones from drainage structures will be furnished with riprap to reduceerosion when required. Due to semiarid conditions it is unlikely that roadside and slopevegetation cover always can be established in time to prevent erosion. Where necessary, grasssod will be imported and laid to provide ready made turfing or to use riprap, gabbions, soilstabilization or cementing to create a non-erosive surface.

Down drains/chutes will be lined with rip-rap/masonry or concrete to prevent erosion. Sideslopes will be adjusted to 1:2 or flatter to reduce erosion potential or, if steeper, stabilized andcovered with riprap or other material to prevent soil erosion. These requirements will be clearlyspecified in construction contracts. Construction in erosion and flood prone areas will berestricted to the dry season.

Borrow Pits. Borrow areas will be located outside the ROWs and restoration of the pits willfollow the completion of works in full compliance with the new Indian Roads Congress (IRC)specifications. Locations of the borrow areas will be negotiated between contractor andlandowners. Arrangements for opening and using material borrow pits used within the RSHP,however, will contain enforceable provisions for the excavation and restoration of the borrowareas and their surroundings, in an environmentally sound manner to the satisfaction of theSupervising Engineer. Restoration of borrow areas will be completed before final acceptance andpayment of the contract. Areas will be graded to ensure drainage and visual uniformity, or tocreate permanent tanks/dams. Topsoil from the opening of the borrow pits will be saved andreused in re-vegetating the pits to the satisfaction of the Engineer. Additional borrow pits will notbe opened without the restoration of those areas no longer in use.

* Erosion Potential. Spillage ways will be lined with riprap to prevent undercutting and drains willbe provided at points where surface flows during the monsoon currently overtop the road,depositing soil and debris of the existing pavement, thereby creating serious hazards to trafficafter storms. Improvements in drainage structures will better contain the intermittent flows toexisting drainage ways and lessen sheet erosion which may occur now when the road isovertopped by flash flooding. Mitigation plantings and fencing will be provided to stabilize thesoil and reduce sheet erosion which occurs regionally due to overgrazing and trampling of theground surface by livestock.

4.1.2 Geological & Seismic Characteristics

Potential Impacts. Substantial quantities of crushed rock and sand will be required for the bothconcrete and the macadam-based pavements normally constructed in Rajasthan. There arecommercial quarries over much of Rajasthan wherever outcrops of the Arvalli Hills occur. TheProject will impact these resources by increasing the rate at which they are consumed, but it isunlikely to cause or contribute significantly to their depletion. Sources used for road upgradingmaterials will depend upon the location of the segrnent being upgraded. In general rock materials willbe obtained from commercial suppliers and hauled by road to the segment being upgraded. Existingsources in active operation are expected to be used in most cases. Contractors may elect to use othersupply options, however, provided they are cost competitive and provide rock meeting establishedquality standards.

Louis Berger Iniernational. Inc., BCEOM. CES and EC! Page 4- 13

Rajasthan State Highway Project EIA-Nagaur Corridor - August 1998

Mitigation. Quarry operations are independently regulated activities and outside the purview of theRSHP. It is, nonetheless, appropriate that consideration be given to the environmental implicationsin selection of quarry sources. Poorly run operations may create dust problems, contribute noise.pollution, ignore safety of their employees, or cause the loss of natural resources. Other thanadherence to good engineering practice, no mitigation actions related geological and seismiccharacteristics are warranted. Designs of all structures including bridges have taken the area'sseismic characteristics into account. To ensure adequate mitigation of potential adverse impacts, onlylicensed quarrying operations are to be used for material sources. If licensed quarries are notavailable the contractors may be made responsible for setting up their dedicated crusher plants atapproved quarry sites.

4.1.3 Soils

Potential Impacts. Soils of the Jaipur-Kuchaman-Nagaur Corridor are subject to considerableerosion due to their character, the seasonal variations in precipitation rates and the generalovergrazing of vegetative cover. Soil loss may be 800 times as great in barren land as compared toforest land (Agarwala, 1990). Road cuts and berm side-slopes, particularly on elevated road sections,are often poorly stabilized, if at all. Erosion of the berm and adjacent side drains (often extendinginto nearby fields) is frequent and the integrity of existing fill and culverts is compromised by thesteep side slopes, absence of lined drainage and the failure to stabilize by rip-rap or re-vegetation cutand fill areas. Areas requiring slope stabilization were identified by reconnaissance surveys and fullytaken into account in the preparation of construction design documents.

No significant impacts to sand dune areas are anticipated. Sand dunes in the area traversed by theCorridor are mostly stabilized and the alignment crosses no areas where additional or special effortsat soil stabilization are required.

Mitigation. Actions to avoid potential topographical impacts and soil erosion are fully detailedabove in Section 4.1.1 under the subheading of Altered Road Embankments. Other than theseactions, no additional mitigation actions related to soils are considered warranted.

4.2 WATER RESOURCES

4.2.1 Surface Hydrology

Potential Impacts. Streams crossed by the Jaipur-Kuchaman-Nagaur Corridor are all intermittent.Proposed improvements to drainage structures will facilitate passage of high flows and reducescouring and bank erosion in the vicinity of the road, ensuring the integrity of the road surface evenduring peak monsoon rainfalls. No impacts on water quality or availability of water for domestic oragricultural use will occur.

Mitigation. The proposed upgrading will reduce erosion from the roadway and will improve waterquality by reduced silt loads. Side drainage in villages and towns will be improved. The RSHP willprovide adequately sized drainage structures at regular intervals in flood-prone areas and at othercrossing points (e.g. intermittent streams), resulting in substantial improvements for both vehiclesusing the road and local residents and farmers. Adequately sized drainage channels to accommodate50-year floods will replace existing at grade "Irish crossings". Downstream slopes will be stabilizedwith concrete, rock gabbions, or walls to ensure erosion is prevented.

Where practical, widening of the roads will be undertaken on the side away from tanks or other waterbodies, but where this is not possible then slope protection will be installed until embankment

Louis Berger Internazional, Inc.. BCEOM. CES and ECI Page 4-14

Rajasthan State Highway Project EIA-Nagaur Corridor - August 1998

surfaces are stabilized. Care was taken in engineering design to ensure that the road drainageprovisions and the new embankments do not alter the current status of natural water bodies andirrigation structures adjacent to alignments.

4.2.2 Wetlands

Potential Impact No adverse impacts to Sambhar Lake or other area wetlands are anticipated. TheRSHP will entail no significant alterations of the overall drainage patterns. The increased runoff dueto widening of the roadways will be statistically negligible. No impacts to the ephemeral streamsflowing into Sambhar Lake or other area wetlands or ponds are anticipated. RSHP will relocate theexisting SH2 ROW in the vicinity of Sambhar Lake to a ROW approximately two kilometers fartherto the north, thereby lessening the potential for impact on the wetland. The existing SH2 ROW willrevert to local government control. Indirect impacts due to the possibility of future land use changesalong the existing ROW have been noted as a potential concem.

Water quality in ponds, canals and irrigated paddies adjacent to the project roads may show slightimprovements after road upgrading due to reduced erosion from improved roadside berms andembankment slopes stabilized or protected by rip-rap or other material including vegetation toprevent soil erosion.

Mitigation. Cont act provisions will ensure that construction camps and other potential sources ofsecondary impacts are properly sited and provided with drainage and wastewater facilities. To ensureavoidance of potential indirect adverse impacts due to land use changes, the newly-created andRSHP-supported EMU/PWD will coordinate with local land use planning authorities to ensure thatany future developments along the existing ROW in the vicinity of Sambhar Lake are compatiblewith the status of the wetland. Other than adherence to good engineering and construction practicesand the enforcement of contract provisions for related to drainage during both the construction andoperational stages of the Project, no additional actions related to area wetlands are consideredwarranted.

4.2.3 Subsurface Hydrology

Potential Impacts. No impacts to groundwater resources are anticipated as a result of the proposedactions in the Corridor. Wells/hand pumps within the proposed construction zones were avoidedwhenever possible by shifting the alignment whenever possible. There will be no net loss of wateraccess points.

Mitigation. In the event that wells must be relocated, temporary alternative water sources (e.g., newwells, trucked po-able water) will be provided to ensure that local residents have ready daily accessto clean water. In such cases EMU of PWD will be responsible to arrange potable water to residence.

4.2.4 Flood/Inundation Characteristics

Potential Impacts. New road construction has been implicated in floodwater retention and water10oging of adjacent soils (Singh 1996). Common practice in some cases is to raise the road formationlevel in flood prone areas without installing culverts or other cross. drainage structures which wouldallow flood wate-, to equilibrate or pass freely. This practice aggravates local flooding conditionsboth by prolonging the flood period and by heightening the tlooc level on the upstream side oI tneroads. Water logging of the soil and formation of salt deposits may also occur under arid conditions.

Louis Berger Internn ..--.-' Inc.. BCEO.U. CES and ECI Page 4-15

Rajasthan State Highway Project , *

These may have serious economic ramifications on local farmers and residents.

Mitigation. Provision of adequately sized drainage structures as proposed under RSHP at regularintervals in these flood prone areas.and at other crossing points (e.g. intermittent streams) willalleviate local flooding. As noted above, the present "Irish crossings" of intermittent streams thatinterrupt traffic flow during the monsoon season will be eliminated. The RSBP will installadequately- sized drainage channels to accommodate 50-year floods and will stabilize downstreamslopes with concrete, or rock gabbions, or walls to ensure erosion is prevented. Care has been takento provide side drainage in villages and towns where street levels often are near or above the groundlevel of adjacent houses.

4.3 BIOLOGICAL CHARACTERISTICS

Potential direct impact considerations under the heading of Biological Environment include thefollowing:

Habitat Loss. Most improvements within the Jaipur-Kuchaman-Nagaur Corridor will occur withinthe existing ROW with little loss of habitat. Bypasses are located only in areas previously disturbedby agriculture or other uses. Borrow pits and quarries used for the purposes of the improvements willbe restricted to licensed areas previously disturbed. No significant habitat loss is anticipated.

Habitat Fragmentation. It is recognized that when a road cuts through an ecosystem, the lost habitatvalue is often disproportionately greater that the amount of land lost. Ecosystems are characterizedby complex, interdependent relationships between component species and their physicalenvironment, and the integrity if the ecosystem relies on the maintenance of those interactions.Roads tend to fragment an area into weaker ecological sub-units, thus making the -whole morevulnerable to invasion and degradation. In this instance, however, the fact that the road alreadyexists minimizes any potential for habitat fragmentation.

Wildlife Migrations. Most animal species tend to follow established pattems in their daily andseasonal movement patterns. A road blocking a wildlife corridor results in either a cessation in itsuse because animals are reluctant to cross the road, an increase in mortality due to collisions, or adelay in migration patterns. In this instance, the fact that the road already exists minimizes anypotential for migratory restrictions as a result of the proposed construction activities.

Aquatic Habitat Damage. Road development may have serious and far-reaching impacts on aquaticecosystems. Erosion can lead to downstream siltation, thus ruining spawning grounds for fish.Constriction at crossings can make the current too fast for some species. In this instance, the fact thatthe road already exists and crosses only intermittent streams in a semiarid environment minimizesany potential for aquatic damage.

Potential indirect impact considerations include:

Accessibility. Penetration of previously unmodified areas and upgrading existing roads generallyfacilitates an increase in the number of people having access and is accompanied by an increase inthe likelihood of impacts. In this instance, the road already exists and although movement along itwill be facilitated, the proposed improvements will not result in a significant increase in accessibility.

Ecological Disequilibrium. The importation of new plant and animal species along a ROW can upsetthe dynamic balance which exists in the ecosystem. Native species face competition for resourcesfrom new arrivals. Predator-prey relationships can be altered, often to the detriment of the nativespecies. In this instance, the fact that the road already exists minimizes any potential for ecologicaldisequilibrium.

Louis Berger Insernational. Inc., BCEOM. CES and ECI Page 4-16

Rajasthan State Highway Projec EJA-Nagaur Corridor - August 1998

Contamination. The increased presence of motor vehicles introduces a potential for contamination ofthe soil, air and water adjacent to the road. In this instance, the road already exists and no significantincrease in the number of motor vehicles is anticipated as a result of the proposed Project.

Specific considerations in regard to animal and plant species are as follows.

4.3.1 Plant Species

Potential Impacts. No impacts to threatened or endangered plant species are anticipated. Plantspecies present within the ROW are either introduced species or ubiquitous native species that arehighly tolerant of grazing, compaction, and other physical disturbances. The improvements withinthe Jaipur-Kuchaman-Nagaur Corridor will require removal of approximately 1,500 trees to allow forwidening and minor realignments. The Corridor passes through a small section of protected forest inJaipur District for which acquisitions of additional ROW will be necessary. The improvements willrequite transfer of approximately one hectare of forestland to PWD. (See Exhibit 4-2).

The issue of tree removal is one of particular relevance to any road project in India, as the treesprovide shade for travelers in an otherwise hot and dusty country and avenue planting has anaesthetic appeal. In most cases historical roadside planting (Banyan, Pipal, Neem, Imli, eucalyptusetc.) are neither rare nor particularly valuable timber species. Many (such as Neem and prosopis)have some medicinal, supplementary fuel or cattle fodder values. This non-timber use is frequentlydemonstrated by the fact that many of the trees are heavily cropped for fuel or fodder which makesthem less than magnificent specimens. Some of these trees having a large diameter (25-50centimeters) are located at the edge of the road pavement and may cause damage to it with their rootsystems. They also sometimes pose a safety hazard to traffic.

Construction activities will impact only a narrow band of vegetation adjacent to the existinghighway. Large evergreen trees have been avoided wherever feasible by designmodifications/alignment shifts. The existing ROW is heavily overgrazed and treeless for longstretches due to mining or other human activities. All publicly owned trees along the Project roadsare part of the state forest reserve. As such their removal must be approved by the MOEF and theymust be replaced by planting at least twice the number of trees removed. Trees within the ROW areunder the jurisdiction of the Forest Department. Any use of Forest Reserve areas outside the ROWwill require Forestry Department and Central Govemment clearance and will be subject tocompensation as per GOI policy. Very few areas outside the ROW will be affected by the proposedimprovements.

Mitigation. The Project will contribute positively to the conservation of bio-diversity by adopting anaggressive approach with plantings to replace trees removed. Trees will be re-planted at a rate of tenplanted for each one removed.

4.3.2 Wildlife Species

Potential Impact. The proposed construction activities are limited to upgrading of the existing roador previously disturbed areas and will not result in significant changes in habitat availability andwildlife populations. Habitat to be impacted within the ROW by widening of the roadway generallyis sparsely vegetated and its removal will not significantly affect any of the area wildlife populations.No endangered wildlife species known, or likely to occur, within the potential impact area.

Direct impacts to migratory bird populations at Sambhar Lake will be avoided by a relocation of the

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SH 2 ROW to a path approximately two kilometers farther removed from the shores of the Lake.Potential indirect impacts to the Lake and its bird population have been recognized as a concem,given the fact that the existing ROW will revert to local govemment control and future developmentalong the previous ROW could impact the wetland. This potential impact will be mitigated asspecified below.

Mitigation. In addition to adherence to good engineering and construction practices and theenforcement of contract provisions related to drainage during both the construction and operationalstages of the Project, the newly created and RSHP-supported EMU/PWD will coordinate with localland use planning authorities to ensure that any future developments along the existing ROW in thevicinity of Sambhar Lake are compatible with the status of the wetland. Contract provisions willensure that construction camps and other potential sources of secondary impacts are properly sitedand provided with drainage and wastewater facilities. No additional mitigation actions related to areawildlife, other than those already incorporated in the Project, are considered warranted.

4.4 LAND USE

Potential Impacts. Land acquisition issues are separately discussed as a potential communityimpact below. Other than the changes specifically related to land acquisition, no significant changesin existing land uses are expected to result as a result of upgrading of the existing highway. Themajority of the land is devoted to mining activities, agricultural production, or is public land. Theseland uses are unlikely to change. local communities currently provide amenities for travelers (e.g.sleeping areas, food and drink).

It is recognized that construction workers camps constitute at least a temporary land use, change andissues related to:

* Unauthorized tree felling to get fuel-wood even when altemative fuel is made available,

a Poaching of edible animals and birds of the locality in spite of prohibition,

* Poor sanitation arrangement and improper methods used for disposal of solid wastes and effluent,

* Indigenous people getting invaded by imported construction labor-force, due to lack ofdiscipline,

* Transmission of communicable diseases to the local people by the construction workers due toinappropriate health monitoring facilities, and

* Creating hazardous traffic flow at construction site due to lack of concem about the local needs.

The legal transfer of two hectares of forestland will be required for the proposed road improvements,one of which is currently occupied by the roadway (Exhibit 4-2).

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EXHIBIT 4-2LAND REQUIREMENTS FOR THE

JAIPUR- KUCHAMAN-NAGAUR CORRIDOR

Total Minimum Actual Minimum Total NetLength Land Existing Additional Additional Forestland

District of Road Requirement' Transport Land' Forestland Requirement'Corridor _ Requirements2

Jaipur 65 130 97.56 46 2 1Nagaur 163 326 388.2 19.14 Nil NilTotal 228 456 485.76 65.14 - 2 1

Notes: 1. Assumes a Minimum 20-meter ROW.2. Required legal transfer including the de facto ROW not previously transferred to PWD.3. Excluding de facto ROW.

Mitigation. Contracts for the RSHP activities require construction operators to attend to the healthand safety of their workers, maintain and cleanup campsites, and respect the rights of locallandowners. If located outside the ROW, written agreements with local landowners for temporaryuse of the property will be required and sites must be restored to a level acceptable to the ownerwithin a predetermined time period.

The impact of officially converting the required hectares from their official designation of forestlandto PWD use will have no significant impact. As noted above, actions to mitigate tree loss in theseareas, as well as the other portions of the ROW not requiring a land transfer will be mitigated by anintensive tree-planning program. The transfer will present no significant adverse impact to areawildlife as discussed above. No additional mitigation actions related to the proposed land transfer,other than those already incorporated in the Project, are considered warranted.

14.5 ECONOMIC INTERNAL RATE OF RETURN (EIRR)

Potential Impact. The primary impact of the Project will be to improve the performance of thetransport sector and greatly facilitate the flow of traffic, goods, and travelers. The Project is alsoexpected to substantially benefit the economic growth of central Rajasthan.

Economic internal rate of return (EIRR) is a criteria used for economic evaluation of projects such asthe RSHP and is defined as the annual rate of return generated by the investment. It is calculated interms of a base case and is a means of evaluating the economic benefits. The calculations depend onadministered prices and net of taxes, duties and royalties. The economic benefits that are normallyconsidered in evaluating EIRR are:

* Savings in vehicle operating costs;C Time savings for passengers and goods; and* Savings in road maintenance cost.

The EIRR depends on various factors including:

* Traffic volumes;* Roughness values that indicate the state of the road;* Presence or lack of shoulders that can carry traffic percentages; and* Side friction and percentage of slow traffic.

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Anticipated improvements in these variables after upgrading of the highway are used in thecalculating the economic benefits.

The Jaipur - Kuchaman segment of the alignment had an EIRR of 38.4 % and from Kuchaman toNagaur the EIRR was 35.4 % indicating relatively high rates of return for the economic investmentsrequired to undertake improvements.

Mitigation. The Project has been specifically designed to mitigate adverse transportation conditions.No mitigation actions related to transport, other than those actions already incorporated in the RSHP,are considered warranted.

4.6 CLIMATE & AIR QUALITY CONSIDERATIONS

Air quality issues are addressed in two phases: the construction phase and operational phases.Potential impacts and mitigation actions related to them (if any) are identified in each phase asfollows.

4.6.1 Construction Phase

Potential Impacts. Potential air quality impacts during the construction phase of the Project can beanticipated due to fugitive dust generation in and around construction activities and related activitiessuch as plants for crushing rocks, hot-mix and asphalt plants.

NMitigation. Asphalt and hot-mix plants will be located at least 500 meters away from the nearestsensitive receptor (e.g., school, hospital). Operators will be required to install emission controls.Blasting (if any) will be carried out using small charges, and dust-generating items will be conveyedunder cover. Road surfaces, excavation and construction sites will be water sprayed to keep themmoist for dust control. Trucks carrying earth, sand or stone will be covered with tarps to avoidspilling.

Potential significant adverse impacts to adjacent residents or site employees during construction willbe mitigated by either discontinuing until favorable conditions are restored, or, if warranted, sitesmay be watered to prevent dust generation, particularly at crushing plants. Machinery and equipmentwill be fitted with pollution control devices, which will be checked at regular intervals to ensure thatthey are in working order. Best available pollution control technologies will be required.

4.6.2 Operational Phase

Potential Impacts. The net air quality impacts during the operational phase of the Project arebeneficial when measured against a base case that takes growth and related factors into account.Improvements in road surface condition and traffic capacity will alleviate local congestion andimprove traffic flow, thereby reducing engine idling and the contribution it makes to local air qualitydegradation. With improved vehicle performance on a new better, and wider, road surface, the airpollution should actually be reduced. Paving and provision of adequate side drainage in villages willsignificantly reduce human exposure to air pollution, including both vehicular emissions androadside dust saturated with sewage is a health concem in most comnmunities.

Mitigation. No mitigation actions related to air quality in the operational phase of the Project are

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considered warranted. However the Environmental Monitoring Unit (EMU) to be established underProject Implementation Unit (PIU) will be responsible for monitoring all environmental aspects

) including air quality if required by the circumstances.

4.7 NOISEEXHIBIT 4-3

Noise issues are also addressed in two phases: TYPICAL NOISE LEVELSthe construction phase and operational phases. ASSOCIATED WITH

) Potential impacts and mitigation actions related HIGHWAY CONSTRUCTION) to them (if any) are identified in each phase as

follows.ACTIVITY NOISE LEVELS IN dBA

) 4.7.1 Construction Phase Grading & Clearing 84Excavation 89

Potential Impacts. Temporary impacts in the Foundations 88

immediate vicinity of the project may occur due Erection 79-to construction. The magnitude of impact willdepend upon the specific types of equipment to Finishing 84

w ~~be used, the construction methods employed andte ushed co the or General Notes: Measured as L, assuming 70 dBA Ambient Noise Level.the scheduling of the work. General Source: U.S. Environmental Protection Agency. 1971.conclusions can be based on the types ofconstruction work anticipated, the types ofequipment required and their associated rangeof noise levels. The construction activities willconsist mostly of excavation for foundations and grading of the site. For Construction equipment's,as on today no Indian standards are available, at the same time as per the world Bank normsconstruction equipments shall be of International standards. Exhibit 4-3, Typical Noise Levels

-D . Associated with Highway Construction, and Exhibit 4-4, Typical Noise Levels of PrincipalConstruction Equipment, provide representative construction noise levels associated with the projectactivities.

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

Mitigation. Noise impacts during the construction phase will be mitigated through the use of:Source Controls, i.e., requirements that all exhaust systems will be maintained in good workingorder; properly designed engine enclosures, and intake silencers will be employed; and regularequipment maintenance will be undertaken.

1> JXSite Controls, i.e., requirements that stationary equipment will be placed as far from sensitive10) receptors as practical to minimize objectionable noise impacts and that shielding mechanisms will be

employed where possible.

Time and Activity Constraints, i.e., operations will be scheduled to coincide with periods whenpeople would least likely be affected; work hours and work days will be limited to less noisesensitive times. Hours-of-work will be approved by the site engineer having due regard for possible

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noise disturbance to the local residents or other activities. Construction activities will be strictlyprohibited between 10 PM and 6 AM in the residential areas.

Community Awareness, i.e., public notification of construction operations will incorporate noiseconsiderations; methods to handle complaints will be specified. sensitive receptors as possible (i.e.,aggregate crushers, operators, etc.); disposal sites and haul routes.

4.7.2 Operational Noise

Potential Impacts. Sources of road noise during the operational phase of the Project considered inthe environmental assessment include:

* Vehicle Noise - No significant increase in the volume of traffic within the Corridor is expected toresult from the proposed action. Operational noise may be reduced in some areas due to thealleviation of stop-and-go traffic conditions.

Road Noise - Frictional noise from the contact between tires and pavement contributessignificantly to overall traffic noise. The level depends on the type and condition of thepavement. Frictional noise is generally greatest at high speeds and during quick breaking. Thesenecessity for these actions will be reduced as a result of the proposed Project and overall noiselevels within the Corridor will be reduced accordingly.

* Driver Behavior. Drivers contribute to road noise by the use of horns, the playing loud music,shouting and causing tire noise as a result of sudden breaking or acceleration. Alleviation of thefrustrations due to the adequacy of the current road conditions will lead to reduction in noiselevels resulting from these factors.

* Construction and Maintenance. Road construction and maintenance generally require the useof heavy machinery, and although these activities may be intermittent and localized, theynevertheless contribute large amounts of sustained noise to the areas in which they occur. TheRSHP will provide improved maintenance on a routine basis.

* Human Welfare. Although it may not be consciously perceived, chronic exposure to noise canaffect human welfare in varying degrees, both physiologically and psychologically. Chronicnoise exposure can be a source of annoyance, creating communications problems and leading toelevated stress levels and associated behavioral and health effects. It can cause auditory fatigue,temporary and permanent lessening of hearing ability, sleep disorders and contribute tochildhood leaming problems. Net operational noise levels are expected to be reduced by theRSHP due to the alleviation of congestion, thereby obviating the potential for noise impacts onhuman health.

* Vibration. The vibration induced bv the resonance of traffic noise can have a detrimental effecton structures and can be a particular concem in the case of cultural heritage sites or lightlyconstructed buildings not designed To withstand such vibrations. No significant increases invibration levels are anticipated as a result of the proposed action nor are there expected toimpacts on the structures present, most of which are hundreds of meters from the ROW.

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EXHIBIT 44TYPICAL NOISE LEVELS OF PRINCIPAL CONSTRUCTION EQUIPMENT

(Noise Level in dBA at 50 Feet)

CLEARINGBulldozer 80Front end loader 72-84Dump truck 83-94Jack hammer 81-98Crane with ball 75-87

EXCAVATION AND EARTH MOVINGBulldozer 80Backhoe 72-93Front end loader 72-84Dump truck 83-94Jack hammer 81-98Scraper 80-93

STRUCTURE CONSTRUCTIONCrane 75-77Welding generator 71-82Concrete mixer 74-88Concrete pump 81-84Concrete vibrator 76Air compressor 74-87Pneumatic tools 81-98Bulldozer 80Cement and dump trucks 83-94Front end loader 72-84Dump truck 83-94Paver 86-88

GRADING AND COMPACTINGGrader 80-93Roller 73-75

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

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

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

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Wildlife Disturbance. Noise may prevent many animal species from approaching or crossingroad corridors, thereby effectively rendering roadside habitat areas inaccessible to some species.No significant impact on wildlife is anticipated as a result of the proposed action since habitatsnear the alignment are highly degraded and inhabited by disturbance tolerant wildlife species.

Mitigation. Estimated noise levels due to road use following construction warrant consideration ofmitigation actions vis-a-vis sensitive receivers (if any) for which noise levels will exceed the ambientnoise standards specified by the Central Pollution Control Board and presented by the foregoingExhibit 3-11. Sensitive receivers within the Corridor are tabulated by the foregoing Exhibit 3-12.Mitigation at these locations will include the posting of signs prohibiting the use of horns and, to theextent possible, landscape plantings to serve as noise barriers.

During the operation phase Environmental Monitoring Unit (EMU) will monitor the activities as perthe Environmental Action Plan for a period of five years. EMU shall be responsible for any requiredmonitoring and mitigation action.

4.8 SOCIO-ECONOMIC CHARACTERISTICS

Impacts to the social welfare of local residents and travelers may occur because of direct effects oncultural resources (e.g. shrines), highway safety, or the residents' abilities to obtain their livelihoodsdue to loss of commercial facilities or agricultural land. Indirect economic effects may also occur dueto impacts to area resources, or goods, or if the availability of services. Both beneficial and negativeimpacts are possible. These factors were assessed during road reconnaissance trips made by theenvironmental and social specialists and were further reviewed in the economic evaluations carriedout as part of the feasibility study. Impact mitigation measures are outlined in the ResettlementAction Plan which is being submitted separately. These impacts and mitigation related to them can

i be summarized under the headings proposed by the World Bank in its guidelines for road projects asfollows.

4.8.1 Communities and Their Economic Activities

) Potential Impacts. Potential community impacts are those likely to affect communities as aneconomic and social entities. Closely related impacts which may have community-wideimplications, but which tend to acquire their significance from their effects on individuals, areaddressed primarily in Subsection 4.8.2 (Land Acquisition and Resettlement). Potential community-level impacts have been considered under the following headings:

Economic Enhancement. One of the primary objectives of the RSHP is to improve highwayconditions so that traffic can flow more smoothly and efficiently between market andmanufacturing centers. Proposed improvements in pavement width and surface condition shouldgreatly facilitate movement of people, produce, and products along these established travelcorridors. Local residents will benefit from easier access to the market place and improved trafficsafety. Manufacturers and processors will benefit from more reliable transportation linksbetween suppliers of raw materials and major markets both within and outside Rajasthan.Consumers, in tum, may be able to more readily access these markets to obtain goods whichpreviously might have been either unobtainable or prohibitively expensive.

9n The following potential impacts normally associated with road projects have also been considered.

P) *Split Communities. Road projects often have a potential to split communities, particular inD, situations that require new ROW acquisition through existing communities. In this instance.

however, the Project will rely almost entirely on the use of the existing ROWs. No instances of

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split communities will occur.

* Loss of Roadside Community Business and Social Activities. The Project may, to somedegree, impact both business and social activities within or adjacent to the existing ROWs,particularly at intersections. Conflicts and safety concerns may arise when road improvementplans call for widening or relocation of the roadway and reducing encroachments and access. Itis recognized that these activities may play an important part in the social and economic life ofthe community and that economic impacts could include loss of businesses and customers,induced need for capital investments and high opportunity cost losses. These po:ential impactsare considered as part of the Project's land acquisition and resettlement impacts in Section 4.8.2.and the Project's Resettlement Action Plan (RAP).

* Impacts on By-Passed Communities. Road realignments to bypass problem areas will have thepositive benefit of reducing the immediate impacts of the traffic on the commmity and localcommercial activities may flourish as a result. On the negative side, however, some communitiesmay suffer a loss of business from the diversion of traffic. Migration to the new route mayoccur, potentially changing land use patterns. In this instance, however, although minor bypassesmay be included in the Project where re-alignments are necessary, none of these minor bypasseswill result in major diversions of local traffic or loss of business within the cornmunity as awhole. Potential impacts on individual businesses are assessed on a case-by-case basis within theProject's RAP.

* Impacts on Current Modes of Transport. Measures which impede road crossings, control busstops, restrict parking of informal public transport vehicles may reduce the ar_activeness ofcurrent transport modes on some highway projects. Increases in travel distances .or short trips,especially those by foot or other non-motorized transport, have been considered in the impactassessment where warranted. No actions resulting in reductions in the attractiveness of currentmodes of transport are anticipated as a result of the proposed Project in the Jai;ur-Kuchaman-Nagaur Corridor.

* Impacts on Tourism. The RSHP is expected to have predominantly positive impact on thetourism potential of the areas served by the improved roadways.

* Impacts Related to Culture Shock. Rapid exposure of isolated communities to increasedcommunication and contact with the outside world may lead to significant community impactsreferred to as "culture shock". Potential impacts of this nature are closely associated with impactsto indigenous populations as discussed in Section 3.8.3. No impacts of this nature are anticipatedas a result of the RSHP.

* Gentrification Impacts. "Gentrification" is a term applied to situations in which the value ofland in a particular area is increased by infrastructure improvements leading to higher rentalvalues, occupancy turnover and a replacement of previous tenants and residents by those who canafford higher rents. No impacts of this nature are anticipated as a result of the RSHP.

Mitigation. Mitigation for individuals and business affected by the proposed Projec- are separatelyaddressed by the Project's RAP. Community-level mitigation and/or enhancemet actions willinclude the provision of bus stops and other community amenities as detailed by the RAP.

4.8.2 Land Acquisition and ResettlementI'"s..:ar ',;,J,aas. As int.u, a - -,:-- . *.* s_ *A-^--- r I r- -- - -r

RSHP. Definitive surveys have been undertaken as a part of the RAP and summarize_ in the form of

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a table of project-affected persons identifying the type of persons affected (e.g., owners, tenants,employees, squatters); the type of property impact (e.g., farm size reduced, house or shop acquired,access limited); and the type of personal impact (e.g., reduced livelihood, lost house). Residentialimpacts have been tabulated through an inventory of residences affected and the extent of propertyacquisition. Impacts on businesses have been estimated on the basis of temporary financial lossand/or the cost of relocation and re-establishment. Economic losses tabulated for farms include thevalue of crops and loss of eamings.

The highway upgrade will facilitate better economic conditions for local residents who are able to gettheir goods and produce to and from markets more efficiently but is unlikely to result in substantialchanges in the overall population inhabiting the region. No influx of emigrants from other areas islikely to occur nor are there anticipated to be development of industrial zones, strip developments orother commercial endeavors which might result in substantial changes in the demographics of theregion.

Because in many cases PWD has only a ROW equivalent to the existing roadway, acquisition ofadditional ROW to accommodate road widening and minor shifts in alignment for safety willpotentially impact a substantial number of people. Several alternatives have been consideredincluding:

* Acquisition of a full 30-meter ROW throughout;

- Acquisition of a 30-meter ROW where essential for alignment shifts and bypasses but only 20meters on other sections of the highway; and

• Acquisition of a 20 meter ROW throughout.

A detailed analysis of all the above alternatives have been carried out and detailed in ResettlementAction Plan. Out of the above three altematives the second alternative of acquisition of 30 metersROW where essential for alignment shifts and bypasses but only 20 meters on other sections of thehighway has been chosen and fit into the design and Resettlement Action Plan (RAP) requirements.The major factors considered for the final selection of alternative included total land requirementunder private and public ownership, number of people effected and other State Highways Standards.

Within the Jaipur-Kuchaman-Nagaur Corridor the Project will impact 1,004 households and 7,430people. Approximately three-fourths of these are legal occupants of the affected properties. Squattersand encroachers are a minority of those affected. A breakdown of the PAPs is presented in Exhibit4-5.

Mitigation. Details of mitigation actions related to land acquisition and displacements are providedby the Project's Resettlement Action Plan (RAP) and presented in tabular form by Exhibit 4-6.Briefly, however, it can be noted that compensation for land and asset acquisition in the context ofthe RSHP will be made on the basis of replacement costs established on the basis of land marketsurveys of properties undertaken by the Project. When displacement results in the loss of a house orshelter, every effort will be made to ensure that new housing is available before people are requiredto relocate. Relocation distances and disruptions of local support networks will be minimized.Relocation housing will be provided wVithin the Corridor when possible. Those not eligible for legalcompensation for the loss of structures and assets will be assisted by other support mechanisms.

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EXHIBIT 4-5PROJECT AFFECTED PERSONS

WITHIN THE JAIPUR-KUCHAMAN-NAGAUR CORRIDOR

JAIPUR NAGAUR TOTALLAND USE/DISTRICT

Households Project-Affected Households Project-Affected Households Project-AffectedPersons Persons Persons

RESIDENTIAL 54 373 179 1409 233 1782COMM%4ERCLAL 51 321 66 513 117 834AGRICUTLTURAL 203 1332 292 2329 495 3661MiCED USE 9 61 33 227 42 288OTHER 39 254 78 611 117 865

In the event that large population clusters are affected and must be relocated, the Project will providenew housing in a resettlement site approved by the affected people. Adequate infrastructure andutilities will be provided. The affected households may also elect self-relocation, if preferred. Insuch cases, compensation and other support will be provided to self-relocating households and theProject will assist the resettlement process. In the case of this project corridor no such largepopulation clusters are affected. The EIA is supplemented by a separately bound Resettlement ActionPlan (RAP).

4.8.3 Indigenous Peoples

Potential Impact. Close to two-thirds of the households affected, including those that will bedisplaced, will be from vulnerable groups such as Scheduled Tribes, Scheduled Castes, otherbackward castes, widows and woman-owned businesses, the disabled, and those below the GOIestablished poverty-line.

Total project affected indigenous peoples are a dozen families and other ethnic groups directlyaffected by the project are few.

Mitigation.

Indigenous peoples have been classified separately and compensation and other benefits are welldefined (Exhibit 4-6) in Resettlement Action Plan (RAP).

4.8.4 Cultural Resources

Potential Impacts. Potential impacts to cultural resources may include:

• Damage caused by road construction; related works such as quarries and borrow pits, andunregulated access to cultural heritage sites.

• Aesthetic impacts on cultural monuments and archaeological sites; and

- .si ti c impacts on the ameniTy value arising from improvedl at;;,Z iv `LiC I.ugIullCU iUl- LilI

cultural value.

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Rajasthan State Highway Project EIA-Nagaur Corridor - August 1998

EXHIBIT 4-6LAND ACQUISITION & DISPLACEMENT MITIGATION

CATEGORIES I TYPE OF LOSS RAJASTHAN STATE HIGHWAYS PROJECT ENTITLEMENTSPrivate Property A. Agricultural land and other assets

Case 1. Residual land is ' EH may elect to either retain ownership of residual portion andeconomically unviable receive compensation, as above, for only the portion acquired for

the project or to receive compensation, as above, for the entireplot for which full ownership of residual is not taken by PWD,giving EH usufruct rights thereon, which may be transferred toPWD with notice of six months.

* Maintenance Allowance of Rs.2000 per month for one year.' Assistance in finding suitable altemative land form RAP

implementation agenciesl * All fees, taxes and other charges, as applicable under relevant

laws, accrued in relocation and resource reestablishmnent to bebome by the projectAltemative Economic Rehabilitation Scheme and training for thesame if required

Case 2: Residual land is economically ' Compensation at actual market valueviable

' Maintenance Allowance of Rs.2000 for 3 months. In case of severance of agricultural land, an additional grant of

10/% of the amnount paid for land acquisitionl * All fees, taxes and other charges as applicable under laws, to be

bome by the projectB. Loss of Residential StructuresCase 1: Remaining structure unviable If acquisition leaves EH with less than recommended unit and

property size for their income group, there are several options tobe given to the EHs:I. Compensation at replacement cost or market value2. A house site equal to the area lost or maximum of 25-35 sqmtunder LIG housing scheme and for BPL family a plot of 15 - 25sq mts under EWS housing scheme ,which ever is less3. House Construction Loan of Rs. 100,000 for LIG scheme andRs-30,000 for EWS housing scheme.4. Assistance in accessing housing schemes or other targetedsupport for vulnerable groups to assist in reestablishing homes.

.' Shifting Allowance of Rs.600

.' Maintenance Allowance of Rs. 2,000 per month for a yearl ' Rental Assistance of Rs.500 per month for 6 monthsi ' Right to salvage materials from the demolished structure_ _ * Option of housing in resettlement sites in cases of cluster

relocation

Case 2: Remaining structure viable ' Compensation at nmarket value or replacement costl ' Right to salvage materials from the demolished structure

C. Loss of commercial structureCase 1: Remaining structure * Compensation at replacement cost or actual market valueunviable

* -' Maintenance Allowance of Rs.2000 for a period of one year.l * Free of cost shop site equal to the area lost or a maximum of. 15

sqmts whichever is lessl * Shifting Allowance of Rs.600l * Shop Construction Loan of Rs. 30,000l * Rental Allowance of Rs.500 per month for 6 months.

Case 2: Remaining structure viable ' Compensation at actual market value or replacement costT enants A. Loss of rental accommodation * Shifting Allowance of Rs.600

' ' Rental Assistance of Rs.500 per month for 3 months* Armount deposited as advance money to landlord will be retumed

after deducting the same from the' landlord* Assistance in finding suitable relocation site.

B. Loss of rented commercial structure * Same as above.

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CATEGORIES TYPE OF LOSS I RAJASTHAN STATE HIGHWAYS PROJECT ENTITLEMENTSLivelihood A. Losing only source of inconme A grant equal to 6 months lost income I or to be dealt on case to

__ _ __ _ _ __ _ _ _ Icase basisAlternative Economic Rehabilitation Scheme and training for the

I__ ___ ___ ___ _ same if required,B. Non perennial crops Standing crops be allowed to harvest

If standing crops are lost due to forced relocation prior to harvest,twice the cost of market value of the crops be paid.

C. Perennial crops * Compensation for perennial crops equal to the capitalised value(ie., net present value of production of such crops, at a discount of12% per year)

Illegal use of the A. Encroachers ' Will not be entitled for any compensation for land but will beROW compensated for the structure and other lost assets at

replacement cost or actual market value.* Encroachers on agriculture land will not be entitled for any

compensation for land, but will be given advance notice forharvesting of standing crops.

' Right to salvage materials from the demolished structures* Will be assisted, case by case according to household income and

existing assets (including ownership of viable plot of land)in casesfulfilling both of the following conditions:a) Not owning the land adjacent to land encroached, andb) Being a member of a vulnerable group

B. Squatters ' Squatters will not be entitled for any compensation for land butwill be compensated for the structure and other lost assets atreplacement cost or actual market value.

* Where squatters are from vulnerable group, they will be assistedcase - by - case.

' Shifting Allowance of Rs.600Loss of private ' Compensation at market value or replacement costfacilitiesLoss of Conmrnunity A. Commnon Property Assets Community assets such as public water pumpstwells, sanitationinfra-structure and drainage facility, schools, temples and shrines are cultural

heritage resources will be restored and improved (by means ofspecial protection, relocation, replacement, etc) in consultationwith the conmrnunity.l

B. Comrnon Property Resources * Common property resources such as access to water, fodder,fuelwood, etc will be restored and improved. Loss of fuelwood forexample will be compensated by involving the communities insocial forestry schemes, in coordination with the Department of

_ Forest, where ever possible* Landscaping of project affected community common areas in

urban environments will be provided where ever possibleI * Loss of trees will be replaced by compulsory afforestation

C. Women's Needs j Women's needs particularly related to location of sources of waterand fuelwood, will be provided for through for example provisionof additional wells/handpumps

D. Safe Space and Access ' Safe space and access for business purposes, local transport, andpublic use will be provided for in project designs through, forexample adequate parking, bus stops and lay bys. footpaths andother features

Contract documents require that private and public access is tomaintained and disruption minimized during construction. Whereunforeseen circumstances result in severe disruption beyond thatnornally expected and losses can be substantiated, assistance willbe considered for business and crop/seed loss.

E. PedestrianJNon-Motorized Transpon ' The project will provide for pedestrian safety, particularly forSafety children, through designs incorporating speed control features,

signage and other measures; and in urban areas kerbs, footpaths,and crosswalks. In cooperation with other govemment agenciesand NGOs the project will also provide for safety awarenessprogrammes in schools and impacted communities.

' The project will provide for non - motorised transport safetythrough design features such as adequate shoulders and access. Incooperation with other government agencies and NGOs, theproject will also provide for safety programnnes including the

|___________ _ distribution of safety reflectors.

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CATEGORIES TYPE Of LOSS RAJASTHAN STATE HIGHWAYS PROJECT ENTITLEMENTS

F. Amenities for :{ighway Users * In coordination with other government agencies and the privatesector, the project will include provision of roadside rest areas,Tmidways and other amenities for travellers and other highwayusers where possible.

G. Disabled Persoms * The project will mnaintain and improve where possible access and* - opportunities for disabled persons and will include an audit of

design and construction phase plans by knowledgeable experts toenhance incorporation of appropriate measures.

H. Highway-Asso.aed Health The project design incorporates measures to improve drainage andConcems minimise conditions conducive of transmission of water related

diseases.... .* The project in cooperation with other government agencies and

NGOs will include provisions to enhance awareness, preventionsand treatment of sexually transmined diseases including AIDSthat may be associated with highway improvements

1. Tribal and Ethri Groups * The project will comply with lending agency policy directive onindigenous peoples and in cooperation with other governmentagencies, NGOs and other will provide measures to enhanceproject benefits and mitigate project impacts on affected tribal and

4 . ~ R - ethnic groups including roadside communities, nomadicpastoralists, and other itinerants. Advocacy and legal assistance toenhance tenure security, facilitate compensation and maintaincommunity cohesion ,where warranted will be provided

J. Emergency Rcsxnse/Accidents * The project in cooperation with other government agencies, roaduser groups and impacted communities will include provisions toenhance emergency response capabilities and upgrade treatmentfacilities for victims of highway accidents

K. Labor Camps -rst Comnmunities * The project will include provisions to enhance health, safety, andwork condition of migrant labour groups involved in project

* construction and to promote positive impacts on impacted hostcommunities

t- * Where resettlement colonies of more than 200 persons or greaterthan 10%/6 ofthe receiving communities population are necessary,the project will provide appropriate infrastructure and otherassistance in consultation with the impacted host communities

) * The project will include provision of employnment opportunities inthe project for local residents, particulrly those project affected

It- . persons from vulnerable groups

) NOTE:

1. All entitled project affec--d persons are entitled to consultation, counseling regarding altemativesand assistance in identif-:c new sites and or opportunities for relocation/ rehabilitation

2. If the replacement cost of land or other assets is more than the compensation (at market price asdetermined by the Land Acquisition Officer) then the difference will be paid by the project in the

) form of assistance. The --placement cost or actual market price to be decided by an independentagency

3., Vulnerable groups include ST, SC. Women headed households, BPL families, landless, marginaland small farmers.

4. Any case not falling unde the above listed categories will be dealt with in the general spirit of thesocial assessment, land resettlement entitlement policy,

5. Cost of land has been estiated as per field data.6. Maintenance Allowance of Rs.2000 per month includes Rs. 1666 (poverty line) and 25% incentive.

Inflation rate of 10% sho- d be added for every year project gets delayed.) 7. Rental Assistance of Rs.45)0 and Shifting Allowance of Rs.600 is as per field data. Inflation rate of

10% should be added for each year project gets delayed.8. The housing and comrnia.ail facilities for urban PAP would be as per LIG and HIG schemes of

) HUDCO.

9. The compensation and as:stance paid will be deposited in the joint account holding of the head ofthe family and spouse.

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10. The shifting allowance is one time grant.

The proposed road improvements are predominantly within the ROW of established highways andwill have little potential for adverse impact on graves, shrines or historical structures. Historic orreligious building and sacred trees were identified during field surveys and potential adverse impactsaddressed by modifications in engineering design.

Mitigation. Cultural resources potentially affected by the RSHP in the Jaipur-Kuchaman-NagaurCorridor are identified by the foregoing Exhibit 3-10. Mitigation actions related to these resourcesare as follows:

Altogether 31 shrines are affected by this corridor and another nine shrines were bypassed. A numberof shrines will be rehabilitated as given in the Resettlement Action Plan (RAP).

4.8.5 Aesthetics and Landscape Characteristics

Potential Impacts. No view-sheds will be adversely affected by the upgrading within the Corridor.As noted in the foregoing discussion of area vegetation, widening within portions of the Corridor willrequire removal of a number of trees which are largely responsible for the Corridor's aesthetic andlandscape characteristics. Tree removal will, therefore, have a notable impact on the aesthetic andlandscape characteristics of the area. In spite of the large number of trees to be removed in someareas, however, it should be noted that numerous trees will remain and the aesthetic impact of thetree removals will be insignificant compared to the benefits of increased traffic capacity and safety.T-he primary aesthetic impacts of the Project will be an improvement in the overall appearance andfunctional characteristics of the affected roadways. No adverse impacts on tourism are anticipated.Tourists as well as all other travelers using the roads will benefit from the road improvementspermnitting greater access to tourist sites.

Mitigation. To the extent possible, tree loss has been avoided by shifting the alignment to one sideor the other within the existing ROW or modifications of engineering designs. Reforestation effortswill compensate for tree loss at a rate of ten-to-one. No additional mitigation actions related toaesthetics and tourism, other than those already incorporated in the Project, are considered warranted.

4.9 HUMAN HEALTH AND SAFETY

Potential Impacts. Beneficial human health and safety impacts of the RSHP will include:

* Improved road safety. Inadequate lane widths and other inadequate road characteristics will becorrected and the overall safety of the Corridor will be significantly increased.

* Improved access to health care facilities.

* Quicker response time in emergency situations.

* The provision of wider shoulders for the accommodation of non-motorized traffic (NMT).

At the same time, however, it has been noted that road projects can be inadvertently be instrumentalin the decline in health of a local population in several ways. During either the construction oroperational periods or both, it can:

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-~- * Facilitate the transmission of diseases. The transmission of diseases along previouslyP -- - undeveloped corridors has been identified in retrospect as a major unintended environmental

consequence of road developments in Africa and elsewhere. In this instance, the proposedroadways are located within existing transport corridors and, in the absence of any indication tothe contrary, transmission of diseases is not considered to be a factor in the definition of the

) potentially affected area. The issue is more fully addressed in the Project's RAP.

) * Contaminate local water supplies. Potential impacts to local water supplies include thepossibility of temporary labor camps and the water supply and wastewater disposal associatedwith them during the construction period. Contract provisions to ensure that these facilities areproperly sited have been incorporated in all RSHP bid documents.

Pollution of air. As noted in Section 4.6, no significant impacts to air quality are anticipated inthis instance. Air quality problems may be alleviated to some degree due to the proposed road

) improvement and more efficient traffic movement, thereby having a beneficial impact.

a Become a source of noise pollution with health consequences. Potential noise issues are) discussed in Section 4.7. Noise problems may be alleviated to some degree due to the proposed

road improvement and more efficient traffic movement, thereby having a beneficial impact.

* Affect road safety in various ways. Inadequate lane widths will be corrected and the overallsafety of the Corridor will be significantly increased. At the same time, however, widening andimprovement of the road surface together with alignment improvements will encourage increased

* speeds and with that the risk of even more serious accidents than today. The risks faced by) pedestrians not used to fast traffic could increase as a result. Non-Motorized Transport (NMT)

use of the Corridor will continue after completion of the upgrad;.ng and conflicts with motorized) traffic will continue. The entry of tractors and other farm vehicles from the adjacent fields will

continue to constitute special safety hazard.

Mitigation. The Road Safety and Emergency Response Plan attached as Appendix B will guidePWD safety and emergency response activities in the Corridor. Improved signs and warning symbolsat intersections, water crossings, flood prone areas, and the outskirts of towns and villages will beminstalled as a part of the Project. In an effort to address the issue of NMT, access to the roadway hasbeen designed to ensure adequate provisions for private landowners. Inter-urban NMT is catered forin the road design by the inclusion of 0.3-meter wide paved shoulder wherever found necessary

3 followed by a berm at both sides of the 2.2-meter earthen carriageway, thereby allowing NMT to stayoff the main carriageway and away from faster moving traffic. Provision of additional carriagewaywidth will help alleviate congestion/safety problems related to the seasonal migration of livestock.

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5.0 ANALYSIS OF ALTERNATIVES

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5.0 ANALYSIS OF ALTERNATIVES

5.1 INTEGRATION OF ENVIRONMENTAL CONSIDERATIONSIN THE ALTERNATIVES ANALYSIS

As noted in the introductory remarks and Project Description, section 2.0, a Strategic Option Study) (SOS) was undertaken on behalf of the Government of Rajasthan in 1995 to identify the most viable

candidate roads for improvement. The SOS identified approximately 2,500 kilometers of StateHighways and Major District Roads with reduced carriageways and/or pavement deterioration forfeasibility studies. All subsequent feasibility studies and design efforts undertaken within the contextof the Project have been directed at the identification of priority roads and analysis of alternatives fordetailed engineering and subsequent improvements. Studies have been conducted to prioritize these

3 roads based on their condition, construction cost and expected economic intemal rates of return(EIRR). Evaluations of approximately 2,470 kilometers of candidate roadways were presented in theJune 1997 Feasibility Study Report prepared by the Project Coordinating Consultants (PCC).

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

All Project roads were visually inspected during the present study to identify environmentalconstraints that might affect selection of alignments for detailed engineering. Only minor

) environmental issues common to all alignments, were noted. Although the road segments differed intheir length, number of villages along them, presence of nearby protected areas, frequency of flood-prone sections and other drainage characteristics, the potential environmental impacts of upgradingwere comparable for all segments, particularly when considered with overall benefits. Althoughenvironmental conditions differ considerably from the arid western portions of the State to moisterareas of the southeastem sections of the region, the magnitude of the impacts did not differ

) substantially.

) 5.2 ENGINEERING ALTERNATIVES

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

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

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

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a Option 3 - Widening pavement to State Highway standards, consisting of rehabilitation as aboveplus earthworks and widening of structures to accommodate a seven-meter wide pavement plus

* 1.5-meter wide paved shoulders and a one-meter wide bermns.

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

Details of this evaluation were presented in Chapter 2 of the Feasibility Review/Study Report June1997. Based on this evaluation, six road sections were not recommended for upgrading under RSHPbecause of their low EIRR. The preferred improvement altemative for the remaining roads was toState Highway standards - Option 3. This option most economically addresses the improvementsrequired to handle the generally high projected future volumes of motorized and slow moving traffic.Option 3 is also considered the most environmentally sound alternative since it effectively addressesneeds to improve both traffic capacity and highway safety issues. It provides a seven-meter widecarriageway and two 1.5-meter paved shoulders that should significantly reduce roadside friction,

* providing slow moving traffic with relatively safe and smooth travel avenues. Options I and 2 failadequately to address the issue of traffic safety for non-motorized traffic. Option 4 is unwarranted formost projected traffic situations except for a section of the alignment from Chittorgarh south toNimbahera.

* 5.3 CRITERIA FOR ANALYSIS OF ALTERNATIVES WITHIN THE JAIPUR-KUCHAMAN-NAGAUR CORRIDOR

Road design has been based on co-ordination between the design, environment and the R & R team.In the design phase, selection of the present alignment and the details of alternatives considered arebased on the following criteria:

Avoiding unnecessary displacement by modifying project alignments, reducing the width of thecorridor of impact or modifying design - a number of geometric realignments ( which requireadditional land acquisition) have been designed mainly to straighten out curves and increase safety.The corridor of impact has been reduced through all built up areas.

Reducing design speed in built up areas - The project roads have been designed for highwayspeeds of 80-100 kms. per hour. However in all urban/ settlement areas the design speed is between40-50 kms. per hour.

tReducing the width of corridor of impact based on rural and urban cross sections - TheCorridor of impact i.e. the zone including the carriageway, shoulders, embankments and drainage inrural areas is 20 mts., in some cases the COI extends marginally beyond these structures The urbancross section has a minimum of 10 mts. reduced cross sections can be seen at Jobner and Khatu tomention a few.

Building realignments or by-passes around narrow and congested areas - Bypasses wereconsidered during highway design as a potential method to avoid village congestion, improve street

1 ^ safety, reduce costs, avoid sensitive resources (e.g. shrines, hospitals, sanctuaries) and decrease thenumber of project affected persons. A total of 15 kilometers of bypasses have been identified asdesirable on the Jaipur- Kuchaman-Nagaur Corridor. The bypasses will significantly reduce the

* number of people affected, improve highway safety, decrease travel time, reduce emissions levelsassociated with stop-start traffic, lo.wer noise levels and in the case of the Nawa bypass, move thealignment away from a potentially sensitive wetland area and avoid two train crossings thereby

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Rajasthan State Highway Project EIA-Nagaur Coridor - August 1998

significantly increasing safety while decreasing travel times (half hour waits at the crossings are notuncommon). There are approximately eight bypasses (Exhibit 5.1) varying in length from less thanone kn as in the Budsu to Nawa byepass which is 5.5 kms (Refer Chapter 2 ,section 2.4).

Reducing impacts on existing shrines and religious structures - In many cases the design crosssection has been reduced or redesigned to protect shrines such examples are at Menal, Berisal, Hatojand Bheslana.

Providing suitable safety measures, such as speed reductions near schools and hospitals Theengineering team has designed special road crossing desisps near schools, with guard rails on thepavements outside the school, including signages and speed reductions near hospitals.

Providing access to businesses and residential units that would be otherwise impacted byconstruction and;

Minimizing losses of public property, such as tube wells, tree plantations and other commonproperty resources within the ROW, by minimizing the width to be cleared - Wells/ pumpswithin the proposed construction zone will be avoided wher.ver possible by shifting the alignment.

5.3.1 Design alternative efforts and Project Specific Mitigation

There are eight number of bypasses and realignments. The villages/town that havebypasses/realignments are at Manda, Bhadwa, Lohrana, Nawa and Mithri. The Nawa bypass is thelongest with a length of 5.5 km. This bypass however reduces the total length of the road. At Manda,Bhadwa, Lohrana and Mithri bypasses have been designe. to avoid narrow built up sections withmultiple curves and bends. At Lunwa to avoid demclition o- a Jain temple/dharmshala a realignmenthas been proposed on a existing PWD road which is rot in use, circumventing a part of thesettlement. Urban sections have been suggested at Jobner and Panchkodia. There are a number ofother settlements on this section, which have sufficient right of way width for upgradation tohighway speed design.

Beyond Kuchaman, the bypasses are at Barwala, Budsu azd Choti Khatu. These villages are fairlydense with no space for further road expansion. The other settlements have fairly clear right of wayas most of the settlements on this road section are away -om the immediate vicinity of the road.Urban cross sections have been suggested at Khatu and Fzrdod. The remaining villages have ruralhighway cross section.

5.3.2 Results of Mitigation Efforts

The mitigation efforts that have been incorporated into design are focused around minimizingresettlement and safety measures. Safety issues have been addressed at all settlements. Accidentprone areas are identified as part of engineering design aJ corrective measures like realignments,culverts, bridges, signage etc. were selected as appropriate. As part of detailed engineering studies allaccident prone areas like urban areas and the vicinity of sc-ools and hospitals were delineated. Strictspeed restrictions are being proposed for such areas. Give- below are some examples of mitigationefforts.

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EXIHIBIT 5-1POSITION AND SELECTION CRITERION OF BYPASSES AND STRETCHES REQUIRING LAND ACQUISITION

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JAIPUR-KUCHAMAN CORRIDOR

MNADWA BYPASS 60S05 to H NAWA BYPASS 56.4 to 53.9 MITHRI BYPASS 27.05 to*1IIoamI (6sow) 90.11(1550041MOANDA BYPASS510toTAVINAOWBUL LOSIRANA BYPASS TO AVOID TWOO OILY. TO AVOtO NARROW

53300(18tOM) UP SECTION WITH 72 5 to 7316 (BOM) CROSSINGS, REDUCE THE BUILT UP SECTION WITHTO AVOID NARROW MULTIPLE CURVES S TO AVOID A SHARP TOTAL LENGTH OF THE ROAD MULTIPLE CURVES ABUILT UP SECTION BENDS CURVE & TO MINIMIZE IMPACTS ON BENDS

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X | Z g 1 1~~~~~~~~~27 /63i 45 *i/,W,,t/g4/ ii

Chalnage (km) No 10 20 30 40 50 60 70 80 90 100 105

KUCHAMAN - NAGAUR CORRIDOR

BARWALA BYPASS BUDSU BYPASS 12 Ito CHHOTI KHATU BYPASS 52.4 to*.71ol*0 (130CM) 530 (BOM) 54.150 IIIsoM)To AVOID NARROW TO AVOID THE TO AVOID NARROW BUILT UPBUILT UP SECTION SETTLEMENT SECTION

4 16 19 34 44 47 AA Ss 5

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Rajasthan State Highway Project EU-Nagaur Corridor - August 1998

Overall on this alignment, there are 14 schools within the ROW ( i.e. within the 20 mts. censuscorridor), though in all cases it is only the boundary wall that is within the corridor of impact. Safetymeasures for school children is seen as important. In no case has the actual structure of the schoolbuilding has been affected, only parts of the compound or boundary wall have been affected.

There are no hospitals within the 20 mts. COI on this corridor. The new design alignment presentlykeeps to the existing road alignment with no part of the hospital within the urban cross section.

There are approximately 38 shrines which have been surveyed with the 20 mts. COI for thisimprovement corridor. Reductions in cross sections have been made to accommodate the shrines. Incases such as Lunwa, realignment has been designed to bypass a Jain temple and dharmshala.

At Lohrana a realignment has been designed for geometric and safety reasons. The realignmentavoids a school and avoids a number of sharp bends. Another example where local levelconsultations have played an important role in deciding the bypass was at Mithri. BeyoundKuchaman there are similar examples where safety concerns of the villagers and the lack of spaceresulted in the design of a bypass. Here too local level consultations were held. a separate women'sgroup consultation was also held to have perspective on the impacts of a highway passing through thevillage.

In the case of minimizing resettlement, with the final design the number of PAPs have come downone third of this. This is possible due to the existence of sufficient ROW available for a urban crosssection and careful design planning which avoid the structures on both sides of the road. With carefuldesign inputs the number of PAP's have been reduced to approximately by 50%. Thus as a result ofthe above it is seen that the number of PAP's can be reduced by good design.

5.4 THE "NO ACTION" ALTERNATIVE

Road conditions throughout Rajasthan are characterized as inadequate, dangerous, and in need ofimprovement. Its highways are often crowded and unsafe. Some road segments are impassableduring the rainy season. Travel and transport of people, produce and manufactured goods isconsidered a substantial constraint to future improvements in the economy of local communities andOf the State. Currently the State is a tourist center, a producer of hand crafted and processed goods(e.g. textiles, cut stones, marble and building stones) and is increasingly becoming industrialized.Local producers need to transport their produce to markets outside the State to capitalize on their fulleconomic potential. Proximity to Delhi and the presence of several national highways serving theState all point to continued economic growth fuelled by commerce within and outside the State.

Failure to initiate highway improvements in this corridor as has been suggested in the above sectionwill impede regional development and add to the obstacles which residents currently have toovercome to maintain economic stability and growth. For example the thriving salt industry in theSambhar area and the tourist attraction of the Sambhar lake as a major wet land for migratory birds.The safety of people using the highways daily, and their quality of life, which is strongly related totheir ability to transport, process, and market agricultural crops, raw materials, and processed goodswill decline if the ability of the existing highways to handle the ever increasing traffic load decreases.

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

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6.0 ENVIRONMlENTAL MANAGEMENT& MONITORING

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6.0 ENVIRONMENTAL MANAGEMENT & MONITORING

As indicated in the foregoing section, many of the measures identified to mitigate negative impactshave been "mainstreamed", i.e. implemented by incorporating them as integral parts of the designguidelines and tender documents. This section of the EIA addresses those actions over and abovegood design and engineering practice that warrant consideration as part of a targeted EnvironmentalManagement and Monitoring Plan (EMMIP). The EMMP consist of actions to be taken to achieve:

* Institutional Strengthening for Enx-L-nmental Management; and

* Specific Actions Determined Neces;.ary within the Jaipur-Kuchaman-Nagaur Corridor.

6.1 INSTITUTIONAL STRENGTHENING FOR ENVIRONMENTALMANAGEMENT

The RSHP incorporates an institutionzI strengthening component to identify the specific actionsnecessary to achieve a number of -oals, including sound environmental management. Thecomponent will include the establishmet of:

a Organizational and staffing arrangements;

a Environmental training;

a Monitoring and reporting procedures: and

a Record keeping as follows.

Activities in each of these areas will inzlude the following.

6.1.1 Organization and Staffing

The Sectoral Environmental Assessm.-zt (SEA) noted that environmental issues were not formnallyrecognized and the means to address :hem were not institutionalized within PWD. All staff havesome responsibility to meet GOI's env--onment policy. The SEA also noted that in the absence of aformal environmental focus within PWD it is unlikely that adequate attention will be given toecological concerns. As a first step in the short term towards establishing mechanisms to addressenvironmental issues, therefore, an EnN-`ronmental Officer (EO) will be seconded to the PWD ProjectImplementation Unit (PIU) (Exhibit 6-:) from the Department of Forests or related department. TheEO will be assisted by the Project Coordinators (PCs) identified by PWD to oversee constructioncontracts. Before the commencement c- construction, the PCs will undergo training in environmentalissues associated with road constructio- and maintenance projects. The EO will organize the training.

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In the longer-term, building on the experiences gained from managing the RSHP, it is anticipated thatan Enviromnental Management Unit will be established in accordance with PIU within PWD. Inaddition to the day-to-day management of ongoing projects, the Unit will be responsible forreviewing environmental and social impact analyses, developing environmental and social guidelinesfor the transport sector and developing policy initiatives specific to the needs of Rajasthan.

The EO attached to the PIU will be familiar with the Indian environmental legislation andexperienced in monitoring and coordinating large road construction or similar projects. If suchpersonal are not available in the forest department, open advertisement and recruitment will benecessary. In such cases a minimum of 10 - 15 years of experienced hand is desirable to meet therequirement of Environmental Officer. Alternatively. suggestion of possibility of any trainedcompetent officer from PWD as EO and a forest officer from forest department together to run EMUcan be explored. Briefly, the main duties of the EO will include:

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

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

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

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

* Compliance monitoring to provide periodic checks.

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

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

* Development of environmental training activities for contractors and the supervision consultant) staff.

A checklist for environmental monitoring is attached as Appendix C.

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

)- - 6.1.2 Environmental Training

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

) Immediate short-term training it will be required for the PCs, some other PWD staff and thecontractor's staff to raise their levels of environmental awareness. The networks of Training

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Rajasthan State Highway Project EM-Nagaur Corridor - A ugust 1998

Institutions in India and the World Bank's Economic Development Institute, Environment andNatural Resources Division and the Rajasthan State Pollution Control Board (RSPCB) carry outregular training and contacts in this regard vwill have to be developed. In the long-term, following thesetting up of the PWD Environmental Unit. the need for additional and specialized training will beexamined and appropriate training will be undertaken when required.

Achieving the institutional capacity to provide for operation and management of the road system willentail the introduction of modem design and construction methods, meeting strict emission standardson equipment and asphalt plants, and minimal wastage. Training will be essential in all areas.Computer Aided Design and Drafting (CADD) has been used in the survey and design stage of theProject and local staff are being trained in further applications. Pavement investigation and designuses analytical techniques and computerized design methods. These will not have directenvironmental benefits but will facilitate consideration of options in pavement structure, optimizinguse of materials. Lessening the thickness of asphalt pavement required; using alternative materialsand greater productivity of modem equipment will have indirect environmental benefits.Enforcement by strict construction control by the supervising resident engineer and theenvironmental management unit will contribute to a decrease in adverse environmental impactswhich may result from improper disposal of wastes, failure to control dust, asphalt plant emissions,and soil erosion during construction, etc.

6.1.3 Monitoring and Reporting Procedures

Oversight and adequate capacity to review impacts and ensure implementation of mitigationmeasures incorporated in the Project will be needed to meet legal responsibilities.

Responsibilities for oversight will rest with the resident engineer staff and may be supplemented bysome specialist consultant input, as required. reporting to the PWD Environmental Unit. Capacity toquantitatively monitor water sediments or turbidity (by suitable portable test equipment) and noise isalways advantageous, but monitoring will primarily involve ensuring that actions taken are inaccordance with contract and specification clauses, and specified mitigation measures. Someawareness training will be provided to the contractors personnel to ensure this occurs effectively. TheProject Coordinators will, visually assess contractor practices and, if high pollutant levels aresuspected, will require measurement by the then PWD, RSPCB or private sector laboratories toverify measurements.

Major baseline surveys are not considered necessary for monitoring purposes other the identificationand quantification of trees to be removed. It is anticipated that the policy conditions for tree removalwill be agreed upon rather than the absolute numbers, e.g., an agreement to remove all trees within2.5 meters of planned edge of shoulder; to remove those within 2.5-4.0-meter range if they are likelyto be damaged (keeping larger diameter) and to leave intact all those beyond four meters.

Photographic records will be established to provide a useful environmental monitoring tools. A fullrecord will kept as part of normal contract monitoring.

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

Regular monitoring of noise and dust will also be carried out and provided for in the contract.

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6.1.4 Record Keeping

A sample monitoring form is appended. The form focuses attention on environmental issues andprovides feedback for the future stages of the work. Mitigation and enhancement measures adoptedin final design will be explicitly identified under the bill of quantities (BOQ) so that performance andcompletion is readily documented. Daily project diaries would record environmental problems(spills, dust, noise. etc.) as well as safety incidents and will be retained as part of accepted modemcontract management and summarized in Quarterly Environmental Reports provided to the WorldBank.

6.2 MITIGATING & NIONITORING ACTIONS IN THE JAIPUR-KUCHAMEN-NAGAUR CORRIDOR

The SEA specifies that the need for additional actions for the mitigation of environmental impactssuch as noise, potential impacts on neighboring sensitive areas and other corridor-specificconsiderations will be addressed by the corridor-specific EIAs on a case-by-case basis. Themitigation actions in the Jaipur-Kuchaman-Nagaur Corridor are as follows:

E Enforcement of the contract provisions described in detail in Section 4.0. As noted above,many of the actions necessary to avoid adverse environmental impacts have been"mainstreamed as essential contract provisions and the normal routine of business. Contractimplementation wxill be routinely monitored and supervised to ensure that these provisions areenforced.

* Avoidance of Cultural Resources & Sensitive Areas. Alternative alignments and bypasseswere fully considered as a means of avoiding adverse environmental impacts. In addition to theeight bypasses to be constructed in the Jaipur-Kuchaman-Nagaur Corridor, adjustments havebeen made within the existing ROW where possible to avoid tree removals, potential impacts tocultural resources and other resources.

* Noise Mitigation. Noise impacts during the construction phase will be mitigated through the useof site controls site controls, time and activity constraints and public awareness efforts asdetained in Secz.on 4.7. Noise levels during the due to road traffic once the road improvementsare in place will be mitigated at sensitive receivers within the Corridor by the posting of signsprohibiting the use of homs and, to the extent possible, landscape plantings to serve as noisebarriers.

* Implementation of the RAP. Details of mitigation actions related to land acquisition anddisplacements 2re provided by the Project's Resettlement Action Plan (RAP) and presented intabular summa;v form in Section 4.8

* Tree Planting. Tree removals must be approved by the MOEF. The Project will contributepositively to the conservation of bio-diversity by adopting an aggressive approach with plantingsto replace trees -emoved. Trees will re re-planted at a rate of ten planted for each one removed.

Monitoring activir:es planned within the Jaipur-Kuchaman-Nagaur Corridor will be in accordancewith the Environniezal Mitigation Action Plan (EMAP).

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Rjaan Sate Highway Projeca EIA-Nagaur Comdor - August 1998

6.3 ENVIRONMENTAL COSTS

Internal transfer of PWD staff will allow for the creation of the Environmental Unit. Changes inConstruction Contract Conditions will not, in themselves, add significant costs. Costs of restoration,erosion control and other work related activities are included as part of good engineering practice andno major additional costs are expected to apply. In general, mitigation recommendations should notsubstantially increase the cost of the work. The estimated enviromnental costs will include:

• Monitoring (PIU budget, in addition to supervision consultant costs).* Tree plantation (to be included in the project costs).* Project-level mitigation measures (to be included in contract/project costs).* Project-level environmental enhancement (to be included in contract costs).* Environmental training (to be included in PIU budget, and Institutional Development Plan

Consultant's contract).* Habitat Enhancement: policy development (to be included in Environmental Unit budget).* Roadside environmental and road safety policy development (to be included in Environrnental

Unit budget).

The environmental cost analysis is presented in Exhibit 6-2.

EXHIBIT 6-2ENVIRONMENTAL COST ANALYSIS

JAIPUR-KUCHAMAN-NAGAUR CORRIDOR

UNIT RATE TOTALSL No. ORDER BASIS OF ESTIMATE QUANTITY (IN RUPEES) COST

(IN LAKHSOF RUPPES)

Environmental Ref:- Environmental Lumpsum 25.00 lakhsMonitoring and Training Management and

Monitoring Plan(EMMP) _____________ _____2 _ Facility Equipment Ref- Market rates Lumpsum 3.00 Lakhs 3.00

(Meters, Vehicles andBuildings) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Avenue Plantation (Tree Ref: Forest Department 15,000 trees 300/- per plant 45.00plantation) 10 trees (includes threeplanted against every tree year maintenance)cut.

4 Water sprayer / watering Ref.- PWD BSR wef 228 Km 0.30 lakhs per Km 68.40 l1993 _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Sewage Disposal during Ref:- PWD BSR wef 12 Nos. 500/-per Camp 0.06Construction 1993 (soakage pits) I

6 - Waste Disposal at Service ReT:- PWD BSR wef 23 Nos. 5000/-each I 1.15Center 1993 (ShallowSolnd Insulating Walls Ref:- PWD BSR wef soakage well), Sound Insulating Walls Ref:- PWD BSR wef 700 meters 1000/- per meter 7.00

Lr _ _ for Silence zones 1993 r_tree_2_40i - Noise Green Barriers for Ref.- Forest Department 800 Nos. trees 300/- per tree 2.40

Silence zones9 Heightening Walls for Ref:- PWD BSR wefT- 400 Meters 400/- per meter 1.60

Silence zones 1993Maintenance Cost in Soil Ref.- PWD BSR weT 228 Km. 7000/- per Km. 15.96conservation 1993 IConstruction of New Ref:- PHED Department l0 Nos. 30,000/- each 3.00Hand pum ps__ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _

Total 172.57

BSR - Basic Schedules of Rates (of PWD)

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Details of environmental costs analysis are as described below.

Environmental Monitoring and Training. An amount of Rs. 25 lakhs (Twenty Five Lakhs) havebeen included for a five year monitoring period commencing immediately after construction. A checklist for environmental monitoring activities is given in Appendix C at the end of the report. Inaddition an amount of Rs. 3 lakhs (Three lakhs) have also been included in environmental cost forfacilities equipment etc. These budgets also include local environmental training activities, site visitsand contingencies for the staff of EMU of the Project Implementation Unit (PIU).

Tree plantation (Avenue Plantation) A total of 15,000 plants will be planted along the roads sidesagainst the loss of 1,500 hundred trees during the construction period. EMU will take special care forthe plantations along the road sides of Nawa Bypass of 5.5 km to protect Sambhar Lake from anypossible adverse impacts. This amount will be included in the project cost and transferred to the StateForest Department to take up plantation work and includes for one year maintenance.

Project-Level Mitigation Measures.

(i) Water sprayer / watering(ii) Sewage disposal during construction at construction camps(iii) Waste disposal at service centres(iv) Noise / Green / Wall Barrier for Silence zones(v) Maintenance cost in soil conservation(vi) Construction of new hand pumps

Water Sprayer / Watering. This is the cost towards watering the construction surfaces duringconstruction to suppress excessive dust. This excludes the cost of watering for compaction. Duringrainy season this may not be required. This will be put into the construction contract costs.

Sewage disposal during construction. This is the cost towards the removal of Sewerage fromconstruction camps. This will be put into the construction contract cost.

Waste disposal at service centres. The vehicle and other machinery will be serviced at servicecenters during the construction period. The usual practice is to leave all waste materials lyingscattered. This include grease, cotton and other waste construction materials. This will be disposed ofin soakage wells constructed for the purpose. This will be put into the construction contract.

Noise / Green / Wall Barrier for Silence zones. The effect of noise can be reduced considerably bythe combined effect of sound insulating walls and green barriers. This will serve as a special noisemitigation action for the so called silence zones.

* Sound insulating Walls

This is basically a stone or brick wall for the purpose of acting as sound barriers. This will benecessary in the case of hospitals and medical centers, Schools and other educational institutions. Nohospitals are identified adjacent to the road corridor. Although the wall is meant for noise reduction,it will also serve as a safety barrier with only one or two authorized out lets for men and vehicle tomove in or out. This will also serve the barrier for preventing dust during summer and muddy waterduring monsoon. PIU will be responsible for implementation of this work.

* Green Barriers

These are simply a thick layer of green plantation with small leaves acting as noise attenuates. Thesetrees will be planted just inside close to the wall. This amount will be deposited with State ForestDepartment for plantation.

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* Heightening Walls.

This is the cost of construction of increasing the height of existing walls around schools, ifnecessary. No hospitals are identified adjacent to the road corridor. PIU will be responsible forimplementation of this work.

Maintenance Cost in Soil Conservation. In slopes and other suitable places along the roadside,trees and grass should be planted. On sections with filling (>3 m) and deep cutting their slopes shouldbe covered by stone walls, sod, or planted with grass, etc. If existing irrigation and drainage systemponds are damaged, they will be rebuilt. This will be included in the contract costs.

Construction of New Hand Pumps. This is the cost of construction of new hand pumps. Loss ofalready existing hand pumps are included in R&R and will be replaced as a rehabilitation measure.PIU will be responsible for implementation of this work.

Project-Level Environmental Enhancement. It is most important that, under no circumstances,shall the EMU divert/adjust/lapse any unutilized project specific budgetary provisions to anypurposes other than environmental enhancement measures.

Habitat Enhancement: policy development. As a habitat enhancement measures for Ramsar listedSambhar Lake, the original alignment of this corridor have been shifted 1-2 km away through a newalignment (Bypass) of length of 5.5 lan. More over this alignment will be planted with trees on bothsides to protect the Lake from any possible adverse impacts. EMU will be the responsible for theeffective implementation of this work. This measure is part of Detailed Engineering Design.

Roadside Environmental and Road Safety Policy Development. There are a number of roadsideprovisions including, bus stops and bus stop shelters. proposed and are included in the ResettlementAction Plan. These items are included for in the contrat costs.

6.4 IMPLEMENTATION SCHEDULE

The most important aspects of the implementation are the appointment of the EO to oversee theimplementation of the environmental mitigation measures incorporated in the project design andcontract specifications. Development and delivery of an environmental training program for selectedPWD staff and PCs responsible for overseeing the construction contracts can commence immediatelythereafter. This will be an ongoing process. Contracts will be awarded over a period of timestretching over many months. The implementation schedule is indicated by Exhibit 6 - 3.

EXHIBIT 6-3IMPLEMENTATION SCHEDULE

ENVIRONMENTAL MANAGEMENr AND MONITORING PLAN

Ac-tivity Frequency and/or Implementation DateAppomnt Environmental Ofticer Date to be determinedInitate First Iramnng Program Date to be DeterminedUn_zoin__ Tram_nig_ .As requiredCheck Monitonn g QuarterlyPrepare Environmental Reports Quarterly

onstruction upervision 3ate not available-Ro0ad-side environment safety and non-motorized Long-termtransPort Policv develonment______________________Development of compensatory habitats policyv Lnn-termset up an Environmenta Unit ILong-term

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7.0 CONSULTATIONS

INTRODUCTION

This section of the EIA is provided to document the consultations undertaken to facilitate assessmentof the Project. PWD is engaged in consultations with stakeholders on a day-to-day basis. Majorevents specifically related to the development of the RSHP included a State-level StakeholderConsultative Workshop conducted in September 1997 and technical discussions at the State, District,Panchayat and Village levels undertaken by the PCC Project team.

Details of these consultation activities are as follows.

7.1 STAKEHOLDER CONSULTATIVE WORKSHOP I

A State-level Stakeholder Consultative Workshop I was conducted on 17 September 1997 at theIndian Institute of Quality Management, Auditorium Malavya Nagar, Jaipur.

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

7.1.1 Workshop I Procedures

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

7.1.2 Issues and Impacts Identified by the Workshop

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

Positive impacts and benefits of the Project were identified as:

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- Migration to urban areas will be reduced.- Better medical facilities will develop, as doctors will be more likely to serve willingly.- Famines will be reduced.- Cultural integration will take place.- It will result in binding of regions and bringing them closer.- Petrol costs will be reduced.- More and better amenities shall be available in those areas.- Areas will be less prone to disasters.- Several other side benefits such as tourism will increase.- Cost of transportation, wear and tear of vehicle shall be reduced.

7.1.3 Group Discussion

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

Comments and suggestion made by participants are as follows:

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

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

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

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

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

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

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

7-2 DISTRICT, PANCHAYAT AND VILLAGE LEVEL CONSULTATIONS

* For an important State Highways Project, consultations at District, Panchayat and V'illage levels inthe affected areas enable people to seek clarifications about various issues. Deta.led informnationdisseminated through local consultations is likely to minimize obstacles related to extension of theroads. More than a dozen village level consultations have been held in the course of .Ield studies.

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7.3 KEY FINDINGS

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

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

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

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

7.4 IMPLICATIONS FOR PROJECT DESIGN

An array of recommendations for studies and data to be considered in the Project's environmentaldocumentation was derived from the three group discussions. These recommendations are includedwith the consultation results of each of the three discussions.

The conclusions derived from these discussions include the following:

* The physical environment should be improved.

- Changes in socio-economic environment should be minimized.

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

* Stagnant polluted water was of concern to all.

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

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

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

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

* There is need for land planning particularly relative to industrial development which mayfollow road improvements.

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I jczhn Stzate Highway Projeet EIA-Nagaur Corridor - August 1998

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

7.5 PROJECT SPECIFIC CONSULTATIONS FOR JAIPUR-NAGAURCORRIDOR

The major Project specific consultations include consultations with govemment officials and NGOs.This is shown in Exhibit 7-1.

EXHIBIT 7-1CONSULTATIONS WITH GOVERNMENT OFFICIALS AND NGOs

Name Address Aspects discussedMr Mathur Principal Chief Conservator of Forests (PCCF), Forest & Wild Life

_________________ Dept of Forests, Govemment of Rajasthan. Forest clearanceMr VC Sacheti Chief Conservator of Forests (Administration) Forest & Wild Life and

(CCF) Forest clearance) | Ms Alka Kala Forest Secretary Govemment of Rajasthan (GOR) Forest & Wild Life__ Forest clearance

Mr Virendra Sigh Working Plan Officer ,Forests Forests3 Mr RG Soni Chief Conservator of Forests (Wild Life) Forest & Wild Lifei_ _ (CCF)_4 lMr Suresh Chadra Deputy Conservator of Forests (DCF) Jaipur East Forest & Wild Life

Mr A Thomar Working Plan Officer ,Wild Life Wild Life -3r Mr Sidhartha Kaul Joint Secretary, Wet lands, Ministry of Wetlands & Ramsar Sites &_3 Environment and Forests Sambhar lake

Dr SK Agarwal Additional Director Infrastructure Ministry Of EIA requirements and GOI1_ Environments and Forest Clearance procedures

Dr Trishal Wet land Inter national Wetlands & Ramsar Sites &I _______________ Sambhar lakeDr B S Nathawat Scientist Birla Institute of Technology Wetlands & Ramsar Sites &

_________________________________________ Sambhar lakeMr Meena IAS Chairman, Rajasthan Pollution Control Board Public Hearing & state level

___________ I Clearance proceduresMr A Bhargawa Rajasthan Pollution Control Board Public Hearing & state level

Clearance procedures |Mr. R-P. Gupta Assistant Conservator of Forest, Jaipur Forest Clearance p

_________________________________________ _ _ApplicationMr. Hanuman Ram ACF, Nagaur Forest Clearance

Applicationb Mr. Harish General Manager, The Sambhar Salts limited, Any special program to) Chazdra Dadheech Sambhar preserve the Sambhar lake

P 7-6 IMIPLICATIONS FOR REMAINING PROJECT CONSULTATIONS

Co-.Ients from the participants from the Stakeholder Consultative Workshop and Project experiencein fie d consultations will be used to plan future workshops based on the following recommendations

3 err.e--2n from the- int

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

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

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

* The Workshop II format will be designed to provide ample opportunity for academicians,experts, Government officials, people's representatives, private organizations and PAPs todiscuss the issues and concerns.

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

* PAPs presence and their reactions to the local social and environmental issues associated with theProject and its impact will be facilitate the implementation process.

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

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

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

* Information related to the actual width of the road, ROW and corridor of impact, COI, bypassesproposed, findings of Project, etc., shall be disseminated.

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

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

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

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LIST OF PREPARERS

LIST OR PREPARERS

Name Degree Area of Expertise

Douglas P. Kibbe B.S. 1967 Natural ResourcesM.S. 1969 Impact Assessment

Robert J. HEFFRON B.A. 1969 Regional PlanningM.A. 1974 Impact Assessment

Sundara Rajan C.V. M.Sc 1984 Environmental Impact Assessment andD.H. 1991 (Belgium) Geo-Hydrological AssessmentM.Sc. 1977 (Belgium)

Stiphen J. Guile B.Sc 1977 Highway Design and EnvironmentalSafety

Robert L. Lynch B.S.C.E. 1966 Highway EngineeringM.S.C.E. 1968 Transportation EngineeringP.H.E.D. 1975 Highway Materials

Dr. R.C. Swarankar B.A. Wealth/Women/AIDS/ResettlementM.A. Population PolicylRajasthan/Tribals/&P.H.E.D. ethnic groups.

Willam Cummings B.A. Poli. Sci. 1971 Social Assessment, Public ParticipationP.H.D. Candidate Ecology,University of North Carolina 1976

Rupa Banerjee M.A. Geography 1991 - JNU Social Assessment Urban DevelopmentMaster in Planning 1993School of Planning & Architectural -NewDelhiDepartment in Environmental Planning &Management 1995Institute of Housing Studies, Rotterdam

Karuna Singh B.Sc - 1995. Zoology, Botany & Chemistry Social Anthropology/RajasthanMDS University Ajmer.M.Sc. (Rajasthan University)Anthropologv - 1997

Deepmala Mahla B.A. 1994 Health / Rajasthan / FolkloreM.A. Anthropology - 1996Phd. Scholar (Reproductive Health in ruralRajasthan)

Rajendra Singh B.E. (Civil Engg.) 1993 Structural Design

N. S. Choudhary B.E. - Hons. (Civil Engg.) 1986 Structural Design / HighwaysCertificate Coi.zrse in Computerprogramming 1990.

Louis Berger Internarionaf Inc.. BCEOM. CES ECI Preparers - Page I

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REFERENCES

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9) _ _

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Adhikari, N. 1997. The Fort at Kota. Namaste XVII (4):33-38

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Anonymous 1991. Census of India. Provincial Population Totals Rural Labor Distribution, Rajasthan,Paper 7 of series 16.

Ahuja, K and M.S. Rathore 1988. Growth of goat population : policy implication, Inst. Deo- Studies,Jaipur. Res. Abst, WP/87-88/31: 242-246

Bhalla, L.R 1997. Geography of Rajasthan. Kuldeep Publ. Ajmer 25 2p

Bhandari, M.M. 1978. Flora of the Indian Desert. MPS Report., Jodhpur 459 pa.

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Gopal, B. and K.P. Sharma. 1994. Ramsar Sites of India: Sambar Lake. WWF-India 37p.

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Sen, A.K. , B. Ram ans K.N. Gupta. 1980 Land utilization survey in Churu District Rajasthan.CAZRL Jodhpur 35p.

Sexenr. S.K. 1997. Traditional agroforestry systems in westem Rajasthan. pp 21-30 In: Gupta andSharmna (1997).

Shankar, V. 1994. Vegetation of the Indian arid zone pp 49-53 In: Singh and Singh (1994).

Sharma, B.M. and J.P. Gupta 1997. Potential role of agroforestry in arid zone in 2000 AD. pp 117-124 In: Gupta and Sharma (1997)

Sharrra. P.M. 1990. Irrigation development in Rajasthan pp 11-25 In: Gurjar, R.K. GeographicPerspectives on Irrigation. Rawat Publications. New Delhi

Sharnra. S.K. 1977. Some improved silvipastorial systems for sustainable production pp 31-40 In:Gupta & Sharma (1997).

Singh. A.1990. Quality of ground water for irrigation. pp 33-45. In: Gurjar, R.K. geographicPerspectives on Irrigation. Rawat publications. New Delhi.

Singh. A. and S.S. Dhillon. Agricultural Geography 443 p, Tata McGraw Hill, New Delhi

Louis D:--er Internationa,Ic..........BCO.CSndE ....... References - Page3Lous ,-~r ntenaioal, Inc.. BCEOM. CES and ECI

Rajasthan State Highway Project EIA-Nagaur Corridor - August 1998

Singh, M.P., M. P. Naryar and R.P. Roy 1994. Textbook of Forest Taxonomy 543p, AnmolPublication, New Delhi

Singh, P. 1995. Range Management and Silvi-pastoral systems to control sand drifL pp 155-169 inSen and Kar (1995).

Singh, R.P. 1994. Management of rainfed lands in the Indian arid zone. pp 251-260 In: Singh andSingh (1994).

Singh, R.P. and S. Singh 1994. Sustainable Development of the Indian Arid zone. ScientificPublishers, Jodhpur 335 p.

Singh, R.R. 1995. India: A Regional Geogr-aphy. National Geographical Society of India, Varanasi-5.

Surana, B.K. and A. Bhargava. 1997a. Assessment of water quality in Rajasthan. Rajasthan StatePollution Control Board. 60p.

Surana, B.K. and A. Bhargava. 1997b. Ambient noise levels in Rajasthan. Rajasthan State PollutionControl Board. 42p.

Surana, B.K. and A. Bhargava. 1997c. Assessment of ambient air quality in Rajasthan. RajasthanState Pollution Control Board. 55p.

Tikkha, R.N., 1996. Geography of India, New Academic Publ. Co., Jalandhar 268 p.

Tsunokawa, K. and C. Hoban. 1997. Roads and the environment: a handbook. World BankTechnical Paper No. 376. 225p.

Vaishishtha, B.B. 1988. Present status and future prospects of horticulture in arid zone. pp 135-150In: Prakash 1988.

Vijayan, L. 1994. Keoladeo National Park, Rajasthan. WWF India. 77p.

World Wildlife Fund (WWF). 1995. A report on training workshop on wetland management.Keoladeo Natl. Park, Bharatpur. 50p.

Ziddi, S. 1998. A guide to the wildlife parks of Rajasthan. Photo Eye Pub., Jaipur 72p.

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APPENDICES

I

APPENDIX APOLICY, ADMINISTRATIVE & LEGEL CONTEXT

APPENDIX APOLICY, ADMINISTRATIVE AND LEGAL. CONTEXT

1.1 POLICY AND ADMINISTRATIVE CONTEXT

The enviromnental policy and administrative context within which the Project will proceed isintroduced with a discussion of MOEF. This is followed by a discussion of the policy, legal andadministrative context as it applies to the physical, biological and socio-economic aspects of theenvironment.

1.1.1 Ministry of Environment and Forest (MOEF)

The environmental management system in India is primarily a government-centered command andcontrol regimen, although it does employ incentives and other techniques to encourage voluntarycompliance with pollution control, forest protection and the environmental protection thrusts in thelaw. 'Exhibit 1-1 shows the organizational structure of India's environmental management system.

- Organizational Structure for Environmental Management In India

Center || State District|

Oe* lhwiro f |gi;na | Orwtot of Minlatbf.. Enyfonmnt Offices of EntMmnmentand Fot, OE< and F. "to

c. uui PoiUuUo Zonal 3x PollutionControi eased Offic. of Comesl Boerd

(CPCB) c a (SPcD)

__ .. .-.

Source: World Bank Report T-6910-IN, December 3,1996.

The current framework evolved largely since the creation of MOEF in 1985. Many states alreadyhad State Pollution Control Boards (SPCBs) located in the Departments of Public Health to performfunctions as outlined in India's water and Air Acts. MOEF is the nodal agency for environmentalmanagement at the Center. It has a number of agencies and institutions including:

Central Pollution Control Board (CPCB). The CPCB is a statutory authority attached to

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MOEF and located in New Delhi. It was constituted in 1974 (and thus predates MOEF). Itsmajor functions are to:

- Advise the central government in regard to water and air pollution;- Plan and implement water and air pollution programs;- Coordinate activities of State Pollution control Boards;- Organize popular air and water campaigns;- Public awareness;- Compile air and water data and provide guidelines;- Set air and water standards.

MOEF Regional Offices. Rajasthan is located in the Central Region which includes bothRajasthan and Uttar Pradesh. The office for the Central Region is located in Lu:zknow. Itsresponsibilities are:

- Dispose of proposals for diversion of forest lands;- Assist in the preparation of the National Forestry Action Plan (NFAP);

- ~ Assist Paryavaran Vahinis';- Provide technical and scientific consultations on biological diversity;- Follow the implementation of conditions following environmental clearance;- Follow-up pollution control measures by industries and local bodies;- Collect and furnish information relating to environmental impact assessment of

projects, pollution control measures, methodology and status, legal and enforcementmeasures, environmental protection in special conservation areas such as wetlands,mangroves and biological reserves; and

) - Coordination functions.

* State Department of Environment and Forest. Performs functions similar to MOEF only atthe State level.

* State Pollution Control Boards (SPCBs). SPCBs are reported as playing a major role in) environmental management at the state level, but appear to be specifically focused on air and

water issues. Functions are to:

) - Plan and execute state-level air and water initiatives;) - Advise state governments on air, water and industry issues;

- Establish emissions standards based on National Minimum Standards;) - Issue consent orders (permits) for industry air and water discharges;

- Issue "No Objection Certificates" for industrial development;- Publish statistics and disseminate information; and- Ensure legal actions against defaulters.

Municipalities and panchayats are expected to play an increasing role in environmental mnanagement) at the district level and states may delegate functions. Under certain amendments rr'.nicipalities

would be involved in:

} - Urban and town planning;- Water supplies;

} . P~~~~~laryavaran S anim1 Program - ar, dJUflct Lo L'te NiEAC :N.iinai EnX irumI,o.,:A%. ................................ s c. .. : _~.;. .W

1992/93 to involve community members in reporting and monitoring as well as awareness progran.

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9 Rajasthan State Highway Project EJA-Nagaur Corridor - August 1998

) ' - Solid waste management and sanitation;- Urban forestry;- Protection of the environment; and

) - Promotion of the ecological aspects of urban development.

Other ministries and their environmental tasks are identified as follows:

Ministry of Agriculture Prevention and control of desertificationConservation and regeneration of watersheds

*~ Protection of irrigation command areas) Conservation and regeneration of forest

Prevention and control of pollution

Ministry of Water Resources Prevention and control of floodsConservation and regeneration of wetlandsConservation and regeneration of coral reefs

) Protection of irrigation command areas) Monitoring water quality

i Ministry of Rural Development Conservation and management of lard and soilPrevention and control of droughtConservation and regeneration of forestPrevention and control of pollution

X Ministry of Power Prevention and control of pollutionRecycling of resources

) Conservation and management of energy

Ministry of Petroleum Protection of mining and oil extraction areasRecycling of resourcesPrevention and control of pollutionConservation and management of energy

) Department of Ocean Development Conservation of coral reefs and coastal regionsConservation and relegation of island resources

Ministry of Urban Development Prevention and control of pollution

) 1.1.2 Administrative Framework for Road Projects

The legal responsibilities for creation, maintenance, upgradation or abandonment of any public roadin India generally rests with the PWD of the concerned state unless assigned to any other legal entity.

* For example, public roads inside municipal towns are in the custody of the concemed MunicipalAuthorities. Similarly the National Highways (NH) are in the custody of the Ministry of SurfaceTransport (MOST), Road Wing (RW) of the GOI. However, all functions related to decisions taken

* by the GOI for national highways are implemented by the PWD of the concerned State Govemment.All other types of roads like the State Highways (SH), Major District Roads (MDR), etc. are usuallyin the custody of the State PWD for decision and implementation. In the State of Rajasthan, thePWD (Bridges & Roads) hold charge of SH, MDR and most other district roads, however borderroads next to the Pakictan hnorHr Pre- inrler n,ilitnnv rniltrnl

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1.2 LEGAL FRAMEWORK

The major elements of the Indian legal framework for environmental management are:

* The Constitution - provides for protection and improvement of the environment and states that"it shall be the duty of every citizen of India to protect and improve the national environment,includingforest, lakes, rivers, and wildlife and to have compassion for living creatures ':

* Water (Prevention and Control of Pollution) Act of 1974 and Cess Act of 1977.

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

* Environment (Protection) Act of 1986 - enacted in the wake of the Bhopal gas tragedy, the Actis umbrella legislation that provides a framework for central and state authorities establishedunder previous laws. It provides a single focus for the protection of the environment and soughtto plug several loopholes.

* Forest (Conservation) Act as amended in 1988.

* Wildlife (Protection) Act of 1972.

* Policy Statement on Abatement of Pollution of 1992. Affirmed the government's intention tointegrate environmental and economic aspects in development planning with stress on preventiveaspects of pollution abatement and the "polluter pays" principle.

* The Environmental Impact Assessment (EIA) of Development Projects Notification of 1994.Until January of 1994, obtaining environmental clearance from MOEF was only anadministrative requirement intended for mega projects undertaken by the government or publicsector undertakings. The EIA Notification issued in January 1994 and amended in May 1994makes EIAs statutory for 29 identified activities including transport projects. All developmentprojects, whether under Schedule I or not, are required to have clearance from MOEF if they arein certain notified ecologically sensitive or fragile areas such as the Alwar District in Rajasthan.

* Coastal Zone Notification of 1991.

* The Public Liability Insurance Act of 1991

Under the heading of land use, the following are also noted of potential relevance to the Project:

The Urban Land (Ceiling and Regulation) Act of 1976.

The Model Regional and Town Planning and Development Law of 1985.

Provisions in State Acts on Town and Country Planning.

The Industries (Development and Regulation) Act and Amendment of 1951 and 1987.

The Mines and Minerals (Regulation and Development) Act and Amendment of 1957 and 1984.

The Coal Mines (Conservation and Development) Amendment Act of 1985.

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1,

lI.

I

't ~~ PPNI

I~ ~ RA AEY EPNEPA

APPENDIX BROAD SAFETY AND EMERGENCY RESPONSE PLAN

MINISTERStRFACE TRANSPORT

GOVEtNMENT OF INDIA

MESSAGE FOR NINTH ROAD SAFETY WEEK 5-11 JAN5UARY, 1998

With the tremendous boom in the vehicle population in India, Road Safe,.- is becoming a matter ofgreat concern. We are losing about 70,000 valuable lives every year due -o road accidents and thiscannot continue to happen. Road Safety Week which is being observed thoughout the country withthe theme of "Pedestrian Safety" intends to create awareness amongst the people to observe safetyprecautions while on the road. Road discipline and safety consciousness has to be inculcated amongroad users. I hope that the Road Safety Week being observed from 5th -11th January. 1998, withemphasis on "Pedestrian Safety", will achieve this objective of public awu eness.

Remember that the pedestrian has the first Right of Way (ROW).

New Delhi

1.1 INTRODUCTION

3 - Road safety aspects have been neglected very badly till the last decade. Ministry of SurfaceTransport (MOST) Govemment of India (GOI) started observing Road Sa.ety week in 1990. The 5-1 1 January of every year is being observed as the road safety week. Unless road safety aspects are putin to the design with environmental precautions, very little can be acheved on road safety. Allnecessary clauses need to be incorporated in to the bidding documents before the construction workstart. This chapter is about accidents, Emergency Response Plans and important preventive measures

) against accidents.

1.2 ROAD SAFETY CONCERNS

With the rapid industrialization in the country and the fast growth of human as well as vehicularpopulations, it is impossible to eliminate accidents altogether. But acc-. ents can be drastically cutdown with a little cooperation from the road users and proper collection and use of accident data.The experts have been advocating the adoption of measures under three b.oad categories.

I) Engineering Design2) Enforcement, and

) 3) Education

However, overall the following are the main concems:

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* The presence of road side trees, poles, ditches, steep slopes and barriersX * The use of signs, road mTarkings and intersection layout) * Roadside access, parkinz and bus stop arrangements

* Provisions for pedestrians, livestock and non motorized traffic9 Provision of measures to control vehicles speeds in urban areas

) . Over loading of vehicles

In Rajasthan like other parts of India, there can be little doubt that improving the surface of the roadand its alignment will encourage increased s'eeds and with that comes the risk of even more seriousaccidents. Pedestrians not used to fast traffic. will also be exposed and their behavior as well as thatof the drivers, needs to be considered. Imp-ovements in alignment and better traffic separation, aswell as increased roadway width based on modern standards will help alleviate current dangers butattention must also be given to safety as par, of any road improvement. Safety audits can provide auseful tool for analysis and consideration wil be given to pre and post construction auditing as partof the overall project monitoring.

1.2.1 Non Motorized Traffic, Pedestrians and Livestock

In Rajasthan like other part of India, the no-n-motorized traffic is a serious concem in the light ofhighway improvements which generate faste traffic. Unless provided extra space is provided fornon-motorized traffic, high-speed vehicles AiU. cause more accidents than ever before.

1.2.2 Over loadinzg of vehicles

Over loading of vehicles is a common prob'em on all Indian highways. The overloaded vehiclesinclude passenger buses, cars, trucks and goods vehicles including non-motorized vehicles. Theoverloading of vehicles increases chances o. occurrence of accidents. Hence every effort shall bemade to discourage overloading. A total ban of this may not be well accepted by the public. Onmany routes the peak hour traffic is rarely s_fficient to meet the increasing demand for travel andtransport. The inadequate roads and the avaiability of vehicles to meet the peak hour demands areboth constraints. Vehicles with lesser loads may be operating during the peak hours may not beprofitable unless off-hours are also available for operation. In most of the cases off-hours travel

t loads are much less.

The penalty for the violators could be applied to both the extra passengers as well as the vehicle* owners and drivers. However, identification of the extra passengers is in fact difficult. To meet the

'peak hour passenger demand, the best solution Aill be to operate additional govemment vehicles.

1.2.3 The presence of roadside trees, poles, ditches, steep slopes and barriers.

The presence of roadside trees, poles, ditches, steep slopes and barriers may contribute to thefrequency and severity of road accidents. The roadside trees may affect highway safety in severalways. They may cut off proper lighting durirg moming and evening hours. The shadows of treesattract people and livestock to the roadside during hot sunny days thus increasing the risk ofaccidents. Similarly poles, ditches, steep slopes and abutments can also increase the risk of accidentsby reducing the roadway available to avoid .:vestock, non-motorized vehicles, and other commonobstacles.

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1.2.4 The signs, road markings and intersection layout

If road signs and marking are not properly made or if the markings are not clearly visible due tofading or obstacles which interfere with visibility (e.g. vegetation), the risk of accidents increases.Intersection layouts which were developed are spacious and properly marked.

1.2.5 Roadside access, parking and bus stop arrangements

Speeding vehicles commonly fail to reduce speed or stop when approaching roadside access, parkingand bus stop arrangements. In these locations sufficient space to pull off the roadway will beprovided and merge lanes will allow vehicles to merge with faster traffic.

1.2.6 Provisionsforpedestrians, livestock and non-motorized traffic

Provisions for pedestrians, livestock and non-motorized traffic will be made to avoid accidents insettled areas. Enrineering designs play a major role in road safety.

The road safety advertisement of Government of India on 5 January 1998 gives a number ofguidelines for pedestrians crossing and walking on the road.These are:

a) Look to your right, then look to your left and look to your right again. If there is notraffic coming, cross the road quickly

b) Cross the road at safer places, at preferably at zebra crossings, subways, footbridges, etc.c) Keep looking and listening for traffic while crossing the roadd) Where there is a footpath use it and where it is lacking walk on the road facing oncoming

traffic.

1.2.7 Provision of measures to control vehicle speeds in urban area

Speed control provisions shall be made in the designs and these shall be properly observed. Ifviolated, heavy penalties shall be imposed on defaulters.

1.3 TYPIC.U ACCIDENTS AND EMERGENCY SITUATIONS

There are many types of situations to be considered. Some of these include:

* Accidental spillage of hazardous chemicals leading to pollution and other major health hazards.

a Accidents involving human being, requiring first aid and hospitalization

* Collapse of road structures viz., culverts, bridges etc.)

* Natural calamities, fire, processions, riots, political badhs, and forceful closing of roads bymiscreants.

1.4 ACCIDENT CASES AND PUBLIC RESPONSE

PubiiC respons::iuty is one oI tne most i1iipi; parts cf rc,ad ao f aeur!s and ,rmerTF-nv

response plan. Immediately after an accident either the passerby, resident or inhabitants is required

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to inform the nearest petrol station or police station so that the accident victims get first aid and themessage reaches the District Collectors office. This kind of timely help can save possible maximumnumber of people. In many cases, timely help will reduce the number of fatalities per accident. Boththe petrol station and police station shall be entrusted with the duty of informing the DistrictCollector. For smooth functioning of the system there shall be an emergency response cell in thecollector's office.

1.5 SPECIAL CASES OF ACCIDENTS

Spillage of hazardous chemicals shall be dealt with utmost care. Some 18 categories of hazardouswastes have been identified so far (ref :MOEF Hand Book 1994). An efficient and coordinatedeffort can only reduce the potential impact on human beings, water, and air. Although the hazardouschemical handling rules of the govemment for industries are strong enough to minimize the impactupon environment, emergency response plans for the road require a prompt and coordinated effort.Per the provisions of the Environment (protection) Act 1986, rules regarding Management andHandling of Hazardous Wastes have been formulated. Under this act the District Collector is theauthority responsible for preparation of the off-site emergency plan. Before commencement ofactivity, the public in the vicinity of the plant needs to be informed of the nature of a major accidentthat might occur on-site and the Do's and Don'ts to be followed in case of such an occurrence. In thecase of highway accidents, local emergency officials (e.g. police) must be prepared to react tohighway accidents which threaten the safety of the public.

1.6 REMOVAL OF ROAD BLOCKAGES

The efficiency of the road network is largely dependent on how efficiently public agencies are able torespond to the emergency situations when something happens on the road which hampers the freeflow of traffic. This is same in the case of accidents, natural calamities, riots, processions, aftereffects of politicilly motivated 'bandhs' etc. Anticipating such situations is necessary if remedialmeasures are to be planned. Failure to have and apply planned remedial actions may lead to trafficcongestion, pollution and result in further accidents.

1.7 RESPONSIBILITY OF PETROL / DIESEL STATIONS& POLICE STATIONS

Responsibility will have to be assigned to the petrolldiesel stations in addition to police stations. Thepetrol stations and police stations will be required to keep a record of qualified doctors within aneasily accessible range of distance who can be summoned to give first aid to the accident victims.

1-8 RESPONSIBILITY OF VOLUNTARY ORGANIZATIONS

Any amount of effort by the Govemment of Rajasthan in creating proper awareness about road safetywill be insufficient considering the vastness of the state and its population. Recognizing this fact, theGovemment should solicit the cooperation of voluntary organizations in this cause. It is expected thatvoluntary organizations will come forward to help the government in its efforts to reduce roadaccidents.

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1.9 ACCIDENTS NEAR SCHOOLS, COLLEGES AND OTHEREDUCATIONAL INSTITUTIONS

)The duties to be entrusted with schools and similar institutions i: case an accident happens in theirvicinity shall be clearly defined. The parent teachers associaion shall evolve a plan for theirschool/college children to meet emergency situations.

Every school/college shall have the minimum first aide facilities. Normally in schools these chargest ) shall be entrusted with the NSS, NCC etc. There shall be communication facilities as well. They) must keep the record of all nearby hospitals/clinics and dxctors including nearest 24-hour) chemists/medical store etc. so that any emergency situations can "e sorted out very easily.

)1.10 ROLE OF HOSPITALS

) Hospitals shall keep an account of all doctors and also those doctors whose services will bevoluntarily available with little or minimum effort. Hospitals must keep a record of all petrolstations, schools and police stations in and around the highways.

3

1.11 ACCIDENTS NEAR TOWNS

*D Unlike rural areas, in and around towns the accident victims get Lrst aid and other medical aid muchfaster depending up on the facilities available in the town. Accid.ets are also reported much faster tothe concemed public officials. Frequently these accidents are auch more severe because of the

) higher number of personnel involved.

1.12 ROAD ACCIDENT STATISTICS

No reliable road accident statistics are available for any of the road segments considered. Road)§ accident statistics were sought as part of the domestic consultant s7d-dies from records kept with local

police. These proved to be far from accurate nor comprehensive. and the data available was verylimited.

) 1.13 PREVENTIVE MEASURES AGAINST ACCIDENTS

1.13.1 Identification of Black Spots or Accident Prone Areas.

This was carried out during the initial Engineering surveys. Every one involved in the detailedengineering studies, as well as the police/public/highway users have responsibility to pin point thelocations. Locations of this type include hairpin bends, junctions of one or more roads, steep slopeswith a bent, ghat areas, etc. The black spots and the accident prone areas were identified as a part ofengineering design and corrective measures like realignments, c_'verts, bridges, signage, etc. wereselected as appropriate.

1.13.2 Speed Restrictions in Urban /School/Hospitals etc.

As a part of detailed engineering studies all accident-Drone areas -e urban areas and the vicinity ofschools and hospitals was delineated. Strict speed restrictions are being proposed for such areas.

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1.13.3 RoadSafetyand WildlifeHabitats

Like hunman concerns, equally important are the wildlife concerns, particularly since Rajasthan is thehome of a number of species rare in India. In areas where rich wildlife is present, speed restrictionsof 40 km/hour are considered necessary. Such areas are to be identified in consultation with ForestryDepartment wildlife officials.

1.13.4 Public awareness

Government of India gives special attention to new methods of educating the school children. Essaycompetitions on the subject of road safety are organized annually which has evidenced a lot ofinterest and the number of student participants is increasing tremendously. While this has tocontinue, efforts should be now directed to involvement of students in Emergency Response Plan forattending accident rescue operations. School children can play a greater role in 'Act and Save Life'process. The life of about 50 % of all road accident victims can be saved if he or she is providedmedical aid immediately.

1.14 EMERGENCY RESPONSE PLAN (ERP)

1.14.1 Introduction

In ERP, the most important step is the formation/constitution of an Emergency Response Cell under)^ District Collector's chairmanship. After this, district collector shall notify various institutions in

setting up the Emergency Response Council (ERC) (Refer Figure B-1). The notified institutionsshall include all of the educational institutions, petrol stations, police stations and hospitals. Selectedrepresentative from these organizations will constitute the Council. This council will issueguidelines for the Emergency Response Plan (ERP) for the district.

I.14.2 Sequence of events after an accident.

Occurrence of an accident at any place on the highway

Accident victims are taken to any of the notified places like a petrol or diesel station, police station,schools, any educational institution or local PWD office for first aid.

Message reaches to petrol or diesel station or police station or schools or any educational institutionsor local PWD office.

) Message is sent to District Collector from any or all the above places.

) District collector receives a detailed report of the event with in not more than 6 hours bythe fastest available communication by fax, phone, telegram or E-mail etc. from the nearest policestation.

District collectors' office will evaluate the seriousness of the problem based on the report available.If details are not clear, further clarification will be sought from various notified places.

Then messages will be forwarded from the District Collectors office to all concemed if urgentnecessary action is further required.

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r

RErPOS

)~~~~

} ~~HAn ICIA 'tE

9~~~~~~~~~~~~~~~~fo wilyebohwasi

Most of the time acecident message flow will be both ways.

This is indicated by arrows in the above figure.

EXHIBIT B-1 EMERGENCY RESPONSI COUNCIL

) From the District Collector office again the messages are send to police station and PWD office tomake sure that all relief operations are working smoothly and will be coordinated from DistrictCollectors office. PWD office will in tum redirect the message to the local PWD office.

Depending upon the situation, serious cases will be referred to the hospitals.

.A

} *. g R/asjauan State Highway Project ElA-Nagaur Corridor - August 1998

115 FLOW CHART FOR EMERGENCY RESPONSE CELL ANDMESSAGE FLOW

l15.1 Role of Doctors in ERP

It is the duty of doctors to provide medical treatment to road accident victims instantaneously andthereafter to leave resolution of other crisis needs to the law enforcement agencies. There is no legalimpediment to doctors in attending to such cases immediately. Always remember that every secondis precious after an accident has occurred for saving the victim. Large number of lives in accidentscan be saved only if medical aid is provided immediately. This is also what the ethics of medicalprofession asks for.

'Per section 134 of the Motor Vehicles Act, it is the duty of every registered medical practitioner orthe doctor on duty in the hospital to immediately attend to the injured person and render medical aidor treatment without waiting for any procedural formalities.

.152 Role of Public in ERP

Highway users should always give passage of way to the vehicles on emergency duties, such as- - ambulances, fire brigade or police. They have the first right of passage. The public at large is

- - - expected to help in this regard and the policeman on duty should also ensure their immediatepassage. As explained earlier also the public response to an emergency situation is the mostimportant aspect of the Emergency Response Plan. The successful resolution of any emergencysituation largely depends on how fast the public react to a given emergency situation.

SECRETARYSURFACE TRANSPORTGOVERNMENT OF INDIA

MESSAGE FOR NINTH ROAD SAFETY WEEK 5-11 JANUARY, 1998

Road Safety Week is once again being observed from 5 th-I Ith January, 1998. The objective of thiscampaign is to make each one of us realize that as road users we have a sense of responsibility to ourfellow users and in our on interest we need to observe road discipline and safety precautions.Accidents on roads can happen to anyone including those who are near and dear to us. We shouldnot allow precious lives to be lost because of drunken driving or carelessness on the roads. I hopethat this campaign each year will not end with the "week" but continue to be carried on byeducational institutions and voluntary organizations to make our roads safer for us and our children.We must make our roads safer for the pedestrians.

New Delhi

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v ~~~~~APPENDIX CX CHECKLIST FOR ENVRONMENTAL MANGEMNT

'4-_

APPENDIX CCHECKLIST FOR ENVIRONMENTAL MONITORING

INTRODUCTION

Environmental monitoring refers to the continuing environmental assessment of project, starting atthe project preparation stage and continuing through out the construction and post construction stageof the project. In most cases a monitoring program consists of the identification and selection of keyenvironmental indicators or parameters which may be qualitatively measured and compared overtime. These can be any environmental indicator viz. physical, chemical or social.. A generalmonitoring tool is useful and there is advantage in adopting a uniform monitoring proforma. It isfrequently based on recorded project details combined with recording of expected project actions oroutcomes. The following Checklist/ Questionnaire has been suggested. This can be further improvedto suit corridor specific needs.

OBJECTIVES OF MONITORING AND EVALUATION

I. To demonstrate that unfavorable effects have been addressed and adverse consequencesminimized.

2. To monitor and promote favorable impacts which enhance environmental quality.

3. To record conditions, actions and project impact, enabling adoption of better mitigationmethods and documenting legal or community obligations

4. To evaluate the adequacy of Environmental Impact Assessment already carried out, and tosuggest improvement.

METHODOLOGY

The methodology adopted is basically a subjective rapid appraisal based on visual observation withquantification of some key parameters. This requires a basic knowledge and some understanding ofenvironmental impacts.

Only a limited number of key impact areas have been adopted in order to frame a simple and generalquestionnaire and to encourage its completion by site supervisors. Sources of information are largelyvisual observations and basic project details and it allows the collection of base line data. Thecollation of this information fed into an environmental unit provides the basic data on which furtherselective analysis and investigation may be undertaken. Strict specification of sampling numbers andnumerous tests should be avoided. The Environmental Unit can always arrange supplementary tests ifso required. This avoids the cost of unnecessary tests, the results of which are often seen as an end inthemselves, and it simplifies the process. This approach of selective investigation and questioningshould provide a practical and achievable development of environmental awareness. There are

'1} already numerous returns and reports required from construction activity and protection of theenvironment should not be seen as an unnecessary additional burden on limited time resources. Itshould, however, become a regular procedure and part of routine contract management.

1o s Berge,/nternationat Inc., BCEOM. CES and ECI Appendir C - Page I

Rajasthanr State Highway Project EIA-Nagaur Corridor- August 1998

FIELD QUESTIONNAIRE

CHECKLIST FOR ENVIRONMENTAL MONITORING

Instructions

SECTION 1 of the questionnaire should be completed at the commencement of a construction ormaintenance contract by the Supervising Engineer ie, Project Cordinator in consultation with theContractor and forwarded to the Environmental Unit SECTION 2 should be completed at the handover of accepted construction work and forwarded to the Environmental Unit. Section 3 helps tomonitor mitigating measures during the operational phase. All mitigating actions/action plans shouldbe as per the EMAP. Reference should be made to any Environmental Assessment of the project orManagement Plan prepared as part of the approval process.

1. Name of Person completing report:

Signature Date

SECTION 1

(A) General Information

1. Location: District: Mandal:Gram Panchayat: Road No.:

2. Project Name/Identification:

3. The road work connects: Width Length:

4. Type of Road: National/State/District/Feeder/Local Surface type: Asphalt/gravelExisting ia

5. Physical dimensions: Embankment Base width (m):Pavement (m):Average Height/depth (m):ROW width (m):

6. Attach a map of road, if available

(B) Ecological Impact

1. Does the road pass through?Landuse Forest Reserve Wetland Dryland Wildlife

SanctuariesTotal Length (kn): I

Louis Berger International inc., BCEOM. CES andEC AppendiT CE- Pge 2

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Rajasthan State Highway Project :1A-.vagaur Lurtiu, -

2. Are any natural water resources interrupted or reduced in wa-erway Yes/Noarea?

If yes, attach list of bridges/culverts (location, length, size) andstream width.

3. Numbers of trees (over 3 inch diameter) to be removed:-Species:Number to be planted Species:

4. Is the road embankment likely to be altered Yes/No

5. Are there any animals or vegetation unique to this area or 1-own to Yes/Nobe endangered?

6. Is it necessary to open borrow pits outside the road alignment? Yes/No

(C) Impact up on Physio-Chemical environment

1. Is the construction and soil to be used likely to lead to siltaion Yes/Nodownstream?If yes, is batter protection around waterways included? Yes/No

2. Is the embankment likely to obstruct natural drainage? Yes/No

3. Does .the area regularly flood? Yes/NoBoth sides of the alignment? Yes/NoIf yes, to what depth above ground level (m)?Frequency (times per year)?

4. Are there urban or industrial area along the road alignien;? Yes/NoIf yes, attach details of sites, distance off centerline and t%e of activity.

5. Are the proposed construction campsites away from water resources and Yes/No) settlement?) If no, has a provision been made for safe disposal of wastes and septic? Yes/No

(D) Socio- Economic impacts

a1. Have the local people been informed when construction is to Yes/Nocommence?

2. Is land acquisition and compensation finalized? Yes/No

3. Number of Residences to be removed or shifted?

4. Are there any mosques, temples, graveyards or historical sites on the Yes/No) road reserve?

Louis Berger Internntional Inc, BCEOM. CES and EC] Appendir C - Page 3

Rajasthan State Highway Project EIA-Nagaur Corridor - August 1998

SECTION II(Complete at hand over of works from Contractor)

(E) Record of Compliance

1. Were there any complaints from the local people during construction? Yes/No

2. Has there been any erosion or damage to the embankment? Yes/No

3. Were there any spillage of chemicals or bitumen? Yes/No

4. Have all borrow pits, camps sites and roadsides been restored? Yes/No

5. Pavement Structure used? Macadam/Gravel/FCR

6. Have all replacement trees been planted? Yes/No

SECTION III

OPERATIONAL PHASE - A Sample Monitoring SheetFollow up Measures for Monitoring and Mitigation

Ecological Impacts and Mitigation ( Refer section I (B))

1. If the road passes through one or more of the ecological zones as per Yes/Nosection I-B,Whether a strategy for continued monitoring and mitigationformulated?

2. If any water bodies are affected as per section I-B Yes/NoWhether a strategy for continued monitoring formulated?

3. If the avenue plantations affected Yes/NoWhether a strategy followed for replantation

4. If any endangerd plants /animals are noticed Yes/NoWhether a strategy evolved to protect these species?

Yes /No5. If any wildlife accidents noticed or reported during constrction or after

constructionWhether a strategy evolved for corrective measures to minimize suchaccidents?

If any borrow pits in the settlement areas are serious health hazard to the6. community as mosquito breeding places etc. Yes/No

Whether any action plan evolved to contain such serious threats tocommunity ?

Louis Berger International Inc., BCEOM CES and ECI Appendix C- Page 4

Rajasthan State Highway Project EIA-Nagaur Comdor - August 1998

Physical Environmental Impacts and mitigation Refer SectionI (c)

1. As per Section I (c) If there is any location/s of siltation problem Yes/NoidentifiedWhether a strategy followed for de-siltation

2. If the embankment obstructs natural drainage Yes/NoWhether an action plan developed to contain drainage problemIf any spillage of chemicals or bitumen occurred on site

3. Whether a Contingency plan initiated Yes/No

4. Whether borrow pits, camps sites and roadsides restored Yes/No(contractor is liable as per EMAP)

Signed:Project Coordinator

(overseeing construction contract)Date

Please now forward to: Environmental Officer of EMtJ

lliona IJUe7TW.oal. Inc.. 8CEOM. CES end ECI Appendix C-PageS