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Green National Highways Corridor Project

Executive Summary Environmental Assessment and

Management Plan

A Comprehensive Summary covering Environmental & Social Issues and

Management Plans for the Over-all Project

November 7, 2019

Ministry of Road Transport and Highways Government of India


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List of Acronyms

AMSL Above Mean Sea Level

ASI Archaeological Survey of India

BP Bharatmala Pariyojana

BOQ Bill of Quantities

CCE Chief Controller of Explosives

CGWA Central Ground Water Authority

CoI Corridor of Impact

CPCB Central Pollution Control Board

CO Carbon Monoxide

CO2 Carbon Dioxide

COP Conference of the Parties

COPA Conditions of Particular Application

CSC Construction Supervision Consultant

DEAC District Expert Appraisal Committee

DEIAA District Level Environmental Impact Assessment Authority

DFO Divisional Forest Officer

DPR Detailed Project Report

EC Environmental Clearance

EHS Environmental, Health and Safety

EIA Environmental Impact Assessment

EMF Environment Management Framework

EMP Environment Management Plan

EO Environmental Officer

ESR Environmental Screening Report

FIDIC Fédération Internationale Des Ingénieurs-Conseils

GHG Green House Gas

GNHCP Green National Highways Corridor Project

GoI Government of India

IAHE Indian Academy of Highway Engineers

ICB International Competitive Bidding

IRC Indian Roads Congress

IS Indian Standards

Km Kilometer

LPI Logistics Performance Index

MDR Major District Road

MoEFCC Ministry of Environment, Forest and Climate Change, Govt. of India

MoRTH Ministry of Road Transport and Highways, Govt. of India

NAAQS National Ambient Air Quality Standards


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NBWL National Board for Wildlife

NCB National Competitive Bidding

NGHM National Green Highways Mission

NGO Non-Governmental Organization

NH National Highways

NHDP National Highways Development Program

NOC No Objection Certificate

NO2 Nitrogen Dioxide

ODR Other District Road

OP Operational Policies

PCU Passenger Car Units

PDO Project Development Objective

PIC Project-in-Charge

PIU Project Implementation Unit

PMC Project Management Cell

PWD Public Works Department

RAP Resettlement Action Plan

RoW Right of Way

SBD Standard Bidding Document

SEAC State Expert Appraisal Committee

SEIAA State Level Environmental Impact Assessment Authority

SH State Highways

SIA Social Impact Assessment

SO2 Sulphur Dioxide

SPCB State Pollution Control Board

ToR Terms of Reference

WB The World Bank

WMM Wet Mix Macadam


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Executive Summary

E.1 Background

1. India’s road network of 5.48 million kilometers is the second largest and most dense1 in the world. It carries 65 percent of freight traffic, 85 percent of the total passenger traffic in the country and comprises of a primary network of 116,000 km of National Highways (NH), a secondary network of 160,000 km of State Highways (SH) along with Major and Other District Roads (MDR & ODR), and a tertiary network of Rural Roads. The responsibility for planning, construction and maintenance of the primary network lies with the Ministry of Road Transport and Highways (MoRTH), Govt. of India. The MoRTH also formulates national policies and legislations governing road transport.

2. In the last sixty years, the vehicle population grew at a Compound Annual Growth Rate (CAGR) of 10.8 percent putting pressure on the road network. The current passenger traffic is 12,000 Billion passenger-kilometer (BPKM) and it is projected to grow at an annual rate of 15 percent and become 168,000 BPKM by 2032. The current freight traffic is 2,000 Billion ton-kilometer (BTKM) and it is projected to grow at an annual rate of 9.7 percent and become 13,000 BTKM by 2032. In contrast with these growth rates, the NH network, which comprise only 2 percent of the total road network but carries about 40 percent of the road traffic, has grown at a rate of only 2.2 percent over the last sixty years and about 40 percent of the network is in poor condition.

3. In 1998, the Govt. of India (GoI) launched the NHDP covering 56,000 km of NH for development, spread across 7 phases. It is the biggest program (of value about $50 billion) so far that has been taken up by MoRTH primarily through the National Highways Authority of India (NHAI), an independent entity under the aegis of the same ministry. It also consisted of four/six laning of the Golden Quadrilateral (the highways connecting the four metros of Delhi, Mumbai, Chennai and Kolkata) and the North-South and East-West Corridors.

4. The national highways not covered under the NHDP form a part of non-NHDP network. Most of the roads that form this network are of poor quality and capacity (single/intermediate/two-lane width) and thereby present unsafe and poor traveling conditions. In the recent years, the Govt. of India has launched some specific programs to develop these roads as these connect the hinterland of the country and are key to the government’s objective of equitable and inclusive growth. These programs among others include the National Highways Interconnectivity Improvement Project (NHIIP), funded by the World Bank and is currently under implementation.

5. Considering that the sector still faces major challenges in terms of efficient movement of goods, the MoRTH has recently launched the Bharatmala Pariyojana Program (BPP) which aims to enhance effectiveness of already built infrastructure; support multi-modal integration, bridging infrastructure gaps for seamless movement; augment inclusiveness by connecting 550 districts through highway linkages; improvement of Logistics Performance Index (LPI) of the country and; creation of jobs. It envisages development of about 26,000 km of economic corridors; 8,000 km of Inter-Corridors; 7,500 km of Feeder Roads; 1,800 km of Expressways; 1,300 km of Port-Connectivity Roads; 2,000 km of Coastal Roads; 2,000 km of International Connectivity Roads; 3,300 km of border roads; 28 ring roads; 35 logistic parks; and improvement of 66 congestion points and 125 choke points.

6. A World Bank financed study supported MoRTH in formulation of this program. Phase 1 of this program, which is to develop 24,800 km of these highways in the next five years at a cost of $108 billion, has already been approved by the government and MoRTH has started its implementation.

1 At 1.66 km/sq km of area, which is higher than that of USA, China, Japan and Russia


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E.2 Green National Highways Corridor Project

7. Creation of infrastructure to meet the burgeoning transport demand has resulted in improved connectivity in India but a lot needs to be done for seamless movement of traffic and efficient movement of logistics. Focusing primarily on ramping up connectivity of the NH network, little attention has been given on enhancing effectiveness of the infrastructure being built.

8. Most of the non-NHDP network is not built on a trunk transport and feeder route corridor-based approach. In addition to capacity constraints, poor maintenance and disregard for extreme and routine climatic impacts on the built infrastructure are directly affecting Vehicle Operating Costs. Consequently, the cost of movement of logistics in India is one of the highest (about 14 percent of GDP as against about 8-9 percent in developed countries). The road network is not integrated well with other modes of transport resulting in choke points especially around cities and at main intersections. An integrated approach based on enabling the seamless flow of freight and passengers through transport network needs to be built.

9. The Green National Highways Corridor Project (GNHCP) through its support to the Govt. of India’s Bharatmala Pariyojana, will promote the vision of enhancing effectiveness of the transport network of India with cost and natural resources efficiency and safe high capacity highways. The operation is also aligned with the Government of India’s objective of eliminating poverty and ensuring access to minimum standard of basic needs for all citizens through investing in growth enablers transport & connectivity Infrastructure. The basic proposition includes strengthening of road pavement in addition to widening to two-lane/two-lane with paved shoulder standards and promoting/ demonstrating green and resilient approaches while doing so. The list of roads (sub-projects) identified for inclusion in this project are given below:

National Highway Sections Proposed for Inclusion under GNHCP

S.No. State Highway Section Length

(in kms) Districts

Contract Packages

(No.)

1. Andhra Pradesh NH-516E Bowada to

Vizianagram 26.94

Vishakhapatnam and Vijaynagaram

1

2. Andhra Pradesh NH-516E Paderu to Araku 49.37 Vishakhapatnam 2

3. Andhra Pradesh NH-516E Koyyuru to

Paderu 133.43 Vishakhapatnam 3

4. Himachal Pradesh NH-707 Poanta Sahib to

Gumma 94.99 Sirmaur, Shimla 4

5. Himachal Pradesh NH-707 Gumma to Fediz 9.80 Shimla 1

6. Himachal Pradesh NH 70 Hamirpur to

Mandi 109.42 Hamirpur, Mandi 3

7. Rajasthan NH-158 Ras-Beawar-

Mandal 116.75

Pali, Ajmer, Rajsamand and Bilwara

3

8. Uttar Pradesh NH-730C

and NH-731K

Bewar to Pilibhit 183.43 Mainpuri, Faroukhabad,

Shahjahanpur and Pilibhit 4

9. Uttar Pradesh NH-92 Bewar to Ettawa 57.35 Ettawa 2


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10. The project includes upgradation, improvement and maintenance of about 782 kms2 of selected existing national highways (nine sub-projects) in the states of Andhra Pradesh, Himachal Pradesh, Rajasthan and Uttar Pradesh. These sections traverse through 15 districts and are likely to be processed for bidding through 23 different contract packages.

11. The proposed stretches of the national highways will be designed and implemented as corridors considering: (a) removal of choke points; (b) facilitating seamless movement of traffic and; (c) demonstrating resource efficiency, climate resilience, green and safety aspects in road design and construction. The design/Detailed Project Reports, Contract Documents and the Environmental Management Plans for these corridors could serve as models for the rest of the Bharatmala Pariyojana. Support to the National Green Highway Mission of the MoRTH will also be provided under this project.

E.3 Project Development Objective

12. The Project Development Objective (PDO) is to develop green and safe National Highway Corridors and enhancing the institutional capacity of Ministry of Road Transport and Highways (MoRTH) in mainstreaming green technologies. The proposed main indicators of the PDO will include the following:

a) Natural resource efficiency gains in project highways b) Reduced carbon emissions in construction of project highways c) Climate resilience aspects incorporated in construction of project highways d) Reduced Vehicle Operating Costs on project highways e) Reduction of fatalities on project highways f) Policy, regulation and systems developed for mainstreaming the green solutions

E.4 Project Components

13. The proposed Project will systematically institutionalize the development of green and safe NHs by implementing pilots, broadening the knowledge base and creating the capability to design, implement and maintain green and safe highways. The institutionalization process will be realized by:

(a) Mainstreaming in NH development, the green innovation aspects, namely:

• enhancing efficient use of scarce natural resources

• reducing GHG emissions from construction and maintenance of highways, and

• making the highways climate resilient;

(b) Enhancing the road safety management of NHs; and

(c) Building the policy framework for green highways development. Based on the foregoing, and in line with the PDO, this operation will have the following three components.

Component A: Green Highway Corridor Improvement and Maintenance

Total Cost: US$ 1,001 million, including IBRD USD 423.95 million

14. This component includes upgradation and maintenance for 5 years of about 782 km of selected existing National Highways in the states of Rajasthan, Himachal Pradesh, Uttar Pradesh and Andhra Pradesh as Green Highways and includes pilots demonstrating resource efficiency, climate resilience, green and safety aspects. These highways will be designed and implemented as corridors

2 The small variation in total length (about 5 kms) mentioned in different project documents is on account of reference to existing vs. design lengths, which primarily varies due to provision of bypasses and realignments.


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to remove choke points and support seamless movement of traffic. The design and contract documents and the Environmental Management Plans that would be prepared for these pilot corridors could serve as models for the rest of the Bharatmala Pariyojana.

15. This component will include: (a) civil works for construction and maintenance; (b) consulting services for supervision during construction and maintenance periods; (c) consultants/non-governmental organizations to assist the MoRTH in the implementation of the Resettlement Action Plans; (d) consulting services for overall project management (Project Management Consultant); (e) a Technical Audit Consultancy for independent verification of Disbursement Linked Indicators and to perform an annual integrated performance audit covering, among others, engineering designs, management of environmental and social mitigation plans, quality assurance, and compliance with loan and contract conditions; (f) a Road User Satisfaction Survey consultant to carry out baseline, midterm, and end stage users’ perception of the positive/negative changes that the project brings about; and (g) land acquisition, resettlement & rehabilitation, shifting of utilities, implementation of Environmental Management Plans, tree cutting, afforestation and agency charges. The loan would provide 50 percent of the construction cost of civil works and 80 percent of cost of construction supervision during the construction period, the Project Management Consultancy and the Technical Audit Consultancy. All the remaining costs will be met through the government funds.

Component B: Institutional Capacity Enhancement

(Total Cost: US$ 34.5 million, including IBRD US$ 27.6 million)

16. This component will support capacity enhancement of MoRTH in its pursuit to conserve natural resources, improve climate vulnerability of National Highways network and reduce greenhouse gas (GHG) emissions from the transport sector, inter alia, by developing policies, guidelines and strategies, training, and mainstreaming the resource efficiency, climate resilience, green and safety aspects in the design, construction and maintenance of highways. This component will have the following five sub-components.

(a) Sub-component B1: Development of a Climate Adaptation Policy, guidelines and mainstreaming climate resilience in National Highways design and construction processes (Total US$ 8 million, IBRD US$ 6.4 million): This sub-component will support disaster risk and impact assessment of about 5,000 km of the National Highway network, preparation of a Climate Adaptation Policy, updating key standards and manuals, and mainstream climate resilience in project design and implementation.

(b) Sub-component B2: Development of policy, regulation and systems to reduce emissions from transport services (Total US$ 2 million, IBRD US$ 1.6 million): This involves undertaking a study to map the freight volume and movement pattern on the entire National Highway network and identify constraints for efficient use of trucks, designing physical and digital freight management platforms for freight consolidation and interoperability, and recommend complementary innovative logistics solutions as well as transport operators’ and regulators’ coordination mechanism.

(c) Sub-component B3: Research and Development for mainstreaming resource efficiency and green solutions in National Highways design and construction processes (Total US$ 21 million, IBRD US$ 16.8 million): This sub-component will support systematic monitoring and evaluation, and documentation of results of the pilot works undertaken in the project for a period of five years through reputed educational/research institutions or universities and inputs provided for updating relevant standards and manuals.


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(d) Sub-component B4: Development of guidelines and model documents for mainstreaming green and safe highways (Total US$ 1 million, IBRD US$ 0.8 million): This sub-component will support identifying gaps and documenting good practices in the design, implementation and maintenance stages for mainstreaming green and safe highways and preparation of documents, such as the template Terms of Reference for design and supervision of construction, bidding documents and project management process of the EPC contracts, including options for involvement of private sector in innovations in the design and construction aspects.

(e) Sub-component B5: Mainstreaming green and safe highways initiatives in the development of highways (Total US$ 2.5 million, IBRD US$ 2 million): This sub-component will support MoRTH in mainstreaming green and safe initiatives by replicating these in about 2,500 km of National Highway network.

Component C: Road Safety

(Total Cost: US$ 59 million, including IBRD US$ 47.2 million)

17. This component will support capacity enhancement of the MoRTH in road safety management inter alia in the areas of crash database, operationalization of the lead agency for road safety, strengthening safety enforcement and emergency medical response on the National Highways, capacity building and training. This component will have the following four sub-components.

(a) Sub-component C1. Support to the Integrated Road Accident Database Management System and the National Highway Safety System (Total US$ 37.5 million, IBRD US$ 30 million): This sub-component will support the ongoing road safety activities under the National Highways Interconnectivity Improvement Project, upon its closure, in development and implementation of (a) the Integrated Road Accident Database Management System for recording and analysis of road accidents, (b) the National Highway Safety System for road safety enforcement, and (c) updating codes and manuals.

(b) Sub-component C2. Support to operationalization of the National Road Safety Board (Total US$ 3 million, IBRD US$ 2.4 million): This sub-component will support the operationalization of the National Road Safety Board, and support its activities in the initial startup phase, through expert support as part of an interim secretariat. The activities will include (a) monitoring and evaluation, (b) drafting of rules for the MVAA, and (c) data analysis and recommendations.

(c) Sub-component C3. Strengthening highway patrol and emergency response along the project corridors (Total US$ 16.5 million, IBRD US$ 13.2 million): This sub-component will support establishment of combined enforcement and emergency response outposts at critical locations to improve enforcement and post-crash care. These outposts will be equipped with patrol vehicles, advanced life-saving ambulances, cranes, tow trucks, communication system, and surveillance and other enforcement equipment to deter speeding, drink driving and other risky user behaviors.

(d) Sub-component C4: Capacity building & training (Total US$ 2 million, IBRD US$ 1.6 million). This sub-component will support training and capacity building of the officials of MoRTH, implementing agencies of MoRTH, and the NRSB in road safety management, crash investigation, safety audit, and monitoring and evaluation

E.5 Project Benefits and Beneficiaries

18. The National Highways proposed for upgradation and maintenance have configuration of a single or intermediate or non-standard two-lane pavements. Several sections of the highways proposed


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under the project have poor horizontal and vertical geometrics, distressed or weak pavements, inadequate capacity, narrow and/or weak cross-drainage structures, steep gradients, formation levels below the High Flood Levels, poor riding quality and black spots prone to accidents. The scope of work under upgradation will include widening of formation width, pavement strengthening and widening, rehabilitation of existing structures, construction of new pavement, structures, drainage facilities, bypasses, realignments, improvement of junctions, provision of road safety features and maintenance for a period of five years after the construction.

19. The project will promote more efficient use of construction materials, which may help change practices in the sector, both within and outside India. Highway administration agencies, professional societies, and the academia will use the research outcomes to adopt resource efficient, energy efficient and GHG emission reducing design and construction standards. Moreover, the reduction in GHG emission will contribute to some degree in the coping-up mechanisms to deal with global warming risks.

20. The designs will incorporate road safety measures which include improvement of junctions, pedestrian facilities (footpaths, guardrails, crossings etc.), crash barriers, speed calming measures (rumble strips, barriers), street lighting, signs and markings, improvement of both horizontal and vertical geometrics of the road alignment, widening of all narrow culverts, improvement of sight distance, replacement of railings/parapets of existing bridges with crash barriers, and parapet walls. To ensure these provisions are implemented, these will be duly embedded in the contract documents, ensuring obligatory implementation as a payable item. Additionally, the contract documents will stipulate road safety audit by an independent Safety Consultant, inclusion of a Qualified Safety Officer and a Safety Supervisor in the Contractor’s working team, monthly reports with construction safety checklist, reporting of accidents, maintenance of insurances for the Contractor’s personnel and third-party, and penalties for not attending to repair of damaged safety items.

21. The primary beneficiary will be the population living within the influence area and the users of the road. The main benefit will be from efficient transportation and logistics services, which will be available at a lower transportation cost. Access to higher level of social services will take shorter time. The population will have reduced exposure to dust pollution from damaged road surfaces that can cause severe respiratory health problems. The enhanced levels of road safety measures will also save lives.

22. The industry, agri-business, and service providers will benefit from the improved travel time and logistics through lower cost of transportation of goods and people. The project will create job opportunities for communities living in the influence area and for those involved in construction industry. Improvement of road condition will also help in supporting tourism.

23. The project will also have positive impacts on the vulnerable population, such as women as the developed roads will improve accessibility to social, education and medical facilities, including pre and post-natal health care for themselves and their children. It will generate employment opportunities for women, and they can also get involved in small-scale road-side commercial operations.

E.6 Project Cost and Financing

24. The total project cost is USD 1095.75 million, out of which USD 500 million is IBRD financing and the balance USD 595.75 million would be contribution of Government of India. The table below summarizes the financing by components. The total loan of US$500 million will be disbursed based on achievement of results linked to DLIs (in addition to statements of expenditure).


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Project Cost and Financing (USD Million)

Project Components Project Cost IBRD financing IBRD financing (in %)

1. Green Highway Corridor Improvement and Maintenance

1001 423.95 42.35%

2. Institutional Capacity Enhancement

34.5 27.6 80%

3. Road Safety 59 47.2 80%

4. Front End Fee 1.25 1.25 0.25%

Total Project Cost 1095.75 500 45.63%

25. The lending instrument is an Investment Project Financing (IPF) with Disbursement Linked Indicators (IPF-DLI). Disbursements will be triggered by the documented execution of eligible expenditures and verification of achievement of the Disbursement Linked Indicators. The DLIs are aimed to provide incentives for achieving results. These are aligned with the PDO and results indicators and will disburse upon achievement of key results. Two factors have been considered in allocation of amounts against individual DLIs: (a) relative importance of the indicator in the entire set of indicators and; (b) the need to match disbursements with cash flows on project activities.

26. The eligible expenditure consists of project related investments (goods, works, non-consulting services, consulting services, training and operating costs) in the GNHCP project. These investments will include (a) cost of construction of National Highway infrastructure and their operational and maintenance costs during the project life time, (b) incentive scheme for private sector contractors, DPR consultants et al for fitting their design, construction and maintenance schedules with resource efficient and green technology, (c) technical assistance to support research and development and mainstreaming of resource efficiency and green solutions in design, construction and maintenance of National Highways by MoRTH, (d) improving road safety in design, construction, operation and maintenance of National Highways, some unfinished components of ongoing NHIIP project will be taken up (iRAD, NHSS) (e) project management support including office improvement, consultant/staff hiring and compensation, capacity on research and design for resource resilience and green solutions mainstreaming, office improvement, modern technological monitoring tools etc.


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PART A

Environment Assessment and Management Plan

1. The Executive Summary (this document) prepared for the Green National Highways Corridor Project (GNHCP), proposed for funding from the World Bank serves as a concise environmental report for the over-all project. It has been prepared to ensure that all interested individuals, agencies and/or organizations have a complete over-view on the project, its benefits and the potential adverse impacts that it is likely to generate, if the proposed management plans/measures are not properly administered and implemented.

2. This part of the report provides a comprehensive summary of the Environmental Impact Assessment (EIA) and Environmental Management Plan (EMP) for all proposed sub-projects under Green National Highways Corridor Project and covers project background; applicable policy, legal and administrative framework; potential adverse impacts on the physical and biological attributes of environment along with mitigation measures; analysis of alternatives; consultations with key stakeholders and the Environmental Management Plan. Part B of this document summarizes the potential adverse impacts on the socio-economic attributes along with mitigation measures and other supporting information.

3. The information presented in this document has been collated from the detailed environment screening exercise that was conducted for all the proposed road segments, detailed Environmental Assessments for five out of the nine road corridors and preliminary assessments for the remaining four road segments.

4. It is pertinent to mention here that each of these five road corridors have been analyzed in detail. A stand-alone detailed Environmental Assessment along with a sub-project specific Environmental Management Plan has been prepared for five out of the nine proposed road corridors in three states based on the finalization of design/Detailed Project Reports till date. Each EIA/EMP has its own executive summary. These corridors include:

List of Sub-projects for which Engineering Designs/DPRs and Safeguard Documents have been firmed-up

S.No. State Highway Section Length (in kms)

1. Andhra Pradesh NH-516E Bowada to Vizianagram 26.94

2. Andhra Pradesh NH-516E Paderu to Araku 49.37

3. Himachal Pradesh NH-707 Poanta Sahib to Gumma 94.99

4. Himachal Pradesh NH-707 Gumma to Fediz 9.80

5. Rajasthan NH-158 Ras-Beawar-Mandal 116.75

5. Detailed stand-alone Environmental Assessment along with a sub-project specific Environmental Management Plan will be finalized and disclosed in line with for each of the four remaining road corridors once the engineering designs are concluded.

E.A.1 Objective of Environment Assessment (EA) Study

6. The study has the following objectives:

a) Present key baseline data on the environmental features in the immediate vicinity of proposed road corridors


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b) Understand the policy and regulatory framework to guide development of appropriate management plans to ensure compliance with the applicable national and state requirements as well as policies of the World Bank

c) Provide a clear assessment of potential environmental impacts/issues associated with project interventions, which will form the basis for decision making on various facets

d) Address concerns and needs of stakeholders on environmental attributes and impacts through stakeholder consultation process

e) Develop environmental management plans to avoid, reduce or mitigate likely negative impacts of project and enhance positive impacts, sustainability and development benefits

f) Enhance environmental performance of the project designs through an assessment of alternatives in terms selection of site, technology, design, performance etc.

g) Integrate environmental concerns in the project design

h) Evolve the principles for implementation of environmental management in the project, including the institutional arrangements for supervision and monitoring

E.A.2 Scope of Environment Assessment Study

7. The scope of the environmental study includes screening, scoping, preparation of an Environmental Impact Assessment (EIA) and Environmental Management Plan reports as per the guidelines of the Ministry of Environment and Forests (MoEF), Government of India and meet the requirements of Operational Policy 4.01 of the World Bank. This includes:

a) Collection of information about current environmental conditions in the study area from secondary sources

b) Monitoring of pollution in sample representative locations to establish levels of air, noise, soil and water quality

c) Surveys of trees and other biodiversity related aspects

d) Consultations with key stakeholders

E.A.3 Methodology Adopted for Conducting Environmental Assessment

8. The preparation of the EIA and EMP has been undertaken in line with guidance provided in the Environment Management Framework (EMF) prepared for the project. It also used the EIA Manual for highway projects prepared by the MoEFCC, Govt. of India and available good practice guidance from multilateral funding agencies like the World Bank.

9. A comprehensive environmental management approach for the project involved the following key steps:

a) Preliminary Environmental Screening

b) Detailed Environmental Screening

c) Environmental Impact Assessment

d) Environmental Management Plan

e) Integration into Designs/DPRs and Bidding Documents

10. The process adopted for conducting Environmental Assessment covered the following:

• Identification of alignment specific environmental issues using the checklist in the Environment Management Framework: The hot spots identified during the screening exercise were further


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assessed for their criticality and impacts jointly by teams of environmental specialist, social specialist, design engineers and surveyors.

• Review of the policies, legislation, and regulation governing road improvement propositions.

• Collection of data from secondary sources like published literature, government documents, etc. These included Survey of India topo sheets, District Planning Maps, Forest Statistics, Wetland Atlas and Statistical Abstracts.

• Collection of primary data on environmental components. Field surveys were carried out to collect information on the major environmental features such as settlement facilities, drainage pattern of the area, forest, trees within RoW, water bodies, river crossing, sensitive receptors and quality of air, water, noise and soil.

• Consultations with stakeholders, including public meetings, focus group discussions and meetings with government officials, such as those in Forest, Wildlife, Horticulture and District Administration.

• Analysis, including modeling for some impacts and selection between various options for avoidance, minimization, and mitigation. It also covered options of using different construction materials to minimize resource use.

• Finalization of the selected option and estimation of costs with roles and responsibilities of various stakeholders, including implementation, supervision, monitoring and reporting, and to the World Bank.


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E.A.4 Policy, Legal and Administrative Framework

11. All proposed sub-projects under GNHCP are to be consistent with applicable laws, regulations, notifications that are relevant in the context of the proposed sub-project interventions. It is the responsibility of the various Project Implementing Entities to ensure that proposed activities are consistent with the regulatory/legal framework, whether national, state or municipal/local. Additionally, since the project has been proposed for financial assistance from the World Bank, it will be ensured that various interventions/activities are consistent with the operational policies and guidelines of the said international institution.

12. The applicability of national/state level regulations and World Bank safeguard policies has been/is being ascertained and confirmed at the sub-project level as part of the corridor specific EIA as each law/rule/regulation has its own legal implication and process for compliance. The section below summarizes the applicable regulatory framework to the over-all context of GNHCP.

E.A.4.1 Key Applicable National Laws and Regulations

13. Salient features of some key laws, including amendments thereof, pertaining to environment, health and safety aspects that are applicable to proposed interventions under GNHCP are given below:

Key Environmental Legislations Applicable to the Proposed Project

S.No. Act Scope of the Act Applicability/Relevance

1 The Environment (Protection) Act, 1996

Under this Act, Central Government is empowered to take measures necessary to protect and improve the quality of the environment by setting standards for emissions and discharges. It involves regulating the location of industries; management of hazardous wastes, and protection of public health. This encompasses all legislations providing for the protection of environment in the country.

Proposed project interventions involve construction activities that will have indirect or direct impact on the overall quality of environment.

The stipulations laid under this umbrella act will govern most activities of the proposed project.

2 Environmental Impact Assessment Notification, 2006 and subsequent amendments

Prior environmental clearance for designated activities as listed under Category A or B

The sub-projects/roads are not covered under the preview of EIA Notification, 2006 or its subsequent amendments and hence don’t require an Environment Clearance. However, for opening of new borrow areas and/or stone quarry, prior environmental clearance will be required from SEIAA/DEIAA.


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3 Water (Prevention and Control of Pollution) Act, 1974 and amendments thereafter

To control water pollution by controlling discharge of liquid pollutants as per the prescribed standards. The Act prohibits discharge of pollutants into water bodies beyond a given standard and lays down penalties for non-compliance. Water act includes maintenance or restoring wholesomeness of water.

The construction activities involved to attain the project objective may create localised deterioration in water quality, if executed without proper diligence.

This act is applicable for construction phase of the roads to manage to liquid effluent discharges from worker camp, concrete batch mix plant, etc.

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

To control air pollution and emissions of air pollutants as per the prescribed standards. The NAAQ standards for Ambient Air Quality have been promulgated by the MoEFCC for various land uses.

This act is applicable for construction phase to control stack/fugitive emissions and to manage ambient air quality at project site and ancillary activities like crusher plant, hot mix plant, concrete batch mix plant, WMM Plants, DG Set etc.

5 Forest (Conservation) Act of 1980 and amendments thereafter

This Act restricts powers of the state in respect of de-reservation of forests and use of forestland for non-forest purposes.

All diversions of forestlands to any non- forest purpose, even if the area is privately owned, require approval of the central government.

Small strips of forest land are required for some sub-projects under GNHCP, for which the requirements set forth under the Act shall be adhered to.

5 Biological Diversity Act 2002

and

Biological Diversity Rules, 2004

The Biological Diversity Act aims to promote conservation, sustainable use and equitable sharing of benefits of India’s biodiversity resources.

Some sites/activities may be located close to areas with biodiversity values. There are many such pockets in India that are beyond the protected domain but have some presence of wildlife or species of biological value.

6 The Wildlife (Protection) Act I972

This Act provides for protection to listed species of flora and fauna in the declared network of ecologically important protected areas such as wildlife sanctuaries and national parks.

While proposed sub-projects are not located within designated or notified protected areas, presence of wild animals outside protected domains in some sub-project influence areas has been identified during assessment.


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7 The Ancient Monuments, Archaeological sites and Remains Act, 2010

The Ancient Monuments and Archaeological sites should be protected from any developmental activity. The area within the radius of 100 m and 300m from a Protected Property is designated as ‘Protected’ and ‘Controlled’ Area respectively.

No development activity (including building, mining, excavating, blasting etc.,) is permitted in the Protected Area without prior permission of the Archaeological Survey of India.

While project activities are not envisaged in such areas, considering the possibility of chance finds of objects of historical importance during implementation of sub-projects, this Act and its provisions are being considered relevant to the project.

8 Noise Pollution (Regulation and Control) Rules, 2000

The standards for noise for day and night have been promulgated by the MoEFCC for various land uses.

This act will be applicable for all construction equipment/ plant and machinery including vehicles deployed for construction of the proposed roads to regulate ambient noise levels.

9 Hazardous and Other Wastes (Management, & Trans-boundary Movement) Rules, 2016

This provides for protection of public from improper handling storage and disposal of hazardous waste. The rules prescribe the management requirement of hazardous wastes from its generation to final disposal.

The rules will be applicable to used oil generated from construction equipment/ machinery during construction works. It includes procedures for storage, handling and transportation for safe disposal of hazardous wastes.

10 Construction and Demolition Waste Management Rules, 2016

These rules are applicable to wastes resulting from excavation, construction and demolition works and will include excavated pavement materials, other construction debris and rubble from demolition/remodeling/repair of civil structures.

These rules shall be applicable to generation of wastes resulting from demolition of road sections, bridge and culvert structures and scarifying surface of existing road and from road construction activities.

11 Solid Waste Management Rules 2016

Collection and disposal of municipal solid waste

This rule is applicable to all forms/types of solid waste generated at construction activities, including camp site, plant sites, etc.


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12 Guidelines to Regulate and Control Ground Water Extraction in India, 2019

Regulate and control ground water extraction for various purposes.

NOC/Permission will be required for withdrawal of ground water infrastructure and other projects

13 Mines and Minerals (Development and Regulation) Amendment Act, 2015

This act has been notified for safe and sound mining activity for borrow earth, sand and stone.

The construction of project road will require aggregate through mining from quarries and earth from borrow areas.

14 Minor Mineral and concession Rules, 2015

For opening new borrow / quarry Regulate use of minor minerals like stone, soil, river sand etc.

15 Explosives Act, 1984

An Act to regulate the manufacture, possession, use, sale, [transport, import and export] of Explosives

If contractor open stone quarry and use explosive for stone quarrying for sub projects.

16 The Building and Other Construction Workers (regulation of employment and conditions of service) Act, 1996

The Act provides for regulating the employment and conditions of service of building and other construction workers. It also provides for their safety, health and welfare measures and other matters connected therewith or incidental thereto. It applies to every establishment which employs or had employed on any day of the preceding twelve months, ten or more building workers in any building or other construction work.

Apart from labour welfare and basic facility provision such as canteens, first-aid facilities, ambulance, housing accommodation for workers near the workplace etc., the act requires employers to make adequate provisions for safety and health measures for construction workers, including appointment of safety committees, safety officers and compulsory notification of accidents.

These regulations to be complied with during the construction of proposed road works.

E.A.4.2 Other Applicable National Laws and Regulations

14. Other key laws, including amendments thereof, pertaining to environment, health and safety aspects that are applicable to proposed interventions under GNHCP include:

a) The Water (Prevention and Control of Pollution) Cess Act, 1977, as amended

b) The Water (Prevention and Control of Pollution) Cess Rules, 1978, as amended

c) Easement Act, 1882, as amended

d) State Groundwater Act and Rules, as may be in force and Guidelines for Groundwater


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Abstraction, 2012, as amended

e) Wetland (Conservation and Management) Rules 2017

f) Public Liability Insurance Act, 1991, as amended

g) The Public Liability Insurance Rules, 1991, as amended

h) Notification for use of Fly Ash - November 3, 2009 and its amendment on January 25, 2016

i) Chemical Accidents (Emergency Planning, Preparedness and Response) Rules, 1996

j) Manufacture, Storage and Import of Hazardous Chemicals (Amendment) Rules, 2000, as amended

k) Solid Waste Management Rules, 2016, as amended

l) Plastic Waste Management Rules, 2016, as amended

m) Batteries (Management and Handling) Rules, 2001, as amended

n) Petroleum Rules, 2002, as amended

o) Gas Cylinder Rules, 2004, as amended

p) The Insecticides Act, 1968 and Insecticides Rules, 1971 and as amended

q) Motor Vehicle Act, 2019 (and State Motor Vehicle Act as may be in force)

r) Motor Vehicle Rules, 2019 (and State Motor Vehicle Rules as may be in force)

15. Environmental issues during road construction stage generally involve equity, safety and public health issues. The following laws will also apply to GNHCP:

a) Workmen's Compensation Act 1923: The Act provides for compensation in case of injury by accident arising out of and during employment.

b) Contract Labour (Regulation and Abolition) Act, 1970: The Act provides for certain welfare measures to be provided by the contractor to contract labour.

c) Minimum Wages Act, 1948: The employer is supposed to pay not less than the Minimum Wages fixed by appropriate Government as per provisions of the Act.

d) Payment of Wages Act, 1936: It lays down as to by what date the wages are to be paid, when it will' be paid and what deductions can be made from the wages of the workers.

e) Equal Remuneration Act, 1979: The Act provides for payment of equal wages for work of equal nature to Male and Female workers and not for making discrimination against Female employees.

f) Child Labour (Prohibition and Regulation) Act, 1986: The Act prohibits employment of children below 14 years of age in certain occupations and processes and provides for regulation of employment of children in all other occupations and processes. Employment of child labour is prohibited in Building and Construction Industry.

g) Inter-State Migrant Workmen’s (Regulation of Employment and Conditions of Service) Act, 1979: The inter-state migrant workers, in an establishment to which this Act becomes applicable, are required to be provided certain facilities such as housing, medical aid, travelling expenses from home to the establishment and back, etc.


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E.A.4.3 Applicable National Environmental Standards

16. Environmental standards applicable to the sub projects under GNHCP are as given below:

• National Ambient Air Quality Standards, 2009

• Measurement of Air Pollution - IS: 5182-1977

• Ambient Noise Standards

• Measurement of Noise from Moving Road Vehicles - IS: 3028-1980

• Measurement of Noise from Stationery Road Vehicles - IS: 10399-1982

• Measurement of Noise Pollution from Machines - IS: 4758-1968

• Stack Emissions of CPCB for Hot Mix Plants

• Discharge Standards of CPCB for Disposal of Treated Sewage

• Drinking Water Quality Standards - IS:10500:2012

• CPCB Standards for Surface Water Use

E.A.4.4 Applicable MoRTH and IRC Specifications

17. All road works in India are to be in accordance with the MoRTH specifications for Road and Bridge works and guidelines of Indian Roads Congress (IRC). The MoRTH specifications have special provisions towards protection of environment under Clause 501, Annexure A and the contractor is to satisfy the provisions. Apart from the Annexure A to clause 501, there are provisions for control of erosion, drainage, dust suppression, borrow area and haul road management under relevant sections. A few other key applicable clauses include:

Section 111 Precautions for safeguarding the environment

Clause 201.2 Preservation of Property/Amenities during clearing and grubbing

Clause 301.3.2 Stripping and storing of topsoil for reuse during excavation for roadway and drains

Clause 302.4 Restriction on timings for blasting operations

Clause 304.3.6 Public safety near towns/villages where excavation is carried out

Clause 305.2.2.2 Location of borrowing and relevant regulations

Clause 305.3.3 Stripping and storing of topsoil at borrow locations

Section 306 Soil erosion and sedimentation control

Clause 407.4.2 Provisions for turfing on median and islands

Section 517 Recycling of bituminous pavement and excavated material

Clause 701.2.1 Use of geo-textiles for control of soil erosion

Section 810 Use of Metal beam crash barriers for safety, relevant regulations and specifications


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Clause 2501 Precautions during river training works

18. The key Indian Road Congress (IRC) Codes applicable to GNHCP with respect to environment include the following:

Key Applicable Codes of Indian Roads Congress

S.No. IRC Code Year Purpose

1. Recommendations for Road Construction in Areas Affected by Water Logging, Flooding and/or Salts Infestation

IRC:34-2011 Construction in water logged areas

2. Recommended Practice for Construction of Earth Embankments and Sub-Grade for Road Works

IRC:36-2010 Issues related to Borrow Pits

3. Guidelines for Pedestrian Facilities IRC: 103 -1988 Safety of pedestrians

4. Recommended Practice for Recycling of Bituminous Pavements

IRC:120-2015 For recycling of bituminous pavements

5. Guidelines for Use of Construction and Demolition Waste in Road Sector

IRC:121-2017 Use of Construction and Demolition Waste in Road Sector

6. Guidelines on Landscaping and Tree Plantation

IRC:SP:21-2009 Landscaping and Tree Plantation along of the road

7. Guidelines on Road Drainage IRC: SP: 42-1994 Drainage

8. Highway Safety Code IRC: SP: 44-1994 Highways safety

9. Guidelines for Use of Fly Ash in Road Embankments

IRC:SP:58-2001 Use of Fly Ash in Road Embankments

10. Guidelines for Use of Geotextiles in Road Pavements and Associated Works

IRC:SP:59-2002 Use of Geotextiles in Road Pavements and Associated Works

11. Guidelines for Soil and Granular Material Stabilization Using Cement Lime and Fly Ash

IRC:SP-89-2010 Soil and Granular Material Stabilization Using Cement Lime and Fly Ash

12. Guidelines on Requirements for Environmental Clearance for Road Projects

IRC:SP-93-2017 Requirements for Environmental Clearances in Road Projects

13. Guidelines for the use of Waste Plastic in Hot Bituminous Mixes (Dry Process) in Wearing Courses

IRC:SP-98-2013 Use of waste plastic in hot bituminous mixes (dry process) in wearing courses


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S.No. IRC Code Year Purpose

14. Use of Cold Mix Technology in Construction and Maintenance of Roads Using Bitumen Emulsion

IRC:SP-100-2014

Use of Cold Mix Technology in Construction and Maintenance of Roads Using Bitumen Emulsion

15. Interim Guidelines for Warm Mix Asphalt

IRC:SP-101-2014 Warm Mix Asphalt

16. Guidelines on Preparation and Implementation of Environment Management Plan

IRC:SP-108-2015

Preparation and Implementation of Environment Management Plan

17. Guidelines for Traffic Management in Work Zones

IRC:SP-55-2014 Worksite Safety Management

E.A.4.5 Key Statutory Clearances/Permissions Requirements – Construction Stage

19. During the construction stage, some of the key statutory requirements that need to be obtained by the Contractor as part of mobilization (pre-construction) have been listed in the table given below.

Key Statutory Clearances to be Obtained by the Contractor

S.No. Clearance/Consents Requirement

Statute under which clearance/permission is required

Statutory Authority

1. Borrow Area for Sand and Earth

EIA Notification, 2006 and subsequent amendments there after

DEIAA/SEIAA

2. Stone Quarry EIA Notification, 2006 + Mines and Minerals (Development and Regulation) Amendment Act, 2015

DEIAA/SEIAA + Department of Mines

3. Hot mix plant, Crusher and Batch Mix Plant

Air (Prevention and Control of Pollution) Act, 1981

State Pollution Control Board

4. Storage, Handling and Transport of Hazardous Wastes

Hazardous and Other Waste (Management and Transboundary Movement) Rules 2016


5. Storage and Handling Fuel/Oil (such as Diesel)

Manufacture, Storage and Import of Hazardous Chemicals (Amendment) Rules, 2000

Chief Controller of Explosives + SPCB

6.

Location, emissions, sewage/waste water discharge from plants, labour camps and construction camp sites

Water (Prevention and Control of Pollution) Act, 1974 + Air (Prevention and Control of Pollution) Act, 1981



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S.No. Clearance/Consents Requirement

Statute under which clearance/permission is required

Statutory Authority

6. Permission for Withdrawal of Groundwater for Construction

Guidelines to Regulate and Control Ground Water Extraction in India, 2019

Central Ground Water Board

7. Disposal of Bituminous Wastes Construction and Demolition (C&D) Waste Management Rules, 2016

Local Civic Body

8. Traffic Management and Regulation during construction and maintenance

National Road Safety Policy + Guidelines of Indian Roads Congress

Traffic Police Department and District Administration

9. Construction over Waterways/Canals

Guidelines to Regulate and Control Road Construction over Waterways, as applicable at the State Level

Irrigation Department + Inland Waterways Association

E.A.4.6 Applicable World Bank Policies

20. The objective of World Bank's environmental safeguard policies is to prevent and mitigate undue harm to people and the environment in the development process. These policies provide guidelines for the identification, preparation, and implementation of programs and projects. The following operational policies are relevant in context of GNHCP from an environmental viewpoint:

Applicable Safeguard Policies of the World Bank

World Bank Policy

Description Applicability Measures Taken

Environmental Assessment

OP 4.01

This policy is triggered if a project is likely to have significant adverse environmental impacts in its area of influence. For Category A projects, a comprehensive EIA is required with emphasis on integrating environmental measures in project planning, design, implementation and operation.

The project is likely to have impacts on the environmental components such as on roadside tree plantation, water bodies, water supply sources, sensitive receptors located along the roads and hill slopes in addition to air and water quality.

• Application of EMF in project planning, DPR preparation and project implementation.

• EIAs and corridor specific EMPs to be prepared.

• Integration of EHS requirements and EMPs in the bidding documents (through schedules) to provide enabling mechanisms for required enforcement.

Natural Habitats

OP 4.04

This policy supports the protection, maintenance and rehabilitation of natural habitats. The Bank doesn’t finance projects that involve the conversion of designated critical Natural Habitats.

Some projects are likely to be in proximity to sensitive natural habitats with wildlife crossing or movement.

• Use of environmental screening tool to identify issues/concerns upstream in the decision-making process.

• Conducting detailed EA to determine the nature and magnitude of impacts on sensitive and/or ecologically rich areas.


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World Bank Policy


While most of the road corridors are not located within protected domains, one sub-project in Uttar Pradesh may require bridge construction over a protected habitat.

• Appropriate measures to deal with such findings to be incorporated in the engineering design and the bidding documents, including exclusion from the project, if application (in design/DPR) and implementation (during construction) is not found in adherence to norms.

Forests

OP 4.36

Policy covers all projects that affect natural or planted forests, whether positively or negatively.

Some projects are in close proximity to or traverse forest areas. This includes avenue plantation declared as ‘protected’ such as in Uttar Pradesh.

All sub-projects will need diversion of small linear strips of forest land.

• Avoidance and minimization of forest land uptake by appropriate methods in the engineering design;

• Forest Clearances prior to award of works;

• Use of EMF and EMPs to address impacts as necessary

• Compensatory Afforestation.

Physical Cultural Resources

OP 4.11

Assist in preserving PCR and in avoiding their destruction or damage.

Physical Cultural Resource includes resources of archaeological, paleontological, historical, architectural, religious (including graveyards and burial sites), aesthetic, or other cultural significance.

Implementation of sub-projects is likely to affect religious structures of local significance. Also, since civil works are involved, ‘chance finds’ at work sites is a likely impact that would have to be accounted and managed.

• Identification during screening

• Detailed assessment during environment and social impact studies

• Avoiding damage to physical cultural resources with appropriate planning at design stage.

• Shifting and enhancement of local religious structures after consultation and consent with the concerned stakeholders/communities.

• Integration of appropriate provisions in the Contract Documents, including clauses dealing with ‘chance finds’.


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World Bank Policy


Access to Information

• The policy governs public accessibility of information in the Bank’s possession. The Bank allows access to any information in its possession that is not on a list of exceptions.

• Documents such as EMF, all EIAs and EMPs will be disclosed both by the Borrower and the Bank.

• The policy requires the Borrower to consult Project Affected People and local NGOs through various phases of the project cycle. It requires that groups being consulted be provided on-time, comprehensible and easily accessible information.

For each sub- project road, comprehensive consultations have been/are being carried out during the planning and design stages, to determine the baseline conditions and issues; locally viable mitigation measures for addressing environmental impacts; consensus on engineering designs especially where realignments and bypasses are concerned and to provide for community and stakeholder involvement in designing sub-project propositions.

• Consultations during the screening exercises.

• Where reports from the consultations have been found to be insufficient, the Bank has provided further guidance for additional consultations with regard to ensuring representativeness in both number and categories of stakeholders, prior notification and methodology to adopt in order to ensure usefulness of the consultations in terms of design, planning, implementation, supervision and maintenance of the road corridors under the project.

• Consultations seeking consensus on road engineering designs where realignments and bypasses are proposed.

• Make EA summary available in public domain (in local language) before project appraisal.

E.A.5 Potential Environmental Issues and Impacts

21. Based on the findings from the screening exercises carried out for all roads, assessments for five sub-projects and preliminary assessment for remaining four sub-projects, the environmental category for the project has been classified as ‘A’. The following section summarizes the likely environmental impacts that could arise and presents possible ways of addressing them:

E.A.5.1 Probable Adverse Impacts

22. The proposed expansion of the project roads and associated improvement works is likely to create adverse environmental impacts, particularly in case of road corridors that will involve realignments and bypasses, requiring land beyond the existing right of way (RoW). The direct, indirect and induced adverse impacts resulting as a result of upgrading of the project roads (Component 1) may cause adverse environmental impacts in the project area. The proposed expansion of the project roads and associated rehabilitation works will have varying levels of impacts on the surrounding environment.

23. Project activities, if not properly managed and mitigated, could have adverse environmental impacts. These may include:


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a) Felling of roadside trees;

b) Adverse impacts on water resources (water bodies/public water supply sources);

c) Impairment to or worsening of the local/regional drainage;

d) Issues related to cutting of slopes and management of debris (for hill/mountainous roads)

e) Construction phase impacts, including those related to camp site operation, pollution from plants, machinery, and vehicles and disposal of debris/other construction wastes;

f) Potential impacts on material sources and common property resources located along the road;

Likely Impact of Project Interventions on Roadside Trees and Forest Land

S. No.

State Highway Stretch No. of Trees

likely to be Cut Forest Area

Diversion (in hac.)

1. Andhra Pradesh NH-516E Bowada to Vizianagram 3596 0

2. Andhra Pradesh NH-516E Paderu to Araku 1964 0.64

3. Andhra Pradesh NH-516E Koyyuru to Paderu* 1495 70.41

4. Himachal Pradesh NH-707 Poanta Sahib to Gumma 1365 28.76

5. Himachal Pradesh NH-707 Gumma to Fediz 86 14.41

6. Himachal Pradesh NH 70 Hamirpur to Mandi* 7000 61

7. Rajasthan NH-158 Ras-Beawar-Mandal 1077 13.42

8. Uttar Pradesh NH-730C and 731K

Bewar to Pilibhit* 8919 Survey in Progress

9. Uttar Pradesh NH-92 Bewar to Ettawa* 2892 Survey in Progress

Total 28,394 188.64

Note: Numbers stated are based on the preliminary estimates. To be reconfirmed after finalization/ rationalization of designs based on recommendations from the corridor-specific EIAs.

g) Impact on environmentally sensitive receptors (such as schools and health facilities) located along the road corridors from increased noise and air pollution during the construction and operation stages; and

h) Potential for poorly planned or managed development induced by the improved roads.

24. Uptake of fertile agricultural land, increased traffic from upgraded roads causing safety concerns for road-users and road-side residents, occupational health related risks faced by construction workers and construction stage nuisances such as dust and noise are a few other adverse impacts that are likely to arise on account of planned project interventions. Potential long-term impacts could include changes in land use patterns (from agriculture, natural habitats to real estate, or other non-farming purposes) and changes in occupational patterns.

25. More so, diversion of forest land is required for widening of the road for sub-projects such as NH-516E, NH-158, NH-70 and NH-707. For the other sub-projects (NH-92, NH-730C and NH-731K), plantation along the avenue declared as ‘protected forest’ will also be affected due to cutting of trees for proposed road expansion/upgrading.

26. By and large, no roads have been proposed for financing in ecologically sensitive habitats such as national parks, tiger/elephant reserves and sanctuaries, except one bridge in NH-92 (Uttar Pradesh) that crosses over a protected area in River Chambal. However, the presence of wildlife habitats


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and/or crossings outside the protected environs has been identified in some cases. In case of NH-707 and NH-516E, the impact on wildlife in forest areas along/close to the road needs to be addressed through appropriate measures in the engineering design and through enabling provisions in the contract documents to avoid any unwarranted issues during the construction stage.

27. If not properly designed, improved roads could also have safety concerns during the operation phase, especially since design speed improvements are a key desired outcome of the project.

28. No significant change in the macro-climatic parameters (precipitation, temperature and wind) is envisaged due to the project but cutting of roadside trees, laying of paved surface and other construction activities are likely to temporarily affect the micro-climate.

29. India is the 6th most vulnerable nation to climate change impacts, according to a risk index released at COP23 by Berlin-based NGO German watch. In 2016, the country reported the highest number of deaths due to extreme weather (2,119 fatalities) and suffered losses of more than INR 1.4 trillion (USD 21 billion) in property damage. This is almost 1% of India’s GDP of USD 2.5 trillion, and almost equivalent to the country’s whole health budget. It is important to ensure that the transport infrastructure that is created is resilient to the impacts of disasters and climate change induced extreme events. Already, many of the roads and bridges across the country get washed away during floods and sudden cloud bursts causing loss of critical road access to communities and costly repairs of the road infrastructure. The service life of the roads subjected to such events is also low, necessitating frequent reconstruction and maintenance. Weaknesses in engineering designs, construction quality and inadequate maintenance of the existing road network exacerbate the impact of climate/natural disaster events. Unless these aspects are addressed through appropriate infrastructure planning and engineering design in the on-going/new highway programs of the GoI, roads and highway infrastructure stand an increasing risk of losses and damages from these future weather-related events and disasters. Current IRC codes and guidelines do not adequately incorporate these aspects in planning and design. It may be useful to pilot construction of such climate resilient roads along with the use of new materials or technology and monitor the performance so that these aspects can then be mainstreamed into road construction.

30. Pavements are still designed traditionally, without the use of alternate materials. Consequently, natural resources required for road construction such as soil, aggregates and sand are becoming scarce – and increasingly being brought in over large distances from the construction site, leading to spiraling construction costs. The externalities associated with these could be minimized by use of local and marginal materials and industrial byproducts and green technologies by appropriately integrating them into the design of pavements and embankments. This can also generate economic benefits (up to about 25 percent reduction in construction cost specifically in areas where good quality stone is not locally available).

31. The details on the specific nature, magnitude and scale of such impacts are covered in the analysis/assessment (EIA) for five sub-projects, for design/DPRs have been prepared. For the remaining four road corridors, the same will be presented in the sub-project EIAs and EMPs once the engineering designs/DPRs are prepared and associated field assessments as part of environment impact studies are completed.

E.A.5.2 Potential Positive Impacts

32. The proposed project will contribute to positive economic growth both locally in the project area and at the regional level by removing barriers to connectivity. Since most of the sub-projects serve as lifelines in the backward/less developed areas, the over-all positive project outcome of the project is expected to be beneficial.

http://germanwatch.org/en

https://www.imf.org/external/pubs/ft/weo/2017/01/weodata/weorept.aspx?pr.x=31&pr.y=13&sy=2016&ey=2020&scsm=1&ssd=1&sort=country&ds=.&br=1&c=534&s=NGDPD%2CNGDPDPC%2CPPPGDP%2CPPPPC&grp=0&a=

https://timesofindia.indiatimes.com/business/economic-survey/economic-survey-says-indias-public-spending-on-health-well-below-global-average/articleshow/56897993.cms


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33. The project is expected to have positive impacts in terms of providing better connectivity and improved access to population in less developed or remote areas to more advanced socio-economic centers. Local businesses and inhabitants in the area of influence of the project roads as well as users of the project roads will be direct beneficiaries of the project. These people will have improved access to higher service level highways and transport services. Benefit will also accrue from the savings in travel time and transportation costs. Other expected positive outcomes of the project include improved access to a larger number of economic opportunities, better health services, facilities and higher levels of education, and improved road safety.

34. The strengthened human capital from enhanced habitation connectivity and increased access to employment centers is an important benefit that is expected from the project. Since a substantial part of the project road development is expected to be within the existing Right of Way (RoW), improvements are likely to outweigh the temporary disruptions to the surrounding environment.

Proposed Key Propositions (Part of Road Improvement Scheme)

S.No. State Highway Stretch Proposed

Bypass (No.)

Proposed Realignments

(No.)

Bus-Bays/ Stops

1. Andhra Pradesh NH-516E Bowada to Vizianagram 0 2 6

2. Andhra Pradesh NH-516E Paderu to Araku 2 12 17

3. Andhra Pradesh NH-516E Koyyuru to Paderu 2 TBC TBC

4. Himachal Pradesh NH-707 Poanta Sahib to Gumma 0 0 6

5. Himachal Pradesh NH-707 Gumma to Fediz 0 0 5

6. Himachal Pradesh NH 70 Hamirpur to Mandi 0 26 40

7. Rajasthan NH-158 Ras-Beawar-Mandal 3 11 23

8. Uttar Pradesh NH-730C and 731K

Bewar to Pilibhit 1 1 82

9. Uttar Pradesh NH-92 Bewar to Ettawa 1 1 19

E.A.6 Consultations with Key Stakeholders

35. Considering the importance of people’s participation in the project planning process, general public meetings, Focus Group Discussions (FGDs) and consultation with experts/institutions/departments were carried out at different levels during project preparation. The primary objective was to disseminate information about the project to the potentially affected and interested groups/individuals in order to incorporate their views and suggestions in the engineering design and in preparation of EMPs.

36. Consultations during feasibility/screening and environmental assessment stages have been conducted with the objective of involving local communities in the project planning and design (participatory planning). Follow-up consultations have also been held as a part of information dissemination and disclosure (on the engineering design propositions) to highlight the salient features of the project.

37. Key stakeholders consulted so far includes communities residing along the project corridor, Non-Governmental Organizations (NGOs); road users; local leaders, district and state government officers involved in the project, specifically those from Forest, Wildlife, Tourism, Agriculture and Horticulture Departments.


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38. Conforming to the Govt. of India’s Right to Information Act, 2005 and the World Bank’s Access to Information Policy, and to meet the project’s needs for an inclusive participatory process during various stages of the project (planning, design, implementation, supervision and monitoring), guidelines have been provided in the EMF. These were used for conducting consultations with key stakeholders as part of the environmental assessment process.

39. To ensure that consultations are useful to the affected groups, consultations are being conducted in an environment where participants, irrespective of social status, can express their opinions and preferences freely. Relevant material has been provided in a timely manner prior to the consultations in a form and language that is comprehensible and accessible to the groups that are participating in the consultations.

40. Nearly 100 local and district level consultations have been carried out so far across the proposed project corridors, with a majority of these in the five sub-projects for which designs/DPRs have been firmed-up. Consultations, specifically for the two segments in Uttar Pradesh and additional meetings for one road in Himachal Pradesh (Hamirpur-Mandi) and one in Andhra Pradesh (Koyyuru

to Paderu) are currently underway.

41. The issues discussed in the meetings held so far included: challenges and issues with the existing road infrastructure, widening and road improvement options, facilities to be provide, employment opportunities, shifting of religious structures and likely impact on other common properties, accidents and road safety issues, drainage, likely impact on water sources and sensitive receptors, possible/acceptable mitigation measures etc. The suggestion given by the community has informed project preparation and has been incorporated in the engineering design and EIA/EMP, as appropriate. Such consultations will continue during the implementation phase of the project as well.

42. Over-all, the consultations have helped in:

a) Learning about the community needs and preferences with respect to the project objective that seeks improving connectivity through widening and rehabilitation of selected national highway segments

b) Discussing the environmental implications/impacts that might be associated with the suggested alignment or bypass option along with the possible impact mitigation measures

c) Identification and agreement on alignment options that have relatively lesser impact on people and environment

d) Determine the main pillars of a communication/consultation strategy that will be adopted through the project implementation phase

43. Stakeholder consultations form a crucial part of all development projects, including infrastructure and will be carried out as a continuous process through the project cycle. Ensuring an open and transparent information exchange about the project early-on in the project cycle lays a good foundation for an inclusive and participatory implementation process.

E.4.7 Analysis of Alternatives

44. GNHCP is a road upgradation and improvement project involving existing National Highways. No new/green field alignments are being proposed except realignments and some bypasses to improve the geometrics of unsafe stretches and avoid congested human settlements. Hence, the scope for alternatives in terms of alignment selection are limited.

45. However, an analysis of possible alternatives related to alignments in case of bypass and


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realignments, application of various types of cross-sections (in sections with settlements, sensitive features and other constraints) and choice of materials and technology was also attempted as part of the EA exercise to arrive at technically and environmentally best-fit design. Furthermore, the assessment considered for exercising ‘analysis of alternatives’ also included “with” and “without project” scenarios.

46. Alternatives to avoid, minimize and/or manage impact on large trees, religious and community assets, water bodies, sources of water supply and environmentally sensitive areas such as forest land, biodiversity/wildlife, erosion prone areas, water logged sections and lower GHG footprint options were also considered and integrated into the designs/DPRs.

47. The alignment of constituent road links for five corridors was selected after finalization of these alternatives. The same will be carried out for the four remaining road segments, where designs and associated comprehensive Environmental Assessments are being currently firmed-up.

E.4.8 Key Principles for Minimizing/Managing Adverse Impacts

48. The over-all environment management strategy for the project involves: (i) an Environment Management Framework (EMF) for the over-all project to guide each key stage of the project cycle; (ii) Environment Screening to identify key issues including those related to biodiversity/wildlife and consider those in the selection and design of sub-projects and; (iii) preparation of Environmental Impact Assessment (EIA) along with preparation of Corridor-specific Environment Management Plan (EMP) for each sub-project to be financed under the project. An independent review of these documents has been/is being conducted concurrently by the Project Management Consultants (PMC) (appointed for NHIIP, also financed by the World Bank and currently under implementation) in order to ensure compliance with the World Bank Safeguard policies.

49. In order to avoid and minimize adverse environmental and social impacts at sub-project level, the following principles are being adopted for alignment finalization:

a) The proposed right of way for bypasses will be 30 meters if the projected traffic is less than 15,000 PCUs in 2030 and 45m if the traffic is more than 15,000 PCUs in 2030.

b) The alignment as far as possible will be confined to the available/existing right of way in forest areas. In case of exception, both options (within the existing right of way and the alignment proposal with forest land diversion) would be analyzed before a final decision is made.

c) The corridor of impact (CoI) for the project will broadly range between 15m to 18 m to fit the typical cross sections, space for drains, roadside furniture and utilities. However, in specific locations, CoI of less than 15m will also be considered to minimize the impact on environmental and social features. Whereas, in urban areas, if the available land width is found more than the required to fit the cross section, entire available space may be paved from building line to building line to facilitate parking, provision of utility ducts etc.

d) Decision on bypasses and realignments is to be taken based on a comparison of options with or without the proposed change in design on a case to case basis.

50. Biodiversity protection and management also forms the core of the over-all environment management approach in the project. There are two key elements of this strategy: (i) avoidance of impacts on critical/ecologically significant natural habitats through a carefully designed screening mechanism and; (b) comprehensive assessment and appropriate design of remaining sub-projects in cases where some diversion of forest land is required and/or where some wildlife corridors/habitats are involved.

51. The above principles have been adopted in the design preparation and finalization of DPRs for five national highway corridors and will be followed for the remaining four roads under Component 1 of the project.


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E.A.8 Measures to Avoid/Minimize and Mitigate Environmental Impacts

52. The key mitigation measure for the impacts on trees is the provision of compensatory afforestation of at least twice the number of trees cut, in compliance with the Forest (Conservation) Act, 1980, which would be executed by the Forest Department of concerned state.

53. In addition to this, the Environmental Management Plans (EMPs) provide for measures addressing construction-stage impacts such as: (a) air and noise pollution including dust generated from material transport, crushers, and asphalt plants; (b) water and soil pollution from spills of fuel, lubricants, and construction camp wastes; (d) operation and rehabilitation of borrow pits, quarries, and construction camps; (e) traffic safety and management; (f) worker’s health and safety and; (g) debris management.

54. Slope stabilization measures using vegetative material have been proposed as part of design interventions to reduce soil erosion, siltation of water bodies and road maintenance cost apart from improving road aesthetics.

55. Saving water bodies/ponds adjacent to the roads, where these are in use has been included as part of the engineering design. Other mitigation measures include the provision of toe wall protection for selected water bodies and provision for compensating the storage volume, in case such protection is not possible (so far no such cases are there in the five road corridors where designs have been finalized and it is unlikely to occur in remaining four roads based on preliminary assessment that has been carried out). Additional enhancement measures are proposed for selected locations identified along each road.

56. Since the project focuses on the safety of road users among other aspects, design of the roads already includes special provisions close to the settlements like traffic calming measures with signage, pedestrian crossings and other such required interventions. In addition, safe road use orientation training for people, especially children, living in the project area and in schools along the proposed roads is also envisaged.

57. The identified potential adverse impacts can be largely mitigated through engineering designs, good construction practices accompanied by site-specific mitigation measures. These environmental management measures have been made part of designs/DPRs. For impacts that are to be directly undertaken by the Contractor, relevant portions of the Environmental Management Plan form a part of the bidding/contract document. A stylized typical EMP with impacts mitigated through key stages of the project cycle, their supervision and monitoring as well as reporting requirements, is provided as Annex 1 to Part A of this Executive Summary.

58. Further, integration of environmental concerns, specifically resource efficiency, green road elements and climate resilience within the design has been an innovative feature of the project design. It has had clear benefits, for instance, with respect to use of alternative material – such as ash from power plants for the construction of embankment wherever it was found to be appropriate. A total of 10,17,627 cu.m. of fly ash will be used in the project, replacing the need for borrow earth of the same quantity.

59. A total of 2,57,905 cu.m. of recycled material from roadway cuts will be used in the project resulting in corresponding reduction in requirement of natural resources typically required for construction. The environmental contribution to the project has also helped in utilization of 29,76,710 cu.m of materials from roadway excavation and hill cutting.

60. Climate change related impacts have been identified and where possible suitable mitigation measures are included as part of the design.

61. Surface runoff that may increase due to increase in the paved surface and overloading of existing drainage facilities can create localized flooding or water logging. For this, improvement of both


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longitudinal and cross drainage shall be done to avoid such problems. Additional culverts have been designed to minimize erosion/flooding impacts. This includes provisions of cross drainage structures in place of causeways. Water harvesting structures have been included in the project design for ensuring groundwater recharge along all roads. Recharge pits for runoff water shall be constructed to facilitate the infiltration of water into the ground.

62. Bio-engineering measures have been integrated into design, specifically to manage the risks of failure from cut slopes and damage caused by construction debris during development of hill roads.

63. Other mitigation/enhancement measures such as the option of solid/vegetative noise barriers for sensitive receptors and avenue tree plantation (in addition to compensatory afforestation) have been suggested for implementation.

Project Road Recycled Asphalt

Pavement Flyash Lime CTSB

Use of Waste Plastic

Excavated material from site

Reduction in borrow area soil

Bio engineering

Rajasthan: Ras-Beawar-Mandal

⚫ ⚫ ⚫

⚫ ⚫ ⚫

H.P.: Paonta Sahib-Gumma-Feduz

⚫ ⚫ ⚫

⚫ ⚫ ⚫

H.P.: Hamirpur-Mandi ⚫

⚫ ⚫

U.P.: Bewar-Etawah ⚫ ⚫

U.P.: Bewar-Pilibhit ⚫ ⚫ ⚫ ⚫ ⚫ ⚫

A.P.: Koyyuru-Paderu ⚫

⚫ ⚫ ⚫ ⚫

A.P.: Paderu-Araku ⚫ ⚫ ⚫

⚫ ⚫ ⚫

A.P.: Bowdara-Vizianagaram

⚫

⚫ ⚫ ⚫ ⚫

64. In summary, the designs confirm to the relevant codes of the Indian Roads Congress and include green road aspects of natural resource efficiency, use of local materials and stabilization (cement, lime) techniques, use of cut material for embankment filling and pavement layers, use of industrial by-products/wastes (fly ash, plastic), recycling (asphalt and granular pavement), use of bio-engineering solutions (for treatment of embankment slopes and rehabilitation of dumping sites), water conservation (redevelopment/enhancement of ponds, water harvesting structures, water channelization structures to protect stream bed and store storm runoff), treatment/s for landslide zones, borrow area rehabilitation, plantation and use of renewable energy sources for lighting (solar).

65. Corridor specific EMP’s have been prepared in line with the EIA findings for five out of the nine proposed national highway segments. The EMP includes mitigation/management measures to address the environmental impacts and have been incorporated in the bid documents. The EMPs are provided with the necessary budget to carry out the required environmental works and monitoring.

66. The sub-project specific EMPs that have been prepared for GNHCP are specific to the site conditions and proposed engineering interventions. They clearly and concisely describe adverse impacts, selected management measures to bring it to an acceptable level and timelines for implementing


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the given measures. They cover the following:

a) Potential Adverse Impacts Identified and Mitigation measures to be adopted, together with

conditions within which one or other measure would apply and their integration with phases

operations of road construction – Design, Pre-construction, Construction/ Implementation

and Operation

b) Enhancement plans for positive impacts

c) Monitoring Plan with indicators, mechanisms, frequency, locations,

d) Budgetary allocations for all the above activities

e) Institutional arrangements for each activity and mitigation measures

f) Implementation schedules for each activity and its integration with the sub-project

implementation timelines

g) Reporting procedures, including for redressing grievances related to environmental issues

E.A.9 Institutional Arrangements for Environmental Management

67. The environmental management requirements/guidelines/plans need to be applied and implemented at all stages of the project. This requires an institutional mechanism to deal with various processes and requirements at each stage. Within the institutional framework proposed for the project, preparation, implementation, supervision and monitoring of environment functions, particularly the Environment Management Plans (EMP), will be carried out at the three levels - national center, state level and the project/community level with an inbuilt mechanism for coordinating activities between the said levels.

E.A.9.1 Implementation Structure

68. The implementation arrangements for GNHCP will be the same as that for the ongoing World Bank funded National Highways Interconnectivity Improvement Project (NHIIP). The Externally-Aided Projects Cell (EAP-Cell) at MoRTH, supported by a Project Management Consultants (PMC), will have the overall project implementation responsibility.

69. At the central level, the Chief Engineer, Externally Assisted Projects (CE, EAP), MoRTH, Govt. of India will be responsible for the over-all implementation of EMF, EIAs and EMPs. The CE, EAP will have all delegated administrative and financial decisions regarding the implementation of the project as well as environment management and safeguard related functions. CE (EAP) will be assisted by a team comprising Executive Engineer (EE) designated as an Environment and Social Officer (ESO) and a suitable number of technical and secretarial staff. The EE will ensure that all project activities are complied with as per the EMF and EMPs.

70. MoRTH will engage a Project Management Consultant (PMC), which will include an Environment Specialist, to work with the CE, EAP’s team. The PMC will be responsible for training, guidance, and recommendations for handling policy and implementation issues at the state and sub-project levels to comply with the EMF and requirements laid out in the EMPs. The PMC will also be responsible for quality assurance and monitoring the DLIs.

71. At the state level, the National Highways (NH) divisions in the state Public Works Department will be responsible for the project execution. In each such Project Co-ordination Unit, there will be an Environment/Forest Officer who will coordinate the preparation/implementation of EMPs. He/she will ensure that these comply with requirements laid out in the EMF for GNHCP and are implemented in accordance to provisions laid out in the contract documents.


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72. Finally, for each project road, a Project Site Team (PST) or Project Implementation Unit (PIU) will be responsible. The PST, to be headed by Executive Engineer, will oversee day to day implementation of environment, health and safety plan, including on issues pertaining to tree cutting, plantation works, utility relocation and worksite safety management.

73. Supervision consultants to be engaged by MORTH will provide the regular supervision and administration services. The Construction Supervision Consultant/Independent Engineer’s team will have Environment and Safety personnel for day-to-day supervision and monitoring. The Environmental and Safety Officer on the Contractor’s team must ensure compliance with the environmental contractual clauses and will report on progress or challenges to the Construction Supervisory team, as per the requirements/obligations stated in the Contract Document.

74. Independent Quality Assurance Consultants (QAC) would be engaged to oversee the quality of the green national highway upgrading contracts, including environment management, health and safety related aspects. This will determine whether the sub-projects are complying with regulatory performance standards. It entails a systematic, documented and periodic review of project implementation and could be a useful tool to improve project management performance on EHS aspects.

E.A.9.2 Readiness Criteria, including Disclosure of Documents

27. The civil works contracts will be taken up for procurement based on a set of Readiness Criteria to avoid a variety of slippages that have routinely affecting similar projects. Use of such a filter is expected to minimize delays in sub-project implementation in the post-award phases and serve as an incentive to participating states to expedite various preparation and pre-construction activities under their jurisdiction. The Readiness Criteria includes a combination of technical, environmental, social and statutory requirements, which would have to be met prior to key procurement events, i.e., invitation of bids and award of contracts, as listed below:

Prior to Invitation of Bids

1) Final Detailed Project Report (DPR) is approved by MoRTH 2) Application for Forest Land diversion is submitted to the Forest Department. 3) Tree Cutting estimates are prepared and sanctioned by MoRTH 4) All estimates of the line agencies involved with shifting of utilities are approved by MoRTH 5) General Arrangement Drawings for RoB (if any) is approved by the Railways 6) 3D notification for acquisition of land is published. 7) EMP provisions are integrated in the Bidding Document/Schedules

Prior to Award of Contract

1) Safeguard documents/instruments, cleared by the Bank, along with the translation of executive summary in vernacular, are disclosed at least 120 days before award of works

2) Permission for forest land diversion is obtained 3) Consultancy contract for RAP-implementation awarded and its personnel mobilized 4) Supervision Consultancy Contract is awarded, and its personnel mobilized 5) Compensation for land owners and R&R assistance to eligible PAPs paid for milestone 1 6) Milestone 1 is made encumbrance-free

E.A.9.3 Monitoring Arrangements for Effective Environmental Management

75. In order to ensure that the proposed mitigation measures have the intended results and comply with GoI and World Bank requirements, the EMF prepared for GNHCP provides guidance on developing an environmental performance monitoring program. The monitoring program consists of performance indicators, reporting formats and necessary budgetary provisions, most of which


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have been embedded in the estimates for civil works. For each environmental indicator, the plan specifies the parameter/s to be monitored, location, frequency and duration of monitoring. It also specifies the applicable standards, implementation and supervision responsibilities.

76. The application and implementation of EMF/EMPs will be closely monitored (using parameters that would be prescribed in the EMPs) by qualified specialists (including those on the Independent Engineer’s team) who will report on a regular basis. Independent Quality Assurance Consultants (QAC) will evaluate the level of compliance with environment, health, and safety requirements and will share a holistic report once in every six months. Further, a comprehensive assessment report on environmental performance will be prepared by MoRTH at mid-term and end-term.

77. The project will develop electronic Project Management System (ePMS) that will help monitor physical and financial progress, backed with real time photos showing key construction aspects along with EMP/EHS compliance.


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Annex 1

Environmental Aspects and Management Measures Considered for GNHCP

A. Addressing Environmental Concerns during DPR Preparation

S.No. Activity Aspects to Consider Measures to Address Concern/Issue

A. Road Construction

1.0

Environmental Inventory

Trees • Inventory preparation of all key environmental features

• Avoidance, design modifications to minimize adverse environmental impacts

• Incorporating community concerns into finalizing alignment

Forests

Wildlife Sanctuary/ National Park/ Notified Protected Areas

Rivers / water crossings

Water bodies

Wetland

Grazing lands

Cultural properties

Utilities

Community facilities

Major junctions

2.0 Detailed Surveys

Geological, geo-technical studies

• Stability analysis and measures to address slope instability, bridge works, etc.

• Detailing of features Topographical surveys

Hydrological surveys in flood prone areas

• Identification of flood prone areas and measures to avoid afflux

• Identification of use of land

3.0 Identification of material sources

Borrow material

• Utilizing alternative materials

• Minimize requirements through design modifications

• Location criteria

Quarry material • Utilizing alternative materials

• Material extraction from existing quarries

Water availability

• Identification of community/private sources

• Scheduling construction to suit water availability

• Utilizing community water sources without conflict of uses

Water bodies • Provision of silt fencing

• Rehabilitation of water bodies

Stability of slopes • Measures for slope stabilization

Soil erosion • Erosion control measures

Land use changes • Land use control measures adjacent to road


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Agriculture lands

• Avoid setting-up construction camps, borrow areas

• Conservation of top soil (if unavoidable)

• Site restoration after construction

Cultural properties • Avoidance through design modifications

• Planning for Relocation & rehabilitation

Common Property Resources

• Avoidance through design modification

• Planning for Relocation of consultation with community

Drainage • Provision of adequate number of Cross

Drainage Structures

Trees • Compensatory plantation and arrangements

for roadside plantation

Forest areas

• Avoidance through design modifications

• Environment Management Measures during construction

Natural Habitats • Avoidance through design modification or

formulating additional measures for avoiding impacts

5.0

Precautionary measures during construction to avoid environmental impacts

Top soil • Stockpiling of topsoil and its preservation

Construction sites

• Provision of pollution control measures

• Measures to ensure public and worker’s health/safety

• Water Management

Construction camps

• Criteria for identification of sites and Infrastructure arrangements

• Safe disposal of all wastes

• Enforcement of pollution control measures

Borrow areas • Arrangements with land owners to include

redevelopment

Quarry areas • Rehabilitation of quarry areas if new quarries

are opened

Public/workers health & safety

• Personal Protective Equipment to be provided

• Public safety at construction sites to be undertaken

• Measures for worker’s health & hygiene at construction camps

6.0 Consultations with community

Land for borrowing • Agreement to include borrow area

rehabilitation

Water for construction • Agreements with owners/community for

utilizing water

Site for construction camps

• Rehabilitation of the land after construction


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Removal of trees • Compensation for the trees cut

• Relocation costs to be covered in the project

• Relocation costs to be covered in the project

Traffic during construction • Provision of alternate routes or prior notice to

the users

7.0 Finalization of alignment

Concerns of community • Community concerns to be incorporated

Environmental impacts identified

• Impacts identified are to be mitigated by incorporation of provisions as per guidelines

Design aspects • Impacts that can be mitigated through design

modifications should be incorporated

8.0 Preparation of detailed drawings

All concerns/impacts identified

• Designs for enhancements and mitigation measures including cost provisions

9.0 Monitoring All environmental aspects identified

• Monitoring implementation of environmental measures

B. Environmental Concerns to be Addressed during Execution of Works

S.No. Activity Impact/s Measure/s

A Pre-Construction Stage

A1.0 Alignment marking None • Co-ordination with Revenue Department

A2.0 Relocation of utilities

Disruption of services of current use

• Identification of relocation site in advance

• Scheduling the activity in consonance with the community usage pattern

A3.0 Tree Felling Compliance with Forest Act in case trees are on forest land (Roadside trees are notified Protected Forests in states like Uttar Pradesh and Rajasthan)

• Avoid felling of trees with nests and those used for perching by birds

• Avoid felling during nesting season

• Prior clearance from Forest Department

Loss of canopy and warming effect

• Compensatory plantation

A4.0 Clearance of land Impact on standing crops • Scheduling of activity and coordination

Impact on cultural properties • Relocation of the cultural properties

Impact on natural habitats • No clearance of vegetation beyond proposed RoW.

A5.0 Diversion of forest land

Compliance with Forest Act • Activity scheduling to avoid delays, conformance to legal requirements

Impact on vegetation • Precautionary measures during construction in forest areas

Pollution from construction activities

• Precautions while operating equipment/machinery

A6.0 Transfer of land ownership

Grievances from community • Addressal through Grievance Redressal Mechanisms & Consultations


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A7.0 Location of Storage Yards, labour camps, and construction sites

Pollution from construction camps, storage yards & labour camps

• Location criteria to be adopted

• Obtain NOC from State PCB

Pressure on local infrastructure • Infrastructure arrangements to be as per EMF/EMP guidelines

A8.0 Procurement of equipment and machinery

Machinery likely to cause pollution at settlements and natural habitats

• Machinery to be procured shall be in conformance with emission standards of CPCB

Safety concerns in machinery operation

• Safety equipment for workers

• Tool box talks

• Training on safe operations

A9.0 Identification and Selection of Material Sources

Conflict of uses in case of water • Consultations and arrangements at individual/community level

• Documentation of agreement

Borrowing causes depressed lands

• Consultations and arrangements at individual/community level

• Documentation of agreement

Pollution due to material extraction from borrow and quarry areas to surrounding environment

• Precautionary measures during siting of borrow areas and quarry areas

Disturbance to Natural Habitats • Avoidance of location of material sources in Natural Habitats

A10.0 Identification of designated locations for waste disposal

Pollution due to location close to settlements, water bodies & other sensitive areas

• Site selection in conformance to criteria provided

B Construction Stage

B1.0 Site Clearance

B1.1 Clearing and Grubbing

Effect on roadside vegetation • Restricting movement of machinery/ equipment

Debris generation creating unsightly conditions

• Disposal / storage of grubbing waste and possible reuse

B1.2 Dismantling of existing culverts and structures

Generation of Debris creating unsightly conditions

• Disposal of waste and likely reuse

Flooding due to interception to drainage paths

• Provision of diversion channels and/or scheduling construction of culverts in dry months

B2.0 Planning Traffic diversions and Detours

Trampling of vegetation along traffic diversions

• Activity scheduling, identification of alternative track


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B3.0 Material Procurement

Loss of topsoil • Stripping and proper storage of topsoil

Formation of stagnant water pools due to borrowing/quarrying

• Rehabilitation plan for borrow areas & quarry areas

Illegal quarrying / sand mining • Conformance of quarries selected to the SPCB requirements, including quarry rehabilitation plans

Uncontrolled blasting at quarries

• Controlled blasting to the extent required. Conformance to blasting rules as per the Indian Explosives Act

B4.0 Transport of materials to site

Fugitive emissions from transport trucks

• Covering of material with tarpaulin or use of covered box trucks during transport

Dust emissions from haul roads • Haul road management

B5.0 Materials handling at site

B5.1 Storage of materials

Contamination to water sources, leaching into ground water

• Provision of impervious base to storage areas

B5.2 Handling of earth Dust rising and increase in particulate concentration in ambient air

• Use of dust suppressants

B5.3 Handling of fly ash Increase of particulate concentration and contamination of nearby areas

• Use of dust suppressants

B5.4 Handling of granular material

Risk of injury to workers • Use of Personal Protective Equipment

B5.5 Handling of bituminous materials

Leaching of materials, contamination of water sources

• Provision of impervious base at bitumen storage areas

Air pollution • Control of emissions from mixing

B5.6 Handling of oil/diesel

Contamination from accidental spills

• Prevention of accidental spills, affecting cleaning immediately after spill

Pollution due to incomplete burning

• Use of pollution control equipment

B5.7 Waste management

Littering of debris at construction site

• Waste to be disposed at disposal locations only

Contamination of surroundings due to runoff from construction site

• Prevention of runoff from entering water bodies

B5.8 Operation of construction equipment and machinery

Air and Noise pollution • Conformance to Emission standards and norms

Operational safety of workers • Conformance to Safety concerns of the road users and workers in operation

• First aid provision

• Mandatory provision of Personal Protective Equipment (PPE)


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B5.9 Movement of Machinery

Trampling of vegetation • Restriction of movement within ROW

Damage to flora • Minimizing impact on vegetation

Damage to road side properties • Minimizing impacts on private and common

properties, including religious structures

B6.0 Earthworks

B6.1 Cutting

Uncontrolled blasting in case of rock cutting

• Controlled blasting to be made mandatory

Loss of topsoil • Preservation of topsoil for reuse

Waste generation • Safe disposal of waste & possible reuse

B6.2 Embankment construction

Interruption to drainage • Drainage channels to be provided with culverts in advance to embankment construction

Dust Rising • Dust suppression with water

Excess water/material usage • Minimising height of embankment

Erosion causing impact on embankment/slope stability

• Slope stabilization measures as seeding, mulching & bio-engineering techniques

Formation of rills / gullies • Construction of temporary erosion control structures as per requirements

Contamination of water bodies/ water courses

• Control measures as silt fencing, vegetative barriers etc

• Avoiding disposal of liquid wastes into natural water courses

B6.3 Maintenance at construction camp

Collection of rainwater in construction camp

• Temporary drains during construction

Waste water from labour camp • Disposal of waste water into soak pits

Contamination of soil • Removal of oil / other chemical spills & wastes

B6.4 Cutting embankments of water bodies

Impact on the drainage flows in and out of the water body

• Restoration of drainage channels

Embankment stability • Design of slopes of the water bodies, slope protection etc

B7.0 Sub-Base and Base courses

B7.1 Granular sub-base Extensive extraction of quarry materials

• Use of locally available materials

B7.2 Wet mix macadam Extensive water requirement • Scheduling the activity in wet months

• Avoiding conflict of uses due to water extraction from construction

B7.3 Shoulders treatment

Movement of Machinery for compaction

• Restricting movement on adjacent lands


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B8.0 Culverts and Minor Bridge Works

Interruption to water flow • Provision of diversion channels

Pollution of water channels during construction

• Control of sediment runoff

Safety of Workers • Mandatory use of Personal Protective Equipment

B9.0 Surfacing

B9.1 Bituminous surface

Worker’s safety during handling of hot mix

• Mandatory use of Personal Protective Equipment

Damage to vegetation (burning/ cutting)

• No use of wood as fuel for heating bitumen

• Hot mix plant location on waste lands

Contamination due to bituminous wastes

• Safe disposal of bituminous wastes

Impacts on Air quality • Ensuring compliance of hot-mix plants with the CPCB emission standards

B9.2 Concrete surfacing for roads crossing built up areas

Contamination of surroundings due to concrete mixing

• Mixing concrete at designated locations away from habitation and agriculture lands

B10.0 Road furniture/ Signage

None • To be provided as per design

• Follow safety precautions during installation

B11.0 Shoulder protection Requires material extraction from quarries

• Use locally available material

• Ensure that all shoulders are clear of debris or construction materials

B12.0 Enhancements None • To be included in DPR

• Follow standard precautions during works

B13.0 Monitoring None • To be as per EMF/EMP

C Post Construction Stage

C1.0 Clearing of construction camps

C1.1 Dismantling of campsite

Waste generation at the construction site

• Disposal of waste at designated locations

• Restoration of site to original or better condition

C1.2 Campsite rehabilitation

Change of land use due to setting up of construction camp

• Campsite to be restored to its original condition as per the rehabilitation plan

• Restoration of top soil

C2.0 Clearing of Water Channels, side drains and culverts

Generation of debris and silt • Reuse in civil works as provided in the design/contract document

• Removal of debris and disposal at designated/pre-approved locations

C3.0 Rehabilitation of borrow areas

None • Top soil restoration, revegetation


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PART B

Social Impact Assessment and Resettlement Action Plan

1. The proposed sub-project roads located across four states and passing through 15 districts in varying geo-climatic conditions, are exposed to varying degrees of social risks. Some of the proposed upgrading and improvement works are also likely to be carried out in tribal dominated areas and through settlement sections.

2. Out of the identified nine roads under this project, surveys and designs of four (4) roads are in progress. Therefore, draft SIAs and RAPs for five (5) roads have been prepared, and the SIAs and RAPs for the remaining roads are under preparation in accordance with World Bank’s OP 4.12 and OP 4.10 and GNHCP’s R&R policy.

E.B.1 Objective of the SIA and RAP

3. The study has the following objectives:

a) Prepare a baseline database containing the social features and issues in the immediate vicinity of proposed roads

b) Identify structures likely to be affected by the widening/improvement proposal

c) Highlight the social problems and suggests general and typical mitigation measures to alleviate social problems that the project-affected people may face such as loss of livelihood, displacement and loss of access to community facilities etc.

d) Understand the policy and regulatory framework to guide development of appropriate management plans to ensure compliance with the applicable national and state requirements as well as policies of the World Bank

e) Carry out social impact assessment and develop Resettlement Action Plan to avoid, reduce or mitigate likely negative impacts of project and enhance positive impacts, sustainability and development benefits.

E.B.2 Scope of Study

4. The scope of the study includes:

a) Carry out Structure Verification Survey of the structures likely to be affected

b) Census and Socio-Economic Survey of the Project Affected Persons (PAPs) to get the base line information about the level of impact and to get the base line socio economic status of the PAPs

c) Preparation of Social Impact Assessment (SIA) report and Resettlement Action Plans (RAP).

E.B.3 Methodology Adopted for SIA/RAP

5. The SIA and RAP is largely based on primary data collected during field survey and is well supported by a review of available secondary data for preparation of baseline information. A Census and Socio-economic survey of the affected households were conducted for project roads. Project specific Census Survey and Socio-Economic Questionnaires were administered to assess the potential adverse social impacts with the objective to manage the social aspects of the subproject. The socio-economic survey analyzed the overall socio-economic characteristics of likely project affected persons based on sample socio-economic survey. Secondary data source includes Gazetteer of project districts and District Census Details of 2011.


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6. Stakeholder’s consultations were conducted with the community in project influence area, affected households, government departments and NGOs. Following steps were followed during the Social Impact Assessment and preparation of RAPs:

• Step 1: Ascertaining right of way through collection of records from revenue department

• Step 2: Identifying PAPs based on the final design

• Step 3: Conducting Census and Socio-economic Survey within the proposed ROW

• Step 4: Conducting stakeholder’s consultation

• Step 5: Preparing Resettlement Action Plan

E.B.4 Scope of Land Acquisition

7. The project requires private and Government lands for realignments, curve improvements and bypasses. It is estimated that about 242.58 ha land is required and is under acquisition through NH Act. Below table gives proposed RoWs and bypasses. The existing ROW of the project roads are not free of encumbrances. Using available records with NHAI/ Public Works Department (PWD) and the revenue department, R&R team have verified the boundaries of legal right of way as well as boundaries of private properties within and in the vicinity of the corridor of impact.

Project Road State Existing

ROW Proposed ROW

No. of Bypasses

Remarks

NH-707 (Paonta Sahib to

Gumma)

Himachal Pradesh

8m - 32.5m

For Four lane stretch (11.5

km)- 23.5 mtrs.

For Hilly stretch (83.4 km)- 18

mtrs.

None

Around 83.4 km of the project road passes through hilly terrain, so at this stretch the PRoW is 18 m and even lesser depending on the availability of land.

NH-707 (Gumma to Fediz)

Himachal Pradesh

24 mts. For Hilly stretch

(83.4 km)- 18 mtrs.

None Entire road passes through hilly terrain

NH-158 (Ras-Beawar-Asind-

Mandal) Rajasthan 30 mtrs

For road widening and realignments -

30 mtrs.

For Bypasses - 45 mtrs.

3 -

NH-516E Andhra Pradesh

12-24 mtrs

For road widening and realignments -

30 mtrs.

For Bypasses - 45 mtrs.

4 -

NH-730C & NH-731K and NH 92

(Bewar to Pilibhit Stretch)

Uttar Pradesh

30 mtrs Around 30 mtrs - -


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E.B.5 Applicable Legal and Regulatory Framework and Bank’s Operational Policies

8. A Draft Resettlement Policy Framework (RPF) has been prepared for the project which includes the Applicable acts, notifications, and policies relevant in the context of the project and Bank Operation Procedures on Involuntary Resettlement and Indigenous People. The Project Authority (MoRTH) will ensure that project activities implemented are consistent with the national, state, local regulatory/legal framework. The applicable regulatory framework is given below:

S.No. Acts/Notifications/

Policies Relevance to the project Applicability

National and State Acts and Policies

1 National Highways

Act, 1956

Land required for the project shall be acquired as per the provisions of this act.

Applicable to all sub-projects.

2 Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act, 2013 (RFCTLARR)

The act provides for a transparent process and fair compensation in land acquisition for public purpose and provides for rehabilitation and resettlement of land owners and those affected by land acquisition. It comprises four schedules that provide the minimum applicable norms for compensation based on market value, multiplier and solatium; resettlement and rehabilitation (R&R) entitlements to land owners and livelihood losers; and facilities at resettlement sites for displaced persons, besides providing flexibility to states and implementing agencies to provide higher norms for compensation and R&R.


3 Comprehensive guidelines issued by MORTH relating to LA under NH Act 1956

Dated 28th December 2017

Notification provides comprehensive guidelines relating to application of provisions of RFCTLARRA for lands acquired using NH Act 1956


4 The Street Vendors (Protection of Livelihood and Regulation of Street Vending) Act, 2014.

The Act aims to protect the livelihood rights and social security of urban street vendors in the country and thereby aid poverty alleviation efforts of the Government. The Act aims at fostering a congenial environment for the urban street vendors to carry out their activities without harassment from any quarter. It also provides for regulation of urban street vending and is uniformly and mandatorily applicable to all the States and Union Territories. Act will be relevant as many of the proposed activities such as network expansion, station development may lead to potential impacts on the livelihood of these vendors.



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5 Uttar Pradesh Direct Land Purchase Policy, 2015

Government of Uttar Pradesh has issued a Direct Land Purchase Policy in March 2015 with an objective of reducing the time and effort in procuring land through formal acquisition process. The land purchase policy is applicable for the state departments, autonomous bodies, development authorities, industrial authorities, different departments and PPP projects.

Applicable to all sub-projects in the state of Uttar Pradesh

6 The Provisions of the Panchayats (Extension to the Scheduled Areas) Act, 1996

One of the important provisions of this act states “the Gram Sabha or the Panchayats at the appropriate level shall be consulted before making the acquisition of land in the Scheduled Areas for development projects and before re-settling or rehabilitating persons affected by such projects in the Scheduled Areas.

Applicable to “Scheduled

Areas” specifically to sub-projects in

Rajasthan.

7 The Scheduled

Tribes and Other

Traditional Forest

Dwellers

(Recognition of

Forest Rights) Act,

2006

This law provides for recognition of forest rights to

Scheduled Tribes in occupation of the forest land prior to 13.12.2005 and to other traditional forest dwellers who are in occupation of the forest land for at least 3 generations i.e. 75 years, up to maximum of 4 hectares. These rights are heritable but not alienable or transferable.

Applicable specifically to sub-projects in Andhra Pradesh and

Rajasthan.

8 The Right to

Information Act,

2005

The Act provides for setting out the practical regime of right to information for citizens to secure access to information under the control of public authorities, in order to promote transparency and accountability in the working of every public authority, the constitution of a Central Information Commission and State Information Commissions and for matters connected therewith or incidental thereto.

Applicable to the project as a whole.

World Bank Policies and Guidelines

9 World Bank OP 4.12

– Involuntary

Resettlement

The project entails land acquisition though, at a low scale for widening, realignments, junction improvements, bypasses etc. It would also adversely affect structures used for various purposes, livelihood of people (mainly earning their livelihood by means of petty shops and providing various services). Many of them have been operating from the government land. Thus both title holders and non-title holders alike would be affected as a consequence of the project.



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11 OP 4.10 – Indigenous

Peoples

It has been found that Indigenous/ Tribal people would also be affected in some of the sub-projects whereas in some other sub-projects though tribal people would not be directly affected but are within the immediate influence zone of the sub-projects.

Applicable to

sub-projects in Andhra Pradesh and

Rajasthan.

12 World Bank’s Guidance note on managing the risks of adverse impacts on communities from temporary project induced labor influx, 2016

The document provides guidelines to address issues and risks arising from influx of migrant labor leading to gender-based violence, forced labor etc.

Applicable to all

sub-projects, specifically Himachal Pradesh

13 Bank Policy – Access to Information

The policy governs the public accessibility of information in the Bank’s possession. The Bank allows access to any information in its possession that is not on a list of exceptions. Documents such as RPF, all SIA and RAPs will be disclosed both by the borrower and Bank.

Applicable to whole project

E.B.6 Land Acquisition and Social Impacts

9. Out of the identified 8 roads, the designs for only 5 roads have been finalized. Project road widening and improvement works will have adverse impact on structures and land. The livelihood of people is also likely to be impacted due to the project activities. The potential adverse social impacts are discussed as follows:

a) Loss of fertile agricultural land b) Loss of structures used for residential, commercial and other purposes and associated loss of

livelihood i.e., loss of livelihood due to impacts on sources of earning c) Loss of other properties and assets such as boundary walls, hand pumps, bore wells, dug wells,

ponds etc. d) Disruption of livelihood due to clearing of RoW particularly, petty shop owners, squatters and

encroachers e) Loss of common property resources such as religious places, cremation places, water resources,

village gates, passenger shelters etc. f) Restriction of movement for pedestrians and cyclists g) Likelihood of increased accidents due to road widening h) Impacts on tribal population though in small number in certain project roads i) Possibility of gender-based violence arising from influx of migrant labor j) Possibilities of forced and child labor issues and k) Likelihood of spread of HIV/AIDS among construction workers and road side community.

10. Census survey of the affected households were conducted for 5 roads (as listed in Part A of this document) and it has been identified that RoW is not fully free from encumbrances and at many places it is encroached and squatted upon by the people for various purposes mainly, near habitations


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and in market places. The below table provides estimates based on the surveys done for 5 roads and the preliminary estimates available for balance 3 roads. A total of 242 ha will be acquired impacting about 2835 structures fully or partially and households about 6513. These numbers will vary based on completion of land surveys and census surveys for all the roads. The summary of impacts is given in below table:

Type of Impacts Rajasthan (NH 158)

HP (NH 707)

AP (NH 516E)

UP (NH 730C, NH 731K

and NH 92) Total

Private Land Acquisition (Ha.) 92.117 6.5854 122.88 31.0 242.58

Number of Private Structures affected

286 274 1259 1016 2835

Number of Households affected (Structures)

286 274 1889 4064 6513

Number of Project Affected Persons (PAPs) (Structures)

2047 938 8498 4064 15547

11. Upgrading of roads will also be undertaken in the tribal dominated areas in the project states of Andhra Pradesh for which the Indigenous People’s Development Plan will be prepared.

E.B.7 Consultation with Stakeholders

12. Consultations with stakeholders in project roads have been initiated/conducted in all project roads except in Uttar Pradesh, where these are currently underway. The different techniques of consultation with stakeholders were used during project preparation, viz., in-depth interviews, public meetings, group discussions etc. Public consultation has been carried out in this Project with the objectives of minimizing probable adverse impacts of the project through alternate design solutions (cross-sectional) and to achieve speedy implementation of the project through bringing in awareness among the community on the benefits of the project. Project affected people were informed about the proposed road development and potential impacts during consultations.

Project Roads Number of

Consultations Key Issues Raised

Himachal Pradesh

NH-707

(Paonta Sahib to Gumma)

32 • Adequate compensation should be paid for the loss of structure and land

• Safety provisions and retaining structures along the road should be included in the final design

• Proper drainage should be provided along the road

Rajasthan

NH-158

(Ras-Beawar-Asind-Mandal)

30 • Compensation should be paid at market rates instead of circle rates

• Safety signage should be marked in the residential areas

• Providing employment opportunities during project implementation

• Provision for bypasses at congested locations

• Safety measures like speed breakers etc. should be included in the final design


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Project Roads Number of

Consultations Key Issues Raised

Andhra Pradesh

NH-516E

25 • Fair compensation for lost structures

• Construction of houses for lost houses

• Impacts on irrigation systems and drinking water

• Risk of increased accidents

• Loss of Trees

• Disclosure of civil work schedules

Uttar Pradesh

NH-730C & NH-731K and NH 92 - Initiated/Underway; Numbers Awaited

E.B.8 Analysis of Alternatives and Minimization of impacts

13. For minimization of social impacts which includes impact on structure, land, accidents etc., various alternatives were considered to decide on the feasibility of the project and accordingly the design was finalized. Efforts have been made to minimize the adverse impacts of the project by (i) utilizing available ROW as much as possible, (ii) limiting the land width requirement at critical locations (iii) proposing different widening options (iv) adopting the principle of actual land requirements in open sections of project stretch instead of having a uniform land width throughout the road stretch, and (vi) provision of bypasses.

14. The analysis of alternatives has been done at two levels, firstly, the alternative analysis was done considering the “with and without project scenarios” which considered the potential social impacts, both positive and negative, of the sub-project. Secondly, an analysis of alternatives was done to decide on either widening of the existing road or proposing bypasses and realignments. At many stretches in 6 project roads, realignments have been proposed to minimize the impacts on structures. At many locations, taking into consideration the requirement in meeting the design standards for smooth flow of traffic and to minimize the risk of accidents, the final design has proposed for curve improvement. Based on analysis of alternatives, following widening options have been proposed in the project roads:

Project Roads Bypasses Remarks

NH-707 (Ponta sahib to Gumma) Nil Considering that 80% of the road passes through hilly terrain, curve improvement will minimize the risk of accidents.

NH-158 (Ras-Beawar-Asind-Mandal) 3

NH-516E 4 Considering that 90% of the road passes through hilly terrain, curve improvement will minimize the risk of accidents.

NH-730C & NH-731K & NH 92 Nil

E.B.9 Mitigation Measures

15. A Draft Resettlement Policy Framework (RPF) has been prepared by MoRT&H, Government of India for Green National Highways Corridor Project (GNHCP). This RPF includes resettlement and rehabilitation principles and approach to be followed in minimizing and mitigating adverse impacts likely to be caused by the project implementation, entitlement matrix, census and socio-economic


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survey, preparation of SIA and RAP, Indigenous Peoples Development Plans, institutional arrangements at Central, State and Sub-project levels.

S.No. Impact Entitled Unit Entitlement Details

A. Loss of Private Agricultural, Home-Stead & Commercial Land

1 Loss of Land

(agricultural, homestead, commercial or otherwise)

within the Corridor of Impact

(COI)

Affected family (Land owner/ Titleholder family and families with traditional land right/occupiers)

For all land acquired NH Act; or Direct Purchase or acquisition of missing land parcels/plot (MORTH circular dated 28th December 2017), Compensation/lease amount shall be calculated and payable in accordance with Sections 26 to 30 and Schedule I of RFCTLARR Act 2013

i. Partial Impact on Land: In case only part of any land plot is affected, and its owner desires the whole plot be acquired on grounds that the plot has become uneconomic or has been severed due to LA (under Section 94 and Note C), the competent authority can award compensation for remaining part of the plot or award 25% of actual value upto of the remaining land holding as additional compensation, allowing the owner to retain the remaining land plot, if agreeable.

For all land acquired NH Act; Rehabilitation and Resettlement Assistance as per Schedule II of Act 2013, including:

ii. If as a result of land acquisition, the Affected family becomes landless or is reduced to the status of a “small” or “marginal” farmer, assistance amount of Rs. 60 lakhs

OR

annuity policies that shall pay not less than two thousand rupees per month Per family for twenty years with appropriate indexation to the Consumer Price Index for Agricultural Labour.

There is no provision for job.

iii. Each affected family shall be given a one-time "Resettlement Allowance" of Rs. 60,000/- only.

iv. Refund of stamp duty and registration charges incurred for replacement land to be paid by the project; replacement land must be bought within a year from the date of payment of compensation to project affected persons

B. Loss of Private Structures (Residential/Commercial)

2 Structure within the Corridor of

Impact (CoI)

Title Holder/ Owner

i. Compensation in accordance with Sections 26 to 30 and Schedule I of RFCTLARR Act 2013

ii. Right to salvage material from affected structures

iii. Three months advance notice to vacate structure

iv. For those losing cattle shed, a one-time assistance of Rs. 28,000/- would be payable

v. For each affected family of an artisan or self-employed or own non-agricultural land, that is displaced and must relocate, a one-time assistance of Rs. 28,000/- would be payable; and

vi. One-time subsistence grant of Rs. 40,000/- for each affected family who are displaced and require relocating;


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vii. One-time financial assistance of Rs. 60,000/- for each affected family towards shifting/transportation cost for shifting of the family, building materials, belongings and cattle

viii. Refund of stamp duty and registration charges for purchase of new alternative houses/shops at prevailing rates on the market value as determined. Alternative houses/shops must be bought within a year from the date of payment of compensation

ix. In case of partial impact, 25% additional award to be paid on compensation award for the affected part of the structure to enable damage repair where the owner/occupier of his/her own will, interested to retain the remaining part of the structure, provided the unimpaired continuous use of the such structure is possible without hazards.

3 Structure within the

Corridor of Impact (CoI)

Tenants/

Lease Holders

i. Registered lessees will be entitled to an apportionment of the compensation payable to structure owner as per applicable local laws.

ii. One-time financial assistance of Rs. 60,000/- as transportation cost for shifting of the family, building materials, belongings and cattle (Schedule II of RFCTLARR Act).

iii. In case of tenants, three months written notice will be provided to vacate. In case three months’ notice to vacate structures is not provided, then three months’ rental allowance will be provided in lieu of notice.

C. Loss of Trees and Crops

4 Standing

Trees, Crops within the Corridor of Impact

(CoI)

Owners and beneficiaries (Registered/ Un-registered tenants, contract cultivators, leaseholders

&

sharecroppers

i. Cash compensation as estimated under Section 29(3) of Act to be paid at the rate estimated by:

• The Forest Department for timber trees

• The State Agriculture Extension Department for crops

• The Horticulture Department for fruit/flower bearing trees.

ii. Three months advance notice to project affected persons to harvest fruits, standing crops and removal of trees, or compensation in lieu as determined above.

Registered tenants, contract cultivators & leaseholders & sharecroppers will be eligible for compensation for trees and crops as per the agreement document between the owner and the beneficiaries.

Un-registered tenants, contract cultivators, leaseholders & sharecroppers will be eligible for compensation for trees and crops as per mutual understanding between the owner and the beneficiaries

D. Loss of Residential/ Commercial Structures to Non-Title Holders

5 Structures within the Corridor of

Owners of

Structures or Occupants of

For loss of House

i. Compensation at PWD BSR without depreciation for structure


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Impact (CoI) or Govt. land

structures (Encroachers, Squatters) identified as per Project Census Survey

ii. One-time subsistence grant of Rs. 41,000 or Rs. 41,000/- payable over a period of 12 months/ one year

iii. Shifting/transportation assistance of Rs. 60,000/-

iv. Encroachers shall be given three months’ notice to vacate occupied land or cash assistance at replacement cost for loss of structures.

v. Right to salvage the affected materials

For loss of shop, cattle shed3

i. Compensation at PWD BSR without depreciation for structure

ii. One-time rehabilitation grant of Rs. 28,500/- for reconstruction of affected shop given to artisans

iii. Shifting/transportation assistance of Rs. 60,000/-

iv. Encroachers shall be given three months’ notice to vacate occupied land or cash assistance at replacement cost for loss of structures.

v. Right to salvage the affected materials

E. Loss of Livelihood

6 Families living within the Corridor of Impact

(CoI)

Title Holders Titleholders:

Rehabilitation and Resettlement Assistance as per Schedule II of Act 2013, including:

i. If as a result of land acquisition, the Affected family becomes landless or is reduced to the status of a “small” or “marginal” farmer, assistance amount of Rs. 5.0 lakhs

OR

annuity policies that shall pay not less than two thousand rupees per month Per family for twenty years with appropriate indexation to the Consumer Price Index for Agricultural Labourers.

7 Loss of employment in non-agricultural activities or daily agricultural wages or other wage workers

Livelihood loser

Subsistence allowance equivalent to Minimum Wages/Minimum Agricultural Wages4 for 3 months

Only agricultural labourers who are in fulltime / permanent employment of the land owner, or those affected full time employees of the business, will be eligible for this assistance. Seasonal agricultural labourers will not be entitled for this assistance.

F. Additional Support to Vulnerable Group

8 Families within the Corridor of

Impact (CoI)

Vulnerable affected families

i. One-time Resettlement Allowance of Rs. 60,000/-

ii. Training for skill development. This assistance includes cost of training and financial assistance for travel/conveyance and food.

iii. Additional Subsistence Grant of Rs. 60,000/- for displaced families belonging to Scheduled Caste category.

3 Small shop includes commercial kiosks and shanties where business is carried out

4 As per rates issued by Department of Labor, Government of project state for different skills and trades


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iv. Displaced vulnerable households will be linked to the government welfare schemes, if found eligible and not having availed the scheme benefit till date.

G. Additional Assistance to Scheduled Tribe Families

9 Scheduled Tribe families within the Corridor of

Impact (CoI)

Affected Family i. One-time Resettlement Allowance of Rs. 60,000/-

ii. Training for skill development. This assistance includes cost of training and financial assistance for travel/conveyance and food.

iii. Additional Subsistence Grant of Rs. 60,000/- for displaced families belonging to Scheduled Caste category

iv. Displaced vulnerable households will be linked to the government welfare schemes, if found eligible and not having availed the scheme benefit till date.

H. Loss of Community Infrastructure/Common Property Resources

10 Structures & other resources

(e.g. land, water, access to structures etc.) within the Corridor of Impact (CoI)

Affected communities and groups

Reconstruction of community structure and common property resources, will be done in consultation with community

I. Temporary Impact During Construction

11 Land and assets temporarily impacted during construction

Owners of land and assets

i. Compensation for temporary impact during conversion e.g. diversion of normal traffic, damage to adjacent parcel of land/assets (crops, trees, structures, etc.) due to movement of heavy machinery and plant site

ii. Contractor shall bear the cost of compensation of any impact on structure or land due to movement of machinery during construction or establishment of construction plant.

iii. All temporary use of land outside ROW, would be done based on written approval/ prior approval landowner and contractor.

J. Provision of Resettlement Site/Vendor Markets

12 Loss of residential and commercial structures

Displaced titleholders and non-titleholders

i. Appropriate permanent housing with minimum specified floor area at resettlement sites providing basic services and other provisions laid down in Schedule III of RFCLTARR Act, 2013

ii. For a house is lost in rural areas, a constructed house shall be provided as per the Indira Awas Yojana specifications or equivalent cost of the constructed house in lieu, shall be payable, but not less than Rs. 50,000.

For a house lost in urban areas, a constructed house shall be provided, which will be not less than 50 sq mts in plinth area, OR if the family opts not to take the house offered, shall get a one-time financial assistance for house construction, which shall not be less than one lakh fifty


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thousand rupees.

iii. This provision in lieu of provision of alternative house shall be provided to all displaced families without discrimination including resident owners, occupant land assignees, long term lessees and displaced squatters

iv. The benefits listed above shall also be extended to any affected family which is without homestead land and which has been residing in the area as identified during Census survey

v. One displaced family will be eligible for only one land plot at resettlement site or shop in the vendor market

vi. Vulnerable PAPs will be given preference in allotment of shops in vendor market.

vii. The provision shall be extendable to mixed use structures fulfilling residential and commercial purposes in owner as well as untitled categories.

E.B.10 Gender Based Violence (GBV) Risk Assessment and Mitigation Plan

16. The purpose of establishing a Plan to Prevent Gender Based Violence (GBV) and Violence Against Children (VAC) is to introduce a set of key definitions, core Codes of Conduct, and guidelines that establish mechanisms for preventing, reporting and addressing GBV and VAC within the work site and in its immediate surrounding communities. The application of the GBV and VAC Codes of Conduct for project officials and workers shall help prevent and/or mitigate the risks of GBV and VAC on the project sites.

E.B.11 Stakeholders Engagement Plan (SEP)

17. Public information and consultation are essential for involving various stakeholders particularly, local community with reference to the proposed development initiatives. As a formal strategy to communicate with the project stakeholders throughout the life cycle of the project, the Stakeholder Engagement Plan (SEP) has been established. SEP as an initial guide shall assist Project Management Unit with managing and facilitating future engagement through the various stages of Project development, construction, operation and closure/rehabilitation.

E.B.12 Labor Management Procedure (LMP)

18. The Project’s Environmental and Social Assessment have identified key risks and impact associated with Project implementation, associated with workers as well as community health and safety, and the risk associated with labour impact. Throughout the Project, evaluation of risks and impact will be a continuous process with adequate measures and procedures to manage adverse impacts. Hence a tentative project specific Labour Management Procedure (LMP) is established covering all applicable labor laws and various terms and conditions for the Project contractors for effective labor management systems in the project.

E.B.13 Institutional Arrangements

19. Institutional arrangements for RAP implementation will include engagement of RAP Implementation Agency (NGO/ Consultancy Firm), designated R&R Officer at sub-project level, formation of District Level Replacement Cost Committee and Grievance Redressal Committee, appointed and or


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designated Land Acquisition cum Social Development Officer at State Level, and engagement of PMC and M&E agencies at Central Level. The PIU will be responsible for the project execution including RAP implementation. The RRO at respective PIUs will be responsible for the implementation of RAP at site and will assist Project Director at PIU and SDS at Central Level in all matters related to resettlement and rehabilitation.

E.B.14 Grievance Redress Mechanism

20. The GRC will be constituted by the Project Authority with the aim to settle as many disputes as possible on LA and R&R through consultations and negotiation. There will be one GRC for each PIU. The GRC will comprise five members headed by a retired Magistrate not below the rank of SDM. Other members of the GRC will include a retired PWD Officer (not below the rank of Executive Engineer), RRO, representative of PAPs and Sarpanch (Elected Head of Village) of the concerned village. Grievances of PAPs in writing will be brought to GRC for redressal by the RAP implementation agency. The RRO with support from RAP IA will make all possible efforts for amicable settlement. The RAP IA will document all cases brought to GRC and maintain the records of the proceedings of the grievance redressal committee meetings. The decision of the Grievance Committees will not be binding on the DPs and they will have the option of taking recourse to court of law, if s/he so desires at his or her own expense.

E.B.15 Monitoring and Evaluation

21. Internal monitoring will be carried out by the LA cum-Social Development Officer of Project Coordination Unit (PCU) with assistance from R&R officer and Resettlement Action Plan Implementation Agency (RAP) IA i.e. NGO/Consultancy firm whereas external monitoring and evaluation will be carried by the third party engaged for the purpose.