initial environmental examination - asian … environmental examination for doubling of ......

Initial Environmental Examination March 2011

India: Railway Sector Investment Program Hospet-Tinaighat Doubling Subproject Prepared by Ministry of Railway for the Asian Development Bank.

CURRENCY EQUIVALENTS (as of 15 March 2011)

Currency unit – Indian rupee (Rs) Rs1.00 = $0.22222

$1.00 = Rs 45.00

ABBREVIATIONS

ACF Assistant Conservator of Forest ADB Asian Development Bank EIA environmental impact assessment EMoP environment monitoring plan EMP environment management plan ESDU Environment and Social Development Unit GIS geographic information system GOI Government of India GHG greenhouse gases HFL highest flood level IBS Intermittent Block Station ICAR Indian Council of Agricultural Research IEE initial environmental examination IS Indian Standard IUCN International Union for Conservation of Nature Jn. junction (The term used by Indian Railways for the Stations where

two or more lines meet) LHS Left Hand Side MoEF Ministry of Environment and Forests MOR Ministry of Railways NAAQS National Ambient Air Quality Standard NE northeast NGO non-governmental organization NH national highway NSDP National Strategic Development Program NOx oxides of nitrogen PF protected forest PHC public health centre PIU project implementation unit PPEs personal protective equipments PMC Project Management Consultant PWD Public Works Department RDSO Research Design and Standards Organization R&R resettlement and rehabilitation RF reserved forest RHS right hand side RoB road over bridge RoW right of way RSPM respirable suspended particulate matter RuB road under bridge RVNL Rail Vikas Nigam Ltd.

SDP state domestic product SEIA summary environmental impact assessment SIEE summary initial environmental examination SO2 oxides of sulphur SOI Survey of India SWR South-western Railways SPCB State Pollution Control Board SPM suspended particulate matter SPV special purpose vehicle SSE P.Way Senior Section Engineer (Pathway) SW south west UNDP United Nation Development Program

WEIGHTS AND MEASURES

cum – cubic meter ha – hectare km – kilometer m – meter mm – millimeter

NOTE

In this report, "$" refers to US dollars. This initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

Initial Environmental Examination for Doubling of Hospet - Tinaighat Rail Section Railway Investment Program India (PPTA-4998-IND)

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TABLE OF CONTENT

0. Executive Summary ............................................................................................ 0-1 1. Introduction ......................................................................................................... 1-7

1.1. Project Background....................................................................................... 1-7 1.2. Stage of Project Preparation ......................................................................... 1-7 1.3. Purpose of the Report ................................................................................... 1-7 1.4. Extent of IEE ................................................................................................. 1-8 1.5. IEE Content .................................................................................................. 1-8 1.6. Team Composition and Acknowledgements ................................................. 1-9 1.7. Methodology ................................................................................................. 1-9

1.7.1. Data Collection.......................................................................................... 1-9 1.7.2. Onsite Monitoring and Capturing Environmental Features ...................... 1-10 1.7.3. Public Consultation ................................................................................. 1-10 1.7.4. Statutory Clearances Required ............................................................... 1-11

2. DESCRIPTION of The Project ............................................................................. 2-1 2.1. Introduction ................................................................................................... 2-1 2.2. Category of the Project ................................................................................. 2-1 2.3. Need for the Project ...................................................................................... 2-1 2.4. Location and Characteristic of the Project Section ........................................ 2-2 2.5. Key Project Components and Activities......................................................... 2-5 2.6. Project Implementation Schedule .................................................................. 2-9

3. Description of The Environment ........................................................................ 3-1 3.1. Physical Environment ................................................................................... 3-1

3.1.1. Meteorology and Climate .......................................................................... 3-1 3.1.2. Air Quality ................................................................................................. 3-2 3.1.3. Noise and Vibration ................................................................................... 3-3 3.1.4. Topography and Physiography ................................................................. 3-3 3.1.5. Geology and Seismicity ............................................................................. 3-4 3.1.6. Soil ............................................................................................................ 3-5 3.1.7. Water Resources ...................................................................................... 3-6

3.2. Ecological Resources ................................................................................... 3-8 3.2.1. Terrestrial Ecology .................................................................................... 3-8 3.2.2. Aquatic Ecology ...................................................................................... 3-13

3.3. Economic Development .............................................................................. 3-14 3.3.1. Industries ................................................................................................ 3-14 3.3.2. Infrastructure Facilities ............................................................................ 3-15

3.4. Social and Cultural Resources .................................................................... 3-17 3.4.1. Population and Communities .................................................................. 3-17 3.4.2. Health Facilities ....................................................................................... 3-18 3.4.3. Education Facilities and Literacy ............................................................. 3-18 3.4.4. Socio-Economic Conditions .................................................................... 3-18 3.4.5. Current use of lands and resources for traditional purposes by Indigenous

Peoples ................................................................................................... 3-19 3.4.6. Structures or sites of historical, archaeological, paleontological, or

architectural significance ......................................................................... 3-19 4. Anticipated Environmental Impacts and its Mitigation Measures ................. 4-20

4.1. Impact on Physical Environment ................................................................. 4-20


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4.1.1. Climate ................................................................................................... 4-20 4.1.2. Air Quality ............................................................................................... 4-21 4.1.3. Noise and Vibration ................................................................................. 4-24 4.1.4. Impact on Land and Soil ......................................................................... 4-25 4.1.5. Water Resources .................................................................................... 4-28

4.2. Impact on Biological Environment ............................................................... 4-31 4.2.1. Terrestrial Ecology .................................................................................. 4-31

4.3. Socio-Economic Impact .............................................................................. 4-34 4.4. Accident Risk and Safety ............................................................................ 4-34 4.5. Impacts due to Construction Camp ............................................................. 4-35 4.6. Impacts and its mitigation due to Proposed Residential Buildings ............... 4-36 4.7. Impact on Existing Common Property Resources/Utilities ........................... 4-37 4.8. Right-of –Way Maintenance ........................................................................ 4-37 4.9. Forest Fires ................................................................................................ 4-38 4.10. Fuel management ....................................................................................... 4-39 4.11. Waste Management (Solid waste, Waste Water and Hazardous Materials) 4-39 4.12. Occupational Health and safety .................................................................. 4-40

4.12.1. Rail Operation ......................................................................................... 4-40 4.12.2. Maintenance of Rolling Stock .................................................................. 4-41 4.12.3. Community Health and safety ................................................................. 4-41

5. Environmental Management Plan and Grievance Redress Mechanism .......... 5-1 5.1. Environmental Management Plan (EMP) ...................................................... 5-1

5.1.1. Mitigation of Potentially adverse impacts ................................................... 5-1 5.1.2. Integration of EMP with Project planning, design, construction and operation5-1 5.1.3. Authorities and Their Responsibilities for Implementation of the EMP ....... 5-2 5.1.4. Social development program ..................................................................... 5-2 5.1.5. Contingency Response Plan ..................................................................... 5-2 5.1.6. Environmental Monitoring Program (EMoP) .............................................. 5-2 5.1.7. Mechanisms for Feedback and Adjustment ............................................... 5-3

5.2. Institutional Arrangement .............................................................................. 5-4 5.3. Grievance Redress Mechanism .................................................................... 5-5

6. Public Consultation and Information Disclosure .............................................. 6-1 6.1. Consultation Method Applied ........................................................................ 6-1 6.2. Public Consultation Milestones ..................................................................... 6-1 6.3. Information disclosed .................................................................................... 6-5 6.4. Compliance with Relevant Regulatory Requirements .................................... 6-6 6.5. Major Comments Received ........................................................................... 6-6

6.5.1. Proponents’ Comments: ............................................................................ 6-6 6.5.2. Beneficiaries’ Comments .......................................................................... 6-7 6.5.3. Government Regulators’ Comments ......................................................... 6-9 6.5.4. Other Stake Holders’ Comments. ............................................................ 6-10

6.6. Integration of Comments into the IEE ......................................................... 6-10 6.7. Post IEE Public Participation and Information Disclosure ............................ 6-11

7. Findings, Recommendations and ConclusionS ................................................ 7-1 7.1. Findings and Recommendations ................................................................... 7-1 7.2. Conclusions .................................................................................................. 7-3


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List of Tables Table 1: The Project Activities and Improvement Works ............................................... 0-2 Table 1.1 : Details of Project Sections .......................................................................... 1-7 Table 1.2 : Information Collected and Sources ............................................................. 1-9 Table 2.1 Existing Traffic Scenario in the Project Section ............................................. 2-2 Table 2.2 : Name and Locations of the Existing Stations .............................................. 2-3 Table 2.3 Salient features of the Sub-Project Section ................................................... 2-4 Table 2.4 Proposed Alignment with Switchover Locations ............................................ 2-5 Table 2.5 : Different Sections under the Sub-project .................................................... 2-6 Table 2.6 Earthwork Involved in Proposed Doubling .................................................... 2-7 Table 2.7 Details of Residential Accommodation .......................................................... 2-8 Table 2.8 : Borrow Areas and its lead from Railway Track............................................ 2-9 Table 3.1 Ambient Air Quality in the Project Area ......................................................... 3-2 Table 3.2 : Noise Level in dB (A) in the Project Area .................................................... 3-3 Table 3.3 : Physico-Chemical Characteristics of Soil Samples in Project Area ............. 3-6 Table 3.4 : Groundwater Quality in the Project Area ..................................................... 3-7 Table 3.5 : List of Water Bodies along the Project Corridor .......................................... 3-8 Table 3.6 : Surface Water Quality in the Project Area ................................................... 3-8 Table 3.7 : Details of Reserved Forests along the Project Section .............................. 3-9 Table 3.8 : Endangered Mammals in the Forests located near the Project Alignment .. 3-9 Table 3.9 Important Birds in the Forests close to the Project Alignment ..................... 3-10 Table 3.10 : Summary of Quadrat analysis ................................................................. 3-11 Table 3.11 : Endemic, Endangered & Threatened floral species ................................ 3-12 Table 3.12 Medicinal Plants in the Forest areas close to the Alignment ..................... 3-12 Table 3.13 : Trees within 10 meter from Toe of Existing Rail Bed.............................. 3-13 Table 3.14 : Major Industries along the Project corridor .............................................. 3-14 Table 3.15 : Transport infrastructure in the Project District ......................................... 3-15 Table 3.16 : Land Use in Project Section .................................................................... 3-15 Table 3.17 : List of Operational Mines in the Project Districts ..................................... 3-16 Table 3.18 : List of Important Tourist Spots in the Project Districts ............................. 3-17 Table 3.19 : Demographic Profile of the Project Districts ............................................ 3-17 Table 3.20 : Health Facilities in the Project Districts .................................................. 3-18 Table 3.21 : Educational Facilities in the Project Districts ........................................... 3-18 Table 3.22 : Different Category of Workers in the Project Districts. ............................ 3-19 Table 5.1 : Training and Awareness Programmes ........................................................ 5-7 List of Figures Figure 3.1 Temperature Variation in the Project Districts (1997- 2003)......................... 3-2 Figure 3.2 : Annual Rainfall Pattern in the Project Districts (1997-2003)....................... 3-2 Figure 3.3 : Geological Map of Karnataka .................................................................... 3-4 Figure 3.4 : Seismic Zoning of India ............................................................................. 3-5 Figure 5.1 Proposed Organisation Structure ................................................................ 5-5 List of Maps Map 1: Location Map of Sub-project (Hospet – Tinaighat) ....................................... v Map 2: Alignment Map for Hospet- Tinaighat Section ............................................. vi List of Appendices Appendix 2.1: Rapid Environmental Assessment Checklist .............................................. I


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Appendix 2.2: List of Major Bridges ............................................................................... IVAppendix

2.3 : RVNL Letter Confirming Availibilty of Land (ROW) within Reserved

Forests Areas ....................................................................................................... VIIIAppendix 3.1: National Ambient Air Quality Standards .................................................. IXAppendix 3.2: Noise Level Limits of GOI (In Leq dB(A)) ................................................. XAppendix 3.3: Drinking Water Standards (BIS: IS: 10500, 1991) .................................. XIAppendix

3.4: Water Quality Criteria and Standrads for Freshwater Classification

(CPCB, 1979) ....................................................................................................... XIVAppendix 3.5: List Avi Fauna ........................................................................................ XVAppendix 3.6: List of Flora ......................................................................................... XVIIIAppendix 4.1: Green House Gases Emission Calculations ........................................ XXIIAppendix 4.2: Guidelines for Borrow Areas Management ......................................... XXIVAppendix 5.1: Environmental Management Plan ...................................................... XXVIIAppendix 5.2 Procedure for obtaining Forest Clearance ........................................... XLVIAppendix 5.3: Environmental Monitoring Plan .......................................................... XLVII List of Plates Plate 4.1: Huts covered by dust near Tinaighat Plate 4.2: Medicinal plant covered by dust near Tinaighat Plate 4.3: Showing the clearance of ROW in forest area by burning Plate 6.1: Consultation near Mandiyal Village Plate 6.2: Consultation at Bhanapur Village Plate 6.3: Consultation at a level Crossing near Bhanapur Village Plate 6.4: Consultation at Nagalavi Village Plate 6.5: Consultation with passengers at Koppal Railway Station Plate 6.6: Consultation at Hitnal Village Plate 6.7: Consultation at Londa Village Plate 6.8: Consultation at Nagargali Village Plate 6.9: Discussion with foresters between Level Crossing near Kasanhatti Village Plate 6.10: Consultation with an NGO Official at Hubli Plate 6.11: Discussion with Deputy Conservator of Forest, Dharwad Division Plate 6.12: Discussion with Regional officer, KSPCB, Dharwad Plate 6.13: Consultation with passengers at Gadag Railway Station Plate 6.14: Discussion with Station Manager at Bennikoppa Railway Station Plate 6.15: Consultation with Passenger at Annegeri Railway Station Plate 6.16: Discussion with Assistant Conservator of Forest, Dharwad Division Plate 6.17: Consultation with NGO official at Dharwar Plate 6.18: Discussion with Station Manager, Holkuti Station Plate 6.19: Discussion with Station Manager, Holkuti Station Plate 6.20: Discussion with Mr. Naik, Kundil Sponge iron Factory near Londa Plate 6.21: Discussion with Villagers at Tinai Ghat Villages Plate 6.22: Discussion with Villagers at Nagergalli Villages


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Map 1: Location Map of Sub-project (Hospet – Tinaighat)


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Map 2: Alignment Map for Hospet- Tinaighat Section


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0. EXECUTIVE SUMMARY Introduction

1. Ministry of Railways (MoR), Govt. of India (GoI) has sought financial assistance from the Asian Development Bank (ADB) for a major rail up-gradation project involving doubling of 4 single rail sections and electrification of one existing railway line totalling 1500 kms along saturated corridors in Maharashtra, Karnataka, Andhra Pradesh, Chhatisgarh and Orissa.

2. The project aims to alleviate the capacity constraints of already saturated existing single lines which have considerable significance in bulk freight transport of various commodities. The project on its implementation would increase the physical infrastructure and increase the capacity and the operational efficiency of the existing tracks with introduction of modern signalling systems.

3. This executive summary pertains to the doubling of existing railway track between Hospet-Tenaighat (about 245.31 Km in length) which is part of Guntakul – Bellary - Hospet - Vasco-da-gama section of South Western Railway.

4. Rail Vikas Nigam Limited (RVNL), a special Purpose Vehicle (SPV) of the Ministry of Railways (MoR) will be the executing agency for the implementation of this program.

5. The IEE study was carried out with the objective of i) establishing environmental baseline; (ii) identifying the key environmental issues; (iii) assessing magnitude of impacts and to provide requisite measures to avoid/mitigate/compensate them; (iv) integrating the environmental issues in the project planning and design stage and (v) developing appropriate management plans for implementing, monitoring and reporting of the environmental mitigation and enhancement measures.

6. The corridor of impact studied for the project was 100 m on either side from the edge of the existing rail embankment in the block-sections which was further extended near stations, proposed construction camps, etc. Strip mapping indicating environmental features along the corridor up to 500 m on either side was prepared to assess the impact on existing environmental features/resources/utilities in the immediate vicinity. Also Land use map of 2 km buffer was prepared to illustrate the surrounding land use pattern particularly forest areas which may undergo changes

7. The present section provides an important link between Bellary-Hospet areas which is one of the largest iron ore producing belts in the country to Murmugao port. Further, the doubling will ease the traffic congestion at Hubli Junction due to goods traffic

Project Description 8. The entire sub-project section (Hospet-Tinaighat) is located in the state of

Karnataka traversing through six districts namely, Bellary, Koppal, Gadag, Dharwad, Belgaum and Uttar Kannada. The spatial extent lies between the Latitude 15°17’20” N to 15°26’44” N and longitude 74°27’59” E to 76°23’00” E.

9. The take-off point for the proposed new line will be end point at existing double line of Hospet – Bellary section of South Western Railway at Hospet station and will be connected to Tinaighat at km.11.64 station on Londa – Vasco-da-gama section, also a station of South Western


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Railway. The proposed bypass line starts after Kusugul station & terminates between Unkal & Amargole station.

10. The project has been categorised as category “B” under ADB’s Environmental Assessment Guidelines (2009) after evaluating all key environmental components. The stretch though passes through many reserved forests but does not lead to loss of medicinal plants, endangered floral/faunal species, and any disturbance to existing wildlife movement corridors. Under the EIA Notification, 2006 promulgated under Environment (Protection) Act, 1986, the project is categorised as Category “B” and does not require prior environmental clearance.

11. The key project activities will involve laying of formation for double track, construction of new bridges, RuB and RoB. Other important activities are (i) gradient and curve improvement, (ii) construction of side drains, (iii) shifting of existing roads at certain locations and construction of approach roads near bridge locations, (iv) dismantling, renovation (levelling, extension, up-gradation) or new construction of platforms, (v) dismantling/ construction of foot over bridges, (vi) dismantling /building of the loops, (vii) construction of quarters for staffs with all basic amenities. Temporary workshops, offices and construction camps may also be set up at different places.

12. The summary of project activities is given in Table below.

Table 1: The Project Activities and Improvement Works Particulars Proposed activities and Improvement vis-a vis existing line

Gauge • Gauge Width: 1.676 m., Distance between tracks: 5.9 m Alignment • Mostly along the existing alignment with switchover at 29 locations Gradient • 400; 1:260 minimum in existing station yards Curve • Varies from 0.50 to 60 which will retained for doubling also. Curves

falling nearby major bridge location are proposed for modification. Rail bed/embankment formation

• Formation width in plain areas: 6.85 m • Formation width in hill cutting areas: 9.25m (including drain) • Side slopes in Plain: 2:1, Side slopes in hill cutting area: 1:1 • Blanketing & turfing on the slopes has been proposed • Mechanical compaction at optimum moisture content is proposed • Stone pitching and other protective measures are proposed near

bridge approaches and vulnerable stretches. • Earthwork: a) banking: 3252259 cum, blanketing : 2167409 cum • Ballast: 65mm, Stone ballast for the track. Cushion below PSC

sleepers has to be 300mm for main line and 250 mm for loops Bridges • No new river training structures is proposed except widening &

strengthening the existing one. • New bridges along existing 20 major bridges and 327 minor bridges

have to be constructed during the doubling. • No. of spans will be the same except at bridge no. 329 and 235 where

one extra span has been proposed considering the discharge volume. RUBs/ ROBs, Level Crossings and Approach Roads

• All existing ROB/RUB has to be upgraded with new proposal for larger span since most of the ROB’s are for single track.

• Level crossings are proposed to be converted to ROB/RUB as per site condition. The unmanned level crossing will be made manned as per requirement.

• Provision of approach roads, surfacing of level crossings between gates, road users warning boards, whistle boards and fencing on the approach on either end are proposed.


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Particulars Proposed activities and Improvement vis-a vis existing line

Side drains and Retaining walls

• Side drains, designed for probable discharges in the cutting sections with adequate cross section.

• The total length of side drains proposed for Hubli-Hospet and Hubli-Londa sections are 32.00 Kms and 27.47 km respectively.

• Retaining wall will be provided in cutting sections to check erosion. The total length of retaining wall in Hubli-Hospet and Hubli-Londa section is 15 Km and 12 km respectively.

Stations • There are 33 existing stations. Residential and Service buildings

• Staff quarters are proposed at Hubli, Gadag, Hospet, Koppal, Londa and Tinaighat. Lodge/quarters are proposed at all level crossings.

Dismantling • Dismantling of sand humps and other structures are involved at some stations. All the dismantled material can be sold off or reused for filling or other construction activities else shall be disposed off in environmentally acceptable manner.

Land Requirement

• Total land required for the project is 37 acre 26 guntas. Presently, patch- doubling is already in progress at several locations ie. Hubli- Hebsur and Dharwad – Kambarganvi section which are not being executed by RVNL and are not covered under the ADB funding.

Description of Environment

13. The climate of the project area is characterised by hot and dry summer in which the temperature shoots up to 45° C. The average rainfall is of the order of 150-250 mm while Humidity in this region ranges between 59-84%. The highest wind speed is observed to be about 7.4 km/h.

14. The ambient air quality levels in the study area conform to the prescribed National Ambient Air Quality Standards (NAAQS) for different Land use category except SPM and RSPM at few locations like at Old town bus stand of Hubli, at Kundil sponge iron industry, Londa etc. Overall, the project area is free from air pollution.

15. The Noise levels without movement of trains conform to the prescribed limit at all locations except at one commercial area (near Hubli railway station), and in forest areas which have been considered as silence zone. Vibration during train movement was felt higher near bridge approaches and RuBs.

16. The general slope of the region is towards the east. The Alnavar-Londa-Tinaighat section is part of Western Ghats of Karnataka coastal region representing a typical trappean landscape. The topography of the project area is in general undulating. The average elevation of the entire rail section is 625.23 m. The proposed alignment lies in seismic zones – II, & III indicating moderate risk zone. The project area is predominantly laid down by mixed red and black soil which are clayey in nature.

17. There are many important rivers namely - Pandhari, Turva and Benni River in the study area however, none of them flow parallel to the track except Turva which run almost parallel to the track between Shivthan and Londa and Londa-Tinaighat Stn. for 1.5 km and 700 m respectively. The Surface water quality conforms the standards prescribed by Central Pollution Control Board (CPCB) for Class D and E. Similarly, the groundwater samples conform to the drinking water standard except for Manganese which exceeds the maximum permissible limit at all location. Total Dissolved Solid is higher than desirable limit at Alnavar and Bhanapur Village.


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18. There are no National Parks, Wild life sanctuaries, Tiger reserves, Bird sanctuaries, Elephant Reserves or similar eco-sensitive areas in the project area. However, major part of the Alnavar-Londa-Tinaighat section of the subproject traverses through reserved forests. Railways already have required ROW throughout this section area which is already fenced as well. There are four endangered mammals in the nearby forests but neither of them nor their habitat is found close to the track. Out all floral species, five were identified as endangered and threatened species in the nearby forest areas. The fish species found are Sasil, Kemmin, Miskooli, Fariki/Kanag, Kumbal Beesa, Ajara, Murrangi, Katarni, Dhoak, Kutch, Maral, Glass fish, Top minnow (local name).

19. The economy of the districts is primarily agricultural which is supported by the fact that cultivators and agricultural labourers together constitute more than 62% in all districts except Dharwad and Uttar Kannada where urban population is more than that of all other districts. As per 2001 census, the total workers in the state account for 235.7 lakh which is 36.6 % of the total population of the state. The percentage of the agricultural labourer in the project districts ranges between14.5% to 42.4%.

Public Consultation and Information Disclosure 20. All government officials (Forest, Pollution Control Board, Geology, Soil &

Agriculture, PWD/NH etc) consulted welcome the decision of doubling. Assistant Conservator of Forests, Nagaragalli provided some valuable suggestions viz (i) Provision of battery operated electrical fencing, cattle proof trenches, underpasses, Construction of a fire line with adequate offset and provision of fire-man at every one km to protect forest fires etc.

21. The specific issues emerged during consultation with local people were need of ROBs/RUBs at LC no. 62, 64 and 68 near Koppal, and provision of cattle underpasses near Nagalvi, Bhanapur, Mugad and Daddikamlapur. Their main demand was to increase the train frequency and enhanced facilities especially the drinking water at stations/platforms.

Anticipated Environmental Impacts and Mitigation Measures 22. During the design and construction phase, short term minor change in

temperature is anticipated in the immediate vicinity of the alignment due to cutting of about 14794 trees. This would be compensated by plantation on 1:2 basis. Erratic rainfall condition/flooding may cause breach in the embankment which would be taken care of by provision of adequate cross drainage structures and consideration of HFL levels and 100 years flood return data in design basis. Short-term deterioration of air quality may take place due to increase in fugitive dust emissions and noise level from earthmoving, ground shaping, unpaved transport, and emissions from heavy equipment and other mobile sources. Water sprinkling to control dust, movement and storage in covered vehicles/areas, changing the location and timing of construction activities and maintenance of equipments, temporary barriers use of PPEs by workers will minimize these impacts. Impact to land will be mitigated by restricting movement of construction vehicles, machinery and equipment on pre defined haulage road, using Govt. wasteland/upland for borrow areas and, compliance to national laws and regulations for borrow areas. Debris from dismantling and cutting will be utilised for filling low lying areas or as sub base layer in construction of approach roads. To prevent surface water contamination due to increased siltation and turbidity during construction phase Silt fencing shall be installed. Erosion along banks shall be checked through


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vegetation. The piling work will be undertaken during low flow period. No construction camp shall be set up near any surface water body. To prevent stress on already depleting ground water resources due to uncontrolled abstraction the contractor shall ensure the water availability to nearby communities remain unaffected. To augment the groundwater, water harvesting structures will be constructed wherever technically feasible. Impacts from construction sites will be mitigated by siting these away from forest areas, water bodies etc. All construction camp shall be provided with all basic infrastructures in terms of sanitary facilities, solid waste and sewage disposal and storm water management and health-care facilities etc. No negative social impact is envisaged. The unsafe/ hazardous traffic conditions may be minimised/avoided by providing PPEs to workers, adequate signage at construction sites, and maintaining all safety measures at level crossings.

23. During Operation phase, the main impacts will be noise and vibrations from the train movement. However with limited number of train movement the impulsive noise peaks will be low and within the acceptable limits. However, to prevent any adverse impact at sensitive receptors the measures include (i) creation of noise barriers by multilayered plantations. (ii) Speed limitations at these locations. (iii) Construction using long welded track to minimise the number of joints. There will be positive impact of the project in terms of reduction of load on existing road particularly in bulk freight transport resulting in reduced fuel consumption beset with decrease in CO2 emission up to 1012 tonnes/day as per calculations. Use of low sulphur diesel and use of energy efficient locomotives will further reduce the locomotive generated due to gaseous emissions. The soil erosion during this phase will be prevented by periodic checking of the stabilization measures taken during construction phase. Measures like regular checks will be done along the alignment to ensure that flow of water is maintained through cross drains and other channels to avoid their blockage/ choking. This will also prevent surface water contamination. Uncontrolled disposable of all types of waste (solid/domestic effluent/hazardous waste) likely to be generated during operation phase of the project may cause pollution of land/soil, water etc. This will be mitigated through solid waste recycling program, connection of floor drains to wastewater treatment system; separation of wastewater from service bays, pre-treatment of effluents meeting the discharge norms; use of aqueous detergent and water based paints and use of trackmats to retain wayside grease and other contaminants. The recommended mitigative measures/actions for safety aspects during operation phase due to moving trains are training workers in personal track safety procedures, blocking train traffic during maintenance, Use of PPEs, provision of adequate ventilation in locomotive shops and filtration of air in the train crew cabin, scheduling rest periods, regular inspection and maintenance of the rail lines. The risks due to transport of hazardous materials can be mitigated by proper screening, labeling of containers and preparation of spill prevention and control and emergency preparedness and responsive plans based on an analysis of hazards, implementation of prevention and control measures.

24. The findings of the initial Environmental Examination (IEE) ascertain that the project activity does not cause any significant adverse environmental impact. The effective implementation of environmental management plan will facilitate in minimising the environmental impact to acceptable levels.


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In fact the proposed doubling will enhance the traffic scenario by providing high speed, safe and reliable, economical and all weather train service.

25. Post Environmental Assessment Surveillance and Monitoring is essential to sustain the effectiveness of the mitigative measures suggested. A detailed monitoring plan has been prepared as part of the Environmental Management Plan. The focus areas of monitoring covers air, surface water quality, ground water quality, noise, soil erosion, drainage congestion and tree survival rate. The reporting requirements along with the follow up actions in case of deviation from the norms have been detailed out as a part of EMP. The frequency has been set in consideration of the likely impacts

Environmental Management Plan and Grievance Redress Mechanism 26. The Environmental Management Plan (EMP) is prepared to facilitate

effective implementation of recommended mitigations measures with defined roles and responsibility, regulatory compliance requirements, stages of implementation with location, time frame and costs and included as appendix 5.1 to this report. All the policy decisions, including incorporation of the EMP requirements shall be the responsibility of the executing authority RVNL (the Executing Agency) while its environmental field officer to be designated at corporate and PIU level shall ensure that the environmental mitigation actions are implemented as per the contract document. RVNL will review the EMP and include the proposed mitigation measures in the project design as required. It will also be ensured that the EMP requirements are included as ‘Bill of Quantity (BOQ)’ in all bidding documents and operating contracts. The environmental monitoring programme is prepared with aim to monitor the environmental performance of environmental management plan and included in this report as appendix 5.3. The institutional capacity building measures including training and awareness shall be implemented as proposed under EMP. Grievance redress mechanism is defined under EMP to address various concern/grievances from local/affected people which may come up time to time during implementation of the project.

Conclusion and Recommendations 27. The project activity does not cause any significant adverse environmental

impact. The effective implementation of environmental management plan will facilitate in minimising the environmental impact to acceptable level. However, the institutional and capacity strengthening measures shall be implemented for the same. All attempts shall be made to minimise cutting of the trees in the forest areas. The timely actions shall be needed for obtaining the permissions for cutting of trees or diversion of forestland for non-forest purposes. No additional studies or need of undertaking detailed EIA is envisaged at this stage.

28. Any major changes during detailed design or any major additional work other than the proposed project activities will require preparation of another environmental assessment. This additional assessment will have to be submitted to concerned Government authorities, if any clearance is involved. It shall also have to be sent to ADB for concurrence before civil works commence. Moreover, the executing agencies have to submit the detailed engineering designs to ADB, which will be reviewed by them and examine whether major changes or major additional works have been included.


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1. INTRODUCTION 1.1. Project Background

1. Ministry of Railways (MoR), Govt. of India (GoI) has sought financial assistance from the Asian Development Bank (ADB) for a major rail up-gradation project involving doubling of 4 single rail sections and electrification of one existing railway line totalling 1500 Kms along saturated corridors in Maharashtra, Karnataka, Andhra Pradesh, Chhatisgarh and Orissa. Asian Development Bank (ADB) initiated TA No. 4898 (IND) to assist MoR for preparing Railway Sector Investment Program for possible financing of above rail up-gradation project.

2. The project aims to alleviate the capacity constraints of already saturated existing single line rail sections having considerable significance in bulk freight transport of various commodities. The project on its implementation would increase the physical infrastructure and increase the capacity and the operational efficiency of the existing tracks with introduction of modern signalling systems.

3. The details of different rail sections considered for doubling and electrification under this project are given in Table 1.1.

Table 1.1 : Details of Project Sections Corridors Length State Electrification of Pune-Guntakul section of Mumbai-Chennai main line 641.00 Maharashtra, Karnataka

and Andhra Pradesh Doubling of Hospet -Tinai Ghat 245.00 Karnataka Doubling of Sambalpur-Titlagarh 182.00 Orissa

Doubling of Raipur-Titlagarh 203.00 Chhatisgarh and Orissa Doubling of Daund- Gulbarga Section 225.00 Maharashtra, Karnataka,

and Andhra Pradesh

4. As part of above TA, Initial Environmental Examination (IEE) has been carried out in accordance with country’s applicable laws, regulations and in consistent to ADB’s Environmental Assessment Guidelines 2003, and Safeguard Policy Statement ( SPS) 2009. The IEE is conducted since project is categorised as Category ‘B’.

5. This report pertains to Hospet-Tinainghat Section. The location and proposed alignment of this sub- project is shown in Map 1 & 2 respectively.

1.2. Stage of Project Preparation 6. Following preliminary engineering-cum traffic survey report

preparation, the sub projects are identified and this Project Preparation Technical Assistance (PPTA) is initiated, thus the analysis being undertaken is at the detailed engineering design preparation stage.

1.3. Purpose of the Report 7. The purpose of the study is to carry out environmental

assessment of the proposed up-gradation of railway section to identify environmental issues associated with


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project design, construction and operation stages and suggest requisite measures to mitigate them. The impacts are identified for physical, biological (terrestrial, and aquatic) and social environment. The study also includes preparation of environmental management and monitoring plan to minimise these impacts and sustain the benefits. It also identifies the applicable legislative requirements; safeguard requirements of funding agency and institutional mechanism for effective implementation of EMP and EMoP.

1.4. Extent of IEE 8. The extent of IEE study has been considered based on the

spatial extent (elaborated in project description chapter) of the project sections and the proposed activities. The IEE is conducted at pre feasibility stage and as per the details provided by the executing agency Rail Vikash Nigam Limited (RVNL)1

9. The corridor of impact is considered as 100 m on either side from the edge of the existing rail embankment in the block-sections including around other development and activity areas like near station, construction camps. Strip mapping indicating environmental features along the corridor up to 500 m on either side is carried out to assess the impact on existing environmental features/resources/utilities in the immediate vicinity. Also land use map of 2 km buffer was prepared to illustrate the surrounding land use pattern particularly forest areas which may undergo changes. The environmental assessment covers all project related activities such as site clearance (tree cutting, hill cutting, shifting of utilities etc.), construction activities including material sourcing (borrowing, quarrying, and transportation) and operation (movement of locomotives). Attempt is also made to assess CDM (carbon credit) benefits. .

, an arm of Ministry of Railways. Certain changes may occur in structural components but these changes are unlikely to cause significant environmental impacts.

1.5. IEE Content 10. This report is presented in seven chapters in line with

ADB’s 2003 EA Guidelines. The following chapters are included in the report

Chapter 1: Introduction Chapter 2: Description of Project Chapter 3:Description of Environment (baseline data) Chapter 4: Anticipated Environmental impacts and Mitigation Measures

1 RVNL is a special purpose vehicle formed by Ministry of Railways, Govet of India to undertake project development mobilisation of financial resources and implement railways projects


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Chapter 5: Public Consultation and Information Disclosure Chapter 6: Environmental management plan and Grievance Redress Mechanism Chapter 7: Conclusions and Recommendations.

1.6. Team Composition and Acknowledgements 11. The environmental assessment is carried out by Mr. S. K.

Jain (Environment Specialist) with support from other subject specialist from EQMS India Pvt. Ltd. Delhi, India and other and field team members. The environmental team acknowledges the support extended by RVNL, Railway officials, State pollution Control Board (SPCB) Regional office, officials of respective forest divisions and other state Govt. organisations.

1.7. Methodology 12. The IEE study has been carried out using (i) review of

existing data (ii) reconnaissance survey, (iii) primary and secondary baseline data collection during detailed field visits and (iv) consultation with stakeholders.

1.7.1. Data Collection 13. The objective of data collection was to provide a database

on existing conditions, to be used for predicting the likely changes that are expected and for monitoring such changes. The first step was to undertake a project scoping exercise, identifying the parameters that needed to be considered for the study and to outline the activities for collecting data on each parameter. Data were collected for physical, ecological and socio-economic environment both through primary and secondary sources.

14. The sources of data were identified and relevant existing data from authentic secondary sources was collected. The most relevant information collected along with sources and reasons are listed in Table 1.2.

Table 1.2 : Information Collected and Sources

Environmental Parameters

Mode of Data Collection

Information Sources Used for

Primary Secondary

Project location, project objectives, and project key activities

√ TA Engineering Consultant, RVNL

Project Description and Impact Assessment Engineering details of

existing single line and proposed doubling

√ RVNL, and Final Location Survey (FLS) Consultant

Land Use/ Land Cover

√ √

Survey of India (SoI)Toposheet and Strip mapping during field survey

Baseline assessment, Impact assessment, Regulatory Compliance assessment, Developing Environmental

Forest areas details viz, flora, fauna, endangered species, movement path, compensatory afforestation etc.

√ √

Department of Forests Dharwar, Belgaum, Koppal & Haliyal divisions.


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Environmental Parameters

Mode of Data Collection

Information Sources Used for

Primary Secondary

Enumeration of trees √ enumeration during field survey

Management Monitoring Plan ,

Climatic Condition √

Envis Website (www.envorissa.org), Met Department

Drainage Pattern √ √ Toposheet and field observation

Air √

SPCB, Regional Office Dharwar, Belgaum and Koppal

Noise √ √ Onsite Monitoring Water √ Analysis of Field

Samples Soil Quality √ Analysis of field

Samples Geology √ Mines and Geology

Department, Dharwar Socio-economic Environment

√ √

Different Govt. agencies/civic bodies, Official websites maintained by state Govt. and Public Consultation during the Field survey

1.7.2. Onsite Monitoring and Capturing Environmental Features 15. Onsite monitoring/sampling was conducted for noise, water

and soil quality to establish the baseline condition of the area. Ambient air quality data was collected from SPCB regional offices.

16. Following environmental features were collected in corridor of within 500 m. Features captured are:

• Water bodies • Settlement areas, • Forest areas along the alignment (along with

movement path of wild animals) • Geologically unstable areas • Noise sensitive locations • Existing industries • Common physical resources like handpumps, wells,

temples etc

1.7.3. Public Consultation 17. Consultations with stakeholders are intended to maximise

and optimise the project benefits and to reduce or mitigate the possible and probable impacts to valued environment components. Local anecdotal knowledge about the eco system and problems associated with the existing rail line were carefully recorded and used in impact assessment.

18. Focused consultations were conducted during field investigations in December 2008-January 2009 with

http://www.envorissa.org/�


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various stakeholders ranging from Govt. officials, local people, passengers, Non-Governmental Organizations (NGOs) to know the level of project acceptability, understand their concerns, apprehensions, and overall opinion. Informal meetings, interviews were organized covering the entire project stretch. Participant’s views were gathered with regard to existing baseline environmental condition, source of construction material, perceived benefit, perceived losses, economic development, and impact on flora and fauna, land use, ambient air quality, water availability, social aspects, safety off people and animals due to proposed project activities.

19. Information gathered were integrated in project design and formulating mitigation measures and environmental management plan.

1.7.4. Statutory Clearances Required 20. The project will require certain permission/clearances under

environmental related laws in India. The applicable environmental laws are defined below

1.7.4.1 Environmental and Forests Clearances

21. Environmental clearance requirement for a project in India is defined under Environment Impact Assessment Notification S.O.1533 (E); dated 15th September 2006 promulgated under umbrella legislation Environment (Protection) Act, 1986. As per the above notification, environmental clearance is not required either for new or improvement of any railways project.

22. As confirmed by EA, no forest land diversion is involved. EA must verify it, once land acquisition plan is firmed up. If forest land diversion is involved than Forest clearance shall be obtained under Forests (Conservation) Act 1980 amended 1988 as per the procedure shown at Appendix 5.2. Tree cutting permission shall also be obtained in advnce from concerned Forests Department/District Authorities.

1.7.4.2 Permissions/NOC/Clearances prior to Construction

23. Apart from tree cutting clearance, permission for groundwater abstraction for construction and domestic purposes will be required.

24. During construction stage the contractor will be required to obtain Consent to establish for setting up Hot Mix Plant , Crusher, bathing plant under Water ( Prevention and Control of Pollution ) Act 1974 and Air ( Prevention and Control of Pollution ) Act 1981. He will also have to obtain Authorisation for Storage & disposal of Hazardous waste under Hazardous Waste (Management & Handling) Rules 2000. State Pollution Control Board grants all the above permission.


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2. DESCRIPTION OF THE PROJECT 2.1. Introduction

25. The sub-project covered under this IEE pertains to doubling of existing railway track between Hospet – Tinaighat (245.31 Km in length) along with one detour i.e. Hubli Bypass (7.7 Kms) from Kusugal to Amargole. Proposed project is part of Guntakul – Bellary - Hospet - Vasco-da-gama section of South Western Railway. The entire sub-project section lies in the state of Karnataka and traverses through six districts namely, Bellary, Koppal, Gadag, Hubli, Belgaum and Uttar Kannada.

2.2. Category of the Project 26. The project has been evaluated considering outcome of

Rapid Environmental Assessment Checklist2

27. This project does not require any environmental clearance in accordance with Indian Environmental (Protection) Act and Rules, 1986 amended till date either.

and same is enclosed as Appendix 2.1. All environmental sensitive areas have been critically analysed to assess the significance of impact particularly on protected areas. This stretch passes through several reserved forests areas particularly between Alnavar-Londa-Tinaighat sections. But no acquisition/diversion of forest land is envisaged due to the proposed project. However, felling of some trees will be required. This loss can be compensated by compensatory and additional plantation. No other significant environmental impact is envisaged due to the proposed project; hence it has been classified as Category “B” in accordance with ADB’s Environmental Assessment Requirements of 2003 and SPS 09.

2.3. Need for the Project 28. The present section provides an important link between

Bellary-Hospet areas which is one of the largest iron ore producing belts in the country to Murmugao port. About 25.30 million tonnes of ore is exported annually through this port mainly to China, Japan, Korea and European countries contributing significantly to the foreign exchange reserve for the country. During the financial year 2005-2006 the port handled traffic of 31.69 million tones. The projected figure for the year 2010-2011 is 42 MT alone from major industry players for iron ore, coal, coke and steel commodity.

29. The current traffic movement on the section is more than the effective capacity utilisation each way varying between 113-150% except the Londa-Castle rock3

2 REA checklist defined for Roads and Highways as per ADB Environmental Guidelines 2003 which has been suitably modified for rail projects

section. The most saturated sub-section is Dharwad-Londa with capacity utilisation of 150% and 136% to and fro

3 The Londa-Tinaighat sub- section is part of Londa-Castle rock section. The traffic data for Londa-Tinaighat is not available.


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respectively. The traffic scenario in various sub-sections has been tabulated below Table 2.1

Table 2.1 Existing Traffic Scenario in the Project Section

Section Traffic 2005-06

Hospet- Vasco Da Gama

No. of Freight Trains

Total No. of Trains

Effective Capacity**

% Utilization of Effective

Capacity Hospet- Gadag 9.8 19 16 119 Gadag- Hubli 9.9 21 17 124 Hubli - Dharwad 11.4 26 22 118 Dharwad- Londa 11.4 21 14 150 Londa - Castle Rock 8.1 13 15 87 Vasco Da Gama - Hospet Castle Rock- Londa 10.1 17 15 113 Londa- Dharwad 9.7 19 14 136 Dharwad - Hubli 9.7 24 22 109 Hubli - Gadag 12.7 24 17 141 Gadag - Hospet 12.9 22 16 138

30. The above traffic scenario necessitates the doubling of existing over saturated section.

2.4. Location and Characteristic of the Project Section 31. The entire sub-project section (Hospet-Tinaighat) is located

in the state of Karnataka traversing through six districts namely, Bellary, Koppal, Gadag, Dharwad, Belgaum and Uttar Kannada. The spatial extent lies between the Latitude 15°17’20” N to 15°26’44” N and longitude 74°27’59” E to 76°23’00” E. Major part of the sub-project section falls in Gadag, Dharwad and Belagaum districts. Very little portion traverses through Bellary (approx. 3 Km) and Uttar Kannada (approx 2.6 Km) districts.

32. The alignment runs across ridge and valleys in most of its reaches. The topography between Hubli – Hospet section is relatively flat but Hubli – Londa – Tinaighat section is undulating ghat section. In all, there is level difference of about 171m in a distance of 143 Km between Hospet & Hubli; almost zero in a distance of 90 Km between Hubli & Londa; and about 22m in a distance of 12 Km between Londa & Tinaighat stations. However, this does not represent the correct geography of the area which may gazed from the fact that the alignment rise to a height of 733m at 489Km from about 638m at Hubli (Km.469); falls to 557m at 523Km; rises again to 711m at 544Km before falling to 638m again at Londa (Km.559). River Tungabhadra is crossed just before Hospet station in Hubli – Hospet section at Km.139.

33. In all, three major rivers viz. Benni (Km.20/14-21/1), Holla (Km.113/16-114/1) and Tungabhadra (Km.138/7-139/5), 13 major nallas and 2 canals are being crossed in Hubli – Hospet section across which imp./major bridges are


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proposed (Appendix 2.2); 4 major nallas are being crossed in Hubli – Londa section across which major bridges are proposed; and one major bridge is proposed across Turva river in Londa – Tinaighat section.

34. The drainage in this route is very effective, because of high slope between ridges & valleys being encountered. The runoff water from Kyarakoppa station in Hubli – Londa section to Hospet drains out through tributaries and streams, into Tungabhadra river basin flowing towards Bay of Bengal; that for the rest of the line drains into Western Ghats flowing towards Arabian Sea on the west.

35. There are 33 existing stations (Table 2.2). The category & facilities are retained as existing. Out of these 33 stations, 5 stations viz. Hospet, Gadag, Hubli, Alnavar and Londa are junction stations, 26 stations are crossing stations and 2 are halt stations.

Table 2.2 : Name and Locations of the Existing Stations S. No. Station Class Abbr. Chainage Inter-station

Distance Km A. Hubli-Hospet Section

1 Hubli Jn. B UBL 0.00 ------ 2 Kusugal B KUG 10.45 10.45 3 Hebsur B HBS 18.97 8.52 4 Sisvinahalli Halt SVHE 22.98 4.01 5 Navalgund B NVD 26.98 4.00 6 Annigeri B NGR 35.42 8.44 7 Hulkoti B LKT 45.48 10.06 8 Gadag Jn. B GDG 58.08 12.60 9 Kanginahal B KGX 66.40 8.32 10 Harlapur B RLP 76.23 9.83 11 Sompur Road B SOA 85.06 8.83 12 Bannikoppa B BNA 92.71 7.65 13 Bhanapur B BNP 103.23 10.52 14 Koppal B KBL 115.46 12.23 15 Ginigera B GIN 126.54 11.08 16 Hitnal Halt HTNL 133.57 7.03 17 Munirabad B MRB 137.29 3.72 18 Hospet Jn. B HPT 143.22 5.93

Sub Total (A) 143.22 B. Hubli-Londa

1 Hubli Jn. B UBL 469.00 ------ 2 Unkal B UNK 472.60 3.60 3 Amargol B AGL 477.61 5.01 4 Navalur B NVU 482.20 4.59 5 Dharwad B DWR 489.09 6.89 6 Kyarkoppa B KRKP 495.12 6.03 7 Mugad B MGD 502.97 7.85 8 Kambarganvi B KBL 514.27 11.30 9 Kasanhatti B KHST 520.16 5.89 10 Alnavar Jn. B LWR 525.79 5.63 11 Tavargatti B TVG 534.61 8.82 12 Nagarhalli B NAG 539.79 5.18


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S. No. Station Class Abbr. Chainage Inter-station Distance Km

13 Devarayi B DEV 546.55 6.76 14 Shivathan B SVTN 554.62 8.07 15 Londa Jn. B LD 559.45 4.83

Sub Total (B) 90.45 C. Londa-Tinnaighat

1 Londa B LD 0.0 ------ 2 Tinaighat B TGT 11.64 11.64

Sub Total (C) 11.64 Grand Total 245.31

Source: Preliminary Final Location Survey

36. The existing single line section is Broad Gauge (standard width of 1.676 m between the rails). The available ROW (right-of-way) is varying at places but enough for construction of additional track. The ruling gradient is 1 in 150 in Hospet – Hubli – Alnavar section and 1 in 100 in Alnavar – Londa – Tinaighat section. There are numerous curves (203) and the degree of curve ranges between 0.5° to 6°. There are altogether 2 important, 20 major and 307 minor bridges. The total no. of level crossings is 120. Salient features of the existing rail section has been summarised in Table

Table 2.3 Salient features of the Sub-Project Section S. No. Parameters Details 1 Gauge 1676mm (Single Line) 2. Length in Kms 245.31 Km 3. Standard of loading 25t Axle Loading 4. Ruling Gradient 1 in 150 from Hospet – Hubli (ex. Hubli

bypass) – Alnavar section, 1 in 350 in Kusugal- Amargole section and 1 in 100 in Alnavar – Londa – Tinaighat section.

5. Gradient in Yard 1:400; 1:260 minimum in existing station yards; 4 stations in Hubli – Hospet section (Excluding two halt stations) viz. Gadag, Kanginhal, Ginigera and Hospet; 9 stations viz. Unkal, Amargol, Navlur, Mugad, Kambarganvi, Kasanhatti, Tavarghatti, Nagarhalli & Devarai stations in Hubli – Londa section have gradients steeper than 1:260.

6. Maximum Curvature 3.15º in Hubli – Hospet, 5.90º in Hubli – Londa and 5.85º in Londa – Tinaighat section.

7. Length of loops 715m CSR for loop lines (Proposed) 8. Mode of Traction Ex. Diesel/Prop. Electric Traction 9. Take off Point From the existing Hospet station (Km.

143.220) of South Western Railway. 11. Meeting point At Tinaighat Station (Km.11.64 Ex. Londa

station) of South Western Railway. 12. Nos. of Station 33 Nos. 13. Curves 207 Nos. (Ex.) 14. Tunnels Nil


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15. Land Particulars Mostly cultivated and partially barren in Hubli – Hospet section; cultivated, barren & forest land in Hubli – Londa - Tinaighat section.

16. Bridges (Ex.) (a) Important (b) Major (c) Minor (d) R.O.B. (e) R.U.B. Total

2 Nos. 20 Nos. 327 Nos. 5 No. 4 No. 358 Nos.

17. Level Crossing 120 Nos. (Manned – 56 Nos.; Un-manned – 61 Nos. Closed/Pr. For closing – 3 Nos.)


37. The proposed doubling will be mostly along the existing line with switch-over at several locations. In Hubli-Hospet section, the proposed alignment mostly runs on right hand side (Approx 123 Kms) towards Hospet. The proposed new line for Hubli-Londa and Londa- Tinaighat has been designed mostly on left side. Table and Map 2: The best-fit, proposed alignment has been suitably finalized with due considerations to all engineering environmental and social aspects. All efforts have been made to utilize the existing ROW to maximum extent to avoid acquisition in reserve forest areas. RVNL has also confirmed that railways have enough land which is already fenced. The letter from RVNL confirming land availability in this section is appendix 2.3

Table 2.4 Proposed Alignment with Switchover Locations S. No. Chainage

(Km) Proposed Alignment

S. No Chainage (Km)

Proposed Alignment

Hubli – Hospet section 1. 0-16.45 RHS 11. 58.08-75.30 RHS 2. 16.45-19.50 LHS 12. 75.30-78.00 LHS 3. 19.50-26.10 RHS 13. 78.00-91.00 RHS 4. 26.10-27.16 LHS 14. 91.00-94.10 LHS 5 27.60-34.80 RHS 15. 94.1-102.40 RHS 6. 34.80-36.40 LHS 16. 102.4-104.40 LHS 7. 36.40-44.9 RHS 17. 104.4-114.70 RHS 8. 44.90-46.80 LHS 18. 114.7-116.90 LHS 9. 46.80-55.4 RHS 19. 116.9-143.22 RHS 10. 55.40-58.08 LHS

Hubli-Londa Section 1. 469.00-469.65 RHS 6. 515.2-532.80 LHS 2. 469.65-478.80 LHS 7. 532.80-537.2 RHS 3. 478.8-483.3 RHS 8. 537.2-539.3 LHS 4. 483.3-504.00 LHS 9. 539.3-540.8 RHS 5. 504.00-515.20 RHS 10. 540.8-559.45 LHS

Londa-Tinaighat

1. Proposed Alignment for entire sub section from Km 0.00 to Km11.64 is on left side


2.5. Key Project Components and Activities 38. The sub-project covers three different trunk routes and as

such the chainage differs in different part of the project


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section. Based on this sub-project has been splitted in three different sub-sections (Table 2.5) for all references and description of project information in this IEE.

Table 2.5 : Different Sections under the Sub-project S. No

Sections Ch. Km Km. Reckoned From

1 Hubli-Hospet Km. 0. 00 – Km 143.22

Hubli

2 Hubli –Londa Km.469.00-Km 559.45 Bangalore 3 Londa-Tinaighat Km 0.00- Km 11.64 Londa

39. The key project activities will involve rail bed formation and construction of new bridges. Other important activities are (i) gradient and curve improvement, (ii) construction of side drains and retaining walls (iii) construction of new approach roads wherever required, (iv) dismantling, renovation (levelling, extension, up-gradation) or new construction of platforms, (v) dismantling/ construction of foot over bridges, (vi) dismantling /building of the loops, (vii) construction of quarters for staffs with all basic amenities. Temporary workshops, offices and construction camps will also be set up at different places.

40. Gauge and Alignment: The proposed new track will be standard broad gauge of 1.676 m width. The alignment broadly will follow the existing alignment. The normal track centre has been taken as 5.3 m except at bridge locations where the proposed track centre will be 11m for construction and easing out the curves.

41. Gradient: From table 2.4 it may be observed that there are few locations where gradients are not as per ruling gradient i.e. are steeper than proposed ruling gradient. Gradients at few locations are proposed to be modified. Due to structures on existing alignment, the scope for drastic modifications on new line is limited. Gradients in some station yards are steeper than 1:260. Amount of height involved in bringing these yards to minimum of 1:260 gradients is expected to be achieved.

42. Curves: the existing line has 203 nos. of curves ranging from 0.5º to 6º. Curves in Hubli – Hospet section are within norms, except at two urban locations. However, since the topography in Hubli – Londa – Tinaighat section being most tedious ‘ghat’ section and moreover, this being a doubling project, the degree of curves as on the existing line are proposed to be retained. Curves falling nearby major bridge location only are proposed for modification to accommodate diversion at bridge site.

43. Embankment Formation: formation width of 6.85 m for the embankment and 9.25m for the cutting width of proposed formation excluding side drain is 6.25m on straight and 6.55 on curves. The side slopes for the embankment are proposed as 2:1. Where the height of the embankment is more than 6m, 3m wide berm on either side of the bank has been provided at every 6m height.


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Average height of embankment is between 0.5 m to 2.5 m. To provide proper amalgamation between existing and new earthwork, 30 cm benching on the slope surface of existing embankment has been provided. Provision has been made for mechanical compaction for the formation under Optimum Moisture content (OMC) condition as per railway specifications.

44. For protection of slopes, turfing has been proposed. Provision also has been made for rubble stone pitching as a protective measure on bank slopes and on bridge approaches where the alignment is in close vicinity of the water Bodies. For cutting slope of 1:1 for ordinary soil, 1:1/2 for soft rock and 1:1/4 for hard rock has been proposed.

45. Earthwork estimation has been carried out as per Research Design and Standards Organisation (RDSO) guideline. The total earth requirement for embankment formation and blanketing has been estimated to be 3252259 cum and 2167409 cum respectively. The total earthwork involved in cutting is estimated to be 1774126 cum. Good earth available from cutting may be utilised for embankment formation (Refer Table 2.6).

Table 2.6 Earthwork Involved in Proposed Doubling Sections Earth Quantity in (Cum)

Embankment Blanketing Cutting Hubli-Hospet 1990500 1256100 787500 Hubli-Londa 1120462 811829 877215 Londa-Tinaighat 141297 99480 109411 Total 3252259 2167409 1774126

46. Side Drains and Retaining walls: Provision for side drains, designed for probable discharges in the cutting sections has been made with adequate cross section. The total length of side drains proposed for Hubli-Hospet and Hubli-Londa sections are 32.00 Kms and 27.47 Km respectively. Retaining wall will be provided in cutting sections to check erosion. The total length of retaining wall in Hubli-Hospet and Hubli-Londa section is 15 Km and 12 Km respectively.

47. Ballast and Sleepers: Provision has been made for 65mm, Stone ballast for the track. Cushion below PSC sleepers has to be 300mm for main line and 250 mm for loops has been proposed. Since the formation will be compacted along with granular blankets, stone ballasting can be done straightway without resorting to initial moorum ballasting. The total ballast requirement has been estimated to be 4, 41,815 Cum for Hubli-Hospet and 2, 96,155 Cum for Hubli-Londa Section.

48. PSC sleepers with 1660 nos. per Km density for main line and 1540 nos. per Km in loop lines has been provided.

49. Bridges: Total no. of bridges has been mentioned in table 2.4. Bridges with same spans as of existing bridge are


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proposed at a distance of 11m from centre of existing line. The linear waterway for all the major bridges has been proposed on the basis of span on existing railway line. All exiting bridges less than 1m opening will be extended to minimum 1mX1m RCC box type. While designing the bridges, heavy minerals loading (HML) standard has been adopted. Curves falling near bridges are proposed to be modified so as to mitigate the track centre difference at these major bridge locations thereby avoiding diversions. Diversions comprising reverse curves of 1º are proposed at other locations.

50. Road Crossing/ Level Crossings and Approach Roads: No new ROB and RUB is proposed under this improvement program. However, all ROB/RUB will be expanded to meet the double track specifications. South western railway has already sanctioned few ROBs/RUBs wherever essentially required. Hence, there is no separate proposal for road over/under bridges for orthodox doubling. There are 163 nos. Road/level crossings in the existing line out of which 2 Nos. are ‘A” class manned, 23 Nos. ‘B’ Class manned, 2 Nos, ‘C’ Class manned and 136 Nos are ‘C’ Class Unmanned.

51. Residential Accommodation: Provision for residential accommodation for accommodating the additional staff at various stations and at level crossings has been made. 100% accommodation will be provided for essential staff. The exact no. and location is yet to be finalised. However, probable the details of residential accommodations as indicated in the estimate have been provided in the table below (Table 2.7).

Table 2.7 Details of Residential Accommodation S. No Description Nos. Probable Locations

1 Type –I Staff Quarters 108 Hubli, Gadag, Hospet, Koppal, Tinnaighat

2 Type II Staff Quarters 48 Hubli, Gadag and Hospet 3 Type III Staff Quarters 40 Hubli & Hospet 4 Type IV Staff Quarters 12 Hubli, Londa 5 Quarters/lodge at

Level crossings Approximately 115 no. of Quarters/lodge are proposed all along the Hospet-Tinaighat

52. Dismantling: Dismantling of sand humps and other structures are involved at some stations. All the dismantled material can be sold off or reused for filling or other construction activities else shall be disposed off in environmentally acceptable manner.

53. Land Requirement: As per land acquisition plan prepared by Final Location survey (FLS) consultant, there is a requirement of 37 acre 26 guntas of additional land for the doubling proposal. Presently, patch- doubling is already in progress at several locations ie. Hubli- Hebsur and Dharwad – Kashanhatti section comprising about 64 Kms length which is being done by Zonal Railway and is outside


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the scope of this project. Land acquisition and earthwork in these stretches has already been completed by Zonal Railway.

54. Construction Material Source: The main construction material required for the project is earth material, cement, ballast, stone chips and sand etc. All these materials are available within 10 Km. Earth will be borrowed preferably from Govt. wasteland as well as private non-agricultural land. Ballast will be procured from licensed quarries at Koppal and Londa. Sand will be obtained from different river beds present along and nearby the project area. A list of borrow area with distance from railway line is given in Table 2.8.

Table 2.8 : Borrow Areas and its lead from Railway Track S. No Locations Nearest

Stations Lead from Railway line

A. Earth Material 1 Talkal Bhanapur

0.5 2 Hulgeri 1.2 3 LuKmapur 2 4 Virapur Bennikoppa 5 5 Gayerngenddi

Londa

0.5 6 Qila 1.5 7 Partayi 7 8 Akrali

Tinaighat

0.6 9 Rajuwada 1 10 Ustuli 3 11 Harehalli

Koppal 2

12 Koppal 1-2 13 Ginigera Ginigera 2

Source: Field Survey

2.6. Project Implementation Schedule 55. The project is in detailed design stage. Construction is

likely to start in 2011 and is proposed to be completed in five years i.e. by 2016. The entire construction activities may be taken up in three packages.


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3. DESCRIPTION OF THE ENVIRONMENT 56. It is imperative to study the existing environmental

conditions not only to establish the present physical, biological and socio-economic scenario but also in order to predict future impacts owing to construction and operation of the project. Particular emphasis has been laid in collection of data for terrestrial and aquatic flora and fauna in the present study, wild life movement and tree cover along the alignment. These are considered to be of prime importance vis-à-vis the nature and location of the proposed project.

3.1. Physical Environment 3.1.1. Meteorology and Climate

57. The project area can be distinctly distributed in two zones – Plateau and Ghat region. The climate in plateau region (Bellary, Gadag and Koppal districts) is semi-arid while sub humid to humid in the Ghat region (Dharwar, Belgaum and Uttar Kannada districts). Four seasons distinctly observed in the study area are (i) Hot and Dry Summer: it extends from middle of March to end of June with the peak maximum temperature rising to 45° C in May (ii) Hot and Humid Wet Season; Monsoon breaks in first fortnight of June and lasts up till September. Maximum rainfall is received in July and August. Humidity is high in this season ranging between 59-84%. The average maximum temperature in this season is about 31.5° C. (iii) Post Monsoon: In this season the humidity is high due to northeast rains in October and November. (iv) Winter Season: The cold season consisting of December, January and first half of march The minimum and maximum temperature in this season observed is 9.2°C and 28.7°C at Bellary and Dharwad, respectively. Average temperature for all project districts are shown in Figure 3.1

58. Winds: Winds are mainly easterly In January-March, northerly in April -May and Southerly during June to September. During October to December the winds are mainly south- west .The project area witness strong winds with the mean daily speed exceeding 6 m/hr. in the months April to September. The highest wind speed in the project region is about 7.4 Km/h normally observed in July.

59. Rainfall: The average rainfall is of the order of 150-250 mm. The Project District receives 70% of rainfall during monsoon months. Dharwad and Belgaum district have the highest rainfall in monsoon months. The annual rainfall (1997-2003) in the project districts have been graphically depicted in Error! Reference source not found.

60. Drought is very common in the Plateau part of the project area, particularly in Bellary, Gadag and Koppal districts.


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05

1015

20253035

Jan

Feb Mar AprMay Ju

n Jul

Aug Sep Oct NovDec

Months

Aver

age

Tem

pertu

re (C

elci

us)

BelgaumDharwadBellaryKoppalGadag

Figure 3.1 Temperature Variation in the Project Districts (1997- 2003)

0100200300

400500600700

Jan

Feb Mar AprMay Ju

n Jul

Aug Sep Oct NovDec

Months

Rain

fall

( in

mm

)

BellaryDharwadKoppalBelgaumGadag

Figure 3.2 : Annual Rainfall Pattern in the Project Districts (1997-2003) 3.1.2. Air Quality

61. The ambient air quality levels of the project area as given in Table 3.1. The suspended particulate matter (SPM), respirable suspended particulate matter (RSPM), sulphur dioxide (SO2) and nitrogen oxides (NOx) range from 145.8 to 460 µg/m3, 54.3 to 291.6 µg/m3, 1.27 to 16.5 µg/m3 and 11.6 to 34.6 µg/m3 respectively in this project area. These ambient air quality levels conform to the prescribed National Ambient Air Quality Standards (NAAQS) appended as Error! Reference source not found. for different Land use category except SPM and RSPM at few locations. The SPM concentrations marginally exceed the residential limits at Old town bus stand of Hubli but is well within the industrial limit. Similarly, the RSPM concentration is significantly higher than prescribed standards at Kundil sponge iron industry, Londa. However, in general, the project area is free from air pollution. This may be attributed to vast agricultural/open area available in the project influence area.

Table 3.1 Ambient Air Quality in the Project Area Location Parameters 1 2 3 4 5 6

SPM (µg/m3) 179.5 145.8 205 197 197.0 460


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Location Parameters 1 2 3 4 5 6

RSPM (µg/m3) -- 54.3 95 92 69.9 291.6 SO2 (µg/m3) 1.27 16.5 2.6 2.6 7.21 4.46 NOX (µg/m3) 13.9 18.9 11.6 11.6 34.6 21.66

Source: SPCB Regional offices of Koppal, Dharwar and Belgaum Locations: 1= Kirloskar industries, Koppal 2= Ultratech Cement, Ginnigara, Gadag 3= Old town bus stand, Hubli 4= Lakkamanahalli industrial area, Dharwad 5= Residential area, Londa town 6= Kundil Industries, Londa

3.1.3. Noise and Vibration 62. The noise levels which were recorded at various locations

along the project alignment both during movement and without movement of train is given in Table 3.2. The levels in the absence of train movement conform to the prescribed limit at all locations (Error! Reference source not found.) except at one commercial area (near Hubli railway station), and in forest areas which have been considered as silence zone. However, the peak levels exceeded the prescribed standards due to train movement. The levels were higher at commercial areas being their proximity to railway stations. Vibration during train movement was felt higher near bridge approaches and RUBs.

Table 3.2 : Noise Level in dB (A) in the Project Area Noise level Location

Leq (Day)

Leq (Night) L max L min

Area Category

Near Hubli Railway Station 76.0 48.6 80.2 36.8 Commercial

Noise in train 74.0 70.6 75.2 68.2 Residential Mugud (during movement of passenger train in forest area) 57.0 37.5 98.7 87.3 Silence

Old Bus Stand, Hubli City 54.6 39.5 97.5 34.2 Commercial

Gadag City 47.5 34.5 74.2 30.4 Residential Koppel City 51.2 35.9 72.1 33.2 Commercial

Londa town 48.2 27.6 64.3 24.5 Residential

Tannai Garh 48.6 25.6 57.9 24.2 Residential

Alnavar town 49.5 29.6 57.6 28.9 Residential

Forest area, Nagergalli 47.6 30.5 87.5 28.9 Silence Running of Freight Train in Forest area, near Londa 92.0 81.5 98.7 77.3 Silence

Source: Field Monitoring 3.1.4. Topography and Physiography

63. The topography of the project area, in general, is undulating. The variation in land profile in Hubli-Londa-Tinaighat section is comparatively higher than Hubli-Hospet section. The elevation above mean sea level along the project corridor varies between 465.7 m (Hospet Jn.) to 731.52 m (Dharwad Jn.). The average elevation of the entire rail section is 625.2 m.

64. Physiographically, Karnataka (project state) can be broadly categorised into four physiographic regions i.e. Northern


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Karnataka Plateau, Central Karnataka Plateau, Southern Karnataka Plateau and, Karnataka Coastal Region. Project rail sections falls under the Central Karnataka Plateau from Hospet to Dharwar, representing the transitional surface between the Northern Karnataka Plateau of Deccan Trap and southern Karnataka Plateau. By and large, this region represents the area of Tungabhadra basin. The general slope of this region is towards the east. The Alnavar-Londa-Tinaighat section is part of Western Ghats of Karnataka coastal region representing a typical trappean landscape.

3.1.5. Geology and Seismicity 65. There are four main types of geological formations in

Karnataka. They are (i) the Archean complex made up of Dharwad schists and granitic gneisses covering around 60% area of the state. (ii) The Proterozoic non-fossiliferous sedimentary formations of the Kaladgi and Bhima series (iii) The Deccan trappean and intertrappean deposits made up of greyish to black augite-basalt and (iv) The tertiary and recent laterites and alluvial deposits formed after the cessation of volcanic activity in the early tertiary period. Project districts mainly falls under the Dharwar super group, which represents the oldest rocks and comprise schists, phyllites, argillites, felsite, hematite – quartzites and limestone. The Alnavar-Londa-Tinaighat section is part of Western Ghat representing the faulted edge of Deccan Trap chiefly underlain by basaltic rocks. Besides, the tertiary and recent laterites and alluvial deposits are also interspread in above two formations. (Refer to Figure 3.3)

Figure 3.3 : Geological Map of Karnataka


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66. The proposed alignment lies in seismic zones – II, & III as per seismic zoning map of the country as shown in Refer Figure 3.4 indicating low to moderate risk zone.

Figure 3.4 : Seismic Zoning of India

3.1.6. Soil 67. Mainly two types of soil are noticed in the project stretch,

one is the regular black soil and the other is red soil. They show a variation both in their texture and appearance, according to the nature of the underlying rocks. They also exhibit a great deal of variation in thickness, consistency, colour, etc. Areas along project rail section are predominantly laid down by mixed red and black soil. Stretch falling in Belgaum and Uttar Kannada districts/ Western Ghat is mainly covered by anlfisols intermixed with inceptisols.

68. Physico-chemical analysis (Table 3.3) of soil samples indicates that soil along the project sections is mostly clayey in nature. Texture of the soil is sandy clay in Ginnigera, Gadag and silt clayey in Tinaighat and Londa. Nitrogen content in all soil samples is higher than normal. Potassium content is low in the samples collected from Tinaighat, Gadag and Ginnigera, and higher in the sample collected from Londa railway station as per recommended norms of Indian Council of Agricultural Research (ICAR).


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Table 3.3 : Physico-Chemical Characteristics of Soil Samples in Project Area Locations Parameter

Tinai Ghat

Londa Gadag Ginnigera

Colour Red Red Reddish Black Black Texture Silt Clay Silt Clay Sandy clay Sandy clay PH (20%) 6.93 7.03 6.4 7.56 Conductivity µmhos/cm 950 590 253 126 Moisture % 2.48 7.86 6.25 5.62 Organic Matter% 0.1462 0.2015 0.97 0.39 Bulk Density gm/cm3 1.95 1.88 1.2 1.1 Porosity % 0.168 0.192 -- -- Water Holding %Capacity 13.31 11.69 -- -- Carbonate as CaCO3 mg/kg Nil Nil Nil Nil Potassium as K mg/kg 220.0 410.0 169 220.0 Phosphorus as P mg/kg 89.0 91.0 22.3 13.0 Chloride as Cl mg/kg 649.7 642.96 21.2 42.4 Iron as Fe mg/kg 296.45 304.26 687.2 17900 Nitrogen as N mg/kg 617.0 924.0 816.0 274.0 CEC meq/100gm 22 25 -- -- Bicarbonate mg/kg 0.0915 0.0928 -- --

Source: Analysis of field Samples and data obtained from Regional office SPCB, Koppal,

3.1.7. Water Resources 3.1.7.1 Groundwater

69. Ground water is main source for drinking and domestic water requirement in the project area except in the urban area of Hospet, Koppal and Gadag where main source of drinking water is T.B. dam reservoir built on Tungabhadra River near Hospet. Water requirement at different stations is also met mainly through groundwater abstraction. Depth to water table in the project area significantly varies in all the four project districts. The highest depth to level is in Gadag which is 90 – 120 (mbgl), followed by Koppal district (60 – 80 mbgl), Dharwad (35- 50 mbgl) and Belgaum districts (20 – 35 mbgl). The water table is comparatively at shallow depth in Bellary district (12 – 25 mbgl) due to its proximity to T.B. Dam and Tungabhadra River near Hospet.

70. Groundwater samples conform to the drinking water standard except for Manganese (Drinking water standards appended as Appendix 3.3). Manganese content exceeds the maximum permissible limit at all location. Total Dissolved Solid is higher than desirable limit at samples collected from Alnavar and Bhanapur Village. Poor groundwater quality was reported by local people during public consultation near Alnavar, Bhanapur village, Nagergalli, Koppal, Ginnigera because of higher iron and fluoride content. Poor groundwater quality was also reported in the forest areas near Tavargatti, Tinaighat and Nagergalli. Result of the groundwater quality of the samples collected during field survey in the study area has been summarised in (Table 3.4).


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Table 3.4 : Groundwater Quality in the Project Area Locations

Parameters

1 2 3 4 5 6

Colour ( Hazen Units ) > 2 > 2 > 2 1 5 5 Conductivity (μmhos/cm) 540 1098 1826 888 -- -- Turbidity ( NTU ) > 2 > 2 > 2 > 2 > 2 > 2 pH value 7.45 7.1 7.19 7.3 7.7 7.7 Total Dissolved Solids 354 664 1130 430 980 440 Total Suspended Solids 10 10 8 -- -- -- Total Hardness ( as CaCO3) 112 265 596 230 -- -- Chlorides ( as Cl ) 68 298 430 78.0 192 34 Sulphate ( as SO4 ) 28 28 30 20.2 82 11 Nitrate ( as NO3 ) 0.61 0.6 0.82 24.6 44 0.7 Phosphate (as PO4) 0.6 0.54 0.6 -- -- -- Fluoride ( as F ) 0.8 0.8 0.8 0.4 1.4 0.8 Iron ( as Fe ) 0.2 0.07 0.05 0.03 ND ND Lead ( as Pb ) 0.007 0.008 0.005 0.1 -- -- Copper ( as Cu ) 0.05 0.04 0.06 0.01 -- -- Nickel (as Ni) 0.13 0.1 0.05 -- -- -- Zinc ( as Zn ) 0.2 0.05 0.06 0.02 -- -- Total Chromium ( as Cr ) N D N D N D <0.05 -- -- Manganese ( as Mn ) 0.05 0.05 0.07 -- -- Oil & Grease Nil Nil Nil <0.1 <0.1 <0.1 Calcium ( as Ca ) 11 74 195 54.4 -- -- Magnesium ( as Mg ) 20 20 26 22.8 -- -- Ammonical Nitrogen 1.6 1.6 1.8 -- -- -- Total Alkalinity 8 16 36 252 -- -- Chemical Oxygen Demand N D N D N D N D ND ND Bio-chemical Oxygen Demand N D N D N D N D ND ND Dissolved Oxygen 7.4 7.2 7.2 4.9 4.5 5

Source: Analysis of field Samples, All units are in mg/l wherever not specifically mentioned 1= Tennai Ghat R S, 2= Londa R S, 3= Alnavar R S, 4= Ginni gera R S, 5= Bhanapur Village, Gadag, 6= Nalluar Village, Mugund RS

3.1.7.2 Surface water

71. The project area is a part of Krishna river basin constituting two main river systems i.e. Malaprabha and Tungabhadra River. The important rivers in the project area are Tughbhadara, Pandhari, Turva and Benni River. Most of rivers are only cutting across the existing alignment except Pandhari and Turva which run almost parallel to the track between Shivthan and Londa and Londa-Tinaighat Stn. for 1.5 Km and 700 m respectively. There are several other water bodies viz. canals, ponds, minor drains etc which either cutting across or located in the surrounding areas. Canal and river water bodies are mainly being used for irrigation purpose whereas ponds are principally being used for cattle bathing/drinking and washing of clothes by local people. Fishing activity is being done mainly in Tungabhadra River and local spring. List of all water bodies nearby and cutting across the project rail section is given in Table 3.5.


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Table 3.5 : List of Water Bodies along the Project Corridor

S.No. (Km) Type of Water Body Status S.No (Km) Type of Water

Body Status

Hubli- Hospet 1 20.5 Canal Crossing 18 64.8 Ekka Nalla Crossing 2 21.0 Benni River Crossing 19 73.4 Small Pond LHS(19.4) 3 21.2 Small Pond RHS(16.8) 20 83.4 Small Pond LHS(26.8) 4 22.7 Canal Crossing 21 83.7 Small Pond LHS(35.6) 5 27.8 Pond LHS( 12.6) 22 108.8 Natural drain Crossing 6 29.75 Pond LHS(26.9) 23 109.9 Eachala Nalla Crossing 7 37.9 Pond LHS(29.5) 24 110.5 Dry canal distributey Crossing 8 38.2 Pond LHS(32.6) 25 111.9 Natural drain Crossing 9 38.9 Pond LHS(54.6) 26 112.5 Canal Crossing

10 40.33 Chawla Nala Crossing 27 114.2 Holla River Crossing 11 46.8 Lake RHS(32.8) 28 122.1 Natural drain Crossing 12 46.92 Eachla Nalla Crossing 29 128.8 Huvina Halla Crossing 13 59.1 Drain Crossing 30 130.0 Natural drain Crossing 14 52.05 Karodi Halla Crossing 31 135.1 Power Canal Crossing 15 53.91 Mane Halla Crossing 32 138.9 Tungabhadra River Crossing 16 59.75 Nalla Crossing 33 140.8 Canal Crossing 17 62.77 Godda Nalla Crossing

Hubli- Londa 34 485.8 Pond RHS(30.2) 41 526.4 Gundi Halla Crossing 35 487.3 Pond RHS(12.6) 42 532.1 Small Pond RHS(19.8) 36 490.5 Pond RHS(22.9) 43 534.5 Small Pond (RHS)20.5 37 492.7 Pond RHS(26.8) 44 537.5 Small Pond LHS(35.6) 38 496.4 Pond RHS(34.6) 45 539.6 Small Pond RHS(27.6) 39 505.4 Pond RHS(36.7) 46 553.7 Pandhari Nadi Crossing 40 512.1 Dodda Nalla Crossing 47 557 Natural drain Crossing

Londa- Tinaighat 48 1.264 Turva River Crossing 50 6.54 Natural Drain LHS(32.6) 49 4.624 Water Body RHS(32.4)

72. Surface water samples tested and analyzed have been compared with the standards prescribed by Central Pollution Control Board (CPCB) for propagation of wild life and fisheries (Appendix 3.4). The results of the samples conforms their suitability for both these purposes. Results of the surface water quality in the project area have been summarized in Table 3.6.

Table 3.6 : Surface Water Quality in the Project Area PARAMETER UNITS Class D& E

Limits Sample No. & Results 1 2 3

pH pH units 6-8.5 7.8 8.1 8.1 Conductivity uS/cm 2100 -- 856 198 Dissolved Oxygen mg/l 4 -- 5.6 7.5 Total Dissolved Solids Mg/l 2250 790.1 540 120 Sodium Absorption Ratio … 26 6.3 2.3 0.3 Chlorides, as Cl Mg/l 600 161.8 128 30 Boron, as B Mg/l 2 Nil ND ND Sulphate, as SO4 Mg/l 1000 61.6 52 8 Free Ammonia, as NH3 Mg/l 1.2 ND ND ND

1= Lake near Ginnigera, 2= Hire Halla Stream, Koppel 3= T.B. River, Munirabad

3.2. Ecological Resources 3.2.1. Terrestrial Ecology 3.2.1.1 Forests

73. There are no National Parks, Wild life sanctuaries, Tiger reserves, Bird sanctuaries, Elephant Reserves or similar eco-sensitive areas in the project area. However, major


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part of the Alnavar-Londa-Tinaighat section of the subproject traverses through reserved forests. However railways’ has enough land (ROW) in this area and area is fenced (refer Appendix 2.3 for RVNL confirmation letter for land availability). Administratively, these forests come under three districts viz. Dharwad, Belgaum and Uttar Kannada and controlled by five forest Divisions. The details of forest areas along the sub-project sections has been summarised in Error! Reference source not found..

Table 3.7 : Details of Reserved Forests along the Project Section

S. No. Forest Division Reserved Forest Extent (Km.) Nature of Presence 1 Dharwar Division Chikkamallidavadi RF 499.00 Near the track 2 Kambarganvi RF 514.2-515.2 Near the track 3 Khanapur Division Madkikoppa RF 515.2- 516.1 Bisecting the track 4 Kogilgiri RF 517.6 -518.1 Bisecting the track 5 Nagergalli Division Nagergalli RF 533.6- 554.3 Bisecting the track 6 Belgaum Division Londa RF 554.3 – 559.2 Bisecting the track 7 Akrali RF 1.2- 8.3 Bisecting the track 8 Haliyal Division Tinai ghat RF 8.3- 11.6 Bisecting the tracks

3.2.1.1 Important Faunal Elements

74. The forest of Karnataka and the project districts are rich in faunal resources. The common species and their vulnerability status has been described in following paragraphs.

75. Mammals: Common mammalian species found in the forests close to the project corridor are Strip Hyaena (Hyaena hyaena), Common Jackal (Canis aureus), Common wolf (Canis lypus pallipes), Indian Porcopine (Hystrix indica,Indian Bison (Bos frontalis) Gaur (Bos gaurus), Blackbuck (Antelope cervicapra), Sambar (Cervus unicolar), Chital (Axis axis), Barking Deer (Muntiacus muntjak),Indian Wild Boar (Sus scrofa), Rhesus Macaque (Macaca mulatta), Common Mongoose (Herpestes edwardsi) Common Langur (Presbytis entellus), Sloth Bear (Molurus ursinus), Sambar (Cervus unicolor), Fox (Vulpes bengalensis),. Of the above,,four species belong to the schedule I (Table 3.8) under the Wildlife Protection Act, 1972. However, concentration of the endangered species is limited to the deeper portions of the forest quite far (>2.0 Km) from the railway alignment. The Malabar Squirrel Giant one of the endangered species is sometimes seen near the project corridor.

Table 3.8 : Endangered Mammals in the Forests located near the Project Alignment

Common Name Scientific Name Category Criteria IWL(P),1973 Asian Elephant Elephas maximus Endangered EN A1 cd Schedule I Malabar squirrel (Giant) Ratufa indica Near threatened LR nt Schedule I Leopard Panthera pardus Near Threatened LR nt Schedule I Tiger Panthera tigris Endangered ENC2a (i) Schedule I

76. Reptiles: - Many Reptile species are present in this area such as Geckos, Lizards, Cobras, Python, Draco, Bamboo


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pit viper, Russel’s viper, Wolf snake, Whip snake and Rat snake. Some time rare snakes also visit or found in this area such as King Cobra, Brightly coloured pythons and Krait species. As per IWL (P), 1973 brightly coloured python is Schedule I species. However, no habitat of these species found near the track.

77. Amphibians: Many amphibian species are present in the forest areas close to the subproject section. Important among them are Bufo melanostictus (Common toad), Bufo species, Rana tigrina, Microhyla rubera and Microhyla ornate, Ramanella variegate Ramanella triangularis, Tomopterna breviceps, Euphylyctis cyanophlyctis, Limnonectus species, Rana temporalis, Euphylyctis hexadactylus, Nyctibatrachus karnatakaenis, Koloula species and Salamandar species. etc.

78. Avifauna: The forest areas along Alnavar-Londa-Tinaighat section are part of moist deciduous forest with heavy rainfall. The avian diversity is also good in this region. More than 100 avian species are reported in these forests. The common and important species has been listed in Table 3.9. Out of all birds only Nilgiri wood pigeon (Columba elphinstonii) is vulnerable as per International Union for Conservation of Nature (IUCN), 2006. However, neither this species nor its habitat is found close to the track. List of all birds has been appended as Appendix 3.5.

Table 3.9 Important Birds in the Forests close to the Project Alignment Common Name Scientific Name Common Name Scientific Name Median egret Mesophoyx intermedia Purple nemped Sunbird Nectarinja zeylonica Black kite Milvus migrans Indian Robin Saxicoloides fulicata Brahminy kite Haliastur indus Oriental magpie robin Copsychur saularis Shikra Accipiter badius White breasted Kingfishers Halcyon smyrnensis Rock pigeon Columbia Swifts Apus affinis Blue rock pigeon Columbia livia Peafowl/ Peacock Pavo cristatus Nilgiri wood pigeon Columbia elphinstonii Tailor bird Orthotomus sutorius Rose ringed Parakeet Psittacula krameri Spotted owlet Athene brama Greater coucal Centropus sinensis House crow Corvus splendens Drongo black Dicrurus macrocercus Wild myna Acridotheros spp. Small Bee eaters Merops orientalis Common kingfisher Alcedo attihis Indian Grey Hornbill Ocyceros hirostris Common hawk cuckoo Hierococcyx varius Woodpeckers Picus canus Grey jungle fowl Gallus sonneratii Paradise flycatcher Terpsiphone paradisi Barn owl Tyto alba Pied crested Cuckoo Clamator jacobinus Jungle owlet Glaucidium radiatum

3.2.1.2 Animal Movement corridors

79. In Hubli-Hospet Section, there is neither any forest close to or bisected by the rail line. There is no wildlife movement path along this section. However, large number of deers are found in the agricultural fields near Bhanapur village on both sides of the track. They also cross the railway track sometimes in search of water and food though not frequently.

80. Alnavar-Londa-Tinnaighat section bisects many reserve forests. Railways already have enough ROW in this entire


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section which is already fenced. A definite movement path of elephants in these forests via rail line was reported in the past. Elephants used to move from Dandeli Wildlife Sanctuary to various parts of Belgaum in search of food (Sugarcane Paddy & Bamboos) and water. One of the widely used corridors was Dandeli (approximately12 Km south from the existing track) to Bastavada (approximate 4 Km North from the existing track) via Nagergalli crossing the existing track near Ch. Km 540.00. With passage of time and increased human intervention this corridor has been diminished. Presently, there is no definite movement route of elephant and other wild animals in these forests crossing the track. The most recent incidences of elephant movement recorded in these forests was in the year 2008, when elephants came from Dandeli Sanctuary area and stayed 4 days near a water body near Hullekri (3 Km north-west to the existing rail line). Crossing of wild animals especially Bisons was reported in Londa-Tinaighat section though not following any definite movement path.

81. Crossing of cattle and other mammals is limited to habitated areas. Comparatively higher frequency is reported near Bhanapur, Nagalvi, Mugad and Bistenhatti (near LC 328, LC No. 330).

3.2.1.3 Floral Elements

82. For the floral assessment, quadrate sampling/analysis was done to know the predominant floral species, their frequency, density and habit. Altogether 10 quadrate of 10X10(m) were placed in Alnavar-Londa-Tinaighat section. All quadrates were placed along the proposed alignment within 20m of the existing track. A comprehensive list including trees, shrubs, climbers and teridophytes/ferns of floral species of the study area has been appended as Error! Reference source not found.. The summary of quadrate analysis has been summarised in Table 3.10.

Table 3.10 : Summary of Quadrat analysis Quadrate

No. Nearest Station

Chainage Total No. of Species

Important Floral Species

1 Alnavar 529.23 45 Eupatorium triplinerve, Sida acuta, Sida rhombifolia,Tectona grandis, Terminalia tomentosa

2 Alnavar 532.6 23 Eupatorium triplinerve,Sida acuta, Sida rhombifolia,Terminalia paniculata, Terminalia tomentosa

3 Tavergatti 534.9 34 Eupatorium triplinerve, Terminalia paniculata, Triumfetta rhomboidea

4 nagergali 540.3 29 Achyranthes aspera, Bambusa arundinacea,Sida rhombifolia, Terminalia paniculata,Terminalia tomentosa

5 Devrayi 541.6 64 Sida rhombifolia, Urena sinuaat, Vernonia cenera

6 Shivthan 558.6 29 Grasses Sida rhombifolia, Urena sinuata, Vernonia, Eupatorium triplinerve, Justicia betonica, Mimosa pudica, Synedrella


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Quadrate No.

Nearest Station

Chainage Total No. of Species

Important Floral Species

nodiflora 7 Londa 1.8 14 Catunaregam spinosa,Eupatorium

triplinerve, Zizyphus rugosa 8 Londa 2.10 22 Terminalia paniculata, Terminalia

tomentosa,Xylia xylocarpa 9 Tinaighat 10.60 45 Aporosa lindleyana, Catunaregam spinosa,

Eupatorium triplinerve Hemidesmus indicus,Syzygium cumini Terminalia tomentosa,Wendlandia thyrsoidea

10 Tinaighat 10.60 14 Allophylus cobbe ,Aporosa lindleyana Jasminum malabaricum

83. Out of all floral species, five were identified as endangered and threatened species. The list of endangered and threatened species with its location Vis-a Vis proposed alignment has been summarised in Table 3.11.

Table 3.11 : Endemic, Endangered & Threatened floral species

S.No. Plant names Status as per IUCN,2006

Status Vis- vis alignment

1 Diospyros Montana (Tree)

Vulnerable globally One tree near Londa was observed in the quadrate but on right side. Not likely to be affected

2 Embelia tsjeriam-cottam (Shrub)

Vulnerable Found very commonly in the area and very easy to transplant.

3 Garcinia indica (tree)

Vulnerable globally Not found in quadrat analysis. Only one tree near Tinaighat was found but safely located outside the proposed alignment Also very young and if required may be transplanted

4 Oroxylum indicum (tree)

Vulnerable 1 plant was observed near Nagargalli within RoW. This can be easily transplated.

5 Pseudarthria viscida (Herb)

Vulnerable Predominantely found outside the RoW. It is a common weed and easily can be grownup locally in the area. Seasonal growth in rainy season only.

3.2.1.4 Medicinal Plants/Shrubs/herbs

84. Many of the floral species found in the forest areas also have some medicinal values. Most of them are very common weed/shrubs/herbs/climber and come up/propagates during rainy seasons. Out of all medicinal plant species, only one is vulnerable .i.e Oroxylum indicum. Table 3.12 provided the details of medicinal plants found during quadrat analysis.

Table 3.12 Medicinal Plants in the Forest areas close to the Alignment Plant names Family Habit

Achyranthes aspera Amaranthaceae Herb Celastrus paniculata Celastraceae Climber Cyclea peltata Menispermaceae Climber Holarrhena Apocynaceae Tree


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Plant names Family Habit

antidysenterica Mimosa pudica Mimosaceae Herb Naravelia zeylanica Ranunculaceae Herb Ocimum gratissimum Lamiaceae Shrub Oroxylum indicum Bignoniaceae Tree Securinega leucopyrus

Euphorbiaceae Shrub

Sida acuta Malvaceae Herb Sida rhombifolia Malvaceae Herb Terminalia bellerica Combretaceae Tree Terminalia chebula Combretaceae Tree Vernonia cinerea Asteraceae Herb

3.2.1.5 Trees along Railway line

85. Tree density in Hospet-Hubli section is very low. Enumeration of trees in this section was done by repeated observation through passenger train. The number of trees in the forested areas of Alnavar-Londa-Tinaighat section has been assessed based on the interpolation derived from quadrate sampling. It indicates that approximately 14190 trees are located within 10 m from the existing track on either side. Maximum numbers of trees are located after 5 m from the toe of the existing rail bed. The estimated number of trees within 10 m from the toe of the existing alignment in different rail section is given in Table 3.133.

Table 3.13 : Trees within 10 meter from Toe of Existing Rail Bed

S.No Chainage(KM) Number of Trees Hubli- Hospet

1 0.00-25.00 17 2 25.01-50.00 225 3 50.01-75.00 32 4 75.01-100.00 50 5 100.01-125.00 42 6 125.01-150.00 118

Hubli – Londa 7 469.00-493.00 120

Alnavar-Londa-Tinnaighat 8 493-559 and 0.00 to 11.200 14,190

Total Trees 14,794

3.2.2. Aquatic Ecology 3.2.2.1 Water Bodies in the Project area

86. No large scale/organized fishing was observed in the project area except in the Tungabhadra dam reservoir. In Dharwar and Hubli region, fishing is limited to some lakes and perennial streams. Londa, Dharwar and Hubli are also supplied with fresh as well as dried marine fish from Goa, Kumta and Karwar district. Fishing activity is limited to rainy season in Turva River near Londa. The fish species found in project area are Sasil, Kemmin, Miskooli, Fariki/Kanag, Kumbal Beesa, Ajara, Murrangi, Katarni, Dhoak, Kutch, Maral, Glass fish, Top minnow (local name).


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3.2.2.2 Areas of Eco-Sensitivity/Protected Area/Restricted Area legislative and others

87. No such eco-sensitivity areas, protected area, restricted area and legislative and others were found in the sub project area other than the reserved forests4

3.3. Economic Development .

88. Karnataka registered a GSDP growth rate of 7% for the year 2007-2008. It now has the sixth highest per-capita GDP of all states. A sizeable 71% population of the state is engaged in farming. The state is the largest producer of coffee, raw silk and sandalwood in the country and also adding considerably to the horticulture production of the country. The cottage and mineral based industries also add a good percentage of revenues to the state. Many facets of economic development of the state and project districts have been discussed in subsequent sections.

3.3.1. Industries 89. Karnataka has become one of the leading states in the field

of industrial development both in the private and public sectors. The outstanding business in the area of computer software has attracted national and international firms to the city of Bangalore. The state has a number of traditional cottage and small industries like handlooms, silk weaving etc. Apart from the numerous factories in engineering, chemicals, electrical, and electronic goods, there are food processing and processing of plantation products like tea, coffee, rubber, cashew etc.

90. There are several industries and commercial ventures present along the project rail section mainly near the Hospet region due to presence of vast minerals resources in this region. This section is basically used to serves coal mines of Bellary district to the Mormugao Port. List of Major Industries present along the project rail section is given below in Table 3.14.

Table 3.14 : Major Industries along the Project corridor

S. No. Name of Industry Item of Production Location 1 MSPK Iron Ore Hospet, Bellary 2 Kirlosker ferrous industries Ltd Ferrous Materials Hitnal, Koppal 3 Jindal Vijaynager industries Iron Hitnal, Koppal 4 Hospet Steels Ltd. Steels and iron ore Hitnal, Koppal 5 Kalyani Steels Steels Ginnigera, Koppal 6 BPCL Petroleum products Dharwar 7 IOCL Petroleum product Dharwar 8 Kondil Sponge iron Industries Iron Ore Londa

4 In India, Forests are classified as protected forests, reserved forests and village forests. The reserved forets are declared by State Government out of the area classified as forest land under revenue record for the purpose of protection of ecology. The areas designated for management of trees like the roadside areas is classified as protected forests. These classifications are not primarily linked to the ecological sensitivity of the area. The diversion of reserved forest areas are permitable for specific purposes. From faunal (wild life) prospective areas are classified as protected areas and are primarily notified as Santuaries or National Park.


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Source: Identified During Field Survey

3.3.2. Infrastructure Facilities 3.3.2.1 Water Supply

91. In the project districts, drinking requirement in Hospet, Koppal and Gadag urban area is met through T.B. Power canal or Reservoir after primary-treatment, Hubli – Dharwad region gets from Malaprabha River or Neerasagar Lake thought pipes. In rest of the area, main source of drinking water is groundwater abstraction through open wells/tube wells and Hand pumps. Drinking water facility in Koppal, Gadag is poor since groundwater in the area is scarce.

3.3.2.2 Transportation

92. Karnataka has one of the best road connectivity amongst all the state of nation. Among the network of roads in Karnataka, 3973 Km. of roads are National Highways and 9829 Km are state highways. The total length of rail line in the state is 3089 Kms which mostly falls under the south-western zone having the head quarter in Hubli city of northern Karnataka. The major railway station of the states is Hubli, Wadi, Bangalore, Mangalore, Mysore etc. Karnataka is well connected with other part of India through air transportation. The transport infrastructure in the project districts has been summarized below in Table 3.15.

Table 3.15 : Transport infrastructure in the Project District

Particulars Bellary Koppal Gadag Dharwad Belgaum Uttar Kannada

National Highway 90 129 73 30 201 329 State Highway 471 270 176 40 732 669 Major District Road 1279 526.10 66.75 595 2657 1230 Other District Road 3045 -- 66

3.3.2.3 Land use

93. Land use Pattern within 200m: Land use on either side from the centre of the existing track has been delineated based on the strip mapping done during field survey supported by Survey of India toposheet. The land use along the project corridor is predominantly agricultural (approx.40%) and barren land (approx.18% mostly within railway right-of-way). Rest of the area is shared by forests & rocky land, settlement and water bodies. Table 3.16 provides the land use along the project rail section.

Table 3.16 : Land Use in Project Section

Land use within 200 from the centreline (excluding formation width)

Arable 41% Barren land 14% Forest& hilly tract 21% Water Bodies 10% Residential & commercial and others 14%

Source: Strip mapping during field survey


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3.3.2.4 Power Sources and Transmission

94. The total installed generation capacity of the State is 5,836 MW. In the next 3 to 4 years, it is planned to add about 2,400 MW of additional generation capacity mainly from different projects: (i) Almatti Hydel Project: 290 MW: (ii) RTPS 8th unit 210 MW; (iii) Bellary Thermal Power Project 500 MW; and (iv) Bidadi Combined Cycle Project 1,400 MW. The State has achieved 100% village electrification. Now the main thrust is on electrification of hamlets. More emphasis is being given for reduction of commercial losses.

3.3.2.5 Agriculture

95. The state has a cultivated area (net area sown + current fallow) of 10.4 m. ha as against Geographical area of 19.1 m. ha. The gross cropped area of Karnataka is 12.6 million ha. The cropping intensity of Karnataka is 114%. There are two main crop seasons, the Kharif and the Rabi. The Kharif crops are paddy, pulses and groundnut. Cotton is grown in black soils. Rabi crops are chillies, garlic, onion, cotton, groundnut, ragi, korra and other oil seeds. Besides these seasonal crops, garden crops like vegetables and turmeric are also grown throughout the year. The highest cropping potential among project districts is in Belgaum due to its favourable geological set-up followed by Dharwad and Bellary. Koppal being in the rain shadow zone and due to lack of irrigation facilities has one of the lowest agricultural produce in the state. Major crops found in the project districts are paddy due to dominance of black cotton soil in the project section.

3.3.2.6 Minerals

96. Karnataka is endowed with fairly rich mineral wealth distributed more or less evenly over its territory. The State contains deposits of asbestos, bauxite, chromite, dolomite, gold, iron ore, kaolin, limestone, magnesite, manganese, ochre, and quartz and silica sand. It is the sole producer of felsite and leading producer of gold (84%), moulding sand (63%) and fuchsite quartzite (57%). The list of operational mines in the project district has been tabulated below in Table 3.17.

Table 3.17 : List of Operational Mines in the Project Districts S.No. Districts Iron Ore Manganese Quartz Sand Limestone Total

1 Bellary 87 7 7 1 0 102 2 Koppal -- -- 9 -- -- 9 3 Gadag 1 -- 1 --- -- 2 4 Dharwad 3 -- -- 3 -- 6 5 Belgaum 1 2 1 3 7 14

6 Uttar Kannada 1 6 -- -- -- 7

Total 93 15 18 7 7 Source: Mines and Geology Department, Karnataka


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3.3.2.7 Tourism

97. Karnataka is an enchanting land abounding in scenic beauty, rich in flora and fauna. It has pomp and peasantry of glorious traditions and marvels of modern engineering. The wild game sanctuaries at Bandipur, Nagarhole and Dandeli, the Anshi national parks are a well known tourist centres indicate the variety and richness of the attractions that it holds out to the tourists. Important tourist destinations of the project districts have been listed below in Table 3.18.

Table 3.18 : List of Important Tourist Spots in the Project Districts Project Districts

Name of the Tourist Places

Bellary Hampi, Pattabhirama Temple, Virupaksha Temple, Vittala Temple, Patal Lingeswar, Hazara Ramaswamy Temple, Lotus Mahal, Kishkindha, Twin Temple, Tungabhadra Dam

Koppal Mahadeva Temple at Itagi, Kanakagiri, Kuknur, Anegundi and Navabrindavana, Gadag Trikuteshwara Temple, Saraswati temple, Veeranarayana Temple,& Someshwara temple, Dharwad Durgadevi temple, Mailara Linga temple, Venkataramana, Nandi Kola Basavanna, Dattatreya,

Ulavi Basavanna, Murugha Mutt and Shankara Mutt. Belgaum Cantonment area, Jamboti, Vajrapoha Falls, Godchanmalki falls, Gokak Falls, Amboli falls,

fort Kamala Basti fort, Kapileshwar temp Vaijyanath hills, Ramtirth. Uttar Kannada

Karwar, Gokarna, Ankola, Sonda, Ulvi, Banavasi, Magodh Waterfalls, Dandeli Wildlife Sanctuary, Baithkola Beach, Sadashivgad Hill Fort, Attiveri Bird Sanctuary, Kavala Caves, Lalguli Falls, Magod Falls, Murudeshwar

Source: State Tourism Departments

3.4. Social and Cultural Resources 3.4.1. Population and Communities

98. The state's total land area is 1, 91,791 Sq.Km. It accounts for 5.83 percent of the total area of the country (3.29 Mn Sq.Km) and ranks eighth among major states of the country in terms of size. As per 1991 Census, the State's population was 44.8 million. It was 5.3 percent of the total Indian population of 8,44.3 million . Among different states, it occupies eighth place with regard to population. The density of population as per 1991 Census was 235 persons per sq. Km which was lower than the all-India density of 273 (excluding Assam and Jammu and Kashmir).

99. The Sex ratio in Karnataka is 964; 940 in urban areas and 976 in rural areas. The demography of the project districts as per census of India, 2001 has been summarised in Table 3.19

Table 3.19 : Demographic Profile of the Project Districts District Population % to total

Population % to Total Population

Total Density Male% Female % Rural Urban SC ST Bellary 2027140 240 50.2 49.8 65 45 18.5 18.0 Koppal 1196089 166 501 49.9 83 17 15.5 11.6 Gadag 971835 209 50 50 64 36 14.1 5.6 Dharwad 1604253 376 51.3 48.7 45 55 8.2 4.4 Belgaum 421505 314 51 49 76 24 11.0 5.8 Uttar Kannada 1353644 132 50.7 49.3 71 29 7.5 1.8

Source: Census of India, 2001


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3.4.2. Health Facilities 100. Medical facilities in project districts are not adequate. PHC

is highest in Bellary followed by the Belgaum, Uttar Kannada and lowest in Dharwad. Number of Sub- Health Centre is highest in Belgaum and lowest in Koppal and Dharwad. Private Hospitals are highest in the Dharwad district followed by Belgaum district. Medical facilities in Koppal are very poor in comparison to other districts. District wise health facilities in the project districts have been listed in Table 3.20.

Table 3.20 : Health Facilities in the Project Districts

Dist. /State Community Health Centre

Primary Health Centre

Sub Health Centre

District Hospital

Bellary 5 52 29 1 Koppal 2 12 17 2 Gadag 2 20 28 1 Dharwad 5 11 17 1 Belgaum 7 30 33 1

Uttar Kannada 4 24 32 1 Source: Directorate of Economics and Statistics, Orissa 3.4.3. Education Facilities and Literacy

101. Karnataka has 66.64 % literacy; 76.10 % male and 56.87 % female literacy as per 2001 census. Among the project districts, Uttar Kannada has the highest literacy rate of 76.6% followed by the Dharwad (71.6%), Gadag (66.1 %), and Belgaum (64.00 %) and lowest is Koppal (54.1%). The educational status of the project districts has been provided in Table 3.21.

Table 3.21 : Educational Facilities in the Project Districts District Primary School High School Literacy % Bellary 1672 270 57.4 Koppal 1060 156 54.1 Gadag 725 189 66.1 Dharwad 985 238 71.6 Belgaum 3586 634 64. Uttar Kannada 2225 268 76.6

Source: Directorate of Economics and Statistics, Orissa 3.4.4. Socio-Economic Conditions

102. As per 2001 census, the total workers in the state account for 23.57 million which is 36.6 % of the total population of the state. The percentage of the agricultural labourer in the project districts range between14.5% to 42.4%. The economy of the districts is primarily agricultural which is supported by the fact that cultivators and agricultural labourers together constitute more than 62% in all districts except Dharwad and Uttar Kannada where urban population is more than that of all other districts (Table 3.222).


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Table 3.22 : Different Category of Workers in the Project Districts.

State/District % of

cultivators to main workers

% of agriculture labourer to main

worker

% of main worker to

population

% of total worker to total

population Bellary 27.3 39.3 39.5 45.4 Koppal 30.3 42.4 35.3 46.3 Gadag 30.4 39.2 40.0 47.1 Dharwad 25.8 27.3 36.6 42.6 Belgaum 37 31.3 36.0 44 Uttar Kannada 24.7 38.5 33.6 42.9

Source: Census of India, 2001 3.4.5. Current use of lands and resources for traditional purposes by

Indigenous Peoples 103. People of Tinaighat, Pantagalli, Bisenhatti and Nagergalli

are dependent upon forest for edible fruits, honey, Medicinal plants, dried leaves and fuel wood. Tribal people are also living near Nagergalli called Gowlis; they are living 2Km away from Railway station of Nagergalli in the deep forest without any modern facilities. They are raring cattle, Goats and Buffalos. These populations are dependent on the forest resources both for the primary purpose such as fodder, fuel wood, housing material and also for commercial purposes. They support their livelihood from forest resources by harvesting the gum & resin yielding flora species like Terminali tomentosa, Sterculia urens, Lannea cormandelica, Pterocarpus marsupium, shorea robusta.Boswellia serrata etc and collecting Kendu leaf for commercial purpose invariably in all the reasons of the forests.

3.4.6. Structures or sites of historical, archaeological, paleontological, or architectural significance

104. There is no such site of significance in the close vicinity of the project area


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4. ANTICIPATED ENVIRONMENTAL IMPACTS AND ITS MITIGATION MEASURES

105. Environmental impacts have been assessed considering present environmental setting of the project area, nature and extent of the proposed activities. Out of the total length of 245 Kms, land acquisition and earthwork for more than 64 Km stretch5

4.1. Impact on Physical Environment

has already been completed. Description of all possible impact has been addressed vis-à-vis environmental components. Some of the important impacts associated with operational aspect of the railway viz. maintenance of right-of-way, forest fires, fuel management, waste and wastewater, occupational health and safety has been separately discussed. Adequate mitigation measures have been devised to avoid/minimise all likely environmental impacts.

4.1.1. Climate Design and Construction Phase

106. As per field assessment about 14,794 trees are likely to be cut especially in forest areas between Alnavar-Tinaighat which will have minor to negligible impact on microclimate of the region.

107. The project is likely to have net positive contribution in GHG reduction due to gradual shift in goods transport mode from road to train.

108. There are no studies yet available about the effect of climate change on rainfall or flood pattern of the area, which makes it difficult to recommend specific climate proofing measures.

Mitigation Measures 109. The maximum possible efforts shall be made to reduce tree

cutting. Compensatory tree plantation to be undertaken as per prevailing guidelines of State’s forest department. A minimum of 1:3 basis to be followed for tree plantation. The contractor will be responsible plant these trees or RVNL will fulfil the requirement of compensatory plantation in coordination with the state Forestry Department. An estimated budget of Rs. 22,191,000 will be required for compensatory plantation at the rate of Rs. 500 per tree at a ratio of 1:3. Besides, plantation shall also be made in station areas and other areas where additional land is available with railways.

110. Ground water should be used optimally and only if its use is unavoidable. Provision of water harvesting shall also be made wherever feasible.

5 This stretch covers Km 0.00 (Hubli Station areas) to Km 18.5 (just before Hebsur Stn) and Km 489.00 (Near Dharwar) to Km 514.5 (near Kambarganvi).


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Operation Stage 111. The doubling of existing single line will significantly reduce

the load on existing road particularly in bulk freight transport resulting in reduced fuel consumption6

Mitigation Measures

. The reduced fuel consumption will decrease the CO2 emission considerably, one of the major contributor to the global warming. The calculations show a reduction in 1012 tonnes of CO2 because of the doubling of the tracks. (Appendix 4.1). As per the traffic projection 42 MT of materials (iron ore, coal, coke, finished steel, mineral, petroleum products etc) are likely to be transported in the very first year of operation of extra track. This would mean movement of additional trains. No additional climatic changes/impacts are anticipated during operation stage.

112. Plantation of compensatory and additional trees will not only create additional sink for GHG (CO2) reduction but also contribute in improving the overall environmental conditions in immediate vicinity. Adequate steps therefore shall be taken to ensure survival of these trees.

4.1.2. Air Quality Design and Construction Phase

113. Air quality may be affected for short duration in and around the construction site due to various construction activities and vehicular movement. The pollutants of primary concern include SPM and RSPM. The main activities /sources of pollutant are likely to be:

• Dust during construction of formation (rail bed) and stations, bridge and other facilities.

• Dust generation from vehicular movement on unpaved roads and due to fast movement

• Dust generation from hill cutting. • Dust generation due to construction materials viz earth,

sand, ballasts, cement transportation and handling viz loading, unloading, storage, & use

• Dust generation due to existing structures demolition activities and debris disposal

• Gaseous emission from construction vehicles and machinery movement

• Gaseous emissions from hot mix plants

114. The dust (the suspended particulate matter) is likely to settle down within a short distance of its generation point being coarser in nature. Therefore, impact will be temporary and restricted within the closed vicinity of the construction activities.

115. Hot mix plant is likely to be installed at few locations for approach roads for few days. This will generate carbon

6 With specific energy consumption of 8 and 21 tonnes of oil equivalent per million tonne kilometer for the rail and road sectors respectively, the energy efficiency of both these systems is automatically compared.


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monoxide (CO), un-burnt hydrocarbon, sulphur di-oxide, particulate matters, and nitrogen oxides (NOx) emissions. This may affect the air quality of near by areas especially due to emission discharge from low height stack.

Mitigation Measures

• Vehicles delivering loose and fine materials like sand and fine aggregates shall be covered.

• Loading and unloading of construction materials likely to generate fugitive emission, shall be done in covered area or provisions of water fogging arrangement may be made around these areas.

• Storage areas should be located downwind of the habitation area.

• Water shall be sprayed on earthworks, on a regular basis. During and after compaction of the sub-grade, water shall be sprayed at regular intervals to prevent dust generation. Sprinkling of water on other dust prone areas and construction yard shall also be done.

• Regular maintenance of machinery and equipment. Vehicular pollution check shall be made mandatory.

• Ambient air quality monitoring should be carried out during construction phase. If monitored parameters are above the prescribed limit, suitable control measures must be taken.

• Water sprinkling of unpaved haulage roads. • Trees shall be planted around the construction sites as well

and all efforts shall be made to minimise cutting of existing trees around such sites.

• Mask and other PPE shall be provided to the construction workers

• Diesel Generating sets shall be fitted with adequate height as per regulations (Height of stack = height of the building + 0.2 √ KVA).

• Low sulphur diesel should be used in DG sets as well as machineries.

Operation Phase 116. Unloading and Loading of iron and other ores near

Tinaighat station yard is creating substantial fugitive dust generation which may further be increased after doubling in absence of adequate measures. Movement of trucks at yard shall generate dust especially due to spill over and settled material.

117. Movement of diesel locomotive will also generate additional emissions however that will be minimal and vastly spread.

118. Other than railways operation, a sponge iron factory near Londa station area (Km 559.3) is also a major source of air pollution in the area.

119. Traffic congestion at railway crossings may cause localised air pollution due to vehicle idling


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Plate 4.1: Huts Covered by Dust Near Tinaighat

Plate 4.2: A Medicinal Plant Covered by Dust near Tinaighat

Mitigation Measures 120. Specific guidelines shall be formulated for material handling

practices (particularly for loading and unloading) of the materials. Precautions may include :

• Unloading of such materials in shaded and paved areas.

• If the downloading/uploading is so vast and shading is not practically feasible, provision of water sprinking on regular basis shall be made in and around the uploading and down loading areas.

• Immediate collection of the spill over material after unloading

• Use of enclosed cars or covering of open cars used to carry minerals and grains to reduce fugitive dust emissions.

• Feasibility of mechanical sweeper and loading and unloading option may also be explored. Thick plantation shall be carried out around unloading areas to prevent spread of fugitive dusts. The workers shall be provided with masks and other Personal protective equipments (PPEs).

121. Though there is insignificant pollution from diesel locomotive movement, however following improvement measures shall be adopted to minimise air pollution and also increase energy efficiency:

• Use of no-emission and energy efficient locomotives • Use of low sulphur diesel for the locomotives • Optimization of the running time with efficient operation

schedules.

122. The electrification is also an effective option but is cost intensive. In long run this option shall also be explored.

123. Traffic should be regulated to avoid traffic congestion. The halt time should not be more than 15 minutes as per usual practice of railways.


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4.1.3. Noise and Vibration Design and Construction Phase

124. Ambient noise level may increase marginally due to construction activities, maintenance workshops and vehicles & earthmoving equipment in the nearby areas. The expected increase at a distance of 100 m with the source noise of 70 dB (A) is likely to be of the order of only 3 dB (A). The noise level during construction may increase at sensitive locations located close to railway line. Since most of the habitated areas other than station areas and other sensitive structures are away from railway line and are unlikely to have any increase in ambient noise level due to construction activities.

125. The strata are consisting of shallow soils in the vicinity of major crossings & murrum/soft rock in the ridge portions. In general, all cuttings are in soft rock not requiring blasting. However, measures have been provided to minimise the impact in case blasting is required.7

Mitigation Measures

• Blasting, if required shall be restricted to daytime only. Blasting should be carried out as per “The Explosive Act, 1884 and the rules, 1983” and amendment made after that, pertaining to procurement, transport, storage, handling and use of explosives shall be strictly followed. Blasting schedules shall be carried out as per pre announced scheduled which shall be also displayed in advance in areas where residents may be affected by the blasting operations. Structures if any that may potentially be affected by blasting shall be identified in advance and strengthening measures may be applied to the structures before blasting.

• Stationary noise making equipments shall be placed along un-inhabited stretches.

• Provision of temporary noise barrier shall be made near sensitive locations like schools. If temporary noise barriers are not feasible then regulate construction activity and timing so as the impact intensity is minimised.

• Protection devices (ear plugs or ear muffs) shall be provided to the workers operating in the vicinity of high noise generating machines during Constructions.

• Construction equipment and machinery shall be fitted with silencers and maintained properly.

• Provision shall be made for soil compaction and sand pockets near vibration prone areas.

• The sections passing through forest areas shall be declared as silence zone. In forest areas, noise should be controlled by regulating construction activities and their timings, no heavy constructions should be allowed in the forest areas.

• Noise measurements should be regularly carried out along the track to ensure the effectiveness of mitigation measures.

7 The Explosive Act, 1884 and Explosive Rules, 1983 (amended till date) restricts transportation, storage, handling and use of explosives without prior permission. These requirements will have to be complied with by the contractor.


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• All equipment shall be timely serviced and properly maintained to minimize its operational noise.

Operation Phase 126. During the operational phase train movement is the prime source of

noise and vibration. The train movement will result in impulsive increase in vibration and nearby ambient noise levels. However with limited number of train movement the impulsive noise peaks will be low and within the acceptable limits.

Mitigation Measures

• Option of solid acoustic barriers shall be explored at noise sensitive locations. Alternatively, multilayered plantation shall be done.

• Speed limitation in vibration and noise sensitive location like hospitals, schools.

• Construct the rail line using long welded track to minimise the number of joints

• Bring legislative intervention to restrict any construction within 100 m of both side of the track

• Create awareness amongst the resident living or planning to construct the house close to the track about possible options to reduce any effect of noise and vibration due to train movement, on the building.

• Provision of sand pockets in loose soil area will reduce impact of vibration significantly.

4.1.4. Impact on Land and Soil 4.1.4.1 Loss of Productive Soil and Change in Land use

Design and Construction Phase 127. The project will require 37 acres 26 guntas of additional land

beyond available ROW and hence not much impact due to loss of productive land is envisaged. Moreover, the borrow areas to the extent will be selected from non- productive land unless requested by the landowner.

Mitigation Measures 128. Alignment has been carefully designed to reduce land acquisition to

bare minimum by accommodating most of the alignment in the available ROW. The top soil from the productive land shall be preserved and reused for plantation purposes. It shall also be used for embankment slope for growing vegetation to protect soil erosion or rehabilitation of borrow areas.

129. Efforts shall be made to provide institutional support to affected farmers in terms of enhancing the productivity of their land.

130. Compensatory afforestation plan shall be implemented in consultation with forest department compensate the loss of forest cover.

4.1.4.2 Land Slides and Soil Erosion

131. Soil erosion is anticipated mainly in the cutting sections, major water crossings, where clearance of vegetation is required for site


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preparation, proposed earth stock piles locations, borrow pits areas and unconsolidated embankment. The intensity of soil erosion at different locations will be influenced by the lithology, topography, soil type and climatic condition (mainly rainfall) and drainage pattern.

132. Scouring and erosion of river bank slopes though is anticipated during bridge construction.

Mitigation Measures

• Scouring protection structures shall be built at river bank slopes. If required, the banks shall be protected by geo-textiles matting. If banks are damaged, the same shall be repaired immediately after completion of construction activity.

• Avoiding construction work at erosion prone location during Monsoon.

• Providing cross drainage structure shall be provided to maintain the natural drainage pattern.

• Provision of side drain to guide the water to natural outfalls. • Stone pitching of embankments wherever necessary. • Ballast/earth available from cutting shall be used for filling, as

construction of access road, stations and embankments. When soil is spread on slopes for permanent disposal, it shall be buttressed at the toe by retaining walls. The surface of the slope shall be stabilized as necessary, prior to seeding.

• Turfing of embankment slopes shall be along the stretch. Provision shall be made for slope protection frames, dry stone pitching, and masonry retaining walls as may be required.

• All steep cuts both in hard rock areas and unconsolidated soil shall be flattened and benched. Retaining wall on both sides shall be provided. Shrubs shall be planted immediately in loose soil area.

• Soil erosion shall be visually checked on slopes and high embankment areas during construction phase. In case soil erosion is found, suitable measures like bioturfing will be taken to control the soil erosion.

Operation Phase 133. Soil near low lying areas and near bridge approaches where

unexpected rainfall may erode the embankment formation. Soil erosion condition may if borrow area are not stabilized/restored properly.

Mitigation Measures

• Monitoring of rehabilitation plan of borrow areas in tune with proposed rehabilitation plan as appended in Appendix 4.2

• Regular monitoring of side-drains and cross drainage structures to check blockade.

• Periodic checking shall be carried out to assess the effectiveness of stabilization measures viz. turfing, stone pitching etc. taken during construction phase. A detailed inventorization and study to assess the location, reasons of soil erosion along the embankment during operation phase shall be taken up. Suitable strengthening measures shall be taken to prevent reoccurrence of soil erosion at


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existing erosion prone locations and prevent erosion at newer locations.

4.1.4.3 Borrow Areas and Quarries

134. The topography of the project area is mainly covered by Central Plains in the upper sections and rolling uplands in lower parts of project sections, which consists of medium grained hard soil particularly red moorum which is favourable for formation. Majority of earth will be borrowed from govt. wasteland and comparatively elevated and less productive privately owned farm-land. All local farmers consulted during field visit were ready to provide earth from their field upto certain depth on adequate compensation. However, any uncontrolled borrowing may result in loss of productive soil.

135. Illegal quarrying may lead to unstable soil condition. Ballast material is proposed to be procured only from existing and approved quarries in the area. Opening of new quarries is not envisaged due to the proposed project. There is no. of ballast manufacturing units in the area. The list of identified borrow areas and quarries is given in Table 2.4

Mitigation Measures • Borrow pits shall be selected from wasteland at least 500m

away from the track. • Borrow areas should be excavated as per the intended end

use by the owner. The Indian Road Congress (IRC):10-1961 guideline should be used for selection of borrow pits and amount that can be borrowed.

• Borrow areas should not be located on cultivable lands except in the situations where land owners desires to lower the level of the land. The top soil shall be preserved and depth shall be restricted to the desired level.

• No private/fertile land acquisition shall be done for borrow areas. Borrow pits shall not be selected nearby the settlement.

• Priority shall be given to the borrowing from humps/upland/mounds resulting from the digging of well and lowering of agricultural fields in vicinity of the track above the general ground level.

• The depths in borrow pits to be regulated so that the sides shall l not be steeper than 25%, from the edge of the final section of the bank.

• Borrow pits shall be centrally located to serve more than one site. The haulage distance from site should not be too far.

• Borrow area shall be rehabilitated may be fish pond or so in consultation with land owner or community.

4.1.4.4 Compaction and Contamination of Soil

136. Soil in the adjoining productive lands beyond the RoW, haulage roads, and construction camp area may be compacted due to movement of construction vehicles, machineries and equipments. Approach road close to most of the bridge construction sites are available. However still additional land shall be required for construction camps, and workshops.


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137. Soil may get contaminated due to inappropriate disposal of liquid waste, lubricating oil and fuel spills, waste oil and lubricant, vehicle/equipment washing effluent) and solid waste ( fuel filters, oily rags) waste likely to be generated from repair and maintenance of transport vehicles, construction equipment and machinery as well inappropriate disposal of domestic solid waste and sewage from construction camps.

Mitigation Measures

• Fuel and lubricants shall be stored at the predefined storage location. The storage area shall be paved with gentle slope to a corner and connected with a chamber to collect any spills of the oils.

• All efforts shall be made to minimise the waste generation. Unavoidable waste shall be stored at the designated place prior to disposal. To avoid soil contamination at the wash-down and re-fuelling areas, “oil interceptors” shall be provided. Oil and grease spill and oil soaked materials are to be collected and stored in labelled containers (Labelled: WASTE OIL; and hazardous sign be displayed) and sold off to SPCB/ MoEF authorized vendors.

• To prevent soil compaction in the adjoining productive lands beyond the RoW, the movement of construction vehicles, machinery and equipment shall be restricted to the designated haulage route.

• Approach roads shall be designed along the barren and hard soil area to reduce the compaction induced impact on soil.

• The productive land shall be reclaimed after construction activity. • Septic tank or mobile toilets fitted with anaerobic treatment facility

shall be provided at construction camp. • Domestic solid waste at construction camp shall be segregated

into biodegradable and non biodegradable waste. The non biodegradable and recyclable waste shall be sold off. Bio degradable waste shall be compacted in mechanised and movable composter. Non biodegradable and non saleable waste shall be disposed off to authorised land fill site. If land fill site not available then buried the waste in a secured manner.

Operation Stage 138. Soil contamination is anticipated at Tinaighat due to assimilation of

leftover iron and magnese ores with rain water.

Mitigation measures 139. The loading/unloading area shall be paved. Feasibility of

mechanical sweeping option shall be explored after loading and unloading.

4.1.5. Water Resources 4.1.5.1 Groundwater

Design and Construction Stage 140. The proposed project can affect the ground water resources mainly

due to uncontrolled extraction of groundwater for construction purpose. The water table in the project area is constantly depleting. Abstraction of groundwater may be required for


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construction in absence of surface water availability in certain areas. Water will be mainly required for compaction of formation and for domestic purpose in the workers camp. The quantity of water requirement for formation is yet to be ascertained which depends mainly on the moisture content of the earth material to be used for formation. Drinking and domestic water requirement for workers camp will be the arranged by the contractor.

141. Contamination of groundwater is not envisaged since all construction camps will have septic tanks or mobile toilets depending on the number of workers in each camp.

Mitigation Measures 142. The contractor will make arrangements for water required

for construction in such a way that the water availability and supply to nearby communities remain unaffected. No abstraction from all ready depleted aquifers. Since most of surface water bodies go dry during summer season, it is proposed that water harvesting structures shall be constructed at some locations in the project area. This will serve though very limited purpose but it will demonstrate the Railways commitment for environmental protection. The check dams shall also be constructed wherever feasible and in consultation with community to reduce burden on ground water resources or augment ground Water resources.

143. Efforts shall be made that water intensive activities are not undertaken during summer period (April, May June)

Operation Stage 144. Groundwater will be abstracted for domestic purpose in the

proposed residential colonies. Water demand during operation phase will also increase after doubling at stations. The stress on groundwater will also increase at stations where water requirement is met through groundwater abstraction.

Mitigation Measures 145. Stress on groundwater may be reduced by augmenting it

through rainwater harvesting. Awareness about judicious use of water should be made amongst the passengers, staffs and other users. Wherever, installation of harvesting structures is not technically feasible, rainwater may be collected in sumps which can be used for various usages other than drinking and domestic purpose.

4.1.5.2 Surface water

Design and Construction Stage 146. In total 50 water bodies falls in the sub project area within

200m either side of the track. These water bodies are river, river distributaries, canal, natural drains or ponds (locally known as tanks). Most the rivers, canal or nala are only crossed by the track perpendicularly except river Turva from Km 6.80 to Km 7.90 and River Pandheri from Km 556.50 to 558.40 which runs parallel to the track at


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distance varying from 50-150 m. Construction of bridge at major rivers like Tungbhadara R, Benni R, Turva, and Pandhari R may result in temporary alteration of watercourse flow and channel morphology. Since there is no significant aquatic life in these water bodies, the impact on aquatic life is considered insignificant. The piling and other construction activity and bank erosion may increase sedimentation level of the river. The water opening of small nala or canal may get clogged if proper planning and attention not given.

147. Construction of bridge and river training structure may increase the flow of water and cause erosion down stream. Since the single lane bridge already exists and hence, additional Bridge will cause very little change in river flow velocity. Siltation and erosion at Tungbhadra Bridge, the longest in the stretch will be minimal since the bank and river bed is composed of hard rock.

Mitigation Measure 148. The piling work shall be undertaken during low flow period.

Attempt to reduce number of pillars in the water stream. Consider the river hydrology and morphology and shall design the bridge based on 100 years return, highest water level, right angle to the river flow to the extend feasible. The changes in the stream if any made during construction shall be restored to its original level. Precautions shall be made that no Nala or canal is clogged. Following additional measures shall be adopted to restrict surface water pollution:

• Substructure construction should be limited to the dry season. • The slopes of embankment leading to water bodies shall be

modified suitably to restrict the contaminants entering water bodies.

• Vehicles and equipment shall be properly maintained and refuelled in dedicated locations and not near surface water bodies.

• Oil and grease traps shall be provided at re-fuelling locations. • Silt fencing and shall be installed for collecting sediments before

letting them into the water body. Silt/sediment should be collected and stockpiled for possible reuse as surfacing of slopes where they have to be re-vegetated.

• Large construction camps shall be avoided and located away from water bodies. Construction labourers shall be preferable from local population. Sewage from labour camps will be treated through septic tanks. No untreated sanitary wastewater shall be discharged into surface water bodies.

• Wastes must be collected, stored and taken to approve disposal site only.

• Prior permission from competent authority shall be taken before drawing surface water for construction purpose.

• Water quality shall be monitored as envisaged in the EMP.


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Operation Stage 149. By and large, no impact is anticipated during the operation

phase on the surface water bodies. However, regular checks shall be done along the alignment to ensure that flow of water is maintained through cross drains and other channels to avoid their blockade/ choking. Regular monitoring of siltation shall be done.

150. The diesel locomotive tends to leak used oil which may contaminate the water of the respective canal/water bodies.

Mitigation Measure 151. Feasibility shall be established of installing collection tray

under the canal bridge to prevent canal/water bodies water contamination.

152. Maintain the river training structure and embankment to ensure that water flows is maintained.

153. Trees plantation on the river banks shall be maintained.

4.2. Impact on Biological Environment 4.2.1. Terrestrial Ecology

4.2.1.1.1 Disturbance to Vegetation

Design and Construction Stage 154. Although the significant portion of existing and proposed

alignment passes through forest areas especially in Alnavar-Londa-Tinnaighat section but diversion of forest land is not required. However, some loss of trees in existing RoW is envisaged.

Mitigation Measure 155. Efforts shall be taken to minimise tree cutting. Special

attention shall be taken to minimise cutting of medicinal tree and other important plants in the forest areas. Restriction shall be made to use timber wood as fuel source in construction camps. Compensatory afforestation in 1:3 trees will be done for each no. of trees likely to be cut. Additional plantation will be carried out in station areas, riverbanks and wherever, right-of way is comparatively more. Trees to be planted will be preferably native in species avoiding the monoculture practices. All tree plantations will be carried out in close consultation with forest department considering the local climatic and soil condition. Forest clearance from state forest department shall be obtained.

Operation Stage 156. No direct impact is anticipated during operation stage

except accidental damages or absence of proper tree management.

Mitigation Measures


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157. Compensatory plantation shall be done in true spirit by railway and all arrangement shall be made to ensure survivality of these tree plantations.

4.2.1.2 Endangered/ vulnerable floral species

158. Out of the total floral species found in the quadrate analysis, 4 are endangered or vulnerable8

Mitigation Measures

. Garcinia Indica is also a vulnerable species not found in the quadrates but was observed close to the alignment. There are also few floral species having some medicinal value. However, most of the medicinal floral species are either, shrub/herb/climbers. They are very commonly found in the area and propagates very fastly and can also be very easily transplanted. Moreover, Most of them grows during rainy season only and diminishes thereafter. Oroxylum indicum is the only vulnerable medicinal species in tree category. One such tree near Nagargalli may get affected due to the project. This can be very easily transplanted. The location of these species vis-à-vis proposed alignment has been mentioned in Table 3.12.

• Creation of rich natural habitat in the deeper forests away from railway line.

• Maximum efforts shall be taken to transplant the threatened species of plants. More and more endangered plant species shall be planted in the forest areas and special care shall be taken for the survivality.

4.2.1.3 Habitat Fragmentation and Destruction

Design, Construction and Operation Stage 159. No new fragmanetaion is envisaged. Moreover, the

additional width required for doubling is limited to 5-7 m only on one side. The railways has required ROW specially in reserved forests area. (Refer appendix 2.3).

Mitigation Measures 160. Existing fragmentation to be maintained upto optimum level

to maintain the forest integrity in the reserved forest areas.

161. Tree cutting should be minimal and canopy breakage or gap should be lowered by not destroying branch of trees present.

Operation Stage 162. No habitat fragmentation and destruction is anticipated

during operation phase of the project and hence no mitigation measures suggested.

4.2.1.4 Endangered Faunal Species and Animal Movement Corridor

Design, Construction and operation Stage

8 The Indian Wildlife (Protection) Act, 1972 prohibits picking, uprooting of specified plants from forest land and area specified by notification by central government.


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163. Presence of wild life and Scheduled animals like Elephants, Leopards, Tigers and Malabar Squirrel (Giant) in the deeper part of the forests. Leopards and Tigers are found nearly >2 Km away from existing track. They are very less in numbers. The Malabar Squirrel (Giant) is found only on trees hence they are not likely to be affected due to the project. As per the forest department census, one schedule I avian species were reported in the area, but density of this species was very low or nil in the areas near to the track. The reptilian fauna and the amphibian fauna found will not be affected during the construction of the new track in any way.

164. In Hubli-Hospet Section, large number of deers are found in the agricultural fields near Bhanapur and Benikoppa.

165. Organised/ large scale fishing was observed in backwater/reservoir of Tungbhadara River. Since it is not being bisected by the track, no interference with fisheries activity is anticipated due to the proposed doubling.

Fishing in water bodies along Alnavar-Londa-section is also limited to Pandhari River and that too only during Monsoon season. During other season fishes are not found due to limited water availability and discharge from waste water from Industrial units. In Londa-Tinnaighat section fishing was observed in Turva River. During the construction phase minor impact is anticipated due to increased turbidity in the river/nallahs where fishes are available.

Mitigation Measures

• There is 37 acres and 26 guntas of land acquisition but there is no diversion of Forest land for the proposed corridor and the proposed development will be carried out within the ROW available with the railways in the forest area.( Refer appendix 2.3).

• To prevent contamination of water bodies adequate provision shall be made in the design to ensure less siltation of water in the areas of water body presence, river or streams.

• Underground noise level due to pile driving for bridges shall be kept well within sustainable limit for the aquatic life.

• The avoidance of construction activity during the breeding period in the months of April-August at the breeding sites.

• Turbidity should be lowered by checking siltation. • Massive erosion in the upstream and downstream from

the construction areas should be lowered by planting trees on the bank of the rivers. The riparian area upstream and down stream from the bridges should be planted with local varieties of trees at least 100 meter on the banks of the rivers in upstream and downstream from the bridge to be constructed.


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Operation Stage 166. No impact is envisaged during operation phase of the

project and hence no mitigation proposed.

4.2.1.5 Migratory Routes

167. The fishes found in the rivers and its tributaries and nallahs are local migrants in nature and use any portion of river for that purpose. Therefore, in no way this type of migration will be disturbed during the construction of the railway track proposed with the bridges over the rivers.

Mitigation Measure

• Care should be taken to avoid the permanent blockage of the river water flow.

• Turbidity must be lowered by adopting best construction practices

4.3. Socio-Economic Impact 168. No negative social impact is envisaged due to the

proposed doubling. The project will result in increased employment opportunities for local people during construction and operation phase of the project. Bottlenecks at level crossings where traffic congestion is high will be removed by providing road over bridges. Pedestrian crossings in settlement areas will improve social interaction between communities. Accidents risks to people will be reduced to minimum by converting all unmanned level crossing to manned level crossings.

169. During operation phase of the project significant socio-economic development will take place in the region. The proposed doubling will enhance the traffic scenario by providing high speed, safe and reliable and economical service.

170. Deteriorating health condition of the people/workers in the vicinity of downloading areas will significantly improve after taking measures suggested in EMP.

4.4. Accident Risk and Safety Design and Construction Stage

171. Various safety aspects related with the project during design construction phase are (i) safety related with handling of machines, equipments (ii) rail safety at road intersections and (iii) safety to cattles and other wild animals; (iv) unsafe/hazardous traffic conditions due to construction vehicle movement.

Mitigation measures

• During the construction phase, contractors shall be required to adopt and maintain safe working practices. Usage of appropriate signage in local language at the construction sites should be displayed generously and visibly to make the travellers aware of the ongoing


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work. Adequate lighting and fluorescent signage shall be provided at the construction sites.

• Pedestrian passageways shall be provided near settlement on both sides.

• Underpasses in forest areas at suitable locations after detail investigation of their movement path. Forest range officers should be consulted before finalizing the exact location of underpasses.

• All road crossings where traffic intensity is high shall be grade-separated.

• Distance between railway level crossing and nearby road intersection/level crossing shall be increased.

• Separation of two-way traffic by solid white centre lines or physical medians, and separation of slow and fast road traffic at the railway level crossing.

• Training shall be provided to workers, especially machinery operators, on safety procedures and precautions. Helmet will be required at all construction sites. The contractor will be required to appoint a safety officer who will conduct regular safety inspections at construction sites.

Operation phase 172. Important issues related with safety during operational

phase is monitoring of emergencies and establishing procedures to carry out rescues during sudden disasters such as floods, fires, high winds, and accidents.

173. Emergency equipment will be stockpiled in stations along the alignment and personnel will be trained to serve on rescue teams. To further ensure public safety, the entire right-of-way will be fenced. Pedestrian passageways will be constructed under the raised railway embankment to allow people to cross from one side of the track to the other in populated areas. All road crossings will be grade-separated. Use of latest railway operational mechanism is recommended to avoid derailment and collisions and other accident risks.

4.5. Impacts due to Construction Camp 174. Poor siting and improper management of construction

camp may lead to several adverse impacts on environment viz. (i) loss of vegetation due to use of wood as fuel source for cooking (ii) deterioration in nearby surface water bodies’ quality (iii) compaction and contamination of soil due to uncontrolled disposal of solid waste (iv) unhealthy condition due to unsafe drinking water supply to labourers and discharge of sewage.

Mitigation measures 175. Construction camp shall be located considering its

accessibility to all social and physical infrastructures to utilize the available resources in the region. No productive land should be utilised for setting up of construction camp. All camps should be well drained. All sites must be graded,


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ditched and rendered free from depressions such that water may get stagnant and become a nuisance. The living accommodation and ancillary facilities for labour shall be erected and maintained to standards and scales approved by the resident engineer. All camps should maintain minimum distance w.r.t following places.

• 500 m from habitation • 1000m from forest areas • 500 m from water bodies • 500 m from through traffic route

176. Larger construction camps shall be provided sanitary latrines and urinals with provision of septic tanks. Sewerage drains should be provided for the flow of used water outside the camp if possible shall be attached to existing sewage lines. Drains and ditches should be treated with bleaching powder on a regular basis. Compliance with the relevant legislation must be strictly adhered to. Garbage bins must be provided in the camp and regularly emptied and the garbage disposed off in a hygienic manner. LPG cylinders shall be provided as fuel source for cooking to avoid any tree cutting/vegetation loss.

177. At every workplace, a readily available first-aid unit including an adequate supply of sterilized dressing materials and appliances shall be provided. Workplaces remote and far away from regular hospitals shall have indoor health units with one bed for every 250 workers. Suitable transport will be provided to facilitate taking injured and ill persons to the nearest hospital. At every workplace an ambulance containing the prescribed equipment and nursing staff will be provided.

178. At every construction site, provision of a day crèche shall be worked out so as to enable women to leave behind their children. At construction sites where 20 or more women are ordinarily employed, there shall be provided at least a hut for use of children under the age of 6 years belonging to such women.

4.6. Impacts and its mitigation due to Proposed Residential Buildings

179. Altogether 208 quarters are proposed to be constructed to accommodate likely additional requirement for staffs during operation phase of the project. The tentative locations are Hospet, Hubli, Gadag, Koppal, Londa and Tinnaighat. All existing facilities are available at these stations. Since all these quarters are not located at one particular place, incremental stress on existing resources is minimal. All generic impacts have already been discussed in detail considering the construction of these residential structures. Few key associated issues and its mitigations have been discussed in paragraphs below.

180. Water requirement and Sewage discharge: The total water requirement will be approximately 140.0 KLD. The


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water will be sourced through deep tube wells at only few locations. Water source at most of the locations is river/Dam reservoirs. Hence, impact on groundwater will be minimal. The project area is neither in notified areas nor in areas notified for registration of ground water abstraction structures identified by Central Ground Water Authority. However, due to scanty rainfall pattern in area, depth to water table is depleting continuously. The additional load on groundwater resources shall be augmented by providing rainwater harvesting structures if technically feasible.

181. The total sewage generation will be approximately 112 KLD. All sewage will be treated through septic tanks. Hence, no impact on water quality is anticipated. Since the water requirement and sewage generation is not at a single point the stress on existing facilities will be limited.

182. Solid waste: Total solid waste likely to be generated is estimated to be 312 Kg/day. All domestic waste shall be segregated at source into bio degradable and non-biodegradable and will be disposed of the designated solid waste dumping grounds.

183. Noise and Vibrations: All residential buildings will be safely located not to receive any noise or vibration impact due to train movement. If any such structure is within the impacted zone all such structure shall be vibration prone.

184. Drainage: Adequate drainage facilities will be provided to avoid any water logging within the premises. Storm water will be allowed to rainwater harvesting pits (will be constructed if found technically feasible) and over flow will be drained though existing storm water channels.

4.7. Impact on Existing Common Property Resources/Utilities 185. There are various types of community structures/

facilities/utilities along the proposed alignment. But very few of them are likely to be impacted. For their ownership, usages and type refer resettlement plan.

Mitigation Measures 186. Geometric adjustment has been done while finalizing the

alignment to minimize the loss to any such facilities. Any such structures even falling within RoW but out of required formation width will be saved. Alternate access has to be provided to these structures during construction stage. All community structures likely to dismantled will be suitably relocated. All community utilities likely to be impacted, such as sources of water, community centres, etc. will be relocated to suitable places.

4.8. Right-of –Way Maintenance 187. Unchecked growth of trees and plants can cover signals,

fall onto the tracks and prevent workers from getting to places of safety when trains are passing. Regular maintenance of rights-of-way to control vegetation may involve the use of mechanical methods (e.g. mowing),


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Plate 4.3: Showing the clearance of Row in Forest areas by burning

manual methods (e.g. hand pruning), and use of herbicides. Vegetation maintenance beyond that which is necessary for safety may remove unnecessary amounts of vegetation, resulting in the continual replacement of succession species and an increased likelihood of the establishment of invasive species. Recommended measures to prevent and control impacts from right-of-way vegetation maintenance include:

• The track area shall be kept completely clear of vegetation. From the edge of the track area to the boundary of the right-of-way, vegetation should be structured with smaller plants near the line and larger trees further away from the line.

• Native species shall be planted and invasive plant species removed.

• Railways should be designed and maintained to discourage plant growth in the track area (e.g. providing lateral barriers to plant migration and ensuring rapid drainage of the track area);

• Biological, mechanical, and thermal vegetation control measures shall be used where practical, and use of chemical herbicides on the bank beyond the transition area should be avoided (approx. 5 meters from the track);

• Personnel shall be trained in herbicide application to control fast-growing vegetation within RoW.

4.9. Forest Fires 188. Forest fire may take

place due to (i) throwing of cigrate butts from trains by passengers, (ii) uncontrolled burning of grasses/shrubs for clearance of ROW and (iii) uncontrolled vegetation growth and slash from

routine maintenance is left accumulated within RoW, sufficient fuel can accumulate resulting into forest fires. Mitigative measures to prevent and control risk of forest fires includes:

• Monitoring of right-of-way vegetation in view of fire risk; • Removal of blow down and other high-hazard fuel

accumulations; • Timing of thinning, slashing, and other maintenance

activities to avoid seasons when the risk of forest fires is high;

• Removal of maintenance slash or management by controlled burning.


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• Creating forest lines along the RoW and provision of firemen at regular intervals during summer season.

• Planting and management of fire-resistant species adjacent to and within RoW.

• Provision of fire lines and fire mans during summer season all along the track in the forest areas to avoid further spread over of fire while burning of grasses/herbs during clearance of ROW.

• Train the maintenance persons for fire control.

4.10. Fuel management 189. Fuel stations above ground storage tanks, piping and filling

equipment with potential for soil and water resource contamination due to leaks and spills. Storm water falling on fuelling areas and secondary containment systems may contain oil residues from incidental releases.

• Storage tanks and components shall meet international standard for structural design to avoid catastrophic failures to prevent fires/explosion.

• Storage tanks shall have appropriate secondary containment.

• Secondary Containment in rail fuelling areas should be appropriate w.r.t size of railcar, level, curbed, sealed and draining to sump connected to spill retention area. The spill retention areas shall be equipped with an oil/water separator to allow the routine discharge of collected rainwater.

4.11. Waste Management (Solid waste, Waste Water and Hazardous Materials)

190. Solid waste are generated from trains and stations from food waste, packaging materials from retail facilities, paper, news paper and a variety of disposable food containers from train and common passenger areas. Uncontrolled disposable of these may cause pollution of land/soil, water etc. Besides, throwing of solid waste by passengers in forest areas may cause death of wild animals if they swallow materials like polythene bags etc.

191. Rail operations may generate sanitary wastewater primarily from passenger terminals and from passenger rail service.

192. Washing of trains involves high pressure water wash which may contain residues from transported materials, paint, oil and grease and other contaminants. Hazardous materials like caustic solutions used to remove axles and other metal parts, solvents, coolants, acids and alkalis for locomotives and rolling stock maintenance operation may cause pollution.

• Throwing of waste outside the moving train particularly in forest areas shall be strictly prohibited.

• Provision of solid waste bins along railway line in forest areas at adequate intervals.


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• A solid waste recycling program shall be instituted depending on the existence of local facilities.

• Ultra filtration technique shall be employed to extend the life of washing solutions for aqueous parts or use of alternatives to water cleaning viz. dry cleaning by wire brush or break oven.

• Floor drains if any shall be connected to wastewater collection and treatment system.

• Wastewater from service bays shall be separated by constructing beams or other barriers.

• Pre-treatment of effluents meeting the discharge standard depending on the place of discharge viz. land, water bodies, agricultural field etc. shall be done before discharging.

• Aqueous detergent and water based paints shall be used. • Track mats shall be use to retain wayside grease and other

contaminants.

4.12. Occupational Health and safety

4.12.1. Rail Operation 4.12.1.1 Train/worker accident

193. Railway workers in the vicinity of rail lines are always at risk of accidents due to moving trains. A set of mitigative measures are:

• Training workers in personal track safety procedures • Blocking train traffic on lines where maintenance is

occurring. If blocking is not feasible, use of automatic warning system shall be installed.

4.12.1.2 Noise and Vibrations

194. Crewmembers are usually exposed to higher noise levels from locomotives, rolling stocks and machinery and repeated mechanical shocks and/or vibration.

• Use of PPEs along with engineering solutions for reducing noise and vibration viz use of dampers at the seat post to reduce the vibration experienced by the operator and installation of active vibration control system for locomotive suspension, cabs or seat post.

4.12.1.3 Diesel Exhaust

195. Rail workers, including locomotive crews and workers in station rail yards and locomotive car-shops may be exposed to exhaust from diesel locomotives and other diesel engines.

• Provision of adequate ventilation in locomotive shops and other enclosed areas where diesel exhaust may get accumulated.

• Filtration of air in the train crew cabin. • Use of PPEs where engineering solutions are not

feasible.


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4.12.1.4 Fatigue

196. Locomotives engineers and other railway workers are often required to work irregular working hours resulting in fatigue. Fatigue, particularly of drivers, signallers, maintenance workers is critical to safe operation of railways which if not given proper attention may pose serious safety risk to workers/passengers and general public.

• Railway operators should schedule rest periods at regular intervals and during night hours, to the extent feasible, to maximize the effectiveness of rest breaks.

4.12.2. Maintenance of Rolling Stock 197. Occupational hazards typically associated with locomotive

and railcar maintenance activities may include physical, chemical, and biological hazards as well as confined space entry hazards. Physical hazards may be associated with work in proximity to moving equipment and machine safety, including work-portable tools, and electrical safety issues. Chemical hazards may include potential exposures to a variety of hazardous materials (e.g. asbestos, PCB, toxic paint, heavy metals, etc). Biological hazards may include potential exposures to pathogens present in sewage storage compartments. Confined spaces may include access to rail tank and grain cars during repair and maintenance.

Mitigation measures

• Use of personal protective gears (ear muffs, spectacles, hand gloves, masks, plastic shoes etc.).

• Regular checkup of working platform in workshop in order to avoid any slippage due to grease, oil

• Regular maintenance of stocks and documentation • Proper collection, storage and disposal of hazardous

waste, if any • Each individuals (drivers, guards, maintenance

engineers) should understand and fully aware for its responsibilities

• Regular assessment of risk presented by wheel sets, as well as reasonably practicable

4.12.3. Community Health and safety 198. The impacts associated with community health and safety

is (i) general rail safety, (ii) transport of dangerous goods, (iii) level crossing Safety and (iv) pedestrian safety. The impacts and mitigative measures of level crossing safety and pedestrian safety have already been discussed in previous sections. The other two have been described in following paragraphs.


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4.12.3.1 General Rail Operational Safety

199. Any slippage in operation may cause threat of serious injury or the potential loss of life due to train collision with other trains or road vehicle and derailment. Recommended actions to avoid any such risk are:

• Regular inspection and maintenance of the rail lines and facilities to ensure track stability and integrity in accordance with national and international track-safety standards.

• Implementation of an overall safety management program that is equivalent to in internationally recognized railway safety programs.

4.12.3.2 Transport of dangerous Goods

200. Transport of dangerous material may cause potential environmental risk due to valve leakage in pressurised and general –service tank cars or other hazardous material containers. Spills and leaks may result from improper packing and resultant load shifting during transport. Additionally, there is potential for the release of diesel during fuelling operations.

• Proper screening, acceptance and transport of dangerous goods conforming to the international standard applicable for packaging, marking and labeling of containers.

• Use of tank cars and other rolling stocks that meets the national and international standard.

• Preparation of spill perseveration and control and emergency preparedness and responsive plans based on an analysis of hazards, implementation of prevention and control measures.


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5. Environmental Management Plan and Grievance Redress Mechanism

5.1. Environmental Management Plan (EMP)

201. The Environmental Management Plan (EMP) is prepared to facilitate effective implementation of recommended mitigations measures with defined roles and responsibility, regulatory compliance requirements, stages of implementation with location, time frame and costs. The mitigation measures are proposed to eliminate or minimise the identified impact associated with design, construction and operation stages of the project, to acceptable level by adopting the most feasible options.

202. The EMP consists of a set of mitigation, monitoring and institutional measures to be taken during the design, construction and operation stages of the project. The EMP also includes the actions needed for implementation of these measures. The major components of the Environmental Management Plan are:

• Mitigation of potentially adverse impacts • Monitoring during project implementation and operation • Institutional Capacity Building and Training • Grievance Redress Mechanism

5.1.1. Mitigation of Potentially adverse impacts 203. The environmental management plan highlighting potential

impacts, mitigation measures, legislative requirements, time frame and institutional responsibility are given at (Appendix 5.1). It is desirable that RVNL develops an environmental guidelines focusing on effective implementation of mitigation measures suggested. The performance indicators may also be developed for assessing the effectiveness of mitigative measures.

5.1.2. Integration of EMP with Project planning, design, construction and operation

204. RVNL will review the EMP and include the proposed mitigation measures in the project design as required. AGM will ensure that The EMP requirement includes as Bill of Quantity in all bidding documents and operating contracts. In addition a budget of approximately Rs. 22,191,000 will be provided by RVNL for compensatory plantation of approximately 44,382 trees at the rate of Rs. 500 per tree.9

9 The final estimate for the compensatory plantation budget will be made based on the final number of trees required for cutting and the plantation rates of the respective Forestry Department.

The bidding document and contractor’s budget will include a line item for review and updating of EMP. RVNL will be responsible for reviewing and approving the updation of EMP as well and ensuring that the contractors comply with the provisions of the EMP during the construction and


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operation. The EMP shall also be revised in case of changes in the project component. The revised EMP shall also be sent to ADB for review and endorsement

5.1.3. Authorities and Their Responsibilities for Implementation of the EMP 205. The authorities and responsibilities for the implementation of the

environmental management plans shall be tiered based on the activity as shown at fig 5.1.

206. All the policy decisions, including incorporation of the EMP requirements shall be the responsibility of the executing authority (EA) while the RVNL-environmental field officer to be designated shall ensure that the environmental mitigation actions are implemented as per the contract document. He will also oversee the EMP implementation by the contractor. Contractor will also submit monthly compliance report to PMC and field officer. AGM will ensure that the field officer is able to effectively oversee the implementation of EMPs and monitor the progress. The EA will periodically submit the progress report highlighting the EMP implementation status to ADB.

5.1.4. Social development program 207. A separate social impact assessment study has been

undertaken and social development programme is addressed as per SIA. The various social impacts having significant impact on agriculture, community facilities are considered under this EMP.

5.1.5. Contingency Response Plan 208. Field study, public consultation, and consultant’s

experience reveal that this project may have only one environmental emergency i.e. accidents of train movements particularly accident of goods train full of hazardous materials (like petroleum, chemicals) etc.

209. Railways have well established response systems to deal with such eventualities. It is suggested that the training, effectiveness, and regular up-gradation of these practices may be documented and included in the environmental guidelines to be developed for ready reference. Guidelines shall also include situation pertaining to train animal conflict management. The project authorities (Indian Railways) should ensure accidental spill management either by developing in-house capabilities or by associating with any competent third party.

5.1.6. Environmental Monitoring Program (EMoP) 210. The environmental monitoring programme is prepared with

aim to monitor the environmental performance of environmental management plan. The EMOP is planned with the focus on following objectives:

• To the assess the effectiveness of mitigation measures proposed


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• To assess the change in environmental quality during construction and operation stage with respect to pre project scenario.

• To assess compliance to regulatory requirements

• To monitor the status of corrective action taken in case of deviation from the planned measures or regulatory requirements.

211. The Environmental Monitoring schedule is prepared based on the environmental components that may be affected during the construction and operation phases of the project and provides monitoring schedule for wildlife, fisheries, cropping pattern, soil erosion, drainage congestion, tree plantation, air quality, noise & vibration. The monitoring plan defining the parameters to be monitored, with sampling locations, frequency of measurements, cost and responsibility for various component of environment is prepared for all stages of project and provided as Appendix 5.3.

212. Tree plantation and its survival will be an important monitoring activity. The 70% survival rate of re-plantation will be monitored on the first year of the operation phase. If the survival rate is found below 70%, survival rate monitoring shall be again taken up after 3 years. This cycle should continue until the 70% survival rate is achieved

213. The Field Officer (Environment) will be responsible for ensuring timely monitoring of various parameters and compliance with the mitigative measure proposed through PMC and contractor. A resultant database is proposed to be maintained. Management Information Systems is also proposed to be prepared for effective flow of information between various levels and functions within RVNL and Indian Railways.

214. Field officer with the help of PMC will analyse and initiate corrective preventive action if any significant change in environmental quality is observed. He may take help of subject experts (if their help is required) to find out whether the project is responsible for change in respective environmental conditions.

5.1.7. Mechanisms for Feedback and Adjustment 215. As part of the feedback mechanism, the Field

Officer(Environment) shall monitor project compliance with the help of PMC with respect to:

• Environmental Management Plan • Applicable laws, rules and regulations

216. PMC will carry out periodic compliance assessment during construction stage and submit quarterly reports to field officer (environment) who will submit the same to AGM after due verification. PMC will also initiate immediate corrective – preventive action in case of any deviation with planned measures. Railways Authorities will be responsible


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for operation phase compliances. Railway authorities. The compliance review shall be carried out once in quarter in first year and twice in six months in subsequent years

217. Public involvement shall be encouraged and ensured throughout the lifecycle of the project. The field officer (Env) will maintain record of public concern or suggestion and keep higher management updated about the same. If required, PMC in consultation with RVNL will make necessary adjustments in implementation plan and actions to address the public concern.

5.2. Institutional Arrangement 218. RVNL, the executive agency, is a Special Purpose Vehicle

(SPV) of GOI having a lean organizational set-up comparing to its mandate. RVNL’s mandate is project development, resource mobilization and undertaking the projects directly or by forming Project Specific Special Purpose Vehicle (SPV) or any other financing structure, which is found suitable for a particular project. The project after implementation is handed over to MoR for train operation and maintenance.

219. RVNL implements the project through Project Management Consultants (PMC). Chief Project Manager (CPM) is the overall in charge for the project and Additional/Deputy General Manager rank officer is responsible for implementation of the project at site (acts as PIU). As such, RVNL does not have any environmental cells or officials to manage the environmental and social aspect associated with projects. It is therefore desirable to build the environmental capacity of RVNL to effectively address the environmental aspects associated with such a project and implement as well as monitor the environmental management plan.

220. However, the higher officials are conscious of project related environmental impacts and are committed to mitigate them. It is proposed to appoint an Environmental Officer at the corporate level after due training. 5 Environmental Field Officers will be appointed in each of the Project Implementation Units (PIUs) for each sub-projects. These officers will coordinate with PMC for compliance to environmental requirement and will report to Additional General Manager and environment officer at corporate level. If required the environmental officer can take help of subject expert who have to be hired for solving specific problem .. The proposed organisation structure is shown at Figure 5.1.


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Chief Project Manger (RVNL)

Additional General Manager (AGM)

PIU

Contractor

Project Management Consultant

Panel of Experts • Terrestrial Flora

& Fauna • Aquatic Flora &

Fauna • Water

Management • Hydro-

Geological • Energy

Laboratory Services

RVNL Corporate Office

Field Officer (Environment)

Figure 5.1 Proposed Organisation Structure

5.2.1. Institutional Capacity Building (Training and Awareness) 221. RVNL requirets enhancement in its environmental

management capacity. RVNL has a separate ADB TA for its capacity building. The environmental capacity building initiatives will be implemented through this TA itself including those suggested below for this sub project. To enhance the capacity of the RVNL officials for effective implementation of proposed mitigation measures and monitoring the resultant effect, as well as create awareness amongst workers and public, the trainings and awareness programmes is planned and is given as Error! Reference source not found.. Independent subject’s experts/consultants can be hired as resource person to impart trainings. Concerned govt. officials from forest department, pollution control board can also be invited to share their experience under these programmes.

5.3. Grievance Redress Mechanism 222. The concern/grievances from local/affected people may

come up related to inappropriate implementation of various components of EMP. These issues can be easily addressed through acknowledgement, evaluation and corrective action and response approach. To resolve grievance from publicc or stakeholders concerning the project will be directed to the concerned PIU. Firstly, it will be assessed if the grievances are genuine or suggestion is acceptable. Accordingly, response will be given within 15-30 days by the concerned PIU in consultation with field officer. In case the PIU is unable to resolve the issue, the matter will be forwarded to the Chief General Manager

Environmental Officer –Corporate


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(projects). The corrective action will be started as per the response or action plan indicated to the stakeholder. The outcome shall also form part of quarterly report to ADB.


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Table 5.1 : Training and Awareness Programmes

S. No.

Target group Subject(s) Method Time Frame

1 All RVNL/PIU project staff and concerned PMC staff

Environmental Overview: Environmental Regulations, sub-project related provisions of various Acts, , process and methodology for IEE, EMPs and their use

Lectures cum interaction

Bbefore beginning of the implementation of the sub-project

2 Field Officer (Env), design team, PMC and Construction Contractors’ staff

Implementation of EMPs: Basic features of an EMP, Planning, designing and execution of environmental mitigation and enhancement measures, monitoring and evaluation of environmental conditions – during construction and operation

Workshops and Seminars

Before the construction begins

3 Field Officer (Env), design team, PMC and Construction Contractors’ staff

Environmentally Sound Construction Practices: Clean construction technology, alternatives materials and techniques for construction, Waste Management and minimization in construction, pollution control devices and methods for construction sites and equipment, Environmental clauses in contract documents and their implications, protection of flora and fauna Environmental monitoring during construction, restoration of borrow areas and construction camp sites

Workshops and Site visits

Before the construction

4 PIU and PMC staff and community representatives

Monitoring Environmental Performance during Construction: Air, Water, Soil and Noise, tree survival Monitoring requirement and techniques, Evaluation and Review of results, Performance indicators and their applicability, possible corrective actions, reporting requirements and mechanisms

Lectures, Workshop and site visits

During initial phases of construction

5 -do- Long-term Environmental Issues in Project Management: Designing and implementing environmental surveys for ambient air, noise, biological and water quality surveys, data storage, retrieval and analysis, contract documents and environmental clauses, Risk assessment and management, contingency planning and management and value addition

Workshops and seminars

During implementation of the Sub-project

6 Public /contractors workers

Awareness programmes on environmental protection and measures being implemented by RVNL including wild life protection and their role in sustaining the measures taken

Workshops During construction and initial phase say 1 years of operation


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6. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE

6.1. Consultation Method Applied 223. The mode of consultation employed during the course of

the study was informal consultation. Government officials from different departments that have relevance to the project were consulted. Local people from different socio economic backgrounds in the villages along the alignment, passengers, and station managers were also consulted. Public consultations were held during filed visits in the month of May 2008 and August 2008.

6.2. Public Consultation Milestones 224. The different people contacted and consulted during the

course of the project are given below. However, since the consultations were informal and interview based, no questionnaire/ brochures were supplied to the participants.

PARTICIPANTS

Project Proponent/Railway Officers

1. Rail Vikas Nigam Limited, Delhi Representatives : Mr. Alok Tiwari, Chief Project Manager, Bangalore Mode of consultation : Informal Meeting Date : 23/12/08

2. South-Western Railway Representatives : Mr.Ashfaq, Sr. Division Engineer, Hubli Division (West) Mode of consultation : Informal Meeting Date : 28/12/08

3. South-Western Railway Representatives : Mr.Ramesh Kambli Sr. Division Engineer, Hubli Division (Central) Mode of consultation : Informal Meeting Date : 28/12/08

4. South-Western Railway

Representatives : Sr. Section Engineer, Hospet, Hubli Division Mode of consultation : Informal Meeting Date : 28/12/08

And various station managers, PWIs and other railway staffs of Hospet-Tinnaighat section

Government Regulators

5. Divisional Forest Officer, Koppal Division , Govt. of Karnataka Representatives : Mr. K.K. Povaihah, ACF : Informal Meeting Date : 23/12/08

6. Divisional Forest Officer, Koppal Division , Govt. of Karnataka

Representatives : Mr. S. Venkalasem, DFO Mode of consultation : Telephonic Conversion


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Date : 23/12/08

7. Divisional Forest Officer, Munirabad Range , Govt. of Karnataka Representatives : Mr. N.K. Basappa, RFO Mode of consultation : Informal Meeting Date : 26/12/08

8. Office of Regional Officer, Dharwar Region, KSPCB, Govt. of Karnataka Representatives : Mr. Shivappa Nayak, Scientific officer Mode of consultation : Informal Meeting Date : 24/12/08

9. Office of Regional Officer, Dharwar Region, KSPCB, Govt. of Karnataka Representatives : Mr. Shiddanagoudar, RO Mode of consultation : Informal Meeting Date : 24/12/08

10. Office of Mines and Geology, Dharwar District, Govt. of Karnataka Representatives : Mr. Uday Shankar, Sr. Geologist Mode of consultation : Informal Meeting Date : 29/12/08

11. Office of Regional Officer, Belgaum Region, KSPCB, Govt. of Karnataka Representatives : Mr. Harishankar, Deputy Environmental Officer. Mode of consultation : Informal Meeting Date : 28/12/08

12. Divisional Forest Officer, Dharwad Division , Govt. of Karnatak Representatives : Mr. S.P. Goravanakaur, DFO Mode of consultation : Informal Meeting Date : 24/12/08

13. Divisional Forest Officer, Dharwad Division , Govt. of Karnataka Representatives : Mr. D.K. Kulkarni, ACF Mode of consultation : Informal Meeting Date : 26/12/08

14. Divisional Forest Officer, Haliyal Division , Govt. of Karnataka Representatives : Mr. Chikappaiya, DFO Mode of consultation : Informal Meeting Date : 26/12/08

15. Divisional Forest Officer, Belgaum Division , Govt. of Karnataka Representatives : Mr. G.C. Hasoor, DFO Mode of consultation : Informal Meeting Date : 28/12/08

16. Divisional Forest Officer, Londa Range , Govt. of Karnataka Representatives : Mr. R.V. Patil, RFO Mode of consultation : Informal Meeting Date : 29/12/08

17. Divisional Forest Officer, Londa Range , Govt. of Karnataka Representatives : Mr. D.K. Naik Mode of consultation : Informal Meeting Date : 29/12/08

18. Public Works Department, NH-Division, Government of Orissa Representatives : Mr M.P Meghade, Technical Assistant, Dharwar

Circle Mode of Consultation : Informal Meeting


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Date : 29/12/08

19. National Highways Authority of India, Government of India Representatives : Mr. Ramanujula, Manager (Technical), Mode of Consultation : Informal Meeting Date : 31/12/08

Beneficiaries

20. Local People, Near Gadag, Dist; Gadag Representative : Mr Mahesh, Wage earner

Mr. Shivamurti, Wage-earner Mr. Durgappa, Wage-earner Mr. Koniappa, Wage-earner Mr. Baburao, Business Mr. Ismail, Petty Business Mr. Yogesh, Farmer

Mode of Consultation : Informal Consultation Date : 25/12/08

21. Local People, Village : Bhanapur, Dist; Gadag Representative : Mr. Prabhu, Farmer Mr. R. Mallya, Farmer Mr. Kavikumar, Farmer Mr. Basu, Driver Mr. Shiv Kumar, Farmer Mr. Prashant, Chilli Merchant Mr. Al Salim, Farmer Mr, Murgensan, Farmer Mr. Halumant Gaura, Farmer

Mr. Maruti, Student Mr. Mariappa, Student Mr. V. Venkesh, Farmer Mr. Lokesh, Student


22. Local People, Village : Annigeri, Dist : Gadag Representative : Mr. Basavraj Koopsar, Farmer

Mr. Umesh Katmane, Farmer Mr. Uppaiya Koopsar, Farmer Mr. V. B. Pujara, Govt. Employee Mr. Vasu K. Driver


23. Local People, Village : Near Bala Nalla, Dist : Koppal Representative : Mr. Rafi, Farmer

Mr. Harshat, student Mr. Asif Khan, Student Mr. Mahboob Hussein, Fisherman Mr. Mayub Khan, Fisherman Mr. Imran Afirdi, Student Mr. Malahussain, Student Mr. Musib, Student



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24. Local People, Village: Mandiyar Near Mugad Station, Dist; Dharwad Representative : Mr. Shivangudagalli, Farmer

Mr. Ramanappa, Farmer Mr. Husanganni, Panchayat Head Mr. Subhas Bargir, Farmer Mr. Kariyappa, Farmer Mr. Mariyappa, Farmer Mr. Vasuraaj Kambar, Farmer Mr. Shivappa Harigari, Farmer Mr. Sethuppa, Vanikippi Farmer Mr. Rudrappa., Panchayat Member Mr. Vittal, Farmer Mr. Kalmish, Farmer Mr. Pinnapa, Farmer


25. Local People, Village: Tinai ghat, Dist: Uttar Kannada Representative : Mr. Basav raj, Wage- Earner

Mr. Suresh, Wage Earner Mr. Maruti, Farmer Mr. Dharmraj, Wage Earner Mr. Sabaji Roakar, Farmer Mr. Jaymithari, Member, Gram Panchayat Mr. Ashok Misraykar, Gram Head, Tinai ghat Mr. Sankar, employee,


26. Local People, Village: Bistenhatti , Dist: Belgaum Representative : Mr. A. Suseraj Railway Employee

Mr. Siddeshwar Belgamkar, Farmer Mr. A. Powar, Farmer Mr. Manjunath Nayak, Farmer


27. Local People, Village, Nagalvi, Dist; Dharwad Representative : Mr. Yellapa, Coolie

Mr. Mahadev, Wage Earner Mr. Chernuappa, Farmer Mr. Hanumanta, Wageearner Mr. Basappa, Wageearner Mr. Chandru, Wageearner, Mr. Subhash, Farmer


28. Local People, Village, Bengeri, Dist; Dharwad Representative : Mr. Babu Ram, Farmer

Mr. Ramesh, Farmer Mr. Parsuram, Farmer Mr. Rameshappa, Farmer Mr. Mahadev, Farmer Mr. Mahbob Sahab, Farmer Mr. Subhash, Farmer


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29. Local People, Village, Nagalvi, Dist; Dharwad Representative : Mr. Yellapa, Coolie

Mr. Mahadev, Wage Earner Mr. Chernuappa, Farmer Mr. Hanumanta, Wageearner Mr. Basappa, Wageearner Mr. Chandru, Wageearner, Mr. Subhash, Farmer

Mode of Consultation : Informal Consultation Date : 26/12/08 NGO’S

1. Indian Development Service, Dharwad Representative : Mr. Y.M. Giddamatre, Project Co-ordinator


2. BAIF Institute for Rural Development- Karnataka Representative : Mr. Deepak


3. AWWA ,Hubli Karnataka Representative : Md. Ayub Khan


4. Belgaum Nature Club, Belgaum, Karnataka Representative : Mr. R.K Saini


5. Paryavani, Belgaum Karnataka Representative : Mr. S.R.Hiremath


6.3. Information disclosed 225. The discussions were primarily focussed on to receiving

maximum inputs from the participants regarding their acceptability and environmental concerns arising out of the project. To begin with, they were given the brief outline of the project to which their opinion was sought. Environmental issues were discussed in depth with the government officials, NGOs and other organizations/ association representatives. However, during consultation with the villagers, passengers and other users of the existing and proposed railways facility, issues pertaining to them were mainly touched upon.

226. The local people were informed of doubling of the track proposal. Existing and likely air and noise pollution during


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construction and operation stage of railway line were discussed. They were consulted for the groundwater availability of the region. The location of any nearby sensitive locations like schools, hospitals, historical monuments, religious places and accident scenario including due to track crossing were also inquired into. Impact on the flora and fauna (especially wildlife) was discussed with the villagers and officers of the forest department. Suggestions were also sought for mitigating any potential adverse impact.

227. Environmental impacts due to the project and clearance requirements were discussed extensively with the officials of different government bodies as State Pollution Control Boards and forest and wildlife authorities. Interactions were held even with officials of National Highway division to know their opinion about its indirect effect on road traffic and pollution.

6.4. Compliance with Relevant Regulatory Requirements 228. In India, public consultation is mandatory only in case of

Category A and B projects10

229. Public consultation was undertaken as per the ADB requirements. All the five principles of information dissemination, information solicitation, integration, coordination and engagement into dialogue were incorporated during the task. A framework of different environmental impacts likely from the project was strengthened and modified based on opinions of all those consulted, especially in the micro level by setting up dialogues with the village people from whom information on site facts and prevailing conditions were collected.

in select conditions. As per regulation, no public hearing is required for the proposed doubling project under the environmental law EIA Notification. However, being a category B project as per ADB Environmental Guidelines 2003, consultation was carried out during the early stage of IEE report preparation. The requirement of public consultation during the implementation of the project has been proposed as part of the mitigation plan.

6.5. Major Comments Received 230. A large range of people from different administrative, social

and economic backgrounds were consulted. Their concerns and opinions about various environmental issues have been summarized in the following four categories:

6.5.1. Proponents’ Comments: 231. The proponents are of the view that the proposed project

activities are not likely to cause any significant environmental impacts. However, they are appreciative of the possible impacts during the construction and operation phases of the proposed project and have shown their

10 As per schedule I of EIA notification number S.O. 1533, dated 14th September 2006. This notification also defines when a public consultation is mandatory. As per this notification railway project does not fall under the said schedule.


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willingness to implement suggested mitigation measures in the IEE. The railway officials of respective sections also provided the technical information about the project with comparison to existing track and proposed doubling of the track. The issues of benefits to the public due to the proposed project were also discussed with them.

6.5.2. Beneficiaries’ Comments 232. Consultation at Nagalavi village: Village is located near

the Track (approximately 100m) with a total population of approximately 600. Prior to the meter gauge conversion to broad gauge, there was a station at the village. Presently, it is halt station and only one passenger train stops here. Railway has already acquired land for doubling. One primary school is located at about 80 m from the track.

233. There is no grazing land and water availability for cattles on the village side (left) of the track. Cattles crosses the track to right side to fetch water and food. This more often causes accidents of cattles. Villagers demanded a crossing over facility (underpass/level crossing) for cattles and pedestrians. The other important environmental issue highlighted by the local people was impact on health due to ongoing extensive quarrying activities in nearby areas. There are many instances of Tuberculosis and other diseases due to dust generated due to quarries operation.

234. Consultation at Mandhiyal Village near Mugad Station: Village is located near Mugad station. Land acquisition and earth-work for patch doubling work is already in progress. The common issue raised by all participants was need for converting the existing level crossing to ROB. Further, they also demanded a cattle underpass near Daddikamlapur.

235. Consultation with Local People at Londa Village: This is an important junction providing railway connectivity for Goa and other important places viz. Bangalore, Pune, Kolhapur and Belgaum. All participants were fervent about the projects. Significant population are earning their livelihood because of railway’s direct and indirect operational activities. They perceive that the area will further get uplift after doubling due to increased no. of trains along the route.

236. Local people expressed their annoyance against one of the sponge iron factory located adjacent to the railway station. This factory being a sponge iron factory is air polluting in nature. The pollutants which are mainly generated from these type factories are suspended particulate matter. Besides air pollution, it is also causing water and soil pollution since the suspended particle settled down in open wells, and other water bodies and agricultural soil/land. They demanded immediate closure of this factory. They also expressed their trouble due to foul smell by M.J.Pinto Bone Factory.


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237. Consultation at Nagargalli: Consultation was held with few households living nearby the Station area included. Main village is located approximately 2 Km from the station. Water scarcity is major problem in the village. They have to be dependent on railway station for water. Water is supplied at station in containers through trains from other places. People were consulted mainly about the animal movements along/across the track and dependence of the local population on the forest resources. They informed that there are few elephants in the deeper part of the Nagargalli Reserve Forest but do not cross the track often. The frequency is once in a year or two in search of water and food. No accidents of elephants reported so far in the nearby areas.

238. People suggested for a cattle cum human underpass near Chainage. Km 540/500-540/70 for access to agricultural field and cattle rearing/grazing. Animal accidents are quite frequent between Nagargali and Devrayi.

239. Consultation at Bhanapur Village: The village has 200 families and spread over on both side of the track. Villagers highlighted the issues of Deer’s crossing in between Bhanapur and Bennikoppa railway station. The incidence of crossing is more frequent near Km 101.00. There are more than 4000 deers found in the nearby areas. They used to live in the vast open agricultural fields in the area. They cross the track in search of food and water. Villagers suggested that the crossing can be prevented to large extent by creating water bodies on both side of the track.

240. Other issues raised by the villagers were (i) poor water quality in terms of high fluoride concentration in the area (ii) long hour traffic congestion at level crossing near the village (iii) Noise problem particularly to a high school located adjacent (approx. 60m) to the track on right hand side towards Hospet and (iv) less frequency of train.

241. Consultation at Tinaighat: It is the major unloading centre of iron ores and coal supplied from Hospet-Bellary region. This further gets transported through road upto Murmugao port. The village originally has very little population but a large workforce is engaged in loading/unloading work. Dust pollution due to this activity is causing respiratory diseases to the workers and local residents also. People shared information about faunal elements present in the forest areas near Tinaighat. Bison, Indian fox, wolf, wild dog and Panther are commonly found in the area. Crossing over of these animals is not frequent. Incidence of Bisons and other animal’s accidents was reported by the local people. People of Tinaighat are dependent upon forest for edible fruits, honey, Medicinal plants, dried leaves and fuel wood. Local people and the forest staffs highlighted about need for an underpass at suitable location in between Km. 11.600-12.000

242. Consultation near Koppal Station areas: This is the District Headquarter with habitation on both side of the


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railway track. There are numerous level crossings within 3.5 Km range from the station area without any ROB/RUB. This causes several problems to the people. Participants demanded ROBs/RUBs near the level crossings at LC no. 62, 64 and 68. Participants of the consultation informed about groundwater contamination in the area due to high fluoride content.

243. Consultation at Gadag Station: This is also a district headquarter and densely habituated on both sides of the track. ROW is though limited but enough to accommodate the proposed double track inmost of the location and hence major impact on structures is not anticipated. All participants were mainly passengers and hence they raised issues related to commuting problem.

244. Consultation at Hitnal Village: There are 17-20 permanent residential structures adjacent to the track on LHS towards Hospet. These structures are not being impacted since proposed alignment runs on RHS of existing track. No specific environmental problems were raised except minor nuisance from noise due to train movement. They demanded stoppage of at least one express train.

245. Consultation at Annegeri Village: People, prior to consultations were not aware about the project. No specific environmental issues were raised by the participants of consultation except the water scarcity and water quality in the area. Water in the village is being supplied through tankers by the Panchayat.

246. Consultation at Gopalkoppa Village: Some Upcoming townships were under construction around the ROW of proposed bypass persons working under this were not aware of the projects. No specific environmental issues were raised by the participants of consultation

6.5.3. Government Regulators’ Comments 247. All key government regulators vis-à-vis environmental

protection was consulted for their valuable suggestions and legal implications of the proposed project. Important among them were forest Officials of all concerned circles, division, forest ranges in the project influence areas and officials of all concerned offices of Pollution Control Board.

248. Assistant Conservator of Forests, Nagaragalli provided some valuable suggestions viz (i) Provision of battery operated electrical fencing, cattle proof trenches, underpasses etc. depending on its effectiveness at specific location, terrain, type of animal movement etc. to avoid animal accidents in the forest areas (ii) Construction of a fire line with adequate offset and provision of fire-man at every one Km to protect forest fires (iii) Provision of Solid waste Bins at every Km and adequate no. of personal to dispose off the same at suitable place because these waste not only cause environmental pollution but even


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causes animal death in case of swallowing of polythene bags.

249. Officials from Regional Offices of State pollution control Board were consulted for collecting baseline environmental information and their suggestion for the safeguard of the environment. They all were of the common view that though there are not much of the environmental issues related with the railway doubling project except loss of some vegetation and impact on faunal element yet, all activities must be carried out complying Indian legal system devised for the environmental safeguard. They stressed that environmental monitoring specially during construction stage shall be carried out in true spirit. They also suggested that adequate measures shall be taken out for the rehabilitation of borrow areas and quarries. All construction camp shall maintain hygienic environment.

250. Others discussed during the IEE field visit were Mines and geology Department for information on Geology and groundwater occurrence, Public Works department (NH-Division) for road traffic data, District rural Development Authority, Archaeological Department, District Statistical Office and Municipal Corporations etc. for variety of information required for the Study.

6.5.4. Other Stake Holders’ Comments. 251. The views given by a prominent NGO Bhartiya Agro

Industries Foundation (BAIF), was impartial about the decision of doubling. He expressed his concern about loss of vegetation and firmly opined that there should not be any disturbance to forest since it is home for various valuable floral and faunal elements of the eco-system. He suggested few mitigation measures in case if doubling is inevitable viz. (i) provision of location specific safety measures to avoid animal accidents (ii) Selection of suitable species for compensatory afforestation, (iii) provision of landslide protection measures in hilly areas and (iv) in-depth study of likely impacts on the existing forest resources due to the proposed project.

6.6. Integration of Comments into the IEE 252. During discussions, notes were taken for any issue raised

and suggestions made. References have been taken from public opinion where no official data were available for understanding of the study area characteristics. Each of the issues were then analysed for practical and scientific basis. The opinions were used for identifying impacts and developing management and monitoring plan, depending on their importance and practicality. For any significant concern, preventive or mitigative measures have been suggested drawing points from all the suggested measures.


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6.7. Post IEE Public Participation and Information Disclosure 253. As per ADB procedure, this IEE will be disclosed on ADB

and EA’s website.


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Plate 6.1: Consultation Near Mandiyal Village Plate 6.2: Consultation at Bhanapur Village

Plate 6.3: Consultation at a level Crossing near Bhanapur Village

Plate 6.4: Consultation at Nagalavi Village

Plate 6.5: Consultation with passengers at

Koppal Railway Station Plate 6.6: Consultation at Hitnal Village


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Plate 6.7: Consultation at Londa Village Plate6.8: Consultation at Nagargali Village

Plate 6.9: Discussion with foresters between level Crossing near Kasanatti Village

Plate 6.10: Consultation with an NGO Official at Hubli

Plate 6.11: Discussion with Deputy Conservator of Forest, Dharwad Division

Plate 6.12: Discussion with Regional officer, KSPCB, Dharwad


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Plate 6.13: Consultation with passengers at Gadag Railway Station

Plate 6.14: Discussion with Station Manager at Bennikoppa Railway Station

Plate 6.15: Consultation with Passenger at Annegeri Railway Station

Plate 6.16: Discussion with Assistant Conservator of Forest , Dharwad Division

Plate 6.17: Consultation with NGO official at

Dharwar Plate 6.18: Discussion with Station Manager,

Holkuti Station


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Plate 6.19: Discussion with Station Manager, Holkuti Station

Plate 6.20: Discussion with Mr. Naik, Kundil Sponge iron Factory near Londa

Plate 6.21: Discussion with Villagers at Tinai Ghat Village

Plate 6.22: Discussion with Villagers at Nagergalli Village

Plate 6.23: Disscussion with villagers at Bengeri

village Plate 6.24: Discussions with villagers at Kishan

Gram Sabha,Gopalkoppa


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7. FINDINGS, RECOMMENDATIONS AND CONCLUSIONS 254. The project involves doubling of railway track along with

the existing alignment. The track would be of standard broad gauge of 1.676 m width with the distance of 5.30 m between two tracks. Key project activities involve embankment formation, bridge constructions, up gradation of ROBs and RUBs, construction & improvement of side drains, construction of residential accommodation and service building.

255. The project is classified as B in accordance with ADB Guidelines 2003 and SPS 09 requiring Initial Environmental Examinations. As per Indian Legislative system, no environmental clearance is required from Ministry of Environment and Forest, Govt. of India for railway project. However, other clearances like cutting of trees, or diversion of forest area would be required as applicable.

256. The IEE has been conducted between April to August 2008 in consistent to the ADB‘s environmental assessment guidelines, 2003. The report was updated as per SPS 09 in November 2010. Both primary and secondary data sources were utilized for the study supplemented by consultation with all types of stakeholders. Potential Environmental impacts were appraised Vis-à-vis project setting and proposed project activities.

7.1. Findings and Recommendations 257. The finding of IEE indicates that the project is unlikely to

cause significant adverse environmental impacts. While some of the impacts are negative, there are many bearing benefits to the area. Most of the impacts are likely to occur during construction stage and are temporary in nature. Some impacts require design considerations and are suitably addressed.

258. The alignment does not pass through any ecologically sensitive or protected areas. However, it does pass through some of the reserved forests11

• Large numbers of tree are likely to be cut. The compensatory afforestation is proposed at the ratio 1:3. Additional plantation will be done at river banks and wherever land is available with railways in the station areas.

. But no diversion of forest land is anticipated due to the project No archaeological protected monument either located in the project vicinity. The land use pattern around the alignment is primarily agriculture. The impact is primarily cause due to land cleaning for embankment formations, cutting of trees, transportation of construction material. These are broadly briefed in the following paragraph.

11

In India, Forests are classified as protected forests, reserved forests and village forests. The reserved forets are declared by State Government out of the area classified as forest land under revenue record for the purpose of protection of ecology. The areas designated for management of trees like the roadside areas is classified as protected forests. These classifications are not primarily linked to the ecological sensitivity of the area. The diversion of reserved forest areas are permitable for specific purposes. From faunal (wild life) prospective areas are classified as protected areas and are primarily notified as Sanctuaries or National Park.


7-2

• Accidents risk is involved during both construction and operation phase. Provision of protective devices for workers and maintenance of equipments will help to avoid accident risks during construction. Provision of unmanned level crossing to manned level –crossing and underpasses near habitation and forest areas will reduce the accident risk during operation phase.

• The nearby reserve forest area is ecologically rich and no access road is feasible for construction purposes. RVNL would need to follow utmost caution for the movement of material within their ROW.

• The project section is cutting across several water bodies including rivers. Design considerations have taken into account the highest flood level of bridges and culverts. There had been no case of track inundation in the past. Regular checks of existing surface drainage/streams/channels shall be made to avoid any water logging/seepage to embankment.

• Soil erosion along embankment slope, cutting sections passing through loose & unconsolidated material will be prevented through turfing and pitching of embankment slopes.

• Large quantity of earth is required for the project. This will be mainly borrowed from nearby Govt. wasteland. The guidelines for borrowing of earth and its rehabilitation has been included as part of mitigation measures and management plan.

• Predominant land use along the project alignment is agricultural/open area which helps in adequate dispersion of air emission. Baseline air quality is also good. Further, the project implementation will reduce energy consumption due to shift of transport mode for bulk traffic and passenger remarkably from road to rail thereby reducing the CGH emission as well. Hence, the air quality in the area will improve in long term.

• Noise levels only exceed the permissible limits during movement of train. This is for a very short duration. Noise sensitive locations shall be provided with solid noise barriers coupled with multilayered plantation to reduce the impact. Provision of sand pockets and compaction of embankment in Vibration prone areas will reduce the vibration to acceptable limit.

• Groundwater abstraction is required for water during construction in some sections and for residential colonies during operation stage. This will have some stress on already diminishing groundwater resources. All measures like water harvesting shall be taken to conserve and augment the groundwater resources.

259. The implementation of prescribed mitigation measures will minimize the adverse impacts. Moreover, the impacts shall be monitored continually by implementing and updating the


7-3

Environmental Management plan and Environmental Monitoring Plan.

260. The project received support and consent from most of local people. The local people did not perceive any adverse impact due to the proposed project. Environmental awareness and likewise concern were found generally low. NGO’s have suggested taking adequate measures to avoid any damage to flora and fauna in the forest areas.

261. Post Environmental Assessment Surveillance and Monitoring is essential to sustain the effectiveness of the mitigative measures suggested. A detailed monitoring plan has been prepared as part of the Environmental Management Plan. The focus areas of monitoring covers air, surface water quality, ground water quality, noise, soil erosion, drainage congestion and tree survival rate. The reporting requirements along with the follow up actions in case of deviation from the norms have been detailed out as a part of EMP. The frequency has been set in consideration of the likely impacts.

7.2. Conclusions 262. The project activity does not cause any significant adverse

environmental impact. The effective implementation of environmental management plan will facilitate in minimising the environmental impact to acceptable level. However, the institutional and capacity strengthening measures shall be implemented for the same. The timely actions shall be needed for obtaining the permissions for cutting of trees. No additional studies or need of undertaking detailed EIA is envisaged at this stage.

263. Any major changes during detailed design or any major additional work other than the proposed project activities will require preparation of another environmental assessment. This additional assessment will have to be submitted to concerned Government authorities, if any clearance is involved. It shall also have to be sent to ADB for concurrence before civil works commence. Moreover, the executing agencies have to submit the detailed engineering designs to ADB, which will be reviewed by them and examine whether major changes or major additional works have been included.


I

APPENDIX 2.1: Rapid Environmental Assessment Checklist

(Suitably modified for the use of railway Project)

HOSPET-TINAIGHAT Rapid Environmental Assessment (REA) Checklist Instructions: This checklist is to be prepared to support the environmental classification of a project. It is to be

attached to the environmental categorization form that is to be prepared and submitted to the Chief Compliance Officer of the Regional and Sustainable Development Department.

This checklist is to be completed with the assistance of an Environment Specialist in a Regional

Department. This checklist focuses on environmental issues and concerns. To ensure that social dimensions are

adequately considered, refer also to ADB checklists and handbooks on (i) involuntary resettlement, (ii) indigenous peoples planning, (iii) poverty reduction, (iv) participation and (v) gender and development.

Answer the questions assuming the without mitigation case. The purpose is to identify potential

impacts. Use the “remarks” section to discuss any anticipated mitigation measures. Country / Project Title: IND: TA 4998 Sector Division: INRM – RAILWAY SECTOR IMPROVEMENT PROGRAM SCREENING QUESTIONS Yes No REMARKS

Project Siting Is the Project area adjacent to or within any of the following environmentally sensitive areas?

Review is based on Reconnaissance site visit

Cultural heritage site

Protected area

Section between Alnavar and Tinaighat passing through various reserved forest. Otherwise the projec area is free from any ecologically sensitive areas. However, diversion of forest land is not required since doubling will be accommodated within available land width.

Wetland

Mangrove

Estuarine

Buffer zone of protected area Special area for protecting biodiversity

Potential Environmental Impacts Will the Project cause …

Encroachment on historical / cultural area; disfiguration of landscape by road A narrow strip of railed formation is

required mostly along the existing

Roads and Highways


II

embankments, cuts, fills, and quarries? railway track without any disfiguration of landscape and encroachment on historical /cultural area. Cutting is limited to the area where the proposed doubling is passing through hard rock terrain. The quantity of earthwork involved is 3.159 Mn Cum in bank, 1.622 Mn Cum in cutting and 1.047 Mn cum of blanketing material on top. Since the area is predominantly underlain by black cotton soil, the earth will be procured from outside suitable locations to be arranged by contractor.

Encroachment on precious ecology (e.g. sensitive or protected areas)?

No acquisition is involved in forest areas. All measures shall be taken while transporting the construction material in the forest areas.

Alteration of surface water hydrology of waterways crossed by railways, resulting in increased sediment in streams affected by increased soil erosion at construction site?

All measures shall be taken so that watercourses is not affected, and temporary soil and rock stockpiles will be designed so that runoff will not induce sedimentation of waterways.

Deterioration of surface water quality due to silt runoff and sanitary wastes from worker-based camps and chemicals used in construction?

The adequate measures for sanitary waste and silt runoff shall be taken to prevent any such condition.

Increased local air pollution due to rock crushing, cutting and filling works, and chemicals from asphalt processing?

Local air pollution level is likely to be increased for short duration during construction period. Appropriate distance from settlement area and wind direction may be taken into account to locate air polluting facility like stone crushing unit etc. if required

Noise and vibration due to blasting and other civil works?

Blasting is involved at locations in hard rock area but there is no habitated area nearby. Likely increase in underwater noise level due to bridge construction (pile driving) especially on major river crossings expected to be below the sound pressure level that could cause fish injury and death.

Dislocation or involuntary resettlement of people?

R&R and social issues are involved but apparently of low to medium magnitude. Actual no. of likely to be displaced can only be known after preparation of RP.

Other social concerns relating to inconveniences in living conditions in the project areas that may trigger cases of upper respiratory problems and stress?

Hazardous driving conditions where construction interferes with pre-existing Transport routes for construction

vehicle shall be decided considering


III

roads? this aspect to avoid any hazardous driving condition. The transportation mostly will happen through existing roads.

Poor sanitation and solid waste disposal in construction camps and work sites, and possible transmission of communicable diseases from workers to local populations?

Appropriate waste management shall be adopted to prevent any such conditions.

Creation of temporary breeding habitats for mosquito vectors of disease? No such condition is anticipated

Dislocation and compulsory resettlement of people living in right-of-way?

Encroachment in RoW is negligible Actual no. of likely to be displaced can only be known after preparation of RP.

Accident risks associated with increased vehicular traffic, leading to accidental spills of toxic materials and loss of life?

Temporarily during construction Stage. Adequate measures will be provided to prevent them.

Increased noise and air pollution resulting from traffic volume?

Temporarily during construction phase. Increase in emission level due to rise in frequency of trains after doubling will be minor.

Increased risk of water pollution from oil, grease and fuel spills, and other materials from vehicles using the road?

Temporarily during construction phase. Adequate preventive measures will take to prevent such risks.

The Project is categorized as category ‘B’ however; as per MOEF latest EIA notification, Environmental Clearance for the project is not required. However, all statutory permissions and consent shall be obtained prior to construction.


IV

APPENDIX 2.2: List of Major Bridges

Sr. No.

Bet Station

Br. No. Location Chainage Class

Proposed Span Details

Type

Proposals for new alignment

Across No. x Span M

Total Span M At Bridge

At approaches before br.

At approaches

after br. A HUBLI-HOSPET SECTION

1 HBS-SVSE 10 20/14-

21/1 21 MAJOR 9 x 18.3 164.7 PSC GIRDER

New Br. @11m from

ex. Track centre on UP

side

Ex. Curve No.14(Pr.14)

to be modified

Diversion of 1 deg.

Benni River

2 NGR-LKT 13 40/6-7 40.338 IMP 3 x 18.3 54.9 PSC GIRDER

New Br. @11m from


side

Diversion of 1 deg.

Ex. Curve No.25(Pr.25

) to be modified

Chawla Nalla

3 LKT-GDG 20 46/15-47/1 46.982 MAJOR 5 x 9.14 45.7 PSC Slab

New Br. @11m from

ex. Track centre on Up

side

Diversion of 1 deg.


) to be modified

Eachala Nalla

4 LKT-GDG 24 52/5-6 52.05 MAJOR 2 x 9.14 18.28 PSC Slab

New Br. @11m from


side.

Diversion of 1 deg.

Diversion of 1 deg.

Karodi Halla

5 LKT-GDG 25 53/13-14 53.912 MAJOR 4 x 12.2 48.8 PSC Girder

New Br. @11m from


side.

Diversion of 1 deg.

Diversion of 1 deg.

Mane Halla


V

6 GDG-KGX 33 59/11-12 59.745 MAJOR 2 x 9.14 18.28 PSC Slab

New Br. @11m from


side.

Diversion of 1 deg.


to be modified

Nalla (After

Gadag)

7 GDG-KGX 35 62/11-12 62.77 MAJOR 6 x 9.14 54.84 PSC Girder

New Br. @11m from


side.

Diversion of 1 deg.


to be modified

Godda Nalla

8 GDG-KGX 36 64/13-14 64.867 MAJOR 3 x 9.14 27.42 PSC Girder

New Br. @11m from


side.


to be modified


to be modified

Ekka Nalla

9 BNP-KBL 61 109/14-15 109.991 MAJOR 6 x 9.15 54.9 PSC

Girder

New Br. @11m from


side

Diversion of 1 deg.

Diversion of 1 deg.

Eachala Nalla

10 BNP-KBL 62 111/13-14 111.955 MAJOR 2 x 6.1 12.2 PSC Slab

New Br. @11m from

ex. Track centre on DN

side

Diversion of 1 deg.

Diversion of 1 deg.

11 BNP-KBL 63 113/16-114/1 114.2 MAJOR 10 x 18.39 183.9 PSC

Girder

New Br. @11m from


side


to be modified


) to be modified

Holla River

12 KBL-GIN 70 122/2-3 122.12 MAJOR 3 x 6.1 18.3 PSC Slab

New Br. @11m from


side

Diversion of 1 deg.

Diversion of 1 deg.


VI

13 GNG-HTNL 77 128/11-

12 128.827 MAJOR 2 x 6.1 12.2 PSC Slab

New Br. @6.1m from


side


to be modified

Straight to Br. No.78

Huvina Halla

14 GNG-HTNL 78 129/14-

15 130.008 MAJOR 2 x 6.1 12.2 PSC Slab

New Br. @6.1m from


side

Straight from Br. No.78 Straight

15 HTNL-MRB 86-A 135/1-2 135.152 MAJOR 5 x 12.19 60.95 PSC Slab

New Br. @11m from


side


to be modified

Diversion of 1 deg.

Tungabhadra Power Canal

16 MRB-HPT 104 138/7-139/5 138.988 IMP 38 x 18.29 695.02 PSC

Girder

New Br. @11m from


side


to be modified


) to be modified

Tungabhadra River

17 MRB-HPT 118 140/11-12 140.89 MAJOR 3 x 12.44 37.32 PSC Slab

New Br. @11m from


side


to be modified

Diversion of 1 deg. Canal

B HUBLI-LONDA SECTION

1 UBL-UNK 253 469/1-2 469.125 RUB - - - - - On Ex. Bridge - - (RUB

@ Hubli)

2 NVU-DWR 235-A 484/8-9 484.55 ROB - - - - - Under Ex. Br. - - (ROB)

3 DWR-KRKP 224-A 492/13-14 492.904 ROB - - - - - Under Ex. Br. - - (ROB)

4 MGD-KBL 176 512/3-4 512.163 MAJOR 6 x 3.485 20.91 RCC On Ex. Bridge - - Dodda


VII

4 x 3.727 14.908

TWIN BOX

(3x2x3.485+2x2xx

3.727)

with extension Halla

5 LWR-TVG 148 526/8-9 526.493 MAJOR 8 x 5.2 41.6

RCC Twin Box

(4x 2x5.2)

On Ex. Bridge with extension - - Gundi

Halla

6 DEV-SVTN 91 553/12-13 553.726 MAJOR 3 x 12.12 36.36 PSC

GIRDER

New Br. @11m from


side

Ex. Curve No41. to be

modified

Ex. Curve No.42 to be

modified

Pandhari

Nadi

7 SVTN-LD 87 556/13-557/1 557 MAJOR 3 x 6.1 18.3 PSC Slab

New Br. @11m from


side


modified


modified

C LONDA-TINAIGHAT SECTION

1 LD-TGT 2-A 1/3-4 1.092 ROB - - - - - Under Ex. Br. - - ROB

2 LD-TGT 3 1/5-6 1.264 MAJOR 3 x 12.19 36.57 PSC

GIRDER

New Br. @11m from


side

Ex. Curve No.2 before

br.to be modified

Ex. Curve No.3 after br.

to be modified

Turva River


VIII

Appendix 2.3 : RVNL Letter Confirming Availibilty of Land (ROW) within Reserved Forests Areas


IX

APPENDIX 3.1: National Ambient Air Quality Standards

The finding[As Notified on 18th November 2009 by the Central Pollution Control Board (CPCB) in exercise of its powers conferred under Section 16(2)(h) of the Air (Prevention and Control of Pollution) Act, 1981 (14 of 1981)].

*

Annual Arithmetic Mean of minimum 104 measurements in a year taken twice a week 24-

hourly at uniform interval. ** 24-horly / 8-hourly values should be met 98% of the time in the year. However, 2% of

the time, it may exceed but not on two consecutive days.

Note 1: • National Ambient Air Quality Standard: The levels of air quality necessary with an

adequate margin of safety, to protect the public health, vegetation and property. • Whenever and wherever two consecutive values exceed the limit specified above for

the respective category, it would be considered adequate reason to institute regular/continuous monitoring and further investigation.

• The State Government/State Board shall notify the sensitive and other areas in the respective States within a period of six months from the date of Notification of National Ambient Air Quality Standards.

• The SPM standard has been dropped in the above standards. Instead PM2.5 standard has been added.

SOURCE: ENVIRONMENT PROTECTION RULES, 1986, SCHEDULE VII

Pollutant Time-Weighted

Concentration µg/m3 in Ambient Air

Average Industrial,residential, Rural

and other areas

Ecologically Sensitive ( notified by

central Government)

SO2 Annual*

24 hours**

50

80

20

80

NOx Annual*

24 hours**

40

80

30

80

RSPM (PM10 ) Annual*

24 hours**

60

100

60

100

RSPM (PM2.5 ) Annual*

24 hours**

40

60

40

60

Lead Annual*

24 hours**

1

1.5

0.75 1

CO 8 Hours* 10000 4000 1 Hour** 5000 2000


X

APPENDIX 3.2: Noise Level Limits of GOI (In Leq dB(A))

Area/Class Day Time (6:00 AM to 9:00 PM)

Night Time (9:00 PM to 6:00 am)

Standard Standard

Industrial 75 70

Commercial 65 55

Residential 55 45

Silence 50 40 Source: Environment Protection Rules, 1986, Schedule III


XI

APPENDIX 3.3: Drinking Water Standards (BIS: IS: 10500, 1991)

S. No. Parameters Prescribed limits Probable effects Desirable Permissible 1 COLOUR (HAZEN UNIT) 5 25 Aesthetically undesirable. 2 ODOUR Essentially free Aesthetically undesirable. 3 TASTE Agreeable Aesthetically undesirable. 4 TURBIDITY (NTU) 5 10 Indicates pollution/ contamination.

5 pH 6.5 8.5 Affects taste, corrosivity & supply system.

6 HARDNESS, as CaCO3, mg/l 300 600

Causes scaling, excessive soap consumption, calcification of arteries.

7 IRON, as Fe , mg/l 0.30 1.00 Causes staining of laundry and porcelain. In traces it is essential for nutrition.

8 CHLORIDE, as Cl , mg/l 250 1000

May be injurious to heart or kidney patients. Taste, indigestion, corrosion & palatability are affected.

9 RESIDUAL CHLORINE, only when Water is chlorinated

0.20 - Excessive chlorination causes asthma, colitis & eczema

10 TOTAL DISSOLVED SOLIDS, mg/l 500 2000

May cause gastro-intestinal irritation, corrosion and laxative effect to new users.

11 CALCIUM, as Ca, mg/l 75 200

Excessive Cause incrustation, deficiency causes rickets, essential for nervous, muscular, cardiac functions and in coagulation of blood.

12 MAGNESIUM, as Mg, mg/l 30 100

Its salts are cathartics and diuretic. Excessive may cause laxative effect; deficiency causes structural and functional changes. It is activator of many enzyme systems.

13 COPPER, as Cu, mg/l 0.05 1.50

Beneficial in human metabolism, deficiency results in nutritional anaemia in infants. Large amounts may result in liver damage, causes central nervous system irritation & depression. Enhances corrosion of Al in water supply systems.

14 SULPHATE, as SO4, mg/l 200 400

Causes gastro-intestinal irritation. Along with Mg or Na can have a cathartic effect. Concentration more than 750 mg/l may have laxative effect.

15 NITRATE, as N, mg/l 45 100

Causes infant methaemoglobinaemia, at very high concentration causes gastric cancer and effects central nervous


XII

S. No. Parameters Prescribed limits Probable effects Desirable Permissible

& cardiovascular system.

16 FLUORIDE, as F, mg/l 1.00 1.50 Reduces dental carries, very high concentration may cause crippling skeletal fluorosis.

17 CADMIUM, as Cd, mg/l 0.01 No relaxation

Acute toxicity may be associated with renal, arterial hypertension, itai-itai (bone disease). Cd salts cause cramps, nausea, vomiting & diarrhoea.

18 LEAD, as Pb, mg/l 0.05 No relaxation

Burning in mouth, severe inflammation of gastro-intestinal tract with vomiting and diarrhoea. Chronic toxicity produces nausea, severe abdominal pain, paralysis, mental confusion, visual disturbances, and anaemia etc.

19 ZINC, as Zn , mg/l 5 15 Essential & beneficial in human metabolism. Imparts astringent taste to water.

20 CHROMIUM, as Cr, mg/l 0.05 No relaxation Cr6+ produces lung tumours, cutaneous and nasal mucous membrane ulcers and dermatitis.

21 ARSENIC, as As, mg/l 0.05 No relaxation Causes skin damage, circulatory problems, and increased risk of skin cancer.

22 ANTIMONY, as Sb, mg/l 0.006 No relaxation Raises blood cholesterol, lowers blood sugar.

23 ALUMINIUM, as Al, mg/l 0.030 0.200 Leads to neurological disorders. 24 BARIUM, as Ba, mg/l 2 No relaxation Increases blood pressure. 25 BERYLLIUM, as Be, mg/l nil 0.0002 Is carcinogenic

26 CYANIDE, as CN, mg/l 0.05 No relaxation Causes nerve damage, thyroid problem.

27 MERCURY, as Hg, mg/l 0.001 No relaxation

Neurological and renal disturbances. Excess causes gonadotoxic and mutagenic effects and disturbs the cholesterol metabolism.

28 MANGANESE, as Mn, mg/l 0.10 0.30

Essential as a cofactor in enzyme systems and metabolism processes. Excessive causes change in appetite and reduction in metabolism of iron to form haemoglobin. Imparts undesirable taste and stains plumbing fixtures and laundry.

29 SELENIUM, as Se, mg/l 0.01 No relaxation Leads to hair, finger loss, and numbness in fingers or toes, circulatory problems.

30 BORON, as B, mg/l 1.00 5.00 Affects central nervous system, salts may cause nausea, cramps, convulsions, coma, etc.


XIII

S. No. Parameters Prescribed limits Probable effects Desirable Permissible

31 ALKALINITY, as CaCO3, mg/l 200 600

Imparts unpleasant taste, deleterious to humans in presence of high pH, hardness and TDS.

32 PESTICIDES, ug/l nil 0.001

Imparts toxicity, accumulates in different organs of body, affects immune and nervous systems. Carcinogenic.

33 PHOSPHATE, as PO4, mg/l No guideline

High concentration causes vomiting & diarrhoea stimulates secondary hyperthyroidism and bone loss.

34 SODIUM, as Na, mg/l No guideline Harmful to persons suffering from cardiac, renal & circulatory diseases.

35 POTASSIUM, as K, mg/l No guideline Essential nutrition element but excessive amounts are cathartic.

36 NICKEL, as Ni , mg/l No guideline

Non-toxic element but may be carcinogenic in animals, can react with DNA resulting in DNA damage in animals.

37

PATHOGENS a)TOTAL COLIFORM No/dl b)FAECAL COLIFORM No/dl

1 10

Causes water borne diseases like coliform jaundice; Typhoid, Cholera etc. produces infections involving skin mucous membrane of eyes, ears and throat.

38

RADIOACTIVITY: -BETA PARTICLES -ALPHA PARTICLES -RADIUM

0-4 millirem/year

0-15 picocuries/year 0-05 picocuries/year

Increases risk of cancer.


XIV

APPENDIX 3.4: Water Quality Criteria and Standards for Freshwater

Classification (CPCB, 1979)

Characteristics A B C D E

Dissolved Oxygen (DO), mg/L, Min

6 5 4 4 -

Biological Oxygen Demand, BOD, mg/L, max

2 3 3 - -

Total Coliform organism **, MPN/100ml, Max

50 500 5000 - -

pH value 6.5-8.5 6.5-8.5 6 – 9 6.5-8.5 6.5-8.5 Free Ammonia (as N), mg/L, Max

- - - 1.2 -

Electrical Conductivity, µmhos/cm, max

- - - - 2250

Sodium absorption Ratio

- - - - 26

Boron, mg/L, Max - - - - 2 A) Drinking water sources without conventional treatment but after disinfecting B) Outdoor Bathing (organized) C) Drinking water source with conventional treatment followed by disinfecting D) Propagation of wildlife, fisheries E) Irrigation, industrial cooling, controlled waste disposal


XV

APPENDIX 3.5: List Avi Fauna

S.No. Common Name Scientific name 1 Grey Francolin Francolinus pondiceramus 2 indian peafowl Pavo cristatus 3 Bar-headed Goose Anser indicus 4 Lesser whistling duck Dendrocygna javanica 5 Ruddy Shelduck Tadorna ferruginea 6 Spot-billed duck Anas poecilrorhyncha 7 Northern Pintail Anas acuta 8 Gadwall Anas strepera 9 Northern Shovelor Anas clypeata

10 Coppersmith barbet Megalaima haemacephala 11 Indian Grey hornbill Ocyceros birostris 12 Common Hoopoe Upupa epops 13 Indian Roller Coraicas bengalensis 14 Common Kingfisher Alcedo atthis 15 White-throated Kingfisher halycon smyrnensis 16 Pied Cuckoo Ceryle rudis travancorensis 17 Green Bee-eater Merops orientalis 18 Pied Cuckoo Clamator jacobinus 19 Common Hawk cuckoo Hierococcyx varius 20 Asian Koel Eudynamys scolopacea 21 Blue faced Malkoha Phaenicophaeus teridirostris 22 Lesser Coucal Centropus bengalensis 23 Rose-ringed paraket Psittacula kramerii 24 Indian Nightijar Caprimulgus asiaticus 25 Rock Pigeon Columba livia 26 Laughing dove Streptopelia senegalensis 27 Eurasian collared dove Streptopelia decaocto 28 Yellow-footed Green Pigeon Treron Phonicoptera 29 Demoiselle Crane (Hovering) Grus virgo 30 White breasted waterhen Amaurornis phoenicurus 31 Ruddy breasted crake Porzana fusca 32 Purple swamphen Porphyrio porphyrio 33 Common coot Culica atra 34 Common snipe Galinago gallinago 35 Common Redshank Tringa tetanus 36 Marsh sandpiper Tringa stagnatilis 37 Common sandpiper Actitis hypoleucos


XVI

S.No. Common Name Scientific name 38 Block - winged stilt Himantopus Himantopus Metopidius indicus 39 Broze - winged jacana Metopidius indicus 40 Little ringed plover Charadrius dubius 41 Kentish Plover Charadius alexandrinus 42 Yellow watelled Vanellus malabaricus 43 Red Wattled lapwing Vanellus indicus 44 Black shouldered kite Elanus caeruleus 45 Black Kite Milvus migrans 46 Brahminy kite Halistur indus 47 Eurasian marsh Harrier Circus aeruginosus 48 Shikra Accipiter badius 49 Little Grebe Tachybaptus ruficollis 50 Little cormorant Phalacrocorax niger 51 Little egret Egretta garzetta 52 Intermediate egret Mesophoyx intermedia 53 Great egret Cameroides albus 54 Cattle egret Bulbulcus ibis 55 Indian pond Heron Ardeola grayii 56 Grey Heron Ardea cinerea 57 Purple Heron Ardea prupurea 58 Black headed Ibis Threskiornis melanocephalus 59 Eurasian spoonbill Platalea leucordia 60 Painted stork Mycteria luecocephala 61 Black Ibis Psuedilis papillosa 62 Wooly necked stork Ciconia episcopus 63 Bay - backed Shrike Lanis vittatus 64 Long-tailed Shrike Lanius meridionalis 65 Southern-Grey Shrike Lanius meridionalis 66 House crow Corvus splendens 67 Large billed crow Corvus macrorhyncos 68 Eurasian golden oriole Oriolus oriolus 69 Black drongo Dicrurus macrocereus 70 Common Iora Aegithinia tiphia 71 Asian brown flycatcher Musicapa daurica 72 Oriental magpie robin Copsychus saularis 73 Indian robin Saxicoloides fulicata 74 Pied bush chat Saxicola caprata 75 brahminy starling Sturmus pagodarum 76 Rosy starling Sturmus roseus 77 Common myna Acridotheres tristis


XVII

S.No. Common Name Scientific name 78 Great tit Parus major 79 Red-rumped swallow Hirundo daurica 80 Red-vented bulbul Pycnontus cafer 81 Plain prinia Prinia inornata 82 Ashy prinia Prinia socialis 83 Zitting cisticola Cisticola juncidis 84 Common tailor bird Orthotomus sutorius 85 Yellow eyed babbler Chrysoma sinense 86 common babbler Turdoides caudatus 87 Yellow billed babbler Tendoides affinis 88 Ahsy crowned sparrow - lark Eremopterix grisea 89 Rufous tailed lark Ammomanes phoenicurus 90 Malabar lark Galerida malabarica 91 Purple rumped sunbird Nectarinia zeylonica 92 Purple sunbird Nectarinia asiatica 93 House sparrow Passer domesticus 94 White wagtail Motacilla alba 95 White browed wagtail Motacilla madaraspatenensis 96 Paddyfield pipit Anthus rufulus 97 Baya weaver Palceus phillippimus 98 White rumped munia Lonchura striata 99 Indian silverbill lonchura malabarica


XVIII

APPENDIX 3.6: List of Flora

Plant Name Family Habit Acacia auriculiformis Mimosaceae Tree Acacia concinna Mimosaceae Climber Achyranthes aspera Amaranthaceae Herb Adhatoda vasica Acanthaceae Shrub Adina cordifolia Rubiaceae Tree Albizzia spp. Mimosaceae Tree Allophylus cobbe Sapindaceae Shrub Alstonia scholaris Apocynaceae Tree Alternanthera tenella Amaranthaceae Herb Anisomeles ovata Lamiaceae Herb Anogeissus latifolia Combretaceae Tree Anthocephalus cadamba Rubiaceae Tree Aporosa lindleyana Euphorbiaceae Tree Argemone mexicana Papaveraceae Herb Argyreia involucrate Convovulaceae Climber Aristolochia indica Aristolochiaceae Climber Artocarpus integrifolia Moraceae Tree Asparagus racemosus Liliaceae Climber Bambusa arundinacea Poaceae Tree Bauhinia spp. Caesalpiniaceae Tree Bignonia chelonoides Bignoniaceae Tree Blumea oxyodonta Asteraceae Herb Boerhavia diffusa Nyctaginaceae Herb Breynia spp. Euphorbiaceae Shrub Bridelia retusa Euphorbiaceae Tree Buchanania lanzan Anacardiaceae Tree Butea monosperma Papilionaceae Tree Caesalpinia mimosodes Caesalpiniaceae Shrub Callicarpa tomentosa Verbenaceae Shrub Calotropis procera Asclepiadaceae Shrub Canthium didymium Rubiaceae Tree Canthium parviflorum Rubiaceae Shrub Cardiospermum halicacabum Sapindaceae Herb Careya arborea Lecythidaceae Tree Carissa carandas Apocynaceae Shrub Casearia tomentosa Samidaceae Tree Cassia hirsuta Caesalpiniaceae Herb Cassia fistula Caesalpiniaceae Tree Catunaregam spinosa Rubiaceae Tree Ceiba pentandra Bombacaceae Tree Celastrus paniculata Celastraceae Climber Celosia argentea Amaranthaceae Herb Centella asiatica Apiaceae Herb Clerodendrum inerme Verbenaceae Shrub Clerodendrum viscosum Verbenaceae Shrub Cocculus villosus Menispermaceae Climber Cordia myxa Boraginaceae Tree Crotalaria pallida Papilionaceae Herb Cryptolepis buchanani Periplocaceae Climber


XIX

Plant Name Family Habit Curculigo orchioides Hypoxidaceae Herb Cyclea peltata Menispermaceae Climber Cynodon dactylon Poaceae Herb Cyperus spp. Cyperaceae Herb Daedalacanthus roseus Acanthaceae Herb Dalbergia latifolia Papilionaceae Tree Desmodium spp Papilionaceae Herb Dillenia pentagyna Dilleniaceae Tree Dioscorea spp. Dioscoreaceae Climber Diospyros montana Ebenaceae Tree Eclipta prostrata Asteraceae Herb Elephantopus scaber Asteraceae Herb Embelia tsjeriam-cottam Myrsinaceae Shrub Emilia sonchifolia Asteraceae Herb Ervatamia heyneana Apocynaceae Tree Eupatorium triplinerve Asteraceae Herb Euphorbia hirta Euphorbiaceae Herb Ficus amplissima Moraceae Tree Ficus benghalensis Moraceae Tree Ficus exasperata Moraceae Tree Ficus hispida Moraceae Shrub Ficus racemosa Moraceae Tree Ficus tsjahela Moraceae Tree Flacourtia montana Flacourtiaceae Tree Flacourtia ramontchi Flacourtiaceae Shrub Garcinia indica Clusiaaceae Tree Glochidion spp. Euphorbiaceae Shrub Glycosmis pentaphylla Rutaceae Shrub Gmelina arborea Verbenaceae Tree Gnetum ulla Gnetaceae Climber Grewia microcos Tiliaceae Shrub Grewia tiliaefolia Tiliaceae Tree Gymnema sylvestre Asclepiadaceae Climber Gymnosporia montana Celastraceae Shrub Helicteres isora Sterculiaceae Shrub Hemidesmus indicus Periplocaceae Climber Holarrhena antidysenterica Apocynaceae Tree Holoptelea integrifolia Ulmaceae Tree Hygrophila schulli Acanthaceae Herb Hyptis suaveolens Lamiaceae Herb Ichnocarpus frutescens Apocynaceae Climber Ipomoea campanulata Convolvulaceae Climber Ipomoea quamoclit Convolvulaceae Climber Ixora parviflora Rubiaceae Shrub Jasminum malabaricum Oliaceae Climber Jatropha curcas Euphorbiaceae Shrub Justicia betonica Acanthaceae Herb Kydia calycina Malvaceae Tree Lagerstroemia lanceolata Lythraceae Tree Lantana camara Verbenaceae Shrub Lasiosiphon eriocephalus Thymeleaceae Shrub Leea robusta Vitaceae Shrub


XX

Plant Name Family Habit Leucas aspera Lamiaceae Herb Ludwigia parviflora Onagaraceae Herb Macaranga peltata Euphorbiaceae Tree Mallotus philippensis Euphorbiaceae Tree Mangifera indica Anacardiaceae Tree Melastoma malabathricum Melastomaceae Shrub Mimosa pudica Mimosaceae Herb Mitragyna parvifolia Rubiaceae Tree Naravelia zeylanica Ranunculaceae Climber Ocimum gratissimum Lamiaceae Under shrub Odina woodier Anacardiaceae Tree Olea dioica Oliaceae Tree Oroxylum indicum Bignoniaceae Tree Oxalis corniculata Oxalidaceae Herb Passiflora foetida Passifloraceae Climber Pavetta indica Rubiaceae Shrub Pergularia pallida Asclepiadaceae Climber Peristrophe bicalyculata Acanthaceae Herb Phoenix sylvestris Aracaceae Tree Phyllanthus amarus Euphorbiaceae Herb Phyllanthus emblica Euphorbiaceae Tree Phyllanthus reticulatus Euphorbiaceae Shrub Physalis minima Solanaceae Herb Polygonum spp Poligonaceae Herb Pongamia pinnata Papilionaceae Tree Pseudarthria viscida Papilionaceae Herb Psidium guyava Myrtaceae Shrub Pterocarpus marsupium Papilionaceae Tree Rungia spp Acanthaceae Herb Saccopetalum tomentosum Annonaceae Tree Scoparia dulcis Scrophulariaceae Herb Securinega leucopyrus Euphorbiaceae Shrub Semecarpus anacardium Anacardiaceae Tree Sida acuta Malvaceae Herb Sida rhombifolia Malvaceae Herb Smilax macrophylla Liliaceae Climber Solanum angvi Solanaceae Herb Solanum melongena var. insanum Solanaceae Herb Solanum nigrum Solanaceae Herb Solanum torvum Solanaceae Shrub Sphaeranthus indicus Asteraceae Herb Spilanthus spp. Asteraceae Herb Spondias spp Anacardiaceae Tree Stachytarpheta indica Verbenaceae Herb Streblus asper Moraceae Tree Synedrella nodiflora Asteraceae Herb Syzygium caryophyllatum Myrtaceae Tree Syzygium cumini Myrtaceae Tree Tamilnadia uliginosa Rubiaceae Shrub Tectona grandis Verbenaceae Tree Terminalia bellerica Combretaceae Tree Terminalia chebula Combretaceae Tree


XXI

Plant Name Family Habit Terminalia paniculata Combretaceae Tree Terminalia tomentosa Combretaceae Tree Thunbergia fragrans Acanthaceae Climber Trema orientalis Urticaceae Tree Tridax procumbens Asteraceae Herb Triumfetta rhomboidea Sterculiaceae Herb Urena sinuata Malvaceae Herb Vangueria spinosa Rubiaceae Tree Ventilago spp. Rhamnaceae Climber Vernonia cinerea Asteraceae Herb Vitex trifolia Verbenaceae Shrub Wendlandia thyrsoidea Rubiaceae Shrub Wrightia tinctoria Apocynaceae Shrub Xanthium strumarium Asteraceae Herb Xylia xylocarpa Mimosaceae Tree Zizyphus oenoplia Rhamnaceae Shrub Zizyphus rugosa Rhamnaceae Shrub


XXII

APPENDIX 4.1: Green House Gases Emission Calculations

Reduction in GHGs Emission 1. In case, if no doubling of section takes place it will raise the pressure on

the existing section which is already running more than capacity. Then road transportation will be used for movements of freights instead of rail. The incremental CO2 emission from trucks in case of movement via road traffic is calculated. A comparison has been done of CO2 emission as presented in a) GHGs Emissions if traffic moved via Trucks and b) GHGs Emissions if traffic moved via freight trains

a) GHGs Emissions if traffic moved via Trucks

2. The CO2 emission for “ Hospet to Tanaighat” section was indicatively calculated based on the traffic volume transmitted through Trucks via Highways i.e. National Highways, State Highways with the following conditions:

A total traffic of 42 Million Tonne Per Annum has been assessed to move on this line from the year 2010-11 (1st year of operation) as per information available thorough Railway Board, Delhi.

The shortest distance between Hospet to Tinaighat considered as 242 kms will move via NH- 63 (from Hospet- Navalur), NH 4( Navalur to Alnavar ), SH 34 and NH 4A (Londa to Tinaighat).

Each truck can move with the total load of 25 tonne.

Estimated fuel efficiency for all trucks is 3.10 km/l.

b) GHGs Emissions if traffic moved via freight trains 3. The CO2 emission for the “Hospet to Tanaighat” section was indicatively

calculated based on the traffic volume transmitted through freight trains with the following conditions:

A total traffic of 42 million Tonne Per Annum has been assessed to move on this line from the year 2010-11( 1st year of operation) as per information available thorough Railway Board, Delhi.

Distance travelled between Hospet to Tinaighat via train is 245 kms.

4. After comparison of both a and b conditions; as conclusive evidence it can be seen that there will be total saving of 1,011.91 tonnes of CO2

in a day after doubling of the tracks. Benefits are generated not only for cargo, but also for passengers. Furthermore, positives benefits extend beyond freight to common man commuter.


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a) GHGs Emissions if traffic moved via Trucks

S.N

Total Load (tonnes)

trailing load per trucks (tonnes)

Number of trucks per year

Numbers of trucks per day

fuel efficiency (km/l)

fuel consumption (litres)

Conversion Ratio (GJ Calorie) Diesel (GJ)

Conversion Ratio (kg/GJ)

CO2 Mass (kg)

CO2 mass (tonnes per annum)

CO2 mass (tonnes per day)

i 42,000,00

0 25 168000

0 4602.73972

6 3.1

131,148,387.10 0.0387

5,075,442.58 74.1

376,090,295.23

376,090.30

1,030.38

Diesel energy conversion:0.3870 GJ/litre, CO2 Emissions: 74.1 kgCO2/GJ(IPCC data) Fuel efficiency: Japan Ministry of National Transport

b) GHGs Emissions if traffic moved via freight trains

S.N

Total Load (tonnes)

Trailing load per train (tonnes)

number of trains per year

Number of trains per day

fuel efficiency of diesel locomotive (litre/km)

Fuel consumption (litres)

Conversion Ratio (GJ Calorie)

Diesel (GJ)

Conversion Ratio (kg/GJ)

CO2 Mass (kg)

CO2 generation per day

i 42,000,000 4524 9283.82 25.43512227 2.65 2,351.55 0.0387 91.00 74.1

6,743.47 18.48


XXIV

APPENDIX 4.2: Guidelines for Borrow Areas Management

1. SELECTION OF BORROW AREAS Borrow areas shall be finalized either form the list of locations identified during IEE, recommended by DPR consultants or new areas identified by contractor. The finalization of locations identified DPR consultant depends upon the formal agreement between landowners and contractor. Agreement is not reached between the contractor and landowners for the identified borrow areas sites. In such cases arrangement for locating the source of supply of material for embankment and sub-grade as well as compliance to environment requirements in respect of excavation and borrow areas as stipulated from time to time by the Ministry of Environment and Forests, Government of India, and local bodies, as applicable shall be the sole responsibility of the contractor.

The contractor in addition to the established practices, rules and regulation will also consider following criteria before finalizing the locations.

(1) The borrow area should not be located in agriculture field unless unavoidable i.e. barren land is not available.

(2) The borrow pits should not be located along the roads.

(3) The loss of productive and agriculture soil should be minimum.

(4) The loss of vegetation is almost nil or minimum.

(5) Sufficient quality of soil is available.

(6) The Contractor will ensure that suitable earth is available.

2. CONTRACTOR’S RESPONSIBILITY The Contractor shall obtain representative samples from each of the identified borrow areas and have these tested at the site laboratory following a testing programme approved by the Engineer. It shall be ensured that the sub-grade material when compacted to the density requirements shall yield the design CBR value of the sub-grade. Contractor shall begin operations keeping in mind following;

(1) Haulage of material to embankments or other areas of fill shall proceed only when sufficient spreading and compaction plants is operating at the place of deposition.

(2) No excavated acceptable material other than surplus to requirements of the Contract shall be removed from the site. Contractor should be permitted to remove acceptable material from the site to suit his operational procedure, then shall make consequent deficit of material arising there from.

(3) Where the excavation reveals a combination of acceptable and un-acceptable materials, the Contractor shall, unless otherwise agreed by the Engineer, carry out the excavation in such a manner that the acceptable materials are excavated separately for use in the permanent works without contamination by the un-acceptable materials. The acceptable material shall be stockpiled separately.


XXV

(4) The Contractor shall ensure that he does not adversely affect the stability of excavation or fills by the methods of stockpiling materials, use of plants are sitting of temporary buildings or structures.

3. BORROWING FROM DIFFERENT LAND-FORMS

A. Borrow Areas located in Agricultural Lands

(i) The preservation of topsoil will be carried out in stockpile. (ii) A 15 cm topsoil will be stripped off from the borrow pit and this will be

stored in stockpiles in a designated area for height not exceeding 2m and side slopes not steeper than 1:2 (Vertical: Horizontal).

(iii) Borrowing of earth will be carried out up to a depth of 1.5m from the existing ground level.

(iv) Borrowing of earth will not be done continuously through out the stretch. (v) Ridges of not less than 8m widths will be left at intervals not exceeding

300m. (vi) Small drains will be cut through the ridges, if necessary, to facilitate

drainage. (vii) The slope of the edges will be maintained not steeper than 1:4 (vertical:

Horizontal). (viii) The depth of borrow pits will not be more than 30 cm after stripping the 15

cm topsoil aside.

B. Borrow Areas located in Elevated Lands

(i) The preservation of topsoil will be carried out in stockpile. (ii) A 15 cm topsoil will be stripped off from the borrow pit and this will be

stored in stockpiles in a designated area for height not exceeding 2m and side slopes not steeper than 1:2 (Vertical: Horizontal).

(iii) At location where private owners desire their fields to be levelled, the borrowing shall be done to a depth of not more than 1.5m or up to the level of surrounding fields

C. Borrow Areas near River side

(i) The preservation of topsoil will be carried out in stockpile.

(ii) A 15 cm topsoil will be stripped off from the borrow pit and this will be stored in stockpiles in a designated area for height not exceeding 2m and side slopes not steeper than 1:2 (Vertical: Horizontal).

(iii) Borrow area near to any surface water body will be at least at a distance of 15m from the toe of the bank or high flood level, whichever is maximum.


XXVI

D. Borrow Areas near Settlements

(i) The preservation of topsoil will be carried out in stockpile.

(ii) A 15 cm topsoil will be stripped off from the borrow pit and this will be stored in stockpiles in a designated area for height not exceeding 2m and side slopes not steeper than 1:2 (Vertical: Horizontal).

(iii) Borrow pit location will be located at least 0.75 Km from villages and settlements. If un-avoidable, the pit will not be dug for more than 30 cm and drains will be cut to facilitate drainage.

(iv) Borrow pits located in such location will be re-developed immediately after borrowing is completed. If spoils are dumped, that will be covered with a layers of stockpiled topsoil in accordance with compliance requirements with respect MOEF/PPCB guidelines.

4. REHABILITATION OF BORROW AREAS The objective of the rehabilitation programme is to return the borrow pit sites to a safe and secure area, which the general public should be able to safely enter and enjoy. Securing borrow pits in a stable condition is fundamental requirement of the rehabilitation process. This could be achieved by filling the borrow pit floor to approximately the access road level. Re-development plan shall be prepared by the Contractor before the start of work inline with the owners will require and to the satisfaction of owner. The Borrow Areas shall be rehabilitated as per following;

• Borrow pits shall be backfilled with rejected construction wastes and will be given a vegetative cover. If this is not possible, then excavation sloped will be smoothed and depression will be filled in such a way that it looks more or less like the original round surface.

• Borrow areas might be used for aquaculture in case landowner wants such development. In that case, such borrow area will be photographed after their post use restoration and Environment Expert of Supervision Consultant will certify the post use redevelopment.

The Contractor will keep record of photographs of various stages i.e., before using materials from the location (pre-project), for the period borrowing activities (construction Phase) and after rehabilitation (post development), to ascertain the pre and post borrowing status of the area.


XXVII

APPENDIX 5.1: Environmental Management Plan

Environmental Issue/ Component

Remedial Measure Reference to laws and Contract

Documents

Approximate Location

Time Frame

Mitigation Cost Institutional Responsibility

Implementation Supervision

A. Design and Construction Stage 1. Alignment

Constricted Sections along

the proposed alignment

• Minimize interference to, human settlements,

•

Design requirement

Switch over of alignment, Details list is provided in Table 2.4

During the design stage

Project preparation cost

Design Consultant

RVNL, PMC

2. Climate

Localise Climatic Conditions

• Minimize tree cutting by geometric improvement.

• Compensatory Tree plantation ( 1:3) • Addition plantation on river banks,

station areas and wherever additional suitable land is available with Railway.

Kyoto protocol, Forest Conservation Act of India

Through out the project section

During design and Construction Stage

Compensatory tree Plantation Through forest department as per cost determined by Forest department. Additional tree plantation within ROW or spare Railway land, for which cost would be paid as per BOQ.

Design Consultant, RVNL and Forest Department., Contractor,.

RVNL, PMC

3. Natural Hazard


XXVIII



Documents


Time Frame


Implementation Supervision Water logging

• Provision of adequate cross drainage structures.

• Improved drainage to restrict the water logging due to poor drainage.

• Compaction of embankment near river areas.

Design requirement

Throughout the stretch especially near water crossings

Construction stage

Included in Construction cost

Contractor RVNL, PMC

Drought • No uncontrolled abstraction of groundwater.

• Augmentation of groundwater through rain water harvesting

Project requirement

Throughout the project area especially sections falling in Bellary, Gadag- Koppal district.

Construction stage Included in construction cost


4. Air Quality

Dust Generation due to construction activities, transport, storage and handling of construction materials, formation of rail bed and blasting.

• Transport of loose and fine materials through covered vehicles.

• Loading and unloading of construction materials in covered areas or make provision of water fogging around these areas to arrest the dust generation.

• Approach roads shall be paved and widened.

• Storage areas to be located downwind of the habitation area.

• Water spraying on earthworks, unpaved haulage roads, other dust prone areas and construction yard.

• Provision of PPEs to workers.

Environmental Protection Act, 1986; The Air (Prevention and Control of Pollution) Act, 1981 and amendments thereof

Throughout project corridor, Construction sites, Loading areas, storage areas, Transport route, and hill cutting in loose-soil areas

During the Construction stage

Included in construction cost


Emission from vehicle, equipments and machinery.

• Regular maintenance of machinery and equipment.

• Mixing plants and asphalt (hot mix) plants shall be located at least 1 Km downwind of the human settlements.

• Trees shall be planted around the

Environmental Protection Act, 1986; The Air (Prevention and Control of Pollution) Act, 1981 and

Asphalt mixing plants, DG sets locations





XXIX



Documents


Time Frame


Implementation Supervision construction sites as well and all efforts shall be made to minimize cutting of existing trees around such sites.

• Hot mix plant to be fitted with adequate stack height as prescribed by SPCB.

• Obtain prior consent (no objection certificate) from state pollution control board for installation and operation of above equipments.

• Diesel Generating sets shall be fitted with adequate height as per regulations (Height of stack = height of the building + 0.2 √ KVA and low sulphur diesel to be used in DG sets as well as machineries.

• Ambient air quality monitoring. • Monitoring of air quality as per EMoP.

amendments thereof

Included in monitoring cost

5. Noise and Vibration

Noise from construction vehicle, equipment and machinery.

• All equipment to be timely serviced and properly maintained to minimize its operational noise.

• Construction equipment and machinery to be fitted with silencers and maintained properly.

• Provision of temporary noise barrier at sensitive locations during construction phase.

• Construction timings to be regulated near habitated and sensitive locations.

• Protection devices (ear plugs or ear muffs) will be provided to the workers operating in the vicinity of high noise generating machines.

• Speed control shall be enforced in forest areas.

Legal requirement Noise Pollution (Regulation and Control) Rules, 2000 and amendments thereof

Throughout project section especially at construction sites, major bridge locations and probable blasting locations.


Included in Construction Cost. Monitoring Cost

Contractor

RVNL, PMC


XXX



Documents


Time Frame


Implementation Supervision • Noise monitoring as per EMoP as indicated In

EMoP. Noise and

vibration due to blasting and loose soil

• Blasting if required shall be restricted to daytime hours.

• Blasting schedules shall be publicly posted in areas where residents may be affected by the noise.

Legal requirement Noise Pollution (Regulation and Control) Rules, 2000 and amendments thereof

Cutting sections viz. Kambarganvi - Kasanhatti sections where blasting may be required.


Included in engineering cost


6. Land and Soil

Land use Change and Loss of productive/top soil

• Alignment has been carefully finalized accommodating it in the available ROW. The top soil from the productive land shall be preserved and reuse for plantation purposes. It shall also be used for embankment slop for growing vegetation to protect soil erosion or spread over in the proposed plantation areas or spread over borrow areas for its rehabilitation

• .

Design requirement

Through out the project section

During construction Stage



Slope protection and Soil erosion due to construction activities, earthwork, and cut & fill etc.

• Construction schedule for bridges preferably during non-monsoon season.

• Scouring protection structures shall be built at river bank slopes. If banks are damaged, the same shall be repaired immediately after completion of construction activity.

• Adequate provision of cross drainage structure to maintain the natural drainage pattern.

• Provision of side drain to guide the

Design requirement

Throughout the stretch especially at all major river bridges and hill cutting areas.

construction stage Project Preparation costs and construction cost

Design consultant and Contractor,

RVNL, PMC


XXXI



Documents


Time Frame


Implementation Supervision water to natural outfalls.

• Provision of stone pitching wherever necessary.

• Ballast/earth available from cutting shall be used for filling, as construction of access road, stations and embankments.

• Soil shall be is spread on slopes for permanent disposal, it shall be buttressed at the toe by retaining walls.

• Turfing of embankment slopes shall be done along the stretch. Provision shall be made for slope protection frames, dry stone pitching, and masonry retaining walls as may be required.

• All steep cuts both in hard rock areas and unconsolidated soil shall be flattened and benched. Retaining wall on both sides shall be provided. Shrubs shall be planted immediately in loose soil area.

• Periodic visual checking of soil erosion on slopes and high embankment areas along rail and implementation of suitable soil erosion prevention measures like bio turfing

Soil erosion at earth stockpiles

• The earth stockpiles to be provided with gentle slopes to prevent soil erosion.

• Regular monitoring of side-drains and cross drainage structures to check blockade.

• Periodic checking shall be carried out

Design requirement

At earth stockpiles

construction stage Included in construction cost



XXXII



Documents


Time Frame


Implementation Supervision to assess the effectiveness of stabilization measures viz. turfing, stone pitching etc. taken during construction phase.

Borrow areas and quarries ( erosion, loss of productive land, land degradation, air pollution)

• Borrow areas should be excavated as per the intended end use by the owner.

• Borrow areas should not be located on cultivable lands except in the situations where land owners desires to lower the level of the land. The top soil shall be preserved and depth shall be restricted to the desired level.

• No private/fertile land acquisition shall be done for borrow areas. Borrow pits shall not be selected nearby the settlement.

• Priority shall be given to the borrowing from humps/upland/mounds and lowering of agricultural fields above the general ground level. However, lowering of the agricultural fields shall be with the consent of farmer.

• The depths in borrow pits to be regulated so that the sides shall not be steeper than 25%,

• Borrow pits shall be centrally located to serve more than one site. The haulage distance from site should not be too far.

• Borrow area shall be rehabilitated. The rehabilitation option may include converting it into fish pond or any other use to be decided in consultation with land owner or community.

• Topsoil to be stockpiled and protected for use at the rehabilitation stage.

IRC Guidelines (IRC 10:1961) on borrow areas and for quarries (Environmental Protection Act and Rules, 1986; Water Act, Air Act)

All Identified Borrow sites and quarries location.

During construction Included in Construction cost



XXXIII



Documents


Time Frame


Implementation Supervision • Quarry material (ballast) will be sourced

only from licensed quarries and having valid consent from pollution control board.

Compaction of

soil due to movement of vehicles and equipments

• The movement of construction vehicles, machinery and equipment shall be restricted to the designated haulage route.


• The productive land shall be reclaimed after construction activity

Design requirement

Parking areas, Haulage roads and construction yards.

Just before commencement of construction

Included in Construction cost


Contamination of soil due to leakage/spillage of oil,

• Fuel and lubricants shall be stored at the predefined storage location. The storage area shall be paved with gentle slope to a corner and connected with a chamber to collect any spills of the oils.

• All efforts shall be made to minimize the waste generation. Unavoidable waste shall be stored at the designated place prior to disposal. To avoid soil contamination at the wash-down and re-fuelling areas, “oil interceptors” shall be provided. Oil and grease spill and oil soaked materials are to be collected and stored in labeled containers (Labeled: WASTE OIL; and hazardous sign be displayed) and sold off to SPCB/ MoEF authorized re-refiners.

• To prevent soil compaction in the adjoining productive lands beyond the RoW, the movement of construction

Design requirement

Fuelling station, construction sites, and construction camps and disposal location.

Just before commencement of construction


Contractor; RVNL, PMC


XXXIV



Documents


Time Frame


Implementation Supervision vehicles, machinery and equipment shall be restricted to the designated haulage route.


• The productive land shall be reclaimed after construction activity.

• Domestic solid waste at construction camp shall be segregated into biodegradable and non biodegradable waste. The non biodegradable and recyclable waste shall be sold off. Bio degradable waste shall be compacted in mechanised and movable composter. Non biodegradable and non saleable waste shall be disposed off to authorised land fill site. If land fill site not available then burial of the waste in a secured manner.

• Unusable debris shall be either reused or sent for land filling.

7. Water Resources

Depletion of Groundwater resources due to unregulated abstraction for construction purpose

• Contractor will arrange and ensure maximize use of surface water. The ground water extraction shall be made with due permission. No abstraction from already depleted aquifers. Augmentation through incorporating water harvesting structures at all the stations if technically feasible.

• Water intensive activities preferably not to be undertaken during summer period

Design requirement Groundwater authority and irrigation department

Throughout the Project section

During Construction stage

Included in construction costs

Contractor, RVNL, PMC


XXXV



Documents


Time Frame


Implementation Supervision • Prior permission for extraction

Alteration in surface water hydrology due to embankment

• Existing drainage system to be maintained and further enhanced.

• Provision of adequate size and number of cross drainage structures.

• Sections of the corridor to be raised suitably along with the cross drainage structures and adequate side drains to be built.

Design requirement

Near all drainage channels, river crossings etc.




Siltation in water bodies due to construction activities/

earthwork

• Bridge construction preferably to be limited to the dry season to the extent feasible or during low water flow period

• Embankment slopes to be modified suitably to restrict the soil debris entering water bodies.

• Undertake adequate measures to prevent siltation of water bodies due to construction activities/storage of construction materials

• . • Construction waste /debris should be

collected and stockpiled for possible. • Earthworks and stone works to be

prevented from impeding natural flow of rivers, streams and water canals or existing drainage system.

Design requirement and worldwide best practices

Near all river water bodies where embankment slopes


Included in Engineering Cost


Deterioration in Surface water quality due to leakage from vehicles and equipments.

• Vehicles and equipment to be properly maintained and refueled at dedicated locations and not near surface water bodies.

• Oil and grease traps to be provided at re-fuelling locations.

• Construction camp to be sited away from water bodies.

The Water (Prevention & Control of Pollution) Act, 1974 and amendments thereof.

Water bodies, refueling stations, construction camps,

During Construction Stage

Included in Construction cost Monitoring cost as indicated in EMoP



XXXVI



Documents


Time Frame


Implementation Supervision • Wastes must be collected, stored and

taken to approve disposal site only. • Water quality shall be monitored

periodically. 8. Flora and Fauna

Disturbance to Vegetation

• Efforts will be taken to minimise tree cutting. Special attention shall be taken to minimise cutting of medicinal and other important plants

• Rail side trees to be removed with prior approval of DFO.

• Compensatory afforestation in 1:3 trees will be done for each no. of trees likely to be cut.

• Additional plantation will be carried out in station areas, riverbanks.

• Provision of LPG in construction camp. • All measures shall be taken while

transporting the construction material in the forest areas.

Forest Conservation Act, 1980

Throughout project corridor especially in forest areas

During the design and Construction stage

Included in Construction Cost. Tree plantation costs indicated above

RVNL through contractor or DFO

RVNL, PMC

Endangered/ vulnerable floral species

• Existing ground setting to be maintained in the reserved forest areas.

Forest Conservation Act 1980 & Wild Life Protection Act 1972

Between through out the section of Alnavar to Londa


Included in total construction cost.

Contractor, RVNL and forest department

RVNL, PMC

Habitat fragmentation and destruction

• Existing fragmentation to be maintained upto optimum level to maintain the forest integrity in the reserved forest areas.

• Tree cutting should be minimal and canopy breakage or gap should be lowered by not destroying branch of trees present.

Forest Conservation Act 1980 and Wild Life Act 1972

In All forest areas.


included in construction Cost

Contractor, RVNL andForest department.

RVNL, PMC


XXXVII



Documents


Time Frame


Implementation Supervision Endangered

Faunal Species • The existing underpasses/cross drainage structures of the rail track shall be maintained. It may further be improved/widened to give the animal a safe passage if technically feasible.

Forest Conservation Act 1980 & Wild Life Act 1972

Mainly in Nagergalli forest areas


Included in construction cost.


Avi- fauna • Water logging all along the railway

track on both sides shall be checked to avoid attraction of any avi-fauna close to the track.

• Siltation and loss of water bodies shall be avoided.

Forest Conservation Act 1980 & Wild Life Protection Act 1972

Near Tungabhadra Dam Reservoir Around Deeper part of forests near the section Alnavar- Londa- Tanai Ghat




Impact on fishing activity(production, spawning and breeding grounds)

• Siltation and water contamination shall be preventing to reduce turbidity.

• Underground noise level to be generated due to pile driving must be in range to sustain fish life.

• Restricting construction activity during the breeding period in the months of April-August.

• Plantation in the riparian area of the rivers, to reduce erosion.

State Govt. Fisheries Department guidelines and Best practices

In Hubli- Hospet Section, Hirehalla and other nullas which are tributary of Malaprabha, Tungabhadra In Alnavar- Londa- tannai ghat section it is limited to Pandari river , Turva river




Migratory Routes of fish fauna

• Care should be taken to avoid the permanent blockade of the river water flow.

• Turbidity must be lowered by adopting best construction practices

State Govt. Fisheries Department guidelines and Best practices

Hirehalla and other nullas in Hospet – Hubli section Pandari river, Turva river in Alnavar – Londa- Tanai ghat



Contractor


XXXVIII



Documents


Time Frame


Implementation Supervision section

9. Construction Camps

Impact associated with location

(5) All camps should maintain minimum distance of 500 m from habitation, water bodies and1000m from forest areas.

Design Requirement

All construction camps


Included in Construction Cost

Contractor in consultation with PMC

RVNL, PMC

worker’s Health in construction camp

• Adequate sanitation facilities to be provided at construction camps by means of septic tanks soak pits, etc.

• Proper drainage to be maintained around the sites to avoid water logging leading to disease.

• Preventive medical care to be provided to workers.

• Disposal of solid waste on regular basis at identified locations.

• Provision of day crèche for children

The Building and Other Construction workers (Regulation of Employment and Conditions of Service) Act 1996 and Cess Act of 1996 and The Water (Prevention & Control of Pollution) Act, 1974 and amendments thereof

All construction camps

During construction stage

Included in Construction/ construction Cost


10. Accident and Safety Risks


XXXIX



Documents


Time Frame


Implementation Supervision Pedestrians,

animal and Vehicular movement,

• Pedestrian passageways shall be provided near settlement on both sides.

• Underpasses in forest areas at suitable locations.

• All road crossings where traffic intensity is high to be grade-separated.

• Separation of two-way traffic by solid white centre lines or physical medians,

• Safe traffic circulation during construction.

• Temporary access and diversion will be wherever necessary, with proper drainage facilities.

Design requirement

Near habitation on both sides , level crossings, construction sites, haulage roads, diversion sites

During construction stage

Included in Construction cost.

Contractor in consultation with PMC

RVNL, PMC

Accident risk from construction activities

• Contractors to adopt and maintain safe working practices.

• Usage of fluorescent signage, in local language at the construction sites

• Training shall be provided to workers, especially machinery operators, on safety procedures and precautions.

• The contractors to appoint a safety officer mandatory.

• At every work place, a readily available first aid unit including an adequate supply of dressing materials, a mode of transport (ambulance), nursing staff, and doctor to be provided.

Central Motor and Vehicle Act 1988 EP Act 1986 Noise Rules 2002

Construction sites

Construction period Included in construction cost

Obligation of Contractor

RVNL, PMC

11. Shifting of Common Property Resources and other Utilities Shifting of

community properties

• Geometric adjustment while finalizing the alignment to minimize the loss to any such facilities.

• Relocation of all water sources viz. wells, hand pumps at suitable locations.

Project requirement

Throughout the corridor

Before Construction

Cost of Loss of structures as per R&R Cost.

through agency nominated by RVNL

RVNL, PMC


XL



Documents


Time Frame


Implementation Supervision Shifting of other

utilities • All telephone and electrical poles/wires

and underground cables should be shifted with all care to avoid any such hazard

Project requirement


Before Construction


Contractor or any other agency nominated by RVNL

B. Operation Stage 1. Climate

Global Warming Effect

• Monitoring for survival of compensatory plantation

• Existing locomotives shall be maintained for increased fuel efficiency and new locomotives should be more fuel efficient.

Kyoto Protocol Throughout the corridor

During Operation Part of railway operation and maintenance costs

South –western Railways (Hubli Division)

2. Air quality Emission from

locomotives • Use of ultra-low sulfur diesel and

energy efficient locomotives. • Optimizing the running time with

efficient operation modules. • Electrification of the route.

The Air (Prevention and Control of Pollution) Act, 1981 and amendments thereof.

Through out the project route.

During whole operation period

Part of railway operation and maintenance costs


Fugitive emission due to loading/ unloading and transport of iron ore/coal

• Specific guidelines shall be formulated for material handling practices (particularly for loading and unloading) of the materials. Instruction defining precautions like:

o Avoid practices of throwing of the bags while unloading from racks and loading to trucks.

o The spill over material shall be collected immediately after unloading and efforts shall be made for its recycle / reuse.

o Use of enclosed cars or covering of open cars used to carry minerals and grains to reduce fugitive dust emissions.

• The unloading area shall be paved. Feasibility of mechanical sweeper and

Tinaighat, sponge iron industry at Londa


XLI



Documents


Time Frame


Implementation Supervision loading and unloading option may also be explored. Thick plantation shall be carried out around unloading areas to prevent spread of fugitive dusts.

• The workers shall be provided with face masks and other Personal protective equipments (PPEs)

Air pollution due to traffic congestion near level crossings

• Traffic regulation to prevent traffic blockade.

At congested level crossings

3. Noise and Vibration

Noise due to movement of trains

• Multi layered plantation at sensitive locations like hospitals, schools

• Speed limitation and restriction on horn in forest areas and noise sensitive locations.

• Restriction on construction activities within 100m from railway boundary.

Noise Pollution (Regulation and Control) Rules, 2000 and amendments thereof

Noise sensitive and forest areas

During operation period



Vibration • Provision of sand pockets near vibration prone areas and speed limitation near bridge approaches.

Project requirement

Vibration Prone areas

Included in Operation/ Maintenance cost

4. Land and Soil Soil erosion at

embankment during heavy rain fall.

• Periodic checking to be carried to assess the effectiveness of the stabilization measures viz. turfing, stone pitching etc.

Project requirement

At probable landslide locations and other soil erosion prone areas.

Through out operation period

Included in Operation/ Maintenance cost


Soil erosion at borrow areas

• Monitoring of borrow areas rehabilitation plan


Soil Contamination due to

• Controlled disposal of coal and iron ore near Tinai ghat.

• Periodic monitoring as per EMoP. • The loading/unloading and storage

-do- Tinaighat Station During Operation for first1 yrs.

Part of railway operation and maintenance costs and



XLII



Documents


Time Frame


Implementation Supervision Handling/storage and transportation of iron ores

area for iron ores shall be on paved surface to avoid soil contamination.

• Fine particles of iron ores may be collected and recycled.

monitoring cost as indicated in EMOP

5. Water Resources Scarce condition

due to abstraction in residential colonies

• Maintenance of water harvesting structures.

• Wherever, installation of harvesting structures is not technically feasible, rainwater may be collected in sumps which can be used for various usages other than drinking and domestic purpose.

• Awareness about judicious use of water should be made amongst the passengers, staffs and other users

Proposed residential colonies




Contamination of surface water quality due to leakage of used oil

• Collection tray to be installed under the canal bridge to prevent canal/water bodies water contamination.

• Monitoring of surface water bodies

Near surface Water bodies

Siltation • Periodic monitoring of Siltation.

• Trees plantation on the river banks shall be maintained.

Water logging due to blockage of streams

• Regular checks shall be done along the alignment to ensure that flow of water is maintained through cross drains and other channels/streams.


6. Flora and Fauna Vegetation • Planted trees, shrubs, and grasses to

be properly maintained. • Compensatory plantation shall be

done in true spirit by railway and all

Forest Conservation Act 1980

Throughout project section

During 1 operation period

Indicated in Monitoring cost in EMoP



XLIII



Documents


Time Frame


Implementation Supervision arrangement shall be made to ensure survivality of these tree plantations

• The tree survival audit to be conducted at least once in a year to assess the effectiveness

7. Accident Risk and Safety Emergency conditions viz. flood, operational failures etc.

(iv) Emergency equipment to be stockpiled in stations personnel to be trained to serve on rescue teams in case of flood, fire, accidents etc.

(v) Right-of-way shall be fenced near habitation and other sensitive locations.

(vi) Use of latest railway operational mechanism to avoid derailment, collisions and other accident risks.

Project requirement

Throughout the Project route

During whole operation stage



8. Impact due to Proposed Residential Buildings Land /water

contamination by uncontrolled discharge of sewage

• Provision of septic tanks for treatment of sewage.

The Water (Prevention & Control of Pollution) Act, 1974 and amendments thereof ) and project requirement

Hospet, Hubli, Gadag, Koppal, Londa and Tinaighat station

During Operation stage



Water logging due to inadequate storm water drainage

• Adequate drainage facilities

Solid waste disposal

• Disposal of solid waste after segregation into biodegradable and non-biodegradable material.

• Provision of small bio-composers. 9. Right-of-Way Maintenance

Accident Risk due • The track area shall be kept Project Throughout the During whole Included in South –western Railways (Hubli


XLIV



Documents


Time Frame


Implementation Supervision to uncontrolled growth of vegetation

completely clear of vegetation. • Smaller plants shall be planted near

the line and larger trees further. • Invasive plant not be planted near the

track. • Controlled use of herbicide

application to control fast-growing vegetation within RoW.

requirement Project route operation period. operation/ Maintenance cost

Division)

10. Fuel Management Land and water

pollution and fire/explosion risks due to poor fuel management

• Storage tanks and components shall meet international standard for structural design to avoid catastrophic failures to prevent fires/explosion.

• Storage tanks shall have appropriate secondary containment

Project requirement

Fuelling Stations and Storage Tanks

Whole Operation period

Included in operation/ Maintenance cost.


11Waste Management due to Rail Operation

Land and water pollution due to maintenance activity

• Floor drains if any shall be connected to wastewater collection and treatment system.

• Wastewater from service bays shall be separated.

• Aqueous detergent and water based paints shall be used.

• Track mats shall be use to retain wayside grease and other contaminants.

Project requirement

Throughout the stretch mainly train washing area/yards

Whole operation period



C. Occupational Health And Safety

Train worker Accidents

• Training to workers in personal track safety procedures

• Blocking train traffic during maintenance of tracks or use of automatic warning system.

Compliance to Occupational Health and safety management Systems & Best Practices

Throughout the rail corridor

During operation stage



Noise and Vibration impact

• Use of PPEs by crew members. Engines to be fitted with active vibration

Inside Trains


XLV



Documents


Time Frame


Implementation Supervision to train crew members

control systems for locomotives suspensions cabs or seat posts.

Exposure to diesel exhaust to rail operating and maintenance staffs

• Provision of adequate ventilation in locomotive shops and other enclosed areas where diesel exhaust may get accumulated.

• Filtration of air in the train crew cabin. • Use of PPE where engineering

solutions are not feasible.

Train Crew Cabin, Locomotive shops

Fatigue to crew members

• Railway operators shall schedule rest periods at regular intervals and during night hours.

Trains

Maintenance of Rolling -Stocks

• use of PPEs by workers during maintenance activities

• Regular checkup of working platform in workshop to avoid any slippage due to grease & oil.

• Proper collection, storage and disposal of hazardous waste, if any

• Regular assessment of risk s presented by wheel sets

At workshops/yards and maintenance locations




Transport of Dangerous Goods

• Proper screening, acceptance and transport of dangerous goods conforming to the international standard applicable for packaging, marking and labeling of containers

• Preparation of spill prevention control and emergency preparedness and responsive plans based on an analysis of hazards, implementation of preservation and control measures.

Throughout the project stretch


Part of railway operation and maintenance costs.


EMP costs are largely part of BOQ except in cases where it is specified


XLVI

APPENDIX 5.2 : Procedure for Obtaining Forest Clearance

XLVII

APPENDIX 5.3: Environmental Monitoring Plan

Environmental

Component Project Stage Parameters Location Frequency Standards Approximate

cost (Rs) Implementation Supervision

Air Quality Construction stage

SPM, RPM, NOx, CO Hot mix plant, concrete mixing plant/stone crushers at construction sites (4)

24 hourly sampling once in four months r for construction period

National Ambient Air quality standard

275,000 Contractor through Independent Environmental Laboratories approved by SPCB/ MoEF

RVNL, PMC

Operation stage

SPM, RPM, NOx, CO, SO2 Only at Tinai Ghat Station, Londa station (near Sponge iron factory)

(Air monitoring is already being carried out on

regular basis by the industries along the Project section)

24 hourly sampling , twice a week, for one week, once in winter and Summer for first year of operation

National Ambient Air quality standard

1,00,000 Contractor through Independent Environmental Laboratories approved by SPCB/ MoEF

South- western Railways (Hubli Division), RVNL, PMC

Water Quality Construction stage

As Water quality standards (IS: 10500)

Drinking water to made available to Construction Camps

Thrice every year of construction period

As per IS code 10500


RVNL, PMC

Operation stage

As Water quality standards (IS: 10500)

Ground water at 2 locations where sampling has been conducted during IEE and At proposed residential colonies (Hospet, Hubli, Gadag,

Koppal, Londa and Tinaighat) Note: railways PHC department do the regular

drinking water quality test at all stations

Thrice every year for first year of operation

As per IS code 10500



Siltation in water bodies

Construction Stage

Construction stage All major water Bodies Once during rainy seasons of the construction period.

As per CWC/WRD guidelines

Part of routine action

of engineering

team

Support from CWC/State WRD

RVNL, PMC

XLVIII

Environmental Component

Project Stage Parameters Location Frequency Standards Approximate cost (Rs)


Operation stage

Operation stage All major water bodies Once during operation of 1st year

As per CWC/WRD guidelines

Part of routine action

of engineering

team

Support from CWC/State Govt. irrigation Department

South- western Railways (Hubli Division)

Noise levels Construction stage

As per National Ambient Noise Standard as per Environmental Protection Act, 1986 amended 2002

Construction sites and habitated locations and sensitive areas

Note: Noise level at various locations are already being monitored by SPCB and industries located along the stretch.

Day and Night levels once in four months for construction period

National Ambient air quality standard with respect to Noise

45,000 Contractor through Independent monitoring agency

RVNL, PMC

Operation stage

As per National Ambient Noise Standard as per Environmental Protection Act, 1986 amended 2002

Hubli city area, all railway colonies settlement areas near Dharwar, Unkal, Londa, Gadag, Bhanapur, and Koppal.

During the air quality monitoring period

National Ambient air quality standard with respect to Noise

50,000 Contractor through approved monitoring agency


Soil Erosion Construction Stage

Visual check for Soil erosion and siltation

River banks, cutting sections especially in unconsolidated soil.

After first precipitation

Visual Checks Part of routine action

of engineering

team


Operation Stage

Visual check for Soil erosion and siltation

River banks, cutting sections especially in unconsolidated soil.

Once during operation of 1st year

Visual Checks Part of routine action

of engineering

team

Engineering Team Railways (Hubli Division)


Soil Quality Operation stage

Heavy Metals

Tanai ghat, Londa station First year of operation (one sample each year)

--------------

15,000 Contractor through Approved monitoring agency

RVNL/South- western Railways (Hubli Division)

Terrestrial fauna Construction stage

Surveillance Audit to assess the disturbances to forest fauna their movement

Near Forest Areas particularly in the deep forest areas with consultation with forest

peoples

First one years of construction

None specific, as per expert’s assessment about changes if any

120,000 Contractor through Independent Expert

RVNL, PMC

XLIX

Environmental Component

Project Stage Parameters Location Frequency Standards Approximate cost (Rs)


Operation stage

Up keep of measures taken for wild life protection and movement

Near Alnavar- Londa- Tanai ghat Section First year of operation period.

None specific, as per Expert’s assessment and visual check about changes if any

250,000 Contractor through Independent expert

RVNL/South- western Railways (Hubli Division)

Aquatic fauna including fisheries

Construction stage

Disturbance to aquatic fauna due to increased siltation

Tungabhadra river, Hare Halla Nalla, Pandhari river and Turva river

Once in a year None specific, as per expert’s assessment about changes if any


RVNL

Operation Impact on fish productivity , breeding and spawning

Here Halla Nalla, Pandhari river and Turva river

End of First year of operation

None specific, as per expert assessment about changes if any



Accident and Fatality Rate

Operation Record of Accidents Accounting of Lost Work time, different level of disabilities/fatalities.

Throught out the Project Section periodic

none specific

Part of regular

operation and Maintenance

cost



Occupational Health and Safety

Construction and Operation

Monitoring to be Designed and Implemented by South Western Railways through its Medical and Safety officers

Tree Plantation Construction Stage

Surveillance monitoring of trees felling

Through out the Project Section During site clearance in construction phase

As laid out in the detailed design for project


RVNL

Operation stage

Audit for survival rate of trees plantation

Through out the Project Section Once in a year for 1 years Considering

the 70% survival rate

325,000 Railways Sectional PWIs


RVNL= Rail Vikas Nigam Ltd., PMC= Project Management Consultant , NOx - Nitrogen Oxide; Pb - Plumbum, (lead); PIU - Project Implementation Unit; RPM - Respirable Particulate Matter; SO2 - Sulphur Dioxide; SPM - Suspended Particulate Matter, RPM - Respirable Particulate Matter Monitoring Costs: A) Construction Phase: Rs. 109000 or 1.09 Million

L

B) Operation Phase: Rs. 960000 or 0.96 Million Grand Total (A+B) = Rs 205000 or Rs 2.05 million