36330 01 Ind Iee 04 Pune to Guntakal

Initial Environmental Examination March 2011

India: Railway Sector Investment Program Pune-Guntakal Electrification and Daund–Gaulbarga Doubling Subprojects 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 doc ument 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.

IEE for Doubling of Daund – Gulbarga & Electrification of Pune – Guntakal Rail Section Railway Investment Program India (PPTA-4998-IND)

i

TABLE OF CONTENT

Chapters 0. Executive Summary ............................................................................................ 0-1 1. Introduction ......................................................................................................... 1-1

1.1. Project Background....................................................................................... 1-1 1.2. Stage of Project Preparation ......................................................................... 1-1 1.3. Purpose of the Report ................................................................................... 1-1 1.4. Extent of IEE ................................................................................................. 1-2 1.5. IEE Content .................................................................................................. 1-2 1.6. Team Composition and Acknowledgments ................................................... 1-3 1.7. Methodology ................................................................................................. 1-3

1.7.1. Data Collection.......................................................................................... 1-3 1.7.2. Onsite Monitoring and Strip Map Preparation ............................................ 1-4 1.7.3. Public Consultation ................................................................................... 1-4 1.7.4. Statutory Clearances Required ................................................................. 1-5

2. Description of the Project ................................................................................... 2-1 2.1. Category of the Project ................................................................................. 2-1 2.2. Need for the Project ...................................................................................... 2-1 2.3. Location and Characteristic of the Project Sections ...................................... 2-2

2.3.1. Daund-Gulbarga Doubling Section ............................................................ 2-2 2.3.2. Pune –Guntakal Electrification .................................................................. 2-3

2.4. Project Implementation Schedule and Cost .................................................. 2-3 2.5. Key Project Components and Activities......................................................... 2-4

2.5.1. Daund-Gulbarga (Doubling Section) ......................................................... 2-4 Source: Identified During Field Survey .................................................................. 2-6 2.5.2. Pune-Guntakal (Electrification) .................................................................. 2-7

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

3.1.1. Meteorology and Climate .......................................................................... 3-1 3.1.2. Natural Hazards ........................................................................................ 3-2 3.1.3. Air Quality ................................................................................................. 3-2 3.1.4. Noise and Vibration ................................................................................... 3-3 3.1.5. Topography and Physiography ................................................................. 3-4 3.1.6. Geology and Seismicity ............................................................................. 3-4 3.1.7. Soil ............................................................................................................ 3-6 3.1.8. Water Resources ...................................................................................... 3-7

3.2. Ecological Resources ................................................................................... 3-8 3.2.1. Terrestrial Ecology .................................................................................... 3-8 3.2.2. Trees along Railway line ........................................................................... 3-9 3.2.3. Aquatic Ecology ........................................................................................ 3-9

3.3. Economic Development ................................................................................ 3-9 3.3.1. Industries .................................................................................................. 3-9 3.3.2. Infrastructure Facilities ............................................................................ 3-10

3.4. Social and Cultural Resources .................................................................... 3-12 3.4.1. Population and Communities .................................................................. 3-12 3.4.2. Health Facilities ....................................................................................... 3-12 3.4.3. Education Facilities and Literacy ............................................................. 3-13 3.4.4. Socio-Economic Conditions .................................................................... 3-13 3.4.5. Structures or Sites of Historical, Archaeological, Paleontological, or

Architectural Significance ........................................................................ 3-14 4. ANTICIPATED ENVIRONMENTAL IMPACTS AND ITS MITIGATION MEASURES4-1


ii

4.1. Impact on Physical Environment ................................................................... 4-1 4.1.1. Climate ..................................................................................................... 4-1 4.1.2. Air Quality ................................................................................................. 4-2 4.1.3. Noise and Vibration ................................................................................... 4-4 4.1.4. Impact on Land and Soil ........................................................................... 4-6 4.1.5. Water Resources .................................................................................... 4-10

4.2. Impact on Biological Environment ............................................................... 4-12 4.2.1. Terrestrial Ecology .................................................................................. 4-12 4.2.2. Aquatic Ecology ...................................................................................... 4-12 4.2.3. Electromagnetic Radiation ...................................................................... 4-13

4.3. Socio-Economic Impact .............................................................................. 4-13 4.4. Accident Risk and Safety ............................................................................ 4-14 4.5. Impacts due to Construction Camp ............................................................. 4-15 4.6. Impacts due to Proposed Residential Buildings .......................................... 4-16 4.7. Impact on Existing Common Property Resources/Utilities ........................... 4-17 4.8. Right-of -Way Maintenance ......................................................................... 4-17 4.9. Fuel Management ....................................................................................... 4-18 4.10. Waste Management (Solid waste, Waste Water and Hazardous Materials) 4-18 4.11. Occupational Health and safety .................................................................. 4-19

4.11.1. Rail Operation ......................................................................................... 4-19 4.11.2. Maintenance of Rolling Stock .................................................................. 4-20 4.11.3. Community Health and Safety ................................................................. 4-21

5. ENVIRONMENTAL MANAGEMENT PLAN AND GRIEVANCE REDRESS MECHANISM ............................................................................................................... 5-1

5.1. Environmental Management Plan ................................................................. 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 ....... 5-1 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 .............................................................................. 5-3 5.3. Grievance Redress Mechanism .................................................................... 5-4

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 .................................................................................... 6-6 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 ......................................................... 6-8 6.5.4. Other Stake Holders’ Comments ............................................................... 6-8

6.6. Integration of Comments into the IEE ........................................................... 6-8 6.7. Post IEE Public Participation and Information Disclosure .............................. 6-8

7. FINDINGS, RECOMMENDATIONS AND CONCLUSIONS .................................. 7-1 7.1. Findings and Recommendations ................................................................... 7-1 7.2. Conclusions .................................................................................................. 7-3


iii

List of Tables Table 1.1 : Details of Project Sections .......................................................................... 1-1Table 1.2 : Information Collected and Sources ............................................................. 1-3Table 2.1 :Name and Locations of the Existing Stations ............................................... 2-2Table 2.2 :Alignment Detail with Respect to Existing Track .......................................... 2-3Table 2.3 : Proposed Facilities along existing Stations ................................................ 2-5Table 2.4 :Details of Proposed Residential and Service buildings ................................ 2-5Table 2.5 :Major construction Materials, its Source and Distance ................................. 2-6Table 2.6 :Tractions Sub-Stations ................................................................................ 2-7Table 2.7 :Transmission Line Lengths with NTPC Source of Power ............................. 2-8Table 2.8 :Details of Residential Buildings .................................................................... 2-8Table 3.1 :Ambient Air Quality in the Project Area ........................................................ 3-3Table 3.2 :Noise Level in dB (A) in the Project Area ..................................................... 3-3Table 3.3 :Physico-Chemical Characteristics of Soil ..................................................... 3-6Table 3.4 :Groundwater Quality in the Project Area ...................................................... 3-7Table 3.5 : List of Water Bodies Crossing Daund-Gulbarga Section ............................. 3-7Table 3.6 :Major Industries along the Project Corridor .................................................. 3-9Table 3.7 :Road Lengths in Project Districts .............................................................. 3-10Table 3.8 : Landuse along Daund-Gulbarga Section (within 200 m) ........................... 3-10Table 3.9 :Number and %age of Electrified Villages in the Project Districts ................ 3-11Table 3.10 :Agricultural Production in Project districts (Tons) ..................................... 3-11Table 3.11 :List of Important Tourist Spots in the Project Districts .............................. 3-12Table 3.12 : Demographic Profile of the Project Districts ........................................... 3-12Table 3.13 : Health Facilities in the Project Districts ................................................... 3-13Table 3.14 : Educational Facilities in the Project Districts ........................................... 3-13Table 3.15 : Different Category of Workers in the Project Districts ............................. 3-13Table 4.1 :List of Erosion Prone Sections ..................................................................... 4-6Table 4.2 :List of Commodities, its Production Centres and Destinations ................... 4-14Table 5.1 : Training and Awareness Programmes ........................................................ 5-6 List of Figures Figure 3.1 :Rainfall in Project District (2001-2005) ....................................................... 3-2Figure 3.2 :Average Annual Temperature in Project Districts ....................................... 3-2Figure 3.3 :Physiographical Map of Project Area ......................................................... 3-4Figure 3.4 :Geological map of Project area .................................................................. 3-5Figure 3.5 :Seismic Zone Map of India ......................................................................... 3-6Figure 5.1 Proposed Organisation Structure ................................................................ 5-4 List of Appendix Appendix 2.1: REIA Checklist for Daund – Gulbarga Section .......................................... IAppendix 2.2: REIA Checklist for Pune- Guntakal Electrification ................................... IVAppendix 2.3: List of Major Bridges (Daund-Gulbarga Doubling Section) ...................... VIAppendix 3.1: National Ambient Air Quality Standards ................................................ VIIAppendix 3.2: NOISE LEVEL LIMITS OF GOI (IN Leq dB(A)) ..................................... VIIIAppendix 3.3: Drinking Water Standards and Probable Effects On Human Health (BIS:

IS: 10500, 1991) ..................................................................................................... IXAppendix 3.4: Water Quality Criteria and Standards for Freshwater Classification

(CPCB, 1979) ........................................................................................................ XIIAppendix 4.1: Green House Gases Emissions Calculations ...................................... XIII


iv

Appendix 4.2: Guidlines For Borrow Area Management .............................................. XVAppendix 5.1: Environmental Management Plan ....................................................... XVIIIAppendix 5.2: Environmental monitoring plan (EmoP) ............................................. XXXV List of Maps Map 1: Location Map of Sub-projects (Daund-Gulbarga and Pune-Guntakal) ............... v Map 2: View of Existing and Proposed Alignment ........................................................ vi List of Photographs (Plates) Plate 4.1: Loading & Unloading of cement bags in uncovered area near Bhigwan station Yard Plate 4.2: Noise Sensitive Location (School Adjacent to track near Jeur Station) Plate 4.3: Showing Uncontrolled Borrowing and quarrying in the Project area Plate 4.4: Showing School children crossing the Railway line near Benisuroor Village Plate 6.1: Consultation at Benisuroor Village Plate 6.2: Consultation at Hunshi Hudgil Village Plate 6.3: Consultation at Auj Village Plate 6.4: Consultation at Inglagi Village Plate 6.5: Consultation at Kem Village Plate 6.6: Consultation near Mohol Station Plate 6.7: Consultation near Kurduwadi Station yard Plate 6.8: Discussion with Principal of Jeur High School Plate 6.9: Discussion with representative of Local NGO’s Plate 6.10: Consultation with Fishermen near Bhima River Plate 6.11: Consultation with Passenger at Akalkot Railway Station Plate 6.12: Consultation with Passenger at Gulbarga Railway Station Plate 6.13: Discussion with Station Manager and Health Inspector of Gulbarga Railway Station Plate 6.14: Discussion with Station Manager at Ganagapur Station Plate 6.15: Discussion with Station Manager and other Railway Staff at Hotgi Railway Station Plate 6.16: Discussion with Railway Staff at Bhigwan Railway Station Plate 6.17: Consultation with Local People near Bablad Plate 6.18: Consultation near Washimbe Railway Station


v

Map 1: Location Map of Sub-projects (Daund-Gulbarga and Pune-Guntakal)


vi

Map 2: View of Existing and Proposed Alignment


0-1

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 O rissa. 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 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. 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’.

4. The IEE is conducted at pre feasibility stage and as per the details provided by the executing agency Rail Vikas Nigam Limited (RVNL), an arm of Ministry of Railways. Certain changes may occur in structural components but these changes are unlikely to cause significant environmental impacts.

5. 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 ac tivity 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 ex isting environmental features/resources/utilities in the immediate vicinity. In addition, land use map of 2 km buffer was prepared to illustrate the surrounding land use pattern particularly forest areas which may undergo changes.

6. The entire project section serves several major industrial units (mainly thermal power plants, cement, oil, food grain, fertilizer and iron ore) in the region. Besides, there are several important interchanging junctions viz. Daund, Kurduwadi, Hotgi, Wadi etc. providing links to important destinations. The existing single line capacity utilisation has reached saturation levels on which 3 ne w passenger trains are proposed by Central Railway, The proposed development will ease the traffic on this section besides providing faster connectivity.

Statutory Clearances Required

7. As per Environment Impact Assessment Notification S.O.1533 (E), dated 15th September, 2006 promulgated under umbrella legislation Environment (Protection) Act, 1986, the environmental clearance is not required either for new or improvement of any railways project. However, project will require tree cutting permission. In addition to above, permission for ground water


0-2

extraction for construction and dom estic purposes will be r equired. Prior consent will also be required from state pollution control board, for setting up hot mix plant , crusher Water (Prevention and Control of Pollution ) Act 1974 and Air (Prevention and Control of Pollution) Act 1981, during construction stage.

Project Description 8. Daund Gulbarga Doubling Sections: It is part of Mumbai- Pune – Daund-

Solapur – Wadi Guntakal – Chennai trunk route of Indian Railway system. It traverses through two States Maharashtra and Karnataka and three Districts namely Pune, Solapur and G ulbarga. Geographically, the section lies between latitude 18° 47’ N to 17° 03’N and Longitude in between 74° 6’E to 76° 30’E. It starts at km. 267.13 from the Daund Station and terminates at km 567.95 near Gulbarga Station covering the total length of approximately 301 km (Map 1). However, the actual length of doubling is approximately 225.0 Km since some part is already doubled. There are 36 exiting stations enroute including start and end stations.

8. Pune Guntakal Electrification: Pune- Guntakal section of Central and South Central Railways is the part of Mumbai – Pune- Daund – Wadi – Chennai trunk route of Indian Railway System. It traverses through the states of Maharashtra, Karnataka and Andhra Pradesh covering 5 districts viz. Pune, Solapur, Gulbarga, Raichur and Anantapur. The total length of the section is 641 km with 78 s tations enroute. Geographically, project area falls in the latitude 18° 31’60”N to 15° 10’3” N and longitude in between 73° 52'0" E to 77° 22' 27" E..

9. The project has been categorised as category “B” under ADB’s Environmental Assessment Guidelines (2003) after evaluating all key environmental components. The stretch though passes through 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.

10. 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.

11. The summary of project activities is given in Table 1 and 2 below.


0-3

Table 1: The Project Activities and I mprovement Works ( Daund-Gulbarga doubling sub Project) Particulars Proposed activities and Improvement vis-a vis existing line Gauge • Gauge Width: 1.676 m.

• Distance between tracks: Normal 5.3m which extends near major bridges and easing out the curves due to detoured alignment.

Alignment • Mostly along the existing alignment with switchover at six locations Gradient • Ruling gradient in block section will be mostly 1:105. Gradient at yards

shall be maintained as 1:135 to 1:2150 to suit existing grades. Curve • Mostly, he existing curves have been adopted at most of the locations

except at the major bridges approaches. All efforts have been made to improve/flatten the curve of new line. The transition curves have been designed for maximum speed of 140 Km/hr.

Rail bed/embankment formation

• Top width of formation: 6.85 m on straight portion and 7.15 on curves. • Side slopes in general will be 2 :1. In cutting, width of the formation

proposed excluding drain is 6.25 m on straight and 6.55m on curves. • Side slope for cutting for various soils viz Hard morrum, soft rock, and

hard rock will be 1:1, ½:1 and ¼:1 respectively. • Earth-work: Banking = 2,755,027 cum, cutting = 521,800 cum and

blanketing = 800,000 cum. • 1m blanketing and mechanical compaction is proposed for protection of

embankment. Bridges • No new river training structures is proposed except widening &

strengthening the existing one. • New bridges along existing 26 m ajor bridges and 583 minor bridges

have to be constructed. All possibilities will be explored to utilise existing pier extension of the bridges at major water bodies

• Water way /Km of the bridges works out to 4.05km. • All the major & minor bridges are to be of MBG Loading standard.

RUBs/ ROBs, Level Crossings and Approach Roads

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

• There are 54 nos of level crossings, all of them are manned. • Provision of approach roads, surfacing of level crossings between

gates, checkrails for level crossing (on PSC sleeper), road users warning boards, whistle boards and fencing on the approach on either end are proposed.

Side drains • Presently, side drains are only available in cutting sections. Total length of side drains proposed is approximately 27.12 km.

Stations • No new stations are proposed in doubling section. For signalling the end stations at Bhigwan, Mohol, Hotgi and Gulbarga are considered as half stations, there by total number of stations, for signalling is 27 nos. Facilities like RL/LL platforms, HL platforms, buffer stops, sand hump are also proposed along the existing stations.

Residential Quarters and Service buildings

• The total additional staff requirements during operation are estimated to be 250. R esidential accommodation to these staffs, 234 T ype I, 31 Type II, 12 Type III, 6 Type IV and 1 T ype V quarters totalling 285 quarters have been proposed.

Dismantling • Involved at some stations. All the dismantled material can be sold off or reused for filling or other construction activities except asbestos roof sheets which will be disposed off in scientifically acceptable manner.

Land Requirement

• The project will not require any additional land. No forest land is involved.


0-4

Table 2 : Project Activities and I mprovement Works (Pune-Guntakal Electrification Sub-Project) Components Overhead Equipment (OHE):

The wiring plan is for 641 Km of route and 14 26 Km of Tracks. OHE design corresponding to the wind pressure of 112.5 Kg per m2 has been considered. Simple polygonal overhead equipment with a maximum span of 72 m and a corresponding presage of 100 mm has been adopted. The OHE consists of 107 sq. mm hard drawn grooved copper contact wire and hard drawn cadmium copper catenary of 65 sqm size.

OHE Structures: Galvanized OHE masts of 9.5 m length are will be adopted to allow for future rising of track level due to re- lying with higher ballast cushion & 60 kg rails with concrete sleepers.

Booster Transformer (BT) and Return Conductors (RC):

It has been c onsidered in the sections covering townships and ar eas provided with telecom installations near to the rail tracks and belonging to DOT. The total of 111 km of RC and 44 nos. of BTs of 100kVA have been proposed in the estimate.

Power Supply Arrangement;

Alternative A- from SEBs: The sections falling in State of Maharashtra, Andhra Pradesh and Karnataka are served by MSEB, APTRANSCO and KSEB respectively. 12 T raction Sub Station (TSS) have been proposed which will be fed by nearest Grid sub-station of electrical board. Alternative B – from NTPC

Supervisory Remote Control Arrangement:

: Alternative power supply proposed from NTPC Grid substation at Raichur and Solapur could be considered. Accordingly, 2 nos. 220/132 kV sub-station have to be considered. Three Divisional Supervisory Remote Control Centre at Guntakal, Solapur and Pune for Guntakal- Wadi, Wadi- Solapur and Solapur- Daund section respectively have been proposed.

Auxiliary Transformers:

25 kV/230 V single phase 25 and 10 kVA auxiliary connected to the OHE are proposed to be provided for giving L.T. Power supply to Colour light signal, repeater stations, switching stations and mid section L-C gates. Two numbers of transformers are being proposed at each station, additional auxiliary transformers have been c atered for meeting the requirement of big yards.

L.T. Modification: Out of 74 stations, 56 stations are already electrified. The LT distribution line at the electrified stations needs modification to provide necessary safety and protection from the induction of 25 k V AC traction lines. The modifications generally involve replacement of overhead lines by underground cables.

Electrical General Works:

Provision has been made for electrification of offices, service buildings and staff quarters for maintenance and construction. A total of 113 Type I, 42 Type II, 37 Type III, 27 T ype IV and 2 T ype V quarters totalling to 221 quarters are proposed to be constructed near important stations

Description of Environment 12. The climate of the project area is characterised by tropical climatic conditions.

The section lies in the rain shadow region. The minimum and maximum temperature in this season observed is 4.2° C and 29.7°C at Solapur and Gulbarga, respectively. Maximum humidity ranges between 59-84% observed in monsoon. The average maximum temperature is about 31.5° C. The average annual rainfall varies from 722 to 750 mm in the project districts.

13. The ambient air quality levels in the study area conform to the prescribed National Ambient Air Quality Standards (NAAQS) for different Landuse category except at Wadi Railway station where SPM marginally exceeds the residential limit. This may be at tributed to fugitive dust emissions due to


0-5

loading and unloading of cement bags near the station yard. The Noise levels conform to the prescribed limit except at two locations i.e. near Jeur railway station and Dudhani railway station where it marginally exceeds during night by 2 and 0. 8 dB(A) respectively. Noise level at the sensitive locations like Benisuroor village and A uj village conforms to the residential limit but marginally exceeds the silence zone limit. Vibration during train movement was felt higher near bridge approaches and RuBs.

14. The project area for both the sections is characterised by mountainous terrain covered by Deccan Trap basaltic lava flows, which on account of differential weathering, give rise to undulating relief. The elevation above mean sea level along the proposed doubling section of Daund to Gulbarga varies between 468.2 m (Ganganapur) to 599.0 m (Kem). The average elevation of the section is 531.6 m. The proposed alignment lies in seismic zones – II, & III indicating moderate risk zone. The Daund-Gulbarga sub-project area is predominantly underlain by deep black cotton soil.

15. Ujni dam reservoir back water is crossing the project alignment at three locations. The Surface water quality of Bhima river conforms the standards prescribed by Central Pollution Control Board (CPCB) for Class E. Similarly, the groundwater samples largely conforms to the drinking water standard except for two parameters i.e. total hardness and total dissolved solids (TDS) at few locations.

16. There are no N ational Parks, Wild life sanctuaries, Tiger reserves, Bird sanctuaries, Elephant Reserves or similar eco-sensitive areas in the project area. The fish species found are Rohu, Katla, Mrigal, Cyprinus, Maral, Tilapia, Chambari, Kanas, Khadra and Kolas.

17. Among the project districts Pune has the maximum population (7.2 million), literacy and ot her facilities followed by Solapur and ot her districts. Raichur has the minimum population (1.6 million) as per Census of India, 2001. PHC is highest in Gulbarga and lowest in Raichur. Anantapur has highest primary health sub centre. The economy of the Gulbarga, Raichur and other districts is primarily agricultural except for Pune where urban population is more than that of all other districts

Public Consultation and Information Disclosure 18. All government officials consulted welcome the decision of doubling. Regional

officer, State Pollution Control Board acquainted about the exiting baseline environment and oper ational quarries. They emphasized on bor row area rehabilitation and also suggested for the provision of adequate monitoring of environmental components particularly during construction phase.

19. Generic issues that emerged during consultation with local people were employment opportunity to local people, increase of passenger trains and inter block stations/halts etc. The local NGOs viz. -Nature conservation Circle and The donkey Sanctuary-India suggested adequate measures during borrowing of earth to save reptiles and also workers from snake-bites, collection of rainwater or creation of small water bodies on both sides where water is not available at long distance for cattle/animals etc.

Anticipated Environmental Impacts and Mitigation Measures 20. The finding of IEE indicates that the project is unlikely to cause significant

adverse environmental impacts. While some of the impacts are negative,


0-6

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

21. 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 360 trees (110 fruit bearing and 250 non-fruit bearing). This would be c ompensated by plantation on 1:3 basis. Erratic rainfall condition/flooding may cause breach in the embankment which would be taken care of by provision of adequate cross drainage structures. Short-term deterioration of air quality may take place due to increase in fugitive dust emissions and noi se level from earthmoving, ground shaping, unpaved transport, and e missions from heavy equipment and ot her mobile sources. Water sprinkling to control dust, movement and s torage 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 w ill be m itigated by restricting movement of construction vehicles, machinery and equipment on pre defined haulage road, using Government wasteland/upland for borrow areas and, compliance to national laws and r egulations for borrow areas. To prevent surface water contamination due to increased siltation and turbidity during construction phase silt fencing shall be i nstalled. Erosion along banks shall be checked through 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 c onstructed wherever technically feasible. Impacts from construction sites will be m itigated 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 s ewage disposal and s torm 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.

22. The impact during operation phase on air quality may be due t o loading and unloading of cement bags at Bhigwan and Wadi station yards, which shall create substantial fugitive dust generation. This can be eas ily controlled by loading/unloading in covered area. Feasibility of mechanical sweeper and loading and unloading option may also be explored. The impacts due to noise and vibrations from the train movement will be limited to number of train movement the impulsive noise peaks will be l ow and w ithin 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 175 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 esp. at Hirakud station. Measures like regular checks will


0-7

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 m itigated 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, labelling of containers and preparation of spill prevention and c ontrol and emergency preparedness and r esponsive plans based on an anal ysis of hazards, implementation of prevention and control measures.

23. Post Environmental Assessment Surveillance and Monitoring is essential to sustain the effectiveness of the mitigative measures suggested. A detailed monitoring plan has been pr epared 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 24. 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 c osts and i ncluded 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 the 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 5.2. The institutional capacity building measures including training and a wareness 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


0-8

25. 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 c apacity 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 o f undertaking detailed EIA is envisaged at this stage.

26. 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.


1-1

1. INTRODUCTION 1.1. Project Background

27. 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 ex isting railway line totalling 1500 kms along saturated corridors in Maharashtra, Karnataka, Andhra Pradesh, Chhattisgarh 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.

28. 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 i ts implementation would increase the physical infrastructure and increase the capacity and the operational efficiency of the existing tracks with introduction of modern signalling systems. The electrification of Pune-Guntakal section will significantly reduce the CO2 emission with shift from diesel locomotives to electrical mode.

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

29. 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’.

30. This report pertains to Daund-Gulbarga Doubling & Pune Guntakal Electrification Section. The location and pr oposed alignment of this sub- project is shown in Map 1 & 2 respectively.

1.2. Stage of Project Preparation 31. 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


1-2

• The purpose of the study is to carry out environmental assessment of the proposed upgradation of railway section to identify environmental issues associated with project design, construction and ope ration stages and suggest requisite measures to mitigate them. The impacts are identified for physical, biological (terrestrial, and aq uatic) and social environment. The study also includes preparation of environmental management and monitoring plan to minimise these impacts and s ustain 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 32. The extent of IEE study has been c onsidered based on t he spatial

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

33. 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 ac tivity areas like near station, construction camps. However, strip mapping indicating environmental features along the corridor up to 500 m on either side is carried out to assess the impact on ex isting environmental features/resources/utilities in the immediate vicinity. Land use map of 2 km buffer has also been prepared to illustrate the surrounding land use pattern particularly forest areas which may undergo changes..

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

34. 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 been m ade to assess the reduction of GHG gases (CDM benefits).

1.5. IEE Content 35. This report is presented in seven chapters in line with ADB’s 2003 EA

Guidelines and SPS 09. 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 m itigation measures

Chapter 5: Public consultation and information disclosure

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


1-3

Chapter 6: Environmental management plan and Grievance Redress Mechanism

Chapter 7: Conclusions and recommendations

1.6. Team Composition and Acknowledgments 36. 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 field/team members. The environmental team acknowledges the support extended by RVNL, Railway officials of Solapur and G untakul division of Central and South Central Railways, State pollution Control Board (SPCB) Regional office, officials of respective forest divisions and other state Govt. organisations.

1.7. Methodology 37. The IEE study has been carried out using (i) review of existing data (ii)

reconnaissance survey, (iii) primary and s econdary baseline data collection and (iv) consultation with stakeholders.

1.7.1. Data Collection 38. The objective of data collection was to provide a database of existing

conditions to be used for predicting the likely changes that are expected and to monitor such changes. The first step was to undertake a pr oject scoping exercise, to identify the parameters, which needed to be c onsidered for the study and t o outline the activities for collecting data on each parameter. Data was collected for physical, ecological and socio-economic environment both through primary and secondary sources.

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

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 Engineering details for Proposed Electrification Details

√

RVNL, Central Railway (Solapur Division) and South- Central Railway (Guntakal Division)

Land Use/ Land Cover √ √

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

Baseline assessment, Impact assessment, Regulatory Compliance assessment, Developing

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

√ √ Department of Forests Pune, Solapur(Maharashtra) and Gulbarga (Karnataka)


1-4

Environmental Parameters Mode of Data Collection Information Sources

Used for

Primary Secondary Climatic Condition

√ Envis Website Environmental Management Monitoring Plan

Drainage Pattern √ √ Toposheet and field observation

Air √ √ Onsite Monitoring and SPCB Regional Office

Noise √ Onsite Monitoring

Water √ Analysis of Field Samples Soil Quality √ Analysis of field samples Geology √ Mines and Geology

Department 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 Strip Map Preparation 40. Onsite monitoring/sampling was conducted for air, noise, and water

and soil quality to establish the baseline environmental condition of the area.

41. For easy reference strip maps were prepared delineating following environmental feature within 500m either side of the track and used for impact assessment and developing mitigative measures;

• 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 hand pumps, wells, temples

etc

1.7.3. Public Consultation 42. Consultations with stakeholders were intended to maximise the

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

43. Focused consultations were conducted during detailed field survey in August-September 2008 with various stakeholders ranging from Govt. officials, local people, passengers, fishermen and Non-Governmental


1-5

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 related to existing baseline environmental condition, source of construction material, perceived benefit, perceived losses, economic development, and impact on flora & fauna, land use, ambient air quality, water availability, social aspects, safety of people and animals due to project activities. Information thus gathered were integrated in project design and formulating mitigation measures and environmental management plan.

1.7.4. Statutory Clearances Required 44. 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 Clearance

45. 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.

1.7.4.2 Forest clearance for felling of trees and Diversion of Forest Land 46. There will be no di version of forests land. Hence no forest clearance

is required. However, the project envisages felling of trees. Necessary permission shall be obt ained from concerned forests department/district authorities..

1.7.4.3 Permissions/NOC/Clearances prior to Construction

47. Apart from Forest Clearance, permission for groundwater abstraction for construction and domestic purposes will be required.

48. 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.


2-1

2. DESCRIPTION OF THE PROJECT 49. The sub-projects covered under this IEE pertains to doubling of single

line section between Daund – Gulbarga (about 225 Km in length) under Central Railways and el ectrification of Pune-Guntakal section (about 641 km) under Central and South Central Railways. .

2.1. Category of the Project 50. The project has been evaluated considering outcome of Rapid

Environmental Assessment Checklist2

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

and field assessment for both doubling and electrification stretches (Refer Appendix 2.1 and Appendix 2.2 for checklists). As per this assessment, no significant, environmental impact is envisaged in both doubling and el ectrification sections. Hence, it has been c lassified as Category “B” project in accordance with ADB’s Environmental Assessment Guidelines 2003 and SPS 09.

2.2. Need for the Project 52. The sub-projects, (Pune-Guntakal proposed electrification and Daund –

Gulbarga doubling section) form a part of Mumbai-Chennai Golden Quadrilateral trunk route. The entire Pune-Guntakal project section serves several major industrial units (mainly thermal power plants, cement and oi l) in the region. Important among them are Raichur Thermal Power Station, ACC Cement plant at Wadi, Rajshree cement plant at Hotgi, HPCL oil refinery at Mohol and oil terminal at Loni, Oil seed factory at Adoni. Besides, this section also transports food grain, fertilizer and iron ore from Bellary region. There are several important interchanging junctions viz. Daund, Kurduwadi, Hotgi, Wadi etc. providing links to important destinations.

53. The doubling sub-project (Daund-Gulbarga) is an important section between Mumbai-Chennai Trunk routes. Presently, this section carries maximum traffic of 29.3 trains daily including about 21 Mail/Express/Passenger trains on S olapur-Hotgi section. The existing single line capacity utilisation has reached saturation levels. As per the coaching plan of Central Railway, 3 new passenger trains are proposed to run on this section. In addition to that, goods traffic to the tune of 1.72 trains/ hour is also likely to run on the proposed section due to added capacities of cement plants at RCF Thal, Kalambodi and Wadi. Further, Daund is an important junction station providing link to Delhi via Central Railways route at Manmad. At Hotgi Station, there is a link to Bijapur (which is Broad Gauge) as well as for Rajshree Cement Ltd., which have the clinker unit here.

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


2-2

2.3. Location and Characteristic of the Project Sections 2.3.1. Daund-Gulbarga Doubling Section

54. This section is under Central Railway and part of the Mumbai–Pune– Daund–Solapur–Wadi–Guntakal–Chennai trunk route of Indian Railway system. It traverses through two States Maharashtra & Karnataka and three Districts namely Pune, Solapur and Gulbarga. Geographically, the section lies between latitude 180 47’ N to 170 03’N and between 740 6’E to 760 30’E Longitude.

55. It starts at km. 267.13 from the Daund Station and terminates at km 567.95 near Gulbarga Station covering the total length of approximately 301 km. However, the actual length of doubling is approximately 225.0 Km since some part is already doubled. These are Daund (km 267.13) to Bhigwan (km. 295.86), Mohol (km. 422.58) to Solapur (km. 455.00) and Solapur (km. 455.00) to Hotgi (km. 470.04). Major part of the proposed doubling section falls in Solapur District. The doubling length of track in Pune, Solapur and Gulbarga districts are 7.54 Km, 170.93 and 46.44 Km respectively.

56. There are 36 existing stations (including start and end stations) enroute this section. Important among them are Daund, Jeur, Kurduwadi, Solapur, Akalkot Rd, Ganganapur Road and Gulbarga. The name and location of existing stations has been tabulated km wise in Table 2.1.

Table 2.1 :Name and Locations of the Existing Stations S.No Station Chainage Km

(reckoned from Mumbai)

S.No Station Chainage Km (reckoned

from Mumbai) 1 Daund 267.13 19 Mohol 422.58 2 Boribial 277.45 20 Mundhevadi 429.76 3 Maithen 287.87 21 Pakhi 438.69 4 Bhigwan 295.86 22 Bale 448.7 5 Jinti Rd 307.6 23 Solapur 454.97 6 Parevadi 316.26 24 Hotgi 470.04 7 Washimbe 323.74 25 Tilati 479.56 8 Pophlaj 333.56 26 Akalkot Rd 490.23 9 Jeur 342.12 27 Nagansur 496.56

10 Bhalwani 350.65 28 Boroti 504.28 11 kem 358..23 29 Dhudhani 518.13 12 Dhavalas 367.98 30 Kulali 527.96 13 Kurduwadi 376.28 31 Gaudgaon 535.17 14 Wadsinge 380.45 32 Gangapur Rd 541.23 15 Madha 392.56 33 Hunsi hadgil 548.58 16 Vakav 399.87 34 Savalgi 555.49 17 Anger 406.25 35 Bablad 562.47 18 Makilpeth 413.55 36 Gulbarga 567.95

57. The existing single line section is Broad Gauge having width of 1.676m. The available Right-of-way is not uniform. However, adequate width (ROW) is available in most of the locations for the doubling. The ruling gradient at most of the location is 1:100. The maximum degree of curve is 3.5°. There are about 122 curves along the section, while there are altogether 26 major and 583 minor bridges. The total lengths of major


2-3

and minor bridges are 3.83 Kms. There are two Road over Bridges (ROB) and one Road under bridge (RUB). The total number of level crossings is 54, all of them are manned and nine of them need extension.

58. The proposed doubling will be along the existing line with switchovers /realignment at four different locations as given in Table 2.2. The proposed alignment has been suitably finalized with due considerations to engineering aspects viz. available gradient, need of curve improvement, demolition and c uttings and environmental / social aspects like land acquisition in forests or near settlement and schools. All efforts have been made to utilize the existing RoW and available pier extensions of existing major bridges.

Table 2.2 :Alignment Detail with Respect to Existing Track S.No Locations ( Km) Alignment w.r.t to

existing track From To

1 Km 294.86 Km 330.00 Left Hand Side 2 Km 330.00 Km 421.60 Right Hand Side 3 Km 470.04 Km 562.53 Right Hand Side 4 Km 562.53 Km 567.99 Left Hand Side

2.3.2. Pune –Guntakal Electrification

59. Pune- Guntakal section of Central and South Central Railways is the part of Mumbai – Pune- Daund – Wadi – Chennai trunk route of Indian Railway System. It traverses through the states of Maharashtra, Karnataka and Andhra Pradesh covering 5 districts viz. Pune, Solapur, Gulbarga, Raichur and Anantapur. The total length of the section is 641 km with 78 stations enroute. Geographically, project area falls in the latitude 18 31’60”N to 15 010’3” N and longitude in between 730 52'0" E to 77 22' 27" E.

60. Electrification will be carried out in three phases (i) Pune to Solapur (ii) Solapur to Wadi and (3) Wadi to Guntakal. The distance of Pune to Solapur stretch is 263.31 Km, Solapur to Wadi section is 149.70 Km and Wadi to Guntakul is 228.36 Km long.

2.4. Project Implementation Schedule and Cost

61. Both the sub-projects are in detailed design stage. Construction is likely to start in 2009 and is proposed to be completed in four years, i.e., by 2013.

62. The entire construction activities for Daund-Gulbarga proposed doubling section would be taken up in three packages (i) Bhigwan-Jeur, (ii) Jeur-Mohol and ( iii) Hotgi-Gulbarga. The total project cost has been estimated to be approximately Rs. 6080.08 million.

63. The total estimated cost for the project is 4642.71 million (4180.55 million for existing single line, 460.06 million for proposed double line and 2.15 million for total environmental costs)


2-4

2.5. Key Project Components and Activities 2.5.1. Daund-Gulbarga (Doubling Section)

64. 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 c urve 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. These are likely to be located near existing stations or rail lines only. However, these locations are not yet firmed up.

65. 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. A distance of 5.3 m shall be maintained between the two tracks.

66. Gradient: Ruling gradient in block section will be mostly 1:105 to suit existing grades but flatter as far as possible and consistent with technical/economic aspects. Gradient at yards shall be maintained as 1:135 to 1:2150 to suit existing grades.

67. Curves: As the proposed doubling is along with the existing BG line, the existing curves have been adopted at most of the locations except at the major bridges approaches. However, all efforts shall be made to improve/flatten the curve of new line. The transition curves have been designed for maximum speed of 140 Km/hr.

68. Embankment Formation: The top width of formation for the additional line is 6.85 m on straight portion and 7.15 m on curves. For embankment, side slopes of 2:1 are proposed. In cutting, width of the formation proposed excluding drain is 6.25 m on straight and 6.55m on curves. Side slope for cutting for various soils viz Hard murrum, soft rock, and hard rock will be 1:1, ½:1 and ¼:1 respectively.

69. The total earth-work involved for banking, cutting and blanketing has been estimated to be 2,755,027 cum, 521,800 cum and 800,000 cum respectively. The alignment passes through black cotton soil area and no land is available for the suitable earths within railway boundary for borrow pits. Earth of required specifications with 1m blanketing material will be arranged by the contractor. The work is proposed with mechanical compaction.

70. Ballast: Machine crushed stone ballast of 65 mm size with 300 mm ballast cushion is proposed for mainline and 25 0 mm for loops and sidings. Blast quarries are available in the project districts. Ballast storage yard is at Bhigwan, Kurduwadi, Makilpeth-Mohol, Hotgi – Akalkot, Savalgi and Gulbarga. The total estimated quantity of ballasts is 718, 400 cum.


2-5

71. Bridges: New bridges in addition to existing 26 major bridges and 583 minor bridges have to be constructed/ extended during the doubling. All the major and minor bridges are to be of MBG Loading standard. The total length across the waterways for all types of bridges is 4.05 km. A list of all major and minor bridges with their location, type, span and other details has been appended as Appendix 2.3.

72. Since construction is in line with the existing bridge, no new river training structures will be required except strengthening the existing one as may be required.

73. RUBs/ ROBs, Level Crossings and Approach Roads: All existing ROB/RUB have to be upgraded with new proposal for larger span as most of the ROB’s are for single track. There are 54 nos of level crossings from JT/22 to JT/85 and all of them are manned. Provision of approach roads, surfacing of level crossings between gates, checkrails for level crossing (on PSC sleeper), road users warning boards, whistle boards and fencing on the approach on either end are proposed.

74. Side Drains: Presently, side drains are only available in cutting sections. Total length of side drains proposed is approximately 27.12 km which include 17.061 km in Bhigwan- Jeur Section and 6.67 km in Hotgi – Gulbarga section

75. Stations: No new stations are proposed in doubling section. For signalling the end stations at Bhigwan, Mohol, Hotgi and Gulbarga are considered as half stations. Thereby total number of stations, for signalling is 27 no s. Facilities like RL/LL platforms, HL platforms, buffer stops and sand hump are also proposed along the existing stations. (Refer Table 2.3 for details)

Table 2.3 : Proposed Facilities along existing Stations S.No Description Bhigwan

(including) -

Jeur (including)

Jeur (excluding)

– Pakni

(including)

Pakni (including)

– Mohol

(excluding)

Hotgi (including)

– Gulbarga (including)

Total (Net for Daund- Mohol &

Hotgi – Gulbarga)

1 No. of Stations (existing)

6 12 2 13 29

2 RL/LL platforms

5 4 - 5 14

3 HL Platforms

- 3 1 5 7

4 Buffer Stops 2 7 2 5 12 5 Sand hump 5 14 2 12 29

76. Residential and S ervice buildings: The total additional staff requirements during operation are estimated to be 250. Residential accommodation to these staffs, 234 Type I, 31 Type II, 12 Type III, 6

77. Type IV and 1 Type V quarters totalling to 285 quarters have been proposed. The details have been provided in Table 2.4.

Table 2.4 :Details of Proposed Residential and Service buildings


2-6

S. No Description Nos. Area of Flat (m2) Total Area (m2)

1 Type –I Staff Quarters 234 34 7956 2 Type II Staff Quarters 31 45 1395 3 Type III Staff Quarters 12 55.75 669 4 Type IV Staff Quarters 6 83.6 501.6 6 Type V Staff Quarters 1 157.95 157.95

Total 10679.55

78. Dismantling: Dismantling is involved at different stations for different reasons. All the dismantled material can be s old off or reused for filling or other construction activities except asbestos roof sheets, which will be required to be disposed off suitably.

79. Land Requirement: The project will not require any additional land. There is no forest area as ascertained from the public consultation and government officials.

80. Construction Material Source: The main construction material required for the project is earth material, cement, ballast, stone chips, sand etc. All these materials are locally available. Earth will be borrowed preferably from Govt. wasteland as well as private non-agricultural land. Stone chips/ ballast will be pr ocured from licensed quarries/ ballast manufacturing units nearby. There are numerous cement factories in the project district. Few big units are located very close to the project area in Hotgi near Solapur district. A list of construction materials sources with distance from railway line is given below as Table 2.5.

Table 2.5 :Major construction Materials, its Source and Distance Material Location with Km Km Name of place

Earth Material

Bablad(562.53) 1 Bablad Ganagapur Road (541.32) 3 Kogunur Bhigwan ((294.86) 8 Diksar Boroti(504.47) 3 Chickonkotta Tilati (479.39) 2 Khosala

Ballast manufacturing Units/Stone quarries

Gulbarga(567.99) 9 Chalikhed Ganagapur Road (541.32) 2 Nilur Dudhani(518.13) 0.5 Dudhani Stn Yard Bhigwan (294.86) 20 Dalaij Kurduwadi(376.28) 5 Malik

Cement Factories

Birla Cement Factory 2 Hotgi ACC Cement, 1.5 Wadi

Source: Identified During Field Survey


2-7

2.5.2. Pune-Guntakal (Electrification) 81. The different components of electrification has been de scribed in

following paragraphs;

82. Over Head Equipment (OHE): The wiring plan is for 641 Km of route and 1426 Km of Tracks. This section is in the yellow zone for the wind pressure. Therefore, the OHE design corresponding to the wind pressure of 112.5 Kg per meter square has been taken. Simple polygonal overhead equipment with a maximum span of 72 m and a corresponding presage of 100 mm has been adopted. The OHE consists of 107 sq. mm hard drawn grooved copper contact wire and hard drawn cadmium copper catenary of 65 sq. m size. Regulated polygonal OHE is proposed on m ain line and line primary loops; whereas secondary lines and y ards have been pr ovided with regulated tramway equipments.

83. OHE Structures: Galvanized OHE masts of 9.5 m length are proposed to be adopted, to allow for future rising of track level due to re- lying with higher ballast cushion & 60 k g rails with concrete sleepers. These works is already in process on main line under track modernization program.

84. Booster Transformer (BT) and Return Conductors (RC): It has been considered in the sections covering townships and areas provided with telecom installations near to the rail tracks and belonging to DOT. The total of 111 km of RC and 44 nos. of BTs of 100kVA have been proposed in the estimate.

85. Power Supply Arrangement;

• Alternative A- from SEBs

Table 2.6

: The sections falling in State of Maharashtra, Andhra Pradesh and K arnataka are served by MSEB, APTRANSCO and KSEB respectively. 12 Traction Sub Station (TSS) have been proposed which will be fed by nearest Grid sub-station of electrical board. The details of feeds to traction sub- stations on the section are given below in :

Table 2.6 :Tractions Sub-Stations S.No Traction Sub-

Station Feed from Electricity Authority

Length from nearest Tr- Line (Constructed by

railway cost, KM)

System Voltage(kV)

1 Pakhi Pakhi 10 Km 220 2 Wadsinge Kurduwadi 10 220 3 Jeur Jeur 3 220 4 Bhigwan Bhigwan 3 132 5 Yavat Yavat 10 132 6 Akalkot Road Akalkot Road 6 132 7 Ganagapur Road Ganagapur Road 2 132 8 Shahabad Shahabad 2 132 9 Yadgir Yadgir 3 110

10 Raichur Raichur 4 110 11 Adoni Adoni 5 110 12 Guntakal Guntakal 110


2-8

• Alternative B – from NTPC

Table 2.7

: Alternative power supply proposed from NTPC Grid substation at Raichur and S olapur could be considered. Accordingly, 2 nos. 220/132 kV sub-station have to be considered. The details of transmission line lengths with NTPC (as source of power) on the section are given below in :

Table 2.7 :Transmission Line Lengths with NTPC Source of Power S.No Transmission- Line Length Type

1 From Bhigwan TSS to Adoni TSS (487 RKM) 487*1.15=560 KM 3 Phase double circuit 2 Yavat TSS to Bhigwan ( 61 RKM ) 61*1.15= 70.15 KM 2 phase single circuit 3 Adoni TSS to Guntakal TSS ( 52 RKM) 52*1.15 = 59.8 KM 2 phase single circuit 4 Raichur NTPC Grid to Raichur Stn 5 KM 3 phase double circuit 5 Solapur NTPC Grid to Sholapur Stn

Total (i) Double Circuit 3 phase (ii) Single circuit 2 phase

5 KM 570 KMs 131 KMs

3 Phase double circuit

86. Supervisory Remote Control Arrangement: There will be Three Divisional Supervisory Remote Control Centre at Guntakal, Solapur and Pune for Guntakal- Wadi, Wadi- Solapur and Solapur- Daund respectively.

87. Auxiliary Transformers: 25 kV/230 V single phase 25 and 10 kVA auxiliary connected to the OHE are proposed to be provided for giving L.T. Power supply to Colour light signal, repeater stations, switching stations and mid section L-C gates. Two numbers of transformers are being proposed at each station, additional auxiliary transformers have been catered for meeting the requirement of big yards.

88. L.T. Modification: Out of 74 stations, 56 stations are already electrified. The LT distribution line at the electrified stations needs modification to provide necessary safety and protection from the induction of 25 k V AC traction lines. The modifications generally involve replacement of overhead lines by underground cables.

89. Electrical General Works: Provision has been m ade for electrification of offices, service buildings and staff quarters for maintenance and construction.

90. Residential and Service buildings: 113 Type I, 42 Type II, 37 Type III, 27 Type IV and 2 T ype V quarters totalling to 221 q uarters are required to be constructed. The location of proposed residential buildings is not yet firmed up but the tentative locations are Daund, Kurduwadi, Solapur, Gangapur Road, Wadi, Yadgir, Raichur and Adoni. The details of these constructions are given in Table 2.8.

Table 2.8 :Details of Residential Buildings S. No Description Nos. Area of Flat (m3) Total Area

1 Type –I Staff Quarters 113 34 3842 2 Type II Staff Quarters 42 45 1890 3 Type III Staff Quarters 37 55.75 2062.75 4 Type IV Staff Quarters 27 83.6 2257.2 6 Type V Staff Quarters 2 157.95 315.9

Total 221 10367.85


3-1

3. DESCRIPTION OF THE ENVIRONMENT 91. It is imperative to study the existing environmental conditions not only

to establish the present physical, biological and s ocio-economic scenario but also in order to predict future impacts owing to construction and oper ation of the project. All valued environmental components (VEC) have been des cribed here with emphasis on Daund-Gulbarga doubling section since negligible impact is envisaged due to electrification activities except due t o minor land acquisition, electrical and other hazards and due to proposed residential colonies.

3.1. Physical Environment 3.1.1. Meteorology and Climate

92. The project districts have tropical climatic conditions. The section lies in the rain shadow region of Western Ghat. The rainfall is received from South West Monsoon. There are Four seasons, that is distinctly observed in the study area- (i) Hot and Dry Summer: It extends from early February to middle June. The temperature rises up to 45° C in May. The humidity is low particularly in April and May. The average, rainfall in this season is < 50 mm. (ii) Hot and Humid Wet Season: Monsoon breaks in first fortnight of July and lasts up till early October. Maximum rainfall is received in August and September. The average rainfall is of the order of 150-250 mm. Humidity is high in this season ranging between 59-84%. The average maximum temperature in this season is about 31.5° C. The average annual rainfall at Pune, Solapur and Gulbarga is 722 mm, 723.4 mm and 750 mm respectively. (iii) Post Monsoon: in this season, there are occasional showers with high humidity. (iv) Winter Season: This extends from December to January. The average minimum and maximum temperature at Solapur and Gulbarga in this season is recorded as 4.2° C and 29.7°C, respectively.

93. Winds are higher in summer and monsoon season than during rest of the seasons. The predominant wind directions in different seasons are south-west, north-west during monsoon, east, north-east during post-monsoon. In the cold seasons, it blows from northeast and south-east while during summer season, winds between west and north dominate. The highest wind speed is about 13.2 km/h normally observed in July and August. It remains low for rest of the months.

94. The annual rainfall, monthly maximum and minimum temperature and humidity in the project districts has been shown in Figure 3.1and Figure 3.2 respectively.


3-2

0%

20%

40%

60%

80%

100%

Janu

ary

Februa

ryMarc

hApri

lMay

June Ju

ly

Auges

t

Septem

ber

Octobe

r

Novem

ber

Decem

ber

Months

Avg

. Tem

pert

ure

(C)

Kurnool

Anantapur

Raichur

Gulbarga

Solapur

Pune

0200

400600800

10001200

Pune

Solapu

r

Gulbarg

a

Raichu

r

Ananta

pur

Kurnoo

l

Districts

Rai

nfal

l (m

m) 2001

2002

2003

2004

2005

Figure 3.1 :Rainfall in Project District (2001-2005)

Figure 3.2 :Average Annual Temperature in Project Districts 3.1.2. Natural Hazards

95. The project districts in general and project area in particular are not vulnerable to any major risk due to natural hazard other than drought, which is common in Gulbarga and south Solapur districts. There are no evidences of rail traffic blockage due t o flooding of the track in the project section. However, sometimes low-lying/ riverside areas near Bhigwan, Daund and Jinti Road gets inundated when water is released from Ujni Dam reservoir during heavy rainfall to avoid any adverse impact on dam structure.

3.1.3. Air Quality 96. The ambient air quality of the project section has been as sessed by

using both primary and secondary data obtained from the regional office of Karnataka State Pollution Control Board at Gulbarga as shown in Table 3.1. The Table indicate that the concentration of suspended particulate matter (SPM) ranges from 153 to 205 µg/m3 while Respirable suspended particulate matter (RSPM) ranges between 58


3-3

to 97 µg/m3 . The concentration of gaseous pollutants nitrogen oxides (NOx) varies from 12 to 49 µg/m3 and Sulphur dioxide (SO2) between 8 µg/m3 to 16 µg/m3. The result establishes that all parameters conform to the National Ambient Air Quality Standards (Appendix 3.1) for different land use category except at Wadi Railway station where SPM slightly exceeds the residential limit. This may be attributed to fugitive dust emissions due to loading and unloading of cement bags near the station yard.

Table 3.1 :Ambient Air Quality in the Project Area Parameters Location

SPM (µg/m3)

RSPM (µg/m3)

SO2 (µg/m3)

NOX (µg/m3)

Bhigwan Station 188 92 9 25 Jeur Station 158 69 12 28 Kurduwadi Station 191 77 16 40 Hotgi Station 153 65 12 27 Dudhani Station 165 91 11 26 Gulbarga City 171 58 8 12 Wadi Station 205 97 18 49 Raichur City 182 86 16 39

Source: Regional Office, SPCB, Gulbarga and Field Monitoring

3.1.4. Noise and Vibration 97. Background noise levels were recorded at ten locations mainly along

the existing railway line in different land-use category as shown in Table 3.2. The results show that noise levels conform to the prescribed limit (Noise standard appended as Appendix 3.2) except at two locations i.e. near Jeur railway station and Dudhani railway station. The levels at the sensitive locations like Benisuroor village and Auj village conforms to the residential limit but marginally exceeds the silence zone3

Table 3.2 :Noise Level in dB (A) in the Project Area limit.

Noise Level Location

Leq (Day) Leq ( Night) Lmax Lmin Area Category

Bhigwan Station 54.4 46.7 66.85 32.82 Commercial Jeur Station 55.6 47.0 63.8 30.7 Residential Kurduwadi Station 57.3 48.1 67.95 33.3 Commercial Solapur Station 60.6 49.7 69.2 34.5 Commercial Hotgi 54.2 45.0 62.5 29.7 Residential Auj Village 53.7 43.9 61.9 29.4 Residential Dudhani Station 55.7 45.8 65.4 28.6 Residential Benisuroor Village 52.2 44.0 64.4 29.4 Residential zone Wadi Station 56.7 45.9 66.2 31.2 Industrial Raichur City 62.2 50.23 75.2 45.7 Commercial Source: Field Monitoring

98. The magnitude of the noise vibration level (impulse noise) generated by the moving trains were recorded at eight locations along the proposed doubling section. The levels varied between 78.2dB (A) to 92.4 dB (A). The vibrations were observed to be higher near bridge

3 There is one school located adjacent to railway track near Benisurroor village. There or no other such facility located along the track attracting silence zone standards.


3-4

approaches, ROB/RUBs, and i n the few sections where soil composition was comparatively unconsolidated.

3.1.5. Topography and Physiography 99. The project area in general is characterised by mountainous terrain

covered by Deccan Trap basaltic lava flows, which on account of differential weathering, give rise to undulating relief. The elevation above mean sea level along the proposed doubling section of Daund to Gulbarga varies between 468.2 m (Ganganapur) to 599.0 m (Kem). The average elevation of the section is 531.65m.

100. Physiographically, the doubling section of Daund-Gulbarga (Figure 3.3) is part of central uplands of Deccan Trap (Bhigwan to Jinti Road), the Bhima valley (Kem to Hotgi), the Akalkot plains and the Bori valley. The project area is drained by a number of rivers. These river plains with the intervening watersheds are marked by step like landscapes, lateritic escarpments, residual hills and r idges breaking the monotony of typical plateau type landforms.

Figure 3.3 :Physiographical Map of Project Area

3.1.6. Geology and Seismicity 101. The sub-projects (Daund-Gulbarga doubling and Pune-Guntakal

electrification) lies in Deccan trap (figure 3.4). The fine-grained dark grey basaltic flows constitute the high country rocks while the weathered vesicular and zeolitic basalts generally constitute the valleys in the area. The traps in the project districts represent middle traps in the three-fold classification of traps (the lower and upper being the


3-5

other two classes) and attain a thickness of more than 1,200 metres. Almost everywhere in the area, black cotton soil ranging in thickness from 0.3 m to 2.5 m is found to cover the top of the different flows. This black cotton soil is the ultimate product of weathering of Deccan Trap. Calcareous kankar and nodules are commonly associated with these soils. The thickness of the soil cap along the river sections increases to as much as to 4 metres.

Figure 3.4 :Geological map of Project area 102. According to Seismic Zoning Map4 Figure 3.5 of India ( ) the project

districts are located in Zones II, III and IV. Pune falls under Zone IV and Solapur district lie in Zone III whereas Gulbarga, Raichur and Anantapur are in Zone II. Zone II, III denotes minimum to moderate risk while Zone IV is a high-risk zone.

4 IS:1893 (Part 1): 2002 Indian Standard Criteria for Earthquake Resistant Design of Structures Part 1 General Provisions and Buildings Fifth Revision divides the Indian subcontinent into five seismic zones ( II to V) depending on the magnitude and damage intensity of seismic activity.


3-6

Figure 3.5 :Seismic Zone Map of India 3.1.7. Soil

103. Daund-Gulbarga sub-project area is predominantly underlain by deep black cotton soil interspread with patches of reddish, red sandy, mixed red and black soil. The physico-chemical characteristics of soil samples (Table 3.3) collected near Hotgi and Kurduwadi station reveals that the soil is alkaline in nature. Organic matter content is medium to high. Texture of soil is clay and sandy clay loam. Organic content and nutrients viz. nitrogen, sodium potassium and phosphorous are comparatively low as per recommended norms of Indian Council of Agricultural Research (ICAR).

Table 3.3 :Physico-Chemical Characteristics of Soil Location Parameters

Hotgi Kurduwadi

Colour Dark Brown Dark Brown pH(20% slurry) 8.10 7.60 Conductivity(µmhos/cm) 620 800 Moisture (%) 25.46 15 Chlorides (%) 0.8630 0.0216 Bulk Density(gm/ml) 1.136 1.25 Porosity 0.55 0.51 Water Holding Capacity (%) 34.90 20.05 CEC Meq/100g 12 13 Carbonate (%) Nil Nil Bicarbonate (%) 0.02135 0.0015 Organic Matter (%) 0.75 0.62 Texture Clay Sandy Clay loam Nitrogen (%) 0.6 0.54 Potassium (%) 0.148 0.258 Sodium (%) 0.0090 0.082 Phosphorus (%) 0.7326 0.7958 Iron(mg/Kg) 1231.4 480

Source: Analysis of field Samples


3-7

3.1.8. Water Resources 3.1.8.1 Ground Water

104. The ground water in the Daund-Gulbarga proposed doubling sub-project area is principally used for drinking and domestic purposes except in the urban area of Solapur, Pune and Gulbarga where main source of drinking water is through municipal supply. Water requirement at different stations is met mainly through groundwater abstraction except at Solapur & Pune; Depth to water table in the project area significantly varies in all the three project districts. The highest depth to level is in Gulbarga (110 -130 mbgl).

105. The groundwater samples largely conforms the drinking water standard (IS: 10500-1993) appended as Appendix - 3.3 except for total hardness and total dissolved solids (TDS) at few locations. The groundwater quality of the samples collected during field survey in the study area has been summarised in Table 3.4 The total hardness exceeds the desirable as well as maximum permissible limit at Mohol while TDS was beyond the desirable limit at Mohol, Jeur and Solapur. The water quality conforms all bacteriological parameters at all stations. The consultations with local people and passengers informed about poor water quality near Gulbarga, Akalkot and Raichur due to the higher dissolved solid and hardness.

Table 3.4 :Groundwater Quality in the Project Area Locations Parameters

Gulbarga (Borewell)

Akalkot (Borewell)

Mohol (Tap water)

Jeur ( Tap water)

Solapur (Tap water)

Appearance Clear Clear Clear Clear Clear Odour Odourless Odourless Odourless Odourless Odourless pH 7.36 7.37 7.12 7.68 7.55 Turbidity 0.44 0.59 0.98 0.96 0.74 Chlorides 116.0 312.0 240.0 88.0 156.0 Nitrate ( as No3) 6.22 9.85 7.10 2.456 5.62 Nitrites ( as N) Nil Nil Nil Nil Nil Total Hardness 164.0 272.0 644.0 212.00 340.0 Total Solids(Dissolved) 372.00 906.0 1260. 398.0 718.0 Oxygen absorbed in 5 min 0.1 0.6 0.2 0.1 0.1 BOD 0.4 0.14 0.5 0.2 0.4 Iron as Fe 0.10 0.14 0.06 0.08 0.08 Fluoride as F 0.40 0.30 0.2 0.2 0.10 Alkanity as CaCo3 160.0 213.0 328.0 240.0 198.0

Source: Field Monitoring

3.1.8.2 Surface Water

106. The Daund-Gulbarga proposed doubling sections is crossed by several water bodies. Important among them are river Bhima and Sina river (running east -west of the project corridor). Ujni dam reservoir backwater is crossing the project alignment at three locations. Most of the water bodies go dry during summer season. Fisheries activity is limited to river Bhima and Ujni Dam backwater. A list of water bodies being crossed by the project section is given in Table 3.5.

Table 3.5 : List of Water Bodies Crossing Daund-Gulbarga Section


3-8

S. No Water Bodies Ch. km S. No Water Bodies Ch. km

1 Bhima River 268.4 8 Sina River 431.8

2 Ujni Dam Reservoir / Back water

302.4 9

Nannaj Odha 436.7

3 Ujjni Dam Reservoir/ Back water

317.3 10

Nalla 533.6

4 Ujni Dam Reservoir/ Back water

326.4 11

Drain 538.6

5 Gaokar Nala 370.2 12 Drain 552.1 6 Bend Nala 386.5 13 Odha 563.4 7 Ujjain left Bank Canal 423.6

Source: Field checks & Survey of India Toposheets

107. Surface water samples of river Bhima conforms the standards prescribed by Central Pollution Control Board (CPCB) for Irrigation- Class E (Appendix 3.4).

3.2. Ecological Resources 3.2.1. Terrestrial Ecology

108. There are no National Parks, Wild life sanctuary, Reserved Forest or any other similar eco sensitive areas. However, there are some small forest area under district revenue department near Dhavalas, Bhogwadi, Bhosare, Hotgi, Akalkot, Inglagi and Jeur in the project districts of Solapur and Pune. All these forest are at 2-3 km from the project corridor. In the absence of any forests, the project area is not rich in faunal resources. Faunal species found in the project area are Blackbuck (Antelope cervicapra), Sambar (Cervus unicolar), Chital (Axis axis), Barking Deer (Muntiacus muntjak), Indian Wild Boar (Sus scrofa), Rhesus Macaque (Macaca mulatta), Common Langur (Presbytis entellus), Sloth Bear (Melursus ursinus), Wild Pig, Hyena, Wolves Jackals, and Indian Fox.

109. Main avian species in the project districts are House Sparrow, Crows (both House and Jungle), Common Myna and Blue Rock Pigeon, which form almost 70% of total bird population. Tall trees are popular roosting sites for birds like Crows, Mynas, Herons and Egrets. Other birds found in project area are Par grey and pai nted Partridges, Kites, Parrot, Starling, Swallow Doves, Peacock, Owl, Eagle, and some Humming birds. The consultation with forest department Solapur, revealed presence of one migratory bird specie flamingo. which visits during winter and was reported near Ujni Dam Reservoir which is located outside the project area.

110. The flora of the project districts is not rich. However, project districts are endowed by good timber wealth. The teak grown in the districts is well- known for its strength and dur ability. Important floral species in the project area are Arjun (Terminalia arjuna),Ashoka (Sarca asoca), Char (Buchanaia lanzan), Dhaman (Grewia tiliofolia), Narlinga, Siris, Eppa( Hardwickia binata), Babul, Satin, Tirman, Neem (Melia indica), Palekodsha (weightia tinctoria), Palas (Butea frondosa), Bhilawa, Jamoon(Eugenia jambolana), Gumpana, Bamboo( Dendrocalamus striatus), Tarwad (Acacia auriculata), Mango (Mangifera indica), Peddaman (Ailantus excelsa), Jungle – anar (Dodonaaea Viscosa),


3-9

Sharifa (Anona Squamosa), karanj (Pongamia glabra), Danti( Celastrus semgolenis), Challe (Zizyphus xylopyrus), Chanangi, Ritha(Sapindus ernerginatus), Nakkera (Ximenia Americana) and Lantana( Lantana Camara)

3.2.2. Trees along Railway line 111. As per enumeration of trees carried out during the field visits, there are

approximately 2900 trees within the RoW along the project corridor. Out of which 360 trees will be required to be cut for doubling purpose. Rail side plantation is very thin and scattered. The common species of trees in the stretch are Eucalyptus (Eucalyptus hybrid), Mango (Mangifera indica), Jamun (Syzygium Cumini), Neem (Azadirachia Indica) and Peepal (Ficus religiosa).

3.2.3. Aquatic Ecology 112. Organized fishing was observed at some locations along the Daund-

Gulbarga proposed doubling section near Bhima River and U jni dam backwater near Bhigwan, Diksar, Jinti Road, and Parevadi. Main species found are Rohu, Katla, Mrigal, Cyprinus, Maral, Tilapia, Chambari, Kanas, Khadra and Kolas etc. Nearly all the fishes are local in nature. Therefore, these will not be disturbed during the construction of the railway track proposed with the bridges over the rivers.

3.3. Economic Development 113. Maharashtra ranks first in terms of State Domestic Product (SDP) and

accounts for 15% of the national income. The per capita income of the state is Rs 29,204, which is 40% higher than the national average (taking 2003-04 as base year). While agriculture provides employment to a majority (about 70 %) of the state's population, the manufacturing and services sectors contribute significantly to the state's Gross Domestic Product. These sectors provide nearly 80 % of the state's GDP, as compared with the national average of 65 %. 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. The economy of the state largely depends on agriculture and is the largest producer of coffee, raw silk and sandalwood in the country and 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 114. In the project area, Pune is hub for multinational companies particularly

for automobile, banking and I T industries and has made its special place in industry map of India. Solapur is very famous for textile industries. Dudhani is important trade centre of eastern Maharashtra for largest production of betel leaf and bananas, which are distributed all over, India from here. Wadi in Gulbarga districts is one of largest producer of cement in southern India. Table 3.6 lists out of major industries along project sections.

Table 3.6 :Major Industries along the Project Corridor S.No Name of industry Item of production Location


3-10

1 Makhaish Sugar Factory Sugar & Molasses Jinti Road 2 Nagesh Sugar Mill, Sugar & Molasses Solapur 3 HPCL Refinery Petroleum Mohal 3 Rajshree Cement Cement Hotgi 4 ACC Cement Ltd Clinker for Cement Wadi 5 Adoni Oils Foods Oils Adoni, Kurnool 6 KPCL Power Ltd Electricity Production Raichur 7 Mysore Petro Chemical Ltd. Petro Chemical Raichur

Source: District Statistical Report

3.3.2. Infrastructure Facilities 3.3.2.1 Water Supply

115. Access to safe drinking water supply is limited in the Project Districts. Only 63% of total population is able to get the safe drinking water supply. Situation in rural areas is even worse. Nearly 35% of the total rural population has no access to safe drinking water. In the project districts, drinking requirement in Pune urban area, Solapur urban area and areas along the Ujni Dam is met through Ujni Dam reservoir after primary-treatment. 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 Gulbarga and Raichur districts is very poor since groundwater availability in the area is scarce. This may be due to low rainfall and impervious soil strata in most part of the district.

3.3.2.2 Transportation

116. All parts of Pune and Solapur are fully connected with road, whereas Gulbarga and Raichur districts lacks adequate infrastructure that are one of the basic causes of long economic stagnation in the district. The large part of these roads becomes unusable during rainy season due to bad road conditions. The district headquarters lies on the main National Network, but the internal road network availability especially in village is very low. The details of road lengths in project districts in given below as Table 3.7

Table 3.7 :Road Lengths in Project Districts Districts Road

Pune Solapur Gulbarga Raichur Kurnool Anantapur

National Highway 369 145 122 0.00 229 352 State Highway 1368 754 1090 756 209 114 Major District Road 1256 1064 2027 887 2964 2720 Village Road 6555 2652 3768 2687 5833 6757

Source: Districts Statistical Report 3.3.2.3 Land Use

117. Land use within 200m on either side from the centre of the existing track has been delineated based on the study of strip mapping carried out during field survey supported by Survey of India Toposheet. The land use along the project corridor is predominantly agricultural (approx. 47%) and barren land (approx. 17% mostly within railway right-of-way). Rest of the area comprises of forests, rocky land, settlement and w ater bodies (Refer Table 3.8 provides the land use along the project rail section.

Table 3.8 : Landuse along Daund-Gulbarga Section (within 200 m)


3-11

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

Arable Approx 47% Barren land 17% Forest& hilly tract 12% Water Bodies 8% Residential & commercial and others Approx 16%

Source: Field Monitoring and Toposheet

3.3.2.4 Power Sources and Transmission

118. Project Corridor is one of the highest per capita power generating areas in the country, quite higher than national average. This is mainly due to the presence of Raichur thermal power plant of capacity 1470 MW (as on March 31, 2007) that caters the nearby Project districts i.e. Raichur and Gulbarga, Nearly 98% of the villages in the project districts are electrified. District wise break-up has been provided in Table 3.9.

Table 3.9 :Number and %age of Electrified Villages in the Project Districts Sl. No. District No. of Villages Villages Electrified (%)

1 Pune 1844 98.42 2 Solapur 1138 100 3 Gulbarga 1360 97.67 4 Raichur 830 95 5 Koppal 884 100 6 Anantapur 925 100

Source: Census of India 2001

3.3.2.5 Agriculture

119. The Maharashtra and Karnataka state have a cultivated area (net area sown + current fallow) of 17.6 million ha and 10.4 million ha respectively as against total geographical area of 30.7million ha and 19.1 million ha respectively. The gross cropped area of Maharashtra is 12.6 million ha and Karnataka is 12.6 million ha. The cropping intensity of Maharashtra and Karnataka is 127% and 114% respectively.

120. 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 t urmeric are also grown throughout the year. The highest cropping potential among project districts is in Kurnool due to its favourable geological set-up followed by Solapur and Pune. Balangir being in the rain shadow zone and lack of irrigation facilities has one o f the lowest agricultural produce in the state. Table 3.10 summarizes the total agricultural production (in quintal) in the different project districts.

Table 3.10 :Agricultural Production in Project districts (Tons) Crops

District

Paddy Wheat Maize Jowar Ground nut

Cotton Sugar cane

Solapur 1,585 50,891 2,147 7,11,660 23,015 6,996 18,748 Pune 2,058 45,687 3,655 5,46,895 38,728 7.966 7,689 Gulbarga 90,130 19,876 4601 30757 60549 54321 9824 Raichur 395453 1772 816 130587 23015 58496 18748 Kurnool 3,58,566 418 58,321 2,28,315 2,97,607 22,615 18,150


3-12

Crops

District

Paddy Wheat Maize Jowar Ground nut

Cotton Sugar cane

Anantapur 81454 - 277 126389 183950 23729 243091 Source: District Statistical Reports of Maharashtra and Karnataka

3.3.2.6 Tourism

121. Ranging from the earliest temples to incredible scenic spots, there are many places to see in and around the project districts. Some of the important locations of tourist attraction have been listed below in Table 3.11.

Table 3.11 :List of Important Tourist Spots in the Project Districts Project Districts Name of the Tourist Places Pune Lal Deval, Bund Garden, Aga Khan Palace, Shindyanchi

Chhatri , Pateleshwar Cave Temples, Shaniwar Wada, Sinhagad Panchgani and Mahabaleshwar

Solapur Pandhalpur, Solapur, Akalkot, Karmala, Barshi, Mangalwedha Gulbarga Sannati, Rayan Kollur, Vibuthi halli, Malkhed Fort, Gulbarga

Fort, Deval Ghanagapur, Khaja Bandenawaj Darga, Sharana Basaveshwara Temple, Jayateerth math in Malkhed

Raichur Raichur Fort, Ranganatha Temple, Huchchappayana Matha, Pampa Sarovara, kamal mahal, Nava Brindavana

Anantapur Doddeswara temple, Siddeshwaraswami temple, Chintalarayaswari temple, Ramaliageswara temple, Atmakur temple, Bhyravani Temple

Source: District Statistical Report

3.4. Social and Cultural Resources 3.4.1. Population and Communities

122. Pune, Solapur and R aichur are main stations with settlements along the corridor The total population with rural-urban and m ale-female break-up, density and total scheduled caste and scheduled tribe population has been summarised for all project districts in Table 3.12

Table 3.12 : Demographic Profile of the Project Districts State/ District

Population %age to total Population

%age to Total Population

Total Density Male% Female % Rural Urban SC ST Pune 7,232,555 462 52.11 47.89 41.92 58.08 10.53 3.62 Solapur 3,849,543 259 51.68 48.32 68.18 31.82 15.02 1.59 Gulbarga 3,130,922 159 50.90 49.1 72.76 27.24 22.92 4.92 Raichur 1,669,762 275 50.41 49.59 74.79 25.21 19.00 18.15 Koppal 3,529,494 244 50.81 49.19 76.28 23.72 17.81 1.97 Anantapur 3,640,478 191 51.08 49.98 74.74 25.26 14.14 3.49 Kurnool 3,529,494 199 50.89 49.11 76.83 23.17 17.81 1.97

Source: Census of India, 2001

3.4.2. Health Facilities 123. Among the project districts, Pune has highest number of medical

facilities followed by the Gulbarga, Solapur, and Anantapur with lowest in the Raichur. PHC is highest in Gulbarga and lowest in Raichur, Anantapur has highest number of the primary health sub centre. Health facilities in Table 3.13


3-13

Table 3.13 : Health Facilities in the Project Districts Dist./State Medical Faculties Primary Health Centre Primary Health Sub Center Pune 755 88 59 Solapur 715 82 233 Gulbarga 755 109 376 Raichur 388 42 182 Anantapur 595 78 452


3.4.3. Education Facilities and Literacy 124. As per the Census of India 2001, Pune has the highest literacy of

80.45% followed by Solapur (71.25%), Anantapur (53.16), Gulbarga (50.10%) and Raichur (48.81 %). Number and level of educational institutes in the state and project districts has been provided in below in Table 3.14.

Table 3.14 : Educational Facilities in the Project Districts District Primary School Middle School Secondary School Colleges Literacy %

Pune 1809 1068 604 18 80.45 Solapur 1131 922 685 12 71.25 Gulbarga 1337 808 249 3 50.1 Raichur 306 254 77 1 48.81 Anantpur 900 406 291 11 53.16 Kurnool 1975 958 499 131 54.43 Source: Census of India, 2001

3.4.4. Socio-Economic Conditions 125. As per 2001 census, the total workers in the Maharashtra, Karnataka

and Andhra Pradesh are 411.76 lakh, 235.6 lakh and 348.9 lakh respectively, which is 42.49% 44.76 % and 45.78 % of the total population of the Maharashtra, Karnataka and Andhra Pradesh. The percentage of total workers of all the project districts range from 41 to 51%. The economy of the Gulbarga, Raichur is primarily agricultural which is supported by the fact that cultivators and agricultural labourers together constitute more than 89.5% and 98.3% respectively and relatively higher in all remaining district except Pune where urban population is more than that of all other districts. Table 3.15 below provides the breakup of workers under different category.

Table 3.15 : Different Category of Workers in the Project Districts District % of

cultivators to main workers

% of agriculture labour to main

worker

% of main worker to

population

% of total worker to total

population Pune 29.99 14.16 37 41 Solapur 40.12 33.75 39 45 Gulbarga 36.14 53.39 32 43 Raichur 37.96 60.34 32.6 43.9 Kurnool 25.78 53.48 41.2 47.9 Anantapur 35.97 45.60 41.7 50.5



3-14

3.4.5. Structures or Sites of Historical, Archaeological, Paleontological, or Architectural Significance

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


4-1

4. ANTICIPATED ENVIRONMENTAL IMPACTS AND ITS MITIGATION MEASURES

127. Environmental impacts have been as sessed considering present environmental setting of the project area, nature and extent of the proposed activities. Suitable approach and methodology was adopted to ascertain likely impacts both during design & construction and operation stage. 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 also been separately discussed. Adequate mitigation measures has been devised to mitigate/minimise all likely environmental impacts.

4.1. Impact on Physical Environment 4.1.1. Climate

128. About 360 trees (110 fruit bearing and 250 non-fruit bearing). Are likely to be c ut which will have minor to negligible impact on t he microclimate of the region.

Design and Construction Phase

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

130. There are no s tudies yet available about the effect of climate change on rainfall or flood pattern of the area that makes it difficult to recommend specific climate proofing measures.

131. Water logging or flood may damage the track if due consideration not given in the low lying areas especially near the Ujni dam.

132. The maximum possible efforts shall be made for minimizing cutting of the trees while finalising the alignment. Compensatory tree plantation undertaken as per prevailing guidelines of State’s forest department. A minimum of 1:3 basis to be followed for tree plantation. The c ontractor will be responsible for planting them or RVNL will get them planted through the forest department for which necessary cost (approximately Rs. 540,000 @ Rs. 500 per tree) will be borne by RVNL. Besides, additional plantation shall be made in station areas and river banks. This will both enhance the aesthetics and useful in checking soil erosion.

Mitigation Measures

133. Adequate cross drainage structures shall be provided wherever incidents of water logging are identified like station yards during detailed project report preparation stage.

134. The doubling of the section will significantly reduce the load on existing road. The doubling of Daund-Gulabarga section saves CO2 Emission to the tune of 175 tonnes/day in comparison with road

Operation Stage


4-2

traffic increase in absence of this doubling. (Appendix 4.1) .Further, the electrification of the route will also reduce the fuel consumption, which in turn will decrease the CO2 emission considerably. The project also envisage compensatory and additional tree plantation along the project section. Hence, the climatic condition of the area will improve significantly. Therefore, no specific mitigation is required except ensuring survival of trees to be planted.

135. No additional climate changes/Impacts are anticipated during operation stage.

4.1.2. Air Quality

136. Air quality may be affected for short duration in and around the construction sites due to various construction activities and v ehicular 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 and ballasting operation • Dust generation due t o transportation and handl ing viz loading,

unloading, storage, and use of construction materials viz earth, sand, ballasts, cement etc.

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

• Gaseous emission from construction vehicles and machinery movement

• Gaseous emissions from hot mix plants likely to be used for access road construction.

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

138. It is important to mention that there are no settlements nearby the probable blasting site. Hence, minimum impact on ai r quality is anticipated due t o blasting. No impact is anticipated due t o any other activity like crushing, sleeper manufacturing etc. since no crushing unit is either proposed under the project as ballast will be procured directly from quarry/crushing unit and r eadymade sleepers will be outsourced.

139. Hot mix plant is likely to be installed at 2-3 locations for few days for construction of approach roads near bridges viz. Major Bridge at Bhima River and its backwater from Ujni Dam (Bhigwan-Jinti Road-Parevadi-Washimbe block sections) and near Mohol from NH- 9 to Railway station. This will generate carbon monoxide (CO), un-burnt hydrocarbon, sulphur di-oxide, particulate matters, and ni trogen


4-3

oxides (NOx) emissions. This may affect the air quality of near by areas especially due to emission discharge from low height stack.

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

Mitigation Measures

• Loading and unloading of construction materials, likely to generate fugitive emission, shall be done in covered area or provisions of water fogging arrangement shall 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 eq uipment. Vehicular pollution check shall be made mandatory.

• Mixing plants and asphalt (hot mix) plants shall be located at least 1 km downwind of the human settlements. The asphalt plants, crushers (if required) and the batching plants shall be sited at least 500m in the downwind direction from the nearest settlement and that too only after receiving a N o-Objection Certificate from the SPCB. Hot mix plant shall be fitted with stack of adequate height as may be pr escribed by SPCB to ensure enough dispersion of flue gases.

• 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 on unpaved haulage roads. • Controlled blasting shall be done in hill cutting areas. All explosives

shall be handled as per applicable regulation. • Trees shall be planted around the construction sites as well and all

efforts shall be m ade 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 shall be us ed in DG sets as well as

machineries.

140. Electrification of the

Operation Phase

project section will significantly reduce the gaseous emission. The only impact during operation phase may be due to loading and unloading of cement bags at Bhigwan and w adi station yards, which shall

Plate 4.1: Loading and Unloading of cement Bags in uncovered area at Bhigwan Station


4-4

create substantial fugitive dust generation5

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

.

• Specific guidelines shall be formulated for material handling practices (particularly for loading and unl oading) of the materials. Instruction defining precautions like avoiding practices of throwing of the bag while unloading from racks and load to trucks.

Mitigation Measures

• The loading/unloading area shall be covered. Feasibility of mechanical sweeper and loading and unloading option may also be explored. Thick plantation shall be c arried out around unloading areas to prevent spread of fugitive dusts.

• The workers shall be provided with masks.

• Use of enclosed cars or covering of open c ars used to carry cements, marbles and other ore materials grains to reduce fugitive dust emissions.

• Traffic should be regulated to avoid traffic congestion. The halt time should not be m ore than 15 m inutes as per usual practice of railways.

4.1.3. Noise and Vibration

142. Ambient noise level may increase marginally due to construction activities, maintenance workshops and vehicles & earthmoving equipment in the nearby areas. However, this increase may be negligible or marginal as source noise will be lesser or equal to the existing noise levels. 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 3-5 dB(A). The expected increase of noise level during construction may create nuisance at the settlement and schools that are very close to the track viz. Benisuroor, Auj village and Jeur railway station etc. Other habitated areas are away from railway line and are unlikely to have any impact due to increase in ambient noise level because of construction activities.


143. Hill cutting activity in hard rock area may increase noise and vibration level in the nearby areas. Since hill, cutting locations are away from habited areas this impact is expected to be insignificant.

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

Mitigation Measures

• Blasting, when required, shall be restricted to daytime only. All the statutory laws, regulations, rules etc, pertaining to procurement, transport, storage, handling and use of explosives shall be s trictly followed. Blasting schedules shall be carried out as per pre

5 During field visits, it was notices that loading and unl oading in the yard was being carried out without any consideration to environmental issues. Substantial dust was generating. Even workers were not wearing the face mask.


4-5

Plate 4.2: A noise sensitive location (school) adjacent to track near Jeur Station

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 s trengthening 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 t iming 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.

• 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 dec lared as silence zone. In forest areas, noise should be controlled by regulating construction activities and their timings.

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

144. During the operation phase,

Operation 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 l ow and within the acceptable limits. The noise level though at nearby settlement and ot her sensitive receptor viz schools etc. nearby track may be disturbing for long-term.

• Acoustic barriers shall be maintained near the noise sensitive locations like Jeur Station near school. Possibility may also be explored to guide the building owner for insulating the windows of the building concerned.

Mitigation Measures

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


4-6

• The rail line will be constructed using long welded track to minimise the number of joints

• Efforts shall be m ade to restrict any construction within 100 m of both side of the track on the line the legislations exists for highway in India.

• 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.

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

145. Loss of productive soil and change in land use is anticipated only at borrow areas since no additional land is required for the project. The doubling will be accommodated within available RoW.


146. Borrow areas to the extent possible will be i dentified at wasteland/unproductive land. The top soil from the productive land shall be pr eserved and reuse for plantation purposes, or rehabilitation of borrow areas.

Mitigation Measures

147. .

4.1.4.2 Soil Erosion

148. Soil erosion is anticipated mainly in the areas near hill cutting sections especially where cutting is involved in weathered and unconsolidated soil material. Table 4.1 lists out the soil erosion prone areas for cutting sections in different types of terrains.

Table 4.1 :List of Erosion Prone Sections

S.No Ch. Km Block-Sections Description 1 301.2-301.8 Bhigwan- Jinti Road Hard rock Cutting 2 309.1-310.2 Jinti Rd- Parevadi Semi-unconsolidated 3 317.3-318.4 Parevadi- Washimbe Hard rock 4 319.1-321.3 Parevadi- Washimbe Hard rock 5 321.9-322.4 Parevadi- Washimbe Hard rock 6 331.7-332.4 Washimbe- Pophlaj Soil 7 337.3-337.8 Pophlaj- Jeur Semi-unconsolidated 8 347.8 Jeur- Bhalwani Semi-unconsolidated 9 357.1-357.9 Bhalwani – Kem Soil

10 492.6-493.7 Akalkot Rd- Nagansur Soil 11 498.1-499.5 Nagansur- Boroti Semi-unconsolidated 12 501-503 Nagansur- Boroti Soil Cutting 13 506 Boroti- Dhudhani Hard rock 14 522.1-523.1 Dhudhani- Kulali Semi-unconsolidated 15 523.4-524.9 Dhudhani- Kulali Semi-unconsolidated 16 532.1-532.8 Kulali- Gaudgaon Semi-unconsolidated 17 564.5-564.9 Bablad- Gulbarga Soil

Source: Field Monitoring


4-7

149. Other areas vulnerable to soil erosion are proposed earth stock pile locations and bor row pits areas. Soil erosion near bridges will be minimal since riverbanks of major rivers are composed of comparatively consolidated material. Clearance of vegetation is also very limited in the sub-project sections.

• Scouring protection structures shall be bui lt at riverbank slopes. If required, the banks shall be pr otected by geo-textiles matting. If banks are damaged, the same shall be repaired immediately after completion of construction activity.

Mitigation Measures

• Construction activity shall be r estricted at erosion prone location during Monsoon.

• Cross drainage structure shall be provided as required to maintain the natural drainage pattern. Provision of side drain shall also be made to guide the water to natural outfalls.

• Stone pitching shall be carried out wherever necessary. • 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 shall be flattened and benc hed. 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 hi gh embankment areas during construction phase. In case soil erosion is found, suitable measures should be taken to control the soil erosion.

150. Unexpected rainfall near low-lying areas and bridge approaches may erode the embankment. Soil erosion condition may arise if borrow area are not stabilized/restored properly.

Operation Phase

• Monitoring of rehabilitation plan of borrow areas in tune with proposed rehabilitation plan.

Mitigation Measures

• Regular monitoring of side-drains and cross drainage structures will be done 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 t aken up. Suitable strengthening measures shall be taken to prevent reoccurrence of soil erosion at


4-8

existing erosion prone locations and pr event erosion at newer locations.

4.1.4.3 Borrow Areas and Quarries

151. The project area topography is characterised by undulating land profile. There are various locations where uplands consist of medium grained hard soil particularly red morrums are available which is favourable for formation. Majority of earth will be borrowed from govt. wasteland and comparatively elevated and less productive privately owned farmland. All local farmers during consultations revealed their concurrence to provide earth from their fields up to certain depth on adequate compensation. However, any uncontrolled borrowing may result in loss of productive soil. During field visit instances of uncontrolled borrowing activity was noticed at certain locations.

152. Illegal quarrying may lead to unstable soil condition. Ballast material is proposed to be pr ocured only from existing and approved quarries in the area. Opening of new quarries is not envisaged due t o the proposed project. There are abundant approved quarries in the area.

• Borrow pits shall be selected from wasteland at least 500m away from the track.

Mitigation Measures

• Borrow areas should be excavated as per the intended end use by the owner. The Indian Road Congress (IRC):10-1961 guidelines (Appendix 4.2) shall be used for selection of borrow pits and amount that can be borrowed.

• Borrow areas should not be l ocated on c ultivable 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.

Plate 4.3: Showing uncontrolled borrowing and quarrying in the project area


4-9

• 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 r ehabilitated may be fish pond or so in consultation with land owner or community.

4.1.4.4 Compaction and Contamination of Soil

153. Soil in the adjoining productive lands beyond the RoW, haulage roads, and construction camp area may be c ompacted due t o movement of construction vehicles, machineries and e quipments. A pproach road close to most of the bridge construction sites are available. However, still additional land shall be required for construction camps, and workshops.

154. Soil may get contaminated due t o inappropriate disposal of liquid waste, lubricating oil and fuel spills, waste oil and lubricant, vehicle/equipment washing effluent) and s olid waste ( fuel filters, oily rags) waste likely to be g enerated from r epair and m aintenance of transport vehicles, construction equipment and machinery as well inappropriate disposal of domestic solid waste and s ewage from construction camps.

• Fuel and l ubricants shall be s tored at the predefined storage location. The storage area shall be paved with gentle slope to a corner and c onnected with a c hamber to collect any spills of the oils.

Mitigation Measures

• All efforts shall be m ade 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 r e-fuelling areas, “oil interceptors” shall be pr ovided. Oil and gr ease spill and oi l soaked materials are to be collected and s tored 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 eq uipment 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-


4-10

biodegradable and recyclable waste shall be sold off. Biodegradable waste shall be compacted in mechanised and movable composter. Non-biodegradable and non-saleable waste shall be di sposed off to authorised landfill site. If land fill site not available then buried the waste in a secured manner.

155. Soil contamination and compaction is not anticipated during operation stage of the project hence, no mitigation proposed.

Operation Stage

4.1.5. Water Resources 4.1.5.1 Ground Water

156. The proposed project can affect the ground water resources mainly due to uncontrolled extraction of groundwater for construction purpose. The ground water table goes down during dry season to the level of 150 m at Kem & Jeur.

Design and Construction Stage

157. Contamination of groundwater is not envisaged since all construction camps will have septic tanks or mobile toilets. Water will be mainly required for compaction of formation and for domestic purpose in the workers camp. Water for construction purpose will be mainly sourced from nearby surface water body. In rest of the section, water will be sourced through tankers. Water will be drawn from Ujni reservoir and can be supplied to Bhigwan, Jeur and up to the Solapur, In rest of the section, deep tube wells/open dug wells will be used. Drinking and domestic water requirement for workers camp will be the arranged by the contractor

158. The contractor will arrange for water required for construction in such a way that the water availability and supply to nearby communities remain unaffected. Since most of surface water bodies except major rivers go dry during summer season, it is proposed that water-harvesting structures shall be constructed at all the stations. 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. This shall form part of project design and included in the bill of quantity.

Mitigation Measures

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

160. 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 increase at stations where water requirement is met through groundwater abstraction.

Operation Stage

Mitigation Measures


4-11

161. Stress on gr oundwater may be r educed 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

162. In total 11 water bodies falls in the sub project area within 100 m either side of the track. These water bodies are either river, or canal. Siltation level may increase during bridge construction over these water bodies. The remaining water bodies ponds, which mostly get created during raining season and go dry during summer season.


163. Alteration of watercourse flow and c hannel morphology is not envisaged since pior extension on most of the major bridges is already available. Hence, impact on aq uatic life is considered insignificant. However, the mitigation measures recognize the unavoidable situation when additional piling work will be r equired for the doubling of the bridges.

164. The piling work shall be undertaken during low flow period. Attempt to reduce number of pillars in the water stream will be under taken considering the river hydrology and morphology and the bridge shall be designed 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 r estored to its original level. Precautions shall be made that no nala or canal is clogged. Following additional measures shall be adopted :

Mitigation Measure

• Substructure construction should be limited to the dry season and cofferdams may be constructed and utilized to lift the spoil directly out of it and carried to the riverbank for land disposal.

• The slopes of embankment leading to water bodies shall be modified suitably to restrict the contaminants entering water bodies.

• Silt fencing and/or brush barrier 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 along the alignment and located away habitated areas and w ater bodies. Construction labourers shall be pr eferable from local population. Sewage from labour camps will treat through septic tanks. Untreated sanitary wastewater shall not be discharged into any surface water bodies.

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

• Water quality shall be monitored as envisaged in the Environmental Monitoring Plan

Operation Stage


4-12

165. By and l arge, no impact is anticipated during the operation phase on the surface water bodies. However, regular monitoring shall be done along the alignment to ensure that flow of water is maintained through cross drains and o ther channels to avoid their blockade/ choking. Regular monitoring of siltation shall be done. There is no contamination risk from leakage of used oil from diesel locomotive since the electrification is proposed along with doubling.

4.2. Impact on Biological Environment 4.2.1. Terrestrial Ecology

4.2.1.1 Disturbance to Vegetation

166. There would be no m ajor impact on the terrestrial ecology except clearing of some trackside trees (360). Majority of them are babool and Neem trees of medium to small girth size.


167. Efforts will be made to minimise tree cutting. Efforts shall also be made to transplant the trees as much as possible. Restriction shall be made to use timber wood as fuel source in construction camps. Compensatory afforestation in 1:3 ratio will be done for each number 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 pl anted will be preferably native in species avoiding the monoculture practices. All tree plantations will be carried out in close consultation with forest department. Adequate horizontal distance shall be maintained between track and rows of tree on both sides to avoid any interference between passenger and t rees’s limbs/branches/canopy during train movement.

Mitigation Measure

168. No direct impact is anticipated during operation stage except accidental damages or absence of proper tree management.

Operation Stage

169. Arrangement shall be made to ensure survivality of the tree plantation. The Social Forest Department or Divisional forest offices shall be consulted or involved in this programme. The tree survivality audit shall also be conducted at least once in a year to assess the effectiveness of the Programme.

Mitigation Measures

4.2.2. Aquatic Ecology 4.2.2.1 Effect on Fishing Activities

170. Fishing activities along the sub-project is mainly in Bhima River and Ujni dam backwater near Bhigwan, Diksar, Jinti Road, and Parevadi. There is no m igratory route of fishes through the river though local movement as usual is there below the bridge over the rivers.


171. There is all possibility to utilise existing pier extension of bridges near the above locations. Hence, no impact viz. migration or breeding


4-13

grounds on fishes/aquatic life is envisaged due to the project. However, the mitigation options have also been provided for the situation when piling activities will be conducted for doubling of bridges.

• Adequate provision shall be m ade in the design to ensure less siltation of water near Bhima River and Ujni dam Backwater.

Mitigation Measures

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

• Effectiveness of all measures suggested to avoid/minimise siltation, which may in turn increase turbidity, shall be ensured.

172. No impact is anticipated during operation phase of the project and hence no mitigation proposed.

Operation Stage

4.2.3. Electromagnetic Radiation 4.2.3.1 Electro Magnetic Field impact

173. Potential impact from electromagnetic radiation includes impairment of

television (TV) reception for residents along the alignment with individual fixed antennas. This is a result of the electromagnetic radiation generated by electric discharges when the pantograph above the electric locomotive loses contact with the contact wire. Generally, this causes picture floating, doubling, and i ntermittent blurring. This influence may cover an area extending up to 50 m on both sides of the track along the line.

Design, Construction and operation Stage

174. Where feasible, affected residents will be assisted in obtaining cable or satellite TV and the overhead catenary system will be well maintained. This cost shall be included in the track electrification and signalling costs of the Project.

Mitigation Measures

175. Maintain the ratio of Signal-noise ratio less than 35 dB around that track.

4.3. Socio-Economic Impact 176. The proposed doubling and electrification will significantly contribute in

social and ec onomic development of the region. No negative social impact is anticipated except minor land acquisition and relocation of few structures. The proposed projects will result in increased employment opportunities for local people during construction stage. Immigration of work force during construction phase is likely to be very less. The demographic configuration will be largely unchanged since majority of the workers will be from local population. Bottlenecks at level crossings where traffic congestion is high will be removed by providing road over bridges. Underpasses near sensitive locations and where there is habitation on both sides will reduce accident risks and improve social interaction between communities.

177. During operation phase of the project, significant socio-economic development will take place in the region. The proposed doubling along


4-14

with electrification will enhance the traffic scenario by providing environmentally sustainable high speed, safe and reliable, economical and all weather service.

178. The present rail section provides an important link in transportation of petroleum products, minerals, cement, fertilisers, sugar and food grains. The existing single between Daund-Gulbarga sections has capacity constraint in bulk freight transportation. The proposed doubling with enhanced capacity will improve investment environment for industries. Since there are numerous places of tourist attractions in and around the project districts, the doubling will accelerate the tourist movement in the area, which in many terms will boost the local economy.

Table 4.2 :List of Commodities, its Production Centres and Destinations S.No Commodity Origin Destination

1 Food Grain Karnal Whitefield 2 Fertilizer Thal Whitefield 3 Gypsum Thal Wadi 4 Container JNPT/Santnager Santnager/JNPT 5 Clinker Malkhaid Hotgi 6 POL Loni Bijapur, Hirenanduru and Wadi

7 Cement

ACC Wadi Kalamboli, Bijapur, Loni, Ambernath

Ultratech Tadpatri Mumbai Zuari, Krishnarajapuram

Mumbai

Vasavadatta, Seram Mumbai CCl, Tandur Mumbai

4.4. Accident Risk and Safety

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


• During the construction phase, contractors shall be r equired to adopt and maintain safe working practices. Usage of appropriate signage in local language at the construction sites shall be displayed generously and visibly to make the travellers aware of the ongoing work. Adequate lighting and fluorescent signage shall be provided at the construction sites.

Mitigation measures

• Pedestrian passageways shall be provided near settlement and sensitive locations viz. Benisuroor, Jeur etc.

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


4-15

• 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 s afety procedures and pr ecautions. 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.

180. Important issues related

Operation phase

with safety during operational phase is monitoring of emergencies and establishing procedures to carry out rescues during sudden disasters such as , fires, high winds, and accidents. Accidents risks are higher in habitated areas particularly where children need to cross the track in absence of any pedestrian crossings one like shown in Plate 4.4.

181. Emergency equipment will be made available at 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 shall 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, collisions, and other accident risks.

Mitigation measures

4.5. Impacts due to Construction Camp 182. Poor sitting and improper management of construction camp may

lead to several adverse impacts on environment viz. (i) loss of vegetation due t o use of wood as fuel source for cooking (ii) deterioration in nearby surface water bodies’ quality (iii) compaction and contamination of soil due t o uncontrolled disposal of solid waste (iv) unhealthy condition due to unsafe drinking water supply to labourers and discharge of sewage.

Plate 4.4: School childrens crossing the railway line near Benisuroor Village

Mitigation measures


4-16

183. 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 shall be well drained. All sites must be graded, ditched and rendered free from depressions such that water may get stagnant and become a nuisance. The living accommodation and anc illary facilities for labour shall be er ected and maintained to standards and scales approved by the resident engineer. All camps should maintain minimum distance of 500 m from habitation, water bodies through traffic route and 1000m from forest areas.

184. All construction camps shall be provided sanitary latrines and urinals with provision of septic tanks attached with soak pits. Storm water drains shall be provided for the flow of used water outside the camp. Drains and ditches shall be treated with bleaching powder on a regular basis. Compliance with the relevant legislation must be strictly adhered. Garbage bins shall be provided in the camp and regularly emptied and t he garbage disposed off in a hy gienic manner. LPG cylinders shall be provided as fuel source for cooking to avoid any tree cutting.

185. 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 shall be provided to facilitate taking injured and ill persons to the nearest hospital. At every workplace, an ambulance containing the prescribed equipment and nur sing staff shall be provided.

186. At every construction site, provision of a day crèche shall be worked out to enable women to leave behind their children. At construction sites where 20 or more women are ordinarily employed, provision shall be made for a hutment for use of children under the age of 6 years belonging to such women.

4.6. Impacts due to Proposed Residential Buildings 187. Altogether 234 quarters are proposed to be constructed to

accommodate approximately 250 persons for the additional requirement of staffs during operation phase of the project. These quarters will be located near important stations where existing facilities are already in place. S ince all these quarters are not located at one particular place, incremental stress on existing resources is minimal. Few key issues associated and its mitigations have been discussed in paragraphs below.

188. Water requirement and Sewage discharge: The total water requirement will be app roximately 156 KLD for Daund-Gulbarga Doubling section and 77 KLD for Pune- Guntakal Electrification Section. The water will be sourced through deep tube wells or supplied through local authorities. 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


4-17

is depleting continuously. The additional load on g roundwater resources shall be augmented by providing rainwater harvesting structures if technically feasible.

189. The total sewage generation will be approximately 125 KLD and 62 KLD from Daund – Gulbarga Doubling and P une- Guntakal Electrification respectively. All sewage will be treated through septic tanks. Hence, no impact on water quality is anticipated.

190. Solid waste: Total solid waste likely to be generated is estimated to be 355 Kg/day in doubling Section and 171 K g/day for Electrification Section. All domestic waste shall be segregated at source into bio degradable and non-biodegradable and w ill be disposed of the identified solid waste dumping grounds.

191. Noise and V ibrations: All residential buildings will be s afely 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.

192. Drainage: Adequate drainage facilities will be pr ovided 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 193. There are various types of community structures/ facilities/utilities

along the proposed alignment. But very few of these are likely to be impacted. The project will require relocation of 14 pucca wells, 4 kutcha wells and 7 tubewells. Shifting of telephone and el ectrical lines needs to be done at few locations.

194. 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 utilities likely to be impacted, such as sources of water, community centres, etc. will be relocated to suitable places.

Mitigation Measures

4.8. Right-of -Way Maintenance

195. Unchecked growth of trees and plants can cover signals, fall onto the tracks and p revent 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), 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.



4-18

196. Recommended measures to prevent and control impacts from right-of-way vegetation maintenance include:

Mitigation Measures

• 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 to provide habitats for a wide variety of plants and animals.

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

• Railways should be designed and m aintained 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 t hermal vegetation control measures shall be us ed 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. Fuel Management 197. After the electrification, very less no. of diesel locomotives will be

operational. However, improper fuel management for these locomotives may lead to soil and water contamination. Storm water falling on f uelling areas and s econdary 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.

Mitigation Measures

• Storage tanks shall have appropriate secondary containment.

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

198. Solid waste is generated from trains and stations and includes food waste, packaging materials from retail facilities, paper, newspaper and a v ariety of disposable food containers in train and common passenger areas. Uncontrolled disposable of these may cause pollution of land/soil, water etc.

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

200. 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 al kalis for locomotives and r olling stock maintenance operation may cause pollution.


4-19

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

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

• Wastewater from service bays shall be s eparated by constructing berms or other barriers.

• Pre-treatment of effluents meeting the discharge standard depending on t he 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 u se to retain wayside grease and ot her

contaminants.

4.11. Occupational Health and safety

4.11.1. Rail Operation 4.11.1.1 Train/Worker Accident

201. 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 to workers on 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.

4.11.1.2 Noise and Vibrations

202. Crewmembers are usually exposed to higher noise levels from locomotives, rolling stocks and m achinery and r epeated mechanical shocks and/or vibration.

• Reduction of internal venting of air brakes to a level that minimizes noise without compromising the crew’s ability to judge brake operation.

• Use of PPE if engineering solutions are not feasible. • Use of dampers at the seat post to reduce the vibration

experienced by the operator. • Installation of active vibration control system for locomotive

suspension, cabs or seat post.

4.11.1.3 Diesel Exhaust

203. However, after electrification, limited diesel locomotives will be operational. However, a set of mitigation measures are being provided to avoid any negative impact on health of locomotive crews and workers in station rail yards and locomotive car-shops due to diesel exhaust.

• Limiting time locomotives shall be allowed to run indoors and use of pusher cars to move it in and out of maintenance shops.

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

• Filtration of air in the train crew cabin.


4-20

• Use of PPE where engineering solutions are not feasible.

4.11.1.4 Fatigue

204. 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.

4.11.1.5 Electrical Hazard

205. Pune – Guntakal Section will use overhead wires to transmit electrical power to the train locomotive or multiple units. Overhead power lines may also be present near non – electrified rail lines.

• Electrical hazards from electrified railways shall be trained in personal track safety. Only workers who are specifically trained and competent in working with overhead lines and conductor rails shall only be allowed to approach these systems.

4.11.1.6 Electric and Magnetic Fields

206. Railway worker on el ectric Railway systems may have a h igher exposure to electric and magnetic fields (EMF) than the general public due to working in proximity to electric power lines. There is no conclusive link between occupational EMF exposure and adv erse health effects

207. EMF exposure shall be prevented or minimised through the preparation and implementation of an EMF safety program including the following components.

• Establishment and identification of safety zones to differentiate between work areas with expected elevated EMF levels compared to those acceptable for public exposure, and limiting access to properly trained workers.

• Implementation of action plan to address potential or confirmed exposure levels that exceed permissible reference occupational exposure levels.

4.11.2. Maintenance of Rolling Stock 208. Occupational hazards typically associated with locomotive and r ailcar

maintenance activities may include physical, chemical, and bi ological hazards as well as confined space entry hazards. Physical hazards may be as sociated with work in proximity to moving equipment and machine safety, including work-portable tools, and el ectrical 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.


4-21

• use of PPEs by workers during maintenance activities

Mitigation measures

• Regular checkups and repairing 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 risks presented by wheel sets

4.11.3. Community Health and Safety 209. 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.

4.11.3.1 General Rail Operational Safety

210. 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.

4.11.3.2 Transport of Dangerous Goods

211. 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 l eaks may result from improper packing and resultant load shifting during transport. Additionally, there is potential for the leakage or spillage during fuelling operations.

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

• Use of tank cars and o ther rolling stocks that meets the national and international standards.

• Preparation of spill prevention and c ontrol and em ergency preparedness and responsive plans based on an anal ysis of hazards, implementation of prevention and control measures.

4.11.3.3 Pedestrian Safety

212. Trespassers on r ail lines and f acilities may incur risks from moving trains, electrical lines and equipment, and hazardous substances. Measures to minimize, prevent or control trespassing include

• Posting of clear and prominent warning signage at potential points of entry to track areas (e.g. stations and level crossing).


4-22

• Installation of fencing of other barriers at stations ends and ot her locations to prevent access to tracks by unauthorized persons.

• Local education, especially to young people, regarding the dangers to trespassing.

• Designing stations to ensure the authorized route is safe, clearly indicated, and easy to use.

• Use of closed – circuits television to monitor rail stations and other areas where trespassing occurs frequently, with a v oice alarm system to deter trespassers.

IEE for Doubling of Daund – Gulbarga & Electrification of Pune – Guntakal Rail Sections Railway Investment Program India (PPTA-4998-IND

5-1

5. ENVIRONMENTAL MANAGEMENT PLAN AND GRIEVANCE REDRESS MECHANISM

5.1. Environmental Management Plan 213. 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 c osts. 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.

214. The EMP consists of a set of mitigation, monitoring and i nstitutional measures to be taken during the design, construction and oper ation 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 215. 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

216. RVNL will review the EMP and i nclude the proposed mitigation measures in the project design as required. AGM will ensure that The EMP requirement is included as ‘Bill of Quantity ( BOQ)’ in all bidding documents and operating contracts. In addition a budg et of approximately Rs. 540,000.00 will be pr ovided by RVNL for compensatory plantation of approximately 1,080 trees at the rate of Rs. 500 per tree.6

5.1.3. Authorities and Their Responsibilities for Implementation of the EMP

The bidding document and contractor’s budget will also include a line item for review and up-gradation of EMP. RVNL will be responsible for reviewing, approving the up-gradation of EMP as well, and ensuring that the contractors comply with the provisions of the EMP during the construction and operation stages. The EMP shall be revised in case of changes in the project design or components. The revised EMP shall also be s ent to ADB for review and endorsement.

6 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.


5-2

217. 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.

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 218. 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 a griculture, community facilities are considered under this EMP.

5.1.5. Contingency Response Plan 219. Field study, public consultation, and c onsultant’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.

220. 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) 221. 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

• 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.

222. The Environmental Monitoring schedule is prepared based on the environmental components that may be a ffected during the construction and ope ration phases of the project and pr ovides 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


5-3

and responsibility for various component of environment is prepared for all stages of project and provided as Appendix 5.3.

223. 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.

224. 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.

225. 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 226. 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

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

228. 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 229. 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 par ticular project. The project after implementation is handed over to MoR for train operation and maintenance.

230. 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


5-4

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

Indian Railways

Field Officer (Environment)

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.

231. However, the higher officials are conscious of project related environmental impacts and ar e 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 requirements and will report to Additional General Manager and environment officer at corporate level. If required the environmental officer can take help of subject experts who have to be hired for solving specific problem . The proposed organisation structure is shown at Figure 5.1.

Figure 5.1 Proposed Organisation Structure

5.2.1. Institutional Capacity Building (Training and Awareness) 232. RVNL requires 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 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 Table 5.1. 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

Environmental Officer –Corporate


5-5

233. The concern/grievances from local/affected people may come up related to inappropriate implementation of various components of EMP. These issues can be eas ily 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 as sessed if the grievances are genuine or suggestion is acceptable. Accordingly, response will be g iven 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 (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.


5-6

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 m ethodology 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 year of operation


6-1

6. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE

6.1. Consultation Method Applied 234. 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 discussed with. Local people from different socio economic backgrounds in the villages along the alignment, passengers, and station managers were also consulted. Public consultations were executed during filed visits in the month of July 2008 and August 2008.

6.2. Public Consultation Milestones 235. The different people contacted and consulted during the course of the

project are given below. However, since the consultations were informal and i nterview based, no question and/or brochures were supplied to the participants.

PARTICIPANTS

Project Proponents

1. Rail Vikas Nigam Limited, Central Railway Representatives : Mr. CK Meena Mode of consultation : Informal Meeting Date : 20/08/08

2. Rail Vikas Nigam Limited, Solapur Division

Representatives : Mr. D. Mane Mode of consultation : Informal Meeting Date : 22/08/08

3. Rail Vikas Nigam Limited, Guntakal Division Representatives : Mr. Shrinivas Loo Mode of consultation : Informal Meeting Date : 11/08/08

4. Ministry of Railway, Government of India Representatives : Mr. Vijay Kumar, Chief Pathway Inspector Jeur, Solapur Division, Central Railway Mode of consultation : Informal Meeting Date : 05/08/08

5. Ministry of Railway, Government of India Representatives : Mr. Shivaji, Path Way Inspectors Jeur, Central Railway Mode of consultation : Informal Meeting Date : 23/08/08

6. Ministry of Railway, Government of India Representatives : Mr. Khan, Path Way Inspectors , Kurduwadi

Central Railway Mode of consultation : Informal Meeting Date : 23/08/08


6-2

Government Regulators

7. Conservator of Forest, Bangalore, state Representatives : Mr. Puniti Sridhar Mode of consultation : Informal Meeting Date : 23/08/08

8. Environmental Officer, Regional pollution Control Board, Gulbarga

Representatives : Mr. Shiv Kumar Mode of consultation : Informal Meeting Date : 27/08/08

9. Town Planner, Urban development authority, Gulbarga Representatives : Mr. Patil Mode of consultation : Informal Meeting Date : 24/07/08

10. Office Supt. Mines and geology Dept. Gulbarga Representatives : Mr. Naik Mode of consultation : Informal Meeting Date : 24/07/08

11. Sr. Geologist, Mines and Geology Dept. Gulbarga Representatives : Dr.R.Y. Agadi Mode of consultation : Informal Meeting Date : 24/07/08

12. Dy. Forest officer, Gulbarga Representatives : Mrs Radha Devi Mode of consultation : Informal Meeting Date : 24/07/08

13. Health Inspector, Gulbarga Station Representatives : Mr. Sandip Virajdar Mode of Consultation : Informal Meeting

Date : 25/08/08

14. Chief Health Inspector, Central Railway Solapur Division Representatives : Mr. B.S. Birajdar Mode of Consultation : Informal Meeting Date : 25/07/08

15. Sr. Doctor, Railway Hospital Solapur division Representatives : Dr. B.R. Patil Mode of Consultation : Informal Meeting Date : 27/08/08

16. Surveyor, Forest Department, Solapur Representatives : Mr. Dhanajay Sharma Mode of Consultation : Informal Meeting Date : 01/08/08

17. Deputy Collector, EGS Branch Solapur division Representatives : Mr. R. Bheidar, MAS Mode of Consultation : Informal Meeting Date : 29/07/08

18. Superintendent of Agriculture, Solapur Division Representatives : Mr.R. Sinde

Mode of Consultation : Informal Meeting Date : 29/07/08


6-3

19. Soil testing & Soil Survey Department, Solapur, Maharashtra

Representatives : Mr. Mukheshwor Mode of Consultation : Informal Meeting Date : 01/08/08

20. Mr. Subash, Gulbarga Urban Development Authority(GUDA), Gulbarga Representatives : Mr. Subash, Estimator, GUDA Mode of Consultation : Informal Meeting Date : 24/07/08

21. Fisheries Department, Ujni Dam, Solapur Representatives : Mr. B.S. Patil, Asst. Fisheries Development Officer Mode of Consultation : Informal Meeting Date : 27/07/08

Beneficiaries

22. Local People, Village, Bablad, Dist; Gulbarga Representative : Manju Nath, Farmer

Javed, Unemployed Hanmanth Rai, Stone Business Bablu, Student Santosh, Student Rajkumar, Agriculture

Mode of Consultation : Informal Consultation Date : 24/07/08

23. Village: Hunsi Hadgil, Dist.: Gulbarga Representative : Sohamling, labour Bhaskar, Labour Mariappa, labour Mallikarjun, Labour Shivaji, Farmer Nagappa, Student Subhash, Businessman Maniappa, Pvt. Service (Rly. Contract) Kantappa, labour Sonappa, Labour Mahadappa, Farmer Virajswami, Local Leader Malaya Patil, Local leader Somsekhar, Gram Panchayat member Prabhulinga, Gram Panchayat member Sivanamma, Gram Panchayat member Mode of Consultation : Informal Consultation

Date : 24/07/08

24. Village: Benisuroor, Dist. :Gulbarga Representative : Ninanna, Gram Panchayat, member Tukaram, Student Pandit, Farmer, Vijay Kumar, farmer, Srimanta, Businessman Shivsharan, Farmer Sitaram, Farmer Laxmikant, Farmer Pandit N. member Gram Panchayat Datta Vankay, farmer C. Naglon, Farmer Balakule, Labour


6-4

Shivlingappa, Labour Sidinavaram, Farmer Subhash jaglale, Farmer Dutta, S. Kumble, Farmer Maibu Nadab, Farmer Sivarana Jamadar, Headmaster, Govt. School Mode of Consultation : Informal Consultation Date : 24/07/08

25. Village: Auj, Dist. : Solapur Representative : Sidhram Vhanumane, Panchayat member Santosh Salgar, Farmer Annsiddh Vhanumane, Electric welder Sakaram Yadav, Labour Datta Dolaye, labour Srimanta Khate, Labour Nagnath Vhanumane, Driver Shankar Vhanumane, Labour Suresh Kuknoor, labour Shride Vhanumane, Farmer Mode of Consultation : Informal Consultation Date : 24/07/08

26. Village: Diksal, Dist. : Pune Representative : Mr. Suryawanshi, Farmer Warman Muruli Gade, Farmer Jaysam Garivade, Farmer Mode of Consultation : Informal Consultation Date : 26/07/08

27. Village: Jeur, Dist. : Solapur Representative : Mr. M D Purude, Principal, Govt. School Sadashiv, Farmer Moore Rahul, Student Ratikant, Student Kiranjeet, Student Shivaji, Farmer Mode of Consultation : Informal Consultation Date : 26/07/08

28. Village: Kem, Dist. : Solapur Representative : Ramchardan, Labour, D K Daund, Retd Govt. Official Devi talekar, Farmar Detthu kale, Labour Y. Remesh, Labour S.G. Vaskar, Retd. Teacher Kishan Puril, Labour, Physically Handicapped Aaginath Guru, Priest Bede, Student Amaranth, Student Arjun, Farmer Suresh Shinde, Farmer Ramesh Daund, Farmer Mode of Consultation : Informal Consultation Date : 26/07/08

29. Village: Mohol, Dist. : Solapur Representative : Balbin Patil, Owner, Gen. Store K. Deshmukh, Farmer Dilip. Deshmukh, Farmer


6-5

Hanumant, Farmer R.V. Badgar, Farmer Patil G D, Student G.V. Yadav, Student S.B. Patil, Student Subhas Deshmukh, Student Mode of Consultation : Informal Consultation Date : 28/07/08

30. Village: Near Ujni Dam, Dist. : Solapur Representative : Venkali, Farmer Mahadav Deshmane, Fisherman Pintu, Fishermen Hari Bhanagai, Fishermen Tulsi ram, Fisherman Chandra Samranpuri, Fisherman Mohan Patre, Fisherman

31. Village: Washimbe, Dist. : Solapur Representative : Salim Jaffer Shariff, Railway Employee Raj Bau Sahrona Patil, Farmer Baban Aaginath, Farmer Mahadev Venkethat, Farmer Sunil Patil, Farmer Mahadev Ganpat Kudae, Farmer Bharatm, Farmer Ranjit, Shopkeeper Mode of Consultation : Informal Consultation Date : 28/07/08

32. Passengers At Different Location throughout the project Area Representative : Suraj Vilas Das, Student

Malappa, Farmer Chandrasekhar, Student D. V Patil, Retd. Serviceman Mandav, Farmer Chennappa, Govt. Serviceman Shrikrishanan, farmer Pandu, Farmer Madhav Poddar, Farmer Chinamma, Govt. Service Prakash Patil, Lecturer Suresh Savankar, Farmer Panduranga Monappa, Businessman Suvvalswami, Handicapped Veerallah, Farmer C.B. Power, Transporter Rahul, Microbiologist S.P.Kakkur, Farmer Ramesh Kadan, Farmer Mode of Consultation : Informal Consultation Date : 24/07/08 to 10/08/08

33. Various Station Masters Representative : All the Station Masters in Project Sites

Mode of Consultation : Informal Consultation Date : 24/07/08 – 07/08/08


6-6

NGO’S

34. Nature conservation Circle NGO, Solapur Representative : Mr. Bharat Chheda, Working President


35. The Donkey Sanctuary – India, Solapur Representative : Dr. Satyajit Patil


6.3. Information disclosed 236. Environmentally focused Consultations were conducted during

reconnaissance site visit in June 2008 and det ailed field survey in July-August 2008 with various stakeholders ranging from Govt. officials, local people, passengers, fishermen and Non-Governmental organizations to understand their concerns, apprehensions, and overall opinion. Informal meetings, interviews were organized covering the entire project stretch. The informal consultation generally started with explaining the sub projects, followed by an explanation to potential impacts. Participant’s views were gathered with regard to existing baseline environmental condition, source of construction material, perceived benefit, perceived losses, economic development, impact on flora and f auna, loss of agricultural land effect on ai r and noise quality of the area, water availability, accident & risk.

6.4. Compliance with Relevant Regulatory Requirements 237. In India, public consultation is mandatory only in case of Category A

and B projects7

238. Public consultation was undertaken as per the ADB requirements. All the five principles of information dissemination, information solicitation, integration, coordination and eng agement 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 publ ic hearing is required for the proposed doubling project under the environmental law EIA Notification. However, being a c ategory B project as per ADB Environmental Guidelines 2003, consultation was executed 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 239. Discussions were carried out with large number of people from

different administrative, social and ec onomic backgrounds. Their concerns and opinions about various environmental issues have been summarized in the following four categories:

6.5.1. Proponents’ Comments 240. The proponents are of the view that the proposed project activities are

not likely to cause any significant environmental impacts. However, 7 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.


6-7

they are appreciated the possible impacts during the construction and operation phases of the proposed project and have shown their willingness to implement suggested mitigation measures in the IEE. The railway officials of respective sections also provided the technical information about the project. The issues of benefits to the public due to the proposed project were also discussed with them.

6.5.2. Beneficiaries’ Comments 241. People in general at all locations were fervent about the project.

Group consultation was held at various locations to assess the acceptability level among the people. Issues emerged were more or less similar at all location. They perceive that benefits are many fold more than adverse impacts. Passengers from all sections viz. office goers, students, businessman and other workers were most happy section to hear about the project. They shared the problem of long hours of delay in commuting due to single line. However, they did not point out any concern about any specific environmental issues.

242. Consultations with local people were conducted at Benisuroor village, Hunshihudgil village, Auj village, Inglagi village, Kem village, Mohal Railway station, Kurduwadi railway station, Akalkot railway station, Gulbarga railway station, Bablad village, Washimbe village, Issues emerged were more or less similar at all location. Some specific issues emerged during consultations at certain locations have been described in following paragraphs.

243. Consultation at Hunshi Hudgil Village: Sixteen people from different occupational background, age group and social category participated in the consultation process. Majority of them were not aware about the project. Everyone welcomed the decision of doubling with positive apprehensions that accessibility to colleges, schools and hospitals at cities like Solapur and G ulbarga will be eas ier. Some people demanded employment opportunity during construction phase. All of them demanded a halt near their village so that they can take maximum benefit of the project.

244. Consultation at Benisuroor Village: The village is nearly 2 km from Kulali Railway stations and very near to the railway track. The total population is over 1500. Main population is concentrated on the left side of the railway line. There is a school located on other side of the railway line. There is also a l evel crossing nearby which is hardly being used by school children and other pedestrians. Earlier, a cross drainage structure was being used for crossing over the track by both cattles and local residents. Nevertheless, with passage of time, it has now get blocked due accumulation of soil and mud. School children from other side usually cross the rail line resulting occasional accidents. Villagers demanded an underpass catering both pedestrians and c attles. They also suggested for relocation of the school if underpass is technically not feasible. They also demanded flattening of steep gradient of approach road near level crossing and relief from noise and vibration.

245. Auj Village: People were aware about the project. The village is in between Hotgi (5.5 Km) and Tilati (7.0 km) railway stations. They expressed their concern about noise and vibrations due to movement of trains and suggested doubling of track on right side. They suggested for a halt near Auj to maximise benefits to local population since it would not only cater Auj but also other nearby villages i.e. Hip


6-8

lab, Singadgaon, Achhagaon etc. and henc e can serve more than 12000 people.

246. Near Jeur Station: Jeur is an important sub-urban centre. This is one of the most sensitive locations vis-à-vis doubling activities. One high school with more than 4000 students is located very close to the track (15m) and further to the track; National Highway-19 is located. Besides, noise problem the students are always at accident risk due to train movement and vehicles on the road. The principal insisted for a foot over bridge at this location and s uggested for doubling on r ight side and speed limitation near the school.

6.5.3. Government Regulators’ Comments 247. Consultations were carried out with various Government officials along

the project corridor. Officials from Maharashtra State Pollution Control Board and Karnataka State Pollution Control Board officials were consulted for obtaining information about existing baseline environment of the region and critical areas in the region. They emphasized periodic monitoring of noise and air particularly during construction phase near area like Bhigwan, Hotgi and Wadi. They suggested stringent supervision during construction about source of water during the construction, surface water pollution and pot ential environmental problems in construction camp. Discussion with Forest officials were carried out to know about presence of any forests in the project area. They confirmed that there is no forest in the close vicinity however; some social forestry activities are there near Jeur, Parevadi, Bhigwan and Jinti Road. Officials of fisheries department informed that productive fishing is confined to the area nearby Ujni Dam Reservoir & area near to Bhima River.

6.5.4. Other Stake Holders’ Comments 248. The views given by working president of a prominent local NGO of

Solapur (Nature conservation Circle) and Dr. Satyajit Patil (The donkey Sanctuary-India) made some very good suggestions, which often are overlooked during such project. He made some very valuable suggestions like (i) adequate measures during borrowing of earth to save reptiles and also workers from snake-bites (ii) adequate cattle/animal underpasses at certain locations in consultation with forest department, (iii) accumulation of rainwater or creation of small water bodies on bot h sides where water is not available at long distance for cattle/animals and (iv) storage facility/parcel rooms at stations for vegetables and other agricultural produce and (v) awareness for construction workers not to disturb the local ecology.

6.6. Integration of Comments into the IEE 249. During discussions, notes were taken for any issue raised and

suggestions made. References have been t aken from public opinion where no of ficial data were available for understanding of the study area characteristics. Each of the issues were then analysed for practical and s cientific 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 s uggested drawing points from all the suggested measures.

6.7. Post IEE Public Participation and Information Disclosure 250. As per ADB procedure this IEE will be disclosed on ADB EA’s

website.


6-9

IEE for Doubling of Daund – Gulbarga & Electrification of Pune – Guntakal Rail SectionsRailway Investment Program India (PPTA-4998-IND

6-10

Plate 6.1: Consultation at Benisuroor Village Plate6.2: Consultation near Hunshi Hudgil

Plate 6.3: Consultation at Auj Village Plate 6.4 : Consultation near Inglagi Village

Plate 6.5: Consultation near Kem Village Plate 6.6: Consultation Near Mohol Station


6-11

Plate 6.7 Consultation near Kurduwadi Station Plate 6.8: Consultation with Principal of Jeur High

School

Plate 6.9: Discussion with representatives of Local

NGO’s Plate 6.10: Consultation with fisherman near

Bhima river

Plate 6.11: Consultation with passengers at

Akkalkot Railway station Plate 6.12: Consultation with passengers at

Gulbarga Railway Stations

IEE for Doubling of Daund – Gulbarga & Electrification of Pune – Guntakal Rail SectionsRailway Investment Program India (PPTA-4998-IND

6-12

Plate6.13: Discussion with Station Manager and Health Inspector of Gulbarga Railway station.

Plate 6.14: Discussion with Station manager at Ganagapur Station

Plate 6.15: Discussion with station manager and other railway staffs at Hotgi railway station

Plate 6.16: Discussion with Railway staffs at Bhigwan Railway Station

Plate 6.17: Consultation with local people near Bablad

Plate 6.18: Consultation near Washimbe railway station


7-1

7. FINDINGS, RECOMMENDATIONS AND CONCLUSIONS

251. The project involves doubling of railway track along with the existing alignment for Daund-Gulbarga and electrification of Pune Guntakal rail sections. The proposed double track would be of standard broad gauge of 1.676m width with the distance of 5.90 m between two tracks. Key project activities for doubling sections involve rail bed formation, bridge constructions8

252. The project is categorized as B in accordance with ADB Guidelines 2003 and SPS 09 requiring Initial Environmental Examinations. As per Indian Legislative system, no env ironmental clearance is required from Ministry of Environment and Forest, Govt. of India for railway project. However, other clearances permission for cutting of trees and consent from State Pollution Control Board will be required.

, up gradation of ROBs and RUBs, construction & improvement of side drains, construction of residential accommodation and s ervice building. Main activities involved in electrification section is arrangement of power supply, laying of transmission lines, general electric works, construction of sub-station and residential and service buildings.

253. The IEE has been c onducted between April to August 2008 i n consistent to the ADB‘s environmental assessment guidelines, 2003. The report was updated as per SPS 09 in November 2010. Both primary and s econdary data sources were envisaged 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 254. 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 ar e temporary in nature. Some impacts require design considerations and are suitably addressed.

255. The alignment does not pass through any ecologically sensitive or protected areas. The land use pattern around the alignment is primarily agriculture. The impact is primarily due to land clearing for rail bed formations, transportation of construction material. All likely impacts are briefed in the following paragraph.

• Very few trees are likely to be c ut. The compensatory a forestation is proposed at the ratio 1:3. Additional plantation will be done at riverbanks and wherever land is available with railways in the station areas.

• 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 will reduce the accident risk during operation phase.

• The project section is cutting across some water bodies including rivers. Design considerations have taken into account

8 Piling for bridge at major rivers may not be required since pier extensions are already available at exiting bridges.


7-2

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 m ade to avoid any water logging/seepage to embankment.

• Soil erosion along embankment slope, cutting sections passing through hard rock, loose & unconsolidated material shall be prevented through retaining walls, 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 landuse 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 GHG emission significantly due to shift of transport mode for bulk traffic and passenger from road to rail and electrification of entire sub-project sections 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 pr ovided 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 al ready diminishing groundwater resources. All measures like water harvesting shall be t aken to conserve and augm ent the groundwater resources.

256. The implementation of prescribed mitigation measures will minimize the adverse impacts. Moreover, the impacts shall be m onitored continually by implementing and updating the Environmental Management plan and Environmental Monitoring Plan.

257. The project received support and consent from most of local people. The local people did not perceive any adverse impact due t o the proposed project if all environmental safeguard is implemented by the executing agency. Environmental awareness and l ikewise concern were found generally low. NGO’s have welcomed it for the overall development of the area and also provided some important suggestions (mentioned in public consultation chapter) which many a times are overlooked by the executing agencies.

258. Post Environmental Assessment Surveillance and M onitoring 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


7-3

the norms have been d etailed out as a par t of EMP. The frequency has been set in consideration of the likely impacts.

7.2. Conclusions 259. 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 c apacity strengthening measures shall be i mplemented for the same. The timely actions shall be needed for obtaining the permissions necessary permissions prior to and dur ing construction stage. No additional studies or need of undertaking detailed EIA is envisaged at this stage for both doubling and electrifications sub-projects.

260. 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 s ubmitted 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 reviewed by them and examine whether major changes or major additional works have been included.


I

APPENDIX 2.1: REIA Checklist for Daund – Gulbarga Section

ROADS AND HIGHWAYS

(Suitably modified for the use of railway Project)

DAUND-GULBARGA 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: Railway Sector Improvement Program – Daund –

Gulbarga Section Sector Division: SARD/SATC SCREENING QUESTIONS Yes No REMARKS Project Sitting 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

• 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 embankments, cuts, fills, and quarries?

A narrow strip of embankment/rail bed formation is required mostly along the existing railway track without any disfiguration of landscape and encroachment on historical /cultural area.


II

Cutting is limited to the area where the proposed doubling is passing through hard rock terrain. The quantity of earthwork involved is 31.59 lakhs Cum in bank, 16.22 lakhs in cutting and 10.47 lakh cum of blanketing material on top.

• Encroachment on precious ecology (e.g. sensitive or protected 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 des igned 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 t aken 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 few 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 roads?

Transport routes for construction vehicle shall be decided considering 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 ado pted to prevent any such conditions.

• Creation of temporary breeding habitats for mosquito vectors of disease? No such condition is anticipated


III

• Dislocation and compulsory resettlement of people living in right-of-way?

Encroachment in Right-of-way is minimal. 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 B .As per MOEF latest EIA notification, no Environmental Clearance is required for this project. However, all statutory permissions and consent shall be obtained prior to construction


IV

APPENDIX 2.2: REIA Checklist for Pune- Guntakal Electrification

(Suitably modified for the use of railway Project)

PUNE-GUNTAKAL ELECTRIFICATION

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: Railway Sector Investment Program : Pune – Guntakal

Electrification Sector Division: SARD/SATC SCREENING QUESTIONS Yes No REMARKS Project Sitting 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

• 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 embankments, cuts, fills, and quarries?

• Encroachment on precious ecology (e.g. sensitive or protected areas)?

• Alteration of surface water hydrology of waterways crossed by railways, resulting in increased sediment in


V

streams affected by increased soil erosion at construction site?

• 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?

• Noise and vibration due to blasting and other civil works?

Blasting is envisaged only at one location for construction of electrical substation near Mantrayalaya Road station. Noise level may increase temporarily during electrification activities

• Dislocation or involuntary resettlement of people? Negligible, To be c onfirmed with

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 roads?

Transport routes for transporting vehicles shall be decided considering 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?

Workers camp for electrification work is not envisaged if required adequate sanitary condition will be maintained.

• 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?

• 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?

Noise level may temporarily increase during electrification activities. No air pollution is anticipated during operation stage since the route is being electrified.

• 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.


VI

APPENDIX 2.3: List of Major Bridges (Daund-Gulbarga Doubling Section)

S.No Section From ( KM) To( KM)

Span Length Type

1 JNTR-PRWD 315/1 315/2 3/30.5 GIRDER 2 PRWD-WSB 317/3 317/8-9 3/30.5 GIRDER 3 JH-BLHI 341/1 341/5-6 6/4.57 ARCH 4 JH-BLHI 343/1 343/2-3 7/6.10 ARCH 5 JH-BLHI 345/1 345/4-5 4/4.57 ARCH 6 JH-BLHI 349/1 349/3-4 3/6.10 ARCH 7 BLHI-KEM 350/5 350/9-0 4/6.10 ARCH 8 KEM-DHS 358/2 358/5-6 3/6.10 ARCH 9 KWV-WDS 383/1 383/3-4 4/4.57 ARCH

10 WDS-MA 386/2 386/2-3 13/6.10 ARCH 11 MA-WKA 396/2 396/8-0 7/9.14 ARCH 12 WKA-AAG 400/3 400/8-9 2/9.14 ARCH 13 WKA-AAG 403/3 403/6-7 3/9.14 ARCH 14 AAG-MKPT 407/1 407/2-3 6/9.14 ARCH 15 HG-TLT 474/1 474/3-4 4/6.10 ARCH 16 HG-TLT 474/2 474/4-5 4/6.10 ARCH 17 TLT-AKOR 480/3 480/9-0 10/6.10 ARCH 18 TLT-AKOR 485/3 485/8-9 3/6.10 ARCH 19 KUI-GDGN 532/1 532/0-1 6/18.29 GIRDER 20 GUGN-GUR 538/1 535/2-3 3/6.10 GIRDER 21 GUGN-GUR 538/2 538/2-3 5/18.29 GIRDER 22 GUGN-GUR 538/3 538/2-3 10/9.14 GIRDER 23 HHD-SVG 553/1 553/9-0 4/6.10 ARCH 24 SVG-BBD 561/2 531/8-9 3/6.10 ARCH


VII

APPENDIX 3.1: NATIONAL AMBIENT AIR QUALITY STANDARDS

The finding[As Notified on 1 8th 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

** 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.

measurements in a year taken twice a week 24-hourly at uniform interval.

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


VIII

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


IX

APPENDIX 3.3: Drinking Water Standards and Probable Effects On Human Health (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, corrosives & 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. E xcessive 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 m g/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


X

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). C d 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 tumors, 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 di sturbs the cholesterol metabolism.

28 MANGANESE, as Mn, mg/l 0.10 0.30

Essential as a cofactor in enzyme systems and m etabolism processes. E xcessive 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.

31 ALKALINITY, as CaCO3, 200 600 Imparts unpleasant taste,


XI

S. No. Parameters Prescribed limits Probable effects Desirable Permissible

mg/l 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 ner vous 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.


XII

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


XIII

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 “ Daund to Gulbarga” 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 5.23 Million Tonne Per Annum has been assessed to move on t his line from the year 2010-11 (1st year of operation) as per information available thorough Railway Board, Delhi.

• The shortest distance between Daund to Gulbarga considered as 335 kms will move via SH-67,SH-143, SH-32, NH-9, SH-62, SH-10, SH-19.

• 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 “Daund to Gulbarga” section was indicatively

calculated based on the traffic volume transmitted through freight trains with the following conditions:

• A total traffic of 5.23 million Tonne Per Annum has been assessed to move on t his line from the year 2010-11( 1st year of operation) as per information available thorough Railway Board, Delhi.

• Distance travelled between Daund to Gulbarga via train is 225 kms.

4. After comparison of both a and b conditions; as conclusive evidence it can be seen that there will be total saving of 175.5 tonnes of CO2

in a day after, if 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.


XIV

a) GHGs Emissions if traffic moved via Trucks

S.N Total Load

(tonnes)

Trailing load per trucks

(tonnes)

Number of trucks per year

Number of trucks per day

fuel efficien

cy (litre/k

m)

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 5,230,000

25 209200 573.15068

3.1 22,607,096.77 0.0387 874,894.65

74.1 64,829,693.21

64,829.69

177.62

Diesel energy conversion:0.3870 GJ/liter, 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 km per

day

i 5,230,000 4524 1156.057 3.1672783 2.65 268.81 0.0387 10.40 74.1 770.86 2.11


XV

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. A greement 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 RESPONSIBILTY The Contractor shall obtain representative samples from each of the identified borrow areas and ha ve these tested at the site laboratory following a testing programme approved by the Engineer. I t shall be ens ured 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 m anner 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.


XVI

(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 throughout 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 c m 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.

D. Borrow Areas near Settlements


XVII

(i) The preservation of topsoil will be carried out in stockpile.

(ii) A 15 c m 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 r e-developed immediately after borrowing is completed. If spoils are dumped, that will be covered with a l ayers 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 f illed in such a way that it looks more or less like the original round surface.

• Borrow areas might be us ed for aquaculture in case landowner wants such development. In that case, such borrow area will be photographed after their post use restoration and E nvironment 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.


XVIII

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 Requirements

Switch over of alignment CH 294.86, 330,421.60, 470.04, 562.33, 562.53, 567.99

During Design Stage

Project Preparation Costs

Design Consultant

RVNL, PMC

2. Climate

Increase in temperature due to tree cutting/

clearance of vegetation

• 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


XIX



Documents


Time Frame

Mitigation Cost


Implementation Supervision Flooding/Water logging

• Provision of adequate cross drainage structures.

• Improve drainage to restrict the flooding due to poor drainage.

Design requirement

Throughout the stretch especially near water crossings

Design Stage

Project preparation Cost

Design Consultant

RVNL, PMC

Drought • No uncontrolled abstraction of groundwater.

• Augmentation of groundwater through rainwater harvesting

Project requirement

Throughout the project area

Construction stage

Included in construction cost

Contractor RVNL, PMC

4. Air Quality

Dust Generation due to construction activities and transport storage and handling of construction materials.

• Transport of loose and fine materials through covered vehicles.

• Loading and unloading of construction materials in covered area or make provision of water fogging around these areas to arrest the dust generation.

• Approach roads shall be p aved 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.

• Controlled blasting in hill cutting areas. • 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


contractor RVNL, PMC

Emission from vehicle, equipments and machinery.

• Regular maintenance of machinery and equipment.

• Mixing plants and asphalt will be sited at least 1 km in the downwind direction from the nearest settlement.

• Hotmix 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

Environmental Protection Act, 1986; The Air (Prevention and Control of Pollution) Act, 1981 and amendments thereof

Asphalt mixing plants, DG sets locations





XX



Documents


Time Frame

Mitigation Cost


Implementation Supervision above equipments

• DG sets to be fitted with stacks of 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.

• Monitoring of air quality as per EMoP.

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 noise barrier at sensitive locations or alternatively its relocation. Time regulation near residential and other sensitive areas

• Protection devices (ear plugs or ear muffs) will be pr ovided to the workers operating in the vicinity of high noise generating machines.

• Forest area shall be declared as a silence zone. Speed control shall be enforced in forest areas.

• Noise Monitoring as per EMoP.

Legal requirement Noise Pollution (Regulation and Control) Rules, 2000 and amendments thereof

Throughout project section especially at construction sites, major bridge locations and identified blasting locations. Noise barrier at school near Jeur and Benisuroor


Included in construction Cost. Monitoring Cost as indicated In EMoP.

Contractor

RVNL, PMC

Noise and vibration due to blasting.

• Blasting when 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,

Cutting sections where blasting may be required



Contractor


XXI



Documents


Time Frame

Mitigation Cost


Implementation Supervision 2000 and amendments thereof

6. Land and Soil Land use

Change and Loss of productive/top soil

• Agricultural areas not to be used as borrow areas unless requested by the landowner for making ponds or for lowering the land for making it cultivable.

• Top soil shall be preserved and laid over either on t he embankment slope 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 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

Design requirement

Throughout the stretch especially at all major river bridges and hill cutting areas.

Design and construction stage

Project preparation cost and construction cost

Design consultant and Contractor,

RVNL, PMC


XXII



Documents


Time Frame

Mitigation Cost


Implementation Supervision 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. Design requirement

At earth stockpiles construction stage

construction cost


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 f or borrow areas. Borrow pits shall not be s elected nearby the settlement.

• Priority shall be gi ven to the borrowing from humps/upland/mounds and lowering of agricultural fields above the general ground level. However, lowering

IRC Guidelines 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




XXIII



Documents


Time Frame

Mitigation Cost


Implementation Supervision 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 s ite. 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.

• 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

• Construction vehicles, machinery, and equipment to be stationed in the designated ROW to avoid compaction.

• Approach roads/haulage roads shall be designed along the barren and hard soil area to reduce the compaction.

Design requirement

Parking areas, Haulage roads and construction yards.

Just before commencement of construction



• Contamination of soil due to leakage/spillage of oil, bituminous and non bituminous debris

• Fuel and lubricants shall be s tored 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 s tored at the designated place prior to disposal. To avoid soil contamination at the wash-down and re-

Design requirement

Fuelling stations, construction sites, and construction camps and disposal location.

Just before commencement of construction


Contractor; RVNL, PMC


XXIV



Documents


Time Frame

Mitigation Cost


Implementation Supervision 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 re-refiners.

• 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 r eclaimed 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

• Contractor will arrange and ensure maximize use of surface water. The

Design requirement

Throughout the During Construction

Included in construction

Contractor, RVNL, PMC


XXV



Documents


Time Frame

Mitigation Cost


Implementation Supervision resources due to unregulated abstraction for construction purpose

ground water extraction shall be m ade with due permission.

• No abstraction from already depleted aquifers.

• Water intensive activities preferably not to be undertaken during summer period (April, May June)

• Augmentation through incorporating water harvesting structures at all the stations, if technically feasible.

Groundwater authority and irrigation department

Project section

stage costs

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.

During Construction stage



• Siltation in water bodies due to construction activities/

earthwork

• Bridge construction preferably to be limited to the dry season 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 /debries should be collected and stockpiled for possible reuse for land filling or slop protection.

2. 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

During Construction stage

Included in construction Cost


Deterioration in • Vehicles and equipment to be properly The Water Water bodies, During Included in Contractor RVNL, PMC


XXVI



Documents


Time Frame

Mitigation Cost


Implementation Supervision Surface water quality due to leakage from vehicles and equipments.

maintained and refueled at dedicated locations and n ot near surface water bodies.

• Oil and gr ease traps to be p rovided at re-fuelling locations.

• Construction camp to be s ited away from water bodies.

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

• Water quality shall be monitored periodically.

(Prevention & Control of Pollution) Act, 1974 and amendments thereof.

refueling stations, construction camps,

Construction Stage

construction cost Monitoring cost as indicated in EMoP

8. Flora and Fauna • Vegetation loss

due to site preparation and construction activities

• Suitable modifications in design to minimize tree cutting especially Medicinal and other important trees.

• Rail side trees to be removed with prior approval of DFO.

• Compensatory plantation at 1:3 basis • Provision of LPG in construction camp

as fuel source to avoid tree cutting.

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 DFO or contractor

RVNL, PMC

Impact on fishing activity (production, spawning and breeding grounds)

• Siltation and water contamination shall be prevented to reduce turbidity.

• Under ground noise level to be generated due to pile driving must be in range to sustain fish life.

• Restricting construction activity during the breeding period.

State Govt. Fisheries Department guidelines and Best practices

Near Ujni dam backwater/reservoir.

During Construction Stage

Covered in construction cost.


9. Construction Camps • Impact associated • All camps should maintain minimum Design All construction During Included in Contractor in RVNL, PMC


XXVII



Documents


Time Frame

Mitigation Cost


Implementation Supervision with location distance of 500 m from habitation, water

bodies and1000m from forest areas. Requirement

camps Construction stage

construction Cost

consultation with 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

(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 Cost

Contractor. RVNL, PMC

10 Accident and Safety Risks Pedestrians,

animal and Vehicular movement,

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

• Underpasses in forest areas at suitable locations and as feasible.

• All road crossings where traffic intensity is high shall preferably 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

provided 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 as per design

RVNL, PMC


XXVIII



Documents


Time Frame

Mitigation Cost


Implementation Supervision 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 mandatorily.

• 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.


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,

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

RVNL, PMC

B. Operation Stage 1. Climate

Global Warming Effect

• Plantation of additional trees besides compensatory afforestation.

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

Respective Divisions of Central and South Central Railway

2. Air quality


XXIX



Documents


Time Frame

Mitigation Cost


Implementation Supervision Emission from

locomotives • Negligible since the project includes

electrification of route. • Use of low sulfur fuel in case of diesel

locomotives.

Through out the project route.

During whole operation period



Fugitive emission due to loading/ unloading and transport of cement/coal/ white marble

• Specific guidelines shall be formulated for material handling practices (particularly for loading and unloading) of the materials. Instruction defining precautions like:

• Avoid practices of throwing of the bags while unloading from racks and loading to trucks.

• The spill over material shall be collected immediately after unloading and efforts shall be made for its recycle / reuse.

• 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 loading and unloading option may also be explored. Thick plantation shall be carried out around unloading areas to prevent spread of fugitive dusts.

3. The workers shall be provided with face masks and other Personal protective equipments (PPEs)

Bhigwan, Hotgi Wadi and Shahabad Stations




Air pollution due to traffic congestion near level crossings

• Provision of ROB at level crossings where traffic congestion is more.

• Traffic regulation to prevent traffic blockage

At congested level crossings




3. Noise and Vibration


XXX



Documents


Time Frame

Mitigation Cost


Implementation Supervision Noise due to

movement of trains

• Maintenance and tree plantation near sensitive locations like hospitals, schools

• Restriction on construction activities within 100m from railway boundary.

• Speed limitation near habitated areas

Noise Pollution (Regulation and Control) Rules, 2000 and amendments thereof

School near Jeur station and Benisuroor village.

During Whole Operation Period



Vibration • Provision of sand pockets near vibration prone areas and speed limitation near bridge approaches.

Project requirement

Vibration Prone areas.


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



Soil erosion at borrow areas

• Monitoring of borrow areas rehabilitation plan

Project Requirement

At identified borrow areas.

5. Water Resources Scarce condition

due to abstraction in residential colonies

• Maintainenace of water harvesting structures.

Proposed residential colonies

Through out operation period

Included in Operation/ Maintenance cost


Contamination of surface water 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

Included in Operation/ Maintenance cost

Siltation • Periodic monitoring of siltation in water bodies.

Water logging due to blockade 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.



XXXI



Documents


Time Frame

Mitigation Cost



6. Flora and Fauna Vegetation • Planted trees, shrubs, and grasses to

be properly maintained. • The tree survivality audit to be

conducted at least once in a year

Forest Conservation Act 1980

Throughout project section

During first year of operation period

Indicated in Monitoring cost in EMoP


7. Electro-magnetic Radiation Impairment of

television/cable reception

• Affected residents to be assisted in obtaining cable or satellite TV and t he overhead catenary system to be well maintained.

• Maintain the ratio of Signal-noise ratio to the acceptable limit.

Indian Electricity Rules, 1956

Throughout the Project section

During Operation Stage

Included in the electrification and signaling costs of the Project.


8. Accident Risk and Safety Emergency

conditions viz. flood, operational failures etc.

• Emergency equipment to be stockpiled in stations personnel to be t rained to serve on rescue teams in case of flood, fire, accidents etc.

• Right-of-way shall be fenced near habitation and other sensitive locations.

• Use of latest railway operational mechanism to avoid derailment, collisions and other accident risks.

Project requirement

Throughout the Project route

During whole operation stage



9. Impact due to Proposed Residential Buildings Land and water

contamination due to 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

Near Daund, Kurudwadi, Solapur, Gangapur Road, Wadi, Yadgir, Raichur and Adoni.

During Operation stage



Water logging due to inadequate storm water drainage

• Provision of adequate drainage facilities at proposed residential colonies.


XXXII



Documents


Time Frame

Mitigation Cost


Implementation Supervision Solid waste

disposal • Disposal of solid waste after

segregation into biodegradable and non-biodegradable material.

• Provision of small bio-composter.

10. Flooding/ Track inundation Track inundation

due to choking of drainage channels

• Regular cleaning of drains/channels in the vicinity.

• Drains on both sides in cutting sections should be cleaned regularly.

• Maintaining good drainage systems in yards/stations.

Project operation Requirement

Throughout the stretch particularly near flood prone major crossings


Overall Operation cost


11. Right-of-Way Maintenance Accident Risk due

to uncontrolled growth of vegetation

• The track area shall be kept 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.

Project requirement

Throughout the Project route

During whole operation period.



12. 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



13. Waste Management due to Rail Operation Pollution

Prevention and Control

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

• Wastewater from service bays shall be separated.

Project requirement

Throughout the stretch mainly train washing area/yards

Whole operation period




XXXIII



Documents


Time Frame

Mitigation Cost


Implementation Supervision • Aqueous detergent and water based

paints shall be used. • Track mats shall be u se to retain

wayside grease and other contaminants.

C. Occupational Health And Safety Train worker

Accidents • Training to workers in personal track

safety procedures • Blocking train traffic during

Maintainenace 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 to train crew members

• Use of PPEs by crew members. • Engines to be fitted with active vibration

control systems for locomotives suspensions cabs or seat posts.

Inside Trains

Impact on Health due to EMF exposure

• Establishment and identification of safety zones to differentiate between work areas with expected elevated EMF levels compared to those acceptable for public exposure, and limiting access to properly trained workers.

• Implementation of an action plan to address potential or confirmed exposure levels that exceed reference occupational exposure levels from reputed firms.

Railway Track s

Electrical Hazard to workers

• Workers shall be trained about electrical hazards from electrified railways. Workers specifically trained and competent in working with overhead lines and conductor rails to be only allowed to approach these systems.

Railways Tracks

Exposure to diesel exhaust to rail operating and

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

Train Crew Cabin, Locomotive shops


XXXIV



Documents


Time Frame

Mitigation Cost


Implementation Supervision maintenance staffs

• Filtration of air in the train crew cabin. • Use of PPE where engineering

solutions are not feasible. 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 to avoid any slippage due to grease & oil.

• Proper collection, storage and disposal of hazardous waste like waste oil and grease , lead acid batteries, 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.

• Screening, acceptance and transport of dangerous goods and labeling of containers.

• Use of tank cars and other rolling stocks meeting national and international standards.

• Preparation of spill prevention control and emergency preparedness and responsive plans.

Throughout the project stretch




EMP costs are largely part of BOQ except in cases where it is specified.


XXXV

APPENDIX 5.2: ENVIRONMENTAL MONITORING PLAN (EMoP)

Environmental Component

Project Stage Parameters Location Frequency Standards Approximate cost (Rs)


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 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 Bhigwan and Wadi ( 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


Respective Divisions (Central railway, South – Central Railway), 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 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


Respective Divisions (Central railway), RVNL, PMC

Siltation in water bodies

Construction Stage

Construction stage Bhima River and Ujni Dam Backwater Once during rainy seasons of the construction period.

As per CWC/WRD guidelines

Part of routine action

of engineering

team

Contractor through his team

RVNL, PMC


XXXVI




Operation stage

Operation stage Bhima and Ujni dam Backwater Day and Night levels once in four months for first year

National Ambient air quality standard with respect to Noise

Part of routine action

of engineering

team

Support from CWC/State Govt. irrigation Department

Respective Divisions (Central railway)

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 Viz. Jeur, Benisuroor

and Auj Village

During the air quality monitoring period


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

Jeur school, Benisuroor Village, Auj Village other residential areas nearby track

3 per year for 1 year


45,000 Contractor through approved monitoring agency

Respective Divisions (Central railway, South- Central Railway), RVNL, PMC

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

Contractor through his team

RVNL, PMC

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 (Central Division)


Aquatic fauna including fisheries

Construction stage

Disturbance to aquatic fauna due to increased siltation

Downstream of Bhima and Ujni Dam backwater

Once in a year

None Specific

125,000 Contractor through Independent Expert

RVNL, PMC

Operation Impact on fish productivity, breeding and spawning

Downstream of Bhima and Ujni Dam backwater

End of First year of operation None specific

75,000 Contractor through Independent Expert

Respective Divisions (Central railway), RVNL, PMC


XXXVII




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

Central Railways and South – Central Railways


Electro - magnetic

Operation Electromagnetic field jams radios and TVs adjacent to rail

Throughout the Project Map Before the Operation phase None Specific

Part of Resettlement

Program

Respective Division of Central Railway and South – Central Railway

RVNL

Occupational Health and Safety

Construction and Operation

Monitoring as per parameters of Central and South Central Railways

Throughout the Project Section periodic

None specific

Part of Safety and Health facilities of

Railway



Tree Plantation Construction Stage

Surveillance monitoring of trees felling

Throughout the Project Section During site clearance in construction phase

As laid out in the detailed design for project

2,70,000 Contractor through Independent Expert

RVNL

Operation stage

Audit for survival rate of trees plantation

Throughout the Project Section Once in a year for 1 year Considering

the 70% survival rate

35,000 Railways Sectional PWIs


RVNL= Rail Vikas Nigam Ltd., PMC= Project Management Consultant, NOx - Nitrogen Oxide; Pb - Lead; PIU - Project Implementation Unit; RPM - Respirable Particulate Matter; SO2 - Sulphur Dioxide; SPM - Suspended Particulate Matter, RPM - Respirable Particulate Matter Total Monitoring Costs = A) Construction Phase: Rs. 6, 30,000 or 0.63 Million B) Operation Phase: Rs. 3, 65,000 or 0.365 Million

Grand Total (A+B) = Rs 995,000 or Rs 0.995 million