Preparation of Detailed Engineering Project Report for …mea.gov.in/Images/attach/EIA_Report.pdf · PROJECT REPORT ... 2.4 Proposed Project Description 2-2 3.0 ANALYSIS OF ALTERNATIVES

DETAILED PROJECT REPORT

IRCON INFRASTRUCTURE & SERVICES LIMITED

MINISTRY OF EXTERNAL AFFAIRS, NEW DELHI

MARCH 2013

Preparation of Detailed Engineering Project Reportfor Two Lane Road from Paletwa to Zorinpui (India

Myanmar Border) in Chin State of Myanmar

RIVER KALADAN

PROPOSED ROAD

PALETWA

NH 54

INDIAMIZORAM

RATHEDAUNG

MAGYICHAUNG

SITTWE

INDO MYANMARBORDER

SETTLEMENT

KALETWA

VOLUME IV: ENVIRONMENTALIMPACT ASSESSMENT REPORT

Preparation of Detailed Engineering Project Report for Two Lane Road from Paletwa to Zorinpui (India Myanmar Border) in Chin State of Myanmar

Contents 1 Detailed Project Report

CONTENTS

S. No. Description Pages

1.0 INTRODUCTION 1-1 to 1-2

1.1 The Project and Project Proponent 1.1

1.2 Brief Description of the Project 1-1

1.3 Purpose of the Report 1-1

1.4 Scope of Present Report 1-2

2.0 DESCRIPTION OF THE PROJECT 2-1 to 2-27

2.1 Project Road 2-1

2.2 Silent Features 2-1

2.3 Traffic Scenario 2-2

2.4 Proposed Project Description 2-2

3.0 ANALYSIS OF ALTERNATIVES 3-1 to 3-4

3.1 Selection of Alternatives 3-1

3.2 Alignment Selection 3-1

4.0 METHODOLOGY 4-1 to 4-3

4.1 Approach to EIA Study 4-1

4.2 Steps in EIA 4-1

5.0 ENVIRONMENTAL SETTINGS 5-1 to 5-8

5.1 Introduction 5-1

5.2 Physical Resources 5-1

5.3 Ecological Resources 5-6

5.4 Socio-Economic Environment 5-7

6.0 ASSESSMENT OF ENVIRONMENTAL IMPACTS 6-1 to 6-6


6-2 Impact During Design Phase 6-1

6.3 Impact During Construction Phase 6-2

6.4 Impact During Operation Phase 6-5

7.0 ENVIRONMENTAL MANAGEMENT PLAN (EMP) 7-1 to 7-9


7.2 Design Phase 7-1



S. No. Description Pages

7.3 Construction Phase 7-2

7.4 Operation Phase 7-8

7.5 Environmental Enhancement 7-8

8.0 FINDINGS, RECOMMENDATIONS AND

CONCLUSION 8-1 to 8-1

8.1 Findings of the Study 8-1

8.2 Recommendations 8-1

8.3 Conclusion 8-1



FIGURES

5.1 Myanmar Map 5-1

5.2 Location of Chin State 5-1

5.3 Topographical Sheet of Chin State 5-2

TABLES

2.1 List of villages on the Project Road 2-1

2.2 List of Bus Bays 2-3

3.1 Merits and demerits of Altenative-1 & Alternative-2 3-4

4.1 Valued Environmental Components 4-3

5.1 List of Quarry Areas 5-3

5.2 Monthly Mean Temperature of Hakha Station 5-4

5.3 Monthly Mean Temperature of Hakha Station 5-5

5.4 Distribution of forest area 5-7

5.5 Administrative Districts of Chin State 5-7

5.6 Total Sex Ratio 5-8

6.1 Impact on water bodies 6-4

6.2 Details of Trees to be affected 6-5

7.1 Design Phase Measures – General 7-1

7.2 Mitigation Measures in Project Road Design 7-2

7.3 Mitigation Measures for Land Environment 7-2

7.4 General Measures for Air & Noise Pollution Control 7-3

7.5 Areas of Air Pollution and Noise Control during Construction near Settlements

7-4

7.6 Measures for Protection of Water Resources 7-4

7.7 Mitigation Measures for Tree Loss 7-5

7-8 Mitigation Measures to be adopted during construction 7-6

7-9 Safety Measures 7-6

7.10 Mitigation Measures for Workers’ Camps 7-7

7.11 Guidelines related to stone quarries, noise levels 7-7

7.12 Operation Phase Mitigation Measures 7-8

CHAPTER 1

INTRODUCTION


Introduction 1-1 Detailed Project Report

CHAPTER 1

1.0 INTRODUCTION

1.1 The Project and Project Proponent

Under the bilateral agreement between Government of India and Government of Myanmar,

there is a proposal to develop a trade route between the two countries along the river Kaladan

known as “Chhimtuipui” river inside Indian border (Mizoram State). River Kaladan

(Chhimtuipui) emanates from central Mizoram and flows into Bay of Bengal at Sittwe, a port

located in the State of Rakhine, Myanmar. For connectivity from Sittwe Port to India-

Myanmar border, the trade route is proposed to provide transportation by two modes of

transport i.e. from Sittwe port to Paletwa by waterway and from Paletwa to India-Myanmar

border by road. The proposed road link from Paletwa to Kaletwa forms a part of the proposed

development of trade route along the river Kaladan (Chhimtuipui) between Mizoram (India)

and Chin State in Myanmar.

The connectivity would boost the trade between India and Myanmar. While India trades in

cement, bicycle parts, medicines and horticulture products of Mizoram. From Myanmar

handicrafts and clothes, apart from electronic goods and shoes, arrive in plenty.

1.2 Brief Description of the Project

The project road is located in Myanmar to link the areas namely Paletwa and Zorinpui on

India-Myanmar Border for enhancing the trade route between two countries.

1.3 Purpose of the Report

Road projects are meant for improving the quality of life for people and developing the

country’s economy. For all positive impacts of the road projects, there may be also some

significant detrimental impact on near by communities and natural environment. There may

be impact on properties of people, their livelihood and other social components. Similarly

there can be direct or indirect impact on flora, fauna, water resources, land use etc. To account

for all these issues, environmental and social impact assessment is utmost necessary. These

concerns for environmental and social issues in road projects have also become a part of legal

requirements and requirements for obtaining financial support. Environmental considerations

are therefore of prime importance in road projects.

New development may cause different types of impacts on its surrounding environment and

on human beings. To assess the impact and to ensure environmental quality, environmental

impact assessment is a very necessary exercise. The objective of the Environmental Impact

Assessment is characterization of the existing status of the environment, to identify the

probable impact on the environment due to the proposed project, delineate the mitigative

measures to reduce the impact and finally to assess the overall impact. The environment has a

limited carrying capacity and it can only sustain a negative impact up to a level without

further degradation. Several systems, however, temporarily disturb it leading to a new balance


Introduction 1-2 Detailed Project Report

in order to re-establish the equilibrium between human activity and nature. But sensitive

systems are not so resilient to cope up with changes in physical and natural Environment, thus

not only leading to negative impact on them but also, socio-economic losses may occur. The

Environmental Impact Assessment provides tools for decision-making as well as it also helps

in ensuring the sustainable development with least environmental damage by providing

proper Management Plan.

1.4 Scope of Present Report

Environmental assessment is a detailed process, which starts from the conception of the

project and continues till the operation phases. The steps for environmental assessment are

therefore different at different phases. The present report details the environmental setting of

the project zone, collects the baseline data and then assesses the impact. Finally it offers an

environmental management plan.

The report is structured as given below:

Chapter 1 : Introduction: EIA report.

Chapter 2 : Project Description

Chapter 3 : Analysis of Alternatives

Chapter 4 : Methodology

Chapter 5 : Environmental Setting

Chapter 6 : Assessment of Environmental Impacts Identification

Chapter 7 : Environmental Management Plan: To implement the environmental

mitigation measures.

Chapter 8 : Recommendations and Conclusion.

CHAPTER 2

DESCRIPTION OF THE PROJECT


Description of project 2-1 Detailed Project Report

CHAPTER 2

2.0 DESCRIPTION OF THE PROJECT

2.1 Project road

The project road runs, in the South - North direction in the Chin State of Myanmar, parallel to

Kaladan River. The project road takes off from Eastern bank of Kaladan River, where jetty of

waterway terminal has been proposed as part of “Waterway Project” between Sittwe port and

Paletwa and end at India Myanmar Border. The total length of the proposed alignment of the

Project Road has been estimated at 109.200 km (Package I (Paletwa to Kaletwa) is 60.7 km

and package II ( Kaletwa to Zorinpui /India-Myanmar Border) is 48.500 km). The road passes

mostly through Hilly terrain. There are twenty four villages situated nearby the proposed

alignment of the project road.

The hills are covered with jungles and thick undergrowth of evergreen bush, bamboo and kail.

The hills are steep and separated by rivers Kaladan, Milewa chaung, Daletme and Dalesta

chaung, paron Chaung, Kaletwa river, Niiti Chaung, Kannu Chaung, Twoase Chaung, Kun

Chaung, Thala Chaung, Sat Chaing Chaung, Do Chaung, Tangbel Chaung, Sulahi Chaung,

Sulewvi Chaung and Tapu Chaung, creating valleys between hill ranges.

2.2 Salient Features

Salient features of the Project Road are given as under:

State : Chin State

Length of Project Road : 109.200 km

Kilometerage : 0 to 60.700 km (Package I)

0 to 48.500 km (Package II)

Villages : There are 24 villages on the road.

Table 2.1 provides the list of the villages.

Table 2.1: List of villages on the Project Road

Sr. No. Name of Villages

1 Paletwa

2 Milawa

3 Leik kon

4 Mang khoil

5 Mang Ta

6 Tuki Alog

7 Urin Wa

8 Dalet Sa

9 Ye Lawa

10 Dong Lawa



Sr. No. Name of Villages

11 Ke Kuwa

12 Uwfu Wa

13 We Kuwa

14 Setpyitpyin

15 Rake

16 KaunChaung

17 Kwan Taung

18 Laung Gyaing

19 Sat Gyaing

20 Kyauktan

21 Do Chaung

22 Yechantha

23 Sun Laung Pwi

24 Samai

Land use : The project road passes through agricultural land, barren/forest areas.

Some section of road passes parallel to the rivers and agricultural

land consists of Paddy, mango and orchards.

2.3 Traffic Scenario

The traffic on the project road would primarily of the International trade between India and

Myanmar. AADT, Design Service Volume, and Capacity of road have been derived as an

input for pavement design.

2.4 Proposed Project Description

Preliminary Assessment: The scope of work envisaged project road which is located in

Myanmar to link the areas namely Paletwa, Kaletwa and Indian Myanmar Border for

enhancing trade route between two countries.

2.4.1 Carriageway Width Proposed carriageway width of the project road is 7m with 2.5 paved shoulder on both sides.

2.4.2 Bus Bays It is proposed to provide bus bays with bus “Q” shelters, at identified locations. Such Bus

bays and bus “Q” shelters are proposed to be provided close to track/paths linking the

villages. A list of bus bays is given as under:



Table 2.2: List of Bus Bays

S. No. Location (km)

Package I – Paletwa to Kaletwa 1 0+000

2 1+400

3 10+300

4 14+400

5 19+800

6 28+300

7 31+300

8 34+200

9 37+900

10 43+400

11 45+800

12 51+500

13 57+900

14 60+700

Package II- Kaletwa to Zorinpui / Indian – Myanmar Border

1 0+100

2 4+100

3 6+700

4 8+500

5 11+500

6 14+400

7 16+400

8 22+600

9 28+500

10 31+800

11 38+800

2.4.3 Implementation The entire project is proposed to be implemented in time span of 3 years.


Village : Paletwa

Distance From

Alignment

: 600 m LHS across Kaladan

River

Population : 5481

Male : 2609

Female : 2872

Number of Houses : 1000

Predominant Religion : Buddhists

Social Infrastructure :

School : Primary/ Secondary

Post Office/Post Box : Post Office

Health Facilities : Hospital

Shops : 50

Weekly Market : Daily

Source of Water : Water tank

Electricity : 2 Hours

Landuse : Built up

Land cover : Agriculture



Village : Mi La Wa

Distance From Alignment : 100 m LHS

Population : 400

Male : 210

Female : 190


Predominant Religion : Buddhists


School : Primary

Post Office/Post Box : No

Health Facilities : No

Shops : 2

Weekly Market : No

Source of Water : Kaldan River

Electricity : No

Landuse : Built up/ Agriculture

Land cover : Agriculture/Forest



Village : Leik Kon

Distance From Alignment : 100 m LHS

Population : 400

Male : 210

Female : 190


Predominant Religion : Christian


School : Primary



Shops : --

Weekly Market : No

Source of Water : River Melawa

Electricity : No

Landuse : Agriculture

Landcover : Agriculture



Village : Mang Khoi

Distance From Alignment : 300m from Alignment

Population : 90

Male : 45

Female : 45


Predominant Religion :


School : No



Shops : --

Weekly Market : No

Source of Water : River Milava

Electricity : No

Landuse : Agriculture/Forest

Landcover : Agriculture/Forest



Village : Mang Ta

Distance From Alignment : 200 m from Alignment

Population : 40

Male : 20

Female : 20


Predominant Religion :


School : No



Shops : --

Weekly Market : No

Source of Water : River Melawa

Electricity : No





Village : Tuki Alog

Distance From Alignment : 800 m from alignment

Population

: 135

Male : 70

Female : 65




School : Primary



Shops : --

Weekly Market : No

Source of Water :

Electricity : No

Landuse : Forest/Mango/Banana trees

Land cover : Forest/Mango/Banana trees



Village : Urinva

Distance From

Alignment

: 1000 m from alignment

Population : 190

Male : 100

Female : 90




School : Primary



Shops : --

Weekly Market : No

Source of Water :

Electricity : No





Village : Da-Let SA, Wa

Distance From Alignment : 2000 m across River

Population : 104

Male : 55

Female : 49




School : No



Shops : --

Weekly Market : No

Source of Water : Kaladan

Electricity : No





Village : Ye la va


Population : 350

Male : 175

Female : 175




School : Primary



Shops : --

Weekly Market : No

Source of Water : River Dalema

Electricity : No





Village : Dong La Wa


Population : 505

Male : 253

Female : 252




School : Primary


Health Facilities : Medical Shop

Shops : --

Weekly Market : No

Source of Water : River Kaladan

Electricity : No





Village : Ket Ku Wa


Population : 295

Male : 148

Female : 147




School : Primary



Shops : --

Weekly Market : No


Electricity : No





Village : Wu Phu Wa


Population : 270

Male : 135

Female : 135




School : Primary

Post Office/Post Box : Yes


Shops : --

Weekly Market : No

Source of Water :

Electricity : No





Village : Wet Ku Wa

Distance From Alignment : 600m from alignment

Population : 129

Male : 65

Female : 64




School : No


Health Facilities : Yes

Shops : --

Weekly Market : No

Source of Water : Paragon River

Electricity : No





Village : Set Pyit Pyin


Population : 364

Male : 184

Female : 180


Predominant Religion : Buddhist


School : Primary



Shops : --

Weekly Market : No


Electricity : No

Landuse : Agriculture/Orange/ Forest

Land cover : Agriculture/Orange/ Forest



Village : Rake


Population : 100

Male : 55

Female : 45




School : No



Shops : --

Weekly Market : No

Source of Water : Kaletwa Chaung

Electricity : No

Landuse : Agriculture/ Forest

Land cover : Agriculture/ Forest



Village : Kaun Chaung

Distance From

Alignment


Population : 240

Male : 135

Female : 105




School : Yes



Shops : Two

Weekly Market : No


Electricity : No

Landuse : Agriculture/ Bananas Trees/

Forest

Land cover : Agriculture/Bananas Trees /

Forest



Village : Kaun Chaung

Distance From

Alignment


Population : 528

Male : 262

Female : 266




School : Yes



Shops : Three

Weekly Market : No


Electricity : No

Landuse : Agriculture/ Bananas Trees/

Forest

Land cover : Agriculture/Bananas Trees /

Forest



Village : Laung Gyaing

Distance From

Alignment

: 1Km from alignment

Population : 400

Male : 195

Female : 205




School : Yes


Health Facilities : Yes

Shops : Two

Weekly Market : No


Electricity : No

Landuse : Agriculture/Orange Trees/Forest

Land cover : Agriculture/Orange Trees/Forest



Village : Sat Gyaing


Population : 395

Male : 204

Female : 191




School : Yes


Health Facilities : ----

Shops : Two

Weekly Market : No


Electricity : No





Village : Kyauktan

Distance From

Alignment


Population : 108

Male : 56

Female : 60




School : Yes



Shops : Two

Weekly Market : No


Electricity : No

Landuse : Agriculture/Banana Trees/ Forest

Land cover : Agriculture/ Banana Trees

/Forest



Village : Do Chaung

Distance From

Alignment

: 1.0K m from alignment

Population : 1118

Male : 500

Female : 618


Predominant

Religion

: Buddhist


School : Yes



Shops : Five

Weekly Market : No


Electricity : No

Landuse : Agriculture/Orange/Bananas/Forest

Land cover : Agriculture/Orange//Bananas

Forest



Village : Yechantha

Distance From Alignment : 450m from alignment

Population : 189

Male : 87

Female : 102




School : No



Shops : One

Weekly Market : No


Electricity : No





Village : Sun Laung Pwi

Distance From

Alignment

: 50m from alignment

Population : 303

Male : 195

Female : 108




School : Yes



Shops : Two

Weekly Market : No


Electricity : No





Village : Samai

Distance From

Alignment

: 300m from alignment

Population : 147

Male : 81

Female : 66




School : Yes



Shops : One

Weekly Market : No


Electricity : No

Landuse : Agriculture/Bananas Trees/

Forest

Land cover : Agriculture/ Bananas Trees/

Forest


CHAPTER 3

ANALYSIS OF ALTERNATIVES


Analysis of Alternatives 3-1 Detailed Project Report

CHAPTER 3

3.0 ANALYSIS OF ALTERNATIVES

3.1 Selection of Alternatives

The term alternatives in this context refer to the reasonable and potentially viable alternatives

for the proposed project activities. Selection of appropriate highway design decisions,

specifically from the environment point of view, is considered with different alternatives.

Also social issues like displacement are to be considered in selection of alternatives. The

major issues where alternative proposals need to be considered are discussed below.

3.2 Alignment Selection

The alignments options were studied in detail based on the topographical sheets collected,

detailed contours developed with the help of the satellite imaginaries. All the options were

studied in detail with respect to the following aspects:

Easy : To construct and maintain easy gradients and curves for vehicular

traffic to ply.

Safe : During construction, maintenance and operation, passes through

Stable slopes, geometric etc.

Economical : Total cost including initial construction cost, maintenance cost and

Vehicle-operating cost is least.

Short : It is desirable to have the shortest distance between two terminal

points.

In addition to the above the following Guiding principles of route selection and location

applicable to hill roads

General

The alignment should be as direct as possible between the obligatory and control

points to be linked. A direct road link results in economy in construction,

maintenance and operation.

The route location should result in minimum interference to agriculture and industry.

It should be clear of obstructions such as cemeteries, burning ghats, places of

worship, archeological and historical monuments and public facilities like hospitals,

schools and playground etc.

Where the proposed locations interface with utility services like overhead

transmission lines, water supply lines etc., decision between changing the road

alignment or shifting the utility services should be based on the study of the relative

economics and feasibility.

As far as possible, frequent crossing and re-crossing of canals, watercourses, ridges

etc. should be avoided.



The alignment should avoid large-scale cutting and filling, and follow the lie of the

land as far as possible. Use of tunnels to avoid to deep cuts should be considered

where feasible and economical. If the road has to be in cutting, the location and the

grade lines should permit the adoption of half cut and half fill, type of cross section

which involves least disturbance to the natural ground subject however, to

considerations of economy and road stability being satisfied.

Obligatory Points

The obligatory points to be connected from administrative, strategic or other

considerations should be ascertained and taken into account while finalizing the road

alignment. Similarly, control points like mountain passes, saddles, river crossing etc.

should be kept in view when deciding the alignment.

When crossing mountain ranges, the road should preferably cross the ridges at their

lowest elevation. In certain cases it may be more expedient to negotiate high

mountain ranges through tunnels. This decision should be taken after considering the

relative economics or the strategic requirements.

Grades and Curvature

The route should enable running gradient to be attained in most of its length.

As far as possible the alignment should permit adoption of a uniform design speed

and easy curvature in the entire length.

The route should avoid the introduction of hairpin bends as far as possible and their

location in valleys avoided. The bends should be located on stable and flat hill slopes.

Also, a series of hairpin bends on the same face of the hill should be avoided.

Needless rise and fall must be avoided where the general purpose of route is to gain

elevation from a lower to a higher point. Also, deep cuts involving destabilization of

natural hill slopes should be avoided.

River Crossings

It is preferable that crossings of major rivers should be at right angles to the river

flow. Crossings of medium/minor streams may also sometimes govern the choice of

alignment in the case of hill roads due to foundation problems, though their position

will be determined generally by requirements of the road proposed, and the crossings

could be even skew or on curve if necessary.

As far as possible, efforts should be made to locate bridges where:

i. The river is straight both on the upstream and downstream side

ii. The location is sufficiently away from confluence of tributaries

iii. The channel is well defined and narrow

iv. The banks are high, rocky/firm and well-defined above high flood level (HFL)



Areas to be avoided

As far as possible, attempts should be made to avoid the following areas:

i. Unstable hill features and areas having perennial landslide or settlement

problems

ii. Areas subject to seepage/flow from springs, hydel channels etc.

iii. Steep hillsides

iv. Areas subject to flooding or water logging

v. Areas liable to snow drift or avalanches, and

vi. Locations involving unnecessary and expensive destruction of wooded areas

Miscellaneous

Location along a river valley has the inherent advantage of comparatively gentle

gradients, proximity of inhibited villages, and easy supply of water for construction

purposes. But this solution is best with disadvantages such as the need for a large

number of cross drainage structures and protective works against erosion. These pros

and cons should be kept in view while making initial selection of the alignment.

The location should be such that the road is fully integrated with the surrounding

landscape of the area. It would be desirable to study the environmental impact of the

road and ensure that the adverse effects are kept to the minimum.

Based on the above criteria, the alignment options were studied in detail based on the

topographical sheets collected, and detailed contours developed with the help of the satellite

imaginaries.

All the possible alignment options have been marked on the topographical sheets of survey of

Myanmar obtained from the ministry of construction, Myanmar.

Based on the detailed reconnaissance survey and detailed discussions with the Ministry of

Construction, Government of Myanmar, the jetty location is proposed between the Melawa

Chaung (river) and Paletwa Chaung on the right side of the Kaladan river. Since the project

road is a part of the Kaladan Multimodal Transit Transport project, the two options on the

right side of the Kaladan River are further considered for the feasibility study.

The two alignments were studied on the aforesaid maps, which showed in general outline,

river/streams, Chaung, hill ranges, spot levels of high peaks and approximate contours at 20m

intervals. After study of the topographical features on the map, two alignments, feasible in a

general way were selected keeping in view the guiding principles given above.

Reconnaissance surveys were carried-out along the alignments. Ground reconnaissance

consists of general examination of ground by walking along or nearby probable routes and

collecting all available information necessary for evaluating the same.

Points on which data were collected during reconnaissance are given below:

Details of route ( Topography of the area)

Terrain and soil condition ( geology of the area, nature of soil, cliffs and gorges, total

length passing through steep hills, rocky stretches, slip prone area)

Existing transportation tracks

Sources of materials and their availability



Based on the desk study and field reconnaissance, proposed alignment were analyzed and

evaluated, the comparison is presented in Table 3.1

Table 3.1: Merits and demerits of Alternative-1 & Alternative-2 for Package I (from

Paletwa to Kaletwa)

S.No Item Alternative I Alternative II

1 Length of Road 60km 62km

2

Number of bridge

Major Bridge 1 1

Minor Bridge 20 24

Cross Drainage works 120 180

3 Existing / known paths yes no

4 Approximate plain / rolling

terrain 10 km ( approx) 2.0 to 2.5 km

5 No. of villages connecting 14 12

6 Prone to land slide 1 km 3km

7 Tress Cutting 5150 7250

8 Availability of construction

material

Use of Kaladan River

material (lead is less)

Use of Kaladan River

material (lead is more)

9 Construction cost Rs 700 Crores Rs 800 Crores

The first alignment (Alternative 1) follows the established foot paths and passes through the

tribal villages all along side. Hills along the proposed alignment are stable and consist of

alternate beds of brownish sandstone and carbonaceous shales. The alignment runs parallel to

Me La Chaung and Daletma Chaung. Construction materials are available along the Kaladan

River and Melawa Chaung and other Chaung crossing the road alignment.

The second alignment (Alternative 2) follows the same alignment as option1 for the first 2 km

and moves towards Paletwa Chaung and runs parallel to Paletwa Chaung. To move towards

the Paletwa Chaung the alignment is passing through steep hills between Me la Chaung and

Paletwa Chaung which is prone to landslide and would be difficult for construction and

requiring high cost.

As observed from the merits and demerits of two alternatives, it is seen that Alternative 1

meets the basic requirements of the ideal alignment for Kaladan Multimodal Transit Transport

project and also goes straight vertical from Paletwa to Kaletwa. Therefore alternative I have

been selected for the project road.



LEGEND

Kaladan River

Port Location

Alignement Option 1

Alignement Option 2

Alignement Option 3

Proposed Alignment options from Paletwa to Kaletwa Section of the Paletwa -Indian Myanmar Border Road

Figure 3.1

Proposed Alignment

Kaladan River

Start of the Alignment

Proposed Alignment Options from Paletwa to Kaletwa

Bridge Near Setpyit pyin

End of Alignment

Paletwa Port Tentative Location

CHAPTER 4

METHODOLOGY


Methodology 4-1 Detailed Project Report

CHAPTER 4

4.0 METHODOLOGY

4.1 Approach to EIA Study

Environmental Impact Assessment is a holistic process, which requires considering all aspects

of environment which may be impacted due to the proposed project. The major issues of

consideration are i) identification of potential impacts due to the project; ii) baseline scenario;

iii) assessment of impacts; iv) mitigation measures and v) environmental management plan.

4.2 Steps in EIA

EIA process mainly consists of following steps:

Study of Background information on project

Preparation of Screening Report

Baseline Data Collection

Assessment of Impact

Mitigation Measures

Public Consultation

Environment Management Plan

The steps are detailed below:

(a) Study of Background information

First task is to study the project documents to have the understanding of the project

objectives, its main components, boundary etc. Unless the project is well understood, its

different impacts on environment and social issues cannot be properly identified.

(b) Preparation of Screening Report

A Screening Report was prepared to identify the important issues on environment from a

preliminary study. This included:

Collection of data from secondary sources: After having the background information about

the project and its environmental aspects from policy points, guidelines on such studies, next

step involves collection of data from secondary sources. The data are collected on

meteorology, demography, forests, wildlife, biodiversity, geology and related aspects, landuse

pattern, topography etc. Following are some important information available from secondary

sources.



Information Source

Demography Census Handbook

Landuse District Census Handbook

Report and Maps of Soils

Meteorology Data collected by Meteorology Department

Topography Toposheets by Ministry of Construction

Rivers, Nullah etc. Toposheets by Ministry of construction

Geological Data Geological Survey and Maps

Geology department

Reconnaissance survey of the project impact zone: Reconnaissance survey along the

project road was carried out by a team of environmental experts. Important environmental

components along the corridor of impact zone were identified. These were trees, forests,

wildlife, biodiversity, and community resources. Discussions with local people, people from

Forest and wildlife department and administrators were also conducted to obtain their opinion

about the project.

(d) Baseline Data collection

The study was carried out in details for the environmental components. The findings were

used to evaluate the impact.

(e) Assessment of Impacts

Reviewing the project activities and baseline conditions, the design was improved to consider

environmental aspects. The impacts can be assessed both qualitatively and quantitatively.

Project impacts on different environmental components are generally identified in a checklist

matrix (known as Leopold Matrix also) method, which is a qualitative approach. The present

trend is to quantify the impact using a common unit of measurement. This methodology

called weighing-scaling checklist method has been developed by a number of groups. The

approach assigns some relative value to the environmental components also called valued

environmental components (VEC). Then it assigns importance weights to impact scales for

each alternative activity relative to each environmental component. The basic concept can be

expressed as

EIV = m i=1 n j=1 (IS)i (PI)j

Where, EIV = Environmental Impact Value

(IS)i = Impact Scale value for ith activity

(PI)j = Environmental component value for jth environmental component

m = No. of activities

n = No. of environmental components

However actual quantification is difficult because of subjective nature of the valuation of

environmental component and the impacts. Both environmental and social impacts are

difficult to quantify, specifically to judging a project. So, quantification approach has not been



considered further. However valued environmental components have been identified and the

impact assessed based on the impact on these components. Environmental components

considered for assessment of impact for this project are given below:

Table 4.1: Valued Environmental Components

Environmental

components

Detail of Components

Physical Environment

Land

Soil

Water Resources

Noise

Ecological Environment

Roadside Plantation

Forest flora

Forest Fauna

Social Environment

Rehabilitation

Employment

Housing

Agriculture

Culture

(f) Mitigation Measures

Mitigation measures have been suggested based on environmental and social criteria and also

relying on best engineering practices. Besides the mitigation measures, environmental

enhancement programmes have also been considered.

(g) Public Consultation

Public opinion is an important criterion in development programme. Any development

activities need grassroot level suggestions to be implemented right from design phase. Public

consultation was done with the villages following along the alignment to discuss the merits

and demerits of the alignment, normally the meeting were conducted at village head men

house.

(h) Environment Management Plan

Finally an environmental management plan has been developed to ensure the implementation

of the mitigation measures and other environmental improvement activities underling specific

responsibilities of different participating organisations. A budgetary cost for environmental

measures has also been presented.

CHAPTER 5

ENVIRONMENTAL SETTINGS


Environmental Setting 5-1 Detailed Project Report

CHAPTER 5

5.0 ENVIRONMENTAL SETTINGS

5.1 Introduction

The present chapter aims to describe existing environmental conditions of the influence area

of the project. It deals with physical, natural and human components of the environment.

However, as a specific socio-economic report has been produced and available, the reader is

pleased to refer to it to find more detailed elements on this issue.

5.2 Physical Resources

5.2.1 Location

Chin State is located in the north-west of Myanmar between 200 40' N and 240 06' N latitudes

and 920 37' E and 940 09' E longitudes. To the north and east of Chin State is Sagaing

Division, to the south are Magway Division and Rakhine State, and to the west are

Bangladesh and India. The area of the State is 13,907 square miles and capital is Hakhar.

Fig 5.1: Myanmar Map Fig 5.2: Location of Chin State

5.2.2 Geography

Many natural watercourses are flowing among mountain ranges running from north to south

forming a number of valleys and gorges. Mount Khawnusoum (also known as Mount

Victoria), 10,500 feet (3,200 m) or Khonumthung, or Khonuamtung high is the highest peak

in Chin State and the second highest peak in Myanmar. The state has a lot of rivers and the

Manipura River flows through its northern territory. Longest water fall in Chin state is

Bungtla water fall it is located in Matupi. The Chin state located in the Northwest of

Myanmar is a very ragged land. Its eastern border faces Sagaing Division and Magwae

Chin state

http://en.wikipedia.org/wiki/Mount_Khawnusoum

http://en.wikipedia.org/wiki/Khonuamtung



Division, while the west faces the state of Mizoram in Bangladesh, north the state of Assam

in India and south the state of Rakhine.

Population is approx. 450,000 and they spread around within some 9 provinces, which cover

some 130,907square miles. Mountain regions start in the north where steep peaks and valleys

continue towards south. The highest peak is Mt. Victoria (10,200feet/ 3,109m).

There run many rivers including River Manipur, River Kaladam in the southwest of the Chin

state which starts in India going through Chin state into River Rakhine. Rivers in the south-

east area of Chin such as River Yaw Creek, Salin Creek and Mon Creek run toward east.

Those streams are fast and strong as they run in the hills and valleys. In recent years due to

the deforestation for forest resources and cultivation, lot of mud pour into the stream, causing

the frequent flood after heavy rain.

Fig 5.3: Topographical Sheet of Chin State

CHIN STATE



5.2.3 Geology

The Chin State is found to be made up of 8 different rock types as shown below:

Sedimentary: (1) Irrawaddian type of rocks

(2) Peguan type of rocks

(3) Kennedy Sandstone

(4) Chunsung Mudstone Turbidite

(5) Falam Mudstone Micrite

(6) Pane Chaung Group

Metamorphic:

(7) Kanpetlet schist and khwekha metamorphic

Lgneous: (8) Ultra - basic rock (Nickel and Chromite bearing rock)

5.2.4 Soil and Land Use

Soil is the most valuable life supporting natural resource for the society since it produces

food, fiber and fodder, which are basic to our very existence. Knowledge of different soils in

respect of their characteristics, extent, productive capacity and use potential, is therefore

extremely important for their sustained utilization for optimum land use. The state has

diversity of climate and is endowed with varied litho logy, geomorphology and vegetation,

which have considerable effect on soil genesis.

The project area falls in region of Chin state. The whole region is made up of high hills and

deep valleys, and there is hardly any plain or plateau. The highest peak is Nat Ma Taung or

Mt. Victoria in southern Chin state at 3100 meters above sea level. The Project road passes

through the elevation of 100 to 300 meters.

5.2.5 Quarries and Borrow Areas

Road construction requires stones, soil and sand. These are to be obtained from suitable areas,

which will be suitable for quality. Also environmental issues are considered. Table 5.1

presents the list of quarry areas.

Table 5.1: List of Quarry Areas

S. No. Location Chainage (Km)

Package I – Paletwa to Kaletwa

1 Lymyo 112 km (from Project Road)

2 Sin Ma (Yellow) 200 km (from Project Road)

3 Sin Ma (Blue) 200 km (from Project Road)

4 Milawa River 3 km (on Project Road)

5 Milawa River 7.0 km (on Project Road)


7 Rock sample 13 km (on Project Road)



S. No. Location Chainage (Km)


9 Dalesta River 26.0 km (on Project Road)

10 Dalema River 31.0 km (on Project Road)

11 Ket Ku Wa C River 41.0 km (on Project Road)

12 Paron Chaung 50 km (on Project Road)

13 Vaku Chaung 56 km (on Project Road)


1. Kan Chaung 7.5 km (on Project Road)

2. Twaose chaung 10.9 km (on Project Road)

3. Thala chaung 14.6 km (on Project Road) 4. Sat Chaing chaung 18.9 km (on Project Road) 5. Dou chaung 22.7 km (on Project Road) 6. Tangbel chaung 26.8 km (on Project Road) 7. Sulahi chaung 28.8 km (on Project Road) 8. Sulewvi chaung 33.1 km (on Project Road) 9. Phuhlai Chaung 37.7 km (on Project Road) 10. Tapu Chaung 48.5 km (on Project Road)

11. Water Fall 14.6 km (on Project Road)

5.2.6 Climate

Chin state owns a tropical climate with three seasons – the summer season from mid-February

to mid-may, the rainy season from mid-may to mid- October and the cold season from mid-

october to mid- February . Basically, it has a mild hot, wet climate. April and May are the

hottest months of the year.

5.2.6.1 Temperature

The average temperatures of the months range from 60°F (10.5 Degrees Centigrade) to 70°F

(19.5 Degrees Centigrade). In the cold season, temperatures fall as low as freezing point of

water in the higher parts of towns like Haka, Foshaik and Kanpetlet. The monthly mean

temperature at selected stations is given in Table 5.2.

Table 5.2: Monthly Mean Temperature of Hakha Station

S.no. Months Average Temperature

(1999-2008) in C0

1 January 10.6

2 February 12.7

3 March 15.7

4 April 18.6

5 May 18.7

6 June 19.3

7 July 19.2



8 August 19.0

9 September 18.5

10 October 17.1

11 November 13.1

12 December 10.4

Source: Department of Metrological, Myanmar

5.2.6.2 Rainfall

Average annual rainfall is 80-100 inches. The southern part of Chin State gets more rain due

to the storms that come from Bay of Bengal. The monthly rainfall at selected towns is given

in Table 5.3.

Table 5.3: Monthly Mean Temperature of Hakha Station S.no. Months Average Rainfall (1999-2008) in mm

1 January 17

2 February 5

3 March 12

4 April 54

5 May 203

6 June 256

7 July 317

8 August 357

9 September 339

10 October 217

11 November 36

12 December 17

Source: Department of Metrological, Myanmar

5.2.7 Water Resources

Water resources can be classified in two broad categories: Surface water and ground water.

The following sections have elaborated on the available water resources.



5.2.7.1 Surface water

The river Kaladan arises in central Chin State as the Timit, 22° 49′ 28″ N 93° 31′ 57" E, and

flows south and is soon joined by the Chal, after which it is known as the Boinu River. It

continues south until just before it is joined by the Twe River at 22° 08′ 40″ N 93° 34′ 30″ E,

when it swings west. It continues west until 22° 05′ 20″ N 93° 14′ 12″ E, when it heads

northwest. At 22° 11′ 06″ N 93° 09′ 29″ E, below Mount Phabipa, it turns north and becomes

the international border between India and Burma. It flows north to 22° 47′ 09″ N 93° 05′ 47″

E, where the international border continues north along the Tyao River and the Boinu heads

northwest into Mizoram State, at which point it is known as the Kaladan.

At 22° 56′ 21″ N 92° 58′ 55″ E it reaches its northern-most point, and turns south west, is

joined by the Tuichong River from the right and then heads south. The Kaladan is joined from

the right by the Mat River at 22° 43′ 39″ N, 92° 54′ 46″ E. It continues south and is joined by

the Kawrthingdeng River from the right. It again enters Chin State, Myanmar, at Raithaw

Ferry, 22° 03′ 40″ N 92° 51′ 05″ E, just northwest of Khenkhar. The Mi River joins from the

left at 21° 06′ 56″ N 92° 57′ 42″ E. At Ngame the river enters the Rakhine State of Burma and

continues south to Sittwe where it enters the Bay of Bengal. Beside the river Kaladan, its

tributuries comoprising of Milewa, Dalesta, Dalme, Parong and Vaku also drains the project

area.

5.2.7.2 Ground Water

The impact on ground water is different from that of surface water. In case of ground water

the impact can be quantitative as well as qualitative. The probability of contamination of

ground water due to leaching is rare in this type of development project. However, extraction

of ground water would temporarily affect the quantity available but as the water table is high

in the area the water would flow from the surrounding areas. Since construction of road

requires considerable amount of water, as abundant surface water sources are available, as far

as possible the ground water should not be utilized for road construction work. In case the

ground water is to be utilized for construction work the prior approval of the concerned

ministry would be taken before usage of ground water.

5.3 Ecological Resources

5.3.1 Flora

The project road passes through light jungle with bushes and trees such as mango, banana,

teak, oak etc. The alignment have been selected considering that the teak and mango

plantation in the area and proposed alignment is not passing through these plantation areas.

The flora, directly or indirectly, provides a resource base for livelihood of the people, and

fundamentally accounts for all the economy of this province. It is intricately woven with the

social, cultural and religious customs of the inhabitants, and satisfies their bio-aesthetic and

ethical needs. Besides, all the animals depend on floristic primary producers.

Forest Resources: An integral part of the economy, forests in Chin state occupies great

importance in the raising the economy. Several plant species are utilized to meet the



requirements of timber, fuel wood, and fodder, from the wild as well as from the plantations

maintained for these purposes.

5.3.2 Fauna

Chin state is having greatly rich in the variety of faunal diversity, which consist mainly

elephants, tigers, black bears, leopards, wild boars, monkeys, barking deers, mountain goats,

porcupine, mythan and a great variety of birds.

However, along the project road area between Paletwa and Indian Myanmar Border the fauna

such as monkey, deers, snake and birds are available in scatter manner.

5.4 Socio-Economic Environment

5.4.1 Administrative divisions of Chin State

The Chin State is divided into districts and townships. It consists of two district Falam in

northern Chin state and Mindat in southern Chin state and was further subdivided into nine

townships. The districts and the number of townships are shown in the Table 5.4.

Table 5.4: Administrative Districts of Chin State

Administrative Districts of Chin State

Districts No. of Townships

Falam 5

Mindat 4

Total 9

5.4.2 Area and Land Use

The total area of the State of Chin State within the Myanmar Union is

30, 019 Sq. km, which is 4.4 percent of Myanmar total area (678500 Sq. km). The project

road passes through the district of Paletwa.

5.4.3 Demographic features of Chin State

5.4.3.1 Population

The project state has an estimated total population of 510000. The population, area and

population density in the project districts is given in Table 5.5.

Table 5.5: Total Population, Area and Density in Project Area

Name of the State Total Area (in Sq.

Mile)

Total Population Density (persons per Sq.

mile)

Chin state 130,907 510000 3.89

Source: Department of Population, Myanmar

The chin state is having very low density i.e. 3.89 person per sq mile. The major factor

responsible for this density pattern is its mountainous terrain that is mostly inhabitable.



5.4.3.2 Sex Ratio

The Statewide sex ratio (number of females per 1000 males) is 1049 as per estimate by

department of population in 2008 so it depict that the percentage of women is more in the

project area. The Table 5.6 gives the details of total sex ration in the state.

Table 5.6: Total Sex Ratio

Name of the state Total Sex Ratio

Chin state 1049/1000 male

Source: Department of population, Myanmar

5.4.4 Socio-Cultural Environment

There are Fourteen Villages along the Project road impacts that are envisaged to be affected.

There would be no structures which would require shifting with the proposed alignment.

CHAPTER 6

ASSESSMENT OF

ENVIRONMENTAL IMPACTS


Assessment of Environmental Impact 6-1 Detailed Project Report

CHAPTER 6

6.0 ASSESSMENT OF ENVIRONMENTAL IMPACTS

6.1 Introduction

This chapter identifies and assesses the probable impacts on different environmental

parameters due to planning, construction and the operation of the proposed development.

After studying the existing baseline environmental scenario, initial field surveys, reviewing

the process and related statutory norms, the major impacts can be identified and assessed

during the design, construction and the operation phases.

Road construction related impacts occur at three stages of the project:

(i) Planning and Design

(ii) Construction

(iii) Operation

Planning and Design plans the road alignment, required bypasses, construction details,

materials of construction etc. which ultimately decides the impact during later phases. Most of

the impacts are during construction and operation phase. While some of the construction

phase impacts are temporary, some also are permanent. Operation phase impacts are

continuous in nature. To identify these impacts broadly on physical, ecological and social

environment Impact Identification Matrix are developed.

Other important criterion for identification of impact is identification of the impact zone. For

present screening studies, a Corridor of Impact (COI) of 60 m width of road alignment has

been considered.

Environmental parameters are broadly classified into three groups.

(i) Physical Environment

(ii) Biological Environment

(iii) Human Environment

Physical environment includes Water Resources, Water Quality, Air Quality, Noise and Land

environment, Biological Environment includes, Flora and fauna and Plantation. Social

Environment includes Rehabilitation, Employment, Agriculture, Housing, Culture etc.

6.2 Impact during Design Phase

The major impact associated with Design or Pre-construction phase deals with loss of land,

properties and livelihood due to acquisition of properties. The design of alignment also

decides the acquiring or impacting water bodies, flora and fauna, cultural sites etc. Design

phase study these issues along with environmental and social specialists to minimize the

impact. Besides the impact on environment and social factors, there should also be

consideration for legal issues so that the project can be operated with ease.



6.3 Impact during Construction Phase

6.3.1 Possession and Displacement

Construction phase starts from taking possession of the site. The possession of land is the first

major step in the project construction. Being a new alignment while land need to be

developed. The alignment has been selected keeping in view that there is no rehabilitation of

people living along the alignment.

6.3.2 Land Requirement

It is calculated that total land requirement for the Package 1 from (Paletwa to Kaletwa) is

273.15 hectares and for package II (Kaletwa to Zorinpui / Indian – Myanmar Border ) is

about 218.25 hectares.

6.3.3 Soil Erosion

The most important issue in land environment for road construction or improvement is the

soil erosion. The construction activities require excavation of soil and removal of vegetation.

These activities lead to loss of topsoil leading to localized ecological degradation. The soil

erosion and landslides become a very important issue in the high embankment and elevated

section of road. The soil erorision will be limited to the Right of Way of the project road.

Suitable measures such as turfing, plantation of tree, stone pitching, breast wall and retaining

walls have been provided to minimise the impact.

Soil erosion potential of an area depends on the slope of that area and the geological structure,

soil type and climate variation. However, slope is predominant factor amongst these. The road

passes through land slide prone area for about 500mts. The retaining walls and breast wall has

been proposed in these area to minimise the impact.

Excavation of borrows pits and quarries are the other important activities, which has impact

on land environment. Extraction of fill materials from hilly area or riverbed can cause

significant environmental impacts due to erosion and affecting local ecology. Unplanned

excavation of borrow pits can waste good agricultural land. Under the management plan the

excavated pit sites are required to be restored and reclaimed in a satisfactory manner on

completion of mining operations. As the quarry will be restored and reclaimed by the

contractor, impact on land environment will be of short duration and could be managed by the

management plans

A mitigation measure for soil erosion has been suggested in Chapter 7. Borrow pits and

queries have been identified. Mitigation measures for borrow pits and quarries have also been

suggested in Chapter 7. With the proper mitigation measures these impacts can be

minimized.

6.3.4 Noise

Major noise pollution will be generated during construction phase from operation of heavy

machineries; movement of heavy vehicles will also generate some noise. A lot of this problem

can be reduced by proper mitigation measures. Also construction phase noise is a very much



temporary affair. Each type of activity can generate different type and level of noise but that

continue for a short period during the construction phase. The Construction activities are

expected to produce noise levels in the range of 72-98 dB(A) at 50 ft distance which will

decrease with increase in distance. The major construction works will be carried out during

the day time. The noise produced during the construction will however not have a significant

impact on existing ambient noise levels. Due to the high noise levels of construction

machinery, the personnel operating the machines and the workers stationed close to the

machines are prone to exposure of high levels of noise. Use of proper personal protective

equipment can mitigate the adverse impacts of noise generated by such equipment on

personnel.


The construction of the proposed road will not have any major impact on the surface water

quality in the area. Contamination of water bodies may result due to spilling of construction

materials, oils and greases and paint during transportation and at the equipment yards and

asphalt plants. But the quantity of such spill will be negligible. Care however, needs to be

taken to provide adequate sanitary facilities and drainage in the temporary colonies of the

construction workers. Provision of adequate washing and toilet facilities with septic tanks and

appropriate refuse collection and disposal system should be made obligatory.

Ground water contamination can take place only if chemical substances get leached by

precipitation of water and percolate to the ground water table and by dumping of the used

water from construction colony. This is not the case with the present project, as the activity

does not contain any harmful ingredients, which could leach down to water table. Therefore,

no impact on ground water quality is anticipated from the project during the construction and

operation phase.

The water requirement will be increased during construction phase. Sufficient water for

construction purpose is available by surface water of river, digging borehole / borewell all

along the project road. All these activities shall have to be located within the vicinity of the

project site during construction phase, hence proper care have to be taken while deciding the

location of these activities. Identification of suitable locations shall have to be carried out

based on the present ground water table which is quite high in the area in order to safeguard

the nearby environment.

Water resources can be impacted in different ways during construction of the roads.

Construction work close to this River can cause significant disturbances to the users of

Kaladan. The piling or storing of earth, aggregates or other construction materials close to the

River can be source of pollution. The materials can settle by wind, by surface runoff or

accidentally during transfer or handling in the River. The storing of aggregates and other



construction material has been planned away from the river along the alignment at the plant

locations.

Areas where sensitive issues are likely to have impact on water bodies are given in Table 6.1.

Table 6.1 : Impact on Water bodies

Chainage (km) Sensitive issues Remarks


0 to 1.2 Kaladan River May be affected

2.8 to 3.0 Milawa River May be affected

17.9 to 18.0 Milawa River May be affected

30.6 to 30.8 Dalesta River May be affected

50.4 to 50.6 Pargon River May be affected

56.2 to 56.3 Vaku River May be affected

59.9 to 60.6 Kaladan River May be affected


2.800 to 2.900 Kannu Chaung May be affected

7.300 to 7.400 Kan Chaung May be affected

10.400 to 10.700 Twoase Chaung May be affected

14.000 to 14.100 Thalan Chaung May be affected

17.100to 17.250 Sat Chaing Chaung May be affected

21.100 to 21.200 Do Chaung May be affected

25.200 to 25.300 Tangbel Chaung May be affected

27.150 to 27.250 Sulehi Chaung May be affected

31.850 to 31.950 Sulewvi chaung May be affected

36.850 to 36.950 Phuhlai Chaung May be affected

Mitigation measures to reduce impact on these rivers have been suggested in Chapter 7. It is

envisaged with proper implementation of the suggested mitigation measures and proper

monitoring, the impact will be negligible.

6.3.6 Trees

The road passes through the hilly terrain and therefore the tress falling on the alignment needs

to be cut. The impact will depend on the number, density, and type of species of trees on each

road.

As discussed before that this area is blessed with so many natural resources and greenery is

one of them. Table 6.2 provides the total number of trees on the roadside. Also compensatory

plantation and plantation along the total road will be carried out as detailed in chapter on

mitigation measures. With the proposed mitigation measures, there will be several times more

trees after the project is completed.



Table 6.2: Details of Trees to be affected

Chainage Number of Trees


0-5 300

5-10 350

10-15 450

15-20 375

20-25 400

25-30 425

30-35 450

35-40 450

40-45 500

45-50 500

50-55 450

55-60 500

Sub Total 5150


0-10 700 10-20 750 20-30 750 30-40 850

40-48.5 750 Sub Total 3800

Total 8950

6.4 Impact during Operation Phase

6.4.1 Air Quality

During the operation phase of the project the air quality impacts due to the project will be

primarily due to the flow of traffic on the project road. The extent of these impacts will

depend upon i) the rate of vehicular emission and ii) the prevailing meteorological conditions

and iii) number of vehicles. As the traffic plying of the road would be of low level the impact

on the air quality would be minimal.

6.4.2 Noise

During the operation phase of the project uninterrupted movement of heavy and light vehicles

is expected to give rise to higher ambient noise levels. The sensitive receptors such as schools

and hospitals are not situated in the near vicinity of the project site. As the traffic plying of the

road would be of low level the impact on the surrounding area would be negligible.



6.4.3 Water Quality

During operation phase there is less possibility of any impact on waterbody. However water

quality can be impacted due to washing of the vehicles near the rivers, water bodies etc.

Washings from road can contain oil, which may end up in local water bodies.

6.4.4 Flora and Fauna

During operation phase there is least possibility of impact on flora and fauna.

CHAPTER 7

ENVIRONMENTAL

MANAGEMENT PLAN (EMP)

Preparation of Detailed Engineering Project Report for Two Lane Road from Paletwa to Setpyitpyin (Kaletwa) in Chin State of Myanmar

Environmental Management plan 7-1 Detailed Project Report

CHAPTER 7

7.0 ENVIRONMENTAL MANAGEMENT PLAN (EMP)

7.1 Introduction

Environmental Management Plan (EMP) is the key to ensure that the environmental quality

of the zone under impact does not deteriorate beyond the expected level due to the

construction and operation of the project. As discussed in the previous chapters, the road

design, construction and operation activities can have various levels of environmental

impacts. The Environmental Management Plan (EMP) covers all aspects of the construction

and operation phases related to environment.

The Environmental Management Plan (EMP) needs to be implemented right from the

conception and should continue till the end. The Plan can be divided into three phases - (a)

Design phase (b) Construction phase and (c) Operational phase.

7.2 Design Phase

Design will also be based on social and environmental criteria. Important environmental

components e.g. soil erosion points, water resources, drainage, trees, wild life, sensitive

locations etc, and social components e.g, school, hospitals, religious places, residential areas,

commercial place etc. will be preliminarily identified on existing road plan. While finalizing

alignments and deciding on corridor of impact, this data will be considered and based on same

design will be incorporated to minimize the impact on environment.

Table 7.1: Design Phase Measures – General

Impacts Mitigation Measures

Land Acquisition Alignment design to minimize the land acquisition

(inevitable as project road is new alignment)

Major Displacement None

Removal of Trees Alignment has been designed to reduce the number,

alignment selected to avoid forest, Orchid etc.

Compensatory plantation has been planned.

Impact on public utilities. Alignment design to consider. In case of removal alternate

arrangement to be done before.

Impact on Cultural Sites None

Borrow pits Locations to be selected considering minimum loss of

productive land and redevelopment

Environmental

Specifications for

Contractors

Environmental qualifications specification should be

included in pre-qualification packages for the contractors

These mitigation measures have been considered during finalizing the road design. Table 7.2

shows some special mitigation measures adopted in project design.



Table 7.2: Mitigation Measures in Project Road Design


Major Displacement None

Removal of Trees Alignment design has saved 6000 trees with selection of

project road.

Compensatory plantation of double the number of trees will

be carried out. Besides the total road section will be planted

with ten thousand trees.

Impact on public utilities

e.g. community wells etc.

In case of removal alternate arrangement will be done

before.

Kaladan and other Rivers The road section is parallel to the tributaries of Kaladan

River at some locations. Wherever required retaining wall

has been proposed.

Borrow Pits and queries Due to environment sensitivity, the project has plan for

borrow pits, far away from hills, so that there is no direct

impact on environment.

Air Quality and Noise The compensatory plantation along the project road would

reduce the impact of air and noise pollution.

7.3 Construction Phase

7.3.1 Land Environment

The impact of road construction starts with land environment. General mitigation measures

are suggested in Table 7.3.

Table 7.3: Mitigation Measures for Land Environment


Soil Erosion Proper planning for slope stabilization, topsoil storage, plantation

and turfing on slopes.

Loss of topsoil Most of the earth work would be done from the cut volume of the

project road.

Borrowing of fill

materials

Excavation from pre-selected locations. After excavation, the

borrow pits will be dressed to match with surroundings. In

specific cases borrow pits can be excavated in consultation with

local people to use those pits as water harvesting points.

Disposal of

Construction waste

No haphazard dumping of construction waste. Only pre-selected

location maintaining local environmental regulations will be used.

Disposal of human

waste by

construction

workers.

Specific landfill sites should be identified to manage solid waste

generated from habitation of construction workers.



7.3.2 Air Quality and Noise

Construction activities at different phases can generate significant air quality problems. So

air quality and noise will be one of the major environmental issues. Mitigation measures

would be taken to reduce the impact as presented in Table 7.4. Specific areas for air and

noise pollution control have been identified and given in Table 7.4.

Table 7.4: General Measures for Air & Noise Pollution Control

Impact Measures

Generation

of Dust

Water will be sprayed during construction phase, in earth handling sites,

asphalt mixing sites and other excavation areas for suppression of dust.

Dust emission from piles of excavated material should also be controlled

by spraying water on the piles.

Special care should be taken when working near schools and medical

facilities.

Dust emission is a high-risk problem in the Stone Crushing activities.

Workers are exposed to high level of dust pollution. It will be

responsibility of the project proponent to ensure that stone crushers

supplying materials for this project implement air pollution control and

workers are provided with masks.

Gaseous

Pollution

Vehicles and machineries will be regularly maintained to conform to the

emission standards stipulated under Environment (Protection), Rules

1986.

Asphalt mixing sites should be sufficiently away from residential quarters

and not in forest area.

Workers working in asphalt mixing and subsequent application of asphalt

mix on road surface are exposed to high level of carcinogenic emission.

These workers should be provided with masks and it will be

responsibility of the supervising officers that the workers use the masks.

Noise Workers shall not be exposed to noise level more than permitted for

industrial premises, i.e. 90 dBA (Leq) for 8 hours. Workers exposed to

high noise level should use ear plugs

Construction work generating noise pollution near the health facilities

and residential areas should be stopped during night.

Noise attenuation measures e.g. planting of trees, noise attenuation

structures to be done as required.

However some specific areas need to be identified for air and noise quality control. Table

7.5 provides the locations and measures for air and noise quality control.



Table 7.5: Areas of Air Pollution and Noise Control during Construction near

Settlements

Chainage (km) Settlement Sensitive issues

10.3 (Package I) Likeo School – RHS

19.8 (Package I) Mang Ta PHC – LHS


The project work will have some impact on water environment along the roadside and also

the requirement of water for construction activities may have some impact on local water

resources. Mitigation measures would be taken to reduce the impact as presented in Table

7.6.

Table 7.6: General Measures for Protection of Water Resources


Loss or impact on

water bodies

The water body or a part if lost will be replaced immediately.

The embankments of water bodies will be raised to prevent any

contamination from road run-off.

Flooding due to

siltation of

drainage channel

Excavated earth and other construction materials should be

stored away to prevent washing away.

Water use for

construction

Water sources would be selected so that local availability is not

affected. Local water bodies, tube wells, wells will not be used.

Borehole by contractors will be done with permission from

concerned department.

Contamination

from wastes

All practical measures will be taken to prevent any uncontrolled

effluent discharge from construction workers camps and

storages to water sources. The campsite will be provided with

proper drainage connected with local drain.

Contamination

from fuel and

wastes

Vehicle maintenance will be carried out in a confined area, away

from water sources, and it will be ensured that used oil or

lubricants are not disposed to watercourses.

Sanitation and

Water use in

Construction

Camps

Construction camp will be organized in a planned manner.

Workers shall be provided proper sanitation facilities including

toilets. Camps will have water supply facilities like tube wells or

from other sources without affecting the local water source.

During Construction work for the bridges over Kaladan River, it will be taken care that the

river water is not polluted due to the work. Also river should not be polluted by washing of

vehicles or use by the construction workers. Otherwise local users and aquatic ecology of the

river may be affected



There will be impact on Kaladan River through sedimentation either due to tree cutting and

other construction activities as discussed in Chapter-6. To mitigate this problem stabilize

and elevate the riverbank before construction. Construction material should be keep away

from Riverside.

7.3.4 Flora

A tree census has been carried out noting all tree sizes and species. About 8950 trees will

have to be removed during construction activities. Major mitigation measures to be taken up

are given in Table 7.7.

Table 7.7: Mitigation Measures for Tree Loss


Loss of

Trees

Tree felling will be restricted to requirement of construction activities.

About 8950 trees will have to be removed during construction

activities. Two times the number of trees cut will be planted. Besides

there will be more plantation on roadsides where there are no trees at

present. Total length of the road will be about 110.050 km. Plantation

will be done as near as the old site, most preferably just beyond the

existing position within Right of Way (ROW). To compensate the

felling of trees and improve environmental quality, trees will be planted

in nearby areas beyond the project site.

The species will be selected depending on site, plantation design and in

consultation with local community in the plantation program and forest

department. Tree plantation will continue as part of construction

process and will be included in Environmental Management Plan.

The trees will be planted by project authorities by the roadside within

ROW. The cost for plantation has been included in Environmental

Cost.

Medicinal

Plants

Efforts will be made to save medicinal trees. Afforestation program

will be taken up.

7.3.5 Fauna

Different fauna are affected due to construction activities. Mitigation measures for birds will

be planting of more trees, which will improve the condition much better than the present. For

wildlife in the remote areas, specific restrictions will be imposed. These include restriction in

timing of work; setting up of workers’ camp, use of water sources, traffic speed etc.



Table 7.8: Mitigation Measures to be adopted during construction Impacts Mitigation Measures

Loss of habitat for

avifauna Compensatory Plantation program will be taken up.

Impact on Wildlife No harvesting of wild foods or hunting of animals.

Speed restriction in night.

7.3.6 Safety

Safety at different stages of construction is an important issue both for local people as well as

for the construction workers.

Table 7.9: Safety Measures

Impacts Mitigation measures

Information to Public Signs will be posted on road before construction areas

informing public and travelers about the work and

safety provisions.

Restriction to Access Safe and convenient passage for vehicles, pedestrians

and livestock to and from the side roads and property

across the road will be arranged during construction

work

Occupational Safety for

Construction Workers

Contractor will arrange all safety measures for workers

as per Factories Act

Occupational Safety for

Asphalt plant workers and

Crusher plant.

All workers employed on mixing asphaltic material,

cement, lime mortars, concrete etc., will be provided

with protective footwear and protective goggles. For

crusher workers, masks should be provided.

Explosive use The Contractor shall at all times make full liaison with

and inform well in advance and obtain such permission

as is required from all Government Authorities, public

bodies and private parties whatsoever concerned or

affected or likely to be concerned or affected by

blasting operations.

7.3.7 Storage Site

Storage of construction related materials, like machineries, materials etc. will not be stored

near any waterbody, school, health facilities and residential areas. The discarded materials

from the storage site will be kept in a specific place at the storage site and disposed according

to environmental laws and regulations. Especially, two relevant rules – Manufacture, Storage

& Import of Hazardous Chemicals Rules and Hazardous Waste (Management and Handling)

Rules – should be always considered. For storage of explosives, Explosives Act should be

followed. Storage site should have proper signs for safety.



7.3.8 Workers’ Camp

Construction workers are a much neglected group in the country. Unless the workers are

provided proper amenities to live at the construction site, the environmental issues of road

construction cannot be properly met. Following mitigation measures are suggested in Table

7.10. In accordance with Environment (Protection) Act, for any environmental pollution from

the workers’ camp, the responsibility would lie with the project authority and subsequent

penal action can be taken against them.

Table 7.10: Mitigation Measures for Workers’ Camps

Issue Measures

Location Workers’ camps will be located away from water bodies,

schools, and residential areas.

Construction Camp will be constructed with proper accommodation

facilities, should look aesthetically good as this will be a

roadside feature during construction period

Water Contractor will arrange for potable water supply for the

workers so that local water sources are not disturbed. Bore

well for the camp will be suitable for this region.

Sanitation Workers’ camp will be provided with proper sanitation

facilities, toilets with septic tank and soak pits.

Other amenities Crèche, first aid etc as required under Factories Act

Some important guidelines related to stone quarries, noise levels of machineries and vehicle

standards are given in Table 7.11.

Table 7.11: Guidelines related to stone quarries, noise levels

Source Regulations

Stone Crusher i) Implementation of following pollution control measures:

a) Dust containment cum suppression system for the equipment.

b) Construction of wind breaking walls.

c) Construction of metalled roads within the premises.

d) Regular cleaning and wetting of the ground within premises

e) Growing of a green belt within the periphery

ii) Quantitative standard for SPM:

The SPM contribution value at a distance of 50 meters from a

controlled isolated as well as from a unit located in a cluster should

be less than 600 mg/m3. The measurements are to be conducted at

least twice a month for all the 12 months a year.

Vehicles Petrol driven: 4 wheelers: Idling CO not to exceed 3 % by volume.

3 & 2 Wheelers: Idling CO not to exceed 5.5 % by volume

Diesel driven: Smoke Density

a) At full load and 70% maximum speed: 3.2 Light Absorption Co-

eff

b) At free acceleration: 2.3 Light Absorption Co-eff



Source Regulations

General Emission Particulate matters: 150 mg/Nm3

Automobiles 2 and 3 wheeler : 80 dB (A)

Passenger car : 82 dB(A)

Passenger or commercial vehicles upto 5T : 85 dB(A)

Passenger or commercial vehicles 5-12 T : 89 dB(A)

Passenger or commercial vehicles 5-12 T : 91 dB(A)

Machineries Compactors, Front loaders, Concrete

mixtures, Cranes, Vibrators, Saws : 75 dB(A)

7.4 Operation Phase

Environmental issues change during operation phase and its mitigation plan also has to look

towards a longer period of time. Operation phase environmental aspects are thus more

related to vehicular emission. The mitigation measures for different environmental aspects

are discussed below in Table 7.12.

Table 7.12: Operation Phase Mitigation Measures

Impacts Mitigation measures

Dust Bad road maintenance of road gives rise to dust pollution. Road surface

will be maintained properly.

Gaseous

Pollution

All vehicles should be checked for “Pollution Under Control” certificates

and occasional spot testing of emission from vehicles will be carried out.

Surface

runoff

Surface runoff from the road will not be disposed directly in the water

bodies used by people for bathing etc. It should also not be disposed

directly in to any watercourse with good water quality.

Wild Life There should be speed restrictions through specific area in the night to

prevent accident with wild animals. There will be proper sign for the

drivers to inform about this.

Flora Tree plantations will be monitored continuously.

Safety Safety signs should be kept always clean and updated

Public

amenities

Bus Stops, Underpasses etc. should be kept in order.

7.5 Environmental Enhancement

Environmental enhancement considers additional provisions, which can be included in the

execution of highway widening project to enhance better road service facilities, public

amenities, safety provisions and environmental quality. Also it suggests improvement of

aesthetic qualities of the project corridor. Following are the provisions for the environmental

enhancement.

7.5.1 Road Service Facilities

Bus lay-byes: Bus Lay-byes are also proposed to be set up near the villages.. The location

will be developed aesthetically with ornamental plantations, shade trees and shrubs.



7.5.2 Public Amenities

Bus Stops: New bus stops with sitting bench and shade will be provided at all the settlement

areas. The shades will be of aesthetic design improving the visual quality of the highway.

Traffic Safety Signs: Traffic safety signs will be provided prominently at all places where

it is required for public safety like schools, heath centers, market area etc.

7.5.3 Water bodies

As discussed before, a number of water bodies will be affected by proposed alignment.

There will be mitigation measures as also discussed earlier. However there will be further

effort to enhance the aesthetics of these water bodies as well as public utility.

Landscaping: The slopes of the Kaldan River and its tributaries particularly near bridges

will be vegetated and landscaping will be done to improve the aesthetics of the place. The

slope will rise slowly from the roadside and there will be plantation of trees, which will

reduce soil erosion.

Improvement of Navigation Points: The Kaladan River has Navigation points along the

road. These navigation points will be improved with maintenance. Local styles will be

adopted developing new navigation points.

7.5.4 Workers’ Camps

As said before workers’ camps are most neglected. One of the important tasks of

environmental enhancement will be to build model workers’ camps, which then can be

replicated in all road construction projects. The workers’ camps will be clean, the camp

houses will be properly painted, the housing area nicely separated from the surroundings.

There may be flower plants etc to make the place beautiful. There should be sign stating it as

workers’ camp so that people traveling along the road can learn about the model camps.

CHAPTER 8

FINDINGS, RECOMMENDATIONS

AND CONCLUSION


Findings, Recommendations and Conclusions 8-1 Detailed Project Report

CHAPTER 8

8.0 FINDINGS, RECOMMENDATIONS AND CONCLUSIONS

8.1 Findings of the Study

The major findings of the study are:

a) This project is a part of Kaldan Multimodal Project between India and Myanmar

Government. Once the road is developed, the traffic, mainly freight and passenger can

travel with ease and in less time from Sittwe to Mizoram.

b) As road passed through a number of villages, which would improve connectivity to the

project area.

c) The selection of alignment option has significantly reduced the number of trees to be

cut.

d) River Kaladan and its tributaries by the side of the road, which may be partly impacted.

Environmental Management Plan has taken care of this aspect.

8.2 Recommendations

The EIA report has discussed the environmental issues in details and then suggested an

Environmental Management plan. The plan with proper implementation monitoring

schedule needs to be followed. Major recommendations in these plans are given below:

a) An Environmental Management Group should be established to implement

Environmental Management Plan and regular monitoring of environmental quality.

b) No campsite, extraction of water and work after evening within social forest area.

c) Air pollution and noise pollution control measures to be implemented during

construction, specifically in the identified sensitive areas.

d) Water bodies will not be impacted as far as possible.

e) Workers camp will be located away from water bodies and will have proper water

supply and sanitation facilities.

f) All machineries should conform to noise and emission limits as per Indian laws or

Myanmar Laws.

8.3 Conclusion

It has been discussed at the onset that this road is a part of bilateral agreement between

Government of India and Government of Myanmar, there is a proposal to develop a trade

route between the two countries. The road development will no doubt have some impact on

environmental components. However with EMP as suggested in this report would reduce

the impact on the project surroundings.

Documents

Preparation of Detailed Engineering Project Report for …mea.gov.in/Images/attach/EIA_Report.pdf · PROJECT REPORT ... 2.4 Proposed Project Description 2-2 3.0 ANALYSIS OF ALTERNATIVES