Environmental Assessment Report - Asian … Assessment Report Initial Environmental Examination...

Environmental Assessment Report

Initial Environmental Examination Project Number: 30303 May 2006

India: Karnataka Urban Development and Coastal

Environmental Management Project

Prepared by [Author(s)]

[Firm]

[City, Country]

Prepared by Wilbur Smith Associates Private Limited

Prepared for [Executing Agency] [Implementing Agency]

The views expressed herein are those of the consultant and do not necessarily represent those of ADB’s members, Board of Directors, Management, or staff, and may be preliminary in nature. The views expressed herein do not necessarily represent those of ADB’s Board of Directors,

Management, or staff, and may be preliminary in nature.

For and on behalf of

Wilbur Smith Associates Private Limited Approved by: A.S.Harinath Prepared by: Suhas Gaonkar Date:

Final Report Karnataka Urban Infrastructure Development and Finance Corporation (KUIDFC) Karnataka Urban Development and Coastal Environmental Management Project (KUDCEMP)

Initial Environmental Examination of the Proposed Airport Link Road, Mangalore May 2006 WSAPL Project No. 0506046

This report has been prepared by Wilbur Smith Associates Private Limited, an arm of Wilbur Smith Associates Inc., USA, with all reasonable skill, care and diligence within the terms of the contract with the client, incorporating our General Terms and Conditions of Business and taking account of the resources devoted to it by agreement with the client.

We disclaim any responsibility to the client and others in respect of any matters outside the scope of the above.

This report is confidential to the client and we accept no responsibility of whatsoever nature to third parties to whom this report, or any part thereof, is made known. Any such party relies upon the report at their own risk.

Initial Environmental Examination of Mangalore Airport Link Road Final Report

Karnataka Urban Infrastructure Development & Finance Corporation

Wilbur Smith Associates Private Limited

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Currency Equivalent

Currency Unit - Indian Rupee/s (Re/Rs) Re. 1.00 = US$ 0.022 US$ 1.00 = Rs. 45

Abbreviations

ADB Asian Development Bank AAI Airport Authority of India CPCB Central Pollution Control Board EIA Environmental Impact Assessment EMP Environmental Management Plan FGD Focus Group Discussions GoK Government of Karnataka GSI Geological Survey of India IMD India Meteorological Department IEE Initial Environmental Examination KSPCB Karnataka State Pollution Control Board KUDCEMP Karnataka Urban Development and Coastal Environmental

Management Project KUIDFC Karnataka Urban Infrastructure Development & Finance

Corporation, Bangalore MCC Mangalore City Corporation MSL Mean Sea Level NA Not Applicable NAAQS National Ambient Air Quality Standard NH National Highway NGO Non-Governmental Organisation RoB Rail over bridge RoW Right of Way SH State Highway SPM Suspended Particulate Matter WSAPL Wilbur Smith Associates Private Limited, Bangalore




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CONTENTS

EXECUTIVE SUMMARY.....................................................................................................1 ES1. Introduction .....................................................................................................................1 ES2. Project Description...........................................................................................................1 ES3. Description of Environment ................................ ................................ ..............................2 ES4. Anticipated Environmental Impacts And Mitigation Measures .............................................3 ES5. Environmental Management Plan ................................ ................................ ......................6 ES6. Stakeholder Consultation ................................ ................................ ................................ 12 ES7. Conclusions and Recommendations ................................................................................. 12

CHAPTER 1 INTRODUCTION ..........................................................................................13 1.1 Background....................................................................................................................... 13 1.2. The Present Study............................................................................................................. 13 1.3 Scope of Work .................................................................................................................. 14 1.4 Approach & Methodology ................................................................................................. 14 1.5 Organisation of the Report ................................................................................................. 15

CHAPTER 2 PROJECT DESCRIPTION.....................................................................16 2.1 Introduction ...................................................................................................................... 16 2.2 Profile of Existing Road..................................................................................................... 16 2.3 Need of the Project Road ................................................................................................... 17 2.4 Description of the project road........................................................................................... 17

2.4.1 Proposed Project Road...................................................................................... 17 2.4.2 Disposal of surplus earth ................................................................................... 19 2.4.3 Project Cost ...................................................................................................... 19

CHAPTER 3 ENVIRONM ENTAL PROFILE OF THE PROJECT AREA.................23 3.1 Introduction ...................................................................................................................... 23

3.1.1 Delineated Study Area of IEE Study ................................................................... 23 3.2 Physical Environment ................................ ................................ ................................ ........ 23

3.2.1 Climate............................................................................................................. 23 3.2.2 Physiography................................ ................................ ................................ .... 25 3.2.3 Water Resources ............................................................................................... 26 3.2.4 Ambient Air Quality .......................................................................................... 29 3.2.5 Noise Levels..................................................................................................... 29

3.3 Ecological Environment..................................................................................................... 30 3.3.1 Forests............................................................................................................. 30 3.3.2 Fisheries .......................................................................................................... 30

3.4 Socio Economic Characteristics.......................................................................................... 30 3.4.1 Demography..................................................................................................... 30 3.4.2 Occupational Pattern................................ ................................ ........................ 31

CHAPTER 4 SCREENING OF POTENTIAL ENVIRONMENTAL IMPACTS........32 4.1 Introduction ...................................................................................................................... 32 4.2 Impacts on Physical Environment ....................................................................................... 32

4.2.1 Impacts on Land ............................................................................................... 32 4.2.2 Impacts on Surface Water.................................................................................. 33 4.2.3 Impact on Ground Water ................................................................................... 34 4.2.4 Impact on Air Environment ................................ ................................ ................ 34 4.2.5 Impact on Noise Levels...................................................................................... 34




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4.3 Impact on Ecological Environment ..................................................................................... 35 4.3.1 Forest and Vegetation ....................................................................................... 35 4.3.2 Fisheries .......................................................................................................... 35

4.4 Impacts on Socio Economic Environment ........................................................................... 35 4.4.1 Land Acquisition ............................................................................................... 35 4.4.2 Socio-economic Impacts................................ ................................ .................... 35 4.4.3 Health and Safety Hazards ................................ ................................ ................ 36

4.5 Project Benefits................................................................................................................. 36 4.6 Summary of Environmental Impacts................................................................................... 37

CHAPTER 5 STAKEHOLDE R CONSULTATION..........................................................39 5.1 Introduction ...................................................................................................................... 39 5.2 Consultation Process.......................................................................................................... 39 5.3 Outcome ........................................................................................................................... 39

CHAPTER 6 IMPACT M ITIGATION MEASURES AND ENVIRONMENTAL MANAGEMENT PLAN.......................................................................................................41

6.1 Introduction ...................................................................................................................... 41 6.2 Mitigation of Impacts and Environmental Management Plan................................ ................ 41

6.2.1 Impacts during Construction Phase................................ ................................ .... 41 6.2.2 Impacts during Operation Phase................................ ................................ ........ 44

6.3 Summary Environmental Management Plan and Conclusions ............................................... 44 6.4 Legal Compliances for the project....................................................................................... 44

CHAPTER 7 FINDINGS A ND RECOMMENDATIONS.................................................52 7.1 Findings ................................ ................................ ................................ ............................ 52 7.2 Recommendation............................................................................................................... 52

CHAPTER 8 CONCLUSIONS.............................................................................................53




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LIST OF TABLES

Table 1: Projected Average Peak Month Passengers..................................................................... 16 Table 2: Proposed ROW Details of Stretch II............................................................................... 18 Table 3 Monthly Rainfall Pattern 1993-2002 ............................................................................... 24 Table 4 Soil Characteristics in the Study Area.............................................................................. 26 Table 5 Water Quality Characteristics of Gurupur River ............................................................... 27 Table 6 Depth of Groundwater Table ........................................................................................... 28 Table 7 Groundwater Quality of aquifers near the Project Area ..................................................... 28 Table 8 Ambient Air Quality ...................................................................................................... 29 Table 9 Ambient Noise Quality ................................................................................................... 30 Table 10 Population in the project area................................ ................................ ........................ 31 Table 11 Occupational pattern of the Project area......................................................................... 31 Table 12: Land Use in the study area. .......................................................................................... 31 Table 13 Activity Impact Identification Matrix ................................ ................................ ............ 38 Table 14: Environmental Impacts and Mitigation Measures .......................................................... 46 Table 15: Cost of Environmental Mitigation and Monitoring ................................ ........................ 51

LIST OF CHARTS Chart 1: Rainfall Pattern 1993-2002 ........................................................................................... 24 Chart 2 Groundwater Level near the Project Area 1995-2003 ....................................................... 28 Chart 3 Land Use of the Study Area 1991 ................................................................................... 31 LIST OF FIGURES Figure 1: Location of Project Area .............................................................................................. 20 Figure 2: Proposed Project Road Alignment – Stretch 1................................ ................................ 21 Figure 3: Proposed Project Road Alignment – Stretch 2................................ ................................ 22 LIST OF ANNEXURE Annxure 1: List of Persons met and stackhoders consulted




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EXECUTIVE SUMMARY

ES1. Introduction 1. The summary is based on the initial environmental examination carried out for the

proposed Airport Link Road Project. The project consists of constructing a new approach road connecting the proposed new terminal building to the existing state highway SH-66A This SH 66A connects SH 66 near Belamande and Mangalore on NH 17 via Katil and Bajpe in Dakhina Kannada District. The objective of the IEE study is to identify potential environmental impacts of the proposed activities to formulate strategies to avoid / mitigate the negative impacts, if any, which could arise due to the implementation of the suggested option. KUIDFC has commissioned the services of M/s Wilbur Smith Associates Private Limited (WSAPL) to carry out an Initial Environmental Examination (IEE) of the proposed project.

ES2. Project Description

2. Airport Authority of India (AAI) has undertaken upgradation of the existing Mangalore airport with construction of a second runway and a new terminal building. The upgradation would enable landing of Airbus 320 class of aircrafts and international flight movements. In regard to the connectivity to the proposed new terminal building, the Airport Authority of India has requested KUIDFC under KUDCEMP project to construct a new approach road connecting the proposed new terminal building to the existing state highway SH-66A (Mangalore – Bajpe road). The proposed project road comprises the following components:

(i) Stretch-I - Strengthening of existing SH 66A for a length of 1.125 Km (Stretch-I).

This stretch on SH 66A starts from Konkan Railway ROB (chainage Km 0+000) to starting point of the Airport approach road at Devi College of Pharmacy (chainage Km 1+125). The existing width of carriage way varies from 6 – 7 m with 1.5 m to 3 m wide shoulders on either side, with few houses close to the project road. In the absence of any information from Public Works Department, GoK (the agency currently maintaining the project road), the available ROW that ranges from 10 m – 13 m, has been considered for design purposes. To avoid impacts on structures near to the project road, no widening is envisaged in this stretch of road and hence the existing width of carriage way and ROW remains same for this section.

(ii) Stretch-II - Construction of a new 4-lane road from Airport approach road at Devi

College of Pharmacy to the proposed new Airport Terminal (Stretch II) . The total length of this stretch is 0.888 Km. It is proposed to develop a four lane (3.5 m width for each lane) carriage way with a 1.2 m wide median and 1.0m shoulders with drains on either side (A total width of 17.2 m). Owing to the hilly terrain and steep slopes, requiring construction of retaining walls, the proposed right of way (ROW) varies from 26 to 50 m.




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ES3. Description of Environment

Delineated Study Area of IEE Study 3. An area of 1 km on either side of the road (centerline) has been considered as study area

(impact zone) for the present IEE study. This ensures that the near by villages of Kenjar, Karmbar and Malavooru of Mangalore Taluk and the Gurupur River are included in the project influence area. The baseline environmental profile of the study area is discussed in the following sections.

Location 4. The proposed project road connects SH 66 A (Mangalore – Bajpe road) and Mangalore

Airport. The project site is located in Malavooru and Kenjar Villages of Mangalore Taluka, about 15 km from the city in northeast direction. The Arabian Sea Coast is 15 km from the project site.

Topography 5. The topography of the area is characterised by plains near the Gurupur River to rolling

terrain till the proposed approach road and hilly terrain at the end of the project road. The existing airport is situated on a hilltop at an elevation of 335 feet from MSL.

Geology and Soil 6. The underlying geological formation is of archaic origin and consists of metamorphic

schist and crystalline gneiss with granite and quartzes outcrops, which readily decomposes into reddish felspharic clayish soil, which is deep and supports valuable evergreen and semi-evergreen forest. The soils mostly lateritic and are well drained with moderate erosion.

Climate 7. The climate of the project area is marked by heavy rainfall and high humidity. The study

area receives high amount of rainfall from South-West Monsoon. The average annual rainfall of the area is 3756 mm. Also the seasonal temperature variations in the study area are quite small with maxim um temperature around 33.7°C and minimum around 26.1°C. The winds are strong and are mainly westerly and south- westerly during monsoon season.

Surface Water 8. The project region is drained by River Gurupur and its tributaries. It carries great volume

of water during monsoon. Further to the down stream of the project site Gurpur River meets River Netravati. The water quality analysis of Gurupur River indicates bacteriological pollution. All the other parameters of river water quality are within the limits as per IS 10500.




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Groundwater 9. The ground water occurrence for the project section is in mainly laterites and Granite

gnesiss formations. In laterites, the inherent porosity, jointed nature and fractures control water-bearing capacity. In granites and granite gnesiss formation ground water occurs under unconfined, Semi-confined and confined conditions in weathered and fractured zones. Large fluctuation in the water table across the year is observed in Mangalore. The ground water level is generally shallow in the region and during summer season the extraction levels go high leading to considerable decline in ground water levels.

Flora 10. There are no forest areas in the project area. Some of the common species recorded along

the project alignment are Mangifera indica, Atrocarpus hetephyllus Cocos nucifera, Casurina equisetifolia, Borassus flabelliger, Ficus religiosa and Ficus bengalensis, Terminalia paniculata, Bambax ceiba, Dalbergia latifolia, Dillinia pentagyna, schkeichera oleosa, Alstonia scholarics, Xylia xylocarpa, Lagerstroemia lanceolata, Olea dioica, Strychnosnux vomica etc.

Fauna 11. There are no wild animals present in the project area. Fish species found in Gurupur

River are Hyporanphous limbaius, Puntius Sp. Labeo Sps., Valamugil Sps., Leiza Sps.etc. Also number of Esturian species like Gerrus filamentus (Whiptail-silver -biddy), Gerrus oblongus (Silver -biddy), Teropon puta (Small Scale Terapon), Stalephorus indicus (Indian anehovy), Horabagrus brachysoma (Gunther's catfish).

Human and Economic Development 12. The proposed project alignment passes through two villages namely Malavoor and

Kenjar with a total population of 8,082 as per 2001 census. The literacy level of the area is recorded as 71.16 percent as against the state literacy rate of 57.59 percent. The work participation ratio of the study area is about 48.58 percent in 2001. The overall nature of the occupational pattern shows high level of participation in tertiary sector wit h over 50 percent and with only 15 per cent in primary sector.

ES4. Anticipated Environmental Impacts And Mitigation Measures

Impacts on Land

13. Significant hill cutting is expected for the project to negotiate a level difference of about 45-50 m for the proposed alignment. The soil type in this section is lateritic with gneiss granite and quartzes granite sub-base. While every effort has been made to minimize the excavation and cutting of rocks by optimal utilization of the existing contours, the cutting and filling operations may lead to erosion due to loosening of topsoil. As the project area receives heavy rainfall during monsoons, control of soil erosion is important.

14. Mining and excavation of construction materials may alter the topography and may also

lead to soil erosion. But considering the scale of project and also that the construction material will be sourced from the existing licensed mines, no impacts are envisaged.




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Impacts on Surface Water

15. As the project alignment doesn’t cross any major water body no direct impact on the water flow and quality are envisaged by the project. A small seasonal drain passes through the site. Except during the construction of cross drainage works, the channel will not be obstructed, and further as the construction work will mostly be carried out during the non-monsoon season and hence no impacts envisaged.

16. It is proposed to utilize the surplus earth for construction work by AAI, no impacts due to

the construction wastes are envisaged. However, accumulation of soil/earth at the site will not be allowed. It will be ensured that the surplus earth is immediately transported to AAI construction site for their use.

17. The construction water demand is proposed to be met by the surface water sources. Since

the water requirement for the project road is minimal (Only 2.013 Km of road is being developed), and all surface water bodies including nearest River Gurupur, are perennial that carry heavy flow except during April and May, the impacts of construction water extraction are minimal and negligible. There is no designated water usage of these water bodies except for domestic purposes such as cattle washing, etc. Though temporary, the water extraction for construction may affect these water uses. It is hence suggested to obtain appropriate consent from concerned authority/agency.

18. Untreated domestic wastewater from the temporary labor camps may deteriorate the River

Gurupur water quality. To avoid this im pact, it will be ensured that the labor camp is located away from the river and also adequate sanitation facilities will be provided in the labor camps.

Impact on Ground Water

19. Groundwater extraction is not proposed for the construction activities of the project and hence no impacts envisaged on the groundwater. Further, proper sanitation facilities in the labor camps will be provided to prevent groundwater contamination.

Impact on Air Environment 20. Impacts due to construction activities would be dust due to excavation, loading and

unloading and transportation of construction material, vehicular and construction equipment emissions and emissions from the DG set etc. While these impacts are temporary in nature, precautions such as periodic watering, covering of construction material and usage of low emission equipments during construction and other dust suppression measures are suggested.

21. During the operation phase the ultimate peak traffic generated per day by 2025 is

estimated as 170 PCU per day. The ambient air quality analysis of the project area indicates that the air quality is below the applicable air quality standards for rural areas in India. Addition of another 170 PCUs (21 PCU / hr) is expected to marginally increase CO and HC levels in the ambient air (CALINE model run indicates no change in ambient air quality up to 35 PCU/hr), but will be well within the standards. Hence no air quality impacts are anticipated due to the project.




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Impact on Noise Levels 22. The major sources of noise pollution during construction activities would be during

excavation, loading, transportation of materials and operation of construction equipment and DG sets etc. These are temporary in nature and will be mitigated by careful planning of machinery operations, use of low noise equipments and scheduling of operations only during the daytime to reduce these levels. The sensitive receptors include the residential houses in the project area (few house are located adjacent to the road) and a pharmacy college located at 50 m from the site.

23. Rock cutting and blasting operations generate high noise. Blasting will be carried out

during fixed hours (preferably during mid -day). To avoid disturbance, the blasting work will be scheduled during holidays or Sundays in consultation with the college authorities. The timing will be made known to all the people within 1000m (200 m for pre-splitting) from the blasting site in all directions. All the requirements of the regulations, laws in force pertaining to the importation, handling, transportation, storage and use of explosives will be complied. Every possible precaution at all times will be complied by the contractor and Personal Protective Equipment (PPE) such as earmuffs etc will be provided to the construction workers engaged in blasting operations.

24. During operation phase, the increase in traffic may also lead to increase in noise levels

therefore necessary precautionary measures such as provision of signboards (“no horn” boards) at the sensitive locations will be implemented.

Forest and Vegetation 25. There is no forestland in the project area. There are few domesticated tree species in the

project area, of which 4 trees needs to be cut-off for the project alignment. Compensatory afforestation to the tune of two trees per each tree cut will be carried out in the project area.

Land Acquisition 26. In Stretch I of the project road, where only strengthening of existing road is proposed,

the improvements will be with in the existing road and no land acquisition is envisaged. In the Stretch II, where a new 4-lane road of 0.888 Km is proposed, the ROW varies from 26 to 50 m including land for the protection works in the hilly portion. The total land acquisition in this stretch is estimated as 8.57 Acres. The land to be procured is dry and uncultivated with sparse vegetation.

Socio -economic Impacts 27. The project does not involve any loss of homestead or agricultural land /property and

therefore no socio-economic impacts envisaged. However, as stated above, the project involves land acquisition of 8.57 Acres, of which 4.07 Acres belongs to a private educational trust and the remaining is the Government land that needs to be transferred. Therefore no socio economic impacts envisaged.




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Health and Safety Hazards 28. There is no major habitation in the project area. However, scattered development along

existing road is observed. Part of the project road is a state highway and ther efore temporary inconvenience to traffic during the construction phase is anticipated. Since the existing road is two lane highway, temporary traffic management by diverting traffic to another lane will be carried to ensure movement of the traffic.

29. There are no major health and safety hazards envisaged due to the project. During the

construction phase, as the project involves rock cutting and excavation in the hilly portion, the construction work requires careful planning and precautionary meas ures. Blasting will be carried out during fixed hours (preferably during mid-day). To avoid disturbance to the dental college in the project area, the blasting work will be scheduled during holidays or Sundays in consultation with the college authorities. The timing would be made known to all the people within 1000 m (200m for pre-splitting) from the blasting site in all directions. All the requirements of the regulations, laws in force pertaining to the importation, handling, transportation, storage and us e of explosives will be complied. Every possible precaution at all times shall be complied when engaged in blasting operations such as post sufficient warning and flagmen.

30. Usage of heavy machinery also needs to be planned carefully and only skilled persons

will be allowed to operate the equipment. Proper signboards will be provided and adequate information to the local people about construction activities will be provided. In addition, personal protection equipment such as helmets, gloves, dust masks, boots and earmuffs, etc. will be provided for the workers.

31. Adequate water supply and sanitation facilities in the labor camps will be provided to

avoid health related impacts. 32. Issues of safety are important due to the location of few houses along the project road.

The project design has considered these aspects and safety measures such as caution signboards, speed limits, speed breakers, and indicators are provided at all the critical places.

ES5. Environmental Management Plan 33. The following table presents the environmental impacts and appropriate mitigative

measures to minimise/mitigate the impact. The mitigative measures for the construction phase impacts will form part of tender documents. The responsibility for their compliance thus would be binding for the prospective contractor as the contract condition. The overall responsibility for implementation and monitoring of mitigative measures will, however, rest with the project management unit (KUDIFC).


Karnataka Urban Infrastructure Development & Finance Corporation Wilbur Smith Associates Private Limited

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Table A: Environmental Impact Mitigation Measures No. Activity Possible

Environmental Impact

Suggested Mitigate Measure Agency Responsible

Preliminary Cost

Pre-Construction Phase 1 Cutting of trees,

clearing of shrubs

Loss of vegetation and trees – 4 medium sized trees of domesticated species need to be cut down

Compensatory afforestation will be under taken. Two trees will be planted for every tree cut down, i.e. 10 trees will be planted in the project area. Trees will be planted by EA / Contractor and maintained by the operating agency (PWD) for 3 years.

Contractor in consultation with EA.

Rs. 6000; part of project cost

2 Road design and incorporation of safety measures

Changes in local topography

Changes in topography are minimized by making use of the existing contours to the maximum in the project design.

EA NA

Improper road design may lead to accidents as the alignment has sharp curve and few houses are located along the road in stretch-I

Safety issues are considered in the design and adequate safety measures such as provision of speed breakers, caution boards, speed limits and indicators wherever necessary along the alignment.

EA Part Project Cost

Construction Phase 2 Excavation,

blasting, earth fill and transportation of materials

Dust generation from construction activities

Dust suppression measures will be implemented; frequent watering (at least thrice a day) will be done to arrest the dust at the construction areas and loading, unloading and material transportation areas. Excavated earth will be immediately cleared. To avoid spillages and dust generation, the construction material will be covered during transportation.

Contractor Part of miscellaneous cost of construction



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No. Activity Possible Environmental

Impact


Preliminary Cost

Soil Erosion Construction will not be carried out during monsoon. Erosion control measures such as ramming of topsoil immediately after the excavation and provision of silt control measures to minimize soil erosion. Ensure that no soil is left unconsolidated before completion of work at the site. Construction material shall be extracted from the existing licensed borrow areas and mines.

Contractor Part of construction cost

Increase in noise levels and safety hazards during blasting operations

Blasting will be carried out during fixed hours (preferably during mid-day) during holidays or Sundays in consultation with near by college authorities (sensitive location) The timing will be made known to all the people within 1000m (200m for pre-splitting) from the blasting site in all directions. All the requirements of the regulations, laws in force pertaining to the importation, handling, transportation, storage and use of explosives will be complied. Clearance from Controller of Explosives for blasting operations will be obtained. Every possible precaution at all times will be complied when engaged in blasting operations such as post sufficient warning and flagmen. Personnel Protection Equipment (PPE) will be provided for the workers.


3 Mining of construction materials

Creation of new borrow areas and related impacts such as erosion, pollution of down stream water bodies

The construction material for the project will be sourced from the existing licensed quarries/ borrow areas and therefore no new borrow areas are envisaged.

Contractor NA



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Impact


Preliminary Cost

Water extraction Water requirement for the construction will be sourced only from surface water sources. Groundwater will not be used for construction. Appropriate consent from concerned authority/agency for utilization of the water from surface water bodies will be obtained before utilizing the water.


Deterioration of air quality

The air emissions from construction equipment / machinery will confirm to the standards laid by the KSPCB. In case of hot mix plant, consent for establishment and operation shall be obtained from the KSPCB. Idling of delivery trucks or other equipment will not be permitted during periods of unloading or when they are not in active use

Contractor

Increase noise levels

The construction equipment will confirm to the standards; and noise level will not exceed 75 dB(A) measured at a distance of 1 m from the equipment in free field.

Contractor

4 Operation of Construction equipments and vehicles

Impact on water quality There are no major bodies in the vicinity; a small seasonal drain passes through the site.

There will not be any spillage of material/debris into the drain. Construction waste/debris will be immediately transported to the AAI construction site and there shall not be any accumulation at the work site. Accidental spillage of fuel/lubricants will be avoided. No repairs and maintenance works of equipment/machinery will be allowed at the site. Repairs if required, will be carried out on an impervious plot form only.

Contractor

NA



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Impact


Preliminary Cost

5 Disposal of construction debris/surplus earth

Disturbance to natural drainage, water pollution due to indiscriminate disposal of construction material/waste - Since the AAI is proposed to use this as material for its construction activities, no disposal impact envisaged.

Construction waste/earth will be immediately transported to the AAI construction site. No accumulation at the site is allowed. The Contractor will ensure the immediate clearance from the site.


6 Temporary Labor camps

Creation of unhealthy conditions and pollution of surface water

Labour camps will not be located near the water bodies. Trees/vegetation will not be cleared for construction of labour camps. Adequate water supply and sanitation facilities will be provided in the temporary labour camps. Regular cleaning will be under taken to maintain the cleanliness to avoid any health hazards. A work demobilisation plan will be prepared and implemented to clear the construction site including the temporary labour camps


7 Traffic diversions and safety issues

Safety issues of workers and local population residing along the project road.

Surrounding people will be informed about noise generating works such as rock cutting. The information such as nature and schedule of the work will be informed before hand. Safety measures such as display boards at necessary locations at the construction site will be erected to avoid any accidents and also to inform about the construction work to road users. Adequate safety precautions like wearing of helmets, gloves, helmets, earmuffs, safety shoes etc., will be provided to the workers. Protective goggles will be provided for welding workers. Signboards will be provided to guide the traffic during the construction period.


Operation and Maintenance



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Impact


Preliminary Cost

Air pollution – it is estimated that the proposed road will generate 170 PCUs/day by 2025.

The ambient air quality analysis of the project area indicates that the air quality is below the applicable air quality standards for rural areas in India. Addition of another 170 PCUs is expected to marginally increase CO and HC levels in the ambient air, but will be well within the standards. Hence no air quality impacts are anticipated due to the project.

NA NA 1. Traffic Movement

Noise Pollution

Minimisation of use of horns near settlements and during night time with the help of signboards in proper positions

part of design to be implemented by Contractor

Part of construction cost




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Table B: Cost of Environmental Mitigation and Monitoring Sl. No.

Mitigation/monitoring measure

Quantity Rate Implementation cost (Rs)

Remarks

1. Compensatory tree plantation

10 trees 600/ tree

6,000 Includes tree plantation and nurturing for 3 years.

2. Dust suppression measures (water sprinkling)

30 tankers

500 per

tanker

15,000 For a construction period of 6 months. Dust generation will not be significant during entire constriction period.

3. Ambient air monitoring

6 samples

3000 18,000 1 station -24 hours, fort nightly during construction

4. Provision of proper water and sanitation facilities in the labor camps

LS LS 50,000

Total Cost 89,000 EMP cost is included in the total project cost

ES6. Stakeholder Consultation 34. The basic purpose of conducting the stakeholder consultation was to involve the local people

into the process of project implementation and to incorporate the appropriate environmental and social concer ns into the process. The consultations were conducted during second week of December 2005 and based on informal unstructured interviews and focus group discussion in the villages of Malavoor and Kenjar along the proposed road alignment. Also discussions were held with the Design consultants M/s Dalal Mott Macdonald, KUIDFC officials, project management officials, Taluka Panchayat officials and NGOs.

35. As there are no major environmental or social issues involved due to the project, no issues

were brought out during these focus group discussions. Most of the stakeholders were of the opinion that since the project is envisaged to improve the connectivity, there would be rather lot of positive impacts and were also aware of the increased economic benefits due to the proposed widening of the road. Some concerns were raised in terms of carriageway extent and safety concerns due to increase flow of traffic. It was clarified that all safety issues have been considering in road design.

ES7. Conclusions and Recommendations

36. Based on the analysis of baseline environmental conditions and the proposed improvements to the project road, the initial environmental examination findings indicate that the project will not have adverse impacts on environment. The impacts due to proposed project are minor and predominantly during the construction phase of the project and hence, no further study such as detailed EIA is required. The measures recommended in the EMP, will be adequate to mitigate the temporar y / construction stage impacts of the project.

37. The implementation of the mitigative measures indicated in EMP will be the responsibility

of the contractor. The overall responsibility for monitoring of implementation of mitigative measures will however, rests with EA. The EMP prepared as part of this IEE will be made available to the contractor before the commencement of the contract and its implementation will be monitored by the EA.




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CHAPTER 1 INTRODUCTION

1.1 Background

38. Under the project titled ‘ Karnataka Urban Development and Coastal Environmental Management Project (KUDCEMP)’, the government of Karnataka (GoK) has taken up development of 10 coastal towns with the financial assistance from the Asian Development Bank (ADB). The Karnataka Urban Infrastructure Development & Finance Corporation (KUIDFC) has been identified as nodal agency for implementing the KUDCEMP. Mangalore City, district headquarters of Dakshina Kannada District, is one of the ten towns identified for the development under the said project.

39. Airport Authority of India (AAI) has undertaken upgradation of the existing Mangalore

airport with construction of a second runway and a new terminal building. The upgradation would enable landing of Airbus 320 class of aircrafts and international flight movements. The proposed development is on the southern side of the existing runway. The work for the second runway is in progress and expected to be completed by the year -end.

40. To construct a new road for connecting the new terminal building the existing state

highway SH-66A (Mangalore – Bajpe road), the Airport Authority of India has requested KUIDFC to construct this approach road under KUDCEM Project. Accordingly M/s Dalal Mott Mac Donald consultants have been appointed to prepare the DPR of the proposed road.

41. The following three options were considered for connecting the proposed new airport

terminal building with the existing State Highway (SH-66A): (i) connecting from Karambar junction, (ii) connecting by cutting hillock and from in front of the Pharmacy College and (iii) connecting through the existing road from Kenjar bus stop (via. Deccan Park) to backside of the airport compound.

42. Based on a quick comparative analysis of these options (engineering, environmental and

social issues) Option two, which cuts the hillock and runs in front of the Pharmacy College was finalized as this is the shortest route, and involves no displacement of structures and minimal private land acquisition. And also a kutcha road constructed by Pharmacy College can be used to avoid further cutting of hard rock.

1.2. The Present Study

43. The KUIDFC, under KUDCEMP, has initiated the process of partly strengthening of SH66A and construction of link road to the proposed terminal building with financial assistance from ADB. In the view of this, to examine the options in terms of environmental and social concerns, the initial environmental assessment study is initiated. Subsequently, the KUIDFC has commissioned the services of M/s Wilbur Smith Associates Private Limited (WSAPL) to carry out an Initial Environmental Examination (IEE) of the proposed widening and construction of the road for easy access to the airport.




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1.3 Scope of Work

44. The objective of the IEE study is to identify potential environmental impacts of the proposed activities to formulate strategies to avoid / mitigate the negative impacts, if any, that could arise due to the implementation of the project road. The scope of work to accomplish the above objective, as envisaged by KUIDFC broadly comprises;

§ Preparation of baseline environmental profile; § Identifying the potential environmental impacts; § Recommending appropriate mitigative measures to avoid / minimise the

environmental impacts, if any; and § Preparing an environmental management plan for implementation.

1.4 Approach & Methodology 45. The approach and the methodology for the study is based on ADB guidelines for IEE

studies and comprised the following tasks.

Task 1 Project Description 46. This objective of this task was to understand the project components and activities from the

design consultants. Further the task formulated an approach to conduct the IEE, the data requirement for the study and also reviewed the project components.

Task 2 Preparation of Baseline environmental Profile

47. Baseline environmental profile of the area was then prepared based on reconnaissance surveys and secondary information of physical , biological/ecological and socio -economic environment along the project road. Discussion with various local officials and people was conducted.

Task 3 Identification of the potential Environmental Impacts 48. With reference to baseline environmental profile impacts of the proposed project on various

environmental components were identified. Impacts were then catergorised as permanent / temporary or reversible / irreversible in terms of its nature.

Task 4 Stakeholder Consultation 49. Consultation based on unstructured interviews and focus group discussions with

government official and the residents along the proposed project alignment were carried out. The objective of this task was to involve various stakeholders into the process of project implementation and to incorporate their appropriate environmental and social concerns into the process.

Task 4 Preparation of Environmental Management Plan 50. Based on the type of environmental impacts predicted, mitigative measures for prevention/

minimizing of the same were identified and an environmental management plan was recommended for construction and operational phases. Monitoring requirements and institutional arrangements for the implementation of the project were suggested




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1.5 Organisation of the Report

51. The report is organized in eight sections including the present one. The second chapter presents description of the proposed project in terms of needs and activities. The base line environmental profile and other environmental features of the project area are discussed in the third chapter and the fourth chapter identifies the environmental impacts of the proposed project. The stakeholder consultation process carried out for the study is explained in the chapter five . The recom mended mitigative measures and the environmental management plan are presented in the sixth chapter of the report. While the seventh chapter of the report presents the findings and recommendation of IEE, the eighth and final chapter concludes the report.




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CHAPTER 2 PROJECT DESCRIPTION

2.1 Introduction 52. Mangalore is one of the largest urban coastal centers and fourth largest city of the

Karnataka and is sited between the confluence of Nethravathi and Gurupur rivers on western coast of India. It is the headquarters of Dakshina Kannda District and an administrative, commercial, educational and industrial center. An all weather port is located in Mangalore and is the only major port of Karnataka. It is bound in the east by the Western Ghats and in the west by the Arabian Sea.

53. The present Mangalore Airport is located at Bajpe, which is 22 km from city and has

been in operation since 1951.It is situated on a hilltop at an elevation of 335 feet from MSL and the air terminal can be reached from northeast side of the city (from Kavoor) by the SH66A. This SH 66A connects SH 66 near Belamande and Mangalore on NH 17 via Katil and Bajpe in Dakshina Kannada District. The runway at present is being utilized only for flight movements of smaller planes. AAI intends to upgrade the facility by a second runway and new terminal building. With the new terminal the distance of the airport from the city also reduces by about 8.0 km.

54. According to the Air Port Authorities, the proposed new terminal would handle most of

the air traffic after its completion and the new runway would be able to facilitate landing of bigger airplanes. The projected commercial movement after the upgradation is expected to be 3% (first year projection 4%), domestic passenger at 5% (first year projection 25%), and cargo handling in Metric tones would grow at 4% (first year projection 30%) till 20151. The international flights are likely to be introduced with the upgraded status of the airport.

Table 1: Projected Average Peak Month Passengers Year International Domestic 2003-04 - 819 2004-05 - 977 2010-11 52 1509 2020-21 127 2176 2024-25 155 2386

Source: Airport Director, Mangalore

2.2 Profile of Existing Road 55. The State Highway 66-A forms the part section of the proposed project, which starts

from National Highway 17 at Vysanagar. The SH 66A connects SH 66 near Belamande and Mangalore on NH 17 via Katil and Bajpe in Dakshina Kannada District. The project section of SH66A starts at the existing Kokan Railway RoB till proposed approach road to the terminal building. The road is the major link from the Mangalore city to the airport as well as for the local traffic to places like Bajpe, Kateel etc use this road.

1 The projections were done in 2001 by AAI and were based on existing traffic trends at Mangalore airport and

expected growth after the status of the airport is upgraded to international.




17

56. The project section of the existing r oad is a two-lane road that passes through uneven

terrain. Survey of the existing condition revealed that the road is in bad condition with severe cracks and rutting all along the pavement. The road is geometrically poor in design with many sharp bends and varying carriageway widths. The land use along the road varies from agricultural, orchards to sparsely built-up areas. The proposed alignment does not cross any forest areas, river and there are no environmentally sensitive locations along and around the project road.

2.3 Need of the Project Road 57. The existing airport can be reached by SH66-A through Bajpe town. The new

terminal is located 8 km from the existing terminal and closer to the city. At present, there is no connectivity to the proposed new terminal building from SH66A. It is planned to shift most of the activities to the new terminal, after the completion of the runway and terminal.

• It is assumed with the new runway the domestic air traffic movement would

increase substantially and with the upgradation international flights would also commence operations from the airport.

• The new terminal would also handle most of the air traffic and with increased air traffic easy accessibility to the new terminal is essential.

• With the proposed terminal the distance from the city would be reduced by 8 Kms and the project road would carry most of the traffic to the airport.

58. Since SH66A is a link road for the airport, MCC has envisaged 4-laning of this road

from the Mangalore city till the Marvoor Bridge, within its municipal jurisdiction. The work for this project has already started and a 4-lane concrete road is being laid from junction at NH-17.The project road hence would form the link from existing State Highway SH66A and would conn ect the to the proposed new airport terminal.

2.4 Description of the project road

2.4.1 Proposed Project Road 59. The project road has following two stretches:

• Stretch-I - Strengthening of existing SH 66A for a length of 1.125 Km (Stretch-I). This stretch on SH 66A starts from Konkan Railway ROB (chainage Km 0+000) to starting point of the Airport approach road at Devi College of Pharmacy (chainage Km 1+125). The existing width of carriage way varies from 6 – 7 m with 1.5 m to 3 m wide shoulders on either side, with few houses close to the project road. In the absence of any information from Public Works Department, GoK (the agency currently maintaining the project road), the available ROW that ranges from 10 m – 13 m, has been considered for design purposes. To avoid impacts on structures near to the project road, no widening is envisaged in this stretch of road and hence the existing width of carriage way and ROW remains same for this section.




18

• Stretch-II - Construction of a new 4-lane road from Airport approach road at Devi Collage of Pharmacy to the proposed new Airport Terminal (Stretch II). The total length of this stretch is 0.888 Km. It is proposed to develop a four lane (3.5 m width for each lane) carriage way with a 1.2 m wide median and 1.0m shoulders with drains on either side (A total width of 17.2 m). Owing to the hilly terrain and steep slopes, requiring construction of retaining walls, the proposed right of way (ROW) varies from 26 to 50 m..

Table 2: Proposed ROW Details of Stretch II S. No Chainage (m) ROW (in M) 1 0+050 44 2 0+100 50 3 0+150 33 4 0+200 42 5 0+250 45 6 0+300 42 7 0+350 30 8 0+400 27 9 0+450 30 10 0+550 31 11 0+600 33 12 0+650 38 13 0+700 – 0+850 26

Source: Design Report, Dalal Consultants 60. As described earlier, several options were

explored for linking SH-66A to the terminal building based on social criteria of avoiding demolition of structures on the existing alignment and minimal acquisition of land. After considering various options it was the option of 4 laning the road in front of Devi Pharmacy College was chosen.

61. The project road starts (chainage Km

0+000) from Konkan railway over bridge (ROB) . The topography of the project varies from plain terrain to rolling and then to hilly terrain.

Plate 2 Starting point of the Approach road to Terminal building

Plate 1 Starting point of the project road at ROB




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62. At the starting point of the approach road (Km

0+000) the proposed alignment negotiates a level difference of approx. 50m. To maintain the permissible gradient as per the highway design standards, the development of project roads needs substantial cut and fills operation needs during execution.

2.4.2 Disposal of surplus earth 63. The surplus earth from the road construction activity will be utilized by Airports

Authority of India (AAI) for its Mangalore Airport construction works. It will be the responsibility of the contractor to ensure that the waste is cleared from the construction site and is transported to AAI premises as and when it is generated.

2.4.3 Project Cost 64. The cost of the project is estimated to be 5.132 Crores of which 1.07 Crores would

be utilized for the first component i.e. strengthening of existing road and the major cost of 3.81 Crores would be incurred for construction of new road from the SH to the new proposed terminal building.

Plate 3 Existing cutting of hill done near Devi Collage of Pharmacy




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Figure 1: Location of Project Area




21

Figure 2: Proposed Project Road Alignment – Stretch 1




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Figure 3: Proposed Project Road Alignment – Stretch 2




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CHAPTER 3 ENVIRONMENTAL PROFILE OF THE PROJECT AREA

3.1 Introduction 65. The project ro ad is located in Mangalore Taluk of Dakshin Kannada district .The

baseline environmental profile of the project area is presented in this section based on secondary information available. Field monitoring surveys were also conducted to establish the baseline water, air and noise levels of the study area. Monitoring locations are presented in Figure 2 and 3. The base line environmental profile of the project area is broadly organized into three major environmental components; physical, ecological and social environment. The objective of preparation of baseline profile is to identify environmentally sensitive features of the project area that might be affected by the project activities.

3.1.1 Delineated Study Area of IEE Study 66. As presented in the earlier sections, the proposed project road connects SH 66 A (Mangalore –

Bajpe road) and Mangalore Airport and the project site is located in Malavoor and Kenjar Villages of Mangalore Taluk, about 15 km from the city in northeast direction. The Arabian Sea Coast is 15 km from the project area. Considering these features and the project being a liner in nature, an area of 1 km on either side of the road (centerline) has been considered as study area (impact zone) for the present IEE study. This ensures that the study area encompasses villages of Kenjar, Karmbar and Malavoor of Mangalore Taluk.

3.2 Physical Environment

3.2.1 Climate 67. The climate of the project area is marked by heavy rainfall and high humidity. The

period form March to May constitutes the summer season and is followed by the rainy season of the southwest monsoon, lasting from June to September. The period of October to November constitute the post-monsoon season and is followed by winter season. The climate is quite pleasant from October to February/March.

i. Rainfall

68. The study area, owing to its coastal location and being situated close to the Westerns Ghats, receives high amount of rainfall from South-West Monsoon. The average annual rainfall of the area is 3756 mm (short-term average of 1993-2002). For the present study purpose, the data recorded at the nearest India Meteorological Department’s (IMD) observatory at Panambur, near Mangalore City was collected and collated. The following table shows the monthly rainfall pattern from 1993-2002. The maximum and minimum rainfall recorded during this period was 4446 mm in 1994 and 3088 in 2000 respectively.




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3000

3500

4000

4500

1993 1994 1995 1996 1997 1998 1999 2000 2001 2002

Rainfall inmmAverage

Table 3 Monthly Rainfall Pattern 1993-2002 Year Jan Feb Mar Apr May June July Aug Sept Oct Nov Dec Total 1993 0.0 0.0 18.7 55.8 60.4 860.2 1612.0 528.4 150.7 574.1 71.0 43.8 3975.1 1994 23.5 0.0 0.2 76.4 97.6 1590.3 1332.3 793.9 176.7 323.2 32.2 0.0 4446.3 1995 2.2 0.0 0.0 45.3 233.7 1071.3 1391.7 538.5 270.6 191.0 32.1 0.0 3776.4 1996 0.0 0.0 0.0 0.8 34.5 925.5 1007.0 562.5 321.4 223.1 23.3 12.8 3110.9 1997 12.6 0.0 1.7 2.5 32.2 968.9 1635.5 999.9 157.0 126.3 90.2 15.5 4042.3 1998 0.0 0.0 trace 0.1 71.9 1362.6 1014.5 391.4 745.4 297.2 37.6 51.0 3971.7 1999 0.0 0.0 0.0 0.8 554.1 938.8 1441.4 499.9 180.1 356.6 35.2 0.0 4006.9 2000 20.8 0.0 0.0 66.7 273.9 1143.9 759.6 537.0 143.3 138.9 1.8 2.8 3088.7 2001 Trace 0.0 0.0 82.1 347.3 1242.7 990.0 667.1 183.0 334.7 58.2 0.0 3905.1 2002 0.0 0.0 0.0 17.8 483.8 810.7 486.4 538.3 199.9 642.1 54.9 0.0 3233.9

*All values are expressed in mm

Chart 1: Rainfall Pattern 1993-2002

69. As presented in the Chart 1, the rainfall ranges from 3000 to 4500 mm annually. The analysis of rainfall data for the period of 1993-2002 indicates that the rainfall is mostly concentrated during the Southwest monsoon season of June to September, during which the area receives 83 percent of the total annual rainfall. More importantly, the months of June and July alone receives more than 60 percent of total annual rainfall. The period of December to April may be termed as very less or no rainfall period during which the area receives very scanty amount of amount rainfall amounting just to 1.4 percent of the total annual rainfall.

ii. Temperature

70. Being located on the coast, seasonal temperature variations in the study area are quite

small. Analysis of the data pertaining to the period of 1993-2001 reveals that the month of May is usually the hottest month of the year. While maximum temperature remains around 33.7 o C and minimum stays at around 26.1o C. Night temperatures move down to about 21.4o C. The highest maximum temperature recorded in the area during the last 10 years was 36.8oC, which was recorded in May 1998. The minimum temperature of 17.6oC was recorded in January 2000.

iii. Humidity

71. As described earlier, the climate of the study area is marked by high humidity and

oppressive weather in hot season. Morning monthly mean relative humidity ranges from 72 percent to as high as 95 percent. Comparatively, large variations in the evening relative humidity were observed across a year, ranging from 52 percent in the month of December to 91 percent in the month of July.




25

iv. Wind Speed and Wind Direction

72. The winds are strong and mainly western and south- w esterly in southwest monsoon

months. For rest of the year, winds are mainly from north and east in the forenoons and westerly and north –westerly in afternoons. The maximum and minimum monthly mean wind speed recorded in the last decade was 8.5 km/h in February 1993 and 2.6 km/h in November 2001 respectively. The area also experiences high winds of more than 20 km/h during the months of June, July and August but with low frequency. The winds in the range of 6 kmph to 11 kmph are more frequent during this period.

3.2.2 Physiography

i. Topography 73. The topography of the project area is characterised by plains near the Gurupur River to

rolling terrain till the proposed approach road and hilly terrain at the end of the project road.

ii. Geology

74. The underlying geological formation is of archaic origin and consists of metamorphic schist and crystalline gneiss with granite and quartzes out crops. A peculiar feature about this gneiss is its readiness to decompose into reddish felspharic clay, whic h is deep and supports valuable evergreen and semi-evergreen forest. Such soil is also rich in humus. Generally, laterite rock become apparent on hot, open and exposed localities, whereas on the moist cool slopes, gneissic soil or red loam is more common. Laterite is the final stage of a very complete weathering and the red loam is characteristic of an inter-mediate stage. In the latter, aluminium is present in the form of a silicate; while in the formal it is the form of hydroxide.

75. The project area is located in the earthquake moderate damage risk zone III, as per

IS 1893 – 2002.

iii. Soil Conditions 76. In Dakshina Kannada district, towards the coast in which the project is located, the rock

is lateritic in fully exposed localities, denuded of protective forest vegetation. Surface disintegration of a mechanical nature is rapid and loose gravel is conveyed down to lower levels by the run-off water. The lower levels thus become a mixture of clay, sand and coarser gravel. The soils of the study area classified under four soil series as shown in the below Table 4.

77. The available results of soil test1 conducted at Bajpe town near the study area shows

that the soil is of lateritic with high iron and aluminum content. The pH value indicates mild acidic character of the soil. The electrical conductivity is 1.1 µmhos/cm at 25°C. The soil also has high organic matter with high nitrogen and low phosphorus.

1 Based on a study of EIA for Mangalore Airport, RITES December 2001




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Table 4 Soil Characteristics in the Study Area Soil Series

Description Soil taxonomy

110 Deep, well drained, clayed soil with medium AWC on high hill range, with moderate erosion; Associated with: Deep well drained, gravely clay soil with low AWC.

Clayey, kaolinitic, ustic Haplohumults. Clayey, kaolinitic, ustic kandihunults.

115 Deep, imperfectly drained, sandy soil on beaches; Associated with: Deep, imperfectly drained, sandy soils with shallow water table.

Mixed, typic ustipsamments.

Mixed aquic ustipsamments.

118 Very deep, well-drained, gravelly clay soils with surface crusting and compaction on undulating uplands, with moderated erosion. Associated with: Very deep, well-drained, gravelly clay soil with surface crusting and compaction.

Clayey skeletal, kaolinitic, typic kandiustults. Clayey skeletal, kaolinitic, rhodic kandius tults

119 Moderately shallow, somewhat excessively drained, gravely clay soils with hard iron stone on coastal plateau summits, with moderate erosion; Associated with: iron stone crust.

Clayey skeletal, kaolinitic, petroferric haplus tults.

3.2.3 Water Resources

78. The rivers of Dakshina Kannada flow westward and meet the Arabian Sea after a run varying from 50 km to 300 km. The Rivers, generally originate at an elevation ranging from 400 m to 1,600 m above the mean sea level, close to the Western Ghats ridge, are very steep in the upper reaches and fairly steep in the middle reaches. It is only near the sea that they have relatively flat gradients and some sort of flood plain.

i. Surface Water 79. The project region is drained by River Gurupur and its tributaries. It carries great

volume of water during monsoon and sometimes the river overflow the banks inundating surrounding areas but water recedes after a short time. Since the project road located away at about 0.8 km from the river on a higher elevation (about 30 m above the river bed as per topographic survey), the project road is will not be affected. The average annual flow recorded in the River, at gauging station till 1988 was 1276 m. cu. m. Small islands called ‘kudrus’ rising a few feet above the surface of the river are seen in the river. Further to the project site, Gurpur River meets Netravati and forms an estuary having long spits of sand intervening between it and the sea. Backwater formed by sand spits is thrown up by meeting of the river and the littoral currents and runs several kilometers along the coast. Sand quarrying in the river takes places near the project site.

80. The quality of water in the river was analysed as per IS-2488 (Part I-V). As presented in

the table below, the Physico-chemical parameters including heavy metals are well with in the limits of IS 10500 and IS: 2296. However, the bacteriological analysis of water shows the presence of E-coli and total coliform indicating the contamination of water.




27

Table 5 Water Quality Characteristics of Gurupur River

S. No

Parameters Concentration Limits as per IS 10500 & IS: 2296

1 PH 6.9 6.5 - 8.5 2 Turbidity, NTU <5 5 max 3 Colour, Hazen units <5 5 max 4 Odour Unobjectionable Unobjectionable 5 Fluoride (as F), mg / l <0.1 1.0 max 6 Chlorides (as Cl), mg / l 31 250 max 7 Total Dissolved Solids, mg / l 112 500 max 8 Total Hardness (as CaCO3 ), mg/l 20 300 max 9 Calcium Hardness (as Ca), mg / l 2 75 max 10 Magnesium Hardness(asMg),mg/l 2 30 max 11 Alkalinity (as CaCO3), mg / l 9 200 max 12 Sulphates (as SO4), mg / l 10 200 max 13 Nitrates (as NO3), mg / l <1 45 max 14 Dissolved Oxygen, mg / l 6.2 6 min

15 Biochemical Oxygen Demand for 5 days at 200C, mg / l

<2 2 max

16 Phenolics (as C6H5OH), mg/l <0.001 0.001 max 17 Anionic Detergents(asMBAS),mg/ l Absent 0.2 max 18 Cyanide (as CN), mg / l <0.01 0.05 max 19 Manganese (as Mn), mg / l <0.05 0.1 max 20 Aluminium (as Al ), mg / l <0.03 0.03 max 21 Boron (as B), mg / l <0.05 1 max 22 Selenium (as Se), mg / l <0.01 0.01 max 23 Hexavalent Chromium(asCr+6),mg/l <0.05 0.05 max 24 Lead (as Pb), mg / l <0.05 0.05 max 25 Copper (as Cu), mg / l <0.05 0.05 max 26 Cadmium (as Cd), mg / l <0.01 0.01 max 27 Arsenic (as As), mg / l <0.05 0.05 max 28 Iron (as Fe), mg / l 0.3 0.3 max 29 Zinc (as Zn), mg / l <0.05 5 max 30 Barium (as Ba), mg / l <0.05 1 max 31 Silver (as Ag), mg / l <0.05 0.05 max 32 Mercury (as Hg), mg / l <0.001 0.001 max 33 E - Coli / 100 ml Present Absent 34 Total Coliforms / 100 ml 1600 10 max

Source: Field Monitoring

ii. Groundwater

81. The ground water occurrence for the project section is in mainly laterites and Granite gnesiss formations. In laterites, the inherent porosity, jointed nature and fractures control water-bearing capacity. In granites and granite gnesiss formation ground water occurs under unconfined, Semi-confined and confined conditions in weathered and fractured zones. Since the groundwater details of the project are not available, the




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Mangalore

0

2

4

6

8

10

12

14

Jan

Fe

bM

arA

prM

ayJu

nJu

lA

ugS

epO

ctN

ovD

ecJa

nF

eb

Mar

Apr

May

Jun

Jul

Aug

Sep

Oct

Nov

Dec

Jan

Fe

bM

arA

prM

ayJu

nJu

lA

ugS

epO

ctN

ov

1995 1999 2003

Mangalore

details of the nearest area (Bajpe and Mangalore) available are analysed for understanding the ground water status. The following table shows the details of groundwater level in the Bajpe, Mangalore during the period of 1995-2003

Table 6 Depth of Groundwater Table Year 1995 1999 2003 Max Min Max Min Max Min Manglore (Bajpe) 12.12 1.17 11.54 2.3 12.19 3.35

Source: Department of Geology and Mines, GoK All values are expressed in metres.

Chart 2 Groundwater Level near the Project Area 1995-2003

82. As depicted in the Chart 2,

Groundwater level in the area has been following a definite trend at all the monitoring wells, with a shallow groundwater depth during the month of July and maximum depth during the period of March to May. Due to non-availability of water from the surface sources during summer season, the extraction levels go high and the groundwater level considerably declines. The water level increases considerably following the monsoon season.

83. Groundwater Quality. The information regarding the ground water quality at the project

area is unavailable. The groundwater quality at monitoring well at Mangalore (considering similarity of the aquifers to the project area) are presented in the below table indicates that all monitored parameters except iron content, are well within the permissible drinking water standards.

Table 7 Groundwater Quality of aquifers near the Project Area Monitoring Details Parameter Mangalore 1998 1999 2001

Drinking Water

Standards (IS 10500) Colour Colourless 25 Units Odour Odourless U A Turbidity Clear nil Clear Clear 10 pH 8.5 8.3 6.6 7.24 6.8-8.5 EC mmhos/cm 260 360 108 187 350 Total Hardness 96 120 33 50 300-600 TDS 150 204 0 115 500-2000 CO3 2 14 0 0 - HCO3 129 128 21 39 - Cl 6 25 14 34 250-1000 SO4 14 9 1 4 250-1000




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Monitoring Details Parameter Mangalore 1998 1999 2001

Drinking Water

Standards (IS 10500) NO3 2 13 20 15 45-100 Ca 24 35 10 17 75-200 Mg 9 8 2 2 - Na 11 23 9 20 - K 9 5 2 1 - F 0 0.10 0.3 1.5 Fe 12 0.4 0.04 0.2 0.3 – 1.0

Source: Department of Geology and Mines All values are expressed in mg/l except pH and EC

3.2.4 Ambient Air Quality

84. There are no sources of air pollution in the study area except the traffic movement on the SH 66 A. To establish the ambient air quality of the study area four monitoring stations were set-up and monitoring was conducted for 24 hours continuous. Results are presented in the following table. In comparison with the CPCB National Ambient Air Quality Standard for rural areas, all ambient air quality parameters are well with in the limits.

Table 8 Ambient Air Quality


3.2.5 Noise Levels

85. There are no noise generating sources in the area except the tr affic movement. To establish the ambient noise levels of the study area four monitoring stations were set-up and monitoring was conducted for 24 hours continuous. Results are presented in the following table. In comparison with the Ambient Noise Standard for residential areas night-time noise levels are within the limit while day-time levels are slightly exceeding the limit. This is may be due to the location of this residential area near to the State Highway (SH 66 A).

S. No Parameter Kenjar 1

Kenjar 2

Malavoor Karmbar

1 Suspended Particulate Matter,µg /m3 114 110 114 116 NAAQ Standard 200 200 200 200 2 Respirable Particulate Matter,µg /m3 41 49 32 37 NAAQ Standard 100 100 100 100 3 Oxides of Nitrogen (as NOx),µg /m3 41.1 39.6 40.4 42.7 NAAQ Standard 80 80 80 80 4 Oxides of Sulphur (as SO2),µg /m3 27.90 25 26.7 28.7 NAAQ Standard 80 80 80 80 5 Carbon Monoxide (as CO),µg /m3 1374 1603 1374 1259 NAAQ Standard 2000 2000 2000 2000 6 Hydro Carbons (as HC) 1117 1276 1382 1382 NAAQ Standard - - - - 7 Lead (as Pb), µg/m3 <0.01 <0.01 <0.01 <0.01 NAAQ Standard 1.0 1.0 1.0 1.0




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Table 9 Ambient Noise Quality


3.3 Ecological Environment

3.3.1 Forests

86. The district of Dakshin Kannada is blessed with rich and diverse forests. Most of the forests in the Mangalore division lie on the western slopes of the Western Ghats and their foothills to a width of about 25 km in a continuous belt. Principal forest types of the area are evergreen, semi evergreen, moist deciduous and other forests.

87. However, there are no forest areas in the project area. Most of the vegetation consists of

orchard plantation with flowering and fruit trees. Some of the species recorded along the project alignment are Mangifera indica, Atrocarpus hetephyllus Cocos nucifera, Casurina equisetifolia, Borassus flabelliger, Ficus religiosa and Ficus bengalensis , Terminalia paniculata, Bambax ceiba, , Dalbergia latifolia, Dillinia pentagyna, schkeichera oleosa, Alstonia scholarics, Xylia xylocarpa, Lagerstroemia lanceolata, Olea dioica, Strychnosnux vomica etc

3.3.2 Fisheries

88. Wide varieties of fish species are found in Gurupur River, some of fresh water fishes are Hyporanphous limbaius, Puntius Sp. Labeo Sps., Valamugil Sps., Leiza Sps.etc. There are number of Esturian species like Gerrus filamentus (Whiptail-silver -biddy), Gerrus oblongus (Silver-biddy), Teropon puta (Small Scale Terapon), Stalephorus indicus (Indian anehovy), Horabagrus brachysoma (Gunther's catfish ).2

3.4 Socio Economic Characteristics

3.4.1 Demography 89. The proposed road passes through two villages namely Malavoor and Kenjar. Total

geographical area of the two villages is 12.75 sq. km and total population as per 2001 census is 8082.Overall literacy rate of the study area as per 2001 census is 71.16 percent, which is higher than the State literacy rate (57.59) and slightly lower than the literacy rate of Dakshin Kannada district (73.34). The demographic details of the study area are shown in the Table 7.

2 “A survey on fish diversity in fresh water of Dakshina Kannada District.” Shashikala.K.B, Department of Applied Zoology, Mangalore University, Mangalagangothri, April-2000.

S. No Parameter Kenjar 1

Kenjar 2

Malavoor Karmbar

1 Day, dB(A) 55.4 56.6 56.0 56.5 NAAQ Standard 55 55 55 55 2 Night, dB(A) 42.1 43.1 43.0 43.2 NAAQ Standard 45 45 45 45




31

Table 10 Population in the project area Town Total

Area 1991 Population

2001 Population

Decadal Growth Rate

Density

Ha No. s No. s % Persons/Ha Malavoor3 607.00 2905 3293 13.36 64 ( 2001) Kenjar 668.00 4312 4789 11.06 29 (2001) Total 1275.00 7217 8082 - -

Source: 1991 & 2001 District Census Handbook, Dakshin Kannada

3.4.2 Occupational Pattern

90. The work participation ratio of the study area was recorded as 48.58 percent in 2001. Although as mentioned earlier the study area is rural area, the overall nature of the occupational pattern shows the high level of participation in tertiary sector with more than 50 percent of the population engaged in the sector and primary sector was confined just to 15 percent.

Table 11 Occupational pattern of the Project area S.No Name of village % Workers in primary

sector % Workers in

secondary sector % Workers in tertiary sector

1 Malavoor 15.92 27.18 56.90 2 Kenjar 5.99 37.52 56.49

Source : 1991 District Census Handbook, Dakshin Kannada

i. Land Use Chart 3 Land Use of the Study Area 1991

91. As per the census 2001, both the villages are denoted as rural. The land use classification of the villages show that only about 19 percent of the total land area is irrigated and about 49 percent of the area is not available for cultivation. There is no area under forest classification. The following table shows the details of land use in the both the villages in the study area.

Table 12: Land Use in the study area. Village Area Forests Irrigated

area Un-

irrigated Culturable waste land

Area not available for cultivation

Ha % Malavoor 607.40 0.00 8.01 16.35 16.04 59.60 Kenjar 667.53 0.00 29.14 18.22 14.98 37.66 Total 0 18.57 17.28 15.51 48.63

Source: Village Directory, District Census Abstract, Dakshin Kannada

3 Census village of Malavoor comprises Malavoor and Karmbar villages

Area not available

for cultivation

48%

Irrigated area 19%

Un-irrigated

17%

Culturable waste land

16%




32

CHAPTER 4 SCREENING OF POTENTIAL ENVIRONMENTAL IMPACTS

4.1 Introduction 92. As discussed in the earlier section, an area of 1 km on either side of the road

(centerline) has been considered as study area (impact zone) for the present IEE. The proposed road activities comprising two stretches I and II include the following:

• Stretch-I - Strengthening of existing SH 66A for a length of 1.125 Km (St retch-I).

This stretch on SH 66A starts from Konkan Railway ROB (chainage Km 0+000) to starting point of the Airport approach road at Devi College of Pharmacy (chainage Km 1+125). The existing width of carriage way varies from 6 – 7 m with 1.5 m to 3 m wide shoulders on either side, with few houses close to the project road. In the absence of any information from Public Works Department, GoK (the agency currently maintaining the project road), the available ROW that ranges from 10 m – 13 m, has been considered for design purposes. To avoid impacts on structures near to the project road, no widening is envisaged in this stretch of road and hence the existing width of carriage way and ROW remains same for this section.

• Stretch-II - Construction of a new 4-lane road from Airport approach road at Devi Collage of Pharmacy to the proposed new Airport Terminal (Stretch II). The total length of this stretch is 0.888 Km. It is proposed to develop a four lane (3.5 m width for each lane) carriage way with a 1.2 m wide median and 1.0m shoulders with drains on either side (A total width of 17.2 m). Owing to the hilly terrain and steep slopes, requiring construction of retaining walls, the proposed right of way (ROW) varies from 26 to 50 m.

93. The environmental im pacts arise due to implementation of projects, such as

infrastructure projects, could be categorized either as primary (direct) or secondary (indirect) impacts. Primary impacts are those which are induced directly by the project where as the secondary impacts are those which are indirectly induced and typically include the associated investments and changing patterns of social and economic activities due to the proposed action. Typically, the potential direct and indirect impacts of the project are summarized below and the interaction of the project activities with environmental attributes is presented as Activity-Impact matrix presented in Table 10

4.2 Impacts on Physical Environment

4.2.1 Impacts on Land 94. The proposed road alignment passes through rolling terrain from ROB to the proposed

starting point of the approach road to new terminal building. It is proposed to maintain the existing road levels and strengthen it with necessary safety measures.

95. The topography from the starting point of the approach road to the terminal building is

hilly and the proposed alignment has to negotiate a level difference of about 45 -50m in 100 meters. Substantial excavation with approximately 2.75lakh cubic metre of soil would be carried out to negotiate the steep slope on the hilly section. This soil will be used for filling operations and retaining walls (exact volumes will be available only




33

during execution stage). The remaining earth/soil is proposed to be utilized by the AAI for its construction works (for leveling works and preparatory works for approach roads, etc.). The contractor will ensure the transportation of the excess earth to AAI premises as and when it is generated and cleared immediately.

96. The changes in topography due to cutting and filling of the hill are minimized by

making use of the existing contours to the maximum in the project design. The soil type in this section is lateritic with gneiss granite and quartzes granite sub-base. While every effort has been made to minimize the excavation and cutting of rocks by optimal utilization of the existing contours, the cutting and filling operations may lead to erosion due to loosening of topsoil. As the project area receives heavy rainfall during monsoons, control of soil erosion is important.

97. Mining and excavation of construction materials may alter the topography and may also

lead to soil erosion. But considering the scale of project and also that the construction material will be sourced from the existing licensed mines, no major impact envisaged.

4.2.2 Impacts on Surface Water

98. The project area is drained by Gurpur River located approximately at a distance of 0.8 Km on the left hand side of the project road. No impact on the water flow and quality of the river is envisaged due to the proposed project. As the project alignment doesn’t cross any major water body no direct impact on the water flow and quality are envisaged by the project. A small seasonal drain passes through the site. Except during the construction of cross drainage works, the channel will not be obstructed, and further as the construction work will mostly be carried out during the non-monsoon season and hence no impacts envisaged.

99. It is proposed to utilize the surplus earth for construction work by AAI, no impacts due

to the construction wastes are envisaged. However, accumulation of soil/earth at the site will not be allowed. It will be ensured that the surplus earth is immediately transported to AAI construction site for their use.

100. The construction water demand is proposed to be met by the surface water sources. Since

the water requirement for the project road is minimal (Only 2.013 Km of road is being developed), and all surface water bodies including near est River Gurupur, are perennial that carry heavy flow except during April and May, the impacts of construction water extraction are minimal and negligible. There is no designated water usage of these water bodies except for domestic purposes such as cattle washing, etc. Though temporary, the water extraction for construction may affect these water uses. It is hence suggested to obtain appropriate consent from concerned authority/agency.

101.Untreated domestic wastewater from the temporary labor camps may deteriorate the River

Gurupur water quality. To avoid this impact, it will be ensured that the labor camp is located away from the river and also adequate sanitation facilities will be provided in the labor camps.




34

4.2.3 Impact on Ground Water

102. Groundwater extraction is not proposed for the construction activities of the project and hence no impacts envisaged on the groundwater. Further, proper sanitation facilities in the labor camps will be provided to prevent groundwater contamination..

4.2.4 Impact on Air Environment 103. Impacts due to construction activities would be dust due to excavation, loading and

unloading and transportation of construction material, vehicular and construction equipment emissions and emissions from the DG set etc. While these impacts are temporary in nature, precautions such as periodic watering, covering of construction material and usage of low emission equipments during construction and other dust suppression measures are suggested.

104. The airport passenger traffic as projected by the AAI indicates 977 passenger per

month (33 per day) in 2004-05, 1561 per month (52 per day) in 2010-11, 2303 per month (73 per day) in 2020-21, and 2541 passenger per month (85 per day) in 2024-25. By assuming that each passenger will generate 2 PCUs (round trip), the ultimate peak traffic generated per day by 2025 is 170 per day.

105. The ambient air quality analysis of the project area indicates that the air quality is below the

applicable air quality standards for rural areas in India. Addition of another 170 PCUs (21 PCU / hr) is expected to marginally increase CO and HC levels in the ambient air (CALINE model run indicates no change in ambient air quality up to 35 PCU/hr), but will be well within the standards. Hence no air quality impacts are anticipated due to the project.

4.2.5 Impact on Noise Levels 106. The major sources of noise pollution during construction activities would be during

excavation, loading, transportation of materials and operation of construction equipment and DG sets etc. The noise likely to be generated during excavation, loading and transportation of material will be in the range of 90 to 105 dB (A) and this will occur only when all the equipment operated together and simultaneously. This however, is a remote possibility. However, these temporary impacts will be mitigated by careful planning of machinery operations, use of low noise equipments and scheduling of operations only during the daytime to reduce these levels.

107.The workers in general are likely to be exposed to an equivalent noise level of 80 to 90

dB (A) in an 8-hour shift, for which Personal Protective Equipment (PPE) such as earmuffs, etc. will be provided to the construction workers by the contractor, to avoid health impacts. The sensitive receptors include the residential houses in the project area (few house are located adjacent to the road) and a pharmacy college located at 50 m from the site.

108. Rock cutting and blasting operations may generate high noise. Blasting will be carried

out during fixed hours (preferably during mid-day) and will be scheduled during holidays or Sundays in consultation with the college authorities. The timing will be made known to all the people within 1000m (200 m for pre-splitting) from the blasting site in all directions. All the requirements of the regulations, laws in force pertaining to the importation, handling, transportation, storage and use of explosives will be




35

complied. Every possible precaution at all times will be complied by the contractor and Personal Protective Equipment (PPE) such as earmuffs etc will be provided to the workers engaged in blasting operations.

109. During operation phase, the increase in traffic may also lead to inc rease in noise levels

therefore necessary precautionary measures such as provision of signboards (“no horn” boards) at the sensitive locations will be implemented.

4.3 Impact on Ecological Environment

4.3.1 Forest and Vegetation 110. As mentio ned earlier there is no forest land in the project area. There are about 54 trees

along the existing alignment of SH66A. These include species like Mangifera indica (Mango), Atrocarpus hetephyllus (jackfruit), Cocos nucifera (Coconut), Casurina equisetifolia (Casurina) Borassus flabelliger (Palmyrah) Ficus religiosa (Pipal) and Ficus bengalensis (Banyan). Also, no trees are found in the proposed new road section and the land is barren. However, four trees at the starting point of the approach road will have to for the project alignment. Compensatory afforestation to the tune of two trees per each tree cut will be carried out in the project area.

111. Development of temporary labor camps and site office shall be limited to vacant dry

land and in any case no trees, other than the above four trees will be cut for the project activities. Clearing of bushes and shrubs of domesticated species may be necessary, but no impact envisaged.

4.3.2 Fisheries 112. Since the proposed road does not cross any major water body it is not likely to have any

impact on the fisheries. Care however will be taken to avoid deposition of construction waste / accidental spillage of construction material in the river during the construction phase of the project. However, as the surplus earth will be utilized by AAI, no impacts envisaged.

4.4 Impacts on Socio Economic Environment

4.4.1 Land Acquisition 113. In Stretch I of the project road, where only strengthening of existing road is proposed,

the improvements will be with in the existing road and no land acquisition is envisaged. In the Stretch II, where a new 4-lane road of 0.888 Km is proposed, the ROW varies from 26 to 50 m including land for the protection works in the hilly portion. The total land acquisition in this stretch is estimated as 8.57 Acres. The land to be procured is dry and uncultivated with sparse vegetation.

4.4.2 Socio -economic Impacts 114. The project does not involve any loss of homestead or agricultural land /property and

therefore no socio-economic impacts envisaged. However, as stated above, the project




36

involves land acquisition of 8.57 Acres, of which 4.07 Acres belongs to a private educational trust and the remaining is the Government land that needs to be transferred..

4.4.3 Health and Safety Hazards 115. There is no major habitation in the project area. However, scattered development along

existing road is observed. Part of the project road is a state highway and therefore temporary inconvenience to traffic during the construction phase is anticipated. Since the existing road is two lane highway, temporary traffic management by diverting traffic to another lane will be carried to ensure movement of the traffic.

116. There are no major health and safety hazards envisaged due to the project. During the

construction phase, as the project involves rock cutting and excavation in the hilly portion, the construction work requires careful planning and precautionary measures. Blasting will be carried out during fixed hours (preferably during mid-day). To avoid disturbance to the dental college in the project area, the blasting work will be scheduled during holidays or Sundays in consultation with the college authorities. The timing would be made known to all the people w ithin 1000 m (200m for pre-splitting) from the blasting site in all directions. All the requirements of the regulations, laws in force pertaining to the importation, handling, transportation, storage and use of explosives will be complied. Every possible precaution at all times will be complied when engaged in blasting operations such as post sufficient warning and flagmen.

117. Usage of heavy machinery also needs to be planned carefully and only skilled persons

will be allowed to operate the equipment. Proper signboards will be provided and adequate information to the local people about construction activities will be provided. In addition, personal protection equipment such as helmets, gloves, dust masks, boots and earmuffs, etc. will be provided for the workers.

118. Adequate water supply and sanitation facilities in the labor camps will be provided to

avoid health related impacts. 119. Issues of safety are important due to the location of few houses along the project road.

The project design has considered these aspects and safety measures such as caution signboards, speed limits, speed breakers, and indicators are provided at all the critical places.

4.5 Project Benefits

120. The main objective of the project is to provide safe and efficient service levels to projected increased traffic movements and better connectivity to the new airport terminal. With Manglore emerging as major industrial investment destination, the industry and other users of the road will be benefited from the proposed improvement on account of better connectivity to the airport. The other direct and indirect benefits of the project include the following.

• Improve the connectivity to the new terminal building of the airport and reduce

the journey time and would provide safe and efficient service levels to the projected traffic movements.




37

• generation of employment to the local people, during the construction face of the project.

4.6 Summary of Environmental Impacts 121. Based on the baseline study of the project area and detailed analysis of various

parameters of environment it can be summarized that the project road does not pass through any environmental and ecologically sensitive zones and would not lead to any significant/ irreversible environm ental impacts in the project area. This is primarily based on the fact that being a small scale road project the impact intensity is minimal.

122. However, temporary impacts during construction phase of the project leading to

deterioration of ambient air, and water quality, increase in noise levels and changes in soil characteristics are envisaged. The following impacts are considered significant but temporary, confining to construction phase.

• Impacts on the land environment including topography and soil • Impacts on ambient air quality and noise levels • Impact on water quality

123. Appropriate mitigative measures as discussed in the next section of the report will be implemented to minimise the same and maximize the positive impacts. The fo llowing Table 10 shows activity impact matrix of the proposed project.




38

Table 13 Activity Impact Identification Matrix

Physical Resources Natural Resource Land Use

Activities

Top

ogra

phy

Nat

ural

Dra

inag

e

Soil

Surf

ace

wat

er q

ualit

y

Gro

undw

ater

qua

lity

Air

Qua

lity

Noi

se

Env

ironm

enta

l Aes

thet

ics

Veg

etat

ion

/ For

est

Wild

Life

Fish

erie

s

Res

iden

tial

Agr

icul

ture

Plan

tatio

ns

Pre – Construction

Clearing of land -ve/t -ve/t -ve/t -ve/t -ve/t -ve/t -ve/t -ve -ve/t -ve Machinery & equipment mobilisation -ve/t -ve/t

Construction Construction machinery and equipment

-ve/t -ve/t

Excavation/cutting/filling and road construction

-ve/t -ve/t -ve/t -ve/t -ve/t -ve/t

Waste disposal -ve/t -ve/t -ve/t -ve/t -ve/t -ve/t -ve/t

Construction Camp Sites -ve/t -ve/t

Operation and Maintenance Vehicular Movement

-ve/p -ve/p -ve/p




39

CHAPTER 5 STAKEHOLDER CONSULTATION

5.1 Introduction

124. The basic purpose of conducting the stakeholder consultation was to involve the local people into the process of project implementation and to incorporate the appropriate environmental and social concerns into the process. Moreover, the ADB environmental guidelines specify that the stakeholder consultation process shall be integral part of the IEE and thus makes is mandatory. This section presents the essence of the stakeholder consultation process.

5.2 Consultation Process

125. The consultations were conducted during the reconnaissance visit during second week of December 2005 and based on informal unstructured interviews and focus group discussion. Individual and Focus group discussions were conducted in the villages of (i) Malavoor and (ii) Kenjar along the proposed road alignment. Also discussions were held with the Design consultants M/s Dalal Mott Macdonald, KUIDFC officials, project management officials, Taluk Panchayat officials, NGO representatives and gram Panchayat official regarding the proposed projects and their views were solicited4. The objective of the consultation was to disseminate the project information and ascertain stake holder’s views on probable environmental and social impacts that may arise due to the implementation of the proposed project.

126. The following issues were discussed during the consultations.

• Overall need of the project; • Project location; • Environmental concerns; and • Social concerns.

5.3 Outcome 127. As there are no major environmental or social issues involved due to the project, no

issues were brought out during these focus group discussions. However, following comments and suggestions were made by various stakeholders.

• Most of the stakeholders were of the opinion that since the project is envisaged to

improve the connectivity, there would be rather a lot of positive impacts and were also aware of the increased economic benefits due to the proposed widening of the road.

• Some concerns were raised in terms carriageway extent since some of the structures

are located close to the existing road. But in this portion only strengthening of road is proposed and therefore it was agreed that there might not be any impact.

4 Names of the people met is enclosed in the Annexure




40

• Also concerns regarding safety of the crossing of the road due to increase flow of

traffic were raised. Since, these safety issues have been considered with provisions road signboards and speed breakers in road design at appropriate locations the stakeholders have agreed that there may not be any impact.

• The stakeholders anticipated impacts on air and noise during the construction of the

road and insisted for timely completion of the project.

128. To sum-up, the stakeholder consultation reveals that the implementation of the present project, may not have any sign ificant or adverse impacts either on the natural or socio-economic environment of the project area. The consultation however emphasizes the need to implement measures to address the anticipated in increase in air pollution during construction.




41

CHAPTER 6 IMPACT MITIGATION MEASURES AND ENVIRONMENTAL MANAGEMENT PLAN

6.1 Introduction

129. To address the anticipated negative impacts which are discussed in the previous chapter, mitigative measures in terms of construction practices and adherence to the guidelines is proposed and presented in the form of environmental management plan (EMP). The mitigative measures for the construction phase impacts will form part of contract and the responsibility for their compliance would be binding for the prospective contractor as the contract condition. The overall responsibility for implementation and monitoring of mitigative measures will, however, rest with the project Executing Agency (EA) KUDIFC.

6.2 Mitigation of Impacts and Environmental Management Plan 130. No major environmental issues are anticipated due to the proposed project activities and

most of the identified impacts are mainly due to construction phase. Though the impacts are not severe and temporary, care shall be taken to ensure that the ambient environmental conditions do not deteriorate.

6.2.1 Impacts during Construction Phase

i. Impacts on land environment 131. Excavation and cutting of rocks will change the local topography and may lead to

erosion due to removal of topsoil. As the project area receives heavy rainfall during monsoons, control of soil erosion may be important.

• Erosion control measures such as ramming of topsoil immediately after

excavation and silt controls will be provided to minimize erosion. • Construction wor k will not be carried out during monsoon. • It will be ensured that no soil is left unconsolidated after completion of work. • The excavated earth debris will be transported immediately to the AAI

construction site and no accumulation shall be allowed. • Construction material will be procured from the existing licensed borrow areas

and mines only.

ii. Impacts on surface Water 132. No major impact on surface water quality is envisaged. Since it is proposed to utilize

the surplus earth for construction work by AAI, no disposal impact envisaged. However, accumulation of soil/earth at the site will not be allowed. It will be ensured that the surplus is earth is transported immediately to AAI site. Immediate clearance from the site is important as the project area receives very high rainfall. Entry of sewage from labor camps may pollute the river water.




42

Mitigation Measures

• The construction activities such as excavation and earth filling and construction of embankment are scheduled during non-monsoon season.

• Surplus earth will be transported to AAI construction site and no other disposal will be allowed.

• Spillage of fuel/oils and other construction materials shall be contained with best handling/construction practices and strict skilled supervision.

• Labor camps will not be located near the bank of the river. Appropriate sanitation and water supply facilities will be provided in the camps.

iii. Impact on Air Quality

133. During construction period the impacts on air quality are mainly due to the material

movement and the actual construction activities. Due to loading/unloading and stocking of construction material, the air quality over the immediate influence area will be affected and the SPM levels in ambient air would be increased, though, not in significant levels. The emissions from DG sets, construction equipment and vehicles may deteriorate the air quality in the area. Mitigation Measures

• In order to reduce the dust emissions in the construction area due to material transport and construction activities, provisions will be made for sprinkling of water in the area where earth filling and excavation is being carried out. It will be ensured that the construction debris removed daily

• Idling of delivery trucks or other equipment will not be permitted during periods of unloading or when they are not in active use

• Low emission construction vehicles will be used wherever possible and all the equipments used will adhere to the standard emission norms.

• In no case, loose earth will be allowed to pile up along the approach roads and along the riverbank.

• In case of hot mix plant, Consent for establishment and operation will be obtained from the Karnataka State Pollution Control Board (KSPCB).

iv. Impacts on Noise Levels

134. The prime sources of noise levels during the construction phase are the construction

machinery/ vehicular movement and the loading/unloading and material stocking operations. The vibrators used for concreting produces noise. Though the impact may be minimum, the following measures shall be considered and implemented.

Mitigation Measures

• Construction contract will clearly specify the use of equipment emitting noise of not

greater than 75 dB (A) for the eight hour operation shift • For protection of construction workers, earplugs will be provided to those working

very close to the noise generating machinery. • Blasting will be carried out during fixed hours (preferably during mid-day). The timing

should be made known to all the people within 1000m (200m for pre-splitting) from the




43

blasting site in all directions. To avoid disturbance, the blasting activities will be scheduled during holidays or Sundays in consultation with the nearby college authorities.

• All the requirements of the regulations, laws in force pertaining to the importation, handling, transportation, storage and use of explosives will be complied.

• Clearance from Controller of Explosives for blasting operations will be obtained. • Every possible precaution at all times will be complied when engaged in blasting

operations such as sufficie nt warning before blasting and posting flagmen.

v. Impacts due to temporary labour camps 135. Sewage and the domestic solid waste generated at the construction workers colony will

have negative impact on the aesthetics and environment of the surrounding area, if not disposed off in an environmentally safe manner.

Mitigation Measures

• The worker's camp will not be located near the river and existing settlement areas. • Proper water supply and sanitation facilities will be provided. The water supply and

sanitation facilities will be made as per the guidelines of the Indian Labor Act.

vi. Impacts on Flora

136. Four trees are envisaged to be cut off in the new road section.

Mitigation Measures

• Compensatory afforestation will be carried out by planting 2 trees per each tree cut. This will be done with a lag of 3 to 4 months from the start of the work on the project road.

• Ten plants will be planted as compensatory measure. Survival rate of plants will be included in the contract specifications so as to ensure that the compensatory plantation achieves the objective of compensating lost trees. Plant species suitable for the area will be planted at the onset of monsoon season. The plants will be provided with adequate protection from animals and proper monitoring will be carried out to ensure their growth.

vii. Safety and health impacts

137. During the construction phase, as the project involves rock cutting and excavation in the

hilly portion, the construction work requires careful planning and precautionary measures, this will include the following.

• Usage of heavy machinery will planned carefully and only skilled persons will be

allowed to operate the equipment. • Provisions of proper signboards and informing the local people about the activity

will be important. In addition, personal protection equipment such as helmets, gloves, dust masks, boots and earmuffs etc will be provided for the workers.

• Adequate water supply and sanitation facilities will be provided in the labor camps • Caution signboar ds for the road users and surrounding people will be provided to

avoid any accidents at the work site.




44

• In case of traffic diversions, proper signboards will be provided sufficiently before the work site.

• Blasting will be carried out during fixed hours (preferably during mid-day). The timing will be made known to all the people within 1000m (200m for pre-splitting) from the blasting site in all directions.

• All the requirements of the regulations, laws in force pertaining to the importation, handling, transportation, storage and use of explosives shall be complied.

• Clearance from Controller of Explosives for blasting operations shall be obtained. • Every possible precaution at all times shall be complied when engaged in blasting

operations such as sufficient warning before blasting and posting flagmen, etc.

6.2.2 Impacts during Operation Phase 138. During the operation phase, the estimated ultimate peak traffic generated per day by

2025 is 170 PCU. As discussed in the earlier section, the changes in air quality or noise levels due to this additional traffic are insignificant. However, the following best practices are suggested for maintaining / improving the ambient air quality of the area.

Mitigation Measures

• Implementation vehicular pollution control norms and regular checking of vehicles by

the traffic police / RTA is important to control the vehicular emission • Maintenance of road in good condition by the PWD / agency maintaining the project

road • Provision of signboards such as “no horn” boards to reduce the noise levels.

6.3 Summary Environmental Management Plan and Conclusions 139. The following table presents the environmental impacts and appropriate mitigative

measures to minimize/mitigate the impact. The mitigative measures for the construction phase impacts will form part of tender documents. The responsibility for their compliance thus would be binding for the prospective contractor as the contract condition. The overall responsibility for implementation and monitoring of mitigative measures will, however, rest with the project management unit (KUDIFC).

6.4 Legal Compliances for the project 140. The following clearances will be required for implementation of the sub-project from

following agencies. PMU of KUDIFC (EA) will ensure that all necessary approvals/clearances are in place before implementation.

(a) NOC for cutting of trees

Permission from Tree Officer as per the Karnataka Preservation of Trees Act, 1976, is necessary for cutting the trees (4 nos) for the project road. The contractor will obtain the clearance prior to the start of the project.




45

(b) Consent & NOC for the project from KSPCB DG sets will be required during construction work. As the operation these DG sets will result in gaseous emissions consent has to be obtained from KSPCB. It is the responsibility of the Contractor to get the Consent & NOC from the KSPCB.

(c) Permission / Consent from concerned authority for surface water extractions

The contract will take prior permission / consent for extraction of water from concerned authority / agency.

(d) NOC/Clearance for blasting works NOC/ Clearance from Controller of Explosives pertaining to the importation, handling, transportation, storage and use of explosives will be obtained for blasting operations. It is the responsibility of the Contractor to get the clearance prior to blasting operations.

(e) Consent from KSPCB for hot mix plants

Consent for Establishment and Consent for Operation for Hot mix plants (if provided for construction) will be obtained from KSPCB. It is the responsibility of the Contractor to get the Consent & NOC from the KSPCB.



46

Table 14: Environmental Impacts and Mitigation Measures No. Activity Possible

Environmental Impact


Preliminary Cost

Pre-Construction Phase 1 Cutting of trees,

clearing of shrubs Loss of vegetation and trees – 4 medium sized trees of domesticated species need to be cut down

Compensatory afforestation will be under taken. Two trees will be planted for every tree cut down, i.e. 10 trees will be planted in the project area. Trees will be planted by EA / Contractor and maintained by the operating agency (PWD) for 3 years.

Contractor in consultation with EA.

Rs. 6000; part of project cost

2 Road design and incorporation of safety measures

Changes in local topography

Changes in topography are minimized by making use of the existing contours to the maximum in the project design.

EA NA

Improper road design may lead to accidents as the alignment has sharp curve and few houses are located along the road in stretch-I

Safety issues are considered in the design and adequate safety measures such as provision of speed breakers, caution boards, speed limits and indicators wherever necessary along the alignment.

EA Part Project Cost

Construction Phase 2 Excavation,

blasting, earth fill and transportation of materials

Dust generation from construction activities

Dust suppression measures will be implemented; frequent watering (at least thrice a day) will be done to arrest the dust at the construction areas and loading, unloading and material transportation areas. Excavated earth will be immediately cleared. To avoid spillages and dust generation, the construction material will be covered during transportation.

Contractor Part of miscellaneous cost of construction



47


Impact


Preliminary Cost

Soil Erosion Construction will not be carried out during monsoon. Erosion control measures such as ramming of topsoil immediately after the excavation and provision of silt control measures to minimize soil erosion. Ensure that no soil is left unconsolidated before completion of work at the site. Construction material shall be extracted from the existing licensed borrow areas and mines.


Increase in noise levels and safety hazards during blasting operations

Blasting will be carried out during fixed hours (preferably during mid-day) during holidays or Sundays in consultation with near by college authorities (sensitive location) The timing will be made known to all the people within 1000m (200m for pre-splitting) from the blasting site in all directions. All the requirements of the regulations, laws in force pertaining to the importation, handling, transportation, storage and use of explosives will be complied. Clearance from Controller of Explosives for blasting operations will be obtained. Every possible precaution at all times will be complied when engaged in blasting operations such as post sufficient warning and flagmen. Personnel Protection Equipment (PPE) will be provided for the workers.


3 Mining of construction materials

Creation of new borrow areas and related impacts such as erosion, pollution of down stream water bodies

The construction material for the project will be sourced from the existing licensed quarries/ borrow areas and therefore no new borrow areas are envisaged.

Contractor NA



48


Impact


Preliminary Cost

Water extraction Water requirement for the construction will be sourced only from surface water sources. Groundwater will not be used for construction. Appropriate consent from concerned authority/agency for utilization of the water from surface water bodies will be obtained before utilizing the water.


Deterioration of air quality

The air emissions from construction equipment / machinery will confirm to the standards laid by the KSPCB. In case of hot mix plant, consent for establishment and operation shall be obtained from the KSPCB. Idling of delivery trucks or other equipment will not be permitted during periods of unloading or when they are not in active use

Contractor

Increase noise levels

The construction equipment will confirm to the standards; and noise level will not exceed 75 dB(A) measured at a distance of 1 m from the equipment in free field.

Contractor

4 Operation of Construction equipments and vehicles

Impact on water quality There are no major bodies in the vicinity; a small seasonal drain passes through the site.

There will not be any spillage of material/debris into the drain. Construction waste/debris will be immediately transported to the AAI construction site and there shall not be any accumulation at the work site. Accidental spillage of fuel/lubricants will be avoided. No repairs and maintenance works of equipment/machinery will be allowed at the site. Repairs if required will be carried out on an impervious plot form only.

Contractor

NA



49


Impact


Preliminary Cost

5 Disposal of construction debris/surplus earth

Disturbance to natural drainage, water pollution due to indiscriminate disposal of construction material/waste - Since the AAI is proposed to use this as material for its construction activities, no disposal impact envisaged.

Construction waste/earth will be immediately transported to the AAI construction site. No accumulation at the site is allowed. The Contractor will ensure the immediate clearance from the site.


6 Temporary Labor camps

Creation of unhealthy conditions and pollution of surface water

Labour camps will not be located near the water bodies. Trees/vegetation will not be cleared for construction of labour camps. Adequate water supply and sanitation facilities will be provided in the temporary labour camps. Regular cleaning will be under taken to maintain the cleanliness to avoid any health hazards. A work demobilisation plan will be prepared and implemented to clear the construction site including the temporary labour camps


7 Traffic diversions and safety issues

Safety issues of workers and local population residing along the project road.

Surrounding people will be informed about noise generating works such as rock cutting. The information such as nature and schedule of the work will be informed before hand. Safety measures such as display boards at necessary locations at the construction site will be erected to avoid any accidents and also to inform about the construction work to road users. Adequate safety precautions like wearing of helmets, gloves, helmets, earmuffs, safety shoes etc., will be provided to the workers. Protective goggles will be provided for welding workers. Signboards will be provided to guide the traffic during the construction period.




50

Operation and Maintenance

Air pollution – it is estimated that the proposed road will generate 170 PCUs/day by 2025.

The ambient air quality analysis of the project area indicates that the air quality is below the applicable air quality standards for rural areas in India. Addition of another 170 PCUs is expected to marginally increase CO and HC levels in the ambient air, but will be well within the standards. Hence no air quality impacts are anticipated due to the project.

NA NA 1. Traffic Movement

Noise Pollution

Minimisation of use of horns near settlements and during night time with the help of signboards in proper positions

part of design to be implemented by Contractor

Part of construction cost



51

Table 15: Cost of Environmental Mitigation and Monitoring Sl. No. Mitigation/monitoring measure Quantity Rate Implementation

cost (Rs) Remarks

1. Compensatory tree plantation 10 trees 600/ tree

6,000 Includes tree plantation and nurturing for 3 years.

2. Dust suppression measures (water sprinkling) 30 tankers 500 per

tanker

15,000 For a construction period of 6 months. Dust generation will not be significant during entire constriction period.

3. Ambient air monitoring

6 samples 3000 18,000 1 station -24 hours, fort nightly during construction

4. Provision of proper water and sanitation facilities in the labor camps LS LS 50,000 Total Cost 89,000 EMP cost is included in the total

project cost




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CHAPTER 7 FINDINGS AND RECOMMENDATIONS

7.1 Findings 141. The proposed project road comprises the following components:

(i) Stretch-I - Strengthening of existing SH 66A for a length of 1.125 Km (Stretch-I). This stretch on SH 66A starts from Konkan Railway ROB (chainage Km 0+000) to starting point of the Airport approach road at Devi College of Pharmacy (chainage Km 1+125). The existing width of carriage way varies from 6 – 7 m with 1.5 m to 3 m wide shoulders on either side, with few houses close to the project road. In the absence of any information from Public Works Department, GoK (the agency currently maintaining the project road), the available ROW that ranges from 10 m – 13 m, has been considered for design purposes. To avoid impacts on structures near to the project road, no widening is envisaged in this stretch of road and hence the existing width of carriage way and ROW remains same for this section.

(ii) Stretch-II - Construction of a new 4-lane road from Airport approach road at Devi

College of Pharmacy to the proposed new Airport Terminal (Stretch II) . The total length of this stretch is 0.888 Km. It is proposed to develop a four lane (3.5 m width for each lane) carriage way with a 1.2 m wide median and 1.0m shoulders with drains on either side (A total width of 17.2 m). Owing to the hilly terrain and steep slopes, requiring construction of retaining walls, the proposed right of way (ROW) varies from 26 to 50 m.

142. Based on the analysis of baseline environmental conditions and the proposed

improvements to the project road indicate that the project will not have adverse impacts on environment. Few houses are located near the road (stretch 1) and a pharmacy college is located at 50 m from the project road. The identified impacts are limited to construction phase and therefore are temporary in nature. These mitigation measures are proposed for implementation in the form of an environmental management plan.

7.2 Recommendation 143. Based on initial environmental examination it is recommended the project may be

implemented along with the suggested EMP. The EMP with the mitigative measures for the construction phase impacts should form part of contract with of the agency implementing the project. The responsibility for ensuring EMP compliance would rest with the PMU of KUIDFC.




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CHAPTER 8 CONCLUSIONS 144. The impacts due to proposed project, as discussed in the earlier sections are minor and

predominantly during the construction phase of the project. Hence, no further study such as detailed EIA is required. The measures recommended in the EMP, will be adequate to mitigate the temporary / construction stage impacts of the project. The proposed components may proceed for implementation, with incorporation of recommendations, implementation of mitigation measures and monitoring programs as identified in this IEE.




A-i

Annexure 1: List of Persons Met and Stakeholders Consulted

S.No. Name Designation Office/Department

1. Mr. John Cope Team leader PMC, Black and Veatch (Intl.) Ltd.

2. Mr. J R Lobo, IAS Deputy Project Director KUIDFC, Mangalore 3. Mr. Ramachandran AGM, Technical KUIDFC, Bangalore 4. Mr. Srinivasan Asst. General Manager KUDCEMP 5. Mr. Abdul Jaleel Spl. Tahasildar KUIDFC, Bangalore 6. Mr. Hanumanulu Team Leader Dalal Mott Mac Donald

Consultants, Mangalore 7. Mr. Sreenivasa Shetty Deputy Team Leader Dalal Mott Mac Donald

Consultants, Mangalore 8. Mr. Lokesh. Highway Engineer Dalal Mott Mac Donald

Consultants, Mangalore 9. Mr. S A Prabhakar Sharma,

KAS Asst. Commissioner Dy. Commissioner’s office

10. Mr. Ramachandra Tahasildar Mangalore taluk 11. Mr. Krishnayya Deputy Tahasildar Mangalore taluk 12. Mr. Amarnath Sumathi Land Acquisition Officer Mangalore City Corporation

(MCC). 13. Mr. Suresh Babu Executive Engineer Engineering Department,

MCC. 14. Mr. Krishnappa Poojary Special Land Acquisition

Officer. MCC.

15. Mr. Pushparaja Shetty First Division Clerk. MCC. 16. Mr Babu Devadiga Superintendent Revenue Section. 17. Mr. Bhaskar Surveyor Taluk Office 18. Mr. Ayud Computer Section Taluk Office 19. Mr. Bopanna Village Accountant Taluk Office 20. Mr. Shivanand Second Division Assistant Taluk Office 21. Mr. Sadananda Acharya Village Accountant Village Panchayat. 22. Mr. Madhav Village Clerk Village Panchayat 23. Mrs. Bharathi Village Clerk Village Panchayat 24. Mr. Jayashankar Village Assistant, Kenjar Village Panchayat 25. Mr. Sreenivasa Village Assistant,

Malavooru Village Panchayat

26. Mr. Hegde, Mr Poojari, Mr Shetty

Residents of Malavoor village

--

27 Mr Prbhau, Mr. Naik, Mr Pai

Residents of Kenjar village

--

28. Mr. Raghavan NGO Representative Consumer Forum 29. Mr. Silvester NGO Representative Urban Research Cell 30. Mr. Durga Prasad NGO Representative Mangalore Nagara

Parisarasakta Okkutta 31. Mr. Dinesh Pai NGO Representative Rishi Samskrity Vidya Kendra

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