Environmental Assessment Report...establish a Road Board comprised of representatives of PWD’s upper management, transport users, automobile associations, transport operators and

Summary Environmental Impact Assessment Project Number: 38255 July 2006

India: Uttaranchal State-Road Investment Program Prepared by the Public Works Department for the Asian Development Bank (ADB). The summary environmental impact assessment is a document of the borrower. The views expressed herein do not necessarily represent those of ADB’s Board of Directors, Management, or staff, and may be preliminary in nature.

Environmental Assessment Report

CURRENCY EQUIVALENTS (as of 13 July 2006)

Currency Unit – Indian rupee/s (Re/Rs)

Re1.00 = $0.0216 $1.00 = Rs46.24

ABBREVIATIONS

ADB – Asian Development Bank BM – bituminous macadam BWLS – Binsar Wildlife Sanctuary CO2 – carbon dioxide COD – chemical oxygen demand dB(A) – decibels measured in the audible human range DOF – Department of Forest DoGM – Department of Geology and Mines DR – district road EA – executing agency EIA – environmental impact assessment EMP – environmental management plan GSB – granular sub-base IEE – initial environmental examination LVR – light vehicle road MDR – major district road MoEF – Ministry of Environment and Forests MoRD – Ministry of Rural Development MoSRTH – Ministry of Shipping, Road Transport and Highways NGO – nongovernment organization NH – national highway NOx – nitrogen oxide NO3 — nitrate ODR – other district road PC – Premix Carpet PIU – project implementation unit PM – particulate matter PMU – project management unit PWD – Public Works Department ROW – right-of-way RSPM – respirable suspended particulate matter SDBC – semi dense bituminous concrete SPCB – State Pollution Control Board SEIA – summary environmental impact assessment SGOU – state government of Uttaranchal SH – state highway SO2 – sulphur dioxide SPM – suspended particulate matter USRIP – Uttaranchal State Roads Investment Program VR – village road WBM – water bound macadam

WEIGHTS AND MEASURES

µg/m³ – micrograms per cubic meter of air km – kilometer km2 – square kilometer mg/l – milligram per liter m – meter mm – millimeter MW – megawatt

NOTES

(i) The fiscal year (FY) of the Government and its agencies ends on 31 March.

(ii) In this report, “$” refers to US dollars.

CONTENTS

Page MAPS

I. INTRODUCTION 1 II. OVERVIEW OF THE PROJECT 1 III. ENVIRONMENTAL SECTOR ASSESSMENT 2 IV. SUMMARY ENVIRONMENTAL IMPACT ASSESSMENT OF THE SAMPLE

SUBPROJECTS 3 A. Environmental Classification of the Subproject 3 B. Description of Activities of Project 1 4 C. Description of the Environment of the Sample Subprojects 6 D. Alternative Analysis 11 E. Anticipated Environmental Impacts and Mitigation Measures 12 F. Environmental Management Plan 14 G. Public Consultation and Disclosure 15

V. ENVIRONMENTAL CRITERIA FOR SUBPROJECTS 16 VI. ENVIRONMENTAL ASSESSMENT AND REVIEW FRAMEWORK 16

A. Environmental Assessment Requirement 16 B. Review Procedure for Environmental Assessment of Subprojects and

Responsibilities of PWD and ADB 18 C. Environmental Due Diligence to Ensure Compliance with ADB’s Environment

Policy 19 D. Public Disclosure 19 E. Staffing Requirements and Budget 19

VII. CONCLUSION 20 APPENDIXES 1. Environmental Management Plan 21 2. Environmental Monitoring Plan 29

I. INTRODUCTION 1. The state government of Uttaranchal (SGOU) has requested the Asian Development Bank (ADB) to finance the Uttaranchal State Roads Investment Program (Investment Program) based on the Uttaranchal Road Master Plan. This loan financing will be provided by using the multitranche financing facility that will cover seven Projects, and will be completed in 10 years. The total cost of the Investment Program is estimated at $830 million equivalent, of which $550 million will be financed by ADB and $280.0 million will be financed by the state. Each Project will contain an infrastructure development component under which approximately 10,800 kilometers (km) of roads will be improved. The first Project (Project 1) will cover about 573 km of roads consisting of state highways, major district roads, other district roads, village roads, and light vehicle roads. 2. The investment program includes various types of project activities and locations, so its environmental classification ranges from an “A” project to a “B” project in accordance with ADB’s Environment Policy.1 The environmental impact assessment (EIA) report for the first year program has been prepared to cover rehabilitation and improvement of the road connecting Almora to Bageshwar, and the road connecting Barechina to Sheraghat, that pass through the Binsar Wildlife Sanctuary (BWLS). These project roads are subject to environmental clearance from the Ministry of Environment and Forests (MOEF). The initial environmental examination (IEE) has been prepared for the rest of subproject roads for the first year program. The EIA studies were carried out from July 2005 to April 2006 by Public Works Department (PWD) consultants and ADB’s technical assistance consultant on behalf of Uttaranchal state PWD. The EIA and IEE reports, including the environmental management plan (EMP), were prepared in accordance with relevant laws and government regulations, and ADB’s Environment Policy and Environmental Assessment Guidelines. 3. This SEIA has been prepared for the use of ADB and contains a general overview of the investment program, a brief description of associated environmental impacts, an assessment of sector impacts, and an environmental assessment and review framework. The SEIA is based on the following reports: (i) the EIA for the road connecting Almora to Bageshwar, and road connecting Barechina to Sheraghat, and; (ii) the IEE reports for the state highways, major district roads, other district roads, village roads, and light vehicle roads of the first year program.

II. OVERVIEW OF THE PROJECT 4. The main objective of the USRIP is to improve road connectivity within the state as part of the SGOU Infrastructure Vision program to double income per capita and halve the proportion of the population below the poverty line. It is expected that improvement of the road network will facilitate efficient, safe, comfortable, and reliable intra-state transport, which will increase people and businesses in both rural and urban areas of the state. This would mean greater mobility and accessibility to educational and health services, employment opportunities, markets and raw materials. 5. SGOU’s Infrastructure Vision program covers investment components to rehabilitate and improve 10,800 km road network that will be funded by this proposed investment program. The

1 The project was initially categorized a “B” project. However, during implementation of project preparatory technical

assistance, it was found that two subproject roads pass through a wildlife sanctuary. The overall categorization of the project was subsequently changed to an “A” project, so the summary environmental impact assessment (SEIA) must be disclosed to the public through ADB’s website and circulated to the Board.

2

proposed investment program will be executed by utilizing ADB’s multitranche financing facility modality and implemented in seven Projects. The Project 1 investment development component will cover improvement and rehabilitation of 573 km of roads. The total cost of this initial investment development component is 73 million. PWD will be the Executing Agency. The Investment program will be implemented over 10 years. 6. USRIP will also have an infrastructure management component. The main objective of the capacity building component is to increase sustainability of the investment infrastructure by assisting the PWD to: (i) restructure and adopt improved operational procedures; and (ii) increase staff skills. Assistance for restructuring will enable the planning unit at PWD headquarters to start developing policies, setting performance targets, and programming and budgeting to ensure road network quality and consistency. Assistance will also be provided to establish a Road Board comprised of representatives of PWD’s upper management, transport users, automobile associations, transport operators and road builders to increase stakeholder participation, transparency and accountability. Revisions to operating manuals for planning, design, construction and maintenance in line with the vision and mission of PWD will also be undertaken as part of this component. To increase staff skills to execute tasks under the revised organizational structure and operational procedures, training will be provided as part of this component in detailed project report preparation and review, construction supervision and quality assurance, financial management and use of the Management Information and Project Management System. Workshops will be organized to increase awareness and skills of state civil works contractors on preparation and bidding for performance based contracts, quality control, overall construction, equipment and labor management, and environmental and social safeguard compliance.

III. ENVIRONMENTAL SECTOR ASSESSMENT 7. No special study was undertaken to assess issues and challenges in affected sectors of the proposed investment program. However, it is expected to generate impacts transcending productive and crucial sectors of the state including tourism, mineral, forestry, agriculture, and the environment. 8. Tourism in Uttaranchal is a rapidly developing industry and has become a major source of income and employment. The state is rich in cultural and natural resources, providing numerous opportunities and destinations for pilgrimages, fairs and festivals, adventure sports, wildlife, and nature parks. Minerals are also available on a large scale. Talc—a soft mineral used in cosmetic, paint, and the paper industry—is found in Almorah and Pithoragarh. Limestone is found in Kumaon and Garhwal. Gypsum is found in Dehradun, Nainital, and Garhwal. Iron ores occur in Nainital and Garhwal. The state’s vast forests and forestation of economically important tree species provide the potential for development of industries engaged in manufacturing wood-based products. Improvement of roads and connectivity will allow people, resources, and goods to move freely, thereby increasing the productivity of these underlying economic activities. 9. Increased mobility and accessibility could also lead to indirect or cumulative impacts, usually related to the operation of improved roads. The state has no master plan for tourism development, and the absence of a planned and coordinated strategy may result in encroachment on environmentally sensitive areas. The improved roads could also lead to increased mining activities and facilitate the exploitation of minerals. However, without adequate enforcement of environmental regulation, resources could be overexploited and environmentally unsound mining practices could generate adverse impacts. Although the state has limited available land for cultivation, the roads will provide indirect benefits and a stimulus to increased

3

agriculture activities in productive areas. Therefore, the use of agrochemicals in these areas must be monitored. 10. Most of the investment program roads are small in terms of physical intervention scale. However, they could generate short-term and immediate impacts, mainly environmental, and associated with construction works. The design approach integrates technical, environmental, social, economic, and institutional priorities. Environmentally responsible designs will be adopted to avoid unnecessary disturbance to human settlements and important ecological communities. The state’s legal and institutional framework is available to ensure that the investment program is implemented in an environmentally sound manner. However, enforcement and resources need to be strengthened.

IV. SUMMARY ENVIRONMENTAL IMPACT ASSESSMENT

OF THE SAMPLE SUBPROJECTS A. Environmental Classification of the Subproject

11. The environmental assessment studies cover all subprojects included in Project 1 of the program—23 subprojects with a total length of approximately 573 km comprising state highways, major district roads, other district roads, village roads, and light vehicle roads. All the subprojects will involve only rehabilitation and improvement of existing roads, so they will generally be classified “B” in accordance with ADB’s Environmental Assessment Guidelines (2003). However, two subprojects pass through BWLS, so detailed EIA studies were carried out to identify impacts from rehabilitation and improvement works to the sanctuary. Table 1 shows the environmental assessment study for each subproject.

Table 1: Environmental Assessment Studies for All Subprojects in the Project 1

Items Road Section District Road Type

Length (km)

Existing ROW (m)

Environmental Study

1 Kuwa–Kafnal–Parhi Uttarkarshi ODR 47.55 3.0–4.0 IEE

2 Naugaon–Purola Uttarkashi ODR 17.89 6.0–7.0 IEE 3 Kalsi–Chakrata Dehradun MDR 41.57 6.0–7.0 IEE

4 Fatehpur–Lansdowne Pauri ODR 21.81 6.0–7.0 IEE

5 Pathrakhkal–Gethichheda–Dodal–Umrasu Pauri ODR 17.99 6.0–7.0 IEE

6 Pauri–Khirsu–Srinagar Pauri ODR 18.00 6.0–7.0 IEE

7 Nand Prayag–Ghat Motor Road Chamoli ODR 18.49 6.0–7.0 IEE

8 Rudraprayag–Pokri–Karanprayag Chamoli ODR 14.51 6.0–7.0 IEE

9 Jakholi–Guptkashi Motor Road Rudraprayag ODR 13.08 6.0–7.0 IEE

10 Mukundpur–Paigadhakia–Dhakia Gulabo

Udham Singh Nagar ODR 25.00 3.5–5.5 IEE

11 Jaitpur–Dhatoli–Kharmasha Udham Singh Nagar ODR 10.80 3.5–4.0 IEE

12 Zafarpur–Gularbhoj Udham Singh Nagar ODR 13.80 3.2–5.5 IEE

13 Betalghat–Bhatrojkhan Nainital ODR 16.70 3.8–4.0 IEE

4

Items Road Section District Road Type

Length (km)

Existing ROW (m)

Environmental Study

14 Nathuakhan–Suyalbadi Nainital VR 29.00 3.5 IEE

15 Raniket–Mohan Almora MDR 70.20 3.0–3.8 IEE

16 Udiyari bend–Kanda (Berinag–Bageshwar) Pithoragarh MDR 25.70 3.75–4.0 IEE

17 Thal–Udiyari bend (Berinag) Pithoragarh SH-6 22.00 3.5 IEE

18 Pulai–Dhola–Chamdeval Siling Motor Road Champawat VR 6.50 3.5 IEE

19 Lohaghat–Choumel Motor Road Champawat VR 7.50 3.5 IEE

20 Tuligarh–Bhairav Mandir Champawat VR 6.30 3.5 IEE

21 Kakrali–Thuligarh Champawat VR 13.00 3.5 IEE

22 Almora–Bageshwar section of SH-37

Almora Bageshwar

SH 72.90 3.5 EIA

23 Barechhina–Seraghat section of SH-6 Almora SH 42.30 3.5 EIA

EIA = environmental impact assessment, IEE – initial environmental examination, km = kilometer, m = meter, MDR = major district road, ODR = other district road, ROW = right of way, SH = state highway, VR = village road. B. Description of Activities of Project 1

1. Subproject Activities 12. The proposed subprojects will rehabilitate and improve the existing road network (state highways, major district roads, other district roads, village roads, and light vehicle roads) in the state of Uttaranchal. These roads are the primary means of the movement of people and goods in this hilly state. The improvement work mostly includes strengthening existing roads on existing formation width with minor widening and improvement of shoulders. The brief scope of subprojects’ detail activities for each type of roads is as follows.

a. State Highways

13. The condition of the state highways is fair except some patches that have deteriorated. Surface undulations with bumpy riding quality were noticed in most parts of the roads. The condition of the shoulder along the entire roads varies from fair to poor and at some sections, is not well defined. Roadside drains are in poor condition. The existing carriageway width varies from 3.75 meters (m) to 4.5 m. 14. The following proposals are adopted in the design in view of the existing road conditions:

(i) State highways will be improved to single-lane 3.75 m carriageways. (ii) Overlay sections, where the present surface is in satisfactory condition minimum

overlay, are given in 25 millimeters (mm) semi dense bituminous concrete (SDBC) + 50 mm bituminous macadam (BM). Profile corrections, where considered, will be made in BM up to 75 mm thickness (including overlay) and granular material (water bound macadam [WBM] or granular sub-base [GSB] or combination of both) beyond that.

5

(iii) For reconstruction sections, the following combination is considered minimum: (25 mm SDBC + 50 mm BM + 150 mm WBM + 100 mm GSB).

(iv) Overlays with 20 mm PC are adopted. (v) For reconstruction sections, the following combination is considered 20 mm

Premix carpet (PC) + 150 mm WBM + 100 mm GSB). (vi) The road more or less follows the existing alignment and profile.

b. Major District Roads/Other District Roads

15. The existing condition of major district roads and other district roads is fair to poor. The average carriageway width varies from 3.0 m to 4.0 m. The existing traffic is low in these roads. In some sections, the road is completely deteriorated, and undulations and poor surface quality were observed in most of the roads. The existing shoulders are very weak and roadside drainage is poor. 16. The following provisions are adopted in the design:

(i) Most of the roads were kept as single lane except three roads in Udham Singh Nagar district where widening to an intermediate lane is proposed. Therefore, only these three roads will require widening of the right-of-way (ROW).

(ii) Overlay over existing BM + SDBC roads, overlay is given in 25 mm SDBC only. (iii) For reconstruction sections, the following combination is considered (25 mm

SDBC + 50 mm BM + 150 mm WBM + 100 mm GSB). (iv) For overlay over PC roads, overlay is given in 20 mm PC only. (v) For reconstruction sections, the following combination may be considered:

(20 mm PC + 225 mm WBM + 100 mm GSB). (vi) Roads more or less follow the existing alignment and profile. Local depressions

are corrected by BM/WBM/GSB. c. Village Roads/Light Vehicle Roads

17. The existing condition of village roads and light vehicle roads is fair to poor. Most of the roads have poor riding quality with surface undulations. In some sections, the road quality is non-motorable. The existing traffic is very low on these roads. The carriageway width varies from 3.0 m to 3.5 m. Roadside drainage is also very poor.

18. The following arrangements are adopted for village roads and light vehicle roads:

(i) All construction works will be carried out by mechanized means. (ii) Pavement composition in reconstruction stretches will follow the existing

adjoining pavement crust, subject to the minimum requirements stated above. (iii) V-shaped drains are generally provided. (iv) Usage of locally available suitable materials will be maximized.

2. Program Schedule 19. The proposed USRIP will be implemented through 7 Projects over a period of 10 years. The roads are designed to last for 20 years. The environmental assessment studies were carried out during the detailed engineering design.

6

C. Description of the Environment of the Sample Subprojects

20. This description covers project areas and affected areas. The field observation ranges from 100 m to 150 m from the central line of the road for village roads and light vehicle roads; and 100 m to 500 m for state highways, major district roads, and other district roads.

1. Physical Environment

a. Atmosphere and Climate 21. The state’s climate is moderate and tropical characterized by a hot and dry summer, humid monsoon or rainy season, short pleasant post-monsoon, and cool and dry winter. The climate of the area is conditioned to some extent by the proximity of the Himalayas in the north. 22. The climate in the mountainous region depends on elevation, slope, and type of land cover. Average summer temperatures are from 12.6°C to 18.7°C, whereas winter ranges are from 2.9°C to 11.5°C. Rainfall peaks during July (15.5 mm average) followed by August (14.1 mm average). High relative humidity occurs during the monsoon season and the maximum relative humidity observed during July and August (95.5–99.2%) can make the surrounding area rather uncomfortable. A lot of mist, fog, and dew appear at the mountainous areas during the monsoon.

b. Air Quality 23. The pristine environment and sparse population mean that most parts of the state have very good air quality. Air pollution mainly originates in the larger urban and industrial areas such as Dehradun, Roorkee, and Almora. The main sources of air pollution are vehicle exhausts and industries. 24. Ambient air quality was monitored along sample subprojects. The air quality monitoring results showed that the concentration of suspended particulate matter (SPM) ranges from 77 micrograms per cubic meter of air (µg/m³) at Kafli Gair to 189 µg/m³ at Bageshwar. The concentration of respirable suspended particulate matter (RSPM) ranges from 23 µg/m³ at Kafli Gair to 62 µg/m³ at Bageshwar. The concentration of sulphur dioxide (SO2) ranges from 12 µg/m³ at Basauli to 24 µg/m³ at Bageshwar, while nitrogen oxide (NOx) ranges from 20 µg/m³ at Kafli Gair to 45 µg/m³ at Bageshwar. 25. Ambient air quality along all the subproject roads conforms with National Ambient Air Quality Standards. All the parameters monitored were found within permissible limits. Improvement in road surface will reduce the concentration of these parameters in the atmosphere as traffic growth on these roads is not expected to increase significantly.

c. Noise Level 26. The subproject roads mostly run through forests, agricultural land, and wasteland where the noise environment is generally quiet. There are no industrial or mineral enterprises in the project areas. The main noise sources are from vehicles traveling on existing roads and human activity. 27. Ambient noise level monitoring was carried out along the subproject roads considering daytime (6 am to 10 pm) and nighttime (10 pm to 6 am). Daytime equivalent noise level in the

7

study area is 50.8–67.6 decibels measured in the audible human range (dB[A]). Nighttime equivalent noise level is 38.4–46.6 dB(A). A maximum of 70.2 dB(A) of instantaneous noise level was observed at Dhaul Chinna on Barechhina–Seraghat road during daytime and a minimum of 37.1 dB(A) at Basauli on Almora–Seraghat Road at night. In general, the ambient noise scenario within the study area slightly exceeds the noise level standards prescribed by the Central Pollution Control Board.

d. Topography, Geology, and Soil 28. Uttaranchal has hilly and mountainous terrains that cover approximately 90% of the geographical area. Based on land elevation, the state is classified as terai region (less than 300 meters above mean sea level (msl), lower hilly region (300–600 m), upper hilly region (600–2,400 m), high altitude region (2,400–4,500 m), and upper high altitude region (above 4,500 m). Udham Singh Nagar and Haridwar are the only plain districts in the state. The subprojects’ area is divided into two physiographic zones. The non-montane zone consists of plains where the soil is fertile and has good water retention capacity. The montane zone consists of sub-Himalayas, mid-Himalayas, and greater Himalayas (virtually covered with snow year-round). 29. The Himalayan tract of the Kumaon–Garhwal region exposes a wide variety of rocks ranging in age from Himalayan pre-Cambrian to Quaternary. Schists, schistose phyllites, granulites, migmatites, limestone, quartzite, etc. are the major rocks in region. The area is classified as high seismic zone V. 30. The region experiences very severe soil erosion. Soils of the Uttaranchal Himalayas in general are quite shallow, gravelly, and impregnated with unweathered fragments of parent rocks. 31. Two kinds of landslides exist along the highway: (i) debris slides, which are movements of debris material along slopes; and (ii) rock falls, which are movements of rock strata caused by the highly jointed nature of the rocks.

e. Surface and Ground Water 32. The state has a long network of perennial and seasonal streams. It is well drained by numerous rivers and rivulets (locally known as Gad, Dadhera, and Naula). There are three main river systems: (i) Bhagirathi–Alaknanda basin–Ganges basin, (ii) Yamuna–Tons basin, and (iii) Kali system. 33. The Ganges system drains the major part of the region covering the whole of the Garhwal (except the western part of Uttarkashi district) and the western part of Garhwal Himalayas from an altitude of 7,138 m meet at Devprayag and flows as the Ganges thereafter. The main stream is the Bhagirathi. The main tributaries to the Alaknanda and Bhagirathi, or to one another ultimately contributing to the waters of the Ganges, are the Alaknanda, Saraswati, Dauli Ganga, Berahi Ganga, Nandakini, Mandakini, Madhu Ganga, Pindar, Atagad, Bhilangana, Jad Ganga, Kaldi Gad, and Haipur. The Nayar, which drains more than half the area of Garhwal district, is an important tributary of the Ganges. 34. The Yamuna–Tons system is also located in the Garhwal region. The Yamuna river rises at Yamunotri and is joined by important tributaries such as (i) the Giri and, (ii) more importantly, the Tons—its biggest tributary—with 2.7 times greater volume of water than the Yamuna. The

8

Yamuna River flows out of the hill areas through the Doon valley and the Shivaliks, into Haridwar district; it is joined in the Doon valley by several streams. 35. Drainage of the greater part of the Pithoragarh district and the eastern parts of Almora and Nainital districts (i.e., most of the Kumaon region) is affected by the Kali River system. In general, the main rivers of the region, particularly in Garhwal, pass through very deep valleys because of their erosive power and huge water volume. Besides these main river systems, glaciers, lakes, innumerable streams, and rivulets and springs constitute the important water resources of the region. 36. The water of the rivers studied was in quite a healthy and clean state in the monitored section. It was not significantly affected by extraneous pollution. Observed values of pH (8.1–8.3), dissolved oxygen (7.1–7.4 milligrams per liter (mg/l), biological oxygen demand (4.0–5.0 mg/l), nitrate nitrogen (0.5–0.85 mg/l) and oil and grease (below detection limit) clearly reflect the absence of any significant pollution.

2. Ecological Resources

a. Aquatic Ecology 37. Catch data from the major rivers are not available, and studies are sporadic and preliminary in nature. The Golden mahseer (Tor putitora), one of the main game and food fish in the central Himalayan region, has decreased significantly. Fish migrate considerable distances upstream in the search of suitable spawning grounds. Stocks of the Himalayan mahseer are also depleting and it is now considered an endangered species. According to available statistics, the Himalayan mahseer contributes significantly only in one river—comprising 32.8% of the catch from Nayar River, 9.7% from Song River, and 0.8–3.1% from other rivers.

b. Flora 38. The mountains, meadows, lakes, and dense forests support exotic wildlife and plant life. Sixty-four percent of the state’s land area is covered by forests classified into reserved forests, protected forests, and unclassified forests. Discussion with forest officials in Khalsi region revealed that the state’s forest cover is changing rapidly because local communities are clearing the hills for agricultural activities. Dense forests cover 19,023 km2 (77%)2 and open forest accounts for only 4,915 km2. However, the actual forest cover of dense canopy is only 34%. 39. The vegetation of the Himalayan region is broadly divided on the basis of topography as forests and bugyal (high altitude grasslands or meadows situated above the level of trees and shrubs). These are the alpine pastures. The state’s vegetation is characterized by varying altitudinal zones as follows:

(i) Subtropical forest zone extends up to 1,200 m. Sal (Shorea robusta) is the dominant species—found up to 750 m on the southern slopes and 1,200 m on the northern slopes.

(ii) Temperate forest zone extends between 1,050 m and 1,900 m on the southern slopes and between 900 m and 1,800 m on northern slopes. Chir (Pinus longifolia) is the dominant species in this zone. Above Chir forests, mixed

2 Forest Survey of India. 2001. State of Forest Report. Dehradun.

9

vegetation of broad-leaved species such as oak are found. Birch, silver fir and burans follow at the upper limits of the oak forests.

(iii) Subalpine and alpine forest zone extends above 2,120 m and hosts varieties of conifers such as silver fir, blue pine, spruce, cypress, deodar, and birch, amid a dense undergrowth of shrubs.

(iv) Alpine bush land and meadows follow the third zone and are found up to 4,200 m. Birch and juniper are major species in this zone.

40. Amlora–Bageshwar and Barechhina–Seraghat roads pass for a considerable length through reserve forests of Almora division. The forest flora of the study area mainly comprises oak (Quercus leucotrichophora) and pine trees (Pinus roxburghii, Pinus wallichiana). Other species found in this region are tilonj (Quercus dilitata), kharsu (Quercus semecarpifolia), utis (Alnus nepalensis), deodar (Cedrus polycarpos), etc., which belong to subalpine and alpine zones. At least a dozen varieties of the rhododendrons bloom in Kumaon. A sample analysis along the project roads found that the average tree density varies from 40,000 to 80,000 trees per km2. Oak, Chir (Pinus roxburghii), Banj (Quercus semicarpifolia), Kafal (Myrica sapida) are the dominant species in these sections. Analysis of vegetation based on sampling in undisturbed areas show similar results, as tree density is 4,000–8,000 trees/km2.

c. Fauna 41. Uttaranchal state is rich in biodiversity and is represented by biogeographic zones 2B Western Himalaya and 7B Siwaliks.3 The state is home to more than 200 species of mammals and over 400 species of avifauna. The cat family is abundant in these mountains and includes the tiger, panther, civet cat, leopard cat, and jungle cat. Relatives of the domesticated dog include the Himalayan silver fox and the jackal. Various species of deer, including musk deer and barking deer, roam in the forest. Sambhar, gural, black bear, and the porcupine can also be seen. The flying mammal, the bat, is also prevalent. The chipmunk, rhesus monkey, and flying squirrel are among the most common animals in this region. 42. Over 400 varieties of birds have been recorded in the Himalayan region. The shore, a forest host, the jewel thrush, black-headed oriole, black-headed yellow bulbul, rosy minivet, laughing thrush, golden backed woodpecker, and the blue flycatcher are common. Wintering waterfowl include the goosander, brahminy duck, and green shank. Grey-headed fishing eagles may also be seen by the river edge. After ascending over 1,500 m, the woodpecker, thrush, and warbler become more common. At 2,000–3,000 m, the grosbeak, rock thrush, crested black tit, and redheaded laughing thrush are abundant. 43. In Almora–Bageshwar and Barechhina–Seraghat road locations, leopard (Panthera pardus fusca), ghural (Memorhaedus goral), kakar (Muntiacus muntjak), jangli suar (Sus-scrofa cristatus), langur (Presbyits entellus), and bandar (Macaques mulatto) are reported as important species.

d. Protected Areas 44. The state has created a long network of national parks, sanctuaries, and bio-reserve zones. About 18.7%4 of the total area under the State Forest Department/Department of Forest

3 Negi, A.S. 2002. Status, Distribution and Management of Mountain Ungulates in Uttaranchal. Envis Bulletin.

Dehradun. 4 MOEF. 2002. Wildlife and Protected Areas. Envis Bulletin. Dehradun.

10

(DOF) has been clearly earmarked for biodiversity conservation by the creation and management of six national parks, six wildlife sanctuaries, and a biosphere reserve in the state. 45. The Almora–Bageshwar Road passes through 11.50 km of BWLS (from Garial Bend to Churali Bend and again from Bageshwar check post to Kafligair). A total of 2.75 km of Barechhina–Seraghat Road passes through BWLS (from Dhaul china check post onwards). These sections are proposed for classification as tourism zones in the BWLS Management Plan.5 46. BWLS was established in 1988 under the Wildlife Conservation Act, 1972, in Almora District. The total area of the sanctuary is about 4,707 hectares (ha), mainly consisting of chir pine forest. About 3,421 ha of BWLS are under chir pine (Pinus roxbourghii) forest. Ban Oak and Moru Oak are found at the upper portion. 47. The importance and status of the protected species in the forests of the project region are obtained from the Wildlife Warden at Almora as well as the BWLS Range Office. The main wildlife in BWLS includes black bear, Kakar (Muntiacus muntjak), Ghoral (Nemorhoedus goral), wild bora (Susserofa cnstatus), panther (Panthera pardus), and wild cat (Felis chaus). A number of birds and reptiles are found, including Chir pheasant, Kaleej pheasant, and Kokal pheasant. 48. A rapid wildlife movement assessment found that there are no designated wildlife movement corridors along these roads, and frequency of wildlife sighting in the area is very low.

3. Socioeconomic Resources 49. The total population of the state is 8.48 million, according to the 2001 census.6 The gender ratio is 964 compared with the national figure of 927. The schedule caste (17.9% average) and schedule tribe population (3% average) is significant. The population density is 159 persons per km2, which is considerably lower than the national average (324 persons per km2). The rural population constitutes about 74% of the total population and the urban population comprises about 26%. About 70% of the state’s population lives below the poverty line, against the national average of 46%. The literacy rate is 71.6%. 50. The state’s gross domestic product at current prices increased from Rs50,048 million in 2001 to Rs113,612 million in 2002, registering compound annual growth of 10.3% during the period. The national state domestic product registered compound annual growth of 13.16%. 51. Forest is the main land use in the state and nearly 64% of the area is under varying forest density (cover). The tree line is clearly demarcated above 2900 m elevation. 52. Agriculture is confined to areas of low relief, which are underlined by weak rock formation, i.e., schists, phyllites, weathered gneisses, and crushed quartzite. Cultivated land is

5 The zonation strategy proposes the description of the following: (i) core zone—areas of strategic importance and no

extraction in forem of rights and concessions as well as by forest corporation shall take place; (ii) tourism zone—main motor roads passing through various compartments of Binsar; (iii) buffer zone—areas not covered by 1 and 2 will be kept open for grazing and where rights and concessions shall be met; and (iv) eco-development zone—area up to 5 km from the boundaries of the sanctuary.

6 Information to assess the baseline scenario of socioeconomic issues in the project areas utilizes secondary data sources, including the 2001 census data.

11

terraced/semi-terraced and plain, and covers about 11.5% of the total area. The net irrigated area of the state is 3.42 lakh hectares, which is about 43% of the net sawn area. 53. During 2001–2002, the contribution of agriculture to the net state domestic product was about 30% and engaged about 58% of the total workers. 54. The state’s road network comprises 1,327 km of national highways; 418 km of state highways; 1,372 km of major district roads; 6,830 km of other district roads; about 5,192 km of village roads; and 2,633 km of light vehicle roads. Road density per 100 km2 of area in Garhwal zone is 30 km and 37 km in Kumaon zone. 55. During 2003–2004, there were 178 large- and medium-scale industries with total investment of Rs5,00,700 lakhs, providing employment to about 44,000 employees. Small-scale industries are another important sector in Uttaranchal and have about 129,782 employees. 56. Tourism is one of the strong pillars of the state’s economy. The state has high growth potential for tourism—nature, wildlife, adventure, or pilgrimage. It received 10.5 million domestic tourists in 2000–01, 11.6 million in 2001–02, and 12.9 million in 2002–03, registering average growth of 10.7% over the period. 57. Uttaranchal has estimated hydropower potential of about 20,200 megawatts (MW) but only 1,130 MW has been tapped. Some 4,170 MW projects are under implementation and 3,800 MW projects are allotted to central and state governments and the private sector. 58. No archaeological, historical sites or protected monuments are located along the proposed alignment of the subprojects’ roads. D. Alternative Analysis

1. No Investment program 59. Without the investment program, roads will continue to deteriorate because of worsening drainage structures, and existing and possible landslides (leading to continued or increased deposition of sediment in water bodies). Roads that were not designed to carry heavy traffic will deteriorate as traffic increases and loads get heavier. Without the investment program, the ambient concentrations of gaseous pollutants and noise will rise gradually in step with increases in the population and vehicles in the area. In addition, increasing traffic along project roads will extend the travel time and raise vehicular emissions. 60. No capital costs will be incurred and no project-specific institutional strengthening will be available. However, high maintenance costs will continue.

2. Alternative Modes of Transport 61. There are no other modes of transport. Neither domestic nor charter airplanes are available within the state, except Dehradun where private airlines have started operations. Railway and air services are available up to Dehradun only. In rural and remote areas, walking or riding mules/horses on the footpaths or roads is the only alternative mode of transport. Therefore, improving the road conditions is the only available option.

12

3. Alternative Alignments 62. No separate alternative alignment was considered for roads under consideration as the proposed investment program for improvement of existing roads will be carried out within the available formation width. 63. For both roads that pass through BWLS, there is no possible realignment because the area is forested and located in a hilly and mountainous location. Construction of new roads would cause more damage to the environment. It should be noted that the roads were in use when the Government established BWLS. E. Anticipated Environmental Impacts and Mitigation Measures

1. Impact Due to Siting and Design of the Subproject 64. The Program will rehabilitate existing roads. No new alignments will be constructed. Most of the project roads pass through forest areas, which are a combination of reserve forests and protected forests. Since almost all roads have a formation width as required by the standard road, there will be no land clearing or tree cutting, except for roads in Udham Singh Nagar districts of Kumaon Zone (Dhakia–Gulao–Mukundpur, Jaitpur–Dhatoli–Kharmesha, and Zafarpur–Gularbhoj) where widening to intermediate lane will be required. These roads are located in the plain areas but part of them will pass through reserve forest; land clearing will involve cutting around 7,500 trees but they are all common species in the project area. Hydro-ecological impacts, such as reductions in infiltration, are not expected. 65. Two roads will border or pass through BWLS’ tourism zone: (i) 11.50 km of Almora–Bageshwar section of SH-37; and (ii) 2.75 km of Barechhina–Seraghat section of SH-6. Impacts will occur during construction but no irreversible environmental impacts are expected because these roads are located in BWLS’ tourist zone and no widening will be required. 66. Almost all the roads are located in hilly areas, so long-term impacts related to erosion or landslide might occur. Therefore, it is very important to handle potential impacts carefully during construction. The detailed engineering design has identified areas prone to erosion and includes land stabilization as part of the construction works. 67. Although most of the roads pass through forest area, traffic on the project roads is low. As a result of road improvement, traffic is expected to increase slightly. Given the current low traffic and modest traffic growth forecast, the subproject is unlikely to significantly contribute directly, or indirectly, to deforestation, forest degradation, or depletion. 68. There are no major cultural/historical sites along the project roads, which would be affected by the proposed improvement. However, a few small temples/shrines are in the corridor of impact. These structures will not be disturbed for improvement purposes but precautions must be taken to ensure that they are not damaged during construction activities.

2. Construction Phase 69. Most of the environmental impacts associated with the proposed road improvement will occur during the construction phase, so they are temporary and reversible:

13

(i) Loss of vegetation cover because of land clearing and tree cutting along the roads. However, most of the subproject roads will be improved within the existing formation width and there will be no land clearing except for three subproject roads in the first year, i.e., roads in Udham Singh Nagar districts of Kumaon Zone (Dhakia–Gulao–Mukundpur, Jaitpur–Dhatoli–Kharmesha, and Zafarpur–Gularbhoj) where widening to intermediate lane is proposed and requires cutting of about 7,415 trees. The process to request permission to fell these trees has begun. Loss of trees will be compensated according to forest regulations.

(ii) Construction work will involve dismantling existing base and bitumen. It is proposed that spoiled material will be reused as much as possible. However, remaining spoiled material will need to be disposed of. In areas of forests and sanctuaries, it is necessary to consult forest/sanctuaries management to find places and way to safely dispose of spoiled material. Since part of two subproject roads in the first year will be within BWLS (Almora–Bageshwar and Barechhina–Seraghat), consultation with the wildlife warden will be carried out to identify safe disposal sites. No disposal areas will be located nearby water bodies.

(iii) Earthwork to replace the base and resurfacing works will create dust, noise, and contaminated air. These impacts will be significant, particularly in locations of settlements, so sprinkle water will be required during this period.

(iv) Other environmental impacts include (a) temporary reduction in water quality of nearby streams during construction; (b) possible erosion and landslides; (c) land degradation caused by borrow pits; (d) wildlife poaching, particularly in protected areas and forest areas, i.e., BWLS roads areas; and (e) other environmental impacts related to disposal of excess soil, placement of construction worker camps, and placement or storage of construction materials.

70. To minimize these impacts, construction works will be carried out in an environmentally sound manner by (i) balancing cut and fill; (ii) excavator–tipper combination instead of bulldozers; (iii) log and boulder barriers to control slipping of excavated materials; (iv) bioengineering techniques for slope stabilization aside from training walls; (v) stringent inspection to avoid illegal firewood collection from surrounding forests, and provision by contractors of kerosene or gas for cooking; and (vi) provision by contractors of strict controls and penalties for wildlife poaching, and (vii) no temporary worker camp or storage material should be located along roads within or bordering BWLS. 71. Excavated materials will not be disposed of near water bodies or streams, in forests, or on agriculture land. To reduce dust, the contractor will be required to sprinkle water continuously when earthwork is carried out in inhabited areas. Construction worker camps will be provided with water and sanitation. Contracts will be covered in packages, so detailed mitigation measures to be implemented by the contractor will be clearly described in the bidding document. Each contractor will be required to submit a site EMP that describes (i) how the contractor will implement mitigation measures, (ii) where borrow areas will be needed, and (iii) how excess excavation materials will be disposed of. Construction camps and borrow areas should be located at least 500 m away from habitation and forests areas. The asphalt mix plant will be located at least 500 m from residential areas or as recommended by State Pollution Board. The contractor must obtain No Objection Certificate from the state pollution board prior commencing civil works.

14

72. During construction, laborers/workers will be hired from local communities or other parts of the state as far as possible to avoid social conflict. If workers are hired from other states, the workers’ camp will be provided with an adequate supply of water, toilet facilities, and self-management of solid waste, thereby minimizing resource conflicts. 73. During construction work in BWLS, the contractor will coordinate with BWLS staff and schedule construction work to minimize the impact on wildlife movement. Appropriate measures will be adopted in consultation with sanctuary authorities. 74. For the village road and light vehicle road, the construction work will involve minimal impacts because there will be no widening, and civil work will be limited to resurface the road with thin bitumen. In addition, construction materials, except for asphalt, will be provided from local resources so no environmental impact is expected. In this context, the standard management plan used for rural roads in other states will be adopted.

3. Operational Phase 75. The most serious impact during the operation stage of these subprojects will be negligence of mitigation measures. This leads to (i) improper disposal of spoiled materials, (ii) failure to provide slope stabilization in areas prone to erosion and landslides, and (iii) failure to maintain bioengineering and tree planting along the road alignment or to rehabilitate borrow and quarry areas. Therefore, regular monitoring will be needed to ensure implementation of all required mitigation measures. Other environmental concerns related to the operation of roads involve air pollution and water pollution. No adverse impacts on air and water quality are expected during the operation of the project roads as the number of vehicles will not increase drastically. A reduction in dust because of resurfacing will be a positive impact as well as better access. F. Environmental Management Plan

76. The summary EMP (Appendix 1) and environmental monitoring plan (Appendix 2) will guide the environmental measures to be carried out by PWD with support from the project management unit (PMU), project implementation units (PIUs), contractors, and other parties concerned with mitigating possible environmental impacts of the subprojects. 77. PWD, through the PMU, will ensure that (i) all mitigation measures that need to be incorporated into the project design are passed on to the engineering consultants, (ii) the bidding document for the contractor contains all the required mitigation measures to be implemented during the construction period and the obligations for the contractor to implement the EMP during the construction period, (iii) the environmental clearance is obtained before any civil work contract is granted, (iv) implementation of the EMP is monitored regularly and the annual report on implementation of the EMP is well documented, (v) there is coordination with other parties and government agencies in implementing the EMP at all stages of the subprojects, (vi) remedial actions are undertaken in response to unpredicted environmental impacts, and (vii) additional environmental assessment will be undertaken if any change in alignment or project design takes place. 78. To ensure that contractors comply with the EMP, the following specifications will be incorporated into all construction bidding documents: (i) environmental mitigation measures and environmental monitoring that need to be implemented by the contractor, and (ii) environmental

15

clauses for contract conditions and specifications. IEE and EIA reports will be made available for potential bidders. G. Public Consultation and Disclosure

79. As part of ADB’s public consultation requirements, extensive consultations were carried out from the beginning of the environmental assessment studies to fulfill ADB requirements for category “A” projects. The process of consultation and findings are described below. 80. In preparing the IEE study for the year one roads, consultations with local communities were carried out along all the subproject roads in July and August 2005. Most of the communities that will be affected by the subprojects were pleased with the proposed improvement of project roads; no negative concerns were raised. More than 100 people—including local community members, government officials, representatives of nongovernment organizations (NGOs), and relevant professionals—were consulted during preparation of the IEE. 81. Two stages of consultations were carried out from January to March 2006 during the EIA process of two subprojects (i.e., Almora–Bageshwar and Barechhina–Seraghat) with over 104 representatives of local communities, officials from government organizations, relevant NGOs, and professionals from the private sector. The first consultations were held with local communities through formal and informal discussions during the fieldwork. The second consultation was performed through a series of informal meetings with local communities during the fieldwork. Table 2 summarizes the public consultations.

Table 2. Public Consultation and Disclosure Consultations Subproject Road

Section Venue and Date No. of

Participants First consultation Almora–Bageshwar

(Almora district) Basoli village on 19 July 2005 20

Bhetuli village on 21 August 2005 10 Kaparkahan village on 21 August 2005 08 Almora–Bageshwar

(Bageshwar district) Hiraguni village on 19 July 2005 06

Bilona-shera village on 20 August 2005 15 Barechhina–Seraghat

(Almora district) Dhoulchhina village on 17 July 2005 09

Jamradi village on 25 August 2005 10 Second consultation

Almora–Bageshwar (Almora district)

Village Basoli on 22 March 2006 27

Village Kafli Gair on 22 March 2006 33 Barechhina–Seraghat

(Almora district) Village Dhaul Chinna on 23 March 2006 44

Office of Wildlife Warden, Almora on 22 March 2006

05

Source: EIA report.

16

82. The key concerns expressed by the local communities were the stress on local resources and infrastructure in communities near the construction camps, and the possibility of friction between residents and migrant workers. These concerns have been incorporated into the management plan. 83. Discussions with representatives from government agencies concerned were carried out through officials meetings. The discussion focused on (i) procedures and formalities for processing relevant clearances from the Wildlife Board, DOF, MOEF, and local administration offices; (ii) identifying responsible parties for the implementation and monitoring of various components of project activities, particularly environmental impacts; (iii) appropriate engineering designs and road construction methods as well as concepts and methods for environment-friendly road construction; and (iv) possible environmental impacts and mitigation measures. 84. The Wildlife Conservation Office, Forest Department, particularly the BWLS staff, felt that the subprojects would not have any serious implications for the sanctuary. The existing road has been operating in sanctuary areas for many years. Their concerns were mostly focused on how to avoid or minimize the environmental impacts of construction. The wildlife warden suggested that the selection of sites for construction camps, storage of construction materials and machinery, and disposing of spoiled materials should be done in close consultation with BWLS officials. So, follow-up consultations should be carried out during the implementation stages. 85. The second consultation was carried out to share the findings of the environmental impact studies. Aside from consultations with local communities, consultations with relevant government agencies—such as wildlife wardens, forest officials, and Pollution Control Board officials—were also undertaken. A workshop was also held on 10th April 2006 at Dehradun, attended by a wide range of professionals from various government and private sector agencies, including representatives from districts and NGOs. No objections were raised about the subprojects or environment related concerns.

V. ENVIRONMENTAL CRITERIA FOR SUBPROJECTS 86. The subprojects will be selected from PWD’s priority list as part of SGOU‘s Infrastructure Vision program by taking into consideration the following criteria.

(i) The subprojects should avoid, as much as possible, passing through any designated wildlife sanctuaries, national parks, other sanctuaries, or areas with national or international significance (e.g., protected wetlands designated by the Wetland Convention).

(ii) The subproject should avoid, as much as possible, passing through any cultural heritage site designated by the national authorities or the United Nations Educational, Scientific and Cultural Organization (UNESCO).

VI. ENVIRONMENTAL ASSESSMENT AND REVIEW FRAMEWORK

A. Environmental Assessment Requirement

87. The Government’s EIA requirement is based on the Environment (Protection) Act, 1986; Environmental Impact Assessment Notification, 1994 and its amendment in 1997; MOEF Environmental Impact Assessment Guidelines for Rail, Road & Highways Projects, 1989; and The IRC Guidelines for Environmental Impacts Assessment (IRC:104-1988) of Highway

17

Projects. In addition, the road improvement and rehabilitation activities require compliance with the Forest (Conservation) Act as amended in 1980; Forest (Conservation) Rules, 1981; The Wildlife (Protection) Act, 1972; The Water (Prevention and Control of Pollution) Act, 1974 (amended 1988); The Air (Prevention and Control of Pollution) Act, 1981 (as amended in 1987); and The Noise Pollution (Regulation and Control) Rules, 2000. 88. These acts and regulations require the following:

(i) All improvement and road rehabilitation within the purview of environmental assessment notification and located in the protected areas/reserve forest areas require environmental clearance from MOEF in the form of an approved EIA.

(ii) Forest clearance from the DOF is required to carry out work within the forest areas, diversion of forest land for non-forest purpose, and felling of roadside trees. Cutting of trees needs to be compensated by afforestation according to Forest Department requirements.

(iii) Placement of hot-mix plants, quarrying and crushers, and batch mixing plants requires a No Objection Certificate (Consent to Establish and Consent to Operate) from the State Pollution Control Board prior to establishment.

(iv) Permission from the Ground Water Board is required for extracting water for construction purposes.

89. Based on the Government and ADB’s environment policies, the follow-up subprojects will be subject to the following requirements:

(i) The requirement for environmental assessment of each subproject depends on its potential impacts. Based on these potential impacts, a subproject will be classified in accordance with the Government’s and ADB’s environmental assessment guidelines, using ADB’s rapid environmental assessment.

(ii) For each category “A” subproject, an EIA including an environmental management and monitoring plan is required. For each category “B” subproject, an IEE including EMP is required.

(iii) A subproject will be categorized as an “A” subproject if the subproject: (a) requires a complex mitigation measure that needs to be prepared through

an in-depth assessment of the impacts and detailed study to prepare mitigation measures;

(b) will generate impact to the ecologically sensitive area, particularly if the subproject (1) passes through or is located less than 100 m from any designated wildlife sanctuaries, national parks, other sanctuaries, botanical garden, or area of international significance (e.g., protected wetland designated by the Wetland Convention); (2) is located less than 300 m from the coastline; or (3) passes through any cultural heritage site designated by UNESCO; and

(c) involves the establishment of a bypass or realignment, passing through any ecologically sensitive areas (hilly mountainous, forested area, wetlands, nearby estuarine, or other important ecological function areas).

(iv) Road upgrading and rehabilitation subprojects that do not fall under the above classification are classified as “B” subprojects.

(v) For village roads and light vehicle roads, the IEE will be carried out by using the IEE checklist and the standard EMP that have been used by Pradhan Mantri Gram Sadak Yojana (PMGSY) project.

18

B. Review Procedure for Environmental Assessment of Subprojects and Responsibilities of PWD and ADB

1. PWD’s Responsibilities in implementing the follow-up subprojects covers at least the following:

(i) Prepare environmental screening checklist and classify subprojects in

consultation with Forest Department and/or Wildlife Conservation Department. (ii) Prepare terms of reference to conduct IEE or EIA study based on the

environmental classification of the subprojects. (iii) Hire an environmental consultant to prepare IEE or EIA report, including EMP

and SEIA, for public disclosure. (iv) Undertake initial review of the IEE and EMP or EIA, SEIA, and EMP reports to

ensure their compliance with the Government’s and ADB’s requirements. (v) Obtain necessary permits (e.g., environmental clearance, forest clearance, and

water board clearance) from relevant government agencies; and ensure that all necessary regulatory clearances will be obtained before commencing any civil work of the subproject.

(vi) Submit to ADB the IEE or EIA and SEIA, including EMP reports and all clearances certificate and its conditions from relevant government agencies, for ADB’s consideration in approving follow-up actions for the subprojects.

(vii) Ensure that the EMP, which includes required mitigation measures to be incorporated during the construction stage, are included in the bidding document.

(viii) Ensure that contractors have access to the EIA or IEE and EMP report of the subprojects.

(ix) Ensure that contractors understand their responsibilities to mitigate environmental problems associated with their construction activities.

(x) Ensure and monitor that the EMP, including the environmental monitoring plan, is properly implemented.

(xi) Prepare and implement an environmental emergency program, in consultation with relevant government agencies and ADB, in case unpredicted environmental impacts occur during the project implementation stage.

(xii) Review the environmental classification, revise accordingly, and identify whether supplementary IEE or EIA study is required in case the subproject needs to be realigned during project implementation. If this is required, prepare the terms of reference for undertaking supplementary IEE or EIA and hire an environment consultant to carry out the study.

(xiii) Submit annual reports for IEE and semiannual reports for EIAs on implementing EMPs, including an implementation environmental emergency program (if any), to the State Pollution Board, MOEF, and ADB.

2. ADB Responsibilities in implementing the follow-up subprojects covers at least

the following: (i) Review IEE and/or EIA reports and the review form as a basis to issue the

subproject’s approval 30 days after submission of IEE and 120 days after SEIA disclosure on ADB website.

(ii) Review SEIA reports and disclose SEIA report through ADB’s website. (iii) Undertake monitoring the implementation of EMP and due diligence as part of

overall project review mission.

19

(iv) Provide assistance to PWD, if required, in carrying out its responsibilities to implement the investment program.

C. Environmental Due Diligence to Ensure Compliance with ADB’s Environment

Policy

90. ADB must be given access to undertake environmental due diligence for all subprojects, if needed. However, PWD has the main responsibility for undertaking environmental due diligence and monitoring the implementation of environmental mitigation measures for all subprojects. The due diligence report, as well as monitoring implementation of the EMP as part of the annual report, needs to be documented systematically. D. Public Disclosure

91. In the context of disclosing environmental documentation to the public, PWD and ADB agree on the following:

(i) PWD is responsible for ensuring that public consultations, particularly with affected persons, are undertaken adequately during preparation of IEEs and EIAs for the remaining subprojects.

(ii) PWD is responsible for ensuring that all environmental assessment documentation, including the environmental due diligence and monitoring reports, is properly and systematically kept as part of PWD records on each subprojects.

(iii) All environmental documents are subject to public disclosure and should be made available to the public, if requested.

(iv) For category “A” subprojects, the SEIA needs to be made available to the public and posted on ADB’s website at least 120 days before the approval of the respective subproject(s). The SEIA has to be reviewed by ADB before it is disclosed to the public.

E. Staffing Requirements and Budget

92. At present, the executive engineer in the PWD division offices has been assigned to process environment-related clearances for all projects within PWD. The overall monitoring of execution of PWD’s project is carried out by the chief engineer at department level and by the division office at the district level. However, there are no official terms of reference to manage environmental concerns associated with PWD’s activities. Therefore, with ADB’s requirement to mainstream environmental and social concerns in its development program, PWD has yet to institutionalize the environmental and social concerns in its organization. 93. To implement this proposed loan, the PMU at the department level will be established by assigning PWD’s staff. This PMU will be supported by environmental and social development consultants, who will assist PWD in implementing the environmental assessment and review framework. The monitoring of implementation of the EMP in the field will be carried out by the executive engineer at the PIU. Nine PIUs will be established at the circle level to assist the PMU. Training on environmental management needs to be provided to executive engineers since the executive engineer has no knowledge of managing environmental and social concerns of PWD activities.

20

94. The cost of conducting training, undertaking environmental monitoring, hiring environmental consultants, and implementing the environmental assessment and review framework have been incorporated in the investment program costs.

VII. CONCLUSION

95. The potential environmental impacts generated by the sample subprojects are expected to be temporary and reversible. The proposed mitigation measures for the sample subprojects are sufficient. However, for subprojects that are located near or that pass through ecologically significant areas, the environmental impacts could be irreversible and permanent if the mitigation measures and the EMP are not strictly implemented. Therefore, continued monitoring of EMP implementation needs to be carried out properly. A semiannual report on EMP implementation should be submitted to ADB and relevant government agencies. 96. The land acquisition and resettlement subproject component does not include civil work. ADB’s Environment Policy does not address this particular type of project activity. However, an IEE will be required and will be one of the considerations in approving this subcomponent. 97. The environmental assessment and review framework has been formulated for the upgrading the state road network. This framework was developed to ensure that the investment program will be implemented in accordance with the environmental policies of ADB and the Government.

Appendix 1 21

ENVIRONMENTAL MANAGEMENT PLAN

Responsible Party Project Stage/Activity Potentially Negative

Impacts Mitigation Measures Location Public Participation and Coordination Implementation Monitoring

A. Location 1. Location of

construction camps and contractor facilities

• Inappropriate location such as proximity to local community drinking water source, temple/shrines

• Environmentally unsound use of community resources such as non-timber forestry products by workers

• Location of construction camps at least 500m away from community areas, and away from drinking water sources

• Inclusion of information on activities not allowed by construction workers in contract documents

Construction camp sites

Discussions with community group, local PWD staff

PMU in PWD/ consultants

PMU in PWD

2. Location of quarry sites

• Location in unstable areas or areas not approved by DOF and DOGM

• Only stable areas and existing or new government approved sites may be considered

Quarry sites (Haldwani, Lalkuan, Gola river, Tanakpur, Rampur, sand from river banks)

Approval from DOF and DOGM. Coordination with PWD for use of existing quarry sites. If relevant, discussion with relevant BWLS officials


PMU in PWD/ DOF, DOGM

3. Location of borrow pits

• Location in unstable areas or close to village

• Location in area with stable soil and away from villages

Borrow sites (Almora–Bageshwar: km 219+000, km 240+000; Barechhina–Seraghat: km 179+100, km 66+000, km 281+500, km 60+000)

Discussion with local PWD office


PMU in PWD

22 Appendix 1



4. Obtaining appropriate clearances/permits for sections of the road through forest areas, sanctuary areas, location of quarry & blasting sites

• Delays in processing clearances, causing delays in initiation of construction

• Processing of clearances/permits on a timely basis and keeping in mind the time requirements for these clearances

11.50 km section of Almora–Bageshwar section and 2.75 km section of Barechhina–Seraghat section located in vicinity of BWLS

Coordination with DOF, SPCB, DOGM, relevant local administrations


ADB

B. Planning/Project Design

1. Pavement • Water leakage/seepage through pavement and damage of road caused by poor quality design

• Excessive production of smoke or gaseous emissions caused by heating bitumen, using firewood, or diesel fuelled asphalt mixing plants

• Quality designs—layer thicknesses and material content

• Use of bitumen emulsion where possible

All parts of project road


PMU in PWD, ADB

2. Walls • Improper placement of gabion or masonry retaining breast/check/toe walls leading to unnecessarily continued issues of erosion, landslides, and poor drainage

• Correct placement of gabion retaining breast/check/toe walls in wet, marshy, and unstable areas and similar masonry walls in drier areas



PMU in PWD, ADB

3. Determination of ROW width

• Unnecessary widening leading to unnecessary geometric cuts, soil erosion, and destruction of plant and water resources

• Widths to be supported by traffic analyses and economic justification



PMU in PWD, ADB

Appendix 1 23



4. Drainage structures • Poor drainage caused by poorly designed/ specified drainage structures, e.g., unlined drains

• Damage to cross- drainage structures because of inadequacy to support water flows, leading to damage to road

• Unnecessarily increased sedimentation and waste

• Drains lined with cement mortar only

• Drainage structures designed in accordance with anticipated levels of water flows



PMU in PWD, ADB

5. Geometric cuts • Excessive excavation leading to unnecessarily large volumes of earthworks, and generation of excessive dust and sediments deposited in nearby water bodies

• Designs to be based wherever possible on “full cut” method—requiring 25% of the volume of material removal associated with “box-cut” methods

Sharp curves where geometric adjustment is required


PMU in PWD, ADB

6. Road safety measures

• Inadequate safety measures causing accidents in future

• In detailed design, provide site-specific safety measures that taken into account cost and likely economic benefits



PMU in PWD, ADB

7. Mechanization • Poor quality construction because of lack of proper equipment and machinery causing early and untimely damage to the road surface and road furniture—leading to poor riding surfaces, poor drainage, unnecessary erosion

• During detailed design, specify mechanical construction methods

• Select contractors based on their ability to supply/use machinery required for EFRC construction



PMU in PWD, ADB

24 Appendix 1



landslides, accidents, and sedimentation in water bodies

8. Bioengineering • Use of unsuitable bioengineering methods at various sites

•

• In detailed design, specify various bioengineering options and follow the MoSRT&H code for road design and MoRD codes and specification.

• Specify the need for monitoring the implementation of bioengineering



PMU in PWD, ADB

C. Construction 1. Establishment and

shifting of construction camps

• Deforestation and poaching by laborers

• Improper waste disposal

• Loss of aesthetic beauty

• Negative impacts on public health

• Disturbance to nearby settlements

• Unfriendly use of community resources such as non-timber forestry products by construction workers

• Leaving dirty and waste material after shifting from one camp site to another

• Provision of cooking gas to contractors’ staff

• References to the illegality of cutting trees, hunting and fishing, and other prohibited activities in community areas to be included in contract documents

• Provision of proper waste disposal facilities and health facilities

• Health screening of imported workers

• Prior information to nearby communities and sanctuary warden posts of camp establishment

• Ensure clean area left behind when


Contractors, PWD PIU in PWD

Appendix 1 25



shifting camp

2. Removal of vegetation and uprooting of trees

• Negative changes in micro-level wildlife habitat/environment

• Soil erosion • Scarring of landscape

• Removal of only necessary vegetation

• Suitable bioengineering and revegetation of road shoulders

• Compensatory tree plantation


Contractors, DOF PIU in PWD, DOF

3. Cutting of hill slope and earth removal from borrow areas

• Soil erosion and landslides

• Scarring of landscape because of improper disposal of debris

• Dust pollution • Disruption of local

drainage • Siltation in nearby water

bodies and consequent negative effects on aquatic ecology

• Noise and disturbance to wildlife and nearby communities

• Confine cutting activities to dry season

• Use “full cut” method • Disposal of debris at

proper sites or reuse material for construction

• Use of appropriate bioengineering techniques immediately after cutting to maintain stability of slope above and below ROW

• Proper restoration of borrow areas

• Provision of appropriate drainage structures/facilities

• Confine construction activities to daytime

Location of curves, cut and fill locations, landslide prone locations (km 202+200, km 205+100, km 207 to km 208, km 212+500, km 212+800, km 217+300, km 219+300 of Almora–Bageshwar road)

Inform nearby community area before beginning cutting work

Contractor PIU in PWD

4. Quarrying • Landslides (rock slides/falls)

• Scarring of landscape • Disturbance to wildlife

and nearby communities from blasting

• Use of controlled blasting and other environment-friendly quarrying techniques

• Blasting only during daytime

Quarry sites (Haldwani, Lalkuan, Gola river, Tanakpur, Rampur, sand from river banks)

• Inform nearby community areas before any blasting activities

Contractors PIU in PWD/ DOGM

26 Appendix 1



5. Crushing of stone and transport of stone/materials

• Dust pollution affecting construction laborers and local vegetation

• Air pollution from machinery and vehicle exhausts

• Noise pollution and disturbance to nearby wildlife and communities

• Water sprinkling of stone crushing site

• Proper covers for vehicles transporting stone and materials

• Regular maintenance of machinery and vehicles

• Confine stone crushing and transportation activities to daytime

Stone crushing sites and all parts of project road

Contractors PIU in PWD

6. Road surfacing activities

• Air pollution from smoke and gaseous emissions affecting health of workers

• Traffic delays

• Use of bitumen emulsion wherever possible

• Use of diesel fuelled asphalt mixing plants when bitumen heating is required

• Inform travelers of schedule of works via television, radio, and local newspapers


Contractors PIU in PWD

7. Construction of line and cross drainage structures and bridges

• Inadequate capacity • Collapse of drainage

structures because of poor quality construction

• Disruption of local stream/river courses and aquatic hydrology

• Increased sediments in rivers or streams

• Quality construction • Construction

confined to dry season

• Provision of appropriate drainage facilities and river/stream diversion structures



8. Construction of retention walls

• Collapse of walls because of inappropriate quality of work, location and type of wall

• Quality construction and appropriate locations for each type of wall



Appendix 1 27



9. Operation of machinery and equipment and general activities of laborers

• Spillage/leakage of chemicals and oil and contamination of soil and water resources

• Injury to workers/others • Respiratory problems

from dust and machinery emissions

• Hearing problems due to high level of noise

• Proper storage and handling of chemicals and oil

• Provision of workers with construction hats, face masks, earplugs, gloves, etc.

• Provision of well-equipped first aid kits and health facilities



10. Water supply • Misuse of community water resources

• Independent arrangements to be made for water requirements so that supplies to nearby communities remain unaffected

Construction camps

Discuss water resources suitable for construction and construction camp use with local communities and village groups

Contractors, PWD field offices

PIU in PWD

D. Operation

1. Movement of vehicles

• Air pollution, noise, and vibrations from increased number of vehicles and disturbance to wildlife

• Planting of appropriate species surrounding the road to absorb air pollution and block noise and disturbance during and immediately after construction



• Increased waste along highway from increased numbers of travelers

• Placing garbage bins and anti-waste signs at appropriate locations



• Increased chances of illegal hunting, fishing, and felling of trees in government forests and sanctuary

• Increased patrolling and monitoring by forestry and sanctuary officials


Local sanctuary and forestry officials

Sanctuary management and forestry departments

28 Appendix 1



• Increased accidents and injuries

• Installing crash-barriers at black-spots, road safety signs at other appropriate locations, and speed breakers in community areas during construction


Contractors, PWD PIU in PWD, local traffic police

2. General functioning of road

• Damage to riding surface and structure of road—formation of potholes, water seepage, and poor drainage

• Quality construction and maintenance



• Excessive landslides, erosion caused by improper maintenance of bioengineering works, wall construction




• Damage of drainage structures and consequent disruptions to traffic, failure to enable proper drainage, and increased sedimentation




ADB = Asian Development Bank, BWLS = Binsar Wildlife Sanctuary, DOF = Department of Forests, DOGM = Department of Geology and Mines, EFRC = environmentally friendly road construction, km = kilometer, m= meter, MoRD = Ministry of Rural Development, MoSRTH = Ministry of Shipping, Road Transport and Highways, PIU = project implementation unit, PMU = project management unit, PWD = Public Works Department, ROW = right-of-way, SPCB = State Pollution Control Board. Source: EIA Report.

Appendix 2 29

ENVIRONMENTAL MONITORING PLAN

Environmental Features

Aspect to be Monitored Time and Frequency of Monitoring Location Financial

Requirements Responsible Party

A. Construction stage 1. Physical Environment

Before starting any construction activities Once in every section while construction is ongoing

a. Air and Noise Level of SPM, RSPM CO, SO2, and NOx

Noise levels on dB(A) scale Once after completion of construction

activities

Seven sensitive locations along the project roads (Almora, Kaparchan, Basoli, Kafligair, Bageshwar, Dhaul Chinna, and Seraghat

Environmental monitoring cost

PMU, PIU, PWD division office

Before starting construction activities Once a year during construction activities

b. Topography and Soil

Number and scale of soil erosion and landslide sites

Once after completion of construction activities and thereafter once per year for at least next 5 years depending on budget availability

Full length of project road where work will be undertaken

Costs for hiring consultant and/or daily field allowances and vehicle charges for PWD staff


Once every summer during construction activities

Number of properly bioengineered sites

Once after completion of construction activities and thereafter once per year for at least next 5 years depending on budget availability

Wherever bioengineering technique has been used

Daily field allowances for PWD staff


Before starting construction activities During construction activities in the vicinity of each water body

c. Water Bodies Concentration of sediments and presence of construction debris Once after completion of construction

activities Before starting construction activities During construction activities in the vicinity of each water body

pH, BOD, COD, DO, TDS, MM, NO3, and Coliform

Once after completion of construction activities

Saryu river at Seraghat, Binsar Gad, and other perennial streams along the project roads

Environmental monitoring cost


Length of line drainage structures constructed and strengthened

During construction activities in the vicinity of each water body



Length of damaged or Before starting construction activities Full length of project

Locations of line drainage structures are provided in design report Location will be further confirmed during PMU, PIU, PWD

30 Appendix 2 Environmental Features



missing line drains Once after completion of construction activities

road where work will be undertaken

division office


Total number, type and lengths of cross drainage structures including bridges constructed or strengthened

Once after completion of all construction activities



Before starting of construction activities.

Number of weak cross drainage structures.

Once after completion of construction activities.


construction works Additional costs only for field allowances for PWD staff



d. Geology and Seismology

Number of rock slides

After completion of construction activities


Costs for consultant and/or field allowances and vehicle charges of PWD and DOGM staff

PMU, PIU, PWD division office, DOF, DOGM

2. Ecological Resources

Before starting construction activities During construction (once a year per section)

a. Flora Average tree density

Once after completion of construction activities and thereafter once per year for at least 5 years depending on budget availability


PMU, PIU, PWD division office, DOF, BWLS staff

Once a year during construction activities

Number of cases of illegal tree felling

Once after completion of all construction activities


No costs, as it is the responsibility of the local territorial forestry and sanctuary staff


b. Fauna Before starting construction activities During construction activities (throughout the year)

i. Leopards Approximate number of leopard sightings Number of sightings of leopard troops Date of sighting Location of sighting

Once after completion of construction activities and thereafter once every 3 years

Full length of project road Sections of project roads that pass through BWLS

Daily field allowances and vehicle for sanctuary, forestry, and PWD staff


Appendix 2 31

Environmental Features



Before starting construction activities During construction activities (through out the year)

ii. Goral and Kakar Approximate numbers seen or heard Number of sightings Date and time of sighting Location of sighting




Before starting construction activities During construction activities (through out the year)

iii. Other Wildlife (Langurs, Barking Deer, etc.)

Name of species seen Frequency of sighting Months and time of sighting Location of sighting



PMU, PIU, PWD division office, DOF, BWLS Staff

3. Social Environment

a. Health Number of accidents among construction workers

During construction activities All construction sites along project road

PMU, PIU, contractor, local health officials


Number of accidents caused by moving traffic among local community members Once every year after completion of

construction activities

All villages along project road

Daily field allowances and vehicle charges of local traffic police and PWD officials PMU, PIU, contractor,

local health officials, local traffic police

Before starting construction activities b. Travel Time Time taken to travel within each road section

After construction activities and thereafter once per year for at least next 5 years depending on budget availability


PMU, PIU, contractor, local traffic police

Number and extent of travel delays

During construction activities (throughout the year)


Costs for hiring consultant or daily field allowances and vehicle charges for local traffic police and PWD officials PMU, PIU, contractor,

local traffic police

BOD = biological oxygen demand, BWLS = Binsar Wildlife Sanctuary, COD = chemical oxygen demand, CO2 = carbon dioxide, DO = dissolved oxygen, dB(A) = decibels measured in the audible human range, DOF = Department of Forests, DOGM = Department of Geology and Mines, NOx = nitrogen oxide, NO3 = nitrate, PIU = project implementation unit, PMU = project management unit, PWD = Public Works Department, ROW = right-of-way, RSPM = respirable suspended particulate matter, SO2 = sulphur dioxide, SPCB = State Pollution Control Board, SPM = suspended particulate matter, TDS = total dissolved solids. Source: EIA Report.

Documents

Environmental Assessment Report...establish a Road Board comprised of representatives of PWD’s upper management, transport users, automobile associations, transport operators and