Schedule V IEE Chapiheda-Nalkheda Road

Initial Environmental Examination
June 2021
India: Promoting Public-Private Partnership in Madhya Pradesh

Road Sector Project
Chhapiheda-Nalkheda road
Prepared by Madhya Pradesh Road Development Corporation for the Asian Development Bank (ADB)
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CURRENCY EQUIVALENTS
(As on 21 June 2021)
Currency Unit = Indian Rupee (INR)
INR 1.00 = $ 0.013
$ 1.00 = INR 74.10
ABBREVIATIONS
AADT : Annual Average Daily Traffic

ADB : Asian Development Bank
ADT : Average Daily Traffic
AE : Assistant Engineer
AEE : Assistant Environmental Engineer
AIDS : Acquired Immune Deficiency Syndrome
AM : Arithmetic Mean
AP : Affected Person
AQ : Air Quality
ARAI : The Automotive Research Association of India
ASI : Archaeological Survey of India
BUA : Business-As-Usual
BCCI-K : Bhopal Climate Change Initiative – Madhya Pradesh
BDL : Below Detection Limit
BOD : Biological Oxygen Demand
BPL : Below Poverty Line
C/L : Centre Line
Ca : Calcium
CALINE 4 : California Line Source Dispersion Model Version 4
CBR : California Bearing Ratio
CD : Cross Drainage
CEF : Composite Emission Factor
CEW : Corridor East-West
CGWA : Central Ground Water Authority
CGWB : Central Ground Water Board
CO : Carbon Monoxide
CoI : Corridor of Impact
CPCB : Central Pollution Control Board
CPO : Chief Project Officer
CPR : Common Property Resources
CRN : Core Road Network
CRTN : Calculation of Road Traffic Noise
CWC : Central Water Commission
dB : decibel
DC : District Collector
DFO : Divisional Forest Officer
DGRC : District Grievance Redress committee
DLRO : District Land Revenue Officer
DO : Dissolved Oxygen
DO : Duty Officer
DPR : Detailed Project Report
EA : Executive Agency
EAC : Expert Appraisal Committee
EC : Electrical Conductivity
EHS : Environment Health and Safety
EIA : Environmental Impact Assessment
EMP : Environment Management plan
EO : Environmental Officer
EPA : Engineering Procurement Annuity
EPA : Environment (Protection) Act
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EPC : Engineering Procurement Construction

ES : Environmental Specialist
Fe : Iron
GHGs : Greenhouse Gases
GIS : Geographical Information System
GoI : Government of India
GoMP : Government of Madhya Pradesh
GRC : Grievance Redress Cell
GRM : Grievance Redress Mechanism
GW : Ground Water
HDPE : High Density Polyethylene
HFL : High Flood Level
Hg : Mercury
HIV : Human Immunodeficiency Virus
HS : Homogeneous Section
ICAP : Indian Clean Air Program
ICB : International Competitive Bidding
IE : Independent Engineer
IEE : Initial Environmental Examination
IMD : India Meteorological Department
IRC : Indian Road Congress
IS : Indian Standards
IUCN : International Union for Conservation of Nature
IVI : Important Value Index
MPPWD : Madhya Pradesh Public Works Department
MPRDC : Madhya Pradesh Road Development Corporation
MPSAPCC : Madhya Pradesh State Action Plan on Climate Change
LHS : Left hand Side
LPG : Liquid Petroleum Gas
MI : Monitoring Indicators
MO : Medical Officer
MOEF&CC : Ministry of Environment, Forest and Climate Change
MoRT&H : Ministry of Road Transport and highways
MPN : Most Probable Number
MSDS : Material Safety Data Sheet
MSL : Mean Sea Level
NAAQS : National Ambient Air Quality Standards
NABL : National Accreditation Board for Testing and Calibration Laboratories
NBWL : National Board for Wildlife
NE : Not Evaluated
NGO : Non-Government Organization
NO2 : Nitrogen Dioxide
NOC : No Objection Certificate
NPV : Net Present Value
NQ : Noise Quality
NTU : Nephelometric Turbidity Unit
OBC : Other Backward Caste
ODR : Other District Road
PAF : Project Affected Families
PAH : Project Affected Households
PAP : Project Affected Persons
Pb : Lead
PBDPS : Performance Based Deferred Payment System
PCC : Plain Cement Concrete
PCM : Public Consultation Meeting
PCU : Passenger Car Unit
PD : Project Director
PHH : Physically Handicapped Persons
PIA : Project Influence Area
PIU : Project Implementation Unit
PM : Particulate Matter
PP : Project Proponent
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PPE : Personal Protective Equipment

PPM : Parts Per Million
PPTA : Project Preparatory Technical Assistance
PRC : Public Response Centre
PT : Performance Target
PTV : Percent Time Violation
PUC : Pollution under Control
RAP : Reclaimed Asphalt Pavement
RCC : Roller Compacted Concrete
REA : Rapid Environmental Assessment
RHS : Right Hand Side
ROB : Road Over Bridge
RoW : Right of Way
RUB : Road Under Bridge
SAR : Sodium Absorption Ratio
SC : Schedule Caste
SD : Standard Deviation
SDO : Social Development Officer
SEAC : State Level Expert Appraisal Committee
SH : State Highway
SIA : Social Impact Assessment
SO : Safety Officer
SO2 : Sulphur Dioxide
SPCB : State Pollution Control Board
SPL : Sound Pressure Level
ST : Schedule Tribes
SW : Surface Water
TCS : Typical Cross Section
TDS : Total Dissolved Solids
TEEMP : The Transport Emission Evaluation Model for Projects
USEPA : United States Environmental Protection Agency
VDF : Vehicle Damage Factor
VEC : Valued Environment Component
WHH : Women Headed Household
WLPA : Wildlife Protection Act
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TABLE OF CONTENTS
I. EXECUTIVE SUMMARY ...................................................................................................................... i

A. Introduction ........................................................................................................................................ i
B. Objectives of the IEE .........................................................................................................................ii
C. Description of the Project ....................................................................................................................... iii
D. Identification of Homogeneous Sections .......................................................................................... v
E. Traffic Forecast ..................................................................................................................................... v
F. Policy, Legal and Administrative Framework .................................................................................. viii
G. Description of the Environment .........................................................................................................ix
H. Analysis of Alternatives ................................................................................................................... xvi
I. Anticipated environmental impacts and mitigation measures:..................................................... xvi
J. Public Consultation ......................................................................................................................... xvi
K. Environmental Management Plan .................................................................................................. xvii
L. Conclusion and Recommendations ............................................................................................... xvii
I. INTRODUCTION................................................................................................................................... 1
A. Project Background ........................................................................................................................... 1
B. Objectives of the Study ..................................................................................................................... 2
C. Approach and Methodology .............................................................................................................. 3
D. Structure of the Report ...................................................................................................................... 4
II. DESCRIPTION OF SUBPROJECT ...................................................................................................... 5
A. Project Location ................................................................................................................................ 5
B. Description of the Project Road ........................................................................................................ 7
C. Improvement Proposal .................................................................................................................... 12
D. Road Safety Devices ...................................................................................................................... 18
E. Sources of Construction Materials ......................................................................................................... 20
F. Project Cost..................................................................................................................................... 21
III. POLICY, LEGAL AND ADMINISTRATION FRAMEWORK .............................................................. 22
A. Introduction ..................................................................................................................................... 22
B. Policies and Legal Framework ........................................................................................................ 22
C. Description of Key Environmental Legislations ............................................................................... 23
D. Applicable Indian Road Congress (IRC) Codes ............................................................................. 29
A. Clearances Reqired for the Project ................................................................................................. 29
B. Administrative Framework .............................................................................................................. 31
IV. DESCRIPTION OF THE ENVIRONMENT ......................................................................................... 33
A. Introduction ..................................................................................................................................... 33
B. Location – Districts En-Route ......................................................................................................... 33
C. Geology, Topography and Soil ....................................................................................................... 34
D. Seismicity ........................................................................................................................................ 35
E. Drainage and Rivers System .......................................................................................................... 36
F. Agriculture and Irrigation Practices ................................................................................................. 37
G. Land Use ......................................................................................................................................... 40
H. Soils Quality .................................................................................................................................... 41
I. Climate and Meteorology ................................................................................................................ 43
J. Ambient Air Quality ......................................................................................................................... 46
K. Ambient Noise Level ....................................................................................................................... 51
N. Ecology and Biodiversity ................................................................................................................. 57
O. Educational, Medical and Religious Properties .............................................................................. 61
P. Archaeological Sites ....................................................................................................................... 66
Q. Demographics of project location .................................................................................................... 67
V. ANALYSIS OF ALTERNATIVES ....................................................................................................... 70
A. General ........................................................................................................................................... 70
B. “With” and “Without” Project Scenarion .......................................................................................... 70
C. Analysis of Alternatives ................................................................................................................... 71
VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES .......................... 73
A. Introduction ..................................................................................................................................... 73
B. Land Environment ........................................................................................................................... 78
C. Water Environment ............................................................................................................................. 81
D. Air Environment.................................................................................................................................. 85
E. Noise Environment .......................................................................................................................... 89
F. Flora ................................................................................................................................................ 92
G. Fauna .............................................................................................................................................. 94
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H. Protected Area ................................................................................................................................ 95

I. Reserved Forest............................................................................................................................. 95
J. Induced and Cumulative Impact ..................................................................................................... 95
K. Climate Change Impacts and Risks ................................................................................................ 96
L. Social Impacts ................................................................................................................................. 96
M. Steps for Minimizing Adverse Impacts ............................................................................................ 97
N. Rehabilitation and Resettlement ..................................................................................................... 97
O. Employment and Trading Opportunities ......................................................................................... 97
P. Migration ......................................................................................................................................... 97
Q. Construction Camp ......................................................................................................................... 97
R. Occupational Health and Safety ..................................................................................................... 98
S. Road Safety .................................................................................................................................... 98
T. Positive & Beneficial Impacts .......................................................................................................... 99
VII. PUBLIC CONSULTATION ............................................................................................................... 100
A. Approach of Public Consultation Meeting ..................................................................................... 100
B. Methodology.................................................................................................................................. 100
C. Meeting Schedules and Venue ..................................................................................................... 100
D. Analysis of Collected Feedback .................................................................................................... 101
E. Outcome of the Public Consultation Meeting ................................................................................ 103
F. Consultation in Religious Places................................................................................................... 104
VII. ENVIRONMENTAL MANAGEMENT PLAN .................................................................................... 105
A. INTRODUCTION........................................................................................................................... 105
B. STAGE WISE ENVIRONMENTAL MANAGEMENT MEASURES ............................................... 105
C. Environmental Policy .................................................................................................................... 140
D. Emergency Response Plan .......................................................................................................... 140
E. Grievance Redressal Mechanism ................................................................................................. 141
F. Environmental Monitoring Program .............................................................................................. 142
G. Institutional/Implementation Arrangements .................................................................................. 146
H. Institutional Capacity Building ....................................................................................................... 149
I. Environmental Budget .................................................................................................................. 149
IX. CONCLUSIONS AND RECOMMENDATIONS ................................................................................ 150
A. Conclusion .................................................................................................................................... 150
B. Recommendations ........................................................................................................................ 150
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LIST OF TABLES
Table 1 Salient Existing Features of the Project Road ................................................................................................... v
Table 2 Homogeneous Sections of Traffic on Project Highway ..................................................................................... v
Table 3 Projected Annual Average Daily Traffic on Various Homogenous Sections (Chhapiheda-Nalkheda road) ...... v
Table 4 Summary of Improvement Proposal ................................................................................................................ vi
Table 5 Statutory Clearances required for the Project Road............................................................................. viii
Table 6 Clearances required to be obtained by the Contractor ........................................................................ viii
Table 7 Details of Ambient Air Quality Monitoring Stations ........................................................................................ xi
Table 8 Statistical Analysis of Ambient Air Quality in the Study Area .......................................................................... xi
Table 9 Details of Noise Monitoring Stations .............................................................................................................. xii
Table 10 Monitoring Results of Noise Pollutant ......................................................................................................... xii
Table 11 Details of Surface and Ground Water Quality Monitoring Stations ............................................................. xiii
Table 12 Roadside Educational, Medical and Religious Properties ............................................................................. xv
Table 13 Existing major bridge (Nil) ...............................................................................................................................8
Table 14 Existing minor bridges (2) ...............................................................................................................................8
Table 15 Existing Culverts Details ..................................................................................................................................9
Table 16 Homogeneous Sections of Traffic on Project Highway ...................................................................................9
Table 17 VDF observed on the Project Road ...............................................................................................................10
Table 18 Traffic Forecasts ............................................................................................................................................11
Table 19 Chainage wise list of Proposed Typical Cross Sections .................................................................................13
Table 20 List of the proposed Crust thickness .............................................................................................................15
Table 21 Details of Proposed Bridges / Structures ......................................................................................................15
Table 22 Details of Culverts :- .....................................................................................................................................16
Table 23 List of the proposed PCC V-shape Drains ......................................................................................................18
Table 24 List of proposed bus shelters ........................................................................................................................18
Table 25 Location of Proposed Borrow Areas .............................................................................................................20
Table 26 Abstract of Cost Estimate ..............................................................................................................................21
Table 27 Time frame for Planning & Implementation .................................................................................................29
Table 28 Applicable IRC Codes .....................................................................................................................................29
Table 29 Statutory Clearances required for the Project Road .....................................................................................30
Table 30 List of clearances required for the subproject ..............................................................................................30
Table 31 The normal and actual average rainfall (in mm) in the project enroute ......................................................43
0
Table 32 Average Daily Mean Maximum and Mean Minimum Temperature ( C) of the Project Area .......................43
Table 33 Details of Ambient Air Quality Monitoring Stations .....................................................................................47
Table 34 Methodology for Ambient Air Quality Monitoring .......................................................................................47
Table 35 Details of Noise Monitoring Stations ............................................................................................................51
Table 36 Monitoring Results of Noise Pollutant ..........................................................................................................51
Table 37 Details of WATER Quality Monitoring Stations .............................................................................................53
Table 38 Laboratory Test Results of Water Quality Parameters .................................................................................54
Table 39 Laboratory Test Results of Water Quality Parameters .................................................................................55
Table 40 Number of Trees along the Project Road ......................................................................................................57
Table 41 List of Educational Places along the Project Road ........................................................................................62
Table 42 List of Religious Places along the Project Road .............................................................................................63
Table 43 List of Handpumps along the Project Road ...................................................................................................65
Table 44 List of Well along the Project Road ...............................................................................................................65
Table 45 Activity-Impact Identification Matrix ............................................................................................................73
Table 46 Environmental Issue ......................................................................................................................................77
Table 47 Public Consultation Meeting Schedule .......................................................................................................101
Table 48 Gender wise Distribution of Participants in PCMs ......................................................................................102
Table 49 Stage Wise Environmental Management Plan ............................................................................................105
Table 50 Environmental Monitoring Plan ..................................................................................................................144
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LIST OF APPENDIX
APPENDIX 1 RAPID ENVIRONMENTAL ASSESSMENT CHECKLIST ...............................................................................152
APPENDIX 2 Indian Standard Drinking Water Specification: 10500:2012 ................................................................146
APPENDIX 3 Details Of Participants And Photographs Of Public Consultation .........................................................147
APPENDIX 4 List Of Trees To Be Felled For The Proposed Widening Of Chhapiheda-Nalkheda Road ......................151
APPENDIX 5 Environment Monitoring Locations .......................................................................................................161
LIST OF FIGURES
Figure 1 Map Showing location of the Project Road .................................................................................................... iv
Figure 2 Map Showing location of the Project Road .....................................................................................................6
Figure 3 Map Showing location of the Project Road .....................................................................................................7
Figure 4 VDF observed along the Project Road ...........................................................................................................11
Figure 5 River Map .......................................................................................................................................................36
Figure 6 Hydrogeology District Rajgarh M.P. ...............................................................................................................45
Figure 7 Variation in PM2.5 Levels ..............................................................................................................................48
Figure 8 Variation in PM10 Levels ...............................................................................................................................49
Figure 9 Variation in SO2 Levels ..................................................................................................................................49
Figure 10 Variation in NO2 Levels ...............................................................................................................................50
Figure 11 Variation in CO Levels ..................................................................................................................................50
Figure 12 Comparison of Noise Level Separated by Component................................................................................91
Figure 13 Photographs of Public Consultation ..........................................................................................................101
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I. EXECUTIVE SUMMARY
A. Introduction
1. This report summarizes the findings and results of the Initial Environmental Examination (lEE) for the
subprojects included in ADB's Madhya Pradesh Major District Roads Sector Project (the Project).
The Project aimed to improve transport connectivity in the state by rehabilitating and upgrading
priority Major District Roads .The Project constitutes (i) rehabilitating and upgrading STATE
HIGHWAYs (ii) improving road maintenance and asset management and (iii) developing an efficient
accident response system.
2. The Government of Madhya Pradesh (GOMP) has been using a combination of budgetary, PPP, and
ADB financing, to improve road network in Madhya Pradesh. ADB has supported numerous state
highways and rural roads. However, the intermediate tier, major district roads (MDRs), have not
been specifically targeted for improvement resulting in overall poor overall road network
connectivity. MDRs form the key linkage between rural, peri-urban and urban areas, and have to be
essentially developed to complete state road connectivity. GOMP has now proposed to improve
the MDRs through the Madhya Pradesh District Connectivity Sector Project (the Project) financed by
ADB. The Project will improve transport connectivity in the state by rehabilitating and upgrading
major district roads (MDRs).
3. Madhya Pradesh Road Development Corporation Ltd (MPRDC), the Government of Madhya
Pradesh, has started the improvements of State highway and Major District Roads network for
meeting the supply-demand gap of the traffic in near future. As a part of this strategy MPRDC has
taken up the up-gradation of Chhapiheda-Nalkheda road .The main objectives are to improve the
regional as well as inter- and intra-state transport flows to improve access to services and making the
State attractive to developers and investors. To fulfill the above objectives and due considerations to
environmental feasibility of above road section, this updated initial environmental examination (IEE)
was carried out for this section.
4. The proposed project is designed to improve transport connectivity in Madhya Pradesh by

rehabilitating and upgrading about 2,200 kilometers of state highways and major district roads. It will
involve upgrading newly declared state highways to two-lane width, and single-lane major district
roads to intermediate lanes. The project will be implemented under the hybrid annuity model (HAM),
which is a form of public-private partnership.
5. Madhya Pradesh Road Development Corporation Ltd. (MPRDC) has decided to implement the
Project and has determined to take up Feasibility Study for Two Laning of selected stretches of
State Highway network of Madhya Pradesh for safe and efficient movement of traffic. To meet the
requirement, MPRDC has appointed AICONS Engineering Pvt Ltd as consultant vide Letter of
Acceptance No. AICONS/MPRDC/FS/PKG-2/2018-19/65 dated 29/08/2018 and Agreement No
449/2018 dated 24/09/2018. The date of Commencement of Services has been frozen as
06.10.2018 to prepare the Feasibility Report for the proposed improvement and up-gradation of the
roads. The project package-2 consisting 8 roads details are given below:
Length as Inventory
S.
District Name of Road Category per TOR Length
No
(Km) (Km)
Badawada – Kalsi, Nagda to Nimbodakhurd –
New
1 Ujjain Sandla, Salwa- Kalyanpur Kharsod Khurd 124.00 111.03
MDR
Fatehpur- Gudawad-Rotaru road
2 Rajgarh Chhapiheda-Nalkheda road New SH 12.00 11.45
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Length as Inventory
S.
District Name of Road Category per TOR Length
No
(Km) (Km)
3 Rajgarh Khujner-Gulawata road Ex. MDR 15.60 22.33
4 Shajapur Sundarsi-Polaikala road New SH 9.70 11.87
5 Ujjain Kanasia-Vijayganj mandi road New SH 18.10 18.10
Shipra-Budhi-Barlai, Solsinda, Khadakhedi,
6 Indore Jaamodi, Maharajganj Biloda Nayada, Paanoud Ex. MDR 28.90 28.51
Sanwer Road
7 Khargone Bistan Sirwel Tenesamli road Ex. MDR 51.00 49.49
8 Khandwa Singot Mordand Gandhawa Paadalya Siwal road Ex. MDR 19.40 18.19
Total (in km) 278.70 271.54
6. The subproject roads are located in the Rajgarh district of Madhya Pradesh State of India. The
report also briefly describes the subprojects, existing environmental conditions in the subproject
areas, anticipated environmental impacts and corresponding mitigation measures, public
consultation process, the environmental management plan (EMP) and its monitoring plan. The Initial
Environmental Examination (lEE) for the proposed subprojects has been carried out as part of
project preparation and in compliance with ADB's Safeguard Policy Statement (SPS) 2009
requirements. Since the subproject roads will be upgraded within existing available RoW, no
Environmental Clearance is required for the proposed road widening subprojects as per EIA
Notification 2006 of GOI-MOEF
B. Objectives of the IEE
Following are the objectives of the Environmental Study:

 Determine the category of the project depending on improvement proposal, environmental
sensitivity and magnitude of impacts, i.e. screening as per Government of India‟s regulations and
ADB‟s Safeguard Policy Statement 2009;
 Determine the appropriate extent and type of EA required (IEE or EIA), i.e scoping;
 Determine the requirement of statutory clearances;
 Baseline environmental monitoring and survey;
 Prediction of impacts on relevant environmental attributes and mitigation
 measures to minimize the impacts; and
 Preparation of IEE Report including EMP.
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C. Description of the Project
7. The Project road Chhapiheda-Nalkheda starts from T-Junction with MDR (LHS- Pachore and
RHS- Jirapur) connecting Khata Khedi, Kandeli, Nandani, Tolighata and terminates at the start
point of approach of High level bridge constructed over Kalisindh River. Existing length of
Project is 11.450 km & design length is 11.380 Km. The existing road passes through
important town/villages like Khata Kheda & Nandini.
8. The Latitude & Longitude of start and end points are 23°46'49.52"N, 76°26'52.16"E
and 23°50'4.04"N, 76°21'40.97"E respectively.
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Terminates at the start point of

9. The project length 11.380 Km.
approach of High level bridge
constructed over Kalisindh
River
23°50'4.04"N, 76°21'40.97"E
Starts from T-Junction with

MDR (LHS- Pachore and
RHS- Jirapur)
23°46'49.52"N, 76°26'52.16"E
Location of Start Point Location of End Point
Figure 1 Map Showing location of the Project Road

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Project Highlights
Table 1 Salient Existing Features of the Project Road
Roadstretch 11.450Km
Roadlength 11.380Km
Startpoint T-Junction with MDR (LHS- Pachore and RHS- Jirapur) connecting Khata
Khedi, Kandeli, Nandani, Tolighata
Endpoint terminates at the start point of approach of High Level Bridge constructed
over Kalisindh River.
Districtsen-route Rajgarh
Important Chhapiheda,Khata khedi, Kandeli, Nandani jagir, Rajpura, Tolighata, Kalapipal
settlements/
villages
Existingcarriageway The existing road has Single lane carriageway of width varies 3.0 to 5.5m
Terrain Plain terrain
LandUse Built-up/Agriculture
MajorBridge 00
MinorBridges 02
Culverts 20 culvertsalong theProject road
RUB -
Flyover -
RoadIntersections: 1 Major & 7 Minor
D. Identification of Homogeneous Sections
10. Based on the traffic surveys conducted by AICONS Engineering Pvt.Ltd.during the pre-
feasibility study the entire project Chhapiheda-Nalkheda road was divided into 1 homogenous
sections.Homogeneous section wise Annual Average Daily Traffic is presented in Table 2
Table 2 Homogeneous Sections of Traffic on Project Highway
Km 1+500
Vehicle Category
ADT (Nos) ADT (PCU)
Two Wheeler 656 328
Three Wheeler/ Auto 2 2
Car/Jeep/Van/ Taxi 55 55
Mini Bus 0 0
Bus 0 0
LCV 55 83
2-Axle Truck 21 63
3-Axle Truck 16 48
M-Axle Truck 0 0
Tractor With Trailer 31 140
Tractor Without Trailer 7 11
Total First Moving
843 730
Vehicles(FMV)
Cycle 32 16
Cycle Rickshaw 0 0
Hand Cart 0 0
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Km 1+500
Vehicle Category
ADT (Nos) ADT (PCU)
Bullock Cart 0 0
Horse Cart 0 0
Total Slow Moving
32 16
Vehicles(SMV)
Total 875 746
CVPD 92 —
Tollable Traffic 147 249
Source: Survey conducted by AICONS
Sl No Type of Survey Location Survey Date Duration of Survey

Classified Traffic Volume At Km 1+500 22/10/2018 to
1 7 days 24 hours
Count (CTVC) 28/10/2018
2 Axle Load Survey At Km 1+500 24/10/2018/ 24 hours
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E. Traffic Forecast
The projected traffic for each of the homogeneous sections is presented in Table-3
Table 3 Projected Annual Average Daily Traffic on Various Homogenous Sections (Chhapiheda-Nalkheda road)
At Km 1+500
FAST MOVING VEHICLES SLOW MOVING VEHICLES
Tractor with Trailer
Tractor without
Cycle Rickshaw
Car/ Jeep/ Van/
Three Wheeler/
M-Axle Truck
Two Wheeler
2-Axle Truck
3-Axle Truck
Bullock Cart
Horse Cart
Hand Cart
Year wise
Mini Bus
Total Total
Trailer
Cycle
Auto
LCV
Projection of
Taxi
Bus
(No) (PCU)
AADT (PCU)
2018 656 2 55 0 0 55 21 16 0 31 7 32 0 0 0 0 875 745

2019 699 2 59 0 0 59 22 17 0 33 7 34 0 0 0 0 932 793
2020 744 2 62 0 0 62 24 18 0 35 8 36 0 0 0 0 992 844
2021 792 2 66 0 0 66 25 19 0 37 8 39 0 0 0 0 1057 899
2022 844 3 71 0 0 71 27 21 0 40 9 41 0 0 0 0 1126 958
2023 899 3 75 0 0 75 29 22 0 42 10 44 0 0 0 0 1199 1020
2024 957 3 80 0 0 80 31 23 0 45 10 47 0 0 0 0 1277 1086
2025 1019 3 85 0 0 85 33 25 0 48 11 50 0 0 0 0 1360 1157
2026 1086 3 91 0 0 91 35 26 0 51 12 53 0 0 0 0 1448 1232
2027 1156 4 97 0 0 97 37 28 0 55 12 56 0 0 0 0 1542 1312
2028 1231 4 103 0 0 103 39 30 0 58 13 60 0 0 0 0 1642 1398
2029 1311 4 110 0 0 110 42 32 0 62 14 64 0 0 0 0 1749 1488
2030 1397 4 117 0 0 117 45 34 0 66 15 68 0 0 0 0 1863 1585
2031 1487 5 125 0 0 125 48 36 0 70 16 73 0 0 0 0 1984 1688
2032 1584 5 133 0 0 133 51 39 0 75 17 77 0 0 0 0 2113 1798
2033 1687 5 141 0 0 141 54 41 0 80 18 82 0 0 0 0 2250 1915
2034 1797 5 151 0 0 151 58 44 0 85 19 88 0 0 0 0 2397 2039
2035 1914 6 160 0 0 160 61 47 0 90 20 93 0 0 0 0 2552 2172
2036 2038 6 171 0 0 171 65 50 0 96 22 99 0 0 0 0 2718 2313
2037 2170 7 182 0 0 182 69 53 0 103 23 106 0 0 0 0 2895 2463
2038 2312 7 194 0 0 194 74 56 0 109 25 113 0 0 0 0 3083 2623
2039 2462 8 206 0 0 206 79 60 0 116 26 120 0 0 0 0 3284 2794
2040 2622 8 220 0 0 220 84 64 0 124 28 128 0 0 0 0 3497 2975
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Improvement Proposal
Table 4 Summary of Improvement Proposal
Proposed RoW In rural / open country area: Varies from 16 m to 20 m depending on the height
of embankment
Widening Scheme TCS-I: Reconstruction of existing BT road to 2-Lane with paved shoulder Rigid
pavement with drain in Built-ups: Length 0.800km.
TCS-II: Reconstruction of existing single lane road to 2-Lane road in open country:
net Length 10.650km
Bypass Nil
Bridge Major Bridges- 0
Minor Bridges Reconstruction- 02.
RUB Nil
Culverts
HP Slab VCW Minor Major
Structure
C Culvert Bridges Bridge
Widening + Repair
4 2 - - -
and strength.
Reconstruction 10 1 3 02 -
Retained - - - - -
New proposed 3 - - - -
New Construction - - - - -
Total 17 3 3 2 -
RoadSide Drains Total 1.6 km PCC V-shape drains on both side are provide
Design Ch. (Km) Total

Sr. Length
Side Length Remarks
No. From To (Km)
(Km)
1 0.000 0.500 0.500 Bothside 1.000 Chhapiheda
2 6.150 6.450 0.300 Bothside 0.600 Nandani
Total
Length
0.800 Length 1.600
(Km)
(Km) 1.600
Bus Bays Nil
Truck Lay Byes Nil
Bus Shelter 04 nos.
Project Cost 29.40 Crore (2.58 as per km)
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F. Policy, Legal and Administrative Framework
11. As per the ADB‟s Safeguard Policy Statement 2009 the proposed project has been
classified as Category „B‟ project requiring Initial Environmental Examination (IEE).
12. A summary of various statutory clearances required for the project road is presented in Table 5
Table 5 Statutory Clearances required for the Project Road
Type of Clearance Name of the Authority When Required

Tree Felling Permission Department of Forest, GoMP Before Construction
13. Apart from the clearances for the overall project work, the contractor, before starting the
construction work, has to obtain required Clearances / NOCs listed in Table .6 for operating
his equipment and carrying out construction work.
Table 6 Clearances required to be obtained by the Contractor
Sl. Authority Granting When

Subject Remarks
No. Clearance required
1 Tree cutting Department of Forest, Before MPRDC responsibility.

permission. GoK Construction
Consents under Water Madhya Pradesh State

Before
2 (P&CP) Act, 1974 & Pollution Control Board
Construction Contractor‟s responsibility.
Air (P&CP) Act, (MPPCB), Bangalore
Permit for installation Before

3 of crusher MPPCB Construction Contractor‟s responsibility.
No Objection
MPPCB, Inspectors of Before
4 Certificate (NOC) for Contractor‟s responsibility.
batching plant Factories Construction
Contractor‟s responsibility.
Clearance for Before
5 establishing Asphalt MPPCB
Plant Construction
Madhya Pradesh
Installation of Before
6 Generators Electricity company Installation Contractor‟s responsibility.
of respective regions
Clearance for Department of Mines Before
7 excavation & & Geology/ Local Contractor‟s responsibility.
transporting soil Bodies Quarrying
ix
If the extraction of boulder is

Department of Mines
& Geology. being procured from the existing
Permission for Before quarry/supplier, it shall be
8 Government of Quarrying
extraction of boulder Madhya ensured that, requisite license/
Pradesh lease has been obtained from
the concerned Authority.
If the extraction of sand is being

Department of Mines
procured from the existing sand
& Geology.
Permission for Before quarry/supplier, it shall be
9 Government of
extraction of sand Quarrying ensured that requisite
Madhya
license/lease has been obtained
Pradesh
from the concerned Authority.
License for storing Commissioner of During

10 Contractor‟s responsibility.
diesel Explosives & MPPCB Construction
11 Labour camps District Health Officer During Contractor‟s responsibility.

Construction
During
Irrigation Department, Construction at
Clearance for crossing
12 other waterways Government of Contractor‟s responsibility.
Madhya Pradesh the specific
site
During
If water has to be Construction at
Concerned Water
13 taken from river / Contractor‟s responsibility.
Authority the specific
Reservoir
site
14. In addition to the above, Contractor has to obtain:
 Insurance related to 3rd party insurance, Indemnity, Workmen Compensation etc.

 Permission / license to store explosive materials
 Permission from local Panchayat / Municipal body for setting up Construction Camp
 Change of Land Use Certificate from District Land Revenue Officer (DLRO)
G. Description of the Environment
15. The existing environmental conditions of the study area cover over 15 km on either side of the
road, in general and specific environmental features of the study corridor, i.e., 50 m on either
side of the existing centerline of the road, in particular, has been studied as described in the
subsequent sections.
Seismicity
16. The project area is located in the central India which is moderately active seismic region. The
project road is situated in the Zone II (having low seismic intensity) of the Seismic Map of India
(as per IS: 1893, Part I, 2002) and therefore has a low risk of potential damage due to
earthquake.
x
Land Use
17. Land use pattern along the project road is mostly Agricultural (80.35%). Other types are
built-up (4.36%) & barren (7.86%), Within ROW the land use is mainly open land with trees
by the side of the earthen shoulder.
Existing Ch. (Km)

Length (Km) Land Use
From To
0.000 0.400 0.400 Built-up
0.400 1.300 0.900 Agriculture
1.300 1.500 0.200 Agriculture/Built-ups
1.500 6.300 4.800 Agriculture
6.300 6.400 0.100 Built-up
6.400 7.300 0.900 Agriculture
7.300 7.750 0.450 Barren/Agriculture
7.750 8.800 1.050 Agriculture
8.800 9.550 0.750 Barren
9.550 11.100 1.550 Agriculture
11.300 11.450 0.150 Barren
Total Length 11.450
Climate & Meteorology
18. The district has dry climate except in the south-west monsoon season. The year may be divided
into four seasons. The period from March to the second week of June is the summer season.
The succeeding period up to the end of September is the south-west monsoon season. October
and November constitute the postmonsoon or retreating monsoon season. The cold season is
from December to February.
19. There is a meteorological observatory in the district at Rajgarh. After February there is rapid
increase in the temperatures. May is generally the hottest month with the mean daily maximum
0 0
temperature at 42.4 C and the mean daily minimum at 26.9 C. From the second week of June,
there is an appreciable drop in temperature. After the monsoon by about the end of September,
there is a slight increase in the day‟s temperature but the nights become progressively cooler.
After October, however, both day and night temperature decreases rapidly. December is
O
generally the coldest month with the mean daily maximum temperature at 26.3 C and the mean
O
daily minimum at 9.1 C.Winds are generally light with some strengthening in force during the
late summer and early monsoon season. In May and in the south-west monsoon months, winds
blow mostly from directions between northwest and southwest. In the post-monsoon and the cold
seasons winds are variable in direction but winds from directions between south-west and south-
xi
east are less common. In March and April, winds are variable in direction in the mornings and
are westerly or northwesterly in the afternoons.
20. The normal annual rainfall of Rajgarh district is 985.8 mm. The district receives maximum rainfall
during southwest monsoon period i.e. June to November. About 92% of annual rainfall is
received during monsoon season.
Ambient Air Quality
21. For drawing up the baseline status of ambient air quality in the study corridor, ambient air
quality monitoring has been conducted at 2 representative locations along the project road
(Table 8) at a frequency of twice a week at each station for one month
22. 24-hourly monitoring results of PM2.5, PM10, SO2, NO2 and 1-hourly CO corresponding to air
quality stations AQ1 to AQ2 are presented in Table 7. The 24-hourly average 98-percentile
values of all parameters at both the locations were observed to be within the prescribed limit for
Industrial, Residential, Rural & other areas as stipulated in the National Ambient Air Quality
Standards, 2009.
Table 7 Details of Ambient Air Quality Monitoring Stations
SN Station Place Existing Side Distance Land use

Chainage # (m)
1 AQ1 Khata kheda 1+600 R 20 m Agriculture/Built-ups
2 AQ2 Nandani 6+500 L 25 m Built-up
Source: On-site Field Monitoring

# Distance in meter from existing centerline
Table 8 Statistical Analysis of Ambient Air Quality in the Study Area
Pollutant AAQMS Min Max Avg Indian

Standard
PM2.5 Site 1 AQ1 36.6 40.6 38.6

60
(ug/m3) 35.75
Site 2 AQ2 31.6 39.9
PM10 Site 1 AQ1 69.6 71.5 70.55
100
(ug/m3) 73.1
Site 2 AQ2 70.6 75.6
(SO2) Site 1 AQ1 8.2 8.6 8.4
80
(ug/m3) 8.75
Site 2 AQ2 8.4 9.1
(NO2) Site 1 AQ1 20.3 21.3 20.8
80
(ug/m3) 19.6
Site 2 AQ2 18.6 20.6
(CO) Site 1 AQ1 0.20 0.22 0.21
4
(mg/m3) Site 2 AQ2 0.23 0.26 0.245
xii
Source: On-site Field Monitoring

AAQMS: Ambient Air Quality Monitoring Station Code
Ambient Noise Level
23. To assess the background noise levels, ambient noise monitoring was conducted at 1
representative location, 1 in residential areas and other at silence zone (Table 10).
Table 9 Details of Noise Monitoring Stations
SN Place Existing Side Distance Land use

Chainage(km) # (m)
1 NQ1 Khata kheda 1+600 R 20 m Agriculture/Built-ups
2 NQ2 Nandani 6+900 L 25 m Built-up
Source: On-site Noise Monitoring during April 18, 2019 – April 19, 2019
Table 10 Monitoring Results of Noise Pollutant
Attribute Parameter Unit Chhapiheda-Nalkheda road
Site 1, NQ1 Site 2, NQ2

Noise Lmin dB(A) 27.6 32.6
Leq dB(A) 32.6 33.6
Lmax dB(A) 35.60 33.6
Leq day dB(A) 38.2 37.6
Leq Night dB(A) 31.8 34.6
Source: On-site Noise Monitoring during 2019

Note: Noise Standard in Residential Zone: Day Time: 55 dB(A) Night Time: 45 dB(A)
in Silence Zone: Day Time: 50 dB(A), Night Time: 40 dB(A)
24. The daytime (Ldeq) and night time (Lneq) noise equivalent levels in the monitored silence
location, NQ2 Public School shows that the ambient noise levels exceeds the stipulated
Noise standards during both day and night time. The daytime (Ldeq) noise equivalent level in
the monitored residential location NQ1 shows that the ambient noise levels are within the
stipulated Noise standards, while night time equivalent levels exceeds slightly than the
stipulated limits.
25. Leq values in day and night time are found to be 35.60 db(A) for NQ1 while the stipulated limit
is 50 db(A). This signifies that noise levels exceeds 50 db(A) in 90% of the measured time during
xiii
the day. The reason for such high noise may be attributed to high vehicular traffic in front of the
school. L10 values in day time at NQ2 are found to be below the standard.
Surface Water Quality
26. In Total, 2 surface water (Reservoir / pond) stations (hand-pumps) in the study corridor
were selected for monitoring, analysis and assessment of water quality (Table 11).
Table 11 Details of Surface and Ground Water Quality Monitoring Stations

Chainage(km) # (m)
1 SWQ1 Khata Kheda 1+650 L 30 m Agriculture

2 SWQ2 Nandini 6+500 L 10 m Agriculture
Site 1, SWQ1 Site 1, SWQ2

Water Temperature C 19.6 21.65
pH 7.3 7.2
BOD, 5 days mg/l <1 <1
COD mg/l 15 12
TDS mg/l 166.6 180.6
TSS mg/l <5 <5
DO mg/l 8.2 8.4
T. Coliform 100 ml Abs Abs
Conductivity μmho/cm 410 350
Oil & grease mg/l ND ND

Source: On-site Water Quality Monitoring in April,18-19, 2019
xiv
27. Temperature varies as ambient temperature. pH value of SWQ1 was found to be above neutral
mark while that of SWQ2 is found to be in acidic zone but within the tolerance limit of 6.5-8.5.
Conductivity varied between 300 - 700 μmhos/cm with TDS ranging between 170-180 mg/l.
While SWQ1 shows high values of conductivity and TDS indicating marginally mineralized water,
SWQ2 shows moderate level of mineralization. However, both samples show the water is devoid
of any industrial discharges.
Ground Water Quality
28. Ground water, in general, is hard in nature and the physico-chemical quality satisfies the
permissible limit as stipulated in Drinking Water Standards (IS 10500:2012).
29. Cali Labs Pvt.Ltd, Bhopal (A NABL Accredited & MoEF Recognized laboratory) was engaged for
collection of ground water samples and analysis. 2 ground water quality monitoring stations
(designated as GW1 and GW2) comprising hand operated tube wells (hand-pumps) in the study
area were identified for the monitoring and assessment of ground water quality. The details of
ground water quality monitoring stations are provided in Table.
Site 1, GW1 Site 1, GW2

pH 7.6 7.1
COD mg/l 4 6
TDS mg/l 450 650
TSS mg/l <5 <5
DO mg/l 6.1 6.2
30. Temperature varies as ambient temperature. pH value of GW1 was found to be above neutral
mark while that of GW2 is found to be in acidic zone but within the tolerance limit of 6.5-8.5.
Conductivity varied between 300 - 700 μmhos/cm with TDS ranging between 200-250 mg/l.
While GW1 shows low values of conductivity and TDS indicating marginally mineralized water,
GW2 shows moderate level of mineralization. However, both samples show the water is devoid
of any industrial discharges.
xv
Ecology and Biodiversity
31. Road Side Trees: The Total number of roadside trees including Gaint Trees within existing
row is estimated to be 313 out of which 127 trees are on the right side and 186 trees are on
the left side of the project road.
32. Giant Trees: Field survey was conducted to identify the location of giant trees. 34 giant trees
are found along the project road, out of which 13 trees are on the Right side and 21 trees are on
the left side.
Chhapiheda-Nalkheda Road
207
LHS
140
RHS
347
Grand Total
33. Protected Areas: The project road does not pass through any protected area such as Wildlife
Sanctuary, National park or bio –reserve. There is no wildlife sanctuary Wildlife Sanctuary,
National park or bio –reserve within 10 km from the project road.
34. Forest-The project road is n ot passes through any Forest area.
Educational, Medical and Religious Properties

35. The number of roadside educational, medical and religious / cultural properties is summarized in
Table-13
Table 12 Roadside Educational, Medical and Religious Properties
Items Total Number

Educational Institutions 3
Religious Places 7
Archaeological Sites
36. There are no archaeological sites within 200 m on either side of the project road.
Demographic details of Affected Population
37. Rajgarh district is a District of Madhya Pradeshstate in central India. The city of Rajgarh
is the administrative headquarters of the district. The district is bounded by Rajasthan state to
the north, and by the districts of Guna to the northeast, Bhopal to the east, Sehore to the
southeast, and Shajapur to the south and west. It is part of Bhopal Division.
38. Rajgarh district is a District of Madhya Pradeshstate in central India. The city of Rajgarh
is the administrative headquarters of the district. The district is bounded by Rajasthan state to
xvi
the north, and by the districts of Guna to the northeast, Bhopal to the east, Sehore to the
southeast, and Shajapur to the south and west. It is part of Bhopal Division.
39. .The district has

seven tehsils, Rajgarh, Khilchipur, Jirapur, Biaora, Narsinghgarh, Sarangpur and pachore.The
district has an area of 6,154 km² and the population is 1,545,814 (2011 census).The district lies
on the northern edge of the Malwa plateau, and the Parbati Riverforms the eastern boundary of
the district, while the Kali Sindh Riverforms the western boundary. The district has
even tehsils, Rajgarh, Khilchipur, Jirapur, Biaora, Narsinghgarh, Sarangpur and pachore. The
district is bounded by Rajasthan state to the north, and by the districts of Guna to the
northeast, Bhopal to the east, Sehore to the southeast, and Shajapur to the south and west. It is
part of Bhopal Division
40. At the 2011 India census, Chapiheda had a population of 8501, Khata Khedi had a population of
1145 and Nandani had a population of 1529
H. Analysis of Alternatives
41. The subproject road is an existing MDRs with very limited alignment alternatives for
selection. However analysis of alternatives have been done for bypasses, realignments, cross
section types and construction materials alternatives to avoid the places of congestion, human
settlements, environmentally sensitive areas, different construction materials etc. keeping
in view traffic condition, obligatory points, geometric designs, congestions and socio
economic viability and other environmental aspects of the region. There are no bypasses
considered along the subproject. Discussion also includes consideration of alternatives such as
no project scenario; project with alternatives and project with mitigation measures and
alternatives Project with alternatives and project with mitigation measures were found
acceptable.
I. Anticipated environmental impacts and mitigation measures:

42. Some of the significant environmental impacts of Chhapiheda-Nalkheda road subproject road
on the natural environment and nearby communities are discussed in the section. These
impacts could be largely mitigated through engineering designs, good construction practices
accompanied by a site specific mitigation measures.
43. Though no change in the macro-climatic parameters (precipitation, temperature and wind) is
envisaged due to the subproject, cutting of approximately roadside trees, laying of paved
surface and other construction activities temporarily modify the microclimate.
44. There would be an increase in daytime temperature near the newly paved surfaces of the road
due to increase in the surface area of blacktop of widened road. This impact shall be mitigated
by planting rows of avenue plantations.
J. Public Consultation
45. The following are the major points of concern of the participants of public consultation
meeting (PCM):
46. Stakeholders are concerned about the existing traffic noise and anticipate that increase of
traffic flow may lead to increased noise level after project implementation.
47. Majority of the stakeholders are concerned with the existing air emission by the present traffic
but their opinion in post project scenario is fragmented to a considerable extent.
48. Majority of the stakeholders agreed that the road is accident prone and needs immediate
improvement.
49. Pedestrian crossing, proper road signage and speed control measures are the most sought
after road safety measures by the stakeholders. Stakeholders considered dumping of waste
xvii
and debris on the edge of the carriageway as a safety threat and requested the project
authorities to take measures against such offenders.
50. Stakeholders considered burning of waste at the edge of the road is contributing to pollution
from vehicular emission that worsens air quality.
51. Accident involving wildlife and man-animal conflicts are reported to be absent, and incidents
of crop damage by wild animals are reported by very few respondents.
52. School authorities and citizens at large are in favour of introducing speed restriction near
the schools.
53. Boundary wall acting as noise barriers along the school premises are welcomed by all
participants. The stakeholders felt construction of boundary will also provide the security to
the students and should be implemented before the start of construction activity to safeguard
the students from construction noise.
54. Participants requested for trees with large crown areas such as Banyan (Ficus Sp.) and other
fruit bearing trees, especially Neem and Tamarind should be selected for avenue plantation.
55. Participants at large requested for upgradation of existing bus shelters and installation of
water tank near bus shelters. The maintenance of these assets should be vested with the
project implementing authorities as panchayats often does not have enough resources all the
times for its upkeep.
56. Consultation in Religious Places. To assess the requirement of noise barrier in the
religious places along the project road, consultations with stakeholders were carried out at 1
religious places. There were no variations in the response of the participants regarding
installation of noise barrier. All the participants unanimously ruled out any requirement of
boundary wall for mitigating traffic noise. They showed reservation against construction of
boundary wall due to temple aesthetics and accessibility.
K. Environmental Management Plan

57. Environmental Management Plan (EMP) deals with the implementation procedure of the
guidelines and mitigation measures recommended to avoid, minimize and mitigate
foreseen environmental impacts of the project. The implementation of environmental
management plan needs suitable organization set up and the success of any environmental
management plan depends on the efficiency of the group responsible for implementation of the
programme. It is proposed to carryout regular environmental monitoring to provide information to
the management for periodic review and alternation of the environmental management
plan as necessary so as to ensure that environmental protection is optimized at all stages of the
mining
58. Environmental monitoring is an essential component for sustainability of any
developmental project. It is an integral part of any environmental assessment process. The
monitoring programme consists of performance indicators, reporting formats and necessary
budgetary provision. For each of the environmental condition indicators, the monitoring plan
specifies the parameters to be monitored, location of the monitoring sites, frequency and
duration of monitoring. The monitoring plan also specifies the applicable standards,
implementation and supervising responsibilities. The monitoring will be carried out by PIU
through the approved agency and will be supervised by the Environmental Experts of the
Construction Supervision Consultants and PIU
59. The engineering staff of PIU, supervision consultancy and the contractor who would be
responsible for the implementation of the EMP, need to be trained on environmental issues
of specific road development project. Suitable training programmes have been worked out
for the project as well as capacity building needs. The programme consists of a number of
training modules specific to target groups. Looking into the potential requirements of each of the
target groups, several training modules have been planned. The training would cover the
basic principles and postulates of environmental assessment and mitigation plans;
implementation techniques; monitoring and management methods and tools.
L. Conclusion and Recommendations

xvii
i
60. Conclusion. Most of the adverse impacts of road project during construction period are short
term and temporary in nature. These impacts can be minimized through specific engineering
solutions. Environment friendly construction methodology has been incorporated into the
project design and Environment Management Plan has been prepared to minimize the overall
impact on environmental attributes by the proposed project works. Therefore, the
proposed project is unlikely to cause any significant adverse environmental impacts and no
further detailed study is required.
61. Recommendations. Environmental Management Plan has been prepared incorporating various
modern technologies and guidelines to reduce the environmental impacts of highway
constructions to make it a Green Highway. Therefore, it is recommended to follow the EMP and
associated Guidelines during construction and operation phases of the project.
1
I. INTRODUCTION
A. Project Background
1. This report summarizes the findings and results of the Initial Environmental Examination (lEE) for
the subprojects included in ADB's Madhya Pradesh Major District Roads Sector Project (the
Project). The Project aimed to improve transport connectivity in the state by rehabilitating and
upgrading priority Major District Roads .The Project constitutes (i) rehabilitating and upgrading
STATE HIGHWAYs (ii) improving road maintenance and asset management and (iii) developing an
efficient accident response system.
2. The Government of Madhya Pradesh (GOMP) has been using a combination of budgetary, PPP,
and ADB financing, to improve road network in Madhya Pradesh. ADB has supported numerous
state highways and rural roads. However, the intermediate tier, major district roads (MDRs), have
not been specifically targeted for improvement resulting in overall poor overall road network
connectivity. MDRs form the key linkage between rural, peri-urban and urban areas, and have to be
essentially developed to complete state road connectivity. GOMP has now proposed to
improve the MDRs through the Madhya Pradesh District Connectivity Sector Project (the Project)
financed by ADB. The Project will improve transport connectivity in the state by rehabilitating and
upgrading major district roads (MDRs).
3. Madhya Pradesh Road Development Corporation Ltd (MPRDC), the Government of Madhya
Pradesh, has started the improvements of State highway and Major District Roads network for
meeting the supply-demand gap of the traffic in near future. As a part of this strategy MPRDC has
taken up the up-gradation of Chhapiheda-Nalkheda road .The main objectives are to improve the
regional as well as inter- and intra-state transport flows to improve access to services and making
the State attractive to developers and investors. To fulfill the above objectives and due
considerations to environmental feasibility of above road section, this updated initial environmental
examination (IEE) was carried out for this section.
4. The proposed project is designed to improve transport connectivity in Madhya Pradesh by

rehabilitating and upgrading about 2,200 kilometers of state highways and major district roads. It will
involve upgrading newly declared state highways to two-lane width, and single-lane major district
roads to intermediate lanes. The project will be implemented under the hybrid annuity model (HAM),
which is a form of public-private partnership.
5. Madhya Pradesh Road Development Corporation Ltd. (MPRDC) has decided to implement the
Project and has determined to take up Feasibility Study for Two Laning of selected stretches of
State Highway network of Madhya Pradesh for safe and efficient movement of traffic. To meet the
requirement, MPRDC has appointed AICONS Engineering Pvt Ltd as consultant vide Letter of
Acceptance No. AICONS/MPRDC/FS/PKG-2/2018-19/65 dated 29/08/2018 and Agreement No
449/2018 dated 24/09/2018. The date of Commencement of Services has been frozen as
06.10.2018 to prepare the Feasibility Report for the proposed improvement and up-gradation of the
roads. The project package-2 consisting 8 roads details are given below:
Length as
S. Inventory
District Name of Road Category per TOR
No Length (Km)
(Km)
Badawada – Kalsi, Nagda to Nimbodakhurd –
New
1 Ujjain Sandla, Salwa- Kalyanpur Kharsod Khurd 124.00 111.03
MDR
Fatehpur- Gudawad-Rotaru road
2
Length as
S. Inventory
District Name of Road Category per TOR
No Length (Km)
(Km)
2 Rajgarh Chhapiheda-Nalkheda road New SH 12.00 11.45
3 Rajgarh Khujner-Gulawata road Ex. MDR 15.60 22.33
4 Shajapur Sundarsi-Polaikala road New SH 9.70 11.87
5 Ujjain Kanasia-Vijayganj mandi road New SH 18.10 18.10
Shipra-Budhi-Barlai, Solsinda, Khadakhedi,
6 Indore Jaamodi, Maharajganj Biloda Nayada, Paanoud Ex. MDR 28.90 28.51
Sanwer Road
7 Khargone Bistan Sirwel Tenesamli road Ex. MDR 51.00 49.49
8 Khandwa Singot Mordand Gandhawa Paadalya Siwal road Ex. MDR 19.40 18.19
Total (in km) 278.70 271.54
6. The subproject roads are located in the Rajgarh district of Madhya Pradesh State of India. The
report also briefly describes the subprojects, existing environmental conditions in the subproject
areas, anticipated environmental impacts and corresponding mitigation measures, public
consultation process, the environmental management plan (EMP) and its monitoring plan. The
Project is categorized as environment Category B as per SPS 2009 categorization criteria. The
Initial Environmental Examination (lEE) for the proposed subprojects has been carried out as part
of project preparation and in compliance with ADB's Safeguard Policy Statement (SPS) 2009
requirements. Since the subproject roads will be upgraded within existing available RoW, no
Environmental Clearance is required for the proposed road widening subprojects as per EIA
Notification 2006 of GOI-MOEF
B. Objectives of the Study
7. The main objectives of the initial environmental examination (IEE) study are as follows:

To determine the category of the project depending on the length, extent of land acquisition,
location, environmental sensitivity and the nature and magnitude of its potential environmental
impacts, i.e. screening as per Government of India‟s regulations and ADB‟s Safeguard Policy
Statement 2009;
 To determine the appropriate extent and type of Environmental Assessment (EA)
required, i.e scoping;
 To determine whether the project requires environment clearance, forest clearance,
wildlife clearance, consents to establish etc. depending on its type of development;
 To establish present environmental conditions of the study area through available data /
information supported by field studies, wherever necessary;
 To predict the potential impacts on relevant environmental attributes due to the proposed
project and to recommend adequate mitigation measures to minimize / reduce adverse impacts;
 To prepare an Initial Environmental Examination (IEE) report including
 Environmental Management Plan (EMP).
Extent of IEE
8. IEE was conducted based on the feasibility studies. Study areas were delineated into two
zones while carrying out feasibility study namely the impact zone and the influence
zone. The impact zone extends to 50m either side of the road from the centreline covering an
area of 100m width. All the physical components such as rivers, hospitals and schools,
industries, water supply units, productive land, trees and other environmental features within
3
this zone will be directly impacted by the road improvement. The influence zone extends 7
Km (7000 m) on either side of the road from the centreline covering the area of 14 km of
width covering the construction establishments such as batching plants hot mix plants,
construction camps, labour camps, quarries etc. for the analysis of impact on land use and
other environmental features.
C. Approach and Methodology

9. The Initial Environmental Examination has been carried out within existing policy, legal and
administrative framework considering the applicable environmental legislation, regulations
& guidelines of ADB and MOEF&CC.
 Reconnaissance Survey: A reconnaissance study has been made for identification of

Valued Environment Components (VECs) on proposed project road. Location of
environmentally protected areas (National Parks, Wildlife Sanctuaries, Biosphere Reserves,
Reserved / Protected Forest, Important Bird Areas, World heritage Sites, Archeological
Monuments etc.); surface water bodies; environmentally sensitive receptors (educational
institutions, religious structures, medical facilities etc.) along the alignment has been identified
during the survey. The Consultant conducted preliminary analysis of the nature, scale and
magnitude of the impacts that the project is likely to cause on the environment, especially on the
identified VECs.
 Data Collection & Review: Secondary data such as Survey of India Topo Sheets, District
Planning Maps, Forest Working Plans, booklet of Central Ground Water Board, details of
Archaeological Monuments etc. have been collected from various secondary sources. Further,
secondary data, which are relevant to understand the baseline as pertaining to physical
and biological environments has been collected and reviewed. Applicable environmental
legislation, regulations & guidelines of ADB and MOEF&CC has also been reviewed.
 Environmental Screening & Scoping: Screening has been conducted with specific
consideration such as location of the sub-projects with respect to environmentally sensitive areas
and critical issues to be studied in detail as well as provide important feedback to the design /
technical team. It helped to modify the designs at locations where impacts had to be avoided and
incorporate mitigation measures wherever the impacts were unavoidable due to other constraints.
Based on the screening, scope of the study of the assignment i.e. scoping has been done.
 Baseline Environmental Monitoring: To establish the baseline environmental status,
monitoring was carried out for various environmental parameters such as meteorology, ambient
air quality, ambient noise level, ground & surface water quality and soil quality along the proposed
alignment
 Stakeholder Consultation: Consultations on environmental issues have been carried out with
relevant stakeholders identified through stakeholder analysis.
 Analysis of Alternatives: The environmental analysis of alternatives mainly focuses on
bypasses, if any, cross-sections, sources of materials from an environmental management
perspective.
 Prediction of Impacts & Mitigation Measures: Based on the above study potential
positive and negative impacts on land environment, air environment, noise environment, water
environment and biological environment has been assessed for both construction and
operation phase. For each impact predicted, feasible and cost effective mitigation measures has
been suggested to reduce potentially significant adverse environmental impacts to acceptable
levels.
 Environment Management Plan: EMP has been prepared as per the requirements
of ADB safeguard policy statement. EMP includes management and redevelopment of
borrow areas, quarries, construction camp; rain water
harvesting, storm water management practices; enhancement plan for water bodies; requirement of noise
barrier, capacity building & training; environmental supervision, monitoring & auditing requirements; bill of
quantities etc.
4
D. Structure of the Report

10. This Initial Environmental Examination Report and Environment Management Plan
(Volume-VIII) is a part of the Detailed Project Report of the Chhapiheda-Nalkheda road
IEE Report has been structured based on ADB‟s Safeguard Policy Statement 2009. The structure of the
IEE Report is as follows:
Volume: VIII (A) IEE Report and EMP Executive Summary
Chapter-1 : Introduction
Chapter-2 : Description of the Project
Chapter-3 : Policy, Legal and Administrative Framework
Chapter-4 : Description of the Environment
Chapter-5 : Analysis of Alternatives
Chapter-6 : Anticipated Environmental Impacts and Mitigation Measures
Chapter-7 : Public Consultation
Chapter-8 : Environmental Management Plan
Chapter-9 : Conclusion and Recommendations
Volume: VIII (B)

5
II. DESCRIPTION OF SUBPROJECT
A. Project Location
RHS- Jirapur) connecting Khata Khedi, Kandeli, Nandani, Tolighata and terminates at the
start point of approach of High level bridge constructed over Kalisindh River. Existing length
of Project is 11.450 km & design length is 11.380 Km. The existing road passes through
6
13. The project length 11.380 Km.
Terminates at the start

point of approach of High
level bridge constructed
over Kalisindh River
23°46'49.52"N, 76°26'52.16"

RHS- Jirapur)
23°50'4.04"N, 76°21'40.97"E

7
B. Description of the Project Road
and 23°50'4.04"N, 76°21'40.97"E respectively

8
16. The project road connects Chhapiheda to Nalkheda Rajgarh district,
17. Carriageway:The existing road has Single lane carriageway of width 3.75m. Pavement surface
condition is generally Poor. The existing pavement surface is having black topped.
18. Terrain: The project stretch passes through plain terrain (Start to End). Existing gradient of
the road is to be smoothened.
19. Road Intersections: There are total 8 (1 Major & 7 Minor) junctions along the project
road. Most of the junctions are with village roads.
20. Pavement Condition: Pavement surface condition is generally very poor throughout
stretches. The existing pavement surface is having bituminous surface. Earthen shoulder
exists on the both side of the carriageway. Width of the shoulders is varying between 1.0 to 2.0
m.
21. Railway Crossings/ Railway over bridges -There is No Railway crossing/Railway over bridges
22. Existing Bridges & Culverts: There are total 20 culverts on the project road section, out of
which 3 RCC Slab Culverts, 14 HPC & 3 VCW
Table 13 Existing major bridge (Nil)
Span
Length Face to Face of
Existing Chainage(km)
High level, submerged

Name of River Bridge
Total outer width of
Condition of the
Arrangement
or High level
Dirt Wall (m)
submerged
Structures
Bridge(m)
Remarks
Sr. No.
Type of
No. of Spans
Spans (M)
Length of
structure
Nil
Table 14 Existing minor bridges (2)
Existing Structure Proposed structure

Existing Design
Sr. Span Span
Ch. Ch. Type of Type of Proposed
No Arrangement Arrangement
(Km) (Km) structure structure Width (m)
(m) (m)
RCC Slab
1 8.330 8.325 VCW 7 ROW 900 2 x 10.0 12.00
Bridge
RCC Slab
2 8.710 8.705 VCW 5 ROW 1000 1 x 8.0 12.00
Bridge
9
Table 15 Existing Culverts Details
Existing Ch. No of Spans x Width Total Width of Culvert

Sr. No. Type of Structure
(Km) of Spans (m) (m)
1 0.040 HPC 1 Row 1.0 8.00
2 0.115 HPC 1 Row 0.6 8.00
3 2.060 RCC Slab culvert 1 x 3.0 8.40
4 2.485 HPC 1 Row 1.2 9.00
5 2.755 RCC Slab Culvert 1 x 6.0 8.50
6 3.165 HPC 1 Row 1.0 9.00
7 3.630 RCC slab culvert 1 x 6.0 8.80
8 4.240 HPC 1 Row 1.0 9.00
9 4.580 HPC 1 Row 0.9 9.00
10 5.035 HPC 1 Row 0.9 9.20
11 5.140 HPC 1 Row 0.9 9.20
12 6.600 HPC 2 Row 1.0 7.70
13 7.185 HPC 2 Row 1.0 7.45
14 7.750 HPC 2 Row 1.0 9.20
15 8.330 VCW 7 Row 0.9 7.30
16 8.710 VCW 5 Row 1.0 7.40
17 9.150 HPC 1 Row 1.0 7.60
18 9.280 HPC 3 Row 1.0 7.50
19 10.100 VCW 4 Row 1.0 7.60
20 10.470 HPC 1 Row 1.0 7.60
Traffic Study
23. During the pre-feasibility study, traffic surveys were conducted by AICONS in 2019. As per
the Traffic Report.
Composition of Traffic
24. Major traffic found on the road is two wheeler traffic (74.97%) and car/jeep/van/auto traffic
(6.52%). Goods traffic comprises around 10.52% of total traffic. It indicates that significant
numbers of goods traffic specially truck travel along this road which contribute significant PCU
in total traffic.
Identification of Homogeneous Sections
25. Based on the traffic surveys conducted by AICONS Engineering Pvt.Ltd.during the pre-
feasibility study the entire project road (Chhapiheda-Nalkheda road) was divided into 1
homogenous sections.Homogeneous section wise Annual Average Daily Traffic is presented
in Table 16.
Table 16 Homogeneous Sections of Traffic on Project Highway
Km 1+500
Vehicle Category
ADT (Nos) ADT (PCU)
Two Wheeler 656 328
10
Km 1+500
Vehicle Category
ADT (Nos) ADT (PCU)
Three Wheeler/ Auto 2 2
Car/Jeep/Van/ Taxi 55 55
Mini Bus 0 0
Bus 0 0
LCV 55 83
2-Axle Truck 21 63
3-Axle Truck 16 48
M-Axle Truck 0 0
Tractor With Trailer 31 140
Tractor Without Trailer 7 11
Total First Moving Vehicles(FMV) 843 730
Cycle 32 16
Cycle Rickshaw 0 0
Hand Cart 0 0
Bullock Cart 0 0
Horse Cart 0 0
Total Slow Moving Vehicles(SMV) 32 16
Total 875 746
CVPD 92 —
Tollable Traffic 147 249
Source: Survey conducted by AICONS

Axle Load Survey
26. The axle load spectrum observed on the project road, along with the vehicle damage factors
(VDFs) is given in the following Table. Details of VDF Calculation have been produced in
Appendix.
Table 17 VDF observed on the Project Road
TYPE OF VDF
VEHICLES UP DOWN MAX
3-Axle Truck 0.17 3.76 3.76
2-Axle Truck 2.24 3.05 3.05
LCV 0.05 0.18 0.18
11
VDF
4.00 3.76
3.50 3.05
3.00
2.50
2.00
1.50
1.00
0.50 0.18
0.00
3-Axle Truck 2-Axle Truck LCV
At Km 1+500
Figure 4 VDF observed along the Project Road
Traffic Forecast
27. Traffic forecasts are required for planning and design of the Project Road (including
Pavement Design). Traffic volume presented in the above clauses represents the traffic on
the project road. Traffic forecasts for a period of 15 years after completion of road
construction (Traffic survey year-2018, DPR preparation year 2019, construction period:
2019-2020 i.e. 2 years, and projection up to year of 2035 i.e 15 years) have been presented
in the Tables below..
Table 18 Traffic Forecasts
At Km 1+500
SLOW MOVING
FAST MOVING VEHICLES
VEHICLES
Tractor without Trailer
Three Wheeler/ Auto
Car/ Jeep/ Van/ Taxi
Cycle Rickshaw
Year wise
M-Axle Truck
Two Wheeler
2-Axle Truck
3-Axle Truck
Bullock Cart
Horse Cart
Hand Cart
Projection Total Total

Mini Bus
Cycle
LCV
of AADT (No) (PCU)

Bus
(PCU)
2018 656 2 55 0 0 55 21 16 0 31 7 32 0 0 0 0 875 745

2019 699 2 59 0 0 59 22 17 0 33 7 34 0 0 0 0 932 793
2020 744 2 62 0 0 62 24 18 0 35 8 36 0 0 0 0 992 844
2021 792 2 66 0 0 66 25 19 0 37 8 39 0 0 0 0 1057 899
2022 844 3 71 0 0 71 27 21 0 40 9 41 0 0 0 0 1126 958
2023 899 3 75 0 0 75 29 22 0 42 10 44 0 0 0 0 1199 1020
2024 957 3 80 0 0 80 31 23 0 45 10 47 0 0 0 0 1277 1086
2025 1019 3 85 0 0 85 33 25 0 48 11 50 0 0 0 0 1360 1157
2026 1086 3 91 0 0 91 35 26 0 51 12 53 0 0 0 0 1448 1232
2027 1156 4 97 0 0 97 37 28 0 55 12 56 0 0 0 0 1542 1312
12
SLOW MOVING
FAST MOVING VEHICLES
VEHICLES
Tractor without Trailer

Three Wheeler/ Auto
Car/ Jeep/ Van/ Taxi
Cycle Rickshaw
Year wise
M-Axle Truck
Two Wheeler
2-Axle Truck
3-Axle Truck
Bullock Cart
Horse Cart
Hand Cart
Projection Total Total
Mini Bus
Cycle
LCV
of AADT (No) (PCU)
Bus
(PCU)
2028 1231 4 103 0 0 103 39 30 0 58 13 60 0 0 0 0 1642 1398

2029 1311 4 110 0 0 110 42 32 0 62 14 64 0 0 0 0 1749 1488
2030 1397 4 117 0 0 117 45 34 0 66 15 68 0 0 0 0 1863 1585
2031 1487 5 125 0 0 125 48 36 0 70 16 73 0 0 0 0 1984 1688
2032 1584 5 133 0 0 133 51 39 0 75 17 77 0 0 0 0 2113 1798
2033 1687 5 141 0 0 141 54 41 0 80 18 82 0 0 0 0 2250 1915
2034 1797 5 151 0 0 151 58 44 0 85 19 88 0 0 0 0 2397 2039
2035 1914 6 160 0 0 160 61 47 0 90 20 93 0 0 0 0 2552 2172
2036 2038 6 171 0 0 171 65 50 0 96 22 99 0 0 0 0 2718 2313
2037 2170 7 182 0 0 182 69 53 0 103 23 106 0 0 0 0 2895 2463
2038 2312 7 194 0 0 194 74 56 0 109 25 113 0 0 0 0 3083 2623
2039 2462 8 206 0 0 206 79 60 0 116 26 120 0 0 0 0 3284 2794
2040 2622 8 220 0 0 220 84 64 0 124 28 128 0 0 0 0 3497 2975
C. Improvement Proposal
ALIGNMENT AND GEOMETRY
start point of approach of High Level Bridge constructed over Kalisindh River. Existing length
of Project is 11.450Km & design length is 11.380 Km. The existing road passes through
important town/villages like Khata Kheda & Nandani.
29. The existing Horizontal geometry is not as per the standards of IRC: SP: 73-2015. A series of
sharp curves are present in this stretch. In rural areas horizontal curves along the alignment
are generally of large radius. However, where the route is influenced by river or road layouts
within towns and villages the existing geometry is poor and in these cases realignment is
proposed to improve the geometrics.
30. There is extensive ribbon development along the majority of the road with small settlements.
The isolated locations, where the minor substandard alignments exist may become
insignificant with the possible improvement and realignments.
Cross Sectional Details

Cross-fall
31. Each carriageway will have unidirectional cross-fall. The cross-fall for the carriageway and
paved shoulders will be 2.5%. For earthen shoulders the corresponding value will be 3.5 %
and for paved shoulder 4.0% Details of proposed Cross – Section is given in Table below.
32. Each carriageway will have unidirectional cross-fall. The cross-fall for the carriageway and
paved shoulders will be 2.5%. For earthen shoulders the corresponding value will be 3.5 %
13
and for paver Block 3.5%. Chainage wise list of Proposed Typical Cross Sections is given in
Table below.
TCS-I: Reconstruction of existing BT road to 2-Lane with paved shoulder Rigid pavement with drain in
Built-ups: Length 0.800km.
TCS-II: Reconstruction of existing single lane road to 2-Lane road in open country: net Length 10.650km
Table 19 Chainage wise list of Proposed Typical Cross Sections
TCS-I: Reconstruction of Existing road to Rigid pavement of 2-Lane with paved shoulder Rigid
pavement with drain in Built-ups
Bridge Net Length

Sr No From (Km) To (Km) Length (Km) Remarks
Length (Km) (Km)
1 0.000 0.500 0.500 0.000 0.500 Chhapiheda
2 6.150 6.450 0.300 0.000 0.300 Nandani
Total Length 0.800 0.800
TCS-II: Reconstruction of existing single lane road to 2-Lane road in open country
Bridge Length Net Length

Sr No From (Km) To (Km) Length (Km) Remarks
(Km) (Km)
1 0.500 6.150 5.650 0.016 5.635 -
2 6.450 11.380 4.930 0.033 4.897 -
Total Length 10.580 10.532

14
Min. 1500 CL Min. 1500

600 & Varies 1500 7000 1500 & Varies 600
Property Line/ ROW
Property Line/ ROW

Drain 100mm tkh. Paver Paved Proposed Carriageway Paved 100mm tkh. Paver Drain
Block (M-35) Flooring Shoulder Shoulder Block (M-35) Flooring
3500
Existing Carriageway
225
225
4.0% 2.0% 2.0% 2.0% 2.0% 4.0%
150mm Thk Kerb 150mm Thk Kerb

(PCC M20) (PCC M20)
100mm Thk 100mm Thk

100mm thk. 100mm thk.
PCC M20 PCC M20
Paved Blocks Paved Blocks
PQC (280 mm) PQC (280 mm)
50 mm thk. DLC (150 mm) DLC (150 mm) 50 mm thk.
Compacted Compacted
GSB (150 mm) GSB (150 mm)
Stone Dust Stone Dust
Subgrade (500 mm) Subgrade (500 mm)
280 mm 280 mm
thk. GSB thk. GSB
TYPICAL CROSS SECTION

FIG - 2.11 OF SCHEDULE-D
TCS-I: RECONSTRUCTION OF EXISTING BT ROAD TO 2-LANE PAVED SHOULDERS RIGID PAVEMENT WITH DRAIN IN BUILT-UPS
PROPOSED ROADWAY
10000
7000
1500 1500
Existing Carriageway
Hard 3500 Hard

Shoulder Shoulder
ROW CL ROW
2.5% 2.5%
3.5% 3.5%
2 2
1 1
Earthen Earthen
Drain BC (30 mm) BC (30 mm) BC (30 mm) BC (30 mm) Drain
DBM (70 mm) DBM (70 mm) DBM (70 mm) DBM (70 mm)
WMM (250 mm) WMM (250 mm)
GSB (200 mm) GSB (200 mm)
SUBGRADE (500 mm) SUBGRADE (500 mm)
TYPICAL CROSS SECTION

FIG - 2.15 OF SCHEDULE-D
TCS-II: RECONSTRUCTION OF EXISTING SINGLE LANE ROAD TO 2-LANE ROAD IN OPEN COUNTRY
Improvement of the Existing Road Geometrics
33. In the following sections, where improvement of the existing road geometrics to the
prescribed standards is not possible, the existing road geometrics shall be improved to
the extent possible within the given right of way and proper road signs and safety measures
shall be provided
34. Horizontal Alignment: The alignment has been largely designed to a minimum design
speed of 80 kmph except in some built-up and rolling terrain section. The project road has 46
numbers of horizontal curves in a length of 11.450 km.
35. Vertical Alignment: The vertical alignment of the project road has been designed
conforming to the design standards for the design speed limit as per IRC-SP:84-2014. The
project Road has 27 numbers of Vertical curves in a length of 11.450 K.m.
15
Pavement Design
36. Pavement is the most significant component of a road and therefore its design strengths must
be assured to support the projected traffic loading throughout the design period. Its cost
represents a major proportion of the total construction cost. For the present study, flexible
pavement has been provided.
Table 20 List of the proposed Crust thickness
Design Pavement Crust Compositions

Calculated Adopted CBR
Period BC DBM WMM GSB Total
MSA MSA (%)
(Years) (mm) (mm) (mm) (mm) (mm)
15 1.10 10 7 40 60 250 230 580
VG-30 grade bitumen has been used since the MSA value is less than 30.0.
Hence adopted pavement thickness (BC=40mm, DBM= 60mm, WMM=250mm,

GSB=230mm) is “safe” for the design traffic.
Design Pavement Crust Compositions

CBR
Period CVPD PQC DLC GSB Total
(%)
(Years) (mm) (mm) (mm) (mm)
30 111 7 280 150 150 580
Hence adopted pavement thickness (PQC=280mm, DLC= 150mm, GSB=150mm) is “safe” for
the design traffic
Bridges
37. The details of proposed bridges / structures are presented in Table-25.
Details of Existing Structure :-

Hume Pipe
Type RCC Slab Culvert VCW
Culvert
Existing Structure 14 3 3
Details of Proposed Structure:-

Table 21 Details of Proposed Bridges / Structures
RCC Slab
Structure HPC RCC Slab Culvert VCW
Bridge
& %
Widening + Repair and strength. 4 2 -
$ # * # @ #
Reconstruction 7 +1 +2 1 2 +1
Retained - - -
New proposed 3 - -
Total 17 3 3
@ Reconstruction/widening as RCC Slab Bridge

16
# Reconstruction as RCC Slab culvert

% widening as RCC Slab culvert
! Reconstruction as RCC Box culvert
$ Reconstruction as HPC
& Widening as HPC
Details of Culvert:
Table 22 Details of Culverts :-
Details of reconstruction as Hume Pipe Culverts (Total 7 No.):-

Existing Design Details of Existing Structure Details of Proposed Structure
Sr.
Ch. Ch. Type of Span Width Type of Span Width
No.
(Km) (Km) Structure Arrangement (m) Structure Arrangement (m)
1 3.165 3.165 HPC 1 ROW 1000 9.00 HPC 1 ROW 1200 17.50
2 4.240 4.240 HPC 1 ROW 1000 9.00 HPC 1 ROW 1200 17.50
3 4.580 4.580 HPC 1 ROW 900 9.00 HPC 1 ROW 1200 17.50
4 5.035 5.035 HPC 1 ROW 900 9.20 HPC 1 ROW 1200 17.50
5 5.140 5.140 HPC 1 ROW 900 9.20 HPC 1 ROW 1200 20.00
6 6.590 6.590 HPC 2 ROW 1000 7.70 HPC 3 ROW 1200 17.50
7 7.740 7.740 HPC 2 ROW 1000 9.20 HPC 3 ROW 1200 20.00
Details of reconstruction as RCC Slab Culvert (Total 3 Nos.):-

Sr.
Ch. Ch. Type of Span Width Type of Opening Width
No.
(Km) (Km) Structure Arrangement (m) Structure (m) (m)
RCC Slab RCC Slab
1 2.060 2.060 1 x 3.00 8.40 1 x 3.0 12.00
Culvert Culvert
RCC Slab
2 9.280 9.280 HPC 3 ROW 1000 7.50 1 x 6.0 12.00
Culvert
RCC Slab
3 10.100 10.100 VCW 4 ROW 1000 7.60 1 x 6.0 12.00
Culvert
Details of reconstruction as RCC RCC Barrel (Total 2 No)

Sr.
Ch. Ch. Type of Span Width Type of Opening Width
No.
(Km) (Km) Structure Arrangement (m) Structure (m) (m)
1 0.030 0.030 HPC 1 ROW 1000 8.00 RCC Barrel 1 x 1.2 12.50
2 0.110 0.110 HPC 1 ROW 600 8.00 RCC Barrel 1 x 1.2 12.50
Details of Repair, Strengthening & Widening of Hume Pipe Culverts (Total 4 Nos.):-
Sr. Existing Ch. Design Ch. Details of Proposed Structure
No. (Km) (Km) Type of Structure Opening (m) Width (m)
1 2.485 2.485 HPC 1 ROW 1200 15.00
2 7.185 7.185 HPC 2 ROW 1000 17.50
17

3 9.150 9.150 HPC 1 ROW 1000 17.50
4 10.470 10.470 HPC 1 ROW 1000 17.50
Details of Repair, Strengthening & Widening of RCC Slab Culverts (Total 2 Nos.)
1 2.755 2.755 RCC Slab Culvert 1 x 0.6 12.00
2 3.630 3.630 RCC Slab Culvert 1 x 0.6 12.00
Details of retaining of Existing HPC (Nil)

Sr. Existing Ch. Design Ch. Details of Existing Structure
Nil
Details of retaining of Existing RCC Slab culvert (Nil)

Sr. Existing Design Ch. Details of Proposed Structure
No. Ch. (Km) (Km) Type of Structure Opening (m) Width (m)
Nil
Details of Minor Bridges:

Minor Bridges
Repair, Strengthening & Widening of Existing Minor Bridge (Nil)
New Construction of Minor Bridge of Existing culvert (Nil)
Reconstruction of Existing Minor Bridges (Nil)
Reconstruction as a Minor Bridges (2 Nos.)
Existing Structure Proposed structure
Existing Design
Sr. Span Span
Ch. Ch. Type of Type of Proposed
No Arrangement Arrangement
(Km) (Km) structure structure Width (m)
(m) (m)
RCC Slab
1 8.330 8.325 VCW 7 ROW 900 2 x 10.0 12.00
Bridge
RCC Slab
2 8.710 8.705 VCW 5 ROW 1000 1 x 8.0 12.00
Bridge
18
Road Side Drain

38. Drainage system including surface and subsurface drains for the Project Road shall be
provided with lined drains on both sides at following Locations.
Table 23 List of the proposed PCC V-shape Drains
Sr. Design Ch. (Km) Length Total Length

Side Remarks
No. (Km) (Km)
From To
1 0.000 0.500 0.500 Bothside 1.000 Chhapiheda
2 6.150 6.450 0.300 Bothside 0.600 Nandani
Length (Km) 0.800 Total Length (Km) 1.600
Bus Bays
39. Bus shelters and Truck Lay-bye cum rest area has been proposed as under:
Bus-Shelters:
Buses are expected to pick up passengers. For easy movement, bus shelter will be provided at following
locations.
Table 24 List of proposed bus shelters
S.No Design Chainage Side Remarks

1 0.000 Both Chhapiheda
2 1.450 Both Khata Kheda
3 6.300 Both Nandini
4 9.550 Both Nayapura
Toll Plaza
40. In this project road there are no Toll Plaza is provide
List of proposed Toll plaza
Toll Plaza Design Ch. (Km) Homogeneous Section Length (Km) Remarks
Nil
Design Speed
41. The ruling design speed for this project has been adopted as 65/80 km/hr. in plain terrain and
the same has been used to determine the various geometric design features. But at certain
curve locations or Mountainous terrain ruling design speed for this project has been adopted
as 40/50 km/hr.
D. Road Safety Devices
42. Road safety aspects have been well studied and several safety features like road
marking, signage, safety barriers, boundary stones, kilometer stones and hectometer stones,
pavement marking and lighting has been proposed as discussed below. The engineering
design of the road has also considered IRC codal provisions related to road safety such as:
19
IRC: SP: 32-1988 Road Safety for Children
IRC: SP: 44-1994 Highway Safety Code
IRC: SP: 55-2001 Guidelines for Safety in Construction Zones
IRC:119:2015 Guidelines for Traffic Safety Barriers
Road Markings
43. Road markings perform the important function of guiding and controlling traffic on a highway.
The markings serve as psychological barriers and signify the delineation of traffic paths and
their lateral clearance from traffic hazards for safe movement of traffic. Road markings are
therefore essential to ensure smooth and orderly flow of traffic and to promote road safety.
The Code of Practice for Road Markings, IRC: 35-1997 has been used in the study as the
design basis.
The location and type of marking lines, material and colour is followed using IRC: 35-1997 – “Code of
Practice for Road Markings”.
The road markings were carefully planned on carriageways, intersections, toll plazas and bridge
locations.
Road Signs
44. Cautionary, mandatory and informatory signs have been provided depending on the situation
and function they perform in accordance with the IRC: 67-1997 guidelines for Road Signs.
Roadside Safety Barriers

45. The following types of Road Safety Barriers shall be provided on the Project Road
Sections:
46. Semi-rigid type / rigid type / flexible type safety barriers shall be provided on the high
Embankment Section where the height of embankment is more than 3.0 m.
Boundary Stone, Km Stone and Hectometer Stone

47. The details of 200m stones and boundary stones conform to IRC: 26-1967 and IRC: 25-1967.
200m stones are located on the same side of the road as the kilometre stones. The
inscription on the stones shall be the numerals 2, 4, 6 and 8 marked in an ascending order in
the direction of increasing kilometer age away from the starting station. The numerals shall
be 80mm high. The colour of the numerals shall be black on a white background. Boundary
stones shall be located on either side of the road opposite every 200m stone and kilometre
stone. In addition these shall be fixed at all angular points of the boundary. Where the
boundary is on a curve or the land is of significant value and likely to be encroached upon,
the boundary stones, as required, shall be installed at closer intervals .
Pavement Marking and Lighting

48. Road markings perform the important function of guiding and controlling traffic on a highway.
The markings serve as psychological barriers and signify the delineation of traffic paths and
20
their lateral clearance from traffic hazards for safe movement of traffic. Road markings are
therefore essential to ensure smooth and orderly flow of traffic and to promote road safety.
The Code of Practice for Road Markings, IRC: 35-1997 has been used in the study as the
design basis.
49. The location and type of marking lines, material and colour is followed using IRC: 35-1997 –
“Code of Practice for Road Markings”.
50. The road markings were carefully planned on carriageways, intersections, toll plazas and
bridge locations
E. Sources of Construction Materials
51. Soil and material investigation for a road project is very essential to assess the
availability of suitable construction material in the vicinity of the project road. This includes
investigation of suitable borrow area for borrowing earth and quarries for stone /aggregate
material and also for the other construction materials like cement, steel, bitumen etc.
52. Borrow Areas: Potential sources of earth for the construction of embankment and
subgrade were identified on either side of project road. The details of proposed borrow areas
investigated with their respective locations; corresponding chainages and lead from
nearest point to project road
Table 25 Location of Proposed Borrow Areas
DISTANCE
FROM CENTER
OF EXISTING LEFT RIGHT OR TYPE-
SNO CHAINAGE ROADS CROSSING BORROW REMARKS
1 4+800 20 Left BORROW
2 7+500 60 Left BORROW
53. Stone/Coarse Aggregate Material. Three Stone quarries were identified along the
project road section and samples were collected and tested. Out of these, two quarries are
near to project road and have small lead whereas one quarry is far away from project road
and has long leads.
LIST OF STONE CRUSHER
DISTANCE
FROM
CENTER OF
EXISTING LEFT RIGHT
SNO CHAINAGE ROADS OR CROSSING TYPE-STONE REMARKS
1 7+300 50 Right STONE CRUSHER
2 8+300 100 Left STONE CRUSHER
54. Fine Aggregate Material: Local enquiry suggests that extraction / mining of natural
sand is banned in Madhya Pradesh state. It is therefore suggested to use manufactured
21
sand which can be obtained by crushing the stone at crusher plant itself, in the pavement
construction as well as concreting of the structures.
55. Cement: Ordinary Portland cement of Grade 43 and 53 are available in and around
Rajgarh. Cement shall be conforming to IS: 8112 and / or IS: 12269.
56. Bitumen: Bitumen can be procured from oil refinery from Bina, Madhya Pradesh, with a lead
of about 360 Km from Rajgarh.The Specification of Bitumen must comply with relevant IS/IRC
codes.
57. Steel: High strength d e f o r m e d b a r s m a n u f a c t u r e d by various steel manufacturing

companies conforming to IS 1786 are available with local stockists in and around Rajgarh.
Before incorporation into the work, steel needs approval by the Engineer.
58. Waste Plastic: Waste plastic creates problem to the environment. The waste plastic is
definitely a great worry for our country as well as the whole world. If the plastic is not utilized
properly, we need to dump it as a waste. There is a generation of more than 10,000 tons
of waste plastic in India every day. The waste plastic is recycled in India in an unorganized
way. This un-utilized plastic does not degenerate or bio-degrades but will remain as it is for
lakhs of years. Therefore, the best way of disposal of waste plastic is its recycling to
the maximum extent and waste plastic has great potential for use in bituminous construction
as its addition in small dose helps in substantially improving Marshall Properties, fatigue life
and other properties. IRC: SP: 98-2013 will be followed for conducting mix design of
bituminous concrete using waste plastics.
F. Project Cost
59. The cost of the road portion has been worked out based on the cross-sections, plan and
profile and other drawings for construction of the bypass.
Abstract of cost estimate is provided in the Tables below-
Table 26 Abstract of Cost Estimate
Total Civil Cost (Crore) Civil Cost per Km (Crore) Total Cost (Crore) Cost per Km (Crore)
28.15 2.47 28.82 2.53
22
III. POLICY, LEGAL AND ADMINISTRATION FRAMEWORK
A. Introduction
60. The environmental management and protection policies, regulations and administrative
framework governing the project are reviewed in this section. The review includes
sector- specific environmental policies and regulations of the Government of India, State
Govt. of Madhya Pradesh, ADB‟s Safeguard Policy Statement – June 2009 and the
administrative framework of various agencies, such as the Ministry of Environment,
Forest and Climate Change (MoEF&CC), the Pollution Control Boards and other bodies
associated with the implementation of the proposed project.
B. Policies and Legal Framework
Constitutional Provisions
61. The Constitution of India, in Article 48, of Directive Principles of the State, states that “the
state shall endeavour to protect and improve the environment and to safeguard forests and
wildlife of the country”. Further Article 51-A (g), of fundamental duties, emphasizes that, “It
shall be the duty of every citizen of India to protect and improve the natural environment
including forests, lakes, rivers and wildlife and to have compassion for living creatures”.
These two provisions of the constitution are the guiding principles for the environmental
legislation in India.
Applicable Environmental Legislations
62. The Government of India has laid down various policy guidelines, regulations, acts and
legislations pertaining to sustainability and protection of the environment and its various
components. The Environmental Acts, Notifications, Rules and Amendments applicable for
the proposed project include the following:
 Environment (Protection) Act and Rules, 1986

 EIA Notification, 14th Sept 2006 and its subsequent amendments
 The Water (Prevention and Control of Pollution) Act and Rules, 1974, 1975
 The Air (Prevention and Control of Pollution) Act, Rules and Amendment, 1981,
 1982, 1983, 1987
 Forest (Conservation) Act, 1980 and its amendments
 Forest (Conservation) Rules, 2003 and its amendments
 Wildlife (Protection) Act, 1972 and Amended in 2003
 The Biodiversity Act, 2002
 The Madhya Pradesh Preservation of Trees Act, 1976
 Construction and Demolition Waste Management Rules, 2016
 Municipal solid Waste (Management and Handling) Rules, 2000
 The Hazardous and Other Waste (Management and Transboundary Movement) Rules, 2016
 Noise Pollution (Regulation & Control) Rules, 2003 and amended in 2010
 Ancient Monuments and Archaeological Sites and Remains (Amendment and Validation) Act,
2010
 Disposal of Fly Ash Notification 2009 and its amendments on 25th January 2016
 ADB Safeguard Policy Statement 2009
 The Motor Vehicles Act, 1988
23
 The Motor Vehicles (Amendment) Bill, 2015

 Public Liability Insurance Act, 1991
C. Description of Key Environmental Legislations
The Environment (Protection) Act, 1986
63. This Act is umbrella legislation designed to provide a framework for the coordination of
central and state authorities, established under the Water (Prevention and Control) Act,
1974 and Air (Prevention and Control) Act, 1981. Under this Act, the central
government is empowered to take measures necessary to protect and improve the quality
of the environment by setting standards for emissions and discharges; regulating the location
of industries; management of hazardous wastes, and protection of public health and welfare.
Empowered by the EP Act, the MoEF&CC, GoI has issued various notifications regulating the
siting of industry and operations, procuring clearance to establish industries and development
of projects with appropriate EIA studies, coastal zone regulations and many other
aspects of environment through notifications.
64. EIA Notification and its Subsequent Amendments
 As per the Environmental Impact Assessment (EIA) Notification, 14th Sept 2006 and its
amendment up to 17th April 2015, new national /state highway projects as well as
expansion of national /state highway require Prior Environmental Clearance.
 Projects have been grouped under Category „A‟ requiring clearance from Expert Appraisal
Committee (EAC) of MoEF&CC, GoI and Category „B‟ requiring clearance from the State /
Union territory Environment Impact Assessment
 Authority (SEIAA). The SEIAA shall base its decision on the recommendations of a State or
Union territory level Expert Appraisal Committee (SEAC).
 The concerned Committee (EAC or SEAC) will finalize the TOR on the basis of
 Form-1, proposed draft TOR & Pre-Feasibility / Feasibility Report.
 Environmental Impact Assessment study is to be carried out strictly as per the TOR provided
by the Committee. Public Hearing is required for Category „A‟ project.
 Public Hearing is required for road & highway projects except expansion of Roads and
Highways (item 7 (f) of the Schedule) which do not involve any further acquisition of land
65. List of projects requiring Prior Environmental Clearance is given in the “SCHEDULE” of EIA
Notification. As per the Schedule categorization of the highway project is as follow:
Project Category ‘A’ Category ‘B’ Conditions if any

Activity
Highways i) New National High ways; and i) All New State General Condition
7(f) ii) Expansion of National Highway Projects shall apply
Highways greater than 100 ii) State Highway Note:
km involving additional right Expansion Highways include
of way or land acquisition projects in Hilly expressways
greater than 40m on existing terrain (above
alignments and 60m on realignments 1,000 m MSL) and
or by-passes or Ecologically
Sensitive Areas.
24
66. General Condition of the EIA Notification: Any project or activity specified in Category „B‟
will be appraised at the Central level as Category „A‟, if located in whole or in part within 5 km
from the boundary of:
i. Protected Areas notified under the Wild Life (Protection) Act, 1972 (53 of 1972),
ii. Critically Polluted areas as identified by the Central Pollution Control Board constituted under the
Water (Prevention and Control of Pollution) Act, 1974 (6 of 1974) from time to time,
iii. Eco-sensitive areas as notified under sub-section (2) section 3 of the Environment (Protection)
Act, 1986, and
iv. Inter-State boundaries and international boundaries;
67. Conclusions: The proposed project is the strengthening & widening of existing State
Highway. Project road is passing through plain (below 1,000 m MSL) and is not passing
through any ecologically sensitive area. Therefore, Environmental Clearance is not required
from Government of India for improvement of Chhapiheda-Nalkheda road [Total Length :
11.450 Km] in the State of Madhya Pradesh.
The Water (Prevention and Control of Pollution) Act and Rules, 1974, 1975
68. This Act represented India‟s first attempts to comprehensively deal with environmental
issues. It was enacted for the prevention and control of water pollution, and the maintaining
and restoring of the wholesomeness of water. The Act prohibits the discharge of
pollutants into water bodies beyond a given standard, and lays down penalties for non-
compliance. The Act was amended in 1988 to conform closely to the provisions of the EPA,
1986. It set up the CPCB (Central pollution Control Board), which lays down standards for the
prevention and control of water pollution. At the state level, the SPCBs (State Pollution
Control Board) function under the direction of the CPCB and the state government.
69. As per the “Modified Directions under Section 18(1)(b) of The Water ((Prevention and
Control of Pollution) Act and Rules, 1974 and The Air (Prevention and Control of Pollution)
Act, 1981 regarding Harmonization of Classification of Industrial Sectors under Red /
Orange / Green / White Categories” of Central Pollution Control Board, dated March 07,
2016, NOC from SPCB is required only for “New Highway Construction Project”.
Improvement / expansion of existing highway do not fall under any other four categories
(Red, Orange, Green and White). Therefore, NOC (under Water Act) from SPCB will not be
required for improvement of existing Chhapiheda-Nalkheda road.It has also been verified
from the Madhya Pradesh State Pollution Control Board
The Air (Prevention and Control of Pollution) Act, Rules and Amendment, 1981, 1982, 1983, 1987
70. To counter the problems associated with air pollution, ambient air quality standards were
established, under the 1981 Act. The Act provides means for the control and abatement of
air pollution. The Act seeks to combat air pollution by prohibiting the use of polluting fuels and
substance, as well as by regulating appliances that given rise to air pollution. Under the Act
establishing or operating of any industrial plant in the pollution control area requires
consent from state boards. The boards are also expected to test the air in air pollution control
areas, inspect pollution control equipment, and manufacturing processes. The Air (Prevention
and Control of Pollution) Rules formulated in 1982, defined the procedures for conducting
meeting of the boards, the powers of the presiding officers, decision-making, the quorum,
manner in which the records of the meeting were to be set etc. They also prescribed the
manner and the purpose of seeking assistance from specialists and the fee to be paid to
them.
25
71. National Ambient Air Quality Standard (NAAQS) for major pollutants were notified by the
CPCB in April 1994 and amended in 16th Nov 2009 (Annex-3.1). To empower the central and
state pollution boards to meet grave emergencies, the Air (Prevention and Control of
Pollution) Amendment Act, 1987 was enacted.
Forest (Conservation) Act, 1980 and its amendments
72. The Act came into force with effect from October 25, 1980. This Act provides for the
conservation of forests and regulating diversion of forestlands for non-forestry purposes. The
basic objective of the Act is, to regulate the indiscriminate diversion of forestlands for non-
forestry uses and to maintain a logical balance between the development needs of the
country and the conservation of natural resources/ heritage.
73. When projects fall within forestlands, prior clearance is required from relevant authorities
under the Forest (Conservation) Act, 1980. For diversion of forestland, the project proponent
needs to apply to the State Government. Depending on the area required to be diverted, the
proposals are cleared by MoEF Regional or Central Offices provided that the cost of
compensatory afforestation, cost of rehabilitation of endangered/rare species of flora/fauna,
and the net present value of the forest resources are deposited upfront with the state
Forest Department.
Forest (Conservation) Rules, 2003 and its amendments
74. These are rules by the Central Government for working and conduct of business outlined
under the Forest (Conservation) Act, 1980. As per the Forest (Conservation) Rules, 2003 &
its amendment, proposal involving diversion of forest land up to 5 hectares other than the
proposal relating to mining and encroachments are decided by the Regional Offices of the
MOEF. The Regional Office of MOEF is competent to process, scrutinize and forward
decision on proposal involving diversion of more than 5 ha to 40 ha of forest land along with
the recommendation (if any), to MOEF, New Delhi. For proposal involving diversion of more
than 40 ha forest land the state Government/ Union Territory would forward the proposal
with recommendation to MOEF as per para 2.5(ii) of guidelines issued under Forest
(Conservation) Act.
Wildlife (Protection) Act, 1972 and Amended in 2003
75. This Act empowers the Central and State Governments to establish National Parks and
Sanctuaries; to formulate rules and designate authorities for the maintenance of National
Parks, Sanctuaries and Zoos; to protect and conserve the flora and fauna. Vide Circular No.
11-9/98- FC dated 4-12-1998 issued by the Asst. Inspector General of Forests states that the
Ministry of Environment and Forest has taken a decision not to permit development
activities inside National Park/Sanctuaries and Tiger reserves areas that are not in
consonance of Section 29 of the Wildlife (Protection) Act, 1972.
The Madhya Pradesh Preservation of Trees Act, 1976

26
76. This Act has put restriction on felling of trees in the State unless and until permitted by the
Tree Officer. Any person desiring to fell a tree shall apply in writing to the tree officer for
permission in that behalf. It further defines clauses for planting adequate number of trees,
planting in place of fallen / destroyed trees, preservation of trees and adoption of trees.
Ancient Monuments and Archaeological Sites and Remains (Amendment and Validation) Act, 2010
77. This Act provides for the preservation of ancient and historical monuments and
archaeological sites and remains of national importance and for the regulation of
archaeological excavations and for the protection of sculptures, carvings and other like
objects. According to this Act, areas within the radii of 100m and 300m from the
“Protected Monument” are designated as “Prohibited Areas” and “Controlled / Regulated
Areas” respectively.
78. No development activity (including building, mining, excavating, blasting) is permitted in the
“prohibited areas”. Development activities likely to damage the protected monument are not
permitted in the “controlled / regulated areas” without prior permission from the
Archaeological Survey of India (ASI) if the site/remains/ monuments are protected by ASI or
the State Directorate of Archaeology.
79. None of the notified archaeological monuments recognized by the ASI, UNESCO or
World Heritage Monuments intercept with the road improvements.
th
Disposal of Fly Ash Notification 2009 and its amendment on 25 January 2016
80. The main objective of the Fly Ash Notification is to conserve the topsoil, protect the
environment and prevent the dumping and disposal of fly ash discharged from coal
27
based power plants. The fly ash notification makes essential the use of fly ash in road
construction activities.
th
81. As per the amendment of the Notification dated 25 January 2016 “No agency, person or
organization shall, within a radius of 300 kilometres of a thermal power plant undertake
construction or approve design for construction of roads or flyover embankments with top
soils; the guidelines or specifications issued by the Indian Road Congress (IRC) as contained
in IRC specification No. SP: 58 of 2001 as amended from time to time regarding use of fly
ash shall be followed and any deviation from this direction can only be agreed to on technical
reasons if the same is approved by Chief Engineer (Design) or Engineer-in-Chief of the
concerned agency or organization or on production of a certificate of "fly ash not available”
from the Thermal Power Plant(s).
82. The amendment further states that “The cost of transportation of ash for road
construction projects within a radius of 100 km from a coal or lignite based thermal power
plant shall be borne by the thermal power plant and the cost of transportation beyond the
radius of 100 km and up to 300 km shall be shared equally between the user and the
thermal power plant”. The time period to comply with the provisions of the amendment by all
st
concerned authorities is 31 July, 2018.
ADB Safeguard Policy Statement, 2009
83. The Asian Development Bank has defined its Safeguard requirements under its
„Safeguard Policy Statement 2009 (SPS 2009). The prime objectives of safeguard policy are
to: (i) avoid adverse impacts of projects on the environment and affected people, where
possible; and (ii) minimize, mitigate, and/or compensate for adverse project impacts on the
environment and affected people when avoidance is not possible. This policy requires
assessment, mitigation and commitment towards environmental protection. The extent of
assessment depends on the category of the project. ADB‟s SPS 2009 classify a project
depending on following three categories.
Category A: A proposed project is classified as category A if it is likely to have significant adverse

environmental impacts that are irreversible, diverse, or unprecedented. These impacts may affect
an area larger than the sites or facilities subject to physical works. An Environmental Impact
Assessment is required.
Category B: A proposed project is classified as category B if its potential adverse

environmental impacts are less adverse than those of category A projects. These impacts are
site-specific, none or very few of them are irreversible, and in most cases mitigation
measures can be designed more readily than for category A projects. An Initial Environmental
Examination is required.
Category C: A proposed project is classified as category C if it is likely to have minimal or no

adverse environmental impacts. No environmental assessment is required although environmental
implications need to be reviewed
84. The proposed project cause environmental impacts which are less adverse in nature and few
of them are reversible and mitigation measures can be designed more readily for the
identified impacts.
28
Construction and Demolition Waste Management Rules, 29 March, 2016

85. The rules shall apply to everyone who generates construction and demolition waste such as
building materials, debris, rubble waste resulting from construction, re-modeling, repair and
demolition of any civil structure of individual or organization or authority. This will address the
indiscriminate disposal of C&D Waste and enable channelization of the waste for reuse and
recycling in gainful manner. Under the Rule, permission for building construction or any other
infrastructure activity will not be given unless the waste generators submit specific plans to
local authorities on how to dispose the waste.
Responsibility of Waste Generators
 Every waste generator shall be responsible for collection, segregation of concrete, soil
and others and storage of construction and demolition waste generated separately; deposit at
collection centre so made by the local body or handover it to the authorized processing facilities,
ensure that there is no littering or deposition so as to prevent obstruction to the traffic or the
public or drains.
 Waste generators who generate more than 20 tons or more in one day or 300 tons per
project in a month shall submit waste management plan and get appropriate approvals from the
local authority before starting construction or demolition or remodeling work, segregate the
waste into four streams such as concrete, soil, steel, wood and plastics, bricks and mortar; keep
the concerned authorities informed regarding the relevant activities from the planning stage to
the implementation stage and this should be on project to project basis.
 Waste generators shall pay relevant charges for collection, transportation, processing and
disposal as notified by the concerned authorities;
Responsibility of Local Authority (LA)

 LA shall be responsible for proper management of construction and demolition waste within its
jurisdiction including placing appropriate containers for collection of waste, removal at regular
intervals, transportation to appropriate sites for processing and disposal.
 LA shall seek detailed plan or undertaking as applicable, from generator of construction
and demolition waste and sanction the waste management plan; seek assistance from
concerned authorities for safe disposal of construction and demolition waste contaminated with
industrial hazardous or toxic material or nuclear waste if any;LA shall give appropriate
incentives to generator for salvaging, processing and or recycling preferably in-situ;
 LA shall establish a data base and update once in a year, device appropriate measures in
consultation with expert institutions for management of construction and demolition waste
generated including processing facility and for using the recycled products in the best possible
manner
Duties of State Government or Union Territory Administration
86. The Secretary in-charge of development in the State Government or Union territory
administration shall prepare their policy with respect to management of construction and
demolition of waste within one year from date of final notification of these rules.
 The concerned department in the State Government dealing with land shall be responsible for
providing suitable sites for setting up of the storage, processing and recycling facilities for
construction and demolition waste.
 The Town and Country planning Department shall incorporate the site in the approved land
use plan so that there is no disturbance to the processing facility on a long term basis.
29
 Procurement of materials made from construction and demolition waste shall be made
mandatory to a certain percentage (say 10-20%) in municipal and Government contracts subject
to strict quality control.
Table 27 Time frame for Planning & Implementation
Sl. Compliance Criteria Cities with Cities with Cities with

No. population of population of population of
≥ 01 million 0.5-01 million <0.5 million
1 Formulation of policy by State 12 months 12 months 12 months

Government
2 Identification of sites for collection 18 months 18 months 18 months
and processing facility
3 Commissioning and implementation 18 months 24 months 36 months
of the facility
4 Monitoring by SPCBs 3 times a year 2 times a year 2 times a year
D. Applicable Indian Road Congress (IRC) Codes
Over and above, the project also gives due importance to the road construction standards,
norms, guidelines and management procedures prescribed by the Indian Roads Congress (IRC), which
includes:
Table 28 Applicable IRC Codes
IRC:SP:108-2015 Guidelines on Preparation and Implementation of EMP

IRC:SP:98-2013 Guidelines for the use of Waste Plastic in Hot Bituminous Mixes
IRC:SP:93-2011 Guidelines on Requirements for Environmental Clearance for Road Projects
IRC:104 1988 Guidelines for EIA of Highway Projects
IRC:SP:21:2009 Guidelines on Landscaping and Tree Plantation
IRC:103 1988 Guidelines for Pedestrian Facilities
IRC: SP: 32-1988 Road Safety for Children
IRC: SP: 44-1994 Highway Safety Code
IRC: SP: 55-2001 Guidelines for Safety in Construction Zones
IRC:10:1961 Recommended Practices for Borrowpits for Road Embankments Constructed by
Manual Operation
IRC:56-1974 Recommended Practices for Treatment of Embankment Slopes for Erosion
A. Clearances Reqired for the Project
87. A summary of various statutory clearances required for the project road is presented in
Table-29.
30
Table 29 Statutory Clearances required for the Project Road
Type of Clearance Name of the Authority When Required

Tree Felling Permission Department of Forest, GoK Before Construction
88. Apart from the clearances for the overall project work, the contractor, before starting the
construction work, has to obtain required Clearances / NOCs listed in Table-30 for operating
his equipment and carrying out construction work.
Table 30 List of clearances required for the subproject
Permissions/ Acts/ Rules/

Concerned Agency Responsibility
Clearances Notifications/Guidelines
Pre-construction Stage
District Forest
Office/State Forest
Forest Conservation Act (1980)
Department for trees
Procedural Guidelines developed
felling in forest areas
by the Department of Environment,
Permission for and District Authorities
Government of M.P. under the MPRDC
cutting of trees in non-forests Areas
orders of the Honourable High
(Compensatory tree
Court Tree removal will be guided
plantation to be made
as per state government rules.
1:10 as per the
permission granted)
Implementation Stage
Consent to operate M.P. State Pollution
hot mix plant, Air (Prevention and Control Control Board (To be
Contractor
Crushers, Batching Pollution) Act of 1981 obtained before
plant installation)
M.P. State Pollution
Authorization for
Hazardous Waste (Management Control Board (To be
Disposal of Contractor
and Handling) Rules 1989 obtained before
hazardous waste
generation)
Consent for M.P. State Pollution
Water (Prevention and Control of
Disposal of sewage Control Board (Before Contractor
Pollution) Act 1974
from labour camps setting up the camp)
Department of
Pollution Under Transport, Government
Central Motor and Vehicle Act 1988 Contractor
Control Certificate of M.P. authorized
testing centres
The Building and Other
Employing Construction Workers (Regulation District Labour
Contractor
Labour/Workers and Employment Conditions of Commissioner
Service) Act, 1942
Before the start of civil works for the any section of the subproject roads the project proponent (MPRDC)
must obtain necessary clearances permits from statutory authorities.
31
In addition to the above, Contractor has to obtain:

 Insurance related to 3rd party insurance, Indemnity, Workmen Compensation etc.
 Permission / license to store explosive materials
 Permission from local Panchayat / Municipal body for setting up Construction Camp
 Change of Land Use Certificate from District Land Revenue Officer (DLRO)
B. Administrative Framework
89. The Government through specific legislations regulates the environmental management
system in India. The Ministries / Statutory bodies responsible for ensuring environmental
compliance by project promoters include following agencies.
Ministry of Environment, Forest and Climate Change
90. The Ministry of Environment, Forest and Climate Change is the nodal agency in the
administrative structure of the Central Government for the planning, promotion, co-
ordination and overseeing the implementation of India's environmental and forestry policies
and programs. The primary concerns of the Ministry are implementation of policies and
programs relating to conservation of the country's natural resources including its lakes and
rivers, its biodiversity, forests and wildlife, ensuring the welfare of animals, and the prevention
and abatement of pollution.
Central Pollution Control Board
91. The Central Pollution Control Board (CPCB) basically designs the scheme, procedures and
standards to control the water, air & noise pollution, land degradation and hazardous
substances and waste management. The executive responsibilities for the industrial pollution
prevention and control are primarily executed by the CPCB at the Central level, which is a
statutory body. CPCB advise the MoEF&CC on matters concerning prevention, control and
abatement of water and air pollution; coordinate the activities of State Pollution Control
Boards & provide technical and research assistance; prepare manual, codes, guidelines &
standards etc.
Madhya Pradesh State Pollution Control Board
92. The MPPCB is the government agency responsible for ensuring the compliance to
relevant standards related to discharges to the environment. Activities of MPPCB
include, planning and execution of State wide program for prevention, control and
abatement of water and air pollution; advise the State Government on prevention, control
and abatement of water and air pollution and siting of industries; ensure compliance with the
provisions of relevant environmental legislation; establish and review local effluent and
emission standards; ensure legal action against defaulters; and develop cost effective
methods for treatment, disposal and utilization of effluent.
32
Archaeological Survey of India
93. The Archaeological Survey of India (ASI), has been formed for the archaeological
researches and protection of the cultural heritage of the nation. Maintenance of ancient
monuments and archaeological sites and remains of national importance is the prime concern
of the ASI. It regulates all archaeological activities and development works in and around
archeological sites in the country as per the provisions of the Ancient Monuments and
Archaeological Sites and Remains Act, 1958 as amended by the Ancient Monuments and
Archaeological Sites and Remains (Amendment and Validation) Act, 2010 and the rules
made there under.
National Board for Wildlife
94. The National Board for Wildlife (NBWL) is the apex advisory body in the field of wildlife
conservation in the country and is headed by the Prime Minister of India. The NBWL takes
Decision regarding the impact on wildlife due to road development activities and issues
recommendations related to proposed road up-gradation.
33
IV. DESCRIPTION OF THE ENVIRONMENT
A. Introduction
95. The existing environmental conditions of the study area covers an area spread over 15 km on
either side of the road, in general and specific environmental features of the study corridor,
i.e., 50 m on either side of the existing centerline of the road, in particular, has been studied as
described in the subsequent sections.
B. Location – Districts En-Route
Terminates at the start
point of approach of High
level bridge constructed
over Kalisindh River

RHS- Jirapur)

34
C. Geology, Topography and Soil
a) Geology
98. Rajgarh district is a District of Madhya Pradesh state in central India. The city of Rajgarh is
the administrative headquarters of the district. The district has an area of 6,154 km² and the
population is 1,545,814 as per 2011 census. The district lies on the northern edge of
the Malwa plateau, and the Parbati River forms the eastern boundary of the district, while
the Kali Sindh River forms the western boundary. The district has
seven tehsils, Rajgarh, Khilchipur, Jirapur, Biaora, Narsinghgarh, Sarangpur and Pachore.
99. The District lies on the northern edge of the Malwa plateau, and the Parvati River forms the
eastern boundary of the district, while the Kalisindh River forms the western boundary. Black
soil, light red and core sands are the main soil type available in the district.
100. The district is bounded by Rajasthan state to the north, and by the districts of Guna to the
northeast, Bhopal to the east, Sehore to the southeast, and Shajapur to the south and west. It
is part of Bhopal Division. The district was created May 1948, and includes the territory of the
former princely states of Rajgarh, Narsinghgarh, Khilchipur, and parts of the states
of Dewas Junior and Senior (Sarangpur tehsil) and Indore (Jirapur tehsil, now part of
Khilchipur tehsil).
101. Rajgarh district extends between the parallels of latitude 23028‟ and 24016‟ N and
0 0
between the meridians of longitude 76 12‟ and 77 15‟East. It has a quadrangular shape with
the northern and western sides longer than the southern and eastern sides respectively. The
zigzag boundaries of the district resemble a pear. Rajgarh district is bound by Shajapur
district in the south as well as west. The districts of Sehore, Bhopal, Guna and Jhalawar
(Rajasthan) enclose it form the south-east, east, north-east, and north directions respectively.
The total geographical area of the district is 6,153 sq. km.
Physiography and relief
102. The district lies in the northern part of the great Malwa Plateau. The Deccan Trap rocks
largely cover it. In the northern part and in the denuded tops of some hillocks elsewhere, the
underlying Vindhya strata, the Kaimurs and allied are exposed. The general elevation of the
district is about 400 meters from mean sea level.
THE VINDHYACHAL RANGE
103. The Northern Vindhyan Range is a low staggering range of sandstones under the
trappean beds. It is identified to be in one series from Amjhera in Dhar district to Kolaras in
Shivpuri district, being marked in between at Neemuch, Agar, Shajapur, Sindaota and
Rajgarh of this district to Manohar Thana and Jhalawar, in Rajasthan. Between Shajapur to
Sindota of Rajgarh district it is narrow and low range beyond which it dies out. All along the
northern boundary of the district it presents a set of parallel ridges alternating with narrow
grooves of the northflowing streams. Near Manohar Thana on the Parwan river the range is
closed with the other branch of the Vindhyachal, which runs parallel from Ahmadpur (Sehore)
to Moikalan in Kota district.
THE MALWA PLATEAU
104. The Malwa Plateau extends from the Narmada valley in the south to the northern plains.
The large sheet of lava flow is the typical feature of the region. The surface of the Malwa
plateau covers a large part of the district and slopes towards the north. The lower parts are
35
covered with black cotton soil brought from the erosion of the bare uphill rocks. A very great
proportion has been occupied for agriculture.
THE NARMADA VALLEY
105. Below the Vindhyachal scarps lies the narrow valley of the Narmada. It occupies the
southern part of the district in Manawar tahsil and southern eastern part of Kukshi tahsil. The
width of the valley is 15 to 30 km. The elevation varies from 275 meters in the northern part of
Manawar tahsil to 150 meters in the low plain of Nisarpur in the south-west. To the east
between Khalghat and Bakaner the valley is undulating, wider, more open and fertile with
alluvial cover proceeding westwards the valley is studded with hills alternatively cut up by
numerous streams which join the Narmada along the southern boundary of the district. The
result is that there are few stretches and pockets of alluvium along the streams.
D. Seismicity
106. The entire Madhya Pradesh falls under zone least active to moderate zone as per
seismic map of India. In the moderate damage risk zone structures are at risk of a
Medvedev– Sponheuer–Karnik (MSK) (scale-VII with very strong earthquake where most
people are frightened and try to run outdoors causing serious damage to older buildings,
masonry chimneys collapse and small landslides. In the least active zone an MSK-VI or less
and is classified as the Low Damage Risk Zone where earthquake can frighten most people
dishes and glassware may break and visible damage to masonry structures, cracks in plaster
may occur). Figure below shows seismic Zone map of India.
Project
Location
36
E. Drainage and Rivers System

107. The district forms part of the Ganga drainage system. All the rivers of the district are the
tributaries of the Chambal that ultimately joins the river Yamuna. The important rivers flowing
in Rajgarh district are Parbati, Newaj, and Kalisindh. All the three have northerly courses.
Rivers System
THE KALI SINDH

108. It rises from the Vindhyan hills at a height of 723 meters. The river flows to the north in
Dewas and Shajapur districts before entering Rajgarh. The river flows through the outskirts of
Sarangpur and forms whole of the western boundary. The valley of the river on the right side
is narrow and, consequently, none of the feeders on that side are important. The Kali Sindh
joins the Chambal in Kota district of Rajasthan.
THE NEWAJ
109. The Newaj is one of the left bank tributaries of the Parbati. The Newaj rises near the western
boundary of Sehore district, north of the Vindhyan range. Many large villages and towns like
Jawar, Shujalpur, Talen, Pachor, Rajgarh, Sarthal, Shergarh, Aton, and Mau are settled on its
banks. The Newaj enters a rocky course north of Rajgarh and again above Shergarh. Ujarand
and Ghar are the important left bank tributaries whereas Dudhi and Parwan (Ajnar and
Ghorapachhar combined) join its right bank. The course of the river in this district is about 73
km.
THE PARBATI
110. The western Parbati rises from the northern slopes of the Vindhyachal in Sehore district.
Initially it flows towards the north-east but in Biaora tahsil it ends to the north. The Parbati
valley is a narrow belt in this district, limited by the eastern arm of the Vindhyachal range.
After a course of 69 km. in the district the Parbati flows in Guna and Kota districts. The
Andheri is the only large stream joining its left bank in Kota district. The Parbati joins the right
bank of the Chambal at Palighat after a course of 354 km.
Figure 5 River Map

37
F. Agriculture and Irrigation Practices
111. Early agriculture was depending much on rains and irrigation was largely carried through
well and streams. Irrigation in the district was appreciable enough in absolute terms when the
area in 2008-2009 amounted to 1,69,108 hectares which proportionately came to 27.99 per
cent of the net sown area in that year. At the end of 2008-09 due to the expansion in well
irrigation system covered 1,22,606 hectares. By the source of tube wells 31,166 hectares and
by canals 1,303 hectares followed by 11,495 hectares by other sources of irrigation. Through
the sources of ponds 2,538 hectares of land was irrigated. There were 36 Government and
private canals, 11,592 tube wells, 87,397 wells and 60 pounds in the district in the year 2008-
2009. Thus the well is still far and most important source of irrigation. Tube well digging, lift
irrigation system, canalization and construction of dams have been developed by the
Government which enhance agricultural production. The cost of land has doubled than that of
the rates of seventies.
Animal Husbandry
112. The total number of livestock in the district at the end of 2008-09 was 9,38,877. The
poultry numbered 24,116 in the district. Cattle rearing plays an important role in the source of
livelihood. There were cow 4,53,266, cows 3,12,214 buffaloes and 1,65,080 goats.
Dairy Farming
113. Madhya Pradesh has 6th rank of highly milk produced states in India. Madhya Pradesh
has 7 dairy cooperative that accounts for maximum amount of milk procurement in the state.
These dairy cooperative works under Madhya Pradesh State Cooperative Dairy Federation
Limited which is involved in procurement, processing, selling and quality control of dairy
products in the state. The milk production of M.P. state is 8.838 million ton. Milk yield per day
for cows of local breed is 1.20, for crossbred cows is 5.91 and for buffalo is 3.00. In Rajgarh
district of Madhya Pradesh have 4th number in milk producing district. The total milk
production of Rajgarh district is 155.2 million tonnes. The main source of milk production is
cows and buffalos. In spite of high milk production, the productivity of our milk animals is very
low. Lack of awareness of rural farmers about improved animal husbandry practices is one of
the reasons for low productivity of animals.
Fishery
114. The various rivers and nullahs draining in the district and the tanks and reservoirs
constitute the sources for fish rearing. In 1955-56 for the first time the department in the
district collected fish seeds. The fish varieties reared in the district, were like catla, labeo,
rohita, mrigal and cirrhina. Among Fish some fish eaters are wallaguattu, mystus,seenghala
and murrais etc. As the fish breeding begins during the second week of June till August and
hence fishing is prohibited from 15th June to 15th August of every year.
Tourism
Narsinghgarh Town.
115. The town is nearly 300 years old having been founded in 1681 by Dewan Parasram. The
beautiful lake in the town in which is reflected the old fort and palace still bears the name of
the founder. The town is 83 Kms. from the Bhopal and is reached by a good road. The site of
the town is the place of temple of Shiva - then known as Topila Mahadeo , for the persons
who lived there manufactured toplis or basket. Hence the name stick. It is however in the
autumnal months that the place becomes exceedingly picturesque and beautiful. From the
38
top of the Baijnath Mahadeo temple the pleasant panorama is very appealing, with the lakes
of full limpid water, with the land carpeted in lush green grass, with the small streams racing
down the slopes of the hills and hills themselves covered with good vegetation and as rustling
wind sweeps the murmuring countryside adorned with mellowing crops, radiant in the evening
sun, the brilliance of blue skies seems to evenly matched with the grandeur of the green.
Shyamji Sanka Temple – Narsinghgarh
116. A Sanka is a small village situated near the river Parvati and is about 5Km from Kotra ,
once its tehsil headquarter of Rajgarh State. Each year in the month of magh a mela is held
here and is known as Shyamji-ka-mela.The famous temple of Shyamji was built in the
memory of the king Sangram Singh (Shyam Singh) by his wife Bhagyawati in the 16-
17th century, the king died in an encounter with a mughal soldier of Haji Wali. The temple is
protected by the state govt. . It has beautiful paintings on the wall reflecting the Malwi &
Rajashthani effects, the beautiful and well carved stones & bricks were used to construct the
temple.
Jalpamata Temple-Rajgarh
117. A beautiful temple is just 4 Kms. from Rajgarh. It is on the high hill & you can have a
picturesque view of the town from the top. It is covered with dense forest having different
varieties of plants. The devotee come from different parts in the navratri season.
Dargah Shareif- Rajgarh

118. A saint HAZRAT SYED QURBAN ALI SHAH BADAKHSHANI known as "Baba
Badakshani R.A." born in 1245 (hijri) at Badakshan & came to India in 1268 (hijri) from
Badakhshan of Afghanistan and later he came to Rajgarh in 1309 hijri. In the year 1914 A.D.
he died on 20th of the holy month of Ramzan of 1334 hijri. Since then his death anniversary
is celebrated as "URS" in the month of March from 10-12. People of all communities from all
over the India and some of other countries come in to the URS for spiritual gain.
119. Dargah Shareef, Masjid and other buildings were founded by the Mutawalli of Dargah
Shri Syed. Mushtaq Ali Rizvi Sandelvi after the death of Baba Sahib. At present all
managements of Dargah Shareef and URS programme is managed by the Present Mutawalli
of Dargah Shri Syed. Mushtaq Rizvi.
Chidikho-Narsinghgarh
120. Wild Life Sancutary of Narsinghgarh is among one of the 35 sancturies of M.P.
established in 1978 under Forest Division Rajgarh Social Forestry. Sanctuary is situated on
N.H.12 (Jabalpur-Jaipur) 70 Kms from Bhopal, 221 Kms from Indore, 35 Kms from Biaora
and 278 Kms from Kota. (Latitude:23035' to 23040' North, Longitude:7702' to 77010' East,
Height form Sea Level: 462.07 to 576.08 meter). It is covered 57.197 Sq. Km. (Reserve
Forest) area. Due to its natural beauty it is one of the most beautiful place of Rajgarh district,
so it is also known as "Kashmir of Malwa" region.
121. In the center of this sanctuary "Chidikho Lake" is situated which is one of the attraction
among the tourists Here in this sanctuary we can have a glimpse of local birds and migratory
birds. State bird Dhoodh Raj is mainly seen here in this sanctuary. National bird peakock is
mainly seen in this sanctuary and in nearby areas. The climatic condition is suitable for the
national bird peakock. And this sancutary is having a chance to develope as Mayur Park Area
of this sanctuary is sufficient for wild animals. 11 GULBAGH, CHEETAL in large number and
SAMBHAR, NEELGAI are mainly found. We can see them freely roaming in this sanctuary.
Near to "CHIDIKHO LAKE" JAMUN KHO, ANDHIYAR KHO, DHUWALI wild animals can be
seen. Work is done for protection and preservation of wild animals.. This sanctuary is built by
39
the rulers of the state and in the ancient time this sanctuary is used for hunting purpose by
the rulers. Migratory birds from different places reaches here in this sanctuary. The lake
situtated here is having special appearance due to which the local people named this lake as
"Chidikho Lake".
Biora Mandu-Narsinghgarh
122. The village is said to be over 1000 years old having been named after a Kulmi patel. The
muslim troops used to be stationed here and legend has it , that it was from here that they
saw the five sola Khamba at Bihar (Narsinghgarh). It is situated on the bank of Kali Sindh
river and 10Km from the Sarangpur tehsil. It was the scene of battle in 1813 & 1847.
Kotra-Narsinghgarh
123. It was once a teshsil of Rajgarh state. It is situated 10 Km from south of Narsinghgarh. It
is on the fringe of forest and some old Shikargarh (hunting place) are well laid out.
Khoiry Mahadev Temple-Rajgarh

124. A beautiful temple of Khoiry Mahadev is just 1 Kms. from Rajgarh. It is one of the favorite
picnic spot of the Rajgarh.
Minerals Treasury
125. The district is poor in mineral resources. Though a large part of the district is occupied by
Deccan trap, the minerals associated with it such as Agate, Chaledony, amenthyest, etc., have
not been found in much quantity. Other minor minerals occurring here are limestone, ochre and
building stones, which can hardly support basic industry at Rajgarh. Sources of limestone in the
district are from Lametas and lime Kankar deposits. Lametalime stones are not very exposed in
Rajgarh. Ochreous clays, mainly resulting from decomposition neither Deccan trap or laterite
have been reported from the villages of Lachhmanpur, Ghatakheri, Tulsikhohi, etc. The principal
source of building and road material in Rajgarh are the traps and Vindhyan sandstones.
Quarries of Vindhyan sandstones are located at Bhadka and nearby localities on Khilchipur-
Eklera road. This sandstone is also exposed in Narsinghgarh tehsil and can be used as building
stones.
Industry
126. Rajgarh is one of the most backward districts of the state. The district lacks in infrastructure and
power facilities, which are the vital requirements for the industrial growth. Industry Department,
therefore, categorizes the most backward districts and offers most liberal facilities to the
prospective entrepreneurs.
Electricity and Power
127. The first powerhouse at Rajgarh was established in1924, during the period of princely
rule. After the formation of Madhya Bharat union, it was taken over by the new state. In 1950, the
powerhouse had 4 generating sets with a total capacity of 50 Kwh and 147 consumers. After the
formation of new state of Madhya Pradesh in 1956, State Electricity Board established a new
diesel powerhouse at Biaora in 1961. During the year 2008-09 the total number of industrial
consumption was 5,745 Thousand Kwh., commercial consumption 9,141 Thousand Kwh and
Domestic consumption 60,206 Thousand kwh. Electricity consumed for water supply was 3,764
Thousand Kwh for irrigation 2,27,053 Thousand kwh and for street light 2,733 Thousand kwh in
the district. During the year 2009-10, the consumption for industrial units was 56,212 K.W.,
domestic consumption units was 66,595 K.W., trade 11,393 K.W., water supply 4,093 K.W. ,
irrigation 208,386 K.W. and street light was 2,056 K.W. Altogether total consumption of electricity
40
was 348,735 K.W. and number of consumers were 151,140 as such per head consumption was
278.10 K.W. 1,664 villages were electrified which was 100 % of total villages.
G. Land Use
128. During 2008-09, the total crop area was 6, 04,214 hectares, out of which area under double
crop is reported to be 1,76,231 hectares and the net sown area is 4,27,983. The fallow land is
reported to be 6,209 hectares. The classes chiefly engaged in cultivation in these parts are
Rajputs, Dangis, Ahirs, Gujars, Kunbis, Kachhis, Sondhias, Lodhas Pals, Rewaris,
Chourasias, Ranwalas, Jats, Saharias, Bhils, Chamars, Pardhis etc, Some of them usually
work as agricultural labourers.
129. Land use pattern along the project road is mostly Agricultural (80.35%). Other types are built-
up (4.36%) & barren (7.86%), Details and summary of land use have been shown in the table
below:
Existing Ch. (Km)

Length (Km) Land Use
From To
0.000 0.400 0.400 Built-up
0.400 1.300 0.900 Agriculture
1.300 1.500 0.200 Agriculture/Built-ups
1.500 6.300 4.800 Agriculture
6.300 6.400 0.100 Built-up
6.400 7.300 0.900 Agriculture
7.750 8.800 1.050 Agriculture
8.800 9.550 0.750 Barren
9.550 11.100 1.550 Agriculture
11.300 11.450 0.150 Barren
Total Length 11.450
Photographs showing existing land use

41
Land Use Pattern
Length
Sr. No. Type of Land Use Percentage (%)
(Km)
1 Agriculture 9.200 80.35
2 Agriculture /Built-up 0.200 1.75
3 Barren 0.900 7.86
4 Barren/Agriculture 0.650 5.68
5 Built-up 0.500 4.36
Total Length (Km) 11.450 100.00
H. Soils Quality
130. Rajgarh district forms the part of Malwa plateau, generally, an undulating topography. The
Vindhyan hill range occupies the southeastern part of the district. The basaltic rocks of Malwa
plateau occupy almost entire district except southeastern part. Recent alluvium deposits are
found along the river course. The highest elevation of 576.08 m amsl in the district is
recorded near Narsinghgarh, a hillock of Vindhyan ranges. Rivers of Chambal Sub-basin
drain the entire Rajgarh district. All the rivers are almost northerly flowing. Kalisindh and
Parwati rivers at western and eastern side bound the district respectively. The Newaj River
flows through the middle portion of the district. Almost three-fourths area of the district is
covered with black cotton soils forms by the weathering of basaltic rocks. The rest part of the
district area is covered with yellowish-red, mixed soils derived from sandstone and shale. The
S.No Tahsil Sub-Division Area in Sq Km No. of Villages 1 Rajgarh Rajgarh 1105 387 2
Khilchipur Khilchipur 0792 335 3 Zirapur Zirapur 0845 220 4 Biora Biora 1148 287 5
Narsinghgarh Narsinghgarh 1368 306 6 Sarangpur Sarangpur 0905 192 6,155 1,744 6
alluvial soils are found along the river courses. The higher elevations i.e. the hilly regions
have a cover of murum, which is made up of small rounded pieces of weathered basalts. The
Vindhyans have a thin cover of sandy loams. The alluvium is derived from hill slopes by
numerous streams and watercourses.
131. Soil quality is the capacity of the soil to function within the ecosystem boundaries to
sustain biological productivity, maintain environmental quality and promote plant and animal
growth.
Soil Monitoring Stations:

132. The physic - chemical characteristics of soils within the study area were examined by
obtaining soil samples from selected points and analyzing the same. One (1) sampling location
within the study area was selected for studying soil characteristics. Details of the sampling
stations are provided in Table-
Details of Soil Monitoring Stations

SN StationCod Place Chainage(Km) Side Distance#(m) Areacategory
1 SQSS1
e Khata kheda 1+600 R 20 m Agriculture/Built-
2 SQSS2 Nandani 6+500 L 25 m ups

Built-up
Source: Field Survey in April 2019

42
133. The samples were collected by ramming a core-cutter into the soil up to a depth of 90
cm.
Soil Characteristics of the Study Area

134. While characterizing soil samples, analytical methods for various parameters have been
adopted from M. L. Jackson and SSA series (USA) Volume I and II and applicable IS Codes.
The physico-chemical characteristics of the soils in the study area, as obtained from
the analysis of the soil samples, are presented in Table- . The results are compared with
standard soil classification.
Sand, Silt ,Clay & Soil Porosity
Sl.No. StationCode Sand(%) Silt(%) Clay(%) Porosity(%) SoilTexture
1 SQSS1 37.71 42.32 19.51 0.28 Sandy silt
2 SQSS2 33.27 48.42 12.51 0.22 Sandy silt
Source: Field Survey in April 2019
Physico-Chemical Characteristics of Soil in the Study Area

SN Parameters SQ1 SQ2
1 Alkalinity Meq/100gm 61 59
2 Chloride g/100g 1.82 1.7
3 pH 7.91 7.62
4 Conductivity X 10-3mʊ 1.8 1.4
5 Sodium ppm 50.1 52.3
6 Potassium ppm 125.3 124
7 The organic matter 3.6 3.4
Source: Field Survey in April, 2019
135. It has been observed that the texture of soil is sandy loam with 32.37% sand content and
only 25.51% clay content. The pH of the soils is found to be 7.91 indicating neutral soil which
can hold moderate calcium and molybdenum salts but generally low in iron and boron
nutrients. This kind of soil is moderately suitable for growing cereals such as wheat, oat and
barley, while most of the other crops including corn and soybeans require slight pH correction
towards the lower ranges. The studied pH range also indicates the suitability of the soils for
optimum growth of blue green bacteria, which fixes atmospheric nitrogen and supports
growth of other bacteria, Actinomycetes (range 6.5-9.5), which boost the fertility status of the
soil.
136. The Electrical conductivity was low (1.8), indicating low salinity status of the soil. This low
conductivity values also favors growth of soil microorganisms. Exchangeable potassium,
sodium, calcium and magnesium were found to be low.
137. The organic matter was observed to be sufficient (3.6%). The sodium absorption ratio is
moderate (1.46%), while the nitrogen content of the soil is sufficient. Therefore, it can be
inferred that the overall fertility status of the soils within the study area is moderate.
43
I. Climate and Meteorology
138. The district has dry climate except in the south-west monsoon season. The year may be
divided into four seasons. The period from March to the second week of June is the summer
season. The succeeding period up to the end of September is the south-west monsoon
season. October and November constitute the postmonsoon or retreating monsoon season.
The cold season is from December to February.
139. There is a meteorological observatory in the district at Rajgarh. After February there is
rapid increase in the temperatures. May is generally the hottest month with the mean daily
0 0
maximum temperature at 42.4 C and the mean daily minimum at 26.9 C. From the second
week of June, there is an appreciable drop in temperature. After the monsoon by about the
end of September, there is a slight increase in the day‟s temperature but the nights become
progressively cooler. After October, however, both day and night temperature decreases
rapidly. December is generally the coldest month with the mean daily maximum temperature
O O
at 26.3 C and the mean daily minimum at 9.1 C.Winds are generally light with some
strengthening in force during the late summer and early monsoon season. In May and in the
south-west monsoon months, winds blow mostly from directions between northwest and
southwest. In the post-monsoon and the cold seasons winds are variable in direction but
winds from directions between south-west and south-east are less common. In March and
April, winds are variable in direction in the mornings and are westerly or northwesterly in the
afternoons.
140. The normal annual rainfall of Rajgarh district is 985.8 mm. The district receives maximum
rainfall during southwest monsoon period i.e. June to November. About 92% of annual rainfall
is received during monsoon season.
141. The normal and actual rainfall of the project en route is given in Table 37.
Table 31 The normal and actual average rainfall (in mm) in the project enroute
Annual Normal Annual Actual Rainfall

Corridor description Rainfall (mm) (mm) (2019) District
Rajgarh 985.8 985.8 Rajgarh

Source: Indian Meteorological Department,
0
Table 32 Average Daily Mean Maximum and Mean Minimum Temperature ( C) of the Project Area
0 0
Link Description Mean Maximum( C) Mean Minimum( C)
Rajgarh 42.4 26.9

Source: Indian Meteorological Department
b) Hydrogeology
Vindhyan Super Group

142. The rocks of the Vindhyan Super Group are exposed in the southern and southeastern
part of district. These rocks form NW-SE trending ridges and small isolated hillocks (inliers).
The Upper Bhander sandstone is reddish brown to purple in colour, massive, medium to
44
coarse grained, exhibiting well-defined bedding with plenty of current bedding and occasional
ripple marks. The sandstone is highly jointed with four sets of prominent vertical joints.
Because of its compact nature the Bhander sandstone is poor repository of groundwater. In
sandstone, the joints and fractures control the occurrence of groundwater in areas located in
topographical depression and adjacent to surface water bodies. The soil and weathered
profile developed on the Vindhyan is generally thin and as a result groundwater occurs at
shallow depth under unconfined conditions in the areas where the rock is jointed, fractured
and weathered. The Vindhyan rocks underlying the weathered basalts in topographical
depressions are often found to form moderate aquifers. The surface water runoff along the
slopes of hillocks formed by Vindhyan inliers is recharged to the deeper jointed and fractured
sandstone through overlying cover of weathered basalt.
Deccan Trap
143. The Deccan Trap basalts occur in the district as lava flow infillings in the valleys of pre-
existing Vindhyan topography. The Vindhyan sandstone show `baking effect‟ due to the hot
lava coming in contact with sandstones, the lava flows are mostly `Pahoehoe‟ character and
less of `Aa‟ character. The individual lava flow range from 10 to 30 m in thickness and consist
generally of two units i.e. the upper most vesicular/amygdaloidal basalts with their weathering
top portion often overlain by grey or red clay and the massive thin amygdular layer (with pipe
amygdulars) towards the bottom.
144. Shallow groundwater occurs in the weathered, vesicular, jointed and fractured basalt
under unconfined conditions. In areas where the weathered basalt layer is extensive a
continuous phreatic aquifer can be traced to some distance. However, due to low
permeability of weathered basalts the aquifer sustains limited groundwater withdrawal, mainly
through open wells. On higher ground the weathered basalts may be thin or even absent. In
such condition groundwater occurrence is restricted to the joints and fractures. The
groundwater in Deccan Traps at deeper levels occurs under semi-confined to confine
conditions, at the different lava flow contacts, at Deccan trap and underlying Vindhyan
contact or in the deeper jointed/fractured and vesicular amygdular basaltic horizons.
145. The thickness of the individual aquifers varies from a few centimetres to a few meters
and is generally restricted in their regional extent. The recharge to the deep aquifers takes
place from the phreatic aquifers through deep joints, faults and contact zones. The red bole
horizons (clay) generally act as semi confining or confining layers for the deeper aquifers.
Alluvium and Laterite

146. Localized patches of alluvium cover occur along the banks of major and minor rivers and
streams in the district. In general it is difficult to differentiate between alluvium and product of
black cotton soil underlain by yellow clay with kankar. The thickness of alluvium varies from
few metres to 30 m. Laterite capping on top of Deccan Trap basalt are seen in localized
patches. The rocks are generally bouldery in nature, highly ferruginous and weathered to
yellowish red soil.
147. Alluviam forms most prolific aquifer in the district. Vindhyan Sandstone & Shale and
Quartzite of Gwalior Series is also encountered in the area. The hydrogeological map of the
district.The hydrogeological properties of different formations are discussed hereunder
Alluvium
148. The alluvial formation covers the major part of the district. Thickness varies from 70 to
250m and resting over the Vindhyan & Archaeans rocks. Alluvium consists of clay, sand &
gravels. The thickness of the clay overburden generally decreases towards north. Thickness
of sand and gravel aquifers vary from 3 to 17 m. The thickness of the overburden more than
45
60 m is occurring in south of Mehgaon. Ground Water in this formation occurs under

unconfined (up to a depth of 50 to 60 mbgl) and semi confined to confined conditions in the
deeper aquifers i.e. below 60 m. The dug wells & shallow tube wells tap mainly kankary
horizon. The deeper tube wells especially in the northern part tap sandy & gravelly aquifers
underlying the clays.
1. Fine Sand: - In this aquifer yield is not more and encounter mostly in dug wells & shallow tube wells.
The thickness of this is about 5 m and forms the upper most aquifer system in the district.
2. Medium Sand: - This aquifer system generally occurring under the thick clay beds therefore the
ground water in this aquifer occurs under semi confined to confined conditions.
3. Coarse Sand: - This aquifer system is important as it has good porosity, permeability and yielding
capacity. Ground water in this formation occurs under confined condition because it is generally
occurs at the depth.
Figure 6 Hydrogeology District Rajgarh M.P.

46
c) Geology
149. Rajgarh district is a District of Madhya Pradesh state in central India. The city
of Rajgarh is the administrative headquarters of the district. The district has an area of
6,154 km² and the population is 1,545,814 as per 2011 census. The district lies on the
northern edge of the Malwa plateau, and the Parbati River forms the eastern boundary of the
district, while the Kali Sindh River forms the western boundary. The district has
seven tehsils, Rajgarh, Khilchipur, Jirapur, Biaora, Narsinghgarh, Sarangpur and Pachore.
150. The District lies on the northern edge of the Malwa plateau, and the Parvati River forms
the eastern boundary of the district, while the Kalisindh River forms the western boundary.
Black soil, light red and core sands are the main soil type available in the district.
151. The district is bounded by Rajasthan state to the north, and by the districts of Guna to the
is part of Bhopal Division. The district was created May 1948, and includes the territory of the
former princely states of Rajgarh, Narsinghgarh, Khilchipur, and parts of the states
of Dewas Junior and Senior (Sarangpur tehsil) and Indore (Jirapur tehsil, now part of
Khilchipur tehsil).
152. Rajgarh district extends between the parallels of latitude 23o 28‟ and 24o 16‟ N and
between the meridians of longitude 76o 12‟ and 77o 15‟East. It has a quadrangular shape
with the northern and western sides longer than the southern and eastern sides respectively.
The zigzag boundaries of the district resemble a pear. Rajgarh district is bound by Shajapur
district in the south as well as west. The districts of Sehore, Bhopal, Guna and Jhalawar
(Rajasthan) enclose it form the south-east, east, north-east, and north directions respectively.
The total geographical area of the district is 6,153 sq. km.
Geological Structure-
The general geological successions in the district are given in table.
General geological successions of Rajgarh district.
Age Stratigraphic Unit Lithology

Quaternary to Recent Alluvium and
Laterite
---------------------- Unconformity -----------------------
Upper Cretaceous to Lower Deccan Trap Basalt
Eocene
Upper Proterozoic Vindhyan Super Group Sandstone and shale
(Bhander Group)
J. Ambient Air Quality

1. Ambient Air Quality Monitoring Stations
47
153. M/s Cali Labs Pvt.Ltd, Bhopal (A NABL Accredited & MoEF Recognized laboratory)
was engaged for ambient air quality monitoring. Three sampling stations were set up for
monitoring ambient air quality within the study area. The locations of the monitoring stations
were selected so as to accord an overall idea of the ambient air quality scenario in the study
area. Logistic considerations such as accessibility, security, and availability of reliable power
supply etc. were considered while finalizing the locations of such stations. The locations of
the ambient air quality monitoring stations in the study area are given in Table-37.
Table 33 Details of Ambient Air Quality Monitoring Stations

Chainage # (m)
1 AQ1 Khata kheda 1+600 R 20 m Agriculture/Built-ups
2 AQ2 Nandani 6+500 L 25 m Built-up
Source: On-site Field Monitoring during April 18, 2019 – April 19, 2019
2. Parameters Monitored & Monitoring Period
Monitoring was conducted in respect of the following parameters:
 Particulate matter of size less than 2.5 micron or PM2.5
 Particulate matter of size less than 10 micron or PM10
 Sulphur Dioxide (SO2)
 Nitrogen Dioxide (NO2)
 Carbon monoxide (CO)
154. Ambient air quality monitoring was conducted over one month period (10 April- 10 May
2019) at a frequency of twice a week at each station adopting a 24-hours schedule. CO has
been measured 1-hourly. Ambient air quality monitoring methodology has been summarized
in Table-
Table 34 Methodology for Ambient Air Quality Monitoring
Parameter Measurement Methods As Per IS
PM2.5 Gravimetric IS:5182 Part-IV, 1999
PM10 Gravimetric IS:5182 Part-IV, 1999

SOx Colorimetric (EPA modified West & Gaeke IS:5182 Part-II, 2001
Method)
NOx Colorimetric (Arsenite modified Jacobs & IS:5182 Part-VI, 2000
Hochheiser Method)
CO Non Dispersive Infra Red (NDIR) -
Spectroscopy Technique -
Source: NABL & CPCB Guidelines on Air Quality Analysis
3. Monitoring Results
48
155. National ambient air quality standards are reproduced in Annex-3.1. The detailed on-site
twice a week 24-hourly monitoring results of PM2.5 PM10 SO2 NO2 and 8-hourly CO
corresponding to air quality stations AQ1and AQ2 are presented in table.
Particulate Matter of Size less than 2.5 micron or PM 2.5
156. Arithmetic mean of the 24-hourly average values of PM2.5 varied station-wise with
3
overall mean of the 2 stations being 37.175 μg/m . The 24-hourly average 98-percentile
3
values of PM2.5 (max 40.6 μg/m at AQ1) at all the locations were observed to be within the
3
limit of 60 μg/m for Industrial, Residential, Rural & other areas as s t i p u l a t e d in the
National Ambient Air Quality Standards, 2009.
Min of PM 2.5 Max of PM 2.5 Avg of PM 2.5

36.6 40.6 38.6
Site 1 AQ1
31.6 39.9 35.75
Site 2 AQ2
34.1 40.25 37.175
Average
50
40
30 Min of PM 2.5
20 Max of PM 2.5
10 Avg of PM 2.5
0
Site 1 AQ1 Site 2 AQ2
Figure 7 Variation in PM2.5 Levels
Particulate Matter of Size less than 10 micron or PM10

157. Arithmetic mean of the 24-hourly average values of PM10 varied station-wise
3 3
between 69.6-75.6μg/m . The overall mean for all stations was 71.825 μg/m . The 24-hourly
3
average 98- percentile values of PM10 (max 7 5 . 6 μg/m at AQ2) at all the
3
monitored locations were observed to be within the limit of 100 μg/m for Industrial,
Residential, Rural & other areas as stipulated in the National Ambient Air Quality Standards.
Min of PM 10 Max of PM 10 Avg of PM 10

69.6 71.5 70.55
Site 1 AQ1
70.6 75.6 73.1
Site 2 AQ2
70.1 73.55 71.825
Average
49
78
76
74 Min of PM 10
72
Max of PM 10
70
68 Avg of PM 10
66
Figure 8 Variation in PM10 Levels
Sulphur Dioxide (SO2)
158. Arithmetic mean of the 24-hourly average values of SO2 varied station-wise
3 3
between 8.2-8.85 μg/m with overall mean of the 2 stations being 8 . 5 7 5 μg/m . The 24-
hourly average 98-percentile values of SO2 (max 9.1μg/m3 at AQ2) at all the monitored
3
were observed to be within the limit of 80 μg/m for Industrial, Residential, Rural & other
areas as stipulated in the National Ambient Air Quality Standards, 2009.
Min of SO2 Max of SO2 Avg of SO2

8.2 8.6 8.4
Site 1 AQ1
8.4 9.1 8.75
Site 2 AQ2
8.3 8.85 8.575
9.5
9
Min of SO2
8.5
Max of SO2
8 Avg of SO2
7.5
Figure 9 Variation in SO2 Levels
Nitrogen Dioxide (NO2)
159. Arithmetic mean of the 24-hourly average values of NO2 varied station-wise between
3 3
18.6-21.3 μg/m with overall mean of the 2 stations being 20.2 μg/m . The 24-hourly
50
3
average 98- percentile values of NO2 (max 21.3 μg/m at AQ1) at all the monitored were
3
observed to bewithin the limit of 80 μg/m for Industrial, Residential, Rural & other areas
as stipulated in the National Ambient Air Quality Standards, 2009.
Min of NO2 Max of NO2 Avg of NO2

20.3 21.3 20.8
Site 1 AQ1
18.6 20.6 19.6
Site 2 AQ2
19.45 20.95 20.2
30
25
20 Min of NO2
15
Max of NO2
10
5 Avg of NO2
0
Figure 10 Variation in NO2 Levels
Carbon monoxide (CO)

160. Arithmetic mean of the 24-hourly average values of CO varied station-wise below
0.2-0.26 mg/m 3 with overall mean of the 2 stations being less than 0.2275 mg/m3. The
3
24-hourly average 98-percentile values of CO (max 0.26 mg/m at AQ2) at all the monitored
3
locations were observed to be within the limit of 4 mg/m for Industrial, Residential, Rural &
other areas as stipulated in the National Ambient Air Quality Standards, 2009.
Min of CO Max of CO Avg of CO
Site 1 AQ1 0.2 0.22 0.21
Site 2 AQ2 0.23 0.26 0.245
Average 0.215 0.24 0.2275
0.3
0.2 Min of CO
Max of CO
0.1
Avg of CO
0
161. As evident from Table and the discussion above, the air quality at the monitored
Figure 11 Variation in CO Levels
51
locations are well within the National Standard. No industrial sources of air emission are
observed along the project road. The emission sources at the monitored locations appear to
be primarily from domestic and local activities.
K. Ambient Noise Level

162. To assess the background noise levels in the study area ambient noise monitoring was
conducted at locations. The stations were selected judiciously based on the following
considerations:
 Obstruction free exposure of equipment

 Away from temporary noise generating sources to monitor true background
levels
 Accessibility of the location during day and night
 Security and safety of the instrument
163. Cali Labs Pvt.Ltd, Bhopal NABL Accredited & MoEF Recognized laboratory was
engaged for ambient noise monitoring. The locations of the ambient noise level monitoring
stations in the study area are given in Table 35.
Table 35 Details of Noise Monitoring Stations
SN Place Existing Side Distance Land use

Chainage(km) # (m)
1 NQ1 Khata kheda 1+600 R 20 m Agriculture/Built-ups
2 NQ2 Nandani 6+900 L 25 m Built-up
Source: On-site Field Monitoring during April 18, 2019 – April 19, 2019
2. Methodology of Noise Monitoring
164. Ambient noise level or sound pressure levels (SPL) are measured by a continuous
sound level meter having built in facilities to read noise level directly in dB(A). Since
loudness of sound is important for its effects on people, the dependence of loudness upon
frequency is taken into account by the A- weighting filters in-built in the noise meter which
gives a direct reading of approximate loudness.
165. A-weighted equivalent continuous sound pressure level (Leq) values were computed
from the values of A-weighted SPL measured with the noise meter. Noise
measurement was conducted as per IS:4954 as adopted by CPCB. Ambient noise
level monitoring was carried out during 2019.
3. Ambient Noise Levels in the Study Area

166. The ambient noise levels of the study area are presented in Table 40. Ambient air
quality standards in respect of noise are reproduced.
Table 36 Monitoring Results of Noise Pollutant

52
Site 1, NQ1 Site 2, NQ2

Noise Lmin dB(A) 27.6 32.6
Leq dB(A) 32.6 33.6
Lmax dB(A) 35.60 33.6
Leq day dB(A) 38.2 37.6
Leq Night dB(A) 31.8 34.6
Source: On-site Noise Monitoring during April 20-21, 2019

Note: Noise Standard in Residential Zone : Day Time: 55 dB(A) Night Time: 45 dB(A)
in Silence Zone: Day Time: 50 dB(A), Night Time: 40 dB(A)
167. The daytime (Ldeq) and night time (Lneq) noise equivalent levels in the monitored
silence location, NQ2 Public School shows that the ambient noise levels exceeds the
stipulated Noise standards during both day and night time. The daytime (Ldeq) noise
equivalent level in the monitored residential location NQ1 shows that the ambient noise levels
are within the stipulated Noise standards, while night time equivalent levels exceeds
slightly than the stipulated limits.
168. Leq values in day and night time are found to be 35.60 db(A) for NQ1 while the
stipulated limit is 50 db(A). This signifies that noise levels exceeds 50 db(A) in 90% of the
measured time during the day. The reason for such high noise may be attributed to high
vehicular traffic in front of the school. L10 values in day time at NQ2 are found to be below
the standard.
Surface Water Bodies, Rivers and Water Quality
169. There 15 are water bodies (Well) on either side of the project road; out of which,6 are
located on the right side , 9 are located on the left side of the project road . These water
bodies get filled up during the rainy seasons and act as a natural rainwater store. List of
water bodies located along the project road and their distances from the existing centerline
are provided in Table.
List of Wells/Tank
DISTANCE
FROM CENTER
OF EXISTING LEFT RIGHT OR
SNO CHAINAGE ROADS CROSSING TYPE-WELL REMARKS
1 0+80 10 Right Well
3 1+650 30 Left Well
53
4 2+30 10 Left Well

10 3+600 10 Left Well
12 6+500 10 Left Well
14 8+300 20 Left Well
1. Surface Water Quality Monitoring Stations

170. Surface water bodies are important in local context and therefore, their water quality
needs to be monitored to assess the impacts of the project. Cali Labs Pvt.Ltd, Bhopal NABL
Accredited & MoEF Recognized laboratory was engaged for collection of surface water
samples and analysis. For generating data on surface water quality parameters and drawing
up the baseline scenario, 2 surface water quality monitoring stations (designated as SWQ1 &
SWQ2) were selected. Details of the location of Surface Water Quality Stations are provided
in Table.
Table 37 Details of WATER Quality Monitoring Stations

Chainage(km) # (m)
1 SWQ1 Khata Kheda 1+650 L 30 m Agriculture

2 SWQ2 Nandini 6+500 L 10 m Agriculture
Source: On-site Field Monitoring during April 18-19, 2019
171. Water samples (grab samples) were collected once in the month of April 2019 from
these stations and analyzed for physical, chemical and bacteriological parameters as per
established standard methods and procedures. All the basic precautions and care were taken
during the sampling to avoid contamination. Analysis of the samples was carried out as per
established standard methods and procedures prescribed by the CPCB, e.g. relevant IS
Codes (IS:2488 (Part-1 to 5) “Methods for Sampling and Testing of Industrial Effluents”), and
“Standard Methods for Examination of Water and Wastewater” published by APHA.
2. Surface Water Quality in the Study Area

172. The salient water quality parameters are statistically analyzed and presented Table-42
depicting minimum, maximum, arithmetic mean, standard deviation and percent time
violations (PTV) with respect to Indian Surface Water Quality Standards i.e. the percentages
54
of time the water quality parameters violate the permissible standards. Detailed Surface
Water Quality Analysis results are provided in Table
Table 38 Laboratory Test Results of Water Quality Parameters
Site 1, SWQ1 Site 1, SWQ2

pH 7.3 7.2
COD mg/l 15 12
TDS mg/l 166.6 180.6
TSS mg/l <5 <5
DO mg/l 8.2 8.4
173. Temperature varies as ambient temperature. pH value of SWQ1 was found to be above
neutral mark while that of SWQ2 is found to be in acidic zone but within the tolerance limit of
6.5-8.5. Conductivity varied between 300 - 700 μmhos/cm with TDS ranging between
170-180 mg/l. While SWQ1 shows high values of conductivity and TDS indicating marginally
mineralized water, SWQ2 shows moderate level of mineralization. However, both samples
show the water is devoid of any industrial discharges.
174. Dissolved oxygen levels are found to be more than 8.1 mg/l, which is higher than the
Class A (6.0 mg/l) Surface Water Quality Standards. BOD ranges from 1-2 mg/l while COD
ranges are found be less than 18 mg/l. Low values of BOD and COD signifies absence of
Decomposable and oxidizeable organic matter in the water resulting higher dissolved oxygen
levels.
M. Ground Water Quality in the Study Area
175. Ground water has been found to be an important source for catering to the local needs of
water consumption for various purposes, mainly domestic, in the villages and towns.
Therefore, any kind of deterioration in the quality of ground water owing to the developmental
activities will pose threat to the village population and attention needs to be paid towards
maintaining the quality of water using all possible tools such as monitoring with spontaneous
remedial suggestions, if required. Since the ground water is used without treatment by a large
55
portion of population for drinking purpose and domestic use, the quality of ground water is of
more concern.
List of HAND PUMPS
DISTANCE
FROM CENTER
OF EXISTING LEFT RIGHT OR TYPE-HP,
SNO CHAINAGE ROADS CROSSING BORE REMARKS
1 2+600 20 Left Hand Pump
2 2+900 10 Right BORE
3 3+900 8 Right Hand Pump
4 6+100 4.5 Left Hand Pump
1. Ground Water Quality Monitoring Stations
176. Cali Labs Pvt.Ltd, Bhopal (A NABL Accredited & MoEF Recognized laboratory) was
engaged for collection of ground water samples and analysis. 2 ground water quality
monitoring stations (designated as GW1 and GW2) comprising hand operated tube wells
(hand-pumps) in the study area were identified for the monitoring and assessment of ground
water quality. The details of ground water quality monitoring stations are provided in Table.
Table 39 Laboratory Test Results of Water Quality Parameters
Site 1, GW1 Site 1, GW2

pH 7.6 7.1
COD mg/l 4 6
TDS mg/l 450 650
TSS mg/l <5 <5
DO mg/l 6.1 6.2

56
177. Temperature varies as ambient temperature. pH value of GW1 was found to be above
neutral mark while that of GW2 is found to be in acidic zone but within the tolerance limit of
6.5-8.5. Conductivity varied between 300 - 700 μmhos/cm with TDS ranging between
200-250 mg/l. While GW1 shows low values of conductivity and TDS indicating marginally
mineralized water, GW2 shows moderate level of mineralization. However, both samples
show the water is devoid of any industrial discharges.
178. Dissolved oxygen levels are found to be in the range of 6 - 8 mg/l, which is higher than
the Class A (6.0 mg/l) Surface Water Quality Standards. BOD ranges from 1-2 mg/l while
COD ranges are found be less than 18 mg/l. Low values of BOD and COD signifies absence
of Decomposable and oxidizeable organic matter in the water resulting higher dissolved
oxygen levels.
179. The water quality results show the surface waters in the study area are devoid of any
extraneous chemical contamination. Toxic or organic constituents are not detected in
samples. However, with nil coliform count, low BOD levels and high dissolved oxygen
indicate no discharge of fecal matters and agricultural runoff in the water. Agricultural runoff,
exfoliated biomass and animal wastes can be attributed for presence of organic materials in
the water, which utilizes dissolved oxygen while decomposing. This has resulted in better
quality of available water.
180. From above it can be concluded that the ground water, in general, is hard in nature and
the physico-chemical quality satisfies the permissible limit as stipulated in Drinking Water
Standards (IS 10500:2012).
57
N. Ecology and Biodiversity
1. Introduction
181. The Project road Chhapiheda-Nalkheda starts from T-Junction with MDR (LHS- Pachore
and RHS- Jirapur) connecting Khata Khedi, Kandeli, Nandani, Tolighata and terminates at the
183. Road side plantation consist of Babool(Vachellia Nilotica), Imli (Tamarindus indica),
Mahua(Madhuca longifolia), Kikar(Vachellia nilotica), Eucalyptus(Eucalyptus globulus), Neem
(Azadirachta indica), Gullar(Ficus Racemosa) etc.
2. Road Side Trees

184. The Total number of roadside trees including Gaint Trees within existing row is
estimated to be 313 out of which 127 trees are on the right side and 186 trees are on the left
side of the project road.
Table 40 Number of Trees along the Project Road
TREE’S GIRTH IN CM
SIDE
31-60 61-90 91-120 TOTAL
LHS 62 54 70 186
RHS 34 67 26 127
TOTAL 96 121 96 313
Source: Field Survey conducted by AICONS Pvt. Ltd.

3. Giant Trees
58
185. Species observed in the green tunnel mainly includes Ficus religiosa, (Pipal),
Ficus benghalensis (Banyan), Peltophorum pterocarpum (Copper pod) The stretches will be
impacted due to widening activity.
186. Giant Trees: Field survey was conducted to identify the location of giant trees. 34 giant
trees are found along the project road, out of which 13 trees are on the Right side and 21
trees are on the left side.
TREES GIRTH IN CM
SIDE
121-180 >180 TOTAL
LHS 19 2 21
RHS 12 1 13
TOTAL 31 3 34
207
LHS
140
RHS
347
Grand Total
59
CH-0+050 CH-2+372
CH-5+400 CH-0+075
60
4. Wild Life and Protected Areas
187. The project road does not pass through any protected area such as Wildlife Sanctuary,
National park or bio –reserve. There is no wildlife sanctuary Wildlife Sanctuary, National
park or bio –reserve within 10 km from the project road.
188. Due to small area of forest and their open nature large number of animals have
become scarce. Some deer species and nilgai(Boselaphustragocamelus) are the only
attractions among the herbivora apart from the rabbit (Lepuscuniculus). Jungle
suar(Suscristatus) is the other prolific breeder, which survives also on account of its
defensive power. Wild bear (Melursusursinus ) is met with in mahua (Madhucalatifolia)
flowering season. Among the Carnivora, panther (Pantherapardus) is met with in all the
tahsil except Sarangpur, which is poor in floral cover. Hyaena (Hyena), jackal
(Canisaureus) and fox (Vulpusbenghalensis)
5. Forest
189. The forests of the district belong to the Dry Deciduous Mixed and Scrub types. Mostly
their timber value is small. The eastern forests are better than those in the western and
central belts. The common species of the forests are dhow (Anogeissuslatifolia), khair
(Accacia catechu), ber (ZizyphusJujuba), karondi (Carissa spinarum),kardhai
(anogeissuspendula), babul (Acacia arabica), achar (Buchananilatifolia), Chheola
(Buteafrondosa), tendu (Diospyrosmelanoxylon), etc. In the village forests there was a good
number of chandan (Satalum album) trees in Sarangpur tahsil. The common trees of the
village areas araam (Mangiferaindica), babul (Accaciaarabica), ber (Zi zyphusjujuba), gular
(Ficusglomerata ), khakra or chheola (B. Frondosa), mahuta (Bassialatifolia), nim
(Meliaindica ) and papal (Ficusreligiosa), jamun (Eugenia jambolana) occurs alongthe nala
banks as also the khajur (Phoenix dactylifera). Shurbs of the families grewia, zizyphus,
capparis, carissa, casearia, Wood fordia,Phyllanthus and Antidesma are most common due
to the open top canopy. Occasional climbers of spatholabas, and other leguminosae, some
convolvulaceae and species of dioscorea, coccubus and vitis are found.
190. The species of the forests were classed as pakkikisamor timber trees and kachhakisam
or small trees. Nistar was allowed not only liberally but even the whole forest also was
thrown open to the public during the famine years. No trees were allowed to be cut from the
reserved forests. The forests of Rajgarh, Narsinghgarh and Khilchipur do not allow hunting
by the public.
191. The forest cover has been classified as dense forest and open forest. The latest
estimates of Forest Survey of India (FSI), published in the State of Forest Report (SFR)
2003, suggest that the total forest cover of M.P. is 76,429 sq. km., constituting 24.79% of
the State‟s total land area. Of the total forest cover, dense forest accounts for 13.57% and
open forest about 11.22%. Central, eastern, and southern parts of the state are rich in
forest cover.
192. The project districts have a forest cover of 0.19 % of the total geographical area. Out of
which 014% is open forest. The project road is not passing through forest area. Henc e, no
forest land diversion is required for the proposed widening.
61
Forest Cover in the District of Madhya Pradesh

193. The project road is no t passing through Forest area.
PROJECT
ROAD
O. Educational, Medical and Religious Properties

62
Educational Institutions: 3 educational institution is located on either side of the project road; out of
which, 2 are located on the left side and 1 are located on the left side of the project road. Chainage
wise list of educational institutions along with distance from the center line of the project road are
given in Table-41.
Table 41 List of Educational Places along the Project Road
LIST OF SCHOOLS
DISTANCE FROM CENTER OF LEFT RIGHT OR TYPE-

SNO CHAINAGE EXISTING ROADS CROSSING SCHOOL REMARKS
1 0+130 10.0 Right SCHOOL
2 6+900 50.0 Left SCHOOL
3 7+100 20.0 Left SCHOOL
(Source: Field Survey conducted by AICONS ENGINEERING Pvt. Ltd.)

6+900 7+100
Medical Places: No medical places are located on either side of the project road.
63
List of Medical
Distance from
Sl No. Chainage (Km) Type Side Existing Centerline
(m)
Nil
Religious Places: 7 religious places are located on either side of the project road, out of which 3
religious places are located on the right side and 4 are located on the left side of the project road.
Chainage wise list of religious places along with distance from the center line of the project road are
given in Table-42.
Table 42 List of Religious Places along the Project Road
DISTANCE
FROM CENTER
SNO CHAINAGE ROADS CROSSING TYPE-TEMPLE REMARKS
1 0+100 7 Right MOSQUE
2 1+300 6 Right RP
3 1+800 15 Right RP
4 3+900 10 Left TEMPLE
5 5+700 5.5 Left RP
6 6+200 15 Left RP
7 9+500 20 Left TEMPLE

64
0+101
5+700
3+900
7+500
9+500
11+700
65
Well and Hand Pump: There are 4 hand pumps and 15 wells are located along the side of the project
road.
Table 43 List of Handpumps along the Project Road
List of HAND PUMPS

DISTANCE
FROM CENTER
OF EXISTING LEFT RIGHT OR TYPE-HP,
SNO CHAINAGE ROADS CROSSING BORE REMARKS
1 2+600 20 Left Hand Pump
2 2+900 10 Right BORE
3 3+900 8 Right Hand Pump
4 6+100 4.5 Left Hand Pump
Table 44 List of Well along the Project Road
List of Wells/Tank
DISTANCE
FROM CENTER
SNO CHAINAGE ROADS CROSSING TYPE-WELL REMARKS
4 2+30 10 Left Well
10 3+600 10 Left Well
12 6+500 10 Left Well
14 8+300 20 Left Well
66
2+900 3+600
5+402 6+100
P. Archaeological Sites
There are no archaeological sites within 300 m on either side of the project road.
67
Q. Demographics of project location

194. Rajgarh district is a District of Madhya Pradeshstate in central India. The city
of Rajgarh is the administrative headquarters of the district. The district is bounded
by Rajasthan state to the north, and by the districts of Guna to the northeast, Bhopal to the
east, Sehore to the southeast, and Shajapur to the south and west. It is part of Bhopal
Division.
195. Rajgarh district is a District of Madhya Pradeshstate in central India. The city
of Rajgarh is the administrative headquarters of the district. The district is bounded
by Rajasthan state to the north, and by the districts of Guna to the northeast, Bhopal to the
east, Sehore to the southeast, and Shajapur to the south and west. It is part of Bhopal
Division.
196. The district has

seven tehsils, Rajgarh, Khilchipur, Jirapur, Biaora, Narsinghgarh, Sarangpur and pachore.The
district has an area of 6,154 km² and the population is 1,545,814 (2011 census).The district
lies on the northern edge of the Malwa plateau, and the Parbati Riverforms the eastern
boundary of the district, while the Kali Sindh Riverforms the western boundary. The district
has even tehsils, Rajgarh, Khilchipur, Jirapur, Biaora, Narsinghgarh, Sarangpur and pachore.
The district is bounded by Rajasthan state to the north, and by the districts of Guna to the
is part of Bhopal Division
197. Rajgarh is connected with all the main cities of the country by rail and bus. Railway line of
the district is under the jurisdiction of divisional superintendent, western railways, Ratlam.
68
National Highway No.-3, Agra-Bombay Road and No.- 12 Biaora-Bhopal road passes through
the district. Agra-Bombay road is the main artery of communication system of the district.
Total pucca roads in the district are 1279.80 km. long and Kachcha roads are 1342.10 km.
only. The district has no airbase or landing ground. The nearest airport is at Indore and air
travel facilities from Jabalpur to Bilaspur, Bhopal and Delhi are available.
198. The common species of the forests are dhow , khair , ber , karondi ,kardhai ,
babu, achar , Chheola , tendu.
Description 2011 2001
Actual Population 1,545,814 1,254,085

Male 790,212 649,106
Female 755,602 604,979
Population Growth 23.26% 26.30%
Area Sq. Km 6,153 6,153
Density/km2 251 204
Proportion to MP Population 2.13% 2.08%
Sex Ratio (Per 1000) 956 932
Child Sex Ratio (0-6 Age) 920 938
Average Literacy 61.21 53.70
Male Literacy 73.02 69.14
Female Literacy 48.95 37.10
Total Child Population (0-6 Age) 231,987 232,329
Male Population (0-6 Age) 120,815 119,898
Female Population (0-6 Age) 111,172 112,431
Literates 804,245 548,640
Male Literates 488,797 365,919
Female Literates 315,448 182,721
Child Proportion (0-6 Age) 15.01% 18.53%
Boys Proportion (0-6 Age) 15.296% 18.47%
Girls Proportion (0-6 Age) 14.71% 18.58%
69
199. Rajgarh District population constituted 2.13 percent of total Madhya Pradesh population
population. There was change of 23.26 percent in the population compared to population as
per 2001. In the previous census of India 2001, Rajgarh District recorded increase of 26.30
percent to its population compared to 1991.
200. At the 2011 India census, Chapiheda had a population of 8501, Khata Khedi had a
population of 1145 and Nandani had a population of 1529
70
V. ANALYSIS OF ALTERNATIVES
A. General
201. In the present chapter, development study of existing road has been considered for the
improvement keeping in mind the environmental aspects associated. The analysis of
alternatives has been carried out „with the project‟ and „without the project‟ scenarios in terms
of potential environmental impacts. Further, analysis of alternatives have been done for
realignments to avoid the places of congestion, human settlements, environmentally sensitive
areas keeping in view traffic condition, obligatory points, geometric designs, congestions and
socio economic viability and other environmental aspects of the region.
202. The initial section of the project road up to K h a t a k h e d i junction is having

substantial length of good geometry and existing right of way for improvement with minimum
design speed. However, the project road after charthgar is having substandard horizontal and
vertical geometry. There are about 3 nos Horizontal curves having radius about 200m with a
design speed of less than the minimum 80 kmph stipulated in code. Hence to minimize R&R
(Rehabilitation and resettlement) impact and to provide safety to road users, curve
improvement has been proposed. In addition there are other locations having substandard
horizontal curve along the existing road which have been not proposed for curve
improvement as per standards.
B. “With” and “Without” Project Scenarion
203. The Project road between Chhapiheda-Nalkheda road forms an important connectivity for
two major towns, which is an existing two lane road and passes through plain / rolling
terrain. The proposed improvement proposal would help to uplift the project road section
of State Highway category to the required design & geometric standards. The improvement
proposal would facilitate capacity augmentation and safer movement of people and goods
and is designed for minimum speed of 80 kmph in open country locations and minimum
speed of 50 to 60 kmph in settlement locations.
204. It has been noted that this section has inconvenience to people as section has
smaller carriage way and sharp curves not confirming to IRC standards for both Horizontal
and Vertical as per SH norms. The project road has been experiencing substantially higher
traffic also. The traffic along this segment is likely to grow further in the future due to its close
proximity to Rajgarh town and the improvement as entire corridor might also lead to some
diversion of traffic currently using parallel road network.
205. To address the improvement proposal drawn is 2-Lane Road paved shoulders Rigid
Pavement with Drainin built-ups and 2-lane Flexible Pavement with hard shoulder in open
country.
206. The constituent subprojects Chhapiheda-Nalkheda road were considered after

finalization of various options such as different construction material options keeping in
view objectives of the project, traffic condition, obligatory points, geometric designs, flood
regions, congestions and socioeconomic viability and environmental safety aspects. The
discussion includes no project scenario; project with alternatives and project with mitigation
measures. The objective of this chapter is to highlight some of the salient issues considered
for exercising options.
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C. Analysis of Alternatives
a) No project scenario
207. The „No project scenario‟ is analyzed with respect to the development of the state as a
requirement of reliable quality infrastructure for sustained growth of economy and
consequent well-being of its citizens. Providing better connectivity within the state will ensure
that, goods and people from areas accessed by the road can commute quicker and save
time. Increase in trade and commerce activity is expected. The savings in the vehicle
operating costs makes the subproject viable.
208. The connectivity between the Chhapiheda-Nalkheda road by the proposed subproject
roads. The economic activity employment potential for people in the region will increase.
However, there would be an increase in the vehicular pollution - air and noise, in the vicinity
of the road. Where the road is passing through villages and towns, some people will lose their
properties close by the road to accommodate the proposed widening.
209. If the subproject is not implemented, there is every likelihood that the existing bad
pavement of the corridor deteriorates further. In the absence of the proposed subproject, the
districts will also find it extremely difficult to generate revenue. Increased air pollution, due to
bad road condition, slow moving traffic and congestion, will increase as the time goes by.
Noise levels will rise due to deterioration of the pavement as well as increased honking.
Without the improvement of subproject, the traffic would continue to pose a safety risk for the
road users.
210. Therefore, „project with alternatives‟ scenario, with its minor adverse impacts is more
acceptable than „No project scenario‟ which would mean an aggravation of the existing
problems. Potential benefits of the proposed road improvements are substantial and far-
reaching both in terms of the geographical spread and time. Hence, it is clear that, the
implementation of the subproject will be a definite advantage to Madhya Pradesh state in
order to achieve all-round development of its economy and progress for its people.
b) Project with alternatives
211. Although the subproject alternatives in terms of location (alignment) option is very
limited as the project objective is to improve the existing roads except that some lengths of
route require alternatives such as change of alignments from congested locations within
towns or major human settlements to avoid impact on the public and community properties;
traffic congestion; air pollution; noise levels and accidents; ribbon developments to safe
guard social and commercial integrity of the region and to avoid exorbitant resettlement and
business re-establishment costs; to smoothen existing sharp curved (poor geometrics)
alignments for facilitating traffic movement. However, impacts from proposed realignments
would not be severe in magnitude to the extent of warranting analysis for alternative
alignments if the realignments are shorter in length. There are no major
realignments/bypasses proposed for the subproject warranting analysis for alternative
alignments.
c) Project with mitigation measures
212. Project with mitigation measures is most acceptable alternative in many cases. In this
alternative, emphasis is given to minimise the impact due to project implementation on the
environmental features. This alternative is most suitable where the option of „project with
alternatives‟ is limited.
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Bypass alternatives
213. There are no bypasses considered along subprojects Chhapiheda-Nalkheda road
Preferred Alternative:
214. The proposed Chhapiheda-Nalkheda road subprojects are New SH and they are being
up-graded and no new alignment is being proposed except for minor realignments for
improving the road geometrics and for smoothening the sharp curves and avoid vehicular
accidents along the subproject road. The scope for project alternatives as a whole is very
much limited.
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VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
A. Introduction
215. This chapter presents key environmental issues associated with various aspects of the
proposed subprojects. The environmental impacts caused due to the development of the
subproject road sections can be categorised as primary (direct) and secondary (indirect)
impacts. Primary impacts are those which are induced directly by the project whereas the
secondary impacts are those which are indirectly induced and typically include the associated
investment and changing patterns of social and economic activities due to the proposed
action. Interaction of the project activities with environmental attributes is presented as
Activity-Impact matrix in Table.
Table 45 Activity-Impact Identification Matrix
Notes: t-temporary, p-permanent. Impact indicated in bold letters indicates significant impacts
S. Type of Impact
Activities
N. Air Water Noise Flora Fauna Drainage Soil Topography
1 Labour camp activities -ve/t
2 Quarrying -ve/t -ve/t -ve/t -ve/t -ve/p
Material Transport and
3 -ve/t -ve/t
storage
Drilling, blasting and
4 -ve/t -ve/t -ve/t -ve/t
hill cutting
5 Earthwork -ve/p -ve/t -ve/t
6 Payment works -ve/t -ve/t -ve/t -ve/t -ve/t -ve/p
Use of construction
7 -ve/t -ve/t -ve/t -ve/t
equipments
8 Plantation -ve/p -ve/p -ve/p
9 Drainage work -ve/p
Culvert and bridge
10 -ve/t -ve/t -ve/p
construction
11 Stripping of top soil -ve/p
12 Debris generation -ve/t -ve/t
13 Oil and grease -ve/t
Construction in forest
14 -ve/t -ve/t -ve/t -ve/t -ve/t -ve/p -ve/p -ve/p
and sensitive areas
216. Identification and assessment of the potential environmental impacts are based on
secondary information supplemented by field visits. Impacts on various environmental
components have been assessed at four different stages, namely:
i) the project location;
ii) design and pre-construction;
iii) construction; and
iv) Operation stages.
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217. A few permanent as well as short-term and long-term adverse effects, mainly at the
construction and operation stages, are, nonetheless, anticipated. Temporary short-term
impacts can be kept in check through proper planning and adopting environment friendly road
construction methods and the appropriate regulatory measures
218. The proposed project will have impacts on the environment in two distinct phases: during
the construction phase which may be regarded as temporary or short-term; the other during
the operation stage which will have long term effects. The negative impacts can be reduced
or minimized only if proper safeguards are put in place during the design and construction
stage itself. These can include reducing pollutant discharge from the harmful activities at
source or protecting the sensitive receptor. An effective mitigation strategy will utilize a
combination of both options to arrive at practically implementable measures. Conscious
efforts have been worked out to minimise any adverse impacts on the various environmental
and social components. Where the impacts on various environmental components have been
unavoidable, mitigation measures have been worked out
Positive Environmental Impacts due to improvement of project road sections
219. The positive impacts expected from the improvement of the subproject road section
includes:
a) improved quality of life for the rural population in the projects influence area: this as a result of
better access to markets, health, education and other facilities; and the derived stimulus for local
economic activity;
b) a more efficient and safe road transport system: through reduced travel times, reduced road
accidents, reduced vehicle operating and maintenance costs and reduced transportation costs for
goods;
c) the facilitation of tourism;
d) Interdistrict connectivity within Rajgarh Districts;
e) Better connectivity to the State Highway and National Highway network.
Environmental Impacts due to improvement of project road sections
220. The adverse environmental impacts anticipated from the improvement of the project road
section are:
a) Loss of productive soil and agriculture land, cutting of road side trees that falls within formation
width i.e 10m (for intermediate lane & 11m for 2-lane roads) may reduce the ecological balance of
the area and also increase soil erosion problem. Noise, air and water pollution and disposal of
construction waste, during construction, will adversely impact both local residents. These latter
effects should, however, only be temporary/reversible.
b) A number of quarries and other sources will be established which will change the landscape.
However, the operation of quarries is an independent and already regulated ·activity. Adverse
impacts on water quality of rivers crossing or running parallel to the proposed alignments in the
form of silt deposition and runoff during construction are expected. However, this is short term
and will be taken care of by controlled construction activities.
c) Improvement on existing road and construction of new road and bridges, although limited, may
enhance soil erosion, landslips and reduce the micro-level ecological balance of the area.
Construction may also disturb the habitation of fauna living in this area. These should, however,
be only temporarily reversible effects. The improvement will also require the cutting of about 347
trees.
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d) Minor impacts of noise and air quality for those now living and workings close to the subproject
roads (mainly at urban centers) will deteriorate during the construction period and afterwards
during operation.
Impacts Related to Project Location, Preliminary Planning and Design
Forest Clearing and Tree Felling
221. Most of the project roads are passing through plain terrain with land use being
agriculture. Although diversion of forest land is not envisaged adverse impacts are anticipated
due to land clearing which will involve cutting of about 347 trees. Problem of soil erosion is
expected in some locations. To minimize loss of trees, the following mitigation measures
have been adopted. During the detailed design and these will be implemented during
construction stage of the subproject roads:
a) Widening proposal considered option with minimal tree cutting.
b) Widening is restricted to minimum width in the length passing through forest areas.
c) Adequate measures are included in the design to minimize any unforeseen impacts on flora and
fauna in the forest areas.
d) Land stabilization measures were included in identified areas prone to erosion.
e) Strictly enforce the environmental conditions put as part of the forest clearance and no objection
certificates issued by the Forest Department and SPCB.
f) Adopting Environmental Friendly Road Construction (EFRC) methods.
222. Based on the tree inventory carried out during the field surveys in second quarter of
2018, the total number of trees to be cleared along subproject road sections is 347. The main
species of trees to be cut are local species namely Babool(Vachellia Nilotica), Imli
(Tamarindus indica), Mahua(Madhuca longifolia), Kikar(Vachellia nilotica),
Eucalyptus(Eucalyptus globulus), Neem (Azadirachta indica), Gullar(Ficus Racemosa),
223. As per compensatory afforestation requirement, the tree plantation will be done ten times
of tree cutting (1:10 of tree cutting). At sensitive locations such as schools and temples along
the project roads suitable noise barrier shall need to be provided.
224. The compensatory plan will be developed in consultation with local forest department. As
per compensatory afforestation, the tree plantation will be done ten times of tree cutting (1:10
tree cutting).
Construction Camps, Borrow Pits and Quarries
225. The impacts on existing topographical setting originate primarily from embankment
preparation and opening up borrow pits to fulfill the requirement of huge quantity of earth
material. Disfiguration of land may result from unplanned opening of borrow pits / quarry
sites. Aggregate and sand will be procured from the authorized suppliers and prevalent rules
will be followed for borrowing of soil. Hence the impact on geology of the region is
insignificant.
Impacts:
 Disfiguration & change in existing profile of the land due to realignment

 Disfiguration of topography due to indiscriminate digging of borrow pits
 Uncontrolled digging of borrow pits resulting in water accumulation & breeding of
vector disease
 Disturbance on geological setting due to quarrying
 Establishment of Construction Camp
226. There is a need to establish construction. Camps and related facilities, such as borrow
pits and quarries. These must be located in environmentally sound and socially safe areas. It
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is expected that construction materials for the road works will be mined mostly from approved
quarries. The following criteria is applied for locating the borrow areas:
a) Borrow areas are not established in ecologically sensitive areas;
b) Villagers are consulted in regard to the design and location of all borrow areas these should
ensure the safety of local communities and, if possible, should incorporate beneficial post
construction features for the villages;
c) Located away from the road and hill slopes as well as settlements facing the road, so as to
minimise visual impacts;
d) In case of protected areas/ reserve forest areas, construction facilities such as temporary
workers camp, hot mix plants, and concrete batching plant and stone crushers should not be
established in stretches that passes through reserve / protected forests. Local forest department
/ village forest management committees should be consulted before locating these temporary
subproject facilities;
e) Construction camps for labourers should •be located at least 500 m away from settlements and
1 km away from forest /protected areas;
f) Living accommodation and ancillary facilities should be erected and maintained to standards
and scales approved by the Engineer-in-Charge; and
g) Toilets and urinals should be provided in accessible places away from the asphalt plant and
mixing yard.
Cultural Heritage
227. There are no adverse impacts anticipated on historical places/monuments. However,
there are few temples and small shrines along the roads. Care must be taken to avoid any
damage to these structures. Earthworks, as associated with the road
construction/improvement works, or deriving from secondary sites such as quarries or borrow
pits, may reveal sites or artifacts of cultural/archaeological significance. In the event of such
discovery, the concerned authorities should be informed and the requirement to take such
action should be incorporated in contract documents.
228. Other Impacts deriving from the Project Planning and Design Process
During preliminary planning and design of the subproject roads, the Consultant has taken into account the
need for:
• Optimum sitting and control of borrow areas;
• reduced incidence of slope failures due to inadequate drainage;
• providing adequate culverts/drains;
• providing side-drainage structures;
• mechanised construction methods and thereby, for example, reduced use of firewood for heating
bitumen;
• maximising safety and thereby reducing traffic accidents;
• reducing travel times and, thereby, fuel consumption and emissions;
• adequate signages for wildlife protections,
• increased accessibility for residents to education and health facilities, markets etc., and for others
who might come for tourist or other purposes; and
• Improving the socio-economic conditions of residents in the project areas of influence.
229. As part of the engineering works for this work, the following guiding principles have been
used in determining the alignments:
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Table 46 Environmental Issue
Environmental Issue Measures taken

Final alignment has been determined so as to minimise land take, tree
Alignment removal, air pollution and the impact on people and animals and to avoid
unfavourable geological condition and cultural relics.
The design attempted to equalise cut and fill. The centreline has been
Balancing cut and fill aligned so that on all slopes below 60 degrees, half cut and half fill is
achieved.
Temporary and permanent drainage system has been designed to minimise
Soil erosion
the soil erosion.
Borrow sites, waste disposal sites and asphalt mixing sites have been
Dust and air pollution
identified - keeping in mind environmental issues such as dust.
Any archaeological sites identified along the alignment should be excavated
Cultural heritage
prior to construction.
Care has been taken in preservation of wildlife and construction workers
Wildlife Habitat
should be educated on wildlife protection.
Seismological Characteristics of the Area: The project road is in Zone-II (having low seismic
intensity) of the seismic map of India (as per IS:1893, Part-1, 2002), and therefore it will have a low risk
of potential damage due to earthquake.
Road Building Materials: During road construction, mainly stone aggregates & bitumen will be
required for pavement, while stone aggregates, sand & cement will be required for concrete making for
rigid pavement, bridges, culverts, urban drains etc. Diesel will be required to run construction
equipment. Stone aggregates and sand will be brought from the pre- identified quarry areas. The
contractors usually depend on the local commercial suppliers for obtaining various construction
materials. Active existing sources are most likely to be used with cost and the quality considerations.
Construction of Borrow Areas: about lacs cubic meter of earth materials is to be used for the project
road. This will be obtained from earth generated through cutting of the road or from the existing
borrow areas. Quantity of earth material likely to be generated through cutting operation is more
than the quantity of earth required for construction. Additional quantity of earth may be utilized for
plantation, in bitumen disposal pit, re-development of quarry area etc.
Establishment of Crushers: Contractor will be required to establish crushers along the project road. It
is the responsibility of the contractor to obtain statutory clearance (such as NOC from SPCB etc.)
from concerned authorities before start of stone crushing operation. The maintenance and
management of access road/ haul road could be a major impact. It is appropriate to consider the
environmental implications in the selection of crusher areas since poor maintenance may create dust
pollution, contribute to noise pollution, water pollution as well as loss of natural resources.
Mitigation Measures:All construction works are directly related to the land environment.
Therefore, contractor needs to prepare / follow several mitigation / management plan / guidelines for
various construction activities. These guidelines are listed below and detailed out in “Part-B
Annexes of IEE & EMP”.
 Guidelines for Siting and Layout of Construction Camp (Annex-8.2)
 Guidelines for Siting, Operation and Re-Development of Borrow Areas (Annex-
8.4)
 Guidelines for Siting, Operation and Re-development of Quarrying and Stone
Crushing Operations (Annex-8.5)
 Guidelines for Siting and Management of Debris Disposal Site (Annex-8.7)
 Guidelines for Preparing Comprehensive Waste Management Plan (Annex-8.8)
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Some of the important provisions are given below:
 Earthquake resistance structures with seismic restrainers are being planned to be

constructed under the project. Design of all structures like bridges and CD structures
have taken the area‟s seismic characteristics into account.
 Opening up new borrow pits will be in accordance with the IRC: 10-1961
specifications. Topsoil from the new borrow pits should be preserved and reused in
restoring the pits to the satisfaction of the Independent Engineer (IE). Opening up of
new borrow pits will be restricted to 1 m depth followed by resurfacing of pits with
top soil (15 cm).
 No borrow pits will be allowed in the forest land.
 Uncontrolled digging of borrow pits will be avoided to prevent water accumulation in
abandoned pits which results in breeding ground of vector disease.
 Road building materials will be procured from existing approved and licensed
quarries only where crusher is already operating. Therefore, mitigative measure for
the environmental impacts due to quarrying and rehabilitation plan of the
quarries is the responsibility and scope of the licence holder of the quarry.
 On owner‟s choice, borrow pits will be converted to water bodies (pond) with
proper landscaping (i.e. rectangular in shape, proper sloping and plantation on the
bank) which will add scenic beauty in those localities.
B. Land Environment
Operation Phase
During operation phase of the project road, no impact is anticipated on the topography and geology of
the area.
Soil
Impacts: Soil Erosion: Erosion of topsoil can be considered a moderate, direct and long term
negative impact resulting from construction and maintenance of the road. Erosion problems may occur
on newly constructed slops and fills depending on the soil type, angle of slope, height of slope and
climatic factors like wind (direction, speed & frequency) and rain (intensity & duration). In the project
road, embankment will be raised at many places Slope protection measures (stone pitching or turfing
with Coir Geotextile & Vetiver grasses) may form part of good engineering practice and therefore, it
has been incorporated into the EMP.
Construction of Bridges & Culverts: Along the corridor reconstruction / widening of a number of
bridges (both major bridge, other minor bridges) and culverts are planned. Construction of bridges
involves excavation for construction of the foundation and piers. If the residual spoil is not properly
disposed of, increased sedimentation may take place during the monsoon. During the construction
period, some amount of drainage alteration and downstream
Soil Contamination: Contamination of the soil may take place from the following activities at
the construction zones, construction labour camps and other auxiliary facilities required for the
construction. Details of the activities from which contamination may occur are given below:
 Scarified bitumen wastes, excess production of bituminous product

 Debris generation due to dismantling of structures
 Maintenance of the machinery and operation of the diesel pumps, diesel
generator sets, diesel storage and during transportation
 Operation of hot mix plant
 Storage and stock yards of bitumen and
 Form various activities in the labour camps
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Mitigation Measures: Top Soil Conservation: The top soil from all sites including road side
widening and working area, cutting areas, quarry sites, borrow areas, construction camps, haul roads in
agricultural fields (if any) and areas to be permanently covered shall be stripped to a specified depth of
15 cm and stored in stock piles for reuse. At least 10% of the temporary acquired area shall be
earmarked for storing top soil. Contractor has to strictly follow the “Guidelines for Tor Soil Conservation
and Reuse” as given in Annex.
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Slope Stabilization: Adequate measures like adequate drainage, embankment

consolidation & slope stabilization will be taken along the road to avoid soil erosion. The slopes
have been restricted to 1 vertical : 2 horizontal for most of the sections. Soil erosion through
embankments will be prevented and controlled by stone pitching or turfing with Coir Geotextile
& Vetiver grasses. Bio-engineering is the technique of utilizing vegetation in addressing
geotechnical problems. Environmental uncertainties are prompting engineers to favour
bioengineering measures. Vegetation as an aid to artificial methods in controlling surficial soil
erosion is gaining larger acceptability among engineers all over the world. Growth of
appropriate vegetation on exposed soil surface is facilitated by use of natural geotextiles such
as Coir Geotextiles. Properly designed Coir Geotextiles lay on slopes or any other exposed soil
surface provides a cover over exposed soil lessening the probability of soil detachment and at
the same time reduces the velocity of surface runoff, the main agent of soil dissociation.
Natural geotextiles bios-degrade quicker than man-made counterpart, but facilitate growth of
vegetation quicker and better due to its inherent characteristics. Road slope stabilization can
range from allowing native grass (Vetiver grass) to re-establish on a disturbed slope to building
an engineered wall. Guideline on Slope Stabilization is given in Annex-8.3.
Disposal of Bituminous Waste: Non reusable bituminous waste to be dumped in 30 cm thick clay
lined pits with the top 30 cm layer covered with good earth for supporting vegetation growth
over a period only after obtaining permission of IE. Details of bituminous waste generated from the
proposed project road, number of Bitumen Disposal Pits required for the disposal and typical drawing
of disposal pit are given below and cost of the pit is covered in the EMP budget.
 Accidental spills of lubricants / oil and molten asphalt will be avoided by following the “Guideline
for Storage, Handling, Use and Emergency Response for Hazardous Substances” as given in
Annex-8.11.
 Oil Interceptor shall be provided for wash down, refueling areas and accidental spill of oil and
diesel.
 Vehicle parking area of the construction camp will be made impervious using 75 mm thick
P.C.C. bed over 150 mm thick rammed brick bats. The ground will be uniformly slopped towards
to adjacent edges towards the road. A drain will take all the spilled material to the oil
interceptor.
Land Use
Construction Phase: Widening of existing road will lead to change in land use pattern of areas
adjacent to the road that comes under the proposed ROW. Land use pattern along the project road
Land use pattern along the project road is mostly Agricultural (80.35%). Other types are built -up
(4.36%) & barren (7.86%),.Within ROW the land use is mainly open land with trees by the side of the
earthen shoulder.
Preparatory activities like clearing of ROW, construction of temporary construction camps and
godowns, storage of construction materials etc. will be confined within the camp & ROW. This will not
hamper the land use aspects outside ROW. However, indirectly there may be some change in the
land use pattern of the proximate area due to influx of construction workforce and supplier who are
likely to construct temporary tents in the vicinity.
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Impact:
 Changes in existing land use pattern of the ROW for construction of the road
Mitigation Measures:
 Earth material generated from excavation of roadways & drainage will be reused to the
maximum possible extent as filling material during site development.
 The small amount of construction debris and surplus excavated material will be
disposed of by mechanical transport in suitable pre-identified (jointly by project proponent
& local administration) dumping areas in tune with the local condition to avoid land
degradation & water logging due to indiscriminate dumping.
 Identification, operation and redevelopment of dumping areas will be as per the
Guideline provided in Annex-8.7.
 Construction camp will be provided for construction personnel to avoid
indiscriminate settlement of construction workers & labourers.
 Regular inspection of haul roads and construction site will be carried out to ensure
regular and timely removal of construction debris to the designated dumping sites.
 Construction activities will be kept confined to ROW only.
Operation Phase: In the operation phase, the temporarily modified land use pattern such as
temporary construction camps / tents would be dismantled. The road, after completion of its
development, would consist of neat landscape to lead to a pleasing outlook. The existing road passes
through mainly agricultural field and some congested stretches of residential / commercial areas. The
safe & quicker accessibility would result in increased scope of commercial, industrial and residential
development along the project corridor. Squatter settlement and encroachment along the project
road is very likely to take place unless proper controlled measures are adopted.
Impacts:
 Likely change of land use due to squatter / encroachment within ROW
 Likely change of land use due to induced roadside development outside the ROW
 Immediately after the construction phase, it is necessary to ensure that no further deterioration or
major land use changes such as ribbon development takes place in a manner that will jeopardize
the interests of the State.
 Squatter development along the project shall be strictly avoided by proper regulation and
vigilance.
 Land use control measures will be prepared & administered to avoid occurrence of induced
development as far as possible.
 Planning agencies and Collector/ Revenue Officer will be made involved for controlled
development and prohibiting squatter / encroachment within ROW.
C. Water Environment
Drainage & Hydrological Flow
The project road runs through plain & rolling terrain.During heavy rainfall these natural drainage
channels carry swift flow. As the existing CD structures and bridges will be suitably augmented &
additional CD structures will be constructed, it will not obstruct the water flow in the channels.
Therefore, no impact on drainage is envisaged.
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Impacts:
 Change in drainage pattern of the land around realignment
 Increased incidence and duration of floods due to obstruction of natural drainage courses by the
road embankment
 Chances of filling of existing drainage courses during earth filling
 There may be potential drainage impacts relating to the establishments of construction
camps and various plants such as hot mix plant, batching & asphalt mixing plants etc. drainage
impacts at these locations may result in loss of top soil
 Adequate roadside drains will be provided along the road to facilitate its better maintenance
and increase in the life of the carriageway. This will also help in avoiding soil erosion and land
degradation due to water stagnation on the either side of the road. Detailed drainage survey
and hydrological investigations have been carried out and accordingly capacity of existing
drainage works & cross drainage (CD) structures have been duly augmented, wherever
necessary, to accommodate high discharges to avoid flooding & formation of water pool
 All bridges have been designed for a return period of 100 years
 Structures which fail against 100 years flood have been recommended for replacement
with a new one.
 Adequate new drainage works & cross drainage (CD) structures have been provided for
smooth passage of runoff to avoid flooding
 Filling of existing drainage courses will be strictly avoided
 Construction works of culverts and bridge (cross drainage structures) are taken up during the
lean flow periods in summer to minimize the impacts on drainage.
 Construction work near natural drainage channels / low lying areas have to be carried out in
such a way that flow of water is not blocked and even if it has to be blocked then the contractor
must ensure that the local communities are informed about the same in advance
 Suitable drainage at construction site & camp will be provided to eliminate the chances of
formation of stagnant water pools that leads to soil erosion & breeding of mosquitoes
Drinking Water Sources

Impacts: Minimum No. of Water Sources will be affected.
 Affected hand pump, bore well and open well shall be relocated in such a manner that it
should not hamper the access to drinking water.
 Construction will not be started until all drinking water sources are replaced with new ones.
 Supply water is the main sources of drinking water in the project area. Therefore, no major
impact is envisaged on the user.
Water Use
Impacts: During construction period water is required for compaction of embankment, dust
suppression, concrete making and domestic use in construction camp.
 Minimum use of water from existing sources for construction purpose will be ensured to
minimize likely impacts on other users
 The contractor will arrange water required for construction in such a way that the water
availability and supply to nearby communities remain unaffected.
 If new tube-wells are to be bored, due to the non-availability of water required for construction,
prior sanctions and approvals by the Ground Water Department has to be obtained by the
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Contractor
 Wastage of water during the construction should be minimized
Water Quality
Impacts: Construction Phase
 During construction phase, leakage of POL could lead to an increase in water pollution level of
the region. Anticipated potential impacts are due to spillage of construction materials, such as,
cement, POL, bitumen etc. falling in to the drainage channels from workshops, construction
camps, quarry/ borrow areas etc. of the Contractor.
 Accident involving hazardous materials (bitumen) may cause pollution but the occurrence of
large scale spillage of bitumen is extremely rare.
 Increase of sediment load in the run off from construction sites and increase in turbidity in
receiving streams/water bodies
 Water pollution due to sewage from construction camps
 Quality of construction wastewater emanating from the construction site will be controlled
through suitable drainage system with silt traps for arresting the silt / sediment load before its
disposal into the main natural drainage system around the site
 Proper sanitation facilities will be provided at the construction site to prevent health related
problems due water contamination
 An effective traffic management plan is to be implemented to avoid any accidental
spillage of hazardous materials.
 All the construction and preparatory activities including construction of culverts and bridges will
be carried out during dry seasons only
 The CD structures should not be drained to the agricultural and horticultural farms or to the
immediate vicinity of houses of the villagers.
 The fuel storage and vehicle cleaning area shall be stationed at least 500 m away from the
nearest drain / water body
 Provision for oil interceptors shall be made at all the construction camps / workshop
areas to separate the oil and grease waste generated from servicing of equipment and vehicles
used in the construction
 The unlined roadside drains in rural stretches carrying storm water will be connected to
the nearest natural drainage channel, water bodies with silt traps.
Water Quality Monitoring: Apart from provision of the mitigation measures, water quality shall
be monitored to understand the effectiveness and further improvement in designs in reducing the
concentration of pollutants. The monitoring plan shall be functional in construction as well as in
operation stages. The frequency, duration and responsibility will be as per the Environmental
Monitoring Plan. All deviated results shall be reported to Environmental Specialist of IE for remedial
measures. It should be ensured that no construction camps or stockyards are set up near rivers,
irrigation canals and water bodies to prevent oil spills.
Silt Fencing: Silt fencing will be provided to prevent sediments from the construction site entering
into the nearby watercourses. The silt fencing consists of geo textile with extremely small size
supported by a wire mesh mounted on a panel made up of angle / wooden frame and post. The frame
will be installed at the edge of the water body, near river crossing along which construction is in
progress. It is proposed to install silt trap at the edge of all water bodies located along the project
road, major and minor bridge locations. Further, silt fence will be mounted in guiding drains at a
distance of 3 to 5 m in the upstream direction depending on the gradient of the guiding drains. However
location of silt traps will depend on contractor‟s proposal for site facilities and work sites and should be
provided in the contractor‟s proposals. This will be checked by Sr. Environmental Specialist of the
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Independent Engineer and monitored by PIU. Drawing of typical silt trap is given in Annex-8.22.
Oil Interceptor: Oil and grease from road run-off is another major concern during construction
as well as operation. During construction, discharge of oil and grease is most likely from workshops, oil
and waste oil storage locations, vehicle parking areas of the contractor and the concessionaires'
camps. Therefore, location of Oil Interceptors has been considered such that each construction camp
having refueling stations, oil and lubricants storage places will have one oil interceptor to stop &
separate the floating oils. The arrested products shall be disposed as per MoEF&CC and CPCB
guidelines. However the number of interceptors shall increase as the situation demands or during the
accidental spillages. Actual number will be decided by the Contractor with the consent of Sr.
Environmental Specialist of the Independent Engineer.
Ground Water Recharge Pit/ Rainwater Harvesting Structures and silt fences has been
proposed near river and local stream crossings to improve the water table in this region and
conserve water bodies. However, the locations of proposed ground water recharge will be
reviewed by the Sr. Environmental Specialist of the Independent Engineer and finalized in
consultation with EMPIU. These locations should be permanent which shall be handed over to the
local civic bodies at the end of the project so that the water shortages can be reduced to a certain
extent. Lump sum cost provision has been provided in the EMP.
Operation Phase: Widening will result in increase of surface run-off due to more paved road surface.
It will have adverse impact on ground water recharging if measures are not taken during the design
stage.
Impacts:
 Increase of surface run-off due to more paved road surface
 Filthy environment due to improper maintenance of drainage
 Chances of contamination of water bodies from road surface run off containing oil spills due to
traffic movement & accidents
 Longitudinal roadside drains of sufficient capacity will be provided on both sides of the road to
accommodate increased run-off. The out fall for these drains will be the nearby culverts /
bridges or natural drainage channel. Silt fencing will be provided to sediment entering into the
water courses.
 Contingent actions will be taken for speedy cleaning up of oil spills, fuel and toxic chemicals in
the event of accidents.
 Regular maintenance of rainwater harvesting structures shall be done during the operation stage
to prevent choking of these structures.
 Regular monitoring of water quality at specified representative locations will be conducted at
fixed interval.
Water Bodies
 Corridor of Impact (COI) is the proposed construction width, which is varying from 23 to 25 m in
built-up areas and 38 to 40 m in rural / open country area.
Enhancement of Water Body

Enhancement measures have been proposed for roadside pond located R i g h t h a n d s i d e
o f p r o j e c t r o a d . The pond water is utilized for irrigation purpose. The pond is located 30 m
away from the project road. Followings have been proposed as a part of enhancement:
 Earth excavation along the boundary (excluding the portion where retaining wall has been
proposed)
 Stabilization of the slope using Vetiver Grass
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 Phyco-Remediation of water using NUALGI

 Turfing of surrounding area of the water body
 Sitting arrangement with RCC Precast Benches with back support
 Pathway with Interlocking Paver Blocks & sand filling
 Approach Road
Phyco-Remediation using NUALGI: During the site visit, algal growth is observed in various ponds
along the project road and local villagers also informed that the quality of water of these ponds is very
poor. Therefore, Phyco-Remediation using NUALGI is proposed to improve the water quality of the
following ponds, which also include the pond proposed for enhancement.
Phyco- remediation is the use of algae to remediate polluted waters. Among all the algae, diatoms
are the most prolific photosynthesizes because of their silica shells, which are translucent. This helps
the diatoms to photosynthesize even in low light conditions. The “NUALGI Technology” is based on
providing micro nutrients required for diatom algae growth to speed up the nutrient removal in stagnant
water and converting these nutrients to fish biomass. NUALGI contains micronutrients along with silica
which is required for diatom growth. During photosynthesis, diatoms consume Nitrates and
Phosphorous, as also uses up CO 2 from the atmosphere. In the process, they release oxygen (pure
oxygen in water) to almost saturation levels, which will help the water body regain its original
levels of Dissolved Oxygen. The absorption of CO2 will also mitigate the water acidification and pH
levels would move towards more basic levels. The high levels of DO would set up a chain of benefits,
primarily it promotes aerobic bacteria which would digest the excess nutrients in water and convert
them into the base constituents. Such high levels of DO would also oxidize the heavy metals which
would precipitate out of water, where other bacterial strains would consume them.
D. Air Environment
Construction Phase
Particulate matter would be the predominant pollutant affecting the air quality during the construction
phase as it is likely to generate considerable quantities of dust, especially during dry condition. Dust
will be generated mainly during excavation, backfilling, hauling & transportation activities through
unpaved haul roads, loading/ unloading & transportation of construction materials, spilling of material
during transportation, and open storage of fine construction materials.
Undesirable gaseous pollutants will be generated mostly by the automobile traffic and construction
machineries. Pollutants of primary concern include PM2.5 and PM10. However, suspended dust
particles may be coarse and will be settled within a short distance of construction area.
Therefore, impact will be temporary and restricted within the closed vicinity along the road only. Further,
this would not lead to any tangible effect, as the expected traffic volume is low. Operation of hot mix
plants and Asphalt plants will cause emission of fumes and gases.
Impacts:
 Deterioration of air quality due to fugitive dusts emission from construction activities like
excavation, backfilling & concreting, and hauling & dumping of earth materials & construction
spoils, and vehicular movement along unpaved roads.
 Deterioration of air quality due to gaseous emissions from construction equipment &
vehicular traffic
 Deterioration of air quality due to emission from asphalt and hot mix plants
 Emission of Carbon monoxide, sulfur-di-oxide, nitrogen oxides etc. will be generated from
the hot mix plant
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a. Dust Control:
 Proper and prior planning and appropriate sequencing and scheduling of all major construction
activities will be done, and timely availability of infrastructural supports needed for construction
will be ensured to shorten the construction period vis a vis reduce pollution.
 Construction materials will be stored in covered godowns or enclosed spaces to prevent the
windblown fugitive emissions.
 Truck carrying soil, sand and stone will be duly covered to avoid spilling.
 Adequate dust suppression measures such as regular water sprinkling on unpaved haul
roads & vulnerable areas of the construction sites from trucks or other suitable means will be
undertaken to control fugitive dust during material handling & hauling activities particularly near
habitation especially in the dry seasons.
Emission Control
 Use of Recycled Asphalt Cold Mix Technology: Most bituminous mixes are produced at a
0
very high temperature (nearly 160 C), mainly because bitumen is very viscous at low
temperatures and cannot coat the aggregates, unless heated to high temperatures.
Technologies are available, which can facilitate the coating at low temperatures by increasing
the surface area of bitumen or by reducing the
 surface tension at the aggregate bitumen interface with use of certain additives, thereby
making the mixing possible at much lower temperature, saving energy and releasing less
pollutants in the atmosphere. It is proposed to follow IRC Guideline on the subject.
 During construction period, all activities are to adhere to the contractual obligations and
all clearances and approvals such as „Consent to Establish‟ and „Consent to Operate‟ shall
be obtained from the Madhya Pradesh State Pollution Control Board under Air Act. All
vehicles operating for the Contractor, Supervision Consultants and PIU shall obtain Pollution
under Control (PUC) certificate.
 All required clearances are to be obtained from the Madhya Pradesh State Pollution Control
Board and the Mining Department for establishing quarries, borrow areas and crushers.
Contractor should submit copy of such clearances to EMPIU & IE before start of activities.
 Asphalt and hot mix plants will be located at least 500 m away from inhabited areas and
sensitive receptors such as school, hospital, temple etc. as well as 300 m from the road. A
written agreement with the land owner clearly specifying the terms and conditions of
opening, operation and closing activities of the Contractor must be part of the management
plan
 Pollution control devices such as cyclone separators /scrubbers shall be installed to control
emissions from hot mix plants, crushing units and concrete batching plants. Height of the stacks
shall be as per the statutory requirements.
 It will be ensured that all the construction equipment & vehicles are in good working condition,
properly tuned and maintained to keep emissions within the permissible limits and engines
turned off when not in use to reduce pollution.
Air Quality Monitoring. Apart from provision of the mitigation measures, air quality shall be monitored.
The monitoring plan shall be functional in construction as well as in operation stages. The frequency,
duration and responsibility will be as per the Environmental Monitoring Plan. The maximum desirable
limits as per the National Ambient Air Quality Standards are given in Annex-3.1 and the monitored
values should correspond with the table. All deviated results shall be reported to IE, for remedial
measures.
Operation Phase
87
Vehicular emission will be the principle source of pollution during operation stage. Quantitative
assessment for predicted level of pollutants concentration has been done using ISC-AERMOD, a
recommended model by USEPA for prediction of air quality from point, area and volume sources.
AERMOD is a long range dispersion model based on Gaussian dispersion which incorporates the
Pasquile-Gifford (P-G) dispersion parameters for estimating horizontal cross wind and vertical
dispersion. In ISC-AERMOD software, the line sources are characterized either are area
source or volume sources. After drawing the road alignment of particular traffic segment and putting
the information related to carriageway width, vertical dimension, source elevation, base elevation
and release height, the model converts the road alignment to volume source.
The model simulates the effect of emissions from continuous/variable volume sources on neighborhood
air quality. The model is an hour-by-hour steady state Gaussian model which takes into account special
features like Terrain adjustments, Gradual plume rise, Buoyancy-induced dispersion, Complex terrain
treatment, etc.
Emission Rate: Composite Emission factors were calculated to assess the contribution of the
vehicles in air emission based on the emission factors developed for Indian road conditions by
"The Automotive Research Association of India (ARAI)", Pune in its study for "Emission Factor
Development for Indian Vehicles" as a part of Ambient Air Quality Monitoring and Emission Source
Apportionment Studies under Air Quality Monitoring Project - Indian Clean Air Program (ICAP).
Composite Emission Factor (CEF) represent the various vehicular emission pollutant for different types
of vehicles (viz. two wheelers, three wheelers, Cars, Commercial vehicle, Buses etc.) used in India as
requirement of AERMOD.
Meteorological Data: The primary factors affecting transport and dispersion of pollutants are wind and
stability. The winds are caused by differences in pressure between areas of the atmosphere.
Differences in pressure cause air to move from high-pressure areas to low- pressure areas. Wind
speed can affect the pollutant concentration in a selected area. In general, the higher the wind
speeds, the lower the pollutant concentration. The winds dilute pollutants and rapidly disperse them
throughout the near areas. In the present case, meteorological data of winter season (January 2019)
generated through primary survey has been used for prediction of the impacts.
Prediction Results. Analyses of modeling results ascertain that the predicted level of
concentrations for all parameters along the project road in three homogeneous sections are within the
prescribed range. However, the pollutant concentrations and its spread (dispersion) increase
consistently with the increase in traffic volume. It can be observed from the isopleths that dispersion of
gaseous pollutants have wide geographical spread in comparison to the particulate matters, as the it
tends to settle down owing to gravitional forces. It may be inferred from the above isopleth that the
predicted concentration of pollutants is expected to decrease in the year of operation (2020) due to
construction of 2 -lane road. Thereafter, the concentration will gradually increase with the increase in
the traffic flow.
Caline 4 Model: Caline-4 has high applicability in Indian Scenario and is a

recommended model by USEPA for prediction of air quality from line sources like highway projects.
Quantitative assessment for predicted level of pollutants concentration has been done using Caline-4
Model Ver. 2011,
CALINE4 (Caltrans, 1989) is a fourth-generation line source Gaussian plume dispersion model that
predicts carbon monoxide (CO) impacts near roadways. Its purpose is to help planners protect public
health from the adverse effects of excessive CO exposure. The Caltrans publication, Transportation
Project-Level Carbon Monoxide Protocol (CO Protocol) recommends the use of CALINE4 when a
proposed transportation project requires a more detailed analysis than initial screening analysis. The
2011 version of caline-4 can also be used for prediction of NOxand PM10. Pollution Control
Authorities/ Regulatory Agencies in India using CALINE- 4 to predict the future air quality trends along
highways/roads from vehicular traffic for regulatory purposes.
88
CALINE-4 model employs a mixing zone concept to characterize pollutant dispersion in the proximity
of roadways. The model employs source strength, meteorology, site geometry and site characteristics
as input parameters and predicts pollutant concentrations for receptors located within 150 meters
either side of the roadways. The CALINE-4 model allows roadways to be broken into multiple links that
can vary in traffic volume, emission rates, height, width, etc. CALINE-4 is capable of specifying links
at heights above grade (z = 0), links as bridges (allowing air to flow above and below the link) and
links as parking lots (which should be defined by the user as having a height of zero). Also, unlike
CAL3QHCR, CALINE-4 is capable of analyzing the dispersion of pollutants in wind speeds of less than
1 m/s. in CALINE-4 the concentration at a point with coordinates (x,y,z) is calculated based on the
following equation:
Where:
C = Concentration of the pollutant in air [m/L3] Q = Rate of

chemical emission [m/T]
U = Wind speed in X direction [L/T]
óy = Standard deviation in y direction [L]
óz = Standard deviation in z direction [L]
y = Distance along a Horizontal axis perpendicular to the wind [L]
z = Distance along a vertical axis.
[L] H = effective stack height [L]
Emission Rate, Meteorological Data and Homogeneous Traffic Sections are same with that of
ISC=AERMOD model.
Receptors: The complete road alignment has been drawn with respect to UTM coordinates. A
set of link receptors were taken at various receptor locations within each section at a distance of 10 m,
30 m, 50 m, 100 m, 150 and 200 m both sides from edge of the carriageway to know the dispersion of
pollutant from the road.
Predicted Ground Level Concentrations: The prediction of maximum ground level concentration
on each road section has been carried out. The prediction for CO was conducted for 8-hourly
concentrations, whereas for NOX, SO2 and PM10, it was conducted for 24 hourly concentrations.
Predicted concentrations on four homogenous section of the Project for CO, NOX, and PM10 and
their spread around the road sections have been worked out and found well below the standard.
Prediction Results: Analyses of modeling results ascertain that the predicted level of
concentrations for all parameters along the project road in three homogeneous sections are within the
prescribed range. However, the pollutant concentrations are estimated to increase after 2030
within 30 m from the road edge. The tree plantation and habitat improvement activities included
in the project scope will help to check air pollution. Road signage at regular intervals to remind
motorists to maintain their vehicles and minimize fuel consumption may be posted. Raising awareness
amongst drivers on good driving practices to reduce fuel consumption and promote road safety
may also be carried out. As part of the routine maintenance works good riding conditions of the road
surface will be maintained to reduce dust and vehicular pollution.
Conclusions: In the existing scenario, due to lesser carriageway width, the average vehicle
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speed is low, which results in traffic congestions causing more exhaust gas emissions. In the post-
project scenario, improved road conditions and congestion free traffic movement will reduce emissions.
It is also expected that over the period, the fleet/fuel type will significantly improve contributing
significantly in emission reduction
Mitigation Measures
 Vehicular emission will be controlled through enforcement of laws and public
awareness. It will be ensured that all the vehicles have vehicular emission within the
permissible limits.
 Truck parking lay-byes and bus bays will be provided at required locations to
facilitate smooth traffic flow vis a vis reduce air pollution.
 Regular monitoring of ambient air quality at specified representative locations will be
conducted at fixed interval.
 Road side plantation along the road will act as sink of air pollutants. Pollution
resistant species, which can grow in high pollutants concentrations and absorb pollutants
will be planted as proposed under Greenbelt Development Plan
 The designed road surface will generate lesser dust due to the paved shoulders in
settlement areas.
 Improvement in road surface condition and traffic capacity will reduce the local
congestion in the built up areas and provide a smooth traffic flow.
 The net air quality impacts during the operation phase would be reduced after
widening and improvement of the project.
E. Noise Environment
Construction Phase
During the construction phase, noise will be generated due to movement of vehicles, and operation
of light & heavy construction machineries including pneumatic tools (hot-mixer, dozer, tipper, loader,
excavator, grader, scraper, roller, concrete mixer, generator, pump, vibrator, crane, compressor
etc.) that are known to emit sounds with moderate to high decibel value.
Noise generated from sources mentioned above will be intermittent and mostly during daytime.
Moreover, villages / settlements being mostly away from the road, no significant impact on local people
is apprehended, as the noise will generally die down by the time it reaches them. However, the
workers are likely to be exposed to high noise levels that may affect them.
Impacts: Increase in noise level due to construction activities like operation of construction
equipment & vehicular traffic.
Operation of construction machinery will lead to rise in noise level to the range between
80-95 dB(A). The magnitude of impact from noise will depend upon types of equipment to be used,
construction methods and also on work scheduling. Typical noise level of various activities
associated with highway projects is already presented.
General conclusion can be based on the types of construction work anticipated, the likely
equipment required and their associated range of noise levels. The construction noise is generally
intermittent and depends on the type of operations, location and function of the equipment and the
equipment usage cycle, it attenuates quickly with increases in distance. The noise level generated
from a source will decrease with distance as per the following empirical formula (inverse square law).
SPL2 = SPL1 - 20Log10(r2/r1)

90
Where, SPL1 and SPL2 are the sound pressure levels at distance r1 and r2 respectively.
Considering the stationary construction equipment as a point source generating 90 dB(A) at a

reference distance of 2 m, computed minimum distance required from the stationery source to meet the
permissible noise limits during day time for different land use categories are given in Table
From the above table it may be noted that residence within 113m from the road will be exposed to a
noise higher than the permissible limit. The impacts will be significant on construction workers, working
close to the machinery.
 Construction camp and temporary labour sheds will be located away from the
immediate vicinity of the construction sites and major road traffic.
 Protective gears such as ear plugs or ear muffs will be provided to construction personnel
exposed to high noise levels as preventive measure (Annex-8.10).
 Low noise construction equipment will be used.
 It will be ensured that all the construction equipment & vehicles used are in good working
condition, properly lubricated & maintained to keep noise within the permissible limits
and engines turned off when not in use to reduce noise.
 Stationary construction equipment will be placed 113 m away from inhabited areas.
 Stationary construction equipment will be placed 200 m away from the silence zones i.e.
educational institutions, medical amenities and religious places
 Construction activities carried out near residential area will be scheduled to the daytime
only so that minimum disturbances are caused to people.
 “Silence zones will be demarcated and road signs prohibiting the use of horns (No Honk
Zone) will be displayed at residential areas, sensitive locations and silence zones
 Noise barrier will be constructed in all educational institutions to minimize the impact of
traffic noise.
Noise Monitoring: The effectiveness of mitigation measures and further improvement in designs to
reduce the noise level due to construction and operation activity shall be monitored. The frequency,
duration and monitoring plan shall be functional in construction as well as in operation stages as per the
Environmental Monitoring Plan. Ambient Air Quality Standards with respect of Noise are given and the
monitored values should correspond with the table. All deviated results shall be reported to IE, for
remedial measures.
2. Operation Phase
The significance of operational noise impacts commensurate with the number of sensitive
structures and sensitive areas that exist along the project roads. As stated in chapter IV, the project
road is mainly passes through Land use pattern along the project road is mostly Agricultural (84.70%).
Other types are built-up (12.54 %) & Agricultural/ Built-up (2.76 %)After removal and shifting of the
directly impacted sensitive structures, the sensitive structures that will be remaining on either side of the
road which will be exposed to noise generated by future traffic plying on the improved road.
Source of Noise During the operational phase, movement of traffic, traffic congestion, pedestrian
interferences and increase in use of horns will be the prime source of noise. The noise levels at
nearby schools, religious place may cause nuisance and irritation.
*
Vehicle Noise and Road Surface Influence on Tire/Road Noise There are many sources of
noise when a vehicle travels down a roadway. Vehicle manufactures have made efforts to reduce
tire/road noise and drive train noise. If a vehicle is in a good operating condition and has a
reasonably good exhaust system, then the effect that power and drive train noise has on the overall
91
noise level will be negligible at moderate to high speeds. There is a “cross-over speed” where tire /
road noise begins to dominate the overall noise level of a vehicle. This speed lies in the range of
30-50 km/h for automobiles and 40-70 km/h for trucks [Sandberg 1992]. It has been found that the
noise level increases with the increase in the speed
*
U.S. Department of Transportation, Federal Highway Administration
Figure 12 Comparison of Noise Level Separated by Component
Prediction of Impacts. Long-term noise level increase was assessed with respect to the sensitive
10
7
receptors for the years 2015, 2020 and 2040 using the CRTN Model. Noise barrier has been
proposed in 16 educational institutions. List of sensitive receptors where noise barrier has been worked
7
out and found less than the desirable. CRTN predicts noise in terms of the L index, for the 18 hours
between 06:00 and 24:00. The equation
LAeq, 1h = 0.94 x LA10,1h + 0.77 dB was used to convert L10 to LAeq
(Abbot, P. G. and Nelson, P. M. Converting the UK Traffic Noise Index LA10,18h to EU Noise Indices
for Noise Mapping. Project Report PR/SE/451/02).
Input Parameters: Total vehicle flow for the projected period is obtained from the traffic projections.
Minimum design speed of 80 km/hr is considered for operation phase. Apart from that, year-wise % of
heavy vehicle, gradient, road surface, absorbent ground cover, distance from edge of the
carriageway and source / receiver height difference are the other input parameters.
Output: To reduce traffic induced noise, noise barrier in the form of solid boundary wall is proposed.
Height and length of the noise barrier and estimated reduction in noise level after construction of the
noise barrierand results of CRTN model is graphically presented and Noise Contours near the
sensitive receptors is for 5 sensitive receptors for the year 2015, 2020 and 2040.
in the year 2030, the value of noise at the receptor will increase substantially from the base year
(2015). However, to maintain the noise level at the receptors, the barrier height should be increased
by 0.5 m in the year 2030 (height 3.5 m) and further 0.5 m in 2040 (height 4.0 m). It is
recommended that the foundation of the noise barrier should be made in such a way that it can bear
the load of incremental heights in future, if required.
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Noise Barrier
To reduce traffic induced noise, noise barrier in the form of solid boundary wall is proposed for
sensitive receptors. The noise barrier wall shall be constructed by excavation of foundation, laying of
brick masonry wall, plastering and painting. It is also proposed to plant shade and flowering trees within
the boundary of the sensitive receptors, between the building line and the compound wall .Creepers
may be planted in consultation with the local forest officials to give an aesthetic look. Drawing of typical
noise barrier is given in Annex-8.25.
Various Noise Barrier Materials: Noise barriers are a necessary structure along the highway to
protect the sensitive receptors from excessive road noise. There are many different materials from which
noise barriers can be constructed such as brick, concrete, plastic, wood, mixed type(existing wall,top up
with dense fibre/polyethylenewall) higdensity fibre/polyethylene etc. Each of the materials used to
construct noise barrier has advantages and disadvantages both acoustically and aesthetically.
Several studies have been conducted to identify the noise barrier material that produced the
greatest noise reduction. It can be concluded from literature review that:
 Absorptive wall materials absorbed more sound energy than a standard reflective material
 Concrete noise abatement walls yields a mean insertion loss of 18.54 dB, which is maximum in
comparison to the other materials such as Fiberglass (17.35 dB), Wood (13.60 dB) Acoustic
Fabric Fence materials (11.62 dB), Earthen Berms (12.93 dB) etc.
However, keeping in view the policy of MPRDC and cost effectiveness, brick has been proposed as
a material for construction of noise barrier. In MPRDC – II, brick wall has been constructed as noise
barrier and effectiveness of the barrier is discussed in Section 4. In the year 2035, the noise level at
the receptor will increase more than 4 dB(A) from the base year (2015). Therefore, to maintain the
noise level at the receptors, construction of concrete wall may be considered in the year 2035.
Mitigation Measures
 Vehicular noise & use of horns will be controlled through enforcement of laws and public
awareness. It will be ensured that all the vehicles are using proper horn as per norms to
keep noise within the permissible limits.
 Silence zones will be demarcated and road signs prohibiting the use of horns will be
displayed at residential areas, sensitive locations and silence zones.
 Regular monitoring of noise level at specified representative locations will be conducted
at fixed interval.
 Roadside plantation with suitable species near sensitive receptors and inhabited areas will
result in partial noise attenuation.
 Maintenance of noise barrier
Noise Barrier installation under MPRDC projects

As part of the road up-gradation / improvements, MPRDC will constructed noise barriers at
selected sensitive receptor locations like schools, colleges, hospitals, temples among others
at various chainage along roads under EPC packages.
A study will be conducted by MPRDC to assess the effectiveness of such constructed noise
barriers and accordingly selected sensitive receptor locations, which are either on almost road
side or very close to road and have maximum exposure to traffic of the road for most hours
of the day were selected.
F. Flora
Construction Phase Impacts:

 Loss of flora due to felling of trees along the ROW
93
 No threatened species of flora is falling in the ROW of the project road
 Deposition of fugitive dust on pubescent leaves of nearby vegetation may lead to

temporary reduction of photosynthesis. Such impacts will, however, be confined
mostly to the initial periods of the construction phase and in the immediate
vicinity of the construction area.
 In the long term, compensatory afforestation and Green belt development will
enhance environment of the project area.
Felling of Roadside Trees: Efforts were made to minimize the number of trees to be felled.
Considering the need to minimize, concentric widening of existing carriageway (2-lane divided
carriageway with paved shoulder) is adopted for majority of the section Approximately number of trees
are counted required to be felled for the improvement of the road. However, this number may reduce
and actual number of trees to be felled can be determined only after the completion of joint inspection
with the Forest Department. Trees species abutting the project road mainly comprise of araam
(Mangiferaindica), babul (Accaciaarabica), ber (Zizyphusjujuba), gular (Ficusglomerata ), khakra or
chheola (B. Frondosa), mahuta (Bassialatifolia), nim (Meliaindica ) and papal (Ficusreligiosa), jamun
(Eugenia jambolana) occurs along the nala banks as also the khajur (Phoenix dactylifera). Girth-size
wise distribution of trees to be felled along both side of the road is worked out.
Mitigation Measures
 Avoid cutting the giant trees to the extent possible
 It shall be ensured that trees located outside ROW shall not be felled.
 The trees required to be felled shall be identified, marked and verified by Forest
department. Felling of trees shall be done only after obtaining Tree Felling
Permission from competent authority. No threatened species of flora is reported in the
ROW. The trees planted along the roads are common in distribution and found throughout
the region.
 Roadside Plantations: To mitigate the adverse impact due to the felling of the roadside
trees plantations shall be done. One row of tree shall be planted on both sides of the
project road outside drain line where space is available. In urban sections, 23 m to
25 m ROW has been proposed to minimize social impact, where no space is available
for plantation.
Total length of the project road is 11.380 Km and effective length available for plantation will be
worked out by PIU-MPRDC has an arrangement with the Forest Department to plant the trees. In
MPRDC per km 200 trees (10 m interval on either side) will planted and the same system will be
followed in MPRDC.
The Madhya Pradesh Preservation of Trees Act, 1976 shall be abided. Trees in non-forest/
agriculture land shall be felled only after obtaining permission from competent authority.
* I – Insects, B – Birds, M – Mammals
 The plantation shall be maintained for 5 years. Dead saplings shall be replaced to maintain the
survival percentage of 90%.
 Horticultural trees such as Mango, Custard Apple, Papaya, Pomegranate etc. may be
distributed to farmers in affected villages freely as part of Corporate Social Responsibility
(CSR) to compensate the loss of horticultural trees in the area.
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 To enhance the visual and landscape near water bodies, plantation is suggested. Species such
Terminalia arjuna, Syzigium cumini etc. and flowering plants such as Champa, Jasmine, Rose
etc. can be planted.
 Oil seed species / Bio fuel trees species such as Pongamia Pinnata, Azadirachta Indica,
Simarouba Glauca, Madhuca Indica / Latifolia, Calophyllum Inophyllum also suggested for
Plantation
 Native indigenous trees species shall be used as far as practicable, strictly avoiding any
exotic (but popular) species like Eucalyptus sp. that can have far- reaching adverse effects on the
ecology and water regime of the area.
 Soil erosion shall be checked by adopting bio-engineering measures.
 Construction camps shall be located away from Forest areas and movement of labours shall be
monitored by Independent Engineer and Contractor.
 LPG/ Kerosene shall be provided by the Contractor for cooking.
 The impact on flora will be concentrated within the ROW of the road and cutting of trees or
clearing of vegetation outside ROW shall be strictly prohibited.
Operation Phase
Impacts: Illegal felling of road side plantation
 Plantation along the ROW will be maintained properly
 Plantation along the ROW will be protected from illegal felling
G. Fauna
Construction Phase
Impacts:
 Wildlife can survive if the landscapes they live in remain intact. The clearing of land and felling
of trees will directly cause loss of habitat to avifauna and wildlife dwelling in the area.
 There are no National Parks or Wildlife Sanctuaries within 10 km radius of the proposed road.
There will be no direct impact on Protected Areas or wildlife habitat due to the project.
 The proposed project does not involve diversion of forest land
 The domestic fauna in the area will also face problem in movement due to construction activity.
Mitigation Measures
 The Contractor shall ensure that all the people at construction site abide by the law prohibiting
hunting of wildlife. Poaching will be strictly banned and any incidence of poaching of wildlife by
workforce shall be reported to the Forest /
 Wildlife Department
 All staff / workers will be instructed not to chase or disturb if any wildlife seen near the project
area. The incidence of sighting wildlife near project site should be reported to Forest
Department.
 Noise will be kept under control by regular maintenance of equipment and vehicles.
Noisy activity shall be prohibited during night time.
 Trees located outside ROW will not be felled.
 Implementing sediment and erosion controls during construction will minimize adverse Impacts
of water bodies. Construction activity will be avoided near water
 bodies during rainy season.
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 Existing and proposed culverts and minor bridges along the project stretch will facilitate the
movement / crossing of wildlife in the area.
 Plantation of fruit bearing species will support the future demand of the fauna dwelling in the
project area. It will provide additional habitats to avifauna dwelling in the area.
 Impact on availability of fodder due to loss of trees and agricultural area shall be negligible on
domestic fauna.
 Overall the impact will be insignificant on fauna of the project area.
Operation Phase
Impacts:
 Effect on aquatic fauna in case of accidental oil spill & toxic chemical release find its way into
the water bodies.
 Illegal felling of road side plantation
 Contingent actions will be taken for speedy cleaning up of oil spills, fuel and toxic chemicals in
the event of accidents
 Plantation along the ROW will be protected from illegal felling
H. Protected Area
The project road Chhapiheda-Nalkheda road does not pass through any Wildlife Sanctuary/ National
Park / Biosphere Reserve. No protected area is located within 10km radius of the project area. Hence,
there will be no impact on protected area
I. Reserved Forest
The proposed project does not involve diversion of reserved forest land. Hence, there will be no impact
on reserved forest
J. Induced and Cumulative Impact
According to the ADB Environment Safeguards Sourcebook cumulative impact is described as:
“The combination of multiple impacts from existing projects, the proposed project and anticipated future
projects that may result in significant adverse and / or beneficial impacts that cannot be expected in the
case of a stand-alone project.” The sourcebook also describes induced impacts as: “Adverse and / or
beneficial impacts on areas and communities from unintended but predictable developments caused by
a project, which may occur at later or at a different location.
Economic activities supporting transport like fuel stations, automotive repair shops, lodging, and
restaurants are expected to increase with increase of traffic and induce development in the
project area. Increase in agro-industrial activities are also expected to take advantage of improved
access to urban centers where there are higher demand and better prices for agricultural products. The
project area has good infrastructure for industrialization. Hence the project will accelerate industrial
activities and induce development significantly. Further the increased industrial activities will
significantly reduce migration. The improved road will provide better connectivity and result in (i)
Reduction in travel time (ii) better mode and frequency of transport (iii) access to quality health care
facilities, educational and other infrastructural facilities (iv) enhanced tourism activities in the area and
state which in many terms will boost the local economy (v) better investment climate for industries
creating more employment opportunities to local people.
In terms of environment safeguard issues the improved road surface is expected to result in less dust
and noise due to traffic plying on the damaged roads. However, the increased traffic due to the
improved road will generate more air pollution due to vehicle exhaust and noise. The smoother road
conditions will also result in increase of traffic speeds, hence creating more risks for accidents amongst
traffic users as well as the local communities in the project area. Improvement in local economic
96
conditions can also result in unorganized and illegal establishment of settlements and businesses along
the roads creating new problems of waste and pollution. To address these potential problems relevant
local authorities will have to monitor developments and strictly enforce rules.
For addressing the impacts of air pollution and noise, regular maintenance of the road surface,
maintenance and monitoring of newly planted trees, noise barriers have been included in the EMP for
implementation during operation stage. For addressing safety related impacts, regular maintenance of
the road furniture including safety related furniture, has been included in the EMP for implementation
during operation stage. Relevant local authorities will need to monitor developments locally and strict
enforce rules on location for establishment of new business and houses along the improved road.
Information on other development projects in and around the project area was not available. Hence, it
is difficult to assess cumulative impacts from other projects which may get implemented in the project
area.
K. Climate Change Impacts and Risks
Further the increased industrial activities will significantly reduce migration. The improved road will
provide better connectivity and result in (i) Reduction in travel time (ii) better mode and frequency of
transport (iii) access to quality health care facilities, educational and other infrastructural facilities (iv)
enhanced tourism activities in the area and state which in many terms will boost the local economy
(v) better investment climate for industries creating more employment opportunities to local people.
In terms of environment safeguard issues the improved road surface is expected to result in less
dust and noise due to traffic plying on the damaged roads. However, the increased traffic due to the
improved road will generate more air pollution due to vehicle exhaust and noise. The smoother
road conditions will also result in increase of traffic speeds, hence creating more risks for accidents
amongst traffic users as well as the local communities in the project area. Improvement in local
economic conditions can also result in unorganized and illegal establishment of settlements and
businesses along the roads creating new problems of waste and pollution. To address these potential
problems relevant local authorities will have to monitor developments and strictly enforce rules.
For addressing the impacts of air pollution and noise, regular maintenance of the road surface,
maintenance and monitoring of newly planted trees, noise barriers have been included in the EMP for
implementation during operation stage. For addressing safety related impacts, regular maintenance of
the road furniture including safety related furniture, has been included in the EMP for implementation
during operation stage. Relevant local authorities will need to monitor developments locally and strict
enforce rules on location for establishment of new business and houses along the improved road.
L. Social Impacts
Educational, Medical and Religious Properties
Impacts: Roadside amenities, religious and cultural properties generally include:

 Educational institutions (schools & colleges)
 Medical amenities (hospitals & health centers)
 Religious properties (temples, mosques, Church etc.)
In few cases the impacts will be total (e.g. the main structure has to be demolished), and in few cases
the impacts will be partial (e.g. only boundary wall and/or part of the structure has to be demolished)
depending on the distance of the structure from the road.
 Fully affected structures will be relocated
 Affected utilities like electrical transmission lines, telephone lines, water pipelines,
97
petrol pumps etc. will be suitably shifted by the concerned departments.
M. Steps for Minimizing Adverse Impacts

Social impacts were minimized to the extent possible. The following steps were followed to minimize
social impacts and in particular impacts on very congested areas and sensitive structures (i.e. clusters,
community and religious structures). The Social team working in the field, weighed up the
alternative alignment options proposed by the Survey and Engineering team and this field information
were shared and discussed with engineering design team, to avoid or minimize adverse impact on large
number of households. Moreover, local level consultations regarding the impact of widening of the road
and in particular its impacts on sensitive sites were conducted and alternative suggestions offered by
road residents were considered. In response, the engineering team considered various options. These
minimization efforts resulted in:
 Potential displacement avoided by modifying the alignment;

 Fixing the speed in the built up areas including schools and hospitals as per local needs and
problems of the people;
 deciding the rural and settlement location road cross-sections based on field surveys and
likely impact on the people; and
 Evolving Community consensus on shifting the existing community properties and religious
structures.
N. Rehabilitation and Resettlement

No any Rehabilitation and Resettlement of any structure has been done in this project road.
O. Employment and Trading Opportunities

It is estimated that a substantial construction personnel including skilled, semi-skilled and unskilled
laborers employed by various contractors will work at site during the peak period of construction phase.
Since most of sizeable labour force will be drawn from neighborhood, no change in demographic profile is
anticipated. Only for a few skilled personnel, brought to site from outside the locality, proper housing/
accommodation would be provided in the construction camps. Due to employment opportunities, some
competition for workers during construction phase is therefore anticipated.
The construction materials like stone chips and sand will be procured locally from identified quarry
sites. The other important materials like cement, steel will be procured through various local sources.
Thus there is a possibility of generation of local trading opportunities, though temporary.
 Most of the unskilled construction laborers will be recruited from the local areas to create some
employment opportunities and sense of wellbeing among local people. This will also reduce
social tension of migration.
 Some of the construction materials like stone chips & sand will be procured locally. Thus there is
a possibility of generation of local trading opportunities, though temporary.
P. Migration
From the view point of employment of migrant skilled workers the project is small. Therefore no social
tension is expected due to very small number migrant skilled workers. As the construction phase has a
very short time span in comparison to the operation phase, it would not have any long term effect.
Moreover the different groups of people engaged in different construction activities will leave the place
after specified time span.
Q. Construction Camp
Impacts:
 Influx of construction work-force & supplier who are likely to construct temporary tents in the
vicinity
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 Likely sanitation & health hazards & other impacts on the surrounding environment due to
inflow of construction labourers
 Generation of solid and liquid waste from construction camp
 Temporary construction camps at designated & demarcated sites with adequate sanitation,
drinking water supply & primary health facilities.
 Proper accommodation will be provided in the locality for the migrant construction engineers &
officers.
 Most of the construction work is labour intensive. As most of the job will be done by contractors,
it will be ensured that the contractor's workers are provided with adequate amenities, health &
sanitation facilities in the camp by the contractor. Such facilities shall include potable water
supply, sanitary facilities, solid waste collection & disposal system, primary health facilities, day
care facilities and temporary electrification (if possible). (Annex-8.2)
 It will be ensured through contract agreement that the construction workers are provided fuel for
cooking to avoid cutting of trees for fuel wood from the adjoining areas.
 Domestic as well as the sanitary wastes from construction camp will be cleared regularly
Waste Management
 The Contractor should provide separate garbage bins in the camps for biodegradable, non-
biodegradable waste and ensure that these are regularly emptied and disposed-off in safe
and scientific manner.
 The disposal of kitchen waste and other biodegradable matter will be disposed in approved
landfills through arrangement with local civic bodies
 Noon-biodegradable waste like discarded plastic bags, paper and paper products, bottles,
packaging material, gunny bags, metal containers, strips and scraps of metal etc. and other such
materials will be sold /given out for recycling
or disposed in approved landfills through arrangement with local civic bodies.
 No incineration or burning of wastes should be carried out.
 Effluent treatment system like septic tank with soak pits provided for toilets
should be sited, designed, built and operated in such a way that no health hazard
occurs and no pollution to the air, ground or adjacent watercourses takes place.
 Soak pits must be provided to collect waste water from bathrooms and kitchen.
 Septic tank must be provided for toilets and the sludge should be cleared by
municipal exhausters.
R. Occupational Health and Safety

Impacts: Health & safety related problems to construction workers due to inadequate health &
safety measures
 Adequate safety measures complying with the occupational safety manuals will be adopted by the
contractor to prevent accidents/hazards to the construction workers
 A road safety, traffic management and accident management plan is to be prepared by the
Contractor prior to the start of the construction activity
 Periodic health check-up of construction workers will be done by the contractor
 Personal protective equipment will be provided to the construction workers (Annex-8.10)
S. Road Safety
1. Construction Phase
Impacts: Increase on incidence of road accidents due to disruptions caused in existing traffic movements
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 Proper traffic diversion and management will be ensured during construction at the intersections
and construction areas. Proper warning signs will be displayed at the construction sites (Annex-
8.9)
 Reduction of speed through construction zones
2. Operation Phase
Impacts:
 Impacts on human health due to accidents
 Damage of road due to wear & tear
 Semi-rigid type / rigid type / flexible type safety barriers shall be provided on the high
Embankment Section (where the height of embankment is more than 3.0 m) and along the
horizontal curve having radius up to 450m for complete length including transition and 20m further
before and after.
 Rigid Type such as Concrete Crash Barriers shall be provided on the bridges, isolated structures
and its approaches.
 Three types of Road signs shall generally be provided (such as Mandatory / Regulatory,
Cautionary / Warnings, and informatory signs.
 Locations of Signs shall conform to IRC:67-2012 and Section 800 of MoRT&H Specifications.
 Periodical inspection of the road will be conducted to detect anomalies in pavement
 Disposal of solid waste/ municipal waste along the side of the road should be avoided. The
accumulated wastes should be disposed at approved landfill sites. Where such sites are not
available within reasonable lead distance, MPRDC
 should encourage the local municipal / panchayat authorities to identify and develop new landfill
sites away from the project for disposal of solid wastes
 The ambulance services to transport serious cases to the district hospital will be introduced and
maintained so that serious accident cases can be transported immediately to the nearest district
hospital
T. Positive & Beneficial Impacts
1. Construction Phase
 Employment opportunities due to recruitment of local labourers
 Trading opportunities due to procurement of some construction materials locally
 Clean up operations, landscaping and plantations
2. Operation Phase
 Increase in road traffic & transportation activities due to faster accessibility
 Time saving due to faster movement of traffic
 Fuel saving due to faster movement of traffic
 Reduction of air pollution
 Reduction of number of accidents
 Reduction of vehicle operating cost
 Better facilities to road users e.g. bus bay, truck lay-byes etc.
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VII. PUBLIC CONSULTATION
A. Approach of Public Consultation Meeting

230. Well planned public consultation meeting can lead to reduced financial risks of time and
cost over-run, legal disputes, and negative publicity, direct cost savings, increased market
share through good public image, and enhanced social benefits to the affected local
communities. Public Consultation Meeting (PCM) provides an opportunity for the general
public, private and community bodies to know the environmental and social impacts as a
result of project implementation. Thus, the meeting is held open to all general public who are
concerned with the project during the initial stage. Major purpose of the public consultation of
environmental issues in the IEE study is to appraise the stakeholders on potential
environmental impacts and collect their feedback so that adequate safeguards can be
considered during the planning phases.
B. Methodology
231. Arrangement: Major settlements located close to project roads were selected for
conducting public consultation. Venue for the meeting was fixed at local schools in agreement
with the school administration. Affected communities and potential stakeholders such as local
residents, panchayat ms, school teachers etc. were invited to attend the meeting. Effort was
made to make the gathering representative of the local population directly or indirectly
affected by the potential impacts. During the meetings, no person is prevented from entering
and /or leaving the PCM as he / she shall so desire.
232. Discussions, Questions and Answers: In the meeting, the participants were explained the
proposed improvement proposal and potential environmental impacts due to the project.
Thereafter, a session for question and answer was kept to facilitate interaction with the
stakeholders, exchange of information, & direct communication and collect their opinion on
the environmental issues.
233. Collection of Feedback: A feedback questionnaire in local language (Hindi) has been
prepared and distributed among the participants at the end of the meetings .Participants were
encouraged to provide their opinion through the feedback questionnaire, however it was kept
voluntary. Some of the participants could not fill the form as they could not read or write. The
issues broadly covered in questionnaire included the following topics
1. Disturbance due to present traffic scenario with respect to environmental pollution
and road safety
2. Anticipation of disturbance due to the improvement proposal with respect to environmental
pollution and road safety
3. Expectation on road safety measures in the improvement proposal
4. Accidents and conflicts involving wildlife, if any
5. Preference of avenue trees, if any
234. Record of the Meeting: General information of the participants such as Name, gender,
and name of the village the participant belongs to along with their signature was recorded
during the public consultation meetings. Registration was kept voluntary. With exception of
few isolated cases, almost all of the participants registered themselves.
C. Meeting Schedules and Venue

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235. The public consultation meeting schedule for the project road in provided in Table-56.
Table 47 Public Consultation Meeting Schedule
CHHAPIHEDA-NALKHEDA ROAD
S.NO NAME OF THE ROAD VILLAGE DATE MALE FEMALE TOTAL

1 CHHAPIHERA-NALKHEDA
ROAD NANDANI JAGIRI 19-04-2019 18 2 20
KHATA KHEDI 19-04-2019 17 2 19
TOTAL 35 4 39
Figure 13 Photographs of Public Consultation
At Kandoli Ch- 3+900

At Khata Khidi Ch- 1+410
At Nandani Jagiri Ch-6+300

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At Nandani Jagiri Ch-6+320 At Nandani Jagiri Ch-6+360
D. Analysis of Collected Feedback

1. Stakeholders and women participants
236. A total of 39 stakeholders participated in 2 public consultation meetings. Meeting at
Government Primary School, Nandani Jagiri had the highest number of participants
including women participants. Gender-wise distribution of participants is provided in Table-
54.
Table 48 Gender wise Distribution of Participants in PCMs

KHATA KHEDI 19-04-2019 17 2 19
TOTAL 35 4 39
Providing written opinion on environmental issues was kept voluntary in the public consultation
meetings.
2. Perception on Noise Pollution Issues
About 90% respondents felt that traffic induced noise pollution could be disturbing. This may
be attributed to the fact that the road at present has very high traffic. About 70% respondents
scaled present traffic noise as highly disturbing while another 9% viewed it as moderately
disturbing. It may be interesting to note 48% of the respondents expected the traffic volume to
further increase after project implementation but about 43% of them expected reduction in
noise level due to smoother vehicular flow due to improved road conditions. However,
5 . 6 % respondents anticipated increased noise level to be high or moderate after project
implementation due to increased traffic flow. The respondents, at large expected honking
noise to be less after the project implementation. About 70% respondents opined the honking
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noise a menace at the present conditions but only 29% of them apprehended high or moderate
level of honking noise in post project scenario.
3. Perception on Air Pollution Issues

237. About 88% of the respondents felt that traffic induced air pollution could be disturbing.
Further, about 77% respondents scaled present air pollution due to vehicular emission are
either highly or moderately disturbing while about 69% respondents viewed menace due to
dust pollution is high or moderate.
238. Only 6.5% respondents said air pollution may have contribution from sources other than
vehicular pollution and could not name them. Many respondents said the gases from the
open drains, dumping of municipal waste on road shoulder and especially burning of wastes
on the road edges contribute significantly to the air pollution.
239. It is noteworthy that only about 16 % of the respondents expected improved air quality
after project implementation due to better road conditions while about 1.5% of them could not
anticipate any change in air quality in future with respect to the present condition. However,
majority (80%) of the respondents anticipated air quality to deteriorate due to increased traffic
flow in post project scenario. The perception about dust pollution due to traffic movement in
post project scenario was upbeat by 10% in comparison to the existing conditions due to
improved road conditions.
4. Perception on Road Safety Issues
240. About 60.3% participants opined that the project road at the present condition is accident
prone and requested for its improvement. Further, about 20% of the participants feared that
construction period may lead to further increase of accidents and adequate safety measures
must be enforced.80% of the respondents wanted pedestrian crossings at important junctions
and popular movement locations like schools, hospitals and temples etc. while 78% of them
felt speed breakers are required at these locations to avoid accidents. The respondents
shared their concern that the present road signage is insufficient and the proposed
improvement proposal should provide proper road signage (60%). Many of the participants
viewed that the dumped municipal waste and construction debris on the road shoulders at a
few locations are also a threat to the road safety, especially during the night time.
5. Perception on Ecology and Biodiversity Issues

241. Only 4.4 % participants reported sighting of wild animals in the project area. Out of them
1.2 % said prevalence of sighting is low, while remaining 3.2 % respondents said the sighting
is very rare. Only about 2 % respondents reported that they experienced crop damage by
some time or other by wild animals.
242. Accidents involving wildlife is reported about 1.5 % participants while injuries to human
life by wild animals are reported to be unknown. No wildlife accident spots were identified by
the participants. Participants reported that major wildlife observed in the project area involves
rabbit, wild boar and snakes. Participants opined that shady and fruit being trees like mango,
neem and pipal should be selected for avenue plantations
E. Outcome of the Public Consultation Meeting
243. The following are the major points of concern of the participants of PCM:
 Stakeholders are concerned about the existing traffic noise and anticipate that increase of traffic
flow may lead to increased noise level after project implementation.
 Majority of the stakeholder are concerned with the existing air emission by the present traffic but
their opinion in post project scenario is fragmented to a considerable extent.
 Majority of the stakeholders are agreed that the road is accident prone and needs immediate
104
improvement.
 Pedestrian crossing, proper road signage and speed control measures are the most sought after
road safety measures by the stakeholders.
 Stakeholders considered dumping of waste and debris on the edge of the carriageway as
a safety threat and requested the project authorities to take measures against such offenders.
 Stakeholders considered burning of waste at the edge of the road is adding up with the vehicular
emission only to worsen the air quality.
 Accident involving wildlife and man-animal conflicts are reported to be absent, and incidents of
crop damage by wild animals are reported by very few respondents.
 School authorities and citizens at large are in favour of introducing speed restriction near
the schools.
 Boundary wall acting as noise barriers along the school premises are welcomed by all of the
participants. The stakeholders felt construction of boundary will also provide the security to the
students and should be implemented before the start of construction activity to safeguard the
students from construction noise.
 Participants requested for trees with large crown areas such as Banyan (Ficus Sp.) and other
fruit bearing trees, especially Neem and Tamarind should selected for Avenue plantation.
 Participants at large requested for upgradation of existing bus shelters and installation of
water tank near bus shelters. The maintenance of these assets should be vested with the project
implementing authorities as panchayats often does not have enough resources all the times for
its upkeepment.
F. Consultation in Religious Places

244. To assess the requirement of noise barrier in the religious places along the project road,
consultations with stakeholders were carried out. Local devotees, temple owner or trustees
and devotees visiting the temples were informed about the impending development.
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VII. ENVIRONMENTAL MANAGEMENT PLAN
A. INTRODUCTION
245. Environmental Management Plan (EMP) is the key to ensure a safe and clean environment. The desired results from the environmental mitigation
measures proposed in the project may not be obtained without a management plan to assure its proper implementation & function. The EMP envisages the
plans for the proper implementation of management measures to reduce the adverse impacts arising out of the project activities.
B. STAGE WISE ENVIRONMENTAL M ANAGEMENT MEASURES
246. The EMP includes a list of all project-related activities at different stages of project (design & pre-construction stage, construction stage and operation
& maintenance stage), remedial measures, reference to laws/ guidelines, monitoring indicators & performance target and a clear reporting schedule. The
EMP sets a time frame to all proposed mitigation and monitoring actions with specific responsibility assigned to the proponents, the contractors and the
regulatory agencies to implement the project and follow-up actions defined. Stage wise management measures are tabulated below:
Table 49 Stage Wise Environmental Management Plan
Environmental Remedial Measures Reference to laws/ Location Monitoring Monitoring Institutional Responsibility
Issues/ Component guidelines Indicators (MI) / Methods Implementatio Supervision
Performance n
A. DESIGN AND PRE-CONSTRUCTION STAGE Target (PT)
1. Alignment
Environmental Management Plan Chapiheda- Nalkheda Road
Performance n
1. Alignment
1.1 Pavement  Soaked CBR value of sub Design requirement Roadside drains MI: Design and Review of detail Design MPRDC
damage and grade is recommended to be Roadside drains number of cross design Consultant
inadequate 15 %. IRC:37-2012 shall be provided on and side drains, documents &
drainage provisions  IRC: 58-2015 both sides of the slab/box culverts, drawings and
Overloading to be checked
in habitat areas embankment. and Hume pipes comparison
 Raised embankment and
In urban sections with site
provision of roadside drainage to
lined drains with PT: Design and conditions
prevent numbers are in
footpath has been
 damage to pavement due to accordance with
proposed for safety
water logging on the road and site needs
reasons. For rural
also inconvenience caused to areas, the drains
 Provision of adequate no. of have been proposed
cross drainage structures. as open and
 Increase (vent and height) in trapezoidal with
waterway of existing 2(H):1(V) side slope
structures. as per IRC: SP: 73-
 Roadside drains have been 2015 (Clause 6.2.4).
proposed with suitable outfalls. The minimum bed
The Length of PCC V- Shape width and depth of
drains along the project is flow at starting
1.600m on either side. section shall be 500
(i.e. 2 x 0.800 = 1.600m ) mm and 300 mm
 Considering the adequacy and respectively.
hydrological requirements,
For list of bridges,
some additional culverts and
of Chapter-2 of
replacement of some culverts IEE Report
have been proposed.
 6 culverts proposed to be
widened+Repair and strength
 12 culverts proposed for
reconstruction
107
Performance n
1. Alignment
1.2 Safety along  The project road is having Design requirement Horizontal Curve: MI: number and Review of Design MPRDC
the proposed substandard horizontal Please refer location of Semi- design Consultant
alignment geometry in some sections. 3 Vertical geometry Annexure-1.2 of rigid type / rigid documents and
No.Horizontal curve having will be based on Volume-II Design type / flexible drawings and
radius less than 200m with a IRC- SP:73-2015 Report type safety comparison
design speed of less than the barriers, warning with site
minimum 80 kmph stipulated in IRC:SP:84-2014 Vertical Alignment: sign boards conditions
code along the project road. To IRC SP 87 2013 Please refer
improve safety of road users, IRC: 37-2012 Annexure-1.3 of PT: numbers
realignment have been
Volume-II Design and location are
considered at two locations as
part of geometric improvement Report in accordance
with site needs
 Safety barriers shall be
provided on the high
Embankment Section (where
the height of embankment is
more than 3.0 m)
 Provision of retro-reflective
warning sign boards near
school, hospital and religious
places
 Highway lightings including high

masts will be provided at
intersections in order to improve
the night time visibility. All the
built up locations as well
Underpasses has been
proposed lighting arrangements.
 Signs and marking viz., cat‟s

eyes, delineators, object
markers, hazard markers,
safety barriers at hazardous
locations .Horizontal and
vertical geometry as per IRC
Performance n
1. Alignment
Specification
2. Natural Hazards
2.1 Flooding /  Provision of adequate Design requirement Entire stretch MI: Design and Review of Design MPRDC
Water- number of CD structures. numbers of cross & design Consultant
Logging Additional culverts have been side drains, documents
slab/box and
proposed. culverts Hume drawings and
pipes, road comparison
 All CD structures designed for embankment with site
50year HFL return period and height, design and conditions
bridges designed for 100 year number
HFL return period of bridges
 Water ways of bridges and PT: Design and

culverts have been increased. numbers are in
accordance with
 Roadside drains also provided site needs
 Embankment height raised along

low lying/ potential water logged
areas
 Improvement in existing
culverts/ Bridges to increase
their carrying capacity.
109
Performance n
1. Alignment
3. Loss of Land and Assets
Issues/ Component guidelines Indicators (MI) Methods Implementatio Supervisio
/ Performance n n
3.1 livelihood loss  Road improvement work to The Right to Fair Throughout the MI: Payment of Check LA MPRDC & MPRDC
Target (PT)
to affected persons be accommodated within Compensation and corridor compensation and records; implementing
available ROW to the extent Transparency in assistance to design NGO
possible. Land Acquisition, PAFs as per RAP drawings vs
Rehabilitation and land plans;
 Social Impact Assessment and Number of
Resettlement Act,
Resettlement Plan to be
2013. complaints / Interview with
undertaken as per National
grievances affected
Policy and ADB‟guidelines.
and related to persons
 Complete all necessary land and compensation
property acquisition procedures ADB‟s Involuntary and resettlement Check status
prior to the commencement of Resettlement Policy. of employment
civil work. PT: Minimal given to local
Contract Clause for number of people during
 Adhere to the Land preference to local complaints / construction
4. Felling of Trees Acquisition procedures in people during grievances. All
accordance to Entitlement
4.1 Loss of trees   Forest
Geometric adjustments made employment. Throughout the cases
MI: of
Number and Review final - Design MPRDC
Framework.
to minimize tree felling &
4.2 Loss of habitat corridor resettlement
location of and design. Consultant
of avifauna Conservation rehabilitation if
geometric Check (incorporated Forest
 Compensation
Tree clearing andwithin ROW Act,1980
Total number of any are resolved
adjustments budget in DPR), Departmen
assistance
would be asonlyper project
those required affected trees=347 made
at GRC tolevel.
avoid No provision for - Contractor t
Resettlement Action Plan or to  The Madhya
for enabling construction
(RAP) LHS: 207 casecutting,
tree referred to additional (joint
reduce accident. Pradesh
RHS: 140 arbitrator
budget amount
or court. plantation. inspection,
Preservation of
 Income
Trees torestoration
be felled as perbe
shall RAP allocated for marking of
Trees Act,
clearly marked. 1976 additional trees, follow
 Preference in employment and
plantation up for
petty contracts during
 construction
Obtain tree felling permission clearance)
from State Forest Department PT: - MPRDC &
 to affected persons
5. Shifting of Utilities Unnecessary Forest
 Tree felling is to proceed tree felling Department
only after
Constitute all theRedressal
Grievance legal Cell along the
(GRC)requirements
as per RAP including project road
attaining of In-principle and avoided;
Formal
Budget allocation
Performance n
1. Alignment
5.1 Disruption of  All telephone and electrical Project requirement Throughout the MI: Number of Interaction with Contractor/ MPRDC / IE
utility services poles/wires and underground corridor complaints from concerned MPRDC /
to local cables local people, utility Utility
community number, timing authorities company
 should be shifted before start
and type of and local
of construction in any
notifications public
construction zone
issued to local
 Bore wells, water supply people, time
pipelines and hand pumps taken to shift
located within the utilities
 proposed RoW should be PT: No. of

shifted before start of complaints
construction in any should be 0.
construction zone Effective and
timely
 Necessary permission and notification.
payments should be made to Minimal time for
relevant utility service
utility shifting
agencies to allowquick shifting
and restoration of utility
services
 Local people must be

informed through appropriate
means about the time of
shifting of utility structures and
potential disruption of services
if any
B. CONSTRUCTION STAGE
111
Performance n
1. Alignment
1. Air Quality
1.1 Dust Generation  Transport, loading and - MORT&H Throughout project MI: PM10 level Standards Contractor MPRDC / IE
due to construction unloading of loose and fine Specifications for corridor measurements CPCB
activities and materials through covered Road and Bridge Complaints methods;
transport, vehicles. works from locals due Observations;
storage and - The Air to dust Public
 Paved approach roads.
handling of (Prevention and consultation;
construction  Storage areas to be located Control of Pollution) PT: PM10 level< Review of
materials downwind of the habitation area. Act, 1981 and 100 µg/m 3; monitoring data
- Central Motor Number of maintained by
 Water spraying on the unpaved and complaints contractor
haulage roads and other dust Vehicle Act 1988 should be zero.
prone areas. -
 Provision of PPEs to workers.
Performance n
1. Alignment
1.2 Emission of  Regular maintenance The Air Batching & Asphalt MI: Levels of HC, Standards Contractor MPRDC / IE
air pollutants of machinery and (Prevention and Mixing Plants, Hot SO2, NO2, and CPCB methods
(HC, SO2, NO2, equipment. Control of Mix Plant, CO. Status of
CO etc,) from  Contractor to submit
Pollution) Act, Crushers, DG sets PUC certificates Review of
vehicles and use PUC certificates for all 1981(Amended locations monitoring data
of equipment and vehicles / equipment / 1987) and Rules PT: To keep maintained by
machinery machinery used for the 1982; SO2 and NO2 the Contractor
project and maintain a levels less than
record of the same
during the contract 80ug/m 3.
period. PUC certificate
of equipment
 Batching, W MM, HMP and and machinery
crushers at downwind is up to date
(1km) direction from the
nearest settlement.
 These plants shall be used

after obtaining consent to
establish & consent to
operate from SPCB
 Only Crushers licensed by the

SPCB shall be used
 Hot mix plant should be fitted
with dust extraction unit
 SPM value at a distance of 40m

from a unit located in a cluster
should be less than 500 g/m 3.
The monitoring is to be
conducted as per the
monitoring plan.
 DG sets with stacks of

adequate height and use of
low sulphur diesel as fuel.
113
Performance n
1. Alignment
 LPG should be used as fuel
source in construction camps
instead of wood
 Air quality monitoring as per

Environmental Monitoring
ProgramContractor to prepare
traffic management and dust
suppression plan duly
approved by IE & MPRDC
2. Noise
Performance n
1. Alignment
2.1 Disturbance to  All equipment to be timely serviced Legal requirement Throughout MI: day and night As per Noise Contractor MPRDC / IE
local residents and properly maintained. Noise Pollution project Noise levels. rule, 2000
and sensitive  Construction equipment and (Regulation and section Number of
receptors due to machinery to be fitted with silencers Control) Rules, especially at complaints from Consultatio
excessive noise and maintained properly. 2000 and construction local people n with local
from  Only IS approved equipment shall amendments sites, residential people
construction be used for construction activities. Thereof; and identified PT: Zero
activities and  Near school, noisy construction sensitive complaints or no Review of
operation of activities shall be carried out after locations. repeated noise level
equipment and closing of school and in the complaints by local monitoring
weekends / holidays only Refer Tables people. Average data
machinery
 Carry out noisy operations of Chapter-4 of day and night time maintained by
intermittently to reduce the total IEE for contractor
noise levels are
noise generated information on within permissible
 Manage smooth traffic flow to avoid sensitive Observation
limits for work
traffic jams and honking.
receptors. zone areas of
 Restrict construction near construction
residential and built up areas to
site
daylight hours.
 Construction of noise barrier at
sensitive receptors
 Initiation of multi-layered
plantation, to serve as mitigation
option for operation phase
 Honking restrictions near sensitive
areas
 Noise limits for construction
equipment such as compactors,
rollers, front loaders, concrete
mixers, cranes (moveable) etc. shall
not exceed 75 dB(A) at a distance
of 11 m from its source
 PPEs to workers Noise monitoring
as per Environmental Monitoring
Program
115
Performance n
1. Alignment
3. Land & Soil
3.1 Land use  Non-agricultural areas to be Project requirement Throughout the MI: Location of Visit of Contractor MPRDC / IE
Change and Loss used as borrow areas to the extent project section Construction construction
of productive / possible. Annex-8.1 Camp, camp, plant
topsoil Guidelines on Land identified Storage sites; review
 If using agricultural land, top
Top Soil for construction Areas, Hot- of the reports
soil to be preserved and laid over
Conservation camp, storage mix Plant, submitted by
either on the embankment slope for
growing vegetation to protect soil and Reuse areas, hot- mix Batching the contractor
erosion. plant, batching Plant
Annex-8.2 plant etc.
 Guideline on Top Soil Guidelines for Top soil
Conservation and Reuse is given Siting and Layout storage area
in Annex-8.1 of Construction
Camp PT: Zero
 Hot-mix plants, batching
complaints or
plants, construction camps shall be
disputes
located at least 500m away from
habitation and 1000 m away from registered
forest & wildlife area against
contractor by
 Land for temporary facilities land owner
like construction camp, storage
areas etc. shall be brought back to
its original land use
 Detailed site selection criteria

for Construction Camp given in
Annex-8.2 should be followed.
 Details of sites identified for

Construction Camp should be
reported to the Sr. Environmental
Specialist of IE for approval in the
 format as given in Annex-

8.13 and format for setting up
Construction
 Camp is given in Annex-8.14

Issues/ guidelines Indicators (MI) Methods Implementatio Supervision
Component / Performance n
Target (PT)
3.2 Slope failure  Bio-turfing of embankments to IRC: 56 -1974 Throughout MI: Occurrence Review of Contractor MPRDC / IE
and Soil erosion protect slopes. recommended the project of slope failure design
due to practice for road or erosion documents
Construction treatment of issues and site
 Slope protection by providing
activities, frames, dry stone pitching, embankment observation
earthwork, and cut masonry retaining walls, planting slopes for erosion PT: No slope
and fill, stockpiles of grass and trees. control Clause No. failures.
etc. 306 and 305.2.2 Minimal
MORT&H erosion issues
 Side slopes of all cut and fill
areas will be graded and covered Annex-8.3
with stone pitching, Coir Geo-
Guidelines on Soil
Textile, grass (Vetiver grass).
Stabilization
Care should be taken that the
slope gradient shall not be
greater than 2:1.
 The earth stock piles to be

provided with gentle slopes to
soil erosion.
 Please refer Annex-8.3

regarding
Guideline on Soil Stabilization
117
3.3 Borrow Area  Obtain EC from SEIAA IRC Guidelines Borrow MI: Existence Review of Design MPRDC / IE
Management before opening any new on Borrow Areas; sites of borrow design Consultant
borrow area. Environmental location areas in documents and Contractor
Protection Act inappropriate and site
 Comply to EC conditions
and Rules,1986; unauthorized observations
 Non-productive, barren lands, Water Act 1974; locations.
upland shall be used for Air Act Poor borrow Compare site
borrowing earth with the 1981 area conditions
necessary management with EC
permissions/consents. Annex-8.4 practices. conditions by
Guidelines on Number of SEIAA
 Follow IRC recommended
practice for borrow area Siting, Operation accidents.
(IRC:SP:108:2015) and Re- Complaints
development of from local
 for identification of location, people.
its operation and
rehabilitation
 Borrow areas not to be dug
.
Issues/ guidelines Indicators Methods
Component (MI) / Implementatio Supervision
Performanc n
e Target
continuously. Borrow Area (PT)
 To the extent borrow areas shall PT: No case
be sited away from habitated of non-
areas. compliance to
conditions
 Depths of borrow pits to be
stipulated by
regulated and sides not
SEIAA in
steeper than 25%.
clearance
 Topsoil to be stockpiled letter. Zero
and protected for use at the accidents. Zero
rehabilitation stage. complaints.
 At least 10% of the acquired area

shall be kept for stockpiling of
fertile topsoil. The piles shall be
covered with gunny bags /
 tarpaulin.
Aggregates will be sourced IRC Guidelines Quarry 3.4 Quarry Review of Contractor MPRDC / IE
from existing licensed quarries. on Quarry area Operations design
 Slope of stockpile shall not exceed
Areas; locations documents
 Copies of consent / approval Environmental
1:2 (V:H) and edge of pile shall be contractor
protected
rehabilitation by silt
planfencing
for a new quarry or Protection Act and documents and
use Transportation
of existing source of earth
will be submitted Rules,1986; Water site observation;
materials through covered Act 1974; Air Act Compliance to
to IE & MPRDC.
vehicles. 1981 EC conditions in
 The contractor will develop a Quarry
 Redevelopment
Borrow areas shall plan,beasleveled
per the case of opening
Annex-8.5 new quarries
Mining
with salvaged material orand
Rules of the state submit
other
Guidelines on Siting,
a filling
copy of the approval
materials whichto doEA.
not
pose contamination of soil. Else, Operation and Re-
 Obtain
it shallenvironmental
be converted clearance
into fish development of
from
pond. SEIAA in case of opening Quarry Area
new quarry
 Detailed site selection criteria,
 Quarrying
operationshall be done
of borrow areaonly
and after
obtaining proper permit
redevelopment or license
plan given in
from the Department of Mining and
Annex-8.4.
quarrying operation shall comply
 with the of
Details requirements
identified sites of should
the State
be reported to the Sr.
Environmental Specialist of IE for
approval in the
119
Performanc n
e Target
Pollution Control Board.
(PT)
 Detailed site selection criteria,
operation of quarry area and
redevelopment plan given in Annex-
8.5.
 Details of identified sites should be

reported to the Sr. Environmental
Specialist of IE for approval in the
Format given in Annex-8.18
3.5 Compaction of  Construction vehicles, Design requirement Parking areas, MI: Location of Site Contractor MPRDC / IE
soil and impact on machinery, and equipment Haulage roads approach and observation
quarry haul roads to be stationed in the and construction haulage
due to movement designated ROW to avoid yards. roads;
of vehicles and compaction. Presence of
equipment destroyed /
 Approach roads / haulage
compacted
roads shall be designed
along the barren and hard agricultural
soil area to reduce the land or land
compaction. which has not
be restored to
 Transportation of quarry its original
material to the dumping site condition
through heavy vehicles shall PT: Zero
be done through existing occurrence
major roads to the extent
of destroyed
possible to restrict wear and
tear to the village /minor / compacted
roads. land and
undestroyed
 Land taken for construction land
camp and other temporary
facility shall be restored to its
original conditions
Performanc n
e Target
3.6  Construction vehicles and Design requirement Fuelling station, MI:
(PT)Quality of Site Contractor MPRDC / IE
Contamination of equipment will be maintained and construction sites, soil near observation
soil due to refueled in such a fashion that oil and construction storage area
leakage / spillage /diesel spillage does not camps and Presence of
of oil, bituminous contaminate the soil. disposal location. spilled oil or
and non- bitumen in
 Fuel storage and refueling sites to
bituminous debris project area
be kept away from drainage
generated from channels.
demolition and PT: Soil test
road construction  Unusable debris shall be dumped conforming to
in ditches and low lying areas. no –
contamination;
 To avoid soil contamination Oil-
Interceptors shall be provided at No sighting of
wash down and refueling areas.
spilled oil or
 Waste oil and oil soaked cotton / bitumen in
cloth shall be stored in containers construction
labeled „Waste Oil‟ and „Hazardous‟ site or camp
sold off to MoEF / SPCB authorized site
vendors
 Non-bituminous wastes to be
dumped in borrow pits with the
concurrence of landowner
andcovered with a layer of topsoil
conserved from opening the pit.
 Bituminous wastes will be

disposed-off in an identified
dumping site approved by the State
Pollution Control Board
4. Water Resources
121
Performanc n
e Target
4.1 Sourcing of  Requisite permission shall be CGWA Guidelines Throughout the MI: Approval
(PT)
Checking of Contractor MPRDC / IE
water during obtained for abstraction of Project section from documentation;
groundwater from Central competent
Groundwater Authority.
Target (PT)
Construction  Where surface water sources authority; Talk to
are to be tapped, arrangements Complaints local
shall be made by contractor that from local people
the water availability and supply people on
to nearby
water
 communities remain unaffected. availability
 The possible sources could PT: Valid

be abandoned ponds, tanks approval from
or wells, specially created Competent
tanks or ponds Authority. Zero
complaints from
 nearby perennial rivers local people.
subject to approval of village
& local administration.
 Water intensive activities not to

be undertaken during summer
season.
 Provision of water harvesting

structure to augment
groundwater condition in the
area
4.2 Disposal  Provisions shall be made to Design requirement Throughout the MI: Condition of Standards Contractor MPRDC / IE
of water connect roadside drains with Project section drainage system in methods;
during existing nearby natural construction site; Site
construction drains. Presence / observatio
absence of water n
logging in project and review
area. of
documents
PT: Existence of
proper drainage
4.3 Alteration  Existing drainage system to be Design requirement, Near all system. Noflow of
MI: Proper Review of Contractor MPRDC / IE
in Surface maintained and further drainage water logging in
water in existing design
Water enhanced. channels, River project area
streams and document
Hydrology /Nallah rivers s
 Provision shall be made for
adequate size and number of crossings etc.
cross drainage structures PT: No complain Site
especially in the areas where land of water shortage observatio
is sloping towards road alignment. by n
downstream
 Road level shall be raised communities. No
above HFL level wherever record of
road level is lesser than HFL. overtopping /
water logging
 Culverts reconstruction shall be
done during lean flow period. In
some cases these minor
channels
 may be diverted for a very

short period (15-30 days) and
will be bring back to its
original course immediately
after construction.
123
4.4 Siltation in  Embankment slopes to be Design Near all water MI: Field Contractor MPRDC / IE
Water Bodies modified suitably to restrict the requirement; bodies/ waterway Presence/absenc observatio
due to soil debris entering water Worldwide Best Refer Table e of siltation in n
construction bodies. Practices; of Chapter-4 of IEE rivers, streams,
activities / Annex-8.6 for information on nala, ponds and
 Silt fencing shall be provided
earthwork Guideline for Water Bodies other water
along ponds within the direct
Sediment Control along the project bodies in project
impact zone intercepting
highway to prevent siltation in road area; water
water bodies. quality monitoring
 Sediment / silt should be PT: No records

collected and stockpiled for of siltation due to
possible reuse as surfacing of project activities.
slopes where they have to be Surface water
re-vegetated. quality tests
confirm to
 Earthworks and stone works
to be prevented from impeding turbidity and TSS
natural flow of rivers, streams limit
and water canals or existing
drainage system.
 Guideline for Sediment

Control is given in Annex-8.6
4.5 Deterioration  No vehicles or equipment The Water Water bodies; MI: Water quality Conduction of Contractor MPRDC / IE
in Surface water should be parked or refueled near (Prevention and refueling stations; of ponds, water quality
quality due to water- bodies, so as to avoid Control of Pollution) construction streams, rivers tests as per
leakage from contamination from fuel and Act, 1974 and camps. and other water the
vehicles and lubricants. amendments bodies in project Environmental
equipment and thereof; Monitoring
 Oil and grease traps and Presence of oil
waste from Plan
fuelling platforms to be
construction floating in
provided at re- fuelling
camps. water Field
locations.
bodies in observation
 All chemicals and oil shall project area
be stored away from water and PT: Surface
concreted platform with water quality
catchment pit for spills collection. meets freshwater
quality standards
 All equipment operators, (IS:2296)
drivers, and warehouse
personnel will be trained in
immediate response for spill
containment and eventual clean-
up. Readily available, simple to
understand and preferably written
in the local language emergency
response procedure, including
reporting, will be provided by the
contractors
 Construction camp to be
sited away from water bodies.
 Wastes must be collected,

stored and taken to approve
disposal site only.
 Water quality shall be

monitored
125
5. Flora and Fauna

5.1 Vegetation loss  Restrict tree cutting up to toe Forest Conservation Throughout project MI: ROW width; Review of Contractor MPRDC / IE
due to site line considering safety to Act 1980; corridor Number of trees relevant
preparation and road users. IRCSP:21an for felling; documents;
construction d IRCSP:66 Compensatory Tree cutting
 Roadside trees to be removed Additional
activities plantation plan permit;
with prior approval of Plantation near and Number of Compensatory
competent authority. Sensitive trees replanted. plantation
 3470 trees shall be planted on receptors, river plan; Meeting
both sides of the project road banks, borrow PT: Additional with villagers;
areas, quarry area compensatory Field
etc. afforestation Observations
done by
contractor.
Number of trees
planted.
Tree survival rate is
136
Issues/ guidelines Indicators (MI) Methods Implementation Supervision
Component / Performance
Target (PT)
Plantation Strategy given in Annex- at least 70%.
8.12
 Total Compensatory
Plantation will be 1:6
 Local villagers to be
employed for plantation
activities. Employment
preference to be given to
women
 Regular maintenance of all

tree planted.
 Provision of LPG in
construction camp as fuel
source to avoid tree cutting.
 Plantation of trees on both

sides of the road where
technically feasible.
 Integrate vegetation
management (IVM) with the
carriage way completely
clear of vegetation.
 Additional plantation near

sensitive receptors, river
banks to minimize noise & air
pollution and to check
erosion.
 Controlled use of pesticides

/fertilizers
137
6. Construction Camp
6.1 Impact All camps should be established Design Requirement All construction MI: Location of On site Contractor and MPRDC / IE
associated with prior permission from SPCB. The Water camps camp sites and observation EO
with location Camps to maintain minimum (Prevention and distance from
distance from following: Control of habitation, forest Interaction with
# 500 m from habitation Pollution) areas, water workers and
# 1000 m from forest areas Act,1974and its bodies and local
where possible amendments through traffic community
# 500 m from water bodies where thereof
possible Annex-8.2 PT: Distance of
# 500 m from through traffic route Guidelines for camp site is
Siting and Layout less than 500m
of Construction from listed
Camp locations
Target (PT)
6.2 Worker‟s Health  The location, layout and basic The Building and All MI: Camp Camp records Contractor MPRDC / IE
in construction facility provision of each labor Other Construction construction health records.
camp camp will be submitted to IE workers (Regulation camps Existence of Site
and approved by EA. of Employment and proper first aid kit observation
Conditions of in camp site.
 The contractor will maintain Consultation
Service) Act 1996 Complaints
necessary living with
and from workers.
accommodation and ancillary contractor
facilities in functional and The Contract PT: No record workers and
hygienic manner. Labour (Regulation of illness due to local people
& Abolition) Act, unhygienic living nearby
 Adequate water and sanitary
1970 conditions or
latrines with septic tanks with
soak pits shall be provided. vectors.
The Water Zero cases of
 Contractor to provide a full- (Prevention and STD. Clean and
fledged dispensary. The number Control of tidy camp site
of beds shall be as per the Pollution) conditions.
requirement of the labour Act,1974 and
138
license amendments
thereof
 Contractor to conduct
workshop on HIV / AIDS for all
his laborers at all his camps at
least once in a quarter
 Contractor shall conduct

monthly health check-ups of all
his laborers in his camps
through registered medical
practitiioner
 Waste disposal facilities such

as dust bins must be provided
in the camps and regular
disposal of waste must be
carried out.
 The Contractor will take all

precautions to protect the
workers from insect and pest
to reduce the risk to health.
This includes the use of
insecticides which should
comply with local regulations.
7. Management of Construction Waste / Debris

7.1 Selection of  Unproductive / wastelands Design Requirement; At all Dumping MI: Location of Field survey Contractor MPRDC / IE
Debris Disposal shall be selected for dumping Sites dumping sites and
Sites sites away from residential Annex-8.7: Number of interaction
areas and water bodies Guideline for Siting public with local
and complaints. people.
 Dumping sites must be
Management of PT: No public Review of
having adequate capacity
Debris Disposal complaints. consent
equal to the amount of
debris generated. Site, Consent letters for letter
all dumping sites
 Public perception and consent available with
from the village Panchayats contractor
has to be obtained before
finalizing the location.
 Guideline for Siting and

Management of Debris
Disposal Site is given in
139
7.2 Reuse and  The existing bitumen surface Design Requirement; Throughout MI: Percentage Contracto Contractor MPRDC / IE
disposal of shall be utilized for paving of the project of reuse of r records
construction and cross roads, access roads, and Annex-8.8: corridor existing surface
dismantled paving works in construction sites Guideline for material Field
waste and camps, temporary traffic Preparing observatio
diversions and haulage routes. Comprehensive Method and n
Waste location of
 All excavated materials from
Management Plan disposal site of Interaction
roadway, shoulders, verges,
drains, cross drainage will be construction debris with local
used for backfilling people
embankments, filling pits, and PT: No public
landscaping. complaint and
consent letters for
 Unusable and non-bituminous all dumping sites
debris materials should be available with
suitably disposed-off at pre-
contractor or IE
designated disposal locations,
with approval of the concerned
authority. The bituminous wastes
shall be disposed in secure
landfill sites only in
environmentally accepted
manner.
 Unusable and surplus materials,

as determined by the Project
Engineer, will be removed and
disposed off-site.
 Guideline for Preparing

Comprehensive Waste
Management Plan is
given in Annex-8.8
8. Traffic Management and Safety

8.1 Management of  Temporary traffic diversion Design requirement Throughout the MI: Traffic Review Traffic Contractor MPRDC / IE
existing traffic shall be planned by the and project Management Plan. Management
and safety contractor and approved by the corridor Presence/ absence Plan;
„Engineer‟. IRC: SP: 27 - especially at of safety signs,
intersections. clear traffic Field
 The traffic control plans shall 1984; IRC:SP: 32
contain details of diversions; demarcations, flag observation
of traffic
140
traffic safety arrangements men etc. on site. management

during construction; -1988 Complaints from and safety
Road Safety for road users. system
 safety measures for night time Children (5-12 Number of
traffic and precautions for Years Old); traffic accidents Interaction
transportation of hazardous with people in
materials. Traffic control plans IRC:SP: 44 -1994 PT: No vehicles using
shall be prepared in line with Highway Safety complaints. No the road
requirements of IRC‟s SP 55 Code accidents due to
document‟. poor traffic
IRC: SP: 55 -2001; management.
 The Contractor will ensure that Guidelines for Traffic signs,
the diversion / detour are Safety demarcation
always maintained in running in Construction
condition, particularly during lines etc.
Zones;
the monsoon to avoid present in
disruption to traffic flow. appropriate
IRC:53:2012 Road
locations on site
Accident recording
 On stretches where it is not
possible to pass the traffic on the
The Building and
part width of existing
carriageway, temporary paved other Construction
diversions will be constructed. workers Act 1996
and Factories Act
 Restriction of construction 1948
activity to only one side of the
existing road. Annex-8.9 Guideline
for Preparing of
 The contractor shall inform Traffic Management
local community of changes
Plan
to traffic routes, and
pedestrian access
 arrangements with assistance

from
“Engineer”safety measures.
 Use of adequate signage to

ensure traffic management and
safety. Conduct of regular safety
141
audit on
 Guideline for Preparing of

Traffic Management Plan is
given in Annex-8.9
8.2 Pedestrians,  Temporary access and Same as above Near habitation MI: Presence/ Field Contractor MPRDC / IE
animal diversion, with proper on both sides of absence of observation
movement drainage facilities. schools, temples, access routes for Interaction
hospitals, pedestrians. with local
 Access to the schools, temples
graveyards, Road signage. people
and other public places must be
Number of
maintained when construction
Construction complaints
takes
from local
Place near them. Sites, Haulage people
 All structures having vertical
clearance above 3m and not roads and PT: Easy access
catering to perennial flow of water diversion sites.
to schools,
may serve as underpass for temples and
animals public places.
Zero complaints
8.3 Safety of  Contractors to adopt and Same as above Construction sites MI: Availability Site Contractor MPRDC / IE
Workers and maintain safe working of Safety gears observation
accident risk practices. Annex-8.10 to workers
from Guideline to Ensure Review
 Usage of fluorescent and retro records on
construction Worker‟s Safety Safety signage
refectory signage, in local
activities during Construction Training records safety training
language at the construction
on safety and accidents
sites
 Training to workers on Number of Interact

safety procedures and safety related with
precautions. accidents constructio
n workers
 Mandatory appointment of PT: Zero fatal
safety officer.
accidents. Zero
 All regulations regarding safe or minor non-
scaffolding, ladders, fatal accidents.
working platforms, gangway,
stairwells, excavations,
trenches and safe means of
142
entry and egress shall be

complied with.
 Provision of PPEs to workers.
 Provision of a readily available

first aid unit including an adequate
supply of dressing materials.
Environmental Remedial Measures Reference to laws/ Location Monitoring Monitoring Institutional

Issues/ Component guidelines Indicators (MI) Methods Responsibility
Implementatio Supervis
/ Performance n ion
Target (PT)
143
 The contractor will not employ
any person below the age of 18
years
 Use of hazardous material should

be minimized and/or restricted.
 Emergency plan (to be approved

by engineer) shall be prepared to
respond to any accidents or
 Accident Prevention Officer must

be appointed by the contractor.
 Other provisions to ensure

Worker’s Safety during
Construction should be followed
as per Annex-8.10.
 Guidelines for Storage,

Handling, Use and Emergency
Response for Hazardous
Substances is given in Annex-
8.11.
 The Safety Checklist given

inAnnex- 8.20 should be
submitted to IE on monthly basis
 Reporting format for road safety

measures during Construction
given in Annex-8.21 should be
submitted
 to IE before start of construction.
 On occurrence of any accident

or injury, the safety officer
should
 submit an accident report to the IE

as per the format given in IRC:53-
2012 “Road Accident Reporting”
144
8.4 Accident risk  Restrict access to construction Same as above Construction sites MI: Safety signs Site inspection Contractor MPRDC /
to local sites only to authorized and their location; IE
community personnel. Incidents of Consultation
accidents; with local
 Physical separation must be people
provided for movement of Complaints from
vehicular and human traffic. local people
 Adequate signage must be PT: Zero incident of

provided for safe traffic accidents.
movement Zero
complaints.
 Provision of temporary diversions
and awareness to locals before
opening new construction fronts.
9. Site Restoration and Rehabilitation

145
9.1 Clean-up  Contractor will prepare site Project requirement Throughout the MI: Condition of Site observation Contractor MPRDC /
Operations, restoration plans, which project corridor, camp sites, IE
Restoration will be approved by the Annex-8.2 construction construction sites Interaction
and „Engineer‟. Annex-8.4 camp sites and and borrow with locals;
Rehabilitation Annex-8.5 borrow areas areas. Issue
 The clean-up and restoration Annex-8.7 completion
operations are to be Presence / certificate after
implemented by the contractor absence of restoration of
prior to demobilization.
construction all sites are
 All construction zones including material / debris found
river- beds, culverts, road-side after completion of satisfactory
areas, camps, hot mix plant construction works
sites, crushers,batching plant on construction
sites and any other area site.
used/affected by the project will
be left clean and tidy, to the PT: Clean and
satisfaction of the Environmental tidy sites.
officer. No trash or
debris left on
 All the opened borrow areas will
site.
be rehabilitated and „Engineer‟
Site restored
will certify
and leveled.
C. OPERATION AND MAINTENANCE STAGE

146
1. Air Quality
2.1 Air pollution due  Roadside tree plantations shall Environmental Throughout the MI: Air quality As per CPCB PIU / Pollution MPRDC
to due to be maintained. Protection Act, Corridor monitoring as per requirements Monitoring
vehicular 1986; The Air post project Agency
movement (Prevention and Environmental
 Regular maintenance of the road Control of Pollution) Monitoring Site inspection
will be done to ensure good
Act, 1981 Program
surface condition
 Air quality monitoring. If monitored PT: Levels are

parameters exceeds prescribed equal to or below
limit, suitable control measures baseline levels
must be taken given in the IEE
report
 Signages shall be provided

reminding them to properly
maintain their vehicles to
economize on fuel consumption.
 Enforcement of vehicle
emission rules in coordination with
transport department or installing
emission checking equipment
2. Noise
147
2.1 Noise due to  Effective traffic management Noise Pollution Sensitive receptors MI: Noise Noise PIU / Pollution MPRDC
movement of traffic and good riding conditions (Regulation and as identified in the monitoring monitoring as Monitoring
shall be maintained Control) Rules, IEE Report as per post project per noise rules Agency
2000 and Environmental ,
 Speed limitation to 20 km/hour amendments Monitoring 2000
and honking restrictions near thereof Program
sensitive receptors
Discussion
 HORN PROHIBITED sign to PT: Levels are with people at
be placed near educational equal to or below sensitive
institutions and medical baseline levels receptor sites
facilities
given in the IEE
 Noise monitoring. If monitored report
value exceeds prescribed limit,
suitable control measures must
be taken.
 Maintenance of noise barriers

near sensitive receptors with
the help of local community
 The effectiveness of
multilayered plantation should
be monitored.
 Create awareness amongst

the residents about likely noise
levels from road operation at
different distances, the safe
noise limits and easy to
implement noise reduction
measures while constructing a
building near road
148
3. Land & Soil
3.1 Soil erosion at  Periodic checking to be carried Project requirement At bridge locations MI: Existence of soil On site PIU MPRDC
embankment to assess the effectiveness of and embankment erosion sites; observation
during heavy the stabilization measures viz. slopes and other Number of
rainfall. turfing, stone pitching etc. probable soil soil erosion
erosion areas. sites
Target (PT)
 Soil quality monitoring. If
monitored parameters exceeds Soil quality soil quality As per CPCB
prescribed limit, suitable control monitoring from monitoring as per requirements
measures must be taken. different land use post project
area along the Environmental
 Necessary measures to be
project road such Monitoring
followed wherever there are
as agricultural Program
failures
area, residential
area and low lying PT: Zero or
areas minimal
occurrences of soil
erosion
149
4. Water Resources / Flooding and Inundation
4.1 Siltation  Regular checks shall be made Project requirement Near surface Water MI: Water quality Site observation PIU MPRDC
for soil erosion and turfing bodies monitoring as per
conditions for its effective post project
maintenance. Environmental
Monitoring
Program
PT: No turbidity of
surface water
bodies due to the
road
4.2 Water logging  Regular visual checks and Project requirement Near surface MI: Presence/ Site observation PIU MPRDC
due to blockage cleaning of drains shall be done Water bodies absence of
of drains, culverts along the alignment to ensure that water logging
or streams flow of water is maintained through along the road
cross drains and other channels /
streams. PT: No record of
overtopping/
Water logging
 Monitoring of water borne
diseases due to stagnant water
bodies
5. Flora
5.1 Vegetation  Planted trees, shrubs and grasses Forest Conservation Project tree MI: Tree/plants Records and Forest MPRDC
to be properly maintained. Act 1980 plantation sites survival rate field Department /
observations PIU
 The tree survival audit to be PT: Minimum rate .
conducted at least once in a year of
to assess the effectiveness 70% tree survival Information
from
Forestry
Department
6. Maintenance of Right of Way and Safety
150
6.1 Accident Risk  Efforts shall be made to Project requirement Throughout the MI: Presence and Visual PIU MPRDC
due to uncontrolled make shoulder Project route extent of inspection
growth of completely clear of vegetation growth
vegetation vegetation. on either side of Check
road. Number of accident
 Regular maintenance of
plantation along the accidents. records
roadside
PT:No accidents
 No invasive plantation near the due to
road. vegetation
growth
6.2 Accident risks  Traffic control measures, IRC:SP:55 Throughout the MI: Number of Review PIU MPRDC
associated with including speed limits, will be Project route accidents accident
traffic movement. forced strictly. Conditions and records
Further encroachment of squatters existence of
within the ROW will be prevented. safety signs, Site
rumble strips etc. observation
 No school or hospital will be
allowed to be established on the road s
beyond the stipulated planning
line as per Presence/absence
of sensitive
relevant local law receptor structures
 Monitor / ensure that all inside the
safety provisions included in stipulated planning
design and construction line as per relevant
phase are properly
local law
maintained
 Highway patrol unit (s) for PT: Fatal and non-

round the clock patrolling. fatal accident rate
Phone booth for accidental is reduced after
reporting and ambulance improvement
services with minimum
response time for rescue of any
accident victims, if possible.
 Tow-way facility for the

breakdown vehicles if possible
151
6.3.Transport of  Existence of spill prevention - Throughout MI: Status of Review of spill PIU MPRDC
Dangerous Goods and control and emergency the project emergency system prevention
responsive stretch – and
system whether emergency
 Emergency plan for vehicles operational or not response
carrying hazardous material plan Spill
PT: Fully accident
functional records
emergency
system
EA: Executing Agency, MPRDC: Madhya Pradesh State Highways Improvement Authority, EO: Environmental Officer, IRC: Indian Road Congress, IE:
Independent Engineer, SPCB: State Pollution Control Board,
The “Project engineer” or “the engineer” is the team of Independent Engineer (IE) responsible for approving the plans, engineering drawing, release of payments
to contractor etc. on behalf of the employer (MPRDC). It is usually the team leader of the IE that takes the responsibility of signing approval documents on behalf of
the IE team. The “environmental officer” is the environmental specialist under the IE who is responsible for providing recommendations to the IE team leader for
approving activities specific to environment safeguards on behalf of “the engineer”.
140
C. Environmental Policy
247. The Madhya Pradesh State Highways Improvement Project , a unit of PWD, Government of Madhya Pradesh,implements
improvement in the State‟s road network to provide safe and efficient road access, that will enhance community livelihood and support
economic prosperity in the State.
248. Environmental Policy seeks to achieve balanced and sustainable outcomes with responsible environmental leadership in
all the projects it implements. For achieving the above, Environmental Policy aims to:
 Comply with all applicable environmental legislation and other requirements

 Protecting & conserving natural resources and enhancing the environmental values while preventing pollution and
minimizing the impact on the natural
 environment
Implement, maintain and continually improve an effective environmental managem ent system
 Apply an approach of “avoid, minimize and mitigate”, to the management of environmental impacts associated with road
improvement for its Stakeholders
 Develop awareness of environmental management processes, standards and responsibilities among MPRDC employees,
consultants, contractor partners etc.
 Be responsive to community and stakeholder views on environmental issues
 Set specific environmental objectives and targets relating to the key environmental aspects of MPRDC activities; measure
and report progress in achieving these targets
This policy is established in line with the Vision and Environmental Policy of the Government of Madhya Pradesh.
D. Emergency Response Plan

249. Project Proponents shall prepare site specific Emergency Response Plans to face and address any emergency situation with respect
to vehicular accidents, heavy floods and spillage of oil or other hazardous materials. Copy of emergency plan may be circulated in local
language to affected villages. A consultation may also be formed regarding discussion on Emergency Response Plan with local populace.
A communication flow chart may also be drafted for easy understanding of information flow during emergency situation. It requires
establishing and developing a communication and response system to minimize the impacts of these situations and also minimize the
time required to respond to these situations in order to safeguard people, property and environmental resources. Contractor shall submit
approved Accident Safety and Hazardous Chemical Spill Management Plan. The plan should also have details of detours in case of
emergency. The Emergency Contact Information of concerned local authorities should be displayed at suitable locations along the road
particularly in accident prone zones and sensitive locations
141
E. Grievance Redressal Mechanism

250. A project-specific grievance redress mechanism (GRM) will be established to receive, evaluate, and facilitate the resolution of
affected person‟s (AP‟s) concerns, complaints, and grievances about the social and environmental performance at the level of the project.
The GRM will aim to provide a time-bound and transparent mechanism to voice and resolve environmental concerns linked to the project.
The GRM will provide an accessible and trusted platform for receiving and facilitating the resolution of APs‟ grievances related to the
project. The multi-tier GRM for the project is outlined below, each tier having time-bound schedules and with responsible persons
identified to address grievances and seek appropriate persons‟ advice at each stage as required.
251. Project area-wide public awareness campaigns will ensure that knowledge of the grievance redress procedures is generated.
The PIU, with the assistance of RP Implementation NGO will conduct awareness campaigns to ensure that general public, including poor
and vulnerable households are made aware of the grievance redress procedures.
252. Grievance Redress Process: MPRDC PIU has a well-established and functioning grievance redress system. The same system
will be followed for this project.
253. The complaint received at PRC helpline is recorded and transferred to concerned official based on the nature of complaint.
Environmental related complaints/grievances are forwarded to the Environmental Specialist of the PIU. ES will review the complaint and
forward to the concerned DO for redress. DO will take necessary action on the complaint and if the corrective action is to be taken by the
contractor, DO will instruct the contractor to do so. It is required to address the complaint in 28 days, and inform the compliant about
redress and the action taken.
254. Following process is followed for the complaints received at the site offices. Careful documentation of the name of the complainant,
date of receipt of the complaint, address/contact details of the person, location and nature of the problem will be undertaken. In
case of grievances that are immediate and urgent in the perception of the complainant, the contractor‟s EHS officer and the Project
Manager, and personnel from the PIU engineers on-site will provide the most easily accessible or first level of contact for the quick
resolution of grievances. Contact information of responsible officers and contractor staff will be posted at all construction sites in visible
locations. The grievance redress process will have following levels:
 1st Level Grievance: The complaint will be reviewed by concerned AEE and forwarded to the contractor for immediate resolution of the
issue on-site and will be required resolve the issue within 7 days of receipt of a complaint/grievance. IEs Environmental Management
Specialist (EMS) will provide guidance as required by site office.
 2nd Level Grievance: All grievances that cannot be redressed within 7 days at the 1st level will be dealt by at Executive Engineer, DO, with
the assistance of IE EMS. If the issue is not resolved in 7 days at EE level, will be brought to the notice of the PIU head office. The
Environmental Specialist of PIU will resolve thegrievance within 14 days of receipt of a complaint/grievance.
 3rd Level Grievance: If the grievance is not resolved at above two levels within 28 days will be referred to the District Grievance Redress
Committee (DGRC) headed by the Deputy Commissioner. DGRC will have following ms: Assistant Commissioner, independent m from any
reputed institution appointed by DC and EE of concerned DO (as m secretary). DGRC meets at the district headquarter as required, and
resolve the matter within 30 days of receipt at DGRC.
142
255. The PIU Environmental Officer (SO) will have the overall responsibility for timely grievance redressal on environmental issues
and for registration of grievances, related disclosure, and communication with the aggrieved party.
256. The project GRM notwithstanding, an aggrieved person shall have access to the country's legal system at any stage. That is
the choice of the complainant, and can run parallel to accessing the GRM and is not dependent on the negative outcome of the GRM.
257. In the event that the established GRM is not in a position to resolve the issue, the affected persons can also use the ADB
Accountability Mechanism through directly contacting (in writing) the Complaint Receiving Officer at ADB headquarters or the ADB
India Resident Mission. The complaint can be submitted in any of the official languages of ADB‟s Developing M Countries. The ADB
Accountability Mechanism information will be included in the Project Information Document to be distributed to the affected communities,
as part of the project GRM.
258. Record-keeping: The PIU will keep records of grievances received, including contact details of the complainant, the date the
complaint was received, the nature of the grievance, agreed corrective actions and the date these were affected and the final outcome.
The number of grievances recorded and resolved and the outcomes will be displayed/disclosed on PIU website, as well as reported in
monitoring reports submitted to ADB on a semi-annual basis.
259. Periodic Review and Documentation of Lessons Learned: The Project Director will periodically review the functioning of the
GRM and record information on the effectiveness of the mechanism, especially on the project‟s ability to prevent and address grievances.
260. Costs: All costs involved in resolving the complaints (meetings, consultations, communication and reporting/information
dissemination) will be borne by the PIU.
F. Environmental Monitoring Program

261. The purpose of the environmental monitoring program is to ensure that the envisaged purpose of the project is achieved and results
in desired benefits to the target population. To ensure the effective implementation of the EMP, it is essential that an effective monitoring
program be designed and carried out. The broad objectives are:
 To evaluate the performance of mitigation measures proposed in the EMP
 To evaluate the adequacy of Environmental Impact Assessment
 To suggest improvements in management plan, if required
 To enhance environmental quality
 To satisfy the legal and community obligations
 The environmental monitoring plan contains:
 Performance Indicators
 Environmental Monitoring Program
 Reporting Formats
 Necessary Budgetary Provisions
143
262. Performance Indicators

 The physical, biological and social components identified to be particularly significant in affecting the environment at critical locations
have been suggested as Performance Indicators. The Performance Indicators shall be evaluated under three heads as:
 a) Environmental condition indicators to determine efficiency of environmental management measures in control of air, noise, water
and soil pollution.
 b) Environmental management indicators to determine compliance with the suggested environmental management measures
 c) Operational performance indicators that have been devised to determine efficiency and utility of the proposed mitigation measures
2. Monitoring Schedule
263. The detail monitoring schedule during construction and operation stages are presented in Table. For each of the environmental
condition indicator, the monitoring program specifies:
 Parameters to be monitored
 Location of the monitoring sites
 Frequency and duration of monitoring
 Institutional responsibilities for implementation and supervision
144
Table 50 Environmental Monitoring Plan
Environmen Monitoring Institutional Responsibility

Location Frequency
tal Parameters Special Guidance Standards Implementation Supervision
Component
Air PM2.5,PM10, AsperCPCB TheAir(Prevention& Atsiteswherehotmixpla 3 times in a year for 3 Contractorthroug PIU,MPRD
s SO2,NOX,CO guidelines ControlofPollution)R nt/batchingplantis years or construction h approved C, CSC
ules, CPCB,1982 located period at 3 sites & once monitoringagenc
in year for five years at 3 y
sites during operation/
defect liability period
Water pH, BOD, COD, Grab sample Water quality River tributaries, Once during Contractor PIU,MPRDC,
TDS, TSS, DO, collected from source standards by CPCB roadside ponds and preconstruction stage 3 through CSC
Total coliform, and analyze as per ground water at times in a year for 3 approved
Conductivity, Oil standard methods for construction camp years or construction monitoring
& Grease examination of water sites period at 3 locations agency
and wastewater
NoiseLevels Noise level for In free field at 1m Noise standard by At equipment yards, 3 times in a year for 3 Contractor PIU,MPRD
day and night distance from the CPCB camp and villages years or construction through C, CSC
on dB(A) scale equipment to be along the alignment. period, 3 locations & approved
monitored once in a year for 5 years monitoring
at 3 sites during agency
operation/defect liability
Soilquality Monitoring of As per IRC code of Ad- hoc if accident/ -
period. PIU through an PIU,MPRDC
NPK & heavy practice spill locations involving approved agency
metals and bulk transport of
grease carrying hazardous
materials
Road side Monitoring of It should be ensured As given in the IEE All along the corridor During the felling of trees Forest PIU,MPRDC
Plantation felling of trees that the marked trees report department
are felled only
Survival rate of The number of trees The survival rate At locations of Every year for 3 years PIU PIU,MPRDC
trees, success surviving during each should be at least compensatory
of re- vegetation visit should be 75% below which re- afforestation
compared with the plantation should be
number of saplings done
planted
Note Madhya Pradesh Road Development Corporation, PIU- Project Implementation Unit, CSC- Construction Supervision Consultant
145
3. Reporting System
Reporting system for the suggested monitoring program operates at two levels:
 Reporting of environmental management indicators
 Reporting for operational performance indicators at the PIU level
264. Environmental monitoring involves regular checking of the environmental management

issues detailed in the EMP and to ascertain whether the mitigation measures are achieving their
objectives, according to the EMP, with the progress of the works. It provides the necessary
feedback for project management to keep the program on schedule will still achieving the expected
outcomes.
265. The contractor, IE and PIU are three components of the reporting system for
environmental conditions and management indicators. The reporting system to be followed in
construction phase is presented in Table
 The reporting system will start with the Contractor who is the main executor of the
implementation activities. The contractor will report to the Sr. Environmental Specialist of IE
who in turn shall report to the PIU. The Contractor will submit monthly and quarterly
environmental compliance reports along with formal monthly and quarterly reporting to
the IE.
 The IE will submit separate quarterly environmental monitoring reports to PIU in addition to
submission of the summary of the activities of the month in the formal monthly report
including any deviations and corrective actions.
 PIU will be responsible for preparation of the targets for identified non-
compliances
 A full record of construction activities will be kept as a part of normal contract
monitoring system. Reporting and Monitoring Systems for various stages of construction
and related activities have been proposed are to ensure timely and effective
implementation of the EMP.
During the operation phase, the supervision as well as reporting responsibilities will lie with the MPRDC site
offices and overall supervision will be the responsibility of Environmental Specialist at MPRDC head office in
Bhopal.
146
G. Institutional/Implementation Arrangements
1. Institutional Arrangement
266. Project Implementation Unit (PIU) is responsible for implementation of all the mitigation and
management measures suggested in EMP and also make sure that the statutory requirements are
not violated during the pre-construction, construction and operation stages of the project.
267. The Chief Project Officer (CPO) heads MPRDC. He will be responsible for the successful
implementation of the Project. The Chief Engineer is also the Project Director (PD) in the MPRDC
set up for the implementation of the project. The PD is assisted by PIU, Technical / Environment
and LAQ / R&R wings at the head office. Various wings are functioning under PIU such as
Technical, Environment, LAQ, Administration and Accounts.
268. An Environmental Management Plan Implementation Unit (EMPIU) has been created in Project
Implementation Unit (PIU) and a Sr. Environmental Specialist Environment has been positioned for
the overall functioning of the EMPIU. The main activities of the EMPIU can be divided into two
categories i.e. forestry and environment. Forestry related activities include diversion of forest land,
compensatory afforestation, avenue plantation, plantation in oxbow land etc. while environment
related activities include statutory clearances, implementation of EMP through Contractor,
Grievance Redress, training etc. An Assistant Conservator of Forest (ACF), Range Forest Officer
(RFO) and Deputy RFO, assist the Sr. Environmental Specialist for forestry related activities.
For environment related activities, 2 Assistant Executive Engineer (AEE) and 2 Assistant Engineer
(AE) has been proposed for MPRDC Position of one AEE and one AE are already sanctioned while
another position of AEE and EE are to be sanctioned.
Project Director will be heading the overall functioning of the PIU. The Executive Engineers (EEs) and
supporting staff as employer‟s representatives nominated for the project will be responsible for the
implementation of the project under the divisions. The Sr. Environmental Specialist of the EMPIU will look after
the forestry and environmental issues during the project preparation, implementation and operation with the
assistance of the Sr. Environmental Specialist of the Independent Engineer (IE). The contractor will be
responsible for implementation of the EMP in the field.
2. Implementation Arrangements
269. The MPRDC is responsible for the implementation of the provisions made within the EMP
through Independent Engineer (IE) with the help of project offices. The services of Independent
Engineer will be procured to assist the site offices for monitoring the environmental aspects of the
project during implementation. The IE will have a multi-disciplinary team and will also have an
environmental management team having intermittent input of a senior level Environmental
Specialist supported by middle level full time Environmental Specialists (one for each package).
This team will ensure compliances of mitigation measures and all statutory requirements during
implementation and operation of project.
270. Independent Engineer (IE): The Independent Engineer, to be procured through ICB shall assist
the MPRDC with the implementation of project, once the project documents are ready. The
Environmental Specialist of the IE shall be the key personnel to ensure the successful
implementation of EMP provisions. Since ICB procurement is envisaged, the selected IEs are
expected to have the necessary professional(s) to tackle the issues that the project is likely to bring
up. The Environmental Specialist of the Independent Engineer will be a key position, which can be
leveraged to ensure that the Contractor complies with the various EMP requirements.
271. The EMP prepared for the Project road, needs to be followed during the implementation of the
civil works. The EMP is integrated in the technical specification and contract documents.
Qualification and Responsibilities of Senior Environmental Specialist of IE:
Qualifications & Experience
 Postgraduate in Environmental Management / Environmental Science / Ecology / Environmental
Planning / degree in Civil Engineering with PG / specialisation in environment.
147
 15 years of total experience with a minimum of 10 years in the preparation and implementation of EMP
of highway projects and an understanding of environmental, health and safety issues.
 Prior practical experience in Highways projects funded by Multilateral Agencies
Roles & Responsibilities

 The key responsibility of the Environmental Specialist will be the successful implementation of the
EMP
 In addition, he / she will update MPRDC on the progress of environmental protection and / or
enhancement works as envisaged in the EMP
 Supervise and monitor the implementation of EMP by the Contractor
 Review and approve site-specific environmental mitigation / enhancement designs worked out by
the Contractor based on the EMP prepared during project preparation
 Review and recommend the Contractors‟ Implementation Plans for approval (with any changes that
may be necessary) to ensure compliance with the environmental provisions of the Contract
 Monitor tree plantation programs and the periodic Environmental Monitoring (air, noise, water, soil and
biodiversity) programs to ensure compliance with the statutory requirements and the EMP
 Hold regular meetings with Contractor and provide update to MPRDC regarding the progress of
environmental works
 Prepare and submit Monthly, Quarterly, Semi-annual and Annual Environmental report to MPRDC
 Develop and organise environmental training programmes to upgrade the skills within the staff of the
environmental cell and the Contractors
 Document and develop good practices during project implementation for wider dissemination
272. The project will require continuous environmental supervision from the IE‟s side. Since the Sr.
Environmental Specialist for IE projects are to be deployed on intermittent basis, it is required to
have fulltime Jr. Environmental Specialist to assist the key professional. Field Engineers
supervising the construction works also needs to be trained on environmental aspects, who
then shall apprise the Team Leader and the Sr. Environmental Specialist of any significant
development on environment Qualification and Responsibilities of Junior Environmental
Specialist of IE (Sub Professional):

 Postgraduate in Environmental Management / Environmental Science / Ecology / Environmental
Planning / Environmental Engineering
 7 years of experience with a minimum of 3 years in the preparation and or implementation of EMP of
highway projects and an understanding of environmental, health and safety issues
 Prior practical experience in multilateral funded projects in highways sector would be an advantage

 The key responsibility of the Environmental Specialist will be the successful implementation of the
EMP
 In addition, he / she will update the Key Environmental Specialist & the TL of IE on the progress of
environmental protection and / or enhancement works as envisaged in the EMP
 Regularly supervise and monitor the implementation of EMP by the Contractor
 Verify the extent of environmental compliance of the Contractor regularly
 Monitor tree plantation programs and the periodic Environmental Monitoring (air, water, noise, soil &
biodiversity) Programs to ensure compliance with the statutory requirements and the EMP
 Interact & hold regular meetings with Contractor Environmental Officers in implementation of the
EMP
 Assist the Key Environmental Specialist in preparation of monthly, Quarterly, Semi-annual and Annual
Environmental reports
 Assist the Key Environmental Specialist in documenting good practices during project implementation
for wider dissemination
 Regularly monitor the approved site-specific environmental mitigation enhancement designs
based on the EMP prepared
148
273. Contractor: Execution of works will be the responsibility of the PBDPS Contractor
(Performance based Deferred Payment System Contractor). The Contractor may himself be the
executioner of the project or might decide to sublet some part to petty contractor. The contractor
shall be responsible for both the jobs done by the petty contactor (if Sublet) as well by him. In both
the cases the Contractor will implement the environmental measures. This has been done with a
view to ensure that road construction and environmental management go together. The Contractors
shall employ a full time Environmental Officer whose qualification and responsibilities
shall be as stated below:
Qualification and Responsibilities of Environmental Officer (EO) of Contractor:

 Postgraduate in Environmental Management / Environmental Science / Zoology / Botany / Ecology /
Environmental Planning / Environmental Engineering
 5 years of experience with a minimum of 2 years in the implementation of EMP of highway projects
and an understanding of environmental, health and safety issues
 Prior practical experience in multilateral funded projects in highways sector would be an advantage

 The Environmental Officer shall report directly to the Resident Construction Manager / Project
Manager of the Contractor so that the pertinent environmental issues that he raises are promptly dealt
with.
 He shall also have a direct interaction with the Environmental Specialist of the IE.
 Monitor / implement measures laid out in the EMP and or as directed by the IE for the work executed
both by petty contractors and the contractor.
 Implement tree plantation programs (if under Contractor‟s scope) and conduct periodic
Environmental Monitoring (air, water, noise, soil & biodiversity) Programs to ensure
compliance with the statutory requirements and the EMP
 Provide key inputs in the development of the Contractors‟ implementation plan for all construction
activities, including haulage of material to site, adhering to the requirements of the EMP and getting
approval of the IE on the same before start of works.
 Ensure that the regulatory permissions required for the construction equipment, vehicles and camps
and from the site and obtain approval for the same from the IE.
 Detail out site-specific environmental mitigation and enhancement measures and obtain approval of
the IE for the same
 Carry out the measurements of environmental mitigation and / or enhancement works and prepares
bills for the same for approval and payment through the IE.
 Ensure that the safety of the workers and other site users is not compromised during construction
 Ensure that adequate monitoring facilities are available for collecting samples of all discharges from the
Contractor‟s plants, equipment and camps
 Verify the extent of environmental compliance at sites from where the Contractor is procuring the
material – Borrow Area, Quarries, Crushers or even sand and suggest appropriate mitigation
measures, if required
Penalty Clause:
 For not employing a full time Environmental Officer (EO), the contractor shall be levied a fine of Rs.
2,000/ every day from his invoice
 The EO shall be approved by the Client
 In case of non-notified absence of the EO (absence to be notified to the authority in writing) for more
than 15 days from site, a fine of Rs. 2,000 per day to be levied on the contractor. Eligibility of leave
due to the EO shall be as per standard guidelines of the organization.
 machinery (given in the EMP) have been obtained and are valid at all times during the execution of
the project.
 Prepare / fill up the environmental and safety related compliances as per daily, weekly, fortnightly,
monthly, quarterly, semi-annual checklists in the EMP
 Prepare Safety Plans, Debris & Waste disposal Plan, Emergency Response Plans and Quarry
Management and other safety, health and environment related Plans for approval of the IE.
 Identify locations for siting construction camps and other plants, machinery, vehicles and
equipment, as well as locations for storage and disposal of wastes, both from the construction
149
The environmental officer shall have an environmental, health and safety team to help him in implementing the
EMP. These team ms may / may not report to him / her directly but shall apprise him of all the incidents and mark
a formal report of any incident having an impact on the Health, Environment and Safety issues.
Safety Officer (SO): The safety officer shall on day to day basis interact and assist the EO in implementation of
the safety features mentioned in the EMP. He shall also assist the EO in the preparation & submission of safety
plans.
First Aider / Medical Officer (MO): The first aider / medical officer shall interact and assist the EO in
implementation of the health features mentioned in the EMP
Duty Officers (DO) /Supervisors: The Duty Officers shall on day to day basis, take the necessary mitigation
measures as per the directions of the EO, SO & MO and monitor the project facilities and report to the EO on
activities that adversely affect the environment in the vicinity.
Plant Engineer: The Plant Engineer has the responsibility of managing and controlling the hot mix plant, crusher
unit and fleet of vehicles. He shall ensure that the environment is not degraded at his plant site. Even though the
EO shall routinely monitor to detect any negative issues due to operations and bring it to the knowledge of Plant
manager for taking rectification works. In case of emergency the Plant Engineer shall immediately notify the EO
for necessary actions.
H. Institutional Capacity Building
274. Construction industry of India is an important indicator of the development as it creates
investment opportunities across various related sectors. The industry is fragmented, with a handful
of major companies involved in the construction activities across all segments; medium sized
companies specializing in niche activities; and small and medium contractors who work on the
subcontractor basis and carry out the work in the field. In the absence of any institutional
mechanism for skill formation, construction workers continue to be trained by the traditional master
craftsmen. Apart from its inadequacy in quantitative terms, the traditional system neither utilizes
new technologies and work methods, nor does it absorb the benefits of research and development.
275. Therefore, for successful implementation of EMP it is important to orient contractor‟s

supervisory staff as well as key field staff towards environmental issues of highway project,
implementation of mitigation measures, green construction technology and sustainable
environment to safeguard natural resources and environment. The Environmental Specialist /
Engineers at PIU and Independent Engineer are also responsible for the implementation of the
EMP, need to be trained. To ensure the success of the proposed implementation set up, there is
need for training and skill up-gradation. Hence, considering the requirement, the following
training program is suggested.
1. Training Components
The environmental training should encompass the following:
 Understanding of the relevant environmental regulations and their application to the project;
 Environmental & Social Issues in Highway Projects
 Road Safety and Road Safety Audit for Highways
 Mainstreaming Biodiversity in Road Transportation Projects for Promoting Smart
Green Infrastructure
 Mitigation measures of noise generated from construction equipment
 Environmental Monitoring during Construction stage and Operation stage
 Green Highways & Green Infrastructure
 Use of Waste Plastic in Road Construction
 ISO 14001:2004 Environmental Management System
I. Environmental Budget
276. The budgetary provision for the implementation of the environmental management plan of the
project road can be categorized in to two types and is presented below:
 Environmental Management Plan Works to be implemented by the contractor under civil works
contracts
 Environmental Management Plan Works to be implemented by the MPRDC
150
VIII. CONCLUSIONS AND RECOMMENDATIONS
A. Conclusion
RHS- Jirapur) connecting Khata Khedi, Kandeli, Nandani, Tolighata and terminates at the start point
of approach of High level bridge constructed over Kalisindh River. Existing length of Project is
11.450 km & design length is 11.380 Km. The existing road passes through important town/villages
like Khata Kheda & Nandini.
278. As per ADB Safeguard Policy Statement 2009, proposed project is “Category B” project. The
Initial Environmental Examination (IEE) Report attempts to identify significant potential
environmental impacts associated with the construction and operational phases of the proposed
road project. Apart from positive impacts road projects could also generate some adverse direct
and indirect environmental impacts. Direct environmental impacts are usually due to
construction activities, while indirect environmental impacts are usually related to the operation of
improved roads.
279. Most of the adverse impacts of road project during construction period are temporary in
nature. These impacts can be minimized through specific engineering solutions. Environment
friendly construction methodology has been incorporated into the project design and
Environment Management Plan has been prepared to minimize the overall impact on environmental
attributes by the proposed project works. Therefore, it is unlikely to cause any significant adverse
environmental impacts and no further detailed study is required.
280. As per the Government of India regulation, Environmental Clearance is not required for the
proposed project. However, Tree Felling Permission from State Forest Department will be required
before start of construction.
B. Recommendations
281. Conservation and Ecosystem Management has vital role to minimize the impact of
highway construction. Maintaining natural flows of rivers, streams etc. without changing the
gorge of flow at highway site also contribute to conservation of ecosystem.
282. The use of Recycled Asphalt Cold Mix in lieu of Hot Mix Asphalt (HMA) is one of the
practices to reduce the lifecycle energy in highway construction. Recycled Asphalt Pavement
(RAP) materials generated out of the existing distressed bituminous layers are proposed to be used
as the base layer. The single most important justification for use of this technology is that it reduces
the emission of greenhouse gases and controls thereby global warming. This would earn
tradable carbon credit. Secondly, the technology is quite compatible with Reclaimed Asphalt
Pavement technology, which saves the requirement of fresh aggregates and reduces the
environmental hazard associated with dumping of damaged pavement materials. The fumes from
Hot Mix Asphalt are known to be potential health hazards, especially for the construction workers.
Construction at normal air temperature of the mix avoids this health hazard.
283. Bio-engineering is the technique of utilizing vegetation in addressing geotechnical

problems, which is the only environment friendly and sustainable technology to control soil erosion
and slope stabilization in highway project.
284. Waste plastic creates problem to the environment. The best way of disposal of waste
plastic is its recycling to the maximum extent and waste plastic has great potential for use in
bituminous construction. Plastics increase the melting point of the bitumen as well as its addition in
small dose helps in substantially improving Marshall Properties, fatigue life and other properties.
Use of this technology can not only strengthens the road construction but also increases the road
life, and also help to improve the environment.
285. As discussed above the Environmental Management Plan has been prepared
incorporating various modern technologies and guidelines to reduce the environmental impacts of
highway construction to make it a Green Highway. Therefore, it is recommended to strictly follow
151
the EMP and associated Guidelines during construction phase and operation phase of the
project.
286. Green Highway considerations at Construction Stage

 Use of Waste Plastic in Road Construction
 Use of Recycled Asphalt Cold Mix Technology
 Slope stabilization using Coir Geotextile and Vetiver Grass
 Phyco-Remediation of water using NUALGI
 Native indigenous trees species with large canopy cover shall be planted. One
sq. m. of green canopy absorb 0.2 kg of CO2 and other waste gases.
 Preservation of fertile top soil
 Adequate number to cross drainage structures proposed to maintain natural flows
of streams without changing the gorge of flow at highway site
 Rainwater Harvesting Structures to improve ground water level
 Provision of LPG in construction camp as fuel source
 Utilization of low electrical equipment viz. CFL, LED etc. in construction camp
 Utilization of solar panels in camps, offices and execution sites
 Disposal of hazardous and non-hazardous waste from construction site and reporting
its environmental compliances to concerned authorities
 Use of CNG vehicles
 Reduction in fuel consumption & lower down fuel demand in machinery & vehicles
152
APPENDIX 1 RAPID ENVIRONMENTAL ASSESSMENT CHECKLIST
ROADS A N D HIGHWAYS
Instructions:
(i) The project team completes this checklist to support the environmental classification of a project. It is to be
attached to the environmental categorization form and submitted to the Environment and Safeguards Division
(RSES), for endorsement by Director, RSES and for approval by the Chief Compliance Officer.
(ii) This checklist focuses on environmental issues and concerns. To ensure that social dimensions are
adequately considered, refer also to ADB's (a) checklists on involuntary resettlement and Indigenous Peoples;
(b) poverty reduction handbook; (c) staff guide to consultation and participation; and (d) gender checklists.
(iii) Answer the questions assuming the “without mitigation” case. The purpose is to identify potential impacts. Use
the “remarks” section to discuss any anticipated mitigation measures.
Country/Project –INDIA
Title: Sector Division- Chhapiheda-Nalkheda road
SCREENING QUESTIONS Yes No REMARKS
A. Project Siting
NO No environmentally sensitive site is
Is the Project area adjacent to or within any of the following located within the Chhapiheda-Nalkheda road
environmentally sensitive areas?
Cultural heritage site NO No archaeologically protected monument or

cultural heritage site is located within the road.
NO
No protected area is located close to
Protected Area roads and nearby.
NO No protected or classified wet land is
Wetland located close to the project
Mangrove NO Project road is not located in Coastal
areas.
NO No Estuarine is located in the Project
Estuarine area.
NO
No such area is located in the Project
Buffer zone of protected area vicinity.
Special area for protecting biodiversity NO No such area is located in the project
vicinity.
B. Potential Environmental Impacts
The topography of project road is mainly plain.

There is no encroachment of historical places.
However, some small temples exist along the
project road which may get impacted. Since road
encroachment on historical/cultural areas; disfiguration of widening will be confined to available ROW, no
landscape by road embankments, cuts, fills, and change in landscape is expected. Opening of new
NO Quarries is not envisaged. Only operational and
quarries? licensed quarry will be used for road construction.
Earth materialwill be sourced from pre identified
areas (located within 15 to 20 Km from the road)
and with the consent of landowner. All borrow
areas will be suitably rehabilitated.
145
SCREENING Yes No REMARKS

QUESTIONS
Encroachment on precious ecology NO There is no National Parks, Wild Life sanctuaries or any other
(e.g Sensitive or protected areas)? similar eco sensitive areas in and around the project area. Only
cutting of 347 roadside trees is involved.
Attempts have been made to minimising the cutting of trees while

finalising the road widening options.
Alteration of surface water hydrology NO The proposed alignment is crossing only small natural drains. All
of waterways crossed by roads, drainage courses will be maintained to avoid alteration in surface
resulting in increased sediment in
streams affected by increased soil water hydrology so that water courses are not affected. The
erosion at construction site? temporary soil stockpiles will be designed so that runoff will not
induce sedimentation of waterways. Silt fencing during
construction will be provided.
Deterioration of surface water quality NO Adequate sanitary facilities including Soak pits treatment
due to silt runoff and sanitary wastes facilities will be provided at construction camps, which will be
from worker-based camps and
chemicals used in construction? set-up away from habitat and water bodies. No harmful
ingredients are likely to be used in the construction activities.
Surface water quality is not impacted due to construction.
Measures like embankment slop stabilization, RCC retaining
walls are proposed to prevent siltation of ponds located next to
the road due to surface runoff.
Increased local air pollution due to Yes Localized air pollution level is likely to increase for short
rock crushing, cutting and filling duration during construction period due to construction vehicle
works, and chemicals from asphalt
processing? movement and asphalt processing. The asphalt mixing plant (hot
mix plant) will be located away from habitat areas with
adequately high stack for effective dispersion of likely emissions
Dust. Separation measures like spraying of water on unpaved
vehicle movement areas are proposed to minimize the dust
generation.
Risks and vulnerabilities related to Yes Workers may get exposed to dust and noise during construction
occupational health and safety due to activities. However the exposure levels are likely to be short and
physical, chemical biological, and
radiological hazards during project insignificant. Workers will be provided requisite PPEs to
construction and operation? minimize such exposure and associated harmful occupational
health effects. Traffic on the road is expected to be low and as
such, no occupational health hazard is anticipated during
operation phase.
Noise and vibration due to blasting and NO No blasting is involved. No significant noise generation is
other civil works? expected during construction activities except normal
construction equipment operational noise. These noise levels will
be impulsive in nature and its impact will be confined within few
meters of either side of the road. All stationary noise making
sources equipment like DG set, compressors will be installed with
acoustic enclosures. There are few noise sensitive locations
especially schools close to the alignment where noise level may
increase due to increased traffic during operation stage.
146
APPENDIX 2 Indian Standard Drinking Water Specification: 10500:2012
Sl Permissible
Substance /Characteristic Desirable Limit Remarks
No limit
Extended to 25 if toxic substance are not
1 Colour. Hazen units, Max 5 25
suspected in absence of alternate sources
2 Odour Unobjectionable a) Test cold and when heated
b) Test at several dilution
Test to be conducted only after safety has
3 Taste Agreeable
been established
4 Turbidity NTU, Max 5 10
5 pH value 6.5 to 8.5 No relaxation
Total Hardness (as
6 600 600
CaCO3mg/lit)
7 Iron (as Fe mg/lit, Max 0.3 1.0
8 Chlorides (as CI mg/lit Max 250 1000
To be applicable only when water is
Residual Free Chlorine, chlorinated. Treated at consumer end.
9 0.2
mg/lit Max When protection against viral infection is
required, it should be Min 0.5 mg/lit
10 Dissolved Solids mg/l, Max 500 2000
11 Calcium (as Cal mg/l, Max 75 200
12 Copper (as Cu) mg/l, Max 0.05 1.5
13 Manganese (Mn) mg/lMax 0.1 0.3
May be extended up to 400 provided (as
14 Sulphate(As S04), Max 200 400
Mg) does not exceed 30
15 Nitrate (as NO,) mg/l, Max 45 100
16 Fluoride (as F) mg/l, Max 1.0 1.5
Phenolic Compounds (as
17 0.001 0.002
C,H, OH) mg/l Max
18 Arsenic (as Asmg/l 0.05 No relaxation To be tested when pollution is suspected
19 Lead (as Pb) mg/l 0.05 No relaxation
Anionic ; Detergents (as
20 1.0
MBAS) mg/l -
21 Chromium (as Cr) mg/l 0.05 1.0 To be tested. when pollution is suspected
22 Mineral Oil mg/l 0.01 0.03
23 Alkalinity mg/l 200 600
24 Total Coliform 95% of the sample should not contain coliform in 100 ml. 10 coliform t100 ml
147
APPENDIX 3 Details Of Participants And Photographs Of Public Consultation

At Khata Khidi Ch- 1+410
At Nandani Jagiri Ch-6+300

At Nandani Jagiri Ch-6+320 At Nandani Jagiri Ch-6+360

148

KHATA KHEDI 19-04-2019 17 2 19
TOTAL 35 4 39
149
150
151
APPENDIX 4 List Of Trees To Be Felled For The Proposed Widening Of Chhapiheda-Nalkheda Road
Distance
Chainage Type Of
S.No From Cl Side Girth(Cm) Botanical name
(Km) Tree
(m)
1 0+010 6.0 RHS Gulmohar 193 Delonix regia
2 0+010 6.0 RHS Neem 80 Azadirachta indica
3 0+011 6.0 LHS Neem 130 Azadirachta indica
4 0+020 7.0 LHS Gulmohar 40 Delonix regia
7 0+040 6.0 RHS Sheesham 36 Dalbergia latifolia
9 0+050 5.1 RHS Gulmohar 165 Delonix regia
12 0+075 5.0 RHS Peepal 160 Ficus religiosa
19 0+120 5.5 LHS Peepal 120 Ficus religiosa
21 0+140 5.5 LHS Babool 120 Vachellia nilotica
22 0+250 6.0 RHS Babool 110 Vachellia nilotica
152
Distance
Chainage Type Of
(Km) Tree
(m)
153
Distance
Chainage Type Of
(Km) Tree
(m)
85 1+603 5.3 LHS Charel 100 Holoptelea integrifolia
86 1+630 5.5 LHS Rasan 100 Myrceugenia obtusa
95 1+701 6.0 RHS Eucalyptus 150 Eucalyptus globulus
154
Distance
Chainage Type Of
(Km) Tree
(m)
121 1+821 6.5 LHS Eucalyptus 120 Eucalyptus globulus
155
Distance
Chainage Type Of
(Km) Tree
(m)
178 2+950 6.0 RHS Kikar 100 Vachellia nilotica
156
Distance
Chainage Type Of
(Km) Tree
(m)
189 3+500 7.0 RHS Mahaneem 120 Azadirachta indica
157
Distance
Chainage Type Of
(Km) Tree
(m)
230 5+120 7.0 RHS Aam 100 Mangifera indica
231 5+400 6.0 LHS Aam 300 Mangifera indica
232 5+420 5.0 LHS Aam 100 Mangifera indica
158
Distance
Chainage Type Of
(Km) Tree
(m)
269 6+260 6.0 RHS Bakhan 120 Coccinia grandis
272 6+302 5.0 LHS Saagun 140 Tectona grandis
273 6+303 5.0 LHS Saagun 30 Tectona grandis
274 6+350 6.0 LHS Bakhan 30 Coccinia grandis
159
Distance
Chainage Type Of
(Km) Tree
(m)
160
Distance
Chainage Type Of
(Km) Tree
(m)
161
APPENDIX 5 Environment Monitoring Locations
The following environment monitoring locations are shown in the table below
Environment Monitoring Locations
Sr. Particular Remark

No.
Section-I
(i) Location-1: EM-1 (Km 0+050 at Chhapiheda)
1 Soil Monitoring Recommended to collect sample from Road side.

2 Noise Monitoring Recommended to carry out monitoring during day time.
3 Water Monitoring Recommended to collect sample from nearest water source i.e.
Branch of Parvathy River.
4 Air Monitoring Recommended to carry out monitoring during vehicles movement
during day time.
(ii) Location-2: EM-2 (Km 1+350 at Khata kheda

2 Noise Monitoring Recommended to carry out monitoring any time in day.
3 Water Monitoring Recommended to collect sample from nearest water source i.e.
Nearest Village Pond Reservoir.
4 Air Monitoring Recommended to carry out monitoring during any time in day.
(iii) Location-3: EM-3 (Km 6+350 at Nandani )

3 Water Monitoring Recommended to collect sample from nearest water body/ dam.
4 Air Monitoring Recommended to carry out monitoring during day time.
(iv) Location – 4: EM (Km. 7+100 Nandani In Road side school))

3 Water Monitoring Recommended to collect sample from nearest water body/ dam.
4 Air Monitoring Recommended to carry out monitoring during day time.

Schedule V IEE Chapiheda-Nalkheda Road

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Schedule V IEE Chapiheda-Nalkheda Road

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Initial Environmental Examination

India: Promoting Public-Private Partnership in Madhya Pradesh

AADT : Annual Average Daily Traffic

EPC : Engineering Procurement Construction

PPE : Personal Protective Equipment

I. EXECUTIVE SUMMARY ...................................................................................................................... i

H. Protected Area ................................................................................................................................ 95

4. The proposed project is designed to improve transport connectivity in Madhya Pradesh by

B. Objectives of the IEE

Following are the objectives of the Environmental Study:

C. Description of the Project

Terminates at the start point of

Starts from T-Junction with

Location of Start Point Location of End Point

Figure 1 Map Showing location of the Project Road

D. Identification of Homogeneous Sections

Table 2 Homogeneous Sections of Traffic on Project Highway

Source: Survey conducted by AICONS

Sl No Type of Survey Location Survey Date Duration of Survey

Tractor with Trailer

2018 656 2 55 0 0 55 21 16 0 31 7 32 0 0 0 0 875 745

Design Ch. (Km) Total

F. Policy, Legal and Administrative Framework

Table 5 Statutory Clearances required for the Project Road

Type of Clearance Name of the Authority When Required

Table 6 Clearances required to be obtained by the Contractor

Sl. Authority Granting When

1 Tree cutting Department of Forest, Before MPRDC responsibility.

Consents under Water Madhya Pradesh State

Permit for installation Before

If the extraction of boulder is

If the extraction of sand is being

License for storing Commissioner of During

11 Labour camps District Health Officer During Contractor‟s responsibility.

14. In addition to the above, Contractor has to obtain:

 Insurance related to 3rd party insurance, Indemnity, Workmen Compensation etc.

G. Description of the Environment

Existing Ch. (Km)

Climate & Meteorology

Ambient Air Quality

SN Station Place Existing Side Distance Land use

Source: On-site Field Monitoring

Pollutant AAQMS Min Max Avg Indian

PM2.5 Site 1 AQ1 36.6 40.6 38.6

Source: On-site Field Monitoring

Ambient Noise Level

Table 9 Details of Noise Monitoring Stations

SN Place Existing Side Distance Land use

Attribute Parameter Unit Chhapiheda-Nalkheda road

Site 1, NQ1 Site 2, NQ2

Leq dB(A) 32.6 33.6

Lmax dB(A) 35.60 33.6

Leq day dB(A) 38.2 37.6

Leq Night dB(A) 31.8 34.6

Source: On-site Noise Monitoring during 2019

Surface Water Quality

SN Station Place Existing Side Distance Land use

1 SWQ1 Khata Kheda 1+650 L 30 m Agriculture

Attribute Parameter Unit Chhapiheda-Nalkheda road

Site 1, SWQ1 Site 1, SWQ2

BOD, 5 days mg/l <1 <1

TDS mg/l 166.6 180.6