01 Ind Iee 04 Pune To Guntakal

Initial Environmental Examination
March 2011
India: Railway Sector Investment Program

Pune-Guntakal Electrification and DaundGaulbarga Doubling Subprojects
Prepared by Ministry of Railway for the Asian Development Bank.
CURRENCY EQUIVALENTS (as of 15 March 2011) Currency unit Indian rupee (Rs) Rs1.00 = $0.22222 Rs 45.00 $1.00 =
ABBREVIATIONS ACF ADB EIA EMoP EMP ESDU GIS GOI GHG HFL IBS ICAR IEE IS IUCN Jn. LHS MoEF MOR NAAQS NE NGO NH NSDP NOx PF PHC PIU PPEs PMC PWD RDSO R&R RF RHS RoB RoW RSPM RuB Assistant Conservator of Forest Asian Development Bank environmental impact assessment environment monitoring plan environment management plan Environment and Social Development Unit geographic information system Government of India greenhouse gases highest flood level Intermittent Block Station Indian Council of Agricultural Research initial environmental examination Indian Standard International Union for Conservation of Nature junction (The term used by Indian Railways for the Stations where two or more lines meet) Left Hand Side Ministry of Environment and Forests Ministry of Railways National Ambient Air Quality Standard northeast non-governmental organization national highway National Strategic Development Program oxides of nitrogen protected forest public health centre project implementation unit personal protective equipments Project Management Consultant Public Works Department Research Design and Standards Organization resettlement and rehabilitation reserved forest right hand side road over bridge right of way respirable suspended particulate matter road under bridge
RVNL SDP SEIA SIEE SO2 SOI SWR SPCB SPM SPV SSE P.Way SW UNDP
Rail Vikas Nigam Ltd. state domestic product summary environmental impact assessment summary initial environmental examination oxides of sulphur Survey of India South-western Railways State Pollution Control Board suspended particulate matter special purpose vehicle Senior Section Engineer (Pathway) south west United Nation Development Program
WEIGHTS AND MEASURES cum ha km m mm cubic meter hectare kilometer meter millimeter
NOTE In this report, "$" refers to US dollars. This initial environmental examination is a doc ument of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.
IEE for Doubling of Daund Gulbarga & Electrification of Pune Guntakal Rail Section Railway Investment Program India (PPTA-4998-IND)
TABLE OF CONTENT
Chapters 0. Executive Summary ............................................................................................ 0-1 1. Introduction ......................................................................................................... 1-1 1.1. Project Background....................................................................................... 1-1 1.2. Stage of Project Preparation ......................................................................... 1-1 1.3. Purpose of the Report ................................................................................... 1-1 1.4. Extent of IEE ................................................................................................. 1-2 1.5. IEE Content .................................................................................................. 1-2 1.6. Team Composition and Acknowledgments ................................................... 1-3 1.7. Methodology ................................................................................................. 1-3 1.7.1. Data Collection.......................................................................................... 1-3 1.7.2. Onsite Monitoring and Strip Map Preparation ............................................ 1-4 1.7.3. Public Consultation ................................................................................... 1-4 1.7.4. Statutory Clearances Required ................................................................. 1-5 2. Description of the Project ................................................................................... 2-1 2.1. Category of the Project ................................................................................. 2-1 2.2. Need for the Project ...................................................................................... 2-1 2.3. Location and Characteristic of the Project Sections ...................................... 2-2 2.3.1. Daund-Gulbarga Doubling Section ............................................................ 2-2 2.3.2. Pune Guntakal Electrification .................................................................. 2-3 2.4. Project Implementation Schedule and Cost .................................................. 2-3 2.5. Key Project Components and Activities......................................................... 2-4 2.5.1. Daund-Gulbarga (Doubling Section) ......................................................... 2-4 Source: Identified During Field Survey .................................................................. 2-6 2.5.2. Pune-Guntakal (Electrification).................................................................. 2-7 3. Description Of The Environment........................................................................ 3-1 3.1. Physical Environment ................................................................................... 3-1 3.1.1. Meteorology and Climate .......................................................................... 3-1 3.1.2. Natural Hazards ........................................................................................ 3-2 3.1.3. Air Quality ................................................................................................. 3-2 3.1.4. Noise and Vibration ................................................................................... 3-3 3.1.5. Topography and Physiography ................................................................. 3-4 3.1.6. Geology and Seismicity............................................................................. 3-4 3.1.7. Soil............................................................................................................ 3-6 3.1.8. Water Resources ...................................................................................... 3-7 3.2. Ecological Resources ................................................................................... 3-8 3.2.1. Terrestrial Ecology .................................................................................... 3-8 3.2.2. Trees along Railway line ........................................................................... 3-9 3.2.3. Aquatic Ecology ........................................................................................ 3-9 3.3. Economic Development ................................................................................ 3-9 3.3.1. Industries .................................................................................................. 3-9 3.3.2. Infrastructure Facilities ............................................................................ 3-10 3.4. Social and Cultural Resources .................................................................... 3-12 3.4.1. Population and Communities .................................................................. 3-12 3.4.2. Health Facilities....................................................................................... 3-12 3.4.3. Education Facilities and Literacy ............................................................. 3-13 3.4.4. Socio-Economic Conditions .................................................................... 3-13 3.4.5. Structures or Sites of Historical, Archaeological, Paleontological, or Architectural Significance ........................................................................ 3-14 4. ANTICIPATED ENVIRONMENTAL IMPACTS AND ITS MITIGATION MEASURES4-1 i
4.1. Impact on Physical Environment ................................................................... 4-1 4.1.1. Climate ..................................................................................................... 4-1 4.1.2. Air Quality ................................................................................................. 4-2 4.1.3. Noise and Vibration ................................................................................... 4-4 4.1.4. Impact on Land and Soil ........................................................................... 4-6 4.1.5. Water Resources .................................................................................... 4-10 4.2. Impact on Biological Environment ............................................................... 4-12 4.2.1. Terrestrial Ecology .................................................................................. 4-12 4.2.2. Aquatic Ecology ...................................................................................... 4-12 4.2.3. Electromagnetic Radiation ...................................................................... 4-13 4.3. Socio-Economic Impact .............................................................................. 4-13 4.4. Accident Risk and Safety ............................................................................ 4-14 4.5. Impacts due to Construction Camp ............................................................. 4-15 4.6. Impacts due to Proposed Residential Buildings .......................................... 4-16 4.7. Impact on Existing Common Property Resources/Utilities ........................... 4-17 4.8. Right-of -Way Maintenance......................................................................... 4-17 4.9. Fuel Management ....................................................................................... 4-18 4.10. Waste Management (Solid waste, Waste Water and Hazardous Materials) 4-18 4.11. Occupational Health and safety .................................................................. 4-19 4.11.1. Rail Operation ......................................................................................... 4-19 4.11.2. Maintenance of Rolling Stock .................................................................. 4-20 4.11.3. Community Health and Safety................................................................. 4-21 5. ENVIRONMENTAL MANAGEMENT PLAN AND GRIEVANCE REDRESS MECHANISM ...............................................................................................................5-1 5.1. Environmental Management Plan ................................................................. 5-1 5.1.1. Mitigation of Potentially adverse impacts................................................... 5-1 5.1.2. Integration of EMP with Project planning, design, construction and operation5-1 5.1.3. Authorities and Their Responsibilities for Implementation of the EMP ....... 5-1 5.1.4. Social development program..................................................................... 5-2 5.1.5. Contingency Response Plan ..................................................................... 5-2 5.1.6. Environmental Monitoring Program (EMoP) .............................................. 5-2 5.1.7. Mechanisms for Feedback and Adjustment ............................................... 5-3 5.2. Institutional Arrangement .............................................................................. 5-3 5.3. Grievance Redress Mechanism .................................................................... 5-4 6. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE ......................... 6-1 6.1. Consultation Method Applied ........................................................................ 6-1 6.2. Public Consultation Milestones ..................................................................... 6-1 6.3. Information disclosed .................................................................................... 6-6 6.4. Compliance with Relevant Regulatory Requirements.................................... 6-6 6.5. Major Comments Received ........................................................................... 6-6 6.5.1. Proponents Comments............................................................................. 6-6 6.5.2. Beneficiaries Comments .......................................................................... 6-7 6.5.3. Government Regulators Comments ......................................................... 6-8 6.5.4. Other Stake Holders Comments ............................................................... 6-8 6.6. Integration of Comments into the IEE ........................................................... 6-8 6.7. Post IEE Public Participation and Information Disclosure .............................. 6-8 7. FINDINGS, RECOMMENDATIONS AND CONCLUSIONS .................................. 7-1 7.1. Findings and Recommendations ................................................................... 7-1 7.2. Conclusions .................................................................................................. 7-3
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List of Tables Table 1.1 : Details of Project Sections ..........................................................................1-1 Table 1.2 : Information Collected and Sources .............................................................1-3 Table 2.1 :Name and Locations of the Existing Stations ...............................................2-2 Table 2.2 :Alignment Detail with Respect to Existing Track ..........................................2-3 Table 2.3 : Proposed Facilities along existing Stations ................................................2-5 Table 2.4 :Details of Proposed Residential and Service buildings ................................2-5 Table 2.5 :Major construction Materials, its Source and Distance .................................2-6 Table 2.6 :Tractions Sub-Stations ................................................................................2-7 Table 2.7 :Transmission Line Lengths with NTPC Source of Power .............................2-8 Table 2.8 :Details of Residential Buildings....................................................................2-8 Table 3.1 :Ambient Air Quality in the Project Area ........................................................3-3 Table 3.2 :Noise Level in dB (A) in the Project Area .....................................................3-3 Table 3.3 :Physico-Chemical Characteristics of Soil .....................................................3-6 Table 3.4 :Groundwater Quality in the Project Area ......................................................3-7 Table 3.5 : List of Water Bodies Crossing Daund-Gulbarga Section .............................3-7 Table 3.6 :Major Industries along the Project Corridor ..................................................3-9 Table 3.7 :Road Lengths in Project Districts ..............................................................3-10 Table 3.8 : Landuse along Daund-Gulbarga Section (within 200 m) ...........................3-10 Table 3.9 :Number and %age of Electrified Villages in the Project Districts ................ 3-11 Table 3.10 :Agricultural Production in Project districts (Tons) .....................................3-11 Table 3.11 :List of Important Tourist Spots in the Project Districts ..............................3-12 Table 3.12 : Demographic Profile of the Project Districts ...........................................3-12 Table 3.13 : Health Facilities in the Project Districts ...................................................3-13 Table 3.14 : Educational Facilities in the Project Districts ...........................................3-13 Table 3.15 : Different Category of Workers in the Project Districts .............................3-13 Table 4.1 :List of Erosion Prone Sections .....................................................................4-6 Table 4.2 :List of Commodities, its Production Centres and Destinations ................... 4-14 Table 5.1 : Training and Awareness Programmes ........................................................5-6 List of Figures Figure 3.1 :Rainfall in Project District (2001-2005) .......................................................3-2 Figure 3.2 :Average Annual Temperature in Project Districts .......................................3-2 Figure 3.3 :Physiographical Map of Project Area .........................................................3-4 Figure 3.4 :Geological map of Project area ..................................................................3-5 Figure 3.5 :Seismic Zone Map of India .........................................................................3-6 Figure 5.1 Proposed Organisation Structure ................................................................5-4 List of Appendix Appendix 2.1: REIA Checklist for Daund Gulbarga Section .......................................... I Appendix 2.2: REIA Checklist for Pune- Guntakal Electrification ................................... IV Appendix 2.3: List of Major Bridges (Daund-Gulbarga Doubling Section) ...................... VI Appendix 3.1: National Ambient Air Quality Standards ................................................ VII Appendix 3.2: NOISE LEVEL LIMITS OF GOI (IN Leq dB(A)) ..................................... VIII Appendix 3.3: Drinking Water Standards and Probable Effects On Human Health (BIS: IS: 10500, 1991)..................................................................................................... IX Appendix 3.4: Water Quality Criteria and Standards for Freshwater Classification (CPCB, 1979) ........................................................................................................ XII Appendix 4.1: Green House Gases Emissions Calculations ...................................... XIII iii
Appendix 4.2: Guidlines For Borrow Area Management .............................................. XV Appendix 5.1: Environmental Management Plan ....................................................... XVIII Appendix 5.2: Environmental monitoring plan (EmoP)............................................. XXXV List of Maps Map 1: Location Map of Sub-projects (Daund-Gulbarga and Pune-Guntakal) ............... v Map 2: View of Existing and Proposed Alignment ........................................................ vi List of Photographs (Plates) Plate 4.1: Loading & Unloading of cement bags in uncovered area near Bhigwan station Yard Plate 4.2: Noise Sensitive Location (School Adjacent to track near Jeur Station) Plate 4.3: Showing Uncontrolled Borrowing and quarrying in the Project area Plate 4.4: Showing School children crossing the Railway line near Benisuroor Village Plate 6.1: Consultation at Benisuroor Village Plate 6.2: Consultation at Hunshi Hudgil Village Plate 6.3: Consultation at Auj Village Plate 6.4: Consultation at Inglagi Village Plate 6.5: Consultation at Kem Village Plate 6.6: Consultation near Mohol Station Plate 6.7: Consultation near Kurduwadi Station yard Plate 6.8: Discussion with Principal of Jeur High School Plate 6.9: Discussion with representative of Local NGOs Plate 6.10: Consultation with Fishermen near Bhima River Plate 6.11: Consultation with Passenger at Akalkot Railway Station Plate 6.12: Consultation with Passenger at Gulbarga Railway Station Plate 6.13: Discussion with Station Manager and Health Inspector of Gulbarga Railway Station Plate 6.14: Discussion with Station Manager at Ganagapur Station Plate 6.15: Discussion with Station Manager and other Railway Staff at Hotgi Railway Station Plate 6.16: Discussion with Railway Staff at Bhigwan Railway Station Plate 6.17: Consultation with Local People near Bablad Plate 6.18: Consultation near Washimbe Railway Station
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Map 1:
Location Map of Sub-projects (Daund-Gulbarga and Pune-Guntakal)
Map 2:
View of Existing and Proposed Alignment
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0.
Introduction 1.
EXECUTIVE SUMMARY
Ministry of Railways (MoR), Govt. of India (GoI) has sought financial assistance from the Asian Development Bank (ADB) for a major rail upgradation project involving doubling of 4 single rail sections and electrification of one existing railway line totalling 1500 kms along saturated corridors in Maharashtra, Karnataka, Andhra Pradesh, Chhatisgarh and O rissa. Asian Development Bank (ADB) initiated TA No. 4898 (IND) to assist MoR for preparing Railway Sector Investment Program for possible financing of above rail up-gradation project. The project aims to alleviate the capacity constraints of already saturated existing single lines which have considerable significance in bulk freight transport of various commodities. The project on its implementation would increase the physical infrastructure and increase the capacity and the operational efficiency of the existing tracks with introduction of modern signalling systems. As part of above TA, Initial Environmental Examination (IEE) has been carried out in accordance with countrys applicable laws, regulations and i n consistent to ADBs Environmental Assessment Guidelines 2003, and Safeguard Policy Statement (SPS) 2009. The IEE is conducted since project is categorised as Category B. The IEE is conducted at pre feasibility stage and as per the details provided by the executing agency Rail Vikas Nigam Limited (RVNL), an arm of Ministry of Railways. Certain changes may occur in structural components but these changes are unlikely to cause significant environmental impacts. The corridor of impact is considered as 100 m on either side from the edge of the existing rail embankment in the block-sections including around other development and ac tivity areas like near station, construction camps. Strip mapping indicating environmental features along the corridor up to 500 m on either side is carried out to assess the impact on ex isting environmental features/resources/utilities in the immediate vicinity. In addition, land use map of 2 km buffer was prepared to illustrate the surrounding land use pattern particularly forest areas which may undergo changes. The entire project section serves several major industrial units (mainly thermal power plants, cement, oil, food grain, fertilizer and iron ore) in the region. Besides, there are several important interchanging junctions viz. Daund, Kurduwadi, Hotgi, Wadi etc. providing links to important destinations. The existing single line capacity utilisation has reached saturation levels on which 3 ne w passenger trains are proposed by Central Railway, The proposed development will ease the traffic on this section besides providing faster connectivity. As per Environment Impact Assessment Notification S.O.1533 (E), dated 15th September, 2006 promulgated under umbrella legislation Environment (Protection) Act, 1986, the environmental clearance is not required either for new or improvement of any railways project. However, project will require tree cutting permission. In addition to above, permission for ground water 0-1
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Statutory Clearances Required 7.
extraction for construction and dom estic purposes will be r equired. Prior consent will also be required from state pollution control board, for setting up hot mix plant , crusher Water (Prevention and Control of Pollution ) Act 1974 and Air (Prevention and Control of Pollution) Act 1981, during construction stage. Project Description 8. Daund Gulbarga Doubling Sections: It is part of Mumbai- Pune DaundSolapur Wadi Guntakal Chennai trunk route of Indian Railway system. It traverses through two States Maharashtra and Karnataka and three Districts namely Pune, Solapur and G ulbarga. Geographically, the section lies between latitude 18 47 N to 17 03N and Longitude in between 74 6E to 76 30E. It starts at km. 267.13 from the Daund Station and terminates at km 567.95 near Gulbarga Station covering the total length of approximately 301 km (Map 1). However, the actual length of doubling is approximately 225.0 Km since some part is already doubled. There are 36 exiting stations enroute including start and end stations. 8. Pune Guntakal Electrification: Pune- Guntakal section of Central and S outh Central Railways is the part of Mumbai Pune- Daund Wadi Chennai trunk route of Indian Railway System. It traverses through the states of Maharashtra, Karnataka and Andhra Pradesh covering 5 districts viz. Pune, Solapur, Gulbarga, Raichur and Anantapur. The total length of the section is 641 km with 78 s tations enroute. Geographically, project area falls in the latitude 18 3160N to 15 103 N and longitude in between 73 52'0" E to 77 22' 27" E.. The project has been categorised as category B under ADBs Environmental Assessment Guidelines (2003) after evaluating all key environmental components. The stretch though passes through reserved forests but does not lead to loss of medicinal plants, endangered floral/faunal species, and any disturbance to existing wildlife movement corridors. Under the EIA Notification, 2006 promulgated under Environment (Protection) Act, 1986, the project is categorised as Category B and does not require prior environmental clearance. The key project activities will involve laying of formation for double track, construction of new bridges, RuB and RoB. Other important activities are (i) gradient and curve improvement, (ii) construction of side drains, (iii) shifting of existing roads at certain locations and c onstruction of approach roads near bridge locations, (iv) dismantling, renovation (levelling, extension, upgradation) or new construction of platforms, (v) dismantling/ construction of foot over bridges, (vi) dismantling /building of the loops, (vii) construction of quarters for staffs with all basic amenities. Temporary workshops, offices and construction camps may also be set up at different places. The summary of project activities is given in Table 1 and 2 below.
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Table 1: The Project Activities and I mprovement Works ( Daund-Gulbarga doubling sub Project)
Particulars Gauge Alignment Gradient Curve Proposed activities and Improvement vis-a vis existing line Gauge Width: 1.676 m. Distance between tracks: Normal 5.3m which extends near major bridges and easing out the curves due to detoured alignment. Mostly along the existing alignment with switchover at six locations Ruling gradient in block section will be mostly 1:105. Gradient at yards shall be maintained as 1:135 to 1:2150 to suit existing grades. Mostly, he existing curves have been adopted at most of the locations except at the major bridges approaches. All efforts have been made to improve/flatten the curve of new line. The transition curves have been designed for maximum speed of 140 Km/hr. Top width of formation: 6.85 m on straight portion and 7.15 on curves. Side slopes in general will be 2 :1. In cutting, width of the formation proposed excluding drain is 6.25 m on straight and 6.55m on curves. Side slope for cutting for various soils viz Hard morrum, soft rock, and hard rock will be 1:1, :1 and :1 respectively. Earth-work: Banking = 2,755,027 cum, cutting = 521,800 cum and blanketing = 800,000 cum. 1m blanketing and mechanical compaction is proposed for protection of embankment. No new river training structures is proposed except widening & strengthening the existing one. New bridges along existing 26 m ajor bridges and 583 minor bridges have to be constructed. All possibilities will be explored to utilise existing pier extension of the bridges at major water bodies Water way /Km of the bridges works out to 4.05km. All the major & minor bridges are to be of MBG Loading standard. All existing ROB/RUB have to be upgraded with new proposal for larger span as most of the ROBs are for single track. There are 54 nos of level crossings, all of them are manned. Provision of approach roads, surfacing of level crossings between gates, checkrails for level crossing (on PSC sleeper), road users warning boards, whistle boards and fencing on the approach on either end are proposed. Presently, side drains are only available in cutting sections. Total length of side drains proposed is approximately 27.12 km. No new stations are proposed in doubling section. For signalling the end stations at Bhigwan, Mohol, Hotgi and Gulbarga are considered as half stations, there by total number of stations, for signalling is 27 nos. Facilities like RL/LL platforms, HL platforms, buffer stops, sand hump are also proposed along the existing stations. The total additional staff requirements during operation are estimated to be 250. R esidential accommodation to these staffs, 234 T ype I, 31 Type II, 12 Type III, 6 Type IV and 1 T ype V quarters totalling 285 quarters have been proposed. Involved at some stations. All the dismantled material can be sold off or reused for filling or other construction activities except asbestos roof sheets which will be disposed off in scientifically acceptable manner. The project will not require any additional land. No forest land is involved.
Rail bed/embankment formation
Bridges
RUBs/ ROBs, Level Crossings and Approach Roads
Side drains Stations
Residential Quarters and Service buildings Dismantling Land Requirement
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Table 2 : Project Activities and I mprovement Works (Pune-Guntakal Electrification Sub-Project)

Components Overhead Equipment (OHE): The wiring plan is for 641 Km of route and 14 26 Km of Tracks. OHE 2 design corresponding to the wind pressure of 112.5 Kg per m has been considered. Simple polygonal overhead equipment with a maximum span of 72 m and a corresponding presage of 100 mm has been adopted. The OHE consists of 107 sq. mm hard drawn grooved copper contact wire and hard drawn cadmium copper catenary of 65 sqm size. Galvanized OHE masts of 9.5 m length are will be adopted to allow for future rising of track level due to re- lying with higher ballast cushion & 60 kg rails with concrete sleepers. It has been c onsidered in the sections covering townships and ar eas provided with telecom installations near to the rail tracks and belonging to DOT. The total of 111 km of RC and 44 nos. of BTs of 100kVA have been proposed in the estimate. Alternative A- from SEBs: The sections falling in State of Maharashtra, Andhra Pradesh and Karnataka are served by MSEB, APTRANSCO and KSEB respectively. 12 T raction Sub Station (TSS) have been proposed which will be fed by nearest Grid sub-station of electrical board. Alternative B from NTPC: Alternative power supply proposed from NTPC Grid substation at Raichur and Solapur could be considered. Accordingly, 2 nos. 220/132 kV sub-station have to be considered. Three Divisional Supervisory Remote Control Centre at Guntakal, Solapur and Pune for Guntakal- Wadi, Wadi- Solapur and Solapur- Daund section respectively have been proposed. 25 kV/230 V single phase 25 and 10 kVA auxiliary connected to the OHE are proposed to be provided for giving L.T. Power supply to Colour light signal, repeater stations, switching stations and mid section L-C gates. Two numbers of transformers are being proposed at each station, additional auxiliary transformers have been c atered for meeting the requirement of big yards. Out of 74 stations, 56 stations are already electrified. The LT distribution line at the electrified stations needs modification to provide necessary safety and protection from the induction of 25 k V AC traction lines. The modifications generally involve replacement of overhead lines by underground cables. Provision has been made for electrification of offices, service buildings and staff quarters for maintenance and construction. A total of 113 Type I, 42 Type II, 37 Type III, 27 T ype IV and 2 T ype V quarters totalling to 221 quarters are proposed to be constructed near important stations
OHE Structures: Booster Transformer (BT) and Return Conductors (RC): Power Supply Arrangement;
Supervisory Remote Control Arrangement: Auxiliary Transformers:
L.T. Modification:
Electrical General Works:
Description of Environment 12. The climate of the project area is characterised by tropical climatic conditions. The section lies in the rain shadow region. The minimum and maximum temperature in this season observed is 4.2 C and 29.7C at Solapur and Gulbarga, respectively. Maximum humidity ranges between 59-84% observed in monsoon. The average maximum temperature is about 31.5 C. The average annual rainfall varies from 722 to 750 mm in the project districts. The ambient air quality levels in the study area conform to the prescribed National Ambient Air Quality Standards (NAAQS) for different Landuse category except at Wadi Railway station where SPM marginally exceeds the residential limit. This may be at tributed to fugitive dust emissions due to 0-4
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loading and unloading of cement bags near the station yard. The Noise levels conform to the prescribed limit except at two locations i.e. near Jeur railway station and Dudhani railway station where it marginally exceeds during night by 2 and 0. 8 dB(A) respectively. Noise level at the sensitive locations like Benisuroor village and A uj village conforms to the residential limit but marginally exceeds the silence zone limit. Vibration during train movement was felt higher near bridge approaches and RuBs. 14. The project area for both the sections is characterised by mountainous terrain covered by Deccan Trap basaltic lava flows, which on account of differential weathering, give rise to undulating relief. The elevation above mean sea level along the proposed doubling section of Daund to Gulbarga varies between 468.2 m (Ganganapur) to 599.0 m (Kem). The average elevation of the section is 531.6 m. The proposed alignment lies in seismic zones II, & III indicating moderate risk zone. The Daund-Gulbarga sub-project area is predominantly underlain by deep black cotton soil. Ujni dam reservoir back water is crossing the project alignment at three locations. The Surface water quality of Bhima river conforms the standards prescribed by Central Pollution Control Board (CPCB) for Class E. Similarly, the groundwater samples largely conforms to the drinking water standard except for two parameters i.e. total hardness and total dissolved solids (TDS) at few locations. There are no N ational Parks, Wild life sanctuaries, Tiger reserves, Bird sanctuaries, Elephant Reserves or similar eco-sensitive areas in the project area. The fish species found are Rohu, Katla, Mrigal, Cyprinus, Maral, Tilapia, Chambari, Kanas, Khadra and Kolas. Among the project districts Pune has the maximum population (7.2 million), literacy and ot her facilities followed by Solapur and ot her districts. Raichur has the minimum population (1.6 million) as per Census of India, 2001. PHC is highest in Gulbarga and lowest in Raichur. Anantapur has highest primary health sub centre. The economy of the Gulbarga, Raichur and other districts is primarily agricultural except for Pune where urban population is more than that of all other districts All government officials consulted welcome the decision of doubling. Regional officer, State Pollution Control Board acquainted about the exiting baseline environment and oper ational quarries. They emphasized on bor row area rehabilitation and also suggested for the provision of adequate monitoring of environmental components particularly during construction phase. Generic issues that emerged during consultation with local people were employment opportunity to local people, increase of passenger trains and inter block stations/halts etc. The local NGOs viz. -Nature conservation Circle and The donkey Sanctuary-India suggested adequate measures during borrowing of earth to save reptiles and also workers from snake-bites, collection of rainwater or creation of small water bodies on both sides where water is not available at long distance for cattle/animals etc. The finding of IEE indicates that the project is unlikely to cause significant adverse environmental impacts. While some of the impacts are negative, 0-5
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Public Consultation and Information Disclosure 18.
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Anticipated Environmental Impacts and Mitigation Measures 20.
there are many bearing benefits to the area. Most of the impacts are likely to occur during construction stage and are temporary in nature. Some impacts require design considerations and are suitably addressed 21. During the design and construction phase, short term minor change in temperature is anticipated in the immediate vicinity of the alignment due to cutting of about 360 trees (110 fruit bearing and 250 non-fruit bearing). This would be c ompensated by plantation on 1:3 basis. Erratic rainfall condition/flooding may cause breach in the embankment which would be taken care of by provision of adequate cross drainage structures. Short-term deterioration of air quality may take place due to increase in fugitive dust emissions and noi se level from earthmoving, ground shaping, unpaved transport, and e missions from heavy equipment and ot her mobile sources. Water sprinkling to control dust, movement and s torage in covered vehicles/areas, changing the location and timing of construction activities and maintenance of equipments, temporary barriers use of PPEs by workers will minimize these impacts. Impact to land w ill be m itigated by restricting movement of construction vehicles, machinery and equipment on pre defined haulage road, using Government wasteland/upland for borrow areas and, compliance to national laws and r egulations for borrow areas. To prevent surface water contamination due to increased siltation and turbidity during construction phase silt fencing shall be i nstalled. Erosion along banks shall be checked through vegetation. The piling work will be undertaken during low flow period. No construction camp shall be set up near any surface water body. To prevent stress on already depleting ground water resources due to uncontrolled abstraction the contractor shall ensure the water availability to nearby communities remain unaffected. To augment the groundwater, water harvesting structures will be c onstructed wherever technically feasible. Impacts from construction sites will be m itigated by siting these away from forest areas, water bodies etc. All construction camp shall be provided with all basic infrastructures in terms of sanitary facilities, solid waste and s ewage disposal and s torm water management and health-care facilities etc. No negative social impact is envisaged. The unsafe/ hazardous traffic conditions may be minimised/avoided by providing PPEs to workers, adequate signage at construction sites, and maintaining all safety measures at level crossings. The impact during operation phase on air quality may be due t o loading and unloading of cement bags at Bhigwan and Wadi station yards, which shall create substantial fugitive dust generation. This can be eas ily controlled by loading/unloading in covered area. Feasibility of mechanical sweeper and loading and unloading option may also be explored. The impacts due to noise and vibrations from the train movement will be limited to number of train movement the impulsive noise peaks will be l ow and w ithin the acceptable limits. However, to prevent any adverse impact at sensitive receptors the measures include (i) creation of noise barriers by multilayered plantations. (ii) speed limitations at these locations.(iii) construction using long welded track to minimise the number of joints. There will be positive impact of the project in terms of reduction of load on existing road particularly in bulk freight transport resulting in reduced fuel consumption beset with decrease in CO2 emission up to 175 tonnes/day as per calculations. Use of low sulphur diesel and use of energy efficient locomotives will further reduce the locomotive generated due to gaseous emissions. The soil erosion during this phase will be prevented by periodic checking of the stabilization measures taken during construction phase esp. at Hirakud station. Measures like regular checks will 0-6
22.
be done along the alignment to ensure that flow of water is maintained through cross drains and other channels to avoid their blockage/ choking. This will also prevent surface water contamination. Uncontrolled disposable of all types of waste (solid/domestic effluent/hazardous waste) likely to be generated during operation phase of the project may cause pollution of land/soil, water etc. This will be m itigated through solid waste recycling program, connection of floor drains to wastewater treatment system; separation of wastewater from service bays, pre-treatment of effluents meeting the discharge norms; use of aqueous detergent and water based paints and use of trackmats to retain wayside grease and other contaminants. The recommended mitigative measures/actions for safety aspects during operation phase due to moving trains are training workers in personal track safety procedures, blocking train traffic during maintenance, Use of PPEs, provision of adequate ventilation in locomotive shops and filtration of air in the train crew cabin, scheduling rest periods, regular inspection and maintenance of the rail lines. The risks due to transport of hazardous materials can be mitigated by proper screening, labelling of containers and preparation of spill prevention and c ontrol and emergency preparedness and r esponsive plans based on an anal ysis of hazards, implementation of prevention and control measures. 23. Post Environmental Assessment Surveillance and Monitoring is essential to sustain the effectiveness of the mitigative measures suggested. A detailed monitoring plan has been pr epared as part of the Environmental Management Plan. The focus areas of monitoring covers air, surface water quality, ground water quality, noise, soil erosion, drainage congestion and tree survival rate. The reporting requirements along with the follow up actions in case of deviation from the norms have been detailed out as a part of EMP. The frequency has been set in consideration of the likely impacts The Environmental Management Plan (EMP) is prepared to facilitate effective implementation of recommended mitigations measures with defined roles and responsibility, regulatory compliance requirements, stages of implementation with location, time frame and c osts and i ncluded as appendix 5.1 to this report. All the policy decisions, including incorporation of the EMP requirements shall be the responsibility of the executing authority RVNL (the Executing Agency) while the its environmental field officer to be designated at corporate and PIU level shall ensure that the environmental mitigation actions are implemented as per the contract document. RVNL will review the EMP and include the proposed mitigation measures in the project design as required. It will also be ensured that the EMP requirements are included as Bill of Quantity ( BOQ) in all bidding documents and operating contracts. The environmental monitoring programme is prepared with aim to monitor the environmental performance of environmental management plan and included in this report as appendix 5.2. The institutional capacity building measures including training and a wareness shall be implemented as proposed under EMP. Grievance redress mechanism is defined under EMP to address various concern/grievances from local/affected people which may come up time to time during implementation of the project.
Environmental Management Plan and Grievance Redress Mechanism 24.
Conclusion and Recommendations 0-7
25.
The project activity does not cause any significant adverse environmental impact. The effective implementation of environmental management plan will facilitate in minimising the environmental impact to acceptable level. However, the institutional and c apacity strengthening measures shall be implemented for the same. All attempts shall be made to minimise cutting of the trees in the forest areas. The timely actions shall be needed for obtaining the permissions for cutting of trees or diversion of forestland for non-forest purposes. No additional studies or need o f undertaking detailed EIA is envisaged at this stage. Any major changes during detailed design or any major additional work other than the proposed project activities will require preparation of another environmental assessment. This additional assessment will have to be submitted to concerned Government authorities, if any clearance is involved. It shall also have to be sent to ADB for concurrence before civil works commence. Moreover, the executing agencies have to submit the detailed engineering designs to ADB, which will be reviewed by them and examine whether major changes or major additional works have been included.
26.
0-8
1.
1.1. Project Background
27.
INTRODUCTION
Ministry of Railways (MoR), Govt. of India (GoI) has sought financial assistance from the Asian Development Bank (ADB) for a major rail upgradation project involving doubling of 4 single rail sections and electrification of one ex isting railway line totalling 1500 kms along saturated corridors in Maharashtra, Karnataka, Andhra Pradesh, Chhattisgarh and Orissa. Asian Development Bank (ADB) initiated TA No. 4898 (IND) to assist MoR for preparing Railway Sector Investment Program for possible financing of above rail up-gradation project. The project aims to alleviate the capacity constraints of already saturated existing single lines, which have considerable significance in bulk freight transport of various commodities. The project on i ts implementation would increase the physical infrastructure and increase the capacity and the operational efficiency of the existing tracks with introduction of modern signalling systems. The electrification of PuneGuntakal section will significantly reduce the CO2 emission with shift from diesel locomotives to electrical mode. Table 1.1 The details of different rail sections considered for doubling and electrification under this project are given in Table 1.1.: Details of Project Sections
Corridors Electrification of Pune-Guntakul section of Mumbai-Chennai main line Doubling of Hospet -Tinaighat Doubling of Sambalpur-Titlagarh Doubling of Raipur-Titlagarh Doubling of Daund- Gulbarga Section Length 641.00 245.00 182.00 203.00 225.00 State Maharashtra, Karnataka and Andhra Pradesh Karnataka Orissa Chhatisgarh and Orissa Maharashtra, Karnataka, and Andhra Pradesh
28.
29.
As part of above TA, Initial Environmental Examination (IEE) has been carried out in accordance with countrys applicable laws, regulations and in consistent to ADBs Environmental Assessment Guidelines 2003, and Safeguard Policy Statement (SPS) 2009. The IEE is conducted since project is categorised as Category B. This report pertains to Daund-Gulbarga Doubling & Pune Guntakal Electrification Section. The location and pr oposed alignment of this sub- project is shown in Map 1 & 2 respectively. Following preliminary engineering-cum traffic survey report preparation, the sub-projects are identified and, this Project Preparation Technical Assistance (PPTA) is initiated. Thus the analysis being undertaken is at the detailed engineering design preparation stage.
30.
1.2.
Stage of Project Preparation

31.
1.3.
Purpose of the Report

1-1
The purpose of the study is to carry out environmental assessment of the proposed upgradation of railway section to identify environmental issues associated with project design, construction and ope ration stages and suggest requisite measures to mitigate them. The impacts are identified for physical, biological (terrestrial, and aq uatic) and social environment. The study also includes preparation of environmental management and monitoring plan to minimise these impacts and s ustain the benefits. It also identifies the applicable legislative requirements; safeguard requirements of funding agency and institutional mechanism for effective implementation of EMP and EMoP. The extent of IEE study has been c onsidered based on t he spatial extent (elaborated in project description chapter) of the project sections and t he proposed activities. The IEE is conducted at pre feasibility stage and as per the details provided by the executing agency Rail Vikas Nigam Limited (RVNL) 1, an arm of Ministry of Railways. Certain changes may occur in structural components but these changes are unlikely to cause significant environmental impacts. The corridor of impact is considered as 100 m on either side from the edge of the existing rail embankment in the block-sections including around other development and ac tivity areas like near station, construction camps. However, strip mapping indicating environmental features along the corridor up to 500 m on either side is carried out to assess the impact on ex isting environmental features/resources/utilities in the immediate vicinity. Land use map of 2 km buffer has also been prepared to illustrate the surrounding land use pattern particularly forest areas which may undergo changes.. The environmental assessment covers all project related activities such as site clearance (tree cutting, hill cutting, shifting of utilities etc.), construction activities including material sourcing (borrowing, quarrying, and transportation) and operation (movement of locomotives). Attempt is also been m ade to assess the reduction of GHG gases (CDM benefits). This report is presented in seven chapters in line with ADBs 2003 EA Guidelines and SPS 09. The following chapters are included in the report Chapter 1: Introduction Chapter 2: Description of Project Chapter 3: Description of environment ( baseline data) Chapter 4: Anticipated environmental impacts and m itigation measures Chapter 5: Public consultation and information disclosure
1.4.
Extent of IEE
32.
33.
34.
1.5.
IEE Content
35.
RVNL is a s pecial purpose vehicle formed by Ministry of Railways, Govt. of India to undertake project development mobilisation of financial resources and implement railways projects
1-2
Chapter 6: Environmental management plan and Grievance Redress Mechanism Chapter 7: Conclusions and recommendations
1.6.
Team Composition and Acknowledgments

36. The environmental assessment is carried out by Mr. S. K. Jain (Environment Specialist) with support from other subject specialist from EQMS India Pvt. Ltd. Delhi, India and other field/team members. The environmental team acknowledges the support extended by RVNL, Railway officials of Solapur and G untakul division of Central and South Central Railways, State pollution Control Board (SPCB) Regional office, officials of respective forest divisions and other state Govt. organisations. The IEE study has been carried out using (i) review of existing data (ii) reconnaissance survey, (iii) primary and s econdary baseline data collection and (iv) consultation with stakeholders. Data Collection The objective of data collection was to provide a database of existing conditions to be used for predicting the likely changes that are expected and to monitor such changes. The first step was to undertake a pr oject scoping exercise, to identify the parameters, which needed to be c onsidered for the study and t o outline the activities for collecting data on each parameter. Data was collected for physical, ecological and socio-economic environment both through primary and secondary sources. The sources of data were identified and r elevant existing data from authentic secondary sources were collected. The most relevant information collected are listed in Table 1.2 along with sources and reasons. Table 1.2 : Information Collected and Sources
Mode of Data Collection Primary Secondary
1.7.
Methodology
37.
1.7.1. 38.
39.
Environmental Parameters Project location, project objectives, and project key activities Engineering details of existing single line and proposed doubling Engineering details for Proposed Electrification Details Land Use/ Land Cover Forest areas details viz, flora, fauna, endangered species, movement path, compensatory afforestation etc.
Information Sources TA Engineering Consultant, RVNL RVNL, Central Railway (Solapur Division) and South- Central Railway (Guntakal Division) Survey of India (SoI) Toposheet and Strip mapping during field survey Department of Forests Pune, Solapur(Maharashtra) and Gulbarga (Karnataka)
Used for Project Description and Impact Assessment
Baseline assessment, Impact assessment, Regulatory Compliance assessment, Developing
1-3
IEE for Doubling of Daund Gulbarga & Electrification of Pune Guntakal Rail Section Railway Investment Program India (PPTA-4998-IND) Environmental Parameters Climatic Condition Drainage Pattern Air Noise Water Soil Quality Geology Socio-economic Environment Mode of Data Collection Primary Secondary Used for Environmental Management Monitoring Plan
Information Sources Envis Website Toposheet and field observation Onsite Monitoring and SPCB Regional Office Onsite Monitoring Analysis of Field Samples Analysis of field samples Mines and Geology Department Different Govt. agencies/civic bodies, Official websites maintained by state Govt. and Public Consultation during the Field survey
1.7.2. 40.
Onsite Monitoring and Strip Map Preparation Onsite monitoring/sampling was conducted for air, noise, and water and soil quality to establish the baseline environmental condition of the area. For easy reference strip maps were prepared delineating following environmental feature within 500m either side of the track and used for impact assessment and developing mitigative measures; Water bodies Settlement areas, Forest areas along the alignment (along with movement path of wild animals) Geologically unstable areas Noise sensitive locations Existing industries Common physical resources like hand pumps, wells, temples etc
41.
1.7.3. 42.
Public Consultation Consultations with stakeholders were intended to maximise the project benefits and to reduce or mitigate the possible and pr obable impacts to various valued environment components. Local anecdotal knowledge about the eco system and p roblems associated with the existing rail line were carefully recorded and used in impact assessment. Focused consultations were conducted during detailed field survey in August-September 2008 with various stakeholders ranging from Govt. officials, local people, passengers, fishermen and Non-Governmental 1-4
43.
Organizations (NGOs) to know the level of project acceptability, understand their concerns, apprehensions, and overall opinion. Informal meetings, interviews were organized, covering the entire project stretch. Participants views were gathered related to existing baseline environmental condition, source of construction material, perceived benefit, perceived losses, economic development, and impact on flora & fauna, land use, ambient air quality, water availability, social aspects, safety of people and animals due to project activities. Information thus gathered were integrated in project design and formulating mitigation measures and environmental management plan. 1.7.4. Statutory Clearances Required 44. The project will require certain permission/clearances under environmental related laws in India. The applicable environmental laws are defined below Environmental clearance requirement for a project in India is defined under Environment Impact Assessment Notification S.O.1533 (E), dated 15th September 2006 promulgated under umbrella legislation Environment (Protection) Act, 1986. As per the above notification, environmental clearance is not required either for new or improvement of any railways project. Forest clearance for felling of trees and Diversion of Forest Land 46. There will be no di version of forests land. Hence no forest clearance is required. However, the project envisages felling of trees. Necessary permission shall be obt ained from concerned forests department/district authorities.. Apart from Forest Clearance, permission for groundwater abstraction for construction and domestic purposes will be required. During construction stage the contractor will be required to obtain Consent to establish for setting up H ot Mix Plant , Crusher, bathing plant under Water (Prevention and Control of Pollution) Act 1974 and Air (Prevention and Control of Pollution) Act 1981. He will also have to obtain Authorisation for Storage & Disposal of Hazardous waste under Hazardous Waste (Management & Handling) Rules 2000. State Pollution Control Board grants all the above permission.
1.7.4.1
Environmental Clearance 45.
1.7.4.2
1.7.4.3
Permissions/NOC/Clearances prior to Construction 47. 48.
1-5
2.
49.
DESCRIPTION OF THE PROJECT
The sub-projects covered under this IEE pertains to doubling of single line section between Daund Gulbarga (about 225 Km in length) under Central Railways and el ectrification of Pune-Guntakal section (about 641 km) under Central and South Central Railways. . The project has been evaluated considering outcome of Rapid Environmental Assessment Checklist 2 and field assessment for both doubling and electrification stretches (Refer Appendix 2.1 and Appendix 2.2 for checklists). As per this assessment, no significant, environmental impact is envisaged in both doubling and el ectrification sections. Hence, it has been c lassified as Category B project in accordance with ADBs Environmental Assessment Guidelines 2003 and SPS 09. This project does not require any environmental clearance in accordance with Indian Environmental (Protection) Act and Rules, 1986 amended till date either. The sub-projects, (Pune-Guntakal proposed electrification and Daund Gulbarga doubling section) form a part of Mumbai-Chennai Golden Quadrilateral trunk route. The entire Pune-Guntakal project section serves several major industrial units (mainly thermal power plants, cement and oi l) in the region. Important among them are Raichur Thermal Power Station, ACC Cement plant at Wadi, Rajshree cement plant at Hotgi, HPCL oil refinery at Mohol and oil terminal at Loni, Oil seed factory at Adoni. Besides, this section also transports food grain, fertilizer and iron ore from Bellary region. There are several important interchanging junctions viz. Daund, Kurduwadi, Hotgi, Wadi etc. providing links to important destinations. The doubling sub-project (Daund-Gulbarga) is an important section between Mumbai-Chennai Trunk routes. Presently, this section carries maximum traffic of 29.3 trains daily including about 21 Mail/Express/Passenger trains on S olapur-Hotgi section. The existing single line capacity utilisation has reached saturation levels. As per the coaching plan of Central Railway, 3 new passenger trains are proposed to run on this section. In addition to that, goods traffic to the tune of 1.72 trains/ hour is also likely to run on the proposed section due to added capacities of cement plants at RCF Thal, Kalambodi and Wadi. Further, Daund is an important junction station providing link to Delhi via Central Railways route at Manmad. At Hotgi Station, there is a link to Bijapur (which is Broad Gauge) as well as for Rajshree Cement Ltd., which have the clinker unit here.
2.1.
Category of the Project

50.
51.
2.2.
Need for the Project

52.
53.
REA checklist defined for Roads and Highways as per ADB Environmental Guidelines 2003 which has been suitably modified for rail projects
2-1
2.3.
Location and Characteristic of the Project Sections

2.3.1. 54. Daund-Gulbarga Doubling Section This section is under Central Railway and part of the MumbaiPune DaundSolapurWadiGuntakalChennai trunk route of Indian Railway system. It traverses through two States Maharashtra & Karnataka and three Districts namely Pune, Solapur and Gulbarga. Geographically, the section lies between latitude 180 47 N to 170 03N and between 740 6E to 760 30E Longitude. It starts at km. 267.13 from the Daund Station and terminates at km 567.95 near Gulbarga Station covering the total length of approximately 301 km. However, the actual length of doubling is approximately 225.0 Km since some part is already doubled. These are Daund (km 267.13) to Bhigwan (km. 295.86), Mohol (km. 422.58) to Solapur (km. 455.00) and Solapur (km. 455.00) to Hotgi (km. 470.04). Major part of the proposed doubling section falls in Solapur District. The doubling length of track in Pune, Solapur and Gulbarga districts are 7.54 Km, 170.93 and 46.44 Km respectively. There are 36 existing stations (including start and end stations) enroute this section. Important among them are Daund, Jeur, Kurduwadi, Solapur, Akalkot Rd, Ganganapur Road and Gulbarga. The name and location of existing stations has been tabulated km wise in Table 2.1. Table 2.1 :Name and Locations of the Existing Stations
S.No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Station Daund Boribial Maithen Bhigwan Jinti Rd Parevadi Washimbe Pophlaj Jeur Bhalwani kem Dhavalas Kurduwadi Wadsinge Madha Vakav Anger Makilpeth Chainage Km (reckoned from Mumbai) 267.13 277.45 287.87 295.86 307.6 316.26 323.74 333.56 342.12 350.65 358..23 367.98 376.28 380.45 392.56 399.87 406.25 413.55 S.No 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 Station Mohol Mundhevadi Pakhi Bale Solapur Hotgi Tilati Akalkot Rd Nagansur Boroti Dhudhani Kulali Gaudgaon Gangapur Rd Hunsi hadgil Savalgi Bablad Gulbarga Chainage Km (reckoned from Mumbai) 422.58 429.76 438.69 448.7 454.97 470.04 479.56 490.23 496.56 504.28 518.13 527.96 535.17 541.23 548.58 555.49 562.47 567.95
55.
56.
57.
The existing single line section is Broad Gauge having width of 1.676m. The available Right-of-way is not uniform. However, adequate width (ROW) is available in most of the locations for the doubling. The ruling gradient at most of the location is 1:100. The maximum degree of curve is 3.5. There are about 122 curves along the section, while there are altogether 26 major and 583 minor bridges. The total lengths of major 2-2
and minor bridges are 3.83 Kms. There are two Road over Bridges (ROB) and one Road under bridge (RUB). The total number of level crossings is 54, all of them are manned and nine of them need extension. 58. The proposed doubling will be along the existing line with switchovers /realignment at four different locations as given in Table 2.2. The proposed alignment has been suitably finalized with due considerations to engineering aspects viz. available gradient, need of curve improvement, demolition and c uttings and environmental / social aspects like land acquisition in forests or near settlement and schools. All efforts have been made to utilize the existing RoW and available pier extensions of existing major bridges. Table 2.2 :Alignment Detail with Respect to Existing Track
S.No 1 2 3 4 Locations ( Km) From Km 294.86 Km 330.00 Km 470.04 Km 562.53 To Km 330.00 Km 421.60 Km 562.53 Km 567.99 Alignment w.r.t to existing track Left Hand Side Right Hand Side Right Hand Side Left Hand Side
2.3.2. 59.
Pune Guntakal Electrification Pune- Guntakal section of Central and South Central Railways is the part of Mumbai Pune- Daund Wadi Chennai trunk route of Indian Railway System. It traverses through the states of Maharashtra, Karnataka and Andhra Pradesh covering 5 districts viz. Pune, Solapur, Gulbarga, Raichur and Anantapur. The total length of the section is 641 km with 78 stations enroute. Geographically, project area falls in the latitude 18 3160N to 15 0103 N and longitude in between 730 52'0" E to 77 22' 27" E. Electrification will be carried out in three phases (i) Pune to Solapur (ii) Solapur to Wadi and (3) Wadi to Guntakal. The distance of Pune to Solapur stretch is 263.31 Km, Solapur to Wadi section is 149.70 Km and Wadi to Guntakul is 228.36 Km long.
60.
2.4.
Project Implementation Schedule and Cost

61. Both the sub-projects are in detailed design stage. Construction is likely to start in 2009 and is proposed to be completed in four years, i.e., by 2013. The entire construction activities for Daund-Gulbarga proposed doubling section would be taken up in three packages (i) Bhigwan-Jeur, (ii) JeurMohol and ( iii) Hotgi-Gulbarga. The total project cost has been estimated to be approximately Rs. 6080.08 million. The total estimated cost for the project is 4642.71 million (4180.55 million for existing single line, 460.06 million for proposed double line and 2.15 million for total environmental costs) 2-3
62.
63.
2.5.
Key Project Components and Activities

2.5.1. 64. Daund-Gulbarga (Doubling Section) The key project activities will involve laying of formation for double track, construction of new bridges, RuB and RoB. Other important activities are (i) gradient and c urve improvement, (ii) construction of side drains, (iii) shifting of existing roads at certain locations and construction of approach roads near bridge locations, (iv) dismantling, renovation (levelling, extension, up gradation) or new construction of platforms, (v) dismantling/ construction of foot over bridges, (vi) dismantling /building of the loops, (vii) construction of quarters for staffs with all basic amenities. Temporary workshops, offices and construction camps may also be set up at different places. These are likely to be located near existing stations or rail lines only. However, these locations are not yet firmed up. Gauge and Alignment: The proposed new track will be standard broad gauge of 1.676 m width. The alignment broadly will follow the existing alignment. A distance of 5.3 m shall be maintained between the two tracks. Gradient: Ruling gradient in block section will be mostly 1:105 to suit existing grades but flatter as far as possible and consistent with technical/economic aspects. Gradient at yards shall be maintained as 1:135 to 1:2150 to suit existing grades. Curves: As the proposed doubling is along with the existing BG line, the existing curves have been adopted at most of the locations except at the major bridges approaches. However, all efforts shall be made to improve/flatten the curve of new line. The transition curves have been designed for maximum speed of 140 Km/hr. Embankment Formation: The top width of formation for the additional line is 6.85 m on straight portion and 7.15 m on curves. For embankment, side slopes of 2:1 are proposed. In cutting, width of the formation proposed excluding drain is 6.25 m on straight and 6.55m on curves. Side slope for cutting for various soils viz Hard murrum, soft rock, and hard rock will be 1:1, :1 and :1 respectively. The total earth-work involved for banking, cutting and blanketing has been estimated to be 2,755,027 cum, 521,800 cum and 800,000 cum respectively. The alignment passes through black cotton soil area and no land is available for the suitable earths within railway boundary for borrow pits. Earth of required specifications with 1m blanketing material will be arranged by the contractor. The work is proposed with mechanical compaction. Ballast: Machine crushed stone ballast of 65 mm size with 300 mm ballast cushion is proposed for mainline and 25 0 mm for loops and sidings. Blast quarries are available in the project districts. Ballast storage yard is at Bhigwan, Kurduwadi, Makilpeth-Mohol, Hotgi Akalkot, Savalgi and Gulbarga. The total estimated quantity of ballasts is 718, 400 cum. 2-4
65.
66.
67.
68.
69.
70.
71.
Bridges: New bridges in addition to existing 26 major bridges and 583 minor bridges have to be constructed/ extended during the doubling. All the major and minor bridges are to be of MBG Loading standard. The total length across the waterways for all types of bridges is 4.05 km. A list of all major and minor bridges with their location, type, span and other details has been appended as Appendix 2.3. Since construction is in line with the existing bridge, no new river training structures will be required except strengthening the existing one as may be required. RUBs/ ROBs, Level Crossings and Approach Roads: All existing ROB/RUB have to be upgraded with new proposal for larger span as most of the ROBs are for single track. There are 54 nos of level crossings from JT/22 to JT/85 and all of them are manned. Provision of approach roads, surfacing of level crossings between gates, checkrails for level crossing (on PSC sleeper), road users warning boards, whistle boards and fencing on the approach on either end are proposed. Side Drains: Presently, side drains are only available in cutting sections. Total length of side drains proposed is approximately 27.12 km which include 17.061 km in Bhigwan- Jeur Section and 6.67 km in Hotgi Gulbarga section Stations: No new stations are proposed in doubling section. For signalling the end stations at Bhigwan, Mohol, Hotgi and Gulbarga are considered as half stations. Thereby total number of stations, for signalling is 27 no s. Facilities like RL/LL platforms, HL platforms, buffer stops and sand hump are also proposed along the existing stations. (Refer Table 2.3 for details) Table 2.3 : Proposed Facilities along existing Stations
Bhigwan (including) Jeur (including) 6 5 2 5 Jeur (excluding) Pakni (including) 12 4 3 7 14 Pakni (including) Mohol (excluding) 2 1 2 2 Hotgi (including) Gulbarga (including) 13 5 5 5 12 Total (Net for Daund- Mohol & Hotgi Gulbarga) 29 14 7 12 29
72.
73.
74.
75.
S.No
Description
1 2 3 4 5
No. of Stations (existing) RL/LL platforms HL Platforms Buffer Stops Sand hump
76.
Residential and S ervice buildings: The total additional staff requirements during operation are estimated to be 250. Residential accommodation to these staffs, 234 Type I, 31 Type II, 12 Type III, 6 Type IV and 1 Type V quarters totalling to 285 quarters have been proposed. The details have been provided in Table 2.4. Table 2.4 :Details of Proposed Residential and Service buildings 2-5
77.
IEE for Doubling of Daund Gulbarga & Electrification of Pune Guntakal Rail Section Railway Investment Program India (PPTA-4998-IND) S. No 1 2 3 4 6 Description Type I Staff Quarters Type II Staff Quarters Type III Staff Quarters Type IV Staff Quarters Type V Staff Quarters Nos. 234 31 12 6 1 Area of Flat (m ) 34 45 55.75 83.6 157.95
2
Total
Total Area 2 (m ) 7956 1395 669 501.6 157.95 10679.55
78.
Dismantling: Dismantling is involved at different stations for different reasons. All the dismantled material can be s old off or reused for filling or other construction activities except asbestos roof sheets, which will be required to be disposed off suitably. Land Requirement: The project will not require any additional land. There is no forest area as ascertained from the public consultation and government officials. Construction Material Source: The main construction material required for the project is earth material, cement, ballast, stone chips, sand etc. All these materials are locally available. Earth will be borrowed preferably from Govt. wasteland as well as private nonagricultural land. Stone chips/ ballast will be pr ocured from licensed quarries/ ballast manufacturing units nearby. There are numerous cement factories in the project district. Few big units are located very close to the project area in Hotgi near Solapur district. A list of construction materials sources with distance from railway line is given below as Table 2.5. Table 2.5 :Major construction Materials, its Source and Distance
Location with Km Bablad(562.53) Ganagapur Road (541.32) Bhigwan ((294.86) Boroti(504.47) Tilati (479.39) Gulbarga(567.99) Ganagapur Road (541.32) Dudhani(518.13) Bhigwan (294.86) Kurduwadi(376.28) Birla Cement Factory ACC Cement, Km 1 3 8 3 2 9 2 0.5 20 5 2 1.5 Name of place Bablad Kogunur Diksar Chickonkotta Khosala Chalikhed Nilur Dudhani Stn Yard Dalaij Malik Hotgi Wadi
79.
80.
Material Earth Material
Ballast manufacturing Units/Stone quarries Cement Factories
Source: Identified During Field Survey
2-6
2.5.2. 81. 82.
Pune-Guntakal (Electrification) The different components of electrification has been de scribed in following paragraphs; Over Head Equipment (OHE): The wiring plan is for 641 Km of route and 1426 Km of Tracks. This section is in the yellow zone for the wind pressure. Therefore, the OHE design corresponding to the wind pressure of 112.5 Kg per meter square has been taken. Simple polygonal overhead equipment with a maximum span of 72 m and a corresponding presage of 100 mm has been adopted. The OHE consists of 107 sq. mm hard drawn grooved copper contact wire and hard drawn cadmium copper catenary of 65 sq. m size. Regulated polygonal OHE is proposed on m ain line and line primary loops; whereas secondary lines and y ards have been pr ovided with regulated tramway equipments. OHE Structures: Galvanized OHE masts of 9.5 m length are proposed to be adopted, to allow for future rising of track level due to re- lying with higher ballast cushion & 60 k g rails with concrete sleepers. These works is already in process on main line under track modernization program. Booster Transformer (BT) and Return Conductors (RC): It has been considered in the sections covering townships and areas provided with telecom installations near to the rail tracks and belonging to DOT. The total of 111 km of RC and 44 nos. of BTs of 100kVA have been proposed in the estimate. Power Supply Arrangement; Alternative A- from SEBs: The sections falling in State of Maharashtra, Andhra Pradesh and K arnataka are served by MSEB, APTRANSCO and KSEB respectively. 12 Traction Sub Station (TSS) have been proposed which will be fed by nearest Grid sub-station of electrical board. The details of feeds to traction sub- stations on the section are given below in Table 2.6: Table 2.6 :Tractions Sub-Stations
Feed from Electricity Authority Pakhi Kurduwadi Jeur Bhigwan Yavat Akalkot Road Ganagapur Road Shahabad Yadgir Raichur Adoni Guntakal Length from nearest TrLine (Constructed by railway cost, KM) 10 Km 10 3 3 10 6 2 2 3 4 5 System Voltage(kV) 220 220 220 132 132 132 132 132 110 110 110 110
83.
84.
85.
S.No 1 2 3 4 5 6 7 8 9 10 11 12
Traction SubStation Pakhi Wadsinge Jeur Bhigwan Yavat Akalkot Road Ganagapur Road Shahabad Yadgir Raichur Adoni Guntakal
2-7
Alternative B from NTPC: Alternative power supply proposed from NTPC Grid substation at Raichur and S olapur could be considered. Accordingly, 2 nos. 220/132 kV sub-station have to be considered. The details of transmission line lengths with NTPC (as source of power) on the section are given below in Table 2.7:
Length 487*1.15=560 KM 61*1.15= 70.15 KM 52*1.15 = 59.8 KM 5 KM 5 KM 570 KMs 131 KMs Type 3 Phase double circuit 2 phase single circuit 2 phase single circuit 3 phase double circuit 3 Phase double circuit
Table 2.7 :Transmission Line Lengths with NTPC Source of Power

S.No 1 2 3 4 5 Transmission- Line From Bhigwan TSS to Adoni TSS (487 RKM) Yavat TSS to Bhigwan ( 61 RKM ) Adoni TSS to Guntakal TSS ( 52 RKM) Raichur NTPC Grid to Raichur Stn Solapur NTPC Grid to Sholapur Stn Total (i) Double Circuit 3 phase (ii) Single circuit 2 phase
86.
Supervisory Remote Control Arrangement: There will be Three Divisional Supervisory Remote Control Centre at Guntakal, Solapur and Pune for Guntakal- Wadi, Wadi- Solapur and Solapur- Daund respectively. Auxiliary Transformers: 25 kV/230 V single phase 25 and 10 kVA auxiliary connected to the OHE are proposed to be provided for giving L.T. Power supply to Colour light signal, repeater stations, switching stations and mid section L-C gates. Two numbers of transformers are being proposed at each station, additional auxiliary transformers have been catered for meeting the requirement of big yards. L.T. Modification: Out of 74 stations, 56 stations are already electrified. The LT distribution line at the electrified stations needs modification to provide necessary safety and protection from the induction of 25 k V AC traction lines. The modifications generally involve replacement of overhead lines by underground cables. Electrical General Works: Provision has been m ade for electrification of offices, service buildings and staff quarters for maintenance and construction. Residential and Service buildings: 113 Type I, 42 Type II, 37 Type III, 27 Type IV and 2 T ype V quarters totalling to 221 q uarters are required to be constructed. The location of proposed residential buildings is not yet firmed up but the tentative locations are Daund, Kurduwadi, Solapur, Gangapur Road, Wadi, Yadgir, Raichur and Adoni. The details of these constructions are given in Table 2.8. Table 2.8 :Details of Residential Buildings
Description Type I Staff Quarters Type II Staff Quarters Type III Staff Quarters Type IV Staff Quarters Type V Staff Quarters Nos. 113 42 37 27 2 221 Area of Flat (m3) 34 45 55.75 83.6 157.95 Total Area 3842 1890 2062.75 2257.2 315.9 10367.85
87.
88.
89.
90.
S. No 1 2 3 4 6 Total
2-8
3.
91.
DESCRIPTION OF THE ENVIRONMENT
It is imperative to study the existing environmental conditions not only to establish the present physical, biological and s ocio-economic scenario but also in order to predict future impacts owing to construction and oper ation of the project. All valued environmental components (VEC) have been des cribed here with emphasis on Daund-Gulbarga doubling section since negligible impact is envisaged due to electrification activities except due t o minor land acquisition, electrical and other hazards and due to proposed residential colonies. Meteorology and Climate The project districts have tropical climatic conditions. The section lies in the rain shadow region of Western Ghat. The rainfall is received from South West Monsoon. There are Four seasons, that is distinctly observed in the study area- (i) Hot and Dry Summer: It extends from early February to middle June. The temperature rises up to 45 C in May. The humidity is low particularly in April and May. The average, rainfall in this season is < 50 mm. (ii) Hot and H umid Wet Season: Monsoon breaks in first fortnight of July and lasts up till early October. Maximum rainfall is received in August and September. The average rainfall is of the order of 150-250 mm. Humidity is high in this season ranging between 59-84%. The average maximum temperature in this season is about 31.5 C. The average annual rainfall at Pune, Solapur and Gulbarga is 722 mm, 723.4 mm and 750 mm respectively. (iii) Post Monsoon: in this season, there are occasional showers with high humidity. (iv) Winter Season: This extends from December to January. The average minimum and maximum temperature at Solapur and Gulbarga in this season is recorded as 4.2 C and 29.7C, respectively. Winds are higher in summer and monsoon season than during rest of the seasons. The predominant wind directions in different seasons are south-west, north-west during monsoon, east, north-east during postmonsoon. In the cold seasons, it blows from northeast and south-east while during summer season, winds between west and north dominate. The highest wind speed is about 13.2 km/h normally observed in July and August. It remains low for rest of the months. The annual rainfall, monthly maximum and minimum temperature and humidity in the project districts has been shown in Figure 3.1and Figure 3.2 respectively.
3.1.
Physical Environment
3.1.1. 92.
93.
94.
3-1
1200
Rainfall (mm)
1000 800 600 400 200 0

Pu ne An an ta pu r Ku rn oo l ul ba rg a So la pu r ai ch ur
2001 2002 2003 2004 2005
Districts
Figure 3.1 :Rainfall in Project District (2001-2005)

100% 80% 60% 40% 20% 0% Kurnool Anantapur Raichur Gulbarga Solapur Pune
Avg. Temperture (C)
3.1.2. 95.
Natural Hazards The project districts in general and project area in particular are not vulnerable to any major risk due to natural hazard other than drought, which is common in Gulbarga and south Solapur districts. There are no evidences of rail traffic blockage due t o flooding of the track in the project section. However, sometimes low-lying/ riverside areas near Bhigwan, Daund and Jinti Road gets inundated when water is released from Ujni Dam reservoir during heavy rainfall to avoid any adverse impact on dam structure. Air Quality The ambient air quality of the project section has been as sessed by using both primary and secondary data obtained from the regional office of Karnataka State Pollution Control Board at Gulbarga as shown in Table 3.1. The Table indicate that the concentration of suspended particulate matter (SPM) ranges from 153 to 205 g/m3 while Respirable suspended particulate matter (RSPM) ranges between 58 3-2
3.1.3. 96.
Ja nu Fe ary br ua r M y ar ch Ap ri l M ay Ju ne Ju Au ly Se g e p t st em O ber c N tob ov e r e D mb ec er em be r

Months
Figure 3.2 :Average Annual Temperature in Project Districts
to 97 g/m3 . The concentration of gaseous pollutants nitrogen oxides (NOx) varies from 12 to 49 g/m3 and Sulphur dioxide (SO2) between 8 g/m3 to 16 g/m3. The result establishes that all parameters conform to the National Ambient Air Quality Standards (Appendix 3.1) for different land use category except at Wadi Railway station where SPM slightly exceeds the residential limit. This may be attributed to fugitive dust emissions due to loading and unloading of cement bags near the station yard. Table 3.1 :Ambient Air Quality in the Project Area
Parameters Location Bhigwan Station Jeur Station Kurduwadi Station Hotgi Station Dudhani Station Gulbarga City Wadi Station Raichur City SPM 3 (g/m ) 188 158 191 153 165 171 205 182 RSPM 3 (g/m ) 92 69 77 65 91 58 97 86 SO2 3 (g/m ) 9 12 16 12 11 8 18 16 NOX 3 (g/m ) 25 28 40 27 26 12 49 39
Source: Regional Office, SPCB, Gulbarga and Field Monitoring
3.1.4. 97.
Noise and Vibration Background noise levels were recorded at ten locations mainly along the existing railway line in different land-use category as shown in Table 3.2. The results show that noise levels conform to the prescribed limit (Noise standard appended as Appendix 3.2) except at two locations i.e. near Jeur railway station and Dudhani railway station. The levels at the sensitive locations like Benisuroor village and Auj village conforms to the residential limit but marginally exceeds the silence zone 3 limit. Table 3.2 :Noise Level in dB (A) in the Project Area
Leq (Day) 54.4 55.6 57.3 60.6 54.2 53.7 55.7 52.2 56.7 62.2 Leq ( Night) 46.7 47.0 48.1 49.7 45.0 43.9 45.8 44.0 45.9 50.23 Lmax 66.85 63.8 67.95 69.2 62.5 61.9 65.4 64.4 66.2 75.2 Lmin 32.82 30.7 33.3 34.5 29.7 29.4 28.6 29.4 31.2 45.7 Area Category
Noise Level Location Bhigwan Station Jeur Station Kurduwadi Station Solapur Station Hotgi Auj Village Dudhani Station Benisuroor Village Wadi Station Raichur City
Source: Field Monitoring
Commercial Residential Commercial Commercial Residential Residential Residential Residential zone Industrial Commercial
98.
The magnitude of the noise vibration level (impulse noise) generated by the moving trains were recorded at eight locations along the proposed doubling section. The levels varied between 78.2dB (A) to 92.4 dB (A). The vibrations were observed to be higher near bridge
There is one school located adjacent to railway track near Benisurroor village. There or no other such facility located along the track attracting silence zone standards.
3-3
approaches, ROB/RUBs, and i n the few sections where soil composition was comparatively unconsolidated. 3.1.5. 99. Topography and Physiography The project area in general is characterised by mountainous terrain covered by Deccan Trap basaltic lava flows, which on account of differential weathering, give rise to undulating relief. The elevation above mean sea level along the proposed doubling section of Daund to Gulbarga varies between 468.2 m (Ganganapur) to 599.0 m (Kem). The average elevation of the section is 531.65m. Physiographically, the doubling section of Daund-Gulbarga (Figure 3.3) is part of central uplands of Deccan Trap (Bhigwan to Jinti Road), the Bhima valley (Kem to Hotgi), the Akalkot plains and the Bori valley. The project area is drained by a n umber of rivers. These river plains with the intervening watersheds are marked by step like landscapes, lateritic escarpments, residual hills and r idges breaking the monotony of typical plateau type landforms.
100.
Figure 3.3 :Physiographical Map of Project Area 3.1.6. 101. Geology and Seismicity The sub-projects (Daund-Gulbarga doubling and Pune-Guntakal electrification) lies in Deccan trap (figure 3.4). The fine-grained dark grey basaltic flows constitute the high country rocks while the weathered vesicular and zeolitic basalts generally constitute the valleys in the area. The traps in the project districts represent middle traps in the three-fold classification of traps (the lower and upper being the 3-4
other two classes) and attain a thickness of more than 1,200 metres. Almost everywhere in the area, black cotton soil ranging in thickness from 0.3 m to 2.5 m is found to cover the top of the different flows. This black cotton soil is the ultimate product of weathering of Deccan Trap. Calcareous kankar and nodules are commonly associated with these soils. The thickness of the soil cap along the river sections increases to as much as to 4 metres.
Figure 3.4 :Geological map of Project area 102. According to Seismic Zoning Map 4 of India (Figure 3.5) the project districts are located in Zones II, III and IV. Pune falls under Zone IV and Solapur district lie in Zone III whereas Gulbarga, Raichur and Anantapur are in Zone II. Zone II, III denotes minimum to moderate risk while Zone IV is a high-risk zone.
IS:1893 (Part 1): 2002 Indian Standard Criteria for Earthquake Resistant Design of Structures Part 1 General Provisions and Buildings Fifth Revision divides the Indian subcontinent into five seismic zones ( II to V) depending on the magnitude and damage intensity of seismic activity.
3-5
Figure 3.5 :Seismic Zone Map of India 3.1.7. 103. Soil Daund-Gulbarga sub-project area is predominantly underlain by deep black cotton soil interspread with patches of reddish, red sandy, mixed red and black soil. The physico-chemical characteristics of soil samples (Table 3.3) collected near Hotgi and Kurduwadi station reveals that the soil is alkaline in nature. Organic matter content is medium to high. Texture of soil is clay and sandy clay loam. Organic content and nutrients viz. nitrogen, sodium potassium and phosphorous are comparatively low as per recommended norms of Indian Council of Agricultural Research (ICAR). Table 3.3 :Physico-Chemical Characteristics of Soil
Location Parameters Colour pH(20% slurry) Conductivity(mhos/cm) Moisture (%) Chlorides (%) Bulk Density(gm/ml) Porosity Water Holding Capacity (%) CEC Meq/100g Carbonate (%) Bicarbonate (%) Organic Matter (%) Texture Nitrogen (%) Potassium (%) Sodium (%) Phosphorus (%) Iron(mg/Kg)
Source: Analysis of field Samples
Hotgi Dark Brown 8.10 620 25.46 0.8630 1.136 0.55 34.90 12 Nil 0.02135 0.75 Clay 0.6 0.148 0.0090 0.7326 1231.4
Kurduwadi Dark Brown 7.60 800 15 0.0216 1.25 0.51 20.05 13 Nil 0.0015 0.62 Sandy Clay loam 0.54 0.258 0.082 0.7958 480
3-6
3.1.8. 104.
Water Resources The ground water in the Daund-Gulbarga proposed doubling subproject area is principally used for drinking and domestic purposes except in the urban area of Solapur, Pune and Gulbarga where main source of drinking water is through municipal supply. Water requirement at different stations is met mainly through groundwater abstraction except at Solapur & Pune; Depth to water table in the project area significantly varies in all the three project districts. The highest depth to level is in Gulbarga (110 -130 mbgl). The groundwater samples largely conforms the drinking water standard (IS: 10500-1993) appended as Appendix - 3.3 except for total hardness and total dissolved solids (TDS) at few locations. The groundwater quality of the samples collected during field survey in the study area has been summarised in Table 3.4 The total hardness exceeds the desirable as well as maximum permissible limit at Mohol while TDS was beyond the desirable limit at Mohol, Jeur and Solapur. The water quality conforms all bacteriological parameters at all stations. The consultations with local people and passengers informed about poor water quality near Gulbarga, Akalkot and Raichur due to the higher dissolved solid and hardness. Table 3.4 :Groundwater Quality in the Project Area
Gulbarga (Borewell) Clear Odourless 7.36 0.44 116.0 6.22 Nil 164.0 372.00 0.1 0.4 0.10 0.40 160.0 Akalkot (Borewell) Clear Odourless 7.37 0.59 312.0 9.85 Nil 272.0 906.0 0.6 0.14 0.14 0.30 213.0 Mohol (Tap water) Clear Odourless 7.12 0.98 240.0 7.10 Nil 644.0 1260. 0.2 0.5 0.06 0.2 328.0 Jeur ( Tap water) Clear Odourless 7.68 0.96 88.0 2.456 Nil 212.00 398.0 0.1 0.2 0.08 0.2 240.0 Solapur (Tap water) Clear Odourless 7.55 0.74 156.0 5.62 Nil 340.0 718.0 0.1 0.4 0.08 0.10 198.0
3.1.8.1 Ground Water
105.
Locations Parameters Appearance Odour pH Turbidity Chlorides Nitrate ( as No3) Nitrites ( as N) Total Hardness Total Solids(Dissolved) Oxygen absorbed in 5 min BOD Iron as Fe Fluoride as F Alkanity as CaCo3
3.1.8.2
Surface Water 106. The Daund-Gulbarga proposed doubling sections is crossed by several water bodies. Important among them are river Bhima and Sina river (running east -west of the project corridor). Ujni dam reservoir backwater is crossing the project alignment at three locations. Most of the water bodies go dry during summer season. Fisheries activity is limited to river Bhima and Ujni Dam backwater. A list of water bodies being crossed by the project section is given in Table 3.5. 3-7
Table 3.5 : List of Water Bodies Crossing Daund-Gulbarga Section
IEE for Doubling of Daund Gulbarga & Electrification of Pune Guntakal Rail Section Railway Investment Program India (PPTA-4998-IND) S. No 1 2 3 4 5 6 7 Water Bodies Bhima River Ujni Dam Reservoir / Back water Ujjni Dam Reservoir/ Back water Ujni Dam Reservoir/ Back water Gaokar Nala Bend Nala Ujjain left Bank Canal Ch. km 268.4 302.4 317.3 326.4 370.2 386.5 423.6 S. No 8 9 10 11 12 13 Water Bodies Sina River Nannaj Odha Nalla Drain Drain Odha Ch. km 431.8 436.7 533.6 538.6 552.1 563.4
Source: Field checks & Survey of India Toposheets
107.
Surface water samples of river Bhima conforms the standards prescribed by Central Pollution Control Board (CPCB) for IrrigationClass E (Appendix 3.4). Terrestrial Ecology There are no National Parks, Wild life sanctuary, Reserved Forest or any other similar eco sensitive areas. However, there are some small forest area under district revenue department near Dhavalas, Bhogwadi, Bhosare, Hotgi, Akalkot, Inglagi and Jeur in the project districts of Solapur and Pune. All these forest are at 2-3 km from the project corridor. In the absence of any forests, the project area is not rich in faunal resources. Faunal species found in the project area are Blackbuck (Antelope cervicapra), Sambar (Cervus unicolar), Chital (Axis axis), Barking Deer (Muntiacus muntjak), Indian Wild Boar (Sus scrofa), Rhesus Macaque (Macaca mulatta), Common Langur (Presbytis entellus), Sloth Bear (Melursus ursinus), Wild Pig, Hyena, Wolves Jackals, and Indian Fox. Main avian species in the project districts are House Sparrow, Crows (both House and Jungle), Common Myna and Blue Rock Pigeon, which form almost 70% of total bird population. Tall trees are popular roosting sites for birds like Crows, Mynas, Herons and Egrets. Other birds found in project area are Par grey and pai nted Partridges, Kites, Parrot, Starling, Swallow Doves, Peacock, Owl, Eagle, and some Humming birds. The consultation with forest department Solapur, revealed presence of one migratory bird specie flamingo. which visits during winter and was reported near Ujni Dam Reservoir which is located outside the project area. The flora of the project districts is not rich. However, project districts are endowed by good timber wealth. The teak grown in the districts is well- known for its strength and dur ability. Important floral species in the project area are Arjun (Terminalia arjuna),Ashoka (Sarca asoca), Char (Buchanaia lanzan), Dhaman (Grewia tiliofolia), Narlinga, Siris, Eppa( Hardwickia binata), Babul, Satin, Tirman, Neem (Melia indica), Palekodsha (weightia tinctoria), Palas (Butea frondosa), Bhilawa, Jamoon(Eugenia jambolana), Gumpana, Bamboo( Dendrocalamus striatus), Tarwad (Acacia auriculata), Mango (Mangifera indica), Peddaman (Ailantus excelsa), Jungle anar (Dodonaaea Viscosa), 3-8
3.2.
Ecological Resources
3.2.1. 108.
109.
110.
Sharifa (Anona Squamosa), karanj (Pongamia glabra), Danti( Celastrus semgolenis), Challe (Zizyphus xylopyrus), Chanangi, Ritha(Sapindus ernerginatus), Nakkera (Ximenia Americana) and Lantana( Lantana Camara) 3.2.2. 111. Trees along Railway line As per enumeration of trees carried out during the field visits, there are approximately 2900 trees within the RoW along the project corridor. Out of which 360 trees will be required to be cut for doubling purpose. Rail side plantation is very thin and scattered. The common species of trees in the stretch are Eucalyptus (Eucalyptus hybrid), Mango (Mangifera indica), Jamun (Syzygium Cumini), Neem (Azadirachia Indica) and Peepal (Ficus religiosa). Aquatic Ecology Organized fishing was observed at some locations along the DaundGulbarga proposed doubling section near Bhima River and U jni dam backwater near Bhigwan, Diksar, Jinti Road, and Parevadi. Main species found are Rohu, Katla, Mrigal, Cyprinus, Maral, Tilapia, Chambari, Kanas, Khadra and Kolas etc. Nearly all the fishes are local in nature. Therefore, these will not be disturbed during the construction of the railway track proposed with the bridges over the rivers. Maharashtra ranks first in terms of State Domestic Product (SDP) and accounts for 15% of the national income. The per capita income of the state is Rs 29,204, which is 40% higher than the national average (taking 2003-04 as base year). While agriculture provides employment to a majority (about 70 %) of the state's population, the manufacturing and services sectors contribute significantly to the state's Gross Domestic Product. These sectors provide nearly 80 % of the state's GDP, as compared with the national average of 65 %. Karnataka registered a GSDP growth rate of 7% for the year 2007-2008. It now has the sixth highest per-capita GDP of all states. The economy of the state largely depends on agriculture and is the largest producer of coffee, raw silk and sandalwood in the country and adding considerably to the horticulture production of the country. The cottage and mineralbased industries also add a good percentage of revenues to the state. Many facets of economic development of the state and project districts have been discussed in subsequent sections. Industries In the project area, Pune is hub for multinational companies particularly for automobile, banking and I T industries and has made its special place in industry map of India. Solapur is very famous for textile industries. Dudhani is important trade centre of eastern Maharashtra for largest production of betel leaf and bananas, which are distributed all over, India from here. Wadi in Gulbarga districts is one of largest producer of cement in southern India. Table 3.6 lists out of major industries along project sections. Table 3.6 :Major Industries along the Project Corridor
S.No Name of industry Item of production Location
3.2.3. 112.
3.3.
Economic Development
113.
3.3.1. 114.
3-9
IEE for Doubling of Daund Gulbarga & Electrification of Pune Guntakal Rail Section Railway Investment Program India (PPTA-4998-IND) 1 2 3 3 4 5 6 7 Makhaish Sugar Factory Nagesh Sugar Mill, HPCL Refinery Rajshree Cement ACC Cement Ltd Adoni Oils KPCL Power Ltd Mysore Petro Chemical Ltd. Sugar & Molasses Sugar & Molasses Petroleum Cement Clinker for Cement Foods Oils Electricity Production Petro Chemical Jinti Road Solapur Mohal Hotgi Wadi Adoni, Kurnool Raichur Raichur
Source: District Statistical Report
3.3.2. 3.3.2.1 115.
Infrastructure Facilities Access to safe drinking water supply is limited in the Project Districts. Only 63% of total population is able to get the safe drinking water supply. Situation in rural areas is even worse. Nearly 35% of the total rural population has no access to safe drinking water. In the project districts, drinking requirement in Pune urban area, Solapur urban area and areas along the Ujni Dam is met through Ujni Dam reservoir after primary-treatment. In rest of the area, main source of drinking water is groundwater abstraction through open wells/tube wells and hand pumps. Drinking water facility in Gulbarga and Raichur districts is very poor since groundwater availability in the area is scarce. This may be due to low rainfall and impervious soil strata in most part of the district. All parts of Pune and Solapur are fully connected with road, whereas Gulbarga and Raichur districts lacks adequate infrastructure that are one of the basic causes of long economic stagnation in the district. The large part of these roads becomes unusable during rainy season due to bad road conditions. The district headquarters lies on the main National Network, but the internal road network availability especially in village is very low. The details of road lengths in project districts in given below as Table 3.7 Table 3.7 :Road Lengths in Project Districts
Pune Solapur 145 754 1064 2652 Gulbarga 122 1090 2027 3768 Raichur 0.00 756 887 2687 Kurnool 229 209 2964 5833 Anantapur 352 114 2720 6757
Water Supply
3.3.2.2
Transportation 116.
Road National Highway State Highway Major District Road Village Road
Districts
369 1368 1256 6555
Source: Districts Statistical Report
3.3.2.3
Land Use 117. Land use within 200m on either side from the centre of the existing track has been delineated based on the study of strip mapping carried out during field survey supported by Survey of India Toposheet. The land use along the project corridor is predominantly agricultural (approx. 47%) and barren land (approx. 17% mostly within railway right-of-way). Rest of the area comprises of forests, rocky land, settlement and w ater bodies (Refer Table 3.8 provides the land use along the project rail section. 3-10
Table 3.8 : Landuse along Daund-Gulbarga Section (within 200 m)
IEE for Doubling of Daund Gulbarga & Electrification of Pune Guntakal Rail Section Railway Investment Program India (PPTA-4998-IND) Arable Barren land Forest& hilly tract Water Bodies Residential & commercial and others Approx 47% 17% 12% 8% Approx 16%
Land use within 200 from the centreline (excluding formation width)
Source: Field Monitoring and Toposheet
3.3.2.4 118.
Power Sources and Transmission Project Corridor is one of the highest per capita power generating areas in the country, quite higher than national average. This is mainly due to the presence of Raichur thermal power plant of capacity 1470 MW (as on March 31, 2007) that caters the nearby Project districts i.e. Raichur and Gulbarga, Nearly 98% of the villages in the project districts are electrified. District wise break-up has been provided in Table 3.9.
District No. of Villages 1844 1138 1360 830 884 925 Villages Electrified (%) 98.42 100 97.67 95 100 100
Table 3.9 :Number and %age of Electrified Villages in the Project Districts
Sl. No. 1 2 3 4 5 6 Pune Solapur Gulbarga Raichur Koppal Anantapur
Source: Census of India 2001
3.3.2.5
Agriculture 119. The Maharashtra and Karnataka state have a cultivated area (net area sown + current fallow) of 17.6 million ha and 10.4 million ha respectively as against total geographical area of 30.7million ha and 19.1 million ha respectively. The gross cropped area of Maharashtra is 12.6 million ha and Karnataka is 12.6 million ha. The cropping intensity of Maharashtra and Karnataka is 127% and 114% respectively. There are two main crop seasons, the Kharif and the Rabi. The Kharif crops are paddy, pulses and groundnut. Cotton is grown in black soils. Rabi crops are chillies, garlic, onion, cotton, groundnut, ragi, korra and other oil seeds. Besides these seasonal crops, garden crops like vegetables and t urmeric are also grown throughout the year. The highest cropping potential among project districts is in Kurnool due to its favourable geological set-up followed by Solapur and Pune. Balangir being in the rain shadow zone and l ack of irrigation facilities has one o f the lowest agricultural produce in the state. Table 3.10 summarizes the total agricultural production (in quintal) in the different project districts.
Paddy 1,585 2,058 90,130 395453 3,58,566 Wheat 50,891 45,687 19,876 1772 418 Maize 2,147 3,655 4601 816 58,321 Jowar 7,11,660 5,46,895 30757 130587 2,28,315 Ground nut 23,015 38,728 60549 23015 2,97,607 Cotton 6,996 7.966 54321 58496 22,615 Sugar cane 18,748 7,689 9824 18748 18,150
120.
Table 3.10 :Agricultural Production in Project districts (Tons)

Crops District Solapur Pune Gulbarga Raichur Kurnool
3-11
IEE for Doubling of Daund Gulbarga & Electrification of Pune Guntakal Rail Section Railway Investment Program India (PPTA-4998-IND) Crops District
Source: District Statistical Reports of Maharashtra and Karnataka
Paddy 81454
Wheat -
Maize 277
Jowar 126389
Ground nut 183950
Cotton 23729
Sugar cane 243091
Anantapur
3.3.2.6
Tourism 121. Ranging from the earliest temples to incredible scenic spots, there are many places to see in and around the project districts. Some of the important locations of tourist attraction have been listed below in Table 3.11.
Name of the Tourist Places Lal Deval, Bund Garden, Aga Khan Palace, Shindyanchi Chhatri , Pateleshwar Cave Temples, Shaniwar Wada, Sinhagad Panchgani and Mahabaleshwar Pandhalpur, Solapur, Akalkot, Karmala, Barshi, Mangalwedha Sannati, Rayan Kollur, Vibuthi halli, Malkhed Fort, Gulbarga Fort, Deval Ghanagapur, Khaja Bandenawaj Darga, Sharana Basaveshwara Temple, Jayateerth math in Malkhed Raichur Fort, Ranganatha Temple, Huchchappayana Matha, Pampa Sarovara, kamal mahal, Nava Brindavana Doddeswara temple, Siddeshwaraswami temple, Chintalarayaswari temple, Ramaliageswara temple, Atmakur temple, Bhyravani Temple
Table 3.11 :List of Important Tourist Spots in the Project Districts

Project Districts Pune Solapur Gulbarga Raichur Anantapur
Source: District Statistical Report
3.4.
Social and Cultural Resources

3.4.1. 122. Population and Communities Pune, Solapur and R aichur are main stations with settlements along the corridor The total population with rural-urban and m ale-female break-up, density and total scheduled caste and scheduled tribe population has been summarised for all project districts in Table 3.12
Population Total 7,232,555 3,849,543 3,130,922 1,669,762 3,529,494 3,640,478 3,529,494 Density 462 259 159 275 244 191 199 Male% 52.11 51.68 50.90 50.41 50.81 51.08 50.89 Female % 47.89 48.32 49.1 49.59 49.19 49.98 49.11 %age to total Population Rural Urban 41.92 58.08 68.18 31.82 72.76 27.24 74.79 25.21 76.28 23.72 74.74 25.26 76.83 23.17 %age to Total Population SC ST 10.53 3.62 15.02 1.59 22.92 4.92 19.00 18.15 17.81 1.97 14.14 3.49 17.81 1.97
Table 3.12 : Demographic Profile of the Project Districts

State/ District Pune Solapur Gulbarga Raichur Koppal Anantapur Kurnool
Source: Census of India, 2001
3.4.2. 123.
Health Facilities Among the project districts, Pune has highest number of medical facilities followed by the Gulbarga, Solapur, and Anantapur with lowest in the Raichur. PHC is highest in Gulbarga and lowest in Raichur, Anantapur has highest number of the primary health sub centre. Health facilities in Table 3.13 3-12
Table 3.13 : Health Facilities in the Project Districts

Dist./State Pune Solapur Gulbarga Raichur Anantapur Medical Faculties 755 715 755 388 595 Primary Health Centre 88 82 109 42 78 Primary Health Sub Center 59 233 376 182 452
3.4.3. 124.
Education Facilities and Literacy As per the Census of India 2001, Pune has the highest literacy of 80.45% followed by Solapur (71.25%), Anantapur (53.16), Gulbarga (50.10%) and Raichur (48.81 %). Number and level of educational institutes in the state and project districts has been provided in below in Table 3.14.
Middle School 1068 922 808 254 406 958 Secondary School 604 685 249 77 291 499 Colleges 18 12 3 1 11 131 Literacy % 80.45 71.25 50.1 48.81 53.16 54.43
Table 3.14 : Educational Facilities in the Project Districts

District Pune Solapur Gulbarga Raichur Anantpur Kurnool Primary School 1809 1131 1337 306 900 1975
3.4.4. 125.
Socio-Economic Conditions As per 2001 census, the total workers in the Maharashtra, Karnataka and Andhra Pradesh are 411.76 lakh, 235.6 lakh and 348.9 lakh respectively, which is 42.49% 44.76 % and 45.78 % of the total population of the Maharashtra, Karnataka and Andhra Pradesh. The percentage of total workers of all the project districts range from 41 to 51%. The economy of the Gulbarga, Raichur is primarily agricultural which is supported by the fact that cultivators and agricultural labourers together constitute more than 89.5% and 98.3% respectively and relatively higher in all remaining district except Pune where urban population is more than that of all other districts. Table 3.15 below provides the breakup of workers under different category.
% of cultivators to main workers 29.99 40.12 36.14 37.96 25.78 35.97 % of agriculture labour to main worker 14.16 33.75 53.39 60.34 53.48 45.60 % of main worker to population 37 39 32 32.6 41.2 41.7 % of total worker to total population 41 45 43 43.9 47.9 50.5
Table 3.15 : Different Category of Workers in the Project Districts

District Pune Solapur Gulbarga Raichur Kurnool Anantapur
3-13
3.4.5. 126.
Structures or Sites of Historical, Archaeological, Paleontological, or Architectural Significance There is no such site of significance in the close vicinity of the project area.
3-14
4.
ANTICIPATED ENVIRONMENTAL IMPACTS AND ITS MITIGATION MEASURES

127. Environmental impacts have been as sessed considering present environmental setting of the project area, nature and extent of the proposed activities. Suitable approach and methodology was adopted to ascertain likely impacts both during design & construction and operation stage. Description of all possible impact has been addressed vis--vis environmental components. Some of the important Impacts associated with operational aspect of the railway viz. maintenance of right-of-way, forest fires, fuel management, waste and wastewater, occupational health and safety has also been separately discussed. Adequate mitigation measures has been devised to mitigate/minimise all likely environmental impacts. Climate Design and Construction Phase 128. About 360 trees (110 fruit bearing and 250 non-fruit bearing). Are likely to be c ut which will have minor to negligible impact on t he microclimate of the region. The project is likely to have net positive contribution in GHG reduction due to gradual shift in goods transport mode from road to train. There are no s tudies yet available about the effect of climate change on rainfall or flood pattern of the area that makes it difficult to recommend specific climate proofing measures. Water logging or flood may damage the track if due consideration not given in the low lying areas especially near the Ujni dam. The maximum possible efforts shall be made for minimizing cutting of the trees while finalising the alignment. Compensatory tree plantation undertaken as per prevailing guidelines of States forest department. A minimum of 1:3 basis to be followed for tree plantation. The c ontractor will be responsible for planting them or RVNL will get them planted through the forest department for which necessary cost (approximately Rs. 540,000 @ Rs. 500 per tree) will be borne by RVNL. Besides, additional plantation shall be made in station areas and river banks. This will both enhance the aesthetics and useful in checking soil erosion. Adequate cross drainage structures shall be provided wherever incidents of water logging are identified like station yards during detailed project report preparation stage. Operation Stage 134. The doubling of the section will significantly reduce the load on existing road. The doubling of Daund-Gulabarga section saves CO2 Emission to the tune of 175 tonnes/day in comparison with road 4-1
4.1.
Impact on Physical Environment

4.1.1.
129.
130.
131.
Mitigation Measures 132.
133.
traffic increase in absence of this doubling. (Appendix 4.1) .Further, the electrification of the route will also reduce the fuel consumption, which in turn will decrease the CO2 emission considerably. The project also envisage compensatory and additional tree plantation along the project section. Hence, the climatic condition of the area will improve significantly. Therefore, no specific mitigation is required except ensuring survival of trees to be planted. 135. 4.1.2. 136. No additional climate changes/Impacts are anticipated during operation stage. Air Quality Design and Construction Phase Air quality may be affected for short duration in and around the construction sites due to various construction activities and v ehicular movement. The pollutants of primary concern include SPM and RSPM. The main activities /sources of pollutant are likely to be: 137. Dust during construction of formation (rail bed) and stations, bridge and other facilities Dust generation from vehicular movement on unpav ed roads and due to fast movement Dust generation from hill cutting and ballasting operation Dust generation due t o transportation and handl ing viz loading, unloading, storage, and use of construction materials viz earth, sand, ballasts, cement etc. Dust generation due to demolition activities of existing structures and debris disposal Gaseous emission from construction vehicles and machinery movement Gaseous emissions from hot mix plants likely to be used for access road construction. The dust, being coarser in nature, is likely to settle down within a short distance of its generation point. Therefore, impact will be temporary and restricted within the closed vicinity of the construction activities. It is important to mention that there are no settlements nearby the probable blasting site. Hence, minimum impact on ai r quality is anticipated due t o blasting. No impact is anticipated due t o any other activity like crushing, sleeper manufacturing etc. since no crushing unit is either proposed under the project as ballast will be procured directly from quarry/crushing unit and r eadymade sleepers will be outsourced. Hot mix plant is likely to be installed at 2-3 locations for few days for construction of approach roads near bridges viz. Major Bridge at Bhima River and its backwater from Ujni Dam (Bhigwan-Jinti RoadParevadi-Washimbe block sections) and near Mohol from NH- 9 to Railway station. This will generate carbon monoxide (CO), un-burnt hydrocarbon, sulphur di-oxide, particulate matters, and ni trogen 4-2
138.
139.
oxides (NOx) emissions. This may affect the air quality of near by areas especially due to emission discharge from low height stack. Mitigation Measures Vehicles transporting loose and fine materials like sand and fine aggregates shall be covered. Loading and unloading of construction materials, likely to generate fugitive emission, shall be done in covered area or provisions of water fogging arrangement shall be made around these areas. Storage areas should be located downwind of the habitation area. Water shall be sprayed on earthworks, on a regular basis. During and after compaction of the sub-grade, water shall be sprayed at regular intervals to prevent dust generation. Sprinkling of water on other dust prone areas and construction yard shall also be done. Regular maintenance of machinery and eq uipment. Vehicular pollution check shall be made mandatory. Mixing plants and asphalt (hot mix) plants shall be located at least 1 km downwind of the human settlements. The asphalt plants, crushers (if required) and the batching plants shall be sited at least 500m in the downwind direction from the nearest settlement and that too only after receiving a N o-Objection Certificate from the SPCB. Hot mix plant shall be fitted with stack of adequate height as may be pr escribed by SPCB to ensure enough dispersion of flue gases. Ambient air quality monitoring should be carried out during construction phase. If monitored parameters are above the prescribed limit, suitable control measures must be taken. Water sprinkling on unpaved haulage roads. Controlled blasting shall be done in hill cutting areas. All explosives shall be handled as per applicable regulation. Trees shall be planted around the construction sites as well and all efforts shall be m ade to minimise cutting of existing trees around such sites. Mask and other PPE shall be provided to the construction workers Diesel Generating sets shall be fitted with adequate height as per regulations (Height of stack = height of the building + 0.2 KVA). Low sulphur diesel shall be us ed in DG sets as well as machineries. Electrification of the project section will significantly reduce the gaseous emission. The only impact during operation phase may be due to loading and unloading of cement bags at Bhigwan and w adi station yards, which shall
Plate 4.1: Loading and Unloading of cement Bags in uncovered area at Bhigwan Station
Operation Phase 140.
4-3
create substantial fugitive dust generation 5. 141. Traffic congestion at railway crossings may cause localised air pollution due to vehicle idling. Specific guidelines shall be formulated for material handling practices (particularly for loading and unl oading) of the materials. Instruction defining precautions like avoiding practices of throwing of the bag while unloading from racks and load to trucks. The loading/unloading area shall be covered. Feasibility of mechanical sweeper and loading and unloading option may also be explored. Thick plantation shall be c arried out around unloading areas to prevent spread of fugitive dusts. The workers shall be provided with masks. Use of enclosed cars or covering of open c ars used to carry cements, marbles and other ore materials grains to reduce fugitive dust emissions. Traffic should be regulated to avoid traffic congestion. The halt time should not be m ore than 15 m inutes as per usual practice of railways. Noise and Vibration Design and Construction Phase 142. Ambient noise level may increase marginally due to construction activities, maintenance workshops and vehicles & earthmoving equipment in the nearby areas. However, this increase may be negligible or marginal as source noise will be lesser or equal to the existing noise levels. The expected increase at a distance of 100 m with the source noise of 70 dB (A) is likely to be of the order of only 3-5 dB(A). The expected increase of noise level during construction may create nuisance at the settlement and schools that are very close to the track viz. Benisuroor, Auj village and Jeur railway station etc. Other habitated areas are away from railway line and are unlikely to have any impact due to increase in ambient noise level because of construction activities. Hill cutting activity in hard rock area may increase noise and vibration level in the nearby areas. Since hill, cutting locations are away from habited areas this impact is expected to be insignificant. All equipments shall be timely serviced and properly maintained to minimize its operational noise. Blasting, when required, shall be restricted to daytime only. All the statutory laws, regulations, rules etc, pertaining to procurement, transport, storage, handling and use of explosives shall be s trictly followed. Blasting schedules shall be carried out as per pre
Mitigation Measures
4.1.3.
143.
Mitigation Measures
During field visits, it was notices that loading and unl oading in the yard was being carried out without any consideration to environmental issues. Substantial dust was generating. Even workers were not wearing the face mask.
4-4
announced scheduled which shall be also displayed in advance in areas where residents may be affected by the blasting operations. Structures, if any that may potentially be affected by blasting shall be identified in advance and s trengthening measures may be applied to the structures before blasting. Stationary noise making equipments shall be placed along uninhabited stretches. Provision of temporary noise barrier shall be m ade near sensitive locations like schools. If temporary noise barriers are not feasible then regulate construction activity and t iming so as the impact intensity is minimised. Protection devices (ear plugs or ear muffs) shall be provided to the workers operating in the vicinity of high noise generating machines. Construction equipment and machinery shall be fitted with silencers and maintained properly. Provision shall be made for soil compaction and sand pockets near vibration prone areas. The sections passing through forest areas shall be dec lared as silence zone. In forest areas, noise should be controlled by regulating construction activities and their timings. Noise measurements should be c arried out along the track to ensure the effectiveness of mitigation measures.
Operation Phase 144. During the operation phase, train movement is the prime source of noise and vibration. The train movement will result in impulsive increase in vibration and nearby ambient noise levels. However, with limited number of train movement the impulsive noise peaks will be l ow and within the acceptable limits. The noise level though at nearby settlement and ot her sensitive receptor viz schools etc. nearby track may be disturbing for long-term.
Plate 4.2: A noise sensitive location (school) adjacent to track near Jeur Station
Mitigation Measures Acoustic barriers shall be maintained near the noise sensitive locations like Jeur Station near school. Possibility may also be explored to guide the building owner for insulating the windows of the building concerned. Speed limitation in vibration and noise sensitive location like hospitals, schools. 4-5
The rail line will be constructed using long welded track to minimise the number of joints Efforts shall be m ade to restrict any construction within 100 m of both side of the track on the line the legislations exists for highway in India. Create awareness amongst the resident living or planning to construct the house close to the track about possible options to reduce any effect of noise and vibration due to train movement, on the building. Impact on Land and Soil
4.1.4. 4.1.4.1
Loss of Productive Soil and Change in Landuse Design and Construction Phase 145. Loss of productive soil and change in land use is anticipated only at borrow areas since no additional land is required for the project. The doubling will be accommodated within available RoW. Borrow areas to the extent possible will be i dentified at wasteland/unproductive land. The top soil from the productive land shall be pr eserved and reuse for plantation purposes, or rehabilitation of borrow areas. . Soil erosion is anticipated mainly in the areas near hill cutting sections especially where cutting is involved in weathered and unconsolidated soil material. Table 4.1 lists out the soil erosion prone areas for cutting sections in different types of terrains. Table 4.1 :List of Erosion Prone Sections
S.No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Ch. Km 301.2-301.8 309.1-310.2 317.3-318.4 319.1-321.3 321.9-322.4 331.7-332.4 337.3-337.8 347.8 357.1-357.9 492.6-493.7 498.1-499.5 501-503 506 522.1-523.1 523.4-524.9 532.1-532.8 564.5-564.9 Block-Sections Bhigwan- Jinti Road Jinti Rd- Parevadi Parevadi- Washimbe Parevadi- Washimbe Parevadi- Washimbe Washimbe- Pophlaj Pophlaj- Jeur Jeur- Bhalwani Bhalwani Kem Akalkot Rd- Nagansur Nagansur- Boroti Nagansur- Boroti Boroti- Dhudhani Dhudhani- Kulali Dhudhani- Kulali Kulali- Gaudgaon Bablad- Gulbarga Description Hard rock Cutting Semi-unconsolidated Hard rock Hard rock Hard rock Soil Semi-unconsolidated Semi-unconsolidated Soil Soil Semi-unconsolidated Soil Cutting Hard rock Semi-unconsolidated Semi-unconsolidated Semi-unconsolidated Soil
Mitigation Measures 146.
147. 4.1.4.2 148.
Soil Erosion
4-6
149.
Other areas vulnerable to soil erosion are proposed earth stock pile locations and bor row pits areas. Soil erosion near bridges will be minimal since riverbanks of major rivers are composed of comparatively consolidated material. Clearance of vegetation is also very limited in the sub-project sections. Scouring protection structures shall be bui lt at riverbank slopes. If required, the banks shall be pr otected by geo-textiles matting. If banks are damaged, the same shall be repaired immediately after completion of construction activity. Construction activity shall be r estricted at erosion prone location during Monsoon. Cross drainage structure shall be provided as required to maintain the natural drainage pattern. Provision of side drain shall also be made to guide the water to natural outfalls. Stone pitching shall be carried out wherever necessary. Earth available from cutting shall be used for filling, as construction of access road, stations and embankments. When soil is spread on slopes for permanent disposal, it shall be buttressed at the toe by retaining walls. The surface of the slope shall be stabilized as necessary, prior to seeding. Turfing of embankment slopes shall be along the stretch. Provision shall be made for slope protection frames, dry stone pitching, and masonry retaining walls as may be required. All steep cuts shall be flattened and benc hed. Retaining wall on both sides shall be provided. Shrubs shall be planted immediately in loose soil area. Soil erosion shall be visually checked on slopes and hi gh embankment areas during construction phase. In case soil erosion is found, suitable measures should be taken to control the soil erosion.
Mitigation Measures
Operation Phase 150. Unexpected rainfall near low-lying areas and bridge approaches may erode the embankment. Soil erosion condition may arise if borrow area are not stabilized/restored properly. Mitigation Measures Monitoring of rehabilitation plan of borrow areas in tune with proposed rehabilitation plan. Regular monitoring of side-drains and cross drainage structures will be done to check blockade. Periodic checking shall be carried out to assess the effectiveness of stabilization measures viz. turfing, stone pitching etc. taken during construction phase. A detailed inventorization and study to assess the location, reasons of soil erosion along the embankment during operation phase shall be t aken up. Suitable strengthening measures shall be taken to prevent reoccurrence of soil erosion at 4-7
existing erosion prone locations and pr event erosion at newer locations. 4.1.4.3 Borrow Areas and Quarries 151. The project area topography is characterised by undulating land profile. There are various locations where uplands consist of medium grained hard soil particularly red morrums are available which is favourable for formation. Majority of earth will be borrowed from govt. wasteland and comparatively elevated and less productive privately owned farmland. All local farmers during consultations revealed their concurrence to provide earth from their fields up to certain depth on adequate compensation. However, any uncontrolled borrowing may result in loss of productive soil. During field visit instances of uncontrolled borrowing activity was noticed at certain locations. Illegal quarrying may lead to unstable soil condition. Ballast material is proposed to be pr ocured only from existing and approved quarries in the area. Opening of new quarries is not envisaged due t o the proposed project. There are abundant approved quarries in the area.
152.
Plate 4.3: Showing uncontrolled borrowing and quarrying in the project area
Mitigation Measures

Borrow pits shall be s elected from wasteland at least 500m away from the track. Borrow areas should be excavated as per the intended end use by the owner. The Indian Road Congress (IRC):10-1961 guidelines (Appendix 4.2) shall be used for selection of borrow pits and amount that can be borrowed. Borrow areas should not be l ocated on c ultivable lands except in the situations where land owners desires to lower the level of the land. The top soil shall be preserved and depth shall be restricted to the desired level. No private/fertile land acquisition shall be done for borrow areas. Borrow pits shall not be selected nearby the settlement. 4-8
Priority shall be given to the borrowing from humps/upland/mounds resulting from the digging of well and lowering of agricultural fields in vicinity of the track above the general ground level. The depths in borrow pits to be regulated so that the sides shall l not be steeper than 25%, from the edge of the final section of the bank. Borrow pits shall be centrally located to serve more than one site. The haulage distance from site should not be too far. Borrow area shall be r ehabilitated may be fish pond or so in consultation with land owner or community.
4.1.4.4
Compaction and Contamination of Soil 153. Soil in the adjoining productive lands beyond the RoW, haulage roads, and construction camp area may be c ompacted due t o movement of construction vehicles, machineries and e quipments. A pproach road close to most of the bridge construction sites are available. However, still additional land shall be required for construction camps, and workshops. Soil may get contaminated due t o inappropriate disposal of liquid waste, lubricating oil and fuel spills, waste oil and lubricant, vehicle/equipment washing effluent) and s olid waste ( fuel filters, oily rags) waste likely to be g enerated from r epair and m aintenance of transport vehicles, construction equipment and machinery as well inappropriate disposal of domestic solid waste and s ewage from construction camps. Mitigation Measures Fuel and l ubricants shall be s tored at the predefined storage location. The storage area shall be paved with gentle slope to a corner and c onnected with a c hamber to collect any spills of the oils. All efforts shall be m ade to minimise the waste generation. Unavoidable waste shall be stored at the designated place prior to disposal. To avoid soil contamination at the wash-down and r efuelling areas, oil interceptors shall be pr ovided. Oil and gr ease spill and oi l soaked materials are to be collected and s tored in labelled containers (Labelled: WASTE OIL; and hazardous sign be displayed) and sold off to SPCB/ MoEF authorized vendors. To prevent soil compaction in the adjoining productive lands beyond the RoW, the movement of construction vehicles, machinery and eq uipment shall be restricted to the designated haulage route. Approach roads shall be designed along the barren and hard soil area to reduce the compaction induced impact on soil. The productive land shall be reclaimed after construction activity. Septic tank or mobile toilets fitted with anaerobic treatment facility shall be provided at construction camp. Domestic solid waste at construction camp shall be segregated into biodegradable and non-biodegradable waste. The non4-9
154.
biodegradable and recyclable waste shall be sold off. Biodegradable waste shall be compacted in mechanised and movable composter. Non-biodegradable and non-saleable waste shall be di sposed off to authorised landfill site. If land fill site not available then buried the waste in a secured manner. Operation Stage 155. 4.1.5. 4.1.5.1 Soil contamination and compaction is not anticipated during operation stage of the project hence, no mitigation proposed. Water Resources Design and Construction Stage 156. The proposed project can affect the ground water resources mainly due to uncontrolled extraction of groundwater for construction purpose. The ground water table goes down during dry season to the level of 150 m at Kem & Jeur. Contamination of groundwater is not envisaged since all construction camps will have septic tanks or mobile toilets. Water will be mainly required for compaction of formation and for domestic purpose in the workers camp. Water for construction purpose will be m ainly sourced from nearby surface water body. In rest of the section, water will be sourced through tankers. Water will be drawn from Ujni reservoir and can be supplied to Bhigwan, Jeur and up to the Solapur, In rest of the section, deep tube wells/open dug wells will be used. Drinking and domestic water requirement for workers camp will be the arranged by the contractor Mitigation Measures 158. The contractor will arrange for water required for construction in such a way that the water availability and supply to nearby communities remain unaffected. Since most of surface water bodies except major rivers go dry during summer season, it is proposed that waterharvesting structures shall be c onstructed at all the stations. This will serve though very limited purpose but it will demonstrate the Railways commitment for environmental protection. The check dams shall also be constructed wherever feasible and in consultation with community to reduce burden on ground water resources or augment ground Water resources. This shall form part of project design and included in the bill of quantity. Efforts shall be made that water intensive activities are not undertaken during summer period (April, May, June) Operation Stage 160. Groundwater will be abstracted for domestic purpose in the proposed residential colonies. Water demand during operation phase will also increase after doubling at stations. The stress on groundwater will increase at stations where water requirement is met through groundwater abstraction. Mitigation Measures 4-10
Ground Water
157.
159.
161.
Stress on gr oundwater may be r educed by augmenting it through rainwater harvesting. Awareness about judicious use of water should be made amongst the passengers, staffs and ot her users. Wherever, installation of harvesting structures is not technically feasible, rainwater may be collected in sumps which can be used for various usages other than drinking and domestic purpose. Design and Construction Stage
4.1.5.2
Surface Water 162. In total 11 water bodies falls in the sub project area within 100 m either side of the track. These water bodies are either river, or canal. Siltation level may increase during bridge construction over these water bodies. The remaining water bodies ponds, which mostly get created during raining season and go dry during summer season. Alteration of watercourse flow and c hannel morphology is not envisaged since pior extension on most of the major bridges is already available. Hence, impact on aq uatic life is considered insignificant. However, the mitigation measures recognize the unavoidable situation when additional piling work will be r equired for the doubling of the bridges. Mitigation Measure 164. The piling work shall be undertaken during low flow period. Attempt to reduce number of pillars in the water stream will be under taken considering the river hydrology and morphology and the bridge shall be designed based on 100 years return, highest water level, right angle to the river flow to the extend feasible. The changes in the stream, if any, made during construction shall be r estored to its original level. Precautions shall be made that no nala or canal is clogged. Following additional measures shall be adopted : Substructure construction should be limited to the dry season and cofferdams may be constructed and utilized to lift the spoil directly out of it and carried to the riverbank for land disposal. The slopes of embankment leading to water bodies shall be modified suitably to restrict the contaminants entering water bodies. Silt fencing and/or brush barrier shall be installed for collecting sediments before letting them into the water body. Silt/sediment should be collected and stockpiled for possible reuse as surfacing of slopes where they have to be re-vegetated. Large construction camps shall be avoided along the alignment and located away habitated areas and w ater bodies. Construction labourers shall be pr eferable from local population. Sewage from labour camps will treat through septic tanks. Untreated sanitary wastewater shall not be discharged into any surface water bodies. Prior permission from competent authority shall be t aken before drawing surface water for construction purpose. Water quality shall be monitored as envisaged in the Environmental Monitoring Plan
163.
Operation Stage 4-11
165.
By and l arge, no impact is anticipated during the operation phase on the surface water bodies. However, regular monitoring shall be done along the alignment to ensure that flow of water is maintained through cross drains and o ther channels to avoid their blockade/ choking. Regular monitoring of siltation shall be done. There is no contamination risk from leakage of used oil from diesel locomotive since the electrification is proposed along with doubling. Terrestrial Ecology Design and Construction Stage
4.2.
4.2.1.1
Impact on Biological Environment

4.2.1. Disturbance to Vegetation 166. There would be no m ajor impact on the terrestrial ecology except clearing of some trackside trees (360). Majority of them are babool and Neem trees of medium to small girth size. Mitigation Measure 167. Efforts will be made to minimise tree cutting. Efforts shall also be made to transplant the trees as much as possible. Restriction shall be made to use timber wood as fuel source in construction camps. Compensatory afforestation in 1:3 ratio will be done for each number of trees likely to be cut. Additional plantation will be carried out in station areas, riverbanks and wherever, right-of way is comparatively more. Trees to be pl anted will be preferably native in species avoiding the monoculture practices. All tree plantations will be carried out in close consultation with forest department. Adequate horizontal distance shall be maintained between track and rows of tree on both sides to avoid any interference between passenger and t reess limbs/branches/canopy during train movement. Operation Stage 168. No direct impact is anticipated during operation stage except accidental damages or absence of proper tree management. Mitigation Measures 169. Arrangement shall be made to ensure survivality of the tree plantation. The Social Forest Department or Divisional forest offices shall be consulted or involved in this programme. The tree survivality audit shall also be conducted at least once in a year to assess the effectiveness of the Programme. Aquatic Ecology Design and Construction Stage 170. Fishing activities along the sub-project is mainly in Bhima River and Ujni dam backwater near Bhigwan, Diksar, Jinti Road, and Parevadi. There is no m igratory route of fishes through the river though local movement as usual is there below the bridge over the rivers. There is all possibility to utilise existing pier extension of bridges near the above locations. Hence, no impact viz. migration or breeding 4-12
4.2.2. 4.2.2.1
Effect on Fishing Activities
171.
grounds on fishes/aquatic life is envisaged due to the project. However, the mitigation options have also been pr ovided for the situation when piling activities will be conducted for doubling of bridges. Mitigation Measures Adequate provision shall be m ade in the design to ensure less siltation of water near Bhima River and Ujni dam Backwater. Underground noise level due to pile driving for bridges shall be kept well within sustainable limit for the aquatic life. Effectiveness of all measures suggested to avoid/minimise siltation, which may in turn increase turbidity, shall be ensured. Operation Stage 172. 4.2.3. 4.2.3.1 No impact is anticipated during operation phase of the project and hence no mitigation proposed. Electromagnetic Radiation Design, Construction and operation Stage 173. Potential impact from electromagnetic radiation includes impairment of television (TV) reception for residents along the alignment with individual fixed antennas. This is a result of the electromagnetic radiation generated by electric discharges when the pantograph above the electric locomotive loses contact with the contact wire. Generally, this causes picture floating, doubling, and i ntermittent blurring. This influence may cover an area extending up to 50 m on both sides of the track along the line. Mitigation Measures 174. Where feasible, affected residents will be assisted in obtaining cable or satellite TV and the overhead catenary system will be well maintained. This cost shall be included in the track electrification and signalling costs of the Project. Maintain the ratio of Signal-noise ratio less than 35 dB around that track. The proposed doubling and electrification will significantly contribute in social and ec onomic development of the region. No negative social impact is anticipated except minor land acquisition and relocation of few structures. The proposed projects will result in increased employment opportunities for local people during construction stage. Immigration of work force during construction phase is likely to be very less. The demographic configuration will be largely unchanged since majority of the workers will be from local population. Bottlenecks at level crossings where traffic congestion is high will be removed by providing road over bridges. Underpasses near sensitive locations and where there is habitation on both sides will reduce accident risks and improve social interaction between communities. During operation phase of the project, significant socio-economic development will take place in the region. The proposed doubling along 4-13
Electro Magnetic Field impact
175.
4.3.
Socio-Economic Impact
176.
177.
with electrification will enhance the traffic scenario by providing environmentally sustainable high speed, safe and reliable, economical and all weather service. 178. The present rail section provides an important link in transportation of petroleum products, minerals, cement, fertilisers, sugar and food grains. The existing single between Daund-Gulbarga sections has capacity constraint in bulk freight transportation. The proposed doubling with enhanced capacity will improve investment environment for industries. Since there are numerous places of tourist attractions in and around the project districts, the doubling will accelerate the tourist movement in the area, which in many terms will boost the local economy.
Table 4.2 :List of Commodities, its Production Centres and Destinations

S.No 1 2 3 4 5 6 Commodity Food Grain Fertilizer Gypsum Container Clinker POL Origin Karnal Thal Thal JNPT/Santnager Malkhaid Loni ACC Wadi Ultratech Tadpatri Zuari, Krishnarajapuram Vasavadatta, Seram CCl, Tandur Destination Whitefield Whitefield Wadi Santnager/JNPT Hotgi Bijapur, Hirenanduru and Wadi Kalamboli, Bijapur, Loni, Ambernath Mumbai Mumbai Mumbai Mumbai
Cement
4.4.
Accident Risk and Safety

Design and Construction Stage 179. Various safety aspects related with the project during design construction phase are (i) pedestrians safety (i) safety related with handling of machines, equipments (ii) rail safety at road intersections and (iii) safety to cattles and o ther wild animals; (iv) unsafe/hazardous traffic conditions due to construction vehicle movement. During the construction phase, contractors shall be r equired to adopt and maintain safe working practices. Usage of appropriate signage in local language at the construction sites shall be displayed generously and visibly to make the travellers aware of the ongoing work. Adequate lighting and fluorescent signage shall be provided at the construction sites. Pedestrian passageways shall be provided near settlement and sensitive locations viz. Benisuroor, Jeur etc. All road crossings where traffic intensity is high shall be g radeseparated. 4-14
Mitigation measures
Distance between railway level crossing and nearby road intersection/level crossing shall be increased. Separation of two-way traffic by solid white centre lines or physical medians, and separation of slow and fast road traffic at the railway level crossing. Training shall be provided to workers, especially machinery operators, on s afety procedures and pr ecautions. Helmet will be required at all construction sites. The contractor will be required to appoint a safety officer who will conduct regular safety inspections at construction sites.
Operation phase 180. Important issues related with safety during operational phase is monitoring of emergencies and establishing procedures to carry out rescues during sudden disasters such as , fires, high winds, and accidents. Accidents risks are higher in habitated areas particularly where children need to cross the track in absence of any pedestrian crossings one like shown in Plate 4.4.
Plate 4.4: School childrens crossing the railway line near Benisuroor Village
Mitigation measures 181. Emergency equipment will be made available at stations along the alignment and personnel will be trained to serve on rescue teams. To further ensure public safety, the entire right-of-way will be fenced. Pedestrian passageways shall be constructed under the raised railway embankment to allow people to cross from one side of the track to the other in populated areas. All road crossings will be grade-separated. Use of latest railway operational mechanism is recommended to avoid derailment, collisions, and other accident risks. Poor sitting and improper management of construction camp may lead to several adverse impacts on environment viz. (i) loss of vegetation due t o use of wood as fuel source for cooking (ii) deterioration in nearby surface water bodies quality (iii) compaction and contamination of soil due t o uncontrolled disposal of solid waste (iv) unhealthy condition due to unsafe drinking water supply to labourers and discharge of sewage.
4.5.
Impacts due to Construction Camp

182.
Mitigation measures 4-15
183.
Construction camp shall be located considering its accessibility to all social and ph ysical infrastructures to utilize the available resources in the region. No productive land should be utilised for setting up of construction camp. All camps shall be well drained. All sites must be graded, ditched and rendered free from depressions such that water may get stagnant and become a nuisance. The living accommodation and anc illary facilities for labour shall be er ected and maintained to standards and scales approved by the resident engineer. All camps should maintain minimum distance of 500 m from habitation, water bodies through traffic route and 1000m from forest areas. All construction camps shall be provided sanitary latrines and urinals with provision of septic tanks attached with soak pits. Storm water drains shall be provided for the flow of used water outside the camp. Drains and ditches shall be treated with bleaching powder on a regular basis. Compliance with the relevant legislation must be strictly adhered. Garbage bins shall be provided in the camp and regularly emptied and t he garbage disposed off in a hy gienic manner. LPG cylinders shall be provided as fuel source for cooking to avoid any tree cutting. At every workplace, a readily available first-aid unit including an adequate supply of sterilized dressing materials and appliances shall be provided. Workplaces remote and far away from regular hospitals shall have indoor health units with one bed for every 250 workers. Suitable transport shall be provided to facilitate taking injured and ill persons to the nearest hospital. At every workplace, an ambulance containing the prescribed equipment and nur sing staff shall be provided. At every construction site, provision of a day crche shall be worked out to enable women to leave behind their children. At construction sites where 20 or more women are ordinarily employed, provision shall be made for a hutment for use of children under the age of 6 years belonging to such women. Altogether 234 quarters are proposed to be constructed to accommodate approximately 250 persons for the additional requirement of staffs during operation phase of the project. These quarters will be located near important stations where existing facilities are already in place. S ince all these quarters are not located at one particular place, incremental stress on existing resources is minimal. Few key issues associated and its mitigations have been discussed in paragraphs below. Water requirement and Sewage discharge: The total water requirement will be app roximately 156 KLD for Daund-Gulbarga Doubling section and 77 KLD for Pune- Guntakal Electrification Section. The water will be sourced through deep tube wells or supplied through local authorities. The project area is neither in notified areas nor in areas notified for registration of ground water abstraction structures identified by Central Ground Water Authority. However, due to scanty rainfall pattern in area, depth to water table 4-16
184.
185.
186.
4.6.
Impacts due to Proposed Residential Buildings

187.
188.
is depleting continuously. The additional load on g roundwater resources shall be augmented by providing rainwater harvesting structures if technically feasible. 189. The total sewage generation will be approximately 125 KLD and 62 KLD from Daund Gulbarga Doubling and P une- Guntakal Electrification respectively. All sewage will be treated through septic tanks. Hence, no impact on water quality is anticipated. Solid waste: Total solid waste likely to be generated is estimated to be 355 Kg/day in doubling Section and 171 K g/day for Electrification Section. All domestic waste shall be segregated at source into bio degradable and non-biodegradable and w ill be disposed of the identified solid waste dumping grounds. Noise and V ibrations: All residential buildings will be s afely located not to receive any noise or vibration impact due to train movement. If any such structure is within the impacted zone all such structure shall be vibration prone. Drainage: Adequate drainage facilities will be pr ovided to avoid any water logging within the premises. Storm water will be allowed to rainwater harvesting pits (will be constructed if found technically feasible) and over flow will be drained though existing storm water channels. There are various types of community structures/ facilities/utilities along the proposed alignment. But very few of these are likely to be impacted. The project will require relocation of 14 pucca wells, 4 kutcha wells and 7 tubewells. Shifting of telephone and el ectrical lines needs to be done at few locations. Mitigation Measures 194. Geometric adjustment has been done while finalizing the alignment to minimize the loss to any such facilities. Any such structures even falling within RoW but out of required formation width will be saved. Alternate access has to be provided to these structures during construction stage. All community utilities likely to be impacted, such as sources of water, community centres, etc. will be relocated to suitable places.
190.
191.
192.
4.7.
Impact on Existing Common Property Resources/Utilities

193.
4.8.
Right-of -Way Maintenance

Design and Construction Stage 195. Unchecked growth of trees and plants can cover signals, fall onto the tracks and p revent workers from getting to places of safety when trains are passing. Regular maintenance of rights-of-way to control vegetation may involve the use of mechanical methods (e.g. mowing), manual methods (e.g. hand pruning), and use of herbicides. Vegetation maintenance beyond that which is necessary for safety may remove unnecessary amounts of vegetation, resulting in the continual replacement of succession species and an increased likelihood of the establishment of invasive species. 4-17
Mitigation Measures 196. Recommended measures to prevent and control impacts from rightof-way vegetation maintenance include: The track area shall be k ept completely clear of vegetation. From the edge of the track area to the boundary of the right-of-way, vegetation should be structured with smaller plants near the line and larger trees further away from the line to provide habitats for a wide variety of plants and animals. Native species shall be planted and invasive plant species removed. Railways should be designed and m aintained to discourage plant growth in the track area (e.g. providing lateral barriers to plant migration and ensuring rapid drainage of the track area); Biological, mechanical, and t hermal vegetation control measures shall be us ed where practical, and use of chemical herbicides on the bank beyond the transition area should be avoided (approx. 5 meters from the track); Personnel shall be trained in herbicide application to control fastgrowing vegetation within RoW.
4.9.
Fuel Management
197. After the electrification, very less no. of diesel locomotives will be operational. However, improper fuel management for these locomotives may lead to soil and water contamination. Storm water falling on f uelling areas and s econdary containment systems may contain oil residues from incidental releases. Mitigation Measures Storage tanks and components shall meet international standard for structural design to avoid catastrophic failures to prevent fires/explosion. Storage tanks shall have appropriate secondary containment.
4.10.
Waste Management (Solid waste, Waste Water and Hazardous Materials)

198. Solid waste is generated from trains and stations and includes food waste, packaging materials from retail facilities, paper, newspaper and a v ariety of disposable food containers in train and common passenger areas. Uncontrolled disposable of these may cause pollution of land/soil, water etc. Rail operations may generate sanitary wastewater primarily from passenger terminals and from passenger rail service. Washing of trains involves high-pressure water wash, which may contain residues from transported materials, paint, oil and grease and other contaminants. Hazardous materials like caustic solutions used to remove axles and other metal parts, solvents, coolants, acids and al kalis for locomotives and r olling stock maintenance operation may cause pollution. 4-18
199. 200.
A solid waste recycling program shall be instituted depending on the existence of local facilities. Floor drains if any shall be connected to wastewater collection and treatment system. Wastewater from service bays shall be s eparated by constructing berms or other barriers. Pre-treatment of effluents meeting the discharge standard depending on t he place of discharge viz. land, water bodies, agricultural field etc. shall be done before discharging. Aqueous detergent and water based paints shall be used. Track mats shall be u se to retain wayside grease and ot her contaminants.
4.11.
4.11.1.1
Occupational Health and safety

4.11.1. 201. Rail Operation Railway workers in the vicinity of rail lines are always at risk of accidents due to moving trains. A set of mitigative measures are: Training to workers on personal track safety procedures Blocking train traffic on lines where maintenance is occurring. If blocking is not feasible, use of automatic warning system shall be installed.
Train/Worker Accident
4.11.1.2
Noise and Vibrations Crewmembers are usually exposed to higher noise levels from locomotives, rolling stocks and m achinery and r epeated mechanical shocks and/or vibration. Reduction of internal venting of air brakes to a level that minimizes noise without compromising the crews ability to judge brake operation. Use of PPE if engineering solutions are not feasible. Use of dampers at the seat post to reduce the vibration experienced by the operator. Installation of active vibration control system for locomotive suspension, cabs or seat post.
202.
4.11.1.3
Diesel Exhaust However, after electrification, limited diesel locomotives will be operational. However, a set of mitigation measures are being provided to avoid any negative impact on health of locomotive crews and workers in station rail yards and locomotive car-shops due to diesel exhaust. Limiting time locomotives shall be allowed to run indoors and use of pusher cars to move it in and out of maintenance shops. Provision of adequate ventilation in locomotive shops and ot her enclosed areas where diesel exhaust may get accumulated. Filtration of air in the train crew cabin. 4-19
203.
4.11.1.4 204.
Use of PPE where engineering solutions are not feasible.
Fatigue Locomotives engineers and other railway workers are often required to work irregular working hours resulting in fatigue. Fatigue, particularly of drivers, signallers, maintenance workers is critical to safe operation of railways, which if not given proper attention may pose serious safety risk to workers/passengers and general public. Railway operators should schedule rest periods at regular intervals and during night hours, to the extent feasible, to maximize the effectiveness of rest breaks.
4.11.1.5
Electrical Hazard Pune Guntakal Section will use overhead wires to transmit electrical power to the train locomotive or multiple units. Overhead power lines may also be present near non electrified rail lines. Electrical hazards from electrified railways shall be trained in personal track safety. Only workers who are specifically trained and competent in working with overhead lines and conductor rails shall only be allowed to approach these systems.
205.
4.11.1.6
Electric and Magnetic Fields Railway worker on el ectric Railway systems may have a h igher exposure to electric and magnetic fields (EMF) than the general public due to working in proximity to electric power lines. There is no conclusive link between occupational EMF exposure and adv erse health effects EMF exposure shall be prevented or minimised through the preparation and implementation of an EMF safety program including the following components. Establishment and identification of safety zones to differentiate between work areas with expected elevated EMF levels compared to those acceptable for public exposure, and limiting access to properly trained workers. Implementation of action plan to address potential or confirmed exposure levels that exceed permissible reference occupational exposure levels. Maintenance of Rolling Stock Occupational hazards typically associated with locomotive and r ailcar maintenance activities may include physical, chemical, and bi ological hazards as well as confined space entry hazards. Physical hazards may be as sociated with work in proximity to moving equipment and machine safety, including work-portable tools, and el ectrical safety issues. Chemical hazards may include potential exposures to a variety of hazardous materials (e.g. asbestos, PCB, toxic paint, heavy metals, etc). Biological hazards may include potential exposures to pathogens present in sewage storage compartments. Confined spaces may include access to rail tank and grain cars during repair and maintenance. 4-20
206.
207.
4.11.2. 208.
Mitigation measures 4.11.3. 209. use of PPEs by workers during maintenance activities Regular checkups and repairing of working platform in workshop to avoid any slippage due to grease & oil. Proper collection, storage and disposal of hazardous waste, if any Regular assessment of risks presented by wheel sets Community Health and Safety The impacts associated with community health and safety is (i) general rail safety, (ii) transport of dangerous goods, (iii) level crossing safety and (iv) pedestrian safety. The impacts and mitigative measures of level crossing safety and pedestrian safety have already been discussed in previous sections. The other two have been described in following paragraphs. Any slippage in operation may cause threat of serious injury or the potential loss of life due to train collision with other trains or road vehicle and derailment. Recommended actions to avoid any such risk are: 4.11.3.2 Regular inspection and maintenance of the rail lines and facilities to ensure track stability and integrity in accordance with national and international track-safety standards. Implementation of an overall safety management program that is equivalent to in internationally recognized railway safety programs.
4.11.3.1
General Rail Operational Safety
210.
Transport of Dangerous Goods Transport of dangerous material may cause potential environmental risk due to valve leakage in pressurised and general service tank cars or other hazardous material containers. Spills and l eaks may result from improper packing and resultant load shifting during transport. Additionally, there is potential for the leakage or spillage during fuelling operations. Proper screening, acceptance and transport of dangerous goods in line with the international standard applicable for packaging, marking and labeling of containers. Use of tank cars and o ther rolling stocks that meets the national and international standards. Preparation of spill prevention and c ontrol and em ergency preparedness and responsive plans based on an anal ysis of hazards, implementation of prevention and control measures.
211.
4.11.3.3
Pedestrian Safety Trespassers on r ail lines and f acilities may incur risks from moving trains, electrical lines and equipment, and hazardous substances. Measures to minimize, prevent or control trespassing include Posting of clear and prominent warning signage at potential points of entry to track areas (e.g. stations and level crossing). 4-21
212.
Installation of fencing of other barriers at stations ends and ot her locations to prevent access to tracks by unauthorized persons. Local education, especially to young people, regarding the dangers to trespassing. Designing stations to ensure the authorized route is safe, clearly indicated, and easy to use. Use of closed circuits television to monitor rail stations and other areas where trespassing occurs frequently, with a v oice alarm system to deter trespassers.
4-22
IEE for Doubling of Daund Gulbarga & Electrification of Pune Guntakal Rail Sections Railway Investment Program India (PPTA-4998-IND
5.
5.1.
ENVIRONMENTAL MANAGEMENT PLAN AND GRIEVANCE REDRESS MECHANISM

Environmental Management Plan
213. The Environmental Management Plan (EMP) is prepared to facilitate effective implementation of recommended mitigations measures with defined roles and responsibility, regulatory compliance requirements, stages of implementation with location, time frame and c osts. The mitigation measures are proposed to eliminate or minimise the identified impact associated with design, construction and operation stages of the project, to acceptable level by adopting the most feasible options. The EMP consists of a set of mitigation, monitoring and i nstitutional measures to be taken during the design, construction and oper ation stages of the project. The EMP also includes the actions needed for implementation of these measures. The major components of the Environmental Management Plan are: Mitigation of potentially adverse impacts Monitoring during project implementation and operation Institutional Capacity Building and Training Grievance Redress Mechanism
214.
5.1.1.
Mitigation of Potentially adverse impacts 215. The environmental management plan highlighting potential impacts, mitigation measures, legislative requirements, time frame and institutional responsibility are given at (Appendix 5.1). It is desirable that RVNL develops an environmental guidelines focusing on effective implementation of mitigation measures suggested. The performance indicators may also be developed for assessing the effectiveness of mitigative measures.
5.1.2.
Integration of EMP with Project planning, design, construction and operation 216. RVNL will review the EMP and i nclude the proposed mitigation measures in the project design as required. AGM will ensure that The EMP requirement is included as Bill of Quantity ( BOQ) in all bidding documents and operating contracts. In addition a budg et of approximately Rs. 540,000.00 will be pr ovided by RVNL for compensatory plantation of approximately 1,080 trees at the rate of Rs. 500 per tree. 6 The bidding document and contractors budget will also include a line item for review and up-gradation of EMP. RVNL will be responsible for reviewing, approving the up-gradation of EMP as well, and ensuring that the contractors comply with the provisions of the EMP during the construction and operation stages. The EMP shall be revised in case of changes in the project design or components. The revised EMP shall also be s ent to ADB for review and endorsement.
5.1.3.
Authorities and Their Responsibilities for Implementation of the EMP
The final estimate for the compensatory plantation budget will be made based on the final number of trees required for cutting and the plantation rates of the respective Forestry Department.
5-1
217.
The authorities and responsibilities for the implementation of the environmental management plans shall be tiered based on the activity as shown at fig 5.1.
All the policy decisions, including incorporation of the EMP requirements shall be the responsibility of the executing authority (EA) while the RVNL-environmental field officer to be designated shall ensure that the environmental mitigation actions are implemented as per the contract document. He will also oversee the EMP implementation by the contractor. Contractor will also submit monthly compliance report to PMC and field officer. AGM will ensure that the field officer is able to effectively oversee the implementation of EMPs and monitor the progress. The EA will periodically submit the progress report highlighting the EMP implementation status to ADB. 5.1.4. Social development program 218. A separate social impact assessment study has been undertaken and social development programme is addressed as per SIA. The various social impacts having significant impact on a griculture, community facilities are considered under this EMP.
5.1.5.
Contingency Response Plan 219. Field study, public consultation, and c onsultants experience reveal that this project may have only one environmental emergency i.e. accidents of train movements particularly accident of goods train full of hazardous materials (like petroleum, chemicals) etc. Railways have well established response systems to deal with such eventualities. It is suggested that the training, effectiveness, and regular up-gradation of these practices may be documented and included in the environmental guidelines to be developed for ready reference. Guidelines shall also include situation pertaining to train animal conflict management. The project authorities (Indian Railways) should ensure accidental spill management either by developing inhouse capabilities or by associating with any competent third party. The environmental monitoring programme is prepared with aim to monitor the environmental performance of environmental management plan. The EMOP is planned with the focus on following objectives: 222. To the assess the effectiveness of mitigation measures proposed To assess the change in environmental quality during construction and operation stage with respect to pre project scenario. To assess compliance to regulatory requirements To monitor the status of corrective action taken in case of deviation from the planned measures or regulatory requirements.
220.
5.1.6.
Environmental Monitoring Program (EMoP) 221.
The Environmental Monitoring schedule is prepared based on the environmental components that may be a ffected during the construction and ope ration phases of the project and pr ovides monitoring schedule for wildlife, fisheries, cropping pattern, soil erosion, drainage congestion, tree plantation, air quality, noise & vibration. The monitoring plan defining the parameters to be monitored, with sampling locations, frequency of measurements, cost 5-2
and responsibility for various component of environment is prepared for all stages of project and provided as Appendix 5.3. 223. Tree plantation and its survival will be an important monitoring activity. The 70% survival rate of re-plantation will be monitored on the first year of the operation phase. If the survival rate is found below 70%, survival rate monitoring shall be again taken up after 3 years. This cycle should continue until the 70% survival rate is achieved. The Field Officer (Environment) will be responsible for ensuring timely monitoring of various parameters and c ompliance with the mitigative measure proposed through PMC and contractor. A resultant database is proposed to be maintained. Management Information Systems is also proposed to be prepared for effective flow of information between various levels and functions within RVNL and Indian Railways. Field officer with the help of PMC will analyse and initiate corrective preventive action if any significant change in environmental quality is observed. He may take help of subject experts (if their help is required) to find out whether the project is responsible for change in respective environmental conditions. As part of the feedback mechanism, the Field Officer(Environment) shall monitor project compliance with the help of PMC with respect to: 227. Environmental Management Plan Applicable laws, rules and regulations
224.
225.
5.1.7.
Mechanisms for Feedback and Adjustment 226.
PMC will carry out periodic compliance assessment during construction stage and submit quarterly reports to field officer (environment) who will submit the same to AGM after due verification. PMC will also initiate immediate corrective preventive action in case of any deviation with planned measures. Railways Authorities will be responsible for operation phase compliances. The compliance review shall be carried out once in quarter in first year and twice in six months in subsequent years. Public involvement shall be enc ouraged and en sured throughout the lifecycle of the project. The field officer (Env) will maintain record of public concern or suggestion and k eep higher management updated about the same. If required, PMC in consultation with RVNL will make necessary adjustments in implementation plan and actions to address the public concern. RVNL, the executive agency, is a Special Purpose Vehicle (SPV) of GOI having a lean organizational set-up comparing to its mandate. RVNLs mandate is project development, resource mobilization and undertaking the projects directly or by forming Project Specific Special Purpose Vehicle (SPV) or any other financing structure, which is found suitable for a par ticular project. The project after implementation is handed over to MoR for train operation and maintenance. RVNL implements the project through Project Management Consultants (PMC). Chief Project Manager (CPM) is the overall in charge for the project and Additional/Deputy General Manager rank officer is responsible for implementation of the project at site (acts as PIU). As such, RVNL does not have any environmental cells or 5-3
228.
5.2.
Institutional Arrangement
229.
230.
officials to manage the environmental and social aspect associated with projects. It is therefore desirable to build the environmental capacity of RVNL to effectively address the environmental aspects associated with such a project and implement as well as monitor the environmental management plan. 231. However, the higher officials are conscious of project related environmental impacts and ar e committed to mitigate them. It is proposed to appoint an Environmental Officer at the corporate level after due training. 5 Environmental Field Officers will be appointed in each of the Project Implementation Units (PIUs) for each subprojects. These officers will coordinate with PMC for compliance to environmental requirements and will report to Additional General Manager and environment officer at corporate level. If required the environmental officer can take help of subject experts who have to be hired for solving specific problem . The proposed organisation structure is shown at Figure 5.1.
Indian Railways
Environmental Officer Corporate
Chief Project Manger (RVNL) Panel of Experts Terrestrial Flora & Fauna Aquatic Flora & Fauna Water Management HydroGeological Energy Laboratory Services
Additional General Manager (AGM) PIU Project Management Consultant
Field Officer (Environment)
Contractor
Figure 5.1 Proposed Organisation Structure 5.2.1. Institutional Capacity Building (Training and Awareness) 232. RVNL requires enhancement in its environmental management capacity. RVNL has a separate ADB TA for its capacity building. The environmental capacity building initiatives will be implemented through this TA itself including those suggested below for this project. To enhance the capacity of the RVNL officials for effective implementation of proposed mitigation measures and monitoring the resultant effect, as well as create awareness amongst workers and public, the trainings and awareness programmes is planned and is given as Table 5.1. Independent subjects experts/consultants can be hired as resource person to impart trainings. Concerned govt. officials from forest department, pollution control board can also be invited to share their experience under these programmes.
5.3.
Grievance Redress Mechanism

5-4
233.
The concern/grievances from local/affected people may come up related to inappropriate implementation of various components of EMP. These issues can be eas ily addressed through acknowledgement, evaluation and corrective action and response approach. To resolve grievance from publicc or stakeholders concerning the project will be directed to the concerned PIU. Firstly, it will be as sessed if the grievances are genuine or suggestion is acceptable. Accordingly, response will be g iven within 15-30 days by the concerned PIU in consultation with field officer. In case the PIU is unable to resolve the issue, the matter will be forwarded to the Chief General Manager (projects). The corrective action will be started as per the response or action plan indicated to the stakeholder. The outcome shall also form part of quarterly report to ADB.
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Table 5.1 : Training and Awareness Programmes

S. No . 1 Target group All RVNL/PIU project staff and concerned PMC staff Field Officer (Env), design team, PMC and Construction Contractors staff Field Officer (Env), design team, PMC and Construction Contractors staff Subject(s) Environmental Overview: Environmental Regulations, sub-project related provisions of various Acts, , process and m ethodology for IEE, EMPs and their use Implementation of EMPs: Basic features of an EMP, Planning, designing and execution of environmental mitigation and enhancement measures, monitoring and evaluation of environmental conditions during construction and operation Environmentally Sound Construction Practices: Clean construction technology, alternatives materials and techniques for construction, Waste Management and minimization in construction, pollution control devices and methods for construction sites and equipment, Environmental clauses in contract documents and their implications, protection of flora and fauna Environmental monitoring during construction, restoration of borrow areas and construction camp sites Monitoring Environmental Performance during Construction: Air, Water, Soil and Noise, tree survival Monitoring requirement and techniques, Evaluation and Review of results, Performance indicators and their applicability, possible corrective actions, reporting requirements and mechanisms Long-term Environmental Issues in Project Management: Designing and implementing environmental surveys for ambient air, noise, biological and water quality surveys, data storage, retrieval and analysis, contract documents and environmental clauses, Risk assessment and management, contingency planning and management and value addition Awareness programmes on environmental protection and measures being implemented by RVNL including wild life protection and their role in sustaining the measures taken Method Lectures cum interaction Time Frame Bbefore beginning of the implementatio n of the subproject Before the construction begins
Workshops and Seminars
Workshops and Site visits
Before the construction
PIU and PMC staff and community representatives
Lectures, Workshop and site visits
During initial phases of construction
-do-
Workshops and seminars
During implementation of the Subproject
Public /contractors workers
Workshops
During construction and initial phase say 1 year of operation
5-6
6.
6.1.
PUBLIC CONSULTATION AND INFORMATION DISCLOSURE

Consultation Method Applied
234. The mode of consultation employed during the course of the study was informal consultation. Government officials from different departments that have relevance to the project were discussed with. Local people from different socio economic backgrounds in the villages along the alignment, passengers, and station managers were also consulted. Public consultations were executed during filed visits in the month of July 2008 and August 2008. The different people contacted and consulted during the course of the project are given below. However, since the consultations were informal and i nterview based, no question and/or brochures were supplied to the participants. PARTICIPANTS Project Proponents
6.2.
Public Consultation Milestones

235.
1. Rail Vikas Nigam Limited, Central Railway Representatives : Mr. CK Meena Mode of consultation : Informal Meeting Date : 20/08/08 2. Rail Vikas Nigam Limited, Solapur Division Representatives : Mr. D. Mane Mode of consultation : Informal Meeting Date : 22/08/08 3. Rail Vikas Nigam Limited, Guntakal Division Representatives : Mr. Shrinivas Loo Mode of consultation : Informal Meeting Date : 11/08/08 4. Ministry of Railway, Government of India Representatives : Mr. Vijay Kumar, Chief Pathway Inspector Jeur, Solapur Division, Central Railway Mode of consultation : Informal Meeting Date : 05/08/08 5. Ministry of Railway, Government of India Representatives : Mr. Shivaji, Path Way Inspectors Jeur, Central Railway Mode of consultation : Informal Meeting Date : 23/08/08 6. Ministry of Railway, Government of India Representatives : Mr. Khan, Path Way Inspectors , Kurduwadi Central Railway Mode of consultation : Informal Meeting Date : 23/08/08
6-1
Government Regulators
7. Conservator of Forest, Bangalore, state Representatives : Mr. Puniti Sridhar Mode of consultation : Informal Meeting Date : 23/08/08 8. Environmental Officer, Regional pollution Control Board, Gulbarga Representatives : Mr. Shiv Kumar Mode of consultation : Informal Meeting Date : 27/08/08
9. Town Planner, Urban development authority, Gulbarga Representatives : Mr. Patil Mode of consultation : Informal Meeting Date : 24/07/08 10. Office Supt. Mines and geology Dept. Gulbarga Representatives : Mr. Naik Mode of consultation : Informal Meeting Date : 24/07/08 11. Sr. Geologist, Mines and Geology Dept. Gulbarga Representatives : Dr.R.Y. Agadi Mode of consultation : Informal Meeting Date : 24/07/08 12. Dy. Forest officer, Gulbarga Representatives Mode of consultation Date : Mrs Radha Devi : Informal Meeting : 24/07/08
13. Health Inspector, Gulbarga Station Representatives : Mr. Sandip Virajdar Mode of Consultation : Informal Meeting Date : 25/08/08 14. Chief Health Inspector, Central Railway Solapur Division Representatives : Mr. B.S. Birajdar Mode of Consultation : Informal Meeting Date : 25/07/08 15. Sr. Doctor, Railway Hospital Solapur division Representatives : Dr. B.R. Patil Mode of Consultation : Informal Meeting Date : 27/08/08 16. Surveyor, Forest Department, Solapur Representatives : Mr. Dhanajay Sharma Mode of Consultation : Informal Meeting Date : 01/08/08 17. Deputy Collector, EGS Branch Solapur division Representatives : Mr. R. Bheidar, MAS Mode of Consultation : Informal Meeting Date : 29/07/08 18. Superintendent of Agriculture, Solapur Division Representatives : Mr.R. Sinde Mode of Consultation : Informal Meeting Date : 29/07/08
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IEE for Doubling of Daund Gulbarga & Electrification of Pune Guntakal Rail Sections Railway Investment Program India (PPTA-4998-IND 19. Soil testing & Soil Survey Department, Solapur, Maharashtra Representatives : Mr. Mukheshwor Mode of Consultation : Informal Meeting Date : 01/08/08 20. Mr. Subash, Gulbarga Urban Development Authority(GUDA), Gulbarga Representatives : Mr. Subash, Estimator, GUDA Mode of Consultation : Informal Meeting Date : 24/07/08 21. Fisheries Department, Ujni Dam, Solapur Representatives : Mr. B.S. Patil, Asst. Fisheries Development Officer Mode of Consultation : Informal Meeting Date : 27/07/08
Beneficiaries
22. Local People, Village, Bablad, Dist; Gulbarga Representative : Manju Nath, Farmer Javed, Unemployed Hanmanth Rai, Stone Business Bablu, Student Santosh, Student Rajkumar, Agriculture Mode of Consultation : Informal Consultation Date : 24/07/08 23. Village: Hunsi Hadgil, Dist.: Gulbarga Representative : Sohamling, labour Bhaskar, Labour Mariappa, labour Mallikarjun, Labour Shivaji, Farmer Nagappa, Student Subhash, Businessman Maniappa, Pvt. Service (Rly. Contract) Kantappa, labour Sonappa, Labour Mahadappa, Farmer Virajswami, Local Leader Malaya Patil, Local leader Somsekhar, Gram Panchayat member Prabhulinga, Gram Panchayat member Sivanamma, Gram Panchayat member Mode of Consultation : Informal Consultation Date : 24/07/08 24. Village: Benisuroor, Dist. :Gulbarga Representative : Ninanna, Gram Panchayat, member Tukaram, Student Pandit, Farmer, Vijay Kumar, farmer, Srimanta, Businessman Shivsharan, Farmer Sitaram, Farmer Laxmikant, Farmer Pandit N. member Gram Panchayat Datta Vankay, farmer C. Naglon, Farmer Balakule, Labour
6-3
IEE for Doubling of Daund Gulbarga & Electrification of Pune Guntakal Rail Sections Railway Investment Program India (PPTA-4998-IND Shivlingappa, Labour Sidinavaram, Farmer Subhash jaglale, Farmer Dutta, S. Kumble, Farmer Maibu Nadab, Farmer Sivarana Jamadar, Headmaster, Govt. School : Informal Consultation : 24/07/08 : Sidhram Vhanumane, Panchayat member Santosh Salgar, Farmer Annsiddh Vhanumane, Electric welder Sakaram Yadav, Labour Datta Dolaye, labour Srimanta Khate, Labour Nagnath Vhanumane, Driver Shankar Vhanumane, Labour Suresh Kuknoor, labour Shride Vhanumane, Farmer : Informal Consultation : 24/07/08
Mode of Consultation Date 25. Village: Auj, Dist. : Solapur Representative
Mode of Consultation Date 26. Village: Diksal, Dist. : Pune Representative Mode of Consultation Date 27. Village: Jeur, Dist. : Solapur Representative
: Mr. Suryawanshi, Farmer Warman Muruli Gade, Farmer Jaysam Garivade, Farmer : Informal Consultation : 26/07/08 : Mr. M D Purude, Principal, Govt. School Sadashiv, Farmer Moore Rahul, Student Ratikant, Student Kiranjeet, Student Shivaji, Farmer : Informal Consultation : 26/07/08 : Ramchardan, Labour, D K Daund, Retd Govt. Official Devi talekar, Farmar Detthu kale, Labour Y. Remesh, Labour S.G. Vaskar, Retd. Teacher Kishan Puril, Labour, Physically Handicapped Aaginath Guru, Priest Bede, Student Amaranth, Student Arjun, Farmer Suresh Shinde, Farmer Ramesh Daund, Farmer : Informal Consultation : 26/07/08
Mode of Consultation Date 28. Village: Kem, Dist. : Solapur Representative
Mode of Consultation Date
29. Village: Mohol, Dist. : Solapur Representative : Balbin Patil, Owner, Gen. Store K. Deshmukh, Farmer Dilip. Deshmukh, Farmer
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IEE for Doubling of Daund Gulbarga & Electrification of Pune Guntakal Rail Sections Railway Investment Program India (PPTA-4998-IND Hanumant, Farmer R.V. Badgar, Farmer Patil G D, Student G.V. Yadav, Student S.B. Patil, Student Subhas Deshmukh, Student : Informal Consultation : 28/07/08
Mode of Consultation Date
30. Village: Near Ujni Dam, Dist. : Solapur Representative : Venkali, Farmer Mahadav Deshmane, Fisherman Pintu, Fishermen Hari Bhanagai, Fishermen Tulsi ram, Fisherman Chandra Samranpuri, Fisherman Mohan Patre, Fisherman 31. Village: Washimbe, Dist. : Solapur Representative : Salim Jaffer Shariff, Railway Employee Raj Bau Sahrona Patil, Farmer Baban Aaginath, Farmer Mahadev Venkethat, Farmer Sunil Patil, Farmer Mahadev Ganpat Kudae, Farmer Bharatm, Farmer Ranjit, Shopkeeper Mode of Consultation : Informal Consultation Date : 28/07/08 32. Passengers At Different Location throughout the project Area Representative : Suraj Vilas Das, Student Malappa, Farmer Chandrasekhar, Student D. V Patil, Retd. Serviceman Mandav, Farmer Chennappa, Govt. Serviceman Shrikrishanan, farmer Pandu, Farmer Madhav Poddar, Farmer Chinamma, Govt. Service Prakash Patil, Lecturer Suresh Savankar, Farmer Panduranga Monappa, Businessman Suvvalswami, Handicapped Veerallah, Farmer C.B. Power, Transporter Rahul, Microbiologist S.P.Kakkur, Farmer Ramesh Kadan, Farmer Mode of Consultation : Informal Consultation Date : 24/07/08 to 10/08/08 33. Various Station Masters Representative Mode of Consultation Date : All the Station Masters in Project Sites : Informal Consultation : 24/07/08 07/08/08
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NGOS
34. Nature conservation Circle NGO, Solapur Representative : Mr. Bharat Chheda, Working President Mode of Consultation : Informal Consultation Date : 31/07/08 35. The Donkey Sanctuary India, Solapur Representative : Dr. Satyajit Patil Mode of Consultation : Informal Consultation Date : 27/08/08
6.3.
Information disclosed
236. Environmentally focused Consultations were conducted during reconnaissance site visit in June 2008 and det ailed field survey in July-August 2008 with various stakeholders ranging from Govt. officials, local people, passengers, fishermen and Non-Governmental organizations to understand their concerns, apprehensions, and overall opinion. Informal meetings, interviews were organized covering the entire project stretch. The informal consultation generally started with explaining the sub projects, followed by an explanation to potential impacts. Participants views were gathered with regard to existing baseline environmental condition, source of construction material, perceived benefit, perceived losses, economic development, impact on flora and f auna, loss of agricultural land effect on ai r and noise quality of the area, water availability, accident & risk. In India, public consultation is mandatory only in case of Category A and B projects 7 in select conditions. As per regulation, no publ ic hearing is required for the proposed doubling project under the environmental law EIA Notification. However, being a c ategory B project as per ADB Environmental Guidelines 2003, consultation was executed during the early stage of IEE report preparation. The requirement of public consultation during the implementation of the project has been proposed as part of the mitigation plan. Public consultation was undertaken as per the ADB requirements. All the five principles of information dissemination, information solicitation, integration, coordination and eng agement into dialogue were incorporated during the task. A framework of different environmental impacts likely from the project was strengthened and modified based on opinions of all those consulted, especially in the micro level by setting up dialogues with the village people from whom information on site facts and prevailing conditions were collected. Discussions were carried out with large number of people from different administrative, social and ec onomic backgrounds. Their concerns and opinions about various environmental issues have been summarized in the following four categories: Proponents Comments The proponents are of the view that the proposed project activities are not likely to cause any significant environmental impacts. However,
6.4.
Compliance with Relevant Regulatory Requirements

237.
238.
6.5.
Major Comments Received

239.
6.5.1. 240.
7
As per schedule I of EIA notification number S.O. 1533, dated 14th September 2006. This notification also defines when a public consultation is mandatory. As per this notification railway project does not fall under the said schedule.
6-6
they are appreciated the possible impacts during the construction and operation phases of the proposed project and have shown their willingness to implement suggested mitigation measures in the IEE. The railway officials of respective sections also provided the technical information about the project. The issues of benefits to the public due to the proposed project were also discussed with them. 6.5.2. 241. Beneficiaries Comments People in general at all locations were fervent about the project. Group consultation was held at various locations to assess the acceptability level among the people. Issues emerged were more or less similar at all location. They perceive that benefits are many fold more than adverse impacts. Passengers from all sections viz. office goers, students, businessman and other workers were most happy section to hear about the project. They shared the problem of long hours of delay in commuting due to single line. However, they did not point out any concern about any specific environmental issues. Consultations with local people were conducted at Benisuroor village, Hunshihudgil village, Auj village, Inglagi village, Kem village, Mohal Railway station, Kurduwadi railway station, Akalkot railway station, Gulbarga railway station, Bablad village, Washimbe village, Issues emerged were more or less similar at all location. Some specific issues emerged during consultations at certain locations have been described in following paragraphs. Consultation at Hunshi Hudgil Village: Sixteen people from different occupational background, age group and social category participated in the consultation process. Majority of them were not aware about the project. Everyone welcomed the decision of doubling with positive apprehensions that accessibility to colleges, schools and hospitals at cities like Solapur and G ulbarga will be eas ier. Some people demanded employment opportunity during construction phase. All of them demanded a halt near their village so that they can take maximum benefit of the project. Consultation at Benisuroor Village: The village is nearly 2 km from Kulali Railway stations and very near to the railway track. The total population is over 1500. Main population is concentrated on the left side of the railway line. There is a school located on other side of the railway line. There is also a l evel crossing nearby which is hardly being used by school children and other pedestrians. Earlier, a cross drainage structure was being used for crossing over the track by both cattles and local residents. Nevertheless, with passage of time, it has now get blocked due accumulation of soil and mud. School children from other side usually cross the rail line resulting occasional accidents. Villagers demanded an underpass catering both pedestrians and c attles. They also suggested for relocation of the school if underpass is technically not feasible. They also demanded flattening of steep gradient of approach road near level crossing and relief from noise and vibration. Auj Village: People were aware about the project. The village is in between Hotgi (5.5 Km) and Tilati (7.0 km) railway stations. They expressed their concern about noise and vibrations due to movement of trains and suggested doubling of track on right side. They suggested for a halt near Auj to maximise benefits to local population since it would not only cater Auj but also other nearby villages i.e. Hip 6-7
242.
243.
244.
245.
lab, Singadgaon, Achhagaon etc. and henc e can serve more than 12000 people. 246. Near Jeur Station: Jeur is an important sub-urban centre. This is one of the most sensitive locations vis--vis doubling activities. One high school with more than 4000 students is located very close to the track (15m) and further to the track; National Highway-19 is located. Besides, noise problem the students are always at accident risk due to train movement and vehicles on the road. The principal insisted for a foot over bridge at this location and s uggested for doubling on r ight side and speed limitation near the school. Government Regulators Comments Consultations were carried out with various Government officials along the project corridor. Officials from Maharashtra State Pollution Control Board and Karnataka State Pollution Control Board officials were consulted for obtaining information about existing baseline environment of the region and critical areas in the region. They emphasized periodic monitoring of noise and air particularly during construction phase near area like Bhigwan, Hotgi and Wadi. They suggested stringent supervision during construction about source of water during the construction, surface water pollution and pot ential environmental problems in construction camp. Discussion with Forest officials were carried out to know about presence of any forests in the project area. They confirmed that there is no forest in the close vicinity however; some social forestry activities are there near Jeur, Parevadi, Bhigwan and Jinti Road. Officials of fisheries department informed that productive fishing is confined to the area nearby Ujni Dam Reservoir & area near to Bhima River. Other Stake Holders Comments The views given by working president of a prominent local NGO of Solapur (Nature conservation Circle) and Dr. Satyajit Patil (The donkey Sanctuary-India) made some very good suggestions, which often are overlooked during such project. He made some very valuable suggestions like (i) adequate measures during borrowing of earth to save reptiles and also workers from snake-bites (ii) adequate cattle/animal underpasses at certain locations in consultation with forest department, (iii) accumulation of rainwater or creation of small water bodies on bot h sides where water is not available at long distance for cattle/animals and (iv) storage facility/parcel rooms at stations for vegetables and other agricultural produce and (v) awareness for construction workers not to disturb the local ecology. During discussions, notes were taken for any issue raised and suggestions made. References have been t aken from public opinion where no of ficial data were available for understanding of the study area characteristics. Each of the issues were then analysed for practical and s cientific basis. The opinions were used for identifying impacts and developing management and monitoring plan, depending on their importance and practicality. For any significant concern, preventive or mitigative measures have been s uggested drawing points from all the suggested measures. As per ADB procedure this IEE will be disclosed on ADB EAs website. 6-8
6.5.3. 247.
6.5.4. 248.
6.6.
Integration of Comments into the IEE

249.
6.7.
Post IEE Public Participation and Information Disclosure

250.
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Plate 6.1: Consultation at Benisuroor Village
Plate6.2: Consultation near Hunshi Hudgil
Plate 6.3: Consultation at Auj Village
Plate 6.4 : Consultation near Inglagi Village
Plate 6.5: Consultation near Kem Village
Plate 6.6: Consultation Near Mohol Station
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Plate 6.7 Consultation near Kurduwadi Station
Plate 6.8: Consultation with Principal of Jeur High School
Plate 6.9: Discussion with representatives of Local NGOs
Plate 6.10: Consultation with fisherman near Bhima river
Plate 6.11: Consultation with passengers at Akkalkot Railway station
Plate 6.12: Consultation with passengers at Gulbarga Railway Stations
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Plate6.13: Discussion with Station Manager and Health Inspector of Gulbarga Railway station.
Plate 6.14: Discussion with Station manager at Ganagapur Station
Plate 6.15: Discussion with station manager and other railway staffs at Hotgi railway station
Plate 6.16: Discussion with Railway staffs at Bhigwan Railway Station
Plate 6.17: Consultation with local people near Bablad
Plate 6.18: Consultation near Washimbe railway station
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7.
FINDINGS, RECOMMENDATIONS AND CONCLUSIONS

251. The project involves doubling of railway track along with the existing alignment for Daund-Gulbarga and electrification of Pune Guntakal rail sections. The proposed double track would be of standard broad gauge of 1.676m width with the distance of 5.90 m between two tracks. Key project activities for doubling sections involve rail bed formation, bridge constructions 8, up gradation of ROBs and RUBs, construction & improvement of side drains, construction of residential accommodation and s ervice building. Main activities involved in electrification section is arrangement of power supply, laying of transmission lines, general electric works, construction of sub-station and residential and service buildings. The project is categorized as B in accordance with ADB Guidelines 2003 and SPS 09 requiring Initial Environmental Examinations. As per Indian Legislative system, no env ironmental clearance is required from Ministry of Environment and Forest, Govt. of India for railway project. However, other clearances permission for cutting of trees and consent from State Pollution Control Board will be required. The IEE has been c onducted between April to August 2008 i n consistent to the ADBs environmental assessment guidelines, 2003. The report was updated as per SPS 09 in November 2010. Both primary and s econdary data sources were envisaged for the study supplemented by consultation with all types of stakeholders. Potential Environmental impacts were appraised Vis--vis project setting and proposed project activities. The finding of IEE indicates that the project is unlikely to cause significant adverse environmental impacts. While some of the impacts are negative, there are many bearing benefits to the area. Most of the impacts are likely to occur during construction stage and ar e temporary in nature. Some impacts require design considerations and are suitably addressed. The alignment does not pass through any ecologically sensitive or protected areas. The land use pattern around the alignment is primarily agriculture. The impact is primarily due to land clearing for rail bed formations, transportation of construction material. All likely impacts are briefed in the following paragraph. Very few trees are likely to be c ut. The compensatory a forestation is proposed at the ratio 1:3. Additional plantation will be done at riverbanks and wherever land is available with railways in the station areas. Accidents risk is involved during both construction and operation phase. Provision of protective devices for workers and maintenance of equipments will help to avoid accident risks during construction. Provision of unmanned level-crossing to manned levelcrossing and underpasses near habitation will reduce the accident risk during operation phase. The project section is cutting across some water bodies including rivers. Design considerations have taken into account
252.
253.
7.1.
Findings and Recommendations

254.
255.
Piling for bridge at major rivers may not be required since pier extensions are already available at exiting bridges.
7-1
the highest flood level of bridges and culverts. There had been no case of track inundation in the past. Regular checks of existing surface drainage/streams/channels shall be m ade to avoid any water logging/seepage to embankment. Soil erosion along embankment slope, cutting sections passing through hard rock, loose & unconsolidated material shall be prevented through retaining walls, turfing, and pitching of embankment slopes. Large quantity of earth is required for the project. This will be mainly borrowed from nearby Govt. wasteland. The guidelines for borrowing of earth and its rehabilitation has been included as part of mitigation measures and management plan. Predominant landuse along the project alignment is agricultural/open area, which helps in adequate dispersion of air emission. Baseline air quality is also good. Further, the project implementation will reduce GHG emission significantly due to shift of transport mode for bulk traffic and passenger from road to rail and electrification of entire sub-project sections reducing the CGH emission as well. Hence, the air quality in the area will improve in long term. Noise levels only exceed the permissible limits during movement of train. This is for a very short duration. Noise sensitive locations shall be pr ovided with solid noise barriers coupled with multilayered plantation to reduce the impact. Provision of sand pockets and compaction of embankment in Vibration prone areas will reduce the vibration to acceptable limit. Groundwater abstraction is required for water during construction in some sections and for residential colonies during operation stage. This will have some stress on al ready diminishing groundwater resources. All measures like water harvesting shall be t aken to conserve and augm ent the groundwater resources. 256. The implementation of prescribed mitigation measures will minimize the adverse impacts. Moreover, the impacts shall be m onitored continually by implementing and updating the Environmental Management plan and Environmental Monitoring Plan. The project received support and consent from most of local people. The local people did not perceive any adverse impact due t o the proposed project if all environmental safeguard is implemented by the executing agency. Environmental awareness and l ikewise concern were found generally low. NGOs have welcomed it for the overall development of the area and also provided some important suggestions (mentioned in public consultation chapter) which many a times are overlooked by the executing agencies. Post Environmental Assessment Surveillance and M onitoring is essential to sustain the effectiveness of the mitigative measures suggested. A detailed monitoring plan has been prepared as part of the Environmental Management Plan. The focus areas of monitoring covers air, surface water quality, ground water quality, noise, soil erosion, drainage congestion and tree survival rate. The reporting requirements along with the follow up actions in case of deviation from 7-2
257.
258.
the norms have been d etailed out as a par t of EMP. The frequency has been set in consideration of the likely impacts.
7.2.
Conclusions
259. The project activity does not cause any significant adverse environmental impact. The effective implementation of environmental management plan will facilitate in minimising the environmental impact to acceptable level. However, the institutional and c apacity strengthening measures shall be i mplemented for the same. The timely actions shall be needed for obtaining the permissions necessary permissions prior to and dur ing construction stage. No additional studies or need of undertaking detailed EIA is envisaged at this stage for both doubling and electrifications sub-projects. Any major changes during detailed design or any major additional work other than the proposed project activities will require preparation of another environmental assessment. This additional assessment will have to be s ubmitted to concerned Government authorities, if any clearance is involved. It shall also have to be sent to ADB for concurrence before civil works commence. Moreover, the executing agencies have to submit the detailed engineering designs to ADB, which will reviewed by them and examine whether major changes or major additional works have been included.
260.
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APPENDIX 2.1: REIA Checklist for Daund Gulbarga Section

ROADS AND HIGHWAYS (Suitably modified for the use of railway Project) DAUND-GULBARGA Rapid Environmental Assessment (REA) Checklist
Instructions:
This checklist is to be prepared to support the environmental classification of a project. It is to be attached to the environmental categorization form that is to be prepared and submitted to the Chief Compliance Officer of the Regional and Sustainable Development Department. This checklist is to be completed with the assistance of an Environment Specialist in a Regional Department. This checklist focuses on environmental issues and concerns. To ensure that social dimensions are adequately considered, refer also to ADB checklists and handbooks on (i) involuntary resettlement, (ii) indigenous peoples planning, (iii) poverty reduction, (iv) participation and (v) gender and development. Answer the questions assuming the without mitigation case. The purpose is to identify potential impacts. Use the remarks section to discuss any anticipated mitigation measures.
Country / Project Title:
IND: Railway Sector Improvement Program Daund Gulbarga Section SARD/SATC Yes No REMARKS Review is based Reconnaissance site visit on
Sector Division:
SCREENING QUESTIONS Project Sitting Is the Project area adjacent to or within any of the following environmentally sensitive areas? Cultural heritage site Protected area
Wetland Mangrove Estuarine Buffer zone of protected area Special area for protecting biodiversity Potential Environmental Impacts Will the Project cause Encroachment on historical / cultural area; disfiguration of landscape by road embankments, cuts, fills, and quarries?
A narrow strip of embankment/rail bed formation is required mostly along the existing railway track without any disfiguration of landscape and encroachment on historical /cultural area.
IEE for Doubling of Daund Gulbarga & Electrification of Pune Guntakal Rail Sections Railway Investment Program India (PPTA-4998-IND Cutting is limited to the area where the proposed doubling is passing through hard rock terrain. The quantity of earthwork involved is 31.59 lakhs Cum in bank, 16.22 lakhs in cutting and 10.47 lakh cum of blanketing material on top. Encroachment on precious ecology (e.g. sensitive or protected areas)? Alteration of surface water hydrology of waterways crossed by railways, resulting in increased sediment in streams affected by increased soil erosion at construction site? Deterioration of surface water quality due to silt runoff and sanitary wastes from worker-based camps and chemicals used in construction? Increased local air pollution due to rock crushing, cutting and filling works, and chemicals from asphalt processing? All measures shall be taken so that watercourses is not affected, and temporary soil and rock stockpiles will be des igned so that runoff will not induce sedimentation of waterways. The adequate measures for sanitary waste and silt runoff shall be taken to prevent any such condition. Local air pollution level is likely to be increased for short duration during construction period. Appropriate distance from settlement area and wind direction may be t aken into account to locate air polluting facility like stone crushing unit etc. if required Blasting is involved at few locations in hard rock area but there is no habitated area nearby. Likely increase in underwater noise level due to bridge construction (pile driving) especially on major river crossings expected to be below the sound pressure level that could cause fish injury and death. R&R and social issues are involved but apparently of low to medium magnitude. Actual no. of likely to be displaced can only be known after preparation of RP.
Noise and vibration due to blasting and other civil works?
Dislocation or involuntary resettlement of people?
Other social concerns relating to inconveniences in living conditions in the project areas that may trigger cases of upper respiratory problems and stress? Hazardous driving conditions where construction interferes with pre-existing roads?
Transport routes for construction vehicle shall be decided considering this aspect to avoid any hazardous driving condition. The transportation mostly will happen through existing roads. Appropriate waste management shall be ado pted to prevent any such conditions. No such condition is anticipated
Poor sanitation and solid waste disposal in construction camps and work sites, and possible transmission of communicable diseases from workers to local populations? Creation of temporary breeding habitats for mosquito vectors of disease?
II
IEE for Doubling of Daund Gulbarga & Electrification of Pune Guntakal Rail Sections Railway Investment Program India (PPTA-4998-IND Dislocation and compulsory resettlement of people living in right-ofway? Accident risks associated with increased vehicular traffic, leading to accidental spills of toxic materials and loss of life? Increased noise and air pollution resulting from traffic volume? Encroachment in Right-of-way is minimal. Actual no. of likely to be displaced can only be known after preparation of RP. Temporarily during construction Stage. Adequate measures will be provided to prevent them. Temporarily phase. during construction
Increase in emission level due to rise in frequency of trains after doubling will be minor. Temporarily phase. during construction
Increased risk of water pollution from oil, grease and fuel spills, and other materials from vehicles using the road?
Adequate preventive measures will take to prevent such risks.
The Project is categorized as B .As per MOEF latest EIA notification, no Environmental Clearance is required for this project. However, all statutory permissions and consent shall be obtained prior to construction
III
APPENDIX 2.2: REIA Checklist for Pune- Guntakal Electrification

(Suitably modified for the use of railway Project) PUNE-GUNTAKAL ELECTRIFICATION Rapid Environmental Assessment (REA) Checklist
Instructions:
This checklist is to be prepared to support the environmental classification of a project. It is to be attached to the environmental categorization form that is to be prepared and submitted to the Chief Compliance Officer of the Regional and Sustainable Development Department. This checklist is to be completed with the assistance of an Environment Specialist in a Regional Department. This checklist focuses on environmental issues and concerns. To ensure that social dimensions are adequately considered, refer also to ADB checklists and handbooks on (i) involuntary resettlement, (ii) indigenous peoples planning, (iii) poverty reduction, (iv) participation and (v) gender and development. Answer the questions assuming the without mitigation case. The purpose is to identify potential impacts. Use the remarks section to discuss any anticipated mitigation measures.
Country / Project Title:
IND: Railway Sector Investment Program : Pune Guntakal Electrification
Sector Division: SCREENING QUESTIONS
SARD/SATC Yes No REMARKS Review is based Reconnaissance site visit on
Project Sitting Is the Project area adjacent to or within any of the following environmentally sensitive areas? Cultural heritage site Protected area Wetland Mangrove Estuarine Buffer zone of protected area Special area for protecting biodiversity Potential Environmental Impacts Will the Project cause Encroachment on historical / cultural area; disfiguration of landscape by road embankments, cuts, fills, and quarries? Encroachment on precious ecology (e.g. sensitive or protected areas)? Alteration of surface water hydrology of waterways crossed by railways, resulting in increased sediment in
IV
IEE for Doubling of Daund Gulbarga & Electrification of Pune Guntakal Rail Sections Railway Investment Program India (PPTA-4998-IND streams affected by increased soil erosion at construction site? Deterioration of surface water quality due to silt runoff and sanitary wastes from worker-based camps and chemicals used in construction? Increased local air pollution due to rock crushing, cutting and filling works, and chemicals from asphalt processing? Noise and vibration due to blasting and other civil works?
The adequate measures for sanitary waste and silt runoff shall be taken to prevent any such condition.
Blasting is envisaged only at one location for construction of electrical substation near Mantrayalaya Road station. Noise level may increase temporarily during electrification activities Negligible, To be c onfirmed with RP
Dislocation or involuntary resettlement of people? Other social concerns relating to inconveniences in living conditions in the project areas that may trigger cases of upper respiratory problems and stress? Hazardous driving conditions where construction interferes with pre-existing roads?
Transport routes for transporting shall be decided vehicles considering this aspect to avoid any hazardous driving condition. The transportation mostly will happen through existing roads. Workers camp for electrification work is not envisaged if required adequate sanitary condition will be maintained. No such condition is anticipated
Poor sanitation and solid waste disposal in construction camps and work sites, and possible transmission of communicable diseases from workers to local populations? Creation of temporary breeding habitats for mosquito vectors of disease? Dislocation and compulsory resettlement of people living in right-ofway? Accident risks associated with increased vehicular traffic, leading to accidental spills of toxic materials and loss of life? Increased noise and air pollution resulting from traffic volume?
Temporarily during construction Stage. Adequate measures will be provided to prevent them. Noise level may temporarily increase during electrification activities.
No air pollution is anticipated during operation stage since the route is being electrified.
Increased risk of water pollution from oil, grease and fuel spills, and other materials from vehicles using the road?
Temporarily during construction phase. Adequate preventive measures will take to prevent such risks.
APPENDIX 2.3: List of Major Bridges (Daund-Gulbarga Doubling Section)

From ( KM) 315/1 317/3 341/1 343/1 345/1 349/1 350/5 358/2 383/1 386/2 396/2 400/3 403/3 407/1 474/1 474/2 480/3 485/3 532/1 538/1 538/2 538/3 553/1 561/2 Span Length 3/30.5 3/30.5 6/4.57 7/6.10 4/4.57 3/6.10 4/6.10 3/6.10 4/4.57 13/6.10 7/9.14 2/9.14 3/9.14 6/9.14 4/6.10 4/6.10 10/6.10 3/6.10 6/18.29 3/6.10 5/18.29 10/9.14 4/6.10 3/6.10
S.No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Section JNTR-PRWD PRWD-WSB JH-BLHI JH-BLHI JH-BLHI JH-BLHI BLHI-KEM KEM-DHS KWV-WDS WDS-MA MA-WKA WKA-AAG WKA-AAG AAG-MKPT HG-TLT HG-TLT TLT-AKOR TLT-AKOR KUI-GDGN GUGN-GUR GUGN-GUR GUGN-GUR HHD-SVG SVG-BBD
To( KM) 315/2 317/8-9 341/5-6 343/2-3 345/4-5 349/3-4 350/9-0 358/5-6 383/3-4 386/2-3 396/8-0 400/8-9 403/6-7 407/2-3 474/3-4 474/4-5 480/9-0 485/8-9 532/0-1 535/2-3 538/2-3 538/2-3 553/9-0 531/8-9
Type GIRDER GIRDER ARCH ARCH ARCH ARCH ARCH ARCH ARCH ARCH ARCH ARCH ARCH ARCH ARCH ARCH ARCH ARCH GIRDER GIRDER GIRDER GIRDER ARCH ARCH
VI
APPENDIX 3.1: NATIONAL AMBIENT AIR QUALITY STANDARDS

The finding[As Notified on 1 8th November 2009 by the Central Pollution Control Board (CPCB) in exercise of its powers conferred under Section 16(2)(h) of the Air (Prevention and Control of Pollution) Act, 1981 (14 of 1981)].
Pollutant Time-Weighted Average Concentration g/m in Ambient Air Industrial,resi Ecologically dential, Rural Sensitive ( and other notified by areas central Government) 50 20 80 40 80 60 100 40 60 1 1.5 10000 5000 80 30 80 60 100 40 60 0.75 1 4000 2000
3
SO2 NOx RSPM (PM10 ) RSPM (PM2.5 ) Lead CO
Annual* 24 hours** Annual* 24 hours** Annual* 24 hours** Annual* 24 hours** Annual* 24 hours** 8 Hours* 1 Hour**
Annual Arithmetic Mean of minimum 104 measurements in a year taken twice a week 24hourly at uniform interval. ** 24-horly / 8-hourly values should be met 98% of the time in the year. However, 2% of the time, it may exceed but not on two consecutive days. National Ambient Air Quality Standard: The levels of air quality necessary with an adequate margin of safety, to protect the public health, vegetation and property. Whenever and wherever two consecutive values exceed the limit specified above for the respective category, it would be considered adequate reason to institute regular/continuous monitoring and further investigation. The State Government/State Board shall notify the sensitive and other areas in the respective States within a period of six months from the date of Notification of National Ambient Air Quality Standards. The SPM standard has been dropped in the above standards. Instead PM2.5 standard has been added. Source: Environment Protection Rules, 1986, Schedule VII Note 1:
VII
APPENDIX 3.2: NOISE LEVEL LIMITS OF GOI (IN Leq dB(A))

Area/Class Day Time (6:00 AM to 9:00 PM) Standard Industrial Commercial Residential Silence
Source: Environment Protection Rules, 1986, Schedule III
Night Time (9:00 PM to 6:00 am) Standard 70 55 45 40
75 65 55 50
VIII
APPENDIX 3.3: Drinking Water Standards and Probable Effects On Human Health (BIS: IS: 10500, 1991)
S. No. 1 2 3 4 5 6 7 Parameters COLOUR (HAZEN UNIT) ODOUR TASTE TURBIDITY (NTU) pH HARDNESS, as CaCO3, mg/l IRON, as Fe , mg/l Prescribed limits Desirable Permissible 5 25 Essentially free Agreeable 5 10 6.5 300 0.30 8.5 600 1.00 Probable effects Aesthetically undesirable. Aesthetically undesirable. Aesthetically undesirable. Indicates pollution/ contamination. Affects taste, corrosives & supply system. Causes scaling, excessive soap consumption, calcification of arteries. Causes staining of laundry and porcelain. In traces, it is essential for nutrition. May be injurious to heart or kidney patients. Taste, indigestion, corrosion & palatability are affected. Excessive chlorination asthma, colitis & eczema causes
CHLORIDE, as Cl , mg/l RESIDUAL CHLORINE, only when Water is chlorinated TOTAL DISSOLVED SOLIDS, mg/l
250
1000
9 10
0.20 500
2000
11
CALCIUM, as Ca, mg/l
75
200
12
MAGNESIUM, as Mg, mg/l
30
100
13
COPPER, as Cu, mg/l
0.05
1.50
14
SULPHATE, as SO4, mg/l
200
400
15
NITRATE, as N, mg/l
45
100
May cause gastro-intestinal irritation, corrosion and laxative effect to new users. Excessive Cause incrustation, deficiency causes rickets, essential for nervous, muscular, cardiac functions and in coagulation of blood. Its salts are cathartics and diuretic. E xcessive may cause laxative effect; deficiency causes structural and functional changes. It is activator of many enzyme systems. Beneficial in human metabolism, deficiency results in nutritional anaemia in infants. Large amounts may result in liver damage, causes central nervous system irritation & depression. Enhances corrosion of Al in water supply systems. Causes gastro-intestinal irritation. Along with Mg or Na can have a cathartic effect. Concentration more than 750 m g/l may have laxative effect. Causes infant methaemoglobinaemia, at very high concentration causes gastric cancer and effects central nervous
IX
S. No.
Parameters
Prescribed limits Desirable Permissible
Probable effects & cardiovascular system. Reduces dental carries, very high concentration may cause crippling skeletal fluorosis. Acute toxicity may be associated with renal, arterial hypertension, itai-itai (bone disease). C d salts cause cramps, nausea, vomiting & diarrhoea. Burning in mouth, severe inflammation of gastro-intestinal tract with vomiting and diarrhoea. Chronic toxicity produces nausea, severe abdominal pain, paralysis, mental confusion, visual disturbances, and anaemia etc. Essential & beneficial in human metabolism. Imparts astringent taste to water. Cr6+ produces lung tumors, cutaneous and nasal mucous membrane ulcers and dermatitis. Causes skin damage, circulatory problems, and increased risk of skin cancer. Raises blood cholesterol, lowers blood sugar. Leads to neurological disorders. Increases blood pressure. Is carcinogenic Causes nerve damage, thyroid problem. Neurological and renal disturbances. Excess causes gonadotoxic and mutagenic effects and di sturbs the cholesterol metabolism. Essential as a cofactor in enzyme systems and m etabolism processes. E xcessive causes change in appetite and reduction in metabolism of iron to form haemoglobin. Imparts undesirable taste and stains plumbing fixtures and laundry. Leads to hair, finger loss, and numbness in fingers or toes, circulatory problems. Affects central nervous system, salts may cause nausea, cramps, convulsions, coma, etc. Imparts unpleasant taste,
16
FLUORIDE, as F, mg/l
1.00
1.50
17
CADMIUM, as Cd, mg/l
0.01
No relaxation
18
LEAD, as Pb, mg/l
0.05
No relaxation
19 20 21 22 23 24 25 26
ZINC, as Zn , mg/l CHROMIUM, as Cr, mg/l ARSENIC, as As, mg/l ANTIMONY, as Sb, mg/l ALUMINIUM, as Al, mg/l BARIUM, as Ba, mg/l BERYLLIUM, as Be, mg/l CYANIDE, as CN, mg/l
5 0.05 0.05 0.006 0.030 2 nil 0.05
15 No relaxation No relaxation No relaxation 0.200 No relaxation 0.0002 No relaxation
27
MERCURY, as Hg, mg/l
0.001
No relaxation
28
MANGANESE, as Mn, mg/l
0.10
0.30
29 30 31
SELENIUM, as Se, mg/l BORON, as B, mg/l ALKALINITY, as CaCO3,
0.01 1.00 200
No relaxation 5.00 600
S. No.
Parameters mg/l
Prescribed limits Desirable Permissible
Probable effects deleterious to humans in presence of high pH, hardness and TDS. Imparts toxicity, accumulates in different organs of body, affects immune and ner vous systems. Carcinogenic. High concentration causes vomiting & diarrhoea stimulates secondary hyperthyroidism and bone loss. Harmful to persons suffering from cardiac, renal & circulatory diseases. Essential nutrition element but excessive amounts are cathartic. Non-toxic element but may be carcinogenic in animals, can react with DNA resulting in DNA damage in animals. Causes water borne diseases like coliform jaundice; Typhoid, Cholera etc. produces infections involving skin mucous membrane of eyes, ears and throat. Increases risk of cancer.
32
PESTICIDES, ug/l
nil
0.001
33
PHOSPHATE, as PO4, mg/l
No guideline
34 35 36
SODIUM, as Na, mg/l POTASSIUM, as K, mg/l NICKEL, as Ni , mg/l PATHOGENS a)TOTAL COLIFORM No/dl b)FAECAL COLIFORM No/dl RADIOACTIVITY: -BETA PARTICLES -ALPHA PARTICLES -RADIUM
No guideline No guideline No guideline
37
10
38
0-4 millirem/year 0-15 picocuries/year 0-05 picocuries/year
XI
APPENDIX 3.4: Water Quality Criteria and Standards for Freshwater Classification (CPCB, 1979)
Characteristics Dissolved Oxygen (DO), mg/L, Min Biological Oxygen Demand, BOD, mg/L, max Total Coliform organism **, MPN/100ml, Max pH value Free Ammonia (as N), mg/L, Max Electrical Conductivity, mhos/cm, max Sodium absorption Ratio Boron, mg/L, Max
A) B) C) D) E)
A 6 2 50 6.5-8.5 5 3 500
B 4 3
C 4 -
D -
5000 69 -
6.5-8.5 -
6.5-8.5 1.2 -
6.5-8.5 2250 26 2
Drinking water sources without conventional treatment but after disinfecting Outdoor Bathing (organized) Drinking water source with conventional treatment followed by disinfecting Propagation of wildlife, fisheries Irrigation, industrial cooling, controlled waste disposal
XII
APPENDIX 4.1: GREEN HOUSE GASES EMISSION CALCULATIONS
Reduction in GHGs Emission

1. In case, if no doubling of section takes place it will raise the pressure on the existing section which is already running more than capacity. Then road transportation will be used for movements of freights instead of rail. The incremental CO2 emission from trucks in case of movement via road traffic is calculated. A comparison has been done of CO2 emission as presented in a) GHGs Emissions if traffic moved via Trucks and b) GHGs Emissions if traffic moved via freight trains
a) GHGs Emissions if traffic moved via Trucks 2. The CO2 emission for Daund to Gulbarga section was indicatively calculated based on the traffic volume transmitted through Trucks via Highways i.e. National Highways, State Highways with the following conditions: A total traffic of 5.23 Million Tonne Per Annum has been assessed to move on t his line from the year 2010-11 (1st year of operation) as per information available thorough Railway Board, Delhi. The shortest distance between Daund to Gulbarga considered as 335 kms will move via SH-67,SH-143, SH-32, NH-9, SH-62, SH-10, SH-19. Each truck can move with the total load of 25 tonne. Estimated fuel efficiency for all trucks is 3.10 km/l.
b) GHGs Emissions if traffic moved via freight trains 3. The CO2 emission for the Daund to Gulbarga section was indicatively calculated based on the traffic volume transmitted through freight trains with the following conditions: A total traffic of 5.23 million Tonne Per Annum has been assessed to move on t his line from the year 2010-11( 1st year of operation) as per information available thorough Railway Board, Delhi. Distance travelled between Daund to Gulbarga via train is 225 kms. After comparison of both a and b conditions; as conclusive evidence it can be seen that there will be total saving of 175.5 tonnes of CO2 in a day after, if doubling of the tracks. Benefits are generated not only for cargo, but also for passengers. Furthermore, positives benefits extend beyond freight to common man commuter.
4.
XIII
a) GHGs Emissions if traffic moved via Trucks

S.N Total Load (tonne s) 5,230,0 00 Trailing load per trucks (tonnes) 25 Number of trucks per year 209200 Number of trucks per day 573.1506 8 fuel efficien cy (litre/k m) 3.1 fuel consumption (litres) 22,607,096.77 Conversion Ratio (GJ Calorie) 0.0387 Diesel (GJ) Conversion Ratio (kg/GJ) 74.1 CO2 Mass (kg) CO2 mass (tonnes per annum) 64,829.6 9 CO2 mass (tonnes per day) 177.62
Diesel energy conversion:0.3870 GJ/liter, CO2 Emissions: 74.1 kgCO2/GJ(IPCC data) Fuel efficiency: Japan Ministry of National Transport
874,89 4.65
64,829,693. 21
b) GHGs Emissions if traffic moved via freight trains

S.N. Total Load (tonnes) Trailing load per train (tonnes) Number of trains per year Number of trains per day fuel efficiency of diesel locomotive (litre/km) Fuel consumption (litres) Conversion Ratio (GJ Calorie) Diesel (GJ) Conversion Ratio (kg/GJ) CO2 Mass (kg) CO2 generation per km per day
5,230,000
4524
1156.057
3.1672783
2.65
268.81
0.0387
10.40
74.1
770.86
2.11
XIV
APPENDIX 4.2: GUIDELINES FOR BORROW AREAS MANAGEMENT

1. SELECTION OF BORROW AREAS Borrow areas shall be finalized either form the list of locations identified during IEE, recommended by DPR consultants or new areas identified by contractor. The finalization of locations identified DPR consultant depends upon the formal agreement between landowners and contractor. A greement is not reached between the contractor and landowners for the identified borrow areas sites. In such cases arrangement for locating the source of supply of material for embankment and sub-grade as well as compliance to environment requirements in respect of excavation and borrow areas as stipulated from time to time by the Ministry of Environment and Forests, Government of India, and local bodies, as applicable shall be the sole responsibility of the contractor. The contractor in addition to the established practices, rules and regulation will also consider following criteria before finalizing the locations. (1) (2) (3) (4) (5) (6) The borrow area should not be located in agriculture field unless unavoidable i.e. barren land is not available. The borrow pits should not be located along the roads. The loss of productive and agriculture soil should be minimum. The loss of vegetation is almost nil or minimum. Sufficient quality of soil is available. The Contractor will ensure that suitable earth is available.
2. CONTRACTORS RESPONSIBILTY The Contractor shall obtain representative samples from each of the identified borrow areas and ha ve these tested at the site laboratory following a testing programme approved by the Engineer. I t shall be ens ured that the sub-grade material when compacted to the density requirements shall yield the design CBR value of the sub-grade. Contractor shall begin operations keeping in mind following; (1) Haulage of material to embankments or other areas of fill shall proceed only when sufficient spreading and compaction plants is operating at the place of deposition. No excavated acceptable material other than surplus to requirements of the Contract shall be removed from the site. Contractor should be permitted to remove acceptable material from the site to suit his operational procedure, then shall make consequent deficit of material arising there from. Where the excavation reveals a combination of acceptable and unacceptable materials, the Contractor shall, unless otherwise agreed by the Engineer, carry out the excavation in such a m anner that the acceptable materials are excavated separately for use in the permanent works without contamination by the un-acceptable materials. The acceptable material shall be stockpiled separately. XV
(2)
(3)
(4)
The Contractor shall ensure that he does not adversely affect the stability of excavation or fills by the methods of stockpiling materials, use of plants are sitting of temporary buildings or structures.
3. BORROWING FROM DIFFERENT LAND-FORMS A. Borrow Areas located in Agricultural Lands (i) (ii) The preservation of topsoil will be carried out in stockpile. A 15 cm topsoil will be stripped off from the borrow pit and this will be stored in stockpiles in a designated area for height not exceeding 2m and side slopes not steeper than 1:2 (Vertical: Horizontal). Borrowing of earth will be carried out up to a depth of 1.5m from the existing ground level. Ridges of not less than 8m widths will be left at intervals not exceeding 300m.
(iii)
(iv) Borrowing of earth will not be done continuously throughout the stretch. (v)
(vi) Small drains will be cut through the ridges, if necessary, to facilitate drainage. (vii) The slope of the edges will be maintained not steeper than 1:4 (vertical: Horizontal). (viii) The depth of borrow pits will not be more than 30 cm after stripping the 15 cm topsoil aside. B. Borrow Areas located in Elevated Lands (i) (ii) The preservation of topsoil will be carried out in stockpile. A 15 cm topsoil will be stripped off from the borrow pit and this will be stored in stockpiles in a designated area for height not exceeding 2m and side slopes not steeper than 1:2 (Vertical: Horizontal). At location where private owners desire their fields to be levelled, the borrowing shall be done to a depth of not more than 1.5m or up to the level of surrounding fields C. Borrow Areas near River side (i) (ii) The preservation of topsoil will be carried out in stockpile. A 15 c m topsoil will be stripped off from the borrow pit and this will be stored in stockpiles in a designated area for height not exceeding 2m and side slopes not steeper than 1:2 (Vertical: Horizontal). Borrow area near to any surface water body will be at least at a distance of 15m from the toe of the bank or high flood level, whichever is maximum. D. Borrow Areas near Settlements XVI
(iii)
(iii)
(i) (ii)
The preservation of topsoil will be carried out in stockpile. A 15 c m topsoil will be stripped off from the borrow pit and this will be stored in stockpiles in a designated area for height not exceeding 2m and side slopes not steeper than 1:2 (Vertical: Horizontal). Borrow pit location will be located at least 0.75 km from villages and settlements. If un-avoidable, the pit will not be dug for more than 30 cm and drains will be cut to facilitate drainage.
(iii)
(iv) Borrow pits located in such location will be r e-developed immediately after borrowing is completed. If spoils are dumped, that will be covered with a l ayers of stockpiled topsoil in accordance with compliance requirements with respect MOEF/PPCB guidelines. 4. REHABILITATION OF BORROW AREAS The objective of the rehabilitation programme is to return the borrow pit sites to a safe and secure area, which the general public should be able to safely enter and enjoy. Securing borrow pits in a stable condition is fundamental requirement of the rehabilitation process. This could be achieved by filling the borrow pit floor to approximately the access road level. Re-development plan shall be prepared by the Contractor before the start of work inline with the owners will require and to the satisfaction of owner. The Borrow Areas shall be rehabilitated as per following; Borrow pits shall be backfilled with rejected construction wastes and will be given a vegetative cover. If this is not possible, then excavation sloped will be smoothed and depression will be filled in such a way that it looks more or less like the original round surface. Borrow areas might be us ed for aquaculture in case landowner wants such development. In that case, such borrow area will be photographed after their post use restoration and E nvironment Expert of Supervision Consultant will certify the post use redevelopment.
The Contractor will keep record of photographs of various stages i.e., before using materials from the location (pre-project), for the period borrowing activities (construction Phase) and after rehabilitation (post development), to ascertain the pre and post borrowing status of the area.
XVII
APPENDIX 5.1: ENVIRONMENTAL MANAGEMENT PLAN

Environmental Issue/ Component Remedial Measure Reference to laws and Contract Documents Approximate Location Time Frame Mitigation Cost Institutional Responsibility Implementation Supervision
A. Design and Construction Stage
1. Alignment
Constricted Sections along the proposed alignment
Minimize interference to human settlements
Design Requirements
2. Climate
Increase in temperature due to tree cutting/ clearance of vegetation Minimize tree cutting by geometric improvement. Compensatory Tree plantation (1:3) Addition plantation on river banks, station areas and wherever additional suitable land is available with Railway. Kyoto protocol, Forest Conservation Act of India
Switch over of alignment CH 294.86, 330,421.60, 470.04, 562.33, 562.53, 567.99 Through out the project section
During Design Stage
Project Preparation Costs
Design Consultant RVNL, PMC
During design and Construction Stage
Compensatory tree Plantation Through forest department as per cost determined by Forest department. Additional tree plantation within ROW or spare Railway land, for which cost would be paid as per BOQ.
Design Consultant, RVNL and Forest Department., Contractor,
RVNL, PMC
3. Natural Hazard
XVIII
Environmental Issue/ Component Flooding/Water logging
Remedial Measure
Provision of adequate cross drainage structures. Improve drainage to restrict the flooding due to poor drainage. No uncontrolled abstraction of groundwater. Augmentation of groundwater through rainwater harvesting
Reference to laws and Contract Documents Design requirement
Approximate Location Throughout the stretch especially near water crossings Throughout the project area
Time Frame Design Stage
Mitigation Cost Project preparation Cost Included in construction cost
Institutional Responsibility Implementation Design Consultant Supervision RVNL, PMC
Drought
Project requirement
Construction stage
Contractor
RVNL, PMC
4. Air Quality
Dust Generation due to construction activities and transport storage and handling of construction materials.
Emission from vehicle, equipments and machinery.
Transport of loose and fine materials through covered vehicles. Loading and unloading of construction materials in covered area or make provision of water fogging around these areas to arrest the dust generation. Approach roads shall be p aved and widened. Storage areas to be located downwind of the habitation area. Water spraying on earthworks, unpaved haulage roads, other dust prone areas and construction yard. Controlled blasting in hill cutting areas. Provision of PPEs to workers. Regular maintenance of machinery and equipment. Mixing plants and asphalt will be sited at least 1 km in the downwind direction from the nearest settlement. Hotmix plant to be fitted with adequate stack height as prescribed by SPCB. Obtain prior consent (no objection certificate) from state pollution control board for installation and operation of
Environmental Protection Act, 1986; The Air (Prevention and Control of Pollution) Act, 1981 and amendments thereof
Throughout project corridor, Construction sites, Loading areas, storage areas, Transport route, and hill cutting in loose-soil areas
During the Construction stage
Included in construction cost
contractor
RVNL, PMC
Environmental Protection Act, 1986; The Air (Prevention and Control of Pollution) Act, 1981 and amendments thereof
Asphalt mixing plants, DG sets locations
Contractor
RVNL, PMC
XIX
Environmental Issue/ Component
Remedial Measure
above equipments DG sets to be fitted with stacks of adequate height (as per regulations Height of stack = height of the building + 0.2 KVA) and low sulphur diesel to be used in DG sets as well as machineries. Monitoring of air quality as per EMoP.
Reference to laws and Contract Documents
Approximate Location
Time Frame
Mitigation Cost
Institutional Responsibility Implementation Supervision
5. Noise and Vibration

Noise from construction vehicle, equipment and machinery. All equipment to be timely serviced and properly maintained to minimize its operational noise. Construction equipment and machinery to be fitted with silencers and maintained properly. Provision of noise barrier at sensitive locations or alternatively its relocation. Time regulation near residential and other sensitive areas Protection devices (ear plugs or ear muffs) will be pr ovided to the workers operating in the vicinity of high noise generating machines. Forest area shall be declared as a silence zone. Speed control shall be enforced in forest areas. Noise Monitoring as per EMoP. Legal requirement Noise Pollution (Regulation and Control) Rules, 2000 and amendments thereof Throughout project section especially at construction sites, major bridge locations and identified blasting locations. Noise barrier at school near Jeur and Benisuroor During the Construction stage
Included in monitoring cost Included in construction Cost. Contractor RVNL, PMC
Noise and vibration due to blasting.
Blasting when required shall be restricted to daytime hours. Blasting schedules shall be publicly posted in areas where residents may be affected by the noise.
Legal requirement Noise Pollution (Regulation and Control) Rules,
Cutting sections where blasting may be required
Monitoring Cost as indicated In EMoP. Included in construction cost
Contractor
XX
Remedial Measure
6. Land and Soil

Land use Change and Loss of productive/top soil Agricultural areas not to be used as borrow areas unless requested by the landowner for making ponds or for lowering the land for making it cultivable. Top soil shall be preserved and laid over either on t he embankment slope for growing vegetation to protect soil erosion or spread over in the proposed plantation areas or spread over borrow areas for its rehabilitation. Construction schedule for bridges preferably during non-monsoon season. Scouring protection structures shall be built at river bank slopes. If banks are damaged, the same shall be repaired immediately after completion of construction activity. Adequate provision of cross drainage structure to maintain the natural drainage pattern. Provision of side drain to guide the water to natural outfalls. Provision of stone pitching wherever necessary. Ballast/earth available from cutting shall be used for filling, as construction of access road, stations and embankments. Soil shall be is spread on slopes for permanent disposal, it shall be
Reference to laws and Contract Documents 2000 and amendments thereof Design requirement
Time Frame
Mitigation Cost
Through out the project section
During construction Stage
Contractor
RVNL, PMC
Slope Protection and Soil erosion due to construction activities, earthwork, and cut & fill etc.
Design requirement
Throughout the stretch especially at all major river bridges and hill cutting areas.
Design and construction stage
Project preparation cost and construction cost
Design consultant Contractor,
and
RVNL, PMC
XXI
Remedial Measure
buttressed at the toe by retaining walls. Turfing of embankment slopes shall be done along the stretch. Provision shall be made for slope protection frames, dry stone pitching, and masonry retaining walls as may be required. All steep cuts both in hard rock areas and unconsolidated soil shall be flattened and benched. Retaining wall on both sides shall be provided. Shrubs shall be planted immediately in loose soil area. Periodic visual checking of soil erosion on slopes and high embankment areas along rail and implementation of suitable soil erosion prevention measures like bio turfing Soil erosion at earth stockpiles Borrow areas and quarries ( erosion, loss of productive land, land degradation, air pollution) The earth stockpiles to be provided with gentle slopes to prevent soil erosion. Borrow areas should be excavated as per the intended end use by the owner. Borrow areas should not be l ocated on cultivable lands except in the situations where land owners desires to lower the level of the land. The top soil shall be preserved and depth shall be restricted to the desired level. No private/fertile land acquisition shall be done f or borrow areas. Borrow pits shall not be s elected nearby the settlement. Priority shall be gi ven to the borrowing from humps/upland/mounds and lowering of agricultural fields above the general ground level. However, lowering
Time Frame
Mitigation Cost
Design requirement IRC Guidelines on borrow areas and for quarries (Environmental Protection Act and Rules, 1986; Water Act, Air Act)
At earth stockpiles All Identified Borrow sites and quarries location.
construction stage During construction
construction cost Included in construction cost
Contractor Contractor
RVNL, PMC RVNL, PMC
XXII
Remedial Measure
of the agricultural fields shall be with the consent of farmer. The depths in borrow pits to be regulated so that the sides shall not be steeper than 25%, Borrow pits shall be centrally located to serve more than one s ite. The haulage distance from site should not be too far. Borrow area shall be rehabilitated. The rehabilitation option may include converting it into fish pond or any other use to be decided in consultation with land owner or community. Topsoil to be stockpiled and protected for use at the rehabilitation stage. Quarry material (ballast) will be sourced only from licensed quarries and having valid consent from pollution control board.
Time Frame
Mitigation Cost
Compaction of soil due to movement of vehicles and equipments Contamination of soil due to leakage/spillage of oil, bituminous and non bituminous debris
Construction vehicles, machinery, and equipment to be stationed in the designated ROW to avoid compaction. Approach roads/haulage roads shall be designed along the barren and hard soil area to reduce the compaction. Fuel and lubricants shall be s tored at the predefined storage location. The storage area shall be paved with gentle slope to a corner and connected with a chamber to collect any spills of the oils. All efforts shall be made to minimise the waste generation. Unavoidable waste shall be s tored at the designated place prior to disposal. To avoid soil contamination at the wash-down and re-
Design requirement
Parking areas, Haulage roads and construction yards.
Just before commencem ent of construction Just before commencem ent of construction
Contractor
RVNL, PMC
Design requirement
Fuelling stations, construction sites, and construction camps and disposal location.
Contractor;
RVNL, PMC
XXIII
Remedial Measure
fuelling areas, oil interceptors shall be provided. Oil and grease spill and oil soaked materials are to be collected and stored in labelled containers (Labelled: WASTE OIL; and hazardous sign be displayed) and sold off to SPCB/ MoEF authorized re-refiners. To prevent soil compaction in the adjoining productive lands beyond the RoW, the movement of construction vehicles, machinery and equipment shall be restricted to the designated haulage route. Approach roads shall be designed along the barren and hard soil area to reduce the compaction induced impact on soil. The productive land shall be r eclaimed after construction activity. Domestic solid waste at construction camp shall be segregated into biodegradable and non biodegradable waste. The non biodegradable and recyclable waste shall be sold off. Bio degradable waste shall be compacted in mechanised and movable composter. Non biodegradable and non saleable waste shall be disposed off to authorised land fill site. If land fill site not available then burial of the waste in a secured manner. Unusable debris shall be either reused or sent for land filling.
Time Frame
Mitigation Cost
7. Water Resources
Depletion of Groundwater Contractor will arrange and ensure maximize use of surface water. The Design requirement Throughout the During Construction Included in construction Contractor, RVNL, PMC
XXIV
Environmental Issue/ Component resources due to unregulated abstraction for construction purpose
Remedial Measure
Alteration in surface water hydrology due to embankment
Siltation in water bodies due to construction activities/ earthwork
2.
Deterioration in
ground water extraction shall be m ade with due permission. No abstraction from already depleted aquifers. Water intensive activities preferably not to be undertaken during summer period (April, May June) Augmentation through incorporating water harvesting structures at all the stations, if technically feasible. Existing drainage system to be maintained and further enhanced. Provision of adequate size and number of cross drainage structures. Sections of the corridor to be raised suitably along-with the cross drainage structures and adequate side drains to be built. Bridge construction preferably to be limited to the dry season or during low water flow period Embankment slopes to be modified suitably to restrict the soil debris entering water bodies. Undertake adequate measures to prevent siltation of water bodies due t o construction activities/storage of construction materials Construction waste /debries should be collected and stockpiled for possible reuse for land filling or slop protection. Earthworks and stone works to be prevented from impeding natural flow of rivers, streams and water canals or existing drainage system. Vehicles and equipment to be properly
Reference to laws and Contract Documents Groundwater authority and irrigation department
Approximate Location Project section
Time Frame stage
Mitigation Cost costs
Design requirement
Near all drainage channels, river crossings etc.
During Construction stage
Contractor
RVNL, PMC
Design requirement and worldwide best practices
Near all river water bodies where embankment slopes
During Construction stage
Included in construction Cost
Contractor
RVNL, PMC
The
Water
Water
bodies,
During
Included
in
Contractor
RVNL, PMC
XXV
Environmental Issue/ Component Surface water quality due to leakage from vehicles and equipments.
Remedial Measure
maintained and refueled at dedicated locations and n ot near surface water bodies. Oil and gr ease traps to be p rovided at re-fuelling locations. Construction camp to be s ited away from water bodies. Wastes must be collected, stored
Reference to laws and Contract Documents (Prevention & Control of Pollution) Act, 1974 and amendments thereof.
Approximate Location refueling stations, construction camps,
Time Frame Construction Stage
Mitigation Cost construction cost Monitoring cost as indicated in EMoP
and taken to approve disposal site only.
8. Flora and Fauna

Vegetation loss due to site preparation and construction activities
Water quality periodically.
shall
be
monitored
Suitable modifications in design to minimize tree cutting especially Medicinal and other important trees. Rail side trees to be removed with prior approval of DFO. Compensatory plantation at 1:3 basis Provision of LPG in construction camp as fuel source to avoid tree cutting. Siltation and water contamination shall be prevented to reduce turbidity. Under ground noise level to be generated due to pile driving must be in range to sustain fish life. Restricting construction activity during the breeding period. All camps should maintain minimum
Forest Conservation Act, 1980
Throughout project corridor especially in forest areas
During the design and Construction stage
Included in construction Cost. Tree plantation costs indicated above Covered in construction cost.
RVNL through DFO or contractor
RVNL, PMC
Impact on fishing activity (production, spawning and breeding grounds)
State Govt. Fisheries Department guidelines and Best practices
Near Ujni dam backwater/reservoir .
During Construction Stage
Contractor RVNL, PMC
9. Construction Camps
Impact associated
Design
All
construction
During
Included in
Contractor
in
RVNL, PMC
XXVI
Environmental Issue/ Component with location workers Health in construction camp
Remedial Measure
distance of 500 m from habitation, water bodies and1000m from forest areas. Adequate sanitation facilities to be provided at construction camps by means of septic tanks soak pits, etc. Proper drainage to be maintained around the sites to avoid water logging leading to disease. Preventive medical care to be provided to workers. Disposal of solid waste on regular basis at identified locations. Provision of day crche for children
Reference to laws and Contract Documents Requirement (Regulation of Employment and Conditions of Service) Act 1996 and Cess Act of 1996 and The Water (Prevention & Control of Pollution) Act, 1974 and amendments thereof. Design requirement
Approximate Location camps All construction camps
Time Frame Construction stage During construction stage
Mitigation Cost construction Cost Included in construction Cost
Institutional Responsibility Implementation consultation with PMC Contractor. RVNL, PMC Supervision
Pedestrians, animal and Vehicular movement,
10 Accident and Safety Risks
Pedestrian passageways shall be provided near settlement on both sides. Underpasses in forest areas at suitable locations and as feasible. All road crossings where traffic intensity is high shall preferably be gradeseparated. Separation of two-way traffic by solid white centre lines or physical medians, . Safe traffic circulation during construction. Temporary access and diversion will be provided wherever necessary, with proper drainage facilities.
Near habitation on both sides , level crossings, construction sites, haulage roads, diversion sites
During construction stage
Included in Construction cost.
Contractor as per design
RVNL, PMC
XXVII
Environmental Issue/ Component Accident risk from construction activities
Remedial Measure
Shifting of community properties
11 Shifting of Common Property Resources and other Utilities

Geometric adjustment while finalizing the alignment to minimize the loss to any such facilities. Relocation of all water sources viz. wells, hand pumps at suitable locations. All telephone and electrical poles/wires and underground cables should be shifted with all care to avoid any such hazard Project Requirement
Contractors to adopt and maintain safe working practices. Usage of fluorescent signage, in local language at the construction sites Training shall be provided to workers, especially machinery operators, on safety procedures and precautions. The contractors to appoint a safety officer mandatorily. At every work place, a readily available first aid unit including an adequate supply of dressing materials, a mode of transport (ambulance), nursing staff, and doctor to be provided.
Reference to laws and Contract Documents Central Motor and Vehicle Act 1988 EP Act 1986 Noise Rules 2002
Approximate Location Construction sites
Time Frame Construction period
Mitigation Cost Included in Construction cost.
Institutional Responsibility Implementation Contractor Supervision RVNL, PMC
Throughout corridor
the
Before Construction
Cost of Loss of structures as per R&R Cost.
through agency nominated by RVNL Contractor or any other agency nominated by RVNL
RVNL,
Shifting of other utilities
Project requirement
Throughout corridor
the
Before Construction
RVNL, PMC
B. Operation Stage
Global Warming Effect
1. Climate
Plantation of additional trees besides compensatory afforestation. Existing locomotives shall be maintained for increased fuel efficiency and new locomotives should be more fuel efficient
Kyoto Protocol
Throughout corridor
the
During Operation
Part of railway operation and maintenance costs
Respective Divisions of Central and South Central Railway
2. Air quality
XXVIII
Environmental Issue/ Component Emission from locomotives
Remedial Measure
Negligible since the project includes electrification of route. Use of low sulfur fuel in case of diesel locomotives. Specific guidelines shall be formulated for material handling practices (particularly for loading and unloading) of the materials. Instruction defining precautions like: Avoid practices of throwing of the bags while unloading from racks and loading to trucks. The spill over material shall be collected immediately after unloading and efforts shall be made for its recycle / reuse. Use of enclosed cars or covering of open cars used to carry minerals and grains to reduce fugitive dust emissions. The unloading area shall be paved. Feasibility of mechanical sweeper and loading and unloading option may also be explored. Thick plantation shall be carried out around unloading areas to prevent spread of fugitive dusts. The workers shall be provided with face masks and other Personal protective equipments (PPEs) Provision of ROB at level crossings where traffic congestion is more. Traffic regulation to prevent traffic blockage
Approximate Location Through out project route. the
Time Frame During whole operation period During whole operation period
Mitigation Cost Part of railway operation and maintenance costs Part of railway operation and maintenance costs
Fugitive emission due to loading/ unloading and transport of cement/coal/ white marble
Bhigwan, Hotgi Wadi and Shahabad Stations
3.
Air pollution due to traffic congestion near level crossings
At congested level crossings
During whole operation period
3. Noise and Vibration
XXIX
Environmental Issue/ Component Noise due to movement of trains
Remedial Measure
Vibration
Maintenance and tree plantation near sensitive locations like hospitals, schools Restriction on construction activities within 100m from railway boundary. Speed limitation near habitated areas Provision of sand pockets near vibration prone areas and speed limitation near bridge approaches. Periodic checking to be carried to assess the effectiveness of the stabilization measures viz. turfing, stone pitching etc. Monitoring of rehabilitation plan borrow areas
Reference to laws and Contract Documents Noise Pollution (Regulation and Control) Rules, 2000 and amendments thereof Project requirement
Approximate Location School near Jeur station and Benisuroor village.
Time Frame During Whole Operation Period
Mitigation Cost Part of railway operation and maintenance costs
Vibration areas.
Prone
Soil erosion at embankment during heavy rain fall. Soil erosion at borrow areas
4. Land and Soil
Part of railway operation and maintenance costs Through out operation period Part of railway operation and maintenance costs Respective Divisions of Central and South Central Railway
Project requirement
Project Requirement
At probable landslide locations and other soil erosion prone areas. At identified borrow areas. Proposed residential colonies
Scarce condition due to abstraction in residential colonies Contamination of surface water due to leakage of used oil Siltation
5. Water Resources
Maintainenace of water harvesting structures.
Through out operation period
Included in Operation/ Maintenance cost Included in Operation/ Maintenance cost
Collection tray to be installed under the canal bridge to prevent canal/water bodies water contamination. Monitoring of surface water bodies Periodic monitoring of siltation in water bodies. Regular checks shall be done along the alignment to ensure that flow of water is maintained through cross drains and other channels/streams.
Near surface Water bodies
Water logging due to blockade of streams
Throughout corridor
the
XXX
Remedial Measure
Vegetation
6. Flora and Fauna

Reference to laws and Contract Documents Forest Conservation Act 1980
Time Frame
Mitigation Cost
Impairment of television/cable reception
7. Electro-magnetic Radiation
Planted trees, shrubs, and grasses to be properly maintained. The tree survivality audit to be conducted at least once in a year
Throughout project section
During first year of operation period During Operation Stage
Indicated in Monitoring cost in EMoP
Emergency conditions viz. flood, operational failures etc.
8. Accident Risk and Safety
Affected residents to be assisted in obtaining cable or satellite TV and t he overhead catenary system to be well maintained. Maintain the ratio of Signal-noise ratio to the acceptable limit. Emergency equipment to be stockpiled in stations personnel to be t rained to serve on rescue teams in case of flood, fire, accidents etc. Right-of-way shall be fenced near habitation and other sensitive locations. Use of latest railway operational mechanism to avoid derailment, collisions and other accident risks.
Indian Electricity Rules, 1956
Throughout the Project section
Included in the electrification and signaling costs of the Project.
Project requirement
Throughout Project route
the
During whole operation stage
Land and water contamination due to uncontrolled discharge of sewage Water logging due to inadequate storm water drainage
9. Impact due to Proposed Residential Buildings

Provision of septic tanks for treatment of sewage.
Provision of adequate drainage facilities at proposed residential colonies.
The Water (Prevention & Control of Pollution) Act, 1974 and amendments thereof ) and project requirement
Near Daund, Kurudwadi, Solapur, Gangapur Road, Wadi, Yadgir, Raichur and Adoni.
During Operation stage
XXXI
Environmental Issue/ Component Solid waste disposal
Remedial Measure
Disposal of solid waste after segregation into biodegradable and non-biodegradable material. Provision of small bio-composter.
Time Frame
Mitigation Cost
Track inundation due to choking of drainage channels
10. Flooding/ Track inundation

Accident Risk due to uncontrolled growth of vegetation
11. Right-of-Way Maintenance

Regular cleaning of drains/channels in the vicinity. Drains on both sides in cutting sections should be cleaned regularly. Maintaining good drainage systems in yards/stations. The track area shall be kept completely clear of vegetation. Smaller plants shall be planted near the line and larger trees further. Invasive plant not be planted near the track. Controlled use of herbicide application to control fast-growing vegetation within RoW. Storage tanks and components shall meet international standard for structural design to avoid catastrophic failures to prevent fires/explosion. Storage tanks shall have appropriate secondary containment Floor drains if any shall be connected to wastewater collection and treatment system. Wastewater from service bays shall be separated.
Project operation Requirement
Throughout the stretch particularly near flood prone major crossings
During whole operation period
Overall Operation cost
Project requirement
Throughout Project route
the
During whole operation period.
Land and water pollution and fire/explosion risks due to poor fuel management Pollution Prevention and Control
12. Fuel Management
Project requirement
Fuelling Stations and Storage Tanks
Whole Operation period
13. Waste Management due to Rail Operation

Project requirement Throughout the stretch mainly train washing area/yards Whole operation period Part of railway operation and maintenance costs Respective Divisions of Central and South Central Railway
XXXII
Remedial Measure
Aqueous detergent and water based paints shall be used. Track mats shall be u se to retain wayside grease and other contaminants.
Time Frame
Mitigation Cost
C. Occupational Health And Safety

Train worker Accidents Training to workers in personal track safety procedures Blocking train traffic during Maintainenace of tracks or use of automatic warning system. Use of PPEs by crew members. Engines to be fitted with active vibration control systems for locomotives suspensions cabs or seat posts. Establishment and identification of safety zones to differentiate between work areas with expected elevated EMF levels compared to those acceptable for public exposure, and limiting access to properly trained workers. Implementation of an action plan to address potential or confirmed exposure levels that exceed reference occupational exposure levels from reputed firms. Workers shall be trained about electrical hazards from electrified railways. Workers specifically trained and competent in working with overhead lines and conductor rails to be only allowed to approach these systems. Provision of ventilation in locomotive shops and other enclosed areas where diesel exhaust may get accumulated. Compliance to Occupational Health and safety management Systems & Best Practices
Throughout the rail corridor
During operation stage
Noise and Vibration impact to train crew members Impact on Health due to EMF exposure
Inside Trains
Railway Track s
Electrical Hazard to workers
Railways Tracks
Exposure to diesel exhaust to rail operating and
Train Crew Cabin, Locomotive shops
XXXIII
Environmental Issue/ Component maintenance staffs Fatigue to crew members Maintenance of Rolling -Stocks
Remedial Measure
Transport of Dangerous Goods
Filtration of air in the train crew cabin. Use of PPE where engineering solutions are not feasible. Railway operators shall schedule rest periods at regular intervals and during night hours. use of PPEs by workers during Maintenance activities Regular checkup of working platform to avoid any slippage due to grease & oil. Proper collection, storage and disposal of hazardous waste like waste oil and grease , lead acid batteries, if any Regular assessment of risk s presented by wheel sets Proper screening, acceptance and transport of dangerous goods conforming to the international standard applicable for packaging, marking and labeling of containers. Screening, acceptance and transport of dangerous goods and labeling of containers. Use of tank cars and other rolling stocks meeting national and international standards. Preparation of spill prevention control and emergency preparedness and responsive plans.
Time Frame
Mitigation Cost
Trains At workshops/yards and maintenance locations During operation stage Part of railway operation and maintenance costs Respective Divisions of Central and South Central Railway
Throughout the project stretch
During operation stage
EMP costs are largely part of BOQ except in cases where it is specified.
XXXIV
APPENDIX 5.2: ENVIRONMENTAL MONITORING PLAN (EMoP)

Environmental Component Air Quality Project Stage Construction stage Parameters SPM, RPM, NOx, CO Location Hot mix plant, concrete mixing plant/stone crushers at construction sites (4) Frequency 24 hourly sampling once in four months for construction period 24 hourly sampling , twice a week, for one week, once in winter and Summer for first year of operation Thrice every year of construction period Standards National Ambient Air quality standard Approximate cost (Rs) 275,000 Implementation Contractor through Independent Environmental Laboratories approved by SPCB/ MoEF Contractor through Independent Environmental Laboratories approved by SPCB/ MoEF Contractor through Independent Environmental Laboratories approved by SPCB/ MoEF Contractor through Independent Environmental Laboratories approved by SPCB/ MoEF Contractor through his team Supervision RVNL, PMC
Operation stage
SPM, RPM, NOx, CO, SO2
Bhigwan and Wadi ( Air monitoring is already being carried out on regular basis by the industries along the Project section)
National Ambient Air quality standard
120,000
Water Quality
Construction stage
As Water quality standards (IS: 10500)
Drinking water to made available to Construction Camps
As per IS code 10500
75,000
Respective Divisions (Central railway, South Central Railway), RVNL, PMC RVNL, PMC
Operation stage
As Water quality standards (IS: 10500)
Ground water at 2 locations where sampling has been conducted during IEE and At proposed residential colonies Note: railways PHC department do the regular drinking water quality test at all stations
Thrice every year for first year of operation
As per IS code 10500
90,000
Respective Divisions (Central railway), RVNL, PMC RVNL, PMC
Siltation in water bodies
Construction Stage
Construction stage
Bhima River and Ujni Dam Backwater
Once during rainy seasons of the construction period.
As per CWC/WRD guidelines
Part of routine action of engineering team
XXXV
Environmental Component
Project Stage Operation stage
Parameters Operation stage
Location Bhima and Ujni dam Backwater
Frequency Day and Night levels once in four months for first year During the air quality monitoring period 3 per year for 1 year
Standards National Ambient air quality standard with respect to Noise National Ambient air quality standard with respect to Noise National Ambient air quality standard with respect to Noise Visual Checks
Approximate cost (Rs) Part of routine action of engineering team 45,000
Implementation Support from CWC/State Govt. irrigation Department Contractor through Independent monitoring agency Contractor through approved monitoring agency
Supervision Respective Divisions (Central railway) RVNL, PMC
Noise levels
Construction stage
As per National Ambient Noise Standard as per Environmental Protection Act, 1986 amended 2002 As per National Ambient Noise Standard as per Environmental Protection Act, 1986 amended 2002
Construction sites and habitated locations and sensitive areas Viz. Jeur, Benisuroor and Auj Village
Operation stage
Jeur school, Benisuroor Village, Auj Village other residential areas nearby track
45,000
Soil Erosion
Construction Stage
Visual check for Soil erosion and siltation
River banks, cutting sections especially in unconsolidated soil.
After first precipitation
Operation Stage
Visual check for Soil erosion and siltation
River banks, cutting sections especially in unconsolidated soil.
Once during operation of 1st year Once in a year
Visual Checks
Aquatic fauna including fisheries
Construction stage Operation
Disturbance to aquatic fauna due to increased siltation Impact on fish productivity, breeding and spawning
Downstream of Bhima and Ujni Dam backwater Downstream of Bhima and Ujni Dam backwater
Part of routine action of engineering team Part of routine action of engineering team 125,000
Contractor through his team
Respective Divisions (Central railway, SouthCentral Railway), RVNL, PMC RVNL, PMC
Engineering Team Railways (Central Division) Contractor through Independent Expert Contractor through Independent Expert
Respective Divisions (Central railway) RVNL, PMC
None Specific End of First year of operation 75,000 None specific
Respective Divisions (Central railway), RVNL, PMC
XXXVI
Environmental Component Accident and Fatality Rate
Project Stage Operation
Parameters Record of Accidents Accounting of Lost Work time, different level of disabilities/fatalities.
Location Throught out the Project Section
Frequency periodic
Standards
Approximate cost (Rs) Part of regular operation and Maintenance cost Part of Resettlement Program Part of Safety and Health facilities of Railway 2,70,000
Implementation Central Railways and South Central Railways Respective Division of Central Railway and South Central Railway Central Railways and South Central Railways Contractor through Independent Expert Railways Sectional PWIs
Supervision Central Railways and South Central Railways RVNL
None specific Throughout the Project Map Before the Operation phase periodic None specific Throughout the Project Section During site clearance in construction phase Once in a year for 1 year
Electro magnetic
Operation
Electromagnetic field
jams radios and TVs adjacent to rail
None Specific
Occupational Health and Safety Tree Plantation
Construction and Operation
Monitoring as per parameters of Central and South Central Railways Surveillance monitoring of trees felling
Throughout the Project Section
Construction Stage
As laid out in the detailed design for project Considering the 70% survival rate
Central Railways and South Central Railways RVNL
Operation stage
Audit for survival rate of trees plantation
Throughout the Project Section
35,000
Respective Divisions (Central railway)
RVNL= Rail Vikas Nigam Ltd., PMC= Project Management Consultant, NOx - Nitrogen Oxide; Pb - Lead; PIU - Project Implementation Unit; RPM - Respirable Particulate Matter; SO2 - Sulphur Dioxide; SPM - Suspended Particulate Matter, RPM - Respirable Particulate Matter
Total Monitoring Costs =
A) Construction Phase: Rs. 6, 30,000 or 0.63 Million B) Operation Phase: Rs. 3, 65,000 or 0.365 Million Grand Total (A+B) = Rs 995,000 or Rs 0.995 million
XXXVII

01 Ind Iee 04 Pune To Guntakal

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01 Ind Iee 04 Pune To Guntakal

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Initial Environmental Examination

India: Railway Sector Investment Program

Prepared by Ministry of Railway for the Asian Development Bank.

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

View of Existing and Proposed Alignment

Statutory Clearances Required 7.

Rail bed/embankment formation

RUBs/ ROBs, Level Crossings and Approach Roads

Side drains Stations

Residential Quarters and Service buildings Dismantling Land Requirement

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

Supervisory Remote Control Arrangement: Auxiliary Transformers:

Electrical General Works:

Public Consultation and Information Disclosure 18.

Anticipated Environmental Impacts and Mitigation Measures 20.

Environmental Management Plan and Grievance Redress Mechanism 24.

Conclusion and Recommendations 0-7

Stage of Project Preparation

Purpose of the Report

Team Composition and Acknowledgments

Used for Project Description and Impact Assessment

Baseline assessment, Impact assessment, Regulatory Compliance assessment, Developing

Environmental Clearance 45.

Permissions/NOC/Clearances prior to Construction 47. 48.

DESCRIPTION OF THE PROJECT

Category of the Project

Need for the Project

Location and Characteristic of the Project Sections

Project Implementation Schedule and Cost

Key Project Components and Activities

Total Area 2 (m ) 7956 1395 669 501.6 157.95 10679.55

Material Earth Material

Ballast manufacturing Units/Stone quarries Cement Factories

Source: Identified During Field Survey

2.5.2. 81. 82.

Table 2.7 :Transmission Line Lengths with NTPC Source of Power

DESCRIPTION OF THE ENVIRONMENT

1000 800 600 400 200 0

2001 2002 2003 2004 2005

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

Avg. Temperture (C)

Ja nu Fe ary br ua r M y ar ch Ap ri l M ay Ju ne Ju Au ly Se g e p t st em O ber c N tob ov e r e D mb ec er em be r

Figure 3.2 :Average Annual Temperature in Project Districts

Source: Regional Office, SPCB, Gulbarga and Field Monitoring

Source: Field Monitoring

3.1.8.1 Ground Water

Source: Field Monitoring

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

Source: Field checks & Survey of India Toposheets

Source: District Statistical Report

3.3.2. 3.3.2.1 115.

369 1368 1256 6555

Source: Districts Statistical Report

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

Source: Field Monitoring and Toposheet

Source: Census of India 2001

Table 3.10 :Agricultural Production in Project districts (Tons)

Ground nut 183950

Sugar cane 243091

Table 3.11 :List of Important Tourist Spots in the Project Districts

Source: District Statistical Report

Social and Cultural Resources