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* E228* Vol. 8*
GUJARAT STATE HIGHWAYS PROJECT: PHASE IIB0.
REPORT ON WILD ASS CROSSING
ON
* VIRAMGAM - HALVAD CORRIDOR.
* - -
0 Project Coordinating Consultancy Services
* A Worid Bank Project
* VOLUME 11-D (FINAL REPORT)
Prepared forr
* ~~~~~~~~~~~~~~~~~N.D. Lea International Ltd.The Govemment cyf GLdaratRoads and Buildings Depa uent in association vith
Lea Associate South Asia Pvt. Ltd.March 2002 FFf]R
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N O T E
The increase in the population of the Wild Ass and the loss of their grazing
areas in the Rann has lead to the out-migration of some of these animals from
the protected environs of the sanctuary. The reported crossings of the corridor
and regular sightings of Wild Asses close to the State Highway 07 was an issue
that was studied in detail in 1999, when the environmental assessment for the
said corridor was initiated as part of Phase IIB studies.
One important finding in the study has been that not a single incidence of
collision of a Wild Ass with a vehicle has been reported in the last five years
and the data prior to that period is not available. However, since the species is
an endangered one and last of its kind that is present in the world, the study
had proposed some measures for their safety. It may be noted that all
measures proposed, as part of this project, are preventive in nature. Collisions
are only a perceived threat, due to increase in number of vehicles plying after
the rehabilitation of the Highway.
Since then, continuous development has been taking place in and around the
project region. A major change has been the initiation of construction of the
Narmada Canal - a branch of which runs east to west, almost parallel to the
sanctuary boundary (Refer Attached Map). The approximate length of the canal
running parallel to Phase IIB corridor is about 28 kms. Once completed, the
canal will act as a physical barrier and will prevent the Wild Asses from crossing
over into the Surendranagar - Nal Sarovar region from their natural habitat in
Little Rann of Kachchh area.
In such a situation, the mitigative measures suggested in this report may not be
relevant and will require modifications to suit the needs of the situation. However, since
the canal construction is still under a slow progress, the management plan has not been
totally discarded. The final decision in this regard will be taken up before the tender
documents for Phase IIB are finalized and issued.
P A K t s T R.A N > X ICANAL NETWORK AND COMMAND AREA
- * t ^ NARMADA PROJECT
Rann of Klchcn
C.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.
The branch, now under conatruction willact as a barrier between the IRK and the
9B~~~~~~~~~~~~~~~~~~~~~~~~~~A ilds' r rt t-.
State Highway when completed.
MALIYA BRANCH . P
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The~~~~~~~~~OM banhnounecnsruto l / yxE PAn -,r .2_ ac asa brrlr btwen te LK ad te l i4t1 f'sJot;n -- J> ;2^! ; - Q gJ!nd E ,ch
PROPOSED NARMADA CANAL NETWORK AND LOCATION OF LITIlE RANN OF KUTCH j
GREATER RARN OF .........
.; ., .. __ 0 X-t -'; -sw>za vtz
I~~~~~~~~~~~~~~~~~~~~~~~~~- eL E R - KUTCH
& S z - t _..r.-.-* $4, . * >*. ' *At ; 1s
PROPOS' fMALrYA BRANED CANAL SEC ATIH 7N 7, kms
COMPLETED CANAL SECTION
|COMPLETED CANAL SECTION r- -o t '-,'9
4. SURVEY METHODOLOGY ........................................................... 4-1
4.1 SURVEYS ............................................. 4 -1
4.1.1 Surveys of the Ponds in vicinity of the Highway .................................... 4 -1
4.1.2 Bus- Truck Driver Survey ........................................... 4 -1
4.1.3 Survey along the Highway ........................................... 4 -1
4.1.4 Survey of the Drainage Channels .................... ....................... 4 -2
4.2 RESULTS FROM THE SURVEYS ............................................. 4 -2
4.2.1 Pond Survey ........................................... 4 -2
4.2.2 Bus/Truck Driver Survey ........................................... 4 -3
4.2.3 Field Survey ........................................... 4 -4
4.2.4 Natural Channel Survey ........................................... 4 -5
4.3 IMPACT ANALYSIS ............................................. 4 -6
4.3.1 Construction Phase ........................................... 4 -6
4.3.2 Operational Phase ........................................... 4 -7
5. MITIGATION OPTIONS FOR THE PROTECTION OF THE WILD ASS ... 5-1
5.1 OPTIONS FOR PROTECTION OF WILD ASS ............................................. 5 -1
5.1.1 Fence along the Highway ........................................... 5 -1
5.1.2 High Embankments to Deter Crossing ........................................... 5 -1
5.1.3 Construction of Underpasses at the Crossing Sites ................................ S -1
5.2 PROVISION OF ANIMAL REFLECTORS ............................................. 5 -3
5.3 VEGETATIVE BARRIERS ............................................. 5-5
5.4 PROVISIN OF SIGN BOARDS .............................................. 5 -5
5.5 DEVELOPMENT OF FOOD GARDEN ............................................. 5 -6
5.6 MONITORING NEEDS FOR THE MITIGATION MEASURES ................................. 5 -8
5.7 CONCLUSION AND RECOMMENDATIONS ............................................. 5 -8
-:14,v 1-
TABLES
TABLE 1.1: PHASE-WISE IMPLEMENTATION PROGRAMME ...................................................... 1-2
TABLE 3.1: HABITAT SUITABLE FOR WILDLIFE ALONG THE CORRIDOR .................................. 3-5
TABLE 3.3: AREA UNDER SALT PRODUCTION ........................................................................ 3-6
TABLE 4.1: POND LOCATED WITHIN 1.5 KM OF THE CORRIDOR ............................................ 4-2
TABLE 4.2: BUS/TRUCK DRIVER, SURVEY DIRECTION (EAST TO WEST) ................................... 4 3
TABLE 4.3: BUS/TRUCK DRIVER. SURVEY DIRECTION (WEST TO EAST) ................................... 4-3
TABLE 4.4: SITTING OF WILD ASS ADJACENT TO THE HIGHWAY .............. ............................. 4-4
TABLE.4.5:-QBSERVED-HIGHWAY CROSS OVER LOCATIONS OF THE WILD ASS ....................... 4-5
TABLE 4.6: CROSS DRAINAGE USED BY WILD ASSES FOR CROSSING THE HIGHWAY .............. 4.5
TABLE 5.1: COST OF WILD ASS UNDER PASS ALONG THE CORRIDOR ..................................... 5-2
TABLE 5.2: COST OF REFLECTOR SYSTEM ......................................................................... 5-5
TABLE 5.3: METHOD FOR THE DEVELOPING A FOOD GARDEN ................ ............................... 5-7
FIGURES
FIGURE 1.1: TYPICAL CROSS-SECTION - GSHP ................................................................... 1-2
FIGURE 2.1: A WILD ASS HERD IN THE VICINITY OF CORRIDOR 02 ............ ........................ 2-2
FIGURE 2.2: WILD ASS GRAZING NEAR THE HIGHWAY ...................... ................................. 2-4
FIGURE 2: TREND OF POPULATION OF WILD ASS IN THE SANCTUARY IN THE LAST 50 YEARS.................................................................................................................... .3-3
FIGURE 2A: WILD ASS MOVEMENT CORRIDOR ........................ ....................... 5-2/5-3
FIGURE 2B: WILD ASS MOVEMENT CORRIDOR ......................... ...................... 5-2/5-3
FIGURE 3.1: WILD ASS HABITAT AREA ............................................... 3-5
FIGURE 3.2: SALINE TRACT - WILD ASS HABITATION ZONE ............................................... 3-6
FIGURE 3.3: DRY POND ............................................... 3-7
FIGURE 3.4: WILD ASS HABITATION ZONE ............................................... 3-7
FIGURE 4.1: POND USED BY THE WILD ASS ............................................... 4-2
FIGURE 4.2: WATER BODY USED BY THE WILD ASS ............................................... 4-2
FIGURE 4.3: WILD ASS GRAZING NEAR THE HIGHWAY ............................................... 4-3
FIGURE 4.4: PUG MARKS - WILD ASS ........................................... 4-5
NEW" III
FIGURE 4.5: WILD ASS HABITATION ZONE NEAR THE HIGHWAY ......................................... 4-6
FIGURE 4.6: WILD ASS CROSSING SITE ............... ....................................... 4-6
FIGURE 5.1: PLAN - EXISTING CONDMON ................... ................................... 5-2
FIGURE 5.2: PLAN - PROPOSED CONDMON ..................... ................................. 5-2
FIGURE 5.1: A CLOSER VIEW OF THE REFLECTOR SYSTEM .................................................. 5-3
FIGURE 5.2: AN INSTALLED REFLECTOR SYSTEM ...................................................... 5-3
MAPS
MAP 1: WILD ASS SANCTUARY ........................... 2-3
MAP 2: -VIEW OF CORRIDOR WITH REFERENCECTO SANCTUARY .................. ................. 3-4
APPENDICES
APPENDIX-1: REFLECTOR SPECIFICATION FOR PLACEMENT AND MOUNTING
APPENDIX-2: DESIGN AND INSTALLATION OF SIGN BOARDS
APPENDIX-3: BUDGET FOOD GRADEN
NW, IV
1. OVERVIEW OF GUJARAT STATE HIGHWAYS PROJECT
The state of Gujarat is located on the western coast of India, north of the State ofMaharashtra. It borders Pakistan to the north-west. The State straddles the Tropic of Cancer
along the Arabian Sea and has an area of 195,904km2.
The State has a road network of about 70,000 km, of which 2,000 km constitute the primarynetwork (namely, the National Highways, controlled by the GoI), and 20,000 km constitute the
secondary network (namely, the State Highways, controlled by the R&BD, GoG). Theremaining roads are controlled by the local self-governments (namely, the Panchayats andMunicipalities). Most of the State Highways are either two-lane or intermediate-lane
carriageways on 10m road formation.
Due to rapidly increasing traffic, industrial growth, and increasing levels of mobility, the
existing State Highways are experiencing varying levels of stress, which in turn impedes theindustrial and economic development of Gujarat. To relieve that stress, the GoG hasundertaken the Gujarat State Highways Project (GSHP) with loan assistance from the WorldBank (WB) to upgrade selected Highway corridors in order to facilitate smoother and quicker
movement of goods and people.
The Gujarat "Project Co-ordinatihg Consultancy" (PCC) was undertaken by N D LeaInternational Ltd., Canada (NDLI) in association with Lea Associates South Asia Pvt. Ltd.,
India (LASA).
A "Strategic Options Study" (SOS), undertaken by LASA in 1995, evaluated 3000km of StateHighways and selected 1500km for detailed feasibility study. The objectives of the PCC, during
the feasibility study, were to conduct a detailed feasibility study, which applied economic andenvironmental principles to formulate establish a road investment program for a sub-set ofthese roads to be funded by the World Bank loan.
1.1 OBJECTIVES OF THE PROJECT
The GSHP aims to improve a portion of the road transport network in the state within the
constraints imposed by the available funding. More specifically, the objectives are thefollowing:
* to provide more efficient transportation of passengers and goods in the state;
* to provide better accessibility a'nd reduce traffic distress on the arterial highways passing
through the state;
* to ensure a minimum longevity of the roads for a period of 15 years, thereby reducing the
cost of maintenance, travel time and vehicle operation and;
1-1
Chapter - 1
RIGHT OF WAY. TYPICALLY 30M _
Clear ClearCarria e Way__hule
Shoulder der___ _ _ __ _ _
3 5m 3 5m
7 Om 7 Om
CORRIDOR OF IMPACT
Figure 1.1: Typical Cross-section - GSHP
to improve accessibility to the major ports, existing and proposed industrial estates, and
foreseeable mega-industrial complexes for efficient transport of goods.
The GSHP generally involves widening and strengthening of the project corridors along the
existing alignment and within the existing RoW (subject to minor modifications in order to
improve road geometry and for road safety).
1.2 PHASES OF THE PROJECT
The project is to be implemented in three phases, designated respectively as Phase I, IIA, and
IIB. Phase I involves widening and strengthening of 246.3 km of State Highways, whereas
Phase IIA consists of 249.2 km of State Highways for widening (the 65 km Mahesana-
Palanpur corridor is common to both Phases I and IIA: existing two-lane carriage-way to be
strengthened in Phase I and a two-lane new carriage-way to be added in Phase IIA.). The
remaining 393.14 km roads are a part of the Phase IIB (Refer Table 1.1) of the Project.
Table 1.1: Phase-wise Implementation Programme
Phase Contract Corridor No. Corridor Name Length of CorridorPackage (km)
I 01 Sarkhej - Viramgam 47.7
II 03 Mahesana - Palanpur 65.0
Phase I III 06 (part) Godhra - Halol 38.0
IV 28 (part) Rajkot - Link to Vanthali 60.0
V 17 Kadodara - Bajipura 35.6
Sub-total 246.3
VI 03 Mahesana-Palanpur(new two lanes to be added) 65.0
Phase Vll 05 Shamlaji - Lunavada 85 5IIA 06 (part) Lunavada - Godhra 36.0
VIII 08 Ladvel - Dakor 18.0
09 Dakor - Godhra 47.7
Sub-total 252.2
Phase IIB IX 10 Vadodara - Jambusar 45.4
12 Bharuch - Dahej 47.7
X 26 Jetpur - Junagarh 24.24
27 Rajkot - Morvi 68.2
1-2
Gujarat State Highways Project., Phase IIB-Vol. IID
Phase Contract Corridor No. Corridor Name (Lkn )
XI 28 (part) Falla - Jamnagar 65.1XII 02 Viramgam - Halvad 71.5
XIII 21 Bagodara - Dholka 22.7
22 Wataman - Pipli 24.0
XIV 13 Olpad - Ichchhapor 11.0
15 Magdalla - Sachin 13.25
Sub-total 393.14
ALL TOTAL 891.64
Source - SEA Report, NDLI/LASA,1997
1.3 OVER-VIEW OF GSHP: PHASE IIB
Phase IIB includes 10 corridors located in Southern Gujarat and the Western peninsula of
Saurashtra, totalling to 393.14 km-of State Highways that would be upgraded in this Phase.
Most of these Highways would handle traffic at design speeds of 100km/h instead of the
present 65km/h. However, even with such a strengthening most of the up-gradation would
occur within the RoW already acquired by R&BD.
The Environmental Study for Phase IIB of GSHP (Refer Volume IIA, ESR, NDLI/LASA) has
encompassed all the components of the bio-physical and social environment that are relevant
in the context of this Project. This study covered detailed assessment of elements of natural
and human environment covering general as well as site-specific situations for all corridors.
Also, composite sampling for air quality (3 days continuously) and ambient noise levels (24
hours) at selected locations along critical corridors was carried out. Trees, ponds, wells and all
other water sources within the RoW were enumerated as a part of Environmental Survey.
Water quality was tested at wells and ponds most frequently used by the neighboring
communities. This would provide a base line data to compare the effect of the Project over a
period - before, during and after the implementation is over.
Among others, considerable emphasis was laid on developing effective environmental designs
and mitigation measures for site-specific problems. A separate report - Volume IIE:
Environmental Design and Mitigation measures, covers all information and drawings in
this regard.
As a part of study with respect to social environment, detailed socio-economic surveys were
carried out along all corridors. Data on income source/s, literacy, property and assets,
perception about the project, household structure and composition etc. was collected among
other things. These details have been covered appropriately in various Chapters of the
Environmental Study Report (specially in Chapter 4: Existing Baseline Status, Chapter 5:
Assessment of Potential Impacts and Chapter 8: Resettlement Action Plan) prepared for this
Phase.
All cultural properties within RoW and in the indirect zone of influence of the Project were also
surveyed, listed and enhancement prescriptions were prepared for the same. All the details
llwwwa 1-3
Chapter - 1
including enhancement plans in this regard have been highlighted in a separate report (ReferVolume IIF: Cultural Properties) to provide a better and a complete information base tothe ones interested in this, particular aspect.
In addition to this, in Phase IIB, the objective has been to concretize the operation plans,detailing out the methods and tools for implementation of EMAP and RAP. The details ofoperationalisation of the institutions and their working procedures recommended for theimplementation of environmental and R&R components have been worked out.
As the working procedures recommended now will form basis of any action to be taken by theEMU and all other agencies in all phases of the project, a separate stand-alone report,Volume IIB: Institutional Arrangements and Legal- Setting for GSHP has beenprepared.
However, last but not the least no project planning, design or implementation can becompleted without providing a platform for public opinion and their effective involvement inany Project. The acceptance or success of the Project depends to a large extent on how therole of the community has been perceived in the initial stages of the Project.
In order to obtain factual information about local level issues and true aspirations of thepeople, it is extremely essential to provide the community complete knowledge about theProject. This would essentially formalize the process of sharing information so that thedecisions made by the people are correct and are made in the light of complete knowledgeabout the Project.
In order to accomplish this, exhaustive Public Participation Programme was organised toaddress location specific issues more precisely so that they could be meaningfully incorporatedinto road design.
In order to put together the various details of this exhaustive program a separate stand-alone report hasbeen prepared - Volume IIC: Public Participation Programme. This particular report providescomplete details on the Public Participation Programme organised in Phase IIB - from its inception,approach and methodology to location wise issues raised, solutions provided, evaluation andrecommendations. Last but not the least, a detailed Survey on Wild Asses - an endangered speciesinhabiting the Little Rann of Kachchh along Corridor 02 (Viramgam-Halvad), which lies south of the Wild
Ass Sanctuary, has been conducted under this Phase.
A detailed Survey on Wild Asses - an endangered species inhabiting the Little Rann ofKachchh along Corridor 02 (Viramgam-Halvad), which lies south of the Wild Ass Sanctuary,has been conducted under this Phase.
The primary objective has been to identify Wild Ass Crossing locations so that adequate
measures could be drawn up to prevent any probability of collision of vehicles with the WildAss during the operational phase of the Project. More than this, pilot projects have beendeveloped under GSHP to protect this endangered animal by developing fodder cum waterpoints so as to avoid the probable crossings altogether. This would help in providing not onlymitigation measures but also in creating better micro-environmental conditions in the area.
1-4
Gujarat State Highways Project Phase IIB- Vol. lID
Volume IID: Wild Ass Crossing on Corridor 02: Viramgam-Halvad covers all details inthis regard.
The report discusses various reasons responsible for Wild Ass migration into areas across theHighway. Major impact/s of the proposed widening and strengthening activity on Wild Ass
crossings has also been identified land discussed. Various possible mitigation measures withrespect to the above-mentioned issue/s have been analyzed and discussed at length. Onemust note that the scope of the Project is limited to provision of solutions on or near theHighways during the design and construction phases. The ultimate solution will requireconcrete efforts from the Department of Forests, the Sanctuary authorities, the RevenueDepartment, other associated agencies and Departments of the state Government andparticipation of NGOs and villagers residing in the fringe areas of the Sanctuary.
A. 1-5
2. ASSESSMENT OF THE WILD ASS CROSSING SITES ALONGVIRAMGAM - HALVAD CORRIDOR
2.1 INTRODUCTION
The collision of domestic and wild animals and vehicles is one of the operational legacies ofHighway development. Vehicle collisions with domestic animals (dogs, cats and livestock)mostly occur in the urban and semi-urban areas; whereas, the wild animal accidents are foundin or adjacent to rural areas, forested tracts, parks and sanctuaries. These incidents can beconsidered a residual negative impact that holds a significant bearing on the society andanimal population in the long-term.
Wildlife-vehicle collision studies in North America have identified that for every dead animalfound on the road, additional five collisions occur where the animal leaves the right-of-way todie from their injuries later. The result may be such that the endangered wildlife could faceextinction. In case of other species, their threshold population could be pushed more towardsextinction, if such encroachment on their habitat continues. The costs can also be high forsociety through damage to vehicles, personal injuries and even death of the motorist andpassengers.
In British Columbia, Canada, over $30 million dollars is paid out annually to repair vehicles,for medical costs and loss-of-life insurance from collisions with wildlife. Moreover, wildlife lostis valued at $10 million dollars annually. Unfortunately no such documentation is available inour country and therefore, it is difficult to estimate the cost of such environmental damage.
Ninety percent of animal-vehicle collisions occur at night. In the case of migration of wildanimals, the crossing of roads has been observed as a daily or seasonal movement to other
habitats in search of food, water and mating. New road projects in the planning stage can
avoid wild animal collisions if proper studies pertaining to their movement pattern areconducted in this regard and accordingly the alignment is fixed away their zones ofmovement. However, where existing roads already have recorded high number of wildlifecollisions, only a prescribed number of mitigation measures are available. These includeeducational/psychology measures such as, driver education and signage; physical structures
such as over or under-passes and exclusion methods such as reflectors and fencing.
In India, the majority of animal-vehicle collisions involve domestic stock in urban areas.Unless these animals are contained, the problem will continue to be a concern duringoperational phases of Highway development. However, there are roads that pass through orare adjacent to the wildlife parks or sanctuaries that shelter unique or rare species and withsome listed as endangered. These species often attract world attention and provide, throughtourist visits, a considerable amount in foreign exchange to the economy. Therefore, thiswildlife population cannot afford to be subjected to pervasive losses through encroachment onhabitats and vehicle collisions.
D J, 2-1
Chaptw - 2
In Gujarat, there are two such rare and endangered species-the Asiatic Lion and the IndianWild Ass. The concern for this study is the potential threat to the Indian Wild Ass (Equushemionus Khur) from highway improvement and the projected increase in traffic that will plyon the road located close to the southern boundary of the Little Rann of Kachchh, the onlyhome to this endangered animal.
2.2 THE PROBLEM
The Indian Wild Ass has been listed as an endangered species and its only inhabit is theestablished sanctuary and near vicinity areas of the Little Rann of Kachchh. The southernboundary of the sanctuary is close to State Highway 07 (Refer Map 1). The nearest point ofthis sanctuary from the Highway is only about 7.5 kms. This Highway is scheduled to beupgraded and will be carrying high volumes of traffic (8744 PCU per day) in 2001. By year2017, the design life timeframe, the traffic isexpected to increase bythree times the presentvolume.
Groups of Wild Assreportedly cross thehighway on a daily (duskand dawn) basis (ReferFigure 2.1). Thismovement is even moresignificant during the dry Figure 2.1: A W'ild Ass Herd In the vicinity of Corridor 02season, when the animalcrosses over for food and water in the agricultural belt, located south of the sanctuary. Thesegroups appear to have become habituated to traffic and the presence of human activities inthe area.
The anticipated increase of truck traffic during night on this improved Corridor posessignificant threat to the Wild Ass population, as and when they cross the road in groups.
A number of groups have established a permanent habitat along the road located on thesanctuary side of the Sanctuary. This has resulted from an increase in the Wild Ass populationover the last nine years. Also, increasing encroachment of salt extraction activities and firingrange of the Indian army have pushed the Indian Wild Ass population more and more awayfrom the western part of the sanctuary. As a result, their numbers have increasedconsiderably in the southern fringes of the sanctuary area. To reduce the potential of vehiclecollisions, a detailed literature and field assessment was carried out as a part of GSHP.
2-2
6271rwt5tAte &kwaysroec.PAs'seff-VoliD
CUJARAT
70 0' 72-10
24' 7' GREATER RANN OF 24' O' RA
KACHCHH '4XDHANP R
RA A
A S-- ___
RAPAR E~~~~~~~~~~~~~~~~~~~~WCOLGAL BOWNDRY
* WU=-uRaWaS OF V ULAEUSM E W~LD ASS
Wu tas SANCThMW
t a-IcA BOUNDWY
~~<j BtAU -== F--= 8, \ \ ~~~~~~~~o WWsASS HffBAD) * DASADA 0 TAHED QUS;IKMA mumHM Q aA1TR
230' O 23S0 1
SCALE:S1
WILD.ASS SANCTrUARY
urAJAr AsTAIr
7 0' 72i O' PAN PR T
N. D. LEA
emu" A
Fm ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~2-3
api -2
2.3 GUJARAT STATE HIGHWAY PROJECT
The Roads and Buildings Department (R&BD) of the Government of Gujarat contractedthe Project Co-ordinating Consultancy (PCC) services through World Bank funding toselect and prepare detailed designs for a number of State Highways to be rehabilitated.A total of 1,500 km of roads were studied under a detailed feasibility study from which826.9 km were selected for up-gradation and improvement. Of this, 246 km will be'up-graded in Phase I, 252 km in Phase IIA and 393.09 km, will be taken up forstrengthening in Phase IIB. In Phase IIB, there are 10 corridors that have been taken upfor design and construction.
It is one of the corridors, Viramgam - Halvad, in Phase IIB, that affects the Wild Assand their movements. The corridor has a length of 71.5 km. The corridor is further sub-divided into three links, namely,
o 021 Viramgam to Malvan (chainage 58.5 to 91.7)
o 022 Malvan to Dharangdhra (chainage 91.7 to 104) and
o 023 from Dharangdhra to Halvad (chainage 125 to 151).
The major area of concern lies within Links 021 and 022. Further, in these two links, themain concern lies between km 75 to km 104.
2.4 NEED OF STUDY
The Wild Ass population was by and large confined to the areas in the Little Rann ofKachchh at the time of delineation of the sanctuary. Thei increase in the population ofthe Wild Ass and the loss of their grazing areas in theL Rann has lead to the out-migration of some ofthese animals fromthe protectedenvirons of thesanctuary. The WildAss groups, thathave moved out ofthe sanctuary arenow used to the newenvirons and form a -
separate group fromthose within thesanctuary (ReferFigure 2.2). They
'are much used to Figure 2.2: Wild Ass Grazing Near the Highwaythe presence of human beings and their associated activities.
_oorAw-WA 2-A
Gujarat State Hlghways Project., Phase JI8- Vol. IID
The State Highway 07 has been in existence for long now. Till date it has not caused
much problems in terms of collisions of vehicles plying on the Highway and the WildAsses. In fact, during the last five years there have been no reported accidents involvingthe vehicles and the Wild Ass. This can be partly attributed the shy nature of the animal(though now used to presence of humans, still doesn't allow people to come near, itsactive nature and great speed. The GSHP forecasts traffic growth at no more than thenormal time based. The probability of collisions is, thus very limited.
However, recognizing the value of this last of the surviving Wild Ass species in theworld, the GSHP proposes some measures for their safety. It may be noted that allmeasures proposed, as part of the project report, are preventive in nature. Collisions areonly a perceived threat, due to increase in number of vehicles plying after therehabilitation of the Highway. Even though the animals are too much used to theHighway and other human environs by now, certain precautionary measures will have tobe provided to reduce any susceptible damage to the species in the event of Highwayimprovement.
2.5 OBJECTIVES OF THE STUDY
Keeping the above-mentioned context in mind, the following objectives were drawn to
assess the likely threat to the Wild Ass - an endangered species of the Little Rann ofKachchh -
o To establish the number and crossing locations of the Wild Ass;
o To establish the reasons for the migration of the Wild Ass;
o To find out through primary and secondary surveys actual sightings of the animaland
o To prepare a multi-purpose mitigation strategy to ensure protection of the Wild Asspopulation.
2.6 METHODOLOGY OF THE STUDY
In order to achieve the above-mentioned objectives, the study was structured through aseries of primary and secondary data collected for basic assessment of the problem.
Among the primary sources of information, the following were important -
o Discussions with wild life experts,
o Information gathered by environmental groups working in the Little Rann of Kachchh
o NGO activists working towards environmental protection in the area
o Information and research work, including thesis and reports on the issue
2-5
3. ENVIRONMENTAL SETTING
3.1 INTRODUCTION
Though the Rann (saline desert) of Kutch is one of the most complete deserts on the earth, it supportsunique ecosystem, a vast area of flat land interspersed by elevated areas, called Bets'(islands), a uniquemirage effect with magnificent avi-fauna and rare and endangered fauna of the world namely IndianWild Ass (Equus hemionus khur). Unique desert ecosystem with rare species of Wild Ass makes theSanctuary eligible to be declared as Biosphere Reserve as well as World Heritage. (In fact, the CentralGovernment has already made a proposal in this regard).
3.2 LOCATION OF THE SANCTUARY
World famous Wild Ass Sanctuary covers entire Little Rann of Kutch along with coastal areas of fivedistricts in the state of Gujarat viz.; Surendranagar, Kachchh, Mehsana, Banaskantha and Rajkot. TheWild Ass Sanctuary is located between latitude 22055'N to 24°35'N and longitude 70°30'E to 71°45'E. TheSanctuary, which is one of the biggest in India having the total area of 4,953 sq. km. came intoexistence in 1973.
3.3 GEOGRAPHY OF THE AREA
The Little Rann of Kutch is situated in western part of India in the state of Gujarat. It touches the Gulfof Kutch along with the borders of five districts viz. Kutch, Banaskantha, Patan, Surendranagar andRajkot. Until 400 B.C., the Rann was a shallow part of Gulf of Kutch and big rivers like Sindhu, Banas,Saraswati etc. were emptying in this area. Over the time, due to siltation, this area got elevated abovethe sea level. Even today, during monsoon the Rann regains its continuity with Gulf of Kutch. Sand andsilt are the main ingredients of the soil.
3.4 CLIMATIC CHARACTERISTICS
The area has a distinction of having the maximum average rate of evaporation with temperatures of up
to 480 C in summer and up to a low of almost 00 C in winter. Drought conditions generally prevail in thisarea with an average rainfall of 300 mm. per annum.
3.5 ECOLOGICAL CHARACTERISTICS
The sanctuary can be divided into 5 major ecosystems (Singh, 1999).
* A vast flat saline area with a maximum elevation of 2 to 3m.* Bets, 74 elevated areas of land of which 51 are vegetated and are used by the Ass for foaling and
refuge during the Monsoon.* Shore or fringe areas.* Transition areas between 1 and 2 where salt content is less and* Water bodies.
3-1
Chapter - 3
Over the years a unique lifecycle has been established mainly on the fringe and Bet (island) areas of the
Sanctuary. It is the habitat of rare and endangered species like Indian Wild Ass, Chinkara, Black buck,
Blue bull, Wild boar and carnivores like Wolf, Desert fox, Caracals, Desert cat, jackal etc. The Indian
Wild Ass (Equus hem/onus Khur) is a rare sub species of the Asian Wild Ass and is listed on the red list
as one of the most endangered animals in the world, as identified by the UN's International Union for the
Conservation of Nature and Natural Resource.
Apart from rare mammals, there are more than 300 species if birds, out of which 33 species are
endangered and nearly 80% of them breed in this area. Breeding colonies of Flamingos and Caspian
terns are unique of their kinds in South Asia. The list of birds found in the Sanctuary is very rich and it
includes rare birds like Lesser Florican, Houbara Bustard, Blue-headed Rock Thrus, Schaheen Falcon,
Laggar Falcon and Large Desert Lark.
There are 18 species of snakes including rare and beautiful Royal snake as well as 16 species of lizards,
which include Spiny Tailed Lizard. So far 5 species of amphibians have been recorded in the area.
During monsoon when the Rann gets inundated by river and back sea water, it produces marine fauna,
in which Prawns of Little Rann are the most famous.
To sum up, within the Rann 28 species of mammals, 36 species of reptiles and about 160 species of
birds have been recorded (Singh,1999). Other species, which have also been declared endangered and
listed in Schedule-I of the Wildlife (Protection) Act of 1972, have been recorded in the sanctuary.
Though most of the area of Rann does not favour growth of vegetation, there are 73 species of plants,
which include highly endangered plants like Sueda, Allurops and saline resistant grasses in Bet and fringe
areas which are the fodder base of wild herbivores. Many of these species have been listed in the
Schedule I of the Wild Life Protection Act (1973). They have been also been classified as rare and
endangered by IUCN, ZSI, GEC, etc.
3.6 ZONES OF THE SANCTUARY
The Sanctuary has been divided into three zones -
1) Southern Fringe Zone
2) Eastern Fringe Zone
3) North-Western Fringe Zone.
The southern fringe zone is the closest to Links 021 and 022 that are to be upgraded as part of GSHP.
The Links run parallel to the sanctuary boundary for approximately 28.5 km. The nearest distance from
the edge of the sanctuary to Link 021 is 7.5 km (Refer Map 2).
3-2
Gujarat Sate Highways Ppje: Phase fB
3.7 ABOUT THE WILD ASS
The Indian Wild Ass is one of the sub species of the Asiatic Wild Ass, Equus hemionous khur. Till the last
century, the Indian Wild Ass had a fairly wide distribution in the dry regions of north-west India andPakistan. However, agricultural and urban expansion reduced the original habitat of the Wild Ass.
The Wild Ass is now more or less restricted to the UtLe Rann of Kuchchh. The majority of the population
4M -~ ~ ~ ~ ~ Ya
35W3M -
0
iu 22D7
0.~~~~~~~~~~~~~~~~~~~2
500-
0L945 L~~~1Q5317 m
Year
Figure 2 : Trend of Population of Wild Ass in the Sanctuary in the last 50 Years
is located more in the southem portion of the sanctuary. A number of researchers have studied and
monitored the numbers, movement and behaviour of the Wild Asses.
Gee (1963) estimated the population of Wild Ass to be around 870 in 1962. The census uhdertaken bythe Gujarat Forest Department established the population at 720 in 1976,1989 in 1983 and 2,072 in1990. The last census was conducted in January 1999 and assessed that the population of the Wild Asshas further increased to 2,839.
The Wildlife Institute of India observed in June 1994 that the Wild Ass was being frequently seen usingareas beyond the sanctuary boundaries, although their distribution dedines at a distance of over 10 kmfrom Rann. Based on sightings, the monitoring of two radio-ollared anirnals along the southem fringeand a survey of 192 villages around the sanctuary, it was established that some groups of.Wild Ass hadmoved out of the Sanctuary and established permanent range along and south of the road corridor.Along the corridor there are normally groups of 10 to 20 animals. Wildlife surveys aDnducted by PCCenumerated approximately 125 wild asses along the cortidor, that now habitat areas outside thesanctuary. This number represents 4.5 percent the total Wild Ass population.
3-3
Chapter - 3
/ / / / / / ,, / / / / / /,'/ / / / / / / / / / / / / / / / / / / //
/ / / / / ' / / , , , V V / V - V V V V / / V V V V / / / / /t
/ / / / / /, / / / / / / / / 'V/ / /' / / / / / / / / / / / / / /> ,,, qWI LD ASS SANCTUAY,,,
aa TO ~~~~~BAJANA
I I
0a
CY
P6 P5 0 < PI~~~~~.,A4 -< I- , Y'>''/ ;c~YVOOO 0 Y I- - Ž4 75/OO0104/0 0095/000 - 90/000/ 0
AK HIYAN 000,,,,///// - 0500
__~~~~~~~~~~~~~~~~~~~~~~~~~~~~~A zt7-',-~-'K LEEN TO NANI MJAJETHI
-~~~ ~~~Ž.. -- KŽy ,/V'> = ~~~~~~~~~~~~~WILD ASS SANCTUARY
UMAI RIVER ~~ r WILD ASS SIGHTINGS
=WILD ASS CROSSINGSoP = PONDS
DRAWING N07 TO SCAJF 0o SETTLEMENT
rn a: z °>0 BAJANA
GLjarat State Highways fjeCt: Ptmase B
3.8 REASONS FOR MIGRATION OF THE WILD ASS FROM THE SANCrUARY
3.8.1. Scarcity Of Food
The native plants, Aleuropus logopodies (Dolri) and Suaeda Sp. (Morad) are the preferred food of the
Wild Ass. The large-scale spread of Prosopis Juliflora in the sanctuary is one of the main contributors for
the reduction in the growth of the native plant. This is one of the primary reasons for the scarcity of food
in the sanctuary. The result is that groups of Wild Ass have left the sanctuary to feed on the standing
crops of the farms in the village areas. In particular the leaves of the cotton plant are consumed by theWild Ass. These forays into the fields coincide with the peak period of agricultural production. The
crossing of the highway by the wild asses occur, particularly in these two links, in search of food and
water. The highway is in the path of the sources of food and water.
TABLE 3.1: HABITAT SUITABLE FOR WILDLIFE ALONG THE COMIDOR
Urban Area Rural Area(ha)
Taluka Total Area(in hac) Rural Area Forest Inigated Nn CuWivable Non Habitat
Hac. % (%Y) ImITgated Cultivable suitable for(%) land (%) (%4) waste (%) M%) Wild lif
Viranxjam 171415.61 6912 4.03 164503.61 4928.6 130025.46 15000.42 14549.27Virarngan__ 171415.61 691 (95.97) (3.00) (79.04) (9.12) (8.84)
Dasada 163011.32 6288 3.86 156723.32 4834.6 3478.3 11266.1 19919.22 15829.23 45414.9Dasada 13011.32 288 3.86 (96.14) (3.08) (2.22 ( 71.89) ( 12.71) (10.10) (27.86)
Dhrangdhra 136978.09 1036 0.76 135942.09 61S4.33 11538.9 67255.58 18033.34 27323.85 51511.52Dhrarngdhra 136978.09 1036 0.76 (99.24) (4.53) (8.49) (49.47) (13.27) (20.10) (37.06)
114404.03 2401.40 17920.05 48520.86 18708.40 26853.33 47963.63Halvad 121818.03 7414 6.09 (93.91) (2.10) (15.66) (42.41) (16.35) (23.47) (39.37)
Source: Disfrict Census Handbook 1991 * hgures in pareniesis ame percent of tcdal area
Previously the animals also used to aoss in areas between Dharangdhra and Halvad. The natural drains
and the riverbeds were the preferred route. However these areas are now zused for stone extraction.
The human interference has pushed the animals away from this location.
Corridor 02 traverses through four talukas; namely: Viramgam, Dasada, Dhranghadhra and Halvad The
land use for these talukas, and specifically the amount of land suitable for wildlife is presented in Table 3.1.
3.8.2. Encroachment of Prosopis Juliflora
Prosopis Juliflora was planted in the sanctuary area in
1900 by the Nawab of Radhanpur. This species has a - ,
tolerance for saline soils and controls soil erosion. The
forest department under the Desert Development
Programme and Drought Prone Area Programme
carried out Extensive planting. This to stop the process
of desertification into agricultural areas. The area of
the Wild Ass sanctuary under Prosopis Juliflora hasbeen increasing rapidly, from 33,423 Ha (1982-84) to Fig. 3.1 Wild Ass Habitat Area
42,827 ha (1995). The estinated rate of growth of Pfosopis Juliflora in the sanctuary is about 854
3-5
Chaptr - 3
Ha/year (GEER) Furthermore, Pivsopis Juliflora inhibits the growth of other native vegetation, which
are the food for the Wild Ass, although it does provide shade and shelter habitat for the wild ass.
TABLE 3.2: AREA UNDER PROSOPIS JULIFLORA
IN THE WILD ASS SANCTUARY
Year Area in Ha.
1982-84 33431.61986-87 31621.2
1992 38394.9
1995 42827
Source: Gujarat Ecological Education and Research Foundation
3.8.3. Salt Produdng Industries
Salt production requires an area with low rainfall and high evapo-transpiration rates The Litte Rann ofKutch has favourable dimnate, landform and soil conditions suitable for salt production.
The Rann produces 20% of total salt production of India allowing more then 40,000 people inside the
Sanctuary along with thousands of vehides. Though District Collectors are empowered by the StateGovemment to settle public rights in the Sanctuary since 1973, so far this has not been done. As aresult every year salt manufacturing areas within the Sanctuary are increasing due to popular demands,
which is a gross violation of the Sanctuary Regulations. Over the last 20 years, the salt manufacturing
activity has increased considerably. The increase in demandfor salt has resulted in an increase in area under salt
production. The area under salt pans has increased from
6,948 ha in 1982-84 to 13,357 ha in 1995. The area undersalt works and produdng industries is over 43,000 ha (GEER,
1999).
Though the industrialist lobby dains that there is no conflict
between wild ass and salt manufacturing activities, it hasbeen observed that the exodus of wild asses from theSanctuary has relation with excessive salt manufacturing. F abmta3on Sone
Daily needs of salt mrkers indude fuel, fodder, etc., whichdirectly or indirectly has its adverse impact on the wild animals and their habitat
TABLE 3.3: AREA UNDER SALT PRODUCrION
Year Salt Pan (Area In Ha)1982-84 6948.11986-87 4925.1
1992 13281.91995 13357.3
Source: Gujarat EcDsoglcal Education and Researdc Foundaron (1997)
A g 3-6
Gujarat State Highways Prject: Phase I1B
As a result, the original habitat of the Wild Ass has been disturbed and reduced over the years (ReferTable 3.3). This has also been responsible for their movement out of sanctuary. In addition to theproduction fadlities, transportation of material resulting in vehides plying is also a source of nuisance tothe animals.
3.8.4. Scarcity of Water
There is a scarcity of water within the Wild Ass Sanctuary. The natural water sources in the sanctuarydry up by November and this forces the Wild Ass to leave the sanctuary in search of water and food.Since agricultural fields are in vidnity of the sanctuary they automatically become the targets for the Wild
Ass. Although the Department of Forests (DoF) also provides water in artifidally constructed troughs andponds, it is not enough to meet the requirements of all the wild animals in the sanctuary. The Wild Ass
is forced to move outside the sanctuary in search of water. They acs the State Highway to reach to the
ponds that are located on the other side.
A total of 12 ponds are located within a band 3 km either side of the Corridor 02. These ponds serve as a
source of drinking water for the Wild Ass. These ponds are regularly used by groups of Wild Ass. The
animals do not use the ponds in near vidnity of habitation. Even though the Wild Ass are used to the
human environs they try and keep away from a situation of conflict. Also the river channels and small
nallas, which flow across the corridor at different locations are also used for drinking by the Wild Ass, but
only in monsoon season because else they run dry.
3.8.5. Grazing Activities
There is widespread and unrestricted grazing by lakhs of domestic animnals causing degradation of fragileecosystem. Rampant grazing almost finishes fodder base and drinking water of wild animals of theSanctuary in 3 to 4 months. As a result, animals are forced to leave the Sanctuary fringes and movetowards the covplands. The agony of herbivores further increases due to invasion of Prosopis juliflora inthe vital grassland areas of the Sanctuary.
Fig 3.3: Dry Pond Fig 3.4: Wild Ass Habitation Zone
3.8.6. Human Settlements
Apart form 107 bordering villages of Sanctuary, many other villages of 10 Talukas of five districts have
their economic dependence on Sanctuary. Salt manufacturing, grazing and fishing are the majoreconomic activities, which give rise to pressures on this delicate ecosystem.
3-7
Chapter - 3
3.9 WILD ASS CROSSING
Wild Ass moves in hears and groups. Each heard has a leader, who moves ahead of the group. Whencrossing a highway the leader crosses first. Only on his reaching the other side the other group memberscross. As a result a significant amount of time is taken to cross. The animal also has a tendency to run incase a vehicle approaches near it. Hence they do not cross a highway in case they sight a vehicleapproaching. This is one of the main reasons to the unexpected 'no collision scenario'.
Iwo 3-8
4. SURVEY METHODOLOGY
4.1. SURVEYS
Four surveys were carried out to identify locations of the Wild Ass crossings on Corridor 02. Results ofthe survey were further used to propose measures to reduce the probability of collision of Wild Ass withvehicles, especially at night.
4.1.1. Surveys of the Ponds in vicinity of the Highway
A detailed survey was conducted of the water bodies and ponds in vicinity of the corridor. Secondarysources of information were used to establish the availability and duration of water in the ponds andwater bodies. Villagers, from nearby, were asked about sightings of Wild Ass, the frequency and time ofuse of the ponds. The location and use of the ponds and water bodies was also based on field sightingsof Wild Ass using them. Pug marks were also used in identifying the information was recorded andclassified into two categories; one, location on the sanctuary side of the corridor (North) and two,opposite side of the sanctuary (South).
4.1.2. Bus-Truck Driver Survey
Primary information on the sighting and crossing of the highway by the wild Ass was also collected frombus and truck drivers. A survey form was handed out, for 6 days, to bus and truck drivers, at half-hourlyintervals, travelling in both directions. The locations selected for handing out and receiving the surveyforms were chainage 75.5 and chainage 102.0. At both the locations there were roadside eateries wherethe buses and trucks often stop for refreshments. The survey was co-ordinated by usage of wireless setson both the end locations. The information collected from the survey was used to identify the specificand frequent crossing locations
4.1.3. Survey along the Highway
A survey along the highway was conducted. The locations selected for carrying out the survey werebased on the information provided by the local division of the DoF. The locations were as per theirrecords of sightings of the Wild Ass in vicinity of the corridor. In this survey, surveyors moved in a radiusof 2 km from a designated point. Within this study zone the number of Wild Ass were enumerated, thetime of the sighting and the side of the highway they were on was also recorded. All the surveyors wereprovided with wireless sets to keep in constant touch. Each survey team used to tell others of the siting,location, number of animals in the heard and any identification marks etc. This helped keep track of themovement patterns and the probable cross over location of the herd.
4.1.4. Survey of the Drainage Channels
Culverts and bridges constructed over these natural channels allow for sufficient clearance and ease ofaccess to the wild asses. The information collected from this survey established the height and width ofthe culvert and bridges, and the width of the pathway used by the Wild Ass. This information will beused to establish the size of underpasses that would accommodate the movement of the wild asses
4-1 '
Gujarat State Highways Project Phase IIB
As a result, the original habitat of the Wild Ass has been disturbed and reduced over the years (ReferTable 3.3). This has also been responsible for their movement out of sanctuary. In addition to the
production fadlities, transportation of material resulting in vehides plying is also a source of nuisance to
the animals.
3.8.4. Scarcity of Water
There is a scarcity of water within the Wild Ass Sanctuary. The natural water sources in the sanctuary
dry up by November and this forces the Wild Ass to leave the sanctuary in search of water and food.Since agricultural fields are in vicinity of the sanctuary they automatically become the targets for the Wild
Ass. Although the Department of Forests (DoF) also provides water in artificially constructed troughs andponds, it is not enough to meet the requirements of all the wild animals in the sanctuary. The Wild Assis forced to move outside the sanctuary in search of water. They Cross the State Highway to reach to the
ponds that are located on the other side.
A total of 12 ponds are located within a band 3 km either side of the Corrdor 02. These ponds serve as a
source of drinking water for the Wild Ass. These ponds are regularly used by groups of Wild Ass. The
animals do not use the ponds in near vicinity of habitation. Even though the Wild Ass are used to the
human environs they try and keep away from a situation of conflict. Also the river channels and small
nallas, which flow across the corridor at different locations are also used for drinking by the Wild Ass, but
only in monsoon season because else they run dry.
3.8.5. Grazing Activities
There is widespread and unrestricted grazing by lakhs of domestic animals causing degradation of fragile
ecosystem. Rampant grazing almost finishes fodder base and drinking water of wild animals of the
Sanctuary in 3 to 4 months. As a result, animals are forced to leave the Sanctuary fringes and movetowards the croplands. The agony of herbivores further increases due to invasion of Prosopis juliflora in
the vital grassland areas of the Sanctuary.
L - _L .. w d~~1
Fig 3.3: Dry Pond Fg 3.4: Wild Ass Habitation Zone
3.8.6. Human Settlements
Apart form 107 bordering villages of Sanctuary, many other villages of 10 Talukas of five districts have
their economic dependence on Sanctuary. Salt manufacturing, grazing and fishing are the major
economic activities, which give rise to pressures on this delicate ecosystem.
3-7
Gujarat State ighwa Pojt: Ptase fB
north and two ponds on the south retain water throughout the year. To drink from the two perennialponds groups of Wild Ass cross the corridor.
4.2.2. Bus/Truc Driver Survey -
A survey was conducted with bus and truck drivers who -ldrive on the Viramgam - Dhrangadhra corridor duningnight. Survey forms were handed-out to the drivers at -
chainages 75.5 and 102 respectively. The form requestedinformation about sightings of the Wild Ass within theestablished zone of 75.5 and 102. Following the oollection f ,±of the forms, the information of sightings of the Wild Ass Fig. 4.3: Wild Ass Grazing near the
crossing the morridor was collaborated with that from other Highway
surveys. The results of the survey are shown in Table 4.2 and Table 4.3.
The daily traffic on this secion of the highway is projected at 7660 PCU per day for year 1999 (1997,NDLI / LASA). The survey was conducted for 6 days. The number of vehides enumerated also variedbecause the level of daily traffic in each direction varied.
TABLE 4.2: Bus/TRucK DRIVER SURVEY DIREcTnoN (EAsT To WEgr)Direction from Chainage 75 to Chainage 102
Date No of foTrn No. of forTn No. of No. of Wild Asshanded aollecded 99hbqp ChairkW Sighted
12/05/99 8 3 . - -
13/05/99 20 17 1 84.5 6
89.8 314/05/99 7 3 2
98.2 6
15/05/99 12 7 - - -
17/05/99 17 10
Sowur: Frmar Swvey LAS4 (May 1999)
TABLE 4.3: Bus/TRucK DRIVER SURVEY DIRECION (WEST T EAST)
Direction from Chainage 102 to Chainage 75
Date No of forrns No. of forrn No. of Sightings Chai No. of WildHanded Collected Ass Sighted
1205/99 18 10 1 84 3
13/05/99 13 5 - - -
14/05/99 16 16 1 98 4
15/05/99 14 12 1 98.3 6
17/05199 16 12 - -
Sou: Pmary SFrVey LMS4 (May 1999)
On the third night of the survey, of a total of 23 drivers sampled, 3 drivers observed Wild Ass crossingthe highway. In total the bus and trjck survey reoorded 6 sightings with a total number of animals
observed at 28. It is also observed that the maximum crossings take place near chainage 98. A total of14 Wild Ass were sited in this chainage in two days.
4-3
Chapter - 4
4.2.3. Field Survey
Wild Ass crosses the highway at a number of different locations. These specific sites were assessed inthe field by stationing surveyors for 10 days and nine nights at the most probable crossing sites. TheForest Department provided information about the probable locations of the crossing sites. The
surveyors moved in a radius of 2 km from the highway. The information on the results of the survey ispresented in Table 4.4.
TABLE 4.4: SITING OF WILD Ass ADJACENT TO THE HIGHWAY
Date Chainage Time Wild Ass Siting Embankment Height (m)No. Side South (m) North
93.8 12:30 A.M. 2 South 0 73 1.1093.8 03.45 A.M 4 South 0.73 1.1098 03: 10 A.M. 4 North 0.35 0.8998 04:10 A.M 4 North 0 35 0 89
30 Aprii 99 100.2 02:10 A.M. 1 North 0 61 1.06100.2 06:25 A.M. 8 South 0 61 1 06100 2 08:40 A M 4 North 0 61 1 06104 05:30 A.M. 8 South Near Bridge Near Bridge99 02:15 A M. 4 South 0 45 1.0499 03:45 A.M. 4 North 0 45 1 04
1 May '99 83.5 04:50 A.M. 12 North 0.2 198 06:45 A.M. 2 North 0 35 0.89104 04:50 A.M. 8 South Near Bridge Near Bridge98 03:50 A.M. 4 South 0.35 0.8998 05:45 A.M. 6 North 0.35 0 89
2 May 99 83.5 12.30 A.M. 6 North 0.2 1
83.5 02.30 A.M. (Near POnd) North 0.2 1
104 04:50 A.M. 8 South Near Bridge Near Bridge99 03 50 A.M. 4 North 0.35 0 89
12 May '99 95 05:45 A.M. 2 North Near Bridge Near Bridge104 05:30 A.M. 12 South Near Bridge Near Bridqe100 06:30 A.M 2 South 1.09 1 03
13 May '99 103 07:30 A M 2 North Near Bridge Near Bridge104 05 30 A.M. 8 South Near Bridge Near Bridqe95 08.30 A.M 1 South Near Bridge Near Bridge
101 06:30 A M. 2 North 0 29 0 7514 May '99 104 05 30 A.M. 8 South Near Bridge Near Bridge
101 06.30 P.M. 1 North 0.29 0.75104 06 00 P.M. 12 South Near Bridge Near Bridge95 06:00 A.M. 1 South Near Bridge Near Bridge
15 May'99 97 06:30 P M. 2 South 0 66 0 6815 May'99 100 07:30 P.M. 4 North 1 09 1.03
104 05:30 A.M. 8 South Near Bridge Near Bridge
Source Pnrmary Survey, NOLt LASA (May 1999)
During the survey, groups of Wild Ass crossed the highway at a number of different locations. Preferred
crossing sites are at locations where the fill heights are at a minimum. Moreover, most of the crbssing
sites are also close to the perennial ponds, including the existing crossing site information from the
Forest Department. The following were identified as the locations where the Wild Ass crosses the
Highway; km 81.8, km84.2, 89.6, km98.1, km98.4, km98.1 and km100 (refer Table 4.5). The highway
crossing sites at km 81.8 and km89.6 are specifically for the movement of groups of Wild Asses from one
pond to another.
A . 4-4
Gujarat State Highwa Proect: Phase IIB
TABLE 4.5: OBSERVED HIGHWAY CROSS OVER LocATioNs OF THE WILD ASS
Date Chainage No. of Wild AssFrom To
12/5/99 81.8 81.9 Foot Prints of Wild Ass
12/5/99 84.2 84.28 Foot Prints of Wild Ass
2V5/99 89.68 89.73 6
2/5/99 98.17 98.18 6
2/5/99 98.45 98.64 4
1/5/99 98.68 98.72 4
30/4/99 100.05 100.08 4
Sour: Prflmary Surey, NDLI/ ULV4, 1999
4.2.4. Natural Channel Survey
Groups of Wild Ass appear to follow natural paths such as riverbeds or dry drainage channels to crossthe road. There are a number of channels and rivers that flow across the corridor. A culvert or a minorbridge is constructed on the highway at each of these locations. A survey of the tracks was conducted ateach of these locations. It was observed that the Wild Ass, those inhabiting the sanctuary, uses thesenatural tracks for reaching the ponds, for drinking water during the dry months. At each of the trackobserved, the height, width and opening of the cross drainage was recorded. It was observed that theWild Ass uses only those culverts that have a minimum height of 2.5 m and a span length of 7.0m. WildAss tracks were also seen frequently in the culvert 95/3, chainage 94.9 and the bridge over the RiverUmai at chainage 103.4 (Refer Table 4.6).
TABLE 4.6: CRoSS DRAINAGE USED BY WILD ASSEs FOR CROSSNG THE HIGHWAY
Chai e CD Dedc Width Span Type of aearanceChainage Number (m) ArTangement stbucure (m)
82.25 83/1 50 4 x 12 Minor Bridge 5.0
83.3 84/1 16.8 3x4 Mrnor BrEidge 2.0
84.2 85/1 11.3 2 x 5 Minor Bridge 1.487.27 88/1 35.2 5 X 6 Minor Bridge 2.589.8 90/2 26.6 3 x 7 Minor Bridge 2.994.99 95/3 30.6 3 x 6.8 Minor Bridge 2.796.83 97/4 41.3 5 X 7 MKnor Bridge 2.5
103.400 104/1 125.5 5 x 24 Major Brjdge 7.0Saune: PFlmwy amy, NDII/ LWAS 1999
The cross drainage structures that fadlitate the movement of wild ass are seven. These bridges arehaving direct linkages with the sanctuary. The bridges atchainages 83.3, 84.2, 87.15, 89.8 and 96.83 are notused by wild asses because of low dearance height. - |Wild Ass does not use the Bridge at chainage 82.25 LZ 4.because the base is of concrete, which is used as a scourprotection measure. An important observation was that the Wild Ass uses the Rail underpasses frequently. They - .do not cross the railway line. The salient feature of the -d rail underpass is that they are semi-open from the top Fig 4.4: Pug Marks - Wild ASS
and let light in. Thus it is important that in case
45
Chapter- 4
underpasses are to be provided they are large and do not predpitate a feeling of endosure. It was alsoobserved that the Wild Ass do not use an underpass if the base is not natural ground.
4.3. IMPACT ANALYSIS
4.3.1. Construction Phase
4.3.1.1. Rehabilitafion of Bridaes and Culverts
Existing bridges and culverts on the corridor will require rehabilitation during the construction phase. Forbridges, this work will involve rebuilding the bridge-end fills, construction of new piers and the wideningand raising of the deck. Culverts will have to be removed and new, longer structures installed, fill slopesstabilised. As this work will be scheduled for the dry season, the same time that the Wild Ass crosses tofeed on crops and utilise the perennial ponds, the temporary blockage and construction site activity maycreate a negative impact to the migration of the asses. Traffic diversions will also block the movement ofthe Wild Ass, temporarily, to the some of their habitats.
4.3.1.2. Construction of the Grade and Paving
The grading activities on the road, within chainages 75 to 104, may also potentially obstruct or deter themovement of the Wild Ass. Heavy equipment will be actively rebuilding the fills by widening and raisingthe grade. Furthermore, traffic detours will also increase the influence of the work zone. Noisegeneration will also restrict the movement of the animals. During the paving process the odour of asphaltmay dissuade the movement the Wild Ass to their food and water sources. Natural corridors will also betemporarily blocked and be subject to generated noise. These pathways are directly linked to thesanctuary, and used frequently by the Wild Ass.
4.3.1.3. Use of Ponds by Contractor and the labour force
Of the twelve ponds dosest to the corridor nine are used by the wild asses for drinking water. During theconstruction phase the contractor may wish to use water from these ponds for construction purposes.Furthermore, the labour force in camps may also wish to use water from these ponds for their daily
needs. The use of water from these ponds by the contractor and his labour force will create a majoradverse impact on the Wild Ass and threaten their survival. Therefore, water use from these designated
ponds during construction should not be allowed.
Fig. 4.5: Wild Ass Habitation Zone near Fig. 4.6: Wild Ass Crossing Sitethe Highway
4-6
Gujarat State Hlghways Project. Phase IIB
4.3.1.4. Location of Hot Mix Plants
The location of hot mix plants and labour camps on the North of the corridor will disturb or deter the
movement of the Wild Ass from or to the sanctuary. The hot mix plants produce significant noise, dust
and odour in the production of bituminous material. To carry bituminous material from the hot mix plants
to the construction site will generate heavy traffic. The heavy traffic movement will disturb the use of the
habitats preferred by the Wild Ass. In the case the Hot Mix Plant is set-up in near vicinity of a pond the
Wild Ass will not use that pond from fear of humans.
4.3.1.5. Establishment of Labour Camps
The establishment of any labour campsite on the sanctuary side (North) of the corridor will disturb the use of
some critical habitats used by the Wild Ass. Cumulative negative impacts will also result from the personnel
using the surrounding areas for their daily needs. This will restrict the movement of the Wild Ass in those
areas. The setting-up of labour camps in vicinity of the ponds will restrict their usage by the Wild Ass.
4.3.1.6. Noise Generated by Machinery during Construction
Heavy equipment and construction vehicles generate excessive noise. This will deter the Wild Ass. The
movement of the Wild Ass will be disturbed. They will be inhibited in their movement to the South of the
Highway. As this movement is mainly for water and food it is likely that the animal may seek to turn to
other areas. To reduce noise levels to a minimum, machinery and vehicles will be malntained regularly andwith particular attention to having effective silencers. Noise standards will be strictly enforced for allvehicles, plants, equipment and machinery. Activity at the construction sites within the zone of concern,such as near the ponds, bridge sites and culvert structures will halted between the hours of 1900 to 0800.
4.3.2. Operational Phase
4.3.2.1. Risk of collisions with vehicles
Following the construction of the road, the traffic volumes will substantially increase. Subsequently, after
construction, the Wild Ass will attempt to re-establish their nightly migration patterns in the dry season
to their food and water sources. Increase in traffic volumes will reduce the distance between successive
and approaching vehicles the time available for the animal to cross over will reduce and hence increase
the risk of collision. The increased traffic flow, particularly trucks, in the corridor will increase the
likelihood of collisions with the Wild Ass. These collisions may lead to -
a) Death of the animal
b) Serious injury
c) Minor injury. Any injury will remove the animal from the gene pool, and thereby reduce the viabilityof the population.
The Wild Ass is one of the most endangered animals in the world, as identified by the International
Union for the Conservation of Nature and Natural Resource, a UN body. The animal is precious and
adequate measures should be taken to protect it.
4-7
Chapter - 4
4.3.2.2. Impediment in Grazing and Eating on South of the Highway
During the agricultural harvesting season there are maximum incidences of the Wild Ass crossing thehighway. This is primarily to eat the crops. The increase in traffic at night, on the highway will restrictthe movement of the animals to south of the highway. The design speed on the highway will be higherthan at present, 80-100 km per hour. Consequently, it will inhibit the Wild Ass from crossing the corridor.Because the Wild Ass move in herds or groups, if the lead animals get across the road, the rest of thegroup may be on the road when a vehicle encounters them. The result will always be some injury anddeath to the asses and significant damage to the vehicle.
Iff~ 4-8
5. MITIGATION OPTIONS FOR THE PROTECTION
OF THE WILD ASS
5.1. OPTIONS FOR PROTECTION OF WILD ASS
5.1.1. Fence along the Highway
Collision between vehicles and Wild Ass can be avoided by preventing their movement across the road. Itcan be effectively accomplished by construction of an exclusion fence on both sides of the corridor. Thefence should cover the total crossing area of the Wild Ass along the corridor. The height of the fenceshould be enough to prevent them from jumping over. This type of fence is extremely expensive perlinear meter, but will be effective in 99-100 percent of the cases, preventing the animals from crossingthe road. However, this type of fence will also prevent farmers who have land on either side of thecorridor from accessing it conveniently.
Most of the farmers own cattle, tractors and other agricultural equipment that must have access to bothsides of the corridor. Any openings for agricultural purposes will attract the Wild Ass making them morevulnerable to collisions, once they are trapped inside the fence. A high exclusion fence is also looks veryunaesthetic. Drivers sense that they are confined to a tunnel. And in case a vehicle goes off the road, thecollision with the fence may lead to severe damage to the vehicle and serious injury to any passengers,and a potential opening for the asses and other animals to get through onto the road. This type of fenceis not currently recommended for safety of the Wild Ass in design and construction on this corridor.
5.1.2. High Embankments to Deter Crossing
From the surveys it was found that the Wild Ass prefers crossing the road where there is a minimum ofgrade between the surrounding land and the road. The Wild Ass generally preferred crossing the corridorwhere there was a meter or less difference. If the height of the road can be raised to 2.5 meters it wouldmake it more difficult for the Wild Ass to cross the corridor. The construction cost for such anembankment is high. There is an additional safety concern to the added construction costs for anyvehicle leaving the road. It may lead to severe damage to the vehicle and serious injury to thepassengers. There may be some embankments next to the bridge and culvert structures that will preventthem from crossing, but the final road grade elevation cannot be raised to a height of 2.5 meters overnumber of kilometres. This is too expensive and not a feasible solution.
5.1.3. Construction of Underpasses at the Crossing Sites
The surveys and other information on the crossing sites allow for the consideration of providingunderpasses as an acceptable mitigation measure. By the provision of an underpass at such locations theWild Ass can move across freely (Refer Figure 5.1 and 5.2). The construction costs of such structures,at the three specific locations, although more than the other options, provides the most effective andsafe method of crossing the road (Refer Figure 2A and 2B).
5-1 I
Chapter- 5
The underpass should be constructed in such a way it would allow the free movement of the Wild Ass byproviding the sufficient dearance height and the natural ground in the bed of the river/natural channelunder the bridge.
The bridges are to be reconstructed depending upon the structural condition and the drainage of the
ELEVATIO
ELEVATION
ELEVATION
Fig. 5.1: PLAN - EXaSTING CONDlTION Fig 5. 2: PLAN - PROPOSED CONDMON
watershed of the channel. At four locations existing bridges The existing bridges at the chainages 82.25,
83.3, 87.27 and 94.99 are also have been reconstructed as per policy of the PCC Only for the movementof the Wild Ass these bridges have been extra widen by about 7m in length; for dearance height ofopening has been increased by about 1.5 m. The base of the concrete has not been provided. Instead ofit the natural pattem and the condition of channel bed has been kept for the movement of the Wild Ass.
The crossing sites at chainages 84.2 and 89.68 were in vicinity of the existing bridges at 84.35 and
89.93. If the underpass would be provided at these crossing sites, the formation of vertical sag curvewill take place eventually cause lack of adequate sight distance. To avoid the discomfort to the vehidesand in view of safety, the existing bridges at 84.350 and 89.925 have been widened to serve asunderpass for the movement of the Wild Ass.
Table 5.1 Cost of Wild Ass Under Pass along the Corridor
Existing Span PCC Policy Proposed for Wild Ass EXb-a CostExitng Span PCC Policy Moemn For WHild AssChainage AmangementeSt Fovemens
Span Cost Rs. Span Cost Rs. MovenmentAnangement m Anangement m R.
82.254 4 x 12 5 x 10.42 11,331,795 5 x 10.42 11,331,795 NIL
83.299 3 x 4 3 x 4 x 2.5 4,177,430 2 x 10 4,918,775 741,345
84.191 2 x 5 3 x 4 x 1.5 3,061,832 2 x 10 5,053,585 1,991,753
87.270 5 x 6 5 x 6 x 3 7,986,698 4 x 10 9,208,827 1,222,129
89.797 3 x 7 4 x 6 x3.5 6,804,969 3 x 10 8,143,820 1,338,851
94.990 3 x 6.8 4 x 6 x3.5 6 804,969 3 x 10 8,143,820 1,338,851
98.500 NA NA NA 2 x 10 8,730,603 8,730,603
100.100 NA NA NA 1 x 10 4,433,201 4,433,201
Total Cost 19,796,733
The new underpass will be constructed at 98.5 and 100.1 to avoid the collisions at the crossing sites atchainages 98.17, 98.45, 98.68 and 100.05.
5-2
_ j GUJARATr PODASS SAEMDARY
/ / / / / / / / / / \ ; VLLAGE~~~~~~~~~~~~LEEN
Cc FREOUENT MOVEMENT
4E- OCCASIONAL MOVEMENT
=|=D WILD ASS MOVEMENT AREA
* FIXED LOCATION SURVEY
L BUS/RUC DRIVER SURVEY LOCATION
_POND USED BY WILD ASSPOND NOT USED BY WLD ASS
RIVER/DRAIN
9'O VILLAGENO 7 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~PROPOSED UNDER PASS
PROPOSED AfDEN BRIDGE
WILD ASS MOVEMENT CORRIDOR&PROPOSED SAFETY MEASURES ON
MRAMGAM - HALVAD STATE HIGHWAY
CUJARAT STATEHIGHWA YS PROJECT
.4 ~~~~~~~~~~~~~~~~~PHASE JIB
CAN4ADA
IINDIA P~~ROJECT 00-ORDlNATINGINOIA ~~~CONSUJL11NG SERMCES
MALVAN ViLLACE G~ ~ ~~~~UJ A R A T___ 9- M~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~IILD ASS SANMTARY
LECEND~-FREQUENT MOVEMENT
OCCASIONAL MOVEMENT
WiLD ASS MOVEMENT AREA41, ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~*FIXED LOCATiON SURVEY
BUS/TRUCK DRIVER SURVEY LOCATiON
POND USED BY WILD ASS
POND NOT USED BY WiLD ASS
B~VILLAGE
PROPOSED UNDER PASS
PROPOSED WiDEN BRIDGE
FI GU RE 2 B
WiLD ASS MOVEMENT CORRIDOR &PROPOSED SAFETY MEASURES ON
VRAMGAM - HALVAD STAFF HIGH WAY
GUJARAT STATEHIGHWA YS PROJECT
PHASE JIB
LEA
INDIA w~OONULTNG SERNACES
Gujarat State Highways Project: Phase 118-Vol. lID
The under pass at chainages 98.5 has a dear opening of 10m in two spans and at 100.05 the underpasshas dear opening of 10m in one span for movement of the Wild Ass.
5.2. PROVISION OF ANIMAL REFLECTORS
If the wild asses cross the corridor, other than at the proposed underpasses, where the road is at grade
with the surrounding terrain, an additional mitigation measure can be effective in redudng night-timecollisions. This measure is the installation of reflectors that inhibit movement on to the road by animals.The Wildlife Highway Waming Reflector System uses the headlights of vehides to form an optic fence
that momentarily holds up individual or herds of animals from crossing the road in front of fast movingvehides. This system has been used for the past 15 -20 years in Europe and North America with a 60 to
80% success rate on a large and varied number of wild animal spedes. This system does not adverselyaffect the vision of the motorists as the beam from the reflectors is foacsed away from the travelledportion of the road. Travellers are still able to see the scenic beauty along the corridor. The cost of this
option is mudh less than the others presented above. However, the reflectors require dearing to beeffective and are prone to vandalism. Local residents need to be educated to the importance in safetyneeds of the reflectors so that they can monitor their security.
K;~~~~~~~~4
Fig 5.1: A closer view of the Fig 5.2 An Installed ReflectorReflector System System
The object of this wild life waming reflectors is to decrease the vehide and wild life collisions between
the period from dusk to dawn. Wild animal highway waming reflector system consists of reflectorsinstalled in staggered locations at the height of the head light of moving vehides and is fixed on either
side of the road.
The rays of light from the headlights from the passing vehides strike the rows of reflectors installed on
either side of the road and these reflectors in tum direct the reflected light in one or two directionsacross the road at approximately 900 onto the road-sides. The devices reflect light from the head-lights
to create is lOw intensity red ray or curtain prior at the edge of the road. These reflective lighted fenceswam and hold-up the wild animals from crossing the road.
5-3 -
A VARIES I VARIES , VARIES 1 VRIES,
I 25m,, 125.., 125,., st lswr slvc
'7 77 t' .c7 7 V p
__ _ _ __ 7iaR L|e
| _ ~~~~~~~~~~~~25 x 1 25 X_ - i
A A \ 21
Wr 2 50 12 5- + 1ee 25- 1A-/j\
LOCATION PLAN OF REFLECTOR ALONG THE HIGHWAY NOTE SECTION "A-A'
WILD ANIMAL HIGHWAY REFELECTOR SYSTEM ISTO BE PLACED AT 0 40 mn FROM THE EDE OF SHOULDER
T VIW 60 4STITE-IT SI
PLAN
HIGHWAY SIDE - iiVETSHOULDER SIDE- O HIGHWAY SIDE;
AS ETVALENT TO C 60- __--mm STRIETER-LITE _sic
SIC REFLECTOR MODEL 71F76 E 100C45 0 58a q/I10045 0 5Bkg/_.
J12X3- PHILLLIPS PAN 9~~~~~~~~~~~~~~~~I /s WASHER ANlD NUTf12213 PNILLLIPS P414 3/16 OR 1/4oX 1/s BOLT - E- C XPOSED OR EQU)VALEN7
HEAD s/s SHEET I- /4CX4-I/4' HEAD EXPOSED DRMJETAL SCREW OR IEO'UIVALENI E s/s EQUIVALENT
I D MACHINE SCRIEW SI ~~~~C HEAD EXPOSED (TYPE: EIOROUIVALENS
3/16'731/2- s/s --< Iqa .P- PAIASTIC CAP I IS AND0BKcS/EMATCHLINE SCREW -- --- /--WASHER AND NUTHEAC RECESSED OR I EXPOSE D EUAENTEQUIVALENTEXOEOREUVLN
6nIm STEEL PLATE ItI
I B~~~~~~~~~~~1ASE FOR REFLECTOR II C II~~~~
H I I~~~~~~~~~~~~~~~~~~~~~~H FUDTO
SHOULDDFIGRE lSIDAE
TYPE: H1 ENGLE RWLE9cTO MOaIMI MEIlIO rMP: I BN-704= R~EtIVR MOUtII4G METI= FOUNDATION DETAILS
CHECKED VIl AYAK,HGHACIII Itt PROJ CO.OPCXNATIIA~~~~~~TAT HiriWY
No REIASION DATE o~~~~~~~~~~~~~~~~~~~' Gf 7REFL CHECKEO MUNISH PRO'LCT O'SRMIT!A I 'E- 50
Gujarat State Highways Project . Phase IIB- Vol IID
Wild animals have acute night vision and when they come upon the unnatural and seemingly movinglight patterns, they do not cross the road. After the vehicle passes, the light pattern disappears and theanimals go freely on their way.
Along the Viramgam - Dhrangadhra road, two types of Reflector system will be used (Refer Figure 3).The numbers for each type of system and cost for the same given in the Table 5.2. The detailedspecification for the systems and the location of each type along the road is given in the Appendix - 1.
Table 5.2: Cost of Reflector System
System Type Number Rate Cost Rs.Single Mounted Reflector 385 1850 712,250
Back to Back Mounted Reflector 4062 3350 13,607,700
Total Cost 14,319,950
5.3. VEGETATIVE BARRIERS
An additional measure to prevent the random crossing of the road by the wild asses is by the planting ofimpassable vegetation. Recommended is the planting of cactus preferably not on the edge of thepavement but at the base of the fill so that the effectiveness of the reflectors is unimpaired. These rowsof cactus can also be planted to direct the wild asses to the underpasses or bridge and culvert structures.
5.4. PROVISIN OF SIGN BOARDS
Appropriate and informative signage helps in information dissipation about the precious wildlife and helpsin preventing accidents that may occur due to lack of knowledge about their existence in an area. Thismay be especially helpful in cases where the driver is new o drives rarely along this stretch. Hence, inGSHP this additional measure is also being used to protect the Wild Ass population and at the timeinform and generate awareness among the road users.
Efforts to stop the collision between vehicles and Wild Ass will be supported by providing informativesign-boards. These sign-boards will provide the information about Wild Ass, their crossing sites, theirmovement pattern etc.. Awareness among the highway users about the presence of such a rare specieswill reduce the chances of collision. Such information would help drivers to look out for the Wild Ass anddrive slowly. The signposts will be fixed at equal intervals along the road-side. The sign-boards will beprovided at such a level that it is possible for a driver to read the board while moving at the designspeed.
In this project, the highways have been designed to achieve the speeds of 80 km/h to 100 km/h. Thedesign of the signs will comply with the visibility at the above-mentioned speed. This sign-board shouldalso be attractive and different than other sign boards so that it gets appropriate attention from thedrivers.
This road-side board will not be able to host more than a small sentence considering the speed factor.Thus, another type of board has been proposed in the Project, which will provide more information aboutthe sanctuary, the Wild Ass and their status. These boards will be placed close to road-side 'Dhabas' orclose to settlements. Such a board will also be provided at the beginning and end of the corridor. Fordetails regarding the installation procedure and design of Sign Boards refer Appendix 2.
5-5
Chapter - 5
5.5. DEVELOPMENT OF FOOD GARDEN
It is proposed to develop areas near the sanctuary as food gardens' for the Wild Asses. These areas willaccommodate such plants and grasses, which the Wild Ass eats, and also have provision for water. Bydoing so, one caters to two major reasons for which the Wild Ass migrates out of the sanctuary. Suchareas can thus, prevent the movement of the animal further and further away from its original habitat.These areas are to be developed between the buffer of the sanctuary and the State Highway.
The location of Food Garden is selected on the basis of the vicinity/ nearness to the Sanctuary,availability of the land and location as per the crossing zones of the Wild Ass for food and water. If thearea is in vicinity of the Sanctuary, the use of the garden by the Wild Ass will be optimum. The locationof the Food garden falls on the movement zone of the Wild Ass; hence it is likely to be used by theanimal more frequently. The selected locations are on the North side of the corridor and between theSanctuary and the road. Thus, the food garden area will act as a barrier and will prevent Wild Asscrossing. Obviously, under such conditions the threat of collision reduces.
In the food garden, trees such as Sa/vadora oleoldes Decalsne (Pl/u) and Sa/vadora persica L. (KharP//u). Grasses like A/europus lagopoides (L.) Trin.ex. Thw. (Do/rl), Arnstida adscensionis Llnn. (Lapdu),Aristida hystrix L. (Lapdl), Aristida depressa Retz. (Lapdu), Aristida histricu/a Edgew. (Lapdu), Eragrostiscl/larls(L.) R.Br. (Fulkani), Eragrostis unloloides (Retz.) Nees ex Steud., Sporobolus coromandelianus(Retz.) (Bhlmbhdo), Desmostachya biplnnata (L.) Stapf and herbs Suaeda maritlma (L.) Dum. (Morad),S. fruticosa (L.) Forsk. Ex. Gmel. (Morad) will be planted.
In the food garden, water will be provided in the artificial constructed ponds. The ponds will be inter-connected to avoid the dryness of any one pond. The surface area of the pond would be kept minimumto avoid the evaporation loss. The locations of ponds are in such a way; it will store the rainwater duringthe rainy season. When the ponds will be dried, the Forest department will provide the water in these
ponds.
The areas at two places one at Dhrumth No kharo (chainage 103.00 - 104.00) and other at Tundi Talav(chainage 90.500) near the sanctuary are selected for the Food Garden. The proposed food garden atthese two locations belongs to the Forest Department. The existing ponds on north side of the corridor
at chainages 75.500, 83.400, 96.500, 98.650 and 100.050 will be developed as Food Gardens.
The methodology for developing a Food Garden has been given in Table 5.3. The methodology covers
composition of species, land preparation, protection, upkeep and technique of plantation.
1WR 5-6
Gujarat State Highways Project Phase IIB- Vol. IID
Table 5.3: Method for the Developing a Food garden
Composition : 1) The. species planted 200 trees/Ha of Salvadora oleoides Decaisne (Pilu) and
of Species 200 trees/Ha. of Salvadora persica L. (Khari Pilu) .
2) The species planted 1600 species/Ha of Suaeda maritima(L.) Dum ( Morad)and 1600 species/Ha. of Suaeda fruticosa (L.) Forsk Ex Gmel (Morad)
3) Grasses like Aleuropus lagopoides (L.) Trin.ex. Thw. (Dolri), Aristidaadscensionis Llnn. (Lapdu), Aristida hystrix L. (Lapdi), Arlstida depressa Retz.
(Lapdu), Aristlda histrlcula Edgew. (Lapdu), Eragrostis ciliaris(L.) R. Br.(Fulkanhi, Eragrostls un/ololdes (Retz.) Nees ex Steud., Sporoboluscoromandelianus (Retz.) (Bhimbhdo), Desmostachya biplnnata (L.) Stapf willbe planted in the 8000 m2 area remaining after the pits in the Ha.
Land : 1) Existing Proscpis7ulifora (Ganda Bhaval)trees in the food garden area will be
Preparation removed completely
2) Total 4000 pits of 50cms X 50cms x 50 cms per Ha. will be dug in the foodgarden area.
3) Ploughing of soil and water harvesting measures will be carried out
4) Erosion protection work for existing and Construction of the Ponds in theFood garden area.
Protection : The area will be protected form the grazing by livestock of near villages manuallyfor initially two years after plantation.
Upkeep of : Cleaning, prunning and upkeep of planted and naturally regenerated saplings will
plantation be done through casual labour for total plot till the end of 5th year.
Planting : 1) Salvadora oleoides Decaisne (Pilu) and Salvadora persica L. (Kharn Pilu)
technique seedings one year old raised in polypots of 25 cms X 25 cms X 30 cms will beplanted in pits of the size50cms X 50cms x 50 cms.
2) Suaeda maritima(L.) Dum ( Morad) and Suaeda fruticosa (L.) Forsk Ex Gmel(Morad) raised in polypots of 15 cms X 15 cms X 20 cms will be planted inpits of the size 50cms X 50cms x 50 cms.
3) Seeds of grasses will be dibbled on the food garden area.
The area for the Food Garden as a pilot project Tundi Talav near sanctuary at about 90.500 Chainages isselected.
The Tundi Talav near sanctuary at chainage 95.500 is selected for Food Garden. A total area for thedevelopment of Food Garden is considered as 25 Ha. near the Tundi Talav. In the area, the developmentFood Garden will be as per the method described in the text above. The Forest Department will do the
development of the Food Garden.
Tundi Talav will be developed as Food Garden as a Pilot Project. The finance of the pilot project will beborne by the Gujarat State Highways Project (GSHP). By evaluating the result of pilot project after threeyears duration form the year of implementation the area at Dhrumth Khara can be also be taken up for a
5-7
Chapter - 5
similar project. The budget for developing Food Gardens has been worked out and has been presentedin Appendix 3.
5.6. Monitoring Needs for the Mitigation Measures
During the operational period of the road a long-term monitoring program needs to be established. Theobjective will be to assess the effectiveness of various mitigation measures in preventing wild ass/vehiclecollisions. Moreover, the monitoring program must establish an active maintenance program that willensure that the signs, reflectors and underpasses are kept clean and functional. Where signs andreflectors have been knocked down or removed by vehicles or vandalism, they should be immediately re-installed.
The EMU should be responsible for the development of this program in association with the district staffof R&BD, the Department of Forestry, the headman of the local villages, and the superintendent of theWild Ass Sanctuary.
5.7. Conclusion and Recommendations
This study has identified that groups of wild asses regularly cross the road to feed and drink water inadjacent agricultural areas and ponds. It appears from this study that the groups of asses that inhabitthe area near the road are now permanent residents of this area and do not migrate to and from theSanctuary. This may in part be due to the increase in the wild ass population and the need to find newranges. However, it is most likely that the perennial availability of food and water has led to these groupsbecoming established in this area. Moreover, as the wild ass population grows more groups or herds willmove out of the Sanctuary and establish themselves along the road, thereby increasing the risk of morecollisions. Although this study no reported vehicle/wild ass collisions occurred, the mitigation measuresproposed and to be adopted for this project will be able to prevent a considerable number of futurevehicle collisions. However, should the monitoring program identify an increasing number of animals andvehicle collisions, fencing may have to be considered as the ultimate method of ensuring that the
animals do not access the road.
The results of the study have also identified that another crossing zone used frequently by the wild assesoccurs from chainage 104 to 107. This section of the road is outside of this project's mandate. However,we strongly urge that the EMU and the R&BD, after monitoring the effectiveness of the reflectors, orderadditional reflectors and have them installed along this section of the road.
5-8
APPENDIX 1
REFLECTOR SPECIFICA TION FOR PLACEMENTAND MOUNTING
l~~~~~~~~~~~~~~I
APPENDIX 1
REFLECTOR SPECIFICATIONS FOR PLACEMENT AND MOUNTING
Highway Warning Reflector System for Wild Animals: - This is the system which reduces the number ofwildlife and vehicle collisions in an area where the wild animal cross the highway for different purposes.The devices reflects light that illuminates from vehicle headlight to create a low intensity red band. Itreflects across the roadway into wood and ditches at the side of the road. Headlight from the passingvehicles strike rows of reflectors along the road, on each side, with each light is reflected in turndirecting reflected light across the road. Entering light is reflected at approximately 90 degree toroadside and motorists do not see the reflected light. An animal however come upon the unnatural andseemingly moving light patterns and does not cross the road, as light fence of red band
The recommended reflectors shall be STRIETER-LITE reflector or equivalent. Additional reflectors arerequired to be installed in areas where the level difference between the road surface and the adjoiningland is more than 1.2 meters. In such areas the reflectors on the opposite side of the road cannot beseen by the animals.
MaterialCrystal reflectors consist of a plastic housing, which contains two reflective mirrors (to reflectiveelements) with plastic topical elements that reflect the light from the headlights of the approachingvehicles. The housing shall be made of' modified polymethyl methacrylate and shall be backed withaluminium foil or vapour deposition and is protected against corrosion. The housing is completely sealedand welded during the injection moulding process to make it an integral unit to withstand moistureinfiltration and thus reduce oxidation of.the reflective surfaces.
The reflectors shall be secured to vertical posts (channels) with two recessed or surface mountedstainless steel machine tapping screws." The channel shall be embedded in concrete to a sufficient depthbelow ground as indicated on the 'drawings. The steel channel shall be fabricated and painted in
conformity with section 1900 of Technical Specification (MOST).
Fixing / Positioning
These reflectors are to be installed on both sides over the entire stretch of known Wild Ass crossingsites. The bottom of the reflector shall be 60 cm to 75 cm (24" - 30") from the crown of the road. Themaximum permissible distance across the road between reflector lines is 37.5 meter (125.00"). The
reflectors are to be located at not more,than (40"-0") 12.00m from edge of shoulders.
In down slope areas additional reflectors, directed away from the road and towards the low lying areaare to be installed in back to back position and the distance should not exceed 5.00 meters (16-0) awayfrom the out side edge of the road. For best results this distance should be less. Animals passing throughthe areas will not be able to see the reflectors on the opposite side of the road. The reflectors wheninstalled in the up slope areas should reflect up and on the down slope areas shall be reflected towardsthe low lying areas. These reflectors are to be installed in such a pattern that no obstructions betweenthe reflectors and the edges of the road exist. For better results the spacing between reflectors alongthe reflector lines on both sides of the road should be equal to the distance of the line of reflectors on
either side of the road.
1
Appendlx - 1
TABLE A.1 LOCATION FOR REFLECTORSNORTH SIDE SOUTH SIDE
CHAINAGE | REFLECTOR TYPE REFLECTOR TYPEFROM TO __________ FROM TO
75 000 76.037.5 TYPEI 75.006 77.550 TYPEI
76.0375 76.1625 TYPE II 77.550 77.625 TYPEII
76 1625 77.2825 TYPEI 77.625 77.850 TYPEI
77 2885 77.3625 TYPE II 77 850 77.925 TYPE II
77 3625 77.6755 TYPEI 77.925 78.425 TYPEI
77 675.5 77.700 TYPE II 78.425 78.475 TYPEII
77 700 77.825 TYPEI 78.475 79 150 TYPEI
77 825 77 9255 TYPE II 79.150 79.175 TYPE II
77.9255 78 1125 TYPEI 79.175 82.200 TYPEI
78 1125 78 225 TYPEII 82.200 82.290 NO REFLECTOR
78 225 78.4125 TYPEI 82.290 83.275 TYPEI
78 4125 78.475 TYPE II 83.275 83.320 NO REFLECTOR
78 475 80.2125 TYPEI 83.320 83.475 TYPEI
80.2125 80 2625 TYPE II 83.475 83.500 TYPE II
80.2625 82 200 TYPEI 83.500 83.575 TYPEI82 200 82.290 NO REFLECTORS 83 575 83 600 TYPEII
82 290 83 275 TYPEI 83.600 83 675 TYPEI
83.275 83 320 NO REFLECTORS 83.675 83 700 TYPEII
83.320 83.625 TYPEI 83.700 84 170 TYPEI
83 625 83.7125 TYPEII 84 170 84 215 NO REFLECTOR
83 7125 84 170 TYPEI 84 215 84.875 TYPEI
84 170 84.215 NO REFLECTORS 84 875 84.975 TYPEII
84.215 84 3825 TYPEI 84 975 87 075 TYPEI
84 3825 84 450 TYPE II 87.235 87.305 NO REFLECTOR
84 450 84 975 TYPEI 87.305 89.770 TYPEI
84 975 87 235 TYPE II 89.770 90.225 NO REFLECTOR
87 235 87 305 NO REFLECTORS 90 225 91.200 TYPEI
87 305 89.770 TYPEI 91 200 92.200 NO REFLECTOR
89 700 90 225 NO REFLECTORS 92.200 94.625 TYPEI
90 225 91.200 TYPE I 94.625 94.700 TYPEII
91.200 92.200 NO REFLECTORS 94.700 94.800 TYPEI
92.200 92.2375 TYPEI 94.800 94.925 TYPE II
92 237 5 92.2875 TYPE II 94.925 95.965 TYPEI
92 2875 94.2125 TYPEI 94.965 95.020 NO REFLECTOR
94.2125 94.2375 TYPEII 95.020 95.975 TYPEI
94 2375 94 7375 TYPEI 95.975 96.000 TYPE II
94.7375 94 8375 TYPE II 96.000 96 375 TYPEI
94 8375 94 965 TYPEI 96.375 96.575 TYPEII
94 965 95.020 NO REFLECTORS 96.575 96.795 TYPEI
95 020 96 3675 TYPEI 96.795 96.840 NO REFLECTOR
96.3675 96 4375 TYPEII 96 840 98.475 TYPEI
96.4375 96 795 TYPEI 98.475 98.525 NO REFLECTOR
96.795 96.840 NO REFLECTORS 98.525 100.065 TYPEI
96.840 98.475 TYPEI 100.065 100.140 NO REFLECTOR
98 475 98 525 NO REFLECTORS 100.140 101.250 TYPEI
98 525 100.065 TYPEI 101.250 101 275 TYPE II
100 065 100.140 NO REFLECTORS 101.275 104.000 TYPEI
100 140 104.000 TYPEI
NOTE: Reflector should be placed at shoulder edgeDlstance between two reflectors should be 12 5-m c/c with In mentioned chainages.At starting and ending chainages single reflector (type ii) should be mountedType i reflector mounted back to back on postType i single reflector on post
2
Appendlx - 1
In down slope areas if the distance between the reflector lines are 30 to 37.5 meters, an intermediatereflector must be placed equidistant between the posts and mounted, singly on the out side of theintermediate post and directed away fron the road towards the down slope.
On curved sections spacing and location are same as that of the rest of the reflectors. Spacing forreflectors applies to reflectors on the outside of curve. Reflectors on the inside of curves shall be evenlyadjusted in a staggered fashion. The spacing and placement of reflector shall be as shown on thedrawings or as instructed by the Engineer.
Measurement for Payment
Single reflector, double reflectors (back to back) mounting and alternate back-to-back mounted doublereflectors shall be measured separately in numbers.
Rate
The contract unit rate for supply and installation of the wild life warning reflectors shall cover the cost ofreflectors, cost of vertical channel section for fixing the reflectors, cost of screws, transportation, fixing in
position, painting as shown on the drawings and as directed by the Engineer.
After vehicle passes the light pattern red band come to an end and animals cross the road freely on theirway with safety. The reflectors are mounted at average headlight height on the highway delineatorposts, which are located along the highway on both sides. Reflectors are along the road in a staggeredmanner. Reflector face across the road, never directly across from each other .The distance between thelines of reflector varies, spacing must also vary equal to the distance between reflector lines. Additionalreflectors are required along the roadside where embankment slopes are high and where the reflectorson opposite side of the road cannot be seen due to the terrain of the highway. The additional reflectorsare directed away from the road mounted back to back on the same posts with the reflectors. It providescomplete reflective cover for any roadside terrain to warn wild animals against crossing at night.
Reflector will be placed along the highway as per chainage mentioned in Table A.1 for location ofReflectors. The specifications and the mounting pattern of the Reflector will be followed.
3 -I
APPENDIX 2
DESIGN AND INSTALLA TION OF SIGN BOA RDS
APPENDIX 2
DESIGN AND INSTALLATION OF SIGN BOARDS
The roadside sign-boards will stand 6m in height from the ground. The lettering on these boards will bein Gujarati & Hindi alternatively. The message would have 19-20 letters of 25 cm height cautioning thedriver to be aware of the presence of wild asses in the vicinity.
The Dhaba side board will stand 3 m height. For easy reading the lettering will be 20 cm in height andwill be spread between 1.2 m to 2.6 m from the ground. The text would be a paragraph describing theimportance of the sanctuary and wild asses. To convey the message effectively both the sign boardshave been made attractive by its structure and shape.
The roadside signboard will be a 6m height and 2m wide structure. The top will be a circular platehaving 2m dia containing the message. It will be supported by a curvilinear pipe structure below it. Thestructure will essentially involve two sets of pipe structure. The first will have a half circle facing downwards joined to the top ends of a 'X' structure by the pipe. The joints have been pushed towards ofground.
The arms below joint will be parts of circles having their centers on grounds in between two legs of the'X'. The upper arms of the 'X' will be segments of larger circles with their centers on opposite side. Thetop half circle will be welded to the free ends of the 'X' and will hold the circular plate in it. The next setwill be a copy of the first one except the top of circle. Instead of the top half circle will have a quartercircle facing upwards. The quarter circle will be welded to the bottom part of the circular plate and thefree legs will be welded at 20 cm back to the first structure.
1 M A
Appendix -2
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APPENDIX3
BUDGETFOOD GRA DEN
APPENDIX 3BUDGET- FOOD GARDEN
Item of Works Labour Rs. Maintenance Quantity Rate Rs. Total Cost Rs.
Nursery:
1. Raising of Salvadora oleoldes Decalsne(Pllu) in polypots size 25cms X 25cms X 2.0 1.5 5000 3.5 17,50030 cms
2. Salvadora perstca L. (Khar, P/lu) in 2.0 1.5 5000 3.5 17,500polypots size 25cms X 25cms X 30 cms +
3. Suaeda marltlma(L ) Dum ( Morad)raised in polypots of 15 cms X 15 cms X, 2.0 1.5 40,000 3.5 1,40,00020 cms will be planted in pits of the size,50cms X 50cms x 50 cms.
4. Suaeda fruticosa (L.) Forsk Ex Gmel(Morad) raised in polypots of 15 cms X 2.0 1.5 40,000 3.5 1,40,00015 cms X 20 cms will be planted in pitsof the size 50cms X 50cms x 50 cms
5. Raising of Miscellaneous seeding of 0.75 0.75 2,00,000 1.5 3,00,000Grasses
Maintenance
Maintenance of seedings in the Nursery 2.0 0.75 ] 90,000 2.75 2,47500
Land Preparation:
1) Clearing and Grubbing of existing 23,00,00Prosopis Julifora (Gando Bhaval) and 2.50 0.25 0 1.15 4,02,500other trees
2) Digging of pits of 50 cms X 50 cms 50 2.0 0.35 9,000 2.35 2,11,500cms as per drawing
3) Ploughing of soil and water in remaining 1.5 1.5 2,07,500 2.5 5,18,750Ha. area for Grasses
4) Construction of Ponds in the Food LUMP SUM 1,00,000Garden Area.
Protection : (Through of Daily Wages Workers)
Manually protection of area from the grazing 45 is 730 Days 60 X 80 3,50,400by livestock for minimum two years.
UPKEEP PLANTATION: (THROUGH OF DAILY WAGES WORKERS)
1) 1" year for 25 Ha. 12.75 ] 10.25 100 23 2300
2) 2nd year for 25 Ha. 12.75 | 10.25 100 23 2300
PLANTING
Transport of Seeds 0.5 0.5 90,000 1 1,00,000
Planting 1 1 90,000 2 1,80,000
Weeding cum soil working 0.75 0.25 90,000 1 90,000
Application of fertilizers / plants 0.75 0.25 90,000 1 90,000
SECOND YEAR OPERATION
2 weeding cum soil working LUMP SUM 50,000
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