Economic development, the ultimate goal of which is to improve human welfare, is crucially dependent on the environmental and natural resources to provide the goods and services which directly and indirectly generate socio-economic benefits. At the same time, economic development is often accompanied by significant adverse impacts on the environment.

The governments in the developing countries are becoming increasingly aware that the environmental and natural resource degradation endangers the potential for long-term development (Dixon et. al, 1988).

Human beings impose changes on natural ecosystems and try to increase their control on the surrounding environment which often creates conflicts between their goals and natural processes. In order to achieve greater yields, man deflects the natural flow of energy, bypasses natural processes, severs food chains, simplifies ecosystems and uses large subsidies to maintain delicate artificial equilibria. In other words, the human exploitation of natural resources at a pace greater than at which these can be regenerated, and lack of restorative efforts in the natural ecosystems has resulted in most environmental maladies (Khoshoo, 1988).

The linear developments such as roads, railway lines and transmission lines consume substantial areas of land. Roads especially the multi-lane highways, railways, airports and ports (excluding the parking areas for motor vehicles) occupy vast areas of land, especially in the developed countries. In some cases, valuable agricultural land is taken over, while in other cases areas of natural habitat are devoured, or split into isolated fragments.

In the European countries, roads occupy up to 1.3 per cent of the total area of the region whereas the rail network uses about forty times less land. In Germany, for example, the average overall land-take per kilometre of length is of the order of 9 hectares for motorways and 3.5 hectares for new railway lines (Tolba et. al, 1992).

In addition to the land, the transport system also consumes vast quantities of natural resources and energy. This system also causes impacts in the form of noise and dust pollution. The construction phase of the transport systems often requires dredging of rivers or estuaries. This causes an impact on the surrounding wildlife habitats and their wildlife values.

Field studies conducted in some of the protected areas indicate that the linear development activities such as construction of canals, roads, railway lines and transmission lines, passing through these areas fragments the habitats and obstructs the movements of the wild animal populations (Mader, 1984). The highways and railway line, passing through Gir National Park and Wildlife Sanctuary, caused increased incidences of fire hazard and accidents leading to the death of wild animals (Chellam and Johnsingh, 1994). The Sariska Wildlife Sanctuary is another example, where the state highway passes through the sanctuary. Reports of wild animals being run over by vehicles are available from Sariska Wildlife Sanctuary (Pers. Comm., Dr. P.K. Malik). Similarly the power channel between Rishikesh-Chilla, railway line between Haridwar and Rishikesh and Kotdwar-Lansdown road have restricted the movement of animals, especially the elephant groups between Rajaji and Corbett National Park (Johnsingh, et. al, 1990). Ledger and Annegarn (1981) noticed that in South Africa about 300 Cape Vultures (Gyps copotheres) were electrocuted due to 88 KV suspension power line towers.

All forms of human activity and development requires non-commercial (fuelwood, agricultural residues, dung, etc.) and commercial (coal, oil and natural gas) energy. Non-commercial energy contributes about 20% of the total energy in the less developed countries, and as high as 90% in Haiti and some of the African countries. Yet, even in partly industrialised countries like India and Brazil, it contributes approximately 48 per cent and 20 per cent respectively (Hansen, 1990).

This has serious ecological impacts. The world wide trend towards urbanization, especially in the developing countries, tend to alleviate this situation. On the other hand, in developed countries, it intensifies the demand for commercial fuels.

It is evident that in 1950's the total commercial energy consumption in the world was 2500 million tonnes and in 1970 it was 6500 million tonnes. The historical increase in commercial energy consumption was accompanied by a major change in energy sources. In 1920's, coal accounted for about 80% of the world's total commercial energy consumption, but its share in later years has greatly reduced due to the increase in oil discoveries as well as numerous technological innovations (Swarup, et.al, 1992).

The world's total consumption of petroleum products has already gone up to 155 million barrels per day, of which about 90% is in the form of fossil fuels and this is likely to go up by 25% by the year 2000.

As the demand for fossil fuels grow, the area under mining also increases at a faster rate, increasingly threatening the larger areas of landscape with scarification, debris dumps, soil degradation and deforestation.

Apart from mining and linear development projects, river valley projects are the single largest cause of habitat and ecosystem destruction. Perhaps, these projects are the major causes of species depletion and extinction. The consequences of destruction of secondary habitats are often as grave as those of destruction of climaxes, the resultant impact being the forceful adaptation of these wildlife to these degraded habitats.

The construction of dam affects the migratory fish fauna by blocking their way to the spawning grounds. The backwaters of dam often submerge the adjacent terrestrial habitats. The backwaters of Aswan Dam in Egypt and that on Lake Pedder in Tasmania; and the multiple dam projects on the Mekong, Ganges and Columbia rivers have all submerged wildlife habitats. Amphibians, aquatic reptiles and fishes are especially vulnerable to changes in drainage pattern. The painted frog (Discoglossus nigriventer) around the Lake Huleh, Israel; the short-necked tortoise (Pseudemydura umbrina) in western Australia; the aquatic box turtle (Terrapene coahuila), confined to the Cuatro Cienagas basin in northern Mexico, and the garter snake (Thamnopsis sirtalis tetrataenia around San Fransisco Bay are some of the species that have been impacted by the submergence of terrestrial and wildlife habitats (Fitter, 1986).

1.1 Pipeline Projects and Environmental Considerations

Transportation of crude oil and other petroleum products by rail and road often cause environmental hazards. Furthermore, all forms of transport, particularly the road transport, causes significant hazards to human life and property.

Rapid industrial growth followed by an increase in demand for crude oil, petrol and other petrochemical products to meet the power and energy demand has led to the expansion of pipeline network in India (WII, 1994). As a result, at present, in India there is an existing pipeline network of approximately 8000 km, and a proposal for expansion of additional 7865 km.

Considering the lower production cost, conservation of fossil fuels, minimal product loss during transit and reduction in pressure on rail and road traffic; the pipeline mode of transport is considered to be the most suitable mode for the transportation of crude oil, petrol and other finished products. This fact from economic stand point has been proven by the cost analysis of MDAJ-Hook-Up Pipeline Project. The projected cost-benefit analysis of this hook-up pipeline project during the years 1993-94, 1995-96 and 1996-97 has indicated the savings of Rs. 53, 47 and 21 crore respectively. The statistical records of the Directorate of Oil Industry Safety, reveal that more accidents take place when the products are transported by rail and road. The number of accidents recorded in any given year were as high as 88. In case of transportation of petroleum products through pipelines, a maximum of four accidents were recorded in a year.

Although, the transportation of products through pipelines has several advantages, it does pose certain threats to biodiversity conservation. The pipeline projects are likely to impact on wildlife habitats en route during the construction, operational and maintenance phases of the project.

There are ample examples to establish the impacts of pipeline expansions on wildlife habitats and species. The Bombay Manmad Pipeline Project, which has been proposed for the relocation of the nodal point of Bharat Petroleum for loading of petroleum products, from Bombay to Manmad, would pass through the forest areas of Kharadi range in Shahapur forest division. This area is fairly rich in avifaunal diversity and also supports a few mammalian species like leopard, hyaena, jungle cat, barking deer, four-horned antelope, etc. The project activities that are anticipated during the construction and post construction phases of this pipeline project would displace these faunal species temporarily and thereby disturb their normal life cycle. Influx of labour would increase the pressure on forests resources (WII, 1995).

A 25 km stretch of proposed Hazira-Bijaipur-Jagadishpur Gas Pipeline (HBJPL) Project, would pass through the proposed Pohri Great Indian Bustard Sanctuary. The Pohri Great Indian Bustard Sanctuary is one of the six areas that have been recently proposed as a Great Indian Bustard Sanctuary. This site is also one of the three conservation sites for Great Indian Bustards in Madhya Pradesh. The habitat potential of this area is better than that of the existing Karera Wildlife Sanctuary.

Chambal Wildlife Sanctuary which supports the world's largest population of Gharial (Gavialis gangeticus) and Ramsagar Lake, an important wetland that acts as satellitic buffer for migratory birds on their way to Keoladeo Ghana National Park are also en route the proposed HBJ Gas Pipeline Project (WII, 1993).

The absence of adequate database of the project area environment and the lack of scientific and systematic EIA studies, are the major reasons for the expected delays in the decisions on the implementation of major developmental projects in the past. Timely appraisal of pipeline projects allow better mitigatory planning. EIA studies should be therefore considered as a welcome step. This report is an outcome of detailed field based EIA studies of Jorhat-Numaligarh Pipeline Project.

1.2 Proposed project and its salient features

In view of the proposed refinery at Numaligarh by Numaligarh Refinery Limited the crude oil requirement of the refinery would have to be suitably met by laying a new pipeline between Jorhat and Numaligarh. This would facilitate the supply of crude oil to the proposed Numaligarh refinery from the north-eastern oil fields.

This proposed pipeline project between Jorhat and Numaligarh has been taken up by M/s Oil India Limited (OIL). Under this project M/s Oil India Limited would be laying a new pipeline of 55 km length between their existing pumping station at Jorhat and the upcoming refinery at Numaligarh (Fig. 1.1). A major portion of the proposed pipeline route has been aligned along the existing Naharkotiya-Barauni crude oil pipeline (Plate 1.1). It will run parallel to the existing Naharkotiya-Barauni crude oil pipeline up to 42.5 km chainage using the same Right of Way (RoW) whereas for the remaining stretch of 12.5 km, a new route has been proposed. The land for new RoW would have to be acquired.

The major crossings within the proposed pipeline corridor, includes 23 roads (including 3 National Highways and 20 State Highways and other minor roads) and 15 waterbodies (including 3 rivers, 2 beels and 10 nallahs).

The proposed pipeline of 16" diameter would be laid at about 1 m depth. At river crossings, installation of pipeline would be achieved by using open-cut method. In case of any major river, the use of Horizontal Directional Drilling (HDD) technique, would also be considered. The location of proposed despatch terminal at Jorhat would be in the adjacent area of the existing pumping station at Jorhat. The land required for setting up of new storage tanks would be acquired. The receiving terminal of the proposed pipeline project is located within the premises of Numaligarh refinery.

The flow rate of crude oil would be 3 MMTPA. The proposed pipeline system would be hooked up with the existing pipeline network and the existing Badulipur Repeater Station would be used as an Intermediate Repeater Station for the proposed pipeline project.

Both the terminals, i.e. despatch terminal at Jorhat and the receiving terminal at Numaligarh would have additional facilities like auto sampling, metering and pig launching and receiving. To supervise and control the operations more efficiently, Supervisory Control and Data Acquisition (SCADA) technology would be employed.

1.3 Objectives of the EIA study

The comprehensive Environmental Impact Assessment (EIA) study undertaken by Engineers India Limited (EIL), New Delhi, would address the impacts on environmental components such as air, water, noise and land pollution. Impacts on biological and socio-economic environment within one km wide corridor of the proposed pipeline would also be required to be studied.

The Wildlife Institute of India (WII) was offered a consultancy by the EIL, New Delhi to undertake the assessment of environmental impacts of the proposed pipeline project on the wildlife habitats lying en route. The following is the scope of work outlined for the study.

• assessment of the status of wildlife species and their habitats (terrestrial and aquatic) within the proposed pipeline corridor.
   

• identification and evaluation of the likely impacts on wildlife species and ecologically sensitive areas/habitats (forests/scrublands/grasslands/ wetlands) due to the proposed pipeline activity.
   

• outlining of the mitigatory measures for the likely impacts that may be caused by the proposed project.
   

• outlining of the legal and statutory obligations to be fulfilled by the project proponent under the Wildlife (Protection) Act, 1972; Forest (Conservation) Act, 1980; and Environmental Protection Act, 1986.