Tamil Nadu Industrial Connectivity Project Mohanur–Namakkal–Senthamangalam–Rasipuram Road (SH95)

Home , Kalappanaickenpatti, Kolli Hills, Mallasamudram, Mohanur, Namakkal, Namakkal district

Initial Environmental Examination

Project Number: P51337-001 December 2020

India: Tamil Nadu Industrial Connectivity Project Mohanur–Namakkal–Senthamangalam–Rasipuram Road (SH95)

Prepared by Highways and Minor Ports Department (TNHD), Government of Tamil Nadu for the Asian Development Bank.

CURRENCY EQUIVALENTS (as of 30 November 2020)

Currency unit = Indian rupee/s (Re/Rs) Re1.00 = $0.0133 $1.00 = Rs74.9311

ABBREVIATION

AADT - Annual Average Daily Traffic AAQM - Ambient air quality monitoring ADB - Asian Development Bank AMSL - Above Mean Sea Level ASI - Archaeological Survey of India BDL - Below detectable limit BGL - Below ground level BOD - Biochemical oxygen demand BOQ - Bill of quantity CGWA - Central Ground Water Authority CKICP - Chennai Kanyakumari Industrial Corridor Project CO - Carbon monoxide COD - Chemical oxygen demand CPCB - Central Pollution Control Board CSC - Construction Supervision Consultant DFO - Divisional Forest Officer DG - Diesel generating set DO - Dissolved oxygen DPR - Detailed project report E&S - Environment and social EA - Executing agency EAC - Expert Appraisal Committee EFP - Environmental Focal Person EHS - Environment Health and Safety EIA - Environmental impact assessment EMOP - Environmental monitoring plan EMP - Environmental management plan FIU - Field Implementation Unit FRL - Finished Road Level GHG - Greenhouse gas GIS - Geographical information system GOI - Government of India GRC - Grievance redress committee GRM - Grievance redress mechanism HFL - Highest flood level IA - Implementing Agency IEE - Initial Environmental Examination IMD - Indian Meteorological Department IRC - Indian Road Congress IUCN - International Union for Conservation of Nature

LHS - Left hand side LPG - Liquefied petroleum gas MOEFCC - Ministry of Environment, Forests and Climate Change MORTH - Ministry of Road Surface Transport and Highways N, S, E, W, - Wind Directions (North, South, East, West or NE, SW, combination of Two directions like South West, North NW West) NGO - Non-governmental organization NH - National Highway NOC - No Objection Certificate NOx - Oxides of nitrogen PAP - Project Affected Persons PAs - Protected Areas PCR - Public Community Resources PCU - Passenger Car Units PD - Project Director PM - Particulate Matter PIU - Project Implementation Unit PPE - Personal protective equipment PPT - Parts per trillion PUC - Pollution Under Control R & R - Rehabilitation and Resettlement RHS - Right hand side ROB - Road Over Bridge ROW - Right of way SEIAA - State Environmental Impact Assessment Authority SH - State highway SO2 - Sulphur Dioxide SOI - Survey of India SPCB - State Pollution Control Board SPL - Sound Pressure Level SPM - Suspended Particulate Matter SPS - ADB Safeguard Policy Statement, 2009 ST - Scheduled Tribes TA - Technical assistance TDS - Total dissolved solids TNRSP - Tamil Nadu Road Sector Project TSS - Total Suspended Solids ZSI - Zoological survey of India

WEIGHTS AND MEASURES dB(A) – A-weighted decibel ha – hectare km – kilometer µg – microgram m – meter MW (megawatt) – megawatt PM 2.5 or 10 – Particulate Matter of 2.5 micron or 10 micron size

NOTE In this report, "$" refers to US dollars.

This initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff and may be preliminary in nature. Your attention is directed to the “terms of use” section of this website.

In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

TABLE OF CONTENTS

Executive Summary ...... I I. INTRODUCTION...... 1 A. Project Background ...... 1 B. Nature, Size and Location of Project Road ...... 1 C. Background of the Present Report ...... 2 D. Objective and Scope of the Study ...... 2 E. Methodology Adopted for IEE Study ...... 3 F. Structure of the Report ...... 5 II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK ...... 7 A. National (India) Environmental Policy Framework ...... 7 B. Social Regulatory Requirements of India and Tamil Nadu ...... 11 C. International Treaties and Relevance to the Project ...... 11 D. Project Standards ...... 12 E. ADB’s Safeguard Policy Statement Requirements ...... 12 F. Category of the Project ...... 12 III. PROJECT DESCRIPTION ...... 13 A. Type and Features of Project Road ...... 13 B. Location of the Project Road ...... 14 C. Engineering Surveys and Investigations ...... 18 D. Design Standards ...... 18 E. Proposed Improvement ...... 24 F. Construction Camps ...... 39 G. Project Cost ...... 39 H. Construction Packaging and Implementation Schedule ...... 39 I. Project Benefits...... 39 IV. DESCRIPTION OF THE ENVIRONMENT...... 40 A. Introduction ...... 40 B. Physical Environment ...... 42 C. Coastal and Marine Resources in Project Influence Area ...... 63 D. Biological Environment ...... 63 E. Socio-economic Environment ...... 74 V. ANALYSIS OF ALTERNATIVES ...... 78 A. With Project’ and ‘Without Project’ Scenario ...... 78 B. Location and Alignment Alternatives ...... 81 C. Alignment Modifications due to Environmental Considerations ...... 91 D. Engineering / Technological Alternatives ...... 91 VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ...... 93 A. Introduction ...... 93 B. Screening of Impacts ...... 98 C. Typical Potential Adverse Impacts ...... 102 D. Impacts on Physical Environment ...... 102 E. Impacts on Biological environment ...... 117 F. Impacts on Social Environment ...... 120 G. Physical and Cultural Resources ...... 134

H. Induced and Cumulative Impacts ...... 135 I. Expected benefits from the Project ...... 135 VII. CONSULTATION, PARTICIPATION AND INFORMATION DISCLOSURE ...... 136 A. Meaningful Consultation ...... 136 B. Objectives of the Consultations ...... 136 C. Methodology for Consultations ...... 136 D. Interaction with NGOs ...... 141 E. Public Disclosure and Further Consultations ...... 141 VIII. GRIEVANCE REDRESS MECHANISM ...... 143 IX. ENVIRONMENTAL MANAGEMENT PLAN ...... 145 A. Introduction ...... 145 B. Objectives of Environmental Management Plan ...... 145 D. Environmental Monitoring and Reporting Program ...... 145 E. Institutional Requirements ...... 174 F. Environmental Reporting System ...... 180 G. Environmental Management Budget ...... 181 X. CONCLUSIONS AND RECOMMENDATIONS ...... 184 APPENDICES ...... 186

Appendix 1: ADB’s Rapid Environmental Assessment (REA) Checklist Appendix 2: Borrow and Quarry Areas Appendix 3: Environmental and Meteorological Monitoring Appendix 4: Comparison of World Bank and GoI Ambient Air Quality Standards Appendix 5: Tree inventory in Formation Width of the project road Appendix 6: Details of Protected Areas in Tamil Nadu Appendix 7: Detailed Analysis of Air Modeling Appendix 8: Guidelines for Plant Management Appendix 9: Guidelines for Camp Site Management Appendix 10: Guidelines for Waste (Debris and Spoils) Disposal and Management Appendix 11: Guidelines for Borrow Area Management Appendix 12: Guidelines for Quarry Area Management Appendix 13: Noise Modeling Details Appendix 14: Details of Participants and Public Consultation attendance list Appendix 15: Indian Standard Drinking Water Specification Appendix 16: National Ambient Noise Level Standards

LIST OF TABLES

Table 1: Project Road Details (SH-95) 1 Table 2: Primary and Secondary Information Sources 4 Table 3: Applicable Environmental National and State Requirements 8 Table 4: Summary Road Components and Design Standards 13 Table 5: Annual Average Daily Traffic (AADT) for Project Road (SH- 95) 16 Table 6: Important Settlements along the Project Road 17 Table 7: Radius for Horizontal Curves 20 Table 8: Sight Distance 21 Table 9: Bypasses proposed on the Project Road 32 Table 10: Improvement Proposals for Culverts along (SH-95) Project Road 33 Table 11: Junction Improvement with Transverse Rumble Strip on Project Road 36 Table 12: Environmental Attributes and Frequency of Monitoring 41 Table 13: Rainfall Data of Project District 43 Table 14: Temperature data in Namakkal district 44 Table 15: Soil Types and Distribution in Namakkal District 50 Table 16: Soil Quality Results along the Project Road 51 Table 17: Details of Water Resources along Project Road 54 Table 18: Water Quality Monitoring Locations 55 Table 19: Surface Water Quality Characteristics along the Project Road 55 Table 20: Ground Water Quality Characteristics along the Project Road 57 Table 21: Details of Ambient Air Quality Monitoring Locations along road 59 Table 22: Techniques Used for Ambient Air Quality Monitoring 60 Table 23: Summary of AAQM Results along the Project Road 60 Table 24: Details of Noise Level Monitoring Locations 62 Table 25: Ambient Noise Level in decibel (A) along the Project Road 62 Table 26: Forest Cover in Project District (Km2) 63 Table 27: Trees Species along the Project Road 65 Table 28: Tree Enumeration within Formation Width of Project Road 67 Table 29: Protected Areas in Tamil Nadu 68 Table 30: List of Fauna found in the Project Area 73 Table 31: Demographic Features of Project district as per 2011 census 75 Table 32: Land Use Pattern of Project Districts 75 Table 33: Sensitive Receptors along the Mohanur-Namakkal- Rasipuram(SH-95)project road 77 Table 34: Comparison of Positive and Negative Impacts of ‘With’ and ‘Without’ Project Scenario 79 Table 35: Salient Features of Eastern Bypass for Muthugapatti & Vudugapattitowns 83 Table 36: Salient Features of Western Bypass for Muthugapatti & Vadugapattitowns 83 Table 37: Salient features of Improvement Proposals along Existing Road at Senthamangalam Town 85 Table 38: Salient Features of Eastern Bypass for Senthamangalam & Gandhipuram Town 85 Table 39: Salient Features of Western Bypass for Senthamangalam & Gandhipuram towns86 Table 40: Summary of Alternate Bypass Options 86 Table 41: Salient Features of Eastern Bypass - Thuthikulam- Kalappanaickenpatti town 87 Table 42: Salient Features of Eastern Bypass for Belukuruchibypass 89 Table 43: Salient Features of Western Bypass for Belukuruchi town 89 Table 44 Salient Features of Eastern Bypass for Singalandhapuram bypass 90 Table 45: Salient Features of Western Bypass for Singalandhapuramtown 91 Table 46: Sensitivity of VECs in the Project Area 95 Table 47: Criteria for rating the significance of impacts 97

Table 48: Screening of Environmental Impacts 99 Table 49: Impact on Air Quality during Construction Stage 103 Table 50: Annual Average Daily Traffic Data 104 Table 51: Emission Factors for Different Types Of Vehicle (ARAI, 2007) 105 Table 52: Meteorological Parameters used for Modelling 105 Table 53: Average Background Concentration of Pollutants along the Project Road 106 Table 54: CO Predicted Concentrations (ppm) along the Project Road 107 Table 55: CO2 emission at BAU, Project With and Without Induced Traffic 109 Table 56:Construction Noise / Distance Relationship 123 Table 57:Likely Impact on Noise Quality in the Vicinity of Project Area 123 Table 58: Typical Noise Levels of Principal Construction Equipment (Noise Level in db (A) at 50 Feet) 123 Table 59:Annual Average Daily Motorized Traffic Data 127 Table 60:Equivalent Background Noise levels 127 Table 61:Predicted Noise Levels along the Project Road 127 Table 62: Vibration Generated from Different Construction Equipment 129 Table 63: Building Vibration Damage Assessment Criteria 130 Table 64: The details of Public Consultation For Project Road 137 Table 65: Public Consultation for SH-95 Project Road 139 Table 66: Summary of Issues Discussed and Measures Taken 140 Table 67: Environmental Management Plan 148 Table 68: Environmental Monitoring Plan (EMoP) 170 Table 69: Environmental Reporting System 181 Table 70: Environmental Management Cost Estimate * 182

LIST OF FIGURES Figure 1: Location of Project Road Alignment on Map 2 Figure 2: Proposed Project Road (SH-95) Alignment 15 Figure 3: Typical Road Cross Sections 26 Figure 4: Environmental Monitoring Locations along the Project Road 42 Figure 5: Rainfall Distribution Map of Tamil Nadu 44 Figure 6: Temperature Distribution Map of Tamil Nadu 45 Figure 7: Humidity Map of Tamil Nadu 46 Figure 8: Relief and Slope Map of Project Districts 47 Figure 9: Map Showing the Rocks and Minerals Profile of the Project District 49 Figure 10: Soil Types in Project District 50 Figure 11: Seismic Map of Tamil Nadu state 52 Figure 12: Hydrology of the Project Area 53 Figure 13: Forest Cover map of Tamil Nadu showing Project Road 63 Figure 14: Protected Areas Map of Tamil Nadu 71 Figure 15: Landuse Pattern along the Project Road and Project District 76 Figure 16: Alignment for Muthugapatti & Vadugapatti Bypass options 82 Figure 17: Alignment for Senthamangalam & Gandhipuram Bypass Options 84 Figure 18: Key plan of Thuthikulam- Kalappanaickenpatti bypass 87 Figure 19: Location Map of Bypass Option for Belukurichi 88 Figure 20: Location map of Siglandapuram Bypass 90 Figure 21: Grievance Redress Mechanism 144

EXECUTIVE SUMMARY

A. Introduction

1. The Government of Tamil Nadu proposes to upgrade its road network falling in the conceptual influence area of the Chennai Kanyakumari Industrial Corridor (CKIC), which aims at improving the transport infrastructure, such as the connectivity of industrial nodes to ports, urban areas and critical hinterland areas. The Highways and Minor Ports Department (TNHD) of Tamil Nadu has been mandated to undertake improvement and upgradation of various State Highways at different locations in the State under this project and will serve as the Executing Agency (EA). As part of this mandate, the Construction and Maintenance (C&M) Wing of TNHD has identified the 16 road sections for improvement totally totaling about 590 km spread across the State. The project will be financed through a project loan from the Asian Development Bank (ADB) under Tamil Nadu Industrial Connectivity Project (TNICP). The Project Implementation Unit (PIU) formed within TNHD will be the Implementing Agency (IA).

2. This Initial Environmental Examination (IEE) report is prepared for Mohanur - Namakkal - Senthamanagalam-Rasipuram Road section of state highway SH-95 project road. The length of the project road is 31.5 km. The project road starts from Muthugapatty bypass at Km 25+065 and ends at Koneripatti at km 56+565 . The entire length of the project road runs through plain & rolling terrain and passing across several agricultural land, villages, and small section through Social forestry Plantation.

3. As per provisions of the EIA Notification 2006 (amended in 2020), all new state highway and state highway expansion projects except in hilly terrain (above 1,000m above mean sea level or AMSL) and or notified ecologically sensitive areas fall under Category B and does not require environmental clearance from the State Environmental Impact Assessment Authority (SEIAA). The project road section is a state highway located on plain terrain with elevation less than 1000m AMSL. The project road alignment does not pass through any forest area and notified protected area. Thus, the project road does not fall under the purview of environmental clearance under EIA notification 2006 of MOEFCC.

B. Description of the Project

4. The proposed road section is part of state highway SH-95 in Namakkal district of Tamil Nadu State of India. The existing road is of two-lane carriageway with earthen shoulder configuration type. Width of RoW is not uniform along the project road and the carriageway/roadway width of the road is in range of 6.5m to 7m. It is proposed to improve the project road to 2-lane with Paved Shoulder.

5. The proposed RoW for the 2-lane configuration has been fixed as 16.0 m in urban built- up areas and 23 m in rural and 30 m in bypasses. The additional land required for the improvement of project road is 46.41 ha. along the alignment and for proposed bypass sections. The major built-ups falling within the stretch includes Muthugapatty, Senthamangalam, Gandhipuram, Kalappanaikanpatti, Belukurichi & Singlandhapuram.

6. There are existing 35 culverts falling along the alignment. There is no major bridge. There are 2 minor bridges (km 33+810, km 50+420) along the project road. RCC rectangular drains and masonry drains are found at built-up locations. No earthen drain is observed throughout the project stretch.

C. Description of the Environment

C.1 Physical Environment

7. Meteorological Conditions: Namakkal is one the dry district of Tamil Nadu state and is one of the six districts in the state receiving less than 800 mm annual rainfall on an average. The average rainfall days in a year is 44 mm. The northeast monsoon period is the major rainy season accounting for 41% of the normal rainfall, followed by southwest monsoon (37%).

8. The maximum, minimum and average annual temperature for the project district during the (1971 -2000) is 28.03 °C, 17.82 °C and 22.93 °C respectively. The project influenced area (PIA) is semiarid and sub-humid. Namakkal district records higher relative humidity due to the hill areas surrounding the district. Relative humidity variation between day and night are higher resulting in higher probability of pest and disease incidences. The highest humidity recorded in the month of October which is 81.1% and the lowest humidity recorded in the month of March. In Namakkal district, during October to March, wind blows generally from North Easterly and Easterly directions. South westerly and westerly winds predominate from May to September. The wind speed is least in October to February, while it is higher from July to September. The minimum, maximum and average wind speed observed along the alignment during field monitoring was 0, 12 and 3.1 kmph; respectively.

9. Geography and Topography: The project road stretch routes through plain terrain for most of its length, except for the section from km 38+600 to km 41+200, km 44+800 to km 45+200, km 46+600 to km 47+000 the stretch passes through rolling/ghat/hilly terrain. The elevation of the project road is varying from 172m to 285m AMSL with average of 216m AMSL.

10. Landuse: The land use along the stretch is of mixed in nature with agricultural, built up, forest and barren. For entire length, the land use is agricultural with pockets of built-ups and forests. Agriculture 31 %, Built-Up 49%, Open Land 19%, Forest Land 1%.

11. Geology: The soils of the Namakkal district can be classified under 6 categories viz., Red loam, Lateritic, Black, Sandy Coastal alluvial, Red sandy and Clay loam. The pH levels of the soils show that soils are slightly acidic in nature. The soil type is silty brown loam along the project road. The nutrient status of soil is also a key element in agriculture. Above results also shows that the soils of the study area have good amount of primary nutrients i.e., Nitrogen (N), Phosphorus (P) and Potassium(K) content. From the results it can be observed that the soil in the project area is fertile with high agricultural productivity with appropriate use of fertilizer.

12. Water Resources and Hydrology: The Namakkal district is falling in part of east flowing Cauvery and Vellar river basins as per the Irrigation Atlas of India. Tirumanimuttar, Vasista and Sweta are the important minor basins. There are ponds, lakes, canals, seasonal streams (Nala) etc. along the project road. The water utilities along the project road are overhead tanks, water tank with taps and handpumps.

13. In order to represent the true profile of the project area, samples from surface water source through which the project road runs were collected and analyzed as per IS- 2488 (Part I- V). Ground water (drinking water) and surface water samples were analyzed as per IS: 10500- 1991. Surface water quality and ground water quality monitoring was carried out at one location each. Results show that the pH of the drinking water in the region is well within permissible limits of 7.52 (6.5 to 8.5). The biological quality of surface water is poor, and pathogens were present in the surface water sample. The samples collected from ground water shows the parameter is well within the permissible standards. Other parameters analyzed like chloride, sulphate, iii fluorides are found well within standards. The ground water quality parameters were well within the permissible limits for drinking waters as specified by IS 10500:2012 on project road.

14. Air Quality: Ambient air quality for criteria pollutants such as particulate matters (PM10 and PM2.5), SO2, NOx, CO etc. was monitored at two locations along the project road. It is found from the results that PM10, concentration at monitoring locations were well within the permissible limits for residential zone i.e. 100 μg/m3 prescribed by MOEFCC but slightly higher 3 than IFC EHS guideline limit of 50 μg/m . The highest value of PM10 is observed at Rasi Educational Institutions (61.7 μg/m3), which is well within permissible limits. Similarly, PM2.5 concentration is highest at same location and is 26.5 μg/m3 well within the permissible limit i.e. 60 μg/m3 prescribed by MOEFCC but slightly higher than the IFC EHS guideline limit of 25 3 μg/m . Other parameters monitored i.e. NOx, SO2 and CO were found within the permissible limits for all the locations.

15. Noise Levels and Vibrations: Noise levels were monitored at four locations along the project road. It is found the equivalent ambient noise levels are higher than the permissible limits for residential areas prescribed by CPCB and also by IFC EHS standards of 55 dB(A) and 45 dB(A) for daytime and nighttime respectively The maximum recorded day time noise level is 73.5 dB(A) and night time noise level is 50.4 dB(A) along the project alignment. This noise is mainly from vehicular traffic and local domestic/commercial activities.

C.2 Biological Environment

16. The project road does not fall with core/buffer zone of any protected area (National Park, Wildlife Sanctuary, Reserved Forest, Biosphere Reserve, Wetland or bird sanctuary). However, the project road passes through Social forestry Plantationfrom km 40+200 to km 40+500. A total of 1721 trees>30cm girth size (834 on LHS, 887 on RHS fall within formation width of project road, which will be affected due to road widening.

17. There are no vulnerable/ endangered or rare species of flora and fauna around the project site. There is no presence of any fauna species listed in Schedule I of the Wildlife (Protection) Act, 1972 of Government of India.

C.3 Socio-economic Environment

18. The project road fall under Namakkal district of Tamil Nadu state. As per 2011 census, Namakkal district has population of 17,26,601 of which male and female are 8,69,280 and 8,57,321 respectively. Average literacy rate of district in 2011 is 68.11%. If things are looked out at gender wise, male literacy rate (55.55%) is more than female literacy rate (44.45%). With regards to Sex Ratio, it stood at 986 per 1000 male. The average national sex ratio in India is 926 as per latest reports of Census 2011 Directorate. Children under 0-6 formed 8.72% of District population with male child population dominating the female child population.

19. The major source of economy along the project road is agriculture and livestock. Rice is the major crop grown in the project area. Cash crops such as cotton, groundnut, pulses and vegetables are also grown in the project region. The important food crops are paddy, bajra, ragi, maize and other minor millets.

20. There are important community structures along the project road, which has cultural and sociological importance. There are 18 sensitive receptors/structures present within 50 m from iv

center line of the road. No archaeological sites or historical monuments are located along the project road section.

D. Consultation, Disclosure and Grievance Redress Mechanism

21. In accordance with ADB’s Safeguard Policy Statement (SPS) 2009 public consultations were held as part of the IEE study. Consultation undertaken with project beneficiaries, local/ government officials, community leaders, women groups, stakeholders in corridor of impact and people likely to be affected due to the project on various issues affecting them and incorporation of various measures pertaining to environmental issues based on the responses from the people. Both formal and informal modes of consultation were used in the public consultation process for the project.

22. Consultation were carried out using standard structured questionnaires as well as unstructured questionnaires. In addition, focused group discussions (FGDs) and personal discussions with officials, on-site discussion with project affected stakeholders, and reconnaissance visits have also been made to the project areas. The attempts were made to encourage participation in the consultation process of the Government officials from different departments that have relevance to the project. Same way, local people from different socio- economic backgrounds in the villages as well as urban areas along the road alignment and at detours, residents near the existing road, women representatives, local commuters, and other concerned were also consulted.

23. The consultations were conducted during preparation of the IEE. The official public consultation meetings were organized at four locations to disseminate the information regarding widening and strengthening of road SH 95 by the officers of Highways Department, Government of Tamil Nadu and staff of consultant team in January 2020 and September 2015. Various officials consulted include TNHD Officials, Forest Officers, Environmental Officers from pollution control board, statistical officer in the project areas etc. Besides interview surveys, focused group discussions (FGDs) were organized at key locations along the project road. A total 241participants including 153 males and 88 females attended this public consultation meeting. The people living in the entire project area expect the different project elements to facilitate transport, employment, boost economic development and thereby provide direct, or indirect, benefits to themselves.

24. In compliance with ADB’s SPS requirements consultation will be continued throughout the project process. Prior to finalization of detailed engineering design, the contractor, with the assistance of the PIU should consult affected persons. Further, project consultations will be organized by the Field Implementation Unit (FIU) in coordination with Construction Supervision Consultant (CSC) and with the presence of representatives from the contractor. These should be done at least quarterly during construction period.

25. A Grievance Redress Mechanism (GRM) will be established by TNHD prior to mobilization of contractors to address grievances related to the implementation of the project, particularly regarding the EMP. Through the GRM, responsible parties will acknowledge, evaluate, and respond to the complainant with corrective action proposed using understandable and transparent processes that are gender responsive, culturally appropriate, and readily accessible to all segments of the affected people.

26. Records of grievances received, corrective actions taken, and their outcomes will be properly maintained and form part of the quarterly progress reports (QPR) and semi-annual environmental monitoring report to ADB. The Project GRM will be established to evaluate and v facilitate the resolution of affected persons concerns, complaints, and grievances related to environmental aspects of the project. The GRM will aim to provide a time-bound and transparent mechanism to voice and to resolve the concerns linked with the project.Depending on the nature and significance of the grievances or complaints, the grievance redress mechanism (GRM) will comprise procedures to address grievancesat several levels. A two-tier GRM will be established. Regional Level Project GRC will be chaired by the TNHD Divisional Engineer concerned and would comprise of TNHD Environment Wing Assistant Environment Specialist, Project Manager of EPC contractor and Resident Engineer of CSC concerned. Complaints that cannot be resolved at the field level within 7 days will be elevated to the State Level Project GRC. It will serve as appellate authority and will be chaired by the Chief Engineer and will comprise the Superintending Engineer concerned, Environment Specialist, Team Leader of CSC concerned, Project Manager from Project Management Services of CSC-01 and Authorized Representative from EPC contractors, as needed. Grievance response period for all GRCs is 3 weeks.

27. As project executing agency, the Department of Highways and Minor Ports of Tamil Nadu (TNHD) will be responsible for the disclosure of this IEE in compliance to ADB’s Access to Information Policy 2019 and ADB SPS 2009. The report will be made available to interested parties on request from the office of the TNHD. Since this is environment Category B project, the IEE report will be disclosed to the public through the ADB and CKICP website.

E. Anticipated Environmental Impacts and Mitigation Measures

28. Based on analysis of project activities and environmental baseline conditions 15 valued environmental components (VECs) under physical, biological and social environment were identified. Impacts on each of these VECs during pre-construction and design stage, construction stage and operation stage was carried out. Impacts were determined to be minor, moderate or major based on a rating criterion of sensitivity of the VEC, duration of impact, area of impact and severity of impact.

29. Most negative impacts are of minor to moderate risk. There is no potential impact with high risk identified during project implementation. Negative impacts with moderate risks include removal of trees; noise and impacts on air quality during construction and operation stages, occupational and community health and safety. These impacts are largely short term and expected to occur during construction, with some minor induced and residual impacts expected to occur during operation.

30. The loss of land under the agriculture use for bypass section and the 1721 trees will be compensated under a mandatory compensatory scheme under the government wherein total 17210 trees (1:10 ratio) will be planted. This mandatory compensation scheme is expected to result in the creation of good vegetation cover along the road section in the long-term (>10 years).

31. Other moderate and minor negative environmental impacts include dust; pollution of air and water; noise and disturbance for local communities during construction; 46.41ha of land acquisition and impacts on 281 structures; inconveniences caused by shifting of utilities; health and safety issues for construction workers and local communities located near the project road; soil erosion; contamination and siltation of surface water, waste and spoils disposal.

32. These will be addressed through various mitigation measures included in the EMP such as regular sprinkling of water; enforcement of construction time limits; regular monitoring of air, water and noise; payment of compensation to affected people in accordance with the entitlement matrix in the Resettlement Plan (RP); regular public communication on shifting of vi

utilities; enforcement of health and safety requirements in the work sites and camps; implementation of slope stabilization measures; management of solid and liquid waste and chemicals and other measures.

F. Project Benefits

33. The key positive environmental impacts of the project include improved vegetation cover, increase in area of good quality habitat by tree plantation 1:10 tree removed for the project through compensatory afforestation, which will be fully realized in 10-15 years and improvement of infrastructure along the project area. Further, the implementation of various project items is envisaged to have the following direct benefits: • better connectivity to key locations within State; • smooth flow of traffic on State Highway Network; • improved quality of life for the rural population in the project influence: this as a result of better access to markets, health, education and other facilities; and the derived stimulus for local economic activity; • a more efficient and safe road transport system: through reduced travel times, reduced road accidents, reduced vehicle operating and maintenance costs and reduced transportation costs for goods; • the facilitation of tourism.

G. Environmental Management Plan

34. A fully budgeted environmental management plan has been prepared for mitigation/management/ avoidance of the potential adverse impacts and enhancement of various environmental components along the project road section. For each mitigation measures to be carried out its location, timeframe, implementation and overseeing/ supervising responsibilities has been identified. Monitoring plan for construction and operation phase has been framed to ensure effective implementation of EMP.

35. The monitoring program included performance indicators for water, air, and noise level monitoring, frequency of monitoring, and institutional arrangements of the project in the construction and operation stages, along with the estimated cost. The reporting system included roles and responsibilities of each party involved in the project implementation i.e. PIU, CSC, Contractor(s), external monitor and reporting mechanisms during implementation and operation phases.

36. The monitoring program includes regular site inspections and checks by the PIU and FIU under TNHD. The CSC will conduct monthly and quarterly site inspections to monitor implementation of the EMP. The CSC Environmental Specialist will monitor implementation of the EMP.

37. An environmental management budget of INR 4,96,66,050 (Indian Rupees Four Crore Ninety Six Lakh Sixty Six Thousand and Fifty only) (USD 0.66 million) has been estimated for implementation of the EMP. This budget also includes cost of environmental monitoring and associated trainings.

H. Conclusions and Recommendations

38. The project road (Mohanur - Namakkal- Senthmangalam- Rasipuram Road section of SH-95) proposed for the improvement is classified as environment Category B project as per vii

ADB SPS requirements. Environmental screening and assessment of likely impacts and rating of risks shows that with implementation of mitigation measures and habitat improvement activities the project will not result in significant residual environmental impacts.

39. A number of potential adverse impacts have been identified on issues related to dust, noise, pollution, soil erosion, waste, occupational health and safety, community health and safety and biodiversity. Most impacts were assessed to be of low to moderate risk. Potential impacts on biodiversity were assessed to be of medium risk. Biodiversity impacts include loss of about 1721 trees due to widening of road. There are no protected areas located within 10km radius of the road section.

40. Mitigation measures have been proposed and budgeted to address all the above identified impacts and risks in the EMP. Mitigation measures have been proposed and budgeted to address all the above identified impacts and risks in the EMP. As part of the EMP, management measures have also been recommended to mitigate risks related to social, physical and biological aspects.

41. The EMP is a living document and will be subject to revision following finalization of the detailed design by the EPC. The EMP may undergo further revision during project construction if there is any change in project design and occurrence of unanticipated impacts. The environmental mitigation measures are itemized in the EMP and the Executing Agency (TNHD) shall ensure that the most recent EMP and EMoP are included in the civil works contract agreement.

I. INTRODUCTION

A. Project Background

2. Mohanur to Rasipuram via Namakkal Road Section of SH-95 is one of the 16 corridors taken up for improvement under this project. As part of detailed project report (DPR) preparation, this Initial Environmental Examination (IEE) report was prepared to cover Mohanur to Rasipuram via Namakkal Road (SH-95). The total design length of the road alignment is 31.5 km is taken up. The details of project road are given in Table-1.

Table 1: Project Road Details (SH-95) Design Road District Environmental Setup Length (Km)

The entire length of the project road Mohanur - Namakkal - runs through plain & rolling terrain Senthamanagalam- Namakkal and passing across several 31.5 Rasipuram Road agricultural land, villages, and towns.

3. All discussions thereafter focus on this road section. This IEE has been prepared in accordance with relevant policies and regulations of the Government of India, GoTN, and the ADB’s Safeguard Policy Statement 2009 (SPS). This IEE report will be disclosed in the office of Tamil Nadu Highways Department and on CKICP and ADB website.

B. Nature, Size and Location of Project Road

4. The project road is located in Namakkal district of Tamil Nadu. The location of the project road is shown in Figure 1. The project road starts from Muthugapatty bypass at Km 25+065and ends at Koneripatti at km 56+565. The length of the project road is 31.5 km. The entire stretch is of two-lane configuration with earthen shoulders for most of the length, the terrain consists of mixed proportions of Plain & Rolling terrain.

Figure 1: Location of Project Road Alignment on Map

Project Road

C. Background of the Present Report

5. This IEE report is prepared for the project road in order to identify the baseline environmental status of the project road alignment, assess impacts due to the proposed widening of the road on various environmental parameters and preparation of environmental management plan to mitigate the negative impact on these parameters.

The initial environmental examination study was prepared between the months of November 2019 to September 2020 to meet ADB’s Safeguards policy requirements. This is the draft IEE report prepared to fulfil ADB’s SPS 2009 requirements for financing the Project. The detailed engineering design report has been prepared by the DPR Consultant M/s. CDM Smith. The initial environmental examination report is prepared by TNHD as the EA with the help of independent environmental specialist supported by ADB technical assistance.

D. Objective and Scope of the Study

6. This IEE report documents the environmental assessment of the Mohanur - Rasipuram (SH-95)road project and identifies the environmental issues to be considered in the project planning and design stages. In this report, the different activities that are likely to take place to achieve the project objectives have been analysed. Potential impacts that may accompany them have been identified, assessed for significance, and concomitant avoidance, mitigation, and compensation measures were prepared in consultation with stakeholders. The IEE addresses 3 the environmental management requirements of the Government of India (GOI) and ADB. Specifically, this report-

• provides information about the baseline environmental setting of the project. • provides information on potential environmental impacts of the proposed project activities with its magnitude, distribution, duration and sensitivity of receptors. • provides information on required mitigation measures with cost to minimize the impacts. • analyses the alternatives options considering alternative locations, designs, management approaches for selection of most feasible and environmental acceptable options. • provides details of stakeholder’s consultations. • designs an environmental management and monitoring plan with institutional responsibilities measures for effective implementation of mitigation measures proposed and provides addressing grievances.

7. The environmental studies have been confined to the situation around the deemed project area of influence caused by constructional and operational facilities along the proposed road sections. The IEE is based on proposed road alignment and key construction activities involved such as site clearing, removal of trees, excavation, filling, grading and embankment formation, excavation for utility trenches, subgrade preparation, base course and bituminous overlay, shoulder, and construction of permanent structures like retaining walls, culverts and drains. The IEE also covered ancillary activities like camp site establishment and maintenance, sourcing of materials, and operation of equipment like rock crusher and hot mix plants. The corridor of impact is taken as 10 meters either side of the proposed alignment (from edge of the proposed road) including RoW of 16 meters for urban stretches, 23 meters for rural areas, and 30 meters for bypasses. However, the study area impact zone is considered up to 10 km aerial distance on both sides of road alignment to allow for coverage of indirect and induced impacts and a larger analysis of land use and other environmental features. Assessment is carried out on the following environment components: terrestrial and aquatic ecology, soil, water, air, noise, and socio-economic aspects. The project area of influence (PAI) was determined as the ROW plus 500m on either side of the road.

8. The following sections of the report discusses the methodology adopted by the consultants in conducting the IEE study and presents the results of the same.

E. Methodology Adopted for IEE Study

9. The Initial Environmental Examination (IEE) study has been carried out in accordance with the requirements of the ADB’s Safeguard Policy Statement (SPS 2009). The Government of India guidelines for Rail/Road/Highway projects; EIA notification 2006 and its amendment of MOEFCC and the Highway Sector EIA guidance manual 2010 have also been followed in the process of this environmental assessment. The study methodology has been adopted in such a manner to ensure that environmental concerns are given adequate weightage in the selection of alignment and design of proposed road improvements. The study in this project employs an iterative approach in which potential environmental issues have been examined at successive levels in detail and specificity, at each step in the process.

10. The environmental assessment is based on the information collected from primary as well as secondary sources on various environmental attributes. Monitoring of air, water, noise 4 and soil quality was also carried out within the ROW and significant issues were examined during field surveys to determine the magnitude of significant environmental impacts.

11. The major steps in the IEE process for the project were as follows:

1. Collection and Analysis of Data

12. The Baseline data was collected on various environmental components such as soil, meteorology, geology, hydrology, water quality, flora and fauna, habitat, demography, land use, cultural resources, properties and structures. Secondary data on environment for the project corridor were collected both from published and other relevant sources e.g., the Department of Forest, Tamil Nadu State Pollution Control Board, State Statistical Department etc. The data collection from the field was completed with the help of enumerators / investigators. The interviewers were trained for filling up the questionnaire at the site. To ensure the accuracy of the data, data collection was done under the supervision of the consultant. The type and source of information compiled in this IEE are shown in Table 2.

Table 2: Primary and Secondary Information Sources Information Sources Technical information on existing road features Department of Highways Tamil Nadu, Project and proposed Rehabilitation work. Inventory of Implementation Unit, ADB Project, TNRSP II road features ;viz. water bodies community Design Consultant, Ground physical surveys structures, environmental sensitive location and graphics consultants areas, congested locations, etc. Climatic Conditions Indian Meteorological Department, ENVIS Website, NIC, primary data Collection Geology, Seismicity, Soil and Topography Geological survey of India, Survey of India (SOI) Toposheets, Primary data collection Land Use/ Land Cover Survey of India (SoI) Toposheet, Observation during survey. Drainage Pattern Survey of India Toposheet and field observation Status of forest areas, Compensatory Divisional Forest Office, Namakkal District. afforestation norms etc. Status of Fishing Activity District Fisheries Offices at Namakkal District

Air quality Noise, Soil and Water Onsite monitoring and Analysis of Field samples during field visit Borrow Areas, Quarries and other construction Feasibility report, field observations material source River geo-morphology, hydrology, drainage, flood patterns Socio-economic Environment Primary Census Abstract of Namakkal, District 2011. Official websites maintained by state Govt., and Public Consultations during the Field survey

2. Environmental Monitoring and Analysis

13. Different locations were identified for monitoring and analysis of noise level, ambient air and water quality. The monitoring and analysis of water quality, air quality and noise level has been done by M/s Global Lab and Consultancy Services, Salem a leading environmental research laboratory. Air quality monitoring has been carried out as per MOEFCC notification of November 2009 the revised Air Quality standards and the on-site monitoring results are incorporated in Chapter 4 of this IEE report.

14. Vegetation and Wildlife Surveys: In order to assess presence of flora and fauna along the proposed alignment field surveys have been carried out with the help of field officers of the state forest department. In addition to biodiversity along the alignment, specific attention was given to key biodiversity areas having core zones within 10 km from the alignment. Findings are incorporated in Chapter 4 of this IEE report.

3. Analysis of Alternative

15. Alternative analysis for the present project road alignment has been made on the basis of “with” and “without project” scenarios. The parameters considered for the analysis are the environmental as well as social features and their likely impact on the natural ecosystem.

4. Stakeholder and Public Consultations

16. Extensive consultations were held during different stages (reconnaissance, detailed design and design review) with key stakeholders that include local and beneficiary population, government departments/agencies, road users, and project-affected persons. These consultations allowed the interaction between the stakeholders and road designers to identify road features and construction methods that will enhance road upgrading and minimize potential impacts. Information gathered was integrated in the project design and used in formulating mitigation measures and environmental management plan. Detailed description of public consultation is presented in Chapter 7 of this IEE report.

5. Assessment of Potential Impacts

17. Potential impacts were identified on the basis of analytical review of baseline data; review of environmental conditions at site and analytical review of the underlying socio- economic conditions with the project influence area.

6. Preparation of the Environment Management Plan

18. An EMP for the project contract package has been prepared to specify the steps required to ensure that the necessary measures have been taken and the same will be incorporated during construction and operation stage of the project. The EMP includes the monitoring plan giving details of the resources budgeted and the implementation arrangements.

F. Structure of the Report

19. This IEE report has been presented as per requirements of the ADB’s Safeguard Policy Statement (SPS) 2009. The report is organized into following ten chapters, a brief of each chapter is described below: 6

• Chapter 1 - Introduction: This section describes the background information about the project and IEE study. • Chapter 2 - Policy, Legal, and Administrative Frameworks: this section summarizes the national and local legal and institutional frameworks that guided the conduct of the assessment as well as applicable international conventions and protocols. • Chapter 3 - Project Description: This section presents the key features and components of the proposed project. • Chapter 4 - Description of the Environment: This section discusses the relevant physical, biological, and socioeconomic features that may be affected by the proposed project. • Chapter 5 -Analysis of Alternatives: This section covers analysis of various alternatives considered to minimize the overall impacts of proposed development and suggest most appropriate alternatives based on detailed analysis of impact and risk associated with each alternative. • Chapter 6 - Anticipated Environmental Impacts and Mitigation Measures: This section presents the environmental assessment of likely positive and adverse impacts attributed to the proposed project and concomitant mitigation measures. • Chapter 7 - Consultation, Participation and Information Disclosure: This section describes the consultation process undertaken during the environmental examination and its results, their consideration in the project design, and manner of compliance to the ADB’s Publication Policy and related national laws. • Chapter 8 - Grievance Redress Mechanism: This section describes the formal and informal redress procedures for registering, resolving, and reporting complaints. • Chapter 9 - Environmental Management Plan: This section discusses the lessons from the impact assessment and translated into action plans to avoid, reduce, mitigate or compensate adverse impacts and reinforces beneficial impacts. This plan is divided into three sub-sections: mitigation, monitoring, and implementation arrangements • Chapter 10 - Conclusion and Recommendation: This section states whether there is a need for further detailed environmental studies / assessments and highlights key findings and recommendations to be implemented by the borrower.

20. An Executive Summary is also prepared and presented in the beginning of the report. 7

II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

21. India has well defined institutional and legislative framework. The legislation covers all components of environment viz. air, water, soil, terrestrial and aquatic flora and fauna, natural resources, and sensitive habitats. India is also signatory to various international conventions and protocols. The environmental legislations in India are framed to protect the valued environmental components and comply with its commitment to the international community under above conventions and protocols. Asian Development Bank (ADB) has also defined its Environmental and Social Safeguard policies. This assessment is about the applicability of above laws and regulations, conventions, protocols, and safeguards. This section summaries the following:

• National (India) Environmental Legislation and Legal Administrative Framework, • Social Safeguard Regulatory Requirements, • ADB safeguard policies and categorization of the project, and • Summary of international treaties and applicability to the project

A. National (India) Environmental Policy Framework

22. The legal framework of the country consists of several acts, notifications, rules and regulations to protect environment and wildlife. In 1976, the 42nd Constitutional Amendment created Article 48A and 51A, placing an obligation on every citizen of the country to conserve the environment. The national legislations are broadly divided under following categories:

• Environmental Protection, • Forests Conservation, and • Wild Life Protection.

23. The umbrella legislation under each of above category is highlighted below:

• The Environment (Protection) Act 1986 was enacted with the objective of providing for the protection and improvement of the environment. It empowers the Central Government to establish authorities charged with the mandate of preventing environmental pollution in all its forms and to tackle specific environmental problems that are peculiar to different parts of the country. Various rules are framed under this Act for grant of environmental clearance for any developmental project, resources conservation and waste management. • The Forest Conservation Act 1980 was enacted to help conserve the country's forests. It strictly restricts and regulates the de-reservation of forests or use of forest land for non-forest purposes without the prior approval of Central Government. To this end the Act lays down the pre-requisites for the diversion of forest land for non-forest purposes. • Wildlife (Protection) Act 1972 amended in 2003 was enacted with the objective of effectively protecting the wild life of this country and to control poaching, smuggling and illegal trade in wildlife and its derivatives. It defines rules for the protection of wild life and ecologically important protected areas.

24. State Pollution Control Boards (SPCBs) together form the regulatory and administrative core of the government for managing environmental impacts. Other Ministries/ Statutory Bodies/ Departments responsible for ensuring environmental compliance and granting various 8

clearances includes state ministry /department of environment, regional offices of MOEFCC and state forests/wildlife departments.

25. The environmental impact assessment (EIA) requirement in India is based on the Environment (Protection) Act, 1986, the EIA Notification, 2006 (latest amendment in 2020), all its related circulars, MOEFCC’s Environmental Impact Assessment Guidance Manual for Highways 2010 and IRC Guidelines for Environmental Impacts Assessment (IRC:104-1988) of highway projects. In addition to road widening and rehabilitation including establishment of temporary workshops, construction camps, hotmix plants, and opening of quarries for road construction work require compliance with provisions of The Forest (Conservation) Act 1980 as amended 1988 and Rules 1981 as amended 2003: The Wildlife (Protection) Act, 1972 (amended 1993); The Water (Prevention and Control of Pollution) Act 1972 (amended 1988) and Rules 1974; The Air (Prevention and Control of Pollution) Act, 1981 (amended 1987) and Rules 1982; The Noise Pollution (Regulation and Control) Rules, 2000 (amended 2002) and the Hazardous Waste (Management, Handling and Trans-boundary Movement) Rules 2008 (amended 2009).

26. A review is undertaken for all the environmental rules and regulation which might be applicable to the proposed road corridor improvement activities. Legislations applicable to this project are summarised below in Table 3. There is no separate state level legislation. However various acts like Water and Air are enforced through state level authority: the State Pollution Control Board (SPCB).

27. Specifically for the proposed Mohanur - Rasipuram (SH-95) road project in the state of Tamil Nadu, the following environmental laws and regulations applicable are in Table 3:

Table 3: Applicable Environmental National and State Requirements Responsible Sl. Competent Agency for Time Activity Statute Requirement No. Authority Obtaining Required Clearance Planning Stage: Before start of Civil Works Construction (Responsibility: Executing/Implementing Agency)

EIA Notification Environmental State/District The 4-6 1. Borrow areas 2006 Clearance EIAA Contractor months

Standing Orders by Revenue Tree cutting Revenue 2-6 2. Tree Cutting TNHD Department, permission Officers months GoTN. Note : Borrowing of ordinary earth for linear projects exempted from purview of EIA notification 2006 vide MoEFCC Notification S.O. No. 1224 (E) dated 28.03.2020 Construction Stage (Responsibility: Contractor)

Establishing Water Act of campsites, 1974, Air Act of stone crusher, Tamil Nadu 1981, Noise Consent to The 2-3 1 hot mix plant, Pollution Rules of 2000 and establish Contractor months wet mix plant Environmental Control Board and Diesel Protection Action Generator Sets of 1986 and as 9

Responsible Sl. Competent Agency for Time Activity Statute Requirement No. Authority Obtaining Required Clearance amended

Water Act of Operating 1974, Air Act of camps, stone 1981, Noise crusher, hot Tamil Nadu Rules of 2000 and Consent to The 2-3 2 mix plant, wet Pollution Environmental Operate Contractor months mix plant and Control Board Protection Action Diesel of 1986 and as Generator Sets amended Tamil Nadu Pollution Manufacture Storage of fuel Control Board storage and Permission for oil, lubricants, or Local Import of storage of The 2-3 3 diesel etc. at Authority Hazardous hazardous Contractor months construction (District Chemical Rules chemical camp Magistrate 1989 /District Collector) State Minor Mineral Concession Tamil Nadu Rules, The Mines Quarry Lease Quarry Department of The 2-3 4 Act of 1952, Deed and operation Mines and Contractor months Indian Explosive Quarry License Geology Act of 1984, Air Act of 1981 and Water Act of 1974 Permission for extraction of Extraction of Ground Water ground water State Ground The 2-3 5 ground water Rules of 2002 for use in road Water Board Contractor months construction activities Permission for Use of surface Tamil Nadu use of water for The 2-3 6 water for - Irrigation construction Contractor months construction Department purpose Engagement of District Labor The 2-3 7 Labor Act Labor license labor Officer Contractor months

28. In addition to the acts and regulations listed above the Environmental Impact Assessment Guidance Manual for Highways 2010 issued by MOEFCC and the IRC Guidelines for Environmental Impacts Assessment (IRC:104-1988) of highway projects issued by MORTH, were referred in the process of preparing this IEE. The following requirements are particularly important and need special attention in order to avoid any delays for a project:

• As per provisions of the EIA Notification 2006 (amended in 2009, 2011 and 2013), all new state highway projects and state highway expansion projects in hilly terrain (above 1,000m AMSL) and or notified ecologically sensitive (ESA) areas fall under category B and does not require environmental clearance from the State Environmental Impact Assessment Authority (SEIAA). Since the proposed project involve expansion of the existing state highway road section between Mohanur- Namakkal-Sendamangalam-Rasipuram Road (SH-95 ) and this section is not located in hilly terrain (above 1,000m AMSL) or any notified ecologically sensitive areas, it does not fall under the purview of EIA notification. 1 Therefore an environmental clearance from SEIAA is not required for this project road. • As per the Forest Conservation Rules (1981, amended 2003) a forestry clearance from Department of Forests is required for diversion of forest land for non-forest purpose. Processing of the forestry clearance entails two stages: stage I and stage II. Amongst other requirements stage I clearance requires the applicant to make payments for compensation of forestry land that will be acquired and trees that will be cut under the project. Accordingly, timely allocation of budget for this purpose by the applicant is necessary to expedite the clearance process. Proposed Mohanur- Namakkal-Sendamangalam-Rasipuram Road (SH 95) road passes through Social forestry Plantation from km 40+200 to km 40+500. • So, forest clearance is not required as per Government of India requirements. However, Forest Department permission will be obtained for removal of trees if required prior construction activity in the stretches from km40+200 to km40+500.. • As per the Wildlife Protection Act, clearance from National Board for Wildlife (NBWL) is not required for proposed Mohanur-Namakkal-Sendamangalam- Rasipuram Road (SH 95)road project as the project road is not located in core/buffer zone of any legally protected area.

• Cutting of trees in non-forest land requires a tree cutting permit from the Revenue department. All trees cut under a project must be compensated by compensatory afforestation in the ratio of 1:10. • As per Office Memorandum (OM) issued by MOEFCC on 19 March 2013 the grant of environmental clearance for linear projects including roads has been delinked from the forestry clearance procedure. Hence, after receipt of environmental clearance(not required for this project corridor) construction works may commence on sections/parts of a linear project that do not require forestry clearance. Construction works may commence on sections requiring forestry clearance only after receipt of the respective clearance (not required for this project corridor). • Placement of hot-mix plants, borrow areas, quarrying and crushers, batch mixing plants, discharge of sewage from construction camps requires No Objection Certificate (Consent to Establish and Consent to Operate) from SPCB prior to establishment (Table 3, construction stage item 1 and 2). • Permission from Central Ground Water Authority is required for extracting ground water for construction purposes, from areas declared as critical or semi critical from ground water potential prospective by them (Table 3, construction stage item 5). • Before the start of civil works for the any component of the project the project proponent (TNHD) must obtain necessary clearances / permits from the regional

1 Ecologically Sensitive Areas (ESA) are areas notified by MoEFCC an ecologically fragile area under EPA rules, 1986. List of notified ESA in India are available at http://moef.gov.in/rules-and-regulations/esa-notifications/. While Eco-sensitive Zone (ESZ) is area around the notified Protected Areas (National Parks and Wildlife Sanctuaries) as per the Guidelines for Deceleration of ESZ around National Parks and Wildlife Sanctuaries, as details are given at http://moef.gov.in/rules-and-regulations/esz-notifications-2/. 11

office of the Ministry of Environment and Forests& Climate Change (MOEFCC)and State Pollution Control Board as necessary.

B. Social Regulatory Requirements of India and Tamil Nadu

29. There are many rules and regulations framed by the Government of India for the protection of workers. Most of these legislations will be applicable to contractors in charge of construction. EA will ensure compliance to these social legislations through contractual obligation and regular checks and penalties. These legislations include the Building and Other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996, Child Labour (prohibition and Regulation) Act, 1986; Minimum Wages Act, 1948; Workmen Compensation Act, 1923; Payment of Gratuity Act, 1972; Employee State Insurance Act; Employees P.F. and Miscellaneous Provision Act, 1952; Maternity Benefit Act, 1951; Payment of Wages Act, 1936; Equal Remuneration Act, 1979; Inter-State Migrant Workmen’s (Regulation of Employment & Conditions of Service) Act, 1979; Equal Remuneration Act, 1979 etc.

C. International Treaties and Relevance to the Project

30. Government of India has signed many international treaties. GOI has also framed various laws, regulations and guidelines to meet country’s obligations under these treaties. Projects of this magnitude may contribute in meeting country’s obligation directly or indirectly. A screening was carried out of these treaties regarding its applicability to this project. The relevant international treaties are: • Kyoto Protocol to the United Nations Framework Convention on Climate Change (Ratified by India in 1997): The Kyoto Protocol is an international agreement linked to the United Nations Framework Convention on Climate Change. The major feature of the Kyoto Protocol is that it sets binding targets for 37 industrialized countries and the European community for reducing greenhouse gas (GHG) emissions. These amount to an average of five per cent against 1990 levels over the five-year period 2008-2012. • The Paris Agreement 2015: The Paris Agreement is an international agreement by 196 parties which aims at limiting global warming to 1.5 to 2 degrees C above pre-industrial levels. Through this, the parties also agreed to a long-term goal for adaptation through nationally determined contributions (NDCs), which is requested to be submitted every 5 years. India submitted its first NDC on October 2, 2016. • Convention Concerning the Protection of the World Cultural and Natural Heritage (Ratified by India in 1972): The most significant feature of the 1972 World Heritage Convention is that it links together in a single document the concepts of nature conservation and the preservation of cultural properties. The Convention recognizes the way in which people interact with nature, and the fundamental need to preserve the balance between the two. • Convention on International Trade in Endangered Species of Wild Fauna and Flora (Washington, 1973): Seek to avoid poaching by construction workers especially in environmentally sensitive areas. • Convention on Migratory Species of Wild Animals (Bonn, 1979): Ensure potential impacts on any migratory species supported by the project area of influence assessed and managed. • Convention Relative to the Preservation of Fauna and Flora in the Natural State (1933): Preservation of Flora and Fauna.

D. Project Standards

31. Environmental standards for air, water, soil, noise, and vibration, among others will follow applicable CPCB, World Bank Group (WBG)/International Finance Corporation (IFC) Environment Health and Safety (EHS), or State-imposed limits, whichever is most stringent. When national regulations differ from the performance levels and measures presented in EHS Guidelines, projects are expected to achieve whichever is more stringent. If less stringent measures are appropriate in view of specific project circumstances, full and detailed justification of the applied standard or guideline should be presented in the environmental assessment. The justification should demonstrate that the chosen alternative’s performance level is protective of human health and the environment. CPCB and IFC EHS guidelines are provided in Appendices.

E. ADB’s Safeguard Policy Statement Requirements

32. The ADB has defined its Safeguard requirements under its ‘Safeguard Policy Statement 2009 (SPS 2009). The prime objectives of safeguard policy are to: (i) avoid adverse impacts of projects on the environment and affected people, where possible; and (ii) minimize, mitigate, and/or compensate for adverse project impacts on the environment and affected people when avoidance is not possible. This policy requires assessment, mitigation and commitment towards environmental protection. The extent of assessment depends on the category of the project. ADB’s SPS 2009 classifies a project depending on following three categories.

• Category A: A proposed project is classified as category A if it is likely to have significant adverse environmental impacts that are irreversible, diverse, or unprecedented. These impacts may affect an area larger than the sites or facilities subject to physical works. An environmental impact assessment is required. • Category B: A proposed project is classified as category B if its potential adverse environmental impacts are less adverse than those of category A projects. These impacts are site-specific, none or very few of them are irreversible, and in most cases mitigation measures can be designed more readily than for category A projects. An initial environmental examination is required. • Category C: A proposed project is classified as category C if it is likely to have minimal or no adverse environmental impacts. No environmental assessment is required although environmental implications need to be reviewed.

F. Category of the Project

33. The project has been evaluated considering the outcome of the ADB Rapid Environmental Assessment (REA) checklist and the same is enclosed as Appendix 1. All environmentally sensitive areas along the proposed alignment have been critically analyzed to assess the magnitude and extent of likely impacts.

34. Certain sections of the project road involve expansion of the existing road to two lane standard road, where there will be substantial land use change and earthworks involved. The road crosses some of the water bodies and acquisition of land may be involved at a few stretches. The project road passes through Social forestry plantation from km 40+200 to km 40+500.

35. The project section is not located in core/buffer zone of any notified protected or ecologically sensitive area. There are no potential significant ecological impacts anticipated from project during construction and operation stage. Hence, the project falls under environment Category B as per ADB Safeguard Policy Statement 2009. 13

III. PROJECT DESCRIPTION

A. Type and Features of Project Road

36. This report on Initial Environmental Examination (IEE) deals with the environmental analysis of the project road considered under ADB supported TNICP - Upgrading Mohanur - Namakkal- Rasipuram road section (SH-95). Project activities includes resurfacing, widening, restoration, and rehabilitation. It will involve improvement in project road taking into consideration of lane configuration, widening scheme, speed, embankment height and the urban or rural setting of the road. The project is linear in nature and length to be taken up for improvement is about 31.5 km.

37. It is proposed to improve state highway road sectionfrom existing two lane with earthen shoulder to two lane with paved shoulder configuration based on the lane requirements, type of land use and terrain and availability of land & maximum utilization of existing pavement. In urban areas the improvement will restricted to the existing right of way (ROW). Table 4 presents key project road features and design standards for project road.

Table 4: Summary Road Components and Design Standards Parameter Details Road Length Its starts at Km 25+065 at Muthugapatti Village Built-up area, passing through major built-up of Mohanur, Namakkal, Muthugapatty, Senthamangalam- Gandhipuram, Kalappanaikanpatti & Singlandhapuram ends at km 56+565 near Koneripatti Junction at km 39+800 of SH-79, Rasipuram. Total design length of the road section is 31.5 km. Alignment The project road is located in Namakkal district of Tamil Nadu state. Alignment mostly follow the existing road alignment except some of the locations where geometric improvements is required and at the location of proposed bypass. Majority of the project stretch passes through plain terrain. Land use along the project road is mostly builtup followed by agricultural. Agriculture lands -31%, Open lands -19%, Built up – 49% & Forest-1% Major/Minor No major bridge, 2 minor bridges (km 33+810, km 50+410) Bridges ROW ROW Varies from 12m to 25m (Average -17.5m) Cross Drainage The project road has 35 culverts Embankment During inventory and reconnaissance survey of project road, it is found Design that the embankment height of the road is very low. Also as per local enquiry, the existing road top level at some locations are equal to HFL. The raising is required at these locations. Design Standard As per IRC Codes and MORSTH Guidelines Vertical Clearance 0.60 m above HFL for bridges upto 30 m length 0.90m above HFL for bridges above 30 m length. The discharges for which the bridge has been designed are maximum flood discharge on record for a period of 100 years for major bridges and 50 years for minor bridges. Speed The design speed adopted is minimum 65kmph and maximum of 80-100 kmph. Horizontal Controls As per IRC: 73 – 1980 14

Parameter Details Maximum value of 7% for super elevation in rural section for 2 lane as per IRC guidelines, the minimum radius for horizontal curves is 50m for design speed 80Kmph to 100kmph. Vertical Controls Grade break of 0.6%, vertical curves will be provided. Length of vertical curve will be restricted to minimum 50m Existing Two lane with Earthen Shoulder for most of the length. Earthen shoulder Carriageway Varies from 0.5m to 2.5m. Two lane with Paved Shoulder is observed at few locations. Source: Detailed Project Report

B. Location of the Project Road

38. The project stretch starts at existing chainage of km 25+000 (design chainage of Km 25+065) at Muthugapatti Village and ends at existing chainage of km 54+000 of SH-95 (design chainage of km 56+565) entirely located in Namakkal District having a total existing length of 29km (Design Length 31.500 km). The entire project stretch is almost having a two-lane carriageway with earthen shoulder configuration and traverses through plain/rolling terrain. The traffic varies from Mohanur to Namakkal and Namakkal to end of the project stretch.

39. The project road traverses in plain & rolling terrain passing through rural areas as well as few intermittent semi-urban and urban settlements intermittently. In rural areas the land use on both sides is agricultural land/open spaces interspersed with small structures. The abutting land use in the built-up areas is predominantly residential and commercial. Few educational institutions and religious structures exist along the project road in some of the villages and town sections. It is observed that the vertical alignment of the road is quite flat except at few culvert locations.

40. Traffic signs are missing at many locations along the project road. No warning signs exist before the approach of the junction and approach of curves. Directional signs exist at few locations. The location of project road is shown in below Figure 2.

– ฀

Figure 2: Proposed Project Road (SH-95) Alignment – ฀

Km 54+000

Km 25+000

B.1 Right of Way (RoW)

41. There was a substantial difference in the data/information collected from site and data received from the Highway Department. During discussion with the officials, it came to light that at some locations land records are not updated, so there are some discrepancies. The existing right of way (RoW) of the project road varies between 12m–25m at various locations.

42. The existing carriageway of project road is two lane in most portions, however, in builtup sections existing carriageway is of intermediate lane configuration. Altogether, 31.5km of the project road has been considered for improvement for 2-Laning with paved shoulders.

B.2 Cross Drainage Structures

43. There are existing 35 culverts falling along the alignment. There is no major bridge and only 2 minor bridges (km 33+810, km 50+420) along the project road. RCC rectangular drains and masonry drains are found at built-up locations. No earthen drain is observed throughout the project stretch.

B.3 Traffic Scenario

44. The 7-day 24-hour directional classified Traffic Volume Count (TVC) was carried out at three different locations on the project road section. The annual average daily traffic volumes are given below in Table 5. Traffic projections are in Table 50 in Chapter 6 of this report.

Table 5: Annual Average Daily Traffic (AADT) for Project Road (SH- 95)

HS 2 Namakkal (Km 25.00) - Passenger Vehicles Rasipuram (Km 54.00)

Standard Bus 297 Mini Bus(<3T) 42 Mini Bus(>3T) 80 Car/Jeep/Van 834 Two Wheelers 5216 Auto Rickshaws 16 Goods Vehicles Mini Truck (<3T) 285 Mini Truck (>3T) 62 Two Axle Trucks 183 Three Axle Trucks 27 MAV 3 Others Other Goods Vehicles 4 Tractor+ Trailer 24 Tractor 8 Slow Moving Vehicles Cycles 333 Cycle Rick. 3 Carts 1 Total Vehicles 7418 Total PCU 5837 Source: Traffic volume Survey by the DPR Consultant (year 2013-14)

B.4 Road Width

45. This project road has two lane configuration with 7.0m width carriageway with 0.5m to 1m earthen shoulder in the entire length except at built up sections.

B.5 Terrain, Landuse and Builtup Sections

46. The project road stretch routes through plain terrain for most of its length, except for the section from km 38+600 to km 41+200, km 44+600 to km 45+600 the stretch passes through rolling/ghat terrain.

47. The land use along the stretch is of mixed in nature with agricultural, built up, forest and barren. For entire length, the land use is agricultural with pockets of built-ups and forests. Agriculture 31 %, Built-up 49%, Open land 19%, Forest land 1%. 17

48. The major built-ups falling within the stretch includes Muthugapatty, Senthamangalam, Gandhipuram, Kalappanaikanpatti, Belukurichi & Singlandhapuram. Major settlements along the project corridor are given in Table 6 below.

Table 6: Important Settlements along the Project Road Existing Existing Sl. No. Name of Area Length Chainage (From) Chainage (To) 1 Serimpalayam 25/000 25/800 800 2 Muthugapatti 26/000 27/000 1000 3 Perumapalayam 27/000 27/600 600 4 Vadakapatti 27/600 28/400 800 5 Akkiyampatti 28/400 29/320 920 6 Akkiyampatti 30/000 30/200 200 7 Sendhamangalam 30/400 31/400 1000 8 Gandhipuram 31/400 32/400 1000 9 Periyakulam 32/400 33/000 600 10 Kuppanayakanur 33/000 33/200 200 11 Ponnamapudhur 33/200 33/400 200 12 Pattathayambuttai 33/400 34/000 600 13 Thuthikulam 34/000 35/000 1000 14 Kallappanayaknpatti 35/200 37/400 2200 15 Vettikadu 38/600 39/400 800 16 Vettikadu 40/000 40/200 200 17 Narasapudur 41/000 41/200 200 18 Ettukuttai 42/600 42/800 200 19 Bellukurchi 43/400 44/400 1000 20 Kallkurchi 44/400 45/000 600 21 BellukurchiCanave 45/000 45/200 200 22 Vellaripatti 45/200 45/600 400 23 Avaiyalpalam 46/200 46/300 100 24 Molapalayam 47/200 47/600 400 25 Molapalayam 47/800 48/200 400 26 Singlandhapuram 49/000 49/800 800 27 Bodinaikanpatti 50/100 52/050 1950 28 Thotiyampatti 52/300 54/000 1700 Total 20070 Source: Reconnaissance Survey done by DPR consultant

49. Social forestry plantation area exists between km 40+200 and km 40+500 on both side of the project road for a total length of around 0.3km and the boundaries of the same has been identified with the help of private owner and forest officials. 18

C. Engineering Surveys and Investigations

50. Following surveys and investigations had been carried out on the project road for collection of data for incorporation in the DPR and evolve the design for improvement and upgradation:

topographic surveys; traffic surveys; • road and pavement condition survey and inventory; • culverts and bridges condition survey and inventories; • material surveys; • hydrology studies for new bridge structures; • geotechnical investigations & subsoil exploration for structures; and • existing utilities surveys. • D. Design• Standards

51. This section describes the design standards and principles based on which the various designs have been carried out. The formulation of the design standards is required in order to avoid any inconsistency in design from one section to the other and to provide a desired level of service and safety. These proposed standards are consistent with the parameters recommended in the relevant standards of the Indian Roads Congress (IRC). The relevant IRC/ MORT&H design standards adopted for the Engineering Design are given below.

• Manual of Specifications and Standards for Two Laning of State Highways: IRC SP 73– 2015 • Ministry of Road Transport & Highways (MoRTH) specifications and circulars – Fifth edition.

1. Geometric Design

52. While doing the geometric design, the following have been taken into consideration:

• The designed facility shall not become obsolescent before the design year. • Design shall be consistent and the standards followed for different elements shall be compatible with one another. • The design shall cover all geometric aspects of road including road, safety features, road furniture, signages, grade separated structures, etc. • The design will be done aiming at minimizing the vehicle operating cost including initial cost, cost of maintenance etc. • The design will take into consideration the environmental, aesthetic and landscaping aspects of the project road.

2. Geometric Design Control

53. The detailed design for geometric elements covered, but were not limited to the following major aspects:

• Horizontal alignment • Longitudinal profile or vertical alignment 19

• Cross-sectional elements • Junctions, intersections and interchanges

54. The detailed analysis of traffic flow and level of service for the existing road has been made and traffic flow capacity for the project road was worked out. This analysis establishes the widening requirements with respect to the different horizon period.

55. Different options for providing grade separated interchanges and at grade intersections have beenexamined and the geometric design of interchanges has taken into account the site conditions, turning movement characteristics, level of service, overall economy and operational safety.

3. Horizontal Alignment

a. Design Speed

56. Design speed is the basic parameter were adopted, which determines the geometric features of the road. The proposed design speeds for state highway roads in different terrain categories as per IRC-73-1980.

57. The project road has been improved to provide minimum Horizontal curve radius in most of the locations of curves to attain better alignment for the design speed of 80Kmph to 100Kmph and also kept as the operational speed except at builtup locations and along sensitive receptors (e.g. places of worship, school, hospitals, public markets). The only physical hindrance in the existing road corridor was from the road side settlements and facilities scattered all along the road. The road is designed in accordance with agreed design standards depending on the type of terrain and the land-use. Further reductions in the design speed along sensitive land uses may be adopted to reduce noise and for pedestrian safety.

b. Radii of Curve

58. The geometry of the road is corrected to have the horizontal geometry correspond well with the IRC standards. At the locations where the existing geometry is not in accordance with the design standards, an attempt has been made to regularize it. The minimum radii of the curve corresponding to the design speed have been applied as per IRC stipulations.

59. The minimum radius of horizontal curves is calculated from the following formula:

R = V2 / 127 (e+f) Where, V = vehicle speed in Kmph e = Super elevation in % f = Co-efficient of friction between vehicle tyre and pavement (taken as 0.15) R = radius in metres

60. Adopting a maximum value of 7% for super elevation, the minimum radius for horizontal curves works out to be per Table 7 as per IRC: 38/IRC SP-48. It is required to provide the desirable radius on the curves.

Table 7: Radius for Horizontal Curves Terrain Radius of horizontal curves (m) Categories Desirable Minimum Plain 400 255 Rolling 255 170 Mountainous 100 65

c. Super-elevation

61. The super elevation at curveshave been arrived at as per the following equation:

e=V2/225R where: V - Vehicle speed in m/sec. e - Super elevation ratio in meter per meter R - Radius in meters.

62. The super elevation has been calculated keeping in view the horizontal radii and gradient at curves at different locations and maximum super-elevation is restricted to 7%.

d. Curves without Super Elevation

63. When the value of super elevation obtained from the parameters stated above is less than the road camber, the normal cambered sections are continued on the curve portion, without providing any super elevation. Normal camber of 3% is provided for flexible pavement.

e. Transition Curves

64. Transition curves are necessary for vehicle to progress smoothly from a straight section into a circular curve or between curves of different radius. The transition curve also facilitates a gradual application of the super elevation and any widening of the carriageway that may be required for the horizontal curves. The minimum length of the transition curve is determined from the following two considerations:

a. As per Comfort criteria, Ls = 0.0215 V3 / CR Where, Ls = length of transition in metres V = Speed in kmph R = radius of circular curve in metres C = 80/ (75+V) (subject to maximum of 0.8 and minimum of 0.5)

b. As per rate of change of Super-elevation,

65. The rate of change of super elevation cannot be steeper than 1 in 150. The formula for minimum length of transitions depending on the terrain (plain/rolling) is:

Ls = 2.7 V2 / R 21

f. Sight Distance

66. Intermediate sight distances have been adopted for the highway design as per the requirements of 2 lane manual provision. In general Intermediate Sight distance is adopted for the 2 lane sections but at locations where minimum intermediate sight distance cannot be followed safe stopping sight distance has been adopted.

4. Vertical Alignment

a. Gradients

67. The vertical alignment of the carriageway has generally been compatible with the guidelines given in the IRC SP 23 and the maximum gradient at all structure approaches is restricted to 2%. • At locations of grade break of 0.5%, vertical curves have been provided. • The length of vertical curve is restricted to minimum 50 m • Number of PVI are not be more than 4 in one km. • At locations of sight deficiency, at least Stopping Sight Distance (SSD) are provided.

68. Safe stopping sight distance, both in the vertical and horizontal directions are applied in design where ever possible. The sight distance values as per IRC recommendations are given in Table 8.

Table 8: Sight Distance Design Speed (km/h) Safe stopping sight distance (m) 80 120 65 90 50 60 40 45

69. The vertical alignment of the project road is substantially designed for speeds of 80kmph to 100kmph.

5. Pavement Design

70. The entire road stretch is proposed as per the guidelines comprise of Flexible Pavement. Design is primary in accordance with IRC guidelines. The recommendation given in IRC- 37:2012, or equivalent method are used for new carriageway and paved shoulders. The pavement are designed for a service life of 20 years. Strengthening of the pavement by bituminous overlay are done periodically after 10 years.

71. Thickness requirements for the flexible pavement has been established based on IRC: 81:1997.

6. Embankments

72. Width: The width of the embankment is as per the approved typical cross-sections.

73. Height: The height of the embankment is as per the final road levels.

74. Slope Protection: Embankments is protected with stone pitching as per “IRC 75-2015; Guidelines for Design of High Embankments”.

7. Grade Intersections

75. The locations where at grade junctions are required, the designs have been done as per the Guidelines given in Ministry of Surface Transport (MoRTH) and on the basis of “IRC SP: 41- 1994, Guidelines for the Design of At-grade Intersections in Rural and Urban Areas.”

8. Bus Stops

76. The bus bays where provided in accordance with guidelines specified in “IRC: 80-1981, Type Designs for Pick-up Bus Stops on Rural (i.e. Non-Urban) Highways”. The bus stop layout has been provided for safe entry and exit of buses and safe movement of passengers. Bus stops with passenger shelter are proposed at suitable selected locations.

9. Truck Parking Areas

77. The proposed layout and the locations of truck lay-by are generally based on the provisions of 2 lane manual; if required.

10. Traffic Safety Features, Road Furniture, Road Markings and Other Facilities

78. Traffic signs are missing at many locations on the project road. No warning signs exist before the junction and curves. Directional signs exist only at a few locations. These missing safety features will be the part of the proposed improvements. High Intensity Micro-Prismatic Grade sheeting (HIP) (Type IV) shall be provided.

79. Traffic signs: The traffic signs are divided into three broad categories as warning signs, regulatory signs and information signs. Warning sign plays a crucial role in terms of road safety and for advance information about hazards ahead. Typical examples of warning signs are curve ahead, pedestrian crossings, gap in median etc. Regulatory/ Mandatory signs regulate the side of road or through traffic in order to have a safe movement. STOP, speed limit, NO parking and rest areas etc. are some of the regulatory traffic signs. Information signs are provided to give information and guidance about the facilities available to the road users. Village sign boards, fuel stations, hospitals etc are some of the information sign boards.

80. All critical locations are identified at the proposed geometric improvements along the project road and cross roads where Warning, Regulatory and Information signs are required. Traffic signs have been designed to convey clear and unambiguous messages to road users so that they can understand quickly and easily. IRC-67:1977, code for practice of road sign, has been followed for finalization of sign installation. On un-kerbed roads segments, the extreme edge of the sign would be 2 to 3 m from the edge of the carriageway. On kerbed road it is proposed as not less than 60 cm away from the edge of the kerb. 23

81. Road Markings: Road markings play a very important role in guiding the driver and providing the information necessary to negotiate conflict points on the road network. It is given a high priority to improve the safety. IRC-35: 1997, Code of Practice for Road Markings, provides the recommended practice for use of road markings. Road markings are lines, words and symbols attached to the carriageway or adjacent to the carriageway for controlling, warning, guiding and informing the users. Yellow, white and black colours are the standard colours used for marking. Road marking are classified as longitudinal marking, marking at intersections, marking at hazardous locations, marking for parking and word messages. Thermoplastic road markings have been proposed considering their long lasting effect.

82. Delineators: The delineators are effective on dangerous bends, on approaches to intersections and on embankments. Though all horizontal curves are designed to the IRC standards, delineators have been proposed for additional guidance and information to the commuter at curves (radius less than 1000m). Locations along the high embankment have also been provided with delineators. Delineators with reflectorized panels have been considered.

83. Road Lighting: Night-time accidents in urban areas can be substantially reduced by the implementation of adequate street lighting. The stretches of the project road traversing through the built-up/urban areas are proposed with adequate lighting. Road lighting has also been proposed at all major junctions. One/ Two/ Three arm bracket Sodium vapour lamps have been considered.

84. Crash Barrier: In addition to the adequate provisions of roadway width and roadside design, crash barrier/guard rails have been proposed along the roadway edge on either side based on the sections of the road:

85. For the embankments up to 3m height, reasonably flatter side slope of 1 vertical: 1.5 horizontal or more would enable erring vehicles to return to the traffic stream.

86. Roadside Facilities: The roadside facilities are provided as per the requirement of road users. On street parking, bus lay-by and bus shelters are proposed for project road of SH-95.

87. On-street Parking: The project road traverses through built-up areas where small commercial activities are carried out on both side of the road. The proposed 1.5m paved shoulder may be utilized for short time parking of the vehicles. This curb side parking is permitted only if stationary vehicles do not unduly interfere with free and safe movement of vehicles, bus lay byes, off street parking is proposed.

88. Bus lay-by and shelters: Consultants have identified the location/site for the proposed bus lay bye for each village or built-up locations based on the following criteria:

89. Bus shelters are proposed near to settlement areas to minimize the walking distance and major intersection/junction should have direct pedestrian links segregated from motorized traffic.

90. It should be positioned in straight and level sections of road and should be visible from a long distance from both the directions.

91. For safety and operational reasons suitable safety features, road furniture and other facilities along the project road have been provided. These features included safety barriers, road signs, road markings, road lighting, route markers, kilometre and hectometre stones, road delineators, ROW pillars, parking areas and rest areas, bus stops/bays, and landscaping. Wherever possible these features are provided in accordance with relevant IRC or another 24 standard, as detailed below. If no IRC Codes or the MoRTH Specifications are available, international standards such as BIS / AASHTO / ASTM / British Standards have been used in detailed design.

92. Road Humps: Road humps or speed breakers are formed by providing a rounded hump of 3.7 m width (17m radius) and 100 mm height for the preferred advisory crossing speed of 25 kmph for general traffic as per the IRC: 99–1988. The basic material for construction is bituminous concrete formed to required shape. Road humps have been proposed on minor roads at junctions. Proper signboards and markings are provided to advise the drivers in advance of the situation. Road humps are extended across carriageway up to the edge of paved shoulder.

93. Rumble Strips: Rumble Strips are formed by a sequence of transverse strips laid across a carriageway with maximum permitted height of 20 mm. These rumble devices produce audible and vibratory effects to alert drivers to take greater care and do not normally reduce traffic speeds in themselves. The typical design details of rumble strips proposed are transverse strips of Pre-mix bituminous concrete 500 mm wide and overall thickness 20 mm laid across a carriageway up to the end of paved shoulder. There will be 6 such transverse strips spaced at 0.5 m c/c. Proper signboards and marking are proposed to caution the drivers in advance of the situation. Rumble strips are proposed.

a. Sharp curves with radius less than 170m. b. Transition zones (speed limit zones). c. Village/built-up approaches. d. Sensitive receptors (schools and hospitals)

E. Proposed Improvement

94. The project road will receive the following upgrades under the project:

a. Proposed ROW b. Embankment Height c. Bus Bays d. Cross Drainage Details e. Realignment and Bypasses f. Culverts and Bridges g. Geometric Design h. Intersections

1. Proposed Right of Way

95. The proposed RoW for the two lane configuration has been fixed as 16.0m in urban built-up areas and 23m in rural and 30m in bypass section.

2. Embankment Height

96. As per IRC the Embankment Height shall be 1.0m from HFL to the Top of sub grade. Keeping in view of local person's suggestion the Proposed FRL is kept as 1.0m from the top of existing FRL.

3. Bus Bays

97. Total 24 no. of bus bays and 24 nos. of bus stops are proposed on either side of project road.

4. Cross Sectional Details

98. Uniform cross-sectional elements for two lane configurations are formulated by CKICP and the parameters are given below. Further to the discussions with the client, the typical parameters are modified as per site conditions and final cross section elements are given below

A. Urban Section of two Lane with paved shoulders

• Main Carriageway – 7.0m (2x3.5m); • Paved Shoulders – 3m (2 x 1.5m); • Water table/ Road gullies Nil; • Paver Block – 3m (2 x 1.5m); • Foot path cum drain - 3.0m(2X1.5m); • Right of way – Minimum 16m.

99. The different type of cross sections for the project road are presented in below figure 3:

Figure 3: Typical Road Cross Sections

TCS-1: Two Lane Carriageway with Paved Shoulder in urban/village area min 16m ROW(strengthening/widening)

TCS 4: Two Lane Carriageway with Paved Shoulder in rural area (partial reconstruction)

TCS-6: Two Lane Carriageway with Paved Shoulder in rural area (New construction/Realignment section)

TCS 9: Two Lane Carriageway with Paved Shoulder in Proposed Bypass Section (New reconstruction)

5. Realignment and Bypasses

100. There are two realignments proposed in this road section. One from km 43+585 to km 43+735 at Narasapudur and another from km 49+300 to km 49+600 at Molapalayam. 5 bypasses of total 15.55km length are proposed along the Mohanur-Namakkal-Senthmangalam- Rasipurm section of SH-95. The realignment and bypasses are following green field and existing village road alignment at few locations. There is a need for land acquisition for road widening and at the location of realignments. The total land acquisition for the project road improvement has been estimated as 36.77 Hectares. The summary of proposed bypasses along the project road is given in below Table 9.

Table 9: Bypasses proposed on the Project Road Design Length ROW Bypass Existing km Chainage (km) (m) Muthugapatti Bypass 25+000 28+400 25+065 30+240 5.175 30 Senthamangalam Bypass 29+500 33+100 31+400 35+550 4.15 30 Kalpanayaknpatti Bypass 34+230 37+720 36+700 40+350 3.65 30 Belkurchi Bypass 43+430 44+000 45+990 46+640 0.65 30 Singlandapuram Bypass 48+450 50+100 50+715 52+640 1.925 30 Total (km) 15.55

6. Culverts and Bridges

101. New RCC box culverts are proposed along the various bypasses and realignments. RCC return walls along with rigid apron, curtain walls and flexible aprons are proposed. Details of improvement proposal for culverts are presented in Table 10.

Table 10: Improvement Proposals for Culverts along (SH-95) Project Road Existing Design Existing Proposed Sl. Chainage Chainage Opening Proposal Opening No. Type Type (km) (km) Size Size 1 x 2.0 x 1 25+300 - Slab bypassed - - 1.2 1 x 2.0 x 2 25+370 - Slab bypassed - - 1.3 3 26+145 - Pipe 2 x 0.9 bypassed - - 4 27+615 - Pipe 1 x 0.9 bypassed - - Muthugapatti Bypass 25+085 to 30+240 5 - 25+420 - - New construction RCC Box 1 x 2.0 x 1.5 6 - 25+920 - - New construction RCC Box 1 x 2.0 x 1.5 7 - 26+290 - - New construction RCC Box 1 x 2.0 x 1.5 8 - 26+490 - - New construction RCC Box 1 x 2.0 x 1.5 9 - 27+210 - - New construction RCC Box 1 x 2.0 x 1.5 10 - 27+800 - - New construction RCC Box 1 x 2.0 x 1.5 11 - 28+000 - - New construction RCC Box 1 x 2.0 x 1.5 12 - 28+330 - - New construction RCC Box 1 x 2.0 x 1.5 13 - 28+360 - - New construction RCC Box 1 x 2.0 x 1.5 14 - 28+470 - - New construction RCC Box 1 x 2.0 x 1.5 15 - 28+580 - - New construction RCC Box 1 x 2.0 x 1.5 16 - 28+850 - - New construction RCC Box 1 x 2.0 x 1.5 17 - 29+140 - - New construction RCC Box 1 x 2.0 x 1.5 18 - 29+390 - - New construction RCC Box 1 x 2.0 x 1.5 19 - 29+500 - - New construction RCC Box 1 x 2.0 x 1.5 Existing Alignment 20 28+730 30+573 Pipe 1 x 0.9 Reconstruction RCC Box 1 x 2.0 x 1.5 21 29+500 31+320 Pipe 1 x 0.6 Reconstruction Box 1 x 1.5 x 1.5 22 29+720 - Pipe 1 x 0.9 bypassed - - 23 30+200 - Pipe 1 x 0.9 bypassed - - 24 30+460 - Pipe 1 x 0.9 bypassed - - 1 x 3.3 x 25 31+400 - Slab bypassed - - 1.0 26 32+050 - Pipe 1 x 0.9 bypassed - - 34

Existing Design Existing Proposed Sl. Chainage Chainage Opening Proposal Opening No. Type Type (km) (km) Size Size Senthamangalam Bypass 31+400 to 35+550 27 - 31+440 - - New construction RCC Box 1 x 2.0 x 2.0 28 - 31+850 - - New construction RCC Box 1 x 2.0 x 2.0 29 - 32+770 - - New construction RCC Box 1 x 2.0 x 1.5 30 - 33+390 - - New construction RCC Box 1 x 2.0 x 1.5 31 - 33+750 - - New construction RCC Box 1 x 2.0 x 1.5 32 - 34+590 - - New construction RCC Box 1 x 2.0 x 1.5 Existing Alignment 1 x 1.0 x 33 33+250 35+720 Slab Reconstruction RCC Box 1 x 2.5 x 2.5 1.0 1 x 0.9 x 34 34+440 - Slab bypassed - - 0.9 1 x 0.9 x 35 35+680 - Slab bypassed - - 0.9 1 x 3.5 x 36 36+000 - Slab bypassed - - 0.9 1 x 1.0 x 37 36+350 - Slab bypassed - - 1.0 1 x 1.0 x 38 36+450 - Slab bypassed - - 1.0 1 x 1.0 x 39 36+960 - Slab bypassed - - 1.0 1 x 4.8 x 40 37+370 - Slab bypassed - - 1.0 Kalpanayakampatti Bypass 36+700 to 40+250 41 37+540 New construction RCC Box 1 x 2.0 x 1.5 42 38+430 New construction RCC Box 1 x 2.0 x 1.5 43 39+430 New construction RCC Box 1 x 2.0 x 1.5 44 40+060 New construction RCC Box 1 x 2.0 x 1.5 Existing Alignment 1 x 5.0 x 45 39+945 42+567 Slab Reconstruction RCC Box 1 x 5.0 x 2.5 1.2 46 40+192 42+826 Pipe - Reconstruction Box 2 x 1.5 x 1.5 1 x 4.5 x 47 41+730 44+092 Slab Reconstruction RCC Box 1 x 4.5 x 4.0 1.3 1 x 4.5 x 48 42+600 44+957 Slab Reconstruction RCC Box 1 x 4.5 x 1.5 1.1 49 43+055 45+415 Slab 1 x 4.5 x Reconstruction RCC Box 1 x 4.5 x 3.5 35

Existing Design Existing Proposed Sl. Chainage Chainage Opening Proposal Opening No. Type Type (km) (km) Size Size 1.5

50 43+615 - Pipe 1 x 0.9 bypassed - - 1 x 2.7 x 51 43+745 - Slab bypassed - - 1.6 52 44+000 - Pipe 1 x 0.9 bypassed - - Belkurchi Realignment 45+800 to 46+425 53 - 46+010 - - New construction RCC Box 1 x 2.0 x 1.5 Existing Alignment 54 45+100 47+525 Pipe 1 x 0.9 Reconstruction Box 1 x 1.5 x 1.5 55 46+350 48+775 Pipe 1 x 0.9 Reconstruction Box 1 x 1.5 x 1.5 1 x 1.5 x 56 46+510 48+935 Slab Reconstruction RCC Box 1 x 2.0 x 1.5 0.6 57 50+000 - Pipe 1 x 0.9 bypassed - - Singlandhapuram Bypass 50+500 to 52+425 58 - 50+870 - - New construction RCC Box 1 x 2.0 x 2.0 59 - 51+290 - - New construction RCC Box 1 x 2.0 x 1.5 60 - 51+470 - - New construction RCC Box 1 x 2.0 x 2.0 61 - 51+940 - - New construction RCC Box 1 x 2.0 x 1.5 62 - 52+345 - - New construction RCC Box 1 x 6.0 x 2.0 Existing Alignment 63 51+350 53+685 Pipe 2 x 0.9 Reconstruction Box 2 x 1.5 x 1.5 64 51+450 53+784 Pipe 2 x 0.9 Reconstruction Box 2 x 1.5 x 1.5 1 x 3.0 x 65 53+780 56+113 Slab Reconstruction RCC Box 1 x 3.0 x 2.0 0.6

7. Borrow and Quarry Materials Sourcing

102. About 2,38,500 cum of coarse aggregate 55,100 cum of fine aggregates and 780,000 cum of borrow earth is estimated to be required for the constructional activities of road section. The information about existing stone Quarries, Morum Quarries/ Borrow pits, Sand Quarries was collected from local PWD Divisional Offices and Sub divisional Offices, local construction contractors and local material suppliers throughout the project area, from other sources and from direct observation and by site visits. Location maps and type of material available in each project road were also collected and produced. The suitability of the materials sources is evaluated based on laboratory testing. After analyzing the suitability of those material sources quantitatively and qualitatively, the lead chart is prepared. The locations of borrow area for the project road has been shown in Appendix 2. 36

8. Geometric Design

103. All the geometric design element proposed in this project is carried out as per the design standards stipulated in IRC code provisions. Comprehensive design standards have been utilized linking individual design elements to best estimates of actual speed. The emphasis has been given on maintaining continuity or giving adequate warning where it could not be made. The realignment locations identified to improve the horizontal geometrics of the project road.

104. Plan and profile has been designed keeping in view the considerations such as design speed appropriate for the terrain and site constraints. The finished road level (FRL) given in the profile shall be followed as a minimum. However, the Contractor shall improve upon the plan and profile to the extent possible within the site (proposed ROW) with prior approval of CSC.

105. The design speed all along the project road is designed as 80kmph to 100kmph, except at certain curve locations..

• The speed has been restricted due to geometry and social impacts with additional signages in the specific chainages. • Improvement of the existing road geometrics

9. Intersections

106. Total 59 junctions exists along the project road section, out of which, 6 No’s classified as major junctions considering the category of the cross roads and movement of the traffic. Rest 53 junctions are classified as minor junctions. List of major junctions are given in Table 11.

Table 11: Junction Improvement with Transverse Rumble Strip on Project Road (Major Junctions) Existing Design Type of Classification of Sl. No. Chainage Name of Intersection Ch. Junction Cross Road (km) 1 25/135 25+200 Muthugapatty Bypass Start Jn Y SH 95 2 Bypass 28+240 Alanganatham Vadugapatty Road Jn Y MDR 1178 3 28/400 30+240 Muthugapatty Bypass End Jn Y SH 95 4 29/580 31+420 Senthamangalam Bypass Start Jn Y SH 95 5 33/037 35+500 Senthamangalam Bypass End Jn Y SH 95 6 34/340 36+800 Kalpanayakanpatti Bypass Start Jn T SH 95 7 Bypass 39+340 Kollimalai Road Jn + MDR 293 8 37/545 40+200 Kalpanayaknpatti Bypass End Jn T SH 95 9 43/468 45+990 Belukurchi Bypass Start Jn T SH 95 10 43/985 46+625 Belukurchi Bypass End Jn T SH 95 11 45/150 47+800 Namagiripettai Road Jn T MDR 855 12 48/478 51+060 Siglandhapuram Bypass Start Jn T SH 95 13 50/030 52+640 Siglandhapuram Bypass End Jn T SH 95 14 52/220 54+770 Rasipuram Bypass end Jn T SH 95 37

Existing Design Type of Classification of Sl. No. Chainage Name of Intersection Ch. Junction Cross Road (km) 15 54/000 56+560 MRTE Jn T SH 79

(Minor Junctions) SI. Existing Design Type of Side Details Cross Road Leads To No. Chainage Chainage Junction

LHS to Kondampettimedu & 1 Bypass 25+640 Both + VR RHS to Siviyampalayam LHS to Mathramaathevi & RHS 2 Bypass 27+012 Both + VR to Lakkamanaaykkanpatty 3 Bypass 28+355 LHS T VR Vettambadi 4 Bypass 28+588 RHS T VR Puducombai 5 Bypass 28+670 LHS T VR Vettambadi 6 Bypass 29+240 LHS T VR Vettambadi LHS to Vettambadi & RHS to 7 Bypass 29+800 Both T VR School 8 Bypass 30+120 RHS T VR Puducombai 9 28/990 30+835 LHS T VR Kondanayaknpatti 10 29/000 30+845 RHS T VR Allunganathampatti LHS to Senthamangalam & 11 Bypass 32+535 Both + VR RHS to Akkiyampatti LHS to Senthamangalam & 12 Bypass 33+438 Both + VR RHS to Pallamparai LHS to Gandhipuram & RHS to 13 Bypass 34+060 Both + VR RP Pudur LHS to Gandhipuram & RHS to 14 Bypass 34+465 Both + VR Periyakulam 15 33/160 35+630 LHS T VR Tulip Garden School 16 33/340 35+810 RHS T VR Masimalaiyankovil Street 17 33/500 36+002 LHS T Street Ammanagar 18 33/700 36+120 RHS Y VR Subramaniapuram 19 Bypass 37+350 Both + VR LHS-Thuthikulam, RHS-Village 20 Bypass 37+680 Both + VR LHS-Thuthikulam, RHS-Village LHS-Kalappanaickanpatti, 21 Bypass 38+485 Both + VR RHS- Village LHS-Kalappanaickanpatti, 22 Bypass 38+895 Both + VR RHS- Village 23 37/700 40+335 RHS Y VR Kollimalai Hills 24 38/100 40+705 LHS T ODR Thirumallaipatti 25 38/220 40+845 RHS T VR Vettukadu 38

SI. Existing Design Type of Side Details Cross Road Leads To No. Chainage Chainage Junction

26 38/870 41+505 LHS T VR Vettikadu 27 38/880 41+515 RHS T VR Vettukadu 28 39/325 42+155 RHS T VR Malaveyappenkotai 29 40/100 42+710 RHS T VR Katuvalli 30 41/180 43+740 RHS T VR Narasapudur 31 41/400 43+960 LHS T VR Narasimaputhur 32 42/260 44+820 RHS T VR BC Colony 33 42/750 45+315 RHS T VR Yettikuttai 34 43/460 46+032 LHS T VR Kannimar Kovil LHS to Thandakkamadanur & 35 Bypass 46+300 Both + VR RHS to Belukuruchi

36 44+000 46+620 LHS T VR Vellapatti

37 46/950 49+570 RHS Y VR Vellakanvai 38 47/980 50+585 LHS T VR Molappalayam 39 Bypass 51+490 Both + VR Siglandhapuram 40 Bypass 51+776 Both + VR Siglandhapuram LHS to Vadukakadu & RHS to 41 Bypass 52+150 Both + VR Siglandhapuram LHS to Kadandapatti & RHS to 42 Bypass 52+450 Both + VR Siglandhapuram

43 50/170 52+740 LHS T VR Village

44 50/300 52+850 RHS T VR Village 45 50/585 53+130 LHS T VR Village 46 50/900 53+435 LHS Y VR Bodinayaknpatti 47 51/100 53+640 RHS T VR Bodinayaknpatti 48 51/700 54+230 LHS Y VR Ramanayakanapatt/i 49 52/138 54+700 RHS T VR Village 50 52/310 54+860 Both + ODR Urangapatty 51 52/620 55+220 RHS T VR Appanayaknpatty 52 53/630 56+220 LHS T VR Thottipatty Note: The improvement is limited to 40m on crossroad within the available existing ROW. Total: 52 (Junction with ODR: 2 , VR: 49, & Street: 1)

10. Water for Construction

107. The water requirement has been assumed based on past project experience and on the strict quality control basis. A domestic requirement of 150 liters per worker for each day has been assumed. For this project about 200 resident workers have been considered. A volume of 39

330 KLD (30 KLD domestic water demand and average 300 KLD water required for construction activities) The required volume of water during the construction phase will be taken from surface water bodies or withdrawn ground water after obtaining necessary permissions, in such a manner that the local water supply is not affected. The water withdrawal will not be from the single location as the project is linear in nature. No water will be sourced from local public utility for road construction.

F. Construction Camps

108. One construction camp will be set up by the contractor at a suitable location along the project corridor which will be in consultation with the Project Director and Tamil Nadu State Pollution Control Board. The camp will be setup away from the settlements, in the downwind direction. The guidelines for siting & layout of construction camp is given in Appendix 9.

G. Project Cost

109. Based on the bill of quantities and unit rates, the total project cost (basic civil cost, GST, land acquisition and rehabilitation, utility shifting, other contingencies, etc.,) was estimated for project road from Rehabilitation and upgrading to 2 lane with paved shoulders of Mohanur - Namakkal - Senthamangalam - Rasipuram road (SH-95)project from existing chainage of Km 25+000 to Km 54+000 including bypasses is about INR 280.28 Cr.

H. Construction Packaging and Implementation Schedule

110. The Project Road Section is proposed for single construction package under EPC procurement mode as being carried out for fast track corridors. The contract duration is decided based on the conductive time period available for construction and the ease of providing the encumbrance free site to the contractor. Keeping in view of all these aspects duration of 24 months is proposed for construction. The project is proposed to be undertaken through International Competitive Bidding (ICB).

I. Project Benefits

111. The implementation of various project items is envisaged to have the following direct benefits:

• better connectivity to key locations within State; • smooth flow of traffic on State Highway Network; • improved quality of life for the rural population in the project influence: this as a result of better access to markets, health, education and other facilities; and the derived stimulus for local economic activity; • a more efficient and safe road transport system: through reduced travel times, reduced road accidents, reduced vehicle operating and maintenance costs and reduced transportation costs for goods; and • the facilitation of tourism.

IV. DESCRIPTION OF THE ENVIRONMENT

A. Introduction

112. In order to assess the impacts of the proposed improvement to the project road, field visits were undertaken to understand environmental profile of the project influence area. This involved field inspections at all the sensitive locations, collection of secondary information for all the environmental components and discussions with the officials, NGO’s and local populace. The profile presented below comprises of the following:

• Physical environmental components such as meteorology, geology, topography, soil characteristics, ambient air quality, surface and sub-surface water quality; • Biological environmental components such as aquatic life, avian and terrestrial fauna, vegetation and other flora, fauna and mammals, and • Land environment in terms of land use, soil composition.

113. The data on water, soil, air and noise were collected through field monitoring. The environmental monitoring was carried out by NABL accredited laboratory “Global Lab and Consultancy Service Pvt. Ltd.”, Salem in the last quarter of 2019 for baseline air, noise, water and soil parameters. Climatological data was collected from India Meteorological Department. Efforts have been made to compile the available data from literature, books, maps and reports. The methodology adopted for data collection is highlighted wherever necessary. Environmental attributes and frequency of baseline surveys are presented in Table-12. The environment parameters monitoring locations are shown in Figure 4. The baseline parameters are selected as specified by regulatory agencies in India and number and locations of the sampling are selected with due consideration to environmental sensitivity along the project line alignment and as agreed upon with the client.

Table 12: Environmental Attributes and Frequency of Monitoring

S. No Attribute Parameter No. of Samples Source LAND ENVIRONMENT 1 Geology Geological Status --- Literature review 2 Seismology Seismic Hazard --- Literature review WATER ENVIRONMENT Physical, Chemical and Biological parameters. i.e., pH, DO, BOD, Oil 1-Ground water and grease, COD, total Sampling/ monitoring 3 Water Quality and Suspended Solids, total locations 1- Surface water dissolved solids, total solids, chlorides Turbidity and Alkalinity. AIR, NOISE, SOIL AND METEOROLOGY

PM2.5, PM10, Carbon Ambient Air Quality& Monoxide (CO), Oxides of Sampling/ monitoring 4 meteorological Two Nitrogen (NOx) and locations conditions Sulphur Dioxide (SO2). Noise levels in dB (A) Sampling/ monitoring 5 Noise Leq, Lmax, Lmin, L10, L50, Four locations L90 Physico-chemical Sampling/ monitoring 6 Soil Quality Two parameters locations BIODIVERSITY AND ECOLOGY Literature review, field Terrestrial Type of vegetation, trees Once (over 1 7 inventory / sampling, Flora/Vegetation and flora week period) and consultations Literature review, field surveys, and Once (over 1 8 Fauna and Wildlife Wildlife and Species consultations with week period wildlife/forest officials and experts SOCIO-ECONOMIC Socio-economic Field studies, literature 9 Socio-economic profile Once aspects review.

Figure 4: Environmental Monitoring Locations along the Project Road

AAQ: Ambient Air Quality Monitoring Locations, N: Noise Monitoring Locations, SW: Surface Water Quality Monitoring Locations, GW: Ground Water Quality Monitoring Locations, S: Soil Quality Monitoring Locations

B. Physical Environment

114. Information of various physical parameters was collected from the Indian Meteorological Department (IMD), Statistical Department, Gazetteer of Tamil Nadu, Forest Department, Department of Environment and other concerned government departments and discussions with the officials from these agencies.

1. Meteorological Conditions

115. Meteorology plays an important role in transport, diffusion and dispersion of pollutants in the atmosphere. Due to this reason meteorological data has been collected from the field in the month of November- December 2019 as well as secondary data has taken from the IMD website. 43

116. Among all other physical factors, climate is the most important factor-influencing environment because it plays a vital role in determining the evolution of landforms (erosion, soil characteristics), types of flora and fauna (ecological diversity), the productivity of ecosystems. It also has an influence on the pollution loads on the environment.

117. The climate of Tamil Nadu state is tropical, with distinct wet and dry seasons. According to Agro-ecological classification, the state has hot and semi-arid climate. The climate may be classified into four distinct seasons: winter (January – February), summer (March – May), southwest monsoon (June – September) and northeast monsoon (October – December).

118. The various climatic factors such as temperature, humidity and rainfall pattern in the project area have been discussed in detail in the following sections.

a. Rainfall

119. The rainy season starts with the pre-monsoon showers towards the end of May and the Southwest and Northeast monsoons arrive in June. It rains very heavily during monsoons. The average annual rainfall is around 1500mm. Nagapattinam experiences a lot of cyclones and counter cyclones during the monsoon. The winters are relatively very pleasant when average minimum temperature remains around 20°C. The season also witnesses some minor Tsunamis. A major one hit Nagapattinam in the year 2005 that left the city completely devastated.

120. Namakkal is one the dry district of Tamil Nadu state and is one of the six districts in the state receiving less than 800 mm annual rainfall on an average. The average rainfall at Namakkal district for a period of 2014-18 works out to 640.2 mm, which is lower than the State average of 943 mm. The long-term average rainfall for Namakkal is 776 mm. The average rainfall days in a year is 44 mm. The northeast monsoon period is the major rainy season accounting for 41% of the normal rainfall, followed by southwest monsoon (37%).

121. The actual rainfall in Namakkal district for the last five years (2014-2018) as provided by the Hydro-met division of the India Meteorological Department is given in Table 13 and rainfall distribution map of Tamil Nadu is shown in figure 5 showing project area in moderately low rainfall region. No rainfall was observed during the field monitoring carried out in the months of November - December 2019.

Table 13: Rainfall Data of Project District Rainfall for Namakkal District (mm) Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 2014 0 0.6 0 21.4 96.2 35.7 34.8 67.3 81.9 195.5 44.8 11.3 2015 24.5 1.1 2.7 107.8 75.4 45.2 23.6 65.7 164.3 115 162.3 31.9 2016 0 0 0 5.3 85.6 35.4 125.2 49.4 31.3 24.2 7.4 25.9 2017 6.3 0 16.8 26.9 98 24 45.1 115.2 194.8 149.8 43.6 63.1 2018 0 26.8 14 13.6 155.8 33.2 41.5 61.1 120.9 106.5 63.7 12.4 Source: IMD 44

Figure 5: Rainfall Distribution Map of Tamil Nadu

Project Road

b. Temperature

122. The maximum, minimum and average annual temperature for the project district during the (1971 -2000) is 28.03 °C, 17.82 °C and 22.93 °C; respectively as shown in Table -14. The average monthly temperature ranges from 20.37 °C to 25.54 °C.

123. The minimum, maximum and average temperature observed along the alignment during field monitoring (November- December 2019) was 24.6 °C, 34.6 °C and 28.1°C; respectively.Project district falls in strong hyperthermic zone as per temperature distribution map of Tamil Nadu State Figure 6.

Table 14: Temperature data in Namakkal district Month Monthly Temperature Values (oC) Maximum Minimum Mean Jan 26.30 14.58 20.43 Feb 28.24 15.71 21.97 Mar 30.36 17.69 24.02 Apr 31.22 19.81 25.52 May 30.96 20.12 25.54 Jun 28.65 19.48 24.07 Jul 27.65 18.96 23.31 Aug 27.53 18.74 23.14 Sep 27.74 18.46 23.12 Oct 26.79 18.03 22.41 Nov 25.61 16.87 21.25 Dec 25.31 15.44 20.37 Avg 28.03 17.82 22.93 Source: DPR 45

Figure 6: Temperature Distribution Map of Tamil Nadu

Project Road

c. Humidity

124. The project area of influence (PAI) is located in semiarid and arid region of the state. Namakkal district records higher relative humidity due to the hill areas surrounding the district. Relative humidity variation between day and night are higher resulting in higher probability of pest and disease incidences. The highest humidity recorded in the month of October which is 81.1% and the lowest humidity recorded in the month of March, which is 52.41%. The minimum, maximum and average humidity observed along the alignment during field monitoring was 58 %, 97% and 74 % respectively. The humidity distribution map of Tamil Nadu is shown in Figure 7. 46

Figure 7: Humidity Map of Tamil Nadu

Project Road

d. Winds

125. Wind speed and wind direction have a significant role on the dispersion of atmospheric pollutants and therefore, the air quality of the area. Ground level concentrations for the pollutants are inversely proportional to the wind speed in the down wind direction, while in upwind direction no effect will be observed and in cross wind direction partial effect due to the emission sources is observed. In PAI, Winds blow from north and northwest towards the east between October and December, when north-east monsoon sets in.

126. In Namakkal district, during October to March, wind blows generally from North Easterly and Easterly directions. South westerly and westerly winds predominate from May to September. The wind speed is least in October to February, while it is higher from July to September.

127. The minimum, maximum and average wind speed observed along the alignment during field monitoring (November- December 2019) was 0, 12 and 3.1 kmph; respectively. The dominating wind direction observed along the alignment during field monitoring was NW(North- West) followed by N(North). Meteorological parameters observed during the field study are presented in Appendix 3.

e. Climate Risks and Vulnerability

128. A detailed climate risk and vulnerability assessment has been prepared for the project in compliance with ADB requirements. The assessment revealed that the project has high overall risk for flooding due to extreme rainfall, storm surges, and other extreme events such as water 47 scarcity and heat waves. Measures to address these have been included in the design which include increased drainage capacity and embankment heights2.

2. Topography and Geography

129. Geomorphologically from west to east, three major units are recognised in Tamil Nadu viz. the Western Ghats, the Central Region and the Coastal Plains. The project road stretch falls in Namakkal district. The northern portion of Namakkal is mountainous and the southern areas are plains. The plain area of the district can be divided into 3 elevation stages. The lower elevation (below 150m) has Namakkal and Paramathy taluks which are being benefited by Cauvery River. The mid elevation (150-300m above MSL) occupies the major area in all taluks. The high elevation area are the Kollimalai range, with peaks 1219m, spreads over mainly in Rasipuram and Namakkal taluks. The average altitude of the district is 300m above MSL. Topographically, project region is plain area with scattered hillock. The relief and slope of the project area is depicted in Figure 8 below.

130. The elevation of the project road is varying from 172m to 285m AMSL with average of 216m AMSL. In this project stretch, the elevation is lowest at Akkiyampatti and then the profile shows a gradual increase up to Kalpanaickenpatti. After this point, there is an abrupt rise in the elevation and reaches the maximum of 285m near Belukurichi and then it is decreasing up to Thottiyampatti.

Figure 8: Relief and Slope Map of Project Districts

Project Road

2 Details in the Project Climate Change Assessment and Climate Risk and Vulnerability Assessment Report 48

3. Geology and Mineralogy

131. Geologically, the entire state can be broadly classified into hard rock or Crystalline Formation and Sedimentary Formations. Nearly 73% of the state is underlain by crystalline rocks of Archean metamorphic complex comprising of granite, charnockites, gneisses, chists etc. They are further intruded at many places by quartz veins, pegmatites and other ultra-basics like dolomites. The sedimentary rocks occur along the coast, flanking the crystalline mass in the west. This sedimentary formation mainly comprises of recent alluvial deposits, tertiary sandstone, lignite, cretaceous limestone, argillaceous sandstone etc. Besides these, sporadic occurrences of upper Gondwana formations consisting of compact sandstone, shale etc, are found as thin and isolated patches. As observed, geological formation in the project region comprises mainly of alluvium. Figure 9 shows the rocks and minerals map of project districts with marked project road. As observed from map, no minerals are found along the project road.

132. Tamil Nadu is the leading holder of India's resources of vermiculite, magnetite, dunite, rutile, garnet, molybdenum and limonite. The State accounts for 81% lignite, 75% vermiculite, 69% dunite, 59% garnet, 52% molybdenum and 30% titanium mineral resources of the country.

133. Namakkal district consists of mainly black and multi-color granite, Charnockite and Limestone rocks. The mineral deposits in the district include Bauxite, Quartz, Feldspar, Platinum and Manganese. Recently, Geological Survey of India has found platinum prospects in Namakkal district.

134. Most significant of all deposit in the availability of rich iron ore in Doddacombai forest in Gobichettipalayam. Iron ore from here is found to be very fine quality being particularly rich in metal. Traces of Gold also have been found in a few auriferous views in Gobichettipalayam. Major minerals like, quartz and feldspar are occurring in this district mainly in Kangayam, Dharapuram and Perundurai Taluks. Quarts available here is of good quality and is used in electronic industry and the Feldspar is consumed by the ceramic industry. Black Granite: Black Granite is occuring in Thalavadi, Mallanguli, Thingalur in Sathyamangalam Taluk and in Bargur and Nerinjipettai areas of Bhavani Taluk. Black Granite available is medium black in colour with green background and white spots.

135. The predominantgeological formations of Namakkal district are Alluvium, Colluvium, Laterite, Granite, Dolerite, Quartzite, Charnockite and Granite Gneiss.

Figure 9: Map Showing the Rocks and Minerals Profile of the Project District

Project Road

4. Soil Characteristics

136. In Tamil Nadu soils are classified into six orders, 12 sub-orders, 20 great groups, 44 subgroups and 94 soil families in the hierarchy. The six orders are Entisols, Inceptisols, Alfisols, Mollisols, Ultisols, Vertisols. Inceptisols cover about 50% of the State’s total geographical area followed by Alfisols (30%), Vertisols (7%), Entisols (6%), Ultisols (1%) and negligible area by Mollisols. About 5% of the areas are miscellaneous land types, which includes rocklands, marshes, urban areas and water bodies.

137. Figure 10 below shows the soil map of the project district with the marked project road alignment. 50

Figure 10: Soil Types in Project District

Project Road

138. The soils of the Namakkal district can be classified under 6 categories viz., Red loam, Lateritic, Black, Sandy Coastal alluvial, Red sandy and Clay loam. The block wise distribution of soil is presented in Table 15 below.

Table 15: Soil Types and Distribution in Namakkal District Sl. No. Type of Soil Places in Namakkal District 1. Red loam Namakkal, Elachipalayam, Puduchatram, Mallasamudram, Rasipuram, Tiruchengode, Paramathy and Parts of Pallipalayam. 2. Lateritic soil Kollihills 3. Black soil Erumapatty, Kabilarmalai, Mohanur, Namagiripet and Parts of Pallipalayam. 4. Sandy coastal alluvial Kabilarmalai 5. Red sandy soil Puduchatram 6. Clay loam Sendamanalam, Vennandhur, Erumapatty Source: Office of the Joint Director of Agriculture, Namakkal

139. It could be seen from the Table 15 that majority of the area in the district is covered by red loamy soil followed by the black soil and clay loam. The red loamy soils are suitable for cultivation of crops under both rain fed and irrigated conditions. The lateritic soils which are little acidic in nature is found in the Kolli hills region of the district. The soil is suitable for cultivation of some fruit crops and plantation crops like Cardamom in the higher reaches. Sandy coastal alluvial soil is found adjoining the river and canal irrigated areas in the Kabilarmalai block. The red sandy soil dominates the Puduchatram block. 51

140. The soil quality monitoring was carried out at 2 locations during DPR preparation. One from Senthamangalam having land use of residential, and other at Singlandhapuram having Govt Boys Higher Secondary School. These soil samples were analysed for physical characteristics (colour, texture, water retention capacity, infiltration rate and density), particle size distribution, chemical characteristics (pH, electrical conductivity and organic carbon), and nutrient contents (NPK). Soil quality monitoring results are given in Table 16 while the monitoring locations have been shown in Figure 4 for the project road.

Table 16: Soil Quality Results along the Project Road Sl. No Test Parameters Namakkal - Rasipuram (SH-95) SQ1 SQ2 1 Texture Loam Soil Loam Soil a) Sand b) Silt c) Clay 2 Soil Type Silt Silt 3 Colour Brown Brown 4 Moisture Content 1.28 % 1.40 % 5 Electrical Conductivity at 250C (1:5 227 µmhos/cm 510 µmhos/cm Soil Extract) 6 pH at 250C 7.9 6.6 7 Organic Carbon 0.72 mg/100gm 0.65 mg/100gm 8 Nitrogen as N 794 mg/100gm 713 mg/100gm 9 Phosphorous as P 804 mg/100gm 855 mg/100gm 10 Potassium as K 0.14 mg/100gm 0.22 mg/100gm 11 Chloride as Cl 97 mg/100gm 210 mg/100gm 12 Sodium as Na (Available) 0.08 mg/100gm 0.13 mg/100gm 13 Sodium Absorption Ratio 16.9 21.8 14 Bulk Density 1.5 g/cm3 1.6 g/cm3 15 Water Holding Capacity 12.6% 12.9% 16 Infiltration - - 17 Cation Exchange Capacity 9.2 meq/100g 9.8 meq/100g 18 Cadmium asCd BDL(DL:2 mg/Kg) BDL(DL:2 mg/Kg) 19 Chromium as Cr BDL(DL:5 mg/Kg) BDL(DL:5 mg/Kg) 20 Copper as Cu 39.4 mg/Kg 39.2 mg/Kg 21 Iron as Fe 1.62 mg/Kg 1.47 mg/Kg 22 Manganese as Mn 199 mg/Kg 176.1 mg/Kg 23 Lead as Pb 15.84 mg/Kg 9.8 mg/Kg 24 Zinc as Zn 99.1 mg/Kg 90.5 mg/Kg 25 Nickel as Ni 38.1 mg/Kg 37.6 mg/Kg Source: Monitoring undertaken during DPR preparation

141. The pH levels of the soils show that soils are neutral with pH varying between 6.6 - 7.9.The soil type is silty brown loam along the project road. The nutrient status of soil is also a key element in agriculture. Above results also shows that the soils of the study area have good amount of primary nutrients i.e., Nitrogen (N), Phosphorus (P)and Potassium(K) content. From the results it can be observed that the soil in the project area is fertile with high agricultural productivity with appropriate use of fertilizer.

5. Seismicity and Volcanic Activity

142. The State of Tamil Nadu is a zone of low to moderate seismic activity with a sparse historical record of significant earthquakes. Seismicity / Effect due to earthquake have been accounted for by considering the seismic load in longitudinal and transverse direction. For the purpose of determining the seismic forces the country is divided into four zones (Zone II to Zone V) based on the intensity of earthquakes that a particular area may be subjected to, with Zone V comprising of areas which have been subjected to severe earthquakes & Zone-II comprising areas least liable to earthquakes. The seismic loads are calculated using Response Spectrum method as per Modified clause of IRC 6: 2010. The seismic force depends upon several factors like zone factor, Period of vibration, Soil type etc. The whole project area falls in the vast volcanic basalt beds of Deccan plate, which formed towards the end of Cretaceous period, between 65 and 67 million years ago. There is no recent seismic and volcanic activity reported along the project area.

143. As per Tamil Nadu State Disaster Management Plan, the project road fall under zone II (low risk zone) and small length of the road partially falls under zone III (moderate risk zone)and relevant provisions in IRC- 6:2010 have been adopted in the design. The seismic map of Tamil Nadu has been shown in Figure 11.

Figure 11: Seismic Map of Tamil Nadu state

Project Road

(Source: Tamil Nadu State Disaster Management Perspective Plan)

6. Water Resources and Hydrology

144. Hydrology: The Namakkal district is falling in part of east flowing Cauvery and Vellar river basins as per the Irrigation Atlas of India. Tirumanimuttar, Vasista and Sweta are the important minor basins.

145. Cauvery river, which is perennial in nature, flows along the western and southern boundaries of the Namakkal district. Tirumanimuttar river, has its origin in Manjavadi area of Shevroy hills in Salem district and confluence with Cauvery at Nanjai Edayar village of Paramathi taluk. A small area in the northeastern part, which is drained mainly by Vasista Nadi and Sweta Nadi rivers, which are tributaries of Vellar River.

146. The source of Irrigation is wells, canals and tanks. Well irrigation is the main source of irrigation covering 71272 ha. An area of 8868 ha is covered by Canal Irrigation. Other sources of irrigations like lift irrigation and odai are 6512 ha. There are nearly eighty thousand wells and eight thousand bore wells in Namakkal district. Among the taluks, Namakkal taluk seems to have exploited most of the ground water potential compared to the other three taluks and the net area irrigated is also the highest in this taluk. Canals are lined canals running across its territories and the total canal length is about 75km. The hydrological map of project area is shown in Figure 12.

Figure 12: Hydrology of the Project Area

Project Road

147. Drainage and Water Bodies along the Project Road: In rural areas, the existing side drainage varies with terrain and road reserve width. On plain terrain, some sections have been constructed to generous reserve width and side drains are well-back from the road center line.

148. In urban and semi-urban areas, there is extensive use of concrete section of rectangular channel drains, either open or covered where vehicle or pedestrian access is required. In most cases there is no kerb and channel at the pavement edge and water runs off directly into the side drains. Alternatively, where kerb and channel is provided, water is led off to the side drains at intervals through kerb inlet and channel. The most common drainage defects observed are:

• Absence of side drains and ponding of water at the road side – in both urban and rural areas; • In some instances, there is inadequate width between neighboring property and the road edge to construct effective side drainage; and • Poor grading of the shoulder and side-slopes, allowing water to channel and scour along the road edge and to flow across the road instead of running off into the side drains;

149. There are ponds, lakes, canals, seasonal streams (Nala) etc. along the project road. Also, many groundwater sources such as wells and hand pumps are located on both sides of the existing road RoW. The proposed project may contaminate the surface and ground water during the construction, operation as well as maintenance phases. Details of other water resources along the project road are presented in Table 17.

Table 17: Details of Water Resources along Project Road Sl. Chainage Type of Water LHS/ RHS No. (km) Resource 1 26+000 Both Pond 2 33+400 LHS Canal 3 34+050 LHS Lake 4 34+750 RHS Lake/Nala 5 54+015 RHS Check Dam 6 39+700 LHS Nala Source: DPR and Field Survey

150. Major source of drinking water along project road is ground water. The major ground water resources along the project road are overhead tanks, water tank with tap and ponds.

151. Ground water in Namakkal district is in general colourless, odorless, and predominantly alkaline in nature. A study conducted by Central Ground Water Board indicates that only some place of the district, the ground water is suitable for drinking and domestic uses. Excess of fluoride is observed in many places such as Venandur, Udaiyarpalayam, Talamabadi, V.G.Patti and Mohanur. It also reveals that the ground water of Namakkal has higher than permissible levels of Ca CO3, NO3, and F. Ground water resource status for the project influenced administrative blocks of Namakkal District shows that Rasipuram, Sendamangalam and Namakkal blocks are falls under over exploited category. A permission from CGWA (Central Ground Water Authority) will be required for ground water extraction in the notified blocks.

7. Water Quality

152. The sampling locations were selected after the field investigations and review of all the water bodies/ resources along the project road stretch. Samples were collected as per IS- 2488 (Part I-V). Samples were taken from surface water as well as ground water sources during December 2019 along road corridor.Samples were analysed as per IS: 10500-. Grab sample were collected from water source and were analysed for various Physico- chemical parameters as per the procedures laid down in the APHA and BIS. Atomic Absorption Spectrophotometer and UV/VIS Spectrophotometer were used for analysis of water samples according to the necessity. Surface water quality monitoring was carried out at one locations and ground water quality monitoring was carried out at one location. The locations of water quality monitoring is presented in Table 18 and results have been marked in Table 19 and Table 20 for the project road.

Table 18: Water Quality Monitoring Locations Station Location Coordinates Sources GW-1 Kulathupalayam 11°07'34.4"N Hand Pump 78°10'01.8"E SW-1 Mohanur 11°03'24.6"N Pond Water 78°07'54.6"E

Table 19: Surface Water Quality Characteristics along the Project Road CPCB Sl. Test Parameters Test Method Unit SW1 Designated , No Best Use 1 Color IS 3025 PART 4 Hazen 5 300 Not Un- 2 Odor IS 3025 PART 5 - Agreeable objectionable 3 pH@ 25oC IS 3025 PART 11 - 7.52 6.5 to 8.5 4 Conductivity@ 25oC IS 3025 PART 14 µs/cm 596.6 Not Specified 5 Turbidity IS 3025 PART 10 NTU 4.8 Not Specified 6 Total Dissolved Solids IS 3025 PART 16 mg/l 344 1500 Total Suspended 7 IS 3025 PART17 mg/l 11.3 - Solids 8 Total Alkalinity IS 3025 PART 23 mg/l 123 Not Specified Total Hardness as 9 IS 3025 PART 21 mg/l 93.5 Not Specified CaCO3 10 Calcium as Ca IS 3025 PART 40 mg/l 16.9 Not Specified 11 Magnesium as Mg IS 3025 PART 46 mg/l 12.5 Not Specified 12 Chloride as Cl IS 3025 PART 32 mg/l 74 Not Specified

13 Sulphate as SO4 IS 3025 PART 24 mg/l 26.4 Not Specified 14 Sodium as Na IS 3025 PART 45 mg/l 48 Not Specified 15 Free Ammonia IS 3025 PART 34 mg/l 3.6 -

16 Nitrate as NO3 IS 3025 PART 34 mg/l 10.2 50 17 Potassium as K IS 3025 PART 45 mg/l 9.4 Not Specified 18 Bicarbonate IS 3025 PART 51 mg/l 123 Not Specified 19 Fluoride as F IS3025 PART 60 mg/l 0.21 1.5 56

CPCB Sl. Test Parameters Test Method Unit SW1 Designated , No Best Use Phenolic Compounds 20 IS 3025 PART 43 mg/l Absent 0.005 (as C6H5OH) 21 *Cyanide as CN IS 3025 PART 27 mg/l Absent 0.05 BDL(DL: 22 *Aluminium as Al IS 3025 PART 2 mg/l Not Specified 0.03) BDL 23 *Arsenic as As IS 3025 Part 37 mg/l 0.2 (DL:0.01) BDL 24 *Cadmium as Cd IS 3025 PART 2 mg/l 0.01 (DL:0.01) 25 Chromium as Cr6+ IS 3025 PART 52 mg/l BDL (DL:0.1) 0.05 26 *Copper as Cu IS 3025 PART 2 mg/l BDL (DL:0.2) 1.5 BDL 27 *Lead as Pb IS 3025 PART 2 mg/l 0.1 (DL:0.01) 28 Manganese as Mn IS 3025 PART 59 mg/l BDL (DL:0.1) Not Specified BDL(DL:0.00 29 *Mercury as Hg IS 3025 PART 2 mg/l Not Specified 05) BDL 30 *Zinc as Zn IS 3025 PART 2 mg/l 15 (DL:0.02) 31 Iron as Fe IS 3025 PART 53 mg/l 0.19 0.5 32 Dissolved Oxygen IS 3025 PART 38 mg/l BDL (DL:1) Not Specified 33 COD IS 3025 PART 58 mg/l 95.2 Not Specified 34 BOD, 27̊oC 3 Days IS 3025 PART44 mg/l 35.6 3 35 Oil & Grease IS 3025 PART 39 mg/l BDL(DL:5) 0.1 Sodium Absorption 36 IS 11624 : 1986 meq/l 4.33 - Ratio BDL(DL:0.01 37 Boron IS 3025 PART 57 mg/l - ) 38 Total Phosphorus IS 3025 PART 31 mg/l 0.11 - 39 Total Nitrogen IS 3025 PART 34 mg/l 15 - MPN/ 40 *Total Coliform IS 1622-1981 32 500 100ml

153. From Table 19 it is found that the biological quality of water is poor and pathogens were present in the surface water sample. The other water quality parameters were with in permissible limits of CPCB.

154. From Table 20 it is clear that the ground water quality parameters were well within the permissible limits for drinking waters as specified by IS 10500:2012 on project road. Overall the ground water quality in the project area is good.

Table 20: Ground Water Quality Characteristics along the Project Road IS 10500 : 2012 Sl. Test Test Method Unit GW 1 Drinking Water No Parameters Acceptable Permissible Limit Limit Haze 1 Colour IS 3025 PART 4 <5 5 15 n 2 Odour IS 3025 PART 5 - Agreeable Agreeable Agreeable 3 Taste IS 3025 PART 7 - Agreeable Agreeable Agreeable No 4 pH IS 3025 PART 11 - 7.33 6.5 8.5 – Relaxation 5 Turbidity IS 3025 PART 10 NTU <1 1 5 Electrical µS/c 6 IS 3025 PART14 1277.5 - - Conductivity m Total 7 Dissolved IS 3025 PART 16 mg/l 739 500 2000 solids Total 8 IS 3025 PART 23 mg/l 184 200 600 Alkalinity Total 9 IS 3025 PART 21 mg/l 246.2 200 600 Hardness Calcium as 10 IS 3025 PART 40 mg/l 55.2 75 200 Ca Magnesium 11 IS 3025 PART 46 mg/l 26.4 30 100 as Mg Chloride as 12 IS 3025 PART 32 mg/l 211 250 1000 Cl Sulphate as 13 IS 3025 PART 24 mg/l 62.3 200 400 SO4 No 14 Iron as Fe IS 3025 PART 53 mg/l 0.14 0.3 Relaxation Sodium as 15 IS 3025 PART 45 mg/l 155 - - Na Potassium 16 IS 3025 PART 45 mg/l 23 - - as K 17 Bicarbonate IS 3025 PART 51 mg/l 184 - - GLCS/SOP/W/01 18 Fluoride as F mg/l 0.33 1 1.5 5 ITC/CHN/FD/STP/ BLQ(LOQ 19 *Copper (Cu) mg/l 0.05 1.5 020 :0.005) Phenolic BLQ(LOQ 20 Compounds( IS 3025 PART 43 mg/l 0.001 0.002 :0.001) C6H5OH) *Anionic BLQ(LOQ 21 Detergents( IS 13428 Anx K mg/l 0.2 1 :0.05) MBAS) BLQ(LOQ No 22 *Mineral Oil IS 3025 PART 39 mg/l 0.5 :0.01) Relaxation *Aluminium ITC/CHN/FD/STP/ BLQ(LOQ 23 mg/l 0.03 0.2 (Al) 020 :0.005) Manganese BDL (DL 24 IS 3025 PART 59 mg/l 0.1 0.3 as Mn :0.1) Nitrate as No 25 IS 3025 PART 34 mg/l 18.2 45 NO3 Relaxation 58

IS 10500 : 2012 Sl. Test Test Method Unit GW 1 Drinking Water No Parameters Acceptable Permissible Limit Limit *Selenium ITC/CHN/FD/STP/ BLQ(LOQ No 26 mg/l 0.01 (Se) 020 :0.005) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ 27 *Zinc (Zn) mg/l 5 15 020 :0.005) *Cadmium ITC/CHN/FD/STP/ BLQ(LOQ No 28 mg/l 0.003 (Cd) 020 :0.001) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ No 29 *Lead (Pb) mg/l 0.01 020 :0.005) Relaxation *Mercury ITC/CHN/FD/STP/ BLQ(LOQ No 30 mg/l 0.001 (Hg) 020 :0.0005) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ No 31 *Arsenic (As) mg/l 0.01 020 :0.005) Relaxation *Total ITC/CHN/FD/STP/ BLQ(LOQ No 32 Chromium mg/l 0.05 020 :0.005) Relaxation (Cr) BLQ *Cyanide as No 33 IS 3025 PART 27 mg/l (LOQ : 0.05 CN Relaxation 0.01) Ammoniacal BDL( DL: 34 Nitrogen As IS 3025 PART 34 mg/l - - NH3-N 1) BLQ *Barium as No 35 IS 13428 Annex F mg/l (LOQ : 0.7 Ba Relaxation 0.05) BDL(DL: 36 Boron as B IS 3025 PART 57 mg/l 0.5 1 0.01) BDL( No 37 *Chloramine IS 3025 PART 26 mg/l 4 DL:0.1) Relaxation Free Residual BDL( DL: 38 IS 3025 PART 26 mg/l 0.2 1 Chlorine as 1) Cl2 BDL(DL: No 39 *Silver as Ag IS 13428 Annex J mg/l 0.1 0.005) Relaxation BDL( DL: No 40 *Sulphide IS 3025 PART 29 mg/l 0.05 1) Relaxation *Molybdenu BDL(DL: No 41 IS 3025 PART 2 mg/l 0.07 m as Mo 0.005) Relaxation BDL(DL: No 42 *Nickel as Ni IS 3025 PART 54 mg/l 0.02 0.005) Relaxation *Polychlorina ted BLQ(LOQ No 43 ASTM 5175 mg/l 0.0005 Biphenyls :0.00002) Relaxation (PCB) *Poly nuclear aromatic BLQ(LOQ No 44 APHA 6440B mg/l 0.0001 hydrocarbon :0.00002) Relaxation s(PAH) *Total MPN Shall not be detectable in 45 IS 1622-1981 Absent Coliform / any 100ml of sample 59

IS 10500 : 2012 Sl. Test Test Method Unit GW 1 Drinking Water No Parameters Acceptable Permissible Limit Limit 100 ml MPN / Shall not be detectable in 46 *E.Coli IS 1622-1981 Absent 100 any 100ml of sample ml Source: Water Quality Monitoring carried out in the month of November - December 2019

8. Air Quality

155. The ambient air quality was monitored to characterize baseline scenario in the study area and direct project influence area. The study area comprises of rural, residential and urban areas. The sources of air pollution in the region are mainly vehicular traffic; dust arising from unpaved road and domestic fuel burning. The prime objective of the baseline air quality study is to establish the existing ambient air quality along the project road. This will also be useful for impact assessment during the construction and operation phases. In order to establish baseline ambient air quality, monitoring locations were finalized following the notification of MoEFCC dated 16 November 2009; so as to be true representatives of the study area. Further, the locations were selected with the following considerations:

• meteorological conditions; • the assumed regional influences on background air quality; • the areas where impact would most likely be greatest; • present land use along the proposed alignment; and • traffic congestion points.

156. To establish the baseline air quality, Ambient Air Quality (AAQ) monitoring was carried out in last quarter of 2019 and air quality monitoring stations were set up at 2 locations as indicated in Table 21 along the project road.

Table 21: Details of Ambient Air Quality Monitoring Locations along road Station Location Coordinates Land Use AAQ1 Senthamangalam Residential 11°16'46.3"N 78°14'06.1"E Area/Semi Urban AAQ2 Rasi Educational Residential 11°26'45.2"N 78°12'21.0"E Institutions Area/Rural

157. The two locations for ambient air monitoring was undertaken to represent air quality of the congested semi-urban area with high traffic volume and rural habitation area with normal activities and traffic on the project road section. The averaging period is 24 hours for all parameters monitored, following National standards of air quality monitoring. Methodology adopted for sampling and analysis and instrument used for analysis in laboratory are presented in Table 22.

Table 22: Techniques Used for Ambient Air Quality Monitoring Sl. Parameter Technique Instrument Minimum Detectable No. Used Limit(μg/m3) Respirable Dust Sampler Electrical 1. PM 1.0 10 (Gravimetric method) Balance Respirable Dust Sampler Electrical 2. PM 1.0 2.5 (Gravimetric method) Balance Sulphur Improved West & Gaeke 3. Colorimeter 5.0 Dioxide Method Nitrogen Jacob & Hochheiser modified 4. Colorimeter 5.0 Oxide (Na-Arsenite) Method Carbon 5. Gas Chromatograph 0.01 Monoxide

158. A summary of results for each location is presented in Table 23. These results are compared with the new National Ambient Air Quality Standards prescribed by the MOEFCC and air quality standards of IFC EHS for respective zones.

Table 23: Summary of AAQM Results along the Project Road NAAQ World (2009)* Sl. Test Bank Test Method Units AAQ1 AAQ2 LIMITS No. Parameters STANDARD (IFC) S LIMITS Standards Sulphur dioxide IS 5182 Part 2: 2001 1 µg/m3 17 21.7 80 - as SO2 (RA 2017) Nitrogen dioxide IS 5182 Part 6: 2006 2 µg/m3 34.5 34.5 80 40 as NO2 (RA 2017) Respirable Particulate IS 5182 Part 23:2006 3 matter (Size less µg/m3 55.5 61.7 100 50 (RA 2017) than 10 µm/PM10) Respirable Particulate 4 matter (Size less GLCS/SOP/AAQ/017 µg/m3 23.8 26.5 60 25 than 2.5 µm/PM2.5) 3 5 Ozone as O3 GLCS/SOP/AAQ/002 µg/m 6.1 7.1 180 100 IS 5182 Part 22:2004 BDL(DL:0. BDL(DL:0. 6 *Lead as Pb µg/m3 1 - (RA 2009) 1) 1) *Carbon IS 5182 Part 10:1999 BDL(DL:1. BDL(DL:1. 7 mg/m3 4 - Monoxide as CO (RA 2009) 15) 15) 3 8 Ammonia as NH3 GLCS/SOP/AAQ/001 µg/m 16 18.3 400 - *Benzene as C6 IS 5182 Part 11:2006 BDL(DL:0. BDL(DL:0. 9 ng/m3 5 - H6 (RA 2017) 1) 1) *Benzo(a)Pyrene IS 5182 Part23:2006 BDL(DL:0. BDL(DL:0. 10 ng/m3 1 - as BaP (RA 2014) 1) 1) IS 5182 Part 22:2004 BDL(DL:1. BDL(DL:1. 11 *Arsenic as As ng/m3 6 - (RA 2009) 0) 0) IS 5182 Part 22:2004 BDL(DL:1. BDL(DL:1. 12 *Nickel as Ni ng/m3 20 - (RA 2009) 0) 0) 13 * Hydrocarbon IS 5182 Part 17:1979 PPM BDL(DL:0. BDL(DL:0. - - 61

(RA 2009) 01) 01) *Hydrogen IS 5182 Part 13:1991 BDL(DL:0. BDL(DL:0. - 14 PPM - Fluoride (RA 2009) 02) 02)

159. Themonitored values are compared with National Ambient Air Quality Standards prescribed by Central Pollution Control Board (CPCB) for residential, rural and other areas and IFC EHS standards. The Ambient air quality levels meet the National air quality standards for rural, residential and industrial area all along the project road.

• PM2.5: The mean PM2.5 concentration at ambient air quality monitoring locations varies from 23.8 to 26.5 µg/m3. The values are within the permissible limit at all the stations for CPCB but marginally exceed IFC standards. • PM10: The mean PM10 concentration at ambient air quality monitoring locations varies from 55.5 to 61.7 µg/m3. The values are within the permissible limit at all the stations for CPCB but exceed IFC standards. • SO2: The mean concentrations of SO2 at all ambient air quality monitoring locations varies from 17 to 21.7 µg/m3. The values are within the permissible limit at all the stations. • NOx: The mean concentrations of NOx at all AAQM locations was 34.5 µg/m3. The values are within the permissible limit at all the stations. • CO: The concentrations of CO at all AAQM locations were below 0.01 mg/m3. The values are within the permissible limit at all the stations.

160. Overall the air quality along the project roads is not an issue as per National Ambient Air Quality Standards (NAAQS) prescribed by MOEFCC. . However, the values for PM10 and PM2.5 are slightly exceeding the IFC EHS air quality standards. The National Ambient Air Quality Standards (NAAQS) prescribed by MOEFCC together with IFC standards are given in appendix 4.

9. Noise

161. Noise in general is a sound which is composed of many frequency components of different loudness distributed over the audible frequency range. Noise in the project area was assessed using the GoI and IFC EHS noise guide values which are similar for day and nighttime residential and nighttime industrial land uses. The GoI is more stringent in commercial land use while the IFC EHS is less stringent for daytime noise for industrial land use. The IFC EHS does not provide guide values for silent zone which is defined as at least 100-meter perimeter around hospitals, educational institutions, courts, religious places and similar area. GoI standards when the existing noise levels already exceed the limits. IFC-EHS provides a 3 dB maximum increase from the background (i.e. doubling of noise levels) when the existing measure noise already exceeds the standards. GoI does not stipulate clear guidelines for such scenarios.

162. A preliminary reconnaissance survey was undertaken in project road to identify the major noise generating sources along the project road. To assess prevailing noise levels in the surroundings of project road, ambient noise monitoring was carried out considering all categories of land uses along the project road (e.g. commercial, residential and silence zones)

163. A total 4 locations within the study area were selected for noise level measurements along the project road. The selected monitoring locations are representative of sensitive receptors in semi-urban area and residential location from rural area. The background noise 62 level at the monitoring location are generated from routine human activities and traffic on the road section in congested semi-urban and disperse rural area. The monitoring location (NL1 and NL2) at Gandhipuram and Senthamangalam is a semi-urban area with congested traffic on project road and other road merging in traffic with commercial activities. While, locations (NL3 & NL4) at Bodinayakanpatty and Rasi Educational Institutions are residential area and educational institute in rural areas normal activities and traffic noise. Thus, at these locations noise monitoring is done to observed maximum level and normal level of background noise. The locations of noise level measurement are shown in Figure 4 while location detail of the noise monitoring are given in Table 24.

Table 24: Details of Noise Level Monitoring Locations Station Location Coordinates Land Use Residential Area/ NL1 Gandhipuram 11°17'24.2"N 78°14'13.4"E Semi Urban Residential Area NL2 Senthamangalam 11°16'46.3"N 78°14'06.1"E Semi Urban Residential NL3 Bodinayakanpatty 11°25'37.8"N 78°12'47.6"E Area/Rural Rasi Educational Residential NL4 11°26'45.2"N 78°12'21.0"E Institutions Area/Rural

164. Methodology: At each of the selected locations, Sound Pressure Level (SPL) measurements were taken at an interval of 1 minute using a sound level meter of Lutron make Digital Sound Level Meter. At all these locations, daytime noise levels were monitored during the period 6 am to 9 pm and night-time noise levels during the period 9 pm to 6 am following national guidelines. Noise readings, with setting at ‘A’ response - slow mode, were recorded. The readings were tabulated and a frequency distribution table prepared from which 24 hourly, hourly, and average Leq noise levels were calculated. The baseline values were recomputed to align them with IFC EHS prescribed periods, which is 7am to 10pm for daytime and 10pm to 7am for nighttime.

165. Presentation of Results: It can be seen from the table 25 that at all the monitoring locations, the equivalent ambient noise levels are higher than the permissible limits for residential areas prescribed by CPCB and also by IFC EHS standards of 55 dB(A) and 45 dB(A) for day time and night time;respectively. The maximum recorded day time noise level is 73.5 dB(A) and night time noise level is 50.4 dB(A) along the project alignment. Table 25: Ambient Noise Level in decibel (A) along the Project Road per IFC EHS Prescribed Periods for Daytime and Nighttime Monitoring Monitoring CPCB WB/ IFC Leq L10 L50 L90 Leq(dn) Location Duration Standard Standard Day 68.17 70.77 65.1 60.52 55 55 NL1 67 Night 63.33 58.34 56.8 53.66 45 45 Day 60.12 62.08 59.7 57.72 55 55 NL2 59 Night 55.38 55.64 53.1 50.46 45 45 Day 68.07 70.97 68.69 62.02 55 55 NL3 67 Night 59.52 59.64 57.4 55.36 45 45 Day 66.45 68.37 65.2 61.62 55 55 NL4 65 Night 61.39 62.04 57.8 55.16 45 45 Source: Noise Monitoring carried out by Consultant Team, 2019 63

C. Coastal and Marine Resources in Project Influence Area

166. The project road does not fall under CRZ. In the coastal zone, there are several areas where development has already taken place before 1991. In 1991, the Coastal Zone Regulation notification was issued by the Union Ministry of Environment and Forests to protect the 500 meters zone from the high tide line and along rivers and creeks upto the area of tidal action. CRZ Notification 1991 has been amended in 2011. Project district is land-locked districts and away from coastal line. Hence, coastal and marine resources are not present in these districts.

D. Biological Environment

1. Forests

167. The recorded forest area in Tamil Nadu state is 22,877 km2 which constitutes 20.21% of the geographical area of the state. Reserved Forests comprise 88.70%, Protected Forests 7.79% and Unclassified Forests constitute 3.51%. The forest cover in project districts is presented in Table 26 which shows that project districts have good forest cover having all classes of forest. The ROW of project road passes through social forestry plantation from km 40+200 to km 40+500. However, the widening in this stretch will be limited to available ROW and no additional land is required. Therefore forest clearance is not required from forest department for this stretch, same is shown in Figure 13.

Table 26: Forest Cover in Project District (Km2) Name of Geographic Area of Very Area of Area of Total the District Area (Km2) Dense Forest Moderately Dense Open Forest Forest (Km2) Forest (Km2) (Km2) Area (Km2) Namakkal 3,413 55 189 300 544

Figure 13: Forest Cover map of Tamil Nadu showing Project Road

Project Road Project Road

Source: Tamil Nadu Forest Departgtment, Government of Tamil Nadu. 64

2. Vegetation and Flora of the Project Area

168. The road side trees falling within formation width of project road have been enumerated as per the available design. The tree enumeration in the formation width of project road are provided in Table 28. The roadside trees are continuous throughout the corridor except some stretches where open land/agricultural land are observed. The trees are generally having good canopy as observed during environmental impact survey. Every effort has been made by engineering and environmental team to save these trees.

169. There is no reserve forest along the project area but hilly/ghat area covered with Social forestry plantation is present before Belukurchi which is located one km away from the project road on RHS. Green tunnel of total length of 0.3km was observed at various locations along the project road. A total of 1721 trees >30cm girth size will be required to cut for road widening and improvements along this project road. The detail of the impacted trees above 30 cm girth size is provided in table 28 and Appendix-5.

170. In order to establish baseline data on the presence of important floral habitats in the project area, field surveys (sampling of flora species and consultations with local forestry officials and communities) for biodiversity assessment. Local forest department were consulted to know the presence of any endangered and protected species of flora within the formation width. The floral species along the project road is presented in table 28.The local and scientific names of tree species observed along the project road with their IUCN status are also listed. The dominant tree species along project road are Neem, Palm, Tamrind, Dyers’s oleander, White barked Acacia, Babul, Bael tree, Banyan tree, Ber, Copperpod, Drumstick tree, Gulmohar, Indian Cork tree, Jamun, Pongamia, Prosopis, Custard apple, Curryleaf, Coconut, Pomagranate, Creape Jasmine, Hill Mango, White Gulmohar, wild almond tree, Indian Elm, Bahunia, Singapore Cherry, Three leaved caper, Indian Siris, Badam, Wood apple, Madras Thorn,Sweet, tamarind , Quadrangular-Chaste Tree, Thingam, Hairy Sterculia, Teak, Oleander, Peepal, Indian Mulberry, Headache tree, Mahuva, Indian Laurel Fig, Kino tree(near threatened), udippu maram, kaaramullu, Bastard Cedar, American Sumac, Silk cottom, Mango, Rain tree, Nettilingam (Asoka) Goldenshower, Guava, Star gooseberry, Hispaniolan Rosy Trumpet Tree, Ancole Fruit-Plant, Eucalyptus, Goose-Berry, Flame of the Forest, Jacaranda (vulnerable), Jatropha, Lemon, Tree of Heaven, Areacnut, Kassod tree.

Table 27: Trees Species along the Project Road Sl. Common English IUCN Tamil Name Scientific Name No. Name Status 1 Neem Vembu Azadirachta indica LC 2 Palm Panei Borassus flabellifer 3 Tamrind Puli Tamarindus indica LC 4 Dyers’s oleander Palamaram Wrightia tinctoria LC White barked 5 velvelam Acacia leucophloea LC Acacia 6 Babul Karuvelam Acacia nilotica LC 7 Bael tree Vilma Aegle marmelos NA 8 Banyan tree Alamaram Ficus benghalensis NA 9 Ber llanthei Ziziphus jujuba LC Peltophorum 10 Copperpod Perunkonrai NA pterocarpum 11 Drumstick tree Murungai Moringa oleifera NA Thanga mohar, 12 Gulmohar Delonix regia LC Vadanaranyana 13 Indian Cork tree Maramalli, Millingtonia hortensis NA 14 Jamun Naaval Pazham Syzygium cumini LC 15 Pongamia Pungai Pongamia pinnata LC 16 Prosopis velikathan, vanini Prosopis juliflora NA 17 Custard apple Seetha pazham Annona squamosa LC 18 Curryleaf Kadi Patta Murraya koenigii NA 19 Coconut Thengai Cocos nucifera NA 20 Pomagranate maadulampazham Punica granatum LC Kallimandarai,chembaka 21 Temple tree Plumeria rubra LC maram Tabernaemontana 22 Creape Jasmine Nandiar vattai NA divaricata Balsamodendron 23 Hill Mango Kiluvai NA caudatum 24 White Gulmohar Vadana Delonix elata LC

26 wild almond tree Pee maram Sterculia foetida NA 27 Indian Elm Aya maram Guazuma ulmifolia Lam. NA 28 Bahunia chemmonadarei Bauhinia purpurea LC Cherry maram, Ten 29 Singapore Cherry Muntingia calabura NA pazham Three leaved 30 Mavalikaya Crataeva religiosa LC caper 31 Indian Siris Vaakai Acacia lebbek LC 32 Badam Badam Terminalia catappa LC 33 Wood apple velamaram Limonia elaphantum NA

Madras 35 Thorn,Sweet kodukkappuli Pithecellobium dulce LC tamarind 36 Quadrangular- Nochi maram Vitex Negundo LC 66

Sl. Common English IUCN Tamil Name Scientific Name No. Name Status Chaste Tree 37 Thingam Udaya maram Lannea coromandelica NA 38 Hairy Sterculia Vakkana maram Sterculia villosa NA 39 Teak Thekku Tectona grandis NA 40 Oleander Arali Nerium indicum NA 41 Peepal Arasu Maram Ficus religiosa NA 42 Indian Mulberry Nona maram Morinda citrifolia NA 43 Headache tree, Minnamaram Premana serratifolia NA 44 Mahuva Iluppei Maram Madhuca longifolia NA 45 Indian Laurel Fig Icchi Maram Ficus microcarpa LC 46 Kino Tree Venkai Pterocarpus marsupium NT 47 udippu maram udippu maram Eriolaena candollei NA 48 kaaramullu kaaramullu Solanum indicum NA 49 Bastard Cedar mala veppu Chukrasia velutina LC 50 American Sumac kona puliyanka Caesalpinia coriaria NA 51 Silk cottom Illavam panju Ceiba pentandra LC 52 Mango Mamaram Mangifera indica DD 53 Rain tree Mazhai-maram Samanea saman LC 54 Ashoka tree Asoka Saraca asoca 55 Goldenshower Konnai Cassia fistula LC 56 Guava Koyya Psidium guajava LC 57 Star gooseberry Aru Nelli Cicca acida NA Hispaniolan Rosy 58 Trumpet Tree Tabebuia berteroi NA Trumpet Tree 59 Ancole Fruit-Plant Alinji maram Alangium lamarckii NA 60 Eucalyptus Nilgiri Eucalyptus bancroftii NT 61 Goose-Berry Nelli Phyllanthus emblica NA Flame of the 62 Poovarasu,Porasu Butea monosperma DD Forest

64 Jacaranda Jacaranda Jacaranda mimosaefolis VU 65 Jatropha Kattavanik Jatropha glandulifera NA 66 Lemon Lemon Citrus limon NA

68 Tree of Heaven Perumaram Ailanthus excelsa NA 69 Areacnut Kamugu, Pakku Areca catechu NA 70 Kassod tree Ponnavarai maram Cassia siamea LC 67

Table 28: Tree Enumeration within Formation Width of Project Road Chainage (Km) No. of tress From To 25+000 25+210 4 25+210 28+380 Muthugapatti Bypass 28+380 29+000 41 29+000 29+640 26 29+640 33+040 Senthamangalam Bypass 33+040 34+000 106 34+000 34+420 40 34+420 37+600 Kalpanayaknpatti Bypass 37+600 38+000 78 38+000 39+000 134 39+000 40+000 63 40+000 40+480 77 40+480 40+670 Curve Imrorvement 40+670 41+000 0 41+000 41+020 0 41+020 41+130 Narasapudur realignment 41+130 42+000 104 42+000 43+000 109 43+000 43+470 6 43+470 44+000 Belkurchi realignment 44+000 45+000 50 45+000 46+000 118 46+000 47+000 86 47+000 48+000 142 48+000 48+560 48 48+560 50+060 Singlandhapuram bypass 50+060 51+000 71 51+000 52+000 164 52+000 53+000 136 53+000 54+000 118 Sub-total LHS 834 Sub-total RHS 887 Total 1721

3. Protected Area

171. There are 5 national parks, 15 wildlife sanctuaries, 15 bird sanctuaries, 2 conservation reserves besides 4 tiger reserves and4 elephant reserves in the State of Tamil Nadu. Protected areas in Tamil Nadu is presented in table 29.

Table 29: Protected Areas in Tamil Nadu S. Year Name District Area in ha Major Animals Found No. Decl. Wildlife Sanctuaries Elephant, Gaur, Sambar, Mudumalai Wildlife 1 Nilgiris 21,776.00 1940 Chital, Panther, Tiger, Sanctuary Birds, Reptiles Elephant, Gaur, Tiger, Indira Gandhi 2 Coimbatore 84,149.00 1976 Panther, Sloth bear, Wild Wildlife Sanctuary boar Tiger, Bonnet Macaque, Mundanthurai Langurs, Slender Loris, 3 Tirunelveli 58,207.58 1962 Wildlife Sanctuary Sloth Bear, Sambar, Chital, Wild Dog Lion Tailed Macaque, Nilgiri Kalakad Wildlife 4 Tirunelveli 22,358.00 1976 Tahr, Sambar, Sloth Bear, Sanctuary Elephant, Panther, Tiger Grizzled Giant Squirrel, Srivilliputhur Flying Squirrel, Nilgiri Tahr, 5 Grizzled Squirrel Virudhunagar 48,520.00 1988 Elephant, Lion Tailed Wildlife Sanctuary Macaque Black Buck, Bonnet Point Calimere Macaque, Wild Boar, 6 Nagapattinam 1,726.00 1967 Wildlife Sanctuary Flamingoes, variety of birds such as Teals, Gulls Black buck, Spotted deer, Vallanadu Black 7 Thoothukudi 1,641.00 1987 Macaques, Jungle cat, Buck Sanctuary Mongoose, Hares Bonnet Macaque, Nilgiri Kanyakumari Langur, Slender Loris, 8 Kanyakumari 40,239.55 2007 Wildlife Sanctuary Tiger, Panther, Elephant, Bird, jackal, Nilgiri Tahr Sathyamangalam 9 Erode 1,41,160.94 2011 Elephant, birds etc. Wildlife Sanctuary Megamalai Wildlife 10 Theni & Madurai 26,910.82 2009 Elephant, birds etc. Sanctuary Black Buck, Bonnet Point Calimere Thanjavur&Tiru Macaque, Wild Boar, 11 Wildlife Sanctuary 12,407.27 2013 va rur Flamingoes, variety of birds Block A & Block B such as Teals, Gulls Nilgiri Langur, Common Langur, Bonnet Macaque, Indian Giant Squirrel, Kodaikanal 12 Dindigul&Theni 60,895.48 2013 Common Giant Flying Wildlife Sanctuary Squirrel, Tiger, Leopard/Panther, Birds, Reptiles, Elephant Gangaikondan 13 Spotted Deer Tirunelveli 288.4 2013 Spotted Deer Sanctuary Grizzled Giant Squirrels, Cauvery North Krishnagiri&Dh ar 14 50,433.48 2014 Panthers, Elephants, Wildlife Sanctuary mapuri Dhole, Sloth Bear etc. India Gaur, Leopard, Nilgiri Nellai Wildlife 15 Tirunelveli 35,673.33 2015 Tahr, Sambar, Wild Boar, Sanctuary Sloth Bear, Indian 69

S. Year Name District Area in ha Major Animals Found No. Decl. Elephant, Lion Tailed Macaque etc. Bird Sanctuaries Cormorants, egrets, gray Vedanthangal heron, spoon billed stork, 16 Kancheepuram 30 1998 Birds Sanctuary migratory birds like garguney, teals, shovallers Karikili Birds Cormorants, egrets, grey 17 Kancheepuram 61.21 1989 Sanctuary heron, spoon billed stork, Flamingoes, ducks, osprey, Pulicat Lake Birds avocet, cormorants, herons, 18 Tiruvallur 15,367.00 1980 Sanctuary spoon bills, gulls and other migratory birds Vettangudi Birds Cormorants, egrets, 19 Sivagangai 38.4 1977 Sanctuary herons, teals, pelicans Kanjirankulam Cormorants, egrets, 20 Ramanathapuram 104 1989 Birds Sanctuary herons, teals, pelicans Chitrangudi Birds Ramanathapur Cormorants, egrets, 21 47.63 1989 Sanctuary am herons, teals, pelicans Little cormorant, darter, Udayamarthandpu spoon bill, Indian Reef 22 ram Birds Tiruvarur 45.28 1998 Heron, Grey heron, white Sanctuary necked stork Cormorants, egrets, ibis, Vaduvoor Birds 23 Tiruvarur 128.1 1999 herons and many variety of Sanctuary birds Koonthankulam- Grey pelican, painted stork, 24 Kadankulam Birds Tirunelveli 129 1994 white Ibis, jackal, rat snake Sanctuary Karaivetti Birds Egrets, pelican, grey heron, 25 Ariyalur 453.71 1999 Sanctuary white ibis, spoon bill Vellode Birds Spoon bill, teals, pintail 26 Erode 77.18 2000 Sanctuary ducks, darter Melaselvanur- Ramanathapur 27 Kilaselvanur Birds 593.08 1998 Grey pelican, painted stork am Sanctuary White-breasted kingfisher, Theerthangal Bird Ramanathapur 28 29.29 2010 spot- billed pelican, Sanctuary am brahminy kite Spot-billed pelican, egret, Sakkarakottai Ramanathapur common myna, grey heron, 29 Tank Birds 230.49 2012 am little cormorant, black kite, Sanctuary etc. Spot-billed pelican, egret, Oussudu Lake common myna, grey heron, 30 Villupuram 331.79 2015 Birds Sanctuary little cormorant, black kite, etc. National Parks Elephant, Gaur, Sambar, Mudumalai 31 Nilgiris 10,323.00 2005 Chital, Tiger, Birds, and National Park reptiles Elephant, Gaur, Tiger, Indira Gandhi 32 Coimbatore 11,710.00 1989 Panther, Sloth Bear, Wild National Park Boar 70

S. Year Name District Area in ha Major Animals Found No. Decl. Nilgiri Tahr, Jackal, Otter, Mukurthi National 33 Nilgiris 7,846.00 2001 Jungle cat, Sambar, Park Barking deer. Black Buck, Chital, Jackal, Guindy National 34 Chennai 270.57 1978 Pangolin and variety of Park birds Gulf of Mannar Characteristic tropical flora Marine National Ramanathapur & fauna of coral reefs, 35 Park (21 Islands) 52,602.00 1986 am &Thoothukudi Dugong, Turtles, Dolphins and biosphere and Balanoglossus reserve Conservation Reserves Thiruppudaimaruth ur Birds 36 Tirunelveli 2.84 2005 Birds Conservation Reserve Suchindrum- Theroor-Managudi 37 Kaninyakumari 484.77 2015 Birds Conservation Reserve Source: Tamil Nadu Forest Department

172. There is no protected area within 10 km aerial distance of the project site. The area did not record the presence of any critically threatened species. The field survey and investigation also indicates the absence of any high endemic or vulnerable species in this area. There is no critical habitat within the project area of influence. The project area can also be considered to be entirely modified habitat.

173. However, the Social forestry plantation area exists from km 40+200 to km 40+500 on both sides of the project road for a total length of around 0.3km and the boundaries of the same shall be identified with the help of forest officials. No additional land is proposed in this location and no forest clearance is required from forest department prior construction activity in this stretch. The protected area map of Tamil Nadu is shown in below Figure 14 and details are given in Appendix-6.

Figure 14: Protected Areas Map of Tamil Nadu

Project Road

Source: Tamil Nadu Forest Department, Government of Tamil Nadu.

4. Fauna/ Wildlife

174. India is represented by a wide array of faunal species. More than 50,000 species of insects, 4,000 of molluscs, 6,500 of other invertebrates, 2,000 of fishes, 140 of amphibians, 420 of reptiles, 1,200 of birds and 340 of mammals, totaling more than 65,000 species of animals are recorded from the country. 72

175. Tamil Nadu's faunal biodiversity is equally impressive. Dr. K. Venkataraman of Zoological Survey of India, Chennai has published about 595 species of freshwater faunal, 2,247 species of marine faunal and 1,898 species of terrestrial faunal species in Tamil Nadu.

176. The faunal diversity of the State includes 165 species of fresh water fishes, 76 species of amphibians, 177 species of reptiles, 454 species of birds and 187 species of mammals. According to the CAMP reports the red-listed species include 126 species of fishes, 56 species of amphibians, 77 species of reptiles, 32 species of birds and 40 species of mammals.

177. The endemic fauna includes 36 species of amphibians, 63 species of reptiles, 17 species of birds and 24 species of mammals. Many faunal species have been included in the various schedules of the Wild Life Protection Act 1972, considering their endangered status. Schedule I animals include 22 species of mammals, 42 species of birds and 9 species of reptiles.

178. Schedule II includes 13 species of mammals. Schedule III includes 5 species of mammals and Schedule IV includes 5 species of mammals, 367 species of birds, 109 species of reptiles and 23 species of amphibians. Schedule V incorporates 13 species of mammals and 1 species of birds3.

a. Assessment of Fauna along the Project Road

179. In order to establish baseline data on the presence of important wildlife and faunal habitats in the project area, a biodiversity assessment has been carried using field surveys (walkover surveys and consultations with local forestry and wildlife officials and local communities). The main findings of this Wildlife Study are summarized herewith.

180. The main objectives of the biodiversity study were to assess and document wildlife and faunal habitats in the project area and along the proposed alignment in particular. The study has been carried out in the months of January-February 2020. The methods including literature review, direct field sightings by transact walk, discussions with local communities, consultations with local (field level) forest officials etc. were used to collect data on presence of wildlife and avifauna in protected areas along the project road.

181. The fauna along and surrounding the project road Mohanur-Namakkal-Senthmangalam- Rasipuram road section of SH-95 includes Insects such as Cockroach, Fly, Mosquito. Amphibians includesIndian Green Frog, Indian bullfrog, Black-spectacled Toad. Reptiles includes Fan Throated Lizard, Green Lizard, Garden Lizard, Tortoise, , Eye Plucker, Krait and Little Indian viper. Birds includes Common Koel, Comb Duck, Black Kite, Blue-eared Kingfisher, House Sparrow, House Crow, Parrot, Indian Peafowl. Mammals includes House Shrew, Indian Flying Fox, Bonnet Macaque, Common Palm Squirrel, Wild Boar, Indian Hare and Jackal. There are no vulnerable/ endangered or rare species fauna around the project site. There is no presence of any fauna species listed in Schedule I of the Wild Life (Protection) Act, 1972 of Government of India. The prevailing Fauna in the direct area of influence and in the study area of project road is described in Table 30.

3 Tamil Nadu Forest Department. http://tnenvis.nic.in/Database/SoilResources_1171.aspx 73

Table 30: List of Fauna Found in the Project Area Scientific Name English Name IUCN Category INSECTS Periplanata Cockroach Not Assessed americana Glossina domestricca Fly Not Assessed Musca domestica House Fly Not Assessed Anabillus sp. Mosquito Not Assessed ARACHINDA Palamaeus swammerdami Scorpion Not Assessed AMPHIBIANS Euphlyctis hexadactylus Indian Green Frog Least Concern Rana tigrina Indian bullfrog Least Concern Duttaphrynus melanostictus Black-spectacled Toad Least Concern Cacopus sp. Not Assessed REPTILIES Sitana ponticeriana Fan Throated Lizard Least Concern Chameleon sp. Green Lizard Not Assessed Calotes verticolour Garden Lizard Not Assessed Testudo elegans Tortoise Least Concern

Dryophis sp. Eye Plucker Not Assessed Bangarus sp. Krait Not Assessed Echis carinata Little Indian viper Not Assessed BIRDS Eudynamys scolopaceus Common Koel Least Concern Sarkidiornis melanotos Comb Duck Least Concern Milvus migrans Black Kite Least Concern Alcedo meninting Blue-eared Kingfisher Least Concern Passer domesticus House Sparrow Least Concern Corvus splendens House Crow Least Concern Psittaciformes sp. Parrot Least Concern Pavo cristatus Indian Peafowl Least Concern MAMMALS Suncus murinus House Shrew Least Concern Pteropus giganteus Indian Flying Fox Least Concern Macaca radiata Bonnet Macaque Least Concern Funambulus palmarum Common Palm Squirrel Least Concern Sus scrofa Wild Boar Least Concern Lepus nigricollis Indian Hare Least Concern 74

Scientific Name English Name IUCN Category Canis aureus Jackal Least Concern Source: https://www.twadboard.tn.gov.in/sites/default/files/esia-wsis_0.pdf

b. Threatened Species

182. The field survey results and consultation with stakeholder confirm that in the PAI for the road section there is no habitat of globally threatened species or migratory species visiting the protected area.

E. Socio-economic Environment

183. Socio-economic study is an important integral part of the environmental study. The project road widening will have impact (adverse or beneficial) on socio-economic environment of project influence area.

184. Information on the above said factors was collected to define the socio-economic profile of the study area. The information on socio-economic aspects was compiled from various secondary sources, including various government and semi government offices.

185. Many of the major changes in the socio-environment, and socio-cultural set up will be envisaged from the proposed project development. All these features of the socio-economic environment along the project road have been recorded. The social impacts, covering project affected persons, loss of structures, standing crops and trees have been covered under SIA report under separate cover. The demographic, features, population, literacy and occupational pattern of the project areas are explained in this section.

1. Demography

186. The project road fall under Namakkal district of Tamil Nadu state. As per 2011 census, Namakkal district has population of 17,26,601 of which male and female are 8,69,280 and 8,57,321 respectively. Average literacy rate of district in 2011 is 68.11%. If things are looked out at gender wise, male literacy rate (55.55%) is more than female literacy rate (44.45%). With regards to Sex Ratio, it stood at 986 per 1000 male. The average national sex ratio in India is 926 as per latest reports of Census 2011 Directorate. Children under 0-6 formed 8.72% of District population with male child population dominating the female child population. The demographic profile of the Namakkal district is presented in Table 31.

Table 31: Demographic Features of Project district as per 2011 census Namakkal District Total Population Male 869280 Female 857321 Total 1726601 Child Population (0-6) Male 78754 Female 71945 Total 150699 Literacy Male 653312 Female 522819 Total 1176131 Working Population Male 531463 Female 366782 Total 898245 Source: http://www.census2011.co.in/census

2. Land Use

187. The forest cover in the district about 16.33% while the net area sown in the project districts is more than 50%. Most of the land surrounding project road is agricultural fields with intermittent rural/urban build up structures. The land use pattern for the project district is presented in Table 32 and shown in figure 15. The landuse along the project road is agriculture lands -31%, open lands -19%, built up – 49% & forest-1%.

Table 32: Land Use Pattern of Project Districts Sl. Classification Namakkal No. Area (ha) % 1 Forest Land 52717 16.33 2 Barren and uncultivable 13475 4.17 lands 3 Land put to non-agricultural 28709 8.89 uses 4 Cultivable Waste 7815 2.42 5 Permanent pastures and 2487 0.77 other grazing lands 6 Land under misc. tree crops 2248 0.69 and groves 7 Current fallows 40962 12.69 8 Other fallow lands 7646 2.36 9 Net area sown 166577 51.63 10 Total geographical area 322636 100.0 Source: DPR

Figure 15: Landuse Pattern along the Project Road and Project District

Project Road

3. Economic Development

188. The economy of Tamil Nadu has grown steadily from a plan allocation of about ₹280 billion during 2012–2013, to about ₹606 billion during 2016–2017. The plan expenditure has grown by over 20% per annum during this period. Gross state domestic product and net state domestic product have been growing at over 10% from 2011–2012 to 2016–2017, though there is an expectation in the budget for 2017–2018 that these may drop below 10% in view of the impact of demonetization and introduction of the goods and services tax regime. From 2017– 2018, the concept of plan and non-plan expenditure is no longer followed and a substitute measure could be the capital expenditure as a proportion of the budget. The state budget mentions that it is paying special attention to capital expenditure. The allocation for capital expenditure is about 15% of the total budget expenditure for 2017–2018.

4. Agriculture

189. Agriculture plays a vital role in the State’s economy. Agriculture is the most important occupation in the study area of the project road. Rice is the major crop grown in the project area. Cash crops such as cotton, groundnut, pulses and vegetables are also grown in the project region. The important food crops are paddy, bajra, ragi, maize and other minor millets.

5. Archaeological and Historical Monuments

190. Road survey during DPR and preparation of this report revealed that there are no archaeological or historical monuments or physical cultural resources present along the road. No archaeological sites or historical monuments of state importance notified under Ancient and Historical Monument and Archaeological Sites and Remains Act, 1966 of Tamil Nadu nor of national importance notified under The Ancient Monuments and Archaeological Sites and Remains Act 1958 of India are located along the project road section.

6. Sensitive Receptors

191. During the environmental and social screening survey, number of sensitive receptors such as school, temple etc. are located along the alignment.

192. There are important community structures along the project road, which has cultural and sociological importance. There are 18 sensitive receptors/structures present within 50 m from center line of the road. The summary of Sensitive receptors along the project alignment is given in below Table 33. These sensitive features along the road will be updated following the finalization of the resettlement plan by TNHD and the final detailed engineering design by the EPC contractor of the project road

Table 33: Sensitive Receptors along the Mohanur-Namakkal- Rasipuram(SH-95)project road Sl. Distance from edge of Location (Km) Side Structures No. the existing road (m)* Temples/Church/Shrine/Mosque/Grave Yard 1 35+950 LHS 15 Temple 2 39+700 LHS 11 Temple 3 42+900 LHS 3 Temple 4 43+485 LHS 11 Temple 5 48+065 LHS 7 Temple 6 49+015 RHS 3 Temple 7 50+715 LHS 2 Temple 8 52+615 LHS 7 Temple 9 53+015 RHS 5 Temple 10 54+515 LHS 7 Temple 11 56+545 LHS 4 Temple Road Side School/Colleges/Hospitals along the Project Road 1 30+350 LHS 5 School 2 31+800 LHS 7 School 3 35+950 LHS 4 School 4 45+940 RHS 5 Hospital 5 47+465 LHS 4 Hospital 6 53+565 LHS 6 School 7 55+965 LHS 6 Rasi International School *Note-Approx. distance from the edge of existing carriageway

V. ANALYSIS OF ALTERNATIVES

193. This chapter presents the feasible alternatives to the proposed project with respect to site, design, technology etc. Since, the proposed project is an improvement of the existing road, no alternative alignments were considered for alternate route. Hence, an evaluation has been carried out for the ‘with’ and ‘without’ project situation in terms of the potential environmental impacts for the justification of the project. This chapter discusses how environmental parameters were assigned due importance and were carefully considered in the analysis of alternatives. The alternate alignment options for proposed bypasses were analysed based on technical, social, environmental and economic aspects.

A. With Project’ and ‘Without Project’ Scenario

(i) ‘With Project’ Scenario

194. The ‘with project’ scenario includes the widening of road section to two lane carriageway with paved shoulders configurations of the existing road section of Namakkal – Rasipuram project road (SH 95) in Tamil Nadu. The ‘with project’ scenario has been assessed to be economically viable and will alleviate the existing conditions. It would thereby, contribute to the development goals envisaged by State Government, and enhance the growth potential of the state through Chennai-Kanyakumari Industrial Corridor as well as the region. 195. To avoid the large-scale acquisition of land and properties, the project envisages the widening of existing road to two-lane with paved shoulders configuration and mostly along the existing alignment to minimize the loss of properties and livelihood of the PAPs.

(ii) ‘Without Project’ Scenario

196. In the case of ‘without project’ scenario the existing road with narrow carriageway width will be considered as it is. Considering the present traffic volume and potential for growth in near future, the capacity of the present road is insufficient for handling expected traffic volume and calls for immediate improvements.

197. The existing road section has poor riding condition, drainage, and geometry. Poor drainage is seriously impacting and deteriorating the road surface. The poor road conditions, population growth, increase in traffic volumes and the economic development along the project corridor would further exacerbate the already critical situation. The existing unsafe conditions and the adverse environmental consequences, in terms of the environmental quality along the roads, would continue to worsen in the absence of the proposed improvements.

198. Therefore, the no-action alternative is neither a reasonable nor a prudent course of action for the proposed project, as it would amount to failure to initiate any further improvements and impede economic development. Keeping in view the site conditions and the scope of development of the area, the ‘With-’ and ‘Without project’ scenarios have been compared as shown in Table 34. By looking at the table it can be concluded that “With project” scenario with positive/beneficial impacts will vastly improve the environment and enhance social and economic development of the region compared to the “Without project” scenario, which will further deteriorate the present environmental setup and quality of life. Hence the “With project” scenario with minor reversible impacts is an acceptable option than the “Without project” scenario. The implementation of the project therefore will be definitely advantageous to achieve the holistic development of the economy and progress of the State. 79

Table 34: Comparison of Positive and Negative Impacts of ‘With’ and ‘Without’ Project Scenario With Project Without Project Impacts Impacts +ve -ve +ve -ve Environmental Aspects • With the improvement of road surface and slope • Reduce in air pollutants emission Nil • Increase in travel time. protection measures, the traffic congestion due • Minor change in topography is • Increase case of landslide and soil to obstructed movement of vehicles will be expected due to construction of erosion. minimized and thus wastage of fuel emissions embankments. • Increase in fuel consumptions. from the vehicles will be reduced. • Minor changes in land use • Increase in dust pollution and • Providing better level of service in terms of pattern. vehicular emission. improved riding quality and smooth traffic flow. • Land degradation, dust pollution and damage to pastureland, contamination in water bodies due to vehicles travelling along multiple tracks on the open ground. • Reduced transportation costs. • Increase in air pollution due to Nil • Project road will further deteriorate. vehicular traffic. • Possible increase in air pollutants due • Increase in noise pollution due to to poor road conditions and increased vehicular traffic during traffic construction work. • Short term increase in dust due to earth work during construction at micro-level. • All industrial corridor access reliability. • Removal of vegetative cover Nil • Aged trees will removed with due • Plantation of trees as part of compensatory along the road due to loss of period afforestation trees. • Impacts of flora and fauna. • Diversion of area of revenue land. • Reduction in erosion of elevated embankments. Nil Nil • Increase in erosions due to poor conditions of protection works • Creation of sedimentation problems in water bodies. 80

With Project Without Project Impacts Impacts +ve -ve +ve -ve • The widened and paved road will reduce • Nil Nil • Increased adverse impacts on soil impacts due to multiple tracking of vehicles on erosion and loss of vegetation cover. soil and vegetation along the road. • Improved drainage capacities Socio-economic Aspects

• Increased access to markets. • Loss to properties and livelihood. Nil • Increased vehicle operation cost.

• Access to new employment centers. Nil Nil • Reduced employment/ economic opportunities. • Employment to local workers during the Nil Nil • Arrest of possible significant execution of the project. enhancement and economic development of the region. • Better access to part of the district as the project Nil Nil • Increase in accidents. road is a lifeline of industrial area of the district. • Overall economy of the State will be • Reduced accidents/increased road safety. affected. • Tourism will flourish • Deep impact to human health in • Better access to health care centres and other case of emergency. social services. • Improved quality of life. • Strengthening of local economies. Nil Nil • In absence of the project, it is extremely difficult to generate funds for such a massive improvement of the road infrastructure from its own resources. • Reduction in travel time and development of the Increase in speed may lead to Nil • Hamper the development of the area. important places in the districts Namakkal and accidents in congested areas. neighboring districts of Tamil Nadu State.

199. Based on analysis of “with” and “without” project scenario presented in Table 34, “with” project scenario, with its minor adverse impacts is more acceptable than the “without” project scenario. The potential benefits of the proposed road improvements are substantial and far- reaching both in terms of the geographical spread and time. Hence, it is clear that the implementation of the project with the environmental management plan for mitigation of adverse environmental impacts will contribute to the development of economy and progress for its people of the vicinity as well as environmental improvements.

B. Location and Alignment Alternatives

200. During pre-feasibility stage, necessity of bypasses for Muthugapatti, Vadugapatti, Senthamangalam, Gandhipuram, Thuthikulam, Kalappanaickenpatti, Singalandhapuram built- ups in Namakkal – Rasipuram Section of MNSR (SH-95) (Section II) are envisaged. The various options of alternate alignments were studied and feasible option is selected on the basis of comparative analysis of technical, social, environment and economical aspects. Detail discussion on Bypasses proposal for the above town are given in following sections.

B.1 Combined Bypass for Muthugapatti and Vadugapatti Built- Up area

201. The towns Muthugapatti and Vadugapatti are part of the project corridor SH 95 which connect Senthamangalam to the North and Namakkal to the south. The other villages which are proposed to be bypassed along with Muthugapatti and Vadugapatti are Kondampattimedu, Kondamanayakkanpatti, and Akkiyampatti. These towns are part of continuous built ups along the corridor from km 25+000 to km 29+000 for a length of about 4 km. Thus, a study has been carried out to examine the need for a bypass at this stretch.

202. Need for Bypass: The corridor SH 95 from km 25+000 to km 29+000 for about 4 km is observed with continuous built- ups with restricted ROW. Towns which are part of the continuous built-ups are Kondampattimedu, Muthugapatty, Kondamanayakkanpatti, Vadugapatti and Akkiyampatti. Improvements are formulated in view of its future development and traffic. Three improvement options are considered for built ups which are discussed in detail below.

• Option I: Improvement along the existing alignment; • Option II: Eastern Bypass for the town and • Option III: Western Bypass for the town.

203. Location map of the options are presented in Figure 16 below.

Figure 16: Alignment for Muthugapatti & Vadugapatti Bypass options

204. Option I: Improvement along Muthugapatti & Vadugapatti Towns: Muthgapatti and Vadagapatti are the major builtups from km 26+000 to km 28+400. Akkiyampatti is small built-up from km 28+400 to km 29+200 which is having sufficient ROW for widening to two lane with paved shoulder and geometry also good at this built-up. Concentric widening is considered for smooth traffic flow along the existing road. Geometry has to be compromised at many location due to presence of buildings and religious structures along the stretch. A design speed of 30 to 50 kmph can be achieved along the existing built up. Minimum right of way of 16 m is needed along the section and hence will lead to demolition of many commercial and residential buildings due to restricted RoW available.

205. Option II: Eastern Bypass for Muthugapatti & Vadugapatti Towns: The alignment starts at Ch 25+150 on SH 95 near Kondampattimedu village and ends at Ch 28+350 before Akkiyampatti village intersecting the SH 95. The alignment bypasses towns which includes Kondampattimedu, Muthugapatty, Kondamanayakkanpatti, Vadugapatti and Akkiyampatti village. The total length of the bypass is 4.6 km. The alignment passes through scattered built up and open agricultural fields affecting very few structures. It overlaps with existing ODR for a length of 1.85 km from km 11+500 (Design Ch. 2+800) and km 9+600 (Design Ch. 4+650). After bypass end there is a minor built-up Akkiyampatti village where sufficient ROW is available for widening to two lane with paved shoulder. No religious structures are found to be effecting the alignment. The salient features of the proposed bypass alignment are given in Table 35.

Table 35: Salient Features of Eastern Bypass for Muthugapatti & Vudugapattitowns

Description Remarks Start and End km 25+150 and km 28+350 Length of bypass 4.9 km (Including ODR length of 1.85 km) Length bypassed 3.2 km Carriageway Configuration Two lane with paved shoulder Design Speed 80-100 kmph Proposed RoW 16 m Buildings affected (approx.) 4

206. Option III: Western Bypass for Muthugapatti & Vadugapatti Towns:A bypass for Senthamangalam and Gandhipuram is proposed which starts at km 29+600 and ends at km 33+100. Hence the bypass proposed for the continuous built up is planned in such a way that it is connected to the proposed Senthamangalam bypass at km 29+600. Bypass proposed is along the western side of the Corridor. A proposal along the eastern side of the corridor is not viable as the length of the bypass would be too long.

207. The alignment starts at km 25+000 on SH 95 near Kondampattimedu village and ends at km 28+400 after Akkiyampatti village intersecting the proposed Senthamangalam bypass on SH 95. The alignment bypasses towns which includes Kondampattimedu, Muthugapatty, Kondamanayakkanpatti, Vadugapatti and Akkiyampatti village. The total length of the bypass is 3.4 km. The alignment passes through scattered built-up and agricultural fields affecting very few structures. It crosses MDR at km 0+400 and km 1+400 and crosses few village roads at km 1+800, km 2+500 and km 3+800. There are no major / minor streams crossing the alignment and no religious structures are found to be affecting the alignment. The salient features of the proposed bypass alignment are given in Table 36.

Table 36: Salient Features of Western Bypass for Muthugapatti & Vadugapattitowns Description Remarks Start and End km 25/000 to km 28/400 (Design Ch.25+065 to Ch.30+240) Length of bypass 3.4Km Length bypassed 5.175 Km Carriageway Configuration Two lane with paved shoulder Design Speed 80-100 Kmph Proposed RoW 30 m Buildings affected (approx) 18

208. Conclusion: Considering the length of bypass, Social issues and Environmental issues the Option III, Western bypass is feasible. The new alignment will be as per standards which will enhance the safety and provides better connectivity and poor road geometry and restricted row built-up stretch.

B.2 Combined Bypass for Senthamangalam and Gandhipuram Built-up

209. Senthamangalam is a panchayat town in Namakkal district located along the project corridor between Kolli hills and Naina hills. The town has historic temples like Perumal, Eswara, Thathagiri murugan and Mariamman temples and also called as Temple town.

210. Need for Bypass: Senthamangalam is a major built-up along the project corridor SH 95. Built-up is observed from km 29+800 to km 33+200 for almost entire length along Senthamangalam and Gandhipuram Towns and mixed with establishments like hospitals, commercial buildings, residential and religious structures. With the presence of activities abutting the carriageway and restricted available ROW there is not much scope for expansion. Further the geometry of the existing road is deficient with poor sight distance and narrow lanes. Improvements are formulated along this built up in view of its future development and considering the smooth flow of traffic movement. Improvement options considered for this built up are discussed in detail below.

211. Three options were studied for improving the project stretch affected by Senthamangalam and Gandhipuram town that included;

• Option I: Improvement along the existing alignment; • Option II: Eastern Bypass for the town and • Option III: Western Bypass for the town.

212. Alignment map of the options are presented in Figure 17 below.

Figure 17: Alignment for Senthamangalam & Gandhipuram Bypass Options

213. Option I: Improvement along Senthamangalam & Gandhipuram Towns: Concentric widening is warranted for smooth traffic flow along the existing road. Built-up is observed for 85

almost entire length of the corridor in Senthamangalam Town from km 29+900 to km 33+100. Geometry has to be compromised at many locations due to presence of multistoried buildings, religious structures alongside the stretch. Minimum right of way of 16 m is needed along the section and hence it will lead to demolition of many commercial and residential buildings due to restricted RoW. The existing design speed along the project stretch is 20 – 30km. The salient features of the improvement proposal along the existing alignment are given in Table 37.

Table 37: Salient features of Improvement Proposals along Existing Road at Senthamangalam Town Description Remarks Start and End km 29+900 to km 33+200 Length of main Built-up 3.3 km Length of the stretch 3.3 km Existing RoW Average 10 m Proposed Right of Way 16 m Configuration Two lane with paved shoulder Speed 30 to 40 kmph Major Junctions At grade - 2 Nos.

214. Option II: Senthamangalam & Gandhipuram Bypass – Eastern Option: The alignment starts at km 29+600 of SH 95 and ends at km 33+100, the total Length of the bypass is around 4.0 km and the total length of the corridor bypassed is 3.5 km. The alignment passes through agricultural fields and passes along a stream of width 10m at varying distance of10mto40mfromthe proposed ROW for most of the stretch. A stream crosses the alignment at Ch. 0+700 and at Ch. 2+600 which connects to Alakein the RHS of the alignment and minor bridges are required at these locations. In addition, the alignment also crosses a minor stream at km 1+450. No major built ups are found within the proposed ROW of the alignment. However, the alignment passes through minor builtups at km 3+100 without affecting major structures. In addition to this, the alignment crosses MDR at km 2+550 and cross other roads at km 1+050, km 1+500, km 1+900, km 2+980 and km3+850. The salient features of the proposed bypass alignment are given in Table 38.

Table 38: Salient Features of Eastern Bypass for Senthamangalam & Gandhipuram Town Description Remarks Start and End km 29+600 to km 33+100 Length of bypass 4.0 km Length bypassed 4.15 km Configuration Two lane with paved shoulder Design Speed 80-100 kmph Proposed RoW 30 m Minor Bridges 2 Approximate Buildings affected 5 No’s

215. Option III: Senthamangalam & Gandhipuram Bypass –Western Option: The alignment starts at km 29+500 ahead of Akkiyampatti village on SH 95 and ends at km 33+100 after Gandhipuram town. The total length of the bypass is 3.6 km. The alignment passes

through agricultural fields and inevitably has to passes through a lake from km 0+350 & km 0+750 for a length of about 400 m. It also passes through major built-ups from km 1+100 to km 1+800 crossing MDR at km 1+550. The alignment passes through a School campus located between km 1+550 and km 1+800 for about 250 m. No major built-ups are found effecting the alignment after km 1+850 except for few structures at the end of the alignment. The alignment crosses village roads at km 0+300, km 2+050 and km 2+350 and no major streams are found to be crossing the alignment. The salient features of the proposed bypass alignment are given in Table 39.

Table 39: Salient Features of Western Bypass for Senthamangalam & Gandhipuram towns Description Remarks Start and End km 29+500 and km 33+100(Design Ch. 31+400 to Ch. 35+550) Length of bypass 3.6 Km Length bypassed 4.15 Km Carriageway Configuration Two lane with paved shoulder Design Speed 80 -100 kmph Proposed RoW 30 m Buildings affected (approx..) 18 No’s

216. Summary of alternate alignments is given in Table 40.

Table 40: Summary of Alternate Bypass Options Features Option I Option II Option III Length (Km) 3.6 km 4.15 Km 3.625 Km Proposed ROW 16 m 30 m 30 m Design speed (kmph) 40-65 kmph 80-100 kmph 80-100 kmph

217. Considering the above factors option II i.e. bypass on the eastern side is selected.

B.3 Combined Bypass for Thuthikulam - Kalappanaickenpatti Built-up

218. Kalappanaickenpatti is a panchayat town in Namakkal district of Tamil Nadu and located 17 km northeast from Namakkal on State Highway SH 95. It connects Rasipuram in the North and Senthamangalam in the South.

219. Two options were studied for improving the project stretch affected by Senthamangalam town that included;

• Option I: Improvement along the existing town; • Option II: Eastern Bypass for the town;

220. Alignment of the options are presented in Figure 18. 87

221. Option I: Improvement along Thuthikulam - Kalappanaickenpatti Town: Thuthukulam and Kalappanaickenpatti Town are located closely along the project corridor and the built- up is starts from km 34+400 and ends at km 37+550 of SH 95. The existing geometry is good and the right of way is insufficient for improving the road to standards

222. Option II: Eastern Bypass for Thuthikulam - Kalappanaickenpatti Town: The proposed alignment completely passes through agricultural land mainly coconut and paddy field. The RHS of the project road is plain terrain; whereas the LHS of the project road is rolling and Hilly. The study conducted along the RHS due to the Hilly terrain on LHS.

223. The proposed alignment is starting from km 34+2300 and ends at km 37+670 and the length of the proposed bypass is 3.44 km. The alignment crosses a road at km 2+600 and two pucca buildings are within the right of way at this location.The salient features of the proposed bypass alignment are given in Table 41.

Figure 18: Key plan of Thuthikulam - Kalappanaickenpatti bypass

Table 41: Salient Features of Eastern Bypass - Thuthikulam- Kalappanaickenpatti Town Description Remarks Start and End km 34+230 and km 37+670( Design Ch. 36+700 to Ch. 40+350) Length of bypass 3.44 Km Length bypassed 3.65 Km Carriageway Configuration Two lane with paved shoulder Design Speed 80-100 kmph Proposed RoW 30 m

224. Conclusion: Since the improvement of the alignment on the existing is not feasible due to restricted RoW and also the LHS (western) option due to hilly terrain hence the option of eastern bypass is preferred as best option.

B.4 Bypass for Belukurichi Built-up

225. Belukurichi is a small village located in Namakkal district in the southern state of Tamil Nadu, India. The village is right below Kolli Hills. The name Belukurichi has its root from 'Velavan Kurunji', meaning the land and hills that belong to Murugan. The geometry of the existing alignment is very poor and existing right of way also very less for widening of the road. Three options were studied for improving the project stretch affected by town that included;

• Option I: Improvement along Belukurichi Town; • Option II: Eastern Bypass for Belukurichi Town; • Option III: Western Bypass for Belukurichi Town.

226. Alignment for proposed bypass options for Belukurichi are presented in Figure 19.

Figure 19: Location Map of Bypass Option for Belukurichi

227. Option I: Improvement along Belukurichi Town: The existing Belkurchi built-up present from km 43+400 to km 44+200. Due to restricted ROW and presence of religious structures and also having reverse curves with poor geometry present along this built-up, so improvement along existing road is not feasible. There are major and minor junctions formed with the project road along with residential and commercial buildings abutting the carriageway. Widening of the existing corridor will lead to demolition of huge buildings and sensitive features. 89

228. Option II: Belukuruchi Bypass – Eastern Option: The existing built-up developed towards eastern side and bypass should be away from this built-up. So bypass starts at km 43+300 and ends at km 44+450. The total length of the bypass is around 1.950 kilometer. The proposed alignment passes majority through agriculture lands and scattered built-up. The salient features of the proposed bypass alignment are given in Table 42.

Table 42: Salient Features of Eastern Bypass for Belukuruchibypass Description Remarks Start and End km 43+300 and km 44+450 Length of bypass 1.95 Km Length bypassed 1.15 Km Carriageway Two lane with paved shoulder Configuration Design Speed 80-100 Kmph Proposed RoW 16

229. Option III: Belukuruchi Bypass – Western Option: To avoid the social issues during widening of existing alignment it’s feasible to propose a new alignment on the western side which further avoids the reverse curve in the builtup and further improves the geometry to the standards. The new alignment starts at km 43+430 and ends at km 44+000, having a total length of around 0.57 kilometers. The land use is agriculture and there are no major road crossings are sensitive features abutting the new alignment. The salient features of the proposed bypass alignment are given in Table 43.

Table 43: Salient Features of Western Bypass for Belukuruchi town Description Remarks Start and End Km 43+430 and Km 44+000 Length of bypass 0.57 Km Length bypassed 0.65 Km Carriageway Configuration Two lane with paved shoulder Design Speed 80-100 Kmph Proposed RoW 30m

230. Conclusion: Western Bypass selected as best option among these due to the following reason

a. Length is comparatively less b. Geometry is good c. Social issues are very less.

B.5 Bypass for Singalandapuram Built-up

231. Singalandapuram is a major builtup located in between Namakkal and Rasipuram in Namakkal District of Tamil Nadu state. The existing alignment is having a deficient geometry and temples are abutting the project corridor. Majority of the land use is commercial buildings. The existing RoW is restricted and improvement of geometry will have serious social issues. Three options were studied for improving the project stretch affected by Singlandapuram town that includes:

• Option I: Improvement along the existing alignment of Singalandhapuram Town; • Option II: Eastern Bypass for Singalandhapuram Town; • Option III: Western Bypass for Singalandhapuram Town.

Figure 20: Location Map of Siglandapuram Bypass

232. Option I: Along the Existing Road: The existing RoW along the existing is in the range of 8 – 12 m, with both commercial and residential buildings abutting the project corridor. The built-up starts from km 49+000 to km 49+800, temples and other sensitive features were observed along the built-up. Improvement along existing built-up is not feasible due to restricted right of way, heavy built up, presence of religious structures and poor horizontal geometry.

233. Option II: Singalandhapuram Bypass –Eastern Option: For improving the existing geometry and improving the project corridor to standards, consultant proposed bypass option on eastern side which passes through agricultural fields and scattered built-up. The bypass starts at km 48+450 and ends at km 50+100, having a length of around 2.42 kilometers.The alignment almost passes through plain terrain. The salient features of the proposed bypass alignment are given in Table 44.

Table 44 Salient Features of Eastern Bypass for Singalandhapuram bypass Description Remarks Start and End km 48+450 and km 50+100(Design Ch. 50+715 to Ch. 52+640) Length of bypass 1.65 km Length bypassed 1.925 km Carriageway Configuration Two lane with paved shoulder Design Speed 80-100 kmph Proposed RoW 30 m 91

234. Option III: Singalandhapuram Bypass –Western Option: The proposed bypass starts at km 48+500 and ends at km 50+000 and the total length of the bypass is around 1.5 km. The proposed alignment passes completely through agricultural fields and the terrain is almost plain. The proposed alignment crosses BT roads at km 0+400 & km 0+700. The social issues are very less in comparison with other options. The salient features of the proposed bypass alignment are given in Table 45.

Table 45: Salient Features of Western Bypass for Singalandhapuramtown Description Remarks

Start and End Km 48+500 and Km 50+100 Length of bypass 1.6 Km Length bypassed 1.5 Km Carriageway Configuration Two lane with paved shoulder Design Speed 80-100 kmph Proposed RoW 16 m

235. Conclusion: Western bypass selected as best option among these due to the following reason

• Length is comparatively less • Social issues are very less

C. Alignment Modifications due to Environmental Considerations

236. The selection of the alignment / widening options along various sections has been worked out based on continuous interaction between the engineering design team and environmental study teams. Various alignment improvement alternatives (left/right) for the project road have been analysed along entire project road considering rural sections, and junction improvements. The factors considered for evaluation of alignment option are:

• Flora and fauna likely to be impacted; • Productive agricultural land likely to be impacted; • Impact on water resources and surface water bodies; • Environmental quality; • Land availability; • Land uses along the alignment; • Residential / Commercial structures Impacted; • Utilities likely to be impacted; • Common property resources likely to be impacted; and • Religious structures affected.

D. Engineering / Technological Alternatives

237. The formulation and analysis of engineering alternatives have been undertaken in terms of alternative cross-sections of road, highway-design principles (such as embankments for soil erosion and slope protections, hill cuttings, minimum width of road ride drainage, adequacy of

roadway width at cross drainage structures, minimum gradient, etc.), comparison between flexible and rigid pavements (cement-concrete built rigid pavement as being environmentally superior then traditional flexible pavement), and selection of environmental friendly road construction methods. The final alignment considered after detailed survey and design is about 31.5km in length along with selected options for bypasses and realignment.

VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A. Introduction

238. This chapter presents key environmental issues associated with various aspects of the proposed project. The environmental impacts caused due to the development of the project road section were assessed on the bases of nature, extent and magnitude of likely changes due to project activities during all stages of the project cycle, i.e. preconstruction, construction and operation. Potential cumulative and induced impacts were also considered. Beneficial impacts are mostly long-term and permanent whereas adverse impacts are localized and temporary in nature and are likely to occur mostly during construction stage.

239. The methodology of assessing environmental impacts from the project entailed clearly identifying the environmental components that will impacted, type of impacts, assessment area where the impacts will be felt and defining the criteria for assessing the significance of each type of impact. After defining these aspects, a screening of project impacts during design and preconstruction, construction and operation stages of the project was carried out to identify the minor, moderate and major impacts to guide development of mitigation measures and ensure that there are no or minimal residual impacts.

240. Identification of impacts: This includes identifying the valued environmental components (VEC) of the physical, biological, and human environments that are at risk of being impacted by the project. The VECs for this project which are based on the environmental baseline are:

a. Physical environment: air quality and greenhouse gas emissions, land and soil, and groundwater quality and quantity b. Biological environment: terrestrial and aquatic vegetation, mammals, avifauna, and ecologically important areas c. Human environment: private land and buildings, public infrastructure including utility structures, noise and vibration levels, cultural/heritage buildings, and occupational health and safety for the construction workers and local community living within the vicinity of the project area.

241. Type of impact on the VECs: The type of impact can be described as:

a. Positive: Improvement in the quality of the VECs because of the project b. Negative: Degradation or reduction in the quality of the VECs because of the project c. Neutral: No noticeable change in VECs

242. Area of impact assessment. The area covered for assessing direct impacts include:

a. The right of way of project road section is taken as 16 meters for urban stretches, 23 meters for rural areas, and 30 meters for bypasses 30m corridor. This includes 10m on either side studied for direct impacts ((corridor of impact). b. Project area of influence is defined as ROW plus 500m on either side. c. In addition, a 10 km buffer was studied for indirect impacts. Other indirect impact area covers location of quarries; borrow areas, storage area of construction material etc.

243. Significance of impacts: The assessment of the significance of the impacts on the VECs requires understanding the duration of impact, area of impact and severity of impact as follow

(i) Duration of the impact: Duration means the time dimension of the impact on the VECs. The terms permanent, temporary and short-loved are used to describe the duration of impact:

a. Short-lived: is limited to particular activity/ies or phase/s of the project lifecycle b. Temporary: The impact is felt during one project activity or, at most, during the construction period of the project c. Permanent: The impacts are felt throughout the life of the infrastructure

244. Area of impact: The area of impact entails the spatial scale of impact on one or more of the VECs. The terms regional, local and limited are used to describe the area of impact:

a. Limited: The impact is felt within the corridor of impact b. Local: The impact is felt within the project area of influence c. Regional: The impact is felt beyond the project area of influence but within the 10km buffer

(ii) Sensitivity of VEC: The sensitivity of a VEC can be determined by the existing conditions of the VEC within the project area and existence of important VECs within the project areas. Sensitivity of each VEC is described as high, medium or low as described below.

a. Low: No environmentally important areas (such as protected areas, natural or critical habitat areas, heritage sites, places of worship etc.) are located within the direct and indirect impact zone. The quality of existing conditions of VECs is good or fair; b. Medium: There are one or more environmentally important areas within the indirect impact zone of the project area. The quality of existing conditions of VECs is good or fair; and c. High: There are one or more environmentally important areas within the direct impact zone of the project area. The quality of existing conditions of the VECs is poor or degraded (such as poor air quality, high noise levels, poor water quality) which makes the VEC highly susceptible to further deterioration.

245. Based on baseline conditions in the project area and sensitivity criteria, the level of sensitivity of each VEC is provided in Table 46.

Table 46: Sensitivity of VECs in the Project Area Sensitivity VEC Remarks Level Physical environment Air quality Medium The overall the air quality in the project area is average and within national permissible levels for the monitored parameters. However, the monitored values exceeds the World Bank group standards for ambient air quality. GHG emissions Medium Firewood burning is the major contributor in the ambient pollution load. Vehicular pollution is a secondary source of pollution in the state as the traffic density is average. Surface water quality Medium Overall, the surface water quality in the project area is good, permissible levels are not exceeded for the monitored parameters. The project does not cross any river stream. There are ponds, lakes and canals along the project road. Surface water Low The state has good water resources in the form of lakes, quantity ponds, rivers and streams. The project area has sources of water potential both ground as well as surface water. The surface water quality of the project road is good except microbial contamination. Ground water quality Low Overall, the ground water quality in the project area is good, permissible levels are not exceeded for the monitored parameters. Ground water Low Since the project area has good surface water quantity resources the project will have sufficient sources of water for construction and groundwater abstraction will be negligible if needed at all. Land degradation Low There is no forest along the project road section, land and pollution use mainly agriculture and built-up. Land degradation and pollution is low. Biological environment Trees, terrestrial and Low A total of 1721trees>30cm girth size (834 on LHS and aquatic vegetation 887 on RHS) fall within formation width of project road, which will be affected due to road widening. The dominant tree species along project road are Neem, Palm, Tamrind, Dyers’s oleander, White barked Acacia, Babul, Bael tree, Banyan tree, Ber, Copperpod, Drumstick tree, Gulmohar, Indian Cork tree, Jamun, Pongamia, Prosopis, Custard apple, Curryleaf, Coconut, Pomagranate, Creape Jasmine, Hill Mango, White Gulmohar, , wild almond tree, Indian Elm, Bahunia, Singapore Cherry, Three leaved caper, Indian Siris, Badam, Wood apple, , Madras Thorn,Sweet, tamarind , Quadrangular-Chaste Tree, Thingam, Hairy Sterculia, Teak, Oleander, Peepal, Indian Mulberry, Headache tree, , Mahuva, Indian Laurel Fig, Kino tree(near threatened), udippu maram, kaaramullu, Bastard Cedar,

Sensitivity VEC Remarks Level American Sumac, Silk cottom, Mango, Rain tree, Goldenshower, Guava, Star gooseberry, Hispaniolan Rosy Trumpet Tree, Ancole Fruit-Plant, Eucalyptus, Goose-Berry, Flame of the Forest, , Jacaranda (vulnerable), Jatropha, Lemon, , Tree of Heaven, Areacnut, Kassod tree. Fauna (mammals, Low The fauna along and surroundings the project site birds, fishes, reptiles, includes Insects such as Cockroach, Fly, Mosquito. amphibians) Amphibians includes Indian Green Frog, Indian bullfrog, Black-spectacled Toad. Reptiles includes Fan Throated Lizard, Green Lizard, Garden Lizard, Tortoise, , Eye Plucker, Krait and Little Indian viper. Birds includes Common Koel, Comb Duck, Black Kite, Blue-eared Kingfisher, House Sparrow, House Crow, Parrot, Indian Peafowl. Mammals includes House Shrew, Indian Flying Fox, Bonnet Macaque, Common Palm Squirrel, Wild Boar, Indian Hare and Jackal. Ecologically Low The project is located within 10km from core zone of important areas any protected area and no critically threatened or endangered wildlife habitat located near to road alignment. However, project corridor passes through Social forestry plantation area from km 40+200 to km 40+500, on both sides of the project road for a total length of around 0.3 km. Social environment Private land and Medium There are settlements along the project road section. buildings There will be acquisition of 46.41ha land along the project road for road widening purposes. This includes 41.77ha of private land and 4.64 ha of government land. Public property/ Medium The ROW is available for widening or even minimum infrastructure/ utility improvement of road geometry, except at few locations. structures Impact on utility structures is expected due to shifting from current location. Noise Medium Existing noise levels are higher than the permissible limits for residential area in both daytime and night time. Vibration Low The structures are located away from CoI. Since road is existing one the vibration impacts are not expected to be high. Occupational health Medium Road construction and increased traffic will lead to and safety occupational health and safety risks.

Public health and Medium Influx of workers during construction and the safety construction activities may pose risks to communities along the project road and ancillary sites. The expected 97

Sensitivity VEC Remarks Level increase in traffic during operation stage potentially leads to an increase in unsafe situations. Physical cultural Low There are no adverse impacts anticipated on historical resources (PCR) places/monuments. However, there are few small shrines along the road.

(iii) Severity of impact. The severity or seriousness of an impact entails understanding the repercussion or risks posed by the impact. This is a subjective criterion, which is defined as high, medium or low as below:

a. High: The severity of impact is high if grave repercussions are expected as a result of the impact due to any of the following or similar situations: the impact will be felt by a large number of people or receptors; the receptors are highly sensitive; the impacts will cause serious health issues; there is already a history of complaints from the project area and people have raised significant concerns during public consultation; some of the VEC in the project area already severely degraded and maybe further worsened by the project; there will be a significant change in one or more VEC because of the project b. Medium: The severity of impact is medium due to any of the following or similar situations: the impact will be felt by a small number of people; some receptors are affected but they are not sensitive; the impact will not cause serious health issues; some concerns were raised during public consultations, but they were not significant; there will be minor changes in one or more VEC because of the project c. Low: The severity of impact is low due to any of the following or similar situations: the impact will not be felt by anyone; no or limited receptors are affected; no concerns were raised during public consultations; there will be no noticeable changes in one or more VEC because of the project.

246. Based on the rating of duration, area and severity of impact as described above the overall significance of each impact as major, moderate or minor was determined as demonstrated in Table 47 below.

Table 47: Criteria for rating the significance of impacts Significance Sensitivity Duration Area Severity Minor Medium or Low Short lived or Limited or local Low temporary or regional Low Permanent Limited low Moderate High or Medium Temporary Limited or local Medium or regional Medium permanent Limited Medium Major High Permanent or Limited or local High temporary or regional High or Medium Permanent Local or Medium regional

B. Screening of Impacts

247. Based on the rating criteria provided in Table 47, environmental impacts anticipated during the project design and pre-construction stage, construction stage and operation stage were screened for their level of significance as demonstrated in Table 48 below. The screening was carried out for impacts that are expected without mitigation. Hence, it guided the identification of impacts that need mitigation and pointing out significant/major negative impacts that need to be prioritized for mitigation.

248. The significance of each environmental impact or project activity is indicated by the colors of the cells in the last column of the table. Red indicates major impact, orange indicates moderate impact, yellow indicates minor impact and green indicates positive impact. The following section discusses the details of impacts on each of the VECs in line with identification of major, moderate, minor impacts in the screening matrix. Major impacts have been given priority for identification of mitigation measures to ensure that there are minimal or no residual impacts. 99

Table 48: Screening of Environmental Impacts VEC/Sensitivity Impact/Activity Stage Duration Area Severity Significance 1. Physical environment 1.1 Air quality No impact due to design D N N N N (Medium sensitivity) Vegetation clearing and removal of trees quarrying, material transport and storage, C -ve temporary -ve limited -ve medium -ve moderate drilling, cutting, pavement works, use of construction equipment Emissions from increased road traffic O -ve permanent -ve limited -ve low -ve minor 1.2 GHG emissions GHG Emissions D, C, O N N N N (Medium sensitivity) 1.3 Surface water quality Disruptions to the natural hydrology D -ve temporary -ve limited -ve medium -ve moderate (Medium sensitivity) Construction near sensitive areas, culvert and bridge construction, use of construction C -ve temporary -ve limited -ve medium -ve moderate equipment, pavement works, Labour camp activities No anticipated impacts O N N N N 1.4 Surface water quantity Disruptions to the natural hydrology D -ve temporary -ve limited -ve medium -ve moderate (Low sensitivity) Construction near sensitive areas, Culvert and bridge construction, Drainage work, Earthwork, C -ve permanent -ve limited -ve low -ve minor Quarrying, Debris generation No anticipated impacts O N N N N 1.5 Ground water quality No anticipated impacts D N N N N (Low sensitivity) Groundwater pollution due to labour camp C -ve temporary -ve local -ve low -ve minor activities No anticipated impacts O N N N N 1.6 Ground water quantity None D, C, O N N N N (Low sensitivity) 1.7 Land degradation/ Changes in the local-level topography and D -ve permanent -ve local -ve medium -ve minor pollution appearance of the project site (Low sensitivity) Drilling, hill cutting, earthwork, quarrying, pavement works, stripping of top soil, debris C -ve temporary -ve limited -ve medium -ve moderate generation, oil and grease, spoils disposal

100

VEC/Sensitivity Impact/Activity Stage Duration Area Severity Significance Soil erosion prevention O +ve permanent +ve limited +ve medium +ve 2. Biological environment 2.1 Trees, terrestrial and Vegetation clearing and removal of trees D -ve temporary -ve limited -ve medium -ve moderate aquatic vegetation Drilling, blasting and hill cutting, road widening, (Medium sensitivity) C -ve temporary -ve limited -ve medium -ve moderate Vegetation clearing and removal of trees

Planting of trees O +ve permanent +ve local +ve medium +ve 2.2 Terrestrial fauna Accident of wild mammals/birds/insects D -ve permanent -ve limited -ve medium -ve moderate (mammals, birds, insects) Use of construction materials, labour camp C -ve temporary -ve limited -ve medium -ve moderate (Medium sensitivity) reduced human-animal conflict due to road O +ve permanent +ve local +ve medium +ve safety features adopted 2.3 Migratory birds and Loss of vegetative cover D -ve temporary -ve limited -ve medium -ve moderate Ecologically important areas (Low sensitivity) Labour camps, dust and pollution C -ve temporary -ve limited -ve medium -ve moderate No anticipated impacts O N N N N 3. Social environment 3.1 Private land and buildings Temporary structure and shrines likely to be D -ve permanent -ve local -ve medium -ve moderate (Medium sensitivity) affected due to widening of road section Limited use of private land for ancillary facilities C -ve temporary -ve local -ve low -ve minor Possible impacts are not directly attributable to O N N N N the project 3.2 Public Utility shifting preparation D -ve temporary -ve local -ve low -ve minor property/infrastructure/ utility structures Utility shifting C -ve temporary -ve local -ve low -ve minor (Medium sensitivity) No anticipated impacts O N N N N 3.3 Noise Road widening will produce noise levels higher D, O -ve temporary -ve local -ve medium -ve moderate (Medium sensitivity) than ambient noise levels (>3dB)

Quarrying, material transport and storage, drilling, cutting, pavement works, culvert and C -ve temporary -ve limited -ve medium -ve moderate bridge construction 3.4 Vibration None D N N N N (Low sensitivity) Construction machinery C -ve temporary -ve local -ve medium -ve moderate No anticipated impacts O N N N N 101

VEC/Sensitivity Impact/Activity Stage Duration Area Severity Significance 3.5 Occupational health and No anticipated impacts D N N N N safety Vehicle-related, falls and slips, struck-bys, (Medium sensitivity) caught-in-betweens, electrocution risks while C -ve temporary -ve local -ve high -ve moderate carrying out work or residing in campsites No anticipated impacts O N N N N 3.6 Public health and safety No anticipated impacts D N N N N (Medium sensitivity) Disturbance and pollution, traffic-related safety risks, falls and slips in active construction sites, C -ve temporary -ve limited -ve high -ve moderate debris generation Potential increase in accidents due to increase O -ve permanent -ve limited -ve medium -ve moderate in traffic Better access to healthcare and education O +ve permanent +ve limited +ve medium +ve 3.7 Physical cultural resources (PCR) None D, C, O N N N N (Medium sensitivity) Note: +ve = positive impact; -ve = negative impact; AG = above ground; C = construction stage; D = design & pre- construction stage; N = neutral; O = operation stage; PC = pre-construction; UG = underground; VEC = valued environmental component

: positive impact : minor negative impact : moderate negative impact : major negative impact

102

C. Typical Potential Adverse Impacts

249. Identification and assessment of the potential environmental impacts are based on secondary information supplemented by field visits. Impacts on various environmental components have been assessed at four different stages, namely:

• the project location; • design and pre-construction; • construction; and • operation stages.

D. Impacts on Physical Environment

1. Air quality and Greenhouse gas emissions

Design and pre-construction stage – minor negative impact

250. The project aims to improve a section of 31.5km of the existing state highway no. 95. Based on the capacity augmentation the present road section is proposed for improvement and upgrading to a two lane configuration with shoulders and side drains. TNHD considered minimum clearing of trees and vegetation and will have minimal impact on the air quality and GHG emissions. A total of 1,721 trees >30 cm girth will be cleared for the road widening which is about 40% less than standard clearing requirements for the scale of widening since extra care was taken to minimize impacts on trees. Carbon sequestration capacity lost through clearing of trees is roughly 21 kg CO2/year per mature tree. These will be replaced with 10 saplings per cut tree whose survival (70%) will be ensured through monitoring and replacement. Each sapling has the ability to absorb roughly 5 kg CO2/year which largely offsets carbon sequestration capacity lost. More details on afforestation are under the section on Trees and Vegetation.

Construction stage – moderate negative impact

251. Impact: During construction air quality may be negatively impacted for short periods due to (i) the exhaust emissions from the operation of construction equipment and machinery; (ii) fugitive emissions from brick, concrete, and asphalt plants; (iii) the dust generated from the haulage of materials, exposed soils and material stockpiles, fugitive dust from earth-moving operations and demolition; (iv) cutting and filling of hill slope; (v) cleaning of the road; (vi) material loading; (vii) unloading; and (viii) increased traffic congestion in construction areas. The impact is expected to be localized, temporary and confined to construction areas. Care should, however, be taken at sensitive habitation locations so that harmful impacts can be minimized. The adverse impacts on air quality during construction stage were classified and presented in Table 49. There are two types of pollution i.e. dust pollution and pollution from harmful gases.

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Table 49: Impact on Air Quality During Construction Stage S. No. Impact Source 1. Generation of dust • Excavation activities • Transportation and tipping of excavated material - while the former will occur over the entire stretch between the cutting location and disposal site, the latter is more location specific and more intense; • Transportation of raw materials from quarries and borrow and disposal sites; • Stone crushing, handling and storage of aggregates in asphalt plants; • Site leveling, clearing of trees, laying of asphalt, construction of bridges; • Concrete batching plants; • Asphalt mix plants – due to the mixing of aggregates with bitumen; and • Construction of structures and allied activities 2. Generation of harmful • Hot mix plants; emissions including • Large construction equipment, trucks and asphalt producing SO2, and paving equipment; NOx and HC • Toxic gases released through the heating process during bitumen production; and • Inadequate vehicle maintenance and the use of adulterated fuel in vehicles.

252. Mitigation Measures: The project road section mainly passes through agriculture areas and presently air/dust pollution is not a major issue. In order to suppress any negative impact from the generation of dust during construction there will be regular watering of the road surfaces and exposed spoils or the application of emulsion coats near villages, where dust is a nuisance. Provisions will be incorporated into the contractor’s contract to require the use of dust suppression measures.

253. As it is expected that suspended particulate matter (PM10) levels will increase during construction, certain mitigation measures are suggested in order to keep these levels within the permissible standards. The following actions should be implemented:

• regular check-up and maintenance of construction equipment is required; • idling of engines is strongly discouraged; • mixing plants i.e. asphalt, concrete, and bricks, should be operated within the permissible limits of CPCB and IFC EHS, and located away from settlements; • the contractor will submit a dust suppression and control programme to the PIU prior to construction – this plan details actions to be taken to minimize dust generation and identify equipment to be used; • vehicles delivering loose and fine materials should be covered to reduce spills and speed limits should be imposed; • bitumen emulsion should be used wherever feasible; • no unauthorized burning of C&D waste materials; • bitumen heaters should be used and the use of wood for fuel prohibited; and • Ambient air quality monitoring shall be done regularly at representative sensitive locations to ensure that all the emissions from construction activities are within

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CPCB and IFC EHS standards and therefore ensuring the effectiveness of mitigation measures taken.

254. Residual Impact: With the proper application of the proposed mitigation measures a residual impact on the air quality during construction phase will be minimal.

Operation stage – minor negative impact

255. Impact: To assess the likely impact on air quality at the various locations along the project road corridor, the prediction of the pollutant concentrations has been carried out using AERMOD, a dispersion model based on Gaussian Equation. Detailed analysis is presented in Appendix 7. The input parameters for the prediction are detailed in subsequent paragraphs.

256. The AERMOD atmospheric dispersion modeling system is an integrated system that includes three modules: (a) A steady-state dispersion model designed for short-range (up to 50 kilometers) dispersion of air pollutant emissions from stationary industrial sources. (b) A meteorological data preprocessor (AERMET) that accepts surface meteorological data, upper air soundings, and optionally, data from on-site instrument towers. It then calculates atmospheric parameters needed by the dispersion model, such as atmospheric turbulence characteristics, mixing heights, friction velocity, Monin-Obukov length and surface heat flux. (c) A terrain preprocessor (AERMAP) whose main purpose is to provide a physical relationship between terrain features and the behavior of air pollution plumes. It generates location and height data for each receptor location. It also provides information that allows the dispersion model to simulate the effects of air flowing over hills or splitting to flow around hills. AERMOD also includes PRIME (Plume Rise Model Enhancements) which is an algorithm for modeling the effects of downwash created by the pollution plume flowing over nearby buildings. Various input parameters for the prediction of pollutant concentrations are discussed below:

257. Traffic Volume: The fleet wise traffic volumes for the present study have been taken from the detailed feasibility report of the project. The annual average daily traffic (AADT) data is available for the proposed road through traffic survey. AERMOD model needs hourly average traffic volume. The total traffic hour volume is further categorized in to two wheeler, four wheeler, Light commercial vehicles (LCVs), Bus and high commercial vehicles (HCVs), based on the traffic survey at different road stretched along the highway. The annual average daily motorized traffic data are given in Table 50 with projected future traffic growth.

Table 50: Annual Average Daily Traffic Data Year 4W LCV Truck Bus 3W 2W 2020 1248 731 382 467 25 8195 2025 1653 968 506 619 33 10862 2030 2098 1229 642 785 42 13784 2035 2570 1505 787 961 52 16884

258. Emission Factors: Emission factor is one of the important input parameter in AERMOD model. In the present study, the emission factors specified by the Automotive Research Association of India (ARAI, 2007) have been used for calculation of weighted emission factors. These emission factors have been expressed in terms of type of vehicles and type of fuel used (for petrol and diesel driven passenger cars). The emission factors used in the present study for different vehicles type are given in Table 51. 105

Table 51: Emission Factors for Different Types Of Vehicle (ARAI, 2007) Emission factors, g/km (ARAI, 2007) 2W 3W 4W LCV Bus Truck CO 1.04 1.25 1.28 1.56 8.03 6 NOx 0.31 0.6 0.32 1.46 9.01 9.3 PM 0.02 0.22 0.04 0.28 0.55 1.24 SO2 0.01 0.01 0.03 0.06 0.13 0.13

259. Meteorological Conditions: The meteorological parameters such as wind speed, wind direction, temperature, rainfall, cloud cover, pressure, and humidity were used in model. Meteorological parameters observed during environmental monitoring carried out in the month of December 2019 were used for the model and is given below Table 52.

Table 52: Meteorological Parameters used for Modelling Temperature Humidity WD Wind Speed Pressure Precip. Hour Cl (oC) (%) (o) (kmph) (Pa) (mm) 1 25.4 92 135 2 0 29.52 0 2 24.6 97 135 3 0 29.52 0 3 25.7 79 315 0 0 29.6 0 4 26.4 81 337.5 4 0 29.6 0 5 26.2 79 135 6 0 29.6 0 6 26.2 82 315 2 0 29.54 0 7 26.5 85 135 12 0 29.52 0 8 28.9 77 337.5 6 0 29.49 0 9 28.1 74 337.5 8 0 29.49 0 10 26.7 73 315 5 0 29.46 0 11 28.3 67 315 5 0 29.46 0 12 29.8 69 45 4 0 29.49 0 13 29.4 72 315 3 0 29.49 0 14 30.2 66 0 2 0 29.54 0 15 32.2 63 0 4 0 29.54 0 16 34.6 59 315 6 0 29.54 0 17 32.1 58 270 2 0 29.54 0 18 31.2 59 315 1 0 29.57 0 19 30.6 62 315 2 0 29.54 0 20 29.7 64 315 0 0 29.54 0 21 28.4 66 315 3 0 29.52 0 22 28.6 69 135 1 0 29.52 0 23 27.6 86 0 6 0 29.52 0 24 26.1 89 0 5 0 29.52 0

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260. Receptors: A set of link receptors were taken at various receptor locations within each section at a distance of 10 m, 20 m, 50 m, 100 m , 200 and 500 m both sides from center line of the carriageway to know the dispersion of pollutant from the road.

261. Background Concentration: The background pollutant concentrations were taken from environmental monitoring data. Air quality monitoring was carried out in the month of November 2019 at two locations throughout the alignment on two alternate days in a week. The background pollutant concentrations that were taken for model predictions are listed in Table 53.

Table 53: Average Background Concentration of Pollutants along the Project Road Average Background Pollutant Unit concentration

SO2 19.35 µg/m3 NOx 34.5 µg/m3 PM10 58.6 µg/m3 PM2.5 25.15 µg/m3 CO 0 mg/m3

262. Predicted Pollution Levels: The model has been setup and run to predict 1-hourly average conc. of CO and 24-hourly average conc. of PM2.5, PM10, NOx and SO2 for the years 2020, 2025, 2030 and 2035 using forecasted traffic data on proposed highway. The predicted average concentration of CO, PM2.5, PM10, SOx and NOx during peak traffic are shown in Table 54 for proposed highway project. 107

Table 54: CO Predicted Concentrations (mg/m3) along the Project Road CO Concentration (mg/m3) Distance from the centre line of the road, m. (Left side) Year Distance from the centre line of the road, m. (Right side)

-500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 0.03 0.12 0.20 0.39 0.76 1.08 1.25 0.77 0.36 0.21 0.13 0.05 2025 0.33 0.75 1.31 2.52 4.97 7.05 8.09 5.01 2.31 1.38 0.82 0.33 2030 0.40 1.43 2.50 4.82 9.51 13.50 15.58 9.64 4.45 2.66 1.57 0.64 2035 0.60 2.13 3.73 7.20 14.18 20.13 23.09 14.30 6.59 3.94 2.33 0.95 PM2.5 Concentration (µg/m3) Distance from the centre line of the road, m. (Left side) Year Distance from the centre line of the road, m. (Right side)

-500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 22.36 22.38 22.40 22.44 22.48 22.51 22.67 22.56 22.45 22.42 22.39 22.37 2025 22.40 22.50 22.59 22.78 22.99 23.17 24.07 23.48 22.89 22.70 22.57 22.45 2030 22.44 22.64 22.82 23.21 23.62 23.97 25.72 24.57 23.42 23.02 22.77 22.55 2035 22.48 22.75 23.01 23.56 24.16 24.66 27.26 25.58 23.90 23.33 22.97 22.64 PM10 Concentration (µg/m3) Distance from the centre line of the road, m. (Left side) Year Distance from the centre line of the road, m. (Right side)

-500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 52.10 52.12 52.14 52.17 52.21 52.26 52.40 52.29 52.19 52.15 52.13 52.11 2025 52.13 52.23 52.32 53.51 52.72 52.90 53.81 53.22 52.63 52.43 52.30 52.19 2030 52.18 52.37 52.55 52.94 53.36 53.71 55.46 54.30 53.15 52.76 52.51 52.28 2035 52.21 52.49 52.75 53.29 53.37 54.40 57.00 55.32 53.63 53.06 52.70 52.37 NOx Concentration (µg/m3) Distance from the centre line of the road, m. (Left side) Year Distance from the centre line of the road, m. (Right side)

-500 -200 -100 -50 -20 -10 10 20 50 100 200 500

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2020 30.74 30.89 31.04 31.34 31.67 31.95 33.37 32.44 31.52 31.20 31.00 30.82 2025 31.12 32.11 33.05 35.03 37.17 38.98 48.02 42.08 36.12 34.11 32.83 31.66 2030 31.53 33.44 35.24 39.04 43.16 46.62 63.91 52.54 41.12 37.26 34.80 32.57 2035 31.94 34.78 37.44 43.07 49.18 54.31 80.09 63.18 46.21 40.47 36.82 33.50 Year SO2 Concentration (µg/m3)* Distance from the centre line of the road, m. (Left side) Distance from the centre line of the road, m. (Right side)

-500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 17.20 17.21 17.21 17.22 17.23 17.23 17.26 17.24 17.22 17.21 17.21 17.20 2035 17.24 17.33 17.41 17.58 17.77 17.92 18.72 18.20 17.68 17.50 17.39 17.29 *Note: SO2 predictions’ not done for 2025 and 2030 as there is very minor change in SO2 concentration from year 2020 to 2035. This can be seen from the results Air modelling provided in Appendix-7.

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263. Green House Gases Emissions: Upgrading and strengthening the surface condition of existing SH-95 road under project will bring about a change in vehicle operation speeds, traffic composition on the highway. Such changes with respect to present conditions will have an impact on emission levels of the gases emitted by vehicles travelling along the section of SH-95 highway. Most common types of vehicles that would move on the particular section are motor cycles, three wheelers, cars, vans, buses, light and heavy commercial vehicles. Thus, emission of Carbon Dioxide (CO2) from motorized vehicles which is a GHG needs to be analyzed to evaluate the overall contribution of this investment program in terms of the change in CO2emissions.

264. Evaluation Knowledge Brief has developed a set of spreadsheet-based models to evaluate the CO2 impacts of rural roads. These Transport Emissions Evaluation Model for projects (TEEMP) consider passenger and freight travel activity, the shares of trips by different modes and vehicle types (structure), fuel CO2 efficiency (intensity), and fuel type, validated by more detailed emission factor models. The models directly estimate CO2 emissions for a business-as-usual case (a no-action alternative) vs. alternative including improvement to road pavement and calculate scenario differences.

265. The TEEMP model for rural/urban roads was used for the analysis with using default parameters for base fuel consumption, emission factor and upstream emission percentage. Occupancy-loading, average trip lengths of each type of vehicle, vehicle type growth and roughness factors (before and after improvements) were fed to the model based on the details of traffic and economic analysis for the two sections of SH-95 road. The model was run separately for the road sections. The traffic data used in the model is given in Table 50.

266. Model output includes CO2 emissions at Business as Usual (BAU) or without project; with project (i.e. with improvements) and with induced traffic; and with project and without induced traffic.

Table 55: CO2 Emission at BAU, Project With and Without Induced Traffic Parameters Emission of CO2in Ton/km/year BAU 603.79 Project with induced traffic 594.29 Project without induced traffic 594.29 Net reduction in CO2emission 9.5

267. As indicated in the model output summarized in above Table 55 the proposed improvement to existing highway pavements will bring a reduction in CO2 emission even with a growth of traffic. However, this analysis is based on the assumption that the roughness of improved highway pavement surface will be maintained during the project life. Therefore, it is important that the road maintenance program is maintained throughout the project life. The total length of SH-95 to be improved is 31.5 km. Based on the net change in CO2 emissions or CO2 savings of the sections is 9.5 Tons/km/year, and thus the proposed investment program of SH- 95 as will save emissions of 299.38 Tons CO2/year.

268. Mitigation measures: It has been observed from the model output that when the traffic volume increases, the concentration of air pollutants also increases correspondingly. It is clear from the above table 54 that predicted PM2.5, PM10 and SO2 concentrations are well within the CPCB Air Quality limits of Residential areas till the end of project life and CO and NOx are

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exceeding the limits. The predicted values for all pollutants are exceeding the IFC EHS guidelines. It may be mentioned that the predictions are on the conservative side. Actual concentrations are expected to be lower in future years as there will be further stringent norms for vehicular emissions. Since the project will improve the road conditions, no significant increases in air pollution is foreseen. However, pollution from reanimation of dust on the road will remain a concern. Proper and regular maintenance of roads will decrease these indirect impacts. The details of air quality modelling and pollutant dispersion along the alignment is given in Appendix 7.

269. Residual Impact. The project is projected to have minor residual impact on the air quality. It is expected that with proper and regular road maintenance, the road improvement will not have significant negative residual and cumulative impacts on road quality.

2. Surface water quality and quantity

Design and pre-construction stage – moderate negative impact

270. During preliminary planning and design of this project, the Consultant has taken into account the need for:

• reduced incidence of embankment erosion due to inadequate drainage; • providing adequate culverts/drains; and • providing side-drainage structures.

271. Impact: Given the presence of river, canal and ponds along the project road and some of the seasonal stream crossing the project road, improvement of road may result in disruptions to the natural hydrology and water mismanagement and lead to further problems of soil erosion.

272. Mitigation Measures: The natural courses of rivers/streams will be maintained. Appropriate temporary diversions of streams will be made and brought back to their natural course as soon works are completed in that section. Regarding design, the following should be followed:

• drainage structures are properly designed to accommodate forecast discharges; • side drain waters must be discharged at every available stream crossing to minimize volume and prevent erosion at discharge point; • provide lined drainage structures; and • where an increased discharge of surface water endangers the stability of the water outlet, erosion protection measures such as bioengineering measures, ripraps, and check dams are incorporated.

273. in areas with high water tables, seepage may occur, and side drains and up-slope catch drains must always be lined to avoid percolation

274. Residual Impact: With the proper application of the proposed mitigation measures residual impacts on the surface water quality and quantity will be minimal.

Construction stage - moderate negative impact 111

275. Impact: Minor impacts on water resources are expected during the construction phase construction site runoff, wastewater discharge, etc. The rehabilitation of existing bridges may also cause soil erosion and turbidity in downstream water bodies.

276. The likely impacts of surface water movements are changes in the natural drainage systems, downstream scour, and erosion due to constriction in flows. If suspended solid concentrations in the water are affected, this could also affect aquatic river ecology. However, these impacts are expected to be minor if proper mitigation measures are adopted at the location of surface water bodies.

277. Mitigation Measures: To mitigate this, river-bank slope stabilities will be monitored and, if necessary, appropriate remedial measures applied throughout the construction period. Construction work at bridges during rainy season will be minimized to avoid erosion and sedimentation.

278. To mitigate these impacts the following measures should be implemented:

• maintain adequate vegetative cover on unpaved shoulders of the road; • maintain the natural course of water bodies (as much as possible) and avoid throwing debris into stream courses; • no throwing of C&D spoils into water bodies; • chemicals and oils are stored in secure, impermeable containers, and disposed of well away from surface waters In an environmentally sound manner while adhering to applicable laws and regulations; • no vehicle repair/cleaning activity is allowed within 300m of water bodies/drains; • construction camps are equipped with sanitary latrines (septic tanks); • construction establishments such as construction camps, labor camps, asphalt/concrete mixing stations, stone crushing units should be located away from the water bodies. Domestic and sewage wastes from labor camps shall be treated with a sewage treatment system (septic tanks) to comply with the standards specified by CPCB and WBG before disposal. Testing of effluent has to be done in accordance with the rules and regulations of CPCB and SCPB; • the work on bridges and culverts is limited to dry seasons, when many of the smaller streams will have low water - water diversion works can be minimized, and the original course restored immediately after the work has been completed; drivers are made aware of diversions and other works at bridge construction site to avoid accidents; • drainage structures are properly designed to accommodate forecast discharges; • side drain waters must be discharged at every available stream crossing to minimize volume and prevent erosion at discharge point; • provide lined drainage structures; • where an increased discharge of surface water endangers the stability of the water outlet, erosion protection measures such as bioengineering measures, ripraps, and check dams are incorporated; • in areas with high water tables, seepage may occur, and side drains and up-slope catch drains must always be lined to avoid percolation; and • all debris and vegetation, clogging culverts are regularly cleared.

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279. Residual Impact: With the proper application of the proposed mitigation measures a residual impact on the surface water quality and quantity during will be minimal to moderate.

Operation stage – neutral impact

280. Once construction is finished no impact on the surface water quality and quantity is expected. In order to check if unexpected erosion and siltation (including accidental spillage of pollutants from vehicles) in major water bodies is happening periodic surveillance will be conducted and mitigation measures will be taken if necessary.

3. Groundwater quality and quantity

Design and pre-construction stage – neutral impact

281. No impacts are envisaged during design and preconstruction stage.

Construction stage - minor negative impact

282. Impact: The quality of the groundwater could be impacted at sites where process water or wastewater is generated and disposed of in an improper manner. This could be the case at labor camps, at temporary construction sites and at fuel stations. Quantity may be affected if construction water requirement is obtained from groundwater sources.

283. Mitigation Measures: Sewage generated at labour camps will be disposed in septic tanks which may be emptied periodically through local sewage disposal system. Latrines should be located away and downstream of any source for drinking water in order to prevent accidental contamination of drinking water sources. All latrines will be connected with a septic tank to ensure sewage is not released into the environment. Locations for fueling and/or maintenance should be fitted with impervious flooring and a drainage system connected to an oil/water separator and settling tank to treat sewage before being discharged. Fuel tanks shall be placed in a catch basin large enough to hold the entire contents of the tank and an additional ten percent. More detail on the layout and requirements for labour camps and construction sites can be found in Appendix 8: Plant Management and Appendix 9: Camp Site Management.

284. Construction water requirement (avg.300 KLD and peak 500 KLD) will be met through CGWB approved ground water source. Domestic water requirement (30 KLD) for workers will also be met mainly through approved sources only. Necessary permits will be obtained prior to water abstraction and only when there is no other viable option so as not to compete with local domestic demand. It is envisaged that groundwater will be utilized for camp domestic water requirement if there are no other viable sources or if the safety of workers will be at risk. Water abstraction will be included in monitoring

285. Residual Impact: With the proper application of the proposed mitigation measures a residual impact on the groundwater quality will be minimal during construction.

Operation stage – neutral impact

286. During the operation stage of the project no impacts on groundwater quality or quantity are foreseen. 4. Land degradation and pollution 113

Design and pre-construction stage – minor negative impact

287. Impact; Construction activities of the project road will bring permanent changes in the local-level topography and appearance of the project site. There will be a change in aesthetic beauty of the project area mainly due to the earthwork.

288. The use of proper sources for stone and aggregates has become a major issue in most of the states. Historically, stone has been collected from the roadside or from shallow surface workings. Small quarries on steep slopes are often enlarged by blasting or excavation at the base. This is dangerous and can cause slope failures. Roadside stone collection continues in some districts despite its proven negative impacts on road safety and stability. Sand and gravel are often obtained from river deposits. Proper clearances from appropriate Authorities to be obtained.

289. The engineering team as part of material survey has identified and recommended sources of the construction materials. Details of these sources are provided in Volume 1 (Material survey chapter) of Detailed Project Report. As a prior requirement of project, every new quarry and borrow area should also be subjected to a site-specific environmental investigation work according to an approved plan; and should be left in a safe condition or restored to a productive land use. Subject to these conditions, obtaining construction materials for projects will not cause unacceptable impacts.

290. Mitigation Measures: During preliminary planning and design of this project, the Consultant has taken into account the need for:

• optimization of the center line so that embankment raised on both side; • temporary and permanent drainage systems to minimize soil erosion; • optimum siting and control of quarries; and • mechanized construction methods.

291. The following should be considered during finalization of detailed engineering design:

• Minimize permanent and temporary land take for development; • Optimize balance between cut and fill and avoid deep cuts and high embankments to minimize earthworks; • Maximize reuse of spoils and old asphalt paving material within the construction; • Agree on spoils disposal sites, management and rehabilitation plan with relevant local agencies; and • Specify vegetation that serves specific bioengineering functions.

292. Coarse aggregate estimated quantity for the road section is about 780,000 cum of borrow earth material and 238,500 cum Aggregates will be mostly sourced from licensed quarries available locally. Fine aggregate 55,100 cum will be taken from river beds after prior permission from competent authority. Cement requirement is about 22,129 cum. Tentatively it is proposed that the aggregates and boulders will be sourced from previously approved quarry area located near to the project road. . Earth cut materials will be maximized for reuse in backfilling on the same rural road to minimize the quantities of borrow materials and spoil disposal. Borrow earth material will still be required but this will be taken from quarries or riverbeds after prior permission from competent authority

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293. There is a need to establish construction camps and related facilities, such as borrow pits and quarries. These must be located in environmentally sound and socially safe areas. It is expected that construction materials for the road works will be mined mostly from approved quarries. The following criteria are applied for locating the borrow areas:

• If new borrow areas are opened for the project, they should obtain necessary clearances; • borrow areas are not established in ecologically sensitive areas; • villagers are consulted in regard to the design and location of all borrow areas – these should ensure the safety of local communities and, if possible, should incorporate beneficial post construction features for the villages; • located away from the road as well as the road, so as to minimize visual and slope stability impacts; • construction facilities such as temporary workers camp, hot mix plants, and concrete batching plant and stone crushers will not be established in reserve / protected forests / village panchayat committees should be consulted before locating these temporary project facilities; • construction camps for labourers should be located at a suitable distance away from settlements in accordance with relevant national or state regulations such as the State Pollution Control Board and in a manner to avoid stressing local resources (water, electricity etc.) and away from forest/protected areas; • living accommodation and ancillary facilities should be erected and maintained to standards and scales approved by the CSC; and • toilets and urinals should be provided in accessible places away from the asphalt plant and mixing yard.

294. Residual Impact: With the proper implementation of the proposed mitigation measures and low likelihood of the project requiring opening of new quarry sites the project is not expected to have a significant residual impact on the soil and local topography.

Construction stage - moderate negative impact

295. Impact: There may be permanent changes in the landscape. Disposal of excavated soils and debris at improper locations such as low laying area will make the area look untidy and unattractive. Disposal of waste and litter at improper locations and deforestation for firewood will make the area look dirty and unattractive.

296. During the improvement works for the road section, the cutting of trees, stone quarrying, and construction of structures, the micro-level topography may change. With proper planning, these topographical impacts can be kept within acceptable limits and sometimes even used to enhance local aesthetics. Any negative impacts on topography (existing or new), particularly soil erosion due to a lack of drainage facilities, will be minimized with the provision of proper drainage facilities such as culverts etc. The overall impact on topography is, therefore, anticipated to be insignificant.

297. The terrain and geological conditions of area is plain, hence the interaction between proposed road features and existing land features will not reveal/result in significant land instabilities.

298. Given the low gradient slope and lack of proper drainage in almost entire project area, it is inevitable that the project site will face problems of erosion. Unstable, uncompacted road 115

embankment materials and exposed material can result to soil erosion, clogging of side drains and the spill-over of rainwater runoff onto the road surface. These problems can be mitigated by maintaining the batter gradients as specified in the MORTH guidelines. The existing vegetation on embankment slopes the immediate area of construction must remain undisturbed during construction and/or upgrading. Grass seeding will be used to prevent barren embankment and to stop soil erosion. Support structures will be installed where slope failures are anticipated or may have occurred previously.

299. Construction work in the project road section will be virtually through plain terrain and stable slopes. Much of areas in this section are surrounded by agriculture fields with adequate natural drainage of storm, resulting in stable substrates.

300. The project will require large amounts of bitumen or bitumen emulsion usually stored in drums. These empty bitumen drums are generally recycled as steel sheeting or used in road construction as parapets or for riverbank stabilization. When supplied and used in this manner, bitumen, if not containing Polycyclic Aromatic Hydrocarbons (PAH), is not regarded as a significant environmental hazard.

301. The project will require the import, transport, and use of fuel and oils. Minor diesel spills are common in region, especially around fuel stations.

302. Mitigation Measures: During the construction phase the existing vegetation including shrubs and grasses along the road (except within the strip directly under embankments or cuttings) should be properly maintained. Sites for quarrying, borrowing and disposal of spoils are to be confirmed according to the applicable laws and regulations in the state and the practices followed in recent/ongoing internationally funded road projects. Major excavation and earthworks should only be undertaken during the dry season.

303. Quarry and borrow pits may be filled with rejected construction waste such as top soil etc. and afterwards should be given a vegetative cover. If this is not possible, then the excavated slopes will be filled in such a way that they resemble an original ground surface.

304. Mitigation measures for quarries are:

• aggregates will be first sourced from licensed quarry sites (which are in operation) that comply with environmental and other applicable regulations; • quarries must use controlled and environmentally friendly quarrying techniques in order to minimize erosions and landslides (Appendix 12 provides guidelines for quarry management); • occupational safety procedures/practices for the work force will be adhered to in all quarries; • quarry and crushing units will be provided with adequate dust suppression measures; and • regular monitoring of the quarries by concerned authorities to ensure compliance with environmental management and monitoring measures.

305. Mitigation measures for borrow areas are:

• prior approval will be obtained from concerned authorities and all local environmental regulations be complied with;

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• within all identified borrow areas, the actual extent of area to be excavated will be demarcated with signs and access to the operational area controlled; • borrow pit plant and machinery will conform to CPCB and IFC EHS noise emission regulations; • protective gear will be provided to the workforce exposed to noise levels beyond threshold limits and there should be proper rotation of such personnel; • all operation areas will be water sprinkled to control dust levels to national ambient air quality standards, and • borrow areas are provided with gentle side slope that are connected to the nearest drainage channel to avoid the formation of cess pools during the rainy season.

306. Other mitigation measures to be taken during the construction phase are:

• Any temporary lands required for labour camps or any other sites required for the project shall be transferred back to the owner after the land has been restored to its original state before the completion of construction works. Contractor has to collect baseline data on the quality of ambient air, ambient noise, soil, surface water and groundwater before establishing and after decommissioning the camps or sites; • excavated material shall be stockpiled and covered in such a way the soil will not erode away and should be used to widen the road or disposed of at proper disposal sites following spoil disposal management guidelines (Appendix 10); • Removal of bituminous wastes from existing roads should not be disposed of in nearby water bodies, open spaces and parks and wastes should not be left unmanaged on the road sides. Bituminous material should be examined for PAH to establish if it can be recycled/reused for road construction. If not, the bitumen shall be treated as hazardous waste and disposed of in pre-identified and approved disposal sites”; • Any construction and demolition waste generated during the construction phase should be managed in accordance with the C&D Waste Management Rules, 2016. As far as possible, demolition and construction waste should be segregated and recycled. The unserviceable waste left after recycling should be dumped in pre- identified and approved pits as per Construction & Demolition Waste Management Rules. All required permissions shall be obtained from the concerned authorities before disposal of the debris”; • cut slopes should be re-vegetated immediately after widening activities; and • cut material should be disposed of in suitable depressions.

307. To mitigate the impacts of possible fuel spills the following measures will be applied:

• secondary containment around fuel tanks large enough to hold the entire contents of the tank and an additional ten percent and at fueling stations will be built; • oil and fuel spills, and other runoff from contaminated areas will be controlled; and • equipment and fuel depots will be placed in safe zones away from drinking water sources and riverbanks;

308. Appendix-8 to Appendix-12 of this IEE Report presents good environmental management practices and guide documents in the following aspects of road construction:

• Plant Management – Appendix 8; • Camp Site Management – Appendix 9; 117

• Debris and Spoil Disposal Management – Appendix 10; • Borrow Area Management – Appendix 11; • Quarry Area Management – Appendix 12.

309. Residual impact. With the proper application of the proposed mitigation measures the construction phase should not have any significant residual impact (except minor impacts for the initial years) on the soil or the local topography.

310. Operation stage – positive impact

311. Repairs to culverts and new drainage work will eliminate/reduce the soil erosion problems presently caused by poor cross drainage. The situation will remain good because this road passes through an area that is largely agriculture fields and trees and plants have the capacity to stabilize the soil and prevent soil erosion.

E. Impacts on Biological environment

1. Trees and vegetation

Design and pre-construction stage – moderate negative impact

312. Impact: The improvement work will be kept limited to existing ROW with minimal additional land acquisition. Nonetheless, land clearing will involve cutting of trees and horticulture shrubs within the ROW along the road.. The improvement of the proposed road is largely confined on the existing alignment. However, improvements to the geometry may involve excavation and filling and the need to clear vegetation. The project road passes through social forestry plantation from km 40+200 to 40+500. No additional land required in this section, the widening proposal will be accommodated within existing RoW. Hence no forest clearance is required from forest department prior construction activity in this stretch. The improvement work will be kept limited to existing ROW with minimal additional land acquisition.

313. Mitigation Measures: To minimize loss of trees, the following mitigation measures have been adopted during the detailed design and construction stage of the project:

• widening proposal considered option with minimal tree cutting; • adopting Environmentally Friendly Road Construction (EFRC) methods; • Under the mandatory afforestation program approximately 17210 trees will be planted within the project area; • The plantation under compensatory afforestation plan will be scheduled within 15 months of the construction works, as preparation of seedlings in the approved nursery will start with commencement of construction work for the project road; and • Budget provisions for following the mandatory afforestation program which requires planting native trees at the rate of 1:10 for trees cut and improving vegetation cover in the project area.

314. Residual Impact: As a result of the proposed afforestation program and additional improvement activities it is expected that there will be a net gain of trees and vegetation under the project.

Construction stage –moderate negative impact

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315. Impact: Removal of trees for road widening etc. will result in temporary loss of habitat and associated biodiversity. The project will not require diversion of any forest land for widening of the road. Only vegetation within ROW will be cleared after approval from revenue department.

316. Another impact from road construction activities and deriving from the vehicle movement, quarrying, preparation and transfer of material and other earthwork is the accumulation of dust on the surrounding vegetation. This leads to deterioration of the vegetative health, which in turn will affect the ecology as well as the aesthetic beauty of the area. Induced impacts may also result from the following:

• increased tree harvesting for firewood, construction timber, forage, medicinal plants, and other products; • increased earth and rock extraction; and • construction crew demands for wood as a fuel and for building materials.

317. Invasive Species: Soil brought into the project area from outside may contain seeds of alien invasive species. Also, the construction machinery and vehicles can accidentally introduce seeds of such plants if used without proper cleaning. This will negatively affect both the natural and manmade habitats. Securing soil from locations close to the project area will reduce the chances of transporting any seeds of alien invasive species to the project area.

318. Mitigation Measures: Compensatory afforestation plan will be developed in consultation with local forest department. In detail, the recommended mitigation measures include:

• Compensatory afforestation plans; • Cut only trees which are necessary. Ensure that the vegetation is cleared as per terms and conditions of tree cutting permit; • Compliance with guidelines issued by the Indian Road Congress; • all wood building material for workers’ housing should be brought from outside the project area; • workers should be supplied with non-wood fuels such as kerosene or liquefied petroleum gas for the duration of the contract; • Prohibit collection, sale or purchase of timber/firewood by staff and contractors, with heavy penalties applied; • all contract equipment and plants should be cleaned to the satisfaction of the CSC in charge prior to their relocation to project sites; • during site clearance, care should be taken to ensure that the minimum area of vegetation area is affected; • water sprinkling of trucks used as construction vehicles should be properly and regularly undertaken, so that dust deposition problem on vegetation are minimized. Cleaning/washing of construction vehicles arriving in the project area; and • Securing soil from locations close to the project area will reduce the chances of transporting any seeds of alien invasive species to the project area.

319. Residual Impact: With the implementation of the measures above, minimal residual impacts on trees and vegetation is expected.

Operation stage – positive impact 119

320. Impact: A net gain of good vegetation cover is expected as a result of the mandatory compensatory afforestation program will be implemented. It is expected that vegetation such as shrubs, herbs and bushes will reestablish themselves within one to two years after project construction. However, the trees will take longer 5-10 years to attain substantial growth. Hence, there will be no residual impacts in relation to smaller vegetation species such as shrubs, bushes etc. Residual impacts in relation to mature trees will be mitigated eventually after 5-10 years after project construction.

Operation stage – positive impact 2. Ecologically important areas

Design and pre-construction stage – moderate negative impact

321. Impact: The project road section passes though plain terrain with agriculture areas residential areas in between. Road section is not passing through any forest and protected area. Ecologically important areas within the project area includes water bodies. There may also be a low risk of disturbance to wildlife from traffic noise of the project road.

322. Mitigation Measures: Measures to protect surface water resources such as appropriate drainage design to accommodate predicted water volume and minimize impacts on existing waterways will help address these impacts on ecologically important areas and wildlife. Undertaking pre-construction survey along the alignment to identify the section required for protection measures by the EPC contractor will further address fragmentation effects of the road improvement.

323. Residual Impact: If the above mitigation measures get implemented as planned, minimal residual impacts are expected due to project design.

Construction stage - moderate negative impact

324. Impact: Temporary sedimentation and water quality deterioration is expected during the construction stage. Increase in turbidity due to erosion will lead to reduction of light penetration and make it an undesirable place for aquatic fauna and flora. Further due to the reduced light penetration to the water body, the primary productivity of the biota in the water body will be reduced resulting in increased mortality. The impact is insignificant since construction of road section in the area will be mostly during summer and short-term only. Siltation will be avoided by measures suggested above in impact on surface water resource section. Construction crew demands for food and recreational hunting and fishing may also result to poaching during construction.

325. Impacts on Protected Area: The project road does not pass through any reserved/protected area. There is no species in the area qualifying the project area as Critical Habitat. The protected area is a natural habitat for wildlife having core zone deep inside the protected fragmented by physical barriers, restricting wildlife movement towards road alignment.

326. Mitigation Measures: To minimize negative impacts on ecologically important features in the project area the following should be followed:

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• If any wild animal (except birds) come within the vicinity of 100m from the construction site, construction works must immediately stop and resume only after the wild animals have moved away. • Employment agreements should specify heavy penalties for illegal hunting, fishing, trapping and wildlife trading (as per Wildlife Act 1972)– all other ancillary works should also agree not to participate in such activities. • Strict anti-poaching surveillance measures will be implemented, especially during project construction phase. • Use only existing licensed quarries for sourcing aggregates. Further, any newly- established quarries – whether inside or outside of rivers and streams – have potential to clear Natural Habitat. These risks can be simply and effectively avoided by sourcing of all aggregates only from existing licensed quarries outside of rivers and streams. • Avoid borrow pits in areas of Natural Habitat (Water reservoir/Stream) and within 200 m of waterways. No borrow pits will be allowed at least 200 m next to waterways. This will help avoid risks of runoff and sedimentation impacting aquatic Habitat. Further, to avoid additional Project impacts on Natural Habitat, no borrow pits will be established in areas of Natural Habitat. • Installation of speed limits caution boards and speed breakers at identified location, informatory boards for road users.

327. Residual Impact: Considering the above measures, the project road meets the requirements of para 28 (page 35) of the SPS – no measurable adverse impacts, no reduction in population of threatened species etc. Hence, the project works will be in compliance with the SPS and residual impacts on wildlife are expected to be insignificant.

Operation stage – positive impact

328. If the habitat improvement activities described above are implemented as planned an overall positive impact of more sustainable use of natural resources. Impacts on Social Environment.

F. Impacts on Social Environment

329. The sensitive location such as school, college and hospital along project road within 100 meters from the edge of the existing road has been identified as given in Table 33. These structures are kept unaffected by the proposed improvement proposal. Short term impacts during the construction stage are expected. Measures such as timely scheduling of construction activities in these areas, provision of sign boards, appropriate barriers such as planting trees and / or raised boundary walls are adopted to minimize impacts.

1. Private land and buildings

Design and pre-construction stage – moderate negative impact

330. Impact: There will be 46.41 ha of land acquisition for the project road as the proposed widening will be accommodated mostly within existing ROW. Community impacts are mostly due to the resettlement of people due to widening of the project road to 2 lanes with paved shoulders. The proposed road improvement will impact 26 private properties along this corridor. Of the 281 properties, 131 properties will have major impact. It was noted that the relocation of 121

structures will be required at congested locations along the project road. The widening options have been devised to minimize impacts of structures.

331. Mitigation Measures: A resettlement plan is prepared to address this issue. The affected people will be compensated and rehabilitated as per the provisions of the Resettlement Plan.

332. Residual Impact: Since any foreseen impact on private land and buildings will be addressed in a separate resettlement plan no residual impacts are envisaged.

Construction stage –minor negative impact

333. Impact: At certain locations on the road, particularly at bridge/culvert sites, traffic will be temporarily diverted from the existing carriageway while construction is in progress and temporary traffic diversions will be managed within the RoW. In other instances, traffic may have to be diverted across adjacent private land.

334. Mitigation Measures: In case private land is temporarily used during construction compensation will be paid for any loss of crops or the replacement of damaged structures. Most construction will be undertaken during the dry season when few crops are planted. Losses should be minimized during construction. After completion of the construction works the used land will be reinstated to the state it had before commencement of the works. Access to adjacent properties and agricultural land will be maintained, as necessary. Any damage to areas and infrastructure outside the agreed work sites (Corridor of Impact assessed in project RP) will be restored to pre-construction conditions and will be subject to compensation at contractor cost and through written agreement with the land owner, as applicable.

335. Residual Impact: With adequate compensation for any damages resulting from using private land during construction no residual impacts are to be expected from construction.

Operation stage – neutral impact

336. The likely impacts on land use and settlement patterns are limited. Improved access will lead to increased migration, but this will occur gradually and over a prolonged period. There will be time for expansion of residential areas to be established. However, there will be a need to control ribbon development.

2. Public infrastructure and utility structures

Design and pre-construction stage – minor negative impact

337. Impact: On the project road, utilities interfere with the RoW at few locations that will have to be shifted / removed prior to construction.

338. Mitigation Measures: Before construction commences a detailed survey has to be carried out in order to list all utilities that will interfere with the road works. These utilities will have to be shifted before the works in close cooperation with the respective owners of the utilities.

339. Residual Impact: With proper preparation no residual impacts are to be expected.

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Construction stage –minor negative impact

340. Impact: Traffic may experience minor delays when diverted around active construction areas but will be more severely hampered at the locations where temporary road closures are necessary. There are also likely impacts on communities from the construction activities.

341. Mitigation Measures: Contractor will prepare and implement traffic management plan. Key hazard points will have proper signs indicating the nature of the problem envisaged. Road closures / diversions must comply with the guidelines laid out in IRC:SP:55.2014: Guidelines on Traffic Management in work zones. Contractor will ensure that information on the timing of construction works and notifications of road closure (if any) is provided via the local media (radio, TV, newspaper etc.) or through the local community heads.

342. Residual Impact: With the proper implementation of the proposed mitigation measures the construction of the project is not expected to have a residual impact on public utilities. However some temporary negative impact on traffic flow will be unavoidable.

Operation stage – neutral impact

343. During the operation stage of the project no impact on public infrastructure and utilities is expected.

3. Noise and disturbance

Design and pre-construction stage – moderate negative impact

344. Impact: The ambient noise level throughout the road section exceeds the standards for residential areas except at some locations. During the construction period, noise will be generated from the operation of heavy machinery, the haulage of construction materials to the construction yard and the general activities at the yard itself. Concrete mixing and material movements will be the primary noise generating activities and will be uniformly distributed over the entire construction period. These construction activities are expected to produce noise levels in the range of 80-95 dB(A) at a distance of about 5m from the source. Cost of standard solid (concrete) noise barriers have been included in the bid documents for sensitive receptors identified during detailed project report preparation.

345. The noise generating equipment used in construction activities is also regulated under Noise Pollution (Regulation and Control) Rules 2000 and may cause concern among local villagers. The range of typical noise levels in relation to distance from a construction site is shown in Table 56.

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Table 56:Construction Noise / Distance Relationship Distance from Construction Site (m) Range of typical Noise Level dB(A) 8 82-102 15 75-95 30 69-89 61 63-83 91 59-79 122 57-77 152 55-75 305 49-69 Source: Department of Transportation, State of Wisconsin (USA)

346. Noise and vibration from piling (if used at bridge locations) will be unavoidable, but the impact will only be temporary and affect people living or working near piling locations, if involved at location of bridge constructions. The impact and sources of noise are summarized in Table 57.

Table 57:Likely Impact on Noise Quality in the Vicinity of Project Area Impact Source Increased noise levels • Mobilization of heavy construction machinery; causing discomfort to • Accelerations/ decelerations/ gear changes – though the local residents, workers extent of impact will depend on the level of congestion and smoothness of the road surface; and local fauna • Excavation work for foundations and grading; • Construction of structures and other facilities; • Crushing plants, asphalt production plants; and loading, transportation and unloading of construction materials.

347. Typical noise levels associated with various construction activities and equipment are presented in Table 58.

Table 58: Typical Noise Levels of Principal Construction Equipment (Noise Level in db (A) at 50 Feet) Clearing Structure Construction Bulldozer 80 Crane 75-77 Front end loader 72-84 Welding generator 71-82 Jack hammer 81-98 Concrete mixer 74-88 Crane with ball 75-87 Concrete pump 81-84 Concrete vibrator 76 Excavation and Earth Moving Air compressor 74-87 Bulldozer 80 Pneumatic tools 81-98 Backhoe 72-93 Bulldozer 80 Front end loader 72-84 Cement and dump trucks 83-94 Dump truck 83-94 Front end loader 72-84

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Clearing Structure Construction Jack hammer 81-98 Dump truck 83-94 Scraper 80-93 Paver 86-88 Grading and Compaction Landscaping and clean-up Grader 80-93 Bulldozer 80 Roller 73-75 Backhoe 72-93 Truck 83-94 Paving Front and end loader 72-84 Paver 86-88 Dump truck 83-94 Truck 83-94 Paver 86-88 Tamper 74-77 Dump truck 83-94 Source: U.S. Environmental Protection Agency, noise from Construction Equipment and Operations. Building Equipment and Home Appliance. NJID. 300.1.December 31, 1971

348. Mitigation Measures: By using noise reduction equipment, the hindrance from construction equipment can be minimized. By planning noise generating activities during daytime only hindrance to local residents can be minimized.

349. Residual Impact: With the proper implementation of mitigation measures the project design is not expected to have minimal residual impact.

Construction stage - moderate negative impact

350. Impact: The noise levels indicated for various construction activities/equipment, while far exceeding permissible standards of CPCB and IFC EHS for residential areas, will occur only intermittently. Still, these extremely high sound levels present real risk to the health of workers on- site.

351. The construction activities are introduced in Noise Pollution Rules, 2000 with its amendment in 2017. The maximum limit for noise near the construction site is 75 dB (A) Leq (5 min) in industrial areas and to 65 dB (A) Leq (5 min) in residential and other areas. There are total 18 sensitive receptors identified within 50m from the centre line along the proposed project road as given in Table -33. The noise (existing noise and construction noise) levels during construction is predicted higher than the National Ambient Noise Standards (CPCB limits) and IFC EHS standards as ambient noise level exceeds the limits. As a best construction practices necessary mitigation measures are proposed during each phase of construction activity.

352. During construction, varying degree of noise impacts are likely to be felt by the communities of main settlements Muthugapatty, Senthamangalam, Gandhipuram, Kalappanaikanpatti , Belukurichi & Singlandhapuramand other small settlements along the project road. However, the above listed sensitive receptors will be especially impacted due to increase in noise levels as these would be near the construction site. Although temporary in nature, the construction noise will affect the most communities living close to the construction zone.

353. Mitigation Measures: In construction sites within 500 meters of a settlement, noisy operations should cease between 22:00 and 06:00 hrs. Regular maintenance of construction vehicles and machinery must also be undertaken to reduce noise. 125

354. Timely scheduling of construction activities, proper maintenance of construction machineries, use of personnel protective equipment, etc. will minimize these impacts.

355. Noise impacts are an unavoidable consequence of construction that should be mitigated by limiting the times of construction to daylight hours (8am-5pm) in the vicinity of sensitive receptors. Further to minimize noise impacts near sensitive receptors (particularly schools), operation of excavator and other heavy machineries will be carried out mostly during off-hours (10.30 am to 3.30 pm) and on holidays (Saturday and Sundays). The schedule will be prepared/modified in consultation with the community and relevant local authorities. Baseline noise will be established for all sensitive areas prior to construction and follow up noise monitoring will be carried out during the construction.

356. Implementation of suitable mitigation measures will reduce the construction noise to acceptable limits. Mitigation measures should include:

• Installations of noise barriers; • construction machinery should be located away from settlements. If noise levels exceed the prescribed Leq, suitable mitigation measures like using additional silencers in noise generating equipment; erecting additional noise barriers and the use of proper PPEs shall be implemented; • Construction machinery and equipment must properly maintained and designed with built-in silencers, mufflers and enclosures. This will reduce the noise by 5 to 10 dB(A); • careful planning of machinery operation and the scheduling of such operations, no idling of machinery; • controlled blasting should only be carried out with prior approval from the Engineer in charge; and • contractors should be required to fit noise shields on construction machinery and to provide earplugs to the operators of heavy machines.

357. Residual Impact: With the proper implementation of the proposed mitigation measures the project construction is not expected to have any significant residual impact.

Operation stage – moderate impact

358. The current low traffic flows along the project road is expected to increase because of improved economic activities associated with better access. The larger numbers of vehicles will be an additional source of noise and gaseous emissions.

359. Federal Highway Administration's Traffic Noise Model (FHWA TNM) helps for highway traffic noise prediction and analysis. Detailed analysis is presented in Appendix-13. TNM computes highway traffic noise at nearby receivers. As sources of noise, it includes noise emission levels for the following vehicle types:

• Automobiles: all vehicles with two axles and four tires -- primarily designed to carry nine or fewer people (passenger cars, vans) or cargo (vans, light trucks) -- generally with gross vehicle weight less than 4,500 kg (9,900 lb); • Medium trucks: all cargo vehicles with two axles and six tires -- generally with gross vehicle weight between 4,500 kg (9,900 lb) and 12,000 kg (26,400 lb);

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• Heavy trucks: all cargo vehicles with three or more axles -- generally with gross vehicle weight more than 12,000 kg (26,400 lb); • Buses: all vehicles designed to carry more than nine passengers; and • Motorcycles: all vehicles with two or three tires and an open-air driver / passenger compartment.

360. The procedure for prediction of noise levels involves the following steps:

a. Identification of various receivers, b. Determination of land uses and activities which may be affected by the noise generated, c. Assemble input parameters, and d. Application of the model.

361. The description of the components to predict noise level are as follows:

• Receivers: TNM calculates the sound levels at the input receivers. • Land Uses: Land use along the road is obtained from the topographic drawings. This information provides the range of shielding and absorption factors to be applied at the various receivers. • Input Parameters: Traffic volume for the projected period is obtained from the traffic projections. The total number of vehicles passing per hour by type - light, medium and heavy along with their average speed is used for predictions. • Average Noise Level: All vehicles produce noise, which is taken as the base, and the cumulative noise at the receiver distance due to the whole traffic is estimated. The average noise level varies depending on the type of vehicle. • Application of Model: Equivalent noise levels due to traffic at the receivers are estimated using Federal Highway Noise model. Equivalent Sound Level (TEQ, denoted by the symbol, LAeqT): Ten times the base-10 logarithm of the square of the ratio of time-average, mean-square, instantaneous A-weighted sound pressure, during a stated time interval, T (where T=t2-t1), and the reference mean-square sound pressure of 20: Pa, the threshold of human hearing, e.g., 1HEQ, denoted by the symbol, LAeq1H, represents the hourly equivalent sound level.

LAeqT = LAE - 10*log10(t2-t1) where LAE = Sound exposure level in dB

362. Sound Exposure Level (SEL, denoted by the symbol, LAE): Over a stated time interval, T (where T=t2-t1), ten times the base-10 logarithm of the ratio of a given time integral of squared instantaneous A-weighted sound pressure, and the product of the reference sound pressure of 20:Pa, the threshold of human hearing, and the reference duration of 1 sec. The time interval, T, must be long enough to include a majority of the sound source’s acoustic energy. As a minimum, this interval should encompass the 10 dB down points. The traffic data considered for Noise level predictions is presented in table 59 and equivalent observed noise levels from field monitoring is shown in table 60.

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Table 59:Annual Average Daily Motorized Traffic Data Year 4W LCV Truck Bus 3W 2W 2020 1248 731 382 467 25 8195 2025 1653 968 506 619 33 10862 2030 2098 1229 642 785 42 13784 2035 2570 1505 787 961 52 16884

Table 60:Equivalent Background Noise levels Equivalent Noise Levels in dB(A) DAY NIGHT 66.63 60.77 Note: Derived from baseline noise levels.

Table 61:Predicted Noise Levels along the Project Road Day LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 66.7 66.9 67.6 69.8 71.3 71.3 69.8 67.6 66.8 66.7 2025 66.7 66.9 67.9 70.4 72.1 72.1 70.4 67.9 66.9 66.7 2030 66.7 67.0 68.2 71.1 73.0 73.0 71.1 68.2 66.9 66.7 2035 66.7 67.1 68.5 71.6 73.6 73.6 71.6 68.4 67.0 66.7 Night LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 60.9 61.6 63.7 67.8 70.0 70.0 67.8 63.7 61.4 60.9 2025 61.0 61.8 64.4 68.8 71.1 71.1 68.8 64.3 61.6 61.0 2030 61.0 62.1 65.0 69.8 72.1 72.1 69.8 65.0 61.8 61.1 2035 61.1 62.3 65.6 70.5 72.9 72.9 70.5 65.5 62.0 61.1

363. The IFC Environmental Health and Safety Guidelines – “General EHS Guidelines (Environmental Noise Management”) and the World Health Organization (WHO, 1999) states that noise levels from a project should not result in a maximum increase in background levels of 3 dB(A) at the nearest receptor location off-site.

364. The Indian standard requires noise levels for the 12 hour Leq-dB(A) not to exceed 65 dB(A) and 55 dB(A) at commercial building during the daytime and at nighttime respectively. This is also the IFC standard. Indian standards require noise levels for the 12 hour Leq-dB(A) not to exceed 55dB(A) in daytime and not to exceed 45dB(A) nighttime at residential property.

365. From table 61, it is observed that predicted noise levels (Leq) near the receivers within 20m for daytime and 50m for night time, from the centre line of the road are found to be marginally higher than desired levels for the respective landuse categories. The baseline noise levels (2019) are already higher than the permissible limits of CPCB for different landuse categories for day and night. The predicted levels based on noise modelling show increase in noise levels for future years at all receivers (including 18 sensitive receptors listed above)

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considering increase in traffic volume. The incremental noise levels for future years exceeds the allowable limit of 3 dB (A) from the baseline levels. Mitigation measures suggested in EMP such as installation of noise barriersshould be adopted for the sensitive receptors falling within 50 m centre line of the road corridor. The detailed noise assessment and prediction is presented in Appendix -13.

366. Mitigation Measures: The incremental noise levels for future years exceeds the allowable limit of 3 dB (A) from the baseline levels. There are several measures that can be explored for the road, particularly along sensitive land uses such as solid noise barriers, establishment of greenbelt along the road edge, imposing speed limits, use of noise reducing pavements along built up portions, noise insulation of sensitive receivers, among others. One or a combination of these measures may be able to bring down the noise within acceptable range. These measures can be incorporated in the final detailed engineering by the contractor after consultation with affected persons so that the most suitable mitigation measures are considered. For example, solid noise barriers can reduce noise by 8- 9 dB which will bring noise levels down within permissible limits, but these can be obstructive especially along market areas or storefronts where sensitive receptors may also be located. The final measures considered should be reviewed and approved by the CSC and the PIU.

4. Vibration

Design and pre-construction stage – neutral impact

367. Existing ambient vibration levels at the sensitive receptors are low. Any impact on structures by means of vibration will be generated during the construction phase of the project, regardless of the design chosen.

Construction stage –moderate negative impact

368. When the ground is subject to vibratory excitation from a vibratory source, a disturbance propagates away from the vibration source. The ground vibration waves created are similar to those that propagate in water when a stone is dropped into the water. The duration and amplitude of vibration generated by construction equipment varies widely depending on the type of equipment and the purpose for which it is being used. The vibration from blasting has a high amplitude and short duration, whereas vibration from grading is lower in amplitude but longer in duration. In assessing vibration from construction equipment, it is useful to categorize the equipment by the nature of the vibration generated.

369. Review of available literature indicates that there is limited information available on vibration source levels from general construction equipment. The most comprehensive list of vibration source amplitudes is provided in the document entitled Transit Noise and Vibration Impact Assessment (Federal Transit Administration 2006).

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Table 62: Vibration Generated from Different Construction Equipment Reference PPV at 25 ft. Equipment (in/sec) Vibratory Roller 0.21 Large Bulldozer 0.089 Caisson Drilling 0.089 Loaded Trucks 0.076 Jackhammer 0.035 Small Bulldozer 0.003 Sources: Federal Transit Administration 2006 (except Hanson 20014 for vibratory rollers)

370. Using these source vibration levels, vibration from these equipment can be estimated by the following formula:

n PPVEquipment =PPVRef (25/D) (in/sec)

Where: PPVRef = reference PPV at 25 ft. D = distance from equipment to the receiver in ft. n = 1.1, attenuation rate(5)

371. International Guidelines and Standards present criteria for vibration related building damage in the form of threshold levels of vibration (peak particle velocity), as either a value or range of values. Key factors in determining these levels are as follows:

• the nature of the building including its construction, its condition, and whether is of historic importance; • the likely extent of damage i.e. cosmetic, minor structural or major structural; and • whether the source of vibration is continuous or a single event and the dominant frequency (Hz).

4Peck R B, Hanson W E and Thornburn T H (1974). Foundation Engineering. John Wiley and Sons, New York. 5WOODS, R.D. and JEDELE, L.P., 1985. Energy-attenuation relationships from construction vibrations. American Society of Civil Engineers, Proceedings of ASCE Symposium on Vibration Problems in Geotechnical Engineering, Detroit, Michigan, G. Gazetas and E.T. Selig, Editors, pp. 229-246.

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Table 63: Building Vibration Damage Assessment Criteria Building Cosmetic Assumed Source Vibration Damage Building Building Description Reference for Damage Threshold ppv Coupling Criteria Risk Level (mm/s) Loss Extremely fragile historic buildings, ruins, ancient 2 Caltrans/BART n/a monuments Fragile buildings of clay High Risk A construction with shallow (<1m) 3 Caltrans 1 rubble footings Fragile buildings of clay High Risk B construction with concrete 3 Caltrans 0.5 foundations/footings Residential brick built on Medium BS 7385/DIN concrete foundations/footings 10 0.5 Risk 4150 and light commercial Heavy commercial, industrial BS 7385/DIN Low Risk 25 0.5 and framed buildings 4150

372. Impact: The values of vibration generated from the operation of various equipment in construction of project road are below the threshold ppv (mm/s) as mentioned in Table-63. However, vibration during construction may induce cracks and damages to structure next to road alignment particularly overhead water storage tanks and identified buildings or sensitive receptors.

373. Mitigation Measures: For the structures within 4.5 m (as vibration impacts from construction equipment’s beyond this limit will be insignificant) from road edge, suitable mitigation measures should be adopted to minimize the vibration levels. In case any structure is weak, a pre-construction survey of the building shall be done in detail by the Contractor, witnessed by the CSC as well as the property owner. Vibration monitoring will be carried out at weak structures during construction and additional mitigation measures will be installed in case measured vibration levels vibration levels (peak particle velocity) exceed 3 mm/s for very sensitive buildings or 5 mm/s for residential structures per DIN 4150-3 threshold. Signed documents and photographic records will be kept as evidence to protect both the owner as well as the project from spurious claims.

374. Adverse human response to construction vibration can be mitigated by good communication between the contractor and local residents. If occupiers of dwellings are informed of their nature, duration, and potential vibration effects prior to the works, then adverse response will be less. Generally, the main concern relating to construction vibration is of damage to property and if this is not likely to occur, then this point should be made clear to residents.

375. Residual Impact: With the proper implementation of the proposed mitigation measures the construction of the project is not expected to have a residual impact due to vibration.

Operation stage – minor negative impact

376. Impact: Because vehicles travelling on highway are supported on flexible suspension systems and pneumatic tires, these vehicles are not an efficient source of ground vibration. They can, however, impart vibration into the ground when they roll over pavement that is not 131

smooth. Continuous traffic travelling on a smooth highway creates a fairly continuous but relatively low level of vibration. Where discontinuities exist in the pavement, heavy truck passages can be the primary source of localized, intermittent vibration peaks. These peaks typically last no more than a few seconds and often for only a fraction of a second. Because vibration drops off rapidly with distance, there is rarely a cumulative increase in ground vibration from the presence of multiple trucks. In general, more trucks result in more vibration peaks, though not necessarily higher peaks. Automobile traffic normally generates vibration amplitudes that are one-fifth to one-tenth the amplitude of truck vibration amplitudes. Accordingly, ground vibration generated by automobile traffic is usually overshadowed by vibration from heavy trucks.

377. Mitigation Measures: Because vibration from vehicle operations is almost always the result of pavement discontinuities, the solution is to smoothen the pavement to eliminate the discontinuities. This step will eliminate perceptible vibration from vehicle operations in virtually all cases.

378. Residual impact. The impact of vibrations due to road traffic will be negligible given the highway pavement is maintained at good condition.

5. Occupational health and safety

Design and pre-construction stage – neutral impact

379. No impacts on occupational health and safety are expected to arise from the design phase of the project. Road design proposed standards are consistent with the parameters recommended in the relevant standards of the IRC and are detailed in Chapter III of this report.

Construction stage - moderate negative impact

380. Impact: Transportation incidents accounted for majority of fatal roadway worksite incidents.6 In India, Tamil Nadu has recorded the highest rate of road accident fatalities at 23 fatalities/lakh persons. 7 As such, particular attention to transportation-related work hazards should be given under the project. Among other construction-related risks in highway projects are:

• falls and slips due to uneven surfaces, edges of elevated ground with no proper barricading; • struck-bys falling debris or flying objects; • caught-in-betweens due to rotating equipment or unguarded parts of construction machinery; and • electrocution risks while carrying out work or residing in campsites

381. The construction camps are anticipated to house up to 200 people for about two years. With this concentration of people, the potential for the transmission of diseases and illnesses will increase. The main health and safety risks during construction will arise from:

• inadequate sanitation facilities in worker camps;

6 https://www.dbkrieginc.com/onsite-work-safety.php; data taken from US Bureau of Labor Statistics 7 Policy Research Studies (PRS) Legislative Research, India. https://www.prsindia.org/policy/vital-stats/overview-road- accidents-india

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• introduction of sexually transmitted, and other diseases, by immigrant workers; and • outbreaks of malaria, typhoid, cholera etc. amongst the labour force; and given the current COVID-19 pandemic there is also a risk of construction workers being exposed to this and other communicable viral diseases, particularly given construction is directly within the community and the transient nature of the construction workforce.

382. Mitigation Measures: The following shall be followed before, during, and after construction activities, as applicable:

• The Contractor will be required to conduct workplace risk assessment to identify potential risks to workers. • The Health and Safety Officer shall also conduct regular training on health and safety. • The contractor is responsible for instituting measures and procedures to maintain cleanliness and order in campsites and construction sites. • The Contractor will provide facilities such as dust bins and collectors for the temporary storage of all waste. This waste should be adequately stored to avoid pollution of water supplies and water sources and to avoid dust formation. • The Contractor will be responsible for the safe removal and/or storage of all waste in order to prevent environmental pollution of any type that may be harmful to people or animals. • All necessary safeguards should be taken to ensure the safety, welfare and good health of all persons entitled to be on the sites and to ensure that works are carried out in a safe and efficient manner. • All personnel working at vulnerable site locations will wear safety helmets and strong footwear (OSHA recommended PPE). • It should be ensured that all workmen and staff employed on site use proper safety equipment – for example, eye protectors, ear plugs, safety helmets, the designated safety equipment when working over water – and that proper rescue equipment is available. • Fire extinguishers and first-aid equipment will be kept at all sites. • Additional health and safety protocols for prevention and control of the spread of COVID 19 and other communicable diseases shall be put in place in accordance with local/national guidelines and international best practices. • To ensure safe construction, lighting devices and safety signals shall be installed and traffic rules and regulations to be strictly followed. • The electrical equipment should be checked regularly to avoid risks to workers. Adhere to strict schedule for completion of road works and avoid prolonged construction and disturbance. • Implement SEMP Sub-plans (e.g. Health and Safety Plan, Traffic and Road Management Plan, Camp Management Plan) • Provide barricade fencing to mitigate trespassing. • Provide barricade to temporarily enclose open excavated slopes / foundations. • Provide sufficient lights, clear warning signs and danger signals. • Assign security personnel to prevent accidents. • Warning signs and cones will be installed in and around the work site and along haul roads, with clearly marked danger zones. • Safety flags and flag persons will be used, as needed. 133

• Record of incidents /accidents / near-miss/ fatalities associated with the project will be maintained. • Records of issues raised will be maintained in accordance with the project GRM. • Outreach to local communities and information disseminate e.g. on project implementation schedule, health & safety and ERPs will be provided via information disclosure and meaningful consultation activities) in local language in the project area of influence.

383. The following actions will be undertaken at construction camps and stipulated in construction contracts:

• submit and obtain approval for a health and safety plan prior to the commencement of work; • provision of adequate health care facilities and healthcare staff; • ensure adequate security is provided to construction staff on site and at worker accommodation; • workers will be required to undergo pre-employment medical screening and treatment (if required) and periodic health checks thereafter; and • For COVID-19 related health and safety risk, the contractor will be required to prepare and implement a COVID-19 Action Plan8.

384. The project will support a public health education programme for workers and villagers covering road safety, malaria, hygiene, endemic & communicable diseases such as COVID-19 and sexually transmitted diseases. The district health departments will also be invited to participate in monitoring and educating communities and workers affected by the project.

385. Residual Impact: With proper implementation of the proposed mitigation measures the residual impact on occupational health and safety is expected to be low.

Operation stage – neutral impact

386. No impact on occupational health and safety is envisaged during operation phase of the project. Road safety features are included in the project design as discussed in Chapter III of this report.

6. Community health and safety and local resources

Design and pre-construction stage – neutral impact

387. No impacts on community health and safety are expected to derive from the design phase of the project. Road safety features are included in the project design as discussed in Chapter III of this report.

8For COVID-19 national restrictions for containing the spread of COVID-19 must be complied with and in developing the health and safety management plan Government of India (https://www.mygov.in/covid-19) and World Health Organization guidance (https://www.who.int/emergencies/diseases/novel-coronavirus-2019/technical-guidance) should be followed ensuring adequate sanitation and welfare facilities including for hand washing and personal protective equipment are provided to construction workers. Given the specialist nature of responding to COVID-19 public health officials/experts to be consulted.

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Construction stage –moderate negative impact

388. Impact: Construction camps may put stress on local resources and the infrastructure in nearby communities resulting to people raising grievances. This sometimes leads to conflict between residents and migrant workers. The construction activities may also potentially result in adverse impacts to community health and safety such as construction traffic and accidents, and accidental spills of liquid materials. There are also chances of exposure to communicable diseases from migrant workers.

389. Mitigation Measures: To prevent problems between construction workers and the local communities, the contractor should provide the construction camps with facilities such as health care clinics, places of worship, and occasional entertainment. During construction, benefits to local people can be maximized if the contractor recruit construction workers locally regardless of gender. Contractor should also not discriminate in the employment of women. The contractor will be required to develop a community health and safety plan which will also include emergency response and preparedness procedures.

390. The project will support a public health education programme for workers and villagers covering road safety, hygiene, malaria and other endemic diseases, and communicable diseases such as COVID-19 and sexually transmitted diseases. The district health departments will also be invited to participate in monitoring and educating communities and workers affected by the project.

391. Residual Impact: With proper implementation of the proposed mitigation measures no residual impact is expected on the community health and safety.

Operation stage – moderate negative and positive impact

392. Impacts: The improvements of the project road are expected to benefit the socio- economic conditions of communities in and around the project area. Improved access and reduced travel time and cost will be major stimuli to economic growth, health and education, particularly in rural areas. Better access of agricultural goods to market will be important and a major contributor to poverty reduction. These benefits are likely to have a positive impact on community health. Some risks associated with improved road such as accidents etc. are however anticipated. Implementation of road safety measures will minimize these risks. Section 10 under Design Standards of Chapter III deals with traffic safety features, road furniture, road markings and other facilities which shall contribute to increased safety, not only for vehicles but also pedestrians and other road users. Geometric and sight distance improvement considered in the road designs used during bidding are also meant to improve fundamental features of the road to increase safety.

G. Physical and Cultural Resources

393. There are no adverse impacts anticipated on historical places/monuments. However, there are small shrines along the road. Care must be taken to clearly identify these structures before construction and avoid any damage to these structures. If necessary, these structures maybe moved after carrying out proper consultation with the local community people. Earthworks, as associated with the road construction/improvement works, or deriving from secondary sites such as quarries or borrow pits, may reveal sites or artefacts of cultural/archaeological significance. In the event of such discovery, the concerned authorities 135

should be informed and the requirement to take such action should be incorporated in contract documents.

H. Induced and Cumulative Impacts

394. According to the ADB Environment Safeguards Sourcebook Cumulative Impacts is described as: “The combination of multiple impacts from existing projects, the proposed project, and anticipated future projects that may result in significant adverse and/or beneficial impacts that cannot be expected in the case of a stand-alone project.” The sourcebook also describes Induced Impacts as: “Adverse and/or beneficial impacts on areas and communities from unintended but predictable developments caused by a project, which may occur at later or at a different location.

395. The road upgrading will improve the travel speed and travel condition along the project road corridor and is expected to generate a road user cost saving and this will result in additional traffic generation along the corridor. Currently there is no other information on future development projects along the project road. Hence, it is difficult to assess other cumulative impacts from other projects which may get implemented in the project area.

396. The improved road is expected to increase transport through the project region but is unlikely to trigger exponential development in this region. Setting up few new industries and increase in trade volume though cannot be ruled out. Noise and air quality impacts due to increased traffic volume are also envisaged. Mitigation measures are available for noise impacts while air quality impacts are considered insignificant. As such no significant induced environmental impact is anticipated due to proposed project activity.

I. Expected benefits from the Project

397. The immediate benefits of road construction and improvement will come in the form of direct employment opportunities during construction for the roadside communities engaged as wage laborer, petty contractors and suppliers of raw materials. During operation stage, roadside economic activities supporting transport like gasoline stations, automotive repair shops, lodging, and restaurants will increase due to increased number of vehicles. The project road section is part of connecting industrial zones to enhance transportation services for raw material and products. Increase in agro-industrial activities are also expected to take advantage of improved access to urban centers where there are higher demands and better prices for agricultural products. Project will accelerate the economic opportunities resulting in reduced migration. Other benefits of project road improvement are: (i) reduction in travel time, (ii) better mode and frequency of transport, (iii) access to quality health care, educational, and other infrastructural facilities (iv) improved quality of life of rural population, and (v) better investment climate for industries creating more employment opportunities for local people.

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VII. CONSULTATION, PARTICIPATION AND INFORMATION DISCLOSURE

A. Meaningful Consultation

398. In accordance with ADB’s Safeguard Policy Statement (SPS) 2009 meaningful consultations were held early and throughout the project development stages to allow the incorporation of relevant views of the stakeholders in the final project design, mitigation measures, implementation issues, and enhance the distribution of benefits. All the five principles of information dissemination, information solicitation, integration, co-ordination, and engagement into dialogue were incorporated in the consultation process. The analysis of environmental impact from the project was strengthened and modified based on opinions of all those consulted, especially in the micro level by setting up dialogues with the village people from whom information on site facts and prevailing conditions were collected. The requirement of public consultation during the implementation of the project has been proposed as part of the mitigation plan.

B. Objectives of the Consultations

399. Stakeholder’s consultations were held with intent to understand their concerns, apprehensions, overall opinion and solicit recommendations to improve project design and implementation. Informal meetings, interviews were organized covering the entire projects design stage. Consultations provide affected people a platform to ensure incorporation of their concerns in the decision making process and foster co-operation among officers of CKICP, the community and the stakeholders to achieve a cordial working relationship for smooth implementation of the projects. It inculcates the sense of belongingness in the public about the project.

400. The discussions were designed to receive maximum inputs from the participants regarding their acceptability and environmental concerns arising out of the project. They were given the brief outline of the projects to which their opinions were requested particularly in identifying and mitigating any potential adverse impact.

C. Methodology for Consultations

401. Consultation with the stakeholders, beneficiaries, and community leaders were carried out using standard structured questionnaires as well as unstructured questionnaires. Questionnaire survey/ discussions were designed to obtain background information and details of general environmental issues that concern people in the project areas. In addition, environmental issues were discussed with relevant organizations, government officials, beneficiaries, community leaders and experts. Aside from these, personal discussions with officials, on site discussion with affected stakeholders, and reconnaissance visits have also been made to the project areas. Public consultation has been carried out at one location along the project road section during initial surveys.

402. The public consultation meetings were organized at four locations to disseminate the information regarding widening and strengthening of road SH 95 by the officers of Highways Department, Government of Tamil Nadu and staff of consultant team in month of January 2020 and September 2015. 137

403. A total of 241 participants including 153 males and 88 females attended this public consultation meeting. Table 64 show the details of the public consultations carried out along various road sections.

Table 64: The details of Public Consultation For Project Road Sl.No. Venue Date and Type of Participants No. of participants Time of Consultation M F Total

1 Sri Vinayagar 28.01.2020 Officials from Highway 37 8 45 Shrine, village Department and TNRSP, Singalandhapu Local representatives, ram and and project affected Kalappanaicke persons building owners npattic etc.

2 1. Sri Thangam 10.09.2015 (10 Officials from Highway 116 80 196 Thirumana am and 2 pm) Department and TNRSP, Mahal Local representatives, Businessmen, peasants, 2. Sri Vignesh land cum building owners Mahal etc. Nakshatra Mahal THirumana Mandapam, Bodinaikenpatti

1. Project Stakeholders

404. All types of stakeholders were identified to ensure as wide coverage as possible.

• Residents, shopkeepers and business people who live and work along the road specially the project affected persons; • All type of road users/commuters; • Executing Agency, Construction Supervision Consultant and Implementing NGOs; • Other government institutions whose remit includes areas or issues affected by the project (state environment and forest department, Pollution Control Board (PCB), Irrigation Department, Public Health Engineering (PHED) Department; and • The beneficiary community in general.

2. Consultation with Government Departments

405. Various officials consulted during IEE preparation included State Forest Department, Department of Science Technology and Environment, Urban Development and Tamil Nadu State pollution control board for air, noise and water quality information, IMD for the climatic data, statistical officer for population and demographic profile, panchayat department for village level information, Survey of India for the toposheet requirement, revenue department for the land record information, PHED officers for hand pump relocation and quality assessment, state electricity board offices for electric pole shifting etc.

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406. These departments helped to provide various project related data and information which helped preparation of reports and data analysis.

3. Consultation with Local People and Beneficiaries

407. The informal consultation generally started with explaining the projects, followed by an explanation to potential impacts. Participant’s views were gathered with regard to all aspects of the environment which may have direct or indirect impact on local people. Key issues discussed were: • Awareness and extent of the project and development components; • Benefits of the project for the economic and social upliftment of community; • Labour availability in the project area or requirement of outside labour involvement; • Local disturbances due to project construction work; • Necessity of tree felling etc. at project sites; • Impact on water bodies, water logging and drainage problem if any; • Environment and health aspects; • Flora and fauna of the project areas, and • Socio-economic standing of the local people.

408. The project has immense acceptability among the local people. They perceive that in addition to providing all weather connectivity, the project road will bring positive socioeconomic changes in the area. Local people mainly discussed on the issues related to flooding, rehabilitation, resettlement, and road safety issues. The list of participants views and outcome of the consultations have been summarized in Table 65.

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Table 65: Public Consultation for SH-95 Project Road

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409. The details of participants and public consultation attendance list are attached in Appendix 14. In addition information on the GRM procedures and formats in local language. The summary of key discussions held at public consultation meetings are presented in below table 66.

Table 66: Summary of Issues Discussed and Measures Taken Namakkal – Rasipuram Section of MNSR (SH-95) Location Subjects and issued discussed Sri Vinayagar Shrine, village • People requested for requested and welcomed Singalandhapuram and the suggestion of bypass for Senthamangalam Kalappanaickenpattic village Built up. Venue1: Sri Thangam Thirumana • People demanded the project should not affect Mahal the Belukkurichi Devendira Sri Mariyamman Venue2: Sri Vignesh Mahal Nakshatra Temple. Mahal Thirumana Mandapam, • Demanded that the compensation for land be Bodinaikenpatti provided on basis of market value and not Type of Participants: Officials from guideline value. Highway Department and TNRSP, • People requested that they be given prior Local representatives, Businessmen, information to be prepared for the shifting peasants, land cum building owners process. etc. • Some of them asked for job opportunities as part Total no. of participants: of compensation. Total: 241 • Bypass for Akkiyampatti Village. Male: 153, Female: 88 • Measures should be taken to either to retain the wells or to provide new ones if the land is acquired. • Requested the proposed improvement should be restricted within the highway land available and land acquisition should be minimum

410. Most of the people interviewed were well aware of the environmental conditions in and around their villages. A major percentage are not aware of any foreseen deterioration in the air and noise quality due to expansion of existing highway. The villagers are quite enthusiastic 141

about the proposed project as it will give fillip to rural economy and present them many employment opportunities during construction of project road. Overall positive approach towards the project is observed.

4. Results of Consultation with Local People

411. Most of the people interviewed strongly support the project work. The people living in the entire project area expect the different project elements to facilitate transport, employment, tourism, boost economic development and thereby provide direct, or indirect, benefits to them. In order to access the existing environment and likely impacts on surrounding population, an interview survey was carried out. A priority of the population was interviewed through a designed questionnaire. Precaution has been exercised during the survey to ensure that the priority interviewed is truly representative of the affected groups and the questions are worded so as not to generate a bias response.

412. Overall, most of the people interviewed strongly support the project. The people living in the entire project area expect the different project elements to facilitate transport, employment, tourism, boost economic development and thereby provide direct, or indirect, benefits to them. Construction camps may, however, put stress on local resources and the infrastructure in nearby communities. In addition, local people raised construction-process related grievances with the workers. This sometimes leads to aggression between residents and migrant workers. To prevent such problems, the contractor should provide the construction camps with facilities such as proper housing, health care clinics, proper drinking water and timely payment. The use of local laborers during the construction will, of course, increase benefits to local peoples and minimise these problems. Wherever possible, such people should be employed.

413. Design considerations have been made to incorporate most of the suggestions and demands of the local people except those which are beyond the scope of the project like improvement of already deteriorated water quality, drinking water facility and reconstruction of link roads, etc.

D. Interaction with NGOs

414. In order to get independent views on the likely impacts of the project, non-government organizations at local as well as regional level were consulted during the IEE process. Aspects such as conservation activities, presence of flora and fauna, likely project impacts and possible mitigation measures were discussed and views and suggestions from these NGO’s were incorporated in the EMP. Consultation will continue with these NGO’s during project implementation and operation.

E. Public Disclosure and Further Consultations

415. The TNICP will be responsible for the disclosure of this IEE in compliance to ADB’s Access to Information Policy 2019 and ADB’s SPS 2009. Since this is Category B project, this IEE report will be disclosed to the public through the ADB website and CKICP website. This IEE report will also be made available to all stakeholders as part of the consultation process required under the SPS 2009.

416. Prior to finalization of detailed engineering design, the contractor, with the assistance of the PIU should consult affected persons along sensitive receptors identified during survey on

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structural and institutional mitigation measures for impacts such as, but not limited to, noise. Further, project consultations will be organized by the FIU in coordination with CSC and with the presence of representatives from the contractor. Participation of women and FGDs with women and vulnerable groups will be prioritized and conducted to the extent feasible. These should be done at least quarterly during construction period.

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VIII. GRIEVANCE REDRESS MECHANISM

417. Project grievance redress mechanism (GRM) will be established to evaluate and facilitate the resolution of affected persons concerns, complaints, and grievances related to social and environmental issues of the project. The GRM will provide a time-bound and transparent mechanism to voice and resolve social and environmental concerns linked to the project.

418. GRM Information: Information on the availability of GRM shall be disclosed to public through the TNICP website and through information boards by TNICP along the project road. The setup GRM shall have the system of records keeping of details such as contact details of complainant, date of the complaint received nature of grievance, etc. for the project road and shall take necessary action to address the complaint. The concerned grievance redress committee (GRC) will determine the merit of each grievance and resolve grievances within an outer time limit of three months of receiving the complaint. All complaints determined to be within the purview of land acquisition, rehabilitation and resettlement will be dealt with under the LARR GRC detailed in the RPs. Otherwise, all other social and environmental related complaints will be coursed through the grievance redress process detailed below.

419. Grievance Redress Process: The grievance redress process will be a two-tier process for both LARR and all other project-related complaints. In case of grievances that are immediate and urgent in the perception of the complainant, the contractor and Construction Supervision Consultant (CSC) on-site personnel will provide the most easily accessible or first level of contact for quick resolution of grievances. Contact phone numbers and names of the concerned Divisional Engineer, Assistant Environment Specialist, contractors, and CSC will be posted at all construction sites at visible locations. The PIU safeguard officers will be responsible to see through the process of redressal of each grievance.

(i) 1st Level Grievance: The Regional level Project GRC will be chaired by the concerned Divisional Engineer and would comprise the Assistant Environment Specialist, Project Manager of EPC contractor and Resident Engineer of CSC concerned. The Regional level GRC can immediately resolve relatively simple, on- site concerns and grievances in consultation with each other. Grievances at this level will be addressed within 7 days of receipt of a complaint/grievance. (ii) 2nd Level Grievance: All grievances that cannot be redressed within 7 days at the Regional level will be reviewed by the State level Project GRC. It will serve as appellate authority and will be chaired by the Chief Engineer and will comprise the Superintending Engineer concerned, Environment Specialist, Team Leader of CSC concerned, Project Manager from Project Management Services of CSC-01 and Authorized Representative from EPC contractors, as needed. Grievance response period for all GRCs is 3 weeks.

420. Complaints Register with EPC Contractor: The contractor shall keep and maintain a complaint register report at their site office along the project road as well as project facilities like construction camp, labour camp etc., for public to register their complaints. The EPC Contractor, after taking necessary action based on the complaint, will also incorporate the same in the complaint register. This report will also be part of the monthly report, to be submitted to the Regional GRC and for CSC to monitor and take necessary action, if needed. It is to be noted that, inaction upon the complaint of the public will be considered as a major lapse from the side

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of the EPC contractor, leading to invoking of penalty clause which is given in bid document/EMP.

421. Despite the project GRM, an aggrieved person shall have access to the country's legal system at any stage, and accessing the country's legal system can run parallel to accessing the GRM and is not dependent on the negative outcome of the GRM. The GRCs will continue to function throughout the project duration including the defects liability period. The schematic of the GRM is presented in Figure 21.

Figure 21: Grievance Redress Mechanism

3 7weeks days Affected Person

Regional Level Grievance Resolved 1st Level Redress & Responsible: DE, Asst. Env. Specialist, Grievance PM EPC Contractor, RE CSC Record Keeping

Not Resolved

State Level Grievance 2ndLevel Resolved Responsible: Chief Engineer, SE, Env. Redress & Grievance Specialist, TL CSC, PM PMS of CSC-01, Record Keeping EPC contractor representative Not Resolved

Court of Law

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IX. ENVIRONMENTAL MANAGEMENT PLAN

A. Introduction

422. The Environmental Management Plan (EMP) is the synthesis of all proposed mitigation and monitoring actions, set to a time-frame with specific responsibility assigned and follow-up actions defined. It contains all the information for the proponent, the contractor and the regulatory agencies to implement the projects within a specified time-frame.

423. This EMP consists of a set of mitigation, monitoring and institutional measures to be taken for the project to avoid, minimize and mitigate adverse environmental impacts and enhance positive impacts. The plan also includes the actions needed for the implementation of these measures. The major components of the Environmental Management Plan are:

• Mitigation of potentially adverse impacts; • Monitoring of EMP implementation during project construction and operation; and • Institutional arrangements to implement the EMP.

424. Prior to start of construction work Environmental Expert of the CSC team in coordination with Contractor will update this EMP to make it site specific in the form of Construction EMP (CEMP).

B. Objectives of Environmental Management Plan

425. The main objectives of this EMP are:

• To ensure compliance with Asian Development Bank’s applicable safeguard policies, and regulatory requirements of the Government of Tamil Nadu and India; • To formulate avoidance, mitigation and compensation measures for anticipated adverse environmental impacts during construction and operation, and ensure that environmentally sound, sustainable and good practices are adopted; • To stipulate monitoring and institutional requirements for ensuring safeguard compliance; and • The project road should be environmentally sustainable.

C. Environmental Management Plan Matrix

426. The EMP matrix provided in Table 67 follows the environmental impacts and proposed mitigation measures for the identified valued environmental components (VECs) identified and discussed in Chapter VI. The matrix provides an implementable plan with recommended mitigation measures for each anticipated impact and also assigns responsibilities for implementation, supervision and monitoring.

D. Environmental Monitoring and Reporting Program

427. The environmental monitoring program has the underlying objective to ensure that the intended environmental mitigations are realized and these results in desired benefits to the

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target population causing minimal deterioration to the environmental parameters. Such program targets proper implementation of the EMP. The broad objectives are:

• To evaluate the performance of mitigation measures proposed in the EMP. • To evaluate the adequacy of environmental assessment. • To suggest ongoing improvements in management plan based on the monitoring and to devise fresh monitoring on the basis of the improved EMP. • To enhance environmental quality through proper implementation of suggested mitigation measures. • To meet the requirements of the existing environmental regulatory framework and community obligations.

428. The EMOP matrix covering various performance indicators, frequency and institutional arrangements of the project in the construction and operation stages, along with the estimated cost, is summarized in Table 68. Key features of the EMOP are described in the following paragraphs.

429. The potential physical, biological and social components affecting the environment at critical locations serve as wider/overall Performance Indicators. However, the following specific environmental parameters can be quantitatively measured and compared over a period of time and are, therefore, selected as specific Performance Indicators (PIs) for monitoring because of their regulatory importance and the availability of standardized procedures and relevant expertise.

• Air Quality with respect to PM2.5, PM10, CO, NOx and SO2 at selected location. • Water Quality with reference to pH, DO, BOD, Oil and grease, COD, Suspended Solids, total dissolved solids, total solids, chlorides Turbidity and Alkalinity at crossing points on rivers/streams at selected points. • Noise and vibration levels at sensitive receptors (schools, hospitals, community/religious places and weak structures). • Survival rates of trees planted as compensatory plantation raised for removal of roadside trees.

430. Ambient Air Quality (AAQ) Monitoring: Ambient air quality parameters recommended for monitoring road development projects are PM2.5, PM10, Carbon Monoxide (CO), Oxides of Nitrogen (NOx) and Sulphur Dioxide (SO2). These are to be monitored, right from the commencement of construction activity at selected locations of plants and machinery, crushers on sites, excavation works etc. Data should be generated quarterly excluding monsoon at the monitoring locations in accordance with the revised National Ambient Air Quality Standards formulated by MOEFCC in 2009 as well as IFC EHS air quality standards (Appendix 4).

431. Water Quality Monitoring: The physical and chemical parameters recommended for analysis of water quality relevant to road development projects are pH, DO, BOD, Oil and grease, COD, total Suspended Solids, total dissolved solids, total solids, chlorides Turbidity and Alkalinity. The location, duration and the pollution parameters to be monitored and the responsible institutional arrangements are given in the Environmental Monitoring Plan. The monitoring of the water quality is to be carried out at locations identified along the project roads during construction and operation phase. The Indian Standard Specifications – IS 10500: 1991 and IS 2296: 1992 is given in Appendix – 15 1. Noise and Vibration Level Monitoring:The measurements for monitoring noise and vibration levels would be carried out at sensitive receptors, construction sites and at weak 147

structures locations along the project road. The Ambient Noise Standards prescribed in the Noise pollution (Regulation and Control), Rules 2000 issued by the MOEFCC, GoI as well as WBG noise standards will be followed. Sound pressure levels would be monitored on a 24-hour basis. Noise should be recorded at “A” weighted frequency using a “slow time response mode” of the measuring instrument. Differences between IFC EHS and MOEFCC daytime and nighttime periods should be accounted for in establishing baseline noise levels prior to start of works. The CPCB standards are given in Appendix – 16.

432. Success of Re-vegetation: The project involves widening and up-gradation including construction of cross drainage structures hence these will require felling of trees. Such lost vegetation will be required to be replaced by compensatory plantation. As per policy of the State Government 10 trees have to be planted for each tree removed. These compensatory plantations will have to be monitored for 70 % survival rate after 3 years by the implementing agency. Such monitoring will be conducted through random samples. Such sampling should cover at least 5% of the area planted up.

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Table 67: Environmental Management Plan Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component A. DESIGN AND PRE-CONSTRUCTION STAGE I. Physical environment 1. Surface water - Disruptions to the - Maintain natural courses of rivers and streams EPC contractor PIU / CSC quality and natural hydrology - Identify temporary diversions required and quantity - Worsening of ensure that these are restored to their natural - Construction of erosion problems course as soon as possible culverts and - drainage structures to be properly designed to bridges. accommodate forecast discharges; - side drain waters must be discharged at every available stream crossing to minimize volume and prevent erosion at discharge point; - provide lined drainage structures; and - where an increased discharge of surface water endangers the stability of the water outlet, erosion protection measures such as bioengineering measures, ripraps, and check dams are incorporated - in areas with high water tables, seepage may occur, and side drains and up-slope catch drains must always be lined to avoid percolation - 2. Land - Permanent - Optimization of the centre line so that EPC contractor PIU / CSC degradation changes in the embankment raised on both sides; and pollution local-level - Temporary and permanent drainage systems - Road widening topography and to minimize soil erosion; and related appearance of - Optimum siting and control of quarries; and earthworks; the project site. - mechanized construction methods. - Collection, - Slope failure at - Minimize land take for development quarrying and quarry sites; - Optimize balance between cut and fill and use of stone, - Road side avoid deep cuts and high embankments to aggregates and instability due to minimize earthworks sand. stone collection; - Maximize reuse of spoils and old asphalt - Construction of - The construction paving material within the construction 149

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component sharp curves of sharp curve - Agree on spoils disposal sites, management may add to and rehabilitation plan with relevant local instability in agencies raised - Specify vegetation that serves specific embankment. bioengineering functions. - Aggregates will be sourced from licensed local quarries; - Sand will be taken from quarries or river beds after prior permission from competent authority; - every new quarry, borrow area, and spoils disposal site is subjected to a site-specific environmental investigation according to an approved plan; - new quarry and borrow areas must be left in a safe condition or restored to a productive land use; - borrow areas are not established in ecologically sensitive areas and should obtain necessary clearances; - villagers are consulted in regard to the design and location of all borrow areas – these should ensure the safety of local communities and, if possible, should incorporate beneficial post construction features for the villages; - borrow areas must be located away from the road and hill slopes as well as settlements facing the road, so as to minimize visual impacts. - Earth cut materials will be maximized for reuse in backfilling on the same rural road to minimize the quantities of borrow materials and spoil disposal.

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component II. Biological environment 3. Trees and - Loss of - Minimise removal of vegetation and width of Forest Dept./ PIU/CSC vegetation 1721trees road expansion along the existing alignment to PIU/EPC contractor - Clearing of existing in the the extent possible. vegetation from RoW - the road improvement works will adopt mostly natural Environmentally Friendly Road Construction habitat areas (EFRC) methods and should minimise for hill cutting environmental impacts and should assist in and other road maintaining, or repairing, forest cover; improvement - Mandatory compensatory afforestation works; program for plantation 17210 trees (@1:10) - Removal of within the project area where possible trees resulting in the improvement of road side green belt development. - The plantation under compensatory afforestation plan will be scheduled within 15 months of the construction works, as preparation of seedlings in the approved nursey will start with commencement of construction work for the project road

4. Ecologically - Siltation/pollution - Undertake pre-construction survey along the EPC contractor/ CSC PIU/ CSC important of waterbodies alignment to identify the section required for PIU areas Possible protection measures accordingly. - Location of the fragmentation project road is effects due to not within core/ increased traffic buffer zone of protected area. No major water body crossing and all water sources are in dry condition 151

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component

III. Social environment 5. Private land - Resettlement of - A separate resettlement plan is prepared to PIU/ LARR PIU/ LARR and buildings people; address these issues in compliance with Right implementation Monitoring - Road widening - Acquisition of to Fair Compensation and Transparency in Consultancy Consultancy 46.41 ha. of Land Acquisition, Rehabilitation and addition Resettlement Act, 2013 and ADB SPS 2009. agriculture land - Relocation of 296 nos. of structures including (15 Community property resources) CPR (No. of structures mentioned above are tentative). 6. Public - Temporary - Before construction commences a detailed EPC Contractor CSC / PIU property/ outages of public survey has to be carried out in order to list all infrastructure/ utility services utilities that will interfere with the road works; utility - Together with the respective owners of the structures utilities plans will be prepared how and when - Shifting of these utilities will be shifted before the works electric lines, commence. water pipes, - Access to adjacent properties and agricultural sewage lines, land will be maintained, as necessary. gas pipes and - Any damage to areas and infrastructure telecom lines outside the agreed work sites (Corridor of Impact assessed in project RP) will be restored to pre-construction conditions and will be subject to compensation at contractor cost and through written agreement with the land owner, as applicable. 7. Noise and - Increased noise - Prior to finalization of detailed engineering EPC Contractor CSC/PIU disturbance levels causing design, the following must be done:

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Operation of discomfort to - Survey of sensitive receptors (sensitivity, construction local residents, distance from edge of the proposed road, equipment and workers and local baseline noise levels) machinery, fauna - Consultation with affected persons on noise hauling of abatement measures (e.g. preference materials and for/location and design of noise barriers, blasting works reduction of speed limits, etc.) - Planning of location, duration of noise- generating activities and equipment, particularly along sensitive land uses - Use of noise reduction equipment; - Planning noise generating activities during daytime. 8. Vibration - Possible - Pre-construction survey and documentation of EPC Contractor CSC/PIU Operation of cosmetic damage structures to determine weak structures that vibration rollers to very sensitive need monitoring during construction during buildings construction - Temporary - The contractor shall obtain Consent from the EPC Contractor CSC/PIU 9. Air quality localized Tamil Nadu Pollution Control Board (TNPCB) - Crushers, Hot increase in levels for the establishment and operation of crusher, Mix Plants & of dust and air Batching plant and hot mix plant as per the Batching plants pollutants proceedings & guidelines laid down by the including SO2, TNPCB. NOx and HC 10. Health and - Construction - For all construction works comply with EPC Contractor PIU safety (H&S) activities causing Government of India rules and regulations for - Operation of health and safety the protection of workers. construction risks to workers - For all construction works undertake risk equipment and and communities. assessment and prepare H&S plan in machinery, accordance with IFC EHS Guidelines for hauling of clearance by CSC and PIU, considering materials and occupational and community H&S and blasting works including adherence to emergency preparedness and response plan with 153

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component communication systems and protocols to report an emergency situation. - In undertaking H&S risk assessment and planning adequate attention to be given to the risks associated with transportation/vehicles and with COVID-19 pandemic and other communicable viral diseases. - National restrictions for containing the spread of COVID-19 must be complied with and in developing the health and safety management plan Government of India (https://www.mygov.in/covid-19) and World Health Organization guidance (https://www.who.int/emergencies/diseases/no vel-coronavirus-2019/technical-guidance) should be followed. - Contractor to ensure adequate sanitation and welfare facilities including for hand washing and personal protective equipment are provided and to consider the ability of communities to comply with protective measures such as regular handwashing and for the local health care facilities capacity to deal with any infections. - Emergency preparedness and response plan to deal with situation should any construction worker or community member be diagnosed with COVID-19 during the course of the works. - Given the specialist nature of responding to COVID-19 public health officials/experts to be consulted in undertaking the risk assessment and management planning for COVID-19. - Contractor to conduct regular training (including refreshers) on occupational health

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component and safety for all construction workers including refreshers. To include training for PIU and all Contractor management and construction workers including subcontractors before commencement of works. - Contractor to conduct training of workers on emergency preparedness and response procedures in case of an occupational or community health and safety incident during construction works. B. CONSTRUCTION STAGE I. Physical environment 1. Air quality and - Temporary - Regular watering of road surfaces, exposed EPC Contractor CSC/PIU GHGs localized spoils - Operation of increase in levels - regular check-up and maintenance of construction of dust and air construction equipment; equipment and pollutants - idling of engines shall be strongly discouraged; machinery; including PM2.5, - mixing plants i.e. asphalt, concrete, and bricks, - Emissions from PM10, SO2, NOx, should be operated within the permissible brick, concrete CO, HC (Ambient limits of CPCB and IFC EHS, and located and asphalt Air quality away from settlements; plants; standards - the contractor will submit a dust suppression - Haulage and published in and control programme to the CSC prior to stockpiling of 2009) construction – this plan details actions to be materials; taken to minimize dust generation and identify - Controlled equipment to be used; earthworks. - vehicles delivering loose and fine materials should be covered with tarpaulin to reduce spills and speed limits should be imposed; - no unauthorized burning of C&D waste materials; - bitumen emulsion should be used wherever feasible; - bitumen heaters should be used, the use of firewood is prohibited 155

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - ambient air quality monitoring shall be done regularly at representative sensitive locations to ensure that all the emissions from construction activities are within CPCB and IFC EHS standards and therefore ensuring the effectiveness of mitigation measures taken. - 2. Surface water - Soil erosion and - maintain adequate vegetative cover above and EPC Contractor CSC/PIU quality and downstream below the road; quantity turbidity at bridge - maintain the natural course of water bodies - Use of surface locations (as much as possible) and avoid throwing water for - Soil erosion due debris, C&D spoils into water bodies; construction to changes in - chemicals and oils are stored in secure, and domestic natural drainage impermeable containers, and disposed of well use systems. away from surface waters; - Rehabilitation - Pollution due to - no vehicle cleaning activity is allowed within of existing use and 300 m of water bodies/ drains; bridges maintenance of - construction camps are equipped with sanitary - Use and construction latrines (septic tanks); maintenance of equipment; - the work on bridges and culverts is limited to construction - Pollution caused dry seasons, when many of the smaller equipment by labour camps streams will have low water - water diversion - Labour camps works can be minimised and the original course restored immediately after the work has been completed; - construction establishments such as construction camps, labor camps, asphalt/concrete mixing stations, stone crushing units should be located away from the water bodies. Domestic and sewage wastes from labor camps shall be treated with a sewage treatment system (septic tanks) to comply with the standards specified by CPCB and WBG before disposal. Testing of effluent has to be done in accordance with the rules

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component and regulations of CPCB and SCPB - drivers are made aware of diversions and other works at bridge construction site to avoid accidents; - all debris and vegetation, clogging culverts must be regularly cleared. - Prior to use of surface water by workers it has to be established the water quality meets the standards for drinking water. Also regular monitoring of the quality shall be done. 3. Ground water - Groundwater - Construction water requirement (avg. 300KLD EPC Contractor CSC/PIU quality and abstraction and and peak 500 KLD) will be met through local quantity potential impacts surface water sources and other canals in the - Operation of on local sources project area. Domestic water requirement (30 labour camps, - Pollution of KLD) for workers will also be met mainly temporary groundwater at through local streams construction sites where - Sewage generated at labour camps should be sites and process water or disposed of in an environmentally sound fuelling stations wastewater is manner. generated and - construction camps should be equipped with disposed of in an sanitary mobile toilets or toilets with improper treatment and disposal arrangement by means manner. of septic tank followed by soak pit that do not pollute groundwater; - Latrines should be located away and downstream of any source for drinking water in order to prevent contamination of drinking water sources. - Locations for fuelling and/or maintenance should be fitted with impervious flooring and a drainage system connected to an oil/water separator and settling tank to treat sewage before being discharged. - The layout of labour camps and construction sites should comply with the requirements in 157

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component appendix 8: Plant Management and appendix 9: Camp Site Management as given in the IEE. - If groundwater sources will be used for construction, it should be obtained from licensed sources. Domestic water requirement (30 KLD) for workers will also be met through approved sources only. Necessary permits will be obtained prior to water abstraction and only when there is no other viable option so as not to compete with local domestic demand. - Water abstraction will be included in monitoring. - 4. Land - Scarring of - Sites for quarrying, borrowing and disposal of Contractor CSC/PIU degradation/ landscape and spoils are to be confirmed according to the pollution potential applicable laws and regulations in the state - Road potholes in and the practices followed in recent/ongoing construction raised internationally funded road projects. through plain embankment; - Major excavation and earthworks should only terrain with - Dirty and be undertaken during the dry season; raised unattractive area - Embankment grades should not be too steep; embankment in due to presence - The existing vegetation on slopes outside the low laying area; of waste immediate area of construction must remain - Cutting and materials; undisturbed during construction and/or filling of low - Soil erosion upgrading; laying area for might lead to - Embankment raised slopes should be re- road clogging of side vegetated immediately after widening activities improvement drains, leading to - Bioengineering techniques will be used to works spill-over of prevent barren slopes and to stop soil erosion - Disposal of cut rainwater runoff; and to protect the animals from grazing soil, debris and - Improper animals; waste at restored - Support structures will be installed where improper abandoned slope failures are anticipated or may have locations quarry, borrow, occurred previously;

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Operation of and spoils areas - logging immediately above road should be quarry and can lead to soil restricted to reduce erosion/landslide potential; borrow areas erosion and - quarrying along road ROW should be vector borne restricted; diseases due to - Excavated material should be used in the stagnant water. construction works as much as possible, otherwise it has to be disposed of at proper disposal sites. The management of debris has to comply with the requirements in Appendix 10: Debris and Spoil Disposal Management. - Mitigation measures for quarry sites are: - Aggregates will be sourced from licensed operational quarry sites that comply with environmental and other applicable regulations on labour, dust suppression and the use of environmentally friendly quarrying techniques; - regular monitoring of the quarries by concerned authorities to ensure compliance with environmental management and monitoring measures; - Mitigation measures for borrow areas are: - Demarcation of the actual extent of area to be excavated; - borrow pit plant and machinery will conform to CPCB/SPCB and IFC EHS noise emission regulations; - protective gear will be provided to the workforce exposed to noise levels beyond threshold limits and there should be proper rotation of such personnel; and - all operation areas will be water sprinkled to control dust levels to national ambient air quality standards. - borrow areas are provided with gentle side slope that are re-vegetated and connected to 159

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component the nearest drainage channel to avoid the formation of cess pools during the rainy season: - To mitigate the impacts of possible fuel spills the following measures will be applied: - secondary containment around fuel tanks and at fuelling stations will be built; - oil and fuel spills, and other runoff from contaminated areas will be controlled; and - equipment and fuel depots will be placed in safe zones away from drinking water sources and canal and lake; - the project will provide an opportunity to assist the contractors in improving fuel handling practices so as to minimize future fuel spillage.

Other measures on land and C&D disposal: • Any temporary lands required for labour camps or any other sites required for the project shall be transferred back to the owner after the land has been restored to its original state before the completion of construction works. • Contractor has to collect baseline data on the quality of ambient air, ambient noise, soil, surface water and groundwater before establishing and after decommissioning the camps or sites. • excavated material shall be stockpiled and covered in such a way the soil will not erode away and should be used to widen the road or disposed of at proper disposal sites following spoil disposal management guidelines (Appendix 10). • Removal of bituminous wastes from

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component existing roads should not be disposed of in nearby water bodies, open spaces and parks and wastes should not be left unmanaged on the roadsides. • Bituminous material should be examined for PAH to establish if it can be recycled/ reused for road construction. If not, the bitumen shall be treated as hazardous waste and disposed of in pre-identified and approved disposal sites. • Any construction and demolition waste generated during the construction phase should be managed in accordance with the C&D Waste Management Rules, 2016. • As far as possible, demolition and construction waste should be segregated and recycled. • The unserviceable waste left after recycling should be dumped in pre- identified and approved pits as per Construction & Demolition Waste Management Rules. All required permissions shall be obtained from the concerned authorities before disposal of the debris. • cut slopes should be re-vegetated immediately after widening activities. • cut material should be disposed of in suitable depressions.

To mitigate the impacts of possible fuel spills the following measures will be applied: • secondary containment around fuel tanks large enough to hold the entire contents of 161

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component the tank and an additional ten percent and at fueling stations will be built; • oil and fuel spills, and other runoff from contaminated areas will be controlled; and • equipment and fuel depots will be placed in safe zones away from drinking water sources and riverbanks;

- Quarry, borrow, and spoils disposal sites must comply with the requirements in appendix 10- 12given in IEE report.

II. Biological environment 5. Trees and - Spread of • Avoid introduction of new invasive species to, EPC Contractor/ CSC/PIU vegetation invasive species and spread of existing invasive species within, - Clearing of by construction the project area, captured in an Invasive vegetation for vehicles and Species Management Plan, which, at the road machinery and minimum, shall include: improvement transport of earth - washing of vehicles, equipment and supplies works; and construction before entry to the Project area - Removal of material/debris - monitoring for invasive species; and 1721trees - Loss of - control/eradication of invasive species where 1721trees found - Loss of habitat - Cut only trees which are necessary. Ensure for bird fauna. that the vegetation is cleared as per terms - Fragmentation of and conditions of tree cutting permit habitat due to - Compliance with guidelines issued by the loss of vegetation Indian Road Congress cover - Immediately plant native grass and tree - Degradation of species on cut slopes to reduce erosion vegetation due to - Prohibit collection, sale or purchase of timber/firewood timber/firewood by staff and contractors, with collection heavy penalties applied - all wood building material for workers’ housing should be brought from outside the project

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component area; - workers should be supplied with non-wood fuels such as kerosene or liquefied petroleum gas for the duration of the contract; - Implement mandatory compensatory afforestation program to plant 17210 trees (@1:10) resulting in the improvement of tree cover in the area. - Re-vegetation of tree cut from road side; - 6. Ecologically - degradation of - Use only existing licensed quarries outside for EPC Contractor CSC/PIU/ FIU important aquatic habitat sourcing aggregates areas during - Avoid borrow pits in areas of Natural Habitat - Road widening construction from and within 200 m of waterways activities within sedimentation, - Only undertake earthworks during the dry the ROW dust, sewage, or season - Use of other - Train staff and contractors in good construction construction environmental practice, and prohibited equipment; waste along the activities - Presence of river - Ensure contractors supply all necessary food, labour camps - degradation of cooking fuel and appropriate housing - road habitat from - If any wild animal (except birds) comes within construction hydrological 100m from the construction site, construction activities; changes works must immediately stop and resume only - the cutting for - increase in after the wild animal has moved away. earthworks; animal and - The contractor will clearly brief the - quarrying, human conflicts construction workers on strict forestry rules on preparation and in area due to illegal harvesting of forest products, poaching transfer of road of wildlife and illegal fishing; stone chips. improvement - Train staff and contractors in good - Displacement of environmental practice, and prohibited species due to activities noise, presence - Employment agreements should specify heavy of machinery and penalties for illegal hunting, trapping and equipment and wildlife trading (per Wildlife Act 1972) – all 163

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component presence of other ancillary works should also agree not to construction participate in such activities; workers. - Contractor will ensure supply of all necessary - Injury and food items, cooking fuel and proper housing to mortality of fishes prevent illegal hunting and tree felling; due to - Strict anti-poaching surveillance measures underwater need to be implemented, especially during construction project construction phase. noise III. Social environment 7. Private land - Traffic may have - Financial compensation for loss of crops or EPC Contractor/ PIU/LARR and buildings to be diverted replacement of damaged structures. LARR Implementation Monitoring - Temporary across private - After completion of the construction works the Consultancy Consultancy road diversions land adjacent to used land will be reinstated to the state it had CSC the road. before commencement of the works. - Access to adjacent properties and agricultural land will be maintained, as necessary. - Any damage to areas and infrastructure outside the agreed work sites (Corridor of Impact assessed in project RP) will be restored to pre-construction conditions and will be subject to compensation at contractor cost and through written agreement with the land owner, as applicable. - 8. Public - Hinder and - Proper signs indicating the nature of the EPC Contractor CSC/PIU property/ nuisance for road hazard/activity envisaged; infrastructure/ users. - Contractor will ensure that information on the utility timing of works and notifications of road structures closure (if any) is provided via the local media - Traffic (radio, TV, newspaper etc.) or through the diversions and local community heads. temporary road closures 9. Noise and - extremely high - Installation of noise barriers; EPC Contractor CSC/PIU

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component disturbance sound levels - Provision of proper PPEs for on-site workers; - Operation of present real risk - In construction sites within 500 metres of a construction to the health of settlement, noisy operations should cease equipment and workers on- site; between 22:00 and 06:00 hrs machinery, - sensitive areas - To further minimize noise impacts near hauling of within 100 m the sensitive receptors (particularly schools), materials and roadways will be operation of excavator and other heavy blasting works affected machineries will be carried out mostly during temporarily; off-hours (10:30 am to 3.30 pm) and on - construction holidays (Saturday and Sundays) in noise will affect consultation with the community and relevant the most local authorities. communities - Regular maintenance of construction vehicles living close to the and machinery; construction zone - Noise generating equipment and construction machinery will be equipped with acoustic enclosures and/or mufflers; - Timely scheduling of construction activities and communication to affected receptors; - Use of noise barriers where necessary - Baseline noise will be established for all sensitive areas prior to construction - Follow up noise monitoring will be carried out during the construction 10. Vibration - Model study - Use of wave barriers where structures are EPC Contractor CSC/PIU - Operation of shows within 4.5m from the edge of the road; mainly vibration rollers buildings/structur overhead water storage tanks along the road during ground es within 4.5m alignment preparation from edge of the - Inform occupants of dwellings near the edge of road will have the road in a timely manner of the nature, major impact of duration and potential vibration effects of the vibrations; works - Model study shows sensitive receptors will 165

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component encounter moderate impact of vibrations due to construction equipment 11. Occupational - Increase in the - Contractor must control the construction site, EPC Contractor CSC/PIU health and potential for the keep it clean and provide facilities such as safety transmission of dust bins and collectors for the temporary - Housing of up diseases and storage of all waste; to 200 people illnesses; - The Contractor will be responsible for the safe for about three - Accidents and removal and/or storage of all waste in order to years with 1 incidents due to prevent environmental pollution of any type labour camp hazardous that may be harmful to people or animals; - Work in working - All personnel working at vulnerable site hazardous conditions locations will wear proper PPE like (but not conditions limited to) safety helmets, eye and ear protection and strong footwear; - Contractor must ensure that proper rescue equipment, fire extinguishers and first-aid equipment is available at all work locations at all times; - Contractor must submit and obtain approval for a health and safety plan prior to the commencement of work, provide adequate health care facilities and arrange pre- employment medical screening and treatment (if required) and periodic health checks thereafter for employed personnel; - support a public health education programme for workers and villagers covering road safety, malaria, hygiene, and sexually transmitted diseases with participation of the district health departments; - construction workers to be given medical check-up including checks for COVID-19

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component symptoms before being allowed on site; - provide PPE for workers in accordance with Building and other Construction Workers Act, 1996 requirement and Recommendation of Personal Protective Equipment According to Hazard in EHS Guidelines on OHS with additional PPE provided as needed for COVID-19 risks; - ensure employees are able to take time off sick without being penalized, including any self-isolation for COVID-19 that is required. - The used face mask for COVID-19 should be properly collected from the workers/ labours and same shall be handed over to the local body to dispose through Common Bio Medical Waste Treatment and Disposal Facility. 12. Community - Conflict between - the contractor should provide the construction EPC Contractor CSC/PIU health and community and camps with facilities such as health care safety migrant workers clinics, places of worship, and occasional - Presence of entertainment; labour camp - Contractor should maximize recruitment of local construction workers regardless of gender; - Contractor will ensure affected communities are pre-informed of emergency procedures included in the agreed community health and safety plan and as appropriate given proximity of residents to works included in their mock drills etc. - contractors staff and local communities will also be given awareness raising in COVID-19, HIV/AIDS, other communicable diseases, and sexual, exploitation, abuse and harassment with strict penalties (e.g. immediate removal from site) for any non-compliance of workers 167

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component to an agreed code of practice - display posters to promote handwashing and respiratory hygiene etc. - wherever possible, the contractor should not discriminate and should proactively encourage the employment of suitably skilled women on the project.

C. OPERATION STAGE I. Physical environment 1. Air quality and - Increased levels - Proper and regular maintenance of roads to EPC Contractor PIU GHGs of emission of minimize air pollution due to reanimation of - Increase in typical transport dust from the road traffic volume related pollutants - - Atmospheric (PM 2.5, PM10, dispersion CO, SO2 and modelling NOx) shows that the project is not likely to cause air pollution in concentrations exceeding the National Ambient Air Quality Standards of CPCB as well as World Bank EHS standards in the next 15 years. - 2. Surface water - Unexpected - Periodic surveillance to check on siltation of EPC Contractor PIU

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component quality and erosion and major water bodies due to the completed road quantity siltation in major works - Functionality of water bodies implemented mitigation measures

II. Biological environment 1. Trees and - low survival rate - Monitor the tree plantation of 17210 trees. . PIU/ PIU terrestrial of trees planted Take remedial measures to ensure 70% vegetation - Poor survivability rate after three years - Status of performance of - Check the effectiveness of additional habitat forests habitat improvement activities (additional tree improved under improvement plantation on river banks) and make the project to activities adjustments and revisions to improve achieve net effectiveness. gain of forests 2. Terrestrial - Displacement of - Periodic surveillance and maintenance works PIU/ PIU,FIU fauna species due to to ensure that the green belt along the road - Effectiveness noise from and measures for soil erosion are effective to of implemented normal traffic or control water pollution along river banks mitigation maintenance measures activities - Increased poaching from increased traffic through the area. - Mortality of individuals due to vehicle collision - Unforeseen human-animal conflicts

III. Social environment 169

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component 1. Noise - Unexpected - Constructing/instituting of additional noise EPC Contractor PIU - Increase in hindrance abatement measures such as noise barriers at traffic volume experienced by sensitive receptor locations sensitive receptors 2. Vibration - Nuisance - Periodic maintenance of pavement to EPC Contractor PIU - Road use by experienced by eliminate the discontinuities heavy trucks occupants of dwellings near the edge of the road 3. Community - Risk of accidents - Monitoring of road accidents to determine PIU/EPC Contractor PIU Health and due to increased whether improvement of road safety features Safety traffic is necessary - Improved road

CSC: Construction Supervision Consultant, EA: Executing Agency, CPCB: Central Pollution Control Board, EMP: Environment management Plan, EMOP: Environment Monitoring Plan, IRC: Indian Road Congress, CKIC: Chennai-Kanyakumari Industrial Corridor, MORTH: Ministry of Road Transport and Highways

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Table 68: Environmental Monitoring Plan (EMoP) Action Plan Responsible party Environmental in case Features / Parameters and Standards Location Frequency Duration criteria Stage exceeds the Implementation Supervision standards Air Quality and Noise Levels

Pre- • PM2.5, PM10, SO2, NOx, • Along the project Once prior to Continuou Include Contractor CSC, PIU construction CO, HC (Ambient Air quality road at different start of s 24 additional Through Stage standards published in zone as suggested construction hours/ or measures in approved 2009) by CSC for regular for 1 full the EMP monitoring • Leq - Noise levels on dB monitoring working agency (A) scale (MOEFCC Noise • At construction day Provide noise Rules, 2000(Ambient Noise camps, hot mix Noise day barriers Standards)) compared with plant and time and IFC EHS equipment yards noise locations night time Construction • PM2.5, PM10, SO2, NOx, • Wherever the Once in a Continuou Check and Contractor CSC, PIU Stage CO, HC (Ambient Air quality contractor decides quarter s 24 modify control Through standards published in to locate the Hot excluding hours/ or devices like approved 2009) mix plant monsoon for 1 full bag monitoring • Leq - Noise levels on dB • Along the project months for working filter/cyclones agency (A) scale (MOEFCC Noise road at different construction day of hot mix Rules, 2000(Ambient Noise zone as suggested period plant Standards)) compared with by CSC for regular IFC EHS monitoring Provide • At hot mix plant and additional equipment yards noise barriers

Operations • PM2.5, PM10, SO2, NOx, Along the project road Once in a Continuou - Contractor CSC, PIU Stage CO, HC (Ambient Air quality at different zone as quarter s 24 Through standards published in suggested by CSC for excluding hours/ or approved 2009) regular monitoring monsoon for 1 full monitoring • Leq - Noise levels on dB months for 2 working agency (A) scale (MOEFCC Noise years day Rules, 2000(Ambient Noise Standards)) compared with 171

Action Plan Responsible party Environmental in case Features / Parameters and Standards Location Frequency Duration criteria Stage exceeds the Implementation Supervision standards IFC EHS

Water Quality Construction pH, Temperature, DO, Oil & At identified locations Once in a - Check and Contractor CSC, PIU Stage Grease, Conductivity, TSS, specially surface quarter modify petrol Through TDS, Alkalinity, Total water. Periodic excluding interceptors, approved Hardness, Calcium, monitoring of monsoon Silt fencing monitoring Magnesium Chloride, groundwater near any month for devices. agency Phosphate, Sulphate, Nitrate, locations for fuelling. construction COD, BOD, Iron, Total period Coliform, Faecal Coliform, Salinity (Indian Standards for Inland Surface Waters (IS: 2296, 1982) and for Drinking Water (IS: 10500 - 2012)) pH, Temperature, At identified locations Once in a - Check and Contractor CSC, PIU Conductivity, TSS, TDS, quarter modify petrol Through Alkalinity, Total, Hardness, excluding interceptors, approved Calcium, Magnesium Chloride, monsoon for Silt fencing monitoring Phosphate, Sulphate, Nitrate, construction devices. agency Iron. (Indian Standards for period Inland Surface Waters (IS: 2296, 1982) and for Drinking Water (IS: 10500 – 2012)) Operation pH, Temperature, DO, Oil & At identified locations Once in a - Check and Contractor CSC, PIU Stage Grease, Conductivity, TSS, along the project road quarter modify petrol Through TDS, Alkalinity, Total excluding interceptors, approved Hardness, Calcium, monsoon for 2 Silt fencing monitoring Magnesium Chloride, years devices. agency Phosphate, Sulphate, Nitrate, COD, BOD, Iron, Total

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Action Plan Responsible party Environmental in case Features / Parameters and Standards Location Frequency Duration criteria Stage exceeds the Implementation Supervision standards Coliform, Faecal Coliform, Salinity ((Indian Standards for Inland Surface Waters (IS: 2296, 1982) and for Drinking Water (IS: 10500 - 2012)) pH, Temperature, At identified locations Once in a - Check and Contractor CSC, PIU Conductivity, TSS, TDS, along the project road quarter modify petrol Through Alkalinity, Total, Hardness, excluding interceptors, approved Calcium, Magnesium Chloride, monsoon for 2 Silt fencing monitoring Phosphate, Sulphate, Nitrate, years devices. agency Iron. (Indian Standards for Inland Surface Waters (IS: 2296, 1982) and for Drinking Water (IS: 10500 - 2012)) Soil Quality Construction Chemical properties including At identified locations Once in a - Check oil and Contractor CSC, PIU oil and grease and PAH in construction camp & quarter chemical Through plants and along the excluding spillage approved project road section monsoon monitoring months for agency construction period Operation Chemical properties including At identified locations Once in a - Check oil and Contractor CSC, PIU oil and grease along the project road quarter chemical Through excluding spillage approved monsoon monitoring months for 2 agency years Accidental and Health and Safety Construction No. of accidents or near miss All along the road and Once in 3 - Corrective EPC Contractor CSC, PIU involving workers. construction activities months measures 173

Action Plan Responsible party Environmental in case Features / Parameters and Standards Location Frequency Duration criteria Stage exceeds the Implementation Supervision standards areas Operation No. of accidents or near miss All along the road Once in 3 - Corrective EPC Contractor PIU involving workers. months measures excluding for 2 years Tree Plantation Operation Survival rate of plants All along the project 1 samples Once Corrective EPC contractor CSC/PIU, corridor (quadrants) for every year measures each km after monsoon for 3 years Note: PIU – Project Implementation Unit (of CKICP), CSC- Construction Supervision Consultant

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E. Institutional Requirements

433. The Highways and Minor Ports Department (TNHD) of Government of Tamil Nadu will be the Executing Agency (EA) for the project and the Implementing Agency (IA) will be the CKICP. A Project Implementation Unit (PIU) has been established within CKICP to implement the project. EA together with IA will be responsible for the implementation of the Project. The Project Director of PIU will be overall responsible for EMP implementation. The following key players are involved in EMP implementation during construction stage:

• TNHD as Project executing agency • CKICP-PIU as project PIU and its environmental wing; • Project Management Services (PMS) and Construction Supervision Consultants (CSC) and their representatives; and • Contractors.

434. The PIU is headed by a Project Director and supported by Chief Engineer and Superintending Engineer, and Engineering unit, Land Acquisition And Resettlement & Rehabilitation (LARR) unit, Environmental wing, and Audit/ Finance unit. The environment wing has an Environmental Cell and Forest Wing headed by an Environment Specialist and Assistant Conservator of Forests, respectively. The environmental wing is composed of Assistant Environment Specialist, Forest Ranger, and Foresters, along with support staff to conduct monitoring and provide support to the Field Implementation Units (FIU) to ensure the quality of EMP implementation. The PIU Environmental Wing shall be responsible for the review and final approval of Health and Safety Plans based on the latest guidelines issued by concerned government agencies as well as national and international best practices. The PIU will conduct at least quarterly site monitoring or more frequently as the need arises. The PIU with the support of the PMS of construction supervision consultants will review all environmental monitoring reports prepared by the contractor and the consultants. The PIU will ensure that semi-annual environmental monitoring reports are submitted within 3 calendar months from the end of the respective reporting period to ADB for disclosure on the ADB website. FIUs will have one nominated social and environmental safeguards focal who will be will be present on site on a day-to-day basis and shall ensure the reports submitted by the contractor and the construction supervision consultants are consistent with site conditions.

435. PMS team will include environment, health and safety (EHS) Specialist whose role will be to support the PIU in monitoring the implementation of environmental safeguards under the project. The CSC will have an Environmental Specialist (ES) in its team, and it will liaise with PIU environmental wing through the FIU to ensure that Contractor complies with the requirements of various environmental safeguard measures through supervision, monitoring and reporting on the same. Efforts must be made by the CSC to ensure that environmental mitigation and good-construction-practices are not only considered but actually implemented as integral component of each civil activity. It should be considered as day-to-day activity. Implementation of wildlife and environmental safeguard measures needs team effort and as such the Team Leader of CSC will delegate the responsibilities to each member of the supervision team with respect to their core responsibilities. The project should have a provision of Environmental Specialist within CSC to supervise implementation of safeguard measures. ES role would be more on advisory. He will assist the Team Leader of CSC on the following:

• Advise PIU through the FIU and PMS on preparing reports to ADB and other statutory bodies; • Preparing procedures for implementing EMP; 175

• Review Contractor’s Construction EMP (CEMP), traffic management plan and safety plan and recommend for its approval / improvements, to the Team Leader; • Provide training to FIU, PIU, CSC and Contractors’ staff on implementing environmental safeguard measures; • Advise on obtaining various statutory environmental clearances on time; • Conduct at least weekly field visits to examine environmental compliances and suggest corrective actions; and • Address any other issues as will be required to ensure environmental compliance.

436. The Environmental Expert within CSC will be responsible for monitoring implementation of the biodiversity conservation activities to be implemented by the contractor during project construction and until the end of the contractor’s defect liability period. He/she will conduct quarterly monitoring during project construction and provide inputs to the semi-annual environmental monitoring reports.

437. Besides, the Team Leader of CSC will nominate a senior engineer from the site office for being directly responsible for day-to-day supervision of implementation of stipulated safeguard measures, to ensure accountability. He will provide guidance to the field staff of CSC and Contractor for implementing each of the activities as per the EMP. He will be responsible for record keeping, providing instructions through the Engineer for corrective actions, ensuring compliance of various statutory and legislative requirements and assist Engineer for submitting reports to PIU. He will maintain a close co-ordination with the Contractor and PIU for successful implementation of the environmental safeguard measures.

438. An external monitoring agency will be engaged to conduct third party monitoring on implementation of environment safeguards and biodiversity related activities for the sensitive roads (SH191, SH63, and SH40-II).

439. Responsibilities of various agencies involved in the project implementation are described in following paragraphs.

440. Highways and Minor Ports Department (TNHD). As the executing agency TNHD’s responsibilities will mainly be focused on addressing national or state level environment safeguard issues and decisions concerning the projects. Specific responsibilities on environment safeguards at the executing agency level are:

• Ensure that all environment safeguard requirements as given in ADB SPS 2009, and applicable laws and rules under MOEFCC are being complied with during all stages of respective project under the loan.

441. Project Implementation Unit (PIU): TNHD CKICP will be the implementing agency for the project. A PIU within CKICP will be responsible for implementing environment safeguard requirements in accordance with the IEE and EMP at the project level whereas site level work will be monitored by Field Implementation Units (FIU). Specific responsibilities on environment safeguards of the PIU and FIUs are (both if not specified):

• Ensure timely recruitment and mobilization of the environmental specialist as well as health and safety officer under the CSC and the external monitor.

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• The PIU and FIUs will coordinate to ensure timely processing of forestry clearances, tree cutting permits, and other similar clearances and permits required for the project, primary responsibility per jurisdiction will fall on respective FIU. • FIU will coordinate with the Forestry Department on biodiversity monitoring and habitat improvement activities. • PIU will review the budgetary needs for complying with the Government’s and ADB’s requirements on environment safeguards and ensure the proposed budget is available. • Prepare forms, reports and all documents, etc. for processing of environmental, forestry and related clearances in a timely manner and submit them for further review and signing to the authorized officer in the respective executing agency office. • If any problems or long delays are encountered when processing the clearance documents, immediately alert the authorized officer at the executing agency level and seek ways resolve the problem at the soonest. • Ensure that all necessary regulatory clearances are obtained prior to commencing any civil work of the respective road section. • The PIU will ensure that the most recent version of the EMP (including biodiversity conservation measures) and EMOP which include required mitigation measures and monitoring requirements with defined Bill of Quantity (BOQ), forms part of contractor’s agreement. • Ensure that contractor have access to the IEE report including EMP, and EMOP. • The FIU will ensure that the Engineering Procurement and Construction (EPC) contractor updates the EMP, EMOP based on detailed design and prepare CEMP. • Ensure that contractor understand their responsibilities to mitigate environmental problems associated with their construction activities. • The FIU will ensure and monitor that all required permits, no objection certificates etc. are obtained by the contractor for establishment and operation of equipment and facilities as detailed in the IEE. • The FIU, with the support of the environmental Engineer of the contractor and CSC ensure that the contractor implements the EMP (including biodiversity conservation measures) and EMOP as given in the latest version of the IEE report. • In case of unanticipated environmental impacts during project implementation stage, with the support of CSC prepare and implement an updated EMP to account for such impacts after seeking concurrence from ADB. The updating shall be carried out after due consultation with the stakeholders and concerned government agencies. • In case during project implementation if the project needs to be redesigned or there are unanticipated environmental impacts, the PIU will immediately inform ADB and jointly agree on whether the IEE needs to be revised or whether only the EMP and/or EMOP needs to be revised. • Conduct regular (at least quarterly for PIU and at least weekly for FIUs) site visits to ensure that the contractor is complying with the EMP, EMOP and the CSC is conducting regular supervision and monitoring as outlined below in the next paragraph. • Ensure effective implementation of Grievance Redress Mechanism to address affected people’s concerns and complaints. • With the support of CSC and contractor, conduct public consultations during project construction to seek feedback of the local community people and ensure that the project is not having adverse impacts on them. 177

• The PIU, with the help of respective FIU, will review, verify and endorse the monthly, quarterly and semi-annual environmental monitoring reports submitted by the CSC and PMS. • The PIU, with the help of respective FIU, will review and endorse the semi-annual environmental monitoring reports submitted by the external monitor. • Once deemed satisfactory, the PIU will submit consolidated semi-annual environmental monitoring reports submitted by the PMS and external monitor to ADB and make these reports available for public disclosure. • The FIU will review and approve all environment safeguards related documents such as updated IEE, monitoring reports etc. prepared for project with recommendations and clarifications from the implementing agency where necessary. • The PIU will ensure timely endorsement and signing of key documents and forwarding to the respective agency such as those required for processing of wildlife clearance, forestry clearance etc. and disclosure on ADB website. • Take proactive and timely measures to address any environment safeguards related challenges at the national or state level such as delays in processing of clearances (during pre-construction stage), significant grievances (during construction stage). • The PIU will recruit an external monitor to conduct third party environmental monitoring for the project. • The PIU will submit all reports including consolidated semi-annual environmental monitoring report and external monitoring reports to ADB. • Safeguards focals of FIUs will inspect field work at field level.

442. Project Management Service (PMS): Project management support, including safeguards implementation, will be provided to the PIU by one of the construction supervision consultants (CSC-01). The project management service (PMS) team of CSC-01 will include environment, health and safety (EHS) expert and resettlement specialists whose role will be to support the PIU in monitoring the implementation of environmental and social safeguards under the project. Details of EHS related responsibilities of the PMS is provided below.

• Support the PIU in monitoring the implementation of environmental and social safeguards under the project; • Review and clear contractors’ Health and Safety Plans which shall include COVID19 measures and submit it to the PIU for further assessment and final approval; • Review the environmental monitoring reports submitted by the construction supervision consultants and the contractors; and • Consolidate the monitoring reports submitted by the CSCs into semi-annual environmental monitoring reports for submission to PIU for their review and endorsement for further submission to ADB.

443. Construction Supervision Consultant (CSC): The CSC will support the PIU to supervise and monitor environment safeguard requirements in accordance with the IEE, EMP, and EMOP. The CSC will include an environmental specialist. Details of environment safeguards related responsibilities of the CSC is provided below.

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• Conduct continuous check on the status of environment safeguards in relation to air, noise, water, soil, occupational health and safety, and ecological activities and mitigation measures. • Based on site visits (monthly) and monthly reports submitted by the contractor prepare monthly environmental monitoring reports for the review and approval of PIU. • Compile the monthly monitoring reports into semi-annual environmental monitoring reports and submitted and further submission to ADB for disclosure on the ADB website. • In coordination with PIU thorugh FIU, ensure that all necessary regulatory clearances are obtained prior to commencing any civil work of the respective road section. • Ensure that the EPC contractor updates the EMP and EMoP based on detailed design, prepares CEMP, and implements them properly. • Ensure that the EPC contractor updates the biodiversity components of the EMP and EMoP based on detailed design and implements them properly. • Ensure that the EPC contractor designs and constructs measures suggested in the road section in areas near to protected areas. • Review and approve environment related sub plans such as camp layout plan, traffic management plan, borrow area management plan, construction debris management plan etc. to be submitted by the contractor. • Provide technical guidance to the contractor to ensure they understand their responsibilities to mitigate environmental problems associated with their construction activities. • Provide training to FIU, PIU, CSC and Contractors’ staff on implementing environmental safeguard measures. • Ensure and monitor that all required permits, no objection certificates etc. are obtained by the contractor for establishment and operation of equipment and facilities as detailed in IEE. • In case of non-compliances with the EMP and EMOP prepare a corrective action plan and ensure it is implemented/ • In case during project implementation if the project needs to be redesigned or there are unanticipated environmental impacts immediately inform the PIU and provide recommendation on whether the IEE and EMP and EMOP needs to be revised. • Support the PIU to ensure effective implementation of Grievance Redress Mechanism to address affected people’s concerns and complaints. • Ensure regular consultations are taking place with affected communities and key stakeholders during construction as well as operation phases of the project. • Review and verify all environmental reports prepared by contractor. Based on site inspections and environmental reports from the contractors, prepare quarterly environmental monitoring reports for submission to the PIU. Consolidated quarterly reports into a semi-annual environmental monitoring report and submit it to the PIU.

444. External Monitor: The External Monitor will conduct third party monitoring of environment safeguard and biodiversity conservation activities. The following are a summary of the key responsibilities of the External Monitor.

• Review the IEE, EMP and Biodiversity Action Plans with the Biodiversity and Critical Habitat Assessment report to understand the background environmental and biodiversity issues of the project. 179

• Conduct third party monitoring of the implementation of the EMP, EMOP and biodiversity conservation activities by the contractor and supervisory activities of the CSC through quarterly site visits and review of environment safeguard and biodiversity conservation related documents maintained by the contractor, CSC and PIU. • Advise the PIU on the need for corrective actions if any. • The External Monitor must not be involved in the day to day implementation and supervision of environment safeguards and biodiversity conservation activities under the project. • Based on the observations from the site visits and review of documents and monitoring reports prepared by the contractor and CSC, prepare semi-annual reports for submission to the PIU and onward to ADB for disclosure on the ADB website.

445. ADB: ADB is responsible for the following:

• Review IEE report and disclose the draft and final reports on the ADB website as required; • Issue project’s approval based on IEE report; • Monitor implementation of the EMP through due diligence missions; • Provide assistance to the executing agency and implementing agency of project, if required, in carrying out its responsibilities and for building capacity for safeguard compliance; and • If necessary provide further guidance to the implementing agency on the format, content, and scope of semi-annual monitoring reports for submission to ADB.

446. Contractor. For ensuring that EMP is properly implemented, Contractor shall appoint a full time qualified and experienced Environmental Officer (EO) and a Health and Safety Officer (HSO) from the commencement to completion of the project. These experts will be recruited within 30 days of contract signing.

447. The responsibilities of EO&HSO of Contractor will include the following:

• Directly reporting to the Project Engineer of the Contractor; • Discussing various environmental issues and environmental mitigation, enhancement and monitoring actions with all concerned directly or indirectly; • Prepare Contractor’s Construction EMP (CEMP), traffic management plan, safety plan and other environmental subplans as part of their Work Program; • Ensure contractor’s compliance with the EMP stipulations and conditions of statutory bodies; • Assisting the project Engineer to ensure environmentally sound and safe construction practices; • Assisting the project Engineer to ensure the timely procurement of materials that are included in the Bill of Quantities relating to environmental mitigation and enhancement measures; • Conducting periodic environmental and safety training for contractor’s engineers, supervisors and workers; • Preparing a registers for material sources, labour, pollution monitoring results, public complaint and as may be directed by the Engineer;

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• Coordinate closely with the construction supervision consultants on climate and disaster risk adaptation measures; • Assisting the PIU on various environmental monitoring and control activities including pollution monitoring; • Preparing and submitting monthly reports to CSC on status of implementation safeguard measures; and • SHO will be responsible for H&S Plan preparation and implementation, with particular attention to COVID 19.

448. As mentioned above, there will be a need for capacity building of PIU on various environmental and social aspects of the project through various environmental training. Recently, there has been change of statutory requirements for these similar projects based on new EIA Notification. This has changed the landscape of legal and administrative framework for implementing the projects. Thus, there is a need for the PIU staff to updating the information and keeping abreast with the changing legal and administrative requirement, and requirements of various statutory permits and clearances. For successful implementation of EMP, it is essential to orient engineers of PIU, FIUs, CSC and Contractor who would be mobilized for this project. One day environmental orientation workshop will be organized by the PIU (with support from ADB TA consultant, if required) after most staff of the CSC and contractor has been mobilized.

F. Environmental Reporting System

449. The reporting system will operate linearly with the contractor who is at the ground level of the implementation system reporting to the CSC, who in turn shall report to the PIU and FIUs. All reporting by the contractor and CSC shall be on a monthly basis. The CSC will compile the monthly reports into quarterly reports and then semi-annual environmental monitoring reports and submit them to the PIU. The PIU shall be responsible for preparing targets for each of the identified EMP activities. The environmental specialist of the PMS will consolidate semi-annual monitoring reports submitted of CSCs into semi-annual environmental monitoring reports for submission to PIU for their review and endorsement for further submission to ADB.

450. The PIU will review and endorse the monthly and semi-annual environmental monitoring reports submitted by the PMS and CSC. The PIU through TNHW will forward the consolidated semi-annual environmental monitoring reports to ADB for disclosure on the ADB website during the project construction period. The PIU will compile and submit consolidated annual environmental monitoring reports to ADB during the project operation stage until the Project Completion Report (PCR) is finalized.

451. During the implementation period, a compliance report may include description of the items of EMP, which were not complied with by any of the responsible agencies. It would also report to the management about actions taken to enforce compliance. It may, however, be noted that certain items of the EMP might not be possibly complied with for a variety of reasons. The intention of the compliance report is not to suppress these issues but to bring out the circumstances and reasons for which compliance was not possible (such as jurisdictional issues). This would help in reinforcing the implementation of the EMP. Photographic records will also be established to provide useful environmental monitoring tools. A full record will be kept as part of normal contract monitoring. Reporting and Monitoring Systems for various stages of construction and related activities have been proposed to ensure timely and effective implementation of the EMP.

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452. A summary of the key environment safeguards activities and reporting system to be followed under the project is provided in the table 69 below.

Table 69: Environmental Reporting System Activity Responsibility Outputs Deliverable to ADB Period Appointment of Contractor Appointment letter Included in semi-annual At least 45 days Contractor submitted to PIU environmental before start of Environmental Focal through CSC monitoring report construction Person (EFP) Induction training of CSC Training materials Included in semi-annual At least 30 days contractors and training environmental before start of proceedings monitoring report construction On-site training and CSC Records of training Included in semi-annual Continuously as field level guidance and field level environmental needed during guidance provided monitoring report construction Monthly reporting Environmental self- Contractor Completed checklist Monthly after monitoring report submitted to CSC None commencement date and PIU Site inspection CSC, PIU, FIU Inspection report None Monthly after prepared for commencement date inclusion in monthly monitoring report Quarterly reporting Site inspection CSC Inspection report on CSC to submit to PIU Quarterly after findings of and ADB commencement biodiversity monitoring Site inspection External Inspection report None First inspection monitor submitted to PIU for within 3 months of review and commencement endorsement Semi-annual Semi-Annual CSC Consolidated PIU to further submit to No later than 3 Monitoring report monitoring reports ADB for disclosure on months after submitted to PIU for ADB website reporting period review and endorsement Consolidated Semi- PMS Consolidated PIU to further submit to No later than 3 annual monitoring monitoring reports ADB for disclosure on months after report submitted to PIU for ADB website reporting period. review and endorsement CSC: Construction Supervision Consultant; PIU: Project Implementation Unit

G. Environmental Management Budget

453. An environmental management budget 4,96,66,050 (Indian Rupees Four Crore Ninety Six Lakh Sixty Six Thousand and Fifty only) (USD 0.66 million ) has been estimated for implementation of the environmental management plan. This budget also includes cost of environmental monitoring and associated trainings. A detail of environmental management budget is given in Table 70.

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Table 70: Environmental Management Cost Estimate * SL. ITEM DESCRIPTION QUANTITY UNIT RATE (Rs.) AMOUNT (Rs.) RESPONSIBILITY No. A. Tree cutting and Compensatory Afforestation Plantation

A.1 Payment of tree Compensation for plantation of 17210 trees Compensatory A.1.1 Afforestation/Plantation (Covered under PIU through EPC Contractor regulatory clearance, Engineering cost) 17210 No. 2,400 41,304,000

B. Environmental Monitoring Ambient air quality monitoring during pre- B.1 construction, construction and operations 45 No. 8,000 360,000 phases Ambient noise level monitoring during pre- B.2 construction, construction and operations 35 No. 3,000 105,000 phases Water quality monitoring of surface water B.3 24 No. 6,000 144,000 during construction and operations phases Water quality monitoring of drinking water B.4 (Groundwater) during construction and 12 No. 5,000 60,000 operations phases Soil quality monitoring during construction and B.5 43 No. 6,000 258,000 operations phases B.6 Monitoring survival rate of plantation 8 No. 20,000 160,000 Sub-Total(B) 1,087,000 Enhancement of environmental improvement in the project alignment as directed by project C. Contractor through BOQ authority including the following items C.1 Oil Interception 1 No 10,000 10,000 Rainwater harvesting cum recharge pits @1 C.2 28 Rm. 50,000 1,400,000 structure per Km Silt fencing 500 Rm. 2,000 10,000,000 183

C.3 Landscaping at major junctions 15 No 100,000 1,500,000 C.4 Septic tank with soak pit 2 No 200,000 400,000 Sub-Total(C) 4,310,000 D. Environmental Training D.1 Training at site as mentioned in IEE report. 2 Lumpsum 300,000 600,000 PIU through CSC

Total (A+B+C+D) 47,301,000 Addl 5% towards misc and 2365050 escalation Grand Total 49,666,050

* Cost estimate is preliminary based on the current unit rates. Therefore, this estimate is tentative only.

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X. CONCLUSIONS AND RECOMMENDATIONS

454. The project proposed for the improvement is classified as environment Category B project as per ADB SPS requirements. As per GOI requirements state highway road do not fall in the purview of EIA Notification 2006 of MOEFCC, therefore as per GOI norms environmental clearance is not required for this project. For ADB the categorization has been done based on environmental screening and assessment of likely impacts. While the environmental assessment ascertains that it is unlikely to cause any major significant environmental impacts, some impacts were identified attributable to the proposed project, all of which are localized and temporary in nature and easy to mitigate.

455. Road widening will be confined within the available RoW with minimum additional land acquisition. There is no presence sensitive environmental issue like wildlife sanctuary, national park, bio reserve, along the project road alignment and most of water body crossed by the road are non-perennial in nature.

456. The road section does not passes through any protected area, wildlife sanctuary, national park. There are no ecologically sensitive areas along the project road neither there are any archaeological/protected monument located in the vicinity of project corridor. The project road passes through Social forestry plantation from km 40+200 to km 40+500. The land use pattern around the proposed alignment is predominantly agricultural except in patches of section where land use predominantly mix of built-up and agriculture land.

457. The potentialadverse impacts of the road sections upgrading are:

• Impacts on surrounding area due to tree cutting (1721) for the proposed widening; • Impacts due to conversion of about 46.41 hectare of land for road widening purpose; • Temporary impact on land and air environment due to locating construction camp; • Temporary impact on land, air and water environment due to establishing and operating construction plants (Hot Mix Plant and Diesel Generator [DG] sets); • Impacts on trees due to removal on section of road with realignment and proposed bypass; • Impact on air quality, water quality, drainage, road users due to construction activities of project road; • Impact on land and water environment due to improper disposal waste water and improper disposal of solid waste generated from camps and construction activities; • Impact on occupational health and safety due to all on-site and off-site construction works, and • Induced cumulative impact on noise levels and air quality due to increase in traffic

458. Measures such as use of EFRC i.e. slope protection measures are proposed to minimize the impacts of slope instability, compensatory afforestation @ 1:10 ratio, engineering alternatives to limit impacts on environment etc. are proposed to minimize the potential impacts.

459. Besides, series of mitigation measures have been proposed that are described in the IEE Report and addressed comprehensively in the environmental management plan. These include use of spoil disposal areas to minimize destruction of land forms along the alignment, proper sizing of hydraulic structures to assure adequate capacity and prevent destruction of adjacent 185 land, provision of sign boards and noise barriers at sensitive receptor’s locations, identification of vulnerable community infrastructure that must be preserved or replaced under construction contracts, identification of sensitive receptors and consultation of affected persons prior to finalization of road design to incorporate noise abatement measures, limits on location and access of workers and other provisions regarding construction to assure minimum impact, and other basic provisions on air pollution control, noise control, waste management as found in the EMP. All the above observations and mitigation measures will be included in the tender documents for contract works and the final contract agreement.

460. Application of these measures in parallel with MoRTH environmentally friendly road construction practices will reduce significantly any potential environmental impact. Impacts remaining on the physical environment (air and water pollution) are temporary and often occur away from the presence of people.

461. A systematic approach for surveillance and monitoring is provided by means of a management framework, and monitoring and reporting protocol. In general, the projects received good support from local people. The local people appreciated that besides providing an all-weather efficient connectivity to large rural populations and improving the traffic scenario in the region, it will bear out several other socio-economic positive benefits. Follow-up public consultation is intended to provide future input to the identification of environmental impact during the construction phase as well as a grievance redress mechanism for project affected persons. The EMP is a living document and the same will be revised if necessary during project implementation or if there is any change in the project design and with approval of ADB during the construction period. The environmental mitigation measures are itemized in the EMP and the PIU shall ensure that EMP and EMoP are included in Bill of Quantity (BOQ) and forms part of bid document and civil works contracts for each package.

462. Before the start of civil works for the any section of the project road, the project proponent (TNHD, PIU- EPC Contractor-ADB) must obtain necessary clearances / permits from statutory authorities.

463. Environmental benefits of the proposed road improvement and long-term project objectives far outweigh the manageable and temporary negative impacts that will arise during project construction and any residual or induced impacts during project operation phase. Provided the EMP is properly implemented there will be no significant negative impacts arising from the project.

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APPENDICES

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Appendix 1: ADB’s Rapid Environmental Assessment (REA) Checklist

INDIA: CHENNAI – KANYAKUMARI INDUSTRIAL CORRIDOR PROJECT (CKICP) Upgrading Mohanur - Namkkal - Senthmangalam - Rasipuram road (SH-95) Country/Project Title:

Sector Division: SARD - SATC

Screening Questions Yes No Remarks A. PROJECT SITING The proposed subproject road Mohanur -Namakkal- Is the project area adjacent to or within any of Rasipuram Road (SH-95)) is not located in any the following environmentally sensitive areas? X environmentally sensitive/ protected areas.

▪ Cultural heritage site X No cultural heritage site is located within the road RoW..

▪ Protected Area X There is no protected area (National Park, Wildlife Sanctuary, Reserved Forest, Biosphere Reserve, Wetland) within the RoW of project road. Road from km 40+200 to km 40+500 passes through revenue forest in hilly section. Forest clearance must be obtained from forest department prior construction work starts. ▪ Wetland X

▪ Mangrove X

▪ Estuarine X

▪ Buffer zone of protected area X The project road is not located within 10km core/ buffer zone of any protected area. ▪ Special area for protecting biodiversity X

B. POTENTIAL ENVIRONMENTAL IMPACTS Will the project cause…

▪ encroachment on historical/cultural areas; X No encroachment of historical places. Disfiguration of disfiguration of landscape by road landscape is not envisaged since it is embankments, cuts, fills, and quarries? expansion/reconstruction of existing alignment. Cut and fills are required only to improve the vertical profile of the road. Most of the construction materials would be available from existing quarries nearby, relatively few new borrow areas will be required, two borrow area/gravel quarry, one aggregate quarry is identified within the vicinity of project road. ▪ encroachment on precious ecology (e.g. X There is no protected area (National Park, Wildlife sensitive or protected areas)? Sanctuary, Reserved Forest, Biosphere Reserve, Wetland) within the RoW of project road. ▪ alteration of surface water hydrology of X Water Bodies such as village ponds and lake are present waterways crossed by roads, resulting in along the project road. None of them are impacted due increased sediment in streams affected by to the project road as every measure has been taken in increased soil erosion at construction site? design to avoid the impact on these water bodies.

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Screening Questions Yes No Remarks ▪ deterioration of surface water quality due to X During construction period suitable mitigation measures silt runoff and sanitary wastes from worker- will be required to control the silt runoff. based camps and chemicals used in construction? Adequate Sanitary facilities and drainage in the workers camps will help to avoid this possibility. As the construction activity in this project will not contain any harmful ingredients, no impact on surface water quality is anticipated. ▪ increased local air pollution due to rock X With appropriate mitigation measures and use of most crushing, cutting and filling works, and modern environment friendly equipments/machineries chemicals from asphalt processing? air pollution shall be reduced to permissible levels.

▪ risks and vulnerabilities related to X Possible. With appropriate mitigation measures such occupational health and safety due to risks would be minimized. physical, chemical, biological, and radiological hazards during project construction and operation during project construction and operation?

▪ noise and vibration due to blasting and X No Blasting is involved. No significant noise generation other civil works? is expected during construction activities except normal construction equipment operational noise. These noise levels will be impulsive in nature and its impact will be confined within few meters of either side of the road. ▪ dislocation or involuntary resettlement of X Likely. A Resettlement Plan will be prepared, and people? compensation shall be paid as per approved entitlement matrix. ▪ dislocation and compulsory resettlement of X Likely. A Resettlement Plan will be prepared, and people living in right-of-way? compensation shall be paid as per approved entitlement matrix. ▪ disproportionate impacts on the poor, X No such impact is anticipated. women and children, Indigenous Peoples or other vulnerable groups?

▪ other social concerns relating to X Imposing of appropriate mitigation measures in contract inconveniences in living conditions in the agreement to keep the air pollution within permissible project areas that may trigger cases of levels will keep a check on this problem. upper respiratory problems and stress?

▪ hazardous driving conditions where X To minimized the impact suitable traffic management construction interferes with pre-existing plan will be required roads?

▪ poor sanitation and solid waste disposal in X Proper provisions for sanitation, health care and solid construction camps and work sites, and waste disposal facilities will be available in the contract possible transmission of communicable documents to avoid such possibility. diseases (such as STI's and HIV/AIDS) from workers to local populations? Workers will be made aware about communicable diseases ▪ creation of temporary breeding habitats for X diseases such as those transmitted by mosquitoes and rodents?

▪ accident risks associated with increased X Adoption of suitable traffic signage system at sensitive vehicular traffic, leading to accidental spills places will reduce such possibility. of toxic materials?

▪ increased noise and air pollution resulting X Due to improvement in Riding Quality & Comfort in from traffic volume? driving due to unidirectional traffic such pollution will be reduced. Mitigation measures along with monitoring plan will be required

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Screening Questions Yes No Remarks ▪ increased risk of water pollution from oil, X Controlled construction activities and proper drainage grease and fuel spills, and other materials system will reduce this possibility. from vehicles using the road?

▪ social conflicts if workers from other X Not anticipated. Local labours would be hired to the regions or countries are hired? extent possible.

▪ large population influx during project X Possible. construction and operation that causes increased burden on social infrastructure and services (such as water supply and sanitation systems)?

▪ risks to community health and safety due to X Possible. EMP shall be followed to minimize this risk. the transport, storage, and use and/or disposal of materials such as explosives, fuel and other chemicals during construction and operation?

▪ community safety risks due to both X Impact is anticipated, and measures will be considered accidental and natural causes, especially in preparation of detailed Traffic Control Plans prepared where the structural elements or prior to commencement of works on any section of road. components of the project are accessible to members of the affected community or The Contractor will provide safe and convenient where their failure could result in injury to passage for vehicles, pedestrians and livestock to and the community throughout project from side roads and property accesses connecting the construction, operation and project road. decommissioning.

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A Checklist for Preliminary Climate Risk Screening Country/Project Title: INDIA: CHENNAI – KANYAKUMARI INDUSTRIAL CORRIDOR PROJECT (Mohanur - Namakkal - Rasipuram Road (SH-95)) Sector : Transport Subsector: Roads and Highways Division/Department: SATC Screening Questions Score Remarks1

Location and Is siting and/or routing of the project 1 Small portion of the road from km 40+200 to km Design of (or its components) likely to be 40+500 passes through hills. The upgradation project affected by climate conditions of road will not have any impact on extreme including extreme weather related weather-related events. events such as floods, droughts, storms, landslides? Would the project design (e.g. the 1 Hydrological surveys have been done at all the clearance for bridges) need to major and minor river crossings with a view to consider any hydro-meteorological obtain the Cross section of the rivers/streams at parameters (e.g., sea-level, peak the centre line of the road and up to a river flow, reliable water level, peak reasonable distance at upstream and wind speed etc.)? downstream. The Highest Recorded Flood Levels (HFL) has been obtained from existing flood marks or ascertained from local enquiry with local knowledgeable persons. Materials and Would weather, current and likely 0 The climate of the project influence area is Maintenance future climate conditions (e.g. tropical, with distinct wet and dry seasons. prevailing humidity level, temperature Project influence area falls in megathermic to contrast between hot summer days strong hyperthermic zone as per temperature and cold winter days, exposure to distribution map of Tamil Nadu State. The wind and humidity hydro- maximum, minimum and average annual meteorological parameters likely temperature for the project district during the affect the selection of project inputs (1971 -2000) is 28.03 °C, 17.82 °C and 22.93 over the life of project outputs (e.g. °C respectively. construction material)? The highest humidity recorded in the month of October which is 81.1% and the lowest humidity recorded in the month of March, which is 52.41% Tamil Nadu state is the only part of the country that receives rainfall during winter months. The average rainfall at Namakkal district for a period of 2014-18 works out to 640.2 mm, which is lower than the State average of 943 mm. The long-term average rainfall for Namakkal is 776 mm. The project design coincidentally addresses the risk of accelerated rutting as maintenance contract requires asphalt overlay. Would weather, current and likely 1 The warmest predicted average monthly future climate conditions, and related temperature of about 45°C may increase the extreme events likely affect the frequency of road repair due to rutting. maintenance (scheduling and cost) of However, this is minimal as this temperature is project output(s) ? only breached during the month of May and June. Further, asphalt overlay maintenance requirement to concessionaires ensure continued good road quality. Performance Would weather/climate conditions, 0 The predicted increase in temperature is at of project and related extreme events likely levels that may cause rutting but not at a scale outputs affect the performance (e.g. annual that can jeopardize the achieving the project power production) of project output(s) objective of providing safe and efficient (e.g. hydro-power generation transport.

1 If possible, provide details on the sensitivity of project components to climate conditions, such as how climate parameters are considered in design standards for infrastructure components, how changes in key climate parameters and sea level might affect the siting/routing of project, the selection of construction material and/or scheduling, performances and/or the maintenance cost/scheduling of project outputs.

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facilities) throughout their design life time? Options for answers and corresponding score are provided below: Response Score Not Likely 0 Likely 1 Very Likely 2 Responses when added that provide a score of 0 will be considered low risk project. If adding all responses will result to a score of 1-4 and that no score of 2 was given to any single response, the project will be assigned a medium risk category. A total score of 5 or more (which include providing a score of 1 in all responses) or a 2 in any single response, will be categorized as high risk project.

Result of Initial Screening (Low, Medium, High): Medium Other Comments:______Prepared by: ______

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Appendix 2: Locations of Borrow and Quarries area for the Project Road

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Appendix 3: Baseline Environmental Parameter Monitoring Results

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Environmental Baseline Parameters Monitoring Location Details

Mohanur-Namakkal-Senthamangalam Rasipuram Road SH-95 Two sampling stations were set up for monitoring ambient air quality within the study area. The locations of the monitoring stations were selected so as to accord an overall idea of the ambient air quality scenario in the study area. Logistic considerations such as accessibility, security, and availability of reliable power supply etc. were considered while finalizing the locations of such stations. The locations of the ambient air quality monitoring stations in the study area are given in Table.

Table 1 Details of Ambient Air Quality Monitoring Stations S.No. Road No Station Location Coordinates Land Use Senthamangalam 1 SH-95 AAQ1 11°16'46.3"N Residential Area 78°14'06.1"E 2 SH-95 AAQ2 Rasi Educational Institutions 11°26'45.2"N Residential Area 78°12'21.0"E

AAQ1- Senthamangalam

(11°16'46.3"N 78°14'06.1"E)

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AAQ2- Rasi Educational Institutions

(11°26'45.2"N 78°12'21.0"E)

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Table 2 Details of Ambient Noise Level Monitoring Locations Mohanur-Namakkal-Senthamangalam Rasipuram Road SH-95

S.No. Road No Station Location Coordinates Land Use 11 17'24.2"N 1 SH-95 NL1 Gandhipuram ° Residential Area 78°14'13.4"E 11 16'46.3"N 2 SH-95 NL2 Senthamangalam ° Residential Area 78°14'06.1"E 11 25'37.8"N 3 SH-95 NL3 Bodinayakanpatty ° Residential Area 78°12'47.6"E 11 26'45.2"N 4 SH-95 NL4 Rasi Educational Institutions ° Residential Area 78°12'21.0"E

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NL-1 Gandhipuram (11°17'24.2"N 78°14'13.4"E)

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NL2- Senthamangalam

(11°16'46.3"N 78°14'06.1"E)

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NL4- Rasi Educational Institutions

(11°26'45.2"N 78°12'21.0"E)

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NL3- Bodinayakanpatty

(11°25'37.8"N 78°12'47.6"E)

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Table 3 Details of Ground Water & Surface Water Locations Mohanur-Namakkal-Senthamangalam Rasipuram Road SH-95

S.No. Road No Station Location Coordinates Sources 1 SH-95 GW-1 Kulathupalayam 11°07'34.4"N Hand Pumb 78°10'01.8"E 2 SH-95 SW-1 Mohanur 11°03'24.6"N Pond Water 78°07'54.6"E

GW1- Kulathupalayam (11°07'34.4"N 78°10'01.8"E)

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SW1- Mohanur (11°03'24.6"N 78°07'54.6"E)

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Appendix 4: Comparison of World Bank and GoI Ambient Air Quality Standards A comparison between the ambient air quality requirements between the World Bank (WB) Environment, Health and Safety (EHS) guidelines and the National Ambient Air Quality standards (NAAQS) under the Air (Prevention and Control of Pollution) Act, 1981 of GOI as given in table below shows that the NAAQS has requirements on three more parameters (Pb, Co and NH3) in comparison to the WB EHS. The NAAQS has differentiated standards for two types of areas: i) industrial, residential, rural and other areas and ii) ecologically sensitive areas. The WB EHS has guidelines values which are the required standards but allows for gradual compliance to the guideline values through staged interim targets. Most WB EHS guideline requirements are more stringent than NAAQS except for the NOx one year average in ecologically sensitive areas where the NAAQS requirements are more stringent.

Table 1: Ambient Air Quality standards of WB EHS Vs. the GOI NAAQS Ambient Air Averaging WB Guideline Value GOI Standards for GoI Ecologically Quality Period Industrial, Sensitive Area Parameter Residential, Rural (notified by Central and Other Areas Government) Sulfur dioxide 24-hr 125 (Interim target 1) 3 (SO2) (ug/m ) 50 (Interim target 2) 20 (guideline) 80 80 10 min 500 (guideline) Annual None 50 20 Nitrogen 1 Year 40 (guideline) 40 30 dioxide (NO2) 24 Hour None 80 80 (ug/m3) 1 Hour 200 (guideline) PM10 1 Year 70 (Interim target 1) 3 (ug/m ) 50 (Interim target 2) 30 (Interim target 3) 20 (guideline) 60 60 24-hr 150 (Interim target 1) 100 (Interim target 2) 75 (Interim target 3) 50 (guideline) 100 100 3 PM2.5 (ug/m ) 1 year 35 (Interim target 1) 25 (Interim target 2) 15 (Interim target 3) 10 (guideline) 40 40 24-Hour 75 (Interim target 1) 50 (Interim target 2) 37.5 (Interim target 3) 25 (guideline) 60 60 Ozone (O3) 8-hr daily max 160 (Interim target 1) (ug/m3) 100 (guideline) 100 100 Lead (Pb) Annual 0.5 0.5 µg/m3) 24 hours 1.0 1.0 Carbon 8 hours 2000 2000 Monoxide (CO) µg/m3 1 hour 4000 4000 Ammonia Annual 100 100 3 (NH3) µ/m 24 hours 400 400

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National Ambient Air Quality Standards (MOEFCC, 2009)

Concentration in Ambient air (g/m3) Time Weighted Industrial, Pollutant Ecologically Average Residential, Rural Sensitive Areas and Other Areas Annual Average* 50 20 Sulphur Dioxide (SO2) 24 hr** 80 80 Annual Average * 40 30 Oxides of Nitrogen (as NO2) 24 hr** 80 80 Particulate Matter: PM10 (<10 μm Annual Average * 60 60 ) 24 hr** 100 100 Particulate Matter: PM2.5 (<2.5 Annual Average * 40 40 μm) 24 hr** 60 60 Annual Average * 0.5 0.5 Lead 24 hr** 1.0 1.0 8 hr 2.0 2.0 Carbon monoxide mg/m3 1 hr 4.0 4.0 * Annual Arithmetic mean of minimum 104 measurement in a year taken for a week 24 hourly at uniform interval. ** 24 hourly or 8 hourly or 1 hourly monitored values should meet 98 percent of the time in a year Source: MoEF notification Central Pollution Control Board (1997) National Ambient Air Quality Monitoring Series, NAQMS/a/1996-97.

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Appendix 5: Tree inventory within Formation Width of the project road

List of Flora with IUCN Red List Status S Common Vernacular No Name(English) Name(Tamil) Botanical Name IUCN Status 1 Neem Vembu Azadirachta indica Not Assessed 2 Palm Panei Borassus flabellifer Not Assessed 3 Tamrind Puli Tamarindus indica Not Assessed 4 Dyers’s oleander Palamaram Wrightia tinctoria Not Assessed White barked 5 Acacia velvelam Acacia leucophloea Not Assessed 6 Babul Karuvelam Acacia nilotica Not Assessed 7 Bael tree Vilma Aegle marmelos Not Assessed 8 Banyan tree Alamaram Ficus benghalensis Not Assessed 9 Ber llanthei Zizyphus jujube Not Assessed Peltophorum 10 Copperpod Perunkonrai pterocarpum Not Assessed 11 Drumstick tree Murungai Moringa oleifera Not Assessed Thanga mohar, 12 Gulmohar Vadanaranyana Delonix regia Least Concern Millingtonia 13 Indian Cork tree Maramalli, hortensis Not Assessed 14 Jamun Naaval Pazham Syzygium cumini Not Assessed 15 Pongamia Pungai Pongamia pinnata Least Concern 16 Prosopis velikathan, vanini Prosopis juliflora Not Assessed 17 Custard apple Seetha pazham Annona squamosa Not Assessed 18 Curryleaf Kadi Patta Murraya koenigii Not Assessed 19 Coconut Thengai Cocos nucifera Not Assessed 20 Pomagranate maadulampazham Punica granatum Least Concern Kallimandarai,chembaka 21 Temple tree maram Plumeria rubra Not Assessed Tabernaemontana 22 Creape Jasmine Nandiar vattai divaricata Not Assessed Balsamodendron 23 Hill Mango Kiluvai caudatum Not Assessed 24 White Gulmohar Vadana Delonix elata Least Concern 25 Black Wattle Oonzi Acacia mearnsii Not Assessed 26 wild almond tree Pee maram Sterculia foetida Not Assessed 27 Indian Elm Aya maram Not Assessed Not Assessed 28 Bahunia chemmonadarei Bahunia sp Not Assessed Cherry maram, Ten Muntingia 29 Singapore Cherry pazham calabura Not Assessed 30 Three leaved caper Mavalikaya Crataeva religiosa Not Assessed 31 Indian Siris Vaakai Acacia lebbek Not Assessed 32 Badam Badam Terminalia catappa Not Assessed Limonia 33 Wood apple velamaram elaphantum Not Assessed 34 Indian licorice Kunnimaram Abrus precatorius Not Assessed

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S Common Vernacular No Name(English) Name(Tamil) Botanical Name IUCN Status Madras Thorn,Sweet Pithecellobium 35 tamarind kodukkappuli dulce Not Assessed Quadrangular- 36 Chaste Tree Nochi maram Vetex Negundo Not Assessed 37 Soundal Soundal Soundal Not Assessed Lannea 38 Thingam Udaya maram coromandelica Not Assessed 39 Hairy Sterculia Vakkana maram Sterculia villosa Not Assessed 40 Silpa maram Silpa maram Silpa maram Not Assessed 41 Teak Thekku Tectona grandis Not Assessed 42 Oleander Arali Nerium indicum Not Assessed 43 Peepal Arasu Maram Ficus religiosa Not Assessed 44 Indian Mulberry Nona maram Morinda citrifolia Not Assessed Headache tree, Spinous fire brand Premana 45 teak Minnamaram serratifolia Not Assessed 46 Mahuva Iluppei Maram Madhuca longifolia Not Assessed 47 Indian Laurel Fig Icchi Maram Ficus microcarpa Not Assessed Pterocarpus 48 Kino Tree Venkai marsupium Vulnerable 49 udippu maram udippu maram Eriolaena candollei Not Assessed 50 kaaramullu kaaramullu Solanum indicum Not Assessed 51 Bastard Cedar mala veppu Chukrasia velutina Not Assessed 52 poolam chedy poolam chedy poolam chedy Not Assessed Caesalpinia 53 American Sumac kona puliyanka coriaria Not Assessed 54 Silk cottom Illavam panju Ceiba pentandra Not Assessed 55 Mango Mamaram Mangifera indica Data Deficient 56 Rain tree Mazhai-maram Samanea saman Not Assessed 57 Ashoka tree Asoka Saraca asoca Vulnerable 58 Goldenshower Konnai Cassia fistula Not Assessed 59 Karunkali Karunkali Karunkali Not Assessed 60 Guava Koyya Psidium guajava Not Assessed 61 Star gooseberry Aru Nelli Cicca acida Not Assessed Hispaniolan Rosy 62 Trumpet Tree Trumpet Tree Tabebuia berteroi Not Assessed 63 Ancole Fruit-Plant Alinji maram Alangium lamarckii Not Assessed 64 Kara maram Kara maram Kara maram Not Assessed 65 Kileri maram Kileri maram Kileri maram Not Assessed Eucalyptus 66 Eucalyptus Nilgiri tereticornis Not Assessed Phyllanthus 67 Goose-Berry Nelli emblica Not Assessed 68 Flame of the Forest Poovarasu,Porasu Butea monosperma Not Assessed

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S Common Vernacular No Name(English) Name(Tamil) Botanical Name IUCN Status 69 Indian Rosewood Eetti Maram Dalbergia latifolia Vulnerable Jacaranda 70 Jacaranda Jacaranda mimosaefolis Not Assessed 71 Thuluppa Tree Thuluppa Tree Thuluppa Tree Not Assessed Jatropha 72 Jatropha Kattavanik glandulifera Not Assessed 73 Kahuva Kahuva Kahuva Not Assessed 74 Lemon Lemon Citrus limon Not Assessed Vattakanni, 75 Macaranga Vattathamarei Macaranga peltata Not Assessed 76 Peranthalai maram Peranthalai maram Peranthalai maram Not Assessed 77 Tree of Heaven Perumaram Ailanthus excelsa Not Assessed 78 Areacnut Kamugu, Pakku Areca catechu Not Assessed 79 Kassod tree Ponnavarai maram Cassia siamea Not Assessed 80 Seema Karuvel Seema Karuvel Seema Karuvel Not Assessed Seema vadana Seema vadana 81 maram Seema vadana maram maram Not Assessed 82 Vavini maram Vavini maram Vavini maram Not Assessed 83 Vedasalam maram Vedasalam maram Vedasalam maram Not Assessed 84 Jungle Tree Vanamaram Vanamaram Not Assessed List of Top 10 Tree Species No.o f S. Common Vernacular Tree No Name(English) Name(Tamil) Botanical Name IUCN Status s 1 Tamrind Puli Tamarindus indica Not Assessed 2290 2 Neem Vembu Azadirachta indica Not Assessed 1429 3 Palm Panei Borassus flabellifer Not Assessed 757 Dyers’s 4 oleander Palamaram Wrightia tinctoria Not Assessed 423 Least 5 Pongamia Pungai Pongamia pinnata Concern 252 6 Coconut Thengai Cocos nucifera Not Assessed 221 7 Indian Mulberry Nona maram Morinda citrifolia Not Assessed 172 Least 8 Gulmohar Vadanaranyana Delonix regia Concern 153 9 Black Wattle Oonzi Acacia mearnsii Not Assessed 141 10 Indian Elm Aya maram Holoptelea integrifolia Not Assessed 137

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Chainage wise Details of Trees Proposed to be Cut for Namakkal –Rasipuram Section of Road (SH-95) Categorization of Trees based on GBH Total Chainage (km) 10 - 30 cm 30 - 60 cm 60 - 90 cm 90 - 120 cm 120 - 150 cm 150 - 180 cm 180 - 210 cm >210 cm LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS 25+000 25+210 0 0 0 0 0 1 0 0 0 2 0 2 0 0 0 0 5 25+210 28+380 Muthugapatti Bypass 0 28+380 29+000 0 0 2 0 0 0 1 0 0 1 4 2 2 3 8 4 27 29+000 29+640 0 0 0 0 3 0 2 0 5 2 4 3 2 4 7 8 40 29+640 33+040 Senthamangalam Bypass 0 33+040 34+000 0 0 1 5 1 5 1 0 3 8 2 15 1 11 1 12 66 34+000 34+420 0 0 0 0 1 3 4 3 3 5 2 5 0 6 0 0 32 34+420 37+600 Kalpanayaknpatti bypass 0 37+600 38+000 0 0 3 5 9 8 13 13 14 4 16 14 12 8 16 7 142 38+000 39+000 0 0 8 4 16 3 22 14 1 4 1 3 0 0 0 0 76 39+000 40+000 0 0 3 6 14 13 17 12 11 1 2 3 2 2 2 2 90 40+000 40+480 0 0 2 0 2 4 5 9 11 12 4 8 2 8 0 6 73 40+480 40+670 RELAIGNMENT FOR HAIR PIN CURVE 0 40+670 41+000 0 0 0 0 4 1 1 2 14 0 3 0 0 0 0 0 25 41+000 41+020 0 0 2 0 4 0 4 0 17 0 2 1 0 1 0 0 31 41+020 41+130 Narasapudur Realignment 0 41+130 42+000 0 0 11 3 21 14 26 12 13 4 1 2 0 2 0 0 109 42+000 43+000 0 0 6 1 48 3 37 10 11 5 2 4 1 1 0 1 130 43+000 43+470 0 0 2 1 23 6 0 10 1 1 0 0 0 0 0 1 45 43+470 44+000 Belkurchi Realignment 0 44+000 45+000 0 0 8 5 8 5 13 13 18 3 1 2 0 1 3 0 80 45+000 46+000 0 0 6 4 11 6 11 14 22 9 3 5 2 3 1 3 100 46+000 47+000 0 0 9 6 14 4 22 5 21 3 5 1 2 0 1 0 93 47+000 48+000 0 0 6 5 12 3 24 7 26 6 2 2 0 1 1 2 97 48+000 48+560 0 0 3 2 4 6 14 9 3 5 3 0 1 0 0 0 50 48+560 50+060 Singlandhapuram Bypass 0 50+060 51+000 0 0 4 0 5 6 27 9 12 5 3 4 2 0 2 0 79

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51+000 52+000 0 0 4 16 12 4 34 11 22 10 9 4 16 7 20 11 180 52+000 53+000 0 0 13 11 3 3 7 8 10 10 1 0 1 2 16 7 92 53+000 54+000 0 0 0 5 0 1 0 0 2 2 3 5 5 7 29 5 64 Sub 0 0 93 79 215 98 285 161 240 100 73 83 51 67 107 69 1721 Total Trees Present along LHS 1064 Trees Present along RHS 657 Trees in Realignment Locations 20 Trees in Bypass Locations 1010 Grand Total 2751

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Appendix -6: Details of Protected Areas in Tamil Nadu

Protected Natural Habitats Tamilnadu Government has established many National Parks and Wild Life Sanctuaries to protect important species. None of the national parks and Wild life Sanctuaries pass through the Project enroute. The following is the list of National Parks and Wildlife Sanctuaries (WS) and their year of establishment are presented in Table below. National Parks Tamil Nadu has 5 declared National Parks with a total area over 307.84 km2 (118.86 sq mi), covering only 0.24% of the state. This is the third lowest % area covered of all Indian states and Union territories. List of National Park in Tamilnadu 2 Name of National Park Area (in km ) Establishment Indira Gandhi National Park (Aanamalai National Park) 117.10 1989 Mudumalai National Park 103.24 1990 Mukurthi National Park 78.46 1982 Gulf of Mannar Marine National Park 6.23 1980 Guindy National Park 2.82 1976

Wildlife sanctuaries: There are 7 wildlife sanctuaries plus 13 bird sanctuaries that together cover over 2,997.60 km2 (1,157.38 sq mi), 2.30% of the total state area. List of Wild Life Sanctuaries in Tamil Nadu Area (in Animals Name of Wild Life Sanctuaries km2) Grizzled Squirrel Wildlife Sanctuary, 485 Grizzled Giant Squirrel, Flying Squirrel, Tree Shrew, near Srivilliputhur in Virudhunagar Elephant, lion-tailed macaque, Nilgiri Tahr, mouse district deer, barking deer Indira Gandhi Wildlife Sanctuary, 841.49 Indian Elephant, Gaur, Tiger, Panther, Sloth Bear, Coimbatore District Wild Boar, Dhole, Nilgiri Langur, Lion-tailed Macaque, Sambar, Four horned Antelope, Chital and a host of birds, notably the Trogar, Pied Hornbill and several types of Eagles may be seen Kalakkad Wildlife Sanctuary in Lion-tailed macaque. All four species (common Tirunelveli District Langur, Nilgiri Langur, Bonnet Macaque and lion tailed Macaque) can be seen. . Other animals include Nilgiri tahr, sambar, sloth bear, gaur, Indian elephant, tiger, flying squirrel, panther, Dhole, pangolin and a variety of birds and reptiles. Mundanthurai Sanctuary, Tirunelveli 282.08 Part of Kalakkad Mundanthurai Tiger Reserve District Kanyakumari Wildlife Sanctuary, 457.78 Tiger habitat in declared a sanctuary in February Kanyakumari district 2008. Mudumalai Wildlife Sanctuary in 217.76 Elephant, Gaur, Sambar, Chital, Dhole Panther, Nilgiris district is contiguous with Tiger, Sloth bear, Python, Barking deer, Four- Mudumalai National Park. horned antelope, common Langur, Otter, Crocodiles (mugger) and a variety of birds and reptiles may be seen. Sathyamangalam Wildlife Sanctuary 1,411.6 Bengal Tigers, Indian Elephants, Gaurs, and in Erode district, the largest wildlife leopards, Spotted deer, Blackbuck, Sambar deer, sanctuary in Tamil Nadu, was Barking deer, Four-horned antelope, wild boar, declared a sanctuary in 2008. Sloth bear, striped hyenas, Treepies, Bulbuls, Babblers, Mynahs and Crows

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Appendix 7: Detailed Analysis of Air Modeling

A. Introduction

1. The major impact on the air quality during the operation stage will be due to plying of vehicles on the proposed corridor. The impact on air quality depends upon traffic volume, traffic fleet including fuel type and prevailing atmospheric conditions. An unstable atmospheric condition disperses pollutants more and results in to low pollutant concentrations while stable atmospheric conditions buildup the pollution level. To assess the likely impacts on the ambient air quality due to the proposed highway project, the prediction of the carbon monoxide (CO) and particulate matter (PM), Nitrogen Dioxide (NOx) and Sulphur Dioxide (SO2) concentrations have been carried out using line source dispersion modelling approach, based on Gaussian equation. CO is an indicator pollutant for vehicular pollution. So, prediction of CO concentration is representative of the impacts of air pollution due to traffic movement. The modeling for this project has been carried out using AERMOD-9, a steady-state plume model that incorporates air dispersion based on planetary boundary layer turbulence structure and scaling concepts, including treatment of both surface and elevated sources, and both simple and complex terrain, developed by the “The American Meteorological Society/Environmental Protection Agency Regulatory Model Improvement Committee (AERMIC)”.

2. It has been setup and run by using emission factors prevalent for Indian vehicles (ARAI, 2007) and hourly traffic volumes as predicted for the project. The study is conducted to predict 1-houly increment in CO and 24-houly increment in CO PM2.5, PM10, NOx and SO2 concentrations for the years 2020, 2025, 2030 and 2035.

B. Model descriptions

3. The AERMOD atmospheric dispersion modeling system is an integrated system that includes three modules: (a) A steady-state dispersion model designed for short-range (up to 50 kilometers) dispersion of air pollutant emissions from stationary industrial sources. (b) A meteorological data preprocessor (AERMET) that accepts surface meteorological data, upper air soundings, and optionally, data from on-site instrument towers. It then calculates atmospheric parameters needed by the dispersion model, such as atmospheric turbulence characteristics, mixing heights, friction velocity, Monin-Obukov length and surface heat flux. (c) A terrain preprocessor (AERMAP) whose main purpose is to provide a physical relationship between terrain features and the behavior of air pollution plumes. It generates location and height data for each receptor location. It also provides information that allows the dispersion model to simulate the effects of air flowing over hills or splitting to flow around hills. AERMOD also includes PRIME (Plume Rise Model Enhancements) [4] which is an algorithm for modeling the effects of downwash created by the pollution plume flowing over nearby buildings.

C. Source information

1. Traffic data

4. The fleet wise traffic volumes for the present study have been taken from the detailed feasibility report of the project. The annual average daily traffic (AADT) data is available for the proposed road through traffic survey. AERMOD model needs hourly average traffic volume. The total traffic hour volume is further categorized in to two-wheeler, four wheeler, Light commercial vehicles (LCVs), Bus and high commercial vehicles (HCVs), based on the traffic survey at different road stretched along the highway (Figure 1).

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4W 11%

LCV 7% Truck 4%

Bus 4% 3W 0%

2W 74%

Figure 1: Traffic Fleet on the highway

5. The annual average daily motorized traffic data are given in table 1 along with future traffic growth.

Table 1: Annual Average Daily Motorized Traffic Data Year 4W LCV Truck Bus 3W 2W 2020 1248 731 382 467 25 8195 2025 1653 968 506 619 33 10862 2030 2098 1229 642 785 42 13784 2035 2570 1505 787 961 52 16884

2. Emission factors

6. Emission factor is one of the important input parameters in AERMOD model. In the present study, the emission factors specified by the Automotive Research Association of India (ARAI, 2007) have been used for calculation of weighted emission factors. These emission factors have been expressed in terms of type of vehicles and type of fuel used (for petrol and diesel driven passenger cars).

7. The emission factor used in the present study for different vehicles type are given in table 2.

Table 2: Emission factors for different types of Vehicle (ARAI, 2007) Emission factors, g/km (ARAI, 2007) 2w 3w 4w lcv bus truck CO 1.04 1.25 1.28 1.56 8.03 6 NOx 0.31 0.6 0.32 1.46 9.01 9.3 PM 0.02 0.22 0.04 0.28 0.55 1.24 SO2 0.01 0.01 0.03 0.06 0.13 0.13

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3. Meteorological data

8. The meteorological parameters such as wind speed, wind direction, temperature, rainfall, cloud cover, pressure, and humidity were used in model. Meteorological parameters observed during environmental monitoring carried out in the month of December 2019 were used for the model and is given below table 3.

Table 3: Meteorological Parameters used for modelling Hour Temperature Humidity WD (o) Wind Pressure Precip. Cl (oC) (%) Speed (Pa) (mm) (kmph) 1:00 25.4 92 135 2 0 29.52 0 2:00 24.6 97 135 3 0 29.52 0 3:00 25.7 79 315 0 0 29.6 0 4:00 26.4 81 337.5 4 0 29.6 0 5:00 26.2 79 135 6 0 29.6 0 6:00 26.2 82 315 2 0 29.54 0 7:00 26.5 85 135 12 0 29.52 0 8:00 28.9 77 337.5 6 0 29.49 0 9:00 28.1 74 337.5 8 0 29.49 0 10:00 26.7 73 315 5 0 29.46 0 11:00 28.3 67 315 5 0 29.46 0 12:00 29.8 69 45 4 0 29.49 0 13:00 29.4 72 315 3 0 29.49 0 14:00 30.2 66 0 2 0 29.54 0 15:00 32.2 63 0 4 0 29.54 0 16:00 34.6 59 315 6 0 29.54 0 17:00 32.1 58 270 2 0 29.54 0 18:00 31.2 59 315 1 0 29.57 0 19:00 30.6 62 315 2 0 29.54 0 20:00 29.7 64 315 0 0 29.54 0 21:00 28.4 66 315 3 0 29.52 0 22:00 28.6 69 135 1 0 29.52 0 23:00 27.6 86 0 6 0 29.52 0 24:00 26.1 89 0 5 0 29.52 0

4. Receptors

9. A set of link receptors were taken at various receptor locations within each section at a distance of 10 m, 20 m, 50 m, 100 m, 200 m and 500 m, both sides from center line of the carriageway to know the dispersion of pollutant from the road.

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5. Background Concentration

10. The background pollutant concentrations were taken from environmental monitoring data. Air quality monitoring was carried out in the last quarter of 2019 at three locations throughout the alignment on two alternate days. The following background pollutant concentrations were taken for model predictions:

Table 4: Average background concentration of pollutants along the alignment

Average Pollutant Background Unit concentration SO2 19.35 µg/m3 NOx 34.5 µg/m3 PM10 58.6 µg/m3 PM2.5 25.15 µg/m3 CO 0 mg/m3

D. Results

11. The model has been setup and run to predict hourly average CO, PM2.5, PM10, NOx and SO2 concentrations for year 2020, 2025, 2030 and 2035 using forecasted traffic data on proposed highway. The predicted hourly average concentration of CO and 24 hourly average concentration of PM2.5, PM10, SO2 and NOx during peak traffic are shown in tables 5, 6, 7, 8, 9 for proposed highway project. The graphical representation of hourly average pollutant concentrations on both side of the road sections shown in figures 2, 3, 4, 5 and 6 at different locations.

Table 5: CO predicted concentrations (ppm) along the proposed road CO Concentration (µg//m3) Distance from the centre line of the road, m. Distance from the centre line of the road, Year (Left side) m. (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 0.03 0.12 0.20 0.39 0.76 1.08 1.25 0.77 0.36 0.21 0.13 0.05 2025 0.33 0.75 1.31 2.52 4.97 7.05 8.09 5.01 2.31 1.38 0.82 0.33 2030 0.40 1.43 2.50 4.82 9.51 13.50 15.58 9.64 4.45 2.66 1.57 0.64 2035 0.60 2.13 3.73 7.20 14.18 20.13 23.09 14.30 6.59 3.94 2.33 0.95

Table 6: PM2.5 predicted concentrations (µg/m3) along the proposed road PM2.5 Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, Year (Left side) m. (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 22.36 22.38 22.40 22.44 22.48 22.51 22.67 22.56 22.45 22.42 22.39 22.37 2025 22.40 22.50 22.59 22.78 22.99 23.17 24.07 23.48 22.89 22.70 22.57 22.45

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2030 22.44 22.64 22.82 23.21 23.62 23.97 25.72 24.57 23.42 23.02 22.77 22.55 2035 22.48 22.75 23.01 23.56 24.16 24.66 27.26 25.58 23.90 23.33 22.97 22.64

Table 7: PM10 predicted concentrations (µg/m3) along the proposed road PM10 Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, Year (Left side) m. (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 52.10 52.12 52.14 52.17 52.21 52.26 52.40 52.29 52.19 52.15 52.13 52.11 2025 52.13 52.23 52.32 53.51 52.72 52.90 53.81 53.22 52.63 52.43 52.30 52.19 2030 52.18 52.37 52.55 52.94 53.36 53.71 55.46 54.30 53.15 52.76 52.51 52.28 2035 52.21 52.49 52.75 53.29 53.37 54.40 57.00 55.32 53.63 53.06 52.70 52.37

Table 8: NOx predicted concentrations (µg/m3) along the proposed road NOx Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, m. Year (Left side) (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 30.74 30.89 31.04 31.34 31.67 31.95 33.37 32.44 31.52 31.20 31.00 30.82 2025 31.12 32.11 33.05 35.03 37.17 38.98 48.02 42.08 36.12 34.11 32.83 31.66 2030 31.53 33.44 35.24 39.04 43.16 46.62 63.91 52.54 41.12 37.26 34.80 32.57 2035 31.94 34.78 37.44 43.07 49.18 54.31 80.09 63.18 46.21 40.47 36.82 33.50

Table 9: SO2 predicted concentrations (µg/m3) along the proposed road* SO2 Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, Year (Left side) m. (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 17.20 17.21 17.21 17.22 17.23 17.23 17.26 17.24 17.22 17.21 17.21 17.20 2035 17.24 17.33 17.41 17.58 17.77 17.92 18.72 18.20 17.68 17.50 17.39 17.29 *There is minor change in SO2 concentration from year 2020 to 2035.

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CO Concentration ( g /m3) 32.00 µ

27.00

22.00

17.00 2020 2025

12.00 2030 2035

7.00

2.00

-500 -400 -300 -200 -100 0 100 200 300 400 500 -3.00

Figure 2: CO distribution from Centre line of the road

NOx Concentration (µg/m3) 100.00

90.00

80.00

70.00 2020 2025

60.00 2030 2035

50.00

40.00

30.00 -500 -400 -300 -200 -100 0 100 200 300 400 500

Figure 3: NOx distribution from Centre line of the road

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PM2.5 Concentration (µg/m3) 28.00

27.00

26.00 2020

25.00 2025 2030 2035 24.00

23.00

22.00 -500 -400 -300 -200 -100 0 100 200 300 400 500 Figure 4: PM2.5 distribution from Centre line of the road

PM10 Concentration (µg/m3) 58.00

57.00

56.00

55.00 2020 2025 2030 54.00 2035

53.00

52.00

51.00 -600 -400 -200 0 200 400 600

Figure 5: PM10 distribution from Centre line of the road

239

SO2 Concentration (µg/m3) 18.80

18.60

18.40

18.20

18.00 2020 17.80 2035

17.60

17.40

17.20

17.00 -500 -400 -300 -200 -100 0 100 200 300 400 500

Figure 6: SO2 distribution from Centre line of the road

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12. In addition, the spatial distribution of hourly average predicted CO, PM2.5 and PM10 concentrations have been plotted in figures 7,8, 9, 10 and 11 respectively which shows that pollutant concentrations is decreasing when goes away from the kerb side.

Figure 7: Spatial Distribution of CO (2020-2035)

Spatial Distribution of CO for year 2020

Spatial Distribution of CO for year 2025

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Spatial Distribution of CO for year 2030

Spatial Distribution of CO for year 2035

Figure 8: Spatial Distribution of PM2.5 (2020-2035)

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Spatial Distribution of PM2.5 for year 2020

Spatial Distribution of PM2.5 for year 2025

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Spatial Distribution of PM2.5 for year 2030

Spatial Distribution of PM2.5 for year 2035

244

Figure 9: Spatial Distribution of PM10 (2020-2035)

Spatial Distribution of PM10 for year 2020

Spatial Distribution of PM10 for year 2025

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Spatial Distribution of PM10 for year 2030

Spatial Distribution of PM10 for year 2035

246

Figure 10: Spatial Distribution of NOx (2020-2035)

Spatial Distribution of NOx for year 2020

Spatial Distribution of NOx for year 2025

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Spatial Distribution of NOx for year 2030

Spatial Distribution of NOx for year 2035

Figure 11: Spatial Distribution of SO2 (2020-2035)

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Spatial Distribution of SO2 for year 2020

Spatial Distribution of SO2 for year 2035

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Appendix 8: Guidelines for Plant Management

A. Purpose • To ensure that statutory / regulatory requirements are complied with • To ensure that safeguard measures are taken to avoid / mitigate / minimize environmental impacts

B. Site selection criteria

1. Following criteria are to be met wherever possible for crusher and HMP: • 500 m away from settlement, school, hospital on downwind directions • 1 km from any archaeological site • 1 km from ecologically sensitive areas i.e. forest, national park, sanctuary etc. • 500 m from rivers, streams and lakes • 500 m from ponds • 200 m from State and National Highway boundary • away from agricultural land • preference to barren land

2. Concrete batching plant should be located at least 500 m from the settlement, preferably on leeward side, whenever possible.

3. The format for submission of details to the Engineer during finalisation of plant site is given as follows (Site identification for Plants).

C. Statutory Requirements • Obtaining Consent-for-Establishment (CFE) under Air and Water Acts from the State Pollution Control Board (SPCB) before start of installation • Obtaining Consent-for-Operation (CFO) under Air and Water Acts from the State Pollution Control Board (SPCB) before start of commissioning and trial run • Complying with the terms and conditions laid down in the CFE and CFO, which generally include providing metallic road inside plant campus for movement of vehicles, plantation, periodic (monthly) pollution monitoring i.e. ambient air, noise and stack emission • The suspended particulate matter contribution value at a distance of 40 m from a controlled isolated as well as from a unit located in a cluster should be less than 600 g/m3 or as shall be prescribed by SPCB. • Obtain certificates from manufacturer for Type Approval and Conformity of Production for Diesel Generator (DG) set/s. • For DG sets of capacity up to 1000 kVA, the noise level at 1 m from the enclosure surface shall not exceed 75 dB (A).

D. Pollution control measures • Dust control measures in stone crusher plant i.e. water sprinkling at primary crusher and secondary crusher, conveyor & return belts, covered conveyor system, chute at outfall of aggregates, cyclone separator, wind braking wall etc. • For HMP, ensure adequate stack height as stipulated in CFE, install emission control devices such as bag house filters, cyclone separators, water scrubbers etc., as attached with the plant by the manufacturer or stipulated in CFE. • Prefer bulk bitumen storage with mechanized handling facilities that storage in drums with manual operation at HMP to prevent / minimize bitumen spillage and thereby contaminating soil and ground water.

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• Impervious platform for storage of bituminous and other liquid hazardous chemical • Bag house filter / multi-cone cyclone for emission control. For bag house, cartridge filters reported to be more efficient than fabric filters • Pollution control measures for Diesel Generator (DG) set i.e. stack height, acoustic enclosure etc. • Greenbelt along the periphery of plant site.

SITE IDENTIFICATION FOR PLANTS

Construction Stage Report: One Time Date: Installed Capacity (tph): Location of Plant (Ch. & offset):

Sl. Item / Requirement Details as per Actual No. 1 Predominant wind direction 2 Size and area of the proposed plant site (m xm & Sq.m) 3 Present land use (barren or fallow land having no prominent vegetation should be preferred) 4 No dwelling units within 500 m from the plant boundary in downwind direction 5 Distance of nearest boundary of State Highways and National Highways (should be at least 200 m from the plant boundary)

6 Sensitive areas such as religious places, schools/educational institutions, reserved / protected forest, sanctuary etc. within 1 km (should be nil) 7 River/Stream/Lake within 500 m and ponds within 500 m 8 No other trees of girth>0.3m present and will be affected (no tree should be affected) 9 Width of Haul road (m) 10 Total Length of Haul Road (km) 11 Length of non-metal Haul Road (km) (should be as minimum as possible)

Documents to be attached: Site plan showing wind direction, haul road and other environmental features. Certified that the furnished information is correct and all relevant information as required is attached.

Contractor: •

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Appendix 9: Guidelines for Camp Site Management

A. Purpose

1. Campsite of a contractor represents the single potentially most polluting location during implementation of any road project. Air pollution may be caused by emissions from Crushers, Hot-Mix, and Concrete Batching Plants. Water pollution may be caused by discharge of sediment, oil & grease, and organics laden run-off from these plants and their ancillary facilities as well as workshops, residential quarters for the labor. Land may be polluted due to indiscriminate disposal of domestic waste or (accidental) release of hazardous solids from storage areas.

2. While the installation and operation of Crushers and Hot-Mix Plants are regulated by the respective Pollution Control Boards, the other sources described above usually do not appear to be causes of significant concern. Items to be considered for labor camps are mentioned briefly in Clause 105.2 (as part of 105: Scope of Work) of the Ministry of Road Transport and Highways (MoRTH) publication: Specifications for Road and Bridge Works. Some specific requirements for labor accommodation and facilities are to be met by the Contractor in line with Building and Other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996. Currently, there is no one-point guidance regarding the environmental management aspects of the Contractor’s campsite. This guideline on Campsites is designed to fill this gap.

B. Scope

3. This guideline covers the Contractors’ camp sites – whether used by in-house crew or by any sub-contractors’ crew. It covers siting, operation, maintenance, repair and dismantling procedures for facilities for labor employed on project (and ancillary) activities as well as equipment and vehicles. It does not include siting, operation, maintenance, repair and dismantling of major plants – Hot-mix Plant, Concrete Batching Plant, Crusher or Wet Mix Macadam Plant.

1. Siting, Establishing, Operation and Closure of Construction Camp

a. Potential Environmental Impacts

4. Construction camps require large areas for siting facilities like major plants, storage areas for material, residential accommodation for construction labor and supervisors, and offices. Removal of topsoil and vegetation from the land to be utilized for camps is the first direct impact of any such establishment. In addition, local drainage may be impaired if proper drainage is not effected by grading. Other impacts may include damage to ecologically important flora and fauna, if campsites are located close to such areas. Water pollution because of discharge of sediment, fuel and chemicals is also a possibility. Pollution of land due to indiscriminate disposal of construction wastes including scarified pavement, concrete and even substantial quantities of domestic wastes from residential areas can also be potentially disastrous, especially if the site is reverted to its original use after the project (mostly agriculture).

b. Mitigation Measures

2. Siting of Construction Camps

5. The following guidelines will assist the Contractor to avoid any environmental issues while siting construction camps:

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• Maintain a distance of at least 1 km from boundaries of designated Reserved Forests, Sanctuary or National Park area for locating any temporary or permanent camps. • Maintain 500m from river, stream and lake and from ponds • Maintain 200 m from the boundary of state and national highways • Locate facilities in areas not affected by flooding and clear of any natural or storm water courses. • Locate campsites in the (most prevalent) downwind direction of nearest village(s). The boundary of the campsite should be at least 500m from the nearest habitation so that the incoming labor does not stress the existing local civic facilities. • The ground should have gentle slope to allow free drainage of the site. • Recorded consultations should be held with residents of the nearest settlement and/or their representatives to understand and incorporate where possible, what they would like to see within their locality.

3. Establishment, Operation, and Closure of Camps

• The facilities within the camp site should be laid out so that the separation distances suggested in other guidelines are maintained. A notional lay-out of the facilities except the major plants is included in this guideline. • Topsoil from the area of the plant shall be stored separately for the duration of the operation of the camp and protected from being washed away, unless agreed otherwise in writing with the owner. If stored, it will be returned on to its original location at the time of closure of the site. • The Contractor shall prepare, make widely available (especially to staff responsible for water and material management), and implement a Storm water Management Plan (SWMP) for (all) the site(s) following approval of the same by the Engineer. . • The Contractor shall prepare an Emergency and Spill Response Plan as per the requirements of Appendix 1 to Clause 501 of Specifications for Road and Bridge Works to cover the spillage of bitumen and/or chemicals like retarders, curing compounds, etc. • The Contractor shall prepare a Waste Management Plan describing the types and quantities that are likely to be generated from within the camp site, with the period and duration during the construction schedule; methods to be adopted to minimize these; methods of removal, treatment and (on-site or off-site) disposal for each type; as well as location of final disposal site, if any. • The Contractor shall provide safe ingress and egress for vehicles from the site and public roads and shall not impact existing through traffic. • Water tankers with sprayers must be available at the camp site at all times to prevent dust generation. • In case of stockpiles of stored material rising higher than wind-breaking perimeter fencing provided, sprinklers shall be available on site to prevent dusting from the piles during windy days. • On completion of works, the Contractor shall restore the site to the condition it was in before the establishment of the campsite, unless agreed otherwise in writing with the owner(s) of the site(s). If such a written agreement has been made, the Contractor shall hand over the site to the owner(s) in accordance with such an agreement. • Construction waste disposal should be disposed only at landfill facilities which are selected, designed, constructed and operated to ensure environmentally safe disposal, and these facilities have to be approved by the regulators.

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4. Equipment and Vehicle-related issues

a. Potential Environmental Impacts

6. The maintenance and repair of equipment and vehicles in Contractor’s camp are activities that can have significant adverse impacts if not carried out properly. The concern mainly arises from discharge of wash water contaminated with oil and grease, whether from washing of vehicles or degreasing of equipment and vehicle parts. Vehicle washing, especially dirt from tires, also gives rise to sediment-laden run-off. No such discharges should be directly allowed into surface water bodies since they can be harmful to aquatic species.

b. Mitigation Measures

i. Vehicles

• All vehicles used by the Contractor must have copies of currently valid Pollution Under Control Certificates displayed as per the requirement of the Motor Vehicles Department for the duration of the Contract. • All vehicles and equipment will be fitted with silencers and/or mufflers which will be serviced regularly to maintain them in good working condition and conforming to the standard of 75dB (A) at 1m from surface of enclosure.

ii. Workshop and Maintenance areas

• These areas must have impervious flooring to prevent seepage of any leaked oil & grease into the ground. The area should be covered with a roof to prevent the entry of rainwater. • The flooring shall be sloped to from both directions to one corner where an oil- and-grease trap with sufficient capacity should be installed. All discharges from the workshop area must pass through the trap to remove the floating oil and grease before entering the drainage system of the site. The trap should be designed to provide a hydraulic residence time of about 20 minutes for the peak hourly discharge anticipated from the area (as per following figure). • Alternatively, degreasing can also be carried out using mechanical spray type degreaser, with complete recycle using an enclosure with nozzles and two sieves, coarse above and fine below, may be used as shown in the adjacent photograph. This arrangement will require some initial investment and running cost for the pump, but the payback period, in terms of the use of diesel, under Indian conditions, has been reported to be less than 1 year.

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Slope of the Workshop area floor

O&G To drainage system for the site

Figure 1: Workshop Area Pollution Control

• All the waste oil collected, from skimming of the oil trap as well as from the drip pans, or the mechanical degreaser shall be stored in accordance with the Environment Protection (Storage and Disposal of Hazardous Wastes) Rules, 1989. For this purpose, metallic drums should be used. These should be stored separately in sheds, preferably bunded. The advantage of this arrangement is that it allows for accurate accounting in case the waste material is sold to oil waste recyclers or other users like brick-kiln owners who can burn such inferior fuel.

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• A separate vehicle washing ramp shall be constructed adjacent to the workshop for washing vehicles, including truck mounted concrete mixers, if any, after each day’s construction is over, or as required. This ramp should have an impervious bottom and it should be sloped so that it drains into a separate chamber to remove the sediment from the wash water before discharge. The chamber should allow for a hydraulic residence time of about 10 minutes for discharge associated with the washing of each truck. Following figure 2 shows an outline sketch for a sedimentation chamber.

Figure 2: Sedimentation Chamber for vehicle washing ramp discharge

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5. Facilities for Labour

a. Potential Environmental Impacts

7. The sudden arrival and relatively longer duration of stay of construction crew can cause substantial strain on the existing infrastructure facilities like water supply, sanitation and medical care, especially in rural areas. Pollution from domestic wastes can affect local sources of water supply and may harm the crew themselves as well as local residents. Improper sanitation and inadequate health care also potential bottlenecks that the Contractor can eliminate with relatively little effort.

b. Mitigation Measures

8. It should be emphasized that the Indian Law requires that the Contractor provide several facilities to for the workers as per Building and Other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996. Some of the provisions described herein are more stringent to act as benchmark for improved environmental performance of road projects: • The contractor shall provide free-of-charge temporary accommodation to all the labour employed for the project. The accommodation includes separate cooking place, bathing, washing and lavatory facilities. At least, one toilet will be provided for every 35 people and one urinal will be provided for every 20 persons. More toilets and/or urinals may have to be provided if the Engineer decides that these numbers are insufficient. In case female labourers are employed, separate toilet and urinals will be provided in locations clearly marked “Ladies Toilets” in a language understood by most labourers. • The contractor shall ensure the supply of wholesome water for all the labour, including those employed by any other agency working for the contractor. These locations will be marked “Drinking Water” in the language most commonly understood among the labour. In hot season, the contractor shall make efforts to ensure supply of cool water. No water point shall be located within 15 m of any washing place, urinal, or latrine. • The contractor shall ensure that adequate cooking fuel, preferably kerosene or LPG, is available on-site. The contractor will ensure that wood/ coal are not used as fuel on the site. Workers need to be made aware of this restriction. In cases where more than 250 labours are employed, canteen facility should be provided by the Contractor. • A crèche must be provided in each campsite where more than 50 female labourers are employed, whether directly or indirectly, for the project or its ancillary activities. • Contractor must provide adequate facilities for first-aid treatment at the campsite. A doctor / ambulance should be available on call for the duration of project implementation. • The contractor shall obtain the approval of the Engineer for these facilities within 30 days of mobilization.

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TYPICAL DRAWING OF WORKERS’ CAMP SANITARY FACILITY

258

Layout of a Construction camp

Family Quarter Rooms Gents Toilet s Vehicle Washing for Was Area / Ramp Women hing area

Ladi es Toil et

Workshop PLANTS

(Concre

te Office Canteen

Block / Mess Rooms Batchin for Men

g, etc.)

and Cement and MATERI Spares Store

AL Security & Weigh

Bridge Existing Slope

Gate

LEGEND: Septic Tank + Soak Pit Water Source Oil & Grease Separator

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Appendix 10: Guidelines for Waste (Debris and Spoil) Disposal and Management

A Waste disposal and management plan will be prepared by the contractor before start of construction works and submitted to CKICP, PIU-ADB and the Construction Supervision Consultant for their review and approval. The management plan will follow the guidelines as given below: (i) The debris disposal site should be identified which are preferably barren or low- lying areas away from settlements. (ii) Contractor to prepare spoil disposal plan which identifies spoil disposal sites including volume of spoils that can be accommodated by each site, and agreed restoration measures (e.g. revegetation, compaction, provision of drainage, etc.) and timeline (iii) Prior concurrence will be taken from concerned Government Authorities or land owner for selected disposal sites and restoration measures (iv) Due care should be taken during site clearance and disposal of debris so that public/ private properties are not damaged or affected, no traffic are interrupted. (v) All efforts should be made to use debris in road construction or any other public utilities to minimize spoils and debris (vi) If immediate disposal is not possible, the debris and spoils should be stored at site ensuring that existing water bodies and drains within or adjacent to the site are kept safe and free and no blocking of drains occurs until ready to be transported to final spoils disposal site (vii) All dust prone material should be transported in a covered truck. (viii) All liquid waste like oils and paint waste should be stored at identified locations and preferably on a cemented floor. Provision of spill collection pit will be made in the floor to collect the spilled oil or paint. These should be sold off to authorized recyclers. (ix) All domestic waste generated at construction camp preferably be composted in portable mechanized composter. The composted material will be used as manure. In case composting is not feasible, the material will either be disposed off though municipal waste disposal system or disposed of through land burial. The dump site must be covered up with at least six inch thick layer of soil. (x) Only appropriately design and compliant landfills will be used for disposing waste (xi) All efforts should be made that no chemical/ oily waste spill over to ground or water bodies. (xii) All precautions should be followed for emergency preparedness and occupational health & safety during construction and handling wastes and spoils. (xiii) Provision of fire extinguishers will be made at the storage area (xiv) Adequate traffic control signals and barriers should be used in case traffic is to be diverted during debris disposal. All efforts should be made to ensure avoidance of traffic jam, which otherwise results in air pollution, noise pollution and inconveniences to the road users and adjacent communities. (xv) Hazardous waste and chemicals should be stored in a dedicated storage area that has: 1) weather protection, 2) solid impermeable surface and drainage to treatment system, 3) security fence/lock, 4) primary and secondary containment with 110% volume for liquids. (xvi) Domestic waste shall only be disposed of at the approved, appropriately designed, compliant waste management facility (landfill). Land burial of waste shall not be permitted.

Records: The following records will be maintained • Generation and disposal quantity with location of disposal • Recyclables waste generation and disposal

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• Domestic waste disposal locations details

Reporting: The waste generation and disposal details will form part of quarterly report to CKICP, PIU- ADB

Responsibility: Prime Responsibility: Contractor will be responsible for waste management and reporting Supervisory Responsibility: Construction Supervision Consultant will check the contractor’s adherence to the above guidelines

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Appendix 11: Guidelines for Borrow Area Management

A. Purpose

1. Borrow areas are generally required to provide material for road construction sites, can have significant adverse environmental effects, especially on ecologically sensitive areas. Borrow areas can become environmental hotspots and can significantly affect the visual appearance of an area. Special mitigation and management measures are often required to avoid or minimise the environmental and social impacts of borrow areas.

B. Scope

2. These guidelines for borrow areas cover: • statutory approvals • environmental and social impacts of borrow areas • selection of borrow areas • operation of borrow areas • rehabilitation of borrow areas

3. The guidelines seek to ensure that Contractors: • comply with the regulatory requirements in force at the time • reasonably manage any impacts • reinstate and rehabilitate the land appropriately • consult with affected communities

C. Impacts

4. Some of the potential impacts of borrow areas are: • trucks transporting materials to the site causing air pollution, and noise and vibrations • ponds of stagnant water forming in excavated areas giving rise to the breeding of mosquitoes and the spreading of malaria and other mosquito-borne diseases • natural beauty of the landscape being affected by excavations and the removal of vegetation • natural drainage systems in the area being affected by excavations • agriculture land and productive soils being lost, especially in paddy field areas

5. Borrow areas are not generally specified in Contract documents but rather it is generally the responsibility of Contractors to identify borrow areas and obtain the necessary consent from land owner and approval from SC.

6. In IRC: 10 and Clause 305.2.2.2 of MoRTH Specification, exclusive guideline has been given for borrow areas located alongside the road and only some of the requirements have been indicated for borrow areas located outside the road land. Following guideline is proposed to supplement the existing stipulation in IRC:10 and Clause 305.2.2.2 of MoRTH Specification for Roads and Bridge Works:

D. Location • Identify areas having present land use as barren land, riverside land. Otherwise, un-irrigated agriculture land or land without vegetation and tree cover; • Prefer borrow areas on bed of irrigation water storage tank; • Prefer areas of highland with respect to surroundings; • Avoid locating borrow area close to any road (maintain atleast 30 m distance from ROW and 10 m from toe of embankment, whichever is higher);

262

• Should be at least 1.5 km away from inhabited areas; • Maintain a distance of about 1.5km from ecologically sensitive area i.e. Reserve Forest, Protected Forest, Sanctuary, wetland etc.; • Maintain a distance of about 1.5 km from school, hospital and any archaeological sites; • Having adequate approach road with minimum length of earthen road; • Ensure that unsuitable soft rock is not prominent within the proposed depth of excavation which will render rehabilitation difficult; • Depth of excavation should be decided based on natural ground level of the land and the surroundings, and rehabilitation plan. In case higher depth of excavation is agreed with backfilling by unsuitable excavated soil (from roadway), then filling should be adequately compacted except topsoil which is to be spread on topmost layer (for at least 20cm thick).

E. Operation

• Controlled operation as per agreed / approved plan; • Preservation of topsoil at designated areas e.g. corners of the area etc.; • Maintain necessary buffer zone in all directions and go for vertical cut within this area. Final cut slope should be maintained within the buffer zone; • Step-wise excavation if borrow area is located on inclined area having more than 2% slope; • Restricting excavation up to 2m for each stages of operation if allowed depth is more; • Avoid cutting of any tree of girth size > 30cm2. if any tree cutting is inevitable, prior permission (written) from the competent authority should be taken and compensatory plantation has to be raised.

F. Rehabilitation

• Prior approval of Rehabilitation Plan considering terrain, land use and local need; • Restricting operation as agreed by landowner and approved by the Engineer; • Rehabilitation within agreed timeframe and before taking over; • Integrate debris disposal and borrow area redevelopment.

G. Management Procedure

7. The important aspects of this procedure are: • The first and foremost thing is to have tentative estimate of borrow material requirement chainage-wise. For this, Bill of Quantities(BOQ) quantity for earth work, which is given as total quantity for the entire package/milestone, has to be distributed chainage-wise. The requirement of borrow material chainage- wise then has to be estimated based on the suitability of roadway excavation material for reuse and BOQ. • Contractor to site borrow areas fulfilling environmental requirements and obtaining one time approval of the Engineer both on quality as well as environmental consideration thereby integrating environmental safeguard measures into day-to-day activities; • Contractor to submit environmental information in prescribed format for obtaining Engineer’s approval, as given in the following format (Borrow Area Identification). The format has been so designed that it stipulates the requirements as well as what is actual for each borrow areas and could be

2 Plant having girth size more than 30cm is considered as tree.

263

easily understood by any person, whoever in-charge of identifying borrow areas; • Contractor to submit Borrow Area Layout Plan as attachment to the format showing the land use of the proposed and surrounding area along with the presence of other environmental features such as water bodies, forests, settlement, temple and any sensitive receptor i.e. health and educational institution, roads etc. within a radius of 1.5km area from the boundary of the borrow area; • Contractor to prepare and submit Block Contour Map of each borrow area (especially which are located close to road and on undulating terrain) for deciding on operation and redevelopment plan; • Contractor to prepare Operation Plan and submit as attachment to the format including cross sections on both directions (x,y) mentioning natural ground level, depth of topsoil (if any), total depth of excavation, cut side slope and bed slope; • Contractor to prepare Rehabilitation/ Restoration Plan and submit as attachment to the format include cross sections on both directions (x,y) mentioning natural ground level, excavated profile, finished profile after rehabilitation, volume of spoils that can be accommodated etc.; • Contractor to maintain Borrow Material Register; • Periodic joint inspections of each borrow area until rehabilitation is complete as agreed and approved. • The checklist for periodic inspection is given in this appendix.

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Borrow Areas Identification

Construction Stage Report: One Time Date: Location of Borrow Area (Ch. & Offset): Revenue Survey No.:

Sl. Item / Requirement Details as per Actual (to No. be filled by Contractor & checked by Engineer) 1 Date of Borrow Area planned to be operational 2 Current Land use (preference to barren land, riverside land, otherwise, un-irrigated agriculture land or land without tree cover) 3 Size (Sq.m) and area (m x m) of Borrow Area 4 Proposed maximum depth of pit in m (IRC 10 & Clause 305.2.2 of MoRTH Spec.) 5 Details of riverside borrow area (inner edge should not be less than 10m from the toe of the bank and bottom of pit should not cut the imaginary line of 1:4 from embankment top) 6 Borrow area in cultivable land (should be avoided or restricted to total depth of 45cm including preservation of 15cm topsoil) 7 Quantity Available (Cum) 8 Quantity of top soil to be removed (Sq.m & depth in cm) 9 Details of preservation (storage) and management (re-use / re-laid) of top soil 10 Width of Haul road (m) 11 Total Length of Haul Road (km) 12 Length of Non-metal Haul Road (should be as minimum as possible) 13 No of settlements within 200 m of Non-metal Haul Road (should be as minimum as possible) 14 Distance from settlement (should be minimum 1500 m) 15 Should be away from water bodies. Give details of water bodies within 250 m. 16 Details of water sources for dust suppression 17 Quantity of water required for dust suppression i.e. sprinkling at borrow area and on haul road (Cum) 18 Availability of water required for dust suppression (Cum) 19 Details of ecologically sensitive area i.e. Reserved Forest, Protected Forest, Sanctuary etc. within 1500m (should be nil) 20 Details of settlements/residential areas, school, hospital and any archaeological sites within 1500m (should be nil) 21 Distance from nearby road embankment, fence line / boundary (should be minimum 30m from ROW and 10m from toe of embankment, whichever is higher) 22 No of Trees with girth more than 0.3 m (No tree should be affected)

Documents to be attached:

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1) Site plan and layout plan of borrow area; 2) Proposed borrow area operation and redevelopment plan; 3) Written consent from competent authority for use of water for dust suppression 4) Written consent of landowner on agreed operation and redevelopment plan

Certified that the furnished information is correct and all relevant information as required is attached

Contractor’s Representative:

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Checklist For Monitoring Borrow Area Operation & Management Attributes Requirements Access road • Only approved access road shall be used Top soil • Top soil, if any, shall be stripped and stored at corners of the area preservation before start of excavation for material collection; • Top soil should be re-used / re-laid as per agreed plan Depth of excavation • For cultivable (agriculture) land, total depth of excavation should be limited to 45 cm including top 15 cm for top soil preservation; • For riverside borrow area, the depth of excavation shall be so regulated that the inner edge of any borrow pit should not be less than 10m from the toe of the bank and bottom of pit should not cut the imaginary line of 1:4 from embankment top; • If borrow area is located within 1500 m of towns or villages, they should not exceed 30 cm in depth and should be properly drained; • Borrow areas close to ROW should be rectangular in shape with one side parallel to center line of the road and depth should be so regulated that it should not cut an imaginary line having slope of 1 in 4 projected from the edge of the final section of the embankment. Damage to • Movement of man & machinery should be regulated to avoid damage surrounding land to surrounding land. Drainage control • Borrow areas must have adequate drainage provisions to prevent soil erosion • The surface drainage in and around the area should be connected to the natural drainage; • No water stagnation shall occur. Dust suppression • Water should be sprayed on kutcha (earthen) haul road twice in a day or as may be required to avoid dust generation during transportation of material; • Depending on moisture content, 0.5 to 1.5% water may be added to excavated soil before loading during dry weather to avoid fugitive dust emission. Covering material • Material transport vehicle shall be provided with tarpaulin cover transport vehicle Personal Protective • Workers should be provided with helmet, gumboot and air mask and Equipment their use should be strictly enforced. Redevelopment • The area should be rehabilitated within agreed timeframe on completion of material collection as per agreed rehabilitation plan.

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Appendix 12: Guidelines for Quarry Area Management

A. Purpose

1. Quarries generally required to provide material for road construction sites, can have significant adverse environmental effects, especially on ecologically sensitive areas. Quarries can become environmental hotspots and can significantly affect the visual appearance of an area. Special mitigation and management measures are often required to avoid or minimise the environmental and social impacts of quarries.

B. Scope

2. These guidelines for quarries cover: • statutory approvals • environmental and social impacts of quarries • selection of quarries • operation of quarries • rehabilitation of quarries

3. The guidelines seek to ensure that Contractors3: • comply with the regulatory requirements in force at the time • reasonably manage any impacts • reinstate and rehabilitate the land appropriately • consult with affected communities C. Impacts

4. Some of the potential impacts of quarries are: • rock blasting causing air pollution, and noise and vibrations • trucks transporting materials to the site causing air pollution, and noise and vibrations • ponds of stagnant water forming in excavated areas giving rise to the breeding of mosquitoes and the spreading of malaria and other mosquito- borne diseases • natural beauty of the landscape being affected by excavations and the removal of vegetation • natural drainage systems in the area being affected by excavations

5. The procedure for identification and finalization of quarry site/s shall be as given below: • Estimating the quantity of quarry material to be collected from each quarry area • Only licensed quarry will be used • New quarry will be at least 1.5 km away from the settlement, forest and other ecologically sensitive areas • Away from water body • Contractor shall identify alternative quarry sites along the whole corridor based on required quantity and environmental consideration as given in the following prescribed format of Quarry source identification. • Contractor shall submit to the Engineer the detailed information / documents as prescribed in the format;

3 The EMP stipulations shall be applicable even if contractor uses an existing licensed quarry. In case the contractor uses the existing licensed quarry, a copy of the quarry license and lease / sub-lease agreement shall be submitted to the Project Proponent. The Contractor shall submit a plan delineating steps to comply with requirements stipulated in this Appendix and elsewhere in the EMP for quarrying activities.

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• Engineer shall undertake site inspection of alternate quarry sites and convey to Contractor on accepting a particular quarry site on environmental consideration; • Contractor shall then take apply and obtain Quarry Lease Deed / License from the Government of Tamil Nadu Department of Mines and Geology and Mining and provide copy of the same to the Engineer prior to operation; • Contractor shall estimate water requirement for dust suppression at quarry sites during operation and for water spraying on kutcha (non-metal) haul road and ensure availability water by identifying sources and obtaining necessary permission; • Contractor shall prepare quarry sites operation and redevelopment plan considering surrounding land uses, local needs and agreement with the landowner; • Only licensed blaster i.e. short-firer certificate holder will be responsible for quarry blasting • Permits for transportation, storage and use of explosive, as will be required, shall be obtained from the Controller of Explosive; • Whenever so advised by the Engineer, controlled blasting e.g. using less charge, restricting depth and dia or drill holes, cut-off blasting etc., shall be undertaken. • Quarry operation will be undertaken in stages with adequate benching

6. The procedure for environmentally sound operation and management of quarry sites is given below: • Estimating the quantity of quarry material to be collected from each quarry area; • Demarcating the entire quarry area by fencing and putting red-flag poles; • Providing adequate metallic access road; • Preserving topsoil from the quarry compound, if any, by stripping and stacking aside separately at corners; • Carrying out blasting as per agreed operational plan complying with the requirements of MoRTH Specification (Clause 302 & 303) and Ministry of Environment & Forests and Climate Change (MoEFCC) as given below; • Maintaining a Quarry Material Collection Register on daily material collection for each of the quarry area, which shall be produced to Engineer’s representative as and when requested; • Redeveloping the area within 2 months (or as will be agreed upon) of completion of quarry material collection; D. Use of Explosive for Blasting

1. General

7. Blasting shall be carried out in a manner that completes the excavation to the lines indicated in drawings, with the least disturbance to adjacent material. It shall be done only with the written permission of the Engineer. All the statutory laws, regulations, rules, etc., pertaining to the acquisition, transport, storage, handling and use of explosives shall be strictly followed.

8. The Contractor may adopt any method or methods of blasting consistent with the safety and job requirements. Prior to starting any phase of the operation the Contractor shall provide information describing pertinent blasting procedures, dimension and notes.

9. The magazine for the storage of explosives shall be built as per national / international standards and located at the approved site. No unauthorized person shall be admitted into the magazine which when not in use shall be kept securely locked. No

269 matches or inflammable material shall be allowed in the magazine. The magazine shall have an effective lightning conductor. The following shall be displayed in the lobby of the magazine: • A copy of the relevant rules regarding safe storage in English, Portuguese and in the language with which the workers concerned are familiar. • A statement of up-to-date stock in the magazine. • A certificate showing the last date of testing of the lightning conductor. • A notice that smoking is strictly prohibited.

10. All explosives shall be stored in a secure manner in compliance with all laws and ordinances, and all such storage places shall be clearly marked. Where no local laws or ordinances apply, storage shall be provided to the satisfaction of the Engineer and in general not closer than 300 m from the road or from any building or camping area or place of human occupancy. In addition to these, the Contractor shall also observe the following instructions and any further additional instructions which may be given by the Engineer and shall be responsible for damage to property and any accident which may occur to workmen or the public on account of any operations connected with the storage, handling or use of explosives and blasting. The Engineer shall frequently check the Contractor’s compliance with these precautions.

2. Materials, Tools and Equipment

11. All the materials, tools and equipment used for blasting operations shall be of approved type. The Engineer may specify the type of explosives to be allowed in special cases. The fuse to be used in wet locations shall be sufficiently water-resistant as to be unaffected when immersed in water for 30 minutes. The rate of burning of the fuse shall be uniform and definitely known to permit such a length being cut as will permit sufficient time to the firer to reach safety before explosion takes place. Detonators shall be capable of giving effective blasting of the explosives. The blasting powder, explosives, detonators, fuses, etc., shall be fresh and not damaged due to dampness, moisture or any other cause. They shall be inspected before use and damaged articles shall be discarded totally and removed from the site immediately.

3. Personnel

12. The blasting operation shall remain in the charge of competent and experienced supervisor and workmen who are thoroughly acquainted with the details of handling explosives and blasting operations.

4. Blasting Operations

13. The blasting shall be carried out during fixed hours of the day preferably during the mid-day luncheon hour or at the close of the work as ordered in writing by the Engineer. The hours shall be made known to the people in the vicinity. All the charges shall be prepared by the man in charge only.

14. The Contractor shall notify each public utility company having structures in proximity to the site of the work of his intention to use explosives. Such notice shall be given sufficiently in advance to enable the companies to take such steps as they may deem necessary to protect their property from injury. In advance of any blasting work within 50 m of any railway track or structures, the Contractor shall notify the concerned Railway Authority of the location, date, time and approximate duration of such blasting operations.

15. Red danger flags shall be displayed prominently in all directions during the blasting operations. The flags shall be planted 200m and 500m from the blasting site in all directions

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for blasting at work site and quarry, respectively. People, except those who actually light the fuse, shall be prohibited from entering this area, and all persons including workmen shall be excluded from the flagged area at least 10 minutes before the firing, a warning siren being sounded for the purpose.

16. The charge holes shall be drilled to required depths and at suitable places. Blasting should be as light as possible consistent with thorough breakage of the material necessary for economic loading and hauling. Any method of blasting which leads to overshooting shall be discontinued.

17. When blasting is done with powder, the fuse cut to the required length shall be inserted into the hole and the powder dropped in. The powder shall be gently tamped with copper rods with rounded ends. The explosive powder shall then be covered with tamping material which shall be tamped lightly but firmly.

18. When blasting is done with dynamite and other high explosives, dynamite cartridges shall be prepared by inserting the square cut end of a fuse into the detonator and finishing it with nippers at the open end, the detonator gently pushed into the primer leaving 1/3rd of the copper tube exposed outside. The paper of the cartridge shall then be closed up and securely bound with wire or twine. The primer shall be housed into the explosive. Boreholes shall be such size that the cartridge can easily go down. The holes shall be cleared of all debris and explosive inserted. The space of about 200 mm above the charge shall then be gently filled with dry clay, pressed home and the rest of the tamping formed of any convenient material gently packed with a wooden rammer.

19. At a time, not more than 10 such charges will be prepared and fired. The man in charge shall blow a siren in a recognised manner for cautioning the people. All the people shall then be required to move to safe distances. The charges shall be lighted by the man- in-charge only. The man-in-charge shall count the number of explosions. He shall satisfy himself that all the charges have been exploded before allowing the workmen to go back to the blasting site.

5. Misfire

20. In case of misfire, the following procedure shall be observed:

• Sufficient time shall be allowed to account for the delayed blast. The man- in-charge shall inspect all the charges and determine the missed charge. • If it is the blasting powder charge, it shall be completely flooded with water. A new hole shall be drilled at about 450 mm from the old hole and fired. This should blast the old charge. Should it not blast the old charge, the procedure shall be repeated till the old charge is blasted. • In case of charges of gelignite, dynamite, etc., the man-in-charge shall gently remove the tamping and the primer with the detonator. A fresh detonator and primer shall then be used to blast the charge. Alternatively, the hole may be cleared of 300 mm of tamping and the direction then ascertained by placing a stick in the hole. Another hole may then be drilled 150 mm away and parallel to it. This hole shall then be charged and fired when the misfired hole should explode at the same time. The man-in-charge shall at once report to the Contractor’s office and the Engineer all cases of misfire, the cause of the same and what steps were taken in connection therewith. • If a misfire has been found to be due to defective detonator or dynamite, the whole quantity in the box from which defective article was taken must be sent

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to the authority directed by the Engineer for inspection to ascertain whether all the remaining materials in the box are also defective.

6. Account

21. A careful and day to day account of the explosive shall be maintained by the Contractor in an approved register and manner which shall be open to inspection by the Engineer at all times.

22. During quarry operation, periodic joint inspection should be carried out by the Contractor and Engineer’s representatives.

23. A typical checklist for the same is given here.

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Quarry Source Identification

Construction Stage Report: One Time Date: Supervision Consultant: Contractor: Contract Package: Location of Quarry (Ch. & Offset):

Sl. No. Item / Requirement Details as per Actual

1 Present land use (bare land with no prominent vegetation is preferred) 2 Predominant wind direction 3 Size and area of Quarry (m xm & Sq.m) 4 Quantity Available (Cum) 5 Quantity proposed to be collected (Cum) 6 No of Trees with girth more than 0.3 m 7 No Settlement within 1500 m of Quarry 8 No water body within 1500 m of Quarry 9 Width of Haul road (m) 10 Total Length of Haul Road (km) 11 Length of Non-metal Haul Road (km) (should be as minimum as possible) 12 No of Settlements within 200m of Non-metal Haul Road (should be as minimum as possible) 13 Quantity of water required for dust suppression i.e. sprinkling at borrow area and on non-metal haul road (Cum) 14 Details of Water sources for dust suppression 15 Availability of water required for dust suppression (Cum)

Documents to be attached: 1) Site plan and layout plan of quarry site 2) Proposed quarry site operation and redevelopment plan 3) Written consent / lease agreement with the Department of Mines & Geology 4) Written consent from competent authority for use of water for dust suppression

Certified that the furnished information is correct and all relevant information as required is attached

Contractor’s Representative:

Details to be inspected for Monitoring Quarry Area Operation & Management

Attribute Requirements s Access road • Only approved access road shall be used

Top soil • Top soil, if any, should be stripped and stored at designated area preservation before start of quarry material collection; • Top soil should be re-used / re-laid as per agreed plan

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Attribute Requirements s Controlled • Storage of explosive magazine as per threshold quantity with all the blasting & safety measures; safety • Handling of explosive by licensed blaster only; • Use low intensity explosive; • Check unfired explosive, if any, before drilling; • Carryout blasting at lean time only; • Cordoned the area within 500m radius with flagmen having whistle for signaling preparedness; • Using properly designed audio visual signal system i.e. siren and flagmen for blasting; • Keep ready an emergency vehicle near blasting area with first aid facility and with active emergency response system. Damage to • Movement of man & machinery should be regulated to avoid damage to surrounding surrounding land. land Drainage • The surface drainage in and around the area should be merged with control surrounding drainage;

Dust control • Haul road should be made metallic; • Suitable dust arrester for drilling; • Water spraying at quarry complex, if required. Covering • Material transport vehicle should be provided with tail board, and cover material transport vehicle Personal • Workers shall be provided with helmet, safety shoes, ear muffler and Protective air musk and their use should be strictly enforced. Equipment Redevelopment • The area should be redeveloped within two months (or as agreed) on completion of material collection as per agreed plan.

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Appendix 13: Noise Modeling Details 1. Federal Highway Administration's Traffic Noise Model (FHWA TNM) helps for highway traffic noise prediction and analysis. TNM computes highway traffic noise at nearby receivers. As sources of noise, it includes noise emission levels for the following vehicle types: • Automobiles: all vehicles with two axles and four tires -- primarily designed to carry nine or fewer people (passenger cars, vans) or cargo (vans, light trucks) -- generally with gross vehicle weight less than 4,500 kg (9,900 lb); • Medium trucks: all cargo vehicles with two axles and six tires -- generally with gross vehicle weight between 4,500 kg (9,900 lb) and 12,000 kg (26,400 lb); • Heavy trucks: all cargo vehicles with three or more axles -- generally with gross vehicle weight more than 12,000 kg (26,400 lb); • Buses: all vehicles designed to carry more than nine passengers; and • Motorcycles: all vehicles with two or three tires and an open-air driver / passenger compartment.

2. The procedure for prediction of noise levels involves the following steps: 1. Identification of various receivers 2. Determination of landuse and activities which may be affected by the noise generated 3. Assemble input parameters 4. Application of the model

3. The description of the components to predict noise level are as follows: a. Receivers: TNM calculates the sound levels at the input receivers. In this study two type of receivers selected to assess the impacts of moving traffic on surrounding noise level. One, discrete receptor and second, grid receptor. b. Land uses: Land use along the road is obtained from the topographic drawings. This information provides the range of shielding and absorption factors to be applied at the various receivers. c. Input Parameters: Traffic volume for the projected period is obtained from the traffic projections. The total number of vehicles passing per hour by type - light, medium and heavy along with their average speed is used for predictions. d. Average Noise Level: All vehicles produce noise, which is taken as the base, and the cumulative noise at the receiver distance due to the whole traffic is estimated. The average noise level varies depending on the type of vehicle. e. Application of Model: Equivalent noise levels due to traffic at the receivers are estimated using Federal Highway Noise model. Equivalent Sound Level (TEQ, denoted by the symbol, LAeqT): Ten times the base-10 logarithm of the square of the ratio of time-average, mean-square, instantaneous A-weighted sound pressure, during a stated time interval, T (where T=t2-t1), and the reference mean-square sound pressure of 20 : Pa, the threshold of human hearing, e.g., 1HEQ, denoted by the symbol, LAeq1H, represents the hourly equivalent sound level. LAeqT is related to LAE by the following equation :

LAeqT = LAE - 10*log10(t2-t1)

where LAE = Sound exposure level in dB

Sound Exposure Level (SEL, denoted by the symbol, LAE): Over a stated time interval, T (where T=t2-t1), ten times the base-10 logarithm of the ratio of a given time integral of squared instantaneous A-weighted sound

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pressure, and the product of the reference sound pressure of 20:Pa, the threshold of human hearing, and the reference duration of 1 sec. The time interval, T, must be long enough to include a majority of the sound source’s acoustic energy. As a minimum, this interval should encompass the 10 dB down points. Annual average daily motorized traffic data is given in table 1.

Table 1: Annual average daily motorized traffic data

Year 4W LCV Truck Bus 3W 2W 2020 1248 1653 2098 2570 1248 1653 2025 731 968 1229 1505 731 968 2030 382 506 642 787 382 506 2035 467 619 785 961 467 619

Table 2: Baseline (Equivalent) Noise Levels at monitoring locations in dB (A) along the project road

Equivalent Noise Levels in dB(A) DAY NIGHT 66.63 60.77

Table 3: Predicted Noise Levels in dB (A) along the project road (without Barrier)

Day LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 66.7 66.9 67.6 69.8 71.3 71.3 69.8 67.6 66.8 66.7 2025 66.7 66.9 67.9 70.4 72.1 72.1 70.4 67.9 66.9 66.7 2030 66.7 67.0 68.2 71.1 73.0 73.0 71.1 68.2 66.9 66.7 2035 66.7 67.1 68.5 71.6 73.6 73.6 71.6 68.4 67.0 66.7 Night LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 60.9 61.6 63.7 67.8 70.0 70.0 67.8 63.7 61.4 60.9 2025 61.0 61.8 64.4 68.8 71.1 71.1 68.8 64.3 61.6 61.0 2030 61.0 62.1 65.0 69.8 72.1 72.1 69.8 65.0 61.8 61.1 2035 61.1 62.3 65.6 70.5 72.9 72.9 70.5 65.5 62.0 61.1

Observations

4. Predicted noise levels (Leq) near the receivers are found to be marginally higher than desired levels for the respective landuse categories for receptors falling within 50m from road edge. The baseline noise levels(2019) are already higher than the permissible limits of CPCB for different landuse categories for day and night. The predicted levels show

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increase in noise levels for future years at all receivers considering increase in traffic volume. The incremental noise levels for future years exceeds the allowable limit of 3 dB (A) from the baseline levels. Mitigation measures suggested in EMP should be adopted for the sensitive receptors falling within 50 m from road edge of the road corridor.

Figure 1: Noise levels from edge of the road (Day) 74.0

73.0

72.0

71.0 2020 70.0 2025 69.0 2030 Noise indB Levels 2035 68.0

67.0

66.0 -300 -200 -100 0 100 200 300 Distance from edge of the road, m

Noise dispersion

5. A small road corridor has been selected to develop noise contour for base year as well as future years also. The contour lines are generated by plotting a contour zone within 30 m distance from edge of the road on both side of the road. Due to model limitation, it is not possible to select the whole road corridor in the modelling domain. Therefore, spatial dispersion of noise has been shown with a small stretch of road. Figure 2 to 5 shows noise level contour around a small road corridor for year 2020, 2025, 2030 and 2035 respectively. These predicted results are for peak traffic hours. During non-peak traffic hours, the noise levels are very less compared to noise level for peak traffic hours.

Figure 2: Noise contour for year 2020

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Figure 3: Noise contour for year 2025

Figure 4: Noise contour for year 2030

Figure 5: Noise contour for year 2035

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Appendix 14: Details of Participants and Public Consultation attendance list (A) Photographs

Photos of Focus Group Discussion (FGD)

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Photos of award enquiry meetings in SH 95

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Photos of Public Consultation Public Consultation Meeting for Road no. 5: Namakkal to Rasipuram Road (SH 95) (Section II

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(B) Attendance Sheet

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283

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Appendix 15: Indian Standard Drinking Water Specification: IS 2296:1992 and IS 10500:1991 Indian Standard Drinking Water Specification: IS 2296:1992 Tolerance Limit as per IS:2296 S. No. Parameter Unit Class A Class B Class C Class D Class E 1 pH - 6.5-8.5 6.5-8.5 6.5-8.5 6.5-8.5 6.5-8.5 2 Temperature OC - - - - - 3 Turbidity NTU - - - - - 4 Conductivity @25°C µs/cm. - - - 1000 2250 5 Total Suspended mg/l - - - - - Solid 6 Biological Oxygen mg/l Demand (Max.) 2 3 3 - - (at 270C for 3 days) 7 Dissolved Oxygen mg/l 6 5 4 4 - (as O2) Min. 8 Calcium(as Ca) mg/l 80 - - - - 9 Magnesium(as Mg) mg/l 24 - - - - 10 Chloride(as Cl),Max mg/l 250 - - - 600 11 Iron(as Fe),Max mg/l 0.3 - 50 - - 12 Fluoride(as F),Max mg/l 1.5 1.5 1.5 - - 13 Total Dissolved Solid mg/l 500 - 1500 - 2100 14 Total Hardness (as mg/l 300 - - - - CaCO3) 15 Sulphate (as mg/l 400 - 400 - 1000 SO4)Max 16 Phosphate (as P) mg/l - - - - - 17 Sodium (as Na) mg/l - - - - - 18 Manganese (as Mn) mg/l 0.5 - - - - 19 Total Chromium (as mg/l 0.05 0.05 0.05 - - Cr) 20 Zinc (as Zn) mg/l 15 - 15 - - 21 Potassium (as K) mg/l - - - - - 22 Nitrate (as NO3),Max mg/l 20 - 50 - - 23 Lead ( as Pb) mg/l 0.1 - 0.1 - 24 Chemical Oxygen mg/l - - - - - Demand (asO2) 25 Arsenic (as As ) mg/l 0.05 0.2 0.2 - 26 Total Coli Form MPN/100ml • Class A-Drinking water without conventional treatment but after disinfection • Class B-Water for outdoor bathing • Class C-Drinking water with conventional treatment followed by disinfection • Class D-Water for fish culture and wild life propagation • Class E-Water for irrigation, industrial cooling and control waste disposal

Indian Standard Drinking Water Specification: IS 10500:1991

Sl. Permissible Substance/ Characteristic Desirable Limit Remarks No. limit Extended to 25 if toxic substance 1 Colour, Hazen units, Max 5 25 are not suspected in absence of alternate sources 2 Odour Unobjectionable a) Test cold and when heated b) Test at several dilution Test to be conducted only after 3 Taste Agreeable safety has been established

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Sl. Permissible Substance/ Characteristic Desirable Limit Remarks No. limit 4 Turbidity NTU, Max 5 10 5 pH value 6.5 to 8.5 No relaxation

Total Hardness (as CaCO3 6 600 600 mg/lit) 7 Iron (as Fe mg/lit, Max 0.3 1.0 8 Chlorides (as Cl mg/lit Max 250 1000 To be applicable only when water is chlorinated. Treated at Residual Free Chlorine, 9 0.2 consumer end. When protection mg/lit Max against viral infection is required, it should be Min 0.5 mg/lit 10 Dissolved Solids mg/l, Max 500 2000 11 Calcium (as Ca) mg/l, Max 75 200 12 Copper (as Cu) mg/l, Max 0.05 1.5 13 Manganese (Mn) mg/l Max 0.1 0.3 May be extended up to 400 14 Sulphate (As SO4), Max 200 400 provided (as Mg) does not exceed 30

15 Nitrate (as NO3) mg/l, Max 45 100 16 Fluoride (as F) mg/l, Max 1.0 1.5 Phenolic Compounds (as 17 0.001 0.002 C6H6OH) mg/l Max To be tested when pollution is 18 Arsenic (as As mg/l 0.05 No relaxation suspected 19 Lead (as Pb) mg/l 0.05 No relaxation Anionic Detergents (as 20 0.2 1.0 MBAS) mg/l To be tested when pollution is 21 Chromium (as Cr) mg/l 0.05 1.0 suspected 22 Mineral Oil mg/l 0.01 0.03 23 Alkalinity mg/l 200 600 95% of the sample should not contain coliform in 100 ml. 10 coliform 24 Total Coliform /100 ml

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Appendix 16: National Ambient Noise Level Standards

Limits in Decibels (dB A) Area Code Category Day Time Night Time A Industrial 75 70 B Commercial 65 55 C Residential 55 45 D Silence Zones 50 40 Note: (1) Daytime: 6 AM to 9 P.M., Night-time 9 PM to 6 AM; (2) Silence zone is an area up to 100 m around premises as hospitals, educational institutions and courts. Source: Central Pollution Control Board, New Delhi