Initial Environmental Examination

Project Number: P51337-001 December 2020

India: Tamil Nadu Industrial Connectivity Project

Cuddalore to Madapattu Road (SH09)

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, Forest and Climate Change MORTH - Ministry of Road 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 ...... 14 A. TYPE AND LOCATION OF PROJECT ROAD ...... 14 B. FEATURES OF THE PROJECT ROAD ...... 15 C. ENGINEERING SURVEYS AND INVESTIGATIONS ...... 17 D. DESIGN STANDARDS ...... 18 E. PROPOSED IMPROVEMENT ...... 24 F. CONSTRUCTION CAMPS ...... 36 G. PROJECT COST ...... 36 H. CONSTRUCTION PACKAGING AND IMPLEMENTATION SCHEDULE ...... 36 I. PROJECT BENEFITS ...... 36 IV. DESCRIPTION OF THE ENVIRONMENT ...... 37 A. INTRODUCTION ...... 37 B. PHYSICAL ENVIRONMENT ...... 38 C. COASTAL AND MARINE RESOURCES IN PROJECT INFLUENCE AREA ...... 60 D. BIOLOGICAL ENVIRONMENT ...... 60 E. SOCIO-ECONOMIC ENVIRONMENT ...... 71 V. ANALYSIS OF ALTERNATIVES ...... 76 A. WITH PROJECT’ AND ‘WITHOUT PROJECT’ SCENARIO ...... 76 B. LOCATION AND ALIGNMENT ALTERNATIVES ...... 80 C. DESIGN DECISION CONSTRAINTS FOR VARIOUS ALTERNATIVES ...... 83 D. ALIGNMENT MODIFICATIONS DUE TO ENVIRONMENTAL CONSIDERATIONS ...... 83 E. ENGINEERING/TECHNOLOGICAL ALTERNATIVES ...... 83 VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ...... 85 A. INTRODUCTION ...... 85 B. SCREENING OF IMPACTS ...... 90 C. TYPICAL POTENTIAL ADVERSE IMPACTS ...... 94 D. IMPACTS ON PHYSICAL ENVIRONMENT ...... 94 E. IMPACTS ON BIOLOGICAL ENVIRONMENT...... 109 F. IMPACTS ON SOCIAL ENVIRONMENT ...... 112 G. PHYSICAL AND CULTURAL RESOURCES ...... 127 H. INDUCED AND CUMULATIVE IMPACTS ...... 127 I. EXPECTED BENEFITS FROM THE PROJECT ...... 127

VII. CONSULTATION, PARTICIPATION AND INFORMATION DISCLOSURE ...... 129 A. MEANINGFUL CONSULTATION ...... 129 B. OBJECTIVES OF THE CONSULTATIONS ...... 129 C. METHODOLOGY FOR CONSULTATIONS ...... 129 D. INTERACTION WITH NGOS ...... 133 E. PUBLIC DISCLOSURE AND FURTHER CONSULTATIONS ...... 134 VIII. GRIEVANCE REDRESS MECHANISM ...... 135 136 IX. ENVIRONMENTAL MANAGEMENT PLAN ...... 137 A. INTRODUCTION ...... 137 B. OBJECTIVES OF ENVIRONMENTAL MANAGEMENT PLAN ...... 137 D. ENVIRONMENTAL MONITORING AND REPORTING PROGRAM ...... 137 E. INSTITUTIONAL REQUIREMENTS ...... 166 F. ENVIRONMENTAL REPORTING SYSTEM ...... 172 G. ENVIRONMENTAL MANAGEMENT BUDGET ...... 173 X. CONCLUSIONS AND RECOMMENDATIONS ...... 176

LIST OF TABLES

Table 1: Cuddalore to Madapattu Road (SH-09) 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 (SH-09) 14 Table 5: Annual Average Daily Traffic Volume in Cuddalore - Madapattu (SH-09) 16 Table 6: Villages and Urban Built-Up Locations along Project Road 17 Table 7: Radius for Horizontal Curves 19 Table 8: Sight Distance 21 Table 9: Junction Improvement with Transverse Rumble Strip on Project Road 34 Table 10: Environmental Attributes and Frequency of Monitoring 37 Table 11: Average Annual Rainfall (mm) of Project Districts 40 Table 12: Soil Quality Monitoring Results for the Project Road 48 Table 13: Details of Water Bodies along Project Road 52 Table 14: Details of Drainage along the project road 52 Table 15: Water Quality Monitoring Locations 53 Table 16: Surface Water Quality along the Project Road 53 Table 17: Ground Water Quality Characteristics along the Project Road 54 Table 18: Details of Ambient Air Quality Monitoring Locations along Road 56 Table 19: Techniques Used for Ambient Air Quality Monitoring 57 Table 20: Summary of AAQM Results along the Project Road Section 57 Table 21: Details of Noise Level Monitoring Locations 59 Table 22: Ambient Noise Level in Decibel (A) along the Project Road 59 Table 23: Forest Cover in Project Districts (km2) 60 Table 24: Tree within Formation Width (>30 cm) 62 Table 25: IUCN Status of Major Tree Species within Formation Width (>30 cm) 63 Table 26: Tree Species in Formation Width of the Project Road 64 Table 27: Protected Areas of Tamil Nadu 65 Table 28: Fauna in the Influence Area of the Project Road 70 Table 29: Demographic Features of Project Districts as per 2011 Census 71

Table 30: Land Use Pattern within 500m Buffer of Project Road 72 Table 31: Land Use Pattern of Project Districts 72 Table 32: Physical/Sensitive Features along the Project Road 73 Table 33: Comparison of Positive and Negative Impacts of ‘With’ and ‘Without’ Project Scenario 78 Table 34: Comparison of Alternatives Considered for Panruti Bypass 80 Table 35: Sensitivity of VECs in the Project Area 87 Table 36: Criteria for Rating the Significance of Impacts 90 Table 37: Screening of Environmental Impacts 91 Table 38: Impact on Air Quality During Construction Stage 95 Table 39: Annual Average Daily Traffic data 96 Table 40: Emission Factors for Different Types of Vehicle (ARAI, 2007) 97 Table 41: Meteorological Parameters Used for Modelling 97 Table 42: Average Background Concentration of Pollutants along the Alignment 98 Table 43: CO Predicted Concentrations (mg/m3) along the Proposed Road 99 Table 44: PM2.5 Predicted Concentrations (µg/m3) along the Proposed Road 99 Table 45: PM10 Predicted Concentrations (µg/m3) along the Proposed Road 99 Table 46:NOx Predicted Concentrations (µg/m3) along the Proposed Road 100 Table 47:SO2 Predicted Concentrations (µg/m3) along the Proposed Road* 100 Table 48: CO2 Emission at BAU, Project with and without Induced Traffic 101 Table 49: Construction Noise/Distance Relationship 114 Table 50: Likely Impact on Noise Quality in the Vicinity of Project Area 115 Table 51: Typical Noise Levels of Principal Construction Equipment (Noise Level in dB (A) at 50 Feet) 115 Table 52: Details of Sensitive Receptors along the Project Road 116 Table 53: Annual Average Daily Motorized Traffic Data 120 Table 54: Equivalent Background Noise levels 120 Table 55: Predicted Noise Levels along the Project Road Section 120 Table 56: Vibration Generated from Different Construction Equipment 121 Table 57: Building Vibration Damage Assessment Criteria 122 Table 58: The Details of Public Consultation for Project Road 130 Table 59: Summary of Issues Discussed and Measures Taken 132 Table 60: Environmental Management Plan 140 Table 61: Environmental Monitoring Plan (EMoP) 162 Table 62: Environmental Reporting System 172 Table 63: Environmental Management Cost Estimate * 174

LIST OF FIGURES Figure 1: Location of Project Road Alignment on Map 2 Figure 2: Typical Cross Sections for Project Road 26 Figure 3: Environmental Monitoring Locations along the Project Road 38 Figure 4: Rainfall Distribution Map of Tamil Nadu State 40 Figure 5: Temperature Distribution Map of Tamil Nadu 41 Figure 6: Humidity Map of Tamil Nadu 42 Figure 7: Topographic Map of Tamil Nadu 43 Figure 8: Slope Map of Project District 44 Figure 9: Geological Map of Tamil Nadu 45 Figure 10: Geomorphological Map of Project District 46 Figure 11: Soil Order and Texture in Tamil Nadu 47 Figure 12: Soil Type based on Water Retention Characteristics for Tamil Nadu State 48 Figure 13: Seismic Map of Tamil Nadu State 50 Figure 14: Forest Cover Map of Tamil Nadu showing Project Road 61 Figure 15: Protected Area Map of Tamil Nadu 68 Figure 16: Google map showing Alternate Options for Panruti Bypass 82 Figure 17: Photographs of Public Consultations 131 Figure 18: Grievance Redress Mechanism 136

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 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 Cuddalore-Madapattu including Panruti bypass section of SH-09. The length of the project road is 36.37 km. The project road is located in Cuddalore, Villupuram and Kallakurichi districts of Tamil Nadu. The Kallakurichi District, a part of Villupuram District earlier, was bifurcated and created as a separate district on 26 November 2019. The project road starts at km 3+000 having latitude: 11°45´25ʺN and longitude: 79°45´48ʺE and ends at Madapattu at km 41+910 having latitude 11°47'49Nʺ and longitude 79°24'17.18" E.

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 is below 1000 AMSL. The project road alignment is not passing 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 SH-09 in Tamil Nadu State. The existing road is of two-lane carriageway with earthen shoulder configuration type. The width of ROW is not uniform along the project road and the carriageway or roadway width of the road is in the range of 5.5m to 7m.

5. The available right of way (ROW) of the project road varies between 9m to 35m. The existing width of the earthen shoulder varying from 0.5m to 1m on either side of carriageway. It is proposed to widen it to 2-lane with paved shoulder configuration. The road traverses through plain terrain. The project road traverses through 10 major built-up. Around 12.40 km length of the project road passes through non-built-up area; remaining length traverses through built-up area. Altogether, 36.37 km of the project road has been considered for 2-laning with paved shoulders except the ROB stretches

6. The project involves 1 realignment from 33.8 km to 34.5 km and one bypass at Panruti. The proposed bypass for Panruti town starts at km 22+650 and ends at km 28+500 (Ex. Km 21/400 to 28/450) with bypass length of 5.850 km. There is one major bridge, 4 minor bridges, ii

and 77 culverts (which includes widening of 5 slab/BA and 69 box culverts while 3 will be retained) on the proposed project road. There is 1 VUP and ROB at km 24+483.

C. Description of the Environment

C.1 Physical Environment

7. Meteorological Conditions: The annual average rainfall of the project districts varies from 970-1400mm, with highest in Vridhachalam (1402) and lowest in Villupuram (971mm). Temperature of the project area reach highs of around 35°C and at night the average minimum temperature drops down to around 25°C. In recent times the highest recorded temperature in July has been 40°C. As the project region falls in strong hyperthermic zone as per temperature distribution map of Tamil Nadu State. The project road alignment is located in humid to sub-humid climate.

8. Geography and Topography: The project area has plain topography having an altitude in the range of 1m–300m AMSL. The project road traverses in plain terrain passing through rural areas as well as many intermittent semi-urban and urban settlements. The elevation of project road varies from 37.348m to 76.52m.

9. Land Use: The land use in project area surrounding comprises of cultivable land (about 35%), waste land (about 3%), semi urban and rural area (62%). The land use along the project road is mostly arable land. Banana cultivation is commonly seen along the project road. Also, it is noted that there is no forest land‐ within 500m buffer area of project road. Cuddalore Senjikumarapuram, Karamanikuppam, Rajaram Nagar, Nellikkuppam, Vazhapet, Melpattambakkam, Balaji Nagar, Sivaraman Nagar, Panruti, Gopuram, Semakottai, Madapattu towns are the major habitations along the road.

10. The project road and surroundings are predominantly occupied by the flood plain of fluvial origin formed under the influence of Penniyar, Vellar and Coleroon river system. The south Indian state of Tamil Nadu in the peninsular shield is a zone of low to moderate seismic activity with a sparse historical record of significant earthquakes. The project influence area and study area fall in seismic zone II.

11. The soils of the project districts are classified as the black, red, ferruginous and arenaceous. They are again subdivided into clays, loam and sands. Black soils are observed in the Chidambaram and Vridhachalam taluks. They sandy soils are seen along the coast in Cuddalore and Chidambaram taluks. The younger alluvial soils are found as small patches along the stream and river courses in the district. Red sandy soil is seen covering the Cuddalore sandstone, laterite and lateritic gravels occur in parts of Virudhachalam, Panruti and Cuddalore taluks. Based on water retention characteristics, project region found to have soils that have low water retention characteristic. The soil in general is sandy to silty with good amount of primary nutrients i.e., Nitrogen (N), Phosphorus (P) and Potassium (K) content. Chemically soil are neutral with the pH value varies from 6.69 to 7.95. It is 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 Cuddalore district is drained by Gadilam and Pennaiyar rivers in the north, Vellar and Coleroon in the south. All these rivers are ephemeral and carry floods during monsoon. They generally flow from west towards east and the pattern is mainly sub parallel. The eastern coastal part near Porto Novo is characterized by lagoons and back waters. The project road does not cross any perennial river. The alignment and surroundings of ‐ iii project road have plenty of the ground water sources in the form of tube wells, wells, hand pumps. The ground water table depth ranges from 3m to 5m.

13. Water quality was monitored at four locations to represent the profile of the project area two each for surface and ground water. Results show that the pH of the drinking water in the region is well within permissible limits (7.5–7.8). The samples collected from ground water shows the parameter is well within the permissible standards. Other parameters analyzed like chloride, sulphate, fluorides are found well within standards. Overall, the ground water quality in the project areas is good. Presence of organic matter is found in the surface water samples.

14. Air Quality: Ambient air quality in the state is quite pure compared to other neighboring states. Ambient air quality for particulate matters (PM10 and PM2.5), SO2, NOx and CO was monitored at three locations along the project road. It is found from the results that PM10 concentration at all monitoring locations were well within the permissible limits for residential zone i.e. 100 μg/m3 prescribed by MOEFCC but slightly higher than World Bank EHS guideline limit of 50 μg/m3. The highest value of PM10 is observed at Cuddalore, Government Hospital Site (82.6μg/m3), which is well within permissible limits. Similarly, PM2.5 concentration is highest at Cuddalore, Government Hospital Site and is 37.5 μg/m3 well within the permissible limit i.e. 60 μg/m3 prescribed by MOEFCC but slightly higher than the World Bank EHS guideline limit of 25 μg/m3. Other parameters monitored i.e. Nox, SO2, and CO were found within the permissible limits for all the locations. Overall, the air quality in the project area is good.

15. Noise Levels and Vibrations: Noise levels were monitored at five locations along the project road. The maximum recorded day time noise level is 78.6 dB(A) and night time noise level is 71.5 dB(A) along the project alignment. The equivalent noise levels for daytime ranges between 70.52–72.28 dB(A) and equivalent noise levels for daytime ranges between 59.1–66.82 dB(A). The recorded noise level is higher than the permissible limits for residential area of 55 dB(A) and 45 dB(A) for daytime and nighttime, respectively. This noise is mainly from vehicular traffic and local domestic/commercial activities.

C.2 Biological Environment

16. The ROW of the project road does not fall under any forest area and thus does not attract forest land diversion. The project road does not fall within core or buffer zone of any protected area (National Park, Wildlife Sanctuary, Reserved Forest, Biosphere Reserve, and Wetland).

17. A total of 877 trees >30 cm girth size (455 on LHS and 422 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 Banyan, Movingui, Golden Shower, Peepal Tree, Fig, Terminalia catappa, Weeping Myall, Amla, Mahua, Teak, Black Siris, Sweet Tamarind, Mahogany, Melia dubia, Mango, Indian Cork Tree, Black Plum, Arjun, Indian Mulberry, Kadam, Palm, Portia tree, Tamarind, Millettia pinnata, Red Sandalwood, River Tamarind, Rain Tree and Pattharcaṭṭa. No tree along roadside fall in CITES list of plants. However, two tree species namely mahogany and red sandalwood are under Near Threatened category of IUCN.

18. The fauna along and surrounding the Cuddalore-Muddipattu (SH-09) project road incudes mammals such as Indian hare, golden jackal, common palm squirrel, brown rat, bonnet macaque, bandicoot rat, fruit bat, common (House) mouse, Indian grey mongoose, pig. Reptiles such as rat snake, freshwater snake, cobra, krait, Russel’s (Daboia) viper, garden lizard, Asian chameleon. Amphibians such as frog and toad. Birds include Asian koel, house crow, common myna, rock dove, barn owl, cattle egret, black kite, Indian roller, greater coucal, house sparrow, tailor bird, little cormorant, common quail, Indian cormorant, Asian palm swift, Indian oriole, weaver bird, iv

Indian cuckoo, red-vented bulbul, black drongo, common kingfisher, emerald dove, pond heron. There are no vulnerable/ endangered or rare species fauna around the project site. There is also no fauna species listed in Schedule I of the Wildlife (Protection) Act, 1972 of Government of India.

C.3 Socio-economic Environment

19. The project road falls under three districts of Tamil Nadu state, Cuddalore, Villupuram and Kallakurichi (a part of Villupuram District earlier).

20. As per 2011 census, the population of the Cuddalore district is 2,600,880 which comprises of 1,311,151 males and 1,289,729 females. The urban and rural population of the district is 882,631 and 1,718,249 respectively. As per 2011 Census, Villupuram (including present Kallakurichi district) district has a total population of 3,458,873 of which males account for 1,740,819 and females account for 1,718,054. The Urban population, according to 2011 census is 519,088 and rural population is 2,939,785 and the population density of the district per square kilometer is 410.

21. Agriculture plays a vital role in the State’s economy. 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.

22. There are 40 religious receptors, 10 educational institutes and 2 hospitals within 30m from center line of the project road. There is no archaeological sites or historical monuments are located along the project road section.

D. Consultation, Disclosure and Grievance Redress Mechanism

23. 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 and 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.

24. Consultations 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. Participation in the consultation process of the government officials from different departments that have relevance to the project was encouraged. Similarly, 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.

25. 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 v

26. The consultations were conducted during preparation of the IEE. In total 4 structure public consultation sessions were organized along SH-09 project road. The public consultation meetings were organized during months of August, September and October of 2020 at 3 locations (Madapattu, Panruti and Cuddalore) to disseminate the information regarding widening and strengthening of road SH-09, respectively by the officers of Highways Department, Government of Tamil Nadu and staff of DPR. COVID-19 protocols were observed in the preparation and conduct of these consultations. Most of the people interviewed strongly supported the project. 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.

27. 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 environmental management plan and to 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.

28. 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 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 grievances at 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.

29. As project executing agency 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 Initial Environmental Examination Report has been disclosed in the English language in the office of TNHD and divisional engineer office. The report will also 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. Project Benefits

30. 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; vi

• 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.

F. Anticipated Environmental Impacts and Mitigation Measures

31. Based on analysis of project activities and environmental baseline conditions 15 valued environmental components (VECs) under physical, biological and social environment were identified. Assessment of 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.

32. 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.

33. The loss of land under the agriculture use for bypass section and the 877 trees will be compensated under a mandatory compensatory scheme, under the government wherein total 8770 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).

34. Other moderate and minor negative environmental impacts include dust; pollution of air and water; noise and disturbance for local communities during construction; private land acquisition of 20.3 ha and impacts on 748 private 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.

35. 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 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.

G. Environmental Management Plan

36. A fully budgeted environmental management plan has been prepared for mitigation, management, and 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 have been identified. Monitoring plan for construction and operation phase has been framed to ensure effective implementation of EMP. vii

37. The monitoring program included performance indicators for wildlife, 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.

38. The monitoring program includes regular site inspections and checks by the PIU and FIUs under TNHD. The CSC will conduct weekly and joint PIU quarterly site inspections to monitor implementation of the EMP. The CSC Environmental Specialist will monitor implementation of the EMP.

39. An environmental management budget of INR 27.65 million (US$ 0.36 million) has been estimated for implementation of the EMP. This budget also includes cost of environmental monitoring and associated trainings.

H. Conclusions and Recommendations

40. The project road (Cuddalore - Maddapattu Road section of SH-09) proposed for the improvement is classified as environment Category B project as per 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.

41. 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 877 trees due to widening of road. There are no protected areas located within 10 km radius of the road section.

42. Mitigation measures have been proposed and budgeted to address all the above identified impacts and risks in the EMP. As part of the EMP, environment management actions have also been recommended to mitigate environment related risks.

43. 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

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. Cuddalore to Madapattu road section of SH-09 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 the project road section (SH-09). The total design length of the road alignment is 36.37 km in length. The details of project road are given in Table 1.

Table 1: Cuddalore to Madapattu Road (SH-09) Existing Chainage Design Chainage (km) Sl. No. (km) Environmental Set up From To From To Section 1 3+000 21+057 3+000 21+100 The entire length of the project road runs through Section 2 - - 22+650 28+500 plain & rolling terrain and Section 3 28+500 41+700 28+500 41+900 passing across several agricultural land, villages, and towns of Cuddalore, Total Design length (km) 37.36 Kalakuruchi & Villupuram districts

3. All discussions thereafter focus on Cuddalore to Madapattu road section of SH-09. 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 the ADB and CKICP website.

B. Nature, Size and Location of Project Road

4. The project road is located in Cuddalore, Villupuram and Kallakurichi districts of Tamil Nadu. The project road starts at km 3+000 having latitude: 11°45´25ʺN and longitude: 79°45´48ʺE and ends at Madapattu at km 41+910 having latitude 11°47'49”N and longitude 79°24'17.18"E. 5. The existing road starts from Cuddalore to Madapattu from Km 3+00 to km 21+057 and 28+500 to km 41+700. As per design, the project section Cuddalore to Madapattu from km 3+00 to km 21+100, km 22+650 to km 28+500 and 28+500 to km 41+910 and two substandard curves have been improved. Bypasses has been proposed for Panruti town. The bypass starts on NH

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45C at Km. 22+650 and ends at Km. 28+500 with a total bypass length of 5.850 Km. The total length of project is 37.360 Km excluding the proposed NHAI bypass portion for Panruti. The location of the project road is shown in Figure 1.

6. The existing road section is planned to be widened to 2 lane configuration with paved shoulders in three sections as mentioned above. The two road sections will be widened following existing alignment and one section is developed as new bypass alignment following a village road. The project road alignment is linear in nature.

Figure 1: Location of Project Road Alignment on Map

C. Background of the Present Report

7. 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.

8. The initial environmental examination study was prepared between the months of November 2019 to August 2020 to fulfil ADB’s SPS 2009 requirements for financing the Project. The detailed engineering design report has been prepared by M/s. Sheladia Associates, Inc. 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

9. This IEE report documents the environmental assessment of the Cuddalore to Madapattu road project and identifies the environmental issues to be considered in the project planning and design stages. In this report, the different project activities were analysed. Potential impacts that may accompany them have been identified and assessed for significance. Concomitant avoidance, mitigation, and compensation measures were prepared in consultation with 3 stakeholders. The IEE addresses 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.

10. The environmental studies have been confined to the situation around the deemed project area of 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 asphalt 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 determined as the ROW plus 500m on either side of the road.

11. 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

12. The Initial Environmental Examination (IEE) study has been carried out in accordance with the requirements of the ADB’s Safeguard Policy Statement (SPS 2009) and Environmental Assessment and Review Framework prepared for the overall Project. The Government of India guidelines for Rail/Road/Highway projects, EIA notification 2006 and its amendments by 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.

13. 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 and soil 4

quality was also carried out within the ROW and significant issues were examined during field surveys to determine the magnitude of significant environmental impacts.

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

1. Collection and Analysis of Data

15. 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, to establish the baseline environmental setup. 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 and investigators. The interviewers were trained for filling out the questionnaire at the site. To ensure the accuracy of the data, data collection was done under the supervision of the ADB TA 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, CKICP 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, Cuddalore and afforestation norms etc. Villupuram District. Status of Fishing Activity District Fisheries Offices at Cuddalore and Villupuram 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 Cuddalore and Villupuram, District 2011. Official websites maintained by state Govt., and Public Consultation during the Field survey

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2. Environmental Monitoring and Analysis

16. Different locations were identified for monitoring and analysis of the noise level, ambient air, soil 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.

17. 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. Specific attention was given to collect the data on presence of wildlife. Findings are incorporated in Chapter 4 of this IEE report.

3. Analysis of Alternatives

18. 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

19. Extensive consultations were held during different stages (reconnaissance, detailed design and design review) with key stakeholders that includes 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

20. 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

21. An EMP for the project contract packages 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

22. 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:

• Chapter 1 - Introduction: This section describes the background information about the project and IEE study. 6

• 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.

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

II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

24. India has well defined institutional and legislative framework. The legislation covers all components of environment such as 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 25. 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 • Wildlife Protection.

26. 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 wildlife and ecologically important protected areas.

27. State Pollution Control Boards (SPCBs) together form the regulatory and administrative core of the government for managing environmental impacts. Other Ministries/Statutory 8

Bodies/Departments responsible for ensuring environmental compliance and granting various clearances includes state ministry/department of environment, regional offices of MOEFCC and state forests/wildlife departments. Their key roles and responsibilities and interface among them have been assigned between Central and State government.

28. The environmental impact assessment (EIA) requirement in India is based on the Environment (Protection) Act, 1986, the EIA Notification, 2006 (its 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, 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).

29. 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).

30. Specifically, for the proposed Cuddalore - Madapattu (SH-09) in the state of Tamil Nadu, the following environmental laws and regulations are applicable are given 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 Implementing by Revenue Tree cutting Revenue 2-6 2. TNHD Project 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) 9

Responsible Sl. Competent Agency for Time Activity Statute Requirement No. Authority Obtaining Required Clearance Water Act of Establishing 1974, Air Act of campsites, 1981, Noise stone crusher, Tamil Nadu Rules of 2000 and Consent to The 2-3 1 hot mix plant, Pollution Environmental establish Contractor months wet mix plant Control Board Protection Action and Diesel of 1986 and as Generator Sets amended Water Act of Operation of 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

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31. 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, 2013 and 2020), all new state highway and state highway expansion projects except in hilly terrain (above 1,000m 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). Since the proposed project involve expansion of the existing state highway road section between Cuddalore to Madapattu and this section is not located in hilly terrain (above 1,000m AMSL) or any notified ecologically sensitive areas (ESA), 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 Cuddalore – Madapattu road does not passes through forest areas, therefore forest clearance is not required as per Government of India requirements. • As per the Wildlife Protection Act, clearance from National Board for Wildlife (NBWL) is not required for proposed Cuddalore – Madapattu road project as the project road not located within core or notified buffer zone boundary of any 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 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. • 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).

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/.

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• Before the start of civil works for the any component of the project the project proponent (TNHD) must obtain clearances / permits from the regional office of the Ministry of Environment and Forest and Climate Change and State Pollution Control Board.

B. Social Regulatory Requirements of India and Tamil Nadu

32. 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

33. 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 12

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

34. 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

35. 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

36. 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. The project road do not falls within core/buffer zone of any protected area 13

37. 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 section crosses some of the water bodies and acquisition of land may be involved at a few stretches.

38. The project section is not located near to any notified protected area and there are no wildlife has been reported due to residential habitation development along the road. 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.

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III. PROJECT DESCRIPTION

A. Type and Location of Project Road

39. The present report on Initial Environmental Examination (IEE) deals with the environmental analysis of the project road considered under ADB supported TNICP - Upgrading Cuddalore - Madapattu road section (SH-09). The existing road starts from Cuddalore at Km 3+000 to km 21+057 and 28+500 to km 41+700. As per design the project road section is from km 3+00 to km 21+100, km 22+650 to km 28+500 and 28+500 to km 41+910 and two sub- standard curves has been proposed to improve as bypasses for Panruti town. The proposed bypass starts on NH 45C at km 22+650 and ends at km 28+500 with a total bypass length of 5.850 km. The total length of project road is 37.360 km excluding the proposed NHAI bypass portion for Panruti town‐ .

40. 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.

41. It is proposed to improve state highway road section from two-lane road with earthen shoulder configuration type to 2-lane paved shoulder configuration with 7.0m carriageway of pavement and 1.5m paved shoulders on both sides. In urban areas the improvement will restricted to the existing ROW. The project road key features and design standards are presented in Table 4.

Table 4: Summary Road Components and Design Standards (SH-09) Parameter Details Road Length About 37.36 km. (from km 3/00 to km 21/100, km 22/650 to km 28/500 and 28/500 to km 41/900) Alignment Follow the existing road alignment. Except some of the locations where geometric improvements is required and at the location of proposed bypass Flyovers/overpass There is no flyovers, 1 rail over bridge in the alignment, 1 vehicular es/ ROB underpass. Major/Minor There is 1 major bridge and 4 minor bridges. Bridges Other Structures There are 77 culverts proposed in this project road. Embankment During inventory and reconnaissance survey of project road, it is Design found that the embankment height 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 MORTH Guidelines Vertical Clearance 0.60m above HFL for bridges up to 30m length 0.90m above HFL for bridges above 30m 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 Design: 80 Kmph Permissible: 65 Kmph Horizontal Controls As per IRC: 73-1980 15

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 80 kmph Vertical Controls Grade break of 0.6%, vertical curves will be provided. Length of vertical curve will be restricted to minimum 50m Carriageway Carriageway: 7.0m pavement Cross fall will be 2.5% for pavement and 2.5% for paved shoulder. Source: Detailed Project Report, 2015-2016

B. Features of the Project Road

42. The project road traverses in plain 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.

43. 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 only at a few locations.

B.1 Right of Way (RoW)

44. The existing right of way (RoW) of the project road section varies between 9m to 35m, however the carriageway/roadway width of the road is uniform between 5.5m to 7m with 1m earthen shoulder. The existing carriageway of project road is two lanes in most of the portions, however, in built-up sections existing carriageway is of intermediate lane configuration.

B.2 Cross Drainage Structures

45. There are existing 77 culverts along the alignment. Out of these, 5 slab and 69 box culverts will be widened while 3 will be retained. There is 1 major bridge and 4 minor bridges along the alignment. There is no proper drainage system available along the project road.

B.3 Traffic Scenario

46. The 7-day 24-hour directional classified Traffic Volume Count (TVC) was carried out at four different locations on the project road section during December 2013 and May 2014 for feasibility and DPR study. The average daily traffic volumes are given below in Table 5. Traffic projections are in Table 39.

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Table 5: Annual Average Daily Traffic Volume in Cuddalore - Madapattu (SH-09)

TVC 1 at Panruti TVC 2 at Km S.No. Vehicle Type Km 14/60 Bypass 36/00

HS-1 HS-2 HS-3 Motorized Traffic (Fast Moving Vehicles) 1 Car/Jeep/Van 2523 1323 2212 Mini Truck (<3 123 23 54 tonne) Mini truck (>3 906 147 336 2 LCV tonne) Mini Bus (< 3tonne) 0 0 1 Mini Bus (> 3tonne) 103 47 79 Two axle (MCV) 291 139 207 3 Truck Three axle (HCV) 211 64 114 4 MAV - Four to Six axle 139 58 70 5 MAV > Six axle 1 0 4 6 Bus 886 264 441 7 Three-wheeler & Auto rickshaw 314 0 135 8 Two-wheeler 9220 0 5819 Agriculture with trailer 211 0 28 9 Tractor without trailer 117 0 34 10 Others 40 0 22 Non-Motorized Traffic 11 Bi-Cycle 275 0 183 12 Cycle-rickshaw 5 0 2 Animal/Hand Pneumatic tyre 11 0 5 13 Drawn Iron wheeled 4 0 1 14 Others 9 0 3 Total Fast Vehicles 15,085 2,064 9,556 Total Fast PCU 15,183 3,298 8,829 Total Slow vehicles 304 0 194 Total Slow PCU 317 0 158 Grand Total Vehicles 15,389 2,064 9,750 Grand Total PCU 15,500 3,298 8,987 Source: Traffic volume Survey by the DPR Consultant

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B.4 Road Width

47. This project road has 5.5m to 7.0m carriageway with earthen shoulder width varying between 0.5m to 1.0m in the entire length except at built up sections.

B.5 Villages and Urban-Built Up Sections

48. This project road passes through many villages and towns namely, Cuddalore, Kondur, Thottapattu, Senjikumarapuram, Nellikuppam, Melpattambakkam, Anna Gramam, Panruthi, Semakottai, Kalapakkam, Kulam, Veeraperumanallur, KV Palayam, and Madapattu. The major builtup urban sections and villages along the project road are given in Table 6 below.

Table 6: Villages and Urban Built-Up Locations along Project Road S. No. Name of the Chainage (km) Length Village/Town From To (km) 1 Kondur Village 3/000 3/800 800 2 Thottapattu Village 4/800 6/200 1400 Karamanikuppam 3 8/300 8/500 200 Village 4 Nellikuppam 9/000 13/100 4100 5 Pattampakkam Village 14/600 16/600 2000 6 Annagiramam 18/500 18/900 400 7 Semakottai 29/400 31/900 1500 8 Veeraperumanallur 36/200 37/100 900 9 K.V.Palayam 39/900 40/400 500 10 Madapattu 41/100 41/700 600 Source: DPR

C. Engineering Surveys and Investigations

49. Following surveys and investigations had been carried out on the project road for collection of data for incorporation in the DPR and to adapt 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. • • 18

D. Design Standards

50. 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/MoRTH 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 • Manual of Specifications and Standards for Four Laning of State Highways: IRC SP 84 – 2014 • Ministry of Road Transport & Highways (MoRTH) specifications and circulars – Fifth edition.

1. Geometric Design

51. 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

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

• Horizontal alignment • Longitudinal profile or vertical alignment • Cross-sectional elements • Junctions, intersections and interchanges

53. 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.

54. Different options for providing grade separated interchanges and at grade intersections have been examined 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

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a. Design Speed

55. Design speed is the basic parameter, 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 were adopted.

56. The project road located in plain terrain improved to provide minimum radius in most of the locations of curves to attain better alignment for the design speed of 65kmph to 80kmph and will be kept as the operational speed except at built up locations and sensitive areas (e.g. school, places of worship, hospital, etc.). The only physical hindrance in the existing road corridor were from the roadside 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

57. 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.

58. 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

59. 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

60. The super elevation at curves have been arrived at as per the following equation:

e=V2/225R 20

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

61. 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

62. 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

63. 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:

(i) 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)

(ii) As per rate of change of Super-elevation,

64. 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

f. Sight Distance

65. 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 21

66. 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.

67. Safe stopping sight distance, both in the vertical and horizontal directions are applied in design wherever possible. The sight distance values as per IRC recommendations are given in Table 8. Table 8: Sight Distance Design Speed (kmph) Safe stopping sight distance (m) 80 120 65 90 50 60 40 45

5. Pavement Design

68. 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 pavements are designed for a service life of 20 years. Strengthening of the pavement by bituminous overlay are done periodically after 10 years.

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

6. Embankments

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

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

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

7. Grade Intersections

73. The locations where at grade junctions are required, the designs have been done as per the Guidelines given in 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

74. 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 22

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

75. 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

76. 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.

77. 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.

78. All critical locations are identified at the proposed geometric improvements along the project road and crossroads 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 2m to 3m from the edge of the carriageway. On kerbed road it is proposed as not less than 60cm away from the edge of the kerb.

79. 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.

80. 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.

81. 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 23 proposed at all major junctions. One/ Two/ Three arm bracket Sodium vapour lamps have been considered. The following codes are followed while designing the lighting system on the Project road for different locations.

• IS: 1944 (Parts I and II) – 1970 • IS: 1944 (Part V) - 1981; and • IS: 1944 (Part VI - 1981)

82. 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:

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

84. 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-09.

85. 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.

86. 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:

87. 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.

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

89. 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 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.

90. Road Humps: Road humps or speed breakers are formed by providing a rounded hump of 3.7m 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 /intersections with major roads, school and hospital zones. 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. 24

91. 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.

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

92. Landscaping and Tree Plantation: Tree plantation have been provided in accordance with “IRC SP: 21-2009, Guidelines on Landscaping and Tree Plantation” and Set back distance of trees in different situations is as per “IRC: 66-1976, Recommended Practice for Sight Distance on Rural Highways”.

E. Proposed Improvement

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

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

1. Proposed Right of Way

94. The proposed RoW for the 2-lane configuration has been fixed as 16.0m in urban built-up areas and 23m in open and rural areas. For the bypass section in green fields has been fixed as 30m. For realignments, VUP/ROB and its approaches, the proposed RoW is 35m. There is a need for land acquisition for road widening and at the location of realignments and for bypass section. The total land acquisition for the project road improvement has been estimated as 21.0113 hectares.

2. Embankment Height

95. 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 finished road level (FRL) is kept as 1.0m from the top of existing FRL.

3. Bus Bays

96. With various road improvement works, 23 new bus bays and passenger shelters on either side of project road have been proposed. Due to widening all the existing passenger shelters will 25 be demolished. These bus bays are located on the LHS and RHS along the project road at habitations/villages.

4. Cross Sectional Details

97. The existing carriageway of project road is two lanes in most of the portions, However, in built-up sections existing carriageway is of intermediate lane configuration. The project road has a flexible pavement with 7m carriageway width. Widening is proposed concentric or eccentric (LHS/RHS) is based on existing site conditions and technical requirements.

98. The project is proposed for widening of existing road to two lanes with paved shoulders. The different type of cross sections for the project road are shown in Figure 2.

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– Figure 2: Typical Cross Sections for Project Road

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27 –

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28 –

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29 –

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–

30

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31 –

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32

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5. Realignment and Bypasses

99. There is 1 realignment location proposed on the project road section of SH-09. Realignment has been proposed from km 33.8 to km 34.5. One bypass at Panruti is proposed. The bypass starts at km 22+650 and ends at Km. 28+500 (Ex. km 21+400 to 28+450) with bypass length of 5.850 km. 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 21.0113 Hectares (20.3 ha. private land and 0.7113 ha. Government land).

6. Bridges

100. As per the inventory, there is one major, one minor bridge Improvement proposals were made based on the inventory and condition survey of structures, latest circulars of MoRTH & IRC circulars/codal provisions and keeping in view of the ToR. Bridge at km 34+047 will be new construction on the realignment. One ROB is planned at the existing level crossing at km 24+410. Three new minor bridges are proposed and one is to be widened on existing road. One new VUP is proposed at km 24+480.

7. Borrow and Quarry Materials Sourcing

101. About 5,51,312 cum of borrow earth, 30,000 cum of sand and 2,14,000 cum of coarse aggregates is estimated to be required for the construction activities. 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. 34

8. Geometric Design

102. 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.

103. Plan and profile have been designed keeping in view the considerations such as design speed appropriate for the terrain and site constraints. The 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.

104. Except in the following curve locations the design speed all along the project road is designed as 65 kmph to 80 kmph.

• 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

105. The important major and minor junctions leading to villages and major settlements have been identified and improvement of junctions has been carried out based on peak hour traffic data and accident record.

106. There are two existing major junctions on the project road: (i) at Km 25+000 connecting to Vikaravandi and Thanjavur (NH 45C). (ii) at Km 41+500 connecting to Chennai-Trichy (NH 45). There are 4 additional major junctions are proposed along the alignment of proposed bypass. There are 38 minor junctions. The major and minor junction improvement along the project road is provided in Table 9.

Table 9: Junction Improvement with Transverse Rumble Strip on Project Road Sl. No. Existing Design Type of Type of Cross Road Major Junctions/Intersections 1 16+250 16+260 Y BT Maligaimedu 2 Bypass 22+650 T BT Bypass Starting 3 Bypass 26+200 + BT Villupuram 4 Bypass 26+793 X BT SH-68 5 Bypass 28+375 T BT Bypass Ending 6 28/450 37+066 Y BT Salem Minor Junctions/Intersections Sl. No. Existing Design Type of Type of Cross Road 1 3/357 3+355 T BT Mogambikainagar 2 3/966 3+963 T BT Krishna Nagar 3 4/863 4+860 T BT Nathapattu 4 5/376 5+375 T BT Dhurairam Nagar 5 7/830 7+800 + BT Odr-Thotti- 6 8/320 8+300 T BT Customs Road 35

7 10/210 10+200 + BT Nellikuppam And 8 10/852 10+838 T BT Nellikuppam Town 9 11/072 11+050 T CC Odr - East 10 11/666 11+650 T CC Odr - West 11 12/814 12+800 + BT Vazhapattu 12 14/144 14+128 T BT Kalinjikuppam 13 14/580 14+564 T BT Odr-Sitharasur 14 14/863 14+840 T BT Odr-Narimedu 15 15/387 15+400 T BT Odr-To Sornavur 16 15/806 15+810 T BT Odr - Narimedu 17 17/179 17+180 T CC Odr - 18 17/839 17+860 + CC Puthupalayam 19 18/496 18+500 T BT Odr - 20 18/875 18+890 Y BT Keelkavarapattu 21 19/040 19+063 T CC Kavarapattu 22 19/772 19+783 Y CC Melkavarapattu 23 20/333 20+340 + BT To Housing Board 24 Bypass 25+400 + BT Odr - 25 28/550 28+550 T BT Odr- 26 28/987 28+990 T BT Manapakkam 27 29/467 29+470 Y BT Odr-Melituppu 28 30/365 30+366 T BT Semakottai 29 31/410 31+410 T BT Manapathur Road 30 31/551 31+551 T CC Ilanthampattu 31 32/851 32+840 T CC Kolapakkam 32 33/271 33+281 T BT Odr - Thiruvamoor 33 34/394 34+380 T BT Odr - Senthanadu 34 34/942 34+940 T BT Odr-Sirugramam 35 37/494 37+535 T BT Paravanathal 36 38/857 38+856 T CC K.V.Palayam 37 38/950 38+966 T BT Saralapattu Road 38 40/486 40+505 T BT Kandalvadi Road

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 430 KLD (30 KLD domestic water demand and average 400 KLD water required for construction activities) 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.

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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 and 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 (including GST, price variation, overlay, maintenance, ROB maintance, utility shifting and other contingencies etc.) was estimated for project road from “Rehabilitation and upgrading to 2 lane with paved shoulders of Cuddalore – Madapattu section of SH 09 from design chainage km 3+000 to km 41+910 (excluding NHAI portion of Panruti Bypass) in the state of Tamil Nadu” is about INR 347.84 Crores. ‐ 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 30 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.

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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 month of November- December 2019 for baseline air, noise, vibration, water and soil parameters. Climatological data was collected from India Meteorological Department (IMD). 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-10. The environment parameters monitoring locations are shown in Figure 3. 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 alignment and as agreed with the client.

Table 10: 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 2-Ground water Physical, Chemical and Sampling/ monitoring 3 Water Quality and Biological parameters locations 2- Surface water AIR, NOISE, SOIL AND METEOROLOGY

PM2.5, PM10, Carbon Ambient Air Quality Monoxide (CO), Oxides Sampling/ monitoring 4 & meteorological Three of Nitrogen (NOx) and locations conditions Sulphur Dioxide (SO2). Noise levels in dB (A) Sampling/ monitoring 5 Noise Five Leq, Lmax, Lmin, L10, locations L50, L90 Physico-chemical Sampling/ monitoring 6 Soil Quality Three parameters locations 38

S. No Attribute Parameter No. of Samples Source BIODIVERSITY AND ECOLOGY Literature review, Terrestrial Type of vegetation, trees Once (over 1 field inventory / 7 Flora/Vegetation and flora week period) sampling, 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, 9 Socio-economic profile Once aspects literature review.

Figure 3: 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. 39

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.

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 are discussed in detail in the following sections.

a. Rainfall

119. The Cuddalore is the nearest available metrological observatory for Cuddalore - Maddipattu Road section of SH-09.

120. Summer rains are sparse and the first monsoon, the South-West monsoon, sets in June and continues till September. North-East monsoon sets in October and continues till January. The rainfall during the South-West monsoon period is much lower than that of North-East monsoon. The South West monsoon lasts till September. October to December constitutes a North East monsoon season.

121. The average rainfall varies from 1050–1400 mm in Cuddalore district; minimum being 1051.3 mm around Vridhachalam that gradually increases and reaches a maximum of 1402.6 mm around Chidambaram and 1347.1 mm around Porto Novo. The average annual normal rainfall for the period 1973–1991 was around 971 mm in Villupuram.

122. However, the quantum of normal rainfall fluctuates greatly. Coastal districts of Tamil Nadu are in the highly cyclone prone zone of the east coast and its neighbourhood falls under rainfall surplus category. Both the districts get rainfall mostly in the months of October to December from North East monsoon, which accounts for 72% of the total amount of rainfall. The average annual rainfall in Villupuram and Cuddalore districts are given in Table 11 and rainfall distribution map of Tamil Nadu is presented in Figure 4 showing project area in the high rainfall region. However, rainfall was not observed during the field monitoring carried out in the months of November- December 2019.

40

Figure 4: Rainfall Distribution Map of Tamil Nadu State

Project Road

Table 11: Average Annual Rainfall (mm) of Project Districts Villupuram (with Sl. No. Year Cuddalore what is now Kallakurichi) 1 2008 1,661.18 1,162.50 2 2009 1,219.52 1,058.65 3 2010 1,461.84 1,361.70 4 2011 1,397.93 1,015.91 5 2012 793.09 898.4 6 2013 956.4 790.5 7 2014 769.1 733 8 2015 1102 804 9 2016 923 755 10 2017 757 526 11 2018 615 582 Source: IMD

b. Temperature

123. Both Cuddalore and Villupuram (now Villupuram and Kallakurichi) districts have a hot tropical climate characterized by the small daily range of temperature, humid weather and moderate rainfall. There is no clear-cut demarcation of seasons. Months from March to June are considered as summer and December to February as cooler months. The onset of summer is from March, with the temperature reaching its peak by the end of May and June. Throughout the month of July daytime temperatures generally reach highs of around 35°C and at night the 41 average minimum temperature drops down to around 25°C. In recent times the highest recorded temperature in July has been 40°C in the project region with the lowest recorded temperature is 21°C.

124. The minimum temperature recorded during the study period along the project road were 22.2ºC. The maximum temperature recorded was 37.5ºC. The overall average ambient temperature during the period was 32ºC. Project region falls in strong hyperthermic zone as per temperature distribution map of Tamil Nadu State Figure 5.

Figure 5: Temperature Distribution Map of Tamil Nadu

Project Road

125. The project area of influence (PAI) has humid to sub-humid climate as shown in Figure 6. The minimum humidity recorded during the study period along the project road were 54%. The maximum humidity recorded was 93%. The overall average ambient humidity during the period was 73.17%. 42

Figure 6: Humidity Map of Tamil Nadu

Project Road

c. Winds

126. 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.

127. The minimum wind speed recorded during the study period along the project road were 2 kmph. The maximum wind speed recorded was 8 kmph. The overall average ambient wind speed during the period was 4.5 kmph. The dominating wind direction observed along the alignment during field monitoring was NE (North-East) followed by NW (North-West). The details of other meteorological parameters observed along the road section during the baseline environmental monitoring is given in Appendix 3.

d. 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 scarcity and heat waves. Measures to address these have been included in the design which include increased drainage capacity and embankment heights.2

2. Topography

129. Cuddalore District: The area is occupied by denudating landforms like shallow buried pediment, deep buried pediment and pediments. In Cuddalore area, is characterized by sedimentary high grounds, elevation >80m of Cuddalore sandstone of Tertiary age. Rest of the area in the district is covered by eastern coastal plain, which predominantly occupied by the flood plain of fluvial origin formed under the influence of Penniyar, Vellar regions. The shallow

2 Details in the Project Climate Change Assessment and Climate Risk and Vulnerability Assessment Report 43 pediments and buried pediments are common in the central part of the district. Coastal areas are having older and younger flood plains and also beach landforms at places. The ground slope is gentle towards coast. Marine sedimentary plain is noted all along the eastern coastal region. In between the marine sedimentary plain and fluvial flood plains, fluvio marine deposits are noted, which consists of sand dunes and back swamp areas.

130. Villupuram and Kallakurichi Districts: The residual hills and denudational hills are common in Thirukoilur, Kallakurichi (now district) and Gingee taluks. Structural hills are noticed in the western part of the district. The shallow pediments and buried pediments are common in the central part of the district. Coastal areas are having older and younger flood plains and also beach landforms at places. The ground slope is gentle towards coast. The valley fill near Villupuram is thick, which forms main ground water discharge zone. Lineaments are restricted to parts of Kallakurichi and Sankarapuram areas and productive fractures are noticed in select pockets. The crystalline sedimentary contact fault is having sympathetic fractures in hard rocks but mostly they are dry fractures.

131. The topography (altitude) map for the State of Tamil Nadu is presented in Figure 7 wherein project road is also marked. As can be inferred from the map, the project region has plain topography having an altitude in the range of 1-150m AMSL. The project road traverses in plain terrain passing through rural areas as well as many intermittent semi-urban and urban settlements. The slop map of the project area is given in Figure 8. The elevation of project road varies from 37.34m to 76.52m AMSL.

Figure 7: Topographic Map of Tamil Nadu

Project Road

Source: DPR

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Figure 8: Slope Map of Project District

Project Road

3. Geology and Mineralogy

132. 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 Archaean metamorphic complex comprising of granite, charnockites, gneisses, schists 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. Younger alluvial deltaic deposits cover the entire coastal belt: The geological map of Tamil Nadu state is shown in Figure 9.

133. 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. The geology and mineralogy of the project districts and the project districts are as follow.

134. Cuddalore District: The entire Cuddalore district can be broadly divided into following 3 geomorphic zones.

• Western Pedi plains of the entire area are covered by Mangalur and Nallur blocks. This area is occupied by denudational landforms like shallow buried pediment, deep buried pediment and pediments. • Central part of the district is characterized by sedimentary high grounds, elevation >80m of Cuddalore sandstone of Tertiary age. This zone occupies part of Vridhachalam, Kammapuram, Kurinjipadi, Cuddalore and Kattumannarkoil taluks. • The rest of the area in the district is covered by eastern coastal plain, which predominantly occupied by the floodplain of fluvial origin formed under the influence of Penniyar, Vellar and Coleroon river systems. 45

135. Marine sedimentary plain is noted all along the eastern coastal region of the district. In between the marine sedimentary plain and fluvial flood plains, fluvial marine deposits are noted, which consists of sand dunes and back swamp areas.

136. Villupuram (including Kallakurichi) district is underlain by crystalline metamorphic complex in the western part of the district and sedimentary tract in eastern side. The thickness of sediments exceeds 600m near southern part of the district. The district is also having rocky outcrops in major part of the Kallakurichi, Sankarapuram and Tirukoilur taluks. The minerals available in Villupuram district are fire clay, silica sand, black granite, Multi colour granite and blue metal. There are no mining activities in the surroundings of project road. Figure 9 shows geological map of Tamil Nadu.

137. In the project influence area, there is no mining activity. The project influence area has igneous and metamorphic rocks. Figure 10 shows the geomorphological map of project districts with marked project road.

Figure 9: Geological Map of Tamil Nadu

Project Road

Source: District Planning Map Series 46

Figure 10: Geomorphological Map of Project District

Project Road

Source: District Environment Impact Assessment Authority (DEIAA), Cuddalore District

4. Soil Characteristics

138. 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.

139. The soils of the Cuddalore district are classified as the black, red, ferruginous and arenacious. They are again subdivided into clays, loam and sands. Black soils are observed in the Chidambaram and Vriddhachalam taluks. Sandy soils are seen along the coast in Cuddalore and Chidambaram taluks. The younger alluvial soils are found as small patches along the stream and river courses in the district. Red sandy soil is seen covering the Cuddalore sandstone, laterite and lateritic gravels occur in parts of Vriddhachalam, Panruti and Cuddalore taluks. The soil map of Tamil Nadu are given in Figures 11. The project influence area also has red sandy soils as it falls in Cuddalore and Panruti blocks of district. 140. Based on water retention characteristics, a portion of project region have soils that have low water retention and rest portion have soil that have high water retention characteristic in Figure 12.

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Figure 11: Soil Order and Texture in Tamil Nadu3

Project Road

Soil Order Map of Tamil Nadu Soil Texture Map of Tamil Nadu

3 National Bureau of Soil Survey and Land Use Planning. India. https://library.wur.nl/isric/fulltext/isricu_i14770_001.pdf 48

Figure 12: Soil Type Based on Water Retention Characteristics for Tamil Nadu State

Project Road

141. Soil samples were collected at 3 locations from agriculture fields (km 3+500, km 13+600 and km 35+800) alongthe Cuddalore - Madapattu road section of SH-09 during DPR preparation. 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). The results of the soil sample analysis for the project roads are given in Table 12.

Table 12: Soil Quality Monitoring Results for the Project Road S1 at S2 at S3 at Sl. Parameters Unit Km Km Km No. 3+500 13+600 35+800 1 pH (10% solution) - 7.34 6.69 7.95 2 Conductivity Mmhos/cm 0.39 0.26 0.241 3 Sand % 90 85 25 Silt % 5 10 10 Clay % 5 5 65 Sandy Sandy 4 Texture Soil Soil Clay soil 5 Moisture % 3.62 6.204 10.48 Moisture retention 6 capacity % 1.21 2.07 3.49 7 Infiltration rate Mm/hr 1.7 1.5 1.8 8 Organic Matter mg/kg 196 147 142 9 Nitrogen mg/kg 168 132 121 10 Potassium mg/kg 146 132 130 49

S1 at S2 at S3 at Sl. Parameters Unit Km Km Km No. 3+500 13+600 35+800 11 Phosphorous mg/kg 32 21 19 12 Sulphate mg/kg 375 312 278 13 Sodium Sulphate mg/kg 23 32 16 14 Calcium Sulphate mg/kg 624 508 366 15 Oil and grease mg/kg <1.0 <1.0 <1.0 Source: Monitoring undertaken during DPR preparation

142. The pH levels of the soil samples show that soil is neutral at all locations along the road section alignment. The soil type is silt, sandy and clay in texture. 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. The soil has good electrical conductivity.

5. Seismicity and Volcanic Activity

143. The State of Tamil Nadu is a zone of low to moderate seismic activity with a sparse historical record of significant earthquakes. Seismicity has 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.

144. The project road falls under zone II (Low 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 13.

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Figure 13: Seismic Map of Tamil Nadu State

Project Road

Source: Tamil Nadu Disaster Management Perspective Plan

6. Water Resources and Hydrology

6.1 Drainage

145. Cuddalore District: The major water bearing formations are weathered and fractured Charnockite, sandstone, Limestone and Alluvium. The pre-monsoon depth of the water table (May 2006) is 1.5–17.54m below ground level (bgl) while post-monsoon depth of the water table (Jan 2007) is in the range of 0.04–7.46 mbgl. Fluctuation in water level trend in 10 years (1998–2007) i.e. annual minimum rise is 0.02147 m/year and maximum of 0.0424 m/year, while minimum fall is in the range of 1.2953 and maximum of 1.275 m/year.

146. The district is drained by Gadilam and Pennaiyar rivers in the north, Vellar and coleroon in the south. All these rivers are ephemeral and carry floods during monsoon. They generally flow 51 from west towards east and the pattern is mainly sub parallel. The eastern coastal part near Porto- Novo is characterized by lagoons and back waters. 147. Ponniyar is one of the major seasonal river drains the northern part of the district, which originates from the Nandi hills of Karnataka state. Thurinjalar and Musukundah rivers are the tributaries, which join the Ponnaiyar river, Malattar river is the distributory of the Ponnaiyar river. Vellar, is the other major seasonal river, which drains the major portion in the southern part of the district. Manimuktha, Gomukhi and Mayura are the major tributaries which join the Vellar River. 148. Villupuram (with Kallakurichi) District: The major water bearing formations are weathered and fractured granites, gneisses and charnockites, vanur sandstones and sand. The pre-monsoon depth of the water table (May 2006) is 0.74 to 9.7 mbgl while post-monsoon depth of the water table (Jan 2007) is in the range of 0.7 to 4.45 mbgl. Fluctuation in water level trend in 10 years (1998–2007) i.e. annual minimum rise is 0.0033 m/year and maximum of 0.6299 m/year, while minimum fall is in the range of 0.0144 and maximum of 0.3083 m/year. As per the ground water quality assessment by the district groundwater board (May 2006), the chemical constituents total hardness (TH) as CaCO3, Cl and NO3 are present in ground water in more than permissible limits. Other major ground water problems and issues are as follows: 149. Ground water development in this district is relatively high in both hard and sedimentary rock areas. Ground water development has exceeded 100% in 14 blocks whereas it is between 90 and 100% in 3 blocks where the water levels are deeper. It is inferred that a major part of the district could be vulnerable to water level depletion. 150. The Ponnaiyar, the Malattar and the Gadilam are the major rivers draining the district. The Ponnaiyar River flows from northwest to east in the district. The Manimukta nadi originates in Kalrayan hills and drains the southern part of the district. The Pambaiyar and the Varaganadhi originate in the uplands of the district and join Bay of Bengal. The Varaganadhi is also known as the Gingee River and drains the parts of Gingee and Vanur taluks of this district. The Malattar and Gadilam rivers also originate in the uplands. The project road and surroundings are drained by Manumukta River.

6.2 Drainage and Water Bodies along the Project Road

151. There are many streams/canals crossing the project road. Ponds and lake are observed along the project road. Very few of them are partially impacted due to the proposed road improvement and none of them are completely impacted. Details of the drainage channels, water bodies and likely impact observed along the project road are presented in Table 13 and Table 14.

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Table 13: Details of Water Bodies along Project Road Name and Distance Design Length of Type of from Present Sl.No Chainage LHS/RHS Waterbody Water Centerline Condition (km) Bodies (m) 1 5+190 580 LHS Pond 5.2 Static Water 2 6+675 40 RHS Pond 8 Static Water 3 7+260 320 RHS Pond 17.6 Static Water 4 8+150 - RHS Pond 14 Static Water 5 8+830 - RHS Pond 7 Static Water 6 9+280 - LHS Pond 13 Static Water 7 18+700 75 LHS Pond 13 Static Water 8 29+400 80 RHS Pond 6.3 Static Water 9 35+760 220 LHS Pond 8 Static Water 10 36+340 70 LHS Pond 5 Static Water Source: DPR and Field Survey

Table 14: Details of Drainage along the project road Name and Design Length of Present Sl.No LHS/RHS Type of Water Chainage Waterbody(m) Condition Bodies 1 20+080 3.6 Crossing Canal Running Water 2 34+047 22 Crossing Natural Stream Running Water

152. 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. Few handpumps are also observed along SH-09.

7. Water Quality

153. The sampling locations were selected after the field investigations and review of all the water bodies/ resources along the project road stretch. The water quality monitoring locations have been marked in Figure 3 for the project road. The Surface water quality monitoring was carried at two locations while ground water sampling were also carried out at two locations along the alignment and the details are given in below Table 15.

154. Samples were collected as per IS-2488 (Part I–V). Samples were taken from surface water as well as ground water sources during November 2019 along project road alignment. Samples were analyzed as per IS: 10500-1991. Grab samples were collected from water source and were analyzed 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.

53

Table 15: Water Quality Monitoring Locations Sl. Code Sample Location Village Coordinates Sources 1 GW-1 Vallalar Nagar 11.4532.5N 79.4521.3E Borewell 2 GW-2 Veerapperumanallur 11.4642.8N 79.2640.4E Hand Pump 3 SW-1 Thottappatti 11.4609.4N 79.4306.7E Pond Water 4 SW-2 Veerapperumanallur 11°46'32.7N 79°26'49.5E Pond Water

Table 16: Surface Water Quality along the Project Road CPCB Sl. TEST TEST METHOD UNIT SW1 SW2 Designated, No PARAMETERS Best Use 1 Color IS 3025 PART 4 Hazen < 5 < 5 300 Un- 2 Odor IS 3025 PART 5 - Agreeable objectionable objectionable 3 pH@ 25oC IS 3025 PART 11 - 7.22 7.92 6.5 to 8.5 4 Conductivity@ 25oC IS 3025 PART 14 µs/cm 4051 705.3 Not Specified 5 Turbidity IS 3025 PART 10 NTU 6.7 32.2 Not Specified Total Dissolved 6 IS 3025 PART 16 mg/l 605 414 1500 Solids Total Suspended 7 IS 3025 PART17 mg/l 15.3 42.1 - Solids 8 Total Alkalinity IS 3025 PART 23 mg/l 159 152 Not Specified Total Hardness as 9 IS 3025 PART 21 mg/l 221.3 156 Not Specified CaCO3 10 Calcium as Ca IS 3025 PART 40 mg/l 52.3 35 Not Specified 11 Magnesium as Mg IS 3025 PART 46 mg/l 22.1 16.7 Not Specified 12 Chloride as Cl IS 3025 PART 32 mg/l 115 95 Not Specified

13 Sulphate as SO4 IS 3025 PART 24 mg/l 72.3 59 Not Specified 14 Sodium as Na IS 3025 PART 45 mg/l 123 96 Not Specified 15 Free Ammonia IS 3025 PART 34 mg/l 5.2 17.1 -

16 Nitrate as NO3 IS 3025 PART 34 mg/l 10.4 26.4 50 17 Potassium as K IS 3025 PART 45 mg/l 25.3 12.2 Not Specified 18 Bicarbonate IS 3025 PART 51 mg/l 159 152 Not Specified 19 Fluoride as F IS3025 PART 60 mg/l 0.24 0.32 1.5 Phenolic 20 Compounds (as IS 3025 PART 43 mg/l Absent Absent 0.005 C6H5OH) 21 *Cyanide as CN IS 3025 PART 27 mg/l Absent Absent 0.05 22 *Aluminium as Al IS 3025 PART 2 mg/l BDL(DL: 0.03) BDL(DL: 0.03) Not Specified 23 *Arsenic as As IS 3025 Part 37 mg/l BDL (DL:0.01) BDL (DL:0.01) 0.2 24 *Cadmium as Cd IS 3025 PART 2 mg/l BDL (DL:0.01) BDL (DL:0.01) 0.01 25 Chromium as Cr6+ IS 3025 PART 52 mg/l BDL (DL:0.1) BDL (DL:0.1) 0.05 26 *Copper as Cu IS 3025 PART 2 mg/l BDL (DL:0.2) BDL (DL:0.2) 1.5 27 *Lead as Pb IS 3025 PART 2 mg/l BDL (DL:0.01) BDL (DL:0.01) 0.1 28 Manganese as Mn IS 3025 PART 59 mg/l BDL (DL:0.1) BDL (DL:0.1) Not Specified 29 *Mercury as Hg IS 3025 PART 2 mg/l BDL(DL:0.0005) BDL(DL:0.0005) Not Specified 30 *Zinc as Zn IS 3025 PART 2 mg/l BDL (DL:0.02) BDL (DL:0.02) 15 54

CPCB Sl. TEST TEST METHOD UNIT SW1 SW2 Designated, No PARAMETERS Best Use 31 Iron as Fe IS 3025 PART 53 mg/l 0.21 0.2 0.5 32 Dissolved Oxygen IS 3025 PART 38 mg/l BDL (DL:1) BDL (DL:1) Not Specified 33 COD IS 3025 PART 58 mg/l 35.2 84.3 Not Specified 34 BOD, 27̊C 3 Days IS 3025 PART44 mg/l 12.5 27.1 3 35 Oil & Grease IS 3025 PART 39 mg/l BDL(DL:5) BDL(DL:5) 0.1 Sodium Absorption 36 IS 11624: 1986 meq/l 5.14 4.73 - Ratio 37 Boron IS 3025 PART 57 mg/l BDL(DL:0.01) BDL(DL:0.01) - 38 Total Phosphorus IS 3025 PART 31 mg/l 0.12 0.24 - 39 Total Nitrogen IS 3025 PART 34 mg/l 16.2 49 - MPN/ 40 *Total Coliform IS 1622-1981 41 113 500 100ml

155. The results of the ground water and surface water samples were analyzed and presented in Table 16 and Table 17, respectively. It can be seen from Table 16 that all surface water quality parameters were well within the permissible limit of CPCB except the presence of total coliforms which represent bacterial contamination of surface water body.

156. From Table 18 it is clear that the ground water quality parameters on project road were well within the permissible limits for drinking water as specified by IS: 10500-2012. Overall, the ground water quality in the project areas is good.

Table 17: Ground Water Quality Characteristics along the Project Road IS 10500: 2012 Drinking Sl. Water Test Parameters Test Method Unit GW 1 GW 2 No Acceptable Permissible Limit Limit 1 Colour IS 3025 PART 4 Hazen <5 <5 5 15 2 Odour IS 3025 PART 5 - Agreeable Agreeable Agreeable Agreeable 3 Taste IS 3025 PART 7 - Agreeable Agreeable Agreeable Agreeable No 4 pH IS 3025 PART 11 - 7.55 7.16 6.5 8.5 – Relaxation 5 Turbidity IS 3025 PART 10 NTU <1 <1 1 5 Electrical 6 IS 3025 PART14 µS/cm 1354.4 1743.5 - - Conductivity Total Dissolved 7 IS 3025 PART 16 mg/l 785 1010 500 2000 solids 8 Total Alkalinity IS 3025 PART 23 mg/l 207 303 200 600 9 Total Hardness IS 3025 PART 21 mg/l 213.4 223.5 200 600 10 Calcium as Ca IS 3025 PART 40 mg/l 44.2 51.2 75 200 11 Magnesium as Mg IS 3025 PART 46 mg/l 25.1 23.3 30 100 12 Chloride as Cl IS 3025 PART 32 mg/l 231 287 250 1000 13 Sulphate as SO4 IS 3025 PART 24 mg/l 82.2 113 200 400 No 14 Iron as Fe IS 3025 PART 53 mg/l 0.21 0.24 0.3 Relaxation 15 Sodium as Na IS 3025 PART 45 mg/l 123.2 166 - - 16 Potassium as K IS 3025 PART 45 mg/l 12.4 19.2 - - 17 Bicarbonate IS 3025 PART 51 mg/l 207 303 - - 18 Fluoride as F GLCS/SOP/W/015 mg/l 0.33 0.19 1 1.5 55

IS 10500: 2012 Drinking Sl. Water Test Parameters Test Method Unit GW 1 GW 2 No Acceptable Permissible Limit Limit ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ:0. 19 *Copper (Cu) mg/l 0.05 1.5 020 0.005) 005) Phenolic BLQ(LOQ: BLQ(LOQ:0. 20 Compounds(C6H5O IS 3025 PART 43 mg/l 0.001 0.002 0.001) 001) H) *Anionic Detergents BLQ(LOQ: BLQ(LOQ:0. 21 IS 13428 Anx K mg/l 0.2 1 (MBAS) 0.05) 05) BLQ(LOQ: BLQ(LOQ:0. No 22 *Mineral Oil IS 3025 PART 39 mg/l 0.5 0.01) 01) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ:0. 23 *Aluminium (Al) mg/l 0.03 0.2 020 0.005) 005) BDL BDL 24 Manganese as Mn IS 3025 PART 59 mg/l 0.1 0.3 (DL :0.1) (DL :0.1) No 25 Nitrate as NO3 IS 3025 PART 34 mg/l 6.3 16.2 45 Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ:0. No 26 *Selenium (Se) mg/l 0.01 020 0.005) 005) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ:0. 27 *Zinc (Zn) mg/l 5 15 020 0.005) 005) ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ:0. No 28 *Cadmium (Cd) mg/l 0.003 020 0.001) 001) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ:0. No 29 *Lead (Pb) mg/l 0.01 020 0.005) 005) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ:0. No 30 *Mercury (Hg) mg/l 0.001 020 0.0005) 0005) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ:0. No 31 *Arsenic (As) mg/l 0.01 020 0.005) 005) Relaxation *Total Chromium ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ:0. No 32 mg/l 0.05 (Cr) 020 0.005) 005) Relaxation BLQ BLQ (LOQ : No 33 *Cyanide as CN IS 3025 PART 27 mg/l (LOQ : 0.05 0.01) Relaxation 0.01) Ammoniacal BDL( DL: 34 IS 3025 PART 34 mg/l BDL( DL: 1) - - Nitrogen As NH3-N 1) BLQ BLQ (LOQ : No 35 *Barium as Ba IS 13428 Annex F mg/l (LOQ : 0.7 0.05) Relaxation 0.05) BDL(DL:0. BDL(DL:0.0 36 Boron as B IS 3025 PART 57 mg/l 0.5 1 01) 1) BDL( DL:0 BDL( DL:0.1 No 37 *Chloramine IS 3025 PART 26 mg/l 4 .1) ) Relaxation Free Residual BDL( DL: 38 IS 3025 PART 26 mg/l BDL( DL: 1) 0.2 1 Chlorine as Cl2 1) BDL(DL:0. BDL(DL:0.0 No 39 *Silver as Ag IS 13428 Annex J mg/l 0.1 005) 05) Relaxation BDL( DL: No 40 *Sulphide IS 3025 PART 29 mg/l BDL( DL: 1) 0.05 1) Relaxation BDL(DL:0. BDL(DL:0.0 No 41 *Molybdenum as Mo IS 3025 PART 2 mg/l 0.07 005) 05) Relaxation BDL(DL:0. BDL(DL:0.0 No 42 *Nickel as Ni IS 3025 PART 54 mg/l 0.02 005) 05) Relaxation 56

IS 10500: 2012 Drinking Sl. Water Test Parameters Test Method Unit GW 1 GW 2 No Acceptable Permissible Limit Limit *Polychlorinated BLQ(LOQ: BLQ(LOQ:0. No 43 ASTM 5175 mg/l 0.0005 Biphenyls (PCB) 0.00002) 00002) Relaxation *Poly nuclear BLQ(LOQ: BLQ(LOQ:0. No 44 aromatic APHA 6440B mg/l 0.0001 0.00002) 00002) Relaxation hydrocarbons (PAH) MPN/ Shall not be detectable in 45 *Total Coliform IS 1622-1981 Absent Absent 100ml any 100ml of sample MPN/ Shall not be detectable in 46 *E.Coli IS 1622-1981 Absent Absent 100ml any 100ml of sample Source: Water Quality Monitoring carried out in the month of November - December 2019

8. Air Quality

157. 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.

158. To establish the baseline air quality, Ambient Air Quality (AAQ) monitoring was carried out in the last quarter of 2019 and air quality monitoring stations were set up at 3 locations as indicated in Table 18 along the project road.

Table 18: Details of Ambient Air Quality Monitoring Locations along Road Sl. No Station Location Coordinates Land Use Residential & Cuddalore, Government 11°45'24.92"N 1 AAQ1 Commercial Area Hospital 79°45'30.96"E (Urban) 11°47'14.3"N Residential Area 2 AAQ2 Kilkavarapattu 79°36'07.5"E (Rural) 11°46'30.5"N Residential Area 3 AAQ3 Veerapuramnallur 79°26'46.6"E (Rural)

159. The locations for ambient air monitoring was undertaken to represent air quality of the urban 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 57

quality monitoring. Methodology adopted for sampling and analysis and instrument used for analysis in laboratory are presented in Table 19.

Table 19: 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

160. A summary of results for each location is presented in Table 20. These results are compared with the new National Ambient Air Quality Standards prescribed by the MOEFCC and air quality standards of World Bank (IFC).

Table 20: Summary of AAQM Results along the Project Road Section World NAAQ (2009)* Sl. Test Bank Units AAQ1 AAQ2 AAQ3 Limits Standards NO. Parameters (IFC) Limits Standards Sulphur dioxide 1 µg/m3 15.2 16.9 13.3 80 - as SO2 Nitrogen dioxide 2 µg/m3 29.8 37 33.4 80 40 as NO2 Respirable Particulate 3 matter (Size less µg/m3 82.6 65.4 66.1 100 50 than 10 µm/PM10) Respirable Particulate 4 matter (Size less µg/m3 37.5 25.5 27.3 60 25 than 2.5 µm/PM2.5) 3 5 Ozone as O3 µg/m BDL(DL:5.0) BDL(DL:5.0) BDL(DL:5.0) 180 100 6 *Lead as Pb µg/m3 BDL(DL:0.1) BDL(DL:0.1) BDL(DL:0.1) 1 - *Carbon 7 mg/m3 BDL(DL:1.15) BDL(DL:1.15) BDL(DL:1.15) 4 - Monoxide as CO 3 8 Ammonia as NH3 µg/m 17.7 15.1 20.2 400 - *Benzene as C6 9 ng/m3 BDL(DL:0.1) BDL(DL:0.1) BDL(DL:0.1) 5 - H6 *Benzo(a)Pyrene 10 ng/m3 BDL(DL:0.1) BDL(DL:0.1) BDL(DL:0.1) 1 - as BaP 11 *Arsenic as As ng/m3 BDL(DL:1.0) BDL(DL:1.0) BDL(DL:1.0) 6 - 12 *Nickel as Ni ng/m3 BDL(DL:1.0) BDL(DL:1.0) BDL(DL:1.0) 20 - 58

13 * Hydrocarbon PPM BDL(DL:0.01) BDL(DL:0.01) BDL(DL:0.01) - - *Hydrogen - 14 PPM BDL(DL:0.02) BDL(DL:0.02) BDL(DL:0.02) - Fluoride

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

• PM2.5: The mean PM2.5 concentration at ambient air quality monitoring locations varies from 25.5 to 37.5 µg/m3. The values are within the CPCB permissible limit but exceed IFC EHS standards at all the stations.

• PM10: The mean PM10 concentration at ambient air quality monitoring locations varies from 65.4 to 82.6 µg/m3. The values are within the CPCB permissible limit but exceed IFC EHS standards at all the stations.

• SO2: The mean concentrations of SO2at all ambient air quality monitoring locations varies from 13.3 to 16.9 µg/m3. The values are within the permissible limit at all the stations. • NOx: The mean concentrations of NOx at all AAQM locations range from 29.8 to 37 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.

162. Overall, the air quality along the project road is not an issue as per the 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

163. 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.

164. A preliminary reconnaissance survey was undertaken along the 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).

165. A total of 5 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 urban/semi-urban area and residential area from rural location. The background noise level at 59 the monitoring location are generated from normal activities and traffic on the road section in urban and rural area. The monitoring locations were representative of sensitive receptor in congested urban area and rural habitation land use 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 3 while location details of the noise monitoring are given in Table 21.

Table 21: Details of Noise Level Monitoring Locations Sample Location Sl. No Code Coordinates Land Use (Village) Cuddalore, Government 11°45'24.92"N Residential Area 1 N1 Hospital 79°45'30.96"E (Silence Zone) Krishnaswamy College 11°46'02.9"N Residential Area 2 N2 of Engineering 79°42'47.7"E (Silence Zone) 11°47'14.3"N Residential Area 3 N3 Kilkavarapattu 79°36'07.5"E (Rural) St. Annane College of 11°46'39.7"N Residential Area 4 N4 Engineering 79°31'01.8"E (Silence Zone) 11°46'30.5"N Residential Area 5 N5 Veerapuramnallur 79°26'46.6"E (Rural)

166. 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. 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.

167. Presentation of Results: It can be seen from the Table 22 that at all the monitoring locations the ambient noise levels exceeds 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 78.6 dB(A) and nighttime noise level is 71.5 dB(A) along the project alignment.

Table 22: Ambient Noise Level in Decibel (A) along the Project Road CPCB WB/ IFC Monitoring Monitoring Standard Standard Leq L10 L50 L90 Location Duration for for residential residential Day 71.63 73.77 71.34 68.91 55 55 N1 Night 66.82 67.03 62.7 58.86 45 45 Day 71.19 73.37 71.59 65.91 55 55 N2 Night 62.88 64.24 62.4 59.06 45 45 Day 72.28 75.57 72.09 64.52 55 55 N3 Night 64.01 65.54 62.9 59.06 45 45 Day 70.61 72.17 69.79 68.61 55 55 N4 Night 65.64 62.94 60.03 58.56 45 45 N5 Day 70.52 72.68 71.59 68.81 55 55 60

CPCB WB/ IFC Monitoring Monitoring Standard Standard Leq L10 L50 L90 Location Duration for for residential residential Night 59.1 54.62 52.6 44.06 45 45 Note: L10, L50, L90 are the level exceeded for 10%, 50%, 90% of the time Source: Noise Monitoring carried out by Consultant Team, 2019

C. Coastal and Marine Resources in Project Influence Area

168. Out of the total coastline of 1,076 km in Tamil Nadu, Cuddalore district (Project road district of Cuddalore-Madapattu road) shares a length of 50.70 km. The project road nearest point is approximately 3 km from the seashore. The project road does not fall under Coastal Regulation Zone (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 up to the area of tidal action. CRZ Notification 1991 has been amended in 2011.

D. Biological Environment

1. Forests

169. 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 Forest constitute 3.51%. The forest cover in project districts is presented in Table 23 (Figure 14) which shows that project districts have less forest cover than state average. However, the RoW of the project road does not fall under any forest area as shown in Figure 14 and thus does not attract forest land diversion.

Table 23: Forest Cover in Project Districts (km2) 4 Geographical District VDF MDF OF Total % of GA Area (GA) Cuddalore 3703 0 47.86 343.1 391 10.56 Viluppuram 7194 79.48 301.56 476.52 857.6 11.92 TN State 130060 3672 10979 11630 26281 20.21 VDF: Very Dense Forest, MDF: Moderately Dense Forest, OF: Open Forest

4 Tamil Nadu State of the Forest Report, 2019. 61

Figure 14: Forest Cover Map of Tamil Nadu Showing Project Road

Project Road

Source: Tamil Nadu Forest Department, Government of Tamil Nadu

2. Flora and Vegetation along the Project Road

170. The roadside trees falling within formation width of project road have been enumerated as per the available design. The tree enumeration details of trees >30 cm girth size along project road is provided in Table 24. The roadside trees are continuous throughout the corridor except some stretches where open land/agricultural land are observed. The trees generally have good canopy as observed during environmental impact survey. Every effort has been made by engineering and environmental team to save these trees. There is no green tunnel along the project road. As observed from above tree details, a total of 877 trees >30 cm girth size (455 on LHS and 422 on RHS) fall within formation width of project road, which will be affected due to road widening. The detail of the impacted trees above 30 cm girth size is provided in Appendix 5. 62

Table 24: Tree within Formation Width (>30 cm) Start End Trees on Trees on Total Chainage Chainage LHS RHS Trees (km) (km) 3+000 4+000 10 3 13 4+000 5+000 64 29 93 5+000 6+000 21 26 47 6+000 7+000 9 11 20 7+000 8+000 7 2 9 8+000 9+000 8 1 9 9+000 10+000 6 13 19 10+000 11+000 2 2 4 11+000 12+000 9 15 24 12+000 13+000 9 16 25 13+000 14+000 8 18 26 14+000 15+000 2 3 5 15+000 16+000 16 6 22 16+000 17+000 14 10 24 17+000 18+000 17 4 21 18+000 19+000 4 17 21 19+000 20+000 9 5 14 20+000 21+000 3 26 29 28+000 29+000 5 12 17 29+000 30+000 12 6 18 30+000 31+000 18 13 31 31+000 32+000 23 12 35 32+000 33+000 18 15 33 33+000 34+000 14 10 24 34+000 35+000 14 5 19 35+000 36+000 19 11 30 36+000 37+000 12 13 25 37+000 38+000 19 36 55 38+000 39+000 17 40 57 39+000 40+000 19 23 42 40+000 41+000 32 8 40 41+000 42+000 15 11 26 Total Trees 455 422 877 63

171. The local and scientific names of tree species observed along the project road with their CITES and IUCN status are listed in Table 25. The dominant tree species along project road are Banyan, Movingui, Golden Shower, Peepal Tree, Fig, Terminalia catappa, Weeping Myall, Amla, Mahua, Teak, Black Siris, Sweet Tamarind, Mahogany, Melia dubia, Mango, Indian Cork Tree, Black Plum, Neem, Arjun, Indian Mulberry, Kadam, Palm, Portia tree, Tamarind, Millettia pinnata, Red Sandalwood, River Tamarind, Rain Tree and Pattharcaṭṭa. No tree along roadside fall in CITES list of plant. Two tree species namely Mahogany and Red Sandalwood are under Near Threatened category per IUCN. Both the tree species are listed as timber and no special status is given for the protection of these tree species. Other than the above all taxon listed has not yet been assessed for the IUCN Red List.

Table 25: IUCN Status of Major Tree Species within Formation Width (>30 cm) Tamil Name English Name Scientific Name IUCN Status Aala Maram Banyan Ficus benghalensis LC Distemonanthus Ayan Movingui LC benthamianus Alangara Konnai Golden Shower Cassia fistula LC Arasa Maram Peepal Tree Ficus religiosa LC Aththi Fig Ficus racemosa LC Terminalia Badham Tavola LC catappa Balaa Weeping Myall Acacia pendula LC Dhatri Amla Phyllanthus emblica LC Eluppai Mahua Madhuca longifolia - Kaattu Thekku Teak Tectona grandis LC Kattu Vaagai Black Siris Albizia lebbeck - Kodukapuli Sweet Tamarind Pithecellobium dulce LC Maha Kani Mahogany Swietenia mahagoni NT Malai Vembu Melia dubia Melia azedarach - Mango Mango Mangifera indica LC Mara Malli Indian Cork Tree Millingtonia hortensis - Naaval Black Plum Syzygium cumini LC Neem Tree Neem Azadirachta indica LC Neer Maththi Arjun Terminalia arjuna LC Nuna Maram Indian Mulberry Morinda pubescens - Neolamarckia Othiyam Kadam - cadamba Palm Tree Palm Borassus flabellifer - Poovarasu Portia tree Thespesia populnea LC Puliya Maram Tamarind Tamarindus indica LC Pungan Millettia pinnata Pongamia pinnata LC Pterocarpus Red Sendalwood Red Sandalwood NT santalinus Leucaena Savundal River Tamarind - leucocephala Thoongu Vaagai Rain Tree Samanea saman LC Vaththi Kuchi Bryophyllum pinnatum - Maram Pattharcaṭṭa

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Table 26: Tree Species in Formation Width of the Project Road English Name No. of Trees Banyan 15 Movingui 9 Golden Shower 30 Peepal Tree 9 Fig 1 Terminalia 8 Weeping Myall 1 Amla 1 Mahua 7 Teak 2 Black Siris 78 Sweet Tamarind 2 Mahogany 8 Melia dubia 14 Mango 6 Indian Cork Tree 1 Black Plum 14 Neem 126 Arjun 7 Indian Mulberry 1 Kadam 12 Palm 107 Portia tree 5 Tamarind 317 Millettia pinnata 73 Red Sandalwood 4 River Tamarind 1 Rain Tree 17 Pattharcaṭṭa 1 Total 877

3. Protected Areas

172. There are five national parks, four tiger reserves, twelve wildlife sanctuaries, twelve bird sanctuaries, three biosphere reserves, one zoological park, three crocodile farms and one conservation reserve in the State of Tamil Nadu.

173. Technically, there is no protected area within 10km aerial distance of the project site. The area did not record the presence of any critically threatened species. The field survey and investigation also indicate 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. The list of protected area within Tamil Nadu are shown in Table 27 and details are given in Appendix 6.

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Table 27: Protected Areas of Tamil Nadu S. Year Major Animals Name District Area in ha No. Decl. Found Wildlife Sanctuaries Elephant, Gaur, Mudumalai Wildlife Sambar, Chital, 1 Nilgiris 21,776.00 1940 Sanctuary Panther, Tiger, Birds, Reptiles Elephant, Gaur, Tiger, Indira Gandhi 2 Coimbatore 84,149.00 1976 Panther, Sloth bear, Wildlife Sanctuary Wild boar Tiger, Bonnet Macaque, Langurs, Mundanthurai 3 Tirunelveli 58,207.58 1962 Slender Loris, Sloth Wildlife Sanctuary Bear, Sambar, Chital, Wild Dog Lion Tailed Macaque, Kalakad Wildlife Nilgiri Tahr, Sambar, 4 Tirunelveli 22,358.00 1976 Sanctuary Sloth Bear, Elephant, Panther, Tiger Grizzled Giant Srivilliputhur Squirrel, Flying 5 Grizzled Squirrel Virudhunagar 48,520.00 1988 Squirrel, Nilgiri Tahr, Wildlife Sanctuary Elephant, Lion Tailed Macaque Black Buck, Bonnet Macaque, Wild Boar, Point Calimere 6 Nagapattinam 1,726.00 1967 Flamingoes, variety of Wildlife Sanctuary birds such as Teals, Gulls Black buck, Spotted Vallanadu Black deer, Macaques, 7 Thoothukudi 1,641.00 1987 Buck Sanctuary Jungle cat, Mongoose, Hares Bonnet Macaque, Nilgiri Langur, Slender Kanyakumari Wildlife 8 Kanyakumari 40,239.55 2007 Loris, Tiger, Panther, Sanctuary 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 Macaque, Wild Boar, 11 Wildlife Sanctuary Thanjavur&Tiruvarur 12,407.27 2013 Flamingoes, variety of Block A & Block B birds such as Teals, Gulls Nilgiri Langur, Common Langur, Bonnet Macaque, Kodaikanal Wildlife 12 Dindigul&Theni 60,895.48 2013 Indian Giant Squirrel, Sanctuary Common Giant Flying Squirrel, Tiger, Leopard/Panther, 66

S. Year Major Animals Name District Area in ha No. Decl. Found Birds, Reptiles, Elephant Gangaikondan 13 Spotted Deer Tirunelveli 288.4 2013 Spotted Deer Sanctuary Grizzled Giant Cauvery North Krishnagiri & Squirrels, Panthers, 14 50,433.48 2014 Wildlife Sanctuary Dharmapuri Elephants, Dhole, Sloth Bear etc. India Gaur, Leopard, Nilgiri Tahr, Sambar, Nellai Wildlife 15 Tirunelveli 35,673.33 2015 Wild Boar, Sloth Bear, Sanctuary Indian Elephant, Lion Tailed Macaque etc. Bird Sanctuaries Cormorants, egrets, gray heron, spoon Vedanthangal Birds 16 Kancheepuram 30 1998 billed stork, migratory Sanctuary birds like garguney, teals, shovallers Cormorants, egrets, Karikili Birds 17 Kancheepuram 61.21 1989 grey heron, spoon Sanctuary billed stork, Flamingoes, ducks, osprey, avocet, Pulicat Lake Birds 18 Tiruvallur 15,367.00 1980 cormorants, herons, Sanctuary spoon bills, gulls and other migratory birds Vettangudi Birds Cormorants, egrets, 19 Sivagangai 38.4 1977 Sanctuary herons, teals, pelicans Kanjirankulam Birds Cormorants, egrets, 20 Ramanathapuram 104 1989 Sanctuary herons, teals, pelicans Chitrangudi Birds Cormorants, egrets, 21 Ramanathapuram 47.63 1989 Sanctuary herons, teals, pelicans Little cormorant, darter, spoon bill, Udayamarthandpu 22 Tiruvarur 45.28 1998 Indian Reef Heron, ram Birds Sanctuary Grey heron, white necked stork Cormorants, egrets, Vaduvoor Birds 23 Tiruvarur 128.1 1999 ibis, herons and many Sanctuary variety of birds Koonthankulam- Grey pelican, painted 24 Kadankulam Birds Tirunelveli 129 1994 stork, white Ibis, Sanctuary jackal, rat snake Egrets, pelican, grey Karaivetti Birds 25 Ariyalur 453.71 1999 heron, white ibis, Sanctuary spoon bill Vellode Birds Spoon bill, teals, 26 Erode 77.18 2000 Sanctuary pintail ducks, darter Melaselvanur- Grey pelican, painted 27 Kilaselvanur Birds Ramanathapuram 593.08 1998 stork Sanctuary 67

S. Year Major Animals Name District Area in ha No. Decl. Found White-breasted Theerthangal Bird 28 Ramanathapuram 29.29 2010 kingfisher, spot- billed Sanctuary pelican, brahminy kite Spot-billed pelican, egret, common myna, Sakkarakottai Tank 29 Ramanathapuram 230.49 2012 grey heron, little Birds Sanctuary cormorant, black kite, etc. Spot-billed pelican, egret, common myna, Oussudu Lake Birds 30 Villupuram 331.79 2015 grey heron, little Sanctuary cormorant, black kite, etc. National Parks Elephant, Gaur, Mudumalai National 31 Nilgiris 10,323.00 2005 Sambar, Chital, Tiger, Park Birds, and reptiles Elephant, Gaur, Tiger, Indira Gandhi 32 Coimbatore 11,710.00 1989 Panther, Sloth Bear, National Park Wild Boar Nilgiri Tahr, Jackal, Mukurthi National 33 Nilgiris 7,846.00 2001 Otter, Jungle cat, Park Sambar, Barking deer. Black Buck, Chital, Guindy National 34 Chennai 270.57 1978 Jackal, Pangolin and Park variety of birds Characteristic tropical Gulf of Mannar flora & fauna of coral Marine National Park Ramanathapuram 35 52,602.00 1986 reefs, Dugong, (21 Islands) and &Thoothukudi Turtles, Dolphins and biosphere reserve Balanoglossus Conservation Reserves Thiruppudaimaruth ur Birds 36 Tirunelveli 2.84 2005 Birds Conservation Reserve Suchindrum- Theroor-Managudi 37 Kaninyakumari 484.77 2015 Birds Conservation Reserve

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Figure 15: Protected Area 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. 69

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 Wildlife 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 birds5.

a. Assessment of Fauna along the Project Road Section

179. In order to establish baseline data on the presence of important wildlife and faunal habitats in the project area, a field 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 of influence 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 Cuddalore - Muddipattu (SH-09) project road incudes mammals such as Indian hare, golden jackal, common palm squirrel, brown rat, bonnet macaque, bandicoot rat, fruit bat, common (House) mouse, Indian grey mongoose, pig. Reptiles such as rat snake, freshwater snake, cobra, krait, Russel’s (Daboia) viper, garden lizard, Asian chameleon. Amphibians such as frog and toad. Birds include Asian koel, house crow, common myna, rock dove, barn owl, cattle egret, black kite, Indian roller, greater coucal, house sparrow, tailor bird, little cormorant, common quail, Indian cormorant, Asian palm swift, Indian oriole, weaver bird, Indian cuckoo, red-vented bulbul, black drongo, common kingfisher, emerald dove, pond heron. There are no vulnerable/endangered or rare species fauna around the project site. There is also no fauna species listed in Schedule I of the Wildlife (Protection) Act, 1972 of Government of India.

5 Tamil Nadu Forest Department. http://tnenvis.nic.in/Database/SoilResources_1171.aspx 70

Table 28: Fauna in the Influence Area of the Project Road WLPA 1972: IUCN Threat Scientific Name English Name Schedule Category Mammals Lepus nigricollis Indian Hare Schedule IV Least Concern Canis aureus Golden Jackal Schedule II Least Concern Funambulus palmarum Common Palm Squirrel Not listed Least Concern Rattus norvegicus Brown Rat Schedule V Least Concern Bandicota bengalensis Bandicoot rat Schedule V Least Concern Rousettus leschenaultia Fruit bat Schedule V Least Concern Common (House) Mus musculus mouse Schedule V Least Concern Herpestes edwardsii Indian Grey Mongoose Schedule IV Least Concern Reptiles Ptyas mucosus Rat snake Schedule II - Nerodia piscator Fresh water snake Schedule IV - Naja naja Cobra Schedule II - Bungaras bungaroides Krait Schedule IV - Russel’s (Daboia) Daboia russelii viper Schedule II Least Concern Common, Calotes versicolor Garden lizard widespread - Chamaeleo zeylanicus Asian chameleon Not listed Least Concern Amphibians Rana hexadactyla Frog Schedule IV - Rana tigrina Bull frog Schedule IV Least Concern Duttaphrynus melanostictus Toad Schedule IV Least Concern Birds Eudynamys scolopaceus Asian koel Schedule IV Least Concern Corvus splendens House crow Schedule V Least Concern Acridotheres tristis Common myna Schedule IV Least Concern Columba livia Rock Dove Schedule IV Least Concern Tylo alba Barn owl Schedule IV Least Concern Bubulcus ibis Cattle egret Schedule IV Least Concern Milvus migrans Black kite Schedule IV Least Concern Coracias benghalensis Indian roller Schedule IV Least Concern Centropus sinensis Greater Coucal Schedule IV Least Concern Passer domesticus House sparrow Schedule IV Least Concern Orthotomus sutorius Tailor bird Schedule IV Least Concern Microcarbo niger Little cormorant Schedule IV Least Concern Coturnix coturnix Common quail Schedule IV Least Concern Phalacrocorax fuscicollis Indian Cormorant Schedule IV Least Concern 71

Cypsiurus balasiensis Asian Palm Swift Schedule IV Least Concern Oriolus kundoo Indian oriole Schedule IV Least Concern Ploceus philippinus Weaver bird Schedule IV Least Concern Cuculus micropterus Indian cuckoo Schedule IV Least Concern Pycnonotus cafer Red- vented bulbul Schedule IV Least Concern Dicrurus macrocercus Black drongo Schedule IV Least Concern Alcedo atthis Common kingfisher Schedule IV Least Concern Chalcophaps indica Emerald dove Schedule IV Least Concern Ardeola grayii Pond heron Schedule IV Least Concern Source:http://documents1.worldbank.org/curated/zh/744571468044164819/pdf/E46470V70P1 43700Box385347B00PUBLIC0.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

1. Demography

183. The project road falls under two districts of Tamil Nadu state, Cuddalore and Villupuram.

184. As per 2011 census, the population of the Cuddalore district is 2,600,880 which comprises of 1,311,151 males and 1,289,729 females. The urban and rural population of the district is 882,631 and 1,718,249; respectively. As per 2011 Census, Villupuram district has a total population of 3,458,873 of which males account for 1,740,819 and females account for 1,718,054. The Urban population, according to 2011 census is 519,088 and rural population is 2,939,785 and the population density of the district per sq. km. is 410. The demographic profile of project districts is given in Table 29.

Table 29: Demographic Features of Project Districts as per 2011 Census Description Cuddalore Villupuram Population 2011 2600880 3458873 Rural Population 1718249 2939785 Urban Population 882631 519088

Sex wise Male 1311151 1740819 Female 1289729 1718054 Density 702 410 Sex Ration 987 985 Literates 71.12% 64.7% Source: http://www.census2011.co.in/census

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2. Land Use

185. The land use distribution along the 500m of project road is comprises of cultivable land (about 35 %), waste land (about 3 %), semi urban & rural area (62 %) as given in Table 30. The land use pattern of project districts is presented in Table 31. As observed from the Table 31, the land use along the project road is mostly arable‐ land. Rice cultivation is commonly seen along the project road. Also, it is to be noted that there is no forest land within 500m of project road

Table 30: Land Use Pattern within 500m Buffer of Project Road Project Major Built-Up Areas/Congestion Land Use Predominant Road Points land use • Cultivable land Cuddalore Senjikumarapuram, (about 35 %), Karamanikuppam, Rajaram Nagar, • Waste land Nellikkuppam, Vazhapet, Built-up areas, SH-09 (about 3 %), Melpattambakkam, Balaji Nagar, Agricultural • Semi urban & Sivaraman Nagar, Panruti, Gopuram, Rural area (62%) Semakottai, Madapattu. Source: DPR ‐

Table 31: Land Use Pattern of Project Districts Cuddalore District Villupuram District Land Use Area (in Area (in Area (in Area (in ha) %) ha) %) Forest 1415 0.38 71697 9.93 Barren and Uncultivable land 14647 3.92 56651 7.84 Land put to no agricultural use 55875 14.97 135874 18.81 Cultivable Waste 6072 1.63 10405 1.44 Permanent pastures & other grazing lands 608 0.16 4195 0.58 Groves not included in the area sown 19716 5.28 6142 0.85 Current fallow 35588 9.54 86725 12.01 Other fallow lands 19369 5.19 19802 2.74 Net area sown 219891 58.92 330712 45.79 Total Geographical Area 367781 722203

3. Economic Development

186. 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. 73

4. Agriculture

187. Agriculture plays a vital role in the State’s economy. The major source of economy along the project road is agriculture and livestock.

188. Agriculture is the main occupation of the people with 47% of the population engaged in it. Paddy is the major crop cultivated in this district. Groundnuts, sugarcane, cereals, millets and pulses are the other major crops cultivated. 76.50 metric tonnes are cultivated in fuel wood and 8.039 Tonnes in cashew. Palar river along with tanks and wells are the main sources of irrigation in this district.

5. Archaeological and Historical Monuments

189. 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

190. During the environmental and social screening survey, number of sensitive receptors such as school, temple, etc., located along the alignment were identified. The list of sensitive receptors/structures on either side within 25m from center line of the road is presented in Table 32.

Table 32: Physical/Sensitive Features along the Project Road Sl. Distance from edge Type of Chainage LHS/RHS No of carriageway (m) * Receptor Religious Structures 1 2+800 RHS 21 Temple 2 3+225 LHS 5.25 Temple 3 4+580 LHS 2 Shrine 4 4+840 LHS 11 Temple 5 5+210 RHS 5 Statue 6 5+250 LHS 4.7 Temple 7 5+840 LHS 10 Shrine 8 06+580 RHS 8.8 Temple 9 08+130 RHS 1.6 Temple 10 08+810 RHS 4.1 Temple 11 09+100 RHS 8.1 Temple 12 10+150 LHS 7.5 Temple 13 10+960 RHS 9.8 Temple 14 11+400 RHS 9.8 Temple 15 11+950 LHS 2.9 Temple 16 12+270 RHS 7 Temple 74

Sl. Distance from edge Type of Chainage LHS/RHS No of carriageway (m) * Receptor 17 13+150 LHS 5.4 Temple 18 13+250 RHS 3.2 Temple 19 13+980 LHS 5.3 Temple 20 15+160 LHS 4 Temple 21 15+760 LHS 3.7 Temple 22 16+180 LHS 2.2 Temple 23 16+300 RHS 3.9 Temple 24 16+590 LHS 3.3 Temple 25 16+700 LHS 5.4 Temple 26 18+550 LHS 5 Temple 27 18+890 LHS 8 Church 28 19+100 LHS 16 Temple 29 19+580 RHS 2.3 Temple 30 19+770 LHS 8 Temple 31 19+880 RHS 8.2 Shrine 32 20+700 LHS 10 Shrine 33 29+390 RHS 3.4 Shrine 34 30+970 LHS 11 Temple 35 31+800 LHS 11 Temple 36 32+900 LHS 3 Temple 37 32+900 RHS 3 Shrine 38 35+900 LHS 16 Shrine 39 36+160 LHS 16 Shrine 40 36+350 LHS 8 Temple Educational Institutes 1 03+220 LHS 10 School 2 04+950 LHS 11 School 3 05+850 RHS 6 College 4 17+980 LHS 11 School 5 18+550 RHS 7 School 6 28+840 LHS 21 College 7 30+600 RHS 3 School 8 30+600 RHS 3.5 School 9 31+430 LHS 11 School 10 36+480 RHS 8 School Hospitals and Burial Grounds 1 04+350 RHS 11 Hospital 2 07+920 RHS 1.8 Burial Ground 3 07+950 RHS 11 Burial Ground 4 8+260 RHS 5.9 Burial Ground 5 13+400 RHS 11.8 Burial Ground 6 15+500 RHS 2.2 Burial Ground 7 28+900 LHS 10.5 Hospital 75

Sl. Distance from edge Type of Chainage LHS/RHS No of carriageway (m) * Receptor 8 36+050 RHS 19 Burial Ground Source: DPR (*Note: Distance is approx. from the edge of existing road)

191. The above noted 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. 76

V. ANALYSIS OF ALTERNATIVES

192. 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. Apart from this, various alternatives for Nellikuppam and Panruti were considered based on technical feasibility, environmental and social parameters.

A. With Project’ and ‘Without Project’ Scenario

(i) ‘With Project’ Scenario

193. The ‘with project’ scenario includes the widening of road section to two lane carriageways with paved shoulders configurations of the existing road section of Cuddalore - Madapattu road section of SH-09 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.

194. 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

195. 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.

196. 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.

197. 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 33. 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 77

project therefore will be definitely advantageous to achieve the holistic development of the economy and progress of the State.

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Table 33: 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 Nil • Increase in travel time. protection measures, the traffic congestion due to emission • Increase case of landslide and soil erosion. obstructed movement of vehicles will be minimized • Minor change in topography is • Increase in fuel consumptions. and thus wastage of fuel emissions from the vehicles expected due to construction • Increase in dust pollution and vehicular emission. will be reduced. of embankments. • Land degradation, dust pollution and damage to • Providing better level of service in terms of improved • Minor changes in land use pastureland, contamination in water bodies due to riding quality and smooth traffic flow. pattern. 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 to poor road • Increase in noise pollution due conditions and increased traffic to vehicular traffic during construction work. • Short term local 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 period • Plantation of trees as part of compensatory along the road due to loss of 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. • The widened and paved road will reduce impacts due • Nil Nil • Increased adverse impacts on soil erosion and loss of to multiple tracking of vehicles on soil and vegetation vegetation cover. along the road. • Improved drainage capacities Socio-economic Aspects 79

With Project Without Project Impacts Impacts +ve -ve +ve -ve • Increased access to markets. • Loss to properties and Nil • Increased vehicle operation cost. livelihood.

• Access to new employment centers. Nil Nil • Reduced employment/ economic opportunities. • Employment to local workers during the execution of Nil Nil • Arrest of possible significant enhancement and economic the project. development of the region. • Better access to part of the district as the project road Nil Nil • Increase in accidents. is a lifeline of industrial area of the district. • Overall economy of the State will be affected. • Reduced accidents/increased road safety. • Deep impact to human health in case of emergency. • Tourism will flourish • Better access to health care centres and other 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 of Villupuram and accidents in congested areas. Cuddalore of Tamil Nadu State.

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198. Based on analysis of “with” and “without” project scenario presented in Table 33, “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

199. The alternatives in terms of location (alignment) for the project road are very limited, as the project objective is either to rehabilitate or to upgrade the existing road, except at a few locations for avoidance of such existing sharp curves (poor geometric), water body or religious structures.

200. Apart from engineering considerations of improving the curves or geometric along project road to IRC specifications, specific options of realignments that can improve the corridor's environmental performance by avoiding the removal of good old trees; avoiding the damage to community assets and religious places; avoiding old and narrow bridges etc. were also considered. Realignments have been considered at 1 location (total length of realignment 700m). In addition to realignments, one bypass has also been planned to reduce congestion at Panruti. The analysis of alternatives for these has been presented in Table 37.

(i) Panruti Bypass

201. Panruti is a city and a municipality in Cuddalore district. As the city is a municipal administrative, the city got importance in various areas like agriculture, business centre, and commercial center for Jack fruits and cashew nuts. Due to this city is spreading in all directions. Due to the dense built-up and encroachments, the land availability for the project road widening is very less and it is difficult to accommodate proposed 2-lane divided carriageway. The existing RoW (average) is about 26m but in built up sections it is varies from 7.0– 27.0m. Within the available RoW a lane divided carriageway cannot be accommodated. Due to this a bypass has been planned for the city. For the bypass, two options were studied. The comparative statement of both the options on the various parameters is given below in Table 34 while all the proposed alternatives have been shown on Google earth in Figure 16.

Table 34: Comparison of Alternatives Considered for Panruti Bypass Sl. Description Option 1 Option 2 No. 1. Color Yellow Pink 2. Side of Existing Road Right Right 3. Length (km) 5.91 SH Bypass+4.7km NH 5.1 SH Bypass+4.7km NH Bypass Bypass 4. CD Structures, 3 3 (Approximate) 5. Ponds Nil Nil 6. Buildings 6 5 7. ROB 1+ 1 VUP 1 8. Side Roads/Cart Tracks 8 (Incl.2 Major Roads) 7 (Incl.1 Major Road) 81

Sl. Description Option 1 Option 2 No. 9. Extents and length of existing 7.25 (21+150 to 28+400) 7.25 (21+150 to 28+400) project road being bypassed (Existing Km) 10 Advantages Length of alignment passing way Length of this option is shorter from built-up area. Affecting less when compared to the option- buildings. Smooth Geometry 1 with single curve. 11. Disadvantages Passing along the HT Towers. Number of buildings affected Length of the Bypass is is more. Passing Through the comparatively more. settlements Geometrically inadequate. 12. Remarks Selected Option -

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Figure 16: Google Map Showing Alternate Options for Panruti Bypass 83

202. The selected 'Option 1’ avoids the congested city of Panruti. Option 2 has more length and runs along HT line, so this was rejected. Due to less length requirement of agriculture land is less. The RoW for the bypass has been kept 45m bare minimum to accommodate 2 lane cross section. Hence selected option has minimum impact on agriculture land.

203. The reason for bypass is to avoid the congested settlement for the through traffic to Tindivanam and Chittoor. Once bypass is constructed vehicular emissions in Panruti town will be reduced.

204. From the Table 34 and above discussion, it is clear that the selected option number 2 is the best option from environmental consideration also.

C. Design Decision Constraints For Various Alternatives 205. Road widening and design speed were considered for the various alternatives considered for the project. The design decisions were taken up considering the following factorsalso:

▪ Road submerges in rainy seasons; ▪ Public water taps and water tanks along the corridor; ▪ Religious structures; ▪ Roadside ponds; ▪ Hand Pumps; ▪ Bore Wells and wells; ▪ Presence of canals and drains; and ▪ Congested settlements.

D. Alignment Modifications due to Environmental Considerations

206. 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.

E. Engineering/Technological Alternatives

207. 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

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and rigid pavements (cement-concrete built rigid pavement as being environmentally superior then traditional flexible pavement), and selection of environmental friendly road construction methods.

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VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A. Introduction

208. 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.

209. 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.

210. 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.

211. 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.

212. 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.

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213. 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: The impact 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.

214. 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 10 km 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.

215. Based on baseline conditions in the project area and sensitivity criteria, the level of sensitivity of each VEC is provided in Table 35.

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Table 35: 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 exceed 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. Natural river streams, many village ponds and lake, Irrigation Canal are main water bodies in CoI of the project. Surface water Low The state has good water resources in the quantity form of lakes, ponds, rivers and streams. The project area has sources of water potential both ground as well as surface water. 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 and pollution section, land use mainly agriculture and built- up. Land degradation and pollution is low. Biological environment Trees, terrestrial and Low The project road does not passes through aquatic vegetation core/buffer zone of any notified protected areas. There are no endangered flora species which are likely to be affected by the proposed project. Fauna (mammals, Low There are no vulnerable/ endangered or rare birds, fishes, reptiles, species fauna around the project site. There is amphibians) no presence of any fauna species listed in Schedule I of the Wildlife (Protection) Act, 1972 of Government of India. Ecologically Low The project is not located in core/buffer zone of important areas protected area and no vulnerable/endangered

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Sensitivity VEC Remarks Level wildlife habitat is located near to road alignment. Social environment Private land and Medium The project will involve acquisition of 21.0113 buildings ha of land, which includes 20.3 ha of Private land and remaining is Government Land. The project road involves dismantling of 748 structures. Public property/ Medium The ROW is available for widening or even infrastructure/ utility minimum improvement of road geometry, structures except at few locations. 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 nighttime. 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 and safety lead to 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 increase in traffic during operation stage potentially leads to an increase in unsafe situations. Physical cultural Medium There are no adverse impacts anticipated on resources (PCR) historical places/monuments. However, there are 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 89

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.

216. 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 36 below.

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Table 36: 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

217. Based on the rating criteria provided in Table 36, 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 37 below. The screening was carried out for impacts that are expected without mitigation. Hence, it guided the identification of impacts that need mitigation and clearly point out significant/major negative impacts that need to be prioritized for mitigation.

218. 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. 91

Table 37: 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, and 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, C -ve permanent -ve limited -ve low -ve minor Earthwork, 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) Construction water requirement (avg. 200 C -ve temporary -ve local -ve low -ve minor KLD and peak 300 KLD) No anticipated impacts O N N N N 1.6 Ground water quantity None D N N N N (Low sensitivity) Construction water requirement (avg. 400 KLD and peak 500 KLD plus 30 KLD for C -ve temporary -ve local -ve low -ve minor workers) No anticipated impacts O N N N N

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VEC/Sensitivity Impact/Activity Stage Duration Area Severity Significance 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 and 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 +ve Soil erosion prevention O +ve permanent +ve limited +ve medium 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, hill cutting, road widening, Vegetation (Medium sensitivity) C -ve temporary -ve limited -ve medium -ve moderate clearing and removal of trees +ve Planting of trees O +ve permanent +ve local +ve medium 2.2 Terrestrial fauna Accident of wild mammals/birds/insects D -ve permanent -ve limited -ve low -ve minor (mammals, birds, insects) -ve minor (Low sensitivity) Use of construction materials, labour camp C -ve temporary -ve limited -ve medium +ve reduce human-animal conflict O +ve permanent +ve local +ve medium 2.3 Migratory birds and Loss of vegetative cover D -ve permanent -ve limited -ve medium -ve moderate Ecologically important areas (Low sensitivity) Labour camps, dust 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 C -ve temporary -ve local -ve low -ve minor facilities Possible impacts are not directly attributable O N N N N to 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 93

VEC/Sensitivity Impact/Activity Stage Duration Area Severity Significance 3.3 Noise Road widening will produce noise levels D,O -ve permanent -ve local -ve medium -ve moderate (Medium sensitivity) higher than ambient noise levels (>3 dB)

Quarrying, material transport and storage, drilling, and cutting, pavement works, culvert C -ve temporary -ve limited -ve medium -ve moderate and 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 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 C -ve temporary -ve limited -ve high -ve moderate construction sites, Potential increase in accidents due to O -ve permanent -ve limited -ve medium -ve moderate increase in traffic +ve Better access to healthcare and education O +ve permanent +ve limited +ve medium 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

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C. Typical Potential Adverse Impacts

219. 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

220. The project aims to improve a section of 37.36 km of the existing SH-09. 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 877 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

221. 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 38. There are two types of pollution i.e. dust pollution and pollution from harmful gases.

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Table 38: 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, 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 SO2, producing 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.

222. 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.

223. 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

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• 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.

224. 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

225. 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.

226. 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:

227. 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 into 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 39 with projected future traffic growth.

Table 39: Annual Average Daily Traffic data Year 4W LCV Truck Bus 3W 2W 2020 2723 1222 1047 956 339 9952 2025 4166 1869 1602 1463 518 15224 2030 5731 2571 2203 2012 713 20943 2035 7236 3246 2782 2541 900 26441

228. Emission Factors: Emission factor is one of the important inputs 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 97

(for petrol and diesel driven passenger cars). The emission factors used in the present study for different vehicles type are given in Table 40.

Table 40: 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

229. 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 41.

Table 41: Meteorological Parameters Used for Modelling Temperature Humidity WD Wind Speed Pressure Precip. Hour Cl (oC) (%) (o) (kmph) (Pa) (mm) 1:00 29.8 79 315 2 29.83 0 0 2:00 29.4 85 315 4 29.83 0 0 3:00 25.6 88 315 6 29.91 0 0 4:00 26.1 84 270 8 29.91 0 0 5:00 24.3 92 270 2 29.91 0 0 6:00 22.2 93 45 5 29.87 0 0 7:00 29.7 87 270 6 29.87 0 0 8:00 32.2 83 270 4 29.87 0 0 9:00 34.5 71 45 2 29.78 0 0 10:00 35.6 65 45 5 29.78 0 0 11:00 36.7 64 0 4 29.78 0 0 12:00 35.4 61 45 6 29.77 0 0 13:00 36.9 60 45 4 29.77 0 0 14:00 35.8 67 45 2 29.77 0 0 15:00 37.5 66 0 3 29.85 0 0 16:00 35.2 62 45 3 29.85 0 0 17:00 35.4 58 45 3 29.85 0 0 18:00 33.2 54 45 4 29.85 0 0 19:00 34.7 68 45 5 29.85 0 0 20:00 32.2 71 45 7 29.85 0 0 21:00 31.5 79 45 5 29.82 0 0

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Temperature Humidity WD Wind Speed Pressure Precip. Hour Cl (oC) (%) (o) (kmph) (Pa) (mm) 22:00 31.9 75 315 4 29.82 0 0 23:00 30.2 74 315 8 29.82 0 0 24:00 31.7 70 315 7 29.83 0 0

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

231. 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 three 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 42.

Table 42: Average Background Concentration of Pollutants along the Alignment Average Background Pollutant Unit concentration

3 SO2 15.1 µg/m NOx 33.4 µg/m3 3 PM10 71.4 µg/m 3 PM2.5 30.1 µg/m CO 1 mg/m3

232. Predicted Pollution Levels: The model has been setup and run to predict hourly average CO, PM2.5, PM10, NOx and SO2 concentrations for the years 2020, 2025, 2030 and 2035 using forecasted traffic data on proposed highway. The predicted CO concentration hourly average and 24-hourly average concentration of PM2.5, PM10, SO2 and NOx during peak traffic are shown in Tables 43 to 47 for proposed highway project. 99

Table 43: CO Predicted Concentrations (mg/m3) along the Proposed Road CO Concentration (mg/m3) Year Distance from the center line of the road, m. (Left side) Distance from the center line of the road, m. (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 0.99 1.03 1.09 1.25 1.47 1.82 1.21 1.08 1.00 0.98 0.98 0.97 2025 1.21 1.45 1.82 2.73 4.05 6.10 2.54 1.75 1.29 1.18 1.17 1.08 2030 1.29 1.60 2.07 3.24 4.95 7.60 3.00 1.99 1.38 1.25 1.24 1.12 2035 1.37 1.76 2.34 3.80 5.92 9.22 3.51 2.25 1.49 1.33 1.31 1.16

Table 44: PM2.5 Predicted Concentrations (µg/m3) along the Proposed Road PM2.5 Concentration (µg/m3) Year Distance from the center line of the road, m. (Left side) Distance from the center line of the road, m. (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 28.43 28.44 28.45 28.47 28.49 28.54 28.46 28.44 28.43 28.43 28.43 28.43 2025 28.46 28.49 28.53 28.64 28.80 29.05 28.62 28.53 28.47 28.46 28.46 28.44 2030 28.47 28.51 28.56 28.70 28.90 29.22 28.68 28.56 28.48 28.47 28.46 28.45 2035 28.48 28.53 28.59 28.77 29.02 29.41 28.74 28.59 28.49 28.47 28.47 28.45

Table 45: PM10 Predicted Concentrations (µg/m3) along the Proposed Road PM10 Concentration (µg/m3) Year Distance from the center line of the road, m. (Left side) Distance from the center line of the road, m. (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 67.41 67.42 67.42 67.44 67.47 67.52 67.44 67.42 67.41 67.41 67.41 67.41 2025 67.44 67.47 67.51 67.62 67.78 68.03 67.58 67.50 67.45 67.43 67.43 67.42 2030 67.45 67.48 67.54 67.68 67.88 68.20 67.66 67.53 67.46 67.44 67.44 67.43 2035 67.46 67.50 67.57 67.74 68.00 68.39 67.72 67.56 67.47 67.45 67.45 67.43

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Table 46:NOx Predicted Concentrations (µg/m3) along the Proposed Road NOx Concentration (µg/m3)

Year Distance from the center line of the road, m. (Left side) Distance from the center line of the road, m. (Right side)

-500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 31.59 31.63 31.69 31.85 32.08 32.43 31.82 31.69 31.60 31.59 31.58 31.57 2025 31.81 32.06 32.42 33.34 34.67 36.75 33.16 32.37 31.89 31.79 31.78 31.68 2030 31.89 32.21 32.68 33.86 35.58 38.25 33.63 32.60 31.99 31.86 31.84 31.72 2035 31.98 32.37 32.96 34.44 36.58 39.91 34.14 32.86 32.10 31.93 31.92 31.77

Table 47:SO2 Predicted Concentrations (µg/m3) along the Proposed Road* SO2 Concentration (µg/m3) Year Distance from the center line of the road, m. (Left side) Distance from the center line of the road, m. (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 14.29 14.29 14.29 14.30 14.30 14.31 14.29 14.29 14.29 14.29 14.29 14.29 2035 14.30 14.31 14.32 14.36 14.41 14.49 14.35 14.32 14.30 14.30 14.30 14.29 *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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233. Green House Gases Emissions: Upgrading and strengthening the surface condition of existing SH-09 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-09 highway. Most common types of vehicles that would move on the particular section are motorcycles, 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 CO2 emissions.

234. 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.

235. 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 section of SH-09 road. The model was run separately for the road sections. The traffic data used in the model is given in Table 39.

236. 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 48: CO2 Emission at BAU, Project with and without Induced Traffic Parameters Emission of CO2 in Ton/km/year BAU 674.80 Project with induced traffic 664.61 Project without induced traffic 664.61

Net reduction in CO2emission 10.19

237. As indicated in the model output summarized in above Table 48 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-09 to be improved is 36.37 km. Based on the net change in CO2 emissions or CO2 savings of the sections is 10.19 Tons/km/year, and thus the proposed investment program of SH- 09 as will save emissions of 370.76 Tons CO2/year.

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238. Mitigation Measures: It has been observed from the model output that when the traffic volume increases, the concentration of air pollutants also increases correspondingly. However, the maximum predicted pollutant concentrations of PM2.5, PM10, SO2 and NOx over the existing ambient air quality are found to be within the National Ambient Air Quality Standards of CPCB while CO levels exceed the limit. But the predicted pollution level is slightly higher than the IFC EHS guideline limits for all the applicable parameters monitored. Since the project will improve the road conditions it is not expected to cause significant increases in existing concentrations of pollutants. 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.

239. Residual Impact: The TEEMP and AERMOD models show that the project is likely to result to increase in air pollutants due to emissions but not in significant concentrations when compared to baseline values. Most parameters are also within CPCB limits but slightly above IFC EHS limits. Therefore, the project will have minor residual indirect impact on the air quality.

2. Surface water quality and quantity

Design and pre-construction stage – moderate negative impact

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

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

241. 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.

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

243. Residual impact: With the proper application of the proposed mitigation measures residual impacts on the surface water quality and quantity is not expected.

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Construction stage - moderate negative impact

244. 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.

245. 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 as there are no perennial rivers along the proposed road alignment and construction will take place during dry period.

246. 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.

247. 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 no throwing 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 will be 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; and • all debris and vegetation, clogging culverts are regularly cleared.

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

Operation stage – neutral impact

249. 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.

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3. Groundwater quality and quantity

Design and pre-construction stage – neutral impact

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

Construction stage - minor negative impact

251. 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.

252. 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.

253. Construction water requirement (avg. 400 KLD and peak 500 KLD) will be met through local rivers and other canals in the project area. 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. 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.

254. 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

255. During the operation stage of the project no impacts on groundwater quality or quantity are foreseen.

4. Land degradation and pollution

Design and pre-construction stage – minor negative impact

256. 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.

257. The use of proper sources for stone and aggregates has become a major issue in most of the region. Historically, stone has been collected from the roadside or from shallow surface 105

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.

258. Sand and gravel are often obtained from river deposits. 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.

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

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

260. 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 • Specify vegetation that serves specific bioengineering functions

261. Adequate earth material is available from barren land in the vicinity. Estimated quantity is 2,14,906 cum of aggregates will be mostly sourced from licensed quarries available locally. Tentatively it is proposed that the aggregates and boulders will be sources from previously approved quarry area located near to the project road. Sand 30,082 cum and 551312 cum of borrow earth will be taken from quarries or riverbeds. 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.

262. 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. 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;

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• 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. • construction camps for labourers will 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.) • 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.

263. 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

264. 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.

265. 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.

266. 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.

267. 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 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 better 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. 107

268. 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.

269. 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.

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

271. 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.

272. 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.

273. 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.

274. Mitigation measures for borrow areas are:

• prior approval will be obtained from concerned authorities and all local environmental regulations be complied with; • 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; and • all operation areas will be water sprinkled to control dust levels to national ambient air quality standards.

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• borrow areas are provided with gentle side slope that are connected to the nearest drainage channel to avoid the formation of cesspools during the rainy season

275. 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 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.

276. 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 river banks; • the project will provide an opportunity to assist the PIU and contractors in improving fuel handling practices so as to minimize future fuel spillage.

277. 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; • Debris and Spoil Disposal Management – Appendix 10; • Borrow Area Management – Appendix 11; • Quarry Area Management – Appendix 12. 109

278. 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.

Operation stage – positive impact

279. 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

280. 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.

281. 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; • 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. • budget provisions for following the mandatory afforestation program which requires planting trees (in consultation with forest and wildlife people) at the rate of 1:10 for trees cut and improving vegetation cover in the project area.

282. 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

283. 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.

284. 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:

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• 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.

285. 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.

286. 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.

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

Operation stage – positive impact

288. Impact: A net gain of good vegetation cover is expected as a result of the mandatory compensatory afforestation program. 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.

289. 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 111

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

2. Ecologically important areas

Design and pre-construction stage – moderate negative impact

290. 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.

291. 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.

292. 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

293. 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.

294. 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.

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

• 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.

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• 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 200m of waterways. No borrow pits will be allowed at least 200m 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

296. 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

297. If the habitat improvement activities described above are implemented as planned an overall positive impact of more sustainable use of natural resources.

F. Impacts on Social Environment

298. The sensitive locations such as places of worship, school, college and hospital along project road within 100 meters from the edge of the existing road has been identified as given in Table 32. These structures are projected to be 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

299. Impact: There will be moderate impacts due to acquisition of 21.0113 ha land acquisition as the proposed widening will be accommodated within existing ROW. Community impacts are mostly due to the resettlement of people due to widening of the project road to 2 lanes.

300. A resettlement plan for the project road has been prepared for 748 private structure and 81 common structures displacement. It was noted that the relocation of structures will be required at congested locations along the project road mainly Cuddalore, Senjikumarapuram, Karamanikuppam, Rajaram Nagar, Nellikkuppam, Vazhapet,Melpattambakkam, Balaji Nagar, Sivaraman Nagar, Panruti, Gopuram, Semakottai, Madapattu. The widening options have been devised to minimize impacts of structures.

301. 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. 113

302. 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

303. 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.

304. 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.

305. 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

306. 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

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

308. 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.

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

Construction stage – minor negative impact

310. 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.

311. 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

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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.

312. 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

313. 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 – minor negative impact

314. Impact: The ambient noise level throughout the road section is 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.

315. The noise generating equipment used in construction activities is also regulated under Noise Pollution (Regulation and Control) Rules 2000. The range of typical noise levels in relation to distance from a construction site is shown in Table 49.

Table 49: 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)

316. 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 50.

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Table 50: 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.

317. Typical noise levels associated with various construction activities and equipment are presented in Table 51.

Table 51: 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 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

318. 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. At sensitive locations such as schools, colleges and hospitals along the project road noise barrier shall need to be provided.

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319. Residual Impact: With the proper implementation of mitigation measures the project design is expected to have minimal residual impact.

Construction stage - moderate negative impact

320. 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.

321. 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 a total 52 sensitive receptors identified within 50m from the centre line along the proposed project road as given in Table 52. 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.

Table 52: Details of Sensitive Receptors along the Project Road Sl. Type of Distance from edge Chainage LHS/RHS No Receptor of existing road* (m) 1 Temple 2+800 RHS 21 2 School 3+220 LHS 10 3 Temple 3+225 LHS 5.25 4 Hospital 4+350 RHS 10 5 School 4+950 LHS 11 6 Shrine 4+580 LHS 1 7 Temple 4+840 LHS 11 8 Statue 5+210 RHS 5 9 Temple 5+250 LHS 4.7 10 Shrine 5+840 LHS 10 11 College 5+850 RHS 6 12 Temple 6+580 RHS 8.8 13 Temple 8+130 RHS 1.6 14 Temple 8+810 RHS 4.1 15 Temple 9+100 RHS 8.1 16 Temple 10+150 LHS 7.5 17 Temple 10+960 RHS 9.8 18 Temple 11+400 RHS 9.8 19 Temple 11+950 LHS 2.9 20 Temple 12+270 RHS 7 21 Temple 13+150 LHS 5.4 22 Temple 13+250 RHS 3.2 23 Temple 13+980 LHS 4.3 24 Temple 15+160 LHS 4 25 Temple 15+760 LHS 3.7 117

Sl. Type of Distance from edge Chainage LHS/RHS No Receptor of existing road* (m) 26 Temple 16+180 LHS 2.2 27 Temple 16+300 RHS 3.9 28 Temple 16+590 LHS 3.3 29 Temple 16+700 LHS 5.4 30 School 17+980 LHS 11 31 Temple 18+550 LHS 5 32 School 18+550 RHS 7 33 Church 18+890 LHS 8 34 Temple 19+100 LHS 16 35 Temple 19+580 RHS 2.3 36 Temple 19+770 LHS 8 37 Shrine 19+880 RHS 8.2 38 Shrine 20+700 LHS 10 39 College 28+840 LHS 21 40 Hospital 28+900 LHS 10.5 41 Shrine 29+390 RHS 3.4 42 School 30+600 RHS 3 43 School 30+600 RHS 3.5 44 Temple 30+970 LHS 11 45 School 31+430 LHS 11 46 Temple 31+800 LHS 11 47 Temple 32+900 LHS 3 48 Shrine 32+900 RHS 3 49 Shrine 35+900 LHS 16 50 Shrine 36+160 LHS 16 51 Temple 36+350 LHS 8 52 School 36+480 RHS 8 *Note: Tentative distance from the edge of existing carriageway

322. During construction, varying degree of noise impacts are likely to be felt by the communities of main settlements i.e. Cuddalore, Senjikumarapuram, Karamanikuppam, Rajaram Nagar, Nellikkuppam, Vazhapet,Melpattambakkam, Balaji Nagar, Sivaraman Nagar, Panruti, Gopuram, Semakottai, Madapattuand 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.

323. Mitigation Measures: In construction sites within 500 meters of a settlement, noisy operations should cease between 10pm and 6am. Regular maintenance of construction vehicles and machinery must also be undertaken to reduce noise.

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

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325. Noise impacts are an unavoidable consequence of construction that should be mitigated by limiting the times of construction to daylight hours (8am to 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 (7am to 9 am and 3.30pm to 7pm) 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.

326. 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 maintain 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.

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

Operation stage – moderate impact

328. The current low traffic flows along the project road are 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.

329. 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); • 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 119

• Motorcycles: all vehicles with two or three tires and an open-air driver/passenger compartment.

330. 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.

331. 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

332. 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 53 and equivalent observed noise levels from field monitoring is shown in Table 54.

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Table 53: Annual Average Daily Motorized Traffic Data Year 4W LCV Truck Bus 3W 2W 2020 2723 1222 1047 956 339 9952 2025 4166 1869 1602 1463 518 15224 2030 5731 2571 2203 2012 713 20943 2035 7236 3246 2782 2541 900 26441

Table 54: Equivalent Background Noise levels Equivalent Noise Levels in dB(A) DAY NIGHT 71.3 64.4 Note: Derived from baseline noise levels.

Table 55: Predicted Noise Levels along the Project Road Section Day LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 71.3 71.3 71.5 72.0 72.5 72.5 72.0 71.5 71.3 71.3 2025 71.3 71.4 71.6 72.3 73.0 73.0 72.3 71.6 71.3 71.3 2030 71.3 71.4 71.7 72.6 73.4 73.4 72.6 71.6 71.4 71.3 2035 71.3 71.4 71.8 72.9 74.0 74.0 72.9 71.8 71.4 71.3 Night LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 64.4 64.6 65.3 67.2 68.6 68.6 67.2 65.2 64.6 64.4 2025 64.5 64.7 65.6 67.9 69.6 69.6 67.9 65.5 64.6 64.5 2030 64.5 64.8 65.9 68.7 70.5 70.5 68.7 65.9 64.7 64.5 2035 64.5 64.9 66.3 69.5 71.5 71.5 69.5 66.3 64.8 64.5

333. 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.

334. 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.

335. From Table 55, it is observed that predicted noise levels (Leq) near the receivers within 20m from the centre line of the road are found to be within permissible limit of 3 dB(A) during daytime however the predicted noise levels are found to be marginally higher than desired levels during nighttime, for the respective land use categories. The baseline noise levels (2019) are already higher than the permissible limits of CPCB for different land use categories for day and night. The predicted levels show increase in noise levels for future years beyond 3dB (A) at all 121

receivers considering increase in traffic volume. The detailed noise assessment and prediction is presented in Appendix 13.

336. Mitigation Measures: The incremental noise levels for future years exceeds the allowable limit of 3 dB (A) during night time 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 will be reviewed and approved by the CSC and the PIU.

4. Vibration

Design and pre-construction stage – neutral impact

337. 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

338. 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.

339. 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).

Table 56: 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

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Sources: Federal Transit Administration 2006 (except Hanson 20016 for vibratory rollers)

340. Using these source vibration levels, vibration from this 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(7)

341. 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).

Table 57: 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

342. 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 57. However, vibration during construction may induce cracks and damages to structure next to road alignment particularly overhead water storage tanks and building near to project road alignment.

6Peck R B, Hanson W E and Thornburn T H (1974). Foundation Engineering. John Wiley and Sons, New York. 7WOODS, 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. 123

343. Mitigation Measures: For the structures within 4.5m (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 (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.

344. 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.

345. 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

346. 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 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.

347. 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.

348. 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

349. 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.

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Construction stage - moderate negative impact

350. Impact: Transportation incidents accounted for majority of fatal roadway worksite incidents.8 In India, Tamil Nadu has recorded the highest rate of road accident fatalities at 23 fatalities/lakh persons.9 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-by 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

351. 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; • introduction of sexually transmitted, and other diseases, by immigrant workers; • 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.

352. 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).

8 https://www.dbkrieginc.com/onsite-work-safety.php; data taken from US Bureau of Labor Statistics 9 Policy Research Studies (PRS) Legislative Research, India. https://www.prsindia.org/policy/vital-stats/overview-road- accidents-india 125

• 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. • 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.

353. 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 Plan.10

10For 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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354. The project will support a public health education programme for workers and villagers covering road safety, malaria, hygiene, endemic 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.

355. 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

356. 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

357. No impacts on community health and safety are expected to derive from the design phase of the project. Improving overall safety during operation is a major consideration in the design of the road. Road safety features are included in the project design as discussed in Chapter III of this report

Construction stage – moderate negative impact

358. 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.

359. 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.

360. 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.

361. 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.

362. 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 impacts 127

363. 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

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

H. Induced and Cumulative Impacts

365. 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.

366. 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.

367. 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

368. 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, road-side

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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

369. 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 impacts 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

370. 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.

371. 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

372. 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 four locations along the project road section during initial surveys.

373. In total over 4 consultation session were organized along SH-09 project road. Table 57 show the details of the public consultations carried out along various road sections. The public consultation meetings were organized in the months of August, September and October of 2020 at Madapattu and Panruti (at 2 different locations) and Cuddalore to disseminate the information regarding widening and strengthening of road SH-09, respectively by the officers of Highways Department, Government of Tamil Nadu and staff of DPR.

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374. The community consultation with locals were organized with prior information and details of place and timing after permission from district authorities. The fixed venue for consultation was sanitized with the help of concerned area health care service office. The social distancing during consultation and other facilities including temperature check, hand sanitizer and use of mask was made mandatory for all the participants. A total of 49 participants including 43 males and 06 females attended the public consultation meetings. Table 58 shows the details of the public consultations carried out along various road sections.

Table 58: The Details of Public Consultation for Project Road Village/Town Date of No. of participants Sl.No. Name Consultation M F T Madapattu 1 24/09/2020 10 3 13

Panruti (Location 1) 2 15/10/2020 7 1 8 Panruti (Location 2) 3 10/09/2020 20 0 20 Cuddalore 4 21/08/2020 6 2 8

Total 43 6 49

1. Project Stakeholders

375. 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

376. 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.

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

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3. Consultation with Local People and Beneficiaries

378. 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.

379. 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 areas. Local people mainly discussed on the issues related to flooding, rehabilitation, resettlement, and road safety issues. The outcome of the consultations have been summarized in Table 59.

Figure 17: Photographs of Public Consultations

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380. 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 i.e. Tamil was shared with the local people.

Table 59: Summary of Issues Discussed and Measures Taken Location and Issues Discussed Measures Taken Participant Date 1. Madapattu: • People are facing acute Proposed widening and Total 49 24/09/2020 problem related to poor strengthening of the road will Participant condition of the road. provide better level of services Participated in 2. Panruti • Where the road passing in terms of improved riding the consultation (Location 1): through the settlements quality and smooth traffic flow. which includes 15/10/2020 there should be • There will be considerable 43 male and 6 • provision of Speed breakers reduction in the number of female 3. Panruti Suggestion viz. (i) design accident and level of participants. (Location shall take into hydrological pollution. 2):10/09/2020 aspects into consideration • Accessibility to social health (ii) minimal loss of and educational 4. Cuddalore: structures (iii) adequate infrastructure will increase 21/08/2020 settlement and rehabilitation through all-weather road. measures including • Generation of employment provision of jobs to land during construction phase of losers the road. • Local people informed that • The discussion generates. present road in some • considerable awareness of sections of this area the project. submerges during normal rainfall also. Adequate • As the proposed road shall measures shall be taken to be a widened one, it shall avoid water logging during provide an efficient public normal rainfall. transportation system besides. • They suggested that existing alignment shall also • ensuring reduction in be improved and maintained congestion level properly. • The title holders shall also • Suggestion viz., Minimal be compensated as per ADB loss of structures, Adequate guidelines. rehabilitation and • Drainage system is mention resettlement, measures in built-up area and earthen • Area is one of the drainage for rural area. congested stretches due to • Drainage system is mention that problem of traffic jam in built-up area and earthen and accident is common. drainage for rural area. • Stress was put by the Road safety features like community on adequate traffic signs, Overhead Sign safety provisions to be Boards, Road Illumination, made along the road Delineators, particularly at locations of • pavement marking, school, pedestrian path and rumble • cattle underpass, provision strips has been included in of bus stop and provision of the design. green belt development • Proper Rehabilitation Compensation should be as measures will be taken for. per market value. Affected Household’s and 133

Location and Issues Discussed Measures Taken Participant Date compensation will be as per market rate.

381. 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 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

382. 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.

383. 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.

384. 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

385. 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.

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E. Public Disclosure and Further Consultations

386. 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. The IEE will be disclosed in the English language in the office of TNICP. The report will also be made available to interested parties on request from the office of the TNICP. Since this is Category B project, this IEE report will be disclosed to the public through the ADB and CKICP websites. This IEE report will also be made available to all stakeholders as part of the consultation process required under the SPS 2009.

387. 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 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

388. 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.

389. 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.

390. 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.

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

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392. 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 18.

Figure 18: Grievance Redress Mechanism

Affected Person

Regional Level Grievance Resolved 1st Level Redress & Grievance Responsible: DE, Asst. Env. Specialist, Record Keeping

7 days 7days PM EPC Contractor, RE CSC

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

3 weeks 3weeks Record Keeping

EPC contractor representative

Not Resolved

Court of Law

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IX. ENVIRONMENTAL MANAGEMENT PLAN

A. Introduction

393. The Environmental Management Plan (EMP) is the synthesis of all proposed mitigation and monitoring actions, set to a timeframe 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.

394. 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.

395. 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

396. 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

397. The EMP matrix provided in Table 60 (prepared section wise as per contract package) 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

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

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• 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.

399. 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 61. Key features of the EMOP is described in the following paragraphs.

1. Performance Indicators

400. 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 to compensate for for removal of roadside trees.

401. 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 air quality standards (Appendix 4).

402. Water Quality Monitoring: The physical and chemical parameters recommended for analysis of water quality relevant to road development project 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 road during construction and operation phase. The Indian Standard Specifications – IS 2296: 1992 is given in Appendix 15.

403. 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 structures locations along the project road. The Ambient Noise Standards prescribed in the Noise 139

pollution (Regulation and Control), Rules 2000 issued by the MOEFCC, GoI as well as IFC 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.

404. 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 for three years by the implementing agency with the help of the Forest Department. 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 60: 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 Contractor PIU / CSC quality and natural hydrology - Identify temporary diversions required and ensure quantity - Worsening of that these are restored to their natural course as - Construction of erosion problems 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 Contractor PIU / CSC degradation changes in the embankment raised on both sides; and pollution local-level - Temporary and permanent drainage systems to - Road widening topography and minimize soil erosion; and related appearance of the - Optimum siting and control of quarries; and earthworks; 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 avoid use of stone, - Road side deep cuts and high embankments to minimize aggregates instability due to earthworks and sand. stone collection; - Maximize reuse of spoils and old asphalt paving - Construction of - The construction of material within the construction sharp curves sharp curve may 141

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component add to instability in - Agree on spoils disposal sites, management and raised rehabilitation plan with relevant local agencies embankment. - Specify vegetation that serves specific bioengineering functions. - Agree on spoils disposal sites, management and rehabilitation plan with relevant local agencies - Specify vegetation that serves specific bioengineering functions - Aggregates will be sourced from licensed local quarries; - Sand will be taken from quarries or riverbeds after prior permission from competent authority; - every new quarry and borrow area, and spoils disposal site are 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

II. Biological environment

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component 3. Trees and - Loss of 877 trees - Minimise removal of vegetation and width of road Contractor PIU/CSC vegetation existing in the expansion along the existing alignment to the - Clearing of RoW extent possible. vegetation - the road improvement works will adopt from mostly Environmentally Friendly Road Construction natural habitat (EFRC) methods and should minimise areas for hill environmental impacts from inadequate drainage cutting and and/or slope failures and should assist in other road maintaining, or repairing, tree cover; improvement - Mandatory compensatory afforestation program works; for plantation 8770 trees (@1:10) within the - Removal of project area where possible resulting in the trees improvement of roadside 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 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 increased traffic core/ buffer zone of protected area. No major water body crossing and all water sources are in dry condition 143

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 FIU/ LARR PIU/LARR and buildings people; address these issues in compliance with Right to implementation Monitoring - Road widening - Acquisition of Fair Compensation and Transparency in Land Consultancy Consultancy 20.30 ha. of Acquisition, Rehabilitation and Resettlement Act, Private agriculture 2013 and ADB SPS 2009. land - Relocation of 748nos. of structures and 81 nos. of Community property resources (CPR) 6. Public - Temporary - Before construction commences a detailed survey Contractor CSC/PIU property/ outages of public has to be carried out in order to list all utilities that infrastructure utility services 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 outside telecom lines 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 design, Contractor CSC/PIU disturbance levels causing the following must be done: - Operation of discomfort to local - Survey of sensitive receptors (sensitivity, construction residents, workers distance from edge of the proposed road, equipment and and local fauna baseline noise levels)

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component machinery, - 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.) - Additional noise modelling along the viaduct section as determined by the CSC after the pre- design finalization survey - 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. - Temporary - The contractor shall obtain Consent from the Contractor CSC/PIU 8. Air quality localized increase Tamil Nadu Pollution Control Board (TNPCB) for - Crushers, Hot in levels of dust the establishment and operation of crusher, Mix Plants & and air pollutants Batching plant and hot mix plant as per the Batching including SO2, proceedings & guidelines laid down by the plants NOx and HC TNPCB.

9. Vibration - Possible cosmetic - Pre-construction survey and documentation of EPC Contractor CSC/PIU Operation of damage to very structures to determine weak structures that need vibration sensitive buildings monitoring during construction rollers during construction 10. Health and - Construction - For all construction works comply with Contractor PIU safety (H&S) activities causing Government of India rules and regulations for the - Operation of health and safety protection of workers. construction risks to workers - For all construction works undertake risk equipment and and communities. assessment and prepare H&S plan in accordance machinery, with IFC EHS Guidelines for clearance by CSC hauling of and PIU, considering occupational and materials and community H&S and including adherence to blasting works emergency preparedness and response plan with communication systems and protocols to report 145

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component 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/novel -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 and safety for all construction workers including refreshers. To include training for PIU and all Contractor

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component 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 - Temporary - Regular watering of road surfaces, exposed Contractor CSC/PIU and GHGs localized increase spoils - Operation of in levels of dust - regular check-up and maintenance of construction and air pollutants construction equipment; equipment and including PM2.5, - idling of engines shall be strongly discouraged; machinery; PM10, SO2, NOx, - mixing plants i.e. asphalt, concrete, and bricks, - Emissions CO, HC (Ambient should be operated within the permissible limits of from brick, Air quality CPCB and IFC EHS, and located away from concrete and standards settlements; asphalt plants; published in 2009) - the contractor will submit a dust suppression and - Haulage and control programme to the CSC prior to stockpiling of construction – this plan details actions to be taken materials; to minimize dust generation and identify - Controlled equipment to be used; blasting and - vehicles delivering loose and fine materials earthworks. 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 - 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 147

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component standards and therefore ensuring the effectiveness of mitigation measures taken. - 2. Surface water - maintain adequate vegetative cover above and Contractor CSC/PIU quality and - Soil erosion and below the road; quantity downstream - maintain the natural course of water bodies (as - Use of surface turbidity at bridge much as possible) and avoid throwing debris, water for locations C&D Spoils into stream courses; construction - Soil erosion due to - chemicals and oils are stored in secure, and domestic changes in natural impermeable containers, and disposed of well use drainage systems. away from surface waters; - Rehabilitation - Pollution due to - no vehicle cleaning activity is allowed within 300 of existing use and m of water bodies/ drains; bridges maintenance of - construction camps are equipped with sanitary - Siltation and construction latrines (septic tanks); erosion equipment; - the work on bridges and culverts is limited to dry impacts - Pollution caused seasons, when many of the smaller streams will - Use and by labour camps, have low water - water diversion works can be maintenance construction site minimised and the original course restored of construction runoff, wastewater immediately after the work has been completed; equipment discharge, etc - construction establishments such as construction - Labour camps 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 - 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.

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - 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. 400KLD 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 through temporary groundwater at local streams construction sites where - Sewage generated at labour camps should be sites and process water or disposed of in an environmentally sound manner. fuelling wastewater is - construction camps should be equipped with stations generated and sanitary mobile toilets or toilets with treatment disposed of in an and disposal arrangement by means of septic improper manner. tank followed by soak pit that do not pollute ground water; - 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 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. 149

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

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 potholes applicable laws and regulations in the state and - Road in raised the practices followed in recent/ongoing construction embankment; internationally funded road projects. through plain - Dirty and - Major excavation and earthworks should only be terrain with unattractive area undertaken during the dry season; raised due to presence of - Embankment grades should not be too steep; embankment waste materials; - The existing vegetation on slopes outside the in low laying - Soil erosion might immediate area of construction must remain area; lead to clogging of undisturbed during construction and/or upgrading; - Cutting and side drains, - Embankment raised slopes should be re- filling of low leading to spill- vegetated immediately after widening activities laying area for over of rainwater - Bioengineering techniques will be used to prevent road runoff; barren slopes and to stop soil erosion and to improvement - Improper restored protect the animals from grazing animals; works abandoned quarry, - Support structures will be installed where slope - Disposal of cut borrow areas and failures are anticipated or may have occurred soil, debris and spoils disposal previously; waste at areas can lead to - logging immediately above road should be improper soil erosion and restricted to reduce erosion/landslide potential; locations vector borne - quarrying along road ROW should be restricted; - Operation of diseases due to - Excavated material should be used in the quarry and stagnant water. construction works as much as possible, borrow areas otherwise it has to be disposed of at proper disposal sites. The management of debris and spoils has to comply with the requirements in Appendix 10: Debris and Spoils 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

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component 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 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 PIU and contractors in improving fuel handling practices so as to minimize future fuel spillage. 151

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

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 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.

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component • 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 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 appendices 10- 12 given in the IEE.

II. Biological environment 5. Trees and - Spread of invasive - Avoid introduction of new invasive species to, Contractor/ CSC/PIU vegetation species by and spread of existing invasive species within, Forest Dept. construction the project area, captured in an Invasive Species 153

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Clearing of vehicles and Management Plan, which, at the minimum, shall vegetation for machinery and include: road transport of earth - washing of vehicles, equipment and supplies improvement and construction before entry to the Project area works; material/debris - monitoring for invasive species; and - Removal of - Loss of 877 trees - control/eradication of invasive species where 877 trees - Loss of habitat for found bird fauna. - Cut only trees which are necessary. Ensure that - Fragmentation of the vegetation is cleared as per terms and habitat due to loss conditions of tree cutting permit of vegetation cover - Compliance with guidelines issued by the Indian - Degradation of Road Congress vegetation due to - all wood building material for workers’ housing timber/firewood should be brought from outside the project area; collection - workers should be supplied with non-wood fuels such as kerosene or liquefied petroleum gas for the duration of the contract; - Immediately plant native grass and tree species on cut slopes to reduce erosion - Prohibit collection, sale or purchase of timber/firewood by staff and contractors, with heavy penalties applied - Implement mandatory compensatory afforestation program to plant 8770 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 - Avoid borrow pits in areas of Natural Habitat and Contractor CSC/PIU/Forest important aquatic habitat within 200 m of waterways Department areas during construction - Only undertake earthworks during the dry season - Road widening from - Train staff and contractors in good environmental activities within sedimentation, practice, and prohibited activities the ROW dust, sewage, or - Ensure contractors supply all necessary food, - Use of other construction cooking fuel and appropriate housing construction waste along the - If any wild animal (except birds) comes within equipment; river 100m from the construction site, construction

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Presence of - degradation of works must immediately stop and resume only labour camps habitat from after the wild animal has moved away. - road hydrological - The contractor will clearly brief the construction construction changes workers on strict forestry rules on illegal activities; - increase in animal harvesting of forest products, poaching of wildlife - the cutting for and human and illegal fishing; earthworks; conflicts in area - Train staff and contractors in good environmental - quarrying, due to road practice, and prohibited activities preparation improvement - Employment agreements should specify heavy and transfer of - Displacement of penalties for illegal hunting, trapping and wildlife stone chips. species due to trading (per Wildlife Act 1972) – all other ancillary noise, presence of works should also agree not to participate in such machinery and activities; equipment and - Contractor will ensure supply of all necessary presence of food items, cooking fuel and proper housing to construction prevent illegal hunting and tree felling; workers. - Strict anti-poaching surveillance measures need - Injury and mortality to be implemented, especially during project of fishes due to construction phase. underwater construction noise III. Social environment 7. Private land - Traffic may have to - Financial compensation for loss of crops or Contractor/ PIU/LARR and buildings be diverted across replacement of damaged structures. LARR Monitoring - Temporary private land - After completion of the construction works the Implementation Consultancy road diversions adjacent to the used land will be reinstated to the state it had Consultancy CSC 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 155

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component written agreement with the landowner, as applicable.

8. Public - Hinder and - Proper signs indicating the nature of the 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 closure structures (if any) is provided via the local media (radio, TV, - Traffic newspaper etc.) or through the local community diversions and heads. temporary road closures 9. Noise and - extremely high - Installation of 3m noise barriers; Contractor CSC/PIU disturbance sound levels - Provision of proper PPEs for on-site workers; - Operation of present real risk to - In construction sites within 500 metres of a construction the health of settlement, noisy operations should cease equipment and workers on- site; between 10pm—6am machinery, - sensitive areas - To further minimize noise impacts near sensitive hauling of within 100 m the receptors (particularly schools), operation of materials and roadways will be excavator and other heavy machineries will be blasting works affected carried out mostly during off-hours (10:30 am to temporarily; 3.30 pm) and on holidays (Saturday and - construction noise Sundays) in consultation with the community and will affect the most relevant local authorities. communities living - Regular maintenance of construction vehicles and close to the 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

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Follow up noise monitoring will be carried out during the construction. 10. Vibration - Model study shows - Use of wave barriers where structures are within Contractor CSC/PIU - Operation of buildings/structure 4.5m from the edge of the road; mainly overhead vibration rollers s within 4.5m from water storage tanks along the road alignment during ground edge of the road - Inform occupants of dwellings near the edge of preparation will have major the road in a timely manner of the nature, impact of duration and potential vibration effects of the vibrations; works - Model study shows sensitive receptors will encounter moderate impact of vibrations due to construction equipment 11. Occupational - Increase in the - Contractor must control the construction site, Contractor CSC/PIU health and potential for the keep it clean and provide facilities such as dust safety transmission of bins and collectors for the temporary storage of - Housing of up diseases and all waste; to 200 people illnesses; - The Contractor will be responsible for the safe for about two - Accidents and removal and/or storage of all waste in order to years with 1 incidents due to prevent environmental pollution of any type that labour camp hazardous working may be harmful to people or animals; - Work in conditions - All personnel working at vulnerable site locations hazardous will wear proper PPE like (but not limited to) conditions 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 157

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component 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 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 Contractor CSC/PIU health and community and camps with facilities such as health care clinics, safety migrant workers places of worship, and occasional entertainment; - Presence of - Contractor should maximize recruitment of local labour camps 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

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component works included in their mock drills etc. - contractor staffs 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 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 - Increased levels of - Proper and regular maintenance of roads to Contractor PIU and GHGs emission of typical minimize air pollution due to reanimation of dust - Increase in transport related from the road traffic volume pollutants (PM 2.5, - Atmospheric PM10, CO, SO2 dispersion and NOx) modelling shows that the project is likely to cause air pollution, the pollutant level concentrations is not exceeding the National Ambient Air Quality 159

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component Standards of CPCB, however exceeds the IFC EHS standards in the next 15 years due to higher background concentrations in the project area. In fact, the project has been shown to decrease GHG compared to BAU levels with increased road width and better road conditions. 2. Surface water - Unexpected - Periodic surveillance to check on siltation of major Contractor PIU quality and erosion and water bodies due to the completed road works quantity siltation in major - Functionality of water bodies implemented mitigation measures II. Biological environment 1. Trees and - low survival rate of - Monitor the tree plantation of 8770 trees. Take Contractor Forest Dept terrestrial trees planted remedial measures to ensure minimum 70% vegetation - Poor performance survivability rate after three years - Status of of habitat forests

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component improved improvement - Check the effectiveness of additional habitat under the activities improvement activities and make adjustments project to and revisions to improve effectiveness. achieve net gain of terrestrial vegetation 2. Terrestrial - Displacement of - Periodic surveillance and maintenance works to Contractor/PIU Forest Dept fauna species due to ensure that the green belt along the road and - Effectiveness noise from normal measures for soil erosion are effective to control of traffic or water pollution along river banks and canals implemented maintenance mitigation activities measures - Increased poaching from increased traffic through the area. - Mortality of individuals due to vehicle collision - Unforeseen human-animal conflicts III. Social environment 1. Noise - Unexpected - Constructing/instituting of additional noise 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 eliminate Contractor/PIU PIU - Road use by experienced by the discontinuities heavy trucks occupants of dwellings near the edge of the road 161

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component 3. Community - Risk of accidents - Monitoring of road accidents to determine PIU/EPC PIU Health and due to increased whether improvement of road safety features is Contractor Safety traffic 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 61: 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 163

Action Plan Responsible party Environmental in case Features / Parameters and Standards Location Frequency Duration criteria Stage exceeds the Implementation Supervision standards Standards)) compared with IFC EHS Water Quality Construction pH, Temperature, DO, Oil & At identified locations, Once in a - Check and Contractor CSC, PIU Stage Grease, Conductivity, TSS, periodic monitoring of quarter modify petrol Through TDS, Alkalinity, Total groundwater near any exluding interceptors, approved Hardness, Calcium, locations for fuelling. monsoon Silt fencing monitoring Magnesium Chloride, month for devices. agency Phosphate, Sulphate, Nitrate, 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, exluding 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 exluding 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, exluding 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 in Once in a - Check oil and Contractor CSC, PIU oil and grease and PAH 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 165

Action Plan Responsible party Environmental in case Features / Parameters and Standards Location Frequency Duration criteria Stage exceeds the Implementation Supervision standards Construction No. of accidents or near miss All along the road and Once in 3 - Corrective Contractor CSC, PIU involving workers. construction activities months measures areas Operation No. of accidents or near miss All along the road Once in 3 - Corrective 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 PIU through CSC/PIU, corridor (quadrants) for every year measures Contractor 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

405. 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.

406. 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.

407. 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; 167

• Preparing procedures for implementing EMP; • 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.

408. 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.

409. 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.

410. 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 (SH-191, SH-63, and SH-40-II).

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

412. 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.

413. 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):

• The PIU will 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. 169

• 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.

414. 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 are 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.

415. 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.

• 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 (weekly) and monthly reports submitted by the contractor prepare monthly environmental monitoring reports for the review and approval of PIU.

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• 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 through 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.

416. 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. • 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. 171

• 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.

417. ADB: ADB is responsible for the following:

• Review IEE report and disclose the 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.

418. 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.

419. 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 and 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 his 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 register for material sources, labour, pollution monitoring results, public complaint and as may be directed by the Engineer; • 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; and • Preparing and submitting monthly reports to CSC on status of implementation safeguard measures. • HSO will be responsible for H&S Plan preparation and implementation, with particular attention to COVID 19.

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420. 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

421. 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.

422. 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.

423. 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.

424. A summary of the key environment safeguards activities and reporting system to be followed under the project is provided in the Table 62 below.

Table 62: Environmental Reporting System Activity Responsibility Outputs Deliverable to Period ADB Appointment of Contractor Appointment letter Included in semi- At least 45 days Contractor submitted to PIU annual before start of Environmental Focal through CSC environmental construction Person (EFP) monitoring report 173

Activity Responsibility Outputs Deliverable to Period ADB Induction training of CSC Training materials Included in semi- At least 30 days contractors and training annual before start of proceedings environmental construction monitoring report On-site training and CSC Records of training Included in semi- Continuously as field level guidance and field level annual needed during guidance provided environmental construction monitoring report Monthly reporting Environmental self- Contractor Completed checklist Monthly after monitoring report submitted to CSC None commencement and PIU date Site inspection CSC, PIU, FIU Inspection report None Monthly after prepared for inclusion commencement in monthly monitoring date report Quarterly reporting Site inspection CSC Inspection report on CSC to submit to Quarterly after findings of PIU and ADB commencement biodiversity monitoring Site inspection External Inspection report None First inspection monitor (for submitted to PIU for within 3 months sensitive roads) review and of endorsement commencement Semi-annual Semi-Annual CSC Consolidated PIU to further No later than 3 Monitoring report monitoring reports submit to ADB for months after submitted to PIU for disclosure on ADB reporting period review and website endorsement Consolidated Semi- PMS Consolidated PIU to further No later than 3 annual monitoring monitoring reports submit to ADB for months after report submitted to PIU for disclosure on ADB reporting period. review and website endorsement CSC: Construction Supervision Consultant; PIU: Project Implementation Unit

G. Environmental Management Budget

425. An environmental management budget of INR 27.65 million (US$ 0.36 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 63.

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Table 63: 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 8770 trees Compensatory A.1.1 Afforestation/Plantation (Covered under PIU through EPC Contractor regulatory clearance, Engineering cost) 8770 No. 2,400 2,0880,000

B. Environmental Monitoring Ambient air quality monitoring during pre- B.1 construction, construction and operations 59 No. 8,000 472,000 phases Ambient noise level monitoring during pre- B.2 construction, construction and operations 52 No. 3,000 156,000 phases Water quality monitoring of surface water during B.3 49 No. 6,000 294,000 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 56 No. 6,000 336,000 operations phases B.6 Monitoring survival rate of plantation 8 No. 20,000 160,000 Sub-Total(B) 1,478,000 Enhancement of environmental improvement in the project alignment as directed by project authority C. Contractor through BOQ including the following items C.1 Oil Interception 2 No 50,000 100,000 Rainwater harvesting cum recharge pits @1 C.2 75 Rm. 50,000 3,750,000 structure per Km C.3 School (Noise Barrier Wall) 5 No 150,000 750,000 175

Enhancement Measures for Surface water C.4 1 No 200,000 200,000 Bodies (Ponds enhancements) Sub-Total(C) 4,800,000 D. Environmental Training D.1 Training at site as mentioned in IEE report. Lumpsum 500,000 500,000 PIU through CSC

Grand Total (A+B+C+D) 27,658,000 * Cost estimate is preliminary based on the current unit rates. Therefore, this estimate is tentative only.

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X. CONCLUSIONS AND RECOMMENDATIONS

426. 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.

427. Road widening will be confined within the available RoW with minimum additional land acquisition, absence of sensitive environmental issues like wildlife sanctuary, national park, bio reserve, along the project road alignment and most of waterbodies crossed by the road are non- perennial in nature.

428. The road section does not pass 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 land use pattern around the proposed alignment is predominantly agricultural except in patches of section where land use predominantly mixed of built-up and agriculture land.

429. The potential adverse impacts of the road sections upgrading are:

• Impacts on surrounding area due to tree cutting (877) for the proposed widening; • Impacts due to conversion of about 21.0113 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 of water waste 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 and air quality levels due to increase in traffic.

430. Measures such as use of EFRC i.e. slope protection measures are proposed to minimize the impacts of slope instability, compensatory afforestation at 1:10 ratio, engineering alternatives to limit impacts on forest areas etc. are proposed to minimize the potential impacts.

431. 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 land, provision of sign boards and noise barriers at sensitive receptor’s locations, identification of 177 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.

432. 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.

433. A systematic approach for surveillance and monitoring is provided by means of a management framework, and monitoring and reporting protocol. In general, the project 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.

434. Before the start of civil works for the any section of the project road, the project proponent (TNHD and CKICP-PIU-EPC Contractor) must obtain necessary clearances / permits from statutory authorities.

435. 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

(Provided in a Separate Volume)

List of Appendices: 1. ADB’s Rapid Environmental Assessment (REA) Checklist 2. Locations of Borrow and Quarries area for the project road 3. Baseline Environmental Parameter monitoring results 4. National Ambient Air Quality Standards (MoEFCC, 2009) and IFC EHS Guidelines 5. Tree inventory in the formation width of the project road 6. Details of Protected Areas in Tamil Nadu 7. Detailed Analysis of Air Modeling 8. Guidelines for Plant Management 9. Guidelines for Camp Site Management 10. Guidelines for Waste (Debris and Spoil) Disposal and Management 11. Guidelines for Borrow Area Management 12. Guidelines for Quarry Area Management 13. Noise Modeling Details 14. Details of Participants and Public Consultation attendance list 15. Indian Standard Water Specification: IS 10500:1991 and IS 2296:1992 16. National Ambient Noise Level Standards

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Appendix 1: ADB’s Rapid Environmental Assessment (REA) Checklist INDIA: TAMIL NADU INDUSTRIAL CONNECTIVITY PROJECT (TNICP) Upgrading Cuddalore - Madapattu road (SH-09) Country/Project Title:

Sector Division: SARD - SATC

Screening Questions Yes No Remarks A. PROJECT SITING Is the project area adjacent to or within any of the following environmentally sensitive areas? X

▪ Cultural heritage site X No cultural heritage site is located within the road RoW. The project road does not pass through any Archaeological sensitive area. ▪ Protected Area X There is no protected area (National Park, Wildlife Sanctuary, Reserved Forest, Biosphere Reserve, Wetland) within the RoW of project road. The project road is not located core/buffer zone of any protected area. ▪ Wetland X

▪ Mangrove X

▪ Estuarine X

X ▪ Buffer zone of protected area The project road is not located 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, 12 borrow area and gravel quarry area are 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 There are no perennial rivers that project road is waterways crossed by roads, resulting in crossing. increased sediment in streams affected by Water Bodies such as village ponds and lake are present increased soil erosion at construction site? along the project road. None of them are impacted due to the project road as every measure has been taken in design to avoid the impact on these water bodies. ▪ 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.

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Screening Questions Yes No Remarks ▪ 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 ▪ 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.

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Screening Questions Yes No Remarks ▪ 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: TAMIL NADU INDUSTRIAL CONNECTIVITY PROJECT (Upgrading Cuddalore - Madapattu road (SH-09)) Sector : Transport Subsector: Roads and Highways Division/Department: SATC Screening Questions Score Remarks1

Location and Is siting and/or routing of the project 0 There is no issue of landslide/ landslip in the Design of (or its components) likely to be project area as the project road fall in plain project affected by climate conditions terrain. The upgradation of road will not have including extreme weather related any impact on extreme 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 1 The project area has a hot tropical climate Maintenance future climate conditions (e.g. characterized by small daily range of prevailing humidity level, temperature temperature, humid weather and moderate contrast between hot summer days rainfall. There is no clear-cut demarcation of and cold winter days, exposure to seasons and the months from March to June is wind and humidity hydro- considered as summer and December to meteorological parameters likely February as cooler months. affect the selection of project inputs The temperature varies between 20°C to 26°C over the life of project outputs (e.g. in cooler months and 31°C to 42°C in the construction material)? summer months. The project area and surroundings receive on an average about 1400 mm rainfall. The minimum humidity recorded during the study period along the project road were 54%. The maximum humidity recorded was 93%. The overall average ambient humidity during the period was 73.17%. Would weather, current and likely 1 The warmest predicted average monthly future climate conditions, and related temperature of about 42°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. facilities) throughout their design life time? Options for answers and corresponding score are provided below: Response Score

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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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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Appendix 4: National Ambient Air Quality Standards (MOEFCC, 2009) and IFC EHS Guidelines

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 in Formation Width of the Project Road

List of Trees on Cuddalore- Madapattu Road (SH-9, km3+000 to km41+910)

Chainage S NO Tree Name LHS RHS Girth Size (km) 1 3+000 Puliya Maram 1 3.5 2 3+370 Alangara Konnai 1 1.5 3 3+440 Neem Tree 1 1 4 3+500 Pungan 1 0.5 5 3+560 Pungan 1 0.9 6 3+590 Pungan 1 0.89 7 3+750 Aththi 1 0.8 8 3+760 Alangara Konnai 1 1.5 9 3+860 Kattu Vaagai 1 4 10 3+890 Alangara Konnai 1 1.1 11 3+892 Alangara Konnai 1 1.6 12 3+910 Othiyam 1 0.9 13 3+950 Naaval 1 1.3 14 4+008 Palm Tree 1 0.95 15 4+050 Palm Tree 1 0.9 16 4+060 Othiyam 1 0.6 17 4+060 Palm Tree 1 0.8 18 4+070 Palm Tree 1 0.8 19 4+080 Pungan 1 0.65 20 4+090 Palm Tree 1 0.9 21 4+098 Palm Tree 1 1.05 22 4+099 Palm Tree 1 1 23 4+100 Palm Tree 1 0.8 24 4+104 Palm Tree 1 0.9 25 4+106 Palm Tree 1 0.94 26 4+110 Alangara Konnai 1 1.1 27 4+115 Palm Tree 1 1.1 28 4+118 Palm Tree 1 1.5 29 4+120 Palm Tree 1 0.8 30 4+121 Palm Tree 1 0.9 31 4+122 Palm Tree 1 0.85 32 4+123 Palm Tree 1 1 33 4+125 Naaval 1 1.1 34 4+126 Palm Tree 1 1 35 4+127 Palm Tree 1 0.8 36 4+128 Palm Tree 1 0.8 37 4+129 Palm Tree 1 1.1 38 4+130 Arasan 1 1.8 39 4+130 Palm Tree 1 1.4

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Chainage S NO Tree Name LHS RHS Girth Size (km) 40 4+130 Palm Tree 1 0.5 41 4+132 Palm Tree 1 2 42 4+133 Palm Tree 1 0.9 43 4+134 Palm Tree 1 0.95 44 4+135 Palm Tree 1 1.25 45 4+136 Palm Tree 1 1 46 4+137 Palm Tree 1 0.6 47 4+138 Palm Tree 1 0.4 48 4+140 Palm Tree 1 1.2 49 4+140 Palm Tree 1 1 50 4+141 Palm Tree 1 1.1 51 4+142 Palm Tree 1 0.95 52 4+143 Palm Tree 1 0.7 53 4+144 Palm Tree 1 1 54 4+145 Palm Tree 1 1.1 55 4+146 Palm Tree 1 0.8 56 4+147 Palm Tree 1 1.5 57 4+150 Palm Tree 1 1.1 58 4+152 Palm Tree 1 1.2 59 4+160 Palm Tree 1 0.9 60 4+162 Palm Tree 1 1.2 61 4+165 Palm Tree 1 0.8 62 4+165 Palm Tree 1 0.8 63 4+166 Palm Tree 1 0.9 64 4+167 Palm Tree 1 0.95 65 4+168 Palm Tree 1 1.1 66 4+176 Palm Tree 1 0.9 67 4+180 Palm Tree 1 1 68 4+182 Palm Tree 1 0.9 69 4+185 Palm Tree 1 1 70 4+191 Palm Tree 1 0.8 71 4+192 Palm Tree 1 0.9 72 4+193 Palm Tree 1 1.1 73 4+194 Palm Tree 1 1 74 4+195 Palm Tree 1 1.2 75 4+230 Palm Tree 1 0.8 76 4+234 Palm Tree 1 0.8 77 4+300 Alangara Konnai 1 0.6 78 4+300 Palm Tree 1 1 79 4+301 Palm Tree 1 1.1 80 4+301 Palm Tree 1 0.9 81 4+305 Alangara Konnai 1 1.3 82 4+305 Palm Tree 1 0.95

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Chainage S NO Tree Name LHS RHS Girth Size (km) 83 4+320 Kattu Vaagai 1 2.25 84 4+320 Palm Tree 1 0.9 85 4+321 Palm Tree 1 1.1 86 4+350 Kattu Vaagai 1 1.4 87 4+350 Kattu Vaagai 1 1.6 88 4+360 Palm Tree 1 1 89 4+420 Kattu Vaagai 1 1.2 90 4+420 Palm Tree 1 0.85 91 4+438 Palm Tree 1 1.2 92 4+440 Kattu Vaagai 1 1.15 93 4+440 Kattu Vaagai 1 0.6 94 4+440 Palm Tree 1 0.8 95 4+450 Kattu Vaagai 1 1.3 96 4+455 Palm Tree 1 0.74 97 4+480 Kattu Vaagai 1 2 98 4+490 Aala Maram 1 2.45 99 4+490 Palm Tree 1 1.3 100 4+495 Eluppai 1 1.5 101 4+530 Palm Tree 1 0.8 102 4+535 Palm Tree 1 1.2 103 4+550 Neem Tree 1 1 104 4+770 Kattu Vaagai 1 6.6 105 4+810 Kattu Vaagai 1 3.2 106 4+860 Kattu Vaagai 1 1.9 107 5+000 Neer Maththi 1 3.83 108 5+020 Palm Tree 1 0.95 109 5+220 Neem Tree 1 0.7 110 5+300 Palm Tree 1 0.8 111 5+305 Palm Tree 1 0.85 112 5+310 Palm Tree 1 0.8 113 5+312 Palm Tree 1 0.75 114 5+313 Palm Tree 1 0.8 115 5+315 Palm Tree 1 0.9 116 5+318 Palm Tree 1 1.1 117 5+320 Palm Tree 1 1 118 5+322 Palm Tree 1 6.5 119 5+325 Palm Tree 1 0.85 120 5+330 Pungan 1 0.6 121 5+330 Palm Tree 1 0.75 122 5+400 Pungan 1 0.58 123 5+415 Pungan 1 0.55 124 5+415 Pungan 1 0.54 125 5+450 Arasan 1 0.4

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Chainage S NO Tree Name LHS RHS Girth Size (km) 126 5+455 Kattu Vaagai 1 1.05 127 5+490 Palm Tree 1 1.1 128 5+500 Kattu Vaagai 1 2.4 129 5+579 Kattu Vaagai 1 2.8 130 5+580 Puliya Maram 1 3.4 131 5+590 Neem Tree 1 0.95 132 5+600 Puliya Maram 1 2.95 133 5+620 Neer Maththi 1 3.75 134 5+700 Neer Maththi 1 3.55 135 5+705 Neem Tree 1 0.6 136 5+750 Neem Tree 1 0.59 137 5+770 Neem Tree 1 0.58 138 5+779 Balaa 1 0.45 139 5+780 Mango 1 0.5 140 5+800 Pungan 1 0.75 141 5+805 Badham 1 0.65 142 5+810 Neem Tree 1 0.55 143 5+812 Neem Tree 1 0.32 144 5+812 Neem Tree 1 0.3 145 5+812 Neem Tree 1 0.3 146 5+815 Mango 1 0.67 147 5+817 Mango 1 1.17 148 5+820 Neem Tree 1 0.56 149 5+860 Neem Tree 1 0.4 150 5+880 Neer Maththi 1 3.35 151 5+900 Puliya Maram 1 3.56 152 5+950 Kattu Vaagai 1 4.1 153 5+960 Kattu Vaagai 1 3.5 154 6+000 Puliya Maram 1 2.6 155 6+050 Kattu Vaagai 1 1.8 156 6+100 Neer Maththi 1 3.9 157 6+195 Kattu Vaagai 1 3.35 158 6+200 Konnai 1 2.6 159 6+220 Pungan 1 0.4 160 6+220 Pungan 1 0.45 161 6+240 Eluppai 1 2.2 162 6+260 Kattu Vaagai 1 3.65 163 6+300 Kattu Vaagai 1 3.5 164 6+329 Neer Maththi 1 4.4 165 6+330 Othiyam 1 1.6 166 6+500 Neer Maththi 1 2.95 167 6+700 Puliya Maram 1 3.48 168 6+750 Puliya Maram 1 2.9

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Chainage S NO Tree Name LHS RHS Girth Size (km) 169 6+800 Puliya Maram 1 3.4 170 6+810 Puliya Maram 1 3.35 171 6+820 Neem Tree 1 0.55 172 6+850 Kattu Vaagai 1 4.65 173 6+980 Neem Tree 1 0.8 174 7+150 Kattu Vaagai 1 4.05 175 7+240 Kattu Vaagai 1 4.9 176 7+241 Puliya Maram 1 4.1 177 7+250 Puliya Maram 1 3.5 178 7+630 Palm Tree 1 1.3 179 7+750 Neem Tree 1 0.5 180 7+760 Othiyam 1 1.22 181 7+900 Puliya Maram 1 2.4 182 7+910 Puliya Maram 1 2.35 183 8+220 Pungan 1 0.55 184 8+240 Pungan 1 0.56 185 8+240 Pungan 1 0.35 186 8+300 Pungan 1 0.9 187 8+320 Neem Tree 1 0.35 188 8+340 Neem Tree 1 0.76 189 8+360 Neem Tree 1 0.9 190 8+380 Kattu Vaagai 1 3.4 191 8+920 Pungan 1 0.95 192 9+020 Kattu Vaagai 1 1.8 193 9+060 Kattu Vaagai 1 2.24 194 9+100 Neem Tree 1 1.4 195 9+200 Pungan 1 0.9 196 9+230 Pungan 1 0.78 197 9+230 Pungan 1 0.5 198 9+240 Neem Tree 1 0.57 199 9+780 Aayan 1 1.8 200 9+820 Pungan 1 0.72 201 9+860 Aayan 1 1.8 202 9+880 Neem Tree 1 0.95 203 9+881 Pungan 1 0.85 204 9+920 Pungan 1 1.15 205 9+930 Aayan 1 1.05 206 9+939 Pungan 1 0.85 207 9+940 Pungan 1 0.68 208 9+942 Neem Tree 1 0.6 209 9+980 Aayan 1 1.4 210 9+980 Aayan 1 0.45 211 10+000 Neem Tree 1 0.58

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Chainage S NO Tree Name LHS RHS Girth Size (km) 212 10+020 Pungan 1 1.2 213 10+060 Alangara Konnai 1 0.59 214 10+110 Neem Tree 1 1.1 215 11+160 Neem Tree 1 1.2 216 11+161 Alangara Konnai 1 1.4 217 11+170 Pungan 1 0.65 218 11+180 Pungan 1 0.8 219 11+181 Badham 1 0.75 220 11+182 Neem Tree 1 0.74 221 11+185 Neem Tree 1 0.45 222 11+188 Pungan 1 0.8 223 11+190 Neem 1 0.9 224 11+440 Alangara Konnai 1 0.7 225 11+445 Badham 1 0.5 226 11+450 Alangara Konnai 1 0.7 227 11+480 Pungan 1 0.77 228 11+480 Pungan 1 0.65 229 11+485 Neem Tree 1 1.5 230 11+600 Pungan 1 0.75 231 11+640 Neem Tree 1 0.95 232 11+700 Neem Tree 1 0.77 233 11+705 Neem Tree 1 0.59 234 11+710 Othiyam 1 1.55 235 11+930 Neem Tree 1 0.7 236 11+940 Alangara Konnai 1 0.95 237 11+942 Neem Tree 1 0.55 238 11+980 Arasan 1 2.45 239 12+020 Alangara Konnai 1 0.8 240 12+025 Neem Tree 1 0.47 241 12+030 Neem Tree 1 0.7 242 12+031 Alangara Konnai 1 0.83 243 12+040 Red Sendalwood 1 0.55 244 12+040 Red Sendalwood 1 0.58 245 12+041 Mango 1 0.4 246 12+041 Mango 1 0.32 247 12+045 Othiyam 1 0.42 248 12+080 Neem Tree 1 0.5 249 12+081 Neem Tree 1 0.63 250 12+120 Neem Tree 1 0.82 251 12+150 Poovarasu 1 0.65 252 12+750 Alangara Konnai 1 1.13 253 12+750 Alangara Konnai 1 0.65 254 12+760 Neem Tree 1 0.95

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Chainage S NO Tree Name LHS RHS Girth Size (km) 255 12+765 Neem Tree 1 1.72 256 12+840 Neem Tree 1 1.53 257 12+870 Neem Tree 1 0.75 258 12+880 Neem Tree 1 0.8 259 12+890 Neem Tree 1 0.8 260 12+900 Alangara Konnai 1 1.2 261 12+920 Kattu Vaagai 1 4.7 262 12+980 Naaval 1 4.2 263 12+985 Neem Tree 1 0.37 264 13+000 Kattu Vaagai 1 2.95 265 13+020 Kattu Vaagai 1 3.3 266 13+022 Kattu Vaagai 1 2.65 267 13+050 Neem Tree 1 0.5 268 13+080 Kattu Vaagai 1 1.65 269 13+160 Othiyam 1 1.4 270 13+161 Mara Malli 1 1.2 271 13+190 Kattu Vaagai 1 1.43 272 13+250 Kattu Vaagai 1 1.75 273 13+350 Kattu Vaagai 1 1.22 274 13+350 Kattu Vaagai 1 1.2 275 13+370 Pungan 1 0.83 276 13+520 Kattu Vaagai 1 1.55 277 13+700 Kattu Vaagai 1 3.23 278 13+740 Eluppai 1 0.55 279 13+740 Eluppai 1 0.5 280 13+740 Eluppai 1 0.35 281 13+740 Eluppai 1 0.4 282 13+760 Alangara Konnai 1 1 283 13+760 Alangara Konnai 1 1.05 284 13+780 Othiyam 1 1.4 285 13+838 Puliya Maram 1 0.85 286 13+838 Puliya Maram 1 0.5 287 13+870 Kattu Vaagai 1 1.32 288 13+940 Puliya Maram 1 6.95 289 13+960 Puliya Maram 1 4.1 290 14+190 Kattu Vaagai 1 3.4 291 14+270 Alangara Konnai 1 3.1 292 14+380 Puliya Maram 1 3.8 293 14+630 Puliya Maram 1 3.9 294 14+840 Othiyam 1 1.43 295 15+210 Neem Tree 1 1.4 296 15+360 Pungan 1 0.65 297 15+420 Kattu Vaagai 1 5.8

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Chainage S NO Tree Name LHS RHS Girth Size (km) 298 15+430 Kattu Vaagai 1 3.7 299 15+500 Naaval 1 0.8 300 15+510 Naaval 1 1.13 301 15+560 Naaval 1 1.35 302 15+570 Pungan 1 1 303 15+575 Badham 1 1.4 304 15+615 Pungan 1 1.1 305 15+765 Alangara Konnai 1 1.5 306 15+790 Neem Tree 1 0.65 307 15+800 Naaval 1 0.6 308 15+850 Arasan 1 4.9 309 15+870 Badham 1 0.65 310 15+880 Pungan 1 0.95 311 15+890 Pungan 1 0.7 312 15+905 Alangara Konnai 1 1.1 313 15+905 Alangara Konnai 1 1 314 15+930 Neem Tree 1 1.8 315 15+940 Pungan 1 0.6 316 15+990 Naaval 1 0.6 317 16+055 Neem Tree 1 0.4 318 16+065 Neem Tree 1 0.85 319 16+100 Kattu Vaagai 1 4.35 320 16+128 Kattu Vaagai 1 3.1 321 16+130 Kattu Vaagai 1 4.4 322 16+180 Vaththi Kuchi Maram 1 0.7 323 16+182 Pungan 1 1 324 16+200 Othiyam 1 1.85 325 16+380 Naaval 1 0.82 326 16+400 Kattu Vaagai & A 1 1.12 327 16+510 Pungan 1 0.9 328 16+600 Neem Tree 1 2.85 329 16+610 Neem Tree 1 1.9 330 16+620 Palm Tree 1 1.5 331 16+660 Puliya Maram 1 2.1 332 16+820 Pungan 1 0.8 333 16+820 Pungan 1 0.6 334 16+920 Pungan &A 1 0.5 335 16+920 Punga 1 0.4 336 16+930 Red Sendalwood 1 0.5 337 16+940 Naaval 1 0.88 338 16+950 Pungan &A 1 0.65 339 16+950 Pungan 1 0.32 340 16+955 Kodukapuli 1 0.95

224

Chainage S NO Tree Name LHS RHS Girth Size (km) 341 17+020 Aayan 1 1.63 342 17+020 Aayan 1 1.4 343 17+021 Malai Vembu 1 0.7 344 17+060 Malai Vembu 1 0.71 345 17+080 Malai Vembu 1 0.52 346 17+170 Malai Vembu 1 0.35 347 17+170 Malai Vembu 1 0.3 348 17+190 Malai Vembu 1 1 349 17+210 Malai Vembu 1 0.3 350 17+270 Kattu Vaagai 1 1.4 351 17+280 Malai Vembu 1 0.55 352 17+282 Pungan 1 0.6 353 17+282 Pungan 1 0.3 354 17+460 Malai Vembu 1 0.3 355 17+480 Aala Maram 1 2.3 356 17+500 Malai Vembu 1 0.6 357 17+880 Pungan 1 1.2 358 17+880 Pungan 1 0.85 359 17+920 Pungan 1 1.8 360 17+970 Pungan 1 0.63 361 17+970 Pungan 1 0.38 362 18+020 Malai Vembu 1 0.5 363 18+080 Mango 1 0.73 364 18+100 Naaval 1 0.53 365 18+340 Pungan 1 1.35 366 18+500 Puliya Maram 1 3.9 367 18+520 Othiyam 1 1.62 368 18+540 Dhantri 1 0.79 369 18+560 Puliya Maram 1 4.1 370 18+580 Puliya Maram 1 5.5 371 18+660 Puliya Maram 1 4.8 372 18+680 Neem Tree 1 0.59 373 18+700 Neem Tree 1 0.92 374 18+701 Savundal 1 1.28 375 18+702 Neem Tree 1 0.45 376 18+780 Pungan 1 0.92 377 18+780 Pungan 1 0.58 378 18+800 Red Sendalwood 1 0.81 379 18+820 Neem Tree 1 0.54 380 18+821 Poovarasu 1 0.82 381 18+821 Poovarasu 1 0.52 382 18+821 Poovarasu 1 0.62 383 19+160 Palm Tree 1 1.2

225

Chainage S NO Tree Name LHS RHS Girth Size (km) 384 19+340 Maha K Ani 1 0.58 385 19+341 Maha K Ani 1 0.52 386 19+342 Maha K Ani 1 0.5 387 19+342 Maha K Ani 1 0.51 388 19+540 Palm Tree 1 0.9 389 19+610 Palm Tree 1 1.1 390 19+740 Eluppai 1 2.85 391 19+745 Malai Vembu 1 0.62 392 19+748 Malai Vembu 1 0.53 393 19+748 Malai Vembu 1 0.47 394 19+820 Kattu Vaagai 1 0.95 395 19+820 Kattu Vaagai 1 0.85 396 19+880 Kattu Vaagi 1 1.4 397 20+200 Kattu Vaagai 1 1.95 398 20+270 Pungan 1 0.75 399 20+275 Pungan 1 1.35 400 20+300 Neem Tree 1 0.95 401 20+305 Neem Tree 1 0.7 402 20+320 Neem Tree 1 1.3 403 20+440 Kattu Vaagai 1 1.6 404 20+441 Kattu Vaagai 1 1.75 405 20+460 Kattu Vaagai 1 1.35 406 20+570 Kattu Vaagai 1 0.65 407 20+610 Aala Maram 1 4 408 20+700 Kattu Vaagai 1 0.95 409 20+700 Kattu Vaagai 1 0.8 410 20+730 Palm Tree 1 1.1 411 20+730 Palm Tree 1 1.1 412 20+735 Palm Tree 1 0.9 413 20+740 Palm Tree 1 1.3 414 20+743 Palm Tree 1 0.9 415 20+746 Palm Tree 1 1 416 20+750 Palm Tree 1 1.5 417 20+760 Palm Tree 1 1.2 418 20+860 Palm Tree 1 1.1 419 20+870 Palm Tree 1 1.6 420 20+870 Palm Tree 1 0.67 421 20+920 Pungan 1 1.55 422 20+960 Palm Tree 1 1.4 423 20+980 Pungan 1 0.5 424 20+980 Pungan 1 0.48 425 20+990 Kattu Vaagai 1 1.58 426 28+480 Puliya Maram 1 4

226

Chainage S NO Tree Name LHS RHS Girth Size (km) 427 28+490 Puliya Maram 1 4.1 428 28+540 Neem Tree 1 0.64 429 28+541 Neem Tree 1 0.6 430 28+590 Puliya Maram 1 4.5 431 28+680 Puliya Maram 1 4.65 432 28+710 Puliya Maram 1 3.8 433 28+750 Kattu Vaagai 1 0.7 434 28+750 Kattu Vaagai 1 0.4 435 28+750 Kattu Vaagai 1 0.45 436 28+880 Puliya Maram 1 4.05 437 28+910 Puliya Maram 1 3.45 438 28+940 Puliya Maram 1 3.5 439 28+950 Puliya Maram 1 5.6 440 28+960 Puliya Maram 1 2.4 441 28+962 Puliya Maram 1 2.35 442 28+980 Puliya Maram 1 4.6 443 29+100 Puliya Maram 1 5.1 444 29+110 Kaattu Thekku 1 0.83 445 29+380 Puliya Maram 1 4.1 446 29+650 Puliya Maram 1 4.15 447 29+660 Puliya Maram 1 3.8 448 29+700 Puliya Maram 1 5.35 449 29+750 Puliya Maram 1 5.05 450 29+820 Puliya Maram 1 3.8 451 29+830 Puliya Maram 1 3.6 452 29+830 Puliya Maram 1 2.4 453 29+830 Puliya Maram 1 1.8 454 29+860 Neem Tree 1 1.6 455 29+862 Neem Tree 1 1.8 456 29+870 Neem Tree 1 1.55 457 29+900 Puliya Maram 1 4.6 458 29+901 Neem Tree 1 1.65 459 29+910 Puliya Maram 1 3.9 460 29+930 Neem Tree 1 2.35 461 30+020 Puliya Maram 1 4.6 462 30+080 Neem Tree 1 1.9 463 30+100 Neem Tree 1 2.3 464 30+220 Puliya Maram 1 5.2 465 30+260 Puliya Maram 1 4.8 466 30+270 Puliya Maram 1 2.3 467 30+270 Puliya Maram 1 2.8 468 30+272 Puliya Maram 1 4.2 469 30+280 Puliya Maram 1 3.3

227

Chainage S NO Tree Name LHS RHS Girth Size (km) 470 30+290 Puliya Maram 1 3.1 471 30+320 Puliya Maram 1 2.75 472 30+330 Puliya Maram 1 3.1 473 30+340 Puliya Maram 1 2.9 474 30+390 Puliya Maram 1 2.7 475 30+400 Puliya Maram 1 2.8 476 30+470 Puliya Maram 1 2.6 477 30+500 Puliya Maram 1 2.1 478 30+520 Puliya Maram 1 1.82 479 30+520 Puliya Maram 1 2.1 480 30+540 Puliya Maram 1 4.1 481 30+550 Puliya Maram 1 4 482 30+560 Puliya Maram 1 2.6 483 30+570 Puliya Maram 1 2.2 484 30+575 Kattu Vaagai 1 2 485 30+590 Puliya Maram 1 3.75 486 30+600 Puliya Maram 1 4.2 487 30+630 Puliya Maram 1 3.9 488 30+640 Puliya Maram 1 4.02 489 30+780 Puliya Maram 1 4.25 490 30+900 Puliya Maram 1 4.2 491 30+980 Arasan 1 4.22 492 31+040 Neem Tree 1 1.2 493 31+100 Puliya Maram 1 3.5 494 31+120 Puliya Maram 1 2.25 495 31+120 Puliya Maram 1 3.1 496 31+121 Neem Tree 1 2.51 497 31+140 Puliya Maram 1 2.71 498 31+200 Puliya Maram 1 4.05 499 31+210 Puliya Maram 1 4.2 500 31+220 Puliya Maram 1 6.8 501 31+225 Neem Tree 1 1.3 502 31+260 Puliya Maram 1 3.7 503 31+284 Kattu Vaagai 1 4 504 31+285 Neem Tree 1 1.9 505 31+310 Neem Tree 1 0.9 506 31+320 Neem Tree 1 0.92 507 31+321 Puliya Mara 1 2.2 508 31+440 Neem Tree 1 0.7 509 31+440 Neem Tree 1 0.5 510 31+459 Pungan 1 0.85 511 31+460 Pungan 1 0.86 512 31+520 Neem Tree 1 2.25

228

Chainage S NO Tree Name LHS RHS Girth Size (km) 513 31+550 Neem Tree 1 2.01 514 31+585 Puliya Maram 1 5.4 515 31+600 Puliya Maram 1 3.5 516 31+620 Puliya Maram 1 2.8 517 31+625 Puliya Maram 1 3.2 518 31+650 Neem Tree 1 0.7 519 31+720 Puliya Maram 1 3 520 31+730 Puliya Maram 1 5.3 521 31+795 Puliya Maram 1 3 522 31+800 Puliya Maram 1 4.5 523 31+810 Puliya Maram 1 2.8 524 31+930 Puliya Maram 1 3.1 525 31+940 Puliya Maram 1 5 526 31+980 Puliya Maram 1 4.8 527 32+090 Neem Tree 1 1 528 32+120 Neem Tree 1 1.5 529 32+150 Aayan 1 1.3 530 32+150 Aayan 1 0.8 531 32+160 Aala Maram 1 5.3 532 32+190 Aala Maram 1 3.6 533 32+210 Puliya Maram 1 1.5 534 32+220 Puliya Maram 1 2.3 535 32+220 Puliya Maram 1 1.2 536 32+260 Neem Tree 1 2.1 537 32+440 Kattu Vaagai 1 2.15 538 32+500 Palm Tree 1 1 539 32+502 Palm Tree 1 0.85 540 32+504 Palm Tree 1 0.9 541 32+506 Palm Tree 1 0.8 542 32+660 Kattu Vaagai 1 2.8 543 32+700 Kattu Vaagai 1 3.2 544 32+720 Puliya Maram 1 1.8 545 32+730 Kattu Vaagai 1 2.8 546 32+740 Neem Tree 1 0.83 547 32+742 Neem Tree 1 1 548 32+750 Alangara Konnai 1 1.2 549 32+770 Puliya Maram 1 2.4 550 32+790 Alangara Konnai 1 0.7 551 32+790 Alangara Konnai 1 0.4 552 32+791 Neem Tree 1 2.6 553 32+810 Othiyam 1 2.8 554 32+820 Aala Maram 1 3.8 555 32+821 Kattu Vaagai 1 3

229

Chainage S NO Tree Name LHS RHS Girth Size (km) 556 32+860 Arasan 1 2.5 557 32+980 Kattu Vaagai 1 3.65 558 32+990 Kattu Vaagai 1 1.3 559 32+990 Kattu Vaagai 1 0.65 560 33+050 Neem Tree 1 1.8 561 33+070 Neem Tree 1 1.9 562 33+080 Naaval 1 2.1 563 33+140 Neem Tree 1 1.6 564 33+150 Neem Tree 1 2.5 565 33+170 Kattu Vaagai 1 2.8 566 33+190 Neem Tree 1 2.6 567 33+200 Neem Tree 1 2.1 568 33+240 Neem Tree 1 1.6 569 33+243 Neem Tree 1 1.8 570 33+455 Aala Maram 1 6 571 33+460 Aala Maram 1 4.6 572 33+590 Kattu Vaagai 1 3.1 573 33+680 Pungan 1 0.5 574 33+680 Pungan 1 0.47 575 33+680 Pungan 1 0.45 576 33+690 Badham 1 0.45 577 33+700 Kattu Vaagai 1 0.9 578 33+740 Kaattu Thekku 1 0.65 579 33+790 Neem Tree 1 2.2 580 33+800 Kattu Vaagai 1 1.25 581 33+800 Kattu Vaagai 1 0.9 582 33+810 Naaval 1 2.1 583 33+825 Alangara Konnai 1 1 584 34+500 Puliya Maram 1 2.6 585 34+510 Puliya Maram 1 2.93 586 34+530 Puliya Maram 1 3.5 587 34+560 Puliya Maram 1 2.1 588 34+560 Puliya Maram 1 1.1 589 34+625 Puliya Maram 1 3.1 590 34+660 Koduka Puli 1 0.7 591 34+661 Neem Tree 1 0.55 592 34+680 Pungan 1 0.75 593 34+700 Pungan 1 0.65 594 34+740 Pungan 1 0.5 595 34+750 Badham 1 0.45 596 34+770 Maha Kani &A 1 0.5 597 34+780 Maha Kani 1 0.4 598 34+800 Puliya Maram 1 3.8

230

Chainage S NO Tree Name LHS RHS Girth Size (km) 599 34+810 Aala Maram 1 3.6 600 34+930 Puliya Maram 1 1.1 601 34+960 Pungan 1 0.4 602 34+970 Badham 1 0.5 603 35+030 Alangara Konnai 1 1.1 604 35+060 Neem Tree 1 0.4 605 35+145 Puliya Maram 1 4.2 606 35+240 Neem Tree 1 3.3 607 35+250 Puliya Maram 1 4.6 608 35+260 Aala Maram 1 5.1 609 35+300 Puliya Maram 1 5.8 610 35+335 Puliya Maram 1 3.5 611 35+340 Puliya Maram 1 3.4 612 35+345 Puliya Maram 1 1.8 613 35+350 Puliya Maram 1 3.1 614 35+351 Puliya Maram 1 3.8 615 35+370 Puliya Maram 1 4 616 35+390 Puliya Maram 1 4 617 35+410 Puliya Maram 1 4.1 618 35+411 Maha Kani 1 0.65 619 35+420 Pungan 1 0.8 620 35+431 Puliya Maram 1 3.7 621 35+432 Puliya Maram 1 3.7 622 35+520 Aala Maram 1 6 623 35+660 Puliya Maram 1 4.2 624 35+680 Kattu Vaagai 1 2.5 625 35+720 Puliya Maram 1 2.8 626 35+730 Puliya Maram 1 3.2 627 35+730 Puliya Maram 1 3.3 628 35+740 Puliya Maram 1 2.6 629 35+760 Puliya Maram 1 2.7 630 35+790 Puliya Maram 1 2.5 631 35+850 Puliya Maram 1 4.3 632 35+880 Puliya Maram 1 4.2 633 36+010 Puliya Maram 1 3.2 634 36+020 Puliya Maram 1 3.3 635 36+030 Puliya Maram 1 2.4 636 36+060 Aala Maram 1 4.5 637 36+120 Puliya Maram 1 3.2 638 36+140 Puliya Maram 1 5 639 36+180 Puliya Maram 1 3.65 640 36+400 Puliya Maram 1 4.7 641 36+410 Neem Tree 1 0.8

231

Chainage S NO Tree Name LHS RHS Girth Size (km) 642 36+430 Puliya Maram 1 2.6 643 36+440 Puliya Maram 1 3.3 644 36+450 Neem Tree 1 0.55 645 36+560 Neem Tree 1 2.8 646 36+590 Neem Tree 1 3.1 647 36+645 Puliya Maram 1 5 648 36+740 Naaval 1 0.5 649 36+770 Puliya Maram 1 3.3 650 36+790 Puliya Maram 1 3.1 651 36+810 Puliya Maram 1 2.2 652 36+830 Puliya Maram 1 2.9 653 36+845 Neem Tree 1 1.17 654 36+860 Puliya Maram 1 3.5 655 36+900 Neem Tree 1 0.8 656 36+940 Puliya Maram 1 2.1 657 36+950 Pungan 1 0.65 658 37+180 Puliya Maram 1 5.2 659 37+210 Puliya Maram 1 3.8 660 37+220 Puliya Maram 1 4.1 661 37+240 Puliya Maram 1 3.9 662 37+290 Puliya Maram 1 2.8 663 37+290 Puliya Maram 1 2.1 664 37+315 Puliya Maram 1 3.6 665 37+350 Puliya Maram 1 4 666 37+355 Puliya Maram 1 2.4 667 37+355 Puliya Maram 1 2.3 668 37+430 Puliya Maram 1 4 669 37+550 Puliya Maram 1 4.1 670 37+565 Puliya Maram 1 3.55 671 37+580 Puliya Maram 1 3.9 672 37+590 Puliya Maram 1 5.2 673 37+591 Puliya Maram 1 4 674 37+600 Puliya Maram 1 4.6 675 37+601 Puliya Maram 1 2 676 37+601 Puliya Maram 1 1.9 677 37+601 Puliya Maram 1 2.2 678 37+610 Puliya Maram 1 4.8 679 37+611 Puliya Maram 1 2.4 680 37+611 Puliya Maram 1 2.2 681 37+611 Puliya Maram 1 1.8 682 37+620 Puliya Maram 1 2.8 683 37+620 Puliya Maram 1 2.4 684 37+630 Puliya Maram 1 2.8

232

Chainage S NO Tree Name LHS RHS Girth Size (km) 685 37+640 Puliya Maram 1 4.5 686 37+641 Puliya Maram 1 3.1 687 37+660 Puliya Maram 1 3.4 688 37+670 Puliya Maram 1 4 689 37+680 Puliya Maram 1 4.1 690 37+690 Puliya Maram 1 3.5 691 37+720 Puliya Maram 1 5.4 692 37+730 Puliya Maram 1 3.1 693 37+730 Puliya Maram 1 2 694 37+735 Puliya Maram 1 6.1 695 37+745 Puliya Maram 1 3.9 696 37+750 Puliya Maram 1 3.7 697 37+770 Puliya Maram 1 5.9 698 37+771 Puliya Maram 1 4.4 699 37+780 Puliya Maram 1 5.6 700 37+790 Puliya Maram 1 3.2 701 37+800 Puliya Maram 1 3.1 702 37+800 Puliya Maram 1 1 703 37+810 Puliya Maram 1 2.6 704 37+811 Puliya Maram 1 2.6 705 37+860 Puliya Maram 1 4.1 706 37+861 Puliya Maram 1 3.8 707 37+870 Puliya Maram 1 3.9 708 37+910 Puliya Maram 1 3.8 709 37+940 Puliya Maram 1 4.5 710 37+945 Puliya Maram 1 1.2 711 37+950 Puliya Maram 1 2.6 712 37+960 Puliya Maram 1 3.1 713 38+120 Puliya Maram 1 6.5 714 38+155 Puliya Maram 1 4.9 715 38+280 Puliya Maram 1 4.95 716 38+320 Puliya Maram 1 4.6 717 38+320 Puliya Maram 1 3.6 718 38+360 Puliya Maram 1 3.3 719 38+361 Puliya Maram 1 3.1 720 38+370 Puliya Maram 1 2.5 721 38+380 Puliya Maram 1 4 722 38+390 Puliya Maram 1 3.9 723 38+405 Puliya Maram 1 1.6 724 38+410 Puliya Maram 1 3.9 725 38+430 Puliya Maram 1 3.22 726 38+450 Puliya Maram 1 2.97 727 38+450 Puliya Maram 1 2.97

233

Chainage S NO Tree Name LHS RHS Girth Size (km) 728 38+451 Puliya Maram 1 5.32 729 38+455 Puliya Maram 1 1.72 730 38+460 Puliya Maram 1 3.04 731 38+470 Puliya Maram 1 3.3 732 38+530 Puliya Maram 1 2.93 733 38+531 Puliya Maram 1 3.43 734 38+540 Puliya Maram 1 3.73 735 38+541 Puliya Maram 1 3.1 736 38+541 Puliya Maram 1 2.2 737 38+550 Puliya Maram 1 2.35 738 38+551 Puliya Maram 1 3.44 739 38+560 Puliya Maram 1 2.61 740 38+570 Puliya Maram 1 2.67 741 38+571 Puliya Maram 1 3.67 742 38+610 Puliya Maram 1 2.59 743 38+620 Puliya Maram 1 2.09 744 38+630 Puliya Maram 1 2.53 745 38+638 Puliya Maram 1 2.48 746 38+640 Konnai Maram 1 0.96 747 38+642 Puliya Maram 1 3.41 748 38+652 Puliya Maram 1 3.42 749 38+720 Puliya Maram 1 1.72 750 38+730 Puliya Maram 1 2.16 751 38+740 Puliya Maram 1 2.67 752 38+790 Puliya Maram 1 3.39 753 38+800 Puliya Maram 1 2.67 754 38+810 Puliya Maram 1 2.34 755 38+820 Puliya Maram 1 1.99 756 38+820 Puliya Maram 1 1.05 757 38+830 Puliya Maram 1 3.07 758 38+842 Puliya Maram 1 1.75 759 38+842 Puliya Maram 1 1.52 760 38+850 Puliya Maram 1 2.8 761 38+860 Puliya Maram 1 2.65 762 38+890 Puliya Maram 1 3.15 763 38+895 Pungan 1 0.52 764 38+900 Puliya Maram 1 3.6 765 38+930 Puliya Maram 1 3.96 766 38+940 Puliya Maram 1 2.37 767 38+950 Puliya Maram 1 1.97 768 38+970 Puliya Maram 1 2.04 769 38+990 Puliya Maram 1 2.05 770 39+000 Puliya Maram 1 2.96

234

Chainage S NO Tree Name LHS RHS Girth Size (km) 771 39+020 Puliya Maram 1 2.57 772 39+025 Puliya Maram 1 4 773 39+040 Puliya Maram 1 2.92 774 39+070 Puliya Maram 1 4.18 775 39+110 Puliya Maram 1 2.56 776 39+130 Puliya Maram 1 3.82 777 39+145 Puliya Maram 1 3.39 778 39+240 Puliya Maram 1 3.62 779 39+245 Thoongu Vaagai 1 1.98 780 39+290 Palm Tree 1 1 781 39+340 Puliya Maram 1 2.29 782 39+350 Puliya Maram 1 3.76 783 39+380 Puliya Maram 1 2.83 784 39+410 Puliya Maram 1 4.42 785 39+460 Puliya Maram 1 3.36 786 39+530 Puliya Maram 1 3.82 787 39+540 Puliya Maram 1 3.58 788 39+570 Puliya Maram 1 2.81 789 39+630 Puliya Maram 1 3.15 790 39+690 Thoongu Vaagai 1 1.73 791 39+710 Puliya Maram 1 4.56 792 39+740 Thoongu Vaagai 1 1.44 793 39+770 Puliya Maram 1 2.21 794 39+778 Puliya Maram 1 2.72 795 39+780 Puliya Maram 1 4.32 796 39+810 Puliya Maram 1 3.35 797 39+820 Puliya Maram 1 3.84 798 39+821 Puliya Maram 1 3.29 799 39+845 Puliya Maram 1 4.21 800 39+860 Puliya Maram 1 2.45 801 39+870 Puliya Maram 1 3.32 802 39+880 Puliya Maram 1 3.55 803 39+890 Puliya Maram 1 2.09 804 39+895 Puliya Maram 1 3.41 805 39+900 Puliya Maram 1 2.38 806 39+910 Puliya Maram 1 4.17 807 39+950 Puliya Maram 1 2.84 808 39+960 Puliya Maram 1 4.37 809 39+970 Puliya Maram 1 2.48 810 39+975 Puliya Maram 1 1.97 811 39+976 Puliya Maram 1 2.42 812 40+020 Puliya Maram 1 4.42 813 40+055 Puliya Maram 1 0.94

235

Chainage S NO Tree Name LHS RHS Girth Size (km) 814 40+080 Neem Tree 1 1.26 815 40+110 Puliya Maram 1 3.04 816 40+120 Puliya Maram 1 6.09 817 40+130 Puliya Maram 1 3.05 818 40+160 Thoongu Vaagai 1 1.48 819 40+190 Thoongu Vaagai 1 2.35 820 40+210 Neem Tree 1 0.81 821 40+225 Neem Tree 1 1.42 822 40+280 Neem Tree 1 1.35 823 40+280 Neem Tree 1 1.35 824 40+290 Neem Tree 1 2.15 825 40+290 Neem Tree 1 2.15 826 40+330 Poovarasu 1 1.31 827 40+360 Neem Tree 1 1.92 828 40+370 Neem Tree 1 0.81 829 40+450 Arasan 1 4.12 830 40+460 Arasan 1 4.29 831 40+480 Aala Maram 1 3.93 832 40+540 Neem Tree 1 0.26 833 40+550 Thoongu Vaagai 1 1.38 834 40+550 Thoongu Vaagai 1 1.38 835 40+610 Neem Tree 1 1.42 836 40+630 Thoongu Vaagai 1 1.16 837 40+632 Thoongu Vaagai 1 4 838 40+640 Aala Maram 1 2.55 839 40+670 Neem Tree 1 2 840 40+690 Neem Tree 1 1.55 841 40+700 Thoongu Vaagai 1 1.86 842 40+750 Aala Maram 1 3.7 843 40+751 Neem Tree 1 2.4 844 40+800 Thoongu Vaagai 1 2.15 845 40+810 Thoongu Vaagai 1 2.6 846 40+860 Thoongu Vaagai 1 2.62 847 40+890 Neem Tree 1 2.37 848 40+920 Neem Tree 1 1.8 849 40+930 Kattu Vaagai 1 2.5 850 40+950 Thoongu Vaagai 1 2.36 851 40+980 Thoongu Vaagai 1 2.04 852 41+000 Thoongu Vaagai 1 2.31 853 41+020 Neem Tree 1 1.76 854 41+080 Thoongu Vaagai 1 2 855 41+100 Puliya Maram 1 4.58 856 41+240 Neem Tree 1 1.43

236

Chainage S NO Tree Name LHS RHS Girth Size (km) 857 41+241 Puliya Maram 1 2.5 858 41+320 Arasan 1 7 859 41+330 Nuna Maram 1 0.55 860 41+380 Neem Tree 1 0.49 861 41+440 Puliya Maram 1 2.67 862 41+490 Puliya Maram 1 3.2 863 41+640 Puliya Maram 1 4 864 41+680 Puliya Maram 1 2.73 865 41+680 Puliya Maram 1 3.25 866 41+700 Eluppai 1 2.6 867 41+760 Neem Tree 1 1.6 868 41+810 Puliya Maram 1 2.42 869 41+820 Puliya Maram 1 4 870 41+825 Puliya Maram 1 2.1 871 41+830 Puliya Maram 1 2.9 872 41+835 Puliya Maram 1 2.6 873 41+840 Puliya Maram 1 3.35 874 41+850 Puliya Maram 1 3.3 875 41+860 Puliya Maram 1 2.6 876 41+862 Puliya Maram 1 3.28 877 41+870 Puliya Maram 1 3.4

Note: The above tree list is for the facilitation of transplantation. Out of these the contractor in consultation with environmental expert of CSC and Environmental Specialist of CKICP may decide which species are feasible for transplant. The productive species may be selected depending upon site suitability.

237

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 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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Two Wheeler 20% LCV 40%

Three Wheeler/ Auto 19%

Car/Jeep/Van/ Bus Taxi Truck 7% 13% 1%

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 2723 1222 1047 956 339 9952 2025 4166 1869 1602 1463 518 15224 2030 5731 2571 2203 2012 713 20943 2035 7236 3246 2782 2541 900 26441

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

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SO2 0.01 0.01 0.03 0.06 0.13 0.13

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 29.8 79 315 2 29.83 0 0 2:00 29.4 85 315 4 29.83 0 0 3:00 25.6 88 315 6 29.91 0 0 4:00 26.1 84 270 8 29.91 0 0 5:00 24.3 92 270 2 29.91 0 0 6:00 22.2 93 45 5 29.87 0 0 7:00 29.7 87 270 6 29.87 0 0 8:00 32.2 83 270 4 29.87 0 0 9:00 34.5 71 45 2 29.78 0 0 10:00 35.6 65 45 5 29.78 0 0 11:00 36.7 64 0 4 29.78 0 0 12:00 35.4 61 45 6 29.77 0 0 13:00 36.9 60 45 4 29.77 0 0 14:00 35.8 67 45 2 29.77 0 0 15:00 37.5 66 0 3 29.85 0 0 16:00 35.2 62 45 3 29.85 0 0 17:00 35.4 58 45 3 29.85 0 0 18:00 33.2 54 45 4 29.85 0 0 19:00 34.7 68 45 5 29.85 0 0 20:00 32.2 71 45 7 29.85 0 0 21:00 31.5 79 45 5 29.82 0 0 22:00 31.9 75 315 4 29.82 0 0 23:00 30.2 74 315 8 29.82 0 0 24:00 31.7 70 315 7 29.83 0 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 month of Nov-Dec 2019 at three locations throughout the alignment on two alternate days in a week. The following background pollutant concentrations were taken for model predictions:

Table 4: Average Background Concentration of Pollutants along the Alignment Average Background Concentration CO 1 mg/m3 PM2.5 30.1 µg/m3 PM10 71.4 µg/m3 Nox 33.4 µg/m3 SO2 15.1 µg/m3

D. Results

11. The model has been setup and run to predict 1 hourly average CO conc., 24 hourly average 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, 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.

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Table 5: CO predicted concentrations (ppm) along the proposed road CO Concentration (mg/m3) Distance from the centre line of the road, m. Distance from the centre line of the Year (Left side) road, m. (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 0.99 1.03 1.09 1.25 1.47 1.82 1.21 1.08 1.00 0.98 0.98 0.97 2025 1.21 1.45 1.82 2.73 4.05 6.10 2.54 1.75 1.29 1.18 1.17 1.08 2030 1.29 1.60 2.07 3.24 4.95 7.60 3.00 1.99 1.38 1.25 1.24 1.12 2035 1.37 1.76 2.34 3.80 5.92 9.22 3.51 2.25 1.49 1.33 1.31 1.16

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 28.43 28.44 28.45 28.47 28.49 28.54 28.46 28.44 28.43 28.43 28.43 28.43 2025 28.46 28.49 28.53 28.64 28.80 29.05 28.62 28.53 28.47 28.46 28.46 28.44 2030 28.47 28.51 28.56 28.70 28.90 29.22 28.68 28.56 28.48 28.47 28.46 28.45 2035 28.48 28.53 28.59 28.77 29.02 29.41 28.74 28.59 28.49 28.47 28.47 28.45

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 67.41 67.42 67.42 67.44 67.47 67.52 67.44 67.42 67.41 67.41 67.41 67.41 2025 67.44 67.47 67.51 67.62 67.78 68.03 67.58 67.50 67.45 67.43 67.43 67.42 2030 67.45 67.48 67.54 67.68 67.88 68.20 67.66 67.53 67.46 67.44 67.44 67.43 2035 67.46 67.50 67.57 67.74 68.00 68.39 67.72 67.56 67.47 67.45 67.45 67.43

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, Year (Left side) m. (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 31.59 31.63 31.69 31.85 32.08 32.43 31.82 31.69 31.60 31.59 31.58 31.57 2025 31.81 32.06 32.42 33.34 34.67 36.75 33.16 32.37 31.89 31.79 31.78 31.68 2030 31.89 32.21 32.68 33.86 35.58 38.25 33.63 32.60 31.99 31.86 31.84 31.72

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2035 31.98 32.37 32.96 34.44 36.58 39.91 34.14 32.86 32.10 31.93 31.92 31.77

Table 9: SOx 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 14.29 14.29 14.29 14.30 14.30 14.31 14.29 14.29 14.29 14.29 14.29 14.29 2035 14.30 14.31 14.32 14.36 14.41 14.49 14.35 14.32 14.30 14.30 14.30 14.29 *There is very minor change in SO2 concentration from year 2020 to 2035

CO Concentration (mg/m3) 11.00

9.00

7.00

2020 5.00 2025 2030 2035

3.00

1.00

-500 -400 -300 -200 -100 0 100 200 300 400 500 -1.00

Figure 2: CO distribution from Centre line of the road

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NOx Concentration (µg/m3)

41.00

39.00

2020 37.00 2025 2030 2035 35.00

33.00

31.00 -500 -400 -300 -200 -100 0 100 200 300 400 500

Figure 3: NOx distribution from Centre line of the road

PM2.5 Concentration (µg/m3) 29.60

29.40

29.20

29.00 2020 2025

28.80 2030 2035

28.60

28.40

28.20 -500 -400 -300 -200 -100 0 100 200 300 400 500

Figure 4: PM2.5 distribution from Centre line of the road

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PM10 Concentration (µg/m3) 68.60

68.40

68.20

68.00 2020 2025

67.80 2030 2035

67.60

67.40

67.20 -600 -400 -200 0 200 400 600

Figure 5: PM10 distribution from Centre line of the road

SO2 Concentration (µg/m3) 14.55

14.50

14.45

14.40 2020 2035

14.35

14.30

14.25 -500 -400 -300 -200 -100 0 100 200 300 400 500

Figure 6: SOx distribution from Centre line of the road

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12. In addition, the spatial distribution of 24 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)

Spatial Distribution of PM2.5 for year 2020

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Spatial Distribution of PM2.5 for year 2025

Spatial Distribution of PM2.5 for year 2030

Spatial Distribution of PM2.5 for year 2035

Figure 9: Spatial Distribution of PM10 (2020-2035)

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Spatial Distribution of PM10 for year 2020

Spatial Distribution of PM10 for year 2025

Spatial Distribution of PM10 for year 2030

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Spatial Distribution of PM10 for year 2035

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)

Spatial Distribution of SO2 for year 2020

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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

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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 Spoils) 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 (CSC) 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); • Should be at least 1.5 km away from inhabited areas;

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• 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 easily understood by any person, whoever in-charge of identifying borrow areas;

2 Plant having girth size more than 30cm is considered as tree.

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• 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 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:

1) Site plan and layout plan of borrow area;

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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

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admitted into the magazine which when not in use shall be kept securely locked. No 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.

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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 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.

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• 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 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 connected to the natural surrounding drainage. 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 2723 1222 1047 956 339 9952 2025 4166 1869 1602 1463 518 15224 2030 5731 2571 2203 2012 713 20943 2035 7236 3246 2782 2541 900 26441

Table 2: Baseline (Equivalent) Noise Levels at monitoring locations in dB (A) along the project road

Equivalent Noise Levels in dB(A) DAY NIGHT 71.3 64.4

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 71.3 71.3 71.5 72.0 72.5 72.5 72.0 71.5 71.3 71.3 2025 71.3 71.4 71.6 72.3 73.0 73.0 72.3 71.6 71.3 71.3 2030 71.3 71.4 71.7 72.6 73.4 73.4 72.6 71.6 71.4 71.3 2035 71.3 71.4 71.8 72.9 74.0 74.0 72.9 71.8 71.4 71.3 Night LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 64.4 64.6 65.3 67.2 68.6 68.6 67.2 65.2 64.6 64.4 2025 64.5 64.7 65.6 67.9 69.6 69.6 67.9 65.5 64.6 64.5 2030 64.5 64.8 65.9 68.7 70.5 70.5 68.7 65.9 64.7 64.5 2035 64.5 64.9 66.3 69.5 71.5 71.5 69.5 66.3 64.8 64.5

Observations

4. Predicted noise levels (Leq) near the receivers are within the permissible limit of 3 dB during the day time whereas during the night time, the noise levels are found to be marginally higher than desired levels for the respective landuse categories for receptors falling within 20m from road edge. The baseline noise levels(2019) are already higher than

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the permissible limits of CPCB for different landuse categories for day and night. The predicted levels show 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 20 m edge of the road corridor.

Figure 1: Noise levels from edge of the road (Day) 74.5

74.0

73.5

73.0 2020 2025 72.5

2030 Noisein dB Levels 72.0 2035

71.5

71.0 -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 SH-09 – Public Consultation Meeting

Photos:

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Attendance Sheet:

285

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Appendix 15: Indian Standard Drinking Water Specification: IS 10500:1991 and IS 2296:1992 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