51337-001: Tamil Nadu Industrial Connectivity Project

Initial Environmental Examination

Project Number: P51337-001 December 2020

India: Tamil Nadu Industrial Connectivity Project

Vridhachalam to Ulundurpettai Road (SH69)

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.

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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 ...... 11 E. ADB’S SAFEGUARD POLICY STATEMENT REQUIREMENTS ...... 12 F. CATEGORY OF THE PROJECT ...... 12 III. PROJECT DESCRIPTION ...... 13

A. TYPE AND LOCATION OF PROJECT ROAD ...... 13 B. LOCATION & FEATURES OF THE PROJECT ROAD ...... 14 C. ENGINEERING SURVEYS AND INVESTIGATIONS ...... 16 D. DESIGN STANDARDS ...... 16 E. PROPOSED IMPROVEMENT ...... 22 F. CONSTRUCTION CAMPS ...... 29 G. PROJECT COST ...... 29 H. CONSTRUCTION PACKAGING AND IMPLEMENTATION SCHEDULE ...... 29 I. PROJECT BENEFITS ...... 29 IV. DESCRIPTION OF THE ENVIRONMENT ...... 30

A. INTRODUCTION ...... 30 B. PHYSICAL ENVIRONMENT ...... 31 C. COASTAL AND MARINE RESOURCES IN PROJECT INFLUENCE AREA ...... 52 D. BIOLOGICAL ENVIRONMENT ...... 52 E. SOCIO-ECONOMIC ENVIRONMENT ...... 61 V. ANALYSIS OF ALTERNATIVES ...... 66

A. INTRODUCTION ...... 66 B. ‘WITH PROJECT’ AND ‘WITHOUT PROJECT’ SCENARIO ...... 66 C. LOCATION AND ALIGNMENT ALTERNATIVES ...... 70 D. DESIGN DECISION CONSTRAINTS FOR VARIOUS ALTERNATIVES ...... 73 E. ENGINEERING ALTERNATIVES CONSIDERED ...... 73 F. ALIGNMENT AND WIDENING ALTERNATIVES ...... 73 G. ALTERNATIVES FOR CONSTRUCTION MATERIALS ...... 73 H. ALTERNATIVES FOR CONSTRUCTION TECHNOLOGIES ...... 74 VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ...... 75

A. INTRODUCTION ...... 75 B. SCREENING OF IMPACTS ...... 79 C. TYPICAL POTENTIAL ADVERSE IMPACTS ...... 83 D. IMPACTS ON PHYSICAL ENVIRONMENT ...... 83 E. IMPACTS ON BIOLOGICAL ENVIRONMENT...... 97

F. IMPACTS ON SOCIAL ENVIRONMENT ...... 100 G. PHYSICAL AND CULTURAL RESOURCES ...... 113 H. INDUCED AND CUMULATIVE IMPACTS ...... 114 I. EXPECTED BENEFITS FROM THE PROJECT ...... 114 VII. CONSULTATION, PARTICIPATION AND INFORMATION DISCLOSURE ...... 115

A. MEANINGFUL CONSULTATION ...... 115 B. OBJECTIVES OF THE CONSULTATIONS ...... 115 C. METHODOLOGY FOR CONSULTATIONS ...... 115 D. INTERACTION WITH NGOS ...... 119 E. PUBLIC DISCLOSURE AND FURTHER CONSULTATIONS ...... 120 VIII. GRIEVANCE REDRESS MECHANISM ...... 121 IX. ENVIRONMENTAL MANAGEMENT PLAN ...... 123

A. INTRODUCTION ...... 123 B. OBJECTIVES OF ENVIRONMENTAL MANAGEMENT PLAN ...... 123 D. ENVIRONMENTAL MONITORING AND REPORTING PROGRAM ...... 123 E. INSTITUTIONAL REQUIREMENTS ...... 151 F. ENVIRONMENTAL REPORTING SYSTEM ...... 157 G. ENVIRONMENTAL MANAGEMENT BUDGET ...... 158 X. CONCLUSIONS AND RECOMMENDATIONS ...... 161 APPENDICES ...... 163

LIST OF TABLES

Table 1: Project Road Details 1 Table 2: Primary and Secondary Information Sources 4 Table 3: Applicable Environmental National and State Requirements 8 Table 4: Virudhachalam-Ulluderpettai (SH-69) Road Features 13 Table 5: Annual Average Daily Traffic Volume in Project Road Section (SH- 69) 14 Table 6: Major Built-up along the Project Road SH-69 16 Table 7: Radius for Horizontal Curves 18 Table 8: Sight Distance 19 Table 9: Major and Minor Junctions along the Project Road 28 Table 10: Environmental Attributes and Frequency of Monitoring 30 Table 11: Average Annual Rainfall (mm) for Project District 33 Table 12: Soil Quality Monitoring Results along the Project Road 41 Table 13: Details of Water Bodies along Project Road 44 Table 14: Details of Drainage along the Project Road 45 Table 15: Water Quality Monitoring Locations 45 Table 16: Surface Water Quality Characteristics along the Project Road 45 Table 17: Ground Water Quality Characteristics along the Project Road 47 Table 18: Details of Ambient Air Quality Monitoring Locations Along Road 49 Table 19: Techniques Used for Ambient Air Quality Monitoring 49 Table 20: Summary of AAQM Results Along the Project Road Section 50 Table 21: Details of Noise Level Monitoring Locations 51 Table 22: Ambient Noise Level in decibel (A) along the project Road 52 Table 23: Forest Cover in Project Districts (Km2) 53 Table 24: Tree within Formation Width 54 Table 25: Major Floral Species Along the Project Road 54

Table 26: Protected Areas of Tamil Nadu 55 Table 27: List Fauna in the Influence Area of Project Road 60 Table 28: Demographic Features of Project Districts as per 2011 census 61 Table 29: Land Use Pattern within 500m Buffer of Project Road 62 Table 30: Land Use Pattern of Project Districts 62 Table 31: Agriculture Pattern of Project Districts 63 Table 32: Physical/Sensitive Features along the Project Road 64 Table 33: Comparison of Positive and Negative Impacts of ‘With’ and ‘Without’ Project Scenario 68 Table 34: Comparison of Alternatives Considered for Mangallampettai Bypass 72 Table 35: Sensitivity of VECs in the Project Area 76 Table 36: Criteria for Rating the Significance of Impacts 79 Table 37: Screening of Environmental Impacts 80 Table 38: Impact on Air Quality During Construction Stage 84 Table 39: Annual Average Daily Traffic data 85 Table 40: Emission Factors for Different Types of Vehicle (ARAI, 2007) 86 Table 41: Meteorological Parameters Used for Modelling 86 Table 42: Average Background Concentration of Pollutants along the Alignment 87 Table 43: CO Predicted Concentrations (ppm) along the Proposed Road 88 Table 44: PM2.5 Predicted Concentrations (µg/m3) along the Proposed Road 88 Table 45: PM10 Predicted Concentrations (µg/m3) along the Proposed Road 88 Table 46: NOx Predicted Concentrations (µg/m3) along the Proposed Road 89 Table 47: CO2 Emission at BAU, Project With and Without Induced Traffic 90 Table 48: Construction Noise / Distance Relationship 103 Table 49: Likely Impact on Noise Quality in the Vicinity of Project Area 103 Table 50: Typical Noise Levels of Principal Construction Equipment (Noise Level in dB(A) at 50 Feet) 103 Table 51: Annual Average Daily Motorized Traffic Data 106 Table 52: Equivalent Background Noise levels 107 Table 53: Predicted Noise Levels along the Project Road 107 Table 54: Vibration Generated from Different Construction Equipment 108 Table 55: Building Vibration Damage Assessment Criteria 109 Table 56: The details of Public Consultation for Project Road 116 Table 57: Summary of Issues Discussed and Measures Taken 118 Table 58: Environmental Management Plan 126 Table 59: Environmental Monitoring Plan (EMoP) 148 Table 60: Environmental Reporting System 157 Table 61: Environmental Management Cost Estimate * 159

LIST OF FIGURES Figure 1: Location of Project Road Alignment on Map 2 Figure 2: Typical Cross Sections for the Project Road 24 Figure 3: Environmental Monitoring Locations along the Project Road 31 Figure 4: Rainfall Distribution Map of Tamil Nadu 33 Figure 5: Temperature Distribution Map of Tamil Nadu 34 Figure 6: Humidity Map of Tamil Nadu 35 Figure 7: Topographic Map of Tamil Nadu 37 Figure 8: Elevation Profile of Project Road 37 Figure 9: Geological Map of Tamil Nadu 39 Figure 10: Soil Order and Texture in Tamil Nadu 40 Figure 11: Soil Type Based on Water Retention Characteristics Map for Tamil Nadu 41 Figure 12: Seismic Map of Tamil Nadu State 43 Figure 13: Forest Cover map of Tamil Nadu showing Project Road 53 Figure 14: Protected area Map of Tamil Nadu 58 Figure 15: Mangalampettai Bypass Options 71 Figure 16: Public consultation for SH-69 project road 117 Figure 17: Grievance Redress Mechanism 122

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 Virudhachalam to Ulundurpettai including Mangalampettai bypass section of SH-69. The length of the project road is 22.855 km. The project road is located in Cuddalore and Kallakurichi districts of Tamil Nadu. Project road starts from existing change of km 0+000 (design chainage 0+000), latitude 11o31’01”N, longitude 79o19’15”E in Virudhachalam and ends at km 21+478 (design chainage 22+855) latitude 11o41’31”N, longitude 79o17’09”E in Ulundurpettai.

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 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 below than 1000 above mean sea level (AMSL). Thus, the project road does not fall under the purview of environmental clearance under EIA notification 2006 of Ministry of Environment, Forest and Climate Change (MOEFCC).

B. Description of the Project

4. The proposed road section is part of SH-69 in Tamil Nadu state. The existing road is of two-lane carriageway with earthen shoulder configuration type. Width of ROW is not uniform along the project road and the carriageway/roadway width of the road is in range of 7m to 10m.

5. The available ROW of the project road varies between 15m to 42m. 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 6 major built-ups. Altogether, 22.855 km of the project road has been considered for 2-laning with paved shoulders under this project.

6. Substandard curves will be improved and at one location, a bypass has been proposed. This section starts at a design chainage of 13/250 and ends at design chainage 18/350 for Mangalampettai town. There are existing 31 culverts (19 slab, 9 pipe and 3 box), no major bridge, 7 minor bridges, 4 multiple vent pipe culverts, 1 rail over bridge and 1 vehicular underpass along the project road.

ii C. Description of the Environment

1. Physical Environment

7. Meteorological Conditions: The project road is located in Cuddalore and Kallakurichi Districts of the state. The proposed road is located in high rainfall, strong hyperthermic zones with humid climate based on the state map of Tamil Nadu.

8. Geography and Topography: The project area has plain topography having an altitude in the range of 1m to 150m AMSL. The project road traverses plain terrain passing through rural areas as well as many intermittent semi-urban and urban settlements. The elevation of project road varies from 35m to 77m.

9. 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.

10. Land Use: The land use distribution along the 500m of project road comprises cultivable land, waste land, semi urban and rural area. Most of the land surrounding project road are agricultural fields with intermittent rural or urban build up structures. This project road passes through many villages ‐ and towns of Virudhachalam, Vijayamangaram, Mangalampettai and Ulunderpettai.

11. Soil: The soils of the 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 Virudhachalam 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. 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 6.79 to 7.45 pH value. It is observed that the soil in the project area is fertile with high agricultural productivity with appropriate use of fertilizer. Based on water retention characteristics, a portion of project region have soils that have high water retention characteristic.

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 major rivers draining the road area is Manimuktha river which is a tributary of Vellar river. ‐

13. Water Quality: In order to represent the true profile of the project area, samples from surface water source through which the project road runs were collected and analyzed as per IS: 2488 (Part I–V). Ground water (drinking water) and surface water samples were analyzed as per IS: 10500-1991.

14. Water quality was monitored at 3 locations to represent the profile of the project area. Two groundwater samples and one surface water sample were collected and analyzed. Results show iii 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.

15. 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 IFC EHS guideline limit of 50 μg/m3. The highest value of PM10 is observed at Virudhachalam town at Danish Mission Hospital and is 64.2μg/m3. Similarly, PM2.5 concentration is highest at Ulundurpettai at School Site and is 35 μg/m3 well within the permissible limit i.e. 60 μg/m3 prescribed by MOEFCC but slightly higher than the IFC EHS guideline limit of 25 μg/m3. Other parameters monitored i.e. NOx, SO2 were found within the permissible limits for all the locations. Overall, the air quality in the project area is good.

16. Noise Levels and Vibrations: Noise levels were monitored at five locations along the project road. The maximum recorded day time noise level is 78.5 dB(A) and night time noise level is 64.5 dB(A) along the project alignment. The equivalent noise levels for day time ranges between 61.69–68.64 dB(A) and equivalent noise levels for night time ranges between 53.03–61.26 dB(A). The recorded noise level is higher than the Central Pollution Control Board (CPCB) as well as IFC 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 or commercial activities.

2. Biological Environment

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

18. The road side trees falling within formation width of project road have been enumerated as per the available design. There are total 7410 (3872 on LHS and 3583 on RHS) trees falling with in ROW of the project road. It has been estimated that about 187 trees out of total 7,410 will need to be felled for the widening and improvements. There are no vulnerable and 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. The road is located entirely in modified habitat.

3. Socio-economic Environment

19. The project road falls under two districts of Tamil Nadu state, Cuddalore and Kallakurichi districts. 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. The Kallakurichi District, a former part of Villupuram district, was bifurcated and created as a separate district on 26 November 2019. As per 2011 Census data, Kallakurichi district has a total population of 1,377,494.

20. 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

iv 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.

21. There are 36 religious receptors, 6 health centers and 10 educational institutes within 30m from center line of the project road. There are no archaeological sites or historical monuments are located along the project road section. D. Consultation, Disclosure and Grievance Redress Mechanism

22. 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.

23. 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. The attempts were made to encourage participation in the consultation process of the Government officials from different departments that have relevance to the project. Same way, local people from different socio- economic backgrounds in the villages, as well as urban areas along the road alignment and at detours, residents near the existing road, women representatives, local commuters, and other concerned were also consulted. 24. In compliance with ADB’s SPS requirements consultation will be continued throughout the project process. Prior to finalization of detailed engineering design, the contractor, with the assistance of the PIU should consult affected persons. Further, project consultations will be organized by the Field Implementation Unit (FIU) in coordination with CSC and with the presence of representatives from the contractor. These should be done at least quarterly during construction period.

25. In total over 2 consultation session were organized along SH-69 project road. The public consultation meetings were organized Virudhachalam and Erumanur along the project road to disseminate the information regarding widening and strengthening of road SH-69, respectively by the officers of Highways Department, Government of Tamil Nadu and staff of DPR consultant. A total of 34 participants including 28 males and 6 females attended the public consultation meetings. Various officials consulted include TNHD Officials, Forest Officers, Environmental Officers from pollution control board, statistical officer in the project areas etc. Besides interview surveys, focused group discussions (FGDs) were organized at key locations along the project road.

26. Most of the people interviewed strongly supported the project. Some participants raised their concerns regarding safety features of the road and they were assured by the project team that road safety will be a major area for improvement as considered in the design. 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 EMP. Through the GRM, responsible parties will acknowledge, evaluate, and respond to the complainant with corrective action proposed using understandable and transparent processes that are gender responsive, culturally appropriate, and readily accessible to all segments of the affected people.

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; • 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;

31. the facilitation of tourism.

vi F. Anticipated Environmental Impacts and Mitigation Measures

32. 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 the 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.

33. 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.

34. The loss of agricultural private land (14.235 hectare) for the proposed road section improvement and the 187 trees will be compensated under a mandatory compensatory scheme under the government wherein total of 1,870 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.

35. Other moderate and minor negative environmental impacts include: dust; pollution of air and water; noise and disturbance for local communities during construction, inconveniences caused by shifting of utilities, soil erosion, contamination and siltation of surface water, waste and spoils disposal. Social impacts detailed in the resettlement plan are land acquisition and impacts to 318 private structures. The project affect 27 common property resources, out of these are 8 (29.63%) are portions of compound wall of either religious centres or government offices, 6 are (22.22%) places of worship which include small shrine and small temples, 2 are (7.41%) statue of dignified persons, 4 numbers are ‘hundi’ (structure to receive cash offerings from public for religious centres) and 7 are fiber cement sheet roofing of religious buildings (mainly extended roofs) which can still be reused as building material.

36. 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 including spoils and chemicals and other measures.

G. Environmental Management Plan

37. A fully budgeted environmental management plan has been prepared for mitigation and management or 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 or supervising responsibilities have been identified. Monitoring plan for construction and operation phase has been framed to ensure effective implementation of EMP.

vii

38. The monitoring plan includes 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 includes roles and responsibilities of each party involved in the project implementation i.e. PIU, CSC, Contractor(s), external monitor, where applicable, and reporting mechanisms during implementation and operation phases.

39. The monitoring plan also includes regular site inspections and checks by the PIU and FIU under TNHD. The CSC will conduct weekly site inspections to monitor implementation of the EMP. The CSC Environmental Specialist will monitor implementation of the EMP.

40. An environmental management budget of INR 9.61 million (US$ 0.13 million) has been estimated for implementation of the EMP. This budget also includes cost of environmental monitoring and associated trainings.

H. Conclusions and Recommendations

41. The project road (Virudhachalam-Ulundurpettai Road section of SH-69) proposed for the improvement is classified as environment Category B project as per ADB SPS environmental screening and assessment of likely impacts and rating of risks shows that with implementation of mitigation measures and road improvement activities the project will not result in significant residual environmental impacts.

42. 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. 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 187 trees due to widening of road. There are no protected areas located within 10 km radius of the road section. Mitigation measures have been proposed and budgeted to address all the above identified impacts and risks in the EMP.

43. The key positive environmental impacts of the project include improved vegetation cover through tree plantation and improvement of infrastructure; a net increase in area of good quality habitat by tree plantation at a 1:10 ratio; and improved access to healthcare and education facilities.

44. 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 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. Virudhachalam to Ulundurpettai road section of SH-69 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 Virudhachalam to Ulundurpettai road (SH-69). The total design length of the road alignment is 22.855 km in length. The details of project road are given in Table 1.

Table 1: Project Road Details Existing Chainage Design Chainage Environmental Set up Sl. No. (km) (km) From To From To The entire length of the project road runs through plain & Virudhachalam rolling terrain and passing to Ulundurpettai 0+000 21+478 0+000 22+855 across several agricultural (SH69) road land, villages, and towns of Cuddalore & Kallakurichi districts

3. All discussions thereafter focus on this road section. 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 on the CKICP and ADB and CKICP websites.

B. Nature, Size and Location of Project Road

4. The project road is located in Cuddalore and Kallakurichi districts of Tamil Nadu. Project road starts from existing change of km 0+000 (design chainage 0+000), latitude 11o31’01”N, longitude 79o19’15”E in Virudhachalam and ends at km 21+478 (design chainage 22+855) latitude 11o41’31”N, longitude 79o17’09”E in Ulundurpettai. Substandard curves will be improved and one bypass has been proposed. This section starts at a design chainage of 13/250 and ends at design chainage 18/350. The design length of the project road is 22.855 km. The location of the project road is shown in Figure 1. The existing road section is planned to be widened to 2 lane configuration with paved shoulders.

Figure 1: Location of Project Road Alignment on Map

C. Background of the Present Report

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

6. The initial environmental examination study was prepared between the months of November 2019 to June 2020 to fulfil ADB’s SPS 2009 requirements for financing the project. The detailed engineering design report has been prepared by the DPR Consultant M/s. 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

7. This IEE report documents the environmental assessment of the Virudhachalam to Ulundurpettai (SH-69) 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 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. 3

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

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

9. 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

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

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

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

1. Collection and Analysis of Data

13. The Baseline data was collected in various environmental components such as soil, meteorology, geology, hydrology, water quality, flora and fauna, habitat, demography, land use, cultural resources, properties and structures. Secondary data on environment for the project corridor were collected both from published and other relevant sources e.g., the Department of Forest, Tamil Nadu State Pollution Control Board, State Statistical Department etc. The data collection from the field was completed with the help of enumerators and investigators. The interviewers were trained for filling up the questionnaire at the site. To ensure the accuracy of the data, data collection was done under the supervision of the 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 and Department of Highways Tamil Nadu, Project proposed Rehabilitation work. Inventory of road Implementation Unit, ADB Project, CKICP features; viz. water bodies community structures, Design Consultant, Ground physical surveys environmental sensitive location areas, congested and graphics consultants 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. Kallakurichi District. Status of Fishing Activity District Fisheries Offices at Cuddalore and Kallakurichi 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 and field observations material source River geomorphology, hydrology, drainage, flood patterns Socio-economic Environment Primary Census Abstract of Cuddalore and Villupuram, District 2011. Official websites maintained by state Government and Public Consultations during the field survey

2. Environmental Monitoring and Analysis

14. Different locations were identified for monitoring and analysis of noise level, ambient air and water quality. The monitoring and analysis of water quality, air quality and noise level has been done by M/s Global Lab and Consultancy Services, Salem a leading environmental research laboratory. Air quality monitoring has been carried out as per MOEFCC notification of November 2009 the revised Air Quality Standards and the on-site monitoring results are incorporated in Chapter 4 of this IEE report. 5

15. 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 and birds. Findings are incorporated in Chapter 4 of this IEE report.

3. Analysis of Alternatives

16. 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

17. Extensive consultations were held during different stages (reconnaissance, detailed design and design review) with key stakeholders that includes local and beneficiary population, government departments and 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

18. 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 within the project influence area.

6. Preparation of the Environment Management Plan

19. 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

20. 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.

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 socio-economic 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.

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

II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

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

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

A. National (India) Environmental Policy Framework 23. 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.

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

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

25. State Pollution Control Boards (SPCBs) form the regulatory and administrative core of the government for managing environmental impacts. Other ministries, statutory bodies and

8 departments are responsible for ensuring environmental compliance and granting various clearances includes state ministry/department of environment, regional offices of MOEFCC and state forests and wildlife departments.

26. The EIA requirement in India is based on the Environment (Protection) Act, 1986; the EIA Notification, 2006 (latest amendment in 2020), all its related circulars; MOEFCC’s EIA Guidance Manual for Highways, 2010 and IRC Guidelines for EIA (IRC:104-1988) of highway projects. In addition to road widening and rehabilitation, establishment of temporary workshops, construction camps, hot mix plants, and opening of quarries for road construction work require compliance with provisions of The Forest (Conservation) Act, 1980 as amended and Rules, 1981 as amended in 2003; Wildlife (Protection) Act, 1972 as amended in 1993; Water (Prevention and Control of Pollution) Act, 1974, as amended; Air (Prevention and Control of Pollution) Act, 1981, as amended; Noise pollution (Regulation and Control); Rules, 2000 issued by the MOEFCC, GoI; and the Hazardous and Other Wastes (Management and Transboundary Movement) Rules, 2016 as amended.

27. 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).

28. Specifically for the proposed Virudhachalam-Ulunderpettai (SH-69) in the state of Tamil Nadu, the following environmental laws and regulations applicable are in Table 3:

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

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

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

Responsible Sl. Competent Agency for Time Activity Statute Requirement No. Authority Obtaining Required Clearance Water Act of Operating 1974, Air Act of camps, stone 1981, Noise crusher, hot Rules of 2000 Tamil Nadu Consent to The 2-3 2 mix plant, wet and Pollution operate Contractor months mix plant and Environmental Control Board Diesel Protection Action Generator Sets of 1986 and as 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 Rules, The Mines Tamil Nadu Quarry Lease Quarry Act of 1952, Department of The 2-3 4 Deed and operation Indian Explosive Mines and Contractor months Quarry License Act of 1984, Air Geology 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

29. 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 (ESA) 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 Virudhachalam to Ulundurpettai and this section is not located in hilly terrain (above 1,000m AMSL) or any notified ecologically sensitive areas, it does not fall under the purview of EIA notification.1 Therefore, an environmental clearance from SEIAA is not required for this project road. • As per the Forest Conservation Rules (1981, amended 2003) a forestry clearance from Department of Forests is required for diversion of forest land for non-forest purpose. Processing of the forestry clearance entails two stages: stage I and stage II. Amongst other requirements stage I clearance requires the applicant to make payments for compensation of forestry land that will be acquired and trees that will be cut under the project. Accordingly, timely allocation of budget for this purpose by the applicant is necessary to expedite the clearance process. Virudhachalam to Ulundurpettai road does not pass 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 Virudhachalam to Ulundurpettai 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. However, this is not required for this project road corridor. • Placement of hot-mix plants, borrow areas, quarrying and crushers, batch mixing plants, discharge of sewage from construction camps requires No Objection Certificate (Consent to Establish and Consent to Operate) from SPCB prior to establishment (Table 3, construction stage item 1 and 2). • Permission from Central Ground Water Authority is required for extracting ground water for construction purposes, from areas declared as critical or semi critical from ground water potential prospective by them (Table 3, construction stage item 5). • Before the start of civil works for any component of the project, the project proponent (TNHD) must obtain clearances and or permits from the regional office of the Ministry of Environment and Forest and Climate Change and State Pollution Control Board, if necessary.

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

B. Social Regulatory Requirements of India and Tamil Nadu 30. 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 31. 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 percent against 1990 levels over the five-year period 2008–2012. • The Paris Agreement 2015: The Paris Agreement is an international agreement by 196 parties which aims at limiting global warming to 1.5 to 2 degrees C above pre- industrial levels. Through this, the parties also agreed to a long-term goal for adaptation through nationally determined contributions (NDCs), which is requested to be submitted every 5 years. India submitted its first NDC on October 2, 2016. • Convention Concerning the Protection of the World Cultural and Natural Heritage (Ratified by India in 1972): The most significant feature of the 1972 World Heritage Convention is that it links together in a single document the concepts of nature conservation and the preservation of cultural properties. The Convention recognizes the way in which people interact with nature, and the fundamental need to preserve the balance between the two. • Convention on International Trade in Endangered Species of Wild Fauna and Flora (Washington, 1973): Seek to avoid poaching by construction workers especially in environmentally sensitive areas. • Convention on Migratory Species of Wild Animals (Bonn, 1979): Ensure potential impacts on any migratory species supported by the project area of influence assessed and managed. • Convention Relative to the Preservation of Fauna and Flora in the Natural State (1933): Preservation of Flora and Fauna.

D. Project Standards 32. 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 33. 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 34. 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 or buffer zone of any protected area.

35. 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.

36. 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.

III. PROJECT DESCRIPTION

A. Type and Location of Project Road

37. This report on Initial Environmental Examination (IEE) deals with the environmental analysis of the project road considered under ADB supported TNICP — Upgrading Virudhachalam-Ulluderpettai road section (SH-69). The project road is located in Cuddalore and Kallakurichi districts of Tamil Nadu. Project road starts from existing change of km 0+000 (design chainage 0+000), latitude 11o31’01”N, longitude 79o19’15”E in Virudhachalam and ends at km 21+478 (design chainage 22+855) latitude 11o41’31”N, longitude 79o17’09”E in Ulundurpettai. The design length of the project road is 22.855 km.

38. 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.

39. 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 side. In urban areas the improvement will be restricted to the existing ROW. Table 4 present key project road features and design standards for project road.

Table 4: Virudhachalam-Ulluderpettai (SH-69) Road Features Parameter Details Road Length 22.855 km Alignment Follow the existing road alignment. Except some of the locations where geometric improvements is required and at the location of proposed bypass ROB/VUP 1 Rail over bridge in the alignment, 1 Vehicular underpass. Major/Minor Bridges There 7 minor bridges and no major bridge. Other Structures There are existing 31 culverts (19 slab, 9 pipe and 3 box) and 4 multiple vent pipe culverts Embankment During inventory and reconnaissance survey of project road, it is found Design that the embankment height of the road is very low. Also as per local enquiry, the existing road top level at some locations are equal to HFL. The raising is required at these locations. Design Standard As per IRC Codes and 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 : 100 kmph Permissible : 80 kmph Horizontal Controls As per IRC: 73-1980 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

Parameter Details Carriageway Carriageway: 7.0m pavement Cross fall will be 2.5% for pavement and 2.5% for paved shoulder. Source: Detailed Project Report, 2019 B. Location & Features of the Project Road

40. 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.

41. Traffic signs are missing at many locations along the project road. No warning signs exist before the approach of the junction and approach of curves. Directional signs exist at few locations.

1. Right of Way (ROW)

42. The existing right of way (ROW) of the project road section varies from 15m to 42m. However, the carriageway/roadway width of the road is uniform between 7m to 10m with 1m earthen shoulder. The existing carriageway of project road is two lanes in most portions,

2. Cross Drainage Structures

43. There are 31 existing culverts along the alignment. 9 are pipe culverts, 19 are slab culverts and 3 are box culverts. There are 7 minor bridges and 4 multiple vent pipe culverts along the alignment. There is insufficient drainage system along the project road.

3. Traffic Scenario 44. The 7-day 24-hour directional classified Traffic Volume Count (TVC) was carried out at Vijayamangaram village (km 8+600) on the project road section during December 2014 for feasibility and DPR study. The traffic is projected with the recommended growth rates from 2014 to 2019. The average daily traffic volumes on the road section, projected for 2019 base year, are given in Table 5. Traffic projections are in Table 39 in Chapter 6 of this report.

Table 5: Annual Average Daily Traffic Volume in Project Road Section (SH- 69)

Project Road S. No Vehicle Type HS Motorized Traffic (Fast Moving Vehicles) 1 Car/Jeep/ Van 1564 2 LCV Mini Truck (<3 tonne) 1 Mini Truck (>3 tonne) 482 Mini Bus (<3 tonne) 0 Mini Bus (>3 tonne) 25 15

3 Truck 2-Axle (MCV) 449 3-Axle (HCV) 236 4 MAV - Four to Six axle 64 5 MAV > Six axle 3 6 Bus 743 7 Three Wheeler & Auto rickshaw 46 8 Two wheeler 3711 9 Agriculture Tractor with trailer 26 without trailer 22 10 Others 0 Non-Motorized Traffic 11 Bi-Cycle 124 12 Cylce-rickshaw 2 13 Animal/Hand Drawn Pneumatic tyre 1 Iron wheeled 0 14 Others 8 Total Fast Vehicles 7372 Total Fast PCU 8963 Total Slow Vehicles 135 Total Slow PCU 136 Grand Total Vehicles 7507 Grand Total PCU 9099 Source: Traffic volume Survey by the DPR Consultant

4. Road Width

45. This project road has 7.0m to 10.0m carriageway with earthen shoulder width varying between 0.5m to 1.0m in the entire length except at built up sections.

5. Villages and Urban-Built Up Sections 46. This project road passes through many villages and towns namely Virudhachalam, Vayalur, Chinna vadavadi, Vijayamanagaram, Povanur, Roobanarayananallur, Mangalampettai, kattinemali and Ulundurpettai. The major built-up urban sections and villages along the project road are given in Table 6 below.

Table 6: Major Built-up along the Project Road SH-69 Chainage SI. Name of Length No Village/Town From To (in Km) 1 Virudhachalam 00+00 3+100 3.1 2 Vayalur 3+800 4+100 0.43 3 Povanur 9+600 10+600 1.00 4 Mangalampettai 13+700 16+000 4.6 5 Kattinemali 17+800 18+300 0.5 6 Ulundurpettai 20+890 21+478 1.588 Source: DPR C. Engineering Surveys and Investigations

47. Following surveys and investigations had been carried out on the project road for collection of data for incorporation in the DPR and 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.

D. Design Standards

48. 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 and 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

45. 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. 17

• 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

46. 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.

47. 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.

48. 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

a. Design Speed

49. 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.

50. The project road located in plain terrain has been improved to provide minimum radius in most of the locations to attain better alignment for the design speed of 80 kmph to 100 kmph except at built up location. The only physical hindrances in the existing road corridor were from the road side settlements and facilities scattered all along the road. The road is designed in accordance with agreed design standards depending on the type of terrain and the land-use. Further reductions in the design speed along sensitive land uses may be adopted to reduce noise and for pedestrian safety.

b. Radii of Curve

51. 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.

52. 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

53. 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 Categories Radius of horizontal curves (m)

Desirable Minimum

Plain 400 255 Rolling 255 170 Mountainous 100 65

c. Super-elevation

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

e=V2/225R Where, V = Vehicle speed in m/sec. E = Super elevation ratio in meter per meter R = Radius in meters. 55. 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

56. 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

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

a. As per Comfort criteria, Ls = 0.0215 V3 / CR 19

Where, Ls = length of transition in metres V = Speed in kmph R = radius of circular curve in metres C = 80/ (75+V) (subject to maximum of 0.8 and minimum of 0.5)

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

58. 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

59. 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

60. 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 50m • 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.

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

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

5. Pavement Design

62. The entire road stretch is proposed as per the guidelines comprise of Flexible Pavement. Design is primary in accordance with IRC guidelines. The recommendation given in IRC: 37-2012, or equivalent method are used for new carriageway and paved shoulders. The pavement are

20 designed for a service life of 15 years. Strengthening of the pavement by bituminous overlay are done periodically after 15 years.

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

6. Embankments

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

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

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

7. Grade Intersections

67. 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

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

9. Truck Parking Areas

69. 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

70. 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.

71. 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.

72. All critical locations are identified at the proposed geometric improvements along the project road and cross roads where warning, regulatory and information signs are required. Traffic 21

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 60 cm away from the edge of the kerb.

73. 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. 74. 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.

75. 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 of urban areas are proposed with adequate lighting. Road lighting has also been proposed at all major junctions. One to Three arm bracket Sodium vapour lamps have been considered.

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

77. 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.

78. 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-69.

79. 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-bys, and off street parking is proposed.

80. Bus Lay-bys and Shelters: Consultants have identified the location or site for the proposed bus lay-by for each village or built-up locations based on the following criteria.

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

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

83. 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 detail design.

84. 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. 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.

85. 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 0.5m 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)

86. 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

87. 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 23

1. Proposed Right of Way

88. 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.

2. Embankment Height

89. 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

90. Bus Bays are proposed to match with the existing bus stops. Bus Bay is proposed as per IRC: 80. A separator is proposed with Ghost Island between main carriageway and bus bay as per manual. Total 33 no. of bus bays on either side of project road.

4. Cross Sectional Details

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

92. 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.

Figure 2: Typical Cross Sections for the Project Road

5. Realignment and Bypasses

93. A bypass is proposed from km 13+250 to km 18+350 with bypass length of 5.1 km for Mangalampettai village. 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 17.225 Hectares (14.2350 ha. private land and 2.99 ha. Government land).

6. Culverts and Bridges

94. In the existing stretch, there are 7 minor bridges, 4 multiple vent pipe culverts and 31 Culverts (which include 9 pipe, 19 slab and 3 box culverts ).

95. Minor bridges at km 4+850, km 4+956, km 5+093 and km 13+181 are proposed for reconstruction with box type structure. Minor bridges at km 6+361 and 11+302 are proposed for widening with existing structure to the required width as per cross section. New 2-lane minor bridge is proposed at km 15+980 (design chainage) and km 17+828 (design chainage) in bypass sections having box type structure. Minor bridge at km 15+921 was bypassed. 4 existing multiple vent pipe culverts are proposed for road widening wherever required to the width as per road cross section.

96. There are 9 existing pipe culverts out of which 6 are proposed for widening, and 3 for reconstruction to box culverts. Total 19 existing slab culverts of which 6 are proposed for widening wherever required to the width, 9 are proposed for reconstruction to box culverts, 2 are retained and 2 are bypassed. 3 existing box culverts are proposed for widening wherever required to the width as per road cross section. Additional 2 box culverts are proposed in main carriageway road, 11 are proposed in bypasses and additional 2 pipe culverts for side drains at link road.

7. Borrow and Quarry Materials Sourcing

97. About 320,989 cum of borrow earth and 52,604 cum of aggregates are estimated to be required for the construction activities of road section. The information about existing stone quarries, morum quarries and borrow pits, and sand quarries was collected from local TNHD Divisional Offices and Sub-divisional Offices, local construction contractors and local material suppliers throughout the project area, 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.

8. Geometric Design

98. All the geometric design elements 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.

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

100. The design speed all along the project road is designed as 80kmph to 100kmph and will be kept as the operational speed except at certain curve locations where the speed has been restricted due to geometry and social impacts (e.g. school, places of worship, hospital, etc.) with additional signages in the specific chainages.

9. Intersections

101. 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. There are 5 major and 25 minor junctions and intersections in rural and urban section within the overall project road.

Table 9: Major and Minor Junctions along the Project Road Sl.No. Chainage Type Remark Major Junctions 1 0+000 Y Virudhachalam Junction 2 13+450 T Mangalampettai Bypass Entry Mangalampettai - Elavarasunurkottai 3 17+350 + Road 4 18+125 T Mangalampettai Bypass Exit 5 22+855 T Salem Ulundurpettai Highway Junction Minor Junctions 1 1+470 + MDR 746 2 1+850 T Railway Station Jn 3 2+000 T Good Shed Road (MDR 42) 4 2+400 T Railway Feeder Road (MDR 41) 5 3+980 T Vayalur 6 4+735 T Sembalakuruchi 7 5+320 T Chinnavadavadi 8 6+645 T Periyavadavadi 9 7+035 T Periyavadavadi 10 8+600 T Vijayamanagaram 11 8+780 T Vijayamanagaram (ODR) 12 9+090 T Vijayamanagaram 13 9+915 T MatturThikkakudiRoad 14 10+040 T Poovanur Village (ODR) 15 10+250 T Poovanur Village 16 10+850 T Poovanur Village 17 11+050 T Poovanur Village 18 11+470 T Rubanayananallur Village 19 11+965 T Rubanayananallur Village 20 13+150 T Samathuvaburam Village 21 13+550 + Village Road 22 15+435 + Karnatham Village (in proposed bypass) 23 18+890 T Kurumbar Village 24 19+460 T Pu.Killanur 25 20+670 T Nachiyarpettai Village 29

10. Water for Construction

102. A large volume of required water during the construction phase will be taken from surface water bodies or withdrawn ground water after obtaining necessary permissions, in such a manner that the local water supply is not affected. The water withdrawal will not be from the single location as the project is linear in nature. No water will be sourced from local public utility for road construction.

F. Construction Camps

103. 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 camp site is given in Appendix 9.

G. Project Cost

104. Based on the bill of quantities and unit rates, the project cost (basic civil cost, GST, land acquisition and rehabilitation, utility shifting, other contingencies, etc.) was estimated for project road from “Rehabilitation and upgrading to 2 lane with paved shoulders of Virudhachalam - Ulundurpettati section of SH-69 from design chainage km 0+000 to km 22+855 including bypass in the state of Tamil Nadu with 7 years maintenance under EPC mode” is about INR 216.01 Crores.

H. Construction Packaging and Implementation Schedule

105. 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 21 months is proposed for construction. The project is proposed to be undertaken through International Competitive Bidding (ICB).

I. Project Benefits

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

IV. DESCRIPTION OF THE ENVIRONMENT

A. Introduction

107. 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 and soil composition.

108. 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 SI. 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 1- Surface water AIR, NOISE, SOIL AND METEOROLOGY

PM2.5, PM10, Carbon Ambient Air Quality Monoxide (CO), Oxides Sampling/monitoring 4 & meteorological Two of Nitrogen (NOx) and locations conditions Sulphur Dioxide (SO2). Noise levels in dB (A) Sampling/monitoring 5 Noise Three Leq, Lmax, Lmin, L10, locations L50, L90 Physico-chemical Sampling/monitoring 6 Soil Quality Three parameters locations BIODIVERSITY AND ECOLOGY 31

SI. No Attribute Parameter No. of Samples Source 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

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

1. Meteorological Conditions

110. 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.

111. 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.

112. 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).

113. The various climatic factors such as temperature, humidity and rainfall pattern in the project area are discussed in detail in the following sections. The baseline monitoring results and meteorological data along the project road are given in Appendix-3.

a. Rainfall

114. The Cuddalore city is the nearest available metrological observatory for Virudhachalam - Ulundurpettai Road section of SH-69.

115. 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.

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

117. 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 Kallakurichi and Cuddalore districts are given in Table 11. The rainfall distribution for project state is presented in Figure 4, showing portion of high rainfall region. There were no rainfall observed during the field monitoring carried out in the months of November–December 2019.

Figure 4: Rainfall Distribution Map of Tamil Nadu

Project Road

Table 11: Average Annual Rainfall (mm) for Project District Sl. Year Cuddalore Kallakurichi No. 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

118. Both Cuddalore 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 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 being 21°C. The annual average temperature distribution map of Tamil Nadu is presented in Figure 5, showing project region falls in strong hyperthermic zone.

119. The minimum temperatures recorded during the study period (during November– December 2019) was 23.9ºC and the maximum temperatures recorded was 35.1ºC.

Figure 5: Temperature Distribution Map of Tamil Nadu

Project Road

c. Humidity

120. The project area of influence (PAI) has humid climate as shown in Figure 6. The minimum relative humidity recorded during the study period was 60%. The maximum relative humidity recorded was 94%. 35

Figure 6: Humidity Map of Tamil Nadu

Project Road

d. Winds

121. 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.

122. The daily average wind speed during February and March was 4.9 kmph ± 1 kmph. The average wind speed during the study period was 4.5 kmph. In the months of February and March, the wind was predominantly observed blowing from North-East direction.

e. Climate Risks and Vulnerability

123. 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

36 scarcity and heat waves. Measures to address these have been included in the design which include increased drainage capacity and embankment heights2.

2. Topography

124. 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 and Vellar regions. 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. 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.

125. Kallakurichi District: The residual hills and denudational hills are common in Thirukoilur, Kallakurichi 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.

126. 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 1m–150m above MSL. 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 35m to 77m above MSL as shown in Figure 8.

2 Details in the Project Climate Change Assessment and Climate Risk and Vulnerability Assessment Report 37

Figure 7: Topographic Map of Tamil Nadu

Project Road

Source: DPR

Figure 8: Elevation Profile of Project Road

3. Geology and Mineralogy

127. Geologically, the entire state can be broadly classified into hard rock or crystalline formation and sedimentary formations. Nearly 73% of the state is underlain by crystalline rocks of Archean metamorphic complex comprising of granite, charnockites, gneisses, 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.

128. 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.

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

• Western Pedi plains of the entire area are covered by Mangalur and Nallur blocks. This area is occupied by denudational land forms 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 Virudhachalam, 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.

130. 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.

131. Kallakurichi District: 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 Kallakurichi 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. 39

Figure 9: Geological Map of Tamil Nadu

Project Road

Source: District Planning Map Series

4. Soil Characteristics

132. In Tamil Nadu soils are classified into six orders, 12 sub-orders, 20 great groups, 44 sub- groups 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.

133. 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 Virudhachalam 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

40 and lateritic gravels occur in parts of Virudhachalam, Panruti and Cuddalore taluks. The soil map of Tamil Nadu are given in Figures 10. The project influence area also has red sandy soils as it falls in Cuddalore and Panruti blocks of district.

134. Based on water retention characteristics, a portion of project region have soils that have high water retention characteristic as shown in Figure 11.

Figure 10: 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 41

Figure 11: Soil Type Based on Water Retention Characteristics Map for Tamil Nadu

Project Road

135. Soil samples were collected from 3 locations from agriculture fields (km 3+500, km 13+600 and km 17+800) along the project road section 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 road are given in Table 12.

Table 12: Soil Quality Monitoring Results along the Project Road Sl. No. Parameters Unit SQ1 SQ2 SQ3 1 pH Value (1:1) - 7.21 6.79 7.45 2 Conductivity (1:1) Mmhos/cm 234 187 110.5 3 Cation Exchange Capacity % 0.125 0.132 0.112 4 Total N % 0.18 0.06 0.12 5 Total P % 45.2 116.0 4.80 6 Total K % 396.4 394.2 352.2 Sand % by mass 77 84 83 7 Particle Size Silt % by mass 17 13 13 Clay % by mass 6 3 4 8 Mercury mg/kg <1.0 <1.0 <1.0 9 Organic Matter % 3.1 2.7 3.5 10 WHC % 10.5 9.2 12.8 Source: Monitoring undertaken during DPR preparation

136. The pH levels of the soil samples show that soil is neutral at all locations along the road section alignment. The soil type at sampling location is silt, sandy and clay in texture, sand content being predominant. 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

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

138. The project road fall 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 12.

Figure 12: Seismic Map of Tamil Nadu State

Project Road

source: Tamil Nadu Disaster Management Plan

6. Water Resources and Hydrology

6.1 Drainage

139. 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 1.5m–17.54m below ground level (bgl) while post-monsoon depth of the water table (Jan 2007) is in the range of 0.04m–7.46m bgl. 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.

140. 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 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.

141. Ponnaiyar 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.

142. 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 0.74m–9.7m.bgl while post-monsoon depth of the water table (Jan 2007) is in the range of 0.7m–4.45m bgl. 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.

143. 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 where as 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.

144. 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.

145. The major rivers draining the study area is Manimuktha river which is a tributary of Vellar River.

6.2 Drainage and water bodies along the project road

146. There are no major rivers crossing in the project road. Only minor and seasonal streams are being crossed by the project road. The alignments of proposed bypass of Mangalampettai realignment are also not crossing any rivers. 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 the 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.

Table 13: Details of Water Bodies along Project Road Existing LHS/ Distance from S. No Chainage Water Body RHS centre line (m) (km) 1 14+100 LHS 7 Pond 2 18+200 LHS 4 Pond 3 18+600 RHS 20 Pond 4 7+050 RHS 10 Pond Source: DPR and Field Survey

Table 14: Details of Drainage along the Project Road Existing Design S. Chainage River/Nala Chainage No survey data (km) (km) Vaiyulur Eri Neervalam 1 4+921 4+956 Vaikal

147. 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-69.

7. Water Quality

148. The sampling locations were selected after the field investigations and review of all the water bodies and 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 one location while ground water sampling were carried out at two locations along the alignment and the details are given in below Table 15.

149. 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 road corridor. Samples were analyses as per IS: 10500-1991. Grab sample 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.

Table 15: Water Quality Monitoring Locations Sl. Code Sample Location Village Coordinates Sources 1 GW-1 Pudhukuppam, Erumanur 11°32'10.3"N 79°19'19.0"E Borewell 2 GW-2 Ulundurpettai 11°41'36.3"N 79°18'18.4"E Borewell 3 SW-1 Kattu Nemili 11°39'45.4"N 79°16'55.2"E Kattu Nemili Lake

Table 16: Surface Water Quality Characteristics along the Project Road Sl. TEST CPCB Designated, TEST METHOD UNIT SW1 No PARAMETERS Best Use 1 Color IS 3025 PART 4 Hazen 10 300 2 Odor IS 3025 PART 5 - Agreeable Un-objectionable 3 pH@ 25oC IS 3025 PART 11 - 7.84 6.5 to 8.5 4 Conductivity@ 25oC IS 3025 PART 14 µs/cm 1147 Not Specified 5 Turbidity IS 3025 PART 10 NTU 10.2 Not Specified Total Dissolved 677 6 IS 3025 PART 16 mg/l 1500 Solids Total Suspended 17.6 7 IS 3025 PART17 mg/l - Solids 8 Total Alkalinity IS 3025 PART 23 mg/l 201 Not Specified Total Hardness as 256.4 9 IS 3025 PART 21 mg/l Not Specified CaCO3 10 Calcium as Ca IS 3025 PART 40 mg/l 62.4 Not Specified

11 Magnesium as Mg IS 3025 PART 46 mg/l 24.5 Not Specified 12 Chloride as Cl IS 3025 PART 32 mg/l 126 Not Specified

13 Sulphate as SO4 IS 3025 PART 24 mg/l 77 Not Specified 14 Sodium as Na IS 3025 PART 45 mg/l 114 Not Specified 15 Free Ammonia IS 3025 PART 34 mg/l 4.5 -

16 Nitrate as NO3 IS 3025 PART 34 mg/l 14.4 50 17 Potassium as K IS 3025 PART 45 mg/l 31.2 Not Specified 18 Bicarbonate IS 3025 PART 51 mg/l 201 Not Specified 19 Fluoride as F IS3025 PART 60 mg/l 0.42 1.5 Phenolic Absent 20 Compounds (as IS 3025 PART 43 mg/l 0.005 C6H5OH) 21 *Cyanide as CN IS 3025 PART 27 mg/l Absent 0.05 22 *Aluminium as Al IS 3025 PART 2 mg/l BDL(DL: 0.03) Not Specified 23 *Arsenic as As IS 3025 Part 37 mg/l BDL (DL:0.01) 0.2 24 *Cadmium as Cd IS 3025 PART 2 mg/l BDL (DL:0.01) 0.01 25 Chromium as Cr6+ IS 3025 PART 52 mg/l BDL (DL:0.1) 0.05 26 *Copper as Cu IS 3025 PART 2 mg/l BDL (DL:0.2) 1.5 27 *Lead as Pb IS 3025 PART 2 mg/l BDL (DL:0.01) 0.1 28 Manganese as Mn IS 3025 PART 59 mg/l BDL (DL:0.1) Not Specified 29 *Mercury as Hg IS 3025 PART 2 mg/l BDL(DL:0.0005) Not Specified 30 *Zinc as Zn IS 3025 PART 2 mg/l BDL (DL:0.02) 15 31 Iron as Fe IS 3025 PART 53 mg/l 0.33 0.5 32 Dissolved Oxygen IS 3025 PART 38 mg/l BDL (DL:1) Not Specified 33 COD IS 3025 PART 58 mg/l 45.2 Not Specified 34 BOD, 27̊C 3 Days IS 3025 PART44 mg/l 17.4 3 35 Oil & Grease IS 3025 PART 39 mg/l BDL(DL:5) 0.1 Sodium Absorption 4.41 36 IS 11624 : 1986 meq/l - Ratio 37 Boron IS 3025 PART 57 mg/l BDL(DL:0.01) - 38 Total Phosphorus IS 3025 PART 31 mg/l 0.16 - 39 Total Nitrogen IS 3025 PART 34 mg/l 11.3 - MPN/ 58 40 *Total Coliform IS 1622-1981 500 100ml

150. 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. However, the presence of coliforms indicate presence of organic matter in surface water body.

151. From Table 18 it is clear that the ground water quality parameters were well within the permissible limits for drinking waters as specified by IS 10500:2012 on project road. Overall the ground water quality in the project 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 7.05 7.62 No 4 pH IS 3025 PART 11 - 6.5 8.5 – Relaxation 5 Turbidity IS 3025 PART 10 NTU <1 <1 1 5 Electrical 1348 1704 6 IS 3025 PART14 µS/cm - - Conductivity Total Dissolved 795 1005 7 IS 3025 PART 16 mg/l 500 2000 solids 8 Total Alkalinity IS 3025 PART 23 mg/l 223 288 200 600 9 Total Hardness IS 3025 PART 21 mg/l 238.8 260.3 200 600 10 Calcium as Ca IS 3025 PART 40 mg/l 59.3 60.5 75 200 Magnesium as 22.1 26.6 11 IS 3025 PART 46 mg/l 30 100 Mg 12 Chloride as Cl IS 3025 PART 32 mg/l 208 255 250 1000 13 Sulphate as SO4 IS 3025 PART 24 mg/l 68.4 141 200 400 0.31 0.36 No 14 Iron as Fe IS 3025 PART 53 mg/l 0.3 Relaxation 15 Sodium as Na IS 3025 PART 45 mg/l 145.5 189 - - 16 Potassium as K IS 3025 PART 45 mg/l 18.2 33.1 - - 17 Bicarbonate IS 3025 PART 51 mg/l 223 288 - - 18 Fluoride as F GLCS/SOP/W/015 mg/l 0.41 0.5 1 1.5 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(C6H5 IS 3025 PART 43 mg/l 0.001) 001) 0.001 0.002 OH) *Anionic BLQ(LOQ: BLQ(LOQ:0. 21 Detergents(MBA IS 13428 Anx K mg/l 0.05) 05) 0.2 1 S) 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) Manganese as BDL BDL 24 IS 3025 PART 59 mg/l 0.1 0.3 Mn (DL :0.1) (DL :0.1) 6.3 20.1 No 25 Nitrate as NO3 IS 3025 PART 34 mg/l 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

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. 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 : 0.01) 0.05 Relaxation 0.01) Ammoniacal BDL( DL: BDL( DL: 1) 34 Nitrogen As NH3- IS 3025 PART 34 mg/l 1) - - N BLQ BLQ (LOQ : No 35 *Barium as Ba IS 13428 Annex F mg/l (LOQ : 0.05) 0.7 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: BDL( DL: 1) 38 IS 3025 PART 26 mg/l 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: BDL( DL: 1) No 40 *Sulphide IS 3025 PART 29 mg/l 0.05 1) Relaxation *Molybdenum as BDL(DL:0. BDL(DL:0.0 No 41 IS 3025 PART 2 mg/l 0.07 Mo 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 *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. aromatic 0.00002) 00002) No 44 APHA 6440B mg/l 0.0001 hydrocarbons Relaxation (PAH) MPN/ Absent Absent Shall not be detectable in 45 *Total Coliform IS 1622-1981 100ml any 100ml of sample MPN/ Absent Absent Shall not be detectable in 46 *E.Coli IS 1622-1981 100ml any 100ml of sample Source: Water Quality Monitoring carried out in the month of November - December 2019

8. Air Quality

152. 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: 49

• 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.

153. To establish the baseline air quality, Ambient Air Quality (AAQ) monitoring was carried out in last quarter of 2019 and air quality monitoring stations were set up at 2 locations as indicated in Table 18 along the project road.

Table 18: Details of Ambient Air Quality Monitoring Locations along Road Sl. No Station Location Coordinates Land Use Virudhachalam town at 11°31'59.8"N 1 AAQ1 Residential Area/Urban Danish Mission Hospital 79°19'13.5"E 11°41'11.9"N Residential Area/Semi 2 AAQ2 Ulundurpettai at School 79°17'18.5"E Urban

154. The two 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 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

155. 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 for respective zones as well as with IFC EHS standards.

Table 20: Summary of AAQM Results along the Project Road Section NAAQ (2009)* World Sl. Test Parameters Units AAQ1 AAQ2 Limits Bank (IFC) NO. Standards Standards Limits Sulphur dioxide 1 µg/m3 18.8 21.5 80 - as SO2 Nitrogen dioxide 2 µg/m3 32.2 35 80 40 as NO2 Respirable Particulate matter 3 µg/m3 64.2 60.2 100 50 (Size less than 10 µm/PM10) Respirable Particulate matter 4 µg/m3 23.7 27.6 60 25 (Size less than 2.5 µm/PM2.5) 3 5 Ozone as O3 µg/m BDL(DL:5.0) BDL(DL:5.0) 180 100 6 *Lead as Pb µg/m3 BDL(DL:0.1) BDL(DL:0.1) 1 - *Carbon 7 mg/m3 BDL(DL:1.15) BDL(DL:1.15) 4 - Monoxide as CO 3 8 Ammonia as NH3 µg/m 14.5 13.8 400 - *Benzene as C 9 6 ng/m3 BDL(DL:0.1) BDL(DL:0.1) 5 - H6 *Benzo(a)Pyrene 10 ng/m3 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) 6 - 12 *Nickel as Ni ng/m3 BDL(DL:1.0) BDL(DL:1.0) 20 - 13 * Hydrocarbon PPM BDL(DL:0.01) BDL(DL:0.01) - - *Hydrogen - 14 PPM BDL(DL:0.02) BDL(DL:0.02) - Fluoride

156. The monitored values are compared with National Ambient Air Quality Standards prescribed by Central Pollution Control Board (CPCB) for residential, rural and other areas and IFC standards. 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 23.7 to 27.6 µg/m3. The values are within the CPCB limit at both stations but exceed IFC limit at one station. • PM10: The mean PM10 concentration at ambient air quality monitoring locations varies from 60.2 to 64.2 µg/m3. The values are within the CPCB limit but exceed IFC limit for both stations. • SO2: The mean concentrations of SO2 at all ambient air quality monitoring locations varies from 18.8 to 21.5 µg/m3. The values are within the permissible limit at both stations. • NOx: The mean concentrations of NOx at both AAQM locations range from 32.2 to 35 µg/m3. The values are within the permissible limit at both stations. 51

• CO: The mean concentrations of CO at all AAQM locations were below the detectable limit of the instrument (1.15 mg/m3). The values are within the permissible limit at all the Stations.

157. The Ambient air quality levels meet the National ambient air quality standards for rural, residential and industrial area all along the project road. However, PM2.5, PM10 and SO2 levels are exceeded the IFC EHS standards. The National Ambient Air Quality Standards (NAAQS) prescribed by MOEFCC together with IFC EHS standards are given in Appendix 4.

9. Noise

158. 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.

159. A preliminary reconnaissance survey was undertaken in project road to identify the major noise generating sources along the project road. To assess prevailing noise levels in the surroundings of project road, ambient noise monitoring was carried out considering all categories of land uses along the project road (e.g. commercial, residential and silence zones) 160. A total of 3 locations within the study area were selected for noise level measurements in project road. The selected monitoring locations are representative of sensitive receptors in urban/semi-urban area and residential from rural area. The noise level at the monitoring location is generated from routine human activities and traffic on the road section in urban and rural area. The monitoring location at N1 & N3 are representing noise level in congested urban/semi urban area with commercial activities and traffic on the project road. The location at N2 is a rural area with less or no commercial activities and only traffic on the project road. The locations of noise level measurement are shown in Figure 3 while location detail 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) Virudhachalam town at Residential 11°31'59.8"N 1 N1 Danish Mission Area/Urban 79°19'13.5"E Hospital (Silent Zone) 11°34'10.3"N Residential 2 N2 Periyavadavaadi 79°19'00.5"E Area/Rural Residential 11°41'11.9"N 3 N3 Ulundurpettai at School Area/Semi Urban 79°17'18.5"E (Silent Zone)

161. Methodology: At each of the selected locations, Sound Pressure Level (SPL) measurements were taken at an interval of 1 minute using a sound level meter of Lutron make

Digital Sound Level Meter. At all these locations, daytime noise levels were monitored during the period 6 am to 9 pm and night-time noise levels during the period 9 pm to 6 am following national guidelines. Noise readings, with setting at ‘A’ response - slow mode, were recorded. The readings were tabulated, and a frequency distribution table prepared from which 24-hourly, hourly, and average Leq noise levels were calculated. The baseline values were recomputed to align them with IFC EHS prescribed periods, which is 7am to 10pm for daytime and 10pm to 7am for nighttime.

162. Presentation of Results: It can be seen from the Table 22 that at all the monitoring locations the ambient noise levels exceed 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 78.5 dB(A) and night time noise level is 64.5 dB(A) along the project alignment.

Table 22: Ambient Noise Level in decibel (A) along the Project Road per IFC EHS Prescribed Periods for Daytime and Nighttime CPCB WB/ IFC Monitoring Monitoring Standard Standard Leq L10 L50 L90 Location Duration for for residential residential Day 68.64 71.57 68.19 60.82 55 55 NL1 Night 61.26 62.04 59.3 57.46 45 45 Day 65.04 65.98 62.1 57.32 55 55 NL2 Night 58.63 57.34 56.4 52.56 45 45 Day 61.69 63.38 61.2 56.72 55 55 NL3 Night 53.03 52.84 51.8 50.33 45 45 Source: Noise Monitoring carried out by Consultant Team, 2019

C. Coastal and Marine Resources in Project Influence Area

163. Out of the total coastline of 1076 km in Tamil Nadu, Cuddalore district shares a length of 57.5 km. The project road is approximately 48 km from the sea shore. The project road does not fall under CRZ. In the coastal zone, there are several areas where development has already taken place before 1991. In 1991, the Coastal Zone Regulation notification was issued by the Union Ministry of Environment and Forests to protect the 500 meters zone from the high tide line and along rivers and creeks up to the area of tidal action. CRZ Notification 1991 has been amended in 2011.

D. Biological Environment

1. Forests

164. The recorded forest area in Tamil Nadu state is 22,877 km2 which constitutes 20.21% of the geographical area of the state. Reserved Forests comprise 88.70%, Protected Forests 7.79% and Unclassified Forests constitute 3.51%. The forest cover in project districts is presented in Table 23 (Figure-13) which shows that project districts have less than the state forest cover and only open to moderately dense forest cover are noted in Cuddalore district and less percent of forest cover of very dense forest in Kallakurichi district. However, the ROW of the project road does not fall under any forest area shown in Figure 14 and thus does not attract forest land diversion.

Table 23: Forest Cover in Project Districts (Km2) 4 Geographical % of District VDF MDF OF Total Area (GA) GA Cuddalore 3703 0 47.86 343.1 391 10.56 Kallakurichi and 7194 79.48 301.56 476.52 857.6 11.92 Villupuram TN State 130060 3672 10979 11630 26281 20.21 VDF: Very Dense Forest, MDF: Moderately Dense Forest, OF: Open Forest

Figure 13: Forest Cover Map of Tamil Nadu Showing Project Road

Project Road

Source: Tamil Nadu Forest Department, Government of Tamil Nadu

4 Tamil Nadu State of the Forest Report, 2019.

2. Flora and Vegetation along the project road

165. The road side trees falling within formation width of project road have been enumerated as per the available design. There are total 7410 (3872 on LHS and 3583 on RHS) trees falling with in ROW of the project road. Predominant tree species that generally occur within the proposed ROW of project road are Acacia Arabica, Albizia lebbek, Borassus flabellifer, Ficus religiosa, Lannea coromandalica, Morinda tinctoria, Moringa Sp., Pongamia pinnata, Prosopis juliflora, Tamarindus indicus, Vitex negundo, etc. The shrubs in the study area are Ipomeas gossypiolides, Bambusa arundinacea, Zizyphus jujuba,, etc. The common grasses encountered are Cynondon dactylon, Typha elephantiana, Saccharum spontaneum etc. 166. The tree enumeration details of trees >30 cm girth size along project road are 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. It has been estimated that about 187 trees out of total 7410 will need to be felled for the widening and improvements. The detail of the trees >30 cm girth size and <30 cm girth size is provided in Appendix 5.

Table 24: Tree within Formation Width of Project Road Private Girth (cm) Total

Land <30 (30-60) (60-90) (90- 120) 120 and above Trees LHS 178 2931 175 212 137 239 3872 RHS 135 2687 205 182 109 220 3538 Total 313 5618 380 394 246 459 7410

Table 25: Major Floral Species along the Project Road Botnical Name Tamil Name Habit IUCN Status Acacia Arabica Karuvel Maram Tree - Albizia Lebbek Vagai Maram Tree Least Concern Azadirachta indica Veppa Maram Tree Least Concern Bambusa arundinacea Moongil Shrub - Borassus Flabellifer Panai Maram Tree - Ficus religiosa Arasa Maram Tree - Lannea coromandelica Oothiya Maram Tree - Morinda Tinctoria Nunamaram Shrub - Moringa Sp Murungai Maram Tree Least Concern Pongamia pinnata Punga Maram Tree Least Concern Prosopis juliflora Seemaikuruvai Tree - Tamarindus indicus Puliya Maram Tree - Vitexnegundo Nochichedi Shrub Least Concern Zizyphus Jhulupa Navel Maram Shrub -

3. Protected Areas

167. 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. (Source: Tamil Nadu Forest Department).

168. There is no protected area within 10 km aerial distance of the project site. The area did not record the presence of any critically threatened species. The field survey and investigation also 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 details of protected areas is given in Appendix-6 and list of protected areas within Tamil Nadu is shown in Table 26.

Table 26: Protected Areas of Tamil Nadu SI. Year Name District Area in ha Major Animals Found No. Decl. Wildlife Sanctuaries Elephant, Gaur, Sambar, Mudumalai Wildlife 1 Nilgiris 21,776.00 1940 Chital, Panther, Tiger, Birds, Sanctuary Reptiles Elephant, Gaur, Tiger, Indira Gandhi 2 Coimbatore 84,149.00 1976 Panther, Sloth bear, Wild Wildlife Sanctuary boar Tiger, Bonnet Macaque, Mundanthurai Langurs, Slender Loris, Sloth 3 Tirunelveli 58,207.58 1962 Wildlife Sanctuary Bear, Sambar, Chital, Wild Dog Lion Tailed Macaque, Nilgiri Kalakad Wildlife 4 Tirunelveli 22,358.00 1976 Tahr, Sambar, Sloth Bear, Sanctuary Elephant, Panther, Tiger Grizzled Giant Squirrel, Flying Srivilliputhur Squirrel, Nilgiri Tahr, 5 Grizzled Squirrel Virudhunagar 48,520.00 1988 Elephant, Lion Tailed Wildlife Sanctuary Macaque Black Buck, Bonnet Point Calimere Macaque, Wild Boar, 6 Nagapattinam 1,726.00 1967 Wildlife Sanctuary Flamingoes, variety of birds such as Teals, Gulls Black buck, Spotted deer, Vallanadu Black 7 Thoothukudi 1,641.00 1987 Macaques, Jungle cat, Buck Sanctuary Mongoose, Hares Bonnet Macaque, Nilgiri Kanyakumari Langur, Slender Loris, Tiger, 8 Kanyakumari 40,239.55 2007 Wildlife Sanctuary Panther, Elephant, Bird, jackal, Nilgiri Tahr Sathyamangalam 9 Erode 141,160.94 2011 Elephant, birds etc. Wildlife Sanctuary Megamalai Wildlife Theni & 10 26,910.82 2009 Elephant, birds etc. Sanctuary Madurai Black Buck, Bonnet Point Calimere Thanjavur & Macaque, Wild Boar, 11 Wildlife Sanctuary 12,407.27 2013 Tiruvarur Flamingoes, variety of birds Block A & Block B such as Teals, Gulls

SI. Year Name District Area in ha Major Animals Found No. Decl. Nilgiri Langur, Common Langur, Bonnet Macaque, Indian Giant Squirrel, Kodaikanal Dindigul & 12 60,895.48 2013 Common Giant Flying Wildlife Sanctuary Theni Squirrel, Tiger, Leopard/Panther, Birds, Reptiles, Elephant Gangaikondan 13 Spotted Deer Tirunelveli 288.4 2013 Spotted Deer Sanctuary Grizzled Giant Squirrels, Cauvery North Krishnagiri & 14 50,433.48 2014 Panthers, Elephants, Dhole, Wildlife Sanctuary Dharmapuri Sloth Bear etc. India Gaur, Leopard, Nilgiri Nellai Wildlife Tahr, Sambar, Wild Boar, 15 Tirunelveli 35,673.33 2015 Sanctuary Sloth Bear, Indian Elephant, Lion Tailed Macaque etc. Bird Sanctuaries Cormorants, egrets, gray Vedanthangal Kancheepura heron, spoon billed stork, 16 30 1998 Birds Sanctuary m migratory birds like garguney, teals, shovallers Karikili Birds Kancheepura Cormorants, egrets, grey 17 61.21 1989 Sanctuary m heron, spoon billed stork, Flamingoes, ducks, osprey, Pulicat Lake Birds avocet, cormorants, herons, 18 Tiruvallur 15,367.00 1980 Sanctuary spoon bills, gulls and other migratory birds Vettangudi Birds Cormorants, egrets, herons, 19 Sivagangai 38.4 1977 Sanctuary teals, pelicans Kanjirankulam Ramanathapu Cormorants, egrets, herons, 20 104 1989 Birds Sanctuary ram teals, pelicans Chitrangudi Birds Ramanathapu Cormorants, egrets, herons, 21 47.63 1989 Sanctuary ram teals, pelicans Little cormorant, darter, Udayamarthandpu spoon bill, Indian Reef Heron, 22 ram Birds Tiruvarur 45.28 1998 Grey heron, white necked Sanctuary stork Cormorants, egrets, ibis, Vaduvoor Birds 23 Tiruvarur 128.1 1999 herons and many variety of Sanctuary birds Koonthankulam- Grey pelican, painted stork, 24 Kadankulam Birds Tirunelveli 129 1994 white Ibis, jackal, rat snake Sanctuary Karaivetti Birds Egrets, pelican, grey heron, 25 Ariyalur 453.71 1999 Sanctuary white ibis, spoon bill Vellode Birds Spoon bill, teals, pintail 26 Erode 77.18 2000 Sanctuary ducks, darter Melaselvanur- Ramanathapu 27 Kilaselvanur Birds 593.08 1998 Grey pelican, painted stork ram Sanctuary 57

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

Figure 14: Protected area Map of Tamil Nadu

Project Road

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

4. Fauna/Wildlife

169. 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. 170. 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.

171. 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.

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

173. 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

174. 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 (walkthrough surveys and consultations with local forestry and wildlife officials and local communities). The main findings of this Wildlife Study are summarized herewith.

175. The main objectives of the biodiversity study were to assess and document wildlife and faunal habitats in the project area and along the proposed alignment in particular. The study has been carried out in the months of January–February 2020. The methods including literature review, direct field sightings by transect 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.

176. The fauna along and surrounding the project road incudes mammals such as Indian Hare, Common Palm Squirrel, Brown Rat, Bonnet Macaque, Bandicoot rat, Fruit bat, Common (House) mouse, Indian Crested porcupine, Indian Grey Mongoose, Wild pig. Reptiles such as Rat snake, Fresh water 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 no

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

60 presence of any fauna species listed in Schedule I of the Wild Life (Protection) Act, 1972 of Government of India. The fauna along the project road is presented in below Table 27.

Table 27: List Fauna in the Influence Area of Project Road WLPA 1972: IUCN Threat Scientific Name English Name Schedule Category Mammals Lepus nigricollis Indian Hare Schedule IV 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 Mus musculus Common (House) mouse Schedule V Least Concern Hystrix indica Indian Crested porcupine Schedule IV Least Concern Herpestes edwardsii Indian Grey Mongoose Schedule IV Least Concern Sus scrofa Wild pig Schedule III 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 61

Coturnix coturnix Common quail Schedule IV Least Concern Phalacrocorax fuscicollis Indian Cormorant Schedule IV Least Concern 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

177. 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

178. The project road falls under two districts of Tamil Nadu state, Cuddalore and Kallakurichi. 179. 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. The Kallakurichi District, a part of Villupuram District earlier, was bifurcated and created as a separate district on 26 November 2019 As per 2011 Census data, Kallakurichi district has a total population of 1,377,494. The demographic features of project districts is given in Table 28.

Table 28: Demographic Features of Project Districts as per 2011 Census Villupuram and Description Cuddalore Kallakurichi 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

2. Land Use

180. Table 29 indicates the distribution of land use within 500m area of project road. On the other hand, agriculture is the major land use pattern in both the districts as given in Table 30. It is clear from the Table 30 that Cuddalore and Kallakurichi District has majority of agriculture area. The forest cover is around 10% in Kallakurichi district while in Cuddalore district, it’s less than 1%. Most of the land surrounding project road is agricultural fields with intermittent rural and urban build up structures. 181. This project road passes through many villages and towns namely Virudhachalam, Vijayamangaram, Mangalampettai and Ulunderpettai. As observed, 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 29: Land Use Pattern within 500m Buffer of Project Road Project Major Built Up Areas/Congestion Land Use Predominant Road Points land use • Cultivable land, Built-up • Waste land, Virudhachalam, Vijayamangaram, SH-69 areas, • Semi urban & Mangalampettai and Ulunderpettai Rural area, Agricultural ‐ Source: DPR

Table 30: Land Use Pattern of Project Districts Kallakurichi and Cuddalore District Villupuram District Land Use Area Area Area Area (in ha) (in %) (in ha) (in %) 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

182. 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 63

concept of plan and non-plan expenditure is no longer followed, and a substitute measure could be the capital expenditure as a proportion of the budget. The state budget mentions that it is paying special attention to capital expenditure. The allocation for capital expenditure is about 15% of the total budget expenditure for 2017–2018. 4. Agriculture

183. Agriculture is the most important occupation in the study area of the project road. Total cultivated land in the Cuddalore district is 1,219,891 hectares with net irrigated area of 180,792 ha with the majority of the area being irrigated from the tubewell and canal. Total cultivated land in the Kallakurichi and Villupuram districts is 330,700 hectares with net irrigated area of 243,141 ha with the majority of the area being irrigated from the canal, tubewell and dug wells. Major crops grown in the project district are Paddy, Sugarcane, Groundnut, Coconut etc. Major crops grown in the project districts are as follows:

Table 31: Agriculture Pattern of Project Districts Villupuram and Kallakurichi Crop Cuddalore District District Area (in ha) Area (in %) Area (in ha) Area (in %) Paddy 113529 63 168435 50.93 Sugarcane 37228 20 17202 5.20 Groundnut 21389 6 59842 18.10 Black gram - - 18158 5.49 Coconut 2722 1 - - Others 59537 6 14810 4.48

184. It is clear from the Table 31 that the paddy, sugarcane, groundnut are the main crops in both the project districts. Along the project road paddy crop is the major crop in the agriculture fields. 5. Archaeological and Historical Monuments 185. 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

186. During the environmental and social screening survey, number of sensitive receptors such as school, temple etc. are located along the alignment. 187. There are 36 religious receptors, 6 health centers and 10 educational institutes within 30m from center line of the project road. These sensitive features along the road will be updated following the finalization of the resettlement plan by TNHD and the final detailed engineering design by the EPC contractor of the project road. The list of sensitive receptors/structures are presented in Table 32.

Table 32: Physical/Sensitive Features along the Project Road Distance Sl. from Receptor Chainage Side Remarks No. edge of Type road (m) Religious Structures 1 0+920 LHS 7.7 Not Impacted Temple 2 01+050 LHS 6 Not Impacted Church 3 0+070 RHS 7.3 Not Impacted Temple 4 0+380 RHS 3.1 Partially Impacted Temple 5 1+600 RHS 2 Partially Impacted Temple 6 2+500 LHS 4.7 Partially Impacted Temple 7 2+700 LHS 6 Not Impacted Temple 8 2+650 LHS 1 Partially Impacted Temple 9 2+750 LHS 1 Partially Impacted Temple 10 3+800 LHS 2 Partially Impacted Temple 11 3+950 RHS 6 Not Impacted Temple 12 8+510 RHS 2.2 Partially Impacted Temple 13 8+470 LHS 3.8 Impacted Shrine 14 8+720 LHS 2 Impacted Statue 15 9+880 LHS 2 Impacted Statue 16 10+400 RHS 4 Partially Impacted Shrine 17 10+550 RHS 8 Not Impacted Shrine 18 10+900 LHS 18 Not Impacted Temple 19 13+050 LHS 5.1 Partially Impacted Temple 20 13+100 LHS 1 Impacted Temple 21 13+480 RHS 5 Not Impacted Shrine 22 13+500 RHS 2 Not Impacted Temple 23 15+000 LHS 8 Not Impacted Temple 24 15+100 RHS 26 Not Impacted Temple 25 15+300 RHS 6 Not Impacted Temple 26 15+650 RHS 3 Not Impacted Shrine 27 17+600 RHS 11 Not Impacted Shrine 28 17+680 RHS 16 Not Impacted Temple 29 18+200 LHS 2.4 Not Impacted Shrine 30 20+280 RHS 2 Impacted Shrine 31 20+620 LHS 5 Impacted Shrine 32 21+000 LHS 3 Partially Impacted Temple 33 21+200 LHS 3 Partially Impacted Temple 34 21+200 RHS 11 Not Impacted Temple 65

Distance Sl. from Receptor Chainage Side Remarks No. edge of Type road (m) 35 21+350 RHS 2 Partially Impacted Temple 36 21+050 LHS 11 Not Impacted Temple Health Centres 1 1+800 LHS 11 Not Impacted Hospital 2 2+900 LHS 6 Not Impacted Hospital 3 9+400 LHS 11 Not Impacted Hospital 4 14+550 RHS 11 Not Impacted Hospital 5 17+200 LHS 9 Not Impacted Hospital 6 21+020 LHS 3 Partially Impacted Hospital Educational Institutes 1 1+000 LHS 6 Not Impacted College 2 1+400 RHS 11 Not Impacted School 3 5+800 LHS 11 Not Impacted School 4 12+850 LHS 9 Not Impacted School 5 14+420 LHS 11 Not Impacted School 6 14+750 LHS 8 Not Impacted School 7 14+900 LHS 2 Not Impacted School 8 15+450 RHS 3 Not Impacted School 9 17+700 RHS 12.2 Not Impacted School 10 21+100 RHS 8.3 Not Impacted School Source: DPR (Distance is approx. from the edge of existing road)

V. ANALYSIS OF ALTERNATIVES

A. Introduction

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

B. ‘With Project’ and ‘Without Project’ Scenario (i) ‘With Project’ Scenario

189. The ‘with project’ scenario includes the widening of road section to two lane carriageway with paved shoulders configurations of the existing road section of Virudhachalam-Ulundurpettai Road project road (SH-69) 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.

190. 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

191. 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.

192. 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.

193. 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 67

impacts is an acceptable option than the “without project” scenario. The implementation of the project therefore will be definitely advantageous to achieve the holistic development of the economy and progress of the state.

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 emission Nil • Increase in travel time. protection measures, the traffic congestion due to • Minor change in topography is • Increase case of landslide and soil obstructed movement of vehicles will be expected due to construction of erosion. minimized and thus wastage of fuel emissions embankments. • Increase in fuel consumptions. from the vehicles will be reduced. • Minor changes in land use pattern. • Increase in dust pollution and • Providing better level of service in terms of vehicular emission. improved riding quality and smooth traffic flow. • Land degradation, dust pollution and damage to pastureland, contamination in water bodies due to vehicles travelling along multiple tracks on the open ground. • Reduced transportation costs. • Increase in air pollution due to Nil • Project road will further deteriorate. vehicular traffic. • Possible increase in air pollutants • Increase in noise pollution due to due to poor road conditions and vehicular traffic during increased traffic 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 • Plantation of trees as part of compensatory along the road due to loss of trees. period afforestation • 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 • Nil Nil • Increased adverse impacts on soil due to multiple tracking of vehicles on soil and erosion and loss of vegetation cover. vegetation along the road on soil and vegetation along the road. • Improved drainage capacities 69

With Project Without Project Impacts Impacts +ve -ve +ve -ve Socio-economic Aspects

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

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

194. 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.

C. Location and Alignment Alternatives 195. 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. 196. Apart from engineering considerations of improving the curves or road geometry 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. The project road widening and construction of bypass for Mangalampettai will reduce congestion all along the road. i. Mangalampettai Bypass 197. The project road from km 13+600 to km 17+100 passes through the congested settlement of Mangalampettai town. In this stretch RoW available varies from 10m-15m. Due to this, a bypass for Mangalampettai has been planned. The area around the Mangalampettai town was extensively studied and four alternative alignments were considered for the finalization of bypass alignment. Out of the four alternatives ‘Option 1’ was found as most suitable option for due to technoeconomic, social and environmental considerations. Various parameters considered for finalization of alignment are given in Table 34, while all the proposed alternatives are shown in the Google earth in Figure 15.

Figure 15: Mangalampettai Bypass Options

Table 34: Comparison of Alternatives Considered for Mangallampettai Bypass SL. NO. OPTION 1 OPTION 2 OPTION 3 OPTION 4 Color Brown Green White Magenta Side of Existing Road Left Right Right Right Length (km) 4.95 3.62 4.48 4.23 Extents and length of existing project road 3.6 (13+200 3.7 (13+500 4.4 (12+800 3.6 (13+000 to being bypassed to 16+800) to 17+200) to 17+200) 16+600) (Existing Km) CD Structures, (Approximate) 15 nos 6 nos + 1MNB 6 nos + 1MNB 4 nos + 1MNB Ponds Nil 1 1 1 Buildings Nil 5 1 Nil Irrigation canals 4 3 4 4 ROB Nil Nil Nil Nil Side Roads/Cart Tracks 3 1 1 1 Connected Alignment is Shortest in length Shortest in length Advantages MDR, ODR passing without and passing closer and covers the Roads & Pond affecting the to the settlements town/village location water ponds and avoided buildings

Passes adjacent to Length is more Length is more, Passing in Pond the pond at ch compared to Option Disadvantages and more CD Area. 0+300, and at ch: 2 and posing in pond structures 3+300 it will pass area @ ch: 2+900 to through the pond. 3+100 Land acquisition area (Hect) 14.84 10.86 13.44 12.69 4 (3 MJR, 1 Junctions MNR) 2 (MJR) 2 (MJR) 2 (MJR)

HT Line crossing 2 (Not effected) 1(1Pylon effected) 3 (2 Pylon Effected) 2 (Not effected) Estimated cost 27,52,50,000.00 21,11,55,000.00 24,99,00,000.00 23,86,50,000.00 (Approx. Rs)

198. The selected 'option-1’ avoids the congested settlement of Mangalampettai town from km 13+600 to km 17+100. This option has minimum social impacts and lesser numbers of CD structures. This has minimum conflicts with side roads and irrigation canals. The ROW for the bypass has been kept 30m bare minimum to accommodate 2 lane cross section with paved shoulders. 199. This bypass will avoid massive LARR problems and erratic road geometrics. The bypass will also be reducing air and noise pollution at Mangalampettai town. From the Table 35 and above discussion, it is clear that the selected option number 1 is the best option from environmental consideration also.

D. Design Decision Constraints for Various Alternatives 200. Road widening and design speed were considered for the various alternatives considered for the project. The design decisions were taken up considering the following factors also: • Road submerges in rainy season; • Public water taps and water tanks along the corridor; • Religious structures; • Roadside ponds; • Hand Pumps; • Bore Wells and wells; • Presence of canals, rivers and drains; and • Congested settlements.

E. Engineering Alternatives Considered 201. Design improvement in the project road is done taking into consideration of lane configuration, widening scheme, speed, embankment height and the urban or rural setting of the project road. The substandard geometry in the rural area has been eliminated in the proposed design for the project road.

F. Alignment and Widening Alternatives 202. Lane Configuration: Based on the traffic requirement, the project road requires 2 lane configuration with paved shoulders. The paved shoulder will help to segregate slow moving and non-motorized traffic. This will provide higher speed and safety to the through traffic. There are three widening options for the project road namely:

• Concentric • Eccentric left and • Eccentric right.

203. In CKICP, maximum utilization of Existing Right of Way (ERoW) has been made. This will result in the maximum utilization of existing formation width and the minimum consumption of natural resources for the new formation width. Involuntary resettlement impacts will also be the minimum in utilization of ROW.

G. Alternatives for Construction Materials 204. In CKICP, the aim is to utilize available ROW to the extent possible to avoid land acquisition. Due to this there is the maximum utilization of the existing formation of the road. This will result in minimization of construction materials requirements as new formation will require more quantities of GSB, earthworks and aggregates.

205. Further, the locations where either existing road formation is raised or severely distressed, the existing pavement crust up to WBM/WMM will be utilized as either part of the subbase course or base course of the proposed new pavement as per Clause 7.2.1 of IRC: 37-2012. The measurement items/specifications will be formulated to account for salvaging or recycling of the existing pavement. 206. These both measures will have lesser impacts on natural resources and reduction in pollution on account of transportation and handling.

H. Alternatives for Construction Technologies 207. The project plans to use Hot Mix Asphalt Technology for construction due to competence of local contractors and similar projects being implemented with this technology in the country. 208. The cold mix technology, although available is not being opted because of non-availability of enough qualified contractors for this.

VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A. Introduction

209. 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. 210. 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. 211. 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: • Physical environment – air quality and greenhouse gas emissions, land and soil, and groundwater quality and quantity • Biological environment – terrestrial and aquatic vegetation, mammals, avifauna, and ecologically important areas • 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.

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

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

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

• 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). • Project area of influence is defined as ROW plus 500m on either side • 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. 214. 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.

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

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

(iii) 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.

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 exceeds the World Bank group standards for ambient air quality. GHG emissions Medium Firewood burning is the major contributor in the ambient pollution load. Vehicular pollution is a 77

Sensitivity VEC Remarks Level 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 form quantity 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 section, and pollution 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 core aquatic vegetation /buffer zone of any notified protected areas. Fauna (mammals, Low There are no vulnerable/ endangered or rare birds, fishes, reptiles, species fauna around the project site. amphibians) Ecologically Low The project is not located in core/ buffer zone of important areas protected area and no vulnerable/ endangered wildlife habitat is located near to road alignment. Social environment Private land and Medium The proposed project road will involve the buildings acquisition of 14.2350 Ha of private land belonging to 433 landowners and will impact 318 private structures. Out of the total affected structures 32.39% (103 out of 318) are primary structures (residence, commercial and residential cum commercial) and of which 84.47% (87 out of 103) are significantly affected and require to be rebuilt, while for the remaining 16 of primary structures will bear non-significant impacts. Among the significantly affected structures (87 numbers), 55.17% are being used as residence, 40.23 % are used for

Sensitivity VEC Remarks Level commercial purpose and remaining 4.6% are used for residence cum commercial purpose. 25.79% of the affected structures are owned by titleholders, 48.11% are owned by encroachers, 21.38% are owned by squatters (including one squatter owner) and 4.72% are kiosks.

The project involves acquisition of 14.235 ha of land, which includes 12.77 ha of land for the Mangalampettai bypass. Public property/ Medium The project will affect 27 common property infrastructure/utility resources. Out of these, 8 are portion of structures compound wall of either religious centres or government offices, 6 are places of worship which includes small shrine and small temples, two are statue of dignified persons, 4 are ‘hundi’ (structure to receive cash offerings from public for religious centres) and remaining 7 are ACC sheets of religious buildings (mainly extended roofs). The ROW is available for widening or even minimum improvement of road geometry, 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 night time. Vibration Low The structures are located away from CoI. Since road is existing one the vibration impacts are not expected to be high. Occupational health Medium Road construction and increased traffic will lead and safety 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 Low There are no adverse impacts anticipated on resources (PCR) historical places/monuments. However, there are small shrines along the road.

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

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

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 pointing 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.

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, 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 C -ve temporary -ve limited -ve medium -ve moderate construction 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 C -ve permanent -ve limited -ve low -ve minor work, 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) Groundwater pollution due to labour camp C -ve temporary -ve local -ve low -ve minor activities No anticipated impacts O N N N N 1.6 Ground water quantity None D N N N N (Low sensitivity) Construction water requirement (avg. 300 KLD and peak 400 KLD) and domestic C -ve temporary -ve local -ve low -ve minor water requirement (20 KLD) for workers None O N N N 81

VEC/Sensitivity Impact/Activity Stage Duration Area Severity Significance 1.7 Land degradation/ pollution Changes in the local-level topography and D -ve permanent -ve local -ve medium -ve minor (Low sensitivity) appearance of the project site Drilling, cutting, earthwork, quarrying, pavement works, stripping of top soil, C -ve temporary -ve limited -ve medium -ve moderate debris generation, oil and grease spoils disposal Soil erosion prevention O +ve permanent +ve limited +ve medium +ve 2. Biological environment 2.1 Trees, terrestrial and Vegetation clearing and removal of trees D -ve temporary -ve limited -ve medium -ve moderate aquatic vegetation Drilling, cutting, road widening, Vegetation (Low sensitivity) C -ve temporary -ve limited -ve medium -ve moderate clearing and removal of trees

Planting of trees O +ve permanent +ve local +ve medium +ve 2.2 Terrestrial fauna (mammals, Accident of wild mammals/birds/insects D -ve permanent -ve limited -ve medium -ve moderate birds, insects) Use of construction materials, labour -ve medium (Low sensitivity) C -ve temporary -ve limited -ve moderate camp reduced human-animal conflict due to O +ve permanent +ve local +ve medium +ve improved road safety features 2.3 Important species and Loss of vegetative cover D -ve temporary -ve limited -ve medium -ve moderate Ecologically important areas (Low sensitivity) Labour camps, dust and pollution C -ve temporary -ve limited -ve medium -ve moderate No anticipated impacts O N N N N 3. Social environment 3.1 Private land and buildings Temporary structure and shrines likely to (Medium sensitivity) be affected due to widening of road D -ve permanent -ve local -ve medium -ve moderate section Limited use of private land for ancillary C -ve temporary -ve local -ve low -ve minor facilities Possible impacts are not directly O N N N N attributable 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

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 (>3dB)

Quarrying, material transport and storage, drilling, blasting and hill cutting, pavement C -ve temporary -ve limited -ve medium -ve moderate works, culvert 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 C -ve temporary -ve local -ve high -ve moderate while 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, debris generation Potential increase in accidents due to O -ve permanent -ve limited -ve medium -ve moderate increase in traffic Better access to healthcare and education O +ve permanent +ve limited +ve medium +ve 3.7 Physical cultural resources (PCR) None D, C, O N N N N (Medium sensitivity) Note: +ve = positive impact; -ve = negative impact; AG = above ground; C = construction stage; D = design & pre- construction stage; N = neutral; O = operation stage; PC = pre-construction; UG = underground; VEC = valued environmental component

: positive impact : minor negative impact : moderate negative impact : major negative impact 83

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 22.855 km of the existing state highway 69. 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 187 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.

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 and borrow and disposal sites; • Stone crushing, handling and storage of aggregates in asphalt plants; • Site leveling, clearing of trees, laying of asphalt, construction of bridges; • Concrete batching plants; • Asphalt mix plants – due to the mixing of aggregates with bitumen; and • Construction of structures and allied activities 2. Generation of harmful • Hot mix plants; emissions including • Large construction equipment, trucks and asphalt SO2, NOx and HC producing and paving equipment; • 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 • ambient air quality monitoring shall be done regularly at representative sensitive locations to ensure that all the emissions from construction activities are within CPCB 85

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 in to two wheeler, four wheeler, Light commercial vehicles (LCVs), Bus and high commercial vehicles (HCVs), based on the traffic survey at different road stretched along the highway. The annual average daily motorized traffic data are given in Table 39 with future projected traffic growth.

Table 39: Annual Average Daily Traffic Data Year 4W LCV Truck Bus 3W 2W 2020 1839 533 892 873 54 4367 2025 2695 681 1150 1274 80 6409 2030 3806 869 1472 1794 114 9064 2035 5197 1109 1879 2443 156 12393

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 (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 25.2 91 270 6 29.76 0 0 2:00 24.8 94 270 8 29.76 0 0 3:00 24.4 93 270 5 29.83 0 0 4:00 23.9 91 315 6 29.83 0 0 5:00 24.1 88 270 3 29.83 0 0 6:00 24.8 87 270 5 29.82 0 0 7:00 24.9 85 315 2 29.82 0 0 8:00 25.3 81 315 5 29.82 0 0 9:00 27.9 79 315 6 29.75 0 0 10:00 29.8 78 315 5 29.75 0 0 11:00 30.2 66 315 8 29.75 0 0 12:00 30 84 45 4 29.76 0 0 13:00 31.4 61 45 5 29.76 0 0 14:00 31.6 67 315 6 29.76 0 0 15:00 31.1 65 315 7 29.81 0 0 16:00 30.4 70 45 5 29.81 0 0 17:00 29.8 77 315 6 29.81 0 0 18:00 27.2 80 45 2 29.8 0 0 19:00 27 83 315 7 29.8 0 0 20:00 26 82 45 5 29.8 0 0 21:00 25.8 91 45 3 29.76 0 0 22:00 25.3 92 45 2 29.76 0 0 23:00 25.1 94 315 3 29.76 0 0 24:00 25.6 92 45 5 29.76 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, 100m, 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 two locations throughout the alignment on two alternate days in a week. The background pollutant concentrations that were taken for model predictions are listed in Table 42.

Table 42: Average Background Concentration of Pollutants along the Alignment

Average Background Pollutant Unit concentration

NOx 33.6 µg/m3 3 PM10 62.2 µg/m 3 PM2.5 25.65 µg/m CO 0 mg/m3

232. Predicted Pollution Levels: The model has been setup and run to predict hourly average CO, PM2.5, PM10 and NOx concentrations for the years 2020, 2025, 2030 and 2035 using forecasted traffic data on proposed highway. The predicted hourly average concentration of CO and 24 hourly average concentration PM2.5, PM10, SO2 and NOx during peak traffic are shown in Tables 43 to 46 for proposed highway project.

Table 43: CO Predicted Concentrations (µg/m3) along the Proposed Road CO Concentration (µg/m3) Distance from the centre line of the road, m. (Left Distance from the centre line of the road, m.

Year side) (Right side) - -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 500 500 2020 1.71 3.02 5.21 10.58 21.04 31.88 44.84 36.67 25.28 15.42 6.99 3.63 2.09 1.07 2025 2.39 4.22 7.28 14.77 29.38 44.51 62.61 51.21 35.31 21.53 9.76 5.07 2.91 1.49 2030 3.29 5.81 10.03 20.36 40.49 61.33 86.28 70.65 48.72 29.71 13.46 6.99 4.02 2.06 2035 4.42 7.81 13.48 27.36 54.42 82.44 115.97 94.94 65.44 39.91 18.08 9.39 5.40 2.77

Table 44: PM2.5 Predicted Concentrations (µg/m3) along the Proposed Road

PM2.5 Concentration (µg/m3) Distance from the centre line of the road, m. (Left Distance from the centre line of the road, m. Year side) (Right side) -500 -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 500 2020 25.71 25.75 25.84 26.04 26.48 26.96 27.55 27.66 27.03 26.49 26.02 25.84 25.75 25.70 2025 25.72 25.79 25.90 26.17 26.74 27.38 28.16 28.31 27.47 26.76 26.14 25.90 25.79 25.72 2030 25.75 25.83 25.98 26.34 27.11 27.96 29.01 29.17 28.07 27.12 26.31 25.98 25.83 25.74 2035 25.78 25.89 26.08 26.55 27.56 28.68 30.04 30.27 28.82 27.57 26.51 26.08 25.89 25.77

Table 45: PM10 Predicted Concentrations (µg/m3) along the Proposed Road

PM10 Concentration (µg/m3) Distance from the centre line of the road, m. (Left Distance from the centre line of the road, m. Year side) (Right side) -500 -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 500 2020 62.26 62.30 62.39 62.59 63.03 63.51 64.10 64.21 63.58 63.04 62.57 62.39 62.30 62.25 2025 62.27 62.34 62.45 62.72 63.29 63.93 64.71 64.86 64.02 63.31 62.69 62.45 62.34 62.27 2030 62.30 62.38 62.53 62.89 63.66 64.51 65.56 65.72 64.62 63.67 62.86 62.53 62.38 62.29 2035 62.33 62.44 62.63 63.10 64.11 65.23 66.59 66.82 65.37 64.12 63.06 62.63 62.44 62.32

Table 46: 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 -5 5 10 20 50 100 200 500 2020 34.2 34.6 35.5 37.5 41.8 46.6 52.4 53.4 47.2 41.8 37.3 35.5 34.6 34.1 2025 34.4 35.0 36.1 38.8 44.7 51.2 59.0 60.4 52.0 44.8 38.6 36.1 35.0 34.3 2030 34.6 35.5 37.0 40.7 48.6 57.4 68.1 69.9 58.5 48.7 40.3 37.0 35.5 34.5 2035 35.0 36.1 38.1 43.0 53.5 65.2 79.4 81.8 66.7 53.7 42.6 38.1 36.1 34.8

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 -5 5 10 20 50 100 200 500 2020 20.2 20.2 20.2 20.2 20.3 20.4 20.5 20.5 20.4 20.3 20.2 20.2 20.2 20.2 2035 20.2 20.2 20.2 20.3 20.5 20.8 21.1 21.1 20.8 20.5 20.3 20.2 20.2 20.2 *Note-SO2 predictions’ not done for 2025 and 2030 as there is very minor change in SO2 concentration from year 2020 to 2035 (less than 2.0 µg/m3) this can be seen from the results of air modelling given in Appendix-7.

233. Green House Gases Emissions: Upgrading and strengthening the surface condition of existing SH-69 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-69. Most common types of vehicles that would move on the particular section are motor cycles, three wheelers, cars, vans, buses, light and heavy commercial vehicles. Thus, emission of Carbon Dioxide (CO2) from motorized vehicles which is a GHG needs to be analysed 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 two sections of SH-69 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 47: CO2 Emission at BAU, Project With and Without Induced Traffic Parameters Emission of CO2 in Ton/km/year BAU 175.17 Project with induced traffic 172.59 Project without induced traffic 172.59 Net reduction in CO2 emission 2.57

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-69 to be improved is 22.855 km. Based on the net change in CO2 emissions or CO2 savings of the sections is 2.57 Tons/km/year, and thus the proposed investment program of SH-69 as will save emissions of 58.79 Tons CO2/year. 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, and SO2 over the existing ambient air quality are found to be within the National Ambient Air Quality Standards of CPCB, But the predicted levels for PM2.5, PM10, CO and NOx are higher than the IFC EHS guideline limits for all the parameters monitored. Since the project will improve the road conditions it is not expected to 91

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 project is projected to have minor residual impact on the air quality. It is expected that with proper and regular road maintenance, the road improvement will not have significant negative residual and cumulative impacts on road quality. 2. Surface water quality and quantity

Design and pre-construction stage – moderate negative impact 240. During preliminary planning and design of this project, the Consultant has taken into account the need for:

• reduced incidence of embankment erosion due to inadequate drainage; • providing adequate culverts/drains; • 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 will be minimal.

Construction stage - minor 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 of C&D spoils into water bodies; • chemicals and oils are stored in secure, impermeable containers, and disposed of well away from surface waters In an environmentally sound manner while adhering to applicable laws and regulations; • no vehicle repair/cleaning activity is allowed within 300m of water bodies/drains; • construction camps are equipped with sanitary latrines (septic tanks); • construction establishments such as construction camps, labor camps, asphalt/concrete mixing stations, stone crushing units should be located away from the water bodies. Domestic and sewage wastes from labor camps shall be treated with a sewage treatment system (septic tanks) to comply with the standards specified by CPCB and WBG before disposal. Testing of effluent has to be done in accordance with the rules and regulations of CPCB and SCPB; • the work on bridges and culverts 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. 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 93

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. 300 KLD and peak 400 KLD) will be met through local rivers and other canals in the project area. Domestic water requirement (20 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 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 nearby approved quarries. 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 centreline 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 367,498 cum of coarse aggregates, sand 30,082 cum and 320,989 cum of borrow earth 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. 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 from approved quarries. The following criteria are applied for locating the borrow areas:

• If new borrow areas are opened for the project, they should obtain necessary clearances; • borrow areas are not established in ecologically sensitive areas; • villagers are consulted in regard to the design and location of all borrow areas – these should ensure the safety of local communities and, if possible, should incorporate beneficial post construction features for the villages; • located away from the road as well as the road, so as to minimize visual and slope stability impacts; • construction facilities such as temporary workers camp, hot mix plants, and concrete batching plant and stone crushers will not be established in reserve and protected forests. Local forest department, village panchayat committees should be consulted before locating these temporary project facilities; • construction camps for labourers should be located at a suitable distance away from settlements in accordance with relevant national or state regulations such as the State Pollution Control Board and in a manner to avoid stressing local resources (water, electricity etc.) and away from forest and protected areas as per recommendations of local forest department; • 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 95

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 a result in significant land instabilities. 267. Given the e 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. 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; • all operation areas will be water sprinkled to control dust levels to national ambient air quality standards; and • borrow areas are provided with gentle side slope that are connected to the nearest drainage channel to avoid the formation of 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 road sides. Bituminous material should be examined for PAH to establish if it can be recycled/reused for road construction. If not, the bitumen shall be treated as hazardous waste and disposed of in pre-identified and approved disposal sites; • Any construction and demolition waste generated during the construction phase should be managed in accordance with the C&D Waste Management Rules, 2016. As far as possible, demolition and construction waste should be segregated and recycled. The unserviceable waste left after recycling should be dumped in pre- identified and approved pits as per Construction & Demolition Waste Management Rules. All required permissions shall be obtained from the concerned authorities before disposal of the debris; • cut slopes should be re-vegetated immediately after widening activities; and • cut material should be disposed of in suitable depressions. 97

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; • equipment and fuel depots will be placed in safe zones away from drinking water sources and riverbanks; and • 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 & Spoil Disposal Management – Appendix 10; • Borrow Area Management – Appendix 11; and • Quarry Area Management – Appendix 12

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 or 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; • Under the mandatory afforestation program approximately 1870 trees will be planted within the project area; • The plantation under compensatory afforestation plan will be scheduled within 15 months of the construction works, as preparation of seedlings in the approved nursery will start with commencement of construction work for the project road; and

• budget provisions for following the mandatory afforestation program which requires planting trees at the rate of 1:10 for trees cut (1870 in total) 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:

• 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 99

• 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.

Operation stage – positive impact

2. Ecologically important areas

Design and pre-construction stage – moderate negative impact

289. 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. 290. 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. 291. 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 292. 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.

293. 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

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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. 294. 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. • Strict anti-poaching surveillance measures will be implemented, especially during project construction phase. • Use only existing licensed quarries for sourcing aggregates. Further, any newly- established quarries – whether inside or outside of rivers and streams – have potential to clear Natural Habitat. These risks can be simply and effectively avoided by sourcing of all aggregates only from existing licensed quarries outside of rivers and streams. • Avoid borrow pits in areas of Natural Habitat (Water reservoir/Stream) and within 200 m of waterways. No borrow pits will be allowed at least 200 m next to waterways. This will help avoid risks of runoff and sedimentation impacting aquatic Habitat. Further, to avoid additional Project impacts on Natural Habitat, no borrow pits will be established in areas of Natural Habitat. • Installation of speed limits caution boards and speed breakers at identified location, informatory boards for road users. 295. 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 296. If the mitigation measures described above are implemented as planned, an overall positive impact of more sustainable use of natural resources.

F. Impacts on Social Environment

297. The sensitive location 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 298. Impact: There will be moderate impacts due to acquisition of 14.2350 ha. private land as the proposed widening will be accommodated within existing ROW. Community impacts are 101

mostly due to the resettlement of people due to widening of the project road and to accommodate the bypass for Mangalampettai town for a length of 5.1 km. 299. The proposed project road will involve the acquisition of 14.2350 ha of private land belonging to 433 landowners, the transfer of 2.1986 ha of government land and will impact 318 private structures. The impact to 318 private structures will cause the physical displacement of 48 households, the economic displacement of 35 households, the physical and economic displacement of 4 households and non-significant impacts on 231 households. The project also will impact on 36 tenants and 24 employees. There are 433 landowners from whom land will be acquired and of whom 271 agricultural landowners will be losing 10 percent and more land and would face economic displacement. In addition to this, the proposed improvements will cause impact to 27 common property resources. In all, the project will cause impact to 729 households comprising of tentatively 2,989 persons (projected figure based on the detailed socio-economic survey done for 77 HHs). It was noted that the relocation of structures will be required at congested locations along the project road Virudhachalam, Vijayamangaram, Mangalampettai and Ulunderpettai. The widening options have been devised to minimize impacts of structures. 300. 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. 301. 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 302. 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. 303. 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. 304. 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 305. 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

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306. Impact: On the project road, utilities interfere with the ROW at few locations that will have to be shifted and removed prior to construction. 307. 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. 308. Residual Impact: With proper preparation no residual impacts are to be expected.

Construction stage – minor negative impact 309. 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. 310. Mitigation Measures: Contractor will prepare and implement traffic management plan. Key hazard points will have proper signs indicating the nature of the problem envisaged. Road closures and 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 (newspaper etc.) or through the local community heads. 311. 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 312. During the operation stage of the project no impact on public infrastructure and utilities is expected.

3. Noise and disturbance

Design and pre-construction stage – moderate negative impact 313. Impact: The ambient noise level throughout the road section exceeds the standards for residential areas except at some locations. During the construction period, noise will be generated from the operation of heavy machinery, the haulage of construction materials to the construction yard and the general activities at the yard itself. Concrete mixing and material movements will be the primary noise generating activities and will be uniformly distributed over the entire construction period. These construction activities are expected to produce noise levels in the range of 80-95 dB(A) at a distance of about 5m from the source. Cost of standard solid (concrete) noise barriers have been included in the bid documents for sensitive receptors identified during detailed project report preparation.

314. 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 48.

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Table 48: 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)

315. 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 49.

Table 49: 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.

316. Typical noise levels associated with various construction activities and equipment are presented in Table 50.

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

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

317. 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.

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

Construction stage - moderate negative impact 319. 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. 320. 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. The sensitive receptors identified within 50m from the centre line along the proposed project road as given in Table-32. 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. 321. During construction, varying degree of noise impacts are likely to be felt by the communities of main settlements i.e. Virudhachalam, Vijayamangaram, Mangalampettai and Ulunderpettai and other small settlements along the project road. However, the identified 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. 322. Mitigation Measures: In construction sites within 500 meters of a settlement, noisy operations should cease between 22:00 and 06:00 hrs. Regular maintenance of construction vehicles and machinery must also be undertaken to reduce noise. 105

323. Timely scheduling of construction activities, proper maintenance of construction machineries, use of personnel protective equipment, etc. will minimize these impacts. 324. 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 (10.30 am to 3.30 pm) and on holidays (Saturday and Sundays). The schedule will be prepared/modified in consultation with the community and relevant local authorities. Baseline noise will be established for all sensitive areas prior to construction and follow up noise monitoring will be carried out during the construction. 325. Implementation of suitable mitigation measures will reduce the construction noise to acceptable limits. Mitigation measures should include:

• Installations of 3m 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. 326. 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 327. 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. 328. 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

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• Motorcycles: all vehicles with two or three tires and an open-air driver and passenger compartment. 329. The procedure for prediction of noise levels involves the following steps:

• Identification of various receivers, • Determination of land uses and activities which may be affected by the noise generated, • Assemble input parameters, and • Application of the model. 330. 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

331. 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 51 and equivalent observed noise levels from field monitoring is shown in Table 52.

Table 51: Annual Average Daily Motorized Traffic Data Year 4W LCV Truck Bus 3W 2W 2020 1839 533 892 873 54 4367 2025 2695 681 1150 1274 80 6409 2030 3806 869 1472 1794 114 9064 2035 5197 1109 1879 2443 156 12393

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Table 52: Equivalent Background Noise levels Equivalent Noise Levels in dB(A) DAY NIGHT 66.01 58.78 Note: Derived from baseline noise levels.

Table 53: Predicted Noise Levels along the Project Road Day LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 66.0 66.2 66.8 68.7 70.1 70.1 68.7 66.8 66.2 66.1 2025 66.1 66.3 67.2 69.5 71.2 71.1 69.5 67.1 66.2 66.1 2030 66.1 66.4 67.5 70.4 72.2 72.2 70.4 67.5 66.3 66.1 2035 66.1 66.5 68.0 71.2 73.2 73.2 71.2 67.9 66.4 66.1 Night LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 59.0 59.7 62.1 66.3 68.5 68.5 66.3 62.0 59.6 59.0 2025 59.1 60.1 63.0 67.5 69.9 69.9 67.5 62.9 59.8 59.1 2030 59.2 60.5 63.9 68.8 71.3 71.3 68.8 63.8 60.2 59.2 2035 59.3 61.0 64.8 70.0 72.5 72.5 70.0 64.7 60.6 59.3

332. 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. 333. 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. 334. From Table 53, it is observed that predicted noise levels (Leq) near the receivers within 20m from the center line of the road are found to be higher than desired levels for the respective landuse categories. The baseline noise levels (2019) are already higher than the permissible limits of CPCB for different land use categories for day and night. The predicted levels based on noise modelling 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 within 50m. Mitigation measures suggested in EMP such as installation of noise barriers should be adopted for the sensitive receptors falling within 50 m centre line of the road. The detailed noise assessment and prediction is presented in Appendix 13. 335. 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

108 a combination of these measures may be able to bring down the noise within acceptable range. These measures can be incorporated in the final detailed engineering by the contractor after consultation with affected persons so that the most suitable mitigation measures are considered. For example, solid noise barriers can reduce noise by 8- 9 dB which will bring noise levels down within permissible limits, but these can be obstructive especially along market areas or storefronts where sensitive receptors may also be located. The final measures considered should be reviewed and approved by the CSC and the PIU.

4. Vibration

Design and pre-construction stage – neutral impact 336. 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 337. 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. 338. 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 54: Vibration Generated from Different Construction Equipment Equipment Reference PPV at 25 ft. (in/sec) Vibratory Roller 0.21 Large Bulldozer 0.089 Caisson Drilling 0.089 Loaded Trucks 0.076 Jackhammer 0.035 Small Bulldozer 0.003 Sources: Federal Transit Administration 2006 (except Hanson 20016 for vibratory rollers) 339. 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.

6 Peck R B, Hanson W E and Thornburn T H (1974). Foundation Engineering. John Wiley and Sons, New York. 109

D = distance from equipment to the receiver in ft. n = 1.1, attenuation rate(7) 340. 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 55: Building Vibration Damage Assessment Criteria Building Cosmetic Assumed Vibration Source Damage Building Damage Building Description Reference for Threshold ppv Coupling Risk Criteria (mm/s) Loss Level Extremely fragile historic buildings, ruins, ancient 2 Caltrans/BART n/a monuments Fragile buildings of clay High Risk construction with shallow 3 Caltrans 1 A (<1m) rubble footings Fragile buildings of clay High Risk construction with concrete 3 Caltrans 0.5 B foundations/footings Residential brick built on Medium concrete BS 7385/DIN 10 0.5 Risk foundations/footings and 4150 light commercial Heavy commercial, industrial BS 7385/DIN Low Risk 25 0.5 and framed buildings 4150

341. 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-55. However, vibration during construction may induce cracks and damages to structure next to road alignment particularly overhead water storage tanks and identified buildings or sensitive receptors. 342. 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.

7 WOODS, R.D. and JEDELE, L.P., 1985. Energy-attenuation relationships from construction vibrations. American Society of Civil Engineers, Proceedings of ASCE Symposium on Vibration Problems in Geotechnical Engineering, Detroit, Michigan, G. Gazetas and E.T. Selig, Editors, pp. 229-246.

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343. 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. 344. 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 345. 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. 346. 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. 347. 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 348. No impacts on occupational health and safety are expected to arise from the design phase of the project. Road design proposed standards are consistent with the parameters recommended in the relevant standards of the IRC and are detailed in Chapter III of this report.

Construction stage - moderate negative impact 349. 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-bys falling debris or flying objects;

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 111

• caught-in-betweens due to rotating equipment or unguarded parts of construction machinery; and • electrocution risks while carrying out work or residing in campsites. 350. The construction camps are anticipated to house up to 150 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; and • outbreaks of malaria, typhoid, cholera etc. amongst the labour force; and given the current COVID-19 pandemic there is also a risk of construction workers being exposed to this and other communicable viral diseases, particularly given construction is directly within the community and the transient nature of the construction workforce. 351. Mitigation Measures: The following shall be followed before, during, and after construction activities, as applicable: • The Contractor will be required to conduct workplace risk assessment to identify potential risks to workers. • The Health and Safety Officer shall also conduct regular training on health and safety. • The contractor is responsible for instituting measures and procedures to maintain cleanliness and order in campsites and construction sites. • The Contractor will provide facilities such as dust bins and collectors for the temporary storage of all waste. This waste should be adequately stored to avoid pollution of water supplies and water sources and to avoid dust formation. • The Contractor will be responsible for the safe removal and/or storage of all waste in order to prevent environmental pollution of any type that may be harmful to people or animals. • All necessary safeguards should be taken to ensure the safety, welfare and good health of all persons entitled to be on the sites and to ensure that works are carried out in a safe and efficient manner. • All personnel working at vulnerable site locations will wear safety helmets and strong footwear (OSHA recommended PPE). • It should be ensured that all workmen and staff employed on site use proper safety equipment – for example, eye protectors, ear plugs, safety helmets, the designated safety equipment when working over water – and that proper rescue equipment is available. • Fire extinguishers and first-aid equipment will be kept at all sites. • Additional health and safety protocols for prevention and control of the spread of COVID 19 and other communicable diseases shall be put in place in accordance with local/national guidelines and international best practices. • To ensure safe construction, lighting devices and safety signals shall be installed and traffic rules and regulations to be strictly followed. • The electrical equipment should be checked regularly to avoid risks to workers. Adhere to strict schedule for completion of road works and avoid prolonged construction and disturbance.

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• 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.

352. 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 Plan10. 353. 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. 354. 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 355. 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.

10 For 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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6. Community health and safety and local resources

Design and pre-construction stage – neutral impact 356. 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 357. 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. 358. Mitigation Measures: To prevent problems between construction workers and the local communities, the contractor should provide the construction camps with facilities such as health care clinics, places of worship, and occasional entertainment. During construction, benefits to local people can be maximized if the contractor recruit construction workers locally regardless of gender. Contractor should also not discriminate in the employment of women. The contractor will be required to develop a community health and safety plan which will also include emergency response and preparedness procedures. 359. 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. 360. 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 361. Impacts: The improvements of the project road are expected to benefit the socio- economic conditions of communities in and around the project area. Improved access and reduced travel time and cost will be major stimuli to economic growth, health and education, particularly in rural areas. Better access of agricultural goods to market will be important and a major contributor to poverty reduction. These benefits are likely to have a positive impact on community health. Some risks associated with improved road such as accidents etc. are however anticipated. Implementation of road safety measures will minimize these risks. Section 10 under Design Standards of Chapter III deals with traffic safety features, road furniture, road markings and other facilities which shall contribute to increased safety, not only for vehicles but also pedestrians and other road users. Geometric and sight distance improvement considered in the road designs used during bidding are also meant to improve fundamental features of the road to increase safety.

G. Physical and Cultural Resources

362. 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

114 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

363. 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. 364. 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. 365. 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

366. 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 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 (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

367. 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

368. 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. 369. 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

370. 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 two locations along the project road section during initial surveys. 371. In total over 2 consultation session were organized along SH-69 project road. Table 56 show the details of the public consultations carried out along the project road section. The public consultation meetings were organized during month of January 2020 at Virudhachalam and Erumanur to disseminate the information regarding widening and strengthening of road SH-69, respectively by the officers of Highways Department, Government of Tamil Nadu and staff of DPR consultant.

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372. A total of 34 participants including 28 males and 6 females attended the public consultation meetings. Table 56 show the details of the public consultations carried out along various road sections.

Table 56: The Details of Public Consultation for Project Road Village/Town Date of No of participants Sl. No. Name Consultation M F T 1 Virudhachalam 30/01/2020 7 6 13 2 Erumanur 28/01/2020 21 0 21 Total 28 6 34

1. Project Stakeholders 373. All types of stakeholders were identified to ensure as wide coverage as possible.

• Residents, shopkeepers and businesspeople 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 374. 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. 375. These departments helped to provide various project related data and information which helped preparation of reports and data analysis.

3. Consultation with Local People and Beneficiaries 376. 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; 117

• Flora and fauna of the project areas, and • Socio-economic standing of the local people.

377. The project has immense acceptability among the local people. They perceive that in addition to providing all weather connectivity, the project roads will bring positive socioeconomic changes in the area. Local people mainly discussed on the issues related to flooding, rehabilitation, resettlement, and road safety issues. The outcome of the consultations have been summarized in Table 57. Figure 16: Public Consultation for SH-69 Project Road

378. The Details of Participants and Public Consultation attendance list are attached in Appendix 14. In addition information on the GRM procedures and formats in local language. The

118 summary of key discussions held at public consultation meetings are presented in below Table 57. Table 57: Summary of Issues Discussed and Measures Taken Location and Issues Discussed Measures Taken Participant Date Virudhachalam, • The participants welcomed • The consultants replied that Total 30/01/2020 widening of the project road project design will incorporate Participants: 13 and suggested that necessary all safety measures in the safety measures may be taken project design to avoid in design to avoid accidents. accidents.

• The participants enquired • The consultants replied that about four laning in about 2.5 km length in Virudhachalam town. Virudhachalam town portion is planned to be widened to the • The participants suggested existing ROW with geometric that impacts on religious improvements. structures should be minimised. • The consultants replied that impact on religious structures •The enquired compensation will be minimized through affected private properties and properly planning widening assets. schedule.

• One participant suggested for • The consultants replied that median in the four lane section compensation will be paid as so that traffic congestion is per provisions of resettlement minimised. framework for the CKICP project. • The participants demanded compensation at market rate. • The consultants replied that there is provision for median in the four lane section and no median in two lane section.

• The consultants informed the participants that suggestion has been noted and will be conveyed to Social expert in the Team and to the CKICP. Erumanur, • Participants enquired about Total 28/01/2020 measures for prevention of • The Consultants replied that Participants: 21 accidents. accidents prevention measures include proper signages, development of • The participants welcomed junctions, paved shoulders for the project and enquired slow moving traffic and rumble construction start. strips at junctions.

• The participants suggested for one sided (eccentric left or • The consultants informed the participants that one side eccentric right) widening to widening will lead to land avoid impact on one side trees. acquisition and R&R problem 119

Location and Issues Discussed Measures Taken Participant Date • One complained vehicular and in CKICP aims to utilize accident occurrence due to maximum ROW. increased traffic. • The consultants replied that • One participant suggested after widening of project road that compensation for affected congestion will reduce and this assets and properties should will result in low level vehicular be made in advance and at noise and accident occurrence market rate. will also reduce.

• Replied that compensation will be paid in advance before taking of possession of land and payment will be made as per provisions of entitlement matrix of the project.

379. 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 380. 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. 381. 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. D. Interaction with NGOs

382. 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

120 such as conservation activities, presence of flora and fauna, likely project impacts and possible mitigation measures were discussed and views and suggestions from these NGO’s were incorporated in the EMP. Consultation will continue with these NGO’s during project implementation and operation.

E. Public Disclosure and Further Consultations

383. 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 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. 384. 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. 121

VIII. GRIEVANCE REDRESS MECHANISM

385. 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. 386. 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. 387. 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.

388. 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 and EMP.

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389. 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 17.

Figure 17: Grievance Redress Mechanism

Affected Person

Regional Level Grievance st Resolved 1 Level Redress & Grievance Responsible: DE, Asst. Env. Specialist, PM EPC Contractor, RE CSC Record Keeping 7days

Not Resolved

State Level nd Grievance 2 Level Resolved Grievance Responsible: Chief Engineer, SE, Env. Redress & Specialist, TL CSC, PM PMS of CSC-01, Record Keeping 3weeks EPC contractor representative

Not Resolved

Court of Law

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IX. ENVIRONMENTAL MANAGEMENT PLAN

A. Introduction

390. The Environmental Management Plan (EMP) is the synthesis of all proposed mitigation and monitoring actions, set to a time-frame with specific responsibility assigned and follow-up actions defined. It contains all the information for the proponent, the contractor and the regulatory agencies to implement the projects within a specified time-frame. 391. 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. 392. 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

393. 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

394. The EMP matrix provided in Table 58 (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 395. 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: • To evaluate the performance of mitigation measures proposed in the EMP. • To evaluate the adequacy of environmental assessment.

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• 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. 396. 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 59. Key features of the EMOP is described in the following paragraphs. 397. Performance Indicators: The potential physical, biological and social components affecting the environment at critical locations serve as wider/overall Performance Indicators. However, the following specific environmental parameters can be quantitatively measured and compared over a period of time and are, therefore, selected as specific Performance Indicators (PIs) for monitoring because of their regulatory importance and the availability of standardized procedures and relevant expertise.

• Air Quality with respect to PM2.5, PM10, CO, NOx and SO2 at selected location. • Water Quality with reference to pH, DO, BOD, Oil and grease, COD, Suspended Solids, total dissolved solids, total solids, chlorides Turbidity and Alkalinity at crossing points on rivers/streams at selected points. • Noise and vibration levels at sensitive receptors (schools, hospitals, community/religious places and weak structures). • Survival rates of trees planted as compensatory plantation raised for removal of roadside trees. 398. Ambient Air Quality (AAQ) Monitoring: Ambient air quality parameters recommended for monitoring road development projects are PM2.5, PM10, Carbon Monoxide (CO), Oxides of Nitrogen (NOx) and Sulphur Dioxide (SO2). These are to be monitored, right from the commencement of construction activity at selected locations of plants and machinery, crushers on sites, excavation works etc. Data should be generated quarterly excluding monsoon at the monitoring locations in accordance with the revised National Ambient Air Quality Standards formulated by MOEFCC in 2009 as well as IFC EHS air quality standards (Appendix 4). 399. 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. 400. 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 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. 125

401. 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.

126 Table 58: Environmental Management Plan Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component A. DESIGN AND PRE-CONSTRUCTION STAGE I. Physical environment 1. Surface water - Disruptions to the - Maintain natural courses of rivers and streams EPC contractor PIU / CSC quality and natural hydrology - Identify temporary diversions required and 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 EPC 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. - Minimize land take for development - Collection, - Slope failure at - Optimize balance between cut and fill and avoid quarrying and quarry sites; deep cuts and high embankments to minimize use of stone, - Road side earthworks aggregates instability due to - Maximize reuse of spoils and old asphalt paving and sand. stone collection; material within the construction - Construction of - The construction of - Agree on spoils disposal sites, management and sharp curves sharp curve may rehabilitation plan with relevant local agencies 127

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component add to instability in - Specify vegetation that serves specific raised bioengineering functions. embankment. - Aggregates will be sourced from licensed local quarries; - Sand will be taken from quarries or river beds after prior permission from competent authority; - every new quarry, borrow area, and spoils disposal site is subjected to a site-specific environmental investigation according to an approved plan; - new quarry and borrow areas must be left in a safe condition or restored to a productive land use; - borrow areas are not established in ecologically sensitive areas and should obtain necessary clearances; - villagers are consulted in regard to the design and location of all borrow areas – these should ensure the safety of local communities and, if possible, should incorporate beneficial post construction features for the villages; - borrow areas must be located away from the road and hill slopes as well as settlements facing the road, so as to minimize visual impacts. - Earth cut materials will be maximized for reuse in backfilling on the same rural road to minimize the quantities of borrow materials and spoil disposal. - II. Biological environment 3. Trees and - Loss of 187 trees - Minimise removal of vegetation and width of road EPC contractor PIU/CSC vegetation existing in the RoW expansion along the existing alignment to the - Clearing of extent possible. vegetation - the road improvement works will adopt from mostly Environmentally Friendly Road Construction natural habitat (EFRC) methods and should minimise

128 Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component areas for hill environmental impacts from inadequate drainage cutting and and/or slope failures and should assist in other road maintaining tree cover; improvement - Mandatory compensatory afforestation program works; for plantation 1870 trees (@1:10) within the - Removal of project area where possible resulting in the trees improvement of road side green belt development. - The plantation under compensatory afforestation plan will be scheduled within 15 months of the construction works, as preparation of seedlings in the approved nursey will start with commencement of construction work for the project road - 4. Ecologically - Siltation/pollution - Undertake pre-construction survey along the EPC contractor/ PIU/ CSC important of waterbodies alignment to identify the section required for CSC 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 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 14.2350 ha. of 129

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component addition private Acquisition, Rehabilitation and Resettlement Act, agriculture land 2013 and ADB SPS 2009. - The project will cause major impact to 318 private structure and minor impact to another 231 households. (No. of structures mentioned above are tentative). 6. Public - Temporary - Before construction commences a detailed survey EPC 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 - The project will - Together with the respective owners of the utilities structures cause impact to 27 plans will be prepared how and when these - Shifting of common property utilities will be shifted before the works electric lines, resources that commence. water pipes, involve impact to 8 - A separate plan is prepared to address these sewage lines, numbers of issues gas pipes and compound wall of - Access to adjacent properties and agricultural telecom lines either religious land will be maintained, as necessary. centres or Any damage to areas and infrastructure outside government the agreed work sites (Corridor of Impact offices, 6 numbers assessed in project RP) will be restored to pre- of places of construction conditions and will be subject to worship 2 nos. of compensation at contractor cost and through statue, 4 numbers written agreement with the land owner, as of ‘hundi’ and 7 applicable. numbers of extended roofs of religious buildings 7. Noise and - Increased noise - Prior to finalization of detailed engineering design, EPC CSC/PIU disturbance levels causing the following must be done: Contractor/PIU

130 Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - 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) machinery, - Consultation with affected persons on noise hauling of abatement measures (e.g. preference materials for/location and design of noise barriers, reduction of speed limits, etc.) - Planning of location, duration of noise-generating activities and equipment, particularly along sensitive land uses - Use of noise reduction equipment; - Planning noise generating activities during daytime. 8. Vibration - Possible cosmetic - Pre-construction survey and documentation of EPC Contractor CSC/PIU Operation of damage to very structures to determine weak structures that need vibration rollers sensitive buildings monitoring during construction during construction - Temporary - The contractor shall obtain Consent from the EPC Contractor CSC/PIU 9. 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. 10. Health and - Construction - For all construction works comply with EPC Contractor PIU safety (H&S) activities causing Government of India rules and regulations for 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 an emergency situation. 131

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - 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 management and construction workers including

132 Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component 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 spoils EPC Contractor CSC/PIU and GHGs localized increase - regular check-up and maintenance of construction - Operation of in levels of dust equipment; construction and air pollutants - idling of engines shall be strongly discouraged; equipment and including PM2.5, - mixing plants i.e. asphalt, concrete, and bricks, machinery; PM10, SO2, NOx, should be operated within the permissible limits of - Emissions CO, HC (Ambient CPCB and IFC EHS, and located away from from brick, Air quality settlements; concrete and standards - the contractor will submit a dust suppression and asphalt plants; published in 2009) control programme to the CSC prior to - Haulage and construction – this plan details actions to be taken stockpiling of to minimize dust generation and identify materials; equipment to be used; - Controlled - 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 standards and therefore ensuring the effectiveness of mitigation measures taken. 133

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

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

134 Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component standards for drinking water. Also regular monitoring of the quality shall be done. 3. Ground water - Groundwater - Construction water requirement (avg. 200KLD EPC Contractor CSC/PIU quality and abstraction and and peak 300 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 (20 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; - Latrines should be located away and downstream of any source for drinking water in order to prevent contamination of drinking water sources. - Locations for fuelling and/or maintenance should be fitted with impervious flooring and a drainage system connected to an oil/water separator and settling tank to treat sewage before being discharged. - The layout of labour camps and construction sites should comply with the requirements in 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 (20 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. 135

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Water abstraction will be included in monitoring.

4. Land - Scarring of - Sites for quarrying, borrowing and disposal of Contractor CSC/PIU degradation/ landscape and spoils are to be confirmed according to the pollution potential 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, leading - Embankment raised slopes should be re- filling of low to spill-over of vegetated immediately after widening activities laying area for rainwater runoff; - Bioengineering techniques will be used to prevent road - Improper restored barren slopes and to stop soil erosion and to improvement abandoned quarry protect the animals from grazing animals; works and borrow and - Support structures will be installed where slope - Disposal of cut spoils disposal failures are anticipated or may have occurred soil, debris and areas can lead to previously; waste at soil erosion and - logging immediately above road should be improper vector borne restricted to reduce erosion/landslide potential; locations diseases due to - quarrying along road ROW should be restricted; - Operation of stagnant water. - Excavated material should be used in the quarry and 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 Spoil Disposal Management. - Mitigation measures for quarry sites are: • Aggregates will be sourced from licensed operational quarry sites that comply with environmental and other applicable regulations on

136 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. 137

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.

138 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, and EPC Contractor CSC/PIU vegetation species by spread of existing invasive species within, the construction project area, captured in an Invasive Species 139

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 187 trees - control/eradication of invasive species where 187 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 - Immediately plant native grass and tree species timber/firewood on cut slopes to reduce erosion collection - Prohibit collection, sale or purchase of timber/firewood by staff and contractors, with heavy penalties applied - 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; - Implement mandatory compensatory afforestation program to plant 1870 trees (@1:10) resulting in the improvement of tree cover in the area. - Re-vegetation of tree cut from road side; - 6. Ecologically - degradation of - Use only existing licensed quarries outside for EPC Contractor CSC/PIU important aquatic habitat sourcing aggregates areas during construction - Avoid borrow pits in areas of Natural Habitat and - Road widening from within 200 m of waterways activities within sedimentation, - Only undertake earthworks during the dry season the ROW dust, sewage, or - Train staff and contractors in good environmental other construction practice, and prohibited activities

140 Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Use of waste along the - Ensure contractors supply all necessary food, construction river cooking fuel and appropriate housing equipment; - degradation of - If any wild animal (except birds) comes within - Presence of habitat from 100m from the construction site, construction labour camps hydrological works must immediately stop and resume only - road changes after the wild animal has moved away. construction - increase in animal - The contractor will clearly brief the construction activities; and human workers on strict forestry rules on illegal - the cutting for conflicts in area harvesting of forest products, poaching of wildlife earthworks; due to road and illegal fishing; - quarrying, improvement - Train staff and contractors in good environmental preparation - Displacement of practice, and prohibited activities and transfer of species due to - Employment agreements should specify heavy stone chips. noise, presence of penalties for illegal hunting, trapping and wildlife machinery and trading (per Wildlife Act 1972) – all other ancillary equipment and works should also agree not to participate in such presence of activities; construction - Contractor will ensure supply of all necessary workers. food items, cooking fuel and proper housing to - Injury and mortality prevent illegal hunting and tree felling; of fishes due to - Strict anti-poaching surveillance measures need underwater to be implemented, especially during project construction noise construction phase. - III. Social environment 7. Private land - Traffic may have to - Financial compensation for loss of crops or EPC 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- 141

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component construction conditions and will be subject to compensation at contractor cost and through written agreement with the land owner, as applicable.

8. Public - Hinder and - Proper signs indicating the nature of the EPC Contractor CSC/PIU property/ nuisance for road hazard/activity envisaged; infrastructure/ users. - Contractor will ensure that information on the utility timing of works and notifications of road closure (if structures 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; EPC 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 22:00 and 06:00 hrs 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

142 Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Baseline noise will be established for all sensitive areas prior to construction - Follow up noise monitoring will be carried out during the construction.

10. Vibration - Model study shows - Use of wave barriers where structures are within EPC Contractor CSC/PIU - Operation of buildings/structures 4.5m from the edge of the road; mainly overhead vibration rollers 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, duration impact of and potential vibration effects of the works vibrations; - 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, EPC 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 all - Housing of up diseases and waste; to 150 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; 143

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Contractor must submit and obtain approval for a health and safety plan prior to the commencement of work, provide adequate health care facilities and arrange pre-employment medical screening and treatment (if required) and periodic health checks thereafter for employed personnel; - support a public health education programme for workers and villagers covering road safety, malaria, hygiene, and sexually transmitted diseases with participation of the district health departments; - construction workers to be given medical check- up including checks for COVID-19 symptoms before being allowed on site; - provide PPE for workers in accordance with Building and other Construction Workers Act, 1996 requirement and Recommendation of Personal Protective Equipment According to Hazard in EHS Guidelines on OHS with additional PPE provided as needed for COVID-19 risks; - ensure employees are able to take time off sick without being penalized, including any self- isolation for COVID-19 that is required. - The used face mask for COVID-19 should be properly collected from the workers/ labours and same shall be handed over to the local body to dispose through Common Bio Medical Waste Treatment and Disposal Facility. 12. Community - Conflict between - the contractor should provide the construction EPC Contractor CSC/PIU health and community and camps with facilities such as health care 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

144 Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component pre-informed of emergency procedures included in the agreed community health and safety plan and as appropriate given proximity of residents to works included in their mock drills etc. - contractors staff and local communities will also be given awareness raising in COVID-19, HIV/AIDS, other communicable diseases, and sexual, exploitation, abuse and harassment with strict penalties (e.g. immediate removal from site) for any non-compliance of workers 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 EPC 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 concentrations exceeding the National Ambient Air 145

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component Quality Standards of CPCB as well as 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 EPC 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 1870 trees. Take PIU/EPC PIU terrestrial trees planted remedial measures to ensure minimum 70% Contractor vegetation - Poor performance survivability rate after three years - Status of of habitat vegetation

146 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 and project to revisions to improve effectiveness. achieve net gain of terrestrial vegetation 2. Terrestrial - Displacement of - Periodic surveillance and maintenance works to PIU 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 EPC Contractor PIU - Increase in hindrance abatement measures such as noise barriers at traffic volume experienced by sensitive receptor locations sensitive receptors 2. Vibration - Nuisance - Periodic maintenance of pavement to eliminate EPC PIU - Road use by experienced by the discontinuities Contractor/PIU heavy trucks occupants of dwellings near the edge of the road 147

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

148 Table 59: 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 Once in a Continuou - Contractor CSC, PIU Stage CO, HC (Ambient Air quality road at different quarter s 24 Through standards published in zone as suggested excluding hours/ or approved 2009) by CSC for regular monsoon for 1 full monitoring • Leq - Noise levels on dB monitoring months for 2 working agency (A) scale (MOEFCC Noise years day Rules, 2000(Ambient Noise 149

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 in Once in a - Check and Contractor CSC, PIU Stage Grease, Conductivity, TSS, construction camps quarter modify petrol Through TDS, Alkalinity, Total and plants excluding interceptors, approved Hardness, Calcium, 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, along the project road quarter modify petrol Through Alkalinity, Total, Hardness, excluding interceptors, approved Calcium, Magnesium Chloride, monsoon for Silt fencing monitoring Phosphate, Sulphate, Nitrate, construction devices. agency Iron. (Indian Standards for period Inland Surface Waters (IS: 2296, 1982) 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 including interceptors, approved Hardness, Calcium, monsoon for 2 Silt fencing monitoring Magnesium Chloride, years devices. agency Phosphate, Sulphate, Nitrate, COD, BOD, Iron, Total Coliform, Faecal Coliform,

150

Action Plan Responsible party Environmental in case Features / Parameters and Standards Location Frequency Duration criteria Stage exceeds the Implementation Supervision standards Salinity ((Indian Standards for Inland Surface Waters (IS: 2296, 1982) 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 Construction No. of accidents or near miss All along the road and Once in 3 - Corrective EPC Contractor CSC, PIU involving workers. construction activities months measures areas Operation No. of accidents or near miss All along the road Once in 3 - Corrective EPC Contractor PIU involving workers. months for 2 measures years Tree Plantation Operation Survival rate of plants All along the project 1 samples Once Corrective EPC contractor CSC/PIU, corridor (quadrants) for every year measures each km after monsoon for 3 years 151

E. Institutional Requirements

402. 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. 403. 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 or 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. 404. PMS team will include environment, health and safety (EHS) Specialist whose role will be to support the PIU in monitoring the implementation of environmental safeguards under the project. The CSC will have an Environmental Specialist (ES) in its team, and it will liaise with PIU environmental wing through the FIU to ensure that Contractor complies with the requirements of various environmental safeguard measures through supervision, monitoring and reporting on the same. Efforts must be made by the CSC to ensure that environmental mitigation and good- construction-practices are not only considered but actually implemented as integral component of each civil activity. It should be considered as day-to-day activity. Implementation of wildlife and environmental safeguard measures needs team effort and as such the Team Leader of CSC will delegate the responsibilities to each member of the supervision team with respect to their core responsibilities. The project should have a provision of Environmental Specialist within CSC to supervise implementation of safeguard measures. ES role would be more on advisory. He will assist the Team Leader of CSC on the following: • Advise PIU through the FIU and PMS on preparing reports to ADB and other statutory bodies; • Preparing procedures for implementing EMP; • Review Contractor’s Construction EMP (CEMP), traffic management plan and safety plan and recommend for its approval and improvements, to the Team Leader;

152

• 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.

405. 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. 406. 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. 407. An external monitoring agency will be engaged to conduct third party monitoring on implementation of environment safeguards and biodiversity related activities for the sensitive roads (SH191, SH63, and SH40-II). 408. Responsibilities of various agencies involved in the project implementation are described in following paragraphs. 409. 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.

410. 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. • 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. 153

• 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. • 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.

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• 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.

411. Project Management Service (PMS): Project management support, including safeguards implementation, will be provided to the PIU by one of the construction supervision consultants (CSC-01). The project management service (PMS) team of CSC-01 will include environment, health and safety (EHS) expert and resettlement specialists whose role will be to support the PIU in monitoring the implementation of environmental and social safeguards under the project. Details of EHS related responsibilities of the PMS is provided below. • Support the PIU in monitoring the implementation of environmental and social safeguards under the project • Review and clear contractors’ Health and Safety Plans which shall include COVID19 measures and submit it to the PIU for further assessment and final approval; • Review the environmental monitoring reports submitted by the construction supervision consultants and the contractors; and • Consolidate the monitoring reports submitted by the CSCs into semi-annual environmental monitoring reports for submission to PIU for their review and endorsement for further submission to ADB. 412. 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 are 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. • 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. 155

• 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. 413. 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. • 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.

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414. 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. 415. 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. 416. 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 the project Engineer to ensure the timely procurement of materials that are included in the Bill of Quantities relating to environmental mitigation and enhancement measures; • Conducting periodic environmental and safety training for contractor’s engineers, supervisors and workers; • Preparing a registers for material sources, labour, pollution monitoring results, public complaint and as may be directed by the Engineer; • Coordinate closely with the construction supervision consultants on climate and disaster risk adaptation measures; • Assisting the PIU on various environmental monitoring and control activities including pollution monitoring; • Preparing and submitting monthly reports to CSC on status of implementation safeguard measures; and • HSO will be responsible for H&S Plan preparation and implementation, with particular attention to COVID 19. 417. 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 157

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

418. 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 project-wide semi-annual environmental monitoring reports for submission to PIU for their review and endorsement for further submission to ADB. 419. The PIU will review and endorse the monthly and semi-annual environmental monitoring reports submitted by the PMS and CSC. The PIU through TNHD 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. 420. 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. 421. A summary of the key environment safeguards activities and reporting system to be followed under the project is provided in the Table 60 below.

Table 60: 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 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

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Activity Responsibility Outputs Deliverable to Period ADB 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 commencement inclusion in monthly date monitoring 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 reporting period review and ADB 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 reporting period. review and ADB website endorsement CSC: Construction Supervision Consultant; PIU: Project Implementation Unit

G. Environmental Management Budget

422. An environmental management budget of INR 3.82 million (US$ 0.06 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 61. 159

Table 61: Environmental Management Cost Estimate * RATE SL. No. ITEM DESCRIPTION QUANTITY UNIT AMOUNT (Rs.) RESPONSIBILITY (Rs.) A. Tree cutting, and Compensatory Afforestation Plantation

A.1 Payment of tree Compensation for plantation of 1870 trees Compensatory Afforestation/Plantation (Covered PIU through EPC A.1.1 under regulatory clearance, Engineering cost) 1,870 No. 2,400 4,488,000 contractor

B. Environmental Monitoring Ambient air quality monitoring during pre- B.1 40 No. 8,000 320,000 construction, construction and operations phases Ambient noise level monitoring during pre- B.2 56 No. 3,000 168,000 construction, construction and operations phases Water quality monitoring of surface water during B.3 48 No. 6,000 288,000 construction and operations phases Water quality monitoring of drinking water during B.4 32 No. 5,000 160,000 construction and operations phases Soil quality monitoring during construction and B.5 40 No. 6,000 240,000 operations phases B.6 Monitoring survival rate of plantation 8 No. 20,000 160,000 Sub-Total(B) 1,336,000 Enhancement of environmental improvement in the project alignment as directed by project authority Contractor through C. including the following items BOQ C.1 Oil Interception 1 No 50,000 50,000 Rainwater harvesting cum recharge pits @1 C.2 40 Rm. 50,000 2,000,000 structure per Km C.3 Relocation of Ground Water tanks (8 Numbers) 8 No 50,000 400,000 C.4 Relocation of Hand Pumps(2 Numbers) 2 No 20,000 40,000

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RATE SL. No. ITEM DESCRIPTION QUANTITY UNIT AMOUNT (Rs.) RESPONSIBILITY (Rs.) Mitigation measures - Desilting/Deepening of C.5 2 No 200,000 400,000 ponds (Partially to be affected) Enhancement Measures for Surface water Bodies C.6 2 No 200,000 400,000 (Ponds enhancements) Sub-Total(C) 3,290,000 D. Environmental Training Lump D.1 Training at site as mentioned in IEE report. 500,000 500,000 PIU through CSC sum

Grand Total (B+C+D) 9,614,000 * Cost estimate is preliminary based on the current unit rates. The exact locations for construction of solid noise barriers can be confirmed by CSC during construction stage following criteria of sensitive receptors and noise level. Cost of noise barriers will be covered in civil works costs. Therefore, this estimate is tentative only.

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X. CONCLUSIONS AND RECOMMENDATIONS

423. 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. 424. Road widening will be confined within the available RoW with minimum additional land acquisition. There is no presence sensitive environmental issue like wildlife sanctuary, national park, bio reserve, along the project road alignment and most of water body crossed by the road are non-perennial in nature. 425. 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 mix of built-up and agriculture land. 426. The potential adverse impacts of the road sections upgrading are: • Impacts on surrounding area due to tree cutting (187) for the proposed widening; • Impacts due to conversion of about 17.2250 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 wastewater and improper disposal of solid waste generated from camps and construction activities; • Impact on occupational health and safety due to all on-site and off-site construction works; and • Induced cumulative impact on noise levels and air quality due to increase in traffic.

427. Measures such as use of EFRC i.e. slope protection measures are proposed to minimize the impacts of slope instability, compensatory afforestation 1:10 ratio, engineering alternatives to limit impacts on vegetation, etc. are proposed to minimize the potential impacts. 428. 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 vulnerable community infrastructure that must be preserved or replaced under construction contracts, identification of sensitive receptors and consultation of affected persons prior to

162 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. 429. 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. 430. 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. 431. 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 or permits from statutory authorities. 432. 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)

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Appendix 1: ADB’s Rapid Environmental Assessment (REA) Checklist INDIA: TAMIL NADU INDUSTRIAL CONNECTIVITY PROJECT (TNICP) Upgrading Virudhachalam - Ulundurpettai road (SH-69) 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, 5 borrow sources, 2 aggregate sources and 1 sand source 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 Adequate Sanitary facilities and drainage in the workers construction? 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) Workers will be made aware about communicable from workers to local populations? 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 The Contractor will provide safe and convenient members of the affected community or passage for vehicles, pedestrians and livestock to and where their failure could result in injury to from side roads and property accesses connecting the the community throughout project project road. construction, operation and decommissioning.

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A Checklist for Preliminary Climate Risk Screening Country/Project Title: INDIA: TAMIL NADU INDUSTRIAL CONNECTIVITY PROJECT (Virudhachalam - Ulundurpettai Road (SH-69)) 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)

A comparison between the ambient air quality requirements between the World Bank (WB) Environment, Health and Safety (EHS) guidelines and the National Ambient Air Quality standards (NAAQS) under the Air (Prevention and Control of Pollution) Act, 1981 of GOI as given in table below shows that the NAAQS has requirements on three more parameters (Pb, Co and NH3) in comparison to the WB EHS. The NAAQS has differentiated standards for two types of areas: i) industrial, residential, rural and other areas and ii) ecologically sensitive areas. The WB EHS has guidelines values which are the required standards but allows for gradual compliance to the guideline values through staged interim targets. Most WB EHS guideline requirements are more stringent than NAAQS except for the NOx one year average in ecologically sensitive areas where the NAAQS requirements are more stringent.

Table 1: Ambient Air Quality standards of WB EHS Vs. the GOI NAAQS Ambient Air Averaging WB Guideline Value GOI Standards for GoI Ecologically Quality Period Industrial, Sensitive Area Parameter Residential, Rural (notified by Central and Other Areas Government) Sulfur dioxide 24-hr 125 (Interim target 1) 3 (SO2) (ug/m ) 50 (Interim target 2) 20 (guideline) 80 80 10 min 500 (guideline) Annual None 50 20 Nitrogen 1 Year 40 (guideline) 40 30 dioxide (NO2) 24 Hour None 80 80 (ug/m3) 1 Hour 200 (guideline) PM10 1 Year 70 (Interim target 1) 3 (ug/m ) 50 (Interim target 2) 30 (Interim target 3) 20 (guideline) 60 60 24-hr 150 (Interim target 1) 100 (Interim target 2) 75 (Interim target 3) 50 (guideline) 100 100 3 PM2.5 (ug/m ) 1 year 35 (Interim target 1) 25 (Interim target 2) 15 (Interim target 3) 10 (guideline) 40 40 24-Hour 75 (Interim target 1) 50 (Interim target 2) 37.5 (Interim target 3) 25 (guideline) 60 60 Ozone (O3) 8-hr daily max 160 (Interim target 1) (ug/m3) 100 (guideline) 100 100 Lead (Pb) Annual 0.5 0.5 µg/m3) 24 hours 1.0 1.0 Carbon 8 hours 2000 2000 Monoxide (CO) µg/m3 1 hour 4000 4000 Ammonia Annual 100 100 3 (NH3) µ/m 24 hours 400 400

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National Ambient Air Quality Standards (MOEFCC, 2009)

Concentration in Ambient air (g/m3) Time Weighted Industrial, Pollutant Ecologically Average Residential, Rural Sensitive Areas and Other Areas Annual Average* 50 20 Sulphur Dioxide (SO2) 24 hr** 80 80 Annual Average * 40 30 Oxides of Nitrogen (as NO2) 24 hr** 80 80 Particulate Matter: PM10 (<10 μm Annual Average * 60 60 ) 24 hr** 100 100 Particulate Matter: PM2.5 (<2.5 Annual Average * 40 40 μm) 24 hr** 60 60 Annual Average * 0.5 0.5 Lead 24 hr** 1.0 1.0 8 hr 2.0 2.0 Carbon monoxide mg/m3 1 hr 4.0 4.0 * Annual Arithmetic mean of minimum 104 measurement in a year taken for a week 24 hourly at uniform interval. ** 24 hourly or 8 hourly or 1 hourly monitored values should meet 98 percent of the time in a year Source: MoEF notification Central Pollution Control Board (1997) National Ambient Air Quality Monitoring Series, NAQMS/a/1996-97.

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Appendix 5: Tree inventory within Formation Width of the Project Road

Girth (cm) Sl. Tree Name Fenced/Private (90- 120 Total No. Land <30 (30-60) (60-90) 120) and above LHS 1 Aarsan 2 2 2 Aathu 2 2 4 Poovarsan 3 Alagu Maram 1 1 4 Alam 1 1 5 Amanakku 29 29 6 Anali 16 16 7 Anali 5 5 8 Aras Pathi 1 1 2 9 Arathi 3 4 5 3 15 10 Asoka 1 1 11 Atthi 6 2 1 1 2 12 12 Badam 1 2 1 2 1 7 barappuy 13 Banian 2 9 11 14 Beech 6 52 20 22 7 2 109 15 Beech 3 34 37 16 Dead Tree 1 1 2 4 17 Elendai 42 42 18 Elevam 1 2 3 19 Elumichai 3 3 20 Iluppai 1 1 8 10 21 Kalli 45 1 46 22 Karwai 7 1626 8 8 4 1653 23 Katta Manaleu 42 42 24 Kattamani 22 22 25 Kattu Karwai 33 1 34 26 Kiluvai 1 1 2 27 Konnai 7 1 8 28 Koyyaa 1 5 1 7 29 Maa 4 3 7 30 Madulai 2 2 31 Manaleu 5 5 32 Manjal Anali 1 7 8 33 Moongil 30 30 34 Murungakkai 13 42 3 14 7 79 35 Narthai 1 1 36 Navel 2 2 1 5 37 Nelli 7 1 8 38 Nuna 5 83 9 2 2 101 39 Othiyan 1 1 1 3 6

192 Girth (cm) Sl. Tree Name Fenced/Private (90- 120 Total No. Land <30 (30-60) (60-90) 120) 40 Pakku 2 2 41 Panai Maram 17 30 9 23 15 94 42 Palm tree 1 1 43 Pappaali 2 27 2 2 33 44 Poovarasan 4 12 4 2 3 2 27 45 Pothiyan 2 2 46 Puliya Maram 2 4 1 1 3 143 154 47 Pungan 38 18 6 12 4 78 48 Sappotta 2 2 49 Savakku 10 10 50 Seawandi 5 5 10 51 Seethapazha m 6 6 52 Sempathai 3 3 53 Thaila Maram 4 1 1 1 7 54 Thekku 1 15 1 17 55 Thennai 19 4 3 4 30 56 Thungumoonji 48 3 2 11 2 66 57 Vaagai 3 16 3 14 10 4 50 58 Vaazhai 42 42 59 Vadham 5 5 60 Vatha Madakki 2 2 61 Veppa Maram 69 526 75 102 40 38 850 62 Vizwai 1 1 Grand Total 178 2931 175 212 137 239 3872 RHS 1 Aarsan 2 6 8 2 Aathu 1 1 Poovarsan 3 Anali 37 37 4 Aras pathi 4 2 6 5 Atthi 2 1 1 4 6 Badam tree 1 1 2 2 6 7 Banian 5 5 8 Beech 4 54 14 10 6 88 9 Bomakret 2 2 10 Dead Tree 2 1 3 11 Elavam 2 2 12 Elendai 114 114 13 Elumichai 1 11 12 14 Iluppai 2 1 11 14 15 Kadu Kapali 1 1 16 Kalli 50 50 17 Karwai 2 1533 22 6 2 1565 18 Katta Manaleu 57 57

193

19 Kattamani 6 6

Girth (cm) Sl. Tree Name Fenced/Private (90- 120 Total No. Land <30 (30-60) (60-90) 120) and above Semai 20 keruvelam 20 20 maram 21 Kodukapalli 1 2 3 22 Konnai 2 2 23 Koyyaa 2 14 2 1 19 24 Maa 3 4 1 8 25 Madulai 7 7 26 Manjal Anali 18 1 19 27 Maramalli 1 1 2 28 Moongli 2 2 29 Murungakkai 12 22 8 10 3 1 56 30 Narthai 1 1 31 Nattu Karwai 1 1 1 3 32 Navel 1 1 33 Nuna 4 87 6 3 100 34 Othiyan 1 1 4 6 35 Pakku 5 5 36 Palai 1 1 37 Panai Maram 6 8 2 6 14 11 47 38 Pappaali 1 9 7 1 18 39 Poovarasan 6 14 4 9 4 37 40 Pothiyan 10 3 13 41 Puliya Maram 2 1 3 5 126 137 42 Pungan 3 57 20 12 5 2 99 43 Seawandi 3 3 44 Seethapazha 4 4 m 45 Sempathai 8 8 46 Thaila Maram 1 1 10 5 1 18 47 Thekku 19 3 12 4 1 39 48 Thennai 20 6 6 10 42 49 Thungumoonji 4 11 5 3 1 6 30 50 Udhaya 1 1 51 Vaagai 4 23 5 10 9 11 62 52 Vaazhai 26 3 29 53 Vadha 2 2 54 Vadha Madaki 1 1 55 Vadham 1 1 56 Veppa Maram 36 456 65 81 43 28 709 57 Villam 1 1 58 Vizuwai 1 1 Grand Total 135 2687 205 182 109 220 3538

194

195

Girth Wise list of trees <30 cm within RoW for Transplantation on Vridhachalam- Ullunderpettai Road (SH-69) Left Hand Side

Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) Total e <30 Land 1 1.2 - 1.4 Thaila Maram 3 3 LHS Total 3 3 1 1.4 - 1.6 Beech 1 1 LHS Total 1 1 1 2.0 - 2.2 Murungakkai 1 1 2 LHS Veppa Maram 2 2 Total 3 3 1 2.2 - 2.4 Beech 1 1 2 LHS Murungakkai 2 1 3 3 Pappaali 1 1 4 Veppa Maram 4 6 10 Total 6 9 15 1 2.6 - 2.8 Kattu Karwai 17 17 2 LHS Murungakkai 1 1 3 Nelli 2 2 4 Nuna 1 1 5 Veppa Maram 6 9 15 Total 7 29 36 1 2.8 - 3.0 Elumichai 3 3 2 LHS Kattu Karwai 16 16 3 Koyyaa 2 2 4 Maa 2 1 3 5 Murungakkai 2 3 5 6 Narthai 1 1 7 Nuna 3 3 8 Thaila Maram 1 1 2 9 Thennai 3 3 10 Veppa Maram 2 3 5 LHS Total 11 32 43 1 3.8 - 4.0 Murungakkai 1 1 2 LHS Veppa Maram 3 3 Total 4 4 1 4.0 - 4.2 Amanakku 1 1 2 LHS Karwai 10 10 3 Amanakku 1 1 4 Veppa Maram 2 2 Total 14 14 1 4.2 - 4.4 Karwai 11 11 2 LHS Nuna 2 2 3 Puliya Maram 1 1 4 Veppa Maram 4 4 Total 18 18 1 4.4 - 4.6 Beech 14 14 2 LHS Karwai 50 50

196

Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) Total e <30 Land 3 Thungumoonji 20 20 Total 84 84 1 4.6 - 4.8 Beech 20 20 2 LHS Karwai 20 20 Total 40 40 1 4.8 - 5.0 Karwai 10 10 2 LHS Elendai 5 5 3 Nuna 5 5 Total 20 20 1 5.0 - 5.2 Karwai 20 20 LHS Total 20 20 1 5.2 - 5.4 Karwai 18 18 2 LHS Veppa Maram 2 2 Total 20 20 1 5.4 - 5.6 Karwai 36 36 2 LHS Amanakku 1 1 3 Elendai 2 2 4 Veppa Maram 7 7 Total 46 46 1 5.8 - 6.0 Atthi 6 6 2 LHS Beech 5 5 3 Karwai 24 24 4 Pakku 2 2 5 Panai Maram 2 2 6 Vaagai 1 1 7 Veppa Maram 1 26 27 Total 12 55 67 1 6.0 - 6.2 Karwai 10 10 2 LHS Beech 5 5 3 Veppa Maram 5 5 Total 20 20 1 6.2 - 6.4 Karwai 1 15 16 2 LHS Elendai 2 2 3 Navel 1 1 Total 2 17 19 1 6.4 - 6.6 Karwai 7 7 2 LHS Beech 1 7 8 3 Panai Maram 2 2 4 Veppa Maram 2 10 12 Total 5 24 29 1 6.6 - 6.8 Karwai 5 5 2 LHS Beech 10 10 3 Veppa Maram 15 15 Total 30 30 1 6.8 - 7.0 Karwai 20 20 2 LHS Beech 2 2 3 Panai Maram 1 1

197

Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) Total e <30 Land 4 Veppa Maram 4 4 Total 1 26 27 1 7.0 - 7.2 Karwai 25 25 2 LHS Thennai 1 1 3 Veppa Maram 1 10 11 Total 2 35 37 1 7.2 - 7.4 Thennai 2 2 LHS Total 2 2 1 8.4 - 8.6 Veppa Maram 5 5 LHS Total 5 5 1 7.4 - 7.6 Karwai 4 4 2 LHS Panai Maram 2 2 3 Veppa Maram 6 6 Total 2 10 12 1 7.6 - 7.8 Karwai 30 30 3 LHS Beech 5 5 3 Nuna 1 1 4 Panai Maram 20 20 5 Veppa Maram 1 5 6 Total 2 60 62 1 7.8 - 8.0 Karwai 55 55 2 LHS Beech 1 1 3 Nuna 2 2 4 Panai Maram 5 2 7 5 Veppa Maram 3 19 22 Total 8 79 87 1 8.0 - 8.2 Karwai 1 5 6 2 LHS Murungakkai 5 5 3 Veppa Maram 1 1 Total 1 11 12 1 8.2 - 8.4 Karwai 50 50 2 LHS Moongil 20 20 3 Nuna 15 15 Total 85 85 1 8.6 - 8.8 Karwai 25 25 2 LHS Amanakku 1 1 3 Veppa Maram 13 13 Total 39 39 1 8.8 - 9.0 Badam barappuy 1 1 2 LHS Karwai 20 20 3 Murungakkai 1 1 4 Pappaali 1 1 5 Puliya Maram 1 1 6 Veppa Maram 8 1 9 Total 8 25 33 1 9.0 - 9.2 Karwai 15 15 2 LHS Moongil 10 10

198

Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) Total e <30 Land 3 Murungakkai 1 5 6 4 Nuna 6 6 5 Savakku 10 10 6 Seethapazham 4 4 7 Veppa Maram 45 45 Total 1 95 96 1 9.2 - 9.4 Karwai 1 10 11 2 LHS Murungakkai 1 1 3 Nuna 1 2 3 4 Puliya Maram 2 2 5 Veppa Maram 3 7 10 Total 8 19 27 1 9.4 - 9.6 Karwai 30 30 2 LHS Veppa Maram 5 5 Total 35 35 1 9.6 - 9.8 Karwai 1 5 6 2 LHS Elendai 5 5 3 Iluppai 1 1 4 Panai Maram 2 2 5 Veppa Maram 7 8 15 Total 11 18 29 1 9.8 - 10.0 Karwai 40 40 2 Murungakkai 1 5 6 3 Nuna 1 1 4 Othiyan 1 1 5 Pappaali 1 1 6 Thennai 3 3 7 Thungumoonji 2 2 8 Veppa Maram 5 5 10 Total 12 52 64 1 10.0 - 10.2 Beech 3 3 2 LHS Murungakkai 5 5 3 Pappaali 1 10 11 4 Thennai 3 3 5 Vaagai 1 10 11 6 Vaazhai 20 20 7 Vatha Madakki 2 2 Total 10 45 55 1 10.2 - 10.4 Karwai 40 40 2 LHS Pappaali 5 5 3 Veppa Maram 20 20 Total 65 65 1 10.4 - 10.6 Beech 1 1 2 LHS Karwai 20 20 3 Kiluvai 1 1 4 Veppa Maram 1 1 Total 3 20 23

199

Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) Total e <30 Land 1 10.6 - 10.8 Anali 5 5 2 LHS Karwai 60 60 3 Veppa Maram 10 10 Total 75 75 1 10.8 - 11.0 Karwai 40 40 2 LHS Nuna 1 1 Total 1 40 41 1 11.0 - 11.2 Beech 4 4 2 LHS Karwai 40 40 3 Panai Maram 5 5 Total 49 49 1 11.2 - 11.4 Karwai 5 5 2 LHS Aras Pathi 1 1 3 Beech 2 2 4 Elendai 1 1 5 Maa 1 2 3 6 Murungakkai 1 4 5 7 Seethapazham 2 2 8 Thennai 2 2 9 Veppa Maram 4 4 Total 5 20 25 1 11.4 - 11.6 Karwai 5 5 2 LHS Veppa Maram 15 15 Total 20 20 1 11.6 - 11.8 Karwai 1 59 60 3 LHS Poovarasan 1 1 4 Thennai 1 1 5 Veppa Maram 1 1 Total 4 59 63 1 11.8- 12.0 Karwai 1 1 LHS Total 1 1 1 12.0- 12.2 Karwai 5 5 2 LHS Veppa Maram 2 5 7 Total 2 10 12 1 12.2 - 12.4 Karwai 75 75 2 LHS Beech 10 10 3 Vaazhai 7 7 4 Veppa Maram 10 10 Total 102 102 1 12.4 - 12.6 Beech 3 3 2 LHS Karwai 20 20 3 Murungakkai 2 2 4 Veppa Maram 2 2 Total 7 20 27 1 12.6 - 12.8 Karwai 1 30 31 2 LHS Panai Maram 2 2 3 Thungumoonji 10 10

200

Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) Total e <30 Land 4 Veppa Maram 10 10 Total 3 50 53 1 12.8- 13.0 Karwai 20 20 2 LHS Thungumoonji 10 10 Total 30 30 1 13.0 - 13.2 Panai Maram 1 1 Karwai 1 LHS Total 2 2 1 13.2 - 13.4 Karwai 50 50 LHS Total 50 50 1 13.4 - 13.6 Karwai 10 10 2 LHS Navel 1 1 3 Poovarasan 3 3 4 Thennai 1 1 5 Veppa Maram 3 3 Total 8 10 18 1 13.6 - 13.8 Karwai 15 15 LHS Total 15 15 1 13.8 - 14.0 Karwai 40 40 LHS Total 40 40 1 14.0 -14.2 Karwai 60 60 LHS Total 60 60 1 14.2 - 14.4 Karwai 15 15 2 LHS Katta Manaleu 5 5 3 Pungan 2 2 Total 22 22 1 14.4 - 14.6 Veppa Maram 4 4 Total 4 4 1 17.0- 17.2 Karwai 6 6 2 LHS Panai Maram 1 1 3 Pungan 4 4 Total 11 11 17.2- 17.4 Karwai 21 21 1 Elendai 10 10 2 LHS Kattamani 4 4 3 Nuna 4 4 4 Pungan 4 4 5 Thungumoonji 5 5 6 Veppa Maram 20 20 Total 68 68 1 17.4 - 17.6 Karwai 10 10 2 LHS Elendai 2 2 3 Kattamani 20 20 4 Murungakkai 4 4 5 Poovarasan 5 5 6 Pungan 7 7 7 Thekku 15 15

201

Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) Total e <30 Land 8 Thungumoonji 2 2 9 Vaagai 2 2 10 Veppa Maram 13 13 Total 80 80 1 17.6 - 17.8 Karwai 10 10 2 LHS Kaatamani 8 8 3 Koyyaa 3 3 4 Madulai 2 2 5 Poovarasan 2 2 6 Pungan 5 5 7 Sempathai 3 3 8 Thennai 3 3 9 Veppa Maram 5 5 Total 41 41 1 17.8 - 18.0 Anali 4 4 2 LHS Karwai 25 25 3 Murungakkai 5 5 4 Pappaali 5 5 5 Veppa Maram 2 7 9 Total 2 46 48 1 18.0 - 18.2 Amankakku 20 20 2 LHS Anali 2 2 3 Karwai 22 22 4 Kattamani 10 10 5 Manjal Anali 4 4 6 Murungakkai 1 1 7 Pappaali 5 5 8 Poovarasan 5 5 9 Pungan 1 1 10 Thennai 1 1 11 Veppa Maram 2 2 Total 73 73 1 18.2 - 18.4 Atthi 2 2 2 LHS Banian 2 2 3 Karwai 40 40 4 Nuna 5 5 5 Vadham 5 5 6 Veppa Maram 25 25 Total 79 79 1 18.4 -18.6 Karwai 21 21 2 LHS Murungakkai 2 2 3 Nuna 1 3 4 4 Veppa Maram 1 11 12 Total 2 37 39 1 18.6 - 18.8 Karwai 58 58 2 LHS Elendai 5 5 3 Nuna 30 30

202

Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) Total e <30 Land 4 Vaazhai 10 10 5 Veppa Maram 26 26 Total 129 129 1 18.8 - 19.0 Karwai 1 1 2 LHS Veppa Maram 1 1 Total 1 1 2 1 19.0- 19.2 Karwai 110 110 2 LHS Vaagai 1 1 3 Veppa Maram 1 8 9 Total 2 118 120 2 19.2 - 19.4 Elendai 5 5 3 LHS Karwai 30 30 4 Nuna 5 5 5 Panai Maram 2 2 6 Pungan 5 5 7 Veppa Maram 2 25 27 Total 2 72 74 1 19.4 - 19.6 Karwai 10 10 2 LHS Anali 5 5 3 Puliya Maram 2 2 4 Veppa Maram 1 1 Total 1 17 18 1 19.6 - 19.8 Karwai 10 10 2 LHS Elendai 5 5 3 Veppa Maram 1 15 16 Total 1 30 31 1 19.8 -20.0 Karwai 10 10 2 LHS Dead Tree 1 1 3 Katta Manaleu 2 2 4 Veppa Maram 5 5 Total 18 18 1 20.0 - 20.2 Karwai 12 12 2 LHS Kalli 20 20 3 Katta Manaleu 5 5 4 Maa 1 1 5 Manjal Anali 1 1 6 Thekku 1 1 7 Veppa Maram 5 5 Total 3 42 45 1 20.2- 20.4 Anali 2 2 2 LHS Kalli 25 25 4 Koyyaa 1 1 5 Murungakkai 1 1 6 Thennai 1 1 7 Vaazhai 5 5 8 Veppa Maram 25 25 Total 3 57 60

203

Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) Total e <30 Land 1 20.4- 20.6 Karwai 10 10 2 LHS Manaleu 5 5 3 Manjal Anali 2 2 4 Thennai 1 1 5 Veppa Maram 10 10 Total 1 27 28 1 20.6- 20.8 Karwai 10 10 2 LHS Anali 3 3 3 Kattu Manaleu 20 20 4 Nelli 5 5 5 Pungan 3 3 6 Sappotta 2 2 7 Thennai 1 1 8 Vaagai 2 2 9 Veppa Maram 15 15 Total 1 60 61 1 20.8 - 21.0 Karwai 30 30 2 LHS Manjal Anali 1 1 3 Veppa Maram 1 1 Total 32 32 1 21.0 - 21.2 Arathi 3 3 2 LHS Pungan 7 7 3 Vaagai 2 2 Total 12 12 Grand Total 178 2919 3097

204

Right hand Side

Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) <30 Total e Land 1 0.4 - 0.6 Udhaya 1 1 RHS Total 1 1 1 1.0 - 1.2 Thennai 1 1 2 RHS Veppa Maram 3 3 Total 4 4 1 1.2 - 1.4 Veppa Maram 1 1 RHS Total 1 1 1 1.4_1.6 Murungakkai 4 4 2 RHS Veppa Maram 3 3 Total 7 7 1 1.6 - 1.8 Beech 1 1 2 RHS Kattu K arwai 4 4 3 Murungakkai 2 2 4 Nuna 2 2 5 Othiyan 1 1 6 Panai Maram 5 5 7 Veppa Maram 11 11 Total 26 26

205

Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) <30 Total e Land 1 1.8 - 2.0 Beech 1 1 2 RHS Veppa Maram 3 3 Total 4 4 1 2.0 - 2.2 Manjal Anali 4 4 2 RHS Nuna 3 3 3 Veppa Maram 10 10 Total 17 17 1 2.2 - 2.4 Beech 3 3 2 RHS Thekku 3 3 3 Veppa Maram 1 1 Total 3 4 7 1 2.4 - 2.7 Thennai 3 3 2 RHS Veppa Maram 1 1 Total 4 4 1 2.4 - 2.8 Thennai 1 1 RHS Total 1 1 1 2.6 - 2.9 Anali 6 6 2 RHS Beech 6 6 3 Kattu Karwai 15 15 4 Koyyaa 1 1 5 Maa 1 1 6 Manjal Anali 6 6 7 Seethapazham 2 2 8 Sembarathi 1 1 9 Veppa Maram 6 6 Total 44 44 1 2.6 -2.9 Anali 1 1 2 RHS Manjal Anali 1 1 Total 2 2 1 2.8 - 3.0 Manjal Anali 2 2 2 RHS Veppa Maram 1 2 3 Total 1 4 5 1 3.0 - 3.2 Thennai 1 1 2 RHS Vaazhai 5 5 3 Veppa Maram 3 3 Total 1 8 9 1 3.8 - 4.0 Atthi 2 2 2 RHS Nuna 4 4 3 Seethapazham 1 1 4 Thennai 1 1 Total 1 7 8 1 4.0 - 4.2 Karwai 52 52 4 RHS Murungakkai 1 1 2 5 Nuna 2 53 55 6 Panai Maram 1 1 7 Seethapazham 1 1 8 Vaazhai 1 1

206

Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) <30 Total e Land 9 Veppa Maram 16 16 Total 3 125 128 1 4.2 - 4.4 Beech 1 1 2 RHS Elendai 1 1 3 Karwai 9 9 4 Karwai 1 1 5 Moongli 1 1 6 Nuna 2 2 7 Thungumoonji 1 1 8 Veppa Maram 1 1 Total 17 17 1 4.4 - 4.6 Beech 3 3 2 RHS Elumichai 5 5 3 Moongli 1 1 4 Veppa Maram 5 5 Total 14 14 1 4.6 - 4.8 Elendai 9 9 2 RHS Karwai 21 21 Total 30 30 1 4.8 - 5.0 Karwai 1 15 16 2 RHS Nuna 8 8 Total 1 23 24 1 5.0 - 5.2 Elendai 11 11 2 RHS Karwai 12 12 3 Vaagai 5 5 4 Veppa Maram 5 5 Total 33 33 1 5.2 - 5.4 Elendai 50 50 2 RHS Karwai 9 9 3 Veppa Maram 10 10 Total 69 69 1 5.4 - 5.6 Elendai 9 9 2 RHS Karwai 1 10 11 3 Nuna 5 5 4 Veppa Maram 10 10 Total 1 34 35 1 5.6 - 5.8 Karwai 20 20 Total 20 20 1 5.8 - 6.0 Elumichai 2 2 2 RHS Karwai 5 5 3 Panai Maram 2 2 4 Veppa Maram 5 5 Total 2 12 14 1 6.0 - 6.2 Beech 1 1 2 RHS Elendai 2 2 3 Karwai 2 2 4 Veppa Maram 3 3

207

Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) <30 Total e Land Total 8 8 1 6.4 - 6.6 Beech 3 3 3 Karwai 7 7 4 Veppa Maram 5 5 Total 15 15 1 6.8 - 7.0 Beech 5 5 2 RHS Elendai 1 1 3 Karwai 5 5 4 Kodukapalli 2 2 5 Vadha Madaki 1 1 6 Veppa Maram 5 5 Total 1 18 19 1 7.2 - 7.4 Beech 1 1 2 RHS Thennai 3 3 3 Total 4 4 1 7.4 - 7.6 Karwai 20 20 2 RHS Thungumoonji 2 2 3 Veppa Maram 10 10 Total 32 32 1 7.6 - 7.8 Veppa Maram 3 3 Total 3 3 1 7.8 - -8.0 Beech 1 1 2 RHS Karwai 15 15 3 Veppa Maram 1 5 6 Total 1 21 22 1 8.0 - 8.2 Beech 1 3 4 2 RHS Maa 1 1 3 Othiyan 1 1 4 Veppa Maram 2 2 Total 5 3 8 1 8.2 - 8.4 Karwai 4 4 2 RHS Nuna 1 1 3 Poovarasan 4 4 4 Veppa Maram 2 2 Total 4 7 11 1 8.4 - 8.6 Karwai 35 35 2 RHS Veppa Maram 15 15 Total 50 50 1 8.6 - 8.8 Beech 5 5 2 RHS Elendai 2 2 3 Karwai 30 30 4 Veppa Maram 10 10 Total 47 47 1 8.8 - 9.0 Badam barappuy 1 1 2 RHS Beech 3 3 3 Karwai 24 24 4 Kattu Karwai 1 1

208

Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) <30 Total e Land 5 Veppa Maram 13 13 Total 42 42 1 9.0 - 9.2 Karwai 69 69 2 RHS Beech 3 3 3 Nuna 6 6 4 Pungan 10 10 5 Veppa Maram 35 35 Total 123 123 1 9.2 - 9.4 Karwai 16 16 2 RHS Beech 5 5 3 Veppa Maram 1 10 11 Total 1 31 32 1 9.6 - 9.8 Panai Maram 1 1 2 RHS Veppa Maram 1 1 Total 2 2 1 9.8 - 10.0 Kodukapalli 1 1 2 RHS Murungakkai 5 5 10 3 Panai Maram 1 1 4 Pappaali 3 3 5 Vaagai 4 5 9 6 Veppa Maram 3 5 8 Total 14 18 32 1 10.0 - 10.2 Karwai 40 40 2 RHS Aarsan 2 2 3 Beech 5 5 4 Murungakkai 5 5 5 Poovarasan 1 5 6 6 Vaazhai 5 5 7 Veppa Maram 1 10 11 Total 2 72 74 1 10.2 - 10.4 Karwai 65 65 2 RHS Elendai 2 2 3 Murungakkai 1 1 4 Nuna 10 10 5 Poovarasan 1 1 6 Thekku 1 1 7 Thennai 1 1 8 Veppa Maram 25 25 Total 4 102 106 1 10.4 - 10.6 Puliya Maram 1 1 RHS Total 1 1 1 10.6 - 10.8 KarwaI 40 40 RHS Total 40 40 1 10.8 - 11.0 Karwai 70 70 RHS Total 70 70 1 11.0 - 11.2 Karwai 50 50 RHS Total 50 50

209

Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) <30 Total e Land 1 11.2 - 11.4 Karwai 60 60 RHS Total 60 60 1 11.4 - 11.6 Karwai 50 50 RHS Total 50 50 1 11.6 - 11.8 Karwai 60 60 RHS Total 60 60 1 11.8 - 12.0 Karwai 15 15 2 RHS Maa 1 1 3 Murungakkai 3 3 4 Thekku 2 2 5 Veppa Maram 1 1 Total 7 15 22 1 12.0 - 12.2 Beech 1 1 2 RHS Veppa Maram 2 2 Total 3 3 1 12.2 - 12.4 Karwai 55 55 2 RHS Beech 5 5 3 Elendai 5 5 Total 65 65 1 12.4 - 12.6 Karwai 20 20 2 RHS Murungakkai 1 1 3 Pappaali 1 1 Total 2 20 22 1 12.6 - 12.8 Karwai 50 50 2 RHS Panai Maram 1 1 Total 1 50 51 1 12.8 - 13.0 Karwai 50 50 2 Panai Maram 1 1 3 Veppa Maram 15 15 Total 1 65 66 1 13.0 - 13.2 Karwai 50 50 2 RHS Veppa Maram 10 10 Total 60 60 1 13.2 - 13.4 Karwai 50 50 Total 50 50 1 13.4 - 13.6 Karwai 35 35 Total 35 35 1 13.6 - 13.8 Bomakret 2 2 2 RHS Koyyaa 1 1 3 Murungakkai 1 1 4 Narthai 1 1 5 Thekku 12 2 14 6 Thennai 2 2 7 Veppa Maram 5 5 Total 16 10 26 1 13.8 - 14.0 Karwai 10 10 2 RHS Elumichai 1 1 2

210

Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) <30 Total e Land 3 Karwai 1 1 4 Koyyaa 2 1 3 5 Pungan 16 16 6 Thekku 1 1 7 Thennai 1 1 8 Thungumoonji 2 2 9 Veppa Maram 3 1 4 Total 7 33 40 1 14.0 - 14.2 Karwai 30 30 2 RHS Katta Manaleu 20 20 3 Puliya Maram 1 1 4 Veppa Maram 2 2 Total 1 52 53 1 14.2 - -14.4 Karwai 50 50 2 RHS Katta Manaleu 20 20 3 Manjal Anali 5 5 4 Pappaali 1 1 5 Veppa Maram 1 1 Total 77 77 1 14.4 - 14.6 Karwai 20 20 2 RHS Katta Manaleu 5 5 3 Thaila Maram 1 1 2 Total 1 26 27 1 17.0 - 17.2 Elendai 20 20 2 RHS Karwai 45 45 3 Veppa Maram 35 35 Total 100 100 1 17.2 - 17.4 Karwai 6 6 2 RHS Elendai 2 2 3 Kattamani 6 6 4 Pungan 1 1 5 Thungumoonji 1 1 6 Veppa Maram 11 11 Total 27 27 1 17.4 - 17.6 Karwai 8 8 2 RHS Nuna 5 5 3 Veppa Maram 5 5 Total 18 18 1 17.6 - 17.8 Maa 3 3 2 RHS Madulai 7 7 3 Murungakkai 5 5 4 Pappaali 5 5 5 Poovarasan 5 5 6 Pothiyan 10 10 7 Sempathai 5 5 8 Thennai 2 2 9 Vaazhai 7 7

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Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) <30 Total e Land 10 Veppa Maram 10 10 Total 59 59 1 17.8 - 18.0 Karwai 20 20 2 RHS Anali 5 5 3 Koyyaa 6 6 4 Nuna 5 5 5 Pungan 6 6 6 Thennai 4 4 7 Veppa Maram 10 10 Total 56 56 1 18.0 - 18.2 Anali 5 5 2 RHS Elumichai 3 3 3 Koyyaa 2 2 4 Poovarasan 3 3 5 Vaazhai 8 8 6 Veppa Maram 5 5 Total 26 26 1 18.2 - 18.4 Kalli 50 50 2 RHS Karwai 20 20 3 Nuna 2 2 4 Thungumoonji 1 1 Veppa Maram 15 15 Total 1 87 88 1 18.4 - 18.6 Karwai 15 15 2 RHS Nuna 10 10 3 Pungan 5 5 4 Vaagai 8 8 Total 38 38 1 18.6 - 18.8 Karwai 8 8 2 RHS Nuna 7 7 3 Poovarasan 1 1 4 Veppa Maram 5 5 Total 21 21 1 18.8 - 19.0 Karwai 25 25 2 RHS Nuna 2 2 3 Pungan 1 1 4 Thungumoonji 1 1 5 Veppa Maram 4 4 Total 8 25 33 1 19.0 - 19.2 Karwai 65 65 2 RHS Veppa Maram 45 45 Total 110 110 1 19.2 - 19.4 Karwai 6 6 2 RHS Anali 5 5 3 Nuna 5 5 4 Pungan 5 5 5 Sempathai 2 2

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Sl. No. Chainage (km) Tree Name Fenced/Privat Girth (cm) <30 Total e Land 6 Veppa Maram 5 5 Total 28 28 1 19.4 - 19.6 Karwai 5 5 2 RHS Nuna 4 4 3 Veppa Maram 5 5 Total 14 14 1 19.6 - 19.8 Karwai 10 10 2 RHS Thekku 1 1 3 Thennai 3 3 4 Veppa Maram 1 8 9 Total 5 18 23 1 20.0 - 20.2 Karwai 5 5 2 RHS Katta Manaleu 4 4 Total 9 9 1 20.2 - 20.4 Karwai 10 10 2 RHS Veppa Maram 5 5 Total 15 15 1 20.4 - 20.6 Karwai 19 19 2 RHS Nuna 2 2 3 Panai Maram 2 2 4 Thennai 3 3 5 Vaagai 5 5 6 Veppa Maram 10 10 Total 3 38 41 1 20.6 - 20.8 Anali 10 10 2 RHS Koyyaa 3 3 3 Maa 1 1 4 Pakku 5 5 5 Pungan 1 7 8 6 Veppa Maram 2 7 9 Total 4 32 36 1 20.8 - 21.0 Anali 5 5 2 RHS Katta Manaleu 8 8 3 Pungan 5 5 4 Thungumoonji 5 5 Total 23 23 1 21.2 - 21.4 Pungan 1 2 3 2 RHS Thungumoonji 2 2 3 Veppa Maram 2 2 Total 5 2 7 Grand Total 135 2687 2822

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.

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Appendix -6: Details of Protected Areas in Tamil Nadu

Protected Natural Habitats Tamilnadu Government has established many National Parks and Wild Life Sanctuaries to protect important species. None of the national parks and Wild life Sanctuaries pass through the Project enroute. The following is the list of National Parks and Wildlife Sanctuaries (WS) and their year of establishment are presented in Table below. National Parks Tamil Nadu has 5 declared National Parks with a total area over 307.84 km2 (118.86 sq mi), covering only 0.24% of the state. This is the third lowest % area covered of all Indian states and Union territories. List of National Park in Tamilnadu 2 Name of National Park Area (in km ) Establishment Indira Gandhi National Park (Aanamalai National Park) 117.10 1989 Mudumalai National Park 103.24 1990 Mukurthi National Park 78.46 1982 Gulf of Mannar Marine National Park 6.23 1980 Guindy National Park 2.82 1976

Wildlife sanctuaries: There are 7 wildlife sanctuaries plus 13 bird sanctuaries that together cover over 2,997.60 km2 (1,157.38 sq mi), 2.30% of the total state area. List of Wild Life Sanctuaries in Tamil Nadu Area (in Animals Name of Wild Life Sanctuaries km2) Grizzled Squirrel Wildlife Sanctuary, 485 Grizzled Giant Squirrel, Flying Squirrel, Tree Shrew, near Srivilliputhur in Virudhunagar Elephant, lion-tailed macaque, Nilgiri Tahr, mouse district deer, barking deer Indira Gandhi Wildlife Sanctuary, 841.49 Indian Elephant, Gaur, Tiger, Panther, Sloth Bear, Coimbatore District Wild Boar, Dhole, Nilgiri Langur, Lion-tailed Macaque, Sambar, Four horned Antelope, Chital and a host of birds, notably the Trogar, Pied Hornbill and several types of Eagles may be seen Kalakkad Wildlife Sanctuary in Lion-tailed macaque. All four species (common Tirunelveli District Langur, Nilgiri Langur, Bonnet Macaque and lion tailed Macaque) can be seen. . Other animals include Nilgiri tahr, sambar, sloth bear, gaur, Indian elephant, tiger, flying squirrel, panther, Dhole, pangolin and a variety of birds and reptiles. Mundanthurai Sanctuary, Tirunelveli 282.08 Part of Kalakkad Mundanthurai Tiger Reserve District Kanyakumari Wildlife Sanctuary, 457.78 Tiger habitat in declared a sanctuary in February Kanyakumari district 2008. Mudumalai Wildlife Sanctuary in 217.76 Elephant, Gaur, Sambar, Chital, Dhole Panther, Nilgiris district is contiguous with Tiger, Sloth bear, Python, Barking deer, Four- Mudumalai National Park. horned antelope, common Langur, Otter, Crocodiles (mugger) and a variety of birds and reptiles may be seen. Sathyamangalam Wildlife Sanctuary 1,411.6 Bengal Tigers, Indian Elephants, Gaurs, and in Erode district, the largest wildlife leopards, Spotted deer, Blackbuck, Sambar deer, sanctuary in Tamil Nadu, was Barking deer, Four-horned antelope, wild boar, declared a sanctuary in 2008. Sloth bear, striped hyenas, Treepies, Bulbuls, Babblers, Mynahs and Crows

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Appendix 7: Detailed Analysis of Air Modeling

A. Introduction

1. The major impact on the air quality during the operation stage will be due to plying of vehicles on the proposed corridor. The impact on air quality depends upon traffic volume, traffic fleet including fuel type and prevailing atmospheric conditions. An unstable atmospheric condition disperses pollutants more and results in to low pollutant concentrations while stable atmospheric conditions buildup the pollution level. To assess the likely impacts on the ambient air quality due to the proposed highway project, the prediction of the carbon monoxide (CO) and particulate matter (PM), Nitrogen Dioxide (NOx) and Sulphur Dioxide (SO2) concentrations have been carried out using line source dispersion modelling approach, based on Gaussian equation. CO is an indicator pollutant for vehicular pollution. So, prediction of CO concentration is representative of the impacts of air pollution due to traffic movement. The modeling for this project has been carried out using AERMOD-9, a steady-state plume model that incorporates air dispersion based on planetary boundary layer turbulence structure and scaling concepts, including treatment of both surface and elevated sources, and both simple and complex terrain, developed by the “The American Meteorological Society/Environmental Protection Agency Regulatory Model Improvement Committee (AERMIC)”.

2. It has been setup and run by using emission factors prevalent for Indian vehicles (ARAI, 2007) and hourly traffic volumes as predicted for the project. The study is conducted to predict 1- houly increment in CO and 24-houly increment in PM2.5, PM10 and NOx 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 into two-wheeler, four wheeler, Light commercial

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vehicles (LCVs), Bus and high commercial vehicles (HCVs), based on the traffic survey at different road stretched along the highway (Figure 1).

4W 22%

LCV 2W 6% 51%

Truck 10%

Bus 10%

3W 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 1839 533 892 873 54 4367 2025 2695 681 1150 1274 80 6409 2030 3806 869 1472 1794 114 9064 2035 5197 1109 1879 2443 156 12393

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.

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

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 Wind Pressure Precip. Cl (oC) (%) (o) Speed (Pa) (mm) (kmph) 1:00 25.2 91 270 6 29.76 0 0 2:00 24.8 94 270 8 29.76 0 0 3:00 24.4 93 270 5 29.83 0 0 4:00 23.9 91 315 6 29.83 0 0 5:00 24.1 88 270 3 29.83 0 0 6:00 24.8 87 270 5 29.82 0 0 7:00 24.9 85 315 2 29.82 0 0 8:00 25.3 81 315 5 29.82 0 0 9:00 27.9 79 315 6 29.75 0 0 10:00 29.8 78 315 5 29.75 0 0 11:00 30.2 66 315 8 29.75 0 0 12:00 30 84 45 4 29.76 0 0 13:00 31.4 61 45 5 29.76 0 0 14:00 31.6 67 315 6 29.76 0 0 15:00 31.1 65 315 7 29.81 0 0 16:00 30.4 70 45 5 29.81 0 0 17:00 29.8 77 315 6 29.81 0 0 18:00 27.2 80 45 2 29.8 0 0 19:00 27 83 315 7 29.8 0 0 20:00 26 82 45 5 29.8 0 0 21:00 25.8 91 45 3 29.76 0 0 22:00 25.3 92 45 2 29.76 0 0

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23:00 25.1 94 315 3 29.76 0 0 24:00 25.6 92 45 5 29.76 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.

5. Background Concentration

10. The background pollutant concentrations were taken from environmental monitoring data. Air quality monitoring was carried out in the last quarter of 2019 at two locations along 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 Pollutant Background Unit concentration SO2 20 µg/m3 NOx 33.6 µg/m3 PM10 62.2 µg/m3 PM2.5 25.65 µg/m3 CO 0 mg/m3

D. Results

11. The model has been setup and run to predict hourly average CO, PM2.5, PM10, and NOx concentrations for year 2020, 2025, 2030 and 2035 using forecasted traffic data on proposed highway. The predicted hourly average concentration of CO and 24 hourly average concentration of PM2.5, PM10, and NOx during peak traffic are shown in tables 5, 6, 7, 8 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 (µg/m3) Distance from the centre line of the road, m. (Left Distance from the centre line of the road, m.

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. (Left Distance from the centre line of the road, m. Year side) (Right side) -500 -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 500 2020 25.71 25.75 25.84 26.04 26.48 26.96 27.55 27.66 27.03 26.49 26.02 25.84 25.75 25.70 2025 25.72 25.79 25.90 26.17 26.74 27.38 28.16 28.31 27.47 26.76 26.14 25.90 25.79 25.72 2030 25.75 25.83 25.98 26.34 27.11 27.96 29.01 29.17 28.07 27.12 26.31 25.98 25.83 25.74 2035 25.78 25.89 26.08 26.55 27.56 28.68 30.04 30.27 28.82 27.57 26.51 26.08 25.89 25.77

Table 7: PM10 predicted concentrations (µg/m3) along the proposed road

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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 -5 5 10 20 50 100 200 500 2020 34.2 34.6 35.5 37.5 41.8 46.6 52.4 53.4 47.2 41.8 37.3 35.5 34.6 34.1 2025 34.4 35.0 36.1 38.8 44.7 51.2 59.0 60.4 52.0 44.8 38.6 36.1 35.0 34.3 2030 34.6 35.5 37.0 40.7 48.6 57.4 68.1 69.9 58.5 48.7 40.3 37.0 35.5 34.5 2035 35.0 36.1 38.1 43.0 53.5 65.2 79.4 81.8 66.7 53.7 42.6 38.1 36.1 34.8

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 -5 5 10 20 50 100 200 500 2020 20.2 20.2 20.2 20.2 20.3 20.4 20.5 20.5 20.4 20.3 20.2 20.2 20.2 20.2 2035 20.2 20.2 20.2 20.3 20.5 20.8 21.1 21.1 20.8 20.5 20.3 20.2 20.2 20.2 *There is very minor change in SO2 concentration from year 2020 to 2035

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CO Concentration ( g/m3) 180.00 µ

160.00

140.00

120.00

100.00 2020 2025 80.00 2030 2035 60.00

40.00

20.00

0.00 -500 -400 -300 -200 -100 0 100 200 300 400 500

Figure 2: CO distribution from Centre line of the road

NOx Concentration (µg/m3)

91.000

81.000

71.000 2020 2025 61.000 2030 2035

51.000

41.000

31.000 -500 -400 -300 -200 -100 0 100 200 300 400 500

Figure 3: NOx distribution from Centre line of the road

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PM2.5 Concentration (µg/m3) 31.00

30.00

29.00

2020

28.00 2025 2030 2035 27.00

26.00

25.00 -500 -400 -300 -200 -100 0 100 200 300 400 500

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

PM10 Concentration (µg/m3) 68.00

67.00

66.00

2020 65.00 2025 2030 2035 64.00

63.00

62.00 -600 -400 -200 0 200 400 600

Figure 5: PM10 distribution from Centre line of the road

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12. In addition, the spatial distribution of hourly average predicted CO, PM2.5 and PM10 concentrations have been plotted in figures 7,8, 9, 10 and 11 respectively which shows that pollutant concentrations is decreasing when goes away from the kerb side.

Figure 7: Spatial Distribution of CO (2020-2035)

Spatial Distribution of CO for year 2020

Spatial Distribution of CO for year 2025

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Spatial Distribution of CO for year 2030

Spatial Distribution of CO for year 2035

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Figure 8: Spatial Distribution of PM2.5 (2020-2035)

Spatial Distribution of PM2.5 for year 2020

Spatial Distribution of PM2.5 for year 2025

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Spatial Distribution of PM2.5 for year 2030

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Spatial Distribution of PM2.5 for year 2035

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

Spatial Distribution of PM10 for year 2020

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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

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Spatial Distribution of NOx for year 2025

Spatial Distribution of NOx for year 2030

Spatial Distribution of NOx 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 Spoil) Disposal and Management

A Waste disposal and management plan will be prepared by the contractor before start of construction works and submitted to CKICP, PIU-ADB and the Construction Supervision Consultant for their review and approval. The management plan will follow the guidelines as given below: (i) The debris disposal site should be identified which are preferably barren or low- lying areas away from settlements. (ii) Contractor to prepare spoil disposal plan which identifies spoil disposal sites including volume of spoils that can be accommodated by each site, and agreed restoration measures (e.g. revegetation, compaction, provision of drainage, etc.) and timeline (iii) Prior concurrence will be taken from concerned Government Authorities or land owner for selected disposal sites and restoration measures (iv) Due care should be taken during site clearance and disposal of debris so that public/ private properties are not damaged or affected, no traffic are interrupted. (v) All efforts should be made to use debris in road construction or any other public utilities to minimize spoils and debris (vi) If immediate disposal is not possible, the debris and spoils should be stored at site ensuring that existing water bodies and drains within or adjacent to the site are kept safe and free and no blocking of drains occurs until ready to be transported to final spoils disposal site (vii) All dust prone material should be transported in a covered truck. (viii) All liquid waste like oils and paint waste should be stored at identified locations and preferably on a cemented floor. Provision of spill collection pit will be made in the floor to collect the spilled oil or paint. These should be sold off to authorized recyclers. (ix) All domestic waste generated at construction camp preferably be composted in portable mechanized composter. The composted material will be used as manure. In case composting is not feasible, the material will either be disposed off though municipal waste disposal system or disposed of through land burial. The dump site must be covered up with at least six inch thick layer of soil. (x) Only appropriately design and compliant landfills will be used for disposing waste (xi) All efforts should be made that no chemical/ oily waste spill over to ground or water bodies. (xii) All precautions should be followed for emergency preparedness and occupational health & safety during construction and handling wastes and spoils. (xiii) Provision of fire extinguishers will be made at the storage area (xiv) Adequate traffic control signals and barriers should be used in case traffic is to be diverted during debris disposal. All efforts should be made to ensure avoidance of traffic jam, which otherwise results in air pollution, noise pollution and inconveniences to the road users and adjacent communities. (xv) Hazardous waste and chemicals should be stored in a dedicated storage area that has: 1) weather protection, 2) solid impermeable surface and drainage to treatment system, 3) security fence/lock, 4) primary and secondary containment with 110% volume for liquids. (xvi) Domestic waste shall only be disposed of at the approved, appropriately designed, compliant waste management facility (landfill). Land burial of waste shall not be permitted.

Records: The following records will be maintained • Generation and disposal quantity with location of disposal • Recyclables waste generation and disposal

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• Domestic waste disposal locations details

Reporting: The waste generation and disposal details will form part of quarterly report to CKICP, PIU- ADB

Responsibility: Prime Responsibility: Contractor will be responsible for waste management and reporting Supervisory Responsibility: Construction Supervision Consultant (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);

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• Should be at least 1.5 km away from inhabited areas; • Maintain a distance of about 1.5km from ecologically sensitive area i.e. Reserve Forest, Protected Forest, Sanctuary, wetland etc.; • Maintain a distance of about 1.5 km from school, hospital and any archaeological sites; • Having adequate approach road with minimum length of earthen road; • Ensure that unsuitable soft rock is not prominent within the proposed depth of excavation which will render rehabilitation difficult; • Depth of excavation should be decided based on natural ground level of the land and the surroundings, and rehabilitation plan. In case higher depth of excavation is agreed with backfilling by unsuitable excavated soil (from roadway), then filling should be adequately compacted except topsoil which is to be spread on topmost layer (for at least 20cm thick).

E. Operation

• Controlled operation as per agreed / approved plan; • Preservation of topsoil at designated areas e.g. corners of the area etc.; • Maintain necessary buffer zone in all directions and go for vertical cut within this area. Final cut slope should be maintained within the buffer zone; • Step-wise excavation if borrow area is located on inclined area having more than 2% slope; • Restricting excavation up to 2m for each stages of operation if allowed depth is more; • Avoid cutting of any tree of girth size > 30cm2. if any tree cutting is inevitable, prior permission (written) from the competent authority should be taken and compensatory plantation has to be raised.

F. Rehabilitation

• Prior approval of Rehabilitation Plan considering terrain, land use and local need; • Restricting operation as agreed by landowner and approved by the Engineer; • Rehabilitation within agreed timeframe and before taking over; • Integrate debris disposal and borrow area redevelopment.

G. Management Procedure

7. The important aspects of this procedure are: • The first and foremost thing is to have tentative estimate of borrow material requirement chainage-wise. For this, , Bill of Quantities(BOQ) quantity for earth work, which is given as total quantity for the entire package/milestone, has to be distributed chainage-wise. The requirement of borrow material chainage-wise then has to be estimated based on the suitability of roadway excavation material for reuse and BOQ. • Contractor to site borrow areas fulfilling environmental requirements and obtaining one time approval of the Engineer both on quality as well as environmental consideration thereby integrating environmental safeguard measures into day-to-day activities; • Contractor to submit environmental information in prescribed format for obtaining Engineer’s approval, as given in the following format (Borrow Area Identification). The format has been so designed that it stipulates the requirements as well as what is actual for each borrow areas and could be

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

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easily understood by any person, whoever in-charge of identifying borrow areas; • Contractor to submit Borrow Area Layout Plan as attachment to the format showing the land use of the proposed and surrounding area along with the presence of other environmental features such as water bodies, forests, settlement, temple and any sensitive receptor i.e. health and educational institution, roads etc. within a radius of 1.5km area from the boundary of the borrow area; • Contractor to prepare and submit Block Contour Map of each borrow area (especially which are located close to road and on undulating terrain) for deciding on operation and redevelopment plan; • Contractor to prepare Operation Plan and submit as attachment to the format including cross sections on both directions (x,y) mentioning natural ground level, depth of topsoil (if any), total depth of excavation, cut side slope and bed slope; • Contractor to prepare Rehabilitation/ Restoration and submit as attachment to the format include cross sections on both directions (x,y) mentioning natural ground level, excavated profile, finished profile after r rehabilitation, volume of spoils that can be accommodated etc.; • Contractor to maintain Borrow Material Register; • Periodic joint inspections of each borrow area until rehabilitation is complete as agreed and approved. • The checklist for periodic inspection is given in this appendix.

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Borrow Areas Identification

Construction Stage Report: One Time Date: Location of Borrow Area (Ch. & Offset): Revenue Survey No.:

Sl. Item / Requirement Details as per Actual (to No. be filled by Contractor & checked by Engineer) 1 Date of Borrow Area planned to be operational 2 Current Land use (preference to barren land, riverside land, otherwise, un-irrigated agriculture land or land without tree cover) 3 Size (Sq.m) and area (m x m) of Borrow Area 4 Proposed maximum depth of pit in m (IRC 10 & Clause 305.2.2 of MoRTH Spec.) 5 Details of riverside borrow area (inner edge should not be less than 10m from the toe of the bank and bottom of pit should not cut the imaginary line of 1:4 from embankment top) 6 Borrow area in cultivable land (should be avoided or restricted to total depth of 45cm including preservation of 15cm topsoil) 7 Quantity Available (Cum) 8 Quantity of top soil to be removed (Sq.m & depth in cm) 9 Details of preservation (storage) and management (re-use / re-laid) of top soil 10 Width of Haul road (m) 11 Total Length of Haul Road (km) 12 Length of Non-metal Haul Road (should be as minimum as possible) 13 No of settlements within 200 m of Non-metal Haul Road (should be as minimum as possible) 14 Distance from settlement (should be minimum 1500 m) 15 Should be away from water bodies. Give details of water bodies within 250 m. 16 Details of water sources for dust suppression 17 Quantity of water required for dust suppression i.e. sprinkling at borrow area and on haul road (Cum) 18 Availability of water required for dust suppression (Cum) 19 Details of ecologically sensitive area i.e. Reserved Forest, Protected Forest, Sanctuary etc. within 1500m (should be nil) 20 Details of settlements/residential areas, school, hospital and any archaeological sites within 1500m (should be nil) 21 Distance from nearby road embankment, fence line / boundary (should be minimum 30m from ROW and 10m from toe of embankment, whichever is higher) 22 No of Trees with girth more than 0.3 m (No tree should be affected)

Documents to be attached:

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1) Site plan and layout plan of borrow area; 2) Proposed borrow area operation and redevelopment plan; 3) Written consent from competent authority for use of water for dust suppression 4) Written consent of landowner on agreed operation and redevelopment plan

Certified that the furnished information is correct and all relevant information as required is attached

Contractor’s Representative:

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Checklist For Monitoring Borrow Area Operation & Management Attributes Requirements Access road • Only approved access road shall be used Top soil • Top soil, if any, shall be stripped and stored at corners of the area preservation before start of excavation for material collection; • Top soil should be re-used / re-laid as per agreed plan Depth of excavation • For cultivable (agriculture) land, total depth of excavation should be limited to 45 cm including top 15 cm for top soil preservation; • For riverside borrow area, the depth of excavation shall be so regulated that the inner edge of any borrow pit should not be less than 10m from the toe of the bank and bottom of pit should not cut the imaginary line of 1:4 from embankment top; • If borrow area is located within 1500 m of towns or villages, they should not exceed 30 cm in depth and should be properly drained; • Borrow areas close to ROW should be rectangular in shape with one side parallel to center line of the road and depth should be so regulated that it should not cut an imaginary line having slope of 1 in 4 projected from the edge of the final section of the embankment. Damage to • Movement of man & machinery should be regulated to avoid damage surrounding land to surrounding land. Drainage control • Borrow areas must have adequate drainage provisions to prevent soil erosion • The surface drainage in and around the area should be connected to the natural drainage; • No water stagnation shall occur. Dust suppression • Water should be sprayed on kutcha (earthen) haul road twice in a day or as may be required to avoid dust generation during transportation of material; • Depending on moisture content, 0.5 to 1.5% water may be added to excavated soil before loading during dry weather to avoid fugitive dust emission. Covering material • Material transport vehicle shall be provided with tarpaulin cover transport vehicle Personal Protective • Workers should be provided with helmet, gumboot and air mask and Equipment their use should be strictly enforced. Redevelopment • The area should be rehabilitated within agreed timeframe on completion of material collection as per agreed rehabilitation plan.

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Appendix 12: Guidelines For Quarry Area Management

A. Purpose

1. Quarries generally required to provide material for road construction sites, can have significant adverse environmental effects, especially on ecologically sensitive areas. Quarries can become environmental hotspots and can significantly affect the visual appearance of an area. Special mitigation and management measures are often required to avoid or minimise the environmental and social impacts of quarries.

B. Scope

2. These guidelines for quarries cover: • statutory approvals • environmental and social impacts of quarries • selection of quarries • operation of quarries • rehabilitation of quarries

3. The guidelines seek to ensure that Contractors3: • comply with the regulatory requirements in force at the time • reasonably manage any impacts • reinstate and rehabilitate the land appropriately • consult with affected communities C. Impacts

4. Some of the potential impacts of quarries are: • rock blasting causing air pollution, and noise and vibrations • trucks transporting materials to the site causing air pollution, and noise and vibrations • ponds of stagnant water forming in excavated areas giving rise to the breeding of mosquitoes and the spreading of malaria and other mosquito- borne diseases • natural beauty of the landscape being affected by excavations and the removal of vegetation • natural drainage systems in the area being affected by excavations

5. The procedure for identification and finalization of quarry site/s shall be as given below: • Estimating the quantity of quarry material to be collected from each quarry area • Only licensed quarry will be used • New quarry will be at least 1.5 km away from the settlement, forest and other ecologically sensitive areas • Away from water body • Contractor shall identify alternative quarry sites along the whole corridor based on required quantity and environmental consideration as given in the following prescribed format of Quarry source identification. • Contractor shall submit to the Engineer the detailed information / documents as prescribed in the format;

3 The EMP stipulations shall be applicable even if contractor uses an existing licensed quarry. In case the contractor uses the existing licensed quarry, a copy of the quarry license and lease / sub-lease agreement shall be submitted to the Project Proponent. The Contractor shall submit a plan delineating steps to comply with requirements stipulated in this Appendix and elsewhere in the EMP for quarrying activities.

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• Engineer shall undertake site inspection of alternate quarry sites and convey to Contractor on accepting a particular quarry site on environmental consideration; • Contractor shall then take apply and obtain Quarry Lease Deed / License 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 regulated to avoid damage to surrounding surrounding land. land Drainage • The surface drainage in and around the area should connected to the control natural 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 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

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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 1839 533 892 873 54 4367 2025 2695 681 1150 1274 80 6409 2030 3806 869 1472 1794 114 9064 2035 5197 1109 1879 2443 156 12393

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

Equivalent Noise Levels in dB(A) DAY NIGHT 66.01 58.78

Table 3: Predicted Noise Levels in dB (A) along the project road (without Barrier)

Day LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 66.0 66.2 66.8 68.7 70.1 70.1 68.7 66.8 66.2 66.1 2025 66.1 66.3 67.2 69.5 71.2 71.1 69.5 67.1 66.2 66.1 2030 66.1 66.4 67.5 70.4 72.2 72.2 70.4 67.5 66.3 66.1 2035 66.1 66.5 68.0 71.2 73.2 73.2 71.2 67.9 66.4 66.1 Night LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 59.0 59.7 62.1 66.3 68.5 68.5 66.3 62.0 59.6 59.0 2025 59.1 60.1 63.0 67.5 69.9 69.9 67.5 62.9 59.8 59.1 2030 59.2 60.5 63.9 68.8 71.3 71.3 68.8 63.8 60.2 59.2 2035 59.3 61.0 64.8 70.0 72.5 72.5 70.0 64.7 60.6 59.3

Observations

4. Predicted noise levels (Leq) near the receivers are found to be marginally higher than desired levels for the respective landuse categories for receptors falling within 50m from road edge. The baseline noise levels(2019) are already higher than the permissible limits of CPCB for different landuse categories for day and night. The predicted levels show increase in noise levels for future years at all receivers considering increase in traffic volume. The incremental

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noise levels for future years exceeds the allowable limit of 3 dB (A) from the baseline levels. Mitigation measures suggested in EMP should be adopted for the sensitive receptors falling within 50 m from road edge of the road corridor.

Figure 1: Noise levels from edge of the road (Day) 74.0

73.0

72.0

71.0

70.0 2020

69.0 2025 2030

Noisein dB Levels 68.0 2035 67.0

66.0

65.0 -300-200-1000100200300 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-69 – Public Consultation Meeting

Photos:

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Attendance Sheet

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Photos of the FGD:

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Attendance Sheet

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Appendix 15: Indian Standard Drinking Water Specification: IS 2296:1992 and IS 10500:1991 Indian Standard Drinking Water Specification: IS 2296:1992 Tolerance Limit as per IS:2296 S. No. Parameter Unit Class A Class B Class C Class D Class E 1 pH - 6.5-8.5 6.5-8.5 6.5-8.5 6.5-8.5 6.5-8.5 2 Temperature OC - - - - - 3 Turbidity NTU - - - - - 4 Conductivity @25°C µs/cm. - - - 1000 2250 5 Total Suspended mg/l - - - - - Solid 6 Biological Oxygen mg/l Demand (Max.) 2 3 3 - - (at 270C for 3 days) 7 Dissolved Oxygen mg/l 6 5 4 4 - (as O2) Min. 8 Calcium(as Ca) mg/l 80 - - - - 9 Magnesium(as Mg) mg/l 24 - - - - 10 Chloride(as Cl),Max mg/l 250 - - - 600 11 Iron(as Fe),Max mg/l 0.3 - 50 - - 12 Fluoride(as F),Max mg/l 1.5 1.5 1.5 - - 13 Total Dissolved Solid mg/l 500 - 1500 - 2100 14 Total Hardness (as mg/l 300 - - - - CaCO3) 15 Sulphate (as mg/l 400 - 400 - 1000 SO4)Max 16 Phosphate (as P) mg/l - - - - - 17 Sodium (as Na) mg/l - - - - - 18 Manganese (as Mn) mg/l 0.5 - - - - 19 Total Chromium (as mg/l 0.05 0.05 0.05 - - Cr) 20 Zinc (as Zn) mg/l 15 - 15 - - 21 Potassium (as K) mg/l - - - - - 22 Nitrate (as NO3),Max mg/l 20 - 50 - - 23 Lead ( as Pb) mg/l 0.1 - 0.1 - 24 Chemical Oxygen mg/l - - - - - Demand (asO2) 25 Arsenic (as As ) mg/l 0.05 0.2 0.2 - 26 Total Coli Form MPN/100ml • Class A-Drinking water without conventional treatment but after disinfection • Class B-Water for outdoor bathing • Class C-Drinking water with conventional treatment followed by disinfection • Class D-Water for fish culture and wild life propagation • Class E-Water for irrigation, industrial cooling and control waste disposal

INDIAN STANDARD DRINKING WATER SPECIFICATION: IS 10500:1991 Sl. Permissible Substance/ Characteristic Desirable Limit Remarks No. limit Extended to 25 if toxic substance 1 Colour, Hazen units, Max 5 25 are not suspected in absence of alternate sources 2 Odour Unobjectionable a) Test cold and when heated b) Test at several dilution Test to be conducted only after 3 Taste Agreeable safety has been established 4 Turbidity NTU, Max 5 10

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Sl. Permissible Substance/ Characteristic Desirable Limit Remarks No. limit 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