51337-001: Tamil Nadu Industrial Connectivity Project

Home , Arakkonam, Balakrishnapuram, Govindavadi, Melpakkam, Nilgiri Ghat Roads, Saraswathi Nagar

Initial Environmental Examination

Project Number: P51337-001 December 2020

India: Tamil Nadu Industrial Connectivity Project

Chengalpattu to Kanchipuram Road (SH58) Part-II

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

CURRENCY EQUIVALENTS (as of 30 November 2020)

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

ABBREVIATION

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

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

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

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

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

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

TABLE OF CONTENTS Executive Summary ...... i I. INTRODUCTION ...... 1 A. Project Background ...... 1 B. Nature, Size and Location of Project Road ...... 1 C. Background of the Present Report ...... 2 D. Objective and Scope of the Study ...... 2 E. Methodology Adopted for IEE Study ...... 3 F. Structure of the Report ...... 5 II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK ...... 7 A. National (India) Environmental Policy Framework ...... 7 B. Social Regulatory Requirements of India and Tamil Nadu ...... 11 C. International Treaties and Relevance to the Project ...... 11 D. Project Standards ...... 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. Features of the Project Road ...... 14 C. Engineering Surveys and Investigations ...... 16 D. Design Standards ...... 16 E. Proposed Improvement ...... 22 F. Construction Camps ...... 43 G. Project Cost ...... 43 H. Construction Packaging and Implementation Schedule ...... 43 I. Project Benefits...... 43 IV. DESCRIPTION OF THE ENVIRONMENT ...... 44 A. Introduction ...... 44 B. Physical Environment ...... 46 B. Coastal and Marine Resources in Project Influence Area ...... 67 C. Biological Environment ...... 68 D. Socio-economic Environment ...... 77 V. ANALYSIS OF ALTERNATIVES ...... 82 A. With Project’ and ‘Without Project’ Scenario ...... 82 B. Location and Alignment Alternatives ...... 85 C. Design Decision Constraints For Various Alternatives ...... 89 D. Alignment Modifications due to Environmental Considerations ...... 90 E. Engineering / Technological Alternatives ...... 90 VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ...... 91 A. Introduction ...... 91 B. Screening of Impacts ...... 95 C. Typical Potential Adverse Impacts ...... 99 D. Impacts on Physical Environment ...... 99 E. Impacts on Biological environment ...... 114

F. Impacts on Social Environment ...... 117 G. Physical and Cultural Resources ...... 133 H. Induced and Cumulative Impacts ...... 133 I. Expected benefits from the Project ...... 134 VII. CONSULTATION, PARTICIPATION AND INFORMATION DISCLOSURE ...... 135 A. Meaningful Consultation ...... 135 B. Objectives of the Consultations ...... 135 C. Methodology for Consultations ...... 135 D. Interaction with NGOs ...... 140 E. Public Disclosure and Further Consultations ...... 140 VIII. GRIEVANCE REDRESS MECHANISM ...... 141 IX. ENVIRONMENTAL MANAGEMENT PLAN ...... 143 A. Introduction ...... 143 B. Objectives of Environmental Management Plan ...... 143 D. Environmental Monitoring and Reporting Program ...... 143 E. Institutional Requirements ...... 172 F. Environmental Reporting System ...... 178 G. Environmental Management Budget ...... 179 X. CONCLUSIONS AND RECOMMENDATIONS ...... 182 APPENDICES ...... 184 1. ADB’s Rapid Environmental Assessment (REA) Checklist 2. Locations of Borrow and Quarries area for the project road 3. Baseline Environmental Parameter monitoring results 4. National Ambient Air Quality Standards (MoEFCC, 2009) 5. Tree inventory within Formation Width of the Project Road 6. Details of Protected Areas in Tamil Nadu 7. Detailed Analysis of Air Modeling 8. Guidelines For Plant Management 9. Guidelines for Camp Site Management 10. Guidelines for Waste (Debris and Spoil) Disposal and Management 11. Guidelines for Borrow Area Management 12. Guidelines for Quarry Area Management 13. Noise Modeling Details 14. Details of Participants and Public Consultation attendance list 15. Indian Standard Drinking Water Specification: IS 10500:1991 and IS 2296:1992 16. National Ambient Noise Level Standards

LIST OF TABLES

Table 1: Project Road Details (SH-58 Part 2) 1 Table 2: Primary and Secondary Information Sources 4 Table 3: Applicable Environmental National and State Requirements 8 Table 4: Summary of Road Components and Design Standards 13 Table 5: Annual Average Daily Traffic Volume in Kanchipuram - Thiruthani Road (SH- 58 Part 2) 15 Table 6: Major Built Up Locations along Kanchipuram - Thiruthani Road (SH- 58 Part 2) 15 Table 7: Radius for Horizontal Curves 18 Table 8: Sight Distance 19 Table 9: Major and Minor Junction Improvement with Transverse Rumble Strip 39 Table 10: Environmental Attributes and Frequency of Monitoring 44 Table 11: Average Annual Rainfall (mm) for Project Districts 47 Table 12: Soil Quality Monitoring Results along the Project Road 56 Table 13: Details of Drainage along Project Road 59 Table 14: Details of Water Bodies along the Project Road 59 Table 15: Water Quality Monitoring Locations 61 Table 16: Surface Water Quality Characteristics along the Project Road 61 Table 17: Ground Water Quality Characteristics along the Project Road 62 Table 18: Details of Ambient Air Quality Monitoring Locations along road 64 Table 19: Techniques Used for Ambient Air Quality Monitoring 65 Table 20: Summary of AAQM Results along the project Road Section 65 Table 21: Details of Noise Level Monitoring Locations 67 Table 22: Ambient Noise Level in decibel (A) along the project Road 67 Table 23: Forest Cover in Project Districts (Km2) 68 Table 24: Tree Enumeration within Formation Width of Project Road (>30 cm) 69 Table 25: IUCN status of Major Tree Species within Formation width (>30 cm) 70 Table 26: Protected Areas of Tamil Nadu 71 Table 27: Fauna in the Project Road Influence Area 76 Table 28: Demographic Features of Project Districts 78 Table 29: Land Use Pattern within 500m buffer of Project Road 78 Table 30: Physical /Sensitive Features along the Project Road 79 Table 31: Comparison of Positive and Negative Impacts of ‘With’ and ‘Without’ Project Scenario 83 Table 32: Alternative Analysis of Arakkonam bypass 86 Table 33: Sensitivity of VECs in the Project Area 92 Table 34: Criteria for rating the significance of impacts 95 Table 35: Screening of Environmental Impacts 96 Table 36: Impact on Air Quality during Construction Stage 99 Table 37: Annual Average Daily Motorized Traffic Data 101 Table 38: Emission Factors for Different Types of Vehicle (ARAI, 2007) 101 Table 39: Meteorological Parameters Used for Modelling 102 Table 40: Average Background Concentration of Pollutants along the Alignment 103 Table 41: CO Predicted Concentrations (ppm) along the Proposed Road 104 Table 42: PM2.5 Predicted Concentrations (µg/m3) along the Proposed Road 104 Table 43: PM10 Predicted Concentrations (µg/m3) along the Proposed Road 104 Table 44: NOx Predicted Concentrations (µg/m3) along the Proposed Road 104 Table 45: SO2 Predicted Concentrations (µg/m3) along the Proposed Road 105 Table 46: CO2 emission at BAU, Project With and Without Induced Traffic 106 Table 47: Construction Noise / Distance Relationship 120

Table 48: Likely Impact on Noise Quality in the Vicinity of Project Area 120 Table 49: Typical Noise Levels of Principal Construction Equipment (Noise Level in dB (A) at 50 Feet) 120 Table 50: Details of Noise Sensitive Receptors along the Project Road 121 Table 51: Annual average daily motorized traffic data 125 Table 52: Equivalent Background Noise levels 125 Table 53: Predicted Noise Levels along the Project Road 126 Table 54: Vibration Generated from Different Construction Equipment 127 Table 55: Building Vibration Damage Assessment Criteria 128 Table 56: The details of Public Consultation for Project Road 136 Table 57: Summary of Issues Discussed and Measures Taken 138 Table 58: Environmental Management Plan 146 Table 59: Environmental Monitoring Plan (EMoP) 168 Table 60: Environmental Reporting System 179 Table 61: Environmental Management Cost Estimate * 180

LIST OF FIGURES Figure 1: Location of Project Road Alignment on Map 2 Figure 2: Typical Road Cross Sections 25 Figure 3: Environmental Monitoring Locations along the Project Road 45 Figure 4: Rainfall Distribution Map of Tamil Nadu 47 Figure 5: Temperature Distribution Map of Tamil Nadu 48 Figure 6: Humidity Map of Tamil Nadu 49 Figure 7: Topographic Map of Tamil Nadu 51 Figure 8: Elevation Map of Project District 51 Figure 9: Geological Map of Tamil Nadu 53 Figure 10: Soil Texture map of Tamil Nadu 54 Figure 11: Soil Order map of Tamil Nadu 55 Figure 12: Soil Type based on Water Retention properties 56 Figure 13: Seismic Map of Tamil Nadu state 58 Figure 14: Forest Cover map of Tamil Nadu showing Project Road 68 Figure 15: Protected area Map of Tamil Nadu 74 Figure 16: Alignment Options for Arakkonam Bypass 88 Figure 17: Photographs of Public Consultations 137 Figure 18: Grievance Redress Mechanism 142

EXECUTIVE SUMMARY

A. Introduction

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

2. This Initial Environmental Examination (IEE) report is prepared for Kanchipuram to Thiruthani section of SH-58 (Part 2). The length of the project road is 41.779 km. This Project starts at Kanchipuram (existing chainage km 66+940) and ends at Thiruthani (existing Chainage at km 104+200), and has 41.779 km total length including bypass at Arakkonam from km 86+255 to km 98+742 and passes through towns of Kancheepuram, Ranipet and Tiruvallur districts. The Ranipet, a part of Vellore District earlier, was bifurcated and created as a separate district in August 2019.

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

B. Description of the Project

4. The proposed road section is part of SH-58 in Tamil Nadu State. The existing ROW ranges from 8m to 30m. The proposed RoW for the 2 lane configuration has been fixed as 16.0m in urban built-up areas, 23m in open and rural areas and 30m in bypass. 25 numbers of new bus bays and passenger shelters on either side of project road have been proposed. There is no major bridge and 10 minor bridges existing along the project road. There are existing 60 culverts which includes cut stone - 9, pipe culvert - 24, slab culvert - 18, box culvert - 9. There is no proper drainage system available along the project road. The road is passing through 16 major builtup locations. The major builtup locations along the project road is Kanchipuram town, Thimmasamudram, Chembarambakkam, Ooveri, Govindavadi B, Padunelli, Pallur, Pinnavarram, Parmeshwara mangalam, Arigilapadi, Thanigaipolur, Itchiputhur and Karthikeyapuram. The road traverses through plain terrain. There is 1 ROB, 1 RUB and 1 level crossing along the project road.

C. Description of the Environment

C.1 Physical Environment

5. Meteorological Conditions: The project road section is located in two districts; the details of physical environmental parameters of the district are:

Feature Kanchipuram - Thiruthani section of SH-58 Rainfall The annual average rainfall in Kanchipuram, Ranipet and Thiruvallur districts for 2014–2018 is 1237.5 mm, 873.9 mm and 1141.6 mm respectively. Kanchipuram receives more rainfall than Ranipet and Thiruvallur. Thiruvallur being the second highest after Kanchipuram. The maximum rainfall occurs during months of August - December. Humidity The project influenced area (PIA) has semiarid and sub-humid climate. The maximum humidity value of 93% and minimum as 35% was observed along the project road. Humidity is high during the monsoon season and rest of the year; air is generally dry. Wind The minimum, maximum and average wind speed along the project road is 0, 9 and 5.2 kmph respectively. The dominating wind direction observed along the alignment is SW(South-West) followed by NW(North-West). Temperature Kanchipuram - Maximum: 36.6ºC, Minimum: 19.8ºC (Annual daily Ranipet - Maximum: 33.9ºC, Minimum: 22.2ºC mean) Tiruvallur - Maximum: 32.9ºC, Minimum: 24.3ºC

6. Geography and Topography: The project districts has plain topography having an altitude in the range of 1–150m above MSL. Elevation of project road varies from 71m–98m in the project area. The average elevation of project road is 84m AMSL.

7. Landuse: The land use distribution along the 500m of project road is predominantly Agricultural land followed by settlement area followed by open dry land. Rice cultivation is commonly seen along the project road. Also, it is to be noted that there is no forest land within 500m and 10 km buffer area of project road.

8. Geology: Geology of Kanchipuram district is characterized by hard rock predominantly charnocites Gneiss with Gondwana formations. These are overlain by laterites and alluvium. Vellore district is underlain by geological formations ranging in age from Archaean to Recent. 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 III (active zone).

9. Soil: Kanchipuram: Soils of the district have been classified into 1) clayey soil, 2) red sandy or red loamy soil 3) Red sandy brown clayey soil and 4) Alluvial soil. Of the above soils brown clayey soil is the most predominant, covering more than 71 percent of the areal extent of Kanchipuram district. Soils in the Tiruvallur district have been classified into i) Red soil ii) Black soil iii) Alluvial soil and iv) colluvial soil. The major part is covered by Red soil of red sandy/clay loam type. Ferrugineous red soils are also seen at places. Black soils are deep to very deep and generally occur in the depressions adjacent to hilly areas, in the western part. Alluvial soils occur along the river courses and eastern part of the coastal areas. Sandy coastal alluvium (arenaceous soil) are seen all along the sea coast as a narrow belt. iii

10. Soils of district Vellore have been classified into 1) Sandy soil 2) Sandy loam 3) Red loam 4) Clay 5) Clayey loam and 6) Black cotton soils. The red loamy soils are generally observed at the highest elevations whereas the black cotton soils invariably occupy the valley areas. Other types of soils are found at Intermediate elevations.

11. Based on water retention characteristics, project road falls in area of soils having moderate water retention characteristic. The pH levels of the soils show that soils are neutral having pH in the range of 6.22–7.41. The soil can be classified as sandy clay. It is observed that the soil in the project area is fertile with high agricultural productivity with appropriate use of fertilizer.

12. Water Resources and Hydrology: Kanchipuram: The seasonal rivers like Araniyar & Korattalaiar and Thondiar drain in the northern and southern part of the district. The Palar, Araniyar & Korattalaiar and Thondiar river basins which are used for drinking and irrigation purpose. River Palar is a major river course, which drains this district originates from the Western Ghats in Karnataka State. Cheyyar and Vegavathi are the small tributaries of Palar river.

13. Vellore: The river Palar in its course is successively enriched by the tributaries Malattar, Koundinyanadhi, Poiney and Cheyyar. Palar is not a perennial river and occurrence of flood is very rare and of very short duration. R. Cheyyar is the major tributaries of R.Palar, originates from Javadhu hills. However river Palar has good thickness of Alluvium all through

14. Tiruvallur: The Araniar, Kortaliyar, Adayar and Coovum are important rivers draining the district. The Araniar originating in Andra Pradesh flows between Ponneri and Thiruvallur taluks and joins the Bay of Bengal near Pulicat. The Coovum has its origin in the Surplus water from the Coovum tank in Sriperumbudur taluk and feeds the Chembarampakkam tank through a Channel. The Poondi reservoir and Red hills are important tanks. The Pulicat tank is considered to be an important lagoon.

15. There are many streams/canals crossing the project road. Ponds and lake are observed along the project road. 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.

16. 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. Results show that the pH of the drinking water in the region is well within permissible limits (7.5–7.8). The samples collected from ground water shows the parameter is well within the permissible standards. Presence of organic matter is found in the surface water samples.

17. Air Quality: Ambient air quality for particulate matters (PM10 and PM2.5), SO2, NOx & CO was monitoring at two 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 PM 10 is observed at Govt High Sec School-Parameshwar Manglalam (80.1μg/m3), which is well within permissible limits. Similarly, PM2.5 concentration is highest at Pachiyyappas High Sec School, Kancheepuram as well as Govt High Sec School- Parameshwar Manglalam and is 28.5 μg/m3 well within the permissible limit i.e. 60 μg/m3 prescribed by MoEFCC and IFC EHS guideline limit of 25 μg/m3. Other parameters monitored iv i.e. NOx, SO2 were found within the permissible limits for all the locations. Overall, the air quality in the project area is good.

18. Noise Levels and Vibrations: Noise levels were monitored at two locations along the project road. The maximum recorded day time noise level is 68.4 dB(A) and night time noise level is 54.5 dB(A) along the project alignment. The equivalent noise levels for day time ranges between 58.03–61.84 dB(A) and equivalent noise levels for day time ranges between 48–50 dB(A). The recorded noise level is higher than the permissible limits for residential area of 55 dB(A) and 45 dB(A) for daytime and nighttime, respectively. This noise is mainly from vehicular traffic and local domestic/commercial activities.

C.2 Biological Environment

19. The project road does not fall in core or buffer zone of any protected area (National Park, Wildlife Sanctuary, Reserved Forest, Biosphere Reserve, Wetland).

20. A total of 1022 trees>30cm girth size (295 on LHS and 727 on RHS) fall within formation width of project road, which will be affected due to road widening. The dominant tree species along project road are Mango, Tamarind, Palm, Neem, Coconut, Peepal, Indian beech, Khajoor, Sapodilla and Black Plum. No tree along roadside fall in CITES list of plant. The fauna along and surrounding the project road incudes mammals such, Mongoose, Wild boar, Common monkey, and Hare and Birds include Little cormorant, Eastern purple heron, Night heron, Paddy bird, Little Egret, Cattle Egret, Brahmny kite, Pariah kite, Koel, Southern Indian roller, Common myna, crow, Indian house sparrow, Tailor bird, Common teal, Jungle bush quail, curlew, Spotted dove, Parakeet and Crow pheasant. Butterflies includes Indian common crow, Indian red grass and Tailed jay. Reptiles includes House Lizard, Common garden lizard, Indian chameleon, Krait and Indian cobra. Amphibians includes common frog and Toad.

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

C.3 Socio-economic Environment

22. The project road passes through three districts of Tamil Nadu namely Kanchipuram, Ranipet and Tiruvallur.

23. Kanchipuram: According to 2011 census, Kanchipuram district had a population of 3,998,252 with male population of 2,012,958 and female population of 1,985,294. Sex-ratio of district is 986 females for every 1,000 males, much above the national average of 929. Male and female literacy rate in the district is 89.89% and 79.02% respectively. The population density in the district is 892 persons per sq.km. Vellore district had a population of 3936331 with male population of 1961688 and female population of 1974643. Sex-ratio of district is 948 females for every 1,000 males, above the national average of 929. The average literacy of the district was 79.17%, compared to the national average of 72.99%. Male and female literacy rate in the district is 86.5% and 71. 95% respectively. The population density in the district is 648 persons per sq.km.

24. Tiruvallur: According to 2011 census, Tiruvallur district had a population of 3728104 with male population of 1,876,062 and female population of 1,852,042. Sex-ratio of district is 987 females for every 1,000 males, above the national average of 929. The average literacy of the district was 79.17%, compared to the national average of 84.03%. Male and female literacy rate v in the district is 89.69% and 78.32% respectively. The population density in the district is 1098 persons per sq.km.

25. 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.

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

27. No archaeological sites or historical monuments notified under Tamil Nadu State importance under “Ancient and Historical Monument and Archaeological Sites and Remains Act, 1966 of Tamil Nadu and National importance under “The Ancient Monuments and Archaeological Sites and Remains Act 1958 of India are located along the project road section.

D. Consultation, Disclosure and Grievance Redress Mechanism

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

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

30. Formal Public Consultation were conducted at five locations along the project road. All technical, social and environmental issues pertaining to the stretch were briefed and discussed. Potential PAPs, District level Govt. officials, MLAs/ MPs/ Panchayat Members, CKICP Officials, Village representatives, PRIs, Village level health workers, Patwaris, Local voluntary organizations like CBOs and NGOs attended the consultations. A total of 67 participants including 51 males and 16 females attended the public consultation meetings during July and October month of 2019. 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, boost economic development and thereby provide direct, or indirect, benefits to themselves. vi

31. 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 FIU in coordination with Construction Supervision Consultant (CSC) and with the presence of representatives from the contractor. These should be done at least quarterly during construction period.

32. 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.

33. Records of grievances received, corrective actions taken, and their outcomes will be properly maintained and form part of the quarterly progress reports (QPR) and semiannual 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.

34. As project executing agency TNHD will be responsible for the disclosure of this IEE in compliance to ADB’s Access to Information Policy 2018 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

35. 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; vii

• a more efficient and safe road transport system: through reduced travel times, reduced road accidents, reduced vehicle operating and maintenance costs and reduced transportation costs for goods; • the facilitation of tourism.

F. Anticipated Environmental Impacts and Mitigation Measures

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

37. 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.

38. The loss of land under the agriculture use for bypass section and the 1022 trees will be compensated under a mandatory compensatory scheme under the government wherein total 10220 trees (1:10 ratio) will be planted. This mandatory compensation scheme is expected to result in the creation of good vegetation cover along the road section in the long-term (>10 years).

39. Other moderate and minor negative environmental impacts include dust; pollution of air and water; inconveniences caused by shifting of utilities; soil erosion, contamination and siltation of surface water, waste and spoils disposal. The project will also require 72.2318 ha of land acquisition and have impacts on 450 private structures, 15 kiosk and 25 common property resources. Out of 450 affected structures 45 are residential structures and 88 are commercial structures and 22 residential cum commercial structures, while the remaining 295 structures are falling in other category structures.

40. These will be addressed through various mitigation measures included in the EMP such as regular sprinkling of water; enforcement of construction time limits; regular monitoring of air, water and noise; payment of compensation to affected people in accordance with the entitlement matrix in the Resettlement Plan (RP); regular public communication on shifting of utilities; enforcement of health and safety requirements in the work sites and camps; implementation of slope stabilization measures; management of solid and liquid waste and chemicals and other measures.

G. Environmental Management Plan

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

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

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

44. An environmental management budget of INR 2,70,78,000 (US$ 0.362 million) has been estimated for implementation of the EMP. This budget also includes cost of environmental monitoring and associated trainings.

H. Conclusions and Recommendations

45. The project road (Kanchipuram - Thiruthani Road section of SH-58 (Part 2)) proposed for the improvement is classified as environment Category B project as per ADB SPS requirements. Environmental screening and assessment of likely impacts and rating of risks shows that with implementation of mitigation measures and habitat improvement activities the project will not result in significant residual environmental impacts.

46. A number of potential adverse impacts have been identified on issues related to dust, noise, pollution, soil erosion, waste, occupational health and safety, community health and safety and biodiversity. Most impacts were assessed to be of low to moderate risk. Potential impacts on biodiversity were assessed to be of medium risk. Biodiversity impacts include loss of about 1022 trees due to widening of road. There are no protected areas located within 10km radius of the road section.

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

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

I. INTRODUCTION

A. Project Background

2. Kanchipuram to Thiruthani via Arakkonam Road Section of SH-58 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 Kanchipuram to Thiruthani via Arakkonam Road (SH-58). The total design length of the road alignment is 41.779 km in length is taken up. The details of project road are in Table 1.

Table 1: Project Road Details (SH-58 Part 2) Design Design Sl. Project Road Section Chainage (km) Length Environmental Set up No. (km) From To The entire length of the project road runs through plain & Kanchipuram - rolling terrain and passing Arakkonam - Thiruthani 1 66.940 108.719 41.779 Road Section (SH 58 across several agricultural Part 2) land, villages, and towns of Kanchipuram, Ranipet and Tiruvallur districts.

3. All discussions thereafter focus on this project 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 in the office of TNHD as well as on the CKICP and ADB website.

B. Nature, Size and Location of Project Road

4. The project road is located in Kanchipuram, Ranipet and Tiruvallur districts of Tamil Nadu. This Project road starts at Kanchipuram (existing chainage km 66+940) and ends at Thiruthani (existing Chainage at km 104+200), and of 41.779 km total length including bypass at Arakkonam start from km 86+255 to km 98+742 and passes through towns of Kancheepuram, Ranipet and Tiruvallur districts. The existing road is of mostly 2-lane without proper shoulders, but poor pavement condition. The proposed road section is part of SH-58 road network on Tamil Nadu State. The project road is planned to be widened to 2 lane configuration with paved shoulders. The project is linear in nature.The location of the project road section is shown in Figure 1. 2

Figure 1: Location of Project Road Alignment on Map

THIRUTHANI END OF PROJECT ROAD AT EX. CH.- 104.200 & PROP. CH.- 108.719 SH-58-II

ARAKKONAM BYPASS ARAKKONAM

SH-58-II

START OF PROJECT ROAD AT 66.940(EX. & PROP. CHAINAGE) KANCHIPURAM

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 environmental assessment study was prepared between the months of November 2019 to June 2020 to meet ADB’s Safeguards policy requirements. This is the draft IEE report prepared to fulfil ADB’s SPS 2009 requirements for financing the Project. The detailed engineering design report has been prepared by the DPR consultant M/s. RITES Ltd. The IEE report is being 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 Kanchipuram - Thiruthani road (SH-58 Part 2) and identifies the environmental issues to be considered in the project planning and design stages. In this report, the different activities that are likely to take place to achieve the project objectives have been analysed. Potential impacts that may accompany them have been identified, assessed for significance, and concomitant avoidance, mitigation, and compensation measures were prepared in consultation with stakeholders. The IEE addresses the environmental management requirements of the Government of India (GOI) and ADB. Specifically, this report—

• provides information about the baseline environmental setting of the project. • provides information on potential environmental impacts of the proposed project activities with its magnitude, distribution, duration and sensitivity of receptors. • provides information on required mitigation measures with cost to minimize the impacts. 3

• analyses the alternatives options considering alternative locations, designs, management approaches for selection of most feasible and environmental acceptable options. • provides details of stakeholder’s consultations. • designs an environmental management and monitoring plan with institutional responsibilities measures for effective implementation of mitigation measures proposed and provides addressing grievances.

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

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 amendment of MoEFCC and the Highway Sector EIA guidance manual 2010 have also been followed in the process of this environmental assessment. The study methodology has been adopted in such a manner to ensure that environmental concerns are given adequate weightage in the selection of alignment and design of proposed road improvements. The study in this project employs an iterative approach in which potential environmental issues have been examined at successive levels in detail and specificity, at each step in the process.

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

1. Collection and Analysis of Data

12. The Baseline data was collected on various environmental components such as soil, meteorology, geology, hydrology, water quality, flora and fauna, habitat, demography, land use, cultural resources, properties and structures. Secondary data on environment for the project corridor were collected both from published and other relevant sources e.g., the Department of 4

Forest, Tamil Nadu State Pollution Control Board, State Statistical Department etc. The data collection from the field was completed with the help of enumerators / investigators. The interviewers were trained for filling up the questionnaire at the site. To ensure the accuracy of the data, data collection was done under the supervision of the consultant. The type and source of information compiled in this IEE are shown in Table 2.

Table 2: Primary and Secondary Information Sources Information Sources Technical information on existing road features Department of Highways Tamil Nadu, Project and proposed Rehabilitation work. Inventory of Implementation Unit, ADB Project, CKICP road features; viz. water bodies community Design Consultant, Ground physical surveys structures, environmental sensitive location and graphics consultants areas, congested locations, etc. Climatic Conditions Indian Meteorological Department, ENVIS Website, NIC, primary data Collection Geology, Seismicity, Soil and Topography Geological survey of India, Survey of India (SOI) Toposheets, Primary data collection Land Use/ Land Cover Survey of India (SoI) Toposheet, Observation during survey. Drainage Pattern Survey of India Toposheet and field observation Status of forest areas, Compensatory Divisional Forest Office, Kanchipuram, afforestation norms etc. Ranipet and Tiruvallur Districts. Status of Fishing Activity District Fisheries Offices at Kanchipuram, Ranipet and Tiruvallur Districts Air quality Noise, Soil and Water Onsite monitoring and Analysis of Field samples during field visit Borrow Areas, Quarries and other construction Feasibility report, field observations material source River geo-morphology, hydrology, drainage, flood patterns Socio-economic Environment Primary Census Abstract of Kanchipuram, Ranipet and Tiruvallur, District 2011. Official websites maintained by state Govt., and Public Consultations during the Field survey

2. Environmental Monitoring and Analysis

13. Different locations were identified for monitoring and analysis of noise level, ambient air and water quality. The monitoring and analysis of water quality, air quality and noise level has been done in last quarter of 2019 by M/s Global Lab and Consultancy Services, Salem a leading environmental research laboratory. Air quality monitoring has been carried out as per MoEFCC notification of November 2009 the revised Air Quality standards and the on-site monitoring results are incorporated in Chapter 4 of this IEE report.

14. Vegetation and Wildlife Survey: 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. 5

3. Analysis of Alternative

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

4. Stakeholder and Public Consultations

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

5. Assessment of Potential Impacts

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

6. Preparation of the Environment Management Plan

18. An EMP for the project contract 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

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

• Chapter 1 - Introduction: This section describes the background information about the project and IEE study. • Chapter 2 - Policy, Legal, and Administrative Frameworks: this section summarizes the national and local legal and institutional frameworks that guided the conduct of the assessment as well as applicable international conventions and protocols. • Chapter 3 - Project Description: This section presents the key features and components of the proposed project. • Chapter 4 - Description of the Environment: This section discusses the relevant physical, biological, and socioeconomic features that may be affected by the proposed project. • Chapter 5 – Analysis of Alternatives: This section covers analysis of various alternatives considered to minimize the overall impacts of proposed development and suggest most appropriate alternatives based on detailed analysis of impact and risk associated with each alternative. 6

• Chapter 6 - Anticipated Environmental Impacts and Mitigation Measures: This section presents the environmental assessment of likely positive and adverse impacts attributed to the proposed project and concomitant mitigation measures. • Chapter 7 - Consultation, Participation and Information Disclosure: This section describes the consultation process undertaken during the environmental examination and its results, their consideration in the project design, and manner of compliance to the ADB’s Publication Policy and related national laws. • Chapter 8 - Grievance Redress Mechanism: This section describes the formal and informal redress procedures for registering, resolving, and reporting complaints. • Chapter 9 - Environmental Management Plan: This section discusses the lessons from the impact assessment and translated into action plans to avoid, reduce, mitigate or compensate adverse impacts and reinforces beneficial impacts. This plan is divided into three sub-sections: mitigation, monitoring, and implementation arrangements • Chapter 10 - Conclusion and Recommendation: This section states whether there is a need for further detailed environmental studies / assessments and highlights key findings and recommendations to be implemented by the borrower.

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

II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

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

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

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

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

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

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

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

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

25. The EIA requirement in India is based on the Environment (Protection) Act, 1986, the EIA Notification, 2006 (latest amended in 2020), all its related circulars, MOEFCC’s Environmental Impact Assessment Guidance Manual for Highways 2010 and IRC Guidelines for Environmental Impacts Assessment (IRC: 104-1988) of highway projects. In addition to road widening and rehabilitation including establishment of temporary workshops, construction camps, hotmix plants, and opening of quarries for road construction work require compliance with provisions of The Forest (Conservation) Act 1980 as amended 1988 and Rules 1981 as amended 2003: The Wildlife (Protection) Act, 1972 (amended 1993); The Water (Prevention and Control of Pollution) Act 1972 (amended 1988) and Rules 1974; The Air (Prevention and Control of Pollution) Act, 1981 (amended 1987) and Rules 1982; The Noise Pollution (Regulation and Control) Rules, 2000 (amended 2002) and the Hazardous Waste (Management, Handling and Trans-boundary Movement) Rules 2008 (amended 2016).

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

27. Specifically for the proposed Kanchipuram - Thiruthani road (SH-58 Part 2) in the state of Tamil Nadu, the following (Table 3) environmental laws and regulations are applicable:

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 State/District The 4 6 1. Borrow areas – 2006 EIAA Contractor months Forest Conservation Tree cutting District 2 6 2. Tree Cutting Act/Revenue TNHD – permit Collector months District Officer (RDO) Note : Borrowing of ordinary earth for linear projects exempted from purview of EIA notification 2006 vide MoEF 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, Tamil Nadu Rules of 2000 and Consent-to- The 2 3 1 hot mix plant, Pollution – Environmental establish Contractor months wet mix plant Control Board Protection Action and Diesel of 1986 and as Generator Sets amended 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 Tamil Nadu Rules of 2000 and Consent-to - The 2 3 2 mix plant, wet Pollution – Environmental operate Contractor months mix plant and Control Board Protection Action Diesel of 1986 and as Generator Sets amended Tamil Nadu Pollution Manufacture Storage of fuel Control Board storage and Permission for oil, lubricants, or Local Import of storage of The 2 3 3 diesel etc. at Authority – Hazardous hazardous Contractor months construction (District Chemical Rules chemical camp Magistrate 1989 /District Collector) State Minor Mineral Concession Tamil Nadu Rules, The Mines Quarry Lease Quarry Department of The 2 3 4 Act of 1952, Deed and – operation Mines and Contractor months Indian Explosive Quarry License Geology Act of 1984, Air Act of 1981 and Water Act of 1974 Permission for extraction of Extraction of Ground Water ground water State Ground The 2 3 5 – ground water Rules of 2002 for use in road Water Board Contractor months construction activities Permission for Use of surface Tamil Nadu use of water for The 2 3 6 water for - Irrigation – construction Contractor months construction Department purpose Engagement of District Labor The 2 3 7 Labor Act Labor license – labor officer Contractor months

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

• As per provisions of the EIA Notification 2006 (amended in 2009, 2011 and 2013), all new state highway and state highway expansion projects except in hilly terrain (above 1,000m AMSL) and or notified ecologically sensitive areas fall under 10

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 Kanchipuram - Thiruthani and this section is not located in hilly terrain (above 1,000m AMSL) or any notified ecologically sensitive areas (ESA), it does not fall under the purview of EIA notification. 1 Therefore an environmental clearance from SEIAA is not required for this project road. • As per the Forest Conservation Rules (1981, amended 2003) a forestry clearance from Department of Forests is required for diversion of forest land for non-forest purpose. Processing of the forestry clearance entails two stages: stage I and stage II. Amongst other requirements stage I clearance requires the applicant to make payments for compensation of forestry land that will be acquired and trees that will be cut under the project. Accordingly, timely allocation of budget for this purpose by the applicant is necessary to expedite the clearance process. Proposed Kanchipuram - Thiruthani 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 Kanchipuram - Thiruthani 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 permission 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 (if necessary) construction works may commence on sections/parts of a linear project that do not require forestry clearance. Construction works may commence on sections requiring forestry clearance only after receipt of the respective clearance. • Placement of hot-mix plants, borrow areas, quarrying and crushers, batch mixing plants, discharge of sewage from construction camps requires No Objection Certificate (Consent to Establish and Consent to Operate) from SPCB prior to establishment (Table 3, construction stage item 1 and 2). • Permission from Central Ground Water Authority is required for extracting ground water for construction purposes, from areas declared as critical or semi critical from ground water potential prospective by them (Table 3, construction stage item 5). • Before the start of civil works for the any component of the project the project proponent (TNHD) must obtain clearances/permits from the regional office of the Ministry of Environment and Forests & Climate Change and State Pollution Control Board as 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 29. There are many rules and regulations framed by the Government of India for the protection of workers. Most of these legislations will be applicable to contractors in charge of construction. EA will ensure compliance to these social legislations through contractual obligation and regular checks and penalties. These legislations include the Building and Other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996, Child Labour (prohibition and Regulation) Act, 1986; Minimum Wages Act, 1948; Workmen Compensation Act, 1923; Payment of Gratuity Act, 1972; Employee State Insurance Act; Employees P.F. and Miscellaneous Provision Act, 1952; Maternity Benefit Act, 1951; Payment of Wages Act, 1936; Equal Remuneration Act, 1979; Inter-State Migrant Workmen’s (Regulation of Employment & Conditions of Service) Act, 1979; Equal Remuneration Act, 1979 etc.

C. International Treaties and Relevance to the Project 30. Government of India has signed many international treaties. GOI has also framed various laws, regulations and guidelines to meet country’s obligations under these treaties. Projects of this magnitude may contribute in meeting country’s obligation directly or indirectly. A screening was carried out of these treaties regarding its applicability to this project. The relevant international treaties are:

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

D. Project Standards

31. Environmental standards for air, water, soil, noise, and vibration, among others will follow applicable CPCB, World Bank Group (WBG)/International Finance Corporation (IFC) 12

Environment Health and Safety (EHS), or State-imposed limits, whichever is most stringent. When national regulations differ from the performance levels and measures presented in EHS Guidelines, projects are expected to achieve whichever is more stringent. If less stringent measures are appropriate in view of specific project circumstances, full and detailed justification of the applied standard or guideline should be presented in the environmental assessment. The justification should demonstrate that the chosen alternative’s performance level is protective of human health and the environment. CPCB and IFC EHS guidelines are provided in Appendices.

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

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

F. Category of the Project

33. The project has been evaluated considering the outcome of the ADB Rapid Environmental Assessment (REA) checklist and the same is enclosed as Appendix 1. All environmentally sensitive areas along the proposed alignment have been critically analyzed to assess the magnitude and extent of likely impacts.The project road do not falls within core/buffer zone of any protected area

34. Certain sections of the project road involve expansion of the existing road to two lane standard road, where there will be substantial land use change and earthworks involved. The road section crosses some of the water bodies and acquisition of land may be involved at a few stretches.

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

III. PROJECT DESCRIPTION

A. Type and Location of Project Road

36. The present report on Initial Environmental Examination (IEE) deals with the environmental analysis of the project road considered under ADB supported TNICP - Upgrading Kanchipuram - Thiruthani road section (SH-58 Part 2).

37. 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.

38. 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 with paved shoulders on both side. In urban areas the improvement will restricted to the existing ROW. Table 4 present key project road features and design standards for project road.

Table 4: Summary of Road Components and Design Standards Parameter Details Road Length 41.779 km Alignment Follow the existing road alignment except some of the locations where geometric improvements is required. Flyovers/ 2 ROBs are proposed Railway Crossing Major/Minor There is 2 major bridge and 18 minor bridges, and 6nos Major Bridges junction and 79 Minor junctions are proposed along the project road. Culverts There are 124 culverts (including 5nos retained) which includes Reconstruction 49nos, widening 6nos, New construction 46nos and cross road culverts 8nos are proposed Embankment During inventory and reconnaissance survey of project road, it is Design found 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 highest flood level (HFL). The raising is required at these locations. Design As per IRC Codes and MORTH Guidelines Standard Vertical Clearance 0.60 m above HFL for bridges up to 30m length 0.90m above HFL for bridges above 30 m length. The discharges for which the bridge has been designed are maximum flood discharge on record for a period of 100 years for major bridges and 50 years for minor bridges. Speed Design : 100 kmph Permissible : 80 kmph Horizontal As per IRC: 73-1980 Controls Maximum value of 7% for super elevation in rural section for 2 lane as per IRC guidelines, the minimum radius for horizontal curves is 14

Parameter Details 50m for design speed 100 kmph Vertical Grade break of 0.6%, vertical curves will be provided. Controls Length of vertical curve will be restricted to minimum 50m Carriageway Carriageway: 7.0m carriageway with earthen shoulder Source: Detailed Project Report, 2019

B. Features of the Project Road

39. The project road starts from Kanchipuram at km 66.940 at 12°50’58.86”N and 79°41’35.34”E and ends at Thiruthani at km 104.2 at 13°10’52.33”N and 79°36’34.47”E. The design length of project road is 41.779 km. The Kanchipuram - Thiruthani road transverse through Kanchipuram, Ranipet and Thiruvallur, districts of Tamil Nadu. The project road is a part of SH-58. One bypass for Arakkonam town has been proposed apart from that the geometric improvements/realignments along the project road section are considered.

40. The project road traverses in plain terrain passing through rural areas as well as few intermittent semi-urban and urban settlements. 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.

B.1 Right of Way (RoW)

42. The road improvement is proposed from existing 2 lane with earthen shoulder to 2 lane with paved shoulder configuration with existing ROW varying from 16m to 23m. From Kanchipuram to Arakkonam the existing ROW varies between 16m to 23m whereas from Arakkonam – Thiruthani, the existing ROW varies between 30m to 40m. Around 8.973 km length of the project road passes through built up area; remaining 32.806 km length traverses through non-builtup. The project road is passing through 16 inhibited areas. The road traverses through plain terrain.

B.2 Cross Drainage Structures

43. There is no major bridge and 7 minor bridges existing along the project road. There are existing 60 culverts which includes cut stone - 9, pipe culvert - 24, slab culvert - 18, box culvert - 9. There is no proper drainage system available along the project road.

B.3 Traffic Scenario

44. The 7-day 24-hour directional classified Traffic Volume Count (TVC) was carried out at two different locations on the project road section during DPR preparation. The average daily traffic volumes are given below in Table 5.

Table 5: Annual Average Daily Traffic Volume in Kanchipuram - Thiruthani Road (SH- 58 Part 2) Chainage (km) Vehicle Type From 63.970 to From 94.060 to 94.060 107.800 2W 3750 4375 3W 357 224 Car 1112 1079 BUS 517 578 LCV 407 260 TRUCK 547 532 Other Fast* 98 76 ALL FAST 6788 7124 ALL SLOW 190 127

AADT (in Nos.) 6978 7251

Source: Traffic volume Survey by the DPR Consultant

B.4 Road Width

45. This project road has 7.0m to 10m carriageway with earthen shoulder width varying between 0.5m to 1m in the entire length except at built up sections.

B.5 Villages and Urban-Built Up Sections

46. This project road passes through many villages and towns. The major builtup locations along the project road is Kanchipuram town, Thimmasamudram, Chembarambakkam, Ooveri, Govindavadi B, Padunelli, Pallur, Pinnavarram, Parmeshwara mangalam, Arigilapadi, Thanigaipolur, Itchiputhur and Karthikeyapuram. The major builtup urban sections and villages along the project road are given in Table 6 below.

Table 6: Major Built-Up Locations along Kanchipuram - Thiruthani Road (SH-58 Part 2) Chainage (km) Length S. No Side Location of Built-up area From To (km) 1 66.94 68.159 BHS 1.219 Kanchipuram town 2 68.873 69.674 RHS 0.801 Thimmasamudram 3 72.283 72.633 RHS 0.35 Chembarambakkam 4 75.434 76.022 RHS 0.588 Ooveri 5 78.428 78.628 RHS 0.2 Govindavadi B 6 78.728 78.843 RHS 0.115 Padunelli 7 78.843 79.673 RHS 0.83 Pallur 8 81.05 81.2 RHS 0.15 Paruvamedu 9 82.091 82.811 RHS 0.72 Pinnavarram 10 85.358 86.077 RHS 0.719 Parmeshwaramangalam 11 86.077 86.255 BHS 0.178 Arigilapadi 16

12 99.534 99.784 LHS 0.25 Thanigaipolur 13 99.985 100.289 LHS 0.304 Thanigaipolur 14 101.048 102.147 BHS 1.099 Itchiputhur 15 102.347 102.597 BHS 0.25 Itchiputhur 16 103 104.2 BHS 1.2 Karthikeyapuram 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 evolve the design for improvement and upgradation:

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

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 aim of this chapter is to evolve Design Standards for the study primarily based on IRC publications and MORTH circulars for concurrence/approval of TNHD. The relevant IRC/ MORT&H design standards adopted for the Engineering Design are given below.

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

1. Geometric Design

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

• The designed facility shall not become obsolescent before the design year. • Design shall be consistent and the standards followed for different elements shall be compatible with one another. • The design shall cover all geometric aspects of road including road, safety features, road furniture, signages, grade separated structures, etc. • The design will be done aiming at minimizing the vehicle operating cost including initial cost, cost of maintenance etc. 17

• The design will take into consideration the environmental, aesthetic and landscaping aspects of the project road.

2. Geometric Design Control

50. 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

51. 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.

52. 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

53. 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.

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

b. Radii of Curve

55. 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.

56. 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 % 18

f = Co-efficient of friction between vehicle tyre and pavement (taken as 0.15) R = radius in metres

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

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

c. Super-elevation

58. 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

59. 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

60. 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

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

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

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

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

62. 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

63. 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.

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

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

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

5. Pavement Design

66. The entire road stretch is proposed as per the guidelines comprise of Flexible Pavement. Design is primary in accordance with IRC guidelines. The recommendation given in IRC: 37- 2012, or equivalent method are used for new carriageway and paved shoulders. The pavement are designed for a service life of 20 years. Strengthening of the pavement by bituminous overlay are done periodically after 10 years. Thickness requirements for the flexible pavement has been established based on IRC: 81-1997. 20

6. Embankments

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

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

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

7. Grade Intersections

70. 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

71. 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

72. 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

73. 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.

74. 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.

75. All critical locations are identified at the proposed geometric improvements along the project road and cross roads where Warning, Regulatory and Information signs are required. Traffic signs have been designed to convey clear and unambiguous messages to road users so that they can understand quickly and easily. IRC: 67-1977, code for practice of road sign, has been followed for finalization of sign installation. On unkerbed 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. 21

76. 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.

77. 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.

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

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

80. 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.

81. 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-58 Part 2 .

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

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

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

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

86. 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 22 delineators, ROW pillars, parking areas and rest areas, bus stops/bays, and landscaping. Wherever possible these features are provided in accordance with relevant IRC or another standard, as detailed below. If no IRC Codes or the MoRTH Specifications are available, international standards such as BIS/AASHTO/ASTM/British Standards have been used in detailed design.

87. Road Humps: Road humps or speed breakers are formed by providing a rounded hump of 3.7m width (17m radius) and 100mm 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.

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

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

89. 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

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

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

1. Proposed Right of Way

91. The proposed RoW for the 2 lane configuration has been fixed as 16.0m in urban built-up areas, 23m in open and rural areas and 30m to 40m in bypass. 23

2. Embankment Height

92. 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

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

4. Cross Sectional Details

94. 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), based on existing site conditions and technical requirements.

95. 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:

• Type A: Typical cross-section of 2-Lane Carriageway with Paved Shoulder and Covered Drain • Type A1: Typical cross-section of 2-Lane Carriageway with Paved Shoulder and Covered Drain at level crossing and builtup locations • Type A2: Typical cross-section of 2-Lane Carriageway with Paved Shoulder / at LC30 level crossing • Type B: Typical cross-section of 2-Lane Carriageway with Paved Shoulder: Open/ Village Area with Railway Track LHS • Type B1: Typical cross-section of 2-Lane Carriageway with Paved Shoulder: Open/ Village Area with Railway Track LHS/ Level Crossing • Type C: Typical cross-section of 2-Lane Carriageway with Paved Shoulders & Covered Drain on RHS and Railway Track on LHS • Type D: Typical cross-section of 2-Lane Carriageway with Paved Shoulder (Bypass) • Type E: Typical cross-section of 2-Lane Carriageway with Paved Shoulder Both Sides/ Bypass • Type E1: Typical cross-section of 2-Lane Carriageway with Paved Shoulder Both Sides/ Bypass • Type F: Typical cross-section of 2-Lane Carriageway with Paved Shoulders & Covered Drain on LHS and Railway Track on RHS • Type G: Typical cross-section of 2-Lane Carriageway with Paved Shoulder: Open/ Village Area on LHS and Railway Track on RHS • Type H: Typical cross-section of 2-Lane Carriageway with Paved Shoulder Both Sides • Type I: Typical cross-section of Carriageway for approach to ROB • Type J: Typical cross-section of 4-Lane divided carriageway for approach to ROB • Type K: Typical cross-section of 2-Lane Carriageway for approach to ROB • Type K1: Typical cross-section of 2-Lane Carriageway for approach to ROB (With Service Road) 24

• Type L: Typical cross-section of 2-Lane Carriageway for ROB • Type L1: Typical cross-section of 2-Lane Carriageway for ROB • Type L2: Typical cross-section of 2-Lane Carriageway for ROB (with service road) • Type M: Typical cross-section of 2-Lane Carriageway with Paved Shoulders: Open/Railway Track LHS and Tank Portion RHS • Type N: Typical cross-section of 2-Lane Carriageway with Paved Shoulders: Open/Village Area with Railway Track LHS • Type O: Typical cross-section of 2-Lane Carriageway with Paved Shoulders: Open/Village Area with Railway Track RHS • Type P: Typical cross-section for 4-Lane Divided carriageway with Open Drain on LHS and Covered Drain on LHS • Type Q: Typical cross-section for 2-Lane Divided carriageway with Open Drain on RHS and Open RCC Drain on LHS • Type R: Typical cross-section of 4-Lane divided Carriageway for approach to ROB • Type S: Cross section at ROB Location

96. The typical cross sections (TCS) in built-up area, rural areas, overlay locations are shown in Figure 2.

Figure 2: Typical Road Cross Sections

5. Realignment and Bypasses

97. One bypass to Arakkonam town has been proposed apart from the geometric improvements/realignments along the project road section. The bypass starts at existing chainage of km 86+255 (design km 86+345) and ends at km 98+472 (design km 103+260). The total design length of Arakkonam bypass is 16.915 km. Other minor realignments are also proposed along project road considering curve improvements at existing sharp curve locations.

98. All the realignments have been designed taking into account technical, social, environmental and safety issues with minimum additional land acquisition. Total realignment length is 1.280 km. There is a need for land acquisition for road widening and at the location of realignments. The total land acquisition for the project road improvement has been estimated as 72.2387 Hectares

6. Culverts and Bridges

99. Improvement proposal: 18 slab culverts, 9 cut stone culverts and 22 pipe culverts will be reconstructed to box culverts, 3 existing box culverts are retained and 6 are proposed for widening, 2 existing pipe culverts will be retained.

7. Borrow and Quarry Materials Sourcing

100. About 10,86,437 cum of borrow earth, 5,75,000 cum of aggregate is estimated to be required for the constructional activities of road section. The information about existing stone Quarries, Morum Quarries/ Borrow pits, Sand Quarries was collected from local PWD Divisional Offices and Sub divisional Offices, local construction contractors and local material suppliers throughout the project area, from other sources and from direct observation and by site visits. Location maps and type of material available in each project road were also collected and produced. The suitability of the materials sources is evaluated based on laboratory testing. After analyzing the suitability of those material sources quantitatively and qualitatively, the lead chart is prepared. The Locations of borrow area for the project road has been shown in Appendix 2.

8. Geometric Design

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

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

103. The design and operational speed all along the project road is designed as 80–100 kmph, except at certain curve locations.

• The speed has been restricted due to geometry and social impacts (e.g. schools, hospitals, places of worship, etc.) with additional signages in the specific chainages. 39

• Improvement of the existing road geometrics 9. Intersections

104. 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.

105. There are existing 6 major junctions and 79 minor junctions along the project road. The major and minor junction along the project road is provided in Table 9.

Table 9: Major and Minor Junction Improvement with Transverse Rumble Strip Design. No. Sl. Type of Road Chainage of Side Remarks No Junction Category (km) Legs Major Junctions 1 66.965 3 Y LHS SH-58A Junction with SH-58A 2 69.783 3 T RHS NH-48 Junction with NH-48 3 86.345 3 T RHS SH-50B Junction with SH-50B Junction with SH-126 LHS & 4 95.872 4 + SH-126 (Arakkonam to Ocheri Road) RHS Km 5/8 of SH 126. Junction with SH-61 LHS & (Walajah to Sholingar to 5 98.745 4 + SH-61 RHS Arakkonam Road) Km 46/6 of SH 61. Junction at End of 6 103.092 3 Y RHS Ex.SH-58 Arakkonam Bypass Minor Junctions LHS CC Road to Thoppu LHS & VILLAGE 1 67.223 4 X street & RHS CC road to RHS ROAD Panjupet Big street VILLAGE 2 67.362 3 T RHS CC Road to Panjupet Village ROAD VILLAGE 3 67.403 3 T LHS BT Road to CVM Nagar. ROAD VILLAGE BT Road to 4 67.45 3 T RHS ROAD Karupadithattadai VILLAGE 5 67.616 3 T RHS CC Road to Kanchi Street. ROAD VILLAGE CC Road to Partikulam 6 67.668 3 T RHS ROAD Village. LHS - LHS BT Road to ODR, LHS & Ammakulam Village & RHS 7 67.698 4 + RHS - RHS CC Road to Partikulam VILLAGE Village. ROAD VILLAGE 8 67.8 3 T LHS BT Road ROAD VILLAGE CC Road to Erivakkam 9 67.859 3 T LHS ROAD Village. 10 67.91 3 T LHS VILLAGE CC Road to Erivakkam 40

Design. No. Sl. Type of Road Chainage of Side Remarks No Junction Category (km) Legs ROAD Village. VILLAGE CC Road to Erivakkam 11 67.968 3 T LHS ROAD Gandhi Nagar. VILLAGE 12 68 3 T RHS CC Road ROAD VILLAGE BT Road to JinaKanchi 13 68.853 3 Y LHS ROAD Nagar. VILLAGE 14 68.895 3 Y RHS BT Road to NH-4. ROAD VILLAGE 15 68.91 3 T RHS CC Road ROAD VILLAGE 16 68.96 3 T RHS CC Road ROAD VILLAGE CC Road to 17 69.08 3 T RHS ROAD Thimmasamudram VILLAGE CC Road to 18 69.1 3 T RHS ROAD Thimmasamudram VILLAGE CC Road to 19 69.16 3 T RHS ROAD Thimmasamudram VILLAGE CC Road to 20 69.2 3 T RHS ROAD Thimmasamudram VILLAGE 21 69.224 3 Y RHS CC Road to NH-4. ROAD VILLAGE 22 69.267 3 T RHS BT Road to NH-4. ROAD VILLAGE 23 69.65 3 T RHS CC Road ROAD VILLAGE 24 69.69 3 T RHS CC Road ROAD VILLAGE BT Road to Injambakkam 25 72.417 3 T RHS ROAD Village. 26 72.46 3 T LHS ODR BT Road to Kooram Village. VILLAGE BT Road to 27 72.707 3 Y RHS ROAD Vishakandikuppam Village. VILLAGE BT Road to Periyakarumbur 28 74.13 3 T LHS ROAD Village. BT Road to Pudupakkam 29 74.972 3 T LHS ODR Village. BT Road to 30 75.492 3 T RHS ODR PTLeeChengalvarayanaicker College of Engg.&Tech. VILLAGE 31 75.735 3 T LHS BT Road to Ooveri Village. ROAD VILLAGE Concrete Road to Ooveri 32 75.836 3 T RHS ROAD Village. VILLAGE 33 75.9 3 T RHS BT Road to PutheriVillage ROAD BT Road to Govindavadi 34 77.67 3 T LHS ODR Village. BT Road to Govindavadi 35 78.503 3 T LHS ODR Village. 41

Design. No. Sl. Type of Road Chainage of Side Remarks No Junction Category (km) Legs BT Road to 36 78.54 3 T RHS MDR Sugavachathirum Village. VILLAGE Concrete Road to Paduneli 37 78.772 3 T RHS ROAD Village. VILLAGE 38 78.865 3 T RHS BT Road to Paduneli Village. ROAD 39 79.51 3 T LHS MDR To Panapakkam Road 40 79.552 3 T RHS MDR BT Road to Ganapatipuram. VILLAGE Concrete Road to Pallur 41 79.798 3 T RHS ROAD Village. VILLAGE 42 81.13 3 T RHS CC road ROAD VILLAGE 43 81.22 3 T RHS CC road ROAD VILLAGE Concrete Road to Yallaikaba 44 82.532 3 T RHS ROAD Street. LHS BT Road to Panavaram LHS & 45 82.625 4 + MDR Village &RHS BT Road to RHS Ganapatipuram Village. BT Road to Pinnavaram 46 83.14 3 T RHS ODR Village. VILLAGE BT Road to Attupakkam 47 84.172 3 T LHS ROAD Village. VILLAGE BT Road to Manjampadi 48 84.828 3 T LHS ROAD Village. BT Road to VILLAGE 49 85.5 3 T RHS Parmeshwaramanglam ROAD Village. VILLAGE BT Road to 50 85.655 3 T LHS ROAD Illuppaithandalam Village. LHS & VILLAGE BT Road to 51 88.44 4 + RHS ROAD Illuppaithandalam Village. LHS & VILLAGE LHS & RHS BT Road to 52 91.354 4 + RHS ROAD Kilandurai Village . LHS & VILLAGE LHS BT Road to Nagavedu 53 93.167 4 X RHS ROAD Village & RHS Kilanthurai VILLAGE RHS BT Road to 54 93.233 3 T RHS ROAD KilanduraiVillage . LHS BT Road to LHS & VILLAGE Paruthiputhur Village & RHS 55 95.33 4 + RHS ROAD BT Road to Melpakkam Village LHS BT Road to LHS & VILLAGE Paruthiputhur Village & RHS 56 95.443 4 + RHS ROAD BT Road to Melpakkam Village LHS/RH VILLAGE 57 99.42 4 + BT Road Kaiyanoor Road S ROAD LHS/RH VILLAGE 58 99.58 4 X BT Road Kaiyanoor Road S ROAD 42

Design. No. Sl. Type of Road Chainage of Side Remarks No Junction Category (km) Legs LHS/RH VILLAGE 59 99.68 4 X BT Road Kaiyanoor Road S ROAD LHS - Balakrishnapuram LHS/RH VILLAGE 60 101.61 4 X Road & RHS - S ROAD BankarammaKandigai Road LHS BT Road to Vaniyampet LHS/RH VILLAGE 61 102.6 4 + Village & RHS BT Road to S ROAD Raghavendra Nagar . VILLAGE BT Road to Vaniyampettai 62 104.095 3 Y LHS ROAD Village. VILLAGE 63 104.126 3 T LHS CC Road ROAD BT Road to Thanigaipolur 64 104.224 3 T RHS ODR village BT Road to Ichchiputur 65 104.253 3 T LHS ODR Village. VILLAGE 66 104.562 3 T LHS CC Road ROAD VILLAGE Concrete Road to Ichchiputur 67 104.61 3 T LHS ROAD Village. VILLAGE Concrete Road to Ichchiputur 68 104.662 3 T LHS ROAD Village. VILLAGE 69 105.012 3 T RHS BT Road ROAD VILLAGE Concrete Road to Ichchiputur 70 106.04 3 T LHS ROAD Village. VILLAGE BT Road to Ichchiputur 71 106.214 3 Y LHS ROAD Village. VILLAGE Concrete Road to Ichchiputur 72 106.313 3 T LHS ROAD Village. BT Road to 73 106.545 3 T LHS MDR Anwarthikanpettai Village Temple. VILLAGE Concrete Road to 74 107.08 3 T LHS ROAD Sarsaswathi Nagar VILLAGE Concrete Road to Perumal 75 107.564 3 T LHS ROAD thangal Pudur VILLAGE BT Road to Keelanthur 76 107.63 3 T RHS ROAD Village VILLAGE 77 107.79 3 T RHS BT Road ROAD VILLAGE Concrete Road BT Road to 78 108.1 3 T RHS ROAD KarthikeyapuramMottur VILLAGE 79 108.567 3 T LHS Village ROAD Total: 79 (Junction With SH- Nil, MDR : 5, ODR, 9, VR : 65)

10. Water for Construction

106. The water requirement has been assumed based on past project experience and on the strict quality control basis. A domestic requirement of 150 liters per worker for each day has 43 been assumed. For this project about 200 resident workers have been considered. A volume of 430 KLD (30 KLD domestic water demand and average 400 KLD water required for construction activities) during the construction phase will be taken from surface water bodies or withdrawn ground water after obtaining necessary permissions, in such a manner that the local water supply is not affected. The water withdrawal will not be from the single location as the project is linear in nature. No water will be sourced from local public utility for road construction.

F. Construction Camps

107. 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 management is given in Appendix 9.

G. Project Cost

108. Based on the bill of quantities and unit rates, the total project cost (basic civil cost, GST, land acquisition and rehabilitation, utility shifting, other contingencies, etc.,) was estimated for project road from Rehabilitation and upgrading to 2 lane with paved shoulders of Kanchipuram - Thiruthani project road (SH-58 Part 2) from km 66+940 to km 108+719 including Arakkonam bypass with 7 years maintenance under EPC mode is about INR 618.29 Cr.

H. Construction Packaging and Implementation Schedule

109. The project road is proposed for single construction package under EPC procurement mode as being carried out for fast track corridors. The contract duration is decided based on the conductive time period available for construction and the ease of providing the encumbrance free site to the contractor. Keeping in view of all these aspects, duration of 30 months is proposed for construction. The project is proposed to be undertaken through International Competitive Bidding (ICB).

I. Project Benefits

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

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

IV. DESCRIPTION OF THE ENVIRONMENT

A. Introduction

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

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

112. 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. 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 line alignment and as agreed upon with the client.

Table 10: Environmental Attributes and Frequency of Monitoring S. No Attribute Parameter No. of Samples Source LAND ENVIRONMENT 1 Geology Geological Status --- Literature review 2 Seismology Seismic Hazard --- Literature review WATER ENVIRONMENT Physical, Chemical and Biological parameters. i.e., pH, DO, BOD, Oil 1-Ground water and grease, COD, total Sampling/ monitoring 3 Water Quality and Suspended Solids, total locations 1- Surface water dissolved solids, total solids, chlorides Turbidity and Alkalinity. AIR, NOISE, SOIL AND METEOROLOGY

PM2.5, PM10, Carbon Ambient Air Quality Monoxide (CO), Oxides Sampling/ monitoring 4 & meteorological Two of Nitrogen (NOx) and locations conditions Sulphur Dioxide (SO2). 5 Noise Noise levels in dB (A) Three Sampling/ monitoring 45

S. No Attribute Parameter No. of Samples Source

Leq, Lmax, Lmin, L10, locations L50, L90 Physico-chemical Sampling/ monitoring 6 Soil Quality Two parameters locations BIODIVERSITY AND ECOLOGY Literature review, Terrestrial Type of vegetation, trees Once (over 1 field inventory / 7 Flora/Vegetation and flora week period) sampling, and consultations Literature review, field surveys, and Once (over 1 8 Fauna and Wildlife Wildlife and Species consultations with week period wildlife/forest officials and experts SOCIO-ECONOMIC Socio-economic Field studies, 9 Socio-economic profile Once aspects literature review.

Figure 3: Environmental Monitoring Locations along the Project Road

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

B. Physical Environment

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

1. Meteorological Conditions

114. 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.

115. 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.

116. 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).

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

a. Rainfall

118. The state has distinct periods of rainfall, which are the advancing monsoon period, South West monsoon (from June to September) with strong southwest winds, the North East monsoon (from October to December), with dominant northeast winds, and the Dry season (from January to May). The average annual rainfalls in Tamil Nadu range between 635mm and 1905mm a year of which 48% is through the North East monsoon, and 32% through the South West monsoon, whereas, the normal rainfall in the state is about 950mm with an average number of 50 rainy days. The rainfall distribution map of Tamil Nadu is shown in figure 4 showing portion of high rainfall region in the project area. The actual rainfall in project districts for the last five years (2014–2018) as provided by the Hydro-met division of the India Meteorological Department is given in Table 11.

Figure 4: Rainfall Distribution Map of Tamil Nadu

Project Road

Table 11: Average Annual Rainfall (mm) for Project Districts Kanchipuram (mm) YEAR JAN FEB MAR APR MAY JUN JUL AUG SEPT OCT NOV DEC 2014 0.5 3.4 0 0 35.7 117.6 50.9 130.9 130.6 196.3 135 106.9 2015 1.7 0 0 49.5 45.4 32.2 102.2 140.4 70.3 179.8 1061.3 574 2016 0.4 0 0 0 173.2 81.6 76.6 112.7 213.3 28.6 26.1 280 2017 16.4 0.1 0 0 14.4 67.8 98.8 228.6 98.7 287.6 335.7 49.3 2018 2.6 1.8 7.9 0.4 6.2 51.1 64.8 189.7 91.4 133 241.1 43 Vellore (mm) YEAR JAN FEB MAR APR MAY JUN JUL AUG SEPT OCT NOV DEC 2014 0.1 4.7 5.6 0.5 91.3 94.3 69.3 94 142.4 108.1 51.8 23.6 2015 1.3 0.3 10.5 92.5 62.7 103.2 56.6 153.3 131.5 140.2 524.1 83 2016 0.9 0 0.2 0 81.8 142.6 159.2 53 65.2 28.9 9.1 140 2017 23.1 0 6 6.3 94.5 59.8 50.3 259.2 204.4 216.6 58.9 63.3 2018 0.1 9.7 33.3 2.6 55.8 66.2 77.9 49.9 124.1 84.8 88.5 8.2 Tiruvallur (mm) YEAR JAN FEB MAR APR MAY JUN JUL AUG SEPT OCT NOV DEC 2014 0.7 0.8 0 0 24.6 81.3 77.3 135.6 130.6 220 157.4 109.7 2015 0.8 0 1.3 53.2 38.8 48.7 150 170.4 86.1 177.2 908 384.8 2016 1.2 0 0 0 158.6 149.2 54 18.1 185.4 5.3 28 214.4 2017 6 0 1.7 0 14.1 60.8 111.9 227.3 103.3 279.9 335.5 62.4 2018 0.7 7.4 9.7 0 8.1 45.6 76.6 127.4 114.7 99.9 191 52.3 Source: IMD 48

119. Above rainfall data shows that project districts received maximum rainfall during months of August–December i.e., in rainy and winter season. The annual average rainfall in Kanchipuram, Vellore and Thiruvallur districts for 2014–2018 is 1237.5 mm, 873.9 mm and 1141.6 mm respectively. Kanchipuram receives more rainfall than Vellore and Thiruvallur. Thiruvallur being the second highest after Kanchipuram.

b. Temperature

120. The climate of Tamil Nadu is tropical in nature with little variation in summer and winter temperatures. While April–June is the hottest summer period with the temperature rising up to the 40oC mark whereas November–February is the coolest winter period with temperature ranging between 10°C–20oC which makes the climate quite pleasant.

121. Kanchipuram district generally experiences hot and humid climatic conditions. The months between April and June are generally hot with temperatures going up to an average maximum of 36.6ºC. In winter (December–January) the average minimum temperature is 19.8ºC.

122. The annual daily mean maximum and minimum temperature for Ranipet is 22.2 ºC and 33.9 ºC respectively.

123. Tiruvallur district in Tamil Nadu has a tropical climate. The annual mean minimum and maximum temperature are 24.3°C and 32.9°C respectively. The day time heat is oppressive and the temperature is as high as 41.2°C. The lowest temperature recorded is of the order of 18.1°C.

124. The minimum, maximum and average temperature observed along the alignment during field monitoring (last quarter of 2019) was 23.2°C, 39.4°C and 28.6°C respectively. Project region falls in strong hyperthermic zone as per temperature distribution map of Tamil Nadu State Figure 5.

Figure 5: Temperature Distribution Map of Tamil Nadu

Project Road

125. The project influenced area (PIA) has sub-humid and semi-arid climate as shown in Figure 6. The analysis of five year humidity data taken at 8.30 am and 5.30 pm indicates the maximum humidity value of 93% and minimum as 35%. The humidity decides the nature and characteristics of pollution in the atmosphere. Fog helps in coalescence of suspended particles and enhances the chemical reaction of gaseous pollutants. Humidity is high during the monsoon season and rest of the year, air is generally dry.

126. The minimum, maximum and average humidity observed along the alignment during field monitoring was 40%, 99% and 80 %; respectively.

Figure 6: Humidity Map of Tamil Nadu

Project Road

c. Winds

127. 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.

128. The minimum, maximum and average wind speed observed along the alignment during field monitoring (November 2019) was 0, 9 and 5.2 kmph; respectively. The dominating wind direction observed along the alignment during field monitoring was SW (South-West) followed by NW (North-West). The details of other meteorological parameters observed along the road section during the baseline environmental monitoring is given in Appendix 3.

d. Climate Risks and Vulnerability

129. A detailed climate risk and vulnerability assessment has been prepared for the project in compliance with ADB requirements. The assessment revealed that the project has high overall risk for flooding due to extreme rainfall, storm surges, and other extreme events such as water scarcity and heat waves. Measures to address these have been included in the design which include increased drainage capacity and embankment heights.2

2. Topography and Geography

130. Geomorphologically from west to east, three major units are recognised in Tamil Nadu viz. the Western Ghats, the Central Region and the Coastal Plains. The project roads are falling in three districts of Tamil Nadu i.e. Kanchipuram, Ranipet and Thiruvallur. The terrain is generally plain and rolling terrain.

131. Kanchipuram: Kanchipuram district is situated on the Northern East Coast of Tamil Nadu and is bounded by Ranipet and Tiruvannamalai district in the west; Tiruvallur district and Chennai district in the north. Kanchipuram city is at an elevation of 83.2m above sea level. The land around Kanchipuram is flat and slopes towards the south and east. Kancheepuram district is classified into coastal areas and other plain lands with small intermittent hills. Few residual hills such as St. Thomas Mount, Thirukkalukundram hills and Vandalur hills are found in the district. The general elevation of the district ranges from 0.5m to 230m above MSL.

132. Vellore: Verllore district lies between 12°15’ to 13°15’ North latitudes and 78° 0’ to 79°50’ East longitudes in Tamil Nadu State. Vellore has four zones (total 60 wards) which cover an area of 87.915 Sq.km and has a population of 423,425 as per on 2001 census. It is located about 145 km west of the state capital Chennai and about 211 km east of Karnataka capital Bengaluru. Vellore district can be broadly classified as hilly terrains and plain regions. The east of Eastern Ghats where lies the Palar plain region. The region is mostly undulating and sloping towards east.

133. Tiruvallur: Tiruvallur district lies between 13°09′N 13.15°N latitude and 79°55′E 79.91°E longitude. It is located on the banks of Cooum river about 42 km northwest of Chennai, the capital city of Tamil Nadu. It is the administrative headquarters of Tiruvallur district. Tiruvallur district varies from featureless Pedi plain to residual and structural hills. The Thiruthani and R.K. Pet hills form part of the important landmarks. The Coastal tract is marked by beach ridges with a general slope towards the east.

134. 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.

135. Also, the elevation of project road is shown in Figure 8. As observed from figure, elevation of project road varies from 71m–98m AMSL in the project area. The average elevation of project road is 84m AMSL.

2 Details in the Project Climate Change Assessment and Climate Risk and Vulnerability Assessment Report 51

Figure 7: Topographic Map of Tamil Nadu

Project Road

Source: DPR

Figure 8: Elevation Map of Project District

3. Geology and Mineralogy

136. Geologically, the entire state can be broadly classified into hard Rock or Crystalline Formation and Sedimentary Formations. Nearly 73% of the state is underlain by crystalline rocks of Archaean metamorphic complex comprising of granite, charnockites, gneisses, schists etc. They are further intruded at many places by quartz veins, pegmatites and other ultra-basics like dolomites. The sedimentary rocks occur along the coast, flanking the crystalline mass in the west. This sedimentary formation mainly comprises of recent alluvial deposits, tertiary sandstone, lignite, cretaceous limestone, argillaceous sandstone etc. Besides these, sporadic occurrences of upper Gondwana formations consisting of compact sandstone, shale etc, are found as thin and isolated patches. Younger alluvial deltaic deposits cover the entire coastal belt: The geological map of Tamil Nadu state is shown in Figure 9.

137. 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.

138. Geology of Kanchipuram district is characterized by hard rock predominantly charnocites Gneiss with Gondwana formations. These are overlain by laterites and alluvium.

139. Vellore district is underlain by geological formations ranging in age from Archaean to Recent. In the crystalline formations comprising charnockites, gneisses and granites. In the consolidated formations, primary depositional features such as grain size are the major controlling factors.

140. Tiruvallur district has the main geological formations occurring in the coast, which are upper Gondwana sand and silts, Quaternary sand and clay undulation by Archean crystalline rocks (Chornockite).This coast has a very vast coastal plain, which extends from North of Toppala Palayam to South of Sattangadu. There are three strand lines, with intervening broad tidal flats occurring in the coastal plains. Lagoon, Mangrove swamps, Salt marshes, Estuaries, creeks, sand dunes, spits and beach terraces represent the marine landforms. The coastline is mainly accreting with noticeable erosional effects particularly near Ennore. Development of off shore bars and shoals are observed near Ennore and Pulicat.

Figure 9: Geological Map of Tamil Nadu

Project Road

4. Soil Characteristics

141. In Tamil Nadu soils are classified into six orders, 12 sub-orders, 20 great groups, 44 subgroups and 94 soil families in the hierarchy. The six orders are Entisols, Inceptisols, Alfisols, Mollisols, Ultisols, Vertisols. Inceptisols cover about 50% of the State’s total geographical area followed by Alfisols (30%), Vertisols (7%), Entisols (6%), Ultisols (1%) and negligible area by Mollisols. About 5% of the areas are miscellaneous land types, which includes rocklands, marshes, urban areas and water bodies. 54

142. Kanchipuram: Soils of the district have been classified into 1) clayey soil, 2) red sandy or red loamy soil 3) Red sandy brown clayey soil and 4) Alluvial soil. Of the above soils brown clayey soil is the most predominant, covering more than 71 percent of the areal extent of Kanchipuram district. Alluvial soils are found on the banks of Palar, Cheyyar and other rivers. The river alluvium is transported and is seen in coastal area of this district. Sandy coastal alluvial (arenacious soil) occurs along the seacoast in a narrow belt.

143. Tiruvallur: Soils in the Tiruvallur district have been classified into i) Red soil ii) Black soil iii) Alluvial soil and iv) colluvial soil. The major part is covered by Red soil of red sandy/clay loam type. Ferrugineous red soils are also seen at places. Black soils are deep to very deep and generally occur in the depressions adjacent to hilly areas, in the western part. Alluvial soils occur along the river courses and eastern part of the coastal areas. Sandy coastal alluvium (arenaceous soil) are seen all along the sea coast as a narrow belt.

144. Vellore: Soils of the district have been classified into 1) Sandy soil 2) Sandy loam 3) Red loam 4) Clay 5) Clayey loam and 6) Black cotton soils. The red loamy soils are generally observed at the highest elevations whereas the black cotton soils invariably occupy the valley areas. Other types of soils are found at Intermediate elevations.

Figure 10: Soil Texture map of Tamil Nadu

Project Road

Figure 11: Soil Order Map of Tamil Nadu

Project Road

145. Based on water retention characteristics, project road falls in area of soils having moderate water retention characteristic as shown in Figure 12.

Figure 12: Soil Type Based on Water Retention Properties

Project Road

146. Soil samples were collected at 2 locations, Kanchipuram and Thiruthani from agriculture fields along the project road during DPR preparation. The monitoring locations have been shown in Figure 3 for the project road. These soil samples were analysed for physical characteristics (colour, texture, water retention capacity, infiltration rate and density), particle size distribution, chemical characteristics (pH, electrical conductivity and organic carbon), and nutrient contents (NPK). The results of the soil sample analysis for the project roads are given in Table 12.

Table 12: Soil Quality Monitoring Results along the Project Road S. S1 S2 Parameters Units No Kanchipuram Tiruthani 1 pH - 6.22 7.41 2 Moisture Content % 2.16 1.98 3 Soil Classification /Texture (a) Sand % 84.20 39.20 (b) Silt % 0.80 22.80 (c) Clay % 15.0 38.0 (d) Soil classification - Sandy clay Sandy clay 4 Electrical Conductivity (1:5 Soil Extract) µmhos/cm 178 380 5 Sodium Absorption Ratio(SAR) - 1.87 0.70 6 Cation Exchange capacity Meq/100g 14.50 12.40 7 Calcium mg/Kg 785 6074 8 Potassium mg/Kg 1303 1290 9 Sodium mg/Kg 206 237 57

S. S1 S2 Parameters Units No Kanchipuram Tiruthani 10 Magnesium mg/Kg 80.0 1449 11 Chlorides mg/Kg 382 571 12 Total Nitrogen mg/Kg 220 310 13 Total Phosphorus mg/Kg 180 120 14 Available Phosphorus mg/Kg 28.0 24.0 15 Organic Matter % 8450 12395 16 Carbonate mg/Kg Nil Nil 17 Sulphur mg/Kg 53.0 63.0 18 Arsenic mg/Kg nil Nil 19 Boron mg/Kg 7.40 30.0 20 Iron mg/Kg 32.0 36.0 21 Lead mg/Kg 1.80 1.83 22 Manganese mg/Kg 1.20 0.79 23 Zinc mg/Kg 94.0 140 Source: Monitoring undertaken during DPR preparation

147. The pH levels of the soils show that soils are neutral having pH in the range of 6.22– 7.41. The soil can be classified as sandy clay. 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

148. 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.

149. The project road fall under zone III (moderate risk zone) and relevant provisions in IRC: 6-2010 have been adopted in the design. The seismic map of Tamil Nadu has been shown in Figure 13.

Figure 13: Seismic Map of Tamil Nadu state

Project Road

Source: Tamil Nadu State Disaster Management Plan

6. Water Resources and Hydrology

6.1 Hydrology

150. Kanchipuram: The seasonal rivers like Araniyar & Korattalaiar and Thondiar drain in the northern and southern part of the district. The Palar, Araniyar & kosasthalaiyar and Thondiar river basins which are used for drinking and irrigation purpose. River Palar is a major river course, which drains this district originates from the Western Ghats in Karnataka State. Cheyyar and Vegavathi are the small tributaries of Palar river. 151. Vellore: The river Palar in its course is successively enriched by the tributaries Malattar, Koundinyanadhi, Poiney and Cheyyar. Palar is not a perennial river and occurrence of flood is very rare and of very short duration. R. Cheyyar is the major tributaries of R.Palar, originates from Javadhu hills. However river Palar has good thickness of Alluvium all through 152. Tiruvallur: The Araniar, kosasthalaiyar, Adayar and Coovum are important rivers draining the district. The Araniar originating in Andra Pradesh flows between Ponneri and 59

Thiruvallur taluks and joins the Bay of Bengal near Pulicat. The Coovum has its origin in the Surplus water from the Coovum tank in Sriperumbudur taluk and feeds the Chembarampakkam tank through a Channel. The Poondi reservoir and Red hills are important tanks. The Pulicat tank is considered to be an important lagoon. 6.2 Drainage and Water Bodies along the Project Road

153. There are many streams/canals crossing the project road. Ponds and lake are observed along the project road. Very few of them are partially impacted due to the proposed road improvement and none of 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 Drainage along Project Road Design Location SL. Width Chainage (Left / Water body No. (m) (km) Right) 1 88.121 Crossing 39 Local Stream 2 89.73 Crossing 9 Local Stream 3 89.877 Crossing 90 Kosasthalai River 4 93.578 Crossing 200.7 Melandurai Tank 5 95.454 Crossing 18 Local Stream Source: DPR and Field Survey

Table 14: Details of Water Bodies along the Project Road Location Distance SL. Chainage (Left / from Water body No. (km) Right) PCL (m) 1 68/800 LHS 8 Pond 2 72/850 RHS 8 Pond 3 73/100 RHS 5 Pond 4 82/000 RHS 5 Pond 5 84/750 RHS 5 Pond 6 93/100 LHS 11 Pond 7 97/300 RHS 5 Pond 8 102/950 LHS 10 Pond 9 104/330 LHS 15 Pond 10 107/200 LHS 6 Pond

154. 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-58 Part 2.

155. The project district Kancheepuram has both sedimentary and fissured formations for the groundwater aquifer. The important aquifer system in the district are constituted by 1) unconsolidated and semi consolidated formations and 2) weathered, fissured and fractured 60 crystalline rocks. The ground water resources have been computed jointly by Central Ground Water Board and State Ground & Surface Water Resources Data Centre (PWD, WRO, Government of Tamil Nadu) in year 2004. The ground water occurs under water table conditions and the depth of the wells ranges from 5 to 10 m bgl. The specific capacity of porus formation ranged from 1.00 to 80.00 lpm/m/dd. The depth to water level ranged from 2.89–4.09m bgl during May 2006 and 1.05–3.40m bgl during January 2007. The estimation of ground water resources for the district has shown that two blocks are over exploited and two blocks are under “Critical” category.

156. Vellore district is underlain by geological formations ranging in age from Archaean to Recent. Ground water occurs under phreatic conditions in the weathered zone and under semiconfined conditions in the fractures. Potential aquifer varies form 8–19.5m bgl. Fracture zones have been encountered in the well down to a depth of 116m bgl in the borehole drilled by CGWB. The thickness of alluvium along the course of Palar River ranges from 8–12 m. The shallow alluvial aquifer along Palar River provides drinking water supply for a number of urban and rural habitations in the district. The estimation of ground water resources for the district has shown that 16 blocks are over exploited and 1 block is under critical category.

157. Thiruvallur district can be geologically classified into hard rock and sedimentary (alluvial) formation. This district is principally made up of Archaean, upper Gondwana and the tertiary formations. During the pre-monsoon, the water level generally in declining trend ranges from G.L. to 15m. The depth of well below GroundLevel 12.0m are become dry during hot season like May, June, July. In the post monsoon, the water level generally in upward trend due to rainfall and it may reach the Ground Level also. Most of the blocks of the district are over exploited and safe category. No block is listed in notified category of CGWB.

7. Water Quality

158. The sampling locations were selected after the field investigations and review of all the water bodies/ resources along the project road stretch. The water quality monitoring locations have been marked in Figure 3 for the project road. The surface water quality and ground water quality monitoring was carried at one location each along the alignment and the details are given in below Table 15.

159. Samples were collected as per IS: 2488 (Part I–V). Samples were taken from surface water as well as ground water sources during November 2019 along project road alignment. Samples were 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 Coordinates Sources 1 GW-1 Ichiputtur 13°07'51.8"N 79°38'20.7"E Borewell Water 2 SW-1 Arakkonam, Lakshmi 13°04'59.2"N 79°40'19.6"E Lake Nagar Lake

Table 16: Surface Water Quality Characteristics along the Project Road CPCB Sl. TEST TEST METHOD UNIT SW1 Designated , Best No PARAMETERS Use 1 Color IS 3025 PART 4 Hazen < 5 300 2 Odor IS 3025 PART 5 - Objectionable Un-objectionable 3 pH@ 25oC IS 3025 PART 11 - 7.23 6.5 to 8.5 4 Conductivity@ 25oC IS 3025 PART 14 µs/cm 843 Not Specified 5 Turbidity IS 3025 PART 10 NTU < 1 Not Specified Total Dissolved 6 IS 3025 PART 16 mg/l 489 1500 Solids Total Suspended 7 IS 3025 PART17 mg/l 16.2 - Solids 8 Total Alkalinity IS 3025 PART 23 mg/l 143 Not Specified Total Hardness as 9 IS 3025 PART 21 mg/l 151 Not Specified CaCO3 10 Calcium as Ca IS 3025 PART 40 mg/l 35.2 Not Specified 11 Magnesium as Mg IS 3025 PART 46 mg/l 15.3 Not Specified 12 Chloride as Cl IS 3025 PART 32 mg/l 48 Not Specified

13 Sulphate as SO4 IS 3025 PART 24 mg/l 59.2 Not Specified 14 Sodium as Na IS 3025 PART 45 mg/l 112.5 Not Specified 15 Free Ammonia IS 3025 PART 34 mg/l 14.2 -

16 Nitrate as NO3 IS 3025 PART 34 mg/l 26.2 50 17 Potassium as K IS 3025 PART 45 mg/l 14.1 Not Specified 18 Bicarbonate IS 3025 PART 51 mg/l 143 Not Specified 19 Fluoride as F IS3025 PART 60 mg/l 0.34 1.5 Phenolic 20 Compounds (as IS 3025 PART 43 mg/l Absent 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 0.15 0.5 62

32 Dissolved Oxygen IS 3025 PART 38 mg/l BDL (DL:1) Not Specified 33 COD IS 3025 PART 58 mg/l 67.3 Not Specified 34 BOD, 27̊C 3 Days IS 3025 PART44 mg/l 24.1 3 35 Oil & Grease IS 3025 PART 39 mg/l BDL(DL:5) 0.1 Sodium Absorption 36 IS 11624 : 1986 meq/l 5.7 - Ratio 37 Boron IS 3025 PART 57 mg/l BDL(DL:0.01) - 38 Total Phosphorus IS 3025 PART 31 mg/l 0.13 - 39 Total Nitrogen IS 3025 PART 34 mg/l 28.5 - MPN/ 40 *Total Coliform IS 1622-1981 51 500 100ml

160. The results of the ground water and surface water samples were analyzed and presented in Table 17 and Table 16; respectively. It can be seen from Table 16 that all surface water quality parameters were well within the permissible limit of CPCB except Total Coliforms which represent presence of organic matter in surface water body.

Table 17: Ground Water Quality Characteristics along the Project Road IS 10500 : 2012 Drinking Sl. Water Test Parameters Test Method Unit GW 1 No Acceptable Permissible Limit Limit 1 Colour IS 3025 PART 4 Hazen <5 5 15 2 Odour IS 3025 PART 5 - Agreeable Agreeable Agreeable 3 Taste IS 3025 PART 7 - Agreeable Agreeable Agreeable No 4 pH IS 3025 PART 11 - 7.69 6.5 8.5 – Relaxation 5 Turbidity IS 3025 PART 10 NTU <1 1 5 Electrical 6 IS 3025 PART14 µS/cm 1633 - - Conductivity Total Dissolved 7 IS 3025 PART 16 mg/l 947 500 2000 solids 8 Total Alkalinity IS 3025 PART 23 mg/l 318 200 600 9 Total Hardness IS 3025 PART 21 mg/l 221 200 600 10 Calcium as Ca IS 3025 PART 40 mg/l 49.5 75 200 Magnesium as 11 IS 3025 PART 46 mg/l 23.6 30 100 Mg 12 Chloride as Cl IS 3025 PART 32 mg/l 288 250 1000 13 Sulphate as SO4 IS 3025 PART 24 mg/l 79 200 400 No 14 Iron as Fe IS 3025 PART 53 mg/l 0.18 0.3 Relaxation 15 Sodium as Na IS 3025 PART 45 mg/l 142 - - 16 Potassium as K IS 3025 PART 45 mg/l 12.8 - - 17 Bicarbonate IS 3025 PART 51 mg/l 318 - - 18 Fluoride as F GLCS/SOP/W/015 mg/l 0.14 1 1.5 ITC/CHN/FD/STP/ BLQ(LOQ: 19 *Copper (Cu) mg/l 0.05 1.5 020 0.005) Phenolic BLQ(LOQ: 20 Compounds(C6H5 IS 3025 PART 43 mg/l 0.001 0.002 0.001) OH) *Anionic BLQ(LOQ: 21 IS 13428 Anx K mg/l 0.2 1 Detergents(MBA 0.05) 63

IS 10500 : 2012 Drinking Sl. Water Test Parameters Test Method Unit GW 1 No Acceptable Permissible Limit Limit S) BLQ(LOQ: No 22 *Mineral Oil IS 3025 PART 39 mg/l 0.5 0.01) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: 23 *Aluminium (Al) mg/l 0.03 0.2 020 0.005) Manganese as BDL (DL 24 IS 3025 PART 59 mg/l 0.1 0.3 Mn :0.1) No 25 Nitrate as NO3 IS 3025 PART 34 mg/l 18.9 45 Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: No 26 *Selenium (Se) mg/l 0.01 020 0.005) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: 27 *Zinc (Zn) mg/l 5 15 020 0.005) ITC/CHN/FD/STP/ BLQ(LOQ: No 28 *Cadmium (Cd) mg/l 0.003 020 0.001) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: No 29 *Lead (Pb) mg/l 0.01 020 0.005) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: No 30 *Mercury (Hg) mg/l 0.001 020 0.0005) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: No 31 *Arsenic (As) mg/l 0.01 020 0.005) Relaxation *Total Chromium ITC/CHN/FD/STP/ BLQ(LOQ: No 32 mg/l 0.05 (Cr) 020 0.005) Relaxation BLQ (LOQ No 33 *Cyanide as CN IS 3025 PART 27 mg/l 0.05 : 0.01) Relaxation Ammoniacal BDL( DL: 34 Nitrogen As NH3- IS 3025 PART 34 mg/l - - 1) N BLQ (LOQ No 35 *Barium as Ba IS 13428 Annex F mg/l 0.7 : 0.05) Relaxation BDL(DL:0. 36 Boron as B IS 3025 PART 57 mg/l 0.5 1 01) BDL( No 37 *Chloramine IS 3025 PART 26 mg/l 4 DL:0.1) Relaxation Free Residual BDL( DL: 38 IS 3025 PART 26 mg/l 0.2 1 Chlorine as Cl2 1) BDL(DL:0. No 39 *Silver as Ag IS 13428 Annex J mg/l 0.1 005) Relaxation BDL( DL: No 40 *Sulphide IS 3025 PART 29 mg/l 0.05 1) Relaxation *Molybdenum as BDL(DL:0. No 41 IS 3025 PART 2 mg/l 0.07 Mo 005) Relaxation BDL(DL:0. No 42 *Nickel as Ni IS 3025 PART 54 mg/l 0.02 005) Relaxation *Polychlorinated BLQ(LOQ: No 43 ASTM 5175 mg/l 0.0005 Biphenyls (PCB) 0.00002) Relaxation *Poly nuclear aromatic BLQ(LOQ: No 44 APHA 6440B mg/l 0.0001 hydrocarbons 0.00002) Relaxation (PAH) 45 *Total Coliform IS 1622-1981 MPN/ Absent Shall not be detectable in 64

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

161. From Table 17 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.

8. Air Quality

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

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

163. 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. Station Location Coordinates Land Use No Pachiyyappas High Sec 12°49'46.7"N Residential Area/ 1 AAQ1 School, Kancheepuram 79°42'12.6"E Urban Govt High Sec School- 13°01'04.0"N Residential Area/ 2 AAQ2 Parameshwar Manglalam 79°40'36.8"E Semi-Urban

164. 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 3. Improved West & Gaeke Method Colorimeter 5.0 Dioxide Nitrogen Jacob & Hochheiser modified (Na- 4. Colorimeter 5.0 Oxide Arsenite) Method Carbon 5. Gas Chromatograph 0.01 Monoxide

165. 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.

Table 20: Summary of AAQM Results along the Project Road Section NAAQ (2009)* World Sl. Test Parameters Units AAQ1 AAQ2 Limits NO. Bank (IFC) Standards Standards Limits Sulphur dioxide as 1 µg/m3 10.5 12.8 80 - SO2 Nitrogen dioxide as 2 µg/m3 36.8 31.5 80 40 NO2 Respirable Particulate matter 3 µg/m3 76.9 80.1 100 50 (Size less than 10 µm/PM10) Respirable Particulate matter 4 µg/m3 28.5 28.5 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 Monoxide 7 mg/m3 BDL(DL:1.15) BDL(DL:1.15) 4 - as CO 3 8 Ammonia as NH3 µg/m 27.1 22.2 400 - 3 9 *Benzene as C6 H6 ng/m BDL(DL:0.1) BDL(DL:0.1) 5 - *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) - - 14 *Hydrogen Fluoride PPM BDL(DL:0.02) BDL(DL:0.02) - -

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

• PM2.5: The average PM2.5 concentration reported along the project road is 28.5 µg/m3. The values are within the permissible limit at both the stations for CPCB but marginally exceed IFC standards. • PM10: The mean PM10 concentration at ambient air quality monitoring locations varies from 76.9 to 80.1 µg/m3. The values are within the permissible limit at both the stations for CPCB but marginally exceed IFC standards. • SO2: The mean concentrations of SO2 at all ambient air quality monitoring locations varies from 10.5 to 12.8 µg/m3. The values are within the permissible limit at both the stations. • NOx: The mean concentrations of NOx at all ambient air quality monitoring locations varies from 31.5 to 36.8 µg/m3. The values are within the permissible limit at both the stations. • CO: The concentrations of CO at all AAQM locations were below 0.01 mg/m3. The values are within the permissible limit at all the stations.

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

9. Noise

168. 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.

169. 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)

170. A total of 3 locations within the study area were selected for noise level measurements along the project road. The selected monitoring locations are representative of sensitive receptors in urban/semi-urban area, residential location from rural area and silent zones. The background noise level at the monitoring location are generated from routine human activities and traffic on the road section in semi-urban and rural area. Thus, at these locations noise monitoring is done to observed maximum level and normal level of background noise. The 67 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 Chainage in km Land Use (Village) Pallavan College Kanchi, 12.8766877” N Residential Area/ 1 N1 Kancheepuram 79.6935183” E Silent Zone Parameshvaram (Govt Hr Residential Area/ 13°01'04.0" N 2 N2 Sec School), Silent Zone/ Semi- 79°40'36.8" E Parmeshwarmangalam Urban 12°48'30.6" N Jaya College, Ichiputtur Residential Area/ 3 N3 79°45'24.5" E Village Urban

171. Methodology: At each of the selected locations, Sound Pressure Level (SPL) measurements were taken at an interval of 1 minute using a sound level meter of Lutron make Digital Sound Level Meter. At all these locations, daytime noise levels were monitored during the period 6 am to 9 pm and night-time noise levels during the period 9 pm to 6 am. Noise readings, with setting at ‘A’ response - slow mode, were recorded. The readings were tabulated and a frequency distribution table prepared from which 24 hourly, hourly and average Leq noise levels were calculated.

172. Presentation of Results: It can be seen from the Table 22 that at all the monitoring locations the ambient noise levels exceeds the permissible limits for residential areas prescribed by CPCB and also by IFC EHS standards of 55 dB(A) and 45 dB(A) for day time and night time respectively. The maximum recorded day time noise level is 68.4 dB(A) and night time noise level is 54.5 dB(A) along the project alignment.

Table 22: Ambient Noise Level in Decibel (A) along the Project Road CPCB WB/ IFC Monitoring Monitoring Standard Standard Leq L10 L50 L90 Location Duration for for residential residential Day 61.84 64.88 60.6 57.92 55 55 NL1 Night 50.5 49.14 46.5 44.16 45 45 Day 59.31 61.98 58.6 54.22 55 55 NL2 Night 49.78 49.94 48.3 45.86 45 45 Day 58.03 60.48 59 53.92 55 55 NL3 Night 50.43 50.44 49.9 45.46 45 45 Source: Noise Monitoring carried out by Consultant Team, 2019

B. Coastal and Marine Resources in Project Influence Area

173. 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. The project road is approx. 50 kms from the coastal area. 68

C. Biological Environment

1. Forests

174. The recorded forest area in Tamil Nadu state is 22,428 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 which shows that project districts have good forest cover having all classes of forest. However, the RoW of the project road does not fall within any forest area shown in Figure 14 and thus do not attract forest land diversion.

Table 23: Forest Cover in Project Districts (Km2) 3 Geographical % of District VDF MDF OF Total Area (GA) GA Kancheepuram 4,483 0 69.95 237.83 307.78 6.87 Thiruvallur 3,394 11 45.87 228.8 285.67 8.42 Vellore 6,075 202.86 937.68 678.05 1,818.59 29.94 TN State 130060 3672 10979 11630 26281 20.21 VDF: Very Dense Forest, MDF: Moderately Dense Forest, OF: Open Forest

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

Project Road Project Road

Source: India State of Forest Report

3 Tamil Nadu State of the Forest Report, 2019. 69

2. Flora and Vegetation along the project road

175. The road side trees falling within formation width of project road have been enumerated as per the available design. The tree enumeration details of trees>30cm 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. There is no green tunnel along the project road. A total of 1022 trees>30cm girth size (295 on LHS and 727 on RHS) fall within formation width of project road, which will be affected due to road widening. The detail of the impacted trees above 30 cm girth size is provided in Appendix-5.

Table 24: Tree Enumeration within Formation Width of Project Road (>30 cm) Chainage LHS RHS Total From To 67 68 26 30 56 68 69 11 11 22 69 70 9 30 39 70 71 0 44 44 71 72 0 17 17 72 73 0 30 30 73 74 0 6 6 74 75 0 18 18 75 76 0 38 38 76 77 0 31 31 77 78 0 16 16 78 79 0 17 17 79 80 0 12 12 80 81 0 17 17 81 82 0 21 21 82 83 0 19 19 83 84 0 33 33 84 85 0 44 44 85 86 0 36 36 86 87 7 38 45 87 88 7 24 31 88 89 0 0 0 89 90 0 0 0 90 91 0 0 0 91 92 0 0 0 92 93 0 0 0 93 94 0 0 0 70

94 95 0 0 0 95 96 0 0 0 96 97 0 0 0 97 98 0 0 0 98 99 11 10 21 99 100 0 0 0 100 101 0 0 0 101 102 0 0 0 102 103 23 32 55 103 104 33 3 36 104 105 50 42 92 105 106 30 42 72 106 107 63 42 105 107 108 25 24 49 108 109 0 0 0 Total Trees 295 727 1022

176. The local and scientific names of tree species observed along the project road with their CITES and IUCN status are listed in Table 25. The dominant tree species along project road are Mango, Tamarind, Palm, Neem, Coconut, Peepal, Indian beech, Khajoor, Sapodilla and Black Plum. . Other observed species are either Least Concerned or not yet been assessed for the IUCN Red List.

Table 25: IUCN Status of Major Tree Species within Formation Width (>30 cm) Tree Name Scientific Name IUCN Mango Mangifera indica - Tamarind Tamarindus indica LC Palm Borassus flabellifer NA Neem Azadirachta indica LC Coconut Cocos nucifera - Peepal Ficus religiosa - Indian beech Millettia pinnata LC Khajoor Phoenix dactylifera LC Sapodilla Manilkara achras LC Black Plum Syzygium cumini LC

3. Protected Areas

177. There are five national parks, four tiger reserves, Fifteen wildlife sanctuaries, Fifteen bird sanctuaries, three biosphere reserves, four zoological park, three crocodile farms and Two conservation reserve in the State of Tamil Nadu. (Source: Tamil Nadu Forest Department).

178. There is no protected area within 10 km aerial distance of the project site as shown in Figure 15. The area did not record the presence of any critically threatened species. The field survey and investigation also indicates the absence of any high endemic or vulnerable species in this area. There is no critical habitat within the project area of influence. The project area can also be considered to be entirely modified habitat. The details of protected areas in state are given in Appendix-6 and list of protected area within Tamil Nadu are given in Table 26.

Table 26: Protected Areas of Tamil Nadu S. Year Name District Area in ha Major Animals Found No. Decl. Wildlife Sanctuaries Elephant, Gaur, Sambar, Mudumalai Wildlife 1 Nilgiris 21,776.00 1940 Chital, Panther, Tiger, Sanctuary Birds, Reptiles Elephant, Gaur, Tiger, Indira Gandhi Wildlife 2 Coimbatore 84,149.00 1976 Panther, Sloth bear, Wild Sanctuary boar Tiger, Bonnet Macaque, Mundanthurai Wildlife Langurs, Slender Loris, 3 Tirunelveli 58,207.58 1962 Sanctuary Sloth Bear, Sambar, Chital, Wild Dog Lion Tailed Macaque, Kalakad Wildlife Nilgiri Tahr, Sambar, 4 Tirunelveli 22,358.00 1976 Sanctuary Sloth Bear, Elephant, Panther, Tiger Grizzled Giant Squirrel, Srivilliputhur Grizzled Flying Squirrel, Nilgiri 5 Squirrel Wildlife Virudhunagar 48,520.00 1988 Tahr, Elephant, Lion Sanctuary Tailed Macaque Black Buck, Bonnet Macaque, Wild Boar, Point Calimere 6 Nagapattinam 1,726.00 1967 Flamingoes, variety of Wildlife Sanctuary birds such as Teals, Gulls Black buck, Spotted Vallanadu Black Buck 7 Thoothukudi 1,641.00 1987 deer, Macaques, Jungle Sanctuary cat, Mongoose, Hares Bonnet Macaque, Nilgiri Kanyakumari Wildlife Langur, Slender Loris, 8 Kanyakumari 40,239.55 2007 Sanctuary Tiger, Panther, Elephant, Bird, jackal, Nilgiri Tahr Sathyamangalam 9 Erode 1,41,160.94 2011 Elephant, birds etc. Wildlife Sanctuary Megamalai Wildlife 10 Theni & Madurai 26,910.82 2009 Elephant, birds etc. Sanctuary Black Buck, Bonnet Point Calimere Macaque, Wild Boar, Thanjavur & 11 Wildlife Sanctuary 12,407.27 2013 Flamingoes, variety of Tiruvarur Block A & Block B birds such as Teals, Gulls Kodaikanal Wildlife Nilgiri Langur, Common 12 Dindigul & Theni 60,895.48 2013 Sanctuary Langur, Bonnet 72

S. Year Name District Area in ha Major Animals Found No. Decl. Macaque, Indian Giant Squirrel, Common Giant Flying 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, Wildlife Sanctuary Dharmapuri Dhole, Sloth Bear etc. India Gaur, Leopard, Nilgiri Tahr, Sambar, Nellai Wildlife 15 Tirunelveli 35,673.33 2015 Wild Boar, Sloth Bear, Sanctuary Indian Elephant, Lion Tailed Macaque etc. Bird Sanctuaries Cormorants, egrets, gray heron, spoon billed stork, Vedanthangal Birds 16 Kancheepuram 30 1998 migratory birds like Sanctuary garguney, teals, shovallers Karikili Birds Cormorants, egrets, grey 17 Kancheepuram 61.21 1989 Sanctuary heron, spoon billed stork, Flamingoes, ducks, osprey, avocet, Pulicat Lake Birds 18 Tiruvallur 15,367.00 1980 cormorants, herons, Sanctuary spoon bills, gulls and other migratory birds Vettangudi Birds Cormorants, egrets, 19 Sivagangai 38.4 1977 Sanctuary herons, teals, pelicans Kanjirankulam Birds Cormorants, egrets, 20 Ramanathapuram 104 1989 Sanctuary herons, teals, pelicans Chitrangudi Birds Cormorants, egrets, 21 Ramanathapuram 47.63 1989 Sanctuary herons, teals, pelicans Little cormorant, darter, Udayamarthandpu spoon bill, Indian Reef 22 Tiruvarur 45.28 1998 ram Birds Sanctuary Heron, Grey heron, white necked stork Cormorants, egrets, ibis, Vaduvoor Birds 23 Tiruvarur 128.1 1999 herons and many variety Sanctuary of birds Koonthankulam- Grey pelican, painted 24 Kadankulam Birds Tirunelveli 129 1994 stork, white Ibis, jackal, Sanctuary rat snake Egrets, pelican, grey Karaivetti Birds 25 Ariyalur 453.71 1999 heron, white ibis, spoon Sanctuary bill Vellode Birds Spoon bill, teals, pintail 26 Erode 77.18 2000 Sanctuary ducks, darter 27 Melaselvanur- Ramanathapuram 593.08 1998 Grey pelican, painted 73

S. Year Name District Area in ha Major Animals Found No. Decl. Kilaselvanur Birds stork Sanctuary White-breasted Theerthangal Bird 28 Ramanathapuram 29.29 2010 kingfisher, spot- billed Sanctuary pelican, brahminy kite Spot-billed pelican, egret, Sakkarakottai Tank common myna, grey 29 Ramanathapuram 230.49 2012 Birds Sanctuary heron, little cormorant, black kite, etc. Spot-billed pelican, egret, Oussudu Lake Birds common myna, grey 30 Villupuram 331.79 2015 Sanctuary heron, little cormorant, black kite, etc. National Parks Elephant, Gaur, Sambar, Mudumalai National 31 Nilgiris 10,323.00 2005 Chital, Tiger, Birds, and 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, Park Barking deer. Black Buck, Chital, 34 Guindy National Park Chennai 270.57 1978 Jackal, Pangolin and variety of birds Characteristic tropical Gulf of Mannar flora & fauna of coral Marine National Park Ramanathapuram 35 52,602.00 1986 reefs, Dugong, Turtles, (21 Islands) and & Thoothukudi Dolphins and biosphere reserve Balanoglossus Conservation Reserves Thiruppudaimaruth ur 36 Birds Conservation Tirunelveli 2.84 2005 Birds Reserve Suchindrum- Theroor-Managudi 37 Kaninyakumari 484.77 2015 Birds Conservation Reserve 74

Figure 15: Protected area Map of Tamil Nadu

Project Road

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

4. Fauna/Wildlife

179. India is represented by a wide array of faunal species. More than 50,000 species of insects, 4,000 of mollusks, 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.

180. 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. 75

181. 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.

182. 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.

183. 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 birds4.

a. Assessment of Fauna along the Project Road

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

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

186. The fauna along and surrounding the project road incudes mammals such e Mongoose, Common monkey, Hare and Birds include Little cormorant, Eastern purple heron, Night heron, Paddy bird, Little Egret, Cattle Egret , Brahmny kite, Pariah kite, Koel, Southern Indian roller, Common myna, crow, Indian house sparrow, Tailor bird, Common teal, Jungle bush quail, curlew, Spotted dove, Parakeet and Crow pheasant. Butterflies includes Indian common crow, Indian red grass and Tailed jay. Reptiles includes House Lizard, Common garden lizard, Indian chameleon, Krait and Indian cobra. Amphibians includes common frog and Toad. There are no vulnerable/ endangered or rare species fauna around the project site. There is no presence of any fauna species listed in Schedule I of the Wild Life (Protection) Act, 1972 of Government of India. The list of fauna in the project road influence area is presented in below Table 27.

4 Tamil Nadu Forest Department. http://tnenvis.nic.in/Database/SoilResources_1171.aspx 76

Table 27: Fauna in the Project Road Influence Area Conservation status S. Zoological Name Local Name as per Wild life IUCN No. Protection Act (1972) Mammals 1 Herpestes edwardsi Mongoose II Least Concern 2 Macaca radiata Common monkey II - 3 Lepus nigricollis Hare IV Least Concern Reptiles 1 Hemidactylus frenatus House Lizard Schedule IV Least Concern Common garden 2 Calotes versicolor Schedule IV - lizard 3 Chamaeleo zeylanicus Indian chameleon Schedule IV Least Concern 4 Bungarus caeruleus Krait Schedule-IV - 5 Naja naja Indian cobra Schedule IV - Amphibian 1 Rana tigrina Common frog Schedule IV Least Concern 2 Bufo melanostictus Toad Schedule IV Least Concern Bird 1 Phalacrocorax niger Little cormorant Schedule IV Least Concern Ardea purpurea Eastern purple 2 Schedule IV - manilensis heron 3 nycticorax nycticorax Night heron Schedule IV Least Concern 4 Ardeola grayii Paddy bird Schedule IV Least Concern 5 Egretta garzetta Little Egret Schedule IV Least Concern 6 Bubulcus ibis Cattle Egret Schedule IV Least Concern 7 Haliastur Indus Brahmny kite Schedule IV Least Concern 8 Milvus migrans Pariah kite Schedule IV Least Concern 9 Eudynamys scolopaceus Koel Schedule IV Least Concern Southern Indian 10 Coracias benghalensis Schedule IV Least Concern roller 11 Acridotheres tristis Common myna Schedule IV Least Concern 12 Corvus splendens Ceylon house crow Schedule V Least Concern Passer domesticus Indian house 13 Schedule IV Least Concern indicus sparrow 14 Orthotomus sutorius Tailor bird Schedule IV Least Concern 15 Anas crecca Common teal Schedule-IV Least Concern 16 Perdicula asiatica Jungle bush quail Schedule-IV Least Concern 17 Burhinus oedicnemus Stone curlew Schedule-IV Least Concern 18 Spilopelia chinensis Spotted dove Schedule-IV Least Concern 19 Psittacula cyanocephala Parakeet Schedule-IV Least Concern 20 Centropus sinensis Crow pheasant Schedule-IV Least Concern Butterfly 1 Euploea core Indian common crow Schedule-IV Least Concern 2 Euploea crassa Indian red grass Schedule-IV - 3 Graphium agamemnon Tailed jay Schedule-IV - 77

D. Socio-economic Environment

1. Demography

187. The project road passes through three districts of Tamil Nadu namely, Kanchipuram, Ranipet and Tiruvallur.

188. Kanchipuram: According to 2011 census, Kancheepuram district had a population of 3,998,252 with male population of 2,012,958 and female population of 1,985,294. Sex-ratio of district is 986 females for every 1,000 males, much above the national average of 929. Male and female literacy rate in the district is 89.89% and 79.02% respectively. The population density in the district is 892 persons per sq.km. Scheduled Castes and Scheduled Tribes accounted for 23.71% and 1.03% of the population respectively. The average literacy of the district was 75.37%, compared to the national average of 72.99%. The district had a total of 1,006,245 households. There was a total of 1,673,814 workers, comprising 74,761 cultivators, 162,494 main agricultural labourers, 41,149 in house hold industries, 1,088,974 other workers, 306,436 marginal workers, 14,582 marginal cultivators, 110,020 marginal agricultural labourers, 13,583 marginal workers in household industries and 168,251 other marginal workers.

189. Vellore: Ranipet is a district of Tamil Nadu, India, formed by trifuricating the Vellore district. The Government of Tamil Nadu has announced its proposal on 15 August 2019, together with Tirupattur district. However it was officially declared on November 28, 2019 by Chief Minister. The town of Ranipet would serve as the district headquarters.

190. According to 2011 census, Vellore district had a population of 3,936,331 with male population of 1,961,688 and female population of 1,974,643. Sex-ratio of district is 948 females for every 1,000 males, above the national average of 929. The average literacy of the district was 79.17%, compared to the national average of 72.99%. Male and female literacy rate in the district is 86.5% and 71.95% respectively. The population density in the district is 648 persons per sq.km. Scheduled Castes and Scheduled Tribes accounted for 21.85% and 1.85% of the population respectively. The district had a total of 929,999 households. There was a total of 1,689,330 workers, comprising 1,360,185 main workers, 329,145 marginal workers and 2,247,001 non-workers. Workers (Main & Marginal) comprises of 175,108 cultivators, 391,955 agricultural labourers, 136,415 workers in household industry and 985,852 other workers.

191. Tiruvallur: According to 2011 census, Tiruvallur district had a population of 3,728,104 with male population of 1,876,062 and female population of 1,852,042. Sex-ratio of district is 987 females for every 1,000 males, above the national average of 929. The average literacy of the district was 79.17%, compared to the national average of 84.03%. Male and female literacy rate in the district is 89.69% and 78.32% respectively. The population density in the district is 1098 persons per sq.km. Scheduled Castes and Scheduled Tribes accounted for 22.04% and 1.27% of the population respectively. The district had a total of 940,970 households. There was a total of 1,538,054 workers, comprising 1,247,918 main workers, 290,136 marginal workers and 2190050 non-workers. Workers (Main & Marginal) comprises of 73,444 cultivators, 270,586 agricultural labourers, 58,240 workers in household industry and 1,135,784 other workers. The demographic profile of project districts is given in Table 28.

Table 28: Demographic Features of Project Districts Description Kanchipuram Vellore Tiruvallur Geographical area (Sq. 3394 4483 6075 Km) Population (2011) 3998252 3936331 3728104 Male 2012958 1961688 1876062 Female 1985294 1974643 1852042 Density/km2 892 648 1098 Sex Ratio (No. Of females 987 986 1007 per 1000 Males) Male Literacy 89.89 86.5 89.69 Female Literacy 79.02 71.95 78.32 Source: http://www.census2011.co.in/census

2. Land Use

192. The land use distribution along the 500m of project road is predominantly Agricultural land followed by Settlement followed by open dry land as shown in Table 33. As observed, the land use along the project road is mostly arable land.

193. Around 8.991 km length of the project road passes through built up area; remaining 32.788 km length traverses through non-built-up. The road is passing through 16 settlement areas. The road traverses through plain terrain.

194. Also, it is to be noted that there is no forest land within 500m and 10 km buffer area of project road. There is about 78.5% of land use is agriculture and 21.4% of built-up in between and only 0.01 is open land within 500m area of project road.

Table 29: Land Use Pattern within 500m Buffer of Project Road Project Road Land Use Major Built Up Predominant Areas/Congestion Points land use Kanchipuram - 78.5 % Kanchipuram town, Agricultural Thiruthani Agricultural, Thimmasamudram, (78.5%) 21.4% Chembarambakkam, Ooveri, Builtup and Govindavadi B, Padunelli, Pallur, 0.01% Scrub Pinnavarram, Parmeshwara land mangalam, Arigilapadi, Thanigaipolur, Itchiputhur, Karthikeyapuram Source: DPR 3. Economic Development

195. The economy of Tamil Nadu has grown steadily from a plan allocation of about ₹280 billion during 2012–2013, to about ₹606 billion during 2016–2017. The plan expenditure has grown by over 20% per annum during this period. Gross state domestic product and net state domestic product have been growing at over 10% from 2011–2012 to 2016–2017, though there is an expectation in the budget for 2017–2018 that these may drop below 10% in view of the impact of demonetization and introduction of the goods and services tax regime. From 2017– 2018, the concept of plan and non-plan expenditure is no longer followed and a substitute 79 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

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

5. Archaeological and Historical Monuments

197. 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

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

199. The listed 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 on either side within 50m from center line of the road is presented in Table 30.

Table 30: Physical/Sensitive Features along the Project Road Distance from Sl. No. Chainage Side edge of existing Receptor Name Village carriageway (m) Educational Narasimha pallavan 1 70+080 RHS 5 Thimmasamudram college of engineering Cholan institute of 2 71+660 RHS 16 Sembarambakkam technology Cholan matric high sec 3 71+800 RHS 4 Sembarambakkam school P T Lee Chengalvarayya 4 75+350 LHS 31 Oovery Naikar ITI P T Lee Chengalvarayya 5 75+500 RHS 1 Naikar college of eng and Oovery technology Park global school of busi- 6 77+850 RHS 5 Govindvadi agaram ness excellence 7 79+720 RHS 4 Primary school Pallur Dr V S Issac (international 8 84+600 LHS 46 Attupakkam public school) 80

Distance from Sl. No. Chainage Side edge of existing Receptor Name Village carriageway (m) Shrine velankani metric 9 85+550 RHS 4 Permeshvaramangalam school 10 86+150 RHS 7 Gov high school Permeshvaramangalam 11 104+855 LHS 6 Christian high school Tannigaipolur Jaya arrakonnam arts and 12 105+350 LHS 8 Icchiputtur science college 13 108+260 RHS 11 School Valliammapuram Government middle 14 108+550 RHS 8 Valliammapuram school Religious 1 66+970 LHS 11 Mosque Kanchipuram 2 67+460 RHS 4 Vinayaka koil Kanchipuram 3 67+850 LHS 7 Vinayaka koil Erivakkam 4 68+020 RHS 7 Perumal koil Erivakkam 5 68+153 RHS 3 Shiva koil Erivakkam 6 68+850 LHS 5 Ammaya koil Thimmasamudram 7 71+800 RHS 10 Vinayaka koil Sembarambakkam 8 75+720 RHS 21 Shivan koil Oovery 9 75+725 RHS 16 Anjaneyya koil Oovery 10 76+825 LHS 23 Kanniamman koil Govindvadi agaram 11 78+285 RHS 6 Anjanayya koil Thirumalpur 12 78+900 RHS 8 Mosque Pandunelli 13 79+795 RHS 0 Perumal koil Pallur 14 79+800 RHS 0 Vinayaka koil Pallur 15 79+820 RHS 0 Amman koil Pallur 16 82+250 RHS 2 Amman koil Senthamangalam 17 93+200 LHS 26 Anjanayya temple Melandur Raja harishchandra 18 95+450 RHS 41 Paritipttur temple 19 95+750 LHS 41 Shiva koil Paritipttur 20 95+800 LHS 36 Church Paritipttur 21 95+850 RHS 26 Ammaya temple Paritipttur 22 104+100 LHS 13 Mandapam Tannigaipolur 23 104+255 LHS 4 Vinayaka temple Tannigaipolur 24 104+855 LHS 6 Church Tannigaipolur 25 106+520 RHS 3 Muttumariamman temple Rettiaculam checkpost 26 106+770 LHS 11 Vinayaka koil Rettiaculam 27 107+090 LHS 26 Amman koil Saraswathi nagar 28 107+660 RHS 10 Amman koil Perumal thangal Pudur 81

Distance from Sl. No. Chainage Side edge of existing Receptor Name Village carriageway (m) 29 108+240 RHS 26 Temple Valliammapuram 30 108+620 LHS 20 Gangaamman temple Valliammapuram Hospitals/ Health Centres None

V. ANALYSIS OF ALTERNATIVES

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

A. With Project’ and ‘Without Project’ Scenario

(i) ‘With Project’ Scenario

201. The ‘with project’ scenario includes the widening of road section to two lane carriageway with paved shoulders configurations of the existing road section of Kanchipuram - Thiruthani section of SH 58 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.

202. 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

203. 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.

204. 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. 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 31. By looking at the table it can be concluded that “With project” scenario with positive/beneficial impacts will vastly improve the environment and enhance social and economic development of the region compared to the “Without project” scenario, which will further deteriorate the present environmental setup and quality of life. Hence the “With project” scenario with minor reversible impacts is an acceptable option than the “Without project” scenario. The implementation of the project therefore will be definitely advantageous to achieve the holistic development of the economy and progress of the State.

Table 31: Comparison of Positive and Negative Impacts of ‘With’ and ‘Without’ Project Scenario With Project Without Project Impacts Impacts +ve -ve +ve -ve Environmental Aspects • With the improvement of road surface and slope • Reduce in air pollutants emission Nil • Increase in travel time. protection measures, the traffic congestion due • Minor change in topography is • Increase case of landslide and to obstructed movement of vehicles will be expected due to construction of soil erosion. minimized and thus wastage of fuel emissions embankments. • Increase in fuel consumptions. from the vehicles will be reduced. • Minor changes in land use • Increase in dust pollution and • Providing better level of service in terms of pattern. vehicular emission. improved riding quality and smooth traffic flow. • Land degradation, dust pollution and damage to pastureland, contamination in water bodies due to vehicles travelling along multiple tracks on the open ground. • Reduced transportation costs. • Increase in air pollution due to Nil • Project road will further vehicular traffic. deteriorate. • Increase in noise pollution due to • Possible increase in air vehicular traffic during pollutants due to poor road construction work. conditions and increased traffic • 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 • Plantation of trees as part of compensatory along the road due to loss of due period afforestation trees. • Impacts of flora and fauna. • Diversion of area of revenue land. • Reduction in erosion of elevated embankments. Nil Nil • Increase in erosions due to poor conditions of protection works • Creation of sedimentation problems in water bodies.

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

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

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

205. Based on analysis of “with” and “without” project scenario presented in Table 31, “with” project scenario, with its minor adverse impacts is more acceptable than the “without” project scenario. The potential benefits of the proposed road improvements are substantial and far- reaching both in terms of the geographical spread and time. Hence, it is clear that the implementation of the project with the environmental management plan for mitigation of adverse environmental impacts will contribute to the development of economy and progress for its people of the vicinity as well as environmental improvements.

B. Location and Alignment Alternatives

206. The alternative analysis is generally done for the bypass selected for the existing road to decongest the city area and to save the time of transit. The smooth flow of traffic reduces the pollution to the surroundings.

207. The existing road of SH 58 Part II is passing through Arakkonam village between chainage 86.255 km to 98.742 km which has become very congested and existing right of way is only 8m. Widening of the road requires proposed right of way of at least 16m. Hence proposal of bypass is justified. The alternatives considered for Arakkonam bypass is presented in table 32 and shown in Figure 16.

Table 32: Alternative Analysis of Arakkonam Bypass Sl. No. Feature/Description Existing Alignment Option-1 Alternative Option - 2 Alternative Option - 3 Existing Road (B-C-D) 12.26 km New Alignment (B-E-F- G) New Alignment (A- H-E-F-D) 15.60 km 17.30 km 1 Road Length (km) (km 86.340 to km 98.600) (km 86.340 to km 98.600) (km 84.060 to km 98.810) 2 Existing ROW 8 - - 3 Proposed ROW 16 30 30 4 Geometrics / Horizontal Curve (i) Number of curves 39 11 11 (ii) Radius (m) 10 (R<360); 29 (R>360) 11 (R>360) 11 (R>360) 5 Divertible Traffic (Car, 2709 Nos. 948 Nos (35%); 1966 PCU 948 Nos (35%); 1966 PCU Bus, Truck) 6 Cross Drainage (i) Major (no. & length) 1/2 02 (1-80 & 1-90) 01(1-90m) (ii) Minor (no. & length) - 07 (3-10; 2-20; 2-40) 07 (2-10; 4-30; 1-50) (iii) Culverts (nos.) 27 60 70 (iv) ROB/RUB 1 2 2 7 Major Junction 3 3 5 Improvements 8 Environmental Issues (i) Affected Water - - - Bodies, ponds (ii) Forest Land - - - 9 Social Issues (i) Habitations/Built- up 19 - - (ii) Land Requirements 9.81 46..09 51.9 (ha.) 10 Stakeholders/Public Yes Yes Yes Consultation 11 Justification for proposed Improvement through the built-up The consultant conducted The consultant conducted public bypass area of Arakkonam town will lead to public/stakeholder consultation consultation meeting in the the following: meeting in the presence of presence of public and local i. Displacement of market area of a public and local representatives: length of about 12.30km will lead to representatives: i. Longer length of proposed public agitation and is not feasible to i. About 35% traffic is alignment of 17.30km;

Sl. No. Feature/Description Existing Alignment Option-1 Alternative Option - 2 Alternative Option - 3 Existing Road (B-C-D) 12.26 km New Alignment (B-E-F- G) New Alignment (A- H-E-F-D) 15.60 km 17.30 km relocate a major town; bypassable of total traffic ii. Maximum land acquisition ii. Acquisition of (CBT); requirement of 51.90 ha.; structures i.e. commercial market ii. Public were in the strong iii. Involves construction of one areas as well as residential houses of opinion for bypass of major bridge and seven minor 2/3/4 storey buildings and even more Arakkonam town; bridges. will affect the cost of the project; iii. The proposal will decongest iii. Movement of heavy vehicles even the town; after improvement of existing road will iv. It will improve road safety in enhance air & noise pollution; the area; iv. The improvement of existing road v. Improve economic and through built-up section of social conditions of the area; Arakkonam town is not feasible due to vi. Avoid rehabilitation of one sub standard rail over bridge affected stakeholders; (ROB) of bout 3.0m height at km vii. Reduce air and noise 91.100. pollution; v. Affect the livelihood of locals; viii. Minimum land acquisition vi. No stakeholder was in the opinion (46.09 ha.) to improve the road through town due ix. Even involvement of to loss of livelihood and heavy construction of two major and damage to the existing town seven minor bridges leads to benefits to the society by providing bypass to Arakkonam town. 12 Selected Option - Selected Option -

Figure 16: Alignment Options for Arakkonam Bypass

a. Alternative-1:

Involves acquisition of maximum structures, houses, shops; buildings etc. for improvement of road through the built-up area of Arakkonam town; • Will lead to enhancement of air and noise pollution by movement of through heavy traffic; and • Construction of Rail Over Bridge (ROB/RUB) by dismantling habitations of Arakkonam town, which is not feasible • b. Alternative-2 (Recommended):

Bypassable traffic is about 35% of the total traffic (CBT); Involves acquisition of land about 46.09 ha.; • Will reduce the pollution level by providing bypass; • Involves construction of two major and seven minor bridges; • involves construction of two ROBs; and • Minimum acquisition of structures, etc. • c. Alternative-3:•

• longest length of the bypass 17.30km; maximum land requirement of 51.9 ha.; Involve construction of one major and seven minor bridges which will impact • substantial cost to the project; and • involves construction of two ROBs;

208. Keeping• all above in view and divertible traffic scenario (about 35% traffic is divertible); it does not call for any bypass. However, due to heavily congested Arrakonam town and one sub- standard ROB (restricted height and width) call for Arrakonam bypass.

209. Therefore, the Alternative Alignment Option-2 has been found having minimum hindrances except acquisition of land of about 46..09 ha. as compared to other alternative options including comparing with improvement of existing road through the built-up area of Arrakonam town.

210. Thus, based on the comparison of all alternative alignment options, Alternative Alignment Option-2 is found most suitable for Arrakonam town with minimum hindrances and maximum benefits to the society in terms of social and economic developments.

C. Design Decision Constraints For Various Alternatives

211. 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 and drains, and ; ▪ Congested settlements.

D. Alignment Modifications due to Environmental Considerations

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

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

E. Engineering/Technological Alternatives

213. The formulation and analysis of engineering alternatives have been undertaken in terms of alternative cross-sections of road, highway-design principles (such as embankments for soil erosion and slope protections, hill cuttings, minimum width of road ride drainage, adequacy of roadway width at cross drainage structures, minimum gradient, etc.), comparison between flexible and rigid pavements (cement-concrete built rigid pavement as being environmentally superior then traditional flexible pavement), and selection of environmental friendly road construction methods.

VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A. Introduction

214. 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 basis 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.

215. 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.

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

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

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

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

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

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

219. 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

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

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

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

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

221. Based on baseline conditions in the project area and sensitivity criteria, the level of sensitivity of each VEC is provided in Table 33.

Table 33: 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

Sensitivity VEC Remarks Level group standards for ambient air quality. GHG emissions Medium Firewood burning is the major contributor in the ambient pollution load. Vehicular pollution is a secondary source of pollution in the state as the traffic density is average. Surface water quality Medium Overall, the surface water quality in the project area is good, permissible levels are not exceeded for the monitored parameters. Natural river streams, many village ponds and lake, Irrigation Canal are main water bodies in CoI of the project. Surface water Low The state has good water resources in the 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. The major ground water resources along the project road are overhead tanks, water tank with tap and ponds. The quality of ground water in project area is within the permissible limits. 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 pass through core aquatic vegetation /buffer zone of any notified protected areas. There are no endangered flora species which are likely to be affected by the proposed project. Fauna (mammals, Low There are no vulnerable/ endangered or rare birds, fishes, reptiles, species fauna around the project site. There is amphibians) no presence of any fauna species listed in Schedule I of the Wild Life (Protection) Act, 1972 of Government of India. Ecologically Low The project is not located in core/ buffer zone of important areas ecologically sensitive areas. Social environment Private land and Medium The proposed project road will involve the total buildings land acquisition of 72.2387 ha, which includes

Sensitivity VEC Remarks Level acquisition of 17.9475 ha land for widening along main alignment of SH-58 Part 2 road and 54.2912 ha land will be acquired for Arakonnam bypass,. of 450 private structures, 15 kiosk and 25 common property resources. Out of 450 affected structures 45 are residential structures and 80 are commercial structures and 18 residential cum commercial structures. Balance 307 structures are falling in other category structures Public property/ Medium The ROW is available for widening or even infrastructure/ utility minimum improvement of road geometry, except structures 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.

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

a. High: The severity of impact is high if grave repercussions are expected as a result of the impact due to any of the following or similar situations: the impact will be felt by a large number of people or receptors; the receptors are highly sensitive; the impacts will cause serious health issues; there is already a history of complaints from the project area and people have raised significant concerns during public consultation; some of the VEC in the project area already severely degraded and maybe further worsened by the

project; there will be a significant change in one or more VEC because of the project b. Medium: The severity of impact is medium due to any of the following or similar situations: the impact will be felt by a small number of people; some receptors are affected but they are not sensitive; the impact will not cause serious health issues; some concerns were raised during public consultations, but they were not significant; there will be minor changes in one or more VEC because of the project c. Low: The severity of impact is low due to any of the following or similar situations: the impact will not be felt by anyone; no or limited receptors are affected; no concerns were raised during public consultations; there will be no noticeable changes in one or more VEC because of the project.

222. 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 34 below.

Table 34: 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

223. Based on the rating criteria provided in Table 34, 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 35 below. The screening was carried out for impacts that are expected without mitigation. Hence, it guided the identification of impacts that need mitigation and clearly point out significant/major negative impacts that need to be prioritized for mitigation.

224. 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 35: 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 C -ve temporary -ve limited -ve medium -ve moderate storage, drilling, 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 equipments, 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, C -ve permanent -ve limited -ve low -ve minor Drainage 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 C -ve temporary -ve local -ve low -ve minor camp 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.430 KLD and peak 500 KLD plus 30 KLD for workers) on road passing C -ve temporary -ve local -ve medium -ve moderate through over exploited and semi-critical blocks

VEC/Sensitivity Impact/Activity Stage Duration Area Severity Significance No anticipated impacts O N N N N 1.7 Land degradation/ Changes in the local-level topography D -ve permanent -ve local -ve medium -ve minor pollution and appearance of the project site (Low sensitivity) 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, hill cutting, road widening, (Medium sensitivity) C -ve temporary -ve limited -ve medium -ve moderate Vegetation clearing and removal of trees

Planting of trees O +ve permanent +ve local +ve medium +ve 2.2 Terrestrial fauna Accident of wild mammals/birds/insects D -ve permanent -ve limited -ve medium -ve minor (mammals, 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 road safety features adopted 2.3 Ecologically important Loss of vegetative cover D -ve permanent -ve limited -ve medium -ve moderate areas Labour camps, dust and pollution C -ve temporary -ve limited -ve medium -ve moderate (Low sensitivity) No anticipated impacts O N N N N 3. Social environment 3.1 Private land and Temporary structure and shrines likely buildings to be affected due to widening of road D -ve permanent -ve local -ve medium -ve moderate (Medium sensitivity) 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 shifting C -ve temporary -ve local -ve low -ve minor

VEC/Sensitivity Impact/Activity Stage Duration Area Severity Significance utility structures No anticipated impacts O N N N N (Medium sensitivity) 3.3 Noise Road widening will produce noise levels D, O -ve temporary -ve local -ve medium -ve moderate (Medium sensitivity) higher than ambient noise levels (>3dB)

Quarrying, material transport and storage, drilling, 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 No anticipated impacts D N N N N and safety Vehicle-related, falls and slips, struck- (Medium sensitivity) bys, caught-in-betweens, electrocution C -ve temporary -ve local -ve high -ve moderate risks while carrying out work or residing in campsites No anticipated impacts O N N N N 3.6 Public health and No anticipated impacts D N N N N safety Disturbance and pollution, traffic-related (Medium sensitivity) 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 O +ve permanent +ve limited +ve medium +ve education 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

C. Typical Potential Adverse Impacts

225. 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

1. The project aims to improve a section of 41.779 km of the existing state highway no. 58 from Kanchipuram to Thiruthani. Based on the capacity augmentation the present road section is proposed for improvement and upgrading to a two lane configuration with shoulders and side drains. TNHD considered minimum clearing of trees and vegetation and will have minimal impact on the air quality and GHG emissions. A total of 1,022 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

226. 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 36. There are two types of pollution i.e. dust pollution and pollution from harmful gases.

Table 36: 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

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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 • Hot mix plants; harmful • Large construction equipment, trucks and asphalt emissions including producing and paving equipment; SO2, • Toxic gases released through the heating process NOx and HC during bitumen production; and • Inadequate vehicle maintenance and the use of adulterated fuel in vehicles.

227. 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.

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

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

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Operation stage – minor negative impact

230. 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.

231. 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:

232. 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 37 with projected future traffic growth.

Table 37: Annual Average Daily Motorized Traffic Data Year 4W LCV Truck Bus 3W 2W 2020 2262 437 933 1102 307 7622 2025 3610 534 1174 1567 378 10791 2030 5378 638 1435 2116 451 14577 2035 7614 743 1713 2779 525 18781

233. Emission Factors: Emission factor is one of the important input parameter in AERMOD model. In the present study, the emission factors specified by the Automotive Research Association of India (ARAI, 2007) have been used for calculation of weighted emission factors. These emission factors have been expressed in terms of type of vehicles and type of fuel used (for petrol and diesel driven passenger cars). The emission factors used in the present study for different vehicles type are given in Table 38.

Table 38: 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

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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

234. 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 last quarter of 2019 were used for the model and is given below Table 39.

Table 39: Meteorological Parameters Used for Modelling Temperature Humidity WD Wind Speed Pressure Precip. Hour Cl (oC) (%) (o) (kmph) (Pa) (mm) 1:00 24.3 94 292.5 6 29.8 0 0 2:00 23.3 97 315 2 29.83 0 0 3:00 29.5 93 315 2 29.83 0 0 4:00 23.5 92 292.5 3 29.86 0 0 5:00 23.5 91 315 6 29.86 0 0 6:00 23.2 95 292.5 8 29.83 0 0 7:00 23.8 91 315 4 29.77 0 0 8:00 27.1 90 315 6 29.74 0 0 9:00 25.7 97 315 7 29.74 0 0 10:00 26.8 99 225 5 29.74 0 0 11:00 33.1 70 225 7 29.77 0 0 12:00 35.4 50 225 5 29.77 0 0 13:00 39.4 40 292.5 6 29.8 0 0 14:00 36.3 46 0 7 29.83 0 0 15:00 34.9 60 0 4 29.86 0 0 16:00 32.1 70 0 2 29.86 0 0 17:00 30.9 74 315 5 29.86 0 0 18:00 29.2 78 292.5 6 29.83 0 0 19:00 26.5 79 315 4 29.8 0 0 20:00 25.5 98 315 8 29.77 0 0 21:00 25.2 95 315 7 29.77 0 0 22:00 24.5 95 315 5 29.77 0 0 23:00 24.8 96 315 8 29.8 0 0 24:00 24.6 96 315 6 29.8 0 0

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

236. Background Concentration: The background pollutant concentrations were taken from environmental monitoring data. Air quality monitoring was carried out in the month of November

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2019 at two locations along the alignment on two alternate days in a week. The background pollutant concentrations that were taken for model predictions are listed in Table 40.

Table 40: Average Background Concentration of Pollutants along the Alignment

Average Background Pollutant Unit concentration

3 SO2 11.65 µg/m NOx 34.15 µg/m3 3 PM10 78.5 µg/m 3 PM2.5 28.5 µg/m CO 0 mg/m3

237. Predicted Pollution Levels: The model has been setup and run to predict average hourly concentration for CO and 24-hourly average concentration for PM2.5, PM10, NOx and SO2 for the years 2020, 2025, 2030 and 2035 using forecasted traffic data on proposed highway. The predicted concentration of CO, PM2.5, PM10, SO2 and NOx during peak traffic are shown in Tables 41 to 45 for proposed highway project.

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Table 41: CO Predicted Concentrations (µg/m3) along the Proposed Road CO Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, m. Year (Left side) (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 0.00 0.00 0.00 0.00 0.01 0.06 4.45 2.20 1.00 0.55 0.31 0.15 2025 0.00 0.00 0.00 0.00 0.05 0.37 29.95 14.79 6.63 3.67 2.10 1.03 2030 0.00 0.00 0.00 0.00 0.12 0.74 60.53 29.89 13.41 7.42 4.24 2.08 2035 0.00 0.00 0.00 0.01 0.17 1.18 96.36 47.59 21.34 11.81 6.74 3.32

3 Table 42: PM2.5 Predicted Concentrations (µg/m ) along the Proposed Road 3 PM2.5 Concentration (µg/m ) Distance from the centre line of the road, m. Distance from the centre line of the road, m. Year (Left side) (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 28.50 28.50 28.50 28.50 28.50 28.50 28.79 28.64 28.56 28.53 28.52 28.51 2025 28.50 28.50 28.50 28.50 28.50 28.51 30.33 29.39 28.88 28.70 28.61 28.55 2030 28.50 28.50 28.50 28.50 28.50 28.51 32.08 30.24 29.24 28.89 28.71 28.60 2035 28.50 28.50 28.50 28.50 28.50 28.52 34.07 31.21 29.65 29.10 28.82 28.65

3 Table 43: PM10 Predicted Concentrations (µg/m ) along the Proposed Road 3 PM10 Concentration (µg/m ) Distance from the centre line of the road, Distance from the centre line of the road, m. Year m. (Left side) (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 78.50 78.50 78.50 78.50 78.50 78.50 78.78 78.64 78.56 78.53 78.52 78.51 2025 78.50 78.50 78.50 78.50 78.50 78.51 80.33 79.39 78.9 78.70 78.61 78.55 2030 78.50 78.50 78.50 78.50 78.50 78.51 82.08 80.24 79.24 78.89 78.71 78.60 2035 78.50 78.50 78.50 78.50 78.50 78.52 84.07 81.21 79.65 79.10 78.82 78.65

Table 44: NOx Predicted Concentrations (µg/m3) along the Proposed Road NOx Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, m. Year (Left side) (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 34.15 34.15 34.15 34.15 34.15 34.16 37.29 35.67 34.80 34.49 34.33 34.24 2025 34.15 34.15 34.15 34.15 34.16 34.23 54.70 44.13 38.37 36.36 35.35 34.71 2030 34.15 34.15 34.15 34.15 34.17 34.31 74.97 53.98 42.54 38.54 36.53 35.26 2035 34.15 34.15 34.15 34.15 34.19 34.40 98.45 65.38 47.37 41.07 37.90 35.90

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3 Table 45: SO2 Predicted Concentrations (µg/m ) along the Proposed Road SO2 Concentration (µg/m3) Distance from the centre line of the road, Distance from the centre line of the road, m. Year m. (Left side) (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 11.65 11.65 11.65 11.65 11.65 11.65 11.71 11.68 11.66 11.66 11.65 11.65 2035 11.65 11.65 11.65 11.65 11.65 11.66 13.63 12.61 12.06 11.86 11.77 11.70 *Note: SO2 predictions’ not done for 2025 and 2030 as there is very minor change in SO2 concentration from year 2020 to 2035. This can be seen from the results Air modelling provided in Appendix-7.

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238. Green House Gases Emissions: Upgrading and strengthening the surface condition of existing SH-58 Part 2 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-58 Part 2 highway. Most common types of vehicles that would move on the particular section are motor cycles, three wheelers, cars, vans, buses, light and heavy commercial vehicles. Thus, emission of Carbon Dioxide (CO2) from motorized vehicles which is a GHG needs to be analysed to evaluate the overall contribution of this investment program in terms of the change in CO2 emissions.

239. 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.

240. 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-58 Part 2 road. The model was run separately for the road sections. The traffic data used in the model is given in table-38.

241. 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. The details of CO2 emission at BAU, Project with and without induced traffic are given below in Table 46:

Table 46: CO2 emission at BAU, Project With and Without Induced Traffic Parameters Emission of CO2 in Tons/km/year BAU 879.86 Project with induced traffic 866.01 Project without induced traffic 866.01 Net reduction in CO2 emission 13.85

242. As indicated in the model output summarized in above discussion that 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-58 (Part 2) to be improved is 41.779 km. Based on the net change in CO2 emissions or CO2 savings of the sections is 13.85 Tons/km/year, and thus the proposed investment program of SH-58 Part 2 as will save emissions of 579.33 Tons CO2/year.

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243. Mitigation Measures: It has been observed from the model output that when the traffic volume increases, the concentration of air pollutants also increases correspondingly. However, the maximum predicted pollutant concentrations of PM2.5, PM10, SO2 , and COover the existing ambient air quality are found to be within the National Ambient Air Quality Standards of CPCB except for NOx in the years 2035. But the predicted pollutant levels are slightly higher than the IFC EHS guideline limits for all the parameters monitored. Here the pollution from reanimation of dust on the road will remain a concern. Proper and regular maintenance of road will decrease these indirect impacts. The details of air quality modelling and pollutant dispersion along the alignment is given in Appendix 7.

244. Residual Impact: The results of AERMOD model shows that the project is projected to have minor 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

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

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

246. 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.

247. 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.

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

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Construction stage – moderate negative impact

249. 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.

250. 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.

251. 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.

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

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253. 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

254. 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

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

Construction stage - minor negative impact

256. 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.

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

258. Construction water requirement (avg. 400 KLD and peak 500 KLD) will be met through approved ground water source. Domestic water requirement (30 KLD) for workers will also be met mainly through approved sources only. Necessary permits will be obtained prior to water abstraction and only when there is no other viable option so as not to compete with local domestic demand. It is envisaged that groundwater will be utilized for camp domestic water requirement if there are no other viable sources or if the safety of workers will be at risk. Water abstraction will be included in monitoring.

259. 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

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

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Design and pre-construction stage – minor negative impact

261. 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.

262. 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.

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

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

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

265. 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.

266. Adequate earth material is available from barren land in the vicinity. About 10,86,437 cum of borrow earth, 5,75,000 cum of aggregates is estimated to be required for the constructional activities of road section and 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.

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

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

268. 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

269. 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.

270. 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.

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

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

273. 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.

274. 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.

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

276. 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.

277. 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.

278. 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.

279. Mitigation measures for borrow areas are:

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• prior approval if necessary 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 cess pools during the rainy season.

280. 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.

281. 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.

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

• Plant Management – Appendix 8; • Camp Site Management – Appendix 9; • Debris and Spoil Disposal Management – Appendix 10; • Borrow Area Management – Appendix 11; and • Quarry Area Management – Appendix 12.

283. 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

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

E. Impacts on Biological environment

1. Trees and vegetation

Design and pre-construction stage – moderate negative impact

285. 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.

286. 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 10220 trees will be planted within the project area; • The plantation under compensatory afforestation plan will be scheduled within 15 months of the construction works, as preparation of seedlings in the approved nursery will start with commencement of construction work for the project road; and • Budget provisions for following the mandatory afforestation program which requires planting native trees at the rate of 1:10 for trees cut (10220 in total) and improving vegetation cover in the project area.

287. 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.

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Construction stage – moderate negative impact

289. 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.

290. 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; and • increased earth and rock extraction.

291. 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.

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

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

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

Operation stage – positive impact

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294. 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

295. 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.

296. 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.

297. 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

298. 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.

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

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

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

301. 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

302. If the habitat improvement activities described above are implemented as planned an overall positive impact of more sustainable use of natural resources and improvement of forests is expected.

F. Impacts on Social Environment

303. 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 30. 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

304. Impact. There will be moderate impacts due to acquisition of 72.2387 ha land (total) as the proposed widening will be accommodated within existing ROW. Community impacts are mostly due to the resettlement of people due to widening of the project road to 2 lanes.

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305. Resettlement plan for the project road has been prepared for 450 private structures, 15 kiosk and 25 common property resources. Out of 450 affected structures 45 are residential structures and 80 are commercial structures and 18 residential cum commercial structures. Balance 307 structures are falling in other category structures. It was noted that the relocation of structures will be required at congested locations along the project road mainly. The widening options have been devised to minimize impacts of structures.

306. The major builtup locations along the project road are Kanchipuram town, Thimmasamudram, Chembarambakkam, Ooveri, Govindavadi B, Padunelli, Pallur, Pinnavarram, Parmeshwara mangalam, Arigilapadi, Thanigaipolur, Itchiputhur and Karthikeyapuram.

307. 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.

308. 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

309. 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.

310. 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.

311. 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

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

314. 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.

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

Construction stage – minor negative impact

316. 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.

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

318. 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

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

3. Noise and disturbance

Design and pre-construction stage – minor negative impact

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

321. The noise generating equipment used in construction activities is also regulated under Noise Pollution (Regulation and Control) Rules 2000 and may cause concern among local villagers. The range of typical noise levels in relation to distance from a construction site is shown in Table 47.

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Table 47: 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)

322. 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 48.

Table 48: 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.

323. Typical noise levels associated with various construction activities and equipment are presented in Table 49.

Table 49: 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

324. 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.

325. 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

326. 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.

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

Table 50: Details of Noise Sensitive Receptors along the Project Road Distance from edge Sl. No. Chainage Side of existing Receptor Name Village carriageway (m) Educational Narasimha pallavan 1 70+080 RHS 5 Thimmasamudram college of engineering

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Distance from edge Sl. No. Chainage Side of existing Receptor Name Village carriageway (m) Cholan institute of 2 71+660 RHS 16 Sembarambakkam technology Cholan matric high sec 3 71+800 RHS 4 Sembarambakkam school P T Lee Chengalvarayya 4 75+350 LHS 31 Oovery Naikar ITI P T Lee Chengalvarayya 5 75+500 RHS 1 Naikar college of eng and Oovery technology Park global school of 6 77+850 RHS 5 Govindvadi agaram business excellence 7 79+720 RHS 4 Primary school Pallur Dr V S Issac (international 8 84+600 LHS 46 Attupakkam public school) Shrine velankani metric 9 85+550 RHS 4 Permeshvaramangalam school 10 86+150 RHS 7 Gov high school Permeshvaramangalam 11 104+855 LHS 6 Christian high school Tannigaipolur Jaya arrakonnam arts and 12 105+350 LHS 8 Icchiputtur science college 13 108+260 RHS 11 School Valliammapuram Government middle 14 108+550 RHS 8 Valliammapuram school Religious 1 66+970 LHS 11 Mosque Kanchipuram 2 67+460 RHS 4 Vinayaka koil Kanchipuram 3 67+850 LHS 7 Vinayaka koil Erivakkam 4 68+020 RHS 7 Perumal koil Erivakkam 5 68+153 RHS 3 Shiva koil Erivakkam 6 68+850 LHS 5 Ammaya koil Thimmasamudram 7 71+800 RHS 10 Vinayaka koil Sembarambakkam 8 75+720 RHS 21 Shivan koil Oovery 9 75+725 RHS 16 Anjaneyya koil Oovery 10 76+825 LHS 23 Kanniamman koil Govindvadi agaram 11 78+285 RHS 6 Anjanayya koil Thirumalpur 12 78+900 RHS 8 Mosque Pandunelli 13 79+795 RHS 0 Perumal koil Pallur 14 79+800 RHS 0 Vinayaka koil Pallur 15 79+820 RHS 0 Amman koil Pallur 16 82+250 RHS 2 Amman koil Senthamangalam

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Distance from edge Sl. No. Chainage Side of existing Receptor Name Village carriageway (m) 17 93+200 LHS 26 Anjanayya temple Melandur Raja harishchandra 18 95+450 RHS 41 Paritipttur temple 19 95+750 LHS 41 Shiva koil Paritipttur 20 95+800 LHS 36 Church Paritipttur 21 95+850 RHS 26 Ammaya temple Paritipttur 22 104+100 LHS 13 Mandapam Tannigaipolur 23 104+255 LHS 4 Vinayaka temple Tannigaipolur 24 104+855 LHS 6 Church Tannigaipolur 25 106+520 RHS 3 Muttumariamman temple Rettiaculam checkpost 26 106+770 LHS 11 Vinayaka koil Rettiaculam 27 107+090 LHS 26 Amman koil Saraswathi nagar 28 107+660 RHS 10 Amman koil Perumal thangal Pudur 29 108+240 RHS 26 Temple Valliammapuram 30 108+620 LHS 20 Gangaamman temple Valliammapuram Hospitals/ Health Centres None

328. During construction, varying degree of noise impacts are likely to be felt by the communities of main settlements i.e. Sakkottai, Maruthanallur, Thippirajapuram, Madagudi, Alangudi, Needamangala and other small settlements along the project road. However, the above listed sensitive receptors will be especially impacted due to increase in noise levels as these would be near the construction site. Although temporary in nature, the construction noise will affect the most communities living close to the construction zone.

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

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

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

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

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

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

Operation stage – neutral impact

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

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

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

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

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337. 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

338. 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 2262 437 933 1102 307 7622 2025 3610 534 1174 1567 378 10791 2030 5378 638 1435 2116 451 14577 2035 7614 743 1713 2779 525 18781

Table 52: Equivalent Background Noise levels Equivalent Noise Levels in dB(A) DAY NIGHT 60.02 50.25 Note: Derived from baseline noise levels.

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Table 53: Predicted Noise Levels along the Project Road Day LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 60.2 61.1 63.6 68.0 70.2 70.2 68.0 63.5 60.9 60.2 2025 60.3 61.4 64.4 69.2 71.6 71.5 69.2 64.4 61.2 60.3 2030 60.4 61.8 65.3 70.3 72.7 72.7 70.3 65.2 61.5 60.4 2035 60.5 62.2 66.0 71.3 73.8 73.8 71.3 66.0 61.8 60.5 Night LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 52.0 55.8 61.4 67.3 69.8 69.8 67.3 61.3 55.1 52.1 2025 52.6 56.9 62.8 68.7 71.3 71.2 68.7 62.7 56.1 52.6 2030 53.1 57.9 64.0 69.9 72.5 72.5 69.9 63.8 57.1 53.2 2035 53.6 58.8 65.0 71.0 73.6 73.6 71.0 64.9 57.9 53.7

339. 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.

340. 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 55 dB(A) in daytime and not to exceed 45 dB(A) nighttime at residential property.

341. From Table 53, it is observed that Predicted noise levels (Leq) near the receivers within 100m from the centre line of the road are found to exceed the permissible limit of 3 dB(A) during day time however noise levels (Leq) near the receivers within 100m from the centre line of the road are found to exceed the permissible limit of 3 dB(A) during night time for the respective landuse categories. The baseline noise levels (2019) are already higher than the permissible limits of CPCB for different landuse categories for day and night. The predicted levels based on noise modelling show increase in noise levels for future years at all receivers (including sensitive receptors listed above) considering increase in traffic volume. The incremental noise levels for future years exceeds the allowable limit of 3 dB (A) during night time from the baseline levels. Mitigation measures suggested in EMP such as installation of noise barriers should be adopted for the sensitive receptors falling within 100 m center line of the road corridor. The detailed noise assessment and prediction is presented in Appendix 13.

342. Mitigation Measures: The incremental noise levels for future years exceeds the allowable limit of 3 dB (A) from the baseline levels. There are several measures that can be explored for the road, particularly along sensitive land uses such as solid noise barriers, establishment of greenbelt along the road edge, imposing speed limits, use of noise reducing pavements along built up portions, noise insulation of sensitive receivers, among others. One or a combination of these measures may be able to bring down the noise within acceptable range. These measures can be incorporated in the final detailed engineering by the contractor after consultation with affected persons so that the most suitable mitigation measures are considered.

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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

343. 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

344. 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.

345. 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 Reference PPV at 25 ft. Equipment (in/sec) Vibratory Roller 0.21 Large Bulldozer 0.089 Caisson Drilling 0.089 Loaded Trucks 0.076 Jackhammer 0.035 Small Bulldozer 0.003 Sources: Federal Transit Administration 2006 (except Hanson 20015 for vibratory rollers)

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

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

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

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Where: PPVRef = reference PPV at 25 ft. D = distance from equipment to the receiver in ft. n = 1.1, attenuation rate(6)

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

348. 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.

349. 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,

6 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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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.

350. 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.

351. 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

352. 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.

353. 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.

354. 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

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

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Construction stage – moderate negative impact

356. Impact: Transportation incidents accounted for majority of fatal roadway worksite incidents.7 In India, Tamil Nadu has recorded the highest rate of road accident fatalities at 23 fatalities/lakh persons. 8 As such, particular attention to transportation-related work hazards should be given under the project. Among other construction-related risks in highway projects are:

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

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

• inadequate sanitation facilities in worker camps; • introduction of sexually transmitted, and other diseases, by immigrant workers; 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.

358. 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.

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

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• All personnel working at vulnerable site locations will wear safety helmets and strong footwear (OSHA recommended PPE). • It should be ensured that all workmen and staff employed on site use proper safety equipment – for example, eye protectors, ear plugs, safety helmets, the designated safety equipment when working over water – and that proper rescue equipment is available. • Fire extinguishers and first-aid equipment will be kept at all sites. • Additional health and safety protocols for prevention and control of the spread of COVID 19 and other communicable diseases shall be put in place in accordance with local/national guidelines and international best practices. • To ensure safe construction, lighting devices and safety signals shall be installed and traffic rules and regulations to be strictly followed. • The electrical equipment should be checked regularly to avoid risks to workers. Adhere to strict schedule for completion of road works and avoid prolonged construction and disturbance. • Implement SEMP Sub-plans (e.g. Health and Safety Plan, Traffic and Road Management Plan, Camp Management Plan). • Provide barricade fencing to mitigate trespassing. • Provide barricade to temporarily enclose open excavated slopes/foundations. • Provide sufficient lights, clear warning signs and danger signals. • Assign security personnel to prevent accidents. • Warning signs and cones will be installed in and around the work site and along haul roads, with clearly marked danger zones. • Safety flags and flag persons will be used, as needed. • 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.

359. 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 Plan9.

9 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)

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

361. 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

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

6. Community health and safety and local resources

Design and pre-construction stage – neutral impact

363. 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

364. 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.

365. 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.

366. 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.

367. The project will support a public health education program 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

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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will also be invited to participate in monitoring and educating communities and workers affected by the project.

368. 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

369. 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

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

371. 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.

372. 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.

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373. 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

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

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VII. CONSULTATION, PARTICIPATION AND INFORMATION DISCLOSURE

A. Meaningful Consultation

375. 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

376. 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.

377. 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

378. 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 five locations along the project road section during July and October month of 2019.

379. Environmental and social experts conducted informal public consultations with local community during site visit along the project road. Main objective of the public consultation was to aware the community regarding the proposed development and to obtain their views and suggestions on the likely impacts due to the project and their mitigations. To further strengthen this, formal Public Consultation was conducted at five locations along the project road. All technical, social and environmental issues pertaining to the stretch were briefed and discussed.

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Potential PAPs, District level Govt. officials, MLAs/ MPs/ Panchayat Members, CKICP Officials, Village representatives, PRIs, Village level health workers, Patwaris, Local voluntary organizations like CBOs and NGOs attended the consultations.

380. A total of 67 participants including 51 males and 16 females attended the public consultation meetings. Below 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 Sl. Village/Town Date of No of participants No. Name Consultation M F T 1 Pallur Village 01/07/2019 13 0 13 2 Ichiputhur 03/10/2019 0 12 12 3 Thanigaipolur 03/10/2019 25 0 25 Irattai Kulam Check Post, 4 03/10/2019 4 4 8 Ichiputhur Maniyappa Naidu Kandigai, 5 03/10/2019 9 0 9 Thangaipolur

Total 51 16 67

1. Project Stakeholders

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

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

2. Consultation with Government Departments

382. 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..

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

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3. Consultation with Local People and Beneficiaries

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

385. The project has immense acceptability among the local people. They perceive that in addition to providing all weather connectivity, the project road will bring positive socioeconomic changes in the areas. Local people mainly discussed on the issues related to flooding, rehabilitation, resettlement, and road safety issues. The outcome of the consultations have been summarized in Table 57.

Figure 17: Photographs of Public Consultations

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386. The Details of Participants and Public Consultation attendance list are attached in Appendix 14. In addition information on the GRM procedures and formats in local language i.e. Tamil was shared with the local people.

Table 57: Summary of Issues Discussed and Measures Taken Location and Issues Discussed Measures Taken Participant Date 1. Pallur • People are facing acute Proposed widening and Total 67 Village: problem related to poor strengthening of the road will Participant was 01/07/2019 condition of the road. provide better level of services Participated in • Where the road passing in terms of improved riding the consultation 2. Ichiputhur: through the settlements quality and smooth traffic flow. in which 51 male and 16 03/10/2019 there should be • There will be considerable female was • provision of Speed breakers reduction in the number of present. 3. Thangaipolur Suggestion viz. (i) design accident and level of : 03/10/2019 shall take into hydrological pollution. aspects into consideration • Accessibility to social health 4. Irattai Kulam (ii) minimal loss of and educational Check Post, structures (iii) adequate infrastructure will increase Ichiputhur: settlement and rehabilitation through all-weather road. measures including 03/10/2019 • Generation of employment provision of jobs to land during construction phase of 5. Maniyappa losers the road. Naidu • Local people informed that • The discussion generates. present road in some Kandigai, considerable awareness of the sections of this area Thangaipolur: project . 03/10/2019 submerges during normal rainfall also. Adequate • As the proposed road shall measures shall be taken to be a widened one, it shall avoid water logging during provide an efficient public

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Location and Issues Discussed Measures Taken Participant Date normal rainfall. transportation system • They suggested that besides. existing alignment shall also • ensuring reduction in be improved and maintained congestion level properly. • The title holders shall also • Suggestion viz., Minimal be compensated as per ADB loss of structures, Adequate guidelines. rehabilitation and • Drainage system is mention resettlement ,measures in built-up area and earthen • Area is one of the drainage for rural area. congested stretches due to • Drainage system is mention that problem of traffic jam in built-up area and earthen and accident is common. drainage for rural area. • Stress was put by the Road safety features like community on adequate traffic signs, Overhead Sign safety provisions to be Boards, Road Illumination, made along the road Delineators, particularly at locations of pavement marking, school, pedestrian path and rumble • cattle underpass, provision strips has been included in of bus stop and provision of the design. green belt development • Proper Rehabilitation Compensation should be as measures will be taken for . per market value. Affected Household’s and compensation will be as per market rate.

387. 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

388. 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.

389. 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

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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.

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

D. Interaction with NGOs

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

E. Public Disclosure and Further Consultations

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

393. Prior to finalization of detailed engineering design, the contractor, with the assistance of the PIU should consult affected persons along sensitive receptors identified during survey on structural and institutional mitigation measures for impacts such as, but not limited to, noise. Further, project consultations will be organized by the FIU in coordination with CSC and with the presence of representatives from the contractor. Participation of women and FGDs with women and vulnerable groups will be prioritized and conducted to the extent feasible. These should be done at least quarterly during construction period.

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VIII. GRIEVANCE REDRESS MECHANISM

394. 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.

395. 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.

396. 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. The State level GRC will attempt to resolve them within 3 weeks.

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

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

398. Despite the project GRM, an aggrieved person shall have access to the country's legal system at any stage, and accessing the country's legal system can run parallel to accessing the GRM and is not dependent on the negative outcome of the GRM. The GRCs will continue to function throughout the project duration including the defects liability period. The schematic of the GRM is presented in Figure 18.

Figure 18: Grievance Redress Mechanism

3 7weeks days Affected Person

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

Not Resolved

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

Court of Law

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IX. ENVIRONMENTAL MANAGEMENT PLAN

A. Introduction

399. 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.

400. 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.

401. 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

402. 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

403. The EMP matrix provided in Table 58 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

404. The environmental monitoring program has the underlying objective to ensure that the intended environmental mitigations are realized and these results in desired benefits to the target population causing minimal deterioration to the environmental parameters. Such program targets proper implementation of the EMP. The broad objectives are:

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

405. 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 are described in the following paragraphs.

1. Performance Indicators

406. 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.

407. Ambient Air Quality (AAQ) Monitoring: Ambient air quality parameters recommended for monitoring road development project 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).

408. 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 10500: 1991 and IS 2296: 1992 is given in Appendix 15. 409. 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

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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.

410. 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 in the ration 1:10. These compensatory plantations will have to be monitored for 70% survival rate for three years by the implementing agency with the help of the Forest Department. Such monitoring will be conducted through random samples. Such sampling should cover at least 5% of the area planted up.

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

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Construction of sharp curve - Agree on spoils disposal sites, management of sharp may add to and rehabilitation plan with relevant local curves instability in agencies raised - Specify vegetation that serves specific embankment. bioengineering functions. - Aggregates will be sourced from licensed local quarries; - Sand will be taken from quarries or river beds after prior permission from competent authority; - every new quarry, borrow area, and spoils disposal site is subjected to a site-specific environmental investigation according to an approved plan; - new quarry and borrow areas must be left in a safe condition or restored to a productive land use; - borrow areas are not established in ecologically sensitive areas and should obtain necessary clearances; - villagers are consulted in regard to the design and location of all borrow areas – these should ensure the safety of local communities and, if possible, should incorporate beneficial post construction features for the villages; - borrow areas must be located away from the road and hill slopes as well as settlements facing the road, so as to minimize visual impacts. - Earth cut materials will be maximized for reuse in backfilling on the same rural road to minimize the quantities of borrow materials and spoil disposal. II. Biological environment 3. Trees and - Loss of 1022 - Minimise removal of vegetation and width of PIU/EPC contractor PIU/CSC

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component vegetation trees existing in road expansion along the existing alignment to - Clearing of the RoW the extent possible. vegetation - the road improvement works will adopt from mostly Environmentally Friendly Road Construction natural habitat (EFRC) methods and should minimise areas for hill environmental impacts from inadequate cutting and drainage and/or slope failures and should other road assist in maintaining, or repairing, tree cover; improvement - Mandatory compensatory afforestation works; program for plantation 10220 trees (@1:10) - Removal of within the project area where possible resulting trees in the improvement of road side green belt development. - The plantation under compensatory afforestation plan will be scheduled within 15 months of the construction works, as preparation of seedlings in the approved nursey will start with commencement of construction work for the project road

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

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

III. Social environment 5. Private land - Resettlement of A separate resettlement plan is prepared to PIU/ LARR PIU/ LARR and people; address these issues in compliance with Right to implementation Monitoring buildings - Acquisition of Fair Compensation and Transparency in Land Consultancy Consultancy - Road 72.2387 ha. of Acquisition, Rehabilitation and Resettlement Act, widening addition 2013 and ADB SPS 2009. agriculture land - Relocation of 450 nos. private of structures and 19 no. of CPR - (No. of structures mentioned above are tentative). 6. Public - Temporary - Before construction commences a detailed EPC Contractor CSC / PIU property/ outages of public survey has to be carried out in order to list all infrastructur utility services utilities that will interfere with the road works; e/ utility - Together with the respective owners of the structures utilities plans will be prepared how and when - Shifting of these utilities will be shifted before the works electric lines, commence. water pipes, - Access to adjacent properties and agricultural sewage lines, land will be maintained, as necessary. gas pipes and - Any damage to areas and infrastructure telecom lines outside the agreed work sites (Corridor of Impact assessed in project RP) will be restored to pre-construction conditions and will be subject to compensation at contractor cost and through written agreement with the land owner, as applicable. 7. Noise and - Increased noise - Prior to finalization of detailed engineering EPC Contractor CSC/PIU disturbance levels causing design, the following must be done: - Operation of discomfort to - Survey of sensitive receptors (sensitivity,

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

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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/no vel-coronavirus-2019/technical-guidance) should be followed. - Contractor to ensure adequate sanitation and welfare facilities including for hand washing and personal protective equipment are provided and to consider the ability of communities to comply with protective measures such as regular handwashing and for the local health care facilities capacity to deal with any infections. - Emergency preparedness and response plan to deal with situation should any construction worker or community member be diagnosed with COVID-19 during the course of the works. - Given the specialist nature of responding to COVID-19 public health officials/experts to be consulted in undertaking the risk assessment and management planning for COVID-19. - Contractor to conduct regular training (including refreshers) on occupational health and safety for all construction workers including refreshers. To include training for

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component PIU and all Contractor management and construction workers including subcontractors before commencement of works. - Contractor to conduct training of workers on emergency preparedness and response procedures in case of an occupational or community health and safety incident during construction works. B. CONSTRUCTION STAGE I. Physical environment 1. Air quality - Temporary - Regular watering of road surfaces, exposed EPC Contractor CSC/PIU and GHGs localized spoils - Operation of increase in levels - regular check-up and maintenance of construction of dust and air construction equipment; equipment pollutants - idling of engines shall be strongly discouraged; and including PM2.5, - mixing plants i.e. asphalt, concrete, and bricks, machinery; PM10, SO2, NOx, should be operated within the permissible limits - Emissions CO, HC (Ambient of CPCB and IFC EHS, and located away from from brick, Air quality settlements; concrete and standards - the contractor will submit a dust suppression asphalt published in and control programme to the CSC prior to plants; 2009) construction – this plan details actions to be - Haulage and taken to minimize dust generation and identify stockpiling of equipment to be used; materials; - vehicles delivering loose and fine materials - Controlled should be covered with tarpaulin to reduce earthworks. 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

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

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component works at bridge construction site to avoid accidents; - all debris and vegetation, clogging culverts must be regularly cleared. - Prior to use of surface water by workers it has to be established the water quality meets the standards for drinking water. Also regular monitoring of the quality shall be done. 3. Ground - Groundwater - Construction water requirement (avg. 400KLD EPC Contractor CSC/PIU water quality abstraction and and peak 500 KLD) will be met through local and quantity potential impacts surface water sources and other canals in the - Operation of on local sources project area. Domestic water requirement (30 labour camps, - Pollution of KLD) for workers will also be met mainly temporary groundwater at through local streams construction sites where - Sewage generated at labour camps should be sites and process water or disposed of in an environmentally sound fuelling wastewater is manner. stations generated and - construction camps should be equipped with disposed of in an sanitary mobile toilets or toilets with improper manner. treatment and disposal arrangement by means of septic tank followed by soak pit that do not pollute Ground water; - Locations for fuelling and/or maintenance should be fitted with impervious flooring and a drainage system connected to an oil/water separator and settling tank to treat sewage before being discharged. - The layout of labour camps and construction sites should comply with the requirements in appendix 8: Plant Management and appendix 9: Camp Site Management as given in the IEE. - If groundwater sources will be used for construction, it should be obtained from licensed sources. Domestic water requirement (30 KLD) for workers will also be met through

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component approved sources only. Necessary permits will be obtained prior to water abstraction and only when there is no other viable option so as not to compete with local domestic demand. - Water abstraction will be included in monitoring.

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

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component disposal sites. The management of debris has to comply with the requirements in Appendix 10: Debris and Spoil Disposal Management. - Mitigation measures for quarry sites are: - Aggregates will be sourced from licensed operational quarry sites that comply with environmental and other applicable regulations on labour, dust suppression and the use of environmentally friendly quarrying techniques; - regular monitoring of the quarries by concerned authorities to ensure compliance with environmental management and monitoring measures; - Mitigation measures for borrow areas are: - Demarcation of the actual extent of area to be excavated; - borrow pit plant and machinery will conform to CPCB/SPCB and IFC EHS noise emission regulations; - protective gear will be provided to the workforce exposed to noise levels beyond threshold limits and there should be proper rotation of such personnel; and - all operation areas will be water sprinkled to control dust levels to national ambient air quality standards. - borrow areas are provided with gentle side slope that are re-vegetated and connected to 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;

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - oil and fuel spills, and other runoff from contaminated areas will be controlled; and - equipment and fuel depots will be placed in safe zones away from drinking water sources and canal and lake; - the project will provide an opportunity to assist the contractors in improving fuel handling practices so as to minimize future fuel spillage.

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

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component bitumen shall be treated as hazardous waste and disposed of in pre-identified and approved disposal sites. • Any construction and demolition waste generated during the construction phase should be managed in accordance with the C&D Waste Management Rules, 2016. • As far as possible, demolition and construction waste should be segregated and recycled. • The unserviceable waste left after recycling should be dumped in pre- identified and approved pits as per Construction & Demolition Waste Management Rules. All required permissions shall be obtained from the concerned authorities before disposal of the debris. • cut slopes should be re-vegetated immediately after widening activities. • cut material should be disposed of in suitable depressions.

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

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Quarry, borrow, and spoils disposal sites must comply with the requirements in appendix 10- 12given in IEE report.

II. Biological environment 5. Trees and - Spread of • Avoid introduction of new invasive species to, EPC Contractor/ CSC/PIU vegetation invasive species and spread of existing invasive species within, - Clearing of by construction the project area, captured in an Invasive vegetation for vehicles and Species Management Plan, which, at the road machinery and minimum, shall include: improvement transport of earth - washing of vehicles, equipment and supplies works; and construction before entry to the Project area - Removal of material/debris - monitoring for invasive species; and 1022 trees - Loss of 1022 - control/eradication of invasive species where trees found - Loss of habitat - Cut only trees which are necessary. Ensure for bird fauna. that the vegetation is cleared as per terms and - Fragmentation of conditions of tree cutting permit habitat due to - Compliance with guidelines issued by the loss of vegetation Indian Road Congress cover - Immediately plant native grass and tree - Degradation of species on cut slopes to reduce erosion vegetation due to - Prohibit collection, sale or purchase of timber/firewood timber/firewood by staff and contractors, with collection heavy penalties applied - all wood building material for workers’ housing should be brought from outside the project 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 10220 trees (@1:10) resulting in the improvement of tree cover in the area.

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - 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 - Avoid borrow pits in areas of Natural Habitat - Road construction from and within 200 m of waterways widening sedimentation, - Only undertake earthworks during the dry activities dust, sewage, or season within the other - Train staff and contractors in good ROW construction environmental practice, and prohibited - Use of waste along the activities construction river - Ensure contractors supply all necessary food, equipment; - degradation of cooking fuel and appropriate housing - Presence of habitat from - If any wild animal (except birds) comes within labour camps hydrological 100m from the construction site, construction - road changes works must immediately stop and resume only construction - increase in after the wild animal has moved away. activities; animal and - The contractor will clearly brief the construction - the cutting for human conflicts workers on strict forestry rules on illegal earthworks; in area due to harvesting of forest products, poaching of - quarrying, road wildlife and illegal fishing; preparation improvement - Train staff and contractors in good and transfer - Displacement of environmental practice, and prohibited of stone species due to activities chips. noise, presence - Employment agreements should specify heavy of machinery and penalties for illegal hunting, trapping and equipment and wildlife trading (per Wildlife Act 1972) – all presence of other ancillary works should also agree not to construction participate in such activities; workers. - Contractor will ensure supply of all necessary - Injury and food items, cooking fuel and proper housing to mortality of fishes prevent illegal hunting and tree felling; due to - Strict anti-poaching surveillance measures underwater need to be implemented, especially during construction project construction phase. noise

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component III. Social environment 7. Private land - Traffic may have - Financial compensation for loss of crops or EPC Contractor/ LARR PIU/LARR and to be diverted replacement of damaged structures. Implementation Monitoring buildings across private - After completion of the construction works the Consultancy Consultancy - Temporary land adjacent to used land will be reinstated to the state it had CSC road the road. before commencement of the works. diversions - Access to adjacent properties and agricultural land will be maintained, as necessary. - Any damage to areas and infrastructure outside the agreed work sites (Corridor of Impact assessed in project RP) will be restored to pre-construction conditions and will be subject to compensation at contractor cost and through written agreement with the land owner, as applicable. - 8. Public - Hinder and - Proper signs indicating the nature of the EPC Contractor CSC/PIU property/ nuisance for road hazard/activity envisaged; infrastructur users. - Contractor will ensure that information on the e/ utility timing of works and notifications of road structures closure (if any) is provided via the local media - Traffic (radio, TV, newspaper etc.) or through the local diversions community heads. and temporary road closures 9. Noise and - extremely high - Installation of noise barriers; EPC Contractor CSC/PIU disturbance sound levels - Provision of proper PPEs for on-site workers; - Operation of present real risk - In construction sites within 500 metres of a construction to the health of settlement, noisy operations should cease equipment workers on- site; between 22:00 and 06:00 hrs and - sensitive areas - To further minimize noise impacts near machinery, within 100 m the sensitive receptors (particularly schools), hauling of roadways will be operation of excavator and other heavy materials and affected machineries will be carried out mostly during

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component blasting works temporarily; off-hours (10:30 am to 3.30 pm) and on - construction holidays (Saturday and Sundays) in noise will affect consultation with the community and relevant the most local authorities. communities - Regular maintenance of construction vehicles living close to the and machinery; construction zone - Noise generating equipment and construction machinery will be equipped with acoustic enclosures and/or mufflers; - Timely scheduling of construction activities and communication to affected receptors; - Use of noise barriers where necessary - Baseline noise will be established for all sensitive areas prior to construction - Follow up noise monitoring will be carried out during the construction.

10. Vibration - Model study - Use of wave barriers where structures are EPC Contractor CSC/PIU - Operation of shows within 4.5m from the edge of the road; mainly vibration buildings/structur overhead water storage tanks along the road rollers during es within 4.5m alignment ground from edge of the - Vibration monitoring for sensitive/weak preparation road will have structures following DIN 4150-3 threshold major impact of - Inform occupants of dwellings near the edge vibrations; of the road in a timely manner of the nature, - Model study duration and potential vibration effects of the shows sensitive works 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

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

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

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component the project. C. OPERATION STAGE I. Physical environment 1. Air quality - Increased levels Proper and regular maintenance of roads to EPC Contractor PIU and GHGs of emission of minimize air pollution due to reanimation of dust - Increase in typical transport from the road traffic volume related pollutants - Atmospheric (PM 2.5, PM10, dispersion CO, SO2 and modelling NOx) shows that the project is likely to cause air pollution concentration s slightly exceeding the National Ambient Air Quality Standards of CPCB as well as IFC EHS standards in the next 15 years due to higher background concentration s in the project area. In fact, the project has been shown to decrease

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component GHG compared to BAU levels with increased road width and better road conditions. 2. Surface - Unexpected - Periodic surveillance to check on siltation of EPC Contractor PIU water quality erosion and major water bodies due to the completed road and quantity siltation in major works - Functionality water bodies of implemented mitigation measures

II. Biological environment 1. Trees and - low survival rate - Monitor the tree plantation of 10220 trees. EPC contractor PIU terrestrial of trees planted Take remedial measures to ensure minimum vegetation - Poor 70% survivability rate after three years - Status of performance of - Check the effectiveness of additional habitat vegetation habitat improvement activities and make adjustments improved improvement and revisions to improve effectiveness. under the activities project to achieve net gain of terrestrial vegetation 2. Terrestrial - Displacement of - Periodic surveillance and maintenance works EPC contractor PIU fauna species due to to ensure that the green belt along the road - Effectiveness noise from and measures for soil erosion are effective to of normal traffic or control water pollution along river banks and implemented maintenance canals

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component 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 Contractor/ PIU PIU - Road use by experienced by the discontinuities heavy trucks occupants of dwellings near the edge of the road CSC: Construction Supervision Consultant, EA: Executing Agency, CPCB: Central Pollution Control Board, EMP: Environment management Plan, EMOP: Environment Monitoring Plan, IRC: Indian Road Congress, CKIC: Chennai-Kanyakumari Industrial Corridor, MORTH: Ministry of Road Transport and Highways

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

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

Water Quality Construction pH, Temperature, DO, Oil & At identified locations Once in a - Check and Contractor CSC, PIU Stage Grease, Conductivity, TSS, quarter modify petrol Through TDS, Alkalinity, Total 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) and for Drinking Water (IS: 10500 – 2012)) Operation pH, Temperature, DO, Oil & At identified locations Once in a - Check and Contractor CSC, PIU Stage Grease, Conductivity, TSS, along the project road quarter modify petrol Through TDS, Alkalinity, Total excluding interceptors, approved Hardness, Calcium, monsoon for 2 Silt fencing monitoring Magnesium Chloride, years devices. agency Phosphate, Sulphate, Nitrate, COD, BOD, Iron, Total

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

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Action Plan Responsible party Environmental in case Features / Parameters and Standards Location Frequency Duration criteria Stage exceeds the Implementation Supervision standards areas Operation No. of accidents or near miss All along the road Once in 3 - Corrective EPC Contractor PIU involving workers. months measures excluding for 2 years Tree Plantation Operation Survival rate of plants All along the project 1 samples Once Corrective EPC contractor CSC/PIU, corridor (quadrants) for every year measures each km after monsoon for 3 years Wildlife Pre- Identification of road section All along the project Once prior to - Corrective Authority CSC construction for installation of measures on corridor construction measures Engineer road crossing Cases of poaching Construction No. of animal’s accidents All along the project Once every - Corrective Contractor CSC Cases of poaching corridor quarter measures Dead animal on or next to road Operation No. of Animal accidents All along the project One every six - Corrective Contractor /PIU PIU corridor month for first measures 2 years Note: PIU – Project Implementation Unit (of CKICP), CSC- Construction Supervision Consultant

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E. Institutional Requirements

411. 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.

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

413. 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;

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

414. 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.

415. 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.

416. An external monitoring agency will be engaged to conduct third party monitoring on implementation of environment safeguards related activities.

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

418. 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.

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

• The PIU will ensure timely recruitment and mobilization of the environmental specialist as well as health and safety officer under the CSC and the external monitor.

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

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

420. 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.

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

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

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

• Review the IEE, EMP to understand the background environmental and biodiversity issues of the project.

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• Conduct third party monitoring of the implementation of the EMP, EMOP activities by the contractor and supervisory activities of the CSC through quarterly site visits and review of environment safeguard 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 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.

423. ADB: ADB is responsible for the following:

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

424. 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.

425. 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;

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

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

F. Environmental Reporting System

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

428. The PIU will review and endorse the monthly and semi-annual environmental monitoring reports submitted by the PMS and CSC. The PIU through TNHW will forward the consolidated semi-annual environmental monitoring reports to ADB for disclosure on the ADB website during the project construction period. The PIU will compile and submit consolidated annual environmental monitoring reports to ADB during the project operation stage until the Project Completion Report (PCR) is finalized.

429. 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.

430. A summary of the key environment safeguards activities and reporting system to be followed under the project is provided in the Table 60 below.

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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 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 submitted to PIU for within 3 months 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

431. An environmental management budget of INR 2,70,78,000 (US$ 0.362 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.

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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 10220 trees

A.1.1 Compensatory Afforestation/Plantation Covered under regulatory clearance, Engineering cost PIU through EPC contractor

10220 Nos. 2400 24528000 B. Environmental Monitoring

Ambient air quality monitoring during pre- B.1 120 No. 8,000 960000 construction, construction and operations phases Ambient noise level monitoring during pre- B.2 215 No. 2,000 430000 construction, construction and operations phases PIU through Water quality monitoring of surface water during Approved Monitoring B.3 60 No. 6,000 360000 construction and operations phases Agency Water quality monitoring of drinking water during B.4 30 No. 5,000 150,000 construction and operations phases Soil quality monitoring during construction and B.5 35 No. 6,000 210,000 operations phases B.6 Monitoring survival rate of plantation 0 No. 20,000 0 Sub-Total(B) 2110000 Enhancement of environmental improvement in the project alignment as directed by project authority Contractor through C. including the following items BOQ C.1 Oil interceptor and silt fencing 16 No. 15000 240000

C.2 Recharge pits for road side drains in habitation area 0 No.. 50,000 0 Contractor through C.3 Cost of PPEs and COVID-19 related measures 1 LS - - BOQ

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RATE SL. No. ITEM DESCRIPTION QUANTITY UNIT AMOUNT (Rs.) RESPONSIBILITY (Rs.) Sub-Total(C) 240000 D. Environmental Training

D.1 Training at site as mentioned in IEE report. 2 Lumpsum 100,000 200000 PIU through CSC

Grand Total (A+B+C+D) 27078000 * Cost estimate is preliminary based on the current unit rates. Therefore, this estimate is tentative only.

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X. CONCLUSIONS AND RECOMMENDATIONS

432. 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.

433. 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.

434. The road section does not passes through any protected area, wildlife sanctuary, national park. There are no ecologically sensitive areas along the project road neither there are any archaeological/protected monument located in the vicinity of project corridor. The 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.

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

• Impacts on surrounding area due to tree cutting (1022) for the proposed widening; • Impacts due to conversion of about 72.2387 hectare of land for road widening purpose • Temporary impact on land and air environment due to locating construction camp; • Temporary impact on land, air and water environment due to establishing and operating construction plants (Hot Mix Plant and Diesel Generator [DG] sets); • Impacts on trees due to removal on section of road with realignment and proposed bypass; • Impact on air quality, water quality, drainage, road users due to construction activities of project road; • Impact on land and water environment due to improper disposal waste water and improper disposal of solid waste generated from camps and construction activities; • Impact on occupational health and safety due to all on-site and off-site construction works; and • Induced cumulative impact on noise levels due to increase in traffic.

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

437. 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

183 contracts, identification of sensitive receptors and consultation of affected persons prior to finalization of road design to incorporate noise abatement measures, limits on location and access of workers and other provisions regarding construction to assure minimum impact, and other basic provisions on air pollution control, noise control, waste management as found in the EMP. All the above observations and mitigation measures will be included in the tender documents for contract works and the final contract agreement.

438. 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.

439. 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.

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

441. Environmental benefits of the proposed road improvement and long-term project objectives far outweigh the manageable and temporary negative impacts that will arise during project construction and any residual or induced impacts during project operation phase. Provided the EMP is properly implemented there will be no significant negative impacts arising from the project.

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APPENDICES

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

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Appendix 1: ADB’s Rapid Environmental Assessment (REA) Checklist INDIA: TAMIL NADU INDUSTRIAL CONNECTIVITY PROJECT (TNICP) Upgrading Kanchipuram - Thiruthani road (SH-58 Part 2) 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, borrow area and gravel quarry area are identified within the vicinity of project road. ▪ encroachment on precious ecology (e.g. X There is no protected area (National Park, Wildlife sensitive or protected areas)? Sanctuary, Reserved Forest, Biosphere Reserve, Wetland) within the RoW of project road. ▪ alteration of surface water hydrology of X Water Bodies such as village ponds and lake are present waterways crossed by roads, resulting in along the project road. None of them are impacted due increased sediment in streams affected by to the project road as every measure has been taken in increased soil erosion at construction site? design to avoid the impact on these water bodies.

▪ 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) from workers to local populations? Workers will be made aware about communicable diseases ▪ creation of temporary breeding habitats for X diseases such as those transmitted by mosquitoes and rodents?

▪ accident risks associated with increased X Adoption of suitable traffic signage system at sensitive vehicular traffic, leading to accidental spills places will reduce such possibility. of toxic materials?

▪ increased noise and air pollution resulting X Due to improvement in Riding Quality & Comfort in from traffic volume? driving due to unidirectional traffic such pollution will be reduced. Mitigation measures along with monitoring plan will be required ▪ increased risk of water pollution from oil, X Controlled construction activities and proper drainage grease and fuel spills, and other materials system will reduce this possibility. from vehicles using the road?

▪ social conflicts if workers from other X Not anticipated. Local labours would be hired to the regions or countries are hired? extent possible.

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Screening Questions Yes No Remarks ▪ large population influx during project X Possible. construction and operation that causes increased burden on social infrastructure and services (such as water supply and sanitation systems)?

▪ risks to community health and safety due to X Possible. EMP shall be followed to minimize this risk. the transport, storage, and use and/or disposal of materials such as explosives, fuel and other chemicals during construction and operation?

▪ community safety risks due to both X Impact is anticipated, and measures will be considered accidental and natural causes, especially in preparation of detailed Traffic Control Plans prepared where the structural elements or prior to commencement of works on any section of road. components of the project are accessible to members of the affected community or The Contractor will provide safe and convenient where their failure could result in injury to passage for vehicles, pedestrians and livestock to and the community throughout project from side roads and property accesses connecting the construction, operation and project road. decommissioning.

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A Checklist for Preliminary Climate Risk Screening Country/Project Title: INDIA: TAMIL NADU INDUSTRIAL CONNECTIVITY PROJECT (Kanchipuram to Thiruthani road (SH-58 Part 2)) 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 influenced area (PIA) has semiarid Maintenance future climate conditions (e.g. and sub-humid climate April-June is the hottest prevailing humidity level, temperature summer period with the temperature rising up to contrast between hot summer days the 40°C mark whereas November-February is and cold winter days, exposure to the coolest winter period with temperature wind and humidity hydro- ranging between 10°C - 20°C. meteorological parameters likely The project districts received maximum rainfall affect the selection of project inputs during months of August - December. over the life of project outputs (e.g. The annual average rainfall in Kanchipuram, construction material)? Vellore and Thiruvarur districts for 2014-2018 is 1237.5mm, 873.9mm and 1141.6mm respectively. Humidity is high during the monsoon season and rest of the year; air is generally dry. Would weather, current and likely 0 The warmest average monthly temperature of future climate conditions, and related about 40°C may increase the frequency of road extreme events likely affect the repair due to rutting. However, this is minimal maintenance (scheduling and cost) of as this temperature is only breached during the project output(s) ? 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 Not Likely 0 Likely 1 Very Likely 2

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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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: Comparison of World Bank and 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

208

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.

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

1. TREE ENUMERATION OF SH-58 PART II INCLUDING BYPASS (WITHIN PROW)

Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 1 B394 63548.4 2.974 Other 2.7 12.5 1 B399 67060.8861 7.458 Other 2.5 8.6 2 B395 63563.19 6.4 Other 2.4 12.4 2 B400 67127.3789 6.343 Other 1.3 10.2 3 B397 63603.39 6.054 Tamarind 6.2 13.6 3 B401 67267.7523 0.930 Tamarind 3.3 10.6 4 B402 67270.65 0.584 Palm 0.9 10.9 4 B403 67276.8906 0.225 Tamarind 2.4 10 5 B411 67406.48 8.483 Neem 1.3 8.8 5 B404 67290.4024 0.198 Tamarind 2.45 10 6 B412 67412.83 8.934 Palm 1.05 11 6 B405 67317.0316 1.659 Tamarind 2.7 8.8 7 B413 67414.99 8.216 Palm 1 12.8 7 B406 67338.6707 1.278 Tamarind 2.9 11.7 8 B414 67428.93 8.062 Other 1.6 8.9 8 B407 67367.4944 3.306 Other 1.6 8 9 B415 67459.01 8 Other 1.7 8.6 9 B408 67375.2432 4.425 Other 1.5 8.1 10 B416 67480.93 8.508 Neem 1.1 7.2 10 B409 67379.8333 4.203 Other 1.1 10 11 B417 67494.06 8.445 Other 2.1 5.2 11 B410 67386.7168 4.505 Other 2.3 6 12 B418 67511.04 8.388 Other 1.9 8 12 B420 67514.3908 4.721 Tamarind 2.3 7.3 13 B419 67509.29 6.378 Palm 1.1 12.8 13 B421 67544.7345 5.652 Tamarind 2.5 9.2 14 B422 67550.42 7.919 Coconut 1.2 13.7 14 B423 67670.1197 4.740 Tamarind 2.3 11 15 B424 67712.79 7.674 Tamarind 2.8 14 15 B425 67730.5780 3.353 Tamarind 2.6 11.9 16 B426 67744.27 7.629 Tamarind 2.3 11.9 16 B427 67751.5123 3.641 Tamarind 2.6 14 17 B428 67795.36 4.642 Tamarind 3.2 17.4 17 B429 67804.0081 5.500 Tamarind 2.65 10.6 18 B432 67825.06 4.166 Tamarind 2.2 10.6 18 B430 67816.0081 6.400 Tamarind 2 10.8 19 B435 67845.25 3.37 Tamarind 1.6 9.9 19 B431 67825.9711 6.701 Tamarind 2.5 11 20 B436 67855.25 2.916 Tamarind 2.5 10 20 B433 67836.0569 6.573 Tamarind 2.7 11 21 B439 67866.23 2.914 Tamarind 2.3 10.5 21 B434 67845.6563 6.378 Tamarind 2.3 10.8

210

Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 22 B440 67876.91 2.746 Tamarind 2.5 11.2 22 B437 67855.8029 7.065 Tamarind 2.2 10.7 23 B443 67897.41 2.51 Tamarind 2.5 11 23 B438 67865.0729 6.772 Tamarind 2.35 11.3 24 B446 67947.13 3.58 Tamarind 3.8 14 24 B441 67875.7632 7.177 Tamarind 2.9 11.5 25 B447 67986.89 3.684 Tamarind 2.7 14.3 25 B442 67885.1341 7.652 Tamarind 2.6 11.3 26 B450 68027.78 4.945 Tamarind 2.9 13.4 26 B444 67916.3870 7.665 Tamarind 1.5 9.7 27 B451 68037.34 4.189 Tamarind 3.1 13.5 27 B445 67940.2020 8.032 Tamarind 2.8 14.9 28 B452 68047.61 4.97 Tamarind 2.5 12.4 28 B448 68012.8402 6.915 Tamarind 2.5 14.2 29 B456 68149.38 5.13 Tamarind 2.5 9.6 29 B449 68032.9805 6.072 Tamarind 3 12.8 30 B457 68160.22 4.508 Tamarind 3.1 8.8 30 B453 68063.8307 5.380 Tamarind 2.5 14.7 31 B462 68284.64 3.95 Tamarind 3.4 24.8 31 B454 68084.8218 5.299 Tamarind 3.6 14.2 32 B463 68294.24 4.343 Tamarind 2.6 13.1 32 B455 68096.0511 4.713 Tamarind 2.85 14 33 B464 68306.53 4.352 Tamarind 3.9 147.5 33 B458 68169.3643 5.288 Tamarind 3.15 14.3 34 B465 68316.06 4.283 Tamarind 2.6 12.1 34 B459 68179.8405 5.766 Tamarind 2.1 13.2 35 B469 68593 7.6 Neem 0.9 8 35 B460 68189.5382 6.090 Tamarind 3 13.6 36 B472 68666.69 6.596 Tamarind 3.15 12.4 36 B461 68275.8154 5.755 Tamarind 3.1 10.4 37 B473 68677.86 5.927 Tamarind 2.6 12.6 37 B466 68335.1389 5.434 Tamarind 2.9 11.6 38 B474 68687.83 4.622 Tamarind 3 12.1 38 B467 68364.0073 6.300 Tamarind 3.2 10.8 39 B478 68706.12 5.006 Tamarind 2.6 14.3 39 B468 68463.0073 7.300 Other 0.9 7.1 40 B479 68716.96 6.589 Tamarind 2.8 14 40 B470 68641.5979 4.531 Tamarind 3.2 10.8 41 B481 68726.84 7.896 Tamarind 2.4 12.5 41 B471 68649.8517 4.626 Tamarind 2.6 10.9 42 B482 68737 8 Tamarind 2.75 11.3 42 B475 68670.7344 4.986 Tamarind 2.7 12.8 43 B485 68948.96 2.9 Tamarind 0.9 6.9 43 B476 68681.7034 4.805 Tamarind 2.3 13

211

Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 44 B486 68969.02 6.7 Coconut 0.9 7.1 44 B477 68691.8901 4.409 Tamarind 3.1 12.8 45 B487 68969.96 3.3 Other 1.2 6.8 45 B480 68722.0048 4.800 Tamarind 1.9 10.36 46 B488 68983.96 6.1 Coconut 1 10.2 46 B483 68747.4765 3.330 Tamarind 2.36 11.5 47 B489 68995.27 1.608 Tamarind 2.8 11.3 47 B484 68766.2341 2.274 Tamarind 2.8 10.8 48 B490 69052.65 6.062 Tamarind 3.6 12 48 B491 69084.9651 4.600 Tamarind 1 8.5 49 B493 69120.74 8.131 Tamarind 3.6 11.3 49 B492 69119.9651 4.600 Tamarind 1.1 7.6 50 B494 69140.75 7.354 Tamarind 3 11.6 50 B496 69143.9651 36.800 Tamarind 0.7 8.3 51 B495 69151.15 7.448 Tamarind 3.4 10.9 51 B498 69237.9651 3.800 Tamarind 2.3 10.9 52 B497 69161.82 8.779 Tamarind 3.5 11.5 52 B554 70664.7272 0.608 Palm 1.1 6.4 53 B499 69293.66 6.914 Tamarind 3.3 10.2 53 B555 70666.1641 0.538 Palm 0.8 7.3 54 B500 69325.32 7.004 Tamarind 3.6 10.5 54 B556 70676.7804 0.635 Palm 1.5 7.1 55 B501 69368.37 6.398 Tamarind 3.2 10.8 55 B557 70682.9476 1.098 Palm 1.2 7.5 56 B502 69379.16 5.55 Tamarind 1.6 10.2 56 B558 70696.9647 0.400 Palm 0.9 6.4 57 B503 69389.43 6.652 Tamarind 2.9 10.4 57 B559 70698.9647 0.300 Palm 1.4 5.3 58 B504 69399.55 6.387 Tamarind 2 11 58 B560 70700.9647 0.200 Palm 1.3 6.2 59 B505 69419.72 6.487 Tamarind 2.7 10.8 59 B561 70737.7180 1.896 Palm 1 7.5 60 B506 69430.44 7.162 Tamarind 2.9 10.3 60 B562 70741.7239 1.612 Palm 1.4 6.7 61 B507 69442.96 6.8 Tamarind 2.1 10.5 61 B563 70786.9655 1.622 Palm 1.3 10.6 62 B508 69451.12 6.477 Tamarind 2.5 10.4 62 B564 70871.8780 3.151 Palm 1.2 11.1 63 B509 69461.55 6.241 Tamarind 2.2 11 63 B565 70901.2521 3.765 Palm 1.25 10.8 64 B510 69471.75 6.085 Tamarind 2.5 10 64 B569 71363.9647 1.400 Other 0.6 5.6 65 B511 69481.96 6.4 Tamarind 2.8 10.1 65 B570 71376.9647 1.000 Other 0.7 6

212

2. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 66 B512 69502.23 6.685 Tamarind 2.6 10.2 66 B571 71399.9635 1.900 Other 0.7 6.5 67 B513 69512.6 6.494 Tamarind 3 11 67 B572 71417.9647 2.900 Other 0.9 7.1 68 B514 69523.13 6.14 Tamarind 3.3 10.8 68 B573 71480.9636 2.700 Other 1 6.9 69 B515 69533.55 6.06 Tamarind 2.8 10.2 69 B574 71502.9647 2.400 Other 0.8 6.8 70 B516 69543.65 6.302 Tamarind 1.8 10.3 70 B575 71509.9632 3.700 Other 0.5 7.1 71 B517 69553.98 6.128 Tamarind 3.6 10.4 71 B576 71515.9647 3.100 Other 0.6 6 72 B518 69574.85 5.569 Tamarind 2.8 10.9 72 B577 71522.9627 3.202 Other 0.9 7.5 73 B519 69585.23 5.894 Tamarind 3.4 11 73 B619 73161.9646 0.500 Other 1.6 11.5 74 B520 69605.99 6.279 Tamarind 2.9 12.3 74 B713 77307.9646 6.500 Other 1.1 6.5 75 B521 69616.96 6.8 Tamarind 3.3 14 75 B726 78765.4357 0.512 Other 3.4 20.1 76 B522 69638.16 6.564 Tamarind 2.5 11.4 76 B732 79492.5566 6.100 Other 1 9.2 77 B523 69648.77 6.41 Tamarind 3.7 12.3 77 B733 79495.5566 6.300 Neem 1.1 7.8 78 B524 69669.39 6.596 Tamarind 2.3 12 78 B734 79538.3502 7.947 Aarasamaram 4 13.7 79 B525 69679.95 6.934 Tamarind 3.3 11.7 79 C14 80733.5225 1.000 Pungai 0.7 5.7 80 B526 69690.39 6.556 Tamarind 3.2 13.1 80 C15 80756.5225 2.200 Other 1.7 8.5 81 B527 69700.44 5.91 Tamarind 3.4 12.4 81 C46 82054.5222 2.000 Other 1.2 8.4 82 B528 69711.96 6.7 Tamarind 2.5 11.9 82 C70 82586.1366 1.187 Tamarind 2.5 13.3 Aarasamara 83 B529 69958 0.971 m 6 11.3 83 C71 82603.3739 1.330 Tamarind 2.2 13.3 84 B530 70115.75 2.62 Other 4.6 10.6 84 C72 82612.0195 0.000 Other 3.3 12.3 85 B531 70154.62 1.234 Other 3.3 10.8 85 C83 83353.4378 0.584 Other 1.1 8.2 86 B532 70183.4 1.052 Other 2.5 9.7 86 C84 83384.5210 1.000 Other 1 7.9 87 B533 70250.43 2.089 Other 1.2 6.4 87 C85 83417.0934 1.802 Other 1.1 9.9

213

3. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 88 B534 70276.96 5.2 Other 0.9 7.2 88 C87 83453.4701 0.098 Other 1.2 10.2 89 B535 70356.22 3.2 Other 1.35 9.8 89 C88 83466.0195 0.000 Other 0.9 6.6 90 B536 70365.94 3.057 Other 1 9.6 90 C93 83662.2540 1.897 Neem 1.3 10.8 91 B537 70386.69 3.066 Other 1.9 10.3 91 C101 83729.7180 1.195 Neem 1 8.2 92 B538 70396.09 3.048 Other 2 10.8 92 C103 83747.8086 0.915 Neem 2 12.8 93 B539 70446.49 2.042 Other 1.35 9.3 93 C121 84099.0195 0.000 Pungai 0.8 6.7 94 B540 70456.14 1.864 Other 1.6 10.2 94 C122 84139.4508 2.980 Neem 2.4 13.6 95 B541 70489.39 0.628 Palm 1.5 8.5 95 C123 84145.5202 2.000 Pungai 1.3 8.7 96 B542 70494.49 1.129 Palm 1.2 7.3 96 C124 84154.5202 3.000 Neem 0.7 8.2 97 B543 70496.02 1.318 Palm 0.7 6.9 97 C125 84167.5680 1.489 Pungai 1.3 7.6 98 B544 70507.91 0.985 Palm 1.5 7.5 98 C126 84170.2002 1.317 Pungai 1.4 7.7 99 B545 70509.52 1.114 Palm 0.7 6.9 99 C127 84171.5202 2.500 Pungai 0.9 7.7 100 B546 70526.02 1.496 Palm 0.7 6.8 100 C128 84182.5977 2.818 Tamarind 1.6 7.5 101 B547 70555.96 21.8 Palm 0.8 7.6 101 C129 84199.5201 3.000 Other 1 7.6 102 B548 70555.52 1.181 Palm 1.2 7.1 102 C130 84199.5343 1.999 Other 1.3 8.4 103 B549 70576.33 0.833 Other 1.8 9.2 103 C131 84201.5201 3.000 Other 1.2 8.6 104 B550 70581.96 5.301 Coconut 0.9 10.9 104 C132 84217.5201 4.000 Neem 2.2 10.8 105 B551 70620.68 0.865 Other 1.6 9.2 105 C133 84220.5201 4.000 Neem 1.9 9.2 106 B552 70639.96 0.2 Palm 1 8.7 106 C134 84260.6775 3.077 Neem 2.2 11.5 107 B553 70644.13 0.217 Palm 1.1 9 107 C135 84278.5200 1.000 Palm 1.2 8.5 108 B566 70991.96 1.3 Palm 1.3 6.4 108 C136 84337.0195 0.000 Pungai 2 6.6 109 B567 70992.96 1.3 Palm 1.5 6.5 109 C137 84347.0195 0.000 Pungai 2.2 8.4

214

4. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 110 B568 70997.96 2 Palm 1.7 5.5 110 C138 84356.0195 0.000 Pungai 1.3 5.2 111 B578 71680.96 1.8 Other 1.2 7.9 111 C140 84387.5862 1.040 Other 1.9 7.8 112 B579 71682.96 0.8 Other 0.7 8.3 112 C141 84401.0195 0.000 Other 1.4 7.2 113 B580 71876.49 2.161 Palm 0.8 12.3 113 C142 84420.9705 0.004 Pungai 1.9 6.8 114 B581 71906.64 2.123 Palm 0.8 12 114 C147 84485.0189 0.367 Pungai 1.3 6.7 115 B582 71926.13 2.45 Palm 0.8 12.6 115 C149 84519.0195 0.000 Pungai 0.8 4.7 116 B583 71930.64 2.899 Palm 0.9 11.5 116 C173 84.992 0.277 Neem 1.3 9 117 B584 71979.48 2.513 Palm 0.9 14 117 C177 85054.1636 0.076 Palm 1 9.2 118 B585 72019.45 2.806 Palm 1.2 10.1 118 C178 85055.9172 0.228 Palm 1 9.2 119 B586 72026.96 4.8 Other 0.9 6.9 119 C181 85126.7977 0.346 Other 1.4 10.4 120 B587 72032.96 4.6 Other 0.6 6.5 120 C182 85146.1043 4.529 Other 1.8 14.4 121 B588 72045.75 3.154 Palm 0.9 11.3 121 C183 85160.6036 3.102 Other 1.6 12.8 122 B589 72054.96 3.5 Other 1 6.8 122 C184 85182.2694 3.400 Pungai 1.6 8.4 123 B590 72062.69 3.305 Palm 1 15.3 123 C185 85191.8171 1.000 Pungai 1 6.4 124 B591 72082.96 2.9 Other 0.6 6.2 124 C186 85211.4146 1.403 Palm 1.3 7.4 125 B592 72104.96 3.5 Other 0.9 8.5 125 C251 87154.5640 0.500 Other 0.8 9.8 126 B593 72130.08 2.821 Palm 0.9 11.6 126 C252 87543.020 3.000 Coconut 1 9.6 127 B594 72154.89 5.856 Palm 0.8 12.69 127 C253 87542.020 10.000 Coconut 0.9 9.6 128 B595 72153.96 8 Neem 1.1 9.9 128 C254 87549.020 1.600 Other 0.5 12.1 129 B596 72173.5 3.528 Other 0.6 9.3 129 C255 87552.020 5.900 Coconut 1.1 9.6 130 B597 72145.96 7.3 Palm 0.9 11.9 130 C256 87550.020 13.900 Coconut 0.8 10.8 131 B598 72749.96 3.9 Other 1.5 9.7 131 C257 87567.020 6.500 Coconut 0.8 11

215

5. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

132 B599 72179.43 4.407 Palm 0.8 12.9 132 C258 87582.020 6.500 Coconut 0.7 11 133 B600 72320.28 3.81 Neem 2.6 11.3 133 C259 87577.020 4.200 Neem 0.6 7.6 134 B601 72345.96 3.5 Other 0.8 8.9 134 C278 88092.980 0.000 Mango 2.7 11.2 135 B602 72351.96 3.9 Other 0.6 8.7 135 C280 88222.046 4.988 Palm 1 7.7 136 B603 72353.96 4.2 Other 0.9 9 136 C281 88292.118 4.956 Neem 0.5 4.8 137 B604 72355.96 4.7 Neem 1.1 10.3 137 C282 88550.018 12.000 Other 0.5 5.7 138 B605 72371.66 3.368 Neem 2.2 10.5 138 C283 88556.018 1.000 Neem 0.9 5.8 139 B606 72390.67 2.658 Neem 1.1 10.2 139 C284 88612.018 5.000 Neem 0.7 5.9 140 B607 72392.03 3.06 Other 2.8 11.3 140 C285 88614.018 6.000 Neem 0.4 5.8 141 B608 72404.86 1.708 Other 1.45 10.9 141 C299 89433.043 0.920 Coconut 1.2 6 142 B609 72424.96 5.6 Other 1.8 7.3 142 C300 89469.019 5.000 Other 0.9 1.3 143 B610 72431.96 3.9 Other 0.8 8.9 143 C301 89470.569 10.978 Coconut 0.8 10.8 144 B611 72431.96 4.9 Other 0.9 8.8 144 C302 89480.470 8.980 Coconut 0.8 7.7 145 B612 72431.96 4.6 Other 0.8 8.5 145 C304 90099.770 7.003 neem 0.8 6.4 146 B613 72656.96 8.1 Neem 2.3 8.3 146 C305 90229.0086 2.000 Eachamaram 1 9.6 147 B614 72673.42 5.989 Neem 1.6 11.3 147 C306 90230.0086 1.000 Eachamaram 1 10 148 B615 72681.56 5.719 Other 0.9 7.8 148 C308 90244.0085 7.000 Others 0.6 5.7 149 B616 72905.96 6 Palm 1.1 7.2 149 C309 90261.0086 11.000 neem 0.6 6.2 150 B617 73089.96 1.7 Palm 1.2 6 150 C310 90263.008 12.000 neem 0.5 6.2 151 B618 73120.96 2.203 Palm 0.9 7.3 151 C316 90613.0043 14.5 Others 2.1 13.7 152 B620 73232.96 1.2 Other 1.3 11.3 152 C318 90869.0072 13.000 Palm 1.4 6.2 153 B621 73741.96 7 Palm 1 9.3 153 C319 90869.0072 10.000 Palm 1.3 7.6

216

6. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

154 B622 73741.39 7.165 Other 0.7 9.1 154 C320 90869.0072 8.700 Palm 1.2 5.8 155 B623 73746.96 8.2 Neem 0.5 8.3 155 C321 90869.0072 7.500 Palm 1.3 7.6 156 B624 74135.21 2.713 Neem 1 9.2 156 C322 90869.0072 6.000 Palm 1.3 4.5 157 B625 74446.73 4.191 Other 1 8.9 157 C323 90869.0072 6.000 Palm 1.4 8.1 158 B626 74487.22 1.381 Neem 0.9 7.3 158 C324 90869.0072 4.500 Palm 1.45 8.1 159 B627 74495.34 4.071 Other 0.6 10.7 159 C325 90869.0072 2.500 Palm 1 7.2 160 B628 74526.54 3.524 Other 0.8 8.9 160 C326 90869.0072 1.000 Palm 1.2 8.6 161 B629 74557.48 3.686 Other 1 9.2 161 C333 90940.0072 4.000 Palm 1.3 6.8 162 B630 74575.31 3.742 Other 0.8 8.8 162 C334 90940.0072 2.000 Palm 1.3 6.8 163 B631 74692.76 3.439 Other 0.7 7 .4 163 C335 90940.0072 0.600 Palm 1.2 6.8 164 B632 74698.88 3.802 Other 0.6 7.2 164 C343 91001.0072 11.000 Palm 1.3 6 165 B633 74710.84 4.868 Other 0.55 6.8 165 C344 91001.0072 9.000 Palm 1.4 7.8 166 B634 74750.96 4.2 Neem 0.8 8 166 C345 91001.0072 8.000 Palm 1.4 7.8 167 B635 74958.39 0.38 Tamarind 1.6 10.3 167 C346 91001.0072 5.000 Palm 1.4 7.8 168 B636 74968.34 0.466 Tamarind 1.8 10.4 168 C355 91037.007 0.700 Other 1.3 15.9 Aarasamara 169 B637 74973.41 0.886 m 1.6 11.3 169 C356 91050.0072 9.000 Pungai 1.2 9.3 170 B638 74978.36 0.687 Tamarind 1.65 9.9 170 C357 91053.0072 9.000 Pungai 1.2 7.2 171 B639 74989.09 0.83 Tamarind 1.7 10.1 171 C358 91055.0072 10.000 Pungai 0.7 7.2 172 B640 74999.75 0.903 Tamarind 2 11.6 172 C359 91131.0072 10.000 neem 1 10.8 173 B641 75019.93 1.195 Tamarind 2.2 11.3 173 C360 91177.0072 15.000 Palm 1.3 9.5 174 B642 75029.99 0.354 Tamarind 2.3 11.8 174 C361 91178.0072 14.000 Palm 1.2 9.2 175 B643 75060.34 0.021 Tamarind 1.6 8.9 175 C362 91182.0072 14.000 Palm 1 8.4

217

7. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

176 B644 75110.2 0.312 Tamarind 1.5 8.9 176 C363 91183.0072 14.000 Palm 0.9 8.6 177 B645 75131.65 0.413 Tamarind 1.7 9.8 177 C364 91185.007 14.500 Palm 0.9 8.4 178 B646 75141.8 0.084 Tamarind 2.3 9.5 178 C365 91192.0072 14.500 Palm 0.8 8.8 179 B647 75162.8 0.815 Tamarind 2.3 10.6 179 C366 91194.0072 14.000 Palm 1.2 9.5 180 B648 75173.96 2 Tamarind 1.4 9.8 180 C367 91195.0072 14.000 neem 0.8 12.6 181 B649 75203.86 0.785 Tamarind 2 11.4 181 C368 91200.0072 15.000 Palm 1.3 7.6 182 B650 75213.98 0.924 Tamarind 2.1 10.5 182 C369 91194.0072 6.000 Palm 1.2 8.6 183 B651 75224.23 0.854 Tamarind 1.3 10.1 183 C370 91194.0072 8.000 Palm 1.1 8.3 184 B652 75234.69 1.187 Tamarind 2.2 10.7 184 C372 91227.0072 14.000 Palm 1 9.2 185 B653 75254.96 2.2 Tamarind 1.3 11 185 C373 91226.0072 12.000 Palm 1 9.2 186 B654 75265.63 1.56 Tamarind 1.75 11.2 186 C374 91226.0072 9.000 Palm 1.2 8.8 187 B655 75300.85 1.205 Tamarind 2 10.9 187 C378 91241.0072 0.500 Palm 1.2 10.3 188 B656 75342.88 1.172 Tamarind 1.6 9.8 188 C379 91245.0072 1.000 Palm 1.25 6.3 189 B657 75352.96 2 Tamarind 2.1 9.5 189 C380 91247.0072 2.000 Palm 1.3 9.8 190 B658 75385.47 0 Neem 2.7 11.6 190 C381 92155.0195 0.000 Palm 1.2 7.7 191 B659 75437.02 0.442 Neem 1.6 10.2 191 C382 91261.0195 0.000 Palm 1 8.7 192 B660 75469.23 2.111 Neem 1.9 10.6 192 C383 91261.0195 0.000 Palm 1.3 9.6 193 B661 75562.28 1.315 Neem 2.6 11 193 C385 91280.0072 1.000 Palm 1.2 9.6 194 B662 75638.83 1.285 Tamarind 2.2 10.7 194 C386 91282.0072 2.000 Palm 1.2 9.6 195 B663 75678.18 2.725 Other 0.9 8.1 195 C396 91294.0072 2.000 Palm 1.2 9.5 196 B664 75691.46 1.538 Neem 2.3 11.3 196 C397 91296.0072 3.000 Palm 1.2 11.7 197 B665 75715.75 5.666 Tamarind 3 12.1 197 C398 91299.0072 4.000 Palm 0.9 9

218

8. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

198 B666 75726.96 4.6 Neem 0.45 7.1 198 C399 91300.0072 4.000 Palm 13 9.5 199 B667 75761.96 2.6 aalamaram 2.6 12.3 199 C400 91304.0072 3.500 Palm 0.8 10.3 200 B668 75771.02 1.431 Neem 0.6 6.8 200 C401 91313.0072 4.000 Palm 10 8.4 201 B669 75797.89 1.132 Tamarind 2.9 12 201 C402 91314.0072 4.000 Palm 1.3 7.2 202 B670 75824.4 2.928 Tamarind 2.6 14.1 202 C403 91315.0072 4.000 Eachamaram 1.1 6.8 203 B671 75841.96 4.5 Palm 0.9 10.2 203 C404 91316.0072 4.000 Palm 1.2 7.2 204 B672 75840.96 6 Tamarind 0.6 9.8 204 C405 91319.0072 4.000 Palm 1.3 10 205 B673 75853.96 3.3 Palm 0.9 9.9 205 C406 91322.0072 5.000 Palm 1.2 9.4 206 B674 75854.96 3.6 Other 1 10.6 206 C407 91325.0072 5.000 Palm 1 7.2 207 B675 75856.96 3.7 Other 0.7 8.7 207 C408 91327.0072 5.000 Palm 1.3 4.5 208 B676 75870.96 8 Palm 1.1 10.2 208 C409 91328.0072 5.000 Palm 1 5.9 209 B677 75978.96 5.3 Other 1 8.8 209 C410 91331.0072 5.000 Palm 1.3 4.9 210 B678 76021.96 4.8 Tamarind 0.9 8 210 C414 91331.0072 4.000 Palm 1.2 4.9 211 B679 76136.62 1.52 Tamarind 2.3 10.6 211 C415 91336.0072 11.000 Other 1 9.2 212 B680 76146.06 1.541 Tamarind 2.5 9.7 212 C416 91337.0072 11.000 Palm 0.8 6.8 213 B681 76174.21 1.765 Tamarind 1.6 9.5 213 C417 91337.0072 7.000 Palm 1 7.5 214 B682 76221.48 1.229 Tamarind 2.8 10.1 214 C418 91337.0072 4.000 Palm 0.8 5.5 215 B683 76247.59 1.151 Tamarind 1.7 10.5 215 C419 91337.0072 2.000 Palm 0.5 5.9 216 B684 76255.96 1.1 Tamarind 2.7 11 216 C454 91387.0195 1.000 Other 0.5 9.5 217 B685 76290.01 1.345 Tamarind 1.9 10.3 217 C481 91624.0072 1.000 Palm 1.2 7.5 218 B686 76373.5 0.864 Tamarind 2.5 11 218 C483 91624.0072 3.000 Palm 1.2 7.5 219 B687 76384.23 0.999 Tamarind 2.7 10.7 219 C484 91624.0072 4.000 Palm 1.2 7.5

219

9. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

220 B688 76393.92 0.734 Tamarind 1.6 10.1 220 C485 91624.0072 5.000 Palm 1.3 7.5 221 B689 76404.48 0.916 Tamarind 1.75 10.6 221 C486 91624.0072 10.000 Palm 1.2 8.4 222 B690 76413.96 1.5 Tamarind 1.5 11 222 C487 91627.0072 10.000 Palm 1.3 8 223 B691 76423.06 1.368 Tamarind 1.65 10.3 223 C488 91630.0072 10.000 Palm 1.2 9.8 224 B692 76450.02 2.09 Tamarind 3 11.1 224 C489 91632.0072 10.000 Palm 1.1 8.4 225 B693 76571.62 1.478 Tamarind 1.9 6.9 225 C490 91635.0072 10.000 Palm 1.2 8.6 226 B694 76580.71 1.814 Tamarind 2.3 6.5 226 C492 91660.0072 3.000 Palm 1.6 7.2 227 B695 76591.1 1.878 Tamarind 2.1 7 227 C496 92761.0044 4.000 neem 0.5 5.7 228 B696 76661.22 1.41 Tamarind 2.3 10.3 228 C498 92780.0044 9.000 neem 0.5 6.4 229 B697 76671.07 1.515 Tamarind 1.8 10.8 229 C510 92854.254 5.000 neem 0.6 7.5 230 B698 76693.91 1.38 Tamarind 2.1 11.9 230 C511 92859.012 3.000 neem 0.9 7.5 231 B699 76714.87 1.492 Tamarind 1.6 8.9 231 C513 92866.0044 5.000 Eachamaram 1 7.5 232 B700 76769.96 6.4 Other 1.2 7.8 232 C514 92865.0044 1.000 neem 0.5 7.5 233 B701 76824.96 6 Other 0.9 7 233 C515 92870.0044 4.000 coconut 0.9 8.2 234 B702 76838.96 6.1 Other 0.7 6.5 234 C516 92872.0044 7.000 coconut 1 12 235 B703 76859.96 5.1 Other 0.55 6.9 235 C517 92872.0044 11.000 coconut 1 12 236 B704 76940.75 4.472 Other 0.9 6.8 236 C520 92861.0044 2.200 coconut 0.9 10.1 237 B705 76954.96 4.9 Other 1 7.2 237 C521 92862.0029 0.9 coconut 0.9 9.5 238 B706 76970.99 5.695 Other 0.9 7 238 C522 92880.0044 6.600 Other 1.3 10.9 239 B707 77012 7.093 Other 0.8 7.2 239 C523 92885.0044 14.400 coconut 0.8 9.7 240 B708 77026.96 6.9 Other 1 7.6 240 C524 92886.0044 14.400 coconut 0.7 9.4 241 B709 77042.01 7.382 Other 0.95 8.1 241 C525 92886.0044 9.600 Other 1.2 8.8

220

10. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

242 B710 77053.99 7.185 Other 0.8 8.2 242 C526 92898.0044 8.600 neem 0.7 9 243 B711 77081.98 4.691 Other 0.65 6.5 243 C527 92900.0044 8.700 coconut 0.9 10.4 244 B712 77172.96 7.1 Other 0.7 7.1 244 C528 92903.0044 7.500 Other 1.2 11.1 245 B714 78119.96 6.1 Other 0.7 7.1 245 C529 92918.0044 7.700 Other 1 11 246 B715 78266.85 4.264 Other 1.9 9.3 246 C531 92943.0044 0.300 coconut 0.8 10.3 247 B716 78397.07 5.499 Other 1.3 9 247 C532 92943.0044 10.000 coconut 0.9 10.1 248 B717 78403.86 3.141 Other 1.1 8.9 248 C538 93022.0044 3.600 coconut 1 10.1 249 B718 78479.19 5.415 Other 1.3 11.6 249 C539 93022.0044 8.500 coconut 0.9 10.2 250 B719 78483.55 3.116 Other 1.4 16.7 250 C540 93057.0044 13.600 coconut 1.1 10.3 251 B720 78490.29 5.393 Other 2.5 19.8 251 C541 93057.0044 2.000 coconut 1.1 9 252 B721 78448.96 5.1 Coconut 0.9 11.4 252 C542 93057.0044 7.300 coconut 1.2 10.1 253 B722 78500.96 6.8 Coconut 1 12 253 C543 93057.0044 12.500 coconut 0.9 9.8 254 B723 78501.96 8.3 Other 0.65 10.1 254 C547 95440.0032 12.300 Palm 0.9 10 255 B724 78739.96 2.8 Other 1 7.9 255 C548 95440.0032 11.300 Palm 1 9.8 256 B725 78739.96 2.8 Other 1.2 8 256 C549 95441.0032 7.900 Palm 0.8 7.3 257 B727 78824.05 9.856 Coconut 0.9 14.1 257 C550 95439.0032 6.000 Palm 1 17.4 Aarasamara 258 B728 78859.68 5.503 m 4.2 22.5 258 C551 95439.0032 4.700 Palm 0.9 17.6 259 B729 78916.96 6 Other 0.9 10.2 259 C552 95439.0032 3.800 Palm 0.9 13.3 260 B730 78951.96 2.9 Coconut 0.8 10.3 260 C553 95442.0032 0.100 Palm 0.7 17.4 261 B731 78954.96 3.9 Coconut 0.9 8.9 261 C558 95635.0032 11.200 Palm 1.1 10.3 Aarasamara 262 B735 79616.95 3.288 m 4.6 19.8 262 C559 95635.0032 10.800 Palm 1 10.2

221

11. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

263 B736 79649.73 3.7 Neem 1.6 10.3 263 C560 95634.0032 9.000 Palm 1 10.6 264 B737 79861.68 0.892 Coconut 0.9 11.3 264 C561 95635.0032 8.300 Palm 0.9 10.7 265 B738 79861.93 3.894 Coconut 0.8 10.2 265 C562 95634.0032 7.300 Palm 0.9 9.9 266 B739 79907.74 2.903 Other 0.7 10.4 266 C563 95634.0032 6.400 Palm 0.8 10.1 267 B740 79953.73 3.9 Other 1.2 10.8 267 C564 95635.0032 5.600 Palm 1 10.6 268 B741 79965.73 5.5 Neem 0.7 7 268 C565 95635.0032 3.900 Palm 0.9 10.2 269 B742 79969.73 6.3 Other 0.4 8.1 269 C566 95635.0032 3.100 Palm 1 10.3 270 B743 79969.73 5.9 Other 0.45 8.3 270 C567 95635.0032 1.100 Palm 1 8.9 271 B744 79967.73 2.9 Other 0.95 8.5 271 C606 95675.0029 1.000 Palm 1.2 12 272 C1 80100.02 3.16 Other 1.3 9.7 272 C607 95677.0029 1.600 Palm 1.4 11.5 273 C2 80122.67 0.407 Tamarind 2.7 12.8 273 C608 95676.0029 4.600 Palm 1.2 13 274 C3 80138.73 3.5 Other 1.2 8 274 C609 95676.0029 5.600 Palm 1.1 13.1 275 C4 80166.73 4.9 Other 1.4 10.8 275 C610 95675.0029 5.600 Other 0.7 8.5 276 C5 80186.73 4.7 Other 1.4 9.7 276 C611 95676.0029 7.500 Palm 1 13.3 277 C6 80201.73 4.7 Other 1.6 10.2 277 C612 95676.0029 10.800 Palm 0.9 12.7 278 C7 80222.43 4.235 Other 2.4 10.3 278 C613 95675.0029 11.600 Palm 0.9 12.8 279 C8 80261.73 4.9 Other 2 8.7 279 C614 95724.0008 12.200 Other 0.7 10.8 280 C9 80430.65 0.355 Other 2.8 10.2 280 C622 95724.0008 4.600 Palm 1 8.7 281 C10 80497.53 4.698 Other 1.5 9 281 C623 95724.0008 4.600 Palm 1.1 10.2 282 C11 80537.74 4.001 Pungai 0.9 7.2 282 C624 95724.0008 5.200 Palm 1 10.1 283 C12 80581.18 2.135 Other 1.8 8.7 283 C625 95724.0008 6.000 Palm 1.3 1.1 284 C13 80602.74 6.001 Pungai 0.7 5.7 284 C626 95724.0008 10.200 Palm 1.1 1

222

12. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

285 C16 80985.38 3.793 Other 1 8.2 285 C627 95723.0008 5.698 Palm 1.2 10.9 286 C17 81002.73 3.3 Pungai 0.7 6.4 286 C628 95724.0008 8.400 Palm 1.3 8.7 287 C18 81023.73 3.5 Other 0.9 10 287 C629 95724.0008 11.200 Palm 0.9 7.8 288 C19 81071.42 0.458 Other 1.4 10.4 288 C630 95722.817 7.500 Palm 0.9 7.9 289 C20 81061.73 2 Other 0.8 8 289 C631 95722.0008 8.700 Palm 1.1 8.2 290 C21 81105.73 2 Pungai 0.8 6.8 290 C632 95722.0008 11.100 Palm 1 5.1 291 C22 81162.74 4.001 Pungai 1 5.8 291 C633 95722.0008 11.300 Palm 1.2 10.6 292 C23 81300.73 2 Other 0.8 6.7 292 C634 95734.0006 9.500 Palm 1 10.7 293 C24 81319.68 1.832 Other 0.7 8.5 293 C635 95735.0006 9.500 Palm 1 9.9 294 C25 81367.73 3 Other 0.6 5.6 294 C636 95736.0006 9.200 Palm 1.2 10.8 295 C26 81412.73 4 Other 0.5 5.2 295 C637 95738.0004 9.000 Palm 1 10.1 296 C27 81465.73 3 Other 0.5 4.2 296 C638 95739.0004 8.700 Palm 0.9 9.9 297 C28 81480.13 2.236 Other 0.9 10.8 297 C639 95739.6712 8.303 Palm 1.1 9 298 C29 81509.92 0.419 Other 2 10.2 298 C640 95741.0004 8.000 Palm 1.2 10 299 C30 81608.75 4.003 Other 0.9 8.2 299 C641 95742.0004 7.400 Palm 1.1 9.5 300 C31 81644.73 5 Other 0.7 5.7 300 C642 95743.0004 7.000 Palm 0.9 10.3 301 C32 81659.73 5 Other 0.7 6.5 301 C643 95744.0004 6.900 Palm 1.1 9.3 302 C33 81674.73 5 Other 0.8 6.8 302 C644 95746.0004 6.300 Palm 1 9.6 303 C34 81689.73 6.9 Other 0.6 4.2 303 C645 95751.0002 8.600 Palm 1.1 9.7 304 C35 81690.73 6.9 Other 0.5 4.2 304 C660 95751.0002 6.400 Palm 1.3 10.5 305 C36 81690.73 6.9 Other 0.6 4.2 305 C661 95751.0002 7.000 Palm 1.2 12 306 C37 81706.73 7.1 Other 1.1 8.4 306 C662 95749.0004 8.001 Other 0.7 9.8

223

13. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

307 C38 81956.06 3.038 Palm 0.8 10.1 307 C663 95752.0002 7.900 Other 0.6 9.5 308 C39 81994.15 3.049 Palm 1.2 10.8 308 C664 95749.5692 4.300 Palm 1 10 309 C40 81994.01 4.535 Palm 0.6 10.8 309 C668 95771.9998 2.100 Palm 1.2 7.5 310 C41 82026.85 11.128 Palm 1.6 9.6 310 C669 95772.9998 1.900 Palm 0.8 8.2 311 C42 82034.73 10 Palm 1.3 6.5 311 C676 95793.9995 4.700 Other 0.9 9.1 312 C43 82044.65 5.2 Palm 1.2 7.3 312 C677 95793.9995 5.000 Palm 1 11.1 313 C44 82046.73 9 Palm 1.2 6.3 313 C678 95793.9995 6.700 Palm 1 10.9 314 C45 82048.84 11.008 Palm 1 8.2 314 C695 95.82 2.200 Palm 1.2 10.1 315 C47 82057.75 2.019 Palm 1 7.7 315 C696 95815.9995 3.000 Other 0.7 8.7 Eachamara 316 C48 82078.73 9.8 m 1.1 7.9 316 C697 95810.9995 1.000 Other 0.65 7.8 317 C49 82078.76 7.503 Palm 1.2 9.8 317 C698 95810.9995 5.000 Palm 1.2 10.3 318 C50 82079.73 8.2 Palm 1.1 10.2 318 C699 95816.9958 6.000 Palm 1.4 12 319 C51 82079.73 8.2 Palm 1 10.7 319 C700 95814.9995 5.000 Palm 1.4 8.9 320 C52 82082.11 8.328 Palm 1.1 6.2 320 C701 95813.9995 5.000 Palm 1.2 15 321 C53 82078.73 10.7 Palm 1.1 10.8 321 C702 95824.9995 8.000 Palm 1.1 7.8 322 C54 82077.73 6.5 Palm 1.1 12.1 322 C703 95820.9995 10.000 Palm 1.1 10.2 323 C55 82095.1 9.498 Palm 1.4 11 323 C704 95820.9995 11.000 Palm 1 10.5 324 C56 82101.26 0.963 Other 2 10 324 C705 95820.9995 12.000 Palm 1.3 10.4 325 C57 82149.73 2.5 Other 1.2 10.1 325 C706 95819.9995 13.000 Palm 0.9 10.7 326 C58 82183.73 1.5 Other 1 7.6 326 C707 95824.9995 14.100 Palm 1 10.5 327 C59 82227.5 6.751 Other 1.2 7.8 327 C708 95824.9995 7.200 Other 0.8 8 328 C60 82232.65 5.385 Pungai 2 8.7 328 C709 95826.9995 5.000 Palm 1.2 8.5 1.

224

14. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

329 C61 82236.73 10.9 Neem 1.2 8.1 329 C710 95831.9995 10.100 Other 0.9 8.2 330 C62 82260.5 0.775 Other 1.9 12.6 330 C711 95836.9995 2.000 Palm 0.9 9.2 331 C63 82297.73 0.5 Other 1.7 10.2 331 C712 95849.9995 11.500 Other 0.9 9.4 332 C64 82322.73 1 Other 1.7 10.2 332 C713 95854.9995 5.500 Palm 1.2 9.8 333 C65 82350.73 0.5 Pungai 0.8 6.3 333 C714 95878.9995 10.200 Palm 0.8 7.9 334 C66 82372.34 0.515 Other 1.9 9.7 334 C715 95878.9995 7.700 Palm 0.9 7 335 C67 82382.73 6 Pungai 1.1 7.2 335 C721 95951.9964 14.900 Palm 0.9 10.1 336 C68 82473.5 2.668 Other 1.3 8.2 336 C722 95951.9964 10.400 Palm 0.95 9.2 337 C69 82537.06 0.076 Tamarind 1.5 11.7 337 C723 95952.9964 3.400 Palm 1.1 9 338 C73 82619.02 0 Pungai 0.5 6.6 338 C732 96075.9889 2.000 Other 1 8.3 339 C74 82619.02 0 Neem 0.7 6.6 339 C733 96074.9889 2.500 Palm 1.3 5.5 340 C75 82673.73 4 Coconut 0.9 12.1 340 C734 96075.9889 3.000 Palm 1 7.3 341 C76 82709.73 1.8 Pungai 0.9 5.7 341 C735 96076.9889 3.100 Palm 1.4 8 342 C77 82731.76 0.509 Pungai 1.4 7.5 342 C736 96077.9889 3.500 Palm 0.85 7.8 343 C78 82879.73 3.7 Other 1 5.4 343 C737 96078.9889 3.800 Palm 0.9 7.5 344 C79 83050.08 1.158 Other 1.3 8.2 344 C738 96079.9888 5.000 Palm 1 7.3 345 C80 83196.73 2.5 Pungai 0.9 6.4 345 C739 96080.9888 5.300 Palm 1.1 6.9 346 C81 83228.67 1.365 Pungai 1 5.6 346 C740 96081.9888 5.300 Palm 1.2 7.5 347 C82 83310.73 3 Pungai 0.6 5.1 347 C741 96083.9888 6.000 Palm 1.1 8.8 348 C86 83445.73 1.5 Other 0.4 5.8 348 C742 96085.9888 6.500 Palm 0.9 7.1 349 C89 83498.13 0.411 Other 1 8.6 349 C743 96086.9888 6.500 Palm 1.3 6.8 350 C90 83582.73 4 Pungai 0.6 5.6 350 C744 96087.9888 6.800 Palm 1.1 5.5

225

15. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

351 C91 83600.73 2 Other 1.1 6.2 351 C745 96087.9888 9.200 Palm 1.1 7.1 352 C92 83648.32 1.294 Other 1.3 7.8 352 C746 96096.9887 10.300 Palm 1 7 353 C94 83667.73 0.264 Pungai 0.7 8.1 353 C747 96099.9886 11.300 Palm 1.3 7.5 354 C95 83668.73 2 Pungai 0.6 8.1 354 C748 96124.9886 6.300 Other 1.1 7.8 355 C96 83667.9 2 Pungai 0.7 8.1 355 C750 96144.9886 0.500 Palm 1.2 8.9 356 C97 83693.12 2.171 Other 1.2 9.2 356 C763 96199.9886 0.000 Palm 1.2 7.4 357 C98 83713.73 3 Neem 0.5 8.2 357 C764 96200.9886 1.000 Palm 1.1 7.5 358 C99 83709.73 5 Other 0.7 8.7 358 C765 96203.9886 4.000 Palm 1.1 8 359 C100 83722.73 2.3 Other 1 6.7 359 C766 96205.9886 6.000 Palm 1 7.3 360 C102 83732.3 2.563 Palm 1.1 8.2 360 C767 96206.9886 6.000 Palm 0.7 7.8 361 C104 83773.46 2.906 Neem 1.3 10.8 361 C768 96207.9886 7.000 Palm 1 8.8 362 C105 83776.13 1.985 Neem 1.3 9.8 362 C769 96207.9886 7.000 Palm 0.8 8.3 363 C106 83783.51 3.907 Neem 0.7 7.5 363 C770 96208.9886 8.000 Palm 0.9 8.3 364 C107 83790.22 4.821 Other 1.2 6.8 364 C771 96208.9886 8.000 Palm 1.1 9.3 365 C108 83825 6.131 Other 1.9 8.7 365 C772 96209.9886 9.000 Palm 0.8 8.3 366 C109 83841.73 7.3 Pungai 0.9 6.7 366 C773 96209.9886 9.000 Palm 1 8.1 367 C110 83876.15 2.926 Neem 1.4 8.1 367 C774 96210.9886 10.000 Palm 0.8 8 368 C111 83890.73 7.2 Other 0.6 6.1 368 C775 96210.9886 10.000 Palm 0.7 9.2 369 C112 83924.73 6 Pungai 0.8 6.1 369 C776 96211.9886 11.000 Palm 1 9.2 370 C113 83948.98 5.842 Other 2 10.8 370 C777 96212.9886 11.000 Palm 0.9 8.2 371 C114 83955.73 7.2 Other 0.8 9.9 371 C778 96214.9886 13.000 Palm 1 9.3 372 C115 83960.73 4.5 Coconut 0.9 10.2 372 C779 96215.9886 13.000 Palm 0.8 7.3

226

16. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

373 C116 83963.73 6 Coconut 0.8 10.2 373 C780 96216.9886 14.000 Palm 1.1 8.8 374 C117 83969.73 4.2 Pungai 0.5 5.4 374 C781 96217.9886 14.000 Palm 1 8.3 375 C118 83973.83 4.758 Other 1 9.2 375 C782 96204.9886 11.000 Palm 1 7.9 376 C119 83988.18 4.664 Other 2 10.2 376 C783 96203.9886 12.000 Palm 0.8 8.5 377 C120 84028.73 2 Pungai 1.2 8.4 377 C784 96202.9886 13.000 Palm 1.3 8.5 378 C139 84346.73 2 Neem 1.1 9 378 C785 96201.9886 14.000 Palm 1.2 8.5 379 C143 84425.73 4 Pungai 0.5 5.6 379 C786 96207.9886 2.000 Palm 1 7.3 380 C144 84444.47 1.24 Tamarind 1.9 9.5 380 C796 96250.9886 9.000 Palm 1.2 7.1 381 C145 84456.73 1.5 Pungai 0.5 5.6 381 C797 96251.9886 6.000 Palm 0.7 6.1 382 C146 84463.06 0.339 Pungai 1.6 6.7 382 C798 96252.9886 4.000 Palm 1.2 6.1 383 C148 84499.73 3 Pungai 0.6 6 383 C799 96.8540 3.000 Palm 1.3 8.1 384 C150 84547.73 4 Other 1.1 9.9 384 C807 96260.9886 7 Palm 1 9.1 385 C151 84566.73 2.7 Pungai 0.5 5.9 385 C808 96261.9886 8 Palm 0.9 9.1 386 C152 84550.73 2 Pungai 0.5 6 386 C809 96262.9886 9 Palm 1 9 387 C153 84607.95 2.223 Other 1.3 8.4 387 C810 96264.9886 11 Palm 1 9.1 388 C154 84627.5 1.916 Other 0.7 7.8 388 C811 96265.9886 12 Palm 1.2 8.1 389 C155 84647.37 2.369 Other 0.9 7.2 389 C812 96267.9886 13 Palm 1.1 9.1 390 C156 84703.79 2.993 Other 1.3 9 390 C813 96268.9886 14 Palm 1.2 8.6 391 C157 84734.85 3.717 Other 1 8.2 391 C814 96326.9886 2 Palm 1.3 8.8 392 C158 84749.08 2.826 Other 0.6 7.2 392 C815 96327.9886 3 Palm 1.2 8.6 393 C159 84769.7 3.001 Other 1.1 7.7 393 C816 96326.9886 4 Palm 1.3 10.6 394 C160 84785.98 3.147 Other 1.2 8.7 394 C817 96325.9886 4 Eachamaram 0.8 8

227

17. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

395 C161 84796.54 2.642 Other 1 6.5 395 C818 96324.9886 5 Eachamaram 1.2 10.6 396 C162 84808.18 2.208 Other 0.9 6.1 396 C819 96324.9886 6 Eachamaram 1.2 10.6 397 C163 84818.49 1.9 Other 0.8 7.2 397 C820 96323.9886 7 Eachamaram 1 8.6 398 C164 84835.73 2 Other 1 8.8 398 C821 96322.9886 8 Eachamaram 1.1 8.6 399 C165 84847.37 2.053 Other 0.9 6.2 399 C822 96323.9886 9 Eachamaram 1.2 8 400 C166 84860.59 2.173 Other 1.2 8.1 400 C823 96322.9886 10 Eachamaram 0.9 10.6 401 C167 84871.02 2.985 Other 2.2 9.3 401 C824 96320.9886 11 Eachamaram 0.9 10 402 C168 84880.88 2.691 Other 1.3 10.1 402 C825 96321.9886 12 Eachamaram 1 10 403 C169 84894.16 2.959 Other 1.1 7.7 403 C826 96320.9886 13 Eachamaram 1.1 10 404 C170 84924.37 2.031 Neem 1 7.7 404 C827 96319.9886 14 Eachamaram 1.2 10.6 405 C171 84959.2 1.444 Neem 1.2 7.7 405 C828 96532.9886 3 Eachamaram 1.3 6.9 406 C172 84970.73 2.2 Pungai 1 6.8 406 C845 97044.9804 3 Palm 1.2 8.4 407 C174 85033.73 2.1 Other 1 6.3 407 C846 97044.9804 0 Palm 1.2 8.5 408 C175 85035.73 4.2 Other 0.9 9.7 408 C849 98265.9779 7 Eachamaram 0.8 7.4 409 C176 85046.25 2.267 Other 1.3 9 409 C853 98315.9779 5 Mango 1.3 5.8 410 C179 85055.73 2 Other 0.6 6.6 410 C854 98544.9779 2 Other 1.3 10.8 411 C180 85064.84 2.591 Other 1.3 7.2 411 C855 98546.9779 5 Other 3.4 12.8 412 C187 85209.73 1 Coconut 0.8 8.3 412 C856 98752.5901 8.419 Tamarind 2.8 9.1 413 C188 85229.29 3.504 Coconut 0.8 8.3 413 C863 99530.9757 6 Neem 0.6 6 414 C189 85269.97 5.843 Neem 1.3 9.2 414 C870 99593.9757 1 Eachamaram 1 8.4 415 C190 85290.73 6.5 Neem 0.7 8.2 415 C871 99592.9757 1 Pungai 0.6 6.4 416 C191 85296.73 6.7 Neem 0.5 6.6 416 C872 99599.9757 7 Neem 0.5 8.4

228

18. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 417 C192 85309.73 5.1 Other 0.9 8.3 417 C873 99602.9757 11 Other 1 9.1 418 C193 85317.73 5.1 Other 0.6 8.3 418 C874 99603.9757 12 Eachamaram 0.8 8.4 419 C194 85512.22 0.46 Pungai 0.35 5 419 C875 99782.9757 5 Cocount 1 10.3 420 C195 85521.23 0.447 Tamarind 1.7 11.8 420 C876 99781.9757 10 Cocount 0.8 11.6 421 C196 85580.73 3.5 Pungai 1 9 421 C877 99781.9757 13 Cocount 0.9 12.6 422 C197 85573.73 5 Neem 1 8.4 422 C879 99813.9757 10 Palm 0.9 9.7 423 C198 85559.73 5 Neem 1.2 8.1 423 C880 99821.9757 4 Eachamaram 0.9 9.7 424 C199 85607.73 3 Neem 0.5 6.2 424 C883 100927.9756 6 Other 1 6.5 425 C200 85611.73 6 Other 1.4 10 425 C884 101118.9756 8 Neem 1 8.8 426 C201 85616.73 5 Neem 0.6 10 426 C885 101121.9756 4 Eachamaram 0.6 7.6 427 C202 85620.73 5 Neem 1 10 427 C886 101122.9756 5 Eachamaram 0.6 7.6 428 C203 85626.73 4 Neem 0.7 89 428 C887 101130.9756 7 Palm 0.9 11.3 429 C204 85646.73 4 Neem 1.2 12.1 429 C888 101129.9756 12 Palm 1 11.1 430 C205 85648.73 5 Other 0.9 12.1 430 C889 101140.9756 10 Palm 1 11.2 431 C206 85649.73 5 Other 0.9 12.2 431 C890 101141.9756 10 Neem 0.5 6.6 432 C207 85653.73 3.5 Other 0.7 12 432 C891 101149.9756 9 Palm 1 11.9 433 C208 85655.73 3.5 Other 0.7 11.9 433 C893 101174.9756 4.000 Neem 1.2 7.2 434 C209 85658.73 4.5 Other 0.8 12.1 434 C894 101173.9756 4.000 Eachamaram 0.7 9 435 C210 85659.73 4 Neem 1 12 435 C895 101173.9756 3.000 Eachamaram 0.8 6.8 436 C211 85664.73 5 Other 0.7 12.2 436 C896 101174.9756 3.000 Eachamaram 0.7 7.8 437 C212 85669.73 4.5 Other 0.8 12.1 437 C897 101190.9756 7.000 Neem 1 8 438 C213 85673.73 4 Neem 0.7 11.8 438 C898 101189.9756 1.000 Eachamaram 0.8 8.4

229

19. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 439 C214 85675.73 6 Other 1.6 12.2 439 C899 101364.9756 12.000 Other 0.5 5 440 C215 85685.73 4 Neem 1.2 12.1 440 C900 101197.9756 1.000 Eachamaram 0.8 10.3 441 C216 85708.85 3.573 Coconut 0.9 8.5 441 C901 101197.9756 2.000 Other 1.2 6 442 C217 85713.73 6.7 Neem 0.7 10.8 442 C902 101196.9756 4.000 Neem 1.3 7.2 443 C218 85714.73 7 Neem 1.4 10.8 443 C905 101621.9756 9.000 Palm 1.4 7.2 444 C219 85729.89 3.558 Other 1.9 10.8 444 C906 102851.9732 1.000 Palm 1 9.3 445 C220 85753.83 2.728 Other 1.9 11.2 445 C910 102851.9732 6.000 Cocount 0.9 9.1 446 C221 85762.73 3 Pungai 0.7 6.9 446 C911 102879.9732 2.000 Cocount 0.7 10.1 447 C222 85774.73 3 Neem 0.5 7.9 447 C915 102879.9732 2.000 Other 1.2 8.8 448 C223 85774.73 3 Neem 0.6 7.9 448 C916 102879.9732 3.000 Neem 1 0.8 449 C224 85787.73 1 Pungai 1.2 6.8 449 C917 102879.9732 12.000 Other 1.2 9.8 450 C225 85796.73 1 Pungai 2 8.1 450 C918 102914.9732 3.000 Other 1.3 11.8 451 C226 85823.73 1 Pungai 1.3 7.6 451 C919 102921.9732 11.000 Neem 0.7 7 452 C227 85858.02 1.316 Pungai 2.2 10.3 452 C920 102921.9732 12.000 Neem 0.8 7 453 C228 85882.86 4.138 Other 1.4 8.4 453 C922 103086.1377 4.144 Palm 1.4 13 454 C229 85897.73 3.5 Other 1.4 8.4 454 D1 103214.9717 1.400 Other 1 7.1 455 C230 85931.32 3.763 Other 1.2 7.9 455 D2 103274.9171 7.507 Other 1.2 6.9 456 C231 85968.73 4 Other 0.4 5 456 D3 103295.9707 9.500 Pungai 0.8 5.3 457 C232 86000.73 4 Pungai 0.9 6.9 457 D4 103312.9707 9.400 Other 1.4 8.1 458 C233 86042.73 0.5 Pungai 1.5 5.9 458 D10 103422.9707 8.100 Palm 0.65 6.1 459 C234 86060.68 3.997 Other 1.2 10.4 459 D13 103479.9707 8.200 Palm 0.6 6.1 460 C235 86070.69 0.722 Pungai 1.6 6.3 460 D16 103524.9707 9.700 Other 0.75 6.4

230

20. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 461 C236 86115.1 4.988 Neem 1.8 7.8 461 D17 103560.9823 9.298 Other 0.9 6.1 462 C237 86152.73 6.9 Other 1 7.2 462 D19 103578.9707 10.600 Pungai 1.1 4.9 463 C238 86170.73 2 Pungai 1.1 69.4 463 D23 103654.3310 8.077 Other 1.7 8.3 464 C239 86170.01 7.701 Other 1.1 7.2 464 D26 103732.9707 6.800 Pungai 0.5 4.5 465 C240 86190.07 8.412 Coconut 0.6 6.8 465 D28 103846.9707 7.100 Pungai 0.9 7.1 466 C241 86226.6 1.054 Other 3.8 12.8 466 D29 103936.0025 3.535 Pungai 2.2 8.2 467 C242 86244.85 1.771 Tamarind 3.1 12.8 467 D30 104044.9707 6.900 Pungai 0.5 7.2 468 C243 86281.73 8 Pungai 0.9 6 468 D31 104192.7752 4.703 Arasan 3.9 10.3 469 C244 86288.69 6.348 Neem 1.2 10.1 469 D33 104262.7751 4.012 Arasan 4.8 13.3 470 C245 86294.97 5.342 Neem 1.3 10.1 470 D34 104389.9686 2.500 Other 1.3 7.1 471 C246 86307.66 4.946 Neem 1.4 10.1 471 D35 104414.9679 3.501 Other 1.2 6.3 472 C247 86312.73 5.2 Pungai 0.6 5.4 472 D36 104421.9707 2.700 Other 0.9 6.1 473 C248 86331.48 3.941 Neem 1.1 7.6 473 D37 104539.9707 3.100 Cocount 1.1 7.3 474 C249 86332.9 3.924 Palm 1 10.4 474 D38 104629.9707 3.100 Cocount 0.9 7.8 475 C250 87536.02 3 Neem 0.6 8.4 475 D39 104744.9706 6.900 Other 0.9 7.1 476 C260 87911.02 8 Palm 1.1 8.3 476 D40 104765.2596 2.011 Tamarind 3.2 14.3 477 C261 87913.02 7.8 Palm 1 8.5 477 D41 104794.6048 2.622 Tamarind 3.9 13.7 478 C262 87915.02 7.6 Palm 1.1 8.5 478 D42 104803.9750 2.740 Tamarind 4.9 13.1 479 C263 88847.02 14.7 Coconut 0.9 13.2 479 D43 104859.9285 5.102 Other 1.1 8.1 480 C264 87998.02 14.7 Coconut 1.2 13.2 480 D44 104866.9394 5.818 Other 1.1 8.3 481 C265 88000.02 14.7 Coconut 1.2 13.2 481 D47 104977.871 0.495 Pungai 0.9 4.8 482 C266 88015.02 14.7 Coconut 1.2 17.4 482 D57 105137.6565 11.248 Neem 0.9 8.7

231

21. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

483 C267 88021.27 14.978 Coconut 1.2 11.9 483 D58 105145.9701 10.700 Other 0.8 7.1 484 C268 88044.02 11 Coconut 1.3 15.1 484 D59 105155.8463 10.220 Tamarind 2.1 8.3 485 C269 88049.02 10 Coconut 1.4 14.4 485 D62 105195.6429 9.688 Tamarind 1.9 8.3 486 C270 88055.02 10.4 Other 1 10.2 486 D65 105202.9701 9.100 Tamarind 1.6 9.7 487 C271 88057.06 9.494 Other 1.3 14.4 487 D66 105212.9782 9.799 Tamarind 2.1 0.3 488 C272 88063.02 8.8 Coconut 1.2 12.6 488 D67 105229.9701 9.700 Other 1.1 7.7 489 C273 88063.02 7.5 Coconut 1 12.6 489 D69 105246.1254 7.735 Tamarind 2.1 8.9 490 C274 88063.02 8.3 Coconut 1 16.2 490 D70 105260.0076 8.899 Other 1.1 7.1 491 C275 88064.03 2.6 Coconut 1.2 12.6 491 D71 105270.0026 8.693 Pungai 1.1 7.3 492 C276 88066.02 2.797 Coconut 1.3 16.2 492 D72 105339.9973 7.892 Pungai 1.1 7.7 493 C277 88084.04 4.985 Coconut 1.2 13.5 493 D73 105359.9872 7.799 Naval 0.8 7.1 494 C279 88098.02 9.3 Other 0.7 10.2 494 D74 105369.9713 7.900 Naval 0.8 7.9 495 C286 88847.02 12 Neem 1 6.4 495 D75 105379.9713 7.800 Naval 0.9 6.9 496 C287 89168.02 3 Neem 0.8 12.3 496 D76 105389.9713 7.100 Naval 0.9 6.7 497 C288 89169.02 4 Palm 1.3 7.8 497 D77 105409.9713 7.800 Other 0.6 5.1 498 C289 89371.02 9 Coconut 1.2 13.4 498 D78 105419.9713 9.100 Neem 0.7 4.8 499 C290 89361.02 9 Coconut 1 9.8 499 D81 105431.9713 9.700 Tamarind 1.9 11.7 500 C291 89360.02 4 Coconut 1.2 12.8 500 D82 105439.1379 7.981 Tamarind 2.1 11.3 501 C292 89379.02 14.5 Neem 1.2 6.6 501 D89 105523.8081 8.195 Pungai 2.5 7.1 502 C293 89380.02 16 Coconut 1.2 10.8 502 D92 105557.9289 8.151 Tamarind 1.9 9.1 503 C294 89382.02 12.5 Coconut 1.2 10.8 503 D93 105589.9713 7.100 Other 0.9 7.1 504 C295 89384.02 11.5 Coconut 0.9 6.6 504 D94 105602.9713 6.900 Other 0.9 7.2

232

22. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

505 C296 89394.02 5 Coconut 0.9 6.6 505 D97 105662.9713 7.100 Tamarind 1.9 10.7 506 C297 89368.02 11 Coconut 1.1 10.8 506 D98 105668.6642 8.154 Tamarind 2 10.9 507 C298 89397.02 7 Neem 0.6 8.8 507 D99 105677.4008 8.177 Other 0.75 6.1 508 C303 89771.01 12 Others 0.5 6 508 D101 105713.5681 6.842 Tamarind 1.9 9.7 509 C307 90230 1.5 Palm 1.3 8.4 509 D102 105722.6550 6.785 Tamarind 2.1 10.1 510 C311 90278 8 neem 0.8 5.8 510 D103 105732.3559 6.695 Tamarind 2.1 10.7 511 C312 90298 11 neem 0.8 5.6 511 D104 105741.7077 5.882 Tamarind 1.8 10.3 512 C313 90305 10 neem 0.7 5.1 512 D109 105785.9713 6.900 Tamarind 2.3 8.1 513 C314 90327 2.5 neem 0.7 6.5 513 D111 105805.5777 5.934 Tamarind 2.1 8.8 514 C316 90724.01 2.000 Others 2.1 13.7 514 D115 105850.9939 7.492 Tamarind 2.2 12.7 515 C317 90835.23 14.946 coconut 1 10.8 515 D116 105856.9713 7.900 Tamarind 2.1 13.1 516 C327 90869 0.5 Palm 1 7.9 516 D122 105939.9713 8.000 Tamarind 1.5 8.1 517 C328 90869 1.5 Palm 1.3 10.3 517 D123 105946.9713 7.900 Tamarind 2.1 7.8 518 C329 90869 4.5 coconut 1 11.3 518 D127 106233.5653 5.541 Tamarind 2.3 10.7 519 C330 90869 12 Palm 0.9 9.2 519 D128 106248.8724 5.317 Palm 1.2 7.1 520 C331 90873.18 10.946 Palm 1 9.2 520 D129 106256.9701 7.100 Neem 0.8 6.3 521 C332 90896 7 Others 0.5 7.2 521 D130 106345.6882 2.484 Tamarind 2.2 8.7 522 C336 90940 7 Palm 1.3 8.1 522 D145 106569.0713 7.704 Tamarind 3.3 13.7 523 C337 90940 10 Palm 1.2 8.1 523 D146 106579.3867 7.601 Tamarind 2.7 12.1 524 C338 90940 11 Palm 1.1 8.1 524 D147 106598.5495 7.698 Tamarind 2.1 10.9 525 C339 90940 12 Palm 1 7.2 525 D148 106638.8670 7.691 Neem 1.5 7.9 526 C340 90940 14 Palm 0.9 7.2 526 D149 106658.4095 7.403 Neem 1.3 8.1

233

23. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

527 C341 90940 15 Palm 1 6.3 527 D150 106663.9674 8.900 Neem 1.3 8.2 528 C342 90976 5 Palm 1.4 7.5 528 D154 106718.3673 8.229 Tamarind 2.3 10.7 529 C347 91001 0.5 Palm 1.2 7.2 529 D156 106752.9012 7.031 Tamarind 2.9 13.3 530 C348 91001 7 Palm 1.3 6 530 D157 106761.0112 7.425 Tamarind 2.9 12.1 531 C349 91001 11 Palm 1.3 8.7 531 D158 106775.3913 8.408 Tamarind 2.4 11.3 532 C350 91001 5 Palm 1.2 5.7 532 D164 106829.9674 7.900 Tamarind 0.95 8.1 533 C351 91001 14 Palm 1.2 7.2 533 D165 106993.3755 7.759 Tamarind 2.8 11.9 534 C352 91001 5 Palm 1.2 6 534 D166 107010.5004 7.375 Tamarind 1.9 11.8 535 C353 91001 9 Palm 1.2 7.8 535 D167 107016.5391 7.044 Tamarind 3.9 11.3 536 C354 91001 13.5 Palm 1.4 7.2 536 D168 107022.5016 6.911 Tamarind 3.2 12.3 537 C371 91194 5 Palm 1 8 537 D169 107030.9274 6.603 Tamarind 3.1 13.1 538 C375 91293 2 Palm 0.8 9.6 538 D170 107049.7694 8.820 Tamarind 3.4 12.3 539 C376 91268 8 Palm 1 6.4 539 D172 107094.2847 6.913 Neem 1.5 9.7 540 C377 91226 2 Palm 1 8.7 540 D173 107094.9673 7.800 Pungai 1.1 7.1 541 C384 91226 7 Palm 1 8.4 541 D174 107098.9673 8.100 Pungai 0.9 8.3 542 C387 91377 14.5 Palm 1.3 9.9 542 D175 107104.9463 7.539 Pungai 1.1 8.4 543 C388 91337 4 Palm 1.3 9 543 D176 107114.2525 6.922 Pungai 0.9 8.1 544 C389 91309 5 Palm 0.9 5.9 544 D177 107123.6326 6.917 Pungai 0.95 8.7 545 C390 91293 10 Palm 1.2 8.6 545 D180 107209.9672 8.700 Pungai 1.1 6.7 546 C391 91293 6 Palm 1 8.6 546 D181 107229.9672 8.900 Pungai 1.3 7.9 547 C392 91293 5 Palm 0.9 9.9 547 D182 107253.9672 7.100 Pungai 0.6 6.1 548 C393 91293 4 Palm 1.2 10.3 548 D184 107294.0020 5.477 Pungai 0.8 6.7

234

24. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

549 C394 91293 1 Palm 1.3 9.4 549 D185 107294.3937 5.069 Pungai 0.95 6.3 550 C395 91237 0.5 Palm 1 8.5 550 D193 107327.1563 5.406 Pungai 0.8 8.1 551 C411 91309 14.5 Palm 0.9 7.6 551 D194 107329.9672 7.100 Pungai 0.9 8.3 552 C412 91372 3 Palm 1.2 9.5 552 D195 107341.2630 5.052 Pungai 0.75 8.4 553 C413 91374 5 Palm 1.3 9.5 553 D196 107345.9672 6.900 Pungai 0.9 8.7 554 C420 91294 9 Palm 0.5 4.3 554 D197 107354.9909 5.244 Pungai 1.1 7.1 555 C421 91372 10 Palm 1.1 4.2 555 D198 107372.7846 5.997 Other 2.9 12.7 556 C422 91376 6 Palm 1 4.6 556 D199 107380.5406 6.244 Pungai 1.2 7.9 557 C423 91381 9 Palm 1 4.6 557 D200 107384.9672 6.900 Pungai 1.2 8.3 558 C424 91383 12 Palm 1 4.1 558 D201 107389.0320 7.306 Pungai 1.2 8.3 559 C425 91396 18 Palm 1.2 9.4 559 D207 107440.1711 8.659 Other 1.6 9.1 560 C426 91569 6 Palm 1 10.4 560 D208 107453.6349 8.677 Cocount 1.2 7.1 561 C427 91387 18 Palm 0.8 7.6 561 D209 107455.9664 8.300 Mango 0.6 5.1 562 C428 91383 12 Palm 1.3 10 562 D220 107520.3680 9.121 Palm 1.15 6.1 563 C429 91383 13 Palm 1.1 7.9 563 D221 107534.4487 7.822 Pungai 1.15 6.9 564 C430 91380 8 Palm 1.2 7.9 564 D222 107538.9124 7.368 Pungai 1.2 7.1 565 C431 91380 9 Palm 1 7.9 565 D223 107549.2161 7.623 Pungai 1.3 7.9 566 C432 91380 9 Palm 1.1 7.8 566 D224 107558.1426 8.089 Pungai 1.2 8.1 567 C433 91382 11 Palm 1.2 7.9 567 D225 107580.5676 6.649 Neem 0.9 7.1 568 C434 91384 12 Palm 1 7.9 568 D226 107582.2826 6.988 Neem 0.8 6.3 569 C435 91383 12 Palm 0.8 8.1 569 D227 107583.9674 5.900 Pungai 0.8 6.9 570 C436 91385 17 Palm 1 8 570 D228 107600.7459 5.625 Pungai 0.8 6.1

235

25. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

571 C437 91293 8 Palm 1.2 7.9 571 D230 107624.7790 4.401 Pungai 1.2 7.9 572 C438 91375 13 Palm 1.3 7.6 572 D231 107663.5619 5.108 Pungai 1.1 7.8 573 C439 91376 7 Palm 1 9.1 573 D232 107669.5766 6.117 Pungai 1.3 7.9 574 C440 91376 7 Palm 0.9 9 574 D233 107673.5678 4.438 Pungai 1.1 7.7 575 C441 91376 6 Palm 1 9.1 575 D234 107679.5066 5.202 Pungai 1.1 7.8 576 C442 91376 6 Palm 0.8 9.1 576 D235 107683.9000 4.810 Pungai 0.9 6.1 577 C443 91378 7 Palm 1.3 9 577 D236 107715.6455 4.016 Pungai 0.9 6.3 578 C444 91376 7 Palm 0.8 9 578 D243 107901.91 6.628 Pungai 1.1 7.9 579 C445 91379 9 Palm 0.5 9.1 579 D244 107917.4633 5.278 Pungai 1.1 8.1 580 C446 91337 1 Palm 0.9 8.9 580 D245 107920.4560 5.491 Pungai 0.9 8.3 581 C447 91372 6 Palm 1 9.2 581 D246 107925.3791 4.146 Pungai 0.9 7.8 582 C448 91337 12 Palm 1 9.2 582 D247 107929.9353 5.127 Pungai 0.9 7.7 583 C449 91373 6 Palm 1.2 9.3 583 D248 108003.7099 6.477 Pungai 2.1 11.7 584 C450 91373 6 Palm 1 9.1 584 D249 108013.4183 6.765 Other 1.9 11.8 585 C451 91309 11 Palm 0.9 9.2 585 D251 108082.6314 4.736 Other 2.3 11.9 586 C452 91338 4 Palm 1.1 9.3 586 D256 108418.7093 7.361 Tamarind 2.1 8.1 587 C453 91294 11 Palm 1 9.1 587 D257 108429.2898 6.348 Tamarind 1.5 8.3 588 C455 91337 8 Palm 1.2 9.4 588 D258 108437.3704 6.405 Tamarind 1.6 7.1 589 C456 91372 4 Palm 1.2 9.6 589 D259 108445.2832 6.597 Tamarind 1.7 8.9 590 C457 91374 3 Palm 1.1 9.5 590 D260 108452.8393 6.705 Tamarind 1.8 9.3 591 C458 91374 7 Palm 1.2 9.4 591 E1 86447.018 10.000 Other 0.7 9 592 C459 91377 7 Palm 1.2 9.5 592 E5 86505.020 13.000 Coconut 0.7 15

236

26. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

593 C460 91379 7 Palm 0.9 9.5 593 E6 86505.020 10.000 Other 0.6 10 594 C461 91381 8 Palm 1.2 8.7 594 E7 86506.020 8.000 Neem 0.6 9 595 C462 91384 12 Palm 0.9 9.4 595 E8 86508.020 0.000 Coconut 1 10.5 596 C463 91384 12 Palm 1 9.4 596 E9 86510.000 8.500 Other 0.5 10 597 C464 91384 11 Palm 0.9 9.5 597 E14 86536.020 1.000 Other 0.9 14.5 598 C465 91383 10 Palm 0.9 9.4 598 E15 86541.020 13.000 Other 1 14.2 599 C466 91385 12 Palm 1 9.4 599 E16 86544.020 3.000 Other 1 14.4 600 C467 91371 3 Other 0.6 8.6 600 E21 86544.020 8.000 Other 0.7 7 601 C468 91554 3 Palm 1.4 7.9 601 E22 86550.000 13.000 Coconut 1.1 14.8 Eachamara 602 C469 91570 6 m 1.2 8.7 602 E23 86552.020 5.000 Coconut 0.9 14.6 Eachamara 603 C470 91570 8 m 1.1 6.1 603 E26 86559.020 9.000 Coconut 0.8 14.2 604 C471 91624 12 Palm 1.5 8.8 604 E28 86562.020 2.000 Coconut 0.8 14.6 605 C472 91624 3 Palm 1.3 6.4 605 E30 86565.020 14.000 Coconut 0.8 15 606 C473 91624 9 Palm 1.3 8.8 606 E31 86571.020 13.000 Other 0.5 9.8 607 C474 91624 3 Palm 1.3 8.8 607 E33 86577.020 6.000 Other 0.9 10.6 608 C475 91927 8 Palm 1.3 8.8 608 E34 86576.020 10.000 Coconut 0.9 14.9 609 C476 91660 15 Palm 1.3 7.5 609 E35 86580.000 9.000 Other 0.6 10.2 610 C477 91624 5 Palm 1.3 7.5 610 E46 87390.000 15.000 Neem 1.1 11.7 611 C478 91624 13 Palm 1.3 8.5 612 C479 91571 2 Palm 1.3 7.5 613 C480 91570 9 Palm 1.2 7.5

237

27. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

614 C482 91570 2 Palm 1 7.5 615 C491 91624 6 Palm 1.2 7.6 616 C493 91927 13 coconut 1.2 11.7 617 C494 92213.89 7.068 coconut 1.2 13 Eachamara 618 C495 92757 12 m 1.1 7.5 619 C497 92780 8 neem 0.5 6 620 C499 92780 10 Other 1.2 12.6 621 C500 92780 12 mango 1.2 7.7 622 C501 92790 10 Other 1.2 13 623 C502 92799 13 mango 1.2 7.7 624 C503 92852 15 mango 0.9 7.7 625 C504 92853 15 neem 0.5 7.2 626 C505 92854 10 neem 0.7 6 627 C506 92855 15 Palm 1.2 7.6 628 C507 92861 2.2 neem 0.8 7.8 629 C508 92861 6.2 neem 0.9 7.6 630 C509 92859 6.7 neem 0.5 7.5 Eachamara 631 C512 92943 1.8 m 0.8 7.5 632 C518 92943 5.8 coconut 0.7 7.8 633 C519 92918 3.7 coconut 1 9.8 634 C520 92870 1 coconut 0.9 10.1

238

28. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

635 C530 92943 10.1 coconut 0.9 7.8 636 C533 92943 14.5 coconut 1.1 10.4 637 C534 93022 1.7 coconut 0.9 10.6 638 C535 93057 1.8 coconut 1 10.1 639 C536 93057 2.4 coconut 1 10.4 640 C537 93057 7.1 coconut 0.9 10.6 641 C544 95440 9.1 coconut 1.1 9.3 642 C545 95440 8 coconut 0.9 9.6 643 C546 95439 6.6 coconut 0.8 10.5 644 C554 95635 14.7 Palm 0.8 17.6 645 C555 95441 3.1 Palm 0.9 17.8 646 C556 95635 15 Palm 1.1 17.6 647 C557 95634 10.4 neem 0.55 7.9 648 C568 95638 4.8 Palm 1.2 9.5 649 C569 95637 5 Palm 1.1 9.7 650 C570 95643 6.5 Palm 1.2 10.2 651 C571 95647 5.6 Palm 1.2 10 652 C572 95645 5.2 Palm 1.2 10.6 653 C573 95640 4.7 Other 0.8 8.5 654 C574 95648 6.8 Palm 1 10.2 655 C575 95648 5.6 Palm 1.1 10.7 656 C576 95635 4.1 Palm 1 10.3

239

29. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

657 C577 95635 11.3 Palm 1 10.4 658 C578 95637 8.5 Palm 1 10.5 659 C579 95652 7.3 Palm 1.1 10.7 660 C580 95653 5.8 Palm 1.2 9.2 661 C581 95654 5.8 Palm 1.25 9.8 662 C582 95657 6.9 Palm 1.1 10 663 C583 95663 7.9 Palm 0.9 9.7 664 C584 95663 6.8 Palm 0.9 10.6 665 C585 95665 5.3 Palm 1.2 9.2 666 C586 95670 9.6 Palm 1.25 10.3 667 C587 95635 14.4 Palm 1 10.6 668 C588 95636 3.1 Palm 1.1 10.1 669 C589 95635 9.7 Palm 1 9.9 670 C590 95635 13.2 Palm 0.9 10 671 C591 95665 4.9 Other 0.8 9.3 672 C592 95671 12.3 Palm 1.2 10.6 673 C593 95673 12.3 Other 0.7 9.7 674 C594 95674 1.3 Palm 1 10.1 675 C595 95674 9.3 Palm 1.1 9.9 676 C596 95674 9.7 Palm 1.2 10.9 677 C597 95676 1.9 Palm 1 10.7 678 C598 95676 1 Other 0.8 9.7

240

30. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

679 C599 95724 0.9 Palm 0.9 11.5 680 C600 95724 0.2 Palm 1.2 12 681 C601 95723.09 2.698 Palm 1.1 12.2 682 C602 95676 8 Palm 1 11.2 683 C603 95676 4 Palm 1.2 12.6 684 C604 95675 0.5 Other 0.6 5 685 C605 95676 2.5 Other 0.65 10 686 C615 95754 1.4 Palm 1.1 11.5 687 C616 95753 0.5 Palm 1.3 11.5 688 C617 95750 2.4 Palm 1.1 11.7 689 C618 95724.35 10.861 Palm 1.3 12.2 690 C619 95724 5.6 Palm 1.2 8.5 691 C620 95724.32 9.962 Palm 1.3 10.2 692 C621 95724 7 Palm 1.2 9.9 693 C646 95754 2.8 Palm 1.2 10 694 C647 95755 10.9 Palm 0.9 10.1 695 C648 95755 15 Other 0.7 9.7 696 C649 95755 15.1 Other 0.7 9.8 697 C650 95756 9.1 Palm 1 10.3 698 C651 95756 14.7 Palm 1.1 10.4 699 C652 95758 10.3 Palm 1.2 10.2 700 C653 95761 5.8 Palm 1 10.4

241

31. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

701 C654 95756 8.5 Palm 1.1 9.9 702 C655 95759 9.7 Palm 0.9 10.1 703 C656 95765 7.7 Palm 1.1 10.4 704 C657 95756 15.1 Other 0.7 8.1 705 C658 95756 8.5 Other 0.65 8.8 706 C659 95759 7.7 Other 0.5 8.9 707 C665 95765 7.4 Palm 1.3 11.2 708 C666 95761 6.2 Other 0.7 5.5 709 C667 95761 7.4 Palm 1 9.5 710 C670 95773.44 10.3 Palm 1 10.1 711 C671 95774 11.808 Palm 0.95 7.9 712 C672 95773 11.2 Palm 0.9 9.8 713 C673 95766 8.3 Palm 1.1 11.1 714 C674 95772 1.9 Palm 0.8 9.8 715 C675 95771.35 9.346 Palm 1.2 8.1 716 C679 95796 0.2 Palm 1 8.2 717 C680 95797 0.8 Other 0.7 8.1 718 C681 95800.04 2.696 Other 0.8 8.5 719 C682 95801 7.4 Other 0.8 8.7 720 C683 95802 7.1 Other 0.7 10.1 721 C684 95803 8.3 Palm 0.75 8.3 722 C685 95804 7 Palm 0.7 8.1

242

32. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

723 C686 95806 6 Palm 0.9 6.7 724 C687 95811.05 8.693 Palm 0.8 10.1 725 C688 95820 4.988 Palm 0.9 10.5 726 C689 95822 6 Palm 1.1 9.9 727 C690 95822 10 Palm 1 10.6 728 C691 95824 3 Palm 0.9 10.2 729 C692 95823 2 Palm 1 10.1 730 C693 95822 1 Palm 0.9 10.3 731 C694 95812.03 0 Palm 1.1 10.4 732 C716 95879 8.4 Palm 0.9 7.5 733 C717 95879 8.8 Palm 0.85 7.6 734 C718 95879 12.5 Palm 0.8 7.9 735 C719 95879.23 13.311 Palm 0.9 7.2 736 C720 95874 14.5 Palm 0.8 6.5 737 C724 95951 6.9 Palm 0.8 8.9 738 C725 95952 3.3 Palm 0.9 9.1 739 C726 95952 4.9 Palm 0.75 9.5 740 C727 95952 6.1 Palm 1 8.3 741 C728 95952 1.5 Palm 0.7 10.1 742 C729 95952 8.2 Palm 0.8 10 743 C730 95998 8 Other 0.8 8 744 C731 95993 12.3 Other 0.75 11.3

243

33. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

745 C749 96125.99 0.5 Other 1 8 746 C751 96138.99 3 Other 0.7 7.9 747 C752 96137.99 3.2 Palm 1.1 9.7 748 C753 96138.99 3.35 Palm 1 9.8 749 C754 96148.99 8.6 Other 0.9 9 750 C755 96147.99 11.9 Other 0.7 8.8 751 C756 96147.99 12.9 Other 0.65 8.7 752 C757 96147.99 12.9 Palm 1 7.3 753 C758 96183.99 13 Palm 1 6.9 754 C759 96188.99 1.5 Neem 1.2 6.9 755 C760 96195.99 2 Palm 1.3 6.4 756 C761 96197.99 1 Palm 1.1 7.4 757 C762 96198.99 0.7 Palm 0.8 7.3 758 C787 96207.99 4 Palm 1 7.3 759 C788 96207.99 3 Palm 1 7.3 760 C789 96208.99 5 Palm 1 7 761 C790 96208.99 5 Palm 1.1 7.2 762 C791 96209.99 8 Palm 1 7.2 763 C792 96214.99 10 Palm 0.9 6 764 C793 96216.99 11 Palm 1 7 765 C794 96217.99 12 Palm 1 7.2 766 C795 96219.99 14 Palm 1.2 7.3

244

34. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

767 C800 96254.99 2 Palm 1.2 6.1 768 C801 96255.99 3 Palm 1.2 6.4 769 C802 96256.99 4 Palm 1.1 8.1 770 C803 96258.99 8 Palm 1 7.8 771 C804 96259.99 9 Palm 1 7.8 772 C805 96260.99 11 Palm 1.1 7.8 773 C806 96260.99 12 Palm 1 6.6 Eachamara 774 C829 96604.99 7 m 0.8 8.2 775 C830 96607.99 8 Other 0.5 6.2 776 C831 96606.99 11 Other 0.8 9.2 Eachamara 777 C832 96604.99 14 m 0.8 9.2 778 C833 96704.99 10 Other 0.5 6.1 779 C834 96704.99 10 Other 0.6 8.1 780 C835 96875.99 12 Neem 0.7 8.4 781 C836 96877.99 15 Neem 0.8 8.4 782 C837 97011.99 10 Cocount 1 12.2 783 C838 97032.99 2 Palm 1 9.5 784 C839 97032.99 4 Palm 1.2 9.4 785 C840 97032.99 6 Palm 1 8.4 786 C841 97032.99 8 Palm 1.2 9.5 787 C842 97032.99 10 Palm 1.3 10.5

245

Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS

788 C843 97032.99 13 Palm 1.2 8.5 789 C844 97044.99 15 Palm 1.3 9.5 790 C847 97044.99 2 Palm 1.3 8.5 791 C848 97044.99 13 Palm 1.3 9 Eachamara 792 C850 98295.98 1 m 0.9 7.4 793 C851 98309.98 3 Tamarind 0.5 5.2 794 C852 98311.98 4 Tamarind 1.2 7.2 795 C857 98750.94 0.931 Tamarind 3.5 10.1 796 C858 98749.82 11.291 Tamarind 1.6 8.6 797 C859 99419.98 7 Other 0.6 8.5 798 C860 99419.98 15 Other 0.5 7.5 799 C861 99468.15 10 Tamarind 0.6 5.1 800 C862 99467.98 13.021 Tamarind 0.5 4.8 801 C864 99566.98 3 Palm 1.2 5.9 Eachamara 802 C865 99564.98 15 m 0.6 11.6 803 C866 99569.98 10 Neem 0.6 8.7 Eachamara 804 C867 99579.98 9 m 0.8 7.5 Eachamara 805 C868 99579.98 9 m 0.6 7.5 806 C869 99585.98 3 Pungai 1 10.3 Eachamara 807 C878 99810.98 3 m 0.9 6.7

246 Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 808 C881 99872.98 2 Cocount 1 9.4 809 C882 99933.98 11 Pungai 1.3 6.4 Eachamara 810 C903 101200 9 m 0.8 11.8 Eachamara 811 C904 101198 3 m 0.8 7.8 812 C907 101629.9 13.001 Cocount 1 9.2 813 C908 102163 15 Cocount 1 9.5 814 C909 102585 11 Palm 1 8.1 815 C912 102880 5 Other 1.3 10.8 816 C913 102880 4 Neem 0.5 7.8 817 C914 102880 2 Neem 0.6 7.8 818 C921 102940 3 Neem 0.9 8.8 819 D5 103315 4.1 Tamarind 1.7 8.5 820 D6 103343 6.3 Other 0.75 5.1 821 D7 103365 6.2 Other 1.5 6.7 822 D8 103410 5.8 Palm 0.65 4.9 823 D9 103418 4.9 Palm 0.6 4.8 824 D11 103455 7 Palm 0.5 5.8 825 D12 103463 7.3 Palm 0.6 5.7 826 D14 103480 7.4 Palm 0.6 5.9 827 D15 103504 4.8 Palm 0.55 6.1 828 D18 103568.5 6.583 Other 1.3 6.7

247

35. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 829 D20 103616 7.3 Pungai 0.65 4.5 830 D21 103640 7.5 Neem 0.5 4.9 831 D22 103654.2 6.371 Other 1.2 6.9 832 D24 103676 6.9 Other 0.85 7.1 833 D25 103733 5.9 Pungai 0.9 7.8 834 D27 103758 9.1 Pungai 0.6 5.3 835 D32 104209 9.3 Tamarind 3.2 14.7 836 D45 104900 4.1 Pungai 0.9 4.3 837 D46 104946 1.1 Pungai 0.65 4.5 838 D48 104999 0.5 Other 0.8 6.1 839 D49 105009 2.3 Other 0.9 5.9 840 D50 105029 3.1 Other 1.1 5.8 841 D51 105039 1.1 Other 0.8 6.1 842 D52 105061 1.9 Other 0.5 4.1 843 D53 105083 1.7 Other 0.5 4.2 844 D54 105110 0.5 Other 0.75 4.9 845 D55 105121 0.7 Other 0.75 4.5 846 D56 105146 0.6 Tamarind 3.7 8.9 847 D60 105165 1.1 Other 0.6 4.1 848 D61 105189 3.011 Tamarind 2.1 9.1 849 D63 105200 3.001 Other 0.8 7 850 D64 105210 3.9 Other 0.8 5.1

248

Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 851 D68 105228.9 3.874 Tamarind 1.9 7.8 852 D79 105418 5.9 Neem 0.5 4.9 853 D80 105421 6.3 Neem 6.65 5.4 854 D83 105452.3 6.046 Tamarind 2.1 11.4 855 D84 105480.6 6.52 Tamarind 2.3 11.9 856 D85 105489.8 6.74 Tamarind 2.1 11.9 857 D86 105502.7 5.41 Other 1.7 13.1 858 D87 105517.1 5.182 Pungai 0.9 4.9 859 D88 105527 5.7 Other 0.9 4.9 860 D90 105533 6.3 Other 0.9 7.2 861 D91 105548 6.6 Pungai 0.8 7.1 862 D95 105661.9 5.22 Tamarind 3.1 13.4 863 D96 105666.9 8.587 Tamarind 1.9 12.1 864 D100 105697.6 5.182 Pungai 1.5 6.3 865 D105 105743.3 6.953 Tamarind 1.8 10.9 866 D106 105753.4 8.062 Tamarind 1.8 11.3 867 D107 105773.9 8.587 Tamarind 1.7 11.7 868 D108 105783.5 8.526 Tamarind 2.1 11.2 869 D110 105798 8.9 Tamarind 1.9 8.7 870 D112 105810.6 9.15 Tamarind 1.9 10.7 871 D113 105818.8 10.312 Tamarind 1.8 11.7 872 D114 105828.5 8.735 Tamarind 1.9 11.3

249

36. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 873 D117 105870 8.099 Tamarind 2.1 11.3 874 D118 105877 8.3 Tamarind 1.9 11.9 875 D119 105900.5 6.774 Tamarind 1.8 11.3 876 D120 105909.2 6.618 Tamarind 2.1 12.7 877 D121 105946 8.1 Tamarind 2.9 12.7 878 D124 106003.8 6.617 Tamarind 2.3 8.9 879 D125 106053.3 5.276 Tamarind 3.3 11.7 880 D126 106213.2 5.62 Other 1.5 11.3 881 D131 106388.8 6.876 Palm 1.3 8.9 882 D132 106390.3 6.913 Palm 1.5 9.1 883 D133 106398.2 6.698 Palm 0.9 9.2 884 D134 106400.1 6.253 Palm 1.2 8.3 885 D135 106410.9 6.411 Palm 1.1 8.1 886 D136 106455.6 6.412 Palm 1.1 9.7 887 D137 106463.5 6.683 Palm 0.9 9.8 888 D138 106465.8 6.661 Palm 0.9 9.1 889 D139 106529.9 4.853 Tamarind 2.9 10.3 890 D140 106537.3 5.252 Tamarind 2.1 10.3 891 D141 106557.3 6.429 Tamarind 3.1 12.3 892 D142 106566.7 6.88 Tamarind 3.2 11.3 893 D143 106577.1 6.31 Tamarind 3.1 11.3 894 D144 106586.3 6.418 Tamarind 1.9 13.1

250

37. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 895 D151 106687 4.57 Tamarind 3.1 11.3 896 D152 106695.8 4.718 Tamarind 3.2 12.7 897 D153 106704.1 4.73 Tamarind 2.1 13.1 898 D155 106741.4 5.702 Tamarind 1.9 11.7 899 D159 106800.7 7.484 Arasan 2.9 12.7 900 D160 106816.2 8.705 Pungai 1.1 7.9 901 D161 106829.8 6.049 Neem 0.65 8.1 902 D162 106839.1 6.991 Palm 1.3 7.1 903 D163 106852.6 5.76 Pungai 0.9 8.3 904 D171 107089 7.9 Pungai 1.1 8.1 905 D178 107199.5 7.66 Pungai 1.1 4.1 906 D179 107211 8.3 Pungai 0.9 5.1 907 D183 107279.7 6.833 Pungai 0.75 6.3 908 D186 107299.6 6.465 Other 1.2 8.1 909 D187 107309.7 6.5 Other 1.5 7.7 910 D188 107319.4 6.357 Other 1.4 7.8 911 D189 107330.4 6.824 Other 1.5 7.3 912 D190 107340.5 6.951 Other 1.6 8.3 913 D191 107361.4 5.475 Other 1.3 7.9 914 D192 107370.8 7.33 Other 1.4 8.9 915 D202 107393 7.7 Other 1.4 8.9 916 D203 107420 7.1 Other 1.4 9.1

251

38. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 917 D204 107430.7 5.519 Other 1.2 8.9 918 D205 107440.7 6.376 Other 2.1 8.4 919 D206 107450.9 6.043 Other 3.1 9.9 920 D210 107479.8 7.248 Pungai 0.85 9.1 921 D211 107489.2 7.229 Pungai 0.9 10.1 922 D212 107498.2 7.332 Pungai 1 8.8 923 D213 107500.1 7.552 Other 1.3 8.1 924 D214 107509.7 6.772 Other 1.2 7.8 925 D215 107514.5 7.245 Other 1.3 7.3 926 D216 107519.7 7.355 Other 1.5 8.3 927 D217 107529.1 7.326 Pungai 0.9 7.1 928 D218 107536 7.4 Other 1.7 8.9 929 D219 107550.1 8.792 Pungai 0.7 6.9 930 D229 107582 8.209 Other 1.1 7.8 931 D237 107768.3 7.279 Other 0.9 8.9 932 D238 107778 7.563 Other 1.3 9.1 933 D239 107798.3 7.633 Other 1.3 7.9 934 D240 107846.2 6.139 Other 1.5 7.9 935 D241 107857.6 10.605 Other 1.9 8.9 936 D242 107890.9 7.183 Other 2.1 9.1 937 D250 108013.4 5.376 Other 1.7 8.1 938 D252 108092.7 5.538 Other 2.7 11.7

252 39. Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 939 D253 108111.6 5.808 Other 1.6 11.3 940 D254 108192.7 2.65 Other 2.9 12.9 941 D255 108315 7.105 Pungai 0.8 7.1 942 D261 108421 6.385 Other 1.2 8.1 943 D262 108431.3 5.879 Other 1.3 8.7 944 D263 108441.2 5.914 Other 1.5 7.6 945 D264 108451.3 5.888 Other 1.4 7.3 946 D265 108501.6 5.066 Other 1.2 7.7 947 D266 108511.7 5.775 Pungai 1.3 7.8 948 D267 108525 7.8 Palm 1.5 7.1 949 D268 108534.4 7.292 Palm 1.3 7.3 950 E2 86485.02 7 Neem 1 12.1 951 E3 86485.02 10 Other 0.7 12.1 952 E4 86486.02 12 Other 1.2 16.1 953 E10 86509.02 6 Coconut 1 15 954 E11 86510 8 Other 1.1 10.2 955 E12 86510 10 Coconut 1.2 24 956 E13 86536.02 8 Other 0.8 13.8 957 E17 86545.02 4 Other 1.1 14.2 958 E18 86540 11 Suppota 0.7 10.1 959 E19 86550 7 Suppota 0.7 10.2 960 E20 86550 11 Coconut 1.2 14

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Offset Offset Tree Name Sr Tree Chainage from Tree Name Height Sr TREE from Girth Height Girth (m) Chainage (m) (Local/ no. No. (m) CL(m (Local/ (m) No. NO. CL (m) (m) Common) ) Common) (m) RHS LHS 961 E24 86555.02 2 Coconut 0.9 14.4 962 E25 86557.02 8 Coconut 1.3 14.3 963 E27 86560 2 Other 0.9 8.5 964 E29 86561.02 6 Coconut 1 14.7 965 E32 86573.02 4 Coconut 1.1 14.8 966 E36 86596.02 10 Panai 0.8 0 967 E37 86596.02 8 Other 0.6 11.8 968 E38 86598.02 7 Panai 0.4 8.8 969 E39 86595.02 6 Other 1.2 10.2 970 E40 86592.02 4 Other 1 11.2 971 E41 86591.02 7 Panai 0.7 10 972 E42 86590 10 Panai 1 9 973 E43 86591.02 7 Neem 0.5 9 974 E44 87376.02 12 Panai 0.9 7 975 E45 87377.02 15 Panai 1 7.7

Note-Chainage shown in bold black indicates bypass section

254 Appendix -6: Details of Protected Areas in Tamil Nadu

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

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

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Appendix 7: Detailed Analysis of Air Modeling

A. Introduction

1. The major impact on the air quality during the operation stage will be due to plying of vehicles on the proposed corridor. The impact on air quality depends upon traffic volume, traffic fleet including fuel type and prevailing atmospheric conditions. An unstable atmospheric condition disperses pollutants more and results in to low pollutant concentrations while stable atmospheric conditions buildup the pollution level. To assess the likely impacts on the ambient air quality due to the proposed highway project, the prediction of the carbon monoxide (CO) and particulate matter (PM), Nitrogen Dioxide (NOx) and Sulphur Dioxide (SO2) concentrations have been carried out using line source dispersion modelling approach, based on Gaussian equation. CO is an indicator pollutant for vehicular pollution. So, prediction of CO concentration is representative of the impacts of air pollution due to traffic movement. The modeling for this project has been carried out using AERMOD-9, a steady-state plume model that incorporates air dispersion based on planetary boundary layer turbulence structure and scaling concepts, including treatment of both surface and elevated sources, and both simple and complex terrain, developed by the “The American Meteorological Society/Environmental Protection Agency Regulatory Model Improvement Committee (AERMIC)”. 2. It has been setup and run by using emission factors prevalent for Indian vehicles (ARAI, 2007) and hourly traffic volumes as predicted for the project. The study is conducted to predict 1-houly increment in CO and 24-houly increment in PM2.5, PM10, NOx and SO2 concentrations for the years 2020, 2025, 2030, 2035 and 2040.

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

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4W 18%

LCV 4%

Truck 7%

2W 60% Bus 9%

3W 2%

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 2262 437 933 1102 307 7622 2025 3610 534 1174 1567 378 10791 2030 5378 638 1435 2116 451 14577 2035 7614 743 1713 2779 525 18781

2. Emission factors

6. Emission factor is one of the important input parameters in AERMOD model. In the present study, the emission factors specified by the Automotive Research Association of India (ARAI, 2007) have been used for calculation of weighted emission factors. These emission factors have been expressed in terms of type of vehicles and type of fuel used (for petrol and diesel driven passenger cars).

7. The emission factor used in the present study for different vehicles type are given in table 2.

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

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3. Meteorological data

8. The meteorological parameters such as wind speed, wind direction, temperature, rainfall, cloud cover, pressure, and humidity were used in model. Meteorological parameters observed during environmental monitoring carried out in the month of December 2019 were used for the model and is given below table 3.

Table 3: Meteorological Parameters used for modelling Hour Temperature Humidity WD Wind Pressure Precip. Cl (oC) (%) (o) Speed (Pa) (mm) (kmph) 1:00 24.3 94 292.5 6 29.8 0 0 2:00 23.3 97 315 2 29.83 0 0 3:00 29.5 93 315 2 29.83 0 0 4:00 23.5 92 292.5 3 29.86 0 0 5:00 23.5 91 315 6 29.86 0 0 6:00 23.2 95 292.5 8 29.83 0 0 7:00 23.8 91 315 4 29.77 0 0 8:00 27.1 90 315 6 29.74 0 0 9:00 25.7 97 315 7 29.74 0 0 10:00 26.8 99 225 5 29.74 0 0 11:00 33.1 70 225 7 29.77 0 0 12:00 35.4 50 225 5 29.77 0 0 13:00 39.4 40 292.5 6 29.8 0 0 14:00 36.3 46 0 7 29.83 0 0 15:00 34.9 60 0 4 29.86 0 0 16:00 32.1 70 0 2 29.86 0 0 17:00 30.9 74 315 5 29.86 0 0 18:00 29.2 78 292.5 6 29.83 0 0 19:00 26.5 79 315 4 29.8 0 0 20:00 25.5 98 315 8 29.77 0 0 21:00 25.2 95 315 7 29.77 0 0 22:00 24.5 95 315 5 29.77 0 0 23:00 24.8 96 315 8 29.8 0 0 24:00 24.6 96 315 6 29.8 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 month of Nov-Dec 2019 at two locations

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along the alignment on two alternate days. The following background pollutant concentrations were taken for model predictions:

Table 4: Average background concentration of pollutants along the alignment

Average Pollutant Background Unit concentration SO2 11.65 µg/m3 NOx 34.15 µg/m3 PM10 78.5 µg/m3 PM2.5 28.5 µg/m3 CO 0 mg/m3

D. Results

11. The model has been setup and run to predict hourly average CO, PM2.5, PM10, SO2 and NOx concentrations for year 2020, 2025, 2030 and 2035 using forecasted traffic data on proposed highway. The predicted hourly average concentration of CO, PM2.5, PM10, SO2 and NOx during peak traffic are shown in tables 5, 6, 7, 8, 9 for proposed highway project. The graphical representation of hourly average pollutant concentrations on both side of the road sections shown in figures 2, 3, 4, 5 and 6 at different locations.

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Table 5: CO predicted concentrations (ppm) along the proposed road CO Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, m. Year (Left side) (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 0.00 0.00 0.00 0.00 0.01 0.06 4.45 2.20 1.00 0.55 0.31 0.15 2025 0.00 0.00 0.00 0.00 0.05 0.37 29.95 14.79 6.63 3.67 2.10 1.03 2030 0.00 0.00 0.00 0.00 0.12 0.74 60.53 29.89 13.41 7.42 4.24 2.08 2035 0.00 0.00 0.00 0.01 0.17 1.18 96.36 47.59 21.34 11.81 6.74 3.32

Table 6: PM2.5 predicted concentrations (µg/m3) along the proposed road PM2.5 Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, m. Year (Left side) (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 28.50 28.50 28.50 28.50 28.50 28.50 28.79 28.64 28.56 28.53 28.52 28.51 2025 28.50 28.50 28.50 28.50 28.50 28.51 30.33 29.39 28.88 28.70 28.61 28.55 2030 28.50 28.50 28.50 28.50 28.50 28.51 32.08 30.24 29.24 28.89 28.71 28.60 2035 28.50 28.50 28.50 28.50 28.50 28.52 34.07 31.21 29.65 29.10 28.82 28.65

Table 7: PM10 predicted concentrations (µg/m3) along the proposed road PM10 Concentration (µg/m3) Distance from the centre line of the road, Distance from the centre line of the road, m. Year m. (Left side) (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 78.50 78.50 78.50 78.50 78.50 78.50 78.78 78.64 78.56 78.53 78.52 78.51 2025 78.50 78.50 78.50 78.50 78.50 78.51 80.33 79.39 78.9 78.70 78.61 78.55 2030 78.50 78.50 78.50 78.50 78.50 78.51 82.08 80.24 79.24 78.89 78.71 78.60

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2035 78.50 78.50 78.50 78.50 78.50 78.52 84.07 81.21 79.65 79.10 78.82 78.65

Table 8: NOx predicted concentrations (µg/m3) along the proposed road NOx Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, m. Year (Left side) (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 34.15 34.15 34.15 34.15 34.15 34.16 37.29 35.67 34.80 34.49 34.33 34.24 2025 34.15 34.15 34.15 34.15 34.16 34.23 54.70 44.13 38.37 36.36 35.35 34.71 2030 34.15 34.15 34.15 34.15 34.17 34.31 74.97 53.98 42.54 38.54 36.53 35.26 2035 34.15 34.15 34.15 34.15 34.19 34.40 98.45 65.38 47.37 41.07 37.90 35.90

Table 9: SO2 predicted concentrations (µg/m3) along the proposed road* SO2 Concentration (µg/m3) Distance from the centre line of the road, Distance from the centre line of the road, m. Year m. (Left side) (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 11.65 11.65 11.65 11.65 11.65 11.65 11.71 11.68 11.66 11.66 11.65 11.65 2035 11.65 11.65 11.65 11.65 11.65 11.66 13.63 12.61 12.06 11.86 11.77 11.70 *There is minor change in SO2 concentration from year 2020 to 2035.

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CO Concentration (mg/m3) 140.00

120.00

100.00

80.00

2020 60.00 2025 2030

40.00 2035

20.00

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

-20.00

Figure 2: CO distribution from Centre line of the road

NOx Concentration (µg/m3)

121.00

111.00

101.00

91.00 2020 81.00 2025 2030 71.00 2035

61.00

51.00

41.00

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

Figure 3: NOx distribution from Centre line of the road

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PM2.5 Concentration (µg/m3) 35.00

34.00

33.00

32.00 2020 2025

31.00 2030 2035

30.00

29.00

28.00 -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) 85.00

84.00

83.00

82.00 2020 2025

81.00 2030 2035

80.00

79.00

78.00 -600 -400 -200 0 200 400 600

Figure 5: PM10 distribution from Centre line of the road

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SO2 Concentration (µg/m3) 14.00

13.50

13.00

2020 2035 12.50

12.00

11.50 -500 -400 -300 -200 -100 0 100 200 300 400 500

Figure 6: SO2 distribution from Centre line of the road

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

Figure 7: Spatial Distribution of CO (2020-2040)

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 (2020-2040)

Spatial Distribution of PM2.5 for year 2020

Spatial Distribution of PM2.5 for year 2025

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Spatial Distribution of PM2.5 for year 2030

Spatial Distribution of PM2.5 for year 2035

Figure 9: Spatial Distribution of PM10 (2020-2040)

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Spatial Distribution of PM10 for year 2020

Spatial Distribution of PM10 for year 2025

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Spatial Distribution of PM10 for year 2030

Spatial Distribution of PM10 for year 2035

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Figure 10: Spatial Distribution of NOx (2020-2040)

Spatial Distribution of NOx for year 2020

Spatial Distribution of NOx for year 2025

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Spatial Distribution of NOx for year 2030

Spatial Distribution of NOx for year 2035

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Figure 11: Spatial Distribution of SO2 (2020-2040)

Spatial Distribution of SO2 for year 2020

Spatial Distribution of SO2 for year 2035

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Appendix 8: Guidelines for Plant Management

A. Purpose • To ensure that statutory / regulatory requirements are complied with • To ensure that safeguard measures are taken to avoid / mitigate / minimize environmental impacts

B. Site selection criteria

1. Following criteria are to be met wherever possible for crusher and HMP: • 500 m away from settlement, school, hospital on downwind directions • 1 km from any archaeological site • 1 km from ecologically sensitive areas i.e. forest, national park, sanctuary etc. • 500 m from rivers, streams and lakes • 500 m from ponds • 200 m from State and National Highway boundary • away from agricultural land • preference to barren land

2. Concrete batching plant should be located at least 500 m from the settlement, preferably on leeward side, whenever possible.

3. The format for submission of details to the Engineer during finalisation of plant site is given as follows (Site identification for Plants).

C. Statutory Requirements • Obtaining Consent-for-Establishment (CFE) under Air and Water Acts from the State Pollution Control Board (SPCB) before start of installation • Obtaining Consent-for-Operation (CFO) under Air and Water Acts from the State Pollution Control Board (SPCB) before start of commissioning and trial run • Complying with the terms and conditions laid down in the CFE and CFO, which generally include providing metallic road inside plant campus for movement of vehicles, plantation, periodic (monthly) pollution monitoring i.e. ambient air, noise and stack emission • The suspended particulate matter contribution value at a distance of 40 m from a controlled isolated as well as from a unit located in a cluster should be less than 600 g/m3 or as shall be prescribed by SPCB. • Obtain certificates from manufacturer for Type Approval and Conformity of Production for Diesel Generator (DG) set/s. • For DG sets of capacity up to 1000 kVA, the noise level at 1 m from the enclosure surface shall not exceed 75 dB (A).

D. Pollution control measures • Dust control measures in stone crusher plant i.e. water sprinkling at primary crusher and secondary crusher, conveyor & return belts, covered conveyor system, chute at outfall of aggregates, cyclone separator, wind braking wall etc. • For HMP, ensure adequate stack height as stipulated in CFE, install emission control devices such as bag house filters, cyclone separators, water scrubbers etc., as attached with the plant by the manufacturer or stipulated in CFE. • Prefer bulk bitumen storage with mechanized handling facilities that storage in drums with manual operation at HMP to prevent / minimize bitumen spillage and thereby contaminating soil and ground water.

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• Impervious platform for storage of bituminous and other liquid hazardous chemical • Bag house filter / multi-cone cyclone for emission control. For bag house, cartridge filters reported to be more efficient than fabric filters • Pollution control measures for Diesel Generator (DG) set i.e. stack height, acoustic enclosure etc. • Greenbelt along the periphery of plant site.

SITE IDENTIFICATION FOR PLANTS

Construction Stage Report: One Time Date: Installed Capacity (tph): Location of Plant (Ch. & offset):

Sl. Item / Requirement Details as per Actual No. 1 Predominant wind direction 2 Size and area of the proposed plant site (m xm & Sq.m) 3 Present land use (barren or fallow land having no prominent vegetation should be preferred) 4 No dwelling units within 500 m from the plant boundary in downwind direction 5 Distance of nearest boundary of State Highways and National Highways (should be at least 200 m from the plant boundary)

6 Sensitive areas such as religious places, schools/educational institutions, reserved / protected forest, sanctuary etc. within 1 km (should be nil) 7 River/Stream/Lake within 500 m and ponds within 500 m 8 No other trees of girth>0.3m present and will be affected (no tree should be affected) 9 Width of Haul road (m) 10 Total Length of Haul Road (km) 11 Length of non-metal Haul Road (km) (should be as minimum as possible)

Documents to be attached: Site plan showing wind direction, haul road and other environmental features. Certified that the furnished information is correct and all relevant information as required is attached.

Contractor:

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Appendix 9: Guidelines for Camp Site Management

A. Purpose

1. Campsite of a contractor represents the single potentially most polluting location during implementation of any road project. Air pollution may be caused by emissions from Crushers, Hot-Mix, and Concrete Batching Plants. Water pollution may be caused by discharge of sediment, oil & grease, and organics laden run-off from these plants and their ancillary facilities as well as workshops, residential quarters for the labor. Land may be polluted due to indiscriminate disposal of domestic waste or (accidental) release of hazardous solids from storage areas.

2. While the installation and operation of Crushers and Hot-Mix Plants are regulated by the respective Pollution Control Boards, the other sources described above usually do not appear to be causes of significant concern. Items to be considered for labor camps are mentioned briefly in Clause 105.2 (as part of 105: Scope of Work) of the Ministry of Road Transport and Highways (MoRTH) publication: Specifications for Road and Bridge Works. Some specific requirements for labor accommodation and facilities are to be met by the Contractor in line with Building and Other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996. Currently, there is no one-point guidance regarding the environmental management aspects of the Contractor’s campsite. This guideline on Campsites is designed to fill this gap.

B. Scope

3. This guideline covers the Contractors’ camp sites – whether used by in-house crew or by any sub-contractors’ crew. It covers siting, operation, maintenance, repair and dismantling procedures for facilities for labor employed on project (and ancillary) activities as well as equipment and vehicles. It does not include siting, operation, maintenance, repair and dismantling of major plants – Hot-mix Plant, Concrete Batching Plant, Crusher or Wet Mix Macadam Plant.

1. Siting, Establishing, Operation and Closure of Construction Camp

a. Potential Environmental Impacts

4. Construction camps require large areas for siting facilities like major plants, storage areas for material, residential accommodation for construction labor and supervisors, and offices. Removal of topsoil and vegetation from the land to be utilized for camps is the first direct impact of any such establishment. In addition, local drainage may be impaired if proper drainage is not effected by grading. Other impacts may include damage to ecologically important flora and fauna, if campsites are located close to such areas. Water pollution because of discharge of sediment, fuel and chemicals is also a possibility. Pollution of land due to indiscriminate disposal of construction wastes including scarified pavement, concrete and even substantial quantities of domestic wastes from residential areas can also be potentially disastrous, especially if the site is reverted to its original use after the project (mostly agriculture).

b. Mitigation Measures

2. Siting of Construction Camps

5. The following guidelines will assist the Contractor to avoid any environmental issues while siting construction camps:

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• Maintain a distance of at least 1 km from boundaries of designated Reserved Forests, Sanctuary or National Park area for locating any temporary or permanent camps. • Maintain 500m from river, stream and lake and from ponds • Maintain 200 m from the boundary of state and national highways • Locate facilities in areas not affected by flooding and clear of any natural or storm water courses. • Locate campsites in the (most prevalent) downwind direction of nearest village(s). The boundary of the campsite should be at least 500m from the nearest habitation so that the incoming labor does not stress the existing local civic facilities. • The ground should have gentle slope to allow free drainage of the site. • Recorded consultations should be held with residents of the nearest settlement and/or their representatives to understand and incorporate where possible, what they would like to see within their locality.

3. Establishment, Operation, and Closure of Camps

• The facilities within the camp site should be laid out so that the separation distances suggested in other guidelines are maintained. A notional lay-out of the facilities except the major plants is included in this guideline. • Topsoil from the area of the plant shall be stored separately for the duration of the operation of the camp and protected from being washed away, unless agreed otherwise in writing with the owner. If stored, it will be returned on to its original location at the time of closure of the site. • The Contractor shall prepare, make widely available (especially to staff responsible for water and material management), and implement a Storm water Management Plan (SWMP) for (all) the site(s) following approval of the same by the Engineer. . • The Contractor shall prepare an Emergency and Spill Response Plan as per the requirements of Appendix 1 to Clause 501 of Specifications for Road and Bridge Works to cover the spillage of bitumen and/or chemicals like retarders, curing compounds, etc. • The Contractor shall prepare a Waste Management Plan describing the types and quantities that are likely to be generated from within the camp site, with the period and duration during the construction schedule; methods to be adopted to minimize these; methods of removal, treatment and (on-site or off-site) disposal for each type; as well as location of final disposal site, if any. • The Contractor shall provide safe ingress and egress for vehicles from the site and public roads and shall not impact existing through traffic. • Water tankers with sprayers must be available at the camp site at all times to prevent dust generation. • In case of stockpiles of stored material rising higher than wind-breaking perimeter fencing provided, sprinklers shall be available on site to prevent dusting from the piles during windy days. • On completion of works, the Contractor shall restore the site to the condition it was in before the establishment of the campsite, unless agreed otherwise in writing with the owner(s) of the site(s). If such a written agreement has been made, the Contractor shall hand over the site to the owner(s) in accordance with such an agreement. • Construction waste disposal should be disposed only at landfill facilities which are selected, designed, constructed and operated to ensure environmentally safe disposal, and these facilities have to be approved by the regulators.

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4. Equipment and Vehicle-related issues

a. Potential Environmental Impacts

6. The maintenance and repair of equipment and vehicles in Contractor’s camp are activities that can have significant adverse impacts if not carried out properly. The concern mainly arises from discharge of wash water contaminated with oil and grease, whether from washing of vehicles or degreasing of equipment and vehicle parts. Vehicle washing, especially dirt from tires, also gives rise to sediment-laden run-off. No such discharges should be directly allowed into surface water bodies since they can be harmful to aquatic species.

b. Mitigation Measures

i. Vehicles

• All vehicles used by the Contractor must have copies of currently valid Pollution Under Control Certificates displayed as per the requirement of the Motor Vehicles Department for the duration of the Contract. • All vehicles and equipment will be fitted with silencers and/or mufflers which will be serviced regularly to maintain them in good working condition and conforming to the standard of 75dB (A) at 1m from surface of enclosure.

ii. Workshop and Maintenance areas

• These areas must have impervious flooring to prevent seepage of any leaked oil & grease into the ground. The area should be covered with a roof to prevent the entry of rainwater. • The flooring shall be sloped to from both directions to one corner where an oil- and-grease trap with sufficient capacity should be installed. All discharges from the workshop area must pass through the trap to remove the floating oil and grease before entering the drainage system of the site. The trap should be designed to provide a hydraulic residence time of about 20 minutes for the peak hourly discharge anticipated from the area (as per following figure). • Alternatively, degreasing can also be carried out using mechanical spray type degreaser, with complete recycle using an enclosure with nozzles and two sieves, coarse above and fine below, may be used as shown in the adjacent photograph. This arrangement will require some initial investment and running cost for the pump, but the payback period, in terms of the use of diesel, under Indian conditions, has been reported to be less than 1 year.

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Slope of the Workshop area floor

O&G To drainage system for the site

Figure 1: Workshop Area Pollution Control

• All the waste oil collected, from skimming of the oil trap as well as from the drip pans, or the mechanical degreaser shall be stored in accordance with the Environment Protection (Storage and Disposal of Hazardous Wastes) Rules, 1989. For this purpose, metallic drums should be used. These should be stored separately in sheds, preferably bunded. The advantage of this arrangement is that it allows for accurate accounting in case the waste material is sold to oil waste recyclers or other users like brick-kiln owners who can burn such inferior fuel.

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• A separate vehicle washing ramp shall be constructed adjacent to the workshop for washing vehicles, including truck mounted concrete mixers, if any, after each day’s construction is over, or as required. This ramp should have an impervious bottom and it should be sloped so that it drains into a separate chamber to remove the sediment from the wash water before discharge. The chamber should allow for a hydraulic residence time of about 10 minutes for discharge associated with the washing of each truck. Following figure 2 shows an outline sketch for a sedimentation chamber.

Figure 2: Sedimentation Chamber for vehicle washing ramp discharge

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5. Facilities for Labour

a. Potential Environmental Impacts

7. The sudden arrival and relatively longer duration of stay of construction crew can cause substantial strain on the existing infrastructure facilities like water supply, sanitation and medical care, especially in rural areas. Pollution from domestic wastes can affect local sources of water supply and may harm the crew themselves as well as local residents. Improper sanitation and inadequate health care also potential bottlenecks that the Contractor can eliminate with relatively little effort.

b. Mitigation Measures

8. It should be emphasized that the Indian Law requires that the Contractor provide several facilities to for the workers as per Building and Other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996. Some of the provisions described herein are more stringent to act as benchmark for improved environmental performance of road projects: • The contractor shall provide free-of-charge temporary accommodation to all the labour employed for the project. The accommodation includes separate cooking place, bathing, washing and lavatory facilities. At least, one toilet will be provided for every 35 people and one urinal will be provided for every 20 persons. More toilets and/or urinals may have to be provided if the Engineer decides that these numbers are insufficient. In case female labourers are employed, separate toilet and urinals will be provided in locations clearly marked “Ladies Toilets” in a language understood by most labourers. • The contractor shall ensure the supply of wholesome water for all the labour, including those employed by any other agency working for the contractor. These locations will be marked “Drinking Water” in the language most commonly understood among the labour. In hot season, the contractor shall make efforts to ensure supply of cool water. No water point shall be located within 15 m of any washing place, urinal, or latrine. • The contractor shall ensure that adequate cooking fuel, preferably kerosene or LPG, is available on-site. The contractor will ensure that wood/ coal are not used as fuel on the site. Workers need to be made aware of this restriction. In cases where more than 250 labours are employed, canteen facility should be provided by the Contractor. • A crèche must be provided in each campsite where more than 50 female labourers are employed, whether directly or indirectly, for the project or its ancillary activities. • Contractor must provide adequate facilities for first-aid treatment at the campsite. A doctor / ambulance should be available on call for the duration of project implementation. • The contractor shall obtain the approval of the Engineer for these facilities within 30 days of mobilization.

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TYPICAL DRAWING OF WORKERS’ CAMP SANITARY FACILITY

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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 & Spoil) Disposal and Management

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

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

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• Domestic waste disposal locations details

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

Responsibility: Prime Responsibility: Contractor will be responsible for waste management and reporting Supervisory Responsibility: Construction Supervision Consultant will check the contractor’s adherence to the above guidelines

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Appendix 11: Guidelines for Borrow Area Management

A. Purpose

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

B. Scope

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

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

C. Impacts

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

5. Borrow areas are not generally specified in Contract documents but rather it is generally the responsibility of Contractors to identify borrow areas and obtain the necessary consent from land owner and approval from SC.

6. In IRC: 10 and Clause 305.2.2.2 of MoRTH Specification, exclusive guideline has been given for borrow areas located alongside the road and only some of the requirements have been indicated for borrow areas located outside the road land. Following guideline is proposed to supplement the existing stipulation in IRC:10 and Clause 305.2.2.2 of MoRTH Specification for Roads and Bridge Works:

D. Location • Identify areas having present land use as barren land, riverside land. Otherwise, un-irrigated agriculture land or land without vegetation and tree cover; • Prefer borrow areas on bed of irrigation water storage tank; • Prefer areas of highland with respect to surroundings; • Avoid locating borrow area close to any road (maintain atleast 30 m distance from ROW and 10 m from toe of embankment, whichever is higher);

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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 Plan and submit as attachment to the format include cross sections on both directions (x,y) mentioning natural ground level, excavated profile, finished profile after rehabilitation, volume of spoils that can be accommodated etc.; • Contractor to maintain Borrow Material Register; • Periodic joint inspections of each borrow area until rehabilitation is complete as agreed and approved. • The checklist for periodic inspection is given in this appendix.

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Borrow Areas Identification

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

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

Documents to be attached:

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

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

Contractor’s Representative:

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

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Appendix 12: Guidelines for Quarry Area Management

A. Purpose

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

B. Scope

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

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

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

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

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

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• Engineer shall undertake site inspection of alternate quarry sites and convey to Contractor on accepting a particular quarry site on environmental consideration; • Contractor shall then take apply and obtain Quarry Lease Deed / License from the Government of Tamil Nadu Department of Mines and Geology and Mining and provide copy of the same to the Engineer prior to operation; • Contractor shall estimate water requirement for dust suppression at quarry sites during operation and for water spraying on kutcha (non-metal) haul road and ensure availability water by identifying sources and obtaining necessary permission; • Contractor shall prepare quarry sites operation and redevelopment plan considering surrounding land uses, local needs and agreement with the landowner; • Only licensed blaster i.e. short-firer certificate holder will be responsible for quarry blasting • Permits for transportation, storage and use of explosive, as will be required, shall be obtained from the Controller of Explosive; • Whenever so advised by the Engineer, controlled blasting e.g. using less charge, restricting depth and dia or drill holes, cut-off blasting etc., shall be undertaken. • Quarry operation will be undertaken in stages with adequate benching

6. The procedure for environmentally sound operation and management of quarry sites is given below: • Estimating the quantity of quarry material to be collected from each quarry area; • Demarcating the entire quarry area by fencing and putting red-flag poles; • Providing adequate metallic access road; • Preserving topsoil from the quarry compound, if any, by stripping and stacking aside separately at corners; • Carrying out blasting as per agreed operational plan complying with the requirements of MoRTH Specification (Clause 302 & 303) and Ministry of Environment & Forests and Climate Change (MoEFCC) as given below; • Maintaining a Quarry Material Collection Register on daily material collection for each of the quarry area, which shall be produced to Engineer’s representative as and when requested; • Redeveloping the area within 2 months (or as will be agreed upon) of completion of quarry material collection;

D. Use of Explosive for Blasting

1. General

7. Blasting shall be carried out in a manner that completes the excavation to the lines indicated in drawings, with the least disturbance to adjacent material. It shall be done only with the written permission of the Engineer. All the statutory laws, regulations, rules, etc., pertaining to the acquisition, transport, storage, handling and use of explosives shall be strictly followed.

8. The Contractor may adopt any method or methods of blasting consistent with the safety and job requirements. Prior to starting any phase of the operation the Contractor shall provide information describing pertinent blasting procedures, dimension and notes.

9. The magazine for the storage of explosives shall be built as per national / international standards and located at the approved site. No unauthorized person shall be

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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 be connected to control the 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

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pressure, and the product of the reference sound pressure of 20:Pa, the threshold of human hearing, and the reference duration of 1 sec. The time interval, T, must be long enough to include a majority of the sound source’s acoustic energy. As a minimum, this interval should encompass the 10 dB down points. Annual average daily motorized traffic data is given in table 1.

Table 1: Annual average daily motorized traffic data

Year 4W LCV Truck Bus 3W 2W 2020 2262 437 933 1102 307 7622 2025 3610 534 1174 1567 378 10791 2030 5378 638 1435 2116 451 14577 2035 7614 743 1713 2779 525 18781

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

Equivalent Noise Levels in dB(A) DAY NIGHT 60.02 50.25

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 60.2 61.1 63.6 68.0 70.2 70.2 68.0 63.5 60.9 60.2 2025 60.3 61.4 64.4 69.2 71.6 71.5 69.2 64.4 61.2 60.3 2030 60.4 61.8 65.3 70.3 72.7 72.7 70.3 65.2 61.5 60.4 2035 60.5 62.2 66.0 71.3 73.8 73.8 71.3 66.0 61.8 60.5 Night LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 52.0 55.8 61.4 67.3 69.8 69.8 67.3 61.3 55.1 52.1 2025 52.6 56.9 62.8 68.7 71.3 71.2 68.7 62.7 56.1 52.6 2030 53.1 57.9 64.0 69.9 72.5 72.5 69.9 63.8 57.1 53.2 2035 53.6 58.8 65.0 71.0 73.6 73.6 71.0 64.9 57.9 53.7

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 100m 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

301 increase in noise levels for future years at all receivers considering increase in traffic volume. The incremental noise levels for future years exceeds the allowable limit of 3 dB (A) from the baseline levels. Mitigation measures suggested in EMP should be adopted for the sensitive receptors falling within 100 m from road edge of the road corridor.

Figure 1: Noise levels from edge of the road (Day) 76.0

74.0

72.0

70.0 2020 68.0 2025 66.0 2030 Noise indB Levels 2035 64.0

62.0

60.0 -300 -200 -100 0 100 200 300 Distance from edge of the road, m

Noise dispersion

5. A small road corridor has been selected to develop noise contour for base year as well as future years also. The contour lines are generated by plotting a contour zone within 30 m distance from edge of the road on both side of the road. Due to model limitation, it is not possible to select the whole road corridor in the modelling domain. Therefore, spatial dispersion of noise has been shown with a small stretch of road. Figure 2 to 5 shows noise level contour around a small road corridor for year 2020, 2025, 2030 and 2035 respectively. These predicted results are for peak traffic hours. During non-peak traffic hours, the noise levels are very less compared to noise level for peak traffic hours.

Figure 2: Noise contour for year 2020

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Figure 3: Noise contour for year 2025

Figure 4: Noise contour for year 2030

Figure 5: Noise contour for year 2035

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Appendix 14: Details of Participants and Public Consultation attendance list

SH-58 II – Public Consultation Meeting

Photos of the Focus Group Discussion at Pallur Village

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Attendance Sheet

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Photos of the FGD:

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Attendance Sheet

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Photos of the Group Discussion:

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Attendance Sheet

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Photos of the FGD:

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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

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Sl. Permissible Substance/ Characteristic Desirable Limit Remarks No. limit 4 Turbidity NTU, Max 5 10 5 pH value 6.5 to 8.5 No relaxation

Total Hardness (as CaCO3 6 600 600 mg/lit) 7 Iron (as Fe mg/lit, Max 0.3 1.0 8 Chlorides (as Cl mg/lit Max 250 1000 To be applicable only when water is chlorinated. Treated at Residual Free Chlorine, 9 0.2 consumer end. When protection mg/lit Max against viral infection is required, it should be Min 0.5 mg/lit 10 Dissolved Solids mg/l, Max 500 2000 11 Calcium (as Ca) mg/l, Max 75 200 12 Copper (as Cu) mg/l, Max 0.05 1.5 13 Manganese (Mn) mg/l Max 0.1 0.3 May be extended up to 400 14 Sulphate (As SO4), Max 200 400 provided (as Mg) does not exceed 30

15 Nitrate (as NO3) mg/l, Max 45 100 16 Fluoride (as F) mg/l, Max 1.0 1.5 Phenolic Compounds (as 17 0.001 0.002 C6H6OH) mg/l Max To be tested when pollution is 18 Arsenic (as As mg/l 0.05 No relaxation suspected 19 Lead (as Pb) mg/l 0.05 No relaxation Anionic Detergents (as 20 0.2 1.0 MBAS) mg/l To be tested when pollution is 21 Chromium (as Cr) mg/l 0.05 1.0 suspected 22 Mineral Oil mg/l 0.01 0.03 23 Alkalinity mg/l 200 600 95% of the sample should not contain coliform in 100 ml. 10 coliform 24 Total Coliform /100 ml

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Appendix 16: National Ambient Noise Level Standards

Limits in Decibels (dB A) Area Code Category Day Time Night Time A Industrial 75 70 B Commercial 65 55 C Residential 55 45 D Silence Zones 50 40 Note: (1) Daytime: 6 AM to 9 P.M., Night-time 9 PM to 6 AM;

(2) Silence zone is an area up to 100 m around premises as hospitals, educational institutions and courts.

Source: Central Pollution Control Board, New Delhi