Initial Environmental Examination

Project Number: P51337-001 December 2020

India: Industrial Connectivity Project

Tiruchendur–– Road (SH40) 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 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 - District Forest Officer /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 ESZ - Eco Sensitive Zone FIU - Field Implementation Unit FRL - Finished Road Level GHG - Greenhouse gas GIS - Geographical information system GOI - Government of India GRC - Grievance redress committee GRM - Grievance redress mechanism HFL - Highest flood level IA - Implementing Agency IEE - Initial Environmental Examination IMD - Indian Meteorological Department IRC - Indian Road Congress

IUCN - International Union for Conservation of Nature LHS - Left hand side LPG - Liquefied petroleum gas MOEFCC - Ministry of Environment, Forest and Climate Change MORTH - Ministry of Road Transport and Highways N, S, E, W, - Wind Directions (North, South, East, West or NE, SW, combination of Two directions like South West, North NW West) NGO - Non-governmental organization NH - National Highway NOC - No Objection Certificate NOx - Oxides of nitrogen PAP - Project Affected Persons PAs - Protected Areas PCCF - Principal Chief Conservator of Forests 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. Location & Features of the Project Road...... 14 C. Engineering Surveys and Investigations ...... 16 D. Design Standards ...... 17 E. Proposed Improvement ...... 23 F. Construction Camps ...... 34 G. Project Cost ...... 34 H. Construction Packaging and Implementation Schedule ...... 34 I. Project Benefits...... 35 IV. DESCRIPTION OF THE ENVIRONMENT ...... 36 A. Introduction ...... 36 B. Physical Environment ...... 39 C. Coastal and Marine Resources in Project Influence Area ...... 59 D. Biological Environment ...... 60 E. Socio-economic Environment ...... 77 V. ANALYSIS OF ALTERNATIVES ...... 82 A. With Project’ and ‘Without Project’ Scenario ...... 82 B. Location and Alignment Alternatives ...... 85 C. Alignment Modifications due to Environmental Considerations ...... 85 D. Engineering / Technological Alternatives ...... 85 VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ...... 86 A. Introduction ...... 86 B. Screening of Impacts ...... 90 C. Typical Potential Impacts ...... 94 D. Impacts on Physical Environment ...... 94 E. Impacts on Biological environment ...... 110 F. Impacts on Social Environment ...... 113

G. Physical and Cultural Resources ...... 127 H. Induced and Cumulative Impacts ...... 127 I. Expected benefits from the Project ...... 128 VII. CONSULTATION, PARTICIPATION AND INFORMATION DISCLOSURE ...... 129 A. Meaningful Consultation ...... 129 B. Objectives of the Consultations ...... 129 C. Methodology for Consultations ...... 129 D. Interaction with NGOs ...... 133 E. Public Disclosure and Further Consultations ...... 133 VIII. GRIEVANCE REDRESS MECHANISM ...... 135 IX. ENVIRONMENTAL MANAGEMENT PLAN ...... 137 A. Introduction ...... 137 B. Objectives of Environmental Management Plan ...... 137 D. Environmental Monitoring and Reporting Program ...... 138 E. Institutional Requirements ...... 166 F. Environmental Reporting System ...... 172 G. Environmental Management Budget ...... 173 X. CONCLUSIONS AND RECOMMENDATIONS ...... 177 APPENDICES ...... 179 Appendix 1: ADB’s Rapid Environmental Assessment (REA) Checklist Appendix 2: Borrow and Quarry Areas Appendix 3: Environmental and Meteorological Monitoring Appendix 4: Comparison of World Bank and GoI Ambient Air Quality Standards Appendix 5: Tree inventory within formation width of the project road Appendix 6: Rapid Biodiversity Assessment Appendix 7: Detailed Analysis of Air Modeling Appendix 8: Guidelines for Plant Management Appendix 9: Guidelines for Camp Site Management Appendix 10: Guidelines for Waste (Debris and Spoil) Disposal and Management Appendix 11: Guidelines for Borrow Area Management Appendix 12: Guidelines for Quarry Area Management Appendix 13: Noise Modeling Details Appendix 14: Details of Participants and Public Consultation attendance list Appendix 15: Indian Standard Drinking Water Specification Appendix 16. National Ambient Noise Level Standards Appendix 17: Critical Habitat Assessment

LIST OF TABLES

Table 1: Project Road Details ( to ) 1 Table 2: Primary and Secondary Information Sources 4 Table 3: Applicable Environmental National and State Requirements 8 Table 4: Summary Road Components and Design Standards 13 Table 5: Traffic Volume along the Project Road (SH40-II,) 15 Table 6: Villages and Urban Built Up Locations along Project Road 16 Table 7: Radius for Horizontal Curves 18 Table 8: Sight Distance 20 Table 9: Junction Improvement with Transverse Rumble Strip 33 Table 10: Environmental Attributes and Frequency of Monitoring 36 Table 11: Rainfall in Project Region 39 Table 12: Soil Quality Monitoring Results for the Project Road 49 Table 13: Details of Water Bodies along Project Road 52 Table 14: Water Quality Monitoring Locations 53 Table 15: Surface Water Quality Characteristics along the Project Road 53 Table 16: Ground Water Quality Characteristics along the Project Road 54 Table 17: Details of Ambient Air Quality Monitoring Locations along Road 57 Table 18: Techniques Used for Ambient Air Quality Monitoring 57 Table 19: Summary of AAQM Results along the project Road Section 57 Table 20: Details of Noise Level Monitoring Locations 59 Table 21: Ambient Noise Level in decibel (A) along the Project Road 59 Table 22: Forest Cover in Project Districts (Km2) 60 Table 23: Tree Species (>30 cm) within Formation width of Project Road 61 Table 24: Protected Area along the Project road 62 Table 25: Floral Species Recorded in the Project Influence Area 66 Table 26: Details of Spot for Field Survey along the Road Section in Protected Area 69 Table 27: Wildlife Observed in Project Area of Influence during Field Survey 70 Table 28: The species in Project Affected Area Listed in IUCN Red List & Wildlife Protection (Act) 1972 74 Table 29: Demographic Features of Project District 78 Table 30: Land Use Pattern within 500m buffer of Project Road 79 Table 31: Land Use Pattern of Project Districts 79 Table 32: Physical /Sensitive Features along the project road 80 Table 33: Comparison of Positive and Negative Impacts of ‘With’ and ‘Without’ Project Scenario 83 Table 34: Sensitivity of VECs in the Project Area 88 Table 35: Criteria for Rating the Significance of Impacts 90 Table 36: Screening of Environmental Impacts 91 Table 37: Impact on Air Quality during Construction Stage 94 Table 38: Annual Average Daily Traffic data 96 Table 39: Emission Factors for Different Types of Vehicle (ARAI, 2007) 96 Table 40: Meteorological Parameters Used for Modelling 97

Table 41: Average Background Concentration of Pollutants along the Alignment 99 Table 42: CO Predicted Concentrations (ppm) along the Proposed Road 100 Table 43:PM2.5 Predicted Concentrations (µg/m3) along the Proposed Road 100 Table 44:PM10 Predicted Concentrations (µg/m3) along the Proposed Road 100 Table 45:NOx Predicted Concentrations (µg/m3) along the Proposed Road 101 Table 46:SO2 Predicted Concentrations (µg/m3) along the Proposed Road* 101 Table 47: CO2 emission at BAU, Project with and without induced traffic 102 Table 48:Construction Noise / Distance Relationship 116 Table 49: Likely Impact on Noise Quality in the Vicinity of Project Area 116 Table 50: Typical Noise Levels of Principal Construction Equipment (Noise Level in db (A) at 50 Feet) 116 Table 51: Annual Average Daily Motorized Traffic Data 120 Table 52: Equivalent Background Noise levels 120 Table 53: Predicted Noise Levels along the Project Road 120 Table 54:Vibration Generated from Different Construction Equipment 121 Table 55: Building Vibration Damage Assessment Criteria 122 Table 56: The details of Public consultation for Project Road 130 Table 57: Summary of Issues Discussed and Measures Taken 132 Table 58: Environmental Management Plan 140 Table 59: Environmental Monitoring Plan (EMoP) 162 Table 60: Environmental Reporting System 173 Table 61: Environmental Management Cost Estimate * 174

LIST OF FIGURES Figure 1: Location of Project Road Alignment on Map 2 Figure 2: Typical Road Cross Sections 25 Figure3: Environment Parameters Monitoring Locations along the project road alignment 38 Figure 4: Rainfall distribution in the state of Tamil Nadu 40 Figure 5: Climatic Conditions in Project District 41 Figure 6: Temperature Distribution Map of Tamil Nadu 42 Figure 7: Humidity Map of Tamil Nadu 43 Figure 8: Topographic Feature of Tamil Nadu 44 Figure 9: Relief and Slope Map of Project District 45 Figure 10: Geology of State of Tamil Nadu 46 Figure 11: Rocks and Minerals Map of Project District 47 Figure 12: Soil Types in Project District 48 Figure 13: Soil Type based on Water Retention characteristics for Tamil Nadu 49 Figure 14: Seismic Map of Tamil Nadu state 51 Figure 15: Forest Cover map of Tamil Nadu showing Project Road 61 Figure 16: Protected Area of KMTR with 1km Buffer Crossing SH-40 64 Figure 17: Map showing Thiruppudaimaruthur Birds Conservation Reserve and SH-40 65 Figure 18: Photographs of Public Consultation Meetings along the project road 131 Figure 19: Grievance Redress Mechanism 136

EXECUTIVE SUMMARY

A. Introduction

1. The Government of Tamil Nadu proposes to upgrade its road network falling in the conceptual influence area of the Chennai Kanyakumari Industrial Corridor (CKIC), which aims at improving the transport infrastructure, such as the connectivity of industrial nodes to ports, urban areas and critical hinterland areas. The Highways and Minor Ports Department (TNHD) of Tamil Nadu has been mandated to undertake improvement and upgradation of various State Highways at different locations in the State under this project and will serve as the Executing Agency (EA). As part of this mandate, the Construction and Maintenance (C&M) Wing of TNHD has identified the 16 road sections for improvement 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 - Palaymkottai-Ambasamudram road (SH40-II). The length of the project road is 21.400 km. The project road starts at existing chainage km 64+200 and ends at km 85+700 of SH-40 and falls in district of Tamil Nadu.

B. Description of the Project

3. The proposed road section is part of SH-40 in Tamil Nadu State. The existing road is of two-lane carriageway with earthen shoulder configuration type. Width of RoW is not uniform along the project road and the carriageway/roadway width of the road is in range of 5.5m to 7m.

4. The available RoW of the project road varies between 16m to 30m. The existing width of the earthen shoulder varying from 0.5m to 1m on either side of carriageway. It is proposed to widen it to 2-lane with paved shoulder configuration. The road traverses through plain terrain. The project road traverses through 16 number of villages. Altogether, 21.4 km of the project road has been considered for 2-Laning with paved shoulders.

5. No bypass is proposed for the road but there are 8 minor realignments proposed. The bridge and culvert inventory of project road was carried out to assess the existing condition and the hydrological adequacy. There are existing 47 culverts and 8 nos. of minor bridges and 1 major bridge on SH-40.13 pipe culverts are proposed for reconstruction to box culverts. 25 slab/cut stone/ arch culverts will be reconstructed to box culverts. 3 pipe culverts will be retained/ widened. 4 slab culverts will be retained/ widened.

6. As per provisions of the EIA Notification 2006 (amended in 2020), all new state highway and state highway expansion projects except in hilly terrain (above 1,000m AMSL) and or notified ecologically sensitive areas fall under Category B and does not require environmental clearance from the State Environmental Impact Assessment Authority (SEIAA). The project road section is a state highway located on generally plain terrain with elevation is below 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.

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C. Description of the Environment

C.1 Physical Environment 7. Meteorological Conditions: The project road section is located in two districts; the details of physical environmental parameters of the district are:

Feature Tirunelveli Average Annual Rainfall 874.18 Concentration of October, November and December precipitation Humidity Humidity generally high throughout the year (more than 60%) Wind Generally light except rainy season Temperature Summer 45C to 37.1C Winter 29.7C to 31.9C

8. Geography and Topography: The project region has plain topography having an altitude in the range of 1-300m above mean sea level (AMSL). the land slope along project road is less than 10 m/km along the project road. Elevation ranges from 0m - 200m in the project area.

9. Landuse: The land use distribution along the 500m of project road is predominantly built-up areas (40%) followed by agricultural land (31%) followed by open dry land (29%). The land use along the project road is mostly arable land. Banana cultivation is commonly seen along the project road. Also, it is to be noted that there is no forest land within 500m buffer area of project road. The Tiruchendur-Palayamottai-Ambasamudram road (SH40-II) is well connected to important places and economic centres of the State. The builtup urban sections and villages along the project road are Omanallur, Gopalasamudram, Pirancheri, Chokkalingapuram, Melaseval I &II, Kolumadai, , Cherankovilpathu, Kuniyoor, Karukurichi, Puthukudi, Veetrirunthankulam, North Veeravanallur, South Veeravanallur, Vellankuli and South Kallidaikurichi

10. Geology: Geologically, the entire state can be broadly classified into hard rock or crystalline formation and sedimentary formations. Nearly 73% of the state is underlain by crystalline rocks of Archean metamorphic complex comprising of granite, charnockites, gneisses, chists etc. They are further intruded at many places by quartz veins, pegmatites and other ultra-basics like dolomites. The sedimentary rocks occur along the coast, flanking the crystalline mass in the west. Geological formation in the project region comprises of alluvium and granite gneiss.

11. Soil: The soil of the project districts are entisols, ultiisols and alfisols. Based on water retention characteristics, project region found to have soils that have low water retention characteristic. The soil in general is sandy to silty with good amount of primary nutrients i.e., nitrogen (N), phosphorus (P) and potassium (K) content. It has both low and high-water holding capacity and is wet in nature. Chemically slightly acidic soil the pH value varies from 7.42 to 8.04. 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: Thamirabarani, Nambiar, Chittar and Karamaniar are few important rivers flowing in . All the rivers are ephemeral in nature and iii run off is generated in heavy rainfall period only. flows approximately for 25km along the road and it is the main source of water for irrigation of the area.

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

14. Water quality was monitored at two locations to represent the profile of the project area one each for surface and ground water. Results show that the pH of the drinking water in the region is well within permissible limits (6.5 – 8.5) i.e., 7.5. The samples collected from ground water shows the parameter is well within the permissible standards. Other parameters analyzed like chloride, sulphate, fluorides are found well within standards. Overall, the ground water quality in the project areas is good.

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

16. Noise Levels and Vibrations: Noise levels were monitored at two locations along the project road. It is found that the ambient noise levels exceeds the permissible limits for residential areas prescribed by CPCB and also by World Bank 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 54.4 dB(A) along the project alignment.. This noise is mainly from vehicular traffic and local domestic/commercial activities.

C.2 Biological Environment

17. The recorded forest area in Tamil Nadu is 22,877 km2 which constitutes 17.59% of the geographical area of the state. Reserved Forests comprise 88.70%, Protected Forests 7.79% and Unclassified Forests constitute 3.51%. The RoW of the project road does not fall under any forest area and thus does not attract forest land diversion. As observed from above tree details, a total of 318 trees>30cm girth size (184 on LHS and 134 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 Pulee, Neem, Babool, Gulmohar and Banyan. No tree along road side fall in CITES list of plant. There is no protected area (National Park, Wildlife Sanctuary, Reserved Forest, Biosphere Reserve, Wetland) directly falling within the proposed RoW of project road. However, two protected area fall within 10 km radius of project road. The details of the protected area and distance from road section is given below:

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S. Protected Area Distance from road District No. 1 Kalakad Mundanthurai Tiger Nearest distance is about 750m from Tirunelveli Reserve Pudhukudi (about km 78/500) on LHS. 2 Thiruppudaimaruthur Birds Located on RHS at around 4km from Tirunelveli Conservation Reserve Vellanguli (km 83/000)

18. Kalakad Mundanthurai Tiger Reserve (KMTR) was formed by combining the two sanctuaries of Kalakad and Mundanthurai during April 1988 vide GoI letter no. F-26-9/88-WL1 dated 06.04.1988. KMTR is a home for various endemic and endangered species of flora and fauna. The nearest distance of core zone boundary (Kolundumamalai RF) of KMTR from Tiruchendur to Ambasamudram Road isabout 750 m from Pudhukudi (km 78/500).

19. As per the circular of MoEFCC dated 22nd December 2014, where roads approaching/passing by National Parks/Core-Critical Tiger Reserve/Wildlife Sanctuary are within a radius of 1 km thereof, or within the ESZ, whichever of the two is lesser, would be treated on same basis/guidelines as are applicable to the Protected Areas category that it is in proximity of. Eco Sensitive Zone around the KMTR has not been notified yet by MoEFCC. Till the ESZ is not notified by MoEFCC, a default area of 1 km distance has been considered as ESZ around the KMTR. The project road falls under this condition as it is only at 750m from the boundary of Kolundumamalai RF of KMTR. However, the project has been exempted from obtaining clearance from the Standing Committee of the National for Wild Life (NBWL) through a letter from the Tamil Nadu Forest Department.

20. Thiruppudaimaruthur Birds Conservation Reserve (TBCR) came into existence in the year 2005 following Government’s acceptance of the proposal of the Chief Wildlife Warden for declaring an area of 2.84 ha as a Conservation Reserve in accordance to Wildlife (Protection) Act, 1972.

21. The nearest distance of TBCR from project road (Vellanguli km 83/000 of SH40) is around 4 km. Among the bird species at present Little Egretts, Pond heron and Painted Stork are nesting. Spot billed pelicans are also coming for refuge but are not nesting. Near threatened birds such as the Oriental Darter was also observed.

22. A critical habitat screening and assessment conducted for the project site following ADB SPS requirements and International Finance Corporation (IFC) Performance Standard (PS) 6. The assessment findings revealed that the project site is not a critical Habitat for any biodiversity.

C.3 Socio-economic Environment

23. The project road fall under Tirunelveli district of Tamil Nadu state. As per 2011 census, Tirunelveli has population of 3,077,233 of which male and female are 1,520,912 and 1,556,321 respectively. Average literacy rate of Tirunelveli in 2011 is 82.50% compared to 76.09% of 2001. If things are looked out at gender wise, male and female literacy are 89.24% and 75.98% respectively. With regards to Sex Ratio, it stood at 1023 per 1000 male compared to 2001 census figure of 1042. The average national sex ratio in India is 940 as per latest reports of Census 2011 Directorate. Children under 0-6 formed 10.45% of District with equal distribution of male and female child. The SC and ST population distribution in the district is 18.51 % and 0.33% respectively. v

24. The 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.

25. 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.

D. Consultation, Disclosure and Grievance Redress Mechanism

26. 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.

27. Consultation with the stakeholders, beneficiaries, and community leaders 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.

28. In compliance with ADB’s SPS requirements consultation will be continued throughout the project process. The consultations were conducted during preparation of the IEE. The official consultation with the key stakeholders was undertaken in the months of June 2020 and at Tirunelveli. COVID-19 protocols were observed in the preparation and conduct of these consultations. Various officials consulted include TNHD Officials, Forest Officers, Wildlife Officials, Environmental Officers from pollution control board, statistical officer in the project areas etc. Besides interview surveys, focused group discussions (FGDs) were organized at key locations along the project road. In total 11 people were involved in consultation. 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.

29. 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. vi

30. 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. Depending on the nature and significance of the grievances or complaints, the grievance redress mechanism (GRM) will comprise procedures to address grievances A two-tier GRM will be established by TNHD. 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.

31. As project executing agency TNHD will be responsible for the disclosure of this IEE in compliance to ADB’s Access to Information Policy 2019 and ADB SPS 2009. The IEE Report will be disclosed in the English language in the office of TNHD and concerned 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 also be disclosed to the public through the ADB and CKICP websites.

E. Project Benefits

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

F. Anticipated Environmental Impacts and Mitigation Measures

33. Based on analysis of project activities and environmental baseline conditions 17 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.

34. Most negative impacts are of minor to moderate risk. There is no potential impact with high risk in involved in the project implementation. Negative impacts with moderate risks include potential for fishing by contractor staff in the Thamirabarani River and its tributaries and removal vii of trees; noise and impacts on air quality during construction and operation stages and potential poaching. All these impacts are short term and expected to occur during construction.

35. The loss of land under the agriculture use for bypass section and the 318 trees will be compensated under a mandatory compensatory scheme under the government wherein total 3180 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).

36. Total land requirement for the project is 5.5761 Ha. Other moderate and minor negative environmental impacts include dust; pollution of air and water; noise and disturbance for local communities during construction; land acquisition and impacts on 82 structures and 23 common property resources; inconveniences caused by shifting of utilities; health and safety issues for construction workers and local communities located near the project road; soil erosion; contamination and siltation of surface water.

37. 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

38. 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.

39. The monitoring program includes performance indicators for wildlife, water, air, and noise level monitoring, frequency of monitoring, and institutional arrangements of the project in the construction and operation stages, along with the estimated cost. The reporting system 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.

40. The monitoring program includes regular site inspections and checks by the PIU and FIUs under TNHD. The CSC will conduct weekly, monthly and quarterly site inspections to monitor implementation of the EMP. The CSC Environmental Specialist will monitor implementation of the EMP while the Biodiversity Specialist as external consultant will monitor implementation of the Biodiversity Management Measures.

41. An environmental management budget of INR 66.76 million (US$ 0.89 million) has been estimated for implementation of the EMP. This budget also includes cost of environmental monitoring and associated trainings.

H. Conclusions and Recommendations viii

42. The project road Tiruchendur – Ambasamudram Road Via Palayamkottai (SH40-II) 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.

43. 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 318 trees due to widening of road. There are two protected areas located within 10km radius of the road section. However, project area is do not trigger critical habitat.

44. Mitigation measures have been proposed and budgeted to address all the above identified impacts and risks in the EMP. As part of the EMP, biodiversity management actions have also been recommended to mitigate biodiversity related risks. These includes conservation/enhancement programs; strict biodiversity monitoring; and implementation of habitat improvement activities to achieve no net loss or net gain of biodiversity under the project.

45. 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 (including biodiversity conservation activities) and EMoP are included in the civil works contract agreement.

I. INTRODUCTION

A. Project Background

1. The Government of Tamil Nadu proposes to upgrade its road network falling in the conceptual influence area of the Chennai Kanyakumari Industrial Corridor (CKIC), which aims at improving the transport infrastructure, such as the connectivity of industrial nodes to ports, urban areas and critical hinterland areas. The Highways and Minor Ports Department (TNHD) of Tamil Nadu has been mandated to undertake improvement and upgradation of various State Highways at different locations in the State under this project and will serve as the Executing Agency (EA). As part of this mandate, the Construction and Maintenance (C&M) Wing of TNHD has identified the 16 road sections for improvement 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).

Table 1: Project Road Details (Gopalasamudram to Kallidaikurichi) Design Chainage Road Section (km) Length (km) Environmental Set up From To Tiruchendur – The entire length of the project Ambasamudram road runs through plain & rolling Road Via 64+200 86+000 21.400 terrain and passing across Palayamkottai several agricultural land, villages, Road (SH40-II) and towns of Tirunelveli district

2. Tiruchendur – Ambasamudram Road Via Palayamkottai Road section (SH40-II) 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 Tiruchendur – Palayamkottai-Ambasamudram Road project. All discussions thereafter focus on this road section. IEE has been prepared in accordance with relevant policies and regulations of the Government of India, GoTN, and the ADB’s Safeguard Policy Statement 2009 (SPS). This IEE report will be disclosed in the office of Tamil Nadu Highways Department and on the ADB’s website.

B. Nature, Size and Location of Project Road

3. The project road is located in Tirunelveli district of Tamil Nadu. The location of the project road is shown in Figure 1.

4. The length of the project road is 21.4km. The proposed road starts at km 64+200 and ends at km 85+700. The existing road section is planned to be widened to 2 lane configuration with paved shoulders in four sections as mentioned above. The project road alignment is linear in nature.

2

Figure 1: Location of Project Road Alignment on Map

C. Background of the Present Report

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

6. The environmental impact assessment study was prepared between the months of November 2019 to June 2020 to fulfill ADB’s SPS 2009 requirements for financing the Project. The detailed engineering design report has been prepared by M/s. SMEC India Pvt. 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 Tiruchendur – - Palayamkottai-Ambasamudram Road (SH40-II) project and identifies the environmental issues to be considered in the project planning and design stages. In this report, the different activities that are likely to take place to achieve the project objectives have been analysed. Potential impacts that may accompany them have been identified, assessed for significance, and concomitant avoidance, mitigation, and compensation measures were prepared in consultation with stakeholders. The IEE addresses 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 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 areas of direct influence caused by constructional and operational facilities along the proposed road sections. The IEE is based on proposed road alignment and key construction activities involved such as site clearing, removal of trees, excavation, filling, grading and embankment formation, excavation for utility trenches, subgrade preparation, base course and asphalt overlay, shoulder, and construction of permanent structures like retaining walls, culverts and drains. The IEE also covered ancillary activities like camp site establishment and maintenance, sourcing of materials, and operation of equipment like rock crusher and hot mix plants. The corridor of impact is taken as 10 meters either side of the proposed alignment (from edge of the proposed road) including RoW of 16 meters for urban stretches, 23 meters for rural areas, and 30 meters for bypasses. However, the study area impact zone is considered up to 10 km aerial distance on both sides of road alignment to allow for coverage of indirect and induced impacts and a larger analysis of land use and other environmental features. Assessment is carried out on the following environment components: terrestrial and aquatic ecology, soil, water, air, noise, and socio- economic aspects. The project area of influence (PAI) was determined as 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 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.

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

1. Collection and Analysis of Data

13. 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 4 corridor were collected both from published and other relevant sources e.g., the Department of Forest, Tamil Nadu State Pollution Control Board, State Statistical Department etc. The data collection from the field was completed with the help of enumerators / investigators. The interviewers were trained for filling up the questionnaire at the site. To ensure the accuracy of the data, data collection was done under the supervision of the ADB TA consultant. The type and source of information compiled in this IEE are shown in Table 2.

Table 2: Primary and Secondary Information Sources Information Sources Technical information on existing road features Department of Highways Tamil Nadu, Project and proposed rehabilitation work. Inventory of Implementation Unit, ADB Project, CKICP road features; viz. water bodies community Design Consultant, Ground physical surveys structures, environmental sensitive location are and graphics consultants as, 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, Tirunelveli District. afforestation norms etc. Status of Fishing Activity District Fisheries Offices at Tirunelveli District

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

2. Environmental Monitoring and Analysis

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

15. Vegetation and Wildlife Surveys: In order to assess presence of flora and fauna along the proposed alignment field surveys have been carried out with the help of field officers of the state forest department. In addition to biodiversity along the alignment, specific attention was 5 given to key biodiversity areas having core zones within 10 km from the alignment. Findings are incorporated in Chapter 4 of this IEE report.

3. Analysis of Alternatives

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

4. Stakeholder and Public Consultations

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

5. Assessment of Potential Impacts

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

6. Preparation of the Environment Management Plan

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

F. Structure of the Report

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

• Chapter 1 - Introduction: This section describes the background information about the project and IEE study. • Chapter 2 - Policy, Legal, and Administrative Frameworks: this section summarizes the national and local legal and institutional frameworks that guided the conduct of the assessment as well as applicable international conventions and protocols. • Chapter 3 - Project Description: This section presents the key features and components of the proposed project. • Chapter 4 - Description of the Environment: This section discusses the relevant physical, biological, and 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 6

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

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

II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

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

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

A. National (India) Environmental Policy Framework 23. The legal framework of the country consists of several acts, notifications, rules and regulations to protect environment and wildlife. In 1976, the 42nd Constitutional Amendment created Article 48A and 51A, placing an obligation on every citizen of the country conserve the environment. The national legislations are broadly divided under following categories:

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

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

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

25. State Pollution Control Boards (SPCBs) 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.

26. The environmental impact assessment (EIA) requirement in India is based on the Environment (Protection) Act, 1986, the EIA Notification, 2006 (latest amendment in 2020), all its related circulars, MOEFCC’s Environmental Impact Assessment Guidance Manual for Highways 2010 and IRC Guidelines for Environmental Impacts Assessment (IRC:104-1988) of highway projects. In addition to road widening and rehabilitation 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).

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

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) Revenue Department (For trees outside Forest Revenue Tree cutting 2-6 1 Tree Cutting area) and TNHD Standing Orders permission months (b) Forest Department (For trees inside ESZ)

Construction Stage (Responsibility: Contractor) Water Act of Establishing 1974, Air Act of campsites, 1981, Noise stone crusher, Rules of 2000 and Consent to Tamil Nadu Pollution The 2-3 1 hot mix plant, Environmental Establish Control Board Contractor months wet mix plant 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 Rules of 2000 and Consent to Tamil Nadu Pollution The 2-3 2 mix plant, wet Environmental operate Control Board Contractor months mix plant and Protection Action Diesel of 1986 and as Generator Sets amended Manufacture Tamil Nadu Pollution Storage of fuel storage and Permission for Control Board or oil, lubricants, Import of storage of Local Authority The 2-3 3 diesel etc. at Hazardous hazardous (District Magistrate Contractor months construction Chemical Rules chemical /District camp 1989 Ccommissioner) State Minor Mineral Concession Rules, The Mines Quarry Lease Tamil Nadu Quarry The 2-3 4 Act of 1952, Deed and Department of Mines operation Contractor months Indian Explosive Quarry License and 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 Water The 2-3 5 ground water Rules of 2002 for use in road Board Contractor months construction activities Permission for Use of surface use of water for Tamil Nadu Irrigation The 2-3 6 water for - construction Department Contractor months construction purpose Engagement of The 2-3 7 Labor Act Labor license District Labor Officer labor 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, 2013, and 2020), all new state highway and state highway expansion projects except in hilly terrain (above 1,000m AMSL) and or notified ecologically sensitive areas fall under category B and do not require environmental clearance from the State 10

Environmental Impact Assessment Authority (SEIAA). 1 Since the proposed project involve expansion of the existing state highway road section between Tiruchendur – -Palayamkottai-Ambasamudram Road (SH40-II) and this section is not located in hilly terrain (above 1,000m AMSL) or any notified ecologically sensitive areas (ESA), by MoEFCC, GoI, it does not fall under the purview of EIA notification. 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 Tiruchendur – Palayamkottai - Ambasamudram Road (SH40-II) 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 Tiruchendur – Palayamkottai - Ambasamudram Road (SH40-II) project even as the project road alignment at km 78+500 is located within at a distance of 750m from the boundary of Kolundumamalai Reserved Forest of Kalakad Mundanthurai Tiger Reserve (KMTR) protected area. The letter from the Tamil Nadu Forest Department is attached as appendix-17. The project road alignment at km 83+000, (Vellanguli village) is at a nearest distance of 4 km from protected area boundary of Thiruppudaimaruthur Birds Conservation Reserve (TBCR). The project road comes within 10 km radius of TBCR and KMTR however does not falls within the protected area. (table 3, planning stage item 2). • Cutting of trees in non-forest land requires a tree cutting permit from the Revenue department. All trees cut under a project must be compensated by compensatory afforestation in the ratio of 1:10. • 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) 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).

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

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

B. Social Regulatory Requirements of India and Tamil Nadu 30. There are many rules and regulations framed by the Government of India for the protection of workers. Most of these legislations will be applicable to contractors in charge of construction. EA will ensure compliance to these social legislations through contractual obligation and regular checks and penalties. These legislations include the Building and Other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996, Child Labour (prohibition and Regulation) Act, 1986; Minimum Wages Act, 1948; Workmen Compensation Act, 1923; Payment of Gratuity Act, 1972; Employee State Insurance Act; Employees P.F. and Miscellaneous Provision Act, 1952; Maternity Benefit Act, 1951; Payment of Wages Act, 1936; Equal Remuneration Act, 1979; Inter-State Migrant Workmen’s (Regulation of Employment & Conditions of Service) Act, 1979; Equal Remuneration Act, 1979 etc.

C. International Treaties and Relevance to the Project 31. Government of India has signed many international treaties. GOI has also framed various laws, regulations and guidelines to meet country’s obligations under these treaties. Projects of this magnitude may contribute in meeting country’s obligation directly or indirectly. A screening was carried out of these treaties regarding its applicability to this project. The relevant international treaties are:

• Kyoto Protocol to the United Nations Framework Convention on Climate Change (Ratified by India in 1997): The Kyoto Protocol is an international agreement linked to the United Nations Framework Convention on Climate Change. The major feature of the Kyoto Protocol is that it sets binding targets for 37 industrialized countries and the European community for reducing greenhouse gas (GHG) emissions. These amount to an average of five 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

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

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

F. Category of the Project 34. The project has been evaluated considering the outcome of the ADB Rapid Environmental Assessment (REA) checklist and the same is enclosed as Appendix 1. All environmentally sensitive areas along the proposed alignment have been critically analysed to assess the magnitude and extent of likely impacts.

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

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

III. PROJECT DESCRIPTION

A. Type and Location of Project Road

37. Project activity involves resurfacing, widening, restoration and rehabilitation. It will involve improvement in project road taking into consideration of lane configuration, widening scheme, speed, embankment height and the urban or rural setting of the road. The project is linear in nature and length to be taken up for improvement is about 21.400 km.

38. It is proposed to improve state highway road section from two-lane road with earthen shoulder configuration type to 2-lane with paved shoulder configuration with 7.0 m carriageway of pavement and 1.5 m paved shoulders on both side. In urban areas the improvement will restricted to the existing RoW. Table 4 presents key project road features and design standards for project road.

Table 4: Summary Road Components and Design Standards S.No. Description of item Details Existing Features 1. Road length 21.40km. 2. Carriageway width 5.5 m to 7.0 m 3. Surface of carriageway BM 4. Shoulder width 0.50 to 1.00 m 5. Formation width 7.00 to 10.00 m 6. Right of way 8.00 to 30.00 m Fair/Poor, More Ravelling, Cracks, patching and potholes 7. Condition of the road found at many places. 8. Terrain Plain within within 10km 500m distance distance Type of Land on either on either use side of side of project project road road Agricultural : 52.2% 59% 9. Land use Settlement : 6.6% 21% Water Bodies : 18.4% 13% Reserved : 6.6% Nil Forest Open scrub : 15.3% 7% land Plantation : 0.4% Salt pans : 0.5% Nil 14

S.No. Description of item Details

Deep Red soil, Black Cotton Soil, Red Sandy Soil, 10. Type of soil Saline Coastal Alluvium and River Alluvium

11. Junction Major-1,Minor-42 unlined drain on both side and filled with 12. Drain earth/stones/debris at some locations

13. Traffic Intensity Heavy

14. Structures Culverts 47 Minor Bridge 8 15 Utilities Waterline, EB Poles and OFC Improvement Proposal 12.0 m in rural stretches and 16.0 m in urban stretches. 16 Formation Width proposed widening to 2lane with paved shoulder (2L+PS).

13 pipe culverts are proposed for reconstruction to box culverts. 25 slab/cut stone/ arch culverts will be reconstructed 17 Cross Drainage Structures to box culverts. 3 pipe culverts will be retained/ widened. 4 slab culverts will be retained/ widened.

18 Total no. of trees to be cut 318(184on LHS and 134on RHS)

19 Major River Crossing Thamirabarani river

2 river, 4 lakes, 5 ponds and 5 check dams/bund fall are Ponds/Check dams 20 falling within the 500m area along the project road

Source: Detailed Project Report, 2015-2016

B. Location & Features of the Project Road

39. 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.

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

B.1 Right of Way (RoW) 15

41. The existing right of way (RoW) of the project road section varies between 16 to 30m, however the carriageway/roadway width of the road is uniform between 5.5m to 7m. The existing carriageway of project road is two lanes in most portions. However, in builtup sections existing carriageway is of intermediate lane configuration.

B.2 Cross Drainage Structures

42. There are existing 47(2 arch, 20 cut stone, 14 pipe and 11 RCC Slab culverts) culverts falling along the alignment. There are 1 major bridge and 8 minor bridges existing along the project road. Unlined drain is found along the project road. Due to the lack of maintenance, vegetation formed in it and hence the flow is blocked. There are no of existing causeways

B.3 Traffic Scenario

43. The 7-day 24-hour directional classified Traffic Volume Count (TVC) was carried out at one location along the project road section during feasibility study and DPR preparation stages in January 2014. The average daily traffic volumes are given below in Table 5. Traffic projections are in Table 38 in Chapter 6 of this report.

Table 5: Traffic Volume along the Project Road (SH40-II) AADT PCU Km 73+000 Car 1371 Auto Rick. 383 Two Wheeler 1920 LMV (pickups and other less than 3T) 762 Mini Bus 129 Bus 1448 LCV 156 2-A Truck 366 3-A Truck 440 MAV / Heavy construction machinery (4 - 6 axle) 114 Oversized vehicles (7 axle / more) 0 Tractor 8 Tractor + Trailer 55 Cycle 257 Cycle Riksha 0 Animal drawn 0 Total 7409 Source: Traffic volume Survey by the DPR Consultant

B.4 Road Width

44. The carriageway is 5.5 to 7.0 m wide. Pavement varies from fair to poor. The road is damaged at number of places due to the absence of drainage. At some locations, ravelling, patching and rutting are severe. The shoulders are of clay & red soil with width varying from 0.50 to 1.00 m on both side of carriageway which is in poor condition. There is a level crossing across the project road at km 75+650. 16

B.5 Villages and Urban-Built Up Sections

45. The Tiruchendur – Palayamkottai- Ambasamudram Road (SH40-II) is well connected to important habitation places and economic centres of the district. The builtup urban sections and villages along the project road areOmanallur, Gopalasamudram, Pirancheri, Chokkalingapuram, Melaseval I &II, Kolumadai, Pattamadai, Cherankovilpathu, Kuniyoor, Karukurichi, Puthukudi, Veetrirunthankulam, North Veeravanallur, South Veeravanallur, Vellankuli and South Kallidaikurichi and given in Table 6 below.

Table 6: Villages and Urban Built Up Locations along Project Road Sl. Location in Km Name of Village/Town No From To 1 64+200(L) 65+400(L) Omanallur 2 64+200 66+500 Gopalasamudram 3 66+500 67+500 Pirancheri 4 67+500 68+660 Chokkalingapuram 5 68+660 69+600 Melaseval I &II 6 69+600 70+600 Kolumadai 7 71+700 73+300 Pattamadai 8 73+300 77+600 Cherankovilpathu 9 76+00 77+00 Kuniyoor 10 77+00 78+000 Karukurichi 11 78+000 79+400 Puthukudi 12 79+400 80+100 Veetrirunthankulam 13 79+400 82+700 North Veeravanallur 14 80+100 82+700 South Veeravanallur 15 82+700 84+300 Vellankuli 16 84+300 86+000 South Kallidaikurichi Source: DPR

C. Engineering Surveys and Investigations

46. 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. • • 17

D. Design Standards

47. 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 MORT&H 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

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

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

2. Geometric Design Control

49. 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

50. 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.

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

3. Horizontal Alignment

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a. Design Speed

52. 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.

53. The project road located in plain terrain improved to provide minimum radius in most of the locations to attain better alignment for the design and operational speed of 80kmph to 100kmph except at built up location of curves. 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/operational speed along sensitive land uses may be adopted to reduce noise and for pedestrian safety.

b. Radii of Curve

54. 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.

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

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

56. 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

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

e=V2/225R

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

58. 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

59. 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

60. 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

61. 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 20

62. The vertical alignment of the carriageway has generally been compatible with the guidelines given in the IRC SP 23 and the maximum gradient at all structure approaches is restricted to 2%.

• At locations of grade break of 0.5%, vertical curves have been provided. • The length of vertical curve is restricted to minimum 50 m • Number of PVI are not be more than 4 in one km. • At locations of sight deficiency, at least Stopping Sight Distance (SSD) are provided.

63. 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

5. Pavement Design

64. 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 Base/Sub Base for a service life of 20 years. Strengthening of the pavement by bituminous overlay are done periodically after 10 years.

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

6. Embankments

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

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

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

7. Grade Intersections

69. 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 21

70. 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

71. The proposed layout and the locations of truck lay bye are generally based on the provisions of 2 lane manual if required.

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

72. 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.

73. 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.

74. 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 2 to 3 m from the edge of the carriageway. On kerbed road it is proposed as not less than 60 cm away from the edge of the kerb.

75. 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.

76. 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. 22

77. 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/minor junctions Bus bay/Bus shelter and Built up stretches.

78. 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:

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

80. Roadside Facilities: The roadside facilities are provided as per the requirement of road users. On street parking, bus lay-by and bus shelters High mast Light, Street Lights, Road Furniture Delineators, Road Studs, etc., are proposed for project road of SH-40 Part 2.

81. 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.

82. 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:

83. 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.

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

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

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

87. 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 23 speeds in themselves. The typical design details of rumble strips proposed are transverse strips of Pre-mix bituminous concrete 500 mm wide and overall thickness 20 mm laid across a carriageway up to the end of paved shoulder. There will be 6 such transverse strips spaced at 0.5 m c/c. Proper signboards and marking are proposed to caution the drivers in advance of the situation. Rumble strips are proposed.

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

E. Proposed Improvement

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

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

1. Proposed Right of Way

89. The proposed RoW for the 2 lane configuration has been fixed as 16.0m in urban built- up areas and 23m in open and rural areas.

2. Embankment Height

90. 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

91. Bus Bays are provided at places where the bus stoppages are more (Near Urban areas). Bus stops are generally provided at road intersections and minor urban areas where the number of stoppages is minimum. Quantification for construction of pavement at these locations has been done along with road construction and quantification for providing shelters, footpaths; markings etc have been separately made. 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.

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4. Cross Sectional Details

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

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

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Figure 2: Typical Road Cross Sections

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27

28

29

30

31

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5. Realignment and Bypasses

94. The project involves no bypass proposal along the project road and 8minor realignments.

6. Culverts and Bridges

95. The Bridge and culvert inventory of project road was carried out to assess the existing condition and the hydrological adequacy. 13 pipe culverts are proposed for reconstruction to box culverts. 25 slab/cut stone/ arch culverts will be reconstructed to box culverts. 3 pipe culverts will be retained/ widened. 4 slab culverts will be retained/ widened.

7. Borrow and Quarry Materials Sourcing

96. About 4,03,800 cum of borrow earth, 40,000 cum of fine aggregate and 1,60,000 cum of aggregates 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 areas for the project road has been shown in Appendix 2.

8. Geometric Design

97. 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.

98. 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.

99. Except in the following curve locations the design and operational speed all along the project road is designed as 80 kmph to 100 kmph.

• The speed has been restricted due to geometry and social impacts (e.g. schools, places of worship, hospitals, etc.) with additional signages in the specific chainages. • Improvement of the existing road geometrics 9. Intersections

100. 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. The major and minor junction improvement by providing transverse rumble strip along the project road is provided in Table 9. 33

Table 9: Junction Improvement with Transverse Rumble Strip Existing Design Type of SL. Category of Village / Cross road Chainage Chainage Junction No. Intersection leads (km) (km) (+,T,Y) Major Junctions (Four arm Cheranmadevi 1 74+93 74+730 + - Type Junction) Junction(SH 177) Minor Junctions 1 64+310 64+320 Y-RHS Village Road Gopalasamudram 2 65+090 65+080 T-LHS Village Road Subramaniapuram Omanallur / 3 65+360 65+340 + - Type ODR Gopalasamudram 4 66+955 66+920 T-LHS ODR Singikulam 5 67+020 66+970 T-RHS ODR Gopalasamudram 6 67+070 67+040 T-RHS ODR Pirancheri LHS-Singikulam / 7 68+825 68+780 + - Type ODR RHS-Melaseval 8 69+235 69+160 T-LHS ODR Karisalpatti 9 70+165 70+083 T-RHS Village Road Kollumadai 10 71+780 71+635 T-RHS Village Road Pattamadai Pond BT Road 11 72+020 71+850 Y-LHS Village Road ,Pattamadai Abdual kalam BT 12 72+185 72+025 T-RHS Village Road Road,Pattamadai 13 72+435 72+280 T -LHS Village Road Ambedkar nagar Pallaivasal BT 14 72+335 72+180 T-RHS Village Road Road,Pattamadai 15 72+540 72+390 + - Type ODR Idayankudi / Hospital Marudhu pandian 16 72+940 72+790 T -RHS Village Road street 17 74+700 74+540 T-RHS Village Road 18 74+990 74+800 T -LHS Village Road Nethaji nagar 19 75+250 75+080 T -LHS Village Road Jeya nagar 20 75+350 75+190 T -LHS Village Road Street road 21 75+490 75+310 Y -LHS Village Road Cheranmahadevi 22 75+980 75+630 T-RHS Village Road Cheranmahadevi 23 76+610 76+410 T-RHS ODR Kunioor 24 77+120 76+920 T-RHS ODR Kunioor 25 77+316 77+120 Y -RHS Village Road Sakthikulam road 26 77+610 77+410 Y -RHS Village Road Karukurichi 27 78+220 78+025 T-LHS Village Road KeelaPudhukudi 28 78+890 78+695 T-LHS Village Road MelaPudhukudi 29 79+705 79+470 T-LHS Village Road Veerava Nallur Railway Station 30 79+980 79+730 Y-RHS Village Road road,Veeravanallur 31 80+150 79+900 T-RHS Village Road Veeravanallur 32 80+207 79+965 Y-RHS ODR Veeravanallur 33 80+380 80+130 T-RHS Village Road Veeravanallur 34 84+500 80+250 T-LHS Village Road Veeravanallur 35 81+020 80+760 T-LHS Village Road Pudhur 34

Existing Design Type of SL. Category of Village / Cross road Chainage Chainage Junction No. Intersection leads (km) (km) (+,T,Y) Major Junctions 36 81+064 80+803 T-LHS Village Road Reddyarpuram LHS-Railway Station / 37 81+125 80+860 + - Type ODR RHS-Veeravanallur 38 81+310 81+050 T-LHS Village Road Anna Nagar Isaki amman Koil 39 81+360 81+095 T-RHS Village Road Street 40 83+397 83+110 Y-RHS Village Road Vellankuli 41 85+325 85+025 T-RHS Village Road Karambai 42 85+330 85+030 T-LHS Village Road Pottal

10. Water for Construction

101. The water requirement has been assumed based on past project experience and on the strict quality control basis. A domestic requirement of 150 litres per worker for each day has been assumed. For this project about 200 resident workers have been considered. A volume of 330 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

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

G. Project Cost

103. Based on the bill of quantities and unit rates, the total project cost (including Basic civil cost, GST, price variations, utility shifting, overlay and other contingencies) was estimated for project road from Rehabilitation and upgrading to 2 lane with paved shoulders of Tiruchendur- Palayamkottai-Ambasamudram Road (SH40-II) having total design length of 21.400 km is about INR 202.69 Crore (USD 27.05 million).

H. Construction Packaging and Implementation Schedule

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

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I. Project Benefits

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

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IV. DESCRIPTION OF THE ENVIRONMENT

A. Introduction

106. 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, NGOs 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.

107. The data on water, soil, air and noise were collected through field monitoring. The environmental monitoring was carried out by NABL accredited laboratory “Global Lab and Consultancy Service Pvt. Ltd.”, Salem in the month of November- December 2019 for baseline air, noise, vibration, water and soil parameters. Climatological data was collected from India Meteorological Department (IMD). Efforts have been made to compile the available data from literature, books, maps and reports. The methodology adopted for data collection is highlighted wherever necessary. Environmental attributes and frequency of baseline surveys are presented in Table 10. The environment parameters monitoring locations are shown in Figure 3. The baseline parameters are selected as specified by regulatory agencies in India and number and locations of the sampling are selected with due consideration to environmental sensitivity along the project line alignment and as agreed upon with the client.

Table 10: Environmental Attributes and Frequency of Monitoring No. of S. No Attribute Parameter Source Samples LAND ENVIRONMENT 1 Geology Geological Status --- Literature review 2 Seismology Seismic Hazard --- Literature review WATER ENVIRONMENT 1-Ground & Physical, Chemical and Sampling/ monitoring 3 Water Quality 1- Surface Biological parameters locations water AIR, NOISE, SOIL AND METEOROLOGY

Ambient Air PM2.5, PM10, Carbon Quality & Monoxide (CO), Oxides of Sampling/ monitoring 4 One meteorological Nitrogen (NOx) and Sulphur locations conditions Dioxide (SO2). Noise levels in dB (A) Sampling/ monitoring 5 Noise Two Leq, Lmax, Lmin, L10, L50, locations L90 Physico-chemical Sampling/ monitoring 6 Soil Quality One parameters locations BIODIVERSITY AND ECOLOGY 37

No. of S. No Attribute Parameter Source Samples Literature review, field Terrestrial Type of vegetation, trees Once (over 1 7 inventory / sampling, and Flora/Vegetation and flora week period) consultations Literature review, field Fauna and Once (over 1 surveys, and consultations 8 Wildlife and Species Wildlife week period with wildlife/forest officials and experts SOCIO-ECONOMIC Socio-economic Field studies, literature 9 Socio-economic profile Once aspects review.

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Figure 3: Environment Parameters Monitoring Locations along the project road alignment

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 39

B. Physical Environment

108. 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

109. 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.

110. 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.

111. 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).

112. 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

113. The project districts receive the rain under the influence of both southwest and northeast monsoons. The northeast monsoon chiefly contributes to the rainfall in the districts. Tamil Nadu state is the only part of the India that receives rainfall during winter months.

114. The actual rainfall in Tirunelveli district for the period of last five years (2009-2013) as provided by the Hydro-met division of the India Meteorological Department is given in Table 11.

Table 11: Rainfall in Project Region Rainfall for Tirunelveli District (mm) Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total 2009 8.2 0 28.2 69.9 25.8 15.3 54.1 30.0 27.9 115 405.4 133 912.8 2010 35.9 0.1 4.6 43.2 36.6 26.0 63.4 15.6 84.6 111.9 291.7 152.2 865.8 2011 21.9 52.6 44.7 78 5 49.1 21.2 22 15.4 307.5 253.6 78.8 949.8 2012 40.8 29.9 30.4 61.8 8.5 1 16 12.6 7.3 302.7 139.1 74 724.1 2013 2.1 96.8 119.4 24.8 25.5 111.8 50.5 29.2 45.5 57.5 263.8 91.5 918.4 Average 874.18 Source: IMD

115. Above rainfall data shows that project districts received maximum rainfall during months of October and November i.e., in winter season. The average rainfall of last five years period in Tirunelveli is around 874 mm. In the State of Tamil Nadu, the project region is in moderately low 40 to high rainfall receiving region. The rainfall distribution map for the State of Tamil Nadu presented in Figure 4 highlights this aspect very clearly.

Figure 4: Rainfall Distribution in the State of Tamil Nadu

Project Road

116. It shows that the annual rainfall in project region varies between below 700mm to 1200mm. No rainfall was observed during the field monitoring carried out in the months of November-December 2019.The climatic conditions of the project distric are given in Figure 5.

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Figure 5: Climatic Conditions in Project District

Project Road Project Road

Map showing part of project Road section in District Map showing part of project Road section in Tirunelveli District 42

b. Temperature

117. Tirunelveli: In the day time the coastal area is cooler than the interior parts by about a degree in summer and southwest monsoon seasons and warmer by one to two degrees during the rest of the year. From about the middle of February, temperature increases steadily. In May which is usually the hottest month in the interior, the mean daily maximum temperature is 37.1°C degree Celsius. The weather was quite very hot in April, May and June. The maximum temperature sometimes reaches 45°C. With the onset of the southwest monsoon by the end of May or beginning of June, there is some drop-in temperature. By about the middle of October, both day and night temperatures decrease appreciably. The period from November to January is the coolest season of the year with the mean daily maximum temperature of about 29.7°C to 31.9°C.

118. Project region falls in mild hyperthermic to strong hyperthermic zone as per temperature distribution map of Tamil Nadu State, see figure-6. The maximum, minimum and average temperature observed along the alignment during field monitoring was 27.8 °C, 22.5 and 24.8 °C; respectively.

Figure 6: Temperature Distribution Map of Tamil Nadu

Project Road

119. The project area of influence (PAI) has humid and sub-humid climate in Figure 7. The average relative humidity in Tirunelveli district varies between 79% and 84% and highest occurs during the months of December to January and the lowest during the month of June. 43

Figure 7: Humidity Map of Tamil Nadu

Project Road

c. Winds

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

121. In January and February, winds blows steadily from northeast, occasionally from north and northwest. Between month of June and September, the winds reverse their direction and blow mostly from southwest direction. The wind speed is highest in the month of June and lowest in the month of March. The maximum and minimum wind speed in Tirunelveli district is around 7.0 km/hr.

122. The minimum, maximum and average wind speed observed along the alignment during field monitoring was 0, 6 and 2.9 kmph; respectively. The dominating wind direction observed along the alignment during field monitoring was NE (North-East) followed by W (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

123. A detailed climate risk and vulnerability assessment has been prepared for the project in compliance with ADB requirements. The assessment revealed that the project has high overall risk for flooding due to extreme rainfall, storm surges, and other extreme events such as water scarcity and heat waves. Measures to address these have been included in the design which 44 include increased drainage capacity and embankment heights.2

2. Topography and Geography

124. Geomorphologically from west to east, three major units are recognised in Tamil Nadu viz. the , the Central Region and the Coastal Plains. The project road stretch falls in Tirunelveli district.

125. Tirunelveli: The district is bordered by Western Ghats (Ridge and valley complex) in the West. A major part of the district constitutes a plain terrain with a gentle slope towards east and southeast, except for the hilly terrain in the west. The general elevation of the area varies from less than 10 to 1408m AMSL (Tulukkaparai hill range).

126. The topography (altitude) map for the State of Tamil Nadu is presented in Figure 8 wherein project road is also marked. As can be inferred from the map, the project region has plain topography having an altitude in the range of 1-300m AMSL.

Figure 8: Topographic Feature of Tamil Nadu

Project Road

Source: DPR

127. Also, the relief and slope map of project district with marked project road is shown in Figure 9. As observed from figure, the land slope along project road ranges from 0-50 m/km in Tirunelveli district. Elevation ranges from 0-200m in Tirunelveli district.

2 Details in the Project Climate Change Assessment and Climate Risk and Vulnerability Assessment Report 45

Figure 9: Relief and Slope Map of Project District

Project Road

Map showing project road in Tirunelveli District

3. Geology and Mineralogy

128. Geologically, the entire state can be broadly classified into hard rock or crystalline formation and sedimentary formations. Nearly 73% of the state is underlain by crystalline rocks of Archean metamorphic complex comprising of granite, charnockites, gneisses, chists etc. They are further intruded at many places by quartz veins, pegmatites and other ultra-basics like dolomites. The sedimentary rocks occur along the coast, flanking the crystalline mass in the west. This sedimentary formation mainly comprises of recent alluvial deposits, tertiary sandstone, lignite, cretaceous limestone, argillaceous sandstone etc. Besides these, sporadic occurrences of upper Gondwana formations consisting of compact sandstone, shale etc, are found as thin and isolated patches. Younger alluvial deltaic deposits cover the entire coastal belt. The geological map of Tamil Nadu state is shown in Figure 10. As observed, geological formation in the project region is comprised mainly of alluvium. Figure 11 shows the rocks and minerals map of project districts with marked project road. Mica is found near the end chainage of the project road in Tirunelveli district.

129. 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, 46

69% dunite, 59% garnet, 52% molybdenum and 30% titanium mineral resources of the country. The geology and mineralogy map of the project district and the project road is given in Figure- 10.

Figure 10: Geology of State of Tamil Nadu

Project Road

47

Figure 11: Rocks and Minerals Map of Project District

Project Road

Source: District Planning Map Series

4. Soil Characteristics

130. 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.

131. Figure 12 shows the soil map of the project district with the marked project road section. As observed, the soil types along the project road include entisols, ultiisols and alfisols.

132. Based on water retention characteristics, project region has soils that have high water retention characteristics as shown in Figure 13.

48

Figure 12: Soil Types in Project District

Project Road

Map showing Soil Types along project road in Tirunelveli District

133. The soil samples were collected at 1 location (Tirunelveli district) from agriculture field along the project road section alignment during DPR preparation. These soil samples were analysed for physical characteristics (colour, texture, water retention capacity, infiltration rate and density), particle size distribution, chemical characteristics (pH, electrical conductivity and organic carbon), and nutrient contents (NPK). Soil quality monitoring results are given in Table 12 while the monitoring locations have been shown in Figure 3 for the project road. 49

Figure 13: Soil Type based on Water Retention characteristics for Tamil Nadu

Project Road

Table 12: Soil Quality Monitoring Results for the Project Road Sl. No Parameters Unit Tirunelveli 1 pH (10% solution) -- 7.42 2 Conductivity mmhos/cm 0.352 3 Sand % 80 Silt % 15 Clay % 5.0 4 Texture Sandy Soil 5 Moisture Retention % capacity 4.91

6 Infiltration rate mm/hr 14.73 7 Organic matter % 1.6 8 Nitrogen % 0.0129 9 Potassium % 0.0134 10 Phosphorous % 0.0112 11 Sulphates % 0.0015 50

Sl. No Parameters Unit Tirunelveli 12 Sodium Sulphate % 0.0051 13 Calcium Sulphate % 0.0084 14 Oil & Grease % 0.0091 Source: Monitoring undertaken during DPR preparation

134. The pH levels of the soil samples show that soils along the project road are neutral having pH of 7.42. The soil type is silty, sandy and clay in texture at sampling locations. 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

135. 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.

136. The project road also fall under zone II (Low risk zone) and relevant provisions in IRC- 6:2010 have been adopted in the design. The seismic map of Tamil Nadu has been shown in Figure 14.

51

Figure 14: Seismic Map of Tamil Nadu state

Project Road

Source: Tamil Nadu State Disaster Management Plan

6. Water Resources and Hydrology

6.1 Drainage

137. Thamirabarani, Nambiar, Chittar and Karamaniar are few important rivers flowing in west -southeast direction in Tirunelveli district. These rivers are ephemeral in nature and run off is generated in heavy rainfall period only. Thamirabarani River flows approximately for 25km along the road and it is the main source of water for irrigation of the area. 138. The hilly terrains have resulted in number of water fall in the district. There are three major water falls in Manimuttar Reservoir catchments area and there are few water falls in the Tamarabarani river also. A series of fall in in comprising five falls, Honey falls, Main falls and Old Courtallm falls are some of the important falls in the area.

6.2 Drainage and Water Bodies along the Project Road

139. There are many rivers/streams/ nalas/ drains crossing the project road. ThamirabaranI river crosses the project road. Also, Thamirabarani river flows approximately for 25km length along the road and it is the main source of water for irrigation in the region. 2 nos. of ponds, 4 nos. of check dams and 1 nos. of lake are observed along the project road. 140. Details of the water bodies and likely impact observed along the project road are presented in Table 13. 52

Table 13: Details of Water Bodies along Project Road Length of Name and water Distance Possible S. Ch. LHS/ Type of Present body from impacts No. (Km) RHS Water Condition along Centerline from Project Bodies road (m) Water in No Impact 1 67.1 LHS Lake 1400 05-Aug flowing Minor Condition realignment Static 2 71.4 LHS Check Dam 300 10-Dec No Impact Water Partial Both Static 3 72 Check Dam 150 08-Sep Impact on Side Water RHS Static 4 73.2 LHS Pond 100 Oct-15 No Impact Water Static Partial 5 83.2 LHS Pond 100 06-Oct Water Impact Static 6 84.2 LHS Check Dam 50 15-20 No Impact Water Check Dam Siltation With Steel Static 7 84.4 RHS 30 Crossing during Channel Water construction Gates Source: DPR and Field Survey

141. 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-40. 6.3 Hydrogeology

142. Tirunelveli: The district is underlain by both porous and fissured formations. The important aquifer systems in the district are constituted by • Weathered and fractured hard rock formations of Archaean age; • Porous sedimentary formations ranging in age from Tertiary and Recent.

143. The porous formations are found as small patch in the south-eastern part of the district and include sandstones, limestone’s, Laterite and Clays from Tertiary to Quaternary. The yield of bore wells varies from 1.0 - 4.5 litres per second. The aquifer at the shallow depth is under unconfined condition and aquifer at depth is under semi- confined to confined condition. The shallow aquifer is developed through dug wells and deeper aquifer through tube wells. The dug well can sustain a pumping of 4 to 6 hours while the tube wells can sustain a pumping of 6 to 8 hours. 144. The porous formations in the district include sandstones and clays of recent to sub recent and tertiary age (Quaternary). Ground water occurs under water table and confined conditions in these formations and is being developed by means of dug wells and filter points. The yield of large diameter wells in the district, tapping the weathered mantle of crystalline rocks ranges from 40 to 110 lpm and are able to sustain pumping for 2 to 6 hours per day. 53

145. The project road transverse through and Palayamkottai blocks of Tirunelveli district, both the blocks are listed in safe zone for groundwater extraction. 7. Water Quality

146. The sampling locations were selected after the field investigations and review of all the water bodies/ resources along the project road section. The water quality monitoring locations have been marked in Figure-4 for the project road. The surface water quality monitoring was carried at one location and ground water sampling was also carried out at one location along the alignment and the details are given in below Table-14.

147. 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 physio- 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 14: Water Quality Monitoring Locations Station Location Coordinates Sources 8 o GW-1 Vasantha Nager, Tirunelveli, 42’37.26’’N Borewell 77 o44’0.26’’E 8o SW-1 Near Arasankulam 41’59.95’’N Pond Water 77o34’41.42’’E

Table 15: Surface Water Quality Characteristics along the Project Road CPCB Sl. Test Parameters Test Method Unit SW1 Designated , No Best Use 1 Colour IS 3025 PART 4 Hazen 15 300 2 Odour IS 3025 PART 5 - Un- Agreeable objectionable 3 pH@ 25oC IS 3025 PART 11 - 7.50 6.5 to 8.5 4 Conductivity@ IS 3025 PART 14 µs/cm Not Specified 25oC 1175 5 Turbidity IS 3025 PART 10 NTU 16.1 Not Specified 6 Total Dissolved IS 3025 PART 16 mg/l 1500 Solids 682 7 Total Suspended IS 3025 PART17 mg/l - 26.3 Solids 8 Total Alkalinity IS 3025 PART 23 mg/l 200 Not Specified 9 Total Hardness as IS 3025 PART 21 mg/l Not Specified CaCO3 235.2 10 Calcium as Ca IS 3025 PART 40 mg/l 53.9 Not Specified 11 Magnesium as Mg IS 3025 PART 46 mg/l 24.5 Not Specified 12 Chloride as Cl IS 3025 PART 32 mg/l 156 Not Specified 13 Sulphate as SO4 IS 3025 PART 24 mg/l 76 Not Specified 14 Sodium as Na IS 3025 PART 45 mg/l 121 Not Specified 15 Free Ammonia IS 3025 PART 34 mg/l 3.9 - 16 Nitrate as NO3 IS 3025 PART 34 mg/l 8.6 50 17 Potassium as K IS 3025 PART 45 mg/l 25.2 Not Specified 54

CPCB Sl. Test Parameters Test Method Unit SW1 Designated , No Best Use 18 Bicarbonate IS 3025 PART 51 mg/l 200 Not Specified 19 Fluoride as F IS3025 PART 60 mg/l 0.29 1.5 20 Phenolic IS 3025 PART 43 mg/l 0.005 Compounds (as Absent 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 0.29 0.5 32 Dissolved Oxygen IS 3025 PART 38 mg/l BDL (DL:1) Not Specified 33 COD IS 3025 PART 58 mg/l 58.4 Not Specified 34 BOD, 27̊C 3 Days IS 3025 PART44 mg/l 18 3 35 Oil & Grease IS 3025 PART 39 mg/l BDL(DL:5) 0.1 36 Sodium Absorption IS 11624 : 1986 meq/l - 6.9 Ratio 37 Boron IS 3025 PART 57 mg/l BDL(DL:0.01) - 38 Total Phosphorus IS 3025 PART 31 mg/l 0.26 - 39 Total Nitrogen IS 3025 PART 34 mg/l 23.6 - MPN/ 40 *Total Coliform IS 1622-1981 53 500 100ml

148. The results of the surface water and ground water samples were analyzed and presented in Table 15 and Table 16, respectively. It can be seen from Table 15 that the surface water quality parameters were well within the permissible limit of CPCB except the presence of Total Coliforms which represent bacterial contamination of surface water body.

149. From Table 16 it is clear that the ground water quality parameters were well within the permissible limits for drinking waters as specified by IS 10500:2012 on project road. Overall the ground water quality in the project area is good.

Table 16: Ground Water Quality Characteristics along the Project Road IS 10500 : 2012 Drinking Sl. Water Test Parameters Test Method Unit GW 2 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 - 7.78 6.5 8.5 – Relaxation 5 Turbidity IS 3025 PART 10 NTU <1 1 5 55

IS 10500 : 2012 Drinking Sl. Water Test Parameters Test Method Unit GW 2 No Acceptable Permissible Limit Limit Electrical 6 IS 3025 PART14 µS/cm 1190 - - Conductivity Total Dissolved 7 IS 3025 PART 16 mg/l 779 500 2000 solids 8 Total Alkalinity IS 3025 PART 23 mg/l 219 200 600 9 Total Hardness IS 3025 PART 21 mg/l 269.7 200 600 10 Calcium as Ca IS 3025 PART 40 mg/l 62.3 75 200 Magnesium as 11 IS 3025 PART 46 mg/l 27.8 30 100 Mg 12 Chloride as Cl IS 3025 PART 32 mg/l 206 250 1000 13 Sulphate as SO4 IS 3025 PART 24 mg/l 99 200 400 No 14 Iron as Fe IS 3025 PART 53 mg/l 0.32 0.3 Relaxation 15 Sodium as Na IS 3025 PART 45 mg/l 129 - - 16 Potassium as K IS 3025 PART 45 mg/l 18.1 - - 17 Bicarbonate IS 3025 PART 51 mg/l 219 - - 18 Fluoride as F GLCS/SOP/W/015 mg/l 0.46 1 1.5 ITC/CHN/FD/STP/ BLQ(LOQ:0. 19 *Copper (Cu) mg/l 0.05 1.5 020 005) Phenolic BLQ(LOQ:0. 20 Compounds(C6H5 IS 3025 PART 43 mg/l 0.001 0.002 001) OH) *Anionic BLQ(LOQ:0. 21 Detergents(MBA IS 13428 Anx K mg/l 0.2 1 05) S) BLQ(LOQ:0. No 22 *Mineral Oil IS 3025 PART 39 mg/l 0.5 01) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ:0. 23 *Aluminium (Al) mg/l 0.03 0.2 020 005) 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 12.4 45 Relaxation ITC/CHN/FD/STP/ BLQ(LOQ:0. No 26 *Selenium (Se) mg/l 0.01 020 005) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ:0. 27 *Zinc (Zn) mg/l 5 15 020 005) ITC/CHN/FD/STP/ BLQ(LOQ:0. No 28 *Cadmium (Cd) mg/l 0.003 020 001) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ:0. No 29 *Lead (Pb) mg/l 0.01 020 005) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ:0. No 30 *Mercury (Hg) mg/l 0.001 020 0005) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ:0. No 31 *Arsenic (As) mg/l 0.01 020 005) Relaxation *Total Chromium ITC/CHN/FD/STP/ BLQ(LOQ:0. No 32 mg/l 0.05 (Cr) 020 005) Relaxation BLQ (LOQ : No 33 *Cyanide as CN IS 3025 PART 27 mg/l 0.05 0.01) Relaxation 34 Ammoniacal IS 3025 PART 34 mg/l BDL( DL: 1) - - 56

IS 10500 : 2012 Drinking Sl. Water Test Parameters Test Method Unit GW 2 No Acceptable Permissible Limit Limit Nitrogen As NH3- 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:0. No 43 ASTM 5175 mg/l 0.0005 Biphenyls (PCB) 00002) Relaxation *Poly nuclear aromatic BLQ(LOQ:0. No 44 APHA 6440B mg/l 0.0001 hydrocarbons(PA 00002) Relaxation H) MPN/ Shall not be detectable in 45 *Total Coliform IS 1622-1981 Absent 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

8. Air Quality

150. 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. 57

151. To establish the baseline air quality, Ambient Air Quality (AAQ) monitoring was carried out in the last quarter of 2019 and air quality monitoring station was set up at 1 location as indicated in Table 17 along the project road.

Table 17: Details of Ambient Air Quality Monitoring Locations along Road S.No. Station Location Coordinates Land Use Residential 1 AAQ1 T.B and Skin Hospital, 8.674996 N Tirunelveli 77.564607 E Area/Urban

152. 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 18.

Table 18: Techniques Used for Ambient Air Quality Monitoring Sl. Parameter Technique Instrument Minimum Detectable No. Used Limit(μg/m3) Respirable Dust Sampler Electrical 1. PM 1.0 10 (Gravimetric method) Balance Respirable Dust Sampler Electrical 2. PM 1.0 2.5 (Gravimetric method) Balance Sulphur Improved West & Gaeke 3. Colorimeter 5.0 Dioxide Method Nitrogen Jacob & Hochheiser modified 4. Colorimeter 5.0 Oxide (Na-Arsenite) Method Carbon 5. Gas Chromatograph 0.01 Monoxide

153. A summary of results for location is presented in Table 19. These results are compared with the new National Ambient Air Quality Standards prescribed by the MOEFCC and air quality standards of World Bank Group for respective zones.

Table 19: Summary of AAQM Results along the Project Road Section NAAQ (2009)* World Sl. Limits Bank Test Parameters Units AAQ1 NO. Standards (IFC) Limits Standards 3 1 Sulphur dioxide as SO2 µg/m 20.2 80 - 2 Nitrogen dioxide as NOx µg/m3 45.6 80 40 Respirable Particulate 3 matter (Size less than 10 µg/m3 53.2 100 50 µm/PM10) Respirable Particulate 4 matter (Size less than 2.5 µg/m3 22.4 60 25 µm/PM2.5) 3 5 Ozone as O3 µg/m BDL(DL:5.0) 180 100 6 *Lead as Pb µg/m3 BDL(DL:0.1) 1 - 7 *Carbon Monoxide as CO mg/m3 BDL(DL:1.15) 4 - 3 8 Ammonia as NH3 µg/m 19 400 - 3 9 *Benzene as C6 H6 ng/m BDL(DL:0.1) 5 - 58

NAAQ (2009)* World Sl. Limits Bank Test Parameters Units AAQ1 NO. Standards (IFC) Limits Standards 10 *Benzo(a)Pyrene as BaP ng/m3 BDL(DL:0.1) 1 - 11 *Arsenic as As ng/m3 BDL(DL:1.0) 6 - 12 *Nickel as Ni ng/m3 BDL(DL:1.0) 20 - 13 * Hydrocarbon PPM BDL(DL:0.01) - - 14 *Hydrogen Fluoride PPM BDL(DL:0.02) - -

154. Themonitored values are compared with National Ambient Air Quality Standards prescribed by Central Pollution Control Board (CPCB) and IFC EHS for residential, rural and other areas. The Ambient air quality levels meet the National air quality standards for rural, residential and industrial area along the project road. PM2.5: The mean PM2.5 concentration at ambient air quality monitoring location is 22.4 µg/m3. The value is within the CPCB permissible limit at all the stations but exceed IFC EHS standards.

PM10: The mean PM10 concentration at ambient air quality monitoring location is 53.2 µg/m3. The value is within the CPCB permissible limit at all the stations exceed IFC EHS standards.

SO2: The mean concentrations of SO2 at both ambient air quality monitoring location is 20.2 µg/m3. The value is within the permissible limit at all the stations. NOx: The mean concentrations of NOx at both AAQM location is 45.6 µg/m3. The value is within the CPCB permissible limit but exceed IFC EHS standards for location 1. CO: The concentrations of CO was below 0.01 mg/m3. The value is within the CPCB permissible limit.

155. Overall the air quality along the project road is not an issue as per National Ambient Air Quality Standards (NAAQS) prescribed by MOEFCC. However, the values for NOx, PM10 and PM2.5 exceed 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

156. 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.

157. 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) 59

158. A total of 2 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. The noise level at the monitoring locations is generated from routine human activities and traffic on the road section in urban and rural area. The first location (N1) is a religious place but the area is within a residential zone in a semi-urban area where traffic flow is low and dominant noise sources are e.g. vehicular noise only. The second location (N2) is silent zone in the urban area with congested traffic on project road and commercial activities in the nearby area. The locations of noise level measurement are shown in Figure 3 while location detail of the noise monitoring are given in Table 20.

Table 20: Details of Noise Level Monitoring Locations Sl. No Code Location Coordinates Land Use Karaiyadi Madasarry , 8 o Residential Area/Semi 1 NL1 40’0.9’’N Temple 77 o44’19.01’’E Urban T.B and Skin Hospital, 8 o Residential Area/Urban 2 NL2 40’29.99’’N Tirunelveli 77 o33’52.59’’E (Silent Zone)

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

160. Presentation of Results: It can be seen from the Table 21 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 62 dB(A) and night time noise level is 48 dB(A) along the project alignment.

Table 21: Ambient Noise Level in decibel (A) along the Project Road per IFC EHS Periods for Daytime and Nighttime WB/ IFC Monitoring Monitoring CPCB Standard Leq L10 L50 L90 Location Duration Standard for residential DAY 62 64.92 60.26 56.8 55 55 NL1 NIGHT 48 50.2 48.46 44.32 45 45 DAY 61 64.31 59.95 53.29 55 55 NL2 NIGHT 48 50.9 46.56 44.32 45 45 Source: Noise Monitoring carried out by Consultant Team, 2019

C. Coastal and Marine Resources in Project Influence Area

161. 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 60 rivers and creeks up to the area of tidal action. CRZ Notification 1991 has been amended in 2011. The project road is located >10km from the coast. Based on this, the project road does not fall under CRZ.

D. Biological Environment

1. Forests

162. The recorded forest area in Tamil Nadu state is 22,877 km2 which constitutes 20.21% of the geographical area of the state. Reserved Forests comprise 88.70%, Protected Forests 7.79% and Unclassified Forests constitute 3.51%. The forest cover in project district is presented in Table 22 which shows that project district have good forest cover having all classes of forest. The RoW of the project road does not fall within any forest area shown in Figure 15 and thus does not attract forest land diversion.

Table 22: Forest Cover in Project Districts (Km2) Geographical District VDF MDF OF Total % of GA Area (GA) Tirunelveli 6,693 441 564 295 1300 19.42 TN State 130060 3672 10979 11630 26281 20.21 VDF: Very Dense Forest, MDF: Moderately Dense Forest, OF: Open Forest

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Figure 15: Forest Cover Map of Tamil Nadu Showing Project Road

Source: India State of Forest Report, 2017

2. Flora

163. The local and scientific names of tree species observed along the project road with their CITES and IUCN status are listed in Table 23. The dominant tree species along project road are Pulee, Neem, Babool, Gulmohar and Banyan. The taxon listed has not yet been assessed for the IUCN Red List. Table 23: Tree Species (>30 cm) within Formation width of Project Road Local Name of Tree Scientific Name of Tree Arasan / Peepal Ficus religiosa Nettilingam Polyalitha longifolia 62

Local Name of Tree Scientific Name of Tree Black Board Tree Alstonia scholaris Babool Acacia nilotica Banyan Ficus benghalensis Coconut Cocos nucifera Eucalyptus Eucalyptus Spp. Gulmohar Delonix regia Mango Mangifera indica Neem Azadirachta indica Papdi Holoptelea integrifolia Planch. Pilkhan Ficus virens Palm Borassus flabellifer Teak Tectona grandis Linn. Indian Siris Albizia lebbeck Tun Toona ciliata Tamarind Tamarindus indica Indian dates Phoenix sylvestris

3. Protected Area

164. There is no protected area (National Park, Wildlife Sanctuary, Reserved Forest, Biosphere Reserve, Wetland) directly falling within the proposed RoW of project road. The list of protected areas within 10 km radius of the project road alignment is given in Table 24.

Table 24: Protected Area along the Project road S. Protected Area Distance from road District No. 1 Kalakad Mundanthurai Tiger Nearest distance is about 750m from Tirunelveli Reserve Pudhukudi (about km 78/500) on LHS. 2 Thiruppudaimaruthur Birds Located on RHS at around 4km from Tirunelveli Conservation Reserve Vellanguli (km 83/000)

i. Kalakad Mundanthurai Tiger Reserve (KMTR)

165. Kalakad Mundanthurai Tiger Reserve (KMTR) was formed by combining the two sanctuaries of Kalakad and Mundanthurai during April 1988 vide GoI letter no. F-26-9/88-WL1 dated 06.04.1988. KMTR is a home for various endemic and endangered species of flora and fauna.

166. Among the flora as many as 448 endemic species of angiosperms have been identified from this region. The major endemic species of the reserve includes; Hopea utilis, Bentickia condappana, Gluta travancorica, Humboldtia unijuga (var. unijuga and trijuga) Eugenia singampattiana, Popowia beddomeana, Palaquium bourdilloni, Psychotria beddomei, Symplocos marcrocarpa, and S. macrophylla to name a few. 79 genera and 161 species of ferns have been reported from this reserve. 63

167. Tiger (Panthera tigris) occupies the apex position in the biological pyramid and is the identified as the keystone species in KMTR. Photo trapping of 14 unique tigers in KMTR reveals the estimated tiger population to be 16-18 in numbers (Source: Conservation India 2010-11). Other than tigers the reserve also supports many mammalian faunae. All the 5 primates of Peninsular India are found in KMTR. KMTR harbors a large number of endemic species including the Lion Tailed Macaque (Macaca silenus), Nilgiri langur (Presbytis johnii), Nilgiri marten (Martes gwatkinsi sub sp.), Brown palm civet (Paradoxurus jerdoni), Nilgiri tahr (Hemitragus hylocrius).

168. Avifaunal species such as Nilgiri pipit (Anthus nilghiriensis), white breasted laughing thrush (Garrulax jerdoni), Grey headed bulbul (Pycnonotus priocephalus), Blue winged parakeet (Psittacula columboides), Nilgiri wood pigeon (Columba elphinstonii), Rufous babbler (Turdoides subrufus), Malabar grey hornbill (Tockus grise us), Black and Rufous Flycatcher (Muscicapa nigrorufa).

169. The reserve has a very diverse fish fauna including 32 species; butterfly fauna with rare species such as Spot Puffin (Appias lalage). Herpetofaunal assemblage is high with many endemic and rare species such as Dasia haliana, Calotes andamanensis and the black microhylid frog (Melanobatrachus indicus).

170. The nearest distance of core zone boundary (Kolundumamalai RF) of KMTR from Tiruchendur to Ambasamudram Road is about 750 m from Pudhukudi (km 78/500). The details of flora and fauna of KMTR and toposheet showing the core and buffer area along with marked project road is provided in Figure –16.

171. As per the circular of MoEFCC dtd. 22nd December 2014, where roads approaching/passing by National Parks/Core-Critical Tiger Reserve/Wildlife Sanctuary are within a radius of 1 km thereof, or within the ESZ, whichever of the two is lesser, would be treated on same basis/guidelines as are applicable to the Protected Areas category that it is in proximity of. Eco Sensitive Zone around the KMTR has not been notified yet by MoEFCC. Till the ESZ is not notified by MoEFCC, a default area of 1 km distance has been considered as ESZ around the KMTR. The project road falls under this condition as it is only at 750m from the core zone boundary of Kolundumamalai RF of KMTR. Therefore, it is considered as critical habitat. Thus, recommendations from NBWL applies here and shall be obtained for KMTR protected area for project falling within 1 km buffer of KMTR.

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Figure 16: Protected Area of KMTR with 1km Buffer Crossing SH-40

ii. Thiruppudaimaruthur Birds Conservation Reserve (TBCR)

172. Thiruppudaimaruthur Birds Conservation Reserve (TBCR) came into existence in the year 2005 following Government’s acceptance of the proposal of the Chief Wildlife Warden for declaring an area of 2.84 ha as a Conservation Reserve in accordance to Wildlife (Protection) Act, 1972.

173. The plants found are riparian species consisting of tall grasses and psammophytes. The Social Forestry plantations and the other plantations raised by the Forest Department added to the arboreal tree species. Nearly 110 species of plants have been documented during the survey.

174. Among the bird species at present Little Egretts, Pond heron and Painted Stork are nesting. Spot billed pelicans are also coming for refuge but are not nesting. Near threatened birds such as the Oriental Darter was also observed. Pond heron and egrets are nesting in backyards of few houses also while Painted storks are around temple only. 65

175. The most numerous of mammals in the village is the Indian Flying Fox (Pteropus giganteus). Villagers report the presence of the Palm Civet (Paradoxurus hermaphroditus), Jackal (Canis aureus), Fox (Vulpes bengalensis), Bonnet Macaque (Macaca radiata) and Chital (Axis axis). The Three-striped Palm Squirrel (Funambulus palmarum) is common in the village.

176. The nearest distance of TBCR from project road (Vellanguli km 83/000 of SH40) is around 4 km. The map showing the location of Thiruppudaimaruthur Birds Conservation Reserve on toposheet map along with marked project road is presented in Figure-17.

Figure 17: Map Showing Thiruppudaimaruthur Birds Conservation Reserve and SH-40

4. Vegetation and Flora in the Project influence Area

177. In order to establish baseline data on the presence of important floral habitats in the project area, field surveys (sampling of flora species and consultations with local forestry officials and communities) for biodiversity assessment. Local forest department were consulted to know the presence of any endangered and protected species of flora within the formation width. The main findings of the vegetation study are summarized herewith. 66

178. The dominant floral species found in the area are Dalbergia multiflora, Dichrostachys cinerea, Acacia latronum, Acacia planifrons, Albizia amara, Zizyphus, Azadiracta indica, Carissa carandus, Pterolobium indicum and Euphorbia sp. form etc. Other species like Acalypha fruticosa, Dodonia viscosa, Ocimum sanctum form the under growth. Common grass found in Vallanadu Sanctuary are Cyperus, Eleocharis, Fimbristylis and common Frases are Aristida, Chrysopogon, Eragrostiella, Setaria and Paspaliduum.

179. The dominant tree species along project road are Pulee, Neem, Babool, Gulmohar and Banyan. The taxon listed has not yet been assessed for the IUCN Red List.. The details of floral species in the project influence area are mentioned in Table-25.

Table 25: Floral Species Recorded in the Project Influence Area S.No. Species Local Name List of Floral Species Trees 1 Acacia auriculiformis Pencil tree 2 Acacia nilotica (L.) Wild. Ex. Delile Karuvelan 3 Acacia Suma 4 Albizia amara (Roxb.) 5 Albizia lebbeck (L.) Benth. 6 Albizia odoratissima Silavagai 7 Albizia saman 8 Alstonia scholaris Ezhilaipalai 9 Annona squamosa L. Sithapalzham 10 Artocarpus integrifolia Lam. Pala maram 11 Atalantia monophylla (L.) Corr. Kattu Ezhumichai 12 Azadirachta indica A. Juss., Vembu 13 Bauhinia purpurea Mandarai 14 Bauhinia racemosa Lam. Aathi 15 Benkara malabarica (Lam.) Tirv. 16 Borassus flabellifer L. Panai maram 17 Cassia fistula L. Kondrai 18 Causuarina equisetifolia L. Savukku 19 Ceiba pentandra Ilavam 20 Chloroxylon swietenia Porasu 21 Citrus melenoxylon L. Lemon 22 Cocuos nucifera L. Thennai 23 Dalbergia latifolia Thothagathi 24 Dalbergia sisoo Sisoo 25 Delonix elata Vathanarayan 26 Drypetes sepiaria Roxb 27 Ficus hispida L. Kal aala maram 28 Ficus benghalensis L. Arasa maram 29 Glycosmis pentaphylla (Retz) DC. Konji 30 Grevillea robusta Silveroak 31 Hibiscus tiliaceus L Malai Poovarasu 32 Holoptelea integrifolia Aayan 33 Lannea coromandelica (Houtt.) Merr. Uthiyan Lepizanthes tetraphylla (M.Vahl) 34 Radlk. 67

S.No. Species Local Name 35 Limonia acidissima L Monkey fruit 36 Madhuca longifolia L Iluppai 37 Magnolia champaca Shenbagam 38 Mangifera indica L. Mango 39 Melia azedarach L Kaatu Vembu 40 Memecylon umbellatum Burm.f. 41 Millintonia hortensis Mara malli 42 Mimusops elengi L Magizam 43 Mitragyna parvifolia Neer kadambu 44 Morinda pubescens L. Nona 45 Morus indica Mulberry 46 Olax scandens Roxb. 47 Phyllanthus embelica Gaertn. Nelli 48 Polyalthia longifolia Sonn. Nettilingam 49 Pongamia pinnata 50 Prosopis juliflora L. Seemai karuvelam 51 Pterocarpus marsupium Vengai 52 Pterocarpus Santalinus L Semmaram 53 Samania saman Thoongu moonji vagai 54 Simarouba glauca L Paradise tree 55 Sterculia urens Senthanakku 56 Swietenia macrophylla Porasu 57 Swietenia mahagoni Mahagony 58 Syzygium cuminii (L.) Skeels Naval 59 Tamarindus indicus L. Puliyan 60 Tectona grandis L. Teak 61 Terminalia arjuna Neer martuhu 62 Toona ciliate Sandhana vembu 63 Wrightia tinctoria Veppalai Shrubs 1 Abutilon indicum (L.) Thuthi 2 Abutilon indicum Sweet 3 Calotrophis gigantia (L.) R. Br. Yerukku 4 Carmona retusa 5 Carrisa spinarum L. Siru kila 6 Dodonea viscose L. Virali 7 Hibiscuss rosa-sinensis L. Sembaruthi 8 Jatropha glandulifera Roxb. Kattu kottai 9 Lantena camera L. Unni 10 Lawsamia innermis L. Maruthani 11 Morinda tinctoria L. Nuna 12 Nerium olender L. Arali 13 Ocimum sanctarum (L.) R.Br. Thulasi 14 Senna auriculata L. Avarampoo 15 Sida cordata (Burm. F.) Borss. Waalk. Long-stalk sida 16 Sida acuta L.f. Sida 17 Zizypus jujube L. Yellenthai Herbs 68

S.No. Species Local Name 1 Alternanthera sesilis (L.) R.Br ex DC. Joy weed 2 Acalypha indica L. Kuppai meni 3 Acavthospermum hispidum DC. 4 Achyranthus aspera L. Nayuruvi 5 Amaranthus sessile L. Thanneer Vittan 6 Asperagus racemosus Wild. kizhangu 7 Boerhavia diffusa L. 8 Canavalia gladiate 9 Cassia occidentalis L. 10 Cassia tora L 11 Centella asiatica (L.) Vallarai 12 Cleome viscosa L. Ajagandha 13 Clerodendrum serratum L.f. 14 Coldenia procumbens 15 Euphorbia heterophylla L. Crown of thorns 16 Europhorbia hirta Kalika plant 17 Hemidesmus indicus Ruxb. Nannari 18 Indigofera tinctoria L. Neeli 19 Leucas aspera (Wild.) Thumbai 20 Phyllanthus nirurii schum & Thonn. Kilzhanelli Solanum xanthocarpum schrad & 21 kandangkathari Wendl 22 Tridax procumbens L. Vettukkai poondu Climbers 1 Abrus precatorius L. Kundrimani 2 Acacia caesia (L.) Wild. 3 Asparagus racemosus Wild. Thanneer Vittan kizhangu 4 Coccinia indica L. Kovai 5 Capparis zeylanica L. Aathandai 6 Cardiospermum halicacabum L. Mudakkathan 7 Carissa spinarum L. Siru Kila 8 Cassytha filiformis L. 9 Cissus quadrangularis L. Pirandai 10 Coccinia grandis (L.) Voigt kovai 11 Combretum albidum G. Don 12 Combretum ovalifolium 13 Hemidesmus indicus Nannari 14 Jasminium angustifolia (L.) Wild. Malligai 15 Trichosanthes anguina L. Grasses 1 Andropogon foulkesii L. 2 Aristida funiculate L. 3 Aristida funiculate L. 4 Carex filicina L. 5 Carex Phacota L. 6 Cyanodon dactylon (L.) Pers. 7 Kyllinga cylindrical (Jacq.) DC. 69

S.No. Species Local Name 8 Pycreus globuscuc L. Agriculture Crops 1 Arachis hypogia L.f. Ground nut 2 Crysanthium sps(L.) R.Br. saamanthi 3 Jasminium olelander L. malligai 4 Musa acuminate L. plantain 5 Oryza sativa L. Paddy 6 Phaseolus mungo L. Oolunthu 7 Saccharum officinarum L. Karumbu 8 Sorghum vulgare L. Solam

5. Fauna/ Wildlife

a. Assessment of Fauna along the Project Road Section

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

181. 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. Altogether 3 random spots were set up in in the project influence area to document any direct wildlife observations encountered. Also, data from Wildlife Department in KMTR were used to assess status of wildlife habitat in the project area.

182. The coordinates of location, aspect and village area, surrounding land use, vegetation or type of tress was taken. Location of spot for study with respect to protected area and the name of village boundary were also recorded while setting up the spot for study (Table 26).

Table 26: Details of Spot for Field Survey along the Road Section in Protected Area Spot Coordinates Location Observed Birds Land use no. Chainage Aspect Village (Actual birds (approx. (Side) w.r.t Boundary or nesting, km) road resting etc.) 1 8°40'22.90"N 77+500 South KMTR Birds on trees & Irrigation 77°34'10.99"E (LHS) buffer zone in fields for food, Canal 2 8°40'25.93"N 78+500 South (Kolundum mostly flying Agriculture 77°32'8.05"E (LHS) amalai) over fields in fields & Reserve search of food Reserve Forest Area Forest Area 3 8°43'37.93"N 4 km from North Bird Birds on trees & Temple, 77°29'53.34"E km 83+ (RHS) Conservatio in fields for food, Water body 000 n Reserve mostly flying (Pond & 70

Spot Coordinates Location Observed Birds Land use no. Chainage Aspect Village (Actual birds (approx. (Side) w.r.t Boundary or nesting, km) road resting etc.) over fields in Thamirabara search of food ni River), Vegetation

183. Altogether 13 species of birds and 3 species of mammals were recorded during the wildlife survey and community consultation in study area (DMU) along the road alignment. All the bird species (7) were spotted near the water reservoir and surrounding land of bird conservation area. The birds observed in the study area are given in below Table 27.

Table 27: Wildlife Observed in Project Area of Influence During Field Survey S. Common Name Scientific Location Remarks No. Name Spot Number 1 Blackbuck Antilope Spot No.-1,2 & 5 cervicarpa

Blackbuck 2 Grey Heron Ardea chinerea

Grey Heron 3 Large Egret Casmerodius albus

4 Indian Pond-Heron Ardeola grayii

Large Egret 71

S. Common Name Scientific Location Remarks No. Name Spot Number 5 Little Egret Egretta garzetta

6 Oriental White Ibis Threskiornis melanocephal Indian Pond-Heron us

Little Egret

Black-headed Ibis 7 Black wring still Himantopus Spot No.2 himantopus

Black wring still

8 Cattle Egret Bubulcus Ibis 72

S. Common Name Scientific Location Remarks No. Name Spot Number 9 Median Egret Mesophoyx intermedia

Median Egret

Cattle Egret

10 Spotted Dove Streptoliachin Spot No.-1&3 esis

Spotted Dove 11 House Crow Corvussplend ens

House Crow

Large cuckoo 73

S. Common Name Scientific Location Remarks No. Name Spot Number 12 Ashywood swallow Artamus Spot No. -4 &5 fuscus

13 House sparrow Mesophoyx intermedia House sparrow

14 Common Myna Acridotheres tristis

Common Myna 15 Bat Latidens salimalii

Bat 16 Barking Deer Indian Spot No. -3 muntjac

Source: Field survey along proposed road section alignment in the study area

184. The bats were spotted at TBCR and on trees on RHS of road at km 30.440, the deer habitat in the buffer zone of KMTR has been confirmed by locals and shared video of the same. The bird species are observed on trees in resting, roosting, feeding and breeding in TBCR. Flying birds were also noted in the area during day time in the agriculture fields and on trees in the forest area located opposite site on bird sanctuary along the road section. A few numbers of bird were seen in habitation area near to boundary of protected area and this was also confirmed by villagers. This behaviour may be due to less chances of getting food with frequent visit birds in the nearby area.

b. Threatened Species

185. The field survey results and consultation with stakeholder confirm that in the PAI for the road section there is no habitat of globally threatened species or visiting the protected area. The 74 protected area of KMTR is habitat of many endemic species of mammals and fishes, but mainly located in the core zone of the protected area. The Eco-sensitive zone of TBCR area is away from the road alignment, separated mainly by irrigation canal. The chances of avifaunal species along the road section alignment is very less. Only local avifaunal species are noted in the area along the road. The migratory bird species visit TBCR during winter season, as reported in the TBCR are most of birds are of Schedule -I, III & IV list of Wildlife Protection Act, 1972.

Table 28: The Species in Project Affected Area Listed in IUCN Red List & Wildlife Protection (Act) 1972 S. No. Common Scientific Name Family Category Name Schedule IUCN Status 1 Bat Latidens salimalii Pteropodidae I Endangered 2 Barking Deer Munticacus munrjak Cervidae III Least Concern 3 Oriental White Threskiornis Threskiornithi IV Near Ibis melanocephalus dae Threatened 4 Indian Pond- Ardeola grayii Ardeidae III Least Heron Concern

186. The analysis of Critical habitat of wildlife species listed in threatened category is provided Table 37. These species from Schedule List and IUCN redlist does not qualify the PAI as Critical Habitat. The result of Critical habitat assessment for qualifying species is given Appendix-17.

c. Consultations of Wildlife/Avian Experts and Sanctuary Officials

187. Officials for KMTR and TBCR were consulted in the process including District Forest Officer and Forest Range Officer. The wildlife census data and details of habitat within the notified area was informed by Forest Officials.

188. Office of District Forest, Tirunelveli informed that there is no specific wildlife movement corridor and migratory routes along project road section. Mainly wildlife in KMTR habitat is limited to protected area mainly core zone of the protected area, which is away from the road alignment inside the area. Local communities informed that there is no hunting and accident of wildlife with vehicles in the area reported.

189. Informal interviews were held with the local villagers, livestock herders to gather information on the status of birds and their habitats. Information on wildlife habitat, slighting, movement corridor, crop damage by wildlife, incidences of road accidents involving birds were also collected during informal interviews.

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Image: Discussion with Deputy Director Image: Discussion with RO at TBCR Wildlife Office for KMTR

Image: Birds in TBCR area Image: Barking deer in Core zone of KMTR

d. Literature Review

190. A survey on diversity of vegetation and birds in KMTR has been conducted in 1977. According to the census there are at least 150 endemic plants, 33 fish, 37 amphibians, 81 reptiles, 273 birds and 77 mammal species in the reserve.

191. A study funded by World Bank3 has been conducted during 2001 in the KMTR area. According to study the important mammal species found in the area include the largest population of the critically endangered Lion tailed macaque (Macaca silenus) estimated about 300 individuals; sightings that are more recent suggest that the population of these may be much higher. The occurrence of the tiger (Panthera Tigris) at the last census 20 were recorded from the reserve area.

192. The species of other mammals recorded in the area include the Nilgiris Tahr (Hemitragus hylocrius), Elephant (Elephas maximus), leopard (Panthera pardus), Sloth bear (Melursus ursinus), Gaur (Bos gaurus), Brown Mongoose (Herpestes fuscus), Brown Palm Civet (Paradoxurus jerdoni), Indian Pangolin (Manis crassicaudata) and the Malabar Spiny Dormouse (Platacanthomys lasiurus). The last is an endemic to the western ghats.

3 Enclaves in KMTR by Rauf Ali, 2001 for Field Director, Project Tiger, KMTR 76

193. The area is habitat for primate’s species including Bonnet Macaque (Macaca radiata), Hanuman Langur (Semnopithecus entellus), Nilgiri Langur (Trachypithecus johnii) and the Slender Loris (Loris tardigradus).

194. Approx.200 species of birds are found here, including the endangered Great Pied Hornbill (Buceros bicornis). Mixed feeding flocks in the rainforest contain up to 21 species. Flocks containingthis many species are rare even in rain forest and indicates the richness of the fauna in this area.

195. Reptiles include the King Cobra ( Naja hannah) and Python Python molurus). Two species of lizard are known only from this area are Calotes andamanensis and Dasia halianus.

196. As per study on abundance and nesting of avifauna 4 in Thiruppudaimaruthur Conservation Reserve has occurrence of 69 species of birds comprising 40 families. Out of total 69 species of bird species, 46 species are resident birds and remaining are local migrants. Among families Ardeidae represent the highest number of species followed by Rallidae. The five species of birds, namely little cormorant, cattle egret, little egret, intermediate egret and painted comprises 578 nests in the conservation reserve area.

e. Critical Habitat Assessment

197. A Critical Habitat Assessment (CHA) was done in accordance with IFC Performance Standard 6 and its accompanying Guidance Note . It was completed through a review of existing Project documentation, other existing grey and published literature, and questions to Project consultants.

198. The CHA was conducted for the whole stretch of SH40 proposed for improvement under TNICP (SH40-I and SH40-II). It used a single area of analysis (AoA) which is the proposed ROW plus a 1km buffer to capture significant biodiversity impacts such as edge effects, disturbance by construction workers, and noise/dust/pollution impacts during construction. However, the southern boundary of the AoA was taken as the north bank of the Thamirabarani River tributary (south of the Project road) which excludes the Kolundumamalai Forest Reserve to the south of the river. This forest reserve is c. 750 m from the road at the closest point, but is separated from it by the river, a railway line, and agricultural land. It would thus not be appropriate to consider the forest reserve as part of a similar ecological unit to the road.

199. The project AoA was assessed for the presence of Critical Habitat-qualifying biodiversity based on the following categories:

1. Critically Endangered and Endangered species 2. Endemic or restricted-range species 3. Migratory or congregatory species 4. Unique assemblages of species that are associated with key evolutionary processes 5. Legally protected areas and international recognized areas

200. While the presence of a bat species identified as Salim Ali’s fruit bat (Latidens salimalii) was noted during the wildlife survey, it is not mapped by IUCN as occurring in the Project area

4 Jayakumar, S. and Muralidharan, S. From A.V.C College, Mannampandal and SACON, Coimbatore, 2017 77 and is a high-altitude species. Any occurrence of this species in the Project area is marginal at best and, therefore, does not qualify the area as Critical Habitat.

201. The project is also located in an area of low terrestrial and aquatic endemism. Assessment of species listed in the IBAT screening and other literature revealed that the project area is not a critical habitat for these species.

202. Ten congregatory bat species were identified as likely to occur in the Project area which include Indian Flying Fox. All these are widespread and not uncommon through their ranges. As such, unless caves or other large bat roosting sites are identified in the area, it was determined that it is unlikely that congregatory bats qualify the Project area as Critical Habitat.

203. As for category 4, given the project area’s low endemism, unique assemblages of species associated with key evolutionary processes do not qualify the Project area as Critical Habitat. The project was not assessed for the 5th category in the IFC Performance Standard 6— areas having biodiversity of significant social, economic, or cultural importance to local communities (including ecosystem services)—due to limited information available in the project documents.

204. The Project runs as close as 750 m to the core zone of Kolundumamalai Forest Reserve, between chainage km 75-77. This is an outlying part of Kalakad-Mundanthurai Tiger Reserve (TNHD 2020), though it is not mapped as such in the official global database of protected areas (www.protectedplanet.net). Kalakad-Mundanthurai is an IUCN Category I protected area. The buffer zone or “Eco Sensitive Zone (ESZ)” of the reserve has not been notified, so in the interim is assumed to be a uniform 1 km buffer (TNHD 2020). As such, a short stretch of the Project road runs through the interim reserve ESZ (TNHD 2020).

205. The Project road also runs c. 3 km south of the Vallanadu Black Buck Sanctuary (c. 2.6 km south of its ESZ), near Vallanadu, and c. 4 km south of Thiruppudaimaruthur Birds Conservation Reserve, near Veeravanallur. Neither of these are IUCN Category I or II protected areas, and neither appear likely to hold biodiversity at sufficiently significant levels to qualify as Critical Habitat. The latter site hosts some Near Threatened waterbird species, but appears unlikely to hold sufficient numbers to qualify as Critical Habitat. At its western end, the Project road also runs <4 km north of the Western Ghats World Heritage Site.

206. Based on available information, although there is Critical Habitat to the west and quite close to the south of the Project, the Project Area of Analysis does not qualify as Critical Habitat.

E. Socio-economic Environment

1. Demography

207. The project road falls under Tirunelveli district of Tamil Nadu state.

208. As per 2011 census, Tirunelveli has population of 3,077,233 of which male and female are 1,520,912 and 1,556,321 respectively. Average literacy rate of Tirunelveli in 2011 is 82.50% compared to 76.09% of 2001. If things are looked out at gender wise, male and female literacy are 89.24% and 75.98% respectively. With regards to Sex Ratio, it stood at 1023 per 1000 male compared to 2001 census figure of 1042. The average national sex ratio in India is 940 as per latest reports of Census 2011 Directorate. Children under 0-6 formed 10.45% of District with equal distribution of male and female child. The SC and ST population distribution in the district 78 is 18.51 % and 0.33% respectively.The demographic details of the project districts are shown in Table 29.

Table 29: Demographic Features of Project District Parameter Tirunelveli Total Population 3077233 Male population 1520912 Female Population 1556321 Sex Ratio (Per 1000) 1023 Literacy rate (%) 82.5 Male Literacy Rate (%) 89.24 Female Literacy Rate (%) 75.98 Population Density 460 Population Growth Rate (%) 12.97 Scheduled Castes Population 569714 SC Male 279570 SC Female 290144 Scheduled Tribes Population 10270 Male ST 5109 Female ST 5161 Child Population 321687 Male Population 0-6 164157 Female Population 0-6 157530 Occupational Pattern Working Population 560279 No. of Agriculture labour 321083 Main Working Population 1271407 Non-Working Population 1431811 Household Industries 26430 Source: http://www.census2011.co.in/census

2. Land Use

265. The land use distribution along the 500 m of project road is predominantly Agricultural land (66%) followed by Settlement (21%) followed by water bodies (13%) as shown in Table 38. As observed, the land use along the project road is mostly arable land. Rice cultivation is commonly seen along the project road. Also, it is to be noted that there is no forest land within 500m of project road. Table 30 indicates the % distribution of land use within 500m area of project road.

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Table 30: Land Use Pattern within 500m Buffer of Project Road Within 10km Within 500m distance Type of Land use distance on either on either side of side of project road project road Agricultural 52.2% 59% Settlement 6.6% 21% Water Bodies 18.4% 13% Reserved Forest 6.6% Nil Open scrub land 15.3% 7% Plantation 0.4% Salt pans 0.5% Nil Source: DPR

266. On the other hand, agriculture is the major land use pattern in both the districts. Whereas, in Tirunelveli, proportion of other fallow land is almost same as agricultural, as given in Table-31.

Table 31: Land Use Pattern of Project Districts Tirunelveli District S.No. Description Area in ha % 1 Total Geographical Area 675850 2 Forest Area 127758 18.90% 3 Barren & Unculturable Land 29682 4.39% 4 Land under Non-agricultural uses 103148 15.26% 5 Cultivable waste 35319 5.23% Permanent pasture & other grazing 6 5156 0.76% land Land under misc., Tree, cops and 7 8446 1.25% groves not included in net sown area 8 Current Fallow 42064 6.22% 9 Other Fallow land 190778 28.23% 10 Net Area Sown 133501 19.75%

3. Economic Development

267. The economy of Tamil Nadu has grown steadily from a plan allocation of about ₹280 billion during 2012–2013, to about ₹606 billion during 2016–2017. The plan expenditure has grown by over 20% per annum during this period. Gross state domestic product and net state domestic product have been growing at over 10% from 2011–2012 to 2016–2017, though there is an expectation in the budget for 2017–2018 that these may drop below 10% in view of the impact of demonetization and introduction of the goods and services tax regime. From 2017– 2018, the concept of plan and non-plan expenditure is no longer followed and a substitute measure could be the capital expenditure as a proportion of the budget. The state budget mentions that it is paying special attention to capital expenditure. The allocation for capital expenditure is about 15% of the total budget expenditure for 2017–2018. 80

4. Agriculture

268. 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

269. 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

270. During the environmental and social screening survey, number of sensitive receptors such as school, temple etc. are located along the alignment. The list of sensitive receptors/structures on either side within 10m from center line of the road is presented in Table 32. These sensitive features along the road will be updated following the finalization of the resettlement plan by TNHD and the final detailed engineering design by the EPC contractor of the project road.

Table 32: Physical /Sensitive Features along the Project Road Sl. Existing Chainage Distance From edge Structure Settlement No. (Km) of existing road (m) Handpumps 1 76+500 Hand Pump 1 Kooniyur 2 80+900 Hand Pump 2 Veeravanallur Overhead Water Tanks 1 77+620 Water tank 1 Karukurchi Religious Structures 1 67+150 Temple 1 Prancheri 2 69+300 Temple 1 Melaseval 3 70+300 Temple 1 Patmadai 4 71+100 Temple 4 Kamrajnagar 5 71+200 Temple 2 Kamrajnagar 6 72+510 Temple 3 Pathamadai 7 72+550 Temple 3 Pathamadai 8 74+450 Temple 1 Cheranmahadevi 9 76+800 Temple 1 Kooniyur 10 77+600 Temple 1 Karukurchi 11 77+850 Temple 1 Karukurchi 12 78+200 Temple 2 Puddukudi 81

13 79+350 Temple 1 Puddukudi 14 81+050 Temple 4 Veeravanallur 15 83+500 Temple 3 Vellangudi 16 83+820 Temple 3 Vellangudi 17 19+820 Church 2 Rajarangapuram 18 75+450 Mosque 1 Cheranmahadevi Educational Institutes 1 75+700 School 1 Cheranmahadevi Health Facilities and Other CPRs Nil Source: Primary survey, February – March 2014

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V. ANALYSIS OF ALTERNATIVES

271. 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

A. With Project’ and ‘Without Project’ Scenario

(i) ‘With Project’ Scenario

272. The ‘with project’ scenario includes the widening of road section to two lane carriageway with paved shoulders configurations of the existing road section of Tiruchendur - Palayamkottai – Ambasamuduram Road (SH40-II) from design chainage Km 64+200 to Km 86+000 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.

273. 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

274. 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.

275. 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.

276. Therefore, the no-action alternative is neither a reasonable nor a prudent course of action for the proposed project, as it would amount to failure to initiate any further improvements and impede economic development. Keeping in view the site conditions and the scope of development of the area, the ‘With-’ and ‘Without project’ scenarios have been compared as shown in Table 33. By looking at the table it can be concluded that “With project” scenario with positive/beneficial impacts will vastly improve the environment and enhance social and economic development of the region compared to the “Without project” scenario, which will further deteriorate the present environmental setup and quality of life. Hence the “With project” scenario with minor reversible impacts is an acceptable option than the “Without project” scenario. The implementation of the project therefore will be definitely advantageous to achieve the holistic development of the economy and progress of the State. 83

Table 33: Comparison of Positive and Negative Impacts of ‘With’ and ‘Without’ Project Scenario With Project Without Project Impacts Impacts +ve -ve +ve -ve Environmental Aspects • With the improvement of road surface and slope • Reduce in air pollutants emission Nil • Increase in travel time. protection measures, the traffic congestion due • Minor change in topography is • Increase case of landslide and soil to obstructed movement of vehicles will be expected due to construction of erosion. minimized and thus wastage of fuel emissions embankments. • Increase in fuel consumptions. from the vehicles will be reduced. • Minor changes in land use • Increase in dust pollution and vehicular • Providing better level of service in terms of pattern. emission. improved riding quality and smooth traffic flow. • Land degradation, dust pollution and damage to pastureland, contamination in water bodies due to vehicles travelling along multiple tracks on the open ground. • Reduced transportation costs. • Increase in air pollution due to Nil • Project road will further deteriorate. vehicular traffic. • Possible increase in air pollutants due to • Increase in noise pollution due to poor road conditions and increased traffic vehicular traffic during construction work. • Short term local increase in dust due to earth work during construction. • All industrial corridor access reliability • Removal of vegetative cover Nil • Aged trees will removed with due period • Plantation of trees as part of compensatory along the road due to loss of afforestation. trees. • Impacts of flora and fauna. • Diversion of area of revenue land. • Reduction in erosion of elevated embankments. Nil Nil • Increase in erosions due to poor conditions of protection works • Creation of sedimentation problems in water bodies. • The widened and paved road will reduce • Nil Nil • Increased adverse impacts on soil erosion impacts due to multiple tracking of vehicles on and loss of vegetation cover. soil and vegetation along the road. • Improved drainage capacities • •

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

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

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

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287 Based on analysis of “with” and “without” project scenario presented in Table 33, “with” project scenario, with its minor adverse impacts is more acceptable than the “without” project scenario. The potential benefits of the proposed road improvements are substantial and far- reaching both in terms of the geographical spread and time. Hence, it is clear that the implementation of the project with the environmental management plan for mitigation of adverse environmental impacts will contribute to the development of economy and progress for its people of the vicinity as well as environmental improvements.

B. Location and Alignment Alternatives

288 The existing road section is a state highway under strategic location for industrial area development and State Government has planned to implement this road from industrial corridor development, economy and trade perspective.

289 Proposed road project is site-specific project as involves upgradation of existing section of SH40-II from km 64+200 to km 85+700. There are no bypass and 8nos. of minor realignments along the project road are proposed for improvement under the project. So no alternative analysis was carried out for this section of SH40.

C. Alignment Modifications due to Environmental Considerations

290 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 analyzed along entire project road considering rural sections, and junction improvements. The factors considered for evaluation of alignment option are:

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

D. Engineering / Technological Alternatives

291 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.

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VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A. Introduction

277. 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.

278. 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.

279. 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.

280. 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

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

a. The right of way of project road section is taken 30m corridor. This includes 10m on either side studied for direct impacts. 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. 87

282. 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

283. 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 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; 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.

284. Based on baseline conditions in the project area and sensitivity criteria, the level of sensitivity of each VEC is provided in Table 34.

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Table 34: 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 IFC EHS standards for ambient air quality for NOx and PM10. 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. Thamirabarani and Manimuttar River, many village ponds and lake, Irrigation Canal are main water bodies in COI of the project. Surface water quantity Low 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 quantity Low Since the project area has good surface water resources the project will have sufficient sources of water for construction and groundwater abstraction will be negligible if needed at all. Land degradation and Low There is no forest along the project road section, pollution land use mainly agriculture and built-up. Land degradation and pollution is low. Biological environment Trees, terrestrial and Low A total of 318 trees >30cm girth size exists within aquatic vegetation ROW of the project road.The forest department has confirmed that there are no endangered flora species which are likely to be affected by the proposed project. Fauna (mammals, Medium The nearest distance is about 750m from birds, fishes, reptiles, Pudhukudi (about km 78/500) on LHS from amphibians) reserve forest of Kalakad Mundanthurai Tiger Reserve protected area (i.e. the Kolundumamalai Reserve Forest). The road is separated from the legally notified protected area by a river, agricultural fields and a railway line. Thiruppudaimaruthur Birds Conservation Reserve is located at around 4km from Vellanguli (km 83/000) of project road. There is no habitat of vulnerable or endangered species reported in the protected areas towards 89

Sensitivity VEC Remarks Level road section, mainly due to residential development along the road alignment. Ecologically important Medium The project is located within 10km boundary of areas KMTR and TBCR protected area. However, no critically threatened or endangered wildlife habitat located near to road alignment. The Kolundumamalai Reserve Forest is considered to be outside the project area of analysis due to physical barriers mentioned above. Social environment Private land and Medium Total land requirement for the project is 5.5761 buildings Ha. There are total 82 structures 23 common property resources (CPR) including religious structures and government structures used for common purpose constructed within the existing ROW will be affected by the proposed road widening. 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 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 Medium There are no adverse impacts anticipated on resources (PCR) historical places/monuments. However, there are small shrines along the road which may be impacted.

(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

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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.

285. 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 35 below.

Table 35: 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

286. Based on the rating criteria provided in Table 35, 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 36 below. The screening was carried out for impacts that are expected without mitigation. Hence, it guided the identification of impacts that need mitigation and pointing out significant/major negative impacts that need to be prioritized for mitigation.

287. The significance of each environmental impact or project activity is indicated by the colors of the cells in the last column of the table. Red indicates major impact, orange indicates moderate impact, yellow indicates minor impact and green indicates positive impact. The following section discusses the details of impacts on each of the VECs in line with identification of major, moderate, minor impacts in the screening matrix. Major impacts have been given priority for identification of mitigation measures to ensure that there are minimal or no residual impacts. 91

Table 36: Screening of Environmental Impacts VEC/Sensitivity Impact/Activity Stage Duration Area Severity Significance 1. Physical environment 1.1 Air quality No impact due to design D N N N N (Medium sensitivity) Vegetation clearing and removal of trees quarrying, material transport and storage, C -ve temporary -ve limited -ve medium -ve moderate drilling, 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 -ve temporary -ve local -ve low -ve minor (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, Drainage work, C -ve permanent -ve limited -ve low -ve minor Earthwork, Quarrying, Debris generation No anticipated impacts O N N N N 1.5 Ground water quality No anticipated impacts D N N N N (Low sensitivity) Groundwater pollution due to labour camp C -ve temporary -ve local -ve low -ve minor activities No anticipated impacts O N N N N 1.6 Ground water quantity None D, O N N N N (Low sensitivity) Construction water requirement (avg. 300 KLD and peak 400 KLD) and domestic C -ve temporary -ve local -ve low -ve minor water requirement (30 KLD) for workers 1.7 Land degradation/ Changes in the local-level topography and D -ve permanent -ve local -ve medium -ve minor pollution appearance of the project site

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VEC/Sensitivity Impact/Activity Stage Duration Area Severity Significance (Low sensitivity) Drilling, earthwork, quarrying, pavement works, stripping of top soil, debris C -ve temporary -ve limited -ve medium -ve moderate 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, blasting and hill cutting, road (Low sensitivity) widening, Vegetation clearing and removal C -ve temporary -ve limited -ve medium -ve moderate

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

Quarrying, material transport and storage, C -ve temporary -ve limited -ve medium -ve moderate drilling, pavement works, culvert and bridge 93

VEC/Sensitivity Impact/Activity Stage Duration Area Severity Significance construction 3.4 Vibration None D N N N N (Low sensitivity) Construction machinery C -ve temporary -ve local -ve medium -ve moderate No anticipated impacts O N N N N 3.5 Occupational health and No anticipated impacts D N N N N safety Vehicle-related, falls and slips, struck-bys, (Medium sensitivity) caught-in-betweens, electrocution risks C -ve temporary -ve local -ve medium -ve moderate while carrying out work or residing in campsites No anticipated impacts O N N N N 3.6 Public health and safety No anticipated impacts D N N N N (Medium sensitivity) Disturbance and pollution, traffic-related safety risks, falls and slips in active C -ve temporary -ve limited -ve medium -ve moderate construction sites, debris generation Potential increase in accidents due to O -ve permanent -ve limited -ve moderate -ve minor increase in traffic Better access to healthcare and education O +ve permanent +ve limited +ve medium +ve 3.7 Physical cultural resources (PCR) None D, C, O N N N N (Medium sensitivity)

Note: +ve = positive impact; -ve = negative impact; C = construction stage; D = design & pre-construction stage; N = neutral; O = operation stage; VEC = valued environmental component

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

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C. Typical Potential Impacts

292 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 21.400 km of the existing state highway 40-II. 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 3180 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

288. 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 37. There are two types of pollution i.e. dust pollution and pollution from harmful gases.

Table 37: Impact on Air Quality During Construction Stage S. No. Impact Source 1. Generation of dust • Excavation activities • Transportation and tipping of excavated material - while the former will occur over the entire stretch between the cutting location and disposal site, the latter is more location specific and more intense; • Transportation of raw materials from quarries, 95

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 during bitumen production; and Hydrocarbons • Inadequate vehicle maintenance and the use of adulterated fuel in vehicles.

289. 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.

290. 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.

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

Operation stage – minor negative impact

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292. 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.

293. 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:

294 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 38 with projected future traffic growth.

Table 38: Annual Average Daily Traffic data Year 4W LCV Truck Bus 3W 2W 2020 2131 984 415 646 532 6050 2025 2312 1044 437 685 564 6583 2030 3419 1399 566 900 755 9871 2035 4867 1836 719 1148 991 14223

295 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 39.

Table 39: 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 97

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

296 Meteorological Conditions: The meteorological parameters such as wind speed, wind direction, temperature, rainfall, cloud cover, pressure, and humidity were used in model. Meteorological parameters observed during environmental monitoring carried out in the month of December 2019 were used for the model and is given below Table 40.

Table 40: Meteorological Parameters Used for Modelling Temperature Humidity WD Wind Speed Pressure Precip. Hour Cl (oC) (%) (o) (kmph) (Pa) (mm) 1:00 27.6 83 247.5 3 29.57 0 0 2:00 25.6 84 270 4 29.6 0 0 3:00 24.3 72 247.5 6 29.63 0 0 4:00 26.4 70 225 2 29.63 0 0 5:00 26.1 83 270 1 29.63 0 0 6:00 25.8 88 247.5 2 29.63 0 0 7:00 24.6 92 225 5 29.54 0 0 8:00 26.9 75 247.5 1 29.52 0 0 9:00 28.7 72 247.5 2 29.49 0 0 10:00 27.5 69 225 5 29.49 0 0 11:00 29.5 78 225 3 29.49 0 0 12:00 28.4 74 247.5 4 29.52 0 0 13:00 26.5 73 247.5 0 29.54 0 0 14:00 27.6 75 270 1 29.54 0 0 15:00 26.4 84 247.5 1 29.57 0 0 16:00 24.5 81 225 2 29.57 0 0 17:00 26.3 86 270 2 29.57 0 0 18:00 27.2 83 247.5 4 29.63 0 0 19:00 26.5 88 225 1 29.6 0 0 20:00 24.3 92 247.5 0 29.57 0 0 21:00 25.3 94 247.5 0 29.57 0 0 22:00 26.2 93 225 4 29.57 0 0 23:00 21.2 91 225 2 29.57 0 0 24:00 23.6 80 247.5 1 29.57 0 0

297 Receptors: A set of link receptors were taken at various receptor locations within each section at a distance of 5 m, 10 m, 20 m, 50 m, 100 m and 200 m both sides from center line of the carriageway to know the dispersion of pollutant from the road.

298 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 on the road alignment on two alternate days in week. The background pollutant concentrations that were taken for model predictions are listed in Table 41.

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Table 41: Average Background Concentration of Pollutants along the Alignment

Average Background Pollutant Unit concentration

SO2 20.2 µg/m3 NOx 45.6 µg/m3 PM10 53.2 µg/m3 PM2.5 22.4 µg/m3 CO 0 mg/m3

299 Predicted Pollution Levels: The model has been setup and run to predict hourly average CO, PM2.5, PM10, NOx and SO2 concentrations for the years 2020, 2025, 2030, 2035 and 2040 using forecasted traffic data on proposed highway. The predicted hourly average concentration of CO, and 24 hourly average concentration of PM2.5, PM10, SOx and NOx during peak traffic are shown in Tables 42 to 46 for proposed highway project.

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Table 42: CO Predicted Concentrations (mg/m3) along the Proposed Road CO Concentration (mg/m3) Distance from the centre line of the road, m. Year Distance from the centre line of the road, m. (Left side) (Right side) -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 2020 0.00 0.00 0.00 0.00 0.00 0.00 0.02 0.02 0.01 0.01 0.00 0.00 2025 0.00 0.00 0.01 0.01 0.01 0.02 0.17 0.12 0.08 0.05 0.03 0.02 2030 0.01 0.01 0.01 0.02 0.03 0.04 0.35 0.25 0.17 0.10 0.06 0.04 2035 0.01 0.01 0.02 0.03 0.05 0.07 0.59 0.42 0.28 0.16 0.10 0.06

Table 43:PM2.5 Predicted Concentrations (µg/m3) along the Proposed Road PM2.5 Concentration (µg/m3)

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

-200 -100 -50 -20 -10 -5 5 10 20 50 100 200 2020 21.16 21.17 21.18 21.20 21.25 21.27 22.28 21.97 21.71 21.47 21.35 21.27 2025 21.23 21.29 21.32 21.44 21.59 21.83 28.30 26.33 24.69 23.19 22.43 21.88 2030 21.32 21.42 21.50 21.70 22.04 22.50 35.60 31.62 28.31 25.26 23.73 22.62 2035 21.41 21.57 21.70 22.06 22.55 23.29 44.76 38.25 32.82 27.85 25.35 23.56

Table 44:PM10 Predicted Concentrations (µg/m3) along the Proposed Road PM10 Concentration (µg/m3) Year Distance from the centre line of the road, m. (Left side) Distance from the centre line of the road, m. (Right side) -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 2020 50.25 50.26 50.27 50.29 50.31 50.34 51.38 51.06 50.80 50.60 50.44 50.36 2025 50.33 50.38 50.42 50.53 50.67 50.91 57.39 55.42 53.78 52.28 51.52 50.97 2030 50.41 50.51 50.59 50.82 51.13 51.59 64.69 60.71 57.39 54.35 52.82 51.71 2035 50.50 50.66 50.79 51.15 51.64 52.37 73.85 67.33 61.91 56.94 54.44 52.65

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Table 45:NOx Predicted Concentrations (µg/m3) along the Proposed Road NOx 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) -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 2020 43.18 43.26 43.31 43.47 43.70 44.03 53.20 50.40 48.10 45.96 44.87 44.10 2025 43.81 44.29 44.66 45.70 47.12 49.25 110.68 92.02 76.50 62.26 55.08 49.94 2030 44.59 45.57 46.33 48.46 51.37 55.72 181.19 143.07 111.36 82.27 67.61 57.11 2035 45.58 47.19 48.44 51.96 56.76 63.93 270.68 207.87 155.61 107.67 83.51 66.21

Table 46:SO2 Predicted Concentrations (µg/m3) along the Proposed Road* SO2 Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, Year (Left side) m. (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 19.08 19.08 19.08 19.09 19.09 19.10 19.33 19.26 19.20 19.15 19.12 19.10 2035 19.14 19.19 19.22 19.31 19.44 19.63 25.10 23.44 22.06 20.79 20.15 19.69 *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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300 Green House Gases Emissions: Upgrading and strengthening the surface condition of existing SH-40 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-40 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 analyzed to evaluate the overall contribution of this investment program in terms of the change in CO2emissions.

301 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.

302 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,averagetriplengthsofeachtypeofvehicle,vehicletype growth and roughness factors (before and after improvements) were fed to the model based on the details of traffic and economic analysis for SH40-IIroad section. The model was run separately for the road section. The traffic data used in the model is given in table-38.

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

Table 47: CO2 Emission at BAU, Project with and without Induced Traffic Parameters Emission of CO2 in Ton/km/year BAU 892.65 Project with induced traffic 876.70 Project without induced traffic 876.70 Net reduction in CO2 emission 15.94

304 As indicated in the model output summarized in above Table 47 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-40 Part 2 road to be improved is 21.4 km. Based on the net change in CO2 emissions or CO2 savings of the sections is 15.94 Tons/km/year, and thus the proposed investment program of SH40-Part 2 road as will save emissions of 341.25 Tons CO2/year.

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305 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, CO and SO2 over the existing ambient air quality are found to be within the National Ambient Air Quality Standards of CPCB except for NOx in the years 2025. But the predicted pollution level slightly higher than the IFC EHS guideline limits for all the parameters monitored. Since the project will improve the road conditions it is not expected to cause significant increases in existing concentrations of pollutants. Majority of these will be contributed by vehicle emissions and reanimation of dust from roads. Proper and regular maintenance of roads will decrease these indirect impacts. The details of air quality modelling and pollutant dispersion along the alignment is given in Appendix 7.

306 Residual Impact. AERMOD models show that the project is likely to result to increase in air pollutants due to emissions but not in significant concentrations when compared to baseline values. TEEMP modeling, on the other hand, shows that the road project will result in an overall lower emissions level compared to BAU. Most parameters are also within CPCB limits but slightly above IFC EHS limits. Therefore, the project will have minor residual indirect impact on the air quality. 2. Surface water quality and quantity

Design and pre-construction stage – moderate negative impact

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

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

308 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.

309 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

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

Construction stage - moderate negative impact

311 Impact. 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.

312 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.

313 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.

314 To mitigate these impacts the following measures should be implemented:

• maintain adequate vegetative cover on unpaved shoulders of the road; • maintain the natural course of water bodies (as much as possible) and no throwing of debris 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 300 m of water bodies/ drains; • construction camps are equipped with sanitary latrines (septic tanks); • construction establishments such as construction camps, labor camps, 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 IFC before disposal. Testing of effluent has to be done in accordance with the rules and regulations of CPCB and SPCB. • 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; and • all debris and vegetation, clogging culverts are regularly cleared.

315 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

316 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 105

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

317 The use of groundwater is not envisaged in this project, water required for construction and construction sites will be sourced from surface water. Therefore, the design of the project has no impact on the quality or quantity of groundwater. Quantity may be affected if construction water requirement is obtained from groundwater sources.

Construction stage - minor negative impact

318 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.

319 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.

320 Construction water requirement (avg. 300 KLD and peak 400 KLD) will be met through local rivers and other canals in the project area. Domestic water requirement (30 KLD) for workers will also be met through approved sources only. Necessary permits will be obtained prior to water abstraction and only when there is no other viable sources or if the safety of workers will be at risk, 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.

321 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

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

Design and pre-construction stage – minor negative impact

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323 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.

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

325 Sand and gravel are often obtained from river deposits. Roadside quarrying is officially discouraged, but unofficially continues, invariably by petty contractors.

326 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.

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

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

328 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.

329 Adequate earth material is available from barren land in the vicinity. Estimated quantity is 1,60,000 cum Aggregates will be mostly sourced from licensed quarries available locally. Tentatively it is proposed that the aggregates and boulders will be sourced from previously approved quarry area located near to the project road. Fine aggregate 40,000 cum and 4,03,800 cum of borrow earth will be taken from quarries or riverbeds after prior permission from competent authority. 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. 107

330 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.

331 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

332 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.

333 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.

334 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.

335 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

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

336 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.

337 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.

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

339 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.

340 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.

341 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.

342 Mitigation measures for borrow areas are:

• prior approval will be obtained from concerned authorities and all local environmental regulations be complied with; 109

• 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.

343 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.

344 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.

345 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;

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

346 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.

347 Operation stage – positive impact

348 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

349 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.

350 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; • Adequate measures are included in the design to minimize impacts on wildlife; • adopting Environmentally Friendly Road Construction (EFRC) methods; • Under the mandatory afforestation program approximately 3180 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; • Budget provisions for following the mandatory afforestation program which requires planting trees (in consultation with forest and wildlife people) at the rate of 1:10 for trees cut and (3180) improving vegetation cover in the project area; • Budget provisions and recruitment of a Wildlife Expert (CSC/Individual expert) to implement EMP measures for improvement activities for protected area; and • Additional measures proposed for the habitat improvement in the protected areas as part of biodiversity management plan.

351 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. 111

Construction stage –moderate negative impact

352 Impact. Project sourcing of materials has the potential for a much broader impact. Of particular concern, given the location of this Project near to an area of very high endemism, would be sourcing of timber from the endemic-rich Western Ghats (which can be broadly represented by the World Heritage Site).

353 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. 209. 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.

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

Operation stage – positive impact

355 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

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2. Ecologically important areas

Design and pre-construction stage – moderate negative impact

356 Impact. Based on the Critical Habitat Assessment, the Thamirabarani River and its major tributaries may still qualify as natural habitat and, thus, considered ecologically important areas.

357 Significant potential direct Project impacts on Natural Habitat are associated with bridges on these rivers, which can alter flows, change substrate distribution, and thus have long-term impacts.

358 Mitigation measures. To minimize risk of possible impacts on these ecologically important areas, the following measures should be followed:

• Careful use of coffer dams: For all river crossings under this Project, where construction of all bridge piers at similar times would lead to coffer dams exceeding one third of the width of the river (e.g., 15 m for a 45 m-wide stretch of water), piers will be constructed at different times, so that coffer dams at any one point in time do not obstruct more than a third of the river width. • Design, install and maintain wildlife crossings under the road near to Natural Habitat: Connectivity for small- and medium-sized animals can be facilitated by appropriate design of culverts under the road. If appropriately designed, culverts of only 0.5-1 m diameter are generally considered sufficient to serve as crossings for small mammals, and 1-1.5 m diameter for medium-sized mammals. Details on how culverts can be maximized for use as wildlife crossings are in the Critical Habitat Assessment in Appendix-17.

359 Residual impact. No significant short- or long-term negative residual impacts on Natural (or Critical) Habitat are anticipated after general and specific mitigation.

Construction stage - moderate negative impact

360 Impact. Work near to – and especially in – rivers carries risks of temporary impacts through construction dust, sedimentation or waste disposal/sewage discharge, and from accidental spills of oil or construction chemicals. Further, in-river noise such as pile driving can have both behavioral and physical impacts on freshwater species.

361 Project sourcing of materials has the potential for a much broader impact. Of particular concern, given the location of this Project near to an area of very high endemism, would be any sand, aggregate or other raw material sourcing from rivers in the area or, terrestrially, from the endemic-rich Western Ghats (which can be broadly represented by the World Heritage Site).

362 Indirect project impacts are potentially more significant. The highest risk of these is the introduction of invasive alien species (IAS), to either freshwater or terrestrial ecosystems. The Global Invasive Species Database has records for 226 terrestrial or freshwater IAS in India, of which 134 are plants. IAS can spread rapidly once introduced, significantly modifying habitat, and present a very high risk to biodiversity globally. There is potential for construction machinery, equipment or materials to introduce IAS to the Project site, particularly plants – e.g., as seeds within soil on machinery. Some of these species may not be introduced by the Project, 113

but simply spread further. For example, the invasive American plant Lantana camara impacts forests by reducing recruitment of native tree species, and is already widespread in India.

363 An additional potential risk when the Project is close to rivers is that of fishing by construction workers.

364 Mitigation measures. To minimize negative impacts on potential remaining natural habitat, the contract documents should specify that:

• 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; • all contract equipment and plants should be cleaned to the satisfaction of the CSC in charge prior to their relocation to project sites; • Source construction materials (e.g., sand, gravel, timber) outside of any licensed or unlicensed sites in rivers and outside the Western Ghats World Heritage Site • Good practice during in-river and near-river (within 100 m) construction as described in the Critical Habitat Assessment (Appendix-17) • Develop an Invasive Species Management Plan which shall include: o pressure washing of vehicles, equipment and supplies before entering the Project area; o monitoring for invasive species along the Project Right of Way; and o control/eradication of invasive species where found in the Project Right of Way

365 Residual impact. With the proper implementation of the proposed mitigation measures residual impacts from the project is expected to be minimal.

Operation stage – positive impact

366 If the measures above are implemented, particularly designing and installing wildlife crossings in areas potentially representing natural habitat, the project could potentially achieve net gain of biodiversity within its area of influence.

F. Impacts on Social Environment

367 The sensitive location such as places of worship, school, college and hospital within 100 meters from the edge of the existing road has been identified as given in Table 32. These structures are projected to be unaffected by the proposed improvement proposal. Short term impacts during the construction stage are expected. Measures such as timely scheduling of construction activities in these areas, provision of sign boards, appropriate barriers such as planting trees and / or raised boundary walls are adopted to minimize impacts.

1. Private land and buildings

Design and pre-construction stage – moderate negative impact

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368 Impact. There will be moderate impacts due to acquisition of 5.5761 ha land acquisition as the proposed widening will be accommodated within existing ROW. Community impacts are mostly due to the resettlement of people due to widening of the project road to 2 lanes.

369 Resettlement and rehabilitation plan for the project road has been prepared for 82 structure and 23 nos. of CPRs displacement. It was noted that the relocation of structures will be required at congested locations along the project road mainly Omanallur, Gopalasamudram, Pirancheri, Chokkalingapuram, Melaseval I &II, Kolumadai, Pattamadai, Cherankovilpathu, Kuniyoor, Karukurichi, Puthukudi, Veetrirunthankulam, North Veeravanallur, South Veeravanallur, Vellankuli and South Kallidaikurichi. The widening options have been devised to minimize impacts of structures.

370 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.

371 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

372 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.

373 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.

374 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

375 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 115

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

377 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.

378 Residual impact. With proper preparation no residual impacts are to be expected.

Construction stage –minor negative impact

379 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.

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

381 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

382 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

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

384 The noise generating equipment used in construction activities is also regulated under Noise Pollution (Regulation and Control) Rules 2000. The range of typical noise levels in relation to distance from a construction site is shown in Table 48.

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Table 48: Construction Noise / Distance Relationship Distance from Construction Site (m) Range of typical Noise Level dB(A) 8 82-102 15 75-95 30 69-89 61 63-83 91 59-79 122 57-77 152 55-75 305 49-69 Source: Department of Transportation, State of Wisconsin (USA)

385 Noise and vibration from piling (if used at bridge locations) will be unavoidable, but the impact will only be temporary and affect people living or working near piling locations, if involved at location of bridge constructions. The impact and sources of noise are summarized in Table 49.

Table 49: Likely Impact on Noise Quality in the Vicinity of Project Area Impact Source Increased noise levels • Mobilization of heavy construction machinery; causing discomfort to • Accelerations/ decelerations/ gear changes – though the local residents, workers extent of impact will depend on the level of congestion and smoothness of the road surface; and local fauna • Excavation work for foundations and grading; • Construction of structures and other facilities; • Crushing plants, asphalt production plants; and loading, transportation and unloading of construction materials.

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

Table 50: Typical Noise Levels of Principal Construction Equipment (Noise Level in db (A) at 50 Feet) Clearing Structure Construction Bulldozer 80 Crane 75-77 Front end loader 72-84 Welding generator 71-82 Jack hammer 81-98 Concrete mixer 74-88 Crane with ball 75-87 Concrete pump 81-84 Concrete vibrator 76 Excavation and Earth Moving Air compressor 74-87 Bulldozer 80 Pneumatic tools 81-98 Backhoe 72-93 Bulldozer 80 Front end loader 72-84 Cement and dump trucks 83-94 Dump truck 83-94 Front end loader 72-84 117

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

387 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.

388 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

389 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.

390 The construction activities are introduced in Noise Pollution Rules, 2000 with its amendment in 2017. The maximum limit for noise near the construction site is 75 dB (A) Leq (5 min) in industrial areas and to 65 dB (A) Leq (5 min) in residential and other areas. There are total 19 sensitive receptors identified within 50m from the centre line along the proposed project road. 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.

391 Residences, schools, health clinics, and other noise sensitive areas (Table 32) within 100 m the roadways will be affected temporarily during construction. The number of persons potentially affected, and the duration of these effects cannot be estimated based on available information.

392 During construction, varying degree of noise impacts are likely to be felt by the communities of main settlements i.e. Omanallur, Gopalasamudram, Pirancheri, Chokkalingapuram, Melaseval I &II, Kolumadai, Pattamadai, Cherankovilpathu, Kuniyoor, Karukurichi, Puthukudi, Veetrirunthankulam, North Veeravanallur, South Veeravanallur,

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Vellankuli and South Kallidaikurichi and other small settlements along the project road. Although temporary in nature, the construction noise will affect the most communities living close to the construction zone.

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

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

395 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.

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

• Installation of 3m noise barriers; • construction machinery should be located away from settlements. If noise levels exceed the prescribed Leq, suitable mitigation measures like using additional silencers in noise generating equipment; erecting additional noise barriers and the use of proper PPEs shall be implemented; • Construction machinery and equipment must properly 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; and • contractors should be required to fit noise shields on construction machinery and to provide earplugs to the operators of heavy machines.

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

Operation stage – moderate impact

398 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.

399 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: 119

• 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.

400 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.

401 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

402 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.

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Table 51: Annual Average Daily Motorized Traffic Data Year 4W LCV Truck Bus 3W 2W 2020 2131 984 415 646 532 6050 2025 2312 1044 437 685 564 6583 2030 3419 1399 566 900 755 9871 2035 4867 1836 719 1148 991 14223

Table 52: Equivalent Background Noise levels Equivalent Noise Levels in dB(A) DAY NIGHT 61.6 50.6 Note: Derived from baseline noise levels.

Table 53: Predicted Noise Levels along the Project Road Day LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 61.6 61.7 61.8 62.1 63.2 63.2 62.1 61.8 61.7 61.6 2025 61.7 61.9 62.5 64.0 67.6 67.6 64.0 62.5 61.8 61.7 2030 61.8 62.2 63.4 65.7 70.2 70.2 65.7 63.3 62.1 61.8 2035 61.8 62.5 64.3 67.1 72.2 72.2 67.1 64.2 62.3 61.8 Night LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 50.7 51.1 52.2 54.3 58.6 58.6 54.3 52.1 51.0 50.7 2025 51.3 53.1 56.6 60.7 66.4 66.4 60.7 56.4 52.7 51.3 2030 51.9 54.8 59.2 63.7 69.7 69.7 63.7 59.0 54.2 51.9 2035 52.6 56.3 61.2 65.8 71.8 71.8 65.8 61.0 55.6 52.6 294 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. 295 The Indian standard requires noise levels for the 12 hour Leq-dB(A) not to exceed 65 dB(A) and 55 dB(A) at commercial building during the daytime and at nighttime respectively. This is also the IFC standard. Indian standards require noise levels for the 12 hour Leq-dB(A) not to exceed 55dB(A) in daytime and not to exceed 45dB(A) nighttime at residential property.

296 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 be marginally higher than desired levels for the respective landuse categories. The baseline noise levels (2019) are already higher than the permissible limits of CPCB for different landuse categories for day and night. The predicted levels show increase in noise levels for future years at all receivers considering increase in traffic volume. The incremental noise levels for future years exceeds the allowable limit of 3 dB (A) from the baseline levels. Mitigation measures suggested in EMP such as installation of noise 121

barriers should be adopted for the sensitive receptors falling within 100 m centre line of the road corridor. The detailed noise assessment and prediction is presented in Appendix -13.

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

4. Vibration

Design and pre-construction stage – neutral impact

298 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

299 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.

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

Table 54: Vibration Generated from Different Construction Equipment Equipment Reference PPV at 25 ft. (in/sec) Vibratory Roller 0.21 Large Bulldozer 0.089 Caisson Drilling 0.089 Loaded Trucks 0.076 Jackhammer 0.035 Small Bulldozer 0.003 Sources: Federal Transit Administration 2006 (except Hanson 20015 for vibratory rollers)

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

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

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

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

302 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

303 Impact. The values of vibration generated from the operation of various equipment (including Pile-Driver) in construction of project road are below the threshold ppv (mm/s) as mentioned in Table-55. However, ibration during construction may induce cracks and damages to structure next to road alignment particularly overhead water storage tanks.

304 Mitigation Measures. For the structures within 4.5 m (as vibration impacts from construction equipment’s beyond this limit will be insignificant) from road edge, suitable mitigation measures should be adopted to minimize the vibration levels. In case any structure is

6WOODS, R.D. and JEDELE, L.P., 1985. Energy-attenuation relationships from construction vibrations. American Society of Civil Engineers, Proceedings of ASCE Symposium on Vibration Problems in Geotechnical Engineering, Detroit, Michigan, G. Gazetas and E.T. Selig, Editors, pp. 229-246. 123

weak, a pre-construction survey of the building shall be done in detail by the Contractor, witnessed by the CSC as well as the property owner. Vibration monitoring will be carried out at weak structures during construction and additional mitigation measures will be installed in case measured vibration levels (peak particle velocity) exceed 3 mm/s for very sensitive buildings or 5 mm/s for residential structures per DIN 4150-3 threshold.. Signed documents and photographic records will be kept as evidence to protect both the owner as well as the project from spurious claims.

305 A wave barrier is typically a trench, or a thin wall made of sheet piles or similar structural members. The purpose of a barrier is to reflect or absorb wave energy, thereby reducing the propagation of energy between a source and a receiver. The depth and width of a wave barrier must be proportioned to the wavelength of the wave intended for screening.

306 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.

307 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

308 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.

309 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.

310 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

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

Construction stage - moderate negative impact 210. 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

312 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. 211. 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.

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 125

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

313 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 health care 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

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• For COVID-19 related health and safety risk, the contractor will be required to prepare and implement a COVID-19 Action Plan9.

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

315 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

403 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

316 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.

Construction stage –moderate negative impact

317 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.

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

319 The project will support a public health education programme for workers and villagers covering road safety, hygiene, malaria and other endemic diseases, and communicable

9For COVID-19 national restrictions for containing the spread of COVID-19 must be complied with and in developing the health and safety management plan Government of India (https://www.mygov.in/covid-19) and World Health Organization guidance (https://www.who.int/emergencies/diseases/novel-coronavirus-2019/technical-guidance) should be followed ensuring adequate sanitation and welfare facilities including for hand washing and personal protective equipment are provided to construction workers. Given the specialist nature of responding to COVID-19 public health officials/experts to be consulted.

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diseases such as COVID-19 and sexually transmitted diseases. The district health departments will also be invited to participate in monitoring and educating communities and workers affected by the project.

320 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

321 Impacts and Mitigation: 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

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

H. Induced and Cumulative Impacts

323 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.

324 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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325 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

326 The immediate benefits of road construction and improvement will come in the form of direct employment opportunities during construction for the roadside communities engaged as wage laborer, petty contractors and suppliers of raw materials. During operation stage, road- side economic activities supporting transport like gasoline stations, automotive repair shops, lodging, and restaurants will increase due to increased number of vehicles. The project road section is part of connecting industrial zones to enhance transportation services for raw material and products. Increase in agro-industrial activities are also expected to take advantage of improved access to urban centers where there are higher demands and better prices for agricultural products. Project will accelerate the economic opportunities resulting in reduced migration. Other benefits of project road improvement 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

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

B. Objectives of the Consultations

295. 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.

296. 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

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

298. Due to the ongoing COVID-19 Pandemic situation, small public consultation meetings were organized at Tirunelveli to disseminate the information regarding widening and strengthening of SH40-IIroad section from km 64/200 to 86/000 by the officers of Highways Department, Government of Tamil Nadu and staff of DPR consultant on 19.06.2020.

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299. A total of 11 participants including 10 males and 1 females attended this public consultation meeting. The community consultation with locals were organized with prior information and details of place and timing after permission from district authorities. The fixed venue for consultation was sanitized with the help of concerned area health care service office. The social distancing during consultation and other facilities including temperature check, hand sanitizer and use of mask was made mandatory for all the participants. 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 No of participants Date and Time of Sl. No. Venue Consultation M F T

1 Tirunelveli 19.06.2020 10 1 11

1. Project Stakeholders

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

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

2. Consultation with Government Departments

301. 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.

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

3. Consultation with Local People and Beneficiaries

303. 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 were discussed:

• Awareness and extent of the project and development components; 131

• 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.

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

Figure 18: Photographs of Public Consultation Meetings along the project road

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305. The details of participants and public consultation attendance list are attached in Appendix 14.

Table 57: Summary of Issues Discussed and Measures Taken Location and Issues Discussed Measures Taken Participant Date 19.06.2020 • People are facing acute Total 11 Tirunelveli problem related to poor Participants which condition of the road. Proposed widening and includes 10 male strengthening of the road will • Where the road passing and 1 female provide better level of services in through the settlements participant terms of improved riding quality there should be and smooth traffic flow. • provision of Speed breakers • There will be considerable Suggestion viz. (i) design reduction in the number of shall take into hydrological accident and level of pollution. aspects into consideration (ii) minimal loss of • Accessibility to social health structures (iii) adequate and educational infrastructure settlement and rehabilitation will increase through all- measures including weather road. provision of jobs to land • Generation of employment losers during construction phase of • Local people informed that the road. present road in some • The discussion generates. sections of this area • considerable awareness of the submerges during normal project . rainfall also. Adequate • As the proposed road shall be a measures shall be taken to widened one, it shall provide an avoid water logging during efficient public transportation normal rainfall. system besides. • They suggested that • ensuring reduction in existing alignment shall also congestion level be improved and maintained • The title holders shall also be properly. compensated as per ADB • Suggestion viz., Minimal guidelines. loss of structures, Adequate • Drainage system is mention in rehabilitation and built-up area and earthen resettlement ,measures drainage for rural area. • Area is one of the • Drainage system is mention in congested stretches due to built-up area and earthen that problem of traffic jam drainage for rural area. Road and accident is common. safety features like traffic signs, • Stress was put by the Overhead Sign Boards, Road community on adequate Illumination, Delineators, safety provisions to be • pavement marking, pedestrian made along the road path and rumble strips has particularly at locations of been included in the design. school, • Proper Rehabilitation measures • cattle underpass, provision will be taken for . Affected of bus stop and provision of Household’s and compensation green belt development will be as per market rate. Compensation should be as per market value. 133

306. 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

307. 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.

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

309. 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

310. 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

311. 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

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made available to all stakeholders as part of the consultation process required under the SPS 2009.

312. 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

313. 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.

314. 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.

315. 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.

316. 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

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that, inaction upon the complaint of the public will be considered as a major lapse from the side of the EPC contractor, leading to invoking of penalty clause which is given in bid document/EMP.

317. 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 19.

Figure 19: 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

318. 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.

319. 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.

320. 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

321. The main objectives of this EMP are:

• To ensure compliance with Asian Development Bank’s Safeguard Policy Statement 2009, 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

322. 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.

323. The EMP matrix also includes actions and measures to mitigate and compensate for ecological impacts identified in the Critical Habitat Assessment. Recommended mitigation measures from Critical Habitat Assessment have been integrated into the overall project EMP provided in Table 58.

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D. Environmental Monitoring and Reporting Program

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

• To evaluate the performance of mitigation measures proposed in the EMP. • To evaluate the adequacy of environmental assessment. • 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.

325. 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

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

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

327. Ambient Air Quality (AAQ) Monitoring: Ambient air quality parameters recommended for monitoring road development projects are PM2.5, PM10, Carbon Monoxide (CO), Oxides of Nitrogen (NOx) and Sulphur Dioxide (SO2). These are to be monitored, right from the commencement of construction activity at selected locations of plants and machinery, crushers on sites, excavation works etc. Data should be generated once in a quarter 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).

328. 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 139

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 – IS10500: 1991 and IS 2296:1992 is given in Appendix – 15.

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

330. Success of Re-vegetation: The project involves widening and up-gradation including construction of cross drainage structures hence these will require felling of trees. Such lost vegetation will be required to be replaced by compensatory plantation. As per policy of the statute 10 trees have to be planted for each tree removed. These compensatory plantations will have to be monitored for 70% survival rate for 3 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 water - Disruptions to the - Maintain natural courses of rivers and streams PIU PIU quality and natural hydrology - Identify temporary diversions required and quantity - Worsening of erosion ensure that these are restored to their natural - Construction of problems course as soon as possible culverts and - drainage structures to be properly designed to bridges. accommodate forecast discharges; - side drain waters must be discharged at every available stream crossing to minimize volume and prevent erosion at discharge point; - provide lined drainage structures; and - where an increased discharge of surface water endangers the stability of the water outlet, erosion protection measures such as bioengineering measures, ripraps, and check dams are incorporated - in areas with high water tables, seepage may occur, and side drains and up-slope catch drains must always be lined to avoid percolation 2. Land degradation - Permanent changes - Optimization of the centre line so that PIU PIU and pollution in the local-level embankment raised on both sides; - Road widening and topography and - Temporary and permanent drainage systems to related earthworks; appearance of the minimize soil erosion; - Collection, project site. - Optimum siting and control of quarries; and quarrying and use - Slope failure at - mechanized construction methods. of stone, quarry sites; - Minimize land take for development aggregates and - Road side instability - Optimize balance between cut and fill and avoid sand. due to stone deep cuts and high embankments to minimize - Construction of collection; earthworks sharp curves - The construction of - Maximize reuse of spoils and old asphalt paving sharp curve may add material within the construction to instability in raised - Agree on spoils disposal sites, management embankment. and rehabilitation plan with relevant local 141

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component agencies - Specify vegetation that serves specific bioengineering functions. - Aggregates will be sourced from licensed local quarries; - Sand will be taken from quarries after prior permission from competent authority; - No materials will be sourced from Thamirabarani River or its tributaries; - every new quarry and borrow area 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/borrow area should not be established within one km from the boundary of any protected area and should obtain necessary clearances including environmental clearance as required under EIA Notification 2006 and other GOI regulations; - 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. - 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

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component the quantities of borrow materials and spoil disposal. -

II. Biological environment 3. Trees and - Loss of 318 trees - Minimise removal of vegetation and width of /EPC contractor PIU/CSC vegetation existing in the RoW road expansion along the existing alignment to - Clearing of the extent possible. vegetation from - the road improvement works will adopt mostly natural Environmentally Friendly Road Construction habitat areas for (EFRC) methods and should minimise hill cutting and environmental impacts and should assist in other road maintaining, or repairing, tree cover; improvement - Mandatory compensatory afforestation program works; for plantation 3180trees (@1:10) resulting in the - Removal of trees improvement of road side green belt development. - The plantation under compensatory afforestation plan will be scheduled within 15 months of the construction works, as preparation of seedlings in the approved nursey will start with commencement of construction work for the project road

4. Fauna - Habitat Designing/planning for ledges in all culverts EPC contractor/ PIU/ CSC - Fragmentation within 500 m of ‘barren/unculturable/wastelands’ CSC and ‘wetlands/waterbodies’ as mapped by PIU NSRC (see Critical Habitat Assessment)

5. Ecologically - Works within - Careful use of coffer dams where construction of EPC Contractor PIU important areas waterways, rivers, all bridge piers at similar times would lead to - Thamirabarani streams coffer dams exceeding one third of the width of River and its - Sourcing of the river (e.g., 15 m for a 45 m-wide stretch of major tributaries materials/aggregates water), piers will be constructed at different 143

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component for road construction times, so that coffer dams at any one point in time do not obstruct more than a third of the river width (see Critical Habitat Assessment) III. Social environment 6. Private land and - Resettlement of - in compliance with Right to Fair Compensation PIU PIU buildings people; and Transparency in Land Acquisition, - Road widening - Acquisition of Rehabilitation and Resettlement Act, 2013 and addition agriculture ADB SPS 2009. land - Relocation of private structures and CPR (Community property resources) 7. Public property/ - Temporary outages - Before construction commences a detailed Utility Agencies/ CSC / PIU infrastructure/ of public utility survey has to be carried out in order to list all PIU utility structures services utilities that will interfere with the road works; - Shifting of electric - Together with the respective owners of the lines, water pipes, utilities plans will be prepared how and when sewage lines, gas these utilities will be shifted before the works pipes and telecom commence. lines - 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. Noise and - Increased noise - Prior to finalization of detailed engineering CSC/PIU PIU disturbance levels causing design, the following must be done: - Operation of discomfort to local - Survey of sensitive receptors (sensitivity, construction residents, workers distance from edge of the proposed road, equipment and and local fauna baseline noise levels) machinery, hauling - Consultation with affected persons on noise

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component of materials and abatement measures (e.g. preference blasting works for/location and design of noise barriers, reduction of speed limits, etc.) - Planning of location, duration of noise- generating activities and equipment, particularly along sensitive land uses - Use of noise reduction equipment; - Planning noise generating activities during daytime. 9. Vibration - Possible cosmetic - Pre-construction survey and documentation of EPC Contractor CSC/PIU Operation of vibration damage to very structures to determine weak structures that rollers during sensitive buildings need monitoring during construction construction - Temporary localized - The contractor shall obtain Consent from the EPC Contractor CSC / PIU 10. Air quality increase in levels of Tamil Nadu Pollution Control Board(TNPCB) for dust and air the establishment and operation of crusher, Crushers , Hot Mix pollutants including Batching plant and hot mix plant as per the Plants & Batching PM2.5, PM10, SO2, proceedings & guidelines laid down by the plants NOx, CO, HC TNPCB. (Ambient Air quality standards published in 2009) 11. Health and safety - Construction - For all construction works comply with CSC /PIU PIU (H&S) activities causing Government of India rules and regulations for - Operation of health and safety the protection of workers. construction risks to workers and - For all construction works undertake risk equipment and communities. assessment and prepare H&S plan in machinery, hauling accordance with IFC EHS Guidelines for of materials and clearance by ADB, considering occupational and blasting works community H&S and including adherence to emergency preparedness and response plan with communication systems and protocols to report an emergency situation. - In undertaking H&S risk assessment and planning adequate attention to be given to the 145

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component risks associated with transportation/vehicles and 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/nove l-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. To include training for PIU and all Contractor management and construction workers including subcontractors before commencement of works. - Contractor to conduct training of workers on emergency preparedness and response

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component procedures in case of an occupational or community health and safety incident during construction works. B. CONSTRUCTION STAGE I. Physical environment 1. Air quality and - Temporary localized - Regular watering of road surfaces, exposed Contractor CSC/PIU GHGs increase in levels of spoils - Operation of dust and air - regular check-up and maintenance of construction pollutants including construction equipment; equipment and PM2.5, PM10, SO2, - idling of engines shall be strongly discouraged; machinery; NOx, CO, HC - mixing plants i.e. asphalt, concrete, and bricks, - Emissions from (Ambient Air quality should be operated within the permissible limits brick, concrete and standards published of CPCB and IFC EHS, and located away from asphalt plants; in 2009 settlements; - Haulage, - the contractor will submit a dust suppression and stockpiling, control programme to the CSC prior to disposal of construction – this plan details actions to be materials; taken to minimize dust generation and identify equipment to be used; - vehicles delivering loose and fine materials should be covered with tarpaulin to reduce spills and speed limits should be imposed; - no unauthorized burning of C&D waste materials; - bitumen emulsion should be used wherever feasible; - bitumen heaters should be used, the use of firewood is prohibited - ambient air quality monitoring shall be done regularly at representative sensitive locations to ensure that all the emissions from construction activities are within CPCB and IFC EHS standards and therefore ensuring the effectiveness of mitigation measures taken. 2. Surface water - Soil erosion and - maintain adequate vegetative cover above and Contractor CSC/PIU 147

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

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - 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 been lined to avoid percolation; and - all debris and vegetation, clogging culverts must be regularly cleared. 3. Ground water - Groundwater - Construction water requirement (avg. 300KLD Contractor CSC/PIU quality and abstraction and and peak 400 KLD) will be met through local quantity potential impacts on rivers and other canals in the project area. - Operation of labour local sources Domestic water requirement (30 KLD) for camps, temporary - Pollution of workers will also be met mainly through local construction sites groundwater at sites streams and fuelling where process water - Sewage generated at labour camps should be stations or wastewater is disposed of in an environmentally sound generated and manner. disposed of in an - Latrines should be located away and improper manner. downstream of any source for drinking water in order to prevent contamination of drinking water sources. - Locations for fuelling and/or maintenance should be fitted with impervious flooring and a drainage system connected to an oil/water separator and settling tank to treat sewage before being discharged. - The layout of labour camps and construction sites should comply with the requirements in appendix 8: Plant Management and appendix 9: Camp Site Management as given in the IEE. - If groundwater sources will be used for construction, it should be obtained from licensed 149

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component sources. Domestic water requirement (30 KLD) for workers will also be met through approved sources only. Necessary permits will be obtained prior to water abstraction and only when there is no other viable option so as not to compete with local domestic demand. - Water abstraction will be included in monitoring.

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

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component to comply with the requirements in Appendix 10: Debris and Spoils Disposal Management

Mitigation measures for quarry sites are: - Aggregates will be sourced from licensed operational quarry sites that comply with environmental and other applicable regulations on 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

Other measures on land and C&D disposal: • Any temporary lands required for labour camps or any other sites required for the 151

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component project shall be transferred back to the owner after the land has been restored to its original state before the completion of construction works. • Contractor has to collect baseline data on the quality of ambient air, ambient noise, soil, surface water and groundwater before establishing and after decommissioning the camps or sites. • excavated material shall be stockpiled and covered in such a way the soil will not erode away and should be used to widen the road or disposed of at proper disposal sites following spoil disposal management guidelines (Appendix 10). • Removal of bituminous wastes from existing roads should not be disposed of in nearby water bodies, open spaces and parks and wastes should not be left unmanaged on the roadsides. • Bituminous material should be examined for PAH to establish if it can be recycled/ reused for road construction. If not, the bitumen shall be treated as hazardous waste and disposed of in pre-identified and approved disposal sites. • Any construction and demolition waste generated during the construction phase should be managed in accordance with the C&D Waste Management Rules, 2016. • As far as possible, demolition and construction waste should be segregated and recycled. • The unserviceable waste left after recycling should be dumped in pre-identified and

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component 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 and at fuelling stations will be built; - oil and fuel spills, and other runoff from contaminated areas will be controlled; and - equipment and fuel depots will be placed in safe zones away from drinking water sources and canal and lake; - the project will provide an opportunity to assist the PIU and contractors in improving fuel handling practices so as to minimize future fuel spillage. - Quarry and borrow sites must comply with the requirements in appendix 11: Borrow Area Management and appendix 12: Quarry Area Management.

II. Biological environment 5. Trees and - Spread of invasive - Avoid introduction of new invasive species to, Contractor/ CSC/PIU vegetation species by and spread of existing invasive species within - Clearing of construction vehicles the Project area project area, captured in an vegetation for road and machinery and Invasive Species Management Plan, which, at improvement transport of earth the minimum, shall include: 153

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component works; and construction - washing of vehicles, equipment and - Removal of 318 material/debris supplies before entry to the Project area trees - Loss of 318 trees - monitoring for invasive species; and - Loss of habitat for - control/eradication of invasive species where bird fauna. found - Fragmentation of - Immediately plant native grass and tree species habitat due to loss of on cut slopes to reduce erosion vegetation cover - Prohibit collection, sale or purchase of - Degradation of timber/firewood by staff and contractors, with vegetation due to heavy penalties applied10 timber/firewood - - all wood building material for workers’ housing collection 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 3180 trees (@1:10) resulting in the improvement of tree cover in the area. - Re-vegetation of tree cut from road side; - Support plantation of native species as prioritized in reserve forest of KMTR - Habitat enrichment activities such as planting of native tree and horticulture species will be carried out in collaboration with the Wildlife/Forestry Officials in the protected area 6. Fauna - degradation of - Use only existing licensed quarries outside for Contractor CSC/PIU aquatic habitat sourcing aggregates during construction - Avoid borrow pits in areas of Natural Habitat and from sedimentation, within 200 m of waterways dust, sewage, or - Only undertake major earthworks during the dry other construction season waste along the river - Train staff and contractors in good - degradation of environmental practice, and prohibited activities

10As legal proceedings under WL Act 1972

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component habitat from - Ensure contractors supply all necessary food, hydrological changes cooking fuel and appropriate housing - increase in animal - Restrict construction works in the day time only and human conflicts in Maintain natural courses of canal and streams in area due to road - Restrict bridge construction works on river and improvement canal to the dry season in order to limit - mortality of hydrological changes, erosion and runoff from individuals due to construction areas vehicle collision - Restore temporary diversions to their natural - Displacement of courses as soon as possible species due to noise, - Prohibit siting of construction camps and presence of disposal of construction waste within 500 m of machinery and waterways equipment and - Noise generating equipment like DG set, presence of compressors and construction machinery will be construction workers. equipped with acoustic enclosures and/or - Injury and mortality mufflers; of fishes due to - If any wild animal (except birds) comes within underwater 100m from the construction site, construction construction noise works must immediately stop and resume only after the wild animal has moved away. - No construction or labour camps will be allowed close to the KMTR area. - The contractor will clearly brief the construction workers on strict forestry rules on illegal harvesting of forest products, poaching of wildlife and illegal fishing; - Employment agreements should specify heavy penalties for illegal hunting, trapping and wildlife trading– all other ancillary works should also agree not to participate in such activities; - Contractor will ensure supply of all necessary food items, cooking fuel and proper housing to prevent illegal hunting and tree felling; - Strict anti-poaching surveillance measures need 155

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component to be implemented, especially during project construction phase in the areas of KMTR.

7. Ecologically - Works within - all wood building material for workers’ housing Contractor CSC/PIU important areas waterways, rivers, should be brought from outside the project area; (with the help of - Thamirabarani streams - workers should be supplied with non-wood fuels Forest River and its major - Sourcing of such as kerosene or liquefied petroleum gas for Department if tributaries materials/aggregates the duration of the contract; necessary) for road construction - all contract equipment and plants should be cleaned to the satisfaction of the CSC in charge prior to their relocation to project sites; - Source construction materials (e.g., sand, gravel, timber) outside of any licensed or unlicensed sites in rivers and outside the Western Ghats World Heritage Site - Good practice during in-river and near-river (within 100 m) construction as described in the Critical Habitat Assessment (Appendix-17) - Develop an Invasive Species Management Plan which shall include: - pressure washing of vehicles, equipment and supplies before entering the Project area; - monitoring for invasive species along the Project Right of Way; and control/eradication of invasive species where found in the Project Right of Way III. Social environment

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component 8. Private land and - Traffic may have to - Financial compensation for loss of crops or Contractor/CSC PIU buildings be diverted across replacement of damaged structures. - Temporary road private land adjacent - After completion of the construction works the diversions to the road. 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. 9. Public property/ - Hinder and nuisance - Proper signs indicating the nature of the Contractor CSC/PIU infrastructure/ for road users. hazard/activity envisaged; utility structures - Contractor will ensure that information on the - Traffic diversions timing of works and notifications of road closure and temporary (if any) is provided via the local media (radio, road closures TV, newspaper etc.) or through the local community heads.

10. Noise and - extremely high - Installation of 3m noise barriers; Contractor CSC/PIU disturbance sound levels present - Proper PPEs for on-site workers; - Operation of real risk to the health - In construction sites within 500 metres of a construction of workers on- site; settlement, noisy operations should cease equipment and - sensitive areas between 22:00 and 06:00 hrs machinery, hauling within 100 m the - To further minimize noise impacts near sensitive of materials and roadways will be receptors (particularly schools), operation of blasting works affected temporarily; excavator and other heavy machineries will be - construction noise carried out mostly during off-hours (10:30 am to will affect the most 3:30 pm) and on holidays (Saturday and communities living Sundays). close to the - Regular maintenance of construction vehicles construction zone and machinery; 157

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - 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; 11. Vibration - Buildings/structures - Use of wave barriers where structures are within Contractor CSC/PIU - Operation of within 4.5m from 4.5m from the edge of the road; mainly overhead vibration rollers edge of the road may water storage tanks along the road alignment during ground be impacted due to - Inform occupants of dwellings near the edge of preparation construction the road of the nature, duration and potential equipment vibration effects of the works in a timely manner operation/activities 12. Occupational - Increase in the - Contractor must control the construction site, Contractor CSC/PIU health and safety potential for the keep it clean and provide facilities such as dust - Housing of up to transmission of bins and collectors for the temporary storage of 200 people for 2 diseases and all waste; years a camp illnesses; - The Contractor will be responsible for the safe - Work in hazardous - Accidents and removal and/or storage of all waste in order to conditions incidents due to prevent environmental pollution of any type that hazardous working may be harmful to people or animals; conditions - All personnel working at vulnerable site locations - Spread of will wear proper PPEs like (but not limited to) communicable safety helmets, eye and ear protection and diseases 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;

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - support a public health education programme for workers and villagers covering road safety, malaria, hygiene, and sexually transmitted diseases with participation of the district health departments; - construction workers to be given medical check- up including checks for COVID-19 symptoms before being allowed on site; - provide PPE for workers in accordance with Building and other Construction Workers Act, 1996 requirement and Recommendation of Personal Protective Equipment According to Hazard in EHS Guidelines on OHS with additional PPE provided as needed for COVID- 19 risks; - ensure employees are able to take time off sick without being penalized, including any self- isolation for COVID-19 that is required. - The used face mask for COVID-19 should be properly collected from the workers/ labours and same shall be handed over to the local body to dispose through Common Bio Medical Waste Treatment and Disposal Facility 13. Community - Conflict between - the contractor should provide the construction Contractor CSC/PIU health and safety community and camps with facilities such as health care clinics, - Presence of labour migrant workers places of worship, and occasional entertainment; 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, 159

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component HIV/AIDS, other communicable diseases, and sexual, exploitation, abuse and harassment with strict penalties (e.g. immediate removal from site) for any non-compliance of workers to an agreed code of practice - display posters to promote handwashing and respiratory hygiene etc. - wherever possible, the contractor should not discriminate and should proactively encourage the employment of suitably skilled women on the project.

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

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

II. Biological environment 1. Trees and - low survival rate of - Monitor the tree plantation of 3180 trees. Take Forest Dept./ PIU terrestrial trees planted remedial measures to ensure survivability rate PIU vegetation - Poor performance of after three years is at least 70% - Status of forests habitat improvement - Check the effectiveness of additional habitat improved under activities improvement activities KMTR/Wildlife the project to Department achieve net gain of forests 2. Wildlife - Mortality of - Regulate against stopping alongside the road in KMTR/ PIU - Effectiveness of individuals due to the nearest point of KMTR, except in PIU implemented vehicle collision emergencies, advised by warning signs mitigation - Unforeseen human- - Periodic surveillance and maintenance works to measures animal conflicts ensure that the green belt along the road in the nearest vicinity area of sanctuary and measures for soil erosion are effective to control water pollution along Thamirabarani river bank as well as its tributaries III. Social environment 1. Noise - Unexpected - Constructing/instituting of additional noise PIU PIU - Increase in traffic disturbances/ abatement measures such as noise barriers at volume inconveniences sensitive receptor locations experienced by sensitive receptors due to increased traffic 2. Vibration - Nuisance - Periodic maintenance of pavement to eliminate PIU PIU - Road use by heavy experienced by the discontinuities 161

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component trucks occupants of dwellings near the edge of the road 3. Community - Risk of accidents - Monitoring of road accidents to determine PIU/EPC PIU Health and Safety due to increased whether improvement of road safety features is Contractor - Improved road traffic necessary

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 time locations 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 2 for 1 full monitoring • Leq - Noise levels on dB years working agency (A) scale (MoEFCC Noise day Rules, 2000(Ambient Noise Standards)) compared with 163

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, Periodic monitoring of quarter modify petrol Through TDS, Alkalinity, Total groundwater near any excluding interceptors, approved Hardness, Calcium, locations for fuelling. monsoon Silt fencing monitoring Magnesium Chloride, months for devices. agency Phosphate, Sulphate, Nitrate, construction COD, BOD, Iron, Total period Coliform, Faecal Coliform, Salinity (Indian Standards for Inland Surface Waters (IS: 2296, 1982) and for Drinking Water (IS: 10500 - 2012)) pH, Temperature, At identified locations Once in a - Check and Contractor CSC, PIU Conductivity, TSS, TDS, quarter modify petrol Through Alkalinity, Total, Hardness, excluding interceptors, approved Calcium, Magnesium Chloride, monsoon Silt fencing monitoring Phosphate, Sulphate, Nitrate, months for devices. agency Iron. (Indian Standards for construction Inland Surface Waters (IS: period 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, quarter modify petrol Through TDS, Alkalinity, Total Excluding interceptors, approved Hardness, Calcium, monsoon for 2 Silt fencing monitoring

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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 Magnesium Chloride, years devices. agency Phosphate, Sulphate, Nitrate, COD, BOD, Iron, Total Coliform, Faecal Coliform, Salinity ((Indian Standards for Inland Surface Waters (IS: 2296, 1982) and for Drinking Water (IS: 10500 - 2012)) pH, Temperature, At identified locations Once in a - Check and Contractor CSC, PIU Conductivity, TSS, TDS, quarter modify petrol Through Alkalinity, Total, Hardness, Excluding interceptors, approved Calcium, Magnesium Chloride, monsoon for 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 in construction camp & quarter chemical Through plants and along the excluding for spillage approved project road section construction monitoring period agency Operation Chemical properties including At identified locations Once in a - Check oil and Contractor CSC, PIU oil and grease season chemical Through excluding for 2 spillage approved years monitoring agency Accidental and Health and Safety Construction No. of accidents or near miss All along the road Once in 3 - Corrective Contractor CSC, PIU involving workers. months measures 165

Action Plan Responsible party Environmental in case Features / Parameters and Standards Location Frequency Duration criteria Stage exceeds the Implementation Supervision standards Operation No. of accidents or near miss All along the road Once in 3 - Corrective Contractor / PIU involving workers. months measures PIU excluding for 2 years Tree Plantation Operation Survival rate of plants All along the road and 1 samples Once Corrective Contractor /PIU PIU, Forest construction activities (quadrants) for every year measures department areas each km after monsoon for 3 years Wildlife Pre- Identification of road section in KMTR area Once prior to - Corrective Authority CSC, KMTR construction the Near KMTR area for construction measures in Engineer authorities installation of measures on BAP in road crossing coordination Cases of poaching with wildlife authorities Construction No. of animal’s accidents Near KMTR area Once every - Corrective Contractor CSC, KMTR Cases of poaching quarter measures in authorities Dead animal on or next to coordination road with wildlife authorities

Operation No. of Animal accidents Near KMTR area One every six - Corrective Contractor /PIU PIU, KMTR month for first measures in authorities 2 years coordination with wildlife Note: PIU – Project Implementation Unit (of CKICP), CSC- Construction Supervision Consultant

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E. Institutional Requirements

331. 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; • External Monitor; and • Contractors.

332. 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.

333. 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:

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• Advise PIU through the FIU and PMS on preparing reports to ADB and other statutory bodies; • Preparing procedures for implementing EMP; • review Contractor’s Construction EMP (CEMP), traffic management plan and safety plan and recommend for its approval / 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.

334. The Environmental Expertwithin 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.

335. 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 SCS 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.

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

337. 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.

338. 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 (both if not specified) are:

• The PIU will insure 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. • 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 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. • 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 officer of the contractor and CSC ensure that the contractor implements the EMP 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 stake holders 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 (monthly/weekly) site visits to ensure that the contractor is complying with the EMP, EMOP and the CSC is conducting regular supervision and monitoring as outlined below in the next paragraph. • Ensure effective implementation of Grievance Redress Mechanism to address affected people’s concerns and complaints. • With the support of CSC and contractor, conduct public consultations during project construction to seek feedback of the local community people and ensure that the project is not having adverse impacts on them. • The PIU, with the help of respective FIU, will review, verify and endorse the monthly, quarterly and semi-annual environmental monitoring reports submitted by the CSC and PMS. 169

• 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.

339. 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.

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

• Conduct continuous check on the status of environment safeguards in relation to air, noise, water, soil, occupational health and safety, and ecological activities and mitigation measures.

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• 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 the 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.

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

• Review the IEE, EMP and Biodiversity Assessment report to understand the background environmental and biodiversity issues of the project. • Conduct third party monitoring of the implementation of the EMP, EMOP and biodiversity conservation activities by the contractor and supervisory activities of the CSC through quarterly site visits and review of environment safeguard and 171

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

342. 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.

343. 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.

344. The responsibilities of EO and HSO of Contractor will include the following:

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

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• Preparing and submitting monthly reports to CSC on status of implementation safeguard measures; and • HSO will be responsible for H&S Plan preparation and implementation, with particular attention to COVID 19.

345. 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

346. 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.

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

348. 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.

349. 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

350. An environmental management budget of INR 66.76 million (US$ 89 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 * SL. No. ITEM DESCRIPTION QUANTITY UNIT RATE (Rs.) AMOUNT (Rs.) RESPONSIBILITY A. Tree cutting, Wildlife Clearance and Compensatory Afforestation Plantation

A.1.1 Felling of trees 318 No. Covered under Engineering cost EPC Contractor

Compensatory A.1.2 Afforestation/Plantation 3180 No. 2500 79,50,000 CSC/PIU/EPC Contractor including fencing

B. Environmental Monitoring

Ambient air quality monitoring during pre-construction, B.1 38 No. 8,000 304,000 construction and operations phases Ambient noise level monitoring during pre-construction, B.2 60 No. 2,000 120,000 construction and operations phases EPC Contractor Water quality monitoring of through Approved surface water during Monitoring B.3 24 No. 5,000 120,000 construction and operations Agency/PIU/CSC phases Water quality monitoring of drinking water during B.4 16 No. 5,000 80,000 construction and operations phases Soil quality monitoring during B.5 construction and operations 32 No. 10,000 320,000 phases 175

SL. No. ITEM DESCRIPTION QUANTITY UNIT RATE (Rs.) AMOUNT (Rs.) RESPONSIBILITY Monitoring survival rate of B.6 4 No. 20,000 80,000 plantation Enhancement of environmental improvement in the project alignment as directed by project EPC Contractor through C. authority including the following items BOQ C.1 Landscaping at major junction 1 No. 100,000 100,000 C.2 Septic tank with soak pit 2 No. 2,00,000 4,00,000

C.3 Oil interceptor 4 No. 10,000 40,000 Recharge pits for road side C. 4 15 Rm. 50,000 7,50,000 drains in habitation area

D. Biodiversity Conservation Activities

Pre-construction survey for identification of location to install measure to prevent PIU through KMTR D.1 1 lumpsum 500,000 animal vehicle accident in ESZ /Forest Department during construction and post construction Provision of Signboards for Kalakad Mundanthurai Tiger Reserve at every km within 10km ESZ along SH40 (Km 64/400 to Km 84/900), Signboards along the project road for Thiruppudaimarthuthur PIU through D.2 Bird Conservation Reserve (Km 1 lumpsum 50,000,000 KMTR/TBCR//Forest 83/000) at a distance of one km Department on both side, Crush barrier towards KMTR protected along the road section, Tree plantation in Reserve forest /Protected area in line with KMTR management plan

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SL. No. ITEM DESCRIPTION QUANTITY UNIT RATE (Rs.) AMOUNT (Rs.) RESPONSIBILITY Community Awareness Raising D.3 Program on wildlife 1 lumpsum 5,00,000 conservation E. External Monitor External Environment and E.1 1 Lump Sum 50,00000 PIU Biodiversity monitoring services F. Environmental Training Training at site as mentioned in F.1 1 Lump Sum 5,00,000 PIU through CSC IEE report.

Grand Total (Rupees) 6,67,64,000

Grand Total Excluding D & E (Scope of EPC 1,07,64,000 Contractor)

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X. CONCLUSIONS AND RECOMMENDATIONS

351. 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.

352. There are no forest areas along the project road neither there are any archaeological/protected monument located in the vicinity of project corridor. Therefore, no forest clearance is required.

353. The road section does not pass through any protected area, wildlife sanctuary, national park. There are no ecologically sensitive areas along the project road. 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.

354. The Thamirabarani River and its major tributaries may still qualify as natural habitat. Therefore, particular attention to sourcing of materials, bridge, culverts, and other construction works within these bodies of water should be given to minimize negative impacts. Design and construction of culverts to accommodate wildlife crossings may also impart net gain of biodiversity by enhancing connectivity across the alignment and are therefore included in the EMP.

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

• Impacts on surrounding area due to tree cutting (318) for the proposed widening; • Impacts due to conversion of about 5.5761 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; • Potential impacts on Thamirabarani River and its major tributaries; • Sourcing of materials from areas of high endemicity; • Impact on land and water environment due to improper disposal waste water and improper disposal of solid waste generated from camps and construction activities; • Impact on occupational health and safety due to all on-site and off-site construction works; and • Induced cumulative impact on noise levels and air quality due to increase in traffic.

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293 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 forest areas etc. are proposed to minimize the potential impacts. A Biodiversity conservation and management plan which include measures for the habitat improvement as well as biodiversity conservation has also been developed.

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

357. 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.

358. A systematic approach for surveillance and monitoring is provided by means of a management framework, and monitoring and reporting protocol. In general, the projects received good support from local people. The local people appreciated that besides providing an all-weather efficient connectivity to large rural populations and improving the traffic scenario in the region, it will bear out several other socio-economic positive benefits. Follow-up public consultation is intended to provide future input to the identification of environmental impact during the construction phase as well as a grievance redress mechanism for project affected persons. The EMP is a living document and the same will be revised if necessary during project implementation or if there is any change in the project design and with approval of ADB during the construction period. The environmental mitigation measures are itemized in the EMP and the PIU shall ensure that EMP and EMoP are included in Bill of Quantity (BOQ) and forms part of bid document and civil works contracts for each package. The PIU shall also ensure that the final EMP including the BAP, and EMoP is included in the final contract.

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

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

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APPENDICES

(Provided in a Separate Volume)

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Appendix 1: ADB’s Rapid Environmental Assessment (REA) Checklist

INDIA: CHENNAI – KANYAKUMARI INDUSTRIAL CORRIDOR PROJECT (CKICP) Country/Project Title: Upgrading Tiruchendur - Palayamkottai –Ambasamudram- road (SH40 -II)

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 X areas? ▪ Cultural heritage site X

▪ Protected Area X There is no protected area (National Park, Wildlife Sanctuary, Reserved Forest, Biosphere Reserve, Wetland) within the RoW of project road. However; the project road is located within 10 km radius of Kalakad Mundanthurai Tiger Reserve, and Thiruppudaimaruthur Birds Conservation Reserve. ▪ Wetland X

▪ Mangrove X

▪ Estuarine X

X The project road is present within radius of following protected areas: • Kalakad Mundanthurai Tiger Reserve: Nearest distance is about 750m from Pudhukudi (about km 78/500) on LHS in Tirunelveli district. Thus, located ▪ Buffer zone of protected area within 10 km from the boundary of the protected area. • Thiruppudaimaruthur Birds Conservation Reserve: Nearest distance is about 4 km from Vellanguli (km 83/000) on RHS in Tirunelveli district. The project road alignment is located within 10 km from the boundary of the 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, four borrow area/gravel quarry, one aggregate quarry is identified within the vicinity of project road. ▪ encroachment on precious ecology (e.g. X There is no protected area (National Park, Wildlife sensitive or protected areas)? Sanctuary, Reserved Forest, Biosphere Reserve, Wetland) within the RoW of project road. However, the project road is present within the 10 km radius from the boundary of protected area of Kalakad Mundanthurai Tiger Reserve, and Thiruppudaimaruthur Birds Conservation Reserve.

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Screening Questions Yes No Remarks ▪ alteration of surface water hydrology of X Thamirabarani river is a perennial river which crosses waterways crossed by roads, resulting in at Km 84/700 of project road. increased sediment in streams affected by Water Bodies such as village ponds and lake are increased soil erosion at construction present along the project road. None of them are site? impacted due to the project road as every measure has been taken in design to avoid the impact on these water bodies. ▪ deterioration of surface water quality due X During construction period suitable mitigation to silt runoff and sanitary wastes from measures will be required to control the silt runoff. worker-based camps and chemicals used in construction? Adequate Sanitary facilities and drainage in the workers camps will help to avoid this possibility. As the construction activity in this project will not contain any harmful ingredients, no impact on surface water quality is anticipated. ▪ increased local air pollution due to rock X With appropriate mitigation measures and use of most crushing, cutting and filling works, and modern environment friendly equipments/machineries chemicals from asphalt processing? air pollution shall be reduced to permissible levels.

▪ risks and vulnerabilities related to X Possible. With appropriate mitigation measures such occupational health and safety due to risks would be minimized. physical, chemical, biological, and radiological hazards during project construction and operation during project construction and operation?

▪ noise and vibration due to blasting and X No Blasting is involved. No significant noise generation other civil works? is expected during construction activities except normal construction equipment operational noise. These noise levels will be impulsive in nature and its impact will be confined within few meters of either side of the road. ▪ dislocation or involuntary resettlement of X Likely. A Resettlement Plan will be prepared, and people? compensation shall be paid as per approved entitlement matrix. ▪ dislocation and compulsory resettlement X Likely. A Resettlement Plan will be prepared, and of 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 X for 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 places will reduce such possibility. spills of toxic materials?

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Screening Questions Yes No Remarks ▪ 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.

▪ 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 X Possible. EMP shall be followed to minimize this risk. to 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 where the structural elements or prepared prior to commencement of works on any components of the project are accessible section of road. to members of the affected community or where their failure could result in injury to The Contractor will provide safe and convenient the community throughout project passage for vehicles, pedestrians and livestock to and construction, operation and from side roads and property accesses connecting the decommissioning. project road.

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A Checklist for Preliminary Climate Risk Screening Country/Project Title: INDIA: CHENNAI – KANYAKUMARI INDUSTRIAL CORRIDOR PROJECT (Tiruchendur - Palayamkottai –Ambasamudram- Road (SH40-II)) 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 such as floods, droughts, events. 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 parameters (e.g., sea-level, peak at the centre line of the road and up to a river flow, reliable water level, peak reasonable distance at upstream and wind speed etc.)? downstream. The Highest Recorded Flood Levels (HFL) has been obtained from existing flood marks or ascertained from local enquiry with local knowledgeable persons. Materials and Would weather, current and likely 0 The climate of the project influence area is Maintenance future climate conditions (e.g. tropical, with distinct wet and dry seasons. prevailing humidity level, Project influence area falls in megathermic to temperature contrast between hot strong hyperthermic zone as per temperature summer days and cold winter days, distribution map of Tamil Nadu State. The exposure to wind and humidity weather is quite hot in May & June where hydro-meteorological parameters maximum temperature reaches as high as likely affect the selection of project 35°C. inputs over the life of project outputs The relative humidity in Tirunelveli district (e.g. construction material)? varies between 79% - 84%. Tamil Nadu state is the only part of the country that receives rainfall during winter months. The annual average rainfall for the last five years (2009-2013) is 874.18 mm in Tirunelveli district. The project design coincidentally addresses the risk of accelerated rutting as maintenance contract requires asphalt overlay. Would weather, current and likely 1 The warmest predicted average monthly future climate conditions, and related temperature of about 45°C may increase the extreme events likely affect the frequency of road repair due to rutting. maintenance (scheduling and cost) However, this is minimal as this temperature is of project output(s) ? only breached during the month of May and June. Further, asphalt overlay maintenance requirement to concessionaires ensure continued good road quality. Performance Would weather/climate conditions, 0 The predicted increase in temperature is at of project and related extreme events likely levels that may cause rutting but not at a scale outputs affect the performance (e.g. annual that can jeopardize the achieving the project power production) of project objective of providing safe and efficient output(s) (e.g. hydro-power transport. generation facilities) throughout their design life time? Options for answers and corresponding score are provided below: Response Score

1 If possible, provide details on the sensitivity of project components to climate conditions, such as how climate parameters are considered in design standards for infrastructure components, how changes in key climate parameters and sea level might affect the siting/routing of project, the selection of construction material and/or scheduling, performances and/or the maintenance cost/scheduling of project outputs.

184

Not Likely 0 Likely 1 Very Likely 2

Responses when added that provide a score of 0 will be considered low risk project. If adding all responses will result to a score of 1-4 and that no score of 2 was given to any single response, the project will be assigned a medium risk category. A total score of 5 or more (which include providing a score of 1 in all responses) or a 2 in any single response, will be categorized as high risk project.

Result of Initial Screening (Low, Medium, High):______Medium_____ Other Comments:______Prepared by: ______

185

Appendix 2: Locations of Borrow and Quarries area for the Project Road

186

Appendix 3: Baseline Environmental Parameter Monitoring Results

187

188

189

190

191

192

Appendix 4: Comparison of World Bank and GoI Ambient Air Quality Standards

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

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

193

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.

194

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

Trees on LHS SL.No Chainage Trees Type of Tree Location Girth Nos No from c/l of Tree From To (m) (m) 1 65+010 28 Tamarind tree 5.3 1.6 1 2 65+015 29 Tamarind tree 5.1 1.5 1 3 65+020 30 Tamarind tree 5.5 1.5 1 4 65+050 31 Tamarind tree 3.5 2.2 1 5 65+060 32 Tamarind tree 3.2 1.7 1 6 65+180 33 Udiyan tree 2.6 2 1 7 65+200 34 Udiyan tree 4 2.7 1 8 65+230 35 Neem tree 3.5 1.04 1 9 65+620 36 Neem tree 4.2 0.86 1 10 66+300 37 Neem tree 2.7 0.86 1 11 66+520 41 Udiyan tree 4.5 1.8 1 12 66+540 42 Tamarind tree 4.9 1.8 1 13 66+540 43 Palm tree 5.2 0.9 1 14 66+550 44 Palm tree 5.3 0.9 1 15 66+560 45 Tamarind tree 5.8 1.3 1 16 66+570 46 Tamarind tree 5.6 0.9 1 17 66+580 47 Tamarind tree 5.1 1.7 1 18 66+580 48 Udiyan tree 5.5 1.7 1 19 66+585 49 Palm tree 5.3 0.9 1 20 66+585 50 Tamarind tree 5.1 1 1 21 66+590 51 Manjanathi tree 5.5 1 1 22 66+595 52 Tamarind tree 3.5 1.6 1 23 66+630 53 Udiyan tree 3.2 1.4 1 24 66+640 54 Udiyan tree 2.6 1.5 1 25 66+650 55 Udiyan tree 4 1.7 1 26 66+660 56 Udiyan tree 3.5 1.6 1 27 66+670 57 Udiyan tree 5.5 1.4 1 28 66+680 58 Udiyan tree 3.5 1.3 1 29 66+700 59 Udiyan tree 4.5 1.7 1 30 66+710 60 Udiyan tree 4.5 1.6 1 31 66+720 61 Neem tree 4.7 0.6 1 32 66+740 62 Udiyan tree 5 1.6 1 33 66+750 63 Udiyan tree 5.6 1.6 1 34 66+760 64 Udiyan tree 5.2 1.5 1 35 66+770 65 Udiyan tree 6 1.6 1 36 66+780 66 Udiyan tree 5.4 1.3 1 37 66+800 67 Udiyan tree 5.5 1.6 1 38 66+830 68 Udiyan tree 5.3 2.1 1 39 66+840 69 Udiyan tree 5.1 1.7 1 40 66+850 70 Udiyan tree 5.5 1.8 1

195

Trees on LHS SL.No Chainage Trees Type of Tree Location Girth Nos No from c/l of Tree From To (m) (m) 41 66+860 71 Udiyan tree 3.5 1.5 1 42 66+870 72 Udiyan tree 3.2 1.6 1 43 66+900 73 Udiyan tree 7.5 1.1 1 44 68+800 92 Udiyan tree 2.6 1.6 1 45 68+850 93 Udiyan tree 4 1.9 1 46 68+860 94 Udiyan tree 3.5 1.9 1 47 68+870 95 Udiyan tree 3.8 1.9 1 48 68+880 98 Udiyan tree 5 1.8 1 49 68+885 99 Udiyan tree 4.6 1.1 1 50 68+890 102 Udiyan tree 3.5 1.5 1 51 68+890 103 Udiyan tree 4.5 1.1 1 52 68+890 105 Udiyan tree 4.5 1.2 1 53 68+895 106 Udiyan tree 4.7 1.9 1 54 68+990 107 Udiyan tree 5 2.6 1 55 69+060 113 Udiyan tree 5.6 1.8 1 56 69+100 114 Udiyan tree 5.1 1.6 1 57 69+120 115 Udiyan tree 5.5 2 1 58 69+790 116 Neem tree 3.5 1.8 1 59 69+790 118 Manjanathi tree 3.2 1 1 60 70+900 124 Neem tree 2.6 0.7 1 70+900 124(A) 4 0.7 61 71+400 125 Banyan tree 3.5 8 1 62 72+400 128 Neem tree 4.8 1.1 1 63 72+350 129 Fig tree 3.5 1.2 1 64 72+400 130 Udiyan tree 4.5 1.3 1 65 72+420 131 Udiyan tree 4.5 1.1 1 66 72+450 132 Udiyan tree 4.7 1.3 1 67 73+150 133 Udiyan tree 5 1.2 1 68 73+155 134 Udiyan tree 5.6 1.4 1 69 73+270 137 Tamarind tree 5.1 2 1 70 73+280 138 Udiyan tree 5.5 2 1 71 73+290 139 Udiyan tree 3.5 1.8 1 72 73+300 140 Udiyan tree 3.2 1.9 1 73 73+310 142 Tamarind tree 2.6 1.8 1 74 73+310 143 Udiyan tree 4 2.4 1 75 73+330 145 Udiyan tree 3.5 1.8 1 76 73+400 148 Udiyan tree 5 1.8 1 77 73+460 149 Udiyan tree 4.6 1.7 1 78 73+500 150 Udiyan tree 3.5 2.4 1 79 73+680 151 Tamarind tree 4.5 1.8 1 80 73+700 152 Tamarind tree 4.5 1.1 1 81 74+430 154 Neem tree 4.7 0.7 1

196

Trees on LHS SL.No Chainage Trees Type of Tree Location Girth Nos No from c/l of Tree From To (m) (m) 82 75+080 157 Neem tree 5 0.74 1 83 75+090 158 Neem tree 5.6 0.79 1 84 75+100 159 Tulip tree 5.8 1.75 1 85 75+110 160 Pungai tree 5.6 0.72 1 86 75+112 161 Tulip tree 5.3 1.07 1 87 75+112 163 Usilai tree 5.1 1.6 1 88 75+112 164 Pungai tree 5.5 0.72 1 89 75+112 165 Vaagai tree 3.5 0.8 1 90 75+250 167 Usilai tree 3.2 2 1 91 75+250 168 Tulip tree 2.6 0.91 1 92 75+300 169 Usilai tree 4 1.7 1 93 75+400 170 Neem tree 3.5 1.1 1 94 75+450 171 Neem tree 5.8 1.58 1 95 75+460 171-A Banyan tree 3 0.5 1 96 75+480 171-B Manjanathi tree 2 1.1 1 97 75+490 171-C Varatchi tree 2.8 1.5 1 98 75+500 171-D Peepal tree 3.5 0.5 1 99 75+505 171-E Neem tree 4 0.3 1 100 75+660 175 Tamarind tree 5.4 1.49 1 101 75+670 176 Neem tree 5.2 1.29 1 102 75+680 179 Usilai tree 4.2 1.33 1 103 75+700 180 Usilai tree 4 1.7 1 104 75+750 183 Usilai tree 6 3 1 105 75+800 184 Tamarind tree 3.8 2.1 1 106 75+800 185 Usilai tree 4.8 1.9 1 107 75+800 186 Manjanathi tree 5.8 0.85 1 108 75+800 187 Usilai tree 6.2 2.1 1 109 75+800 188 Usilai tree 5.9 2.3 1 110 75+800 189 Usilai tree 6.3 2 1 111 75+800 190 Neem tree 5.9 0.6 1 112 75+800 191 Peepal tree 6.1 2 1 113 76+090 191-A Tamarind tree 5.6 2.1 1 114 76+100 191-B Tamarind tree 5.7 1.9 1 115 76+110 191-C Neem tree 5.9 0.9 1 116 76+150 191-D Tamarind tree 6 2 1 117 76+160 191-E Tamarind tree 6.3 1.9 1 118 76+180 191-F Usilai tree 6.5 1.8 1 119 76+600 76+800 221 Tamarind tree 5.6 3.45 1 120 76+600 76+800 222 Neem tree 5.5 0.78 1 121 76+600 76+800 223 Neem tree 5.3 0.69 1 122 76+600 76+800 224 Neem tree 5.1 1.77 1 123 76+600 76+800 225 Neem tree 5.5 1.33 1

197

Trees on LHS SL.No Chainage Trees Type of Tree Location Girth Nos No from c/l of Tree From To (m) (m) 124 76+600 76+800 231 Peepal tree 3.5 2 1 125 76+600 76+800 232 Peepal tree 3.2 1.03 1 126 76+600 76+800 233 Neem tree 2.6 1.57 1 127 76+600 76+800 234 Peepal tree 4 1.94 1 128 76+600 76+800 237 Vadhai madaki 3.5 2.1 1 129 76+600 76+800 238 Vadhai madaki 4.2 1.66 1 130 76+600 76+800 239 Fig tree 6 1.06 1 131 76+600 76+800 240 Vaagai tree 5.8 1.14 1 132 76+600 76+800 241 Fig tree 5.5 1.58 1 133 78+200 78+400 244 Banyan tree 5.3 1.45 1 134 78+200 78+400 245 Neem tree 5.1 1.6 1 135 78+200 78+400 246 Vaadhamadaki 5.5 2.45 1 tree 136 78+200 78+400 247 Vaadhamadaki 3.5 1.65 1 tree 137 78+200 78+400 248 Vaagai tree 3.2 2 1 138 78+200 78+400 249 Palm tree 2.6 1.2 1 139 78+200 78+400 250 Neem tree 4 0.95 1 140 79+600 262 Pungai tree 3.5 1.06 1 141 79+650 263 Fig tree 4.2 0.5 1 142 80+000 81+100 265 Pungai tree 4.6 0.87 1 143 80+000 81+100 266 Jamun tree 2.5 0.6 1 144 82+000 83+000 269 Banyan tree 5.3 1.63 1 145 83+550 270 Neem tree 5.1 0.91 1 146 83+550 271 Neem tree 5.3 0.8 1 147 83+550 272 Neem tree 3.5 0.6 1 148 83+600 273 Neem tree 3.2 1.04 1 149 83+600 83+650 274 Palm tree 2.6 1.2 1 150 83+600 83+650 275 Palm tree 4 1 1 151 83+600 83+650 276 Palm tree 3.5 1.1 1 152 84+000 84+200 315 Palm tree 5.5 1.5 1 153 84+000 84+200 316 Palm tree 5.3 1.85 1 154 84+000 84+200 317 Palm tree 5.1 1.35 1 155 84+000 84+200 318 Neem tree 5.5 1.55 1 156 84+000 84+200 319 Neem tree 3.5 1.45 1 157 85+000 85+200 323 Peepal tree 4.4 0.6 1 158 85+000 85+200 324 Neem tree 5.3 0.55 1 159 85+000 85+200 326 Peepal tree 5.1 0.45 1 160 85+000 85+200 327 Tamarind tree 5.5 1.1 1 85+000 85+200 327(A) 3.5 0.8 85+000 85+200 327(B) 3.2 1.3 161 85+000 85+200 328 Arjun tree 2.6 1.85 1

198

Trees on LHS SL.No Chainage Trees Type of Tree Location Girth Nos No from c/l of Tree From To (m) (m) 85+000 85+200 328(A) 4 1.15 85+000 85+200 328(B) 3.5 1.05 162 85+000 85+200 331 Tamarind tree 4.6 1.4 1 163 85+000 85+200 332 Vaagai tree 4.3 3.75 1 85+000 85+200 332(A) 5 3.4 85+000 85+200 332(B) 2.5 2.2 164 85+000 85+200 334 Vaagai tree 5.3 2.6 1 85+000 85+200 334(A) 5.1 1.8 165 85+000 85+200 337 Vaagai tree 5.5 3.3 1 85+000 85+200 337(A) 3.5 2 166 85+000 85+200 338 Tamarind tree 3.2 1.2 1 167 85+000 85+200 339 Vaagai tree 2.6 3.15 1 85+000 85+200 339(A) 4 2.4 85+000 85+200 339(B) 3.5 2.15 168 85+200 85+400 340 Vaagai tree 4 1.5 1 85+200 85+400 340(A) 4.6 0.95 85+200 85+400 340(B) 5.9 1.4 169 85+200 85+400 341 Sarakondrai tree 3 1.25 1 85+200 85+400 341(A) 3.5 0.9 85+200 85+400 341(B) 3.8 0.95 170 85+200 85+400 343 Neem tree 4.2 0.62 1 171 85+200 85+400 344 Tamarind tree 4.9 1.15 1 85+200 85+400 344(A) 3.5 1.5 85+200 85+400 344(B) 3.5 0.9 172 85+200 85+400 345 Tamarind tree 5.3 1.6 1 173 85+200 85+400 346 Jamun tree 5.1 3.75 1 85+200 85+400 346(A) 5.5 2.8 85+200 85+400 346(B) 3.5 2.4 174 85+200 85+400 347 Tamarind tree 3.2 4 1 85+200 85+400 347(A) 2.6 1.5 85+200 85+400 347(B) 4 1.7 85+200 85+400 347(C) 3.5 1.5 85+200 85+400 347(D) 5.1 2.5 175 85+200 85+400 349 Neem tree 5.4 0.5 1 176 85+200 85+400 350 Neem tree 5.5 0.55 1 177 85+400 85+600 351 Sarakondrai tree 5.8 0.6 1 178 85+400 85+600 352 Pungai tree 6 0.9 1 179 85+400 85+600 353 Sarakonrai tree 5.3 1.1 1 180 85+400 85+600 354 Pungai tree 5.1 0.9 1 181 85+400 85+600 355 Sarakonrai tree 5.5 0.75 1 182 85+400 85+600 356 Pungai tree 3.5 0.85 1 85+400 85+600 356(A) 3.2 0.7

199

Trees on LHS SL.No Chainage Trees Type of Tree Location Girth Nos No from c/l of Tree From To (m) (m) 85+400 85+600 356(B) 2.6 0.7 183 85+400 85+600 357 Sarakonrai tree 4 0.95 1 184 85+400 85+600 358 Pungai tree 3.5 1.3 1 85+400 85+600 358(A) 4 1 Total No of Trees on LHS 184 Nos

Trees on RHS Girth Location Tree of SL.No Chainage Type of Tree from c/l Nos No Tree (m) (m) 66+420 39 5.6 0.72 1 Jamun tree 1 66+420 39(A) 3.8 0.7 66+480 40 5.8 1.22 2 66+480 40(A) Umbrella tree 6.2 1.53 1 66+480 40(B) 6.2 1.2 3 66+920 74 Neem tree 5.1 1.4 1 4 66+940 75 Udiyan tree 5.5 2 1 5 67+000 76 Udiyan tree 3.5 1.8 1 6 67+000 77 Udiyan tree 3.2 2.2 1 7 67+000 78 Neem tree 2.6 1 1 8 67+000 79 Neem tree 4 0.9 1 9 67+400 80 Udiyan tree 3.5 2.7 1 10 67+600 81 Udiyan tree 3.8 2.3 1 Manjanathi 11 67+840 82 4.8 0.7 1 tree 12 67+870 83 Neem tree 3.5 0.7 1 13 67+920 84 Neem tree 4.5 1.3 1 14 68+010 85 Neem tree 4.5 0.7 1 15 68+050 86 Neem tree 4.7 1.2 1 16 68+250 87 Palm tree 5 1.2 1 17 68+400 88 Neem tree 5.6 1.2 1 18 68+420 89 Neem tree 1.5 1.2 1 19 68+500 90 Udiyan tree 5.2 2.9 1 20 68+550 91 Udiyan tree 5 2.9 1 21 68+875 96 Udiyan tree 4.5 1.8 1 22 68+880 97 Udiyan tree 4.5 1.7 1 23 68+885 100 Udiyan tree 5.6 1.8 1 24 68+890 101 Udiyan tree 5.8 1 1 25 68+890 104 Udiyan tree 6 1.9 1 26 68+990 108 Udiyan tree 5.3 2 1 27 69+000 109 Udiyan tree 5.5 1.8 1 28 69+010 110 Udiyan tree 4.5 2.6 1

200

Trees on RHS Girth Location Tree of SL.No Chainage Type of Tree from c/l Nos No Tree (m) (m) 29 69+030 111 Udiyan tree 5.6 2 1 30 69+060 112 Udiyan tree 4.9 1.8 1 31 69+790 117 Udiyan tree 5.1 2.5 1 32 69+900 119 Udiyan tree 5.5 1.6 1 33 69+920 120 Neem tree 5.5 1.6 1 34 69+950 121 Neem tree 6 1.3 1 35 70+150 122 Fig tree 5.1 0.7 1 36 70+160 123 Fig tree 5.8 1.8 1 37 71+500 126 Banyan tree 5.8 2.5 1 38 72+300 127 Udiyan tree 6 1.4 1 39 73+200 135 Tamarind tree 5.9 1.5 1 40 73+260 136 Udiyan tree 5.3 2 1 41 73+300 141 Udiyan tree 5.5 1.8 1 42 73+320 144 Udiyan tree 5.2 2.1 1 43 73+330 146 Udiyan tree 5.1 3.4 1 44 73+340 147 Udiyan tree 4.8 2.4 1 45 74+050 153 Tamarind tree 5.5 2 1 46 74+580 155 Tamarind tree 5.6 1.5 1 47 74+190 156 Usilai tree 5 1.65 1 48 75+112 162 Usilai tree 5.3 1.69 1 49 75+190 162A Usilai tree 6 1.5 1 50 75+205 162B Usilai tree 5.5 1 1 51 75+208 162C Usilai tree 5.8 1.4 1 52 75+220 162D Usilai tree 5.6 1.3 1 53 75+240 166 Usilai tree 6 1.95 1 54 75+500 172 Usilai tree 4.8 2.3 1 55 75+550 173 Usilai tree 4.5 1.53 1 56 75+650 174 Usilai tree 4.6 1.54 1 57 75+700 177 Vaagai tree 4.9 1.7 1 58 75+750 178 Neem tree 6 0.9 1 59 75+760 181 Usilai tree 3.5 1.05 1 60 75+765 182 Neem tree 5.9 1.31 1 Manjanathi 61 75+770 183 6.5 1.3 1 tree 62 76+000-76+200 220 Jamun tree 4.6 1 1 63 76+600-76+800 226 Peepal tree 0.5 0.72 1 64 76+600-76+800 227 Pungai tree 5.3 1.18 1 65 76+600-76+800 228 Tulip tree 5.3 0.63 1 66 76+600-76+800 229 Neem tree 4.4 1.38 1 67 76+600-76+800 230 Neem tree 4 0.96 1 68 76+600-76+800 235 Neem tree 4.8 0.88 1

201

Trees on RHS Girth Location Tree of SL.No Chainage Type of Tree from c/l Nos No Tree (m) (m) 69 78+000-78+200 236 Neem tree 5.7 0.73 1 70 78+000-78+200 242 Neem tree 4.6 1.04 1 71 78+800-79+000 243 Neem tree 4.9 0.8 1 72 78+800-79+000 251 Tulip tree 5.2 1.15 1 73 79+040-79+200 252 Banyan tree 5.3 2.45 1 74 79+040-79+200 253 Usilai tree 6 0.8 1 75 79+040-79+200 254 Palm tree 5.6 1.4 1 76 79+040-79+200 255 Palm tree 5.1 1.2 1 77 79+040-79+200 256 Usilai tree 5.8 0.69 1 78 79+040-79+200 257 Usilai tree 3.5 0.37 1 79 79+440 258 Usilai tree 3.2 0.5 1 80 79+440 259 Palm tree 3.7 1.16 1 81 79+550 260 Palm tree 5.5 1.05 1 82 80+000-81+100 261 Neem tree 5.8 0.9 1 83 82+000-83+000 264 Palm tree 5.5 0.7 1 84 82+000-83+000 267 Vaagai tree 6 1.02 1 85 83+810 268 Fig tree 6.2 0.8 1 86 83+810 277 Tamarind tree 5.5 1.35 1 87 83+810 278 Tamarind tree 5.3 1.44 1 88 83+810 279 Tamarind tree 5.1 1.44 1 89 83+810 280 Tamarind tree 4.9 0.99 1 90 83+810 281 Tamarind tree 5 1.35 1 91 83+810 282 Tamarind tree 4.5 1.43 1 92 83+810 283 Tamarind tree 3.5 0.86 1 93 83+810 284 Tamarind tree 5.2 1.14 1 94 83+810 285 Tamarind tree 5.4 1.1 1 95 83+810 286 Tamarind tree 5.6 1.38 1 96 83+810 287 Tamarind tree 6 1 1 97 83+810 288 Tamarind tree 4.6 1.55 1 98 83+810 289 Tamarind tree 4.4 1.53 1 99 83+810 290 Tamarind tree 4.2 1.41 1 100 83+810 291 Tamarind tree 5 1.72 1 101 83+810 292 Tamarind tree 3.5 1.6 1 102 83+810 293 Vaagai tree 4.5 3.18 1 103 83+810 294 Tamarind tree 5.2 1.06 1 104 83+810 295 Tamarind tree 4 1.31 1 105 83+810 296 Tamarind tree 5.5 1.58 1 106 83+810 297 Tamarind tree 4 0.97 1 107 83+810 298 Tamarind tree 4.5 0.76 1 108 83+810 299 Tamarind tree 4.5 1.4 1 109 83+810 300 Tamarind tree 4.8 0.73 1

202

Trees on RHS Girth Location Tree of SL.No Chainage Type of Tree from c/l Nos No Tree (m) (m) 110 83+810 301 Tamarind tree 5 1.42 1 111 83+810 302 Tamarind tree 5.5 0.74 1 112 83+810 303 Tamarind tree 5.3 1.42 1 113 84+000-84+200 304 Tamarind tree 5.1 1.44 1 114 84+000-84+200 305 Tamarind tree 4.9 1.35 1 115 84+000-84+200 306 Tamarind tree 5 1.44 1 116 84+000-84+200 307 Tamarind tree 4.5 1.04 1 117 84+000-84+200 308 Tamarind tree 3.5 1.86 1 118 84+000-84+200 309 Tamarind tree 6 1.18 1 119 84+000-84+200 310 Tamarind tree 5.8 1.06 1 120 84+000-84+200 311 Tamarind tree 5.6 1.09 1 121 84+000-84+200 312 Tamarind tree 6 0.98 1 122 84+000-84+200 313 Tamarind tree 4.8 1.4 1 123 84+000-84+200 314 Palm tree 4.5 1 1 124 85+000-85+200 320 Vaagai tree 5.2 0.6 1 125 85+000-85+200 321 Tamarind tree 6 1.35 1 322 Tamarind tree 5.4 1.1 126 85+000-85+200 322(A) 5.5 0.7 1 Tamarind tree 322(B) 5.3 0.8 127 85+000-85+200 325 Vaagai tree 5.1 0.9 1 85+000-85+200 Sarakonrai 128 329 4.9 1.15 1 tree 330 5 1.8 129 85+000-85+200 330(A) Vaagai tree 4.5 1.3 1 330(B) 3.5 0.75 130 85+000-85+200 333 Vaagai tree 5.6 1.45 1 335 6.5 2.3 335(A) 4.5 1 131 85+000-85+200 Arjun tree 1 335(B) 4.5 1.2 335(C) 6 1.3 132 85+000-85+200 336 Tamarind tree 5.5 0.95 1 Sarakonrai 133 85+200-85+400 342 5.6 1.65 1 tree 85+200-85+400 348 5.1 3.2 348(A) 5.8 1.4 134 Tamarind tree 1 348(B) 3.5 1.6 348(C) 3.2 1.5 Total no of Trees on RHS 134 Nos GRANT TOTAL 318 Nos

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Appendix-6: The Rapid Biodiversity Assessment

TABLE OF CONTENTS

1. INTRODUCTION ERROR! BOOKMARK NOT DEFINED.

1.1 BACKGROUND ERROR! BOOKMARK NOT DEFINED. 1.2 OBJECTIVES ERROR! BOOKMARK NOT DEFINED. 1.3 METHOD ERROR! BOOKMARK NOT DEFINED. 1.4 PROJECT AREA OF INFLUENCE (PAI) ERROR! BOOKMARK NOT DEFINED. 1.5 PROTECTED AREA ERROR! BOOKMARK NOT DEFINED. 1.6 ASSESSMENT OF BIODIVERSITY IN PAI ERROR! BOOKMARK NOT DEFINED. 1.6.1 IBAT Study ...... Error! Bookmark not defined. 1.6.2 Field Survey ...... Error! Bookmark not defined. 1.6.3 Study Location Details ...... Error! Bookmark not defined. 1.6.4 Literature Review ...... Error! Bookmark not defined. 1.6.5 Stakeholders’ Consultation ...... Error! Bookmark not defined. 2 BIODIVERSITY ASSESSMENT FINDINGS ERROR! BOOKMARK NOT DEFINED.

2.1 BIODIVERSITY IN PROJECT AREA ERROR! BOOKMARK NOT DEFINED. 2.2 MIGRATORY ROUTE ERROR! BOOKMARK NOT DEFINED. 2.3 RESULTS OF FIELD SURVEY ERROR! BOOKMARK NOT DEFINED. 2.3.1 Threatened Species ...... Error! Bookmark not defined. 2.3.2 Fishes ...... Error! Bookmark not defined. ANNEX 1: SYNOPSIS OF STUDIED SPOT IN PAI ERROR! BOOKMARK NOT DEFINED. ANNEX 2. GLIMPSES FROM THE FIELD ERROR! BOOKMARK NOT DEFINED. ANNEX- 3 SAMPLE QUESTIONNAIRE FOR FOCUS GROUP DISCUSSIONS ERROR! BOOKMARK NOT DEFINED. ANNEX-4 STAKEHOLDERS’ CONSULTATION ERROR! BOOKMARK NOT DEFINED. ANNEX- 5: DISCUSSION/CONSULTATION WITH COMMUNITY ERROR! BOOKMARK NOT DEFINED.

LIST OF TABLES

Table 1: Number of IUCN Redlist Category species ...... 212 Table 2: List of IUCN Threatened Species (CR & EN) in 50km buffer of project area ...... 213 Table 3: IUCN listed species habitat screening in the Project Area of Influence ...... 216 Table 4: Details of spot for field survey along the road section in protected area ...... 223 Table 5: Point discussed during consultation with Stakeholders ...... 224 Table 6: Discussion details from community consultation ...... 225 Table 7: Details of Flora and Fauna found in project area of influence ...... 226 Table 8: Wildlife observed in DMU established in PAI for field survey ...... 233 Table 9: The species in project affected area listed in IUCN red list & Wildlife Protection (Act) 1972 ...... 236

LIST OF FIGURES

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Figure 1: Project Area of Influence (PAI) for Tiruchendur–Palayamkottai-Ambasamudram- Road (SH40-II) road project ...... 205 Figure 2: The protected area boundary and project road alignment on toposheet image .. 207 Figure 3: The protected area and project road alignment location on toposheet...... 208 Figure 4: The map showing Important Bird Area (IBA) Melagiris Range ...... 210 Figure 5: The map showing Key Biodiversity Area (KBA/EBA) Kalakad-Mundanthurai Tiger Reserve (KMTR) ...... 210 Figure 6: The map showing Important Bird Area (IBA) Tiruppadaimarudur Birds Conservation Reserve ...... 212 Figure 7: Map showing study spot for KMTR with respect to Project road alignment ...... 221 Figure 8: Map showing study spot for TBCR with respect to Project road alignment ...... 222 Figure 9: Map of central asia flyway and project location ...... 232

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1. INTRODUCTION

1.1 Background

This study was conducted to assess the ecological values, particularly the wildlife and status of the habitat in the notified protected area located along the alignment of Tiruchendur– Palayamkottai-Ambasamudram- Road (SH40-II) from existing chainage km 64+200 to km 85+700. This study also assesses the presence of critical habitat in the project area of influence.

The assessment is based on field survey, desk review and analysis of the secondary information collected through various sources and supported by the results of the proximity report generated by the Integrated Biodiversity Assessment Tool (IBAT). The findings and assessment were further strengthened following field assessments and consultations with key stakeholders involving forest and wildlife officials from the state.

1.2 Objectives

The specific objectives of the biodiversity assessment study were to: i) Provide assessment of any corresponding areas of biodiversity value, particularly natural and critical habitat/s ii) Identify the value/status of any Key Biodiversity Areas (KBAs), protected areas, wetlands, feeding areas, lake or ponds, as per national/international conservation standards iii) Prepare a preliminary inventory of the wildlife (mammals , reptiles, birds, and fish species) present in the project area of influence

1.3 Method

The methods implied for the study of biodiversity assessment and identification of Critical Habitat (CH) in the project area were: (i) Project area of influence and DMU (ii) IBAT analysis (iii) Field Survey (iv) Literature review (v) Stakeholders Consultation

1.4 Project Area of Influence (PAI)

The project road section Tiruchendur–Palayamkottai-Ambasamudram- Road (SH40-II) from existing Km 64+200 to Km 85+700 is considered for upgrading under ADB supported Tamil Nadu Industrial Connectivity Project. The right of way for proposed improvement of two lane road is kept 16m/23m/30m in open country area and 16m in habitation areas of rural and urban settlement. For the purpose of biodiversity assessment study and critical habitat a project area of influence has been established around road section with a buffer of 10 km. The figure-1 shows project area of influence for the project road section.

Figure 1: Project Area of Influence (PAI) for Tiruchendur–Palayamkottai-Ambasamudram- Road (SH40-II) road project

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The land use in the established project area of influence (PAI) include habitation, agriculture, vegetation and water reservoir. The PAI as whole cannot qualify for Critical Habitat and Natural Habitat due to different type of land use. Hence, the areas of assessment within PAI were marked on the basis of ecological or political units for Critical Habitat and Natural Habitat assessment. These areas of assessment are referred as ‘discrete management units’ (DMUs). The DMUs as important ecological locations supporting biodiversity in PAI on which Critical Habitat assessment is performed.

As outlined in IBAT Analysis, most of the species of concern in PAI are freshwater fish, terrestrial and water birds. The impacts on freshwater species are only likely to occur on water reservoir in the vicinity of the project or the road section alignment parallel to turbutary of Thamirabarani River and local ponds in the project area. The impacts are unlikely to extend into river stream away from road crossing site and marine areas. Total three DMU is defined for study in the vicinity of project. these are combination of aquatic and terrestrial ecosystem covering notified protected areas of Kalakad-Mundanthurai Tiger Reserve and Thiruppudaimarudur Bird Conserve Reserve located in the project area of Influence. Three discrete management unit are outlined in Figure-2 and 3. The DMUs portion covering Terrestrial habitat in the buffer zone of each protected area considered as terrestrial part of DMU to assess terrestrial birds, vertebrates and plants and water bodies (river, canal and ponds) are aquatic part of DMU and was used to assess fish and water birds.

1.5 Protected Area

DMU -1: Kalakad-Mundanthurai Tiger Reserve (KMTR)

Kalakad Mundanthurai Tiger Reserve (KMTR) was formed by combining the two sanctuaries of Kalakad and Mundanthurai during April 1988 vide GoI letter no. F-26-9/88-WL1 dated 06.04.1988. KMTR protected area is a home for various endemic and endangered species of flora and fauna.

As per the circular of MoEF&CC dtd. 22nd December 2014, where roads approaching/passing by National Parks/Core-Critical Tiger Reserve/Wildlife Sanctuary are within a radius of 1 km thereof, or within the ESZ. The Eco Sensitive Zone around the KMTR has not been notified by MoEF&CC, so a default area of 1 km distance has been considered as ESZ around the KMTR. The project road falls under this condition as it is only at 750m from the buffer zone boundary of Kolundumamalai RF of KMTR. Figure-2 showing map of Protected area and road section.

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Figure 2: The protected area boundary and project road alignment on toposheet image

The flora species include 448 endemic species of angiosperms have been identified from the region of the protected area. The major species of in the area; Hopea utilis, Bentickia condappana, Gluta travancorica, Humboldtia unijuga (var. unijuga and trijuga) Eugenia singampattiana, Popowia beddomeana, Palaquium bourdilloni, Psychotria beddomei, Symplocos marcrocarpa, and S. macrophylla to name a few, 79 genera and 161 species of ferns have been reported from this reserve.

As per report of Conservation India (2010-11) there are approx. 16-18 number of tigers in the protected area. The protected area harbors a large number of endemic species including the Lion Tailed Macaque (Macaca silenus), Nilgiri langur (Presbytis johnii), Nilgiri marten (Martes gwatkinsi sub sp.), Brown palm civet (Paradoxurus jerdoni), Nilgiri tahr (Hemitragus hylocrius).

DMU -2: Thiruppudaimaruthur Birds Conservation Reserve (TBCR)

208 Thiruppudaimaruthur Birds Conservation Reserve (TBCR) came into existence in the year 2005 following Government’s acceptance of the proposal of the Chief Wildlife Warden for declaring an area of 2.84 ha as a Conservation Reserve in accordance to Wildlife (Protection) Act, 1972.

Eco Sensitive Zone around the TBCR has not been notified by MoEF&CC. The project road is not falling under this condition as it is neither falling within the protected area of TBCR nor falling within 1 km radius of the TBCR. Thus, NBWL recommendation is not required for TBCR. Figure-3 showing map of Protected area and road section.

Figure 3: The protected area and project road alignment location on toposheet

Approx. 110 floral species have been documented from the area in EIA report. The vegetation found consisting of tall grasses and psammophytes. The social forestry plantations and the other plantations raised by the Forest Department added to the arboreal tree species.

The bird species in the project area are Little Egretts, Pond heron and Painted Stork are nesting in the conservaton area. Spot billed pelicans are also coming for refuge but are not nesting in the protected area. NearThreatened bird species such as the Oriental Darter were also observed. Pond heron and egrets are nesting in backyards of few houses also while Painted storks are around temple located within the declared conservation area.

The most numerous of mammals in the village is the Indian Flying Fox (Pteropus giganteus). Villagers report the presence of the Palm Civet (Paradoxurus hermaphroditus), Jackal (Canis aureus), Fox (Vulpes bengalensis), Bonnet Macaque (Macaca radiata) and Chital (Axis axis). The Three-striped Palm Squirrel (Funambulus palmarum) is common in the village.

209 1.6 Assessment of Biodiversity in PAI

1.6.1 IBAT Screening

The study analysis is for identification of protected or designated areas in the project area of influence (PAI) and the presence of Critical Habitat based on an initial risk assessment of the presence of Threatened species (Critically Endangered (CR) and Endangered (EN) species as defined by the IUCN, and to a lesser extent Vulnerable (VU) species).

The study analysis has adopted the International Finance Corporation’s (IFC) method for identification of Critical Habitat for a preliminary screening level. The method is presented as part of the IFC’s Performance Standard No 6 of 2012, within the Guidance Note for the Performance Standard which was last updated in June 2019.

Habitats that are critical to the survival of International Union for the Conservation of Nature (IUCN) designated Critically Endangered or Endangered species, migratory species, congregatory species and endemic or restricted range species are classified as critical habitats.

The screening of Critical Habitat in the area has been conducted based on species which enlisted in redlist of IUCN and the criteria on Migratory and Congregatory Species in the project area. The presence of habitat of these species in the area will designate Critical Habitat. There are five criterion set out in updated Performance Standard No 6 Guidance note (IFC 2019) to consider the area as Critical Habitat. The five criterion for Critical Habitat determination is: (i) Criterion 1: Critically Endangered and Endangered Species (ii) Criterion 2: Endemic and Restricted range Species (iii) Criterion 3: Migratory and Congregatory Species (iv) Criterion 4: Highly Threatened or Unique Ecosystems (v) Criterion 5: Key Evolutionary Processes

Out of these five criteria, first three criteria are related to species and threshold of species enlisted in the IUCN Redlist representing the risk of extinction of species at global level. While the criterion 4 & 5 are related to ecosystems and evolutionary processes.

There are two more criterion in addition to these five biological criteria which are used to recognize an area as Critical Habitat. These criteria are: (vi) Criterion 6: The Legally Protected Areas (particularly IUCN Categories I-IV) and Internationally Recognised Areas (e.g., KBAs and IBAs); (vii) Criterion 7: Other areas of high biodiversity value, such as areas of high scientific value or areas of old growth forest.

The results of IBAT screening shows that there are two protected areas and two Key Biodiversity Areas (KBA) and one Important Birds Area (IBA) site within 10km radius of project road alignment. However, one out of KBA sites is identifiable to one protected area. The protected area of Kalakad-Mundanthurai Tiger Reserve is identical to KBA in the project area of influence for the road section. The second KBA site (Melagiris range) as shown in IBAT analysis result is located at a distance of 400km from the project road alignment, see Figure-4.

210 Figure 4: The map showing Important Bird Area (IBA) Melagiris Range

The Melagiris range is a group of hills in between the Cauvery and Chinnar rivers, located in Krishnagiri and Dharmapuri district of Tamil Nadu, India. The Melagiris form part of an almost unbroken stretch of forests connecting Bannerghatta National Park (which forms its north-western boundary) to the forests of Cauvery Wildlife Sanctuary - Karnataka (which forms its southern boundary, separated by the river Cauvery).

The KBA of Melagiris Range is far from the project road alignment refer to Figure-5. Thus, the IBA site has been dropped from this Critical Habitat assessment study.

The KMTR protected area is another KBA site located in Western Ghats region. The Western Ghats is an KBA representing about 120 species of amphibians, of which 90 are restricted to rainforests. Thirty two species have been recorded from this site, of which 25 are endemic of the Western Ghats.

Figure 5: The map showing Key Biodiversity Area (KBA/EBA) Kalakad-Mundanthurai Tiger Reserve (KMTR)

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The boundaries of protected area are identical to EBA/KBA site of Kalakad-Mundanthurai Tiger Reserve. The area is located in Agasthyamalai hilly region with 1,681m, which makes the core zone of the Tiger Reserve. The core zone of the KMTR is considered one of the five major centres of plant diversity and endemism in India. The protected area of Kalakad Mundanthurai comprises of 66,500 ha reserved forest. The Reserve is the southernmost home to some of the charismatic and endangered2 mammals such as the Nilgir Tahr Hermitragus hylocrius and the Tiger Panthera tigris. The area has diverse terrain with ecologically rich. The vegetation includes Thorn Scrub and Montane (Wet) Evergreen Forest type.

The one IBA site within the project area of Influence is Tiruppadaimarudur Birds Conservation Reserve (TBCR). The nearest distance of TBCR from project road (Vellanguli km 83/000 of SH40) is around 4 km. The location of IBA site is given in Figure-6.

2Johnsingh 2001

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Figure 6: The map showing Important Bird Area (IBA) Tiruppadaimarudur Birds Conservation Reserve

A habitat analysis carried out for the Critically Endangered (CR), Endangered (EN) and Vulnerable (VU) species reported in the buffer of 50km radius of the project area. There are 241 species identified in IBAT screening are located in the ecological areas within the project area of influence (PAI), refer to Table -1.

Table 1: Number of IUCN Redlist Category species Group IUCN Red list category Total Critical Endangered Vulnerable (CR, EN Endangered (CR) (EN) (VU) & VU) Reptile 1 3 8 12 Mammal 1 9 12 22 Chondrichthyes 14 15 23 52 Amphibia 1 13 11 25 Aves 3 4 12 19 Archnida 0 2 1 3 Anthozoa 0 1 42 43 Cartilaginous 0 15 19 34 Fish (actinopterygli) Monocotyledon 0 4 11 15 Liliopsida 0 2 2 4 Holothuroidea 0 4 4 8 Polypodiopsida 0 1 0 1 Insect 0 0 3 3

Critically Endangered, Endangered, and (per IFC 2019) Vulnerable species and relevant subspecies were included in an initial screening if there is indication of their presence near the Project site from literature. Threat status is taken from the global IUCN Red List (IUCN 2020). Comparison with IUCN Red List Extent of Occurrence maps identified the potential IUCN Redlisted species to occur in the Project influence area.

213 As project area of influence is located next to biodiversity hot spot region of Western Ghats. Hence; for the primary screening on presence of species listed in as Critically Endangered (CR) Endangered (EN) and Vulnerable (VU) category of IUCN redlist are considered to assess the critical habitat. Threat status is taken from the global IUCN Red List (IUCN 2020).

There 93 species out of total 241 species of IUCN redlist are of Critically Endangered (CR), Endangered (EN) category. The list of these species is given in Table-2.

Table 2: List of IUCN Threatened Species (CR & EN) in 50km IBAT Screening Radius S.No. Scientific Name Common Name IUCN Status Amphibia 1 Raorchestes CR 2 Duttaphrynus beddomii Beddome's toad EN 3 Indirana brachytarsus EN 4 Indirana diplosticta EN 5 Indirana leptodactyla EN 6 Melanobatrachus indicus EN 7 Micrixalus gadgili EN 8 Nyctibatrachus aliciae EN 9 Nyctibatrachus beddomii EN 10 Nyctibatrachus minor EN 11 Nyctibatrachus vasanthi EN 12 Pedostibes tuberculosus Malabar tree toad EN 13 Pseudophilautus wynaadensis EN 14 Rhacophorus calcadensis EN Actinopterygli 15 Garra hughi EN 16 Garra kalakadensis Kalakad stone carp EN 17 Garra surendranathanii garra EN 18 Glyptothorax anamalaiensis Anamalai sucker catfish EN 19 Glyptothorax madraspatanus EN 20 Horalabiosa joshuai Lipped algae eater EN 21 Hypselobarbus dubius Nilgiri barb EN 22 Lethrinus mahsena Sky emperor EN 23 Monopterus fossorius Malabar swampeel EN 24 Nemacheilus pulchellus EN 25 Pseudeutropius mitchelli Malabar patashi EN 26 Pterocryptis wynaadensis Malabar silurus EN 27 Tor khudree Black mahseer EN 28 Tor malabaricus Malabar mahseer EN 29 Travancoria jonesi Travancore loach EN Anthozoa 30 Acropora rudis EN Arachnida 31 Haploclastus kayi EN 32 Poecilotheria rufilata EN Aves 33 Gyps bengalensis White-rumped vulture CR 34 Gyps indicus Indian vulture CR 35 Sarcogyps calvus Red-headed vulture CR 36 Aquila nipalensis Steppe eagle EN 37 Neophron percnopterus Egyptian vulture EN 38 Sterna acuticauda Black-bellied tern EN

214 39 Sypheotides indicus Lesser florican EN Chodrichthyes 40 Acroteriobatus variegatus Stripenose guitarfish CR 41 Carcharhinus hemiodon Pondicherry shark CR 42 Carcharhinus longimanus Oceanic whitetip shark CR 43 Glaucostegus granulatus Sharpnose guitarfish CR 44 Glaucostegus obtusus Widenose guitarfish CR 45 Glaucostegus thouin Clubnose guitarfish CR 46 Glaucostegus typus Giant guitarfish CR 47 Pristis pristis Largetooth sawfish CR 48 Pristis zijsron Green sawfish CR 49 Rhina ancylostoma Bowmouth guitarfish CR 50 Rhynchobatus australiae Bottlenose wedgefish CR 51 Rhynchobatus laevis Smoothnose wedgefish CR 52 Sphyrna lewini Scalloped hammerhead CR 53 Sphyrna mokarran Great hammerhead CR 54 Aetobatus flagellum Longhead eagle ray EN 55 Aetomylaeus maculatus Mottled eagle ray EN 56 Aetomylaeus vespertilio Ornate eagle ray EN 57 Alopias pelagicus Pelagic thresher EN 58 Anoxypristis cuspidata Narrow sawfish EN 59 Carcharhinus dussumieri Whitecheek shark EN 60 Eusphyra blochii Winghead shark EN 61 Isurus oxyrinchus Shortfin mako EN 62 Isurus paucus Longfin mako EN 63 Lamiopsis temminckii Broadfin shark EN 64 Mobula mobular Giant devilray EN 65 Mobula tarapacana Sicklefin devilray EN 66 Mobula thurstoni Bentfin devilray EN 67 Rhincodon typus Whale shark EN 68 Stegostoma tigrinum Zebra shark EN Holothuroidea 69 Holothuria lessoni EN 70 Holothuria nobilis EN 71 Holothuria scabra EN 72 Thelenota ananas EN Liliopsida 73 Dimeria hohenackeri EN 74 Fimbristylis crystallina EN Magnoliopsida 75 Dysoxylum malabaricum White cedar EN 76 Humboldtia vahliana EN 77 Hydrocotyle conferta EN 78 Lindernia minima EN Mammalia 79 Viverra civettina Malabar civet CR 80 Balaenoptera musculus Blue whale EN 81 Cuon alpinus Dhole EN 82 Elephas maximus Asian elephant EN 83 Latidens salimalii EN 84 Macaca silenus Lion-tailed macaque EN 85 Manis crassicaudata Indian pangolin EN 86 Nilgiritragus hylocrius Nilgiri tahr EN 87 Panthera tigris Tiger EN

215 88 Indian ocean humpback Sousa plumbea EN dolphin Polypodiopsida 89 Cyathea crinita EN Reptilia 90 Eretmochelys imbricata Hawksbill turtle CR 91 Eutropis clivicola Inger's mabuya EN 92 Otocryptis beddomii Indian kangaroo lizard EN 93 Rhinophis travancoricus Travancore earth snake EN

The CR and EN were screened for Criteria 1 of IFC PS No. 6 and these have been reviewed using IUCN distribution map, other available literature and field survey for likely habitat requirements in the project area of influence for project road section. Here, the species of birds, mammals and fish listed in threatened category of IUCN were included in the study. Here, the species of birds, mammals and fish listed in threatened category of IUCN were included.

The species fish from freshwater habitat were considered by critical habitat assessment, as marine water is located 50 km away from the PAI and no impacts on species of marine water are anticipated from the project. The endemic species from western ghat i.e. core zone of protected area of KMTR were also excluded in the screening as no adverse impacts are anticipated from project activities on these species. The summary of the screening of CR and EN species with brief note for species on likelihood of qualifying the PAI as Critical Habitat based on criteria 1-3 is given in Table-3. .

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Table 3: Habitat Screening of IUCN listed species from IBAT

Common IUCN Scientific Name Notes 1 2 3 Qualifying Species? name Status BIRD A widespread species which prefers Not considered to be a qualifying high ground and open plains. This species species is not mentioned in the IBA citation (BirdLife International , 2019) X X ? and is not listed present within area Steppe (Lepage 2020). Considered unlikely to Aquila nipalensis Eagle EN meet the thresholds for Criterion 1 – 3 The PAI is located at the southern part Possible qualifying species based of the IUCN distribution mapping for on congregatory basis as this this species – it is listed on the Avi species will form aggregations in Base checklist for Tamil Nadu State X X X suitable locations (Choudhury 2012, P. Thompson in litt. Sterna Black-bellied 2011, 2016) Main habitats are large acuticauda Tern EN rivers and sometimes smaller lakes MAMMALS A widespread species which prefers The global population is estimated forest, shrub and grassland. The to exceed 2250 individuals, and species habitat is extanded in Eastern its distribution in the Project area Ghats (Karanth et al. 2009). is limited to protected areas due Considered unlikely to meet the to habitation in the surroundings. thresholds for Criterion 1 – 3. X X X It is required more than 12 nos. in the AoA, as would be necessary to meet Critical Habitat thresholds (IFC 2019). As such, this species does not qualify the Project area Cuon alpinus Dhole EN as Critical Habitat. The species habitat extand in Forest, The global population is estimated Shrubland and Grassland. In southern to exceed 41,000 individuals, and India, elephants occur in the hilly X X X its distribution in the Project area Asian terrain of the Western Ghats and in is limited by habitat loss, Elephas maximus Elephant EN parts of the Eastern Ghats. In Tamil degradation and poaching. It is

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Common IUCN Scientific Name Notes 1 2 3 Qualifying Species? name Status Nadu state habitat extanded in therefore not likely that the Project –Nilgiris–Eastern Ghats; AoA holds >200 individuals, as Nilambur–Silent Valley–Coimbatore; would be necessary to meet Anamalais–Parambikulam area. Critical Habitat thresholds (IFC 2019). As such, this species does not qualify the Project area as Critical Habitat. This species is endemic to India and is Singaravelan and Marimuthu presently known from localities in (2003) has calculated the area of Periyar Tiger Reserve in Kerala State occupancy as 10.05 km². The and in -Mundunthurai Tiger area is limited to protected area of X X X Reserve, Kardana Coffee Estate, KMTR in PAI. As such, this Megamalai, High Wavy Mountains in species does not qualify the Tamil Nadu State (Molur et al. 2002, Project area as Critical Habitat. Latidens salimalii EN Vanitharani et al. 2005). The species is endemic to the Western The total number of mature Ghats hill ranges in southwestern India individuals is less than 2,500, with from the Kalakkad Hills on north to no subpopulation having more Sirsi-Honnavara (Fooden 1975, than 250 mature individuals. Santhosh et al. 2013), at altitudes of Not considered to be a qualifying X X X 100-1,300 m in the states of species, IUCN distribution map for Karnataka, Kerala, and Tamil Nadu. species is limited to KMTR core The species has small area of zone away from the project area. Lion-tailed occupancy and severely fragmented Macaca silenus macaque EN (Molur et al. 2003, Singh, 2019). The species found Forest, Shrubland Not considered to be a qualifying and Grassland. In India, landscapes species, IUCN distribution map for with Tigers found are fragmented and X X X species is limited to KMTR core confined in protected areas and buffer zone and not shown in project Panthera tigris Tiger EN zones (Sanderson et al. 2006). area.

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Common IUCN Scientific Name Notes 1 2 3 Qualifying Species? name Status Present across India and reported to In practice, the species have very be present in the Project Area of wide ranges. Low potential to fulfil Influence based on IUCN habitat Criterion 1 and the agriculture mapping for species. the species also fields are mainly of paddy crops occurs in Tamil Nadu (Srinivasulu and X X X as noted in field survey. As such, Srinivasulu, 2012). Utilises a range of it is very unlikely that the species Manis Indian habitats including degraded sites and qualifies the Project area as crassicaudata Pangolin EN agricultural areas. Critical Habitat. FISH The fish species (Garra kalakadensis) Not considered to be a qualifying is endemic to the Western Ghats. species Mainly from Pachyar stream inside the Kalakkad Mundanthurai Wildlife Sanctuary, and the Nambiar River in X X X Tamil Nadu (Remadevi 1993, Arunachalam pers. comm. 2010). The Garra Kalakad PAI is not within the IUCN habitat kalakadensis stone carp EN distribution map. The fish species found in fresh inland Not considered to be a qualifying water and marine water as well. The species X X X Black PAI is not in the IUCN habitat Tor khudree Mahseer EN distribution mapping. Horalabiosa joshuai is endemic to the Not considered to be a qualifying Kalakkad-Mundanthurai Tiger Reserve species of the Western Ghats (Silas 1953, Devi 1992, Johnson and Arunachalam 2010). It has been recorded from the upstream of Pachayar in Kalakkad and X X X Tambaraparani (Pambar, Ullar and Chittar tributaries) in Mundanthurai (Johnson and Arunachalam 2010). The Horalabiosa Lipped algae water body of above-mentioned rivers joshuai eater EN does not cross the road alignment. AMPHIBIA

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Common IUCN Scientific Name Notes 1 2 3 Qualifying Species? name Status This species is believed to be endemic Not considered to be a qualifying to the southern Western Ghats of species India, and has been recorded from , Ponmudi and Kalakad. It X X X has an altitudinal range of 1,000-1,500 Duttaphrynus m asl. PAI is not in the IUCN habitat beddomii EN distribution mapping. PLANTS The plant is is endemic to the Western Not considered to be a qualifying Ghats, India, one of the world's eight species most important biodiversity hotspot (Bodare et al. 2013). The tree minly X X X grown naturally and located in the Dysoxylum forest areas of PAI and not in impact malabaricum White cedar EN zone of road alignment. This species is endemic to the Low chances finding of plant southern western Ghats of Kerala and species in project area of Tamil Nadu (Jose et al. 2009). In Tamil influence, as landuse mainly X X X Nadu, there are only old records on agriculture fields. Hence it is Humboldtia occrance of tree in forests from Nilgiri confirmed the absence of this vahliana EN and Tirunelveli districts. species with the PAI. Lindernia minima is endemic to Tamil Not considered to be a qualifying Nadu, southern India. It has a disjunct species distribution, found in Chengalpattu and in Tirunelveli on the east coast. The X X X species are confined to forest areas and not observed in road side green Lindernia minima EN belt.

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1.6.2 Field Survey

A field survey for presence of IUCN redlist species qualifying the established DMU for Critical Habitat was conducted in month of February 2020. The consultation with District Forest Office and local community was also undertaken in this regards. The forest department official informed that as the road section is operational and passing through habitation areas of villages, there is no terrestrial fauna (wildlife) present in the area, the same has been confirmed by local community.

The bird species sighted directly was recorded in study area. Additionally, the habitat attributes of the study area were also recorded. Habitat attributes included the vegetation types and coverage, proximity from water bodies, aspects, etc.

The study locations were selected at the points near to road alignment in two protected areas. The study location points for DMU area as sub area of protected area are:

S.No. Location Ecosystem represented Kalakad-Mundanthurai Tiger Reserve (KMTR) 1 8°40'22.90"N 77°34'10.99"E Kolundumamalai Reserve Forest and 2 8°40'25.93"N 77°32'8.05"E nearby fields in surrounding area Thiruppudaimaruthur Birds Conservation Reserve (TBCR) 1 8°43'37.93"N 77°29'53.34"E River and trees in the surrounding area

Altogether 3 locations were studied in along the road section alignment near to the ESZ of protected area. The locations were set up along the project road section alignment area in order get information on wildlife species through field survey, habitats, type of vegetation supporting species and agriculture pattern etc.

Out of 3 locations for field study, one location was inside the bird conservation reserve (TBCR) and remaining locations were near to buffer zone of the protected areas along the road alignment.

Each study spot was located in such a way that it represents aquatic part and terrestrial part of DMU in the project influence area of road section alignment or in the established DMU. Synopsis of all studied spot is given in Annex-1.

1.6.3 Study Location Details

Altogether 3 locations were studied in the protected area along the road section alignment during the field survey as mentioned in Table-4. The coordinates of location, aspect and village area, surrounding land use, vegetation or type of tress was taken. Location of spot for study with respect to protected area and the name of village boundary were also recorded while setting up the spot for field study (Figure-7 & 8).

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Figure 7: Map showing study spot for KMTR with respect to Project road alignment

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Figure 8: Map showing study spot for TBCR with respect to Project road alignment

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Table 4: Details of spot for field survey along the road section in protected area Spot Coordinates Location Observed Birds Land use no. Chainage Aspect Village (Actual birds (approx. (Side) w.r.t Boundary or nesting, km) road resting etc.) 1 8°40'22.90"N 77+500 South KMTR Birds on trees & Irrigation 77°34'10.99"E (LHS) buffer zone in fields for food, Canal 2 8°40'25.93"N 78+500 South (Kolundum mostly flying Agriculture 77°32'8.05"E (LHS) amalai) over fields in fields & Reserve search of food Reserve Forest Area Forest Area 3 8°43'37.93"N 4 km from North Bird Birds on trees & Temple, 77°29'53.34"E km 83+ (RHS) Conservatio in fields for food, Water body 000 n Reserve mostly flying (Pond & over fields in Thamirabara search of food ni River), Vegetation

1.6.4 Literature Review

A survey on diversity of vegetation and birds in KMTR has been conducted in 1977. According to the census there are at least 150 endemic plants, 33 fish, 37 amphibians, 81 reptiles, 273 birds and 77 mammal species in the reserve.

A study funded by World Bank3 has been conducted during 2001 in the KMTR area. According to study the important mammal species found in the area include the largest population of the critically endangered Lion tailed macaque (Macaca silenus) estimated about 300 individuals; sightings that are more recent suggest that the population of these may be much higher. The occurrence of the tiger (Panthera tigris) at the last census 20 were recorded from the reserve area.

The species of other mammals recorded in the area include the Nilgiri Tahr (Hemitragus hylocrius), Elephant (Elephas maximus), leopard (Panthera pardus), Sloth bear (Melursus ursinus), Gaur (Bos gaurus), Brown Mongoose (Herpestes fuscus), Brown Palm Civet (Paradoxurus jerdoni), Indian Pangolin (Manis crassicaudata) and the Malabar Spiny Dormouse (Platacanthomys lasiurus). The last is an endemic to this area.

The area is habitat for primate’s species including Bonnet Macaque (Macaca radiata), Hanuman Langur (Semnopithecus entellus), Nilgiri Langur (Trachypithecus johnii) and the Slender Loris (Loris tardigradus).

Approx.200 species of birds are found here, including the highly endangered Great Pied Hornbill (Buceros bicornis). Mixed feeding flocks in the rainforest contain up to 21 species. Flocks containingthis many species are rare even in rain forest and indicates the richness of the fauna in this area.

Reptiles include the King Cobra ( Naja hannah) and Python Python molurus). Two species of lizard are known only from this area are Calotes andamanensis and Dasia halianus.

As per study on abundance and nesting of avifauna4 in Thiruppudaimaruthur Conservation Reserve has occurrence of 69 species of birds comprising 40 families. Out of total 69 species of bird species, 46 species are resident birds and remaining are local migrants.

3 Enclaves in KMTR by Rauf Ali, 2001 for Field Director, Project Tiger, KMTR 4 Jayakumar, S. and Muralidharan, S. From A.V.C College, Mannampandal and SACON, Coimbatore, 2017

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Among families Ardeidae represent the highest number of species followed by Rallidae. The five species of birds, namely little cormorant, cattle egret, little egret, intermediate egret and painted comprises 578 nests in the conservation reserve area. The vegetation in the area include mainly tree species of Azadirachta Indica, Prosopis juliflora, Tamarindus indica, Thespesia populnea and Polyalthia longifolia.

1.6.5 Stakeholders’ Consultation The project road section alignment is located near KMTR in its ESZ. A consulation with concerned Divisional Forest Officers and with working staff of KMTR, TBCR was conducted. The objective of consultation was to confirm on applicable regulatory requirements for implementation of road section in protected area and measures required during construction and operation stage of road. The consultation brief is given in Table-5.

Table 5: Point discussed during consultation with Stakeholders Date & Name and Details Remarks Location Designation 3rd Feb Deputy • Requirement of clearance • Application for wildlife 2020, Director- for the project road in buffer clearance is under KMTR Wildlife zone and status of process with department; office Warden application with DFO office; • Draft Management Plan • Census data from study on for KMTR, and TBCR is local species of animals, available with 3rd Feb Mr. Manikanda birds and migratory birds, department, the details 2020, Perimal, Office habitats, core zone and on species, census data Wildife Staff (CCF) buffer zone in the protected and conservation Office, area and in buffer zone; measures are under Tirunelveli • Species available or visiting preparation in this 3rd Feb Mr. P. the protected area listed in document. 2020, Karuppiah, IUCN redlist and Schedule • Local community Wildife Forest Range list of Wildlife Protection awareness and training is Office, Officer Acts, 1972; being conducted by forest Tirunelveli Mr. P. Ramar, • water source in Sanctuary department in the nearby Range Office and migratory birds visiting villages, Staff the Conservation Reserve • Veterinary Doctor also area; visit on monthly basis to • Measures adopted for examine animals in the conservation of biodiversity village for diseases and in terrestrial and aquatic provide medical ecosystem; assistance also. • Awareness to local • No hunting and illegal community on importance poaching of wildlife has of protected area and been reported from the conservation of species; area. • Local community concerns • Local community is and support for protected supporting department for area; conservation of species in • Reports of illegal poaching the protected areas. or hunting of wildlife in the area; • Data on accidents or wildlife with vehicles on project road section; • Working/management plan for protected area to include measures in line

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with recommendation mentioned in management plan

Further details on species in the study area and concerns in relation to protected area in the neighbourhoods of villagers were collected from local community. It is a fact that people living at human wildlife interface are better acquainted with the wildlife diversity and core habitats. So, informal interviews and discussions mainly concerning on avifaunal and wild animals were conducted at various places with different people specially aged people and community. The records of community consultation are given in Annex-5 and details of community consultation for biodiversity assessment are mentioned in below Table-6.

Table 6: Discussion details from community consultation Date & Location Number Details Remarks 3rd Feb 2020, Total 4 nos., • Tiger and elephants in • ; Veeravanallur for the protected area, • No tiger and KMTR Human-Wild animals elephants visited the conflicts, road accidents buffer zone of the etc. protected area, mostly • Birds visiting the area found in core zone 3rd Feb 2020, Total 9 nos., from last how many towards Kerala Pudukudi for KMTR years; boarder. • Period of migratory birds • Many water sources visiting the area; and food is available • Knowledge on species in core zone area not 3rd Feb 2020, Total 6 nos., habitat and fooding coming towards road Thiruppudaimaruthu sources side due to railway r for TBCR • Damages to crop by track and irrigation animals or any other canal in between harms to pet animals buffer zone and road • Support provided by alignment

authorities to local • Birds are in this area community from last 30-40 years • Any other concerns on years; livelihood due to • Migratory bird can be presence of protected slighted in nearby area in vicinity; agriculture fields, no • Reports of illegal damage to crops from poaching or hunting of birds wildlife in the area; • Forest Department • Data on accidents or provide awareness on wildlife with vehicles on bird conservation project road section. through schools and village community leader • No illegal hunting or accident reported. • Local community has stopped use of fireworks on festive season so no disturbance to birds in the Sanctuary Area.

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2 BIODIVERSITY ASSESSMENT FINDINGS

2.1 Biodiversity in project area

Tamil Nadu state is famous for its biodiversity in its forest mainly found in Western and Eastern Ghats. The state has 3 Biosphere reserves, 5 National parks, 8 Wildlife sanctuaries, 4 elephant reserves, 4 Tiger Reserves and 13 Bird sanctuaries as notified protected areas. These protected areas provide support to flora diversity in state having 2,260 species belonging to 983 genera and 173 families. This includes 533 endemic species, 230 red- listed species, 1,559 species of medicinal plants and 260 species of wild relatives of cultivated plants. The faunal diversity of the state include 165 species of fresh water fishes, 76 species of amphibians, 177 species of reptiles, 454 species of birds and 187 species of mammals.

Based on secondary sources as mentioned in IEE report for road section; The dominant tree species within the project area of influence are Neem, Babool, Gulmohar and Banyan as dominant species. The faunal species include Bats (Pteropus Giganteus) endangered species having habitat on the road side trees at km 30.400 to 30.900 on RHS.

Table 7: Details of Flora and Fauna found in project area of influence

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S.No. Species Local Name List of Floral Species Trees 1 Acacia auriculiformis Pencil tree 2 Acacia nilotica (L.) Wild. Ex. Delile Karuvelan 3 Acacia Suma 4 Albizia amara (Roxb.) 5 Albizia lebbeck (L.) Benth. 6 Albizia odoratissima Silavagai 7 Albizia saman 8 Alstonia scholaris Ezhilaipalai 9 Annona squamosa L. Sithapalzham 10 Artocarpus integrifolia Lam. Pala maram 11 Atalantia monophylla (L.) Corr. Kattu Ezhumichai 12 Azadirachta indica A. Juss., Vembu 13 Bauhinia purpurea Mandarai 14 Bauhinia racemosa Lam. Aathi 15 Benkara malabarica (Lam.) Tirv. 16 Borassus flabellifer L. Panai maram 17 Cassia fistula L. Kondrai 18 Causuarina equisetifolia L. Savukku 19 Ceiba pentandra Ilavam 20 Chloroxylon swietenia Porasu 21 Citrus melenoxylon L. Lemon 22 Cocuos nucifera L. Thennai 23 Dalbergia latifolia Thothagathi 24 Dalbergia sisoo Sisoo 25 Delonix elata Vathanarayan 26 Drypetes sepiaria Roxb 27 Ficus hispida L. Kal aala maram 28 Ficus benghalensis L. Arasa maram 29 Glycosmis pentaphylla (Retz) DC. Konji 30 Grevillea robusta Silveroak 31 Hibiscus tiliaceus L Malai Poovarasu 32 Holoptelea integrifolia Aayan 33 Lannea coromandelica (Houtt.) Merr. Uthiyan Lepizanthes tetraphylla (M.Vahl) 34 Radlk. 35 Limonia acidissima L Monkey fruit 36 Madhuca longifolia L Iluppai 37 Magnolia champaca Shenbagam 38 Mangifera indica L. Mango 39 Melia azedarach L Kaatu Vembu 40 Memecylon umbellatum Burm.f. 41 Millintonia hortensis Mara malli 42 Mimusops elengi L Magizam 43 Mitragyna parvifolia Neer kadambu 44 Morinda pubescens L. Nona 45 Morus indica Mulberry 46 Olax scandens Roxb. 47 Phyllanthus embelica Gaertn. Nelli 48 Polyalthia longifolia Sonn. Nettilingam

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S.No. Species Local Name 49 Pongamia pinnata 50 Prosopis juliflora L. Seemai karuvelam 51 Pterocarpus marsupium Vengai 52 Pterocarpus Santalinus L Semmaram 53 Samania saman Thoongu moonji vagai 54 Simarouba glauca L Paradise tree 55 Sterculia urens Senthanakku 56 Swietenia macrophylla Porasu 57 Swietenia mahagoni Mahagony 58 Syzygium cuminii (L.) Skeels Naval 59 Tamarindus indicus L. Puliyan 60 Tectona grandis L. Teak 61 Terminalia arjuna Neer martuhu 62 Toona ciliate Sandhana vembu 63 Wrightia tinctoria Veppalai Shrubs 1 Abutilon indicum (L.) Thuthi 2 Abutilon indicum Sweet 3 Calotrophis gigantia (L.) R. Br. Yerukku 4 Carmona retusa 5 Carrisa spinarum L. Siru kila 6 Dodonea viscose L. Virali 7 Hibiscuss rosa-sinensis L. Sembaruthi 8 Jatropha glandulifera Roxb. Kattu kottai 9 Lantena camera L. Unni 10 Lawsamia innermis L. Maruthani 11 Morinda tinctoria L. Nuna 12 Nerium olender L. Arali 13 Ocimum sanctarum (L.) R.Br. Thulasi 14 Senna auriculata L. Avarampoo 15 Sida cordata (Burm. F.) Borss. Waalk. Long-stalk sida 16 Sida acuta L.f. Sida 17 Zizypus jujube L. Yellenthai Herbs 1 Alternanthera sesilis (L.) R.Br ex DC. Joy weed 2 Acalypha indica L. Kuppai meni 3 Acavthospermum hispidum DC. 4 Achyranthus aspera L. Nayuruvi 5 Amaranthus sessile L. Thanneer Vittan 6 Asperagus racemosus Wild. kizhangu 7 Boerhavia diffusa L. 8 Canavalia gladiate 9 Cassia occidentalis L. 10 Cassia tora L 11 Centella asiatica (L.) Vallarai 12 Cleome viscosa L. Ajagandha 13 Clerodendrum serratum L.f. 14 Coldenia procumbens 15 Euphorbia heterophylla L. Crown of thorns 16 Europhorbia hirta Kalika plant 17 Hemidesmus indicus Ruxb. Nannari

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S.No. Species Local Name 18 Indigofera tinctoria L. Neeli 19 Leucas aspera (Wild.) Thumbai 20 Phyllanthus nirurii schum & Thonn. Kilzhanelli Solanum xanthocarpum schrad & 21 kandangkathari Wendl 22 Tridax procumbens L. Vettukkai poondu Climbers 1 Abrus precatorius L. Kundrimani 2 Acacia caesia (L.) Wild. 3 Asparagus racemosus Wild. Thanneer Vittan kizhangu 4 Coccinia indica L. Kovai 5 Capparis zeylanica L. Aathandai 6 Cardiospermum halicacabum L. Mudakkathan 7 Carissa spinarum L. Siru Kila 8 Cassytha filiformis L. 9 Cissus quadrangularis L. Pirandai 10 Coccinia grandis (L.) Voigt kovai 11 Combretum albidum G. Don 12 Combretum ovalifolium 13 Hemidesmus indicus Nannari 14 Jasminium angustifolia (L.) Wild. Malligai 15 Trichosanthes anguina L. Grasses 1 Andropogon foulkesii L. 2 Aristida funiculate L. 3 Aristida funiculate L. 4 Carex filicina L. 5 Carex Phacota L. 6 Cyanodon dactylon (L.) Pers. 7 Kyllinga cylindrical (Jacq.) DC. 8 Pycreus globuscuc L. Agriculture Crops 1 Arachis hypogia L.f. Ground nut 2 Crysanthium sps(L.) R.Br. saamanthi 3 Jasminium olelander L. malligai 4 Musa acuminate L. plantain 5 Oryza sativa L. Paddy 6 Phaseolus mungo L. Oolunthu 7 Saccharum officinarum L. Karumbu 8 Sorghum vulgare L. Solam

List of Faunal Species Butterflies 1 Iambrix salsala Chestnut Bob 2 Eurema hecabe Common Grass Yellow 3 Cepora nerissa Common Gull 4 Graphium doson Common Jay 5 Delias eucharis Common Jezebel 6 Neptis hylas Common Sailer 7 Hypolimnas misippus Danaid Egg fly

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8 Danaus chrysippus Plain Tiger 9 Cirrochroa thais fabricius Tamil Yeoman Avifauna 10 Artamus fuscus Ashy Wood Swallow 11 Eudynamys scolopacea Asian Koel 12 Dicrurus macrocercus Black Drongo 13 Milvus migrans Black Kite 14 Caprimulgus asiaticus Common Indian Nightjar 15 Alcedo atthis Common Kingfisher 16 Acridotheres tristis Common Myna 17 Anas crecca Common Teal 19 Corvus splendens House Crow 20 Corvus macrorhynchos Jungle Crow 21 Anthus rufulus Paddyfield Pipit 22 Merops orientalis Small Bee-eater 23 Hirundo daurica Swallow 24 Dendrocopos mahrattensis Woodpecker 25 Bubulcus ibis Cattle Egret 26 Fulica atra Common Coot 27 Gallinago gallinago Common Snipe 28 Sterna hirundo Common Tern 29 Anhinga Darters 30 Anas platyrhynchos Duck 31 Ardeola grayii Indian Pond-Heron 32 Mycteria leucocephala Painted Stork 33 Ardea purpurea Purple heron 34 Haliaeetus leucogaster White-bellied Sea Eagle 35 Halcyon smyrnensis White-breasted Kingfisher 36 Tringa glareola Wood sandpiper 37 Motacilla flava Yellow Wagtail Amphibian 38 Mudduraja Dicroglossidae 39 Short-nosed Toad Duttaphrynus brevirostris 40 Common Indian Toad Duttaphrynus melanostictus 41 Indian Pond or Green Frog Euphlyctis hexadactylus 42 Indian Bull Frog Hoplobatrachus tigerinus 43 Ornate Narrowmouthed Frog Microhyla ornate 44 Narrow-mouthed Frog Ramanella 45 Indian Burrowing Frog Sphaerotheca breviceps 46 Marbled Balloon Frog Uperodon systoma Reptile 47 Hill Keel Back Amphiesma monticola Jerdon 48 Indian golden gecko Calodactylodes aureus 49 Common Garden Lizard Calotes versicolor 50 Indian Chameleon Chamaeleon zeylanicus 51 Indian Flapshell Turtle Lissemys punctata 52 Indian Black Turtle Melanochelys trijuga 53 Fan-throated Lizard Sitana ponticeriana 54 Dewarf Geko Sphaerodactylus 55 Indian Monitor Lizard Varanus bengalensis 56 Epius Indicus Xenochorphis piscator

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Fish 57 Indian Shortfin eel Anguilla - bicolor 58 Crab Brachyura 59 Pomfret Bramidae 60 Catla Catla Catla 61 Seabass Centropristis striata 62 Anchovies Engraulidae 63 Cod Gadus 64 Kathazai meen Lutjanus fulviflammus 65 Indian Potassi Pseudeutropius atherinoides 66 Naaku meen Pseudorhombus arsius 67 Macarel Rastrelliger kanagurta 68 Sardines Sardina pilchardus 69 Cuttle Sepiida 70 King fish Seriola lalandi 71 Cat fish Siluriformes 72 Barracuda Sphyraena Mammal 73 Bat Pteropus Giganteus 74 Asiatic Wild Ass Equus onager khur 75 Bonnet macaque Macaca radiate 76 Common Mongoose Herpestes edwardsii 77 Cooks mouse Mus cooki 78 House rat Rattus rattus 79 Indian bush rat Golunda ellioti 80 Indian wild dog Cuon Alpinus 81 Little Indian field mouse Mus booduga 82 Lynx Lynx lynx isabellina 83 Mice Mus sp. 84 Rusty Spotted Cat Prionailurus rubiginos 85 Three stripped Palm squirrel Funambulus palmarum Source: Literature and previous EIA studies in area

2.2 Migratory Route

India lies along the Central Asian Flyway, a global migratory pathway that connects the Palearctic (Europe and Northern Asia) to the Indian subcontinent. The birds that utilize this flyway congregate at key water bodies around India. The project site is located along the Central Asian Flyway. The flyway is also important for migratory waders, with arctic- breeding species travelling from northern and central Siberia to winter in South Asia, principally along the east coast of India. The water bodies and river in the KMTR protected area is also an important site utilized by migratory birds for their flyway, refer figure-9.

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Figure 9: Map of central asia flyway and project location

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2.3 Results of Field Survey

Altogether 13 species of birds and 3 species of mammals were recorded during the wildlife survey and community consultation in study area (DMU) along the road alignment.

All the bird species (7) were spotted near the water reservoir and surrounding land of bird conservation area. The birds observed in the study area are given in below Table 8.

Table 8: Wildlife observed in DMU established in PAI for field survey S. Common Name Scientific Location Remarks No. Name Spot Number 1 Blackbuck Antelope Spot No.-1,2 & 5 cervicarpa

Blackbuck 2 Grey Heron Ardea chinerea

3 Large Egret Casmerodius Grey Heron albus

4 Indian Pond-Heron Ardeola grayii

Large Egret

5 Little Egret Egretta garzetta

Indian Pond-Heron

234 S. Common Name Scientific Location Remarks No. Name Spot Number 6 Black-headed Ibis Threskiornis melanocephal us

Little Egret

Black-headed Ibis 7 Black wring still Himantopus Spot No.2 himantopus

Black wring still

8 Cattle Egret Bubulcus Ibis

9 Median Egret Mesophoyx intermedia Median Egret

Cattle Egret

235 S. Common Name Scientific Location Remarks No. Name Spot Number 10 Spotted Dove Streptoliachin Spot No.-1&3 esis

Spotted Dove 11 House Crow Corvussplend ens

House Crow

Large cuckoo 12 Ashywood swallow Artamus Spot No. -4 &5 fuscus

13 House sparrow Mesophoyx intermedia House sparrow

14 Common Myna Acridotheres tristis

Common Myna 15 Bat Latidens salimalii

Bat

236 S. Common Name Scientific Location Remarks No. Name Spot Number 16 Barking Deer Indian Spot No. -3 muntjac

Source: Field survey along proposed road section alignment in the study area

Bats were spotted at TBCR and on trees on RHS of road at km 30.440, the deer habitat in the buffer zone of KMTR has been confirmed by locals and shared video of the same. The bird species are observed on trees in resting, roosting, feeding and breeding in TBCR. Flying birds were also noted in the area during day time in the agriculture fields and on trees in the forest area located opposite site on bird sanctuary along the road section. A few numbers of bird were seen in habitation area near to boundary of protected area and this was also confirmed by villagers. This behaviour may be due to less chances of getting food with frequent visit birds in the nearby area.

2.3.1 Threatened Species

The field survey results and consultation with stakeholder confirm that in the PAI for the road section there is no habitat of globally threatened species or visiting the protected area. The protected area of KMTR is habitat of many endemic species of mammals and fishes, but mainly located in the core zone of the protected area. The most of bird species reported in the TBCR are of Schedule -I, III & IV list of Wildlife Protection Act, 1972.

Table 9: The species in project affected area listed in IUCN red list & Wildlife Protection (Act) 1972 S. No. Common Scientific Name Family Category Name Schedule IUCN Status 1 Bat Latidens salimalii Pteropodidae I Endangered 2 Barking Deer Munticacus munrjak Cervidae III Least Concern 3 Oriental White Threskiornis Threskiornithi IV Near Ibis melanocephalus dae Threathened 4 Indian Pond- Ardeola grayii Ardeidae III Least Heron Concern

2.3.2 Fishes

There is irrigation canal and Thamirabarani river in the vicinity of proposed road section alignment. There are fish species reported in the project area include anguilla – bicolor, Brachyura, Bramidae, Catla Catla, Centropristis striata, Engraulidae, Gadus, Lutjanus fulviflammus, Pseudeutropius atherinoides, Pseudorhombus arsius, Rastrelliger kanagurta, Sardina pilchardus, Sepiida, Seriola lalandi, Siluriformes and Sphyraena. There no fish species of globally threathened list are reported from the water bodies of the area.

237 ANNEX 1: SYNOPSIS OF STUDIED SPOT IN PAI

Name of data Date: 03-02-2020 collector: H. Ibomacha

Name of road section/point: 77+500 Spot No.: 3

Slope: Plain Aspect: South (LHS) Altitude:

Sighting (Actual Approximate Exact location/Plot Name of wildlife animal or sign of distance number and local species/common animal – footprint, Frequency of between two No. name of area name droppings etc.) sighting sightings Barking Deer Signs & confirmed Once 1 by locals Kolundumamalai Within water Reserve Forest House sparrow 2 Continue reservoir area Area, boundary of (resting, of Reserve 3 KMTR protected Common Myna roosting and forest area swimming) in 4 Ashywood swallow Actual Sighting Water reservoir Name of data Date: 03-02-2020 collector: H. Ibomacha

Name of road section/point: 78+500 Spot No.: 4

Slope: Palin Aspect: South (LHS) Altitude:

Sighting (Actual Approximate Exact location/Plot Name of wildlife animal or sign of distance number and local species/common animal – footprint, Frequency of between two No. name of area name droppings etc.) sighting sightings Spotted Dove 1 Kolundumamalai Only once Reserve Forest Once on tree House Crow near 2 Area, boundary of Actual Sighting Near the Water habitation KMTR protected Common Myna Tank area areas Name of data Date: 03-02-2020 collector: H. Ibomacha Spot No.: 5 4km away from Name of road section/point: km 83+000

Slope: Plain Aspect: North (RHS) Altitude:

Sighting (Actual Approximate Exact location/Plot Name of wildlife animal or sign of distance number and local species/common animal – footprint, Frequency of between two No. name of area name droppings etc.) sighting sightings 1 Bird Conservation Oriental White Ibis Once, resting Only once on Actual Sighting 2 Reserve of TBCR Little Egret on tree tree in

238 3 Large Egret agriculture fields 4 Indian Pond-Heron 5 Bat

239 ANNEX 2. GLIMPSES FROM THE FIELD

Birds resting on tree inside wetland of TBCR

Birds flying over and resting on trees in TBCR area

Barking deer photo shared by local community from reserve forest near KMTR Protected area

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TBCR area gate Old temple and trees as habitat for Bats in TBCR area

241 ANNEX- 3 SAMPLE QUESTIONNAIRE FOR FOCUS GROUP DISCUSSIONS

QUESTIONNAIRE FOR FOCUS GROUP DISCUSSIONS/COMMUNITY

Physical Environmental Features: 1. From where do you source your drinking water? 2. Are there any issues with water in your community? If yes, what is the issue and what do you think is causing it? 3. What do you think will solve the water problem? 4. Do you have any problems with noise? If so what is causing it? 5. Do you have any problems with soil (erosion, low fertility etc.)? If yes what do you think is causing it? For how long has the problem been existing? 6. What do you think would help solve the soil problem? 7. Is there any past history of natural calamities such as flood, drought, hailstones, earthquake etc. in your village? If so describe and mention when it happened? Vegetation: 1. Do you consume any trees or plants from the forest next to your village? If yes what is the local name of the plants and what do you use them for? (edible plants, medicinal plants etc.)

Sl. Local name of plant Use No.

2. Which plant or tree is most abundantly found in the forest next to your village? How would you measure the abundance? (number of trees per decimal/acre or other measurements)

Wildlife: 1. What are the wild animals (including birds) found in the forest next to or village?

Animal name Frequency of Timing of seeing (Mention actual sighting Location of Sl. No. (month and time of sighting or signs animal/ animal sighting day) of animal) sign

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Wild Animal 1. What type of Wild Animals did you see in this region? Name-

2. Do you notice any changes in the numbers of Wild Animals that you see today in comparison to the past? How long ago would be “the past”?

3. What is the change? What do you think is causing the change?

4. Have there been any Animal accidents with vehicles this year? If so, how many? Have there been any accidents over the past few years? Is this a common occurrence? 5. According to your observation do you notice any changes in the behavior of the Wild Animals in the area? (more friendly to humans? Anything else etc.)

Asian Elephant 6. How many Asian Elephant’s did you see this year?

7. Do you notice any changes in the numbers of Elephant’s that you see today in comparison to the past? How long ago would be “the past”?

8. What is the change? What do you think is causing the change?

9. Have there been any Elephant accidents with vehicles this year? If so, how many? Have there been any accidents over the past few years? Is this a common occurrence? 10. According to your observation do you notice any changes in the behavior of the Elephant’s? (more friendly to humans? Anything else etc.)

Religious/Cultural sites 1. Are there any religious/cultural/historical sites monuments around your village? If so name them and give a slight background on them. 2. Where is the site/monument located?

Others 1. Would you have any suggestions/ideas to improve the natural environment of your area? 2. Are you happy that your village is close to the highway? Why? (Note down any other relevant information that you may get from the people)

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FOCUS GROUP DISCUSSION-List of Participants

Chainage/Road section From:______To:______

Location:______Date:______

S. No. Names of participants Gender Occupation Signature 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

244 ANNEX-4 STAKEHOLDERS’ CONSULTATION

Consultation with Chief Conservator of Forests & Consultation with Staff of Deputy Director Wildlife Field Directorate Office at KMTR Warden at Tirunelveli for KMTR

Consultation with Forest Guard, TBCR in field Consultation with staff of KMTR

245 ANNEX- 5: DISCUSSION/CONSULTATION WITH COMMUNITY

Discussion with community at km 77+500

Discussion with community at km 77+500

Discussion with community at km 77+500

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Discussion with community and herdman at km 77+500

Discussion with community at km 83+000 (TBCR)

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249

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Appendix 7: Detailed Analysis of Air Modeling A. Introduction

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

2. It has been setup and run by using emission factors prevalent for Indian vehicles (ARAI, 2007) and hourly traffic volumes as predicted for the project. The study is conducted to predict 1-houly increment in CO and 24-houly increment in PM2.5, PM10, NOx and SO2 concentrations for the years 2020, 2025, 2030 and 2035.

B. Model descriptions

3. The AERMOD atmospheric dispersion modeling system is an integrated system that includes three modules: (a) A steady-state dispersion model designed for short-range (up to 50 kilometers) dispersion of air pollutant emissions from stationary industrial sources. (b) A meteorological data preprocessor (AERMET) that accepts surface meteorological data, upper air soundings, and optionally, data from on-site instrument towers. It then calculates atmospheric parameters needed by the dispersion model, such as atmospheric turbulence characteristics, mixing heights, friction velocity, Monin-Obukov length and surface heat flux. (c) A terrain preprocessor (AERMAP) whose main purpose is to provide a physical relationship between terrain features and the behavior of air pollution plumes. It generates location and height data for each receptor location. It also provides information that allows the dispersion model to simulate the effects of air flowing over hills or splitting to flow around hills. AERMOD also includes PRIME (Plume Rise Model Enhancements) [4] which is an algorithm for modeling the effects of downwash created by the pollution plume flowing over nearby buildings.

C. Source information

1. Traffic data

4. The fleet wise traffic volumes for the present study have been taken from the detailed feasibility report of the project. The annual average daily traffic (AADT) data is available for the proposed road through traffic survey. AERMOD model needs hourly average traffic volume. The total traffic hour volume is further categorized 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).

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.

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Table 1: Annual Average Daily Motorized Traffic Data Year 4W LCV Truck Bus 3W 2W 2020 2131 984 415 646 532 6050 2025 2312 1044 437 685 564 6583 2030 3419 1399 566 900 755 9871 2035 4867 1836 719 1148 991 14223

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

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 Wind Temperature Humidity Pressure Precip. Hour WD (o) Speed Cl (oC) (%) (Pa) (mm) (kmph) 1:00 27.6 83 247.5 3 29.57 0 0 2:00 25.6 84 270 4 29.6 0 0 3:00 24.3 72 247.5 6 29.63 0 0 4:00 26.4 70 225 2 29.63 0 0 5:00 26.1 83 270 1 29.63 0 0 6:00 25.8 88 247.5 2 29.63 0 0 7:00 24.6 92 225 5 29.54 0 0 8:00 26.9 75 247.5 1 29.52 0 0

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9:00 28.7 72 247.5 2 29.49 0 0 10:00 27.5 69 225 5 29.49 0 0 11:00 29.5 78 225 3 29.49 0 0 12:00 28.4 74 247.5 4 29.52 0 0 13:00 26.5 73 247.5 0 29.54 0 0 14:00 27.6 75 270 1 29.54 0 0 15:00 26.4 84 247.5 1 29.57 0 0 16:00 24.5 81 225 2 29.57 0 0 17:00 26.3 86 270 2 29.57 0 0 18:00 27.2 83 247.5 4 29.63 0 0 19:00 26.5 88 225 1 29.6 0 0 20:00 24.3 92 247.5 0 29.57 0 0 21:00 25.3 94 247.5 0 29.57 0 0 22:00 26.2 93 225 4 29.57 0 0 23:00 21.2 91 225 2 29.57 0 0 24:00 23.6 80 247.5 1 29.57 0 0

4. Receptors

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

5. Background Concentration

10. The background pollutant concentrations were taken from environmental monitoring data. Air quality monitoring was carried out in the last quarter of 2019 at two locations throughout the alignment on two alternate days. The following background pollutant concentrations were taken for model predictions:

Table 4: Average background concentration of pollutants along the alignment

Average Background Concentration CO 0 mg/m3 PM2.5 22.4 µg/m3 PM10 53.2 µg/m3 Nox 45.6 µg/m3 SO2 20.2 µg/m3

D. Results

11. The model has been setup and run to predict hourly average CO, PM2.5, PM10, NOx and SO2 concentrations for year 2020, 2025, 2030 and 2035 using forecasted traffic data on proposed highway. The predicted hourly average concentration of CO and 24 hourly average concentration of PM2.5, PM10, SO2 and NOx during peak traffic are shown in tables 5, 6, 7, 8, 9 for proposed highway project. The

253 graphical representation of hourly average pollutant concentrations on both side of the road sections shown in figures 2, 3, 4, 5 and 6 at different locations.

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Table 5: CO predicted concentrations (ppm) along the proposed road CO Concentration (mg/m3) Distance from the centre line of the road, m. Distance from the centre line of the Year (Left side) road, m. (Right side) -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 2020 0.00 0.00 0.00 0.00 0.00 0.00 0.02 0.02 0.01 0.01 0.00 0.00 2025 0.00 0.00 0.01 0.01 0.01 0.02 0.17 0.12 0.08 0.05 0.03 0.02 2030 0.01 0.01 0.01 0.02 0.03 0.04 0.35 0.25 0.17 0.10 0.06 0.04 2035 0.01 0.01 0.02 0.03 0.05 0.07 0.59 0.42 0.28 0.16 0.10 0.06

Table 6: PM2.5 predicted concentrations (µg/m3) along the proposed road PM2.5 Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, Year (Left side) m. (Right side) -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 2020 21.16 21.17 21.18 21.20 21.25 21.27 22.28 21.97 21.71 21.47 21.35 21.27 2025 21.23 21.29 21.32 21.44 21.59 21.83 28.30 26.33 24.69 23.19 22.43 21.88 2030 21.32 21.42 21.50 21.70 22.04 22.50 35.60 31.62 28.31 25.26 23.73 22.62 2035 21.41 21.57 21.70 22.06 22.55 23.29 44.76 38.25 32.82 27.85 25.35 23.56

Table 7: PM10 predicted concentrations (µg/m3) along the proposed road PM10 Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, Year (Left side) m. (Right side) -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 2020 50.25 50.26 50.27 50.29 50.31 50.34 51.38 51.06 50.80 50.60 50.44 50.36 2025 50.33 50.38 50.42 50.53 50.67 50.91 57.39 55.42 53.78 52.28 51.52 50.97 2030 50.41 50.51 50.59 50.82 51.13 51.59 64.69 60.71 57.39 54.35 52.82 51.71 2035 50.50 50.66 50.79 51.15 51.64 52.37 73.85 67.33 61.91 56.94 54.44 52.65

Table 8: NOx predicted concentrations (µg/m3) along the proposed road NOx 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) -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 2020 43.18 43.26 43.31 43.47 43.70 44.03 53.20 50.40 48.10 45.96 44.87 44.10 2025 43.81 44.29 44.66 45.70 47.12 49.25 110.68 92.02 76.50 62.26 55.08 49.94

255 2030 44.59 45.57 46.33 48.46 51.37 55.72 181.19 143.07 111.36 82.27 67.61 57.11 2035 45.58 47.19 48.44 51.96 56.76 63.93 270.68 207.87 155.61 107.67 83.51 66.21 Table 9: SOx predicted concentrations (µg/m3) along the proposed road * SO2 Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, Year (Left side) m. (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 19.08 19.08 19.08 19.09 19.09 19.10 19.33 19.26 19.20 19.15 19.12 19.10 2035 19.14 19.19 19.22 19.31 19.44 19.63 25.10 23.44 22.06 20.79 20.15 19.69 * There is minor change in SO2 concentration from year 2020 to 2035.

Figure 2: CO distribution from Centre line of the road

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Figure 3: NOx distribution from Centre line of the road

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

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Figure 5: PM10 distribution from Centre line of the road

Figure 6: SOx distribution from Centre line of the road

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

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

Spatial Distribution of CO for year 2020

Spatial Distribution of CO for year 2025

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Spatial Distribution of CO for year 2030

Spatial Distribution of CO for year 2035

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

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Spatial Distribution of PM2.5 for year 2020

Spatial Distribution of PM2.5 for year 2025

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Spatial Distribution of PM2.5 for year 2030

Spatial Distribution of PM2.5 for year 2035

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

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Spatial Distribution of PM10 for year 2020

Spatial Distribution of PM10 for year 2025

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Spatial Distribution of PM10 for year 2030

Spatial Distribution of PM10 for year 2035

Figure 10: Spatial Distribution of NOx (2020-2035)

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Spatial Distribution of NOx for year 2020

Spatial Distribution of NOx for year 2025

Spatial Distribution of NOx for year 2030

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Spatial Distribution of NOx for year 2035

Figure 11: Spatial Distribution of SO2 (2020-2035)

Spatial Distribution of SO2 for year 2020

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Spatial Distribution of SO2 for year 2035

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Appendix 8: Guidelines for Plant Management

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

B. Site selection criteria

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

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

3. The format for submission of details to the Engineer during finalization 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.

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• 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. • 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 labour. 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 labour 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 labour 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 labour 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 labour 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 500mfrom 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 labour 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

Detail

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

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.

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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 Spares Store MATERI

AL Security &

Weigh

Slope Existing Bridge

Gate

LEGEND: Septic Tank + Soak Pit Water Source Oil & Grease Separator

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Appendix 10: Guidelines for Waste (Debris and Spoil) Disposal and Management

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

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

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• Domestic waste disposal locations details

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

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

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Appendix 11: Guidelines for Borrow Area Management

A. Purpose

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

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• Avoid locating borrow area close to any road (maintain atleast 30 m distance from ROW and 10 m from toe of embankment, whichever is higher); • Should be at least 1.5 km away from inhabited areas; • 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 > 30cm5. 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

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

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Identification). The format has been so designed that it stipulates the requirements as well as what is actual for each borrow areas and could be easily understood by any person, whoever in-charge of identifying borrow areas; • 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 Redevelopment 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 redevelopment 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 redeveloped 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 Contractors6: • 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;

6 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 (MoEF) 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.

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9. The magazine for the storage of explosives shall be built as per national / international standards and located at the approved site. No unauthorized person shall be admitted into the magazine which when not in use shall be kept securely locked. No 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

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Railway Authority of the location, date, time and approximate duration of such blasting operations.

15. Red danger flags shall be displayed prominently in all directions during the blasting operations. The flags shall be planted 200m and 500m from the blasting site in all directions 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-

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charge shall at once report to the Contractor’s office and the Engineer all cases of misfire, the cause of the same and what steps were taken in connection therewith. • If a misfire has been found to be due to defective detonator or dynamite, the whole quantity in the box from which defective article was taken must be sent 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

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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. 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 2131 984 415 646 532 6050 2025 2312 1044 437 685 564 6583 2030 3419 1399 566 900 755 9871 2035 4867 1836 719 1148 991 14223

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

Equivalent Noise Levels in dB(A) DAY NIGHT 61.6 50.6

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 61.6 61.7 61.8 62.1 63.2 63.2 62.1 61.8 61.7 61.6 2025 61.7 61.9 62.5 64.0 67.6 67.6 64.0 62.5 61.8 61.7 2030 61.8 62.2 63.4 65.7 70.2 70.2 65.7 63.3 62.1 61.8 2035 61.8 62.5 64.3 67.1 72.2 72.2 67.1 64.2 62.3 61.8 Night LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 50.7 51.1 52.2 54.3 58.6 58.6 54.3 52.1 51.0 50.7 2025 51.3 53.1 56.6 60.7 66.4 66.4 60.7 56.4 52.7 51.3 2030 51.9 54.8 59.2 63.7 69.7 69.7 63.7 59.0 54.2 51.9 2035 52.6 56.3 61.2 65.8 71.8 71.8 65.8 61.0 55.6 52.6

Observations

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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 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 edge of the road corridor.

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

71.0

2020 2025 66.0 2030

Noisein Levels dB 2035

61.0 -200-1000100200 Distance from edge of the road, m

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Appendix 14: Details of Participants and Public Consultation attendance list

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Photographs taken during Public Consultation

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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 1 Colour, Hazen units, Max 5 25 substance are not suspected in absence of alternate sources 2 Odour Unobjectionable a) Test cold and when heated b) Test at several dilution Test to be conducted only after 3 Taste Agreeable safety has been established 4 Turbidity NTU, Max 5 10

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Sl. Permissible Substance/ Characteristic Desirable Limit Remarks No. limit 5 pH value 6.5 to 8.5 No relaxation

Total Hardness (as CaCO3 6 600 600 mg/lit) 7 Iron (as Fe mg/lit, Max 0.3 1.0 8 Chlorides (as Cl mg/lit Max 250 1000 To be applicable only when water is chlorinated. Treated at Residual Free Chlorine, consumer end. When protection 9 0.2 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

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Appendix 17: Critical Habitat Assessment

Tamil Nadu Industrial Connectivity Project, Tiruchendur to Ambasamudram Road via Palayamkottai (SH-40): Rapid Critical Habitat Assessment

Drafted for the Asian Development Bank by John Pilgrim Limited – 30th November 2020 Author: John D. Pilgrim

TABLE OF CONTENTS

1 EXECUTIVE SUMMARY 311 2 INTRODUCTION 312

2.1 PURPOSE AND OBJECTIVES 312 2.2 APPROACH 312 2.3 KEY CONSTRAINTS AND INFORMATION GAPS 312 3 AREAS OF ANALYSIS 313 4 ASSESSMENT OF BIODIVERSITY WHICH MAY QUALIFY THE AREA AS CRITICAL HABITAT 314

4.1 CRITICALLY ENDANGERED AND ENDANGERED SPECIES 314 4.2 ENDEMIC OR RESTRICTED-RANGE SPECIES 318 4.3 MIGRATORY OR CONGREGATORY SPECIES 323 4.4 UNIQUE ASSEMBLAGES OF SPECIES THAT ARE ASSOCIATED WITH KEY EVOLUTIONARY PROCESSES 324 4.5 AREAS HAVING BIODIVERSITY OF SIGNIFICANT SOCIAL, ECONOMIC, OR CULTURAL IMPORTANCE TO LOCAL COMMUNITIES (INCLUDING ECOSYSTEM SERVICES) 324 4.6 LEGALLY PROTECTED AREAS AND INTERNATIONAL RECOGNIZED AREAS 324 4.7 SUMMARY 325 5 ASSESSMENT OF NATURAL HABITAT 325 6 POTENTIAL PROJECT IMPACTS ON NATURAL HABITAT 325 7 MITIGATION OF PROJECT IMPACTS ON NATURAL HABITAT 326

7.1 SOURCE CONSTRUCTION MATERIALS (E.G., SAND, GRAVEL, TIMBER) OUTSIDE OF ANY LICENSED OR UNLICENSED SITES IN RIVERS AND OUTSIDE THE WESTERN GHATS WORLD HERITAGE SITE 326 7.2 CAREFUL USE OF COFFER DAMS WHEN CONSTRUCTING BRIDGES 327 7.3 INSTALL AND MAINTAIN WILDLIFE CROSSINGS UNDER THE ROAD NEAR TO NATURAL HABITAT 327 7.4 AVOID INTRODUCTION OF NEW INVASIVE SPECIES TO, AND SPREAD OF EXISTING INVASIVE SPECIES WITHIN, THE PROJECT AREA 328 8 REFERENCES 330

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1 EXECUTIVE SUMMARY

This document is a Critical Habitat Assessment (CHA) for the upgrading of the Tiruchendur to Ambasamudram section of the SH40 road, in Tamil Nadu State, India, hereafter referred to as “the Project”. It supports an Initial Environmental Examination (IEE) (TNHD 2020). Based on available information, there is Critical Habitat some way to the west of the Project (notably Kalakad-Mundanthurai Tiger Reserve) and quite close to the south of the Project (Kolundumamalai Forest Reserve; an outlying part of Kalakad-Mundanthurai Tiger Reserve). However, these areas are ecologically isolated from the Project. Kolundumamalai lies at minimum just 750 m to the south of the Project, but is separated from it by a railway, large river, and agricultural fields. As such, the Project Area of Analysis excludes Kolundumamalai and does not qualify as Critical Habitat (Section 4). The Thamirabarani River and its major tributaries are degraded but appear to still qualify as Natural Habitat. Given a number of Project bridges across these rivers, and the proximity of the Project to protected areas and areas of Critical Habitat, this assessment also considers potential Project impacts (Section 6) and mitigation (Section 7). The Project will have a relatively small direct footprint, and most of that will be in already degraded areas. The only significant potential direct Project impacts on Natural Habitat are associated with bridges, which could degrade riverine habitat. Project sourcing has the potential, however, for a much broader impact, if construction materials are extracted from rivers or from the Western Ghats. The introduction of invasive alien species is also a significant Project risk to Natural Habitat. To minimize these potential impacts, in addition to standard management measures, a suite of specific mitigation actions is proposed: • Source construction materials (e.g., sand, gravel, timber) outside of any licensed or unlicensed sites in rivers and outside the Western Ghats World Heritage Site (Section 7.1); • Careful use of coffer dams when constructing bridges (Section 7.2); • Install and maintain wildlife crossings under the road near to Natural Habitat (Section 7.3); • Avoid introduction of new invasive species to, and spread of existing invasive species within, the Project area (Section 7.4). These specific mitigation measures are not anticipated to result in any significant Project time delays or costs, other than up to $21,840 USD for installation of ledges in culverts to facilitate animal crossings (Section 7.3) and <$10,000 USD for up to two wash stations to help avoid introduction/spread of invasive alien species (Section 7.4). In summary, this Project will be compliant with ADB biodiversity safeguards (ADB 2009) because it will not significantly convert or degrade Natural (or Critical) Habitat, and potential impacts on Natural Habitat will be addressed by a suite of mitigation measures which are predicted to eliminate significant residual impacts and even potentially to achieve a small Net Gain for biodiversity through increased connectivity for wildlife across the road.

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2 INTRODUCTION

2.1 Purpose and objectives

This document supports the Initial Environmental Examination (IEE) for the upgrading of the Tiruchendur to Ambasamudram section of SH40, in Tamil Nadu State, India, hereafter referred to as “the Project” (TNHD 2020). This Project comprises c.75 km of road improvement (including widening, though not along the entire length), 13 minor realignments, construction of 11 new minor bridges, reconstruction of three minor bridges, retention/widening of seven additional minor bridges, and improvement of a major bridge by addition of a parallel bridge (TNHD 2020). Other tranches of the Tamil Nadu Industrial Connectivity Project upgrade are not part of this Project and so not considered here. An Initial Environmental Examination (IEE) has been drafted (TNHD 2020), and this Project is proposed for financing under a loan from ADB. Under the ADB Safeguard Policy Statement (SPS: ADB 2009), this has been identified as a Category B project because it has the potential for site-specific environmental impacts. The potential for biodiversity impacts particularly arises because the Project runs close to the Kolundumamalai Forest Reserve, an outlying part of Kalakad-Mundanthurai Tiger Reserve. The ADB SPS requires projects in Natural Habitat to design mitigation measures to achieve at least no net loss of biodiversity. It requires projects in Critical Habitat to demonstrate ‘no measurable adverse impacts, or likelihood of such, on the critical habitat which could impair its high biodiversity value or the ability to function’, no ‘reduction in the population of any recognized endangered or critically endangered species or a loss in area of the habitat concerned such that the persistence of a viable and representative host ecosystem be compromised’, and mitigation of any lesser impacts.

Following the draft ADB Environmental Safeguards Good Practice Sourcebook (ADB 2012), this CHA assesses the presence of Critical and Natural Habitat in the Project area (Sections 4 & 5), evaluates key potential impacts on biodiversity (Section 6), and outlines Project commitments to mitigation and management measures (Section 7). It is a living document and can be adapted during the Project life in response to new information on the scale or significance of Project impacts or mitigation and management measures.

2.2 Approach

The ADB Safeguard Policy Statement (ADB 2009) requires assessment of whether the project is planned in an area that may qualify as Critical Habitat or Natural Habitat. This assessment followed more detailed guidance in International Finance Corporation Performance Standard 6 and its accompanying guidance note (IFC 2012, 2019). The CHA was developed through a review of existing Project documentation, other existing grey and published literature, and questions to Project consultants. It aligns with the ADB SPS (ADB 2009) and International Finance Corporation Performance Standard 6 and its accompanying Guidance Note (IFC 2012, 2019). Except where necessary, this document does not repeat extensive information available in other key project documents, such as the IEE, developed as part of the process of compliance with the ADB SPS. Most information used in this rapid desk-based assessment comes from that IEE (including field surveys in January-February 2020) or broad-scale species distribution maps (IUCN 2020).

2.3 Key constraints and information gaps

The area of likely highest biodiversity significance in close proximity to the Project is the Kolundumamalai Forest Reserve. However, very little biological inventory appears to have taken place for this site, although significant information is available for the wider Kalakad-

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Mundanthurai Tiger Reserve. Given limited information, this assessment has taken a precautionary approach to assessing biodiversity potentially present at Kolundumamalai.

3 AREAS OF ANALYSIS

Critical Habitat and Natural Habitat assessment ideally takes place across sensible ecological or political units that are sufficiently large to encompass all direct and indirect impacts from the project. These areas of analysis (AoAs) are thus often much broader than the direct project footprint. AoAs may be separate or combined, depending on the ecology of the biodiversity concerned.

Given the rapid desktop nature of this assessment, and the location of the Project within an extensively anthropogenic landscape of agriculture, villages and towns (Section 5), a single AoA for this Project was initially defined to encompass the Project itself, a 1 km buffer to encompass any likely significant biodiversity impacts. The buffer is an arbitrary distance, and smaller than in some other road projects within or near to Natural Habitat, but still sufficiently precautionary to ensure capture of significant biodiversity impacts such as edge effects, disturbance by construction workers, and noise/dust/pollution impacts during construction. Ultimately, however, the southern boundary of the AoA was taken as the north bank of the Thamirabarani River tributary (south of the Project road) in order to avoid including Kolundumamalai Forest Reserve to the south of the river. This forest reserve is c. 750 m from the road at the closest point, but is separated from it by the river, a railway line, and agricultural land. It would thus not be appropriate to consider the forest reserve as part of a similar ecological unit to the road. The final AoA is shown in Figure 1. A single AoA was chosen given the rapid nature of the assessment and limited biodiversity of conservation concern in the Project landscape. The AoA as defined is c. 146 km2.

Identification of this AoA does not mean that the project has any obligations across it. The aim of this Critical and Natural Habitat Assessment is to identify whether the broad unit qualifies as Critical Habitat and, if so, for which biodiversity features. This information helps to prioritize impact assessment and to focus mitigation efforts.

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Figure 1. Map of Project area, showing locations of Area of Analysis, Kolundumamalai Forest Reserve, and land use/land cover in relation to the existing road. All terrestrial areas are considered to be Modified Habitat (Section 5). Imagery Sources: NRSC (2019); Open Street Map 2020; Protected Area and Key Biodiversity Area data downloaded from the Integrated Biodiversity Assessment Tool (IBAT). Provided by BirdLife International, Conservation International, IUCN and UNEP-WCMC.

4 ASSESSMENT OF BIODIVERSITY WHICH MAY QUALIFY THE AREA AS CRITICAL HABITAT

Each of the following sections considers candidate Critical Habitat-qualifying biodiversity identified within the IEE (TNHD 2020), the Integrated Biodiversity Assessment Tool (IBAT: www.ibat-alliance.org), or other literature as actually or potentially present. In each case, reasons are identified for each biodiversity feature likely meeting or not meeting Critical Habitat. Two categories of biodiversity that might qualify the area as Critical Habitat were only considered briefly here, and should be assessed further by social experts – specifically areas that provide key ecosystem services and areas with biodiversity that has significant social, cultural or economic importance to local communities.

4.1 Critically Endangered and Endangered species

Critically Endangered, Endangered, and (per IFC 2019) Vulnerable species and relevant subspecies were included in an initial screening if they were found during surveys, or there is indication of their presence near the Project site from literature. Threat status is taken from the global IUCN Red List (IUCN 2020). India has produced lists of threatened species for

315 several groups of species, but none of these are in line with current IUCN categories and criteria.

Comparison with IUCN Red List Extent of Occurrence maps identified the potential for two Critically Endangered, 17 Endangered, and 29 Vulnerable species to occur in the Project AoA. Review of other available project documents and grey literature (including TNHD 2020) identified an additional Endangered species (Salim Ali's Fruit Bat Latidens salimalii) and an additional Vulnerable species (the plant Saraca asoca) as potentially present in the AoA.

The total of 50 candidate species was reduced to eight after a quick screen of IUCN distribution maps against quantitative thresholds for Critical Habitat (IFC 2019) – based on the extremely limited extent of their global distribution known or likely to be within the AoA, it was implausible that they would meet these thresholds. The 42 discounted species are listed in Table 1. The remaining eight are considered in more detail below.

1. Salim Ali's Fruit Bat (Latidens salimalii) This globally Endangered bat is not mapped by IUCN as occurring in the Project area, and is a high- altitude species (Molur & Vanitharani 2008), but is stated to occur in the Project area by TNHD (2020). As any occurrence in the Project area is at best marginal, it does not qualify the Project as Critical Habitat.

2. Kalakad Wrinkled Frog (Nyctibatrachus vasanthi) This globally Endangered frog is mapped by IUCN as occurring in the Project area, but is actually only known from the type locality in Kalakad-Mundanthurai Tiger Reserve (Biju et al. 2004). Given this limited distribution, it is also considered a restricted-range species so also discussed in Section 4.2. As it does not occur in the Project area, it does not qualify the Project as Critical Habitat.

3. Kalakad Stone Carp (Garra kalakadensis) While c.3% of the IUCN-mapped range of this globally Endangered fish species overlaps the Project AoA (Manimekalan et al. 2011), this map is based on the whole water basin in which the species occurs. At present the species is only known from the Pachyar stream inside the Kalakkad Mundanthurai Wildlife Sanctuary and the Nambiar River, both outside the Project AoA. While it is possible that the species occurs in the Project area, it is thus unlikely that it qualifies the Project area as Critical Habitat. Given its limited distribution, it is also considered a restricted-range species and discussed in Section 4.2.

4. Glyptothorax madraspatanus This globally Endangered fish species is endemic to the Western Ghats (Madhusoodana Kurup & Shaji 2011). It is a species of river cascades, rapids, and pools with bedrock and boulders. As such, it is more likely to be found in rivers at higher altitudes than the Project, which is at an altitude of 1- 300 m above sea level (TNHD 2020). Given this, and the relatively limited overlap of this species’ overall distribution with the Project, it is unlikely that this species qualifies the Project area as Critical Habitat.

5. Lipped Algae Eater (Horalabiosa joshuai) While c.3% of the IUCN-mapped range of this globally Endangered fish species overlaps the Project AoA (Ali & Raghavan 2011), this map is based on the whole water basin in which the species occurs and includes areas with records which need further verification. At present the only confirmed records of this species are from the Kalakkad-Mundanthurai Tiger Reserve, outside the Project AoA. As such, it is possible that the species occurs in the Project area, but unlikely that it qualifies the

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Project area as Critical Habitat. Given its limited distribution, it is also considered a restricted-range species and discussed in Section 4.2.

6. Malabar Mahseer (Tor malabaricus) While c.2% of the IUCN-mapped range of this globally Endangered fish species overlaps the Project AoA (Raghavan & Ali 2011), this map is based on the whole water basin in which the species occurs. In reality, the species is likely to only have a marginal occurrence – if at all – in the Project area. As such, it is unlikely that this species qualifies the Project area as Critical Habitat. Given its limited distribution, it is also considered a restricted-range species and discussed in Section 4.2.

7. Lindernia minima This globally Endangered plant species is endemic to Tamil Nadu, where it is found in Chengalpattu and Tirunelveli (Rehel 2011). Given this limited distribution, it is also considered a restricted-range species so also assessed in Section 4.2. It is found in marshy localities near isolated hillocks, road sides, in gullies in and around hillocks and in temporary pools during the winter season. Even considering the limited AoA defined for this Project, almost 2% of the species’ known range falls within the Project AoA. On a precautionary basis, given the lack of targeted surveys for this species, it is possible that Lindernia minima qualifies the Project AoA as Critical Habitat.

8. Saraca asoca This globally Vulnerable plant species is restricted to the south and central Western Ghats and (CAMP Workshops on Medicinal Plants, India 1998). It is recorded in the Project area (TNHD 2020). However, given the relatively large extent of occurrence of this species, much of which is outside of the range of the Project, it is very unlikely that this species qualifies the Project area as Critical Habitat.

Table 1. Globally-threatened species with very marginal occurrence, if present at all, in the Project AoA Biodiversity Common name Scientific name IUCN type Category

1. Amphibian Boulenger's Indian Frog Indirana leptodactyla EN

2. Amphibian Malabar Tropical Frog Micrixalus saxicola VU

3. Amphibian Nyctibatrachus VU deccanensis

4. Bird Steppe Eagle Aquila nipalensis EN

5. Bird Indian Spotted Eagle Clanga hastata VU

6. Bird White-rumped Vulture Gyps bengalensis CR

7. Bird Red-headed Vulture Sarcogyps calvus CR

8. Bird Great Hornbill Buceros bicornis VU

9. Bird Black-bellied Tern Sterna acuticauda EN

10. Bird Asian Woollyneck Ciconia episcopus VU

11. Bird Nilgiri Woodpigeon Columba VU elphinstonii

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12. Fish Kolus Barb Hypselobarbus VU kolus

13. Fish Nemacheilus EN pulchellus

14. Fish Arenatus Barb Puntius arenatus VU

15. Fish Bagarius yarrelli VU

16. Fish Malabar Silurus Pterocryptis EN wynaadensis

17. Fish Wallago attu VU

18. Mammal Dhole Cuon alpinus EN

19. Mammal Smooth-coated Otter Lutrogale VU perspicillata

20. Mammal Sloth Bear Melursus ursinus VU

21. Mammal Leopard Panthera pardus VU

22. Mammal Sambar Rusa unicolor VU

23. Mammal Indian Pangolin Manis crassicaudata EN

24. Mammal Bonnet Macaque Macaca radiata VU

25. Mammal Nilgiri Langur Semnopithecus VU johnii

26. Plant Dimeria hohenackeri EN

27. Plant Oryza VU malampuzhaensis

28. Plant Atlas Daisy Anacyclus VU pyrethrum

29. Plant Anaphalis beddomei VU

30. Plant Anaphalis VU leptophylla

31. Plant Anaphalis wightiana VU

32. Plant Diospyros VU candolleana

33. Plant Humboldtia vahliana EN

34. Plant Cinnamomum VU sulphuratum

35. Plant Magnolia nilagirica VU

36. Plant Calophyllum VU apetalum

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37. Plant Hydnocarpus VU pentandrus

38. Plant White Cedar Dysoxylum EN malabaricum

39. Plant Cyathea crinita EN

40. Reptile Mugger Crocodylus palustris VU

41. Reptile Kaestlea VU laterimaculata

42. Reptile Indian Star Tortoise Geochelone elegans VU

4.2 Endemic or restricted-range species

The Project area crosses both the Deccan Thorn Scrub Forests terrestrial ecoregion in the east and the South Deccan Plateau Dry Deciduous Forests terrestrial ecoregion in the west (Wikramanayake et al. 2002). These are areas of low terrestrial endemism. By contrast, to the west of the Project, the Western Ghats are rich in endemism (BirdLife International 2020a). After hundreds of years of extensive human use, more than 80% of the entire region’s forests have been cleared, through overgrazing, conversion to agriculture (increasingly for cash crops) and excessive firewood collection (Wikramanayake et al. 2002). Indeed, some believe that the thorn scrub ecoregion simply represents a degraded stage of tropical dry forests after centuries of human and livestock use.

From an aquatic perspective, the Project area falls within the Southeastern Ghats freshwater ecoregion, an area of low aquatic species endemism (Abell et al. 2008).

Following the IFC PS6 Guidance Note (IFC 2019), species were considered restricted-range if their global extent of occurrence was 50,000 km2 or less (for terrestrial vertebrates) or, for riverine species, if their global range had less than 500 km linear geographic span. Species were included in an initial screening if they were found during surveys, or there is indication of their presence from literature. An initial list of 40 such species, including a number of species also considered threatened (Section 4.1), was reduced to 16 after a quick screen against quantitative thresholds for Critical Habitat (IFC 2019) – based on the extremely limited extent of their global distribution known or likely to be within the AoA, it was very unlikely that the other 24 (Table 2) would meet these thresholds. The remaining 16 are considered in more detail below. Many of these are freshwater species only known from the Western Ghats, but mapped more widely by IUCN through the water basins in which they occur.

1. Kalakad Wrinkled Frog (Nyctibatrachus vasanthi) This globally Endangered frog is mapped by IUCN as occurring in the Project area, but is actually only known from the type locality in Kalakad-Mundanthurai Tiger Reserve (Biju et al. 2004). As a threatened species, it is also discussed in Section 4.1. As it does not occur in the Project area, it does not qualify the Project as Critical Habitat.

2. Kani Bushfrog (Pseudophilautus kani) This frog is considered Least Concern (IUCN SSC Amphibian Specialist Group 2012). It occurs down to at least 150 m altitude, and has been found in secondary forest patches and disturbed road side vegetation. As such, it may occur in the vicinity of the Project. However, the vast majority of its known locations are to the west or north (in Kerala), and it is

319 extremely unlikely that ≥10% of its population could occur in the Project AoA. As such, it does not qualify the Project as Critical Habitat.

3. Southern Day Gecko (Cnemaspis australis) This species is considered Data Deficient as it is only known from the type specimen collected in Tirunelveli District (Srinivasulu & Srinivasulu 2013a). Given this limited known distribution, it is considered a restricted-range species. The species could occur in the Project area, as the Project bisects Tirunelveli District. However, small-range Cnemaspis are usually associated with isolated mountains, hills, outcrops, or karst areas, none of which appear to occur in the Project AoA within Tirunelveli. Although extremely little is known of this species, it is unlikely that ≥10% of its population could occur in the Project AoA. As such, it does not qualify the Project as Critical Habitat.

4. Kerala Mud Snake (Dieurostus dussumieri) This species is known from few locations, and so considered restricted-range, but has been recorded from ponds and canals, and probably occurs widely in drainage systems and rice paddies of the Western Ghats (Murphy 2010). As such, it is unlikely that ≥10% of its population could occur in the Project AoA, and so it does not qualify the Project as Critical Habitat.

5. Gans’ Mabuya (Eutropis gansi) This skink is considered Data Deficient as it is only known from its type locality at low elevation in Kalakad-Mundanthurai Tiger Reserve (Srinivasulu & Srinivasulu 2013b). Given this limited distribution, it is considered a restricted-range species. It is so poorly known that it could occur near to the Project. However, given its type locality, it is unlikely that ≥10% of its population could occur in the Project AoA, and so it does not qualify the Project as Critical Habitat.

6. Travancore Ristella (Ristella travancorica) This Data Deficient skink is only known from the Tirunelveli Hills and Upper Manalar (Srinivasulu & Srinivasulu 2013c), at higher altitudes than the (lowland) Project road. Although its overall distribution overlaps the Project, it is thus unlikely to occur in the vicinity of the Project, and so does not qualify the Project as Critical Habitat.

7. Boulenger's Earth Snake (Uropeltis myhendrae) This species is considered Data Deficient as its distribution is poorly known (Srinivasulu et al. 2013). Its overall distribution may include the Project area, and is mapped as such by IUCN (Srinivasulu et al. 2013), but it is a species of moist evergreen forest and thus more likely restricted to the Western Ghats to the west of the Project. As it is unlikely to occur in the Project area, it does not qualify the Project as Critical Habitat.

8. Kalakad Stone Carp (Garra kalakadensis) While c.3% of the IUCN-mapped range of this globally Endangered fish species overlaps the Project AoA (Manimekalan et al. 2011), this map is based on the whole water basin in which the species occurs. At present the species is only known from the Pachyar stream inside the Kalakkad Mundanthurai Wildlife Sanctuary and the Nambiar River, both outside the Project AoA. While it is possible that the species occurs in the Project area, it is thus unlikely that it qualifies the Project area as Critical Habitat. As a threatened species, it is also discussed in Section 4.1.

9. Lipped Algae Eater (Horalabiosa joshuai)

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While c.3% of the IUCN-mapped range of this globally Endangered fish species overlaps the Project AoA (Ali & Raghavan 2011), this map is based on the whole water basin in which the species occurs and includes areas with records which need further verification. At present the only confirmed records of this species are from the Kalakkad-Mundanthurai Tiger Reserve, outside the Project AoA. As such, it is possible that the species occurs in the Project area, but unlikely that it qualifies the Project area as Critical Habitat. As a threatened species, it is also discussed in Section 4.1.

10. Hypselobarbus dobsoni While the IUCN-mapped range of this Data Deficient fish species overlaps the Project AoA (Raghavan & Ali 2011b), this map is based on the whole water basin in which the species occurs. In reality, the species is a Western Ghats endemic which is likely to only have a marginal occurrence – if at all – in the Project area. As such, it is unlikely that this species qualifies the Project area as Critical Habitat.

11. Arenatus Barb (Puntius arenatus) This globally Vulnerable fish is restricted to the southern Western Ghats (Dahanukar 2011). It is known from a number of rivers outside the Project AoA (Dahanukar 2011). It may possibly occur in the Project AoA, and is mapped as such by IUCN (Dahanukar 2011). However, given the extent of its distribution outside the Project AoA, it is extremely unlikely ≥10% of its population could occur in the Project AoA, and so it does not qualify the Project as Critical Habitat.

12. Malabar Mahseer (Tor malabaricus) While c.2% of the IUCN-mapped range of this globally Endangered fish species overlaps the Project AoA (Raghavan & Ali 2011b), this map is based on the whole water basin in which the species occurs. In reality, the species is likely to only have a marginal occurrence – if at all – in the Project area. As such, it is unlikely that this species qualifies the Project area as Critical Habitat. As a threatened species, it is also discussed in Section 4.1.

13. Limnophila glandulifera This Data Deficient wetland plant is mapped by IUCN as occurring across the Project area (Kumar 2011). It is actually only known from the type locality, listed as ‘Travancore: Madras’ (Philcox 1967), presumably referring to the previous Kingdom of Travancore (which covered much of central/southern Kerala), as a state subordinate to the Madras Presidency (since the city of Madras/Chennai is in north-east Tamil Nadu, outside historical Travancore). It is possible, as is mapped by IUCN, that the species occurs in the Project area. However, it seems more likely that this is a species of the Western Ghats (which lie largely within Travancore) and does not occur – or only occurs marginally – in the Project area. As such, it does not qualify the Project area as Critical Habitat.

14. Oziothelphusa kerala This Data Deficient freshwater crab is only known from the type locality in rice paddies and adjacent streams near to Maruthappapuram (Cumberlidge 2008a). While this habitat type suggests that the species could well also occur in the Project area, the only known locality is – at closest – more than 20 km from the Project. As such, it is unlikely that ≥10% of its population could occur in the Project AoA, and so it does not qualify the Project as Critical Habitat.

15. Travancoriana pollicaris This Data Deficient freshwater crab is mapped by IUCN as occurring in the Project area, but is actually only known from the type locality in the Western Ghats (Cumberlidge 2008b). It

321 likely thus does not occur – or only occurs marginally – in the Project area. As such, it does not qualify the Project area as Critical Habitat.

16. Protosticta rufostigma This Data Deficient damselfly is mapped by IUCN as occurring in the Project area, but is actually only known from the type locality, at Naraikadu, Kalakad (Cumberlidge 2008b). It seems likely that this is species is restricted to the Western Ghats and does not occur – or only occurs marginally – in the Project area. As such, it does not qualify the Project area as Critical Habitat.

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Table 2. Potentially restricted-range species with very marginal occurrence, if present at all, in the Project AoA Biodiversity type Common Scientific name IUCN Category name

1. Amphibian Boulenger's Indirana EN Indian Frog leptodactyla

2. Amphibian Malabar Micrixalus saxicola VU Tropical Frog

3. Amphibian Nyctibatrachus VU deccanensis

4. Crab Cylindrothelphusa LC steniops

5. Fish Ariza Gymnostomus ariza LC Labeo

6. Fish Kolus Barb Hypselobarbus VU kolus

7. Fish Red Side Puntius bimaculatus LC Barb

8. Fish Puntius dorsalis LC

9. Insect Esme mudiensis DD

10. Mammal Nilgiri Semnopithecus VU Langur johnii

11. Plant Fimbristylis LC salbundia

12. Plant Ischaemum LC muticum

13. Plant Sacciolepis curvata LC

14. Plant Humboldtia vahliana EN

15. Plant Ophioglossum LC reticulatum

16. Plant Oreogrammitis LC pilifera

17. Reptile Southern Dendrelaphis LC Bronzebac grandoculis k

18. Reptile Bibron's Eutropis bibronii LC

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Biodiversity type Common Scientific name IUCN Category name

Skink

19. Reptile Anamalai Hemidactylus NT Hill Gecko anamallensis

20. Reptile Kaestlea VU laterimaculata

21. Reptile Salty Earth Rhinophis LC Snake sanguineus

22. Reptile Large- Trimeresurus NT scaled Pit macrolepis Viper

23. Reptile Spotted Uropeltis maculata DD Earth Snake

24. Reptile Ocellated Uropeltis ocellata LC Earth Snake

4.3 Migratory or congregatory species

Southern India is at the southern end of the Central Asian flyway, which is particularly important for waterbirds. Species which could possibly occur in the area and regularly migrate or congregate in large numbers were identified from survey results, project documents, other literature, and IBAT. More than 170 migratory bird species were identified, as were 35 fishes, 12 odonates (dragonflies/ damselflies), and a number of species of migratory shrimp/prawn. No migratory bat species were identified in the Project area.

Many birds which use active flight migrate across a broad front, though they may be concentrated by coastlines. Others are much more reliant on stepping stones of natural habitat, including wetlands. Migratory soaring birds are dependent upon the thermals generated by mountain/hill ranges. For that reason, the Western Ghats to the west of the Project is likely act as a migratory corridor. The Project AoA lacks mountain ranges or coastline and, given proximity to the Western Ghats, is unlikely to hold any particular concentrations of migratory species.

Ten congregatory bat species were identified as likely to occur in the Project area: Dusky Leaf-nosed Bat (Hipposideros ater); Schneider’s Leaf-nosed Bat (Hipposideros speoris); Greater False Vampire (Lyroderma lyra); Kelaart's Pipistrelle (Pipistrellus ceylonicus); Indian Flying Fox (Pteropus giganteus); Least Horseshoe Bat (Rhinolophus pusillus); Leschenault’s Rousette (Rousettus leschenaultia); Egyptian Free-tailed Bat (Tadarida aegyptiaca); Long- winged Tomb Bat (Taphozous longimanus); and Black-bearded Tomb Bat (Taphozous melanopogon). Indian Flying Fox colonies, of hundreds or thousands of individuals, are found in trees. The other four species have colonies, numbering into the hundreds or sometimes thousands, in caves or similar habitats such as tunnels or disused buildings. Nonetheless, all ten species are widespread and not uncommon through their ranges. As

324 such, unless caves or other large bat roosting sites are identified in the area, it is unlikely that congregatory bats qualify the Project area as Critical Habitat.

4.4 Unique assemblages of species that are associated with key evolutionary processes

The Project area crosses both the Deccan Thorn Scrub Forests terrestrial ecoregion in the east and the South Deccan Plateau Dry Deciduous Forests terrestrial ecoregion in the west (Wikramanayake et al. 2002). These are areas of low terrestrial endemism. From an aquatic perspective, the Project area falls within the Southeastern Ghats freshwater ecoregion, an area of low aquatic species endemism (Abell et al. 2008). The number of restricted-range species potentially occurring in the area (Section 4.2) is a reflection of the proximity of the western end of the Project area to the endemism-rich Western Ghats (BirdLife International 2020a).

Unique assemblages of species associated with key evolutionary processes thus do not qualify the Project area as Critical Habitat.

4.5 Areas having biodiversity of significant social, economic, or cultural importance to local communities (including ecosystem services)

The IEE presents no specific information on ecosystem services (TNHD 2020). It is beyond the scope of this rapid assessment to collect additional information on ecosystem services, and then to assess which may qualify the project area as Critical Habitat.

4.6 Legally protected areas and international recognized areas

IFC (2019) states that ‘…certain internationally recognized areas of high biodiversity value may be recognized as Critical Habitat and should be given special attention during assessments…’ including ‘Areas that meet the criteria of the IUCN’s Protected Areas Categories Ia, Ib and II…’. The Project runs as close as 750 m to the core zone of Kolundumamalai Forest Reserve, between chainage km 75-77. This is an outlying part of Kalakad-Mundanthurai Tiger Reserve (TNHD 2020), though it is not mapped as such in the official global database of protected areas (www.protectedplanet.net). Kalakad-Mundanthurai is an IUCN Category I protected area. The buffer zone or “Eco Sensitive Zone (ESZ)” of the reserve has not been notified, so in the interim is assumed to be a uniform 1 km buffer (TNHD 2020). As such, a short stretch of the Project road runs through the interim reserve ESZ (TNHD 2020). The Project road also runs c. 3 km south of the Vallanadu Black Buck Sanctuary (c. 2.6 km south of its ESZ), near Vallanadu, and c. 4 km south of Thiruppudaimaruthur Birds Conservation Reserve, near Veeravanallur (TNHD 2020). Neither of these are IUCN Category I or II protected areas, and neither appear likely to hold biodiversity at sufficiently significant levels to qualify as Critical Habitat. The latter site hosts some Near Threatened waterbird species, but appears unlikely to hold sufficient numbers to qualify as Critical Habitat. At its western end, the Project road also runs <4 km north of the Western Ghats World Heritage Site. Although Kalakad-Mundanthurai is a Category I protected area of high biodiversity value, and close to the Project, it falls outside the AoA as it is separated from the Project by a railway and large river (Section 3). IFC (2019) also states that ‘…certain internationally recognized areas of high biodiversity value may be recognized as Critical Habitat and should be given special attention during assessments…’ including ‘Key Biodiversity Areas (KBAs), which encompass Important Bird and Biodiversity Areas (IBAs)…’.

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Kalakad-Mundanthurai Tiger Reserve is also an Important Bird Area (de facto also a Key Biodiversity Area), although the mapped boundary only covers the main contiguous parts of the reserve rather than outliers such as Kolundumamalai Forest Reserve (BirdLife International 2020b), so the nearest part of the IBA to the Project is almost 4 km away. Another Important Bird Area is mapped c. 2.5 km to the north of the road, near Tiruppudaimarudur (BirdLife International 2020c). However, this is incorrectly mapped – Melagiris IBA should be located in the Melagiri Hills, some way to the north. The upper reaches of the Thamirabarani River were identified as a broad-scale freshwater KBA in 2013, but need re-assessment under more recent criteria (IUCN 2016). Given the need for reassessment and redelineation, and the likelihood that its trigger species are mostly/entirely found in the Western Ghats to the west of the Project AoA, this potential KBA is not considered further here. In conclusion, Kalakad-Mundanthurai Tiger Reserve qualifies as Critical Habitat but falls just outside the Project AoA, and no IBAs/KBAs fall close enough to the Project to qualify it as Critical Habitat.

4.7 Summary

Based on available information, although there is Critical Habitat to the west and quite close to the south of the Project, the Project Area of Analysis does not qualify as Critical Habitat.

5 ASSESSMENT OF NATURAL HABITAT

The Project IEE clarifies that the Project RoW does not cross any forest areas (TNHD 2020) and that, within a 500 m buffer of the road, land use is 40% built-up areas, 31% agriculture/wet land, and 29% “dry land”. NRSC (2019) supports this, based on 2015-16 remote sensing imagery. The “dry land” may, in places, represent Natural Habitat but is more likely to represent desertification or areas of thorn scrub, which are thought to be degraded from the natural dry forest cover (Section 3.1). Although there may be small patches of Natural Habitat in the Project area, the Project is thus largely or entirely situated within Modified Habitat. Even ignoring the lack of connectivity across agricultural and built-up areas, there is no significant area of Natural Habitat to which species from Kolundumamalai Forest Reserve could theoretically disperse within quite some distance to the north of the road. The Thamirabarani River is subject to extensive extraction for irrigation and industry, pollution from industry and sewage, and is illegally mined for sand. However, it does not appear heavily fished and so the Thamirabarani River and its major tributaries appear to still qualify as Natural Habitat.

6 POTENTIAL PROJECT IMPACTS ON NATURAL HABITAT

The Project will have a relatively small direct footprint, and most of that will be in areas which are already significantly degraded because they are alongside an existing road. A government-required program of compensatory reforestation will also compensate for any footprint impacts. As the only significant areas of Natural Habitat in the vicinity of the Project are rivers, the only significant potential direct Project impacts on Natural Habitat are associated with bridges on these rivers, which can alter flows, change substrate distribution, and thus have long-term impacts. The bridge that is furthest upstream and thus likely over the most ‘natural’ section of river is also the most significant bridge works for the Project. This is an improvement of a major bridge at km 84+500 by addition of a parallel bridge. The new

326 bridge will be 146.4 m long, with 11 piers (SMEC 2020b). As the river is c.40 m wide at this point, four of these piers are likely to be within the river. At the base, each pier will measure 5.6 m wide, narrowing to 1.5 m width for the main pier( SMEC 2020b). As this bridge will be near an existing one, and there are other pre-existing bridges further upstream, it is not likely to cause significant long-term impacts. However, work near to – and especially in – rivers carries risks of temporary impacts through construction dust, sedimentation or waste disposal/sewage discharge, and from accidental spills of oil or construction chemicals. Further, in-river noise such as pile driving can have both behavioral and physical impacts on freshwater species (Mickle & Higgs 2017).

Project sourcing of materials has the potential for a much broader impact. Of particular concern, given the location of this Project near to an area of very high endemism (Section 4.2), would be any sand, aggregate or other raw material sourcing from rivers in the area or, terrestrially, from the endemic-rich Western Ghats (which can be broadly represented by the World Heritage Site).

Indirect project impacts are potentially more significant. The highest risk of these is the introduction of invasive alien species (IAS), to either freshwater or terrestrial ecosystems. The Global Invasive Species Database (http://www.iucngisd.org/gisd) has records for 226 terrestrial or freshwater IAS in India, of which 134 are plants. IAS can spread rapidly once introduced, significantly modifying habitat, and present a very high risk to biodiversity globally. There is potential for construction machinery, equipment or materials to introduce IAS to the Project site, particularly plants – e.g., as seeds within soil on machinery. Some of these species may not be introduced by the Project, but simply spread further. For example, the invasive American plant Lantana camara impacts forests by reducing recruitment of native tree species (Sharma & Raghubanshi 2007), and is already widespread in India. An additional potential risk when the Project is close to rivers is that of fishing by construction workers.

7 MITIGATION OF PROJECT IMPACTS ON NATURAL HABITAT

A number of general or standard mitigation/enhancement measures have already been outlined in the Project IEE (TNHD 2020). Sections 7.1-7.4 add a small number of additional or tailored mitigation measures appropriate to reduce this Project’s specific residual impacts on biodiversity to levels in line with the ADB Safeguard Policy Statement (ADB 2009), based on a precautionary approach. Few specific mitigation measures are anticipated to result in any significant Project time delays or costs. The most expensive measure is installation of ledges in culverts to facilitate animal crossings which, dependent on the final number needed, may cost up to $21,840 USD (Section 7.4). Up to two wash stations to help avoid introduction/spread of invasive alien species are estimated to cost <$10,000 USD (Section 7.4). No significant short- or long-term negative residual impacts on Natural (or Critical) Habitat are anticipated after general and specific mitigation.

7.1 Source construction materials (e.g., sand, gravel, timber) outside of any licensed or unlicensed sites in rivers and outside the Western Ghats World Heritage Site

Sourcing of construction materials such as sand or gravel from rivers in the area could potentially have significant negative impacts on aquatic Natural Habitat and even on restricted-range fish species, for which distributions are poorly known (Section 4.2). Given this, construction contractors will be prohibited from sourcing any materials from any rivers, whether from licensed or unlicensed sites.

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Further, sourcing of construction materials (aggregates, timber, or other) from the Western Ghats could negatively impact areas of Critical Habitat in this endemic-rich area. This risk can be simply and effectively avoided by sourcing of all construction materials outside of the Western Ghats World Heritage Site. This mitigation measure is not anticipated to cause any significant additional cost or time delay for the Project, as it simply involves putting this requirement in contractor contracts.

7.2 Careful use of coffer dams when constructing bridges

The use of coffer dams is standard practice to reduce underwater pile driving sound (by introducing a cushion of air between work and aquatic habitat), sedimentation, and pollution. Such dams are suggested for this Project for structural reasons by Highways and Minor Ports Department (2020). They will be used for all in-river preparation and construction work during this Project, including dewatering and cleaning to prevent escape of sediment/pollutants by pumping from cofferdams to settling basins or containment units outside of the river. Complete blockage of any river is not planned at any point during construction for the Project, but there is the potential that too large a proportion of the river may be blocked by cofferdams at any one time if construction of bridge piers is not staged appropriately. This elevates in-stream water flows, which can lead to scouring, washing away of biodiversity, and significant downstream habitat degradation. For all river crossings under this Project, where construction of all bridge piers at similar times would lead to coffer dams exceeding one third of the width of the river (e.g., 15 m for a 45 m-wide stretch of water), piers will be constructed at different times, so that coffer dams at any one point in time do not obstruct more than a third of the river width. Good practice during in-river and near-river (within 100 m) construction will support this careful use of coffer dams: the slopes of river embankments will be protected from erosion by vegetation and slope drainage; construction materials, fuel and chemicals will be appropriately secured to avoid accidental release/erosion; drainage trenches will be established to divert surface runoff from construction areas away from rivers; no waste materials will be dumped in the river, including re-enforced concrete debris; and disturbed soil will be protected from erosion (e.g., through use of compacted straw bales, silt fences, gravel bags, or other approved sediment control). These mitigation measures are not anticipated to cause any significant additional cost or time delay for the Project, as they should already be standard good contractor practice and can be included in contractor contracts.

7.3 Install and maintain wildlife crossings under the road near to Natural Habitat

There is currently very little Natural Habitat near to the Project road and, even in locations with remaining Natural Habitat, it is likely that the existing road already represents a significant barrier to wildlife crossings. As a precautionary measure, the Project will demonstrate good practice and attempt to achieve a Net Gain for biodiversity by installing and maintaining wildlife crossings under the road near to remaining Natural Habitat. Connectivity for small- and medium-sized animals can be facilitated by appropriate design of culverts under the road. If appropriately designed, culverts of only 0.5-1 m diameter are generally considered sufficient to serve as crossings for small mammals, and 1-1.5 m diameter for medium-sized mammals such as coyotes in the United States (e.g., Clevenger et al. 2002). A total of 91 culverts are proposed for improvements under the Project (21 new box culverts on intersections, 38 pipe culverts and 25 slab/cut stone/arch culverts to be reconstructed as box culverts, three pipe and four slab culverts to be retained but widened: M.I. Millendez Bombay, ADB, in litt. 2020). These will result in 84 box culverts (measuring 1×1.5 to 2×3 m, though mostly 1.5×1.5 m), four slab culverts (measuring 1.5 to 5.4 m

328 diameter), and three pipe culverts (measuring 0.9 m diameter) (SMEC 2020a; Highways and Minor Ports Department 2020). With the possible exception of the few pipe culverts, most of these are thus sufficiently large for most small or medium-sized species to use. However, the design of culverts is key to ensuring animals can use them cross under roads. They should not be lined with metal, which can corrode (with resultant toxicity for amphibians: Fitzgibbon 2001), should have walkways or ledges above potential water levels in order to allow animals to cross while avoiding water (e.g., IENE 2003; Figure 2), and should not exit directly into drains from which animals cannot escape.

Figure 2. Schematic diagram of culverts with (a) walkways or (b) & (c) ledges above potential water levels in order to allow animals to cross while avoiding water (following IENE 2003)

It is of limited value to facilitate connectivity where habitat either side of the road has already been heavily modified. A detailed survey of Natural Habitat near to the Project road has not been undertaken. As a surrogate for that, a precautionary approach would be to assume all areas of ‘barren/unculturable/wastelands’ and ‘wetlands/waterbodies’ mapped by NSRC (2019), based on 2015-16 remote sensing imagery, could represent Natural Habitat. In the absence of detailed surveys for Natural Habitat, the Project will ensure walkways or ledges are installed in all culverts within 500 m of ‘barren/unculturable/wastelands’ and ‘wetlands/waterbodies’ as mapped by NSRC (2019). Planned culverts are of 14-23 m in length, but mostly 14-16 m (SMEC 2020a). Permanent ledges (ideally of concrete) to place inside culverts in the United States cost $55-65 USD per meter (Meaney et al. 2007). It is anticipated, however, that costs would be considerably reduced in an Indian context. On a precautionary basis, all culverts could be assumed to be 16 m long for the purposes of a preliminary cost estimate. If costs were even 50% of those in the US, and even 50% of planned culverts were near to Natural Habitat (unlikely, but on a precautionary basis), fitting ledges would overall cost 91 (number of culverts) × 50% × 16 (length of culverts) × 30 (tentative cost per meter) = c.$21,840 USD.

7.4 Avoid introduction of new invasive species to, and spread of existing invasive species within, the Project area

Invasive species are one of the most significant global threats to biodiversity, and their management is thus a key consideration for Projects under ADB safeguards (ADB 2009). Invasive species may be spread in many ways, in particular through transport into a project area of materials or equipment from outside that area. In order to manage the risk of introducing or spreading invasive species into the Project area, which may subsequently spread to nearby areas of Natural or Critical Habitat, an Invasive Species Management Plan will be developed. This will include at minimum: pressure washing of vehicles, equipment and supplies before entering the Project area; monitoring for invasive species along the Project Right of Way; and control/eradication of invasive species where found in the Project Right of Way. Washing need not use substantial amounts of water, and can be replaced by brushing during any periods of low water supply. It is anticipated that costs of a wash station are unlikely to exceed US$5,000 USD.

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Dependent on construction plans, mobile wash stations could be established which would move with construction location. In such a case, perhaps just two would be needed (on either side of the active construction area). Such preventative measures are generally considerably less costly than measures to control or eradicate invasive species.

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