Initial Environmental Examination

Project Number: P51337-001 December 2020

India: Industrial Connectivity Project to via Sankari including Tiruchengode Bypass Road (SH86)

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 - Kanyakumari Industrial Corridor Project CO - Carbon monoxide COD - Chemical oxygen demand CPCB - Central Pollution Control Board CSC - Construction Supervision Consultant DFO - Divisional Forest Officer DG - Diesel generating set DO - Dissolved oxygen DPR - Detailed project report E&S - Environment and social EA - Executing agency EAC - Expert Appraisal Committee EFP - Environmental Focal Person EHS - Environment Health and Safety EIA - Environmental impact assessment EMOP - Environmental monitoring plan EMP - Environmental management plan FRL - Finished Road Level FIU - Field Implementation Unit GHG - Greenhouse gas GIS - Geographical information system GOI - Government of India GRC - Grievance redress committee GRM - Grievance redress mechanism HFL - Highest flood level IA - Implementing Agency IEE - Initial Environmental Examination IMD - Indian Meteorological Department IRC - Indian Road Congress IUCN - International Union for Conservation of Nature

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

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

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

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

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

TABLE OF CONTENTS EXECUTIVE SUMMARY ...... I

E. PROJECT BENEFITS ...... V 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 FEATURES OF PROJECT ROAD ...... 13 B. LOCATION OF THE PROJECT ROAD ...... 14 C. ENGINEERING SURVEYS AND INVESTIGATIONS ...... 17 D. DESIGN STANDARDS ...... 17 E. PROPOSED IMPROVEMENT ...... 24 F. CONSTRUCTION CAMPS ...... 42 G. PROJECT COST ...... 42 H. CONSTRUCTION PACKAGING AND IMPLEMENTATION SCHEDULE ...... 42 I. PROJECT BENEFITS ...... 42 IV. DESCRIPTION OF THE ENVIRONMENT ...... 44

A. INTRODUCTION ...... 44 B. PHYSICAL ENVIRONMENT ...... 46 C. COASTAL AND MARINE RESOURCES IN PROJECT INFLUENCE AREA ...... 68 D. BIOLOGICAL ENVIRONMENT ...... 68 E. SOCIO-ECONOMIC ENVIRONMENT ...... 79 V. ANALYSIS OF ALTERNATIVES ...... 87 A. WITH PROJECT’ AND ‘WITHOUT PROJECT’ SCENARIO ...... 87 B. LOCATION AND ALIGNMENT ALTERNATIVES ...... 91 C. REALIGNMENT STUDY ...... 96 D. DESIGN DECISION CONSTRAINTS FOR VARIOUS ALTERNATIVES ...... 97 E. ALIGNMENT MODIFICATIONS DUE TO ENVIRONMENTAL CONSIDERATIONS ...... 97 F. ENGINEERING / TECHNOLOGICAL ALTERNATIVES ...... 97 VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ...... 98

A. INTRODUCTION ...... 98 B. SCREENING OF IMPACTS ...... 103 C. TYPICAL POTENTIAL ADVERSE IMPACTS ...... 107 D. IMPACTS ON PHYSICAL ENVIRONMENT ...... 107 E. IMPACTS ON BIOLOGICAL ENVIRONMENT...... 122

F. IMPACTS ON SOCIAL ENVIRONMENT ...... 125 G. PHYSICAL AND CULTURAL RESOURCES ...... 139 H. INDUCED AND CUMULATIVE IMPACTS ...... 139 I. EXPECTED BENEFITS FROM THE PROJECT ...... 140 VII. CONSULTATION, PARTICIPATION AND INFORMATION DISCLOSURE ...... 141

A. MEANINGFUL CONSULTATION ...... 141 B. OBJECTIVES OF THE CONSULTATIONS ...... 141 C. METHODOLOGY FOR CONSULTATIONS ...... 141 D. INTERACTION WITH NGOS ...... 147 E. PUBLIC DISCLOSURE AND FURTHER CONSULTATIONS ...... 147 VIII. GRIEVANCE REDRESS MECHANISM ...... 148 1 ...... 149 IX. ENVIRONMENTAL MANAGEMENT PLAN ...... 150

A. INTRODUCTION ...... 150 B. OBJECTIVES OF ENVIRONMENTAL MANAGEMENT PLAN ...... 150 D. ENVIRONMENTAL MONITORING AND REPORTING PROGRAM ...... 150 E. INSTITUTIONAL REQUIREMENTS ...... 178 F. ENVIRONMENTAL REPORTING SYSTEM ...... 184 G. ENVIRONMENTAL MANAGEMENT BUDGET ...... 185 X. CONCLUSIONS AND RECOMMENDATIONS ...... 188 APPENDICES ...... 190

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

LIST OF TABLES

Table 1: Project Road Details (SH-86) 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: Summary of Annual Average Daily Traffic (AADT) on Project Road (SH- 86) 16 Table 6: List of Towns and Villages along the Project Road 17 Table 7: Radius for Horizontal Curves 19 Table 8: Sight Distance 21 Table 9: Details of Various Cross Section Proposed for Road Improvement 25 Table 10: New Bypasses along the Project Road (SH-86) 34 Table 11: Improvement Proposals for Culverts along SH-86 Project Road 35 Table 12: Reconstruction of Existing Minor Bridge 37 Table 13: Quarry sources along the project road 38 Table 14: Junction Improvement with Transverse Rumble Strip on Project Road 39 Table 15: Environmental Attributes and Frequency of Monitoring 44 Table 16: Rainfall in Project Region 47 Table 17: Monthly Temperature Data of Project Districts 48 Table 18: Average Monthly Wind Speed data of the Project Districts 51 Table 19: Details of Soil Sampling Location along the Project Road 55 Table 20: Soil Quality Monitoring Results for the project Road 55 Table 21: Details of Water bodies along Project Road 59 Table 22: Water Quality Monitoring Locations 60 Table 23: Surface Water Quality Characteristics along the Project Road 60 Table 24: Ground Water Quality Characteristics along the Project Road 61 Table 25: Details of Ambient Air Quality Monitoring Locations along Project Road 64 Table 26: Techniques Used for Ambient Air Quality Monitoring 65 Table 27: Summary of AAQM Results along the Project Road 65 Table 28: Details of Noise Level Monitoring Locations 67 Table 29: Ambient Noise Level in decibel (A) along the Project Road 68 Table 30: Forest Cover in Project Districts (Km2) 68 Table 31: Trees species along the Project Road 70 Table 32: Tree Enumeration within RoW 72 Table 33: Protected Areas in Tamil Nadu 72 Table 34: List of Fauna Reported in the Project Area 78 Table 35: Demographic Features of Project District 80 Table 36: Land Use Pattern along the Project Road 81 Table 37: Sensitive Receptors along Omalur - Tiruchengode project road (SH86) 84 Table 38: Comparison of Positive and Negative Impacts of ‘With’ and ‘Without’ Project Scenario 89 Table 39: Salient Features of Eastern Bypass for town 92 Table 40: Salient Features of Eastern Bypass for Sankari R S 93 Table 41: Salient Features of Tiruchengode Bypass 95 Table 42: Details of Major realignment Proposal on project road 96 Table 43: Sensitivity of VECs in the Project Area 100 Table 44: Criteria for Rating the Significance of Impacts 102 Table 45: Screening of Environmental Impacts 104 Table 46: Impact on Air Quality during Construction Stage 107 Table 47: Annual Average Daily Traffic data 109 Table 48: Emission Factors for Different Type of Vehicle (ARAI, 2007) 110

Table 49: Meteorological Parameters Used for Modelling 110 Table 50: Average Background Concentration of Pollutants along the Project Road 111 Table 51: Predicted Concentrations of Air Pollutants along the Proposed Road 112 Table 52: CO2 emission at BAU, Project with and without Induced Traffic 114 Table 53: Construction Noise / Distance Relationship 128 Table 54: Likely Impact on Noise Quality in the Vicinity of Project Area 128 Table 55: Typical Noise Level of Principal Construction Equipment (Noise Level in db (A) at 50 Feet) 128 Table 56: Annual Average Daily Motorized Traffic Data 132 Table 57: Equivalent Background Noise levels 132 Table 58: Predicted Noise Levels along the Project Road 132 Table 59: Vibration generated from different construction equipment 134 Table 60: Building Vibration Damage Assessment Criteria 135 Table 61: The details of Public consultation for Project Road 142 Table 62: Summary of Issues Discussed and Measures Taken 145 Table 63: Environmental Management Plan 153 Table 64: Environmental Monitoring Plan (EMoP) 174 Table 65: Environmental Reporting System 185 Table 66: Environmental Management Cost Estimate * 186

LIST OF FIGURES Figure 1: Location of Project Road Alignment on Map 2 Figure 2: Proposed Omalur - Sankari - Thiruchengode - Paramathi Project Road (SH-86) 15 Figure 3: Typical Road Cross Sections 26 Figure 4: Environmental Monitoring Locations along the Project Road 45 Figure 5: Rainfall Distribution Map of Tamil Nadu 47 Figure 6: Temperature Distribution Map of Tamil Nadu 49 Figure 7: Humidity Map of Tamil Nadu 50 Figure 8: Relief and Slope Map of Project Districts 52 Figure 9: Map Showing the Rocks and Minerals Profile of the Project District 53 Figure 10: Soil Types in Project District 54 Figure 11: Seismic Map of Tamil Nadu state 56 Figure 12: Map showing Irrigation and Hydrology of the Project Districts 58 Figure 13: Forest Cover map of Tamil Nadu showing Project Road 69 Figure 14: Protected Areas Map of Tamil Nadu 76 Figure 15: Landuse pattern of Project Districts 82 Figure 16: Key plan of Konganapuram Bypass 92 Figure 17: Key plan of Sankari RS Bypass 94 Figure 18: Key plan of the Tiruchengode Bypass Superimposed on Toposheet 96 Figure 19: Public consultation for SH-86 project road 143 Figure 20: Grievance Redress Mechanism 149

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 Omalur – Sankari – Tiruchengode - Paramathy Road including Tiruchengode Bypass road section of state highway SH-86 project road. The project stretch starts from the junction of SH 86 and old NH 07 at Omalur built-up and ends at km 44+690 near Pullipalayam, Salem / highways division boundary including Tiruchengode bypass from Km 0+000 to Km 10+740. The total length of the project stretch is around 51.715 km. The entire length of the project road runs through plain & rolling terrain and passing across several agricultural land, villages, and small section through revenue forest.

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

B. Description of the Project

4. The proposed road section is part of state highway SH-86 in Salem and Namakkal districts of Tamil Nadu State of India. The existing road is of two-lane carriageway with earthen shoulder configuration type. Width of Right of Way (RoW) is not uniform along the project road and the carriageway/roadway width of the road is in range of 7m to 8.5m.

5. The existing carriageway is two lane with paved shoulder for most of the length. Right of Way of the project road varies between 12 m to 30 m. The project road is linear in nature.

6. It is proposed to improve the project road to 4-lane/2-lane with paved for most of the stretch. The proposed RoW for the 4-lane configuration has been fixed as 28 m in urban/ village built-up areas and 35 m in rural and 35m in bypass. The realignments are proposed at 6 locations. The additional land required for the improvement of project road is 89.8 ha. along the alignment and for proposed bypass sections.

7. There are existing 49 culverts falling along the alignment. There is no major bridge and 7 minor bridges, 1 ROB, 1 RUB and 1 VUP along the project road. RCC rectangular drains and masonry drains are found at built-up locations. No earthen drain is observed throughout the project stretch.

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8. The major built-ups falling within the project stretch includes Omalur, M.Cheetipatti, Pappampadi, , Ettikuttaimedu, Kumarannagar, Konkanapuram, Sankari. Major commercial built up is seen in Tharamangalam, Pappamapadi and Konganapurnma, remaining are residential and partial commercial built ups. The project involves construction of new 4 lane bypasses at Konganapuram, Sankari and new 2 lane bypass for Tiruchengode town.

C. Description of the Environment C.1 Physical Environment 9. Meteorological Conditions: The project road falls in Salem and . Rainfall in is moderate. The average rainfall for the last 5 years works out to 958 mm, which is higher than the State average of 943 mm. However, the long term average rainfall for Salem is only 898 mm. The average rainfall at Namakkal district for a period of 2014-18 works out to 640.2 mm, which is lower than the State average of 943 mm. The long-term average rainfall for Namakkal is 776 mm.

10. The maximum and minimum temperature in project districts ranges between 14.58 oC and 37.92 oC. Salem district is comparatively warmer than Namakkal district. The minimum, maximum and average temperature observed along the alignment during field monitoring was 19.3 °C, 28.5 °C and 24.5 °C respectively.

11. Namakkal district records higher relative humidity due to the hill areas surrounding the district. Relative humidity variation between day and night are higher resulting in higher probability of pest and disease incidences. In Salem district, relative humidity is high during the south west monsoon period and generally moderate in the rest of the year. But on an average the relative humidity is low at Salem compared to that of Namakkal. The humidity in the summer afternoons is comparatively very low. The minimum, maximum and average wind speed observed along the alignment during field monitoring was 2, 22 and 8.1 kmph respectively.

12. Geography and Topography: The project road stretch mostly plain and rolling terrains. The elevation of the project road is varying from 230m to 315m AMSL with average of 267m AMSL. The predominant geological formations of Salem district are Alluvium, Colluvium, Laterite, Granite, Dolerite, Quartzite, Charnockite and Granite Gneiss. Namakkal district consists of mainly black and multi-color granite, Charnockite and Limestone rocks.

13. Landuse: The land use along the project road stretch is of mixed in nature with agricultural, built up, partial builtup and barren. For entire length, the land use is agricultural with pockets of built-ups and forests. The land use along the project road comprises of agricultural (60.66 %), builtup (30.09 %) and partial builtup (9.24 %).

14. Soil: The soil quality shows pH levels of the soils are slightly basic in nature. The soil type are mostly sandy along the project road. The nutrient status of soil is also a key element in agriculture. Above results also shows that the soils of the study area have good amount of primary nutrients i.e., Nitrogen (N), Phosphorus (P) and Potassium (K) content. From the results it can be observed that the soil in the project area is fertile with high agricultural productivity with appropriate use of fertilizer.

15. Water Resources and Hydrology: Major source of water for irrigation in Salem district is Cauvery River, which supplies water for 0.15 lakh ha of agricultural land. Salem district is not endowed with any major irrigation system except Dam which irrigates about 0.15 lakh hectares through the West Bank canal of the Cauvery. Wells are the main source of irrigation in Salem district which constitutes about 97 percent of the total area under irrigation; both net and gross irrigated area. The Namakkal district is falling in part of east flowing Cauvery and Vellar river iii basins as per the Irrigation Atlas of India. Tirumanimuttar, Vasista and Sweta are the important minor basins. There are ponds, lakes, canals, seasonal streams(Nala) etc. along the project road. The water utilities along the project road are overhead tanks, water tank with taps and handpumps.

16. Water Quality: In order to represent the true profile of the project area, samples from surface and ground water source through which the project road runs were collected and analyzed. Surface water quality monitoring results show that the pH of the drinking water in the region is well within permissible limits of 6.5 to 8.5. The biological quality of surface water is poor, and pathogens were present in the surface water sample. The samples collected from ground water shows the parameter is well within the permissible standards. The ground water quality parameters were well within the permissible limits for drinking waters as specified by IS 10500:2012 on project road.

17. Air Quality: Ambient air quality for criteria pollutants such as particulate matters (PM10 and PM2.5), SO2, NOx, CO etc. was monitored along the project road. It is found from the results that PM10, concentration at all monitoring locations were well within the permissible limits for residential zone i.e. 100 μg/m3 prescribed by MOEFCC but slightly higher than IFC EHS guideline 3 limit of 50 μg/m . The highest value of PM 10 is observed at , Revenue Office (66.2 3 μg/m ), which is well within permissible limits. Similarly, PM2.5 concentration is highest at same location and is 39.4 μg/m3 well within the permissible limit i.e. 60 μg/m3 prescribed by MOEFCC but slightly higher than the World Bank EHS guideline limit of 25 μg/m3. Other parameters monitored i.e. NOx, SO2 and CO were found within the permissible limits for all the locations.

18. Noise Levels and Vibrations: Noise levels were monitored along the project road. It is found the equivalent ambient noise levels are higher than the permissible limits for residential areas prescribed by CPCB and also by IFC EHS standards of 55 dB(A) and 45 dB(A) for daytime and nighttime respectively. The maximum recorded day and night time noise level are 71 dB(A) and 57 dB(A); respectively along the project alignment. This noise is mainly from vehicular traffic and local domestic/commercial activities.

C.2 Biological Environment

19. The project road does not fall with core/buffer zone of any protected area (National Park, Wildlife Sanctuary, Reserved Forest, Biosphere Reserve, Wetland or bird sanctuary). A total of 3569 (1720 on LHS and 1849 on RHS) trees>30cm girth size exists within ROW of the project road. No tree along road side fall in CITES list of plant.

20. The fauna along and surrounding the project road Omalur – Sankari – Tiruchengode - Paramathy Road including Tiruchengode Bypass (SH-86) includes local animals. There are no vulnerable/ endangered or rare species fauna around the project site. There is no presence of any fauna species listed in Schedule I of the Wild Life (Protection) Act, 1972 of Government of India.

C.3 Socio-economic Environment

21. The project road fall under Salem and Namakkal district of Tamil Nadu state. As per 2011 census, Salem district has population of 34,82,056 of which male and female are 17,81,571 and 1700485 respectively. Average literacy rate of district in 2011 is 65.64%. As per 2011 census, Namakkal district has population of 17,26,601 of which male and female are 8,69,280 and 8,57,321 respectively. Average literacy rate of district in 2011 is 68.11%.

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22. 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.

23. There are important community structures along the project road, which has cultural and sociological importance. There are 11 institutional and 80 community sensitive receptors/structures present within 50 m from center line of the road. No archaeological sites or historical monuments are located along the project road section.

D. Consultation, Disclosure and Grievance Redress Mechanism

24. 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.

25. Consultation were carried out using standard structured questionnaires as well as unstructured questionnaires. In addition, focus 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.

26. The consultations were conducted during preparation of the IEE. Structured public consultation was conducted at two locations, one at Konganapuram village for Omalur to Tiruchengode section of SH 86 road and at other at village for Tiruchengode Bypass section of project road to assess the perception of the people towards the project by the officers of Highways Department, Government of Tamil Nadu and staff of consultant team on 29.04.2014. 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, FGDs were organized at key locations along the project road. Total 225 participants attended six consultation meetings (11 at Thangur, 40 at Pappampadi, 18 at Manjakalpatti, 14 at Omalur, 86 at Konganapuram and 56 at Kandampalayam) held during January 2020, April & November 2014. The people living in the entire project area expect the different project elements to facilitate transport, employment, boost economic development and thereby provide direct, or indirect, benefits to themselves.

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

28. 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.

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

30. As project executing agency TNHD will be responsible for the disclosure of this IEE in compliance to ADB’s Access to Information Policy 2019 and ADB SPS 2009. The Initial Environmental Examination Report has been disclosed in the English language in the office of TNHD and divisional engineer office. The report will also be made available to interested parties on request from the office of the TNHD. Since this is environment Category B project, the IEE report will be disclosed to the public through the ADB and CKICP website.

E. Project Benefits

31. 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

32. 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

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stage and operation stage was carried out. Impacts were determined to be minor, moderate or major based on a rating criterion of sensitivity of the VEC, duration of impact, area of impact and severity of impact.

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

34. The loss of land under the agriculture use for four laning and the bypass section and the 3569 trees will be compensated under a mandatory compensatory scheme under the government wherein total 35690 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).

35. Other moderate and minor negative environmental impacts include dust; pollution of air and water; noise and disturbance for local communities during construction; 89.8 ha of land acquisition and impacts on 594 structures; inconveniences caused by shifting of utilities; health and safety issues for construction workers and local communities located near the project road; soil erosion; contamination and siltation of surface water, waste and spoils disposal.

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

G. Environmental Management Plan

37. 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.

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

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

40. An environmental management budget of INR 10,44,00,975/- (Rupees Ten Crore Forty Four Lakh nine hundred and seventy five only) (USD 1.393 million) has been estimated for implementation of the EMP. This budget also includes cost of environmental monitoring and associated trainings.

H. Conclusions and Recommendations

41. The project road (Omalur – Sankari – Tiruchengode - Paramathy Road including Tiruchengode Bypass (SH-86)) 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.

42. A number of potential adverse impacts have been identified on issues related to dust, noise, pollution, soil erosion, waste, occupational health and safety, community health and safety and biodiversity. Most impacts were assessed to be of low to moderate risk. Potential impacts on biodiversity were assessed to be of medium risk. Ecological impacts include loss of about 3569 trees due to widening of road. There are no protected areas located within 10km radius of the road section.

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

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

I. INTRODUCTION

A. Project Background

1. The Government of Tamil Nadu proposes to upgrade its road network falling in the conceptual influence area of the Chennai Kanyakumari Industrial Corridor (CKIC), which aims at improving the transport infrastructure, such as the connectivity of industrial nodes to ports, urban areas and critical hinterland areas. The Highways and Minor Ports Department (TNHD) of Tamil Nadu has been mandated to undertake improvement and upgradation of various State Highways at different locations in the State under this project and will serve as the Executing Agency (EA). As part of this mandate, the Construction and Maintenance (C&M) Wing of TNHD has identified the 16 road sections for improvement 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. Omalur – Sankari – Tiruchengode - Paramathy Road including Tiruchengode Bypass (SH- 86) 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 Omalur – Sankari – Tiruchengode - Paramathy Road including Tiruchengode Bypass (SH-86) . The total design length of the road alignment is 51.715 km in length is taken up, the general details of project road section are given in Table 1.

Table 1: Project Road Details (SH-86) Sl. Name of Road District Environmental Setup Length No. (Km) 1 Omalur – Sankari – The entire length of the project road Tiruchengode - runs through plain & rolling terrain Paramathy Road Namakkal and passing across several 51.715 including and Salem agricultural land, villages, and towns. Tiruchengode Bypass (SH-86)

3. As part of detailed project report (DPR) preparation, this initial environmental examination (IEE) report was prepared to cover Omalur to Tiruchengode via Sankari including Tiruchengode bypass 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 CKICP and ADB website.

B. Nature, Size and Location of project Road

4. The project road is located in Salem and Namakkal districts of Tamil Nadu. The location of the project road is shown in Figure 1. The project stretch starts from the junction of SH 86 and old NH 07 at Omalur built-up area and ends at km 44+690 near Pullipalayam, Salem / Namakkal highways division boundary including Tiruchengode bypass from Km 0+000 to Km 10+740. The total length of the project stretch is around 51.715 km. The proposed road section is part of SH- 86 road on Tamil Nadu State. The project road is planned to be widened to two lane configuration with paved shoulders. The project is linear in nature.

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Figure 1: Location of Project Road Alignment on Map

Project Road

C. Background of the Present Report

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

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

D. Objective and Scope of the Study

7. This IEE report documents the environmental assessment of the Omalur – Sankari – Tiruchengode - Paramathy Road including Tiruchengode Bypass (SH-86) road project and identifies the environmental issues to be considered in the project planning and design stages. In this report, the different activities that are likely to take place to achieve the project objectives have been analysed. Potential impacts that may accompany them have been identified, assessed for significance, and concomitant avoidance, mitigation, and compensation measures were prepared in consultation with stakeholders. The IEE addresses the environmental management requirements of the Government of India (GOI) and ADB. Specifically, this report:

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

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

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

E. Methodology Adopted for IEE Study

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

11. The environmental assessment is based on the information collected 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.

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

1. Collection and Analysis of Data

13. The Baseline data was collected on various environmental components such as soil, meteorology, geology, hydrology, water quality, flora and fauna, habitat, demography, land use, cultural resources, properties and structures. Secondary data on environment for the project corridor were collected both from published and other relevant sources e.g., the Department of Forest, Tamil Nadu State Pollution Control Board, State Statistical Department etc. The data collection from the field was completed with the help of enumerators / investigators. The interviewers were trained for filling up the questionnaire at the site. To ensure the accuracy of the data, data collection was done under the supervision of the 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 areas, and graphics consultants 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, Salem and Namakkal afforestation norms etc. District. Status of Fishing Activity District Fisheries Offices at Salem and Namakkal District Air quality Noise, Soil and Water Onsite monitoring and Analysis of Field samples during field visit Borrow Areas, Quarries and other construction Feasibility report, field observations material source River geo-morphology, hydrology, drainage, flood patterns Socio-economic Environment Primary Census Abstract of Salem and Namakkal, 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 5

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 given to key biodiversity areas having core zones within 10 km from the alignment. Findings are incorporated in Chapter 4 of this IEE report.

3. Analysis of Alternative

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

5. Assessment of Potential Impacts

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.

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

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

II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

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

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

A. National (India) Environmental Policy Framework

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

• Environmental Protection, • Forests Conservation, and • 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 amended in 2003 was enacted with the objective of effectively protecting the wild life of this country and to control poaching, smuggling and illegal trade in wildlife and its derivatives. It defines rules for the protection of wild life and ecologically important protected areas.

25. State Pollution Control Boards (SPCBs) 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 clearances

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

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

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

28. Specifically for the proposed Omalur to Tiruchengode via Sankari including Tiruchengode Bypass (SH-86) road project in the state of Tamil Nadu, the following environmental laws and regulations applicable are in Table 3:

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

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

Standing Order of Revenue Tree cutting Revenue 2-6 2. Tree Cutting TNHD Department/ permission Officers. months GoTN Note : Borrowing of ordinary earth for linear projects exempted from purview of EIA notification 2006 vide MoEFCC Notification S.O. No. 1224 (E) dated 28.03.2020 Construction Stage (Responsibility: Contractor) Establishing campsites, Water Act of stone crusher, 1974, Air Act of Tamil Nadu Consent to The 2-3 1 hot mix plant, 1981, Noise Pollution Establish Contractor months wet mix plant Rules of 2000 and Control Board and Diesel Environmental Generator Sets Protection Action 9

Responsible Sl. Competent Agency for Time Activity Statute Requirement No. Authority Obtaining Required Clearance of 1986 and as amended

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

29. In addition to the acts and regulations listed above the Environmental Impact Assessment Guidance Manual for Highways 2010 issued by MOEFCC and the IRC Guidelines for Environmental Impacts Assessment (IRC:104-1988) of highway projects issued by MORTH, were

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referred in the process of preparing this IEE. The following requirements are particularly important and need special attention in order to avoid any delays for a project:

• As per provisions of the EIA Notification 2006 (amended in 2009, 2011 and 2013), all new state highway projects and state highway expansion projects in hilly terrain (above 1,000m AMSL) and or notified ecologically sensitive areas (ESA) fall under category B and does not require environmental clearance from the State Environmental Impact Assessment Authority (SEIAA). Since, the proposed project involve expansion of the existing state highway road section between Omalur – Sankari – Tiruchengode - Paramathy Road including Tiruchengode Bypass (SH-86) and this section in not located in hilly terrain (above 1,000m AMSL) or any notified ecologically sensitive areas, it does not fall under the purview of EIA notification.1 Therefore an environmental clearance from SEIAA is not required for this project road. • As per the Forest Conservation Rules (1981, amended 2003) a forestry clearance from Department of Forests is required for diversion of forest land for non-forest purpose. Processing of the forestry clearance entails two stages: stage I and stage II. Amongst other requirements stage I clearance requires the applicant to make payments for compensation of forestry land that will be acquired and trees that will be cut under the project. Accordingly, timely allocation of budget for this purpose by the applicant is necessary to expedite the clearance process. Proposed Omalur – Sankari – Tiruchengode - Paramathy Road including Tiruchengode Bypass (SH-86) road does not pass through any forest area. So, 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 Omalur – Sankari – Tiruchengode - Paramathy Road including Tiruchengode Bypass (SH-86)road project as the project road is not located in core/buffer zone of any legally protected area.

• Cutting of trees in non-forest land requires a tree cutting permit from the Revenue department. All trees cut under a project must be compensated 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) from SPCB prior to establishment (Table 3, construction stage item 1 and 2). • Permission from Central Ground Water Authority is required for extracting ground water for construction purposes, from areas declared as critical or semi critical from ground water potential prospective by them (Table 3, construction stage item 5). • Before the start of civil works for the any component of the project the project proponent (TNHD) must obtain clearances / permits from the regional office of the Ministry of Environment and Forests & Climate Change and State Pollution Control Board as necessary.

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

B. Social Regulatory Requirements of India and Tamil Nadu

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 Relative to the Preservation of Fauna and Flora in the Natural State (1933): Preservation of Flora and Fauna.

D. Project Standards

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

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

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

F. Category of the Project

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

35. Certain sections of the project road involve expansion of the existing road to two/ Four 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.

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III. PROJECT DESCRIPTION

A. Type and Features of Project Road

37. This report on Initial Environmental Examination (IEE) deals with the environmental analysis of the project road considered under ADB supported TNICP - Upgrading Omalur – Sankari – Tiruchengode - Paramathy Road including Tiruchengode Bypass (SH-86) road. Project activities includes resurfacing, widening, restoration, and rehabilitation. It will involve improvement in project road taking into consideration of lane configuration, widening scheme, speed, embankment height and the urban or rural setting of the road. The project is linear in nature and length to be taken up for improvement is about 51.715 km.

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

Table 4: Summary Road Components and Design Standards Sl. No. Particulars Details Remarks 1 Start km SH - km 0+000 SH 86 & old NH 7 junction at Omalur From 44+690, SH 86 continued with a bypass for Tiruchengode Town for a 2 End km SH - km 44+690 length of 10.740 Km and ends at Km 71+180 of MRTE Road. 3 Total Length 51.715 km Including bypass 4 Districts 2 No. Salem/ Namakkal 5 Terrain Plain 10m - 21m at built up locations 6 Available RoW and 20m - 30m at other locations Two lane with 0.8 km from the project start is a 2 lane Earthen Shoulder 7 Carriage way with paved shoulder of 0.5m , stretch for most of the with a ROB of 11 m wide carriageway length 8 Major Bridge Nil 9 Minor Bridge 7 No’s Junction at km 36/000 is a major 10 Major Junction 6 No’s crossing with NH-544 grade separated interchange Sight Distance problems are noticed at many locations along the project road 12 Geometry Gentle due to sharp curve and vertical curves having less Stopping Sight Distance are also observed. Water supply pipeline are noticed on 13 Utilities Electric Poles, Transformers, both side of the corridor.

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Sl. No. Particulars Details Remarks Water Supply lines 14 Culverts 49No’s Pipe 29, Slab 11, Box 9. Recently constructed with 12m wide 15 ROB 1 No’s structure. Insufficient vertical clearance for the 16 RUB 1 No’s structure, a new realignment/ Bypass is proposed with 4 lane ROB 17 VUP 1 No’s @ km 36+000 - NH 544 crossing NH 544 crossing @ km 36+000 Major Road 18 1 NH, 2 SH SHU117 crossing @ km 37+100 Crossings SH 86A Crossing @ 37+500 Omalur, M.Chettipatti, Pappampadi, Tharamangalam, Ettikuttaimedu, 19 Major built-ups 11 No’s Kumarannagar, Konkanapuram, Sankari Sensitive 20 Temples Temples, mosques, churches etc. Features – 5 No’s Source: Detailed Project Report

B. Location of the Project Road

39. The project stretch starts from the junction of SH-86 and old NH-07 at Omalur built-up and ends at km 44+690 near Pullipalayam, Salem / Namakkal highways division boundary. The total length of the project stretch is around 51.715 km. The stretch is of two-lane configuration with earthen shoulders for most of the length and the terrain is almost plain. There is an overlap of 2.5 km length with SH-117 at Sankari built-up and the same will be included in the improvements.

40. The project road traverses in plain terrain passing through rural areas as well as few intermittent semi-urban and urban settlements intermittently, the alignment of project road is shown in Figure-2. In rural areas the land use on both sides is agricultural land/open spaces interspersed with small structures. The abutting land use in the built-up areas is predominantly residential and commercial. Few Educational institutions and religious structures exist along the project road in some of the villages and town sections. It is observed that the vertical alignment of the road is quite flat except at few culvert locations.

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

B.1 Right of Way (RoW)

42. The available ROW along the project stretch varies from 10m - 21m at built up locations and 20m – 30 m at other locations. The right of way is concentric to the existing carriageway for most of the length, hence widening schemes for majority of the stretch can be envisaged concentric to the existing carriageway, which will necessitate acquisition of equal distances from the both the sides.

B.2 Cross Drainage Structures 15

43. There are existing 49 culverts falling along the alignment. There is no major bridge, 7 minor bridges, one ROB (Rail Over Bridge), one RUB (Rail Under Bridge) and one overpass along the project road.

Figure 2: Proposed Omalur - Sankari - Thiruchengode - Paramathi Project Road (SH-86)

B.3 Traffic Scenario

45. The 7-day 24-hour directional classified Traffic Volume Count (TVC) was carried out at three different locations on the project road. The annual average daily traffic volumes are given below in Table 5. Traffic projections are in Table 48 in Chapter 6 of this report.

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Table 5: Summary of Annual Average Daily Traffic (AADT) on Project Road (SH- 86) HS 1 HS 2 HS3 HS4 Omalur - Tharamangalam- Konganapuram- Sankari to Location Tharamangalam Konganapuram Sankari Pullipalayam At Km 7.00 At Km 23.0 At Km 33.0 At Km 40.00 Passenger Vehicles Standard Bus 338 258 291 394 Mini Bus(<3T) 48 17 8 14 Mini Bus(>3T) 74 124 103 72 Car/Jeep/Van 1,014 927 882 1,269 Two Wheelers 4,626 2,869 3,568 5,620 Auto Rickshaws 59 31 27 100 Goods Vehicles Mini Truck (<3T) 484 500 485 364 Mini Truck (>3T) 235 361 278 80 Two Axle Trucks 948 765 945 457 Three Axle Trucks 1,114 1,093 1,503 376 MAV 441 478 612 123 Others (HMV, 3 56 94 99 EME, etc) Other Goods Vehicles Tractor+ Trailer 18 7 14 7 Tractor 4 9 7 5 Slow Moving Vehicles Bi-Cycles 108 30 25 24 Cycle Rick. 1 0 0 0 Carts 0 0 0 0 Carts (Iron 0 0 0 0 Wheeled) Others 0 0 3 1 Total Vehicles 9,515 7,525 8,811 9,005 Total PCU 13,712 12,252 14,878 9,171 Passenger 6,159 4,226 4,845 7,469 Vehicles Goods Vehicles 3,249 3,269 3,938 1,511 Slow Moving 109 30 28 25 Vehicles Source: Traffic volume Survey by the DPR Consultant (Year 2013-14)

B.4 Road Width

44. This project road has 2 lane, 7.0m carriageway with 0.5m to 2.5m earthen shoulder in the entire length except at built up sections.

B.5 Villages and builtup sections 17

45. The major built-ups falling within the project stretch includes Omalur, M.Cheetipatti, Pappampadi, Tharamangalam, Ettikuttaimedu, Kumarannagar, Konkanapuram, Sankari. Major commercial built up is seen in Tharamangalam, Pappamapadi and Konganapurnma, remaining are residential and partial commercial built ups. The builtup urban sections and villages along the project road are given in Table-6 below.

Table 6: List of Towns and Villages along the Project Road Existing Existing Length Sl. No. Name of Area Chainage Chainage (Km) (From) (To) 1 Omalur town 0/000 0/600 0.600 2 Omalur 1/342 3/810 2.468 3 M.Chettipatti 4/710 6/520 1.810 4 Sikkampatti 6/790 9/268 2.478 5 Desavilakku 13/300 16/390 3.090 6 Ettikuttaimedu 17/575 20/875 3.300 7 Moolappathai 22/875 25/530 2.655 8 29/700 30/220 0.520 9 Manjakalpatti 32/200 34/250 2.050 10 Aiveli 35/750 37/800 2.050 11 Narappanchavadi 42/380 43/900 1.520 22.541 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. • 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 relevant IRC/ MORT&H design standards adopted for the Engineering Design are given below.

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• Manual of Specifications and Standards for Two Laning of State Highways: IRC SP 73– 2015 • Manual of Specifications and Standards for Four Laning of State Highways: IRC SP 84 – 2014 • Ministry of Road Transport & Highways (MoRTH) specifications and circulars – Fifth edition.

1. Geometric Design

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

a. Design Speed

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

53. The project road has been improved to provide minimum Horizontal curve radius in most of the locations of curves to attain better alignment for the design speed of 80Kmph to 100Kmph except Bypass Location. The only physical hindrance in the existing road corridor was from the 19

road side settlements and facilities scattered all along the road. The road is designed in accordance with agreed design standards depending on the type of terrain and the land-use. Further reductions in the design speed along sensitive land uses may be adopted to reduce noise and for pedestrian safety.

b. Radii of Curve

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 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%.

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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 2/4 lane manual provision. In general Intermediate Sight distance is adopted for the 2/4 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

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 50m • Number of PVI are not be more than 4 in one km. • At locations of sight deficiency, at least Stopping Sight Distance (SSD) are provided. 21

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

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

5. Pavement Design

65. 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. Flexible pavement for new pavement or for widening shall be designed for a minimum design period 20 years (with Surfacing for 10 years and base / subbase for 20 years) Strengthening of the existing pavement shall be designed for a minimum design period of 10 years and Stage Construction is Permitted. Thickness requirements for the 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 Ministry of Surface Transport (MoRTH) and on the basis of “IRC SP: 41- 1994, Guidelines for the Design of At-grade Intersections in Rural and Urban Areas.”

8. Bus Stops

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-by are generally based on the provisions of 4 lane manual; if required.

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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 un-kerbed roads segments, the extreme edge of the sign would be 2 to 3 m from the edge of the carriageway. On kerbed road it is proposed as not less than 60 cm away from the edge of the kerb.

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.

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 junctions. One/ Two/ Three arm bracket Sodium vapour lamps have been considered.

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: 23

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

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

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

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

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

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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. Culverts and Bridges g. Geometric Design h. Intersections

1. Proposed Right of Way

89. It is proposed to improve the existing carriageway to 4-land/2-lane carriage way with paved shoulder. The proposed RoW for the 4 lane configuration has been fixed as 28m in urban/ village built-up areas and 35m in rural and 35m in bypass (30m in Tiruchengode Bypass).

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. Total 38 no. of bus bays, 16 no. of bus shelter, 3 truck lay bay and 1 toll plaza are proposed on either side of project road.

4. Cross Sectional Details

92. The existing carriageway of the project corridor is predominantly two lane carriageway with earthen shoulders on either side. The width of main carriageway varies between 7m to 7.2m, at built ups of Indra Nagar and Konganapuram four-lane carriageway is observed.

93. Uniform cross-sectional elements for both two lane and four lane configurations are formulated by CKICP and the parameters are given below. Further to the discussions with the client, the typical parameters are modified as per site conditions and final cross section elements are given below. The different type of cross sections for the project road are presented in below Table -9 and shown in Figure 3.

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Table 9: Details of Various Cross Section Proposed for Road Improvement Existing Design Sl Length PROW TCS Chainage Chainage Widening Scheme No No. Start End Start End (m) (m) 1 83.350 83.650 83.350 83.650 0.300 Eccentric LHS 24.3 Type-2 2 83.65 85.339 83.650 85.350 1.700 Concentric 24.3 Type-1 3 85.339 85.578 85.350 85.600 0.250 Eccentric RHS 24.3 Type-3 4 85.578 86.275 85.600 86.300 0.700 Eccentric RHS 24.3 Type-5 5 86.275 86.476 86.300 86.500 0.200 Concentric 24.3 Type-4 6 86.476 86.725 86.500 86.750 0.250 Eccentric RHS 24.3 Type-3 7 86.725 87.788 86.750 87.800 1.050 Concentric 24.3 Type-1 8 87.788 88.188 87.800 88.200 0.400 Concentric 24.3 Type-4 9 88.188 89.772 88.200 89.800 1.600 Concentric 24.3 Type-1 10 89.772 90.445 89.800 90.450 0.650 ROB-Retaining 11 90.445 91.100 90.450 91.100 0.650 Concentric 24.3 Type-4 12 91.1 91.285 91.100 91.280 0.180 Elevated Approach 30 Type-6 Elevated Approach- 13 91.285 91.412 91.280 91.400 0.120 30 Type-7 Pier Elevated Via Duct 14 91.412 93.87 91.400 93.850 2.450 16.5 Type-8 Portion Elevated Approach- 15 93.87 94.02 93.850 94.000 0.150 30 Type-7 Pier 16 94.02 94.17 94.000 94.170 0.170 Elevated Approach 30 Type-6 17 15.367 15.462 0.000 0.095 0.095 Sankari Arm Approach 25.5 Type-9 Sankari Arm Type- 18 15.462 15.567 0.095 0.200 0.105 25.5 Approach-pier 10 Elevated Via Duct Type- 19 15.567 15.700 0.200 0.333 0.133 18.55 Portion 11

–

–

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Figure 3: Typical Road Cross Sections

TCS-1: Four Lane Carriageway with Paved Shoulder in urban area/village area Reconstruction (Row-28m)

TCS-2: Four Lane Carriageway with Paved Shoulder in urban area/village area Reconstruction (Row-28m) –

27 –

TCS-3: Four Lane Carriageway with Paved Shoulder in urban area/village area (Eccentric widening-RHS)(Row-28m)

–

28

– TCS-4: Four Lane Carriageway with Paved Shoulder in urban area/village area (Eccentric widening-LHS)(Row-28m)

TCS-5: Four Lane Carriageway with Paved Shoulder in Rural area (Eccentric widening- RHS)(Row-35m)

TCS-6: Four Lane Carriageway with Paved Shoulder in Rural area (Eccentric widening- LHS)(Row-35m) –

–

29

TCS-7: Four Lane Carriageway with Paved Shoulder in Rural area TCS-7: Four Lane Carriageway with Paved Shoulder in Rural area (Concentric widening)(Row-35m)

TCS-8: Four Lane Carriageway with Paved Shoulder in Rural area (Reconstruction/realignment /bypass)(Row-35m)

30

–

–

31

TCS-9: Four Lane ROB approach (Sankari bypass) (Row-38m)

TCS-10: Four Lane Carriageway with Paved Shoulder in Urban area/village area (Concentric widening)(Row-24.3m)

–

32 –

TCS-11: Four Lane Carriageway in Urban area (Pappampadi village)(Row-15.625m)

TCS-12: Two Lane Carriageway with paved shoulder in Urban area (Omalur builtup section)(Row-16m) 33 –

TCS-13: Two Lane Carriageway with paved shoulder in Rural area (Proposed bypass sections) (Row-30m)

TCS-14: Toll Plaza (Toll Plaza)(Row-50m)

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5. Realignment and Bypasses

94. The realignments are proposed at locations where the existing geometric is found deficient and to provide a safe movement for traffic without affecting the level of service with design speed. The realignments are proposed at 6 locations. The major realignment is proposed from km 24+ 310 to km 24+650 for a length of 340m at Moolapthai.

95. The project involves construction of new 4 lane bypasses at Konganapuram from 25+560 to 28+775 (Design Chainage 25+530 to 29+160) of 3.630 km length, Sankari town from Km 37+400 to 43+200 (Design Chainage from 37+800 to 42+380) of 4.580 km length and new 2 lane bypass for Tiruchengode town from 44+690 of SH 86 to 71+190 of SH 79 (Design Chainage 0+000 to 10+740) of 10.740km length. There is a need for land acquisition for road widening and at the location of realignments. The total land acquisition for the project road improvement has been estimated as 89.8 Hectares.

Table 10: New Bypasses along the Project Road (SH-86) Design Chainage Length of PROW Bypass (km) bypass (m) Start End (km) Konganapuram Bypass 25+530 29+160 3.63 35 Sankari Bypass 37+800 42+ 380 4.58 35 Tiruchengode Bypass 0 10+740 10.740 30

6. Culverts and Bridges

96. There are total 49 culverts exist along this corridor. 29 Pipe culvert is proposed to reconstruct as Box culvert. There are total 11 slab culverts. Out of these, 1 slab is proposed for widening and 10 slab culverts are proposed for reconstruction with RCC box culvert, due to the poor condition or lesser opening size. RCC return walls along with rigid apron, curtain walls and flexible aprons are proposed for the box culverts. Thick vegetation chocking the culvert mouths shall be cleaned. There are total 17 box culverts present along the stretch of existing road section. Out of these, 9 box culverts are proposed for reconstruction with RCC box culvert, due to the poor condition or lesser opening size. One box culvert is proposed for widening with the same opening size to match with the roadway width of approaches. RCC return walls along with rigid apron, curtain walls and flexible aprons are proposed for the box culverts. And 32 no of new culverts are proposed in Bypass stretches (including 18 no of new Culverts are proposed in Tiruchengode Bypass). A total no of 81 RCC box Culverts are proposed in this project road.

97. Total 9 bridges are present in the Project Stretch. Out of these, 7 existing bridges are minor bridges, 1 ROB and 1 is RUB. Out of these 7 Minor Bridges, at 4 locations RCC slab type of superstructure is provided. At one location Steel I-Girder is provided and remaining 1 location RCC I-Girder is provided for main carriage way and RCC T-Beam are provided for service road which is present on both LHS and RHS. For the existing RCC Slab Bridges, at 3 locations RCC wall type of substructures and at 1 location SSM wall type of substructure are provided. At RCC I-Girder and RCC T-Beam location RCC wall type of Substructure is provided and remaining one steel I-Girder location SSM wall type of substructure is provided. One normal slab bridge and 2 cut stone slab bridges are also present. Open Foundations are provided for all the bridges. Details of improvement proposal for culverts are presented in Table-11.

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Table 11: Improvement Proposals for Culverts along SH-86 Project Road

Existing Span /Opening Sl. Proposed Span Chainage Type of Culvert with span length Type No. Chainage Configuration (km) (m)

Reconstruction of Pipe Culverts to Box Culverts 1 0+276 0+305 Pipe 2 x 0.9 1 x 2 x 2 m Box 2 1+600 1+570 Pipe 2 x 0.9 2 x 1.5 x 2 m Box 3 1+930 1+956 Pipe 1x 0.9 1 x 1.5 x 2 m Box 4 3+400 3+426 Pipe 1x 0.9 1 x 1.5 x 2 m Box 5 4+500 4+508 Pipe 1x 0.9 1 x 2 x 2 m Box 6 4+760 4+780 Pipe 1 x 0.9 1 x 2 x 2 m Box 7 6+600 6+602 Pipe 2 x 0.9 1 x 2 x 2 m Box 8 6+700 6+688 Pipe 1 x 1 1 x 2 x 2 m Box 9 6+790 6+773 Pipe 3 x 0.9 1 x 3 x 2 m Box 10 16+400 16+334 Pipe 2 x 0.9 1 x 2 x 2 m Box 11 17+150 17+026 Pipe 1 x 0.9 1 x 2 x 2 m Box 12 17+200 17+081 Pipe 1 x 0.9 1 x 2 x 2 m Box 13 17+430 17+341 Pipe 3 x 0.9 1 x 4 x 2 m Box 14 17+550 17+426 Pipe 2 x 0.9+2x1.2 1 x 4 x 2 m Box 15 30+280 30+643 pipe 2 x 0.9 1 x 2 x 2 m Box 16 30+320 30+660 Pipe 2 x 0.9 1 x 2 x 2 m Box 17 30+750 31+026 Pipe 2 x 0.9 1 x 2 x 2 m Box 18 31+080 31+460 Pipe 2 x 0.9 1 x 2 x 2 m Box 19 31+500 31+910 Pipe 2 x 0.9 1 x 2 x 2 m Box 20 31+780 32+151 Pipe 5 x 0.9 1 x 5 x 2 m Box 21 32+750 33+151 Pipe 3 x 0.9 1 x 3 x 2 m Box 22 33+360 33+763 Pipe 2 x 0.9 1 x 2 x 2 m Box 23 33+660 34+028 Pipe 2 x 0.9 1 x 2 x 2 m Box 24 33+750 34+113 Pipe 2 x 0.9 1 x 2 x 2 m Box 25 34+280 34+705 Pipe 2 x 0.9 1 x 2 x 2 m Box 26 34+600 35+033 Pipe 1 x 0.9 1 x 2 x 2 m Box 27 35+100 35+499 Pipe 3 x 0.9 1 x 3 x 2 m Box 28 43+600 42+841 Pipe 2 x 0.9 1 x 2 x 2 m Box 29 43+770 42+954 Pipe 4 x 0.9 1 x 4 x 2 m Box Reconstruction of slab culverts to RCC Box Culverts 1 2+405 2+435 Slab 2 x 2.5 1 x 5 x 1.5 m Box 2 3+103 3+128 Slab 2x3.0 2 x 3 x 2 m Box 3 3+930 3+965 Slab 1 x 1.2 1 x 2 x 2 m Box 4 5+100 5+111 Slab 1x1 1 x 3 x 1.5 m Box

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5 12+820 12+712 Slab 2 x 1.3 1 x 2.6 x 1.5 m Box 6 13+430 13+309 Slab 2 x1.3 1 x 2.6 x 1.5 m Box 7 14+180 14+068 Slab 1x1 1 x 2 x 1.5 m Box 8 34+800 35+258 Slab 1 x 3 1 x 2 x 1.5 m Box 9 36+400 36+774 Slab 1x 0.9 1 x 1.5 x 1.5 m Box 10 36+600 36+949 Slab 1x 1.5 1 x 2 x 1.5 m Box Existing Box culverts to be re-constructed as new Box culverts 1 1+958 1+982 Box 2 x2 1 x 4 x 2 m Box 2 24+500 24+459 Box 1 x 1 1 x 2.0 x 2 m Box 3 30+420 30+809 Box 1 x 1 1 x 2 x 2 m Box 4 31+850 32+268 Box 1 x 2.5 1 x 5 x 2 m Box 5 34+150 34+515 Box 1 x 1 1 x 2 x 2 m Box 6 36+750 37+104 Box 1 x 1.5 1 x 2 x 2 m Box 7 36+950 37+475 Box 1 x1 1 x 2.0 x 2 m Box 8 43+950 43+204 Box 1 x 1 1 x 2 x 2 m Box 9 44+500 43+689 Box 1 x 4 1 x 2 x 2 m Box List of Box culverts to be widened 1 37+300 37+709 Box 1x 4 1x 4 x 4 m Box

Additional new box culverts

Existing Proposed Proposed Span S.No Type Chainage Chainage Improvement Configuration

1 19+200 19+076 Newconstruction 1 x 2 x 1.5 m Box 2 21+800 21+676 Newconstruction 1 x 2 x 1.5 m Box 3 Bypass 25+985 Newconstruction 1 x 2 x 2.0 m Box 4 Bypass 26+215 Newconstruction 1 x 2 x 1.5 m Box 5 Bypass 26+695 Newconstruction 1 x 2 x 1.5 m Box 6 Bypass 28+500 Newconstruction 1 x 6 x 2 m Box 7 29+000 29+680 Newconstruction 1 x 2 x 1.5 m Box 8 Bypass 38+173 Newconstruction 1 x 3 x 1.5 m Box 9 Bypass 38+620 Newconstruction 1 x 2 x 1.5 m Box 10 Bypass 39+090 Newconstruction 1 x 2 x 1.5 m Box 11 Bypass 39+835 Newconstruction 1 x 6 x 2 m Box 12 Bypass 40+474 Newconstruction 1 x 2 x 1.5 m Box 13 Bypass 41+100 Newconstruction 1 x 3 x 3.5 m Box 14 Bypass 41+700 Newconstruction 1 x 4.5x 3.5 m Box Additional 2 lane Culverts @ Tiruchengode Bypass 1 Bypass 0+480 Newconstruction 1 x 2 x 1.5 m Box 2 Bypass 1+220 Newconstruction 1 x 6 x 1.5 m Box 37

3 Bypass 1+920 Newconstruction 1 x 2 x 1.5 m Box 4 Bypass 3+420 Newconstruction 1 x 3 x 3 m Box 5 Bypass 4+040 Newconstruction 1 x 2.5 x 2.5 m Box 6 Bypass 4+630 Newconstruction 1 x 3 x 3 m Box 7 Bypass 5+190 Newconstruction 1 x 2 x 2 m Box 8 Bypass 5+560 Newconstruction 1 x 2.5 x 2.5 m Box 9 Bypass 6+210 Newconstruction 1 x 3 x 3 m Box 10 Bypass 6+830 Newconstruction 1 x 3 x 1.5 m Box 11 Bypass 7+100 Newconstruction 1 x 2.5 x 2.5 m Box 12 Bypass 7+850 Newconstruction 1 x 6.0 x 4.0 m Box 13 Bypass 8+750 Newconstruction 1 x 2 x 1.5 m Box 14 Bypass 8+990 Newconstruction 1 x 2.5 x 2.5 m Box 15 Bypass 9+540 Newconstruction 1 x 2.5 x 2.5 m Box 16 Bypass 9+950 Newconstruction 1 x 2.5 x 2.5 m Box 17 Bypass 10+208 Newconstruction 1 x 6.0 x 2.5 m Box 18 Bypass 10+610 Newconstruction 1 x 2 x 1.5 m Box

Table 12: Reconstruction of Existing Minor Bridge Existing Design Existing Proposed Propose Sl. Chainag Chaina Span Proposed Span d Total Proposal No e ge Arrangeme Type Arrangem Width (km) (km) nt ent (m)

12.5m + Reconstructio 1 4+360 4+378 1x7.6m Box type 1 x 10m Median n + 12.5m

RCC T- beam with 12.5m + Reconstructio RCC 2 5+810 5+740 3 x 9m 2 x 14m Median n substructure + 12.5m & open foundation Widening of narrow bridge Proposed Existing Design Existing Proposed Sl. Proposed Total Chainage Chainage Span Proposal Span No Type Width Arrangement Arrangement (km) (km) (m) Existing RCC T- Bridge beam, RCC retained Slab with 8.5m + and 1 16+625 16+520 5 x 8.7m RCC 5 x 8.7m Median + additional substructure 12.5m 2 lane & open Bridge foundation proposed

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Existing Bridge RCC T- retained beam with 8.4m + and RCC 2 23+125 23+000 2 x 7m 1 x 14m Median + additional substructure 12.5m 2 lane & open Bridge foundation proposed Additional new bridge Existing Design Proposed Sl. Proposed Total Chainage Chainage Proposed Type Span No Width (m) (km) (km) Arrangement

RCC Box 12.5m + Median + 1 Bypass 27+180 2 x 8 x4 m Structure 12.5m RCC Box 12.5m + Median + 2 Bypass 38+870 Structure 2 x 6 x 3m 12.5m RCC Box 12.5m + Median + 3 Bypass 39+220 Structure 3 x 6 x 2.5m 12.5m

RCC T beam 12.5m + Median + 4 Bypass 40+600 1 x 20m structure 12.5m

7. Borrow and Quarry Materials Sourcing

98. About 593,000 cum of coarse aggregate 42,000 cum of fine aggregates and 765,000 cum of borrow earth is estimated to be required for the constructional activities of road section. The information about existing stone Quarries, Morum Quarries/ Borrow pits, Sand Quarries was collected from local TNHD Divisional Offices and Sub divisional Offices, local construction contractors and local material suppliers throughout the project area, from other sources and from direct observation and by site visits. Location maps and type of material available in each project road were also collected and produced. The suitability of the materials sources is evaluated based on laboratory testing. After analyzing the suitability of those material sources quantitatively and qualitatively, the lead chart is prepared. The Locations of borrow area for the project road has been shown in Appendix 2 summary is presented in below Table-13.

Table 13: Quarry sources along the project road Metal Material Source Lead Distance 1 Punnam Chatram 55 km from km 45+200 2 Panamarathupatti Quarry 50 km from km 0+000 3 Venkaynoor Crushers 7 km from km 0+000 Sand Material Source Lead Distance 1 Musiri 90 km from Ch:45+200

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8. Geometric Design

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

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

101. The design speed all along the project road is designed as 80kmph to 100kmph and will be kept as the operational speed., except at certain curve locations.

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

9. Junction Improvements

102. Ten major junctions have been envisaged along the project stretch and are improved as at grade junctions considering the category of the cross roads and movement of the traffic. Rest junctions are classified as minor junctions. List of major junctions are given in Table 14.

Table 14: Junction Improvement with Transverse Rumble Strip on Project Road Sl No. Existing Design Type Remarks (km) (km) List of major junctions 1 0+000 0+000 T Omalur Junction 2 1+600 1+600 T Road 3 9+240 9+225 T Tharamangalam Bypass/Start 4 12+250 12+150 T Tharamangalam Bypass/End 5 16+575 16+450 T Jalagandapuram Jn – MDR 134 6 25+560 25+530 T Konganapuram Bypass/Start 7 Bypass 27+060 + Salem to Edapadi 8 28+775 29+160 T Konganapuram Bypass/End 9 37+100 37+500 T Old NH – Salem to cochin 10 37+360 37+800 T Sankari Bypass Start 11 43+200 42+380 T Sankari Bypass End 12 44+690 43+900 T Tiruchengode Bypass Start 13 Bypass 5+930 + Salem to Tiruchengode 14 Bypass 10+740 T MRTE Sl. Existing Design Type of Category of Side Cross Road Leads No. (km) (km) Junction Intersection to (+, T, Y) List of minor junctions 1 0+190 0+210 Y Street Road RHS KMK Street

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2 0+358 0+380 T Street Road LHS Railway station 3 0+430 0+460 T Street Road Staggere Kadai Veedhi d 4 0+580 0+560 Y Street Road RHS Taluk office road 5 1+950 1+970 T VR Staggere Anaigoundampatty d 6 2+220 2+250 Staggered VR RHS Kottagoundampatty 7 3+030 3/060 T ODR RHS Amaragundhi 8 3+150 3/180 T VR LHS Muthunaickanpatty 9 4+790 4+800 T ODR LHS Muthunaickanpatty 10 5+500 5+520 T ODR RHS M Chettipatti 11 6+200 6+200 T ODR RHS Ammankovilpatti 12 6+910 6+900 T VR LHS Sikkampatty 13 7+285 7+285 T ODR RHS Amaragundhi 14 7+625 7+610 T VR RHS Vedapatty 15 7+940 7+930 T VR RHS Sikkampatty 16 8+650 8+625 T VR RHS Sakthi Mariamman Kovil 17 9+000 8+990 T VR LHS Vedapatti 18 12+625 12+520 T ODR RHS Thuttambatti 19 12+785 12+680 T VR LHS Latchumayur Road 20 14+300 14+200 + ODR Staggere Steel plant (LHS) d Poolambatti (RHS) 21 16+190 16+085 T VR LHS Karuthanur 22 16+250 16+165 Y Old SH RHS Santhai Road 23 16+915 16+800 T MDR 134 LHS 24 18+490 18+385 T ODR RHS Mettupalayam 25 18+800 18+705 T VR LHS Sekkumedu Road 26 19+315 19+245 T VR RHS Mettupalayam 27 19+580 19+470 T VR RHS SIDCO Road 28 20+300 20+260 + VR LHS - Ekapuram, RHS - Sadayampalayam 29 20+340 20+300 Y VR LHS Elayampalayam 30 20+570 20+545 T VR RHS Pachaliyur 31 20+720 20+690 T VR LHS Pallipatti 32 22+220 22+200 T ODR LHS Pallipatti 33 22+680 22+650 Y VR Staggere LHS-Vadugapatti d RHS- Kombakadu Road 34 22+800 22+780 Y VR Left Kachupalli 35 22+920 22+900 T VR Right Kombakadu 36 23+250 23+230 T VR Right Andipalayam Road 37 23+570 23+550 Y ODR Left Vadugapatti 38 Bypass 27+450 + VR Both LHS-Erumaipatty sides RHS- Konganapuram town 41

39 Bypass 27+910 + MDR 843 Both LHS-Vaikuntam RHS- sides Konganapuram town 40 29+040 29+425 T VR LHS Vellakalpatty 41 29+340 29+730 T VR RHS Vettukadu 42 29+390 29+780 T VR RHS Ammankattur 43 29+520 29+910 T VR RHS Varathankattanur 44 30+170 30+550 T VR LHS Olakkachinnanur 45 30+420 30+800 T ODR RHS Ammankattur 46 31+260 31+640 T VR RHS Alakadu 47 31+790 32+200 T VR LHS Mamarathanur 48 32+430 32+830 T VR LHS Olakkachinnanur 49 32+500 32+900 T VR RHS Thangayur 50 33+710 33+630 T VR RHS Manjakalpatti 51 36+180 36+600 Y VR LHS Aiveli 52 37+200 37+540 T ODR LHS Akkamapettai 53 Bypass 38+640 + VR Both LHS-Aiveli, RHS- sides Sankari 54 Bypass 38+900 T VR LHS Akkamapettai 55 Bypass 39+195 + VR Both LHS-Kasthuripatti, sides RHS-Sankari 56 Bypass 40+245 + VR Both LHS-Kozhikalnatham, sides RHS-Sankari 57 Bypass 41+375 + VR Both LHS-Puthur, RHS- sides Konakadu 58 Bypass 41+595 + VR Both LHS-Kozhikalnatham, sides RHS-Sankari RS 59 43/370 42/570 T VR LHS Narappanchavadi 60 43/575 42+570 T VR LHS Puthur 61 Bypass 0+560 + VR Both LHS- sides Anaikalpalayam, RHS- Morur 62 Bypass 1+060 + VR Both LHS- Maangadu, sides RHS- Palamadai 63 Bypass 1+900 + ODR Both LHS- sides Kozhikalnatham, RHS- Palamadai 64 Bypass 3+320 + VR Both LHS-Thiruvandipatti, sides RHS- Tiruchengode 65 Bypass 3+985 + VR Both LHS-Kozhikalnatham, sides RHS- Tiruchengode 66 Bypass 4+500 + VR Both LHS-Neikarapatti, sides RHS- Tiruchengode 67 Bypass 7+700 + ODR Both LHS- sides Kailasampalayam, RHS- Oduvampalayam 68 Bypass 8+100 + VR Both LHS- sides , RHS- Andrapatti 69 Bypass 8+775 + VR Both LHS- sides Sakthinayakkanpalay

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am, RHS- Oduvampalayam 70 Bypass 9+000 + VR Both LHS- sides Kumarapalayam, RHS- Oduvampalayam 71 Bypass 10+200 + VR Both LHS- sides Kumarapalayam, RHS- Sadayagoundampala yam

10. Water for Construction

103. The water requirement has been assumed based on past project experience and on the strict quality control basis. A domestic requirement of 150 liters per worker for each day has been assumed. For this project about 200 resident workers have been considered. A volume of 450 KLD (30 KLD domestic water demand and average 400 KLD water required for construction activities) 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

104. 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 site camp management is given in Appendix 9.

G. Project Cost

105. Based on the bill of quantities and unit rates, the total project cost (basic civil cost, GST, land acquisition and rehabilitation, utility shifting, other contingencies, etc.,) was estimated for project road from Rehabilitation and upgrading to 4/2 lane with paved shoulders of Omalur – Sankari – Tiruchengode - Paramathy Road including Tiruchengode Bypass (SH-86) road project in the state of Tamil Nadu with 7 years maintenance under EPC mode is about INR 749.95 Cr.

H. Construction Packaging and Implementation Schedule

106. 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 36 months is proposed for construction. The project is proposed to be undertaken through International Competitive Bidding (ICB).

I. Project Benefits

107. The implementation of various project items is envisaged to have the following direct benefits: 43

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

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IV. DESCRIPTION OF THE ENVIRONMENT

A. Introduction

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

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

109. The data on water, soil, air and noise were collected through field monitoring. The environmental monitoring was carried out by NABL accredited laboratory “Global Lab and Consultancy Service Pvt. Ltd.”, Salem in the last quarter of 2019 for baseline air, noise, water and soil parameters. Climatological data was collected from India Meteorological Department. Efforts have been made to compile the available data from literature, books, maps and reports. The methodology adopted for data collection is highlighted wherever necessary. Environmental attributes and frequency of baseline surveys are presented in Table-15. The environment parameters monitoring locations are shown in Figure 4. The baseline parameters are selected as specified by regulatory agencies in India and number and locations of the sampling are selected with due consideration to environmental sensitivity along the project line alignment and as agreed upon with the client.

Table 15: Environmental Attributes and Frequency of Monitoring

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

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

S. No Attribute Parameter No. of Samples Source

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

Figure 4: Environmental Monitoring Locations along the Project Road

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

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B. Physical Environment

110. 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

111. 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.

112. 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.

113. 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).

114. 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

115. The rainy season starts with the pre-monsoon showers towards the end of May and the Southwest and Northeast monsoons arrive in June. It rains very heavily during monsoons. The average annual rainfall is around 1500 mm

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

117. Rainfall in Salem district is moderate. The average rainfall for the last 5 years works out to 958 mm, which is higher than the State average of 943 mm. However, the long term average rainfall for Salem is only 898 mm. No. of average rainy days per year is 52. The north east monsoon period is the major rainy season accounting for 36% of the normal rainfall, followed by southwest monsoon (45%)(Source: DPR).

118. The actual rainfall in Namakkal and Salem districts for the last five years (2014-2018) as provided by the Hydro-met division of the India Meteorological Department is given in Table 16. The rainfall distribution for project districts is presented in Figure 5, showing portion of low rainfall region. No rainfall was observed during the field monitoring carried out in the months of November - December 2019. 47

Table 16: Rainfall in Project Region Rainfall for Namakkal District (mm) Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 2014 0 0.6 0 21.4 96.2 35.7 34.8 67.3 81.9 195.5 44.8 11.3 2015 24.5 1.1 2.7 107.8 75.4 45.2 23.6 65.7 164.3 115 162.3 31.9 2016 0 0 0 5.3 85.6 35.4 125.2 49.4 31.3 24.2 7.4 25.9 2017 6.3 0 16.8 26.9 98 24 45.1 115.2 194.8 149.8 43.6 63.1 2018 0 26.8 14 13.6 155.8 33.2 41.5 61.1 120.9 106.5 63.7 12.4 Rainfall for Salem District (mm) 2014 0 1.1 6.8 5.1 142.2 80.1 22.2 122.7 144.8 253.3 53.9 25.5 2015 17.5 4.5 30 143.3 103.7 80.3 31.9 104 132.1 152.2 276.5 59.3 2016 0 0 0 2.8 128.4 83.6 139.4 99.7 23.3 35.4 6.7 58.2 2017 12.2 0 32.9 22.4 112.6 24.5 37.4 199.4 223.4 212.1 64 65.8 2018 2.4 13 31.1 10.4 137.7 77.6 79.4 54.6 119 92.5 83.5 11.6 Source: IMD

Figure 5: Rainfall Distribution Map of Tamil Nadu

Project Road

b. Temperature

119. The maximum and minimum temperature in project districts ranges between 14.58 oC and 37.92 oC. Salem district is comparatively warmer than Namakkal district. Maximum temperature recorded in the months of March-May and minimum temperature recorded in the months of November to February.

120. The minimum, maximum and average temperature observed along the alignment during field monitoring (November- December 2019) was 19.3 °C, 28.5 °C and 24.5 °C respectively. Monthwise temperature data throughout the year of project districts is presented in below Table

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17. Project region falls in strong hyperthermic zone as per temperature distribution map of Tamil Nadu State Figure 6.

Table 17: Monthly Temperature Data of Project Districts Namakkal District Month Monthly Temperature Values (oC) Maximum Minimum Mean Jan 26.30 14.58 20.43 Feb 28.24 15.71 21.97 Mar 30.36 17.69 24.02 Apr 31.22 19.81 25.52 May 30.96 20.12 25.54 Jun 28.65 19.48 24.07 Jul 27.65 18.96 23.31 Aug 27.53 18.74 23.14 Sep 27.74 18.46 23.12 Oct 26.79 18.03 22.41 Nov 25.61 16.87 21.25 Dec 25.31 15.44 20.37 Avg 28.03 17.82 22.93 Salem District Month Monthly Temperature Values (oC) Maximum Minimum Mean Jan 31.80 19.48 25.64 Feb 34.36 21.01 27.67 Mar 36.93 23.20 30.05 Apr 37.92 25.62 31.75 May 37.48 25.32 31.38 June 35.27 24.51 29.88 Jul 34.16 23.85 29.00 Aug 33.69 23.53 28.59 Sep 33.66 23.31 28.48 Oct 32.46 22.88 27.66 Nov 31.27 21.69 26.47 Dec 30.55 20.10 25.30 Avg 34.13 22.89 28.49 Source: DPR

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Figure 6: Temperature Distribution Map of Tamil Nadu

Project Road

c. Humidity

121. Namakkal district records higher relative humidity due to the hill areas surrounding the district. Relative humidity variation between day and night are higher resulting in higher probability of pest and disease incidences. The highest humidity recorded in the month of October which is 81.1% and the lowest humidity recorded in the month of March, which is 52.41%.

122. In Salem district, relative humidity is high during the south west monsoon period and generally moderate in the rest of the year. But on an average the relative humidity is low at Salem compared to that of Namakkal. The humidity in the summer afternoons is comparatively very low. The highest humidity recorded in the month of October (~ 71%) and the lowest in the month of March (~ 46 %). The minimum, maximum and average humidity observed along the alignment during field monitoring was 63 %, 100% and 81 %; respectively. The project area of influenc area (PAI) has semiarid climate as shown in Figure 7.

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Figure 7: Humidity Map of Tamil Nadu

Project Road

d. Winds

123. 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.

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

125. The minimum, maximum and average wind speed observed along the alignment during field monitoring (November- December 2019) was 2, 22 and 8.1 kmph; respectively. The dominating wind direction observed along the alignment during field monitoring was E (East) followed by ENE (East-North -East. The average monthly wind speed of project districts is presented in Table 18.

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Table 18: Average Monthly Wind Speed data of the Project Districts Wind Speed (Km/hr) Month Salem Namakkal Jan 3.85 6.08 Feb 3.85 5.96 Mar 4.25 6.84 Apr 4.44 6.76 May 3.77 7.64 Jun 4.36 11.6 Jul 4.06 11.29 Aug 3.72 10.37 Sep 2.79 7.38 Oct 2.45 5.91 Nov 2.81 5.15 Dec 3.4 7.95 Source: Data collected from IMD, Pune for Salem and Namakkal, from http://weatherspark.com

e. Climate Risks and Vulnerability

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

2. Topography and Geography

127. 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 Namakkal and Salem districts.

128. Salem district is one of the largest districts in Tamil Nadu. The elevation of landscape generally ranges from 150 m to 400 m amsl with the exception of , which is at 1500 m above MSL. Salem district is intersected by numerous hills. Shervroy Hills and adorn the district with natural beauty and forest wealth. The district forms part of the upland plateau region of Tamil Nadu with many hill ranges, hillocks and undulating terrain with a gentle slope towards east. The prominent geomorphic units identified in the district through interpretation of satellite imagery are 1) Plateau, 2) Structural hills, 3) Bazada zone, 3) Valley fill, 4) Pediments, 5) Shallow Pediments and 6) Buried Pediments.

129. The northern portion of Namakkal is mountainous and the southern areas are plains. The plain area of the district can be divided into 3 elevation stages. The lower elevation (below 150 m) has Namakkal and Paramathy taluks which are being benefited by Cauvery River. The mid elevation (150-300 m above M.S.L.) occupies the major area in all taluks. The high elevation area are the Kollimalai range, with peaks 1219 m, spreads over mainly in Rasipuram and Namakkal taluks. The average altitude of the district is 300 m above MSL. Topographically project region is plain area with scattered hillock. The relief and slope of the project area is depicted in Figure 8 below.

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

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130. The project road stretch mostly passes through Salem district and it consists of plain and rolling terrains. The elevation of the project road is varying from 230m to 315m AMSL with average of 267m AMSL. The highest elevation is noticed at Sankari town area in the project road, where as the lowest is at Konganapuram. The proposed bypass alignment for Tiruchengode town is passing entirely through plain terrain and have dropping profile. The highest elevation is observed between Okkilipatti and Karukkampalayam, which is about 278m and lowest at Kumaramangalam which shows an elevation of 221m and the proposed alignment shows an average elevation of 254m.

Figure 8: Relief and Slope Map of Project Districts

Project Road

3. Geology and Mineralogy

131. Geologically, the entire state can be broadly classified into hard rock or Crystalline Formation and Sedimentary Formations. Nearly 73% of the state is underlain by crystalline rocks of Archean metamorphic complex comprising of granite, charnockites, gneisses, chists etc. They are further intruded at many places by quartz veins, pegmatites and other ultra-basics like dolomites. The sedimentary rocks occur along the coast, flanking the crystalline mass in the west. This sedimentary formation mainly comprises of recent alluvial deposits, tertiary sandstone, lignite, cretaceous limestone, argillaceous sandstone etc. Besides these, sporadic occurrences of upper Gondwana formations consisting of compact sandstone, shale etc, are found as thin and isolated patches. As observed, geological formation in the project region comprises mainly of alluvium. Figure 9 shows the rocks and minerals map of project districts with marked project road. As observed from map, no minerals are found along the project road. 53

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

133. The predominant geological formations of Salem district are Alluvium, Colluvium, Laterite, Granite, Dolerite, Quartzite, Charnockite and Granite Gneiss. Salem district finds very important place in the rocks & mineral map of Tamil Nadu. Bauxite, Dunite, magnetite, quartz, limestone, soapstone and granite are important minerals available in the district.

134. Namakkal district consists of mainly black and multi-color granite, Charnockite and Limestone rocks. The mineral deposits in the district include Bauxite, Quartz, Feldspar, Platinum and Manganese. Recently, Geological Survey of India has found platinum prospects in Namakkal district. The predominant geological formations of Namakkal district are Alluvium, Colluvium, Laterite, Granite, Dolerite, Quartzite, Charnockite and Granite Gneiss.

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

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

Project Road

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4. Soil Characteristics

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

137. The soils in Salem district can be broadly classified into 6 major soils types viz., Red in- situ, Red Colluvial Soil, Black Soil, Brown Soil, Alluvial and Mixed Soil. Major part of the district is covered by Red insitu and Red Colluvial soils. The soils of the Namakkal district can be classified under 6 categories viz., Red loam, Lateritic, Black, Sandy Coastal alluvial, Red sandy and Clay loam. Figure 10 below shows the soil map of the project district with the marked project road.

138. It could be seen from the figure 10 that majority of the area in the district is covered by red gravel and read loamy. The red loamy soils are suitable for cultivation of crops under both rain fed and irrigated conditions. The lateritic soils which are little acidic in nature is found in the region of the district. The soil is suitable for cultivation of some fruit crops and plantation crops like Cardamom in the higher reaches. Sandy coastal alluvial soil is found adjoining the river and canal irrigated areas in the Kabilarmalai block. The red sandy soil dominates the Puduchatram block.

Figure 10: Soil Types in Project District

Project Road

139. The soil quality monitoring was carried out at 3 locations during DPR preparation. Soil monitoring details are given in Table 19. These soil samples were analysed for physical characteristics (colour, texture, water retention capacity, infiltration rate and density), particle size 55

distribution, chemical characteristics (pH, electrical conductivity and organic carbon), and nutrient contents (NPK). Soil quality monitoring results are given in Table 20 while the monitoring locations have been shown in Figure 4 for the project road.

Table 19: Details of Soil Sampling Location along the Project Road Monitoring Name of the Location Monitoring Locations & Location Environmental Setting SQ1 Omalur At km 0+300, major settlement SQ2 Mettupalayam pirivu At km 20+100, rural settlement SQ3 Nattuvapalayam At km 42+100, rural settlement

Table 20: Soil Quality Monitoring Results for the Project Road Sl. No Test Parameters Project Road SQ1 SQ2 SQ3 1 Texture a) Sand 69.7% 74.2% 78.8% b) Silt 27.3% 6.4% 15.2% c) Clay 3.0% 19.4% 6.0% 2 Soil Type Sandy Loam Sandy Clay loam Silt Loam 3 Colour Black Reddish Brownish 4 Moisture Content 4.20% 10.5% 2.1% 5 Electrical Conductivity at 80.4 µmhos/cm 87.8 µmhos/cm 165.2 µmhos/cm 250C (1:5 Soil Extract) 6 pH at 250C 8.17 8.04 7.82 7 Organic Carbon 2840 mg/100gm 3180 mg/100gm 1840 mg/100gm 8 Nitrogen as N 22.4 mg/100gm 18.2 mg/100gm 10.8 mg/100gm 9 Phosphorous as P 12.22 mg/100gm 23.54 mg/100gm 18.6 mg/100gm 10 Potassium as K 104.08 mg/100gm 140.7 mg/100gm 239.5 mg/100gm 11 Chloride as Cl 14.86 mg/100gm 10.14 mg/100gm 128.4 mg/100gm 12 Sodium as Na 77.15 mg/100gm 53.39 mg/100gm 62.24 mg/100gm (Available) 13 Sodium Absorption Ratio 12.4 22.8 26.8 14 Bulk Density 1.2609 g/cm3 1.2764 g/cm3 1.4598 g/cm3 15 Water Holding Capacity 20.8% 20.8% 24.2% 16 Infiltration 12.4 cm/hr 12.4 cm/hr 7.2 cm/hr 17 Cation Exchange 24.2 meq/100g 24.2 meq/100g 20.8 meq/100g Capacity 18 Cadmium asCd < 2.0 mg/Kg < 2.0 mg/Kg < 2.0 mg/Kg 19 Chromium as Cr < 2.0 mg/Kg < 2.0 mg/Kg < 2.0 mg/Kg mg/Kg mg/Kg 20 Copper as Cu 36.4 mg/Kg 36.4 mg/Kg 24.8 mg/Kg 21 Iron as Fe 260.8 mg/Kg 260.8 mg/Kg 160.4 mg/Kg 22 Manganese as Mn 311.3 mg/Kg 311.3 mg/Kg 285.1 mg/Kg 23 Lead as Pb < 2.0 mg/Kg < 2.0 mg/Kg < 2.0 mg/Kg 24 Zinc as Zn 44.8 mg/Kg 44.8 mg/Kg 36.4 mg/Kg 25 Nickel as Ni 29.5 mg/Kg 29.5 mg/Kg 48.7 mg/Kg Source: Monitoring undertaken during DPR preparation

140. The pH levels of the soils show that soils are slightly basic in nature ranging from 7.82 to 8.17. The soil type shows that soils are mostly sandy along the project road. The nutrient status

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of soil is also a key element in agriculture. Above results also shows that the soils of the study area have good amount of primary nutrients i.e., Nitrogen (N), Phosphorus (P) and Potassium (K) content. From the results it can be observed that the soil in the project area is fertile with high agricultural productivity with appropriate use of fertilizer.

5. Seismicity and Volcanic Activity

141. 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.

142. The project road partially falls within zone II (low risk zone) and partially falls within zone III (moderate risk zone) and relevant provisions in IRC- 6:2010 have been adopted in the design. The seismic map of Tamil Nadu has been shown in Figure 11.

Figure 11: Seismic Map of Tamil Nadu State

Project Road

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(Source: Tamil Nadu State Disaster Management Perspective Plan)

6. Water Resources and Hydrology

6.1 Hydrology

143. Salem district is drained by tributaries of Cauvery and Vellar rivers. Cauvery river, which is perennial in nature, flows along the western and southern boundaries of the district. Sarabanga and Tirumanimuttar are important tributaries of Cauvery river and originate in the Shevroy hills. The Swetha and Vasishta rivers are tributaries of Vellar river. The originates in the Kollimalai and flows eastwards and joins the Vellar river. The Vasishta river originates in the chitteri hills and flows southwards and joins the Vellar river. In general, the district is characterized by dentritic drainage.

144. Major source of water for irrigation in Salem district is Cauvery River, which supplies water for 0.15 ha of agricultural land. Salem district is not endowed with any major irrigation system except which irrigates about 0.15 lakh hectares through the West Bank canal of the Cauvery. Wells are the main source of irrigation in Salem district which constitutes about 97 percent of the total area under irrigation; both net and gross irrigated area. The irrigation intensity is 82 percent.

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

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

147. There are four canals namely, Mettur canal, Raja Vaikkal, Vaikkal and Kumarapalayam. The four canals pass through three taluks and four blocks, the Figure-12 shows irrigation and hydrology map of the project districts. Among the canal ayacut area, the area covered by the Mettur canal is the largest and Mohanur Vaikal is the smallest.

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Figure 12: Map Showing Irrigation and Hydrology of the Project Districts

Project Road

6.2 Drainage and Water Bodies along the Project Road

148. In rural areas, the existing side drainage varies with terrain and road reserve width. On plain terrain, some sections have been constructed to generous reserve width and side drains are well-back from the road center line.

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

• Absence of side drains and ponding of water at the road side – in both urban and rural areas; • In some instances, there is inadequate width between neighboring property and the road edge to construct effective side drainage; and • Poor grading of the shoulder and side-slopes, allowing water to channel and scour along the road edge and to flow across the road instead of running off into the side drains; 59

150. There are ponds, lakes, canals, seasonal streams(Nala) etc. along the project road. Also, groundwater sources such as wells and hand pumps are located on both sides of the existing road RoW. Details of water resources along the project road are presented in Table 21.

Table 21: Details of Water Bodies along Project Road Length along the road LHS/RHS Chainage Waterbody (m) 1+400 Stream 41 Crossing 5+810 Nala 27 Crossing 12+174 Nala 11 Crossing 16+625 Stream 43.5 Crossing 23+125 Nala 14 Crossing 26+900 Nala 10 Crossing Source: DPR and Field Survey

151. 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.

152. Ground water in Namakkal district is in general colourless, odorless, and predominantly alkaline in nature. A study conducted by Central Ground Water Board indicates that only some place of the district, the ground water is suitable for drinking and domestic uses. Excess of fluoride is observed in many places such as Venandur, Udaiyarpalayam, Talamabadi, V.G.Patti and Mohanur. It also reveals that the ground water of Namakkal has higher than permissible levels of Ca CO3, NO3, and F. Ground water resource status for the project influenced administrative blocks in Namakkal District shows that Pallipalayam, Rasipuram, Namagiripet, Sendamangalam and Namakkal blocks are falls under over exploited category. However, Paramathy block comes in Critical Category, whereas, Mohanur and Trichengode blocks are in semi critical category.

6.3 Water Quality

153. The sampling locations were selected after the field investigations and review of all the water bodies/ resources along the project road stretch. Samples were collected as per IS- 2488 (Part I-V). Samples were taken from surface water as well as ground water sources during December 2019 along road corridor. Samples were analysed as per IS: 10500-. Grab sample were collected from water source and were analysed for various Physico- chemical parameters as per the procedures laid down in the APHA and BIS. Atomic Absorption Spectrophotometer and UV/VIS Spectrophotometer were used for analysis of water samples according to the necessity. Surface water quality monitoring was carried out at one location and ground water quality monitoring was carried out at two location. The locations of water quality monitoring is presented in Table 22 and results have been marked in Table 23 and Table 24 for the project road.

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Table 22: Water Quality Monitoring Locations Station Location Coordinates Sources GW-1 Athipalaiyam 11°20'36.7"N 77°54'03.8"E Bore Well

GW-2 Mavureddy, Paramathi 11°10'03.1"N 78°00'57.1"E Bore Well

SW-1 Karukkapatti 11°41'15.8"N 77°58'37.2"E Pond Water

Table 23: Surface Water Quality Characteristics along the Project Road CPCB Sl. Test Parameters Test Method Unit SW1 Designated , No Best Use 1 Color IS 3025 PART 4 Hazen 15 300 Not 2 Odor IS 3025 PART 5 - Un-objectionable Agreeable 3 pH@ 25oC IS 3025 PART 11 - 7.68 6.5 to 8.5 4 Conductivity@ 25oC IS 3025 PART 14 µs/cm 1740 Not Specified 5 Turbidity IS 3025 PART 10 NTU 4.8 Not Specified 6 Total Dissolved Solids IS 3025 PART 16 mg/l 1009 1500 Total Suspended 7 IS 3025 PART17 mg/l 11.3 - Solids 8 Total Alkalinity IS 3025 PART 23 mg/l 279 Not Specified Total Hardness as 9 IS 3025 PART 21 mg/l 316.1 Not Specified CaCO3 10 Calcium as Ca IS 3025 PART 40 mg/l 74.8 Not Specified 11 Magnesium as Mg IS 3025 PART 46 mg/l 31.5 Not Specified 12 Chloride as Cl IS 3025 PART 32 mg/l 251 Not Specified

13 Sulphate as SO4 IS 3025 PART 24 mg/l 140 Not Specified 14 Sodium as Na IS 3025 PART 45 mg/l 188 Not Specified 15 Free Ammonia IS 3025 PART 34 mg/l 6.1 -

16 Nitrate as NO3 IS 3025 PART 34 mg/l 11.1 50 17 Potassium as K IS 3025 PART 45 mg/l 29.4 Not Specified 18 Bicarbonate IS 3025 PART 51 mg/l 279 Not Specified 19 Fluoride as F IS3025 PART 60 mg/l 0.47 1.5 Phenolic Compounds 20 IS 3025 PART 43 mg/l Absent 0.005 (as C6H5OH) 21 *Cyanide as CN IS 3025 PART 27 mg/l Absent 0.05 BDL(DL: 22 *Aluminium as Al IS 3025 PART 2 mg/l Not Specified 0.03) BDL 23 *Arsenic as As IS 3025 Part 37 mg/l 0.2 (DL:0.01) BDL 24 *Cadmium as Cd IS 3025 PART 2 mg/l 0.01 (DL:0.01) 25 Chromium as Cr6+ IS 3025 PART 52 mg/l BDL (DL:0.1) 0.05 26 *Copper as Cu IS 3025 PART 2 mg/l BDL (DL:0.2) 1.5 BDL 27 *Lead as Pb IS 3025 PART 2 mg/l 0.1 (DL:0.01) 61

CPCB Sl. Test Parameters Test Method Unit SW1 Designated , No Best Use 28 Manganese as Mn IS 3025 PART 59 mg/l BDL (DL:0.1) Not Specified BDL(DL:0.00 29 *Mercury as Hg IS 3025 PART 2 mg/l Not Specified 05) BDL 30 *Zinc as Zn IS 3025 PART 2 mg/l 15 (DL:0.02) 31 Iron as Fe IS 3025 PART 53 mg/l 0.29 0.5 32 Dissolved Oxygen IS 3025 PART 38 mg/l BDL (DL:1) Not Specified 33 COD IS 3025 PART 58 mg/l 105.4 Not Specified 34 BOD, 27̊ oC 3 Days IS 3025 PART44 mg/l 32.4 3 35 Oil & Grease IS 3025 PART 39 mg/l BDL(DL:5) 0.1 Sodium Absorption 36 IS 11624 : 1986 meq/l 6.5 - Ratio BDL(DL:0.01 37 Boron IS 3025 PART 57 mg/l - ) 38 Total Phosphorus IS 3025 PART 31 mg/l 0.29 - 39 Total Nitrogen IS 3025 PART 34 mg/l 30.4 - MPN/ 40 *Total Coliform IS 1622-1981 110 500 100ml

154. From table 23 it is found that the biological quality of water is poor and pathogens were present in the surface water sample. The other water quality parameters were with in permissible limits of CPCB.

155. From Table 24 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 24: Ground Water Quality Characteristics along the Project Road IS 10500 : 2012 Sl. Test Test Drinking Water Unit GW 1 GW 2 No Parameters Method Acceptable Permissibl Limit e Limit IS 3025 1 Colour Hazen <5 <5 5 15 PART 4 IS 3025 2 Odour - Agreeable Agreeable Agreeable Agreeable PART 5 IS 3025 3 Taste - Agreeable Agreeable Agreeable Agreeable PART 7 IS 3025 No 4 pH - 7.81 7.54 6.5 8.5 PART 11 – Relaxation IS 3025 5 Turbidity NTU <1 <1 1 5 PART 10 Electrical IS 3025 6 µS/cm 1583 1386.1 - - Conductivity PART14

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Total Dissolved IS 3025 7 mg/l 950 901 500 2000 solids PART 16

IS 3025 8 Total Alkalinity mg/l 184 261 200 600 PART 23 IS 3025 9 Total Hardness mg/l 314.1 309.9 200 600 PART 21 IS 3025 10 Calcium as Ca mg/l 71.7 68.5 75 200 PART 40 Magnesium as IS 3025 11 mg/l 32.9 33.8 30 100 Mg PART 46 IS 3025 12 Chloride as Cl mg/l 246 201 250 1000 PART 32 Sulphate as IS 3025 13 mg/l 106 77.4 200 400 SO4 PART 24 IS 3025 No 14 Iron as Fe mg/l 0.4 0.32 0.3 PART 53 Relaxation IS 3025 15 Sodium as Na mg/l 178 196 - - PART 45 Potassium as IS 3025 16 mg/l 35 29 - - K PART 45 IS 3025 17 Bicarbonate mg/l 240 261 - - PART 51

GLCS/SO 18 Fluoride as F mg/l 0.44 0.41 1 1.5 P/W/015

ITC/CHN/ BLQ(LOQ BLQ(LOQ 19 *Copper (Cu) FD/STP/0 mg/l 0.05 1.5 :0.005) :0.005) 20

Phenolic IS 3025 BLQ(LOQ BLQ(LOQ 20 Compounds(C6 mg/l 0.001 0.002 PART 43 :0.001) :0.001) H5OH)

*Anionic IS 13428 BLQ(LOQ BLQ(LOQ 21 Detergents(MB mg/l 0.2 1 Anx K :0.05) :0.05) AS) IS 3025 BLQ(LOQ BLQ(LOQ No 22 *Mineral Oil mg/l 0.5 PART 39 :0.01) :0.01) Relaxation ITC/CHN/ BLQ(LOQ BLQ(LOQ 23 *Aluminium (Al) FD/STP/0 mg/l 0.03 0.2 :0.005) :0.005) 20 Manganese as IS 3025 BDL (DL BDL (DL 24 mg/l 0.1 0.3 Mn PART 59 :0.1) :0.1) IS 3025 No 25 Nitrate as NO3 mg/l 22.1 15.1 45 PART 34 Relaxation 63

ITC/CHN/ BLQ(LOQ BLQ(LOQ No 26 *Selenium (Se) FD/STP/0 mg/l 0.01 :0.005) :0.005) Relaxation 20 ITC/CHN/ BLQ(LOQ BLQ(LOQ 27 *Zinc (Zn) FD/STP/0 mg/l 5 15 :0.005) :0.005) 20 ITC/CHN/ BLQ(LOQ BLQ(LOQ No 28 *Cadmium (Cd) FD/STP/0 mg/l 0.003 :0.001) :0.001) Relaxation 20 ITC/CHN/ BLQ(LOQ BLQ(LOQ No 29 *Lead (Pb) FD/STP/0 mg/l 0.01 :0.005) :0.005) Relaxation 20 ITC/CHN/ BLQ(LOQ BLQ(LOQ No 30 *Mercury (Hg) FD/STP/0 mg/l 0.001 :0.0005) :0.0005) Relaxation 20 ITC/CHN/ BLQ(LOQ BLQ(LOQ No 31 *Arsenic (As) FD/STP/0 mg/l 0.01 :0.005) :0.005) Relaxation 20 ITC/CHN/ *Total BLQ(LOQ BLQ(LOQ No 32 FD/STP/0 mg/l 0.05 Chromium (Cr) :0.005) :0.005) Relaxation 20 BLQ BLQ *Cyanide as IS 3025 No 33 mg/l (LOQ : (LOQ : 0.05 CN PART 27 Relaxation 0.01) 0.01) Ammoniacal IS 3025 BDL( DL: BDL( DL: 34 Nitrogen As mg/l - - PART 34 1) 1) NH3-N BLQ BLQ IS 13428 No 35 *Barium as Ba mg/l (LOQ : (LOQ : 0.7 Annex F Relaxation 0.05) 0.05) IS 3025 BDL(DL:0 BDL(DL:0 36 Boron as B mg/l 0.5 1 PART 57 .01) .01) IS 3025 BDL( BDL( No 37 *Chloramine mg/l 4 PART 26 DL:0.1) DL:0.1) Relaxation

Free Residual IS 3025 BDL( DL: BDL( DL: 38 mg/l 0.2 1 Chlorine as Cl2 PART 26 1) 1)

IS 13428 BDL(DL:0 BDL(DL:0 No 39 *Silver as Ag mg/l 0.1 Annex J .005) .005) Relaxation

IS 3025 BDL( DL: BDL( DL: No 40 *Sulphide mg/l 0.05 PART 29 1) 1) Relaxation *Molybdenum IS 3025 BDL(DL:0 BDL(DL:0 No 41 mg/l 0.07 as Mo PART 2 .005) .005) Relaxation IS 3025 BDL(DL:0 BDL(DL:0 No 42 *Nickel as Ni mg/l 0.02 PART 54 .005) .005) Relaxation

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*Polychlorinate ASTM BLQ(LOQ BLQ(LOQ No 43 d Biphenyls mg/l 0.0005 5175 :0.00002) :0.00002) Relaxation (PCB)

*Poly nuclear aromatic APHA BLQ(LOQ BLQ(LOQ No 44 mg/l 0.0001 hydrocarbons( 6440B :0.00002) :0.00002) Relaxation PAH)

IS 1622- MPN/ Shall not be detectable in 45 *Total Coliform Absent Absent 1981 100ml any 100ml of sample

IS 1622- MPN/ Shall not be detectable in 46 *E.Coli Absent Absent 1981 100ml any 100ml of sample Source: Water Quality Monitoring carried out in the month of November - December 2019

7. Air Quality

156. 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.

157. To establish the baseline air quality, Ambient Air Quality (AAQ) monitoring was carried out in last quarter of 2019 and air quality monitoring stations were set up at 3 locations as indicated in Table 25 along the project road.

Table 25: Details of Ambient Air Quality Monitoring Locations along Project Road Station Location Coordinates Land Use AAQ1 Omalur Taluk, Revenue Residential 11°44'24.1"N 78°02'33.4"E Office Area/Urban AAQ2 Konganapuram,Erumaipatti Residential 11°34'15.6"N 77°54'10.5"E Area/Rural AAQ3 Near Sri Shanmugha 11°44'24.1"N 78°02'33.4"E Residential College of Pharmacy, Area/Urban Puthur

158. The three 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 65

quality monitoring. Methodology adopted for sampling and analysis and instrument used for analysis in laboratory are presented in Table 26.

Table 26: 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

159. A summary of results for each location is presented in Table 27. These results are compared with the new National Ambient Air Quality Standards prescribed by the MOEFCC and air quality standards of IFC for respective zones.

Table 27: Summary of AAQM Results along the Project Road NAAQ World (2009)* Bank Sl. LIMITS Test Parameters Test Method Units AAQ1 AAQ2 AAQ3 (IFC) No STANDA Standar RDS ds LIMITS 1 Sulphur dioxide IS 5182 µg/m3 23.4 22.2 21.1 - 80 as SO2 Part2: 2001 (RA 2017) 2 Nitrogen dioxide IS 5182 µg/m3 31.6 30.3 30 40 80 as NO2 Part:6: 2006 (RA 2017) 3 Respirable IS 5182 µg/m3 66.2 65.8 64.4 50 100 Particulate Part23:2006 matter (Size less (RA 2017) than 10 µm/PM10) 4 Respirable GLCS/SOP/ µg/m3 39.4 38.4 37.2 25 60 Particulate AAQ/017 matter (Size less than 2.5 µm/PM2.5) 3 5 Ozone as O3 GLCS/SOP/ µg/m 21.6 20.7 18.1 100 180 AAQ/002 6 *Lead as Pb IS 5182 µg/m3 BDL(D BDL(D BDL( - 1 Part22:2004 L:0.1) L:0.1) DL:0. (RA 2009) 1) 7 *Carbon IS 5182 mg/m3 BDL(D BDL(D BDL( - 4 Monoxide as CO Part10:1999 L:1.15 L:1.15 DL:1. (RA 2009) ) ) 15) 3 8 Ammonia as NH3 GLCS/SOP/ µg/m 25.3 24.5 23.3 - 400 AAQ/001

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3 9 *Benzene as C6 IS 5182 ng/m BDL(D BDL(D BDL( - 5 H6 Part11:2006 L:0.1) L:0.1) DL:0. (RA 2017) 1) 10 *Benzo(a)Pyrene IS 5182 ng/m3 BDL(D BDL(D BDL( - 1 as BaP Part23:2006 L:0.1) L:0.1) DL:0. (RA 2014) 1) 11 *Arsenic as As IS 5182 ng/m3 BDL(D BDL(D BDL( - 6 Part22:2004 L:1.0) L:1.0) DL:1. (RA 2009) 0) 12 *Nickel as Ni IS 5182 ng/m3 BDL(D BDL(D BDL( - 20 Part22:2004 L:1.0) L:1.0) DL:1. (RA 2009) 0) 13 * Hydrocarbon IS 5182 PPM BDL(D BDL(D BDL( - - Part17:1979 L:0.01 L:0.01 DL:0. (RA 2009) ) ) 01) 14 *Hydrogen IS 5182 PPM BDL(D BDL(D BDL( - - Fluoride Part13:1991 L:0.02 L:0.02 DL:0. (RA 2009) ) ) 02)

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

• PM2.5: The mean PM2.5 concentration at ambient air quality monitoring locations varies from 37.2 to 39.4 µg/m3. The values are within the permissible limit at all the stations for CPCB but marginally exceed IFC standards. • PM10: The mean PM10 concentration at ambient air quality monitoring locations varies from 64.4 to 66.2 µg/m3. The values are within the permissible limit at all the stations for CPCB but marginally exceed IFC standards. • SO2: The mean concentrations of SO2 at all ambient air quality monitoring locations varies from 21.1 to 23.4 µg/m3. The values are within the permissible limit at all the stations. • NOx: The mean concentrations of NOx at all AAQM locations varies from 30 to 31.6 µg/m3. The values are within the permissible limit at all the stations. • CO: The concentrations of CO at all AAQM locations were below 0.01 mg/m3. The values are within the permissible limit at all the stations.

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

8. Noise

162. 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, 67

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.

163. 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)

164. A total 4 locations within the study area were selected for noise level measurements along the project road. The selected monitoring locations are representative of sensitive receptors in urban/semi-urban area and residential location from rural area. The background noise level at the monitoring location are generated from routine human activities and traffic on the road section in urban, semi-urban and rural area. The monitoring location at Puthur (NL1) and at Omalur (NL4) are silent zone in the Urban area, having commercial activities and traffic on congested road. The background noise level is higher due to urban area and vehicular movement. While, locations (NL2 & NL3) are rural and semi-urban areas, respectively. The source of noise in residential zone of Konganapuram, Erumaipatti (NL3)semi-urban area with commercial activities and traffic noise and normal activities and traffic on project road in rural area of Desavilakku (NL2). Thus, at these locations noise monitoring is done to observed maximum level and normal level of background noise. The locations of noise level measurement are shown in Figure 4 while location detail of the noise monitoring are given in Table 28.

Table 28: Details of Noise Level Monitoring Locations Station Location Coordinates Land Use Residential Sri Shanmugha NL1 11°26'02.5"N 77°52'47.7"E Area/Silent Zone College, Puthur (Urban) Residential NL2 Desavilakku. 11°40'30.3"N 77°58'04.0"E Area/Rural Konganapuram, Residential NL3 11°34'15.6"N 77°54'10.5"E Erumaipatti Area/Semi Urban Omalur Taluk, Residential NL4 11°44'24.1"N 78°02'33.4"E Revenue Office Area/Urban

165. 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.

166. Presentation of Results: It can be seen from the Table 29 that at all the monitoring locations, the equivalent ambient noise levels are higher than the permissible limits for residential areas prescribed by CPCB and also by IFC EHS standards of 55 dB(A) and 45 dB(A) for day time and night time respectively. The maximum recorded day and night time noise level are 71 dB(A)

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and 57dB(A); respectively along the project alignment. The summary of noise quality along the project road is presented in Table 29 and details are presented in Appendix -3.

Table 29: Ambient Noise Level in Decibel (A) along the Project Road Monitoring Monitoring CPCB WB/ IFC Leq L10 L50 L90 Leq(dn) Location Duration Standard Standard DAY 70.52 72.68 71.59 68.81 55 55 NL1 69 NIGHT 59.87 57.24 56 53.26 45 45 DAY 67.59 69.87 67.99 60.62 55 55 NL2 66 NIGHT 56.64 56.54 54.9 53.46 45 45 DAY 65.33 67.67 65.8 58.32 55 55 NL3 64 NIGHT 54.99 55.04 53.4 51.96 45 45 DAY 61.44 63.59 60.6 57.62 55 55 NL4 60 NIGHT 50.62 49.17 46.9 45.46 45 45 Source: Noise Monitoring carried out by Consultant Team, 2019

C. Coastal and Marine Resources in Project Influence Area

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

D. Biological Environment

1. Forests

168. The recorded forest area in Tamil Nadu state is 22,877 km2 which constitutes 20.21% of the geographical area of the state. Reserved Forests comprise 88.70%, Protected Forests 7.79% and Unclassified Forests constitute 3.51%. The forest cover in project districts is presented in Table 30 which shows that project districts have good forest cover having all classes of forest.

Table 30: Forest Cover in Project Districts (Km2) Name of Geographic Area of Area of Area of Total the Area (Km2) Very Dense Moderately Open Forest District Forest Dense Forest Forest Area (Km2) (Km2) (Km2) (Km2) Namakkal 3,413 55 189 300 544 Salem 5,235 139 422 669 1,230

169. The RoW of the project road does not fall within any forest area shown in figure 13 below and thus does not attract forest land diversion.

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

Project Road

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

2. Vegetation and Flora of the Project Area

170. The road side trees falling within formation width of project road have been enumerated as per the available design. The tree enumeration along project road are provided in Table 32. The roadside trees are continuous throughout the corridor except some stretches where open

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land/agricultural land are observed. The trees are generally having good canopy as observed during environmental impact survey. Every effort has been made by engineering and environmental team to save these trees.

171. Green tunnel of total length of 2.4km was observed at various locations along the project road. A total of 3569 trees>30cm girth size exists within formation width of the project road. The summary of the impacted trees above 30 cm girth size is provided in Table 32 and details are given in Appendix-5.

172. In order to establish baseline data on the presence of important floral habitats in the project area, field surveys (sampling of flora species and consultations with local forestry officials and communities) for biodiversity assessment. Local forest department were consulted to know the presence of any endangered and protected species of flora within the formation width. The floral species along the project road is presented in table 30. The local and scientific names of tree species observed along the project road with their IUCN status are also listed. The dominant tree species along project road are Neem, Palm, Tamrind, Dyers’s oleander, White barked Acacia, Babul, Bael tree, Banyan tree, Ber, Copperpod, Drumstick tree, Gulmohar, Indian Cork tree, Jamun, Pongamia, Prosopis, Custard apple, Curryleaf, Coconut, Pomagranate, Creape Jasmine, Hill Mango, White Gulmohar, Black Wattle, wild almond tree, Indian Elm, Bahunia, Singapore Cherry, Three leaved caper, Indian Siris, Badam, Wood apple, Indian licorice, Madras Thorn,Sweet, tamarind , Quadrangular-Chaste Tree, Thingam, Hairy Sterculia, Teak, Oleander, Peepal, Indian Mulberry, Headache tree, Spinous fire brand teak, Mahuva, Indian Laurel Fig, Kino tree(near threatened), udippu maram, kaaramullu, Bastard Cedar, American Sumac, Silk cottom, Mango, Rain tree, Ashoka tree, Goldenshower, Guava, Star gooseberry, Hispaniolan Rosy Trumpet Tree, Ancole Fruit-Plant, Eucalyptus(near threatened), Goose-Berry, Flame of the Forest, , Jacaranda (vulnerable), Jatropha, Lemon, Macaranga, Tree of Heaven, Areacnut, Kassod tree.

Table 31: Trees species along the Project Road Sl. IUCN Common English Name Tamil Name Scientific Name No. Status 1 Neem Vembu Azadirachta indica LC 2 Palm Panei Borassus flabellifer - 3 Tamrind Puli Tamarindus indica LC 4 Dyers’s oleander Palamaram Wrightia tinctoria LC 5 White barked Acacia velvelam Acacia leucophloea LC 6 Babul Karuvelam Acacia nilotica LC 7 Bael tree Vilma Aegle marmelos NA 8 Banyan tree Alamaram Ficus benghalensis NA 9 Ber llanthei Ziziphus jujuba LC Peltophorum 10 Copperpod Perunkonrai NA pterocarpum 11 Drumstick tree Murungai Moringa oleifera NA Thanga mohar, 12 Gulmohar Delonix regia LC Vadanaranyana 13 Indian Cork tree Maramalli, Millingtonia hortensis NA 14 Jamun Naaval Pazham Syzygium cumini LC 15 Pongamia Pungai Pongamia pinnata LC 16 Prosopis velikathan, vanini Prosopis juliflora NA 71

17 Custard apple Seetha pazham Annona squamosa LC 18 Curryleaf Kadi Patta Murraya koenigii NA 19 Coconut Thengai Cocos nucifera NA 20 Pomagranate maadulampazham Punica granatum LC Kallimandarai,chembaka 21 Temple tree Plumeria rubra LC maram Tabernaemontana 22 Creape Jasmine Nandiar vattai NA divaricata Balsamodendron 23 Hill Mango Kiluvai NA caudatum 24 White Gulmohar Vadana Delonix elata LC 25 Black Wattle Oonzi Acacia mearnsii NA 26 wild almond tree Pee maram Sterculia foetida NA Guazuma ulmifolia 27 Indian Elm Aya maram NA Lam. 28 Bahunia chemmonadarei Bauhinia purpurea LC Cherry maram, Ten 29 Singapore Cherry Muntingia calabura NA pazham 30 Three leaved caper Mavalikaya Crataeva religiosa LC 31 Indian Siris Vaakai Acacia lebbek LC 32 Badam Badam Terminalia catappa LC 33 Wood apple velamaram Limonia elaphantum NA 34 Indian licorice Kunnimaram Abrus precatorius NA Madras Thorn,Sweet 35 kodukkappuli Pithecellobium dulce LC tamarind Quadrangular-Chaste 36 Nochi maram Vitex Negundo LC Tree Lannea 37 Thingam Udaya maram NA coromandelica 38 Hairy Sterculia Vakkana maram Sterculia villosa NA 39 Teak Thekku Tectona grandis NA 40 Oleander Arali Nerium indicum NA 41 Peepal Arasu Maram Ficus religiosa NA 42 Indian Mulberry Nona maram Morinda citrifolia NA Headache tree, Spinous 43 Minnamaram Premana serratifolia NA fire brand teak 44 Mahuva Iluppei Maram Madhuca longifolia NA 45 Indian Laurel Fig Icchi Maram Ficus microcarpa LC Pterocarpus 46 Kino Tree Venkai NT marsupium 47 udippu maram udippu maram Eriolaena candollei NA 48 kaaramullu kaaramullu Solanum indicum NA 49 Bastard Cedar mala veppu Chukrasia velutina LC 50 American Sumac kona puliyanka Caesalpinia coriaria NA 51 Silk cottom Illavam panju Ceiba pentandra LC 52 Mango Mamaram Mangifera indica DD 53 Rain tree Mazhai-maram Samanea saman LC 54 Ashoka tree Asoka Saraca asoca VU

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55 Goldenshower Konnai Cassia fistula LC 56 Guava Koyya Psidium guajava LC 57 Star gooseberry Aru Nelli Cicca acida NA Hispaniolan Rosy 58 Trumpet Tree Tabebuia berteroi NA Trumpet Tree 59 Ancole Fruit-Plant Alinji maram Alangium lamarckii NA 60 Eucalyptus Nilgiri Eucalyptus bancroftii LC 61 Goose-Berry Nelli Phyllanthus emblica NA 62 Flame of the Forest Poovarasu,Porasu Butea monosperma DD 63 Indian Rosewood Eetti Maram Dalbergia latifolia - Jacaranda 64 Jacaranda Jacaranda VU mimosaefolis 65 Jatropha Kattavanik Jatropha glandulifera NA 66 Lemon Lemon Citrus limon NA Vattakanni, 67 Macaranga Macaranga peltata NA Vattathamarei 68 Tree of Heaven Perumaram Ailanthus excelsa NA 69 Areacnut Kamugu, Pakku Areca catechu NA 70 Kassod tree Ponnavarai maram Cassia siamea LC LC: Least Concern, NA: Not Assessed, VU: Vulnerable, NT: Near Threatened, DD: Date Deficient, EN: Endangered

Table 32: Tree Enumeration within RoW S.No LHS RHS Total 1 1720 1879 3569

3. Protected Area

173. There are 5 national parks, 15 wildlife sanctuaries, 15 bird sanctuaries, 2 conservation reserves besides 4 tiger reserves and 4 elephant reserves in the State of Tamil Nadu. Protected areas in Tamil Nadu is presented in Table 33.

Table 33: Protected Areas in Tamil Nadu S. Year Name District Area in ha Major Animals Found No. Decl. Wildlife Sanctuaries Elephant, Gaur, Mudumalai Wildlife 1 Nilgiris 21,776.00 1940 Sambar, Chital, Panther, Sanctuary Tiger, Birds, Reptiles Elephant, Gaur, Tiger, Indira Gandhi 2 84,149.00 1976 Panther, Sloth bear, Wildlife Sanctuary Wild boar Tiger, Bonnet Macaque, Mundanthurai Langurs, Slender Loris, 3 Tirunelveli 58,207.58 1962 Wildlife Sanctuary Sloth Bear, Sambar, Chital, Wild Dog Kalakad Wildlife Lion Tailed Macaque, 4 Tirunelveli 22,358.00 1976 Sanctuary Nilgiri Tahr, Sambar, 73

S. Year Name District Area in ha Major Animals Found No. Decl. Sloth Bear, Elephant, Panther, Tiger Grizzled Giant Squirrel, Srivilliputhur Flying Squirrel, Nilgiri 5 Grizzled Squirrel Virudhunagar 48,520.00 1988 Tahr, Elephant, Lion Wildlife Sanctuary Tailed Macaque Black Buck, Bonnet Macaque, Wild Boar, Point Calimere 6 Nagapattinam 1,726.00 1967 Flamingoes, variety of Wildlife Sanctuary birds such as Teals, Gulls Black buck, Spotted Vallanadu Black 7 Thoothukudi 1,641.00 1987 deer, Macaques, Jungle Buck Sanctuary cat, Mongoose, Hares Bonnet Macaque, Nilgiri Langur, Slender Loris, Kanyakumari 8 Kanyakumari 40,239.55 2007 Tiger, Panther, Wildlife Sanctuary Elephant, Bird, jackal, Nilgiri Tahr Sathyamangalam 9 1,41,160.94 2011 Elephant, birds etc. Wildlife Sanctuary Megamalai Wildlife 10 Theni & Madurai 26,910.82 2009 Elephant, birds etc. Sanctuary Black Buck, Bonnet Point Calimere Macaque, Wild Boar, Thanjavur&Tiru va 11 Wildlife Sanctuary 12,407.27 2013 Flamingoes, variety of rur Block A & Block B birds such as Teals, Gulls Nilgiri Langur, Common Langur, Bonnet Macaque, Indian Giant Kodaikanal 12 Dindigul & Theni 60,895.48 2013 Squirrel, Common Giant Wildlife Sanctuary Flying Squirrel, Tiger, Leopard/Panther, Birds, Reptiles, Elephant Gangaikondan 13 Spotted Deer Tirunelveli 288.4 2013 Spotted Deer Sanctuary Grizzled Giant Squirrels, Cauvery North Krishnagiri&Dh ar 14 50,433.48 2014 Panthers, Elephants, Wildlife Sanctuary mapuri Dhole, Sloth Bear etc. India Gaur, Leopard, Nilgiri Tahr, Sambar, Nellai Wildlife 15 Tirunelveli 35,673.33 2015 Wild Boar, Sloth Bear, Sanctuary Indian Elephant, Lion Tailed Macaque etc. Bird Sanctuaries Cormorants, egrets, gray heron, spoon billed Vedanthangal 16 Kancheepuram 30 1998 stork, migratory birds Birds Sanctuary like garguney, teals, shovallers

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S. Year Name District Area in ha Major Animals Found No. Decl. Cormorants, egrets, Karikili Birds 17 Kancheepuram 61.21 1989 grey heron, spoon billed Sanctuary stork, Flamingoes, ducks, osprey, avocet, Birds 18 Tiruvallur 15,367.00 1980 cormorants, herons, Sanctuary spoon bills, gulls and other migratory birds Vettangudi Birds Cormorants, egrets, 19 Sivagangai 38.4 1977 Sanctuary herons, teals, pelicans Kanjirankulam Cormorants, egrets, 20 Ramanathapuram 104 1989 Birds Sanctuary herons, teals, pelicans Chitrangudi Birds Ramanathapur Cormorants, egrets, 21 47.63 1989 Sanctuary am herons, teals, pelicans Little cormorant, darter, Udayamarthandpu spoon bill, Indian Reef 22 ram Birds Tiruvarur 45.28 1998 Heron, Grey heron, Sanctuary white necked stork Cormorants, egrets, ibis, Vaduvoor Birds 23 Tiruvarur 128.1 1999 herons and many variety Sanctuary of birds Koonthankulam- Grey pelican, painted 24 Kadankulam Birds Tirunelveli 129 1994 stork, white Ibis, jackal, Sanctuary rat snake Egrets, pelican, grey Karaivetti Birds 25 Ariyalur 453.71 1999 heron, white ibis, spoon Sanctuary bill Vellode Birds Spoon bill, teals, pintail 26 Erode 77.18 2000 Sanctuary ducks, darter Melaselvanur- Ramanathapur Grey pelican, painted 27 Kilaselvanur Birds 593.08 1998 am stork Sanctuary White-breasted Theerthangal Bird Ramanathapur 28 29.29 2010 kingfisher, spot- billed Sanctuary am pelican, brahminy kite Spot-billed pelican, Sakkarakottai egret, common myna, Ramanathapur 29 Tank Birds 230.49 2012 grey heron, little am Sanctuary cormorant, black kite, etc. Spot-billed pelican, egret, common myna, Oussudu Lake 30 Villupuram 331.79 2015 grey heron, little Birds Sanctuary cormorant, black kite, etc. National Parks Elephant, Gaur, Mudumalai 31 Nilgiris 10,323.00 2005 Sambar, Chital, Tiger, National Park Birds, and reptiles Elephant, Gaur, Tiger, Indira Gandhi 32 Coimbatore 11,710.00 1989 Panther, Sloth Bear, National Park Wild Boar 75

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

174. There is no protected area within 10 km aerial distance of the project site. The area did not record the presence of any critically threatened species. The field survey and investigation also indicates the absence of any high endemic or vulnerable species in this area. There is no critical habitat within the project area of influence. The project area can also be considered to be entirely modified habitat. The details of protected areas of Tamil Nadu are given in Appendix-6 and protected area map of Tamil Nadu is shown in below figure 14.

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Figure 14: Protected Areas Map of Tamil Nadu

Project Road

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

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4. Fauna/ Wildlife

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

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

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

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

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

a. Assessment of Fauna along the Project Road

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

181. The main objectives of the field study were to assess and document wildlife and faunal habitats in the project area and along the proposed alignment in particular. 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.

182. The fauna along and surrounding the project road Omalur - Tiruchengode (SH-86) including bypass includes Mammals such as Common Mongoose, Jackal/Bilua, dog, Fruit Bat, Common house Rat, Jungle Cat, Indian hare, Indian Porcupine, Indian Field Mouse, Rhesus Macaque, Indian Mole Rat and Squirrel, Reptiles includes Common KraitRussel’s Viper/ Chandraboda, Cobra, Yellow Rat Snake, Saw Scaled Viper, Checkered Keelback, Buffstriped, Russel’s Earth Boa, Chameleon, Common Skink and Garden Lizard. Birds includes Black Kite, Peafowl, Common Crow, Jungle Crow, House Sparrow, Rose Ringed Parakeet, Common Mynah, Cattle Egret, Pond Heron, Little Egret, Drongo. Crow Pheasant, White Breasted Kingfisher, Red Vent Bulbul, Koel, Weaver Bird, House Swift, Purple Sunbird, Shikra, Blue Rock Pegion, Jungle Babbler and Spotted Owlet. There are no vulnerable/ endangered or rare species fauna around

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

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the project site. There is no presence of any fauna species listed in Schedule I of the Wild Life (Protection) Act, 1972 of Government of India. The prevailing Fauna in the direct area of influence and in the study area of project road is described in Table 34.

Table 34: List of Fauna Reported in the Project Area Schedule of Wild Sl. Common Name / Local IUCN Scientific Name Life Protection Act No Name Status in Which Listed Mammals 1 Common Mongoose Herpestes edwardsii LC IV 2 Jackal/Bilua Canis aureus LC II 3 dog Cyon alpinus NA II 4 Fruit Bat Cyanopterus sphinx LC V 5 Common house Rat/ Rattus rattus LC V 6 Jungle Cat/ Felis chaus LC II Lepus nigricollis 7 Indian hare/ NA IV ruficaudatus 8 Indian Porcupine/ Hystrix indica NA IV 9 Indian Field Mouse Mus booduga LC V 10 Rhesus Macaque Rhesus macaque LC II Bandicota 11 Indian Mole Rat/ LC IV bengalensis Funambulus 12 Squirrel LC IV pennanti Reptiles 1 Common Krait Bungarus caeruleus LC - 2 Russel’s Viper Vipera russelii LC II 3 Cobra Naja naja LC II 4 Yellow Rat Snake Ptyas mucosus NA II 5 Saw Scaled Viper Echis carinatus NA IV Natrix 6 Checkered Keelback (Xenochrophis) NA IV piscator Natrix (Amphiesma) 7 Buffstriped NA IV stolata 8 Russel’s Earth Boa Eryx conicus NA IV Chamaeleo 9 Chameleon LC II zeylanicus 10 Common Skink Mabuya carinata LC - 11 Garden Lizard Calotes versicolor LC - Birds 1 Black Kite Milvus migrans LC - 2 Peafowl Pavo cristatus LC I 79

3 Common Crow Corvus splendens LC V 4 Jungle Crow C. marorhynchos LC IV 6 House Sparrow Passer domesticus LC - 7 Rose Ringed Parakeet Psittacula krameri LC IV 8 Common Myna Acridotheres tristis LC IV 9 Cattle Egret Bubulcus ibis LC IV 10 Pond Heron Ardeola grayii LC IV 11 Little Egret Egretta garzetta LC IV 12 Drongo Dicrurus adsimilis LC IV 13 Crow Pheasant Centropus sinensis LC IV 14 White Breasted Kingfisher Halcyon smyrnensis LC IV 15 Red Vent Bulbul Pycnonotus cafer LC IV Eudynamys 16 Koel LC IV scolopacea 17 Weaver Bird Ploceus spp LC IV 18 House Swift Apus nipalensis LC IV 19 Purple Sunbird Nectarinia asiatica LC IV 20 Shikra Accipiter badius LC IV 21 Blue Rock Pigeon Columba livia LC IV 22 Jungle Babbler Turdoides striatus LC IV 23 Spotted Owlet Athene brama LC IV LC: Least Concern, NA: Not Assessed, VU: Vulnerable, NT: Near Threatened, DD: Date Deficient, EN: Endangered

Source:http://environmentclearance.nic.in/writereaddata/EIA/281020165T1ZGAWOEIAEMPreportforJSW Combined.pdf

b. Threatened Species

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

E. Socio-economic Environment

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

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

186. Many of the major changes in the socio-environment, and socio-cultural set up will be envisaged from the proposed project development. All these features of the socio-economic

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environment along the project road have been recorded. The social impacts, covering project affected persons, loss of structures, standing crops and trees have been covered under SIA report under separate cover. The demographic, features, population, literacy and occupational pattern of the project areas are explained in this section.

1. Demography

187. The project road fall under Namakkal district of Tamil Nadu state. As per 2011 census, Namakkal district has population of 17,26,601 of which male and female are 8,69,280 and 8,57,321 respectively. Average literacy rate of district in 2011 is 68.11%. If things are looked out at gender wise, male literacy rate (55.55%) is more than female literacy rate (44.45%). With regards to Sex Ratio, it stood at 986 per 1000 male. The average national sex ratio in India is 926 as per latest reports of Census 2011 Directorate. Children under 0-6 formed 8.72% of District population with male child population dominating the female child population. The demographic profile of the Namakkal district is presented in table 34.

188. As per 2011 census, Salem district has population of 34,82,056 of which male and female are 17,81,571 and 1700485 respectively. Average literacy rate of district in 2011 is 65.64%. If things are looked out at gender wise, male literacy rate (56.23%) is more than female literacy rate (43.77%). With regards to Sex Ratio, it stood at 955 per 1000 male. The average national sex ratio in India is 926 as per latest reports of Census 2011 Directorate. Children under 0-6 formed 9.91% of District population with male child population dominating the female child population. The demographic profile of the Salem district is presented in table 35.

Table 35: Demographic Features of Project District District Namakkal Salem Male 869280 1781571 Population Female 857321 1700485 Total 1726601 3482056 Male 78754 180002 Child Population (0-6) Female 71945 164958 Total 150699 344960 Male 653312 1285107 Literacy Female 522819 1000455 Total 1176131 2285562 Male 531463 1083797 Working Population Female 366782 610363 Total 898245 1694160 Source: http://www.census2011.co.in/census

2. Land Use

189. The land use along the project road stretch is of mixed in nature with agricultural, built up, partial builtup and barren. For entire length, the land use is agricultural with pockets of built-ups and forests. 81

190. Omalur –Sankari - Tiruchengode to Paramathy SH 86: The project road stretch routes through plain terrain for full length. Landuse comprise of Agriculture 59.24 %, Built-Up 30.81%, Partial Built-Up 9.95 %.

191. Tiruchengode bypass section: The project road stretch routes through plain terrain for full length. Landuse comprise of Agriculture 59 %, Built-Up 26%, Agriculture & Partial Built-Up 8 %, Partial Built-Up 6 %. The land use pattern for the project road is presented in Table 36 and shown in figure 15.

Table 36: Land Use Pattern along the Project Road Length Percentage Sl. Land Use (km) (%) Graph No. LHS RHS LHS RHS

1 Agriculture 26.2 25.0 62.09 59.24

2 Built-Up 12.4 13.0 29.38 30.81

Partial 3 3.6 4.2 8.53 9.95 Built-Up

Source: DPR

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Figure 15: Landuse pattern of Project Districts Project Road

192. The major built-ups falling within the project stretch includes Omalur, M.Cheetipatti, Pappampadi, Tharamangalam, Ettikuttaimedu, Kumarannagar, Konkanapuram, Sankari. Major commercial built up is seen in Tharamangalam, Pappamapadi and Konganapurnma, remaining are residential and partial commercial built ups.

3. Economic Development

193. 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.

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4. Agriculture

194. The most prominent land use along the project road is agriculture. Agroclimatic zones of the project area falls in North Western Zone, Western Zone and Cauvery delta4.

195. The major field crops of Salem district are Sorghum, Maize, Paddy, Groundnut, Sugarcane and cotton. The major horticulture fruits are Tapioca, Mango, and banana and major vegetables are Tomato, Chilli and Brinjal. The major plantation crops of Salem are coffee and arecanut. Principal crops in the Namakkal district are Paddy, Jowar, Maize, Cholam, Pulses, Turmeric, Cotton, Sugarcane, Groundnut and vegetables.

196. The principal cereal crops along the project road under are paddy, cholam, cumbu and ragi. Panivaragu, Kuthianally, Samai Varagu and Thinai are some of the millets cultivated. Among pulses, the major crops are redgram, blackgram, greengram and horsegram. Among oil seeds groundnut, castor and ginger (sesame) occupy important places. Of the commercial crops, sugarcane, cotton and tapioca are some of the important crops. Tapioca is used for the manufacture of sago.

197. A variety of fruits like mango, tamarind, guava & sapota and vegetables like tomato, brinjal, cabbage, chilies, etc.& flowers such as chrysanthemum, are cultivated along the project corridors

5. Archaeological and Historical Monuments

198. 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

199. During the environmental and social screening survey, number of sensitive receptors such as school, temple etc. are located along the alignment. The direct project influence area has been considered the Right of Way (RoW) of project road plus 500m corridor on either side of the road. The Impact Corridor has considered approximately, 8m on either side of road centreline in urban and builtup areas and 11.5 m in rural and open areas, for the project road as this is planned to be widened to 2 lane configuration with paved shoulders.

200. There are important community structures along the project road, which has cultural and sociological importance. There are 11 institutional and 80 community sensitive receptors/structures present within 50 m from center line of the road. The summary of Sensitive receptors along the project alignment is given in below Table 37. 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.

4 TNAU Agritech Portal Website

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Table 37: Sensitive Receptors along Omalur - Tiruchengode Project Road (SH86) Distance Location Chainage from edge of Sl. No Name of Sensitive receptor (Left / (Km.) existing Right) road (m) Omalur to Tiruchengode Section (SH 86) 1 0+250 Veterinary Hospital,Omalur RHS 4 2 0+300 Govt.Hospital, Omalur RHS 11 3 0+500 RR Hospital, Omalur LHS 45 4 2+200 Wisdom Gate HSS, Velagoundanur LHS 9 5 8+210 Veterinary Hospital, Chikkampatti LHS 25 6 12+700 Govt High School, Uyarnilaya RHS 5 Palli,Thuttampatti 7 23+050 Winner Vikas International School. RHS 21 Koranampatty 8 24+300 Vidya Arts & Science College, RHS 26 Konganapuram 9 24+500 PHC RHS 21 10 44+500 Sree Shanmuga College of Engg., LHS 3 Pullipalayam 11 44+800 Sankar Hospital, Pullipalyam LHS 6 List of Sensitive Community Structures Omalur to Tiruchengode Section of Road No. 1 (SH 86) 1 0+450 Angalamman Kovil RHS 12 2 1+000 Kottaimariyamman kovil, Omalur LHS 21 3 1+020 Periyandichi amman kovil, Omalur LHS 21 4 2+860 Shri Vinayaka shrine RHS 3 5 3+080 Tree shrine LHS 3 6 3+700 Vinayaka Shrine LHS 5 7 3+700 Mariyamman Kovil RHS 7 8 4+100 Mariyamman Kovil RHS 4 9 4+190 Floor shrine LHS 3 10 4+900 Perumal kovil RHS 8 11 6+020 Grave yard RHS 4 12 6+250 Grave yard RHS 1 13 7+200 Shiva shrine LHS 3 14 7+650 Grave yard LHS 11 15 8+100 Grave yard RHS 2 16 8+200 Vinayaka kovil, Chikkampatti LHS 7 17 12+430 Periyandichi amman shrine RHS 18 18 12+450 Grave yard RHS 14 19 12+680 New Temple ( Mariayam Kovil) RHS 8 20 12+680 Vinayaka Kovil RHS 3 21 12+900 Periyandichi amman kovil LHS 7 22 12+910 Ayyannarappan Koil RHS 8 85

Distance Location Chainage from edge of Sl. No Name of Sensitive receptor (Left / (Km.) existing Right) road (m) 23 13+010 Grave yard LHS 6 24 13+615 Mariyamman kovil LHS 4 25 14+000 Mariyamman Kovil LHS 21 26 14+350 Ganapathi kovil RHS 3 27 14+650 Naga shrine RHS 11 28 14+980 Perumal Kovil RHS 16 29 15+400 Periyappan Kovil RHS 21 30 15+800 Perumal kovil LHS 21 31 15+820 Ayyanarappan thirukovil LHS 4 32 15+830 Karuppannan swami kovil, LHS 4 chinnappanpatti 33 15+830 Temple RHS 6 34 15+835 Ayyanar,Karuppaswami Kovil RHS 9 35 15+860 Ganapathi shrine RHS 6 36 16+050 Kaliyamman kovil LHS 21 37 16+300 Perumal Kovil RHS 34 38 16+500 Soundamman Kovil RHS 4 39 16+550 Muniyappan shrine LHS 11 40 17+420 Floor Shrine RHS 12 41 17+800 Muniyappan kovil, Panamkattur LHS 21 42 18+850 Tree Shrine RHS 2 43 19+190 Vinayaka shrine RHS 1 44 21+800 Muniyappan kovil LHS 25 45 21+830 Floor Shrine RHS 2 46 22+800 Periyandichi kovil LHS 35 47 22+800 Sellandiyamman thirukovil LHS 41 48 25+500 Vinayakar Shrine RHS 1 49 31+600 Shivan temple LHS 16 50 31+800 Grave yard RHS 6 51 32+080 Floor Shrine RHS 5 52 32+080 Sakthi Mariyamman Kovil Arch RHS 5 53 33+000 Grave yard LHS 6 54 33+050 Grave yard RHS 6 55 33+240 Mariyamman shrine LHS 16 56 33+430 Floor Shrine RHS 5 57 33+680 Mariyamman Kovil RHS 4 58 34+320 Anjaneya shrine, Orukamalai LHS 7 59 34+800 Floor shrine LHS 2.5 60 35+050 Naga Kovil RHS 5 61 35+300 Perumal kovil LHS 5

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Distance Location Chainage from edge of Sl. No Name of Sensitive receptor (Left / (Km.) existing Right) road (m) 62 36+190 Mariyamman kovil LHS 2.5 63 36+500 Tree Shrine RHS 7 64 39+750 Vinayaka temple RHS 1 65 39+820 Shiva Shrine RHS 7 66 39+825 New Temple RHS 17 67 40+020 Veeramathiamman Temple RHS 20 68 40+100 Vinayakar Kovil RHS 5 69 40+300 Periyandichi amman shrine RHS 26 70 40+850 Vinayakar Kovil RHS 2 71 43+510 Perumal kovil RHS 24 72 43+580 Mariyamman Kovil, Naranappan LHS 6 chavadi 73 43+680 Grave yard RHS 7 74 43+870 Grave yard RHS 10 75 43+900 Sree Varahi Peetam kovil LHS 16 76 44+300 Ganapathi shrine RHS 6 Tiruchengode Bypass Section (SH 86) 1 4+350 Bhadrakali amman shrine - - 2 4+350 Kovil - - 3 4+400 Muniyappan shrine - - 4 7+550 Tree shrine - -

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V. ANALYSIS OF ALTERNATIVES

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

A. With Project’ and ‘Without Project’ Scenario

(i) ‘With Project’ Scenario

202. The ‘with project’ scenario includes the widening of road section to two/four lane carriageway with paved shoulders configurations of the existing road section of Omalur – Sankari – Tiruchengode - Paramathy Road including Tiruchengode Bypass (SH-86) 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.

203. 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

204. 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.

205. 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.

206. 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 38. 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

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project therefore will be definitely advantageous to achieve the holistic development of the economy and progress of the State. 89

Table 38: Comparison of Positive and Negative Impacts of ‘With’ and ‘Without’ Project Scenario With Project Without Project Impacts Impacts +ve -ve +ve -ve Environmental Aspects • With the improvement of road surface and slope • Reduce in air pollutants emission Nil • Increase in travel time. protection measures, the traffic congestion due to • Minor change in topography is • Increase case of landslide and soil obstructed movement of vehicles will be expected due to construction of erosion. minimized and thus wastage of fuel emissions embankments. • Increase in fuel consumptions. from the vehicles will be reduced. • Minor changes in land use pattern. • Increase in dust pollution and vehicular • Providing better level of service in terms of 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 at micro-level. • All industrial corridor access reliability. • Removal of vegetative cover Nil • Aged trees will removed with due period • Plantation of trees as part of compensatory along the road due to loss of trees. afforestation • Impacts of flora and fauna. • Diversion of area of revenue land. • Reduction in erosion of elevated embankments. Nil Nil • Increase in erosions due to poor conditions of protection works • Creation of sedimentation problems in water bodies. • The widened and paved road will reduce impacts • Nil Nil • Increased adverse impacts on soil erosion due to multiple tracking of vehicles on soil and and loss of vegetation cover. vegetation along the road. • Improved drainage capacities Socio-economic Aspects

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With Project Without Project Impacts Impacts +ve -ve +ve -ve • 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 Salem and accidents in congested areas. Namakkal of Tamil Nadu State.

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207. Based on analysis of “with” and “without” project scenario presented in Table 38, “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

208. Detail discussion on Bypasses proposal for the congested area along the existing road are given in following sections. The various options of alternate alignments were studied and feasible option is selected on the basis of comparative analysis of technical, social, environment and economical aspects.

209. The major bottlenecks observed along this corridor are Konganpuram, Tharamagalam and Sankari and Sankari RS. Considering the site condition, bypasses were at Konganpuram, Tharamagalam and Sankari as part of the current study. Whereas at Sankari the existing RoW is adequate to accommodate four lane carriageway configuration with minimum impacts.

210. Preliminary bypass study was carried out for fixing a suitable alignment for bypassing the above built ups. Based on the review of the survey of India maps and satellite imageries, a set of alternative alignments were drawn up for detailed site review. Survey team visited various alignment points through existing access roads and did a walk through along the bypass alignment and collected information pertaining to the engineering, environmental and social features in the influence area. A hand held GPS with +/- 3m positional accuracy was used to guide the team along the alignment route options. Available contours were prepared along the alignment and were used to identify the possible bypass alignment, and then the accessible alignment points were fixed on the ground using GPS. Various alignment options for the built-ups were studied and presented to Client and the detailed study was carried for the approved alignment as discussed below:

(i) Konganapuram

211. Konganapuram is a panchayat town in Salem district in the Indian State of Tamil Nadu located at 11.58°N 77.92°E. Its lie 8 km east of and 31 km far from its District Main Salem. It is 325 km far from its State Main City Chennai. Town is well known popular for Cotton Market. The town mainly connected major roads between Idappadi to Salem and Omalur to Thirchengode.

212. The Consultants have studied various bypass options during previous stages and the approved alignment on the eastern side of the built-up starts from Km 25+560 (25+530) and ends at Km 28+775 (29+160). The total length of the bypass is around 3.630 km. The alignment traverses through open agricultural fields and scattered built ups. From km 25+130 to km 26+980, the alignment passing mainly through agricultural fields intersecting a single lane road and further intersecting Idapaddi road which also connects NH 47 at Palipatti Piruvu village. The salient features of Konganapuram bypass are given in Table -39 and various options of alignment are shown in Figure-16.

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Table 39: Salient Features of Eastern Bypass for Konganapuram Town Description Remarks

Km 25+560 and Km 28+775 Start and End Design Chainage 25/530 to 29/160

Length of bypass 3.630 Km Length bypassed 3.215 Km Carriageway Configuration Four lane with Paved Shoulders Design Speed 80-100 Kmph Proposed RoW 35 m Bridges Nil At grade Junctions 2

Figure 16: Key plan of Konganapuram Bypass

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(ii) Sankari R S

213. Sankari is a panchayat town and Taluk in Salem district in the Indian State of Tamil Nadu. It is situated on the National Highway 47, on the Coimbatore - Salem section. Sankaridurg is the nearest railway station for Sankari Town. The people are engaged mainly in agriculture. There is a presence of significant number of schools in and around the town. is one of the leading Truck transport town in the country. India Cements one of the major cement companies is located in Sankari.

214. The bypass for Sankari RS is mainly warranted to improve the substandard geometry and the existing RUB. The Consultants have studied various bypass options for Sankari R S during initial stage and the approved alignment on the eastern side starts from km 37+800 (Ext Ch.37+400) and ends at km 42+380 (Ext Ch.43+200). At km 39+630 a Road Over Bridge is proposed where the alignment crosses the railway track. The proposed bypass is passing through agricultural fields. No major built-ups are found to be effecting in the alignment. At km 41+595 the alignment crosses MDR and scattered built found at this location. Further the alignment passes through open barren/agricultural land without affecting any built-up and ends at km 43+200. The salient features of Sankari bypass are given in Table 40 and various options of alignment are shown in Figure-17.

Table 40: Salient Features of Eastern Bypass for Sankari R S Description Remarks Start and End Km 37+ 400 and Km 43+200 Length of bypass 4.58 Km Length bypassed 5.8 0Km Carriageway Configuration Four lane with Paved Shoulder Design Speed 80-100 Kmph Proposed RoW 35 m ROB 1 No

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Figure 17: Key plan of Sankari RS Bypass

(iii) Thiruchengode Bypass Section

215. Thirchengode is a major built-up along the project corridors SH 86 and SH 79. Heavy built- up is observed for almost 6.5 km length from km 47+500 to km 53+000 of SH 86 (North South direction). The built up along Thirchengode is mainly commercial establishments abutting the project corridor and presence of major intersections worsen the traffic movement within the city. Further, the geometry of the existing road is deficient and widening the existing is restricted due to the presence of commercial / residential activities and hence bypass is required.

216. Further, Rural Roads (RR) department of GoTN has proposed a bypass on the southern side of Thiruchengode city which starts at km 71+190 of SH 79 (MRTE Road), bisects SH 86 at 95

km 54+800 of OSTP Road and ends at km 83+870 of SH 79. Later, on deliberations with client, consultants have carried out studies for further connecting the bypass on Northern part of the City.

217. Based on the traffic studies and considering the existing route pattern, it has been observed that North western link is not required as already there is connectivity for the traffic movement between Sankari and Erode through SH 79 A. Hence half the portion of north western side bypass is not required. Thereby only remaining portion left is connectivity from Sankari to Rasipuram via SH 79 on the northern eastern side. The bypass passes through 3 major roads i.e., MDR at km 2+400, another MDR at km 3+800 and SH 86 A at km 4+400 as shown in Figure 18.

Table 41: Salient Features of Tiruchengode Bypass Description Remarks Start - Ch: 0+000 (SH 86 km 44+690) Start and End End – Ch: 10+740 (SH 79 km 71+180) Length of bypass 10.740 km Length bypassed 10.2 km (including the bypass proposal by RR Dept.) Carriageway Configuration Two lane with paved shoulders Design Speed 80-100 Kmph Proposed RoW 30 m Buildings affected Nil

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Figure 18: Key plan of the Tiruchengode Bypass Superimposed on Toposheet

218. The new alignment will be as per standards which will enhance the safety and provides better connectivity and also bypasses the level crossing and poor road geometry at end stretch. Option II is the best option compare to other options and consultants prefer option II, which also crosses the existing road where traffic can merge and diverge.

C. Realignment Study

219. All geometric design elements have been carried out as per design standards stipulated for project in consonance with IRC codal provisions. Comprehensive design standards, which link individual design elements to best estimates of actual speed have been utilized. The objective is that drivers must not be presented with the unexpected. The emphasis has been given on maintaining continuity or giving adequate warning where it could not be made. There are some locations on the project roads which are critical from geometric deficiencies. Realignments are considered for geometric improvements at these locations. Locations of realignments are given in the Table 42.

Table 42: Details of Major realignment Proposal on project road Chainage Sl. No. Length (m) From (km) To (km) 1 24+310 24+650 340

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D. Design Decision Constraints For Various Alternatives

220. Road widening and design speed were considered for the various alternatives considered for the project. The design decisions were taken up considering the following factors also:

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

E. Alignment Modifications due to Environmental Considerations

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

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

F. Engineering / Technological Alternatives

222. 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

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

224. 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.

225. 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.

226. 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

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

a. The right of way of project road section is taken as 16 meters for urban stretches, 23 meters for rural areas, and 30 meters for bypasses 30m corridor. This includes 10m on either side studied for direct impacts ((corridor of impact). b. Project area of influence is defined as ROW plus 500m on either side. c. In addition, a 10 km buffer was studied for indirect impacts. Other indirect impact area covers location of quarries; borrow areas, storage area of construction material etc. 99

228. 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

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

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

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

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

230. Based on baseline conditions in the project area and sensitivity criteria, the level of sensitivity of each VEC is provided in Table -43.

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Table 43: Sensitivity of VECs in the Project Area Sensitivity VEC Remarks Level Physical environment Air quality Medium The overall the air quality in the project area is average and within national permissible levels for the monitored parameters. However, the monitored values exceeds the World Bank group standards for ambient air quality. GHG emissions Medium Firewood burning is the major contributor in the ambient pollution load. Vehicular pollution is a secondary source of pollution in the state as the traffic density is average. Surface water Medium Overall, the surface water quality in the project area is quality good, permissible levels are not exceeded for the monitored parameters. The project crosses river streams/Nalas. There are no ponds, lakes and canals along the project road. Surface water Low The state has good water resources in the form of lakes, quantity ponds, rivers and streams. The project area has sources of water potential both ground as well as surface water. The surface water quality of the project road is good except microbial contamination. Ground water Low Overall, the ground water quality in the project area is quality good, permissible levels are not exceeded for the monitored parameters. Ground water Low Since the project area has good surface water resources quantity the project will have sufficient sources of water for construction and groundwater abstraction will be negligible if needed at all. Land degradation Low There is no forest along the project road section, land use and pollution mainly agriculture and built-up. Land degradation and pollution is low. Biological environment Trees, terrestrial Medium A total of 3569 trees>30cm girth size exists within ROW and aquatic of the project road.. The dominant tree species along vegetation project road are Neem, PalmTamrind, Dyers’s oleander, White barked Acacia, Babul, Bael tree, Banyan tree, Ber, Copperpod, Drumstick tree, Gulmohar, Indian Cork tree, Jamun, Pongamia, Prosopis, Custard apple, Curryleaf, Coconut, Pomagranate, Creape Jasmine, Hill Mango, White Gulmohar, Black Wattle, wild almond tree, Indian Elm, Bahunia, Singapore Cherry, Three leaved caper, Indian Siris, Badam, Wood apple, Indian licorice, Madras Thorn,Sweet, tamarind , Quadrangular-Chaste Tree, Thingam, Hairy Sterculia, Teak, Oleander, Peepal, Indian Mulberry, Headache tree, Spinous fire brand teak, Mahuva, Indian Laurel Fig, Kino tree(near threatened), udippu maram, kaaramullu, Bastard Cedar, American Sumac, Silk cottom, Mango, Rain tree, Ashoka treeGoldenshower, Guava, Star gooseberry, Hispaniolan Rosy Trumpet Tree, Ancole Fruit-Plant, Eucalyptus(near 101

Sensitivity VEC Remarks Level threatened), Goose-Berry, Flame of the Forest, , Jacaranda (vulnerable), Jatropha, Lemon, Macaranga, Tree of Heaven, Areacnut, Kassod tree. Fauna Low The fauna along and surrounding the project road Omalur (mammals, birds, - Tiruchengode (SH-86) including bypass includes fishes, reptiles, Mammals such as Common Mongoose, , Jackal/Bilua, amphibians) dog, Fruit Bat, Common house Rat, Jungle Cat, Indian hare, Indian Porcupine, Indian Field Mouse, Rhesus Macaquei, , , Indian Mole Rat and Squirrel, Reptiles includes Common Krait, Russel’s Viper/ Cobra, Yellow Rat SnakeSaw Scaled Viper, , Checkered Keelback, Buffstriped, Russel’s Earth Boa, Chameleon, Common Skink and Garden Lizard. Birds includes Black Kite, Peafowl, Common Crow, Jungle Crow, House Sparrow, Rose Ringed Parakeet, Common Mynah, Cattle Egret, Pond Heron, Little Egret, Drongo. Crow Pheasant, White Breasted Kingfisher, Red Vent Bulbul, Koel, Weaver Bird, House Swift, Purple Sunbird, Shikra Blue Rock Pegion, Jungle Babbler and Spotted Owlet. There are no vulnerable/ endangered or rare species fauna around the project site. Ecologically Low The project is not located within 10km from core zone of important areas any protected area and no critically threatened or endangered wildlife habitat located near to road alignment. Social environment Private land and Medium There are settlements along the project road section. buildings There will be acquisition of 89.8 ha. of land along the project road for road widening purposes. The proposed road improvement will impact no.594 of private structures along this corridor. Of total impacted properties, around 46.63%(nos. 277) will have major impact and 53.37% (nos. 317) will have minor impact. Public property/ Medium The ROW is available for widening or even minimum infrastructure/ improvement of road geometry, except at few locations. utility structures Impact on utility structures is expected due to shifting from current location. Noise Medium Existing noise levels are higher than the permissible limits for residential area in both daytime and night time. Vibration Low The structures are located away from CoI. Since road is existing one the vibration impacts are not expected to be high. Occupational Medium Road construction and increased traffic will lead to health and safety occupational health and safety risks.

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

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

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

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

231. 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 45 below.

Table 44: 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

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B. Screening of Impacts

232. Based on the rating criteria provided in Table 44, 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 45 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.

233. 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.

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Table 45: Screening of Environmental Impacts VEC/Sensitivity Impact/Activity Stage Duration Area Severity Significance 1. Physical environment 1.1 Air quality No impact due to design D N N N N (Medium sensitivity) Vegetation clearing and removal of trees quarrying, material transport and storage, C -ve temporary -ve limited -ve medium -ve moderate drilling, cutting, pavement works, use of construction equipment Emissions from increased road traffic O -ve permanent -ve limited -ve low -ve minor 1.2 GHG emissions GHG Emissions D, C, O N N N N (Medium sensitivity) 1.3 Surface water Disruptions to the natural hydrology D -ve temporary -ve limited -ve medium -ve moderate quality Construction near sensitive areas, culvert (Medium sensitivity) and bridge construction, use of construction C -ve temporary -ve limited -ve medium -ve moderate equipment, pavement works, Labour camp activities No anticipated impacts O N N N N 1.4 Surface water Disruptions to the natural hydrology D -ve temporary -ve limited -ve medium -ve moderate quantity Construction near sensitive areas, Culvert (Low sensitivity) 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 No anticipated impacts D N N N N quality Groundwater pollution due to labour camp (Low sensitivity) C -ve temporary -ve local -ve low -ve minor activities No anticipated impacts O N N N N 1.6 Ground water quantity None D, C, O N N N N (Low sensitivity) 1.7 Land degradation/ Changes in the local-level topography and D -ve permanent -ve local -ve medium -ve minor pollution appearance of the project site 105

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

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

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

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

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

: positive impact : minor negative impact : moderate negative impact : major negative impact 107

C. Typical Potential Adverse Impacts

234. 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

235. The project aims to improve a section of 51.715 km of the existing state highway no. 86. 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 3,569 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

236. 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 46. There are two types of pollution i.e. dust pollution and pollution from harmful gases.

Table 46: Impact on Air Quality during Construction Stage S. No. Impact Source 1. Generation • Excavation activities of dust • 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;

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• Transportation of raw materials from quarries and borrow and disposal sites; • Stone crushing, handling and storage of aggregates in asphalt plants; • Site leveling, clearing of trees, laying of asphalt, construction of bridges; • Concrete batching plants; • Asphalt mix plants – due to the mixing of aggregates with bitumen; and • Construction of structures and allied activities 2. Generation • Hot mix plants; of harmful • Large construction equipment, trucks and asphalt producing emissions and paving equipment; including • Toxic gases released through the heating process during SO2, bitumen production; and NOx and • Inadequate vehicle maintenance and the use of adulterated HC fuel in vehicles.

237. 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 or and exposed spoils 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.

238. 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.

239. 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 109

240. 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.

241. 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:

242. 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 47 with projected future traffic growth.

Table 47: Annual Average Daily Traffic data Year 4W LCV Truck Bus 3W 2W 2020 2031 118 1472 1182 153 8577 2025 2732 148 1941 1489 205 11535 2030 3500 178 2489 1806 263 14780 2035 4301 208 3081 2120 323 18162

243. 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 48.

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Table 48: Emission Factors for Different Type 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

244. 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 49.

Table 49: Meteorological Parameters Used for Modelling Temperature Humidity WD Wind Speed Pressure Precip. Hour Cl (oC) (%) (o) (kmph) (Pa) (mm) 1 19.8 76 90 15 28.55 0 0 2 19.3 81 112.5 11 28.55 0 0 3 20.6 87 90 11 28.61 0 0 4 20.9 89 112.5 15 28.61 0 0 5 21.4 91 90 13 28.61 0 0 6 21.9 94 67.5 15 28.55 0 0 7 22.3 97 90 22 28.52 0 0 8 24.6 92 90 11 28.5 0 0 9 25.8 76 90 9 28.47 0 0 10 26.1 73 157.5 7 28.47 0 0 11 27.3 66 90 11 28.47 0 0 12 28.2 63 90 7 28.5 0 0 13 28.5 64 90 9 28.5 0 0 14 27.6 68 67.5 7 28.52 0 0 15 27.1 67 112.5 13 28.55 0 0 16 26.3 74 67.5 11 28.55 0 0 17 25.4 77 112.5 9 28.55 0 0 18 24.8 80 67.5 7 28.55 0 0 19 24.1 82 90 7 28.55 0 0 20 23.7 86 112.5 11 28.52 0 0 21 22.4 87 135 7 28.52 0 0 22 21.6 81 90 7 28.52 0 0 23 21.1 75 112.5 7 28.52 0 0 24 20.5 70 90 9 28.52 0 0 111

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

246. Background Concentration: The background pollutant concentrations were taken from environmental monitoring data. Air quality monitoring was carried out in the month of November 2019 at three locations throughout the alignment on two alternate days in a week. The background pollutant concentrations that were taken for model predictions are listed in Table 50.

Table 50: Average Background Concentration of Pollutants along the Project Road

Average Background Pollutant Unit concentration

SO2 22.23 µg/m3 NOx 30.63 µg/m3 PM10 65.47 µg/m3 PM2.5 38.33 µg/m3 CO 0 mg/m3

247. Predicted Pollution Levels: The model has been setup and run to predict 1-hourly average CO and 24-hourly average of PM2.5, PM10, NOx and SO2 concentrations for the years 2020, 2025, 2030 and 2035 using forecasted traffic data on proposed highway. The predicted hourly average concentration of CO, PM2.5, PM10, SOx and NOx during peak traffic are shown in Table 51 for proposed highway project.

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Table 51: Predicted Concentrations of Air Pollutants along the Proposed Road CO Concentration (mg/m3) Distance from the centre line of the road, m. (Left side) Year Distance from the centre line of the road, m. (Right side)

-500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 0.23 0.43 0.80 1.55 4.00 6.84 0.26 0.10 0.01 0.00 0.00 0.00 2025 0.90 1.63 3.05 5.94 15.36 26.21 1.00 0.38 0.07 0.01 0.00 0.00 2030 1.64 2.98 5.57 10.85 28.03 47.83 1.83 0.70 0.12 0.02 0.00 0.00 2035 2.29 4.19 7.81 15.22 39.33 67.11 2.56 0.98 0.17 0.02 0.00 0.00 PM2.5 Concentration (µg/m3) Distance from the centre line of the road, m. (Left side) Year Distance from the centre line of the road, m. (Right side)

-500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 38.35 38.37 38.41 38.48 38.73 39.05 38.34 38.33 38.33 38.33 38.33 38.33 2025 38.40 38.48 38.62 38.93 39.88 41.09 38.38 38.35 38.33 38.33 38.33 38.33 2030 38.47 38.60 38.86 39.42 41.16 43.36 38.42 38.36 38.34 38.33 38.33 38.33 2035 38.52 38.71 39.08 39.85 42.30 45.40 38.46 38.38 38.34 38.33 38.33 38.33 PM10 Concentration (µg/m3) Distance from the centre line of the road, m. (Left side) Year Distance from the centre line of the road, m. (Right side)

-500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 65.49 65.51 65.55 65.62 65.87 66.19 65.48 65.47 65.47 65.47 65.47 65.47 2025 65.54 65.62 65.76 66.07 67.02 68.23 65.52 65.49 65.47 65.47 65.47 65.47 2030 65.61 65.74 66.00 66.56 68.30 70.50 65.56 65.50 65.48 65.47 65.47 65.47 2035 65.66 65.85 66.22 66.99 69.44 72.53 65.60 65.52 65.48 65.47 65.47 65.47 NOx 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)

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-500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 30.79 30.94 31.24 31.87 33.85 36.37 30.73 30.67 30.64 30.63 30.63 30.63 2025 31.22 31.80 32.96 35.37 42.96 52.58 31.02 30.78 30.66 30.63 30.63 30.63 2030 31.71 32.76 34.89 39.28 53.14 70.70 31.34 30.90 30.68 30.64 30.63 30.63 2035 32.15 33.62 36.60 42.76 62.20 86.83 31.63 31.01 30.70 30.64 30.63 30.63 Year SO2 Concentration (µg/m3)* Distance from the centre line of the road, m. (Left side) Distance from the centre line of the road, m. (Right side)

-500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 22.23 22.24 22.24 22.25 22.28 22.33 22.23 22.23 22.23 22.23 22.23 22.23 2035 22.26 22.30 22.36 22.50 22.92 23.46 22.25 22.24 22.23 22.23 22.23 22.23 *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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248. Green House Gases Emissions: Upgrading and strengthening the surface condition of existing SH-86 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-86 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 CO2 emissions.

249. 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.

250. The TEEMP model for rural/urban roads was used for the analysis with using default parameters for base fuel consumption, emission factor and upstream emission percentage. Occupancy-loading, average trip lengths of each type of vehicle, vehicle type growth and roughness factors (before and after improvements) were fed to the model based on the details of traffic and economic analysis for the two sections of SH-86 road. The model was run separately for the road sections. The traffic data used in the model is given in table-47.

251. 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 52: CO2 emission at BAU, Project with and without Induced Traffic Parameters Emission of CO2 in Ton/km/year BAU 427.99 Project with induced traffic 421.33 Project without induced traffic 421.33 Net reduction in CO2 emission 6.65

252. As indicated in the model output summarized in above Table 52 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-86 to be improved is 51.715 km. Based on the net change in CO2 emissions or CO2 savings of the sections is 6.65 Tons/km/year, and thus the proposed investment program of SH- 86 as will save emissions of 344.21 Tons CO2/year.

253. Mitigation measures: It has been observed from the model output that when the traffic volume increases, the concentration of air pollutants also increases correspondingly. It is clear from the above table 51 that predicted PM2.5, PM10 and SO2 concentrations are well within the 115

CPCB limits of Rural and Residential areas till the end of project life. CO from 2025 onwards and NOx levels from horizon year 2035are predicted to increase beyond the CPCB limits. The predicted levels for all parameters exceeds the IFC EHS guidelines. It may be mentioned that above predictions are on the conservative side. Actual concentrations are expected to be lower in future years as there will be further stringent norms for vehicular emissions. Since the project will improve the road conditions it is not expected to cause significant increases in existing concentrations of pollutants. However, pollution from reanimation of dust on the road will remain a concern. Proper and regular maintenance of roads will decrease these indirect impacts. The details of air quality modelling and pollutant dispersion along the alignment is given in Appendix 7.

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

Design and pre-construction stage – moderate negative impact

255. 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.

256. 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.

257. 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

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

259. 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

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

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

262. 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.

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

• maintain adequate vegetative cover on unpaved shoulders of the road; • maintain the natural course of water bodies (as much as possible) and avoid throwing debris into stream courses; • no throwing of C&D spoils into water bodies; • chemicals and oils are stored in secure, impermeable containers, and disposed of well away from surface waters In an environmentally sound manner while adhering to applicable laws and regulations; • no vehicle repair/cleaning activity is allowed within 300m of water bodies/drains; • construction camps are equipped with sanitary latrines (septic tanks); • construction establishments such as construction camps, labor camps, asphalt/concrete mixing stations, stone crushing units should be located away from the water bodies. Domestic and sewage wastes from labor camps shall be treated with a sewage treatment system (septic tanks) to comply with the standards specified by CPCB and WBG before disposal. Testing of effluent has to be done in accordance with the rules and regulations of CPCB and SCPB; • the work on bridges and culverts is limited to dry seasons, when many of the smaller streams will have low water - water diversion works can be minimized, and the original course restored immediately after the work has been completed; drivers are made aware of diversions and other works at bridge construction site to avoid accidents; • drainage structures are properly designed to accommodate forecast discharges; • side drain waters must be discharged at every available stream crossing to minimize volume and prevent erosion at discharge point; • provide lined drainage structures; • where an increased discharge of surface water endangers the stability of the water outlet, erosion protection measures such as bioengineering measures, ripraps, and check dams are incorporated; • in areas with high water tables, seepage may occur, and side drains and up-slope catch drains must always be lined to avoid percolation; and • all debris and vegetation, clogging culverts are regularly cleared. 117

264. 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

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

3. Groundwater quality and quantity

Design and pre-construction stage – neutral impact

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

Construction stage - minor negative impact

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

268. 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 camp and construction sites can be found in Appendix 8: Plant Management and Appendix 9: Camp Site Management.

269. Construction water requirement (avg.400 KLD and peak 600 KLD) will be met through CGWB approved ground water source. Domestic water requirement (30 KLD) for workers will also be met mainly through approved sources only. Necessary permits will be obtained prior to water abstraction and only when there is no other viable option so as not to compete with local domestic demand. It is envisaged that groundwater will be utilized for camp domestic water requirement if there are no other viable sources or if the safety of workers will be at risk. Water abstraction will be included in monitoring.

270. 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

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

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4. Land degradation and pollution

Design and pre-construction stage – minor negative impact

272. 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.

273. 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.

274. Sand and gravel are often obtained from. river deposits. The Geological Survey of India issues licenses for major mineral developments while the Mining Department issues permits for stone quarrying and for sand and gravel extraction. This is largely because these are mostly found on forest lands. Roadside quarrying is officially discouraged, but unofficially continues, invariably by petty contractors.

275. 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.

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

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

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

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

278. Coarse aggregate estimated quantity for the road section is about 593,000 cum. Aggregates will be mostly sourced from licensed quarries available locally. Sand 42,000 cum and 760,000 cum of borrow earth will be taken from river beds after prior permission from competent authority. Cement requirement is about 20,000 cum. Tentatively it is proposed that the aggregates 119

and boulders will be sources from previously approved quarry area located near to the project road. Earth cut materials will be maximized for reuse in backfilling on the same rural road to minimize the quantities of borrow materials and spoil disposal. Borrow earth material will still be required but this will be taken from quarries or riverbeds after prior permission from competent authority.

279. 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. Local forest department / village panchayat committees should be consulted before locating these temporary project facilities; • construction camps for labourers should be located at a suitable distance away from settlements in accordance with relevant national or state regulations such as the State Pollution Control Board and in a manner to avoid stressing local resources (water, electricity etc.) and away from forest/protected areas as per recommendations of local forest department; • living accommodation and ancillary facilities should be erected and maintained to standards and scales approved by the CSC; and • toilets and urinals should be provided in accessible places away from the asphalt plant and mixing yard.

280. 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

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

282. 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

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facilities such as culverts etc. The overall impact on topography is, therefore, anticipated to be insignificant.

283. 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.

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

285. 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.

286. 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.

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

288. 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.

289. 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.

290. 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; 121

• 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.

291. Mitigation measures for borrow areas are:

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

292. 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. 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/reused for road construction. 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.

293. 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;

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

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

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

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

Operation stage – positive impact

296. 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

297. 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.

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

• widening proposal considered option with minimal tree cutting; • adopting Environmentally Friendly Road Construction (EFRC) methods; • Under the mandatory afforestation program approximately 35690 trees will be planted within the project area; • The plantation under compensatory afforestation plan will be scheduled within 15 months of the construction works, as preparation of seedlings in the approved nursery will start with commencement of construction work for the project road; and • Budget provisions for following the mandatory afforestation program which requires planting trees at the rate of 1:10 for trees cut and ( 35690) improving vegetation cover in the project area. 123

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

Construction stage –moderate negative impact

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

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

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

302. 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.

303. 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.

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

Operation stage – positive impact

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

Operation stage – positive impact 2. Ecologically important areas

Design and pre-construction stage – moderate negative impact

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

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

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

Construction stage - moderate negative impact

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

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

311. Mitigation Measures: To minimize negative impacts on ecologically important features in the project area the following should be followed: 125

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

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

Operation stage – positive impact

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

F. Impacts on Social Environment

314. The sensitive location such as places of worship, school, college and hospital along project road within 100 meters from the edge of the existing road has been identified as given in Table 37. These structures are projected to 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

315. Impact: There will be 89.8 ha of land acquisition for the project road as the proposed widening will be accommodated mostly within existing ROW. Community impacts are mostly due to the resettlement of people due to widening of the project road to 4 lanes. The proposed road improvement will impact 594 private properties (structures) along this corridor. Of these impacted properties, 46.63% properties will have major impact and 53.37% properties will have minor

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impact. It was noted that the relocation of structures will be required at congested locations along the project road. The widening options have been devised to minimize impacts of structures.

316. 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.

317. 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

318. 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.

319. 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.

320. 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

321. 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

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

323. 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.

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

Construction stage –minor negative impact 127

325. 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.

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

327. 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

328. 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

329. Impact: The ambient noise levels throughout the road section are within standards except at some locations. During the construction period, noise will be generated from the operation of heavy machinery, the haulage of construction materials to the construction yard and the general activities at the yard itself. Concrete mixing and material movements will be the primary noise generating activities and will be uniformly distributed over the entire construction period. These construction activities are expected to produce noise levels in the range of 80-95 dB(A) at a distance of about 5 m 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.

330. The noise generating equipment used in construction activities is also regulated under Noise Pollution (Regulation and Control) Rules 2000 and may cause concern among local villagers. The range of typical noise levels in relation to distance from a construction site is shown in Table 53.

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Table 53: 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)

331. 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 54.

Table 54: 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.

332. Typical noise levels associated with various construction activities and equipment are presented in Table 55.

Table 55: Typical Noise Level of Principal Construction Equipment (Noise Level in db (A) at 50 Feet) Clearing Structure Construction Bulldozer 80 Crane 75-77 Front end loader 72-84 Welding generator 71-82 Jack hammer 81-98 Concrete mixer 74-88 Crane with ball 75-87 Concrete pump 81-84 Concrete vibrator 76 Excavation and Earth Moving Air compressor 74-87 Bulldozer 80 Pneumatic tools 81-98 Backhoe 72-93 Bulldozer 80 Front end loader 72-84 Cement and dump trucks 83-94 Dump truck 83-94 Front end loader 72-84 Jack hammer 81-98 Dump truck 83-94 129

Clearing Structure Construction 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

333. 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.

334. 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

335. 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.

336. 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 91 sensitive receptors identified within 50m from the centre line along the proposed project road as given in Table 37. 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.

337. During construction, varying degree of noise impacts are likely to be felt by the communities of main settlements i.e. Omalur, M.Cheetipatti, Pappampadi, Tharamangalam, Ettikuttaimedu, Kumarannagar, Konkanapuram, Sankari and other small settlements along the project road. However, the identified sensitive receptors will be especially impacted due to increase in noise levels as these would be near the construction site. Although temporary in nature, the construction noise will affect the most communities living close to the construction zone.

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338. 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.

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

340. 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.

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

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

342. 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

343. 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.

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

• Automobiles: all vehicles with two axles and four tires -- primarily designed to carry nine or fewer people (passenger cars, vans) or cargo (vans, light trucks) -- generally with gross vehicle weight less than 4,500 kg (9,900 lb); 131

• 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.

345. 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.

346. 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

347. 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 56 and equivalent observed noise levels from field monitoring is shown in table 57.

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Table 56: Annual Average Daily Motorized Traffic Data Year 4W LCV Truck Bus 3W 2W 2020 2031 118 1472 1182 153 8577 2025 2732 148 1941 1489 205 11535 2030 3500 178 2489 1806 263 14780 2035 4301 208 3081 2120 323 18162

Table 57: Equivalent Background Noise levels Equivalent Noise Levels in dB(A) DAY NIGHT 67.37 56.68 Note: Derived from baseline noise levels

Table 58: Predicted Noise Levels along the Project Road Day LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 67.4 67.6 68.4 70.6 72.2 72.2 70.6 68.4 67.6 67.4 2025 67.4 67.7 68.7 71.3 73.1 73.1 71.3 68.7 67.6 67.4 2030 67.5 67.8 69.0 72.0 73.8 73.8 72.0 69.0 67.7 67.5 2035 67.5 67.9 69.4 72.6 74.5 74.5 72.6 69.3 67.8 67.5 Night LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 57.2 59.0 63.0 68.1 70.6 70.6 68.1 62.8 58.6 57.3 2025 57.4 59.6 63.9 69.3 71.8 71.8 69.3 63.8 59.1 57.4 2030 57.6 60.1 64.8 70.3 72.8 72.8 70.3 64.7 59.6 57.6 2035 57.8 60.6 65.6 71.2 73.7 73.7 71.2 65.4 60.1 57.8

348. 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.

349. 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.

350. From Table 58, it is observed that predicted noise levels (Leq) near the receivers within 20m for daytime and 100m for night time, from the centre line of the road are found to be marginally higher than desired levels for the respective landuse categories. The baseline noise levels (2019) are already higher than the permissible limits of CPCB for different landuse categories for day and night. The predicted levels based on noise modelling show increase in noise levels for future years at all receivers (including 91 sensitive receptors listed above) considering increase in traffic volume. The incremental noise levels for future years exceeds the 133

allowable limit of 3 dB (A) from the baseline levels. Mitigation measures suggested in EMP such as installation of noise barriers should be adopted for the sensitive receptors falling within 100 m centre line of the road corridor. The detailed noise assessment and prediction is presented in Appendix -13.

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

4. Vibration

Design and pre-construction stage – neutral impact

352. 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

353. 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.

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

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Table 59: Vibration generated from different construction equipment Reference PPV at 25 ft. Equipment (in/sec) Vibratory Roller 0.21 Large Bulldozer 0.089 Caisson Drilling 0.089 Loaded Trucks 0.076 Jackhammer 0.035 Small Bulldozer 0.003 Sources: Federal Transit Administration 2006 (except Hanson 20015 for vibratory rollers)

355. 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)

356. 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 determine 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).

5 Peck R B, Hanson W E and Thornburn T H (1974). Foundation Engineering. John Wiley and Sons, New York. 6 WOODS, R.D. and JEDELE, L.P., 1985. Energy-attenuation relationships from construction vibrations. American Society of Civil Engineers, Proceedings of ASCE Symposium on Vibration Problems in Geotechnical Engineering, Detroit, Michigan, G. Gazetas and E.T. Selig, Editors, pp. 229-246. 135

Table 60: 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

357. Impact: The values of vibration generated from the operation of various equipment in construction of project road are below the threshold ppv (mm/s) as mentioned in Table-60. However, vibration during construction may induce cracks and damages to structure next to road alignment particularly overhead water storage tanks and identified building of sensitive receptors and identified buildings or sensitive receptors.

358. Mitigation Measures: For the structures within 4.5 m (as vibration impacts from construction equipment’s beyond this limit will be insignificant) from road edge, suitable mitigation measures should be adopted to minimize the vibration levels. In case any structure is weak, a pre-construction survey of the building shall be done in detail by the Contractor, witnessed by the CSC as well as the property owner. Vibration monitoring will be carried out at weak structures during construction and additional mitigation measures will be installed in case measured vibration levels (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.

359. . 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.

360. 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

361. 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

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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.

362. 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.

363. 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

364. 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

365. 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

366. 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

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 137

exposed to this and other communicable viral diseases, particularly given construction is directly within the community and the transient nature of the construction workforce.

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

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

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• 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.

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

• submit and obtain approval for a health and safety plan prior to the commencement of work; • provision of adequate health care facilities and healthcare staff; • ensure adequate security is provided to construction staff on site and at worker accommodation; • workers will be required to undergo pre-employment medical screening and treatment (if required) and periodic health checks thereafter; and • For COVID-19 related health and safety risk, the contractor will be required to prepare and implement a COVID-19 Action Plan9.

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

370. 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

371. No impact on occupational health and safety is envisaged during operation phase of the project.

6. Community health and safety and local resources

Design and pre-construction stage – neutral impact

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

Construction stage –moderate negative impact

373. 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

9 For COVID-19 national restrictions for containing the spread of COVID-19 must be complied with and in developing the health and safety management plan Government of India (https://www.mygov.in/covid-19) and World Health Organization guidance (https://www.who.int/emergencies/diseases/novel-coronavirus-2019/technical-guidance) 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. 139

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.

374. 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.

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

376. 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

377. 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

378. 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

379. According to the ADB Environment Safeguards Sourcebook Cumulative Impacts is described as: “The combination of multiple impacts from existing projects, the proposed project,

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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.

380. 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.

294 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

381. 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

382. 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

383. 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 project 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 project. It inculcates the sense of belongingness in the public about the project.

384. 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 project to which their opinions were requested particularly in identifying and mitigating any potential adverse impact.

C. Methodology for Consultations

385. 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 six locations along the project road section during initial surveys.

386. Structured public consultation was conducted at two locations, one at Konganapuram village for Omalur to Tiruchengode section of SH 86 road and at other at Kandampalayam village for Tiruchengode Bypass section of project road to assess the perception of the people towards the project by the officers of Highways Department, Government of Tamil Nadu and staff of consultant team in month of January 2020 and November and April month of 2014 during DPR preparation.

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387. A total of 225 participants attended the consultation meeting. (86 at Konganapuram and 56 at Kandampalayam). Table 61 show the details of the public consultations carried out along various road sections.

Table 61: The details of Public consultation for Project Road

Location of Public Total Sl.No. Date Consultation Participants

1 Thangur 28.01.20 11 2 Pappampadi 23 & 24.01.20 40 3 Manjakalpatti 21.01.20 18 4 Omalur 23.01.20 14 5 Konganapuram 29.04.14 86 6 Kandampalayam 21.11.14 56 Total 225

1. Project Stakeholders

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

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

2. Consultation with Government Departments

389. 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.

390. 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

391. The informal consultation generally started with explaining the project, followed by an explanation to potential impacts. Participant’s views were gathered with regard to all aspects of the environment which may have direct or indirect impact on local people. Key issues discussed were:

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• Awareness and extent of the project and development components; • Benefits of the project for the economic and social upliftment of community; • Labour availability in the project area or requirement of outside labour involvement; • Local disturbances due to project construction work; • Necessity of tree felling etc. at project sites; • Impact on water bodies, water logging and drainage problem if any; • Environment and health aspects; • Flora and fauna of the project areas, and • Socio-economic standing of the local people.

392. 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 62.

Figure 19: Public consultation for SH-86 project road

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393. The Details of Participants and Public Consultation attendance list are attached in Appendix 14. In addition information on the GRM procedures and formats in local language. The summary of key discussions held at public consultation meetings are presented in below table 62.

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Table 62: Summary of Issues Discussed and Measures Taken S.No. Location & Date Number of Subjects and issued discussed Participants Thangur village 11 • Discussed the project proposals and future benefits to on 24.01.20 public • Discussed bypass options considered for Taramangalam and Konganapuram towns. • Discussed Realignment considered for Sankari Durga • The proposed improvement should be in highway standards with a speed of 110 kmph and it should be with minimum bends. • Perumal Kovil at Attukaranur should be protected from Pappampadi proposed improvement village on 23 & 40 • Bend from Attukaranur bus stop to Perumal Kovil bus 24.01.20 stop should be straightened. • Improvement of project road near Thuttampatti bus stop should be along the right side to avoid minimum impact to the structures on LHS, since the right side of the road is vacant land • Proposal for bypass should be with minimum acquisition from poor farmer Manjakalpatti village on 18 • Since the bypass is proposing at Konganapuram, lorry 21.01.20 traffic inside town will be restricted to avoid traffic inside the town and to reduce pollution and accidents. • Temples, shops and houses at Papampadi, a village near to Tharamangalam town should be protected from proposed improvement • Due to the sharp curve at Omalur-Sankari- Moolakapadi bypass, frequent accidents occurs at this stretch. To avoid accidents, curve should be straightened and circle should be constructed Omalur village on 14 • Median should be provided 23.01.20 • Requested that the land of SH 86 should be consolidated and encroachment should be discouraged in town limits • Requested that the available land of SH 86 should be utilized maximum without disturbing the life and property of people, in rural settlement. Konganapuram • Demanded for adequate R&R packages and three village on 86 times the market value for losing assets and livelihoods 29.04.14 and requested to release the compensation without delay. • Discussed the project proposals and future benefits to public Kandampalayam • Discussed bypass options considered for village on 56 Tiruchengode, Taramangalam and Konganapuram 21.11.14 towns. • Discussed Realignment considered for Sankari Durga

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• The proposed improvement should be in highway standards with a speed of 110 kmph and it should be with minimum bends. • Perumal Kovil at Attukaranur should be protected from proposed improvement • Bend from Attukaranur bus stop to Perumal Kovil bus stop should be straightened. • Improvement of project road near Thuttampatti bus stop should be along the right side to avoid minimum impact to the structures on LHS, since the right side of the road is vacant land • Proposal for bypass should be with minimum acquisition from poor farmer • Since the bypass is proposing at Konganapuram, lorry traffic inside town will be restricted to avoid traffic inside the town and to reduce pollution and accidents. • Temples, shops and houses at Papampadi, a village near to Tharamangalam town should be protected from proposed improvement • Due to the sharp curve at Omalur-Sankari- Moolakapadi bypass, frequent accidents occurs at this stretch. To avoid accidents, curve should be straightened and circle should be constructed • Median should be provided • Requested that the land of SH 86 should be consolidated and encroachment should be discouraged in town limits • Requested that the available land of SH 86 should be utilized maximum without disturbing the life and property of people, in rural settlement. • Demanded for adequate R&R packages and three times the market value for losing assets and livelihoods and requested to release the compensation without delay.

394. 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

395. 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 147

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.

396. 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.

397. 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

398. 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

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

400. 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

401. 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.

402. 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.

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

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

404. Complaints Register with EPC Contractor: The contractor shall keep and maintain a complaint register report at their site office along the project road as well as project facilities like construction camp, labour camp etc., for public to register their complaints. The EPC Contractor, after taking necessary action based on the complaint, will also incorporate the same in the complaint register. This report will also be part of the monthly report, to be submitted to the Regional GRC and for CSC to monitor and take necessary action, if needed. It is to be noted that, 149

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.

405. 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 20.

Figure 20: Grievance Redress Mechanism

Affected Person

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

Grievance PM EPC Contractor, RE CSC Record Keeping

7 days 7days

Not Resolved 1 State Level nd Grievance 2 Level Resolved Grievance Responsible: Chief Engineer, SE, Env. Redress & Specialist, TL CSC, PM PMS of CSC-01, Record Keeping 3 weeks 3weeks EPC contractor representative

Not

Resolved

Court of Law

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IX. ENVIRONMENTAL MANAGEMENT PLAN

A. Introduction

406. 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 project within a specified time-frame.

407. 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.

408. 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

409. The main objectives of this EMP are:

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

C. Environmental Management Plan Matrix

410. The EMP matrix provided in Table 63 follows the environmental impacts and proposed mitigation measures for the identified valued environmental components (VECs) identified and discussed in Chapter VI. The matrix provides an implementable plan with recommended mitigation measures for each anticipated impact and also assigns responsibilities for implementation, supervision and monitoring.

D. Environmental Monitoring and Reporting Program

411. 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 151

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.

412. 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 64. Key features of the EMOP are described in the following paragraphs.

1. Performance Indicators

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

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

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

415. Water Quality Monitoring: The physical and chemical parameters recommended for analysis of water quality relevant to road development project are pH, DO, BOD, Oil and grease, COD, total Suspended Solids, total dissolved solids, total solids, chlorides Turbidity and Alkalinity. The location, duration and the pollution parameters to be monitored and the responsible institutional arrangements are given in the Environmental Monitoring Plan. The monitoring of the water quality is to be carried out at locations identified along the project road during construction and operation phase. The Indian Standard Specifications – IS10500: 1991 and IS 2296: 1992 is given in Appendix – 15.

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416. 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.

417. Success of Re-vegetation: The project involves widening and up-gradation including construction of cross drainage structures hence these will require felling of trees. Such lost vegetation will be required to be replaced by compensatory plantation. As per policy of the State Government 10 trees have to be planted for each tree removed. These compensatory plantations will have to be monitored for 70% survival rate after 3 years by the implementing agency. Such monitoring will be conducted through random samples. Such sampling should cover at least 5% of the area planted up. 153

Table 63: Environmental Management Plan Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component A. DESIGN AND PRE-CONSTRUCTION STAGE I. Physical environment 1. Surface water - Disruptions to the - Maintain natural courses of rivers and streams EPC contractor PIU / CSC quality and natural hydrology - Identify temporary diversions required and ensure quantity - Worsening of that these are restored to their natural course as - Construction of erosion problems soon as possible culverts and - drainage structures to be properly designed to bridges. accommodate forecast discharges; - side drain waters must be discharged at every available stream crossing to minimize volume and prevent erosion at discharge point; - provide lined drainage structures; and - where an increased discharge of surface water endangers the stability of the water outlet, erosion protection measures such as bioengineering measures, ripraps, and check dams are incorporated - in areas with high water tables, seepage may occur, and side drains and up-slope catch drains must always be lined to avoid percolation - 2. Land - Permanent - Optimization of the centre line so that EPC contractor PIU / CSC degradation changes in the embankment raised on both sides; and pollution local-level - Temporary and permanent drainage systems to - Road widening topography and minimize soil erosion; and related appearance of the - Optimum siting and control of quarries; and earthworks; project site. - mechanized construction methods. - Collection, - Slope failure at - Minimize land take for development quarrying and quarry sites; - Optimize balance between cut and fill and avoid use of stone, - Road side deep cuts and high embankments to minimize aggregates and instability due to earthworks sand. stone collection; - Maximize reuse of spoils and old asphalt paving - Construction of - The construction of material within the construction sharp curves sharp curve may - Agree on spoils disposal sites, management and add to instability in rehabilitation plan with relevant local agencies

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component raised - Specify vegetation that serves specific embankment. bioengineering functions. - Aggregates will be sourced from licensed local quarries; - Sand will be taken from quarries or river beds after prior permission from competent authority; - every new quarry, borrow area, and spoils disposal site is subjected to a site-specific environmental investigation according to an approved plan; - new quarry and borrow areas must be left in a safe condition or restored to a productive land use; - borrow areas are not established in ecologically sensitive areas and should obtain necessary clearances; - villagers are consulted in regard to the design and location of all borrow areas – these should ensure the safety of local communities and, if possible, should incorporate beneficial post construction features for the villages; - borrow areas must be located away from the road and hill slopes as well as settlements facing the road, so as to minimize visual impacts. - Earth cut materials will be maximized for reuse in backfilling on the same rural road to minimize the quantities of borrow materials and spoil disposal. II. Biological environment 3. Trees and - Loss of 3569 trees - Minimise removal of vegetation and width of road EPC contractor PIU/FIU/CSC vegetation existing in the RoW expansion along the existing alignment to the - Clearing of extent possible. vegetation from - the road improvement works will adopt natural habitat Environmentally Friendly Road Construction areas and other (EFRC) methods and should minimise road environmental impacts from inadequate drainage improvement and/or slope failures and should assist in works; maintaining, or tree cover; 155

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Removal of - Mandatory compensatory afforestation program for trees plantation 35690 trees (@1:10) within the project area where possible resulting in the improvement of road side green belt development. - The plantation under compensatory afforestation plan will be scheduled within 15 months of the construction works, as preparation of seedlings in the approved nursey will start with commencement of construction work for the project road - 4. Ecologically - Siltation/pollution of - Undertake pre-construction survey along the EPC contractor/ PIU/ CSC important waterbodies alignment to identify the section required for CSC areas Possible protection measures accordingly. - Location of the fragmentation project road is effects due to not within core/ increased traffic buffer zone of protected area. No major water body crossing and all water sources are in dry condition

III. Social Environment 5. Private land - Resettlement of - A separate resettlement plan is prepared to PIU/ LARR PIU/ LARR and buildings people; address these issues in compliance with Right to implementation Monitoring - Road widening - Acquisition of 89.8 Fair Compensation and Transparency in Land Consultancy Consultancy/FIU ha. of addition Acquisition, Rehabilitation and Resettlement Act, agriculture land 2013 and ADB SPS 2009. - Impact on 594 nos. of properties. 46.63 % will have major impact and 53.37 % will have minor impact

156

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component 6. Public - Temporary outages - Before construction commences a detailed survey EPC Contractor CSC / PIU property/ of public utility has to be carried out in order to list all utilities that infrastructure/ services will interfere with the road works; utility - Together with the respective owners of the utilities structures plans will be prepared how and when these utilities - Shifting of will be shifted before the works commence. electric lines, - Access to adjacent properties and agricultural land water pipes, will be maintained, as necessary. sewage lines, - Any damage to areas and infrastructure outside gas pipes and the agreed work sites (Corridor of Impact telecom lines assessed in project RP) will be restored to pre- construction conditions and will be subject to compensation at contractor cost and through written agreement with the land owner, as applicable. 7. Noise and - Increased noise - Prior to finalization of detailed engineering design, EPC Contractor CSC/PIU disturbance levels causing the following must be done: - Operation of discomfort to local - Survey of sensitive receptors (sensitivity, distance construction residents, workers from edge of the proposed road, baseline noise equipment and and local fauna levels) machinery, - Consultation with affected persons on noise hauling of abatement measures (e.g. preference for/location materials and and design of noise barriers, reduction of speed blasting works limits, etc.) - Planning of location, duration of noise-generating activities and equipment, particularly along sensitive land uses - Use of noise reduction equipment; - Planning noise generating activities during daytime. 8. Vibration - Possible cosmetic - Pre-construction survey and documentation of EPC Contractor CSC/PIU Operation of damage to very structures to determine weak structures that vibration rollers sensitive buildings need monitoring during construction during construction 157

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Temporary - The contractor shall obtain Consent from the Tamil EPC Contractor CSC/PIU 9. Air quality localized increase Nadu Pollution Control Board (TNPCB) for the - Crushers, Hot in levels of dust establishment and operation of crusher, Batching Mix Plants & and air pollutants plant and hot mix plant as per the proceedings & Batching plants including SO2, guidelines laid down by the TNPCB. NOx and HC 10. Health and - Construction - For all construction works comply with EPC Contractor PIU safety (H&S) activities causing Government of India rules and regulations for the - Operation of health and safety protection of workers. construction risks to workers - For all construction works undertake risk equipment and and communities. assessment and prepare H&S plan in accordance machinery, with IFC EHS Guidelines for clearance by CSC hauling of and PIU, considering occupational and community materials and H&S and including adherence to emergency blasting works 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 risks associated with transportation/vehicles and with COVID-19 pandemic and other communicable viral diseases. - National restrictions for containing the spread of COVID-19 must be complied with and in developing the health and safety management plan Government of India (https://www.mygov.in/covid-19) and World Health Organization guidance (https://www.who.int/emergencies/diseases/novel- coronavirus-2019/technical-guidance) should be followed. - Contractor to ensure adequate sanitation and welfare facilities including for hand washing and personal protective equipment are provided and to consider the ability of communities to comply with protective measures such as regular handwashing

158

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component and for the local health care facilities capacity to deal with any infections. - Emergency preparedness and response plan to deal with situation should any construction worker or community member be diagnosed with COVID- 19 during the course of the works. - Given the specialist nature of responding to COVID-19 public health officials/experts to be consulted in undertaking the risk assessment and management planning for COVID-19. - Contractor to conduct regular training (including refreshers) on occupational health and safety for all construction workers including refreshers. To include training for PIU and all Contractor management and construction workers including subcontractors before commencement of works. - Contractor to conduct training of workers on emergency preparedness and response procedures in case of an occupational or community health and safety incident during construction works. B. CONSTRUCTION STAGE I. Physical environment 1. Air quality and - Temporary - Regular watering of road surfaces, exposed spoils EPC Contractor CSC/PIU GHGs localized increase - regular check-up and maintenance of construction - Operation of in levels of dust equipment; construction and air pollutants - idling of engines shall be strongly discouraged; equipment and including PM2.5, - mixing plants i.e. asphalt, concrete, and bricks, machinery; PM10, SO2, NOx, should be operated within the permissible limits of - Emissions from CO, HC (Ambient CPCB and IFC EHS, and located away from brick, concrete Air quality settlements; and asphalt standards - the contractor will submit a dust suppression and plants; published in 2009) control programme to the CSC prior to - Haulage and construction – this plan details actions to be taken stockpiling of to minimize dust generation and identify materials; equipment to be used; 159

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Controlled - vehicles delivering loose and fine materials should earthworks. 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 EPC Contractor CSC/PIU quality and downstream below the road; quantity turbidity at bridge - maintain the natural course of water bodies (as - Use of surface locations much as possible) and avoid throwing debris, C&D water for - Soil erosion due to spoils into water bodies; construction changes in natural - chemicals and oils are stored in secure, and domestic drainage systems. impermeable containers, and disposed of well use - Pollution due to away from surface waters; - Rehabilitation of use and - no vehicle cleaning activity is allowed within 300 m existing bridges maintenance of of water bodies/ drains; - Siltation and construction - construction camps are equipped with sanitary erosion impacts equipment; latrines (septic tanks); - Use and - Pollution caused by - the work on bridges and culverts is limited to dry maintenance of labour camps, seasons, when many of the smaller streams will construction construction site have low water - water diversion works can be equipment runoff, wastewater minimised and the original course restored - Labour camps discharge, etc 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

160

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component with a sewage treatment system (septic tanks) to comply with the standards specified by CPCB and WBG before disposal. Testing of effluent has to be done in accordance with the rules and regulations of CPCB and SCPB - drivers are made aware of diversions and other works at bridge construction site to avoid accidents; - all debris and vegetation, clogging culverts must be regularly cleared. - Prior to use of surface water by workers it has to be established the water quality meets the standards for drinking water. Also regular monitoring of the quality shall be done. 3. Ground water - Groundwater - Construction water requirement (avg. 400KLD and EPC Contractor CSC/PIU quality and abstraction and peak 500 KLD) will be met through local surface quantity potential impacts water sources and other canals in the project area. - Operation of on local sources Domestic water requirement (30 KLD) for workers labour camps, - Pollution of will also be met mainly through local streams temporary groundwater at - Sewage generated at labour camps should be construction sites where disposed of in an environmentally sound manner. sites and process water or - construction camps should be equipped with fuelling stations wastewater is sanitary mobile toilets or toilets with treatment generated and and disposal arrangement by means of septic disposed of in an tank followed by soak pit that do not pollute improper manner. groundwater; - Latrines should be located away and downstream of any source for drinking water in order to prevent contamination of drinking water sources. - Locations for fuelling and/or maintenance should be fitted with impervious flooring and a drainage system connected to an oil/water separator and settling tank to treat sewage before being discharged. - The layout of labour camps and construction sites should comply with the requirements in appendix 161

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

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component The management of debris has to comply with the requirements in Appendix 10: Debris and Spoil Disposal Management. - Mitigation measures for quarry sites are: - Aggregates will be sourced from licensed operational quarry sites that comply with environmental and other applicable regulations on labour, dust suppression and the use of environmentally friendly quarrying techniques; - regular monitoring of the quarries by concerned authorities to ensure compliance with environmental management and monitoring measures; - Mitigation measures for borrow areas are: - Demarcation of the actual extent of area to be excavated; - borrow pit plant and machinery will conform to CPCB/SPCB and IFC EHS noise emission regulations; - protective gear will be provided to the workforce exposed to noise levels beyond threshold limits and there should be proper rotation of such personnel; and - all operation areas will be water sprinkled to control dust levels to national ambient air quality standards. - borrow areas are provided with gentle side slope that are re-vegetated and connected to the nearest drainage channel to avoid the formation of cess pools during the rainy season: - To mitigate the impacts of possible fuel spills the following measures will be applied: - secondary containment around fuel tanks and at fuelling stations will be built; - oil and fuel spills, and other runoff from contaminated areas will be controlled; and 163

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

Other measures on land and C&D disposal: • Any temporary lands required for labour camps or any other sites required for the project shall be transferred back to the owner after the land has been restored to its original state before the completion of construction works. • Contractor has to collect baseline data on the quality of ambient air, ambient noise, soil, surface water and groundwater before establishing and after decommissioning the camps or sites. • excavated material shall be stockpiled and covered in such a way the soil will not erode away and should be used to widen the road or disposed of at proper disposal sites following spoil disposal management guidelines (Appendix 10). • Removal of bituminous wastes from existing roads should not be disposed of in nearby water bodies, open spaces and parks and wastes should not be left unmanaged on the roadsides. • Bituminous material should be examined for PAH to establish if it can be recycled/ reused for road construction. If not, the bitumen shall be treated as hazardous waste and disposed of in pre-identified and approved disposal sites.

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

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

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

II. Biological environment 165

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component 5. Trees and - Spread of invasive • Avoid introduction of new invasive species to, and EPC Contractor/ CSC/PIU/FIU vegetation species by spread of existing invasive species within, the - Clearing of construction project area, captured in an Invasive Species vegetation for vehicles and Management Plan, which, at the minimum, shall road machinery and include: improvement transport of earth - washing of vehicles, equipment and supplies works; and construction before entry to the Project area - Removal of material/debris - monitoring for invasive species; and 8978 trees - Loss of 89780 - control/eradication of invasive species where trees found - Loss of habitat for - Cut only trees which are necessary. Ensure that bird fauna. the vegetation is cleared as per terms and - Fragmentation of conditions of tree cutting permit habitat due to loss - Compliance with guidelines issued by the Indian of vegetation cover Road Congress - Degradation of - Immediately plant native grass and tree species vegetation due to on cut slopes to reduce erosion timber/firewood - Prohibit collection, sale or purchase of collection timber/firewood by staff and contractors, with heavy penalties applied - all wood building material for workers’ housing should be brought from outside the project area; - workers should be supplied with non-wood fuels such as kerosene or liquefied petroleum gas for the duration of the contract; - Implement mandatory compensatory afforestation program to plant 89780 trees (@1:10) resulting in the improvement of tree cover in the area. - Re-vegetation of tree cut from road side; - 6. Ecologically - degradation of - Use only existing licensed quarries outside for EPC Contractor CSC/PIU/ important aquatic habitat sourcing aggregates areas during construction - Avoid borrow pits in areas of Natural Habitat and - Road widening from within 200 m of waterways activities within sedimentation, - Only undertake earthworks during the dry season the ROW dust, sewage, or - Train staff and contractors in good environmental other construction practice, and prohibited activities

166

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Use of waste along the - Ensure contractors supply all necessary food, construction river cooking fuel and appropriate housing equipment; - degradation of - If any wild animal (except birds) comes within - Presence of habitat from 100m from the construction site, construction labour camps hydrological works must immediately stop and resume only - road changes after the wild animal has moved away. construction - increase in animal - The contractor will clearly brief the construction activities; and human workers on strict forestry rules on illegal harvesting - the cutting for conflicts in area of forest products, poaching of wildlife and illegal earthworks; due to road fishing; - quarrying, improvement - Train staff and contractors in good environmental preparation and - Displacement of practice, and prohibited activities transfer of stone species due to - Employment agreements should specify heavy chips. noise, presence of penalties for illegal hunting, trapping and wildlife machinery and trading (per Wildlife Act 1972) – all other ancillary equipment and works should also agree not to participate in such presence of activities; construction - Contractor will ensure supply of all necessary food workers. items, cooking fuel and proper housing to prevent - Injury and mortality illegal hunting and tree felling; of fishes due to - Strict anti-poaching surveillance measures need to underwater be implemented, especially during project construction noise construction phase. - III. Social environment 7. Private land - Traffic may have to - Financial compensation for loss of crops or EPC Contractor/ PIU/LARR and buildings be diverted across replacement of damaged structures. LARR Monitoring - Temporary road private land - After completion of the construction works the used Implementation Consultancy diversions adjacent to the land will be reinstated to the state it had before Consultancy CSC road. 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 167

Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component contractor cost and through written agreement with the land owner, as applicable. - 8. Public - Hinder and - Proper signs indicating the nature of the EPC Contractor CSC/PIU property/ nuisance for road hazard/activity envisaged; infrastructure/ users. - Contractor will ensure that information on the utility timing of works and notifications of road closure (if structures any) is provided via the local media (radio, TV, - Traffic newspaper etc.) or through the local community diversions and heads. temporary road closures 9. Noise and - extremely high - Installation of 3m noise barriers; EPC Contractor CSC/PIU disturbance sound levels - Provision of proper PPEs for on-site workers; - Operation of present real risk to - In construction sites within 500 metres of a construction the health of settlement, noisy operations should cease equipment and workers on- site; between 22:00 and 06:00 hrs machinery, - sensitive areas - To further minimize noise impacts near sensitive hauling of within 100 m the receptors (particularly schools), operation of materials and roadways will be excavator and other heavy machineries will be blasting works affected carried out mostly during off-hours (10:30 am to temporarily; 3.30 pm) and on holidays (Saturday and Sundays) - construction noise in consultation with the community and relevant will affect the most local authorities. communities living - Regular maintenance of construction vehicles and close to the machinery; construction zone - Noise generating equipment and construction machinery will be equipped with acoustic enclosures and/or mufflers; - Timely scheduling of construction activities and communication to affected receptors; - Use of noise barriers where necessary - Baseline noise will be established for all sensitive areas prior to construction - Follow up noise monitoring will be carried out during the construction.

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Timely scheduling of construction activities and communication to affected receptors; - Use of noise barriers where necessary.

10. Vibration - Model study shows - Use of wave barriers where structures are within EPC Contractor CSC/PIU - Operation of buildings/structures 4.5m from the edge of the road; mainly overhead vibration rollers within 4.5m from water storage tanks along the road alignment during ground edge of the road - Inform occupants of dwellings near the edge of the preparation will have major road in a timely manner of the nature, duration and impact of potential vibration effects of the works vibrations; - Model study shows sensitive receptors will encounter moderate impact of vibrations due to construction equipment 11. Occupational - Increase in the - Contractor must control the construction site, keep EPC Contractor CSC/PIU health and potential for the it clean and provide facilities such as dust bins and safety transmission of collectors for the temporary storage of all waste; - Housing of up to diseases and - The Contractor will be responsible for the safe 200 people for illnesses; removal and/or storage of all waste in order to about two years - Accidents and prevent environmental pollution of any type that with 2 labour incidents due to may be harmful to people or animals; camps hazardous working - All personnel working at vulnerable site locations - Work in conditions will wear proper PPE like (but not limited to) safety hazardous helmets, eye and ear protection and strong conditions 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 169

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

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component 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 EPC Contractor PIU GHGs emission of typical minimize air pollution due to reanimation of dust - Increase in transport related from the road traffic volume pollutants (PM 2.5, - Atmospheric PM10, CO, SO2 dispersion and NOx) modelling shows that the project is likely to cause air pollution concentrations slightly exceeding the National Ambient Air Quality Standards of CPCB as well as IFC EHS standards in the next 15 years due to higher 171

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

II. Biological environment 1. Trees and - low survival rate of - Monitor the tree plantation of 35690 trees. Take PIU/ PIU terrestrial trees planted remedial measures to minimum 70% survivability EPC Contractor vegetation - Poor performance rate after three years - Status of forests of habitat - Check the effectiveness of additional habitat improved under improvement improvement activities (additional tree plantation the project to activities on river banks) and make adjustments and achieve net gain revisions to improve effectiveness. of terrestrial vegetation 2. Terrestrial - Displacement of - Periodic surveillance and maintenance works to PIU/ EPC PIU fauna species due to ensure that the green belt along the road and Contractor - Effectiveness of noise from normal measures for soil erosion are effective to control implemented traffic or water pollution along river banks mitigation maintenance measures activities

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Activity/Valued Negative Impact Mitigation Measure Responsibility Environment Implementation Supervision Component - Increased poaching from increased traffic through the area. - Mortality of individuals due to vehicle collision - Unforeseen human-animal conflicts

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

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

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Table 64: Environmental Monitoring Plan (EMoP) Action Plan Responsible party Environmental in case Features / Parameters and Standards Location Frequency Duration criteria Stage exceeds the Implementation Supervision standards Air Quality and Noise Levels

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

Operations • PM2.5, PM10, SO2, NOx, Along the project road Once in a Continuou - Contractor CSC, PIU Stage CO, HC (Ambient Air quality at different zone as quarter s 24 Through standards published in suggested by CSC for excluding hours/ or approved 2009) regular monitoring monsoon for 1 full monitoring • Leq - Noise levels on dB months for 2 working agency (A) scale (MOEFCC Noise years day Rules, 2000(Ambient Noise 175

Action Plan Responsible party Environmental in case Features / Parameters and Standards Location Frequency Duration criteria Stage exceeds the Implementation Supervision standards Standards)) compared with IFC EHS Water Quality Construction pH, Temperature, DO, Oil & At identified locations. Once in a - Check and Contractor CSC, PIU Stage Grease, Conductivity, TSS, Periodic monitoring of quarter modify petrol Through TDS, Alkalinity, Total groundwater near any excluding interceptors, approved Hardness, Calcium, locations for fuelling. monsoon Silt fencing monitoring Magnesium Chloride, month for devices. agency Phosphate, Sulphate, Nitrate, construction COD, BOD, Iron, Total period Coliform, Faecal Coliform, Salinity (Indian Standards for Inland Surface Waters (IS: 2296, 1982) and for Drinking Water (IS: 10500 - 2012)) pH, Temperature, At identified locations Once in a - Check and Contractor CSC, PIU Conductivity, TSS, TDS, quarter modify petrol Through Alkalinity, Total, Hardness, excluding interceptors, approved Calcium, Magnesium Chloride, monsoon for Silt fencing monitoring Phosphate, Sulphate, Nitrate, construction devices. agency Iron. (Indian Standards for period Inland Surface Waters (IS: 2296, 1982) and for Drinking Water (IS: 10500 – 2012)) Operation pH, Temperature, DO, Oil & At identified locations Once in a - Check and Contractor CSC, PIU Stage Grease, Conductivity, TSS, along the project road quarter modify petrol Through TDS, Alkalinity, Total excluding interceptors, approved Hardness, Calcium, monsoon for 2 Silt fencing monitoring Magnesium Chloride, years devices. agency Phosphate, Sulphate, Nitrate, COD, BOD, Iron, Total

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Action Plan Responsible party Environmental in case Features / Parameters and Standards Location Frequency Duration criteria Stage exceeds the Implementation Supervision standards Coliform, Faecal Coliform, Salinity ((Indian Standards for Inland Surface Waters (IS: 2296, 1982) and for Drinking Water (IS: 10500 - 2012)) pH, Temperature, At identified locations Once in a - Check and Contractor CSC, PIU Conductivity, TSS, TDS, along the project road quarter modify petrol Through Alkalinity, Total, Hardness, excluding interceptors, approved Calcium, Magnesium Chloride, monsoon for 2 Silt fencing monitoring Phosphate, Sulphate, Nitrate, years devices. agency Iron. (Indian Standards for Inland Surface Waters (IS: 2296, 1982) and for Drinking Water (IS: 10500 - 2012)) Soil Quality Construction Chemical properties including At identified locations in Once in a - Check oil and Contractor CSC, PIU oil and grease and PAH construction camp & quarter chemical Through plants and along the excluding spillage approved project road section monsoon monitoring months for agency construction period Operation Chemical properties including At identified locations Once in a - Check oil and Contractor CSC, PIU oil and grease along the project road quarter chemical Through excluding spillage approved monsoon monitoring months for 2 agency years Accidental and Health and Safety 177

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

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E. Institutional Requirements

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

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

419. 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.

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

• Advise PIU through the FIU and PMS on preparing reports to ADB and other statutory bodies; 179

• 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.

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

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

423. 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).

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

425. 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.

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

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

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• The PIU and FIUs will coordinate to ensure timely processing of forestry clearances, tree cutting permits, and other similar clearances and permits required for the project primary responsibility per jurisdiction will fall on respective FIU. • FIU will coordinate with the Forestry Department on biodiversity monitoring and habitat improvement activities. • PIU will review the budgetary needs for complying with the Government’s and ADB’s requirements on environment safeguards and ensure the proposed budget is available. • Prepare forms, reports and all documents, etc. for processing of environmental, forestry and related clearances in a timely manner and submit them for further review and signing to the authorized officer in the respective executing agency office. • If any problems or long delays are encountered when processing the clearance documents, immediately alert the authorized officer at the executing agency level and seek ways resolve the problem at the soonest. • Ensure that all necessary regulatory clearances are obtained prior to commencing any civil work of the respective road section. • The PIU will ensure that the most recent version of the EMP (including biodiversity conservation measures) and EMOP which include required mitigation measures and monitoring requirements with defined Bill of Quantity (BOQ), forms part of contractor’s agreement. • Ensure that contractor have access to the IEE report including EMP, and EMOP. • The FIU will ensure that the Engineering Procurement and Construction (EPC) contractor updates the EMP, EMOP based on detailed design and prepare CEMP. • Ensure that contractor understand their responsibilities to mitigate environmental problems associated with their construction activities. • The FIU will ensure and monitor that all required permits, no objection certificates etc. are obtained by the contractor for establishment and operation of equipment and facilities as detailed in the IEE. • The FIU, with the support of the environmental Engineer of the contractor and CSC ensure that the contractor implements the EMP (including biodiversity conservation measures) and EMOP as given in the latest version of the IEE report. • In case of unanticipated environmental impacts during project implementation stage, with the support of CSC prepare and implement an updated EMP to account for such impacts after seeking concurrence from ADB. The updating shall be carried out after due consultation with the stakeholders and concerned government agencies. • In case during project implementation if the project needs to be redesigned or there are unanticipated environmental impacts, the PIU will immediately inform ADB and jointly agree on whether the IEE needs to be revised or whether only the EMP and/or EMOP needs to be revised. • Conduct regular (at least quarterly for PIU and at least weekly for FIUs) site visits to ensure that the contractor is complying with the EMP, EMOP and the CSC is conducting regular supervision and monitoring as outlined below in the next paragraph. • Ensure effective implementation of Grievance Redress Mechanism to address affected people’s concerns and complaints. • With the support of CSC and contractor, conduct public consultations during project construction to seek feedback of the local community people and ensure that the project is not having adverse impacts on them. 181

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

427. 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.

428. 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 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.

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

• Review the IEE, EMP and Biodiversity Action Plans with the Biodiversity and Critical Habitat Assessment report to understand the background environmental and biodiversity issues of the project. • Conduct third party monitoring of the implementation of the EMP, EMOP and biodiversity conservation activities by the contractor and supervisory activities of the CSC through quarterly site visits and review of environment safeguard and 183

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.

430. 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.

431. 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.

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

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

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

433. 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

434. 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.

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

436. 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.

437. A summary of the key environment safeguards activities and reporting system to be followed under the project is provided in the table 65 below.

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Table 65: 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 inclusion commencement in monthly monitoring date report Quarterly reporting Site inspection CSC Inspection report on CSC to submit to Quarterly after findings of PIU and ADB commencement biodiversity monitoring Site inspection External Inspection report None First inspection monitor 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 ADB reporting period review and website endorsement Consolidated Semi- PMS Consolidated PIU to further No later than 3 annual monitoring monitoring reports submit to ADB for months after report submitted to PIU for disclosure on ADB reporting period. review and website endorsement CSC: Construction Supervision Consultant; PIU: Project Implementation Unit

G. Environmental Management Budget

438. An environmental management budget of 10,44,00,975/- (Rupees Ten Crore Forty Four Lakh nine hundred and seventy five only) (USD 1.393 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 66.

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Table 66: Environmental Management Cost Estimate * SL. ITEM DESCRIPTION QUANTITY UNIT RATE (Rs.) AMOUNT (Rs.) RESPONSIBILITY No. A. Tree cutting and Compensatory Afforestation Plantation

A.1 Payment of tree Compensation for plantation of 35690 trees Compensatory A.1.1 Afforestation/Plantation (Covered under PIU through EPC Contractor regulatory clearance, Engineering cost) 35690 No. 2,400 85656000

B. Environmental Monitoring Ambient air quality monitoring during pre- B.1 construction, construction and operations 144 No. 8,000 1,152,000 phases Ambient noise level monitoring during pre- B.2 construction, construction and operations 159 No. 3,000 477,000 phases Water quality monitoring of surface water B.3 24 No. 6,000 144,000 during construction and operations phases Water quality monitoring of drinking water B.4 (Groundwater) during construction and 12 No. 5,000 60,000 operations phases Soil quality monitoring during construction and B.5 225 No. 6,000 1,350,000 operations phases B.6 Monitoring survival rate of plantation 8 No. 20,000 160,000 Sub-Total(B) 3,343,000 Enhancement of environmental improvement in the project alignment as directed by project authority C. Contractor through BOQ including the following items C.1 Oil Interception 2 No 10,000 20,000 Rainwater harvesting cum recharge pits @1 C.2 88 Rm. 50,000 4,400,000 structure per Km Silt fencing 250 Rm. 2,000 500,000 187

C.3 Landscaping at major junctions 14 No 100,000 1,400,000 C.4 Septic tank with soak pit 2 No 200,000 400,000 C.5 Noise Barrier at sensitive receptors 11 No LS 2637800 C.6 Enhancement Measures for Cultural Properties 2 No LS 472700 Sub-Total(C) 9,830,500 D. Environmental Training D.1 Training at site as mentioned in IEE report. 2 Lumpsum 300,000 600,000 PIU through CSC

Total (A+B+C+D) 99,429,500

Addl 5% towards misc and escalation 4971475 Grand Total 104400975 * Cost estimate is preliminary based on the current unit rates. Therefore, this estimate is tentative only.

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X. CONCLUSIONS AND RECOMMENDATIONS

439. 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 road section. 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.

440. Road widening will be confined within the available RoW with minimum additional land acquisition. There is no presence sensitive environmental issue like wildlife sanctuary, national park, bio reserve, along the project road alignment and most of water body crossed by the road are non-perennial in nature.

441. The road section does not passes through any protected area, wildlife sanctuary, national park. There are no ecologically sensitive areas along the project road neither there are any archaeological/protected monument located in the vicinity of project corridor. The land use pattern around the proposed alignment is predominantly agricultural except in patches of section where land use predominantly mix of built-up and agriculture land.

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

• Impacts on surrounding area due to tree cutting (3569) for the proposed widening; • Impacts due to conversion of about 89.8 hectare of land for road widening purpose • Temporary impact on land and air environment due to locating construction camp; • Temporary impact on land, air and water environment due to establishing and operating construction plants (Hot Mix Plant and Diesel Generator [DG] sets); • Impacts on trees due to removal on section of road with realignment and proposed bypass; • Impact on air quality, water quality, drainage, road users due to construction activities of project road; • Impact on land and water environment due to improper disposal waste water and improper disposal of solid waste generated from camps and construction activities; • Impact on occupational health and safety due to all on-site and off-site construction works; and • Induced cumulative impact on noise levels and air quality due to increase in traffic.

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

444. Besides, series of mitigation measures have been proposed that are described in the IEE Report and addressed comprehensively in the environmental management plan. These include use of spoil disposal areas to minimize destruction of land forms along the alignment, proper sizing of hydraulic structures to assure adequate capacity and prevent destruction of adjacent land, provision of sign boards and noise barriers at sensitive receptor’s locations, identification of vulnerable community infrastructure that must be preserved or replaced under construction 189 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.

445. 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.

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

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

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

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APPENDICES

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Appendix 1: ADB’s Rapid Environmental Assessment (REA) Checklist INDIA: TAMIL NADU INDUSTRIAL CONNECTIVITY PROJECT (TNICP) Upgrading Omalur - Tiruchengode Road (SH-86) Country/Project Title:

Sector Division: SARD - SATC

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

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

▪ Mangrove X

▪ Estuarine X

X ▪ Buffer zone of protected area The project road is not located core/buffer zone of any protected area. ▪ Special area for protecting biodiversity X

B. POTENTIAL ENVIRONMENTAL IMPACTS Will the project cause…

▪ encroachment on historical/cultural areas; X No encroachment of historical places. Disfiguration of disfiguration of landscape by road landscape is not envisaged since it is embankments, cuts, fills, and quarries? expansion/reconstruction of existing alignment. Cut and fills are required only to improve the vertical profile of the road. Most of the construction materials would be available from existing quarries nearby, relatively few new borrow areas will be required, borrow area and gravel quarry area are identified within the vicinity of project road. ▪ encroachment on precious ecology (e.g. X There is no protected area (National Park, Wildlife sensitive or protected areas)? Sanctuary, Reserved Forest, Biosphere Reserve, Wetland) within the RoW of project road. ▪ alteration of surface water hydrology of X The project road runs parallel to Pamani River, crosses waterways crossed by roads, resulting in Vennai River, Vettaru River Kudamurti River and T.R. increased sediment in streams affected by Patnam River, Arasalar River, increased soil erosion at construction site? Water Bodies such as village ponds and lake are present along the project road. None of them are impacted due to the project road as every measure has been taken in design to avoid the impact on these water bodies. ▪ deterioration of surface water quality due to X During construction period suitable mitigation measures silt runoff and sanitary wastes from worker- will be required to control the silt runoff. based camps and chemicals used in Adequate Sanitary facilities and drainage in the workers construction? camps will help to avoid this possibility. As the construction activity in this project will not contain any harmful ingredients, no impact on surface water quality is anticipated.

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Screening Questions Yes No Remarks ▪ increased local air pollution due to rock X With appropriate mitigation measures and use of most crushing, cutting and filling works, and modern environment friendly equipments/machineries chemicals from asphalt processing? air pollution shall be reduced to permissible levels.

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

▪ noise and vibration due to blasting and X No Blasting is involved. No significant noise generation other civil works? is expected during construction activities except normal construction equipment operational noise. These noise levels will be impulsive in nature and its impact will be confined within few meters of either side of the road. ▪ dislocation or involuntary resettlement of X Likely. A Resettlement Plan will be prepared, and people? compensation shall be paid as per approved entitlement matrix. ▪ dislocation and compulsory resettlement of X Likely. A Resettlement Plan will be prepared, and people living in right-of-way? compensation shall be paid as per approved entitlement matrix. ▪ disproportionate impacts on the poor, X No such impact is anticipated. women and children, Indigenous Peoples or other vulnerable groups?

▪ other social concerns relating to X Imposing of appropriate mitigation measures in contract inconveniences in living conditions in the agreement to keep the air pollution within permissible project areas that may trigger cases of levels will keep a check on this problem. upper respiratory problems and stress?

▪ hazardous driving conditions where X To minimized the impact suitable traffic management construction interferes with pre-existing plan will be required roads?

▪ poor sanitation and solid waste disposal in X Proper provisions for sanitation, health care and solid construction camps and work sites, and waste disposal facilities will be available in the contract possible transmission of communicable documents to avoid such possibility. diseases (such as STI's and HIV/AIDS) from workers to local populations? Workers will be made aware about communicable diseases ▪ creation of temporary breeding habitats for X diseases such as those transmitted by mosquitoes and rodents?

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

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

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

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

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

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

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A Checklist for Preliminary Climate Risk Screening Country/Project Title: INDIA: TAMIL NADU INDUSTRIAL CONNECTIVITY PROJECT (Omalur - Tiruchengode road (SH-86)) Sector : Transport Subsector: Roads and Highways Division/Department: SATC Screening Questions Score Remarks1

Location and Is siting and/or routing of the project 0 There is no issue of landslide/ landslip in the Design of (or its components) likely to be project area as the project road fall in plain project affected by climate conditions terrain. The upgradation of road will not have including extreme weather related any impact on extreme weather-related events. events such as floods, droughts, storms, landslides? Would the project design (e.g. the 1 Hydrological surveys have been done at all the clearance for bridges) need to major and minor river crossings with a view to consider any hydro-meteorological obtain the Cross section of the rivers/streams at parameters (e.g., sea-level, peak the centre line of the road and up to a river flow, reliable water level, peak reasonable distance at upstream and wind speed etc.)? downstream. The Highest Recorded Flood Levels (HFL) has been obtained from existing flood marks or ascertained from local enquiry with local knowledgeable persons. Materials and Would weather, current and likely 1 The climate of the project influence area is Maintenance future climate conditions (e.g. tropical, with distinct wet and dry seasons. prevailing humidity level, temperature Project influence area falls in megathermic to contrast between hot summer days strong hyperthermic zone as per temperature and cold winter days, exposure to distribution map of Tamil Nadu State. The wind and humidity hydro- annual maximum and minimum temperature meteorological parameters likely normal (1970-2000) of Salem district are 34.1°C affect the selection of project inputs and 22.9°C respectively. The average rainfall over the life of project outputs (e.g. recorded the same duration was 1018.5 cms2. construction material)? Tamil Nadu state is the only part of the country that receives rainfall during winter months. The project design coincidentally addresses the risk of accelerated rutting as maintenance contract requires asphalt overlay.

Would weather, current and likely 0 Projections of maximum temperature over future climate conditions, and related Salem for 2040 shows an increase of 1.1 °C extreme events likely affect the and minimum temperature will rise by 1.2 °C. maintenance (scheduling and cost) of Further, asphalt overlay maintenance project output(s) ? requirement to concessionaires ensure continued good road quality. Performance Would weather/climate conditions, 0 The predicted increase in temperature is at of project and related extreme events likely levels that may cause rutting but not at a scale outputs affect the performance (e.g. annual that can jeopardize the achieving the project power production) of project output(s) objective of providing safe and efficient (e.g. hydro-power generation transport. facilities) throughout their design life time? Options for answers and corresponding score are provided below: Response Score Not Likely 0 Likely 1 Very Likely 2

1 If possible, provide details on the sensitivity of project components to climate conditions, such as how climate parameters are considered in design standards for infrastructure components, how changes in key climate parameters and sea level might affect the siting/routing of project, the selection of construction material and/or scheduling, performances and/or the maintenance cost/scheduling of project outputs. 2 Indian Meteorological Department. http://www.imdchennai.gov.in/climate/salem2.htm

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

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

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

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Appendix 3: Baseline Environmental Parameter Monitoring Results

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Environmental Baseline Parameters Monitoring Location Details

Omalur to Tiruchengode via Sankakiri Including TiruchengodeSH86 Three sampling stations were set up for monitoring ambient air quality within the study area. The locations of the monitoring stations were selected so as to accord an overall idea of the ambient air quality scenario in the study area. Logistic considerations such as accessibility, security, and availability of reliable power supply etc. were considered while finalizing the locations of such stations. The locations of the ambient air quality monitoring stations in the study area are given in Table.

Table 1 Details of Ambient Air Quality Monitoring Stations S.No. Road No Station Location Coordinates Land Use

1 SH-86 AAQ1 Omalur Taluk, Revenue Office 11°44'24.1"N Residential Area 78°02'33.4"E 2 SH-86 AAQ2 Konganapuram,Erumaipatti 11°34'15.6"N Residential Area 77°54'10.5"E 3 SH-86 AAQ3 Near Sri Shanmugha College of Pharmacy, 11.4424.1N Residential Area Puthur 78.0233.4E

AAQ1- Omalur Taluk, Revenue Office AAQ2- Konganapuram,Erumaipatti

(11°44'24.1"N 78°02'33.4"E) (11°34'15.6"N 77°54'10.5"E)

AAQ3- Konganapuram,Erumaipatti (11°34'15.6"N 77°54'10.5"E)

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Table 2 Details of Ambient Noise Level Monitoring Locations Omalur to Tiruchengode via Sankakiri Including TiruchengodeSH86

S.No. Road No Station Location Coordinates Land Use 11 26'02.5"N 1 SH-86 NL1 Sri Shanmugha College, Puthur ° Residential Area 77°52'47.7"E 11 40'30.3"N 2 SH-86 NL2 Desavilakku. ° Residential Area 77°58'04.0"E Konganapuram,Erumaipatti 11 34'15.6"N 3 SH-86 NL3 ° Residential Area 77°54'10.5"E Omalur Taluk, Revenue Office 11 44'24.1"N 4 SH-86 NL4 ° Residential Area 78°02'33.4"E

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NL-1 Sri Shanmugha College, Puthur (11°26'02.5"N 77°52'47.7"E) NL2- Desavilakku.

(11°40'30.3"N 77°58'04.0"E) ° °

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(11°44'24.1"N 78°02'33.4"E)

Table 3 Details of Ground Water & Surface Water Locations Omalur to Tiruchengode via Sankakiri Including TiruchengodeSH86

S.No. Road No Station Location Coordinates Sources 1 SH-86 GW-1 Athipalaiyam 11°20'36.7"N Bore Well 77°54'03.8"E 2 SH-86 GW-2 Mavureddy, Paramathi 11°10'03.1"N Bore Well 78°00'57.1"E 3 SH-86 SW-1 Karukkapatti 11°41'15.8"N Pond Water 77°58'37.2"E

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Appendix 4: Comparison of World Bank and GoI Ambient Air Quality Standards A comparison between the ambient air quality requirements between the World Bank (WB) Environment, Health and Safety (EHS) guidelines and the National Ambient Air Quality standards (NAAQS) under the Air (Prevention and Control of Pollution) Act, 1981 of GOI as given in table below shows that the NAAQS has requirements on three more parameters (Pb, Co and NH3) in comparison to the WB EHS. The NAAQS has differentiated standards for two types of areas: i) industrial, residential, rural and other areas and ii) ecologically sensitive areas. The WB EHS has guidelines values which are the required standards but allows for gradual compliance to the guideline values through staged interim targets. Most WB EHS guideline requirements are more stringent than NAAQS except for the NOx one year average in ecologically sensitive areas where the NAAQS requirements are more stringent.

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

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Appendix 5: Tree inventory in the COI of the project road along existing alignment

Details of Green Tunnel along the Project Road Chainage(km) Sl. No. Total Length in Km From To Omalur – Thiruchengode Section of Road No. 1 (SH86) 1 25+900 26+150 0.25 2 28+440 28+550 0.11 3 31+600 31+750 0.15 4 32+430 32+550 0.12 5 32+750 33+030 0.28 6 33+600 33+750 0.15 7 35+150 35+300 0.15 8 35+750 35+850 0.10 9 37+040 37+340 0.30 10 37+450 37+800 0.35 11 38+630 38+890 0.26 12 51+230 51+410 0.18 Total in Km 2.40 Source: Reconnaissance Survey done by DPR consultant

List of Flora with RET Status Sl. Common English IUCN No Tamil Name Scientific Name Name Status . 1 Neem Vembu Azadirachta indica LC 2 Palm Panei Borassus flabellifer EN 3 Tamrind Puli Tamarindus indica LC 4 Dyers’s oleander Palamaram Wrightia tinctoria LC 5 White barked Acacia velvelam Acacia leucophloea LC 6 Babul Karuvelam Acacia nilotica LC 7 Bael tree Vilma Aegle marmelos NA 8 Banyan tree Alamaram Ficus benghalensis NA 9 Ber llanthei Ziziphus jujuba LC Peltophorum 10 Copperpod Perunkonrai NA pterocarpum 11 Drumstick tree Murungai Moringa oleifera NA Thanga mohar, 12 Gulmohar Delonix regia LC Vadanaranyana Millingtonia 13 Indian Cork tree Maramalli, NA hortensis 14 Jamun Naaval Pazham Syzygium cumini LC 15 Pongamia Pungai Pongamia pinnata LC 16 Prosopis velikathan, vanini Prosopis juliflora NA 17 Custard apple Seetha pazham Annona squamosa LC 18 Curryleaf Kadi Patta Murraya koenigii NA 19 Coconut Thengai Cocos nucifera NA 20 Pomagranate maadulampazham Punica granatum LC

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Kallimandarai,chembak 21 Temple tree Plumeria rubra LC a maram Tabernaemontana 22 Creape Jasmine Nandiar vattai NA divaricata Balsamodendron 23 Hill Mango Kiluvai NA caudatum 24 White Gulmohar Vadana Delonix elata LC 25 Black Wattle Oonzi Acacia mearnsii NA 26 wild almond tree Pee maram Sterculia foetida NA Guazuma ulmifolia 27 Indian Elm Aya maram NA Lam. 28 Bahunia chemmonadarei Bauhinia purpurea LC Cherry maram, Ten Muntingia 29 Singapore Cherry NA pazham calabura 30 Three leaved caper Mavalikaya Crataeva religiosa LC 31 Indian Siris Vaakai Acacia lebbek LC 32 Badam Badam Terminalia catappa LC Limonia 33 Wood apple velamaram NA elaphantum 34 Indian licorice Kunnimaram Abrus precatorius NA Madras Thorn,Sweet Pithecellobium 35 kodukkappuli LC tamarind dulce Quadrangular-Chaste 36 Nochi maram Vitex Negundo LC Tree Lannea 37 Thingam Udaya maram NA coromandelica 38 Hairy Sterculia Vakkana maram Sterculia villosa NA 39 Teak Thekku Tectona grandis NA 40 Oleander Arali Nerium indicum NA 41 Peepal Arasu Maram Ficus religiosa NA 42 Indian Mulberry Nona maram Morinda citrifolia NA Headache tree, Premana 43 Minnamaram NA Spinous fire brand teak serratifolia 44 Mahuva Iluppei Maram Madhuca longifolia NA 45 Indian Laurel Fig Icchi Maram Ficus microcarpa LC Pterocarpus 46 Kino Tree Venkai NT marsupium 47 udippu maram udippu maram Eriolaena candollei NA 48 kaaramullu kaaramullu Solanum indicum NA 49 Bastard Cedar mala veppu Chukrasia velutina LC Caesalpinia 50 American Sumac kona puliyanka NA coriaria 51 Silk cottom Illavam panju Ceiba pentandra LC 52 Mango Mamaram Mangifera indica DD 53 Rain tree Mazhai-maram Samanea saman LC 54 Ashoka tree Asoka Saraca asoca VU 55 Goldenshower Konnai Cassia fistula LC 56 Guava Koyya Psidium guajava LC 57 Star gooseberry Aru Nelli Cicca acida NA

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Hispaniolan Rosy 58 Trumpet Tree Tabebuia berteroi NA Trumpet Tree 59 Ancole Fruit-Plant Alinji maram Alangium lamarckii NA Eucalyptus 60 Eucalyptus Nilgiri NT bancroftii Phyllanthus 61 Goose-Berry Nelli NA emblica 62 Flame of the Forest Poovarasu,Porasu Butea monosperma DD 63 Indian Rosewood Eetti Maram Dalbergia latifolia VU Jacaranda 64 Jacaranda Jacaranda VU mimosaefolis Jatropha 65 Jatropha Kattavanik NA glandulifera 66 Lemon Lemon Citrus limon NA Vattakanni, 67 Macaranga Macaranga peltata NA Vattathamarei 68 Tree of Heaven Perumaram Ailanthus excelsa NA 69 Areacnut Kamugu, Pakku Areca catechu NA 70 Kassod tree Ponnavarai maram Cassia siamea LC LC: Least Concern, NA: Not Assessed, VU: Vulnerable, NT: Near Threatened, DD: Date Deficient, EN: Endangered

List of Top 10 Tree Species No.o f S. Common Vernacular Tree No Name(English) Name(Tamil) Botanical Name IUCN Status s 1 Tamrind Puli Tamarindus indica LC 2290 2 Neem Vembu Azadirachta indica LC 1429 3 Palm Panei Borassus flabellifer EN 757 Dyers’s 4 oleander Palamaram Wrightia tinctoria LC 423 5 Pongamia Pungai Pongamia pinnata LC 252 6 Coconut Thengai Cocos nucifera NA 221 7 Indian Mulberry Nona maram Morinda citrifolia NA 172 8 Gulmohar Vadanaranyana Delonix regia LC 153 9 Black Wattle Oonzi Acacia mearnsii NA 141 10 Indian Elm Aya maram Holoptelea integrifolia NA 137

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Chainage wise Details of Trees Proposed to be Cut

Chainage (km) Categorisation of Trees based on GBH Total 10 - 30 cm 30 - 60 cm 60 - 90 cm 90 - 120 cm 120 - 150 150 - 180 cm 180 - 210 >210 cm cm cm LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS 0+000 0+600 0 1 3 8 4 4 4 2 5 3 2 3 3 3 12 21 78 0+600 2+130 Omalur Realignment 0 2+130 3+000 0 3 4 13 1 7 13 6 2 0 5 2 3 6 20 17 102 3+000 4+000 8 1 30 16 13 16 19 14 8 39 6 1 2 0 4 10 187 4+000 5+000 3 4 23 24 18 10 16 7 5 6 3 2 1 1 4 8 135 5+000 6+000 7 3 18 15 11 9 8 25 0 41 1 1 1 0 1 7 148 6+000 7+000 6 6 7 11 5 11 7 11 4 1 1 0 0 0 0 0 70 7+000 8+000 5 17 45 51 20 35 12 23 7 6 1 0 0 0 3 0 225 8+000 9+000 0 15 24 24 9 7 10 7 9 4 3 0 0 0 1 0 113 9+000 9+200 0 2 4 3 4 2 4 2 4 1 0 0 0 0 0 0 26 9+200 12+210 Tharamangalam bypass 0 12+210 13+000 3 6 11 20 20 14 38 10 8 9 4 7 2 3 1 4 160 13+000 14+000 7 6 29 37 8 26 55 24 39 20 5 2 2 1 1 0 262 14+000 15+000 0 1 14 24 15 22 21 20 9 13 7 5 2 2 2 4 161 15+000 16+000 0 8 14 14 13 13 29 32 34 16 13 9 1 13 5 4 218 16+000 17+000 1 2 2 29 2 18 4 2 4 3 3 1 1 2 0 3 77 17+000 18+000 0 8 12 32 30 14 65 4 11 2 5 0 0 1 7 12 203 18+000 19+000 14 3 35 18 7 11 7 14 7 10 2 2 9 6 22 25 192 19+000 20+000 1 1 26 38 22 6 16 16 13 7 11 13 8 4 14 15 211 20+000 21+000 22 14 29 24 33 18 18 11 13 12 2 2 1 0 2 1 202 21+000 22+000 15 27 47 37 17 12 16 23 13 12 6 3 5 3 6 10 252 22+000 23+000 3 13 24 21 31 20 34 37 8 26 1 1 2 1 14 14 250 23+000 24+000 11 11 18 15 20 13 33 18 8 8 4 1 4 7 26 33 230

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Chainage (km) Categorisation of Trees based on GBH Total 10 - 30 cm 30 - 60 cm 60 - 90 cm 90 - 120 cm 120 - 150 150 - 180 cm 180 - 210 >210 cm cm cm LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS 24+000 25+000 6 2 25 21 4 14 14 5 10 9 6 6 7 14 19 23 185 25+000 25+550 6 7 13 14 4 6 2 2 2 2 5 11 4 7 6 9 100 25+550 28+710 Konganapuram bypass 0 28+710 29+000 0 0 0 1 0 1 2 2 0 3 5 7 5 6 9 13 54 29+000 30+000 2 15 18 16 8 11 12 19 17 16 12 21 16 23 16 14 236 30+000 31+000 4 35 24 34 7 14 13 15 8 14 10 7 8 5 23 20 241 31+000 32+000 1 9 28 23 29 6 35 12 18 6 7 8 5 8 21 13 229 32+000 33+000 3 10 19 32 16 15 11 19 8 14 5 13 7 9 24 21 226 33+000 34+000 4 16 20 30 12 28 23 47 16 35 6 16 6 7 21 15 302 34+000 35+000 2 16 10 21 8 28 61 70 15 43 10 6 8 8 31 21 358 35+000 36+000 1 5 33 20 19 32 29 7 5 7 3 3 6 3 14 9 196 36+000 37+000 3 15 22 26 14 15 44 5 7 4 7 8 11 7 10 18 216 37+000 38+000 0 6 1 13 1 6 4 4 3 2 0 1 5 3 7 3 59 38+000 39+000 0 10 4 6 5 3 2 1 1 2 0 0 0 1 0 5 40 39+000 40+000 0 5 4 10 14 6 5 0 3 2 4 1 2 2 4 8 70 40+000 41+000 0 15 9 16 14 5 16 9 2 4 1 6 2 4 4 7 114 41+000 41+500 0 4 4 20 7 7 4 8 3 7 3 5 1 4 6 9 92 41+500 43+460 Sankari-Durg bypass 0 43+460 44+000 3 1 5 22 1 6 7 2 0 2 3 6 2 4 14 12 90 44+000 44+920 4 3 10 21 33 14 17 6 5 9 9 7 6 8 20 15 187 Sub Total 145 326 668 820 499 505 730 541 334 420 181 187 148 176 394 423 6497 Trees Present along LHS 3099 Trees Present along RHS 3398 Grand Total 6497

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Details of Trees in Bypass Locations 10 - 30 60 - 90 90 - 120 180 - 210 30 - 60 cm 120 - 150 cm 150 - 180 cm Bypass Towns cm cm cm cm >210 cm Total Konganapuram 71 214 27 712 0 1 0 0 1025 Tharamangalam Study not in our scope Sankari durg 30 2 267 97 4 0 0 0 400 Sum total 1425

Thiruchengode Bypass Section of Road No. 2 (SH 86) (Section II) Chainage (km) Categorisation of Trees based on GBH Total <10 10 - 30 30 - 60 60 - 90 90 - 120 120 - 150 150 - 180 180 - 210 >210 cm cm cm cm cm cm cm cm cm 0+000 1+000 0 0 8 63 5 1 0 0 0 77 1+000 2+000 0 0 0 40 0 0 0 0 0 40 2+000 3+000 0 0 55 32 15 0 0 0 0 102 3+000 4+000 0 40 0 0 50 0 0 0 0 90 4+000 5+000 0 0 0 173 0 0 0 0 0 173 5+000 6+000 0 0 0 7 2 0 0 0 3 12 6+000 7+000 0 0 0 3 75 0 0 0 0 78 7+000 8+000 0 0 0 6 46 0 0 0 0 52 8+000 9+000 0 0 20 0 100 0 0 0 0 120 9+000 10+000 0 0 20 0 180 0 0 0 0 200 10+000 10+600 0 0 0 100 100 0 0 0 0 200 Total 1144

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Appendix -6: Details of Protected Areas in Tamil Nadu

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

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

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Appendix 7: Detailed Analysis of Air Modeling

A. Introduction

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

2. It has been setup and run by using emission factors prevalent for Indian vehicles (ARAI, 2007) and hourly traffic volumes as predicted for the project. The study is conducted to predict 1-houly increment in CO and 24-houly increment in PM2.5, PM10, NOx and SO2 concentrations for the years 2020, 2025, 2030, 2035 and 2040.

B. Model descriptions

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

C. Source information

1. Traffic data

4. The fleet wise traffic volumes for the present study have been taken from the detailed feasibility report of the project. The annual average daily traffic (AADT) data is available for the proposed road through traffic survey. AERMOD model needs hourly average traffic volume. The total traffic hour volume is further categorized into two-wheeler, four-wheeler, Light commercial vehicles (LCVs), Bus and high commercial vehicles (HCVs), based on the traffic survey at different road stretched along the highway (Figure 1).

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4W LCV 15% 1%

Truck 11%

Bus 2W 9% 63%

3W 1%

Figure 1: Traffic Fleet on the highway

5. The annual average daily motorized traffic data are given in table 1 along with future traffic growth.

Table 1: Annual Average Daily Motorized Traffic Data Year 4W LCV Truck Bus 3W 2W 2020 2031 118 1472 1182 153 8577 2025 2732 148 1941 1489 205 11535 2030 3500 178 2489 1806 263 14780 2035 4301 208 3081 2120 323 18162

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

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PM 0.02 0.22 0.04 0.28 0.55 1.24 SO2 0.01 0.01 0.03 0.06 0.13 0.13

3. Meteorological data

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

Table 3: Meteorological Parameters used for Modelling Hour Temperature Humidity WD Wind Pressure Precip. Cl (oC) (%) (o) Speed (Pa) (mm) (kmph) 1:00 19.8 76 90 15 28.55 0 0 2:00 19.3 81 112.5 11 28.55 0 0 3:00 20.6 87 90 11 28.61 0 0 4:00 20.9 89 112.5 15 28.61 0 0 5:00 21.4 91 90 13 28.61 0 0 6:00 21.9 94 67.5 15 28.55 0 0 7:00 22.3 97 90 22 28.52 0 0 8:00 24.6 92 90 11 28.5 0 0 9:00 25.8 76 90 9 28.47 0 0 10:00 26.1 73 157.5 7 28.47 0 0 11:00 27.3 66 90 11 28.47 0 0 12:00 28.2 63 90 7 28.5 0 0 13:00 28.5 64 90 9 28.5 0 0 14:00 27.6 68 67.5 7 28.52 0 0 15:00 27.1 67 112.5 13 28.55 0 0 16:00 26.3 74 67.5 11 28.55 0 0 17:00 25.4 77 112.5 9 28.55 0 0 18:00 24.8 80 67.5 7 28.55 0 0 19:00 24.1 82 90 7 28.55 0 0 20:00 23.7 86 112.5 11 28.52 0 0 21:00 22.4 87 135 7 28.52 0 0 22:00 21.6 81 90 7 28.52 0 0 23:00 21.1 75 112.5 7 28.52 0 0 24:00 20.5 70 90 9 28.52 0 0

4. Receptors

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

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5. Background Concentration

10. The background pollutant concentrations were taken from environmental monitoring data. Air quality monitoring was carried out in the month of Nov-Dec 2019 at three locations throughout the alignment on two alternate days in a week. The following background pollutant concentrations were taken for model predictions:

Table 4: Average background concentration of pollutants along the alignment

Average Pollutant Background Unit concentration SO2 22.23 µg/m3 NOx 30.63 µg/m3 PM10 65.47 µg/m3 PM2.5 38.33 µg/m3 CO 0 mg/m3

D. Results

11. The model has been setup and run to predict hourly average CO, PM2.5, PM10, SO2 and NOx concentrations for year 2020, 2025, 2030 and 2035 using forecasted traffic data on proposed highway. The predicted 1-hourly average concentration of CO and 24-hourly average concentration of PM2.5, PM10, SO2 and NOx during peak traffic are shown in tables 5, 6, 7, 8, 9 for proposed highway project. The graphical representation of hourly average pollutant concentrations on both side of the road sections shown in figures 2, 3, 4, 5 and 6 at different locations.

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Table 5: CO predicted concentrations (ppm) along the proposed road CO Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, m. Year (Left side) (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 0.23 0.43 0.80 1.55 4.00 6.84 0.26 0.10 0.01 0.00 0.00 0.00 2025 0.90 1.63 3.05 5.94 15.36 26.21 1.00 0.38 0.07 0.01 0.00 0.00 2030 1.64 2.98 5.57 10.85 28.03 47.83 1.83 0.70 0.12 0.02 0.00 0.00 2035 2.29 4.19 7.81 15.22 39.33 67.11 2.56 0.98 0.17 0.02 0.00 0.00

Table 6: PM2.5 predicted concentrations (µg/m3) along the proposed road PM2.5 Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, m. Year (Left side) (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 38.35 38.37 38.41 38.48 38.73 39.05 38.34 38.33 38.33 38.33 38.33 38.33 2025 38.40 38.48 38.62 38.93 39.88 41.09 38.38 38.35 38.33 38.33 38.33 38.33 2030 38.47 38.60 38.86 39.42 41.16 43.36 38.42 38.36 38.34 38.33 38.33 38.33 2035 38.52 38.71 39.08 39.85 42.30 45.40 38.46 38.38 38.34 38.33 38.33 38.33

Table 7: PM10 predicted concentrations (µg/m3) along the proposed road PM10 Concentration (µg/m3) Distance from the centre line of the road, Distance from the centre line of the road, m. Year m. (Left side) (Right side) -200 -100 -50 -20 -10 10 20 50 100 200 2020 65.49 65.51 65.55 65.62 65.87 66.19 65.48 65.47 65.47 65.47 65.47 65.47 2025 65.54 65.62 65.76 66.07 67.02 68.23 65.52 65.49 65.47 65.47 65.47 65.47 2030 65.61 65.74 66.00 66.56 68.30 70.50 65.56 65.50 65.48 65.47 65.47 65.47

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2035 65.66 65.85 66.22 66.99 69.44 72.53 65.60 65.52 65.48 65.47 65.47 65.47

Table 8: NOx predicted concentrations (µg/m3) along the proposed road NOx Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, m. Year (Left side) (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 30.79 30.94 31.24 31.87 33.85 36.37 30.73 30.67 30.64 30.63 30.63 30.63 2025 31.22 31.80 32.96 35.37 42.96 52.58 31.02 30.78 30.66 30.63 30.63 30.63 2030 31.71 32.76 34.89 39.28 53.14 70.70 31.34 30.90 30.68 30.64 30.63 30.63 2035 32.15 33.62 36.60 42.76 62.20 86.83 31.63 31.01 30.70 30.64 30.63 30.63

Table 9: SO2 predicted concentrations (µg/m3) along the proposed road SO2 Concentration (µg/m3)* Distance from the centre line of the road, Distance from the centre line of the road, m. Year m. (Left side) (Right side) -500 -200 -100 -50 -20 -10 10 20 50 100 200 500 2020 22.23 22.24 22.24 22.25 22.28 22.33 22.23 22.23 22.23 22.23 22.23 22.23 2035 22.26 22.30 22.36 22.50 22.92 23.46 22.25 22.24 22.23 22.23 22.23 22.23 *There is minor change in SO2 concentration from year 2020 to 2035.

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CO Concentration (mg/m3) 90.00

80.00

70.00

60.00

50.00 2020 40.00 2025 2030 30.00 2035

20.00

10.00

0.00 -500 -400 -300 -200 -100 0 100 200 300 400 500 -10.00

Figure 2: CO distribution from Centre line of the road

NOx Concentration (µg/m3)

100.00

90.00

80.00

2020 70.00 2025 2030 60.00 2035

50.00

40.00

30.00 -500 -400 -300 -200 -100 0 100 200 300 400 500

Figure 3: NOx distribution from Centre line of the road

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PM2.5 Concentration (µg/m3) 46.00

45.00

44.00

43.00 2020

42.00 2025 2030 41.00 2035

40.00

39.00

38.00 -500 -400 -300 -200 -100 0 100 200 300 400 500

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

PM10 Concentration (µg/m3) 73.00

72.00

71.00

70.00 2020 69.00 2025 2030

68.00 2035

67.00

66.00

65.00 -600 -400 -200 0 200 400 600

Figure 5: PM10 distribution from Centre line of the road

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SO2 Concentration (µg/m3) 23.60

23.40

23.20

23.00

22.80 2020 2035

22.60

22.40

22.20

22.00 -500 -400 -300 -200 -100 0 100 200 300 400 500

Figure 6: SO2 distribution from Centre line of the road

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

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

Spatial Distribution of CO for year 2020

Spatial Distribution of CO for year 2025

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Spatial Distribution of CO for year 2030

Spatial Distribution of CO for year 2035

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

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Spatial Distribution of PM2.5 for year 2020

Spatial Distribution of PM2.5 for year 2025

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Spatial Distribution of PM2.5 for year 2030

Spatial Distribution of PM2.5 for year 2035

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

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Spatial Distribution of NOx for year 2030

Spatial Distribution of NOx for year 2035

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

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Spatial Distribution of SO2 for year 2020

Spatial Distribution of SO2 for year 2035

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Appendix 8: Guidelines For Plant Management

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

B. Site selection criteria

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

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

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

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

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

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

SITE IDENTIFICATION FOR PLANTS

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

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

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

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

Contractor:

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Appendix 9: Guidelines for Camp Site Management

A. Purpose

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

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

B. Scope

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

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

a. Potential Environmental Impacts

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

b. Mitigation Measures

2. Siting of Construction Camps

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

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

3. Establishment, Operation, and Closure of Camps

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

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4. Equipment and Vehicle-related issues

a. Potential Environmental Impacts

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

b. Mitigation Measures

i. Vehicles

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

ii. Workshop and Maintenance areas

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

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Slope of the Workshop area floor

O&G To drainage system for the site

Figure 1: Workshop Area Pollution Control

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

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

Figure 2: Sedimentation Chamber for vehicle washing ramp discharge

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5. Facilities for Labour

a. Potential Environmental Impacts

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

b. Mitigation Measures

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

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TYPICAL DRAWING OF WORKERS’ CAMP SANITARY FACILITY

264

Layout of a Construction camp

Family Quarter Rooms Gents Toilet s Vehicle Washing for Was Area / Ramp Women hing area

Ladi es Toil et

Workshop PLANTS

(Concre

te Office Canteen

Block / Mess Rooms Batchin for Men

g, etc.)

and Cement and MATERI Spares Store

AL Security & Weigh

Bridge Existing Slope

Gate

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

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

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

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

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• Domestic waste disposal locations details

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

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

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Appendix 11: Guidelines for Borrow Area Management

A. Purpose

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

B. Scope

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

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

C. Impacts

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

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

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

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

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

E. Operation

• Controlled operation as per agreed / approved plan; • Preservation of topsoil at designated areas e.g. corners of the area etc.; • Maintain necessary buffer zone in all directions and go for vertical cut within this area. Final cut slope should be maintained within the buffer zone; • Step-wise excavation if borrow area is located on inclined area having more than 2% slope; • Restricting excavation up to 2m for each stages of operation if allowed depth is more; • Avoid cutting of any tree of girth size > 30cm3. if any tree cutting is inevitable, prior permission (written) from the competent authority should be taken and compensatory plantation has to be raised.

F. Rehabilitation

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

G. Management Procedure

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

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

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

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Borrow Areas Identification

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

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

Documents to be attached:

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

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

Contractor’s Representative:

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

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Appendix 12: Guidelines for Quarry Area Management

A. Purpose

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

B. Scope

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

3. The guidelines seek to ensure that Contractors4: • 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;

4 The EMP stipulations will be applicable even if contract use existing licensed quarry. In case contractor use the existing licensed quarry a copy of the quarry license and lease / sub-lease agreement should be submitted to the Project Proponent. Contractor shall submit a plan delineating how he shall comply with requirements stipulated in this plan and elsewhere in the EMP on quarrying activity.

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

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

1. General

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

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

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

275 matches or inflammable material shall be allowed in the magazine. The magazine shall have an effective lightning conductor. The following shall be displayed in the lobby of the magazine: • A copy of the relevant rules regarding safe storage in English, Portuguese and in the language with which the workers concerned are familiar. • A statement of up-to-date stock in the magazine. • A certificate showing the last date of testing of the lightning conductor. • A notice that smoking is strictly prohibited.

10. All explosives shall be stored in a secure manner in compliance with all laws and ordinances, and all such storage places shall be clearly marked. Where no local laws or ordinances apply, storage shall be provided to the satisfaction of the Engineer and in general not closer than 300 m from the road or from any building or camping area or place of human occupancy. In addition to these, the Contractor shall also observe the following instructions and any further additional instructions which may be given by the Engineer and shall be responsible for damage to property and any accident which may occur to workmen or the public on account of any operations connected with the storage, handling or use of explosives and blasting. The Engineer shall frequently check the Contractor’s compliance with these precautions.

2. Materials, Tools and Equipment

11. All the materials, tools and equipment used for blasting operations shall be of approved type. The Engineer may specify the type of explosives to be allowed in special cases. The fuse to be used in wet locations shall be sufficiently water-resistant as to be unaffected when immersed in water for 30 minutes. The rate of burning of the fuse shall be uniform and definitely known to permit such a length being cut as will permit sufficient time to the firer to reach safety before explosion takes place. Detonators shall be capable of giving effective blasting of the explosives. The blasting powder, explosives, detonators, fuses, etc., shall be fresh and not damaged due to dampness, moisture or any other cause. They shall be inspected before use and damaged articles shall be discarded totally and removed from the site immediately.

3. Personnel

12. The blasting operation shall remain in the charge of competent and experienced supervisor and workmen who are thoroughly acquainted with the details of handling explosives and blasting operations.

4. Blasting Operations

13. The blasting shall be carried out during fixed hours of the day preferably during the mid-day luncheon hour or at the close of the work as ordered in writing by the Engineer. The hours shall be made known to the people in the vicinity. All the charges shall be prepared by the man in charge only.

14. The Contractor shall notify each public utility company having structures in proximity to the site of the work of his intention to use explosives. Such notice shall be given sufficiently in advance to enable the companies to take such steps as they may deem necessary to protect their property from injury. In advance of any blasting work within 50 m of any railway track or structures, the Contractor shall notify the concerned Railway Authority of the location, date, time and approximate duration of such blasting operations.

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

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for blasting at work site and quarry, respectively. People, except those who actually light the fuse, shall be prohibited from entering this area, and all persons including workmen shall be excluded from the flagged area at least 10 minutes before the firing, a warning siren being sounded for the purpose.

16. The charge holes shall be drilled to required depths and at suitable places. Blasting should be as light as possible consistent with thorough breakage of the material necessary for economic loading and hauling. Any method of blasting which leads to overshooting shall be discontinued.

17. When blasting is done with powder, the fuse cut to the required length shall be inserted into the hole and the powder dropped in. The powder shall be gently tamped with copper rods with rounded ends. The explosive powder shall then be covered with tamping material which shall be tamped lightly but firmly.

18. When blasting is done with dynamite and other high explosives, dynamite cartridges shall be prepared by inserting the square cut end of a fuse into the detonator and finishing it with nippers at the open end, the detonator gently pushed into the primer leaving 1/3rd of the copper tube exposed outside. The paper of the cartridge shall then be closed up and securely bound with wire or twine. The primer shall be housed into the explosive. Boreholes shall be such size that the cartridge can easily go down. The holes shall be cleared of all debris and explosive inserted. The space of about 200 mm above the charge shall then be gently filled with dry clay, pressed home and the rest of the tamping formed of any convenient material gently packed with a wooden rammer.

19. At a time, not more than 10 such charges will be prepared and fired. The man in charge shall blow a siren in a recognised manner for cautioning the people. All the people shall then be required to move to safe distances. The charges shall be lighted by the man- in-charge only. The man-in-charge shall count the number of explosions. He shall satisfy himself that all the charges have been exploded before allowing the workmen to go back to the blasting site.

5. Misfire

20. In case of misfire, the following procedure shall be observed:

• Sufficient time shall be allowed to account for the delayed blast. The man- in-charge shall inspect all the charges and determine the missed charge. • If it is the blasting powder charge, it shall be completely flooded with water. A new hole shall be drilled at about 450 mm from the old hole and fired. This should blast the old charge. Should it not blast the old charge, the procedure shall be repeated till the old charge is blasted. • In case of charges of gelignite, dynamite, etc., the man-in-charge shall gently remove the tamping and the primer with the detonator. A fresh detonator and primer shall then be used to blast the charge. Alternatively, the hole may be cleared of 300 mm of tamping and the direction then ascertained by placing a stick in the hole. Another hole may then be drilled 150 mm away and parallel to it. This hole shall then be charged and fired when the misfired hole should explode at the same time. The man-in-charge shall at once report to the Contractor’s office and the Engineer all cases of misfire, the cause of the same and what steps were taken in connection therewith. • If a misfire has been found to be due to defective detonator or dynamite, the whole quantity in the box from which defective article was taken must be sent

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to the authority directed by the Engineer for inspection to ascertain whether all the remaining materials in the box are also defective.

6. Account

21. A careful and day to day account of the explosive shall be maintained by the Contractor in an approved register and manner which shall be open to inspection by the Engineer at all times.

22. During quarry operation, periodic joint inspection should be carried out by the Contractor and Engineer’s representatives.

23. A typical checklist for the same is given here.

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Quarry Source Identification

Construction Stage Report: One Time Date: Supervision Consultant: S 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

Attributes Requirements 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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Attributes Requirements Controlled • Storage of explosive magazine as per threshold quantity with all the blasting & safety safety measures; • 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 surrounding land to surrounding land. Drainage control • The surface drainage in and around the area should be connected to 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 • Material transport vehicle should be provided with tail board, and transport vehicle cover Personal • Workers shall be provided with helmet, safety shoes, ear muffler and Protective air musk and their use should be strictly enforced. Equipment Redevelopment • The area should be redeveloped within two months (or as agreed) on completion of material collection as per agreed plan.

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Appendix 13: Noise Modeling Details 1. Federal Highway Administration's Traffic Noise Model (FHWA TNM) helps for highway traffic noise prediction and analysis. TNM computes highway traffic noise at nearby receivers. As sources of noise, it includes noise emission levels for the following vehicle types: • Automobiles: all vehicles with two axles and four tires -- primarily designed to carry nine or fewer people (passenger cars, vans) or cargo (vans, light trucks) -- generally with gross vehicle weight less than 4,500 kg (9,900 lb); • Medium trucks: all cargo vehicles with two axles and six tires -- generally with gross vehicle weight between 4,500 kg (9,900 lb) and 12,000 kg (26,400 lb); • Heavy trucks: all cargo vehicles with three or more axles -- generally with gross vehicle weight more than 12,000 kg (26,400 lb); • Buses: all vehicles designed to carry more than nine passengers; and • Motorcycles: all vehicles with two or three tires and an open-air driver / passenger compartment.

2. The procedure for prediction of noise levels involves the following steps: 1. Identification of various receivers 2. Determination of landuse and activities which may be affected by the noise generated 3. Assemble input parameters 4. Application of the model

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

LAeqT = LAE - 10*log10(t2-t1)

where LAE = Sound exposure level in dB

Sound Exposure Level (SEL, denoted by the symbol, LAE): Over a stated time interval, T (where T=t2-t1), ten times the base-10 logarithm of the ratio of a given time integral of squared instantaneous A-weighted sound

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

Table 1: Annual average daily motorized traffic data

Year 4W LCV Truck Bus 3W 2W 2020 2031 118 1472 1182 153 8577 2025 2732 148 1941 1489 205 11535 2030 3500 178 2489 1806 263 14780 2035 4301 208 3081 2120 323 18162

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

Equivalent Noise Levels in dB(A) DAY NIGHT 67.37 56.68

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 67.4 67.6 68.4 70.6 72.2 72.2 70.6 68.4 67.6 67.4 2025 67.4 67.7 68.7 71.3 73.1 73.1 71.3 68.7 67.6 67.4 2030 67.5 67.8 69.0 72.0 73.8 73.8 72.0 69.0 67.7 67.5 2035 67.5 67.9 69.4 72.6 74.5 74.5 72.6 69.3 67.8 67.5 Night LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 57.2 59.0 63.0 68.1 70.6 70.6 68.1 62.8 58.6 57.3 2025 57.4 59.6 63.9 69.3 71.8 71.8 69.3 63.8 59.1 57.4 2030 57.6 60.1 64.8 70.3 72.8 72.8 70.3 64.7 59.6 57.6 2035 57.8 60.6 65.6 71.2 73.7 73.7 71.2 65.4 60.1 57.8

Observations

4. Predicted noise levels (Leq) near the receivers are found to be marginally higher than desired levels for the respective landuse categories for receptors falling within 100m from road edge. The baseline noise levels(2019) are already higher than the permissible limits of CPCB for different landuse categories for day and night. The predicted levels show

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

Figure 1: Noise levels from edge of the road (Day) 75.0

74.0

73.0

72.0 2020 71.0 2025 70.0 2030 Noise indB Levels 2035 69.0

68.0

67.0 -300 -200 -100 0 100 200 300 Distance from edge of the road, m

Noise dispersion

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

Figure 2: Noise contour for year 2020

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Figure 3: Noise contour for year 2025

Figure 4: Noise contour for year 2030

Figure 5: Noise contour for year 2035

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Appendix 14: Details of Participants and Public Consultation attendance list Photos of Focus Group Discussion(FGD)

Photos of FGD meetings conducted in SH 86

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Photos of award enquiry meetings conducted in SH 86

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Few Photos of interactions with PAPs done by LARRU,FIU and implementation consultants in SH 86

Photos of Public Consultation

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Public Consultation Meeting for Road no. 2: Tiruchengode Bypass Section of Omalur-Sankari-Tiruchengode-Paramathy Road (SH 86)

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Attendance Sheet of 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 substance 1 Colour, Hazen units, Max 5 25 are not suspected in absence of alternate sources 2 Odour Unobjectionable a) Test cold and when heated b) Test at several dilution

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Sl. Permissible Substance/ Characteristic Desirable Limit Remarks No. limit Test to be conducted only after 3 Taste Agreeable safety has been established 4 Turbidity NTU, Max 5 10 5 pH value 6.5 to 8.5 No relaxation

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

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

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Appendix 16: National Ambient Noise Level Standards

Limits in Decibels (dB A) Area Code Category Day Time Night Time A Industrial 75 70 B Commercial 65 55 C Residential 55 45 D Silence Zones 50 40 Note: (1) Daytime: 6 AM to 9 P.M., Night-time 9 PM to 6 AM; (2) Silence zone is an area up to 100 m around premises as hospitals, educational institutions and courts. Source: Central Pollution Control Board, New Delhi