51337-001: Tamil Nadu Industrial Connectivity Project

Initial Environmental Examination

Project Number: P51337-001 December, 2020

India: Tamil Nadu Industrial Connectivity Project

Chengalpattu to Kanchipuram Road (SH58) Part-I

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

CURRENCY EQUIVALENTS (as of 30 November 2020)

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

ABBREVIATION

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

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

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

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

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

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

TABLE OF CONTENTS

Executive Summary ...... i I. INTRODUCTION ...... 1 A. Project Background ...... 1 B. Nature, Size and Location of Project Road ...... 1 C. Background of the Present Report ...... 3 D. Objective and Scope of the Study ...... 3 E. Methodology Adopted for IEE Study ...... 4 F. Structure of the Report ...... 6 II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK ...... 7 A. National (India) Environmental Policy Framework ...... 7 B. Social Regulatory Requirements of India and Tamil Nadu ...... 10 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. Location and Type of Project Road ...... 13 B. Features of the Project Road ...... 14 C. Engineering Surveys and Investigations ...... 17 D. Design Standards ...... 17 E. Proposed Improvement ...... 23 F. Construction Camps ...... 42 G. Project Cost ...... 42 H. Construction Packaging and Implementation Schedule ...... 43 I. Project Benefits...... 43 IV. DESCRIPTION OF THE ENVIRONMENT ...... 44 A. Introduction ...... 44 B. Physical Environment ...... 46 C. Coastal and Marine Resources in Project Influence Area ...... 66 D. Biological Environment ...... 66 E. Socio-economic Environment ...... 75 V. ANALYSIS OF ALTERNATIVES ...... 80 A. With Project’ and ‘Without Project’ Scenario ...... 80 B. Location and Alignment Alternatives ...... 84 C. Design Decision Constraints For Various Alternatives ...... 90 D. Alignment Modifications due to Environmental Considerations ...... 90 E. Engineering / Technological Alternatives ...... 90 VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ...... 91 A. Introduction ...... 91 B. Screening of Impacts ...... 95 C. Typical Potential Adverse Impacts ...... 99 D. Impacts on Physical Environment ...... 99

E. Impacts on Biological environment ...... 114 F. Impacts on Social Environment ...... 117 G. Physical and Cultural Resources ...... 133 H. Induced and Cumulative Impacts ...... 133 I. Expected benefits from the Project ...... 134 VII. CONSULTATION, PARTICIPATION AND INFORMATION DISCLOSURE ...... 135 A. Meaningful Consultation ...... 135 B. Objectives of the Consultations ...... 135 C. Methodology for Consultations ...... 135 D. Interaction with NGOs ...... 140 E. Public Disclosure and Further Consultations ...... 140 VIII. GRIEVANCE REDRESS MECHANISM ...... 141 IX. ENVIRONMENTAL MANAGEMENT PLAN ...... 143 A. Introduction ...... 143 B. Objectives of Environmental Management Plan ...... 143 D. Environmental Monitoring and Reporting Program ...... 143 E. Institutional Requirements ...... 168 F. Environmental Reporting System ...... 174 G. Environmental Management Budget ...... 175 X. CONCLUSIONS AND RECOMMENDATIONS ...... 178 APPENDICES ...... 180

LIST OF TABLES

Table 1: Project Road Details (SH-58 Part 1) 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: Annual Average Daily Traffic Volume on Chengalpattu - Kanchipuram Road (SH- 58 Part 1) 15 Table 6: Major Built Up along Chengalpattu - Kanchipuram Road 16 Table 7: Radius for Horizontal Curves 19 Table 8: Sight Distance 20 Table 9: Major and Minor Junction Improvement with along the Project Road 32 Table 10: Environmental Attributes and Frequency of Monitoring 44 Table 11: Average Annual Rainfall (mm) for Project District 47 Table 12: Soil Quality Monitoring Results along the Project Road 55 Table 13: Details of Water Bodies along the Project Road 58 Table 14: Water Quality Monitoring Locations 59 Table 15: Surface Water Quality Characteristics along the Project Road 59 Table 16: Ground Water Quality Characteristics along the Project Road 60 Table 17: Details of Ambient Air Quality Monitoring Locations along Project Road 63 Table 18: Techniques Used for Ambient Air Quality Monitoring 63 Table 19: Summary of AAQM Results along the project Road Section 63 Table 20: Details of Noise Level Monitoring Locations 65 Table 21: Ambient Noise Level in decibel (A) along the Project Road 65

Table 22: Forest Cover in Project Districts (Km2) 66 Table 23: Tree Enumeration within Formation Width (>30 cm) of Project Road 67 Table 24: IUCN status of Major Tree Species within Formation width (>30 cm) 69 Table 25: Protected areas of Tamil Nadu 69 Table 26: Fauna in the Project Road Area 74 Table 27: Demographic Features of Project Districts 75 Table 28: Land Use Pattern within 500m Buffer of Project Road 76 Table 29: Physical /Sensitive Features along the Project Road 77 Table 30: Comparison of Positive and Negative Impacts of ‘With’ and ‘Without’ Project Scenario 82 Table 31: Proposed Bypasses in the Project Roads 84 Table 32: Alternative Analysis of Walajabad Bypass 87 Table 33: Sensitivity of VECs in the Project Area 93 Table 34: Criteria for Rating the Significance of Impacts 95 Table 35: Screening of Environmental Impacts 96 Table 36: Impact on Air Quality during Construction Stage 100 Table 37: Annual Average Daily Motorized Traffic Data 101 Table 38: Emission Factors for Different Types of Vehicle (ARAI, 2007) 102 Table 39: Meteorological Parameters Used for Modelling 102 Table 40: Average Background Concentration of Pollutants along the Project Road 103 Table 41: CO predicted concentrations (ppm) along the proposed road 104 Table 42: PM2.5 predicted concentrations (µg/m3) along the proposed road 104 Table 43: PM10 predicted concentrations (µg/m3) along the proposed road 105 Table 44: NOx predicted concentrations (µg/m3) along the proposed road 105 Table 45: SO2 predicted concentrations (µg/m3) along the proposed road * 105 Table 46: CO2 emission at BAU, Project With and Without Induced Traffic 106 Table 47: Construction Noise / Distance Relationship 119 Table 48: Likely Impact on Noise Quality in the Vicinity of Project Area 120 Table 49: Typical Noise Levels of Principal Construction Equipment (Noise Level in dB (A) at 50 Feet) 120 Table 50: Details of Sensitive Receptors along the Project Road 121 Table 51: Annual average daily motorized traffic data 126 Table 52: Equivalent Background Noise levels 126 Table 53: Predicted Noise Levels along the Project Road 126 Table 54: Vibration Generated from Different Construction Equipment 128 Table 55: Building Vibration Damage Assessment Criteria 128 Table 56: The details of Public Consultation for Project Road 136 Table 57: Summary of Issues Discussed and Measures Taken 138 Table 58: Environmental Management Plan 146 Table 59: Environmental Monitoring Plan (EMoP) 164 Table 60: Environmental Reporting System 174 Table 61: Environmental Management Cost Estimates* 176

LIST OF FIGURES Figure 1: Location of Project Road Alignment on Map 2 Figure 2: Typical Road Cross Sections 25 Figure 3: Environmental Monitoring Locations along the Project Road 45 Figure 4: Rainfall Distribution in the state of Tamil Nadu 47 Figure 5: Temperature Distribution Map of Tamil Nadu 48 Figure 6: Humidity Map of Tamil Nadu State 48 Figure 7: Elevation Map of Tamil Nadu 50 Figure 8: Elevation Profile of Project Road 50 Figure 9: Geological Map of Tamil Nadu 52 Figure 10: Soil Texture Map of Tamil Nadu 53 Figure 11: Soil Order Map of Tamil Nadu 54 Figure 12: Soil Type Based on Water Retention Properties 55 Figure 13: Seismic Map of Tamil Nadu state 57 Figure 14: Forest Cover Map of Tamil Nadu showing Project Road 67 Figure 15: Protected area Map of Tamil Nadu 72 Figure 16: Alternative Alignment option of Kanchipuram Bypass (Military Road) 86 Figure 17: Alternative Alignment options of Walajabad Bypass 89 Figure 18: Photographs of Public Consultation 137 Figure 19: Grievance Redress Mechanism 142

EXECUTIVE SUMMARY

A. Introduction

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

2. This Initial Environmental Examination (IEE) report is prepared for Chengalpattu to Kanchipuram section of SH-58 (Part 1). The project road starts at Chengalpattu having latitude 12°41’59.14”N and longitude 79°58’05.17”E and ends at Kanchipuram having latitude 12°49’03.63”N and longitude 79°44’04.72”E. Two bypasses are proposed for towns namely Walajabad and Kanchipuram (Military road). The military road starts at Sevilimedu Village at km 0.080 having latitude 12°48’40.47”N and longitude 79°41’17.14”E and ends at Periyar Nagar at km 6.302 having latitude 12°49’03.63”N and longitude 79°44’04.72”E. The total length of project road is 39.786 km and it is situated in Chengalpattu and Kanchipuram district of Tamil Nadu. The Chengalpattu, a part of Kanchipuram District earlier, was bifurcated and created as a separate district in 2019.

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

B. Description of the Project

4. The proposed road section is part of SH-58 (Part 1) in Tamil Nadu State. The existing road is of two-lane carriageway with earthen shoulder configuration type. The road improvement is proposed from existing 2/4 lane with earthen shoulder to 2/4 lane with paved shoulder configuration with existing ROW. The existing RoW varies from 12m to 60m. For Military road, RoW considered is 16m. The project road section is predominantly passing through flat/plain terrain in its entire length. The project road passes through the agricultural and barren land, and built-up. There are a number of habitations located all along the project roads. The proposed project road will involve the acquisition of 28.8894 ha land for widening of project road.

5. The project road SH-58 Part-I has a total length of 33.552 km from Chengalpattu to Kanchipuram and Military Road section has total length of 6.234 km. The road section from km 30.000 to km 56.000 (Design Chainage) is 4-lane with paved shoulders (26.00 km) carriageway configuration, whereas from km 56.000 to km 63.552 is 2-lane with paved shoulders configuration

(7.552 km. However, the Military road section from km 0.080 to km 6.314 is 2-lane with paved shoulders to its entire length (6.234 km). This project road passes through many villages and towns. The major builtup locations along the project road are Chengalpattu, Thimmavaram, Athur, Devanur, Palur, Puliyambakkam, Walajabad, Thangi, Ayyampettai, Sevilimedu, Orikkai, Chinnaiyankulam, Thenampakkam, Vishnukanchi, Kanchipuram town and Periyathottam.

6. Two bypasses are proposed for towns namely Walajabad and Kanchipuram (Military road). The bridge and culvert inventory of project road were carried out to assess the existing condition and the hydrological adequacy.

7. One major bridges at chainages of km 30+101 is proposed for Strengthening and one new major bridge is proposed at chainage of km 30+101 and Km44+857. 10 culverts and 7 minor box bridge are proposed for reconstruction along SH 58. 15 culverts and 1 minor box bridge is proposed for reconstruction along Military road. 1 box culvert to be widening and 22 additional new box culvert. Additional new major bridges 2 & Minor Bridges 4. Total 7 new bridges are proposed along Walajabad bypass,

C. Description of the Environment C.1 Physical Environment 8. Meteorological Conditions: 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 monsoons (June–September) and northeast monsoon (October–December). The project road section is located in Kanchipuram and Chengalpattu districts of Tamil Nadu.

9. Rainfall data shows that annual average rainfall in project region for 2014–2018 is 1237.5 mm and maximum rainfall occurs during months of August–December. Chengalpattu and Kanchipuram district generally experiences hot and humid climatic conditions. The months between April and June are generally hot with temperatures going up to an average maximum of 36.6ºC. In winter (December–January) the average minimum temperature is 19.8ºC. The maximum and minimum temperature recorded during study period along the project road is 34.9ºC and 26.1ºC respectively. Project region falls in strong hyperthermic zone. The project influenced area (PIA) has humid and sub-humid climate. The analysis of five year humidity data taken at 8:30 am and 5:30 pm indicates the maximum humidity value of 93% and minimum as 35%. Humidity is high during the monsoon season and rest of the year, air is generally dry. The minimum and maximum wind speed observed along the alignment during field monitoring was 1 and 12 kmph; respectively. The dominating wind direction observed along the alignment during field monitoring was SW (South-West) followed by WSW (West-South-West).

10. Geography and Topography: Geomorphologically from west to east, three major units are recognized in Tamil Nadu viz. the Western Ghats, the Central Region and the Coastal Plains. The topography (altitude) map for the State of Tamil Nadu is presented in Figure 8 wherein project road is also marked. As can be inferred from the map, the project districts has plain topography having an altitude in the range of 1m-150m above MSL. Elevation of project road varies from 30m - 82m in the project area. The average elevation of project road is 55m AMSL.

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

12. Geology: Geology of Kanchipuram and Chengalpattu district is characterized by hard rock predominantly charnocites Gneiss with Gondwana formations. These are overlain by laterites and alluvium. Vellore district is underlain by geological formations ranging in age from Archaean to Recent. In the crystalline formations comprising charnockites, gneisses and granites. In the consolidated formations, primary depositional features such as grain size are the major controlling factors. Tiruvallur district has the main geological formations occurring in the coast, which are upper Gondwana sand and silts, Quaternary sand and clay undulation by Archean crystalline rocks (Chornockite). This coast has a very vast coastal plain, which extends from North of Toppala Palayam to South of Sattangadu. There are three strand lines, with intervening broad tidal flats occurring in the coastal plains. Lagoon, Mangrove swamps, Salt marshes, Estuaries, creeks, sand dunes, spits and beach terraces represent the marine landforms. The coastline is mainly accreting with noticeable erosional effects particularly near Ennore. Development of offshore bars and shoals are observed near Ennore and Pulicat.

13. The south Indian state of Tamil Nadu in the peninsular shield is a zone of low to moderate seismic activity with a sparse historical record of significant earthquakes. The project influence area and study area fall in seismic zone III (active zone).

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

15. Based on water retention characteristics, project road falls in area of soils having moderate water retention characteristic.

16. The pH of the soil is 8.10. The soil can be classified as sandy clay. It is observed that the soil in the project area is fertile with high agricultural productivity with appropriate use of fertilizer.

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

18. River Palar is running parallel to project road from Chengalpattu to Walalabad. Ponds and lake are observed along the project road. Major source of drinking water along project road is ground water. The major ground water resources along the project road are municipality pipe line, TWAD pipe line ,overhead tanks, water tank with tap and ponds. Few handpumps are also observed along the project road.

19. Water Quality: In order to represent the true profile of the project area, samples from surface water source through which the project road runs were collected and analyzed as per IS- 2488 (Part I–V). 20. The Surface water quality monitoring was carried at one location and ground water sampling was also carried out at one location along the alignment. Results show that the pH of the drinking water in the region is well within permissible limits. The samples collected from ground water shows the parameter is well within the permissible standards. Other parameters analyzed like chloride, sulphate, fluorides are found well within standards. Overall, the ground water quality in the project areas is good. Presence of organic matter is found in the surface water samples.

21. Air Quality: Ambient air quality in the state is quite pure compared to other neighboring states. Ambient air quality for particulate matters (PM10 and PM2.5), SO2, NOx & Pb was monitoring at two locations along the project road. It is found from the results that PM10 concentration at all monitoring locations were well within the permissible limits for residential zone i.e. 100 μg/m3 prescribed by MOEFCC but slightly higher than IFC EHS guideline limit of 50 μg/m3. The highest value of PM 10 is observed at Registrar office near NH45 Junction Chengalpattu (81.6μg/m3), which is well within permissible limits. Similarly, PM2.5 concentration is highest at Panchayat office, Top of the house – Palaiyasevaram and is 26.7 μg/m3 well within the permissible limit i.e. 60 μg/m3 prescribed by MOEFCC and IFC EHS guideline limit of 25 μg/m3. Other parameters monitored i.e. NOx, SO2 were found within the permissible limits for all the locations. Overall, the air quality in the project area is good.

22. Noise Levels and Vibrations: Noise levels were monitored at two locations along the project road. The maximum recorded day time noise level is 69.6 dB(A) and night time noise level is 54.1 dB(A) along the project alignment. The equivalent noise levels for day time ranges between 50.06–59.49 dB(A) and equivalent noise levels for night time ranges between 43.8-47.37dB(A). The recorded noise level is higher than the permissible limits for residential area of 55 dB(A) and 45 dB(A) for daytime and nighttime for one station, respectively. This noise is mainly from vehicular traffic and local domestic/commercial activities.

C.2 Biological Environment 23. The project road does not fall in core or buffer zone of any protected area (National Park, Wildlife Sanctuary, Reserved Forest, Biosphere Reserve, Wetland).

24. A total of 1327 trees>30cm girth size (SH58 part 1 road and Walajabad bypass includes 540 trees on LHS and 611 trees on RHS. Military road includes 56 trees on LHS and 120 trees on RHS) fall within formation width of project road, which will be affected due to road widening. The dominant tree species along project road are Mango, Tamarind, Palm, Neem, Coconut, Peepal, Indian beech and Black Plum. No tree along roadside fall in CITES list of plant..

25. 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

26. The project road passes through Chengalpattu and Kanchipuram district of Tamil Nadu.

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

28. 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.

29. 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.

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

D. Consultation, Disclosure and Grievance Redress Mechanism

31. 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.

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

33. In consultation will be continued throughout the project process. Environmental and social experts conducted informal public consultations with local community during site visit along the project road. Main objective of the public consultation was to inform the community regarding the proposed development and to obtain their views and suggestions on the likely impacts due to the project and their mitigations. To further strengthen this, formal Public Consultation were conducted at Ayyampettai in month of September 2019. All technical, social and environmental issues pertaining to the stretch were briefed and discussed. Potential PAPs, District level Govt. officials, MLAs/ MPs/ Panchayat Members, CKICP Officials, Village representatives, PRIs, Village level health workers, Patwaris, Local voluntary organizations like CBOs and NGOs attended the consultations. Total 40 participants including 33 males and 7 females participated the public consultation meetings.

34. In compliance with ADB’s SPS requirements consultation will be continued throughout the project process. Prior to finalization of detailed engineering design, the contractor, with the assistance of the PIU should consult affected persons. Further, project consultations will be

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

35. 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.

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

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

E. Project Benefits

38. 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; and vii

• the facilitation of tourism.

F. Anticipated Environmental Impacts and Mitigation Measures

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

40. 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.

41. The loss of land under the agriculture use for bypass section and the 1,327 trees will be compensated under a mandatory compensatory scheme under the government wherein total 13,270 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).

42. Other moderate and minor negative environmental impacts include dust; pollution of air and water; noise and disturbance for local communities during construction; 46.18 ha. land acquisition. Impact of Private structures totally 1371 nos, out of 328 residential, 237 commercial 43 residential cum commercial, 763 others type of buildings health and safety issues for construction workers and local communities located near the project road; soil erosion; contamination and siltation of surface water.

43. 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

44. 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.

45. The monitoring program included performance indicators for wildlife, water, air, and noise level monitoring, frequency of monitoring, and institutional arrangements of the project in the construction and operation stages, along with the estimated cost. The reporting system included roles and responsibilities of each party involved in the project implementation i.e. PIU, CSC,

viii

Contractor(s), external monitor and reporting mechanisms during implementation and operation phases.

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

47. An environmental management budget of INR 3,37,89,000 (Indian Rupees Three Crores Thirty Seven Lakhs Eighty nine thousand only) (USD 0.450 million) has been estimated for implementation of the EMP. This budget also includes cost of environmental monitoring and associated trainings.

H. Conclusions and Recommendations

48. The project road (Chengalpattu - Kanchipuram Road section of SH-58 (Part 1) 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.

49. A number of potential adverse impacts have been identified on issues related to dust, noise, pollution, soil erosion, waste, occupational health and safety, community health and safety and biodiversity. Most impacts were assessed to be of low to moderate risk. Potential impacts on biodiversity were assessed to be of medium risk. Biodiversity impacts include loss of about 1327 trees due to widening of road. There are no protected areas located within 10km radius of the road section.

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

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

I. INTRODUCTION

A. Project Background

2. Chengalpattu - Kanchipuram Road Section of SH-58 (Part 1) 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 Chengalpattu - Kanchipuram Road Section of SH-58 (Part 1) road. The total design length of the road alignment is 39.786 km in length. The details of this road section are given in Table 1.

Table 1: Project road details (SH-58 Part 1)

Design Chainage (km) Project Road Section Environmental Setup From To Length

Part-I: Chengalpattu Kanchipuram Road The entire length of the – 30 56 26 Section (4-Lane +Paved Shoulders) project road runs through plain & rolling Part-I: Vengudi Kanchipuram Road – 56 63.552 7.552 terrain and passing Section (2-Lane + Paved Shoulders) across several agricultural land, Military Road (2-Lane + Paved Shoulders) 6.314 0.080 6.234 villages, and towns of as Kanchipuram Bypass Kanchipuram and Chengalpattu district Total Length (km) 39.786

3. All discussions thereafter focus on this project road section as mentioned in above Table. 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 SH-58 Part-I has a total length of 33.552 km from Chengalpattu to Kanchipuram and Military Road section has total length of 6.234 km. The road section from km 30.000 to km 56.000 (Design Chainage) is 4-lane with paved shoulders (26.00km) carriageway

configuration, whereas from km 56.000 to km 63.552 is 2-lane with paved shoulders configuration (7.552 km. However, the Military road section from km 6.314 to km 0.080 is 2-lane with paved shoulders to its entire length (6.234km). The total length of project road is 39.786 km and it is located in Kanchipuram and Chengalpattu district of Tamil Nadu. The project is linear in nature as the location of the project road is shown in Figure 1.

Figure 1: Location of Project Road Alignment on Map

Location of Chengalpattu - Kanchipuram Road Section (SH-58 Part 1)

Location of Military Road (Kanchipuram Bypass)

C. Background of the Present Report

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

6. The initial environmental examination study was prepared between the months of November 2019 to August 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 M/s. RITES Ltd. 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 Chengalpattu - Kanchipuram road (SH-58 Part 1) and identifies the environmental issues to be considered in the project planning and design stages. In this report, the different activities that are likely to take place to achieve the project objectives have been analysed. Potential impacts that may accompany them have been identified, assessed for significance, and concomitant avoidance, mitigation, and compensation measures were prepared in consultation with stakeholders. The IEE addresses the environmental management requirements of the Government of India (GOI) and ADB. Specifically, this report-

• provides information about the baseline environmental setting of the project. • provides information on potential environmental impacts of the proposed project activities with its magnitude, distribution, duration and sensitivity of receptors. • provides information on required mitigation measures with cost to minimize the impacts. • 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 asphalt overlay, shoulder, and construction of permanent structures like retaining walls, culverts and drains. The IEE also covered ancillary activities like camp site establishment and maintenance, sourcing of materials, and operation of equipment like rock crusher and hot mix plants. The corridor of impact is taken as 10 meters either side of the proposed alignment (from edge of the proposed road) including RoW of 16 meters for urban stretches, 23 meters for rural areas, and 30 meters for bypasses. However, the study area impact zone is considered up to 10 km aerial distance on both sides of road alignment to allow for coverage of indirect and induced impacts and a larger analysis of land use and other environmental features. Assessment is carried out on the following environment components: terrestrial and aquatic ecology, soil, water, air, noise, and socio-economic aspects.

The project area of influence (PAI) was determined as the ROW plus 500m on either side of the road.

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

E. Methodology Adopted for IEE Study

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

11. The environmental assessment is based on the information collected from primary as well as secondary sources on various environmental attributes. Monitoring of air, water, noise and soil quality was also carried out within the ROW and significant issues were examined during field surveys to determine the magnitude of significant environmental impacts.

1. Collection and Analysis of Data

12. The baseline data was collected on various environmental components such as soil, meteorology, geology, hydrology, water quality, flora and fauna, habitat, demography, land use, cultural resources, properties and structures. Secondary data on environment for the project corridor were collected both from published and other relevant sources e.g., the Department of 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 5

Information Sources Status of forest areas, Compensatory Divisional Forest Office, Kanchipuram and afforestation norms etc. Chengalpattu District.

Status of Fishing Activity District Fisheries Offices at Kanchipuram and Chengalpattu 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 Kanchipuram District 2011. Official websites maintained by state Govt., and Public Consultations during the Field survey

2. Environmental Monitoring and Analysis

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

14. 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. .

3. Analysis of Alternative

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

4. Stakeholder and Public Consultations

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

5. Assessment of Potential Impacts

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

6. Preparation of the Environment Management Plan

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

F. Structure of the Report

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

• Chapter 1 - Introduction: This section describes the background information about the project and IEE study. • Chapter 2 - Policy, Legal, and Administrative Frameworks: this section summarizes the national and local legal and institutional frameworks that guided the conduct of the assessment as well as applicable international conventions and protocols. • Chapter 3 - Project Description: This section presents the key features and components of the proposed project. • Chapter 4 - Description of the Environment: This section discusses the relevant physical, biological, and socioeconomic features that may be affected by the proposed project. • Chapter 5 - Analysis of Alternatives: This section covers analysis of various alternatives considered to minimize the overall impacts of proposed development and suggest most appropriate alternatives based on detailed analysis of impact and risk associated with each alternative. • Chapter 6 - Anticipated Environmental Impacts and Mitigation Measures: This section presents the environmental assessment of likely positive and adverse impacts attributed to the proposed project and concomitant mitigation measures. • Chapter 7 - Consultation, Participation and Information Disclosure: This section describes the consultation process undertaken during the environmental examination and its results, their consideration in the project design, and manner of compliance to the ADB’s Publication Policy and related national laws. • Chapter 8 - Grievance Redress Mechanism: This section describes the formal and informal redress procedures for registering, resolving, and reporting complaints. • Chapter 9 - Environmental Management Plan: This section discusses the lessons from the impact assessment and translated into action plans to avoid, reduce, mitigate or compensate adverse impacts and reinforces beneficial impacts. This plan is divided into three sub-sections: mitigation, monitoring, and implementation arrangements • Chapter 10 - Conclusion and Recommendation: This section states whether there is a need for further detailed environmental studies / assessments and highlights key findings and recommendations to be implemented by the borrower.

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

II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

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

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

A. National (India) Environmental Policy Framework

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

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

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

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

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

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

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

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

27. Specifically for the proposed Chengalpattu - Kanchipuram road (SH-58 Part 1) 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) State/District EIA Notification EIAA/ Dept of The 4-6 1. Borrow areas 2006 Mines/ village Contractor months panchayat

Revenue Tree cutting Revenue 2-6 2. Tree Cutting TNHD Standing orders permission Officer months

Note : Borrowing of ordinary earth for linear projects exempted from purview of EIA notification 2006 vide MoEFCC Notification S.O. No. 1224 (E) dated 28.03.2020 Construction Stage (Responsibility: Contractor) Water Act of Establishing 1974, Air Act of campsites, 1981, Noise stone crusher, Tamil Nadu Rules of 2000 and Consent--to The 2-3 1 hot mix plant, Pollution Environmental establish Contractor months wet mix plant Control Board Protection Action and Diesel of 1986 and as Generator Sets amended 9

Responsible Sl. Competent Agency for Time Activity Statute Requirement No. Authority Obtaining Required Clearance Water Act of Operating 1974, Air Act of camps, stone 1981, Noise crusher, hot Tamil Nadu Rules of 2000 and Consent--to The 2-3 2 mix plant, wet Pollution Environmental operate Contractor months mix plant and Control Board Protection Action Diesel of 1986 and as Generator Sets amended Tamil Nadu Pollution Manufacture Storage of fuel Control Board storage and Permission for oil, lubricants, or Local Import of storage of The 2-3 3 diesel etc. at Authority Hazardous hazardous Contractor months construction (District Chemical Rules chemical camp Magistrate 1989 /District Collector) State Minor Mineral Concession Tamil Nadu Rules, The Mines Quarry Lease Quarry Department of The 2-3 4 Act of 1952, Deed and operation Mines and Contractor months Indian Explosive Quarry License Geology Act of 1984, Air Act of 1981 and Water Act of 1974 Permission for extraction of Extraction of Ground Water ground water State Ground The 2-3 5 ground water Rules of 2002 for use in road Water Board Contractor months construction activities Permission for Use of surface Tamil Nadu use of water for The 2-3 6 water for - Irrigation construction Contractor months construction Department purpose Engagement of District Labor The 2-3 7 Labor Act Labor license labor officer Contractor months

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

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

Category B and does not require environmental clearance from the State Environmental Impact Assessment Authority (SEIAA). Since the proposed project involves expansion of the existing state highway road section between Changalpattu - Kanchipuram and this section is not located in hilly terrain (above 1,000m AMSL) or any notified ecologically sensitive areas (ESA), it does not fall under the purview of EIA notification. 1 Therefore an environmental clearance from SEIAA is not required for this project road. • As per the Forest Conservation Rules (1981, amended 2003) a forestry clearance from Department of Forests is required for diversion of forest land for non-forest purpose. Processing of the forestry clearance entails two stages: stage I and stage II. Amongst other requirements stage I clearance requires the applicant to make payments for compensation of forestry land that will be acquired and trees that will be cut under the project. Accordingly, timely allocation of budget for this purpose by the applicant is necessary to expedite the clearance process. Proposed Changalpattu - Kanchipuram road does not pass through forest areas, therefore forest clearance is not required as per Government of India requirements. • As per the Wildlife Protection Act, clearance from National Board for Wildlife (NBWL) is not required for proposed Changalpattu - Kanchipuram road project as the project road not located within core or notified buffer zone boundary of any protected area.

• Cutting of trees in non-forest land requires a tree cutting permission from the Revenue department. All trees cut under a project must be compensated in the ratio 1:10 by compensatory afforestation. • 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.

B. Social Regulatory Requirements of India and Tamil Nadu

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

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

Remuneration Act, 1979; Inter-State Migrant Workmen’s (Regulation of Employment & Conditions of Service) Act, 1979; Equal Remuneration Act, 1979 etc.

C. International Treaties and Relevance to the Project

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

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

D. Project Standards

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

E. ADB’s Safeguard Policy Statement Requirements

32. 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

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

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

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

III. PROJECT DESCRIPTION

A. Location and Type of Project Road

36. The present report on Initial Environmental Examination (IEE) deals with the environmental analysis of the project road considered under ADB supported TNICP - Upgrading Chengalpattu - Kanchipuram road section of SH-58 (Part 1).

37. The project road starts at Chengalpattu having latitude 12°41’59.14”N and longitude 79°58’05.17”E and ends at Kanchipuram having latitude 12°49’03.63”N and longitude 79°44’04.72”E. Two bypasses are proposed for towns namely Walajabad and Kanchipuram (Military road). The Military road starts at Sevilimedu Village at km 0.080 having latitude 12°48’40.47” N and longitude 79°41’17.14”E and ends at Periyathottam at km 6.314 having latitude 12°49’03.63”N and longitude 79°44’04.72”E.

38. The project road SH-58 Part-I has a total length of 33.552 km from Chengalpattu to Kanchipuram and Military Road section has total length of 6.234 km. The road section from km 30.000 to km 56.000 (Design Chainage) is 4-lane with paved shoulders (26.00 km) carriageway configuration, whereas from km 56.000 to km 63.552 is 2-lane with paved shoulders configuration (7.552 km). However, the Military road section from km 6.314 to km 0.080 is 2-lane with paved shoulders to its entire length (6.234 km). The total length of project road is 39.786 km and it is situated in Chengalpattu and Kanchipuram district of Tamil Nadu.

39. 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. Table 4 present key project road features and design standards for project road.

Table 4: Summary Road Components and Design Standards Parameter Details Road Length 39.786 km Alignment Follow the existing road alignment except some of the locations where geometric improvements is required. Major/Minor There are 2 major bridges, 12 minor bridges, 1 Underpass, 1 Grade Bridges separator and 2 ROB are proposed along the project road. Culverts 80 Culverts which include 25 numbers Reconstruction, 01 widening, 22 nos new construction and 32 nos cross road culverts are proposed. Embankment During inventory and reconnaissance survey of project road, it is found Design that the embankment height road is very low. Also as per local enquiry, the existing road top level at some locations are equal to HFL. The raising is required at these locations. Design As per IRC Codes and MORTH Guidelines Standard Vertical Clearance 0.60 m above HFL for bridges up to 30 m length 0.90m above HFL for bridges above 30 m length. The discharges for which the bridge has been designed are maximum flood discharge on record for a period of 100 years for major bridges and 50 years for minor bridges. Speed Design : 100 kmph Permissible : 80 kmph Horizontal As per IRC: 73-1980

Parameter Details Controls Maximum value of 7% for super elevation in rural section for 2 lane as per IRC guidelines, the minimum radius for horizontal curves is 50m for design speed 100Km/hr Vertical Grade break of 0.6%, vertical curves will be provided. Controls Length of vertical curve will be restricted to minimum 50m Carriageway The road section from km 30.000 to km 56.000 (Design Chainage) is 4- lane with paved shoulders (26.00km) carriageway configuration, whereas from km 56.000 to km 63.552 is 2-lane with paved shoulders configuration (7.552km). However, the Military road section from km 6.314 to km 0.080 is 2-lane with paved shoulders to its entire length (6.234km). Source: Detailed Project Report, 2019

B. Features of the Project Road

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

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

B.1 Right of Way (RoW)

42. The road improvement is proposed from existing 2/4 lane with earthen shoulder to 2/4 lane with paved shoulder configuration with existing ROW. The existing RoW varies from 12m to 60m. For Military road, RoW considered is 16m. The project road section is predominantly passing through flat/plain terrain in its entire length. The project road passes through the agricultural and barren land, and built-up. There are a number of habitations located all along the project roads. The details of available RoW along the project road is given in table 6.

B.2 Cross Drainage Structures

43. There is 1 major bridge and 2 minor bridge along the existing road. There are existing 32 culverts which includes Cut stone - 4, Pipe culvert - 17, Slab culvert - 8, box culvert - 1, Other - 2. There is no proper drainage system available along the project road section.

44. The road drainage system has been planned as per IRC SP: 42-1994 and IRC SP: 50- 2013. A camber of 2.5% was provided in the main carriageway as well as in bus bay locations. Longitudinal unlined drains were provided 0.5m away from toe of project facility in rural sections with outlets towards cross drainage structures. Covered drains cum footpaths are provided in urban sections to cater surface runoff from project road.

B.3 Traffic Scenario 15

45. The 7-day 24-hour directional classified Traffic Volume Count (TVC) was carried out at two different locations on the project road section during DPR preparation. The average daily traffic volumes on the road sections are given below in Table 5. Traffic projections are in Table 37 in Chapter 6 of this report.

Table 5: Annual Average Daily Traffic Volume on Chengalpattu - Kanchipuram Road (SH- 58 Part 1) Chengalpattu - Walajabad, Walajabad - Vehicle Type km 28.800 Kanchipuram, km 50.600 2 W 3680 6005 3 W 166 144 Car 2564 3230 BUS 673 1433 LCV 690 960 TRUCK 1581 834 Other Fast* 59 59 ALL FAST 9413 12665 ALL SLOW 93 152

ADT (in Nos.) 9506 12817

ADT (in PCUs) 12472 14711

Source: Traffic volume Survey by the DPR Consultant

B.4 Road Width

46. This project road has 26 km of 2-lane configuration with paved shoulders approx. 7.0m carriageway with unpaved shoulder varying between 0.5m to 1m in the entire length except at built up sections and 6.234km length of 2 lane configuration with paved shoulder width varying between 0.5m to 1m in the entire length.

B.5 Villages and Urban-Built Up Sections

47. This project road passes through many villages and towns. The major builtup locations along the project road are Chengalpattu, Thimmavaram, Athur, Devanur, Palur, Puliyambakkam, Walajabad, Thangi, Ayyampettai, Sevilimedu, Orrikkai, Chinnaiyankulam, Thenampakkam, Vishnukanchi, Kanchipuram town and Periyathottam. The major builtup urban area and villages along the project road are given in Table 6 below.

Table 6: Major Built Up along Chengalpattu - Kanchipuram Road (SH- 58 Part 1) Chainage Land use Available Village name From To row (m) Km Km Left Right Habitations abutting SH-58 28/800 30/000 Chengalpattu R R 13-30 30/000 31/000 Thimmavaram A,R R 17-35 31/000 32/000 Athur R R 22-32 32/000 33/000 Athur R R 25-45 33/000 34/000 Athur R R 22-44 34/000 35/000 Athur R R 16-45 35/000 36/000 Athur R R 20-60 36/000 37/000 Devanur R A 30-60 37/000 38/000 Devanur R R 13-40 38/000 39/000 Palur A,B A,B 20-20 39/000 40/000 Palur A,R A,R 19-40 40/000 41/000 Palur R R 22-26 41/000 42/000 Palur A R 16-23 42/000 43/000 Palur B,R B,R 16-40 43/000 44/000 Palur B,R B,R 22-32 44/000 45/000 Palayaseevaram B,R B,R 19-43 45/000 46/000 Palayaseevaram A I 19-43 46/000 47/000 Palayaseevaram A,C I 18-44 47/000 48/000 Puliyambakkam R R 19-42 48/000 49/000 Walajabad R R 26-32 49/000 50/000 Walajabad B B 50/000 51/000 Walajabad B B 51/000 52/000 Walajabad B B Proposed 52/000 53/000 Walajabad B B Bypass 53/000 54/000 Walajabad B B 54/000 55/000 Walajabad B B 55/000 56/000 Walajabad B B 0-22 56/000 57/000 Walajabad R R 19-32 57/000 58/000 Walajabad R R 12-25 58/000 59/000 Thangi A B 16-30 59/000 60/000 Ayyampettai R R 13-30 60/000 60/115 Ayyampettai R R 15-36 Habitations abutting Military Road 0 1.52 Sevilimedu R, C R,C 16 2 3.34 Orrikkai R, C R,C 16 3.34 3.7 Chinnaiyankulam R, C R,C 16 3.7 4.7 Thenampakkam R, C R,C 16 17

4.7 5.2 Vishnukanchi R, C R,C 16 5.2 5.68 Kanchipuram town R, C R,C 16 5.68 6.314 Periyathottam R, C R,C 16 Source: DPR

C. Engineering Surveys and Investigations

48. 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

49. This section describes the design standards and principles based on which the various designs have been carried out. The formulation of the design standards is required in order to avoid any inconsistency in design from one section to the other and to provide a desired level of service and safety. These proposed standards are consistent with the parameters recommended in the relevant standards of the Indian Roads Congress (IRC). The aim of this chapter is to evolve Design Standards for the study primarily based on IRC publications and MORTH circulars for concurrence/approval of TNHD. The relevant IRC/ MORTH design standards adopted for the Engineering Design are given below.

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

1. Geometric Design

50. 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

51. 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.

52. 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.

53. 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

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

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

b. Radii of Curve

56. 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.

57. 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 19

58. 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

59. 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.

60. The super elevation has been calculated keeping in view the horizontal radii and gradient at curves at different locations and maximum super-elevation is restricted to 7%.

d. Curves without Super Elevation

61. 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

62. 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,

63. 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

64. Intermediate sight distances have been adopted for the highway design as per the requirements of 2 lane manual provision. In general Intermediate Sight distance is adopted for the 2 lane sections but at locations where minimum intermediate sight distance cannot be followed safe stopping sight distance has been adopted.

4. Vertical Alignment

a. Gradients

65. 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.

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

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

5. Pavement Design

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

6. Embankments

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

69. Height: The height of the embankment is as per the final road levels. 21

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

7. Grade Intersections

71. The locations where at grade junctions are required, the designs have been done as per the Guidelines given in MoRTH and on the basis of “IRC SP: 41-1994, Guidelines for the Design of At-grade Intersections in Rural and Urban Areas.”

8. Bus Stops

72. 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

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

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

74. 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.

75. 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.

76. 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: 67-977, code for practice of road sign, has been followed for finalization of sign installation. On un-kerbed roads segments, the extreme edge of the sign would be 2m to 3m from the edge of the carriageway. On kerbed road it is proposed as not less than 60 cm away from the edge of the kerb.

77. 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.

78. 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.

79. 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.

80. 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:

81. 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.

82. Roadside Facilities: The roadside facilities are provided as per the requirement of road users. Bus lay-by with bus shelters, High mast Light, Street Lights, Road Furnitures Delineators, Road Studs, etc., are proposed for project road of SH-58 Part 1.

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

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

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

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

87. Road Humps: Road humps or speed breakers are formed by providing a rounded hump of 3.7m width (17m radius) and 100 mm height for the preferred advisory crossing speed of 25 kmph for general traffic as per the IRC: 99-1988. The basic material for construction is bituminous concrete formed to required shape. Road humps have been proposed on minor roads at junctions /intersections with major roads, school and hospital zones. Proper signboards and markings are 23 provided to advise the drivers in advance of the situation. Road humps are extended across carriageway up to the edge of paved shoulder.

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

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

E. Proposed Improvement

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

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

1. Proposed Right of Way

90. The proposed RoW for the 2 lane configuration has been fixed as 16.0m in urban built-up areas, 23m in open and rural areas. The proposed RoW for the 4 lane configuration has been fixed as 23.0m. The proposed RoW for Military road with 2 lane configuration has been fixed as 16.0m. The proposed RoW for Walajabad bypass alignment has been fixed at 35m.

2. Embankment Height

91. 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

92. With various road improvement works, 19 numbers of new bus bays and passenger shelters on either side of project road have been proposed. Due to widening all the existing passenger shelters will be demolished. These bus bays are located on the LHS and RHS along the project road at habitations/villages.

4. Cross Sectional Details

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

94. The project is proposed for widening of existing road to four lane with Paved shoulders / two lanes with paved shoulders. The different type of cross sections for the project road are:

• Type A: Typical cross-section for 4 lane divided carriageway with covered drain: urban area • Type B: Typical cross-section for 4 lane carriageway with paved shoulder & no drain • Type C: Typical cross-section for 4 lane divided carriageway with covered drain RHS • Type D: Typical cross-section for 4 lane divided carriageway with covered drain LHS • Type E: Typical cross-section for 4 lane divided carriageway: bypass • Type F1: Typical cross-section for 2 lane carriageway with covered drain LHS & RHS • Type F2: Typical cross-section for 2 lane carriageway with paved shoulder and covered drain • Type F3: Typical cross-section for 2 lane carriageway with paved shoulder • Type G: Typical cross-section for 4 lane divided carriageway for approach to ROB • Type H: Typical cross-section for 4 lane divided carriageway for ROB • Type I: Typical cross-section for 4 lane divided carriageway for underpass approach with covered with covered drain on both side • Type J: Typical cross-section for 4 lane divided carriageway for underpass approach with covered with retaining wall left side • Type K: Typical cross-section of flyover at retaining wall portion • Type L: Typical cross-section for bridge portion • Type M: Typical cross-section at grade separator

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

Figure 2: Typical Road Cross Sections

5. Realignment and Bypasses

96. The project road has two lane carriageway configurations in its entire length except for small sections near built-up area and townships where the road has four lane carriageway configurations. The project road has a number of congested towns throughout its length namely Theimmavaram, Athur, Devanur, Palur, Palayaseevaram, Puliyambakkam, Walajabad and Ayyampettai. Out of these towns/village, the Walajabad town is most congested. Most of the time, traffic jams are observed in Walajabad town and hence require bypass for un-interrupted flow of traffic. There are no existing bypass/realignment on the project road from Chengalpattu to Kanchipuram. However, the geometrics of Military road are sub-standard, which require modification to develop as 2-lane with paved shoulders carriageway configuration.

97. There is a proposal of bypass for Walajabad and Kanchipuram (Military road) towns apart from geometric improvements/realignments along the project road section. The Walajabad bypass section starts from design chainage of km 48+970 and ends at km 55+816. The total length of this bypass is 6.846 km. Military road section starts from design chainage of km 6+314 and ends at km 0+080. The total length of this section is 6+234 km and is proposed for 2-lane with paved shoulders to its entire length.

98. 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 46.18 Hectares.

6. Culverts and Bridges

99. One major bridges at chainages of km 30+101 is proposed for Strengthening and one new major bridge is proposed at chainage of km 30+101 and Km44+857. 10 culverts and 7 minor 31 box bridge are proposed for reconstruction along SH 58. 15 culverts and 1 minor box bridge is proposed for reconstruction along Military road. 1 box culvert to be widening and 22 additional new box culvert. Additional new major bridges 2 & Minor Bridges 4. Total 7 new bridges are proposed along Walajabad bypass,.

7. Borrow and Quarry Materials Sourcing

100. About 11,17,500 cum of borrow earth, 7,80,000 cum of aggregate is estimated to be required for the constructional activities of road section. The information about existing stone Quarries, Morum Quarries/ Borrow pits, Sand Quarries was collected from local PWD Divisional Offices and Sub divisional Offices, local construction contractors and local material suppliers throughout the project area, from other sources and from direct observation and by site visits. Location maps and type of material available in each project road were also collected and produced. The suitability of the materials sources is evaluated based on laboratory testing. After analyzing the suitability of those material sources quantitatively and qualitatively, the lead chart is prepared. The Locations of borrow area for the project road has been shown in Appendix 2.

8. Geometric Design

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

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

103. The design speed all along the project road is designed as 80–100 kmph 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. Intersections

104. The important major and minor junctions leading to villages and major settlements have been identified and improvement of junctions has been carried out based on peak hour traffic data and accident record. The major and minor junction along the project road is provided in Table 9.

Table 9: Major and Minor Junction Improvement with along the Project Road Existing Design Type of Category Sl. Chainage Chainage Name of Intersection Junction of Cross Remarks No. (km) (km) (+, T, Y) Road SH-58: Chengalpattu – Kanchipuram Road Section Major Intersections Junction with NH-32 1 30+024 30.024 4L (+) Ex. NH-32 (Old NH-45) Junction at starting of 2 49+109 48.970 Walajabad Bypass with 3L (T) Ex. SH-58 Ex. SH 58 3 - 51.695 Junction with SH-48 4L (+) Ex. SH-48 Junction at End of 4 - 55.675 Walajabad Bypass with 3L (Y) Ex. SH-58 Ex. SH 58 5 60+014 63.452 Junction with Military Road 3L (T) Ex. SH-58 Military Road Ex. SH- 1 2+000 2.008 Junction with SH-118A 4L (+) 118A Minor Existing Proposed Category Sl. Chainage Chainage No. of Legs Side of Cross Cross Road leads to No. (Km) (Km) Road Panchayat BT road to Vaibhav 1 30+230 30.23 3-Legged LHS Road Lakshmi nagar Panchayat BT Earthen Road to 2 30+270 30.27 3-Legged LHS Road Ratnam Nagar. Panchayat CC Road to Mahalakshmi 3 30+325 30.32 3-Legged RHS Road Nagar. Panchayat BT Road to Mahalakshmi 4 30+374 30.368 3-Legged RHS Road Nagar. Union BT Road to Thimmavaram 5 30+480 30.475 3-Legged LHS Road Village. Panchayat Gravel Road to Radha 6 30+940 30.935 3-Legged LHS Road Nagar. Panchayat Concrete Road to 7 30+990 30.985 3-Legged RHS Road Thimmavaram Village. Panchayat 8 31+080 31.015 3-Legged LHS Gravel Road Road Panchayat 9 31+120 31.115 3-Legged LHS BT Road to Ratna Nagar. Road Panchayat Gravel Road to Devagi 10 31+250 31.245 3-Legged LHS Road Nagar. Panchayat 11 31+300 31.295 3-Legged LHS BT road Road Panchayat Concrete Road to 12 31+396 31.392 3-Legged RHS Road Thimmavaram Village. Panchayat 13 31+500 31.495 3-Legged LHS Earthen road Road Panchayat 14 31+520 31.575 3-Legged RHS Earthen road Road Panchayat 15 31+700 31.695 3-Legged LHS Earthen road Road 33

BT Road to Vasanthan RHS & Panchayat Nagar, 16 31+810 31.805 4-Legged Road Concrete Road to LHS Padavettaman Nagar. Panchayat 17 31+900 31.895 3-Legged LHS Earthen road Road Panchayat 18 32+000 31.995 3-Legged LHS Earthen road Road Panchayat BT Road to V.G.N Water 19 32+096 32.092 3-Legged RHS Road Garden. Concrete Road to Panchayat 20 32+150 32.144 3-Legged RHS Thimmavaram Street Road Opposite to EB substation. Panchayat 21 32+250 32.246 3-Legged LHS Earthen Road Road Union Nisha Nagar and Earthen 22 32+502 32.5 3-Legged LHS Road Road. Thimmavaram Village Union 23 32+532 32.53 3-Legged RHS Thendral Nagar Pavour Road Block Road. Union 24 32+652 32.65 3-Legged RHS BT Road way to Layout. Road Union 25 32+682 32.68 3-Legged RHS BT Road way to Layout. Road Union 26 32+842 32.84 3-Legged LHS Additional Road. Road Panchayat Concrete Road 27 32+897 32.896 3-Legged LHS Road Pazhathottam Village. Panchayat Concrete Road to Krishna 28 32+992 32.992 3-Legged LHS Road Nagar. Panchayat Concrete Road to Krishna 29 33+037 33.035 3-Legged LHS Road Nagar. Panchayat Concrete Road to Balaji 30 33+086 33.085 3-Legged LHS Road Nagar. Union BT Road to Orakattupettai 31 33+125 33.124 3-Legged LHS Road Road. Panchayat Concrete Road to 32 33+275 33.272 3-Legged RHS Road Kamaraja Street. Panchayat Concrete Road to Athur 33 33+355 33.352 3-Legged RHS Road Village. Panchayat 34 33+450 33.446 3-Legged LHS BT Road Road Panchayat Indira Gandhi Road and 35 33+530 33.527 3-Legged RHS Road BT Road. LHS CC Road to LHS & Panchayat SudalaiIst Street & RHS 36 33+850 33.848 4-Legged RHS Road CC Road to Railway Street. Panchayat 37 33+900 33.898 3-Legged RHS Mettutheru Road Union Earthen Road and 38 33+913 33.91 3-Legged LHS Road SudalaiPathai. Union SudalaiPathai 3rd CC 39 34+055 34.05 3-Legged LHS Road Road

Union RCD Academy Scholl 40 34+157 34.15 3-Legged RHS Road Road BT Road BT Road to Valluvar LHS & Union 41 34+237 34.224 3-Legged Street, Road RHS BT Road to Reddy Street. Union 42 34+315 34.3 3-Legged LHS BRR Nagar Earthen Road. Road Panchayat Concret Road to 43 34+450 34.436 3-Legged RHS Road EllaiyammanKoil Street. Panchayat Concrete Road to 44 34+470 34.455 3-Legged LHS Road Fisherman Street Panchayat Concrete Road to Burning 45 34+775 34.755 3-Legged LHS Road Ghat. Union 46 34+800 34.775 3-Legged RHS CC Road to Attur. Road Panchayat 47 34+960 34.905 3-Legged RHS BT Road Road Panchayat BT Road to Nanda Midas 48 35+300 35.245 3-Legged RHS Road city Panchayat Concrete Road to Private 49 35+570 35.575 3-Legged LHS Road Property Panchayat Concrete road to 50 35+625 35.567 3-Legged LHS Road Shanthimangalam Nagar. LHS BT Road to LHS & Union Shaktimanglam Nagar & 51 35+710 35.652 4-Legged RHS Road RHS BT Road to Kuppam Village. Union 52 35+937 35.99 3-Legged LHS EN Garden BT Road. Road Panchayat 53 35+950 35.892 3-Legged LHS SaiThirumalai Nagar Road Panchayat Bhuvaneshwari Nagar 54 36+220 36.166 3-Legged LHS Road (2nd st.) Concrete road to LHS- Panchayat Bhuvaneshwari Nagar 55 36+387 36.335 4-Legged Road BT Road to Krishan RHS- Nagar. Panchayat BT Road to Ganapathi 56 36+550 36.496 3-Legged LHS Road Nagar. Panchayat BT Road to Ganapathi 57 36+650 36.596 3-Legged LHS Road Nagar. Panchayat BT Road to Short / half 58 36+900 36.845 3-Legged LHS Road lengthGanapathinagar. Union Earthen Road to 59 36+904 36.95 3-Legged LHS Road PachaiyammanKoil Road Panchayat BT Road to 60 37+022 36.976 3-Legged RHS Road Brammhapuram Village. Panchayat 61 37+570 37.524 3-Legged LHS BT road to Temple road. Road Panchayat BT Road Reddipalayam 62 37+670 37.624 3-Legged RHS Road Road Panchayat 63 37+942 37.887 3-Legged LHS Concrete Road to Temple. Road Panchayat 64 39+550 39.486 3-Legged RHS Earthen road Road 35

LHS & Panchayat Concrete Road to Palur 65 39+625 39.561 4-Legged RHS Road Village. Panchayat Concrete Road to Palur 66 39+710 39.645 3-Legged LHS Road Village. Panchayat 67 39+750 39.685 3-Legged LHS Concrete Road. Road Panchayat Concrete Road to Palur 68 39+992 39.925 3-Legged LHS Road Village. Panchayat 69 40+086 40.025 3-Legged RHS BT Road to Palur Village. Road Union BT Road to Palur railway 70 40+440 40.375 3-Legged RHS Road station. LHS & Concrete Road Panchayat 71 41+968 41.845 4-Legged BT Road to Melacheri RHS Road road. Panchayat Concrete Road to River 72 43+070 42.973 3-Legged LHS Road (Krishna Nagar). Panchayat BT Road to Ullavoor 73 43+282 43.185 3-Legged RHS Road Village. Union Earthen Road to 74 43+662 43.76 3-Legged LHS Road Mayanapathai. Panchayat BT Road to 75 43+945 43.847 3-Legged RHS Road Palayaseevaram Village. Panchayat BT Road to 76 44+655 44.56 3-Legged RHS Road Palayaseevaram Village. Concrete Road to Sri Panchayat 77 45+027 44.935 3-Legged RHS Lakshmi Narsimha Swami Road Temple. BT Road to Panchayat 78 45+145 45.045 3-Legged LHS Thirumukkoodal Village Road &salavakkam. Union BT Road to 79 45+440 45.32 3-Legged RHS Road Palayaseevaram Village. Panchayat 80 45+800 45.68 3-Legged RHS Concrete Road Road Panchayat Concrete road to 81 46+035 45.922 3-Legged RHS Road Padmaadevi Sugar Ltd.. Union BT Road to 82 46+707 46.592 3-Legged RHS Road Sankarapuram Village. Union 83 47+346 47.47 3-Legged LHS BT Road to Layout. Road Union BT Road to Mahalakshmi 84 47+729 47.605 3-Legged LHS Road Garden. Earthen Road to LHS & Union Mayanapathai, BT Road 85 48+238 48.095 4-Legged RHS Road to Puliyambakkam Panchayat. Cement Road to Union 86 48+263 48.12 3-Legged LHS Puliyambakkam Street Road Road Panchayat 87 48+300 48.157 3-Legged LHS Concrete road. Road Panchayat 88 48+390 48.247 3-Legged LHS Concrete Road. Road

Concrete Road to Panchayat 89 48+445 48.302 3-Legged LHS Puliyambakkam Road Village. Panchayat Concrete Road to 90 48+485 48.34 3-Legged LHS Road Puliyambakkam Village. Concrete Road to Panchayat 91 48+522 48.379 3-Legged LHS Puliyambakkam Road Village. Panchayat Concrete Road to 92 48+560 48.418 3-Legged LHS Road Puliyambakkam Village. Panchayat Concrete Road to Vengudi 93 52+365 55.78 3-Legged LHS Road Village. Panchayat Concrete Road to Vengudi 94 52+435 55.85 3-Legged LHS Road Village. Union Concrete Road to Vengudi 95 52+540 55.955 3-Legged LHS Road Village. Panchayat Concrete Road Venkudi 96 52+620 56.035 3-Legged LHS Road Village Road. Panchayat BT Road to Amirtham 97 52+845 56.27 3-Legged RHS Road college road.. Union Earthen Road ,Subeder 98 53+026 56.365 3-Legged LHS Road Nagar Panchayat Concrete Road to 99 53+230 56.65 3-Legged LHS Road Kilottivakkam Village. Panchayat Concrete Road 100 53+430 56.81 3-Legged LHS Road Kilottivakkam Village. Union Concrete Road 101 53+680 57.1 3-Legged LHS Road Kilottivakkam Village. Earthen Road Union 102 53+730 57.155 3-Legged RHS Thimmarajampettai Road Village. Union Bituminous Road 103 53+750 57.21 3-Legged LHS Road ThimmarajampettaiVillage. Panchayat 104 54+100 57.465 3-Legged LHS Concrete Road. Road LHS - Concrete Road to LHS & Union 105 54+450 57.81 4-Legged ThimmarajampettaiVillage, RHS Road RHS - CC Road Union 106 54+494 57.9 3-Legged LHS CC Road. Road Union 107 54+514 57.93 3-Legged LHS CC Road. Road RHS - CC Road to LHS & Panchayat Thimmarajampettaivillage. 108 54+550 57.965 4-Legged RHS Road LHS - CC Road Thimmarajampettaivillage RHS - BT Road to LHS & Panchayat Poosivakkam Village, 109 54+610 58.025 4-Legged Road LHS - Concrete Road to RHS Thimmarajampettai Village Union 110 55+200 58.52 3-Legged RHS BT Road to Pond Road Union BT Road to Thangi 111 55+225 58.6 3-Legged LHS Road Village. 37

LHS - BT Road to School LHS & Union Road. 112 55+570 59 4-Legged Road RHS - Concrete Road to RHS Field Union 113 55+700 59.05 3-Legged LHS Concrete Road. Road Union BT Road to Ekanampettai 114 55+880 59.3 3-Legged LHS Road Village. Union BT Road to 115 55+925 59.345 3-Legged RHS Road Thimmaiyanpettai Village. Union BT Road to Villivalam 116 55+975 59.4 3-Legged LHS Road Village. Union Concrete Road to 117 56+065 59.49 3-Legged LHS Road Villivalam Village. Union BT Road to 118 56+140 59.57 3-Legged RHS Road Thimmaiyanpettai Village. Union Concrete Road to Rajiv 119 56+258 59.685 3-Legged LHS Road Gandhi Nagar. Union 120 56+320 59.72 3-Legged RHS Concrete Road Road Union 121 56+354 59.75 3-Legged RHS Concrete road. Road Union BT Road to 122 56+380 59.805 3-Legged RHS Road Thimmaiyanpettai Village. Concrete Road to Union 123 56+455 59.98 3-Legged LHS Dharmarajampettai Road Village. RHS & Union 124 56+576 60 4-Legged Both sides Earthen Road. LHS Road RHS & RHS - Concrete Road to Union Ayyampettai Village. 125 56+702 60.13 4-Legged LHS Road LHS - BT Road to Ayyampettai Village. Union CC Road to 126 56+710 60.34 3-Legged RHS Road Valluvapakkam Village. Union 127 56+780 60.24 3-Legged LHS Concrete road. Road Union 128 56+800 60.245 3-Legged LHS Concrete Road Road Union 129 56+850 60.26 3-Legged LHS Concrete Road Road Union 130 57+185 60.6 3-Legged LHS Concrete Road Road Union 131 57+400 60.875 3-Legged RHS Concrete Road Road Union Concrete Road to 132 57+450 60.78 3-Legged RHS Road Ayyampettai LHS - BT Road to Anjur, LHS & Union 133 57+500 60.92 4-Legged RHS - Concrete Road to RHS Road Ayyampettai BT Road to Rajakulam 134 57+935 61.25 3-Legged RHS MDR Village. LHS & Union LHS - Concrete road to 135 58+100 61.47 4-Legged RHS Road muthiyalpettai Village.

RHS - Concrete road to muthiyalpettai Village Union 136 58+345 61.775 3-Legged RHS Concrete road. Road Union 137 58+415 61.84 3-Legged LHS Concrete road. Road Union 138 58+480 61.905 3-Legged RHS Concrete road. Road Union 139 58+565 61.99 3-Legged RHS Concrete road. Road Union BT Road to Kannigapuram 140 58+733 62.07 3-Legged LHS Road Village. Union 141 58+820 62.16 3-Legged LHS BT Road Road RHS - BT Road to RHS & Union Nathapettai Railway 142 58+975 62.4 4-Legged Road Station. LHS LHS -BT Road to Ground. Union Concrete road to 143 59+200 62.55 3-Legged RHS Road Thiruvalluvar Road. Union Concrete road to 144 59+225 62.595 3-Legged RHS Road Thiruvalluvar Road. Union 145 59+218 62.647 3-Legged RHS BT Road to Vallalar Street Road LHS - BT Road to Karim LHS & Union Nagar 146 59+300 62.67 4-Legged RHS Road RHS - CC Road to Mahalingam Nagar . Union 147 59+323 62.74 3-Legged LHS Concrete road Road Union BT road to Murugan 148 59+450 62.765 3-Legged LHS Road Pudhu nagar. Union 149 59+500 62.802 3-Legged LHS Concrete road. Road Union Concrete road to 150 59+520 62.822 3-Legged LHS Road Vegavadhi Avenue. Union 151 59+570 62.87 3-Legged RHS BT Road Road Union 152 59+590 62.915 3-Legged RHS BT Road Road Union 153 59+700 63.04 3-Legged RHS Concrete road Road RHS - Earthan Road - RHS & Union Sudharsan Nagar 154 59+870 62.085 4-Legged Road LHS - Earthan Road - LHS Periyar Nagar Union 155 59+900 63.18 3-Legged RHS Concrete road Road Union Concrete road to Indira 156 59+900 63.285 3-Legged RHS Road nagar Union 157 60+010 63.22 4-Legged RHS BT Road to Periyar Nagar. Road Union 158 60+010 63.35 3-Legged LHS Periyar Nagar BT Road Road Minor Intersections (Military Road) 39

Existing Proposed Category Sl. Chainage Chainage No. of Legs Side of Cross Cross Road leads to No. (Km) (Km) Road Union 1 0+100 0.1 3-Legged LHS Earthen Road. Road Union BT Road to Brindhavan 2 0+125 0.123 3-Legged RHS Road Nagar. Union BT Road to Brindhavan 3 0+169 0.17 3-Legged RHS Road Nagar. Union 4 0+476 0.475 3-Legged LHS Concrete Local Road. Road RHS Road to Street, LHS & Union 5 0+509 0.509 4-Legged LHS Road to RHS Road EmberumanKoil Street. Union 6 0+800 0.798 3-Legged RHS Earthen Road Road Union 7 0+965 0.963 3-Legged LHS CC Road. Road Union 8 1+032 1.036 3-Legged LHS Earthen Road. Road LHS & Union 9 1+160 1.164 4-Legged BT Road on both sides. . RHS Road Union 10 1+298 1.3 3-Legged LHS BT Road. Road Union 11 1+402 1.405 3-Legged LHS BT Road. Road Union 12 2+145 2.148 3-Legged LHS BT Road . Road Union 13 1+944 1.947 3-Legged LHS Earthen Road. Road Union 14 2+160 2.163 3-Legged LHS Concrete Road Road Union CC Road - Pallavan 15 2+185 2.188 3-Legged RHS Road Nagar. Union BT Road Vivekanandha 16 2+210 2.213 3-Legged LHS Road Nagar. Union 17 2+245 2.249 3-Legged RHS BT Road to Appavu Nagar Road Union 18 2+260 2.264 3-Legged LHS CC Road Road Union 19 2+296 2.3 3-Legged RHS BT Road. Road Union Local Road - 20 2+325 2.328 3-Legged LHS Road Bharathidasan Nagar Union 21 2+340 2.344 3-Legged RHS BT Road. Road Union 22 2+380 2.383 3-Legged LHS BT Road. Road Union 23 2+427 2.43 3-Legged LHS BT Road. Road Union 24 2+467 2.47 3-Legged RHS BT Road. Road Union Local Road to TV 25 2+485 2.49 3-Legged RHS Road Rathnam Nagar.

Union CC Road 26 2+494 2.499 3-Legged LHS Road Annaisathyanagar. Union BT Road - Perasiriyar 27 2+627 2.63 3-Legged RHS Road Nagar. Union 28 2+672 2.675 3-Legged RHS BT Road. Road LHS & Union LHS - BT Road, RHS - 29 2+720 2.723 4-Legged RHS Road Rajan Nagar BT Road. Union Local Road to Dhayalan 30 2+817 2.82 3-Legged RHS Road Nagar. Union 31 2+846 2.85 3-Legged LHS BT Road Road Union Local Road to Sarvodhaya 32 2+900 2.902 3-Legged RHS Road Nagar. Union 33 2+950 2.953 3-Legged LHS BT Road. Road Union BT Road to 34 2+980 2.983 3-Legged LHS Road Kannagipuram. Union 35 2+990 2.993 3-Legged RHS BT Road Road Union 36 3+015 3.018 3-Legged LHS BT Road. Road Local Road - CC Road- LHS - Union LHS, 37 3+157 3.158 4-Legged RHS - Road Anna Kudiyirupu - CC Road-RHS. Concrete road-LHS, BT RHS & Union 38 3+170 3.173 4-Legged Road to Orikkai Colony- LHS Road RHS. LHS - Concrete Road to Orikkai Union 39 3+197 3.2 4-Legged Colony, BT Road to RHS - Road Orikkai Colony. Local Road - BT Road- LHS & Union LHS, 40 3+240 3.243 4-Legged RHS Road Thandavarayan Nagar - BT Road-RHS. Union 41 3+286 3.288 3-Legged RHS BT Road. Road Union 42 3+300 3.302 3-Legged LHS BT road Road Union 43 3+324 3.327 3-Legged RHS Local Road. Road Local Road - LHS LHS & Union 44 3+347 3.35 4-Legged Chinnayankulam Colony - RHS Road RHS. Union Ishwarya Nagar WBM 45 3+517 3.52 3-Legged LHS Road Road. Union Shanmuga Avenue 46 3+828 3.83 3-Legged RHS Road Earthen Road. Union 47 4+034 4.04 3-Legged RHS Earthen Road. Road Union 48 4+170 4.173 3-Legged RHS WBM- PachaiyamanKovil Road Union 49 4+250 4.248 3-Legged LHS BT road Road 41

Union 50 4+370 4.358 3-Legged LHS BT road to Vishnu Nagar Road Union 51 4+510 4.5 3-Legged LHS BT Road. Road Union 52 4+550 4.545 3-Legged LHS BT road Road Union 53 4+884 4.866 3-Legged RHS BT Road. Road Union 54 4+877 4.88 3-Legged RHS BT Road. Road Union 55 4+918 4.92 3-Legged RHS BT Road. Road Union 56 4+958 4.96 3-Legged RHS BT Road. Road Union Local Road to Vishnu 57 5+025 5.049 3-Legged LHS Road Nagar. Union 58 5+080 5.09 3-Legged RHS BT road to Krishna Nagar. Road Union 59 5+078 5.1 3-Legged LHS Earthen Road. Road Union 60 5+140 5.161 3-Legged RHS BT Road. Road Union 61 5+170 5.178 3-Legged RHS BT Road. Road Union 62 5+190 5.201 3-Legged RHS BT Road. Road LHS & Union 63 5+255 5.277 4-Legged Both Sides Earthen Road. RHS Road Union 64 5+262 5.278 3-Legged RHS CC Road. Road Union 65 5+292 5.303 3-Legged LHS CC Road. Road Union 66 5+320 5.34 3-Legged LHS BT Road. Road Union 67 5+333 5.347 3-Legged LHS CC Road. Road Union 68 5+414 5.446 3-Legged LHS CC Road. Road Union 69 5+475 5.485 3-Legged RHS CC Road. Road Union 70 5+500 5.514 3-Legged RHS Concrete Road Road LHS & Union 71 5+580 5.586 4-Legged Concrete Road both sides. RHS Road Union 72 5+645 5.657 3-Legged LHS CC Road. Road Union 73 5+697 5.708 3-Legged LHS CC Road. Road Union 74 5+740 5.751 3-Legged LHS CC Road. Road LHS & Union BT Road - LHS, CC Road 75 5+805 5.803 4-Legged RHS Road - RHS. Union 76 5+835 5.849 3-Legged LHS CC Road. Road

Union 77 5+850 5.855 3-Legged RHS BT Road Road Union 78 5+870 5.885 3-Legged LHS BT Road Road Union 79 5+883 5.892 3-Legged LHS BT Road. Road Union 80 6+005 6.01 3-Legged LHS CC Road. Road Union 81 6+044 6.05 3-Legged LHS CC Road. Road Union 82 6+055 6.06 3-Legged RHS CC Road. Road Union 83 6+080 6.088 3-Legged RHS CC Road. Road Union 84 6+077 6.09 3-Legged LHS CC Road. Road Union 85 6+094 6.1 3-Legged RHS CC Road. Road Union 86 6+117 6.13 3-Legged RHS Earthen Road. Road Union 87 6+138 6.145 3-Legged RHS BT Road. Road Union 88 6+242 6.247 3-Legged RHS CC Road. Road

10. Water for Construction

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

F. Construction Camps

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

G. Project Cost

107. 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 SH58-Part 1: km 30.000 to km 56.000, 4-Lane with paved shoulders; and km 56.000 to 63.552, 2-Lane with paved shoulders, Walajabad Bypass (6.846 km, 4-Lane with paved shoulders) and Military Road: Kanchipuram Bypass (km 6.314 to km 0.080, 6.234 km : 2-Lane with paved shoulders) with 7 years maintenance under EPC mode is about INR 750.90 Cr. 43

H. Construction Packaging and Implementation Schedule

108. 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 33 months is proposed for construction. The project is proposed to be undertaken through International Competitive Bidding (ICB).

I. Project Benefits

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

IV. DESCRIPTION OF THE ENVIRONMENT

A. Introduction

110. 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.

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

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

AIR, NOISE, SOIL AND METEOROLOGY

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

S. No Attribute Parameter No. of Samples Source Noise levels in dB (A) Sampling/ monitoring 5 Noise Three Leq, Lmax, Lmin, L10, locations L50, L90 Physico-chemical Sampling/ monitoring 6 Soil Quality One parameters locations BIODIVERSITY AND ECOLOGY Literature review, Terrestrial Type of vegetation, trees Once (over 1 field inventory / 7 Flora/Vegetation and flora week period) sampling, and consultations Literature review, field surveys, and Once (over 1 8 Fauna and Wildlife Wildlife and Species consultations with week period wildlife/forest officials and experts SOCIO-ECONOMIC Socio-economic Field studies, 9 Socio-economic profile Once aspects literature review.

Figure 3: Environmental Monitoring Locations along the Project Road

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

B. Physical Environment

112. 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

113. 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 India Meteorological Department (IMD) website.

114. 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.

115. 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).

116. 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

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

Figure 4: Rainfall Distribution in the State of Tamil Nadu

Project Road

Table 11: Average Annual Rainfall (mm) for Project District Kanchipuram (mm) YEAR JAN FEB MAR APR MAY JUN JUL AUG SEPT OCT NOV DEC 2014 0.5 3.4 0 0 35.7 117.6 50.9 130.9 130.6 196.3 135 106.9 2015 1.7 0 0 49.5 45.4 32.2 102.2 140.4 70.3 179.8 1061.3 574 2016 0.4 0 0 0 173.2 81.6 76.6 112.7 213.3 28.6 26.1 280 2017 16.4 0.1 0 0 14.4 67.8 98.8 228.6 98.7 287.6 335.7 49.3 2018 2.6 1.8 7.9 0.4 6.2 51.1 64.8 189.7 91.4 133 241.1 43 Source: IMD for year 2014 to 2018

118. Above rainfall data shows that project districts received maximum rainfall during months of August–December i.e., in rainy and winter season. The annual average rainfall in Kanchipuram for 2014–2018 is 1237.5 mm . b. Temperature

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

120. Chengalpattu and Kanchipuram district generally experiences hot and humid climatic conditions. The months between April and June are generally hot with temperatures going up to an average maximum of 36.6ºC. In winter (December–January) the average minimum temperature is 19.8ºC. The maximum and minimum temperature recorded during study period along the project road is 34.9ºC and 26.1ºC respectively. Project region falls in strong hyperthermic zone as per temperature distribution map of Tamil Nadu State in Figure 5.

Figure 5: Temperature Distribution Map of Tamil Nadu

Project Road

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

Figure 6: Humidity Map of Tamil Nadu State

Project Road

c. Winds

122. 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.

123. The minimum and maximum wind speed observed along the alignment during field monitoring was 1 and 12 kmph; respectively. The dominating wind direction observed along the alignment during field monitoring was SW (South-West) followed by WSW (West -South-West). The details of other meteorological parameters observed along the road section during the baseline (last quarter of 2019) environmental monitoring is given in Appendix 3.

d. Climate Risks and Vulnerability

124. 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

125. Geomorphologically from west to east, three major units are recognised in Tamil Nadu viz. the Western Ghats, the Central Region and the Coastal Plains. The project road falls in Chengalpattu and Kanchipuram district of Tamil Nadu. The terrain is generally plain and rolling terrain.

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

127. The elevation map for the State of Tamil Nadu is presented in Figure 7 wherein project road is also marked. As can be inferred from the map, the project region has plain topography having an altitude in the range of 1m–150m above MSL. As observed from figure, elevation of project road varies from 30m–82m in the project area. The average elevation of project road is 55m above MSL, elevation profile of the project road alignment is given in Figure 8.

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

Figure 7: Elevation Map of Tamil Nadu

Project Road

Source: DPR

Figure 8: Elevation Profile of Project Road

3. Geology and Mineralogy

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

129. Geology of Chengalpattu and Kanchipuram district is characterized by hard rock predominantly charnocites Gneiss with Gondwana formations. These are overlain by laterites and alluvium. The geological map of Tamil Nadu state is shown in Figure 9.

Figure 9: Geological Map of Tamil Nadu

Project Road

4. Soil Characteristics

130. In Tamil Nadu soils are classified into six orders, 12 sub-orders, 20 great groups, 44 subgroups and 94 soil families in the hierarchy. The six orders are Entisols, Inceptisols, Alfisols, Mollisols, Ultisols, Vertisols. Inceptisols cover about 50% of the State’s total geographical area followed by Alfisols (30%), Vertisols (7%), Entisols (6%), Ultisols (1%) and negligible area by Mollisols. About 5% of the areas are miscellaneous land types, which includes rocklands, marshes, urban areas and water bodies. The soil texture map of Tamil Nadu is shown in Figure 10 and soil order map of Tamil Nadu is shown in Figure 11.

131. Chengalpattu and Kanchipuram: Soils of the districts have been classified into 1) clayey soil, 2) red sandy or red loamy soil 3) Red sandy brown clayey soil and 4) Alluvial soil. Of the 53 above soils brown clayey soil is the most predominant, covering more than 71 percent of the areal extent of both districts. Alluvial soils are found on the banks of Palar, Cheyyar and other rivers. The river alluvium is transported and is seen in coastal area of this district. Sandy coastal alluvial (arenacious soil) occurs along the seacoast in a narrow belt.

Figure 10: Soil Texture Map of Tamil Nadu

Project Road

Figure 11: Soil Order Map of Tamil Nadu

Project Road

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

Figure 12: Soil Type Based on Water Retention Properties

Project Road

133. Soil samples were collected at a location, Ullavur from agriculture field (12°46'31.42"N 79°53'21.86"E) along the project road during DPR preparation. These soil samples were analysed for physical characteristics (colour, texture, water retention capacity, infiltration rate and density), particle size distribution, chemical characteristics (pH, electrical conductivity and organic carbon), and nutrient contents (NPK). The results of the soil sample analysis for the project road are given in Table 12.

Table 12: Soil Quality Monitoring Results along the Project Road Sl. No. Parameters Units S1 1 pH 10% solution 8.10 2 Moisture Content (%w/w) 3.21 3 Soil Classification /Texture a. Sand (%w/w) 50.80 b. (b) Silt (%w/w) 11.20 c. Clay (%w/w) 38.00 (d)Soil classification - Sandy clay Electrical Conductivity (1:5 Soil 4 µmhos/cm 258 Extract) 5 Sodium Absorption Ratio(SAR) - 1.03 6 Cation Exchange capacity Meq/100g 10.60 7 Calcium mg/Kg 5289 8 Potassium mg/Kg 1285 9 Sodium mg/Kg 297.40 10 Magnesium mg/Kg 606

Sl. No. Parameters Units S1 11 Chlorides mg/Kg 1264 12 Total Nitrogen mg/Kg 540 13 Total Phosphorus mg/Kg 120 14 Available Phosphorus mg/Kg 18.0 15 Organic Matter % 0.99 16 Carbonate mg/Kg 1151 BDL 17 Sulphur mg/Kg (DL:141) 18 Arsenic mg/Kg BDL (DL:nil) 19 Boron mg/Kg 12 20 Iron mg/Kg 20.0 BDL 21 Lead mg/Kg (DL:1.55) 22 Manganese mg/Kg 0.93 23 Zinc mg/Kg 130 Source: Monitoring undertaken during DPR preparation

134. The pH levels of the soil show that pH of soil is 8.10. The soil can be classified as sandy clay. The nutrient status of soil is also a key element in agriculture. Above results also shows that the soils of the study area have good amount of primary nutrients i.e., Nitrogen (N), Phosphorus (P) and Potassium (K) content. From the results it can be observed that the soil in the project area is fertile with high agricultural productivity with appropriate use of fertilizer. The soil has good electrical conductivity.

5. Seismicity and Volcanic Activity

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

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

Figure 13: Seismic Map of Tamil Nadu State

Project Road

Source: Tamil Nadu State Disaster Management Plan

6. Water Resources and Hydrology

6.1 Drainage

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

6.2 Drainage and Water Bodies along the Project Road

138. There are streams/canals crossing the project road. Ponds and lake are observed along the project road. Very few of them are partially impacted due to the proposed road improvement and none of the them are completely impacted. River Palar is running parallel to project road from Chengalpattu to Walajabad. Details of the drainage channels, water bodies and likely impact observed along the project road are presented in Table 13. Table 13: Details of Water Bodies along the Project Road Sl. Distance Water Chainage LHS/ RHS Nearest Location No. from PCL body SH 58 Part 1 1 35+360 LHS Athur 20 Pond 2 36+820 RHS Villiambakkam 18 Pond 3 37+100 LHS Villiambakkam 35 Pond Military Road 1 1+280 RHS Vishnu Nagar 62 Pond 2 1+550 RHS Thenambakkam 10 Pond 3 1+618 LHS Thenambakkam 7 Pond 4 2+200 LHS Thenambakkam 10 Pond 5 3+020 RHS Chinnayankulam 5 Pond

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

140. In block of Walajabad and Kanchipuram dug wells tap the alluvium with depths ranging between 6 and 12m bgl having yield between 25 to 35 m3/hr. The yield of infiltration wells with varying depths of 5–12 m bgl is around 35 m3 /hr. The estimation of ground water resources for the district has shown that two blocks are over exploited and two blocks are under “Critical” category.

141. Major source of drinking water along project road is ground water. The major ground water resources along the project road are overhead tanks, water tank with tap and ponds. Few handpumps are also observed along SH-58 Part 1 road.

7. Water Quality

142. The sampling locations were selected after the field investigations and review of all the water bodies/resources along the project road stretch. The water quality monitoring locations have been marked in Figure 3 for the project road. The Surface water quality monitoring was carried at 59 one location while ground water sampling were carried out at two locations along the alignment and the details are given in below Table 14.

143. Samples were collected as per IS-2488 (Part I–V). Samples were taken from surface water as well as ground water sources during November 2019 along road corridor. Samples were analyses as per IS: 10500-1991. Grab sample were collected from water source and were 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.

Table 14: Water Quality Monitoring Locations Sl. Code Sample Location Chainage Sources 1 GW-1 Kanthalur 12°42'13.21"N 79°57'40.45"E Hand Pump 2 GW-2 Palayaselavaram 12°46'41.02"N 79°51'35.89"E Borewell Water 3 SW-1 Timavaram. 12°44'19.37"N 79°56'4.78"E Palar River

Table 15: Surface Water Quality Characteristics along the Project Road CPCB Sl. TEST TEST METHOD UNIT SW1 Designated , No PARAMETERS Best Use 1 Color IS 3025 PART 4 Hazen < 5 300 2 Odor IS 3025 PART 5 - Objectionable Un-objectionable 3 pH@ 25oC IS 3025 PART 11 - 7.82 6.5 to 8.5 Conductivity@ 4 IS 3025 PART 14 µs/cm 1143 Not Specified 25oC 5 Turbidity IS 3025 PART 10 NTU 14.2 Not Specified Total Dissolved 6 IS 3025 PART 16 mg/l 662 1500 Solids Total Suspended 7 IS 3025 PART17 mg/l 22 - Solids 8 Total Alkalinity IS 3025 PART 23 mg/l 221 Not Specified Total Hardness as 9 IS 3025 PART 21 mg/l 210 Not Specified CaCO3 10 Calcium as Ca IS 3025 PART 40 mg/l 43 Not Specified 11 Magnesium as Mg IS 3025 PART 46 mg/l 25 Not Specified 12 Chloride as Cl IS 3025 PART 32 mg/l 82 Not Specified

13 Sulphate as SO4 IS 3025 PART 24 mg/l 68.3 Not Specified 14 Sodium as Na IS 3025 PART 45 mg/l 125.2 Not Specified 15 Free Ammonia IS 3025 PART 34 mg/l 12.4 -

16 Nitrate as NO3 IS 3025 PART 34 mg/l 15.1 50 17 Potassium as K IS 3025 PART 45 mg/l 21.3 Not Specified 18 Bicarbonate IS 3025 PART 51 mg/l 221 Not Specified 19 Fluoride as F IS3025 PART 60 mg/l 0.51 1.5 Phenolic 20 Compounds (as IS 3025 PART 43 mg/l Absent 0.005 C6H5OH) 21 *Cyanide as CN IS 3025 PART 27 mg/l Absent 0.05 22 *Aluminium as Al IS 3025 PART 2 mg/l BDL(DL: 0.03) Not Specified

23 *Arsenic as As IS 3025 Part 37 mg/l BDL (DL:0.01) 0.2 24 *Cadmium as Cd IS 3025 PART 2 mg/l BDL (DL:0.01) 0.01 25 Chromium as Cr6+ IS 3025 PART 52 mg/l BDL (DL:0.1) 0.05 26 *Copper as Cu IS 3025 PART 2 mg/l BDL (DL:0.2) 1.5 27 *Lead as Pb IS 3025 PART 2 mg/l BDL (DL:0.01) 0.1 28 Manganese as Mn IS 3025 PART 59 mg/l BDL (DL:0.1) Not Specified 29 *Mercury as Hg IS 3025 PART 2 mg/l BDL(DL:0.0005) Not Specified 30 *Zinc as Zn IS 3025 PART 2 mg/l BDL (DL:0.02) 15 31 Iron as Fe IS 3025 PART 53 mg/l 0.14 0.5 32 Dissolved Oxygen IS 3025 PART 38 mg/l BDL (DL:1) Not Specified 33 COD IS 3025 PART 58 mg/l 48.5 Not Specified 34 BOD, 27̊C 3 Days IS 3025 PART44 mg/l 16.2 3 35 Oil & Grease IS 3025 PART 39 mg/l BDL(DL:5) 0.1 Sodium Absorption 36 IS 11624 : 1986 meq/l 5.32 - Ratio 37 Boron IS 3025 PART 57 mg/l BDL(DL:0.01) - 38 Total Phosphorus IS 3025 PART 31 mg/l 0.19 - 39 Total Nitrogen IS 3025 PART 34 mg/l 26.3 - MPN/ 40 *Total Coliform IS 1622-1981 62 500 100ml

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

Table 16: Ground Water Quality Characteristics along the Project Road IS 10500 : 2012 Drinking Sl. Water Test Parameters Test Method Unit GW 1 GW 2 No Acceptable Permissible Limit Limit 1 Colour IS 3025 PART 4 Hazen <5 <5 5 15 2 Odour IS 3025 PART 5 - Agreeable Agreeable Agreeable Agreeable 3 Taste IS 3025 PART 7 - Agreeable Agreeable Agreeable Agreeable No 4 pH IS 3025 PART 11 - 7.55 7.04 6.5 8.5 – Relaxation 5 Turbidity IS 3025 PART 10 NTU <1 <1 1 5 Electrical 6 IS 3025 PART14 µS/cm 1405 1812 - - Conductivity Total Dissolved 7 IS 3025 PART 16 mg/l 815 1051 500 2000 solids 8 Total Alkalinity IS 3025 PART 23 mg/l 297 359 200 600 9 Total Hardness IS 3025 PART 21 mg/l 160.3 194.1 200 600 10 Calcium as Ca IS 3025 PART 40 mg/l 38.9 45.2 75 200 Magnesium as 11 IS 3025 PART 46 mg/l 15.4 19.8 30 100 Mg 12 Chloride as Cl IS 3025 PART 32 mg/l 265 312 250 1000 13 Sulphate as SO4 IS 3025 PART 24 mg/l 56 84 200 400 No 14 Iron as Fe IS 3025 PART 53 mg/l 0.12 0.19 0.3 Relaxation 61

IS 10500 : 2012 Drinking Sl. Water Test Parameters Test Method Unit GW 1 GW 2 No Acceptable Permissible Limit Limit 15 Sodium as Na IS 3025 PART 45 mg/l 116 159 - - 16 Potassium as K IS 3025 PART 45 mg/l 8.4 16.9 - - 17 Bicarbonate IS 3025 PART 51 mg/l 297 359 - - 18 Fluoride as F GLCS/SOP/W/015 mg/l 0.25 0.15 1 1.5 ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ: 19 *Copper (Cu) mg/l 0.05 1.5 020 0.005) 0.005) Phenolic BLQ(LOQ: BLQ(LOQ: 20 Compounds(C6H5 IS 3025 PART 43 mg/l 0.001 0.002 0.001) 0.001) OH) *Anionic BLQ(LOQ: BLQ(LOQ: 21 Detergents(MBA IS 13428 Anx K mg/l 0.2 1 0.05) 0.05) S) BLQ(LOQ: BLQ(LOQ: No 22 *Mineral Oil IS 3025 PART 39 mg/l 0.5 0.01) 0.01) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ: 23 *Aluminium (Al) mg/l 0.03 0.2 020 0.005) 0.005) Manganese as BDL (DL BDL (DL 24 IS 3025 PART 59 mg/l 0.1 0.3 Mn :0.1) :0.1) No 25 Nitrate as NO3 IS 3025 PART 34 mg/l 5.1 14.2 45 Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ: No 26 *Selenium (Se) mg/l 0.01 020 0.005) 0.005) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ: 27 *Zinc (Zn) mg/l 5 15 020 0.005) 0.005) ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ: No 28 *Cadmium (Cd) mg/l 0.003 020 0.001) 0.001) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ: No 29 *Lead (Pb) mg/l 0.01 020 0.005) 0.005) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ: No 30 *Mercury (Hg) mg/l 0.001 020 0.0005) 0.0005) Relaxation ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ: No 31 *Arsenic (As) mg/l 0.01 020 0.005) 0.005) Relaxation *Total Chromium ITC/CHN/FD/STP/ BLQ(LOQ: BLQ(LOQ: No 32 mg/l 0.05 (Cr) 020 0.005) 0.005) Relaxation BLQ (LOQ BLQ (LOQ No 33 *Cyanide as CN IS 3025 PART 27 mg/l 0.05 : 0.01) : 0.01) Relaxation Ammoniacal BDL( DL: BDL( DL: 34 Nitrogen As NH3- IS 3025 PART 34 mg/l - - 1) 1) N BLQ (LOQ BLQ (LOQ No 35 *Barium as Ba IS 13428 Annex F mg/l 0.7 : 0.05) : 0.05) Relaxation BDL(DL:0. BDL(DL:0. 36 Boron as B IS 3025 PART 57 mg/l 0.5 1 01) 01) BDL( BDL( No 37 *Chloramine IS 3025 PART 26 mg/l 4 DL:0.1) DL:0.1) Relaxation Free Residual BDL( DL: BDL( DL: 38 IS 3025 PART 26 mg/l 0.2 1 Chlorine as Cl2 1) 1) BDL(DL:0. BDL(DL:0. No 39 *Silver as Ag IS 13428 Annex J mg/l 0.1 005) 005) Relaxation BDL( DL: BDL( DL: No 40 *Sulphide IS 3025 PART 29 mg/l 0.05 1) 1) Relaxation

IS 10500 : 2012 Drinking Sl. Water Test Parameters Test Method Unit GW 1 GW 2 No Acceptable Permissible Limit Limit *Molybdenum as BDL(DL:0. BDL(DL:0. No 41 IS 3025 PART 2 mg/l 0.07 Mo 005) 005) Relaxation BDL(DL:0. BDL(DL:0. No 42 *Nickel as Ni IS 3025 PART 54 mg/l 0.02 005) 005) Relaxation *Polychlorinated BLQ(LOQ: BLQ(LOQ: No 43 ASTM 5175 mg/l 0.0005 Biphenyls (PCB) 0.00002) 0.00002) Relaxation *Poly nuclear aromatic BLQ(LOQ: BLQ(LOQ: No 44 APHA 6440B mg/l 0.0001 hydrocarbons 0.00002) 0.00002) Relaxation (PAH) MPN/ Shall not be detectable in 45 *Total Coliform IS 1622-1981 Absent Absent 100ml any 100ml of sample MPN/ Shall not be detectable in 46 *E.Coli IS 1622-1981 Absent Absent 100ml any 100ml of sample Source: Water Quality Monitoring carried out in the month of November - December 2019

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

8. Air Quality

146. 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.

147. To establish the baseline air quality, Ambient Air Quality (AAQ) monitoring was carried out in last quarter of 2019 and air quality monitoring stations were set up at 2 locations as indicated in Table 17 along the project road.

Table 17: Details of Ambient Air Quality Monitoring Locations along Project Road Sl. Station Location Coordinates Land Use No Registrar office near NH45 12°41'11.02"N Residential Area/ 1 AAQ1 Junction Chengalpattu. 79°59'1.10"E Urban Panchayat office, Top of the 12°46'39.44"N Residential Area/ 2 AAQ2 house – Palaiyasevaram. 79°52'10.82"E Rural

148. The two locations for ambient air monitoring was undertaken to represent air quality of the urban and rural habitation area with normal activities and traffic on the project road section. The averaging period is 24 hours for all parameters monitored, following National standards of air quality monitoring. Methodology adopted for sampling and analysis and instrument used for analysis in laboratory are presented in Table 18.

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

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

Table 19: Summary of AAQM Results along the project Road Section NAAQ (2009)* World Bank Sl. Test Parameters Units AAQ1 AAQ2 Limits (IFC) NO. Standards Standards Limits Sulphur dioxide as 1 µg/m3 9.6 11.9 80 - SO2 Nitrogen dioxide as 2 µg/m3 23.7 26.7 80 40 NO2 Respirable Particulate matter 3 µg/m3 81.6 74.1 100 50 (Size less than 10 µm/PM10) Respirable Particulate matter 4 µg/m3 31.4 31.2 60 25 (Size less than 2.5 µm/PM2.5) 3 5 Ozone as O3 µg/m BDL (DL:5.0) BDL (DL:5.0) 180 100

6 *Lead as Pb µg/m3 BDL (DL:0.1) BDL (DL:0.1) 1 - *Carbon Monoxide BDL (DL:1.15) BDL (DL:1.15) 7 mg/m3 4 - as CO 3 8 Ammonia as NH3 µg/m 21.1 19.5 400 - 3 9 *Benzene as C6 H6 ng/m BDL (DL:0.1) BDL (DL:0.1) 5 - *Benzo(a)Pyrene BDL (DL:0.1) BDL (DL:0.1) 10 ng/m3 1 - as BaP 11 *Arsenic as As ng/m3 BDL (DL:1.0) BDL (DL:1.0) 6 - 12 *Nickel as Ni ng/m3 BDL (DL:1.0) BDL (DL:1.0) 20 - 13 * Hydrocarbon PPM BDL (DL:0.01) BDL (DL:0.01) - - 14 *Hydrogen Fluoride PPM BDL (DL:0.02) BDL (DL:0.02) - -

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

• PM2.5: The mean PM2.5 concentration reported along the project road is 31.2 and 31.4 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 74.1 to 81.6 µg/m3. The values are within the permissible limit at all the stations for CPCB but exceed IFC standards. • SO2: The mean concentrations of SO2 at all ambient air quality monitoring locations varies from 9.6 to 11.9 µg/m3. The values are within the permissible limit at all the stations. • NOx: The mean concentrations of NOx at all ambient air quality monitoring locations varies from 23.7 to 26.7 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.

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

9. Noise

152. Noise in general is a sound which is composed of many frequency components of different loudness distributed over the audible frequency range. Noise in the project area was assessed using the GoI and IFC EHS noise guide values which are similar for day and nighttime residential and nighttime industrial land uses. The GoI is more stringent in commercial land use while the IFC EHS is less stringent for daytime noise for industrial land use. The IFC EHS does not provide guide values for silent zone which is defined as at least 100-meter perimeter around hospitals, educational institutions, courts, religious places and similar area. GoI standards when the existing noise levels already exceed the limits. IFC-EHS provides a 3 dB maximum increase from the background (i.e. doubling of noise levels) when the existing measure noise already exceeds the standards. GoI does not stipulate clear guidelines for such scenarios. 65

153. 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)

154. A total of 3 locations within the study area were selected for noise level measurements along the project road. The selected monitoring locations are representative of sensitive receptors in urban/semi-urban area 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 semi-urban and rural area.

155. The monitoring location at Palayaselavaram Village (NL2) is a rural area while monitoring location at Ayyampettai (NL3) is a silence zone (Educational Institute) location in small rural area with normal activities and traffic volume. While, locations (NL1) at Thimmavaram are commercial/residential area in a semi-urban with commercial activities and traffic noise. Thus, at these locations noise monitoring is done to observed maximum level and normal level of background noise. The locations of noise level measurement are shown in Figure 3 while location detail of the noise monitoring are given in Table 20.

Table 20: Details of Noise Level Monitoring Locations Sl. No Code Sample Location (Village) Coordinates Land Use Sekar Cool Bar, ROB 12°42'56.24"N Residential Area/ 1 N1 Junction, Thimmavaram. 79°57'27.61"E Semi-Urban Palayaselavaram Junction, 12°46'24.56"N Residential Area/ 2 N2 Palayaselavaram. 79°52'17.81"E Rural 12°48'30.56"N Rural Area/ Silent 3 N3 School, Ayyampettai. 79°45'24.48"E zone

156. 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.

157. Presentation of Results: It can be seen from the Table 21 that at all the monitoring locations the ambient noise levels exceeds the permissible limits for residential areas prescribed by CPCB and also by IFC EHS standards of 55 dB(A) and 45 dB(A) for day time and night time respectively. The maximum recorded day time noise level is 69.6 dB(A) and night time noise level is 54.1 dB(A) along the project alignment. Table 21: Ambient Noise Level in decibel (A) along the Project Road per IFC EHS Prescribed Periods for Daytime and Nighttime WB/ IFC Monitoring Monitoring CPCB Standard Leq L10 L50 L90 Location Duration Standard for residential NL1 Day 50.06 51.18 50.3 48.61 55 55

Night 43.8 43.64 43.1 41.66 45 45 Day 59.49 62.68 57.5 54.12 55 55 NL2 Night 47.37 49.64 44.3 41.23 45 45 Day 52.79 54.98 53.1 50.52 55 55 NL3 Night 44.4 44.34 42.8 40.26 45 45 Source: Noise Monitoring carried out by Consultant Team, 2019

C. Coastal and Marine Resources in Project Influence Area

158. 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. The project road is approx. 25 km from the coastal area.

D. Biological Environment

1. Forests

159. The recorded forest area in Tamil Nadu state is 22,428 km2 which constitutes 20.21% of the geographical area of the state. Reserved Forests comprise 88.70%, Protected Forests 7.79% and Unclassified Forests constitute 3.51%. The forest cover in project districts is presented in Table 22 which shows that project district have very thin forest cover and moderate dense and open forest classes only. However, the RoW of the project road does not fall within any forest area shown in Figure 14 and thus do not attract forest land diversion.

Table 22: Forest Cover in Project Districts (Km2) 3 Geographical District VDF MDF OF Total % of GA Area (GA) Chengalpattu and 4,483 0 69.95 237.83 307.78 6.87 Kanchipuram TN State 130060 3672 10979 11630 26281 20.21 VDF: Very Dense Forest, MDF: Moderately Dense Forest, OF: Open Forest

3 Tamil Nadu State of the Forest Report, 2019. 67

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

Project Road Project Road

Source: India State of Forest Report

2. Flora and Vegetation along the project road

160. The road side trees falling within formation width of project road have been enumerated as per the available design. The tree enumeration details of trees>30cm girth size along project road are provided in Table 23. The roadside trees are continuous throughout the corridor except some stretches where open 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. There is no green tunnel along the project road. As observed from above tree details, a total of 1327 trees>30cm girth size fall within formation width of project road, which will be affected due to road widening. (SH58 part 1 road and Walajabad bypass: 540 trees on LHS and 611 trees on RHS. Military road: 56 trees on LHS and 120 trees on RHS)

161. The detail of the impacted trees above 30 cm girth size is provided in Appendix 5.

Table 23: Tree Enumeration within Formation Width (>30 cm) of Project Road SH-58

Chainage (km) Trees on Trees on Total Trees LHS RHS From To 30 31 10 18 28 31 32 14 16 30

32 33 20 39 59 33 34 7 17 24 34 35 16 51 67 35 36 11 36 47 36 37 30 19 49 37 38 24 20 44 38 39 7 32 39 39 40 13 10 23 40 41 11 0 11 41 42 7 13 20 42 43 32 28 60 43 44 38 21 59 44 45 93 14 107 45 46 16 34 50 46 47 12 69 81 47 48 15 14 29 48 49 52 42 94 55 56 6 10 16 56 57 12 31 43 57 58 10 19 29 58 59 15 25 40 59 60 7 11 18 60 61 10 4 14 61 62 25 12 37 62 63 18 1 19 63 64 9 5 14 Total Trees within RoW of SH58 Part 1 1151 road including Walajabad bypass

Military Road Chainage (km) Trees on Trees on Total Trees From To LHS RHS 0 1 16 6 22 1 2 6 14 20 2 3 2 5 7 3 4 33 6 39 4 5 19 9 28 5 6 32 12 44 6 7 12 4 16 Total Trees within RoW of Military road 176 Total Trees Within RoW of project 1327 69

162. The local and scientific names of tree species observed along the project road with their CITES and IUCN status are listed in Table 24. The dominant tree species along project road are Mango, Tamarind, Palm, Neem, Coconut, Peepal, Indian beech, Siris and Black Plum. Other observed species are either Least Concerned or not yet been assessed for the IUCN Red List.

Table 24: IUCN Status of Major Tree Species within Formation Width (>30 cm) Common Tamil Name Scientific Name IUCN Status Name Banyan Alamaram Ficus benghalensis - Peepal Arasan Ficus religiosa - Coconut Coconut Cocos nucifera - Mango Mango Mangifera indica - Black Plum Naval Syzygium cumini LC Neem Neem Azadirachta indica LC It has not been Palm Panaimaram NA evaluated by IUCN Indian Pungai Millettia pinnata LC Beech Tamarind Tamarind Tamarindus indica LC Siris Vagai Albizia lebbeck -

3. Protected Areas

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

164. 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 list of protected area within Tamil Nadu are shown in Table 25 and details are provided in Appendix 6. The protected area map of Tamil Nadu is shown in figure 15.

Table 25: Protected Areas of Tamil Nadu S. Area in Year Name District Major Animals Found No. ha Decl. Wildlife Sanctuaries Mudumalai Wildlife Elephant, Gaur, Sambar, Chital, 1 Nilgiris 21,776.00 1940 Sanctuary Panther, Tiger, Birds, Reptiles Indira Gandhi Elephant, Gaur, Tiger, Panther, 2 Coimbatore 84,149.00 1976 Wildlife Sanctuary Sloth bear, Wild boar Tiger, Bonnet Macaque, Mundanthurai 3 Tirunelveli 58,207.58 1962 Langurs, Slender Loris, Sloth Wildlife Sanctuary Bear, Sambar, Chital, Wild Dog Lion Tailed Macaque, Nilgiri Kalakad Wildlife 4 Tirunelveli 22,358.00 1976 Tahr, Sambar, Sloth Bear, Sanctuary Elephant, Panther, Tiger

S. Area in Year Name District Major Animals Found No. ha Decl. Srivilliputhur Grizzled Giant Squirrel, Flying 5 Grizzled Squirrel Virudhunagar 48,520.00 1988 Squirrel, Nilgiri Tahr, Elephant, Wildlife Sanctuary Lion Tailed Macaque Black Buck, Bonnet Macaque, Point Calimere 6 Nagapattinam 1,726.00 1967 Wild Boar, Flamingoes, variety Wildlife Sanctuary of birds such as Teals, Gulls Black buck, Spotted deer, Vallanadu Black 7 Thoothukudi 1,641.00 1987 Macaques, Jungle cat, Buck Sanctuary Mongoose, Hares Bonnet Macaque, Nilgiri Langur, Kanyakumari Slender Loris, Tiger, Panther, 8 Kanyakumari 40,239.55 2007 Wildlife Sanctuary Elephant, Bird, jackal, Nilgiri Tahr Sathyamangalam 1,41,160.9 9 Erode 2011 Elephant, birds etc. Wildlife Sanctuary 4 Megamalai Wildlife Theni & 10 26,910.82 2009 Elephant, birds etc. Sanctuary Madurai Point Calimere Black Buck, Bonnet Macaque, Thanjavur & 11 Wildlife Sanctuary 12,407.27 2013 Wild Boar, Flamingoes, variety Tiruvarur Block A & Block B of birds such as Teals, Gulls Nilgiri Langur, Common Langur, Bonnet Macaque, Indian Giant Kodaikanal Dindigul & 12 60,895.48 2013 Squirrel, Common Giant Flying Wildlife Sanctuary Theni Squirrel, Tiger, Leopard/Panther, Birds, Reptiles, Elephant Gangaikondan 13 Spotted Deer Tirunelveli 288.4 2013 Spotted Deer Sanctuary Grizzled Giant Squirrels, Cauvery North Krishnagiri & 14 50,433.48 2014 Panthers, Elephants, Dhole, Wildlife Sanctuary Dharmapuri Sloth Bear etc. India Gaur, Leopard, Nilgiri Tahr, Nellai Wildlife Sambar, Wild Boar, Sloth Bear, 15 Tirunelveli 35,673.33 2015 Sanctuary Indian Elephant, Lion Tailed Macaque etc. Bird Sanctuaries Cormorants, egrets, gray heron, Vedanthangal spoon billed stork, migratory 16 Kanchipuram 30 1998 Birds Sanctuary birds like garguney, teals, shovallers Karikili Birds Cormorants, egrets, grey heron, 17 Kanchipuram 61.21 1989 Sanctuary spoon billed stork, Flamingoes, ducks, osprey, Pulicat Lake Birds avocet, cormorants, herons, 18 Tiruvallur 15,367.00 1980 Sanctuary spoon bills, gulls and other migratory birds Vettangudi Birds Cormorants, egrets, herons, 19 Sivagangai 38.4 1977 Sanctuary teals, pelicans Kanjirankulam Ramanathapur Cormorants, egrets, herons, 20 104 1989 Birds Sanctuary am teals, pelicans Chitrangudi Birds Ramanathapur Cormorants, egrets, herons, 21 47.63 1989 Sanctuary am teals, pelicans 71

S. Area in Year Name District Major Animals Found No. ha Decl. Udayamarthandpu Little cormorant, darter, spoon 22 ram Birds Tiruvarur 45.28 1998 bill, Indian Reef Heron, Grey Sanctuary heron, white necked stork Vaduvoor Birds Cormorants, egrets, ibis, herons 23 Tiruvarur 128.1 1999 Sanctuary and many variety of birds Koonthankulam- Grey pelican, painted stork, 24 Kadankulam Birds Tirunelveli 129 1994 white Ibis, jackal, rat snake Sanctuary Karaivetti Birds Egrets, pelican, grey heron, 25 Ariyalur 453.71 1999 Sanctuary white ibis, spoon bill Vellode Birds Spoon bill, teals, pintail ducks, 26 Erode 77.18 2000 Sanctuary darter Melaselvanur- Ramanathapur 27 Kilaselvanur Birds 593.08 1998 Grey pelican, painted stork am Sanctuary Theerthangal Bird Ramanathapur White-breasted kingfisher, spot- 28 29.29 2010 Sanctuary am billed pelican, brahminy kite Sakkarakottai Spot-billed pelican, egret, Ramanathapur 29 Tank Birds 230.49 2012 common myna, grey heron, little am Sanctuary cormorant, black kite, etc. Spot-billed pelican, egret, Oussudu Lake 30 Villupuram 331.79 2015 common myna, grey heron, little Birds Sanctuary cormorant, black kite, etc. National Parks Mudumalai Elephant, Gaur, Sambar, Chital, 31 Nilgiris 10,323.00 2005 National Park Tiger, Birds, and reptiles Indira Gandhi Elephant, Gaur, Tiger, Panther, 32 Coimbatore 11,710.00 1989 National Park Sloth Bear, Wild Boar Mukurthi National Nilgiri Tahr, Jackal, Otter, Jungle 33 Nilgiris 7,846.00 2001 Park cat, Sambar, Barking deer. Guindy National Black Buck, Chital, Jackal, 34 Chennai 270.57 1978 Park Pangolin and variety of birds Gulf of Mannar Characteristic tropical flora & Marine National Ramanathapur fauna of coral reefs, Dugong, 35 Park (21 Islands) am & 52,602.00 1986 Turtles, Dolphins and and biosphere Thoothukudi Balanoglossus reserve Conservation Reserves Thiruppudaimaruth ur Birds 36 Tirunelveli 2.84 2005 Birds Conservation Reserve Suchindrum- Theroor-Managudi 37 Kaninyakumari 484.77 2015 Birds Conservation Reserve

Figure 15: Protected Area Map of Tamil Nadu

Project Road

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

4. Fauna/Wildlife

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

166. 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. 73

167. 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.

168. 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.

169. Schedule II includes 13 species of mammals. Schedule III includes 5 species of mammals and Schedule IV includes 5 species of mammals, 367 species of birds, 109 species of reptiles and 23 species of amphibians. Schedule V incorporates 13 species of mammals and 1 species of birds4.

a. Assessment of Fauna along the Project Road

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

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

172. The fauna along and surrounding the project road incudes mammals such Mongoose, , Common monkey, Hare and Birds include Little cormorant, Eastern purple heron, Night heron, Paddy bird, Little Egret, Cattle Egret , Brahmny kite, Pariah kite, Koel, Southern Indian roller, Common myna, , Indian house sparrow, Tailor bird, Common teal, Jungle bush quail, , Spotted dove, Parakeet and Crow pheasant. Butterflies includes Indian common crow, Indian red grass and Tailed jay. Reptiles includes House Lizard, Common garden lizard, Indian chameleon, Krait and Indian cobra. Amphibians includes common frog and Toad. There are no vulnerable/ endangered or rare species fauna around the project site. There is no presence of any fauna species listed in Schedule I of the Wild Life (Protection) Act, 1972 of Government of India. The list of fauna in the project road section area is presented in below table 26.

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

Table 26: Fauna in the Project Road Area Conservation status as per S. Zoological Name Local Name Wild life IUCN No. Protection Act (1972) Mammals 1 Herpestes edwardsi Mongoose II Least Concern 2 Macaca radiata Common monkey II - 3 Lepus nigricollis Hare IV Least Concern Reptiles 1 Hemidactylus frenatus House Lizard Schedule IV Least Concern Common garden 2 Calotes versicolor Schedule IV - lizard 3 Chamaeleo zeylanicus Indian chameleon Schedule IV Least Concern 4 Bungarus caeruleus Krait Schedule-IV - 5 Naja naja Indian cobra Schedule IV - Amphibian 1 Rana tigrina Common frog Schedule IV Least Concern 2 Bufo melanostictus Toad Schedule IV Least Concern Bird 1 Phalacrocorax niger Little cormorant Schedule IV Least Concern Ardea purpurea Eastern purple 2 Schedule IV - manilensis heron 3 nycticorax nycticorax Night heron Schedule IV Least Concern 4 Ardeola grayii Paddy bird Schedule IV Least Concern 5 Egretta garzetta Little Egret Schedule IV Least Concern 6 Bubulcus ibis Cattle Egret Schedule IV Least Concern 7 Haliastur Indus Brahmny kite Schedule IV Least Concern 8 Milvus migrans Pariah kite Schedule IV Least Concern 9 Eudynamys scolopaceus Koel Schedule IV Least Concern Southern Indian 10 Coracias benghalensis Schedule IV Least Concern roller 11 Acridotheres tristis Common myna Schedule IV Least Concern 12 Corvus splendens Ceylon house crow Schedule V Least Concern Passer domesticus Indian house 13 Schedule IV Least Concern indicus sparrow 14 Orthotomus sutorius Tailor bird Schedule IV Least Concern 15 Anas crecca Common teal Schedule-IV Least Concern 16 Perdicula asiatica Jungle bush quail Schedule-IV Least Concern 17 Burhinus oedicnemus stonecurlew Schedule-IV Least Concern 18 Spilopelia chinensis Spotted dove Schedule-IV Least Concern 19 Psittacula cyanocephala Parakeet Schedule-IV Least Concern 20 Centropus sinensis Crow pheasant Schedule-IV Least Concern Butterfly 1 Euploea core Indian common crow Schedule-IV Least Concern 2 Euploea crassa Indian red grass Schedule-IV - 75

3 Graphium agamemnon Tailed jay Schedule-IV -

b. Threatened Species

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

E. Socio-economic Environment

1. Demography

174. The project road passes through district of Tamil Nadu namely Chengalpattu and Kanchipuram.

175. Chengalpattu and Kanchipuram: According to 2011 census, Kanchipuram district had a population of 3,998,252 with male population of 2,012,958 and female population of 1,985,294. Sex-ratio of district is 986 females for every 1,000 males, much above the national average of 929. Male and female literacy rate in the district is 89.89% and 79.02% respectively. The population density in the district is 892 persons per sq.km. Scheduled Castes and Scheduled Tribes accounted for 23.71% and 1.03% of the population respectively. The average literacy of the district was 75.37%, compared to the national average of 72.99%. The district had a total of 1,006,245 households. There was a total of 1,673,814 workers, comprising 74,761 cultivators, 162,494 main agricultural labourers, 41,149 in house hold industries, 1,088,974 other workers, 306,436 marginal workers, 14,582 marginal cultivators, 110,020 marginal agricultural labourers, 13,583 marginal workers in household industries and 168,251 other marginal workers. The demographic profile of Chengalpattu and Kanchipuram is presented in Table 27.

Table 27: Demographic Features of Project Districts Description Kanchipuram Geographical area (Sq. Km) 4483 Population (2011) 3998252 Male 2012958 Female 1985294 Density/km2 892 Sex Ratio (No. Of females per 1000 Males) 986 Male Literacy 89.89 Female Literacy 79.02 Source: http://www.census2011.co.in/census

2. Land Use

176. The land use distribution along the 500m of project road is predominantly agricultural land followed by settlement followed by open dry land. As observed, the land use along the project road is mostly arable land.

177. Around 11.689 km length of the project road passes through built up area; remaining 28.097 km length traverses through non-built-up. The road is passing through inhibited areas. The road traverses through plain terrain.

178. Also, it is to be noted that there is no forest land within 500m and 10 km buffer area of project road. Table 28 indicates built-up within 500m area of project road.

Table 28: Land Use Pattern within 500m Buffer of Project Road Project Road Land Use Major Built Up Predominant Areas/Congestion Points land use Chengalpattu - Agricultur Chengalpattu, Thimmavaram, Agricultural Kanchipuram al, Athur, Devanur, Palur, Builtup, Puliyambakkam, Walajabad, Scrub land Thangi, Ayyampettai and Kanchipuram Source: DPR 3. Economic Development

179. 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.

4. Agriculture

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

5. Archaeological and Historical Monuments

181. 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

182. During the environmental and social screening survey, number of sensitive receptors such as school, temple etc. are located along the alignment. 77

183. The list of sensitive receptors/structures on either side within 50m from center line of the road is presented in Table 29. These sensitive features along the road will be updated following the finalization of the resettlement plan by TNHD and the final detailed engineering design by the EPC contractor of the project road.

Table 29: Physical/Sensitive Features along the Project Road Distance from Sl. No. Chainage Receptor Village Side Edge of the road (m) Educational Institutes 1 32+550 St. Pauls Matriculation Thimmavaram LHS 7 school 2 34+040 Primary school Athur LHS 36 3 34+150 Primary school Athur LHS 4 4 34+970 Polytechnic school Athur LHS 1 5 44+520 Government middle Palayaseevaram RHS 14 school 6 46+800 Lord venkateshvara Puliyambakkam LHS 21 CBSE School 7 46+950 Lord venkateshvara Puliyambakkam LHS 39 engineering college 8 57+115 P C I, Nursery & primary Thimmarajappettai LHS 13 school 9 57+850 CSI Pri school Thimmarajappettai LHS 11 10 60+155 START (women Tailoring Ayyampettai LHS 14 institute ) 11 60+675 School Ayyampettai LHS 3 12 60+685 Aranjir Anna high sec Ayyampettai RHS 5 school 13 60+695 Ramachandran middle Ayyampettai RHS 9 school 14 61+120 Primary school Muthiyyalpettai LHS 4 15 62+300 High secondary school Kannigapuram LHS 9 16 62+980 Mahatma Gandhi nursery Nasarathpettai RHS 11 &pri school Religious Receptors 1 30+360 Ganesha temple Thimmavaram RHS 2 2 30+670 Karumariamman temple Thimmavaram LHS 1 3 30+755 Ganesha + Navagraha Thimmavaram LHS 4 temple 4 33+800 Church Athur RHS 6 5 33+940 Church Athur RHS 6 6 34+350 Mosque Athur RHS 2 7 34+450 Ellaiamman temple Athur LHS 6 8 35+520 Amman temple Kannapasnagar RHS 7 9 37+950 Vinayaka +navagrahakoil Devanur RHS 5

Distance from Sl. No. Chainage Receptor Village Side Edge of the road (m) 10 45+080 Aththangarai amman Palayaseevaram LHS 0 temple 11 47+600 Mosque Puliyambakkam LHS 2 12 55+870 Amman temple Vengudi LHS 6 13 55+950 Vinayaka temple Vengudi LHS 6 14 56+580 Church Kilottivokkam RHS 2 15 57+150 Church Thimmarajappettai RHS 7 16 57+175 Vishnu koil Thimmarajappettai RHS 3 17 57+450 Shiva koil Thimmarajappettai RHS 0 18 57+465 Vinayagar Koil Thimmarajappettai LHS 4 19 57+780 Vinayagar Koil Thimmarajappettai LHS 5 20 57+830 Amman koil + mandapam Thimmarajappettai RHS 2 21 58+030 Vinayagar Koil Thimmarajappettai LHS 5 22 59+280 Vinayagar Koil Ekanampettai LHS 2 23 59+640 Vinayagar Koil Karkkupettai LHS 6 24 59+850 Vinayagar Koil Dharamarajampettai LHS 6 25 60+350 Mugambakkaiammankoil Ayyampettai LHS 1 26 60+520 Ramalingam temple Ayyampettai LHS 4 27 60+675 Vinayagar Koil Ayyampettai RHS 3 28 60+779 Amman temple Ayyampettai RHS 3 29 61+220 Perumalkoil Muthiyyalpettai RHS 6 30 61+230 Mutthunanadswamy Muthiyyalpettai LHS 7 temple 31 61+600 Vinayagar Koil Kannigapuram RHS 7 32 62+545 Nagadevatakoil Nathapettai RHS 3 33 62+640 Nagathammankoil Nasarathpettai RHS 4 34 62+950 Vinayagar Koil Nasarathpettai LHS 7 35 62+960 Amman koil Nasarathpettai LHS 0 Health Centres 1 35+020 Primary health care Athur LHS 1 centre 2 60+150 Veterinary hospital Ayyampettai LHS 9 3 61+250 Hospital Muthiyyalpettai LHS 16 Military Road Sl. No. Chainage Receptor Village Side Distance from Edge of the Road 1 0+035 Vinayaka temple Periyarnagar RHS 6.7 2 0+170 Vinayaka temple Periyarnagar RHS 1.4 79

Distance from Sl. No. Chainage Receptor Village Side Edge of the road (m) 3 0+233 Vinayagar Koil Periyarnagar RHS 6 4 0+510 Muthumariamman temple Rajeev Gandhi nagar LHS 2.5 5 0+565 Holy apostolic church KSP Nagar LHS 4 6 0+810 Shiva temple Thiruvallurnagar LHS 6 7 1+270 Vinayagar Koil Vishnu nagar RHS 56 8 1+532 Shiva temple Thenambakkam RHS 18 9 1+540 Shiva temple Thenambakkam RHS 16 10 3+010 Amman temple Chinnaiyankulam RHS 6 11 3+055 Vinayaka temple Chinnaiyankulam RHS 4 12 3+150 Vinayaka temple Annanagar LHS 11 13 3+155 Karthikeyan temple Annanagar LHS 8 14 4+645 Vinayagar Koil Orikkai LHS 0 15 5+350 Temple Indira nagar RHS 21 16 5+714 Amman temple Indira nagar LHS 3 17 5+843 Mariamman temple Sevilimedu RHS 3 18 6+266 Masjid Sevilimedu RHS 28

V. ANALYSIS OF ALTERNATIVES

184. 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

185. The ‘with project’ scenario includes the widening of road section to two lane carriageway with paved shoulders configurations of the existing road section of Chengalpattu – Kanchipuram section of SH-58 and Military Road (Kanchipuram bypass) 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.

186. 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

187. 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.

188. 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.

189. 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 30. 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 81 project therefore will be definitely advantageous to achieve the holistic development of the economy and progress of the State.

Table 30: 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 increase in dust due to earth work during construction at micro-level. • All industrial corridor access reliability. • Removal of vegetative cover • Plantation of • Aged trees will removed with due period along the road due to loss of trees. trees as part of • Impacts of flora and fauna. compensatory • Diversion of area of revenue land. afforestation • 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 on soil and vegetation and loss of vegetation cover. along the road. Socio-economic Aspects 83

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 accident rate. road is a lifeline of industrial area of the district. • Overall economy of the State will be • Will reduce accident rate. 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 Chengalpattu accidents in congested areas. and Kanchipuram in Tamil Nadu State.

190. Based on analysis of “with” and “without” project scenario presented in Table 30, “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

191. The alternative alignment analysis is generally done for the bypass selected for the existing road to decongest the city area and to save the time of transit. The smooth flow of traffic reduces the pollution to the surroundings. The proposed bypasses are given in Table 31 below.

Table 31: Proposed Bypasses in the Project Roads Existing Existing Length of Sl. Bypasses Chainage Chainage Bypass Remarks No. (Start) (End) (km) Walajabad Proposed 1 km 49+114 km 52+410 6.846 Bypass (RHS) Bypass

i. Kanchipuram Bypass

192. Alternative studies for existing Kanchipuram Bypass (Military road connecting SH-58 and SH-116) is given in following sections.

193. The consultant had carried out alternative studies for each bypass to understand and proposed the most economical with less environmental risks alternative option for the proposed bypass. The alignment for the proposed bypass of Kanchipuram Town (Military Road) is following existing road as presented in Figure 16 below.

194. The proposed bypass alignment for Kanchipuram is following the existing alignment of Military road of length about 6.234km from existing km 2+900 of SH-116 to km 63+452 of SH-58. The alignment has been selected on the basis of that it is following existing alignment with available RoW. Hence, the alignment is more feasible on social, environment and engineering aspects in comparison to two alternate alignment options which are passing through dense built- up areas.

ii. Walajabad Bypass

195. The existing road section of SH-58 is passing through Walajabad town which has become very congested and existing Right of Way (EROW) is limited to 10m. Divertible traffic is estimated as 2544. Widening of the road requires proposed Right of Way (PROW) of 23m minimum for construction of restricted 4-lane. The widening of the existing road has major social impacts affecting 617 structures. Hence, proposal of Walajabad bypass is justified. Alternate alignment options for the proposed bypass are shown in Figure 17.

196. The alternative analysis of the proposed bypass done considering the features of the alignment which are depicted in Table 32. 85

197. Comparison of the three alternatives shows that alternative 2 is the best and feasible options having shortest route of 6.846km length and land acquisition of 28.8894 ha. There is no acquisition of structures. This provides the direct connectivity to Vandalur - Walajabad Road (SH- 48) to Vengudi, a preferable shorter route Puliyambakkam to Vengudi.

Figure 16: Alternative Alignment option of Kanchipuram Bypass (Military Road)

Table 32: Alternative Analysis of Walajabad Bypass Sl. Feature/Description Existing Alignment: Option-1 Alternative Alignment: Option Alternative Alignment No. - 2 Option – 3 Existing Road (A-B) (A-E-D-C) (F-G-H-B) 3.70km 7.00km 7.80km 1. Road Length (km) (km 49.100 to km 52.300) (km 49.100 to km 52.300) (km47.700 to km 52.000) 2. Existing ROW 10.00 - - 3. Proposed ROW 30.00 40 40 Geometrics / Horizontal Curve 4. (i) Number of curves 18 4 4 (ii) Radius (m) 9 (R=100); 9 (R>360) 4 (R>360) 2 (R=90); 2(R>360) Divertible Traffic (Car, Bus, 4819 Nos. (71.64%); 9027 5. 6727 Nos. 4819 Nos. (71.64%); 9027 PCU Truck) PCU 6. Cross Drainage (i) Major (no. & length) - - 2 (1-950m; 1-850m)

(ii) Minor (no. & length) - 2 (1-20; 1-40) -

(iii) Culverts (nos.) 5 26 23 (iv) ROB/RUB - 2 - 7. Major Junction Improvements 3 3 3 8. Environmental Issues (i) Affected Water Bodies, - - - ponds

(ii) Forest Land - - - 9. Social Issues (i) Habitations/Built-up 2 (Walajabad&Vengudi) - 2 (Avalur) (ii) Land Requirements 32.00 8.00 28.00 (ha.) Yes Stakeholders/Public The public were in the opinion of 10. Yes - Consultation a bypass to the existing Walajabad town.

Sl. Feature/Description Existing Alignment: Option-1 Alternative Alignment: Option Alternative Alignment No. - 2 Option – 3 Existing Road (A-B) (A-E-D-C) (F-G-H-B) 11. Justification for the Improvement through the built-up The consultant conducted public The consultant conducted proposed bypass area of Walajabad town will lead to stakeholder/consultation meeting public consultation meeting in the following: in the presence of public and local the presence of public and local i. Displacement of market area representatives: representatives: of a length of about 3.50km will i. About 72% traffic of total i. Second maximum lead to (CBT) is bypassable. land requirement of 32 public agitation; ii. Public appreciated the ha.; ii. Affect the livelihood of locals; proposal of bypass for ii. Involve construction of two iii. Acquisition of structures i.e. Walajabad town; major bridges which will shops, houses of 2/3/4 storey iii. The proposal will decongest impact substantial cost to buildings will affect the cost of the town; the project; the project; iv. It will improve road safety in iii. Involve two sub standard the area; iv. Movement of heavy vehicles curves. v. Improve economic and social even after improvement of conditions of the area; existing road will enhance air & vi. Avoid cutting of affected noise pollution; trees; vii. Avoid rehabilitation of affected stakeholders; viii. Reduce air and noise pollution; ix. Minimum land acquisition (28.8894 ha.) x. Involves construction of two minor bridges only 12. Recommendations - Recommended Option -

Figure 17: Alternative Alignment options of Walajabad Bypass

C. Design Decision Constraints For Various Alternatives

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

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

D. Alignment Modifications due to Environmental Considerations

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

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

E. Engineering/Technological Alternatives

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

VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A. Introduction

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

202. 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.

203. 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.

204. 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.

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

a. The right of way of project road section is taken as 16m for urban areas, 23m for rural areas, and 30m for bypass stretches. 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.

206. 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.

207. 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; 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..

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

Table 33: Sensitivity of VECs in the Project Area Sensitivity VEC Remarks Level Physical environment Air quality Medium The overall the air quality in the project area is average and within national permissible levels for the monitored parameters. However, the monitored values exceeds the World Bank group standards for ambient air quality. GHG emissions Medium Firewood burning is the major contributor in the ambient pollution load. Vehicular pollution is a secondary source of pollution in the state as the traffic density is average. Surface water quality Medium Overall, the surface water quality in the project area is good, permissible levels are not exceeded for the monitored parameters. Natural river streams, many village ponds and lake, Irrigation Canal are main water bodies in CoI of the project. Surface water Low The state has good water resources in the form of quantity lakes, ponds, rivers and streams. The project area has sources of water potential both ground as well as surface water. Ground water quality Low Overall, the ground water quality in the project area is good, permissible levels are not exceeded for the monitored parameters. Ground water Low Since the project area has good surface water quantity resources the project will have sufficient sources of water for construction and groundwater abstraction will be negligible if needed at all. The major ground water resources along the project road are overhead tanks, water tank with tap and ponds. The quality of ground water in project area is within the permissible limits. Land degradation Low There is no forest along the project road section, land and pollution use mainly agriculture and built-up. Land degradation and pollution is low. Biological environment Trees, terrestrial and Low The project road does not passes through core /buffer aquatic vegetation zone of any notified protected areas..

Fauna (mammals, Low There are no vulnerable/ endangered or rare species birds, fishes, reptiles, fauna around the project site. amphibians) Ecologically Low The project is not located in core/ buffer zone of important areas ecologically sensitive areas. Social environment

Sensitivity VEC Remarks Level Private land and Medium The proposed project road will involve the acquisition buildings of 28.8894 ha land for widening of project road. The Impact of Private structures totally 1371 nos, out of 328 residential, 237 commercial 43 residential cum commercial, 763 others type of buildings Public property/ Medium The ROW is available for widening or even minimum infrastructure/ utility improvement of road geometry, except at few structures locations. Impact on utility structures is expected due to shifting from current location. Noise Medium Existing noise levels are higher than the permissible limits for residential area in both daytime and night time. Vibration Low The structures are located away from CoI. Since road is existing one the vibration impacts are not expected to be high. Occupational health Medium Road construction and increased traffic will lead to and safety occupational health and safety risks.

Public health and Medium Influx of workers during construction and the safety construction activities may pose risks to communities along the project road and ancillary sites. The expected increase in traffic during operation stage potentially leads to an increase in unsafe situations. Physical cultural Low There are no adverse impacts anticipated on 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.

209. Based on the rating of duration, area and severity of impact as described above the overall significance of each impact as major, moderate or minor was determined as demonstrated in Table 34 below.

Table 34: Criteria for Rating the Significance of Impacts Significance Sensitivity Duration Area Severity Minor Medium or Low Short lived or Limited or local Low temporary or regional Low Permanent Limited low Moderate High or Medium Temporary Limited or local Medium or regional Medium permanent Limited Medium Major High Permanent or Limited or local High temporary or regional High or Medium Permanent Local or Medium regional

B. Screening of Impacts

210. Based on the rating criteria provided in Table 34, environmental impacts anticipated during the project design and pre-construction stage, construction stage and operation stage were screened for their level of significance as demonstrated in Table 35 below. The screening was carried out for impacts that are expected without mitigation. Hence, it guided the identification of impacts that need mitigation and pointing out significant/major negative impacts that need to be prioritized for mitigation.

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

Table 35: Screening of Environmental Impacts VEC/Sensitivity Impact/Activity Stage Duration Area Severity Significance 1. Physical environment 1.1 Air quality No impact due to design D N N N N (Medium sensitivity) Vegetation clearing and removal of trees quarrying, material transport and storage, C -ve temporary -ve limited -ve medium -ve moderate drilling, pavement works, use of construction equipment Emissions from increased road traffic O -ve permanent -ve limited -ve low -ve minor 1.2 GHG emissions GHG Emissions D, C, O N N N N (Medium sensitivity) 1.3 Surface water quality Disruptions to the natural hydrology D -ve temporary -ve limited -ve medium -ve moderate (Medium sensitivity) Construction near sensitive areas, culvert and bridge construction, use of construction C -ve temporary -ve limited -ve medium -ve moderate equipment, pavement works, Labour camp activities No anticipated impacts O N N N N 1.4 Surface water 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 quality No anticipated impacts D N N N N (Low sensitivity) Groundwater pollution due to labour camp C -ve temporary -ve local -ve low -ve minor activities No anticipated impacts O N N N N 1.6 Ground water quantity None D N N N N (Low sensitivity) Construction water requirement (avg.400 KLD and peak 600 KLD plus 30 KLD for C -ve temporary -ve local -ve medium -ve moderate workers) on road passing through over exploited and semi-critical blocks No anticipated impacts O N N N N

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

Planting of trees O +ve permanent +ve local +ve medium +ve 2.2 Terrestrial fauna Accident of wild mammals/birds/insects D -ve permanent -ve limited -ve medium -ve minor (mammals, birds, insects) -ve moderate (Low sensitivity) Use of construction materials, labour camp C -ve temporary -ve limited -ve medium reduced human-animal conflict due to road O +ve permanent +ve local +ve medium +ve safety features adopted 2.3 Migratory birds and Loss of vegetative cover D -ve permanent -ve limited -ve medium -ve moderate Ecologically important Labour camps, dust and pollution C -ve temporary -ve limited -ve medium -ve moderate areas (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 buildings D -ve permanent -ve local -ve medium -ve moderate 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)

VEC/Sensitivity Impact/Activity Stage Duration Area Severity Significance Quarrying, material transport and storage, drilling, cutting, pavement works, culvert C -ve temporary -ve limited -ve medium -ve moderate and bridge construction 3.4 Vibration None D N N N N (Low sensitivity) Construction machinery C -ve temporary -ve local -ve medium -ve moderate No anticipated impacts O N N N N 3.5 Occupational health No anticipated impacts D N N N N 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

C. Typical Potential Adverse Impacts

212. 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

213. The project aims to improve a section of 39.786 km of the existing state highway no. 58 from Chengalpattu to Kanchipuram. 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.

Construction stage – moderate negative impact

214. 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 slope; (v) cleaning of the road; (vi) material loading; (vii) unloading; and (viii) increased traffic congestion in construction areas. The impact is expected to be localized, temporary and confined to construction areas. Care should, however, be taken at sensitive habitation locations so that harmful impacts can be minimized. The adverse impacts on air quality during construction stage were classified and presented in Table 36. There are two types of pollution i.e. dust pollution and pollution from harmful gases. A total of 1,326 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

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Table 36: Impact on Air Quality During Construction Stage S. No. Impact Source 1. Generation of dust • Excavation activities • Transportation and tipping of excavated material - while the former will occur over the entire stretch between the cutting location and disposal site, the latter is more location specific and more intense; • Transportation of raw materials from quarries and borrow and disposal sites; • Stone crushing, handling and storage of aggregates in asphalt plants; • Site leveling, clearing of trees, laying of asphalt, construction of bridges; • Concrete batching plants; • Asphalt mix plants – due to the mixing of aggregates with bitumen; and • Construction of structures and allied activities 2. Generation of harmful • Hot mix plants; emissions including • Toxic gases released through the heating process SO2, during bitumen production; and NOx and HC • Inadequate vehicle maintenance and the use of adulterated fuel in vehicles.

215. Mitigation Measures: The project road section mainly passes through agriculture areas and presently air/dust pollution is not a major issue. In order to suppress any negative impact from the generation of dust during construction there will be regular watering of the road surfaces and exposed spoils or the application of emulsion coats near villages, where dust is a nuisance. Provisions will be incorporated into the contractor’s contract to require the use of dust suppression measures.

216. 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

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

217. 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

218. 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.

219. 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:

220. Traffic Volume: The fleet wise traffic volumes for the present study have been taken from the detailed feasibility report of the project. The annual average daily traffic (AADT) data is available for the proposed road through traffic survey. AERMOD model needs hourly average traffic volume. The total traffic hour volume is further categorized in to two wheeler, four wheeler, Light commercial vehicles (LCVs), Bus and high commercial vehicles (HCVs), based on the traffic survey at different road stretched along the highway. The annual average daily motorized traffic data are given in Table 37 with projected future traffic growth.

Table 37: Annual Average Daily Motorized Traffic Data Year 4W LCV Truck Bus 3W 2W 2020 5542 1080 2741 1328 244 6484 2025 8844 1321 3449 1889 299 9179 2030 13175 1576 4216 2551 357 12399 2035 18652 1836 5032 3350 416 15975

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

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Table 38: Emission Factors for Different Types of Vehicle (ARAI, 2007) Emission factors, g/km (ARAI, 2007) 2W 3W 4W LCV Bus Truck CO 1.04 1.25 1.28 1.56 8.03 6 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

222. 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 39.

Table 39: Meteorological Parameters Used for Modelling Temperature Humidity WD Wind Speed Pressure Precip. Hour Cl (oC) (%) (o) (kmph) (Pa) (mm) 1:00 32.5 59 SW 7 29.8 0 0 2:00 32.8 55 SW 6 29.83 0 0 3:00 31.4 54 WSW 5 29.83 0 0 4:00 33.6 58 WSW 8 29.86 0 0 5:00 32.5 52 SW 5 29.86 0 0 6:00 31.8 51 SW 7 29.83 0 0 7:00 34.5 59 SW 7 29.77 0 0 8:00 31.2 65 SW 6 29.74 0 0 9:00 30.5 68 SW 5 29.74 0 0 10:00 30.8 64 WSW 8 29.74 0 0 11:00 29.8 72 WSW 4 29.77 0 0 12:00 26.4 75 SW 3 29.77 0 0 13:00 29.1 79 SW 5 29.8 0 0 14:00 28.4 71 SW 7 29.83 0 0 15:00 28.6 66 SW 8 29.86 0 0 16:00 28.6 79 SW 5 29.86 0 0 17:00 27.1 86 SW 0 29.86 0 0 18:00 26.4 88 SW 1 29.83 0 0 19:00 26.8 95 SW 4 29.8 0 0 20:00 26.1 79 WSW 2 29.77 0 0 21:00 27.4 86 WSW 3 29.77 0 0 22:00 27.8 85 WSW 3 29.77 0 0 23:00 30 89 SW 4 29.8 0 0 24:00 31.8 64 SW 6 29.8 0 0

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

224. Background Concentration: The background pollutant concentrations were taken from environmental monitoring data. Air quality monitoring was carried out in the month of November 2019 at two locations along the alignment on two alternate days in a week. The background pollutant concentrations that were taken for model predictions are listed in Table 40.

Table 40: Average Background Concentration of Pollutants along the Project Road Pollutant Average Background concentration CO 0 mg/m3 3 PM2.5 31.3 µg/m

PM10 77.85 µg/m3 NOx 25.2 µg/m3 3 SO2 10.75 µg/m

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

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Table 41: CO Predicted Concentrations (µg/m3) along the Proposed Road CO Concentration (µg/m3)

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

-200 -100 -50 -20 -10 -5 5 10 20 50 100 200

2020 14.7 22.6 32.7 46.3 79.3 118.5 74.1 57.6 37.2 12.5 7.0 8.6

2025 92.3 147.9 214.0 302.4 518.5 774.5 466.4 362.4 234.3 78.9 44.3 54.3

2030 184.5 297.5 430.2 608.0 1042.7 1557.5 932.8 724.7 468.6 157.7 88.7 108.6

2035 293.1 471.3 681.6 963.2 1651.9 2467.4 1481.9 1151.4 744.5 250.6 140.9 172.6

Table 42: PM2.5 Predicted Concentrations (µg/m3) along the Proposed Road PM2.5 Concentration (µg/m3)

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

-200 -100 -50 -20 -10 -5 5 10 20 50 100 200

2020 28.03 28.14 28.28 28.59 29.07 29.65 28.36 28.23 28.09 27.92 27.87 27.88

2025 28.95 29.58 30.33 32.08 34.72 37.97 30.63 29.98 29.22 28.34 28.11 28.12

2030 29.98 31.20 32.60 35.94 40.98 47.20 33.15 31.92 30.50 28.80 28.38 28.39

2035 31.15 32.99 35.21 40.39 48.16 57.78 35.98 34.08 31.89 29.32 28.67 28.69

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Table 43: PM10 Predicted Concentrations (µg/m3) along the Proposed Road PM10 Concentration (µg/m3)

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

-200 -100 -50 -20 -10 -5 5 10 20 50 100 200 2020 69.41 69.52 69.65 69.97 70.45 71.03 69.73 69.61 69.47 69.30 69.25 69.26 2025 70.33 70.96 71.71 73.45 76.10 79.35 72.00 71.36 70.60 69.72 69.49 69.50 2030 71.35 72.54 73.98 77.32 82.35 88.57 74.53 73.29 71.86 70.18 69.75 69.77 2035 72.52 74.37 76.59 81.76 89.54 99.16 77.34 75.46 73.26 70.70 70.05 70.06

Table 44: NOx Predicted Concentrations (µg/m3) along the Proposed Road NOx Concentration (µg/m3) Distance from the centre line of the road, m. (Right Year Distance from the centre line of the road, m. (Left side) side) -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 2020 24.1 25.0 26.2 28.8 32.8 37.7 26.6 25.6 24.5 23.2 22.8 22.9 2025 32.9 38.8 45.8 62.2 86.9 117.4 48.2 42.3 35.3 27.2 25.1 25.2 2030 43.1 54.6 68.4 100.6 148.9 208.9 73.2 61.4 47.8 31.8 27.7 27.8 2035 54.6 72.5 94.0 144.1 219.5 312.8 101.5 83.2 61.9 37.0 30.6 30.8

Table 45: SO2 Predicted Concentrations (µg/m3) along the Proposed Road * SO2 Concentration (µg/m3)

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

-200 -100 -50 -20 -10 -5 5 10 20 50 100 200

2020 10.1 10.4 10.7 11.6 12.8 14.3 10.9 10.6 10.2 9.8 9.7 9.7

2035 10.8 11.5 12.3 14.2 17.1 20.6 12.6 11.9 11.1 10.1 9.9 9.9 *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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226. Green House Gases Emissions: Upgrading and strengthening the surface condition of existing SH-58 Part 1 road under project will bring about a change in vehicle operation speeds, traffic composition on the highway. Such changes with respect to present conditions will have an impact on emission levels of the gases emitted by vehicles travelling along the section of SH-58 Part 1 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.

227. 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.

228. The TEEMP model for rural/urban roads was used for the analysis with using default parameters for base fuel consumption, emission factor and upstream emission percentage. Occupancy-loading, average trip lengths of each type of vehicle, vehicle type growth and roughness factors (before and after improvements) were fed to the model based on the details of traffic and economic analysis for the two sections of SH-58 Part 1 road. The model was run separately for the road sections. The traffic data used in the model is given in Table 37.

229. Model output includes CO2 emissions at Business as Usual (BAU) or without project; with project (i.e. with improvements) and with induced traffic; and with project and without induced traffic. The details of CO2 emission at BAU, Project with and without induced traffic are given below:

Table 46: CO2 Emission at BAU, Project With and Without Induced Traffic Parameters Emission of CO2 in Tons/km/year BAU 1268.87 Project with induced traffic 1248.52 Project without induced traffic 1248.52 Net reduction in CO2 emission 20.34

230. As indicated in the model output summarized in Table 46, the proposed improvement to existing highway pavements will bring a reduction in CO2 emission even with a growth of traffic. However, this analysis is based on the assumption that the roughness of improved highway pavement surface will be maintained during the project life. Therefore, it is important that the road maintenance program is maintained throughout the project life. The total length of SH-58 (Part 1) to be improved is 39.786 km. Based on the net change in CO2 emissions or CO2 savings of the sections is 20.34 Tons/km/year, and thus the proposed investment program of SH-58 Part 1 as will save emissions of 809.24 Tons CO2/year.

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231. Mitigation Measures: It has been observed from the model output (AERMOD) that when the traffic volume increases, the concentration of air pollutants also increases correspondingly. However, the maximum predicted pollutant concentrations of PM2.5, PM10, SO2, CO over the existing ambient air quality are found to be within the National Ambient Air Quality Standards of CPCB except for NOx up to year 2035. The predicted values higher than the IFC EHS guideline limits for all the parameters monitored. Since the project will induce traffic on project road it is not expected to cause significant increases in existing concentrations of pollutants. The pollution is 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.

232. Residual Impact: The AERMOD model results for project is projected to have negative impact on the air quality due to increase in traffic on road. Most baseline parameters are higher than CPCB limits and IFC EHS limits. TEEMP predicts that due to road width improvement, vehicles will stay less on the road and emit less pollutants. Therefore, the project is assessed to have minor residual indirect impact on the air quality. 2. Surface water quality and quantity

Design and pre-construction stage – moderate negative impact

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

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

234. Impact: Given the presence of stream, 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.

235. Mitigation Measures: The natural courses of rivers/streams will be maintained. Appropriate temporary diversions of streams will be made and brought back to their natural course as soon works are completed in that section. Regarding design, the following should be followed:

• drainage structures are properly designed to accommodate forecast discharges; • side drain waters must be discharged at every available stream crossing to minimize volume and prevent erosion at discharge point; • provide lined drainage structures; • where an increased discharge of surface water endangers the stability of the water outlet, erosion protection measures such as bioengineering measures, ripraps, and check dams are incorporated; and • in areas with high water tables, seepage may occur, and side drains and up-slope catch drains must always be lined to avoid percolation.

236. 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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237. 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.

238. The likely impacts of surface water movements are changes in the natural drainage systems, downstream scour, and erosion due to constriction in flows. If suspended solid concentrations in the water are affected, this could also affect aquatic river ecology. However, these impacts are expected to be minor as there are no perennial rivers along the proposed road alignment and construction will take place during dry period.

239. 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.

240. 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.

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241. 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

242. 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

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

Construction stage – minor negative impact

244. 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.

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

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

247. 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

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

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Design and pre-construction stage – minor negative impact

249. 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.

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

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

252. 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.

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

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

254. Adequate earth material is available from barren land in the vicinity. About 10,17,500 cum of borrow earth, 7,80,000 cum aggregates is estimated to be required for the constructional activities of road section and will be mostly sourced from licensed quarries available locally. Tentatively it is proposed that the aggregates and boulders will be sources from previously approved quarry area located near to the project road. Earth cut materials will be maximized for reuse in backfilling on the same rural road to minimize the quantities of borrow materials and spoil disposal. Borrow earth material will still be required but this will be taken from quarries or riverbeds after prior permission from competent authority.

255. 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

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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.); • 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.

256. 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

257. 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.

258. During the improvement works for the road section, the cutting of trees, stone quarrying, and construction of structures, the micro-level topography may change. With proper planning, these topographical impacts can be kept within acceptable limits and sometimes even used to enhance local aesthetics. Any negative impacts on topography (existing or new), particularly soil erosion due to a lack of drainage facilities, will be minimized with the provision of proper drainage facilities such as culverts etc. The overall impact on topography is, therefore, anticipated to be insignificant.

259. 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.

260. 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

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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.

261. 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.

262. 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.

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

264. 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.

265. 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.

266. Mitigation measures for quarries are:

• aggregates will be first sourced from licensed quarry sites (which are in operation) that comply with environmental and other applicable regulations; • quarries must use controlled and environmentally friendly quarrying techniques in order to minimize erosions and landslides (Appendix 12 provides guidelines for quarry management); • occupational safety procedures/practices for the work force will be adhered to in all quarries; • quarry and crushing units will be provided with adequate dust suppression measures; and • regular monitoring of the quarries by concerned authorities to ensure compliance with environmental management and monitoring measures.

267. Mitigation measures for borrow areas are:

• prior approval if necessary will be obtained from concerned authorities and all local environmental regulations be complied with; • within all identified borrow areas, the actual extent of area to be excavated will be demarcated with signs and access to the operational area controlled;

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• borrow pit plant and machinery will conform to CPCB and IFC EHS noise emission regulations; • protective gear will be provided to the workforce exposed to noise levels beyond threshold limits and there should be proper rotation of such personnel; • all operation areas will be water sprinkled to control dust levels to national ambient air quality standards; and • borrow areas are provided with gentle side slope that are connected to the nearest drainage channel to avoid the formation of cesspools during the rainy season.

268. Other mitigation measures to be taken during the construction phase are:

• Any temporary lands required for labour camps or any other sites required for the project shall be transferred back to the owner after the land has been restored to its original state before the completion of construction works. Contractor has to collect baseline data on the quality of ambient air, ambient noise, soil, surface water and groundwater before establishing and after decommissioning the camps or sites. • excavated material shall be stockpiled and covered in such a way the soil will not erode away and should be used to widen the road or disposed of at proper disposal sites following spoil disposal management guidelines (Appendix 10). • Removal of bituminous wastes from existing roads should not be disposed of in nearby water bodies, open spaces and parks and wastes should not be left unmanaged on the road sides. Bituminous material should be examined for PAH to establish if it can be recycled reused for road construction. If not, the bitumen shall be treated as hazardous waste and disposed of in pre-identified and approved disposal sites”. • Any construction and demolition waste generated during the construction phase should be managed in accordance with the C&D Waste Management Rules, 2016. As far as possible, demolition and construction waste should be segregated and recycled. The unserviceable waste left after recycling should be dumped in pre- identified and approved pits as per Construction & Demolition Waste Management Rules. All required permissions shall be obtained from the concerned authorities before disposal of the debris”. • cut slopes should be re-vegetated immediately after widening activities. • cut material should be disposed of in suitable depressions.

269. 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.

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

• Plant Management – Appendix 8; • Camp Site Management – Appendix 9; • Debris and Spoil Disposal Management – Appendix 10;

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• Borrow Area Management – Appendix 11; and • Quarry Area Management – Appendix 12.

271. 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

272. 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

273. 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.

274. 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 13270 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 (in consultation with forest department people) at the rate of 1:10 (13270) for trees cut and improving vegetation cover in the project area.

275. 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

276. 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.

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277. 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.

278. 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.

279. 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. • 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.

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

Operation stage – positive impact

281. 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

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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

282. 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.

283. 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.

284. 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

285. 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.

286. 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.

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

• If any wild animal (except birds) come within the vicinity of 100m from the construction site, construction works must immediately stop and resume only after the wild animals have moved away. • Employment agreements should specify heavy penalties for illegal hunting, fishing, trapping and wildlife trading (as per Wildlife Act 1972) – all other ancillary works should also agree not to participate in such activities.

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• Strict anti-poaching surveillance measures will be implemented, especially during project construction phase. • Use only existing licensed quarries for sourcing aggregates. Further, any newly- established quarries – whether inside or outside of rivers and streams – have potential to clear Natural Habitat. These risks can be simply and effectively avoided by sourcing of all aggregates only from existing licensed quarries outside of rivers and streams. • Avoid borrow pits in areas of Natural Habitat (Water reservoir/Stream) and within 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.

288. 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

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

F. Impacts on Social Environment

290. 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 29. These structures are projected to be unaffected by the proposed improvement proposal. Short term impacts during the construction stage are expected. Measures such as timely scheduling of construction activities in these areas, provision of sign boards, appropriate barriers such as planting trees and / or raised boundary walls are adopted to minimize impacts.

1. Private land and buildings

Design and pre-construction stage – moderate negative impact

291. Impact: There will be moderate impacts due to acquisition of 28.8894 ha land acquisition as the proposed widening will be accommodated within existing ROW.

292. Resettlement plan for the project road has been prepared for Impact of Private structures totally 1371 nos, out of 328 residential, 237 commercial 43 residential cum commercial, 763 others type of buildings The major builtup locations along the project road are Chengalpattu, Thimmavaram, Athur, Devanur, Palur, Puliyambakkam, Walajabad, Thangi, Ayyampettai and Kanchipuram.

293. 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.

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294. 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

295. 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.

296. 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.

297. 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

298. 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

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

300. 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.

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

Construction stage – minor negative impact

302. 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

303. Mitigation Measures: Contractor will prepare and implement traffic management plan. Key hazard points will have proper signs indicating the nature of the problem envisaged. Road

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closures/diversions must comply with the guidelines laid out in IRC SP: 55-2014: Guidelines on Traffic Management in work zones. Contractor will ensure that information on the timing of construction works and notifications of road closure (if any) is provided via the local media (radio, TV, newspaper etc.) or through the local community heads.

304. 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

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

3. Noise and disturbance

Design and pre-construction stage – moderate negative impact

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

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

Table 47: Construction Noise/Distance Relationship Distance from Construction Site (m) Range of typical Noise Level dB(A) 8 82-102 15 75-95 30 69-89 61 63-83 91 59-79 122 57-77 152 55-75 305 49-69 Source: Department of Transportation, State of Wisconsin (USA)

308. Noise and vibration from piling (if used at bridge locations) will be unavoidable, but the impact will only be temporary and affect people living or working near piling locations, if involved at location of bridge constructions. The impact and sources of noise are summarized in Table 48.

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Table 48: Likely Impact on Noise Quality in the Vicinity of Project Area Impact Source Increased noise levels • Mobilization of heavy construction machinery; causing discomfort to • Accelerations/ decelerations/ gear changes – though the local residents, workers extent of impact will depend on the level of congestion and smoothness of the road surface; and local fauna • Excavation work for foundations and grading; • Construction of structures and other facilities; • Crushing plants, asphalt production plants; and loading, transportation and unloading of construction materials.

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

Table 49: Typical Noise Levels of Principal Construction Equipment (Noise Level in dB (A) at 50 Feet) Clearing Structure Construction Bulldozer 80 Crane 75-77 Front end loader 72-84 Welding generator 71-82 Jack hammer 81-98 Concrete mixer 74-88 Crane with ball 75-87 Concrete pump 81-84 Concrete vibrator 76 Excavation and Earth Moving Air compressor 74-87 Bulldozer 80 Pneumatic tools 81-98 Backhoe 72-93 Bulldozer 80 Front end loader 72-84 Cement and dump trucks 83-94 Dump truck 83-94 Front end loader 72-84 Jack hammer 81-98 Dump truck 83-94 Scraper 80-93 Paver 86-88 Grading and Compaction Landscaping and clean-up Grader 80-93 Bulldozer 80 Roller 73-75 Backhoe 72-93 Truck 83-94 Paving Front and end loader 72-84 Paver 86-88 Dump truck 83-94 Truck 83-94 Paver 86-88 Tamper 74-77 Dump truck 83-94 Source: U.S. Environmental Protection Agency, noise from Construction Equipment and Operations. Building Equipment and Home Appliance. NJID. 300.1.December 31, 1971

310. Mitigation Measures: By using noise reduction equipment, the hindrance from construction equipment can be minimized. By planning noise generating activities during daytime only hindrance to local residents can be minimized. At sensitive locations such as schools, colleges and hospitals along the project road noise barrier shall need to be provided.

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311. 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.

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

Construction stage – moderate negative impact

313. 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.

314. 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 72 sensitive receptors identified within 50m from the centre line along the proposed project road as given in Table below. The noise (existing noise and construction noise) levels during construction is predicted higher than the National Ambient Noise Standards (CPCB limits) and IFC EHS standards as ambient noise level exceeds the limits. As a best construction practices necessary mitigation measures are proposed during each phase of construction activity.

Table 50: Details of Sensitive Receptors along the Project Road Distance Sl. No. Chainage Receptor Village Side from Edge of the road (m) Educational Institutes St Pauls Matriculation 1 32+550 Thimmavaram LHS school 7 2 34+040 Primary school Athur LHS 36 3 34+150 Primary school Athur LHS 4 4 34+970 Polytechnic school Athur LHS 1 5 44+520 Government middle school Palayaseevaram RHS 14 Lord venkateshvara CBSE 6 46+800 Puliyambakkam LHS School 21 Lord venkateshvara 7 46+950 Puliyambakkam LHS engineering college 39 PCI, Nursery & primary 8 57+115 Thimmarajappettai LHS school 13 9 57+850 CSI Pri school Thimmarajappettai LHS 11 START (women Tailoring 10 60+155 Ayyampettai LHS institute ) 14 11 60+675 School Ayyampettai LHS 3 Aranjir Anna high sec 12 60+685 Ayyampettai RHS school 5 Ramachandran middle 13 60+695 Ayyampettai RHS school 9 14 61+120 Primary school Muthiyyalpettai LHS 4

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Distance Sl. No. Chainage Receptor Village Side from Edge of the road (m) 15 62+300 High secondary school Kannigapuram LHS 9 Mahatma Gandhi nursery 16 62+980 Nasarathpettai RHS &pri school 11 Religious Receptors 1 30+360 Ganesha temple Thimmavaram RHS 2 2 30+670 Karumariamman temple Thimmavaram LHS 1 Ganesha + Navagraha 3 30+755 Thimmavaram LHS temple 4 4 33+800 Church Athur RHS 6 5 33+940 Church Athur RHS 6 6 34+350 Mosque Athur RHS 2 7 34+450 Ellaiamman temple Athur LHS 6 8 35+520 Amman temple Kannapasnagar RHS 7 9 37+950 Vinayaka +navagrahakoil Devanur RHS 5 Aththangarai amman 10 45+080 Palayaseevaram LHS temple 0 11 47+600 Mosque Puliyambakkam LHS 2 12 55+870 Amman temple Vengudi LHS 6 13 55+950 Vinayaka temple Vengudi LHS 6 14 56+580 Church Kilottivokkam RHS 2 15 57+150 Church Thimmarajappettai RHS 7 16 57+175 Vishnu koil Thimmarajappettai RHS 3 17 57+450 Shiva koil Thimmarajappettai RHS 0 18 57+465 Vinayagar Koil Thimmarajappettai LHS 4 19 57+780 Vinayagar Koil Thimmarajappettai LHS 5 20 57+830 Amman koil + mandapam Thimmarajappettai RHS 2 21 58+030 Vinayagar Koil Thimmarajappettai LHS 5 22 59+280 Vinayagar Koil Ekanampettai LHS 2 23 59+640 Vinayagar Koil Karkkupettai LHS 6 24 59+850 Vinayagar Koil Dharamarajampettai LHS 6 25 60+350 Mugambakkaiammankoil Ayyampettai LHS 1 26 60+520 Ramalingam temple Ayyampettai LHS 4 27 60+675 Vinayagar Koil Ayyampettai RHS 3 28 60+779 Amman temple Ayyampettai RHS 3 29 61+220 Perumalkoil Muthiyyalpettai RHS 6 30 61+230 Mutthunanadswamy temple Muthiyyalpettai LHS 7 31 61+600 Vinayagar Koil Kannigapuram RHS 7 32 62+545 Nagadevatakoil Nathapettai RHS 3

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Distance Sl. No. Chainage Receptor Village Side from Edge of the road (m) 33 62+640 Nagathammankoil Nasarathpettai RHS 4 34 62+950 Vinayagar Koil Nasarathpettai LHS 7 35 62+960 Amman koil Nasarathpettai LHS 0 Health Centres 1 35+020 Primary health care centre Athur LHS 1 2 60+150 Veterinary hospital Ayyampettai LHS 9 3 61+250 Hospital Muthiyyalpettai LHS 16 Military Road Distance Sl. No. Chainage Receptor Village Side from Edge of the Road 1 0+035 Vinayaka temple Periyarnagar RHS 6.7 2 0+170 Vinayaka temple Periyarnagar RHS 1.4 3 0+233 Vinayagar Koil Periyarnagar RHS 6 4 0+510 Muthumariamman temple Rajeev Gandhi nagar LHS 2.5 5 0+565 Holy apostolic church KSP Nagar LHS 4 6 0+810 Shiva temple Thiruvallurnagar LHS 6 7 1+270 Vinayagar Koil Vishnu nagar RHS 56 8 1+532 Shiva temple Thenambakkam RHS 18 9 1+540 Shiva temple Thenambakkam RHS 16 10 3+010 Amman temple Chinnaiyankulam RHS 6 11 3+055 Vinayaka temple Chinnaiyankulam RHS 4 12 3+150 Vinayaka temple Annanagar LHS 11 13 3+155 Karthikeyan temple Annanagar LHS 8 14 4+645 Vinayagar Koil Orikkai LHS 0 15 5+350 Temple Indira nagar RHS 21 16 5+714 Amman temple Indira nagar LHS 3 17 5+843 Mariamman temple Sevilimedu RHS 3 18 6+266 Masjid Sevilimedu RHS 28

315. During construction, varying degree of noise impacts are likely to be felt by the communities of main settlements i.e. Chengalpattu, Thimmavaram, Athur, Devanur, Palur, Puliyambakkam, Walajabad, Thangi, Ayyampettai, Kanchipuram and other small settlements along the project road. However, the above listed sensitive receptors will be especially impacted due to increase in noise levels as these would be near the construction site. Although temporary in nature, the construction noise will affect the most communities living close to the construction zone.

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

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

318. 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.

319. 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.

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

Operation stage – moderate impact

321. 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.

322. 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);

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• 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.

323. 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.

324. 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

325. Sound Exposure Level (SEL, denoted by the symbol, LAE): Over a stated time interval, T (where T=t2-t1), ten times the base-10 logarithm of the ratio of a given time integral of squared instantaneous A-weighted sound pressure, and the product of the reference sound pressure of 20:Pa, the threshold of human hearing, and the reference duration of 1 sec. The time interval, T, must be long enough to include a majority of the sound source’s acoustic energy. As a minimum, this interval should encompass the 10 dB down points. The traffic data considered for Noise level predictions is presented in Table 51 and equivalent observed noise levels from field monitoring is shown in Table 52.

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Table 51: Annual Average Daily Motorized Traffic Data Year 4W LCV Truck Bus 3W 2W 2020 5542 1080 2741 1328 244 6484 2025 8844 1321 3449 1889 299 9179 2030 13175 1576 4216 2551 357 12399 2035 18652 1836 5032 3350 416 15975

Table 52: Equivalent Background Noise Levels Equivalent Noise Levels in dB(A) DAY NIGHT 55.95 45.5 Note: Derived from baseline noise levels.

Table 53: Predicted Noise Levels along the Project Road Day LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 56.7 58.8 63.1 68.5 70.9 70.9 68.5 63.0 58.4 56.7 2025 56.9 59.5 64.2 69.7 72.2 72.2 69.7 64.0 59.0 56.9 2030 57.2 60.2 65.2 70.7 73.4 73.4 70.7 65.1 59.6 57.2 2035 57.4 60.8 66.0 71.8 74.4 74.4 71.8 66.0 60.2 57.4 Night LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 50.4 56.1 62.3 68.2 70.8 70.8 68.2 62.1 55.2 50.5 2025 51.3 57.3 63.6 69.5 72.1 72.1 69.5 63.4 56.4 51.3 2030 52.2 58.3 64.7 70.6 73.3 73.3 70.6 64.6 57.4 52.2 2035 52.9 59.3 65.6 71.7 74.3 74.3 71.7 65.5 58.3 53.0

326. 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.

327. The Indian standard requires noise levels for the 12 hour Leq-dB(A) not to exceed 65 dB(A) and 55 dB(A) at commercial building during the daytime and at nighttime respectively. This is also the IFC standard. Indian standards require noise levels for the 12 hour Leq-dB(A) not to exceed 55 dB(A) in daytime and not to exceed 45 dB(A) nighttime at residential property.

328. From Table 53, it is observed that predicted noise levels (Leq) near the receivers within 200m from the centre line of the road are found to exceed the permissible limit of 3 dB(A) during day time however noise levels (Leq) near the receivers within 200m from the centre line of the road are found to exceed the permissible limit of 3 dB(A) during night time for the respective land use categories. The baseline noise levels (2019) are already higher than the permissible limits of CPCB for different land use categories for day and marginally for night. The predicted levels based on noise modelling show increase in noise levels for future years at all receivers (including

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sensitive receptors listed above) considering increase in traffic volume. The incremental noise levels for future years exceeds the allowable limit of 3 dB(A) during night time from the baseline levels. Mitigation measures suggested in EMP such as installation of noise barriers should be adopted for the sensitive receptors falling within 200m center line of the road corridor. The detailed noise assessment and prediction is presented in Appendix 13.

329. 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

330. 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

331. 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.

332. 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 54: Vibration Generated from Different Construction Equipment Reference PPV at 25 ft. Equipment (in/sec) Vibratory Roller 0.21 Large Bulldozer 0.089 Caisson Drilling 0.089 Loaded Trucks 0.076 Jackhammer 0.035 Small Bulldozer 0.003 Sources: Federal Transit Administration 2006 (except Hanson 20015 for vibratory rollers)

333. 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)

334. International Guidelines and Standards present criteria for vibration related building damage in the form of threshold levels of vibration (peak particle velocity), as either a value or range of values. Key factors in determining these levels are as follows:

• the nature of the building including its construction, its condition, and whether is of historic importance; • the likely extent of damage i.e. cosmetic, minor structural or major structural; and • whether the source of vibration is continuous or a single event and the dominant frequency (Hz).

Table 55: Building Vibration Damage Assessment Criteria Building Cosmetic Assumed Source Vibration Damage Building Building Description Reference for Damage Threshold ppv Coupling Criteria Risk Level (mm/s) Loss Extremely fragile historic buildings, ruins, ancient 2 Caltrans/BART n/a monuments Fragile buildings of clay High Risk A construction with shallow (<1m) 3 Caltrans 1 rubble footings Fragile buildings of clay High Risk B construction with concrete 3 Caltrans 0.5 foundations/footings

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.

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Building Cosmetic Assumed Source Vibration Damage Building Building Description Reference for Damage Threshold ppv Coupling Criteria Risk Level (mm/s) Loss 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

335. Impact: The values of vibration generated from the operation of various equipment in construction of project road are below the threshold ppv (mm/s) as mentioned in Table-55. However, vibration during construction may induce cracks and damages to structure next to road alignment particularly overhead water storage tanks and identified buildings or sensitive receptors.

336. Mitigation Measures: For the structures within 4.5m (as vibration impacts from construction equipment’s beyond this limit will be insignificant) from road edge, suitable mitigation measures should be adopted to minimize the vibration levels. In case any structure is weak, a pre-construction survey of the building shall be done in detail by the Contractor, witnessed by the CSC as well as the property owner. Vibration monitoring will be carried out at weak structures during construction and additional mitigation measures will be installed in case measured vibration levels (peak particle velocity) exceed 3 mm/s for very sensitive buildings or 5 mm/s for residential structures per DIN 4150-3 threshold. Signed documents and photographic records will be kept as evidence to protect both the owner as well as the project from spurious claims.

337. 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.

338. 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

339. Impact: Because vehicles travelling on highway are supported on flexible suspension systems and pneumatic tires, these vehicles are not an efficient source of ground vibration. They can, however, impart vibration into the ground when they roll over pavement that is not smooth. Continuous traffic travelling on a smooth highway creates a fairly continuous but relatively low level of vibration. Where discontinuities exist in the pavement, heavy truck passages can be the primary source of localized, intermittent vibration peaks. These peaks typically last no more than a few seconds and often for only a fraction of a second. Because vibration drops off rapidly with distance, there is rarely a cumulative increase in ground vibration from the presence of multiple trucks. In general, more trucks result in more vibration peaks, though not necessarily higher peaks. Automobile traffic normally generates vibration amplitudes that are one-fifth to one-tenth the amplitude of truck vibration amplitudes. Accordingly, ground vibration generated by automobile traffic is usually overshadowed by vibration from heavy trucks.

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340. 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.

341. 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

342. 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

343. 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.

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

• inadequate sanitation facilities in worker camps; • introduction of sexually transmitted, and other diseases, by immigrant workers; and • outbreaks of malaria, typhoid, cholera etc. amongst the labour force; and given the current COVID-19 pandemic there is also a risk of construction workers being exposed to this and other communicable viral diseases, particularly given construction is directly within the community and the transient nature of the construction workforce.

345. 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.

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

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• 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. • 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.

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

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• 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.

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

348. 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

349. No impact on occupational health and safety is envisaged during operation 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.

6. Community health and safety and local resources

Design and pre-construction stage – neutral impact

350. No impacts on community health and safety are expected to derive from the design phase of the project. Road safety features are included in the project design as discussed in Chapter III of this report.

Construction stage – moderate negative impact

351. Impact: Construction camps may put stress on local resources and the infrastructure in nearby communities resulting to people raising grievances. This sometimes leads to conflict between residents and migrant workers. The construction activities may also potentially result in adverse impacts to community health and safety such as construction traffic and accidents, and accidental spills of liquid materials. There are also chances of exposure to communicable diseases from migrant workers.

352. Mitigation Measures: To prevent problems between construction workers and the local communities, the contractor should provide the construction camps with facilities such as health

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.

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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.

353. 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.

354. 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.

355. 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

356. 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

357. 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

358. According to the ADB Environment Safeguards Sourcebook Cumulative Impacts is described as: “The combination of multiple impacts from existing projects, the proposed project, and anticipated future projects that may result in significant adverse and/or beneficial impacts that cannot be expected in the case of a stand-alone project.” The sourcebook also describes Induced Impacts as: “Adverse and/or beneficial impacts on areas and communities from unintended but predictable developments caused by a project, which may occur at later or at a different location.

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359. 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.

360. 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

361. 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

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

B. Objectives of the Consultations

363. Stakeholder’s consultations were held with intent to understand their concerns, apprehensions, overall opinion and solicit recommendations to improve project design and implementation. Informal meetings, interviews were organized covering the entire projects design stage. Consultations provide affected people a platform to ensure incorporation of their concerns in the decision-making process and foster co-operation among officers of CKICP, the community and the stakeholders to achieve a cordial working relationship for smooth implementation of the projects. It inculcates the sense of belongingness in the public about the project.

364. The discussions were designed to receive maximum inputs from the participants regarding their acceptability and environmental concerns arising out of the project. They were given the brief outline of the projects to which their opinions were requested particularly in identifying and mitigating any potential adverse impact.

C. Methodology for Consultations

365. 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 and Focus Group Discussion (FGD) has been carried out at four locations in Ayyampettai Village along the project road section during initial surveys.

366. Environmental and social experts conducted informal public consultations with local community during site visit along the project road. Main objective of the public consultation was to aware the community regarding the proposed development and to obtain their views and suggestions on the likely impacts due to the project and their mitigations. To further strengthen this, formal Public Consultation and FGD was conducted at Ayyampettai on 13/09/2019. All technical, social and environmental issues pertaining to the stretch were briefed and discussed. Potential PAPs, District level Govt. officials, MLAs/ MPs/ Panchayat Members, CKICP Officials,

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Village representatives, PRIs, Village level health workers, Patwaris, Local voluntary organizations like CBOs and NGOs attended the consultations.

367. A total of 40 participants including 33 males and 7 females attended the public consultation meeting. Below Table 56 show the details of the public consultation carried out along road section.

Table 56: The Details of Public Consultation for Project Road Sl. Village/Town Date of No of participants No. Name Consultation M F T 1 Ayyampettai 13/09/2019 33 7 40

1. Project Stakeholders

368. 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

369. 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.

370. 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

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

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

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

Figure 18: Photographs of Public Consultation

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

Table 57: Summary of Issues Discussed and Measures Taken Location and Issues Discussed Measures Taken Participant Date 13.09.2019 • People are facing acute Proposed widening and Total 40 Ayyampettai problem related to poor strengthening of the road will Participants condition of the road. provide better level of services were attended • Where the road passing in terms of improved riding the through the settlements quality and smooth traffic flow. consultations there should be • There will be considerable which includes • provision of Speed breakers reduction in the number of 33 male and 7 Suggestion viz. (i) design accident and level of

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

374. 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

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375. Most of the people interviewed strongly support the project work. The people living in the entire project area expect the different project elements to facilitate transport, employment, tourism, boost economic development and thereby provide direct, or indirect, benefits to them. In order to access the existing environment and likely impacts on surrounding population, an interview survey was carried out. A priority of the population was interviewed through a designed questionnaire. Precaution has been exercised during the survey to ensure that the priority interviewed is truly representative of the affected groups and the questions are worded so as not to generate a bias response.

376. 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.

377. 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

378. 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

379. 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.

380. 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. These should be done at least quarterly during construction period.

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VIII. GRIEVANCE REDRESS MECHANISM

381. 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.

382. 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.

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

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

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

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385. Despite the project GRM, an aggrieved person shall have access to the country's legal system at any stage, and accessing the country's legal system can run parallel to accessing the GRM and is not dependent on the negative outcome of the GRM. The GRCs will continue to function throughout the project duration including the defects liability period. The schematic of the GRM is presented in Figure 19.

Figure 19: Grievance Redress Mechanism

Affected Person

Regional Level Grievance Resolved

1st Level Redress & 7 days 7days Grievance Responsible: DE, Asst. Env. Specialist, Record Keeping

PM EPC Contractor, RE CSC

Not Resolved

State Level Grievance 2ndLevel Resolved 3 weeks 3weeks Responsible: Chief Engineer, SE, Env. Redress &

Grievance Specialist, TL CSC, PM PMS of CSC-01, Record Keeping

EPC contractor representative Not Resolved

Court of Law

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IX. ENVIRONMENTAL MANAGEMENT PLAN

A. Introduction

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

387. 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.

388. 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

389. 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

390. The EMP matrix provided in Table 58 follows the environmental impacts and proposed mitigation measures for the identified valued environmental components (VECs) identified and discussed in Chapter VI. The matrix provides an implementable plan with recommended mitigation measures for each anticipated impact and also assigns responsibilities for implementation, supervision and monitoring.

D. Environmental Monitoring and Reporting Program

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

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

392. The EMOP matrix covering various performance indicators, frequency and institutional arrangements of the project in the construction and operation stages, along with the estimated cost, is summarized in Table 59. Key features of the EMOP are described in the following paragraphs.

1. Performance Indicators

393. 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 raised for removal of roadside trees.

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

395. Water Quality Monitoring: The physical and chemical parameters recommended for analysis of water quality relevant to road development project are pH, DO, BOD, Oil and grease, COD, total Suspended Solids, total dissolved solids, total solids, chlorides Turbidity and Alkalinity. The location, duration and the pollution parameters to be monitored and the responsible institutional arrangements are given in the Environmental Monitoring Plan. The monitoring of the water quality is to be carried out at locations identified along the project road during construction and operation phase. The Indian Standard Specifications – IS 10500: 1991 and IS 2296: 1992 is given in Appendix 15.

396. 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

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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.

397. Success of Re-vegetation: The project involves widening and up-gradation including construction of cross drainage structures hence these will require felling of trees. Such lost vegetation will be required to be replaced by compensatory plantation in the ratio of 1:10. These compensatory plantations will have to be monitored for 70% survival rate for seven years by the implementing agency with the help of the Forest Department. Such monitoring will be conducted through random samples. Such sampling should cover at least 5% of the area planted up.

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Table 58: Environmental Management Plan Activity/Valued Responsibility Environment Negative Impact Mitigation Measure Implementation Supervision Component A. DESIGN AND PRE-CONSTRUCTION STAGE I. Physical environment 1. Surface water - Disruptions to the natural - Maintain natural courses of rivers and streams EPC contractor PIU/CSC quality and quantity hydrology - Identify temporary diversions required and ensure that - Construction of - Worsening of erosion these are restored to their natural course as soon as culverts and bridges. problems possible - drainage structures to be 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; and - where an increased discharge of surface water endangers the stability of the water outlet, erosion protection measures such as bioengineering measures, ripraps, and check dams are incorporated - in areas with high water tables, seepage may occur, and side drains and up-slope catch drains must always be lined to avoid percolation 2. Land degradation - Permanent changes in the - Optimization of the centre line so that embankment EPC contractor PIU/CSC and pollution local-level topography and raised on both sides; - Road widening and appearance of the project - Temporary and permanent drainage systems to related earthworks; site. minimize soil erosion; - Collection, quarrying - Slope failure at quarry - Optimum siting and control of quarries; and and use of stone, sites; - mechanized construction methods. aggregates and sand. - Road side instability due to - Minimize land take for development - Construction of sharp stone collection; - Optimize balance between cut and fill and avoid deep curves - The construction of sharp cuts and high embankments to minimize earthworks curve may add to instability - Maximize reuse of spoils and old asphalt paving material in raised embankment. within the construction - Agree on spoils disposal sites, management and rehabilitation plan with relevant local agencies - Specify vegetation that serves specific bioengineering functions. - Aggregates will be sourced from licensed local quarries;

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Activity/Valued Responsibility Environment Negative Impact Mitigation Measure Implementation Supervision Component - 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 vegetation - Loss of 1327 trees existing - Minimise removal of vegetation and width of road PIU/EPC PIU/CSC - Clearing of vegetation in the RoW expansion along the existing alignment to the extent contractor from mostly natural possible. habitat areas for hill - the road improvement works will adopt Environmentally cutting and other road Friendly Road Construction (EFRC) methods and should improvement works; minimise environmental impacts from inadequate - Removal of trees drainage and/or slope failures and should assist in maintaining, or repairing, tree cover; - Mandatory compensatory afforestation program for plantation 13270 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

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Activity/Valued Responsibility Environment Negative Impact Mitigation Measure Implementation Supervision Component 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 areas waterbodies alignment to identify the section required for protection CSC - Location of the Possible fragmentation measures accordingly. PIU project road is not effects due to increased within core/ buffer traffic zone of protected area. No major water body crossing and all water sources are in dry condition III.Social environment 5. Private land and - Resettlement of people; A separate resettlement plan is prepared to address these PIU/ LARR PIU/ LARR buildings - Acquisition of 33.48 ha. of issues in compliance with Right to Fair Compensation and implementation Monitoring - Road widening addition private agriculture Transparency in Land Acquisition, Rehabilitation and Consultancy Consultancy land Resettlement Act, 2013 and ADB SPS 2009. - Relocation of 1371nos. private of structures 6. Public property/ - Temporary outages of - Before construction commences a detailed survey has to EPC Contractor CSC / PIU infrastructure/ utility public utility services be carried out in order to list all utilities that will interfere structures with the road works; - Shifting of electric - Together with the respective owners of the utilities plans lines, water pipes, will be prepared how and when these utilities will be sewage lines, gas shifted before the works commence. pipes and telecom - Access to adjacent properties and agricultural land will lines 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. 7. Noise and - Increased noise levels - Prior to finalization of detailed engineering design, the EPC Contractor CSC/PIU disturbance causing discomfort to local following must be done:

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

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Activity/Valued Responsibility Environment Negative Impact Mitigation Measure Implementation Supervision Component the health and safety management plan Government of India (https://www.mygov.in/covid-19) and World Health Organization guidance (https://www.who.int/emergencies/diseases/novel- coronavirus-2019/technical-guidance) should be followed. - Contractor to ensure adequate sanitation and welfare facilities including for hand washing and personal protective equipment are provided and to consider the ability of communities to comply with protective measures such as regular handwashing and for the local health care facilities capacity to deal with any infections. - Emergency preparedness and response plan to deal with situation should any construction worker or community member be diagnosed with COVID-19 during the course of the works. - Given the specialist nature of responding to COVID-19 public health officials/experts to be consulted in undertaking the risk assessment and management planning for COVID-19. - Contractor to conduct regular training (including refreshers) on occupational health and safety for all construction workers including refreshers. To include training for PIU and all Contractor management and construction workers including 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

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Activity/Valued Responsibility Environment Negative Impact Mitigation Measure Implementation Supervision Component 1. Air quality and GHGs - Temporary localized - Regular watering of road surfaces, exposed spoils EPC Contractor CSC/PIU - Operation of increase in levels of dust - regular check-up and maintenance of construction construction and air pollutants including equipment; equipment and PM2.5, PM10, SO2, NOx, - idling of engines shall be strongly discouraged; machinery; CO, HC (Ambient Air - mixing plants i.e. asphalt, concrete, and bricks, should - Emissions from brick, quality standards published be operated within the permissible limits of CPCB and concrete and asphalt in 2009) IFC EHS, and located away from settlements; plants; - the contractor will submit a dust suppression and - Haulage and control programme to the CSC prior to construction – stockpiling of this plan details actions to be taken to minimize dust materials; generation and identify equipment to be used; - Controlled earthworks. - vehicles delivering loose and fine materials should be covered with tarpaulin to reduce spills and speed limits should be imposed; - no unauthorized burning of C&D waste materials; - bitumen emulsion should be used wherever feasible; - bitumen heaters should be used, the use of firewood is prohibited - ambient air quality monitoring shall be done regularly at representative sensitive locations to ensure that all the emissions from construction activities are within CPCB and IFC EHS standards and therefore ensuring the effectiveness of mitigation measures taken. 2. Surface water quality - Soil erosion and - maintain adequate vegetative cover above and below EPC Contractor CSC/PIU and quantity downstream turbidity at the road; - Use of surface water bridge locations - maintain the natural course of water bodies (as much for construction and - Soil erosion due to as possible) and avoid throwing debris, C&D spoils domestic use changes in natural into water bodies; - Rehabilitation of drainage systems. - chemicals and oils are stored in secure, impermeable existing bridges - Pollution due to use and containers, and disposed of well away from surface - Siltation and erosion maintenance of waters; impacts construction equipment; - no vehicle cleaning activity is allowed within 300 m of - Pollution caused by labour - Use and maintenance water bodies/ drains; camps of construction - construction camps are equipped with sanitary latrines equipment construction site runoff, (septic tanks); - Labour camps wastewater discharge, etc

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Activity/Valued Responsibility Environment Negative Impact Mitigation Measure Implementation Supervision Component - 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 minimised and the original course restored immediately after the work has been completed; - construction establishments such as construction camps, labor camps, asphalt/concrete mixing stations, stone crushing units should be located away from the water bodies. Domestic and sewage wastes from labor camps shall be treated with a sewage treatment system (septic tanks) to comply with the standards specified by CPCB and 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 quality - Groundwater abstraction - Construction water requirement (avg. 400KLD and EPC Contractor CSC/PIU and quantity and potential impacts on peak 600 KLD) will be met through local surface water - Operation of labour local sources sources and other canals in the project area. camps, temporary - Pollution of groundwater at Domestic water requirement (30 KLD) for workers will construction sites and sites where process water also be met mainly through local streams fuelling stations or wastewater is generated - Sewage generated at labour camps should be and disposed of in an disposed of in an environmentally sound manner. improper manner. - construction camps should be equipped with sanitary mobile toilets or toilets with treatment and disposal arrangement by means of septic tank followed by soak pit that do not pollute groundwater;

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Activity/Valued Responsibility Environment Negative Impact Mitigation Measure Implementation Supervision Component - Latrines should be located away and downstream of any source for drinking water in order to prevent contamination of drinking water sources. - Locations for fuelling and/or maintenance should be fitted with impervious flooring and a drainage system connected to an oil/water separator and settling tank to treat sewage before being discharged. - The layout of labour camps and construction sites should comply with the requirements in appendix 8: Plant Management and appendix 9: Camp Site Management as given in the IEE. - If groundwater sources will be used for construction, it should be obtained from licensed sources. Domestic water requirement (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 degradation/ - Scarring of landscape and - Sites for quarrying, borrowing and disposal of spoils Contractor CSC/PIU pollution potential potholes in raised are to be confirmed according to the applicable laws - Road construction embankment; and regulations in the state and the practices followed through plain terrain - Dirty and unattractive area in recent/ongoing internationally funded road projects. with raised due to presence of waste - Major excavation and earthworks should only be embankment in low materials; undertaken during the dry season; laying area; - Soil erosion might lead to - Embankment grades should not be too steep; - Cutting and filling of clogging of side drains, - The existing vegetation on slopes outside the low laying area for leading to spill-over of immediate area of construction must remain road improvement rainwater runoff; undisturbed during construction and/or upgrading; works - Improper restored - Embankment raised slopes should be re-vegetated - Disposal of cut soil, abandoned quarry and debris and waste at borrow and spoils disposal immediately after widening activities improper locations areas can lead to soil - Bioengineering techniques will be used to prevent - Operation of quarry erosion and vector borne barren slopes and to stop soil erosion and to protect and borrow areas diseases due to stagnant the animals from grazing animals; water.

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Activity/Valued Responsibility Environment Negative Impact Mitigation Measure Implementation Supervision Component - Support structures will be installed where slope failures are anticipated or may have occurred previously; - logging immediately above road should be restricted to reduce erosion/landslide potential; - quarrying along road ROW should be restricted; - Excavated material should be used in the construction works as much as possible, otherwise it has to be disposed of at proper disposal sites. The management of debris has 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:

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Activity/Valued Responsibility Environment Negative Impact Mitigation Measure Implementation Supervision Component - To mitigate the impacts of possible fuel spills the following measures will be applied: - secondary containment around fuel tanks and at fuelling stations will be built; - oil and fuel spills, and other runoff from contaminated areas will be controlled; and - equipment and fuel depots will be placed in safe zones away from drinking water sources and canal and lake; - the project will provide an opportunity to assist the 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

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

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

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

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Activity/Valued Responsibility Environment Negative Impact Mitigation Measure Implementation Supervision Component 5. Trees and vegetation - Spread of invasive species • Avoid introduction of new invasive species to, and EPC Contractor/ CSC/PIU - Clearing of vegetation by construction vehicles spread of existing invasive species within, the project for road improvement and machinery and area, captured in an Invasive Species Management works; transport of earth and Plan, which, at the minimum, shall include: - Removal of 1327 trees construction material/debris - washing of vehicles, equipment and supplies before - Loss of 1327 trees entry to the Project area - Loss of habitat for birds - monitoring for invasive species; and fauna. - control/eradication of invasive species where found - Fragmentation of habitat - Cut only trees which are necessary. Ensure that the due to loss of vegetation vegetation is cleared as per terms and conditions of cover tree cutting permit - Degradation of vegetation - Compliance with guidelines issued by the Indian due to timber/firewood Road Congress collection - Immediately plant native grass and tree species on

cut slopes to reduce erosion - Prohibit collection, sale or purchase of timber/firewood by staff and contractors, with heavy penalties applied - 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 13270 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 aquatic - Use only existing licensed quarries outside for EPC Contractor CSC/PIU/ important areas habitat during sourcing aggregates - Road widening construction from - Avoid borrow pits in areas of Natural Habitat and activities within the sedimentation, dust, within 200 m of waterways ROW sewage, or other - Only undertake earthworks during the dry season - Use of construction construction waste along - Train staff and contractors in good environmental equipment; the river practice, and prohibited activities - Presence of labour - degradation of habitat - Ensure contractors supply all necessary food, cooking camps from hydrological changes fuel and appropriate housing

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

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Activity/Valued Responsibility Environment Negative Impact Mitigation Measure Implementation Supervision Component 8. Public property/ - Hinder and nuisance for - Proper signs indicating the nature of the EPC Contractor CSC/PIU infrastructure/ utility road users. hazard/activity envisaged; structures - Contractor will ensure that information on the timing of - Traffic diversions and works and notifications of road closure (if any) is temporary road provided via the local media (radio, TV, newspaper closures etc.) or through the local community heads. 9. Noise and - extremely high sound - Installation of noise barriers; EPC Contractor CSC/PIU disturbance levels present real risk to - Provision of proper PPEs for on-site workers; - Operation of the health of workers on- - In construction sites within 500 metres of a settlement, construction site; noisy operations should cease between 22:00 and 06:00 equipment and - sensitive areas within 100 hrs machinery, hauling of m the roadways will be - To further minimize noise impacts near sensitive materials and blasting affected temporarily; receptors (particularly schools), operation of excavator works - construction noise will and other heavy machineries will be carried out mostly affect the most during off-hours (10:30 am to 3.30 pm) and on holidays communities living close to (Saturday and Sundays) in consultation with the the construction zone community and relevant local authorities. - Regular maintenance of construction vehicles and machinery; - Noise generating equipment and construction machinery will be equipped with acoustic enclosures and/or mufflers; - Timely scheduling of construction activities and communication to affected receptors; - Use of noise barriers where necessary - Baseline noise will be established for all sensitive areas prior to construction - Follow up noise monitoring will be carried out during the construction. 10. Vibration - Model study shows - Use of wave barriers where structures are within 4.5m EPC Contractor CSC/PIU - Operation of vibration buildings/structures within from the edge of the road; mainly overhead water rollers during ground 4.5m from edge of the road storage tanks along the road alignment preparation will have major impact of - Inform occupants of dwellings near the edge of the road vibrations; in a timely manner of the nature, duration and potential - Model study shows vibration effects of the works sensitive receptors will encounter moderate impact

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Activity/Valued Responsibility Environment Negative Impact Mitigation Measure Implementation Supervision Component of vibrations due to construction equipment 11. Occupational health - Increase in the potential for - Contractor must control the construction site, keep it EPC Contractor CSC/PIU and safety the transmission of clean and provide facilities such as dust bins and - Housing of up to 200 diseases and illnesses; collectors for the temporary storage of all waste; people for about two - Accidents and incidents - The Contractor will be responsible for the safe removal years with 1 labour due to hazardous working and/or storage of all waste in order to prevent camp conditions environmental pollution of any type that may be harmful - Work in hazardous to people or animals; conditions - All personnel working at vulnerable site locations will wear proper PPE like (but not limited to) safety helmets, eye and ear protection and strong footwear; - Contractor must ensure that proper rescue equipment, fire extinguishers and first-aid equipment is available at all work locations at all times; - Contractor must submit and obtain approval for a health and safety plan prior to the commencement of work, provide adequate health care facilities and arrange pre- employment medical screening and treatment (if required) and periodic health checks thereafter for employed personnel; - support a public health education programme for workers and villagers covering road safety, malaria, hygiene, and sexually transmitted diseases with participation of the district health departments; - construction workers to be given medical check-up including checks for COVID-19 symptoms before being allowed on site; - provide PPE for workers in accordance with Building and other Construction Workers Act, 1996 requirement and Recommendation of Personal Protective Equipment According to Hazard in EHS Guidelines on OHS with additional PPE provided as needed for COVID-19 risks; - ensure employees are able to take time off sick without being penalized, including any self-isolation for COVID- 19 that is required.

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Activity/Valued Responsibility Environment Negative Impact Mitigation Measure Implementation Supervision Component - 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 health - Conflict between - the contractor should provide the construction camps EPC Contractor CSC/PIU and safety community and migrant with facilities such as health care clinics, places of - Presence of labour workers worship, and occasional entertainment; camps - Contractor should maximize recruitment of local construction workers regardless of gender; - Contractor will ensure affected communities are pre- informed of emergency procedures included in the agreed community health and safety plan and as appropriate given proximity of residents to works included in their mock drills etc. - contractors staff and local communities will also be given awareness raising in COVID-19, HIV/AIDS, other communicable diseases, and sexual, exploitation, abuse and harassment with strict penalties (e.g. immediate removal from site) for any non-compliance of workers to an agreed code of practice - display posters to promote handwashing and respiratory hygiene etc. - wherever possible, the contractor should not discriminate and should proactively encourage the employment of suitably skilled women on the project. C. OPERATION STAGE I. Physical environment 1. Air quality and GHGs - Increased levels of Proper and regular maintenance of roads to minimize air Contractor PIU - Increase in traffic emission of typical pollution due to reanimation of dust from the road volume transport related pollutants - Atmospheric (PM 2.5, PM10, CO, SO2 dispersion modelling and NOx) shows that the project is likely to cause air pollution

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Activity/Valued Responsibility Environment Negative Impact Mitigation Measure Implementation Supervision Component 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 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 quality - Unexpected erosion and - Periodic surveillance to check on siltation of major water EPC Contractor PIU and quantity siltation in major water bodies due to the completed road works - Functionality of bodies implemented mitigation measures II. Biological environment 1. Trees and terrestrial - low survival rate of trees - Monitor the tree plantation of 13270 trees.. EPC contractor PIU vegetation planted - Status of forests - Poor performance of - Take remedial measures to ensure minimum 70% improved under the habitat improvement survival rate after seven years by the implementing project to achieve net activities agency. gain of terrestrial vegetation - Check the effectiveness of additional habitat improvement activities (additional tree plantation on river banks) and make adjustments and revisions to improve effectiveness. 2. Terrestrial fauna - Displacement of species - Periodic surveillance and maintenance works to ensure EPC contractor. PIU - Effectiveness of due to noise from normal that the green belt along the road and measures for soil implemented traffic or maintenance erosion are effective to control water pollution along river mitigation measures activities banks and canals

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Activity/Valued Responsibility Environment Negative Impact Mitigation Measure 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 hindrance - Constructing/instituting of additional noise abatement EPC Contractor PIU - Increase in traffic experienced by sensitive measures such as noise barriers at sensitive receptor volume receptors locations 2. Vibration - Nuisance experienced by - Periodic maintenance of pavement to eliminate the EPC Contractor/ PIU - Road use by heavy occupants of dwellings discontinuities PIU trucks near the edge of the road 3. Community Health - Risk of accidents due to - Monitoring of road accidents to determine whether PIU/EPC PIU and Safety increased traffic improvement of road safety features is necessary Contractor - Improved road - Intrusive effects of viaduct CSC: Construction Supervision Consultant, EA: Executing Agency, CPCB: Central Pollution Control Board, EMP: Environment management Plan, EMOP: Environment Monitoring Plan, IRC: Indian Road Congress, CKIC: Chennai-Kanyakumari Industrial Corridor, MORTH: Ministry of Road Transport and Highways

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Table 59: Environmental Monitoring Plan (EMoP) Action Plan Responsible party Environmental in case Features / Parameters and Standards Location Frequency Duration criteria Stage exceeds the Implementation Supervision standards Air Quality and Noise Levels

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

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

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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 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, quarter modify petrol Through TDS, Alkalinity, Total excluding interceptors, approved Hardness, Calcium, monsoon Silt fencing monitoring Magnesium Chloride, month for devices. agency Phosphate, Sulphate, Nitrate, construction COD, BOD, Iron, Total period Coliform, Faecal Coliform, Salinity (Indian Standards for Inland Surface Waters (IS: 2296, 1982) and for Drinking Water (IS: 10500 - 2012)) pH, Temperature, At identified locations Once in a - Check and Contractor CSC, PIU Conductivity, TSS, TDS, along the project road quarter modify petrol Through Alkalinity, Total, Hardness, excluding interceptors, approved Calcium, Magnesium Chloride, monsoon for Silt fencing monitoring Phosphate, Sulphate, Nitrate, construction devices. agency Iron. (Indian Standards for period Inland Surface Waters (IS: 2296, 1982) and for Drinking Water (IS: 10500 – 2012)) Operation pH, Temperature, DO, Oil & At identified locations Once in a - Check and Contractor CSC, PIU Stage Grease, Conductivity, TSS, along the project road quarter modify petrol Through TDS, Alkalinity, Total excluding interceptors, approved Hardness, Calcium, monsoon for 2 Silt fencing monitoring Magnesium Chloride, years devices. agency Phosphate, Sulphate, Nitrate, COD, BOD, Iron, Total

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Action Plan Responsible party Environmental in case Features / Parameters and Standards Location Frequency Duration criteria Stage exceeds the Implementation Supervision standards Coliform, Faecal Coliform, Salinity ((Indian Standards for Inland Surface Waters (IS: 2296, 1982) and for Drinking Water (IS: 2296 - 1992)) pH, Temperature, At identified locations Once in a - Check and Contractor CSC, PIU Conductivity, TSS, TDS, along the project road quarter modify petrol Through Alkalinity, Total, Hardness, excluding interceptors, approved Calcium, Magnesium Chloride, monsoon for 2 Silt fencing monitoring Phosphate, Sulphate, Nitrate, years devices. agency Iron. (Indian Standards for Inland Surface Waters (IS: 2296, 1982) and for Drinking Water (IS: 10500 - 2012)) Soil Quality Construction Chemical properties including At identified locations Once in a - Check oil and Contractor CSC, PIU oil and grease in construction camp & quarter chemical Through plants and along the excluding spillage approved project road section monsoon monitoring months for agency construction period Operation Chemical properties including At identified locations Once in a - Check oil and Contractor CSC, PIU oil and grease along the project road quarter chemical Through excluding spillage approved monsoon monitoring months for 2 agency years Accidental and Health and Safety

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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 Construction No. of accidents or near miss All along the road and Once in 3 - Corrective EPC Contractor EPC involving workers. construction activities months measures Contractor areas Operation No. of accidents or near miss All along the road Once in 3 - Corrective EPC Contractor EPC involving workers. months measures Contractor excluding for 2 years Tree Plantation Operation Survival rate of plants All along the project 1 samples Once Corrective EPC contractor CSC/PIU, corridor (quadrants) for every year measures each km after monsoon for 3 years Note: PIU – Project Implementation Unit (of CKICP), CSC- Construction Supervision Consultant

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E. Institutional Requirements

398. 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.

399. 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.

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

• Advise PIU through the FIU and PMS on preparing reports to ADB and other statutory bodies; • Preparing procedures for implementing EMP;

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• 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.

401. 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.

402. 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.

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

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

405. 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.

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

• The PIU will ensure timely recruitment and mobilization of the environmental specialist as well as health and safety officer under the CSC and the external monitor. • The PIU and FIUs will coordinate to ensure timely processing of forestry clearances, tree cutting permits, and other similar clearances and permits required for the project, primary responsibility per jurisdiction will fall on respective FIU.

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• 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. • The PIU, with the help of respective FIU, will review, verify and endorse the monthly, quarterly and semi-annual environmental monitoring reports submitted by the CSC and PMS. • The PIU, with the help of respective FIU, will review and endorse the semi-annual environmental monitoring reports submitted by the external monitor.

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

407. 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.

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

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

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• 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.

409. 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 activities by the contractor and supervisory activities of the CSC through quarterly site visits and review of environment safeguard related documents maintained by the contractor, CSC and PIU. • Advise the PIU on the need for corrective actions if any. • The External Monitor must not be involved in the day to day implementation and supervision of environment safeguards 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.

410. ADB: ADB is responsible for the following:

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• 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.

411. 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.

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

• Directly reporting to the Project Engineer of the Contractor; • Discussing various environmental issues and environmental mitigation, enhancement and monitoring actions with all concerned directly or indirectly; • Prepare Contractor’s Construction EMP (CEMP), traffic management plan and safety plan and other environmental subplans, as part of their Work Program; • Ensure contractor’s compliance with the EMP stipulations and conditions of statutory bodies; • Assisting the project Engineer to ensure environmentally sound and safe construction practices; • Assisting the project Engineer to ensure the timely procurement of materials that are included in the Bill of Quantities relating to environmental mitigation and enhancement measures; • Conducting periodic environmental and safety training for contractor’s engineers, supervisors and workers; • Preparing a registers for material sources, labour, pollution monitoring results, public complaint and as may be directed by the Engineer; • Coordinate closely with the construction supervision consultants on climate and disaster risk adaptation measures; • Assisting the PIU on various environmental monitoring and control activities including pollution monitoring; • Preparing and submitting monthly reports to CSC on status of implementation safeguard measures; and • SHO will be responsible for H&S Plan preparation and implementation, with particular attention to COVID 19.

413. 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

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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

414. 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.

415. 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.

416. 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.

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

Table 60: Environmental Reporting System Activity Responsibility Outputs Deliverable to Period ADB Appointment of Contractor Appointment letter Included in semi- At least 45 days Contractor submitted to PIU annual before start of Environmental Focal through CSC environmental construction Person (EFP) monitoring report Induction training of CSC Training materials Included in semi- At least 30 days contractors and training annual before start of proceedings environmental construction monitoring report On-site training and CSC Records of training Included in semi- Continuously as field level guidance and field level annual needed during guidance provided environmental construction monitoring report Monthly reporting

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Activity Responsibility Outputs Deliverable to Period ADB Environmental self- Contractor Completed checklist Monthly after monitoring report submitted to CSC None commencement and PIU date Site inspection CSC, PIU, FIU Inspection report None Monthly after prepared for commencement inclusion in monthly date monitoring report Quarterly reporting Site inspection CSC Inspection report on CSC to submit to Quarterly after findings of PIU and ADB commencement biodiversity monitoring Site inspection External Inspection report None First inspection monitor submitted to PIU for within 3 months review and of endorsement commencement Semi-annual Semi-Annual CSC Consolidated PIU to further No later than 3 Monitoring report monitoring reports submit to ADB for months after submitted to PIU for disclosure on reporting period review and ADB website endorsement Consolidated Semi- PMS Consolidated PIU to further No later than 3 annual monitoring monitoring reports submit to ADB for months after report submitted to PIU for disclosure on reporting period. review and ADB website endorsement CSC: Construction Supervision Consultant; PIU: Project Implementation Unit

G. Environmental Management Budget

418. An environmental management budget of INR 3,37,89,000 (US$ 0.450 million) has been estimated for implementation of the environmental management plan. This budget also includes cost of environmental monitoring and associated trainings. A detail of environmental management budget is given in Table 61.

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

A.1 Payment of tree Compensation for plantation of 13270 trees

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

13270 No. 2400 31848000 B. Environmental Monitoring

Ambient air quality monitoring during pre-construction, B.1 74 No. 8,000 592000 construction and operations phases Ambient noise level monitoring during pre-construction, B.2 68 No. 2,000 136000 construction and operations phases PIU through Water quality monitoring of surface water during Approved Monitoring B.3 34 No. 6,000 construction and operations phases Agency 294000 Water quality monitoring of drinking water during B.4 18 No. 5,000 construction and operations phases Soil quality monitoring during construction and B.5 29 No. 6,000 174000 operations phases B.6 Monitoring survival rate of plantation 6 No. 0 0 Sub-Total(B) 1196000 Enhancement of environmental improvement in the project alignment as directed by project authority Contractor through C. including the following items BOQ C.1 Oil interceptor and silt fencing 1 No. 15000 15000

C.2 Recharge pits for road side drains in habitation area No.. 50,000 530000 Contractor through C.3 Cost of PPEs and COVID-19 related measures 0 LS - - BOQ Sub-Total(C) 545000

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RATE SL. No. ITEM DESCRIPTION QUANTITY UNIT AMOUNT (Rs.) RESPONSIBILITY (Rs.) D. Environmental Training Lump D.1 Training at site as mentioned in IEE report. 2 100,000 200000 PIU through CSC Sum

Grand Total (A+B+C+D) 33789000

* Cost estimate is preliminary based on the current unit rates. Therefore, this estimate is tentative only.

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X. CONCLUSIONS AND RECOMMENDATIONS

419. The project proposed for the improvement is classified as environment Category B project as per ADB SPS requirements. As per GOI requirements state highway road do not fall in the purview of EIA Notification 2006 of MOEFCC, therefore as per GOI norms environmental clearance is not required for this project. For ADB the categorization has been done based on environmental screening and assessment of likely impacts. While the environmental assessment ascertains that it is unlikely to cause any major significant environmental impacts, some impacts were identified attributable to the proposed project, all of which are localized and temporary in nature and easy to mitigate.

420. 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 bodies crossed by the road are non-perennial in nature. The road runs parallel to the Palar River, a major river course.

421. 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.

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

• Impacts on surrounding area due to tree cutting (1327) for the proposed widening; • Impacts due to conversion of about 46.18 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.

423. 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.

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

179 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.

425. 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.

426. 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.

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

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

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APPENDICES

(Provided in a Separate Volume)

List of appendices:

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

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

INDIA: TAMIL NADU INDUSTRIAL CONNECTIVITY PROJECT (TNICP) Country/Project Title: Upgrading Chengalpattu - Kanchipuram road (SH-58 Part 1)

Sector Division: SARD - SATC

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

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

▪ Mangrove X

▪ Estuarine X

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

B. POTENTIAL ENVIRONMENTAL IMPACTS Will the project cause…

▪ encroachment on historical/cultural areas; X No encroachment of historical places. Disfiguration of disfiguration of landscape by road landscape is not envisaged since it is embankments, cuts, fills, and quarries? expansion/reconstruction of existing alignment. Cut and fills are required only to improve the vertical profile of the road. Most of the construction materials would be available from existing quarries nearby, relatively few new borrow areas will be required, borrow area and gravel quarry area are identified within the vicinity of project road. ▪ encroachment on precious ecology (e.g. X There is no protected area (National Park, Wildlife sensitive or protected areas)? Sanctuary, Reserved Forest, Biosphere Reserve, Wetland) within the RoW of project road. ▪ alteration of surface water hydrology of X Water Bodies such as village ponds and lake are present waterways crossed by roads, resulting in along the project road. None of them are impacted due increased sediment in streams affected by to the project road as every measure has been taken in increased soil erosion at construction site? design to avoid the impact on these water bodies.

▪ deterioration of surface water quality due to X During construction period suitable mitigation measures silt runoff and sanitary wastes from worker- will be required to control the silt runoff. based camps and chemicals used in Adequate Sanitary facilities and drainage in the workers construction? camps will help to avoid this possibility. As the construction activity in this project will not contain any harmful ingredients, no impact on surface water quality is anticipated.

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

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

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

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

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

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

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

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

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

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

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

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

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A Checklist for Preliminary Climate Risk Screening Country/Project Title: INDIA: TAMIL NADU INDUSTRIAL CONNECTIVITY PROJECT (Chengalpattu - Kanchipuram road (SH-58 Part 1)) Sector : Transport Subsector: Roads and Highways Division/Department: SATC Screening Questions Score Remarks1

Location and Is siting and/or routing of the project 0 There is no issue of landslide/ landslip in the Design of (or its components) likely to be project area as the project road fall in plain project affected by climate conditions terrain. The upgradation of road will not have including extreme weather related any impact on extreme weather-related events. events such as floods, droughts, storms, landslides? Would the project design (e.g. the 1 Hydrological surveys have been done at all the clearance for bridges) need to major and minor river crossings with a view to consider any hydro-meteorological obtain the Cross section of the rivers/streams at parameters (e.g., sea-level, peak the centre line of the road and up to a river flow, reliable water level, peak reasonable distance at upstream and wind speed etc.)? downstream. The Highest Recorded Flood Levels (HFL) has been obtained from existing flood marks or ascertained from local enquiry with local knowledgeable persons. Materials and Would weather, current and likely 1 The project influenced area (PIA) has semiarid Maintenance future climate conditions (e.g. and sub-humid climate April-June is the hottest prevailing humidity level, temperature summer period with the temperature rising up to contrast between hot summer days the 40°C mark whereas November-February is and cold winter days, exposure to the coolest winter period with temperature wind and humidity hydro- ranging between 10°C - 20°C. meteorological parameters likely The project districts received maximum rainfall affect the selection of project inputs during months of August - December. over the life of project outputs (e.g. The annual average rainfall in Kanchipuram is construction material)? 1237.5mm. Humidity is high during the monsoon season and rest of the year; air is generally dry.

Would weather, current and likely 0 The warmest average monthly temperature of future climate conditions, and related about 40°C may increase the frequency of road extreme events likely affect the repair due to rutting. However, this is minimal maintenance (scheduling and cost) of as this temperature is only breached during the project output(s) ? month of May and June. Further, asphalt overlay maintenance requirement to concessionaires ensure continued good road quality. Performance Would weather/climate conditions, 0 The predicted increase in temperature is at of project and related extreme events likely levels that may cause rutting but not at a scale outputs affect the performance (e.g. annual that can jeopardize the achieving the project power production) of project output(s) objective of providing safe and efficient (e.g. hydro-power generation transport. facilities) throughout their design life time? Options for answers and corresponding score are provided below: Response Score Not Likely 0 Likely 1 Very Likely 2

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

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

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

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Appendix 2: Locations of borrow and Quarries area for the project road Figure 3.1: Quarry Location Map - SH58_Part-I (Chengalpattu - Kanchipuram)

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Appendix 3: Baseline Environmental Parameter Monitoring Results

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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 within Formation Width of the Project Road

Offs Tree Offs Gree Gree et Name S et Tree Name Sr Tre Chaina Girt Heig n Tre Chaina Girt Heig n from (Local/ r from (Local/ No. e No. ge (m) h (m) ht (m) Tunn e No. ge (m) h (m) ht (m) Tunn CL( Commo No. CL Common) el el m) n) (m) 1 A1 30432 6.6 Neem 2.5 8.7 No 1 A6 30536 6.6 Other 1 8.3 No 2 A2 30447 9.5 Neem 1.3 8.1 No 2 A7 30550 6.1 Other 1.2 7.8 No 3 A3 30455 8.9 Other 0.9 7.9 No 3 A9 30615 4.5 Neem 4.1 12.3 Yes 4 A4 30500 8.1 Other 2.1 11.7 No 4 A11 30648 6.6 Other 2.5 13.7 No 5 A5 30507 8.9 Neem 1.1 8.9 No 5 A12 30680 4 Other 3.4 12.3 No 6 A8 30554 6.8 Pungai 1 4.7 No 6 A15 30712 5.8 Other 2.4 11.7 Yes 7 A10 30647 4 Other 3.7 13.1 Yes 7 A16 30740 5.4 Other 1.2 9.3 No 8 A13 30695 5.8 Other 3.2 11.9 No 8 A19 31130 8.2 Other 0.5 7.3 No 9 A14 30712 5.1 Other 4.5 12.7 Yes 9 A20 31139 7.6 Other 0.9 6.1 No 10 A17 30737 5.4 Other 4.4 11.3 No 10 A21 31144 7.6 Other 0.5 6.3 No 11 A18 30834 5.7 Mango 0.9 7.1 No 11 A22 31229 6.5 Alamaram 6 11.8 No 12 A25 31397 6 Other 2.3 11.7 No 12 A23 31325 8.7 Other 1 6.3 No 13 A34 31446 8.1 Neem 1.2 6.9 No 13 A24 31357 6.3 Tamarind 6.3 12.4 No 14 A37 31578 6.5 Other 2.4 14.1 No 14 A26 31396 7.9 Other 0.5 7.9 No 15 A40 31596 6.4 Tamarind 2.4 13.7 No 15 A27 31396 9.5 Other 0.9 7.1 No 16 A45 31671 3.9 Other 5.2 13.4 No 16 A28 31406 9.2 Other 1.2 6.3 No 17 A48 31731 13.2 Other 5.5 14.3 No 17 A29 31405 9.4 Other 0.5 6.1 No 18 A51 31832 4.1 Other 4.2 14.1 No 18 A30 31410 9.3 Neem 0.5 6.1 No 19 A52 31900 4.5 Other 4.3 12.9 No 19 A31 31408 9.8 Other 0.9 5.9 No 20 A65 32146 6.1 Other 6 14.9 No 20 A32 31411 9.8 Other 0.8 6 No 21 A66 32277 8.1 Other 1.3 11.3 No 21 A33 31413 9.8 Other 0.6 5.7 No

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22 A67 32431 6.3 Tamarind 2.1 13.3 No 22 A35 31531 7.3 Other 1.6 7.7 No 23 A68 32433 2.3 Other 2.8 7.1 No 23 A36 31552 5.9 Other 1.3 9.8 No 24 A70 32518 5.5 Other 0.8 8.7 No 24 A38 31590 7.1 Other 0.9 8.3 No 25 A71 32588 6.6 Other 0.9 6.3 No 25 A39 31601 6.8 Other 0.8 8.1 No 26 A72 32594 4.8 Other 1.8 5.7 No 26 A41 31630 6.4 Other 0.6 39.1 No 27 A73 32608 6.7 Other 0.6 6.1 No 27 A42 31633 5.7 Other 0.7 9.3 No 28 A74 32610 5.8 Neem 0.5 5 No 28 A43 31649 5.6 Other 0.8 7.9 No 29 A75 32612 5.7 Palm 1.1 8.1 No 29 A44 31670 4.8 Other 0.9 7.2 No 30 A76 32615 6.7 Neem 0.6 4.5 No 30 A46 31717 8.2 Other 3.6 9.3 No 31 A77 32635 5 Other 0.5 6.7 No 31 A47 31753 6.9 Other 0.7 6.1 No 32 A78 32641 4.7 Other 2.2 8.4 No 32 A49 31770 4.4 Other 3.4 11.3 No 33 A79 32647 7.7 Other 0.8 6.7 No 33 A50 31831 6.2 Other 0.9 7.3 No 34 A80 32675 6.4 Palm 1 9.8 No 34 A53 31900 8.6 Mango 0.6 6.1 No 35 A81 32717 6.7 Palm 1.1 10.2 No 35 A54 31940 7.5 Other 0.5 4.5 No 36 A82 32727 5.9 Other 3.2 13.7 No 36 A55 31946 7.6 Other 0.8 7.9 No 37 A89 32767 9.4 Other 0.8 7.1 No 37 A56 31971 5.1 Other 6.7 8.3 No 38 A90 32772 6.9 Palm 1.2 12.4 No 38 A57 31980 5.5 Other 0.8 7.1 No 39 A91 32777 7.8 Other 0.9 10.1 No 39 A58 32000 6.2 Other 0.7 6.7 No 40 A92 32789 10.1 Other 0.8 5.9 No 40 A59 32000 5.8 Other 0.9 5.1 No 41 A93 32790 9.1 Other 0.9 6.1 No 41 A60 32036 6.1 Other 0.7 6.9 No 42 A94 32810 10.4 Other 0.8 7.2 No 42 A61 32065 6.9 Other 0.9 8.3 No 43 A95 32815 7.1 Palm 1 12.9 No 43 A62 32077 6.5 Other 0.8 7.9 No 44 A96 32819 7.1 Other 0.7 4.9 No 44 A63 32088 7.1 Other 0.8 5.3 No 45 A97 32818 8.5 Palm 1.1 12.7 No 45 A64 32110 6.4 Pungai 1.4 5.7 No 46 A98 32821 7.6 Palm 1.1 13.1 No 46 A69 32494 7.5 Naval 2.4 8.3 No 47 A101 32830 7 Other 2.9 12.3 No 47 A83 32731 3.6 Palm 0.9 10.7 No 48 A102 32834 8.1 Palm 1.1 14.1 No 48 A84 32736 4.5 Palm 0.9 10.3 No 49 A103 32839 8.5 Palm 0.9 12.7 No 49 A85 32755 4 Palm 1.1 12.7 No

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50 A104 32841 9.6 Other 0.8 6.1 No 50 A86 32773 3.3 Palm 0.9 10.3 No 51 A105 32850 8 Palm 1.1 10.7 No 51 A87 32780 3.6 Palm 1.1 12.3 No 52 A106 32851 8.5 Palm 1 9.3 No 52 A88 32788 3.1 Naval 3 14.8 No 53 A107 32858 8.3 Other 0.8 5.1 No 53 A99 32821 3.7 Other 2.7 14.9 No 54 A108 32865 8.1 Palm 1.1 10.3 No 54 A100 32822 5.9 Palm 1.2 11.9 No 55 A109 32863 7.9 Palm 0.8 10.1 No 55 A113 32851 4 Palm 0.9 8.1 No 56 A110 32866 8.4 Pungai 1.1 6.1 No 56 A114 32864 3.7 Palm 0.8 8.3 No 57 A111 32868 8.3 Pungai 1.1 7.2 No 57 A115 32855 3.5 Palm 0.9 9.1 No 58 A112 32874 8.4 Palm 0.8 8.1 No 58 A116 32855 3.7 Palm 1 9.3 No 59 A119 32876 8.5 Palm 1.1 10.7 No 59 A117 32858 10.9 Palm 1 9.4 No 60 A120 32878 8.7 Palm 0.9 10.3 No 60 A118 32866 3.6 Palm 0.8 9.1 No 61 A121 32879 8.8 Palm 0.9 10.5 No 61 A129 32952 4.7 Pungai 0.9 9.3 No 62 A122 32884 7.8 Palm 1.1 10.7 No 62 A130 32958 4.5 Pungai 0.9 10.7 No 63 A123 32886 8.2 Pungai 1.1 7.1 No 63 A134 33026 4.6 Palm 1 8.9 No 64 A124 32891 8.2 Pungai 1.5 8.9 No 64 A135 33033 4.5 Palm 1 9.1 No 65 A125 32918 9.2 Other 1 8.7 No 65 A145 33631 5.4 Other 2.3 4.9 No 66 A126 32927 9.3 Pungai 2.2 7.9 No 66 A146 33665 9.4 Other 2.7 12.9 No 67 A127 32936 6.1 Arasan 3.4 11.9 No 67 A148 33953 4.8 Other 2.1 9.3 No 68 A128 32954 8.6 Pungai 1.9 8.1 No 68 A149 33939 9.9 Palm 1.4 7.1 No 69 A131 32988 9.2 Other 0.7 5.9 No 69 A150 33971 10.8 Palm 1.7 5.9 No 70 A132 33014 6 Palm 0.9 9.3 No 70 A151 33983 11.3 Palm 1.8 5.7 No 71 A133 33017 6.1 Palm 1.1 7.8 No 71 A170 34453 6.3 Tamarind 2.7 5.9 No 72 A136 33051 7.4 Other 3.3 10.1 No 72 A172 34541 6.7 Neem 0.8 7.9 No 73 A137 33077 7.9 Neem 0.9 4.9 No 73 A174 35037 5.9 Palm 1.2 7.7 No 74 A138 33118 7.6 Pungai 2.3 9.7 No 74 A177 35070 7.4 Tamarind 2.4 12.7 No 75 A139 33151 7.6 Other 1.3 10.3 No 75 A178 35100 8 Tamarind 3 13.4 No 76 A140 33257 4.2 Other 4.6 12.3 No 76 A179 35109 7.7 Tamarind 2.7 13.9 No 77 A141 33298 6.1 Palm 1.2 9.3 No 77 A184 35158 5 Tamarind 3.2 15.7 No

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78 A142 33300 6.3 Palm 1.1 8.1 No 78 A185 35177 3.8 Tamarind 2.9 14.7 No 79 A143 33305 3.2 Other 5.2 11.7 No 79 A186 35200 6.9 Other 1.8 13.9 No 80 A144 33388 7.7 Palm 1.1 8.1 No 80 A197 35264 2.8 Tamarind 2.7 13.7 No 81 A147 33905 6.3 Other 1.9 8.1 No 81 A198 35292 3.4 Tamarind 2.2 13.3 No 82 A152 33971 3.3 Other 2.9 13.9 No 82 A199 35302 3.6 Tamarind 2.9 14.8 No 83 A153 33983 1 Other 3.8 14.1 No 83 A202 35320 3.7 Tamarind 2.2 16.2 Yes 84 A154 33991 2.4 Palm 1.1 10.9 No 84 A203 35340 4.3 Tamarind 2.4 16.8 Yes 85 A155 34010 3.1 Palm 1 9.1 No 85 A218 35502 5.8 Tamarind 2.5 8.1 No 86 A156 34036 2.7 Palm 0.9 9.7 No 86 A221 35724 6.1 Other 2.3 6.9 No 87 A157 34038 3 Palm 0.9 10.1 No 87 A234 36082 6.2 Other 1.6 7.9 No 88 A158 34041 3.1 Palm 1.1 8.9 No 88 A235 36102 6.1 Other 2.2 11.3 No 89 A159 34042 2.9 Palm 1 8.3 No 89 A236 36118 5.8 Neem 1 7.3 No 90 A160 34044 2.9 Palm 0.9 8.7 No 90 A237 36123 5.6 Palm 0.9 10.7 No 91 A161 34046 3.3 Palm 1.2 8.5 No 91 A238 36153 5.1 Naval 2.5 9.8 No 92 A162 34048 3.5 Palm 1.1 8.5 No 92 A239 36161 6.9 Other 2 11.3 No 93 A163 34049 3.1 Palm 0.9 8.1 No 93 A242 36228 1.6 Other 0.9 7.1 No 94 A164 34050 3.3 Palm 1 8.3 No 94 A243 36246 4 Palm 1.5 9.7 No 95 A165 34052 3.2 Palm 1.2 8.1 No 95 A247 36323 2.3 Neem 0.9 7.8 No 96 A166 34053 2.8 Palm 1.2 7.9 No 96 A248 36338 1.7 Palm 1.1 12.1 No 97 A167 34054 3.2 Palm 1.2 8.7 No 97 A249 36370 1.2 Palm 1.2 12.3 No 98 A168 34056 3 Palm 1.1 8.8 No 98 A250 36377 1.3 Palm 1.2 16.9 No 99 A169 34388 7.9 Palm 0.8 7.1 No 99 A251 36381 4.1 Palm 1 11.7 No 100 A171 34471 7.2 Cocount 1 10.9 No 100 A252 36387 3.8 Palm 1.3 12.7 No 101 A173 35034 6.9 Tamarind 2.4 11.4 No 101 A253 36390 4.1 Palm 1 11.3 No 102 A175 35050 5.4 Other 2.9 11.4 No 102 A257 36422 4.2 Palm 0.8 10.7 No 103 A176 35063 3.9 Tamarind 2.3 12.1 No 103 A258 36440 3.9 Neem 0.8 7.1 No 104 A180 35110 2 Tamarind 2 11.4 No 104 A259 36442 5.1 Palm 1.1 10.1 No 105 A181 35158 6.6 Other 2.6 13.7 No 105 A260 36443 5.2 Palm 1.2 10.6 No

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106 A182 35167 5.1 Tamarind 3.1 14.9 No 106 A266 36467 4.9 Naval 2.9 31 No 107 A183 35176 6.4 Tamarind 3.3 14.9 No 107 A267 36473 8.9 Palm 1.1 10.1 No 108 A187 35185 11.9 Coconut 0.9 9.3 No 108 A270 36526 5.5 Naval 2.9 7.1 No 109 A188 35189 11.1 Coconut 0.7 9.7 No 109 A272 36545 7.6 Naval 1 14.1 No 110 A189 35201 7.9 Other 1.6 1.2 No 110 A279 36586 6.1 Other 2.2 121 No 111 A190 35206 7.4 Other 0.7 7.9 No 111 A283 36602 5.3 Other 2.4 12.7 No 112 A191 35220 10.8 Other 1.1 10.3 No 112 A284 36612 6.9 Pungai 0.9 7.1 No 113 A192 35220 10.9 Other 0.9 10.5 No 113 A288 36679 7.1 Neem 0.8 7.1 No 114 A193 35229 9 Other 1.6 10.1 No 114 A298 36854 6.6 Other 1.3 8.9 No 115 A194 35234 6.7 Tamarind 2.8 11.3 No 115 A299 36864 4.9 Other 2.5 11.9 No 116 A195 35254 6.6 Tamarind 2.5 11.9 No 116 A300 36874 5.9 Other 2.9 12.8 No 117 A196 35264 6.5 Tamarind 2.8 12.3 No 117 A309 36928 5.7 Arasa 3.6 13.3 Yes 118 A200 35302 5.9 Tamarind 2.6 10.3 Yes 118 A313 36977 4.5 Tamarind 2.2 11.3 Yes 119 A201 35321 5.2 Tamarind 2.4 15.9 Yes 119 A317 37023 4.8 Neem 1.4 12.2 No 120 A204 35330 5 Tamarind 1.8 15.3 Yes 120 A321 37050 7.1 Neem 1 8.4 No 121 A205 35340 5 Tamarind 2.2 15.7 Yes 121 A322 37061 5.8 Neem 0.9 7.7 No 122 A206 35349 5.3 Tamarind 3 17.1 No 122 A326 37087 1.4 Palm 1.1 10.3 No 123 A207 35359 4.3 Tamarind 1.7 14.2 No 123 A327 37087 2.6 Neem 1.3 8.9 No 124 A208 35376 9.6 Other 0.5 10.7 No 124 A328 37095 3.6 Neem 1.6 8.4 No 125 A209 35379 10 Other 1.1 16.1 No 125 A331 37124 3.2 Other 2.9 12.4 No 126 A210 35380 9.3 Other 0.8 13.2 No 126 A337 37180 5.2 Other 2.4 8.1 No 127 A211 35381 9.1 Other 1.7 13.7 No 127 A338 37196 4.6 Other 2.3 8.7 No 128 A212 35382 8.4 Other 0.9 13.4 No 128 A340 37215 6 Palm 1.1 8.9 No 129 A213 35384 8.2 Other 1.2 12.1 No 129 A341 37218 6.5 Neem 1 7.1 No 130 A214 35388 10.2 Palm 1.1 6.3 No 130 A344 37274 5.8 Palm 0.8 7.2 No 131 A215 35392 7.5 Palm 1.9 7.1 No 131 A345 37279 5 Other 1.5 7.9 No 132 A216 35420 6.5 Other 0.7 7.3 No 132 A349 37307 6.8 Neem 1.3 8.3 No 133 A217 35475 6.9 Other 0.7 7.9 No 133 A352 37399 4.1 Other 3.6 8.7 No

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134 A219 35520 7.3 Other 0.7 7.2 No 134 A353 37437 4.1 Other 3.2 9.7 No 135 A220 35674 6.1 Other 2.8 7.9 No 135 A354 37464 3.4 Other 5.3 13.1 No 136 A222 35839 10 Neem 0.7 6.1 No 136 A355 37492 5.5 Other 5.7 12.2 No 137 A223 35860 5.6 Other 1.7 7.9 No 137 A357 37576 5.2 Other 5.9 13.1 No 138 A224 35900 10.6 Neem 0.9 6.2 No 138 A367 38070 6.9 Neem 1.2 7.2 No 139 A225 35931 8.1 Neem 1.2 10.7 No 139 A368 38081 7.3 Neem 1.2 6.9 No 140 A226 35955 5.4 Other 1.7 11.3 No 140 A369 38093 6.8 Pungam 1.2 6.5 No 141 A227 35960 6.4 Neem 0.9 8.2 No 141 A371 38130 7.6 Neem 1.3 8.1 No 142 A228 35965 6.7 Neem 1.1 9.3 No 142 A381 38205 8.5 Pungam 1.6 7.1 No 143 A229 36015 6.2 Neem 0.9 9.7 No 143 A391 38370 7.8 Neem 0.8 7.9 No 144 A230 36030 9.9 Palm 1.1 8.1 No 144 A392 38385 7.2 Pungam 1.9 10.3 No 145 A231 36042 8.3 Naval 1.6 10.7 No 145 A393 38389 9.7 Tamarind 2.1 10.9 No 146 A232 36040 6.6 Neem 0.8 7.9 No 146 A418 40520 4.9 Other 3.9 14.1 No 147 A233 36084 7.4 Neem 1.2 8.1 No 147 A419 40595 5.3 Palm 1.1 10.1 No 148 A240 36154 9.2 Palm 0.8 12.7 No 148 A420 40600 5.9 Palm 1 9.3 No 149 A241 36190 11.5 Naval 0.9 12.1 No 149 A421 40750 5.1 Other 0.6 6.1 No 150 A244 36255 0.6 Palm 1.3 12.3 No 150 A422 40860 0.7 Pungam 0.5 4.1 No 151 A245 36280 0.7 Other 0.8 5.9 No 151 A423 40868 2.1 Neem 1.9 8.5 No 152 A246 36313 0.7 Pungai 0.5 6.1 No 152 A424 40876 3.4 Other 0.9 6.1 No 153 A254 36395 10.9 Naval 1.5 10.1 No 153 A425 40883 3.6 Neem 1.3 7.1 No 154 A255 36401 11.6 Palm 1.1 10.9 No 154 A426 40887 4 Neem 1.5 7.9 No 155 A256 36415 10 Naval 2.3 11.3 No 155 A427 40900 4.1 Neem 1 8.1 No 156 A261 36440 9.1 Naval 2.5 10.3 No 156 A428 40908 3.9 Neem 1.1 7.1 No 157 A262 36458 7.4 Naval 2.7 12.7 No 157 A429 40913 3.6 Other 0.8 8.3 No 158 A263 36464 8.3 Palm 1.1 10.1 No 158 A430 40943 8 Other 1.1 8.7 No 159 A264 36467 7.6 Neem 0.5 7.3 No 159 A431 40956 7.2 Other 1.2 0.2 No 160 A265 36466 8.1 Naval 2.1 7.9 No 160 A432 40963 8 Neem 1.1 8.3 No 161 A268 36472 8.1 Naval 1.2 7.9 No 161 A433 40971 8.3 Other 0.8 7.9 No

213

162 A269 36481 7.7 Naval 1 61 No 162 A434 40976 7.7 Other 0.8 7.9 No 163 A271 36540 6.9 Naval 2.1 12.1 No 163 A435 40980 6.3 Neem 1.1 8.1 No 164 A273 36545 6.7 Mango 0.6 7.8 No 164 A436 40988 8 Neem 0.9 7.7 No 165 A274 36555 7.6 Neem 0.7 7.8 No 165 A437 40997 6.2 Neem 1.3 7.9 No 166 A275 36560 6.1 Neem 0.5 6.1 No 166 A438 41004 9 Other 1.2 8.1 No 167 A276 36566 6.9 Neem 0.9 6.9 No 167 A439 41010 3.1 Other 0.9 7.1 No 168 A277 36581 6.2 Other 1.1 12.1 No 168 A440 41014 7.7 Other 0.8 7.9 No 169 A278 36583 6.1 Other 1 8.1 No 169 A441 41020 7.6 Neem 1 8.3 No 170 A280 36591 7.2 Other 2.1 11.3 No 170 A442 41220 2.3 Other 0.7 7.1 No 171 A281 36597 7.8 Other 1.1 10.3 No 171 A443 41229 3.7 Neem 0.9 7.7 No 172 A282 36600 7.1 Other 1.5 12.3 No 172 A446 41341 2.9 Neem 0.8 4.5 No 173 A285 36626 7.4 Palm 0.9 14.8 No 173 A447 41373 4.1 Palm 0.9 10.3 No 174 A286 36626 5.6 Palm 2.1 13.2 No 174 A450 41513 4.8 Other 2.9 10.7 No 175 A287 36635 7.6 Palm 2.3 13.1 No 175 A451 41550 3.5 Palm 1.5 8.1 No 176 A289 36730 2.4 Other 3.5 13.1 No 176 A452 41550 3.6 Neem 1.1 7.7 No 177 A290 36740 11.6 Arasa 4.1 14.7 No 177 A453 41596 6.6 Other 1.3 8.1 No 178 A291 36747 2.5 Neem 0.7 7.1 No 178 A454 41639 5.8 Neem 1.1 7.9 No 179 A292 36769 1.9 Naval 2.8 11.3 No 179 A455 41663 6.6 Neem 1.3 7.3 No 180 A293 36802 10.5 Neem 1.7 11.7 No 180 A458 41749 9.1 Palm 0.9 5.9 No 181 A294 36811 7.3 Other 2.9 12.3 No 181 A460 41783 3.9 Palm 1.1 6.3 No 182 A295 36822 8.6 Neem 1.4 7.9 No 182 A461 41812 2.5 Pungam 0.8 5.1 No 183 A296 36840 9.4 Neem 1.3 8.7 No 183 A462 41826 2.5 Other 1.6 5.2 No 184 A297 36850 5 Other 2.6 11.7 No 184 A463 41895 2.3 Pungam 1.8 4.8 No 185 A301 36860 10.2 Neem 1.1 8.9 No 185 A465 41971 6.3 Mango 2 7.8 No 186 A302 36864 10.2 Neem 1.3 11.3 No 186 A472 42156 4.6 Pungam 0.8 5.1 No 187 A303 36874 7.1 Neem 1.2 10.7 No 187 A475 42194 5.9 Neem 0.9 6.1 No 188 A304 36878 10.1 Neem 1.2 10.1 No 188 A476 42198 6.1 Palm 1 5.9 No 189 A305 36902 8.5 Mango 0.8 9.4 No 189 A477 42206 5.9 Neem 0.8 6.4 No

214

190 A306 36910 8.7 Other 2.9 11.7 No 190 A478 42228 7.5 Neem 1 7.1 No 191 A307 36919 8.8 Neem 0.9 11.3 No 191 A481 42305 0.7 Other 0.8 4.2 No 192 A308 36927 5.9 Arasa 4.4 14.1 Yes 192 A483 42690 7.1 Other 0.8 5.1 No 193 A310 36963 9 Mango 1 7.9 No 193 A485 42721 6.8 Other 0.8 7.7 No 194 A311 36971 8.7 Other 2.3 13.1 Yes 194 A488 42771 9 Neem 1.8 8.1 No 195 A312 36981 6.1 Tamarind 2.7 14.7 Yes 195 A489 42796 7.7 Neem 2.1 9.7 No 196 A314 37002 5.8 Other 3.9 12.7 No 196 A490 42810 8.1 Other 1.6 7.1 No 197 A315 37017 7 Tamarind 2.5 13.8 No 197 A491 42819 7.1 Other 1 5.9 No 198 A316 37025 6 Tamarind 2.6 13.4 No 198 A494 42841 5.5 Other 2.9 12.1 No 199 A318 37036 8.6 Palm 1.5 14.3 No 199 A498 42890 8.3 Neem 1.1 9.1 No 200 A319 37047 8.3 Neem 0.9 7.9 No 200 A499 42898 7 Neem 1.5 8.1 No 201 A320 37048 8.4 Neem 0.9 7.8 No 201 A500 42912 7.9 Neem 1.5 7.9 No 202 A323 37069 9.8 Palm 1.1 10.9 No 202 A505 43160 0 Neem 1.3 7.8 No 203 A324 37071 8.4 Tamarind 3.2 12.7 No 203 A508 43220 6.9 Other 1.2 7.1 No 204 A325 37081 7.6 Neem 2.2 13.4 No 204 A510 43260 5.3 Alam 5.1 13.3 No 205 A329 37105 8.8 Neem 2.9 13.1 No 205 A511 43269 6.1 Alam 3.7 8.1 No 206 A330 37121 8.1 Tamarind 2.9 14.7 No 206 A522 43638 6.6 Neem 1.1 7.9 No 207 A332 37128 8.1 Tamarind 2.3 13.4 No 207 A523 43655 7.3 Other 1.2 9.9 No 208 A333 37135 7.8 Tamarind 2.9 13.9 No 208 A524 43663 4.7 Other 2.4 5.7 No 209 A334 37159 5.7 Tamarind 2.3 12.7 No 209 A526 43688 8.1 Neem 1.1 7.1 No 210 A335 37165 7.5 Neem 0.9 7.1 No 210 A527 43705 9.3 Neem 0.9 6.9 No 211 A336 37165 8 Palm 0.7 10.1 No 211 A528 43711 9.7 Neem 0.9 6.8 No 212 A339 37200 7.6 Neem 0.9 8.2 No 212 A529 43719 8.9 Neem 1.1 7.7 No 213 A342 37233 6.9 Neem 1.1 7.8 No 213 A530 43723 7.9 Neem 1.2 6.1 No 214 A343 37254 8.2 Neem 1.1 7.9 No 214 A531 43727 8.3 Neem 1 6.7 No 215 A346 37280 7.4 Palm 1.1 8.1 No 215 A543 43900 8.3 Neem 1.3 7.1 No 216 A347 37287 5.6 Other 2.2 7.1 No 216 A544 43943 7.5 Neem 1.5 8.2 No 217 A348 37300 7.3 Neem 1.1 7.9 No 217 A545 43967 6.8 Neem 1.9 9.1 No

215

218 A350 37322 7.8 Palm 1 8.9 No 218 A549 44019 8.1 Neem 1 7.1 No 219 A351 37322 7.8 Other 1.9 9.1 No 219 A550 44023 8.4 Neem 1.3 7.8 No 220 A356 37539 4.9 Other 2.9 12.3 No 220 A552 44057 7.1 Neem 1.2 7.9 No 221 A358 37597 3.3 Other 4.1 14.1 No 221 A556 44086 6.1 Other 1.1 7.7 No 222 A359 37610 5.5 Other 1.2 9.1 No 222 A557 44092 6.3 Other 1.2 8.1 No 223 A360 37674 1.7 Other 1.3 9.9 No 223 A558 44109 6.3 Other 1 8.2 No 224 A361 37871 2.1 Other 2.3 10.1 No 224 A560 44143 5.5 Pungam 1.1 9.7 No 225 A362 38022 6.3 Other 2.6 10.7 No 225 A563 44161 6.1 Pungam 1 7.1 No 226 A363 38039 6.9 Other 2.7 11.4 No 226 A564 44171 5.7 Pungam 1.2 6.9 No 227 A364 38048 6.6 Other 2.9 10.3 No 227 A565 44191 5.6 Pungam 1.1 6.9 No 228 A365 38058 6.3 Other 2.8 9.7 No 228 A566 44220 6.7 Pungam 1.1 7.1 No 229 A366 38070 7.1 Neem 1.1 7.7 No 229 A567 44237 6.1 Other 1 7.9 No 230 A370 38121 8.5 Palm 1.4 6.3 No 230 A568 44240 6.2 Other 1.3 8.1 No 231 A372 38141 7.5 Neem 0.6 5.9 No 231 A570 44285 6.7 Other 2.9 11.3 No 232 A373 38147 7.5 Neem 1.6 8.2 No 232 A572 44327 6.3 Neem 1.2 8.1 No 233 A374 38151 7 Neem 0.8 6.1 No 233 A574 44360 2.1 Neem 2.3 8.9 No 234 A375 38161 7.8 Neem 0.7 6.7 No 234 A582 45101 0.9 NEEM 1.4 9.7 No 235 A376 38173 6.9 Neem 1.8 8.3 No 235 A586 45363 8.1 PUNGAI 0.8 6.1 No 236 A377 38177 7.8 Neem 1 8.3 No 236 A587 45513 10.3 PUNGAI 1.1 5.9 No 237 A378 38186 8.5 Palm 1.2 6.3 No 237 A588 45526 9.3 PUNGAI 0.7 4.7 No 238 A379 38190 8.3 Neem 1.1 8.1 No 238 A589 45571 8.3 NEEM 1.8 8.3 No 239 A380 38200 6.5 Neem 1.8 7.9 No 239 A590 45610 10.7 PUNGAI 0.9 6.1 No 240 A382 38250 8.5 Neem 1.3 6.3 No 240 A617 46416 7.2 NEEM 1.6 10.9 No 241 A383 38260 7.5 Neem 0.6 6.1 No 241 A618 46425 7.2 Other 1.8 11.8 No 242 A384 38264 6.4 Pungam 1 6.4 No 242 A619 46428 7.4 PUNGAI 1.1 7.1 No 243 A385 38276 7.8 Pungam 0.5 6.1 No 243 A620 46433 7.7 PUNGAI 1.2 7.7 No 244 A386 38280 7.9 Neem 0.7 5.9 No 244 A621 46439 7.8 NEEM 0.9 6.9 No 245 A387 38285 7.7 Neem 1.1 6.1 No 245 A629 46466 9.6 PUNGAI 1 8.7 No

216

246 A388 38309 6.4 Neem 0.8 6 No 246 A630 46480 9.8 NEEM 1.3 8.9 No 247 A389 38318 7.4 Neem 1 8.4 No 247 A634 46583 7.7 NEEM 1.5 8.1 No 248 A390 38353 5.4 Neem 1.7 8.2 No 248 A635 46599 6.9 NEEM 1.9 8.8 No 249 A394 38392 6.1 Neem 0.8 5.9 No 249 A639 46675 6.3 Other 0.8 7.9 No 250 A395 38407 6.3 Neem 1.6 7.8 No 250 A642 46873 7.7 NAVAL 2.1 11.7 No 251 A396 38421 6.7 Neem 0.7 6.2 No 251 A643 46895 8.6 NEEM 1 7.8 No 252 A397 38438 5.9 Neem 1.5 7.4 No 252 A644 46896 9.3 NEEM 2.3 7.9 No 253 A398 38445 7.1 Neem 0.7 7.1 No 253 A645 46920 7.3 NEEM 1.5 9.1 No 254 A399 38470 7.3 Other 2.3 11.9 No 254 A647 46973 11.1 NEEM 1.1 7.1 No 255 A400 38485 5.8 Neem 0.9 6.1 No 255 A648 46977 7.7 PUNGAI 0.7 6.1 No 256 A401 38485 6.1 Other 0.6 5.9 No 256 A649 47030 8.9 NEEM 1.6 8.1 No 257 A402 38525 6.6 Other 1 5.7 No 257 A652 47090 8.1 NEEM 1.1 7.9 No 258 A403 38527 6.5 Other 1 5.1 No 258 A654 47147 6.7 VAGAI 1.9 10.8 No 259 A404 38533 6.4 Other 1.1 6.3 No 259 A655 47210 7.9 NEEM 0.6 6.1 No ALAMARA 260 A405 38600 5.3 Other 3.3 9.7 No 260 A657 47280 4.9 3.3 10.1 No M 261 A406 38647 5.6 Pungam 2.1 7.3 No 261 A658 47307 2.7 Palm 1.2 15.2 No 262 A407 38710 4.8 Other 1.2 5.1 No 262 A659 47313 5.3 Palm 1.3 11.7 No 263 A408 38833 7.6 Other 1 7.1 No 263 A660 47317 5.3 NEEM 1.1 7.9 No 264 A409 38853 8 Neem 2.4 7.9 No 264 A662 47389 4.5 NEEM 1.1 10.1 No 265 A410 38944 6.1 Pungam 1.9 7.7 No 265 A665 47419 4.1 Palm 1.1 14.7 No 266 A411 39020 7.2 Other 0.5 4.5 No 266 A669 47441 7.2 Other 1.3 11.1 No 267 A412 39533 5.7 Neem 1.2 7.5 No 267 A670 47443 7.6 Other 1.1 10.9 No 268 A413 39915 6.9 Pungam 1.2 6.1 No 268 A671 47450 4.9 NEEM 1.3 11.8 No 269 A414 40171 2.5 Other 2.7 17.4 No 269 A676 47532 5.5 Other 4.8 18.3 No 270 A415 40312 4 Other 4.1 11.3 No 270 A682 47936 1.3 Palm 1.1 9.7 No 271 A416 40390 7.5 Neem 1.9 10.3 No 271 A683 47936 2.4 Palm 1.2 9.8 No 272 A417 40397 11.1 Tamarind 4 13.7 No 272 A684 47937 3.1 NEEM 1.3 8.1 No

217

273 A444 41252 7.9 Neem 1.1 7.9 No 273 A685 47940 2.4 Palm 1.4 10.7 No 274 A445 41305 7.7 Other 1.9 8.3 No 274 A686 47946 2.2 Palm 1.1 10.3 No ALAMARA 275 A448 41374 10.5 Palm 1.2 10.7 No 275 A687 48083 4.5 3.5 14.8 No M 276 A449 41402 11.4 Neem 1.5 10.9 No 276 A690 48119 5.9 Other 1.9 8.3 No 277 A456 41664 7.8 Other 1.4 14.7 No 277 A691 48125 6.1 Other 1.8 8.9 No 278 A457 41694 5.1 Neem 1.1 7.1 No 278 A692 48135 6.5 Other 1.5 10.7 No 279 A459 41773 3.3 Palm 1.6 6.1 No 279 A697 48203 0.1 Palm 1.1 9.7 No 280 A464 41906 8.4 Mango 3.4 7.9 No 280 A702 48367 6.7 Palm 1.1 12.3 No 281 A466 41967 7.9 Mango 2.7 8.1 No 281 A703 48405 7.9 NEEM 2.1 8.1 No 282 A467 41980 11.4 Pungam 0.9 7.1 No 282 A704 48405 7.9 Palm 1.3 9.3 No 283 A468 42025 7.3 Neem 2.1 8.3 No 283 A705 48405 7.9 Palm 1.3 9.3 No 284 A469 42065 7.9 Other 2.3 9.1 No 284 A706 48504 5.4 NEEM 2.5 8.7 No 285 A470 42075 9.7 Palm 1.1 6.1 No 285 A707 48521 8.2 NEEM 1.7 7.9 No 286 A471 42150 10.1 Neem 1.3 7.1 No 286 A709 48552 7.2 NEEM 1.7 7.9 No 287 A473 42185 9.9 Neem 1.1 7.9 No 287 A712 48684 4.5 NEEM 2.9 9.7 No 288 A474 42188 7.5 Neem 1.8 7.7 No 288 A713 48700 0.2 VANGAI 3.5 14.8 No 289 A479 42260 11.4 Neem 0.9 8.1 No 289 A714 48701 5.5 NEEM 2.9 10.3 No 290 A480 42263 7.9 Neem 1.5 8.5 No 290 A715 48715 5.9 NEEM 1.5 10.7 No 291 A482 42655 7.8 Other 1.1 8.1 No 291 A716 48720 5.1 NEEM 1.3 11.3 No 292 A484 42722 8.2 Neem 1.1 8.1 No 292 A719 48731 5.1 Palm 1.1 10.9 No 293 A486 42752 6.9 Neem 1.2 8.2 No 293 A720 48733 5.8 Palm 1.3 11.3 No 294 A487 42766 7.2 Neem 1.9 8.4 No 294 A721 48733 5.1 NEEM 1.2 8.3 No 295 A492 42825 7.4 Neem 1.3 7.9 No 295 A725 49098 7.1 Palm 1.1 15.7 No 296 A493 42834 7.5 Neem 1.4 8.1 No 296 A726 51475 14.7 Palm 1.1 8.1 No 297 A495 42849 7.1 Neem 1.2 8.1 No 297 A727 51475 15 Palm 0.9 8.3 No 298 A496 42857 8.3 Neem 1 7.9 No 298 A728 51475 12.7 Palm 0.9 8.9 No 299 A497 42886 8.1 Neem 1.2 8.9 No 299 A729 51476 13.9 Palm 1.1 8.7 No

218

300 A501 42915 7.8 Neem 1.6 8.1 No 300 A730 51477 13.1 Palm 1 8.9 No 301 A502 43043 3.5 Neem 1.1 7.9 No 301 A731 51480 13.1 Palm 0.9 9.3 No 302 A503 43055 4.9 Neem 1.2 8.1 No 302 A732 51477 13 Palm 0.8 9.7 No 303 A504 43060 3.1 Neem 1.1 7.1 No 303 A733 51473 5.1 Palm 1.1 9.3 No 304 A506 43205 10.4 Neem 1.3 9.1 No 304 A734 51475 7.2 Palm 1.7 7.9 No 305 A507 43219 11.2 Neem 1.1 9.3 No 305 A735 51470 6.1 Palm 1.2 9.3 No 306 A509 43240 6.5 Alam 3.5 12.1 No 306 A736 51475 8.3 Palm 1 9.7 No 307 A512 43281 6.5 Neem 1.3 7 No 307 A737 51470 6.1 Palm 1.2 9.7 No 308 A513 43291 3.1 Alam 5.7 11.3 No 308 A738 51472 4.2 Palm 0.9 7.8 No 309 A514 43345 3.5 Neem 1.1 7.5 No 309 A739 51471 7.1 Palm 0.8 7.3 No 310 A515 43361 1.4 Arasa 4.1 13.1 No 310 A757 51600 5.1 Coconut 1.2 9.2 No 311 A516 43400 5.1 Neem 1.5 8.5 No 311 A758 51601 2.7 Coconut 1.3 8.2 No 312 A517 43497 10.4 Neem 1.4 7.9 No 312 A759 51609 6.1 Tamarind 1.4 11.4 No 313 A518 43610 7.5 Neem 1.9 7.7 No 313 A760 51604 8.1 Tamarind 1.5 10.7 No 314 A519 43617 7.3 Neem 1.3 7.9 No 314 A761 51614 12.3 Coconut 1.2 7.9 No 315 A520 43629 7 Other 1.5 8.1 No 315 A762 51618 13.1 Coconut 1.2 8.1 No 316 A521 43639 6.9 Pungam 0.9 7 No 316 A763 51621 13.2 Coconut 1.2 7.9 No 317 A525 43668 6 Neem 2.7 7.9 No 317 A764 51602 11.7 Tamarind 1.1 8.1 No 318 A532 43710 8.3 Neem 0.9 8.1 No 318 A767 51772 7.8 Neem 2.2 6.1 No 319 A533 43721 8.3 Neem 0.8 7.1 No 319 A768 51772 9.9 Coconut 0.9 7.9 No 320 A534 43730 8.1 Neem 1.2 8.2 No 320 A769 51776 7.7 Coconut 0.9 8.3 No 321 A535 43738 5.9 Pungam 1.2 7.7 No 321 A770 51780 8.1 Neem 1.3 7.7 No 322 A536 43746 8.9 Neem 1.3 8.1 No 322 A771 51781 7.9 Coconut 1.2 9.1 No 323 A537 43775 6.1 Neem 0.8 7 No 323 A772 51785 8.3 Coconut 1.1 9.8 No 324 A538 43822 4.9 Pungam 1.3 4.1 No 324 A773 51795 18.1 Mango 1.3 7.9 No 325 A539 43870 7.1 Neem 1.3 7.9 No 325 A774 51800 13.2 Coconut 1.2 9.7 No 326 A540 43874 7.4 Neem 0.9 8.2 No 326 A783 54854 4.8 Coconut 1.1 10.1 No 327 A541 43876 6.3 Neem 1.3 8.1 No 327 A784 54854 8.3 Coconut 0.9 9.7 No

219

328 A542 43888 5.3 Neem 1.4 8.3 No 328 A785 54854 14.8 Coconut 1.2 9.7 No 329 A546 43973 7.1 Neem 1.3 7.9 No 329 A786 54854 12.4 Other 1.3 10.7 No 330 A547 44016 5 Other 2.9 8.9 No 330 A790 55556 3.5 Other 1.9 11.2 No 331 A548 44021 7.6 Other 1.1 7 No 331 A797 55583 3.7 Coconut 1.1 11.1 No 332 A551 44052 5.7 Arasa 3.9 9.9 No 332 A798 55582 2.1 Coconut 1.2 8.1 No 333 A553 44087 8.2 Neem 1.1 6.1 No 333 A799 55585 4.9 Coconut 1.4 7.9 No 334 A554 44090 7.6 Neem 0.9 7.1 No 334 A801 55700 6.1 Other 1.1 6.1 No 335 A555 44098 6.7 Neem 1.5 7.9 No 335 A803 55702 2.2 Neem 3.1 11.7 No 336 A559 44124 6.1 Other 2.9 8.7 No 336 A806 55822 10.5 Other 0.8 6.3 No 337 A561 44155 6.9 Neem 1.3 8.1 No 337 A807 55869 7.5 Pungai 0.9 7.1 No 338 A562 44183 6.3 Neem 1.1 7.9 No 338 A808 55883 7.6 Other 2.7 11.3 No 339 A569 44242 6.3 Neem 1.2 8.7 No 339 A809 55888 7.6 Neem 2.1 10.7 No 340 A571 44315 5.1 Neem 1.5 11.1 No 340 A817 55984 6 Neem 2.1 13.9 No 341 A573 44350 9.7 Other 2.3 9.3 No 341 B2 56073 2.6 Other 3.3 17.5 No 342 A575 44448 8.1 Other 2.7 7.9 No 342 B3 56080 5.3 neem 0.9 7.5 No 343 A576 44522 13.9 Arasa 4.1 11.3 No 343 B4 56089 2.3 neem 1 9 No 344 A577 44534 15.3 Arasa 3.2 14.1 No 344 B5 56097 2.1 neem 1.2 9.5 No 345 A578 44558 9.8 Neem 1.3 7.8 No 345 B6 56099 5.4 coconut 1.2 10.3 No 346 A579 44710 9.7 Pungam 1.1 7.1 No 346 B7 56102 5.4 coconut 1.1 10.2 No 347 A580 44722 12.9 Pungam 1.2 6.9 No 347 B8 56119 0.7 neem 0.5 5.3 No 348 A581 44941 1.2 Other 1.3 11.3 No 348 B9 56124 0.7 neem 0.8 9.3 No 349 A583 45121 4.7 PUNGAI 0.8 6.1 No 349 B10 56151 1.4 neem 1 9.7 No 350 A584 45119 6.1 PUNGAI 1.4 6.3 No 350 B11 56167 0.2 Other 2.8 17.5 No 351 A585 45118 10.3 PUNGAI 0.9 6.7 No 351 B12 56186 4.3 Other 1.8 7.8 No 352 A591 45729 12.4 NEEM 2.1 9.7 No 352 B13 56206 2.5 Other 1.6 4.9 No 353 A592 45800 4.1 PUNGAI 0.9 7.7 No 353 B18 56400 8.3 neem 0.9 8.2 No 354 A593 45807 3.7 Other 1.3 10.1 No 354 B20 56421 5.7 Other 1.9 13.2 No 355 A594 45818 4.2 PUNGAI 1 6.3 No 355 B22 56431 8 coconut 1 9.5 No

220

356 A595 45827 4.5 Other 0.9 6.1 No 356 B23 56435 8.8 coconut 1.1 10.1 No 357 A596 45846 4.4 Other 1.3 7.9 No 357 B24 56440 8.6 coconut 1 10.2 No 358 A597 45849 4.1 Other 1.1 7.7 No 358 B25 56457 6 Other 1.5 8.3 No Tamarindar 359 A598 45908 2.4 NEEM 1.2 8.3 No 359 B40 56589 5.3 2.9 12.2 No am Tamarindar 360 A599 46060 5 PUNGAI 1 7.9 No 360 B44 56613 4.8 3.1 17 Yes am Tamarindar 361 A600 46065 4.5 PUNGAI 0.9 7.8 No 361 B45 56623 4.7 3.3 20.4 Yes am Tamarindar 362 A601 46087 4.8 PUNGAI 0.9 7.7 No 362 B48 56656 5.3 3.2 16.2 No am 363 A602 46090 5 PUNGAI 1.3 8.9 No 363 B53 56696 9.6 Other 0.8 10.7 No 364 A603 46301 1 PUNGAI 1 7.9 No 364 B54 56698 9.7 Other 0.7 8.2 No 365 A604 46311 0.7 PUNGAI 1.1 8.3 No 365 B55 56704 9.8 Other 0.8 7.8 No 366 A605 46314 1.1 PUNGAI 0.8 8.1 No 366 B56 56709 10.1 Other 1.1 8 No Tamarindar 367 A606 46316 1.1 PUNGAI 1.1 7.3 No 367 B57 56720 5.5 3.1 13.8 Yes am 368 A607 46318 1 PUNGAI 1.3 8.1 No 368 B61 56743 8.1 neem 1 10.5 No 369 A608 46332 10.6 Other 1.7 8.3 No 369 B68 56885 11.7 Other 2 14.9 No 370 A609 46343 10.9 PUNGAI 0.9 7.1 No 370 B69 56886 11.5 Other 1.4 14.5 No 371 A610 46352 10.6 PUNGAI 1 7.8 No 371 B70 56936 4.8 Other 1 6.4 No 372 A611 46355 11 PUNGAI 1.1 7.3 No 372 B71 56973 11.5 neem 0.9 11.2 No 373 A612 46360 13.4 Other 1 6.1 No 373 B72 56975 11.5 neem 1 11 No 374 A613 46373 11.5 PUNGAI 1.3 7.8 No 374 B73 56986 11.5 Other 0.8 9.5 No 375 A614 46400 11.3 Other 1.5 11.1 No 375 B74 56989 9.6 neem 0.9 10 No 376 A615 46420 10.7 Other 1.4 11.3 No 376 B75 56990 3.2 neem 0.8 11.8 No 377 A616 46427 10.6 Other 1.1 11.7 No 377 B77 57015 4.8 neem 2 10 No 378 A622 46445 6.5 NEEM 1.6 8.9 No 378 B78 57048 2.5 neem 1.1 11.2 No

221

379 A623 46450 7.1 PUNGAI 0.8 7.7 No 379 B79 57084 8.5 Other 2.1 13.7 No 380 A624 46450 7.1 PUNGAI 0.9 7.9 No 380 B80 57100 11.5 Other 0.9 7.2 No 381 A625 46454 6.8 Other 0.7 8.1 No 381 B81 57165 9.5 neem 0.8 9.5 No 382 A626 46460 6.5 PUNGAI 1.1 7.9 No 382 B82 57170 9.5 Other 0.6 4.6 No 383 A627 46474 6.2 Other 1.2 8.1 No 383 B83 57238 6.7 neem 1 8.8 No 384 A628 46477 5.9 Other 2.3 11.9 No 384 B87 57550 6.3 coconut 1 10.4 No 385 A631 46500 6.5 Other 1 7.1 No 385 B88 57551 6.6 coconut 0.9 9.2 No 386 A632 46503 5.7 Other 1.4 8.9 No 386 B89 57615 6.9 Other 2 7.6 No 387 A633 46507 6.3 PUNGAI 1.3 8.7 No 387 B98 57716 7.6 neem 1.2 12.2 No 388 A636 46605 6.5 NEEM 1.5 9.1 No 388 B106 57748 9.6 neem 0.7 8 No 389 A637 46617 6.5 NEEM 1.6 7.7 No 389 B110 57793 7.4 Other 0.9 5.1 No 390 A638 46637 5.8 NEEM 1.3 8.7 No 390 B115 57902 11 Other 0.5 6 No 391 A640 46812 9.2 PUNGAI 0.8 4.8 No 391 B126 58005 9.2 neem 1.5 9.6 No 392 A641 46840 8.1 PUNGAI 1 8.1 No 392 B127 58061 5.1 Other 3.9 22.9 No 393 A646 46967 6 NEEM 1.4 10.7 No 393 B130 58126 7.9 Neem 1.2 11.6 No ALAMAR 394 A650 47045 4.9 3.1 9.7 No 394 B131 58134 5.5 Other 1.6 10.8 No A M ALAMAR 395 A651 47056 4.2 4.9 10.7 No 395 B153 58887 7.9 Other 2.9 9.2 No A M ALAMAR 396 A653 47108 5.2 3.9 14.7 No 396 B160 59354 6.6 Other 2 12.5 No A M 397 A656 47221 9.3 Palm 1.1 13.3 No 397 B163 59555 4.8 Neem 3.8 15.3 No ALAMAR 398 A661 47345 8.8 3.1 9.7 No 398 B164 59589 5.4 Neem 3.4 21 No A M 399 A663 47387 9.4 Other 1.2 8.1 No 399 B165 59601 6.7 Neem 0.8 9.3 No ALAMAR 400 A664 47409 8.3 3.1 9.3 No 400 B168 59648 5.7 Other 3.9 15.3 No A M 401 A666 47424 7.2 NEEM 0.9 7.7 No 401 B169 59665 6.4 Neem 1.9 11.5 No

222

402 A667 47424 7.3 Palm 1.3 9.9 No 402 B171 59734 8.6 Palm 0.8 6.9 No 403 A668 47425 5.2 NEEM 0.9 8.1 No 403 B175 59927 11.1 Neem 0.6 6.5 No ALAMAR 404 A672 47450 7.1 4.3 14.7 No 404 B178 60254 3 Other 0.8 9.6 No A M ALAMAR 405 A673 47474 6.7 6.1 13.1 No 405 B179 60380 5.1 Other 1.1 8.9 No A M ALAMAR 406 A674 47499 5.4 5.1 12.4 No 406 B180 60392 4.8 Other 0.5 8.5 No A M 407 A675 47506 5.9 NAVAL 2.9 13.7 No 407 B181 60484 6.9 Other 0.9 7.3 No 408 A677 47532 6.1 Other 0.7 8.9 No 408 B182 60506 5.8 Other 1.2 7.5 No 409 A678 47553 6.8 Other 1.4 7.1 No 409 B183 60512 5.8 Other 1.2 9.2 No 410 A679 47560 7.1 Palm 1.1 10.9 No 410 B184 60519 6.6 Other 0.8 7.8 No 411 A680 47574 7.2 Palm 1.1 11.3 No 411 B185 60650 8.2 Other 1.1 7.6 No 412 A681 47609 5.6 NEEM 4.3 10.9 No 412 B186 60662 5.9 Other 1.3 9 No 413 A688 48103 7.4 PUNGAI 2.1 8.1 No 413 B187 60703 6.3 Other 1.1 8.7 No 414 A689 48114 6.1 Other 2.1 10.3 No 414 B191 60764 5.6 Other 0.6 7.9 No 415 A693 48127 6.4 Other 2.1 10.3 No 415 B193 60839 4 Neem 3.6 15 No 416 A694 48133 7.1 Other 2.2 10.7 No 416 B195 60879 10.9 Other 0.6 6.1 No 417 A695 48167 3.1 PUNGAI 1.3 9.3 No 417 B197 60940 0.5 Neem 1.5 11.3 No 418 A696 48183 2.9 Palm 1.1 8.9 No 418 B204 61100 5.6 Other 1.7 6 No 419 A698 48275 5.8 Palm 0.9 17.3 No 419 B205 61111 5.8 Other 1.3 9.6 No 420 A699 48325 6 Palm 1.1 13.4 No 420 B206 61115 6 Other 1.1 9.9 No 421 A700 48334 8.3 Palm 1.2 14.2 No 421 B207 61122 6.2 Other 1 7.7 No 422 A701 48336 4.7 Palm 1 15.7 No 422 B208 61154 6 Other 3 16.6 No 423 A708 48524 7.4 Palm 1.1 10.7 No 423 B209 61154 11.1 Neem 2.7 21.7 No ALAMAR 424 A710 48561 6 2.7 10.3 No 424 B210 61175 7.2 Other 0.6 6.7 No A M 425 A711 48687 4.8 NEEM 2.1 10.3 No 425 B211 61185 7.6 Other 1 9 No

223

426 A717 48720 6.7 VAGAI 3.7 14.3 No 426 B213 61244 10.1 Arasan 2.8 11.9 No 427 A718 48731 6.9 NAVAL 4.3 15.1 No 427 B214 61275 8 Cocount 0.9 8.5 No 428 A722 48740 0.9 NAVAL 2.9 11.7 No 428 B215 61278 8.2 Cocount 1 9.2 No 429 A723 48760 1.9 NAVAL 3.1 14.1 No 429 B216 61287 5 Other 1 6.7 No 430 A724 48761 2.3 NAVAL 3.7 13.2 No 430 B217 61298 5.8 Neem 0.8 7 No 431 A740 51470 3.1 Palm 0.9 9.1 No 431 B220 61314 5.8 Neem 2 11.4 No 432 A741 51475 0.9 Palm 0.9 8.1 No 432 B223 61375 5.3 Cocount 1 11.4 No 433 A742 51474 0.9 Palm 1.1 8.3 No 433 B224 61378 5.2 Cocount 2 13.6 No 434 A743 51474 1.2 Palm 1 8.1 No 434 B225 61453 6.6 Other 2.1 13.9 No 435 A744 51470 1.9 Palm 1.1 7.7 No 435 B226 61485 7.8 Neem 1.6 10.8 No 436 A745 51475 2.3 Palm 1 10.1 No 436 B227 61514 9.9 Other 1.4 9.2 No 437 A746 51447 2.7 Palm 0.9 9.7 No 437 B228 61523 8.8 Other 1.9 12.6 No 438 A747 51471 2.8 Palm 0.8 10.3 No 438 B229 61531 8.4 Other 1.6 8.9 No 439 A748 51477 3.4 Palm 0.9 9.8 No 439 B230 61542 8.2 Neem 1.1 9.6 No 440 A749 51470 3.9 Palm 0.8 9.2 No 440 B231 61549 8.5 Other 1.3 9.3 No 441 A750 51767 5.8 Palm 0.9 9.8 No 441 B233 61568 9.8 Other 1.8 12.6 No 442 A751 51766 6.9 Palm 1.1 9.8 No 442 B235 61576 9.6 Neem 0.8 9.8 No 443 A752 51761 7.9 Palm 1.2 9.8 No 443 B237 61592 9.5 Other 1.3 7.2 No 444 A753 51760 10.9 Palm 1.1 9.1 No 444 B238 61608 9.3 Other 2.5 8 No 445 A754 51775 10.2 Palm 1.2 9.3 No 445 B239 61616 9.6 Other 1 9.2 No 446 A755 51603 3.9 Coconut 1.3 8.1 No 446 B240 61623 9.2 Other 1.5 10.6 No 447 A756 51600 2.9 Coconut 1.9 7.9 No 447 B241 61647 9.1 Other 2.2 10.7 No 448 A765 51611 8.1 Palm 1.8 9.1 No 448 B242 61668 8.4 Other 1.5 9.3 No 449 A766 51613 2.9 Mango 1.7 9.7 No 449 B243 61686 7.8 Other 2.4 10.3 No 450 A775 53780 1.1 Palm 1.2 14.7 No 450 B246 61724 5 Other 1.3 9.8 No 451 A776 53725 9.9 Palm 1.1 13.3 No 451 B247 61728 5 Other 1.5 10 No 452 A777 53725 10.6 Palm 1.2 13.7 No 452 B248 61734 4 Other 1.5 12.4 No 453 A778 54854 14.7 Coconut 1.4 9.1 No 453 B249 61754 1.5 Neem 1.5 10 No

224

454 A779 54854 12.3 Coconut 1.1 10.7 No 454 B250 61760 5.8 Mango 1 9.8 No 455 A780 54853 9.7 Coconut 1.2 9.3 No 455 B251 61796 3.3 Neem 2.5 15.4 No 456 A781 54853 6.1 Coconut 1.2 10.1 No 456 B253 61838 3.6 Tamarind 2.8 9.9 No 457 A782 54850 1.1 Coconut 1.1 10.7 No 457 B254 61856 4.8 Tamarind 2.8 11 No 458 A787 55050 14.1 Coconut 1.2 9.7 No 458 B255 61873 4.4 Tamarind 4.1 11.7 No 459 A788 55553 9.8 Coconut 1.4 9.8 No 459 B257 61897 4.1 Tamarind 3.7 15 No 460 A789 55551 6.1 Coconut 1.3 9.3 No 460 B258 61936 11.5 Cocount 1 11.5 No 461 A791 55566 12.8 Coconut 1.2 9.7 No 461 B259 61941 11.5 Cocount 0.8 12.3 No 462 A792 55567 9.9 Coconut 1.3 8.9 No 462 B260 61946 10.5 Cocount 1 14 No 463 A793 55563 6.7 Coconut 1.1 10.1 No 463 B261 61948 10.2 Cocount 1 14.6 No 464 A794 55582 12.9 Coconut 1.2 9.1 No 464 B262 61967 5.8 Tamarind 3.4 13.2 No 465 A795 55581 8.9 Coconut 1.3 9.3 No 465 B263 61989 7.8 Neem 3.6 14.5 No 466 A796 55580 6.2 Coconut 1.4 9.7 No 466 B264 61991 6.5 Mango 0.6 5.6 No 467 A800 55702 14.2 Other 1.5 8.9 No 467 B265 61996 9.6 Cocount 1.1 11.6 No 468 A802 55699 3.7 Neem 1 6.7 No 468 B267 62052 8.9 Neem 1 7 No 469 A804 55820 1.1 Naval 3.1 8.9 No 469 B268 62068 5.3 Other 2.2 10.2 No 470 A805 55828 2.7 Naval 2.9 10.7 No 470 B269 62089 8.6 Other 0.5 5.6 No 471 A810 55901 4.6 Neem 1 7.1 No 471 B270 62092 8 Other 1.1 9.8 No 472 A811 55925 6.3 Other 2.1 11.7 No 472 B271 62130 5 Tamarind 3.4 11.2 No 473 A812 55930 8.2 Coconut 1.1 10.1 No 473 B272 62141 7.7 Palm 0.8 10.3 No 474 A813 55939 7.1 Pungai 0.8 7.1 No 474 B273 62143 7.6 Palm 0.7 10.2 No 475 A814 55939 7.3 Pungai 0.9 6.3 No 475 B274 62143 9 Other 0.9 7.5 No 476 A815 55939 6.9 Pungai 0.8 5.1 No 476 B275 62150 9.1 Cocount 0.8 11.3 No 477 A816 55945 5.1 Mango 1.1 5.1 No 477 B276 62151 8 Palm 0.7 9 No 478 B1 56046 8.8 Other 1.1 7.8 No 478 B277 62147 10.3 Neem 0.6 7.6 No 479 B14 56320 9.7 neem 0.8 7.3 No 479 B278 62151 7.9 Neem 0.6 8.8 No Tamarind 480 B15 56344 11.2 3.2 16.7 No 480 B279 62154 8.3 Palm 0.6 9.8 No ar am

225

481 B16 56357 11.8 Other 1.8 11.3 No 481 B280 62156 10.3 Cocount 1 11 No 482 B17 56371 7.8 neem 1.5 8.1 No 482 B281 62158 11.3 Cocount 0.9 11.3 No 483 B19 56412 8.5 coconut 1 9.1 No 483 B282 62160 8.5 Palm 0.7 10.1 No 484 B21 56430 7.7 neem 1.1 8.1 No 484 B283 62162 10.5 Cocount 1 12.2 No 485 B26 56479 8 neem 0.9 10.2 No 485 B284 62163 8.5 Palm 0.7 12 No 486 B27 56486 7.9 neem 0.8 9.7 No 486 B285 62166 9.1 Palm 1.1 12.3 No 487 B28 56492 7.8 neem 1 7.6 No 487 B286 62173 9.3 Neem 0.7 8.9 No 488 B29 56502 6 Other 1.5 5.9 No 488 B287 62174 9.4 Palm 0.6 10.3 No 489 B30 56506 6 Other 0.9 5.5 No 489 B288 62174 11.3 Cocount 1.1 10 No 490 B31 56508 6 neem 1 12.7 No 490 B289 62178 7.8 Cocount 1.1 10.3 No 491 B32 56509 4.9 Other 0.8 8.1 No 491 B290 62178 9.5 Palm 0.7 10.5 No 492 B33 56527 7.1 Other 1.2 13 No 492 B291 62179 11.5 Cocount 1 10.3 No 493 B34 56545 6.1 Other 0.6 9.6 No 493 B292 62183 9.8 Cocount 0.9 10.2 No 494 B35 56575 7.2 Other 0.7 10.5 No 494 B293 62191 7.9 Palm 1 11.2 No 495 B36 56585 6.8 Other 0.7 7.6 No 495 B294 62193 7.3 Palm 0.9 11.5 No 496 B37 56590 6.8 coconut 0.9 8 No 496 B295 62202 7.1 Neem 1 8.6 No 497 B38 56593 6.4 neem 0.6 10 No 497 B298 62210 9.4 Neem 0.9 9.6 No 498 B39 56593 7.4 neem 0.6 10.1 No 498 B299 62212 11 Coconut 1 12 No Tamarind 499 B41 56601 5.3 3.3 15.6 No 499 B300 62214 11.5 Coconut 0.9 11.8 No ar am Tamarind 500 B42 56613 5.9 2.6 15.5 Yes 500 B303 62227 6.7 Palm 1.1 14.1 No ar am Tamarind 501 B43 56622 5.2 3.2 16 Yes 501 B304 62239 6.6 Palm 9 11 No ar am Tamarind 502 B46 56642 8.8 1 9.2 No 502 B305 62239 9.5 Palm 1.2 10.3 No ar am Tamarind 503 B47 56646 6.7 2.7 15.3 No 503 B306 62240 9.2 Coconut 0.8 6.4 No ar am

226

Tamarind 504 B49 56657 5.8 2.7 15 No 504 B307 62243 10.3 Coconut 1.3 10.6 No ar am Tamarind 505 B50 56669 5.8 2.3 14.3 No 505 B308 62245 11.3 Coconut 1.2 10.9 No ar am Tamarind 506 B51 56679 5.5 3.6 16.2 No 506 B309 62253 7.8 Palm 0.9 10.6 No ar am Tamarind 507 B52 56691 5.6 2.5 15.5 No 507 B310 62258 8.3 Palm 0.8 11 No ar am Tamarind 508 B58 56720 6.3 0.7 6.8 No 508 B314 62270 8.5 Neem 1.2 8.1 No ar am Tamarind 509 B59 56729 5.1 2.8 14.9 Yes 509 B315 62284 7.3 Other 2 12.3 No ar am Tamarind 510 B60 56735 5 3 16 No 510 B316 62282 10.3 Other 1.4 10.3 No ar am Tamarind 511 B62 56763 4.8 2.2 9.9 No 511 B317 62300 8.1 Other 2.8 11 No ar am Tamarind 512 B63 56770 5.8 4.1 13.3 No 512 B318 62309 6.6 Other 0.6 6.4 No ar am Tamarind 513 B64 56778 5.2 2.5 10.5 No 513 B319 62321 9.6 Neem 0.7 7.9 No ar am Tamarind 514 B65 56799 8 3.8 13.5 No 514 B320 62370 9.9 Neem .8/ 7.3 No ar am 515 B66 56829 8.2 neem 0.9 10.2 No 515 B321 62391 9.3 Other 0.5 6.2 No 516 B67 56865 9.2 Other 1 10.9 No 516 B322 62445 9.1 Other 0.4 7 No 517 B76 57008 1.3 Palm 1 9.5 No 517 B323 62449 9 Other 0.7 6.1 No 518 B84 57333 8.2 coconut 1 10.9 No 518 B324 62479 7.7 Neem 0.9 9.7 No 519 B85 57336 8.2 coconut 1 10.8 No 519 B325 62488 9.1 Neem 0.7 9.4 No 520 B86 57416 7.1 Other 1.3 7.9 No 520 B326 62509 8.6 Tamarind 2.7 14 No 521 B90 57618 7.2 coconut 0.9 12.8 No 521 B328 62528 9.1 Other 0.8 9.3 No

227

522 B91 57621 7.8 coconut 0.7 9.6 No 522 B329 62525 11.3 Other 0.9 9.1 No 523 B92 57653 8.5 coconut 1 13.1 No 523 B331 62574 6.3 Tamarind 3.5 15.8 No 524 B93 57656 8.6 coconut 1.2 13.1 No 524 B332 62579 6.3 Tamarind 3.3 13 No 525 B94 57664 8.5 coconut 1 3.5 No 525 B337 62638 6 Other 1 6.8 No 526 B95 57668 7.6 coconut 1 10.2 No 526 B338 62644 6.7 Other 1 6.6 No 527 B96 57671 8.6 coconut 0.9 10.2 No 527 B339 62653 4.4 Neem 1.1 8.6 No 528 B97 57675 8.1 coconut 0.9 9.1 No 528 B341 62700 3.9 Neem 3.4 11.7 No 529 B99 57717 7 coconut 0.9 13.3 No 529 B342 62715 6.1 Neem 1 9.8 No 530 B100 57721 6.5 neem 1.2 11.7 No 530 B346 62737 4.2 Coconut 0.8 13.3 No 531 B101 57723 6.5 coconut 1 13.3 No 531 B347 62745 7.3 Coconut 1 14.2 No 532 B102 57721 7.7 coconut 0.9 12.5 No 532 B348 62796 4.7 Neem 2 12.2 No 533 B103 57731 5.8 coconut 0.7 10.3 No 533 B349 62822 8.5 Other 0.9 7.6 No 534 B104 57739 5.9 neem 0.6 7.5 No 534 B350 62822 9 Neem 0.8 7.8 No 535 B105 57743 5.1 coconut 1.1 10.5 No 535 B351 62842 7.5 Neem 1 8.1 No 536 B107 57747 9.5 neem 0.7 5.2 No 536 B355 62982 7.6 Other 1.1 9 No arasamar 537 B108 57770 7.8 1.9 12.4 No 537 B359 63042 8.3 Other 1.1 8.5 No a m 538 B109 57770 8.1 neem 1 6.4 No 538 B361 63059 6.2 Coconut 0.8 12 No 539 B111 57894 5.2 coconut 1.6 13 No 539 B362 63050 6.6 Neem 0.8 12.1 No 540 B112 57896 4.7 Other 1 7.3 No 540 B363 63062 6.7 Mango 0.6 8 No 541 B113 57900 3.1 coconut 1.2 13.1 No 541 B364 63063 6.2 Coconut 1.2 6.4 No 542 B114 57901 4.2 Other 0.7 7.5 No 542 B365 63067 6 Neem 0.8 10.5 No 543 B116 57912 3.7 coconut 0.9 10.2 No 543 B366 63072 8.8 Other 1.2 9.1 No 544 B117 57926 5.5 Other 0.9 7.9 No 544 B367 63078 8.5 Neem 1.7 13.7 No 545 B118 57971 6.1 neem 1.2 8.1 No 545 B368 63076 8.8 Other 1.9 5.4 No 546 B119 57975 6.8 neem 0.7 8 No 546 B369 63100 8.8 Neem 0.8 6.4 No 547 B120 57978 7 neem 1 9.8 No 547 B370 63104 8.2 Other 0.9 8.7 No 548 B121 57981 7.4 neem 1.2 9.6 No 548 B371 63106 6.6 Other 1.2 11.6 No

228

549 B122 57986 7.5 neem 0.9 9.7 No 549 B373 63160 5.4 Other 0.8 6.4 No 550 B123 57986 7.5 Other 0.8 9.5 No 550 B374 63174 7 Neem 0.8 5.9 No 551 B124 57997 5.8 neem 0.7 9.6 No 551 B377 63251 7.5 Other 0.9 7.6 No Tamarind 552 B125 58005 7.8 6.5 15 No 552 B378 63275 6.6 Other 0.6 6 No ar am 553 B128 58073 8.2 Other 0.8 6 No 553 B385 63349 6.5 Other 1.5 8.3 No 554 B129 58099 4.1 Other 4 12.9 No 554 B386 63353 6.3 Neem 1 9.2 No 555 B132 58225 3.3 Other 3.5 9.6 No 555 B387 63362 7.5 Other 1.9 8.9 No 556 B133 58234 7 Cocount 1.1 10.5 No 556 B388 63370 6 Neem 0.7 6.3 No 557 B134 58239 6.5 Other 0.5 8.5 No 557 B389 63379 8.3 Neem 0.8 7 No 558 B135 58245 3 Palm 1.2 8.7 No 558 B390 63385 9.2 Neem 1 6.7 No 559 B136 58266 3.9 Other 4.8 12.4 No 559 B392 63490 8.1 Tamarind 3.2 13.2 No 560 B137 58284 9.8 Cocount 1.2 8 No 560 B393 63513 7 Tamarind 5.3 13 No 561 B138 58308 0 Other 3.9 12 No 561 B396 63560 10.6 Other 0.9 10.5 No 562 B139 58538 11.5 Neem 1.2 8.9 No 563 B140 58626 4.5 Neem 2.3 10 No 564 B141 58657 6.5 Neem 1.6 11.9 No 565 B142 58687 9.4 Other 2.1 8 No 566 B143 58707 10.8 Neem 1.4 12.4 No 567 B144 58716 11 Tamarind 2.2 12.6 No 568 B145 58730 11.6 Neem 1.9 11.5 No 569 B146 58742 11 Neem 1.7 12 No 570 B147 58756 10.7 Other 3.8 11.4 No 571 B148 58776 9.2 Neem 2.5 10.9 No 572 B149 58785 8.3 Arasan 2.1 11.5 No 573 B150 58804 5.1 Other 2.5 8.9 No 574 B151 58837 2.5 Arasan 3.6 14.1 No 575 B152 58861 11.3 Neem 0.8 8.9 No

229

576 B154 59036 9.6 Arasan 4.5 13 No 577 B155 59072 11.5 Other 1.2 12.3 No 578 B156 59080 10.2 Neem 2.1 11.8 No 579 B157 59160 10.1 Neem 0.7 8.2 No 580 B158 59281 5.2 Tamarind 3.1 11.2 No 581 B159 59326 6.4 Other 2.6 16 No 582 B161 59367 9.1 Other 3 13.7 No 583 B162 59549 7.6 Other 2 7.9 No 584 B166 59597 7.7 Cocount 1.1 9 No 585 B167 59601 6.9 Cocount 1.2 10.1 No 586 B170 59711 7.6 Other 0.6 7.3 No 587 B172 59766 6 Palm 0.8 8.2 No 588 B173 59770 5.9 Neem 0.8 8.2 No 589 B174 59844 7.5 Other 1.2 10.2 No 590 B176 60014 11.5 Other 0.9 9.6 No 591 B177 60098 8.9 Neem 0.4 6.9 No 592 B188 60755 10.6 Arasan 2 10.3 No 593 B189 60760 9.4 Other 1.3 9.7 No 594 B190 60764 10.9 Other 1.2 9.5 No 595 B192 60822 6.6 Other 0.6 7.7 No 596 B194 60860 3.3 Other 0.4 4.8 No 597 B196 60886 1.8 Neem 0.9 9.7 No 598 B198 60953 1 Other 2.5 12.5 No 599 B202 60993 1.6 Other 0.6 8.6 No 600 B203 61060 1.2 Other 1.9 9.8 No 601 B212 61237 9.6 Other 1.8 10.1 No 602 B218 61286 11.3 Neem 0.6 7.2 No 603 B219 61294 9.8 Neem 0.7 8.5 No

230

604 B221 61371 9.2 Cocount 1.2 12.3 No 605 B222 61375 9.2 Cocount 1.1 10.9 No 606 B232 61563 5.6 Other 1.4 7.3 No 607 B234 61538 5.8 Other 0.9 6.6 No 608 B236 61580 6.2 Other 1.3 6.7 No 609 B244 61696 5.5 Tamarind 3.4 12 No 610 B245 61702 5.6 Tamarind 5.2 12.8 No 611 B252 61806 6.4 Tamarind 3.2 10.8 No 612 B256 61884 4.5 Tamarind 3.6 11.3 No 613 B266 62020 10.9 Arasan 4.5 10.9 No 614 B296 62194 9.2 Neem 1 11.3 No 615 B297 62193 10.2 Neem 1.3 11 No 616 B301 62210 9.7 Other 1.1 9.6 No 617 B302 62215 9.2 Palm 0.8 12.4 No 618 B311 62264 11.4 Neem 1 10.3 No 619 B312 62269 9.4 Neem 1 9.2 No 620 B313 62274 8.9 Neem 0.7 7.8 No 621 B327 62509 0.6 Tamarind 3.7 16 No 622 B330 62549 6.5 Other 2 10.5 No 623 B333 62577 6.8 Neem 0.8 6.5 No 624 B334 62584 4.8 Neem 0.7 7.3 No 625 B335 62630 10.3 Coconut 0.7 10.6 No 626 B336 62640 8.9 Neem 1 8.1 No 627 B340 62675 9.3 Mango 1 7.3 No 628 B343 62733 8 Palm 1 11.2 No 629 B344 62734 7.9 Palm 1 11.4 No 630 B345 62743 9.3 Mango 1 7.3 No 631 B352 62870 7.4 Other 0.9 14.1 No

231

632 B353 62909 10.1 Mango 0.8 7.1 No 633 B354 62940 7.4 Other 0.7 8.5 No 634 B356 63027 10.4 Coconut 1.1 11.3 No 635 B357 63034 5.7 Coconut 1 11.1 No 636 B358 63034 9.5 Mango 0.8 6.2 No Aalamar 637 B360 63055 7.3 3 12.1 No am 638 B372 63106 6.3 Tamarind 4.4 21.6 No 639 B375 63175 5.6 Tamarind 4.2 17 No 640 B376 63226 5.4 Other 1.9 11.8 No 641 B379 63294 10.2 Other 1.5 9.6 No 642 B380 63296 9.8 Other 2.3 9.6 No 643 B381 63300 7.5 Palm 1.3 7.7 No 644 B382 63324 9.1 Other 3.3 10.4 No 645 B383 63354 10.1 Other 2.3 14.9 No 646 B384 63350 11.2 Palm 1 12.2 No 647 B391 63393 9.2 Neem 0.9 9.2 No 648 B394 63548 3 Other 2.7 12.5 No 649 B395 63563 6.4 Other 2.4 12.4 No 650 B397 63603 6.1 Tamarind 6.2 13.6 No Note : Chainage highlighted in red indicates Walazabad bypass trees TREE ENUMERATION OF MILITARY ROAD WITHIN PROW Trees on Southern Side (RHS) Trees on Northern Side (LHS) Offs Tree Offs Gree Gree et Name S et Tree Name Sr Tre Chaina Girt Heig n Tre Chaina Girt Heig n from (Local/ r from (Local/ No. e No. ge (m) h (m) ht (m) Tunn e No. ge (m) h (m) ht (m) Tunn CL( Commo No. CL Common) el el m) n) (m) 4. 1 1 47 Neem 0.5 10.2 No 1 20 722 8.1 Palm 1.6 9 No 6

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4. 2 2 50 Neem 0.5 6.3 No 2 33 1482.2 2 Eacha 0.9 10.2 No 7 5. 3 3 155 Neem 0.7 10 No 3 35 1819 5.4 Neem 1.5 10.4 No 3 5. 4 4 162 Neem 1.5 10.4 No 4 38 1924 8 Neem 1.3 12.3 No 4 6. 5 5 186.9 Neem 1.5 11.7 No 5 51 2291 5 Palm 1.4 9.2 No 3 4. 6 6 219 Neem 1 14.4 No 6 52 2298 4 Palm 1.1 7.9 No 6 6. 7 7 223 Neem 0.9 14.5 No 7 72 2386 5.1 Palm 1 7.6 No 4 6. 8 8 229 Neem 1.2 14.4 No 8 73 2389 5 Palm 1.3 10.8 No 4 6. 9 9 333 Neem 0.8 10.4 No 9 79 2831.9 7.7 Other 1.2 7.6 No 3 3. 10 10 352 Neem 0.6 9.7 No 10 80 2842.4 7 Other 1.2 9.4 No 5 3. 11 11 354 Neem 1 10.4 No 11 81 3097 5.5 Other 3.2 13.3 No 5 5. 12 12 356 Neem 0.5 10.4 No 12 82 3119.2 4.4 Other 1.9 15.4 No 5 4. 13 13 374 Neem 0.8 8.2 No 13 90 3263 8 Coconut 1.3 12.3 No 3 4. 14 14 377 Other 0.6 9.6 No 14 93 3332.8 7.5 Coconut 0.9 13.8 No 3 15 15 378 4 Neem 0.5 9.6 No 15 95 3377 6.5 Pungam 1.2 7.2 No 4. 16 16 379 Other 0.5 11.2 No 16 107 3975 4.2 Neem 0.5 6 No 7 5. 17 17 460 Neem 0.7 6.6 No 17 108 4110 5.5 Other 1.1 7.5 No 8 4. 18 18 477 Pungam 0.8 7.2 No 18 109 4181.1 6.8 Other 1.6 7.9 No 9 4. 19 19 489 Neem 1.2 10.3 No 19 112 4407 4.9 Naval 1 6.1 No 5 8. 2 11 20 21 739 Neem 0.6 7.2 No 4831 3 Palm 1.2 5 No 1 0 6

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7. 2 11 21 22 1272 Other 0.9 11.2 No 5059 6.6 Neem 0.9 7.8 No 9 1 7 7. 2 11 22 23 1275 Other 1 11.2 No 5072 7.6 Neem 0.9 8.7 No 8 2 8 7. 2 11 23 24 1278 Other 0.6 11.2 No 5080 6.9 Palm 1 7.8 No 8 3 9 7. 2 12 24 25 1284 Pungam 0.5 8.3 No 5102 6.9 Other 0.4 6.4 No 9 4 0 6. 2 13 Arasam 25 26 1288 Neem 1 12.3 No 5706 5.5 1.5 12.1 No 9 5 6 ara m 7. 2 13 26 27 1286 Other 0.6 11.2 No 5710 5.5 Neem 0.7 8.1 No 8 6 7 2 14 27 28 1292 5 Other 0.6 11.2 No 5740 6 Mango 1.9 10.8 No 7 0 2 14 28 29 1301 5 Other 0.5 11.2 No 5741.1 4.7 Mango 0.9 11.6 No 8 1 4. 2 14 29 30 1324.1 Other 1.5 11.6 No 5754 7 Neem 0.7 11.2 No 1 9 2 4. 3 14 30 31 1333 Other 1.3 5 No 5760 7 Puliyam 0.9 11.2 No 5 0 3 1. 31 32 1446 Puliyam 5.8 18 No 9 32 34 1500 8 Other 2 14.4 No 4. 33 36 1850 Neem 1.5 13.3 No 7 34 37 1917 1 Neem 1.6 13 No 35 39 1952 7 Neem 1.6 10.3 No 36 40 1950 3 Neem 1.9 13.3 No 37 41 1963 5 Neem 1.3 13.3 No 2. 38 42 2161.6 Other 2.1 13.3 No 9 1. 39 43 2172.6 Other 2.4 11.4 No 3 40 44 2201.2 3.8 Other 1.3 10.2 No

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4. 41 45 2210.8 Other 1.5 13.8 No 1 5. 42 46 2253 Neem 0.6 7.2 No 5 4. 43 47 2271.5 Palm 1 7.7 No 6 44 48 2282 7 Palm 0.8 6.7 No 45 49 2285 4 Palm 0.8 7.7 No 46 50 2295 5 Palm 1 8.4 No 47 53 2299 4 Palm 1 7.9 No 4. 48 54 2310 Palm 0.9 7.9 No 5 4. 49 55 2312 Palm 0.8 8 No 5 4. 50 56 2315 Palm 1.1 7.9 No 5 51 57 2318 4 Palm 0.9 7.9 No 52 58 2320 4 Palm 1.2 7.9 No 53 59 2321 4 Palm 0.8 7.9 No 54 60 2323 4 Palm 0.9 7.9 No 55 61 2324 4 Palm 0.7 8 No 56 62 2326 4 Palm 0.8 7.8 No 57 63 2327 4 Palm 0.9 7.7 No 58 64 2328 4 Palm 0.9 7.8 No 59 65 2329 4 Palm 0.8 7.9 No 60 66 2331 4 Palm 0.8 7.9 No 61 67 2333 4 Palm 0.7 7.9 No 3. 62 68 2336 Palm 1 7.9 No 8 3. 63 69 2342 Palm 0.9 7.8 No 8

235

3. 64 70 2345.9 Palm 0.9 7.9 No 7 5. 65 71 2371 Palm 1.6 9.2 No 3 3. 66 74 2440.7 Palm 0.8 7.6 No 1 67 75 2445 3 Palm 1.2 8.5 No 68 76 2476.4 3 Palm 1.1 8.8 No 5. 69 77 2540 Other 2 12.6 No 1 70 78 2550 5 Other 1.6 12.6 No 4. 71 83 3155.7 Neem 1.1 9 No 9 4. 72 84 3202 Neem 1 10.8 No 8 2. 73 85 3193 Neem 1.2 10.8 No 5 5. 74 86 3207 Mango 0.7 10.8 No 8 5. 75 87 3212 Neem 1.4 12 No 6 76 88 3220 6 Neem 1.1 11.2 No 5. 77 89 3227 Neem 1 11.8 No 5 5. 78 91 3315 Neem 0.8 10.8 No 5 4. 79 92 3320.9 Coconut 1.1 15.4 No 4 6. 80 94 3367.5 Neem 0.9 9.4 No 6 6. 81 96 3589 Neem 1 13 No 7 5. 82 97 3588.5 Coconut 1.1 12.1 No 1 83 98 3604.7 4 Neem 1.3 12.3 No

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5. 84 99 3626 Neem 1 10.8 No 3 7. 85 100 3698 Pungam 1.6 9.3 No 3 5. 86 101 3697 Neem 0.9 10.3 No 8 6. 87 102 3733 Neem 0.9 4.1 No 5 7. 88 103 3769 Mango 1.2 10 No 6 4. 89 104 3845 Neem 0.9 5.6 No 6 5. 90 105 3854 Other 1.2 12 No 8 91 106 3856 6 Neem 1.9 5.7 No 7. 92 110 4312.7 Other 1.6 6.7 No 9 4. 93 111 4341 Naval 1.8 12.6 No 8 94 113 4409 7 Neem 1.8 9.7 No 3. 95 114 4433.8 Other 1.9 13 No 6 96 115 4570.8 7 Neem 1.4 9.2 No 7. 97 121 5316 Other 0.7 6.8 No 8 7. 98 122 5396 Neem 1.2 11.8 No 6 7. 99 123 5397 Other 0.8 12.8 No 9 10 7. 124 5404 Neem 0.6 7.7 No 0 9 10 125 5406 8 Other 0.8 8.7 No 1 10 126 5602 6 Coconut 1 10.8 No 2

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10 127 5606 7 Coconut 0.9 7.2 No 3 10 6. 128 5605 Palm 1 8.1 No 4 1 10 129 5607 7 Palm 0.9 8 No 5 10 7. 130 5608 Palm 1.2 8.5 No 6 5 4. 107 131 5621 Neem 0.9 6.3 No 2 5. 108 132 5643 Other 0.6 4.5 No 9 6. 109 133 5668 Palm 1 9 No 1 6. 110 134 5697 Coconut 1.2 11.2 No 7 111 135 5704 7 Coconut 1 10 No 112 138 5717 5 Coconut 1 11.2 No 4. 113 139 5730 Mango 0.8 7.6 No 4 114 144 5790 6 Puliyam 1.4 13.3 No

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Appendix -6: Details of Protected Areas in Tamil Nadu

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

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

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240

Appendix 7: Detailed Analysis of Air Modeling

A. Introduction

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

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

B. Model descriptions

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

C. Source information

1. Traffic data

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

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

241

2020 5542 1080 2741 1328 244 6484 2025 8844 1321 3449 1889 299 9179 2030 13175 1576 4216 2551 357 12399 2035 18652 1836 5032 3350 416 15975

2. Emission factors

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

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

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

3. Meteorological data

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

Table 3: Meteorological Parameters used for modelling Hour Temperature Humidity WD (o) Wind Pressure Precip. Cl (oC) (%) Speed (Pa) (mm) (kmph) 1:00 32.5 59 SW 7 29.8 0 0 2:00 32.8 55 SW 6 29.83 0 0 3:00 31.4 54 WSW 5 29.83 0 0 4:00 33.6 58 WSW 8 29.86 0 0 5:00 32.5 52 SW 5 29.86 0 0 6:00 31.8 51 SW 7 29.83 0 0 7:00 34.5 59 SW 7 29.77 0 0 8:00 31.2 65 SW 6 29.74 0 0 9:00 30.5 68 SW 5 29.74 0 0 10:00 30.8 64 WSW 8 29.74 0 0 11:00 29.8 72 WSW 4 29.77 0 0

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12:00 26.4 75 SW 3 29.77 0 0 13:00 29.1 79 SW 5 29.8 0 0 14:00 28.4 71 SW 7 29.83 0 0 15:00 28.6 66 SW 8 29.86 0 0 16:00 28.6 79 SW 5 29.86 0 0 17:00 27.1 86 SW 0 29.86 0 0 18:00 26.4 88 SW 1 29.83 0 0 19:00 26.8 95 SW 4 29.8 0 0 20:00 26.1 79 WSW 2 29.77 0 0 21:00 27.4 86 WSW 3 29.77 0 0 22:00 27.8 85 WSW 3 29.77 0 0 23:00 30 89 SW 4 29.8 0 0 24:00 31.8 64 SW 6 29.8 0 0

4. Receptors

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

5. Background Concentration

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

Table 4: Average background concentration of pollutants along the alignment

Average Background Concentration CO 0 mg/m3 PM2.5 31.3 µg/m3 PM10 77.85 µg/m3 Nox 25.2 µg/m3 SO2 10.75 µg/m3

D. Results

11. The model has been setup and run to predict hourly average CO, PM2.5, PM10, NOx and SO2 concentrations for year 2020, 2025, 2030 and 2035 using forecasted traffic data on proposed highway. The predicted hourly average concentration of CO and 24 hourly average concentration of PM2.5, PM10, SO2 and NOx during peak traffic are shown in tables 5, 6, 7, 8, 9 for proposed highway project. The 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) -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 2020 14.7 22.6 32.7 46.3 79.3 118.5 74.1 57.6 37.2 12.5 7.0 8.6 2025 92.3 147.9 214.0 302.4 518.5 774.5 466.4 362.4 234.3 78.9 44.3 54.3 2030 184.5 297.5 430.2 608.0 1042.7 1557.5 932.8 724.7 468.6 157.7 88.7 108.6 2035 293.1 471.3 681.6 963.2 1651.9 2467.4 1481.9 1151.4 744.5 250.6 140.9 172.6

Table 6: PM2.5 predicted concentrations (µg/m3) along the proposed road PM2.5 Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, Year (Left side) m. (Right side) -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 2020 28.03 28.14 28.28 28.59 29.07 29.65 28.36 28.23 28.09 27.92 27.87 27.88 2025 28.95 29.58 30.33 32.08 34.72 37.97 30.63 29.98 29.22 28.34 28.11 28.12 2030 29.98 31.20 32.60 35.94 40.98 47.20 33.15 31.92 30.50 28.80 28.38 28.39 2035 31.15 32.99 35.21 40.39 48.16 57.78 35.98 34.08 31.89 29.32 28.67 28.69

Table 7: PM10 predicted concentrations (µg/m3) along the proposed road PM10 Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, Year (Left side) m. (Right side) -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 2020 69.41 69.52 69.65 69.97 70.45 71.03 69.73 69.61 69.47 69.30 69.25 69.26 2025 70.33 70.96 71.71 73.45 76.10 79.35 72.00 71.36 70.60 69.72 69.49 69.50 2030 71.35 72.54 73.98 77.32 82.35 88.57 74.53 73.29 71.86 70.18 69.75 69.77 2035 72.52 74.37 76.59 81.76 89.54 99.16 77.34 75.46 73.26 70.70 70.05 70.06

Table 8: NOx predicted concentrations (µg/m3) along the proposed road NOx Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the road, Year (Left side) m. (Right side) -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 2020 24.1 25.0 26.2 28.8 32.8 37.7 26.6 25.6 24.5 23.2 22.8 22.9

244 2025 32.9 38.8 45.8 62.2 86.9 117.4 48.2 42.3 35.3 27.2 25.1 25.2 2030 43.1 54.6 68.4 100.6 148.9 208.9 73.2 61.4 47.8 31.8 27.7 27.8 2035 54.6 72.5 94.0 144.1 219.5 312.8 101.5 83.2 61.9 37.0 30.6 30.8

Table 9: SOx predicted concentrations (µg/m3) along the proposed road* SO2 Concentration (µg/m3) Distance from the centre line of the road, m. Distance from the centre line of the Year (Left side) road, m. (Right side) -200 -100 -50 -20 -10 -5 5 10 20 50 100 200 2020 10.1 10.4 10.7 11.6 12.8 14.3 10.9 10.6 10.2 9.8 9.7 9.7 2035 10.8 11.5 12.3 14.2 17.1 20.6 12.6 11.9 11.1 10.1 9.9 9.9 *There is minor change in SO2 concentration from year 2020 to 2035.

CO Concentration (µg/m3) 2500.0

2000.0

1500.0 2020 2025 2030 1000.0 2035

500.0

0.0 -500 -400 -300 -200 -100 0 100 200 300 400 500

Figure 2: CO distribution from Centre line of the road

245 NOx Concentration (µg/m3)

320.0

270.0

220.0 2020 2025 170.0 2030 2035

120.0

70.0

20.0 -500 -400 -300 -200 -100 0 100 200 300 400 500

Figure 3: NOx distribution from Centre line of the road

PM2.5 Concentration (µg/m3) 60.00

55.00

50.00

45.00 2020 2025

40.00 2030 2035

35.00

30.00

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

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

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PM10 Concentration (µg/m3) 105.00

100.00

95.00

90.00 2020

85.00 2025 2030

80.00 2035

75.00

70.00

65.00 -250 -200 -150 -100 -50 0 50 100 150 200 250

Figure 5: PM10 distribution from Centre line of the road

SO2 Concentration (µg/m3) 23.0

21.0

19.0

17.0

15.0 2020

13.0 2035

11.0

9.0

7.0

5.0 -500 -400 -300 -200 -100 0 100 200 300 400 500

Figure 6: SOx distribution from Centre line of the road

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12. In addition, the spatial distribution of 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

248

Spatial Distribution of CO for year 2030

Spatial Distribution of CO for year 2035

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

249

Spatial Distribution of PM2.5 for year 2020

Spatial Distribution of PM2.5 for year 2025

250

Spatial Distribution of PM2.5 for year 2030

Spatial Distribution of PM2.5 for year 2035

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

Spatial Distribution of PM10 for year 2020

251

Spatial Distribution of PM10 for year 2025

Spatial Distribution of PM10 for year 2030

252

Spatial Distribution of PM10 for year 2035

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

Spatial Distribution of NOx for year 2020

253

Spatial Distribution of NOx for year 2025

Spatial Distribution of NOx for year 2030

254

Spatial Distribution of NOx for year 2035

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

Spatial Distribution of SO2 for year 2020

255

Spatial Distribution of SO2 for year 2035

256

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

265

Layout of a Construction camp

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

Ladi es Toil et

Workshop PLANTS

(Concre

te Office Canteen

Block / Mess Rooms Batchin for Men

g, etc.)

and Cement and MATERI Spares Store

AL Security & Weigh

Bridge Existing Slope

Gate

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

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

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

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

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• Domestic waste disposal locations details

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

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

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Appendix 11: Guidelines For Borrow Area Management

A. Purpose

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

B. Scope

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

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

C. Impacts

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

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

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

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

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

E. Operation

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

F. Rehabilitation

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

G. Management Procedure

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

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

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easily understood by any person, whoever in-charge of identifying borrow areas; • Contractor to submit Borrow Area Layout Plan as attachment to the format showing the land use of the proposed and surrounding area along with the presence of other environmental features such as water bodies, forests, settlement, temple and any sensitive receptor i.e. health and educational institution, roads etc. within a radius of 1.5km area from the boundary of the borrow area; • Contractor to prepare and submit Block Contour Map of each borrow area (especially which are located close to road and on undulating terrain) for deciding on operation and redevelopment plan; • Contractor to prepare Operation Plan and submit as attachment to the format including cross sections on both directions (x,y) mentioning natural ground level, depth of topsoil (if any), total depth of excavation, cut side slope and bed slope; • Contractor to prepare Rehabilitation/ Restoration 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 redeveloped within agreed timeframe on completion of material collection as per agreed rehabilitation plan.

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Appendix 12: Guidelines for Quarry Area Management

A. Purpose

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

B. Scope

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

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

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

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

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

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

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

D. Use of Explosive for Blasting

1. General

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

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

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

276 admitted into the magazine which when not in use shall be kept securely locked. No matches or inflammable material shall be allowed in the magazine. The magazine shall have an effective lightning conductor. The following shall be displayed in the lobby of the magazine: • A copy of the relevant rules regarding safe storage in English, Portuguese and in the language with which the workers concerned are familiar. • A statement of up-to-date stock in the magazine. • A certificate showing the last date of testing of the lightning conductor. • A notice that smoking is strictly prohibited.

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

2. Materials, Tools and Equipment

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

3. Personnel

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

4. Blasting Operations

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

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

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15. Red danger flags shall be displayed prominently in all directions during the blasting operations. The flags shall be planted 200m and 500m from the blasting site in all directions for blasting at work site and quarry, respectively. People, except those who actually light the fuse, shall be prohibited from entering this area, and all persons including workmen shall be excluded from the flagged area at least 10 minutes before the firing, a warning siren being sounded for the purpose.

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

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

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

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

5. Misfire

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

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

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• If a misfire has been found to be due to defective detonator or dynamite, the whole quantity in the box from which defective article was taken must be sent to the authority directed by the Engineer for inspection to ascertain whether all the remaining materials in the box are also defective.

6. Account

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

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

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

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Quarry Source Identification

Construction Stage Report: One Time Date: Supervision Consultant: Contractor: Contract Package: Location of Quarry (Ch. & Offset):

Sl. No. Item / Requirement Details as per Actual

1 Present land use (bare land with no prominent vegetation is preferred) 2 Predominant wind direction 3 Size and area of Quarry (m xm & Sq.m) 4 Quantity Available (Cum) 5 Quantity proposed to be collected (Cum) 6 No of Trees with girth more than 0.3 m 7 No Settlement within 1500 m of Quarry 8 No water body within 1500 m of Quarry 9 Width of Haul road (m) 10 Total Length of Haul Road (km) 11 Length of Non-metal Haul Road (km) (should be as minimum as possible) 12 No of Settlements within 200m of Non-metal Haul Road (should be as minimum as possible) 13 Quantity of water required for dust suppression i.e. sprinkling at borrow area and on non-metal haul road (Cum) 14 Details of Water sources for dust suppression 15 Availability of water required for dust suppression (Cum)

Documents to be attached: 1) Site plan and layout plan of quarry site 2) Proposed quarry site operation and redevelopment plan 3) Written consent / lease agreement with the Department of Mines & Geology 4) Written consent from competent authority for use of water for dust suppression

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

Contractor’s Representative:

Details to be inspected for Monitoring Quarry Area Operation & Management

Attribute Requirements s Access road • Only approved access road shall be used

Top soil • Top soil, if any, should be stripped and stored at designated area preservation before start of quarry material collection; • Top soil should be re-used / re-laid as per agreed plan

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Attribute Requirements s Controlled • Storage of explosive magazine as per threshold quantity with all the blasting & safety measures; safety • Handling of explosive by licensed blaster only; • Use low intensity explosive; • Check unfired explosive, if any, before drilling; • Carryout blasting at lean time only; • Cordoned the area within 500m radius with flagmen having whistle for signaling preparedness; • Using properly designed audio visual signal system i.e. siren and flagmen for blasting; • Keep ready an emergency vehicle near blasting area with first aid facility and with active emergency response system. Damage to • Movement of man & machinery should be regulated to avoid damage to surrounding surrounding land. land Drainage • The surface drainage in and around the area should be connected to control the natural drainage;

Dust control • Haul road should be made metallic; • Suitable dust arrester for drilling; • Water spraying at quarry complex, if required. Covering • Material transport vehicle should be provided with tail board, and cover material transport vehicle Personal • Workers shall be provided with helmet, safety shoes, ear muffler and Protective air musk and their use should be strictly enforced. Equipment Redevelopment • The area should be redeveloped within two months (or as agreed) on completion of material collection as per agreed plan.

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Appendix 13: Noise Modeling Details

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

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

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

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

where LAE = Sound exposure level in dB

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Sound Exposure Level (SEL, denoted by the symbol, LAE): Over a stated time interval, T (where T=t2-t1), ten times the base-10 logarithm of the ratio of a given time integral of squared instantaneous A-weighted sound pressure, and the product of the reference sound pressure of 20:Pa, the threshold of human hearing, and the reference duration of 1 sec. The time interval, T, must be long enough to include a majority of the sound source’s acoustic energy. As a minimum, this interval should encompass the 10 dB down points. Annual average daily motorized traffic data is given in table 1.

Table 1: Annual average daily motorized traffic data

Year 4W LCV Truck Bus 3W 2W 2020 5542 1080 2741 1328 244 6484 2025 8844 1321 3449 1889 299 9179 2030 13175 1576 4216 2551 357 12399 2035 18652 1836 5032 3350 416 15975

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

Equivalent Noise Levels in dB(A) DAY NIGHT 55.95 45.5

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 56.7 58.8 63.1 68.5 70.9 70.9 68.5 63.0 58.4 56.7 2025 56.9 59.5 64.2 69.7 72.2 72.2 69.7 64.0 59.0 56.9 2030 57.2 60.2 65.2 70.7 73.4 73.4 70.7 65.1 59.6 57.2 2035 57.4 60.8 66.0 71.8 74.4 74.4 71.8 66.0 60.2 57.4 Night LHS RHS 200 100 50 20 10 10 20 50 100 200 2020 50.4 56.1 62.3 68.2 70.8 70.8 68.2 62.1 55.2 50.5 2025 51.3 57.3 63.6 69.5 72.1 72.1 69.5 63.4 56.4 51.3 2030 52.2 58.3 64.7 70.6 73.3 73.3 70.6 64.6 57.4 52.2 2035 52.9 59.3 65.6 71.7 74.3 74.3 71.7 65.5 58.3 53.0

Observations

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4. Predicted noise levels (Leq) near the receivers within 200m from the edge of the road are found to be marginally higher than desired levels for the respective landuse categories. The baseline noise levels(2019) are already higher than the permissible limits of CPCB for different landuse categories for day and night. The predicted levels show increase in noise levels for future years at all receivers considering increase in traffic volume. The incremental noise levels for future years exceeds the allowable limit of 3 dB (A) from the baseline levels. Mitigation measures suggested in EMP should be adopted for the sensitive receptors falling within 200 m from edge of the road corridor.

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

73.0

71.0

69.0

67.0 2020 65.0 2025 63.0 2030

Noise indB Levels 61.0 2035

59.0

57.0

55.0 -300 -200 -100 0 100 200 300 Distance from edge of the road, m

Noise dispersion

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

Figure 2: Noise contour for year 2020

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Figure 3: Noise contour for year 2025

Figure 4: Noise contour for year 2030

Figure 5: Noise contour for year 2035

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Appendix 14: Details of Participants and Public Consultation attendance list

SH-58 I – Public Consultation Meeting

Photos of the FGD:

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Attendance Sheet:

288

Photos of the FGD:

289

Attendance Sheet:

290

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Photos of the FGD:

292

Attendance Sheet:

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Photos of the FGD:

294

Attendance Sheet:

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

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

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

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

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

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

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Appendix 16: National Ambient Noise Level Standards

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

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

Source: Central Pollution Control Board, New Delhi