Fig 1.4 Real Time Traffic Scenario

Table 1.6 Existing Traffic Scenerio for Study road

Volume, Capacity, Existing V/C Road LOS V C Ratio

Belagavi - Bagalkot 5022 15000 0.33 B (2 lanes undivided)

V/C LOS Performance 0.0 - 0.2 A Excellent 0.2 - 0.4 B Very Good 0.4 - 0.6 C Good 0.6 - 0.8 D Fair/Average 0.8 - 1.0 E Poor 1.0& Above F Very Poor V= Volume in PCU’s/hr & C= Capacity in PCU’s/ hr LOS = Level of Service Note: IRC is accepting the fact that, in Indian roads the real congestion starts when V/C ratio is >1, i.e., for forced flow. Till this limit the road is free for traffic movement without any impediments. Hence it is acceptable as normal up to V/C =1 and the performance will be taken as good only Table 1.7 Mode of Transport of Raw material and Product Sl. No Raw Material Quantity/120 KLPD Transportation

1 Molasses 480 TPD Tankers – 20 KL capacity 25 No/ day 2 Other raw material - 2 Trucks/ month 3 Product 120 KLPD 6 tankers/day (20 KL capacity)

Table 1.8 Mode of Transport of Work Force Sl. No Raw Material Transportation

1 Personal Vehicles 2 wheelers – 20 no.s

2 Company Bus 1 Bus

3 Office Vehicles 4 wheelers -5 no.s

Table 1.9 Total Vehicles Generated Per Day Sl. No Activity Raw Material 2Wh 4Wh Bus / Trucks

1 Material Molasses and other raw - - 25 tankers per day, 2 trucks per material month which is almost nil per day and 6 tankers per day 2 Staff - 20 5 1 bus Vehicles generated 1 bus +31 tankers+ 5 cars +20 (2-Wh) /day

Converting into PCUs, i.e., (1x3) + (31x3) + (5x1) + (20x0.5) = 111 PCUs/day

1.5 Impact on Traffic The raw materials and final products of the proposed plant will be transported by road.

1.5.1 Traffic Impact During Construction x About 10 Lorries per day carrying construction material do not significantly change the traffic flow. x The present level of service will remain “B” along Belagavi – Bagalkot Road. x Day time –10 no’s (off peak hours). x Vehicles carrying construction materials are well covered to prevent any spillage on to the road during transportation. x Vehicles hired for construction material will be in good condition and conforms to noise and air emission standards. x Vehicles will operate only during non peak hours. x Various raw materials required for operation phase are indicated from different sources. Impact on traffic is negligible as the existing traffic around the villages is very minimum.

1.5.2 Traffic Impact during Operation Various raw materials required during operation phase are indicated from different sources.

Table 1.10 Sources of Molasses Sl. Name of the Industry Capacity Quantity Road Distance No of the (to be from the Sugar procured), proposed project plant, MT/d site TCD 1 The SSKN, 2500 100 45.8 kms (NW) 2 Shree Halasidhanath SSKN, 2500 100 112 kms (NW) 3 Laila Sugars Private Limited Kupatgiri, 2500 100 84 kms (SW) 4 Sugar Works Ltd, Kagawad 2500 100 123 kms (NW) 5 Shree Someshwar SSKN, 2500 100 58 kms (SW) 6 Sugars Private Limited, Hudali 3500 140 62.7 kms (SW)



Fig 1.5 Sources of Molasses

1.6 Mitigation measures for impact on traffic x Parking area of 1 Acre is reserved x The road passes through villages and agriculture lands. x Road side tree plantation is already present. The industry will take measures to additional plantation on road sides. x Bell mouth shape geometry will be provided at entry and exit gates. x Considering the facilities as above the impact of additional transportation on road will be insignificant x T – Junction of proposed approach road and SH – 20



Fig 1.6 T – Junction of proposed approach road and SH – 20

1.7 Mitigation measures

Structural and Non Structural Interventions

Structural Measures: x A well defined high raised kerb footpath must be provided on either side for pedestrians walk inside the campus. This ensures to prevent haphazard crossing of pedestrians. x An existing bell mouth shape entry and exit needs to be paved at the gates. This ensures smooth transition for merging of vehicles.

Non-Structural Measures: x Merging of vehicles will be performed only to left traffic from the exit gates, this ensures safety. x Rubber humps will be introduced for the outgoing vehicles at the exit gate drive way. Not more than 3m from the gate. x All gates are manned with efficient security who can guide the entry and exit of vehicles. x All precautionary measures are ensured for the safety of construction laborers while working at the site. x Amber blinker lights will be used at the gate to caution vehicles which are moving out. Sign boards will also to be installed to this effect. x Adequate sign & guide posts for traffic as per IRC (Indian Roads Congress) or ITE (Institute of Transportation Engineers USA) to be installed along SH-55. x Road marking must be clearly painted so as to guide the drivers along SH 55.

1.8 Impact of heavy traffic on the air quality:

1.8.1 Traffic flow - emission rate Following table details the Emission of Traffic flow after establishment of the project. To understand the worst case scenario and being the project in the rural area, emission of 2000 norms has been considered Table 4.9. Typical day traffic flow will be as follows

Table 1.11 Emission in g/km from vehicles on the Belagavi and Bagalkot Road 2Wh 3Wh 4Wh B/L Trucks Existing 531 91 906 807 446 Due to the project 20 - 5 - 33 Total 551 91 911 807 479 From the project, g/km (on the approach Road) CO 40 - 13.6 - 148.5 HC +NOx 40 - 13.6 - - HC - - - - 36.3 NOx - - - - 264 PM - - - - 11.88 Total, g/km (on Belagavi - Bagalkot Road) CO 1102 182 2477.923631.5 2155.5 HC +NOx 1102 182 883.67 - - HC - - - 887.7 526.9 NOx - - - 6456 3832 PM - - - 290.52172.44 1.8.2 Combined Effect

Ground level concentrations due to the point and non- point source of pollution were also studied for PM, NOx and CO and are as follows



Fig 1.7 Combined GLC for point (with mitigation measures) and non-point source of pollution- PM

Due to the movement of vehicle, the more dispersion observed and maximum concentration of PM from combined point and non- point source will be 0.886 ȝg/m3. Similar trend observed for NOx and CO. The isopleths drawn for NOx follows:



Fig 1.8 Combined GLC for point (with mitigation measures) and non-point source of pollution-NOx 

Fig 1.9 Combined GLC for point (with mitigation measures) and non-point source of pollution-CO