environmental impact and mitigative measures adopted...
TRANSCRIPT
Chapter 7
Environmental Impact and Mitigative Measures Adopted During
Construction and Operation of the Project Highway
7.1 Environmental Impacts.
7.1.1 Introduction.
7.1.2 Impact on the Land Environment in the Construction Phase.
7.1.3 Air Quality.
7.1.4 Noise Levels.
7.1.5 Water Environment.
7.1.6 Ecological Environment.
7.1.7 Impact on the Quality of Life.
7.1.8 Environmental Issues of Concern.
7.1.9 Significant Beneficial Impacts.
7.2 Mitigative Measures to reduce the Environmental Impact.
7.2.1 Introduction.
7.2.2 Air Pollution.
7.2.3 Noise Pollution.
7.2.4 Guidelines for Bio-aesthetic Management.
7.2.5 Land Environment.
7.2.6 Displacement.
7.2.7 Public Health.
7.2.8 Summary.
7.3 The Environmental Management Plan.
7.3.1 Introduction.
7.3.2 The Objectives of Environmental Management Plan (EMP).
7.3.3 The Summary of the Environmental Management Plan.
7.3.4 The Environmental Management Cell (EMC).
7.3.5 The Environmental Monitoring Plan.
7.3.6 The Cost Estimates of EMP Implementation.
7.3.7 The Summary of the Cost Estimates.
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Chapter 7
Environmental Impact and Mitigative Measures Adopted During
Construction and Operation of the Project Highway
7.1 Environmental Impacts
7.1.1 Introduction
The proposed widening / strengthening of NH-3 will result in fewer accidents, greater
travel speeds, reduced pollution and comfort for drivers / users of the highway.
However, it may have varied impact on the various environmental parameters like
water quality and hydrology, air quality, noise levels, forests, public health and socio-
economic structure of the surrounding area. The same are discussed below.
7.1.2 Impact on the Land Environment in the Construction Phase
Major impact on land environment due to this project will be due to natural resources
(Sand/metal and earth) required in the construction phase.
A) Traffic Generations :
Enormous quantity of filling material and ballast will have to be brought from outside.
Hence there will be increase in vehicular trips for transporting the material. This will
increase the Suspended Particulate Matter (SPM) and Oxides of Nitrogen (NOX)
concentration along the road.
B) General Impact due to Earthwork and Quarrying :
The various impacts that may be caused by earthwork and quarrying activities are as
follows:-
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Air pollution due to increase in SPM and NOX generated from handling of
earth and its transportation.
Increase in noise levels due to various earth moving equipment and vehicles.
Serious erosion problems due to loosening of soil in cutting areas, borrow pit
areas and embankments.
Abandoned borrow pits and store quarries if not property protected may
create nuisance due to creation of stagnant pools of water. This may have
adverse effect on the health and hygiene of surrounding area.
Subsidence or collapse of face of quarries.
Loss of topsoil and subsoil.
Disruption of ground water as well as natural drainage.
Loss of trees / shrubs.
Degradation of aesthetics and landscape.
C) Land Use :
Minimum 227 ha land will be occupied by the proposed road. Majority of land is
agricultural (25%) and partly barren (50%).
The proposed highway will definitely encourage induced development in adjoining
open areas, especially housing and commercial developments. Hence available open
lands will be converted into residential and commercial land use. Thus there will be
significant impact on the present land use.
7.1.3 Air Quality
7.1.3.1 Construction Phase
Various construction activities such as earthwork, rock cutting, transportation of
construction materials, vehicular exhausts etc. will contribute to increase in levels of
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air pollutants, especially Carbon Monoxide (CO), Oxides of Nitrogen (NOX) and
Suspended Particulate Matter (SPM). Also use of fire wood for cooking etc. by
construction workers will add to air pollution. However, the deterioration of air
quality will be temporary.
7.1.3.2 Operation Phase
Emissions from automobiles are basically of the following three types:-
Evaporative Emissions.
Crank Case Emissions.
Exhaust (Tail Pipe Emissions).
‘Evaporative Emissions’ are primarily a variety of hydrocarbons (lighter elements of
gasoline) which are released into the air (due to evaporations from fuel tank and
carburettor) especially in warm tropical climate.
When the air / fuel mixture explodes inside the combustion chamber, the tremendous
pressures can cause some of the gasses to blow by the piston rings and enter the
engine’s crankcase. These gases may reduce the oil’s ability to lubricate and hence the
crankcase in older cars was allowed to ventilate and discharge to the atmosphere. The
crankcase gases normally constitute about 20% each of the total automobile
emissions.
Vehicular (Tail pipe) exhausts are the most dominant source of Oxides of Nitrogen
(NOX), Carbon Monoxide (CO) emissions today. Exhaust emission from automobiles
are most difficult to control, because of the various variables associate. The most
important factors being the fuel/air ratio, ignition timing and advance, combustion
chamber design, combustion temperature and fuel composition. Other factors that
influence what comes out of the tail pipe include camshaft timing, intake manifold
design, engine compression and external factors like temperature, humidity and
barometric pressure. There are two basic reasons for pollutants in exhaust emission,
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one is incomplete combustion and the other is presence of unwanted substances in the
combustion process.
Several measures to improve road geometry / design like flyovers / ROB, Vehicular
Subways etc. are planned on the Project Highway. Out of 79 junctions (9 major and
70 minor), it was decided to develop 8 junctions by providing flyover (One number)
and Vehicular Subways (7 numbers). Of the total junctions, 7 are to be provided with
cattle/pedestrian subways and remaining with service roads and median breaks
facilities. The proposals for flyovers, vehicular / cattle / pedestrian subways will
definitely result in improved traffic flow (and thus increase traffic speed) and reduced
exhaust emission of CO, NOX and particulate. However, traffic signals unavoidable
and traffic planning needs to be undertaken to reduce impacts at the signals as much
as possible.
7.1.4 Noise Levels
7.1.4.1 Noise Levels at Construction Phase
During construction phase, sources of noise pollution will be operation of machinery
like compressors, bulldozers, transportation vehicles. This will cause nuisance to the
occupants of the nearby area.
7.1.4.2 Noise Levels at Operation Phase
During operation phase, the increased speed / traffic count will cause increase in noise
levels. Noise levels along the existing NH-3 are found to be in the range of 55-83 dB
(A) during the day time and 54-84 dB (A) during the night time. Predicted Noise
levels in the 2010, 2015, 2020, 2025 and 2030 using Federal Highway Administration
(FHWA) model is estimated.
There is one school and one college along the proposed alignment, which are sensitive
to noise levels. The noise standards, for sensitive receptors are 50 dB (A) during day
time and 40 dB (A) during night time.
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7.1.5 Water Environment
7.1.5.1 Water Environment at Construction Phase
Earthwork involved in the project may cause erosion which will subsequently lead to
silting in the nearby water courses and increase in turbidity in water. In the absence of
proper mitigative measures against erosion, silting in creek/rivers may lead to
disturbance to aquatic fish life in long run. In case the labour required for construction
is hired from outside, camp sewage from the labour camps can contaminate the water.
7.1.5.2 Water Environment at Operation Phase
During operation stage of the proposed highway, water will be required only for
maintaining the green belt. Hence there will not be any adverse impact on the water
quality.
7.1.5.3 Hydrology
Three major, 20 minor bridges and 293 culverts will be strengthened / improved
where the NH-3 will cross river or nallah. Hence there will not be any obstruction to
the existing water courses and no change in drainage pattern due to proposed project.
7.1.6 Ecological Environment
The trees on the widening side will be lost due to proposed project.
Total number of trees (Excluding Kasara Ghat bypass) on widening side (Existing) =
@ 5091. Of this, @ 1636 trees will be saved in case 5m median strip is provided.
Thus, number of trees to be cut are 3455. If about 15% of these are transplanted,
number of trees which will be affected by proposed project will be @ 2936. Thus
impact on biological environment will be significant and a properly prepared bio-
aesthetic management plan is essential for the project.
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7.1.7 Impact on the Quality of Life
7.1.7.1 Socio-Economic Status
During construction phase, temporary employment will be created. Also during
operation phase, the imperilment in the capacity of highway will provide boost to
industries, hotels, restaurants etc. as more population will be attracted towards this
area. This will generate substantial employment for the local people leading to
improvement in their economic status. Also the widening proposals will create
additional opportunities to them. At the same time, land cost in the area will shoot up
considerably.
Strengthening / improving of existing highway will enable faster traffic to run
between Mumbai and Nashik. This will save lot of travelling time for commuters
travelling and for goods being transported in-route. It will also reduce accidents and
travel fatigue / tensions.
The affected people / establishment owners as well as people in the study region will
benefit the proposal for widening of the highway.
7.1.7.2 Land
About 270 hectors of land needs to be acquired for the proposed project. The land is
mostly barren along the alignment. Out of the 270 ha., 18ha. forest land is in Kasara
Ghat.
7.1.7.3 Severance
Severance study was conducted all along the highway from Vadape to Gonde. Human
settlements, utilities like OFC Cables, HT Lines, electric lines and gas pipe lines etc.
coming under Right of Way (ROW) for the proposed strengthening / widening were
noted.
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7.1.7.4 Displacement and Compensation
A total of around 90 residential / commercial units will be coming under ROW and
will be fully / partially affected due to proposed widening. Most of the shops are
temporary in nature. Houses at chainage 453/800, 511/200 and 511/500 requires
resettlement and rehabilitation. Some structures are partly getting affected. These will
be rehabilitated as per the resettlement and rehabilitation policy of the Government of
Maharashtra.
7.1.7.5 Public Health
During construction phase, dust hazards due to earthwork and transportation of
construction material may cause nuisance to nearby residents. However, the impact
will be prevalent only during construction phase.
During operation phase, increase in noise levels can cause problems like headache,
loss of sleep, restlessness etc. to the affected people along the highway.
7.1.7.6 Aesthetics
As the NH-3 already exists, further addition of 2-lanes will not impair the scenic
beauty significantly except for the loss of roadside vegetation. However, landscapes
in the borrow areas would be impaired by quarrying operations. Induced development
may further add to degradation of natural landscape in the area.
7.1.8 Environmental Issues of Concern
A) Air Quality: Cause of Concern: Degradation in air quality during construction /
operation phase.
B) Noise Pollution: Cause of Concern: There are 1 school, 1 college, 4 temples and
mosque along NH-3 alignment, which are sensitive to noise levels. Proper
mitigative measures need to be implemented near these receptors in order to
reduce the impact of highway noise.
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C) Loss of Vegetation: Cause of Concern: About 3000 trees will be lost in the
proposed widening.
D) Land Degradation: Cause of Concern: Considerable quantity of earthwork /
quarrying for construction is involved in the project with high potential for
causing soil erosion, instability and affecting the landscape.
E) Displacement: Cause of Concern: About 90 dwellings (Katcha and Pakka) and
shops need to be displaced in the proposed widening work.
F) Public Health: Cause of Concern: Provisions of safe crossover of school children,
cattle and bullock carts.
The impact on the rest of the components is found to be negligible though mitigative
measures to minimize the adverse effects on them should be implemented.
7.1.9 Significant Beneficial Impacts
Various positive impacts of the Proposed Project can be summarised as follows:-
Increased speed, safety and comfort for passengers using the NH-3 and better /
safer / faster transport of goods.
Will induce growth in the region due to above mentioned factor leading to better
socio-economic development of the region.
During construction as well as operation phase, employment will be generated.
Dramatic decrease in accident rate can be expected due to reduced chances of
head-on collision. Also, geometric design of the Highway ensures no hairpin
bends.
Traffic throughout will increase with reduced fuel usage per vehicle per km
thereby generating reduced emission loads.
The WHO Publications (ref. Assessment of Air, Water and Land Pollution, by
Economopoulos) gives correlation of vehicle speed with full consumption for gasoline
cars which is given in Table 7.1, Correlation of Vehicle Speed and Fuel
Consumption.
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Table 7.1: Correlation of Vehicle Speed and Fuel Consumption
Speed Typical Gasoline Consumption (gm/km)
20 65
30 55
40 42
50 40
60 40
70 40
80 42
7.2 Mitigative Measures to Reduce the Environmental Impact
7.2.1 Introduction
The adverse impacts of the proposed NH-3 widening are discussed in the Para 7.1,
Environmental Impacts. There is a need to adopt mitigative measurers to minimize
their intensity to acceptable levels. The recommended mitigative measures are as
follows:
7.2.2 Air Pollution
7.2.2.1 Air Pollution at Construction Phase
a) For mobile source emissions.
i) Construction requiring street closing should be carried out during non-peak
hours.
ii) Delivery trucks or other equipments should not be permitted during periods
when they are being unloaded or are not in active use.
iii) Concrete should be supplied from an onsite batching plant in order to reduce
travel distances of concrete delivery trucks. But trucks carrying cement,
gravel, sand will have to travel to site and may cause dust emission. Instead
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ready mix concrete carried in enclosed container may be better option as
compared to on site batch mixing.
iv) Dust covers should be provided on the trucks to be used for transportation of
materials prone to fugitive dust emissions.
b) For Stationary Source emissions
i) All stationary equipment should be located as far away as possible from
sensitive receptor locations in order to allow dispersion of emitted
pollutants.
ii) Areas prove to fugitive dust emissions due to activities such as demolition,
excavation, grading sites and routes of delivery vehicles across patches of
exposed earth, should be frequently watered to suppress re-entrained dust.
iii) Apart from these, the equipment / machines and vehicles should be always
kept in good state of repairs to minimize emissions. Low emission
construction vehicles / equipments should be used wherever feasible.
Construction areas should be enclosed, wherever possible.
7.2.2.2 Air Pollution at Operation Phase
Green belt along the ROW goes a long way to reduce air/noise pollution
effects.
Recommendations for Bio-aesthetic Management need to be strictly
implemented.
Continuous maintenance and upkeep of highway will maintain traffic flow and
will help to reduce air pollution effects.
Specific measures for improved traffic flow at AT-GRADE / SIGNALISED
junctions are suggested below.
o Plan for and provide only minimum numbers of signals.
o Wherever signals are unavoidable.
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o Provide additional sets of signals at elevated locations.
o Provide signal time indicators, so as to eliminate unnecessary idling, at
intersections.
o If traffic flow on subsidiary road is small, only provide amber signals.
Several measures to improve the road geometry / design are suggested like flyovers,
ROB, Vehicular Subways. Out of 79 junctions (9 major and 70 minor) it is proposed
to develop 8 junctions by providing flyover (one number) and vehicular subways (7
numbers). Of total junctions, 7 are to be provided with cattle / pedestrian subways and
remaining with service roads and median breaks facilities. The proposals for flyovers,
vehicular / cattle / pedestrian subways will definitely result in improved traffic flow
(and thus increase traffic speed) and reduced exhaust emission of CO and NOX and
particulate. However, traffic signals unavoidable and traffic planning needs to be
undertaken to reduce impacts at the signals as much as possible.
7.2.3 Noise Pollution
7.2.3.1 Noise Pollution at Construction Phase
i) Construction Contract Specifications should specify use of equipment
generating noise of not greater than 90 dB (A).
ii) Construction Contract Specification should stipulate levels of maximum noise
generation in various zones (residential, commercial and sensitive) based on
CPCB Noise Standards.
iii) High noise generating construction activities like drilling, compacting etc.
should be carried out only during day time in residential areas and during non-
teaching hours near schools.
iv) Installation, use and maintenance of mufflers on equipment are recommended.
v) Workers working near high noise construction machinery should be supplied
with ear muffs / ear plugs.
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7.2.3.2 Noise Pollution at Operation Phase
As described in Impact prediction, highway traffic noise is predicted to be high i.e.
exceeding noise standards for residential area during day as well as night time. The
noise standard for sensitive receptors like schools, hospitals etc. is 50 dB (A) during
day time and 40 dB (A) during night time. In order to attenuate noise levels at these
receptors a wall barrier is recommended to be constructed. The levels of noise that
can be attenuated by various wall heights at these receptors varies with distance from
ROW and are given in Table 7.3, Noise Attention by Wall Barrier of Different
Heights.
In case of schools, a wall of 1.0 to 1.5m height is recommended to be constructed
along the boundary of the premises of each of these schools which will attenuate noise
level to background levels.
7.2.4 Guidelines for Bio-Aesthetic Management
7.2.4.1 Management Plan Guidelines
The widening of the road as per the proposed plan is going to remove a large
number of old, mature and large trees. An attempt should therefore be made to
save as many of these trees as possible.
Many young trees on the immediate border of the existing road can be
considered for protections in the Median Verge (MV).
Those trees which do not come in carriage way / service road but fall within
ROW should be protected.
Specially large and healthy trees of Banyan, Neem etc. should be given
maximum weightage in tree protection than giving importance to merely the
number of trees to be protected.
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If for, protecting the trees, the proposed alignment of the road widening needs
to slightly shifted/modified, should be based on local site conditions.
It must be remembered that it is not possible to avail such full grown and
mature trees in short span of time, with whatever efforts and cost.
Wherever possible existing trees in the isolated patches, groves and clusters,
open space should be offered protection as a part of the road widening activity
and they should be removed only when it is a must and all other options are
thoroughly considered and exhausted.
As per the past experience for trees on the roadside, the rate of survival of the
planted saplings is low. Considering protection and care required for them for
the initial period of five years, this requires considerable expenditure.
Therefore it is recommended that a comprehensive tree plantation programme
should be undertaken in the beginning and separate budget earmarked for the
activity.
7.2.4.2 Recommendations for Plantation
There should be clear idea about the purpose of the tree plantation to be
undertaken along the new carriageway. This will largely determine the species
of trees to be considered for plantation.
The basic thrust should be on ecological value followed by aesthetic value of
the tree.
The topography, agro-climate, soil profile should be considered while
selecting the tree species.
At no place, fruit trees (for utilitarian value) be planted. This is for two main
reasons –
i) Since there is possibility of attracting local people / children and
animals which would increase potential of accidents / safety.
ii) In absence of fence on either side of the carriageway, it will be difficult
to prevent people, cattle, wild animals from reaching the fruit trees.
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The species of trees to be selected for plantations should preferably be
Banyan, Pimpal, Neem, Karanj, Tamarind, Karambola,, Spathodia, Bahava,
Indian Cork Tree, Accasis, Peltoforum and others which provide shade,
protraction, aesthetics with greener foliage for a longer duration (i.e. no
deciduous trees).
The saplings to be used at least 5-6 feet tall healthy ones which are grown in
nursery to 2-3 years in barrels or large pots (for better survival rate). Large
stumps 6-8 feet of Banyan can also be planted.
A minimum of 3-5 years of care should be ensured after plantation is
completed. This should include fortnightly watering, managing, soil working.
Individual protection to the trees with steel tree guard should be provided.
A local nursery should be established immediately only to raise the desired
type and number of trees, species saplings to be ready for plantation by end of
road expansion work.
Wherever possible, transplantation of the trees removed during road widening
be undertaken.
7.2.5 Land Environment
7.2.5.1 Soil Erosion
Soil erosion is likely to occur over newly formed embankments as well as at slopes
formed by cutting. Soil erosion may subsequently lead to silting of nearby water
bodies and hence it is necessary to minimize these impacts. The guidelines for
prevention of soil erosion and land degradation are given for this purpose.
i) All slopes in cut and embankment section should be made stable to avoid
slides and should be provided with benches, pitching, breast walls etc.
ii) All slopes with soil surface should be either pitched or turfed.
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iii) In areas susceptible to significant erosion, earthwork should be carried out
sufficiently in advance of monsoon season and temporary or permanent
erosion protection work as may be feasible should be provided.
iv) If blasting is necessary, only controlled blasting should be resorted to.
v) Drainage of water from road surface and land along the alignment should be
planned to avoid flooding and high velocity flows be properly linked to
natural drainage system.
vi) All culverts and bridges should be so designed as to avoid silting at inlets and
erosion at outlets. Energy dissipation works should be provided wherever
necessary.
vii) The Geology Department or the Forest Department of the State Government
should be consulted before finalising measures for minimizing soil erosion.
Apart from the above mentioned general guide lines, special care will have to be
taken in case of transportation of constructions material like murrum, soil and ballast
as enormous quantities of murrum, soil, ballast etc. would be brought from quarries,
and borrow areas. It should be transported preferably during off peak hours.
7.2.5.2 Quarrying
As mentioned earlier, huge quantities of stone will be required for constructions
activities. Some quarry locations have been identified along the alignment. Following
are the guidelines for Scientific Quarrying and Rehabilitation of Spent Quarries:
i) Quarries should be opened from the rear end to keep its anaesthetic, noisy
and pollution oriented activities away from the roads and the surrounding
communities from where it can be seen.
ii) Quarrying should not be carried out with a vertical sheet 900 slope, due to
damage of collapsing of heavy rocks and boulders. Such a slope is also
unstable.
137
iii) Quarrying should not be done up to ground floor level, as it results in prevent
flooding and letting the surrounding water into the quarry – pits. It is also
unsafe for the population in the surrounding area who might meet with
accidents and may accidently drown in the collected water.
iv) Quarrying should be done in benches i.e. at an angle and at regular angles. A
bench of 5m should be provided before the next higher up slope is cut.
v) The sequence should be from the rear to front from aesthetic point of view.
vi) After the work is over, the quarry site should be planted with shrubs and trees
of indigenous variety to merge within the existing landscape.
vii) Huge amount of debris will be generated due to dressing of stones. This
material should be used to fill hollows and scars created in the process of
quarrying. The material is also ideally suitable as fill material for
embankment and can be used for the purpose.
7.2.5.3 Borrow Pits
Borrow Pits can be located on slopes of hills. The method of quarrying will be similar
to that given above. However, the quality of quarry material will vary from murrum to
base stone material to the surface material having required crushing strength. Murrum
quarries should be carefully levelled to avoid de-stabilisation of slope and the general
landscaping will be easier due to rock on soil content.
7.2.5.4 Crushing Machinery
Most of the crushers and machinery related to quarry materials are located close to
quarries for ease of handing. Such machinery should be screened with an earthen
mound and plantations to reduce SPM levels and reduce noise by crushers and other
machinery.
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7.2.6 Displacement
The proposed project involves partial / complete displacement of houses. Effective
communication needs to be established with the affected people about the
compensation package so as to prevent litigation and project delays.
7.2.7 Public Health
Adequate arrangements should be provided for crossover of residents, school
children, cattle and bullock carts. The provisions made should be carefully considered
with due considerations to presence of people and sensitive features.
7.2.8 Summary
From the above, it will be seen that all the environmental issues can be resolved
satisfactorily; if the suggested mitigative measures are properly implemented as a part
of the project both during construction and operation.
7.3 The Environmental Management Plan
7.3.1 Introduction
An Environmental Management Plan (EMP) has been recommended in this section.
This EMP takes into account all the Environmental issues and the corresponding
mitigation measures in Para 7.1 (Environmental Impacts) and 7.2 (Mitigative
Measures). The EMP presented below includes:-
Specific actions to be taken vis-à-vis site specific issues;
Responsible agencies for its implementation and supervision
Time frame for implementing mitigative actions;
Reference to documents and specifications.
139
Project level environmental monitoring.
Environmental status reporting frequency.
7.3.2 The Objectives of Environmental Management Plan (EMP)
The objectives of Environmental Management Plan (EMP) are:
i) To mitigate adverse impacts on various environmental components and
resources as have been identified in the EIA study.
ii) To protect environmental resources wherever possible.
iii) To enhance the value of environmental components wherever possible.
The EMP also includes a plan for environmental monitoring to enable evaluation of
the success or failure of environmental management measures, and reorientation of
the plan if found necessary.
It is emphasized that many of the protective and enhancement measures can be
implanted by adopting suitable planning and design criteria for construction of the
project. Further, it is necessary that the resources required for the
mitigative/protection, enhancement measures as also for monitoring are provided for,
in the cost estimates of the project, to ensure implementation.
7.3.3 The Summary of the Environmental Management Plan
The Environmental Management Plan during pre-construction, Construction and
operation stages of the project is given in Table 7.2, Pre-Construction Stage EMP,
Table 7.3, Construction Stage EMP, Table 7.4, Operation Stage EMP.
During initiation phase, a special officer with suitable background should be
appointed to deal with the task of ensuring prompt payment of applicable
compensation for acquisitions to be made.
In construction phase, Contractors as well as Project-In-Charge will be responsible for
implementing all the mitigative measures to be taken during construction period as
140
given in Table 7.3, Construction Stage EMP. During construction, monitoring of air
and noise should be carried out in order to check compliance with the contract
document by the contractor.
Planting on exposed area, road-side plantations and to rehabilitate borrow areas
should be initiated during constructions phase itself. In operational phase, the work
should be continued along with post monitoring of planted area.
Construction of noise barriers should be carried out as part of construction phase.
Rehabilitation and restoration of exhausted as well as working quarries and borrow
areas should be carried out immediately after quitting each quarry / borrow area.
Looking after development and maintenance of compensatory afforestation and
roadside plantations should be done by project proponents.
An officer should be identified to ensure environmental monitoring.
The officer entrusted with malignance of green belt and EMP compliance should be
provided with adequate supporting staff and equipment.
The details of cost estimates for the Environmental Management Plan are presented in
Table 7.8, Cost Estimates for EMP Implementation.
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T
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7.2
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erm
issi
on fr
om
Fore
st a
utho
ritie
s sha
ll be
obt
aine
d.
Pres
erva
tion
of T
ree
Act
of M
ahar
asht
ra,
1975
.
Bef
ore
star
t of
cons
truct
ion
of
rele
vant
sect
ion
Con
tract
or.
MoR
T&H
.
Nat
ural
hab
itats
.
All
activ
ities
, con
stru
ctio
n ve
hicl
e m
ovem
ents
and
oth
er
mis
cella
neou
s act
iviti
es
mus
t be
res
trict
ed w
ithin
pr
ojec
t RoW
in th
e Fo
rest
are
a. T
empo
rary
dis
posa
l of
dem
oliti
on d
ebris
, fel
led
trees
or l
ocat
ing
labo
ur c
amps
an
d st
ock
yard
s bey
ond
the
proj
ect R
oW m
ust b
e av
oide
d. M
/ORT
&H
201.
2.
Entir
e Pr
econ
stru
ctio
n an
d co
nstru
ctio
n ph
ase.
Con
tract
or/P
MC
.
MoR
T&H
.
Loca
l Tra
ffic
A
rran
gem
ent.
Tem
pora
ry tr
affic
arr
ange
men
t dur
ing
cons
truct
ion
with
in
RoW
as g
iven
in th
e D
PR. T
his p
lan
shal
l be
perio
dica
lly
revi
ewed
with
resp
ect t
o si
te c
ondi
tions
. Dur
ing
site
cl
eara
nce
activ
ity, t
he d
emol
ition
deb
ris sh
all b
e pr
efer
ably
rem
oved
dur
ing
non-
peak
hou
rs a
nd w
ith
depl
oym
ent o
f mor
e ve
hicl
es fo
r the
pur
pose
.
M/O
RT&
H: 1
12
Dur
ing
site
cle
aran
ce
and
cons
truct
ion.
Con
tract
or/P
MC
.
MoR
T&H
.
142
Traf
fic C
ontro
l an
d Sa
fety
.
The
Con
tract
or sh
all t
ake
all n
eces
sary
mea
sure
s for
the
safe
ty o
f tra
ffic
dur
ing
dem
oliti
on a
nd si
te c
lear
ing
activ
ities
. He
shal
l pro
vide
, ere
ct a
nd m
aint
ain
such
ba
rric
ades
, inc
ludi
ng si
gns,
mar
king
s, fla
gs, l
ight
s and
fla
gmen
as m
ay b
e re
quire
d by
the
PMC
for t
he in
form
atio
n an
d pr
otec
tion
of tr
affic
M/O
RT&
H: 1
12.4
M
/O R
T&H
: 112
Dur
ing
pre-
cons
truct
ion
and
cons
truct
ion
Con
tract
or/P
MC
.
MoR
T&H
.
Safe
ty o
f Pe
dest
rians
Spec
ial c
onsi
dera
tion
shal
l be
give
n in
the
loca
l tra
ffic
m
anag
emen
t to
the
safe
ty o
f ped
estri
ans n
ear s
choo
ls
and
ha
bita
tions
. T
he
tem
pora
ry
traff
ic a
rran
gem
ent w
ithin
R
oW a
s rec
omm
ende
d in
the
DPR
sh
ould
be
ke
pt f
ree
of
enc
roac
hmen
ts /
com
mer
cial
act
iviti
es
M/O
RT&
H: 1
12.2
Bef
ore
cons
truct
ion
and
durin
g co
nstru
ctio
n
Con
tract
or/P
MC
MoR
T&H
Impa
ct o
n la
nd
use
outs
ide
RO
W
Con
stru
ctio
n re
late
d ac
tiviti
es sh
all b
e pr
efer
ably
rest
ricte
d w
ithin
pro
ject
road
RoW
.
M/O
RT&
H 2
01. 2
Dur
ing
entir
e si
te
clea
ranc
e an
d co
nstru
ctio
n ph
ases
Con
tract
or
MoR
T&H
Util
ity re
loca
tion
All
utili
ties I
dent
ified
for r
eloc
atio
n in
the
DPR
to b
e sh
ifted
af
ter p
rior a
ppro
val o
f age
ncie
s.
Util
ity re
loca
tion
shal
l
be
carr
ied
out
in
th
e s
horte
st p
ossi
ble
time
to re
duce
in
conv
enie
nce
to p
ublic
.
M/O
RT&
H 1
10
Bef
ore
star
t of
cons
truct
ion
of
rele
vant
sect
ion
Con
tract
or/P
MC
MoR
T&H
N
ote:
PI
A -
Proj
ect I
mpl
emen
ting]
Aut
horit
y; P
MC
- Pr
ojec
t Man
agem
ent C
onsu
ltant
; MoR
TH -
Min
istry
of R
oad
Tran
spor
tatio
n an
d H
ighw
ays
(for
mer
ly M
inis
try o
f Su
rfac
e Tr
ansp
ort,
MO
ST S
peci
ficat
ions
for
Roa
d an
d B
ridge
Wor
ks, 3
rd R
evis
ion,
199
7);
RA
P - R
ehab
ilita
tion
Act
ion
Plan
; R &
R- R
eset
tlem
ent &
Reh
abili
tatio
n; D
G S
ets
Mai
nten
ance
; Die
sel G
ener
ator
set
; Ro
W -
Rig
ht o
f Way
; PR
o W
- Pr
opos
ed R
ight
of W
ay; O
& M
- Ope
ratio
n an
d M
aint
enan
ce.
Sour
ce: D
PR fo
r 4/6
-lani
ng o
f Gon
de V
adap
e Se
ctio
n of
NH
-3, V
olum
e IV
.
143
Tab
le 7
.3: C
onst
ruct
ion
Stag
e E
MP
Env
iron
men
tal
Issu
e M
itiga
tion
Mea
sure
s C
ross
Ref
eren
ce
to D
ocum
ents
Ti
me
Fra
me
Res
pons
ibili
ty
Impl
emen
tatio
n
Supe
rvisi
on
Plyi
ng v
ehic
les
on u
npav
ed
road
s.
The
unpa
ved
road
s, if
used
by
the
Con
tract
or, s
hall
be sp
rinkl
ed w
ith w
ater
at l
east
onc
e in
a d
ay to
co
ntro
l the
fugi
tive
dust
em
issi
ons.
M/O
R
T&H
:111
:10
Con
stru
ctio
n Ph
ase.
Con
tract
or.
PMC
/MoR
T&H
.
Mat
eria
l Spi
ll.
All
vehi
cles
del
iver
ing
mat
eria
l to
the
site
shal
l be
cove
red
to a
void
mat
eria
l spi
llage
. M
/ORT
&H
:111
.9
M/O
RT&
H:1
11.1
1 M
/ORT
&H
:111
.12
Entir
e C
onst
ruct
ion.
Ph
ase
Con
tract
or.
PMC
/MoR
T&H
.
Usi
ng e
xist
ing
hot m
ix /
Con
cret
e /
Asp
halt
Plan
ts.
Con
tract
or
shal
l e
nsur
e t
hat
exi
stin
g C
oncr
ete
Asp
halt
and
Hot
Mix
Pla
nts,
whi
ch a
re so
urce
d, a
re
licen
sed
and
auth
oriz
ed fo
r ope
ratio
n by
con
cern
ed
auth
oriti
es a
nd sh
all i
ntim
ate
the
PMC
/PIA
prio
r to
proc
urin
g m
ater
ials
from
them
, PM
C sh
all p
rocu
re
rele
vant
doc
umen
ts fr
om th
e pl
ant o
wne
rs to
ens
ure
that
they
are
adh
erin
g to
rele
vant
em
issi
on n
orm
s as
laid
out
by
MoE
F/C
PCB
.
M/O
RT&
H: 1
11.5
Dur
ing
Entir
e C
onst
ruct
ion
Phas
e.
Con
tract
or/P
MC
MoR
T&H
Wat
erin
g to
co
ntro
l dus
t at
site
.
Con
stru
ctio
n s
ite
to
be
wat
ered
pe
riodi
cally
to
min
imiz
e fu
gitiv
e du
st g
ener
atio
n.
M/O
RT&
H: 1
1 1.
8
Dur
ing
entir
e co
nstru
ctio
n Ph
ase.
C
ontra
ctor
/PM
C
MoR
T&H
Roa
ds u
sed
for
trans
port.
Con
tract
or sh
all e
nsur
e th
at th
e tra
nspo
rt ve
hicl
es
used
to fe
rry
mat
eria
ls a
nd d
ispo
se d
ebris
doe
s not
cr
eate
haz
ardo
us c
ondi
tions
for g
ener
al tr
affic
usi
ng
he H
ighw
ay
M/O
RT&
H: 1
11.9
Dur
ing
entir
e co
nstru
ctio
n Ph
ase.
Con
tract
or/P
MC
MoR
T&H
Bar
ricad
ing
site
.
The
cons
truct
ion
site
shou
ld b
e ba
rric
aded
at a
ll tim
e n
a da
y w
ith a
dequ
ate
mar
king
, fla
gs, r
efle
ctor
s et
c., o
r the
safe
ty o
f gen
eral
traf
fic m
ovem
ent a
nd
pede
stria
ns.
M/O
RT&
H 1
12
Dur
ing
Con
stru
ctio
n Ph
ase.
Con
tract
or/P
MC
.
MoR
T&H
.
144
Earth
wor
k.
All
earth
wor
k an
d co
nstru
ctio
n m
ater
ial s
houl
d be
st
ored
in su
ch a
man
ner t
o m
inim
ize
gene
ratio
n of
du
st a
nd sp
illag
e on
road
s.
M/O
RT&
H 2
01 .4
Dur
ing
entir
e co
nstru
ctio
n ph
ase.
Con
tract
or/P
MC
.
MoR
T&H
.
Idlin
g of
ve
hicl
es.
Idlin
g of
del
iver
y tru
cks o
r oth
er e
quip
men
t sho
uld
not b
e pe
rmitt
ed d
urin
g pe
riods
of u
nloa
ding
or
whe
n th
ey a
re n
ot in
act
ive
use.
Th
is p
ract
ice
mus
t be
ens
ured
es
peci
ally
ne
ar
sens
itive
re
cept
ors
lik
e pl
aces
of w
orsh
ip.
M/O
RT&
H20
1.2
Dur
ing
Con
stru
ctio
n Ph
ase.
Con
tract
or.
PMC
/ M
oRT&
H.
Idlin
g of
ve
hicl
es.
Idlin
g of
del
iver
y tru
cks o
r oth
er e
quip
men
t sho
uld
not b
e pe
rmitt
ed d
urin
g pe
riods
of u
nloa
ding
or
whe
n th
ey a
re n
ot in
act
ive
use.
Th
is p
ract
ice
mus
t be
ens
ured
es
peci
ally
ne
ar
sens
itive
re
cept
ors
lik
e pl
aces
of w
orsh
ip.
M/O
RT&
H20
1.2
Dur
ing
Con
stru
ctio
n Ph
ase.
Con
tract
or.
PMC
/ M
oRT&
H.
Dril
ling
Ope
ratio
ns
All
poss
ible
and
pra
ctic
al m
easu
res t
o co
ntro
l noi
se
emis
sion
d
urin
g
drill
ing
op
erat
ions
sh
all
be
empl
oyed
. The
PM
C m
ay d
irect
to ta
ke a
dequ
ate
cont
rol m
easu
res d
epen
ding
on
site
con
ditio
ns.
M/0
RT&
H 1
1 1
Dur
ing
Con
stru
ctio
n Ph
ase.
Con
tract
or/P
MC
.
MoR
T&H
.
Con
stru
ctio
n eq
uipm
ent
emis
sion
s.
Exha
ust
and
no
ise
em
issi
ons
of
con
stru
ctio
n eq
uipm
ents
shal
l adh
ere
to e
mis
sion
nor
ms a
s lai
d ou
t by
MoE
F/C
FCB
.
Lega
l req
uire
men
t.
Dur
ing
Con
stru
ctio
n.
Con
tract
or/P
MC
.
MoR
T&H
.
Noi
se fr
om
cons
truct
ion
rela
ted
plan
ts
and
equi
pmen
ts.
All
con
stru
ctio
n eq
uipm
ent s
hall
be
fitte
d w
ith
exha
ust
sile
ncer
s.
D
amag
ed
sile
ncer
s to
be
pr
ompt
ly re
plac
ed b
y C
ontra
ctor
.
M/O
RT&
H: 1
1 1
Dur
ing
Con
stru
ctio
n.
Con
tract
or/P
MC
.
MoR
T&H
.
Noi
se im
pact
du
e to
ope
ratio
n of
DG
sets
.
DG
sets
, if u
sed,
shal
l adh
ere
to n
oise
stan
dard
s of
MoE
F.
M/O
RT&
H: 1
11
Dur
ing
Con
stru
ctio
n.
Con
tract
or/P
MC
.
MoR
T&H
.
145
Noi
se C
ontro
l M
easu
res.
Dur
ing
blas
ting,
ade
quat
e no
ise
cont
rol m
easu
res
shal
l be
prep
ared
in a
dvan
ce p
rior t
o th
e bl
astin
g w
ork
star
ts.
The
noi
se le
vels
shal
l adh
ere
to lo
cal
law
s. R
estri
cted
bla
stin
g w
ork
hour
s and
inte
rmitt
ent
blas
ting
coul
d be
few
miti
gatio
n m
easu
res t
hat c
an
be a
dopt
ed.
M/O
RT&
H: 3
02
Bef
ore
star
t of
cons
truct
ion
of
rele
vant
sect
ion.
Con
tract
or/P
MC
.
MoR
T&H
.
Noi
se le
vel n
ear
resi
dent
ial a
reas
an
d se
nsiti
ve
rece
ptor
s.
Con
stru
ctio
n ac
tivity
indu
ced
nois
e le
vels
shal
l be
miti
gate
d ne
ar re
side
ntia
l and
sens
itive
rece
ptor
s. Th
e C
ontra
ctor
can
em
ploy
miti
gatio
n m
easu
res s
uch
as re
stric
ted
and/
or in
term
itten
t act
ivity
or a
s dire
cted
by
PM
C.
M/O
RT&
H: 1
11
Dur
ing
Con
stru
ctio
n of
rele
vant
sect
ions
.
Con
tract
or/P
MC
.
MoR
T&H
.
Noi
se d
ue to
fo
unda
tion
wor
ks a
t fly
over
si
te/b
ridge
s.
Ope
ratio
n ho
urs f
or n
oise
gen
erat
ing
equi
pmen
ts
such
as p
ile d
rivin
g, c
oncr
ete
and
drill
ing
etc.
shal
l be
pre
-app
rove
d by
PIA
. T
he P
IA d
epen
ding
upo
n si
te c
ondi
tions
and
as p
er p
reva
iling
loca
l law
s may
re
gula
te a
nd/o
r res
trict
ope
ratio
n ho
urs.
Dur
ing
Con
stru
ctio
n.
Con
tract
or.
PMC
/ M
oRT&
H
Expo
sure
to
Loud
Noi
se.
Wor
kers
exp
osed
to lo
ud n
oise
(As p
er F
acto
ry A
ct
requ
irem
ents
) sha
ll w
ear e
arpl
ugs/
earm
uffs
. M
/O
RT&
H:
11
1.6
M/O
RT&
H:
105.
2
Dur
ing
Con
stru
ctio
n.
Con
tract
or.
PMC
/ M
oRT&
H
Stor
age
of
cons
truct
oil
mat
eria
l.
Con
stru
ctio
n m
ater
ial c
onta
inin
g fin
e pa
rticl
es sh
all
be st
ored
in a
n en
clos
ure
such
that
sedi
men
t lad
en
wat
er d
oes n
ot d
rain
into
nea
rby
stre
am o
r riv
er.
M/O
RT&
H: 3
06
Dur
ing
Con
stru
ctio
n.
Con
tract
or.
MoR
T&H
.
If th
e ch
anne
l/dra
ins g
et b
lock
ed d
ue to
neg
ligen
ce,
cont
ract
or sh
ould
en
sure
that
they
are
cl
eane
d es
peci
ally
dur
ing
mon
soon
seas
on. O
nce
the
wor
k is
co
mpl
eted
in a
ll re
spec
ts, t
he C
ontra
ctor
shal
l as a
m
ark
of g
ood
gest
ure,
cle
an u
p th
e st
ream
s alo
ng th
e pr
ojec
t roa
d to
the
exte
nt p
ossi
ble.
M/O
RT&
H: 3
06
Dur
ing.
Con
stru
ctio
n.
Con
tract
or.
PMC
/ M
oRT&
H
146
Con
stru
ctio
n of
ne
w ro
adsi
de
drai
ns.
Roa
dsid
e dr
ains
hav
e be
en p
ropo
sed
alon
g th
e pr
ojec
t ro
ad in
the
DPR
to im
prov
e th
e dr
aina
ge a
long
hig
hway
. Th
e dr
ains
shal
l be
clea
red
off a
ll co
nstru
ctio
n de
bris
be
fore
han
ding
ove
r to
PIA
.
M/O
RT
&H
: 30
6 M
/O R
T&H
: 309
D
urin
g C
onst
ruct
ion.
Con
tract
or.
PMC
/ M
oRT&
H.
Soil
Eros
ion.
On
road
em
bank
men
ts, s
lope
s sha
ll be
' sta
biliz
ed. T
he
wor
k sh
all c
onsi
st o
f mea
sure
s as p
er d
esig
n, o
r as
dire
cted
by
the
PMC
to c
ontro
l soi
l ero
sion
, se
dim
enta
tion
and
wat
er p
ollu
tion.
M/O
RT&
H: 3
06
Dur
ing
Con
stru
ctio
n.
Con
tract
or.
PMC
/ M
oRT&
H.
Silta
tion
of
wat
er b
odie
s.
Silta
tion
of so
il in
to w
ater
bod
ies s
hall
be p
reve
nted
as f
ar
as p
ossi
ble
by a
dopt
ing
soil
eros
ion
cont
rol m
easu
res a
s pe
r MO
RT&
H g
uide
lines
/ or
as p
er th
e di
rect
ions
of
PMC
.
M/O
RT&
H
Gui
delin
es 3
05
thro
ugh
309.
Dur
ing
Con
stru
ctio
n.
Con
tract
or.
PMC
/ M
oRT&
H.
Foun
datio
n ex
cava
tion
debr
is.
Ben
toni
te sl
urry
or s
imila
r deb
ris g
ener
ated
from
pile
dr
ivin
g o
r o
ther
co
nstru
ctio
n a
ctiv
ities
sh
all
be
disp
osed
such
that
it d
oes n
ot fl
ow in
to su
rfac
e, w
ater
bo
dies
.
Proj
ect
Req
uire
men
t.
Dur
ing
Con
stru
ctio
n.
Con
tract
or.
PMC
/ M
oRT&
H.
Are
as
susc
eptib
le to
er
osio
n.
In a
reas
susc
eptib
le to
soil
eros
ion,
esp
ecia
lly a
t var
ious
stee
p gr
adie
nt,
ear
thw
ork
sh
ould
b
e pr
efer
ably
ea
rned
ou
t b
efor
e r
ainy
se
ason
or
tem
pora
ry/
perm
anen
t ero
sion
pro
tect
ion
wor
k as
may
be
feas
ible
sh
all b
e pr
ovid
ed.
M/O
RT&
H: 3
06
Dur
ing
Con
stru
ctio
n.
Con
tract
or.
PMC
/ M
oRT&
H.
Insp
ectio
n of
si
te.
Dai
ly in
spec
tion
at
con
stru
ctio
n s
ite
shou
ld
be
carr
ied
out t
o en
sure
rem
oval
of c
onst
ruct
ion
debr
is.
M/O
RT&
H30
1.3
Dur
ing
Con
stru
ctio
n Ph
ase.
C
ontra
ctor
/PM
C. M
oRT&
H.
Earth
wor
k de
bris
dis
posa
l.
As s
oon
as c
onst
ruct
ion
is o
ver t
he su
rplu
s ear
th sh
ould
be
util
ized
to fi
ll up
low
-lyin
g ar
eas o
r the
are
a id
entif
ied
in th
e D
PR. I
n no
cas
e, lo
ose
earth
shou
ld b
e al
low
ed to
pi
le u
p al
ong
the
high
way
.
M/O
RT&
H 3
01. 3
Dur
ing
Con
stru
ctio
n Ph
ase.
Con
tract
or/P
MC
.
MoR
T&H
.
147
Deb
ris D
ispo
sal.
Deb
ris g
ener
ated
due
to
dis
man
tling
of e
xist
ing
pave
men
t/stru
ctur
es
shal
l b
e s
uita
bly
reu
sed
in
prop
osed
con
stru
ctio
n. U
n-ut
ilisa
ble
debr
is sh
all b
e su
itabl
y di
spos
ed a
t loc
atio
ns a
ppro
ved
by P
MC
/PIA
. G
ood
disp
osal
pra
ctic
es re
com
men
ded
by v
ario
us
agen
cies
/aut
horit
ies s
hall
be fo
llow
ed.
M/O
RT&
H 3
01 .3
Dur
ing
Con
stru
ctio
n.
Con
tract
or.
PMC
/ M
oRT&
H.
Soil
cont
amin
atio
n by
con
stru
ctio
n w
aste
s, fu
el e
tc.
Oil
and
fuel
spill
s fro
m c
onst
ruct
ion
equi
pmen
t sha
ll be
m
inim
ized
by
good
O&
M p
ract
ice.
Soi
ls c
onta
min
ated
by
such
spill
s sha
ll be
dis
pose
d as
per
MoE
F re
quire
men
ts.
Proj
ect
Req
uire
men
t.
Dur
ing
Con
stru
ctio
n.
Con
tract
or/P
MC
.
MoR
T&H
.
Sour
cing
Q
uarr
y m
ater
ials
.
Sand
, agg
rega
tes a
nd o
ther
qua
rry
mat
eria
l sha
ll be
so
urce
d fr
om li
cens
ed q
uarr
ies.
M/O
RT&
H 1
11
.3
Dur
ing
Con
stru
ctio
n.
Con
tract
or/P
MC
. MoR
T&H
.
Aes
thet
ics a
nd
Land
scap
e.
Ade
quat
e la
ndsc
apin
g of
the
med
ian,
em
bank
men
t slo
pes
and
othe
r ope
n sp
ace
avai
labl
e w
ithin
RoW
shal
l be
carr
ied
put a
s per
the
dire
ctio
ns o
f PM
C/PI
A. T
he a
rea
can
be u
tilis
ed fo
r gro
win
g dw
arf v
arie
ties o
f pla
nts (
e.g.
A
lsto
nia
Scho
laris
, Thu
ja e
tc).
Proj
ect R
equi
rem
ent
Dur
ing
fag
end
of
cons
truct
ion
or w
ithin
6
mon
ths a
fter
oper
atio
n st
arts
and
be
fore
mon
soon
.
Con
tract
or/P
MC
MoR
T&H
.
Prov
idin
g la
bour
cam
ps
and
faci
litie
s
The
C
ontra
ctor
sh
all
abi
de
by
th
e C
ontra
ct
cond
ition
s and
dire
ctio
ns o
f PM
C/P
IA w
ith re
spec
t to
sitin
g of
labo
ur c
amps
, pro
vidi
ng sa
nita
tion
faci
litie
s and
la
bour
wel
fare
issu
es e
tc.
M/O
RT&
H 1
05.2
Dur
ing
Con
stru
ctio
n.
Con
tract
or/P
MC
.
MoR
T&H
.
Occ
upat
iona
l H
ealth
and
Sa
fety
.
The
Con
tract
or: i
s req
uire
d to
com
ply
with
all
the
prec
autio
ns a
s req
uire
d fo
r the
safe
ty o
f wor
kmen
as p
er
the
int
erna
tiona
l L
abou
r O
rgan
isat
ion
(IL
O)
conv
entio
n N
o.62
as f
ar a
s tho
se a
re a
pplic
able
to th
e C
ontra
ct.
M/O
RT&
H10
5.2
Dur
ing
Con
stru
ctio
n.
Con
tract
or/P
MC
.
MoR
T&H
.
148
Prov
isio
n of
Sa
fety
acc
esso
ries
/ app
lianc
es to
ea
ch w
orke
r.
The
Con
tract
or sh
all s
uppl
y al
l nec
essa
ry sa
fety
ap
plia
nces
such
as s
afet
y go
ggle
s, he
lmet
s, sa
fety
bel
ts,
ear p
lugs
, mas
ks e
tc. t
o th
e w
orke
r and
staf
f.
M/O
RT&
H 1
05.2
Dur
ing
Con
stru
ctio
n.
Con
tract
or/P
MC
.
MoR
T&H
.
Safe
ty
Prec
autio
ns.
Ade
quat
e pr
ecau
tions
sh
all b
e ta
ken
to
prev
ent d
ange
r fr
om e
lect
rical
equ
ipm
ent.
AH
mac
hine
s / e
quip
men
t us
ed sh
all c
onfir
m to
the
rele
vant
Indi
an st
anda
rds
(IS
)
code
s a
nd
shal
l b
e
regu
larly
insp
ecte
d by
the
PMC
.
Dur
ing
Con
stru
ctio
n.
Con
tract
or/P
MC
MoR
T&H
.
Ava
ilabi
lity
of
first
aid
kit
at
cons
truct
ion
site
.
A
read
ily
avai
labl
e f
irst
aid
un
it i
nclu
ding
an
ad
equa
te su
pply
of s
teril
ized
dre
ssin
g m
ater
ial a
nd
appl
ianc
es sh
all b
e pr
ovid
ed a
s per
the
requ
irem
ent u
nder
th
e Fa
ctor
y A
ct.
M/O
RT&
H 1
05.2
Dur
ing
Con
stru
ctio
n.
Con
tract
or/P
MC
.
MoR
T&H
.
Wor
kers
hea
lth
and
hygi
ene.
A
ll an
ti-m
alar
ial m
easu
res a
s pre
scrib
ed b
y th
e PM
C
shal
l be
com
plie
d w
ith, i
nclu
ding
filli
ng u
p of
bur
row
pi
ts.
M/O
RT&
H 1
05.2
Dur
ing
Con
stru
ctio
n.
Con
tract
or/P
MC
.
MoR
T&H
.
Not
e:
PIA
- Pr
ojec
t Im
plem
entin
g] A
utho
rity;
PM
C -
Proj
ect M
anag
emen
t Con
sulta
nt; M
oRTH
- M
inis
try o
f Roa
d Tr
ansp
orta
tion
and
Hig
hway
s (f
orm
erly
Min
istry
of
Surf
ace
Tran
spor
t, M
OST
Spe
cific
atio
ns f
or R
oad
and
Brid
ge W
orks
, 3rd
Rev
isio
n, 1
997)
; R
AP
- Reh
abili
tatio
n A
ctio
n Pl
an; R
& R
- Res
ettle
men
t & R
ehab
ilita
tion;
DG
Set
s M
aint
enan
ce; D
iese
l Gen
erat
or s
et; R
o W
- R
ight
of W
ay; P
Ro
W -
Prop
osed
Rig
ht o
f Way
; O &
M- O
pera
tion
and
Mai
nten
ance
. So
urce
: DPR
for 4
/6-la
ning
of G
onde
Vad
ape
Sect
ion
of N
H-3
, Vol
ume
IV.
149
Tab
le 7
.4: O
pera
tion
Stag
e E
MP
E
nvir
onm
enta
l Is
sue
Miti
gatio
n M
easu
res
Cro
ss R
efer
ence
to
Doc
umen
ts
Tim
e F
ram
e R
espo
nsib
ility
Im
plem
enta
tion
Supe
rvisi
on
Air
Qua
lity
Impa
ct.
Am
bien
t air
conc
entra
tions
of v
ario
us p
ollu
tant
s sha
ll be
mon
itore
d as
per
the
pollu
tion
mon
itorin
g pl
an
pres
ente
d in
Tab
le 7
.2.
Proj
ect R
equi
rem
ent.
Star
ting
imm
edia
tely
af
ter c
ompl
etio
n of
co
nstru
ctio
n.
Pollu
tion
Mon
itorin
g A
genc
y.
MoR
T&H
.
V
ehic
le e
mis
sion
nor
ms o
f the
day
shal
l be
enfo
rced
. Le
gal R
equi
rem
ent.
Rou
tinel
y af
ter
oper
atio
n ph
ase.
C
ompe
tent
A
utho
rity.
M
oRT&
H.
Noi
se
Pollu
tion
Mon
itorin
g of
noi
se le
vels
at s
ensi
tive
rece
ptor
s as p
er
mon
itorin
g pl
an.
Proj
ect R
equi
rem
ent.
Star
ting
imm
edia
tely
af
ter c
ompl
etio
n of
co
nstru
ctio
n.
Pollu
tion
Mon
itorin
g A
genc
y.
MoR
T&H
.
Noi
se w
ill b
ecom
e a
maj
or p
robl
em if
con
gest
ion
or
bottl
enec
k si
tuat
ion
exi
sts
in
the
roa
d. S
uch
loca
tions
cau
sing
hin
dran
ce to
traf
fic fl
ow sh
all b
e re
ctifi
ed.
Ade
quat
e "N
o H
onki
ng"
sign
boa
rds a
t sen
sitiv
e lo
catio
ns sh
all b
e in
stal
led.
Proj
ect R
equi
rem
ent.
Star
ting
imm
edia
tely
af
ter c
ompl
etio
n of
co
nstru
ctio
n.
Pollu
tion
Mon
itorin
g A
genc
y.
MoR
T&H
.
Traf
fic a
nd
Safe
ty.
Traf
fic c
ontro
l mea
sure
s inc
ludi
ng sp
eed
limits
to b
e en
forc
ed st
rictly
. Tra
ffic
vol
ume
and
spee
d to
be
mon
itore
d to
reco
rd
bene
fits .
achi
eved
fr
om
the
proj
ect.
Proj
ect r
equi
rem
ent.
Thro
ugh
Ope
ratio
n St
age.
MoR
T&H
.
MoR
T&H
.
Surv
ival
rate
of
plan
tatio
n.
Ade
quat
e ca
re
of
the
com
pens
ator
y p
lant
atio
n sh
ould
be
take
n up
con
side
ring
the
surv
ival
rate
s of t
he
diff
eren
t spe
cies
.
Proj
ect r
equi
rem
ent.
Upt
o 3
year
s afte
r pr
ojec
t bec
omes
op
erat
iona
l.
MoR
T&H
.
MoR
T&H
.
150
Aes
thet
ics
and
Land
scap
e.
The
Land
scap
ing
prov
ided
shal
l be
guar
ded
from
ani
mal
s w
ith a
dequ
ate
mon
itorin
g to
ens
ure
thei
r gro
wth
Pr
ojec
t Req
uire
men
t.
Upt
o 3
year
s afte
r pr
ojec
t bec
omes
op
erat
iona
l.
MoR
T&H
.
MoR
T&H
.
Publ
ic H
ealth
an
d Sa
fety
. Pr
ovis
ion
of a
dequ
ate
traff
ic si
gnal
s, si
gnpo
st/ r
oad
cros
sing
etc
. Pr
ojec
t Req
uire
men
t. D
urin
g O
pera
tion
stag
e.
Traf
fic
Man
agem
ent
Uni
t.
MoR
T&H
.
Roa
d Em
bank
men
t an
d cu
t se
ctio
n st
abili
ty.
Roa
d em
bank
men
t & c
ut se
ctio
n st
abili
ty sh
ould
be
chec
ked
for
er
osio
n a
nd
rutti
ng.
Any
si
gn
of
inst
abili
ty sh
ould
w
arra
nt
ade
quat
e
resp
onse
im
med
iate
ly a
nd w
ell b
efor
e su
ccee
ding
mon
soon
se
ason
.
Proj
ect R
equi
rem
ent.
Thro
ugho
ut o
pera
tion
stag
e.
MoR
T&H
.
MoR
T&H
.
Acc
iden
t ha
zard
s.
The
entir
e pr
ojec
t cor
ridor
shal
l be
mon
itore
d fo
r any
ac
cide
nts.
Proj
ect r
oad
man
agem
ent a
genc
y sh
all
mai
ntai
n a
data
base
bas
ed o
n da
ta c
olle
cted
from
traf
fic
polic
e. T
hey
shal
l ana
lyse
the
data
base
and
rect
ify if
any
ph
ysic
al c
orre
ctio
n/al
tera
tion
in th
e ge
omet
ry o
f the
road
is
nee
ded.
M/O
RT&
H 3
000.
Thro
ugho
ut o
pera
tion
stag
e.
MoR
T&H
.
MoR
T&H
.
N
ote:
PI
A -
Proj
ect I
mpl
emen
ting
Aut
horit
y; P
MC
- Pr
ojec
t Man
agem
ent C
onsu
ltant
; MoR
TH -
Min
istry
of R
oad
Tran
spor
tatio
n an
d H
ighw
ays
(for
mer
ly M
inis
try o
f Su
rfac
e Tr
ansp
ort,
MO
ST);
RA
P -
Reh
abili
tatio
n A
ctio
n Pl
an;
R&
R-
Res
ettle
men
t &
R
ehab
ilita
tion;
DG
Set
s ~
Die
sel G
ener
ator
set
; RoW
- R
ight
of W
ay; P
RoW
- Pro
pose
d R
ight
of W
ay; O
&M
- Ope
ratio
n an
d M
aint
enan
ce.
Sour
ce: D
PR fo
r 4/6
-lani
ng o
f Vad
ape-
Gon
de S
ectio
n of
NH
-3, V
olum
e IV
.
151
7.3.4 The Environmental Management Cell
Environmental Management Cell (EMC) constituted by the Contractor will be the
prime agency for monitoring all activities during construction and operation phases.
The PWD will supervise all activities and accordingly advise the Contractor to control
the environment of areas where any shortcomings are observed. The EMC will
provide all the monitoring results to the PWD. The PWD will keep a record of all
information and will suggest suitable measures to be adopted by the Contractor if any
aspect is found to diverting from the anticipated values / standards.
7.3.5 The Environmental Monitoring Plan
The Environmental Monitoring Plan includes recommended monitoring sites,
parameters to be monitored, time and frequency of monitoring and collection and
analysis and report of monitoring data. The objectives of monitoring plan are:
To record the impact of the proposed project on environmental quality during
the construction and operation phases.
To satisfy the legal and community obligations.
To evaluate effectiveness of the mitigation measures during the construction
and operation phases.
To respond to the unanticipated environmental issues at an early stage and to
verify the accuracy of environmental impact prediction.
During construction operational phase it will be necessary to monitor Air Pollution
and noise levels and traffic volume along the road.
Ecological survey should be conducted after one year of operation for first year and
then after every three years, and should be conducted by professional institute
working in this area of specialization.
152
The detailed Environmental Monitoring Programme use is presented in Table 7.5,
Environmental Monitoring Programme.
Periodic review of the collected data on environmental parameters should be carried
out in order to assess the environmental status. Monitoring of insignificant parameter
as indicated by review of data can be discontinued in order to conserve resources.
Appropriate mitigative measures should be taken for the deteriorated parameters.
Table 7.5: Environmental Monitoring Programme
Parameters to be monitored
Proposed sites Sampling duration
Frequency
Air Quality Sensitive Receptors & Residential Areas
Two continuous days at 4 locations
3 times a year covering each season i.e. summer, post monsoon & winter
Noise Levels L – 10 L – 50 L – 90 Leg separately (day and night)
Sensitive Receptors Residential Areas
Continuously for 3 days ½ hourly at each location
3 times a year covering each season i.e. Summer, Post monsoon & winter
Ecology Survey Road side vegetation and the fauna therein
Along the road and rivers
As required After first year of operation, and then once in 3 years.
Traffic Towards East Towards West (traffic composition i.e. Trucks, buses, LCV, 2-wheelers 3-wheelers & cars/taxis)
At four locations Continuously for 2 days with hourly counts.
Once in year
Source: DPR for 4/6-laning of Gonde Vadape Section of NH-3, Volume IV.
153
7.3.6 The Cost Estimates for EMP Implementation
These cost estimates for EMP implementation is given in Table 7.6, Cost Estimates
for EMP Implementation. The estimate has been prepared for EMP related to the
following tasks:
Compensatory and Road Side Plantation (Two trees in lieu of each tree cut).
At least 20,000 trees (out of 10,000 trees, about 7000 trees are getting affected
in ghat section) will have to be planted on both side of the road in lieu of the
loss of trees due to the widening of the road. The detail cost is worked out as
follows:
Table 7.6: Cost Estimates for EMP Implementation (For compensatory and road
side plantation)
Cost inclusive of digging pits (1mx1mx1m) filling with earth and sand and manure @ Rs. 250/- per plant.
Rs. 50,00,000/-
Seedlings at varying prices averaged to Rs. 30/- each. Rs. 6,00,000/-
Cost of maintenance @ Rs. 50/- per plant, per annum for three years.
Rs. 10,00,000/-
Lump sum cost of shrubs 100% that of trees. Rs. 66,00,000/-
Planting flowering shrubs in median (@500 shrubs/km) @ Rs. 250/- per plant including 2 years of maintenance.
Rs. 1,25,00,000/-
Total cost of roadside plantation Rs. 2,57,00,000/-
Source: DPR for 4/6-laning of Gonde Vadape Section of NH-3, Volume IV.
Relocation of Utilities.
Pollution control (dust, water pollution) during construction.
Labour Camp Sanitation.
Road Safety.
Environmental Monitoring.
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Table 7.7: Cost Estimates for Environmental Monitoring During Operation
Monitoring of air quality (Rs. 5000/- per sample x 2 samples per day x 4 location x 3 quarters per year (excluding monsoon).
Rs. 1,20,000/-
Monitoring of noise at Rs. 2000/- season. Rs. 8,000/-
Traffic monitoring at 3 locations for 3 days continuous at Rs. 5000/- per location.
Rs. 15,000/-
Annual cost of ecological survey to be done after first year and once in three years.
Rs. 20,000/-
Total Rs. 1,63,000/-
Source: DPR for 4/6-laning of Gonde Vadape Section of NH-3, Volume IV.
7.3.7 The Summary of the Cost Estimates
Table 7.8: Cost Estimates for EMP Implementation
Item Capital Cost (Amount in Rs.)
Recurring cost in Rs per year
Road side plantation 1,32,00,000
Planting flowering shrubs at median (@ 500 shrubs/km)
1,25,00,000
Environmental Monitoring during operation
- 1,63,000
Labour Camp Sanitation 100000 (10000/toilet x 10 toilets
for 200 labourers)
-
Environmental Monitoring (Construction Stage for 2 years)
326000 -
Total 2,61,26,000/- 1,63,000/-
Source: DPR for 4/6-laning of Gonde Vadape Section of NH-3, Volume IV.
Thus for the proposed EMP, the total capital cost is Rs. 261.26 lakhs and the total
recurring cost is Rs. 1.61 lakhs per year.