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ENVIRONMENTAL IMPACT ASSESSMENT

Proposed realignment of Trichy Bypass

Project Proponent

National Highway Authority of India (Ministry of Road Transport & Highways)

Project Implementation Unit, No.7, Kamadhenu Nagar, Karur, Tamilnadu.

NABET Accredited Environmental Consultant

Prepared by

Project Consultant

UPHAM INTERNATIONAL CORPORATION –

QUEST ENGINEERS & CONSULTANTS PVT LTD.

EIA & EMP for Proposed Two / Four lane of Trichy Bypass Table of Contents

Table of Contents Undertaking by National Highways Authority of India (NHAI) Declaration by ABC Techno Labs Declaration by Experts Compliance of TOR CHAPTER 1: INTRODUCTION 1.1 Background 1-1 1.2 Project Locations 1-6 1.3 Identification of Project Proponent 1-6 1.4 Environmental Standards and Code of Practices 1-8 1.5 Applicable Environmental Regulations 1-9 1.6 Applicable Indian Road Congress (IRC) Codes to Project Road 1-10 1.7 Structure of EIA Document 1-12 CHAPTER 2: DESCRIPTION OF PROJECT 2.1 General 2-1 2.2 Traffic Projection 2-3 2.3 Summary of Proposed Bypass Proposal 2-5 2.4 Typical Cross Sections 2-5 2.5 Design Speed 2-8 2.6 Proposed Pavement Design 2-8 2.7 Requirement of Constriction Materials for Proposed Bypass 2-8 2.8 Service Roads 2-9 2.9 Junction improvement 2-9 2.10 VUP/Grade Separator 2-10 2.11 ROB 2-10 2.12 Minor Bridges 2-11 2.13 Culverts 2-11 2.14 Protection Work and Drainage 2-13 2.15 Road Furnitures And Other Features 2-13 2.15.1 Road Marking 2-14 2.15.2 Cautionary, Mandatory and Informatory Signs 2-14 2.15.3 Solar LED Traffic Blinkers 2-14 2.15.4 Guard Rails/ Metal Beam Crash Barrier 2-14 2.15.5 Facilities for Pedestrians 2-15 2.15.6 Toe Wall/ Retaining Wall 2-15 2.16 Earthwork for The Proposed Bypass 2-15 2.17 Lead Chart 2-15 2.18 Water Requirement 2-15 2.19 Rain Water Harvesting 2-17 2.20 Cost of Proposed Bypass Project 2-17 2.21 Manpower Requirement 2-17

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EIA & EMP for Proposed Two / Four lane of Trichy Bypass Table of Contents CHAPTER 3 : DESCRIPTION OF THE ENVIRONMENT 3.1 Introduction 3-1 3.2 Physical Environment 3-1 3.2.1 Topography and Physiography 3-1 3.2.2 Geology 3-2 3.2.3 Seismic Zone 3-2 3.2.4 Soil in the Area 3-3 3.2.5 Drainage Pattern 3-6 3.2.6 Surface and Ground Water Hydrology & Quality 3-6 3.2.7 Climatology and Meteorology 3-13 3.2.8 Ambient Air Quality 3-23 3.2.9 Noise Measurements 3-33 3.2.10 Land Use Pattern along the Proposed Bypass 3-35 3.3 Ecological Resources 3-37 3.3.1 Forest 3-37 3.3. Terrestrial Ecology 3-37 3.3.3 Trees to be Cut 3-40 3.3.4 Environmentally Sensitive Locations 3-41 3.4 Economic Development 3-41 3.5 Archaeological and Historical Monuments 3-41 3.6 Social and Cultural Resources 3-41 3.6.1 Socio-economic Conditions along the Project Road 3-42 3.6.2 Profile of en-route District - Tiruchirappalli District 3-42 3.6.3 Socio-economic Conditions for the area 3-44 CHAPTER 4: ANTICIPATED ENVIRONMENTAL IMPACTS & MITIGATION MEASURES 4.1 Introduction 4-1 4.2 Impact on Land Environment 4-2 4.2.1 Impact on Physiography and Topography 4-2 4.2.2 Potential Environmental Impacts on Soil 4-2 4.2.3 Borrow Area and Quarries 4-4 4.2.4 Generation of Debris and Excavated Wastes 4-5 4.3 Impact on Water Environment 4-6 4.3.1 Impact on Drainage Pattern along the proposed Trichy l bypass 4-6 4.3.2 Impacts on Water Resources 4-6 4.3.3 Measures for the Protection of Irrigation and Agricultural Tanks

adjacent to Proposed Bypass 4-7

4.3.4 Wetland Restoration Plan 4-7 4.3.5 Impact on Water Quality 4-9 4.4 Impact on Ambient Air Quality 4-11 4.5 Impact on Noise Levels 4-15 4.6 Impact on Biological Environment 4-18 4.6.1 Impact on Terrestrial Ecology 4-18

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EIA & EMP for Proposed Two / Four lane of Trichy Bypass Table of Contents 4.7 Economic Impacts 4-19 4.8 Impact on Land Use Pattern 4-20 4.9 Construction Workers’ Camp 4-20 4.10 Impact on Safety 4-21 4.11 Solid Waste Management 4-21 CHAPTER 5: ANALYSIS OF ALTERNATIVES 5.1 General 5-1 5.2 Consideration of Alternatives for Trichy Bypass 5-1 5.3 Modified DPR Alignment - By NHAI 5-2 5.4 Expert Committee Alignment 5-3 5.5 Consultant Options - Trichy Bypass 5-8 5.5.1 Option I: Alignment through Northern side of Kothamangalam

Tank 5-9

5.5.2 Option II -Alignment through Southern Side of Kothamangalam Tank 5-10

5.5.3 Option III: Alignment through Northern Side of Aruvangudi Tank 5-14

5.5.4 Option IV -Alignment through Southern Side of Aruvangudi Tank 5-15

5.6 Alignment along the Bund of Irrigation Tank - Suggested by Public 5-19

5.7 Public Suggested Modified Alignment 5-22 5.8 Final Modified Alignment (DC/NHAI as on January 2014) 5-26 5.9 Final Approved Alignment 5-29 CHAPTER 6 : ENVIRONMENTAL MONITORING PLAN 6.1 Introduction 6-1 6.2 Ambient Air Quality (AAQ) Monitoring 6-1 6.3 Water Quality Monitoring 6-1 6.4 Noise Levels Monitoring 6-2 6.5 Soil Erosion 6-2 6.6 Plantation 6-2 CHAPTER 7 : SOCIAL IMPACT ASSESSMENT AND PUBLIC HEARING 7.1 Introduction 7-1 7.2 Social Need for proposed Bypass 7-1 7.3 Objectives of the Social Impact Assessment 7-1 7.4 Methodology for Social Assessment 7-2 7.5 Assessment of Socio-Economic Profile of the Project Corridor 7-2 7.5.1 Examination of Alignment Options 7-3 7.5.2 Assessment of Social Impact 7-3

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EIA & EMP for Proposed Two / Four lane of Trichy Bypass Table of Contents 7.5.3 Land Use and Type of Impacts 7-4 7.5.4 Impact on Land 7-4 7.5.5 Type of Land Affected 7-4 7.5.6 Impact on Structures 7-5 7.5.7 Public Consultation Process 7-5 7.6 Likely Loss of Properties 7-5 7.7 Loss of Land 7-5 7.8 Compensation for Land to be Acquired 7-5 7.9 Mitigation measures to minimize social impacts 7-6 7.10 Impacts on Socio-economic Environment 7-6 7.11 Influx of Construction Workers 7-6 7.12 Public Hearing for Proposed Realignment of Trichy – Karur

Bypass 7-7

CHAPTER 8: PROJECT BENEFITS 8.1 General 8-1 8.2 Reductions in Operation Cost 8-1 8.3 Reductions in Accidents, Morbidity And Mortality 8-1 8.4 Economic Development 8-2 8.5 Employment Opportunity 8-2 8.6 Indirect Benefits 8-2 8.7 Environmental Benefits 8-3 CHAPTER 9 ENVIRONMENTAL MANAGEMENT PLAN 9.1 General 9-1 9.2 Approach to Mitigation Measures 9-1 9.3 Avoidance and Environmental Mitigation Measures 9-2 9.3.1 Topography 9-2 9.3.2 Soil 9-3 9.3.3 Water 9-13 9.3.4 Wetland Restoration Plan 9-16 9.3.5 Air Quality 9-18 9.3.6 Noise Levels 9-19 9.3.7 Ecology 9-21 9.3.8 Safety Aspects 9-23 9.3.9 Construction Workers Camps 9-25 9.4 Proposed Environmental Management Plan 9-26 9.4.1 Pre-construction Stage 9-26 9.4.2 Construction Stage 9-26 9.4.3 Operation Stage 9-27 9.5 Environment Management Cell 9-65 9.6 Reporting Arrangement 9-66 9.7 Corporate Environment Responsibility (CER) 9-67

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EIA & EMP for Proposed Two / Four lane of Trichy Bypass Table of Contents 9.8 Environmental Budget 9-67 9.8.1 Implementation of Environmental Management 9-67 9.8.2 Environmental Monitoring Cost 9-67 9.8.3 Recurring Cost for Environmental Management 9-67 9.8.3 Summary of Budget for Implementation of Environmental

Management Plan 9-67

CHAPTER 10: SUMMARY AND CONCLUSIONS 10.1 Introduction 10-1 10.2 Description of Project 10-2 10.3 Description of Environment 10-4 10.4 Anticipated Environmental Impacts & Mitigation Measures 10-6 10.5 Analysis of Alternatives 10-14 10.6 Environmental Monitoring Plan 10-14 10.7 Social Impact Assessment 10-15 10.8 Project Benefits 10-15 10.9 Environmental Management Plan 10-16 CHAPTER 11: DISCLOSURE OF CONSULTANTS ENGAGED 11.1 Disclosure of Consultant Engaged 11-1 11.2 Expertise of ABC Techno Lab India Private Limited 11-2 11.3 NABET Accredited Environmental Experts Team for EIA Study 11-3

Annexure: Annexure 1 : Ccompliance of Judgement Madurai Bench of Honorable Madras

High Court Annexure 2 : Copy of TOR approved by MoEF&CC Annexure 3 Details of Public Hearing Annexure 4 Wet Land Restoration Plan by WRD

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EIA & EMP for Proposed Two / Four lane of Trichy Bypass Table of Contents

LIST OF TABLES

CHAPTER 1 : INTRODUCTION Table 1.1 Applicable Environmental Regulations 1-9 Table 1.2 Applicable IRC Codes Relevant To Highways Environmental

Management 1-11

CHAPTER 2 : PROJECT DESCRIPTION Table 2.1 Features of the Final Alignment 2-1 Table 2.2 Summary of Total Vehicles and Total PCUs 2-3 Table 2.3 Summary of Proposed Bypass Proposal 2-5 Table 2.4 Typical Cross Section Details 2-5 Table 2.5 Pavement Layer Thickness Details 2-8 Table 2.6 Construction Materials Requirements for Trichy Bypass 2-8 Table 2.7 Service Road Details 2-9 Table 2.8 Major Junctions 2-10 Table 2.9 Details of Proposed Grade Separator 2-10 Table 2.10 Details of Proposed Rail Over Bridge 2-10 Table 2.11 Details of Proposed Culverts 2-11 Table 2.12 Manpower requirement for proposed Trichy Bypass 2-18 CHAPTER 3 : DESCRIPTION OF THE ENVIRONMENT Table 3.1 Socio-economic Conditions for the area 3-3 Table 3.2 Soil Quality along the Project Road 3-5 Table 3.3 Monthly Rainfall 3-6 Table 3.4 Ground Water Sampling Locations 3-9 Table 3.5 Ground Water Quality in the Study Area 3-14 Table 3.6 Indian Standard Specification for Drinking Water 3-10 Table 3.7 Surface Water Sampling Locations 3-12 Table 3.8 Surface Water Quality in the Study Area 3-16 Table 3.9 Normal of Temperature and Relative Humidity 3-18 Table 3.10 Monthly Wind Speed 3-20 Table 3.11 Special Weather Phenomena 3-21 Table 3.12 Wind Directional Frequencies 3-22 Table 3.13 Ambient Air Quality Monitoring (AAQM) Stations 3-24 Table 3.14 Techniques Used For Ambient Air Quality Monitoring 3-25 Table 3.15 Summary of Ambient Air Quality Monitoring Results 3-26 Table 3.16 Ambient Air Quality at Kallikudy South (AAQ 1) 3-27 Table 3.17 Ambient Air Quality at Paganur (AAQ 2) 3-28 Table 3.18 Ambient Air Quality at Bharathi Nagar (Navalur) (AAQ 3) 3-29 Table 3.19 Ambient Air Quality at Cholan Nagar (AAQ 4) 3-30 Table 3.20 Ambient Air Quality at Thayanur (AAQ 5) 3-31 Table 3.21 Ambient Air Quality at Punganur (AAQ 6) 3-32 Table 3.22 Ambient Standards in Respect of Noise 3-34

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EIA & EMP for Proposed Two / Four lane of Trichy Bypass Table of Contents Table 3.23 Day and Night Time Leq in the Area 3-34 Table 3.24 Trees and Shrubs found in the Study Area 3-37 Table 3.25 Details trees to be felled for Proposed Bypass 3-41 Table 3.26 Demographic and Occupational Details for Tiruchirappalli

District 3-43

CHAPTER 4 : ANTICIPATED ENVIRONMENTAL IMPACTS & MITIGATION MEASURES Table 4.1 Predicted Eight Hourly Average Concentrations for CO 4-14 CHAPTER 5 : ANALYSIS OF ALTERNATIVES Table 5.1 Comparison of the Alignments (Past Studies) 5-8 Table 5.2 Comparison of Consultant Options 5-9 Table 5.3 Features of Option-I Bypass Alignment 5-10 Table 5.4 Features of Option-II Bypass Alignment 5-11 Table 5.5 Features of Option-III Bypass Alignment 5-14 Table 5.6 Features of Option-IV Bypass Alignment 5-18 Table 5.7 Features of Alignment Suggested by Public 5-19 Table 5.8 Summary of Alignment Along the Bund Suggested by Public 5-20 Table 5.9 Summary of Modified Alignment along the Bund 5-24 Table 5.10 Features of the Modified Public Suggested Alignment along

the Bund 5-25

Table 5.11 Summary of Final Modified Alignment 5-26 Table 5.12 Features of Final Modified Alignment (DC/NHAI as on

January 2014) 5-29

Table 5.13 Features of the Final Alignment 5-30 CHAPTER 6: ENVIRONMENTAL MONITORING PLAN Table 6.1 Environmental Monitoring Plan for Trichy Bypass (Km

135+930 to Km 153+230) 6-3

Table 6.2 Environmental Monitoring Plan for Trichy Bypass (Km 135+930 to Km 153+230)

6-5

CHAPTER 7: SOCIAL IMPACT ASSESSMENT Table 7.1 Category of Land to be Acquired 7-4 Table 7.2 Type of Land Acquired for the Proposed Bypass 7-4 CHAPTER 9 ENVIRONMENTAL MANAGEMENT PLAN Table 9.1 Environmental Management Plan for Proposed Bypass 9-28 Table 9.2 Budget for Implementation of Environmental Management

Plan 9-68

Table 9.3 Cost of Environmental Monitoring 9-69

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EIA & EMP for Proposed Two / Four lane of Trichy Bypass Table of Contents Table 9.4 Summary of Estimated Cost for Implementation of EMP and

Monitoring 9-72

CHAPTER 11 : DISCLOSURE OF CONSULTANT ENGAGED Table 11.1 NABET Accredited Team for EIA Study 11-3

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EIA & EMP for Proposed Two / Four lane of Trichy Bypass Table of Contents LIST OF FIGURES CHAPTER 1: INTRODUCTION Figure 1.1 Index Map for Proposed Trichy Bypass 1-7 CHAPTER 2 : PROJECT DESCRIPTION Figure 2.1 Key Planof Final Approved Alignment of Trichy Bypasson

Google Image 2-2 Figure 2.2 Key Plan of Final Approved Alignment of Trichy Bypasson

SOI Map 2-3

Figure 2.3 Traffic Survey Locations 2-4 Figure 2.4 TCS for Two Lanning with Paved Shoulder from km 1+000

to km 1+460, km 2+920 to 4+121 & km 2-6

Figure 2.5 Typical Cross Section at ROB Location from km 1+460 to km 2+370

2-6

Figure 2.6 Typical Cross Section at Grade Separator Location from km 2+370 to km 2+920 & km 4+150 to km

2-7

Figure 2.7 Lead chart for the Aggregate for the Proposed Bypass 2-16 CHAPTER 3 : DESCRIPTION OF THE ENVIRONMENT Figure 3.1 Monthly Rainfall 3-7 Figure 3.2 Nos. of Rainy Days 3-7 Figure 3.3 Maximum and Minimum Temperatures 3-19 Figure 3.4 Relative Humidity 3-20 Figure 3.5 Monthly Wind Speed 3-21 Figure 3.6 FCC Satellite Imagery for Proposed Trichy Bypass 3-36 Figure 3.7 LULC by Satellite Imagery for Proposed Trichy Bypass 3-36 CHAPTER 4 : ANTICIPATED ENVIRONMENTAL IMPACTS & MITIGATION MEASURES Figure 4.1 Attenuation of Noise from Source 4-17 CHAPTER 5 :Alternative Analysis Figure 5.1 Key Plan of DPR Alignment 5-4 Figure 5.2 Key Plan of NHAI Alignment 5-5 Figure 5.3 Expert Committee Alignment 5-7 Figure 5.4 Option-I Bypass Alignment –Key plan 5-12 Figure 5.5 Option-II Bypass Alignment –Key Plan 5-13 Figure 5.6 Option-III Bypass Alignment –Key plan 5-16 Figure 5.7 Option-III Bypass Alignment –Key plan 5-17 Figure 5.8 Key plan of Bypass Alignment –Suggested by Public 5-21

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EIA & EMP for Proposed Two / Four lane of Trichy Bypass Table of Contents Figure 5.9 Public Suggested Modified Alignment 5-23 Figure 5.10 Key plan of final Modified Bypass Alignment –DC/NHAI as

on January 2014 (Satellite Imagery) 5-28

Figure 5.11 Key Plan of Final Approved Alignment 5-31

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Undertaking by

National Highways Authority of India (NHAI)

Undertaking & Declaration by

NABET Accredated Consultant Organization

Declaration by M/s ABC Techno Labs (India) Pvt. Ltd.

National Highways Authority of India has planned for construction of stretch from km 1+000 (Design Ch. 0+000) to km 6+745 (Design Ch. 7+941) on proposed Trichy Bypass as part of widening and strengthening of existing 2 lane to 4/6 lane of selected stretches/Corridors of National Highway under NHDP Phase III Group-F, Tiruchirappalli (Km 130.000) to Karur (Km 218.000) NH-67 in Tamil Nadu State. In this regard, National Highways Authority of India appointed M/s ABC Techno Labs (India) Pvt. Ltd. to conduct the Environmental Impact Assessment (EIA) study as per the Terms of Reference prescribed by Expert Appraisal Committee of Ministry of Environment, Forest & Climate Change vide letter vide letter F.No.5-24/2007-IA.11I(Pt.) Dated 23 August 2017 for proposed Trichy Bypass. ABC Techno Labs has taken all reasonable precaution of this EIA Report. ABC Techno Labs also believe that the facts presented in this report are accurate as on date it was written. ABC Techno Labs confirm that the mentioned experts prepared the EIA Report for proposed Trichy Bypass in Tamil Nadu State. ABC Techno Labs confirm that the consultant organization shall be fully accountable for any misleading information mentioned in this document.

Name: G. Murugesh Designation : Chairman & Managing Director Name of the EIA Consultant Organization: ABC Techno Labs (India) Pvt. Ltd.

Declaration by Experts Contributing to the EIA for the Proposed Trichy Bypass by M/s. National Highways Authority of India

I, hereby, certify that I was a part of the EIA team in the following capacity that prepared the

EIA for the proposed Trichy Bypass.

EIA Coordinator Name : Mr. Vinod Kumar Gautam Signature :

Period of involvement : July 2017 – Continue

Contact information : [email protected] Functional Area Experts

S. No.

Functional Areas Name of the Expert/s Involvement

(Period and task) Signature

1. AP* Dr. Muthiah Mariappan July 17 – April 18

2. WP* Dr. R.K. Jayaseelan July 17 – April 18

3. SHW* Mr. Vinod K. Gautam July 17 – April 18

4. SE* Mr. Sushil U. Meshram July 17 – April 18

5. EB* Dr. N. Sukumaran July 17 – April 18

6. HG* Dr. R.K. Jayaseelan July 17 – April 18

S. No.

Functional Areas Name of the Expert/s Involvement

(Period and task) Signature

7. SC* Mr. Sameer Despande July 17 – April 18

8. AQ* Mr. Vinod K. Gautam July 17 – April 18

9. NV* Mr. Vivek P. Navare July 17 – April 18

10. LU* Dr. R.K. Jayaseelan July 17 – April 18

11. RH* Mr. Vinod K. Gautam July 17 – April 18

Declaration by the head of the Accredited Consultant Organization

I, Mr. G. Murugesh, hereby confirm that the above mentioned experts prepared the EIA for

the proposed Trichy Bypass (Tamil Nadu) by M/s. National Highways Authority of India. I

also confirm that I shall be fully accountable for any misleading information mentioned in this

statement.

Signature :

Name : Mr. G. Murugesh

Designation : Chairman & Managing Director

Name of the EIA Consultant Organization : ABC Techno Labs India Private Limited

NABET Certificate No. & Issue Date : NABET/EIA/1619/RA 0048 & 29.05.2017

Comliance of

Terms of Reference (ToR)

EIA & EMP for Proposed Two / Four lane of Trichy Bypass TOR Compliance

Compliance of TOR vide Letter F.No.5-24/2007-IA.11I(Pt.) Dated 23 August 2017 for Widening and strengthening of existing 2 lane to 4/6 lane of selected stretches/Corridors of National Highway under NHDP

Phase III Group-F, Tiruchirappalli (km 130.000) to Karur (km 218.000) NH-67 in Tamil Nadu by M/s National Highway Authority of India

Sr.No TOR Points Compliance A. Project Specific Conditions (i) Take up the measures for the

protection of irrigation and agricultural tanks, whichare adjacent to proposed highway, without affecting their inflows and outflows.

Measures for the Protection of irrigation and agricultural tanks adjacent to proposed bypass are given in Section 4.3.3of Chapter 4 and Section 9.3.4 of Chapter 4 of EIA Report.

(ii) Ensure the strict compliance of judgement given by the Madurai Bench of theHon'ble Madras High Court on 09.11.2010 in respect of W.P. (MD) 5769 of 2010.

Same has been followed and final alignment is in compliance with judgement given by the Madurai Bench of the Hon'ble Madras High Court. (See Annexure 1)

(iii) Develop wetland restoration plan of the affected areas from a competent authorityand appropriate financial mechanism to implement the same.

Wetland restoration plan for irrigation tanks adjacent to proposed bypass are given in Section 4.3.3of Chapter 4 and Section 9.3.4 of Chapter 4 of EIA Report. Financial mechanism to implement the same is given in Table 9.2 of Chapter 9 of EIA Report.

B. General Conditions i. A brief description of the project,

project name, nature, size, its importance to theregion/state and the country shall be submitted.

The proposed bypass is located on Tiruchirappalli (Km 130.000) to Karur (Km 218.000) NH-67 in the State of Tamil Nadu. Details are given in Section 2.1 of Chapter 2 of EIA Report.

ii. In case the project involves diversion of forests land, guidelines under OM dated20.03.2013 shall be followed and necessary action be taken accordingly.

No forest land is involved in the proposed bypass.Details are given in Section 3.3.1 of Chapter 3 of EIA Report.

iii. Details of any litigation(s} pending against the project and/or any directions ororders passed by any

No litigation is pending in the project.

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EIA & EMP for Proposed Two / Four lane of Trichy Bypass TOR Compliance Sr.No TOR Points Compliance

court of law/any statutory authority against the project to bedetailed out.

iv. Detailed alignment plan, with details such as nature of terrain (plain, rolling, hilly),land use pattern, habitation, cropping pattern, forest area, environmentally sensitiveareas, mangroves, notified industrial areas, sand dunes, sea, rivers, lakes, details ofvillages, teshils, districts and states, latitude and longitude for important locationsfalling on the alignment by employing remote sensing techniques followed by"ground truthing" and also through secondary data sources shall be submitted.

Details are given in Section 3.2.10, Section 3.3.2.6 and Section 3.6.3 of Chapter 3 of EIA Report.

v. Describe various alternatives considered, procedures and criteria adopted forselection of the final alternative with reasons.

Details of various alternatives considered, procedures and criteria adopted for selection of the final alternative with reasons are given in Chapter 5 of EIA Report.

vi. Land use map of the study area to a scale of 1: 25,000 based on recent satelliteimagery delineating the crop lands (both single and double crop), agriculturalplantations, fallow lands, waste lands, water bodies, built-up areas, forest area andother surface features such as railway tracks, ports, airports, roads, and major industries etc. alongwith detailed ground survey map on 1:2000 scale showing theexisting features falling within the right of way namely trees, structures includingarchaeological & religious,

Details are given in Section 3.2.10 of Chapter 3 of EIA Report.

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monuments etc. if any, shall be submitted.

vii. If the proposed route is passing through any hilly area, the measures for ensuringstability of slopes and proposed measures to control soil erosion from embankmentshall be examined and submitted.

Not applicable. The proposed bypass is passing through plain area.

viii If the proposed route involves tunneling, the details of the tunnel and locations oftunneling with geological structural fraction should be provided. In case the roadpasses through a flood plain of a river, the details of micro-drainage, flood passagesand information on flood periodicity at least of the last 50 years in the area shall beexamined and submitted.

Not applicable. The proposed bypass is not located in hilly or flood plain.

ix. If the project is passing through/located within the notified ecologically sensitivezone (ESZ) around a notified National Park/Wildlife Sanctuary or in the absence ofnotified ESZ, within 10 km from the boundary of notified National Park/WildlifeSanctuary, the project proponent may simultaneously apply for the clearance for the standing committee of NBWL.The ECfor such project would be subject to obtainingthis clearance from the standing committee of NBWL.

Not applicable. The proposed bypass is not located in notified ecologically sensitive zone (ESZ) around a notified National Park/Wildlife Sanctuary or in the absence of notified ESZ, within 10 km from the boundary of notified National Park/Wildlife Sanctuary.

x. Study regarding the animal bypasses/underpasses etc. across the habitation areasshall be carried out. Adequate cattle passes for the movement of agriculturematerial shall be provided at the stretches passing through habitation areas.

The proposed bypass is located near Tiruchirappalli city. Therefore, wild animals in the area are rare. In the project 43 culverts and 4 minor bridges are proposed in the bypass, which will work as animal underpass.

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Sr.No TOR Points Compliance Underpasses shall be provided for the movement of Wild animals.

xi. Study regarding in line with the recent guidelines prepared by Wildlife Institute of India for linear infrastructure with strong emphasis on animal movement and identifying crossing areas and mitigation measures to avoid wildlife mortality.

Not applicable as the proposed bypass is located near Tiruchirappalli city. Therefore, wild animals in the area are rare.

xii. The information shall be provided about the details of the trees to be cut including their species and whether it also involves any protected or endangered species. Measures taken to reduce the number of the trees to be removed should be explained in detail. The details of compensatory plantation shall be submitted. The possibilities of relocating the existing trees shall be explored.

About 117 trees are to be felled for the revised alignment of Trichy Bypass, against which about 1170 trees are proposed to be planted. Details are given in Section 3.3.3 of Chapter 3 of the EIA Report.

xiii. Necessary green belt shall be provided on both sides of the highway with proper central verge and cost provision should be made for regular maintenance.

About 117 trees are to be felled for the revised alignment of Trichy Bypass, against which about 1170 trees are proposed to be planted. The cost of plantation has been included in Table 9.2 of Chapter 9 of EIA Report.

xiv. If the proposed route is passing through a city or town, with houses and human habitation on either side of the road, the necessity for provision of bypasses/diversions/under passes shall be examined and submitted. The proposal should also indicate the location of wayside amenities, which should include petrol

Details are given in Chapter 2 and Chapter 9 of the EIA Report.


Sr.No TOR Points Compliance include petrol stations/service centres, rest areas including public conveyance, etc.

xv Details about measures taken for the pedestrian safety and construction ofunderpasses and foot-over bridges along with flyovers and interchanges shall besubmitted.

Details are given in Chapter 2 and Chapter 10 of the EIA Report.

xvi. The possibility that the proposedproject will adversely affect roadtraffic in the surrounding areas(e.g. by causing increases in trafficcongestion and trafficaccidents)shall be addressed.

The proposed bypass will ease the traffic in Trichy city and reduce accident rate.

xvii. The details of use of fly ash in theroad construction, if the projectroad is located within the 100 kmsfrom the Thermal Power Plant shallbe examined and submitted.

There is no Coal Base Thermal Power Plant within 100 km radius from the proposed by pass.

xviii. The possibilities of utilizing debris/waste materials available in andaround the project area shall beexplored.

In the area no such debris/ waste materials are available.

xix. The details on compliance with respect to Research TrackNotification of MoRTH, shall besubmitted.

Not applicable in the proposed bypass.

xx. The details of sand quarry andborrow area as per OM No.2-30/2012-IA-1I1 dated 18.12.2012on 'Rationalization of procedure forEnvironmental Clearance forHighway Projects involving borrowareas for soil and earth" asmodified vide OM ofeven No.dated March 19, 2013, shall beexamined and submitted.

Sand quarry and borrow area shall be identified by the Contractor and prior environmental clearance shall be obtained from SEIAA/DEIAA for opening Sand quarry/borrow areas.

xxi. Climate and meteorology (max andmin temperature, relativehumidity, rainfall,frequency oftropical cyclones and snow fall);the nearest IMD meteorological

Details are given in Subsection, 3.2.6,3.2.7.1 and 3.2.7.2 of Chapter 3 of the EIA Report.

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stationfrom which climatological data have been obtained to be indicated.

xxii. The air quality monitoring shall be carried out as per the notification issued on 16thNovember, 2009. Input data used for Noise and Air quality modelling shall be clearlydelineated.

Ambient air quality was carried from 05/12/2017 to 26/02/2018 as per the notification issued on 16thNovember, 2009 and presented in comprehensively in Section 3.2.8 of Chapter 3 of the EIA Report.

xxiii. The base line data used for the EIAshall not be more than one year old.

Ambient air quality was carried from 05/12/2017 to 26/02/2018.

xxiv. The project activities during construction and operation phases, which will affect thenoise levels and the potential for increased noise resulting from this project shall beidentified. Discuss the effect of noise levels on nearby habitations during theconstruction and operational phases of the proposed highway. Identify noisereduction measures and traffic management strategies to be deployed for reducingthe negative impact if any. Prediction of noise levels shall be done by usingmathematical modelling at different representative locations.

Details are given in Section 4.5 of Chapter 4 of the EIA Report.

xxv. The impact during construction activities due to generation of fugitive dust fromcrusher units, air emissions from hot mix plants and vehicles used for transportationof materials and prediction of impact on ambient air quality using appropriatemathematical model, description of model, input requirement and reference ofderivation, distribution of major pollutants and presentation in tabular form for easyinterpretation


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shall be examined and carried out. xxvi. The details about the protection to

existing habitations from dust, noise, odour etc.during construction stage shall be examined and submitted.


xxvii. If the proposed route involves cutting of earth, the details of area to be cut, depth ofcut, locations, soil type, volume and quantity of earth and other materials to beremoved with location of disposal/ dump sites along with necessary permission.

For the proposed bypass, 7,03,655 cum quantity of earthwork filling will be required. Required earth filling will be procured by approved borrow area by the contractor. Details are given in Section 2.16 of Chapter 2 of the EIA Report.

xxviii. If the proposed route is passing through low lying areas, details of filling materialsand initial and final levels after filling above MSL,shall be examined and submitted.

No, the proposed bypass is not passing through low lying area. However, For the proposed bypass, 7,03,655 cum quantity of earthwork filling will be required. Required earth filling will be procured by approved borrow area by the contractor. Details are given in Section 2.16 of Chapter 2 of the EIA Report.

xxix. The water bodies including the seasonal ones within the corridor of impacts alongwith their status, volumetric capacity, quality and likely impacts on them due to theproject along with the mitigation measures, shall be examined and submitted.

No, the proposed bypass is not crossing any seasonal water bodies. However, on natural drainage channels 43 culverts and 4 minor bridges have been proposed. Details are given in Chapter 2 of the EIA Report.

xxx. The details of water quantity required and source of water including waterrequirement during the construction stage with supporting data and alsoclassification of ground water based on the CGWA classification, shall be examinedand submitted.


xxxi. The details of measures taken Details of given in Chapter 2 and

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during constructions of bridges across rivers/canals/major or minor drains keeping in view the flooding of the rivers and the lifespan of the existing bridges shall be examined and submitted. Provision of speedbreakers, safety signals, service lanes and foot paths shall be examined at appropriate locations throughout the proposed road to avoid accidents.

Table 9.1 of Chapter 9 of the EIA Report.

xxxii. If there will be any change in the drainage pattern after the proposed activity, detailsof changes shall be examined and submitted.

No change in drainage pattern is anticipated as on natural drainage channels 43 culverts and 4 minor bridges have been proposed. Details are given in Chapter 2 of EIA Report.

xxxiii. Rain water harvesting pit shall be at least 3 - 5 m. above the highest ground watertable. Provisions shall be made for oil and grease removal from surface runoff.

Rain water harvesting pit will be provided at every 500 m at least 3 - 5 m. above the highest ground water table. Before the rainwater harvesting pit, provisions will be made for oil and grease removal from surface runoff. Total 20 pits will be constructed in the proposed bypass. Details are given in Section 2.19 of Chapter 2 of EIA Report.

xxxiv. If there is a possibility that the construction/widening of road may cause an impactsuch as destruction of forest, poaching or reduction in wetland areas, examine theimpact and submit details.

Not applicable as no forest land is involved in the project.

xxxv. The details of road safety, signage, service roads, vehicular under passes, accidentprone zones and the mitigation measures, shall be submitted.

Details are given in Section 2.10 to 2.15 of Chapter 2 of EIA Report.

xxxvi. IRCguidelines shall be followed for widening & upgradation of roads.

IRC guidelines followed for design the proposed bypass are as given

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Section 1.6 and Table 1.2 of Chapter 1 of the EIA Report.

xxxvii. The details of social impact assessment due to the proposed construction of theroad, shall be submitted.

Details are given in Chapter 7 of EIA Report.

xxxviii. Examine the road design standards, safety equipment specifications andManagement System training to ensure that design details take account of safetyconcerns and submit the traffic management plan.

IRC guidelines followed for design the proposed bypass are as given Section 1.6 and Table 1.2 of Chapter 1 of the EIA Report.

xxxix Accident data and geographic distribution shall be reviewed and analyzed to predictand identify trends - in case of expansion of the existing highway and provide Postaccident emergency assistance and medical care to accident victims.

Not applicable, as project is new bypass.

xl. If the proposed project involves any land reclamation, details shall be provided ofthe activity for which land is to be reclaimed and the area of land to be reclaimed.

Not applicable as no land reclamation is involved in the project.

Xli. Details of the properties, houses, business activities etc likely to be effected by landacquisition and an estimation of their financial losses, shall be submitted.

The alignment for proposed bypass is passing mostly though barren land and partly agricultural land. Due to this bypass alignment, none of the habitation/ settlement is affected and hence no structures are affected except boundary walls, fencing and pump houses. No house or shop will be displaced for the proposed bypass. There are no Resettlement & Rehabilitation issues arising out due to this project. Details are given in Chapter 7 of the EIA report.

xlii. Detailed R&R plan with data on the existing socio-economic status of

As no house or shop will be displaced for the proposed

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the populationin the study area and broad plan for resettlement of the displaced population, sitefor the resettlement colony, alternative livelihood concerns/employment andrehabilitation of the displaced people, civil and housing amenities being offered, etc,and the schedule of the implementation of the specific project, shall be submitted.

bypass. There are no Resettlement & Rehabilitation issues arising out due to this project. Details are given in Chapter 7 of the EIA report.

xliii. The environment management and monitoring plan for construction and operationphases of the project shall be submitted. A copy of your corporate policy onenvironment management and sustainable development, shall also be submitted.

The environment management and monitoring plan for construction and operation phases of the project shall be submitted are enclosed as Chapter 9 and Chapter 6 of the EIA report.

xliv. Estimated cost of the project including that of environment management plan (bothcapital and recurring) and source of funding. Also, the mode of execution of theproject, viz, EPC,BOT,etc, shall be submitted.

Budget for implementation of environmental management plan are given in Table 9.2 of Chapter 9 of the EIA Report.

xlv. A copy of your CSRpolicy and plan for meeting the expenditure to address the issuesraised during Public Hearing, shall be submitted.

Under Corporate Environmental Responsibility (CER) as specified under Ministry of Environment, Forest and Climate Change (MOEFCC) Office Memorandum vide F.NO. 22-65/2017-IA-III dated 1stMay 2018, NHAI has allocated budget of Rs 1.683 Crores (2 % of the project cost as Rs 84.15 Crores) for Corporate Environmental Responsibility Initiativesinsurrounding areas of the proposed bypass. The proposed activities under CER will be undertaken in consultation District Collector as per needs to

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http://f.no/


local people. Details are given in Section 9.7 of Chapter 9 of EIA Report.

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CHAPTERS I - XI

EIA & EMP for Proposed Two / Four lane of Trichy Bypass Introduction

Chapter 1

INTRODUCTION

1.1 Background

Two / Four laning of Trichy - Karur section part of NH 67 from km 135+800 to km 218+000 having a total length of 82.2 km is taken up under NHDP phase III for which the construction work is under progress. The contractor for the above work is M/s T. K. Toll Road Ltd. As part of the above project as per the contract Agreement, a bypass has been proposed for Trichy town from existing km 135+930 (bypass chainage km 0+000) to km 153+230 (bypass chainage 17+305) having a total length of around 17.305 km and the stretch from km 1+000 (Design Ch. 0+000) to km 6+745 (Design Ch. 7+941) was passing through three irrigation tanks namely Kothamangalam, Kallikudi and Thayanur tanks. The bypass works according to approved DPR was commenced and almost 50 percentage of thework has been completed on Kothamangalam tank and preliminary works over Kallikudi tank and Tayanur tanks were about to start when the farmers association filed writ petition. Subsequently Hon’ble Madras High court, Madurai Bench directed NHAI, not to proceed with DPR alignment of Trichy bypass particularly laying up of road in three tanks. The project received setback by the local people who filed four court cases seeking change of alignment at the mist of ongoing construction of the bypass. Court Cases were filed against the alignment passing through these Irrigation tanks are (1) W.P.No. 9112/2009 (2) W.P. No. 9510/2009 (3) W.P.No. 21205/2009 (4) MP No.123 of 2009. A total of 7.80 km of work was affected by these court cases. Considering the Law and Order Situation the District Collector requested NHAI to study alternate alignment without affecting the deepest portion of Irrigationtanks. Accordingly, a revised alignment with minimum deviation to the original DPR alignment has been proposed by reducing the length in the three tanks from 2750 m to 2000 m by 750m length. Based on the Judgment of Honorable Madurai Bench of Madras High court dated 22.12.2009 theExpert Committee was formed, vide the NHAI, HQ approval No.NHAI/BOT/11012/49/2004 (pt) dated 24.02.2010 to study the alignment

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passing through the tanks in the above bypass. The Expert Committee visited the above three irrigation tanks on 03.04.2010 and prepared report and got final opinion from the Director, Centre for Water resources, Anna University, Chennai as per the Hon’ble Madras High Courts direction in the W.P.No. 21205/2009, and submitted their final report on 09.06.2010. The suggestion of Expert Committee is as follows. a) The Highway should not pass through the tanks b) The new alignment should at best be aligned along the boundaries of the tank withoutaffecting the inflows or outflows from the tank. c) If it is inevitable to align the highway in the tank, then the highway should be constructed over the bridges after proper hydraulic and hydrologic analysis so that thereis no obstruction to the inflow and outflow from the tank.

Accordingly, NHAI in consultation with PWD, WRO Trichy accepted to go with the Expert Committee opinion listed at point-C which has also obtained No Objection certificate vide letter No.416M/F,30KP/D3/2010 dated 05.08.2010.

Again fresh three cases were filed in the Honorable Madurai Bench of Madras High court againstapproved alignment. The hearing was completed and Judgment was pronounced on 09.11.2010. The following are the contents of the Judgment Para 58. (i) Insofar as options ‘A’ and ‘B’ as suggested by the Expert Committees, the National Highways Authority of India is at liberty to adopt any one. (ii) In the event, the competent authority of the National Highways Authority of India, namely the Chairman, after having regard to all the facts and circumstances, comes to the indispensable conclusion that adopting option ‘C’ is inevitable, necessary detailed orders may have to be issued by the competent authority to adopt option ‘C’. (iii) If option ‘C’ is to be adopted by the National Highways Authority of India, it is absolutelynecessary to construct over bridges, as suggested by the Committees, to lay road upon the same, across the tanks in question. (iv) Constructing culverts and minor bridges across the tanks shall not satisfy the requirements and, therefore, the same shall not be approved.


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(v) To adopt any one of the options, namely options ‘A’, ‘B’ or ‘C’, environmental clearance should be obtained from the Central Government as per the Government of India Notification in S.O.No.1737 (E), dated 11.10.2007. Without such clearance, there shall be no laying of road across the tanks. (vi) The contention that already 85% of the work has been completed across the tanks cannot be appreciated and the same cannot be accepted also, in view of the fact that in the absence of any environmental clearance and approval by the Chairman of the National Highways Authority of India regarding the alignment across the tanks, the project, as per the proposed alignment, should not have been implemented at any cost. Possible incurring of additional costs for construction of over-bridges shall not be a factor to permit the National Highways Authority of India to lay road across the tanks by constructing culverts and minor bridges. In the result, the writ petitions are allowed against the proposal ‘C’ of Expert Committee suggestion and the impugned order is set aside in the following terms. Para 59 (i) The National Highways Authority of India is at liberty to lay road as per option ‘A’ or option ‘B’ as suggested by the Expert Committees. (ii) In the event, the competent authority of the National Highways Authority of India comes to the indispensable conclusion that either option ‘A’ or option ‘B’ is not feasible and option ‘C’ is inevitable, necessary detailed orders, giving reasons for such conclusion, shall be passed. (iii) If option ‘C’ is so adopted by the National Highways Authority of India as inevitable, it shall be absolutely necessary for the National Highways Authority of India to construct over-bridges across the tanks in question, as suggested by the Committees and then to lay the road upon the same. (iv) Construction of culverts and minor bridges across the tanks shall not satisfy the requirements and, therefore, the same shall not be approved by the National Highways Authority of India. (v) Before adopting any one of the options, namely options ‘A’, ‘B’ or ‘C’, environmental clearance should be obtained from the Central Government as per the Government of India.


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Further Proceedings Regarding the points (iii) and (iv) of para 58 and 59 of the Judgment vide the reference dt.29.01.2011 the Director, Centre for Water Resources, Anna University, Chennai (who is the final decision authority for Expert Committee’s Report) has clarified and suggested that in all the above tanks, the requirements of the surplus flows are taken into account by proposing minor bridges and box culverts. And hence construction of embankment with these minor bridges / box culverts was accepted by the Expert Committed. Based on this, review petition was filed in the Hon’ble Madurai Bench of Madras High Court. High Court directed NHAI to obtain the MOEF&CC clearance. The compliance of copy of Judgement Madurai Bench of Honorable Madras High Court is given in Annexure 1. Environmental Clearance Vide the points (v) of Para 59 of the Judgment of the Hon’ble Court has ordered that for any of the alignment Environment clearance has to be obtained as per MoEF Notification in S.O. No. 1737 (E) dated 11.10.2007. And it is informed that Environmental Clearance for the widening and strengthening of existing 2 lane to 4/6 lane of selected stretches / corridors of National Highways under NHDP Phase-III, Group-P, Tiruchirappalli was obtained vide letter No. 5-24/2007-1A-III dated 16.05.2007 for the Original proposal. Under this situation, since the Environmental Clearance was already got, vide the reference 5-24/2007-1A –III dt.16.05.2007 and requested the Director, MOEF, New Delhi, to clarify whetherwe have to obtain fresh Environmental Clearance for this new alignment also, since the modified alignment was also passes through the same irrigation tanks. MoEF&CC requested to circulate the documents to the members of the EAC and make a presentation of the proposal before the EAC. The EAC was met on 24.06.2011 at New Delhi (At Scope Complex, Lodhi Road, New Delhi). Basedon the documents already communicated to the members, and with Power Point Presentation, modification in the alignment was explained in details. But the Committee have not accepted the alignment passing through the water bodies. It was informed to the Committee that the alignment as per DPR was also through the same tanks for which MOEF clearance was also obtained vide the reference 5-24/2007-1A –III dt.16.05.2007. Even after full


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explanation the EAC have refused to accept the alignment passing through the Irrigation tanks and asked us to construct High level elevated bridge through the tanks if it is inevitable or other wise the alignment has to be taken away from the tanks as per the option (a) of the Expert Committee. As per the instruction from Ministry of Environment and Forests observations and vide letter to the Project Director for the change of alignment for NH 67 dated 11th October 2011, afresh MoEF clearance need to obtained. Hence NHAI has decided to go for the fresh bypass study and engaged IC consultant M/s Wilbur Smith Associates Pvt., Ltd., for carrying out the detailed study, duly considering the existing issues between km 1+750 and km 7+000. Later, the NHAI requested to start the alignment from NH 45B (Trichy Madurai Road) from 0+000. Trichy Bypass is part of the Tiruchirappalli-Karur NH 67 project. EnvironmentalClearance for this project was granted vide MoEF&CC letter no. 5-24/2007-IA-111dated 16.05.2007. The work of widening is almost complete and the work of TrichyBypass (a part of the project) is under progress, with about 11.185 km done out oftotal 17.305 km of original design length of the bypass. A stretch of the bypass fromkm 1+000 to km 7+941 for a length of about 6.941 km is only left out to initiate anywork as per order of Hon'ble Madras High Court dated 09.11.2010, which suggestedrealignment of this section which was passing through three irrigation tanks. NHAIhas applied for environmental clearance for the revised alignment of Trichy Bypass. The revised alignment passes through the bunds of irrigation tanks and agriculturallands. Total land acquisition required for the revised alignment is 46.16 Ha. The siteis connected to nearby highways through already constructed portions of thebypass. The proposal for final bypass alignment was considered by the Expert Appraisal Committee (EAC) in the meeting held on 9th August, 2017 andrecommended for grant of TOR. As per the recommendation of the EAC,the Ministry ofEnvironment, Forest and Climate Change hereby accords TOR for 'Widening andstrengthening of existing 2 lane to 4/6 lane of selected stretches/Corridors of NationalHighway under NHDP Phase III Group-F, Tiruchirappalli (km 130.000) to Karur (km218.000) NH-67 in the State of Tamil Nadu' by M/s NHAI, for preparation of theEnvironment Impact Assessment Report and Environment Management Plan (EMP) with thespecific and general conditions given in TOR vide letter F.No.5-24/2007-IA.11I(Pt.) dated 23 August 2017. The copy of TOR is


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attached as Annexure 2.Compliance of TOR is given in the beginning of the EIA report. Public hearing for the proposed Realignment of Trichy – Karur Bypass starting from NH 45 B (Trichy – Madurai Road) junction from Km 0+000 and end of Km 7.941 near Thayanur Village by NHAI under NHDP Phase III, Srirangam Taluk, Trichy Districtwas held at 10.30 A.M. on 26.04.2018 at Open ground in front of Community Hall at K. Kallikudi Village by Tamilnadu Pollution Control Board (TNPCB).Action taken report for issues raised in public hearing are given in Chapter 7 and Annexure 3.

1.2 Project Locations The geographical co-ordinates of project site are 10045'32.82"N, 10052'37.43"N, 78°39'29.23"E and 78°35'42.06"E.The project is located in Trichy district of Tamil Nadu State, situated on the banks of the River Cauvery and the bypass is an alternate link connecting NH 45B with NH 67 having a total length of around 7.9 km. To be more explicit, the project corridor acts as the shortest route between NH 45B and NH 67 passing through NH 45 respectively. Project is located 6.5 km from Trichy city, connected majorly through Trichy Madurai Road (NH 45B). The study area traverses through number of villages namely Aruvankudi, Pungudi, Kottamangalam, Kalligudi, Ramjinagar, Cholan Nagar, NeduMalai, Malaipettai, Punganur, and Tayanur and almost passes through plain terrain comprising agricultural fields, barren lands, semi-urban stretches, predominantly agricultural lands. At some locations a bleak and barren views were observed along the project corridor. The proposed corridor also crosses some dry nalas / depression. The most significant Ariyar River crosses the corridor near Punganur. The project corridors also have number of environmental sensitive irrigation tanks and water bodies. There are very few utilities running parallel and across the project corridor and a few locations pylons of High Tension Lines exists. The geographical co-ordinates of project site are 10045'32.82"N, 10052'37.43"N,78°39'29.23"E and 78°35'42.06"Ewith average elevation of 82m. Location map of the project area is shown in Figure 1.1.

1.3 Identification of Project Proponent National Highways Authority of India has been entrusted for implementation of Trichy bypass of National Highway-67in the State of Tamil Nadu.


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Figure 1.1: Index Map for Proposed Trichy Bypass


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1.4 Environmental Standards and Code of Practices

The bypass has been proposed for Trichy town from existing km 135+930 (bypass chainage km 0+000) to km 153+230 (bypass chainage 17+305) having a total length of around 17.305 km and the stretch from km 1+750 (Design Ch. 0+000) to km 6+745 (Design Ch. 7+941). Construction and operational activities of road project fall under the preview of various environmental and social regulations promulgated time to time by Government of India and State Government. Even before India’s independence in 1947, several environmental and social/resettlement related legislations existed but the real impetus for bringing about a well-developed framework came only after the United Nations Conference on the Human Environment (Stockholm, 1972). Under the influence of this declaration, the National Council for Environmental Policy and Planning within the Department of Science & Technology was set-up in 1972. The Department of Environment was established in 1980 and later evolved into a full-fledged Ministry of Environment and Forests (MoEF) in 1985, which today is the apex administrative body in the country for regulating and ensuring environmental protection. After the Stockholm Conference, in 1976, constitutional sanction was given to environmental concerns through the 42nd Amendment, which incorporated them into the Directive Principles of State Policy and Fundamental Rights and Duties. In past two decades, an extensive network of environmental legislation has grown in the country. The Constitution of India directs the State to endeavor to protect and improve the environment and to safeguard forest and wildlife of the country. Article 51(g) of the Constitution states that it shall be the duty of every citizen of India to protect and improve the national environment including forests, lakes, rivers and wildlife and to have compassion for living creatures. The language of the Directive Principles of the State Policy (Article 47) also contains a specific provision, which commits the state to protect the environment. In addition to Constitutional provisions, India has established a comprehensive set of laws for the management and protection of the environment. The Environmental Acts, Rules, Notifications and Amendments applicable for the up-gradation of the project road include the following: • The Environment (Protection) Act, 1986 with applicable Rules/ Legislation’s;

and Notifications;


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• Water (Prevention and Control of Pollution) Act 1974; • The Air (Prevention and Control of Pollution) Act, Rules and Amendment,

1981, 1982, 1983, 1987; • The Water (Prevention and Control of Pollution) Act and Rules, 1974, 1975; • The Water (Prevention and Control of Pollution) Cess Act, 1977; • Forest (Conservation) Act 1980, Forest Conservation Rules, 1981; • National Environment Tribunal Act, 1995; • Disposal of Fly Ash Notification 2009; • Noise (Regulation and Control) Rules, 2000; • Construction and Demolition Wastes Rules 2016 • Solid Waste Management Rules, 2016; • The Hazardous And Other Wastes. (Management and Transboundary

Movement) Rules, 2015; • Biodiversity Act, 2002; • EIA Notification, 2009; • Applicable environmental standards as specified by CPCB.

1.5 Applicable Environmental Regulations Applicable environmental acts, rules and regulation, application to proposed up-gradation of the project road are as given in Table 1.1:

Table 1.1: Applicable Environmental Regulations

Sl.No. Legal

Framework Coordinating

Agency Objectives/Highlights of

Framework. Environment Legal Framework

1. Water (Prevention and Control of pollution) Act 1974

CPCB, TNPCB Prohibits the discharge of pollutants into water bodies beyond a given standard, and lays down penalties for non-compliance.

2. Water (Prevention and Control of Pollution) Cess Act, 1977

CPCB, TNPCB Provides for a levy and collection of a cess on water consumed by industries and local authorities.

3. Forest (Conservation) Act 1980, Forest Conservation

MoEF&CC, Regional, State Forest Department

Restrictions on conversions of Forest for uses other than reforestation, including use for roads.


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Sl.No. Legal

Framework Coordinating

Agency Objectives/Highlights of

Framework. Rules, 1981 (SFD)

4. Air (Prevention and Control of Pollution) Act, 1981

CPCB, TNPCB Provides means for the control and abatement of air pollution.

5. The Air (Prevention and Control of Pollution) Rules, 1982

CPCB, TNPCB Defined the procedures for conducting meetings of the boards, the powers of the presiding officers, decision-making etc.

6. Environment (Protection) Act 1986 followed by amendment in

Ministry of Environment and Forests (MoEF&CC)

Ensure that appropriate measures are taken to conserve and protect the environment before commencement of operations.

7. Fly Ash Notification 2009

MoEF&CC Mandates use of fly ash in road construction.

8. The Environment (Protection) Rules, 1986

MoEF&CC&TNPCB Lay down the procedures for setting standards of emission or discharge of environmental pollutants.

9. Biodiversity Act, 2002

National Biodiversity Authority/State authorities

To provide for conservation of biodiversity, sustainable use of resources fair and equitable sharing of the benefits from use of resources.

1.6 Applicable Indian Road Congress (IRC) Codes to Project Road

The following IRC codes and guidelines (Table 1.2) have been segregated that have a direct role in the environmental management during design and construction stages. Details of these codes have been presented in Table 1.2 .Indeed, most of them were formulated without a proper environmental management backing, therefore a revision of these documents incorporating the environmental and social dimension would make these codes more sensible with


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double (Engineering and Environmental) applicability i.e., both engineering as well as environmental management requirements. Table 1.2: Applicable IRC Codes Relevant To Highways Environmental

Management Sl. No.

IRC Code Theme Year Purpose Applicability/

Comments 1. Recommended

practice for borrow pits for Rural road embankments constructed by manual operations

IRC: 10-1961 Issues relating to Borrow pits

Direct (need to include EMP and revise)

2. Recommendations for road construction in water logged areas

IRC: 34-1970 Construction in water logged areas

Indirect. Consider Ecological aspect and revise

3. Road accident forms A-1 (first edition)

IRC: 53-1982 Road safety FIR forms (completely out dated)

Old document

4. Guidelines for Pedestrian Facilities

IRC: 103 -1988 Safety of pedestrians

Direct/Old

5. Guidelines for EIA of Highway projects

IRC:104-1988 EIA guide lines Direct (need revisions to include EMP/BOQ etc)

6. Ribbon Developments on Highways and its Prevention

IRC: SP: 1996 Control by various measures that includes Legislation

Direct/old

7. Manual on Landscaping of Road

IRC: SP: 21-1979

Landscaping of road

In direct (very old document)

8. Report containing Recommendations of IRC Regional Workshops on Highway Safety

IRC: SP: 27-1984

Highway safety Direct


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Sl. No.

IRC Code Theme Year Purpose Applicability/

Comments 9. Road safety for

Children (5-12 years old)

IRC: SP: 32-1988

Highway safety for Children’s

Direct

10. Guidelines on Road Drainage

IRC: SP: 42-1994

Drainage Direct

11. Highway Safety Code

IRC: SP: 44-1994

Highways safety Direct

12. Guidelines for Safety in Construction Zones

IRC: SP: 55-2001

Safety during construction

Direct

1.7 Structure of EIA Document

As per Environmental Impact Notification S.O.1533 (E), of 14th September 2006 as amended in 2009, EIA report for Trichy bypass has been structured in following chapters. Chapter 1: Introduction This chapter contains the general information on Trichy bypass, environmental clearance process, and identification of the project proponent Chapter 2: Project Description This chapter covers the description of the Trichy bypass and the estimated cost of the project. Chapter 3: Description of Environment This chapter covers baseline data in the project area and study area. Chapter 4: Anticipated Environmental Impact and Mitigation Measures This chapter covers the anticipated impact on the environment and mitigation measures. The method of assessment of impact including studies carried out, modeling techniques adopted to assess the impact where pertinent shall be elaborated in this chapter. It should give the details of the impact on the baseline parameters, both during the construction and operational phases and mitigation measures to be implemented by the proponent.


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Chapter 5: Analysis of Alternatives This chapter covers the details of various alternatives in respect of both location of site and technologies to be deployed, in case the initial scoping exercise consider such a need. Chapter 6: Environmental Monitoring Programme This chapter covers the planned Environmental Monitoring Program. It includes the technical aspects of monitoring the effectiveness of mitigation measures. Chapter 7: Social Impact Assessment This chapter describes social Impact Assessment due to land acquisitions and construction & operation of the project. Chapter 8: Project Benefits This chapter describes the benefits accruing to the locality, neighborhood, region and nation as a whole. It brings out details of benefits by way of improvement in the physical infrastructure, social infrastructure, employment potential and other tangible benefits. Chapter 9: Environmental Management Plan This chapter comprehensively presents the Environmental Management Plan (EMP), which includes the administrative and technical setup, summary matrix of EMP, the cost involved to implement the EMP, both during the construction and operational Phases. Chapter 10: Summary and Conclusions This chapter describes Summary and Conclusions of the EIA study. Chapter 11: Disclosure of Consultant engaged This chapter comprises the name of consultants engaged with their brief resume and nature of consultancy rendered.


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EIA & EMP for Proposed Two / Four Lane Trichy Bypass Project Description


2-1

Chapter 2

PROJECT DESCRIPTION

2.1 General

Trichy Bypass has been proposed under 2/4 laning of Trichy to Karur section

of NH 67, for Trichy town from existing km 135+930 (bypass chainage

0+000) to km 153+230 (bypass chainage 17+305) having a total length of

around 17.305 km.

As per finalalignment plan, proposed Trichy Bypass starts from the NH 45 B

(Trichy – Madurai Road) Junction from 0+000, (NH 45 B chainage is 5+122)

and ends at Ch. 7+941 near Thayanur Village. The total length of the

alignment is 7.941 km. Key plan of the proposed bypass alignment on google

image is shown in Figure 2.1andon Survey of India Toposheet in Figure

2.2. The features of the alignment are summarized in Table 2.1shown

below:

Table 2.1: Features of the Final Alignment

Sl.No. Description Remarks

1 Ch. 0+000 to Ch. 1+000

Alignment starts from Ch. 0+000 at NH

45 (Ch. 5+122) where Grade Separator

work is partially completed till Ch. 0+800

and passes through existing partially

built minor bridge at Ch. 0+927

2 Ch. 1+000 to Ch. 2+000 Alignment passes through agricultural

land, crosses Nala at Ch. 1+270 and

drain at Ch. 1+900


land, crosses roads at Ch. 2+120 and at

Ch. 2+365 and crosses Nalas at Ch.

2+040 and at Ch. 2+935


land and crosses Nala at Ch. 3+290

5 Ch. 4+000 to Ch. 5+000

Alignment passes closely towards LHS of

Kallikudi tank and bisects tank boundary

at Ch. 4+450 and at Ch. 4+650, and



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Sl.No. Description Remarks

crosses NH -45 at Ch. 4+890


land and crosses Drains at Ch. 5+010

and at Ch.5+280 and passes closely

towards CARE College from Ch. 5+350 to

Ch. 5+650 and crossing Thayanur Tank

Boundary


Land and closely towards LHS of

Thayanur tank boundary from Ch. 6+400

to Ch. 7+000

8 Ch. 7+000 to Ch. 7+941

Alignment crosses Thananur Tank at Ch.

7+050 and passes through agricultural

land till end crossing Nala at Ch. 7+600

Figure 2.1: Key Plan of Final Approved Alignment of Trichy

Bypass on Google Image



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2.2 Traffic Projection

The 24 hour Classified Traffic Volume Count was conducted for seven days.

RSI surveys (O-D) was conducted for one working day to estimate the

possible diversion to the bypass, once completed. The analysis of the

directional classified traffic volume counts observed at two count stations has

been carried out to work out the traffic characteristics. Traffic survey locations

are given in Figure 2.3. Thesummary of total vehicles and total PCUs are

given in Table 2.2.

Table 2.2: Summary of Total Vehicles and Total PCUs

Year Trichy Bypass Vehicles PCUs

2015 1,965 3,229

2016 2,070 3,401

2017 2,181 3,582

2018 2,298 3,773

2019 2,495 4,114

2020 2,648 4,364

2021 2,812 4,629

Figure 2.2: Key Plan of Final Approved Alignment of Trichy Bypass on SOI Map



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Year Trichy Bypass Vehicles PCUs

2022 2,986 4,911

2023 3,171 5,210

2024 3,367 5,528

2025 3,544 5,818

2026 3,731 6,123

2027 3,928 6,445

2028 4,135 6,783

2029 4,353 7,139

2030 4,546 7,456

2031 4,747 7,788

2032 4,957 8,134

2033 5,177 8,496

2034 5,407 8,874

2035 5,605 9,200

Figure 2.3: Traffic Survey Locations



2-5

2.3 Summary of Proposed Bypass Proposal

The summary of proposed Trichy bypass proposal is given in Table 2.3.

Table 2.3: Summary of Proposed Bypass Proposal

Sl.

No.

Particulars Remarks

1. Length of Bypass (km) 7.941

2. Proposed ROW 60 m

3. Lane Configuration Two lane with paved shoulder

4. Design Speed (kmph) 65 -100

5. No. of Culverts 43

6. No. of Bridges 4

7. RoB (No’s) 1

8. Grade Separator /VUP 2

2.4 Typical Cross Sections

Typical cross sections for the proposed bypass are given in Table 2.4 and

Figure 2.4to 2.6.

Table 2.4: Typical Cross Section Details

Sl.No. Start

Chainage

End

Chainage

Details of Cross Section

1. 1+000 1+400 TCS 1

2. 1+400 1+460 Tapering from TCS 1 to 1A

3. 1+460 2+370 TCS 1A

4. 2+370 2+690 TCS 1B

5. 2+690 2+920 Acceleration/Deceleration Length

6. 2+920 4+150 TCS 1


8. 4+360 5+390 TCS 1B


10 5+600 7+941 TCS 1



2-6

Figure 2.5: Typical Cross Section at ROB Location from km 1+460 to km 2+370

Figure 2.4: TCS for Two Lanning with Paved Shoulder from km 1+000 to km 1+460, km 2+920 to 4+121 & km 5+655 to km 7+941



2-7

Figure 2.6 Typical Cross Section at Grade Separator Location from km 2+370 to km 2+920 & km 4+150 to km 5+600



2-8

2.5 Design Speed

The proposed bypasshas been designed for 65-100 kmph.

2.6 Proposed Pavement Design

Flexible Pavement Design is carried out as per IRC 37-2012 for new/ widening

/re-construction considering a design life of 15 years and a design sub grade

CBR value of 10. The proposed pavement design details are given in Table

2.5.

Table 2.5: Pavement Layer Thickness Details

Particulars Thickness

BC 40 mm

DBM 95mm

WMM 250 mm

Granular Sub-base 200 mm

Sub grade 500 mm

Total 1085 mm

Note- Above mentioned pavement layers shall be laid over 500 mm

compacted subgrade soil having minimum CBR value of 10.

2.7 Requirement of Constriction Materials for Proposed Bypass

Details of constriction materials requirement for the proposed bypass are

given in Table 2.6:

Table 2.6: Construction Materials Requirements for Trichy Bypass

Construction Materials Total Quantity Required

Cement 14200 (MT)

Aggregate 180100 (Cum)

Borrow Earth 774800 (Cum)

Steel 2900 (MT)

Bitumen 1800 (MT)



2-9

2.8 Service Roads

Service roads on both sides are envisaged in junction locations to segregate

the slow moving local traffic from the high-speed highway traffic. This will

also cater to the need of the local pedestrians and vehicles to travel without

hindering the high-speed highway traffic. In view of social aspects all

important and underpass/ Flyover locations have been provided service roads.

Table 2.7 shows the location identified for the provision of service roads

along the project road. Also for effective traffic circulation exit and entry

ramps, roundabout are introduced at service roads. The total length of service

road about 3.160 km. Details including exit, entry and junction improvements

are shown in the alignment plan and in the drawing volume.

Table 2.7: Service Road Details

*Design

Chainage

Length of

Service

Road

(km)

Width of

Service

Road

(m)

Sides

(Left

/Right

/Both)

Total

length

(km)

Village

Town

2+370 to

2+920

0.550 7

One sided

from

Junction

1.100

Service

Road to

VUP

4+150 to

4+860

&

4+920 to

5+600

1.390 7 Both Sides 2.780

Service

road to

Grade

Separator

2.9 Junction improvement

One major junction has been envisaged along the project stretch for which

gradeseparator is proposed in view of NH -45 Crossing. Major junction details

are given in Table 2.8.



2-10

Table 2.8: Major Junction

Sl.

No.

Design

Chainage

(km)

Type of

Junction

Details of

Cross Roads

Proposed

Improvements

1 4+890 + NH-45,

Dindigul,Trichy

Grade Separator

2.10 VUP/Grade Separator

In the proposed bypass, VUP/Grade Separator are proposed in the proposed

bypass as details given in Table 2.9:

Table 2.9: Details of Proposed Grade Separator

Sl.

No.

Design Chainage

(km)

Span

arrangement

Proposal

1 2+370 - VUP

2 4+890 2x30 Grade Separator

The proposed VUP will have a span arrangement of 1 x 12.5 m with a vertical

clearance of 5.5m. The total length of the VUP shall be 13.5 m. RCC Box

structure is proposed and comes in RoB approach.

The Grade Separator is proposed across NH-45 with a span arrangement of 2

x 30m. The total length of the grade separator will be 60m. PSC IGirders are

proposed as superstructure with RCC abutment and pier as substructure on

open/pile foundation. Elastomeric bearings are proposed. Total width of the

structure will be 14.5m. Footpath is not proposed.

2.11 Rail Over Bridge(ROB)

The details of proposed Rail Over Bridge (ROB) are as given in Table 2.10.

Table 2.10: Details of Proposed Rail Over Bridge

Sl.

No.

Design Chainage

(km)

Span

arrangement

Proposal

1. 2+120 1x20+1x30+1x20 ROB



2-11

2.12 Minor Bridges

Minor Bridge at Ch: 1+270: A RCC Solid Slab Bridge is proposed with RCC

abutment on open/pile foundation. The proposed bridge shall have a span

arrangement of 2 x 12.0m with the total length of 24m. Tar paper bearings

are proposed. Total width of the bridge will be 12.9m.

Minor Bridge at Ch: 2+040: A RCC Box Bridge is proposed a span

arrangement of 1 x10.0m with the total length of 11.0m. Total width of the

bridge will be 12.9m. The bridge comes in the RoB approach.

Minor Bridge at Ch: 5+010: A RCC Solid Slab Bridge is proposed across an

irrigation canal with RCC Solid abutment on open/pile foundation. The

proposed bridge shall have a span arrangement of 1 x 10.0m with the total

length of 10m. Tar paper bearings are proposed. Total width of the bridge will

be 12.9m.

Minor Bridge at Ch: 7+050: A RCC Solid Slab Bridge is proposed with RCC

Solid abutment on open/pile foundation. The proposed bridge shall have a

span arrangement of 3 x 12.0m with the total length of 36.0m. Tar paper

bearings are proposed. Total width of the bridge will be 12.9m.

2.13 Culverts

Along the project stretch 43 culverts are newly proposed. Out of which 11 are

box culverts and remaining 32 are pipe culverts. Pipe culvert at CH: 7+070 is

cross drainage structure for the cross road. Details of the proposed culverts

are given in the Table 2.11.

Table 2.11: Details of Proposed Culverts

Sl.

No.

Chainage Type Size

1 1+500 Pipe 1 x 1.2m

2 1+650 Pipe 1 x 1.2m

3 1+800 Pipe 1 x 1.2m

4 1+900 Pipe 1 x 1.2m

5 2+100 Pipe 1 x 1.2m



2-12

Sl.

No.

Chainage Type Size

6 2+300 Box 2x2mx2m

7 2+400 Pipe 1 x 1.2m

8 2+600 Pipe 1 x 1.2m

9 2+830 Box 1 x 3m x 2m

10 2+940 Box 1 x 6m x 3m

11 2+960 Pipe 1 x 1.2m

12 3+150 Pipe 1 x 1.2m

13 3+290 Box 1 x 3m x 2m

14 3+450 Pipe 1 x 1.2m

15 3+530 Pipe 1 x 1.2m

16 3+600 Box 1x2mx2m

17 3+800 Pipe 1 x 1.2m

18 3+900 Pipe 1 x 1.2m

19 4+000 Pipe 1 x 1.2m

20 4+200 Pipe 1 x 1.2m

21 4+340 Box 1 x 3m x 2m

22 4+500 Box 1 x 2m x 2m

23 4+650 Box 1 x 3m x 2m

24 4+870 Pipe 1 x 1.2m

25 4+910 Pipe 1 x 1.2m

26 4+960 Pipe 1 x 1.2m

27 5+280 Pipe 1 x 1.2m

28 5+480 Pipe 1 x 1.2m

29 5+610 Box 1 x 6m x 3m

30 5+950 Pipe 1 x 1.2m

31 6+110 Pipe 1 x 1.2m

32 6+240 Pipe 1 x 1.2m

33 6+370 Pipe 1 x 1.2m

34 6+490 Pipe 1 x 1.2m

35 6+660 Pipe 1 x 1.2m

36 6+810 Pipe 1 x 1.2m

37 6+900 Pipe 1 x 1.2m

38 7+020 Box 2 x 3m x 2m

39 7+070 Pipe 1 x 1.2m

40 7+210 Pipe 1 x 1.2m



2-13

Sl.

No.

Chainage Type Size

41 7+340 Pipe 1 x 1.2m

42 7+580 Box 1 x 3m x 2m

43 7+750 Pipe 1 x 1.2m

2.14 Protection Work and Drainage

Protection works are envisaged in high embankment locations in the form

ofturfing/pitching, gabion walls and retaining wall.

Typical details are provided in the drawing volume. For height up to 3 m a

normal slopeof 1 vertical to 2 horizontal with turfing has been proposed and

also erosion of slopes ofhigh embankments is controlled by shoulder side curb

with gutter, evacuation flumes.

For height more than 3 m, side protection with stone pitching, chute drains

and banddrains have been envisaged. Also provision of metal beam crash

barrier along highembankment locations made mandatory in view of safety

aspect and in median.

The surface run-off drainage of the Project Highway within its ROW

compriseslongitudinal drains on both side main carriageway and service road

(wherever provided),which collects the surface run-off within the ROW and

from the adjacent lands slopingtowards the Project Highway; these are

discharged into the natural nalas, rivulets andrivers at the cross-drainage

structures, culverts and bridges.A trapezoidal shaped lined drains (refer

typical cross sections) are proposed at serviceroad locations on RHS side.

2.15 Road Furnitures And Other Features

The road furniture, traffic safety features and other facilities proposed for

proposed bypass are:

Bus Bays

Truck Lay byes

Road Markings

Traffic Signs



2-14

Delineators and Object Markers

Crash Barrier

Above will be provided as per applicable IRC standards and guidelines

2.15.1 Road Marking

Road markings perform the important function of guiding and controlling

traffic on a highway. The markings serve as psychological barriers and signify

the delineation of traffic paths and their lateral clearance from traffic hazards

for safe movement of traffic. Road markings are therefore essential to ensure

smooth and orderly flow of traffic and to promote road safety. The Code of

Practice for Road Markings, IRC: 35-1997 has been used in the study as the

design basis. The location and type of marking lines, material and colour is

followed using IRC: 35-1997 –“Code of Practice for Road Markings”. The code

applied reflects road marking paint developed under MoRTH’s research

scheme R-40 will be used. The road markings were carefully planned on

carriageways, intersections and bridge locations.

2.15.2 Cautionary, Mandatory and Informatory Signs

Cautionary, mandatory and informatory signs have been provided depending

on the situation and function they perform in accordance with the IRC: 67-

2012 guidelines for Road Signs.

2.15.3 Solar LED Traffic Blinkers

Solar LED traffic blinkers shall be provided at all junctions as per manual.

2.15.4 Guard Rails/ Metal Beam Crash Barrier

W-Beam Metal Crash Barrier have been proposed for the major hazard

locations e.g. on road sections where embankments height is more than 3m

or in bridge approaches. Guard rail have been proposed for built-up area.



2-15

2.15.5 Facilities for Pedestrians

Facilities for safe and unhindered movement of pedestrians are proposed on

the project highway wherever it passes through urban/built up area in

accordance with the provisions contained in IRC: 103.

2.15.6 Toe Wall/ Retaining Wall

Toe wall are proposed on the outer edges of the roadway where the

pond/river/nala edge are in existence and embankment heights is less than

2.5 meter and retaining wall are proposed where embankment height more

than 2.5 meter.

2.16 Earthwork for The Proposed Bypass

For the proposed bypass, 7,03,655 cum quantity of earthwork filling will be

required. Required earth filling will be procured by approved borrow area by

the contractor.

2.17Lead Chart

The lead chart for the aggregate for the proposed bypass is given in Figure

2.7.

2.18 Water Requirement

Total water required during earth work is estimated 415 kld (Surface water

350 kld and Ground water 65 kld through tankers). Water Requirement for

the proposed bypass will be meet from surface and ground water resource

through tankers after obtaining necessary permission.



2-16

Figure 2.7: Lead chart for the Aggregate for the Proposed Bypass



2-17

2.19 Rain Water Harvesting

Rain water harvesting pitswill be provided at every 500 m at least 3 - 5 m

above the highest ground water table. Before the rainwater harvesting pit,

provisions will be made for oil and grease removal from surface runoff. Total

20 pits will be constructed in the proposed bypass. Rain Water Harvesting Pit

details are given in Figure 2.8.

2.20 Cost of Proposed Bypass Project

The total cost of bypass project is Rs 84.15 Crores.

2.21 Manpower Requirement

Details of Manpower requirement for proposed Trichy Bypass are given in

Table 2.12.

Figure 2.8: Rain Water Harvesting Pit Details



2-18

Table 2.12: Manpower requirement for proposed Trichy Bypass

1. Permanent employment during construction 50

2. Permanent employment during operation 10

3. Temporary employment during construction 250

4. Temporary employment during operation 800

5. No. of working days 450

6. Total manpower 1100

EIA & EMP for Proposed Two / Four lane of Trichy Bypass Description of Environment


3-1

Chapter 3

DESCRIPTION OF ENVIRONMENT

3.1 Introduction

The bypass has been proposed for Trichy town from existing km 135+930

(bypass chainage km 0+000) to km 153+230 (bypass chainage 17+305) having

a total length of around 17.305 km and the stretch from km 1+000 (Design Ch.

0+000) to km 6+745 (Design Ch. 7+941) is pending for construction. Physical,

biological, cultural and socio-economic baseline environmental conditions along

the alignment are discussed in the following sub sections:

Collection of baseline information on bio-physical, social and economic aspects

of the project area is the most important reference for conducting Environmental

Impact Assessment (EIA) study. Based on the existing environmental scenario

potential impacts of road improvement will be identified and accordingly

management plan will be proposed. The description of environmental settings

includes the characteristic of area in which the activity of proposed alignment of

Trichy bypass would be occur and cover area affected by all environmental

impacts. For conducting the EIA, existing environmental conditions along the

project road, have been obtained by intensive site visits, primary data collection,

monitoring, sampling and secondary data collection from published source and

various government agencies. Collection of baseline data was designed to satisfy

information requirements and focused on relevant aspects that are likely to be

affected by the proposed alignment of Trichy bypass.

3.2 Physical Environment

3.2.1 Topography and Physiography

The topography of the project area is plain. Agro-ecologically the area is hot sub-

humid to semi-arid eco-region plain of the area with red, leteritic and alluvium

derived soils. The climate is tropical hot sub-humid with an average annual

rainfall in the range of 880 mm. Soil of the area are both loamy and sandy type

mixed.



3-2

3.2.2 Geology

Geologically, the entire state can be broadly classified into hard Rock or

Crystalline Formation and Sedimentary Formations. The area is underlain by

crystalline rocks of Archaen 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 and deltaic deposits cover the entire coastal belt.

The general geological succession of the state is furnished below:

Quaternary {Recent to Pleistocene} Alluvial Formation

Tertiary Sandstones, clay, clay mixes sands,

shales, lignites etc.

Cretaceous Lime stones, argillaceous sand stones

Gondwana Conglomerates, shales, clay, Sandstone

(Compact)

The generic strike direction of the formation is North East – South West and dips

towards the South Easterly direction.

Quaternary Formations of late Pleistocene to Recent age comprise the geological

formations for a major length of the Eastern Corridor. These include the aeolian

deposits of ‘Teri’ and other types of sand near the coast. They also include fluvial

deposits in river terraces, alluvium along river valleys, delta and black soil with

gypsum in some interior basins besides the marine deposits along the coastal

beach terraces and associated coastal landforms.

3.2.3 Seismic Zone

The proposed Trichy Bypass alignment is located in Seismic Zone III.



3-3

3.2.4 Soil in the Area

Soil is usually differentiated into horizons of minerals and organic constituents of

varying depth, which differ from the parent material below in morphology,

physical properties and constituents, chemical properties and composition and

biological characteristics. The soil environment describes the baseline aspects of

the nature and geomorphic features, soil conditions and quality, borrow and

material resources and land use characteristics. Soil serves as a source of

nutrients for vegetation plants and crops and also provides mechanical

anchorage.

The soil quality assessment study has been carried out during study period to

determine the potential of soil in the area and to identify the impacts of the

proposed development on soil quality.

For studying soil characteristics of the area, sampling of seven locations were

selected to assess the baseline soil conditions along the proposed road. The

physical, chemical and nutrient characteristics of soil samples were determined.

The samples were collected by ramming a core-cutter into the soil up to a depth

of 15 cm.

The sampling locations have been identified with the following objectives;

To determine the baseline soil characteristics of the area

To determine the impact of industrialization on soil characteristics

To determine the impact on soil more importantly from agricultural

productivity point of view

Entire study area is dominated by mostly agricultural rural and partly urban

activities. To understand the soil quality of the study area, 6 locations were

selected for soil sampling. Composite sampling of soil up to root depth (10-15

cm) was carried out at each location. Soil sampling locations are given in Table

3.1.

Table 3.1: Soil sampling locations

Code Soil Sampling Locations Coordinates

S1 Paganur 10°44'44.5"N 78°36'30.5"E

S2 Bharathi Nagar (Navalur) 10°45'33.2"N 78°36'23.9"E

S3 Cholan Nagar 10°46'11.3"N



3-4

Code Soil Sampling Locations Coordinates

78°37'14.9"E

S4 Punganur 10°47'00.4"N 78°38'04.6"E

S5 Kallikudy South 10°45'14.3"N 78°37'58.9"E

S6 Thayanur 10°46'58.2"N 78°36'22.3"E

Soil Quality in Study Area

The results of soil analysis along the project road are given in Table 3.2, with a

brief description of physical parameters is given below:

pH: The pH of soil along the project road ranges from 8.12 to 8.63.

Electrical Conductivity: The Electrical conductivity of soils along the project

road ranges from 0.115 to 0.389 µS/cm.

Texture: Soil along the project road is loam, clay, sandy clay loam and loam.

Bulk Density: Bulk density of soil along the project road ranges from 1.18 to

1.45 gm/cc.

Organic Matter: Organic matter content along the project road ranges from

0.57 to 1.17 %.

Available Nitrogen: Available Nitrogen content in soil along the project road

ranges from 244 to 382 mg/ha.

Available Potassium: Available Potassium content in soil along the project road

ranges from 161 to 271 kg/ha.

Available Phosphorous: Available Phosphorous content in soil samples

collected along the road ranges from 31.7 to 62.8 kg/ha.

Exchangeable Calcium as Ca: Exchangeable Calcium content in soil along the

project road ranges from 13.2 to 19.2 meg/100g.

Exchangeable Magnesium as Mg: Exchangeable Magnesium content in soil

along the project road ranges from 3.92 to 6.45 meg/100g.

Exchangeable Sodium as Na: Exchangeable Sodium content in soil samples

collected along the road ranges from 0.72 to 1.67 kg/ha.



3-5

Table 3.2: Soil Quality along the Project Road

S.No

Parameters Unit S1 S2 S3 S4 S5 S6

1 pH (1:5 Suspension) - 8.56 8.63 8.47 8.41 8.32 8.12

2 Electrical conductivity, mS/cm (1:5 Suspension)

mS/cm 0.111 0.282 0.389 0.178 0.161 0.251

3 Bulk Density g/cc 1.38 1.18 1.29 1.45 1.24 1.35

4 Moisture % 5.68 8.69 7.22 5.24 9.26 6.74

5 Available Nitrogen as N kg/ha 244 382 305 275 338 294

6 Available Phosphorous as P kg/ha 42.7 62.8 35.8 29.1 48.2 31.7

7 Available Potassium K kg/ha 185 233 269 161 271 205

8 Exchangeable Calcium as Ca, m.eq/100g 15.3 19.2 16.3 13.2 18.7 14.7

9 Exchangeable Magnesium as Mg, m.eq/100g 4.15 6.11 5.74 6.45 5.02 3.92

10 Exchangeable Sodium as Na, m.eq/100g 0.96 1.25 1.67 1.24 0.72 1.16

11 Organic matter % 0.74 1.05 0.91 0.57 1.17 0.82

12

Texture Classification - Loam Clay Sandy Clay

Loam Silt Loam Clay Loam

Sand % 37.2 33.6 52.4 33.8 29.8 42.5

Clay % 13.7 48.4 23.9 15.1 45.1 11.6

Silt % 49.1 18 23.7 51.1 25.1 45.9



3-6

3.2.5 Drainage Pattern

The final alignment passes nearby three irrigation tanks and crosses streams /

distributary 1, distributary 2 and distributary 2A. Cauvery River flow within 10 km

distance from the project road.

3.2.6 Surface and Ground Water Hydrology & Quality

A. Water Resources

i. Surface Water Resource

The final alignment crosses distributary 1, distributary 2 and distributary 2A. The

bypass alignment is not crossing any perennial river.

ii. Rainfall

Tiruchirappalli IMD station receives an average annual rainfall of 880.2 mm

(Table 3.3). Graphical presentation of monthly rainfall and rainy days are shown

in Figure 3.1 and Figure 3.2. There are 48 rainy days in a year. This makes

the region a moderate rainfall area. Nearly 63% of annual rainfall is received

during September to December months with October showing the highest

monthly rainfall of 191.5 mm and 10.2 days with rainfall of 2.5 mm or more.

Table 3.3: Monthly Rainfall

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual

14.3 5.4 9.5 50.5 65.2 34.9 60.6 85.5 146.6 191.5 131.8 84.4 880.2

(0.9) (0.5) (0.6) (2.6) (3.5) (2.3) (3.2) (4.7) (7.3) (10.2) (7.8) (4.4) (48.0)

Note: Rainfall in mm. Values given in parentheses are rainy days.

Source: Indian Meteorological Department



3-7

iii. Ground Water Hydrology

The major part of the area is underlain by Archaean crystalline metamorphic

complex. The important aquifer systems encountered in the district are classified

into:

i) Fissured, fractured and weathered crystalline formations consisting of

charnockites, Granite Gneisses and

ii) Unconsolidated and semi-consolidated formations.

Figure 3.1: Monthly Rainfall

0

50

100

150

200

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

Rainfall (mm)

Rainfall (mm)

Figure 3.2: Nos. of Rainy Days

Nos of Rainy Days




3-8

The unconsolidated and semi consolidated formations in the area include shales,

sandstones and clays of Jurassic age (Upper Gondwana), marine sediment of

Cretaceous age, sandstones of Tertiary age and Recent alluvial formations. As

the Gondwana formations are well compacted and poorly jointed, the movement

of ground water in these formations is mostly restricted to shallow levels. Ground

water occurs under phreatic to semi confined conditions in the inter-granular

pore spaces in sands and sandstones and the bedding planes and thin fractures

in shales. In the area underlain by Cretaceous sediments, ground water

development is rather poor due to the rugged nature of the terrain and the poor

quality of the formation water.

Quaternary formations comprising mainly sands, clays and gravels are confined

to major drainage courses in the district. The maximum thickness of alluvium is

30 m whereas the average thickness is about 15 m. Ground water in these

formations is being developed by means of dug wells and filter points.

The water bearing properties of crystalline formations which lack primary porosity

depend on the extent of development of secondary intergranular porosity either

through weathered or fracturing. These aquifers are highly heterogeneous in

nature due to variations in lithology, texture and structural features even within

short distances. Ground water generally occurs under phreatic conditions in the

weathered mantle and under semi-confined conditions in the fissured and

fractured zones at deeper levels. The thickness of weathered zone in the district

is in the range of 5 to 25 m.

B. Ground Water Quality

Under natural conditions, surface water quality reflects environmental conditions

to a great extent. Hydro-geochemical factors influence colour, odour, taste,

temperature and the degree of mineralisation of water derived from surface run

off, springs, etc. Besides, human settlements, overall land use, morphology of

the basin area, seasonal distribution of rainfall and winds, disposal of industrial

effluents and sewage, etc. contribute a great deal in determining the quality of

water. The quality of ground water is influenced by surface and sub-surface

environmental conditions. The quantity and quality of water entering the

underground regime is another important parameter which influences

underground water quality. Rainfall absorbs atmospheric pollutants during its

descent through the atmosphere.



3-9

The ground water sampling locations are given in Table 3.4.

Table 3.4 Ground Water Sampling Locations

Code Ground Water Sampling

Locations Coordinates

GW1 Paganur 10°44'44.7"N 78°36'29.4"E

GW2 Bharathi Nagar (Navalur) 10°45'33.0"N 78°36'24.0"E

GW3 Cholan Nagar 10°46'11.5"N 78°37'14.7"E

GW4 Punganur 10°47'14.6"N 78°38'02.0"E

GW5 Kallikudy South 10°45'13.7"N 78°37'59.2"E

GW6 Thayanur 10°46'58.9"N 78°36'22.0"E

The analysis results for ground water samples are given in Table 3.5 and

compared with drinking water standards IS 10500:2012 as given in Table 3.6.

pH and TDS values of all ground water samples lie in the range of 7.25 to 8.06

and 709 to 2182 mg/l, respectively and meet the drinking water standards,

except at Bharathi Nagar (Navalur), where TDS value is 2182 mg/l and exceeding

drinking water standard (2000 mg/l), permissible limit for drinking water in the

absence of alternate source.

Total hardness of all ground water samples range from 350 to 500 mg/l and are

well within the permissible limit for drinking water (600 mg/l) in the absence of

alternate source.

The concentration of Nitrate (1.0 to 56 mg/l) and Sulphate (26 to 226 mg/l) are

well within the desirable limits specified for drinking water meeting the

permissible limit for drinking water (45 mg/l for Nitrate and 400 mg/l for

Sulphate) in the absence of alternate source, except at Bharathi Nagar (Navalur),

where Nitrate content is exceeding prescribed limit.

Chloride contents in all ground water samples range between 117 and 655 mg/l

and meet the permissible limit for drinking water (1000 mg/l) in the absence of

alternate source. Calcium and magnesium contents at all ground water sampling

locations are found in between the range from 20 to 212 mg/l and from 23 to 87



3-10

mg/l, respectively. The concentrations of Ca and Mg at all locations are below

the permissible limit for drinking water except at Kallikudy South, where calcium

content is exceeding the prescribed limit (200 mg/l).

Iron and Fluoride contents in ground water samples range between BDL to 0.12

and 0.12 mg/l to 0.89 mg/l, meet the permissible limits.

Ground water quality in the study area is meeting the prescribed limit and found

fit for drinking except at Bharathi Nagar (Navalur) and Kallikudy South.

Table 3.6: Indian Standard Specification for Drinking Water

Sl. No.

Characteristic Requirement (Acceptable

Limit)

Permissible Limit in the Absence of Alternate

Source

Protocol

I Organoleptic and Physical Parameters

i) Colour, Hazen units, Max 5 15 IS 3025 (Part 4)

ii) Odour Agreeable Agreeable IS 3025 (Part 5a)

iii) pH value 6.5-8.5 No relaxation

IS 3025 (Part 11)

iv) Taste Agreeable Agreeable IS 3025 (Part 7&8)

v) Turbidity, NTU, Max 1 5 IS 3025 (Part 10)

vi) Total dissolved solids, mg/l, Max

500 2000 IS 3025 (Part 16)

II General Parameters Concerning Substances Undesirable in Excessive Amounts

i) Aluminium (as Al), mg/l, Max

0.03 0.2 IS 3025 (Part 55)

ii) Ammonia (as total ammonia-N), mg/l, Max

0.5 No relaxation

IS 3025 (Part 34)

iii) Anionic detergents (as MBAS) mg/l, Max

0.2 1.0 IS 13428

iv) Barium (as Ba), mg/l, Max 0.7 No relaxation

IS 15302

v) Boron (as B), mg/l, Max 0.5 1.0 IS 3025 (Part 57)

vi) Calcium (as Ca), mg/l, Max 75 200 IS 3025 (Part 40)

vii) Chloramines (as Cl2), mg/l, Max

4.0 No relaxation

IS 3025 (Part 26)

viii) Chloride (as Cl), mg/l, Max 250 1000 IS 3025 (Part 32)

ix) Copper (as Cu), mg/l, Max 0.05 1.5 IS 3025 (Part 42)



3-11

Sl. No.


Limit)


Source

Protocol

x) Fluoride (as F) mg/l, Max 1.0 1.5 IS 3025 (Part 60)

xi) Free residual chlorine, mg/l, Min

0.2 1 IS 3025 (Part 26)

xii) Iron (as Fe), mg/l, Max 0.3 No relaxation

IS 3025 (Part 53)

xiii) Magnesium (as Mg), mg/l, Max

30 100 IS 3025 (Part 46)

xiv) Manganese (as Mn), mg/l, Max

0.1 0.3 IS 3025 (Part 59)

xv) Mineral oil, mg/l, Max 0.5 No relaxation

IS 3025 (Part 39)

xvi) Nitrate (as NO3), mg/l, Max 45 No relaxation

IS 3025 (Part 34)

xvii) Phenolic compounds (as C6H5OH), mg/l, Max

0.001 0.002 IS 3025 (Part 43)

xviii) Selenium (as Se), mg/l, Max 0.01 No relaxation

IS 3025 (Part 56)

xix) Silver (as Ag), mg/l, Max 0.1 No relaxation

IS 13428

xx) Sulphate (as SO4) mg/l, Max

200 400 IS 3025 (Part 24)

xxi) Sulphide (as H2S), mg/l, Max

0.05 No relaxation

IS 3025 (Part 29)

xxii) Total alkalinity as Calcium, mg/l, Max

200 600 IS 3025 (Part 23)

xxiii) Total hardness (as CaCO3), mg/l, Max

200 600 IS 3025 (Part 21)

xxiv) Zinc (as Zn), mg/l, Max 5 15 IS 3025 (Part 49)

III Parameters Concerning Toxic Substances

i) Cadmium (as Cd), mg/l, Max

0.003 No relaxation

IS 3025 (Part 41)

ii) Cyanide (as CN), mg/l, Max 0.05 No relaxation

IS 3025 (Part 27)

iii) Lead (as Pb), mg/l, Max 0.01 No relaxation

IS 3025 (Part 47)

iv) Mercury (as Hg), mg/l, Max 0.001 No relaxation

IS 3025 (Part 48)

v) Molybdenum (as Mo), mg/l, Max

0.07 No relaxation

IS 3025 (Part 2)

vi) Nickel (as Ni), mg/l, Max 0.02 No relaxation

IS 3025 (Part 54)

vii) Polychlorinated biphenyls, mg/l, Max

0.0005 No relaxation

APHA 6630



3-12

Sl. No.


Limit)


Source

Protocol

viii) Polynuclear aromatic hydrocarbons (as PAH), mg/l, Max

0.0001 No relaxation

APHA 6630

ix) Total Arsenic (as As), mg/l, Max

0.01 0.05 IS 3025 (Part 37)

x) Total chromium (as Cr), mg/l, Max

0.05 No relaxation

IS 3025 (Part 52

xi) Trihalomethanes

a) Bromoform, mg/l, Max 0.1 No relaxation

ASTM D 3973-85 or APHA 6232

b) Dibromochloromethane, mg/l, Max

0.1 No relaxation


c) Bromodichloromethane, mg/l, Max

0.06 No relaxation


d) Chloroform, mg/l, Max 0.2 No relaxation


IV Bacteriological Quality of Drinking Water

i All water intended for drinking, a) E. coli or thermotolerant coliform bacteria (TCB)

Shall not be detectable in any 100 ml sample

Source: Bureau of Indian Standard Code IS: 10500:2012

C. Surface Water Quality

During the study period, surface water samples were collected from the following

locations as given in Table 3.7.

Table 3.7: Surface Water Sampling Locations

Poungudi Lake 10°45'07.2"N, 78°37'06.7"E

K. Kallikudy Lake 10°46'02.9"N, 78°37'13.0"E

Kothamangalam Big Tank 10°45'53.1"N, 78°38'36.5"E

Thayanur Tank (Punganur Tank) 10°46'48.8"N, 78°37'07.6"E

Cavery River 10°50'43.2"N, 78°41'21.5"E



3-13

The analysis results for surface water samples collected from the study area are

given in Table 3.8. Analysis results for surface water samples indicate that

surface water quality is reasonably good and can be used for drinking after

disinfection treatment.

3.2.7 Climatology and Meteorology

The meteorological parameters play a vital role in transport and dispersion of

pollutants in the atmosphere. The collection and analysis of meteorological data,

therefore, is an essential component of environmental impact assessment

studies. The long-term and short-term impact assessments could be made

through utilization and interpretation of meteorological data collected over long

and short periods.

Since the meteorological parameters exhibit significant variation in time and

space, meaningful interpretation can only be drawn through a careful analysis of

reliable data collected very close to the site.

Climatological (long-term) data is obtained from the closest India Meteorological

Department (IMD) station or from any other nearby station which has been

collecting meteorological data for at least 10 years.

Climatological data for Tiruchirappalli was obtained from India Meteorological

Department, and is discussed in Subsection 3.2.7.1.



3-14

Table 3.5: Ground Water Quality in the Study Area S.

N Parameters Unit Test Method GW1 GW2 GW3 GW4 GW5 GW6

1 Colour APHA 22nd Edition Nil 1 Nil Nil Nil Nil

2 Odour - APHA 22nd Edition

No Odour

Observed

No Odour

Observed

No Odour

Observed

No Odour

Observed

No Odour

Observed

No Odour

Observed

3 pH at 25°C - IS : 3025 Part 11- 1983 (Reaff: 2002) 7.94 7.45 8.06 7.82 7.25 7.33

4 Electrical

Conductivity,

μS/cm IS : 3025 Part 14- 1984 (Reaff: 2002)

960 3680 1575 3140 1752 1240

5 Turbidity NTU IS : 3025 Part 10-1984 (Reaff: 2002)

0.5 0.8 0.5 BDL (<0.5)

BDL (<0.5)

BDL (<0.5)

6 Total Dissolved

Solids

mg/l IS : 3025 Part 16-1984 (Reaff: 2003)

564 2182 910 1868 1024 709

7 Total Hardness as

CaCO3

mg/l IS : 3025 Part 21-1983 (Reaff: 1998)

170 500 350 640 628 420

8 Total Alkalinity as CaCO3

mg/l IS : 3025 Part 23- 1986(Reaff:2003)

310 740 350 480 290 364

9 Chloride as Cl mg/l IS : 3025 Part 32-1988 (Reaff:

2003)

117 636 298 655 342 143

10 Sulphate as SO4 mg/l APHA 22nd EDI-4500- SO42- E 26 119 67 226 105 71

11 Fluoride as F mg/l APHA 22nd EDI-4500-F B&D 0.52 0.89 0.67 0.46 0.12 0.73

12 Nitrate as NO3 mg/l APHA 22nd EDI-4500- NO3- B 2.65 56 1 19 1 22

13 Ammonia as N mg/l APHA 22nd EDI-4500- NH3 B&C

BDL (<0.05)

0.14 BDL (<0.05)

BDL (<0.05)

BDL (<0.05)

BDL (<0.05)

14 Sodium as Na mg/l IS : 3025 Part 45-1993

(Reaff:2003)

160 605 189 490 148 128

15 Potassium as K mg/l IS : 3025 Part 45-1993

(Reaff:2003)

4.2 100 9 28 6 8.5

16 Calcium as Ca mg/l IS : 3025 Part 40-1991 (Reaff:2003)

20 56 61 120 212 87

17 Magnesium as Mg mg/l APHA 22nd EDITION 29 87 47 72 23 48.5

18 Iron as Fe mg/l IS : 3025 Part 53-2003

BDL (<0.05)

0.12 BDL

(<0.05) BDL

(<0.05) BDL

(<0.05) BDL

(<0.05)

19 Manganese as Mn mg/l APHA 22nd EDN -3500-Mn D

BDL

(<0.05)

BDL

(<0.05)

BDL

(<0.05)

BDL

(<0.05)

BDL

(<0.05)

BDL

(<0.05)



3-15

S. N

Parameters Unit Test Method GW1 GW2 GW3 GW4 GW5 GW6

20 Phenolic

compounds

mg/l APHA 22nd EDN 5530 B,C,D BDL

(<0.001)

BDL

(<0.001)

BDL

(<0.001)

BDL

(<0.001)

BDL

(<0.001)

BDL

(<0.001)

21 Copper as Cu mg/l IS:3025 Part 42 (Reaff:2003)

BDL

(<0.03)

BDL

(<0.03)

BDL

(<0.03)

BDL

(<0.03)

BDL

(<0.03)

BDL

(<0.03)

22 Mercury as Hg mg/l APHA 22nd EDN -3112B

BDL (<0.001)

BDL (<0.001)

BDL (<0.001)

BDL (<0.001)

BDL (<0.001)

BDL (<0.001)

23 Cadmium as Cd mg/l APHA 22nd EDN -3113 B

BDL

(<0.001)

BDL

(<0.001)

BDL

(<0.001)

BDL

(<0.001)

BDL

(<0.001)

BDL

(<0.001)

24 Selenium as Se mg/l APHA 22nd EDN -3113B

BDL

(<0.01)

BDL

(<0.01)

BDL

(<0.01)

BDL

(<0.01)

BDL

(<0.01)

BDL

(<0.01)

25 Total Arsenic as As mg/l APHA 22nd EDN -3113 B

BDL (<0.01)

BDL (<0.01)

BDL (<0.01)

BDL (<0.01)

BDL (<0.01)

BDL (<0.01)

26 Cyanide as CN mg/l APHA 22nd EDN -4500-CN E

BDL

(<0.05)

BDL

(<0.05)

BDL

(<0.05)

BDL

(<0.05)

BDL

(<0.05)

BDL

(<0.05)

27 Lead as Pd mg/l APHA 22nd EDN -3113 B

BDL

(<0.01)

BDL

(<0.01)

BDL

(<0.01)

BDL

(<0.01)

BDL

(<0.01)

BDL

(<0.01)

28 Zinc as Zn mg/l APHA 22nd EDN -3111 B 0.16 0.10 0.08 0.39 0.25 0.36

29 Total Chromium as

Cr

mg/l APHA 22nd EDN -3113 B

BDL

(<0.03)

BDL

(<0.03)

BDL

(<0.03)

BDL

(<0.03)

BDL

(<0.03)

BDL

(<0.03)

30 Nickel as Ni mg/l APHA 22nd EDN -3113 B

BDL (<0.02)

BDL (<0.02)

BDL (<0.02)

BDL (<0.02)

BDL (<0.02)

BDL (<0.02)

31 Aluminum as Al mg/l APHA 22nd EDN -3500-Al-B 2012

BDL

(<0.03)

BDL

(<0.03)

BDL

(<0.03)

BDL

(<0.03)

BDL

(<0.03)

BDL

(<0.03)

32 Total Coliforms

MPN/

100ml

IS 10500 –1622 (1981) (Reaff –

2014) 34 Absent 60 Absent Absent Absent

33 E coli

MPN/ 100ml

IS 10500 – 1622 (1981)(Reaff – 2014)

Absent Absent <2 Absent Absent Absent

Note: BDL indicates Below Detection Limit



3-16

Table 3.8: Surface Water Quality in the Study Area

S. N

Parameters Unit Test Method SW1 SW2 SW3 SW4

SW5

1 Colour Hazen APHA 22ND EDITION 4 5 5 5 3

2 Odour - APHA 22ND EDITION No Odour

Observed

No Odour

Observed

No Odour

Observed

No Odour

Observed

No Odour

Observed

3 Turbidity NTU IS : 3025 Part 10-1984 (Reaff: 2002) 2.4 3.6 3.8 3.5 2.1

4 pH at 25°C - IS : 3025 Part 11- 1983 (Reaff: 2002) 8.28 7.89 7.79 7.85 8.23

5 Electrical Conductivity, μS/cm IS : 3025 Part 14- 1984 (Reaff: 2002) 657 583 702 685 715

6 Total Dissolved Solids mg/l IS : 3025 Part 16-1984 (Reaff: 2003) 382 330 412 398 410

7 Total Hardness as CaCO3 mg/l IS : 3025 Part 21-1983 (Reaff: 1998) 156 111 168 159 162

8 Total Alkalinity as CaCO3 mg/l IS : 3025 Part 23- 1986(Reaff:2003) 160 130 171 164 180

9 Chloride as Cl mg/l IS : 3025 Part 32-1988 (Reaff: 2003) 107 101 102 99 114

10 Sulphate as SO4 mg/l APHA 22ND EDITION -4500- SO42- E 33 24 44 41 41

11 Fluoride as F mg/l APHA 22ND EDITION -4500-F B&D 0.23 0.68 0.19 0.15 0.38

12 Nitrate as NO3 mg/l APHA 22ND EDITION -4500- NO3- B 4.6 1 5 2 1.5

13 Ammonia as NH3 mg/l APHA 22ND EDITION -4500- NH3 B&C 0.36 0.25 0.4 0.31 0.10

14 Phosphate as PO4 mg/l IS : 3025 Part 31-1988 (Reaff:2002) 0.41 0.31 0.39 0.24 0.18

15 Sodium as Na mg/l IS : 3025 Part 45-1993 (Reaff:2003) 81 77 69 64 89

16 Potassium as K mg/l IS : 3025 Part 45-1993 (Reaff:2003) 5.2 7 11 9 11

17 Calcium as Ca mg/l IS : 3025 Part 40-1991 (Reaff:2003) 21 16 34 31 24

18 Magnesium as Mg mg/l APHA 22ND EDITION 25 17 19 21 25

19 Iron as Fe mg/l IS : 3025 Part 53-2003 0.36 0.21 0.41 0.38 0.15

20 Manganese as Mn mg/l APHA 22nd EDN -3500-Mn D 0.08 0.10 0.09 0.04 BDL(<0.02)

21 Phenolic compounds as Phenol

mg/l APHA 22nd EDN 5530 B,C,D BDL (<0.001)

BDL (<0.001)

BDL

(<0.001)

BDL

(<0.001)

BDL (<0.001)

22 Copper as Cu mg/l

IS:3025 Part 42 (Reaff:2003) BDL

(<0.03) BDL

(<0.03) BDL

(<0.03) BDL

(<0.03) BDL

(<0.03)

23 Mercury as Hg mg/l

APHA 22nd EDN -3112B BDL

(<0.001) BDL

(<0.001) BDL

(<0.001) BDL

(<0.001) BDL

(<0.001)

24 Cadmium as Cd mg/l APHA 22nd EDN -3113 B BDL BDL BDL BDL(<0.001) BDL



3-17

S. N

Parameters Unit Test Method SW1 SW2 SW3 SW4

SW5

(<0.001) (<0.001) (<0.001) (<0.001)

25 Selenium as Se mg/l

APHA 22nd EDN -3113B BDL

(<0.01) BDL

(<0.01) BDL(<0.01) BDL(<0.01)

BDL (<0.01)

26 Total Arsenic as As mg/l

APHA 22nd EDN -3113 B BDL

(<0.01) BDL

(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01)

27 Cyanide as CN mg/l

APHA 22nd EDN -4500-CN E BDL

(<0.05) BDL

(<0.05) BDL(<0.05) BDL(<0.05) BDL(<0.05)

28 Lead as Pd mg/l


(<0.01) BDL

(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01)

29 Zinc as Zn mg/l APHA 22nd EDN -3111 B 0.41 0.32 0.36 0.23 0.18

30 Total Chromium as Cr mg/l


(<0.03) BDL

(<0.03) BDL(<0.03) BDL(<0.03) BDL(<0.03)

31 Nickel as Ni mg/l


(<0.02) BDL

(<0.02) BDL(<0.02) BDL(<0.02) BDL(<0.02)

32 Aluminium as Al mg/l

APHA 22nd EDN -3500-Al-B 2012 BDL

(<0.03) BDL

(<0.03) BDL(<0.03) BDL(<0.03) BDL(<0.03)

33 Total Suspended Solids mg/l IS : 3025 Part 17-1984 (Reaff: 2002) 6 5 5 6 5

34 Anionic Surfactants as

MBAS mg/l APHA 22ND EDITION

BDL

(<0.025)

BDL

(<0.025) BDL(<0.025) BDL(<0.025) BDL(<0.025)

35 Dissolved Oxygen as O2 mg/l IS:3025:Part-38:1989 (Reaff:2003) 6.5 6.3 6.8 6.7 7.1

36 Chemical Oxygen

Demand mg/l IS:3025:Part-58:2006 16 14

20 18 10

37 Bio-Chemical Oxygen Demand at 27°C for 3

days

mg/l IS:3025:Part-44:1993 (Reaff:2003) 2.8 2 4 3.2

2

38 Total Coliforms MPN/10

0ml IS – 1622 (1981) (Reaff – 2014) 35 22 30 23 63

39 E coli MPN/10

0ml IS – 1622 (1981)(Reaff – 2014) 12 4 BDL(<2) 3 7

Note: BDL indicates Below Detection Limit



3-18

3.2.7.1Climatological Data

A. Seasons

The climate of the area is characterized by a very humid climate and moderate

rainfall mainly during the northeast monsoon season and to a lesser extent during

southwest monsoon season. Generally the area experiences the following four

seasons in a year.

Summer : March to July

Monsoon : August to December

Winter : January and February

It may be observed that, summer months are neither very hot nor the winter

months are very cold.

B. Temperature

Table 3.9 gives the temperature at Tiruchirappalli IMD station. Graphical

presentation of relative humidity is shown in Figure 3.3. The hottest month is

May and coldest month is December/January. The daily maximum temperature

during May is 40.0oC. The daily minimum temperature during January is 17.4oC.

Table 3.9: Normal of Temperature and Relative Humidity

Month Temperature (oC) Relative Humidity (%)

Maximum Minimum 0830 hrs 1730 hrs

January 32.1 17.4 78 54

February 34.9 17.8 77 43

March 37.6 19.8 75 39

April 39.3 22.8 71 44

May 40.0 22.4 66 43

June 39.0 23.8 61 43

July 38.1 23.2 63 46

August 37.7 22.7 66 47

September 36.8 22.2 70 53

October 35.1 21.8 79 66

November 32.8 20.1 80 69

December 31.3 18.5 79 66



3-19

Month Temperature (oC) Relative Humidity (%)

Maximum Minimum 0830 hrs 1730 hrs

Annual 40.4 16.9 72 51


C. Humidity

Table 3.9 also gives the relative humidity (RH) data at Triruchchnapally IMD

station. Graphical presentation of relative humidity is shown in Figure 3.4. Mean

monthly RH is highest during October to December (79 to 80 % at 8:30 hour and

October to December (69%) at 17:30 hour and lowest during June (61%) at

8:30 hour and (39%) in March at 17:30 hour.

Figure 3.3: Maximum and Minimum Temperatures



3-20

E. Wind Speed

Monthly wind speeds are given in Table 3.10. Graphical presentation of monthly

wind speed is shown in Figure 3.5. Annual average wind speed is 13.43 kmph

with July showing the highest average wind speed of 21.8 kmph followed by June

(21.8 kmph). Lowest wind speed of 8.7 kmph is observed in November followed

by March (9.1 kmph).

Table 3.10 : Monthly Wind Speed


9.8 9.2 9.1 10.2 14.7 20.9 21.8 20.2 15.0 9.2 8.7 10.3 13.43


Figure 3.4: Relative Humidity

0

10

20

30

40

50

60

70

80

January March May July September November

0830 hrs 1730 hr



3-21

F. Visibility Visibility is generally good throughout the year mostly ranging from 10 to 20 km. G. Special Weather Phenomena Special weather phenomena are given in Table 3.11. Maximum thunder storms

are observed in October (9.6 d) followed by September (9.1 d). Thunder storms

are not observed during January. The area does not observe any hail throughout

the year. Maximum squall are observed in May (1.6 d). Dust storm occasionally

observed in April to July (0.1d).

Table 3.11: Special Weather Phenomena

No. of Days with


Thunder 0 0.1 1.1 5.0 8.1 4.6 4.2 5.9 9.1 9.6 2.7 1.0 51.4 Hail 0 0 0 0 0 0 0 0 0 0 0 0 0 Dust-Storm

0.0 0.0 0.0 0.1 0.1 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.4

Squall 0.0 0.0 0.1 0.9 1.6 0.4 0.5 0.7 0.5 0.4 0.2 0.0 5.3 Fog 0.5 0.4 0.1 0.1 0 0 0 0.2 0 0.1 0.2 0.2 1.8

Source: Indian Meteorological Department, Triruchchnapally G. Wind Directional Frequencies Table 3.12 shows that winds at 8:30 hour are mostly from SW-W towards NE-

E during June to October and from N-NE sector towards S-SW during November

to January. Calm period is very less and range between 0-23% of total time.

Figure 3.5: Monthly Wind Speed

0

5

10

15

20

25


Rainfall (mm)



3-22

Table 3.12: Wind Directional Frequencies

Month Time Wind Direction From

N NE E SE S SW W NW CALM

January 0830 34 44 3 0 0 0 3 8 8

1730 1 50 46 2 0 0 0 1 0

February 0830 25 42 5 2 2 1 3 6 14

1730 0 36 56 6 1 0 0 0 1

March 0830 10 28 15 5 7 3 5 4 23

1730 0 28 49 18 3 0 0 0 2

April 0830 2 12 8 6 15 12 16 10 19

1730 2 12 31 33 11 3 2 3 3

May 0830 2 1 1 2 6 9 56 17 6

1730 4 3 8 14 15 12 28 13 3

June 0830 1 0 0 0 1 9 75 13 1

1730 1 1 1 2 8 10 61 16 0

July 0830 0 0 0 0 0 7 78 13 2

1730 2 1 1 2 6 12 63 13 0

August 0830 0 0 0 0 0 4 78 15 3

1730 2 2 2 3 10 13 52 15 1

September 0830 0 1 0 0 0 5 72 18 4

1730 3 6 6 9 14 11 28 20 3

October 0830 9 9 2 1 2 5 43 18 11

1730 6 20 19 10 8 5 10 11 11

November 0830 28 31 3 1 1 1 12 12 11

1730 6 45 27 4 2 1 3 4 8

December 0830 35 44 2 1 0 0 4 10 4

1730 7 58 30 1 1 0 0 2 1

Annual Mean

0830 12 18 3 2 3 5 37 12 8

1730 3 22 23 9 7 6 21 8 1


H. Cyclones The project site is located at distance of 80 km from coastal line. The North East

Monsoon has been the main reason for the cyclone in the area. High

winds/thunder observed in the area commonly during cyclone. The district had

experienced cyclone and flood havoc in 1924, 1952, 1954, 1965, 1977, 1979,

1983, 1998 and 1999, and ravaged floods in 2005.

3.2.7.2 Meteorological Data

The summary of Micro Meteorological data collected near the Bypass during the

study period is given below:



3-23

Summary of Micro Meteorological Conditions Near the Site

Parameter Study Period (Winter)

Temperature

Max (oC)

Min (oC)

34.7

16.8

Relative Humidity

Max (%)

Min (%)

76.1

47.7

Wind Speed

Max (kmph)

Min (kmph)

Mean (kmph)

11.2

6.5

9.4

Predominant Wind Direction

From N-NE towards S-SW

Sector

3.2.8 Ambient Air Quality

The ambient air quality with respect to the study area along the project road

form baseline information. The study area represents mostly urban,

rural/residential environment. The sources of air pollution in the region are

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 assessing

the conformity to standards of the ambient air quality specified by CPCB due to

the construction and operation of the project road.

This section describes the identification of sampling locations, methodology

adopted for monitoring and frequency of sampling. The results of monitoring

during the study period are also presented in this section.

Selection of Sampling Locations

The baseline status of the ambient air quality has been established through a

scientifically designed ambient air quality monitoring network and is based on

the following considerations:

meteorological conditions on synoptic scale;

topography of the study area;

representatives of regional background air quality for obtaining baseline

status; and



3-24

representatives of likely impact areas along the project road.

Ambient Air Quality Monitoring (AAQM) stations were set up at 6 locations with

due consideration to the above mentioned points as given in Table 3.13.

Table 3.13: Ambient Air Quality Monitoring (AAQM) Stations

Code AAQ Locations Coordinates

AAQ 1 Kallikudy South 10°45'13.6"N, 78°38'01.5"E

AAQ 2 Paganur 10°44'44.6"N, 78°36'29.8"E

AAQ 3 Bharathi Nagar (Navalur) 10°45'33.3"N, 78°36'23.7"E

AAQ 4 Cholan Nagar 10°46'11.6"N, 78°37'14.9"E

AAQ 5 Thayanur 10°46'59.2"N, 78°36'22.1"E

AAQ 6 Punganur 10°47'14.7"N, 78°38'02.3"E

Frequency and Parameters for Sampling

Ambient air quality monitoring has been carried out with a frequency of two days

per week at 6 locations during the study period. The baseline data of air

environment is monitored for the below mentioned parameters:

Particulate Matter (PM2.5);

Particulate Matter (PM10);

Sulphur dioxide (SO2);

Oxides of Nitrogen (NOX); and

Carbon monoxides (CO);

Sampling And Analytical Techniques

PM2.5 and PM10 have been estimated by gravimetric method. Modified West and

Gaeke method (IS-5182 part-II, 1969) has been adopted for estimation of SO2.

Jacobs-Hochheiser method (IS-5182 part-IV, 1975) has been adopted for the

estimation of NOX.

Samples for Carbon monoxide were analyzed using NDIR techniques for

estimation. The techniques adopted for sampling and analysis are given in Table

3.14 along with the minimum detection limits for each parameter.



3-25

Table 3.14: Techniques Used For Ambient Air Quality Monitoring

Sn. Parameter Technique Minimum

Detectable Limit

(g/m3)

1. Particulate Matter

(PM2.5)

Gravimetric Method 1.0

2. Particulate Matter

(PM10)

Gravimetric Method 1.0

3. Sulphur dioxide Modified West and Gaeke 5.0

4. Nitrogen Oxide Modified Jacob & Hochheiser 5.0

5. Carbon Monoxide Non Dispersive Infrared

Spectroscopy (NDIR)

1

Ambient air quality monitoring has been carried at Kallikudy South, Paganur,

Bharathi Nagar (Navalur), Cholan Nagar, Thayanur and Punganur locations. The

ambient air quality monitoring stations were selected with major settlements and

their population along the project road. Summary of ambient air quality

monitoring results are given in Table 3.15. Location wise results for all six

ambient air quality locations are given in Table 3.16 to 3.21.

Monitored values are compared with National Ambient Air Quality Standards

prescribed by Central Pollution Control Board (CPCB) for residential, rural and

other areas.

Ambient Air Quality Status

National air quality standards for rural, residential, industrial area and other area,

along the project road are met for all monitored parameters for all AAQM stations.



3-26

Table 3.15: Summary of Ambient Air Quality Monitoring Results

Location PM10 (µg/m3) PM2.5(µg/m3) SO2(µg/m3) NO2(µg/m3)

Min Max Avg 98% Min Max Avg 98% Min Max Avg 98% Min Max Avg 98%

Kallikudy South 40.8 52.9 44.8 51.9 18.5 25.3 21.7 25.3 5.2 6.6 5.7 6.5 9.2 18.7 13.6 18.2

Paganur 41.1 57.7 48.8 57.1 19.9 28.0 24.2 27.7 5.5 7.1 6.1 7.0 11.1 16.6 14.4 16.5

Bharathi Nagar 62.2 77.2 68.5 77.1 28.4 37.1 33.0 37.1 8.1 13.0 9.2 12.0 16.0 23.9 19.1 23.8

Cholan Nagar 63.1 85.9 76.6 85.8 33.9 42.9 37.9 42.5 8.5 13.0 10.4 12.8 17.4 29.4 23.2 29.1

Thayanur 24.4 33.0 28.5 32.5 12.9 16.3 14.4 16.2 <5.0 <5.0 <5.0 <5.0 7.7 10.6 9.2 10.5

Punganur 28.5 38.8 33.2 38.1 13.3 17.9 15.5 17.8 <5.0 <5.0 <5.0 <5.0 8.2 12.9 9.8 12.1

Location CO(mg/m3) O3(µg/m3) NH3(µg/m3) pb(µg/m3)


Kallikudy South <1.0 <1.0 <1.0 <1.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <0.1 <0.1 <0.1 <0.1

Paganur <1.0 <1.0 <1.0 <1.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <0.1 <0.1 <0.1 <0.1

Bharathi Nagar <1.0 <1.0 <1.0 <1.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <0.1 <0.1 <0.1 <0.1

Cholan Nagar <1.0 <1.0 <1.0 <1.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <0.1 <0.1 <0.1 <0.1

Thayanur <1.0 <1.0 <1.0 <1.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <0.1 <0.1 <0.1 <0.1

Punganur <1.0 <1.0 <1.0 <1.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <5.0 <0.1 <0.1 <0.1 <0.1

Location C6H6 (µg/m3) BaP(ng/m3) As (ng/m3) Ni (ng/m3)


Kallikudy South <0.01 <0.01 <0.01 <0.01 <0.1 <0.1 <0.1 <0.1 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0

Paganur <0.01 <0.01 <0.01 <0.01 <0.1 <0.1 <0.1 <0.1 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0

Bharathi Nagar <0.01 <0.01 <0.01 <0.01 <0.1 <0.1 <0.1 <0.1 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0

Cholan Nagar <0.01 <0.01 <0.01 <0.01 <0.1 <0.1 <0.1 <0.1 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0

Thayanur <0.01 <0.01 <0.01 <0.01 <0.1 <0.1 <0.1 <0.1 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0

Punganur <0.01 <0.01 <0.01 <0.01 <0.1 <0.1 <0.1 <0.1 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0



3-27

Table 3.16: Ambient Air Quality at Kallikudy South (AAQ 1) Sr.No Monitoring

Date

PM10 PM2.5 SO2 NO2 CO O3 NH3 pb C6H6 BaP As Ni

µg/m3 µg/m3 µg/m3 µg/m3 mg/m3 µg/m3 µg/m3 µg/m3 µg/m3 ng/m3 ng/m3 ng/m3

1 05.12.17 40.8 20.3 5.9 9.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

2 06.12.17 41.5 20.6 5.5 10.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

3 12.12.17 43.8 22.4 5.5 13.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

4 13.12.17 49 20.2 5.8 15.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

5 18.12.17 45.3 18.8 5.2 11.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

6 19.12.17 42.4 19.2 5.7 14.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

7 24.12.17 49.7 25.3 5.5 15.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

8 25.12.17 44.6 20.4 5.4 11.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

9 02.01.18 42.9 23 5.3 13.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

10 03.01.18 43.2 21.6 5.8 10.5 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

11 09.01.18 42.3 23.2 5.4 17.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

12 10.01.18 47.6 22.6 5.3 14.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

13 16.01.18 41.1 22.7 5.2 16.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

14 17.01.18 44.4 25.3 6.6 13.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

15 23.01.18 48.6 22.2 5.5 9.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

16 24.01.18 50.9 23.8 6.3 18.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

17 30.01.18 47.7 21.2 5.7 13.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

18 31.01.18 52.9 25.1 6.3 14.0 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

19 06.02.18 42.3 20.8 6.1 13.0 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

20 07.02.18 40.8 19.8 5.9 11.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

21 13.02.18 41.3 19.4 5.7 13.5 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

22 14.02.18 45.7 20.6 5.3 12.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

23 20.02.18 43.1 19.5 5.4 17.5 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

24 21.02.18 44.7 18.5 5.8 14.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

25 25.02.18 40.9 22.1 5.9 13.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

26 26.02.18 46.4 24.8 6.3 14.0 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Min 40.8 18.5 5.2 9.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Max 52.9 25.3 6.6 18.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Avg 44.8 21.7 5.7 13.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

98% 51.9 25.3 6.5 18.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0



3-28

Table 3.17: Ambient Air Quality at Paganur (AAQ 2) Sr.No Monitoring

Date



1 07.12.17 42.4 22.5 6.7 11.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

2 08.12.17 45.9 26.0 6.2 13.0 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

3 14.12.17 41.1 20.4 6.6 15.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

4 15.12.17 47.0 20.1 5.9 14.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

5 20.12.17 48.3 23.7 5.7 14.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

6 21.12.17 42.2 19.9 6.3 11.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

7 26.12.17 50.8 25.1 6.0 13.5 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

8 27.12.17 48.1 23.2 6.2 13.0 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

9 04.01.18 54.5 25.9 6.9 13.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

10 05.01.18 53.9 25.5 6.7 14.5 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

11 11.01.18 54.6 28.0 5.6 14.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

12 12.01.18 51.0 25.5 5.6 14.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

13 18.01.18 50.7 23.2 5.7 15.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

14 19.01.18 50.5 22.9 5.6 16.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

15 25.01.18 42.9 24.3 5.6 14.5 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

16 26.01.18 48.2 25.8 5.9 15.5 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

17 01.02.18 43.0 22.8 6.6 15.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

18 02.02.18 49.2 25.0 6.7 12.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

19 08.02.18 42.3 20.9 6.2 13.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

20 09.02.18 47.0 24.9 6.6 16.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

21 15.02.18 56.4 26.6 5.9 14.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

22 16.02.18 47.6 23.5 7.1 15.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

23 22.02.18 49.7 25.1 6.0 15.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

24 23.02.18 48.4 26.0 5.5 14.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

25 27.02.18 57.7 27.3 5.7 13.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

26 28.02.18 54.2 24.9 5.9 16.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Min 41.1 19.9 5.5 11.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Max 57.7 28.0 7.1 16.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Avg 48.8 24.2 6.1 14.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

98% 57.1 27.7 7.0 16.5 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0



3-29

Table 3.18: Ambient Air Quality at Bharathi Nagar (Navalur) (AAQ 3) Sr.No Monitoring

Date



1 07.12.17 68.9 30.6 8.9 22.5 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

2 08.12.17 63.1 33.9 8.6 17.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

3 14.12.17 67.2 35.1 13.0 17.0 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

4 15.12.17 62.9 29.5 11.0 19.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

5 20.12.17 69.3 34.8 9.2 20.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

6 21.12.17 72.2 37.1 8.8 16.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

7 26.12.17 72.5 35.4 8.8 18.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

8 27.12.17 68.8 32.2 10.1 16.0 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

9 04.01.18 66.1 30.8 8.2 19.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

10 05.01.18 71.5 32.6 8.1 20.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

11 11.01.18 68.1 30.9 10.3 16.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

12 12.01.18 66.4 35.3 8.7 19.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

13 18.01.18 67.3 34.5 10.0 18.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

14 19.01.18 75.2 36.4 8.3 20.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

15 25.01.18 71.3 35.6 9.2 16.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

16 26.01.18 77.2 34.1 8.2 16.0 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

17 01.02.18 62.9 32.4 8.2 20.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

18 02.02.18 62.2 28.4 8.3 23.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

19 08.02.18 76.9 37.1 10.4 20.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

20 09.02.18 68.8 29.0 8.8 19.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

21 15.02.18 66.3 34.2 10.3 19.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

22 16.02.18 63.7 30.1 9.2 16.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

23 22.02.18 66.9 30.2 8.2 17.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

24 23.02.18 72.0 33.9 9.7 23.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

25 27.02.18 69.6 30.3 8.4 20.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

26 28.02.18 64.1 33.1 9.1 17.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Min 62.2 28.4 8.1 16.0 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Max 77.2 37.1 13.0 23.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Avg 68.5 33.0 9.2 19.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

98% 77.1 37.1 12.0 23.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0



3-30

Table 3.19: Ambient Air Quality at Cholan Nagar (AAQ 4) Sr.No Monitoring

Date



1 05.12.17 64.8 36.6 8.5 18.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

2 06.12.17 74.9 37.2 10.7 22.5 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

3 12.12.17 83.1 42.1 8.8 20.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

4 13.12.17 63.1 35.8 8.6 24.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

5 18.12.17 67.2 35.6 10.2 23.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

6 19.12.17 65.1 36.0 9.0 24.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

7 24.12.17 78.6 37.5 11.4 21.5 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

8 25.12.17 78.3 39.0 11.8 23.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

9 02.01.18 75.7 34.6 11.3 27.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

10 03.01.18 71.7 37.2 10.7 25.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

11 09.01.18 72.9 33.9 10.0 20.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

12 10.01.18 85.6 40.7 9.3 27.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

13 16.01.18 82.9 39.5 12.5 29.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

14 17.01.18 85.9 35.5 10.2 20.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

15 23.01.18 66.4 33.9 9.9 28.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

16 24.01.18 78.4 37.4 9.1 23.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

17 30.01.18 84.2 40.1 8.7 17.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

18 31.01.18 69.6 36.5 12.2 28.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

19 06.02.18 76.6 38.6 9.6 20.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

20 07.02.18 73.0 37.7 12.5 24.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

21 13.02.18 85.1 36.9 11.0 17.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

22 14.02.18 84.6 38.6 10.7 18.0 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

23 20.02.18 83.5 42.9 9.4 24.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

24 21.02.18 83.6 39.0 13.0 22.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

25 25.02.18 79.3 38.4 10.6 21.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

26 26.02.18 76.4 35.9 9.9 27.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Min 63.1 33.9 8.5 17.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Max 85.9 42.9 13.0 29.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Avg 76.6 37.6 10.4 23.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

98% 85.8 42.5 12.8 29.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0



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Table 3.20: Ambient Air Quality at Thayanur (AAQ 5) Sr.No Monitoring

Date



1 07.12.17 28.4 12.9 <5.0 9.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

2 08.12.17 26.9 14.1 <5.0 9.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

3 14.12.17 26.0 13.3 <5.0 10.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

4 15.12.17 30.8 13.9 <5.0 7.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

5 20.12.17 29.4 14.1 <5.0 10.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

6 21.12.17 32.0 15.7 <5.0 7.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

7 26.12.17 29.6 14.9 <5.0 9.0 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

8 27.12.17 26.7 14.6 <5.0 10.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

9 04.01.18 30.8 14.3 <5.0 9.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

10 05.01.18 31.4 15.1 <5.0 8.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

11 11.01.18 24.9 14.8 <5.0 10.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

12 12.01.18 27.1 14.3 <5.0 7.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

13 18.01.18 26.9 14.1 <5.0 10.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

14 19.01.18 28.3 13.9 <5.0 9.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

15 25.01.18 30.1 13.7 <5.0 9.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

16 26.01.18 33.0 15.1 <5.0 9.5 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

17 01.02.18 28.4 14.0 <5.0 8.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

18 02.02.18 31.8 16.3 <5.0 8.0 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

19 08.02.18 31.3 15.7 <5.0 10.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

20 09.02.18 24.9 14.1 <5.0 8.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

21 15.02.18 26.0 12.9 <5.0 8.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

22 16.02.18 25.8 14.1 <5.0 7.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

23 22.02.18 24.7 14.4 <5.0 8.0 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

24 23.02.18 24.4 13.3 <5.0 10.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

25 27.02.18 29.0 14.4 <5.0 10.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

26 28.02.18 31.7 16.1 <5.0 8.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Min 24.4 12.9 <5.0 7.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Max 33.0 16.3 <5.0 10.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Avg 28.5 14.4 <5.0 9.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

98% 32.5 16.2 <5.0 10.5 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0



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Table 3.21: Ambient Air Quality at Punganur (AAQ 6) Sr.No Monitoring

Date



1 07.12.17 36.0 16.1 <5.0 11.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

2 08.12.17 32.9 14.5 <5.0 9.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

3 14.12.17 34.7 17.0 <5.0 12.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

4 15.12.17 33.1 17.5 <5.0 8.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

5 20.12.17 37.4 17.7 <5.0 11.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

6 21.12.17 38.8 15.0 <5.0 8.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

7 26.12.17 33.1 13.6 <5.0 9.5 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

8 27.12.17 29.9 15.9 <5.0 10.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

9 04.01.18 30.4 15.1 <5.0 10.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

10 05.01.18 28.5 15.7 <5.0 9.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

11 11.01.18 36.2 17.9 <5.0 9.0 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

12 12.01.18 34.0 14.1 <5.0 8.6 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

13 18.01.18 29.9 14.9 <5.0 10.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

14 19.01.18 33.5 15.7 <5.0 8.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

15 25.01.18 29.2 14.8 <5.0 8.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

16 26.01.18 31.0 15.1 <5.0 10.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

17 01.02.18 37.3 17.7 <5.0 10.5 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

18 02.02.18 31.7 14.9 <5.0 10.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

19 08.02.18 28.5 13.3 <5.0 9.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

20 09.02.18 35.2 16.6 <5.0 10.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

21 15.02.18 32.4 15.7 <5.0 10.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

22 16.02.18 33.0 14.4 <5.0 10.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

23 22.02.18 30.8 15.5 <5.0 9.8. <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

24 23.02.18 36.6 14.9 <5.0 8.4 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

25 27.02.18 33.9 14.3 <5.0 9.7 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

26 28.02.18 35.1 14.6 <5.0 9.3 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Min 28.5 13.3 <5.0 8.2 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Max 38.8 17.9 <5.0 12.9 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

Avg 33.2 15.5 <5.0 9.8 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0

98% 38.1 17.8 <5.0 12.1 <1.0 <5.0 <5.0 <0.1 <0.01 <0.1 <1.0 <1.0



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3.2.9 Noise Measurements

During the study period, preliminary reconnaissance survey was undertaken to

identify the major noise generating sources in the area. The noise at different

noise generating sources has been identified based on the Industrial, commercial

and residential activities, traffic and noise at sensitive areas.

Sound Pressure Level (SPL) measurements were undertaken at all locations, with

an interval of about 5 seconds over a period of 10 minutes per hour for 24 hr. The

day noise level has been monitored during 6 AM to 10 PM and night levels during

10 P.M. to 6 AM at all locations.

On the spot measurement device manufactured by Castle Associates, England was

used. The sound level meter measures the Sound Pressure Level (SPL), the

maximum sound pressure level (Max) and the equivalent continuous noise level

(Leq) by switching on the corresponding function mode. Time constant for fast,

slow, impulse and peak responses are provided and the suitable response

conditions can be selected by operating other switch. The operation of a resetting

button permits to erase the maximum hold and integrated values.

For noise levels measured over a given period of time interval, it is possible to

describe important features of noise using statistical quantities. This is calculated

using the percent of the time certain noise levels are exceeded during the time

interval. The notation for the statistical quantities of the noise levels are described

below:

L10 is noise level exceeded 10 % of the time;

L50 is noise level exceeded 50 % of the time; and

L90 is noise level exceeded 90 % of the time.

Equivalent Sound Pressure Level (Leq)

The Leq is the equivalent continuous sound level, which is equivalent to the same

sound energy as the actual fluctuating sound measured in the same period. This

is necessary because sound from noise source often fluctuates widely during a

given period of time. This is calculated from the following equation:



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L eq(hrly) = L50+ (L10 - L90)2/60

Also:

Lday is defined as the equivalent noise level measured over a period of time

during day (6 AM to 10 PM).

Lnight is defined as the equivalent noise level measured over a period of time

during night (10 PM to 6 AM).

Hourly measurements have been carried out in day and night time at Kallikudy

South, Paganur, Bharathi Nagar (Navalur), Cholan Nagar, Thayanur and Punganur

locations during the study period.

Day and night-time Leq have been calculated from hourly Leq values and

compared with the stipulated standards as given in Table 3.22.

Table 3.22: Ambient Standards in Respect of Noise

Area Code Category of Area Leq. Limits in dB(A)

Day Time Night Time

A Industrial Area 75 70

B Commercial Area 65 55

C Residential Area 55 45

D Silence Zone 50 40

Note: 1. Day-time is reckoned in between 6:00 a.m and 10:00 p.m.

2. Night time is reckoned is between 10:00 p.m and 6.00 a.m.

3. Silence Zone is defined as areas upto 100 m around such premises as hospitals,

educational, institutions and Courts. The Silence Zones are to be declared by the

competent authority.

Table 3.23 gives the day and night-time Leq noise levels. Measured Leq noise

levels are below the prescribed limit stipulated for commercial area at Kallikudy

South, Paganur, Bharathi Nagar (Navalur), Cholan Nagar, Thayanur and Punganur

locations.

Table 3.23 : Day and Night Time Leq in the Area

S.No Date of

Sampling Location Day db(A) Night db(A)

1 04.01.18 Kallikudy South 52.3 39.1



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S.No Date of

Sampling Location Day db(A) Night db(A)

(Residential)

2 05.01.18 Paganur

(Residential)

52.9 40.6

3 06.01.18 Bharathi Nagar

(Residential)

54.1 43.8

4 07.01.18 Cholan Nagar

(Commercial)

60.7 47.4

5 08.01.18 Thayanur

(Residential)

52.1 40.9

6 09.01.18 Punganur

(Residential)

51.9 40.2

3.2.10Land Use Pattern along the Proposed Bypass

The project stretch is geographically traversing from south to North between

Latitudes of 10’ 45’ 39.81” & 10’ 47’ 44.93” and lies between Longitudes of 78’ 39’

06.42” & 78’ 36’ 42.45” with average elevation of 88 m amsl.

As per information obtained from satellite image, land use pattern 10 km either

side pf proposed bypass is given below:

Landuse Percentage (%)

Planted Arable Land 14.2

Plantations 9.3

Dry Farming Land 34.4

Shrubs/ Meadows 7.7

Town/ Villages 21.2

Road Network 1.1

Rail Network 0.6

Waste Land 7.1

Waterbody/ River 4.4

Landuse map prepared with the help of satellite imagery is given in Figure 3.6 and 3.7.



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Figure 3.6: FCC Satellite Imagery for Proposed Trichy Bypass

Figure 3.7: LULC by Satellite Imagery for Proposed Trichy Bypass



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3.3 Ecological Resources

3.3.1 Forest

The project bypass is not passing through Reserve Forest and Protected Forest areas.

3.3.2 Terrestrial Ecology

3.3.2.1Introduction

The structure and type of vegetation depends on climatic conditions and

physiography as well as the requirements of the local inhabitants of an area. A

climatic condition of the study area is hot sub-humid to semi-arid with moderate

rainfall and moderately large moisture availability. It is, therefore, conducive for

growth of good vegetation cover.

The trees and shrubs are helpful in reducing the pollution and soil erosion and

improving rainfall and visual environment. Leaf canopy of the trees act as an

efficient interceptor for the dust and other air pollutants.

3.3.2.2 Terrestrial Flora

In the study area large groups of tree species are observed. Details of somewhat

more common trees and shrubby plants in the study area are given in Table 3.24.

The plants cultivated in the study area are for fruits and other economic benefits,

like, fiber, ornamental or medicinal values.

The major crops cultivated in the area are paddy, sugarcane, ground nut, millet

and cotton. Besides the area is also known for cashew plantation.

Table 3.24: Trees and Shrubs found in the Study Area

Sn. Botonical Names Tamil Name

1. Abrus fruticulosus venkundri

2. Abrus precatorius kunri

3. Acacia caesia indu

4. Acacia catechu karunkali



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5. Acacia concinna ciyakkay

6. Acacia eburnea kutai velam

7. Acacia leucophloea velvel

8. Acacia nilotica karuvelam

9. Acacia pennata kattusikai

10. Acacia polyacantha cilai

11. Adina cordifolia kadambai

12. Aegle marmelos vilvam

13. Aglaia roxburghiana cokkalai

14. Ailanthus excelsa naru

15. Albizia lebbeck Vagai, siridam

16. Albizia procera kovarakki

17. Alpinia galanga arattai

18. Alstonia scholaris tirunamappalai

19. Amaranthus gangeticus cirukirai

20. Ananas sativus annaci

21. Areca catechu pakku

22. Azadirachta indica vembu

23. Bambusa arundinacea mulai

24. Basella alba venpacali

25. Bauhinia tomentosa kattatti

26. Bombax ceiba mullilavu

27. Bougainvillaea spectabilis kirusnakeli

28. Buchanania lanzan morala

29. Calotropis procera vellai erukku

30. Cassia fistula konrai

31. Coccinia grandis kovai

32. Coccinia indica kovai ilai

33. Coleus amboinicus karpuravalli

34. Cordia dichotoma kalviricu

35. Delonix regia mayil konrai

36. Dichrostachys cinerea vedathalam

37. Dodonaea viscosa virali

38. Emblica officinalis nellikkai

39. Ficus benghalensis Alamaram, al

40. Ficus glomerata atti

41. Ficus religiosa asvattam

42. Gardenia latifolia kottumarikalan



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43. Gynandropsis gynandra nal velai

44. Ipomoea digitata nilappucani

45. Jatropha curcas kattamanakku

46. Kydia calycina vendai

47. Lantana camara arippu

48. Luffa acutangula pirkku

49. Mallotus philippensis kapila

50. Mangifera indica Mamaram, ma

51. Melia azadirachta veppamaram

52. Mesua ferrea nangu

53. Morinda coreia nuna

54. Morus alba pattuppuccimaram

55. Nelumbo nucifera ambal

56. Nerium odorum alari

57. Oryza sativa nellu

58. Pandanus fascicularis tazhai

59. Polyalthia longifolia assothi

60. Pongamia glabra punku

61. Prosopis juliflora velikattan

62. Santalum album chandanam

63. Syzygium jambos perunaval

64. Syzygium cumini naval

65. Tamarindus indica puliyamaram

66. Terminalia arjuna maruthu

67. Terminalia chebula kadukkai

68. Terminalia tomentosa matthi

69. Ziziphus jujuba ilandai

70. Ziziphus nummularia korgodi

Source: Forest Dept and Field Survey

3.3.2.3 Terrestrial Fauna

The study area does not host any natural wild life. The wild Jackal (Canis aureus)

and the Fox (Valpes bengalensis) are found on the fringes of cultivation and human

habitations. Wildcats are common and are found roaming in crops. Among aves

those that occur commonly are jungle fowl (Gallus sonnerali), peafowl (Pavo

cristatus), pigeon (Columba livia), parrot (Psittacula Krameri), myna (Acridotheres



3-40

myna (Acridotheres tristis) and grey partridge (Francolinus pondicerianus). Birds like ducks and vol are also seen in the study area. Common domesticated animals in the study area are draught animals (bulls and the he buffaloes) which are main source of energy for agriculture, milch animals (cows, she buffaloes and goats) which are main source of subsidiary income by selling milk to nearby towns and in local markets and other animals like sheep, pig and rarely horse. Amongst reptiles some varieties of snakes, namely, krait, cobra, viper, rat snake and green tree snake, lizards, namely, wall lizard, garden lizard and chameleon are commonly found in the study area.

3.3.2.4 Aquatic Ecology Aquatic flora is of ecological importance. They contribute significantly to the productivity of water bodies, mobilize mineral elements from the bottom sediments and provide shelter to aquatic invertebrates and fishes. There are many ponds and lakes in the study area. Free floating macrophytic plants like Eichhornia carssipes are commonly observed in these water bodies. Many species of submerged macrophytes like Vallisneria spiralis, Hydrilla veriticillata and Utri cularia are also observed in the water bodies of the study area.

3.3.3 Trees to be Cut Due to proposed project road, 117 trees are proposed to be cut. Girth wise details trees to be felled are given in Table 3.25.

Table 3.25: Details trees to be felled for Proposed Bypass S.No Chainage Type of Tree No's Remarks

1 1+270 Coconut Tree 1

Poramboke 2 1+400 Neem Tree 1 3 2+050 Coconut Tree 1 4 5+700 Neem Tree 3 5 6+700 Palm Tree 23 Private Property

Compensation to be Coconut Tree 7



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S.No Chainage Type of Tree No's Remarks Neem Tree 6 paid to the land

owners after getting valuation from

Agricultural department.

Girth range 300 mm to 600 mm

Babul Tree 8 6 7+700 Coconut Tree 17 7 7+850 Coconut Tree 12 8 7+900 Coconut Tree 31

Neem Tree 4 Palm Tree 3

Total No of

Trees 117

Proposed natural Trees to be planted:

S.No Species name Common name 1. Holopteleaintegrifolia Aayamaram, Aavi 2. Lanneacoromandelica Odiyamaram 3. Madhucalongifoliavar.latifolia Illupaimaram 4. Mangiferaindica Maamaram 5. Manilkarahexandra Ullakaipaalai 6. Millingtoniahortensis Maramalli 7. Mimusopselengi Mahizamaram 8. Mitragynaparvifolia Neerkadambu 9. Neolamarckiacadamba Vellaikadambu 10. Pongamiapinnata Pungam 11. Pterocarpus marsupium Vengaimaram 12. Pterocarpussantalinus Chemmaram 13. Simaroubaamara Sorgamaram 14. Spathodeacampanulata Patadi (Kozhikondaimaram) 15. Sterculiafoetida Kutiraippitukku 16. Swieteniamacrophylla Mahogany 17. Syzygiumcumini Naaval 18. Tabebuiaroseo alba Vasantha rani 19. Tamarindusindica Puliamaram 20. Terminalia arjuna Neermaruthu 21. Terminalia bellirica Thanrikkai 22. Terminalia chebula Kadukkai 23. Arecaceae Panaimaram 24. Bambusa vulgaris Moongil



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3.3.4 Environmentally Sensitive Locations

There is no environmentally sensitive areas, wildlife sanctuary, national park,

mangroves, sand dunes, etc within 10 km radius area.

3.4 Economic Development

Most of the population along the road is engaged in services, commercial and

agricultural activities.

Agriculture along the Project Road

Rice is the staple food of the region. Kharif is the main season of paddy cultivation.

Apart from paddy, millets, pulses, cotton, oil seeds, ground nuts, sunflower, caster,

etc are also cultivated.

3.5 Archaeological and Historical Monuments

There is no archaeological and historical monuments along the proposed bypass.

3.6 Social and Cultural Resources

The growth of development activities in an area is bound to create its impact on

the socio-economic aspects of the local population. The impacts may be positive

or negative depending upon the nature of the development activities. To assess

the impacts of proposed up-gradation of existing road on the socio-economic

environment, it is necessary to study the baseline socio-economic status of the

area.

3.6.1 Socio-economic Conditions along the Project Road

Social studies were carried out in order to understand socio-economic features

along the project road. The purpose of social studies carried is to identify

structures falling in proposed ROW and to assess the physical and social and

cultural impacts. Socio–economic conditions, such as, household, population

growth, population density, sex ratio, occupational pattern, amenities available in



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the settlements located along the project road have been compiled from census

records.

3.6.2 Profile of en-route District - Tiruchirappalli District

Tiruchirapalli District is located along the Kaveri River in Tamil Nadu, India. The

main town in Tiruchirappalli District is the city of Tiruchirappalli, also known as

Trichy. It lies at an altitude of 78 m above sea level. The river Kaveri (also called

Cauvery) and the river Coleroon (also called Kollidam) flows through Trichy, the

latter forms the northern boundary of the city. There are a few reserve forests

along the river Cauvery, located at the west and the north-west of the city. The

southern and the south-western part of the district are dotted by several hills which

are thought to be an offset of the western ghost. Eastern ghats also pass through

the district. The soil here is considered to be very fertile. As two rivers flow through

the city, the northern part of the city is filled with greeneries rather than other

areas of the city.

Demographic and Occupational Pattern

As per 2011 Census, the population of the Tiruchirappalli district is 2722290, out

of which 1352284 are males and 1370006 are females. The male population

constitutes 49.67% while female population is 50.33%.

The rural population is 1384257 and urban population is 1338033. The rural

population constitutes 50.85% and urban population 49.15% of the total

population in the Tiruchirappalli district. The density of the population according

to the 2011 census is 604 persons/sq.km, which is higher than the density of Tamil

Nadu state (555 persons/sq.km).

As per 2011 census records, sex ratio for Tiruchirappalli district is 1013.

Tiruchirappalli District has scheduled castes population of 17.14%, while scheduled

tribes population is 0.67% of the total population of the district.

As per 2011 census records, 74.90% population of the Tiruchirappalli district is

literate, 80.44% amongst males and 69.43% amongst females.

In the Tiruchirappalli District, total main workers account for 39.76% (53.55%

males and 26.15% females) whereas marginal and non-workers respectively

account for 4.84% (4.81% males and 4.86% females) and 55.41% (41.64% males

and 68.99% females), respectively.

http://en.wikipedia.org/wiki/Kaveri_River

http://en.wikipedia.org/wiki/Tamil_Nadu

http://en.wikipedia.org/wiki/India

http://en.wikipedia.org/wiki/Tiruchirappalli



3-44

Demographic details and occupational pattern of Tiruchirappalli district are

presented in Table 3.26.

Table 3.26: Demographic and Occupational Details for Tiruchirappalli District

Sl. No.

Description Total Rural Urban

1. House Hold 698404 357244 341160

2. Total Population 2722290 1384257 1338033

3. Total Male Population 1352284 688552 663732

4. Total Female Population 1370006 695705 674301

5. Total Population below 6 Yr 272456 145260 127196

6. Male Population below 6 Yr 139946 74986 64960

7. Female Population below 6 Yr 132510 70274 62236

8. Schedule Caste Population 466561 287702 178859

9. Schedule Caste Male Population 230790 141797 88993

10. Schedule Caste Female Population 235771 145905 89866

11. Schedule Tribe Population 18198 13784 4414

12. Schedule Tribe Male Population 9414 7171 2243

13. Schedule Tribe Female Population 8784 6613 2171

14. Literate Population - Total 2038981 950242 1088739

15. Literate Population – Male 1087765 524233 563532

16. Literate Population - Female 951216 426009 525207

17. Total Worker Population 1213979 718141 495838

18. Total Worker Male 789206 413096 376110

19. Total Worker Female 424773 305045 119728

20. Main Worker Population 1082329 632679 449650

21. Main Worker Male 724111 375301 348810

22. Main Worker Female 358218 257378 100840

23. Cultivator –Total 161657 151689 9968

24. Cultivator –Male 100046 92441 7605

25. Cultivator –Female 61611 59248 2363

26. Agricultural Laborer -Total 319720 285888 33832

27. Agricultural Laborer-Male 154780 136550 18230

28. Agricultural Laborer -Female 164940 149338 15602

29. Household Worker –Total 25174 13978 11196

30. Household Worker-Male 12632 7193 5439

31. Household Worker -Female 12542 6785 5757

32. Other Worker –Total 575778 181124 394654

33. Other Worker-Male 456653 139117 317536



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Sl. No.

Description Total Rural Urban

34. Other Worker –Female 119125 42007 77118

35. Marginal Worker –Total 131650 85462 46188

36. Marginal Worker-Male 65095 37795 27300

37. Marginal Worker –Female 66555 47667 18888

38. Non Worker –Total 1508311 666116 842195

39. Non Worker-Male 563078 275456 287622

40. Non Worker –Female 945233 390660 554573

Source: Census Records 2011.

3.6.3 Socio-economic Conditions for the area

The entire bypass to the length of 7.941 km passes through Trichy West Taluk and

Srirangam Taluk of Tiruchirappalli District. It passes through four revenue villages

such as

Panjappur

Pirattiyur

Kallikudi

Thaayanur

The alignment passes through many habitations / settlements like Aruvangudi,

Pungudi, Kothamangalam, Kallikudi, Ramji Nagar, Cholan Nagar, Nedu Malai, Malai

pettai, Punganoor, Thayanoor and Sandhaipettai. Alignment crosses Tiruchy -

Dindigul Railway line near Kothamangalam Tank of Pirattiyur village at proposed

chainage 1+300.

The economy of Tiruchirappalli is mainly industrial. The factories of Ordnance

Factories Board such as Ordnance Factory Tiruchirappalli and Heavy Alloy

Penetrator Project. Bharat Heavy Electricals Limited (BHEL), and Golden Rock

Railway Workshop are located in Tiruchirappalli. Due to the presence of boiler

manufacturing units BHEL and Cethar Vessels, Tiruchirappalli is also known as the

"Boiler capital of India".

Due to proximity to Tiruchirappalli city, about 70 % working people of the are

engaged in service and commercial activities. About 20% people are engaged in

agricultural activities. In the area paddy, millets, pulses, cotton, oil seeds, ground

nuts, sunflower, caster are major crops in the area.

EIA & EMP for Proposed Two / Four Lane Trichy Bypass Anticipated of Potential Environmental

Impacts & Mitigation Measures

Chapter 4

ANTICIPATED OF POTENTIAL ENVIRONMENTAL IMPACTS & MITIGATION MEASURES

4.1 Introduction

The assessment of potential environmental impact consists of comparing the expected changes in the environment with or without the proposed bypass. The main aim of assessment is to identify the nature and significance of environment impacts. Avoidance and mitigation measures involve decisions and strategies taken during the entire study and project period to minimize the negative impacts and enhance the positive impacts of the project on the surrounding environment. The design of the Trichy bypass is as per applicable IRC design standards. However, the proposed bypass may affect surrounding natural, socio-economic and cultural environment. These changes include both beneficial and adverse impacts. In order to minimize the adverse impacts of the proposed Trichybypass, avoidance and mitigation measures were formulated and implemented as part of the project design. Avoidance and mitigation of negative impacts involve the reduction and magnitude of the impacts through: • Alternatives during design, site clearance, construction and operation phases

of the proposed Trichy bypass to avoid adverse impacts, and • Additional mitigation measures developed for unavoidable negative impacts

on natural, socio-economic and cultural environments. • The above mentioned measures were incorporated into the project in the

four stages; design, pre-construction (land acquisition and site clearance), construction, and operation. Most of the measures were applicable to proposed bypass.

This chapter assesses the nature, type and magnitude of the potential impacts likely on the various relevant physical, biological and cultural components along the proposed Trichy bypass. The environmental and social impacts can be direct as well as indirect. The direct area of influence includes the project of impact and the construction sites for the proposed bypass. The impacts on various


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environmental components can occur at any of the following stages of the project planning and implementation:(i) planning and design stage; (ii) construction stage; and (iii) operation stage. The proposed Trichy bypass is not passing through any forest or populated areas. Therefore, it is natural to have minor impact for construction of Trichy bypass. No person will be displaced and rehabilitated for the proposed bypass The description and magnitude of impacts for the various environmental components for the proposed Trichybypassare presented in the following sections:

4.2 ImpactonLand Environment

4.2.1 Impact on Physiography and Topography Since project is proposed 2 lane/4 lane bypass with paved shoulders, impact on the physiography and topography of the area would be significant during construction phase. The design will consider to provide drainage conditions through the providing of cross-drainage structures and protection works near water bodies. Design of the cross drainage structures and protection works near water bodies will follow IRC Guidelines.

4.2.2 Potential Environmental Impacts on Soil

Soil is one of the most important components of the physical environment. During construction of the proposed bypass, the potential impacts on soil of the area are discussed as given below: Design and Construction Phase a. Loss of Productive Soil Loss of productive soil is anticipated because at the bypass alignment, some land acquired for the proposed bypass is agricultural land. Efforts have been made to minimize acquisition of the productive land. Construction camp and other construction sites for proposed bypass will not be located on productive agricultural land. The topsoil from areas to be permanently covered shall be


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stripped to a specified depth of 150 mm and stored as stockpiles. The stored topsoil will be utilized for the redevelopment of borrow areas, top dressing of the road embankments, fill slopes and filling up of tree pits proposed as part of compensatory plantation. Temporary loss of productive soil is likely if haul roads for the transport of borrow materials, traffic detours during construction, etc. are routed through agricultural lands. b. Soil Erosion During the construction of bypass, 117 trees, shrubs and grasses will need to be cleared along the proposed bypass, which may pose some soil erosion problem during first few rains. Suitable mitigation measures will need to be implemented to prevent the soil erosion problem. Texture of soil of carriage way are sandy loam to clay type, which is not prone to the soil erosion. Therefore, problem of soil erosion will be insignificant. c. Contamination of Soil In the proposed bypass, the contamination of the soil will be negligible. Further, the contractor shall initiate measures to minimize waste generation from all construction activities. At construction sites, the vehicles and equipment will be maintained properly and refueled only at designated fueling areas without any spillage. d. Compaction of Soil During construction phase, at some places, soil in the adjoining productive lands beyond the ROW of proposed bypass may be compacted by the movement of construction vehicles, machinery and equipment. M itigation Measures During the construction phase, mitigation measures to prevent the soil erosion are:


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• Re-plantation of trees, • Good engineering & construction practices, • Turfing on embankment, • Providing mild slopes, not flat nor steep slope, These steps will efficiently mitigate the potential soil erosion problem and by the time the bypass starts operational, the ecosystems will restore itself. Soil erosion will be visually checked on slops and high embankment areas along the road during construction phase. In case soil erosion is found, suitable measures will be taken to control the soil erosion. To avoid the soil contamination, at the wash down and re-fueling areas and construction camp, “oil interceptors” shall be provided. Unusable debris shall be dumped in nearest landfill sites. Terrain along the proposed bypass is plain. Some agricultural activities are observed along the alignment. To prevent any compaction of soil in the adjoining productive lands beyond the ROW, the movement of construction vehicles, machinery and equipment will be restricted to the ROW only.

4.2.3 Borrow Area and Quarries For filling and embankment during construction phase, borrow pits need to be excavated along the proposed Trichy bypass. For construction of road, aggregate will be procured from nearest quarry approved by Tamil NaduPollution Control Board (TNPCB). M itigation Measures Before borrowing of earth, prior environmental clearance will be obtained from District Level Environmental Impact Assessment Authority. To mitigate the adverse impact during excavation of borrow pits, the following mitigation measures shall be taken: Indian Road Congress (IRC): 10 -1961 guidelineswill be followed for excavation of earth from borrow areas.


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Borrow areas shall be excavated as per the intended end use by the owner. In some cases the owners of land may want to develop the area in to pond for rearing fishes. The following criteria have been used for selection of borrow pits and amount that can be borrowed. They are as given below: • Borrow areas shall not be located on cultivable lands. However, if it becomes

necessary to borrow earth from temporarily acquired cultivated lands, their depth will not exceed 45 cm. The topsoil to a depth of 15 cm shall be stripped and set aside. Thereafter, soil may be dug out to a further depth not exceeding 30 cm and used in forming the embankment.

• Borrow pit shall be selected from wasteland at least 500m away from the road;

• Priority will be given to the borrowing from humps above the general ground level within the road land;

• Borrowing will be from land acquired temporarily and located at least 500 m away from the road;

• In case of settlements, borrow pit shall not be selected within a distance 800 m from towns or villages. If unavoidable, earth excavation shall not exceed 30 cm in depth.

• The haulage distance from site will not be too far. Aggregate required for proposed bypass construction shall be procured from quarries approved by TNPCB. Air and noise emissions from quarry shall be well within the prescribed limit. Operation Phase No impact is anticipated on soil during the operation phase and therefore, no mitigation measure is required. However, soil erosion will be visually checked on slopes and high embankment along the proposed Trichy bypassduring operation phase. In case, soil erosion is observed, suitable measures shall be taken to control the soil erosion.

4.2.4 Generation of Debris and Excavated Wastes During construction phase, very small quantity of debris and excavated wastes will be generated from construction. Efforts will be made to utilize maximum quantity of such solid waste. Remaining quantity of solid waste will be disposed


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in identified waste dump areas. Waste dump areas will be selected considering following criterion: • Through dumping of waste, natural drainage pattern should not be affected, • No waste will be dumped in water channel.

4.3 ImpactonWater Environment

4.3.1 Impact on Drainage Pattern along the proposed Trichy Bypass The performance of a pavement shall be improved considerably and adequate precautions shall be taken to obviate the accumulation of water on the pavement structure. To maintain drainage pattern, total 43culverts (11 box culvert and 32 pipe culverts) have been proposed in the bypass.

4.3.2 Impacts on Water Resources The proposed two/four lane bypass with paved shoulders may lead to two types of impacts on the hydrological environment, i.e., surface water and ground water. These impacts are described below as: Design and Construction Phase The proposed two/four lane bypass with paved shoulders is not likely to have any significant impact on existing drainage system along the road as 43 culverts will be provided to maintain natural drainage and for movement of runoff during rains. Irrigation tanks located in the area has been avoided by finalizing alignment with local people. M itigation Measures To restore the surface water flow/drainage, proper mitigation measures will be taken along the road, like: • The contractor shall ensure that construction debris does not find its way in

to the drainage channels, drains and irrigation ponds.


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• 43 culverts and 4 minor bridges have been proposed to accommodate the

drainage requirement along the alignment. • Drainage arrangements will be provided in respect of site conditions in the

form of drainage layer and sub-surface drains in the full width of formation or below the shoulder so as to keep the pavement well drained at locations where these are required.

• Good engineering and construction practiced will be followed.

4.3.3 Measures for the Protection of Irrigation and Agricultural Tanks Adjacent to Proposed Bypass In the final alignment for proposed Trichy bypass, the following measures will be implemented for the protection of irrigation and agricultural tanks, which are adjacent to proposed highway without affecting their inflows and outflows: • On the embankment adjacent to irrigation and agricultural tanks, protection

work by stone pitching, turfing and gabion walls and retaining wall will be carried to control erosion.

• During construction phase, silt fencing will be provided to control silt in runoff during rain near irrigation and agricultural tanks.

• Metal beam crash barriers will be provided on the edge of shoulder of bypass at high embankment to avoid possibility of falling vehicles in the tanks.

• No debris, waste or excavated earth will be disposed near the irrigation and agricultural tanks.

4.3.4 Wetland Restoration Plan

Wetland Restoration Plan for protection of irrigation tanks, which are adjacent to the proposed Trichy Byepass highway have been developed by Water Resource Department and provided by letter 327 m/F 36/DO. 4 /NHAI/2018 / date 3/11/2018. Wetland Restoration Plan for Trichy Byepassfrom Km 1+100 to 7.941 in the Trichy – Karur Section of NH -67 is given below and annexures as Annexure with EIA Report.


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I. Protection of Irrigation Tanks The following measures have to be implemented for the protection of irrigation tanks, which are adjacent to the proposed highway without affecting their inflows and out flows.

i. On the embankment of adjacent Kothamangalam big tank, Kallikudi tank and Thayanur tank (Punganur tank) protection works by stone pitching, grass turfing, gabion walls and retaining walls whichever suitable according to the site condition shall be carried out to control erosion.

ii. Metal beam crash barriers should be provided on the edge of shoulder of bypass at high embankment near tanks to avoid possibility of falling of vehicles into the tanks.

iii. No debris, waste or excavated earth shall be disposed off in nearby irrigation tanks.

iv. No oil spill on the road due to any unwanted incidents shall pollute the water spread area of the tank.

II. Irrigation Tank Restoration Plan For restoration of irrigation tanks (wet land) the following measures should be implemented with consultation of Public Works Department-Water Resource Department. The cost of implementation of wetland restoration plan shall be borne by NHAI.

i. Desilting of irrigation tanks should be carried out by NHAI to restore the original capacity of tanks, which is likely to be reduce due to formation of embankment adjacent to the foreshore of Kallikudi tank and Thayanur (Punganur) tank.

ii. The proposed alignment road is crossing Kothamangalam big tanks. This road crossing over the water spread area should be at an elevated level as spelt out by the Madurai Bench of Hon’ble High Court in WP No 5769, 11526 and 11705 of 2010.

III. Drainage Management Plan

i. Existing cross – drainage structures and canal crossing structures should be

upgraded as R.C.C. Box type and additional cross-drainage structures also


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should be provided at locations where the flow is likely to be obstructed due to the formation of road embankment.

ii. Road side drains should be formed to the adequate designed size to ensure reasonably quicker disposal of storm water during a storm event. The cross drainage worker should also be deigned to the maximum discharge from a past 50 years peak flood event.

iii. Along water courses and close to cross – drainage channels, earth stone or any other construction materials used must be properly disposed off away so as, not to block the flow of water.

iv. The obstruction that may cause temporary flooding of local drainage channels, during construction should be removed by the construction agency of NHAI.

v. The road side drains should be cleaned regularly by NHAI especially before the monsoon season during the operation stage of the proposed bypass to maintain the efficient functioning of the road drainage system.

vi. Adequacy measures should be taken to maintain the continuity of irrigation field channels which are feeding the ayacuts on the other side of the road embankment.

vii. Whenever the proposed road crossing water courses should as river tanks, cannels and supply channels, RCC culvert or over bridge should be provided for the free flow of water without any obstructions.

viii. The design and drawing of the cross-masonry structures and bridges should be submitted to this office before commencing the works.

4.3.5 Impact on Water Quality

Design and Construction Phase

During design and construction phase, drainage pattern and run off flow conditions along the bypass will not be significantly affected as 43 culverts and 4 minor bridges have been proposed in the bypass alignment. Water requirement for the proposed Trichy bypasswill be temporary and meet through existing ground and surface water sources available place to place along the road. Therefore, no significant impact is anticipated on the water resources of the area.


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Use of Local Water Supply No local water supply will be used for construction purposes. Therefore, the impact on the local water supply will be insignificant. Further, no impact is anticipated on local water supply during operation phase. Water Quality Degradation Construction activities of the proposed bypass construction activities may temporarily deteriorate surface water quality during rains in terms of turbidity of runoff along the road. However, this impact will be observed only up to first few rains. Therefore, no significant impact is anticipated on water quality due to construction of 2 lane bypass. Construction of the proposed bypass is expected to complete within the 2 year by deployment of local labours. However, if construction camps are required, it will be located away from water bodies and basic sanitary facilities will be provided to labour camps. Mitigation Measures for Water Quality The following mitigation measures are suggested to mitigate any adverse impacts during design and construction phase: • Provision will be made for proper drainage along the road. • Construction camps, if any, shall be properly located to avoid contamination

of surface water bodies by the generated waste and wastewater. • Good engineering practices to be followed to avoid the clogging of water

channels along the proposed Trichy bypass. • Toilets with septic tank followed by soak pits will be provided at the camp

site, • Used oil and wastes from workshop shall be disposed in environmentally

sound manner. • Solid wastes generated at the camp and plant sites will be collected and

disposed as per Solid Waste Management Rules 2018. • Portable toilets will be provided at minor bridge construction site.


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Operation Phase During operation phase, water quality, drainage pattern and run off flow conditions along the proposed Trichy bypasswill not be significantly affected and no impact is anticipated on water quality along the proposed Trichy bypass. Therefore, no mitigation measures are required for operation phase.

4.4 Impact on Ambient Air Quality Design and Construction Phase During construction phase, there will be two main sources of air emissions i.e. mobile sources and fixed sources. Mobile sources are mostly vehicles involve in construction activities while emissions from fixed sources include diesel generator sets, construction equipment (e.g. compressors) and excavation /grading activities those produce dust emissions. Certain amount of dust and gaseous emissions will be generated during the construction phase from excavation machine and road construction machines. Pollutants of primary concern include Suspended Particulate Matter (SPM) and Respirable Suspended Particulate Matter (RSPM). However, suspended dust particles may be coarse and will be settled within a short distance of construction area. Therefore, impact will be temporary and restricted within the closed vicinity of the construction activities along the road only. Considerable amount of emissions of carbon monoxide (CO), unburned hydrocarbon, sulfur dioxide, particulate matters, nitrogen oxides (NOx), etc, will be generated from the hot mix plants. Hot mix plants will be located away from the populated areas and be fitted with in-built air pollution control equipment, the emission shall meet National/Tamil NaduPollution Control Board standards. Further, the hot mix plants will be sited at least 1 km in the downwind direction from the nearest human settlement. It will be ensured that the dust emissions from the crusher and vibrating screens from the stone quarries do not exceed the standards.


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Summarily, generation of dust is likely due to: • Site clearance and use of heavy vehicles and machinery etc. • Transport of raw materials, borrow and quarry material to construction sites • Earthworks • Stone crushing operations at the crushers • Handling and storage of aggregates at the asphalt plants • Concrete batching plants and • Asphalt mixing plants due to mixing of aggregates with bitumen. Generation of dust is a critical issue and is likely to have adverse impact on health of workers in quarries, borrow areas and stone crushing units. This is a direct adverse impact, which will last almost throughout the construction stage. Operation Phase During the operation phase, air quality along the proposed bypass will be affected by vehicular traffic on the proposed Trichy bypass. The pollutants of primary concern include SPM, RPM, Sulphur Dioxide (SO2), Nitrogen Dioxide (NO2), Carbon Monoxide (CO) and Hydrocarbons (HC). Dust generation will be minimal during the operation stage. In case of the other cross sections adopted some generation of dust will be inevitable due to the presence of the unsealed (earthen and gravel) shoulders. All slopes & embankments turfed as per best engineering practices will help to minimize the dust generation during operation of the road. B. Generation of Exhaust Gases Construction Stage Generation of exhaust gases is likely due to movement of heavy machinery for clearance of the RoW for construction. High levels of HC and NO2 are likely from hot mix plant operations. Toxic gases are released through the heating process during bitumen production. Although the impact is very localized, it can spread down wind depending on the wind speeds. The environmental management plan


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needs to ensure that adequate measures are taken in siting of the plants and to prevent any impact on the health and safety of workers. Operation Stage The major impact on the air quality during the operation stage will be due to plying of vehicles. The impact on air quality depends upon traffic volume/rate of vehicular emission within a given stretch and prevailing meteorological conditions. Excess discharge of exhaust gases can occur due to (i) inadequate vehicle maintenance; (ii) use of adulterated fuel in vehicles and/or (iii) poor road conditions. C. Modeling of Vehicular Emissions To assess the likely operational impacts on the Ambient Air Quality due to the proposed Trichy bypass, prediction of the pollutant concentrations has been carried out using line source model, based on Gaussian equation. CALINE 4 is based on the Gaussian equation and employs a mixing zone concept to characterize pollutant dispersion over the highway. The model can be used to predict the pollutant concentrations for receptors located upto 500 m from the roadway for the various pollutants with reasonable accuracy. The input parameters for the modeling have been taken up from the following sources: • The volume of traffic, geometrics of road, design speeds proposed for the

Trichy bypasshave been taken from the Feasibility Report; • Meteorological conditions including wind, stability class etc, from the IMD

data of the various locations along the proposed Trichy bypass. • CPCB Standards for vehicular emissions has been used for calculating

emissions factor. Air pollution dispersion modeling results for the projected traffic after construction of proposed Trichy bypassare presented Table 7.1 for CO. From dispersion modeling results, it is clear that dispersion of vehicular emissions would be confined within 5 m to 50 m from the road will decrease with distance. Concentrations of NO2 and CO within these 25 meters from road would be relatively higher and dispersed with the ambient air with increase in distance. Modeling results indicate that the contribution of vehicular emissions in ambient


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air quality will be significant but well below the stipulated National Ambient Air Quality Standards for CO (2000 µg/m3) after 50 m from the road. Concentration of NOx will be relative higher and above the stipulated limits up to 200 m. The predicted eight hourly average concentrations for CO (Multi Run/Worst Case) are given below in Table 4.1:

Table 4.1: Predicted Eight Hourly Average Concentrations for CO Concentration (PPM) at Distance (m) Years Concentration (PPM) at Distance (m) 250 200 175 150 125 100 75 50 25 25 50 75 100 125 150 175 200 250

0 0 0 0 0 0.34 0.35 0.39 0.49 2019 0.49 0.39 0.35 0.34 0 0 0 0 0 0 0 0 0 0.35 0.36 0.4 0.43 0.6 2024 0.6 0.43 0.4 0.36 0.35 0 0 0 0 0 0 0 0.34 0.35 0.4 0.4 0.48 0.72 2029 0.72 0.48 0.4 0.4 0.35 0.34 0 0 0 0 0 0 0.35 0.4 0.4 0.45 0.58 0.8 2034 0.8 0.58 0.45 0.4 0.4 0.35 0 0 0

Predicted results indicate that CO concentration due to vehicles movement will be mingled within the 250 m distance from the carriageway. Improved road conditions will help in improving the ambient air quality along the proposed Trichy bypassdue to smooth flow of traffic. Mitigation Measures Vehicles delivering loose and fine materials like sand and fine aggregates

shall be covered to reduce spills on existing road. Water may be sprayed on earthworks, on a regular basis. During and after compaction of the sub-grade, water will be sprayed at regular intervals to prevent dust generation.

All slopes and embankments will be turfed as per best engineering practices will help to minimize the dust generation during operation of the road.

During the construction phase of the proposed Trichy bypass, emissions due to earth works, transportation of construction materials and vehicular movement along the stretch will have temporary though significant impact on air quality. However, air quality level is anticipated to be within the prescribed limit.

Frequent water sprinkling will be carried on the earth work to suppress the earth.

The following mitigation measures will also be taken to mitigate the dust entrainment and fugitive emissions from the various sources:


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• Asphalt and hot-mix plants will be located at least 1 km away in down wind

direction from inhabited urban and rural stretches along the road with the clearance from TNPCB.

• Sprinkling of water will control fugitive dust emissions. • Sprinkling of water on the dust prone areas and construction yard. • Regular maintenance of machinery and equipment will be carried out. Ambient air quality monitoring will be carried out during construction phase. If monitored parameters are above the prescribed limited, suitable control measures must be taken.

4.5 Impact on Noise Levels Design and Construction Phase The construction of the proposed bypass will be confined within the ROW. The alignment of proposed bypass is outside the populated area During the construction phase, noise will be generated from the various activities, such as, site clearing activities, excavation, construction, compactors erection and finishing. The typical noise levels from these activities are given hereunder: Site clearing activities 75 dB(A) Excavation 80 dB(A) Grading 75 dB(A) Compaction 80 dB(A) Surfacing 80 dB(A) During the construction phase, the noise level is bound to increase by the use of construction machines, etc. The increase in noise levels is expected to be between 10 - 20 %. However, these noise levels will be temporary in nature mostly during daytime only. For an approximate estimation of dispersion of noise in the ambient air from the source point, a standard mathematical model for sound wave propagation is used. The sound pressure level generated by noise sources decreases with increasing distance from the source due to wave divergence. An additional decrease in sound pressure level from the source is expected due to atmospheric effect or its interaction with objects in the transmission path. The noise level


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generated from a source would decrease with increase in distance from the source because of the wave divergence For hemispherical sound wave propagation through homogenous loss of free medium, noise levels at various locations can be calculated due to different sources using model based on the first principles as per the following equation: Lp2 = Lp1 – 20 Log(r2) – 8 …………(1) Where : Lp2 and Lp1 - Sound Pressure Level (SPLs) at points located at source and at distances of r2 from the source respectively in dB(A) Resultant Noise Level The combined effect of all sources then can be determined at various locations as per the following equation: Lp(total) = 10 Log(10(Lp1/10) +10(Lp2/10) + 10(Lp3/10)+ ….) …………………..….(2) Where: Lp1, Lp2 and Lp3 are noise pressure level at a point due to different sources in dB(A). The resultant maximum noise level for the above sources as calculated using combined effect equation1 is 90 dB(A). Assuming no environmental attenuation factors, based on the equations, calculations are made, which shows that noise level at different distance will be as under:

Distance (m) Resultant Noise Level

Background Noise Level

3.2 85 55 5.6 80 55 10.0 75 55 17.8 70 55 31.6 65 55

1The combined effect of all sources is determined using following equation: Lp(total) = 10 Log(10(Lp1/10) +10(Lp2/10) + 10(Lp3/10)+ …….) ………….(1) Where: Lp1, Lp2 and Lp3 are noise pressure level at a point due to different sources in dB(A).


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56.2 60 55 100.0 55 55

Therefore, the impact of noise on surrounding area during the construction phase will be limited within 100 m, hence inferred as moderate and temporary.

Mitigation Measures • Stationary equipment will be placed along un-inhabited stretches as per

distance requirements computed above as far as practicable to minimize objectionable noise impacts.

• Operations will be scheduled to coincide with period when people would least likely to be affected. Construction activities will be strictly prohibited between 10 PM and 6 AM near residential areas.

• Protection devices (ear plugs or ear muffs) will be provided to the workers operating in the vicinity of high noise generating machines and construction equipment.

• Construction equipment and machinery will be fitted with silencers and maintained properly. Contractors will be encouraged to use new and well-maintained equipment and to mandate that workers use ear protection in areas having high levels of noise.

• Noise measurements will be carried out along the road to ensure the effectiveness of mitigation measures.

10

20

30

40

50

60

70

80

90

0.0 20.0 40.0 60.0 80.0 100.0

Distance from Road (m)

Nois

e Le

vels

dB(

A)

Resultant Noise Level Background Noise Level

Figure 4.1: Attenuation of Noise from Source


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Operation Phase During the operation phase, noise will be generated through the vehicles movement. Noise levels will depend up on traffic density, number of traffic events. Plantation along the bypass and improved road conditions will be helpful in reduction on noise levels during operation phase. M itigation Measures To mitigate the impact of noise levels during operation phase, following mitigation measure are anticipated: • Plantation trees barriers between the road and sensitive area, wherever it is

possible. • Noise monitoring will be carried out along the road to ensure the

effectiveness of mitigation measures.

4.6 Impact on Biological Environment

4.6.1 Impact on Terrestrial Ecology Design and Construction Phase During the design and construction of proposed Trichy bypass, vegetation in the form of trees, shrubs and grasses will be cleared. As proposed bypass is green field alignment, which is passing through open areas and agricultural fields, only 117 trees will be felled for construction of bypass. There is no forest land involved in the proposed bypass. Important positive and negative impacts on flora, fauna and ecosystem due to proposed Trichy bypass are: • As an estimate approximately 117trees will need to be cleared for

construction of proposed Trichy bypassand will be compensated through compensatory afforestation in 1:10 ratio.


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• There will be no loss of bio-diversity since no rare/endangered plant or

animal species is going to be eliminated due to construction of the proposed Trichy bypass.

• There will be no loss of animal habitat by the proposed Trichy bypassitself, borrow pit areas and quarry sites.

• The proposed bypass road will not affect migratory path of animal breeding zone or important ecosystems.

• The aquatic ecology will not be damaged due to construction and operation phase of proposed Trichy bypass, as most of the natural water bodies/irrigation tanks have been avoided during finalization of alignment.

• At the natural drainage streams, suitable bridges and structures will be provided on these water bodies crossed by proposed bypass.

• The loss of trees and herbal cover at least during the construction phase, is likely to produce some negative impacts.

• During the construction of bypass near the irrigation tanks, silt fencing will be provided.

Impact of Dust Generation of Vegetation During construction phase, dust will be emitted and settled on the foiler surface of leaves of plants in the close vicinity of proposed Trichy bypass. It may interfere plant growth for short duration as this dust will be washed off during first rain.

4.7 Economic Impacts Construction Stage The relatively short-lived economic impacts of the construction phase are likely to be experienced in local communities for the duration of construction as workers will make everyday purchases from local traders. This is likely to give a short-lived stimulus to these traders that will disappear as soon as the construction is complete. Wider, flow-on economic impacts will be experienced in other sectors of economy as a result of purchase of construction materials and the payment of wages and salaries. During the construction phase about 150 to 200 workers will get direct employment.


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Operation Stage Once the construction of proposed Trichy bypass is completed, there is likely to be some long-term changes in the economic structures of the areas served by the proposed Trichy bypass.

4.8 Impact on Land Use Pattern For proposed bypass, approx46.16ha land acquisition is envisaged. However, land acquisition will be in the form of strip along the proposed Trichy bypass, therefore, marginal impact is anticipated on the land use pattern along the proposed Trichy bypass. During the operation phase, no impact is anticipated on the land use pattern of the area.

4.9 Construction Workers’ Camp Upgrading of the proposed Trichy bypasswill be completed within the 2 years by deployment of mostly local laborer, and therefore no construction worker camp may be needed. However in case construction camps are required, solid waste and sewage generated from construction camp may pollute the surroundings of camp and cause health problems. The following mitigation measures are suggested for construction workers camps: • Water supply and toilet facilities at construction camps shall be provided, • Lavatories shall be located away from the water bodies, • Proper disposal of domestic refuse will be undertaken, • Temporary medical facilities will be provided for the construction workers.


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4.10 Impact on Safety Construction Stage Adverse impact on safety of pedestrians and passage of traffic approaching or passing are likely if construction works are not managed properly. It is essential that works should be planned before hand over the contractor with due considerations for safety of pedestrians and workers during the night-time. Adequate warning signs, barricades, etc. as per IRC guidelines to inform the road users are essential in this regard. Operation Stage Once the construction work is complete, the safety aspects will include beneficial impacts. With the proposed Trichy bypass, improve road conditions will be provided for the traffic, which would significantly reduce the accidents. The proposed bypass on the other hand, will decrease traffic within the Trichy city and therefore, improvement in traffic conditions, improvement in ambient air quality and noise levels and reduction and road accidents are anticipated The proposed bypass will be implemented with due considerations for safety of pedestrians and school children near populated areas. The measures will include vehicular underpass, speed humps, speed delimiting signs, cross walks, etc., as desired locations especially near habitations. Moreover, the proposed Trichy bypasswith improved geometrics will itself drastically reduce the chances of accidents significantly. So all these factors will cumulatively help to beneficially impact on the safety aspects of the road users and the local populace.

4.11 Solid Waste Management During construction phase of the proposed Trichy bypass, construction debris and waste will be collected and disposed suitably as per applicable rules and regulations. Municipal waste generated from construction camps and sites will be collected and disposed as per provisions of Solid Wastes Management Rule, 2016.


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During the construction phase of the proposed Trichy bypass, the following measures shall be taken for solid waste management: • All metal, paper, plastic wastes, debris and metal cuttings shall be collected

and disposed in suitable manner. Recyclable wastes will be segregated and send for recycling.

• Municipal waste generated will be collected and disposed in environmentally sound manner.


4-22

EIA & EMP for Proposed Two / Four Lane Trichy Bypass Analysis of Alternatives

Chapter 5

ANALYSIS OF ALTERNATIVES

5.1 General

The consideration of alternatives of remaining portion of Trichy Bypass is one of the more proactive side of environmental assessment - enhancing the project design through examining options instead of only focusing on the more defensive task of reducing adverse impacts of a single design. This calls for the systematic comparison of feasible alternatives for the proposed project site, technology and operational alternatives. Alternatives are compared in terms of their potential environmental impacts, capital and recurrent costs, suitability under local conditions and institutional, training and monitoring requirements. Examining alternative means of carrying out a project involves answering the following three questions: (i) what are the alternatives?, (ii) what are the environmental impacts associated with each alternative?,

and (iii) what is the rationale for selecting the preferred alternative?

5.2 Consideration of Alternatives for Trichy Bypass Trichy Bypass has been proposed under 2/4 laning of Trichy to Karur section of NH 67, for Trichy town from existing km 135+930 (bypass chainage 0+000) to km 153+230 (bypass chainage 17+305) having a total length of around 17.305 km and the stretch from km 1+000 (Design Ch 0+000) to km 6+745 (Design Ch 7+941) was passing through three irrigation namely Kothamangalam, Kallikudi and Thayanur tanks. The alignment starts at km 135+930 near Saranthan Engineering College, Punjapur village and ends at km 153+230 of NH-67 near Jeeyapuram. The proposed bypass is on northern side of NH 67 and crosses km 4+460 of NH 45B. The bypass alignment is passing through villages of Kothamangalam, Kallikudi and Sandaipettai. The alignment of Trichy bypass from Km 1+000 to Km 6+745 was proposed through three

ABC Techno Labs India Private Limited 5-1


Irrigation tanks namely Kothamangalam, kallikudi and Thayanur having a length of around 850 m, 600 m and 1380 m respectively. This provoked environmental issues from different pockets of society.

The project received another setback by the local people who filed three court cases seeking change of alignment at the mist of ongoing construction of the bypass. A total of7.80 km of work front was affected by these court cases. The bypass works according toapproved DPR were commenced and almost 50 percentage of the work has been completed on Kothamangalam tank and preliminary works over Kallikudi tank and Tayanur tanks were about to start when the farmers association filed writ petition. Subsequently Honble Madras High court, Madurai Bench directed NHAI, not to proceed with DPR alignment of Trichy bypass particularly laying up of road in three tanks. Key plan of DPR Alignment is given in Figure 5.1.

Due to the court cases and public protest, District Collector Tiruchirappalli has issued a letter to the Project Director, NHAI, Trichy vide number ROC NoC4/29527/2007 dated 8.10.2009, requesting for reducing the length of the alignment passing through the tanks. Accordingly, the joint field visits have been carried out by Public works department, Government of Tamil Nadu and NHAI. Based on the same, NHAI has prepared the new alignment for the stretch passing though the tanks. However, the alignment suggested by NHAI also passes through deep point of the Tayanur tank and the environmental sensitive area of NeduMalai Quarry areas. Due to these reasons the farmers association again filed writ petition requesting for change of alignment. The details of the alignment proposed by NHAI are discussed below:

5.3 Modified DPR Alignment - By NHAI

The modified DPR alignment also starts at km 135+930 of NH 45B near Saranthan Engineering College, Punjapur village and ends at km 153+230 of NH 67 near Jeeyapuram. The proposed bypass is also on northern side of NH 67 having a total length of 17.305 km and passes through villages of Kothamangalam, Kallikudi, Cholan Nagar and Sandaipettai.



The only deviation for this alignment from DPR is between km 2+150 and km 3+950 where it reduces the length of stretch through Kothamangalam tank by 20 m, Kallikkudi tank by 450 m and Thayanur tank by 350. A total length saved by this alignment about 820 m and revised total length of bypass stood around 17.045 km. Key plan is given in Figure 5.2. According to consensus of administrative authorities, NHAI has started preliminary works in non-water storage area of Kallukudi and Punganur tanks. But when the work started on the deepest portion of Thayanur tank, the farmers objected laying roads over the tank and filed petitions against this alignment also. Since agricultural lands are getting affected due to change in the storage capacity, the court again instructed NHAI to reconsider the revised alignment.

Based on the Judgment of Honorable Madurai Bench of Madras High court dated 22.12.2009 the Expert Committee was formed, vide the NHAI, HQ approval No. NHAI/BOT/11012/49/2004 (pt) dated 24.02.2010 to study the alignment passing through the tanks in the above bypass.

5.4 Expert Committee Alignment The Expert Committee comprising Swaminathan, Professor, Civil Engineering Department of the National Institute of Technology, Tiruchi, the District Environmental Engineer of the Tamil Nadu Pollution Control Board, and K. Govindarajan, Director, SEVAI, a voluntary organization, has been constituted and conducted a field inspection to review the alignment on 03.04.2010. They have identified a new alignment, prepared report and submitted to the court on 09.06.2010. The details of the expert committee alignment are discussed below:



Figure 5.1: Key Plan of DPR Alignment



Figure 5.2: Key Plan of NHAI Alignment



The Expert Committee alignment was following the NHAI alignment till prior to the Thayanur tank (up to Km 4.8) and then it was extending through DPR alignment furtheronwards (Km 5+483 onwards). The two alignments will join with a link of 1.5 km adjacent to Thayanur Tank. The length of the bypass alignment suggested by the expert committee was 17.215 m. Key plan is given in Figure 5.3. Meantime another petition has filed for getting the reports reviewed by Centre for Water Resources and accordingly the Madras High Court had directed NHAI (W.P.No.21205/2009) to consult the Director of the Centre for Water Resources, Chennai. The opinions given by the Centre for Water Resources are as follows.

a) The Highway should not pass through the tanks b) The new alignment should at best be aligned along the boundaries of the tank without affecting the inflows or outflows from the tank. c) If it is inevitable to align the highway in the tank, then the highway should be constructed over the bridges after proper hydraulic and hydrologic analysis so that there is no obstruction to the inflow into and outflow from the tank. The Judgment was pronounced on 09.11.2010 for the three court cases filed earlier as explained in Chapter 1.



Figure 5.3: Expert CommitteeAlignment



Conclusion of Earlier Studies The following Table 5.1depicts the comparison of length of bypass stretch between Km 1+000and Km 6+745 and stretches passing through tanks for various alignment considered in thepast.

Table 5.1: Comparison of the Alignments (Past Studies)

Sl. No

Alignment

Length of

bypass (km)

Length of the Alignment Passing Through Tanks (m)

Kothamangalm Kallikudi Thayanur

1. DPR 17.305 850 600 1380 2. NHAI 17.045 830 150 1030 3. Expert

Committee 17.215 830 150 1500

If going by the court recommendation than NHAI has to construct bridges/ elevated structures for more than 2.0 km, which will increase the project cost substantially beyond the budget envisaged originally. Hence NHAI has decided to go for the fresh bypass study and engaged IC consultant for carrying out the detailed study, duly considering the existing issues between Km 1+750 and Km 7+000. Accordingly, Consultant reviewed the alignments provided in Table 5.1 and identified four options as alternatives routes without affecting the irrigation tank areas with help of Topo sheets, Satellite imageries and hand-held GPS.

5.5 Consultant Options - Trichy Bypass

The various alternative alignment options for the Tirchy bypass studied by Consultant are discussed below. (i) Option I: Alignment through Northern side of Kothamangalam Tank (ii) Option II: Alignment through southern side of Kothamangalam

Tank (iii) Option III: Alignment through Northern side of Aruvangudi Tank (iv) Option IV: Alignment through southern side of Aruvangudi Tank



A comparative study has been carried out for concluding the best option. The following Table 5.2 shows comparative study of 4 Options. The details of each option are explained in the subsequent paragraph.

Table 5.2: Comparison of Consultant Options

Sl. No.

Description Option I Option-II Option-III

Option-IV

1 Start of Bypass(New Trichy Bypass)

km 0+900 km 0+700 km 0+700

km 0+800

2 End of

Bypass(New Trichy Bypass)

km 7+400 km 7+400 km 7+400

km 7+400

3 Length( km) 7.474 km 7.654 km 8.741 km 9.048 km 4 Minor Bridges

(no’s) 3 4 5 5

5 Culverts (no’s) 28 30 34 36 6 ROB 1 1 1 1 7 Flyover 1 1 1 1 8 PUP 1 Nil Nil Nil 9 Structures

Affected(no’s) 30 35 7 5

10 Availability of land

LA through developed settlements

LA through developed settlements

Land is available

Land is available

11 Social issues High High Moderate Moderate 12 Geometry Poor Poor Fair Good 13

Passing throughTanks

Nil Nil Nil Nil

5.5.1 Option I: Alignment through Northern side of Kothamangalam

Tank Alignment starts at km 0+900 of new Trichy Bypass near Saranathan Engineering Collegeand ends at km 7+400 of new Trichy Bypass near Kalingankadu Village. Total length of thebypass is about 7.475 km. The alignment passes through Kothamangalam, Kallikudi, NeduMalai, Punganur and Kalingankadu Villages. The major land use long the bypass isagricultural land. Details of bypass route and crossing points have been



presented in Table5.3. There are about 30 structures which are getting affected due to this bypass alignment. Grade separator is proposed where the alignment crosses through NH-45(Tirchy –Dindgul)road. Keyplan is given in Figure 5.4.

Table 5.3: Features of Option-I Bypass Alignment Sl. No.

Description Remarks

1 Km 0+900 (0+000)

Start of bypass with respect to New Trichy bypass under Construction

2 0+000 to 0+350 Alignment follows the DPR alignment 3 0+350 to 0+750 Alignment passes through agricultural land 4 0+750 Alignment crosses Trichy-Madurai Railway

line 5 0+750 to 2+150 Alignment passes through agricultural land 6 2+150

Alignment crosses Aruvangudi - Sandapuram road near Jennys Academy

7 2+150 to 3+100 Alignment passes through agricultural land 8 3+100 to 3+550 Alignment passes through Kallikudi built-up 9 3+550 Alignment crosses NH-45 (Trichy - Dindigul)

road. 10 3+550 to 6+900

Alignment passes through agricultural land, crosses canal at km 5+000

11 6+900 to 7+654 Alignment utilizes the DPR alignment. 12 7+654 Alignment ends at km 7+654 (km7+400) of

DPR alignment 5.5.2 Option II -Alignment through Southern Side of Kothamangalam

Tank This alignment is a slight modification of option I. Primarily this alignment starts 200mahead of option-I. Alignment starts at km 0+700 of new Trichy Bypass near SaranathanEngineering College and ends at km 7+400 of new Trichy Bypass near Kalingankadu Village.Total length of the bypass is about 7.654 km. The alignment passes through Aruvangudi,Kallikudi, NeduMalai, Malaipettai, Punganur and Kalingankadu Villages. This alignmentfollows same route of option-I from km 3+400 to km 7+474. The major land use long thebypass is agricultural land. Details of bypass route and crossing points have been presentedin Table 5.4. There are



about 35 structures which are getting affected due to this bypassalignment Grade separator is proposed where the alignment crosses through NH 45 (Tirchy– Dindgul) road. Keyplan is given in Figure 5.5.

Table 5.4: Features of Option-II Bypass Alignment Sl. No.

Description Remarks

1 km 0+700 (0+000)

Start of bypass with respect to New Trichy bypass under construction

2 0+000 to 0+300 Alignment follows the DPR alignment 3 0+300 to 1+750 Alignment passes through agricultural land

4 1+750 Alignment crosses Trichy-Madurai Railway line

5 1+750 to 3+400 Alignment passes through agricultural land(in

between Aruvangudi and Kothamangalam tank (km 1+600 to km 2+400)

6 3+400 to 3+750 Alignment passes through Kallikudi built-up(meets at km 3+200 of option-1 alignment)

7 3+750 Alignment crosses NH-45 (Trichy - Dindigul) road.

8 3+750 to 6+900 Alignment passes through agricultural land, crosses canal at km 5+300.

9 6+900 to 7+654 Alignment utilizes the DPR alignment. 10 7+654 Alignment ends at km 7+654 (km 7+400 of

DPR alignment



Figure 5.4 Option-I Bypass Alignment – Key plan



Figure 5.5 Option-II Bypass Alignment – Key Plan


EIA & EMP for Proposed Two / Four Lane Trichy Bypass Analysis of Alternatives 5.5.3 Option III: Alignment through Northern Side of Aruvangudi Tank

This alignment also originates same from option II and ends at the same ending point ofoption II alignment. Total length of the bypass is about 8.741 km. The alignment passesthrough Aruvangudi, Pungudi, Sondaipettai, Punganur and Kalingankadu. This alignmentfollows same route of option-II from km 0+000 to km1+100. The major land use along thebypass is agricultural land. Details of bypass route and crossing points have been presentedin Table 5.5. There are about 7 structures which are getting affected due to this bypassalignment .Grade separator is proposed where the for option III in Figure 5.6

Table 5.5: Features of Option-III Bypass Alignment Sl. No.

Description Remarks

1 km 0+700 (0+000)

Start of bypass with respect to New Trichy bypass underconstruction

2 0+000 to 1+800 Alignment passes through agricultural land 3 1+800 Alignment crosses Trichy-Madurai Railway line 4 1+800 to 4+500

Alignment passes through agricultural land(in between Aruvangudi and Kothamangalam tank(km 0+800 to km 2+400) and Pungundi and Kallikudi (km 3+600 to km 4+300)

5 4+500 Alignment crosses NH-45 (Trichy-Dindigul) road.

6 4+500 to 8+400

Alignment passes through agricultural land, rare side of Care Engineering college Boys Hostel at km 5+800 and minor built-up for about 75m at Sandaipetta.

7 8+400 to 8+741 Alignment passes through DPR alignment. 8 8+741 Alignment ends at 8+741(km 7+400 of DPR

alignment)


EIA & EMP for Proposed Two / Four Lane Trichy Bypass Analysis of Alternatives 5.5.4 Option IV -Alignment through Southern Side of Aruvangudi Tank

This option is mere modified alignment with respect to option III. Alignment starts at km0+800 of new Trichy Bypass near Saranathan Engineering College and ends at km 7+400 ofnew Trichy Bypass near Kalingankadu Village. Total length of the bypass is about 9.048 km. The alignment passes through Aruvangudi, Pungudi, Sondaipettai, Punganur andKalingankadu. The alignment follows option-III for a distance of km 1+200 and gets deviatedand traverses through southern side of Aruvangudi village and Aruvangudi tank and againmeets option-III alignment at km 3+600.After meeting option III the alignment thereafternegotiates in between Aruvangudi and Pungudi tanks without affecting the tank areas andfurther the alignment follows the same route of the option III alignment from km 3+600 andmeets at the end point near bridge of new Trichy bypass at km 7+400. About 4 to5structures are affected by this alignment. Three minor bridges, one Flyover and a ROB arerequired for this alignment. The entire alignment passes through plain terrain .Though theoption is lengthy it avoids all the environmental and social issues. Details of bypass routeand crossing points have been presented in Table 5.6. Key plan of this bypass option is given in Figure 5.7.



Figure 5.6 Option-III Bypass Alignment – Key plan



Figure 5.7: Option-III Bypass Alignment – Key plan



Table 5.6: Features of Option-IV Bypass Alignment Sl. No.

Description Remarks

1 Km 0+800 (0+000)


2 0+000 to 2+900 Alignment passes through agricultural land with minor builtup at km 2+300 near Aruvangudi village.

3 2+900 Alignment crosses Trichy-Madurai Railway line 4 2+900 to 4+750

Alignment passes through agricultural land and in between Pungudi and kallikuditank(km 3+800 to km 4+500) and also passes in between Indian Logistics Pvt Ltd and Vincent matriculation School near vanniyankulam

5 4+750 Alignment crosses NH-45 (Trichy-Dindigul) road.

6 4+750 to 8+600 Alignment passes through agricultural land, rare side of Care Engineering college Boys Hostel at km 6+000 and with minor built-up for about 75m near Sandaipetta.

7 8+600 to 9+048 Alignment passes through DPR alignment. 8 9+048 Alignment ends at km 9+048 (km7+400 of

DPR alignment). Based on the above option study the Consultant recommends Option-IV as the best optionconsidering the following 1) Away from the tank areas 2) Highway geometric 3) MinimumResettlementConsultant has submitted the report on 16th November, 2011and a public hearing was heldon 20th Dec 2011 which elucidated about all the bypass options in detail and hasrecommended the best option provided by the Consultant keeping in mind the land use,recommendation by MoEF&CC and road geometrics. However, public were against the recommended option considering the acquisition ofagricultural land and given a petition to the Hon. District Collector. This petition wasforwarded to Consultant by NHAI vide letter NHAI–PIU-Karur/NH-67/TK Road/G.D.Petition/2012/2502 dated:



31.01.2012.In this petition, public reiterate the following demands raised during public consultation. • Follow the DPR alignment through the irrigation tanks and provide

elevatedstructure wherever the alignment intersects the tank area. • Take the alignment through tank bunds which will minimize the

acquisition ofagricultural land. Based on the outcome of the Public hearing Hon. District Collector requested NHAI to studythe possibilities of the alignment suggested by the public. Accordingly Consultant with helpof local public studied the alignment along the Bunds of irrigation tank.

5.6 Alignment along the Bund of Irrigation Tank - Suggested byPublic

The alignment starts at km 0+800 of new Trichy Bypass near Saranathan Engineering Collegeand ends at km 7+400 of new Trichy Bypass near Keezakadu Village. Total length of thebypass is about 7.910 km. The alignment passes through Kothamangalam, Aruvangudi,Kallikudi, Punganur and Keezakadu Villages. The major land use long the bypass isagricultural land. Details of bypass route and crossing points have been presented in Table5.7. There are no structures affected due to this bypass alignment and the design speed is40kmph at 6 locations. Grade separator is proposed where the alignment crosses throughNH-45(Tirchy –Dindgul) road. Key plan of the alignment plan is depicted in Figure 5.8. Summary of alignment along the bund suggested by Public is given in Table 5.8.

Table 5.7: Features of Alignment Suggested by Public Sl. No.

Description Remarks

1 km 0+700 (0+000)


2 0+000 to 1+700 Alignment passes through agricultural land

3 1+700 Alignment crosses Trichy-Madurai Railway line at km 348+000



Sl. No.

Description Remarks

4 1+700 to 4+350 Alignment passes through agricultural land (in between Aruvangudi and Kothamangalam tank (km 0+800 to km 2+400) and Pungundi and Kallikudi (km 3+300 to km 4+100) and passes through the rear side of Vincent Marticulation school.

5 4+350 Alignment crosses NH-45 (Trichy-Dindigul) road at Km 334

6 4+350 to 4+900 Alignment passes through agricultural land 7 4+900 to 6+800 Alignment passes through left side of Tayanur

irrigation tank. 8 6+800 to 7+910 Alignment passes through agricultural land

near by Keezakadu village 9 7+910 Alignment ends at 7+910( km 7+400 of DPR

alignment)

Table 5.8 Summary of Alignment Along the Bund Suggested by Public

Sl. No.

Description Alignment along the Bund

1 Start of Bypass(New Trichy Bypass) Km 0+800 2 End of Bypass(New Trichy Bypass) Km 6+700 3 Length( km) 7.910km 4 Minor Bridges (no’s) 3 5 Culverts (no’s) 36 6 ROB 1 7 Flyover 1 8 PUP 1 9 Structures Affected (no’s) 0 10 Availability of land Land to be

acquired 11 Social issues Land to be

acquired 12 Geometry Fair



13 Passing through Tanks Nil



Figure 5.8: Key plan of Bypass Alignment – Suggested by Public



A meeting was conveyed by CGM, NHAI, Regional Office, Chennai on 28th Nov 2012 considering above all issues of Tirchy Bypass. A brief description of bypass study till date with activities and events had been explained with power point presentations. Further NHAI suggested the consultant to submit a proposal considering the modification of Alignment along the bund suggested by public to meet the design standards of 80 kmph to 100 kmph. Consultant has modified the alignment to meet the design standards and submitted the report to NHAI vide letter no. WSA/PJ/0405006/LET/11-12/2508 dated December 3rd 2012. This modified alignment was approved by NHAI vide letter no. NHAI/11015/23A/2009/RO Chennai/118 dated 10th January 2013. The details of the modified alignment are given below.

5.7 Public Suggested Modified Alignment The modified alignment is recommended to implement considering the following points. 1) Least length 2) Consideration of the direction of MoEF&CC and Honorable Court 3) Standard Geometry 4) Minimal affect to the irrigation tank. Table 5.9 gives the summary of modified alignment along the bund. Figure 5.9 depicts the modified alignment on Satellite imagery.



Figure 5.9: Public Suggested Modified Alignment



Table 5.9: Summary of Modified Alignment along the Bund

Project Stretch km 0/000 to km 7/000 Start of the Bypass Realignment

At Panjappur (Bypass chainage 0+700) (km 4+460 of NH-45B)

End of the Bypass Realignment

At Kaligunkadu (Bypass Chainage 7+400)

Length (km) 7.126 km Terrain Plain Land use Agriculture : 87% and Water body : 13% Major Villages

Aruvankudi, Pungudi, Kottamangalam, Kalligudi, Ramjinagar, Cholan Nagar, NeduMalai ,Malapettai, Punganur, Tayanur and Sandaipettai District and Taluk Trichy and Sriragam

Proposed ROW (m) 60 m Proposed Carriageway

7.0 m Bituminous + 1.5 m Paved Shoulder + 2.0 m Earthen Shoulder

Design Speed 100 / 80 kmph Major Junction 1 no’s of NH-45 near VannanKovil

(Trichy- Dindigul Road) Length of alignment passing through Irrigation Tanks

1) Kothamangalam Tank: 200 m 2) Thayanur Tank: 300 m

Structure Details ROB + PUP/CUP (200 m) (2 x 35)+(4 x 32.5) with 12 m width Vehicular Underpass (2 x 30) with 12 m width Length Elevated Box Structure (4 m Height)

300 m

Bridges km 0 + 470 – 1 x 25 m two lane bridge Culverts 12 no’s of two lane Box culverts Tentative Construction cost 71 Crores Approximate Area passing through Irrigation Tanks

1) 0.756 Ha in Kothamangalam tank 2) 1.79 Ha in Thayanur Tank Total tank area is 2.55 Ha

Tentative Land requirement 42.61 Ha



(Ha)(excluding Tank Area) The features of the alignment are given in Table 5.10. Table 5.10: Features of the Modified Public Suggested Alignment along the Bund Chainage Details 0+000 km (At Panjappur Bypass Ch.0+700, km 4+460 of NH-45B)

Start of the Bypass Realignment

Ch. 0+000 to Ch.1+015 Embankment With Pitching – Ht 1.5 m to 2.5 m (Minor Bridge – Ch. 0+470, Span – 1 x 25 m)

Ch. 1+015 to Ch. 1+265 ROB Approach Ch. 1+265 to Ch. 1+465 (2x 35 m + 4 x 32.5 m)

ROB Structure + CUP + Viaduct Structure

Ch. 1+465 to Ch. 1+585 CUP Approach - Ht 1.5 m to 2.5 m Ch. 1+585 to Ch. 3+850 Embankment With Pitching - Ht 1.5 m

to 2.5 m Ch. 3+850 to Ch. 4+100 Grade Separator Approach Ch. 4+100 to Ch. 4+160 Grade Separator Structure Ch. 4+160 to Ch. 4+410 Grade Separator Approach Ch. 4+410 to Ch. 6+000 Embankment With Pitching - Ht 1.5 m

to 2.5 m Ch. 6+000 to Ch. 6+300 Elevated Box Structure Ch. 6+300 to Ch. 7+126 (At Kaligunkadu, Bypass Ch. 7+400)

Embankment With Pitching - Ht 1.5 m to 2.5 m

However, there was no concurrence received along with the District Collector’s opinion forthe above alignment for proceeding further and the project was almost halted till 2014.


EIA & EMP for Proposed Two / Four Lane Trichy Bypass Analysis of Alternatives 5.8 Final Modified Alignment (DC/NHAI as on January 2014)

The consultants were asked by NHAI authorities to review the final alignment byincorporating The District Collector comments and Observations during the year 2014. Thealignment was revised several times with discussions and joint site inspections with NHAIauthorities and submitted the revised alignment. Further the consultant had a joint siteinspection on 29th January 2014 along with NHAI authorities & DC office surveyors. The finalmodified alignment is submitted for approval and the details are given below. Table 5.11 gives the summary of final modified alignment. Figure 5.10depicts themodified alignment on Satellite imagery.

Table 5.11: Summary of Final Modified Alignment Project Stretch km 0/000 to km 6/890 Start of the Bypass Realignment At Panjappur (Bypass chainage

0+700) (km 4+460 of NH-45B) End of the Bypass Realignment At Kaligunkadu (Bypass Chainage

6+890) Length (km) 6.890 km Terrain Plain Land use Agriculture : 87% and Water body

: 13% Major Villages

Aruvankudi, Pungudi, Kottamangalam, Kalligudi, Ramjinagar, Cholan Nagar, NeduMalai, Malapettai, Punganur, Tayanur and Sandaipettai District and Taluk Trichy and Sriragam

Proposed ROW (m) 60 m Proposed Carriageway

7.0 m Bituminous + 1.5 m Paved Shoulder + 2.0 m Earthen Shoulder

Design Speed 100 / 80 kmph Major Junction 1 no’s of NH-45 near Care



Engineering College(Trichy- Dindigul Road)

Length of alignment passing through Irrigation Tanks

1) Kothamangalam Tank: 200 m 2) Thayanur Tank: 300 m

Structure Details ROB + PUP/CUP (200 m) (2 x 35)+(4 x 32.5) with

12 m width Vehicular Underpass (2 x 30) with 12 m width Length Elevated Box Structure(4 m

Height) 300 m Bridges km 0 + 470 – 1 x 25 m two lane

bridge Culverts 12 no’s of two lane Box culverts Tentative Construction cost 71.3 Crores Approximate Area passing through Irrigation Tanks

1) 0.756 Ha in Kothamangalam tank 2) 1.79 Ha in Thayanur Tank Total tank area is 2.55 Ha

Tentative Land requirement (Ha) (excluding Tank Area)

42.61 Ha



Figure 5.10 Key plan of final Modified Bypass Alignment –DC/NHAI as on January 2014 (Satellite Imagery)



The features of the alignment are given in Table 5.12. Table 5.12: Features of Final Modified Alignment (DC/NHAI as on January 2014) Chainage Details 0+000 km (At Panjappur Bypass Ch.0+700, km 4+460 of NH-45B)

Start of the Bypass Realignment

Ch. 0+000 to Ch.1+015

Embankment With Pitching – Ht 1.5 m to 2.5 m (Minor Bridge – Ch. 0+470, Span – 1 x 25 m)

Ch. 1+015 to Ch. 1+265 ROB Approach Ch. 1+265 to Ch. 1+465 (2x 35 m + 4 x32.5 m)

ROB Structure + CUP + Viaduct Structure

Ch. 1+465 to Ch. 1+585 CUP Approach - Ht 1.5 m to 2.5 m

Ch. 1+585 to Ch. 3+850 Embankment With Pitching - Ht 1.5 m to 2.5 m

Ch. 3+750 to Ch. 4+000 Grade Separator Approach Ch. 4+000 to Ch. 4+060 Grade Separator Structure Ch. 4+060 to Ch. 4+310 Grade Separator Approach Ch. 4+310 to Ch. 5+750 Embankment With Pitching - Ht

1.5 m to 2.5 m Ch. 5+750 to Ch. 6+050 Elevated Box Structure Ch. 6+050 to Ch. 6+890 (At Kaligunkadu, Bypass Ch.6+890)

Embankment With Pitching - Ht 1.5 m to 2.5 m

5.9 Final Approved Alignment

Finally upon various deliberations the authorities have approved the modified alignment on06.08.2014 after site validation. The alignment starts from the NH 45 B (Trichy – MaduraiRoad) Junction from 0+000, (NH 45 B chainage is 5+122) and ends at Ch. 7+941 nearThayanur Village. The total length of the alignment is 7.941 km. Key plan of the alignment isshown in Figure 5.11. The features of the alignmentare summarized in Table 5.13 shown below:



Table 5.13: Features of the Final Alignment

Sl. No.

Description Remarks

1 Ch. 0+000 to Ch. 1+000

Alignment starts from Ch. 0+000 at NH 45 (Ch. 5+122) where Grade Separator work is partially completed till Ch. 0+800 and passes through existing partially built minor bridge at Ch. 0+927

2 Ch. 1+000 to Ch. 2+000

Alignment passes through agricultural land, crosses Nala at Ch. 1+270 and drain at Ch. 1+900

3 Ch. 2+000 to Ch. 3+000

Alignment passes through agricultural land, crosses roads at Ch. 2+120 and at Ch. 2+365 and crosses Nalas at Ch. 2+040 and at Ch. 2+935

4 Ch. 3+000 to Ch. 4+000

Alignment passes through agricultural land and crosses Nala at Ch. 3+290

5 Ch. 4+000 to Ch. 5+000

Alignment passes closely towards LHS of Kallikudi tank and bisects tank boundary at Ch. 4+450 and at Ch. 4+650, and crosses NH -45 at Ch. 4+890

6 Ch. 5+000 to Ch. 6+000

Alignment passes through agricultural land and crosses Drains at Ch. 5+010 and at Ch.5+280 and passes closely towards CARE College from Ch. 5+350 to Ch. 5+650 and crossing Thayanur Tank Boundary

7 Ch. 6+000 to Ch. 7+000

Alignment passes through agricultural Land and closely towards LHS of Thayanur tank boundary from Ch. 6+400 to Ch. 7+000

8 Ch. 7+000 to Ch. 7+941

Alignment crosses Thananur Tank at Ch. 7+050 and passes through agricultural land till end crossing Nala at Ch. 7+600



Figure 5.11 Key Plan of Final Approved Alignment


EIA & EMP for Proposed Two / Four Lane Trichy Bypass Environmental Monitoring Plan

Chapter 6

ENVIRONMENTAL MONITORING PLAN

6.1 Introduction An institutional mechanism needs to be incorporated for proposed Trichy Bypass (Km 135+930 to Km 153+230) on 2/4 lane of Trichy to Karur Section NH-67,as management and execution system. The NHAI will be responsible for the implementation of all the mitigation and management measures suggested in EMP for project roads. The NHAI is also responsible for implementation the complete resettlement and rehabilitation for all those affected by the project. The NHAI has certain organizational and institutional capacity to be able to satisfactory complete the implementation of the EMP. During construction and operation phase of project road, it is essential that an effective Environmental Monitoring Plan to be designed to ensure the effective implementation of the mitigation measures and environmental management plan.Environmental Monitoring Plan for various environmental parameters have been prepared and presented in Table 6.1 and Table 6.2, respectively for proposed Trichy Bypass (Km 135+930 to Km 153+230) on 2/4 laning of Trichy to Karur Section NH-67.

6.2 Ambient Air Quality (AAQ) Monitoring Ambient air quality parameters recommended for road transportation developments are PM2.5, PM10, NO2, SO2 and CO. These are to be monitored at designated locations starting from the commencement of construction activities. Data should be generated twice in a week once during construction phase at all identified locations in accordance to the National Ambient Air Quantity Standards. The locations and pollution parameters to be monitored and the responsible institutional arrangements are detailed out in the Environmental Monitoring Plan.

6.3 Water Quality Monitoring The physical and chemical parameters recommended for analysis of water quality relevant to road development project are pH, total solids, total dissolved solids, total suspended solids, oil & grease, etc. The locations, duration and the pollution parameters to be monitored and responding institutional arrangements



are detailed in the Environmental Monitoring Plan. The monitoring of the water quality is to be carried out at all identified locations in accordance to the Indian Standard Drinking Water Specification - IS 10500:1983.

6.4 Noise Levels Monitoring The measurements of noise levels would be carried out at all designated locations in accordance to the Ambient Noise Standards formulated by Ministry of Environment, Forest, and Climate Change (MoEF&CC) as given. Noise level would be monitored on twenty-four hourly basis. Noise should be recorded at “A” weighted frequency using a slow time response mode of the measuring instrument. The measurement location, duration and the noise pollution parameters to be monitored and the responsible institutional arrangements are detailed in the Environmental Monitoring Plan.

6.5 Soil Erosion On slops and high embankment, soil erosion may be occurred during construction and operation phase of project. During and after rains, soil erosion will need to be check regularly.

6.6 Plantation During construction and operation of project roads, tree plantation will be monitored the survival of plants planted along the Trichy Bypass (Km 135+930 to Km 153+230)on 2/4 laning of Trichy to Karur Section NH-67.



Table 6.1 : Environmental Monitoring Plan for Trichy Bypass (Km 135+930 to Km 153+230) for Construction

Environmental Component

Project Stage Parameter Standards Location Duration /

Frequency Implementation Supervision

Air Construction Phase

SPM, SO2, NO2,

Emission Standards

Wherever the Contractor decides to locate the Hot Mix Plant

Continuous 24-hourly, twice a week once during construction phase

Concessionaire through an approved monitoring agency

PIU, NHAI

PM2.5, PM10, SO2, NO2, CO

National Ambient Quality Standards

Stretch of the Road where construction in progress site preferably at Pungudi and Sandalpettai.

Continuous 24-hourly, twice a week once in every season during Construction Phase


PIU, NHAI

Operation Phase



Pungudi and Sandalpettai

Continuous 24-hourly, twice a week once in year for 2 years

Concessionaire NHAI

Water Quality Construction Stage

pH, BOD, COD, TDS, TSS and Oil & Grease

As per CPCB Standards

Treated waste water from septic tanks and equipment yard.

Once during the season for three years.


PIU, NHAI

Operation Phase

Parameters in IS:10500

As Water quality standards (IS 10500)


End of summer before the onset on monsoon every year for 2 years

Concessionaire NHAI

Noise and Vibration

Construction Phase

Noise Level in dB (A)

As per National Noise standards

At Pungudi and Sandalpettai

One day hourly measurement, once in six months


PIU, NHAI






Operation Phase



At Pungudi and Sandalpettai

One day hourly measurement once in 6 months

Concessionaire PIU, NHAI

Soil Erosion Construction Phase

Soil erosion -- On slops and high embankment

After precipitation Concessionaire PIU, NHAI

Operation Phase



Road Side Plantation

Construction Phase

Monitoring of trees felling

As laid out in the detailed design for project

Entire stretch of project road

During felling of trees

Forest Dept. PIU, NHAI

Operation Phase

Survival rate of trees success of re-plantation

The survival rate should be at least 70% below which re-plantation shall be done.

Entire stretch of bypass

Every year for 3 year

Concessionaire NHAI



Table 6.2 :Environmental Monitoring Plan for Trichy Bypass (Km 135+930 to Km 153+230) for Operation




Air Construction Phase

SPM, SO2, NO2,

Emission Standards

Wherever the Contractor decides to locate the Hot Mix Plant

Continuous 24-hourly, twice a week once during construction phase


PIU, NHAI



Stretch of the Road where construction in progress site preferably near Pungudi and Sandalpettai

Continuous 24-hourly, twice a week once in every season during Construction Phase


PIU, NHAI

Operation Phase



Near Pungudi and Sandalpettai

Continuous 24-hourly, twice a week once in year for 2 years

Concessionaire NHAI

Water Quality Construction Stage

pH, BOD, COD, TDS, TSS and Oil & Grease

As per CPCB Standards

Treated waste water from septic tanks and equipment yard.

Once during the season for three years.


PIU, NHAI

Operation Phase

Parameters in IS:10500

As Water quality standards (IS 10500)

Near Pungudi and Sandalpettai

End of summer before the onset on monsoon every year for 2 years

Concessionaire NHAI






Noise and Vibration

Construction Phase



At near Pungudi, Sandalpettai and Construction Sites

One day hourly measurement, once in six months


PIU, NHAI

Operation Phase



At near Umapur

One day hourly measurement once in 6 months

Concessionaire PIU, NHAI

Soil Erosion Construction Phase



Operation Phase



Road Side Plantation

Construction Phase

Monitoring of trees felling

As laid out in the detailed design for project


During felling of trees

Forest Dept. PIU, NHAI

Operation Phase

Survival rate of trees success of re-plantation

The survival rate should be at least 70% below which re-plantation shall be done.


Every year for 3 year

Concessionaire NHAI


EIA & EMP for Proposed Two / Four lane of Trichy Bypass Social Impact Assessment

Chapter 7

SOCIAL IMPACT ASSESSMENT AND PUBLIC HEARING

7.1 Introduction The road projects are generally undertaken to improve the economic conditions and social welfare of those using the road or served by it. Increased road capacity and improved pavements can reduce travel times and lower the costs of vehicle use. Benefits include increased access to markets, jobs, education and health services and reduced transport costs for both freight and passengers, reduce fuel consumption and exhaust emissions from the vehicle plying on the road. Roads bring people and people bring development. Roads are agents of change, which can bring both benefits and damage to the existing balance between the people and their environment. Proposed bypass will have significant positive impacts, but it may simultaneously also bring significant negative impacts on nearby communities if proper precaution is not taken during design and implementation stage of the project. The people and properties may be in the direct path of road works and affected in a major way. People may also be indirectly affected by the project, through the land acquisition. disruption of livelihood, loss of accustomed travel paths and community linkages, increases in noise levels and pollution.

7.2 Social Need for proposed Bypass The main social needs for the proposed bypass are described below: • Smooth flow of traffic on the bypass and decongestion in Trichy City. • Enhanced safety of the traffic, the road users and the people living

adjacent to the highway. • Enhanced road safety measures on the highway. • Minimal adverse social impacts on the road users and the local population

due to construction.

7.3 Objectives ofthe Social Impact Assessment The main objectives of the social impact assessment are given below:

• to assist in finalization of feasibility study considering human environment

factors,


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• to assess and identify social impacts of the project (both positive and negative, short term and long term, reversible and irreversible),

• to avoid, minimize and mitigate the identified impacts, • Recommend mitigation measures or any change in the project designs, if

significant negative impact is identified.

7.4 Methodology for Social Assessment The following steps have been followed in the social assessment process adopted for the proposed bypass: • Assessment of socio-economic profile of the project influence area • Examination of alignment options, • Social screening & assessment of potential social impacts, • Public consultation, • Analysis of alternatives, • Identification of critical stretches, • Preliminary budget for social management,

7.5 Assessment of Socio-Economic Profile of the Project Corridor As a first step in the social impact assessment an appreciation of the socio-economic profile of the project corridor has been made. This task involved two activities, namely (a) defining the impact area (b) compilation and analysis of the secondary database. The defining of the project impact area depended to an extent on the level and unit of database available from the secondary sources. Efforts have also been made to analyze the data as far as possible at the micro unit level. Therefore, the socio-economic profile of the corridor has been generated using the data at the district level. Defining Impact Area: The proposed project is green field alignment and will be constructed fresh. Impact are of the proposed bypass will be 60 m ROW. Corridor of Direct Impact Zone: This includes a band of land on either side of the carriageway coinciding with the line of actual construction of the proposed typical cross sections. A strip mapping exercise has also been carried out to plot the social components along the project corridor. The, corridor of impact for the proposed bypass will be 60 m ROW. Project Influence Area (PIA): District has been considered the unit for project influence area. Thus, for analysis of socio-economic scenario along


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the project corridor district level data has been analyzed and presented in the report. In this project, district level data for Tiruchirappalli have been analyzed and discussed. Assembly of Existing Secondary Database: The socio-economic data was assembled from several secondary sources for Tiruchirappalli district, through which the project corridor traverses. Inventory of Social Features: A general profile of the socio-economic characteristics of villages through which the corridor passes has been prepared. However, to assess the social impacts realistically, further micro-level details of the features abutting the project corridor are essential, which were not available through secondary sources. Therefore, such details were generated through field survey and investigation and compiled in the form of strip maps or plans.

7.5.1 Examination of Alignment Options Analysis of alternatives is an important step in social assessment. This facilitates in arriving at best possible option from engineering, social angle that leads to greater benefit of project to the society. The analysis of alternatives can be of with project and without project scenario or it may be related to selection of alignment. Details of alternative analysis for the proposed bypass has been given in Chapter 5 of EIA Report.

7.5.2 Assessment of Social Impact The entire bypass to the length of 7.941 km passes through Trichy West Taluk and Srirangam Taluk of Tiruchirappalli District. It passes through four revenue villages such as: • Panjappur • Pirattiyur • Kallikudi • Thaayanur The alignment passes through many habitations / settlements like Aruvangudi, Pungudi, Kothamangalam, Kallikudi, Ramji Nagar, Cholan Nagar, NeduMalai, Malaipettai, Punganoor, Thayanoor and Sandhaipettai. Alignment crosses Tiruchy - Dindigul Railway line near Kothamangalam Tank of Pirattiyur village at proposed chainage 1+300.


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7-4

7.5.3 Land Use and Type of Impacts

The ROW of proposed bypass is 60 meters. The majority of the bypass alignment passes along the tank bunds and hence around 17.05% fall under Agriculture lands and 82.95% under Barren lands. Around 14.5% of the alignment area passes along tanks such as Aravangudi Tank, KalliKudi Tank, Pirattiyur West Tank and Punganur Tank.

7.5.4 Impact on Land It was confirmed by the authority that land has already been acquired for the initial 800m stretch of total project road having length of 7.941km. Hence, land acquisition has been proposed only after chainage 0+800. Total land requirement for the remaining stretch is 46.16 Hectares (114.06 Acres). Village wise land to be acquired is further classified into government and private and the same has been summarized in Table 7.1.

Table 7.1: Category of Land to be Acquired Sl. No.

Revenue Villages

Category of Land Total Area in Ha

Percentage in Totals Government Private

1 Panjappur 0.01 0.58 0.60 1.30 2 Pirattiyur 2.01 5.24 7.25 15.71 3 KalliKudi 1.99 11.95 13.94 30.20 4 Thaayanur 4.12 20.25 24.36 52.79 Total 8.13 38.03 46.16 100

7.5.5 Type of Land Affected

For the bypass, 82.95 % barren land and 17.05% agricultural land will be acquired. The type of land to be affected by the proposed bypass is given in the Table 7.2:

Table 7.2: Type of Land Acquired for the Proposed Bypass

Sl. No. Type of Land Area in Ha Percentage on total 1 Barren Land 38.29 82.95 2 Agricultural 7.87 17.05 Total 46.16 100


7.5.6 Impact on Structures

The alignment for proposed bypass is passing mostly though barren land and partly agricultural land. Due to this bypass alignment, none of the habitation/ settlement is affected and henceno structures are affected except boundary walls, fencing and pump houses. No house or shop will be displaced for the proposed bypass. There areno Resettlement & Rehabilitation issues arising out due to this project.

7.5.7 Public Consultation Process

The public consultation process with various stakeholders has been made a part of this project from the very initial stage. The aim is to understand their viewpoint and concerns, suggestions, etc. early on in the project. This process would help in making the project people oriented and accommodate stakeholders’ aspirations and expectations at the very initial stage of the project. Such process would not only make it people’s oriented but will have more positive impact by the way of people’s cooperation and timely completion.

7.6 Likely Loss of Properties There is no house, shop, community or government building in the proposed ROW. Therefore, no private or government properties will be affected through the bypass.

7.7 Loss of Land Total 46.16hectare land will be acquired for proposed bypass.Total 167 plots have been identified for land acquisition, out of which 151 plots are private land while 16 plots are govt land.

7.8 Compensation for Land to be Acquired The compensation for land acquisition will be as per the Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act, 2013 and National Highway Act 1956. The compensation for the land to be decided by Competent Authority of Land Acquisition (CALA) as per regulations in consultation with affected people.


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7.9 Mitigation measures to minimize social impacts

The following are mitigation measures to minimize social impacts due to land acquisition: • Compensation should be decided at the market rate in consultation with

affected people. • Compensation of standing crops, tube well and treeswill be given after

proper evaluation jointly by affected people and Competent Authority. • Compensation will be dispersed before start the construction. • Grievance Redressal Mechanism will be established to resolve issues and

problems of affected people.

7.10 Impacts on Socio-economic Environment Construction and operation phases of proposed bypass will have some beneficial impact on social environment. Some increase in income of local people is expected as some local unskilled, semiskilled and skilled persons will gain direct or indirect employment during construction phase. Since the immigration of work force during construction phase is likely to be very small, the social impacts on literacy, health care, transport facilities and cultural aspect are expected to be insignificant.

7.11 Influx of Construction Workers

Although the construction contractors are likely to use unskilled labour drawn from local communities, use of specialized road building equipment will require trained personnel not likely to be found locally. Sudden and relatively short-lived influxes of construction workers to communities along the bypass will have the potential to ‘skew’ certain demographic variables and the traditional social coherence. It is anticipated that the construction labour inputs for the construction of project will be in the order of about 100 to 150 persons per day. However, this number will fluctuate and the number in any particular activities will be lower. All efforts will be made to engage local workforce, therefore, it will have beneficial socio-economic impacts


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7.12 Public Hearing for Proposed Realignment of Trichy – Karur Bypass The Public Hearing for Proposed Realignment of Trichy – Karur Bypass Starting from NH 45 B (Trichy – Madurai Road) Junction from Km 0+000 and end of Km 7.941 near Thayanur Village by NHAI under NHDP Phase III, Srirangam Taluk, Trichy District, was conducted at 10.30 A.M. on 26.04.2018 at open ground in front of Community Hall, K. Kallikudi Village by Tamil Nadu Pollution Control Board. Action Taken Report (ATR) for issues raised during Public Hearing are given below:

SN. Issues Raised Reply/Action Taken 1. Shri M.P. Chinnadurai, District

Head, Farmers Association (Non-Political) The local public has no objection for

the proposed realignment of Trichy

Bypass. He said that if the project has

been executed with the old plan it would be in operational by this time.

Due to some private benefits, the

project was stopped and later started

with court direction (realignment of

Trichy Bypass). The expert’s report is

not submitted in the right time and

due to the court case, project

delayed. The farmers will always

support and appreciate the NHAI’s

proposed plan which would not affect

water bodies. The land occupied by the NHAI for this project should not

be given to any of the private parties.

Kallikudi tank, Thayanur Tank and

other tanks have been completely

protected in the final alignment. Along

the tanks required number of culverts

have been proposed to ensure flow of rain water in the tanks.During the

construction and operation phases,

necessary measures will be taken as

per EMP for protection of tanks.


7-7

EIA & EMP for Proposed Two / Four lane of Trichy Bypass Social Impact Assessment SN. Issues Raised Reply/Action Taken

Moreover, the local public and

farmers accepted the project in

previous public hearing meeting. Also,

public will always support to complete

the project successfully if it is not

disturbing any water bodies. And he

objected the statement that said

project was interrupted by farmers and request to complete the project

as early as possible and ready to

extend their support to complete the

project as per court order which

probably reduces the traffic in Trichy

City.

2. Mr. Sundaram, President, Kallukudi Village Panchayat He accepts the final alignment and requested to complete the project without affecting the three water bodies as deatiled in the plan. The compensation fund should be disbursed immediately for the Land acquired by NHAI.

Kallikudi tank, Thayanur Tank and other tanks have been completely protected in the final alignment. Along the tanks required number of culverts have been proposed to ensure flow of rain water into the tanks. During the construction and operation phases, necessary measures will be taken as per EMP for protection of tanks. Therefore, water bodies will be not be affected by the proposed bypass. District Revenue Officer replied that Mr. Kannan – Special Tahsildar, District Collectorate has been appointed for Land Acquisition and Compensation disbursement process and introduced him to public with his mobile number (9442491264).


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EIA & EMP for Proposed Two / Four lane of Trichy Bypass Social Impact Assessment SN. Issues Raised Reply/Action Taken 3. Mr. Tamilalagam, Dist. Panchayat

Member, Manikandampalayam Uniuon He enquired about the location of the Railway bridge and height of the other bridges proposed.

The project consultant Mr. Ravi (Team Head), Upham Projects explained that the Rail Over Bridge (ROB) is proposed at Km 2.120 on the proposed in the bypass. Height of other bridges will be 5.5 m.

4. Mr. G. Sambath, G. Kallipatti The acquired land owners are farmers and they are having only small extent of land. So, explain regarding the compensation fund commitment, procedure for compensation, time period, concerned officer and office details.

District Revenue Officer replied that Mr. Kannan – Special Tahsildar, District Collectorate has been appointed for Land Acquisition and Compensation disbursement process and introduced him to public with his mobile number (9442491264).

5. MsElachiya, Kallupatti He enquired about Pradhan Mantri Scheme of 100 days job plan and arrears of the scheme to be settled.

This issue was not related to the project. However, District Collector instructed Taluk Development Officer to settle the arrears within a week time. The construction of proposed bypass will also generate employment for about 200 people for about 18 Months/

6. Mr. G. Sambath The cotton mill and quarry are closed in the project area. The workers are

This issue was not related to the project. However, the district collector


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EIA & EMP for Proposed Two / Four lane of Trichy Bypass Social Impact Assessment SN. Issues Raised Reply/Action Taken

jobless and struggling to get job in the sourrounduings. So kindy open the cotton mill and quarry for their subsistence.

replied that it will be checked and immediate action will be taken.

The details of the Public Hearing are given in Annexure 2.


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EIA & EMP for Proposed Two / Four lane of Trichy Bypass Project Benefits

Chapter 8

PROJECT BENEFITS

8.1 General

Road projects have varied embedded connotations, like the backbone of modern economy. Road projects promote access to markets, materials and opportunities by facilitating movement of persons and goods and improve earning and thereby enhancing the quality of life. This in turn enhances the demand for transport. This two-way interaction works through a host of inter-sectoral forward and backward linkages effects and dynamic externalities, tend to relocate industries, services and labour and thus helps to shape the economic geography of the region. The proposed Trichy bypass will have tremendous benefits for the area and the region in various ways. The benefits of Trichy bypass are described below in following subsections. The benefits of proposed project may also be seen from a different angle, viz., the local benefit and the wider regional or national level benefit. The proposed Trichy will have following benefits.

8.2 Reductions in Operation Cost Vehicle operating cost (VOC) will be reduced due to improved road conditions on the proposed Trichy bypass. Maintenance and operation cost, such as, fuel consumption, wear and tear of tyres, will be sufficiently reduced. The vehicle operating cost shall be further reduced by improving the geometrics and design. The benefits perceived by the road user are in the form of lower expenditure. VOC consists of the following components: • Fuel Consumption; • Lubricating oil consumption; • Spare part consumption and repairs • Tyre consumption; and • Vehicle depreciation.

8.3 Reductions in Accidents, Morbidity And Mortality



The project road will reduce congestion in Trichy City.The accident will be reduced on existing alignment after proposed Trichy bypass. In order to make road accident free road signage and safety features have been planned at the design stage. Required lightning shall be provided at the locations of interchanges and other critical location to avoid accidents during night in adverse climatic conditions.

8.4 Economic Development The project will contribute to economic development by encouraging attraction of businesses to sites equipped with good access and by improving the travel efficiencies of existing businesses and to start a new avenue.

8.5 Employment Opportunity The project road will serve as an important employment generator and will provide employment opportunity during construction period. After construction period the industrial and infrastructure development will provide enormous employment opportunities.

8.6 Indirect Benefits In addition to direct positive impacts, a large number of indirect benefits are also attributed to the project road. Lowering transportation cost for users and improving access to goods and services enables new and increased economic and social activity. Individuals, households and firms adjust to take the advantage of those benefits, leading to several indirect impacts over a period. These indirect impacts include changes in landuse and development, changes in decision to locate houses and business in areas where houses and land are less expensive or more desirable, and changes in warehouse and delivery procedure for businesses in order to take advantage of improved speed and reliability in the transportation system. These impacts further lead to increased property values, increased productivity, employment and economic growth. The indirect benefit of project road would work through the dynamic developmental externalities generated through the forward and backward linkages. The change in land use pattern in the area that have better connectivity due to the improved access there, since there will be a change in the patterns of settlement, agricultural land use and location of industries, trading and other services and non-farm unorganized sector activities. All the



above would reflect in the changes in the pattern of economic activities, income generation, price evolution, employment condition and ground rent prevailing all along the bypass. A new landuse pattern may in turn induce greater accessibility to job market, health and educational facilities etc. attract investment for development of feeder roads, power distribution networks, telecommunication facilities and other modes of connectivity amongst other, leading to a greater access of the local people to markets and infrastructure facilities.

8.7 Environmental Benefits Reductions in adverse environmental impacts of transportations i.e. reduced emissions; decrease in Final Particulate Matter (PM2.5), Respirable Particulate Matter (PM10), SO2, NO2, CO and reduced noise and other impacts are also the direct benefits of the proposed Trichy bypass. The project corridor has avoided number of irrigation tanks and water bodies including Kallikudi tank, Tayanur tanks.


EIA & EMP for Proposed Two / Four Lane Trichy Bypass Environmental Management Plan


9-1

Chapter 9

ENVIRONMENTAL MANAGEMENT PLAN

9.1 General

The Environmental Management Plan (EMP) is a plan of action for avoidance,

mitigation and management of the negative impacts of the project. The

environmental enhancement is also an important component of environmental

management plan. The chapter details out the measures incorporated during the

project design stage of proposed bypass to avoid and mitigate anticipated adverse

impacts on the various environmental components.

The management measures have been discussed in the same order as the impacts

identified, where impacts have been assessed for each of the environmental

components. In event of any unforeseen adverse impacts, they will be adequately

mitigated through measures suggested as a part of the Environmental

Management Plan prepared for the proposed Trichy bypass.

A brief description of the environmental monitoring plan and the institutional

strengthening measures required by the implementing agency has also been

presented. The final section presents the budget for environmental management

in the project.

The EMP refers to all implementable tasks at different stages of project, namely:

i. Design Phase

ii. Construction Phase, and

iii. Operation Phase

During the design, construction and operation phase of proposed bypass,

anticipated impacts have been identified, assessed and evaluated. To mitigate

such adverse environmental impacts, environmental management plan has been

suggested in following subsections. Environmental Management Plan (EMP) also

include, reporting procedures and training for implementation of environmental

management plan. Environmental monitoring plan, which is essential part of

environmental management plan, has also been given with EMP.



9-2

9.2 Approach to Mitigation Measures

The development of mitigation and avoidance measures for adverse impacts of

the proposed Trichy Bypass has been an iterative process, and has been a result

of continued interaction between the design and environmental teams. This has

resulted in incorporation of the environmental and social concerns into the project

design. Though conscious efforts have been made to minimize the impacts of

environmental and social components, certain impacts have been inevitable. The

avoidance and mitigation measures involve reduction in magnitude of these

impacts during various stages of the project through:

Alterations during design, site clearance, construction and operation stages of

the project to avoid adverse impacts.

Additional mitigation measures for unavoidable negative impacts on the

environmental components.

Minimization of Adverse Impacts during Finalization of Alignment

Many adverse impacts have been minimized significantly by finalization of

alignment. Tree cutting has been minimized by finalization of alignment plan.

The following sub sections detail the mitigation measures to be adopted in 2/4

lane bypass to minimize adverse impacts envisaged due to the project. In-depth

investigations on the site have been carried out to ensure that encroachments

onto the environmental resources are effectively avoided/minimized, and the

alignment selected is environmentally acceptable.

9.3 Avoidance and Environmental Mitigation Measures

9.3.1Topography

Since proposed project is Trichy bypass, impact on the physiography of the area

would be minimal during construction and operation phase as there is no forest,

sensitive location or displacement of people. The design will consider the

improvement of roadside drainage conditions through the improvement of cross-

drainage structures. Design of the cross drainage structures will follow IRC

Guidelines (IRC 1995).



9-3

9.3.2 Soil

9.3.2.1Erosion Control

To address the problem of soil erosion along bridge-end fills, over steep banks

and embankment slopes, the maximum batter slopes has been fixed for each cross

section type. Flatter slopes have been worked out to ensure stability and reduce

possibilities of slope failures. The appropriate type of treatments of slopes will

reduce the potential for erosion of high embankments and bridge fills.

The contractor will be required to initiate measures to prevent runoff from road

works, construction sites and stockpiles. The budgetary provisions made are

included in engineering costs. The measures will include:

Accurate grading of drains and correct batter slopes to reduce erosion.

Arrangements for training and supervision of contractor personnel.

Mulching, netting and seeding of betters & drains immediately on completion

of earthwork.

Ensuring runoff control structures are in place before earthworks are started.

Designs to cope with higher levels of runoff at times of high rainfall.

Construction of paths on embankments at strategic locations to minimize

erosion from uncontrolled pathway use.

As the terrain along the proposed bypass is plain, hence soil erosion will not be

major problem. However, turfing will be carried out on critical road embankment

slopes with grass sods, in accordance with the recommended practice for

treatment of embankment slopes for erosion control, IRC: 56-1974. The work shall

be taken up as soon as possible provided the season is favorable for the

establishment of sods. Other measures of slope stabilization will include mulching,

netting and seeding of batters and drains immediately on completion of

earthworks.

Apart from provision of the mitigation measures, their effectiveness and further

improvement in designs to reduce the concentration of pollutants in the

watercourses with increase in traffic shall be monitored. The monitoring plan shall

be functional in construction as well as in operation stages.

On road embankment slopes, where slippage is possibility, bio-engineering



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techniques will be adopted to control soil erosion. On sections with high filling and

deep cutting the side slopes will be graded and covered with bushes and grass,

etc., adopting suitable bio-engineering techniques. The independent consultant

will decide the specific locations and the suitability of the measures to be adopted

at site.

9.3.2.2Soil Contamination

Soil contamination is likely due to the possible leakage of fuel/lubricants and

dumping of construction wastes during construction stage and surface runoff and

accident spills during the operation stage. These impacts will be largely localized.

Further, the contractor shall initiate measures to minimize waste generation from

all construction activities. At construction sites, the vehicles and equipment will be

maintained properly and refueled only at fueling areas, without any spillage.

(i) Construction Stage

The contractor will be required to initiate measures to reduce/prevent waste

generation from all activities. Landfill sites will be identified and prepared by the

contractor on approval of construction independent consultant and PIU. The

measures will include:

Arrangements for training and supervision of contractor personnel

Measures for minimization of waste and recycling of surplus materials for use

by local communities

Methods of collection and disposal of domestic waste

Procedures for storage of hazardous goods and chemicals

Plans for clean up of any accidental spillage

Method of treatment of liquid waste

Checks for ensuring erosion control structures are in place before earthworks

are started

All arrangement for transportation during construction including provision,

maintenance, dismantling and clearing debris, where necessary will be considered

incidental to the work and should be planned and implemented by the contractor

as approved and directed by the independent consultant. Disposal of all waste

materials is responsibility of the contractor and provisions to this effect are

provided in the engineering budget.



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At various construction sites, the vehicles and equipment will be maintained and

refueled in such a fashion that oil/diesel spillage does not contaminate the soil. It

will be ensured that the fuel storage and refueling sites are kept away from

drainage channels and important water bodies. At the wash down and refueling

areas, “oil interceptors” shall be provided. All spills and petroleum products shall

be disposed off in accordance to the TNPCB Guidelines. Fuel storage and fuelling

areas will be located at least 300m from all cross drainage structures and

significant water bodies. In all fuel storage and refueling areas located on

agricultural lands or productive lands, the topsoil preservation shall be carried out.

To minimize the dumping of construction wastes from the construction of

proposed bypass, the debris generated due to the dismantling of the existing

pavement structure shall be suitably reused in the proposed construction, subject

to the suitability of the material and the approval of the Independent Consultant,

as follows:

The embankment fill materials shall be reused for the proposed embankment.

The sub grade of the existing pavement shall be used as embankment fill

material

The existing base and sub-base shall be recycled as sub-base of the new road

The existing bitumen surface can be utilized for the paving of cross roads,

access roads, and paving works in construction sites and camps, temporary

traffic diversions, haulage routes, etc.

Unusable debris material shall be suitably disposed off by the contractor at pre-

designated dump locations, subject to the approval of the Independent

Consultant. The bituminous wastes shall be dumped in secure landfill sites only.

At such locations dumping will be carried out over a 60 mm thick layer of rammed

clay so as to eliminate any chances of leaching. The identification of such landfill

sites shall be carried out by the Contractor (before start of construction activity).

The effectiveness of the measures provided and any further improvement in

designs to reduce the contamination with increase in traffic shall be studied by

regular monitoring of the soil quality, both during the construction as well as the

operation stages. A monitoring plan has been prepared for the proposed bypass

and is presented in the section on monitoring measures. In the construction stage,

soil quality shall be assessed at productive agricultural lands abutting major traffic

intersections, near traffic detours and traffic diversions.



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(ii) Operation Stage

During the operation stage, the probability of contamination of soil is only from

the road runoff. The design of the road has been worked out such that the runoff

is directed into nearest water bodies through well-designed drains. Impacts are

anticipated only in case of accidents involving large spill over of hazardous

materials or petroleum products. Monitoring shall be done at the locations where

these have occurred and further course of action to reduce the pollution shall be

worked out. Therefore, no contamination of the soil during operation stage except

in case of accidents is anticipated.

9.3.2.3Loss of Productive Top Soil

As part of the finalization of the design for the project, efforts have been made to

minimize the intake of productive lands. The road design has minimized the loss

of productive lands by reducing the corridor of impacts and modifying the cross

sections. The borrow areas; construction camp locations; traffic detours and other

construction sites shall be selected carefully in consultation with the Independent

Consultant to minimize the agricultural land acquisition. To conserve the

productive topsoil of all areas affected due to project, the following measures have

been proposed:

The topsoil from all areas to be permanently covered shall be stripped to a

specified depth of 150 mm and stored in stockpiles. At least 10% of the

temporarily acquired area shall be earmarked for storing topsoil.

The stockpile shall be designed such that the slope does not exceed 1:2

(vertical to horizontal), and the height of the pile will be restricted to 2m.

Stockpiles will not be surcharged or otherwise loaded and multiple handling

will be kept to a minimum and shall be covered with gunny bags or tarpaulin.

It shall be ensured by the contractor that the topsoil will not be unnecessarily

trafficked either before stripping or when in stockpiles.

To prevent any compaction of soil in the adjoining productive lands, the

movement of construction vehicles, machinery and equipment will be restricted

to Corridor of Impacts.

The stored topsoil will be utilized for:

Covering all disturbed areas including for the redevelopment of borrow areas.



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Top dressing of the road embankments and fill slopes.

Filling up of tree pits, proposed as part of compensatory plantation.

The contractor shall be responsible for working out haul roads with the

minimal loss of productive soils, in consultation with the Independent

Consultants

Management of Borrow Areas and Quarries

The sources for borrow materials, metal quarry and sand quarry have been

identified and samples have been tested to determine their suitability. The

locations of crushers, availability of stone boulders and availability of sand and grit

have also been elaborated.

Location of source of supply of materials for embankment or sub-grade and the

procedure for excavation or transport of material shall be in compliance with the

environmental requirements of the MORTH and as specified in IRC: 10-1961.

Certain precautions have to be taken to restrict unauthorized borrowing by the

contractor. No borrow area shall be opened without permission of the

Independent Consultant. The borrowing shall not be carried out in cultivable lands,

unless and until, it shall be agreed upon by the Independent Consultant that there

is no suitable uncultivable land in the vicinity for borrowing or private landowners

are willing to allow borrowing on their fields. To avoid any embankment slippage,

the borrow areas will not be dug continuously, and the size and shape of borrow

pits will be decided by the Independent Consultant. Redevelopment of the borrow

areas to mitigate the impacts will be the responsibility of the contractor. The

contractor shall evolve site-specific redevelopment plans for each borrows area

location, which shall be implemented after the approval of the Independent

Consultant.

Precautionary measures as the covering of vehicles will be taken to avoid spillage

during transport of borrow materials. The unpaved surfaces used for the haulage

of borrow materials will be maintained properly. The haul roads and borrow areas

will be managed and maintained by the contractor. Since dust raising is the only

impact along the haul roads sprinkling of water will be carried out twice a day

along such roads during their period of use.

Borrowing of earth shall be carried out at locations recommended as follows:



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Non-Cultivable Lands: Borrowing of earth will be carried out up to a depth of

2.0 m from the existing ground level. Borrowing of earth shall not be done

continuously. Ridges of not less than 8 m width shall be left at intervals not

exceeding 300 m. Small drains shall be cut through the ridges, if necessary, to

facilitate drainage. Borrow pits shall have slopes not steeper than 1 vertical in 4

horizontal.

Productive Lands: Borrowing of earth shall be avoided on productive lands.

However, in the event of borrowing from productive lands, under circumstances

as described above, topsoil shall be preserved in stockpiles. The conservation of

topsoil shall be carried out. At such locations, the depth of borrow pits shall not

exceed 45 cm and it may be dug out to a depth of not more than 30 cm after

stripping the 15 cm top soil aside. Elevated Lands: At locations where private

owners desire their fields to be leveled, the borrowing shall be done to a depth of

not more than 2 m or up to the level of surrounding fields.

Borrow Pits Along Roadside: Borrow pits shall be located 5m away from the

toe of the embankment.

Depth of the pit should be such that the bottom of the pit shall not fall within an

imaginary line of slope 1 vertical to 4 horizontal projected from the edge of the

final section of the bank. Borrow pits should not be dug continuously. Ridges of

not less than 8 m width should be left at intervals not exceeding 300 m. Small

drains should be cut through the ridges to facilitate drainage.

Community/Private Ponds: Borrowing can be carried out at locations, where

the private owners (or in some cases, the community) desire to develop lands

(mostly low-lying areas) for pisciculture purposes and for use as fishponds.

Borrow Areas Near Settlements: Borrow pit location shall be located at least

0.8 km from villages and settlements. If unavoidable, they should not be dug for

more than 30 cm and should be drained.

Borrow Area Management Plan

To avoid any embankment slippage, the borrow areas will not be dug

continuously, and the size and shape of borrow pits will be decided by the

Independent Engineer. Redevelopment of the borrow areas to mitigate the

impacts will be the responsibility of the contractor. The contractor shall evolve



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site-specific redevelopment plan for each borrow area location, which shall be

implemented after the approval of the Independent Engineer.

Precautionary measures as the covering of vehicles will be taken to avoid spillage

during transport of borrow materials. To ensure that the spills, which might result

from the transport of borrow and quarry materials do not impact the settlements,

it will be ensured that the excavation and carrying of earth will be done during

day-time only. The unpaved surfaces used for the haulage of borrow materials will

be maintained properly. Borrowing of earth shall be carried out at locations

recommended as follows:

Borrowing of earth will be carried out upto a depth of 2.0 m from the existing

ground level. Borrowing of earth shall not be done continuously. Ridges of not less

than 8m width shall be left at intervals not exceeding 300 m. Small drains shall be

cut through the ridges, if necessary, to facilitate drainage. Borrow pits shall have

slopes not steeper than 1 vertical in 4 horizontal.

The conservation of topsoil shall be carried out. At such locations, the depth of

borrow pits shall not exceed 45 cm and it may be dug out to a depth of not more

than 30 cm after stripping the 15 cm top soil aside.

At locations where private owners desire their fields to be leveled, the

borrowing shall be done to a depth of not more than 2 m or up to the level of

surrounding fields.

Borrow pits shall be located 5m away from the toe of the embankment. Depth

of the pit should be such that the bottom of the pit shall not fall within an

imaginary line of slope 1 vertical to 4 horizontal projected from the edge of the

final section of the bank. Borrow pits should not be dug continuously. Ridges

of not less than 8 m width should be left at intervals not exceeding 300 m.

Small drains should be cut through the ridges to facilitate drainage.

The borrow pit should be located not less than 15m from the toe of the bank,

distance depending on the magnitude and duration of flood to be withstood.

Borrowing can be carried out at locations, where the private owners (or in

some cases, the community) desire to develop lands (mostly low-lying areas)

for pisciculture purposes and for use as fishponds.

Borrow pit location shall be located at least 0.8 km from villages and

settlements. If unavoidable, they should not be dug for more than 30 cm and

should be drained.



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Documentation of Borrow Pit

Following guidelines in order to ensure that redevelopment of borrow areas

must comply with MOSRT&H, Clause 305.2.2.2 and EMP Requirement.

Guidelines for Stripping, Stocking, Preservation of Top Soil

During the excavation of the borrowing material contractor must ensure that

the topsoil from all areas of cutting and all areas to be permanently covered

shall be stripped to a specified depth of 150mm and stored in stockpiles. At

least 10% of the temporarily acquired area shall be earmarked for storing

topsoil. The stockpile shall be designed such that the slope does not exceed

1:2 (vertical to horizontal), and the height of the pile is restricted to 2m.

Stockpiled will not be surcharged or otherwise loaded and multiple handing

will be kept to a minimum to ensure that no compaction will occur. The

stockpiles shall be covered with gunny bags or tarpaulin.


trafficked either before stripping or when in stockpiles. Stockpiled topsoil will

be returned to cover the disturbed area and cut slopes. Residual topsoil will

be distributed on adjoining/proximate barren/rocky areas as identified by the

Engineer in a layer of thickness of 75 mm-150 mm. Top soil shall also be

utilized for redevelopment of borrow areas. Landscaping along slopes,

medians, incidental spaces etc.

Guidelines for Enhancement

As far as possible borrow area selected for enhancement shall be on

government / community land in the vicinity of settlement. The contractor

must ensure that any enhancement design proposed should be workable,

maintenance free and preferably worked out in consultation with the

community and proposed enhancement materials should be locally

available. The borrow area can be developed either of the following:

Vegetative Cover:

Vegetative cover must be established on all affected land.

Topsoil must be placed, seeded, and mulched within 30 days of final

grading if it is within a current growing season or within 30 days of the



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start of the next growing season.

Vegetative material used in reclamation must consist of grasses, legumes,

herbaceous, or woody plants or a mixture thereof.

Plant material must be planted during the first growing season following

the reclamation phase.

Selection and use of vegetative cover must take into account soil and site

characteristics such as drainage, pH, nutrient availability, and climate to

ensure permanent growth.

The vegetative cover is acceptable if within one growing season of seeding:

The planting of trees and shrubs results in a permanent stand, or

regeneration and succession rate, sufficient to assure a 75% survival rate;

The planting results in 90% ground coverage.

The site shall be inspected when the planting is completed and again at

one year to ensure compliance with the reclamation plan.

B. Guidelines for Stripping, Stocking, Preservation of Top Soil

During the excavation of the borrowing material contractor must ensure that

the topsoil from all areas of cutting and all areas to be permanently covered

shall be stripped to a specified depth of 150mm and stored in stockpiles. At

least 10% of the temporarily acquired area shall be earmarked for storing

topsoil. The stockpile shall be designed such that the slope does not exceed

1:2 (vertical to horizontal), and the height of the pile is restricted to 2m.

Stockpiled will not be surcharged or otherwise loaded and multiple handing

will be kept to a minimum to ensure that no compaction will occur. The

stockpiles shall be covered with gunny bags or tarpaulin.


trafficked either before stripping or when in stockpiles. Stockpiled topsoil will

be returned to cover the disturbed area and cut slopes. Residual topsoil will

be distributed on adjoining/proximate barren/rocky areas as identified by the

Engineer in a layer of thickness of 75 mm-150 mm. Top soil shall also be

utilized for redevelopment of borrow areas. Landscaping along slopes,

medians, incidental spaces etc.

Re-development Borrow Areas

The objective of the rehabilitation programme is to return the borrow pit sites to

a safe and secure area, which the general public should be able to safely enter



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and enjoy. Securing borrow pits in a stable condition is fundamental requirement

of the rehabilitation process. This could be achieved by filling the borrow pit floor

to approximately the access road level.

Re-development plan will be prepared by the Contractor before the start of work

inline with the owners will require and to the satisfaction of owner.

The borrow areas will be rehabilitated as per following;

Borrow pits will be backfilled with rejected construction wastes and will be

given a vegetative cover. If this is not possible, then excavation sloped will be

smoothed and depression will be filled in such a way that it looks more or less

like the original round surface.

Borrow areas might be used for aquaculture in case landowner wants such

development. In that case, such borrow area will be photographed after their

post use restoration and Environment Expert of Supervision Consultant will

certify the post use redevelopment.

The contractor will keep record of photographs of various stages i.e., before

using materials from the location (pre-project), for the period borrowing

activities (Construction Phase) and after rehabilitation (Post Development), to

ascertain the pre and post borrowing status of the area.

Checklist of items for inspection by PIU for Borrow Area Reclamation

Compliance of post-borrowing activities and land use with the reclamation plan

Vegetation density targeted, density achieved in case of re-vegetation, species

planted as per reclamation plan.

Drainage measures taken for inflow and outflows in case borrow pit is

developed as a detention pond.

Decrease of risk to public due to reclamation.

Condition of the reclaimed area in comparison with the pre-borrowing

conditions.

Post Construction Stage

It needs to be ensured that all reclamation has been carried out in accordance

with the redevelopment plan. The site shall be inspected by the PIU after

implementation of the reclamation plan.



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Certificate of completion of reclamation is to be obtained by the contractor

from the landowner that “the land is restored to his satisfaction”. The final

payment shall be made after the verification by PIU.

9.3.3 Water

9.3.3.1Impact on Surface Water Bodies

The impacts on surface water bodies have been avoided by suitable design

modifications. However, no water body will be partly or completely lost due to the

proposed bypass.

Following measures shall be taken during constructions of bridges across major

or minor drains keeping in view the flooding of the rivers and the life span of the

existing bridges:

Slope stabilization on the banks of drains by turfing

Provision of gabion mattresses and geo-textile

9.3.3.2Prevention of Degradation of Water Quality

All wastes arising from the proposed bypass will be disposed off, as per TNPCB

norms, so as not to block the flow of water in the channels. The wastes will be

collected, stored and transported to the approved disposal sites. To avoid

contamination of the various surface water bodies and drainage channels in the

vicinity of the construction site, construction work close to the streams or other

water bodies will be avoided, especially during monsoon period. The construction

of temporary or permanent devices to prevent water pollution due to increased

siltation and turbidity shall be ensured. It will be ensured that no sanitary wastes

from the labour camps are discharged into the nearby watercourses.

Adequate sanitary measures in labour camps are essential in this regard.

Various measures that have been proposed for the protection of water quality

along the corridor have been detailed in the following sections.

Oil Interceptor: Oil and Grease from road run-off is another major concern.

During construction, discharge of Oil and Grease is most likely from vehicle parking

areas of the contractors’ camps. The source is well defined and restricted. The



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technique for the separation of oil and water is gravity separation. Enough

detention time is provided to allow oil to float on to the surface.

The construction vehicle parking area, vehicle repair area and the workshops will

be provided with oil interceptor. Slope of the prepared and paved site (1:40)

ensures that all the wastewater flows into the interceptor before discharge.

Periodic cleaning (once in a week) will be done from the outside by skimming off

film of oil over the surface.

The location of all fuel storage and vehicle cleaning area will be at least 300 m

from the nearest drain/ water body. In addition, the maintenance and repairs of

vehicles will be carried out in a manner such that contamination of water bodies

and drainage channels can be avoided. The slopes of embankments leading to

water bodies will be modified and re-channelized to prevent entry of contaminants

into the water body.

The number of oil interceptors to be used has been worked out considering the

tentative number of construction camps in each package since the vehicle parking

areas will be located near such camps.

No major threat to other water users is expected due to extraction of water from

the surface water bodies as:

To avoid disruption/disturbance to other water users, the contractor will extract

water from fixed locations

Wastage of water during the construction will be minimized. While working

across or close to water bodies, the Contractor will not impede or block any

flow of water. If for any bridgework, containment of flow is required, the

Contractor will seek approval of the Independent Consultant. The Independent

Consultant will have the right to ask the Contractor to serve notice on all

downstream users in advance of any closure.

Construction over and close to any non-perennial streams shall be carried out

in the dry season.

The Contractor may use the natural sources of water subject to the provision

that any claim arising out of conflicts with other users of the said natural sources

will be his responsibility.



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9.3.3.3Drainage Related Issues


Drainage surveys have been undertaken and suitable design of bridges and

culverts have been proposed to ensure that the proposed bypass does not obstruct

the existing course of the surface water flow and alter the hydrological setting.

Existing cross-drainage structures will be upgraded and additional cross-drainage

structures will be provided at locations where the flow is obstructed at present.

Adequately sized roadside drains will ensure that the ponding on the roadside

after a storm event is reduced to a minimum. The cross-drainage works have been

designed to handle discharge from a 50-year peak flood event.

The contractor will remove obstructions that may cause temporary flooding of

local drainage channels, during construction. In sections along water courses and

close to cross-drainage channels, earth, stone or any other construction materials

must be properly disposed off so as not to block the flow of water.

All necessary measures will be taken to prevent earthwork and other debris from

impeding cross-drainage at rivers, streams, water canals and existing irrigation

and drainage systems. Provision of cost for cross drainage structures and roadside

structures are included as part of engineering cost.


The roadside ditches will be cleaned regularly, especially before the monsoon

season during the operation stage of the proposed bypass to maintain the efficient

functioning of the road drainage system.

9.3.3.4Measures for the Protection of Irrigation and Agricultural Tanks

In the final alignment for proposed Trichy bypass, the following measures will be

implemented for the protection of irrigation and agricultural tanks, which are

adjacent to proposed highway without affecting their inflows and outflows:

On the embankment adjacent to irrigation and agricultural tanks, protection

work by stone pitching, turfing and gabion walls and retaining wall will be

carried to control erosion.



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During construction phase, silt fencing will be provided to control silt in runoff

during rain near irrigation and agricultural tanks.

Metal beam crash barriers will be provided on the edge of shoulder of bypass

at high embankment to avoid possibility of falling vehicles in the tanks.

No debris, waste or excavated earth will be disposed near the irrigation and

agricultural tanks.

9.3.4 Wetland Restoration Plan

Wetland Restoration Plan for protection of irrigation tanks, which are adjacent to

the proposed Trichy Byepass highway have been developed by Water Resource

Department and provided by letter 327 m/F 36/DO. 4 /NHAI/2018 / date

3/11/2018. Wetland Restoration Plan for Trichy Byepass from Km 1+100 to 7.941

in the Trichy – Karur Section of NH -67 is given below and annexures as Annexure

with EIA Report.

I. Protection of Irrigation Tanks

The following measures have to be implemented for the protection of irrigation

tanks, which are adjacent to the proposed highway without affecting their inflows

and out flows.

i. On the embankment of adjacent Kothamangalam big tank, Kallikudi tank and

Thayanur tank (Punganur tank) protection works by stone pitching, grass

turfing, gabion walls and retaining walls whichever suitable according to the

site condition shall be carried out to control erosion.

ii. Metal beam crash barriers should be provided on the edge of shoulder of

bypass at high embankment near tanks to avoid possibility of falling of

vehicles into the tanks.

iii. No debris, waste or excavated earth shall be disposed off in nearby irrigation

tanks.

iv. No oil spill on the road due to any unwanted incidents shall pollute the water

spread area of the tank.



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II. Irrigation Tank Restoration Plan

For restoration of irrigation tanks (wet land) the following measures should be

implemented with consultation of Public Works Department-Water Resource

Department. The cost of implementation of wetland restoration plan shall be borne

by NHAI.

i. Desilting of irrigation tanks should be carried out by NHAI to restore the

original capacity of tanks, which is likely to be reduce due to formation of

embankment adjacent to the foreshore of Kallikudi tank and Thayanur

(Punganur) tank.

ii. The proposed alignment road is crossing Kothamangalam big tanks. This road

crossing over the water spread area should be at an elevated level as spelt

out by the Madurai Bench of Hon’ble High Court in WP No 5769, 11526 and

11705 of 2010.




should be provided at locations where the flow is likely to be obstructed due

to the formation of road embankment.

ii. Road side drains should be formed to the adequate designed size to ensure

reasonably quicker disposal of storm water during a storm event. The cross

drainage worker should also be deigned to the maximum discharge from a

past 50 years peak flood event.

iii. Along water courses and close to cross – drainage channels, earth stone or

any other construction materials used must be properly disposed off away so

as, not to block the flow of water.

iv. The obstruction that may cause temporary flooding of local drainage

channels, during construction should be removed by the construction agency

of NHAI.

v. The road side drains should be cleaned regularly by NHAI especially before

the monsoon season during the operation stage of the proposed bypass to

maintain the efficient functioning of the road drainage system.

vi. Adequacy measures should be taken to maintain the continuity of irrigation

field channels which are feeding the ayacuts on the other side of the road

embankment.



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vii. Whenever the proposed road crossing water courses should as river tanks,

cannels and supply channels, RCC culvert or over bridge should be provided

for the free flow of water without any obstructions.

viii. The design and drawing of the cross-masonry structures and bridges should

be submitted to this office before commencing the works.

9.3.5 Air Quality

(i) Design Stage

The construction of bypass will ensure, will ensure smooth flow of traffic and

reduce emission of pollutants which is maximum when there is frequent changing

of gears or travel speeds.

(ii) Construction Stage

The asphalt plants and batching plants will be sited at least 1 km in the downwind

direction from the nearest human settlement.

All precautions to reduce the level of dust emissions from the hot mix plants,

crushers and batching plants and other transportation of materials will be taken

up including vehicles delivering loose and fine materials like sand and fine

aggregates shall be covered to reduce spills on existing roads.

Water will be sprayed on earthworks, temporary haulage and detour roads on

a regular basis. During and after compaction of the sub-grade, water will be

sprayed at regular intervals to prevent dust generation.

The hot mix plant will be fitted with dust extraction units.

It shall be ensured that the dust emissions from the crusher and vibrating

screen from the stone quarries do not exceed the standards.

To ensure the control of exhaust gas emissions from various construction

activities, the contractor shall take up the following mitigation measures:

An adequate cyclone/scrubber to control emissions from the stack of hot mix

plants will be provided in the event of the emissions exceeding the TNPCB

norms.

To ensure the efficacy of the mitigation measures suggested, air quality

monitoring shall be carried out at least once every season during the period for

which the plant is in operation.

All vehicles, equipment and machinery used for construction will be regularly



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maintained to ensure that the pollution emission levels conform to the

stipulated norms. A vehicle management schedule prepared by the contractor

and approved by the Independent Consultant shall be adhered to.

(iii) Operation Stage

Planting of Pollution Resistant Species: The pollution resistant species, which

can grow in high pollutant concentrations or even absorb pollutants, can be

planted in the first row. Broad-leaved tree species can help settle particulates with

their higher surface areas along with thick foliage, which can reduce the distance

for which particulates are carried from the road itself.

Other Measures: Other measures such as the reduction of vehicular emissions,

ensuring vehicular maintenance and up-keep, educating drivers about driving

behavior / methods that will reduce emissions.


improvement in designs to reduce the pollutant levels with increase in traffic shall

be monitored. A monitoring plan to this affect has been prepared for all the

contract packages for the construction as well as the operation stages and is

presented in the individual EMPs.

9.3.6 Noise Levels


Noise and vibration during construction is a significant impact especially around

settlements and inhabited areas. The following mitigation measures need to be

worked out by the contractor for the noise impacts associated with the various

construction activities:

Noise standards will be strictly enforced for all vehicles, plants, equipment, and

construction machinery. All construction equipment used for an 8-hour shift will

conform to a standard of less than 90 dB(A). If required, machinery producing

high noise, as concrete mixers, generators etc, must be provided with noise

shields and their usage timings can be regulated.

Machinery and vehicles will be maintained regularly, with particular attention to

silencers and mufflers, to keep construction noise levels to minimum. Workers in



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the vicinity of high noise levels must wear earplugs, helmets and be engaged in

diversified activities to prevent prolonged exposure to noise levels of more than

90 dB(A) per 8-hour shift.

Construction camps shall not be located 1000 m from settlement areas. No hot

mix, batching and aggregate crushing plants shall be located within 1000 m of

sensitive land uses as schools, hospitals, etc.


The mitigation of the noise effects during the operation of the proposed bypass

can be effected by the following options:

Modifications of the characteristics of the sources of noise generation

Introduction of an obstruction between source and receptor.

As the modification of the characteristics of the vehicles/vehicle components etc,

does not fall under the purview of this proposed bypass, the second option of the

introduction of an obstruction in the form of a noise barrier between the source

of noise and the receptor along the proposed bypass will be adopted. The different

types of noise barriers as well as their applicability have been described in this

section.

Noise Barriers: The impacts due to high noise levels will be critical at the various

urban locations, due to the larger number of receptors and their continuous

exposure to high noise levels from the traffic.

The shielding of the noise from the roads shall call in for the provision of barriers

for the attenuation for the entire length of the settlements. Either the sound waves

can be controlled near the source or the receptor can be shielded. Since safety of

vehicles using the road is of paramount importance, a specific clear distance needs

to be maintained from the pavement. Hence, the only viable option is to provide

a shield around the receptor. The noise attenuation can be worked out by the

adoption of the following types of noise barriers:

Rearrangement of the sensitive locations, through changes in internal

planning

Vegetative barriers in the form of thick screen of vegetation etc.



9-21

Selection of an appropriate barrier for a location is based on the various factors

as:

Length and height of barrier for obtaining the required attenuation at the

receptor location.

Availability of land for location of barrier without obstruction to cross roads.

Alternative causing minimum disturbance to ventilation for the adjacent

structures.

Structural stability and cost of construction of the proposed barrier.

The actual decision on the type, specification and installation of barriers/

structural modifications to be carried out at appropriate locations will be taken

by the Independent Consultants in consultation with the Environmental

Specialist of the PIU.


improvement in designs to reduce the noise levels with increase in traffic shall be

monitored. A monitoring plan to noise affect has been prepared which shall be

functional in both construction as well as operation stages.

9.3.7 Ecology

9.3.7.1Along the Proposed Bypass

The mitigation/enhancement measures proposed for the various ecological

attributes along the proposed bypass is presented in the following sub sections.

Approximately 117 trees are growing within the ROW. These trees will need to

be cut for the proposed Trichy bypass.

Careful and proper planning will be done to minimize trees during design. The

phase wise removal of growing trees will mitigate the negative impacts.

Compensatory plantation of 1170 trees should be started during construction

phase parallel to the construction activities.

9.3.7.2 Species Selection

Where possible, the use of non-native species should be avoided since they can

out compete and displace native plants leading to loss of native biodiversity. To

maximize the chances of success, one should try to select species whose growing

conditions roughly match the environmental conditions of the proposed bypass



9-22

site. Care should also be taken to select species with root systems that match the

nature of the soil movement at the proposed bypass site. Homogenous avenues

of trees should be selected for long stretches as it provides aesthetic qualities in

the landscaping. One should also take into account the economic and other social

benefits while selecting the species for plantation. During the selection of species

preference should be given towards rapid growing and pest and disease resistant

species. Shrub species, which are dwarf and pollution hardy, are to be planted in

the median to prevent the glare of traffic moving in opposite direction. Flowering,

ornamentals plants and climbers can also be planted in urban areas to provide

beauty.

9.3.7.3Plantation Pattern

The type of plantation would be based upon the requirements and the feasibility

of the sites along the proposed bypass site. The availability of the space in the

RoW is a major guiding factor for landscaping. The plantation pattern to be

followed is:

The first row of plants along the highways will be of small to medium height

ornamental plants planted at a spacing of 3m c/c and the distance from the

second row should be 3 m. Approximately 333 numbers of plants to be planted

for one kilometer. The distance from the toe of the embankment should be 1

m minimum and the height should be between 1.5m to 2 m.

Depending upon the availability of width the subsequent rows shall comprise

of ornamental/shade bearing species of more height than the preceding row.

For the sake of road safety and enhanced aesthetics large shade providing

evergreen native species to be planted in the last row only at a spacing of

12m. Approximately 84 numbers of plants to be planted for one kilometer the

height should be more than 2m.

Where due to space constraints only one row can be planted the species

should be small to medium height ornamental plants.

Flowering shrubs shall be planted in the median in rows as per width

availability. Where the width is less than 1.5 m grass turfing is to be done.

One row of plantation to be done where the median width is 3 m and for 5m

median two rows of shrubs to be planted at a spacing of 1.5 m from the inner

edge of the median. Approximately 333 numbers of plants to be planted for

one row per kilometre and 666 plants for two rows.

For special landscaping, embankment slopes and ground cover herbaceous

species to be used. Turfing to be done by grass.



9-23

The suggested species for plantation along the propesed bypass are

Holoptelea integrifolia (Aayamaram, Aavi), Lannea coromandelica

(Odiyamaram), Madhuca longifolia var.latifolia (Illupaimaram), Mangifera

indica (Maamaram), Manilkara hexandra (Ullakai paalai), Millingtonia

hortensis (maramalli), Mimusops elangi (Mahizamaram), Mitragyna parvifolia

(Neerkadambu), Neolamarckia cadamba (Vellaikadambu), Pongamia pinnata

(Pungam), Pterocarpus marsupium (vengaimaram), Pterocarpus santalinus

(chemmaram), Simarouba amara (sorgamaram), Spathodea campanulata

Patadi (Kozhikondai maram), Sterculia foetida (Kutiraippitukku), Swietenia

macrophylla (Mahogany), Syzygium cumini (Naaval), Tabebuia roseo alba

(Vasantha rani), Tamarindus indica (Pulia maram), Terminalia arjuna (Neer

maruthu), Terminalia bellirica (Thanrikkai), Terminalia chebula (Kadukkai),

Arecaceae (Panai maram) and Bambusa vulgaris (Moongil), these are all

native trees

9.3.8 Safety Aspects

9.3.8.1 Traffic Control during Construction

Traffic Control Plans containing details of temporary diversions, details of

arrangements for construction under traffic and details of traffic arrangement after

cessation of each day’s work will be prepared by the contractor prior to initiation

of construction. Temporary diversion will be constructed with the approval of the

Independent Consultant. Special consideration will be given to the safety of

pedestrians and workers in the preparation of the traffic control plans.

The contractor will ensure that the running surface is always properly maintained,

particularly during the monsoon so that no disruption to the traffic flow occurs on

the proposed bypass site. The temporary traffic detours will be kept free of dust

by frequent application of water.

The contractor will take all necessary measures for safety of traffic during

construction. He shall provide, erect and maintain such barricades, including signs,

markings, flags, lights and flagmen as may be required by the Independent

Consultant for the information and protection of traffic approaching or passing

through the section of the bypass under construction.

9.3.8.2 Additional Measures during Operation Stage



9-24

Additionally, the appropriate measures that will be adopted are listed below:

Incorporate speed breakers in the road surface with corresponding signage

whenever the standard of design alignment is about 80 km/hr at the entry to a

village.

Specify Speed Limit and De-restriction Signs at the entry and exit to each village

area, which has street lighting. The speed limits will normally be 60 km/hr but

may be 80 km/hr where there is no space constriction in the road land. These

signs will be shown on the road plans and will be subject to local agreement or

modification prior to erection.

9.3.8.3 Safety Measures for Construction Workers

The Contractor is required to comply with all the precautions as required for the

safety of the workmen. The contractor will supply all necessary safety appliances

such as safety goggles, helmets, masks, etc., to the workmen. The contractor has

to comply with all regulation regarding safe scaffolding, ladders, working

platforms, gangway, stairwells, excavations, trenches and safe means of entry

and egress.

Adequate precautions will be taken to prevent danger from electrical equipment.

No material at any of the sites will be so stacked or placed so as to cause danger

or inconvenience to any person or the public. All necessary fencing and lights will

be provided to protect the public. All machines to be used in the construction will

conform to the relevant Indian Standards (IS) codes, be free from patent defect,

in good working order and will be regularly inspected and properly maintained as

per IS provisions and to the satisfaction of the Independent Consultant.

All workers employed on mixing asphaltic material, cement, concrete etc., will be

provided with protective footwear and protective goggles. Workers, who are

engaged in welding works, would be provided with welder’s protective eye-shields.

Workers engaged in stone breaking activities, will be provided with protective

goggles and clothing and will be seated at sufficiently safe intervals.

Sanitation facilities will be provided within the precincts of every workplace,

latrines and urinals in an accessible place, and the accommodation, separately for

each for these, as per standards set by the Building and Other Construction

Workers (regulation of Employment and Conditions of Service) Act, 1996. Except



9-25

in workplaces provided with water-flushed latrines connected with a sewage

system, all latrines will be provided with dry-earth system (receptacles) which will

be cleaned at least four times daily and at least twice during working hours and

kept in a strict sanitary condition.

Receptacles will be tarred inside and outside at least once a year. If women are

employed, separate latrines and urinals, screened from those for men and marked

in the vernacular language will be provided.

There will be adequate supply of water, close to latrines and urinals. Unless

otherwise arranged for by the local sanitary authority, arrangement for disposal

of excreta will be made through anaerobic decomposition. Excreta will be disposed

off by putting a layer of night soils at the bottom of a permanent tank prepared

for the purpose and covering it with 15 cm layer of waste or refuse and then

covering it with a layer of earth for a fortnight (by then it will turn into manure).

9.3.9Construction Workers Camps

9.3.9.1Layout of Construction Camp

The contractor based on the following guidelines shall identify the location of the

construction site. The construction site shall be located:

A minimum of 1 km away from any major settlement or village.

A minimum of 500 m of any major surface water course or body

On non agricultural lands, as far as possible

9.3.9.2 Facilities at Workers Camps

The contractor during the progress of work will provide, erect and maintain

necessary (temporary) living accommodation and ancillary facilities for labour to

standards and scales approved by the Independent consultant. All temporary

accommodation must be constructed and maintained in such a fashion that un-

contaminated water is available for drinking, cooking and washing. Safe drinking

water should be provided to the dwellers of the construction camps. Adequate

washing and bathing places shall be provided and kept in clean and drained

condition. Adequate health care is to be provided for the work force.

Sanitation Facilities: Construction camps shall be provided sanitary latrines and



9-26

urinals. Sewerage should be provided for the flow of used water outside the camp.

Drains and ditches should be treated with bleaching powder on a regular basis.

The sewage system for the camp must be designed, built and operated so that no

health hazard occurs and no pollution to the air, ground or adjacent watercourses

takes place. Compliance with the relevant legislations must be strictly adhered to.

Garbage bins must be provided in the camp and regularly emptied and the

garbage disposed off in a hygienic manner.

Shelter at Workplace: At every workplace, there shall be provided free of cost,

two suitable shelters, one for meals and one other for rest, separately for use of

men and women labourers. The height of shelter shall not be less than 3m from

floor level to lowest part of the roof.

9.4 Proposed Environmental Management Plan

A description of the various management measures during the various stages of

the construction and operation of proposed bypass site is provided in the following

sections:

9.4.1 Pre-construction Stage

During the pre construction stage, the management measures required will

include, the clearance of the ROW, transportation of the candidate trees identified,

the measures for protecting/replacing community resources such as well, tube

wells and other utilities likely to be impacted. Their enhancement shall also be

completed before construction activities start so that the community can start

using these while the construction activity begins.

9.4.2 Construction Stage

This will be the most crucial and active stage for the implementation of

Environmental Management Plan. In addition to the monitoring of the construction

activities itself to ensure the environment is not impacted beyond permissible

limits, enhancement of cultural properties, mitigation and enhancement measures

for water bodies will go simultaneously as the construction progresses.

In addition, the need for a balanced evaluation and planning for risk associated

with construction activities related to roads, such as, accidental spillage and

consequent damage to the surrounding environment in terms of loss of flora and



9-27

fauna, agricultural crop of worse fertile land, continues to grow importance. Other

possible locations where an environmental risk assessment will be useful, include

the locations of hot mix plant (spillage of fuel, bitumen) and labours-camp sites.

9.4.3 Operation Stage

The operation stage will essentially entail monitory activity along the ROW of the

proposed bypass. The monitoring of pollutant specified in the monitoring plan will

serve the two purposes. In addition to checking the efficacy of the protection/

mitigation/ enhancement measures implemented, this will help in verify or refuse

the predictions made as a part of the impact assessment. Thus, it will complete

an important feedback loop for the NHAI.

The responsibility for implementation and supervision of EMPs are vested with

four agencies, namely, Contractors, NHAI, Project Implementation Unit (PIU) and

independent consultant. The contractors herein mean the agency hired for

execution of the construction works. NHAI and the other named as PIU, in EMP.

The measures to be adopted during the different stages of the proposed bypass

site have been detailed in Table 9.1.



9-26

Table 9.1 - Environmental Management Plan for Proposed Bypass

Environment

al Impacts

Mitigation Measures Location Time Frame Responsibility

A. Pre-construction Stage Implementat

ion

Supervision

A.I Pre-construction Activities by PIU

Land and

Properties

Acquisition

For proposed bypass approximately 46.16 ha

land will be acquired. The acquisition of land will

be carried out in accordance with the National

Highway Act and new Land Acquisition Act,

2013.

It will be ensured that R&R activities are to be

completed before the construction activity starts.

Corridor of

Impacts

Before Start

Construction

Competent

Authority for

acquisition of

land and

properties.

PIU

Removal

of Trees

Approximately 117 trees will need to be cut from

the ROW. Before the commencement of

construction with prior Forest Clarence will be

taken from the Forest Department for removal of

trees. Joint inspection has been carried out with

the forest department for counting of trees.

All works shall be carried out in such a fashion

that the damage or disruption to the flora is

minimum.

ROW Before

Construction

Starts

PIU/Contracto

r

PIU NHAI



9-27

Environment

al Impacts



ion

Supervision

The effort shall be made to conserve the trees

by adjusting in the median.

Utility

Relocation

All utilities will be relocated with prior approval

of the concerned agencies. Relocation will be

reasonably complete before construction starts.

ROW

Before

Construction

Starts

PIU NHAI,

Construction

Agencies

PIU NHAI

Removal of

Community

Utility

All community utilities will be replaced at

appropriate locations.

All electric pole/

transformers,

etc, as per details

given in Strip

Plan

Before

Construction

Starts

Design

Consultants/

PIU NHAI

PIU NHAI

Underpass for

people and

animals

Many settlements are located along the

proposed bypass; underpass will need to be

provided at such locations to facilitate crossing

facilities for people and cattle.

At Settlement

wherever

possible

Design Stage Design

Consultants/

PIU NHAI

PIU NHAI

A.II Pre-construction Activities by PIU

Pre-construction Activities by the Contractor/Engineer of

SC

Procurement of Machinery

Hot-mix Plants

& Batching

Plants

Specifications of hot mix plants and batching

plants will comply with the requirements of the

relevant current emission control legislations.

To be decided by

contractor

Construction

Phase

PIU/

Contractor

PIU NHAI



9-28

Environment

al Impacts



ion

Supervision

Other

Construction

Vehicles,

Equipment and

Machinery

The discharge standards promulgated under the

Environment Protection Act, 1986 will be strictly

adhered to.

All vehicles, equipment and machinery to be

procured for construction will conform to the

relevant Bureau of Indian Standard (BIS) norms.

Noise limits for construction equipments to be

procured such as compactors, rollers, front

loaders, concrete mixers, cranes (moveable),

vibrators and saws will not exceed 75 dB (A),

measured at one meter from the edge of the

equipment in free field, as specified in the

Environment (Protection) Rules, 1986.

ROW

Before

Construction

Starts

PIU NHAI,

Contractor

PIU NHAI

Identification & Selection of Material Sources

Borrow Areas

Arrangement for locating the source of supply of

material for embankment and sub-grade as well

as compliance to environmental requirements,

as applicable, will be the sole responsibility of

the contractor.

ROW

Before

Construction

Starts

PIU NHAI,

Contractor

PIU NHAI



9-29

Environment

al Impacts



ion

Supervision

Locations identified by the contractor shall be

reported to the Independent Consultant and

shall in turn report to the PIU.

Quarries

The contractor will identify materials from

existing licensed quarries with the suitable

materials for construction.

No new quarry will be open by contractor.

Apart from approval of the quality of the quarry

materials, the Independent Consultant’s

representative will verify the legal status of the

quarry operation, as to whether approval is

obtained.

ROW

Before

Construction

Starts

PIU NHAI,

Construction

Agencies

PIU NHAI

Water The contractor will source the requirement of

water preferentially from surface water bodies,

as river and nullah in the project area. The

contractor will be allowed to pump only from the

surface water bodies. Boring of any tube wells

will be prohibited. To avoid

disruption/disturbance to other water users, the

contractor will extract water from fixed

ROW

Before

Construction

Starts

PIU NHAI,

Construction

Agencies

PIU NHAI



9-30

Environment

al Impacts



ion

Supervision

locations. The contractor shall consult the local

people before finalizing the locations.

Only at locations where surface water sources

are not available, the contractor can

contemplate extraction of ground water. The

contractor will need to comply with the

requirements of the State Ground Water

Department and seek their approval for doing

so.

Labour

Requirements

The contractor will use unskilled labour drawn

from local communities to avoid any additional

stress on the existing facilities (medical services,

power, water supply, etc.)

Along proposed

bypass at

construction sites

Before

Construction

Starts

PIU NHAI,

Contractor

PIU NHAI

Setting up Construction Sites

Construction

Camp

Locations

Selection,

Design

& Layout

Construction camps will not be proposed:

Within 1000 m from the nearest habitation to

avoid conflicts and stress over the infrastructure

facilities, with the local community.

Construction

Workers Camps

including areas

immediate

vicinity.

Before

Construction

Starts

PIU NHAI,

Contractor

PIU NHAI



9-31

Environment

al Impacts



ion

Supervision

Locations for stockyards for construction

materials will be identified at least 1000 m from

watercourses.

The waste disposal and sewage system for the

camp will be designed, built and operated such

that no odour is generated.

Unless otherwise arranged by the local sanitary

authority, arrangements for disposal of excreta

suitably approved by the local medical health or

municipal authorities or as directed by

Independent Consultant will need to be provided

by the contractor.

Arrangements

for

Temporary

Land

Requirement

The contractor as per prevalent rules will carry

out negotiations with the land owners for

obtaining their consent for temporary use of

lands for construction sites/ hot mix plants

/traffic detours /borrow areas etc.

Areas temporarily

acquired for

construction

sites/ hot mix

plants/ borrow

areas/ diversions

/ detours.

Before

Construction

Starts

PIU/

Contractor

PIU NHAI



9-32

Environment

al Impacts



ion

Supervision

The Independent Consultant will be required to

ensure that the clearing up of the site prior to

handing over to the owner (after construction or

completion of the activity) is included in the

contract.

B. Construction Stage

Construction Stage Activities by Contractor

Site

Clearance



9-33

Environment

al Impacts



ion

Supervision

Clearing and

Grubbing

The demarcated vegetation will be removed

from the CoI before the commencement of

construction.

All works will be carried out such that the

damage or disruption to flora is minimum.

Only ground cover / shrubs that impinge directly

on the permanent works or necessary temporary

works will be removed with prior approval from

the Independent Consultant. The contractor,

under any circumstances will not damage trees

(in addition to those already felled with prior

permission from the forest department).

Corridor of

Impact

Construction

Phase

PIU/

Contractor

PIU NHAI



9-34

Environment

al Impacts



ion

Supervision

Generation of

debris from

dismantling of

pavement

structures

Debris generated due to the dismantling of the

existing pavement structure shall be suitably

reused in the proposed construction, subject to

the suitability of the material and the approval

of the Independent Consultant. Unutilized debris

material shall be suitably disposed off by the

contractor, either through filling up of borrow

areas created for the project or at pre-

designated dump locations, subject to the

approval of the Independent Consultant.

Debris generated from pile driving or other

construction activities shall be disposed such

that it does not flow into the surface water

bodies or form mud puddles in the area.

Throughout

Project

Corridor

Construction

Phase

PIU/

Contractor

PIU NHAI

Bituminous

and non-

bituminous

waste disposal

Bituminous and non- bituminous construction

wastes will be utilized in the road construction.

No disposal of solid waste will be required.

Throughout

Project

Corridor

Construction

Phase

PIU/

Contractor

PIU NHAI



9-35

Environment

al Impacts



ion

Supervision

Procurement

of

Construction

Materials

No borrow area will be opened without

permission of the Independent Consultant.

Borrow pits will not be dug continuously in a

stretch. The location, shape and size of the

designated borrow areas will be as approved by

the Independent Consultant and in accordance

to the IRC recommended practice for borrow

pits for road embankments (IRC 10: 1961).

The borrowing operations will be carried out as

specified in the guidelines for siting and

operation of borrow areas. The unpaved

surfaces used for the haulage of borrow

materials will be maintained dust free by the

contractor. Since dust raising is the only impact

along the haul roads sprinkling of water will be

carried out twice a day along such roads during

their period of use.

All along the

project

corridor, all

access roads,

sites temporarily

acquired

& all borrow

areas

Construction

Phase

PIU/Contracto

r

PIU NHAI



9-36

Environment

al Impacts



ion

Supervision

Stripping,

stocking

and

preservation

of top soil

The topsoil from borrow areas, areas of cutting

and areas to be permanently covered will be

stripped to a specified depth of 150 mm and

stored in stockpiles. At least 10% of the

temporarily acquired area will be earmarked for

storing topsoil.

The stockpile will be designed such that the

slope does not exceed 1:2 (vertical to

horizontal), and the height of the pile is to be

restricted to 2 m. Stockpiles will not be

surcharged or otherwise loaded and multiple

handling will be kept to a minimum to ensure

that no compaction will occur. The stockpiles will

be covered with gunny bags or tarpaulin. It will

be ensured by the contractor that the topsoil will

not be unnecessarily trafficked either before

stripping or when in stockpiles.

Such stockpiled topsoil will be returned to cover

the disturbed area and cut slopes.

Throughout

project

corridor, where

productive land is

acquired.

Construction

Phase

PIU/

Contractor

PIU NHAI



9-37

Environment

al Impacts



ion

Supervision

Quarries

The quarry operations will be undertaken within

the rules and regulations in force.

All along the

project

Corridor and all

haul roads.

Construction

Phase

PIU/

Contractor

PIU NHAI



9-38

Environment

al Impacts



ion

Supervision

Operation of

Construction

Equipments

and

Vehicles

All vehicles and equipment used for construction

will be fitted with exhaust silencers.

During routine servicing operations, the

effectiveness of exhaust silencers will be

checked and if found to be defective will be

replaced. Noise limits for construction

equipment used in proposed bypass (measured

at one meter from the edge of the equipment in

free field) such as compactors, rollers, front

loaders, concrete mixers, cranes moveable),

vibrators and saws will not exceed 75 dB(A), as

specified in the Environment (Protection) Rules,

1986.

Notwithstanding any other conditions of

contract, noise level from any item of plant(s)

must comply with the relevant legislation for

levels of noise emission.

All construction

equipment and

vehicles

Construction

Phase

PIU/

Contractor

PIU NHAI



9-39

Environment

al Impacts



ion

Supervision

Precautionary/

Safety

Measures

During

Construction

All relevant provisions of the Factories Act, 1948

and the Building and other Construction Workers

(regulation of Employment and Conditions of

Service) Act, 1996 will be adhered to.

Adequate safety measures for workers during

handling of materials at site will be taken up.

The contractor has to comply with all regulations

regarding safe scaffolding, ladders, working

platforms, gangway, stairwells, excavations,

trenches and safe means of entry and egress.

All construction

sites

Construction

Phase

PIU/

Contractor

PIU NHAI

Earthworks

Excavations All excavations will be done in such a manner

that the suitable materials available from

excavation are satisfactorily utilized as decided

upon beforehand. The excavations shall conform

to the lines, grades, side slopes and levels

shown in the drawings or as directed by the

Independent Consultant.

All along the

project road

Construction

Phase

PIU/

Contractor

PIU NHAI



9-40

Environment

al Impacts



ion

Supervision

While planning or executing excavation the

contractor shall take all adequate precautions

against soil erosion, water pollution, etc. and

take appropriate drainage measures to keep the

site free of water, through use of mulches,

grasses, slope drains and other devices. The

contractor shall take adequate protective

measures to see that excavation operations do

not affect or damage adjoining structures and

water bodies. For safety precautions guidance

may be taken from IS:3764.

Earth fill Embankment and other fill areas,

unless other wise permitted by the Independent

Consultant, be constructed evenly over their full

width and the contractor will control and direct

movement of construction vehicles and

machinery over them.



9-41

Environment

al Impacts



ion

Supervision

Earth fill

Embankment and other fill areas, unless other

wise permitted by the Independent Consultant,

be constructed evenly over their full width and

the contractor will control and direct movement

of construction vehicles and machinery over

them.

Along earth fill

areas

Construction

Phase

PIU/

Contractor

PIU NHAI

Stripping,

Stocking and

Preservation

of Topsoil

The stockpiles will be located at least 100 m

from water courses.

Wherever

productive land is

acquired

During

Construction

Phase

Contractor Independent

Consultant,

PIU NHAI

Slope

Protection and

Control of

Erosion

Embankments and other areas of unsupported

fill will not be constructed with steeper side

slopes, or to greater widths.

While planning or executing excavations the

Contractor will take all adequate precautions

against soil erosion as per MoRTH 306.

All along the

proposed bypass.

During

Construction

Phase


Consultant,

PIU NHAI

Turfing on critical road embankment slopes with

grass sods, in accordance with the

recommended practice for treatment of

embankment slopes for erosion control.



9-42

Environment

al Impacts



ion

Supervision

Other measures of slope stabilization will include

mulching, netting and seeding of batters and

drains immediately on completion of

earthworks.

Drainage

requirements

at

Construction

sites

(Flooding)

In addition to the design requirements, the

contractor will take all desired measures as

directed by the Independent Consultant, such

measures to prevent temporary flooding of the

site or any adjacent area.

All along the

proposed bypass

Construction

Phase

PIU/

Contractor

PIU NHAI



9-43

Dust Emissions All earthworks will be protected in a manner

acceptable to the Independent Consultant to

minimize generation of dust. The contractor will

take every precaution to reduce the level of dust

along construction sites involving earthworks, by

frequent application of water.

All vehicles delivering materials to the site shall

be covered to avoid spillage of materials.

The contractor shall every precaution to reduce

the level of dust emission from the hot mix

plants and the batching plants up to the

satisfaction of the Independent Consultant in

accordance with the relevant emission norms.

All existing roads used by vehicles of the

contractor or any of his sub-contractor or

supplies of materials and plant and similarly

roads which are part of the works shall be kept

clean and clear of all dust/mud or other

extraneous materials dropped by such vehicles

or their tires.

All along the

proposed bypass

During

Construction

Phase


Consultant,

PIU NHAI



9-44

Environment

al Impacts



ion

Supervision

Contamination

of soil by Fuel

and Lubricants

Vehicle/machinery and equipment operation,

maintenance and refueling will be carried out in

such a fashion that spillage of fuels and

lubricants does not contaminate the ground. An

“Oil interceptor” will be provided for vehicle

parking, wash down and refueling areas within

the construction camps. Fuel storage will be in

proper bunded areas. All spills and collected

petroleum products will be disposed off in

accordance with MoEF and TNPCB guidelines.

All along the

proposed bypass

During

Construction

Phase


Consultant,

PIU NHAI

Fuel storage and refilling areas will be located at

least 300 m from drains and important water

bodies as directed by the Independent

Consultant. In all fuel storage and refueling

areas, if located on agricultural land or areas

supporting vegetation, the topsoil will be

stripped, stockpiled and returned after cessation

of such storage and refueling activities.



9-45

Environment

al Impacts



ion

Supervision

Silting,

Contamination

of Water

bodies

Silt fencing will be provided around stockpiles at

the construction sites close to water bodies. The

fencing needs to be provided prior to

commencement of earthworks and continue till

the stabilization of the embankment slopes, on

the particular sub-section of the road.

Water bodies

close to the

project

During

Construction

Phase


Consultant,

PIU NHAI

Construction materials containing fine particles

will be stored in an enclosure so that sediment-

laden water does not drain into nearby

watercourses.

All discharge standards promulgated under

Environmental Protection Act, 1986, will be

adhered to. All liquid wastes generated from the

site will be disposed off as acceptable to the


Sub-Base &

Base

The contractor will take all necessary measures/

precautions to ensure that the execution of

works and all associated operations are carried

out in conformity with statutory and regulatory

environmental requirements.

All along the

proposed bypass

During

Construction

Phase


Consultant,

PIU, NHAI



9-46

Environment

al Impacts



ion

Supervision

The contractor will plan and provide for remedial

measures to be implemented in event of

occurrence of emergencies such as spillage of oil

or bitumen or chemicals. The contractor will

provide the Independent Consultant with a

statement of measures that he intends to

implement in event of such an emergency,

which will include a statement of how he intends

to adequately train personnel to implement such

measures.

Adequate safety measures for workers during

handling of materials at site will be taken up.

The contractor will take every precaution to

reduce the level of dust along the construction

sites by frequent application of water.

Noise levels from all vehicles and equipment

used for construction will conform to standards.

Construction activities involving equipment with

high noise levels will be restricted to the

daytime.



9-47

Environment

al Impacts



ion

Supervision

Surfacing The contractor will take all necessary means to

ensure that works and all associated operations

are carried out in conformity with to MoRTH 501.

All along the

proposed bypass

During

Construction

Phase


Consultant,

PIU NHAI

All workers employed on mixing asphalt material

etc. will be provided with protective footwear.

Noise levels from all vehicles and equipment

used for surfacing will conform to standards.

Construction activities involving equipment with

high noise levels will be restricted to the

daytime.

Bridge Works

&

Culverts

While working across or close to the rivers, the

contractor will not disrupt the flow of water. If

for any bridgework, etc., closure of flow is

required, the Contractor apart from obtaining

the requisite clearances, will seek approval of

the independent consultant. The independent

consultant will have the right to ask the

Contractor to serve notice on the downstream

users of water sufficiently in advance.

All along the

proposed bypass

During

Construction

Phase


Consultant,

PIU NHAI



9-48

Environment

al Impacts



ion

Supervision

Construction over and close to the non-perennial

streams will be undertaken in the dry session.

Construction work expected to disrupt users and

impacting community water bodies will be taken

up after serving notice on the local community.

Dry stone pitching for apron and revetment will

be provided for bridges and cross drainage

structures.

Soil

Generation of

Debris

(a.) Debris generated due to construction shall

be suitably reused, subject to the suitability

of the material and approval of the

Independent Consultant

ROW During

Construction

Phase


Consultant,

PIU NHAI

(b.) All arrangements for transportation during

construction including provision,

maintenance, dismantling and clearing

debris, where necessary will be considered

incidental to the work and shall be planned

and implemented as approved and directed

by the Independent consultant.



9-49

Environment

al Impacts



ion

Supervision

Loss of Top

Soils

(a) The top-soil from all areas of cutting and all

area to be permanently covered shall be


stored in stockpiles of height not exceeding

2 m. At least 10% of the temporarily acquired

area shall be earmarked for storing top soil.

Where

productive land

is acquired

During

Construction

Phase


Consultant,

PIU NHAI

(b.)The stock pipe shall be designed such that

the slope does not exceed 1:2 (Vertical to

Horizontal), and the height of the pile be

restricted to 2 m. to retain soil and to allow

percolation of the water, the edge of the pile

shall be protected by fencing.

(c.) Stockpiles will not be surcharged or

otherwise loaded and multiple handling will

be kept to minimum to ensure that no

compaction will occur. The stockpiles shall be

cover with gunny bags or tarpaulin.

(d.) It shall be ensured by the contractor that

the top soil will not be unnecessarily

trafficked either before stripping or when in

stockpiles.



9-50

Environment

al Impacts



ion

Supervision

(e) Such stockpiled topsoil will be returned to

cover the distributed area and cut slopes.

Residual topsoil will be distributed on

adjoining/proximate barren land as identified

by the Independent Consultant an a layer of

thickness 75 mm – 150 mm. Top soil shall

also be utilized for redevelopment of borrow

areas. Landscaping along slopes, medians,

incidental places.

Compaction

Soil

Construction vehicles, machinery and equipment

shall move or be stationed in the designated

area only, while operating on temporarily

acquired land for traffic detours, storage,

material handling or any other construction

related or incidental activities, topsoil from

agricultural land will be preserved a mentioned

above.

Where productive

land is acquired

During

Construction

Phase


Consultant,

PIU NHAI



9-51

Environment

al Impacts



ion

Supervision

Borrow Areas No borrow area should be opened without

permission of the Independent Consultant.

Borrow pits will not be dug continuously in a

stretch. The location, shape and size of the

designated borrow areas will be as approved by

the Independent Consultant and in accordance

to the IRC recommended practice for borrow

pits for road embankments (IRC 10: 1961).

All along the

proposed bypass

site

During

Construction

Phase


Consultant,

PIU NHAI

The borrowing operations will be carried out as

specified in the guidelines for siting and

operation of borrow areas. The unpaved

surfaces used for the haulage of borrow

materials will be maintained dust free by the

contractor. Since dust rising is the only impact

along the haul roads sprinkling of water will be

carried out twice a day along such roads during

their period of use.

All along the

proposed bypass

& all borrow

areas.

During

construction

Phase


Consultant,

PIU NHAI



9-52

Environment

al Impacts



ion

Supervision

Borrow pit location shall be located at least 0.8

km from villages and settlement. If unavoidable,

they should be not being dug more then 30 cm

and drained.

Borrow pits shall be redeveloped as per

MoEF&CC guidelines. Spoils shall be dumped

with an overlay of stockpiled topsoil in

accordance with compliance requirements with

respect to MoEF&CC guidelines.

Stripping,

Stocking and

Conservation

of

Topsoil

The topsoil from borrow areas, areas of cutting

and areas to be permanently covered will be


stored in stockpiles. At least 10% of the

temporarily acquired area will be earmarked for

storing topsoil.

Throughout

proposed bypass,

where

productive land is

acquired.

During

Construction

Phase


Consultant,

PIU NHAI



9-53

Environment

al Impacts



ion

Supervision

The stockpile will be designed such that the

slope does not exceed 1:2 (vertical to

horizontal), and the height of the pile is to be

restricted to 2m heights. Stockpiles will not be

surcharged or otherwise loaded and multiple

handling will be kept to a minimum to ensure

that no compaction will occur. The stockpiles will

be covered with gunny bags or tarpaulin. It will

be ensured by the contractor that the topsoil will

not be unnecessarily trafficked either before

stripping or when in stockpiles. Such stockpiled

topsoil will be returned to cover the disturbed

area and cut slopes.

Soil Erosion On road embankment slops, slopes of all cut, fill

etc, will be stabilized through retaining, breast

walls and geo textiling. In addition shrubs and

grasses will be planted on slops. The section

with high filling and deep cutting the side slop

will be graded and covered with bushes and

grasses as per specifications for stone pitching,

grasses and shrubs.

Throughout

proposed bypass

During

Construction

Phase


Consultant,

PIU NHAI



9-54

Environment

al Impacts



ion

Supervision

In the borrow pits the depth of the pits shall be

so regulated that the sides of the excavation will

have a slope not steeper than 1 vertical: 2

horizontal from the edge of the final section of

bank.

The work shall consist of measures as per design

or as directed by the Independent Consultant to

control soil erosion, sedimentation and water

pollution through use beams, disks, sediment,

basins, fibers mats, mulches, grasses, slope,

drains and other devices. All temporary

sedimentation and pollution control works and

maintenance thereof will be deemed as

incidental to the earthwork and other items of

work.

Transporting Construction Materials



9-55

Environment

al Impacts



ion

Supervision

Transporting

Construction

Materials

All vehicles delivering materials to the site will

be covered to avoid spillage of materials. All

existing roads used by vehicles of the contractor

or any of his sub - contractor or suppliers of

materials and similarly roads which are part of

the works will be kept clean and clear of all

dust/mud or other extraneous materials

dropped by such vehicles.

All along the

proposed bypass

During

Construction

Phase


Consultant,

PIU NHAI

The unloading of materials at construction sites

close to settlements will be restricted to daytime

only.

Water

Water

Extraction for

Project

The contractor will minimize wastage of water

during construction activities.

The contractor shall not open a new bore well or

extract new groundwater without permission

from Ground Water Board. The contractor may,

however, use any existing bore well or any other

source of water supply subject to necessary or

relevant arrangement.

All along the

proposed bypass

During

Construction

Phase

Contractor PIU NHAI



9-56

Environment

al Impacts



ion

Supervision

Infrastructure

Provisions at

Construction

Camps

The contractor during the progress of work will

provide, erect and maintain necessary

(temporary) living accommodation and ancillary

facilities for labours to standards and scales

approved by the Independent consultant.

All along the

proposed bypass

During

Construction

Phase


Consultant,

PIU NHAI

There shall be provided within the precincts of

every workplace, latrines and urinals in an

accessible place, and the accommodation,

separately for each for these, as per standards

set by the Building and other Construction

Workers (Regulation of Employment and

Conditions of Service) Act, 1996. Except in

workplaces provided with water-flushed latrines

connected with a water borne sewage system,

all latrines shall be provided with dry-earth

system (receptacles) which shall be cleaned at

least four times daily and at least twice during

working hours and kept in a strict sanitary

condition.



9-57

Environment

al Impacts



ion

Supervision

All temporary accommodation must be

constructed and maintained in such a fashion

that uncontaminated water is available for

drinking, cooking and washing. The sewage

system for the camp must be designed, built and

operated so that no health hazard occurs and no

pollution to the air, ground or adjacent

watercourses takes place.

Compliance with the relevant legislation must be

strictly adhered to garbage bins must be

provided in the camp, shall be regularly emptied

and the garbage disposed off in a hygienic

manner. Construction camps are to be sited at

least 1000 m away from the nearest habitation

and adequate health care is to be provided for

the work force.



9-58

Environment

al Impacts



ion

Supervision

Operation of

Construction

Equipment and

vehicles

All vehicles and equipment used for construction

will be fitted with exhaust silencers.

During routine servicing operations, the

effectiveness of exhaust silencers will be

checked and if found to be defective will be

replaced.

All construction

Equipment and

vehicles

During

Construction

Phase


Consultant,

PIU NHAI

Noise limits for construction equipment used in

this project (measured at one meter from the

edge of the equipment in free field) such as

compactors, rollers, front loaders, concrete

mixers, cranes (moveable), vibrators and saws

will not exceed 75 dB (A), as specified in the

Environment (Protection) Rules, 1986.

Notwithstanding any other conditions of

contract, noise level from any item of plant(s)

must comply with the relevant legislation for

levels of noise emission.



9-59

Environment

al Impacts



ion

Supervision

The contractor will ensure that the Ambient Air

Quality at the construction sites are within the

acceptable limits of industrial uses in case of hot

mix plants and crushers and residential uses

around construction camps.

In construction sites, nearest habitation noisy

construction work such as crushing, concrete

mixing and batching, mechanical compaction

etc. will be stopped between 2200 hours to 0600

hours.

Monitoring of the noise levels will be carried out

by the agency identified for Environmental

Monitoring for the project.

Material Handling at Site

Material

Handling at

Site

All workers employed on mixing asphaltic

material, cement, concrete etc., will be provided

with protective footwear and protective goggles.

Workers, who are engaged in welding works,

would be provided with welder’s protective eye-

shields.

All along the

proposed bypass

During

Construction

Phase


Consultant,

PIU NHAI

Archaeological Property



9-60

Environment

al Impacts



ion

Supervision

Chance to

found

Archaeological

Property

All fossils, coins, articles of value of antiquity,

structures and other remains or things of

geological or archaeological interest discovered

on the site shall be the property of the

Government and shall be dealt with as per

provisions of the relevant legislations.

The contractor shall take reasonable precaution

to prevent his workmen or any other persons

from removing and damaging any such article or

thing and shall immediately upon discovery

thereof and before removal acquaint the

Independent Consultant‘s instruction for dealing

with the same, awaiting which all work shall be

stopped within 100 m in all directions from the

site of discovery.

All along the

proposed bypass

During

Construction

Phase


Consultant,

PIU NHAI

The Independent Consultant shall seek direction

from the Archaeological Survey of India (ASI)

before instructing the Contractor to

recommence work on the site.

Road Furniture and Enhancements



9-61

Environment

al Impacts



ion

Supervision

Road Furniture Road furniture including footpaths, railings,

storm water drains, crash barrier, traffic signs,

speed zone signs, pavement markers and any

other such items will be provided as per design.

The drains will be provided for near the outfall

to a natural drain.

All along the

proposed bypass

During

Construction

Phase


Consultant,

PIU NHAI

Enhancements Enhancement of all cultural properties, water

bodies, incidental spaces will be carried out as

per the enhancement designs prior to

completion of construction in road sub sections.

Adequate signage along these enhancement

locations will be erected.

All along the

proposed bypass

Construction

Phase


Consultant,

PIU, NHAI

Specific and generic enhancement measures

proposed for the various cultural properties and

the specifications are provided.



9-62

Environment

al Impacts



ion

Supervision

The contractor will undertake seasonal

monitoring of air, water, noise and soil quality

through an approved monitoring agency. The

parameters to be monitored, frequency and

duration of monitoring as well as the locations

to be monitored will be as per the monitoring

plan prepared.

C. CONTRACTOR DEMOBILIZATION

Clearing of

Construction

of Camps &

Restoration

Contractor to prepare site restoration plans for

approval by the all along the proposed bypass.

The plan will be implemented by the contractor

prior to demobilization. On completion of the

works, all temporary structures will be cleared

away, all rubbish burnt, excreta or other disposal

pits or trenches filled in and effectively sealed

off and the site left clean and tidy, to the entire

satisfaction of the Independent Consultant.

All Construction

Workers’ Camps

Construction

Phase


Consultant,

PIU NHAI



9-63

Environment

al Impacts



ion

Supervision

Redevelopmen

t of Borrow

Areas

Redevelopment of borrow areas will be taken up

in accordance with the plans approved by the


At all borrow

area locations

suggested

for project

.

During

Construction

Phase


Consultant,

PIU NHAI

D OPERATION STAGE ACTIVITIES BY PIU-ENVIRONMENTAL CELL

Monitoring &

Operational

Performance

The PIU will monitor the operational

performance of the various

mitigation/enhancement measures carried out

as a part of construction of the proposed bypass.

All along the

proposed bypass

During

Operation

Phase


Consultant,

PIU NHAI

The indicators selected for monitoring include

the survival rate of trees, utility of enhancement

provisions for cultural properties, water bodies,

incidental spaces and within forest areas, status

of rehabilitation of borrow areas and utility of

double glazing for noise sensitive receptors.

E. OTHER ACTIVITIES



9-64

Environment

al Impacts



ion

Supervision

Orientation of

implementing

agency and

contractors

The PIU shall organize orientation sessions

during all stages of the project. The orientation

session shall involve all staff of Environmental

Cell, field level implementation staff of PIU,

Independent Consultant and Contractor.

All along the

proposed bypass

During

Operation

Phase


Consultant,

PIU NHAI



9-66

9.5 Environment Management Cell

The NHAI will be responsible for the implementation of all the mitigation and

management measures suggested in EMP for proposed bypass from for the

proposed Trichy Bypass.

The NHAI has organizational and institutional capacity to be able to

satisfactory complete the implementation of the EMP. The implementation of

Environmental Management plan will be ensured by Project Implementation

Unit of NHAI. The Contractor of the project will depute Environmental Expert

for implementation EMP during construction works.

To ensure the proper implementation of EMP, Report Arrangement will be

established as described below:

9.6 Reporting Arrangement

The monitoring and evaluation of the management measures envisaged are

critical activities in implementation of highway project. Monitoring involves

periodic checking to assertion whether activities are going according to

Environmental Management Plans. It provides the necessary feed beak for

project management to keep the program on schedule. The rational for a

reporting system is based on accountability to ensure that the mitigation

measures proposed as part of the Environmental Management Plan for get

implemented in the project.

The reporting will operate linearly with the contractor, who is at the lowest

running of the implementation system reporting to the Independent

Consultant. Who in turn shall report to the Project Implementation Unit (PIU).

All reporting by the contractor and supervision shall be on a quarterly basis.

The PIU shall be responsible for preparing targets for each of the identified

EMP activities. All subsequent reporting by the contractor shall be monitored

as per these targets set by the PIU before the contractors move on to the

site. The reporting by contractor will a monthly report like report of progress

on construction and will form the basis for monitoring by PIU, either by its

own Manager (Environment) or the Environmental Specialist hired by the




9-67

9.7 Corporate Environmental Responsibility Initiatives

Under Corporate Environmental Responsibility (CER) as specified under

Ministry of Environment, Forest and Climate Change (MOEFCC) Office

Memorandum vide F.NO. 22-65/2017-IA-III dated 1st May 2018, NHAI has

allocated budget of Rs 1.683 Crores (2 % of the project cost as Rs 84.15

Crores) for Corporate Environmental Responsibility Initiatives in surrounding

areas of the proposed bypass. The proposed activities under CER will be

undertaken in consultation District Collector as per needs to local people.

9.8 Environmental Budget

9.8.1 Implementation of Environmental Management

The environmental budget for the various environmental management

measures proposed for construction and operation of the proposed bypass is

detailed in Table 9.2. There are several other environmental issues that have

been addressed as part of good engineering practices, the costs for which

have been accounted for in the engineering cost.

9.8.2 Environmental Monitoring Cost

The cost of environmental monitoring as proposed in environmental

management plan for is given in Table 9.3.

9.8.3 Recurring Cost for Environmental Management

The cost of recurring cost for Environmental Management has been allocated

as 20% of EMP implementation cost. Therefore, recurring cost for

Environmental Management is Rs 30.6 Lakhs

9.8.4 Summary of Budget for Implementation of Environmental

Management Plan

The summary of budget for implementation of EMP and environmental

monitoring is given in Table 9.4.

http://f.no/



9-68

Table 9.2 - Budget for Implementation of Environmental Management Plan

Component Stage Items Unit Unit Cost Quantity Total Cost

Air

Construction Dust Management with sprinkling of water,

covers for vehicles transporting, construction

material

Km 30000/- 7 km 210000

Operation Facilities/Arrangement for Vehicular Exhaust

Monitoring No 50000/- 1 nos 25000

Water Construction

Oil Interceptors at vehicles parking areas No 50000/- 1 nos 50000

Sanitary facilities at construction camp LS 250000

Protection Work for Irrigation and Agriculture

Tanks adjacent to proposed Bypass LS 2000000

Wetland Restoration Plan for Irrigation and

Agriculture Tanks adjacent to proposed Bypass LS 5000000

Noise Construction Ear plugs and muff for laborers LS -- 25000

Operation Appropriate signage to inform road users of the

presence of sensitive receptors. LS. -- 1500000

Flora Construction

Phase

Plantation of trees along the proposed bypass

with 5 year maintenance No. 4000 1170 4680000

Solid Waste

Management

Construction

Phase

Waste collection, segregation and disposal Lumpsum 200000

Borrow Area Construction

Phase

Borrow Area Rehabilitation LS Lumpsum 500000

Safety

Construction

Phase

Demarcating borrow areas clearly using fencing,

if needed. M 50/- 15000 250000



9-69

Component Stage Items Unit Unit Cost Quantity Total Cost

Provision of Hoarding /Posters at construction

camps by and provision of health checks at

construction sites

LS 300000

Operation

Phase

Provisions of speed limit signage, caution boards,

safety slogans, etc near the populated areas to

enhance the safety at the proposed bypass.

LS 300000

Total 15290000

Table 9.3 - Cost of Environmental Monitoring

Component Stage Item Unit Unit Cost Quantity Total Cost

Air

Construction

Monitoring at hot mix plant locations

approved by the Independent

Consultant

4 Nos. of Samples per six

months for 2 years

7500/- 4 30000

Monitoring at construction site in

tandem with Construction at Pungudi,

Sandalpettai and Construction Site

Continuous 24-hourly,

twice a week once in

every season during

Construction Phase

5,000/- 18 90000

Operation Ambient Air Quality monitoring at

Continuous 24-hourly, twice a week

once in every season during

operation phase for five years at


Continuous 24-hourly,

twice a week once in

season for 5 years

5,000/- 30 150000

Ground

Water Construction Pungudi and Sandalpettai

Once during the season

for two years.

5000/- 12 60000



9-70

Component Stage Item Unit Unit Cost Quantity Total Cost

Operation Pungudi and Sandalpettai

End of summer before

the onset of monsoon

every year for 5 years

5000/-

20

100000

Noise

Construction

At equipment yards No. of Samples 1,000/- As and

when

necessary

30000

At Pungudi and Sandalpettai and

construction site

One day hourly

measurement, once in six

months for 2 years

3,000/- 20 60000

Operation At Pungudi and Sandalpettai Once every season for 5

years

3,000/- 30 90000

Soil Erosion Construction On slops and high embankment Lumpsum For five

years

100000

Operation On slops and high embankment Lumpsum For five

years

100000

Total 810000



9-72

Table 9.4: Summary of Estimated Cost for Implementation of EMP and

Monitoring

Sl. No. Various Activities Cost (Rs.)

1.0 Implementation of EMP 15290000

2.0 Environmental Monitoring 810000

Total 16100000

Say Rs. 1.61 Crores

EIA & EMP for Proposed Two / Four lane of Trichy Bypass Summary & Conclusions


10-1

Chapter 10

SUMMARY & CONCLUSIONS

10.1 Background

Two / Four laning of Trichy - Karur section part of NH 67 from km 135+800 to km

218+000 having a total length of 82.2 km is taken up under NHDP phase III for

which the construction work is under progress. The contractor for the above work

is M/s T. K. Toll Road Ltd. As part of the above project as per the contract

Agreement, a bypass has been proposed for Trichy town from existing km

135+930 (bypass chainage km 0+000) to km 153+230 (bypass chainage 17+305)

having a total length of around 17.305 km and the stretch from km 1+000 (Design

Ch. 0+000) to km 6+745 (Design Ch. 7+941) was passing through three irrigation

tanks namely Kothamangalam, Kallikudi and Thayanur tanks. This proposal is for

construction of balance of 6.941 km out of 17.03 km Trichy bypass. The

geographical co-ordinates of project site are 10045'32.82"N, 10052'37.43"N,

78°39'29.23"E and 78°35'42.06"E with average elevation 82 m amsl.

Order dated 09.11.2010 of the Hon'ble Madras High Court suggested NHAI to

realign a section of the Trichy Bypass passing through three irrigation tanks and

obtain environmental clearance for the revised alignment from MoEF&CC.

Accordingly, NHAI has revised the alignment of Trichy Bypass avoiding the

irrigation tanks.

The proposal for final bypass alignment was considered by the Expert Appraisal

Committee (EAC) in the meeting held on 9th August, 2017 and recommended for

grant of TOR. As per the recommendation of the EAC, the Ministry of Environment,

Forest and Climate Change hereby accords TOR for 'Widening and strengthening

of existing 2 lane to 4/6 lane of selected stretches/Corridors of National Highway

under NHDP Phase III Group-F, Tiruchirappalli (km 130.000) to Karur (km

218.000) NH-67 in the State of Tamil Nadu' by M/s NHAI, for preparation of the

Environment Impact Assessment Report and Environment Management Plan

(EMP) with the specific and general conditions given in TOR vide letter F.No.5-

24/2007-IA.11I(Pt.) dated 23 August 2017.



10-2

10.2 Description of Project

The proposed Trichy Bypass starts from the NH 45 B (Trichy – Madurai Road)

Junction from 0+000, (NH 45 B chainage is 5+122) and ends at Ch. 7+941 near

Thayanur Village

Sl.

No.

Description Remarks

1 Ch. 0+000 to Ch.

1+000

Alignment starts from Ch. 0+000 at NH 45

(Ch. 5+122) where Grade Separator work is

partially completed till Ch. 0+800 and passes

through existing partially built minor bridge at

Ch. 0+927

2 Ch. 1+000 to Ch.

2+000

Alignment passes through agricultural land,

crosses Nala at Ch. 1+270 and drain at Ch.

1+900

3 Ch. 2+000 to Ch.

3+000

Alignment passes through agricultural land,

crosses roads at Ch. 2+120 and at Ch. 2+365

and crosses Nalas at Ch. 2+040 and at Ch.

2+935

4 Ch. 3+000 to Ch.

4+000

Alignment passes through agricultural land

and crosses Nala at Ch. 3+290

5 Ch. 4+000 to Ch.

5+000

Alignment passes closely towards LHS of

Kallikudi tank and bisects tank boundary at

Ch. 4+450 and at Ch. 4+650, and crosses NH

-45 at Ch. 4+890

6 Ch. 5+000 to Ch.

6+000

Alignment passes through agricultural land

and crosses Drains at Ch. 5+010 and at

Ch.5+280 and passes closely towards CARE

College from Ch. 5+350 to Ch. 5+650 and

crossing Thayanur Tank Boundary

7 Ch. 6+000 to Ch.

7+000

Alignment passes through agricultural Land

and closely towards LHS of Thayanur tank

boundary from Ch. 6+400 to Ch. 7+000

8 Ch. 7+000 to Ch.

7+941

Alignment crosses Thananur Tank at Ch.

7+050 and passes through agricultural land

till end crossing Nala at Ch. 7+600



10-3

Summary of the proposed Trichy bypass proposal is given below:

Proposed ROW 60 m

Lane Configuration Two lane with paved shoulder

Design Speed (kmph) 65 -100

No. of Culverts 43

No. of Bridges 5

RoB (No’s) 1

Grade Separator /VUP 2

Service Road- The total length of service road about 3.160 km as per details

given below:

One side Km 2+370 to Km 2+920 (1.10 km)

Both Side Km 4+150 to Km 4+860 and Km 4+920 to Km 5+600 (2.780)

Junction Improvement - One major junction (Km 4+890) has been envisaged

along the project stretch for which grade separator is proposed in view of NH -

45 Crossing.

VUP/Grade Separator - One VUP (at Km 2.370) and Grade Separator (Km

4.890) are proposed in the bypass.

ROB - Rail Over Bridge (ROB) is proposed at Km 2.120 in the proposed bypass.

Minor bridges - Minor bridges are proposed at Km 1+270, Km 2+040, Km

5+010and Km 7+050 in the proposed bypass.

Culverts - Along the project stretch, 43 culverts are newly proposed. Out of which

11 are box culverts and remaining 32 are pipe culverts. Pipe culvert at CH: 7+070

is cross drainage structure for the cross road.

Protection works - Protection works are envisaged in high embankment

locations in the form of turfing/pitching, gabion walls and retaining wall.

Water Requirement - Total water required during earth work is estimated 415

cum/d (Surface water 350 cum/d, Ground water 65 cu m/d). Water Requirement



10-4

for the proposed bypass will be meet from surface and ground water resource

after obtaining necessary permission.

Land Acquisition - The proposed Right of Way (RoW) of bypass is 60 m. Land

to be acquired for the revised bypass alignment is 46.16 Ha.

Project Cost – The estimated cost of proposed Trichy Bypass is Rs. 84.14 Crores.

10.3 Description of the Environment

Topography, Physiography and Geology: The topography of the project area

is plain. Geologically, the entire state can be broadly classified into hard Rock or

Crystalline Formation and Sedimentary Formations. The area is underlain by

crystalline rocks of Archaen metamorphic complex comprising of granite,

charnockites, gneisses, schists etc.

Soil: Soil along the project road is loam, clay, sandy clay loam and loam. Bulk

density of soil along the project road ranges from 1.18 to 1.45 gm/cc. Organic

matter content along the project road ranges from 0.57 to 1.17 %. Available

Nitrogen content in soil along the project road ranges from 244 to 382 mg/ha.

Available Potassium content in soil along the project road ranges from 161 to 271

kg/ha. Available Phosphorous content in soil samples collected along the road

ranges from 31.7 to 62.8 kg/ha.

Surface Water Resource: There is no perennial river or any other water crossed

by proposed alignment of Trichy Bypass. The natural drains carry run-off during

rains and remain dry in non-rainy season. Irrigation tanks located in the area have

been avoided during finalization of alignment. The final alignment crosses

distributary 1, distributary 2 and distributary 2A.

Ground and Surface Water Quality: pH and TDS values of all ground water

samples lie in the range of 7.25 to 8.06 and 709 to 2182 mg/l, respectively and

meet the drinking water standards, except at Bharathi Nagar (Navalur), where

TDS value is 2182 mg/l and exceeding drinking water standard (2000 mg/l),

permissible limit for drinking water in the absence of alternate source. Total

hardness of all ground water samples range from 350 to 500 mg/l and are well

within the permissible limit for drinking water (600 mg/l) in the absence of

alternate source. The concentration of Nitrate (1.0 to 56 mg/l) and Sulphate (26

to 226 mg/l) are well within the desirable limits specified for drinking water

meeting the permissible limit for drinking water (45 mg/l for Nitrate and 400 mg/l



10-5

for Sulphate) in the absence of alternate source, except at Bharathi Nagar

(Navalur), where Nitrate content is exceeding prescribed limit. Chloride contents

in all ground water samples range between 117 and 655 mg/l and meet the

permissible limit for drinking water (1000 mg/l) in the absence of alternate source.

Calcium and magnesium contents at all ground water sampling locations are found

in between the range from 20 to 212 mg/l and from 23 to 87 mg/l, respectively.

The concentrations of Ca and Mg at all locations are below the permissible limit

for drinking water except at Kallikudy South, where calcium content is exceeding

the prescribed limit (200 mg/l). Iron and Fluoride contents in ground water

samples range between BDL to 0.12 and 0.12 mg/l to 0.89 mg/l, meet the

permissible limits. Ground water quality in the study area is meeting the prescribed

limit and found fit for drinking except at Bharathi Nagar (Navalur) and Kallikudy

South.

Analysis results for surface water samples indicate that surface water quality is

reasonably good and can be used for drinking after disinfection treatment.

Ambient Air Quality

Ambient air quality monitoring has been carried at Kallikudy South, Paganur,

Bharathi Nagar (Navalur), Cholan Nagar, Thayanur and Punganur locations along

the proposed Bypass. National air quality standards for rural, residential, industrial

area and other area, along the proposed Bypass are met for monitored parameters

for all AAQM stations.

Noise Measurements: Hourly measurements have been carried out in day and

night time at Kallikudy South, Paganur, Bharathi Nagar (Navalur), Cholan Nagar,

Thayanur and Punganur locations during study period. Day and night-time Leq

have been calculated from hourly Leq values and compared with the stipulated

standards

Terrestrial Ecology: Approximately 117 trees may need to be cut for

construction of proposed Bypass.

Forest: There is no forest land is involved in proposed Bypass



10-6

10.4 Anticipated Environmental Impacts and Mitigation Measures

i. Impact on Physiography and Topography :

Since proposed project is 2 lane bypass with paved shoulders, impact on the

physiography and topography of the area would be significant during construction

phase. The design will consider providing drainage conditions through the

providing of cross-drainage structures. Design of the cross drainage structures will

follow IRC Guidelines (IRC, 1995).

ii. Potential Environmental Impacts on Soil

a. Design and Construction Phase

Loss of Productive Soils: Some loss of productive soil is anticipated because at

bypass alignment the some land is agricultural land. Efforts have been made to

minimize acquisition of the productive land. The location of construction camp and

other construction sites shall not be located on productive agricultural land. The

topsoil from areas to be permanently covered shall be stripped to a specified depth

of 150 mm and stored in stockpiles. The stored topsoil will be utilized for the

redevelopment of borrow areas, top dressing of the road embankments, fill slopes

and filling up of tree pits proposed as part of compensatory plantation. Temporary

loss of productive soil is likely if haul roads for the transport of borrow materials,

traffic detours during construction, etc. are routed through agricultural lands.

Soil Erosion: During the construction of bypass, 117 trees, shrubs and grasses

will need to be cleared along the proposed bypass, which may pose some soil

erosion problem during first few rains. Suitable mitigation measures will need to

be implemented to prevent the soil erosion problem. Texture of soil of area is

sandy loam to clay loam type, which is not prone to the soil erosion. Therefore,

problem of soil erosion will be insignificant.

Contamination of Soil: In the proposed bypass, the contamination of the soil

will be negligible. Further, the contractor shall initiate measures to minimize waste

generation from all construction activities. At construction sites, the vehicles and

equipment will be maintained properly and refueled only at fueling areas without

any spillage.



10-7

Compaction of Soil: During construction phase, at some places, soil in the

adjoining productive lands beyond the ROW of proposed bypass may be

compacted by the movement of construction vehicles, machinery and equipment.

During the construction phase, mitigation measures to prevent the soil erosion

are:

Re-plantation of trees,

Good engineering & construction practices

Turfing on embankment.

Providing mild slopes, not flat nor steep slope,

Borrow Area and Quarries: For filling and embankment during construction

phase, borrow pits need to be excavated along the proposed bypass. For

construction of road, aggregate will be procured from nearest quarry approved by

Tamil Nadu Pollution Control Board (TNPCB)

Indian Road Congress (IRC): 10 -1961 guideline shall be followed for

excavation of earth from borrows areas.

Borrow areas shall be excavated as per the intended end use by the owner. In

some cases the owners of land may want to develop the area in to pond for rearing

fishes. The following criteria have been used for selection of borrow pits and

amount that can be borrowed. They are as given below:

Borrow areas shall not be located on cultivable lands. However, if it becomes

necessary to borrow earth from temporarily acquired cultivated lands, their

depth should not exceed 45 cm. The topsoil to a depth of 15 cm shall be

stripped and set aside. Thereafter, soil may be dug out to a further depth not

exceeding 30 cm and used in forming the embankment.

Borrow pit shall be selected from wasteland at least 500m away from the road;

Priority should be given to the borrowing from humps above the general

ground level within the road land;

Borrowing should be from land acquired temporarily and located at least 500

m away from the road;

In case of settlements, borrow pit shall not be selected within a distance 800

m from towns or villages. If unavoidable, earth excavation shall not exceed 30

cm in depth.

The haulage distance from site should not be too far.



10-8

Aggregate required for proposed bypass construction shall be procured from

quarries approved by TNPCB. Air and noise emissions from quarry shall be well

within the prescribed limit.

b. Operation Phase

No impact is anticipated on soil during the operation phase and therefore, no

mitigation measure is required. However, soil erosion will be visually checked on

slopes and high embankment along the proposed bypass during operation phase.

In case, soil erosion is observed, suitable measures shall be taken to control the

soil erosion.

iii. Impacts on Water Resources


During design and construction phase, drainage pattern and run off flow

conditions along the bypass will not be significantly affected as 43 culverts have

been proposed in the bypass. Water requirement for the proposed bypass will be

temporary and meet through surface and ground water sources.

The following mitigation measures are suggested to mitigate any adverse impacts

during design and construction phase:

Provision shall be made for proper drainage along the road.

Construction camps, if any, shall be properly located to avoid contamination of

surface water bodies by the generated waste and wastewater.

Good engineering practices to be followed to avoid the clogging of water

channels along the proposed bypass.

Water to be used for construction shall have separate source.

b. Operation Phase

During operation phase, water quality, drainage pattern and run off flow

conditions along the proposed bypass will not be significantly affected and no

impact is anticipated on water quality along the proposed bypass. Therefore, no

mitigation measures are required for operation phase.



10-9

iv. Impact on Water Environment


The proposed two lane bypass with paved shoulders is not likely to have any

significant impact on existing drainage system along the road as 43 culverts will

be provided to maintain natural drainage and for movement of runoff during rains.

The contractor shall ensure that construction debris does not find its way in to the

drainage channels, drains and rivers, which may get clogged. To restore the

surface water flow/drainage, proper mitigation measures will be taken along the

road, like:

Extra culverts will be proposed to accommodate the drainage requirement

along the alignment.

Drainage arrangements will be provided in respect of site conditions in the

form of drainage layer and sub-surface drains in the full width of formation or

below the shoulder so as to keep the pavement well drained at locations where

these are required.

Good engineering and construction practiced should be followed.

Measures for the Protection of Irrigation and Agricultural Tanks

adjacent to Proposed Bypass:

In the final alignment for proposed Trichy bypass, the following measures will be

implemented for the protection of irrigation and agricultural tanks, which are

adjacent to proposed highway without affecting their inflows and outflows:

On the embankment adjacent to irrigation and agricultural tanks, protection

work by stone pitching, grass turfing, gabion walls, retaining wall will be

carried and native tree species like palm tree and bamboo tree will be planted

with respective spacings to control soil erosion.

During construction phase, silt fencing will be provided to control silt in runoff

during rain near irrigation and agricultural tanks.

Metal beam crash barriers will be provided on the edge of shoulder of bypass

at high embankment to avoid possibility of falling vehicles in the tanks.

No debris, waste or excavated earth will be disposed near the irrigation and

agricultural tanks.



10-10

Wetland Restoration Plan

Wetland Restoration Plan for Trichy Byepass from Km 1+100 to 7.941 in the Trichy

– Karur Section of NH -67 is given below and annexures as Annexure with EIA

Report.

I. Protection of Irrigation Tanks

The following measures have to be implemented for the protection of irrigation

tanks, which are adjacent to the proposed highway without affecting their inflows

and out flows.

i. On the embankment of adjacent Kothamangalam big tank, Kallikudi tank and

Thayanur tank (Punganur tank) protection works by stone pitching, grass

turfing, gabion walls and retaining walls whichever suitable according to the

site condition shall be carried out and native tree species like palm tree and

bamboo tree will be planted with respective spacings to control soil erosion.

ii. Metal beam crash barriers should be provided on the edge of shoulder of

bypass at high embankment near tanks to avoid possibility of falling of

vehicles into the tanks.

iii. No debris, waste or excavated earth shall be disposed off in nearby irrigation

tanks.

iv. No oil spill on the road due to any unwanted incidents shall pollute the water

spread area of the tank.

II. Irrigation Tank Restoration Plan

For restoration of irrigation tanks (wet land) the following measures should be

implemented with consultation of Public Works Department-Water Resource

Department. The cost of implementation of wetland restoration plan shall be borne

by NHAI.

i. Desilting of irrigation tanks should be carried out by NHAI to restore the

original capacity of tanks, which is likely to be reduce due to formation of

embankment adjacent to the foreshore of Kallikudi tank and Thayanur

(Punganur) tank.

ii. The proposed alignment road is crossing Kothamangalam big tanks. This road

crossing over the water spread area should be at an elevated level as spelt



10-11

out by the Madurai Bench of Hon’ble High Court in WP No 5769, 11526 and

11705 of 2010.




should be provided at locations where the flow is likely to be obstructed due

to the formation of road embankment.

ii. Road side drains should be formed to the adequate designed size to ensure

reasonably quicker disposal of storm water during a storm event. The cross

drainage worker should also be deigned to the maximum discharge from a

past 50 years peak flood event.

iii. Along water courses and close to cross – drainage channels, earth stone or

any other construction materials used must be properly disposed off away so

as, not to block the flow of water.

iv. The obstruction that may cause temporary flooding of local drainage

channels, during construction should be removed by the construction agency

of NHAI.

v. The road side drains should be cleaned regularly by NHAI especially before

the monsoon season during the operation stage of the proposed bypass to

maintain the efficient functioning of the road drainage system.

vi. Adequacy measures should be taken to maintain the continuity of irrigation

field channels which are feeding the ayacuts on the other side of the road

embankment.

vii. Whenever the proposed road crossing water courses should as river tanks,

cannels and supply channels, RCC culvert or over bridge should be provided

for the free flow of water without any obstructions.

viii. The design and drawing of the cross-masonry structures and bridges should

be submitted to this office before commencing the works.

b. Operation Phase

During the operation phase, drainage pattern or hydrology of the area will not be

affected. Therefore, no impact is anticipated during operation phase and no

mitigation measures are required.



10-12

v. Impact on Ambient Air Quality

a. Design and Construction

During construction phase, there will be two main sources of air emissions i.e.

mobile sources and fixed sources. Mobile sources are mostly vehicles involve in

construction activities while emissions from fixed sources include diesel generator

sets, construction equipment (e.g. compressors) and excavation / grading

activities those produce dust emissions.

Certain amount of dust and gaseous emissions will be generated during the

construction phase from excavation machine and road construction machines.

Pollutants of primary concern include Suspended Particulate Matter (SPM) and

Respirable Suspended Particulate Matter (RSPM). However, suspended dust

particles may be coarse and will be settled within a short distance of construction

area. Therefore, impact will be temporary and restricted within the closed vicinity

of the construction activities along the road only.

Considerable amount of emissions of carbon monoxide (CO), unburned

hydrocarbon, sulfur di-oxide, particulate matters, nitrogen oxides (NOx), etc, will

be generated from the hot mix plants. Hot mix plants should be located away from

the populated areas and be fitted with in-built air pollution control equipment, the

emission shall meet National/Tamil Nadu Pollution Control Board standards.

Further, the hot mix plants must be sited at least 1 km in the downwind direction

from the nearest human settlement. It shall be ensured that the dust emissions

from the crusher and vibrating screens from the stone quarries do not exceed the

standards.

Summarily, generation of dust is likely due to:

Site clearance and use of heavy vehicles and machinery etc.

Transport of raw materials, borrow and quarry material to construction sites

Earthworks

Stone crushing operations at the crushers

Handling and storage of aggregates at the asphalt plants

Concrete batching plants and

Asphalt mixing plants due to mixing of aggregates with bitumen.



10-13

Generation of dust is a critical issue and is likely to have adverse impact on health

of workers in quarries, borrow areas and stone crushing units. This is a direct

adverse impact, which will last almost throughout the construction stage.

b. Operation Phase

During the operation phase, air quality along the proposed bypass will be affected

by vehicular traffic on the proposed bypass. The pollutants of primary concern

include SPM, RPM, Sulphur Dioxide (SO2), Nitrogen Dioxide (NO2), Carbon

Monoxide (CO) and Hydrocarbons (HC).

vi. Impact on Noise

The construction of the proposed bypass will be confined within the ROW. The

alignment of proposed bypass is outside the populated area During the

construction phase, noise will be generated from the various activities, such as,

site clearing activities, excavation, construction, compactors erection and

finishing.

vii. Impact on Flora, Fauna and Ecosystem

Important positive and negative impacts and mitigation measures on flora, fauna

and ecosystem due to proposed Trichy bypass are as given below:

As an estimate approximately 117 trees will need to be cleared for construction

of proposed Trichy bypass and will be compensated through compensatory

afforestation in 1:10 ratio.

There will be no loss of bio-diversity since no rare/endangered plant or animal

species is going to be eliminated due to construction of the proposed Trichy

bypass.

There will be no loss of animal habitat by the proposed Trichy bypass itself,

borrow pit areas and quarry sites.

The proposed bypass road will not affect migratory path of animal breeding

zone or important ecosystems.

The aquatic ecology will not be damaged due to construction and operation

phase of proposed Trichy bypass, as most of the natural water bodies/irrigation

tanks have been avoided during finalization of alignment.

At the natural drainage streams, suitable bridges and structures will be

provided on these water bodies crossed by proposed bypass.



10-14

The loss of trees and herbal cover at least during the construction phase, is

likely to produce some negative impacts.

During the construction of bypass near the irrigation tanks, silt fencing will be

provided.

viii. Impacts on Economic environment

The relatively short-lived economic impacts of the construction phase are likely to

be experienced in local communities for the duration of construction as workers

will make everyday purchases from local traders. This is likely to give a short-lived

stimulus to these traders that will disappear as soon as the construction is

complete. Wider, flow-on economic impacts will be experienced in other sectors

of economy as a result of purchase of construction materials and the payment of

wages and salaries. During the construction phase about 150 to 200 workers will

get direct employment.

10.5 Analysis of Alternatives

Alternatives for proposed bypass selection play very important role in protection

of the environment. Trichy Bypass has been proposed under 2/4 laning of Trichy

to Karur section of NH 67, for Trichy town from existing km 135+930 (bypass

chainage 0+000) to km 153+230 (bypass chainage 17+305) having a total length

of around 17.305 km and the stretch from km 1+000 (Design Ch 0+000) to km

6+745 (Design Ch 7+941) was passing through three irrigation namely

Kothamangalam, Kallikudi and Thayanur tanks. After detailed alternative analysis,

revised alignment passes through the bunds of irrigation tanks and agricultural

lands. Total land acquisition required for the revised alignment is 46.16 Ha. The

site is connected to nearby highways through already constructed portions of the

bypass.

10.6 Environmental Monitoring Plan

An institutional mechanism needs to be incorporated in the proposed bypass

management and execution system. NHAI will be responsible for the

implementation of all the mitigation and management measures suggested in EMP

for proposed Bypass in Tamil Nadu State. The NHAI will also be responsible for

implementation the complete resettlement and rehabilitation for all those affected

by the project and is committed to compensate the project affected and project

displaced families. The NHAI has organizational and institutional capacities to be

able to satisfactory complete the implementation of the Environmental



10-15

Management Plan (EMP). To ensure the effective implementation of the mitigation

measures and environmental management plan during pre-construction,

construction and operation phase of the proposed bypass, it is essential that an

effective Environmental Monitoring Plan will be designed and followed.

10.7 Social Impact Assessment

Total 46.16 hectare land will be acquired for proposed bypass. Total 167 plots

have been identified for land acquisition, out of which 151 plots are private land

while 16 plots are govt land. The ROW of proposed bypass is 60 meters. The

majority of the bypass alignment passes along the tank bunds and hence around

17.05% fall under Agriculture lands and 82.95% under Barren lands. Around

14.5% of the alignment area passes along tanks such as Aravangudi Tank,

KalliKudi Tank, Pirattiyur West Tank and Punganur Tank.

There is no house, shop, community or government building in the proposed

ROW. Therefore, no private or government properties will be affected through the

bypass.

10.8 Project Benefits

Reductions in adverse environmental impacts of transportations i.e. reduced

emissions; decrease in Final Particulate Matter (PM2.5), Respirable Particulate

Matter (PM10), SO2, NO2, CO and reduced noise and other impacts are also the

direct benefits of the proposed Trichy bypass.

The project corridor has avoided number of environmental sensitive irrigation

tanks and water bodies including Kallikudi tank, Tayanur tanks and the

environmental sensitive area of Nedu Malai Quarry areas.

The project road will serve as an important employment generator and will

provide employment opportunity during construction period. After construction

period the industrial and infrastructure development will provide enormous

employment opportunities.

The proposed bypass will reduce congestion in Trichy City. The accident will

be reduced on existing alignment in Trichy city after proposed bypass.

In order to make road accident free road signage and safety features have

been planned at the design stage. Required lightning shall be provided at the

locations of interchanges and other critical location to avoid accidents during

night in adverse climatic conditions.



10-16

10.9 Environmental Management Plan

The Environmental Management Plan (EMP) is a plan of action for avoidance,

mitigation and management of the negative impacts of the project. The

environmental enhancement is also an important component of environmental

management plan. During the design, construction and operation phase of project

road, anticipated impacts have been identified, assessed and evaluated. To

mitigate such adverse environmental impacts, environmental management plan

has been suggested in the EMP. Environmental Management Plan (EMP) also

include, reporting procedures and training for implementation of environmental

management plan. Environmental monitoring plan, which is essential part of

environmental management plan, has also been given with EMP.

Cost of Environmental Monitoring & Management Plan: The summary of

estimated cost for implementation of EMP and monitoring plan is given below:

Summary of Estimated Cost for Implementation of EMP and Monitoring

Sl. No. Various Activities Cost (Rs.)

1.0 Implementation of EMP 15290000

2.0 Environmental Monitoring 810000

Total 16100000

Say Rs. 1.61 Crores

EIA & EMP for Proposed Two / Four lane of Trichy Bypass Disclosure of Consultant Engaged

CHAPTER 11

DISCLOSURE OF CONSULTANTS ENGAGED

11.1 Disclosure of Consultant Engaged M/s ABC Techno Labs India Private Limitedhasentrustedfor carrying out EIA/EMP studies for the proposed Trichy Bypass. ABC Techno Labs India Private Limited, an ISO 9001, ISO 14001 & OHSAS 18001 Certified Company and NABET (QCI) Accredited Environmental Consultancy Organization. The office of ABC Techno Labs India Private Limited is located at Chennai as per details given below: ABC Techno Labs India Private Limited #400, 13th Street, SIDCO Industrial Estate (North Phase) Ambattur – 600 098, Tamil Nadu [email protected] ABC Techno Labs India Private Limited is accredited by NABET (QCI)in the following Sectors:

Sector Number

Sector Name Category

1. Mining of minerals (Opencast only) A (i) Mining (Open cast and Underground) B

3 Irrigation projects only A 4 Thermal Power Plant A 8 Metallurgical industries (sec. ferrous only) B 9 Cement Plants A 10 Petroleum refining industry A 15 Leather/skin/hide processing industry A 21

Synthetic organic chemicals industry (dyes & dye intermediates; bulk drugs and intermediates excluding drug formulations; synthetic rubbers; basic organic chemicals, other synthetic organic chemicals and chemical intermediates)

A

22 Distilleries A 24 Pulp & paper industry excluding manufacturing of B



Sector Number

Sector Name Category

paper from wastepaper and manufacture of paper from ready pulp without bleaching

28

Isolated storage & handling of hazardous chemicals (As per threshold planning quantity indicated in column 3 of Schedule 2 & 3 of MSIHC Rules 1989 amended 2000)

B

29 Airports A 31 Industrial estates/ parks/ complexes/

Areas, export processing zones(EPZs), Special economic zones (SEZs), Biotech parks, Leather complexes

B

33 Ports, harbours, jetties, marine terminals, break waters and dredging

A

34

Highways, Railways, transport terminals, mass rapid transport systems

A

36 Common effluent treatment plants (CETPs) B 37 Common municipal solid waste management facility

(CMSWMF) B

38 Building and large construction projects including shopping malls, multiplexes, commercial complexes, housing estates, hospitals, institutions

B

39 Townships and Area development Projects B

11.2 Expertise of ABC Techno Lab India Private Limited ABC Techno Labs India Private Limited is the first firm to be accredited by NABET (National Accreditation Board for Education and Training), Quality Council of India, as an EIA Consultant. We are equipped with in-house, spacious laboratory, accredited by NABL (National Accreditation Board for Testing & Calibration Laboratories), Department of Science & Technology, Government of India. Since establishment our focus is on sustainable development of Industry and Environment based on sound engineering practices, innovation, quality, R&D and most important is satisfying customers need. The company has successfully completed more than 100’s projects of variety of industries, in the field of pollution control. We are also dealing in the projects of waste minimization and cleaner production technology. Our



team of technocrats and scientists are well experienced to deal with the Designing, Manufacturing, Fabrication, Installation and Commissioning of Effluent/Wastewater Treatment Plants, Sewage Treatment Plants, Combined Treatment Plants. We are having a well experienced team of Scientists & Engineers who are looking after our well-equipped analytical laboratory with a facility including analysis of physical, chemical and biological parameters as per the requirements of the State Pollution Control Board and our clients.

11.3 NABET Accredited Environmental Experts Team for EIA Study ABC Techno Labs India Private Limited carried out EIA studies for proposed Trichy Bypass in Tamil Nadu. The multidisciplinary team comprising NABET accredited experts in the field of land use, air pollution control, air quality modeling & meteorology, water pollution control, ecology & bio diversity, noise/ vibration, socio economy, hydrology, geology, soil conservation, risks & hazard and solid & hazardous wastes management were deployed as team to carried out EIA studies for proposed Trichy Bypass in Tamil Nadu. Details of team members with their role and responsibility are given in Table 10.1.

Table 10.1: NABET Accredited Team for EIA Study

Name Role & Responsibilities

Vinod K. Gautam EIA Coordinator

Dr. N. Sukumaran FAE for Ecology & Bio-diversity

Vinod K Gautam FAE for Meteorology, Air Quality Modeling &

Prediction, Solid waste & Hazardous Management

and Risks & Hazard Management

Mr. Sushil U.

Meshram

FAE for Socio-Economic

Dr. R.K. Jayaseelan FAE for Land Use, Hydrology, ground water & water

conservation and Water Pollution Control

Dr.

MuthiahMariappan

FAE for Air Pollution Control

Mr. Vivek P. Navare FAE for Noise/ Vibration

Dr. FAE for Soil Conservation



SameerDeshpande

Mr. R. Rajendran Team Member for Solid waste & Hazardous

Management


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