environment management plan for the addition of...

ENVIRONMENT MANAGEMENT PLAN FOR THE ADDITION OF EASTERN CONNECTIVITY TUNNEL AT

KEMPEGOWDA INTERNATIONAL AIRPORT, DEVANAHALLI, BENGALURU, KARNATAKA

VIMTA Labs Limited, Hyderabad 1

1.0 INTRODUCTION

Bangalore International Airport Limited (BIAL) is the owner and developer of

Kempegowda International Airport located at Devanahalli, Bengaluru, Karnataka.

It is a public limited company and is a consortium of FIH Mauritius Investments

Ltd, Siemens project ventures GmbH, Government of Karnataka & Government of

India).

1.1 BACKGROUND

The primary access and circulation roadway for Kempegowda International

Airport (KIA) is the main access roadway (MAR) connecting the NH7 to the

terminal area facilities. Traffic leading to the airport and leaving the airport use

this road.

Robust growth in the passenger traffic to airport is noted over last few years

leading to congestion on NH-7. In-order to de-congest the traffic on NH-7, Office

of Commissioner of Police, Traffic Bangalore vide letter dated 23rd August 2016

advised Bangalore International Airport Limited (BIAL) to evaluate alternate

connectivity option to the Terminal Forecourt of Kempegowda International

Airport. Additionally, from uninterrupted operational requirements for airport of

size of KIA, alternate additional access are required.

It may be noted that in the Detail Project Report (DPR), submitted for the KIA

expansion program, (DPR, 6.6.2 Roadways & Kerbside proposals, page no149.)

connectivity to the eastern plot of the airport for of Cargo, MRO and commercial

development is being proposed. Based on the requirement of GOK, this cargo,

MRO, commercial connectivity is now planned to be extended to the Terminal

facilities for passengers.

BIAL has developed a South West Connectivity Road from BK Halli road to Main

Access road as an alternate access to airport (operational from Mar’18).

BIAL has also carried out studies to identify alternate connectivity to the terminal.

Following options were evaluated.

Option 1: Underground connectivity from south crossing the proposed NSPR as a

tunnel connectivity.

Option 2: Underground connectivity from Eastern side (Option2) of below

proposed airfield taxiway connecting SH-104 and terminal.

Based on pros and cons, Eastern access road is found to be a better and feasible

option given the reduction in traffic load it brings to the other airport access roads

The State of Karnataka plans to develop a second highway providing access to

the Airport to relieve anticipated congestion on NH-7. Access to BIA from Eastern

side through SH-104 (Eastern Access) catering to the eastern developments of

BIA comprising of Cargo, MRO and commercial developments proposed in that

area. This will be proposed as a six lane divided road with possibility of up

gradation to a 10 lane road in the future. This entry will help in segregating the

passenger traffic and the cargo traffic by providing separate access for them to




the airport, thus dividing the load on any particular road. This will also be a major

road for the cargo traffic originating or destined to the KIADB.

BIAL has explored all the possible options and decided to build an access tunnel

of length approximately 2,500 m and a link road of length approximately 1280 m.

Approximately 300 m of tunnel portion falls within the boundary of the NSPR

which needs to be constructed along Second stage of expansion (ongoing project)

to avoid any construction in the cross field taxiway in the future once it is

operationalized. The tunnel is proposed with 5.5 m clear height with 4 lane twin

box tunnel connecting the access road of the tunnel to the State Highway-104 via

a new approach road being constructed by PWD.

It is expected that the proposed alternate road connectivity will reduce

approximately 20% of traffic load on NH-7.

2.0 PURPOSE OF REPORT

This report is prepared for seeking amendment in Environmental

Clearance (F.no: 10-24/2012-IA.III dated 22nd August, 2014) for the

addition of Eastern Connectivity Tunnel at Kempegowda International

Airport at Devanahalli, Bengaluru, Karnataka.

As per Environmental Impact Assessment Notification dated 14th September,

2006 and 01.12.2009, the proposed project falls under category ‘A’ under project type 7(a) and requires Environmental Clearance (EC) from Ministry of

Environment, Forest and Climate Change (MoEF&CC) before the commencement

of any ground activity. Which requires Form-I along with Environment

Management Plan to be prepared and submitted to MOEF&CC for obtaining

amendment in Environmental Clearance.

3.0 ENVIRONMENTAL SETTING OF THE PROJECT

The location map is given in Figure-1. The study area representing 10 km radius

is shown in Figure-2. The environmental setting of the project is given in Table-

1.

TABLE-1

ENVIRONMENTAL SETTING AROUND THE PROJECT SITE

Sr. No. Particulars Details

1 Coordinates of airport boundary Latitude & Longitudes of Extreme Coordinates A: 130 12’35" N and 770 40’38" E B: 130 12’36" N and 770 43’03" E C: 130 12’22" N and 770 44’16" E D: 130 10’58" N and 770 44’13" E E: 130 11’10" N and 770 40’53" E

2 General Elevation above MSL About 899.2 m

3 Climatic conditions (IMD, Bengaluru)

A] Annual Max. Temp: 35.2 oC B] Annual Min. Temp: 13.8 oC C] Average Annual total rainfall: 980 mm D] Predominant Annual wind directions : West and East

4 Nearest Highways NH-7 connecting Bengaluru with Hyderabad (0.4 km, WNW) State Highway-207 (1.5 km, NE) State highway – 104 (adjacent towards S)

5 Nearest Railway Station Devanhalli Railway Station (4.0 km, N)




Sr. No. Particulars Details

Doddajala Railway Station (4.4 km, WSW)

6 Nearest other airports Airforce Station Yelahanka (10.7 km, SW) Jakkur Aerodrome (16.5 km, SW) HAL Airport, Bengaluru (27.1 km, S)

7 Nearest Village/City Devanhalli (4.0 km, N) Bengaluru (25 km, SSW)

8 Ecologically sensitive zones Nil within 10 km radius

9 Forest areas in 10 km radius Rayasandra RF (1.0 km, NE) RF Near Buvanahalli (1.0 km, NNW) Akkupel SF (3.8 km, N) Koramangala SF (6.4 km, NNE)

Mutsandra SF (7.2 km, SE) Marasandra SF (7.9 km, S) Mandibele RF (9.9 km, NE) Note: RF: Reserve Forest; SF: State Forest

10 Notified Historical/ Archaeological/ Tourist Places

Nil within 10 km radius

11 Defense and other related Establishments

Nil within 10 km radius

12 Major Water Bodies Bettakote Kere (adjacent to the BIAL complex in NE direction) Bandakodiganahalli Kere (0.5 km, SW) Dodda Sanne Kere (1.0 km, N) Chikka Sanne Kere (2.5 km, NNW) Doddaja Amani Kere (3.4 km, SW) Budigere Amani Kere (3.6 km, SE) Dakshina Pinakini River ( 5.5 km, E)

Hoskote Kere (5.6 km, SE)

Note: all distances mentioned above in ( ) are aerial distances




FIGURE- 1

INDEX MAP

Project

Site

STATE MAP




FIGURE-2

STUDY AREA MAP




4.0 PROJECT JUSTIFICATION & DESCRIPTION

Eastern Connectivity Tunnel

Kempegowda International Airport (KIA) proposes addition of a 4-lane tunnel to

cater as an alternative access to the Terminal Forecourt from the Eastern part of

the city. Connecting the under-construction Secondary Access Road (SAR) and

the new Eastern Connectivity Road being constructed by the PWD on the Eastern

Boundary of KIAB from KSRDCL road, this proposed tunnel is about 2.5 km long

with approach road of about 1.28 km and passes under the aprons and the cross

taxiway of the proposed Airside development. This section describes the factors

which influence site selection for the proposed development, infrastructure and

utilities available, water requirement and power requirement etc. The layout map

is given in Figure-3 & 3A

4.1 Land-use

The notified site area of Kempegowda International Airport (KIA) is 1622 ha

(4009 acres). The existing land use details are given in Table-2.

TABLE-2

SUMMARY OF EXISTING LAND USE

Sr. No.

Land Use Category

Developed

Area (Ha)

Developed

Area (acres)

(%)

1

Airfield

676

1670

41.72

2

Vacant

648

1601

40.00

3

Non Aeronautical development

188

465

11.61

4

Passenger Terminal

40

99

2.47

5

Ground transportation and parking

31

77

1.92

6

Air cargo

16

40

0.98

7

Airport and airline support

14

35

0.86

8

Utilities

9

23

0.43

Total Area

1622

4009

100

Land for ECT:

Proposed ECT construction will be taken up within the airport premises.




FIGURE-3

MASTER PLAN- OVERALL LAYOUT PLAN




FIGURE-3(A)

LAYOUT SHOWING EASTERN TUNNEL CONNECTIVITY




4.2 Water Requirement

Existing Airport:

The total water demand for Kempegowda International Airport (KIA) by the year

2030 is estimated to be 52.80 MLD, inclusive of aeronautical & non-

aeronautical uses. Aeronautical use water demand is projected to be 18.00 MLD,

while water demand for non-aeronautical uses is estimated to be 34.8 MLD. The

fresh water requirement for aeronautical is 7.20 MLD and for non- aeronautical is

20.88 MLD. The total fresh water requirement is 28.08 MLD. The water demand

for non-potable use will be generated through waste water recycling and rain

water harvesting initiatives proposed. The details are given in Table-3.

TABLE-3

Sr.No Particulars Aeronautical

Development

Non-

Aeronautical

development

Total

(MLD)

1 Potable Water Demand 7.20 20.88 28.08

2 Non-Potable Water

Demand

10.80 13.92 24.72

Total 18.00 34.8 52.80

Proposed ECT:

During construction phase of the tunnel, the water requirement will be about

2,25,000 m3 which will be supplied by BWSSB.

The present water requirement will be met from Bangalore Water Supply and

Sewerage Board (BWSSB) (19 MLD) Water requirement is envisaged for

firefighting during operational phase.

4.3 Power Requirement

The total power requirement for KIA by 2030 is projected to be 325 MVA. The

power shall be supplied by Bengaluru Electricity Supply Company (BESCOM).

DG sets have been provided with inbuilt and buried fuel (HSD) storage tanks.

The required fuel is sourced from the nearest oil depots. It is proposed to install

five power houses of approximately 2500 m2 and 70 MVA each. The power

requirement for existing airport facilities is about 25.8 MVA which is being met

from the power supply of BESCOM to the airport. The backup power supply

available for the airport is about 10.9 MVA and shall be further augmented as

required. The demand estimation for aeronautical zone and non aeronautical

zone is given in Table-4.

TABLE-4

DEMAND ESTIMATION

Zone MVA

Aeronautical development 100

Non Aeronautical Development 225

Total 325




Proposed ECT:

The power requirement for the proposed ECT will be about 1500 kv which will be

met from existing source. Temporary DG power is used for construction.

4.4 Employment

Existing Airport:

The total employment potential of KIA by 2030 would be 2.35 lakhs. As all

facilities and functions at KIA (like any other international airport) shall operate

on 24X7 basis, Average no. of employees at airport at any one point of time shall

be 2.35 lakhs/3=Approx. 78000, as all staff and employees shall be working in 3

shifts of 8 hours each. The details are given in Table-5. The expansion of KIA will

have a pronounced imprint on the local and regional economy. The above forecast

confirms the importance of KIA as an employer in the region and Karnataka state

and is expected to infuse regional development and economic growth of the

region. There is likely to be a large manpower for skilled personnel to helm with

the growth at KIA.

TABLE-5

EMPLOYEE DETAILS

Employment Employees

Direct (60,000 aeronautical + 1.75 lakhs non-

aeronautical)

2,35,000

Indirect 7,050

Induced 8,225

Total 2,50,275

Proposed ECT:

For the construction and operation of the tunnel the approximate manpower

requirement will be about 150 and 50 persons respectively.

5.0 TRANSPORTATION NETWORK & NODES

The proposed transportation network shall include central nodes, serving as

public transportation centers & multi-modal hubs for KIA. Primary aim of the

nodes is to establish multi-modal public transportation interface and network to

increase accessibility and mobility of all users, within KIA and to the surrounding

airport catchment including the city of Bengaluru, surrounding region, all major

places of tourist, business and cultural interest. The nodes will offer increased

accessibility by providing modes/system of transportation at all the Zones of KIA,

City at a Regional Level. It will provide an efficient system by making traveling

more scheduled and hassle free. Proposed transportation network shall include

the world class stations on Metro Rail and on area adjoining it to provide

seamless, obstacle free transport connectivity to the KIA, City and the Region,

integrated with surface transport nodes and parking areas. This landuse category

will include uses like all roads, and parking areas, Metro Rail Stations, PRT, Bus

Stops (for Airport Express Buses/ Shuttle Buses), MLCPs for Terminal Parking

(for Passengers), MLCPs for Taxi Staging, MLCPs for city side Users, pedestrian

walkways, under passes and skywalks, etc.




6.0 BASELINE ENVIRONMENT MONITORING STATUS

6.1 Study on Ambient Air Quality & Noise Levels at the Existing Airport

Ambient Air Quality Monitoring is being carried out at 10 locations at the site as per

the instruction of KSPCB. Monitoring is carried out once in a month at all 10

locations. Location map showing the monitoring locations is given below in Figure-

4 & 4A. The noise monitoring is being carried out in 4 locations. The waterwater

quality analysis is being carried out at inlet and outlet of STP and report attached

as Annexure-I. The range of observation of all the monitoring locations of air

quality and noise levels are given in Annexure-I.

FIGURE-4

AMBIENT AIR QUALITY MONITORING LOCATIONS




FIGURE-4(A)

PHOTOGRAPHS SHOWING AMBIENT AIR MONITORING STATIONS

7.0 ENVIRONMENT MANAGEMENT PLAN

The Environment Management Plan (EMP) is required to ensure sustainable

development. Hence it needs to be an all encompassing plan for which the project

authorities, Government, Regulating agencies like Pollution Control Board etc.

working in the region and more importantly the affected population of the study

area need to extend their cooperation and contribution.

The Management Action Plan aims at controlling pollution at the source level to

the maximum extent possible, with the available technology, followed by

treatment measures before they are discharged. Specifically, the EMP lays stress

on key environmental aspects and issues of the project during operation phase

by:

Identifying potential environmental impacts;

Recommending mitigation measures for the negative impacts;

Identifying opportunities for enhancement measures;

Formulating Environmental Action Plans (EAPs) which specify mitigation,

activities during project implementation and operation.

The potential environmental impacts to be regulated from the proposed project

are summarized below:




Air pollution due to the emissions from various activities;

Noise pollution due to various noise generating equipment;

Wastewater generation from domestic activities; and

Solid waste (STP sludge) disposal.

In order to minimize these adverse impacts and to ensure that the environment

in and around the project site as well as the neighbouring population is well

protected, an effective Environment Management Plan is developed for

construction phase as well as operational phase.

7.1 Environment Management Measures during Construction & Operation

Phase

The construction phase involves site preparation, transportation of construction

materials, equipment and construction of the infrastructure. During this phase it

is imminent that workers/labourers would be staying on site till the completion of

construction. However, this is not a long term impact as this is a temporary

phase. It is envisaged that there would be some effect on the existing

environment. The project proponents, in order to minimize these impacts, would

undertake the required preventive and remedial measures which are outlined

hereunder.

7.1.1 Land use and Topography

There will not be any change in land use within the project area. As the

construction of the proposed eastern tunnel will be within the airport premises.

Hence, no additional land acquisition involved. The land is already categorized

under public utility zone and there will not be any change in land use pattern. The

proposed project does not involve neither tree felling nor disturbance in

vegetation cover.

7.1.2 Soil Management

The excavation for underground tunnel will be to the tune of 10,00,000 m3.

Excavated soil from the construction area will be partly used for back filling, for

reclamation of low laying areas and green belt development in the site. This

excess volume if any for green belt development will be treated as a contingency

to cover any additional losses that may occur during construction such as losses

during clearing & grubbing, settlement and consolidation of native soils

underlying proposed embankment areas and for any removal & disposal of

unsuitable or unstable materials encountered (wet areas, organics, buried debris,

etc.).

The dripping of oil from construction vehicles might cause soil contamination. In

order to prevent soil contamination likely to result from the oil spill and dripping

from vehicles, drip pans shall be placed at the parking places of vehicles and the

dripped oil shall be collected and subsequently sent to the authorized recycling

agencies.

The hazardous materials used during the construction may include petrol, diesel,

welding gas and paints. These materials shall be stored and handled according to

the guidelines specified under Manufacture, Storage and Import of Hazardous

Chemical Rules (MSHIC) and Hazardous Wastes Storage, Handling and




Transportation Rules of MoEF&CC. Some of the precautions of storage and

handling of hazardous materials and waste includes the following:

Dyked enclosures shall be provided which can contain complete contents of

the largest tank;

Diesel and other fuels shall be stored in separate dyke enclosures;

Wherever possible, hazardous raw materials to be substituted by non-

hazardous materials, e.g. cleaning solvents can be replaced with film-free bio-

degradable cleaners, usage of non-chlorinated strippers instead of strippers

containing methylene chloride and substitution of water based paints for oil-

based ones;

Separate storage of waste paints and thinners, contaminated rags and

brushes to facilitate recycling and reuse. Rags could be laundered for reuse;

Installation of on-site recycling equipment to be considered by large painting

sub-contractors;

Vehicle maintenance area will be designed to prevent contamination of ground

water by accidental spillage of oil; and

Maintaining appropriate inventory control.

Apart from localized constructional impacts within airport site, no adverse impact

on the soil in the surrounding area is anticipated.

7.1.3 Air Quality Management

Anticipated Impact

Construction phase would involve site clearances and preparation, infrastructure

development and other related activities and Operational phase would involve

emissions from vehicular movement and diesel generators and negligible

emissions from sewage and solid waste handling and disposal.

In order to control emission of pollutants during operation of the DG sets,

adequate stack height will be provided for wider dispersion into the atmosphere.

The stack height for DG sets will be as per CBCB/MOEF&CC prescribed norms.

Green belt and green cover will also be provided to absorb the dust and gaseous

emissions due to the traffic within the campus.

Mitigation Measures for Fugitive Emission Control

Adopting techniques like, air extraction equipment, and covering scaffolding,

hosing down road surfaces and cleaning of vehicles can reduce dust and vapour

emissions. Measures include appropriate containment around storage tanks and

materials stores to prevent spillages entering watercourses.

The other measures to reduce the air pollution on site are:

Sprinkling of water and fine spray from nozzles to suppress the dust.

On-Road- Inspection should be done for black smoke generating machinery.

Promotion of use of cleaner fuel should be done.

All DG sets should comply emission norms notified by MoEF&CC.

Use of covering sheet to prevent dust dispersion at buildings and

infrastructure sites, which are being constructed.




Material storages / warehouses –should be taken to keep all material storages

adequately covered and contained so that they are not exposed to situations

where winds on site could lead to dust / particulate emissions. Fabrics and

plastics for covering piles of soils and debris is an effective means to reduce

fugitive dust.

Management of Dust Emission due to Transportation

Construction area consists of large open area;

To reduce dust emission due to vehicle movement, vehicle access area is

limited through designated pathway;

Speed limit of 30 km/hr is fixed for vehicles, and speed monitoring is done;

All aggregate transporting vehicles are covered on top to prevent emission of

dust;

Use of covering sheets will be done for trucks to prevent dust dispersion from

the trucks;

Paving is a more permanent solution to dust control, suitable for longer

duration projects;

Speed bumps are commonly used to ensure speed reduction. In cases where

speed reduction cannot effectively reduce fugitive dust, it may be necessary

to divert traffic to nearby paved areas.

Dust emission control measures are shown in Figure-5 &5A.




Red line indicated the main access to site and yellow is the temporary access in

the site

FIGURE-5

LAYOUT OF DESIGNATED VEHICLE ACCESS ROAD




Aggregate transporting vehicles covered on top to prevent emission of

dust

FIGURE-5(A)

EMISSION MANAGEMENT DUE TO TRANSPORATION

Demarcated vehicle access route Speed monitoring of vehicle




WATER SPRINKLING TO SUPPRESS THE DUST

Water tankers are engaged for water sprinkling to suppress the dust

Sprinkling is done along access roads, runways, taxiways, plant areas, site

peripheries etc

Photographs showing the water sprinkling to suppress the dust are given in

Figure-6.

FIGURE-6

WATER SPRINKLING TO SUPPRESS THE DUST




Work area green cloth barricading to prevent dust emission

FIGURE-6(A)

DUST CONTROL MEASURES

Sand heap covered by tarpaulin to prevent dust emission




Dust Control Measures At Batching Plant Area:

DUST CONTROL MEASURES

EAST FENCING Total length covered – 1.5 Km

SOUTH FENCING Total length covered – 2.6 Km

Aggregate Feeding Bins Covered By

Green Cloth To Prevent Dust

Emission

Regular Cleaning Of Silo Bottom Filter




M-Sand Stock Pile Covered By Green Cloth To Prevent Dust Emission

Nearly 5000 m2 Green Cloth Is Used Till Now For Covering

Covering Conveyor Belt And Hoppers With Gi Sheets




Dust Control Measures At Hot Mix Plant Area:

Wind Break Wall Construction In Progress Proposed Fog Canon System

The Filtered Dusty Material Will Be Mixed With Water And Made Into Slurry To Prevent Dust Emission




Impact on Traffic and Road Network

The proposed project of expansion (ultimate capacity) of passenger handling

capacity will lead to an increase in road traffic due to increase in aviation activity.

BIAL has conducted extensive traffic study for a period of one week to know the

existing traffic volume. Landside traffic survey has been conducted at the seven

locations by BIAL in existing airport complex at trumpet flyover, secondary access

road and main access road (inbound and outbound). The observed landside traffic

details are given in the Table-6.

TABLE-6

DETAILS OF EXISTING LANDSIDE TRAFFIC

Survey Point Location and Direction Daily Total (in Vehicles)

Daily Total (in PCU)

VI VI-A At Trumpet & Airport Entry – From Bengaluru

19118 20669

VI-B At Trumpet & Airport Entry – From Hyderabad

2934 3309

VI-C At Trumpet & Airport Exit to Bengaluru 18521 19893

VI-D At Trumpet & Airport Exit to Hyderabad 2331 2561

V2 V2-A Secondary Access Road Trumpet- Airport 2512 4281

V2-B Secondary Access Road Airport-Trumpet 2160 3584

V3 V3-A Major Access road East of the Eastern Roundabout (inbound)

19410 20893

V3-B Major Access road East of the Eastern Roundabout (outbound)

20075 23886

V4 Inner Curb 4736 4729

V5 Outer Curb 15917 16019

V6 Terminal Curbside Exit 30420 31267

V7 Parking Access Road 9561 9652

Source: Earlier EIA Report, 2014

Traffic due to Proposed Project (estimated to ultimate capacity)

The forecast of increase in landside traffic has been done by international consulting

company M/s Landrum & Brown (source: Earlier EIA report).

Transport Mode Share

The modal share assumed in the traffic forecast is based on the current modal share

pattern of air travellers and employees at BIA, proposals of future public transit

facilities and the accessibility to the same, trip length, purpose and frequency of

travel and income level of users. Model share for traffic assignment is given in

Table-7. TABLE-7

MODEL SHARE

Trip Category Cars (%) Two Wheelers (%) Buses

(%) Trains (%)

Air Passengers 71 0 20 9

Airport

Employees

5 23 56 16

APC Employees 12 22 51 15

APC Visitors 21 26 45 8 Source: DPR




Note that the figures above represent overall mode shares for the total trips

generated in each category of development. Mass Transit share of upto 20% and

upto 50% has been allocated to the airport passengers and employees respectively

only for zones that have close access to the mass transit corridor.

There will be considerable shift of trips to the HSRL/Metro system (from the road

based system) assumed to be functional by 2029-30. Under this scenario, 50% of

trips produced at the residential zones near the HSRL stations are assumed to shift

from road to HSRL/Metro systems. The peak hour traffic and the corresponding lane

requirements in the major arterials leading to KIA are given in Table-8.

TABLE-8

REQUIREMENTS OF MAJOR ARTERIAL ROADS

Sr. No. Inbound Peak Hour Traffic - One

Direction Traffic Volume (PCU)

No of Lanes per Direction

1 Traffic Entering KIA(West) 11283 10

KIA(West) via Trumpet 6800 6

KIA (West) via South West Access

Road 4483 4

2 Traffic Entering APC W 6005 5

3 Terminal Traffic 5278 5

4 APC East 1777 2

Source: EIA, 2014

Proposed ECT:

The proposed Eastern Connectivity tunnel will divert the traffic of landside and

prevents from traffic congestion in landside.

Management

Height of the stack for DG sets will be kept as per CPCB guidelines;

Measures for vehicles and equipment with internal combustion engines will be

taken in the operational phase also;

Providing adequate buffer zones where pollution concentrations is highest to

reduce the impact of emissions;

Appropriate design of access roads to avoid traffic jams to reduce air

pollution;

Providing suitable green belt / green cover to reduce the impact of air

pollution; and

Vehicles moving within the airport will be maintained and emission checks will

be carried out on regular interval.

7.1.4 Water Quality Management

Construction Phase

The construction phase would involve water requirements for the following

activities:

Site preparation: Involves levelling for infrastructure development.




Water is required for dust settlement, consolidation, compaction and curing.

Construction of building infrastructure involves water for construction

activities and domestic and other water requirements for labour and staff

onsite.

Wastewater Generation and Utilization of Treated Wastewater

Total wastewater generation will be about 58.618 KLD for the entire airport

operations. The domestic wastewater generated labour colony will be treated in a

Sewage Treatment plant (STP) of 100 KLD capacity. Treated wastewater received

from the STP will be utilized within the project premises for gardening and

flushing. The remaining treated wastewater will be utilized for flushing purpose

and thus, no wastewater will be discharged outside the premises. The treated

wastewater utilization details are given in the Table-9. The schematic diagram of

sewage treatment plant is shown in Figure-7.

TABLE-9

TREATED WASTE WATER UTILIZATION DETAILS

Sr. No. Particular Water Requirement

(KLD)

1 Water required for gardening 18.6

2 Water available for flushing 40.0

Total 58.618

Wastewater Management

o At Labour Camp

Wastewater Management

Domestic sewage from labour colony is treated in Sewage Treatment Plant

and recycled for water sprinkling to suppress the dust;

Nearly 50 KL wastewater is recycled daily;

Municipal solid waste from labour camp and office areas is disposed off on

daily basis to authorized agencies; and

Separate storage area are identified for other waste materials generated and

will be disposed through authorized dealers.

The photograph showing the sewage treatment plant is given in Figure-7.




FIGURE-15

FIGURE-7

SEWAGE TREATMENT PLANT FOR WORKMEN CAMP

Storm Water Drainage System

In general, the rainwater from terraces and other elevated open areas shall be

collected through rainwater down-take pipes and connected to catch basins. The

rain water from hard courts and landscaped area shall be collected by catch

basins through a RCC pipe network/or open drains with gratings and connected to

the storm water manholes/channels in the complex. The collected water from the

catch basins will be diverted to rain water harvesting pits. Provision shall be made

for rain water harvesting as required by the Codes. Drainage system is under

execution to prevent accumulation of water inside the labour colony.

Layout showing proposed drainage system at labour camp are given in

Figure-8.

Wastewater Generation from proposed ECT: (Operational Phase)

There will be only domestic wastewater generation during the operational phase

of ECT. Which will be diverted to existing STP and reutilized.




FIGURE-7

LAYOUT SHOWING DRAINAGE SYSTEM AT LABOUR CAMP




Water Conservation Initiatives:

Rain Water Harvesting:

Water harvesting refers to the collection and storage of rain-water and also

harvesting surface and ground water, prevention of loss through evaporation and

seepage, and other hydrological and engineering interventions aimed at

conserving water.

The advantages of using rain water harvesting structures are as follows:

o Water harvesting recharges ground water and is an ideal solution to water

problems in areas with inadequate water resources.

o Increase in ground water aquifer level due to methods of enhancing

infiltration

o Mitigation of the effect of drought

o Reduction of storm water runoff into the public drainage system

o Reduction of flooding of the roads during monsoons

o Removal of pollutants and soil from the storm water runoff

o Reduction of soil erosion

Planning to collect the storm water from camp roof gutters for ground water

recharge. As an initiative of Rain water harvesting construction of ponds are in

progress (Pond 3 and pond 6).

The photographs of the ponds are shown in Figure-9.

Approximate water holding capacity of these ponds after excavation will be

Pond 3 - 290,000 m3 Pond 6 - 150,000 m3

FIGURE- 9 PROGRESS OF CONSTRUCTION PONDS




Noise Level Management

Anticipated Impact

During the construction phase, the following source of noise pollution is expected

Construction equipment – Movement of Vehicles, DG sets operation.

During operational phase the following sources of noise pollution is expected:

Diesel generator operations

Increase in transport noise from within the site due to the movement of

vehicles

Mitigation Measures

It is important that no new development is carried out within areas where

expected noise levels will cause mental and physical fatigue or permanent loss of

hearing. In case development in such areas is essential, adequate sound

insulation should be provided for the building. There are two ways of applying

controls or measures. The first is to plan so as to keep the noise at a distance.

Under this aspect comes the separation of housing from traffic noise by

interposing buffer zones, and the protection of schools and hospitals by green

belts, public gardens, etc. The second is the principle of shading or screening. Use

of noise deflectors can also help in reducing the noise. This consists of

deliberately interposing a less vulnerable building to screen a more vulnerable

one or by providing a solid barrier such as a wall between the source and the

location to be protected and the protection of schools and hospitals by green

belts, public gardens, etc. The second is the principle of shading or screening. Use

of noise deflectors can also help in reducing the noise. This consists of

deliberately interposing a less vulnerable building to screen a more vulnerable

one or by providing a solid barrier such as a wall between the source and the

location to be protected.

Control of noise from road traffic: Tree plantation will be carried out on both

sides of carriage way help to muffle the noise provided.

Management Measures during Phase:

Maintenance of vehicles to reduce noise levels;

Personnel working in noisy areas will be provided with ear plugs/mufflers to

reduce the noise impacts;

The DG set will be provided with acoustic enclosures and exhaust mufflers for

effective noise reduction of 25 dB(A) each;

Sources of intermittent noise generating equipment such as compressors will

be provided with appropriate acoustic barriers so that the noise level within

100 m of these facilities when in operation will be less than 70 dB(A); and

Noise attenuating green belt / green cover shall be developed for effective

reduction in noise wherever feasible.




7.1.5 Waste and Hazardous Material Handling

Existing Airport

Air Side

Solid waste will be generated from different facilities i.e. PTB, flight catering,

cargo handling areas, aircraft maintenance, GSE, medical facility, STP etc. The

estimation is done for different planning years and the solid waste generation will

be approximately 0.35 tonne/day for the ultimate capacity (2029-2030). Waste

will be disposed through authorized agents. Recyclable is segregated & given to

recyclers.

City Side

Based on the data of solid waste generation from cityside land uses, detailed

estimation has been carried out for solid waste generation quantity from different

facilities i.e. hospitality, commercial/office spaces, retail and F&B, entertainment,

health care and educational institutions, MICE, cultural & event spaces,

pedestrian plaza, transport facilities. Based on the present scenario, it has been

estimated that about 60 tonnes/day of waste from airside and 122.6 tonnes/day

from cityside would be generated during the ultimate phase i.e 2029-30.

ECT Construction Phase

The construction phase waste will comprise of excavated and demolition material.

The different types of wastes need to be handled as per their needs and

regulatory requirements. It is not possible to dispose off all type of wastes onto

the land and has to be dealt with depending upon their type and characteristics.

Building construction leads to generation of sand, gravel, concrete, stone, bricks,

wood, metal, glass, polythene sheets plastic, paper etc. as waste.

Hazardous materials such as diesel, fuel oil, lubricating oil during construction

phase should be stored properly as per the safety regulations. Combustible

wastes should be burnt in a controlled manner and other category of wastes

should be disposed off at identified dump site. Accidental spillages of oil from

construction equipment and storage sites should be prevented.

Major solid waste generation from the premises is mostly municipal solid waste.

Municipal solid waste from labour camp and office area are disposed on daily

basis. Separate storage areas are identified for other waste materials generated

and will be disposed through authorized agencies.

The sludge generated from the Sewage Treatment Plant will be used as manure

for greenbelt development.

Used Oil from DG Sets

The used oil generated from the DG sets will be stored in separate tank as per

Hazardous Waste management Rules, 2008 and sent to the authorized agencies

recognized by SPCB.




Other Solid Waste Generation

(i) Municipal or domestic waste;

(ii) Landscape waste; and

(iii) Waste DG set oil.

An effective solid waste management system will be followed. Measures to be

taken to minimize the adverse impact due the said waste are given below:

Municipal Solid Waste

Adequate number of collection bins separate for biodegradable and non-

biodegradable waste shall be provided as per The Municipal Solid Waste

(Management and Handling) Rules. Waste form such bin shall be collected

separately on daily bases. All the collection bins shall be properly maintained on

regular bases. Arrangements will be made for providing a central garbage station

or transfer point, from where all waste collected from collection bin shall be

disposed off to the authorized agencies.

Landscape Waste

Landscape waste comprises of fallen leaves and other vegetative material shall be

collected at the secured location such that it shall not hindered daily activity

schedule or washed away by the surface run off causing choking of drains, etc.

For such waste also, adequate arrangement shall be worked out with municipal

authority to collect and disposed in appropriate manner.

Waste Oil from DG Sets

The waste oil generated due to usage of DG sets will be stored and subsequently

given to the authorized hazardous waste management agencies recognized by

Pollution Control Board (PCB). The hazardous waste generated from the facility

will be stored and disposed off as required by the Hazardous Wastes Management

and Handling Act Amendment Rules (MoEF&CC, 2008).

Solid Waste During Operational Phase

Adequate provision should be made for storage of solid waste and for easy access

to the dustbins;

for labours from source to the place of storage, and

from the place of storage to a collection point specified by the waste collection

authority and/or contractor

Three colours of wheeled bins: - dark grey for inert waste, green for wood and

ply waste and blue for hazardous waste can be used.

The photographs showing waste management are given in Figure-10 & 10A.

Solid waste Generation – During operational phase of ECT:

During operational phase of Eastern Connectivity tunnel the generation of solid

waste will be minimal being a route for transport of passengers.




FIGURE-10

COLOUR CODED WASTE BINS PROVIDED FOR SEGREGATION OF WASTE




FIGURE-10(A)

WASTE COLLECTED ON DAILY BASIS

REGISTER MAINTAINED ON WASTE DISPOSAL




7.1.6 Ecological Management

Primarily the land required for setting up of proposed project activity is within the

existing airport premises and there is not much of green cover. Thus, the floral

significance at the proposed plant site is negligible and impact of construction on

flora will be negligible.

Green Cover: Tree plantation should be undertaken at the time of preparation of

site so that they would grow to considerable size by time of commissioning of the

proposed project. Ecological management given in Figure-11.

Tree Plantation Proposed:

• Total of 70 tree saplings are planted so far at labour camp.

• Survival ratio of 91% is obtained

• From construction site, so far 5 trees are relocated/transplanted

FIGURE-11

TREE PLANTATION




7.1.7 Socio-Economic Environment

Provision of wage employment to the local public during construction period of

the project will contribute to un-employed public and might reduce the

dependency on main workers of the surrounding families. This initiative will

promote the income levels of the construction laborers and lead for their socio-

economic well-being during the construction phase, which will be a positive

impact due to the project. The existing airport provides employment to people of

different skills and trades. The local population is the largest beneficiary among

these employees. The employment potential ameliorate the economic conditions

of these families directly and provide revenue generation opportunities to many

other families indirectly who are involved in business and service oriented

activities. This in turn will improve the socio-economic conditions of the region.

7.1.8 Health and Safety

Medical care is provided for the laborers in the camps. Awareness programs will

also be conducted on communicable diseases and their spread. The movement of

heavy equipment should be done with proper precaution to prevent any accidents

on the road. Occupational risk should be minimized at the project site through

implementation of a full proof safety system. Speed limit set for movement of

vehicles will be 30 km/hr on village roads to reduce risk of accidents or injuries.

Safety training should be provided to all construction workers on operation of

equipment. Security should also be extended during non-working hours to ensure

there is controlled access to the machinery and equipment. The measures taken

for workman welfare are given below:

Pre deployment medical checkup is done for all workmen. Well-equipped

medical center is functioning inside the camp with scheduled doctor visit

Well facilitated rooms are provided for workmen at labour camp with beds,

cots, drinking water and other arrangements

Adequate toilet and washing facilities are provided

A canteen is set up inside the camp for workmen

Potable water is supplied to workmen through RO plant

LABOUR CAMP WITH ADEQUATE CIVIC AMENITIES




8.0 TUNNEL OPERATIONS SAFETY MEASURES – SPECIFIC TO PROPOSED EASTERN

CONNECTIVITY TUNNEL

Infrastructure supporting tunnel operation will include, traffic monitoring &

management systems, in-tunnel safety systems (fire protection and monitoring

systems), tunnel ventilation system, cross passages for vehicle diversion, in-tunnel

communication system and emergency exit points for the users.

Traffic Operations System (TOS):

Traffic monitoring & management system shall comprise of cameras along the

length of the tunnel including the approach ramps and backend analysis system for

recording & storing the type of vehicles entering/exiting the tunnel, generating

warning pop-ups for slowing or stopping vehicles inside the tunnel. Traffic lights

controlling and regulating the traffic passing through the tunnel including the use of

the cross passages will be connected to the TOM (Tunnel Operations Management).

This will also in turn will be connected to the Environment Control System

controlling the tunnel ventilation, fresh air supply and exhaust fume extraction

system. This will also provide the required inputs for incident detection inside the

tunnel.

MEDICAL CENTER WITH 24X7 AMBULANCE

FACILITY

POTABLE WATER SUPPLIED THROUGH RO PLANT MEDICAL CHECK-UP BY DOCTOR




Environment Control System (ECS):

Environment Control System will comprise of monitoring units for detection of

various parameters like exhaust fumes (SOx, NOx, CO etc) which will in turn trigger

the operation of the foul air extraction fans and fresh air supply fans to maintain the

desired air quality & environment in the tunnel. Extraction fans are proposed along

the tunnel to facilitate this. Tunnel lighting and Fire Protection System (FPS) shall be

a part of this. The tunnel ventilation system is to be designed to maintain in-tunnel

air quality through the operation of a ventilation system linked to an automatic

control system receiving information from visibility, air speed and gas monitors (for

CO and NO/NO2).

Fire Protection System (FPS):

Fire hydrant system is proposed along the length of the tunnel to cater to fire

fighting needs of the tunnel arising due to any vehicle or other fire inside the tunnel.

There will be thermal cameras providing with temperatures inside the tunnel for

monitoring and generating alert trigger when it exceeds desired values. Some

extraction system shall be part of the ECS System. A fire rated central

walkway/passage between the roads will be used for evacuation of users by foot.

There will be fire rated staircases at intermittent points connecting the central

walkway to a refuge area in the upper level above the tunnel box to take the users

up to the surface during a fire or in an emergency. The refuge area will be normally

closed and will be provided panic doors for opening during emergency and fire.

Communication System (CS):

A communication will be provided for communication between various areas of the

tunnel and also the control room during an emergency.

Security Systems:

Security systems shall be a combination of the TOM systems, driver cameras,

vehicle checking systems like underbody cameras & portable vehicle scanners and

tyre killers which will be deployed before the tunnel entry and will be used as per

the requirement & threat perception. There will be control barriers and median cuts

for controlling and sending off undesired vehicles before the entry of the tunnel.

Tunnel Operations & Management Centre (TOM):

All the above systems shall be integrated and a tunnel control and management unit

shall be established either as a standalone building or integrated with the SOCC

(Security Operations Control System). This will enable tunnel managers and

emergency response agencies to manage operations and emergency incidents

flexibly. An Incident Management Response Sub-Plan of the Operations EMP is to be

prepared and critically appraised with emergency response agencies by means of

simulation exercises prior to the commencement of operation of the tunnel. The

overall traffic management will be also be conducted from TOM, which will collect

and process all data from in-tunnel monitoring systems and control all services

connected with safe tunnel operations. The KIA proposes phasing of lights on

intersections at either end of the tunnel will be managed by TOM to control traffic




flow into and out of the tunnel, having regard to conditions in tunnel and on the

surface road network.

While it is intended to exclude dangerous goods vehicles from the tunnel by

Regulation, this cannot guarantee the total exclusion of these types of vehicles from

the tunnels. Monitoring and reporting procedures will need to be established, and

the procedures and capacity for dealing with incidents involving these vehicles will

need to be adequate.

9.0 GREEN BELT/ GREENERY DEVELOPMENT

The principal airport level green space/ open area in the form of central linear

green is located along the airport access road. Secondary open areas shall be

planned in various locations in different landuse zones. The total area under this

zone shall be approximately 24.95 ha (61.64 acres).

Green Area/Green Belt Development In The Context Of Airport

Development

Green Development as part of Airport Development Project needs to be considered

in view of typical airport related constraints, such as –

A. Height Restriction -Development of green areas and planting of trees including

their types (as per height at maturity) is guided by the height restrictions imposed

by Airport Authority of India & DGCA Guidelines, hence any type of dense

vegetation with bigger height trees cannot be developed in the vicinity of Airport

operational area. Green Area development at BIAL is being done accordingly.

B. Bird Menace- Trees attract insects and birds which have potential to cause

maximum damage to aircraft. This requires a careful restricted selection of trees to

be planted on an airport premise, as a part of Airport Safety measures. Green Area

development at BIAL is being done accordingly.

C. Restriction In Operational Area - As part of Airport Operational

requirements, typically almost 70% of total Airport land area is defined as

Operational Area (Airside) where in the regular movement of flight movement

demands clear and clean area, without any form of vegetation (except

grass), which may affect the flight operations due to plants leading to bird nuisance.

Green Area development at BIAL is being done accordingly.

GREEN AREA/GREEN BELT DEVELOPMENT AT KIA

Bengaluru Airport Development is a greenfield project developed on vacant,

mostly rocky land outside Bengaluru city, with limited water supply resources.

Green Area development at BIAL is being planned and implemented in this

context. The percentage of the Green Belt Development in terms of the

overall Airport Development Area [4009 acres] is about 32 % including

turfed area on the airside between the runway, taxiway and apron.

First Phase of Green Area/Green Belt Development using indigenous species of

plants. The areas in this phase on the landside include,




Green area along the entrance road;

Tree plantation on peripheral areas of north and south slopes along with

Median planting on the Main Access Road;

Slope stabilization through grassed embankment along the swale;

Landscape area near ATC;

Landscape in Forecourt area; and

Landscape area adjacent to trumpet cloverleaf

BIAL has prepared over all Master Plan for Green Area / Landscape

Development for implementation in phases. Phase 1 of this is currently under

progress. The total plan shall be implemented in next 4-5 years. Green area

towards land side and airside are shown in Figure-12 & Figure-13.




FIGURE-12

GREEN AREA DEVELOPMENT PLAN ON THE LANDSIDE




FIGURE-13

GREEN AREA DEVELOPMENT PLAN ON THE AIRSIDE




FIGURE-13(A)

LANDSCAPE DEVELOPMENT AT TERMINAL FORECOURT




PRIORTY IMPLEMENTATION PROJECT-PHASE-1 ALONG MAIN

ACCESSROAD




10.0 EXPENDITURE ON ENVIRONMENT MANAGEMENT PRACTICES

The expenditure on environment management practices is given in Table-10.

TABLE-10

ENVIRONMENT EXPENDITURE FOR O&M

Sr.No Activities Expenditure INR

(Annual)

1 Operation and Maintenance of STP 1,06,28,000

2 Scientific disposal of municipal solid waste 5,000,000

3 Aviation noise monitoring 39,33,294

4 Monitoring of environmental parameters 4,71,995

Total 20,033,289




ANNEXURE-I

WASTEWATER ANALSIS REPORT

Sr.

No. Parameters

KSPCB

Limits

July, 2018

(Untreated

Water

Sample)

July,

2018

(Treated

Water

Sample)

1 pH 6.0 — 8.5 5.6 7.21

2 Oil & Grease, mg/l Max 10 4.0 BDL

3 BOD 3 days at 27°C, mg/l ≤10 92 7.0

4 COD, mg/l Max 250 450 48.0

5 Total Dissolved Solids,

mg/l Max 2100 2700 774.0

6 Residual Chlorine, mg/l >1.0 0.6 1.1

7 Turbidity, NTU <2 3.0 0.8

8 Total Suspended solids,

mg/l ≤10 28 6.0




AIR QUALITY MONITORING OBSERVATIONS

Date Location PM10

(µg/m3 PM2.5

(µg/m3) SO2

(µg/m3) NO2

(µg/m3) CO

(µg/m3)

6, 7 July, 2018 L & T Office (AAQM Station 1)

60

22

4.1

16

0.25

6, 7 July, 2018 South Gate (AAQM Station 4)

74

32

4.1

17

0.22

6, 7 July, 2018 Aster Gate (AAQM Station 8)

75

40

4.1

16

0.18

13, 14 July, 2018 Center of NSPR, South-East

end (AAQM Station 2)

71

24

4.3

12

0.18

13, 14 July, 2018 South Boundary, near factory

(AAQM Station 3)

84

46

4.1

14

0.25

13, 14 July, 2018 South Boundary, Dummanur

(AAQM Station 5)

68

30

4.3

16

0.21

20, 21 July, 2018 South Boundary, Mylanahalli

(AAQM Station 6)

74

38

4.5

15

0.21

20, 21 July, 2018 Near Pond 6 (AAQM Station

7)

64

33

4.2

14

0.26

30, 31 July, 2018 Alpha 2 (AAQM Station 9)

68

29

4.5

19

0.26

30, 31 July, 2018 BIAL STP (AAQM Station 10)

66

27

4.1

17

0.23




NOISE MONITORING OBSERVATIONS

AAI Begaluru, Noise Level Data

Month & Year Location Avg. Noise Level, dB (A) Leq

Day Time Night Time

July, 2018

a). East Gate 50.5 42.7

b). West Side 61.7 40.5

c). South Gate 48.2 41.3

d). Aster Gate 55.9 44.0

environment management plan for the addition of...

Documents