national highway authority of india (nhai) · national highway authority of india (nhai)...

NATIONAL HIGHWAY AUTHORITY OF INDIA

(NHAI)

FEASIBILITY STUDY FOR 6-LANING OF NH-8 FROM

UDAIPUR TO AHMEDABAD IN THE STATE OF

RAJASTHAN/GUJARAT ON DBFO BASIS UNDER

NHDP PHASE VPACKAGE – NHDPV/MC-II/BOT/DPR/10

CONSULTING ENGINEERING SERVICES (I) PVT. LTD.

57, NEHRU PLACE (5th FLOOR), NEW DELHI - 110 019

DRAFT ENVIRONMENTAL IMPACT ASSESSMENT

REPORT

OCTOBER, 2011

GOVERNMENT OF INDIA

Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 1 of 6

Document: 2007133/EC/ EIA Report Date: October, 2011

Contents Revision: R1

DRAFT EIA REPORT CONSULTING ENGINEERING SERVICES (INDIA) PVT. LTD.

CONTENTS

----------------------------------------------------------------------------- SL. NO. DESCRIPTION PAGE NO.

-----------------------------------------------------------------------------

CHAPTER – 1 INTRODUCTION 1-8

1.1 Preamble

1.2 Perception 1.3 Proposed Project (ToR No-ii & ToR No . iii)

1.4 Project Location

1.5 Need for the Project

1.6 Scope of the Study (approved by MoEF)

1.7 Structure of the Report

CHAPTER – 2 PROJECT DESCRIPTION 1-38

2.1 General Project Description (ToR No. ii)

2.2 Project Highlights

2.3 Basic Environmental Features 2.4 Improvement Proposals

2.5 Description of Improvement Scheme (ToR No. xxxi)

2.6 Geometric Design Standards – (ToR No. iv)

2.7 Service Roads

2.8 Proposed Highway Structures/ Pedestrian Safety Measures (ToR No. viii, ix, x,

xxiii)

2.8.1 Flyover : 2.8.2 Vehicular Underpasses :

2.8.3 Pedestrian Underpass

2.8.4 Overpasses/ Foot Over Bridge

2.8.5 Bus Bays

2.8.6 Truck Lay Byes

2.9 River /Canal and Nala Crossing

2.9.1 Major Bridges

2.9.2 Minor Bridge

2.9.3 Rail Over Bridges (ROBs)

2.10 Typical Cross-Sections

2.11 Accident Details/ Traffic Management Plan (ToR No. xxxiii)

2.11.1 Accident Details

2.11.2 Road Safety Measures and Monitoring Plan (ToR No. xxiv)

2.11. 3 Institutional Framework

2.11.4 Monitoring Framework, (ToR No. xxvi)

2.11.5 Traffic Signs and Pavement Markings, (ToR No. xxx)

2.11.6 Guard Rails and Traffic Safety Devices 2.11.7 Boundary Stones

2.11.8 Hectometer/Kilometer Stones





2.11.9 Traffic Blinker Signal (L.E.D) at Intersections:

2.11.10 Highway Lighting 2.12 Highway Landscaping

2.13 Material for Road – Construction (ToR No. xi)

2.13.1 Borrow Area Locations

2.13.2 Stone Quarry Locations

2.14 Water Demand (ToR No. xxi)

2.15 Land Requirement

2.16 Highways Encroachment (ToR No. xxv) 2.16.1 Prevention and Removal of Encroachment

2.16.2 Appointment of Highway Authority

2.16.3 Responsibility of Highway Authority

2.16.4 Provision for Safety and prevention of damage to Highways

2.17 Low land along Project Site (ToR No. xix)

2.18 Drainage Pattern (ToRNo. xxviii)

2.19 Debris Disposal (ToR No. xviii)

2.19.1 Procedure

2.19.2 Site Inspection

2.20 Project Benefit & Fuel saving (ToR No. xxii)

2.20.1 Environmental Benefit

2.20.2 Economic Benefit

2.20.3 Societal Benefits

2.20.4 Nation Benefits

2.21 Land – Reclamation – (ToR No. xxxv)

2.22 Total Project Cost, (ToR No. xxxix)

2.23 Cost Benefit Analysis

CHAPTER – 3 DESCRIPTION OF ENVIRONMENT 1-22

3.1 Physiography

3.2 Geology and Soil

3.3 Seismicity

3.4 Land Use Pattern 3.5 Hydrology/Drainage (ToR No. xx)

3.5.1 Drainage

3.5.2 Ponds & Water Reservoir

3.6 Climate & Meteorology, (ToR No. xii)

3.6.1 Climate and Seasons 3.6.2 Temperature

3.6.3 Relative Humidity

3.6.4 Rainfall

3.6.5 Cloud Cover

3.6.6 Wind Speed

3.6.7 Weather Phenomena

3.7 Air, Water and Noise Environment, (ToR No. xiii)

3.7.1 Ambient Air Quality

3.7.2 Monitoring of Water Quality

3.7.3 Monitoring of Noise Level

3.8 Biological Environment

3.8.1 Local Flora 3.8.2 Local Fauna





3.8.3 National Parks, Wildlife Sanctuaries & Biosphere Reserve

3.9 Amenities, Cultural and Religious Properties – (xxvi)

3.9.1 Religious Properties

3.9.2 Educational Institution

3.9.3 Medical Amenities

3.10 Communities Properties

3.10.1 Hand Pump

3.10.2 Tube Wells 3.11 Other Amenities

3.11.1 Petrol Pump

3.11.2 Restaurant and Dhaba

3.12 Recreation Resources

3.13 Cultural Heritage Sites (Archeological and Historical Monuments)

3.14 Key Environmental Features

CHAPTER – 4 ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 1-16

4.1 Positive Impacts

4.1.1 Transportation

4.1.2 Public Amenities

4.2 Negative Impacts

4.3 Potential Impacts

4.3.1 Physical Environment

4.3.2 Biological Environment

4.3.3 Social Environment (ToR No. xxxii)

4.4 Impacts During Design Phase

4.4.1 Impact on Land Resources

4.4.2 Impact on Biological Resources

4.4.3 Impact on Water Resources (ToR-No. xxix) 4.5 Impact During Construction Phase

4.5.1 Impacts on Geology

4.5.2 Impacts on Soil

4.5.3 Impacts on Land-Use

4.5.4 Impacts on Drainage

4.5.5 Impacts on Water Use

4.5.6 Impacts on Water Quality 4.5.7 Impacts on Air Quality

4.5.8 Impacts on Noise Quality

4.5.9 Impacts on Local Flora

4.5.10 Impacts on Local Fauna

4.5.11 Impacts on Solid Wastes

4.5.12 Impacts on Social Aspects

4.5.13 Rehabilitation and Resettlements

4.5.14 Impacts on Construction Camps

4.5.15 Impacts on Site Office

4.5.16 Impacts on Safety Aspects

4.6 Positive Impacts during Construction Phase

4.7 Impacts During Operation Phase

4.7.1 Land Use & Encroachment

4.7.2 Impact on Drainage & Water Quality

4.7.3 Impact on Air quality 4.7.4 Noise Level





4.7.5 Flora & Fauna

4.8 Without Project (No Investment Program)

4.9 With Project (Investment Program)

4.10 Alternative Alignments

CHAPTER - 5 ANALYSIS OF ALTERNATIVES 1-3

CHAPTER -6 PUBLIC INVOLVEMENT AND DISCLOSURE 1-6

6.1 Selection of Stakeholders 6.2 Interview with Stakeholders

6.3 Method of Information and Dissemination

6.4 Continued Consultation and Participation

6.5 Land Acquisition : ToR No. (xxxvi)

6.6 Corporate Social Responsibility : ToR No. (xxxvii)

CHAPTER – 7 ENVIRONMENTAL MONITORING PLAN AND 1-14

IMPLEMENTATION ARRANGEMENT

7 .1 Environmental Monitoring Plan

7.2 Performance Indicators (PIs) 7. 2.1 Ambient Air Quality (AAQ) Monitoring

7.2.2 Water Quality Monitoring

7.2.3 Noise Level Monitoring

7.2.4 Greenbelt Development/Afforestration Programme (ToR No. vii)

7.2.5 Erosion Potential

7.2.6 Provision of Safety Measures - Construction Period, (ToR No. xxvii)

7.2.7 Sanitation and Wastes Disposal – Asphalts 7.3 Environmental Monitoring Programme

7.4 Institutional/ Implementation Arrangements 7.4.1 Institutional/Implementation Arrangements

7.4.2 Progress Monitoring and Reporting Arrangements

7.4.3 Training

7.4.3.1 Training Need

7.4.3.2 Training Components

7.4.3.3 Training Programme

7.5 Environmental Monitoring Cell (EMC)

7.6 Environmental Management -Budgets

CHAPTER- 8 ENVIRONMENTAL MANAGEMENT PLAN 1-14

8.0 Introduction

8.1 Collaborating in Designing Mitigation Measures 8.2 Implementation of EMP

8.3 Environmental Management Plan

CHAPTER -9 OCCUPATYIONAL HEALTH, SAFETY AND ENVIRONMENT 1-8

9.1 Environmental Health and Safety Policy

9.2 Safety Responsibilities

9.3 Safety Principles





9.4 Industrial Hygiene

9.4.1 Analysis of Industrial Hygiene 9.4.2 General Safety

9.4.3 Maintenance and Construction Safety

9.5 Post Accident Emergency Assistance and Medical Care, (ToR No. xxxiv)

9.5.1 Emergency Situation – Fire

9.5.2 Emergency Situation – Spill

9.5.3 Medicare Care

9.6 Risk Analysis

CHAPTER – 10 CONCLUSIONS AND RECOMMENDATIONS 1-2

-----------------------------------------------------------------------------

LIST OF TABLES

Table – 1.0: Compliances of Terms of Reference (ToR)

Table – 2.1: Project Physical Features

Table – 2.2 : Basic Cultural and Environmental Features

Table – 2.3: Geometric Design Standards

Table – 2.4 : List of Proposed Service Road

Table – 2.5 : Major Intersections

Table – 2.6 : Vehicular Underpass

Table – 2.7 (a) : Proposed Pedestrian Underpasses

Table – 2.7 (b) : Proposed Foot Over Bridge

Table – 2.8 : Proposed Bus Bays

Table – 2.9 : Proposed Truck Lay Byes

Table – 2.10 : New Proposed Additional Major Bridges

Table – 2.11 : New Minor Bridges

Table – 2.12 : New Minor Bridges on Service Road

Table – 2.13: Minor Bridges where Widening Proposed

Table – 2.14 : New Rail Over Bridges (ROBs)

Table – 2.15 (a) & (b) Accident Severity Indices (ASI)&Value for Std. deviation & Threshold

value

Table – 2.16 : Borrow Locations

Table – 2.17: Quarry Locations

Table – 2.18 : Details of Water Consumption for the Project

Table – 2.19: Estimated quantity of Road Construction Material

Table – 2.20 : Estimation of Project Cost

Table – 3.1: Land use pattern

Table – 3.2: River and Irrigation Canal

Table – 3.4 : Meteorological Data

Table– 3.5 : List of Flora

Table– 3.6 : Trees along Project Road

Table– 3.7: Forest Cover

Table– 3.8: Reserve Forest

Table – 3.9: Mammals and Birds

Table – 3.10 : Religious and Cultural Properties

Table – 3.11: Educational Institutions

Table– 3.12 : Medical Amenities

Table– 3.13: Hand Pump

Table– 3.14 Tube well

Table – 3.15 : Petrol Pump

Table – 3.16 : Road Side Dhaba/Restaurant

Table – 4.1: Environmental Impact Matrix

Table – 4.2: Construction Details of Rain Water harvesting system

Table – 5.1: Analysis of Alternative





Table – 6.1: Details of Public Consultation

Table – 6.2: People Perception about Environment

Table – 7.0: Noise Level Standard

Table – 7.1 Safety Measures

Table – 7.2: Environmental Monitoring Programme

Table – 7.3 Environmental Management Budget

Table – 8.1: Environmental Management Plan (EMP) for Udaipur to Ahmedabad

Table –9.1 : Anticipated Hazards – Civil Construction

---------------------------------------------------------------------------------------------------

LIST OF FIGURES

Figure – 1.1 Project Location

Figure – 3.1 Physical Map

Figure – 3.2: GSHAP Hazard Map of Project Site

Figure – 3.3: Land use pattern along Project Road

Figure – 3.4: River and Irrigation Canal Along the project Road

Figure – 3.6: Forest Patches along Project Road

Figure – 3.7: National Park and Wildlife Sanctuaries with respect to Project Road

Figure– 3.5: Locations of Forest Division

Flow Chart – 2.1: Monitoring Framework for Road Safety Improvement Programme

Flow Chart – 7.1: Implementation Arrangements

Flow Chart – 7.2: Environmental Monitoring Cell (EMC)

---------------------------------------------------------------------------------------------------

ANNEXURES

Annexure -1 List of Trees - (Udaipur – Ahmedabad)

Annexure -11 Meteorological Data

Annexure -111 Land Use Pattern.

Annexure -1V Notifications of Supreme Court Order

Annexure - V Ancient Monuments and archaeological Sites (A&V) Act- 2010.

Annexure - VI Land Acquisition

Annexure - VII Topographical Map of Environmental Features In Ten km Radius

---------------------------------------------------------------------------------------------------

APPENDIX

Appendix – I : Accident Data

Appendix – II : Terminology

Appendix – II : Abbreviation



Chaper-1 : Introduction Revision: R1


CHAPTER – 1

INTRODUCTION

1.1 Preamble

National Highways Authority of India (NHAI), has been entrusted by the Ministry of Road

Transport & Highways, Government of India with the task of the capacity augmentation of the

existing 4- lane divided highways to 6- lane divided highway under DBFO scheme. The Authority

(NHAI) has identified the road, Udaipur to Ahmadabad, section of NH-8 for existing four lanes to

six lane up-gradations. This will fulfill the capacity augmentation of safe and efficient movement of

traffics and provide basic accessibility to urban and rural section for mounting socio-economic

development.

NHAI has assigned the consultancy services for carrying out preparation of Feasibility Report (FR)

and Tender Document to M/s Consulting Engineering Services (India) Private Limited (CES). As a

part of the Feasibility Report, Environmental Impact Assessment (EIA) study has been carried-out

for this section to find out environmental impacts on physical, biological & social environment due

to widening and up-gradation activities and to develop an Environmental Management Plan (EMP)

for sound management and to avoid environmental damage to ecosystem and environment during

the construction process.

1.2 Perception

For the purpose of project preparation, various corridors have been divided into convenient sections,

selected on the basis of traffic generation and attraction potential, geographic location and other

considerations. NHAI has the mandate to implement the National Highway Development Project

(NHDP). The NHDP is under implementation in the following phases.

� Phase I: Approved in December 2000, at an estimated cost of INR 300 Billion, it included the

Golden Quadrilateral (GQ), portions of the NS-EW Corridors, and connectivity of major

ports to National Highways.

� Phase II: Approved in December 2003, at an estimated cost of INR 343 Billion, it included

the completion of the NS-EW corridors and another 486 km (302 mi) of highways.

� Phase IIIA: This phase was approved in March 2005, at an estimated cost of INR 222

Billion, it includes an upgrade to 4-lanes of 4,035 km (2,507 mi)of National Highways.

� Phase IIIB: This was approved in April 2006, at an estimated cost of INR 543 Billion, it

includes an upgrade to 4-lanes of 8,074 km (5,017 mi) of National Highways.

� Phase V: Approved in October 2006, it includes upgrades to 6-lanes for 6,500 km (4,000 mi),

of which 5,700 km (3,500 mi) is on the GQ. This phase is entirely on a DBFO basis.

� Phase VI: This phase, approved in November 2006, will develop 1,000 km (620 mi) of

expressways at an estimated cost of INR 167 Billion.

� Phase VII: This phase, approved in December 2007, will develop ring-roads, bypasses and

flyovers to avoid traffic bottlenecks on selected stretches at a cost of INR 167 Billion.

1.3 Proposed Project (ToR No-ii)

The report deals with the Package No: NHDPV/MC-II/BOT/DPR/10 under the Phase – V of

NHDP. The proposed project, NH-8 starts from km 287+000 at Kaya village in Udaipur district,

Rajasthan and last at km 509.295 in Valad village, Gandhinagar district, Rajasthan. The project road

section is to be developed as a partially access controlled highway.





Total length of project road is 222.295 km, out of which 101.180 km falls in Rajasthan and 121.115

km falls in Gujarat state.

The project road traverses through four districts i.e Udaipur & Dungarpur in Rajasthan and

Sabarkantha & Gandhinagar in Gujarat. The major urban stretches along the project highway are

Rikhabdev, Khairwara, Ratanpur, Samlaji and Himatnagar. The project road does not pass through

any wildlife sanctuaries, CRZ area and eco- sensitive area notified under section -3 of the E (P) Act,

1986. Although, Reserve Forest falls along the project route at Rikhabdev, Ratanpur, Shamlaji and

Raigarh. The land for the diversion of RF is estimated : 9.3055 Hectare in Udaipur district and 11.29

Hectare in Dungarpur district.

The ROW of existing road is varies from 37.5 to 120 meter whereas proposed for up-gradation to

six lanes is 60 m along the project road and 100 meters at Toll Plaza. It is proposed for total 17

vehicular underpass, 31 number of cattle underpass, 3 number of new 3- lane ROB for safety of road

– users and uninterrupted movement of traffics on highways.

The proposed project is Category “A” project as per Ministry of Environment and Forest (MoEF)

notification dated 14th September 2006 and amendment dated 1st December 2009. Accordingly, the

EAC of MoEF has provided additional ToR for carrying out further EIA study after the meeting

held on June 23th/24th 2011 during 102th Meeting of Expert Appraisal Committee for building /

construction projects/ township and Area Development Projects, coastal Regulation Zone,

Infrastructure Development and Miscellaneous project.

(ToR No- iii)

There is/are no litigation pending against the proposed project and /or any directions or orders

passed by any court of law/any statutory authority.

1.4 Project Location :

The geographical location of the project road is illustrated in Figure-1.1.

1.5 Need for the Project

The project road, NH-8 is directly linked to Udaipur, Dungarpur, Sabarkantha, Gandhinagar and

Ahmedabad district in its route. The state highway, SH-5 linked with national highways at

Shamlaji that access to the Godhra and Baroda city. Moreover, the NH-8 is accessible with major

settlements living in remote area. Therefore, the route of NH-8, encounters high traffic intensity

and traffic volume and annual compound rate of growth (ACRG) of 10-11 percent. The existing

four lane stretch which is in use for the present traffic load has brought into focus that mere

improvement in riding quality is not enough. Provision of additional facilities particularly those

having a bearing on safety aspects are equally important. From safety point of view as well as growing traffic requirements, a smooth uninterrupted flow of traffic through this corridor was felt

necessary. Hence, the widening and improvement of the existing 4-lane stretch to a fully fledged 6-

lane divided carriageway has been proposed.

1.6 Scope of the Study (approved by MoEF)

For conducting EIA study, the Terms of Reference (TOR) have been approved by MoEF in The

contents TOR letter are reproduced along with its point wise compliance in Table - 1.1.





TABLE - 1.1 : COMPLIANCES OF TERMS OF REFERENCE (ToR)

Sl. No. Activity Compliance Status

i The proposal indicates the acquisitioned of 46.6292 ha forest land.

Necessary stage-1 forestry clearance shall be obtained as per OM

dated 31.03.2011 and submitted along with Final EIA report.

Noted; Stage – 1, Forestry

Clearance is still under

process.

ii Examine and submit a brief description of the project, project name,

nature, size, its importance to the region/state and the country.

Para : 1.3 of Chapter -1

iii Any litigation(s) pending against the proposed project and/or any

directions or orders passed by any court of law/any statutory

authority against the project is to be detailed out.


iv Submit detailed alignment plan, with details such as nature of terrain

(plain, rolling, hilly), land use pattern, habitation, cropping pattern,

forest area, environmentally sensitive places, mangroves, notified

industrial areas, sand dunes, sea, river, lake, details of villages,

teshils, districts and states, latitude and longitude for important

locations falling on the alignment by employing remote sensing

techniques followed by ground truthing and also through secondary

data sources.


v Describe various alternatives (including that for route alignment)

considered, procedures and criteria adopted for selection of the final

alternative with reasons

Chapter : 5.

vi Submit Land use map of the study area to a scale of 1:25,000 based

on recent satellite imagery delineating the crop lands (both single

and double crop), agricultural plantations, fallow lands, waste lands,

water bodies, built-up areas, forest area and other surface features

such as railway tracks, ports, airports, roads, and major industries

etc. and submit a detailed ground surveyed map on 1:2000 scale

showing the existing features falling within the right of way (RoW)

namely trees, structures including archeological & religious,

monuments etc. if any.

Land-use map to a scale of

1:25000 and Ground

Survey Map to a scale of

1:2000 shall be produced in

Final EIA report.

vii It is indicated that 18830 trees are proposed to be cut, the

information should be provided about their Species and whether it

also involved any protected or endangered species. Necessary green

belt shall be provided on both side of the highway with proper

central verge and cost provision should be made for regular

maintenance.

Para :7.2.4 of Chapter 7.







viii The proposed route is passing through any a city/town, with houses

and human habitation on the either side of the road, the necessary

provision of bypasses/diversion /underpasses shall be examined and

submitted. The proposal should also indicate the locations od

wayside amenities, which should include petrol station/service

center, rest area including conveyance etc.

Para : 2.8 of Chapter 2

ix Submit details about measures taken for the pedestrian safety and

construction of underpass and foot-over bridges along with flyovers

and interchanges.


x Access whether there is a possibility that the proposed project will

adversely affect road traffic in the surrounding area (e.g. causing

increase in traffic congestion and traffic accidents)


xi Examine and submit the details of sand quarry, borrow area and

rehabilitation.

Para :2.13 of Chapter- 2

xii Examine in detail the climate and meteorology of the area (max and

min temperature, relative humidity, rainfall, frequency of tropical

cyclone and snow fall); the nearest IMD meteorological station from

which climatological data have been obtained to be indicated

Para : 3.6 of Chapter-3.

xiii. The air quality monitoring should be carried out as per the new

notifications issued on 16th November, 2009.

Para 3.7 of Chapter -3.

xv. Identify project activities during construction and operation phases,

which will affect the noise levels and the potential for increased

noise resulting from this project. Discuss the effect of noise levels

on nearby habitation during the construction and operational phases

of the proposed highway. Identify noise reduction measures and

traffic management strategies to be deployed for reducing the

negative impact at critical locations if any. Prediction of noise levels

should be done by using mathematical modeling at different

representative locations.

Chapter - 4

xvi. Examine the impact of the project during the construction phase due

to generation of fugitive dust from crusher units, air emissions from

hot mix plants and vehicles used for transportation of materials and

prediction of impact on ambient air quality using appropriate

mathematical model, description of model, input requirement

including ARA/ CPCB emission factors and on site meteorological

Chapter-4







parameters ) and reference of derivation, distribution of major

pollutants and presentation in tabular form for easy interpretation

shall be carried out.

xvii. Also examine and submit the details about the protection to existing

habitations from dust, noise, odour etc. both during construction and

operation stages.

Chapter – 4.

xviii. If the proposed route involves cutting of earth, the details of area to

be cut, depth of cut, locations, soil type, volume and quantity of

earth and other materials to be removed with location of disposal/

dump site along with necessary permission.

Para 2.19 of Chapter-2.

xix If the proposed route is passing through low lying areas, details of

fill materials and initial and final levels after filling above MSL,

should be examined and submit.


xx Examine and submit the water bodies including the seasonal ones

within the corridor of impacts along with their status, volumetric

capacity, quality likely impacts on them due to the project.

Para 3.5 of Chapter -3

xxi Examine and Submit the details of water quality required and

sources of water including water requirements during the

construction stage with supporting data and also classifications of

ground waterbased on the CGWA classifications.


xxii Examine and submit expected fuel savings due to the project. Para 2.20 of Chapter-2.

xxiii Examine and submit the details of the criteria followed by NHAI/

implementing agency to assess the necessity of providing

FOBs/Underpass/ by pass/ service ducts etc.


xxvi Institutional frame work for the review of accidents and plan for

corrective measures.

Para 2.11.4 of Chapter-2.

xxv Examine and submit the legal frame work to tackle the illegal

encroachments along the highway.


xxvi Sensitive buildings such as academic institutions, hospitals etc just

adjacent to the highway shall be inventorised and examine submit

mitigation measures/ traffic safety measures.

Para : 2.11.2 of Chapter-2







xxvii Examine and submit the details of measures taken during

constructions of bridges across river/canal/major or minor drains

keeping in view the flooding of the rivers and the life span of the

existing bridges. Provision of speed breakers, safety signals, service

lanes and foot paths should be examined at appropriate locations

throughout the proposed road to avoid the accidents.

Para 7.2.6 of Chapter of

Chapter- 7.

xxviii If there will be any change in the drainage pattern after the proposed

activity, details of changes shall be examined and submitted.

Para -2.18 of Chapter-2.

xxix Rain water harvesting pit should be at least 3 - 5 m. above the

highest ground water table. Provision shall be made for oil and

grease removal from surface runoff.

Para : 4.4.3 of Chapter -4.

xxx Submit the details of road safety, signage, service roads, vehicular

under passes, accident prone zone and the mitigation measures.

Para 2.11.5 of Chapter-2.

xxxi IRC guidelines shall be followed for widening & up-gradation of

road.

Noted

xxxii Submit details of social impact assessment due to the proposed

construction of road.

Para 4.3.3 of Chapter- 4.

xxxiii Examine road design standards, safety equipment specifications and

Management System training to ensure that design details take

account of safety concerns.

Para 2.11 of Chapter- 2.

xxxiv Accident data and geographic distribution should be reviewed and

analyzed to predict and identify trends? In case of expansion of the

existing highway and provide Post accident emergency assistance

and medical care to accident victims.


Annexure- 1.

xxxv If the proposed project involves any land reclamation, details to be

provided for which activity land to reclaim and the area of land to be

reclaimed.


xxxvi Details of the properties, houses, businesses etc. activities likely to

be effected by land acquisition and their financial loses annually. Para 6.5 of Chapter- 6.

xxxvii Detailed R&R plan with data on the existing socio-economic status

of the population in the study area and broad plan for resettlement of

the displaced population, site for the resettlement colony, alternative

livelihood concerns/employment and rehabilitation of the displaced

Para 6.6 of Chapter- 6.







people, civil and housing amenities being offered, etc and the

schedule of the implementation of the project specific.

xxxviii Submit details of Corporate Social Responsibility (CSR). Necessary

provisions should be made in the budget and clearly delineated.

Compensation should be

given to all PAPs. The

detail shall be Provided in

Final EIA

xxxix Estimated cost of the project including environmental monitoring

cost and funding agencies, whether governmental or on the basis of

BOT etc and provide details of budget provisions (capital &

recurring) for the project specific R&R Plan.

Para 2.22 of Chapter -2.

xl Submit environmental management and monitoring plan for all

phases of the project viz. construction and operation.

Chapter -7.

General Conditions

i

The EIA document shall be printed on both sides, as for as possible. Noted and Complied

ii The status of accreditation of the EIA consultant with NABET/QCI

shall be specifically mentioned. The consultant shall certify that his

accreditation is for the sector for which this EIA is prepared.

Noted. Name of Consultant

is mentioned in report.

iii On the front page of EIA/EMP reports, the name of the

consultant/consultancy firm along with their complete details

including their accreditation, if any shall be indicated. The

consultant while submitting the EIA/EMP report shall give an

undertaking to the effect that the prescribed TORs (TOR proposed

by the project proponent and additional TOR given by the MoEF)

have been complied with and the data submitted is factually correct

(Refer MoEF office memorandum dated 4th August, 2009).

Noted and Complied

vi While submitting the EIA/EMP reports, the name of the experts

associated with/involved in the preparation of these reports and the

laboratories through which the samples have been got analysed

should be stated in the report. It shall clearly be indicated whether

these laboratories are approved under the Environment (Protection)

Act, 1986 and the rules made there under (Please refer MoEF office

memorandum dated 4th August, 2009). The project leader of the

Noted and Complied.







EIA study shall also be mentioned.

v All the TOR points as presented before the Expert Appraisal

Committee (EAC) shall be covered.

Public hearing to be conducted in all the Districts separately for the

project as per provisions of Environmental Impact Assessment

Notification, 2006 as amended in 2009 and the issues raised by the

public should be addressed in the Environmental Management Plan.

Any further clarification on caring out the above studies including

anticipated impacts due to the project and mitigative measure,

project proponent can refer to the model ToR available on Ministry

website : http://moef.nic.in/Manual/highways.

Noted and Complied.

1.7 STRUCTURE OF THE REPORT

The structure of EIA report complete with necessary details tables, drawings and annexes is as

follows:

Chapter-1 : Introduction

Chapter-2 : Project Description

Chapter-3 : Description of Environment

Chapter-4 : Potential Environmental Impacts and Mitigation Measures

Chapter-5 : Analysis of Alternative

Chapter-6 : Public Involvement and Disclosure

Chapter-7 : Environmental Monitoring Plan & Implementation Arrangement

Chapter-8 : Environmental Management Plan

Chapter-9 : Occupational Health, Safety and Environment

Chapter-10 : Conclusion

Annexure -1 : List of Trees - (Udaipur – Ahmedabad)

Annexure -11 : Meteorological Data

Annexure -111 : Land Use Pattern.

Annexure -1V : Notifications of Supreme Court Order

Annexure - V : Ancient Monuments and archaeological Sites (A&V) Act- 2010.

Annexure - VI : Land Acquisition

Annexure - VII : Topographic Map 10 km Radius

Appendix – I : Accident Data

Appendix – II : Terminology

Appendix – II : Abbreviation

`



Chaper-2: Project Description Revision: R1


CHAPTER – 2

PROJECT DESCRIPTION

2.1 General Project Description (ToR No. ii)

The project road is the section of National Highway-No-8.

The project road, Udaipur-Ahmedabad, NH-8, starts from Kaya, km 287.000 and ends at Valad, km

509.295 of NH-8, which traverses through four districts i.e Udaipur & Dungarpur in Rajasthan and

Sabarkantha & Gandhinagar in Gujarat.The total length of the project road is 222.295 km, out of

which 101.180 km falls in Rajasthan and 121.115 km falls in Gujarat State. Khairwara, Shamlaji,

Himatnagar, Prantiz are major urban area falling along the project Highway.

The Project Highway is intersected by number of State Highways (SH), Major District Roads

(MDR), and Other District Roads (ODR). The Project Highway has railway lines at three locations.

The highway, in its influence area serves as the main arterial road on which small traffic streams

merge at different locations from the northern and southern side of the Project Highway. It also

crosses through various natural features along its route falling hilly train and reserve forest. The

major section of RF falls in Ratanpur village whereas Rikhavdev, Raigarh and Urbana village have

minor section of RF along its route. Although, major hilly part fall in the section of Shamalaji.

The project road constitutes a Corridor under the phase –V of NHDP with the objective for

widening to make the carriageway worthy for six -lane traffic on existing 4-lane of NH-8. The

improvement proposals will have to be tailored to meet the expected transport demand, be easily

constructible and be economically/commercially viable.

2.2 Project Highlights

The existing and proposed features of the project road are described in Table-2.1.

Table-2.1: Project Physical Features

Sl

No.

Particulars

Existing Features Proposed Features

1 Road stretch Udaipur to Ahmedabad Section of NH-8

2 Road length 222.295 km 222.295 km

3 Start point Km 287.000; Kaya Km 287.000; Kaya

4 End point Km 509+295; Ahmedabad Km 509+295; Ahmedabad

5 Carriageway Existing carriageway is four lane;

about 8.5 m wide bituminous

surface including paved shoulder

on both sides of the median

Proposed carriageway would be

Six-lane; about 12 m wide

bituminous surface including paved

shoulder on both side of median.

6 Speed Avg. 80 to 100 kmph Avg. 80 to 100 kmph

7 Existing ROW 37.5m to 60 m 60m to 100m

8 Bypass NIL NIL

`





Sl

No.

Particulars

Existing Features Proposed Features

9 Minor Bridges 100 i) Reconstruction

(New 3-lane Bridge) : 6

ii) New Minor bridges on service

road : 31

iii) Widening : 7

10 Major Bridges 04 04

11 Culverts 505 (Pipe culvert: 386;

Slab culvert: 118;

Box culvert: 1)

505 (Pipe culvert: 387;

Slab culvert: 118)

12 Vehicular Underpass NIL 17

13 Pedestrian &Cattle

Underpass

NIL 31

14 Major Junction 14 14

15 Minor Junction 254 254

17 Railway Crossing /

ROB

04 i) New 3 lane ROB: 3

ii) Repair/ Rehabilitation : 1

18 Truck lay bye NIL 20

19 Bus Bays 64 68

20 Toll Plaza 4 3

21 Flyover 01 i) New 6 lane Flyover: 18

ii) New 3 lane Flyover: 1

iii) Repair/ Rehabilitation : 1

2.3 Basic Environmental Features

Basic cultural and natural features along the project road are detailed- out in Table - 2.2

Table -2.2 : Basic Cultural and Environmental Features

Sl. No. Particulars Environmental Features of Project Site

State en-route Rajasthan & Gujarat

Districts en-route Two districts of Rajasthan, viz. Dungarpur and Udaipur .

Two Districts of Gujarat, viz. Sabarkantha and

Gandhinagar.

`






Village:

Rajasthan: Kaya, Barapal, Borikuan, Gojya, Tidi,

Paduna, Baran, Parsad, Parai, Pipli Chak B, Pipli Chak A,

Kalaliya Kad, Kalawato ka fala, Gadawat Gorba, Thana

Dhulev, Dhulev, Kanuwada, Bhauwa, Mandwa Fala

Kagdar, Bhatya Fala, Khandi Obri Nichla Fala, Khandi

Obri Upla Fala, Banjariya, Kherwara Chaoni, Badla,

Mothly, Palvarda, Bhuwali, Garduna, Shishod, Pal

Borwala, Amjhara, Barothi, Nayagaon, Bichiwada,

Dhamod, Lehna, Khajuri, Ratanpur.

Gujarat: Ansol, Kadvad, Pahadiya, Oddha, Chapra,

Rangpur, Karcha, Nava Gaon, Venpur, Shamlaji,

Rudaradi, Bhawanpur, Shamalpur, Khari, Napada, Asal,

Gadadhar, Sunokh, Votada, Davli, Hirapur, Gambhirpura,

Javanpur, Raigarh, Jawangarh, Nawalpura, Mathasulia,

Sarwana, Gambhoi, Takhatpur, Karanpur, Veerwada,

Gamdi, Berna, Kankrol, Motipura, Piplodi, Boriya,

Hazipur, Dalpur, Salal, Rasulpur, Pogalu, Prantij,

Kamalpur, Oran, Tajpur, Majara, Chandrala, Chala,

Dhanap, Dasela, Motisiholi, Chiloda, Prantiya, Valad,

Ranasan, Lavarpur, Peerojpur, Nimbdiya.

Tehsil: Rajasthan: Girva, Sarada, Kherwara and Dungarpur

Gujarat: Bhiloda, Modasa, Himatnagar, Prantij &

Gandhinagar.

District: This section of NH-8 in the state of Rajasthan and Gujarat

is passing through four districts i.e.

Rajasthan: Udaipur and Dungarpur.

Gujarat: Sabarkantha and Gandhinagar.

RF Patches At 12 locations; It covering to Rikhabdev, Ratanpur,

Shamlaji, Raigarh.

RF involved in ha 20.5955 Ha

Water Bodies & wetlands River- 5; Irrigation Canal-7, (2- Main canal and 5 –

distriburies of Main canal ); Ponds - 5

Terrain Out of the total 222.295 km, 101.180 km falls in Rajasthan

state where the terrain is rolling and hilly. The balance

121.115 km lies in Gujarat State, where project road

passes through plain train.

Archeological, historical and

cultural sites

No such site has been reported in close vicinity of the

highway

Religious and Community

properties

There are 18 schools and 36 temples and 1 no of Mosque

are existed along the project road.

Total no of 2 School and 12 no of Temples are likely to be

affected due to widening process of 6- lane of existing 4-

lane highways of NH8.

Water logged area None

`






No of existing trees

The total no. of trees noticed within 60 m width of the

project corridor from km.287.00 to 509+295 is as under:

(a) No. of trees LHS : 7055 trees.

(b) No. of trees RHS : 6774 trees.

(c) Total No. of trees :13829 trees.

2.4 Improvement Proposals

The main objective are eventually lies, retrofitting of 6-lane on existing 4-lane highway involving minimum land acquisition. The widening of highway provide widening of

carriageway, new structures, providing facilities for public amenities and improving other

elements that providing hazard – free traffic dispersal system.

The proposal for the improvement of the existing national highway includes:

� Widening of existing carriageway,

� Improvements to cross-section elements

� Improvements to horizontal alignment wherever possible (to be kept minimal as per TOR)

� Improvements to longitudinal profile,

� To make the corridor fully access controlled with modern amenities,

� Improvement of Super elevation,

� Improvements of long Sight Distance,

� Traffic Composition / Intensity,

� Pavement Composition,

� Bridges and Structures,

� To develop appropriate Drainage system,

� Strengthening of Traffic Control and Safety measures,

� Efficiency and Comfort in Vehicle movements,

� To minimize tree cutting and other negative environmental impacts,

� To minimize the social impacts,

� To develop better Aesthetics view taking Environmental constraints,

� Other important parameters being the requirement of service roads for urban/built-up

areas, traffic demand, terrain, the roadside developments, weighing stations, signal

system at busy intersection, telephone system, flyovers/ interchanges, RoBs, frequency

of toll plazas and the toll collection system etc.

2.5 Description of Improvement Scheme (ToR No. xxxi)

The improvement proposal incorporated in the design of project road is based on the guideline of

the IRC: SP: 87-2010, Specifications and Standards for 6- laning of National Highways through

Public Private Partnership.

2.5.1 Rural Sections (i) Minimum width of median – existing median width has been retained.

(ii) Width of paved carriageway on both sides of median

`





a) 3-lane carriageway with each lane of 3.5 m 10.5 m

b) Median side paved strip adjacent to carriageway having same specification as

main carriageway in case of

• Raised median 0.25 m

(c) Paved shoulder on left side of the pavement having same specification as main

carriageway

• Plain and rolling terrain 1.50 m

(iii) Width of earthen shoulder


(iv) Side drain : Cross section shall be designed to cater for effective drainage of

estimated peak hour run off.

(v) Width of service road 7.0 m

(vi) Width of utility corridor on both sides 2.0 m

2.5.2 Urban/ Built up Sections

(i) Minimum width of median - existing median width has been retained.

(ii) Width of paved carriageway on both sides of median

(a) 3-lane carriageway with each lane of 3.5 m width 10.5 m

(b) Median side paved strip adjacent to carriageway of same specification as

main carriageway in case of

(i) Raised median 0.25 m

(c) Paved shoulder on left side of the pavement having same specification as

main carriageway


(iii) Width of earthen shoulder


(iv) Width of service road 7.0 m

(v) Minimum width of separation-island between main carriageway and service road

1.5 m

(vi) Minimum width of footpath 1.5 m

(vii) Side drain Cross section shall be designed to cater for effective drainage of

estimated peak hour run off.

`





(viii) Width of utility corridor on both sides 2.0 m

The footpath shall be designed for use of pedestrians and cyclists as per site requirements.

Side drain and utility corridor can be accommodated either under footpath or separation-

island between main carriageway and service road depending upon local situation.

2.6 Geometric Design Standards – (ToR No. iv)

The project road is proposed for widening to six lane of existing 4-lane divided carriageway. The

geometric designs would be as per recommendations of “Manual of 6- laning on DBFO basis

(IRC:SP-87-2010) along with IRC:73. The design standards adopted for the project are shown in

Table 2.3.

Table 2.3: Geometric Design Standards

Sl. No. Attributes Standards Remarks

1 Design Speed 100kmph As per latest Draft 6-lane DBFO

manual.

2 Carriageway Width 10.5m

3 Paved Shoulder 1.5m

4 Earthen/Granular Shoulder 2.0m

5 Cross-fall

a) Carriageway and Paved

Shoulder

b) Earthen Shoulder\

c) Shoulder Rollover

2.5%for flexible and

2%for Rigid

Pavement

3.0%

8% Max

6 Maximum Super-elevation 7 %

7 Width of service road 7.0m

8 Footpath width 1.5 m Provided at built-up locations

9 Space for utility services in rural

stretches 2.0m

At edge of ROW limit towards

centre line of road on both sides

10 Space for utility services in urban

stretches 2.0m

At edge of ROW limit towards centre line of

road on both sides

11

Longitudinal Gradient

• Ruling Maximum

• Limiting Maximum

3.30%

5.0%

2.7 Service Roads

As a policy decision the service road has been provided on both sides of project road. As the

project road will be an access controlled facility, all the access and driveways will be connected to

service roads and no direct connection will be provided with main carriageway except at flyover

locations. The service road will be used for local traffic access to abutting properties while main carriageway will be primarily used by through traffic. The width of service road has been kept 7.0

m. A detail list of service roads along the project road are illustrated in Table : 2.4

`





Table -2.4 : List of Proposed Service Road

Sl. No. Existing Chainage (km) Design Chainage (km)

Length Sides

From To From To

1. 287.400 288.000 333.585 334.185 0.600 Both

2. 288.450 289.100 334.635 335.285 0.650 Both

3. 289.450 289.650 335.635 335.835 0.200 LHS

4. 289.650 290.210 335.835 336.395 0.560 Both

5. 290.210 290.650 336.395 336.835 0.440 LHS

6. 291.350 291.950 337.535 338.135 0.600 Both

7. 295.090 296.175 341.275 342.360 1.085 RHS

8. 296.725 297.225 342.910 343.410 0.500 RHS

9. 299.600 300.000 345.785 346.185 0.400 Both

10. 300.000 300.400 346.185 346.585 0.400 RHS

11. 300.860 301.060 347.045 347.245 0.200 RHS

12. 301.060 303.100 347.245 349.285 2.040 Both

13. 303.350 303.950 349.535 350.135 0.600 Both

14. 304.500 304.700 350.685 350.885 0.200 RHS

15. 305.550 305.950 351.735 352.135 0.400 Both

16. 307.100 307.500 353.285 353.685 0.400 Both

17. 307.500 307.900 353.685 354.085 0.400 RHS

18. 308.875 309.075 355.060 355.260 0.200 RHS

19. 309.880 310.080 356.065 356.265 0.200 RHS

20. 310.180 310.380 356.365 356.565 0.200 LHS

21. 312.300 312.500 358.485 358.685 0.200 RHS

22. 314.790 315.610 360.975 361.795 0.820 Both

23. 315.610 316.000 361.795 362.185 0.390 LHS

24. 316.000 316.280 362.185 362.465 0.280 Both

25. 316.680 317.400 362.865 363.585 0.720 LHS

26. 317.850 318.050 364.035 364.235 0.200 RHS

27. 318.500 318.900 364.685 365.085 0.400 Both

28. 319.685 320.975 365.870 367.160 1.290 Both

29. 321.440 322.050 367.625 368.235 0.610 LHS

30. 322.175 323.000 368.360 369.185 0.825 Both

31. 323.000 323.425 369.185 369.610 0.425 RHS

32. 325.000 325.400 371.185 371.585 0.400 Both

33. 326.200 326.400 372.385 372.585 0.200 LHS

34. 327.000 328.000 373.185 374.185 1.000 Both

35. 328.400 328.600 374.585 374.785 0.200 RHS

36. 328.600 329.100 374.785 375.285 0.500 Both

37. 331.540 332.025 377.725 378.210 0.485 LHS

38. 332.350 332.825 378.535 379.010 0.475 Both

39. 332.825 333.500 379.010 379.685 0.675 LHS

40. 333.500 334.000 379.685 380.185 0.500 Both

41. 334.000 335.500 380.185 381.685 1.500 LHS

42. 335.600 335.750 381.785 381.935 0.150 RHS

43. 335.750 335.850 381.935 382.035 0.100 Both

44. 335.850 336.000 382.035 382.185 0.150 LHS

45. 336.000 337.000 382.185 383.185 1.000 Both

`






Length Sides

From To From To

46. 338.700 338.790 384.885 384.975 0.090 RHS

47. 338.790 339.610 384.975 385.795 0.820 Both

48. 340.400 340.600 386.585 386.785 0.200 RHS

49. 341.100 341.500 387.285 387.685 0.400 Both

50. 341.880 342.120 388.065 388.305 0.240 RHS

51. 342.550 342.770 388.735 388.955 0.220 LHS

52. 342.770 342.970 388.955 389.155 0.200 Both

53. 342.970 343.260 389.155 389.445 0.290 RHS

54. 343.260 343.350 389.445 389.535 0.090 Both

55. 343.350 343.460 389.535 389.645 0.110 LHS

56. 343.460 343.675 389.645 389.860 0.215 Both

57. 345.975 346.175 392.160 392.360 0.200 LHS

58. 346.340 346.600 392.525 392.785 0.260 RHS

59. 346.600 347.000 392.785 393.185 0.400 Both

60. 347.000 347.100 393.185 393.285 0.100 LHS

61. 347.100 347.200 393.285 393.385 0.100 Both

62. 347.200 347.300 393.385 393.485 0.100 RHS

63. 347.300 347.650 393.485 393.835 0.350 Both

64. 347.650 347.750 393.835 393.935 0.100 RHS

65. 349.550 354.000 395.735 400.185 4.450 Both

66. 354.535 355.365 400.720 401.550 0.830 Both

67. 356.710 356.880 402.895 403.065 0.170 RHS

68. 356.880 357.400 403.065 403.585 0.520 Both

69. 357.500 357.875 403.685 404.060 0.375 LHS

70. 358.410 358.660 404.595 404.845 0.250 Both

71. 359.500 359.700 405.685 405.885 0.200 LHS

72. 359.700 359.920 405.885 406.105 0.220 RHS

73. 360.275 360.505 406.460 406.690 0.230 Both

74. 360.505 360.610 406.690 406.795 0.105 RHS

75. 360.610 360.975 406.795 407.160 0.365 Both

76. 362.690 363.510 408.875 409.695 0.820 Both

77. 364.550 364.650 410.735 410.835 0.100 LHS

78. 365.050 365.200 411.235 411.385 0.150 RHS

79. 366.310 366.710 412.495 412.895 0.400 Both

80. 367.150 367.350 413.335 413.535 0.200 RHS

81. 368.000 368.200 414.185 414.385 0.200 RHS

82. 368.200 368.600 414.385 414.785 0.400 Both

83. 368.600 368.850 414.785 415.035 0.250 RHS

84. 369.500 369.900 415.685 416.085 0.400 Both

85. 371.250 371.450 417.435 417.635 0.200 RHS

86. 373.275 373.475 419.460 419.660 0.200 LHS

87. 373.475 377.915 419.660 424.100 4.440 Both

88. 387.260 388.180 433.445 434.365 0.920

Both Side

LHS - 2 x 3.5m

RHS - 4 x 3.5m

89. 388.180 389.000 434.365 435.185 0.820 Both

90. 389.630 389.830 435.815 436.015 0.200 Both

`






Length Sides

From To From To

91. 390.600 390.800 436.785 436.985 0.200 RHS

92. 391.250 391.450 437.435 437.635 0.200 LHS

93. 391.760 392.000 437.945 438.185 0.240 Both

94. 392.300 392.750 438.485 438.935 0.450 Both

95. 393.530 393.700 439.715 439.885 0.170 RHS

96. 395.000 399.000 441.185 445.185 4.000 Both

97. 399.950 401.200 446.135 447.385 1.250 Both

98. 401.500 401.700 447.685 447.885 0.200 RHS

99. 403.250 403.650 449.435 449.835 0.400 Both

100 405.100 405.500 451.285 451.685 0.400 Both

101. 405.500 406.150 451.685 452.335 0.650 RHS

102. 406.825 407.025 453.010 453.210 0.200 LHS

103. 408.500 409.600 454.685 455.785 1.100 Both

104. 410.490 410.690 456.675 456.875 0.200 RHS

105. 412.050 412.250 458.235 458.435 0.200 LHS

106. 413.460 413.660 459.645 459.845 0.200 LHS

107. 416.000 416.840 462.185 463.025 0.840 LHS

108. 416.840 419.300 463.025 465.485 2.460 Both

109. 420.235 421.700 466.420 467.885 1.465 Both

110. 421.800 424.000 467.985 470.185 2.200 Both

111. 424.550 424.750 470.735 470.935 0.200 RHS

112. 426.270 426.670 472.455 472.855 0.400 Both

113. 429.700 430.100 475.885 476.285 0.400 Both

114. 431.600 433.000 477.785 479.185 1.400 Both

115. 434.650 434.700 480.835 480.885 0.050 RHS

116. 434.700 435.100 480.885 481.285 0.400 Both

117. 435.400 435.600 481.585 481.785 0.200 RHS

118. 437.750 437.950 483.935 484.135 0.200 RHS

119. 440.275 440.475 486.460 486.660 0.200 Both

120. 442.580 448.000 488.765 494.185 5.420 Both

121. 448.000 450.000 494.185 496.185 2.000 LHS

122. 450.000 452.200 496.185 498.385 2.200 Both

123. 455.075 455.475 501.260 501.660 0.400 Both

124. 458.600 460.000 504.785 506.185 1.400 Both

125. 460.350 460.550 506.535 506.735 0.200 RHS

126. 461.540 461.740 507.725 507.925 0.200 RHS

127. 462.800 463.000 508.985 509.185 0.200 RHS

128. 464.050 464.250 510.235 510.435 0.200 RHS

129. 465.290 465.490 511.475 511.675 0.200 LHS

130. 466.000 469.500 512.185 515.685 3.500 Both

131. 471.600 471.800 517.785 517.985 0.200 LHS

132. 473.025 473.225 519.210 519.410 0.200 RHS

133. 473.225 476.000 519.410 522.185 2.775 Both

134. 477.900 477.990 524.085 524.175 0.090 RHS

135. 477.990 478.810 524.175 524.995 0.820 Both

136. 479.300 479.500 525.485 525.685 0.200 RHS

`






Length Sides

From To From To

137. 480.700 481.600 526.885 527.785 0.900 Both

138. 482.850 483.050 529.035 529.235 0.200 LHS

139. 484.160 485.400 530.345 531.585 1.240 Both

140. 485.400 485.460 531.585 531.645 0.060 RHS

141. 486.820 487.020 533.005 533.205 0.200 RHS

142. 487.550 487.750 533.735 533.935 0.200 Both

143. 487.750 488.200 533.935 534.385 0.450 LHS

144. 488.200 488.400 534.385 534.585 0.200 RHS

145. 489.100 490.970 535.285 537.155 1.870 Both

146. 492.525 492.800 538.710 538.985 0.275 LHS

147. 492.800 492.950 538.985 539.135 0.150 Both

148. 494.410 496.650 540.595 542.835 2.240 Both

149. 497.700 498.340 543.885 544.525 0.640 Both

150. 499.900 500.850 546.085 547.035 0.950 Both

151. 502.250 502.650 548.435 548.835 0.400 Both

152. 503.185 505.500 549.370 551.685 2.315 Both

153. 507.950 509.295 554.135 555.480 1.345 Both

2.8 Proposed Highway Structures/ Pedestrian Safety Measures (ToR No. viii, ix, x, xxiii)

Assessment of necessary provision for FOBs/Underpass

2.8.1 Flyover:

Depending on the existing intersections and the type of traffics therein, the flyovers is proposed.

Therefore, 19 locations are selected to develop major intersections and flyovers to take the main

carriageway. The details list of Flyover is present in Table 2.5

Table - 2.5 : Major Intersections

Sl.

No.

Existing

Chainage (km)

Design Chainage

(km)

No of Intersecting

Road

Proposed Structural

Configuration Total Width (m)

1. 320.100 366.285 1 6 Lane Flyover 2x13.4

2. 336.550 382.735 1 6 Lane Flyover 2x13.4

3. 350.100 396.285 2 6 Lane Flyover 2x13.4

4. 352.260 398.445 2 6 Lane Flyover 2x13.4

5. 352.715 398.900 1 6 Lane Flyover 2x13.4

6. 354.950 401.135 2 6 Lane Flyover 2x13.4

7. 377.500 423.685 1 6 Lane Flyover 2x13.4

8. 400.583 446.768 2 3 Lane Flyover 1x13.4

9. 420.650 466.835 2 6 Lane Flyover 2x13.4

10. 432.450 478.635 2 6 Lane Flyover 2x13.4

11. 445.490 491.675 2 6 Lane Flyover 2x13.4

12. 447.010 493.195 1 6 Lane Flyover 2x13.4

13. 450.600 496.785 1 6 Lane Flyover 2x13.4

`





Sl.

No.

Existing

Chainage (km)

Design Chainage

(km)

No of Intersecting

Road

Proposed Structural

Configuration Total Width (m)

14. 466.450 512.635 1 6 Lane Flyover 2x13.4

15. 468.200 514.385 1 6 Lane Flyover 2x13.4

16. 478.400 524.585 1 6 Lane Flyover 2x13.4

17. 494.900 541.085 1 6 Lane Flyover 2x13.4

18. 500.400 546.585 2 6 Lane Flyover 2x13.4

19. 508.850 555.035 2 6 Lane Flyover 2x13.4

2.8.2 Vehicular Underpasses:

The “IRC:SP:87-2010 - Manual of Specifications and Standards for Six Laning of National

Highways have made a provision to provide vehicular underpass at the intersection of Highway,

carrying an average daily traffic of more than 5000 Passenger car Units (PCUs). The detail list of

vehicular underpass proposed on the project road is mentioned in Table : 2.6

Table - 2.6 : Vehicular Underpass

Sl.

No.

Existing

Chainage (km)

Design

Chainage

(km)

Proposed

Structural

Configuration

Proposed

Structure Type

Proposed Size

(L x H) (m)

Total

Width (m)

1. 303.500 349.685 6 Lane RCC T-Girder 20 x 5.5 2x13.4

















`





2.8.3 Pedestrian Underpass

The pedestrian underpasses are proposed at 31 locations. The details list of the structure is given

in Table - 2.7(a).

Table - 2.7 (a) : Proposed Pedestrian Underpasses

Sl.

No.

Existing Chainage

(km)

Proposed Structural

Configuration

Proposed

Structure

Type

Proposed Size (L x H)

(m)

1. 287.600 6 lane RCC Box 7x3.0

2. 288.650 6 lane RCC Box 7x3.0

3. 290.010 6 lane RCC Box 7x3.0

4. 291.750 6 lane RCC Box 7x3.0

5. 299.800 6 lane RCC Box 7x3.0

6. 301.520 6 lane RCC Box 7x3.0

7. 305.750 6 lane RCC Box 7x3.0

8. 307.300 6 lane RCC Box 7x3.0

9. 318.700 6 lane RCC Box 7x3.0

10. 322.560 6 lane RCC Box 7x3.0

11. 325.200 6 lane RCC Box 7x3.0

12. 328.900 6 lane RCC Box 7x3.0

13. 332.550 6 lane RCC Box 7x3.0

14. 341.300 6 lane RCC Box 7x3.0

15. 346.800 6 lane RCC Box 7x3.0

16. 352.485 6 lane RCC Box 7x3.0

17. 357.250 6 lane RCC Box 7x3.0

18. 366.510 6 lane RCC Box 7x3.0

19. 368.400 6 lane RCC Box 7x3.0

20. 369.700 6 lane RCC Box 7x3.0

21. 387.460 6 lane RCC Box 7x3.0

22. 392.550 6 lane RCC Box 7x3.0

23. 403.450 6 lane RCC Box 7x3.0

24. 405.300 6 lane RCC Box 7x3.0

25. 419.040 6 lane RCC Box 7x3.0

26. 426.470 6 lane RCC Box 7x3.0

27. 429.900 6 lane RCC Box 7x3.0

28. 434.900 6 lane RCC Box 7x3.0

29. 455.275 6 lane RCC Box 7x3.0

30. 496.450 6 lane RCC Box 7x3.0

31. 502.450 6 lane RCC Box 7x3.0

`





2.8.4 Overpasses/ Foot Over Bridge

The FOBs are proposed at 3 locations. The FOB shall facilitate pedestrians to cross the main

carriageway without endangering their safety as well as that of the highway users. The exact

location of FOB is given in Table -2.7(b).

Table - 2.7 (b): Proposed Foot Over Bridge

Sl.

No.

Existing Chainage

(km)

Design Chainage

(km)

1 465.530 511.715

2 477.300 523.485

3 489.620 535.805

2.8.5 Bus Bays

The 68 nos. of bus bays and bus- shelter are proposed along the project highway conforming to design standards. The list of locations is given in Table 2.8.

Table - 2.8 : Proposed Bus Bays

Sl.

No.

Existing

Chainage (LHS)

Design Chainage

(LHS)

Sl.

No.

Existing Chainage

(RHS)

Design Chainage

(RHS)

From To From To From To From To

1 287.110 287.300 333.295 333.485 1 287.110 287.300 333.295 333.485

2 296.300 296.490 342.485 342.675 2 296.300 296.490 342.485 342.675

3 304.200 304.390 350.385 350.575 3 304.200 304.390 350.385 350.575

4 309.500 309.690 355.685 355.875 4 310.180 310.380 356.365 356.565

5 312.800 312.990 358.985 359.175 5 312.800 312.990 358.985 359.175

6 316.810 317.000 362.995 363.185 6 317.500 317.690 363.685 363.875

7 326.600 326.790 372.785 372.975 7 326.600 326.790 372.785 372.975

8 329.710 329.900 375.895 376.085 8 329.710 329.900 375.895 376.085

9 337.290 337.480 383.475 383.665 9 337.100 333.290 383.285 379.475

10 338.000 338.190 384.185 384.375 10 338.000 338.190 384.185 384.375

11 378.100 378.290 424.285 424.475 11 378.100 378.290 424.285 424.475

12 389.360 389.550 435.545 435.735 12 389.830 390.020 436.015 436.205

13 393.050 393.240 439.235 439.425 13 393.050 393.240 439.235 439.425

14 397.500 397.690 443.685 443.875 14 404.340 404.530 450.525 450.715

15 404.340 404.530 450.525 450.715 15 408.100 408.290 454.285 454.475

16 408.100 408.290 454.285 454.475 16 410.300 410.490 456.485 456.675

17 410.300 410.490 456.485 456.675 17 412.900 413.090 459.085 459.275

18 412.900 413.090 459.085 459.275 18 417.000 417.200 463.185 463.385

19 418.210 418.400 464.395 464.585 19 419.300 419.490 465.485 465.675

20 419.300 419.490 465.485 465.675 20 430.300 430.490 476.485 476.675

21 430.300 430.490 476.485 476.675 21 435.200 435.400 481.385 481.585

22 435.200 435.400 481.385 481.585 22 447.100 447.290 493.285 493.475

23 449.810 450.000 495.995 496.185 23 452.200 452.390 498.385 498.575

24 453.400 453.590 499.585 499.775 24 453.400 453.590 499.585 499.775

25 456.900 457.090 503.085 503.275 25 455.600 455.790 501.785 501.975

26 463.100 463.290 509.285 509.475 26 456.600 456.790 502.785 502.975

`





Sl.

No.

Existing

Chainage (LHS)

Design Chainage

(LHS)

Sl.

No.

Existing Chainage

(RHS)

Design Chainage

(RHS)


27 465.600 465.790 511.785 511.975 27 463.100 463.290 509.285 509.475

28 473.690 473.880 519.875 520.065 28 473.500 473.690 519.685 519.875

29 475.560 475.750 521.745 521.935 29 475.250 475.450 521.435 521.635

30 479.300 479.500 525.485 525.685 30 477.700 477.900 523.885 524.085

31 487.200 487.390 533.385 533.575 31 487.750 487.940 533.935 534.125

32 491.100 491.290 537.285 537.475 32 491.290 491.480 537.475 537.665

33 503.650 503.840 549.835 550.025 33 503.310 503.500 549.495 549.685

34 506.000 506.190 552.185 552.375 34 506.300 506.490 552.485 552.675

2.8.6 Truck Lay Byes

Truck lay-byes shall be provided along the project highway conforming to design standards. The

detail list of Truck lay byes, proposed a twenty locations along the project site are given in Table

-2.9. Table - 2.9 : Proposed Truck Lay Byes

Sl.

No.

Existing Chainage

(LHS)

Design Chainage

(LHS)

Sl.

No.

Existing Chainage

(RHS)

Design Chainage

(RHS)


1 310.800 311.200 356.985 357.385 1 310.800 311.200 356.985 357.385

2 340.600 340.960 386.785 387.145 2 340.600 340.960 386.785 387.145

3 355.700 356.060 401.885 402.245 3 355.700 356.060 401.885 402.245

4 375.500 375.860 421.685 422.045 4 375.500 375.860 421.685 422.045

5 393.900 394.260 440.085 440.445 5 417.850 418.210 464.035 464.395

6 407.100 407.460 453.285 453.645 6 458.240 458.600 504.425 504.785

7 412.250 412.610 458.435 458.795 7 470.250 470.610 516.435 516.795

8 428.450 428.810 474.635 474.995 8 476.000 476.360 522.185 522.545

9 435.600 435.960 481.785 482.145 9 478.940 479.300 525.125 525.485

10 453.800 454.160 499.985 500.345

11 458.240 458.600 504.425 504.785

2.9 River /Canal and Nala Crossing

The cross drainage structure shall be provided along project road for uninterrupted flow of river,

irrigation canal and nala.

The full width of carriageway of the new bridges are proposed as 14.45m (new 3 lane bridge with one side footpath) and 12.5m (new 3 lane bridge without footpath) between the inner edges of the

Crash barrier / Railing. The outer width of new bridges will be 15.2m and 13.4m respectively.

The overall width requirement for widening of existing bridges with strong safety barrier works out

to be 13.0m, while the value of the overall outer width works out to be (12+1.5) m where 1.5 is the

width of footpath in meters.

2.9.1 Major Bridges

`





There are three major bridges exist across various streams on the project road. It is proposed that separate bridge structures shall not be provided and service roads on both side of the stream shall

be merged with the main carriageway at 50m distance before the bridge structure. Only two lane

new bridges are proposed on the right side of existing carriageway. The list of major bridge

proposed to be constructed is given in Table – 2.10.

Table – 2.10 : New Proposed Additional Major Bridges

Sl.

No

Bridge

No.

Existing

Chainage

(km)

Proposed

Structural

Configuration

Proposed

Structure

Type

Proposed Span

Arrangement

(c/c bridge)

(m)

Total

Width of

Structure

(m)

Length of

Bridge

(m)

Remarks

1 342/1

(RCW) 341.650

Additional 2

lane bridge

RCC T

Girder+

RCC Solid

Slab

1x10.15 (RCSS) +

1x21.30 +

1x21.40 +

2x20.30 +1x20.85

+ 1x20.05

11.7 135.0

Additional 2 lane

bridge proposed

on RHS main

carriageway

2 391/1

(RCW) 390.288

Additional 2

lane bridge

RCC T

Girder 2x26.80+3x19.50 11.7 112.1

Additional 2 lane

bridge proposed

on RHS main

carriageway

3 508/2

(LCW) 507.500

Additional 2

lane bridge

RCC T

Girder 5x21.60 11.7 108.0

Additional 2 lane

bridge proposed

on LHS main

carriageway

4 508/2

(RCW) 507.500

Additional 2 lane

bridge

RCC T

Girder 5x21.60 11.7 108.0

Additional 2 lane

bridge proposed

on RHS main

carriageway

2.9.2 Minor Bridge

There are 100 (Hundred) minor bridges exist across various streams on the project road. These

are single-span and multi-span RCC/PSC structures with Stone masonry/RCC abutment and

piers and wing walls/return walls with same materials, as abutments, on both sides. RCC/PSC T-

Girder and RCC solid slab type superstructures are present on the Project road.

In most of the minor bridge locations where service road bridge is not present, service road

bridge has been envisaged both in LHS and RHS of the main carriageway to cater for traffic

movement in the adjoining localities and at the same time to have uninterrupted traffic flow in

the high speed main carriageway.

Therefore, 6 (Six) new minor bridge, 31 (thirty one) minor bridge on service road and 7 (Seven) minor bridge is to be widened keeping in view of proposed project for widening to six lane

structure and for the safety traffics for smooth movement and to avoid congestion on highways.

The detail list of new minor bridges, new minor bridge on service road, minor bridge to be

widened is illustrated in Table – 2.11, Table – 2.12 and Table 2.13 respectively.

Table – 2.11 : New Minor Bridges

`





Sl.

No.

Existing

Chainage

(km)

Proposed Structural

Configuration

Length of

Bridge

Total Width

of

Structure (m)

1 418.598 New 3-lane Bridge 18.0 13.40

2 419.320 New 3-lane Bridge 30.0 15.20

3 421.534 New 3-lane Bridge 36.0 13.40

4 435.250 New 3-lane Bridge 15.70 15.20

5 442.600 New 3-lane Bridge 13.0 13.40

6 504.800 New 3-lane Bridge 29.0 13.40

Table – 2.12 : New Minor Bridges on Service Road

Sl.

No.

Existing

Chainage

(km)

Proposed Structural

Configuration

Length of

Bridge

Total Width of

Structure (m)

1 287.650 New Service Lane Bridge 20 10.2



4 360.561 New Service Lane Bridge 13.7 10.2



























Table – 2.13: Minor Bridges where Widening Proposed

`





Sl.

No.

Road/ Name of

Bridge

Existing Chainage

(km)

Proposed Structural

Configuration

Length of

Bridge

Total Width

(m)

1 NH-8 322.050 Widening of Existing Bridge 40.40 15.20







2.9.3 Rail Over Bridges (ROBs)

ROBs shall be designed, constructed and maintained as per the requirements of Railway

authorities. The construction plans shall be prepared in consultation with the concerned railway authority. The ROBs shall be constructed and maintained by the concessionaire

under supervision of the Railways.

There are one ROB exist along the project road which exist at km 466+000. The ROB has

already 6-laned. As this structure is good in condition, therefore, no action shall be taken.

There are 3 (three) new 6-lane ROB is proposed along the project road which is detailed in

Table - 2.14.

Table – 2.14 : New Rail Over Bridges (ROBs)

2.9.4 Roadside Drain

The project road has numerous culverts and drains in service road besides the bridges. Therefore,

the project site has adequate drainage facilities.

2.10 Typical Cross-Sections

The existing 4 lane divided carriageway is to be widened to access controlled 6 lane divided

carriageway, NH-8 from Kaya (Udaipur) to Valad (Gandhinagar). The typical cross sections

subject to the Rural and Urban area are given in drawings at the end of this Chapter.

The widening of the carriageway both in rural reaches and urban areas, excluding the stretches of

realignment or eccentric widening specifically mentioned in cross section schedule shall be on the

Sl.

No. ROB/RUB

Existing

Chainage

(km)

Proposed

Structural

Configuration

Proposed Span

Arrangement

(m)

Total Length

of Structure

(m)

Total Width

of Structure

(m)

1 ROB

412/1 on NH-8 (RCW) 411.150 6 Lane ROB

2 X 7.0 + 20

(Skew) 34.0 15.2

2 ROB

423/1 on NH-8 (RCW) 422.237 6 Lane ROB 3 x 35.62 (skew) 106.86 15.2

3 ROB

431/1 on NH-8 (RCW) 430.672 6 Lane ROB

2 X 16.28 +

35.62 (Skew) 68.18 15.2

`





outer side of the existing carriageways, in both the directions as given in typical cross section

drawings.

The interchanges/flyovers/major junctions/minor junctions shall be developed such that minimum

land acquisition is required and every effort shall be made to accommodate within existing ROW.

2. 11 Accident Details/ Traffic Management Plan (ToR No. xxxiii)

2.11.1 Accident Details

In order to identify the accident spots, accident records were collected from PIU. Data was

collected for 2 consecutive years (after opening of 4-lane) 2006-2007, as available. Accident-prone

area/hazardous locations are identified based on the study of indicator termed as Accident Severity

Index (ASI). The location is termed as accident-prone where the ASI for a particular stretch

exceeds the threshold value of ASI. The ASI for various stretches is calculated by assigning

severity weightage of 6 to fatal, 3 for serious injuries, 1 for minor injuries. Threshold values of ASI

for the whole stretch are taken as” x+1.5 δ”, where ‘x’ is the mean of ASI for the whole section

and ‘δ’ is the standard deviation from the mean value. Threshold value for the whole stretch was

estimated and the respective ASI was compared with the threshold value to identify the accident-

prone stretches.

Based on analysis of accidents for the past 2 years, it can be seen that there are six accident spots

(Kesariyaji, Kagdar, Kherwada, Bichiwada, Salal and Chiloda) where the ASI exceeds the accident

threshold value presented in Appendix: 3.19(A). The year wise ASI for various identified accident

spots are presented in the Figure 3.14. The Threshold value and ASI values for each location have

been presented in Table 3.16(a)(b) respectively. The locations indicating higher ASI values of last

2 years than threshold value were identified for implementation of proactive and remedial safety

measures. After the analysis it has been clear that Prasad is the main black spot identified on the

project corridor. Location wise proposals for improvement of Identified Black Spots are presented

in Appendix 3.19(B)

Table 2.15 (a) & (b) Accident Severity Indices (ASI)&Value for Std. deviation & Threshold value

Figure 3.14: Comparison of Accident Severity Indices

05

1015202530354045

Kesriya ji (336.5)

Kagdar (345.8)

Kherwada (352.8)

Bichiwada (374.5)

Salal (459.4)

Chiloda (495)

AS

I Valu

es

Accident Locations

Comparison of ASI Values

Fatal

Serious Inj

Minor Inj.

`





2.11.2 Road Safety Measures and Monitoring Plan (ToR No. xxiv)

Rapid increases in vehicle in the past 3 decades have placed considerable pressure on the road

networks, their traffic and control devices, and on users of road facilities. The number of people

killed and injured in traffic accidents has been increasing steadily. The continued increase of

fatalities in road accidents are higher today and are undoubtedly inhibiting the economic and

social development of the region and adding to the poverty and hardships of the poor. Therefore, to prevent the un-foreseen accident on highways it is important to establish road safety unit by

developing institutional framework to make an effective co-ordination for the management of

road safety activities.

2.11. 3 Institutional Framework

Institutional framework, to review an accident and plan for Corrective Measures, should be

established. Road Safety Audit are best done by road or traffic engineers who have had

experience of undertaking hazardous location improvement programs as this type of work often

enables them to develop better insights into the range of situations and circumstances that can

lead to unsafe conditions. It is preferable that the safety audit should be conducted every

fortnight and undertaken by members of the road safety unit.

The safety unit should consist of a person from highways, qualified consultant specifically

dealing with the safety & environmental and the safety expert of contractor/concessioner headed

by a senior person. The procedures of safety audit and their application will be the responsibility

of the road safety unit. This will perform excellent work in accident reduction and prevention.

2.11.4 Monitoring Framework

The general procedures and processes for monitoring of road safety audit are described in the

Flow Chart: 2.1.

ASI Value(2006-07)

Locations (km) Fatal Serious

Injury

Minor

Injury Total

Kesriya ji (336.500) 27 30 6.5 63.5

Kagdar (345.800) 27 12 11 50

Kherwada (352.800) 42 15 11.5 68.5

Bichiwada

(374.500) 30 12 8 50

Salal (459.400) 39 1.5 8.5 49

Chiloda (495.000) 39 6 6.5 51.5

Std.

Deviation

Threshold

Value

13.82 44.23



Chaper-1 : Project Description Revision: R0

Environment & Ecology Department

Mechanism

- Institutional

Development with

Client, Consultant and

Concessioner.

- Maintenance of road

for casualty reduction.

- Identifying black-

spot.

- Traffic management

by providing road

signs and delineations

- Develop and

plan for funding

Sources.

Data System Co-ordination with

road safety unit

Establishment of Road

safety Unit/ Engineering

- Depute Safety Expert

by the Concessioner.

- Arrangement of Road

safety instruments and

vehicles.

Safety Audit Awareness/

training

Legislation/

Enforcement

- Strengthening of

safety by providing

delineator, caution

board and road

signs.

- Record of minor

injuries and fatal

accidents.

- Plan to take

measures at

accidental spot.

-Record for

purchase of safety

equipment.

MONITORING FRAMEWORK FOR ROAD SAFETY

IMPROVEMENT PROGRAMME

- Responsibility of

construction staffs

- Fixed penalty

procedure

- Traffic legislation.

- Drinking and

driving enforcement.

-Road Safety

training programme.

- Set-up driver

training.

- Staff training

programme.

- First-Aid training.

- Ensure availability

of ambulance.

- Develop

Dissemination

system.

- Organize road safety

audit.

- Analysis of road safety

deficiency.

- Improvement of safety

measures.

- Redefine responsibility.

FLOW – CHART : 2.1





2.11.5 Traffic Signs and Pavement Markings

Traffic signs and pavement markings shall include roadside signs, overhead signs; curb mounted

signs and road marking along the Project Highway. The design and marking for the Project

Highway shall be as per the design standard indicated in “Manual of Specifications and Standards

for Six laning of National Highways through Public Private Partnership” and the location for

various treatments shall be finalized in consultation with the Independent Engineer.

The overhead sign shall be the reflectorised type with high intensity retro-reflective sheeting

conforming to ASTM D 4956-01, Type VIII and/or Type IX of micro prismatic type. The retro-

reflective sheet of Engineering Grade shall not be used. The height, lateral clearance, location and

instillation shall be as per relevant clauses of MORT&H specifications. Overhead sign shall be

installed ahead of major intersections/flyovers, toll plazas and urban areas as per detailed design

requirements. The minimum number of overhead signs shall be 2 per major Junctions.

2.11.6 Guard Rails and Traffic Safety Devices

The safety barrier of rigid, flexible, or semirigid type in accordance with MoSRTH guidelines/

circulars shall be provided at following locations

i. Where height of embankment is 3m or more

ii. Where embankment is retained by a retaining structure

iii. Where median is depressed, flushed or having the width less than 4.5m, the barriers shall be

for both direction of travel

iv. On valley side of highway in mountainous and steep terrin

v. Between main carriageway and footpath in bridges.

vi. At hazardous locations identified in schedule B or through safety audit

vii. Guard post shall be provided on either side of the carriageway, at location where

embankment height varies between 2 to 3m as per design standards.

2.11.7 Boundary Stones

Road land (ROW) boundary shall be demarcated by putting RCC boundary pillars of size 60cm x

15cm x 15cm embedded in concrete (as per IRC:25) along the Project Highway at 50 m interval on

both sides. All the components used in delineating road land boundary shall be aesthetically

pleasing, sturdy and vandal proof. The road land boundary shall be demarcated in consultation with

IE/NHAI.

2.11.8 Hectometer/Kilometer Stones

The hectometer and kilometer stones shall be provided as per MOSRT&H specifications.





2.11.9 Traffic Blinker Signal (L.E.D) at Intersections:

Traffic Blinker signal (L.E.D) shall be provided at all at-grade intersections and median

openings/Median gap-in as per the design standards.

2.11.10 Highway Lighting

Highway lighting shall be provided in all urban areas of the Project Highway as per “Manual of

Specifications and Standards for Six laning of National Highways through Public Private

Partnership”.

All light posts erected on the railings of bridges, structures shall have adequate height such that

a uniform illumination of 40 lux is available.

All high mast lights in the interchange area shall illuminate the interchange with intensity of 40 lux.

All entry and exit ramps shall be uniformly illuminated with 40 lux intensity

All underpasses shall be illuminated with minimum intensity of 30 lux.

2.12 Highway Landscaping

Trees shall be planted in ROW on either side of the road with staggered pitch as per IRC: SP-21.

Arrangements for plantation of trees shall be in accordance with the MoRT&H technical Circular

No. NH-41(34)/69. A spacing of 10-15 m c/c is recommended for spacing of trees parallel to the

roads. Set back distance of trees needed in different situations shall be as per the IRC: SP-21 and

IRC: 66. Shrubs in medians shall not normally exceed 1-1.5 m heights and shall be as per IRC:

SP-21.

For safe traffic operation, vertical clearance between the crown of the carriageway and lowest

part of the overhang of the tree available across the roadway shall conform to the standard laid

down in IRC: SP: 21. The pit size, fencing watering and manuring requirements shall also

conform to the above standard. Planting shall be such that it does not obstruct the visibility of traffic from any side and shall be pleasing in appearance.

The Landscaping shall be carried out as per the policy of NHAI as is being done on NHAI’s

public funded projects

2.13 Material for Road – Construction (ToR No. xi)

Based on detailed inspection of the area around the project road, many borrows has been

identified. The locations of borrow are selected considering the MoSRTH specification and

environmental guidelines. In addition to this quarry sites are also identified for both coarse and

fine aggregates. The availability of materials is found adequate quantity.

2.13.1 Borrow Area Locations

Borrows are available all along the project road, refer Table - 2.16





Table -2.16 : Borrow Locations

SL.

No.

Locations

(Chaainage)

Side Place Borrow

Area

Lead

(Km)

Quantity

(CUM)

From km 287.00 to km 509.295, borrow area exists all along the project road with a maximum lead of 5

kilometers. The total quantity of earthwork in filling from borrow areas is 3.3 million cum (approx.)

2.13.2 Stone Quarry Locations

Stone quarry and its available quantity are given in the following Table- 2.17.

Table - 2.17: Quarry Locations

Sl

No

Quarry

Location/Name Village Name Location

Type of

Material

Approximate

Quantity

In Cum.

1 New Ambika

Quarry Watrak

Shamalaji - Modasa Road,

District: Sabarkantha Black Trap 800.000

2 Kalptaru Quarry Dhansura

4 Km from Dhansura Village,

on Shamalaji - Modasa Road

District: Sabarkantha

Stone Aggregate 2,050.000

3 Dakan – Kotda

Quarry

Dakan –

Kotda

Km 9+500 (RHS) on SH-32

District Udaipur Stone Aggregate 1,800.000

4 Rocky Crusher Dakan-Kotda Km 13+800 (RHS) on SH-32

District : Udaipur Stone Aggregate 1,000.000

5 Gupta Crusher Shankergarh

SankarGarh Village on

Dungarpur - Sagwara Road

(Reach from Km 377+500 of

Project Road {NH- 8})

District : Dungarpur

Stone Aggregate 540.000

6 Chunawada Chunawada

1 Km (RHS) from Project Road

(Reach from Km 375+000 of

Project Road {NH- 8})

District : Dungarpur


7 Puja Chips

Udyog Kesariyaji

Km 333 on Project Road {NH-

8}

District: Udaipur


8 Dashmesh Udyog Banjariya

1 km kaccha Road from km 350

on Project Road {NH- 8}

District: Udaipur


2.14 Water Demand (ToR No. xxi)

The requirement of water for road construction works are detailed in the following Table- 2.18.





Table – 2.18 : Details of Water Consumption for the Project

Sl.

No.

Items Approx.

Quantity (in

Cum)

Water

Required

Unit Total Water

Consumption

(In Litre)

Source of

Water

A Road Work Water

requirements

shall be

fulfilled

through the

ground Water

Resource.

The

construction

of Recharge

pit/rain water

harvesting

structure shall

perform for

recharging the

ground water

resource.

1 WMM 800,784 @ 80 L/cum L/Cum 64,062,720

2 GSB 918,551 @ 60 L/cum L/Cum 55,113,060

3 Subgrade 2,296,377 @ 240 L/cum L/Cum 551,130,480

4 Earthen Shoulder

5 Earth Filling 2,950,000 @ 240 L/cum L/Cum 708,000,000

6 Compaction of Ground 494,140 @ 40 L/cum L/Cum 19,765,600

Sub-Total -A 13,80,71,860 litre

B Bridge Work

1 Concrete for Culverts,

Bridge and Structures

180x103 Cum

@ 0.5 as

w/c ratio - 30,150x103

litre

2 Curing of Concrete

works

(Taking density of

Concrete = 2.4t/m3)

@ 100 litre

/m3

- 18,000x10

3 litre

Sub Total (B) 4,81,50,000 litre

C Environmental Work

1 Watering for Tree

( In Post - plantation

For one year)

28,000 trees @ 320

litre/plant/

year

L/plant/

year 89,60,000

2 Water Sprinkling for

Dust minimisation

(At least 5month per

year for 3- years)

Crusher site/

Borrow Site

etc

( 5- locations)

@5,000

litre/day/

location

L/day/

location 112,50,000

Sub Total (C) 2 ,02,10,000 litre

Total (A+B+C) 1446,64,31,860 litre

Taking 20% Extra for Miscellaneous 29,32,86,372 litre

Net Total 175,97,18,232 litre

Water Demand : Approx. Seventeen lakh Sixty thousand kilo litre.

2.15 Land Requirement

The land requirement for the construction of the road will be determined once the LA plan and

Land Acquisition Report will be prepared as part of Social Impact Assessment (SIA) study taking

into consideration the total households and structures to be affected.

2.16 Highways Encroachment (ToR No. xxv)

An encroachment is any object placed without permission within the legal limits of a highway

right-of-way or in any way interfere with the land within the limit of a highway or the roadway or

any structure forming a part of the highways. These include: hording signs, fences, walls and

lights, squatters and hats/market of agricultural produce on the side of road.

Objects generally are not permitted in the right-of-way unless the objects serve an official highway

purpose instances as public utility electric poles, mailboxes, telephone line.





2.16.1 Prevention and Removal of Encroachment

The control of encroachment is essential for mainly of two reasons:

i. Public safety and

ii. Legal liability.

Encroachment of highway right of way thought the squatters, market of agricultural produce,

illegal hording signs etc. may interfere with a driver’s view of other traffic, official traffic signs,

and traffic signals. And accidents may result. If a motorist collides with an illegally placed object,

the owner of the object and the authority may be sued for the resulting injuries or damages.

Moreover, it needs legal actions to clear the site from the squatters if they finally established.

2.16.2 Appointment of Highway Authority

The Government by notification in the official Gazette should appoint one or more officers to be

Highway Authority for the purposes of this Act. The Highway Authority shall exercise powers

and discharge duties in accordance with the provisions of the Act relating to the maintenance and

control of the highways, the prevention of encroachments thereon and the removal of

encroachments therefrom, and matters incidental thereto.

2.16.3 Responsibility of Highway Authority

The highway authority should ensure that the right-of-way of the highways that includes the

shoulder and beyond is free and clear of any objects that might distract motorists and cause

accidents. The highway authority also must up-hold the laws regulating placement of outdoor

advertising signs.

The authority will first send a written request to the responsible person(s) to remove the sign. If

not removed, NHAI is authorized by law to enter private property to remove the illegal sign and to

collect the costs of removal from the responsible person(s). The law also provides a fine for the

person(s) responsible for the illegal sign, upon summary conviction.

2.16.4 Provision for Safety and prevention of damage to Highways

For prevention of encroachment on highway and removal of encroachment therefrom and certain

other matters connected therewith, an Act should be made. The act should take the provision for

penalty of illegal construction on highways.

The highway authority, therefore, has made an act by setting of highway administration for the control of illegal encroachment on the highway through the enforcement of laws under the act

‘The Control of National Highways (Land & Traffic) Act, 2002, In this consequences, the

Central Government has established 192 Highway Administrations for implementation of the

provisions of the Act, vide notification, dated 20.1.2005 and this notification has also come into

force w.e.f. 27.1.2005.

The Highway Administrations are responsible to prepare the Land Registers, take cognizance of the instances encroachments, issue notices and remove the encroachments on the National

Highway Land and property. Therefore, the highway administration is obligated by law to remove

encroachments from the highways. All the Highway Administrations are, therefore, prepare

Action Taken Report (ATR) on the progress of preparation of land registers, number of





encroachments taken cognizance of, number of cases in which notices have been issued and the

number of cases in which encroachments have been removed. All the Highway Administrations

are also furnish the quarterly report on the status of implementation of the provisions of the Act.

2.17 Low land along Project Site (ToR No. xix)

The proposed road is the four lanes. There is no such site of low land area along the entire length

of the project road where earth is required to be filled-up to prevent overtopping.

2.18 Drainage Pattern (ToRNo. xxviii)

There are five rivers and seven irrigation canal crosses through the project road. The river crosses

the project road is Tiri river, Parel river, Som river, Meshwa river, Bok river. The irrigation canal

are Hathmati canal and Bhujwa canal and its branches which crosses at seven different locations

along project road. Moreover, there are 505 number of CD-structures (118 box/slabe culvert and

387 pipe culvert) exist along the project road. In the widening to 6-lane of NH-8 from Kaya to

Valad all existing drainage are planned adequately to flow along its natural drainage pattern.

Therefore, widening process of project road does not affect the natural drainage pattern of any

existing rivers, irrigation canal and seasonal stream.

2.19 Debris Disposal: (ToR No. xviii)

The proposed project does not involved cutting of earth. Although, in the process of civil works

construction a lot of quantities of waste materials are generated as rubish, refuse, scarified asphalts

and other wastes. Therefore, it is important to take adequate measures for the safe disposal of

waste materials in order to avoid pollution problems and nuisance to environment. The following

method and guidance are recommended for suitable measures.

2.19.1 Procedure

The following procedures should be followed for safe disposal of wastes.

• The Concessioner shall maintain register for keeping records on kilometer-wise quantities

of material generated during grubbing, stripping, excavation and scarifying;

• The Concessioner shall re-use construction material to the extent possible based on

engineering properties. Possible re-use areas are fill sections, embankment slope, village

approach roads etc. Debris without bitumen could be used for backfilling of quarry / borrow

areas as recommended by the Engineer. At locations identified for dumping of residual

bituminous wastes, the dumping shall be carried out over a 60mm thick layer of rammed clay

so as to eliminate the possibility of the leaching of the wastes into the ground water. The

contractor shall ensure that the filled area is covered with a layer of preserved topsoil layer

of preserved topsoil;

• The Concessioner shall estimate the chainage-wise quantities of various waste material to be

disposed of;

• The Concessioner will dispose of debris only to the identified places or with prior permission

of Engineer-in-Charge of works.

• During earth removal and disposal of debris proper warning signs will be installed to the

satisfaction of Engineer-in-Charge of works.

• The Concessioner will also dispose the debris for the improvements of public utilities after

the proper consent of villagers and approval of Engineer-in-Charge of works.





• In the event of any spoil or debris from the sites being deposited on any adjacent land, the

Concessioner will immediately remove all such spoil debris and restore the affected area to

its original state to the satisfaction of the Engineer-in-Charge of works.

• The Concessioner shall prepare a plan including detailed lay out plan and cross-section for

disposal of debris and bitumen waste and get approval of the same by the Engineer;

• The Concessioner and Engineer shall ensure that disposal areas are properly treated as per

agreed plan.

• The Concessioner will at all times ensure that the entire existing stream courses and drains

within and adjacent to the site are kept safe and free from any debris.

• The Concessioner will utilize effective water sprays during the delivery and handling of

materials when dust is likely to be created and to dampen stored materials during dry and

windy weather.

• The Concessioner and Engineer’s representatives shall undertake joint weekly inspection to

ensure compliance of various environmental requirements;

• Engineer’s representatives shall issue non-compliance if disposal site is not managed as per

agreed plan;

• 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

Supervision Consultant.

• Any diversion required for traffic during disposal of debris shall be provided with traffic

control signals and barriers after the discussion with local people and permission of

Engineer-in-Charge of works; and

• The disposal of debris will not impact any endangered / rare flora and fauna.

2.19.2 Site Inspection

Weekly joint site inspection shall be undertaken for all the storage areas. The details of attributes,

which are to be inspected, are given as follows. The Contractor shall ensure compliance of the

requirements.

Monitoring of Construction Material for Reuse & Disposal

Sl. No Attributes Requirements

1 Construction material

generation and re-use

� Segregating debris and bitumen during generation;

� Segregating re-usable portion of debris and bitumen and storage

preferably near areas for re-use;

� Temporary storage of waste material at sites as directed by the

Engineer;





Sl. No Attributes Requirements

2 Waste disposal � Disposal of waste material at approved disposal site within a week of

generation;

� Disposal site should be properly demarcated;

� Proper leveling / grading at disposal site/s;

� Recommended / agreed safeguard measures to avoid ground water

contamination by leachate from disposal of scarified material/asphalt

are to be implemented;

� Recommended / agreed safeguard measures to avoid soil erosion are to

be implemented;

� Recommended / agreed plan for surface treatment of waste disposal

site/s are to be implement.

2.20 Project Benefit & Fuel saving (ToR No. xxii)

In view of providing connecting link and transportation facilities to the Gujarat with its

neighbouring state as Ahmadabad, Udaipur and Rajasthan through the National Highway, NH-8,

a subjective approach is considered acceptable tool for evaluation of project benefit and saving of

fuel due to widening to 6-lane of existing 4-lane highways from Udaipur (Kaya) to Gandhinagar

(Valad).

In the present case, the project is widening to 6-lane of existing 4-lane highways for capacity argumentation of transportation need. Therefore, project benefit is briefly elaborated in relation

to the following heads:

1 Environmental Benefit

2 Economic Benefit/Fuel Saving

3 Societal Benefits

4 Nation Benefits

2.20.1 Environmental Benefit

• Improvement in Air quality: Air and dust pollution (RSPM/SPM) in inhabitations particularly through air emissions shall be reduced due to construction of flyovers, underpasses and service roads along the project corridor.

• Reduction in roadside Noise level: Noise level shall reduce through reduced traffic congestion. In the other hand, plantation of trees along the right of way shall contribute substantially in noise reduction. Whereas the construction of Flyovers, Underpasses and Service roads shall contribute in noise reduction due to segregation of main traffic away from population in horizontal and vertical directions

• Improvement in Pollution Level: Riding quality of road shall increase manifold by up-gradation and rehabilitation of existing highway. This shall result in not only reduction in average travel time and vehicles maintenance cost, but also reduce the pollution level due to protection of degradable shoulder materials and reduction in spills due to the reduction in repair/occasion for ailing vehicles.

• Improvement in Vibration Level: Multiple division of travel path by increasing lanes,

provision of service roads and segregation of traffic at urban settlement etc shall cut down resonance of vibration.





• Erosion Control: Turfing by grass –sods in embankments coupled by pitching for protection works shall reduce erosion of soil from road embankment.

• Improvement Environmental Quality: Afforestation programme and landscape along the highway shall provide greenery which ultimately reduce pollution and improve the environmental quality.

2.20.2 Economic Benefit

• Reduces Vehicular Operating Cost: The main economic benefits generated by the project will be savings of vehicle operating cost. The smooth riding quality of pavement and separate lane for the vehicles for providing 100km/hr speed reduced engine load and travel time consequently provide fuel saving for vehicles and ultimately reduces vehicular operating cost after widening to 6-lane highways. The separate lanes of vehicles also reduce probable accidents and traffic jam which shall be cost efficient for operating vehicle on the highways.

• Reduction in Freight Cost: The saving of freight cost and resource cost shall arise from diversion of freight from rail to highway.

• Reduction of Accident: The highways with good traffic facilities and having adequate safety provisions shall reduce the number and severity of accidents constitute important elements of the economic benefits. While economic cost of individual accidents may be higher on the highways than on rural roads, the total number of accidents per vehicle-km in the project corridor will probably be reduced substantially after widening to six lane of existing four lane, NH8, Kaya to Valad.

2.20.3 Societal Benefits

• Increase of Living Standard : The Infrastructure development shall Induce new establishment and construction of Commercial, Industrial and Residential structure as Hotel, Dhabas, Motel, Restaurant, Petrol pumps that provide good business opportunity resulting direct and indirect generations of employment that improve the living standard of the local communities.

• Access for Settlement Dwellers: Settlement dwellers shall enjoy better access to the workplace/seasonal gathering at junctions and Underpasses/Flyovers locations by reduction/segregation from interference with main traffic on the highways that results in prevention of accidents.

• Improvements in Safety for Road Users : Widened Highway with safety provision as IRC Specifications as provision of retro-reflective safety signboard, crash barriers, lane marking, pedestrian underpass, cats eyes, pedestrian guard rail, delineators along the curve edge at both side of the project road shall provide better safety for the road users.

2.20.4 Nation Benefits

• Economic Development of Country: The demand for expressway travel is relatively inelastic; therefore Increase in toll fees will result in a significant increase of economic benefits to the Nation. The money collected from the toll fees shall utilise for the development works as research, safety and security of nation and other development work. Further, Infrastructure development shall facilitate direct and indirect development with regard to the communities. It will increase the economic status of the public that induce the





person to live in better environment. The hygiene and better environment of the communities shall lead silent indicator of Nation development.

2.21 Land – Reclamation – (ToR No. xxxv)

The existing project is the widening to 6-lane of existing four –lane highways. There is no land

reclamation work involved in this proposed project.

2.22 Total Project Cost

The project cost is estimated on the basis of various items of works associated with the project.

The various activities in road construction process are illustrated as follows :

• Site Clearance

• Earthwork

• Pavement construction

• Cross- drainage structure

• Bridges, Flyovers, FOBs, Underpasses etc.

• Public Amenities as bus-stop,

• Improvement of Junctions

• Protective Measures of high embankment

• Road Safety and other Miscellaneous works

• Environmental Enhancement as afforestation

• Implementation of EMP as control of fugitive dust during construction/ operation

phase, green belt development along road and median , water harvesting structures,

noise abatement during construction phase etc.

An estimate of the basic raw materials viz. cement, bitumen, sand, earth etc. required is presented

in Table- 2.19.

Table – 2.19: Estimated quantity of Road Construction Material

Sl. No Item Quantity/ Volume

1 Cement 110,000 MT

2 Bitumen 85,000 MT

3 Bitumen Emulsion 6,000 MT

4 Fine Aggregate 2 million cubic meter

5 Coarse Aggregate 3 million cubic meter

6 Steel 75,000 MT

7 Earth 2,296,377 cum

The project cost is estimated on consideration of all above project activities which is detailed in the

following Table -2.20.





Table -2.20 : Estimation of Project Cost

Project Activities Estimated Cost (Rs.)

1 Site Clearance 28,535,033/-

2 Earthworks 1,334,623,223/-

3 Sub-base and Base Courses 1,697,568,968/-

4 Bituminous Works 4,613,196,079/-

5 Bridges, Flyovers, Underpasses, ROBs, pedestrian

subways, footbridges etc. 4,573,567,372/-

6 Drainage and Protection Works 1,309,922,400/-

7 Traffic Signs, Markings and Road Appurtenances 1,320,587,452/-

8 Maintenance, Repair and Rehabilitation 11,100,000/-

11 Environmental Management as per EMP 8,85,05,865/-

Project Cost (Rs.) 1497,760,6392/-

Escalation 25% ; (Total project Cost) Rs. 3744,401,598

Total Project Cost 1872,2007,990/-

2.23 Cost Benefit Analysis.

The total costs of the project is estimated to be Rs 1872,2007,990/-./- ( Rs One Thousand Eight

hundred Seventy two crore approx.) including the environmental cost for the widening to six

lane of existing four lane NH-8.

These costs are considered fully justified when compared with the expected benefits. The project

benefits resulting of probable fuel saving in compare to the rural road, reduction of accidents,

reduce in travel times and environmental benefit with regard to reduction of soil erosion,

reduction of noise level and air pollution to local residents; and good aesthetic view of Highway

due to landscaping and green-belt development. In addition, the local environmental management agencies will strengthen the environmental through the regular monitoring

supported by the Project.





TYPE-I : TYPICAL CROSS SECTION IN URBAN AREA (CONCENTRIC WIDENING) WITH SERVICE ROAD

TYPE-II : TYPICAL CROSS SECTION IN URBAN AREA

(CONCENTRIC WIDENING) WITH ONE SIDE SERVICE ROAD





TYPE-IV : TYPICAL CROSS SECTION IN RURAL AREA

(CONCENTRIC WIDENING) WITH SERVICE ROAD

TYPE-III : TYPICAL CROSS SECTION IN URBAN AREA

(CONCENTRIC WIDENING) WITHOUT SERVICE ROAD





TYPE-V : TYPICAL CROSS SECTION IN RURAL AREA

TYPE-VI : TYPICAL CROSS SECTION IN RURAL AREA

(CONCENTRIC WIDENING)WITHOUT SERVICE ROAD

(CONCENTRIC WIDENING)WITH ONE SIDE SERVICE ROAD





TYPE-VII : TYPICAL CROSS SECTION OF 6 LANE

ELEVATED CORRIDOR ON DOUBLE PIER (RURAL AREA)





TYPE-VIII : TYPICAL CROSS SECTION OF 6 LANE

ELEVATED CORRIDOR ON DOUBLE PIER (URBAN AREA)





TYPE-IX : TYPICAL CROSS SECTION OF 2-LANE TO 6-LANE

TYPE-X : TYPICAL CROSS SECTION OF 2-LANE TO 6-LANE

(CONCENTRIC WIDENING) WITH SERVICE ROAD

(CONCENTRIC WIDENING) WITHOUT SERVICE ROAD



Chapter-3: Description of Environment Revision: R1


CHAPTER – 3

DESCRIPTION OF ENVIRONMENT

A detail survey has been conducted for the study of environmental scenario of existing project

site proposed for the widening of six lane of existing four lane highway of NH-8, from Udaipur

(Kaya) to Gandhinagar (Valad). The field observations include baseline environmental set-up of

the study corridor (10 km on either side of the project road) in general and within the Right of

Way (RoW) in particular. The base line environmental feature around ten km, either side of

project road is illustrated in the Annexure – VII (reference, Survey of India Toposheet). The

baseline environmental components which are assessed along the proposed project site are

described in subsequent sections as follows:

� Physiography

� Geology

� Seismicity

� Land-Use Pattern

� Hydrology/Drainage

� Climate and Meteorology

� Air, water and Noise Environment

� Forest

� Wetland

� Sanctuaries

� Religious and Cultural Property

� Recreational Resources

� Cultural Heritage Sites (Archeological and Historical Monuments)

3.1 Physiography

The project road, Udaipur – Ahmedabad, section of NH-8, passes through two states. The part of

the section from km 287 .000 to km 381.000 falls in Rajasthan and the remaining part upto km

509.295 falls in the state Gujarat.

The wide ranging topography of Rajasthan includes Aravali range, Thar region, Mewar plain and

wetlands. The Aravali range spearheads the Rajasthan into two partitions – North-West and

South-East. The North-West is dry and south-east is bountiful and has wet fertile and forested

region. The wide ranging topography of Gujarat is the Mainland Gujarat, hilly region of

Saurashtra and the marshy wetland of Kutch region. The Mainland of Gujarat is a vast alluvial

plain with a hilly terrain in the east.

Therefore, the topography of Udaipur-Ahmedabad section of NH-8 is sharply demarcated in two

distinct divisions: the predominantly plain terrain and smaller section of hilly terrain. The hilly

section is the part of south-eastern Aravali range with bountiful forest region which are located in

the Dungarpur district of Rajasthan and Sabarkantha district in the north - east of Gujarat state.

Tiri river, Parel river, Som river, Meshwa river, Bok river are the main natural drainages falling

along the project site.

The physiography of project site, Udaipur to Ahmedabad, is illustrated in Figure - 3.1.

The project road lies in the average elevation of 150 to 300 meter.





3.2 Geology and Soil

The study area lies in the Southern Aravali range. The Aravali range extents from south west

summit – Guru Shikhar (Mount Abu) to the Northeast in Rajasthan. The Aravali range enters

Gujarat near Abu and after zigzagging all along the northeastern and eastern part of the State

merges into Vindhyas hills. The geomorphic units consist of structural hills made up of quartzite

and Residual hills belonging to the Aravalli and Delhi Jharol and Rikhabdeb Supergroups.

The project road falling in Rajasthan lies on Nichamata formation of phyllite, dolomite and

ferruginous dolomite, Balecha formation of phyllite, mica, schist, felspathised schist and zawar

formation of dolomite & quartzite which are belonged to Udaipur group. After that near

Rikhabdeb where this section of project road ends the geology is serpentinite with serpentive talc

rock of Rikhabdeb group. These are oldest geological formations and are very stable. In the

Banswara-Dungarpur area the southern Aravalii have broken down into disorderly pattern of hills

mostly due to a period of several cross folding in the rocks. The mass wasting influence of the

sub-humid and semi arid climate is apparent, on the ridges formed of quartzite.

The initial stage lies on Balecha formation of Udaipur group consisting phyllite, mica, schist, and

felspathoid schist. After that it passes through Udaipur group consisting Synorgenic granite and

gneiss.

The road in Rajasthan, passing through the district Udaipur and Ahmedabad have mainly desert

soil with consolidated or unconsolidated gravels composed of water ball fragments of the

surroundings country rocks due to gulling in the sub-mountain region. The major section has

heavily drained soil. The project site falling in the state of Gujarat which passes through

Sabarkantha and Gandhinagar district, have moderate soil and with loamy texture. Major area of

the region is having 'Well’ drained soil.

3.3 Seismicity

The project road is located in the region of eastern Rajasthan and Gujarat. According to GSHAP

data, the project site falls in a region of low to moderate seismic hazard. As per the 2002 Bureau

of Indian Standards (BIS) map (as per IS:1893, Part 1,2002), the project road falls in the Zone-II [having low seismic intensity) and Zone III (having moderate seismic intensity) of the Seismic

Map of India likewise the GSHAP data and therefore has a low to moderate risk of potential

damage due to earthquake. Historically, parts of this state have experienced seismic activity in

the M 5.0 to 7.0. (Refer Figure -3.2)

3.4 Land Use Pattern

The project road has mainly agricultural land on either side interspersed with human settlements,

commercial land, hilly area, patches of Reserve Forest, industries and river and irrigation canal.

The land-use pattern along the project road is represented in Table 3.1 and graphically shown in

Figure -3.3. After land –use survey, it observed that major part of the land from Udaipur to

Ahmedabad is agricultural land (44.5%), followed by residential & commercial land (30.5), hilly

section (10%). About 3% of land falls under Reserved Forest, water bodies and industrial area

are 1% each. The detail land-use pattern along either side of project road with chainage, from

Udaipur to Ahmedabad, section, NH-8 is given in Annexure – III.





The agriculture practices of the project site are generally single cropping. Rainfall in the project

site is scanty i.e less than 50 cm annually. Therefore, only those crops which can withstand drought conditions, such as Jowar, Bajra, maize and groundnut are grown.

Table - 3.1: Land Use Pattern along the Project Road

Land Use Category Land Use Pattern

(% Stretch)

Agriculture

44.5

Residential/ Commercial land

30

Open Barren Land

9

Plantation/Social/ Forestry

0

Hilly Area

10

Reserved Forest/Protected Forest 4.5

National Park/ Wildlife Sanctuary/Biosphere

Reserve/ Eco-sensitive sites

0

River/Irrigation Canal/Pond/Seasonal Stream

1

Industries

1

Total

100%





Agriculture, 44.5 %

Residential/ Commercial land ,

30 %

Open Barren Land, 9 %

Plantation/Social/ Forestry, 0 %

Hilly Area, 10 %

ReserveForest/Protected

Forest , 4.5 %

National Park/ Wildlife/Sanctuary/

Biosphere Reserve/ Eco-

sensitive Sites, 0 %

River/Irrigation Canal/Pond/

Seasonal Stream,1 %

Industries, 1 %

Figure- 3.3: Land Use Pattern along the Project Road

3.5 Hydrology/ Drainage, (ToR No. xx)

The project site falls in the Sabarmati basin under the Aravalli range . The Sabarmati River Basin

is situated in the mid-southern part of Rajasthan and north - eastern part of Gujarat. It spread

between the latitudes 22o23'0''E and 25

o56'0''E and longitudes 71

o3

’33''N and 73

o48'0''N. The

Sabarmati basin is a water deficit basin having extensive agriculture, industrial development and

high population density.

3.5.1 Drainage

The Sabarmati River is the only one major river in the project site. All the other rivers originating

in the project site are seasonal in nature. Majority of river flowing in the route of project road are

highly ephemeral in nature and carry stream flows for very few days during the rainy season.

The seasonal stream in the Udaipur and Dungarpur district are Tiri river, Parel river and Dungarput district are Meshwa River and Vatrak river. The river flowing in the project site under

the Sabarkantha district and Gandhinagar is Hathmati River, Bok River and the Sabarmati river.

Hathmati river originate from the Dharoi Dam. The Vatrak river, Meshwa river and Hathmati

river are tributaries of Sabarmati river which flow in southern sabarmati basin. The important

surface irrigation command area of project site falls under Hathmati river. The irrigation canal

arises from this river is Bhujwa Canal, Hathmati canal and its distributaries, which fulfills water

demand to central part of Sabarkantha districts falling under the project route. The list of irrigation canal and rivers crossing the project road is given in the Table: 3.2.





Table - 3.2: List of River and Irrigation Canal crossing Project Road

Sl . No. DESCRIPTION

River Irrigation Canal Chainage

1 Tiri River 304+800

2 Parel River 323+900

3 Som River 345+200

4 Meshwa River 395+050

5 Hathmati Canal 437+900

6 Bhujwa Canal 456+500

7 Distributaries of Hathmati canal 461+050

8 Distributaries of Bhujwa Canal 462+900

9 Distributaries of Hathmati Canal 463+100



12 Bok River 471+500

The hydrological features along the project road are shown in Figure: 3.4.

3.5.2 Ponds and Water Reservoir

Ponds are mainly confined to the inside villages.

There are no major ponds along the project road.

The water reservoir reported along the project site

is excavated lands and developed by village

community. Therefore, ponds exist along the

project site are small in size and deteriorated stage

and filled with water hyacinth.

Total 5 ponds are reported along either side of the

project road. The Change wise list of all water

bodies are presented in Table-3.3.

Table-3.3: Water Bodies along the Project Road

Sl. No. Chainage

(km)

Distance from

C/L (m)

Side Description Location

Left Right

1 347+550 16 Left Earthen Pond Khandavari

2 304+700 60 Right Earthen Pond Tidi`

3 356+100 13 Right Water Pit / Buffalos

Water bollow

Bhuwali

4 293+100 14 Left Earthen Pond Kaya

5 378+250 14 Left Earthen Pond Gamod

Typical Ponds along

Project Road





3.6 Climate & Meteorology, (ToR No. xii)

3.6.1 Climate and Seasons

The climate of area is moderate dry and tropical characterized by a hot summer from March to

Mid June, a humid monsoon or rainy season stretching from Mid-June to September, a short

pleasant post-monsoon during October and November, and a cool winter spanning between

December and February. Therefore, climatologically, four seasons i.e. summer (pre-monsoon),

monsoon, post-monsoon and winter could be deciphered comprising the following months:

Summer : March, April, May

Monsoon : June, July, August, September

Post-monsoon : October, November

Winter : December, January, February

Meteorological data described in this section has been collected from the nearest IMD

observatory located at Udaipur and Ahmedabad, which deemed representative of the study

corridor. Meteorological data has been collected and summarized in Table-3.4.

Table -3.4: Meteorological Data of the Project Site (Based on Records of IMD, 2006 - 2010)

Parameter IST Monthly Range Annual Mean/Total

Udaipur

Mean daily maximum temperature (°C) 24.1(Jan) – 39.4(May) 31

Mean daily minimum temperature (°C) 7.2(Jan) – 25.9 (June) 17

Relative humidity (%) 830 34 (Apr) - 84 (Aug) 58.9

1730 20 (Apr) – 75 (Aug) 38.3

Total rainfall (mm) 2.2 (Apr) – 540(Aug) 134.6

Wind speed (km/h) 5.6 (Nov) – 15.0 (June) 8.9

Dungarpur

Mean daily maximum temperature (°C) 24 (Jan) – 38.2 (May) 31.2

Mean daily minimum temperature (°C) 6-2(Jan) – 26.4 (June) 16.8

Relative humidity (%) 830 32 (April) – 81 (Aug) 59.9

1730 19 (April) – 72 (Aug) 50.2

Total rainfall (mm) 10.2 (June – 248.1(Aug) 189.2

Wind speed (km/h) 5.2 (Nov) – 14.2 (June) 1.9

Sabarkantha

Mean daily maximum temperature (°C) 28.4 (Jan) – 40.2 (May) 33.3

Mean daily minimum temperature (°C) 10.4 (Jan) – 26.1 (June) 23.3

Relative humidity (%) 830 30 (March) – 81 (Aug) 70.1

1730 15 (March) – 71 (Aug) 37.9

Total rainfall (mm) 125 (June) – 800 (Aug) 222.4

Wind speed (km/h) 5 (Nov) – 14 (June) 2

Gandhinagar

Mean daily maximum temperature (°C) 28.1 (Jan) – 40.5 (May) 33.8

Mean daily minimum temperature (°C) 12.1 (Jan) – 25.2 (May) 20.5


1730 16 (March) – 67 (Aug) 36.5

Total rainfall (mm) 58.1 (June) – 523.2 (Aug) 170.1

Wind speed (km/h) 4.2 (Oct) – 9.1 (May) 6.4

Ahmedabad





Parameter IST Monthly Range Annual Mean/Total

Mean daily maximum temperature (°C) 27.7 (Jan) – 41 (May) 33.3

Mean daily minimum temperature (°C) 11.7(Jan) – 26.5 (June) 20.1


1730 16 (March) – 70 (Aug) 36.7

Total rainfall (mm) 84 (June) – 430 (July) 171.5

Wind speed (km/h) 4.1 (Oct) – 9.8 (Jun) 6.4

Fog: Average 0.7-1.0 days in a year during October - February.

Dust storm: Average 1.5-3.1 days in a year during March-June.

The month wise climatic features of study corridor based on the available past data from year

2006 to 2010 has been collected from IMD Udaipur and Ahmedabad are presented in Table- 3.4

– A , data of wind speed and weather phenomenon from year 1951 – 1980 is presented in Table-

3.4 – B and Table- 3.4 - C. in Annexure – II, and described in the subsequent sections.

3.6.2 Temperature

January is the coldest month with mean daily minimum temperature of 7.1 to 11.7°C and

maximum of 24.2 to 26.5°C. March onwards the temperature begins to rise rapidly and May &

June are the hottest months with the mean daily maximum temperature of 39.6 to 41.0 °C and

minimum of 25.9 to 27.0°C. Thereafter, the advent of monsoon brings down the temperature.

Monsoon withdraws in October but the temperature continues to fall gradually up to January, the

middle of winter. The annual average of maximum and minimum mean daily temperatures are

31.0°C to 34.4°C and 17.0 to 20.2 °C respectively, refer Annexure – II.

3.6.3 Relative Humidity

The air along the project road is fairly humid through the major part of the year and the mean

relative humidity rises to above 72% during the monsoon months, particularly June to September

ranging between 60-80% in the morning (0830 IST) and 45-75% in the evening (1730 IST) .As

usual, it is dry in the summer months, particularly April to May, the mean relative humidity

ranging between 34 - 60% in the morning and 18-24% in the evening. The above trend in

humidity in various seasons clearly shows a discernible influence of rain on humidity. The

highest mean relative humidity is recorded in August (80 - 85% in the morning and 70-75% in

the evening), a wet monsoon month and the lowest mean relative humidity is recorded in March

& April (35-40% in the morning and 18-20% in the evening). The annual mean relative humidity

is about 60-62% in the morning and 38-40% in the evening, which correlates well with the

tropical humid climate of the area. As usual, the humidity in the morning (0830 IST) is more than

that in the evening (1730 IST) during all the months, refer Annexure II, Table No : 3.4 – A.

3.6.4 Rainfall

Moderate rainfall occurs through the south-west monsoons that starts in Mid June and lasts till

September. The remaining period of the year, November to March, is mostly dry with little

rainfall. The total annual rainfall received along the project road is about 651.7 - 803.4 mm .The

monsoon period of the project site is four month that start from June and last in the month of

September that contribute about 87 - 88% of the total annual rainfall. The total annual rainfall

along the project site is 180 to 210 mm, refer Annexure II, Table No : 3.4 – A.





3.6.5 Cloud Cover

During the monsoon months, particularly July and August, the sky is cloudy, the total cloud in

the monsoon month from June to August is varies from 5.6 – 6.8 Octa . The cloudiness decreases

in the post monsoon. In the post-monsoon, winter and summer months the sky is generally clear

(mean monthly total cloud is varies from 1.8 – 2.1 Octa) accept the occasional short spells of

cloudy weather, refer Annexure II, Table No : 3.4 – A.

3.6.6 Wind Speed

Winds speed is generally moderate in winter, strengthening during the summer and initial period

of monsoon. The annual mean wind speed along the project road is around 6. 0 - 9.0 km/h. Wind

speed is maximum during the months of June i.e. 14.0 – 15.1 km/h and minimum during the

months of October and November i.e 5.0 – 5.5 km/hr. Predominant wind directions along the

project road are from south-west followed by west and north-west. The Clam conditions i.e wind

speed less than 1.8 km/hr) prevail over a considerable spell, refer Annexure II, Table no : 3.4- C.

3.6.7 Weather Phenomena

Thunderstorms, generally, occur during the period of May to September (3.9-7.7 days) compared

to rest of the year from October to April (0.1-1.2 days). Their incidence becomes maximize

during the month of June & July in the Rajasthan part of the project road (7.3-7.7 days). Total

annual occurrence of hail (total 0.0-0.4 days in a year) is practically negligible. Annual

occurrence of fog is practically negligible (total 0.7-1.0 days in a year). The occurrence of dust

storm is recorded 1.5-3.1 days in a year, refer Annexure II, Table no: 3.4- B.

3.7 Air, Water and Noise Environment, (ToR No. xxiii)

The monitoring of various performance indicators pertaining to Air, Water and Noise level had been carried out during the month 15th March 08 to 15th May 08. As the result and evaluation of

various performance indicator pertaining to air, water and noise is about four (4) years olds and

thus not effective for this period, therefore, the details are not being presented at this period.

A fresh monitoring of Air, water and Noise quality shall be conducted again in the month of

November - December 2011, for one season, as per direction of NHAI, New Delhi. Existing

status of Air, Water and Noise environment of the project site shall be presented in the final EIA report, therefore, as per new notification of National Ambient Air quality Standards, CPCB

Notifications dated 18th November 2009. The final report shall also contain the satellite imagery

of the project site to a scale of 1:25000 and outcome of public- hearing of all four districts falling

along the project road as well as ground survey map on scale of 1: 2000.

3.7.1 Ambient Air Quality

The AAQ samplings shall be done as per CPCB guidelines representing residential, commercial

and environmentally sensitive sites along the proposed project road, Udaipur to Ahmedabad,

section of NH-8.

� Parameters, Frequency and Monitoring Methodology

Monitoring of air quality shall be monitored for the following parameter :





- PM 2.5

- PM 10

- Sulphur Dioxide (SO2)

- Oxides of Nitrogen (NOx)

- Carban Monoxide (CO)

The sampling of above parameters shall be conducted at various monitoring station adopting a

24-hours and 8-hours monitoring for Carbon Monoxide (CO).

The sampling instrument shall be kept at a height of 3 to 3.5 meters above ground level keeping

in view of the wind direction. The instrument shall be placed at open space free from trees and

vegetation so as it does not interfere the monitoring result.

With a view for collecting the samples of PM 2.5 , PM 10 , SOx and NOx, Fine particulate Sampler

and Respirable Dust Samplers (RDS) (make: M/s. Envirotech Instruments Pvt Ltd.) with gaseous

sampling impingers shall be used. Glass micro-fibre filter papers (GFA Sheets, Whatman) shall

be used for the collection of PM10. SO2 shall be collected by drawing air through absorbing

solution of sodium tetra chloro mercurate (EPA modified West & Gaeke Method) and NOx was

collected by drawing air through the mixture of absorbing solutions of sodium hydroxide and

sodium arsenite (Na-Arsenite modified Jacobs & Hochheiser Method). The measurement for

both SO2 and NOx shall be done colorimetrically. The CO shall be measured using Non-

Dispersive Infrared (NDIR) Spectroscopy technique. All the analyses should be carried out as per

IS-5182.

3.7.2 Monitoring of Water Quality

It is reported that five rivers are intercepting the project road. The other hydrological features are

irrigation canal which intercepted the project road at five locations. The ponds are existing along

either side of the project road provide requirements to village communities. The flow of river in

the project site is seasonal and remains dry throughout the year. Therefore, water in irrigation

canal flow for very short period only as it is regulated by the flowing river and the main canal.

Hence, monitoring of surface water quality is not expected due to non-availability of water in

river, seasonal flow of water in irrigation canal and deteriorated stage of existing ponds falling

along the either side of the project route.

The underground water is the only important source for catering to needs of water demand for

village’s communities falling along the project road. Therefore, any kind of deterioration owing

to the developmental activities in the quality of ground water will pose threat to the village

population and attention needs to be paid towards maintaining the quality of water using all

possible tools such as monitoring with spontaneous remedial suggestions, if required.

Keeping in view the importance of ground water resource to the local communities, the

monitoring of ground water quality shall be conducted in the study corridor. Evaluation of

various parameters with regard to the Water Quality Standard Norms: IS: 10500 shall be done.

The monitoring of various parameters, subject to the ground water quality, had been conducted in

study corridor during the EIA – Study, Year-2008, April. The monitoring data is 4 year old and

thus not effective for this period, therefore, the details are not being presented at this report. The

monitoring of ground water quality shall be conducted again in the month of November 2011,

following the MoEF guideline and presented in Final EIA as stated above.





3.7.3 Monitoring of Noise Quality

In this section, only methodology is being described, as fresh monitoring of Noise quality shall

be conducted as stated above.

The stations shall be taken judiciously based on following considerations:

- Obstruction free exposure of equipment,

- Away from temporary noise generating sources to monitor true background levels,

- Accessibility of the location during day and night,

- Security and safety of the instrument.

The Noise monitoring station shall be taken at the sensitive site as Residential area, Govt. School

and Institutions, Hospital and Religious sites as per CPCB guidelines.

Methodology of Noise Monitoring

Ambient noise level or sound pressure levels (SPL) shall be measured by a portable sound level

meter having built in facilities to read noise level directly in dB (A). Noise measurement shall be

conducted as per IS: 4954 as adopted by CPCB.

Ambient noise level monitoring shall be carried out at each sensitive location. It shall be

conducted continuously over a period of twenty-four hours to obtain Leq values at uniform time

intervals of 1 hour.

3 .8 Biological Environment

3.8.1 Local Flora

The flora in the study corridor is represented by

social forestry in the agriculture land, trees along the

project road Udaipur to Ahmadabad, NH-8. As per

the Govt. of India Forest (Notifications), section, 29

of the Indian Forest Act, 1927, strips of forest or

waste lands whether under trees grow or not on either

side of the all roads, canals and railways are declared

as protected forest. Under this notification all strips of Government waste lands have been

demarcated by boundary pillars for the management and maintenance of trees, grow or not as

either side of all Roads, Canals and Railways. The natural vegetation of the study area may be

broadly noted under three types i.e.

I. The vegetation along water bodies

II. Avenue trees exist along the project road

III. Social Forestry in agriculture land

The project site fall in tropical dry deciduous forest of Aravalli range. The forest vegetation

includes the grasses, shrubs and thorny trees. A detailed survey of trees falling along the project

has been conducted with respect to girth size, type of species in 60 meter wide strip in order to

assess the degree of impacts on the flora due to widening of six lane of existing four lane

highways from Udaipur to Ahmedabad, section of NH-8. The list of common tree species in the

project area is given in the Table3.5.

View of Plantation along

Project Road





Table-3.5: List of Flora along Project Road

Sl. No. Common Name Scientific name

Tree Species

1 Amla Embica officinalis

2 Eucalyptus Nilgiri / Safeda / Eucalyptus sp.

3 Ashok Polyalthia longifolia

4 Mahua Madhuca indica

5 Zizyphus Zizyphus mauritiana

6 Maulsari Mimosops clengi

8 Babul Acacia nilotica

9 Amaltas Cassia fistula

10 Vilaiti Imli Pithecellobium dulce

11 Lasoora Cordia dichotoma

12 Jamun Syzygium cumini

13 Kassod Cassia siamea

14 Imli Tamarindus indica

15 Vilayti Babul Prosopis juliflora

16 Adusa Adathoda vasica

17 Neem Azadirachta indica

18 Peltophorum Peltophorum pterocarpum

19 Kapok /Silk-cotton Ceiba pentandra

20 Teak Tectona grandis

21 Baheda Terminalia belerica

22 Vilayti Babul Prosopis juliflora

23 Dhak/Phalas Butea monospema

24 Bakla Anogeissus latifolia

25 Karanj Pongamia glabra

26 Siris Albizzia lebbek

27 Shisham Dalbergia sissoo

28 Gulmohar Delonix regia

29 Raintree Samanea saman

30 Gular Ficus glumerata

Shrubs & Grasses

1. Kareel, Kair Capparis deciduas

2. Karonda Carissa spinarum

3. Aak Calotropis gigantea

4. Gurhal Hibiscus rosa sinensis

5. Kaner Nerium oleander

6. Congess grass Parthenium hysterophorus

7. Dhub Cynodon dactylon

8. Buffel grass Cenchrus ciliaris

9. Kusha grass Desmostachya bipinnata

10. Kaash Saccharum spontaneum

The project site is mostly agriculture land with small patches of forest. The common tree species

in study area are bamboo, Eucalyptus (Eucalyptus sps.) Babool, Karanj (Pongamia glabra),

Khajur (Phoenix sylvestris), Dhak ( Butea monosperma), Adusa (Adathoda vassica), Teak

(Tectona grandis), Kapok /Silk-cotton (Ceiba pentandra), Zizyphus (Zizyphus mauritiana),

Raintree ( Albizia saman) and other wild species like Kikar and Kikar scrubs

As per the improvement proposal of six lanes, the total no of trees which are estimated to be

affected and likely to be failed are approx. 13,829 trees. The trees estimated to be felled in the

Udaipur district under Udaipur Forest Division is 3,066, Dungarpur District under Dungarpur





Forest Division is 2,165, Sabarkantha district under Himmatnagar Forest Division is 4,178 and

Gandhinagar district under Gandhinagar Forest Division is estimated to be 4,422 tress. The details are represented in Table: 3.6.

The number of trees likely to be affected and felled with respect to chainage and side of road are

represented in Annexure-I.

The locations of Forest Division falling along the project road is represented in Figure: 3.5

� Trees along Project Road

Table-3.6 : List of Trees along Project Road

District

Forest Division

Chainage

Right

Side

Left

Side

Total From To

Udaipur Udaipur Forest Division 287.000 355.000

1461 1605

3066

Dungarpur Dungarpur Forest Division 355.000 388.000

845 1318

2165

Sabarkantha Himmatnagar Forest Division 388.000 478.000

2096 2082

4178

Gandhinagar Gandhinagar Forest Division 478.000 509.295

2372 2050

4422

Trees

Grand Total

6774 7055

Trees

Net Total

13829

� Forest

The project road passes through Udaipur and Dungarpur district of the Rajasthan state, and

Sabarkantha & Gandhinagar district of Gujarat state,. The forest covers of the state of Rajasthan,

based on satellite data of the year 2003, is 15,826 sq. Km in a whole which constitute 4.62 % of

total geographical area of the state and the forest cover of the Gujarat is 14946 sq. km which

constitute 7.62 % of the total geographical area of the state. The forest cover of all four districts

falling along the project road is described in details under Table 3.7.

Table- 3.7: Forest Cover Udaipur, Dungarpur, Sabarkantha

and Gandhinagar

Sl. No. Districts Category Forest Area

(Sq. km.)

Forest Area

(%)

1

Udaipur Very Dense Forest 0 0

Moderately Dense Forest 1,377 44.5

Open Forest 1,717 55.5

Total Forest 3094 100.0

Total Geographical Area 13,419 23.09

2 Dungarpur Very Dense Forest 0 0

Moderately Dense Forest 17 6.7

Open Forest 235 93.3

Total Forest 252 100





Sl. No. Districts Category Forest Area

(Sq. km.)

Forest Area

(%)

Total Geographical Area 3770 6.68

3 Sabarkantha Very Dense Forest 0 0



Total Forest 799 100


4 Gandhinagar Very Dense Forest 0 0



Total Forest 44 100


Source: Forest Survey of India, Dehradun. State of forest report 2005. Dehradun, FSI, 2008

Three district among out of four districts have a Reserve Forest (RF) falling along the project route

whereas RF is closely associated with the project road in the district of Udaipur and Dungarpur and

RF in Sabarkantha district is away the project road. The area of RF estimated for the diversion forest

land with regard to widening to six lanes is estimated to be 9.3055 ha in Udaipur district and 11.29

ha in Dungarpur district. The location of reserve forest falling along the project road is given in

Table -3.8. The patches of RF with respect to the project road are represented in Figure – 3.6.

As the project site exiting in the eastern part of Gujarat and part of section in South-eastern of

Rajasthan, therefore, entire project site have the vegetation endemic to dry region. There is no

Mangrove vegetation and areas of sand dunes along the project road are reported.

Table – 3.8: Reserve Forest along Project Road

Chainage (km) Length

(Km) Side

Location

(Name) Forest Division

From To

320+000 320+500 0.500 Left Parsad Udaipur

323+000 324+900 1.900 Right Parel Udaipur

332+800 334+000 1.200 Right Rikhabdev Udaipur

340+050 342+000 1.950 Right Rikhabdev Udaipur

384+200 386+900 2.700 Both Bichiwara Dungarpur

386+900 388+800 1.900 Both Ratanpur Dungarpur



401+800 402+000 0.200 Right Shyamlaji Himmatnagar

427+650 428+200 0.550 Left Raigarh Himmatnagar

433+950 434+000 0.050 Right Urvana Himmatnagar

443+800 443+200 0.200 Both Gamdi Himmatnagar





3.8 .2 Local Fauna

There are number of migratory birds are encountered in the study corridor during survey in the

month of April to May. It is due to presence of irrigation canal, seasonal stream, Hilly Forest and

man-made water reservoir like ponds existing along the project route. The detail list of fauna

reported along the project sites is illustrated in Table – 3.9.

Table – 3.9: List of Mammals and Birds in Study Area

Sl. No. Mammals Sl.

No.

Birds

1. Five Lined Squirrels 1. Eagle,

2. Buffalo 2. Short-toed Eagle,

3. Cows 3. Sparrow

4. Goats/sheep 4. Little Green Bee-eaters

5. Cat 5. Demoiselle Cranes

6. Dog 6. Crested lark,

- - 8. Ring Dove,

- - 9. Skylark,

- - 10. Brown dove

- - 11 Duck

- - 12. House Sparrows

- - 13. Brahmin Myna

- - 14. Common Myna

- - 15. Koel

- - 16. House Crows

- - 17. White Peafowl ,

Hilly Area

Forest land

View of Hilly Area and RF along Project Road

Udaipur – Ahmedabad, Section of NH-8





Sl. No. Mammals Sl.

No.

Birds

- - 18. Peacock

- - 19. Pigeon

- - 20. Wood-Pecker

- - 21. Paddy Bird

- - 22. White Checked Bulbul

- - 23. Grey jungle fowl

- - 24. Owl

Source: Forest Dept. Rajasthan & Gujarat

3.8.3 National Parks, Wildlife Sanctuaries & Biosphere Reserve

The road does not traverse through any wildlife Sanctuary, National Park or Biosphere in 4

districts. No Protected area is present within 10 km radius of the road (refer Figure: 3.7).

3.9 Amenities, Cultural and Religious Properties – (xxvi)

Roadside amenities and religious properties generally include:

- Religious properties (temples, gurudwara & mosques)

- Educational institutions (schools & colleges)

- Medical amenities (hospitals & health centers)

- Drinking water sources (hand pumps)

- Petrol pumps

- Historical and Archaeological properties

The roadside amenities and religious & cultural properties along with their chainage & distance

from road are elaborated below:

3.9.1 Religious Properties

There are 36 Temples, 1 Mosques are located along the project road. Approx. 12 Temples, are

estimated likely to be affected due to widening proposal of 6- lane of the project road from

Udaipur to Ahmedabad, NH-8. The chainage wise list of religious and cultural properties with

distance from centre line of carriageway has been illustrated in Table- 3.10.

Table - 3.10: Religious and Cultural Properties along Project Road

Sl.

N.

Chainage

(Km)

Side of Road Distantce

from C/L

(m)

Location Description

`Left Right

1 296+320 Right 14 Barapal Temple

2 315+900 Right 40 Bhaglaghat Jai Ambe Maa Temple

3 318+050 Left 14 Bara Shivji Temple

4 328+050 Right 18 Pipli Pepleswar Mahadev

5 338+120 Left 32 Kesharyaji Maa Hinglaz Mata Mandir

6 338+200 Left 26 Kesharyaji Sri Kalla Ji Maharaj Temple

7 341+600 Left 17 Kagdar Aduva Hanuman Ji ka Mandir

8 342+800 Left 15 Kagdar Shiv Temple

9 368+300 Left 19 Aajhara Temple

10 376+450 Left 47 Bichiwada Shivji Temple





Sl.

N.

Chainage

(Km)

Side of Road Distantce

from C/L

(m)


`Left Right

12 386+965 Right 25 Khajoori Temple

13 387+250 Left 14 Ratanpur Ratanpur Mahadev Temple

14 392+530 Right 15 Rangpur Ambe Temple

15 419+240 Right 47 Gaddkampa Temple

16 421+100 Left 20 Khuswada Sri Santram Sareswar Dham

17 423+650 Right 20 Raigarh Temple

18 427+085 Left 14 Navalpur Jai Sri Mata Ji Temple

19 431+780 Right 14 Kesharpura Sri Hanuman Temple

20 437+950 Left 42 Gamdi Shiv Temple

21 445+950 Left 21 Himmatnagar Panchdev Temple

22 451+670 Right 17 Hazpur Jai Maa Kali Temple

23 460+700 Right 30 Rasulpur Sri Hanuman Temple

24 465+660 Right 29 Prantij Temple

25 466+935 Left 15 Prantij Temple

26 480+830 Left 13.5 Chandarala Uma Shankar Tirth

27 480+855 Right 15 Chandarala Punit Kirti Dham

28 481+450 Right 17 Chandaral Sri Chandra Baleswar Temple

29 484+400 Right 25 Chhala Mataji Temple

30 484+480 Right 17 Chhala Shivji Temple

31 484+720 Right 42 Chhala Mosque

32 485+550 Left 24 Chhala Mata Ji Ka Temple

33 487+800 Right 16 Giyol Ambe Mata Ji Temple

34 489+700 Right 17 Dhanap Chandrapal Sadhvi Dham Sthal

35 503+050 Left 24 Jethpura Panchtrith Dharamsurabh Dham

36 503+400 Left 62 Jethpura Shakti Dham Mandir

37 503+450 Left 14 Jethpura Temple

Mahadev Temple

(387+250)

Kali Temple

(451+670)

Mahadev Temple

(328+050)

Temple

(466+935)

View of Religious and Cultural Property along Project Road

Udaipur - Ahmedabad





High School (423+120)

B. Ed. College

(351+600)

3.9.2 Educational Institutions

There are 18 educational institutions exist or located along the project road. Only two

institution out of are exist very close to the project road and likely to be affected due to

widening to 6-lane. The chainage wise list is illustrated in Table : 3.11

Table-3.11: List of Educational Institutions along the Project Road

Sl.

No.

Chainage

(Km)

Side Distance

from C/L

(m)


Left Right

1.

2. 285+900 Right 67 Chambora Govt. Primary School

3. 302+400 Right 77 Tidi Govt. Higher Secondary School

4. 302+580 Left 22 Tidi Naveen Public School

5. 315+220 Right 30 Bhaglaghat Govt. Primary School

6. 327+050 Right 15 Pipli Govt. Primary School

7. 351+600 Right 12 Kherwara Sagar B.Ed College

8. 352+000 Left 20 Kherwara New Apostolic Secondary School

9. 353+500 Right 32 Badla Govt. Primary Sanskrit School

10. 360+400 Right 67 Sishod Govt. Primary School

11. 370+850 Right 16 Barauthi Govt. Primary School

12. 390+550 Left 47 Ansul Ansul Primary School

13. 392+530 Left 15 Rangpur Govt. Primary School

14. 410+250 Right 47 Gadhadhar Govt. Primary School

15. 423+120 Left 12 Raigarh Narmada Sankar Ganpat Ram High School

16. 424+900 Left 62 Jawangarh Nava Jawangarh Primary School

17. 485+050 Left 14 Chhala Chhala Pagar Kendra Kumar Primary

School

18. 489+170 Left 20 Dhanap Saraswati Institute of Pharmaceutical

Sciences

19. 495+660 Left 22 Chiloda Om College of Education





3.9.3 Medical Amenities

There are 8 Hospital and one primary Health Care Center exists along either side of the project

road. Two health centers out of 8 are likely to be affected due to widening to six lanes. The

chainage wise list is given the Table 3.12.

Table-3.12: List of Medical Amenities along Project Road

Sl.

No.

Chainage

(Km)

Side Distance from

C/L (m)


Left Right

1 302+250 Right 37 Tidi Primary Health Centre

2 351+350 Left 37 Kherwara Nagfani Institute of Nursing

3 351+650 Right 14 Kherwada Pancholi Hospital & Research Centre

4 351+750 Right 14 Kherwara Rishab Hospital

5 400+800 Right 72 Shamlaji Orthopaedic Hospital

6 432+550 Left 18 Gamber Anand Hospital

7 432+650 Right 17 Gamber Karnawati Hospital

8 467+120 Right 27 Prantij Community Arogya Kendra

Institute of Nursing (351+350) Pancholi Hospital (351+650)

Rishab Hospital (351+750)





3.10 Communities Properties

3.10.1 Hand Pump

Total 6 nos. hand pumps exist along either side of the project road. There are only 4 (four) hand

pumps out of 6 hand pump are likely to be affected due to widening to six lanes. The chainage

wise list is given in Table 3.13.

Table-3.13: List of Hand Pump/Tube well along the Project Road

Sl. No. Ch. (Km) Side Distance

from C/L (m)

Status Type

1 316+630 Right 15 Non working Hand pump

2 324+800 Left 19 Working Hand pump

3 327+100 Right 15 Working Hand pump

4 344+180 Right 15 Working Hand pump

5 415+950 Left 17 Non working Hand pump

6 417+320 Left 24 Working Hand pump

3.10.2 Tube Wells

Total 8 (eight) number of tube -wells exist along the either side of the project road. All the tube

bells are located away the project and none are estimated to be affected due to widening to six

lane of the project road.

The tube- wells exist along the project road are listed in Table: 3.14

Table-3.14 List of Tube well along the Project Road

Sl. No. Chainage

(Km)

Side Distance from

C/L (m)

Status Type

Left Right

1 422+000 Right 72 Working Tube well

2 430+380 Left 67 Working Tube well

3 436+250 Left 72 Working Tubewell

4 443+750 Right 27 Working Tubewell



7 480+210 Left 57 Working Tube well

8 486+300 Left 32 Working Tubewell

3.11 Other Amenities

3.11.1 Petrol Pump

Total 65 petrol pump exist along either side of the project road. None of them will be

affected due to the widening process as exist away widening proposal of six- lane

highways. The Chainage wise list of petrol pumps exist along either side of the project

road are given in Table 3.15.





Table - 3.15: List of Petrol Pump along the Project Road

Sl. No. Chainage (Km) Side of Road Name

Left Right

1 278+200 Left Bharat Petroleum

2 279+600 Left Indian Oil

3 281+700 Left Hindustan Petroleum



6 300+700 Right Indian Oil




10 330+400 Left Petrol Pump

11 334+120 Right Reliance Petrol Pump



14 337+250 Left Assam Oil

15 336+650 Right Bharat Petroleum



18 360+100 Left Reliance Petrol Pump

19 350+950 Right Hindustan Petroleum






25 372+200 Right Reliance Petrol Pump

26 373+400 Left IBP


28 374+500 Left BP


30 376+620 Left HP




34 386+160 Right BP

35 386+510 Right Petrol Pump

36 387+150 Right IBP

37 387+640 Right HP

38 387+830 Right Essar Petrol

39 393+300 Right BP

40 393+550 Right Reliance



43 400+750 Right BP



46 439+550 Right Essar Petrol Pump

47 447+250 Left BP


49 449+450 Left Reliance Petrol Pump

50 449+700 Left BP





Sl. No. Chainage (Km) Side of Road Name

Left Right

51 451+000 Left Vanaz LPG Station




55 467+120 Left HP

56 473+880 Left HP




60 489+350 Left Vanaz LPG Station

61 492+040 Right Essar Petrol Pump


63 505+480 Right Reliance

64 509+400 Right HP


3.11.2 Restaurant and Dhaba

There are number of restaurant and Dhaba exist along the project road. These are away the

widening proposal of 6- lane highways, NH-8. The Chainage wise lists that exist along either

side of the project road are given in Table 3.16.

Table - 3.16: List of Road Side Dhaba/Restaurant/Hotel

SL. NO. LHS RHS

Ch. (km) Description Ch. (km) Description

1 287+200 Srinath Dhaba 313+600 Annapurna Restaurant

2 287+500 Jai Chamunda Restaurant 314+000 Dhaba

3 293+500 Ishwar Kripa Dhaba & Restaurant 317+950 Mewar Hotel

4 311+400 Annapurna Hotel 318+950 Surya Hotel

5 319+800 Raj Shree Hotel 334+700 Bhagyashali Dhaba

6 323+900 Guru Kripa Hotel 337+550 Vishwas Hotel & restaurant

7 340+000 Satnaam Reshab Dhaba 334+700 Hotel Bhagyashali Dhaba

8 340+460 Chaudhary Restaurant & Bhojanalaya 340+150 Hotel Janpath Aashirwad Place

9 340+500 Rajshree Restaurant 349+050 Dhaba

10 349+200 Satnam Hotel 356+200 Malwa Punjab Hotel

11 349+300 Dara Singh Punjabi Hotel 358+000 Hotel Bhagodaya

12 350+450 Surbhi Palace Hotel, 370+950 Dhaba

13 350+700 Hotel Kohinoor 374+350 Kathiyawadi Hotel

14 355+250 Hotel Aathithi Palace 374+450 Hotel Bhagodaya

15 355+850 Hotel Shahyog 378+550 Dhaba

16 356+000 Dhaba 382+550 Dhaba

17 366+880 Dhaba 384+710 Kingfisher Beer Bar

18 368+350 Hotel Jawar mate 385+150 Khajuri Restaurant

19 374+600 Neelgiri Restaurant 388+050 Dhaba

20 375+250 Dhaba 394+330 Malti Nandan Resort

21 375+550 Dhaba 394+400 Dhaba

22 375+950 Dhaba 397+200 Dhaba

23 377+100 Kathiyawadi Restaurant 404+020 Dhaba

24 377+270 Hotel Sarvottam 418+050 Dhaba

25 378+350 Hotel Shakhavati 420+600 Dhaba





SL. NO. LHS RHS

Ch. (km) Description Ch. (km) Description

26 382+250 Anjanee Hotel 422+890 Surya Dhaba

27 384+710 Hotel Alankar 434+950 Hotel Ashish

28 391+580 Hotel Ashish 444+500 Hotel Sarvodaya

29 393+210 Hotel Navjivan 469+060 Dhaba

30 393+900 Hotel Aashirwad 470+250 Dhaba

31 393+950 Hotel Green 472+280 Dhaba

32 397+250 Dhaba 473+165 Dhaba

33 401+450 Hotel Samrat 491+950 Aagan Garden Restaurant

34 407+450 Hotel Asopala 504+720 Pandit ji ka Dhaba

35 408+450 Hotel Disha & Guest house

36 412+140 Hotel Murlidhar

37 416+600 Dhaba

38 428+450 Dhaba

39 435+350 Rangoli Dhaba

40 441+050 Hotel Rajesthan

41 453+650 Hotel Aashirwad

42 457+040 Hotel Aagaman

43 478+980 Dhaba

44 482+450 Palav Guest House

45 489+450 Hotel Anjali

3.12 Recreation Resources

There are no recreational sites along the project road which has national and international

importance for the tourist point of view.

3.13 Cultural Heritage Sites (Archeological and Historical Monuments)

There is no monument and famous place of tourist importance located along the project road.

Further, there is nothing any archaeological, historical and heritage sites of national importance within the prohibited and regulated distance total 300 meter from the project road, as per GoI,

Gazette Notifications No.13, dated March-30, 2010 on “The Ancient Monuments and

Archeological Sites and Remains (Amendment & Validation) Act, 2010”

3.14 Key Environmental Features

The Hot Spots in 20 Km of wide corridor (i.e. 10 Km on either side) of the project, which needs attentions for impact analysis, is trees, irrigation canal, religious and cultural properties, building

structure. The other important issues for widening to 6-lane are the reconstruction of 4 major

bridge and 30 new minor bridge on service road. Attention is required to be given on the flow of

stream of river and irrigation canal that not to be interrupted due to construction of structure. The

main canal named as Hathmati and Bhujwa irrigation canal and its distributaries are the water

resource which fulfills the water demand for irrigation along the project site. Therefore, residues

of construction wastes should not be stored and dumped to interrupt the water channel.



Chapter-4: Environmental Impact and Mitigative Measures Revision: R1


CHAPTER - 4

ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

Planning, construction and the operation of the proposed development and improvement cause

significant potential impacts on the environment. After studying the existing baseline

environmental scenario, initial field surveys and reviewing the process and related statutory

norms, the major impacts have been identified and assessed for the design, construction and

operation phases. Environmental Impact Assessment (EIA) provides a description of the

potential impacts and mitigative measures related to the project. Widening and improvement of

the road generally cause potential negative environmental impacts. Majority of these negative

impacts can be avoided or mitigated through a precautionary engineering design, planning and

management.

Negative and positive impacts on physical, ecological and socio economic environment related to

the project location and design due to widening to 6- lane of existing four- lane highways of NH-

8 from km 287+000 to km 509+295 total project length 222.295 km have been identified,

annexed and evaluated.

4.1 Positive Impacts

The primary purpose of the environmental impact assessment study is to identify significant

negative impact on environment that may be caused due to implementation of the project. As a

result of development and improvement, there are several benefits to human being and natural

environment.

4.1.1 Transportation

The traffic density will increase after the construction and improvement of the road. It shall be

benefited for the communities to find out a road-route for the destinations. The project widening

to 6 lane of existing 4 lane highways, shall improve the current transportation inadequacies and

deficiencies associated with the communication from Udaipur to Ahmedabad.

4.1.2 Public Amenities

It also satisfies social demand and economic needs for the local communities, i.e Truck Lay Bye,

Foot Over Bridge, Bus Stops, Cross Drainage structures, Fly Overs etc.

4.2 Negative Impacts

Implementation of project has adverse impacts on the environments also. Adequate mitigation measures should be planned and it is required to be taken to minimise the degree of negative

impacts. Impacts subject to the construction of road are broadly related to:

i) Pre-construction phase - Planning and Design

ii) Construction Phase

� Construction of Road

� Contractor/Labour camps etc.





� Establishment of Plant and machineries

� Borrows

� Quarry

� Accidents etc.

iii) Operation Phase – use of Road

Type and magnitude of impacts depend upon the features of existing site of environment.

For this project a qualitative approach has been taken to denote the order of impacts and to

take effective remedies in order to reduce them.

.

Each negative impact requires consideration of mitigation measures. Few among all of them

require judicious applications of engineering design in construction methodology while

others require special techniques. To identify these impacts, broadly on physical, ecological

and social environment, an Impact Identification Matrix is developed. The probable

Environmental Impacts are illustrated in Table: 4.1





Table – 4.1: Environmental Impact Matrix

The other impact criteria, for identification of impacts, are the identification of the impact zone.

In this stage of environmental impact assessment, a Corridor of Impact (CoI) of 10 Km. has been considered all throughout the project corridor in general and within the Right of Way (RoW) in

particular for evaluation of environment set-up along the project influence area of study corridor.

4.3 Potential Impacts

The environmental parameters are broadly classified into three groups.

Project

activities

Env.

Component

Affected

Planning and

Design Phase Construction Phase

Operational

Phase

Indirect

affect of

operation

Land – Use

Acquisition

of Land

Pile

Foundation/

Dredging/

Excavation

Site

clearance/

removal of

Vegetation

&\Trees

Vehicle &

machine

operation &

maintenance

Disposal of

wastes &

Sanitation

Estb. of

plant and

machineries

as

WMM,

Batching

plant etc.

Laying of

pavement

Vehicle

operation

induced

development

Induced

development

Water

Resources as ponds, rivers &

streams

Loss of water

body

Alteration of

Topography

- Contamination by

fuel & lubricants

Contaminati

on from wastes

Contaminatio

n by leakages of fuel

- Contaminati

on by fuel & lubricants

Impact on

flora & fauna

of wetland

Increased

pollution from

development

and industry

Soils erosion

potential

- Erosion and

loss of topsoil

Erosion and

loss of

topsoil

- Contamination by

fuel & lubricants

- Compaction

Contamina-

tion from

wastes

- - - -

Flora Impact on

flora

- Loss of trees

& vegetation

Denudation of

vegetation

- Dist. in

Ecosystem

or Loss

- - -

Fauna - Disturbance of

ecosystem

due to loss of

habitat of fishes

and other

vertebrate

Habitat loss

Disturbance of

wildlife

- - - Disturbances

and accident

with wildlife

-

Land as Forest,

Agricultural

and private

Loss of land as RoW

- - - - - - Diversion of agricultural

land

Health &

Safety

- - - - Increase in

communicab

le diseases

Dust fumes - Accidental

risks

-

Cultural Heritage

Structure

Removal of structure from

RoW

- Loss of religious

properties

and trees

- - - - -

Pollution to

nearest

settlements/

Habitats

- - - Air, Water and

Noise

Pollution

- Dust fumes,

smoke, noise

pollution to

Habitats

- - -

Wetland/

Water bodies

- Obstruction in

water flow / water

clogging

- Contamination

and

Siltation

- - - - -





4.3.1 Physical environment

It includes air, water, land, and noise quality as well as quantity. The holistic approach for

safeguard of all the components is must for survival of life on the great planet earth.

4.3.2 Biological environment

The local biota including fauna, flora, avifauna, aquatic flora etc. will be disturbed due to project

activities.

4.3.3 Social Environment: (ToR No. xxxii)

In this context, we study about, the project affected people with respect to loss of house, land and

livelihood followed by resettlement and rehabilitation, and employment generation etc. This part

is under the study by social specialist and presented in the Final EIA report.

The impacts are assessed over the corridor of 10 km on either side of the road.

Identification of impacts is followed by the recommendation of appropriate cost mitigation

measures. These impacts along with the preventive, mitigatory, compensatory and enhancement

measures to be taken during design, construction and operation stages are given in the following

sections:

4.4 Impacts During Design Phase

The major impact associated with Design or Pre-construction phase deals with loss of land,

properties and livelihood due to acquisition of properties. The design of alignment also decides

the acquiring or impacting water bodies, forest, cultural sites etc. Design phase will study these issues along with environmental and social specialists to minimize the impact. The impact on

environment and social factors, there shall be consideration for legal issues so that the project can

be operated with ease.

4.4.1 Impact on Land Resources

Two issues to be taken in this regard. The first one, land at few locations need to be acquired for

the widening to 6- lane highway. The second is that aggregates and materials required to be

obtained from borrows. These shall produce significant impacts on social as well as surrounding

environment. The area is required shall be classified by existing land-use. The land to be used for

the widening to 6- lane highways is the available land of ROW, private land, patches of RF in

Udaipur and Dungarpur as well as agricultural land exist along the road.

(A) Impacts

� Loss agriculture land, private land and common property resources (CPRs).

� Damage to existing ecosystem due to borrow activities.

� Pollution due to debris disposal/wastes generated from construction camp and site office.

(B) Mitigation Measures

� Compensate to the PAPs against, agriculture land, private land and CPRs.

� Inclusion of Environmental Management Plan in bidding documents and strict

implementation during the construction.





� To be mitigated through providing dustbins, toilets to the workers by the contractor.

4.4.2 Impact on Biological Resources

Felling of trees shall be associated with road construction process. The baseline scenario along the project reach is indicated number of trees along the ROW to be affected and likely to be

felled.

(A) Impacts

� Trees to be affected.


� In order to compensate the loss of the forest land, compensatory afforestation programme

should be implemented in consultation with respective State Forest Department.

4.4.3 Impact on Water Resource

Widening will result in increase of surface run-off due to more paved road surface. It will have

adverse impact on ground water recharging if measures are not taken during the design.

Approximately 14klpcd water will be required for 200 number of workers. Therefore,

compensation is required to recharge ground water.

A) Impacts:

� Loss of ground water table due to withdrawal of ground water for construction.

� Increase of surface run-off due to more paved road surface.

(b) Mitigation Measures:

� Detail hydrological survey and provide adequate drainage facilities to discharge the run-off

to existing catchments area.

� Provision of Recharge pits, in the design to recharge the ground water, in the urban area.

� Longitudinal roadside drains on both sides of the road and out fall should be nearby

culverts/ bridges on nallas/ rivers/ drains.

� All the construction preparatory activities for culverts, bridges and other structure will be

carried out during dry seasons.

� Water for construction will be arranged by the contractor from the existing sources.

However , No new bore well will be dug at construction site without getting clearance from

the concerned Groundwater Board..

� Minimum use of water from existing sources for construction purpose will be ensured

promoted at construction site/camps to minimize likely impacts on other users.

c) RAINWATER HARVESTING (ToR-No. xxix)

� Rainwater harvesting structures shall be provided near the disposal point of the side drains

as prescribed by CGWB guidelines (refer Fig 4.1).However the locations may be finalized

after considering topographical features of the neighborhood during DPR stage.





� Rainwater Harvesting System (RWHS) designs and construction details are given in Table :

4.2

� Rain Water Harvesting Structure (RWHS) for Ground water Recharge: Size: 1.0m x 1.0m x

1.5m

Table 4. 2 : Construction Details of Rain Water harvesting system

Sl. No VolumeCu.m Description

1 4.5 Excavation in Hard Gravelly and all available soils

2 2.25 40 mm metal

3 1.25 20 mm metal

4 0.675 Coarse sand

5 0.24 CRS masonry in 1:6 prop.

6 4.5 Carting of excavated earth for a lead of 8 km.

Figure - 4.1

4.5 Impacts during Construction Phase

The road construction leads to several adverse impacts on the environment. The details of

impacts and their mitigation measures are described listed below. The implementation of these

measures may come through the tools like engineering design, site planning and project

scheduling, completion, afforestation programme, and site monitoring etc.





4.5.1 Topography and Geology

The impacts on existing topography originate from requirements of earth from the borrow pits in

road construction. Excavation of earth from borrows with unplanned and unsystematic operation

cause severe damage to ecosystem and land environments. The same can be understood for the

quarry site also.

The alignment passes through plain terrain and few section of hilly area. Therefore, significant

impact may be developed in the relief of hilly region.

A) Impacts:

� Alteration of topography due to indiscriminate use of borrows.

� No planning and unsystematic borrowing leads to damage in natural surrounding

environment and ecosystem.

� Interruption to flora and fauna.

� Interruption in geological setting due to quarrying.

B) Mitigation Measures:

� Identifications of borrows should be made keeping in view the natural environmental

features so as minimal loss and damage to the environment.

� Systematic and planned operations to be carried out in order to avoid alteration of land

topography.

� Borrowing should be complained with the environmental requirements provisioned under the

EMP.

� Borrow should be redeveloped in proper shape by leveling and grading of ground and

enhance as a pond, after the site exhausted.

� As far possible existing quarries to be used for the construction materials.

� Intensity of seismicity should be considered in the design of structure to avoid the damage

due to earthquake.

4.5.2 Impact on Soil

A) Impacts

� Loss of fertile soil from agricultural land due to borrows.

� Loss of vegetative cover due to excavation & back filling which will lead to enhanced soil

erosion

b) Mitigation Measures

� Fly ash to be used for construction if available within 100 km of the road.

� Adequate measures will be taken along the road to avoid soil erosion.

� Top soils (approx.15 cm) of borrows should be conserved and led over the site after the

borrows exhausted.

� Accidental spills: lubricants and oil and molten asphalt should be avoided following good

environmental management practices.

� Scarified asphalt might be re-utilized in fillings, if any.





4.5.3 Impacts on Land –Use

Widening to 6- lane of existing 4- lane highways, Udaipur to Ahmedabad, section of NH-8

considerably lead to change in land- use pattern as required acquisition of land at the various

locations due to the availability of limited width of ROW. The existing land is mainly of agricultural with residential & commercial establishments, natural drainage and irrigation canal

associated with the ROW.

The project road lies in predominantly plain terrain and smaller section of hilly terrain, thus,

alteration of land is envisaged at the hilly part and borrows lands. The land for borrows, in the

restricted areas of reserve forest and sanctuaries, are prohibited under the Forest Act-1980 and

Wildlife (Conservation) Act- 2003. Therefore, identification of borrow land should be avoided in those restricted areas. Moreover, selection of borrow should be minimised as to have an

agricultural fertile land. Therefore, use of fly-ash to be encouraged for the road construction

process.

A) Impacts

� Loss of agricultural land due to land acquisition for the road

� Generation spoils and debris due to construction activities.

� Changes in land-use pattern due to proposed widening.


Excavated earth materials should be re-used to the maximum extent in site preparations.

Asphalt wastes, debris and other wastes material should be disposed of in environmentally safe

area. Indiscriminate dumping should be avoided.

� Labour and construction camps should be constructed at the approved sites.

� Indiscriminate settlement of workers & labourers camps should be avoided.

� Haul roads and construction site should be adequately maintained.

� Construction activities should be kept confined to the ROW only.

4.5.4 Impact on Drainage

Drainage

A) Impacts

� Incidence of water stagnation due to obstruction of drainage on the on-set of monsoon.

� Incidence of accidents in case of blockage of drainage spouts that create water pool on road.

� Increase of flood duration due to obstruction of natural drainage in construction of high

embankment.

� Blockage of existing drainage in courses earth work.

B) Mitigation Measures

� Adequate drains facilities (longitudinal, median & chute drains) should be provided along the

road to facilitate the stability of road carriageway. It prevents soil erosion also.

� Existing drainage and cross drainage (CD) structures should be duly augmented, wherever

necessary, to accommodate high discharges to avoid flooding & formation of water pool.





� Adequate new drainage and cross drainage (CD) structures should be provided for smooth

runoff to avoid formation water pool.

� Inspection of existing drainage spouts before the on-set of monsoon.

� Adequate facilities of drainage at construction site and camp in order to avoid stagnant water

pools that also lead to soil erosion.

4.5.5 Impact on Water Use

A) Impacts

� Decrease in water table due to continuous withdrawal of ground water for the construction

works.


� Avoid wastes of water from existing sources.

� Rainwater harvesting structure should be constructed at the settlement area,

� Borrows should be re-developed as a water catchment area. The unlined roadside drains in

rural stretches should be connected to water bodies like nallas/ rivers/ drains near the

culvers & bridges.

A Typical drawing of rain water harvesting structure shall be designed by DPR consultant for the

urban and sub-urban area falling along the project road.

4.5.6 Impact on Water Quality

A) Impacts:

� Increase of sedimentation due to run-off from the construction sites that also increase

turbidity in streams and water bodies.

� Contaminate in water due to sewage discharge from the construction camps.

� Pollution in groundwater due to asphalt wastes and oil and grease contaminations.


Adequate drainage system should be developed at the construction camp in order to arrest silt

and sedimentation load meeting in natural drainage system around the site.

� Hygiene and sanitation at the work site to prevent water contamination.

� The construction work for culverts and bridges should be carried out before monsoon.

4.5.7 Impacts on Air Quality, (ToR No. xvi)

Air quality is one of the most important parameters to be impacted during construction phase.

Impacts on air quality during construction are generation of dust due to earth being carried out

through the vehicles and operating plants as Batching Plant. It also increases many fold during

excavation and haulage of materials for construction. Emission of gaseous pollutants like

sulphur-oxides, Nitrogen oxides, hydrocarbon, carbon monoxide and other particulate matters are

also have adverse impacts on the surrounding environment due to movement of heavy vehicles

for the construction. Depending on the local weather conditions, dusts are expected to be





generated in the form of fugitive emissions. This may lead to reduce the visibility and the air

quality of the immediate vicinity due to SPM loading. This impact on the ambient environment is

highly localized and short-term in nature.

The impact on air quality during construction phase is temporary and site specific. Good Environment Management Practices can overcome and reduce the impact to a large extent.

(A) Mitigation Measures

� Proper planning and appropriate scheduling. Appropriate infrastructural support in

construction works for timely completion of work.

� Construction materials should be stocked with adequate barricading having a defined area

in order to prevent fugitive emissions

� Earth carrying vehicles should be suitable covered with Tarpaulin.

� Dust minimization measures should be adequately followed as per EMP attached in the

bidding documents.

� Machineries and equipments being used for construction works should be adequately

maintained and emission should be within the permissible limits of CPCB norms.

� Crusher plant and Hot Mix Plants should be located at least 500 m away from inhabited

areas and 300 m from the road.

4.5.8 Impacts on Noise Quality, (ToR No. xv)

The noise is usually generated by the movement of vehicles and heavy machineries that

contribute considerable high impacts in nearest surrounding. Noise generated from sources is the

temporary and mostly in daytime only. However, the workmen are likely to be exposed with high

noise levels at the work site.

(A) Impacts

� Increase in noise level due to construction activities.

� Increases many fold during the plant operations and movement of vehicles.


� Construction and labor camp should be located away from the construction site.

� Plant and machineries should be standard and equipped with silencer.

� Earplugs should be provided to the workmen at crusher and HPM plant.

� The construction equipments and machineries should be good working conditions, properly

lubricated and maintained to keep noise within permissible limits.

� In the residential area the construction works should be carried out in the day time.

� Machinery yard should be 113 m away from the inhabited areas.

� It should be 200 m away from silence zone i.e. schools, institutions.

4.5.9 Impacts on Local Flora

(A) Impacts

� Loss of flora due to felling of trees in the construction of bridge sites.

� Depositions of fugitive dust on vegetation may leads to reduction of photosynthesis and

damage the vegetation.


� Felling of trees should be barest minimum and allowed to extent width of carriageway only.





� Compensatory afforestation should be carried out under Forest Conservation Act 1980. The

available space should be completely covered with afforestation scheme.

� Fuel for cooking should be provided to the construction workers to avoid cutting of trees for

fuel wood.

4.5.10 Impacts on Local Fauna

(A) Impacts

� Loss of habitat of avian fauna due to felling of roadside trees.


� Afforestation programme should be planned to recover the natural environmental features

soon in future.

4.5.11 Impacts of Solid Wastes

(A) Impacts

� Solid waste disposal from construction camps may cause unhygienic environment.

� Scarified asphalt and construction spoils create pollution problems.


� Scarified asphalt should be re-used in filling in approaches.

� Earth material generated due to excavation should be re-used in embankment construction.

� Indiscriminate disposal of spoils should be avoided.

4.5.12 Impact on Social Aspects

Amenities and Religious & Cultural Properties

Roadside amenities and religious & cultural properties generally include:

• Educational institutions (schools & colleges)

• Medical amenities (hospitals & health centers)

• Drinking water sources (wells & tube-wells)

• Religious properties (temples & mosques)

A) Impacts

� Additional land in the widening of the road, will affect the cultural and religious properties.

Total no of 12-religious properties are likely to be affected due to existing close to the

highways. The list of cultural properties with distance from the C/L of the road is given in

Table no 3.9.1.


� Religious and cultural properties should be suitably relocated, if fully affected.





4.5.13 Rehabilitation & Resettlement

The proposed widening will involve acquisition of additional land, demolition of structures

(shops) etc. Refer Annexure VI.

A) Impact : Employment & Trading Opportunities

The construction personnel including skilled, semi-skilled and unskilled labourers shall be

employed by various agency. Local labour will be taken from nearest village few skilled

personnel, brought to site from the outside locality, proper housing/ accommodation would be

provided in the construction camps. There will be little competition between workers is therefore

anticipated.

There will be a competition between the local trading agency and the outsiders for the supply of

steel, cement, aggregates etc.

The construction materials like stone chips and sand will be procured locally from Identified

quarry sites. The other important materials like cement, steel will be procured through various

local sources. Thus there is a possibility of generation of local trading opportunities, though

temporary.


� Local labours should be used in construction work. This will reduce labour migration.

� Some of the construction materials like stone chips & sand should be procured locally. Thus

there is a possibility of generation of local trading opportunities, though temporary.

4.5.14 Impact on Construction Camp

A) Impacts:

� Influx of construction work-force to construct temporary tents.

� Likely un sanitation, health and hygiene due to inflow of construction labourers.


� Temporary camps are constructed at designated sites with adequate sanitation,

drinking water supply.

� Proper accommodation will be provided in the locality for the migrant construction

engineers.

� It should be ensured that the workers are provided with adequate ancillary facilities i.e.

sanitation at camps, drinking water lavatories, first aid facilities and temporary

electrification (if possible).

� It will be ensured through contract agreement that the construction workers are provided

fuel for cooking to avoid cutting of trees for fuel wood.

� Regular cleanliness at camps.

4.5.15 Impacts on Site Office

(A) Impacts

� Influx of construction work force to construct temporary tents.





� Likely insanitation, health and hygiene due to inflow of construction labourers.


� Temporary camp should be constructed at designated sites with adequate sanitation,

drinking water supply.

� Proper accommodation will be provided in the locality for the migrant construction

engineers.

� It will be ensured that the workers are provided with ancillary facilities like sanitation at

camps, lavatories, drinking water, first aid facilities etc.

� Regular cleanliness at camps.

4.5.16 Impact on Safety Aspects

a) Occupational Health & Safety

A) Impacts

� Health and safety problems to workers due to inadequate sanitation and unhygiene

environment.


� Adequate safety measures will be adopted by the contractor to prevent accidental hazards.

� Periodic health check-up should be conducted for the workforce.

b) Road Safety

A) Impacts:

� Increase of incidence of accidents due to disruptions of traffic movements, excavated road,

and poor safety arrangements.


� Proper traffic diversion and management should be ensured during construction as per IRC-

2001-67, SP-55 and as per provisions under the Contract Agreements.

� Speed limit in the construction zones.

4.6 Positive Impacts during Construction

The environmental quality during the construction process shall be deteriorated with regard to an

Air, Water and Noise quality, ecological and natural damage, greenery loss etc. The

environmental quality consistently maintained by following the schedule of mitigative measures

for adverse environmental impacts. The ecological features can be recovered soon if effective step

shall be taken for minimal loss and damage to environment. Therefore, the construction activities

with sound environmental management practices and successful implementation of an

afforestation programme may recover the environmental quality soon in future. Moreover, the

following benefits can’t be ignored: a) Employment opportunities of the local workers, b)

Employments opportunities for un-employed technical youth. c) Trading opportunities for

construction materials. d) Indirect development related to the project: market place, building and

habitations and opportunities for livelihood.





4.7 Impacts during Operation Phase

4.7.1 Land Use & Encroachment

In the operation phase, the temporarily structure and camps would be dismantled. After

completion, afforestation and landscape give a beautiful aesthetic view to the project road.

The scope for widening to four lane increase the commercial, industrial development and

residential settlements along the road. Encroachment of squatter’s is likely to take place at various

open lands unless and until specific measures are not taken.

A) Impacts:

� Encroachment in the ROW due to having open land.

� Induced roadside development cause change in land – use pattern.


� Settlements of squatter should be strictly controlled by proper regulation and vigilance.

� Measures to control the land- use should be developed and administered to avoid induced

development.

� Local authority, the Collector and Revenue Officer, should make a contingency plan in order

to control the encroachment within the ROW.

4.7.2 Impact on Drainage & Water Quality

Widening will result in increase of surface run-off due to more paved surface. It will have adverse

impact for the recharge of ground water if no steps have been taken in the design phase and its

implementation during the construction.

A) Impacts:

� Impacts in the recharge of ground water.

� Filthy environment due the maintenance of drainage if not adequate.

� Increases contamination of water bodies due to Oil spills during the traffic accidents


� Longitudinal drains should be provisioned on both sides of the road in the urban areas for

full run-off. The out fall should be linked with the culverts, bridges and nearest water bodies.

� Longitudinal and cross drainage structure should be regularly maintained.

� Contingent actions will be taken for speedy cleaning of oil spills, fuel and toxic chemicals in

the event of accidents.

4.7.3 Impact on Air quality

A) Impacts:

� Air pollution due to vehicular emission from road traffic as increased after 6-lane highways.






� Vehicular emission will be controlled through enforcement of laws and public awareness. It

will be ensured that all the vehicles have vehicular emission within the permissible limits.

� Truck parking and bus- bays will be provided at required locations to facilitate smooth

traffic flow vis-a-vis reduce air pollution.

� Regular monitoring of ambient air quality at specified representative locations will be

conducted at fixed interval.

� Road side plantation along the road will act as sink of air pollutants.

4.7.4 Noise Level

A) Impacts:

� Noise pollution due to traffic noise.


� Vehicular noise & use of horns will be controlled through enforcement of laws and public

awareness. It will be ensured that all the vehicles are using proper horn as per norms to keep

noise within the permissible limits.

� Silence zones will be demarcated and road signs prohibiting the use of horns will be

displayed at residential areas, sensitive locations and silence zones.

� Regular monitoring of noise level at specified representative locations will be conducted at

fixed interval.

� Plantation of avenue tress with suitable species that will result in partial noise attenuation.

4.7.5 Flora & Fauna

a) Flora

A) Impacts:

� Illegitimate felling of trees exists along the project road.

� Over cutting of trees due to negligence in level and lines in the widening process.

� Damage to flora due to unsystematic and unplanned excavation of reverse slope along the

project road.


� Proper planning for additional cutting of trees.

� Afforestation should be carried with proper management and technical planning for

successful afforestation programme.

� Existing plantation, along the ROW, should be protected from illegal felling of trees.

� Systematic planning prior to the excavation of reverse slope (if any) along the project road

b) Fauna

A) Impacts:

� Loss of shelter for avifauna.

� Aquatic fauna shall be affected due to contamination of Oil and Grease spillage in traffic

accidents and release of toxic chemical into the water bodies.






� Plantations of trees along the highways.

� Contingency plan should be developed to minimize contaminations in traffic accidents.

� Water bodies and wetland should be developed along the highways.

4.8 Without Project (No Investment Program)

� Without project (i.e. no investment program), no disturbance to environment.

� Without investment program, the ambient concentrations of gaseous pollutants and noise

will rise gradually in step with increases in the population and vehicles in the area. In

addition, increasing traffic along the project roads will extend the travel time and raise

vehicular emissions.

� No capital costs will be incurred and no project specific institutional strengthening will be

available. However, high maintenance costs will continue.

� Road conditions will continue to deteriorate because of outdated bridges and culverts, as

well as expensive maintenance. Traffic congestion is likely to increase and the people living

in the project area will suffer from degraded transportation access.

� Roads that were not designated to carry heavy traffic will deteriorate as traffic increases and

loads get heavier.

4.9 With Project (Investment Program)

� With project (i.e. investment program), easy movement of traffic on the bridge and road.

� Less maintenance and repairing cost of vehicles due good riding quality.

� Easy approach from one corner to other by availability of bridge.

� Low accidental rate as compared to without project scenario.

4.10 Alternative Alignments

� There are no alternative alignment has been proposed. The widening of 6- lane is planned on

retrofitting the existing alignment of four lane highways. The detail study is continued for

better feasible option considering minimal social and environmental impacts for sound

environmental construction for six laning of existing four lane highways, NH-8.



Chapter-5 : Analysis of Alternatives Revision: R0


CHAPTER 5

ANALYSIS OF ALTERNATIVES, (ToR No. V) The present road development activities include widening to six-lane of existing four- lanes highway

from Udaipur to Ahmedabad, section of NH-8. The project road is assigned for retrofitting a six lane

cross section over the existing 4-lane such that the improved highway is safe, efficient and convenient to

the road- users as well as public living adjacent to the highways. In addition to this following points need

to be considered in the widening process.

i) The project road should be safe for the road-users and the public living adjacent to the

highways.

ii) The operation of highways should be smooth and efficient.

iii) Land acquisition is kept to the barest minimum.

iv) The construction should be least disruptive to the users and the public.

v) Facilities created in the widening to 4-laning should be utilized to the maximum extent.

vi) Constraints of site should be resolved by proven technological solutions.

vii) Within the given constraints, the widening of project road should be sound, economical,

constructible and manageable.

Keeping in view the above constraints, widening has been considered, retrofitting the six lanes on

existing 4-lane highway, without changing an alignment and the provision of bypass. Therefore, analysis

of alternative has been studied on the view of ‘With Project’ and ‘Without Project’ Scenario, in term of

potential impacts. The details are given in Table – 5.1.

Table – 5.1: Analysis of Alternative

Sl.

No.

Factors

Without Project Impacts

With Project Impacts

(Widening to 6- lane on existing four –

lane highways)

Positive Negative Positive Negative

1 Surface Run-off / drainage

Accessibility

-

Improper drainage

system cause

flooding, water

logging on road

surface.

Drainage system will

be improved. No

flooding in localised

areas due to improved

surface run-off.

-

2 Transportation/

Vehicle Maintenance

/Operating Cost

- More break-down

due to poor road

conditions. Increase

cost of transport in

frequent traffic

jams in heavy

traffic.

Movement of

vehicles shall be

smooth. Minimum

vehicular break -

down.

-

3 Travel time /increased speed - Increase time to

reach at destination

due to poor road

conditions and

congestion due to

heavy traffics.

Decrease of travel

time and fuel saving

due to smooth and

congestion free

movement.

-





Sl.

No.

Factors




lane highways)


4 Change

in Land-use

pattern

No change in land

–use pattern as no

construction works.

- -

Change in land–

use pattern.

5 Loss of

property

and livelihood.

No loss of

property and

livelihood.

- - Loss of

Property and

livelihood.

6 Change

In Environmental

Quality during

construction.

No adverse impact

on air, water and

noise, as no

construction

involved.

- - Environmental

degradation due

to vegetation

loss, dust impacts

on air, impacts on

water quality.

7 Change In Environmental

quality after construction.

-

Environmental

quality shall

deteriorate further,

due to movement

of vehicles on

existing road

conditions.

Improvement of

environment with

respect to air quality

and noise level as to

have better road

conditions. Minimal

possibility of water

contamination due to

fewer break- down of

ailing vehicles.

-

8 Loss of

vegetative cover.

No loss of

greenery and

biodiversity .

- - Vegetative loss

and greenery

due to felling of

trees in

widening

9 Road Safety/Accident

rate. - Increase in number

of accidents on road

and accidental spot

Decrease in road

accident due to

improvement of road

alignments at critical

sections and widened

road.

-

10 Employment generation. - Living standard

shall remain

unchanged.

No development no

changes in

economic status

and living standard

of people.

Opening of Dhaba,

Hotel, Motel, Petrol -

pumps and other

market places shall

provide direct and

indirect employment

to the public.

Opening of new

transportation agency

due to good road

shall provide an

employment.

Increase of Economic

-





Sl.

No.

Factors




lane highways)


status due to increase

source of income.



Chapter-6 : Public Involvement and Disclosure Revision: R1


CHAPTER 6

PUBLIC INVOLVEMENT AND DISCLOSURE

Public participation and community consultation has been taken-up as an integral part of

environmental assessment of the project. Environmental management is the collective responsibility

of individuals, communities, industries, businesses, organizations and institutions, governments, and

countries. Increasingly, it is being recognized the value and importance of participation by civil

society in environmental management.

Public participation is viewed as a continuous two way process, involving public understanding and

mechanism through which development problems are investigated and solved. Consultation was

used as a tool to inform and educate stakeholders about the proposed action both before and after the

development. It assists for identification of problems associated with the project as well as needs of

population likely to be impacted.

This participatory process helped in reducing the public resistance to change and enabled the

participation of the local people in the decision making process. The involvement of the various

stakeholders ensured that the affected population and other stakeholders are informed, consulted and

allowed to participate at various stages of project preparation. Therefore, the public consultations

are taken-up as an integral part of environmental assessment process for this project. For that,

meetings are organized at various places, promoting public understanding and mechanisms through

which development problems and needs are studied and investigated.

It has been conducted in the build-up area for gathering information, dissemination and to create

awareness among the project. In the consultation process information are gathered to fulfill the

public obligations in project design and environmental considerations to minimise an ill-effects on

human health and the environment.

6.1 Selection of Stakeholders

The stakeholders selected for consultation are :

1. Project Affected Persons

2. Forest Department,

3. Archeological Department,

4. Irrigation Department,

5. Other stakeholders: businessmen, farmers, shopkeepers were selected for sharing of

information regarding discussing of environmental matters. The participants present have

expressed their views.

The consultations were held in rural, sub-urban and built-up area along the project corridor to

inform the people about the project and design of six laning of existing four lane highways. The

village level consultations were held at selected locations to understand the implication of the

project impacts on various groups, especially those with a distinct degree of vulnerability. The

locations and date of public consultation are mentioned in Table 6.1.

Table - 6.1: Details of Public Consultation

From(km) Date Name of the locality

495 12December 2007 Chiloda

352-354 21 December 2007 Kherwada

432 23 December 2007 Gamboi





From(km) Date Name of the locality

495 01 January 2008 Prantiya

459-460 04 January 2008 Salal

6.2 Interview with Stakeholders

In order to access the existing environment and likely impacts on PAPs, a detail interview has been conducted along the project site at selected locations where people are likely to be affected

due to widening activities. A direct approach is made to take an interview with affected people

and questions are asked from the questionnaire. It has been considered that the sample taken for

an interview is truly representative of affected community and the question are worded so as not

to generate a bias response. The response of affected people are illustrated in Table : 6.2.

Table- 6.2: People Perception about Environment

Sl. No. Questions Response Received

1 Water quality of Hand Pumps. Water quality of project site is not good. Water contains

higher suspended solid in drinking water being taken

from Hand – Pump. Depth of ground water is 80 ft –100

ft from the ground level throughout the road site.

2 Noise level of the Area. The noise level at urban and sub-urban area is higher all

along the day and night. So, Dhulev, Kherwada,

Bichiwada, Shyamlaji, Raigarh, Gamboi, Himatnagar,

Salal, Prantij, Chota Chiloda and Mota Chiloda and

other urban area which varies with noise range: 55 to 70

dB. It is due to the movement of heavy vehicles on road.

3 Air quality of the Area. Public residing near the road expressed their view that

dust in air has reduced consistently after four laning. As

dust fumes are reduced due to better road and pavement

condition.

4 Trees and Vegetation. Trees, affected due to proposed project should be

marked cautiously for felling of trees. The valuable trees

as Teak and Shisham etc, should be protected in

widening and green-belt should be developed with

indigenous species far more in compare to the trees

being felled in widening of Highway.

5 Rare species of animals and

birds.

Few species of migratory birds can be viewed in project

area as Demoiselle Cranes and Brown dove. Although

no detail response was received about more migratory

bird. Animals are high tolerance of human activities.

6 Safety along Road. Adequate facility of road safety should be made on road.

Provision for pedestrian crossing, underpass (VUP &

PUP) ROB, Fly-over, Service road, Road

signage/Marking/Painting, proper drainage, and lighting

on night at urban and sub-urban area should be made on

road.






7 Religious and Cultural

properties.

Religious and cultural property as Temple, Mosque etc.

should be saved. It should be rebuilt if dismantled in

widening process.

8 Drainage facilities. People want good drainage facility along the road.

9 Amenities properties i.e. Bus-

Stop, Truck lay bye.

Public are very curious to know about the locations of

new bush stop and truck lay bye. People are willing to

have Bus- stop on both side of the road in rural, urban

and sub-urban area.

10 Recreation sites. No Comment is reported. No information of well-known

sites is received from public, falling along the project

route.

11 Water reservoir/ Water Bodies

which has Historical Importance.

No Comment is reported. There are no well-known sites

of water reservoir. Hathmati and Bhujwa Canal crosses

the project route.

12 Common Properties Resources

(CPR) as Cremations Ground,

Sitting around Trees, Ponds,

Fishing Ground etc.

The ponds are earthen and distressed. Public wants to

rejuvenate / revive the existing pond falling likely to the

close of road.

13 Basic Amenities i.e Hand-

Pumps, Wells.

Public do not resist upon the disturbance of Hand pumps

due to widening of road. They want another Hans Pump

due to disturbance of previous during widening.

They want immediate appropriate shifting of Hand

pumps prior to the start of widening process.

14 Proposal for Six laning of

existing four lane highways.

The villagers opined that if Government wants, it can

be widened-up to 6-lane as it is also beneficial for

locality but the people should be properly

compensated.

15 The consultation for felling of

trees, RF and Sanctuaries with

Forest Department and Wild-

Life Division.

None of the Sanctuaries are falling in ten km radius of

project influence area, from Udaipur to Ahmedabad,

NH-8. The patches of RF‘s are existing in Dungarpur

and Sabarkantha.

Forest Clearance is obligatory prior to the widening.

Afforestation and Green-belt should be developed in

compensation of felling of trees.

16 Consultation for historical sites

monuments with Archeological

Department.

A per archeological and local public consultation, there

are no historical sites of national and international

importance along the project road.






17 Consultation with Railway &

Irrigation department.

NOC from Irrigation department should be obtained

prior to the widening of bridges on Irrigation canals and

Rivers. Similarly GAD for ROB should be approved by

railway dept.

6.3 Method of Information and Dissemination

The team of environmental experts have consulted the people and requested primary and

secondary Stakeholders to attend the meeting.

Following steps are used:

1. Face to face consultation and disseminate the information.

2. Discussion at individual and group level.

3. The stakeholders were asked to attend the meeting.

ISSUES DISCUSSED

• Water quality of the Hand Pumps.

• Dust and Air quality due to movement of vehicles on main road and service road.

• Noise Nuisance on the communities residing near the road side.

• Drainage facilities in service road.

• Water bodies falling close to the project road.(if any)

• Rare and migratory birds and any favorite species in the area.

• Historical sites/ Forest area.

• Response of people for the proposed project, widening of four laning to six lane

highways, NH-8, Udaipur to Ahmedabad.

The following consultations are conducted at various locations on NH-8 from: Udaipur to

Ahmedabad.

1. Name of the place - Chiloda

Panchayat - Chiloda

District - Gandhi Nagar

State - Gujrat

Date - 12.12.2007

Response Received

• Drinking water from Hand Pumps has poor quality. It contains high Suspended Solid.

• Air quality slightly improved after four lane of NH-8.

• Public complaint for noise nuisance due to heavy traffics on highways.

• A complaint about poor drainage in service road has received.

• The common view of public is that if Government wants, it can be widened-up to 6-lane

but affected people should be adequately compensated.

2. Name of the place - Kherwada

Panchayat - Kherwada

District - Udaipur

Date - 21.12.2007





State - Rajasthan

Date - 21.12.2007

Response Received

• Public complaint for noise nuisance due to heavy traffics on highways.


• Peacock harbors in the field. The migratory birds can be viewed as Demoiselle Cranes but

very rare and not always.

• New House is being built-up close to service road. So the public are worried due to

proposed six lanes. They do not want any disturbance of existing livelihood and

residences.

3 . Name of the place - Gamboi

Panchayat - Gamboi

District - Sabar Kantha

State - Gujrat Date - 23.12.2007

Response Received


• Peacock harbors in the field.

• They do not want any disturbance of existing livelihood and residences due to proposed

six lanes.

• Dust in air is still high that complained by the public.

• The public favor for six lanes, if widening is made leaving the settlement area.

4 . Name of the place - Prantiya

Panchayat - Prantiya

District - Gandhi Nagar

State - Gujrat Date - 01.01.2008

Response Received

• Drinking water from Hand Pumps has poor quality. It contains high Suspended Solid.

• Air quality slightly improved after four lane of NH-8.

• No response about migratory bird by local public.

• They are afraid of proposed 6-lane as it can affect the livelihood.

• The public want to design a raised carriageway at urban and sub-urban area without

disturbing the settlements and existing businesses.

5. Name of the place - Salal

Panchayat - Prantij

District - Sabar Kantha

State - Gujrat

Date - 04.01.2008

Response Received

• The people complained for higher contained of SS in drinking Water of Hand Pump.

• Air quality with regard to dust in air has slightly improved after four lane of NH-8.





• No response of wild life species like fox, tiger, leopard, black buck etc movement the

area. They reported about reptiles which are often seen as various sps of snakes.

• The public want to get a design of raised carriageway at urban and sub-urban area

without disturbing the settlements and existing businesses

6.4 Continued Consultation and Participation

The consultations continue till the implementation of project, to redress the environmental issues

likely to surface during construction and operation phases, a constant communication will

established with affected communities and road-users. To achieve this Contractor in consultation

with the supervision consultant under guidance of National Highway authority of India will organise

periodic meeting with the communities before the start of work, during and before the completion of

work.

6.5 Land Acquisition: ToR No. (xxxvi)

The land acquisition detail from Udaipur to Ahmedabad has been enclosed in Annexure – VI.

6.6 Corporate Social Responsibility: ToR No. (xxxvii)

Prior to the start of the work the Corporate Social Responsibility will be provided by NHAI.



Chapter-7: Environmental Monitoring Plan and Implementation Arrangements Revision: R1


CHAPTER -7

ENVIRONMENTAL MONITORING PLAN AND IMPLEMENTATION

ARRANGEMENTS

An effective monitoring program is necessary to assess the status of environmental quality due to the

road construction activities pertaining to air, water and noise quality and in the natural environment

of living resources. This Environmental Monitoring Plan describes the existing monitoring efforts as well as recommendations for expanding some existing program and establishing new monitoring

program.

Monitoring can be divided into output monitoring and outcome monitoring. Output monitoring is

programmatic and addresses EMP implementation issues (resulting in Implementation Report).

Outcome monitoring focuses on changes in ambient conditions, ecological functions, and biological

populations and communities (resulting in Environmental Status Report). This Environmental

Monitoring Plan mainly focuses on outcome monitoring.

7.1 Environmental Monitoring Plan

The purpose of the environmental monitoring plan is to ensure an effective implementation of EMP through an effective monitoring plan. Therefore, an effective plan is required to be developed,

designed and implemented.

Monitoring is continued to be performed for water quality, habitats, land uses and populations. The

objective of monitoring plan can be broadly stated as:

• To evaluate the performance of mitigation measures proposed in the EMP.

• To suggest improvements in management plan, if required.

• To enhance environmental quality.

• To satisfy the legal and community obligations.

• To warn significant deteriorations in environmental quality for further preventive action.

7.2 Performance Indicators (PIs)

The physical, biological and social components identified for particular significance affecting the

environment at critical locations, have been suggested as Performance Indicators (PIs) are listed

below. � Air Quality

� Water Quality

� Noise Intensity

� Greenbelt Development Plan/Afforestation Programme

� Erosion Potential

� Accidental frequency

� Sanitation and Wastes disposal – Asphalts etc.

7.2.1 Ambient Air Quality Monitoring (AAQ)

The air quality is recommended for monitoring through an approved agency in the process of

widening to 6-lane of existing four-lane highways, Udaipur to Ahmedabad, section of NH-8. The

monitoring of air sampling should be conducted at the location of Crusher plant, HMP, Stockyards,





Batching plant, Haul roads. In addition to these, air quality should also be monitored near the storage

sites having aggregates, sands etc.

The parameters recommended for monitoring during construction are :

- Particulate Matter, PM10, PM2.5

- Sulphur Oxide,

- Nitrogen Oxides, and

- Carbon monoxides,

Air quality needs to be monitored at quarterly basis, excluding the monsoon. The durations of

sampling and the parameters required to be monitored are detailed in Table - 7.2.

7.2.2 Water Quality Monitoring

Water quality and public health parameters should be monitored till the end of project and two years

after the completion. Monitoring should be carried-out at quarterly basis, to cover seasonal

variations, by any recognised agency. Water quality shall be analysed by applying the standard

technique. The parameters for monitoring shall be as below :

� pH

� Total Dissolved Solids,

� Total Suspended Solid,

� Total Hardness,

� Total Alkalinity,

� Chlorides,

� Fluorides,

� Sulphates,

� Nitrates Sodium,

� Phosphates and,

� Residual Chlorine.

The monitoring points would be particularly the underground water. The ground water sampling

should be taken from the residential area. Ground water need to be monitored at the localised area of

wastes disposal sites and machinery maintenance depot. There are five natural drainage intercept the

the project road i.e a) Tiri river, b) Parel river, c) Som river, d) Meshwa river and e) Som river. All

are seasonal and remain active in the monsoon only.

Similarly, the water in the Irrigation canal along project road is for very short period only. Further,

there is an earthen ponds which are deteriorated and large grow of water hyacinth. Therefore,

monitoring for surface water quality is not essential for this site during construction period due to the

availability of water for the very short period in irrigation canal and river. The carefully attention is

required, as wastes material should not be allowed to dump near the water bodies i.e. ponds etc.

7.2.3 Noise Level Monitoring

The monitoring of noise sampling should be conducted at the location of plant sites i.e crusher plant,

HMP and construction sites etc. In addition to these, noise quality should also be monitored near the

school, hospital, other sensitive sites and residential areas exist along the 40 meter to 50 meter

distance of project road or at the designated locations fixed –up by the Environmental Expert.





The measurement for noise levels would be evaluated keeping in view the ambient Noise Standard

formulated by central Pollution Control Boards in 1989, (Table-7.0). Sound level Leq (dBA)) would

be taken on 24- hour basis.

Table -7.0 Noise Level Standard (CPCB)

Sl No. Locations Noise Level for day Time dB(A) Noise Level for Night dB(A)

1 Industrial Area 75 70

2 Commercial area 65 55

3 Residential area 55 45

4 Silence Zone 50 40

� Day Time – 6.00 am - 10.00 pm , Night Time - 10.00 pm - 6.00 am

The National Highway Authority of India as the apex co-coordinator will need to schedule all

mitigative measures envisaged to produce most satisfactory result.

7.2.4 Greenbelt Development Plan/Afforestation Programme, (ToR No. VII)

Afforestation should commence with the start of the project. The entire available land should be

covered with trees under the afforestation programme. If the land is not sufficient on the project

routes, separate proposal for afforestation should be planned for the plantation of tree away the

project site, where land is available in order to recover greenery loss. Green belt development plan is formulated as part of road up-gradation project. As part of greenbelt development, plantation should

be made in entire open space on the both side of the road and central verge to enhance floral cover

and scenic beauty as well as sink of air pollution and act as noise barrier. Plantation may be carried-

out around the water bodies or along river front. The methodology is formulated for the greenbelt

development plan specific to the contract package: NHDPV/MC-II/BOT/DPR/10, Udaipur –

Ahmedabad is detailed below:

The loss of forest due to felling of trees in the process of widening shall be compensated as a part of

afforestation programme. It is proposed to develop greenbelt around the perimeter of various project

appurtenances, selected locations as

1. along water reservoir periphery,

2. bus stop,

3. Truck lay bye,

4. plant sites,

5. sitting around trees,

6. along the sensitive receptors near institutions, hospital etc. that perform as sound barriers

also.

The general consideration involved while developing the greenbelt are:

- Trees growing up to 10.0 m or above in height with perennial foliage should be planted

around various appurtenances of the proposed project.

- Planting of trees should be undertaken in appropriate encircling rows around the project

- Generally fast growing species should be planted.

- Since, the tree trunk is normally devoid of foliage up to a height of 3 m, it may be useful to

have shrubbery border in front of the trees so as to gives coverage to this portion.

The species recommended for greenbelt development are given below:





A. Along the Roadside:

Sl . No. Scientific Name Local Name

1 Albizia chinesis Siris

2 Acacia nelotica Kikar

3 Cassia fistula Amaltas

4 Eucalyptus sp Safeda

5 Bauhinia alba Kachnar

6 Dalbergia sissoo Shisham

7 Zizyphus maritiana Zizyphus

8 Terminalia arjuna Arjun

9 Terminalia belerica Baheda

10 Madhuca longifolia Mahua

11 Pithecellobium dulce Vilaiti Imli

12 Adathoda vassica Adusa

13 Techtona grandis Teak

14 Albizia saman Raintree

15 Embicca offinalis Amla

16 Cassia siamea Kassod

17 Prosopis juliflora Vilayti Babul

18 Ficus glumerata Gular

19 Ficus religiosa Pipal

20 Azadirachta indica Neem

B. Along the Appurtenances :

Sl . No. Scientific Name Local Name

1 Mangifera indica Mango

2 Syzysium cumini Jamun

3 Delonix regia Gulmohar

4 Peltophorum pterocarpum Peltophorum

5 Alstonia scholaris Saptparni

6 Zizyphus maritiana Zizyphus

7 Aegle marmelos Bel

8 Terminalia arjuna Arjun

9 Anthocephalus cadamba Kadam

10 Tamarindus indica Tamarind

11 Artocarpus Heterophyllus Jackfruit

� Methodology for Plantation

The following strategy is to be followed while taking-up avenue plantation along the project corridor

on the available land of ROW of National Highway.

I. Pre-Plantation Activities,

II. Plantation Activities &

III. Post-Plantation Activities.

I. Pre-Plantation Activities : This activities comprise of following steps -

• Treatment & Site Preparation





a) Planting Site should be cleaned and cleaned with stones, graveled etc. The stretch

of rocky and Hardy patch (If any) should be carefully treated by breaking the

stones and removal of Kankers pan down the pit depth as specified.

b) In the site preparation, weeds and unwanted vegetation growth should be cleared

enough and land should be leveled. Line and level, size of pits, digging of pits

should be properly maintained.

c) Plantation shall be done with the approval of Engineer.

• Digging of pits

a) Size of pits = 1.0 meter (dia) x 1.0 meter (depth).

b) Topsoil up-to a depth of 30 cms may be kept aside for the treatment with FYM

in order to develop microbial activities. c) The bottom of the pit shall be forked to break up the subsoil.

• Materials

a) Dump Manure: Dump manure shall be of well decayed (at least six months)

organic or vegetable matter, obtained in the dry state from the municipal dump

or other similar sources approved by the Engineer. The manure shall be free

from earth, stone, brickbats or other extraneous matter.

Or,

Farmyard Manure (FYM):

Farmyard Manure shall be well decayed (covered for at least 6 months in the

dump), free from grits and any other unwanted materials.

b) Earth: The soil shall be of sandy-loam texture, free from kankar, moorum,

shingle, stone, brickbats, building rubbish and any other foreign matter for filling

the pits, such soil shall be free from clods or lumps of sizes bigger than 75 mm in any direction.

• Fertilization

a) The Neem/Castor/Groundnut cake shall be free from bush, dust, and any other

foreign matters.

b) Basal dressing of Urea, Ammonium sulphate, Potassium sulphate Or DAP shall

be applied at appropriate proportion with the approval of Engineer.

II. Plantation Activities

a) Planting of Trees: Plantation shall be made in rows in the available land.

b) Spacing: Plant to plant spacing shall be kept not farther away than 10.0 m.

Or Plant to Plant = 9m – 10 m c/c ; Row to Row = 7m - 8m c/c. Plantation should be staggered arrangement.

c) Size of Saplings: The live saplings shall be planted in uniformity in lines to the

directions of the Engineer and the height of saplings shall be approx 2 meter with

14" x 20" size of bags.

d) Quantity of Manure @ plant : FYM/Dump Manure - ½ cft or 1:3 ( 1 part FYM

to 3 part earth by volume)

Urea - 25gm; Ammonium Sulphate - 25 gm; Potassium Sulphate – 25gm in mix} Or DAP – 100 gm in tussle.

e) Planting of Sapling: Initially, the bottom of planting pit should be covered with 40

cm of excavated earth.

Lindane dust shall be sprinkled on the wall of remaining pit depth @ 200gm/pit

( i.e. 150 gm on the inside wall and earth of excavated pit to 20cm depth to be filled

with mixed 50gms Lindane dust.

The balance earth shall be filled in the mixture of FYM in the ration of 1:3 ( i.e. One

part FYM and Three part earth by volume). The manure shall be applied as Urea –

25 gm, Ammonium Sulphate -25gm, Potassium Sulphate-25gm in a mix of 5

liter water, Or DAP-100 gm/plant in tussle applied as basal dressing at the end of





plantation and subsequently in the rotation of 30 days from the beginning of

monsoon till the end of winter.

While planting the sapling, the bag should not be removed, only the poly of bottom

surface should be removed and four cut on the side of bag by a sharp blade to be

made carefully as the root undisturbed. It has been found by experience / experiment

that the planting done with bags has better survival and growth compared to that

when the bags are removed. This is because while removing the bag of the tall plant

the ball of the earth is broken and consequently transplanting shock is very heavy.

Sapling shall be planted at the Original Soil Depth i.e. the soil marked on stem will

be maintained at the finished level.

III. Post Plantation Activities/Maintenance

Plantation shall be watered and maintained for one year until the area is handed over in whole

or in phases.

Maintenance shall include watering, weeding- out of undesirable vegetation growth,

replacement of casualty, manuring, trimming of the hedges and using fertilizer in requisite

doses, control of insects, fungus and other diseases by means of spraying with an insecticide

or fungicide, pruning, and other horticulture operations necessary for proper growth of the

plants and for keeping the landscape sub-contract area neat in appearance.

a) Weeding & Soil Working: First at the end of three months after plantation of saplings and

minimum total of four times a year. Cleaning of Stumps and removal of thorny growth and

copping (if any). Deep soil working should be done to the coppice shoots at least to a

radius of 0.5m.

b) Watering: Watering is required at non rainy days at a rate of 15 liters per plant each time

for 26 watering.

1) During June immediately after planting - 2 watering

2) During June - July, once in a week - 4 watering

3) August to November once in 15 days - 8 watering

4) December to March, once in 10 days - 12 watering

c) Casualty replacement: Adequate care to be taken for minimal mortality rate after the

plantation and if occurs, dead plants shall be replaced immediately.

d) Fertilization: It shall be carried-out in rotation of every 30 days from the beginning of

monsoon till the end of winter at a recommended quantity.

� The cost of Plantation

The cost of plantation is estimated at Rs. 800/- per plant, which includes sapling cost, labour

cost, manures, weeding, watering with first and second year of maintenance. A budget of trees

plantation is provided as part of environmental budget under Table: 7.3 .It is proposed to afforest

an entire available land under Greenbelt development.

7.2.5 Erosion Potential

Soil erosion rates, slope stability of land faces, water sediments load, effectiveness of soil

conservation measures, should be monitored at frequent intervals. This study could be done by the





Environmental Management Cell, twice a year. This should be studied for the entire length of

alignment.

7.2.6 Provision of Safety Measures - Construction Period, (ToR No. xxvii)

Issues with regard to the lapses and shortcoming in the arrangement of safety during road

construction should be taken into considerations for the strengthening arrangement. Periodical

monitoring should be made along with the NHAI/PIU for the investigation of black spot that may

create due to the shortcoming of safety arrangements, in order to avoid any accidental hazards. The

safety team of the Contractor should ensure strengthening of safety arrangement at all construction

sites. The traffic should be diverted after the approval of Engineer. Temporary diversion should be

approved and all measures should be taken to avoid any mishap.

The workshop should be carried –out for understanding the safety need on road during construction.

The traffic safety measures should be followed as per IRC Code for Road marking (IRC: 35),

Barricades (IRC:41),Road Signs( IRC:67-2001),Delineators (IRC:79) and temporary traffic control

devices in the construction zone as per (IRC:SP:55-2001) in order to strengthen the safety of road under construction.

Moreover, regular monitoring should be carried- out for surveillance and maintenance of safety

during construction to avoid accidents. The following measures should be taken, therefore, for

adequate safety arrangements as given in Table no – 7.1.

Table– 7.1: Safety Measures

Sl. No. Item Use of Signage

1 Construction Sites Caution boards, Ribbon band, Delineator

2 Deep Cutting

(Excavated sites,

High Embankments, Sharp curves

particularly at the structure

approaches)

Ribbon band, Delineator

[Provide Safety Sign Boards and Safety Barriers marked

with reflective tapes]

3 Temporary Diversion Diversion Board, Barricading

[Provide ‘Diversion Ahead’ boards at 100m, 200m and

500m ahead of diversions with reflective tape for

illumination at night at the all diverted locations]

4 Drainage Caution boards, Ribbon band, Delineator

5 Safety for the Workers Helmets, Safety-Shoes, Goggles, Dust mask

7.2.7 Sanitation and Wastes Disposal – Asphalts

Extraneous wastes, spoils, asphalts etc. are the wastes materials which are generated during the road

construction process. If these materials are not disposed of at environmentally safe sites, then it will create pollution problems and nuisance to environment.

Therefore, a disposal plan should be developed. The landfill area should be identified and approved.

The Contractor should submit an action plan for the disposal of solid wastes ensuring not to pose any

environmental problems. It advises that asphalt wastes and other wastes materials may not be

disposed of haphazardly at any circumstances.

Keeping in view the ill-effect of asphalt wastes, following remediation are advised:





a) Reuse of the materials on either side of road, to the extent possible.

b) Balance material should be disposed of as under:

• The asphalt wastes may be used as fill materials in low lying barren lands, link roads,

access/approach of borrow – quarry sites spreading them evenly.

• It is then graded, leveled and sealed off effectively in order to avoid any environmental

problems, as soon as it generated from the scarification of existing carriageway.

7.3 Environmental Monitoring Programme

The detail monitoring programmes during construction stage are presented in Table-7.2. For each of

the environmental indicator, the monitoring program specifies:

- Parameters to be monitored

- Location of the monitoring sites

- Frequency and duration of monitoring

- Institutional responsibilities for implementation and supervision

Table-7.2: Environmental Monitoring Programme

Sl.

No

Environment Environmental Monitoring Programme Institutional Responsibility

Component Parameters Locations Frequency Implementation Supervision

DURING PROJECT CONSTRUCTION PHASE

1 Air Quality PM10, PM2.5,

SO2, NOx, CO

Total -6 suitable

locations. Plant Sites

i.e. HMP/Crusher,

Construction sites,

Settlements

24 hrs Sample.

CO of 8hr Sampling.

Quarterly, Once in

every season except

monsoon.

Concessioner Supervision

Consultants PIU-

NHAI

2 Water Quality As per relevant

IS Codes.: 10500

At 5- suitable

locations, Ground

water sampling.

Quarterly, Once in

every season.


Consultants,

PIU-NHAI/

3 Noise Level Noise levels on dB

(A) scale Leq

dB(A) Day /Night.

Days : Max.& Min

Night :Max. &

Min.

At 3-suitable

locations i.e. At

equipment yards,

sensitive sites.

Quarterly, Once in

every season.


Consultants,

PIU-NHAI/

4 Soil Erosion Visual

Observation.

Entire length of

alignment and

agricultural fields

Pre-monsoon and

post-monsoon season.

Concessioner Environmental

Specialist,

Hydrologist of

SC, PIU, NHAI

5 Haul Road Maintenance of

haul roads

Haul roads &

hauling mode

At least twice a week. Concessioner Environmental

Specialist of

SC,PIU- NHAI

6 Compensatory

Afforestation

No. of roadside

plantation

Along the side of the

carriageway

Comparison should

be done for every six

months


Specialist of SC,

PIU NHAI

7 Flora & Fauna Aquatic ecosystem All crossings of

surface water bodies

along the road and

project influence

area.

Two times in a month

Periodically

inspections of

environmentally

sensitive sites


Specialist of SC,

PIU, NHAI





Sl.

No

Environment Environmental Monitoring Programme Institutional Responsibility

Component Parameters Locations Frequency Implementation Supervision

DURING PROJECT CONSTRUCTION PHASE

8 Borrow Area

Management

Borrow areas

redevelopment

and Top soil

Managements

Identified borrow

areas

Once in a week Concessioner Environmental

Specialist of

SC,.PIU- NHAI

DURING OPERATION PHASE

1 Air Quality PM10, PM2.5, SO2,

NOx, CO

At 5- suitable

locations.

24 hrs Sample

average to 72hrs ;CO

of 8hr Sampling. Half

–yearly except

monsoon.

PIU/NHAI PIU/NHAI

2 Water Quality PH, SS, CaCo3,

Alkalinity, Cl-

F –

, So4, No3

At 5- suitable

locations of Ground

water

Pre-monsoon & post-

monsoon, once in

every two years

PIU/NHAI PIU/NHAI

3 Noise Level Noise levels on dB

(A) scale;Leq

dB(A) Day /Night.

Days : Max.& Min

Night:Max.& Min.

At 4 suitable

locations

i.e. Sensitive sites

and residential area.

Once in every years. PIU/NHAI PIU/NHAI

4 Erosion and

siltation

Soil erosion rates,

stability of bank

embankment, etc.

High Emb of

Bridge,shoulders and

slopes

Twice a year. PIU/NHAI PIU/NHAI

5 Ecology Status of

Afforestation

programmes

of green belt

All along available

land either side of

the project road

Once every year PIU/NHAI PIU/NHAI

7.4 INSTITUTIONAL/ IMPLEMENTATION ARRANGEMENTS

7.4.1 Institutional/Implementation Arrangements

The NHAI is responsible for implementation of all the mitigation and management measures

suggested in EMAP & RAP. The NHAI already has sufficient organizational capacity to be able to

satisfactory completing the implementation of the EMAP & RAP. To effective oversee the project

preparation and to ensure timely implementation of the project, a Project Implementation Unit (PIU)

of NHAI is already in place. The PIU is headed by a Project Director (PD). The implementation of

EMP & RAP would be the responsibility of PIU. Environmental Manager of PIU will assist the PD

and will interact with State Pollution Control Board (SPCB), State Forest Department and NGO to

address the environmental issues. He will also deal with and with Revenue Department, NGO and

various Committees for R&R issues. Environmental Expert of Supervision Consultants and the

Concessioner will assist the PIU of NHAI for successful implementation of EMP. The institutional /

implementation arrangements have been shown in Flow Chart - 7.1.





Engineer/ DGM (Environment)

Implementation of RAP

Supervision Consultant

acting as Engineer

SPCB

Quality Assurance Consultant

Revenue Dept / NGO for R&R,

Grievance Redressal Cell

Engineer/DGM (Procurement)

Implementation of EMP

Forest Dept Roadside Plantation

Concessioner Implementing Construction

Work

Project Director/ GM

(PIU-NHAI)

Flow Chart -7.1 Implementation Arrangement

7.4.2 Progress Monitoring and Reporting Arrangements

The monitoring and evaluation of the management measures are critical activities in

implementation of the Project. Monitoring involves periodical checking to ascertain whether

activities are going according to the plans. It provides the necessary feedback for project

management to keep the program on schedule. The rational for a reporting system is based on

accountability to ensure that the measures proposed as part of the EMP get implemented in the

project.

The reporting system will operate linearly with the Concessioner who is at the lowest rank of

implementation system reporting to the Supervision Consultant, who in turn shall report to the

PIU. All subsequent reporting by the Concessioner shall be monitored as per the targets set by

the PIU before the Concessioner move on to the site. The Concessioner will submit the

implementation status of the EMP in the monthly report. It shall be verified by Environmental

Expert of Supervision Consultant and the Concessioner, jointly. The shortcoming and lapses will

be notified to the Concessioner, for immediate corrective actions, during the visit. The

compliance report shall be forwarded to the NHAI-PIU for the observations and onward

submission.





7.4.3 Training

7.4.3.1 Training Need: The Environmental Officers/ Experts of NHAI headquarters and

in PIU, as well as the Concessioner, need to be trained on environmental matters related

to the road development project. To ensure the successful implementation of EMP, there

is a need for training and skill up-gradation.

7.4.3.2 Training Components: The environmental training should encompass the

following:

- Understanding the relevant environmental regulations and their implication;

- Main impacts on the environment due to project activities;

- Mitigation measures as given in the EMP and their implementation;

- Duties and responsibilities of the Concessioner, Supervision Consultant and staff of

PIU/NHAI involved in the project;

- Public/community consultation and its role during the implementation of the project;

- implementation of EMP and measures for minimization of environmental impacts

during the construction;

- Monitoring of Air, Water and Noise quality during construction stage;

- Weekly, monthly and quarterly report preparations and submission;

7.4.3.3 Training Programme: A training program needs to be worked- out incorporating

the project needs as well as the intermediate-term capacity building for NHAI. The

program should consist a number of training modules specific to the target groups. The

training would cover the basic principles and postulates of environmental assessment,

mitigation plans and program implementation techniques, monitoring and management

methods and tools.

7.5 Environmental Monitoring Cell

The environmental monitoring cell is prepared for the smooth and effective implementation of

the project especially environmental management plan (EMP). The inter-linkage between the

environmental experts of different agencies (i.e. project proponent, supervision consultant, and

Concessioner) is described in Flow Chart – 7.2.





ENVIRONMENTAL MANAGER

NHAI(PIU)

PROJECT MANAGER

Concessioner

CGM

NHAI

Project Director

NHAI (PIU)

TEAM LEADER

(SC)

ENVIRONMENTAL

EXPERT (SC) ENVIRONMENTAL

MANAGER Concessioner

Flow Chart – 7.2: Environmental Monitoring Cell (EMC)

7.6 ENVIRONMENTAL MANAGEMENT - BUDGET





There are other environmental issues that have been addressed as part of good engineering

practices, the cost for which has been accounted for in the Engineering Cost. The environmental

management budget for the various environmental management measures proposed in the EMP is

detailed in Table -7.3.

Table -7.3: Environmental Management Budget

Sl.

No Component Stage Item Unit

Unit

Cost Quantity Total Cost

1 Monitoring Cost

Air

Construction

Phase

All Batching Pant,

HMP/Crusher plant

No of

sample

4000/- 5-Points, 24 hr

sample, once every

season for 3 years

(=45)

1,80,000/-

At construction sites

No of

sample

4000/- 1 points; 24 hr

sample, once every

season for 3 years

(=9)

36,000/-

Water

Construction

Phase

Ground Water

No of

sample

3500/- 5-Points, quarterly

for three years (=45)

1,57,500/-

Noise Construction

Phase

At Equipment Yard No of

sample

1000/- 3-Points, As and

when necessary

(36 samples)

36,000/-

(A) Monitoring Cost 4,09,500/-

2 Mitigation and Enhancement Cost

Air Construction

Phase

Dust management

with sprinkling of

water, Covers for

vehicles transporting

Materials

Km - -

Covered in

Engineering

Cost

Water Construction

Phase

Relocation of Hand

Pumps

No 18,000/- 8

1,44,000/-

Oil Interceptor at

machineries yards

No 75,000/- 3

2,25,000/-

Noise Construction

Phase

Ear Plugs for

labourers /Mufflers

for vehicles

LS 80,000/- - 80,000/-

Soil Construction

Phase

Re-development of

Borrows

Sq.m As per EMP good

management

practices

Cover

Engineering

Cost

Cultural

Properties

Construction

Phase

Relocation of Shrine

and Temple

No 2,00,000/- 12 nos 24,00,000/-

Flora/

Vegetation

Construction

Phase

Afforestation @ 2

trees for each felled

(with tree guard and

two year

maintenance )

No 800/- (13833x2) = 27666

Trees 2,21,32,800/-

Landscape along the

highway by putting

specified tree species

(Addition plantation

No 800/- 1700 nos 13,60,000/-

Shrubs In Median

Meter 120/- 177 Km

2,12,40,000/-

Water

Harvesting

Structure

Construction

Phase

Recharge pits in

urban/sub-urban area.

No 85,000/- 180 nos 1,53,00,000/-





Sl.

No Component Stage Item Unit

Unit

Cost Quantity Total Cost

Slop

protection by

grass sods.

Construction

Phase

Grass sods Square

meter

35/- 6,00,000 square

meter

2,10,00,000/-

(B) Mitigation and Enhancement Cost

8,38,81,800/-

Total Cost (A+B)

8,42,91,300/-

Contingency @ 5 %

42,14,565/-

TOTAL BUDGET COST 8,85,05,865/-



Chapter-8: Environmental Management Plan Revision: R1


CHAPTER - 8

ENVIRONMENTAL MANAGEMENT PLAN

8.0 Introduction

Environmental management plan (EMP) is a summary of all project impacts which suggest remedial

measures for the minimal impacts on the surrounding environment. EMP contains institutional

strengthening through Environmental Management Plan and training in addition to presenting a well

defined Environmental Monitoring Plan that will help the National Highway Authority of India

(NHAI, GoI) to move towards ecologically sound widening to 6-lane of existing 4-lane highways of

NH-8.

The environmental management plan is essentially a contract between the project-promoting

institution and the rest of society. The permission to implement a project is given by society on the

basis of set of assurances from the project promoter. These assurances broadly refer to the following

aspects:

The EMP starts by identifying the required mitigative measures at their specific contexts. These

contexts are to be understood by interpreting the defined impacts upon the environment. The degree

of caution and comprehensiveness required to design the given mitigative measures is indicated by magnitude of impacts.

8.1 Collaborating in Designing Mitigative Measures

The responsibility for designing the mitigative measures is delegated to the project promoter

institution, which is the National Highway Authority of India (NHAI, GoI). It is essential to mobilise

an appropriate expertise in design works in order to overcome or reduce the impacts. Therefore,

NHAI will need to collaborate with other institutions in the public and private sectors. For instances,

through the Forest Departments, NHAI is authorized to plan and implement afforestation

programme. Similarly, mitigative measures related to the engineering solution should be included in

the design of road and bridges by the design consultants.

8.2 Implementation of EMP

The environmental experts/officers of various agencies are identified to implement the mitigation

measures for the minimal impact on environment.

� Environmental Experts/Officers: The role of Environmental Experts/officers of various

agencies is to ensure that all works should be carried out in accordance with the

environmental management plan prepared for a specific project as per the environmental

legislation (Laws, Acts, and Rules etc.) and also the guidelines of funding agency. It

should make a part of the Tender Document for appointment of Environmental Expert for

imposition of penalty to the violators, particularly contracts.

� Civil Work Contractor: The environmental problems and issues usually arise out from

the construction sites and workers camps are to be controlled by the civil work

contractor. Such type of role of civil work contractor should be clearly defined in the

Tender Document.

� Revenue Department: The District Collector is the head of the Revenue Department. His

responsibility is to support the project through providing civil and soyam land for

compensatory afforestation on one hand and disbursement of compensation to PAPs

without delay and dispute on other.





� Forest Department: The Divisional Forest Officer (DFO) at Division and Conservator

of Forest (CF) at Circle level are head of the Forest Department. Whatever, issues arises

in relation to diversion of forest land and resources (tree felling etc.) to be supported for

the developmental activities as per all the regulatory authorities.

� Project Promoter: The responsibilities of the project promoter are to verify the well

managed practices, which can be smoothly followed and implemented under project. It

also keeps in mind the accident prone zones and environmental hazards. The interface of

project promoter is extremely valuable for taking additional actions to the implementing

and supervising agency for eco-friendly implementation of EMP.

8.3 Environmental Management Plan

The Environmental Management Action Plan (EMAP) contained a part of bid documents. The

aspects given in EMP have been made mandatory in nature and thus, the Contractor is contractually

bound to abide by the same as given in Table – 8.1.The bidding parties should carefully go through

the Environmental Management Action Plan. The clauses given in the EMAP are incidental to work

and no separate BOQ items have been provided. The clauses of EMAP bear a reference to FIDIC and MoSRT&H Clauses and hence separate BOQ items are not required for implementing the same.

It is deemed that the cost associated with carrying out the requirements of the EMAP are Including in

the bid prices as incidental to the works, therefore, no excuses towards non – compliance during

construction shall be entertained. All these clauses are applicable to Sub-Contractors as well.

However, the main Contractor will be held responsible in the case of any non–compliance on part of

which being regularly monitored the compliance of EMAP by the sub-contractor. Therefore, the contractor shall regularly monitor the compliance of EMAP whether their Sub-Contractors are being

followed. The contractor shall submit quarterly environmental reports in the format prescribed by the

NHAI-PIU. (Additional reports should be submitted on request of the PIU).

Table - 8.1: Environmental Management Plan

ENVIRONMENTAL ISSUES PROTECTION AND PREVENTATIVE MEASURES THAT

HAVE TO BE TAKEN BY THE CONTRACTOR

1 SOIL

1.1 Generation of Debris

(a) Earth, if required, will be dumped in areas selected (and approved by

the engineer, for such purpose). Residual spoils shall be used as

directed by the Engineer, to fill up the borrow areas subject to laying

of topsoil as per EMAP Clause 1.2.

(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 Engineer.

Any non- compliance shall be made good by the Contractor at his

own cost.

1.2 Loss of Top Soil

(a) In agricultural areas or in any other productive soil areas as directed

by the Engineer, the topsoil from all areas of cutting and all areas to

be permanently covered has to be stripped to a specified depth of 150

mm and stored in stockpiles of height not exceeding 2 m. Any non-

compliance shall be made good by the Contractor at his own cost.

(b) Such stockpiled topsoil must be returned to cover the disturbed area

and cut slopes. Residual topsoil must be distributed on adjoining/







proximate barren/ rocky areas as identified by the Engineer in a layer

of thickness of 75 mm – 150 mm.

(c) Topsoil will not be unnecessarily trafficked either before stripping or

when in stockpiles. Stockpiles will not be surcharged or otherwise

loaded and multiple handling will be kept to a minimum.

1.3 Compaction of soil

(a) Construction vehicle, machinery and equipment shall move or be

stationed in the designated area (RoW or Col as applicable) only. While operating on temporarily acquired land for traffic detours,

storage, materials handling or any other construction related or

incidental activities topsoil from agricultural land will be preserved as

per the above EMAP clause 1.2 .

(b) The contractor shall ensure that he does not affect the stability of

excavation or fills by the method of stockpiling materials, use of

plants or sitting temporary buildings or structures.

1.4 Borrowing of Earth

(a) Borrowing within the RoW is prohibited – under this contract. However, earth available from excavation for roadside drains as per

design, may be used as embankment subject to the material, approval

of the Engineer.

(b) Arrangement for locating the source of supply of material for

embankment and sub-grade as well as compliance to environmental requirements in respect of excavation and borrow areas as stipulated,

from time to time by the MoEF and the local bodies, as applicable,

shall be the sole responsibility of the Contractor.

(c) The Contractor shall facilitate inspection of all borrow areas to the

PIU and satisfy the Engineer and the PIU for the environmental compliance.

Any non – compliance shall be made good by the Contractor at his

own cost.

1.5 Degradation of Borrow Areas

(a) Borrow pits shall not be dug continuously. The location, shape and

size of the designated borrow areas shall be as approved by the

Engineer. No borrow area shall be opened without permission of the

Engineer.

(b) If borrow pits along the road is permitted by the Engineer, these shall

not be dug continuously and shall confirm to MoSRT&H

Specifications.

(c) Borrow pits shall be – redeveloped as per MoEF guidelines. Spoils

shall be dumped with and overlay of stockpiled topsoil (as per EMAP

Clause 1.1 and 1.2), in accordance with compliance requirements

with respect to MoEF/CPCB guidelines.

1.6 Soil Erosion

(a) On road embankment slopes, slopes of all cut etc., shrubs and grass will be planted. On sections with high filling and deep cutting, the

side slopes will be graded and covered with bush and grass etc. as per

specifications of stone pitching, grass and shrub given in the bid

documents.

(b) In borrow pits, the depth of the pits shall be so regulated that the sides

of the excavation will have a slope not steeper that 1 vertical to 4

horizontal, from the edge of the final section of bank.







(c) The work shall consist of measures as per design or as directed by the

Engineer to control soil erosion, sedimentation and water pollution.

1.7 Contamination of soil by Fuel and Lubricants

(a) Vehicle/ machinery and equipment maintenance and refueling shall

be carried- out in such a fashion that spillage of fuels and lubricants

do not contaminate the ground. An “oil interceptor” will be provided

for wash down and refueling areas. Fuel storage shall be in proper

bounded areas. All spills and collected petroleum products shall be

disposed off in accordance with the MoEF and CPCB guidelines.

(b) Fuel storage and refilling areas shall be relocated at least 300 mm

from all cross drainage structures and important water bodies or as

directed by the Engineer.

(c) Storage and refining areas have vegetation, if any, the topsoil shall be

stripped, stockpiled and returned after cessation of such storage and

refueling activities as per EMAP clause - 1.2. The site restoration will

be considered as incidental to work.

1.8 Contamination of soil by Construction waste

(a) All spoils shall be disposed off in the manner as specified in EMAP

clause 1.1. The spoil from excavation of riverbed shall be managed

and disposed off as directed by the Engineer. No new disposal site

shall be created as part of the project, which is not treated as per

EMAP clause1.2 (a&b), except with prior approval of the Engineer in

the course of the project.

(b) All wastes material shall be completely disposed as desired and the

site shall be fully cleaned before handing over. The Engineer and the

PIU will certify in the regard.

(c) All temporary acquired land shall be dealt in the manner as per

EMAP clause 1.7(c) if dumping of waste is envisaged and any claim

arising out of disposal shall be made good by the contractor at his

own cost.

1.9 Quarry operations

(a) The contractor shall obtain materials from quarries only after consent

of the DoM or other concerned authorities and only after development

of a comprehensive quarry re-development plan, as per the State

Mining Rules. Alternatively the Contractor shall acquire the required

materials from quarries licensed by the State Mining Authority

(SMA). The quarry operations shall be under taken within the rules

and regulations in force.

2. WATER

2.1 Loss of Minor Water Bodies

(a) Filling of surface water bodies shall be compensated by digging an

equal volume of soil for water storage. Such dug-up soil shall be dealt

as per EMAP clauses 1.1 and 1.8.

(b) Wherever digging is undertaken the banks shall be protected by

means as designed or as approved by the Engineer. The excavation

shall be carried out in a manner so that the side slopes are no steeper

than 1 vertical to 4 horizontal, otherwise slope protection work shall

be provided, as approved by the Engineer.







(c) As far as practicable, and as approved by the Engineer excavation for

replacement of water bodies shall be at the closest possible place/

location, with respect to the original water body or part thereof

consumed by filling.

2.2 Other Loss of Water Sources

(a) Any source of water (potable or otherwise) for the community such as

wells, ponds or tube – well, etc., incidentally lost shall be replaced

immediately. The location and sifting of the replaced source of water

shall be as per design or as directed by the Engineer. In general, there

should be only lateral displacement.

2.3 Flooding

(a) The contractor shall take all measures and as directed by the Engineer

to prevent temporary or permanent flooding of the site or any

adjacent area.

(b) The scope for prevention of flooding includes prevention of loss of

use, loss of access of any land or property thereon resulting from

flowing or stagnant water as direct/ indirect impact of construction.

2.4 Sanitation into water Bodies

(a) Sanitation of soil into the water bodies will be prevented as for as possible. The contractor will take all reasonable measures as per

EMAP clause 1.6.

(b) Construction materials containing fine particles shall be stored in an

enclosure such that sediment laden water does not drain-out into

nearby water courses.

2.5 Torrent Run-off

(a) No tree or vegetation other than those designated by the DoF for

felling will be cut.

(b) The contractor shall take all necessary precaution and construct

temporary/ permanent devises to prevent water pollution (due to

sanitation and increase of turbidity).

2.6 Alteration of Drainage

(a) In sections along water courses, and close to cross-drainage channels,

earth, stone or any other construction materials or appendage shall be

properly disposed off so as not to block the flow of water.

(b) All necessary measures shall be taken to prevent earthwork,

stonework, materials and appendage as well as the method of

operation from impeding cross-drainage at rivers, streams, water

canals and existing irrigation and drainage system.

2.7 Increased Run-off







(a) No tree or vegetation except those ‘cleared’ by DoF for felling) will

be disturbed/ destructed. Trees and shrubs will only be felled/

removed only if they impinge directly on the permanent works or

necessary temporary works, on approval of Engineer. The Engineer

will issue such approval only on National Highways Authority of

India (NHAI) receiving necessary “Clearance” from the DoF.

(b) All necessary measures shall be taken to prevent earthwork,

stonework, materials and appendage as well as the method of

operation from impeding cross-drainage at rivers, streams, water

canals and existing irrigation and drainage system.

2.8 Contamination of Water from Construction Wastes

(a) All measures will be taken to prevent the wastewater produced in

construction form entering directly into streams, water bodies or the

irrigation system, as directed by Engineer.

(b) Construction work close to the streams or water bodies shall be

avoided during monsoon and measures as per EMAP clause 2.4 will

be taken.

(c) The discharge standards promulgated under the Environmental

Protection Act, 1986 shall be strictly adhered to. All waste arising

from the project is to be disposed off in a manner that is acceptable to the State Pollution Control Board (SPCB) and the Engineer.

2.9 Contamination form Fuel and Lubricants

(a) The work shall be carried out in such a manner that pollution of

natural watercourses, ponds, tanks and reservoirs is avoided.

(b) Vehicle, machinery and equipment maintenance and re-fuelling shall

be done in a manner as specified in EMAP clause 1.7 (a&b) to

prevent pollution to water.

(c) Waste products must be collected, stored and taken to approve

disposal sites in compliance with CPCB guidelines or any other

relevant laws, and to the entire satisfaction of the Engineer.

2.10 Sanitation and waste disposal in construction camps

(a) Construction/labourer’s camps shall be located away the bank of the

river at least 1km and away from the nearest habitation at least 500 m.

(b) The sewage system for a construction labourer’s camp shall be

properly designed, built and operated so that no pollution to ground or

adjacent water bodies/ watercourses takes place.

(c) In connection with underground water resources, including

percolating water the contractor shall take all necessary precautions to

prevent interference with such water resources.

(d) All relevant provisions of the factories Act, 1948 and the building and

other construction workers (regulation of employment and conditions

of service) act, 1996 shall be adhered to.

(e) Unless/Otherwise arranged by the local sanitary authority,

arrangements for proper disposal of excreta by incineration at the

workplace suitably approved by the local medical health or municipal

authorities or as per directed by engineer, shall be made.

2.11 Wastage of water







(a) The contractor will minimize wastage of water in the construction

process/ operations.

(b) The contractor shall arrange for supply and storage of water and no

such supply and storage will be provided by the NHAI of any other

authority concerned. The contractor shall not open a new bore well or

extract new groundwater without permission from the State Irrigation

Department. The contractor may, however, use any existing bore-well

or any other source of water supply subject to necessary or relevant

arrangements.

2.12 Disruption to other users of water

(a) The contractor shall be responsible for arranging adequate supply of

water for the whole construction period.

(b) While working across or close to perennial water bodies, the contractor shall not prevent the flow of water. If for any bridgework,

etc. closure of flow is required, the contractor will serve notice on the

downstream users of water sufficiently in advance.

(c) Construction over and close to the non-perennial streams shall be

undertaken in the dry session. Construction over the irrigation canals, if disruption to the flow, quality of water and impact on the irrigation

structure is expected (or probable in the view of the engineer), will be

undertaken under necessary permission from the Department of

Irrigation.

(d) Construction work expected to disrupt users and impacting

community water bodies will be taken up after serving notice on the

local community, and complying with the provisions.

(e) The contactor 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 of water shall be made good entirely by the

contractor.

3. Air Pollutions

3.1 Generation of Dust

(a) All vehicles delivering materials to the site shall be covered to avoid

spillage of materials.

(b) The contractor shall take every precaution to the level of dust

emission from the Hot Mix Plants and the Batching Plants up to the

satisfaction of the engineer in accordance with the relevant emission

norms.

(c) All existing highways and roads-used by vehicles of the Contractor,

or any of his Sub-Contractor or Supplies of materials or 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 tyres.







(d) Clearance shall be made immediately by manual sweeping and

removal of debris, or, if so directed by the engineer, by mechanical

sweeping and clearing equipments, and all dust, mud and other debris

shall be removed completely. Additionally, if so directed by the

engineer, the road surfaces shall be hosed or watered using necessary

equipments.

(e) Plants, machinery and equipment shall be so handled (including

dismantling) so as to minimise generation of dust.

(f) All earth-work shall be carried out keeping in view for minimisation

of dust fumes conforming to the CPCB norms and acceptable to the

engineer.

(g) The hot mix plants shall be fitted with dust extraction units in order

that the exhausts comply with the requirement of the relevant current

emission control legislation.

3.2 Emission from Hot- mix Plants and Batching Plants

(a) Hot mix plants and batching plants shall be located sufficiently away

from habitation, agricultural operations or industrial establishments.

Where possible such plants will be located at least 1000 m away from

the nearest habitation.

(b) The exhaust gases shall be complying with the requirements of the

relevant current emission control legislation. All operations at plants

shall be undertaken in accordance with all current rules and

regulations protecting the environment.

3.3 Order from construction labour camps

(a) Construction labours’ camp shall be located at least 500 m away from

the nearest habitation as per EMAP clause 2.10 (a).

(b) The waste disposal and sewerage system for the camp shall be

properly designed, built and operated so that no order is generated.

Labour camp should be in compliance with the Factory Act, the

Building and Other construction workers (regulation of employment

and conditions of service) Act, 1996 and all other relevant legislation

shall be strictly adhered to.

3.4 Emission from construction vehicles, vehicles, equipment and machinery

(a) All discharge standards promulgated under the environment

protection act, 1986 shall be strictly adhered to. All vehicles,

equipment and machinery used for construction shall conform to the

relevant Indian Standard (IS) norms.

(b) All vehicles, equipment and machinery used for construction shall be

regularly maintained to ensure that pollution emission level comply

with the relevant requirements of CPCB.

3.5 Pollution form Crusher

(a) All crushers used in construction shall confirm to relevant dust

emission control as legislated. Clearance for establishments and

operation of plant shall be obtained from the SPCB. Alternatively,

only crushers already licensed by the CPCB shall be used.







(b) Dust screening vegetation will be planted on the edge of the RoW for

all existing roadside crushers.

(c) The suspended particulate matter contribution value at a distance of

40 m from a controlled isolated as well as from a unit located in a

cluster should be less than State Pollution Control Board norms. The monitoring should be conducted at quarterly basis for all the 12

months (except monsoon) at the crusher sites.

4. NOISE POLLUTION

4.1 Noise from vehicles, plants and equipments

(a) The plants and equipment used in construction (including the

aggregate crushing plant) shall strictly conform to the CPCB, Gol

noise standards.

(b) All vehicles and equipments used in construction shall be fitted with exhaust silencer. During routine servicing operations, the

effectiveness of exhaust silencers shall be checked and if found to be

defective shall be replaced. Notwithstanding any other conditions of

contract, noise level form any item of plant(s) must comply with the

relevant legislation for levels of sound emission. Non-compliant plant

shall be removed from the site.

(c) Noise limits for construction equipments 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

(movable), vibrators and saws shall not exceed 75 dB (A), as

specified in the Environment (Protection) Rules, 1986

(d) Maintenance of vehicles, equipments and machinery shall be regular

and proper, to the satisfaction of the engineer, to keep noise from

these at a minimum.

(e) In construction sites within 150 m of the nearest habitation, noisily

construction work such as crushing, concrete mixing and batching,

mechanical compaction, etc., will be stopped between 22.00 hours to

06.00 hours. In silence zone (areas up to 100 m around such premises

as hospitals, educational, institutional and courts) no hot- mix,

batching or aggregate crushing plant will be allowed. No construction

shall take place within 21.00 hours to 06.00 hours.

(f) Workers in vicinity of strong noise, and workers working with or in

crushing, compaction, batching or concrete mixing operations shall

wear ear-plugs.

4.2 Noise from Blasting or pre splitting operations

(a) Blasting shall be carried out only with permission of the engineer. All

the statutory laws, regulators, rules, etc., pertaining to acquisition,

transport, storage, handling and use of explosives shall be strictly followed.

(b) Blasting shall be carried out during fixed hours (preferably during

mid-day), as permitted by the engineer. The timing should be made

known to all the people within 500 m (200 m for pre-splitting) from

the blasting site in all directions. People, except those who actually

light the fuse shall be excluded from the area of 200 m (50 m for pre-

splitting) from the blasting site in all directions at least 10 minutes

before the blasting.







5. IMPACT ON FLORA

5.1 Loss or damage of vegetation

(a) All works shall be carried out in such a fashion that the damage or

disruption to the flora is minimal. Trees or shrubs will only be felled

or removed that impinge directly on the permanent works or

necessary temporary works with prior approval from the Engineer.

(b) The Engineer shall approve such felling on the advice of, NHAI/PIU,

only when the NHAI receives a ‘’clearance’’ for such felling from the

DoF, as applicable.

5.2 Compaction of Vegetation

(a) Disruption to vegetation shall be minimized as per EMAP clause 5.1

and as per minimization of soil compaction as per EMAP clause 1.3.

5.3 Damage or loss of change found important Flora

(a) During construction, at any points of time, if a rare/ threatened/

endangered flora is discovered, a specific advice from the NHAI/ PIU

shall be given to the Engineer to approve detailed conservation

processes, plans and designs as well as associated modification in the

project design.

6. IMPACT OF FAUNA

6.1 Loss, Damage or Disruption to Fauna

(a) All works shall be carried out in such a fashion that the damage or disruption to the fauna is minimum.

(b) At the Construction works all rubbish, scarified asphalt and debris

should be cleared away from the site works to the entire satisfaction

of the engineer and the PIU.

(c) On completion of the works, the whole of such temporary structures

shall be cleared away, all rubbish burnt, excreta or other disposal pits

or trenches filled in and effectively sealed off and the whole of the

site left clean and tidy, at the Contractor’s expense, to the entire

satisfaction of the Engineer and the PIU.

6.2 Damage or Loss of Important Fauna

(a) During construction, at any point of time, if a rare/endangered/

threatened fauna species is discovered, all measures will be taken as

in EMAP clause 5.3.

7. DISRUPTION TO USERS

7.1 Loss of Access

(a) At all times, the contractor shall provide safe and convenient passage for vehicles, pedestrians and livestock to and from side roads and

property accesses connecting the project road. Work that affects the

use of side roads and existing accesses shall not be undertaken

without providing adequate provisions to the prior satisfaction of the

Engineer.







(b) The works shall not interfere unnecessarily or improperly with the

convenience of public or the access to, use and occupation of public

or private roads, railways and any other access footpaths to or off

properties whether public or private.

7.2 Traffic Jams and Congestion

(a) Detailed Traffic Control Plans shall be prepared and submitted to the

Engineer for approval 5 days prior to commencement of works on

any section of road. The traffic control plans shall contain details of

temporary diversions, details of arrangements for construction under

traffic and details of traffic arrangements after cessation of work.

(b) Temporary diversion (including scheme of temporary and

acquisition) will be constructed with the approval of the Engineer.

While approving the temporary diversion, the Engineer wills seek

endorsement from the PIU.

(c) Special consideration shall be given in the preparation of the traffic control plan to the safety of pedestrians and workers at night.

(d) The contractor shall ensure that the running surface is always

properly maintained, particularly during the monsoon so that no

disruption to the traffic flow shall occur.

(e) The temporary traffic detours shall be kept free of dust by frequent application of water, if necessary.

7.3 Traffic control and Safety

(a) The contractor shall take all necessary measures for the safety of

traffic during construction and provide, erect and maintain such

barricades, including signs, marking, flags, lights and flagmen as may be required by the Engineer for the information and protection of

traffic approaching or passing through the section of the highways

under improvement. The provision of traffic safety measures shall be

considered incidental to work as per MoST specification and IRC

guidelines.

(b) All signs, barricades, pavement markings shall be as per MoST

specification. Before taking up construction on any section of the

highway, a traffic control plan shall be devised to the satisfaction of

the Engineer as per EMAP clause 7.2.

8. WORKERS’ ACCIDENT RISKS

8.1 Risk from Operations

(a) The contractor is required to comply with all the precaution as

required for the safety of the workmen as per the international labour

organization (ILO) convention No. 62 as far as those are applicable to

this contract. The contractor shall supply all necessary safety appliances such as safety goggles, helmets, masks, Gum-boots etc., to

the workers and staff. The contractor has to comply with all

regulations regarding safe scaffolding, ladders, working platforms,

gangway stairwells, excavations, trenches and safe means of entry.







8.2 Risk at hazardous Activity

(a) All workers employed on mixing asphaltic material, cement, lime

mortars, 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. Stone-

breakers will be provided with protective goggles and clothing and will be seated as sufficiently safe intervals.

(b) The use of any herbicide or other toxic chemical shall be strictly in

accordance with the manufacture’s instructions. The Engineer shall

be given at least 6 working day notice of the proposed use of any

herbicide or toxic chemical. A register of all herbicides and other toxic chemicals delivered to the site shall be kept and maintained up

to date by the contractor. The register shall include the trade name,

physical properties and characteristics, chemical ingredients, health

and safety hazard information, safe handling and storage procedures,

and emergency and first aid procedures for the product.

8.3 Risk of Lead Pollution

(a) No person below the age of 18 years shall be employed on the work

of painting with products containing lead in any from. No paint

containing lead or lead products will be used except in the form of

paste or readymade paint. Face masks will be supplied for use by the

workers when paint is applied in the form of paste or readymade paint

is applied in the form of spray or a surface having lead paint is being dried rubbed or scrapped.

8.4 Risk from Explosives

(a) Except as may be provided in the contract or ordered or authorized by

the Engineer, the contractor shall not used explosives. Where the use

of explosives is so provided or ordered or authorized, the contractor

shall comply with the requirements of the following sub-clauses of

this clause besides the law of the land as applicable.

(b) � The Contractor shall at all times take every possible precaution

and shall comply with appropriate laws and regulations relating to

the importation, handling transportation, storage and use of

explosives and shall, at all times when engaged in blasting

operations, post sufficient warning flagmen, use siren, etc. to the

full satisfaction of the Engineer.

� The Contractor shall at all times make full liaison with and inform

well in advance and obtain such permission as is required from all

Government Authorities, public bodies and private parties

whatsoever concerned or likely to be concerned or affected by

blasting operations.

8.5 Malarial Risk

(a) The Contractor shall, at his own expense, conform to all anti –

malarial instructions given to him by the engineer and the PIU,

including filling up any borrow pits which may have been dug by

him.

9. WORKERS’ HEALTH RISKS

9.1 First Aid







(a) At every workplace, a readily available first-aid unit including an

adequate supply of sterilized dressing material and appliances will be

provided as per the Factory rules.

9.2 Potable water

(a) In every workplace at suitable and easily accessible places a

sufficient supply of cold potable water (as per IS) will be provided

and maintained. If the drinking water is obtained from an intermittent

public water supply then, storage tanks will be provided.

(b) The trap door shall be kept locked and opened only for cleaning or

inspection, which shall be done at least once a month.

9.3 Hygiene

(a) The Contractor during the progress of work will provide, erect and

maintain necessary (temporary) living accommodation and ancillary

facilities for labours to the standards and scales approved by the

Resident Engineer.

(b) 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 Constructions Workers (regulation of Employment and

Conditions of services) act 1996. If women are employed, separate

latrines and urinals, screened shall be provided.

(c) All temporary accommodation must be obstructed and maintained in such a fashion that uncontaminated water is available for drinking,

cooking and washing. The Construction camps shall have a clean

hygienic environment and adequate health care shall be provided for

the work force.

10 DAMAGE AND LOSS OF CULTURAL PROPERTIES

10.1 Conservation of religious structures and shrines

(a) All necessary and adequate care shall be taken to minimise impact on

cultural properties which includes cultural sites and remains, places of

worship including Temples, Mosques, Churches and Shrines etc.,

(b) All conservation and protection measures will be taken-up as per

design. Access to such properties from the road shall be maintained

clear and clean.

10.2 Change found Archaeological property

(a) All fossils, coins, articles of value of antiquity and 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 provisions of the relevant legislation.

(b) The Contractor shall take reasonable precautions to prevent his

workmen or any other persons from removing and damaging and

such article and all work shall be stopped within 10 m in all

directions from the site of discovery.







(c) The Engineer shall seek direction from the Archaeological Society of

India (ASI) before instructing the contractor to recommence work on

the site.

11 ENVIRONMENTAL ENHANCEMENT

11.1 Road Furniture

(a) Road furniture including footpath, railings, storm water drains, crash-

barrier, traffic-sign, speed-zone signs, pavement markers and any

other such items will be provided as per design given in the Bid

Documents.

(b) Embankment protection and other structures or furniture shall be

constructed, complete with the landscape elements as per design.

(c) Religious and cultural properties should be relocated constructed and

completed as per design.



Chapter-9: Occupational Health, Safety and Environment Revision: R1


CHAPTER -9

OCCUPATIONAL HEALTH, SAFETY AND ENVIRONMENT

Industrial Hygiene is also referred to as Occupational Health or Industrial Health. The common

tasks for the HSE analysis involved developing a system to keep the project site neat, safe, and

sanitary condition so that people will not be distracted from construction agency by poor

housekeeping and management activities. Plant site, construction camp, and machineries-

maintenance yard, labour camp should always be adequately maintained with good ground

conditions, drainage facilities, general cleanliness and neat to avoid unhygienic environment and

spread of disease. The site locations should always be neat and clean with good housekeeping and

management regardless of the scope of purpose to use. It possible, site may be old and it has no

improvements since a long, but it can be kept clean and neat with proper maintenance to maintain

the hygiene environment.

9.1 Environmental Health and Safety Policy

The Construction Agency should develop EHS policy to provide safe and healthful working

conditions for all workforce and staffs. Each administrative unit head should have the

responsibility to protect his or her personnel from occupational and environmental hazards. This

responsibility is of great importance and may not be delegated. Environmental Health and Safety

(EHS) will work with the heads of construction agency, the project manager, which has close co-

ordination with executive of each faculty, and staffs to prevent accidents and achieve compliance

with environmental health and safety regulations.

9.2 Safety Responsibilities

Everyone working at the Construction sites has the right to expect safe working conditions and is

responsible to help ensure safety for themselves and others. Everyone has an important role in

safety. EHS has overall responsibility on the administration of executive Agency which promotes

health and safety programs. EHS’s mission is to work with the campus community to develop and implement efficient, comprehensive, and pro-active health and safety programs. Priorities are as

follows:

� Provide a safe construction environment through the development of safety programs that

protect the health and safety for workforce and staffs and the environment.

� Assist the construction agency in complying with local law and regulations

� Provide oversight to ensure conformance with these programs.

9.3 Safety Principles

There are four essential principles of safety. These principles are:

• Practice Safety

• Be Concerned About the Safety of Others

• Prevent Accidents

• Respond to Emergencies

9.4 Industrial Hygiene

"Industrial hygiene" is the science and practice devoted to the anticipation, recognition, evaluation and control of those environmental factors and stresses arising in or from the workplace that may

cause sickness, impaired health and well-being, or significant discomfort among workers and may

also impact the general community.





A partial list of the hazards or conditions arising from the workplace at the civil construction work

and with which industrial hygienist concerned are in Table – 9.1.

Table –9.1 : Anticipated Hazards – Civil Construction

9.4.1 Analysis of Industrial Hygiene

The process of recognition of potential hazards is based on extensive knowledge of what kinds of

hazards may occur in any industry, process, or job activity. Table - 9.1 summarizes the kinds of

hazard exposure sources typically found in the civil construction work. The recognition process

typically proceeds by looking for sources of worker exposure to harmful chemicals and physical

agents.

� Chemical and Hazardous Material Safety

The handling of chemical and hazardous material under which industrial hygiene is

concerned determines measures on following aspects:

Storage of Material:

• Chemicals are dated upon receipt.

• An updated annual chemical inventory is maintained.

• Corrosive chemicals are not stored above eye level.

• Chemicals are segregated by hazard.

• Excess solvents are stored in approved safety cans or solvent storage cabinets.

• All containers are kept closed except when in use.

Waste Disposal:

• Hazardous chemical waste is disposed of in accordance with the EMP.

• Chemical, infectious, and radiological waste containers are labeled and chemical

compositions specified.

Emergency Equipment :

• Emergency eyewash and shower units are unobstructed and in good working

condition.

Compressed Gas Cylinders:

• Cylinders are properly secured in an upright position, with cylinder clamps.

• Cylinders are tightly capped and numbers kept to a minimum.

I. Chemical II. Physical III. Ergonomic

Carcinogens

Acute Poisons

Irritants

Pneumoconiosis Producing

Laser Radiation

Neurotoxins

Nephro (Kidney) Toxins

Noise

Heat

Cold

Ionizing Radiation

Magnetic fields

Vibration

Repetitive Strain

Carpal Tunnel Syndrome

Back Injury

Lifting Hazards

Visual Display Units

Human/Machine Interaction

Injury





• Flammable materials are stored a minimum of 20 feet from cylinders containing

oxidizers.

• Flammable gas tubing is secured and labeled.

• Flame arrestors may be required on flammable gas supplies.

Personal Protective Equipment:

• Dust-mask is provided at the construction sites/plant sites.

• Glove use is selected according to hazard.

• Eye protection/chemical splash goggles are worn where appropriate.

• Respiratory protection is used when advised by EHS.

• Other personal protective equipment (PPE) is provided as needed.

Spill Kits :

• Chemical spill kits are maintained in areas where hazardous chemicals are

stored and employees are properly trained in their use.

• Laboratory or facility staff does not attempt to use any of these kits for fuming

acids, hydrofluoric acid, mixed products, or poisons.

Laboratory Safety:

• Explosion-proof or “explosion safe” refrigerators or freezers only are used to

store flammable materials.

• Pregnant women or other employees who are concerned about the specific

hazards they may be working with are encouraged to discuss this concern with

their supervisor and to request that EHS conduct a work site review of the

potential hazards.

• Laboratory personnel are not to work alone where the risk of personal injury is

high, unless other personnel are aware of their presence and can come quickly to

aid.

Lead-Based Paint:

Lead-based paint is a source of lead poisoning. Ingestion and inhalation of lead dust

that is created as lead-based paint chips and peels, or from improper sanding or

scraping of lead-based painted surfaces can lead to exposure.

• Any road constructed or surface painted is assumed to contain lead-based paint.

• Lead-based paint is appropriately handled during renovations and demolitions.

• Additional information is available at the EHS web site, “Lead and Other Heavy

Metal Exposure/Disposal Control Procedures” which can be found at

http://www.ehs.psu.edu/occhealth/lead_paint_sop.pdf.

Training:

• Training is offered to employees annually and within 120 days of hire for the

Worker and Community Right-To-Know regulation.

• Employees receive training from EHS on the proper procedures to follow when

storing or disposing of hazardous materials within ninety days of hire.

� Physical Safety





The handling of radiation equipment under which industrial hygiene is concern, determines

measures of the following aspects:

Radiation Producing Equipment:

• Radiation producing equipment includes : Analytical x-ray instruments;

Radiographic instruments; Electron beam welders; X-ray vacuum spectroscopy

systems ; X-ray gauging devices; and, any electrical equipment that produces

radiation incidental to its operation, if the dose equivalent rate averaged over an

area of 10 square centimeters exceeds 0.5 mrem (0.005 mSv) per hour at 5

centimeters from an accessible surface. (Note : The millirem (abbreviated

"mrem") is a unit used to measure the effect of radiation on the human body)

• EHS is responsible for implementation, coordination, and enforcement of the

radiation producing instrument safety program at all construction.

Radioactive Material Use :

• The safe handling of all radioactive material should coves the rules and

procedures and assures compliance with all applicable regulations. The details

can be found at the EHS web site, http://www.ehs.psu.edu/radprot/rad_rules.pdf.

• The possession, use, disposal, and transfer of all licensed radioactive material

are the institutional property. This includes all of the non-industrial Park

locations. Contact EHS prior to beginning work with any radioactive material.

Noise/Hearing Conservation :

Noise exposure can cause permanent hearing loss, which could be totally preventable

if the appropriate precautions are taken.

• The “rule of thumb” method to be taken for determining if a work area requires

hearing protection :

• Noise exposure hazards are to be limited using engineering controls whenever

possible or feasible. If this cannot be accomplished, hearing protection should

be provided and used as ear-plug. The detail information on noise hazards and

hearing protection can be found at the EHS “Hearing Conservation Program”

web site at http://www.ehs.psu.edu/occhealth/hearing.cfm.

� Ergonomics

Ergonomics is the interaction between people, the things they do, the objects they use, and the environments they work, travel, and play in. Ergonomic considerations include improper

arrangement of office furniture and equipment, repetitive activities, poor work postures, and

can lead to long term health problems that include: Lower back strain, Carpal Tunnel

Syndrome, Neck ache/strain, Eyestrain. The following steps may follow :

• Individuals do not attempt to carry a load that is more than can be carried

safely.

• Heavy items are not lifted higher than waist level.

• Individuals always have a clear view over the load. If the load interferes with

normal walking, help should be taken.





• Supervisors see that mechanical equipment, if available, is used when manual

lifting is unsafe.

• Greasy, wet, slippery, or dirty objects should be wiped clean before handling.

9.4.2 General Safety

Some procedures may be described as basic or fundamental to safety in any workplace, office, or

other situation where potential hazards exist. It is important for all people to respect and

understand the safety and health hazards associated with the materials and equipment used.

Therefore, they should have to follow the following general safety principles at all times.

Safety Practices:

• Training should be provided to an employee who has engaged in new assignment for

which hazards are expected by new substances, processes, or equipment.

• Equipment being used should be in good condition.

• A box, chair, shelves, or anything other than a ladder is not used as a ladder.

• Emergency equipment (e.g. fire extinguishers, emergency eyewash/shower units,

etc.) are un-obstructed and in good working condition.

• First- aid kits to be kept in designated areas and stocked in accordance with Safety

Policy.

• Areas where hazardous materials are present should be posted in accordance with

the hazardous Wastes Management Guidelines.

• Eating, drinking, or applying cosmetics in areas where hazardous materials

(radioactive, biohazardous, or chemical) are used is not permitted. Food and drinks

are not stored in the same refrigerator or freezer with hazardous materials.

Good Housekeeping:

• Work areas are kept uncluttered and are cleaned upon completion of operations or at

the end of each workday.

• Floors are maintained free from tripping, slipping, and falling hazards (e.g. cords,

cables, wires, equipment, and tools).

• Spills are cleaned immediately and thoroughly in accordance with appropriate

facility emergency procedures.

• Workbenches and shelves are not overloaded with unused equipment, chemicals, or

other materials.

Fire Safety:

• Open fires are not allowed at camp site.

• Fire drills are conducted monthly in at camp site as per industrial safety policy.

• Fire alarms should be tested half yearly basis.

• Fire extinguishers are kept in designated locations and clearly labeled. Clear access

to fire extinguishers is maintained at all times.

• Combustible or flammable materials are maintained a safe distance from heat

sources or electrical equipment. Flammable materials are stored in an approved

manner, in accordance Occupational Health and Safety Policy No: 65.5.9.





Electrical Equipment and Extension Cords:

• Access to electrical equipment (e.g. plugs and switches) is maintained free from

obstruction.

• Electrical apparatus is equipped with ground plugs or is properly grounded.

• All current transmitting parts of electrical devices are enclosed.

• Electrical plugs, cords, and extension cords are maintained in good condition.

• Under no circumstances the extension cords or electrical cords splice.

Smoking :

• Smoking is not permitted in any plant premises near the flammable liquid or Diesel

pumps in accordance with the construction Administrative Policy.

Driver/Vehicle Safety :

� Traffic Safety

• Traffic and parking regulations are obeyed.

• Fire lanes are not blocked.

• Backing up is conducted only when individuals have a clear area behind

the vehicle. Assistance is provided to the driver where rear vision is not

clear in the backing operation.

� Vehicle Loading and Safety

• Heavy vehicles should be fitted with tailgates and it does not open

during carrying construction materials eg: boulders, concrete etc.

• Seating specifications for the vehicle are followed. Seats equipped- with

safety belts are used whenever possible.

• Engines are turned-off when the vehicle is not in use, is being refueled,

or is located near a building air intake.

• Riders are not permitted in the back of open pick-up trucks.

9.4.3 Maintenance and Construction Safety

The following measures are recommended for the safety:

� Equipment Care and Use

All equipment is inspected before and after use to discover any possible safety

defects. Equipment needing repair is reported immediately to the supervisor.

• Tools are only used for the purposes for which they were designed.

• Work is secured by using clamps or a vise.

• Guards and safety shields are in place for machines and equipment with

rotating or moving parts.

• Pressurized or vacuum machinery is shielded and protected against

bumping and overheating.

� Trenching, Shoring and Excavation

• Barricades are installed around all open excavations and marked with

flashers.





• Excavated material is shored or retained two feet or more from the edge

of the excavation.

• Banks more than five feet high are shored or laid back to a stable slope.

• Sides of trenches in unstable or soft material of five feet or more in

depth are shored to protect employees.

• Ladders are used to provide access in trenches four feet deep or greater.

• Excavations are checked when a rainstorm or hazard-increasing

incident occurs.

9.5 Post Accident Emergency Assistance and Medical Care, (ToR No. xxxiv)

Releases of hazardous materials and other emergencies such as fires that pose a significant threat

to health, safety and environment by their nature, require an emergency response or the

mitigating factors to fight with the situations. Examples include :

� Fire, suspected fire, explosion, or other imminent danger.

� Conditions that are immediately dangerous or have the potential to become

immediately dangerous to life or health. � High levels of exposure to toxic substances.

� Severity of hazard is such that the person(s) in the work area is uncertain they can

handle the emergency with the personal protective equipment (PPE) and response

equipment that has been provided and/or the exposure limit for the PPE could easily

be exceeded.

9.5.1 Emergency Situation – Fire

� Follow these basic “rules” for fire safety :

1. Never enter a room that is smoke filled.

2. Never enter a room if the top half of the door is warm to touch.

3. If an individual’s clothing is on fire, extinguish the fire by rolling the

person around on the floor, covering the person with a heavy cloth

(blanket), or drenching the person in a safety shower if the shower is

in the immediate area of the person. Remember “stop, drop, and

roll.”

4. Report any problems with fire alarms, fire extinguishers, or other

fire protection devices to the Office of Physical Plant or appropriate

maintenance staff.

� Follow these basic procedures for handling a fire or fire-related emergency in a

Industries owned or occupied facility :

1. Pull the fire alarm.

2. Evacuate the area.

3. Call emergency number -- (101), if any, from a safe location.

4. Notify EHS and the unit Safety Officer as soon as possible.

� Fire safety training, including fire extinguisher use, is provided to faculty,

staff, and workforce by EHS.





9.5.2 Emergency Situation – Spill

� Follow these procedures for spills of hazardous, highly toxic, or flammable

materials, or for spills of unidentified materials : 1. Evacuate personnel from the spill area and alert all people in

the vicinity of the spill.

2. Notify EHS and the unit Safety Officer as soon as possible.

3. Isolate the spill area and close doors to the room where the spill

occurred if it is safe to do so.

4. Remove ignition sources and shut down equipment if it is safe to

do so.

5. Turn on exhaust equipment or open windows if it is safe to do

so.

� Evacuation of the building is mandatory if chemicals or contaminants could

enter the air circulation system of a building.

9.5.3 Medicare Care : In case of unprecedented accident happened, during the expansion

of Highway following facility shall be made available on emergency basis :

• Availability of Ambulance at project site/ Camps,

• First-Aid equipments and medicines at each construction sites,

• Association with the nearest Hospital existing along the project corridor

i.e. private as well as government Hospital.

• Deployment of Doctor, full time basis, who visit the project site.

• Manager Technical, PIU- NHAI, who responsible for EHS shall examine

and monitor the emergency and facility of medical care for unprecedented

accident, are available at site and all system are functioning properly.

9.6 Risk Analysis

The Safety Officer analyzes operations for a wide range of actual and potential health hazards.

Many of these are addressed in regulation, but generally require evaluation of the local

conditions and situations.

The EH&S analysis involves developing following systems to analyze the work environment.

� DESIGN OF SAMPLING SYSTEMS

– AIR SAMPLERS

• FOR CHEMICAL VAPORS

• PARTICULATE DUSTS AND AEROSOLS

• BIOLOGICALS

� ACOUSTIC SAMPLING

� LIGHTING

� RADIATION

� ERGONOMICS AND HUMAN FACTORS

• STRESS MEASUREMENT

• PROCESS EVALUATION



Chapter-10: Conclusion Revision: R1


CHAPTER – 10

CONCLUSIONS AND RECOMENDATIONS

The most significant environmental impact resulting from the proposed widening to 6-lane of

existing 4-lane highways of NH-8 is change in land-use pattern consequently influence the

biodiversity due to disturbance of existing ecosystem along the highways. The other environmental

issues shall be minimised to the extent possible and off-set them by implementation of appropriate

management plan.

The widening to 6-lane of existing 4-lane highway of NH-8 will have a positive impacts on the region

as number of interchanges/flyovers/major junctions/minor junctions/ Vehicular Underpasses/

Pedestrian underpasses/ Bus- bays/Truck lay-byes etc are design and provided for the public convenience.

This shall facilitate the communities without endangering their safety and highway –users as well.

Although, if the mitigation measures recommended in EMP are implemented them temporary impact

can be minimised and reduced to the extent possible.

The Environmental Impact Assessment Report has primarily focused on the potential impacts due to the proposed project, identification of the hotspots and measures for minimization of impacts during

different phases of the project. These measures should be included in design as rain water harvesting

structure , formulation of afforestation, slight change in alignment to protect valuable plant species to

conserve biodiversity etc. that reduce the detrimental effects due to project appreciably.

Therefore, following considerations are recommended for inclusions in the project design :

� The Environmental Management Plan (EMP) must be included in the contract agreement

made between the Contractor and the Project Proponent in order to reduce the detrimental

impacts on the project appreciably.

� The six lanes should be designed considering minimum land acquisitions so as to have

minimal environmental impacts on ecosystem and environment. The seven irrigation canal ,

five distributaries and two main canal as Hathmati canal and Bhujwa Canal are

intercepting the project road. In addition, five rivers in the study corridor are the main

natural drainage which feeds the water-demand to the community and provide biodiversity

along the project region. Therefore, attention is requires to be given on any adverse affect

and to avoid any disruptions in flow of water on natural drainage system and irrigation

canal during road Construction. The construction of structure on steam shall be designed

considering minimal impacts on wetlands, water bodies and other natural components of

the environment.

� Attempt shall be made to keep removal of trees as possible as minimum. Afforestation

programme shall be made as specified and green-belt should be developed at designated

sites, simultaneously, the road construction works. The entire available open space should

be filled with plantation of trees to recover the greenery loss under the Forest Act -1980.

� The site office, construction camp and workers camp should be established keeping the

distance away from habitations and kept minimum of 1 Km distance from the bank of

irrigation canal and Rivers in compliance with the Environmental Management Plan.

� Heavy Machineries and Stock-yards should be established at the degraded land away the

bank of river, to minimise oil and grease pollution. In addition to this, management plan



Chapter-10: Conclusion Revision: R1


should be followed strictly to control pollution problems and minimal damage to the nearby

surroundings.

� Protection measures, erosion control, noise barriers, rain water harvesting structure,

enhancement plan etc. should be made in the project design.

� Environment requirements at borrows, quarry, plant site, construction sites should be made

in accordance with the Environmental Management Plan.

� Alternative arrangement would be made for shifting of high tension wires and public

utilities before the commencement of civil works (i.e. construction) and it must be the part of

project planning.

Keeping in view the above approach in design and implementation of all above aspects during the

road construction, the project will be environmentally feasible.

Feasibility Study of Udaipur - Ahmedabad Section of NH- 8 in the State of Rajasthan / Gujarat (Appendix - I )

Accident Data ( Chainage Wise )

From to Fatal Serious Inj Minor Inj. Total Fatal Serious Inj Minor Inj. Total Fatal Serious Inj Minor Inj. Fatal Serious Inj Minor Inj. Total

1 Balichha 278.2 279.5 Urban Area 7 7 6 4 11 3 0 5.5 18 0 5.5 23.5

2 Kundal 280.8 281.4 Jn .-280.9 2 5 7 5 6 1 0 5 6 0 5 11

3 Surphaliya 282 283 Urban Area 1 2 3 0 0.5 0 1 3 0 1 4

4 Kaya 285.4 291.8 Bus Stand - Ch-310.0 6 10 17 3 7 10 4.5 0 8.5 27 0 8.5 35.5

5 Kharpina 293 Jn. Jn. 2 2 4 4 4 1 0 3 6 0 3 9

6 Barapal 295.8 296.5 Jn. 296.0 1 1 2 3 2 5 2 0 1.5 12 0 1.5 13.5

7 Ramni Ghat Barapal298.2 299.2 Ghati 1 1 0 0.5 0 0 3 0 0 3

8 Gojya 299.5 301.4 Sharp Curve Ch.300.8 1 2 3 0 0.5 0 1 3 0 1 4

9 Tidi 302.5 303.6 Jn. 303.6 4 4 8 5 10 18 4.5 0 7 27 0 7 34

10 Paduna 308.4 310.4 Urban Area 7 2 9 19 1 2 4 4 1 5.5 24 3 5.5 32.5

11 Gauri Kuan 312.4 314 Jn. 5 5 2 2 0 0 3.5 0 0 3.5 3.5

12 Bara 315 317 Sharp Curve Ch.316.0 6 2 9 3 3 4.5 0 1 27 0 1 28

31 2 49 85 21 0 36 63 26 1 42.5

13 Prashad 319 322 Jn.320.2 & Jn.320.9 3 2 4 9 5 4 5 15 4 3 4.5 24 9 4.5 37.5

14 Parai 323 324 Bus Stand - Ch-323.3 9 2 3 15 3 6 9 6 1 4.5 36 3 4.5 43.5

15 Pipli A 326.4 328 Urban Area 0 2 1 3 1 0.5 0 6 1.5 0 7.5

16 Pipli B 328.5 330 Bus Stand - Ch-329.5 2 2 4 1 1 7 2 1.5 0.5 12 4.5 0.5 17

17 Kesariaji 334 337 Jn.336.5 2 12 3 17 7 8 10 25 4.5 10 6.5 27 30 6.5 63.5

18 Kallaji 339 Temple Temple 0 0 0 0 0 0 0 0 0

19 Kanduwada 339.3 Jn Jn.339.3 2 2 3 3 2.5 0 0 15 0 0 15

20 Kaagdar 339.9 345.6 Jn.345.1,River bridge345.8 4 4 9 5 8 18 31 4.5 4 11 27 12 11 50

21 Kagdar 346 347 Urban Area 1 1 0 0.5 0 0 3 0 0 3

21 18 14 55 29 22 40 93 25 20 27

22 Khandi obri 347.2 347.8 Jn.347.6 1 1 4 8 3 4 6 14 2 2.5 5 12 7.5 5 24.5

23 Banjaria 350.1 Jn Jn.350.1 2 2 5 9 1 1 2 1.5 1 3 9 3 3 15

24 Khairwada 351 353 Ped X-ing 352.0, Jn352.8 5 3 4 14 9 7 19 36 7 5 11.5 42 15 11.5 68.5

25 Badla Khairwada 353 354 Urban Area 2 2 5 0 1 0 1 6 0 1 7

26 Motlichowk 355 Jn Jn.355.0 1 1 2 1 1 0.5 0 1 3 0 1 4

11 6 16 38 13 11 27 53 12 8.5 21.5

27 Mahuri Ghati 355.5 356.5 Urban Area 0 0 0 0 0 0 0 0 0

28 Bhuwali 358 358.5 Urban Area 1 1 1 3 1 1 1 0.5 0.5 6 1.5 0.5 8

29 Shishod 360.5 361.5 Urban Area 2 2 4 4 8 2 0 3 12 0 3 15

30 Bokhala 364.8 Jn Jn364.8 4 1 4 9 1 2 4 7 2.5 1.5 4 15 4.5 4 23.5

31 Amjhra 365.8 368.5 Jn 366.6 , Jn 367.3 2 1 3 5 1 6 3.5 0 1 21 0 1 22

32 Barauthi 369.5 371.8 Jn371.0,Sharp curve372.8 1 1 6 8 5 3 10 18 3 2 8 18 6 8 32

33 Bichhiwada 374.5 375.5 Jn376.8 , Jn377.5 6 3 9 19 4 5 7 17 5 4 8 30 12 8 50

34 Dhamod 378.5 379.5 Urban Area 3 3 2 3 5 1 0 3 6 0 3 9

35 Lehana 380 382 " S ' Curve 2 1 3 2 1 3 1 1 1 6 3 1 10

36 Khajuri 383.7 386.4 Urban Area 3 4 7 1 4 12 17 2 2 8 12 6 8 26

37 Rattanpur (Rajasthan Border)386.5 387 RJ / GJ Border 2 2 1 1 3 1.5 0.5 0 9 1.5 0 10.5

19 8 31 59 26 15 42 85 22.5 11.5 36.5

Average

LocationSN.

CHAINAGE

Accident Spot

2006 2007 ASI

Govardhan Villas

Kesriya Ji

Kherwada

Bicchiwada




Average

LocationSN.

CHAINAGE

Accident Spot

2006 2007 ASI

38 Rattanpur (Gujarat Border)388.2 Border RJ / GJ Border 1 3 0 0 0 0.5 0 0 0.5 0.5

39 Ansol 389.9 Jn Jn.389.9 1 2 1 3 0 0.5 0.5 0 1.5 0.5 2

40 Kadvad 390.8 Jn.390.8 0 0 0 0 0 0 0 0 0

41 Paharia 391.8 Jn Jn391.8 0 1 1 0 0 0.5 0 0 0.5 0.5

42 Rangpur 392.5 Jn Jn392.5 0 1 1 2 0.5 0 0.5 3 0 0.5 3.5

43 Karchha 393.4 Jn Jn393.4 2 5 8 2 3 2 0 2.5 12 0 2.5 14.5

44 RTO Check post Nava Gaon 394.4 395.4 RTO Check Post 3 1 6 10 1 4 5 2 0.5 5 12 1.5 5 18.5

45 Sales Tax Shamlaji396 Sales Tax Post 1 1 6 0 0.5 0 0.5 3 0 0.5 3.5

46 Venpur 396.2 Jn Jn 396.2 3 3 2 2 4 1 0 2.5 6 0 2.5 8.5

47 Shamlaji Bus Stand397.6 Jn Bus Stand & Jn 397.6 1 6 31 2 6 0.5 0 4 3 0 4 7

48 Shamlaji Hanuman Tempal399.2 Jn Jn 399.2 1 3 1 0 0 0.5 0 0 0.5 0.5

49 Mangal Murti Hotel Shamlaji399.4 Hotel Hotel 399.4 0 0 0 0 0 0 0 0 0

50 Shamlaji Rudradi399.6 Sharp Curve 1 1 3 2 2 1.5 0 0.5 9 0 0.5 9.5

51 Shamlaji Ashram400.6 400.8 Urban Area 4 10 2 1 3 1 0 2.5 6 0 2.5 8.5

52 Shamalpur 401.5 Jn Jn 401.5 0 4 1 1 6 2 0.5 0.5 12 1.5 0.5 14

53 Meerawada 403.4 Jn Jn 403.4 0 1 1 0.5 0 0 3 0 0 3

54 Khari Village 404.2 Jn Jn 404.2 2 2 0 0 0 1 0 0 1 1

55 Napada 406 Jn Jn 406.0 0 1 1 0.5 0 0 3 0 0 3

56 Assal 408.2 Jn Jn 408.2 0 2 2 0 0 1 0 0 1 1

57 Khiloda/ Nadisan409.1 Jn Jn 409.1 1 2 3 0 0.5 0 1 3 0 1 4

58 Gadadar 410.3 Jn Jn 410.3 1 1 0 0 0 0.5 0 0 0.5 0.5

59 Sunokh 412 412.8 Jn 412.2 4 2 7 2 1 4 3 0 1.5 18 0 1.5 19.5

13 1 36 92 18 2 15 44 15.5 1.5 25.5

60 Raigarh 422.6 424.4 Jn 423.4 1 2 9 14 3 3 0.5 1 6 3 3 6 12

61 Jawan Garh 425.2 Jn Jn 425.2 1 1 1 1 0.5 0 0.5 3 0 0.5 3.5

62 Navalpur 426.4 Jn Jn 426.4 0 1 1 2 0 0.5 0.5 0 1.5 0.5 2

63 Matha Sulia 428.3 Jn Jn 428.3 1 2 3 0 0.5 0 1 3 0 1 4

64 Sarvana 429.9 Jn Jn 429.9 0 1 1 4 6 0.5 0.5 2 3 1.5 2 6.5

65 Gamboi Petrol Pump431.8 433 Urban Area 3 3 1 1 0 0 2 0 0 2 2

66 Gamboi Bus Stand432.7 Jn Jn 432.7 2 1 9 14 2 1 8 11 2 1 8.5 12 3 8.5 23.5

67 Kesharpura 433 433.5 Urban Area 7 3 10 0 0 3.5 1.5 0 10.5 1.5 12

68 Karanpur/vantada434.8 Jn Jn 434.8 1 6 7 1 6 7 0.5 0.5 6 3 1.5 6 10.5

69 Gamri 436.8 438.8 Urban Area 2 5 13 20 1 1 5 7 1.5 3 9 9 9 9 27

70 Vamoj 437.5 Jn Jn 437.5 1 1 2 0 0 0.5 0.5 0 1.5 0.5 2

71 Veera wada 440.2 Jn Jn 440.2 0 1 1 0 0 0.5 0 0 0.5 0.5

7 17 46 74 5 4 30 39 6 10.5 38

72 Berna- Agyol 440.4 Jn Jn 440.4 5 4 9 1 10 11 3 0 7 18 0 7 25

73 Kankrol 442.8 444.2 Jn 443.2 3 4 9 1 4 6 2 0 4 12 0 4 16

74 Sahkari jin 445.5 Jn Jn 445.5 5 7 2 2 0 0 3.5 0 0 3.5 3.5

75 Politechnic Himmat Nagar446.2 Jn Jn 446.2 2 2 0 0 0 1 0 0 1 1

76 Himmat Nagar Rotary447 Jn Jn 447.0 3 1 4 9 3 5 1.5 0.5 3.5 9 1.5 3.5 14

77 Bombay Hotel 447.1 447.3 Up Dir. Near Junction 0 0 0 0 0 0 0 0 0

78 Kadiwala Petrol Pump447.1 447.3 Down Dir. 0 1 1 0 0 0.5 0 0 0.5 0.5

79 Star City Cinema448.3 Midian Opening 1 2 1 1 2 0.5 0 1 3 0 1 4

80 Piplodi 449.2 Jn Jn 449.2 1 1 1 2 3 0.5 0 1.5 3 0 1.5 4.5

81 Boria 449.5 449.8 Urban Area 1 3 5 1 1 2 1 0 2 6 0 2 8

82 Sabar Dairy 450.5 Jn Jn 450.5 1 1 7 12 1 2 6 1 0.5 4.5 6 1.5 4.5 12

13 2 31 56 6 0 26 38 9.5 1 28.5

Shamla JI

Gamboi

Himmatnagar




Average

LocationSN.

CHAINAGE

Accident Spot

2006 2007 ASI

83 Hazipura 451.5 Jn Jn 451.5 1 1 2 1 1 0.5 0 1 3 0 1 4

84 Ashirwad Hotel 453.7 Jn Jn 453.7 1 1 2 0 0.5 0 0.5 3 0 0.5 3.5

85 Dalpur 455.3 Jn. Jn. 2 1 4 8 3 6 10 2.5 0.5 5 15 1.5 5 21.5

86 Katvad 456.8 Jn. Jn. 2 4 6 4 4 1 0 4 6 0 4 10

87 Sonasan 459.2 Jn. Jn. 0 1 1 0 0 0.5 0 0 0.5 0.5

88 Salal 459.4 Jn. Jn.459.4 5 1 9 15 8 8 17 6.5 0.5 8.5 39 1.5 8.5 49

89 Rasulpur 460.4 Jn. Jn.460.4 0 1 3 4 0.5 0 1.5 3 0 1.5 4.5

90 Piludra 463.1 Jn. Jn.463.1 1 1 1 1 0 0 1 0 0 1 1

91 Prantij 466.2 468.2 Jn.466.4 2 1 5 10 1 1 12 17 1.5 1 8.5 9 3 8.5 20.5

92 Kamalpur 467.4 Jn. Jn.467.4 1 3 4 1 1 1 0 1.5 6 0 1.5 7.5

93 Jaisinghpur 468.2 Jn. Jn.468.2 1 2 3 0 0.5 0 1 3 0 1 4

94 Katpur 471.8 Jn. Jn.471.8 1 1 1 4 2 3 6 1.5 0.5 2 9 1.5 2 12.5

95 Vadvasa 473.9 Jn. Jn.473.9 0 0 0 0 0 0 0 0 0

96 Tejpur / Oran 474.7 Jn. Jn.474.7 1 3 5 7 2 10 4 0 2.5 24 0 2.5 26.5

97 Majra ( Total 3 Junction )Jn478 Jn.479.4 Jn.478.4 5 7 3 4 9 1.5 0 4.5 9 0 4.5 13.5

98 Chandrala 480.5 481.5 Jn.481.2 0 0 0 0 0 0 0 0 0

17 4 39 67 26 1 45 81 21.5 2.5 42

99 Mahadev Temple Jn.483.0 1 1 0 0.5 0 0 3 0 0 3

100 Chhala ( Total 2 Junction )Jn484.6 Jn.485.1 Junction 4 6 11 4 2 3 14 4 1 4.5 24 3 4.5 31.5

101 Giyod 487.6 Jn. Junction 1 1 2 2 1 5 1.5 1 0.5 9 3 0.5 12.5

102 Dhanap 490.6 jn Jn.490.6 1 1 2 1 2 5 1.5 0.5 1 9 1.5 1 11.5

103 Mahunda / Shihodi Jn,493.0 3 2 9 15 1 3 2 1 4.5 12 3 4.5 19.5

104 Chiloda 495 jn Jn.495.0 9 4 13 29 4 8 6.5 2 6.5 39 6 6.5 51.5

105 Lakhawada 496.2 jn Jn.496.2 2 5 7 0 1 0 2.5 6 0 2.5 8.5

106 Palej Morh 496.4 Jn Jn496.4 0 1 3 3 8 0.5 1.5 1.5 3 4.5 1.5 9

107 Prantia 498 jn Jn498.0 3 3 7 2 1 4 2.5 0 2 15 0 2 17

108 Lavarpur Morh 500.5 jn Jn.500.5 3 6 10 2 1.5 0 3 9 0 3 12

109 Jaithipura 502.6 jn Jn.502.6 1 3 4 2 2 2 6 1 1.5 2.5 6 4.5 2.5 13

110 Prabhupura 503.6 Jn Jn.503.6 0 1 1 2 0 0.5 0.5 0 1.5 0.5 2

111 Firojpur 504.5 jn Jn.504.5 0 1 0 0 0 0 0 0 0

112 Valad 505 Jn Jn.505.0 3 1 8 13 2 2 3 10 2.5 1.5 5.5 15 4.5 5.5 25

113 Limadia 507 Near ROB Urban Area 4 4 0 0 0 2 0 0 2 2

114 Ranasan 508.8 Jn Jn.508.8 1 1 1 0.5 0 0 3 0 0 3

31 8 57 104 20 13 16 69 25.5 10.5 36.5

Dabhora

Prantij

` Chainage(km.) Location

(Node/Link)

Diagnostic Analysis

(Accident Causal Factors)

Selected Proactive Measures

(Preventive and Corrective measures)

Selected Reactive Measures

(Traffic Control)

Turning to opposite side for petrol pump leading to conflicts

Provision of signals or flickring lights Warning signs on accident prone area

Commercial area on the both sides of the road, results to heavy pedestrian flow

Proposing Footpath, ROB/RUB for pedestrian

Availability of properRoad Marking

Collision on links of inner roads to nodes due to poor visibility

Provision of smooth curve at the turning Clearance of obstructions in the sight triangle

River Bridge and Village area at crossing


Flattening of curve with standard radius

Inadequacy of sight distances

Provision of smooth curve at the turning Clearance of obstructions in the sight triangle

Commerecial area along both sidesof road, no



Sharp Curve Flattening of curve with standard Radius

Introducing Tangent Length for smooth movement on the curve

Provision of guard Rail,Guard Post & Cats-eye

Flattening of curve with standard radius

5Salal

(km.459.4)Prantij

Urban/Commercial area along the road



Warning signs on accident prone area


`

3Kherwada (km. 351)

2

Kesriya Ji (km.336.5)

Kesriya Ji-Node1

High speed vehicles entring in the rotary

Kherwada

Kagdar (km.345.8)

Kesriya Ji

Provision of humps to reduce the speed6Chiloda

(km. 495)Dhabora

Sharp Curve and absence of chevron signs

4 BichiwadaBichiwada

(km. 374.5)



Appendix:II- Terminology Revision: R0


APPENDIX – II: TERMINOLOGY

1. Biota: An assemblage of flora and fauna of a particular region is called ‘Biota’.

2. Checklist: A kind of assessment list, which is approved by any funding agency for

environmental screening of a project, is usually called ‘Environmental Checklist’.

3. Conservation: The term ‘Conservation’ is derived from Greek root ‘Con’ means

together and ‘Servere’ means to keep. To put any thing collectively in a particular area

or place is usually called ‘Conservation’ such as forest conservation, soil conservation

etc.

4. Corridor of Impact: The total length of project road in which all type of

environmental, social and engineering activities will be considered for up-gradation.

5. Detailed Project Report: The final report after assessment of any layout such as

structure, road, dam etc. It is usually prepared for improvement works like up-

gradation, widening etc.

6. Ecology: A branch of science which deals the interrelationship between biotic and

abiotic factors of the environment.

7. Environmental Impact Assessment (EIA): An instrument to identify and assess the

potential environmental impacts of a proposed project, evaluates alternatives, design

appropriate mitigation, management and monitoring measures.

8. Environmental Management Plan (EMP): A kind of management plan which

consists of the set of institutional, enhancement and mitigation measures to be taken

during implementation and operation to eliminate adverse environmental and social

impacts, offset them, or reduce acceptable levels.

9. Environment: The sum total of all physical, biological, chemical, socio-cultural and

political factors, which directly or indirectly affect the existence of life.

10. Fauna: Qualitative strength of animals, birds, reptiles, Pisces, insects, pests etc. in a

particular area is called ‘Fauna’.

11. Flora: Qualitative strength of plants in a particular area is called ‘Flora’.

12. Forest: The strength of trees having environmental and ecological importance in a

particular area, managed systematically by local inhabitants or Govt. Department is

called ‘Forest’ such as Van-panchayat forest, reserve forest, protected forest etc.

13. Herb: The annual vegetation and perennial grass of a particular area is called ‘Herb’.

14. Initial Environmental Examination (IEE): A type of environmental report, which is

prepared at initial stage after environmental assessment of the proposed project.

15. Jungle: Any un-systematic natural area having varieties of trees, shrubs and herbs

naturally grown together is usually called ‘Jungle’.

16. Lake: A naturally formed sallow or deep stagnant water body having aesthetic and

ecological importance.

17. National Park: A kind of protected area, in which rules and regulation are fully

governed by the Central Govt. for conservation of unique flora and fauna of the

country. The area has great significant value from environmental point of view.

18. Pollution: The unwanted changes and dumping of un-desirable things in surrounding.

19. Pond: The shallow stagnant water body is called ‘Pond’.

20. Potable Water: The water having optimum temperature in the ranged of 70C-110C,

pH 6.4 to 7.5, and presence of Escherichia colli (bacteria) not more than 100/litre of

water.

21. Protected Forest: The forest managed and developed for the purpose of protection

such as forest for the control of wind erosion, reducing the noise pollution load in

environment as ‘Avenue’ etc. Such type of forests is also maintained by the state forest

department.



Appendix:II- Terminology Revision: R0


22. Reserve Forest: The forests in which cutting, collection of any type biomass from

forest floor and illegal entry is completely prohibited by the Govt. are called ‘Reserve

Forest’.

23. Right of Way (ROW): The available width of road as per the record of Public Works

Department is usually called ‘ROW’.

24. Sanctuary: A kind of protected area, in which the rules and regulation are fully

governed by the State Govt. Such types of areas are maintained by the State Govt. for

conservation of rare plants and wildlife.

25. Sapling: The woody plants (small tree) having circumference at breast height (CBH)

in between 10.5 to 31.5 cm. are usually called ‘Sapling’

26. Seedling: The young plants of woody species having circumference at breast height

(CBH) lesser than 10.5 cm. are usually called ‘Seedling’.

27. Shrub: The woody vegetation having more than one stem directly originated from the

ground.

28. Soil: The outer weathered layer of the earth crust is called ‘Soil’.

29. Tree: The mature woody vegetation having circumference at breast height (CBH) is

greater than 31.5 cm. are usually called ‘Tree’

30. Vegetation: The quantitative strength of plants including trees, shrubs, herbs and

grasses of a particular region is called ‘Vegetation’.

31. Wetland: The marshy or semi-dryness land having specific properties in terms of

vegetation, aquatic life, soil and water characteristics.

32. Wildlife: An assemblage of animals, birds, reptiles etc. existing in natural habitat like

sanctuaries, national parks and biosphere reserve.



Appendix: III- Abbreviations Revision: R0


A B B R E V I A T I O N S Appendix-III

-------------------------------------------------------------------------------

0C : Degree Centigrade

amsl : above man sea level

BI : Bump Integrator

BOT : Built Operate Transfer

BP : Bank Procedures

BPL : Below Poverty Line

CBH : Circumference at Breast Height

CES : Consulting Engineering Services

CGWB : Central Ground Water Board

CMIE : Centre for Monitoring Indian Economy

COI : Corridor of Impact

CPCB : Central Pollution Control Board

CR : Completion Report

DDPR : Draft Detailed Project Report

DER : Detailed Engineering Report

DPR : Detailed Project Report

EA : Environmental Assessment

EIA : Environmental Impact Assessment

EIRR : Economic Internal Rate of Return

EMP : Environmental Management Plan

EPA : Environmental Protection Act

ES : Executive Summary

ESR : Environmental Screening Report

FSR : Feasibility Study Report

GDP : Gross Domestic Product

GOI : Government of India

GOP : Government of Punjab

HDM : Highway Development and Management Model

HLB : High Level Bridge

IBWL : Indian Board of Wild Life

ICB : International Competitive Bidding

IEE : Initial Environmental Examination

IPCR : Implementation Phase Completion Report

IRC : Indian Roads Congress

IRI : International Roughness Index

LADT : Local Area Development Tax

LAP : Land Acquisition Plan

LVR : Light Vehicle Road

m : meter

MDR : Major District Road

MoA : Memorandum of Association

MoEF : Ministry of Environment and Forests

MoU : Memorandum of Understanding

NGO : Non-Governmental Organization

NH : National Highway

NHAI : National Highway Authority of India

NOC : No Objection Certificate

NPV : Net Present Value

NSEPI : Natural and Social Environment Priority Index



Appendix: III- Abbreviations Revision: R0


OD : Origin and Destination

ODR : Other District Road

PAPs : Project Affected Persons

PCI : Per Capita Income

PCM : Public Consultation Meeting

PCU : Passenger Car Unit

PHH : Physically Handicapped Household

PIU : Project Implementation Unit

PMU : Project Management Unit

PPR : Preliminary Project Report

PWD : Public Works Department

RAP : Resettlement Action Plan

REA : Rapid Environmental Assessment

RFP : Request for Proposal

ROW : Right of Way

SFD : State Forest Department

SH : State Highway

SIA : Social Impact Assessment

SOFS : Strategic Options and Feasibility Study

SOS : Strategic Options Study

SP : Strip Plan

SPCB : State Pollution Control Board

Sq. Km. : Square Kilometer

SSR : Standard Schedule of Rates

ST : Schedule Tribe

TOR : Terms of Reference

VCR : Volume Capacity Ratio

VG : Vulnerable Group

VR : Village Road

-------------------------------------------------------------------------------