traffic study including assessment of its...

REPORT

ON

TRAFFIC STUDY INCLUDING ASSESSMENT OF ITS IMPACTS DUE TO

TRANSPORTATION OF COAL BY ROAD FROM

SECL MINES (BAROUD AND JAMPALI) TO LARA STPP AND

TRANSPORTATION OF COAL FROM MINES OF MCL (SAMLESWARI, LAJKURA, BASUNDHARA, KULDA, BELPAHAR, LILARI) & SECL MINES (CHHAL, GARE PALMA, BISRAMPUR, BHATGAON, BAIKUNTHPUR, CHIRMIRI, HASDEO, JAMUNA KOTMA, SOHAGOUR, JOHILLA AREAS) TO KOTARLIYA RAILWAY SIDING BY RAIL AND FROM KOTARLIYA RAILWAY SIDING

TO LARA STPP (2 X 800 MW) BY ROAD AT

TEH: PUSSORE, DISTT.: RAIGARH, CHHATTISGARH

OF M/s NTPC Ltd.

JULY, 2017 (Issue 01, Rev. 0)

Prepared by:

M I N M E C C O N S U L T AN C Y PV T . L TD . A - 1 21 , Pa r y av ar a n C om p l ex , I G NO U R o a d , N ew D e l h i – 11 0 0 30 Ph : 29534777, 29532236, 29535891 ; Fax : +91 -11-29532568 E m ai l : m i n _m ec @ v s n l . c om ; W eb s i t e : http: / /www.minmec.co. in

EEssttbb.. 11998833

An ISO 9001:2008 approved company

Min Mec Consultancy Pvt. Ltd.

Assessment of Impacts Due to Transportation of Coal for Lara STPP of NTPC Ltd. i

CONTENTS

Sl. No. Description Page No.

1.0 Introduction 1

1.1 Description of proposed route 2

2.0 Assessment of proposed road for its categorisation & carrying capacity as per IRC 64(1990)-guidelines on capacity of roads in rural area

4

2.1 Road width measurement 4

2.2 Traffic volume carrying capacity of the road 9

2.3 Traffic survey and current vehicle volume 13

2.4 Additional traffic on proposed route 14

2.5 Growth in existing traffic 24

2.6 Conclusion regarding increase in traffic 33

3.0 Strip maps 34

3.1 Village & habitation study 35

3.2 Plantation study 36

4.0 Collection of environmental data 37

4.1 Ambient air quality 37

4.2 Noise environment 42

4.3 Socio economic survey 45

5.0 Impact due to traffic 47

5.1 Ambient air quality 47

5.2 Ambient noise 52

5.3 Human health 55

5.4 Ecology 58

6.0 Observations 60

7.0 Conclusion and recommendations 61


Assessment of Impacts Due to Transportation of Coal for Lara STPP of NTPC Ltd. ii

LIST OF TABLES

Table No. Particulars Page No.

1 Road width measured 5

2 Recommended design service volumes for plain roads with low curvature as per IRC: 64-1990

10

3 Capacity reduction factors suggested for sub-standard lane and shoulder width on two-lane road

10

4 Equivalency factors as per IRC: 64-1990 11

5 Recommended design service volumes (PCU’s Per hour) as per IRC: 106-1990

11

6 Equivalency factors as per IRC: 106-1990 12

7 Observed existing traffic and % utilisation with respect to existing and proposed road widths for Scenario-1 (Route-A)

16

7A Observed existing traffic and % utilisation with respect to existing and proposed Road widths for Scenario-2 (Route-B/C)

17

7B Observed existing traffic and % utilisation with respect to existing and proposed road widths for Scenario-3 (Route-B and C)

19

7C Observed existing traffic and % utilisation with respect to existing and proposed road widths for Scenario-4 (common route of route-A & route-B)

21

8 Scenario 1: Traffic volume carrying capacity Calculation for 170 Trucks per day (to & fro) (for Route-A) (before and after road widening)

25

9 Scenario 2: Traffic volume carrying capacity calculation for 288 Trucks per day (to & fro) (for Route-B/C) (before and after road widening)

26

10 Scenario 3: Traffic volume carrying capacity Calculation for 288 Trucks per day (to & fro) (144 tippers each on Route-B and C) (before and after road widening)

28

11 Scenario 4: Traffic volume carrying capacity calculation for 458 trucks per day (to & fro) (for common route) (before and after road widening)

30

12 Location of villages and their population 35

13 List of the species of plants and trees 37

14 Ambient air quality monitoring stations 38

15A Ambient air quality test results along route-A (µg/m3) (May 2017)

40


Assessment of Impacts Due to Transportation of Coal for Lara STPP of NTPC Ltd. iii

Table No. Particulars Page No.

15B Ambient air quality test results along route-B (µg/m3) (May 2017)

40

15C Ambient air quality test results along route-C (µg/m3) (May 2017)

40

15D Ambient air quality test results along common route µg/m3) (May 2017)

41

16 Location of noise sampling station (May 2017) 42

17A Noise levels in areas along route-A 42

17B Noise levels in areas along route-B 43

17C Noise levels in areas along route-C 43

17D Noise levels in areas along common route 43

18 Resultant air quality at air quality stations after air quality prediction modelling

48

18A Resultant air quality after air quality prediction modelling (scenario-1)

49

18B Resultant air quality after air quality prediction modelling (scenario-2)

49

18C Resultant air quality after air quality prediction modelling (scenario-3)

49

18D Resultant air quality after air quality prediction modelling (scenario-4)

50


Assessment of Impacts Due to Transportation of Coal for Lara STPP of NTPC Ltd. iv

LIST OF FIGURES

Fig. No. Particulars Page No.

1 Proposed route alignment from SECL mines and Kotarliya railway siding to Lara STPP with location codes of road measurement & traffic census points

3

2 Line diagram of road width 8 3 Location of air sampling stations 39 4 Location of noise sampling stations 44 5 Noise level contour for scenario 1 54 6 Noise level contour for scenario 2 54 7 Noise level contour for scenario 3 55 8 Noise level contour for scenario 4 55 9 Road widening on Route-A 60

10 Road widening on Route-B 60 11 Different vehicles on the road 61 12 Green belt along route 61

LIST OF ANNEXURES

Annexure No. Particulars

1 Photographs of road width measurement locations 2 Photographs of census point locations 3 Environmental Clearance was granted to Lara STPP vide letter no. J

13012/79/2007-IA.II (T) dated December 13, 2012 4 Socio economic survey 5 Strip maps 6 Air quality dispersion modelling


Assessment of Impacts Due to Transportation of Coal for Lara STPP of NTPC Ltd. v

ABBREVIATIONS

DSV - Design Service Volume

MC - Maximum Capacity

HMV - Heavy Motor Vehicles

LMV - Light Motor Vehicles

PWD - Public Works Department

IRC - Indian Road Congress

STPP - Super Thermal Power Project

TPD - Tonnes per Day

MW - Mega Watt

PCU - Passenger Car Units

MoEF&CC - Ministry of Environment, Forest and Climate Change

US EPA - United States Environment Protection Agency

MMRDL - Min Mec R&D Laboratory


Assessment of Impacts Due to Transportation of Coal for Lara STPP of NTPC Ltd. 1

1.0 INTRODUCTION NTPC Limited is installing a Coal Based Lara Super Thermal Power Project

of 1600 MW (2x800 MW) capacity at village Chhapora, Tehsil - Pussore, district Raigarh, Chhattisgarh. The coal linkage for the project is established from Talaipali Coal Mining Project (TLCMP) of NTPC. EC and FC for TLCMP were already accorded before accord of EC to Lara STPP. However, as per the Hon’ble Supreme Court’s order, the coal block was de-allocated on 24.09.2014 and later on re-allocated on 08.09.2015. This has delayed the production plan from TLCMP. Investment approval of MDO has already been accorded. As per the Commencement Plan submitted to Ministry of Coal (MoC), coal production from this block shall commence by November, 2019. In order to cater to the requirement of Lara STPP, Stage-I, MoC vide letter dated 02.06.2016 has granted a “Bridge Linkage” from MCL Mines (5.67 MTPA) and SECL mines (0.832 MTPA).

As the above coal linkage is a short term measure (upto Nov-2019), it is not possible to build a permanent coal transportation system like MGR/Railway/ Conveyor Belt system. NTPC plans to transport the coal from Baroud and Jampali Mines of SECL to Lara STPP by road instead of rail and mines of MCL (Samleswari, Lajkura, Basundhara, Kulda, Belpahar, Lilari) & SECL Mines (Chhal, Gare Palma, Bisrampur, Bhatgaon, Baikunthpur, Chirmiri, Hasdeo, Jamuna Kotma, Sohagour, Johilla Areas) to Kotarliya Railway Siding By Rail and From Kotarliya Railway Siding to Lara STPP (2 x 800 MW) By Road . Environmental Clearance was granted to Lara STPP vide letter no. J 13012/ 79/ 2007-IA.II (T) dated December 13, 2012. A copy of EC letter has been attached as Annexure 3. Point no. 4 of specific condition of EC letter, states that coal transportation shall be only by rail and transportation shall not be permitted by road. Amendment in Environment clearance (EC) for Lara STPP, Stage-I has already been accorded vide MoEF & CC’s letter no. J 13012/ 79/ 2007-IA.II(T) dated 26.04.2017 for a capacity of 1600 MW (2x800 MW) for change in source of coal and its temporary transportation through road. NTPC plans to transport the coal from SECL mines i.e. Baroud and Jampali Mines by road for a period of 1 year and also from mines of MCL and SECL as stated above upto Kotarliya railway siding by rail and from Railway siding to the main plant site by road for a period of one year. To assess the impact due to the proposed transportation of coal from SECL (Baroud/Jampali) mines and from Kotarliya railway siding (coal source of which are MCL/SECL mines as stated above) to Lara STPP, the study was carried out with the following objectives:

(i) Traffic and road surveys for assessment of carrying capacity on

alternate routes, and (ii) Monitoring of air quality and noise levels along the proposed routes (iii) Air quality modelling for impact assessment of incremental ground

level concentration of air pollutants. (iv) Socio economic survey. (v) Survey of flora.



All the above have been described in subsequent sections. The road width measurement, traffic surveys, collection of air quality and

noise data, air quality prediction modelling, socio economic survey, details of vegetation along the route has been carried out by staff of M/s Min Mec Consultancy Pvt. Ltd. and M/s Min Mec R&D Laboratory, New Delhi between 06th - 19th May, 2017. Min Mec R&D Laboratory, New Delhi has ISO 17025 accreditation from NABL (Certificate no. T-1157) & recognition from MoEF&CC (Sl. No. 97 of Gazette dated 22.05.2012).

1.1 Description of Proposed Route The coal transportation to NTPC Lara will be from Kotarliya rail head and

SECL mines by road. The transportation will take place by three alternate routes, which have been called as “Route-A”, “Route-B” and “Route-C” for the purpose of this report. The three routes are as follows:

Alternative Route No.

From-To Length, km

Remarks

A SECL mines (Baroud and Jampali ) to NTPC plant via Taraimal and Raigarh

76.6 24.3 km length of road from Thengapali village to Raigarh is under widening, strengthening by PWD

B From mines of MCL/SECL as stated above to Lara STPP from/ through Kotarliya Railway Siding via Ardhana bypass.

44.7 The road from Kotarliya railway siding upto Ardhana bypass is a PWD road.

The road from Kunj Colony in Malidipa village upto Forest Nakka, covering a distance of about 4 km is undergoing strengthening and widening by PWD.

C From Mines of MCL/SECL as stated above to Lara STPP from/ through Kotarliya Railway Siding via Chakradharnagar

34.4 Entire road length is an existing PWD road. No widening or strengthening of the roads was observed during site visit.

Common Route

Ardhana Bypass to Lara STPP (Route-A and Route-B)

24.3 This road is under under widening and strengthening by PWD

NTPC proposes to transport coal for Lara STPP from SECL mines and

Mines of MCL/SECL as mentioned above through Kotarliya Railway siding. The amount of coal to be transported is as follows:

A. Approx. 650000 T in a year from SECL (Baraud/Jampali) Mines i.e.

1780 T/ Day of coal. B. About 1100000 T in a year from Mines of MCL/SECL as depicted

above through Kotarliya Railway siding, as an alternate source, i.e. 3014 T/Day of coal.

The coal transportation from SECL mines and Kotarliya Siding to Lara STPP will be by 21.0 Tonne capacity tippers. There would be to & fro movement of 170 coal carrying trucks per day from SECL (Baraud/Jampali) Mines to Lara STPP. While the total no. of coal carrying trucks moving to & fro, from Kotarliya railway siding to Lara STPP through Route-B or C, will be 288 per day. On the Common Route the total no. of coal carrying trucks will be 458 per day. The three alternate routes can be seen in Fig 1.



FIG. 1: PROPOSED ROUTE ALIGNMENT FROM SECL MINES AND KOTARLIYA RAILWAY SIDING TO LARA STPP WITH LOCATION CODES OF ROAD MEASUREMENT & TRAFFIC CENSUS POINTS



2.0 ASSESSMENT OF PROPOSED ROAD FOR ITS CATEGORISATION & CARRYING CAPACITY AS PER IRC 64(1990)-GUIDELINES ON CAPACITY OF ROADS IN RURAL AREA

2.1 Road width measurement

The proposed route of coal transportation is from SECL mines and Kotarliya railway siding to Lara STPP. The length of the three routes is given as under.

The route from SECL mines to Lara STPP is about 76.6 km via Route-A. Route-B from Kotarliya railway siding to Lara STPP has a length of 44.7 km, while Route-C from Kotarliya railway siding to Lara STPP via Chakradharnagar has a length of 34.4 km, which can be seen in Fig. 1.

The width of the road was measured. Since the road width was not uniform,

the road length traversed till the road width changed and at that location road width was measured again. Thus, at a total of 35 locations road width measurement was carried out on Route-A and B. On Route-C the width measurement was done at 12 locations, which are shown in Fig. 1.

The width of the road was measured at each location by using meter tape

and the road widths along with their geographical coordinates are given in Table 1 and shown in Fig. 2.

The locations of the width measurement from SECL mines and from

Kotarliya rail head to STPP are shown in Photograph (each location refers to its corresponding photograph no.) in Annexure 1.

It is prudent to note the that: Stretch from A-RW-3 to A-RW-4 and from A-RW-5 to A-RW-6 is under

widening and strengthening, by PWD. The stretch lies on common route to be used for Route-A and B which has a total length of about 21 km.

From B-RW-6 to B-RW-8 (Malidipa village to Forest Naka on Route-B) is 4.0 km and under widening by PWD.

Roads are provided with good shoulders on either sides, thus, can be

expected to support 15% additional volume than the designed service volume as per IRC 64:1990.



TABLE 1 ROAD WIDTH MEASURED

Location No. Latitude, N Longitude, E Length of Stretch, Km Distance from Lara STPP, km

Existing Right of way, m

Existing Shoulder

left side, m

Existing Shoulder

right side, m

Existing Carriage way

width, m

Proposed Carriageway width, m

(under widening/ strengthening/ construction)

Route - A, Lara STPP To SECL Mines A-RW 1 21°45'53.60"N 83°27'15.40"E RW-1 to RW-2 = 1.313 1.3 17.6 1.1 1.0 15.5 A-RW 2 21°46'29.30"N 83°27'14.50"E RW-2 to RW-3 = 1.308 2.6 11.35 1.7 2.65 7.0 10.0 A-RW 3 21°46'40.60"N 83°27'56.00"E RW-3 to RW-4 = 4.91 4.7 9.35 2.1 2.15 5.1 10.0

A-RW 4 21°48'50.10"N 83°26'13.50"E RW-4 to RW-5 = 8.209 15.7 17.8 4 3.5 10.3

A-RW 5 21°52'19.60"N 83°23'33.90"E RW-5 to RW-6 = 4.338 20.1 10.8 2.0 2.4 6.4 10.0 A-RW 6 21°54'00.70"N 83°22'04.80"E RW-6 to RW-7 = 3.669 23.7 11.7 2.8 2.7 6.2 10.0 A-RW 7 21°55'04.70"N 83°23'12.00"E RW-7 to RW-8 = 3.916 27.7 13.2 3.0 3.1 7.1 No change A-RW 8 21°56'45.90"N 83°22'56.70"E RW-8 to RW-9 = 0.754 28.4 17.6 3.8 2.8 11.0 No change A-RW 9 21°57'15.20"N 83°23'02.00"E RW-9 to RW-10 = 6.090 34.5 17.2 5.0 5.1 7.1 No change A-RW 10 21°59'26.90"N 83°23'24.40"E RW-10 to RW-11 = 2.351 36.9 18.3 3.0 5.1 10.2 No change A-RW 11 22°00'36.70"N 83°22'42.30"E RW-11 to RW-12 = 4.980 41.8 16.9 5.0 4.8 7.1 No change A-RW 12 22°02'50.00"N 83°21'37.00"E RW-12 to RW-13 = 2.434 44.3 16.1 5.1 4.0 7.0 No change A-RW 13 22°04'03.10"N 83°21'11.20"E RW-13 to RW-14 = 0.776 45.0 10.7 2.3 2.3 6.1 No change A-RW 14 22°04'25.20"N 83°20'57.30"E RW-14 to RW-15 = 7.539 52.6 11.5 2.5 3.0 6.0 No change A-RW 15 22°08'09.20"N 83°20'36.10"E RW-15 to RW-16 = 0.405 53.0 10.2 2.1 2.0 6.1 No change A-RW 16 22°08'18.40"N 83°20'28.10"E RW-16 to RW-17 = 3.165 56.2 12.2 3.1 2.1 7.0 No change A-RW 17 22°09'49.40"N 83°19'56.40"E RW-17 to RW-18 = 3.394 59.6 11.1 2.1 1.9 7.1 No change A-RW 18 22°11'24.80"N 83°20'26.70"E RW-18 to RW-19 = 4.123 63.7 11.0 2.0 2.0 7.0 No change A-RW 19 22°13'31.20"N 83°20'35.30"E RW-19 to RW-20 = 4.739 68.4 10.1 1.9 1.9 6.3 No change A-RW 20 22°15'06.00"N 83°19'15.50"E RW-20 to RW-21 = 8.133 76.5 10.5 2.8 2.0 5.7 No change A-RW 21 22°17'46.50"N 83°16'46.60"E SECL Mines 76.5 10.5 2.8 2.0 5.7 No change



Location No. Latitude, N Longitude, E Length of Stretch, Km Distance from Lara STPP, km


Existing Shoulder

left side, m

Existing Shoulder

right side, m


width, m



Route - B, Lara STPP to Kotarliya Siding via Ardhana Bypass A-RW 1 21°45'53.60"N 83°27'15.40"E RW-1 to RW-2 = 1.313 1.3 17.6 1.1 1.0 15.5 A-RW 2 21°46'29.30"N 83°27'14.50"E RW-2 to RW-3 = 1.308 2.6 11.35 1.7 2.65 7 10.0 A-RW 3 21°46'40.60"N 83°27'56.00"E RW-3 to RW-4 = 4.91 4.7 9.35 2.1 2.15 5.1 10.0

A-RW 4 21°48'50.10"N 83°26'13.50"E RW-4 to RW-5 = 8.209 15.7 17.8 4 3.5 10.3

A-RW 5 21°52'19.60"N 83°23'33.90"E RW-5 to RW-6 = 4.338 20.1 10.8 2 2.4 6.4 10.0 A-RW 6 21°54'0.70"N 83°22'4.80"E RW-6 to RW-7 = 3.669 23.7 11.7 2.8 2.7 6.2 10.0 A-RW 7 21°55'4.70"N 83°23'12.00"E A-RW-7 to B-RW-1 = 0.560 24.3 13.2 3 3.1 7.1 No change B-RW 1 21°55'23.70"N 83°23'13.70"E RW-1 to RW-2 = 0.763 25.1 12.2 2.5 2.6 7.1 No change B-RW 2 21°55'07.70"N 83°23'31.20"E RW-2 to RW-3 = 0.635 25.7 12.3 3.1 2.2 7.0 No change B-RW 3 21°54'56.00"N 83°23'47.20"E RW-3 to RW-4 = 1.297 27.0 11.0 2.5 2.4 6.1 No change B-RW 4 21°54'38.60"N 83°24'24.90"E RW-4 to RW-5 = 0.542 27.5 9.9 2.1 1.8 6.0 No change B-RW 5 21°54'37.50"N 83°24'43.10"E RW-5 to RW-6 = 0.754 28.3 7.6 2.0 1.5 4.1 No change B-RW 6 21°54'27.80"N 83°25'03.90"E RW-6 to RW-7 = 1.390 29.7 9.1 2.3 1.8 5.0 No change B-RW 7 21°54'38.90"N 83°25'34.80"E RW-7 to RW-8 = 0.539 30.2 9.1 1.0 1.1 7.0 No change B-RW 8 21°54'40.80"N 83°25'50.00"E RW-8 to RW-9 = 3.312 33.5 11.3 4.0 4.1 3.2 No change B-RW 9 21°55'40.90"N 83°27'09.70"E RW-9 to RW-10 = 0.113 33.7 7.1 2.0 2.1 3.0 No change B-RW 10 21°55'40.90"N 83°27'11.20"E RW-10 to RW-11 = 5.269 38.9 9.1 2.1 2.9 4.1 No change B-RW 11 21°54'52.90"N 83°29'56.50"E RW-11 to RW-12 = 0.76 39.7 6.0 1.0 1.0 4.0 No change B-RW 12 21°54'51.60"N 83°29'56.70"E RW-12 to RW-13 = 3.311 43.0 4.5 0.5 0.5 3.5 No change B-RW 13 21°53'26.60"N 83°29'09.70"E RW-13 to RW-14 = 1.665 44.7 5.5 1.0 1.5 3.0 No change B-RW 14 21°52'55.20"N 83°29'36.40"E Kotarliya Railway Siding 44.7 8.8 2.0 2.8 4.0 No change



Location No. Latitude, N Longitude, E Length of Stretch, Km Distance from

Kotarliya rail head, km


Existing Shoulder

left side, m

Existing Shoulder

right side, m


width, m



Route - C, Kotarliya Railway Siding to Lara STPP via Chakradharnagar C-RW 1 21°52'53.40"N 83°29'27.90"E RW-1 to RW-2 = 2.733 2.7 7.7 2.1 1.5 4.1 No change C-RW 2 21°51'28.80"N 83°29'40.00"E RW-2 to RW-3 = 0.224 3.0 5.3 0.8 0.5 4.0 No change C-RW 3 21°51'28.60"N 83°29'38.00"E RW-3 to RW-4 = 3.296 6.3 12.4 3.4 3.0 6.0 No change C-RW 4 21°52'14.80"N 83°27'58.20"E RW-4 to RW-5 = 4.600 10.9 10.1 1.9 1.7 6.5 No change C-RW 5 21°53'20.10"N 83°25'37.80"E RW-5 to RW-6 = 1.975 12.8 9.6 1.6 1.0 7.0 No change C-RW 6 21°53'30.90"N 83°24'42.10"E RW-6 to RW-7 = 0.616 13.4 10.8 2.1 1.5 7.2 No change C-RW 7 21°53'18.90"N 83°24'37.40"E RW-7 to RW-8 = 1.178 14.6 23.2 1.8 1.7 19.7 No change C-RW 8 21°52'43.50"N 83°24'54.30"E RW-8 to RW-9 = 7.070 21.7 8.0 2.1 1.9 4.0 No change C-RW 9 21°49'51.80"N 83°26'49.00"E RW-9 to RW-10 = 7.806 29.5 6.0 1.1 0.9 4.1 No change C-RW 10 21°46'58.50"N 83°28'59.70"E RW-10 to RW-11 = 0.137 29.6 8.35 1.9 2.5 3.95 No change C-RW 11 21°46'56.50"N 83°28'59.70"E RW-11 to RW-12 = 1.834 31.5 14.2 1.7 2.2 10.3 No change C-RW 12 21°46'34.10"N 83°28'00.90"E C-RW-12 to A-RW-3 = 0.288 31.8 8.6 1.8 1.4 5.4 No change A-RW 3 21°46'40.60"N 83°27'56.00"E RW-3 to RW-2 = 1.308 33.1 9.35 2.1 2.15 5.1 10.0 A-RW 2 21°46'29.30"N 83°27'14.50"E RW-2 to RW-1 = 1.313 34.4 11.35 1.7 2.65 7 10.0 A-RW 1 21°45'53.60"N 83°27'15.40"E Lara STPP 34.4 17.6 1.1 1.0 15.5



FIG. 2: LINE DIAGRAM OF ROAD WIDTH



From Table 1 and Fig. 2 the following conclusion can be drawn for the 3 routes regarding the road width. The width of single lane road is <5.5 m, Intermediate roads have width of 5.6 to 6.9 m, Two lane road is 7.0 to 9.9 m and multi lane road has width >10 m.

Route-A: The total length of the route is 76.6 km from Lara STPP to

SECL Mines. Out of the total length, 2.7% of the road is single lane, 38.6% of the road is intermediate road, 38.4% of the road is two-lane road and 20.2% is multi-lane road.

Route-B: The measured length of the route is 44.7 km from Lara

STPP to Kotarliya railway siding via Ardhana bypass. Out of the total length, 41.7% of the road is single lane road, 22.0% is intermediate road, 8.5% is two lane road and remaining 27.7% is multi-lane road.

Route-C: This route has a total length of about 34.4 km from Kotarliya

railway siding to Lara STPP via Chakradharnagar and Kanaktura. On this route 56.9% of the road is single lane, 23.0% is intermediate road, 11.3% of the road is two-lane and remaining 8.8% is multi-lane road.

Common Route: The road from Lara STPP to Ardhana bypass which

is a part of Route-A and Route-B is common. The length of this Common Route is about 24.3 km.

2.2 Traffic Volume Carrying Capacity of the Road In the study, the route considered is a rural highway, which is considered as

an all-purpose road, with no control of access and with heterogeneous mix of fast and slow-moving vehicles.

There are two terms which are to be considered - (a) Capacity and (b)

Design Service Volume

(i) Capacity is defined as the maximum hourly volume (Vehicles per hour) at which vehicles can reasonably be expected to traverse a point or uniform section of a lane or roadway during a given time period under the prevailing roadway, traffic and control conditions.

(ii) Design Service Volume is defined as the maximum hourly volume

(Vehicles per hour) at which vehicles can reasonably be expected to traverse a point or uniform section of a lane or roadway during a given time period under the prevailing roadway, traffic and control conditions while maintaining a designated level of service.

Under normal circumstance, use of Level of Service “B” (available are from

A to F) is considered adequate for the design of rural highways. At this level, volume of traffic will be around 0.5 times the maximum capacity and this is taken as the “design service volume” for the purpose of adopting design values.



The recommended design service volume for plain roads with low curvature (0-50 degrees/km), as is the case in the study area, is given in Table 2.

TABLE 2

RECOMMENDED DESIGN SERVICE VOLUMES FOR PLAIN ROADS WITH LOW CURVATURE AS PER IRC: 64-1990

Type of Road

Description Recommended Design Service

Volume in PCU/day Single Lane Roads

A single lane bi-directional road should have at least 3.75 metre wide paved carriageway with good quality shoulders such as moorum shoulders of minimum 1.0 metre width on either side.

2000

Intermediate Lane Roads

Intermediate lane roads should have a pavement width of around 5.5 metre with good usable shoulders on either side.

6000

Two Lane Roads

Two lane roads shall have a 7 metre wide carriageway and good earthen shoulders.

15000

Two Lane Roads +

Two lane roads + paved & surface shoulders of atleast 1.5 m width on either side.

17250

In case of two lane roads, where the shoulder width or carriageway width on

a two lane road are restricted, there will be a certain reduction in capacity. Table 3 gives the recommended reduction factors in this account over the capacity values given in Table 2.

TABLE 3

CAPACITY REDUCTION FACTORS SUGGESTED FOR SUB-STANDARD LANE AND SHOULDER WIDTH ON TWO-LANE ROAD

Usable shoulder width, m 3.50 m lane 3.25 m lane 3.00 m lane >/= 1.8 1.0 0.92 0.84 1.2 0.92 0.85 0.77 0.6 0.81 0.75 0.68 0 0.70 0.64 0.58

Similarly, the capacity of two lane roads can be increased by providing

paved and surface shoulders of at least 1.5 m width on either side. Provision of hard shoulders results in slow moving traffic being able to travel on shoulders which reduces the interference to fast traffic on the main carriageway. Under these circumstances, 15% increase in capacity can be expected vis-a-vis the values given in Table 2 earlier.

The result of presence of slow moving vehicles in traffic stream is that it

affect the free flow of traffic. A way of accounting for the interaction of various kinds of vehicles is to express the capacity of roads in terms of common unit. Therefore, the number of vehicles have been converted into “passenger car units”(PCU) using the equivalency factor as per Table 1 of



IRC: 64-1990. The equivalency factors used have been given in Table 4 below.

TABLE 4

EQUIVALENCY FACTORS AS PER IRC: 64-1990 Sl. No.

Vehicle type Equivalency factor

Fast vehicles 1 Motor cycle or scooter 0.50 2 Passenger car, pickup van or auto-rickshaw 1.00 3 Agricultural tractor, light commercial vehicle 1.50 4 Truck and Bus 3.00 5 Truck-trailer, Agricultural Tractor-trailer 4.50 Slow vehicles

6 Cycle 0.50 7 Cycle rickshaw 2.00 8 Hand cart 3.00 9 Horse drawn vehicle 4.00

10 Bullock cart 8.00

(iii) Capacity of urban roads is also a function of the roadside fringe conditions, e.g. parking, extent of commercial activities, frontage access etc. For purpose of recommendations given furtheron, the following fringe conditions are assumed:

(a) Arterials : No frontage access, no standing vehicles, very little cross traffic

(b) Sub-arterials : Frontage development, side roads, bus stops, no standing vehicles, waiting restrictions

(c) Collectors : Free frontage access, parked vehicles, bus stops, no waiting restrictions Design service volumes for different categories of urban roads corresponding to above referred conditions are given in Table 5.

TABLE 5

RECOMMENDED DESIGN SERVICE VOLUMES (PCU’S PER HOUR) AS PER IRC: 106-1990

Sl. No.

Type of carriageway Total Design Service Volumes for Different Categories of Urban Roads

Arterial* Sub-arterial** Collector***

1. 2-Lane (One-Way) 2400 1900 1400

2. 2-Lane (Two-Way) 1500 1200 900



Sl. No.

Type of carriageway Total Design Service Volumes for Different Categories of Urban Roads

Arterial* Sub-arterial** Collector***

3. 3-Lane (One-Way) 3600 2900 2200

4. 4-Lane Undivided (Two-Way) 3000 2400 1800

5. 4-Lane Divided (Two-Way) 3600 2900 -

6. 6-Lane Undivided (Two-Way) 4800 3800 -

7. 6-Lane Divided (Two-Way) 5400 4300 -

8. 8-Lane Divided (Two-Way) 7200 - - * : Roads with no frontage access, no standing vehicles, very little cross traffic. ** : Roads with frontage access but no standing vehicles and high capacity

intersections. *** : Roads with free frontage access, no standing vehicles, very little cross traffic.

Under normal circumstances, it is recommended that normally Level of

Service C be adopted for design of urban roads. At this level, volume of traffic will be around 0.70 times the maximum capacity and this is taken as the “design service volume” for the purpose of adopting design values.

The equivalent PCU of different vehicle categories do not remain constant

under all circumstances. Rather, these are a function of the physical dimensions and operational speeds of respective vehicle classes. In urban situations, the speed differential amongst different vehicle classes is generally low, and as such the PCU factors are predominantly a function of the physical dimensions of the various vehicles. Nonetheless, the relative PCU of a particular vehicle type will be affected to a certain extent by increase in its proportion in the total traffic. Considering all these factors, the conversion factors as shown in Table 6 are recommended for adoption.

TABLE 6 EQUIVALENCY FACTORS AS PER IRC: 106-1990

Equivalency PCU factor Sl. No.

Vehicle type Percentage Composition of

Vehicle type in traffic stream 5% 10% and above

Fast vehicles 1 Two wheelers, Motor cycle

or scooter 0.50 0.75

2 Passenger car, pickup van 1.00 1.00 3 Auto-Rickshaw 1.20 2.00 4 Light commercial vehicle 1.40 2.00 5 Truck or Bus 2.20 3.70 6 Agricultural Tractor Trailer 4.00 5.00



Equivalency PCU factor Sl. No.

Vehicle type Percentage Composition of

Vehicle type in traffic stream 5% 10% and above

Slow vehicles 7 Cycle 0.40 0.50 8 Cycle rickshaw 1.50 2.00 9 Tonga (Horse drawn vehicle) 1.50 2.00 10 Hand cart 2.00 3.00

2.3 Traffic Survey and current vehicle volume The traffic survey was conducted as per IRC: 9-1972. The sites for traffic

survey monitoring were fixed away from the villages or intersections. The roads were studied at various sections. The traffic density was monitored in the up and down directions of the following locations:

Census Point 1 (CP-1)- Near Thengalpali

Census Point 2 (CP-2)- Near Net Nagar

Census Point 3 (CP-3)- Near Baba Dham Road

Census Point 4 (CP-4)- Near Subhas Nagar

Census Point 5 (CP-5)- Near Punjipatra

Census Point 6 (CP-6)- Near Samaruma

Census Point 7 (CP-7)- Near Baraud Mine

Census Point 8 (CP-8)- Near Jampali Mine

Census Point 9 (CP-9)- Near Rampur

Census Point 10 (CP-10)- Near Forest Naka

Census Point 11 (CP-11)- Near Pahad Mandir

Census Point 12 (CP-12)- Near Tilga Village

Census Point 13 (CP-13)- Near Kotarliya Siding

Census Point 14 (CP-14)- Near Medical College

Census Point 15 (CP-15)- Near Nayak Para

Census Point 16 (CP-16)- Near Kanaktura The locations can be seen in Fig. 1 and their photographs in Annexure 1.

The monitoring was done at each location for a period of 24 hours



continuously. The observed traffic density has been processed for an interval of 1 hour. The total no. of vehicles were calculated on hourly basis as well as for 24 hours. The monitoring plan included the following vehicles, namely, LMV, buses, trucks, motor cycles and scooters, cycles and others. The outcome of the monitoring has been recorded in Table 7 in number of vehicles to arrive at the current vehicle volume.

In Table 7, it can be seen that the width of the road is most critical, for

transportation. 2.4 Additional Traffic on proposed route The traffic volume estimated due to the movement of trucks for

transportation of coal has been assessed as follows:

Scenario 1 (Route-A) Proposed Capacity of coal to be transported from SECL mines (Baraud and Jampali)

1780 T/day

Carrying capacity of tippers 21.0 Tonnes Hourly tipper movement (to & fro) 8 Nos. Daily tipper movement (to & fro) 170 Nos.

Scenario 2 (Route- B or C) Proposed Capacity of coal to be transported from Kotarliya Railway Siding

3014 T/day

Carrying capacity of tippers 21.0 Tonnes Hourly dumper movement (to & fro) 12 Nos. Daily dumper movement (to & fro) 288 Nos.

Scenario 3 (Route- B and C) Proposed Capacity of coal to be transported from Kotarliya Railway Siding

3014 T/day

Carrying capacity of tippers 21.0 Tonnes Hourly dumper movement (to & fro) 6 Nos. (Each on

Route- B and C) Daily dumper movement (to & fro) 144 Nos. (Each on

Route- B and C)

Scenario 4 (Common Route for Routes- A and B) Proposed Capacity of coal to be transported from Kotarliya Railway Siding

4794 TPD (3014 TPD from Route-B and 1780 TPD from Route-A)

Carrying capacity of tippers 21.0 Tonnes



Scenario 4 (Common Route for Routes- A and B) Hourly dumper movement (to & fro) Approx. 19 Nos. Daily dumper movement (to & fro) 458 Nos.

Scenarios: Four scenarios have been considered for the transportation of coal from

SECL mines (Baraud and Jampali) and Kotarliya railway siding to NTPC’s STPP as follows:

(1) Scenario 1 - For one year, coal to be transported will be 1780

tonnes per day from SECL mines to STPP, then the anticipated number of trucks plying will be 170 (to & fro) per day. Although the current road widths are constricting, as the roads are under widening the traffic volume carrying capacity of the roads will increase. Both options have been worked out in Table 7 for before and after widening.


tonnes per day from Kotarliya Railway Siding to Lara STPP, then the anticipated number of trucks plying will be 288 (to & fro) per day. The coal transportation would take place either by Route-B or C. The calculations for the existing and proposed carrying capacity for Route-B and Route-C have been done in Table 7A.


tonnes per day from Kotarliya Railway Siding to Lara STPP. The anticipated number of trucks plying will be 288 (to & fro) per day. Out of the total 288 tippers, 144 of the tippers would be moving through Route- B and the remaining 144 through Route-C. The calculations for the existing and proposed carrying capacity for Route-B and Route-C have been done in Table 7B.

(4) Scenario 4 - For one year, coal to be transported will be 1780 TPD

from SECL mines to Lara STPP via Route-A and 3014 TPD from Kotarliya railway siding to Lara STPP via Route-B. The route from Lara STPP to Ardhana bypass is common for both Route-A and Route-B. The total no. of coal carrying trucks from Route-A and Route-B, which will move on the Common Route from Ardhana bypass to Lara STPP will be 458 (to & fro) per day (170 tippers from Route-A and 288 tippers from Route-B). The calculations for the existing and proposed carrying capacity for the Common route from Ardhana bypass to Lara STPP have been done in Table 7C.

Table 7 for Scenario 1, Table 7A for Scenario 2, Table 7B for Scenario 3

and Table 7C for Scenario 4 also show the road width, the design service volume according to road width, the present plus proposed traffic expressed as a percentage of the designed service volume of the road.



TABLE 7 OBSERVED EXISTING TRAFFIC AND % UTILISATION WITH RESPECT TO EXISTING AND PROPOSED

ROAD WIDTHS FOR SCENARIO-1 (ROUTE-A) Census Point No.

Location Total (Year 2017),

PCU/hour

Current Maximum capacity

utilised, in%

Additional proposed

Traffic, PCU/hour

Total resultant traffic in future,

PCU/hr

Width of road (m)

Design Service Volume (DSV) in PCU/hour as per

IRC:106-1990

Maximum capacity as per IRC 106-1990,

section 8.1 = DSV/0.7, in PCU/hour

Capacity % utilised Capacity % utilised (a) (b) (c) (d) (e) (f) (g) (h) (i) (j) (k)

ROADS THROUGH URBAN AREAS

CP-3 Near Baba Dham Road (a) existing width

934 62.3 22 956 6.4* 1500 63.7 2143 44.6

(b) After widening 934 62.3 22 956 10.0 1500 63.7 2143 44.6 CP-4 Near Subhas Nagar

(a) existing width 834 55.6 22 856 6.2* 1500 57.1 2143 39.9

(b) After widening 834 55.6 22 856 10.0 1500 57.1 2143 39.9 ROADS THROUGH

RURAL AREAS

Design Service Volume (DSV) in

PCU/day as per Table 3&4 of IRC:64-1990


section 6.1 = DSV/0.5, in PCU/day

Total (Year

2017), PCU


utilised, in%

Additional proposed

Traffic, PCU/day


PCU/day

Width of road (m)

Capacity % utilised Capacity % utilised

CP-1 Near Thengalpali 1118 7.5 510 1628 7.3 15000 10.9 30000 5.4 CP-2 Near Net Nagar 8490 56.6 510 9000 10.0 15000 60.0 30000 30.0 CP-5 Near Punjipatra 8751 58.3 510 9261 7.0 15000 61.7 30000 30.9 CP-6 Near Samaruma 3606 60.1 510 4116 6.0 6000 68.6 12000 34.3 CP-7 Near Baraud Mine 3263 54.4 510 3773 6.3 6000 62.9 12000 31.4 CP-8 Near Jampali Mine 2572 42.9 510 3082 5.7 6000 51.4 12000 25.7



TABLE 7A OBSERVED EXISTING TRAFFIC AND % UTILISATION WITH RESPECT TO EXISTING AND PROPOSED

ROAD WIDTHS FOR SCENARIO-2 (ROUTE-B/C) ROUTE - B

Census Point No.


PCU/hour


utilised, in %

Additional proposed

Traffic, PCU/hour

Total resultant traffic in

future, PCU/hr

Width of road (m)


IRC:106-1990





CP-3 Near Baba Dham Road (a) Existing

934 62.3 36 970 6.4* 1500 64.7 2143 45.3

(b) After widening 934 62.3 36 970 10 1500 64.7 2143 45.3

CP-4 Near Subhas Nagar (a) existing width

834 55.6 36 870 6.2* 1500 58 2143 40.6

(b) After widening 834 55.6 36 870 10 1500 58 2143 40.6 ROADS THROUGH

RURAL AREAS





Total (Year 2017), PCU


utilised, in %

Additional proposed

Traffic, PCU/day


PCU/day

Width of road (m)


CP-1 Near Thengalpali 1118 7.5 864 1982 7.3 15000 13.2 30000 6.6 CP-2 Near Net Nagar 8490 56.6 864 9354 10 15000 62.4 30000 31.2 CP-9 Near Rampur 1839 12.3 864 2703 7 15000 18 30000 9 CP-10 Near Forest Naka 3102 20.7 864 3966 7 15000 26.4 30000 13.2 CP-11 Near Pahad Mandir 1316 65.8 864 2180 4.1 2000 109 4000 54.5 CP-12 Near Tilga Village 354 17.7 864 1218 3 2000 60.9 4000 30.5



ROUTE - C Census Point

No. Location Total

(Year 2017), PCU


utilised, in %

Additional proposed

Traffic, PCU/day


PCU/day

Width of road (m)





ROADS THROUGH RURAL AREAS


CP-1 Near Thengalpali 1118 7.5 864 1982 7.3 15000 13.2 30000 6.6 CP-13 Near Kotarliya Railway

Siding 154 7.7 864 1018 4.1 2000 50.9 4000 25.5

CP-14 Near Medical College 245 12.3 864 1109 4 2000 55.5 4000 27.7 CP-15 Near Nayak Para 251 12.6 864 1115 4.1 2000 55.8 4000 27.9 CP-16 Near Kanaktura 7884 52.6 864 8748 10.3 15000 58.3 30000 29.2 Note: * Undergoing widening upto 10.0 m



TABLE 7B OBSERVED EXISTING TRAFFIC AND % UTILISATION WITH RESPECT TO EXISTING AND PROPOSED

ROAD WIDTHS FOR SCENARIO-3 (ROUTE-B and C) ROUTE - B

Census Point No.


PCU/hour


utilised, in %

Additional proposed

Traffic, PCU/hour


PCU/hr

Width of road (m)

Design Service Volume (DSV) in PCU/hour as

per IRC:106-1990






934 62.3 18 952 6.4* 1500 63.5 2143 44.4

(b) After widening 934 62.3 18 952 10 1500 63.5 2143 44.4 CP-4 Near Subhas Nagar

(a) existing width 834 55.6 18 852 6.2* 1500 56.8 2143 39.8

(b) After widening 834 55.6 18 852 10 1500 56.8 2143 39.8 ROADS THROUGH

RURAL AREAS

Design Service Volume (DSV) in PCU/day as

per Table 3&4 of IRC:64-1990





utilised, in %

Additional proposed

Traffic, PCU/day


PCU/day

Width of road (m)


CP-1 Near Thengalpali 1118 7.5 432 1550 7.3 15000 10.3 30000 5.2 CP-2 Near Net Nagar 8490 56.6 432 8922 10 15000 59.5 30000 29.7 CP-9 Near Rampur 1839 12.3 432 2271 7 15000 15.1 30000 7.6 CP-10 Near Forest Naka 3102 20.7 432 3534 7 15000 23.6 30000 11.8 CP-11 Near Pahad Mandir 1316 65.8 432 1748 4.1 2000 87.4 4000 43.7 CP-12 Near Tilga Village 354 17.7 432 786 3 2000 39.3 4000 19.7



ROUTE - C Census

Point No. Location Total

(Year 2017), PCU


utilised, in %

Additional proposed

Traffic, PCU/day


PCU/day

Width of road (m)


CP-1 Near Thengalpali 1118 7.5 432 1550 7.3 15000 10.3 30000 5.2

CP-13 Near Kotarliya Railway Siding

154 7.7 432 586 4.1 2000 29.3 4000 14.7

CP-14 Near Medical College 245 12.3 432 677 4 2000 33.9 4000 16.9

CP-15 Near Nayak Para 251 12.6 432 683 4.1 2000 34.2 4000 17.1

CP-16 Near Kanaktura 7884 52.6 432 8316 10.3 15000 55.4 30000 27.7 Note: * Undergoing widening upto 10.0 m



TABLE 7C OBSERVED EXISTING TRAFFIC AND % UTILISATION WITH RESPECT TO EXISTING AND PROPOSED

ROAD WIDTHS FOR SCENARIO-4 (COMMON ROUTE OF ROUTE-A & ROUTE-B) Census


(Year 2017),

PCU/hour


utilised, in %

Additional proposed

Traffic, PCU/hour


future, PCU/hr

Width of road (m)


IRC:106-1990





CP-3 Near Baba Dham Road (a) existing width

934 62.3 57 991 6.4 1500 66.1 2143 46.2

(b) After widening 934 62.3 57 991 10.0 1500 66.1 2143 46.2 CP-4 Near Subhas Nagar

(a) existing width 834 55.6 57 891 6.2 1500 59.4 2143 41.6

(b) After widening 834 55.6 57 891 10.0 1500 59.4 2143 41.6 ROADS THROUGH

RURAL AREAS

Design Service Volume (DSV) in PCU/day as per

Table 3&4 of IRC:64-1990





utilised, in %

Additional proposed

Traffic, PCU/day


PCU/day

Width of road (m)


CP-1 Near Thengalpali 1118 7.5 1374 2492 7.3 15000 16.6 30000 8.3 CP-2 Near Net Nagar 8490 56.6 1374 9864 10 15000 65.8 30000 32.9

Note: * Undergoing widening upto 10.0 m



Analysis of traffic for the different Scenarios The following conclusions can be drawn from above tables for existing and

additional traffic:

1. Scenario-1: From Table 7, it can be seen that the road width at all the locations passing through the urban and rural areas, have sufficient carrying capacity for the existing and additional traffic.

Urban Areas The current traffic volume and additional traffic volume on the roads passing

through urban areas along the Route-A will vary between 57.1% to 63.7% of the DSV. Maximum capacity the roads can carry is around 0.7 of the DSV. The future load will be between 39.9% to 44.6% of the maximum capacity. Although, the road near Census Points 3 and 4 is under going widening to 10.0 m, the carrying capacity will remain the same. Thus, the present road width and width after widening at both Census Points will be sufficient for supporting the present as well as the additional traffic.

Rural Areas The existing and additional traffic volume on the roads passing through rural

areas along Route-A will vary between 10.9% to 68.6% of the DSV. Maximum capacity the roads can carry is around 0.5 of the DSV. The future load will be between 5.4% to 34.3% of the maximum capacity and will be sufficient to sustain the present and additional traffic.

2. Scenario-2: From Table 7A, it can be seen that the road width at all the

locations passing through urban and rural areas in case of Route-B, have sufficient carrying capacity for the existing and additional traffic, except near Pahad Mandir. While in case of Route-C, all Census Points are lying in rural areas and have sufficient carrying capacity for existing and additional traffic.


through urban areas along the Route-B will vary between 58.0% to 64.7% of the DSV. The future load will be between 40.6% to 45.3% of the maximum capacity. Although, the road near Census Points 3 and 4 is under going widening to 10.0 m, the carrying capacity will remain the same. Thus, the present road width and width after widening at both Census Points will be sufficient for supporting the present as well as the additional traffic.


areas along Route-B will vary between 13.2% to 109.0% of the DSV. The future load will be between 6.6% to 54.5% of the maximum capacity. Road



width near Census Point 11 (i.e. near Pahad Mandir) is sufficient to accommodate existing traffic, but not for the additional traffic as it is 109.0% of DSV. Thus, the present road width will be sufficient for supporting the present as well as the additional traffic at all locations considering the maximum carrying capacity of the roads. While in case of Route-C road width at all Census Points is sufficient to accommodate the existing and additional traffic. The traffic volume varies from 13.2% to 58.3% of DSV and from 6.6% to 29.2% of the Maximum Capacity.

3. Scenario- 3: From Table 7B, it can be seen that the road width at all the

locations passing through urban and rural areas in case of Route-B, have sufficient carrying capacity for the existing and additional traffic. While in case of Route-C, all Census Points are lying in rural areas and have sufficient carrying capacity for existing and additional traffic.


through urban areas along the Route-B will vary between 56.8% to 63.5% of the DSV. The future load will be between 39.8% to 44.4% of the maximum capacity. Although, the road near Census Points 3 and 4 is under going widening to 10.0 m, the carrying capacity will remain the same. Thus, the present road width and width after widening at both Census Points will be sufficient for supporting the present as well as the additional traffic.


areas along Route-B will vary between 10.3% to 87.4% of the DSV. The future load will be between 5.2% to 43.7% of the maximum capacity. Thus, the present road width will be sufficient for supporting the present as well as the additional traffic volume.

While in case of Route-C road width at all Census Points is sufficient to

accommodate the existing and additional traffic. The traffic volume varies from 10.3% to 55.4% of DSV and from 5.2% to 27.7% of the Maximum Capacity and will be sufficient to sustain the present and additional traffic.

4. Scenario-1: From Table 7C, it can be seen that the road width at all the

locations passing through the urban and rural areas, have sufficient carrying capacity for the existing and additional traffic.


through urban areas along the Common Route will vary between 59.4% to 66.1% of the DSV. Maximum capacity the roads can carry is around 0.7 of the DSV. The future load will be between 41.6% to 46.2% of the maximum capacity. Although, the road near Census Points 3 and 4 is under going widening to 10.0 m, the carrying capacity will remain the same. Thus, the



present road width and width after widening at both Census Points will be sufficient for supporting the present as well as the additional traffic.


areas along Common Route will vary between 16.6% to 65.8% of the DSV. Maximum capacity the roads can carry is around 0.5 of the DSV. The future load will be between 8.3% to 32.9% of the maximum capacity and will be sufficient to sustain the present and additional traffic.

2.5 Growth in existing traffic It is proposed to use the road for coal transportation for a maximum of 1

year. During one year, the existing road traffic is likely to experience a natural growth also, which is affected by the following factors:

1. Gross National Product (GNP) or Gross Domestic Product (GDP) 2. Agricultural Output

Economic

3. Industrial Output 4. Population Demographic 5. Rural/ Urban mix of population

The natural growth can be assessed through various ways which is related

to either one or more of the above parameters. Past trends of data related to traffic flow from census, vehicle registration or fuel sales can also be used, if available. In this case, being a rural road, past trend data was not available for sufficient number of years from authentic sources for extrapolations. Hence, a growth rate of 2.26% has been assumed on the basis of 22.6% population growth rate in Chhattisgarh in the previous decade, as per Census 2001 & 2011.

The growth in traffic has been projected for one year based on the formula

prescribed by IRC:108-1996 (Guidelines for Traffic Prediction on Rural Highways) in Table 8 for Scenario 1 where additional 170 (to & fro) tippers have been considered (before and after road widening) on Route-A. Similarly, the growth in traffic has been projected for one year and Scenario 2 is represented in Table 9, where 288 (to & fro) tippers will be added to the proposed traffic load on Route-B/C. In Scenario 3 there would be addition of 144 (to & fro) tippers each on Route-B and Route-C and the same has been represented in Table 10. In Scenario 4 there would be additional movement of 458 (to & fro) tippers on the Common Route, from Lara STPP to Ardhana bypass and the same has been represented in Table 11.

The formula used for projection is Pn = Po(1+r)n Where Pn = Traffic in the nth year i.e. in 1 year Po = Traffic flow in the base year n = number of years (years) r = annual rate of growth of traffic, expressed in decimals. (0.02)



TABLE 8 SCENARIO 1: TRAFFIC VOLUME CARRYING CAPACITY CALCULATION FOR 170 TRUCKS PER DAY (TO & FRO)

(FOR ROUTE-A) (BEFORE AND AFTER ROAD WIDENING) Census Point No.


PCU/hour

Projected Traffic for

1 year, PCU/hour

Additional proposed

Traffic, PCU/hour


PCU/hr

Width of road (m)


IRC:106-1990

Maximum capacity as per IRC 106-1990, section 8.1 = DSV/0.7,

in PCU/hour

Capacity % utilised Capacity % utilised (a) (b) (c) (d) (e) (f) (g)



934 953 22 975 6.4* 1500 65 2143 45.5

(b) After widening 934 953 22 975 10.0 1500 65 2143 45.5 CP-4 Near Subhas Nagar

(a) Existing 834 851 22 873 6.2* 1500 58.2 2143 40.7

(b) After widening 834 851 22 873 10.0 1500 58.2 2143 40.7 ROADS THROUGH

RURAL AREAS




in PCU/day



1 year, PCU/day

Additional proposed

Traffic, PCU/day


PCU/day

Width of road (m)


CP-1 Near Thengalpali 1118 1140 510 1650 7.3 15000 11 30000 5.5 CP-2 Near Net Nagar 8490 8660 510 9170 10 15000 61.1 30000 30.6 CP-5 Near Punjipatra 8751 8926 510 9436 7 15000 62.9 30000 31.5 CP-6 Near Samaruma 3606 3678 510 4188 6 6000 69.8 12000 34.9 CP-7 Near Baraud Mine 3263 3328 510 3838 6.3 6000 64 12000 32 CP-8 Near Jampali Mine 2572 2623 510 3133 5.7 6000 52.2 12000 26.1





(FOR ROUTE-B/C) (BEFORE AND AFTER ROAD WIDENING) ROUTE-B

Census Point No.


PCU/hour


1 year, PCU/hour

Additional proposed

Traffic, PCU/hour


future, PCU/hr

Width of road (m)


IRC:106-1990

Maximum capacity as per IRC 106-1990, section 8.1 = DSV/0.7, in PCU/hour




934 953 36 989 6.4* 1500 65.9 2143 46.2

(b) After widening 934 953 36 989 10.0 1500 65.9 2143 46.2 CP-4 Near Subhas Nagar 834 851 36 887 6.2* 1500 59.1 2143 41.4


RURAL AREAS


(DSV) in PCU/day as per Table 3&4 of IRC:64-1990

Maximum capacity as per IRC 64-1990, section 6.1 =

DSV/0.5, in PCU/day Total

(Year 2017), PCU


1 year, PCU/day

Additional proposed

Traffic, PCU/day


PCU/day

Width of road (m)


CP-1 Near Thengalpali 1118 1140 864 2004 7.3 15000 13.4 30000 6.7 CP-2 Near Net Nagar 8490 8660 864 9524 10.0 15000 63.5 30000 31.7 CP-5 Near Rampur 1839 1876 864 2740 7.0 15000 18.3 30000 9.1 CP-6 Near Forest Naka 3102 3164 864 4028 7.0 15000 26.9 30000 13.4 CP-7 Near Pahad Mandir 1316 1342 864 2206 4.1 2000 110.3 4000 55.2 CP-8 Near Tilga Village 354 361 864 1225 3.0 2000 61.3 4000 30.6



ROUTE-C Census


(Year 2017), PCU


1 year, PCU/day

Additional proposed

Traffic, PCU/day


PCU/day

Width of road (m)

Design Service Volume (DSV) in PCU/day as per Table 3&4 of IRC:64-1990


DSV/0.5, in PCU/day

Capacity % utilised Capacity % utilised ROADS THROUGH

RURAL AREAS

CP-1 Near Thengalpali 1118 1140 864 2004 7.3 15000 13.4 30000 6.7 CP-13 Near Kotarliya

Railway Siding 154 157 864 1021 4.1 2000 51.1 4000 25.5

CP-14 Near Medical College

245 250 864 1114 4 2000 55.7 4000 27.9

CP-15 Near Nayak Para 251 256 864 1120 4.1 2000 56 4000 28 CP-16 Near Kanaktura 7884 8042 864 8906 10.3 15000 59.4 30000 29.7

Note: * Undergoing widening upto 10.0m




(144 TIPPERS EACH ON ROUTE-B AND C) (before and after ROAD widening) ROUTE-B

Census Point No.


PCU/hour


1 year, PCU/hour

Additional proposed

Traffic, PCU/hour


future, PCU/hr

Width of road (m)


IRC:106-1990

Maximum capacity as per IRC 106-1990, section 8.1 = DSV/0.7, in PCU/hour




934 953 18 971 6.4* 1500 64.7 2143 45.3

(b) After widening 934 953 18 971 10.0 1500 64.7 2143 45.3 CP-4 Near Subhas Nagar 834 851 18 869 6.2* 1500 57.9 2143 40.6


RURAL AREAS


(DSV) in PCU/day as per Table 3&4 of IRC:64-1990


DSV/0.5, in PCU/day Total (Year

2017), PCU


1 year, PCU/day

Additional proposed

Traffic, PCU/day


PCU/day

Width of road (m)


CP-1 Near Thengalpali 1118 1140 432 1572 7.3 15000 10.5 30000 5.2 CP-2 Near Net nagar 8490 8660 432 9092 10.0 15000 60.6 30000 30.3 CP-5 Near Rampur 1839 1876 432 2308 7.0 15000 15.4 30000 7.7 CP-6 Near Forest Naka 3102 3164 432 3596 7.0 15000 24 30000 12 CP-7 Near Pahad Mandir 1316 1342 432 1774 4.1 2000 88.7 4000 44.4 CP-8 Near Tilga Village 354 361 432 793 3.0 2000 39.7 4000 19.8



ROUTE-C Census

Point No. Location Total (Year

2017), PCU


1 year, PCU/day

Additional proposed

Traffic, PCU/day


PCU/day

Width of road (m)

Design Service Volume (DSV) in PCU/day as per Table 3&4 of IRC:64-1990


DSV/0.5, in PCU/day

Capacity % utilised Capacity % utilised ROADS THROUGH

RURAL AREAS

CP-1 Near Thengalpali 1118 1140 432 1572 7.3 15000 10.5 30000 5.2 CP-13 Near Kotarliya

Railway Siding 154 157 432 589 4.1 2000 29.5 4000 14.7

CP-14 Near Medical College 245 250 432 682 4.0 2000 34.1 4000 17.1 CP-15 Near Nayak Para 251 256 432 688 4.1 2000 34.4 4000 17.2 CP-16 Near Kanaktura 7884 8042 432 8474 10.3 15000 56.5 30000 28.2

Note: * Undergoing widening upto 10.0m



TABLE 11 SCENARIO 4: TRAFFIC VOLUME CARRYING CAPACITY CALCULATION FOR 458 TRUCKS PER DAY

(TO & FRO) (FOR COMMON ROUTE) (BEFORE AND AFTER ROAD WIDENING) Census Point No.


PCU/hour


1 year, PCU/hour

Additional proposed

Traffic, PCU/hour


PCU/hr

Width of road (m)


IRC:106-1990


in PCU/hour




934 953 57 1010 6.4 1500 67.3 2143 47.1

(b) After widening 934 953 57 1010 10 1500 67.3 2143 47.1 CP-4 Near Subhas Nagar

(a) Existing 834 851 57 908 6.2 1500 60.5 2143 42.4

(b) After widening 834 851 57 908 10 1500 60.5 2143 42.4 ROADS THROUGH

RURAL AREAS




in PCU/day



1 year, PCU/day

Additional proposed

Traffic, PCU/day


PCU/day

Width of road (m)


CP-1 Near Thengalpali 1118 1140 1374 2514 7 15000 16.8 30000 8.4 CP-2 Near Net Nagar 8490 8660 1374 10034 10 15000 66.9 30000 33.4




Analysis of projected and additional traffic for the different Scenarios The following conclusions can be drawn from above tables for projected and

additional traffic:

1. Scenario-1: From Table 8, it can be seen that the road width at all the locations passing through the urban and rural areas, will have sufficient carrying capacity for the projected and additional traffic.

Urban Areas The projected and additional traffic volume on the roads passing through

urban areas along the Route-A will vary between 58.2% to 65.0% of the DSV. Maximum capacity the roads can carry is around 0.7 of the DSV. The future load will be between 40.7% to 45.5% of the maximum capacity. Although, the road near Census Points 3 and 4 is under going widening to 10.0 m, the carrying capacity will remain the same. Thus, the present road width and width after widening at both Census Points will be sufficient for supporting the projected as well as the additional traffic.

Rural Areas The projected and additional traffic volume on the roads passing through

rural areas along Route-A will vary between 11.0% to 69.8% of the DSV. Maximum capacity the roads can carry is around 0.5 of the DSV. The future load will be between 5.5% to 34.9% of the maximum capacity. Thus, the present road width will be sufficient for supporting the projected as well as the additional traffic.

2. Scenario-2: From Table 9, it can be seen that the road width at all the

locations passing through urban and rural areas in case of Route-B, have sufficient carrying capacity for the projected and additional traffic, except near Pahad Mandir. While in case of Route-C, all Census Points are lying in rural areas and have sufficient carrying capacity for projected and additional traffic.


urban areas along the Route-B will vary between 59.1% to 65.9% of the DSV. The future load will be between 41.4% to 46.2% of the maximum capacity. Although, the road near Census Points 3 and 4 is under going widening to 10.0 m, the carrying capacity will remain the same. Thus, the present road width and width after widening at both Census Points will be sufficient for supporting the projected as well as the additional traffic.


areas along Route-B will vary between 13.4% to 110.3% of the DSV. The



future load will be between 6.7% to 55.2% of the maximum capacity. Road width near Census Point 11 (i.e. near Pahad Mandir) is sufficient to accommodate existing and projected traffic, but not for the additional traffic as it is 110.3% of DSV. Thus, the present road width will be sufficient for supporting the projected as well as the additional traffic, except Census Point 11.

While in case of Route-C road width at all Census Points is sufficient to

accommodate the projected and additional traffic. The traffic volume varies from 13.4% to 59.4% of DSV and from 6.7% to 29.7% of the Maximum Capacity.

3. Scenario- 3: From Table 10, it can be seen that the road width at all the

locations passing through urban and rural areas in case of Route-B, have sufficient carrying capacity for the projected and additional traffic. While in case of Route-C, all Census Points are lying in rural areas and have sufficient carrying capacity for projected and additional traffic.

Urban Areas The projected traffic volume and additional traffic volume on the roads

passing through urban areas along the Route-B will vary between 57.9% to 64.7% of the DSV. The future load will be between 40.6% to 45.3% of the maximum capacity. Although, the road near Census Points 3 and 4 is under going widening to 10.0 m, the carrying capacity will remain the same. Thus, the present road width and width after widening at both Census Points will be sufficient for supporting the projected as well as the additional traffic.


rural areas along Route-B will vary between 10.5% to 88.7% of the DSV. The future load will be between 5.2% to 44.4% of the maximum capacity. Thus, the present road width will be sufficient for supporting the projected as well as the additional traffic volume. While in case of Route-C road width at all Census Points is sufficient to accommodate the projected and additional traffic. The traffic volume varies from 10.5% to 56.5% of DSV and from 5.2% to 28.2% of the Maximum Capacity.

4. Scenario-4: From Table 11, it can be seen that the road width at all the

locations passing through the urban and rural areas, will have sufficient carrying capacity for the projected and additional traffic.


urban areas along the Commo Route will vary between 60.5% to 67.3% of the DSV. Maximum capacity the roads can carry is around 0.7 of the DSV. The future load will be between 42.4% to 47.1% of the maximum capacity. Although, the road near Census Points 3 and 4 is under going widening to



10.0 m, the carrying capacity will remain the same. Thus, the present road width and width after widening at both Census Points will be sufficient for supporting the projected as well as the additional traffic.


rural areas along Common Route will vary between 16.8% to 66.9% of the DSV. Maximum capacity the roads can carry is around 0.5 of the DSV. The future load will be between 8.4% to 33.4% of the maximum capacity. Thus, the present road width will be sufficient for supporting the projected as well as the additional traffic.

2.6 Conclusion regarding increase in traffic

1. It can be seen from Table 7, for Scenario 1 that the existing plus the additional traffic of the coal carrying tippers, at all the Census points of the road passing through the urban areas are within the Design Service Volume.

For roads passing through rural areas, the carrying capacity for existing and

additional traffic at all the Census Points will be within the Design Service Volume.

2. While from Table 7A for Scenario 2, it can be seen that the existing plus

the additional traffic of coal carrying tippers, at all the Census points of Route-B, passing through the urban areas are within the Design Service Volume.

For roads passing through rural areas on Route-B, the carrying capacity for

existing and additional traffic at all the Census Points are within the Design Service Volume. In case of Route-C, all Census Points lie in the rural areas. The carrying capacity for existing and additional traffic at all the Census Points are within the Design Service Volume.

3. It is evident from Table 7B for Scenario-3, that the current plus the

additional traffic of coal carrying tippers, at all the Census points of Route-B, passing through the urban areas are within the Design Service Volume.


present and additional traffic at all the Census Points are within the Design Service Volume. In case of Route-C, the carrying capacity for existing and additional traffic at all Census Points are within the Design Service Volume.

4. It can be seen from Table 7C, for Scenario 4 that the existing plus the

additional traffic of the coal carrying tippers, at all the Census points of the road passing through the urban areas are within the Design Service Volume.



For roads passing through rural areas, the carrying capacity for existing and additional traffic at all the Census Points will be within the Design Service Volume

5. From Table 8 for Scenario-1, it can be seen that, after considering the

natural growth rate in traffic for 1 year, at all the Census Points on Route-A, the road passing through the urban area will be within the DSV.

For roads passing through rural areas, the carrying capacity for projected

and additional traffic at all the Census Points will be within the Design Service Volume.

6. While from Table 9 for Scenario 2, it can be seen that the projected

plus the additional traffic of coal tippers, at all the Census points of Route-B, passing through the urban areas are within the Design Service Volume.


projected 1 year traffic and additional traffic at all the Census Points are within the DSV. In case of Route-C, the carrying capacity for projected and additional traffic at all the Census Points are within the DSV.

7. It is evident from Table 10 for Scenario-3, that the projected plus the

additional traffic of coal tippers, at all the Census points of Route-B, passing through the urban areas are within the DSV.


1 year projected traffic and additional traffic at all the Census Points are within the Design Service Volume. In case of Route-C, the carrying capacity for projected and additional traffic at all Census Points are within the DSV.

8. It is evident from Table 11 for Scenario-4, that the projected plus the

additional traffic of coal tippers, at all the Census points of Common Route, passing through the urban areas are within the DSV.

For roads passing through rural areas on Common Route, the carrying

capacity for 1 year projected traffic and additional traffic at all the Census Points are within the Design Service Volume.

9. Thus, for the transportation of coal from SECL mines through Route-A

and from Kotarliya railway siding to Lara STPP via Route-B, PWD has already initiated the road widening process. The carriageway width is targeted as 10.0 m wide.

3.0 STRIP MAPS Strip maps of the entire route for coal transportation from Barod/ Jampali

mines and Kotarliya rail head to Lara STPP have been prepared, using Google Earth. Each of the map covers a distance of about 500 m. The



maps were prepared to carry out the following studies within 100 m on both sides, along the entire road length.

1. Identification of villages lying along the transportation route.

2. Identification of flora and land use along the route in conjunction with

primary surveys. The details of the above mentioned studies conducted are discussed in the

following section. 3.1 Village & Habitation Study The villages lying within 100 m on both sides of the road, along its entire

length (Route-A, B and C) were identified during field visit. The district, tehsil, route along which they are falling, distance from plant and population of the villages is given in Table 12.

TABLE 12

LOCATION OF VILLAGES AND THEIR POPULATION Sl. No. Name of Village Tehsil District Route Name Population

As per Census 2011

LARA STPP TO SECL MINES VIA ROUTE-A 1. Thengapali Pussore Common for Route-A and B 410 2. Netnagar Pussore Common for Route-A and B 1450 3. Jhalmala Pussore Common for Route-A and B 1018 4. Dipara Common for Route-A and B 5. Dumarpali Pussore Common for Route-A and B 917 6. Garh Umaria Pussore Common for Route-A and B 4206 7. Dhangarpara Common for Route-A and B 8. Jamtikra Common for Route-A and B 9. Dipara Common for Route-A and B 10. Subhash Nagar Raigarh Common for Route-A and B 11. Dimrapur Common for Route-A and B 12. Gerwani Raigarh Route-A 2219 13. Taraimal Tamnar Route-A 3951 14. Samaruma Tamnar Route-A 545 15. Amlidih Gharghoda Route-A 1333 16. Teram Gharghoda Route-A 1772 17. Saraipali Gharghoda Route-A 137 18. Kudumkela Gharghoda Route-A 5914 19. Dumarpali Route-A LARA STPP TO KOTALIYA RAILWAY SIDING VIA ROUTE-B 1. Thengapali Pussore Common for Route-A and B 410 2. Netnagar Pussore Common for Route-A and B 1450



Sl. No. Name of Village Tehsil District Route Name Population As per

Census 2011 3. Jhalmala Pussore Common for Route-A and B 1018 4. Dipara Common for Route-A and B 5. Dumarpali Pussore Common for Route-A and B 917 6. Garh Umaria Pussore Common for Route-A and B 4206 7. Dhangarpara Common for Route-A and B 8. Jamtikra Common for Route-A and B 9. Dipara Raigarh Common for Route-A and B 10. Subhash Nagar Common for Route-A and B 11. Dimrapur Common for Route-A and B 12. Gobardhanpur Raigarh Route-B 744 13. Boirdadar Farm Raigarh Route-B 3924 14. Badpali Raigarh Route-B 494 15. Tilga Raigarh Route-B 1437 16. Kotmar Raigarh Route-B 860 LARA STPP TO KOTARLIYA RAILWAY SIDING VIA ROUTE-C 1. Thengapali Pussore Common for Route-A, B & C 410 2. Nagpara Route-C 3. Dipapara Route-C 4. Ektal,

Schoolpara Pussore Route-C 1084

5. Binjkot Pussore Raigarh Route-C 405 6. Boirdih Pussore Route-C 293 7. Nawapali Pussore Route-C 400 8. Chotte Atarmura Route-C 9. Chakradharnaga

r Raigarh Route-C 368

10. Pandripani Raigarh Route-C 1399 11. Chitkakani Raigarh Route-C 173 12. Kotrapali Raigarh Route-C 628 13. Loing Raigarh Route-C 2275

Note: Population as per Census 2011. 3.2 Plantation Study During the field visit an inventory of the floral species found within 100m on

both sides of the road, along Route-A, B and C was made. Different species of trees and plants were found along the route. The different species of flora and the type of vegetation found along the different sections of the entire route have been marked on the different strip maps and attached as Annexure 5. A list of the species of plants and trees found is given in Table 13.



TABLE 13 LIST OF THE SPECIES OF PLANTS AND TREES

Sl. No.

Local Name of Species

Botanical Name Family Kohdar Ghat to

Karchana Road

Karchana to

Pacdevra

Karchana to Naini Railway

Yard (via Ghurpur

Road) Tree

1. Aam Mangifera indica Anacardiaceae √ √ √ 2. Ashok Saraca asoca Fabaceae √ 3. Bahera Terminalia bellirica Combretaceae √ 4. Bargad Ficus benghalensis Moraceae √ √ √ 5. Bel Aegle marmelos Rutaceae √ √ 6. Cotton tree Bombax ceiba Malvaceae √ √ 7. Imli Tamarindus indica Leguminoseae √ √ 8. Jamun Syzygium cumini Myrtaceae √ √ √ 9. Kadam Neolamarckia cadamba Rubiaceae √ 10. Kaju Anacardium occidentale Anacardiaceae √ 11. Karanj Pongamia pinnata Leguminiosae √ √ √ 12. Kathal Artocarpus heterophyllus Moraceae √ 13. Khajoor Phoenix dactylifera Arecaceae √ √ 14. Mahaneem Melia azedarach Meliaceae √ √ 15. Mahua Madhuca longifolia Sapotaceae √ √ √ 16. Neem Azadirachta indica Meliaceae √ √ √ 17. Palas Butea monosperma Fabaceae √ √ √ 18. Peepal Ficus religiosa Moraceae √ √ √ 19. Safeda Eucalyptus

camaldulensis Myrtaceae √ √

20. Sagwan Tectona grandis Lamiaceae √ √ √ 21. Sarai Shorea robusta Dipterocarpaceae √ 22. Shisham Delbergia latifolia Legumenoceae √ √ √ 23. Siris Albizia lebbeck Fabaceae √ √ √ 24. Tad Borassus flabellifer Arecaceae √ 25. Tendu Diospyros melanoxylon Ebenaceae √ √

Small tree 1. Babool Acacia arabica Leguminioceae √ √ √ 2. Ber Ziziphus jujuba Rhamnaceae √ √

Shrubs 1. Aak Calotropis gigantea Apocynaceae √ √

Grasses 1. Bamboo Dendrocalamus strictus Gramineace √ √

At the time of survey, small shrubs (choti jhari) and a garden of roses was

found on Route-C. 4.0 COLLECTION OF ENVIRONMENTAL DATA 4.1 Ambient Air Quality The ambient air quality monitoring was carried out from 7th to 19th May

2017. The monitoring was done once at each location.



4.1.1 Location of ambient air sampling stations The air sampling stations were established at 12 locations along the

different routes (Route-A, Route-B, Route-C and Common Route), to study the present ambient air quality. The locations of these sampling stations, is given in Table 14 and shown in Fig. 3.

TABLE 14

AMBIENT AIR QUALITY MONITORING STATIONS

Station No.

Location Distance (km) from Plant, aerial

Direction from plant

AQ1 Kotarliya Railway Siding 12.6 NNE

AQ2 Loing Village 10.1 NNE

AQ3 Medical College 11.9 N

AQ4 Tilga Village 16.4 NNE

AQ5 Near Babadham Road 16.5 NNW

AQ6 Chhapora Village 0.3 W

AQ7 Thengalpali Village 0.5 N

AQ8 Near Mandir 19.7 NNW

AQ9 Taraimal Village 29.8 NNW

AQ10 Punjipatra 34.1 NNW

AQ11 Teram Village 51.4 NNW

AQ12 Kudumkela Village 59.2 NNW

24-hour average samples were collected from each station. These samples

were analysed in laboratory by adopting the methods specified in National Ambient Air Quality Standards. The following parameters were determined for each sample:

- Respirable Particulate Matter (RPM or PM10) - Fine particulate (PM2.5) - Sulphur dioxide (SO2) - Nitrogen dioxide (NO2)



FIG. 3: LOCATION OF AIR SAMPLING STATIONS



The results of the air quality studies are given in Table 15A, 15B, 15C and 15D for Route-A, B, C and Common Route respectively.

TABLE 15A

AMBIENT AIR QUALITY TEST RESULTS ALONG ROUTE-A (µg/m3) (MAY 2017)

Location Air Quality Parameters, µg/m3 Station Code PM10 PM2.5 SO2 NOx AQ5 Babadham Road 82.4 42.8 27.2 32.1 AQ6 Chhapora Village 81.6 42.4 11.7 13.9 AQ7 Thengalpali Village 79.1 41.1 12.6 14.8 AQ8 Near Mandir 68.2 35.5 14.3 17.6 AQ9 Taraimal Village 90.6 47.1 20.6 26.3

AQ10 Punjipatra 79.3 41.2 18.9 21.3 AQ11 Karichapar Village 69.4 36.1 19.7 21.6 AQ12 Kudumkela Village 72.3 37.6 18.9 22.3

Source: MMRDLs test report No. MMA/06-17/02

TABLE 15B AMBIENT AIR QUALITY TEST RESULTS

ALONG ROUTE-B (µg/m3) (MAY 2017) Location Air Quality Parameters, µg/m3 Station

Code PM10 PM2.5 SO2 NOx AQ1 Kotarliya Railway Siding 118.0 61.4 16.3 18.2 AQ4 Tilga Village 64.3 33.4 11.6 14.1 AQ5 Babadham Road 82.4 42.8 27.2 32.1 AQ6 Chhapora Village 81.6 42.4 11.7 13.9 AQ7 Thengalpali Village 79.1 41.1 12.6 14.8


TABLE 15C AMBIENT AIR QUALITY TEST RESULTS

ALONG ROUTE-C (µg/m3) (MAY 2017) Location Air Quality Parameters, µg/m3 Station

Code PM10 PM2.5 SO2 NOx AQ1 Kotarliya Railway Siding 118.0 61.4 16.3 18.2 AQ2 Loing Village 86.1 44.8 12.3 14.7 AQ3 Medical College 62.6 32.6 10.9 14.3 AQ6 Chhapora Village 81.6 42.4 11.7 13.9 AQ7 Thengalpali Village 79.1 41.1 12.6 14.8




TABLE 15D AMBIENT AIR QUALITY TEST RESULTS

ALONG COMMON ROUTE (µg/m3) (MAY 2017) Location Air Quality Parameters, µg/m3 Station

Code PM10 PM2.5 SO2 NOx AQ5 Babadham

Road 82.4 42.8 27.2 32.1

AQ 6 Chhapora Village 81.6 42.4 11.7 13.9

AQ 7 Thengalpali Village 79.1 41.1 12.6 14.8

Source: MMRDLs test report No. MMA/06-17/02 As per Tables 15A, 15B, 15C and 15D the concentration of various air

quality parameters along the three routes are as given under: Route-A PM10 was found between 68.2 to 90.6 µg/m3, PM2.5 was found between 35.5

to 47.1 µg/m3, SO2 from 11.7 to 27.2 µg/m3 and NO2 from 13.9 to 32.1 µg/m3.

Route-B PM10 was found between 64.3 to 118.0 µg/m3, PM2.5 was found between

33.4 to 61.4 µg/m3, SO2 from 11.6 to 27.2 µg/m3 and NO2 from 13.9 to 32.1 µg/m3.

Route-C

PM10 was found between 62.6 to 118.0 µg/m3, PM2.5 was found between 32.6 to 61.4 µg/m3, SO2 from 10.9 to 16.3 µg/m3 and NO2 from 13.9 to 18.2 µg/m3. Common Route (Ardhana bypass to Lara STPP) PM10 was found between 79.1 to 82.4 µg/m3, PM2.5 was found between 41.1 to 42.8 µg/m3, SO2 from 11.7 to 27.2 µg/m3 and NO2 from 13.9 to 32.1 µg/m3.

All the values are on the lower side at all the locations. The concentrations

of SO2 and NO2 are considerably low compared to the 80 µg/m3 NAAQS permissible limit for residential, rural and other areas. The concentrations of PM10 are within limits of 100 µg/m3 as per the National Ambient Air Quality Standard, except PM10 near Kotarliya Railway Siding. The higher values of PM10 may be attributed due to the on going construction activities near at Kotarliya railway siding. However, it is anticipated that after the construction is complete at Kotarliya railway siding area, the values of PM10 would be well within the prescribed NAAQS limits.



4.2 Noise environment 4.2.1 Monitoring locations Ambient noise monitoring was carried out along the route to ascertain the

present noise level. The noise level monitored along the different routes is given in Table 17A, 17B, 17C and 17D and location of monitoring station is given in Table 16 and shown in Fig. 4.

TABLE 16

LOCATION OF NOISE SAMPLING STATION (MAY 2017) Station

No. Location Distance (km)

from Plant, aerial Direction

from plant

N1 Kotarliya Railway Siding 12.6 NNE N2 Loing Village 10.1 NNE N3 Medical College 11.9 N N4 Tilga Village 16.4 NNE N5 Babadham Road 16.5 NW N6 Chhapora Village 0.3 W N7 Thengalpali Village 0.5 N N8 Near Mandir 19.7 NNW N9 Taraimal Village 29.8 NNW

N10 Punjipatra 34.1 NNW N11 Karichapar Village 51.4 NNW N12 Kudumkela Village 59.2 NNW

TABLE 17A

NOISE LEVELS IN AREAS ALONG ROUTE-A Location Noise levels in

dB(A) Permissible

limits Station Code

Day Night Day Night N5 Near Babadham Road 60.73 54.60 65.00 55.00 N6 Chhapora Village 51.45 42.44 55.00 45.00 N7 Thengalpali Village 52.99 43.97 55.00 45.00 N8 Near Maya Mandir 53.06 44.35 55.00 45.00 N9 Taraimal Village 53.87 42.61 55.00 45.00

N10 Punjipatra 54.44 43.99 55.00 45.00 N11 Karichapar Village 53.31 44.16 55.00 45.00 N12 Kudumkela Village 53.34 44.23 55.00 45.00

Source: MMRDLs test report no. MMN/06-17/01



TABLE 17B NOISE LEVELS IN AREAS ALONG ROUTE-B

Location Noise levels in dB(A)

Permissible limits

Station Code

Day Night Day Night

N1 Kotarliya 59.98 53.44 65.00 55.00

N4 Tilaga Village 52.41 42.06 55.00 45.00

N5 Near Babadham Road 60.73 54.60 65.00 55.00

N6 Chhapora Village 51.45 42.44 55.00 45.00

N7 Thengalpali Village 52.99 43.97 55.00 45.00 Source: MMRDLs test report no. MMN/06-17/01

TABLE 17C NOISE LEVELS IN AREAS ALONG ROUTE-C


Permissible limits

Station Code

Day Night Day Night N1 Kotarliya 59.98 53.44 65.00 55.00

N2 Loing Village 51.24 43.63 55.00 45.00

N3 Medical College 52.24 43.23 55.00 45.00


N7 Thengalpali Village 52.99 43.97 55.00 45.00 Source: MMRDLs test report no. MMN/06-17/01

TABLE 17D NOISE LEVELS IN AREAS ALONG COMMON ROUTE

Station Code


Permissible limits

Day Night Day Night

N5 Near Babadham Road 60.73 54.60 65.00 55.00


N7 Thengalpali Village 52.99 43.97 55.00 45.00 Source: MMRDLs test report no. MMN/06-17/01 It can be seen from Tables 17A, 17B, 17C and 17D that the baseline noise

levels both during day time and night time, were within the permissible limit of the National Ambient Air Quality Standards with respect to ambient noise, both during day time and night time at all the locations.



FIG. 4: LOCATION OF NOISE SAMPLING STATIONS



4.3 Socio economic survey A socio-economic survey has been conducted in the villages located within

a distance of 100 m on both sides of the entire route from SECL mines and Kotarliya rail head to Lara STPP. The survey has been conducted to ascertain the following:

1. Existing health of the people in the area

2. The prominent diseases

3. Accidents in the area and its causes

4. Problems due to transportation and noise A questionnaire was filled by the people living in the villages mentioning the

problems they faced due to transportation along the road. The format of survey have been attached as Annexure 4. The details of the data collected during field survey and discussion with the different authorities is given as under.

As per details from hospital in Gharghoda: During site visit to

hospital in Gharghoda, it was found that the major proportion of the patients suffer from the following diseases.

1. Cough & Cold 2. Vomitting 3. Loose Motion 4. Viral Fever 5. Malaria 6. Typhoid 7. Asthma 8. Leprosy 9. Skin diseases

It was also noted that victims of road accident and patients bitten by dog and snake came to the hospital for treatment.

As per details from Loing Health Centre: As per discussion with the

hospital staff, it was noted that the people were mainly affected by:

1. Viral Fever 2. Diarrhoea 3. Blood Pressure 4. Typhoid 5. Itching



6. Asthma 7. Loose Motion 8. Pain 9. Leprosy 10. Weakness

As per details from district Hospital Raigarh: As per discussion

with the hospital staff, it was noted that the majority of the patients suffered from following problems:

1. Viral Fever 2. Cough & Cold 3. Typhoid 4. Malaria 5. Tuberculosis 6. Asthma 7. Hernia Many advanced facilities like treatment of kidney and gall stones, orthopaedic problems, plastic surgery, skin related problems, opthalmic problems, etc. are available. As per details from Health Centre, Amladih: The patients mainly reported for : 1. Cough & cold 2. Viral fever 3. Malaria 4. Loose Motion. As per details from Pussore Hospital: The patients mainly reported for:

1. Viral Fever 2. Typhoid 3. Malaria 4. Cough & cold 5. Itching 6. Loose Motion 7. Gastric problems 8. Tuberculosis 9. Blood Pressure 10. Asthma 11. Dog and Snake bite



As per details from Gharghoda Police Station: It was noted that about 67 accidents occurred in 2016. About 20 of the cases involved accidents due to two wheelers, while 47 of them included four wheelers and trucks. Most of the road accidents are caused due to not following road safety rules, overspeeding, overtaking and drunk drinking.

As per details from Pussore Police Station: As per discussion with

staff, it was noted that 6 cases of accident were reported in 2016. Majority of the accidents are due to over-speeding, overtaking and careless driving.

As per details from Punjipatra Police Station: During discussion

with staff, it was noted that 18 cases of accident were reported in the year 2016. Out of the 18 accidents 4 of them involved two wheelers and pedestrians, of which in one of the cases the victim died. Four accidents involved four wheelers, while 8 accidents were due to trailers. Out of the 8 by trailers in 3 cases the victim died. Majority of the accidents are due to over-speeding, overtaking and careless driving.

As per details from Kothara Road Police Station, Raigarh: During

discussion with staff, it was noted that about 30 accident were reported in the year 2016. Out of the 30 accidents, approximately 5 of them involved two wheelers and pedestrians, 10 involved four wheelers, while 15 accidents were due to trucks. Out of the total accidents, in about 5-10 cases the victim died. Majority of the accidents are due to over-speeding, overtaking and drunk driving.

5.0 IMPACT DUE TO TRAFFIC The impact of increase in traffic on various parameters of the environment is

discussed in subsequent paragraphs. 5.1 Ambient Air Quality The plying of trucks from SECL mines and Kotarliya rail head to Lara STPP

will start as soon as the power plant is commissioned. The trucks will emit particulates, HCs, SO2, NOx and CO.

The ambient air quality near the project will have a component of the

pollutants from the coal carrying trucks as well. In order to access the impact on existing air quality in the area due to plying of additional trucks, monitoring of existing air quality was carried out on ten locations along the route between 06th - 19th May, 2017 as given in Table 15A, 15B, 15C and 15D above.

Dispersion modelling has been done to determine the incremental values

due to plying of additional trucks. The details of modelling for the coal carrying trucks is given as under:



Units Capacity of Diesel Engine KW NOx PM SO2 Emission permitted* g/KWH 3.5 0.06 Carrying capacity of the Truck (approx.) tonnes 21.0 21.0 21.0 Resultant horsepower HP 180 180 180 Resultant KWH KWH 136.8 136.8 153.52 Average speed of Vehicle Kmph 45 45 45 Emission from one truck g/truck per

hour 478.8 2.736 68.04

Emission from 1 truck/ km g/km 11.97 .0684 1.701 Emission from 1 truck/mile g/mile 19.152 0.1094 2.7216

Note: Actual emissions will be much less since above calculation are for maximum permitted value

*Source: Indian Emission Regulation for Bharat Stage-IV (BS-IV) w.e.f. 01.04.2010. (* Emission Standard for heavy duty Commercial Engine) The detailed report of Dispersion modelling for Scenario 1, 2, 3 and 4 is

given in Annexure 6. As a consequence of the prediction modelling for pollutants, arising from road due to movement of trucks, the incremental values at the air quality monitoring locations is given in Table 18. While the resultant air quality values for Scenario 1, 2, 3 and 4 are given in Table 18A, 18B, 18C and 18D respectively.

TABLE 18

RESULTANT AIR QUALITY AT AIR QUALITY STATIONS AFTER AIR QUALITY PREDICTION MODELLING

Station Location Air Quality Parameters, µg/m3

Code PM10 PM2.5 SO2 NOx

Existing Incre-mental Value

Resultant Value


Resultant Value


Resultant Value


Resultant Value

AQ1 Kotarliya Railway Siding

118.0 6.250 124.250 61.4 3.750 65.150 16.3 0.250 16.550 18.2 2.875 21.075

AQ2 Loing Village 86.1 7.500 93.600 44.8 5.000 49.800 12.3 0.375 12.675 14.7 3.250 17.950

AQ3 Medical College 62.6 11.250 73.850 32.6 6.250 38.850 10.9 0.375 11.275 14.3 4.750 19.050

AQ4 Tilga Village 64.3 5.000 69.300 33.4 2.500 35.900 11.6 0.375 11.975 14.1 2.000 16.100

AQ5 Babadham Road 82.4 16.250 98.650 42.8 10.00 52.800 27.2 0.875 28.075 32.1 6.750 38.850

AQ6 Chhapora Village 81.6 10.000 91.600 42.4 5.000 47.400 11.7 0.625 12.325 13.9 4.000 17.900

AQ7 Thengalpali Village 79.1 16.250 95.350 41.1 8.750 49.850 12.6 0.625 13.225 14.8 6.125 20.925

AQ8 Near Mandir 68.2 5.000 73.200 35.5 2.500 38.000 14.3 0.250 14.550 17.6 2.125 19.725

AQ9 Taraimal Village 90.6 3.750 94.350 47.1 2.500 49.600 20.6 0.125 20.725 26.3 1.625 27.925

AQ10 Punjipatra 79.3 6.250 85.550 41.2 3.750 44.950 18.9 0.125 19.025 21.3 2.500 23.800

AQ11 Teram Village 69.4 8.750 78.150 36.1 5.000 41.100 19.7 0.375 20.075 21.6 3.625 25.225

AQ12 Kudumkela Village 72.3 5.000 77.300 37.6 2.500 40.100 18.9 0.125 19.025 22.3 2.250 24.550



TABLE 18A RESULTANT AIR QUALITY AFTER AIR

QUALITY PREDICTION MODELLING (SCENARIO-1) Parameters Highest Value

observed in study area as per

monitoring (µg/m3)

Incremental Values from dispersion

modelling (µg/m3)

Resultant (µg/m3)

NAAQS – 2009

(µg/m3)

1 2 3 4 = 2+3

PM10 90.6 0.014 90.614 100

PM2.5 47.1 0.008 47.108 60

NOx 32.1 7.57 39.67 80

SO2 27.2 1.00 28.2 80

TABLE 18B RESULTANT AIR QUALITY AFTER AIR


observed in study area as per monitoring

(µg/m3)

Incremental Values from dispersion

modelling (µg/m3)

Resultant (µg/m3)

NAAQS - 2009

(µg/m3)

1 2 3 4 = 2+3 PM10 118.0 0.023 118.023 100 PM2.5 61.4 0.013 61.413 60 NOx 32.1 11.625 43.725 80 SO2 27.2 1.50 28.7 80

TABLE 18C

RESULTANT AIR QUALITY AFTER AIR QUALITY PREDICTION MODELLING (SCENARIO-3)

Parameters Highest Value observed in study

area as per monitoring

(µg/m3)

Incremental Values from dispersion modelling

(µg/m3)

Resultant (µg/m3)

NAAQS - 2009

(µg/m3)

1 2 3 4 = 2+3

PM10 118.0 0.018 118.018 100

PM2.5 61.4 0.011 61.411 60

NOx 32.1 9.125 41.225 80

SO2 27.2 1.25 28.45 80



TABLE 18D RESULTANT AIR QUALITY AFTER AIR


observed in study area as

per monitoring (µg/m3)

Incremental Values from dispersion modelling

(µg/m3)

Resultant (µg/m3)

NAAQS - 2009

(µg/m3)

1 2 3 4 = 2+3

PM10 82.4 0.033 82.433 100

PM2.5 42.8 0.019 42.819 60

NOx 32.1 16.875 48.975 80

SO2 27.2 2.375 29.575 80 From Tables 18A, 18B, 18C and 18D, it can be seen that the plying of

additional trucks would lead to an increase in the amount emissions. On addition of the incremental values to the existing air quality, it is found that the concentration of all parameters would remain within the prescribed limits for all four Scenarios at all places, except PM10 and PM2.5 near Kotarliya Railway Siding lying on Route-B and C. This is due to on going construction at the railway siding area.

Also, from Table 18, it can be seen that the resultant air quality, after

addition of the incremental values due to plying of additional coal carrying trucks will range from 69.30 to 124.25 µg/m3 for PM10, from 35.90 to 65.15 µg/m3 for PM2.5, from 11.28 to 28.08 µg/m3 for SOx and from 16.10 to 38.85 µg/m3 for NOx at the different air quality monitoring locations. The resultant air quality would remain well within the prescribed limit, except for air quality location near Kotarliya railway siding, where the concentration of PM would exceed the limits. This may be due to the ongoing construction activities at the railway siding area.

The particulate matter increment values in the above table pertain to the

emission from the exhausts of the vehicles only. However, there will be an additional component of particulate matter in the form of dust becoming airborne from roads due to wheel movement. The dust on roads comes from various sources such as settlement of fugitive dust, spillage from vehicles, peeling of mud stuck on wheels, weathering of road itself, dust storms, etc.

The movement of wheels disturb the area under the wheels and creates

disturbances in the air which are localised, temporary and reversible. The dust becomes airborne and resettles according to particle size. As per various research papers, silt content of this dust is of consequence in addition to the speed/ weight of the vehicle to determine magnitude of airborne dust.



As per AP-42, 5th Edition of US EPA, Section 13.2.1.3, the quantity of particulate emissions from re-suspension of loose material on the road surface due to vehicle travel on a dry paved road may be estimated using the following empirical expression:

E = [k (sL)0.91 x (W)1.02] x (1-P/4N)

where: E = particulate emission factor (having units matching the units of k), k = particle size multiplier for particle size range and units of interest, which

will be 0.62 g/VKT for PM10 and 0.15 g/VKT for PM2.5 as per Table 13.2.1-1 of AP-42, US EPA.

sL = road surface silt loading (grams per square meter) (g/m2). The average

silt content has been taken as 1.61 g/m2 as per AP42 Table 13.2.1-2. W = average weight (tons) of the vehicles travelling the road, which is 29

(average of loaded and empty trucks of 21 Tonne capacity) for the additional traffic P = Total wet days with at least 0.254 mm (0.01 in) of precipitation during the averaging period which is 66 days at IMD Raigarh (avg. from 1960-1990), and N = Number of days in the averaging period which is 365 days Thus, PM10 E = 0.62 (1.61)0.91 x (29)1.02 x (1- 66/(4*365))

= 29.66533073 *

= 28.32429523 g/VKT

PM2.5 E = 0.15 (1.61)0.91 x (29)1.02

= 0.231367741 * 31.02029745

= 7.177096145 g/VKT The above calculations are based on the actual silt content on the road

which is currently high due to ongoing construction on the roads. As soon as the construction is completed, based on the experience on clean and pucca roads in other parts of the country, the above is expected to reduce to 10% of the current value.



5.2 Ambient Noise The number of trucks anticipated are 170 (to & fro) per day for Scenario 1,

288 (to & fro) per day for Scenario 2, 144 (to & fro) trucks per day for Scenario 3 and 458 trucks (to & fro) per day for Scenario 4 on the route i.e. an average of 8, 12, 6 and 19 trucks per hour for Scenario 1, Scenario 2 and Scenario 3 respectively. The sound level from the movement of a truck passing on the road is approximately 90 dBA. This will be a short term increase, prevailing only at the time of passage of truck. The overall Leq will be lower. As the distance increases from the line of truck movement, the anticipated Leqs will be as follows:

NOISE ATTENUATION IN ALL DIRECTIONSOVER FLAT OPEN GROUND [SOUND AT SOURCE = 90 dB(A)]

35

45

55

65

75

85

95

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200

DISTANCE FROM SOURCE (m)

SOU

ND

LEV

EL IN

dB(

A)

At a distance of 7 m, the LeQ is anticipated to be approximately 65 dB(A),

falling within the limits for commercial areas, which is the usual case along roads. The anticipated noise levels in case of Scenario 1 and 2 have been discussed below: Scenario 1

In case of Scenario-1, there would be a maximum of 8 trucks moving on Route-A per hour. Considering average speed of the trucks as 40 km/hr, the following conclusions can be drawn:

Maximum no. of trucks on Route = 8 per hour Speed of trucks = 40 km/hr Time after which another truck will pass a particular point on the road

= 7.5 min

Distance covered by a truck in 1 min = 667 metre/min Distance between 2 consecutive trucks = 667 x 7.5 = Approx. 5003 m



Scenario 2 In Scenario 2, there would be a maximum of 12 trucks moving (to & fro) on

Route-B or Route-C per hour. Considering average speed of the trucks as 40 km/hr, the following conclusions can be drawn:

Maximum no. of trucks on Route = 12 per hour Speed of trucks = 40 km/hr Time after which another truck will pass a particular point on the road

= 5.0 min

Distance covered by a truck in 1 min = 667 metre/min Distance between 2 consecutive trucks = 667 x 5.0 = Approx. 3335 metre

Scenario 3

In Scenario 3, there would be a maximum of 6 trucks each moving (to & fro)

on Route-B and Route-C per hour. Considering average speed of the trucks as 40 km/hr, the following conclusions can be drawn:

Maximum no. of trucks on Route = 6 per hour

Speed of trucks = 40 km/hr

Time after which another truck will pass a particular point on the road

= 10.0 min

Distance covered by a truck in 1 min = 667 metre/min

Distance between 2 consecutive trucks = 667 x 10.0

= Approx. 6670 metre

Scenario 4 In Scenario 4, there would be a maximum of 19 trucks moving (to & fro) on

Common route per hour. Considering average speed of the trucks as 40 km/hr, the following conclusions can be drawn:

Maximum no. of trucks on Route = 19 per hour

Speed of trucks = 40 km/hr

Time after which another truck will pass a particular point on the road

= 3.2 min

Distance covered by a truck in 1 min = 667 metre/min

Distance between 2 consecutive trucks = 667 x 3.2

= Approx. 2135 metre



As per the Noise Pollution (Regulation And Control) Rules, 2000, the Leq noise level in residential areas during day shall be 55 dB(A) and at night shall be 45 dB(A). The noise levels due to movement of trucks on the route will increase slightly and the average noise levels will be slightly high. The noise level contour for Scenario-1, 2, 3 and 4 are shown in Fig 5, 6, 7 & 8 respectively.

FIG. 5: NOISE LEVEL CONTOUR FOR SCENARIO 1






It can be seen from Fig. 5, 6, 7 and 8 for Scenario-1, Scenario-2, Scenario-3 and Scenario-4 respectively, that no overlapping of the sound waves generated from two consecutive trucks will take place if the minimum distance between two trucks is 2135 m.

5.3 Human Health Referring to Tables 15A, 15B, 15C, 15D, 18, 18A, 18B, 18C & 18D earlier,

it can be seen that the resultant air quality values after addition of incremental ground level concentration, due to plying of additional trucks for PM10, SO2 and NOx in the three cases will be:



For Scenario 1: PM10 is 90.61, PM2.5 is 47.11, SO2 is 28.20 and NOx is 39.67 g/m3, respectively. For Scenario 2: PM10 is 118.02, PM2.5 is 61.41, SO2 is 28.70 and NOx is 43.73 g/m3, respectively.

For Scenario 3: PM10 is 118.02, PM2.5 is 61.41, SO2 is 28.45 and NOx is 41.23 g/m3, respectively.

For Scenario 4: PM10 is 82.43, PM2.5 is 42.82, SO2 is 29.58 and NOx is 48.98 g/m3, respectively.

It can be seen from Table 15A, 15B, 15C, 15D and 18, 18A, 18B, 18C, 18D that, the increase in plying of additional trucks would lead to an increase in air pollutant concentration. On addition of these incremental values to the highest existing air quality values in the area, it is found that the resultant ambient air quality would remain well within the prescribed limits in Scenario 1, 2, 3 and 4 for all the parameters, except PM10 and PM2.5 for Kotarliya railway Siding in case of Scenario 2 and 3, where it would exceed the prescribed standards. The increase may be attributed to the ongoing construction activities at the railway siding area. The impact of various pollutants is discussed below:

5.3.1 Particulates Impact on Health: PM10 and PM2.5 include inhalable particles that are small

enough to penetrate the thoracic region of the respiratory system. The health effects of inhalable PM are well documented in ‘Health effects of particulate matter, Policy implications for countries in eastern Europe, Caucasus and Central Asia by World Health Organisation, Regional Office for Europe, 2013’. They are due to exposure over both the short term (hours, days) and long term (months, years) and include:

respiratory and cardiovascular morbidity, such as aggravation of asthma,

respiratory symptoms and an increase in hospital admissions;

mortality from cardiovascular and respiratory diseases and from lung cancer.

Threshold concentrations for humans : As described in detail in Chapter

7.3, Particulate Matter, Air Quality Guidelines, Second Edition, World Health Organisation Regional Office for Europe, Copenhagen, Denmark, 2000, at low levels of (short-term) exposure (defined as 0–100 μg/m3 for PM10), the exposure response curve fits a straight line reasonably well, there are indications from studies conducted in the former German Democratic Republic and in China that at higher levels of exposure (several hundreds of μg/m3 PM10), the curve is shallower for at least effects on mortality than at low levels of exposure.



The relative risk increase between 1.0074-1.0356 for daily mortality, respiratory hospital admissions, reporting of broncho-dilator use, cough and lower respiratory symptoms, and changes in peak expiratory flow has been associated with a 10 μg/m3 increase in PM10 or PM2.5 with respect to the concentrations actually measured.

In this case, the incremental particulate emissions will be 0.014 μg/m3 for

PM10 and 0.008 μg/m3 for PM2.5, for Scenario 1. While for Scenario 2 it will be 0.023 and 0.013 μg/m3 for PM10 and PM2.5 respectively. In case of Scenario 3 incremental value for PM10 will be 0.018 μg/m3 and for PM2.5 it will be 0.011 μg/m3. For Scenario 4 incremental PM10 value will be 0.033 μg/m3 and PM2.5 will be 0.019 μg/m3. The incremental values are within the significant figures of 10 μg/m3.

5.3.2 Sulphur dioxides Impact on Health: Sulphur dioxide irritates the skin and mucous

membranes of the eyes, nose, throat, and lungs. High concentrations of SO2 can cause inflammation and irritation of the respiratory system, particularly during heavy physical activity.

The resulting symptoms may include pain when taking a deep breath,

coughing, throat irritation, and breathing difficulties. High concentrations of SO2 can affect lung function, worsen asthma attacks, and aggravate existing heart disease in sensitive groups. This gas can also react with other chemicals in the air and convert to a small particle that can lodge in the lungs and cause similar health effects.


7.4, Sulphur dioxide, Air Quality Guidelines, Second Edition, World Health Organisation Regional Office for Europe, Copenhagen, Denmark, 2000, the health risk evaluation for short term exposures (less than 24 hours) has been done. Only small changes, not regarded as of clinical significance, were seen at 572 μg/m3 (0.2 ppm); reductions representing about 10% of baseline, Forced Expiratory Volume (FEV1) occurred at about 1144 μg/m3 (0.4 ppm); and reductions of about 15% occurred at about 1716 μg/m3 (0.6 ppm).

The response was not greatly influenced by the severity of asthma. These

findings are consistent with those reported from other exposure studies. In one early series, however, a small change in airway resistance was reported in two of the asthmatic patients at 286 μg/m3 (0.1 ppm). For long term exposure, the lowest-observed-adverse-effect level of sulfur dioxide was judged to be 100 μg/m3 (0.035 ppm) annual average, together with particulate matter.

In this case, the resultant ambient air quality after addition of incremental

emissions will be 28.2 μg/m3 for Scenario 1, 28.7 μg/m3 for Scenario 2, 28.45 μg/m3 for Scenario 3 and 29.575 μg/m3 for Scenario 4, which is much lower than the thresholds which impact human health.



5.3.3 Nitrogen oxides Impact on Health: Human health concerns include effects on breathing and

the respiratory system, damage to lung tissue, and premature death. Small particles penetrate deeply into sensitive parts of the lungs and can cause or worsen respiratory disease, such as emphysema and bronchitis, and aggravate existing heart disease.


7.1, Nitrogen dioxide, Air Quality Guidelines, Second Edition, World Health Organisation Regional Office for Europe, Copenhagen, Denmark, 2000, a significant amount of research has been directed at evaluating the effect of nitrogen dioxide on pulmonary function and airway responsiveness to pharmacological, physical (e.g. cold air) or natural (i.e. allergens) broncho-constrictors. Generally, concentrations higher than 1880 μg/m3 (1.0 ppm) are required to increase responsiveness to broncho-constrictors and to induce changes in pulmonary function in healthy adults.

Analysis of lung lavage from healthy humans indicated that high levels

(5640-7520 μg/m3; 3–4 ppm) reduce the activity of alpha-1-protease inhibitor, a protein that acts to protect the lung from the proteolytic enzyme elastase by inhibiting connective tissue damage. However, 2820 μg/m3 (1.5 ppm) had no such effect.

Such concentrations as mentioned above, almost never occur in ambient

air, thus, the resultant ambient air quality values of nitrogen oxide (39.67 μg/m3 for Scenario 1, 43.73 μg/m3 for Scenario 2, 41.23 μg/m3 for Scenario 3 and 48.98 μg/m3 for Scenario 4) is not expected to have any impact on the healthy human beings. On the basis of these human clinical data, WHO has given a 1-hour guideline of 200 μg/m3. At double this recommended guideline (400 μg/m3), there is evidence to suggest possible small effects in the pulmonary function of asthmatics. Should the asthmatic be exposed either simultaneously or sequentially to nitrogen dioxide and an aeroallergen, the risk of an exaggerated response to the allergen is increased. At 50% of the suggested guideline (100μg/m3, 50 ppb), there have been no studies of acute response in 1 hour.

5.4 Ecology It has been generally accepted that dust originating from unpaved roads can

aggravate respiratory ailments, create driving hazards and cause considerable discomfort to those living alongside these roads.

Dust may affect photosynthesis, respiration, transpiration and allow the

penetration of phyto-toxic gaseous pollutants. Dust from highways and roads greatly affect the roadside vegetation communities by inducing changes in pH, Relative Water Content and species diversity. Vegetation act as natural filters by depositing dust particles on their leaf surface, susceptible and highly exposed part of a plant and, thus, makes an



important contribution in the improvement of air quality. Leaves act as pollution receptors and decrease dust load of the air.

According to a research by D. L. Becker in 1978 (referenced by McCrea),

the total downwind deposition from infinite instantaneous line source of 1.0 gm/m during neutral conditions at distance of 4, 8, 16, 32, 64, 128, 256 and 512 m from road have been estimated as 263, 188, 118, 70, 39, 22, 12 and 5 g/m. The deposited dust reduces the light availability to the plant and therefore affects photosynthesis as follows:

% reduction of light due to

dust Photosynthesis Rate

(mg/sq.m./s) % reduction of photosynthesis

(a) Average Summer Sun (225 W/m) 0 0.69 0.0

10 0.69 0.0 20 0.68 1.5 30 0.67 2.9 40 0.65 5.8 50 0.64 7.3

(b) Average Winter Sun (40 W/m) 0 0.39 0.0

10 0.36 7.7 20 0.33 15.4 30 0.30 23.1 40 0.27 30.8 50 0.23 41.1

Source: Table 9, An Assessment of the effects of road dust on agricultural production systems, P. R. McCrea, Research Report No. 156

The McCrea study in table 13 also assessed the observed normal reduction

of yield in various roadside orchards for a traffic volume of 500 per day, affecting an area of 12.5 ha/ km and arrived it to be 1.6%, for a traffic volume of 250 per day, as 0.8% and for a traffic volume of 75 per day 0.3%. Thus, under worse case scenario of high dust on roads, adverse weather conditions and absence of mitigation measures, the plying of additional 170 tippers in Scenario 1, 288 tippers in Scenario 2 and 144 tippers per day can lead to a maximum cumulative reduction of yield in roadside plantation as follows:

The range of reduction in Scenario 1 when 170 trucks (to & fro) per day will ply on Route A, it will be 0.6%, if no control measures are taken. However, there is plantation of mature trees at various places along the route as evidenced in the photographs, which will mitigate the impact of dust substantially. In Scenario 2, when 288 trucks (to & fro) will ply on Route B or Route C, the normal reduction in yield will be 0.9%, if mitigation measures like water sprinkling, road maintenance, cleaning and road side plantations are not carried out. While in Scenario 3, when 144 trucks (to & fro) each, will ply on Route B and Route C, the normal reduction in yield will be 0.5%, if no mitigation measures are carried out. In case of Scenario 4, when 458 trucks (to & fro) will ply on the Common Route, the normal reduction in yield will be 1.5%, if no mitigation measures are carried out.



through trucks of 21 tonnes capacity. There would be additional movement of about 170 coal carrying tippers (to & fro) in Scenario 1 via Route-A, 288 trucks (to & fro) in Scenario 2 using Route-B or Route-C, 144 tippers each (to & fro) on Route-B and C in Scenario 3 and 458 coal carrying tippers (to & fro) in Scenario 4 via Common Route.

All surveys, calculations and assessments have been carried out in line with

Standards available from Indian Road Congress (IRC), Ministry of Environment, Forest and Climate Change (MoEF&CC) and United States Environment Protection Agency (US EPA). Road width along entire length has been measured besides observation of traffic volumes at sixteen “Census Point” locations.

Based on the various aspects studied, the following conclusions are arrived

at:

From the aspect of Traffic Volume and capacity of the road All the three routes are feasible for coal transportation, but with varying degree of DSV and Maximum Capacity. As the routes are to be used for a period of 1 year, there will be additional traffic due to coal transportation as well as natural growth of the existing traffic.

As compared to the other stretches of studied route passing through urban areas, in all three Scenarios route of Baba Dham and Subhas Nagar will have sufficient width to carry the present and additional traffic. Road widening work is under progress at both the locations. Although, after widening also there will be no change in the carrying capacity.

All the Census Points of rural areas in the three Scenarios will have sufficient carrying capacity. From the aspect of Impact on Ambient Air quality - A perusal of

Table 15A, 15B, 15C, 15D, 18, 18A, 18B, 18C & 18D shows that there shall be increment in air pollutants due to exhaust emissions and dust from road, from the additional vehicles. However, the magnitude of resultant pollutant concentrations will be low and to the tune of maximum 39.67 µg/m3 for NOx and 28.2 µg/m3 for SO2 in case of Scenario 1, for Scenario 2 it will be 43.73 µg/m3 for NOx and 28.7 µg/m3 for SO2. While for Scenario 3 it will be 41.23 µg/m3 for NOx and 28.45 µg/m3 for SO2. In case of Scenario 4 it will be 48.98 µg/m3 for NOx and 29.58 µg/m3 for SO2. After addition of the existing air quality, emission due to vehicle exhaust, the maximum concentration of PM10 and PM2.5 would be 90.61 and 47.11 µg/m3 respectively for Scenario 1. While for Scenario 2 it will be 118.02 and 61.41 µg/m3. In case of Scenario 3 maximum resultant PM10 concentration will be 118.02 µg/m3 and PM2.5 will be to the tune of 61.41 µg/m3. In case of Scenario 4 maximum resultant PM10 concentration will be 82.43 µg/m3 and PM2.5 will be 42.82 µg/m3, Kotarliya Railway Siding being the place experiencing highest values. This may be attributed to the construction activities being undertaken at Railway Siding.



From the aspect of Impact on Ambient Noise - The sound level from the movement of a truck passing on the road is approximately 90 dBA. This will be a short term increase, prevailing only at the time of passage of truck. There will be a short time increase in the noise level during plying of the vehicles. The overall Leq noise level will be slightly higher. As the vehicle passes, the noise levels will be deceasing. It can also be seen from Fig. 5, 6, 7 and 8 that the noise levels due to movement of trucks on the route will increase slightly and the average noise levels will be slightly high.

As per the noise monitored in the area during the study period it is found that the existing noise level in the area is within the prescribed limits.

From the aspect of Impact on Human Health- The incremental values

have been compared against the Air Quality Guidelines, Second Edition, World Health Organisation Regional Office for Europe, Copenhagen, Denmark, 2000 and found to be lower than the significant figures of 10 μg/m3.

From the aspect of Impact on Ecology- Under normal scenario and

absence of mitigation measures, the plying of additional 170 (to & fro) trucks per day on Route-A in Scenario 1 can lead to a reduction of 0.6%, in Scenario 2 when 288 trucks (to & fro) will ply on Route-B or C per day, it can lead to a reduction of yield in roadside plantation to the tune of 0.9%. While in Scenario 3 movement of 144 trucks (to & fro) each on Route- B and C can cause a reduction of 0.5%. For Scenario 4 movement of 458 trucks (to & fro) per day can cause a reduction in yield of 1.5%.

Observations have been made at site and given in para 4.0 earlier. It is

significant to note that most of the roads were black topped, with average width of 6.5 m.

Based on the study and observations, the following are recommended: A. Plantation

Continue to maintain plantation already done and replace

damaged saplings.

Carry out additional plantation along the traffic route for dust and noise control on either side of road, in consultation with villagers, where ever possible.

B. Air pollution mitigation for protection of ecology & human health

The vehicles used for transportation should be covered with

tarpaulin, should be spill-proof The trucks have to have periodic PUC certification as per

manufacturers norms and it shall be ensured that unadulterated



diesel is procured and used from authorised dealers only Only those vehicles having fitness certificate shall be allowed to

ply The practice of water spraying/sprinkling by NTPC along select

stretches of road during high wind and dry seasons (especially near Railway Siding, where the air quality would exceed the prescribed standard for PM10 concentration, after addition of the incremental values due to emission) shall be carried out to minimize road dust generation. As per APM-42, 70% of the fugitive dust emission can be controlled by sprinkling/ mechanical cleaning of roads and therefore, it is practically possible to minimise impact to level below 10 μg/m3.

Make provision for tyre washing at unloading point within the power plant.

C. Noise mitigation

No honking along the settlements stretch, which would be silent zones.

All trucks will undergo preventive maintenance as per manufacturers schedule and their silencers shall be maintained and operational at all times.

Plantation along roadside as suggested for air pollution mitigation will also act as buffer against noise propagation

D. Safety

Installation of speed bumps near settlements to ensure slow

driving

Awareness to Truck drivers & villagers through hoardings on roads regarding road safety

Contact number of crane operators along the routes shall be made available to all vehicle drivers

All trucks will carry first aid kits and drivers will be trained in provision of first aid in case of emergency

Creating awareness for road safety to villagers and drivers and ensuring availability of ambulance facility for the accident victims, if any.

E. Road status

Inform the PWD immediately in case of observation of any

damage to the road so that repairs can be requested and carried out at the earliest.



F. Facilities for Drivers Facilities for rest/ stay/ hygiene/ sanitation/ HIV Control for drivers shall

be provided at the plant as follows:

Parking facilities for truck within the power plant

Rest room for drivers

Attached bath and toilets

Drinking water with cooler

Posters spreading awareness about safety, driving rules and HIV awareness

Annexures Deleted Due to

File Size Constraint.

traffic study including assessment of its...

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