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NATIONAL HIGHWAY AUTHORITY OF INDIA
(NHAI)
FEASIBILITY STUDY FOR 6-LANING OF NH-8 FROM
UDAIPUR TO AHMEDABAD IN THE STATE OF
RAJASTHAN/GUJARAT ON DBFO BASIS UNDER
NHDP PHASE VPACKAGE – NHDPV/MC-II/BOT/DPR/10
CONSULTING ENGINEERING SERVICES (I) PVT. LTD.
57, NEHRU PLACE (5th FLOOR), NEW DELHI - 110 019
DRAFT ENVIRONMENTAL IMPACT ASSESSMENT
REPORT
OCTOBER, 2011
GOVERNMENT OF INDIA
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 1 of 6
Document: 2007133/EC/ EIA Report Date: October, 2011
Contents Revision: R1
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CONTENTS
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CHAPTER – 1 INTRODUCTION 1-8
1.1 Preamble
1.2 Perception 1.3 Proposed Project (ToR No-ii & ToR No . iii)
1.4 Project Location
1.5 Need for the Project
1.6 Scope of the Study (approved by MoEF)
1.7 Structure of the Report
CHAPTER – 2 PROJECT DESCRIPTION 1-38
2.1 General Project Description (ToR No. ii)
2.2 Project Highlights
2.3 Basic Environmental Features 2.4 Improvement Proposals
2.5 Description of Improvement Scheme (ToR No. xxxi)
2.6 Geometric Design Standards – (ToR No. iv)
2.7 Service Roads
2.8 Proposed Highway Structures/ Pedestrian Safety Measures (ToR No. viii, ix, x,
xxiii)
2.8.1 Flyover : 2.8.2 Vehicular Underpasses :
2.8.3 Pedestrian Underpass
2.8.4 Overpasses/ Foot Over Bridge
2.8.5 Bus Bays
2.8.6 Truck Lay Byes
2.9 River /Canal and Nala Crossing
2.9.1 Major Bridges
2.9.2 Minor Bridge
2.9.3 Rail Over Bridges (ROBs)
2.10 Typical Cross-Sections
2.11 Accident Details/ Traffic Management Plan (ToR No. xxxiii)
2.11.1 Accident Details
2.11.2 Road Safety Measures and Monitoring Plan (ToR No. xxiv)
2.11. 3 Institutional Framework
2.11.4 Monitoring Framework, (ToR No. xxvi)
2.11.5 Traffic Signs and Pavement Markings, (ToR No. xxx)
2.11.6 Guard Rails and Traffic Safety Devices 2.11.7 Boundary Stones
2.11.8 Hectometer/Kilometer Stones
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2.11.9 Traffic Blinker Signal (L.E.D) at Intersections:
2.11.10 Highway Lighting 2.12 Highway Landscaping
2.13 Material for Road – Construction (ToR No. xi)
2.13.1 Borrow Area Locations
2.13.2 Stone Quarry Locations
2.14 Water Demand (ToR No. xxi)
2.15 Land Requirement
2.16 Highways Encroachment (ToR No. xxv) 2.16.1 Prevention and Removal of Encroachment
2.16.2 Appointment of Highway Authority
2.16.3 Responsibility of Highway Authority
2.16.4 Provision for Safety and prevention of damage to Highways
2.17 Low land along Project Site (ToR No. xix)
2.18 Drainage Pattern (ToRNo. xxviii)
2.19 Debris Disposal (ToR No. xviii)
2.19.1 Procedure
2.19.2 Site Inspection
2.20 Project Benefit & Fuel saving (ToR No. xxii)
2.20.1 Environmental Benefit
2.20.2 Economic Benefit
2.20.3 Societal Benefits
2.20.4 Nation Benefits
2.21 Land – Reclamation – (ToR No. xxxv)
2.22 Total Project Cost, (ToR No. xxxix)
2.23 Cost Benefit Analysis
CHAPTER – 3 DESCRIPTION OF ENVIRONMENT 1-22
3.1 Physiography
3.2 Geology and Soil
3.3 Seismicity
3.4 Land Use Pattern 3.5 Hydrology/Drainage (ToR No. xx)
3.5.1 Drainage
3.5.2 Ponds & Water Reservoir
3.6 Climate & Meteorology, (ToR No. xii)
3.6.1 Climate and Seasons 3.6.2 Temperature
3.6.3 Relative Humidity
3.6.4 Rainfall
3.6.5 Cloud Cover
3.6.6 Wind Speed
3.6.7 Weather Phenomena
3.7 Air, Water and Noise Environment, (ToR No. xiii)
3.7.1 Ambient Air Quality
3.7.2 Monitoring of Water Quality
3.7.3 Monitoring of Noise Level
3.8 Biological Environment
3.8.1 Local Flora 3.8.2 Local Fauna
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3.8.3 National Parks, Wildlife Sanctuaries & Biosphere Reserve
3.9 Amenities, Cultural and Religious Properties – (xxvi)
3.9.1 Religious Properties
3.9.2 Educational Institution
3.9.3 Medical Amenities
3.10 Communities Properties
3.10.1 Hand Pump
3.10.2 Tube Wells 3.11 Other Amenities
3.11.1 Petrol Pump
3.11.2 Restaurant and Dhaba
3.12 Recreation Resources
3.13 Cultural Heritage Sites (Archeological and Historical Monuments)
3.14 Key Environmental Features
CHAPTER – 4 ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 1-16
4.1 Positive Impacts
4.1.1 Transportation
4.1.2 Public Amenities
4.2 Negative Impacts
4.3 Potential Impacts
4.3.1 Physical Environment
4.3.2 Biological Environment
4.3.3 Social Environment (ToR No. xxxii)
4.4 Impacts During Design Phase
4.4.1 Impact on Land Resources
4.4.2 Impact on Biological Resources
4.4.3 Impact on Water Resources (ToR-No. xxix) 4.5 Impact During Construction Phase
4.5.1 Impacts on Geology
4.5.2 Impacts on Soil
4.5.3 Impacts on Land-Use
4.5.4 Impacts on Drainage
4.5.5 Impacts on Water Use
4.5.6 Impacts on Water Quality 4.5.7 Impacts on Air Quality
4.5.8 Impacts on Noise Quality
4.5.9 Impacts on Local Flora
4.5.10 Impacts on Local Fauna
4.5.11 Impacts on Solid Wastes
4.5.12 Impacts on Social Aspects
4.5.13 Rehabilitation and Resettlements
4.5.14 Impacts on Construction Camps
4.5.15 Impacts on Site Office
4.5.16 Impacts on Safety Aspects
4.6 Positive Impacts during Construction Phase
4.7 Impacts During Operation Phase
4.7.1 Land Use & Encroachment
4.7.2 Impact on Drainage & Water Quality
4.7.3 Impact on Air quality 4.7.4 Noise Level
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4.7.5 Flora & Fauna
4.8 Without Project (No Investment Program)
4.9 With Project (Investment Program)
4.10 Alternative Alignments
CHAPTER - 5 ANALYSIS OF ALTERNATIVES 1-3
CHAPTER -6 PUBLIC INVOLVEMENT AND DISCLOSURE 1-6
6.1 Selection of Stakeholders 6.2 Interview with Stakeholders
6.3 Method of Information and Dissemination
6.4 Continued Consultation and Participation
6.5 Land Acquisition : ToR No. (xxxvi)
6.6 Corporate Social Responsibility : ToR No. (xxxvii)
CHAPTER – 7 ENVIRONMENTAL MONITORING PLAN AND 1-14
IMPLEMENTATION ARRANGEMENT
7 .1 Environmental Monitoring Plan
7.2 Performance Indicators (PIs) 7. 2.1 Ambient Air Quality (AAQ) Monitoring
7.2.2 Water Quality Monitoring
7.2.3 Noise Level Monitoring
7.2.4 Greenbelt Development/Afforestration Programme (ToR No. vii)
7.2.5 Erosion Potential
7.2.6 Provision of Safety Measures - Construction Period, (ToR No. xxvii)
7.2.7 Sanitation and Wastes Disposal – Asphalts 7.3 Environmental Monitoring Programme
7.4 Institutional/ Implementation Arrangements 7.4.1 Institutional/Implementation Arrangements
7.4.2 Progress Monitoring and Reporting Arrangements
7.4.3 Training
7.4.3.1 Training Need
7.4.3.2 Training Components
7.4.3.3 Training Programme
7.5 Environmental Monitoring Cell (EMC)
7.6 Environmental Management -Budgets
CHAPTER- 8 ENVIRONMENTAL MANAGEMENT PLAN 1-14
8.0 Introduction
8.1 Collaborating in Designing Mitigation Measures 8.2 Implementation of EMP
8.3 Environmental Management Plan
CHAPTER -9 OCCUPATYIONAL HEALTH, SAFETY AND ENVIRONMENT 1-8
9.1 Environmental Health and Safety Policy
9.2 Safety Responsibilities
9.3 Safety Principles
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9.4 Industrial Hygiene
9.4.1 Analysis of Industrial Hygiene 9.4.2 General Safety
9.4.3 Maintenance and Construction Safety
9.5 Post Accident Emergency Assistance and Medical Care, (ToR No. xxxiv)
9.5.1 Emergency Situation – Fire
9.5.2 Emergency Situation – Spill
9.5.3 Medicare Care
9.6 Risk Analysis
CHAPTER – 10 CONCLUSIONS AND RECOMMENDATIONS 1-2
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LIST OF TABLES
Table – 1.0: Compliances of Terms of Reference (ToR)
Table – 2.1: Project Physical Features
Table – 2.2 : Basic Cultural and Environmental Features
Table – 2.3: Geometric Design Standards
Table – 2.4 : List of Proposed Service Road
Table – 2.5 : Major Intersections
Table – 2.6 : Vehicular Underpass
Table – 2.7 (a) : Proposed Pedestrian Underpasses
Table – 2.7 (b) : Proposed Foot Over Bridge
Table – 2.8 : Proposed Bus Bays
Table – 2.9 : Proposed Truck Lay Byes
Table – 2.10 : New Proposed Additional Major Bridges
Table – 2.11 : New Minor Bridges
Table – 2.12 : New Minor Bridges on Service Road
Table – 2.13: Minor Bridges where Widening Proposed
Table – 2.14 : New Rail Over Bridges (ROBs)
Table – 2.15 (a) & (b) Accident Severity Indices (ASI)&Value for Std. deviation & Threshold
value
Table – 2.16 : Borrow Locations
Table – 2.17: Quarry Locations
Table – 2.18 : Details of Water Consumption for the Project
Table – 2.19: Estimated quantity of Road Construction Material
Table – 2.20 : Estimation of Project Cost
Table – 3.1: Land use pattern
Table – 3.2: River and Irrigation Canal
Table – 3.4 : Meteorological Data
Table– 3.5 : List of Flora
Table– 3.6 : Trees along Project Road
Table– 3.7: Forest Cover
Table– 3.8: Reserve Forest
Table – 3.9: Mammals and Birds
Table – 3.10 : Religious and Cultural Properties
Table – 3.11: Educational Institutions
Table– 3.12 : Medical Amenities
Table– 3.13: Hand Pump
Table– 3.14 Tube well
Table – 3.15 : Petrol Pump
Table – 3.16 : Road Side Dhaba/Restaurant
Table – 4.1: Environmental Impact Matrix
Table – 4.2: Construction Details of Rain Water harvesting system
Table – 5.1: Analysis of Alternative
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Table – 6.1: Details of Public Consultation
Table – 6.2: People Perception about Environment
Table – 7.0: Noise Level Standard
Table – 7.1 Safety Measures
Table – 7.2: Environmental Monitoring Programme
Table – 7.3 Environmental Management Budget
Table – 8.1: Environmental Management Plan (EMP) for Udaipur to Ahmedabad
Table –9.1 : Anticipated Hazards – Civil Construction
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LIST OF FIGURES
Figure – 1.1 Project Location
Figure – 3.1 Physical Map
Figure – 3.2: GSHAP Hazard Map of Project Site
Figure – 3.3: Land use pattern along Project Road
Figure – 3.4: River and Irrigation Canal Along the project Road
Figure – 3.6: Forest Patches along Project Road
Figure – 3.7: National Park and Wildlife Sanctuaries with respect to Project Road
Figure– 3.5: Locations of Forest Division
Flow Chart – 2.1: Monitoring Framework for Road Safety Improvement Programme
Flow Chart – 7.1: Implementation Arrangements
Flow Chart – 7.2: Environmental Monitoring Cell (EMC)
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ANNEXURES
Annexure -1 List of Trees - (Udaipur – Ahmedabad)
Annexure -11 Meteorological Data
Annexure -111 Land Use Pattern.
Annexure -1V Notifications of Supreme Court Order
Annexure - V Ancient Monuments and archaeological Sites (A&V) Act- 2010.
Annexure - VI Land Acquisition
Annexure - VII Topographical Map of Environmental Features In Ten km Radius
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APPENDIX
Appendix – I : Accident Data
Appendix – II : Terminology
Appendix – II : Abbreviation
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 1 of 8
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CHAPTER – 1
INTRODUCTION
1.1 Preamble
National Highways Authority of India (NHAI), has been entrusted by the Ministry of Road
Transport & Highways, Government of India with the task of the capacity augmentation of the
existing 4- lane divided highways to 6- lane divided highway under DBFO scheme. The Authority
(NHAI) has identified the road, Udaipur to Ahmadabad, section of NH-8 for existing four lanes to
six lane up-gradations. This will fulfill the capacity augmentation of safe and efficient movement of
traffics and provide basic accessibility to urban and rural section for mounting socio-economic
development.
NHAI has assigned the consultancy services for carrying out preparation of Feasibility Report (FR)
and Tender Document to M/s Consulting Engineering Services (India) Private Limited (CES). As a
part of the Feasibility Report, Environmental Impact Assessment (EIA) study has been carried-out
for this section to find out environmental impacts on physical, biological & social environment due
to widening and up-gradation activities and to develop an Environmental Management Plan (EMP)
for sound management and to avoid environmental damage to ecosystem and environment during
the construction process.
1.2 Perception
For the purpose of project preparation, various corridors have been divided into convenient sections,
selected on the basis of traffic generation and attraction potential, geographic location and other
considerations. NHAI has the mandate to implement the National Highway Development Project
(NHDP). The NHDP is under implementation in the following phases.
� Phase I: Approved in December 2000, at an estimated cost of INR 300 Billion, it included the
Golden Quadrilateral (GQ), portions of the NS-EW Corridors, and connectivity of major
ports to National Highways.
� Phase II: Approved in December 2003, at an estimated cost of INR 343 Billion, it included
the completion of the NS-EW corridors and another 486 km (302 mi) of highways.
� Phase IIIA: This phase was approved in March 2005, at an estimated cost of INR 222
Billion, it includes an upgrade to 4-lanes of 4,035 km (2,507 mi)of National Highways.
� Phase IIIB: This was approved in April 2006, at an estimated cost of INR 543 Billion, it
includes an upgrade to 4-lanes of 8,074 km (5,017 mi) of National Highways.
� Phase V: Approved in October 2006, it includes upgrades to 6-lanes for 6,500 km (4,000 mi),
of which 5,700 km (3,500 mi) is on the GQ. This phase is entirely on a DBFO basis.
� Phase VI: This phase, approved in November 2006, will develop 1,000 km (620 mi) of
expressways at an estimated cost of INR 167 Billion.
� Phase VII: This phase, approved in December 2007, will develop ring-roads, bypasses and
flyovers to avoid traffic bottlenecks on selected stretches at a cost of INR 167 Billion.
1.3 Proposed Project (ToR No-ii)
The report deals with the Package No: NHDPV/MC-II/BOT/DPR/10 under the Phase – V of
NHDP. The proposed project, NH-8 starts from km 287+000 at Kaya village in Udaipur district,
Rajasthan and last at km 509.295 in Valad village, Gandhinagar district, Rajasthan. The project road
section is to be developed as a partially access controlled highway.
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 2 of 8
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Total length of project road is 222.295 km, out of which 101.180 km falls in Rajasthan and 121.115
km falls in Gujarat state.
The project road traverses through four districts i.e Udaipur & Dungarpur in Rajasthan and
Sabarkantha & Gandhinagar in Gujarat. The major urban stretches along the project highway are
Rikhabdev, Khairwara, Ratanpur, Samlaji and Himatnagar. The project road does not pass through
any wildlife sanctuaries, CRZ area and eco- sensitive area notified under section -3 of the E (P) Act,
1986. Although, Reserve Forest falls along the project route at Rikhabdev, Ratanpur, Shamlaji and
Raigarh. The land for the diversion of RF is estimated : 9.3055 Hectare in Udaipur district and 11.29
Hectare in Dungarpur district.
The ROW of existing road is varies from 37.5 to 120 meter whereas proposed for up-gradation to
six lanes is 60 m along the project road and 100 meters at Toll Plaza. It is proposed for total 17
vehicular underpass, 31 number of cattle underpass, 3 number of new 3- lane ROB for safety of road
– users and uninterrupted movement of traffics on highways.
The proposed project is Category “A” project as per Ministry of Environment and Forest (MoEF)
notification dated 14th September 2006 and amendment dated 1st December 2009. Accordingly, the
EAC of MoEF has provided additional ToR for carrying out further EIA study after the meeting
held on June 23th/24th 2011 during 102th Meeting of Expert Appraisal Committee for building /
construction projects/ township and Area Development Projects, coastal Regulation Zone,
Infrastructure Development and Miscellaneous project.
(ToR No- iii)
There is/are no litigation pending against the proposed project and /or any directions or orders
passed by any court of law/any statutory authority.
1.4 Project Location :
The geographical location of the project road is illustrated in Figure-1.1.
1.5 Need for the Project
The project road, NH-8 is directly linked to Udaipur, Dungarpur, Sabarkantha, Gandhinagar and
Ahmedabad district in its route. The state highway, SH-5 linked with national highways at
Shamlaji that access to the Godhra and Baroda city. Moreover, the NH-8 is accessible with major
settlements living in remote area. Therefore, the route of NH-8, encounters high traffic intensity
and traffic volume and annual compound rate of growth (ACRG) of 10-11 percent. The existing
four lane stretch which is in use for the present traffic load has brought into focus that mere
improvement in riding quality is not enough. Provision of additional facilities particularly those
having a bearing on safety aspects are equally important. From safety point of view as well as growing traffic requirements, a smooth uninterrupted flow of traffic through this corridor was felt
necessary. Hence, the widening and improvement of the existing 4-lane stretch to a fully fledged 6-
lane divided carriageway has been proposed.
1.6 Scope of the Study (approved by MoEF)
For conducting EIA study, the Terms of Reference (TOR) have been approved by MoEF in The
contents TOR letter are reproduced along with its point wise compliance in Table - 1.1.
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TABLE - 1.1 : COMPLIANCES OF TERMS OF REFERENCE (ToR)
Sl. No. Activity Compliance Status
i The proposal indicates the acquisitioned of 46.6292 ha forest land.
Necessary stage-1 forestry clearance shall be obtained as per OM
dated 31.03.2011 and submitted along with Final EIA report.
Noted; Stage – 1, Forestry
Clearance is still under
process.
ii Examine and submit a brief description of the project, project name,
nature, size, its importance to the region/state and the country.
Para : 1.3 of Chapter -1
iii Any litigation(s) pending against the proposed project and/or any
directions or orders passed by any court of law/any statutory
authority against the project is to be detailed out.
Para : 1.3 of Chapter -1
iv Submit detailed alignment plan, with details such as nature of terrain
(plain, rolling, hilly), land use pattern, habitation, cropping pattern,
forest area, environmentally sensitive places, mangroves, notified
industrial areas, sand dunes, sea, river, lake, details of villages,
teshils, districts and states, latitude and longitude for important
locations falling on the alignment by employing remote sensing
techniques followed by ground truthing and also through secondary
data sources.
Para : 2.6 of Chapter -2
v Describe various alternatives (including that for route alignment)
considered, procedures and criteria adopted for selection of the final
alternative with reasons
Chapter : 5.
vi Submit Land use map of the study area to a scale of 1:25,000 based
on recent satellite imagery delineating the crop lands (both single
and double crop), agricultural plantations, fallow lands, waste lands,
water bodies, built-up areas, forest area and other surface features
such as railway tracks, ports, airports, roads, and major industries
etc. and submit a detailed ground surveyed map on 1:2000 scale
showing the existing features falling within the right of way (RoW)
namely trees, structures including archeological & religious,
monuments etc. if any.
Land-use map to a scale of
1:25000 and Ground
Survey Map to a scale of
1:2000 shall be produced in
Final EIA report.
vii It is indicated that 18830 trees are proposed to be cut, the
information should be provided about their Species and whether it
also involved any protected or endangered species. Necessary green
belt shall be provided on both side of the highway with proper
central verge and cost provision should be made for regular
maintenance.
Para :7.2.4 of Chapter 7.
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TABLE - 1.1 : COMPLIANCES OF TERMS OF REFERENCE (ToR)
Sl. No. Activity Compliance Status
viii The proposed route is passing through any a city/town, with houses
and human habitation on the either side of the road, the necessary
provision of bypasses/diversion /underpasses shall be examined and
submitted. The proposal should also indicate the locations od
wayside amenities, which should include petrol station/service
center, rest area including conveyance etc.
Para : 2.8 of Chapter 2
ix Submit details about measures taken for the pedestrian safety and
construction of underpass and foot-over bridges along with flyovers
and interchanges.
Para : 2.8 of Chapter 2
x Access whether there is a possibility that the proposed project will
adversely affect road traffic in the surrounding area (e.g. causing
increase in traffic congestion and traffic accidents)
Para : 2.8 of Chapter 2
xi Examine and submit the details of sand quarry, borrow area and
rehabilitation.
Para :2.13 of Chapter- 2
xii Examine in detail the climate and meteorology of the area (max and
min temperature, relative humidity, rainfall, frequency of tropical
cyclone and snow fall); the nearest IMD meteorological station from
which climatological data have been obtained to be indicated
Para : 3.6 of Chapter-3.
xiii. The air quality monitoring should be carried out as per the new
notifications issued on 16th November, 2009.
Para 3.7 of Chapter -3.
xv. Identify project activities during construction and operation phases,
which will affect the noise levels and the potential for increased
noise resulting from this project. Discuss the effect of noise levels
on nearby habitation during the construction and operational phases
of the proposed highway. Identify noise reduction measures and
traffic management strategies to be deployed for reducing the
negative impact at critical locations if any. Prediction of noise levels
should be done by using mathematical modeling at different
representative locations.
Chapter - 4
xvi. Examine the impact of the project during the construction phase due
to generation of fugitive dust from crusher units, air emissions from
hot mix plants and vehicles used for transportation of materials and
prediction of impact on ambient air quality using appropriate
mathematical model, description of model, input requirement
including ARA/ CPCB emission factors and on site meteorological
Chapter-4
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TABLE - 1.1 : COMPLIANCES OF TERMS OF REFERENCE (ToR)
Sl. No. Activity Compliance Status
parameters ) and reference of derivation, distribution of major
pollutants and presentation in tabular form for easy interpretation
shall be carried out.
xvii. Also examine and submit the details about the protection to existing
habitations from dust, noise, odour etc. both during construction and
operation stages.
Chapter – 4.
xviii. If the proposed route involves cutting of earth, the details of area to
be cut, depth of cut, locations, soil type, volume and quantity of
earth and other materials to be removed with location of disposal/
dump site along with necessary permission.
Para 2.19 of Chapter-2.
xix If the proposed route is passing through low lying areas, details of
fill materials and initial and final levels after filling above MSL,
should be examined and submit.
Para 2.17 of Chapter-2.
xx Examine and submit the water bodies including the seasonal ones
within the corridor of impacts along with their status, volumetric
capacity, quality likely impacts on them due to the project.
Para 3.5 of Chapter -3
xxi Examine and Submit the details of water quality required and
sources of water including water requirements during the
construction stage with supporting data and also classifications of
ground waterbased on the CGWA classifications.
Para 2.14 of Chapter -2
xxii Examine and submit expected fuel savings due to the project. Para 2.20 of Chapter-2.
xxiii Examine and submit the details of the criteria followed by NHAI/
implementing agency to assess the necessity of providing
FOBs/Underpass/ by pass/ service ducts etc.
Para : 2.8 of Chapter 2
xxvi Institutional frame work for the review of accidents and plan for
corrective measures.
Para 2.11.4 of Chapter-2.
xxv Examine and submit the legal frame work to tackle the illegal
encroachments along the highway.
Para 2.16 of Chapter -2
xxvi Sensitive buildings such as academic institutions, hospitals etc just
adjacent to the highway shall be inventorised and examine submit
mitigation measures/ traffic safety measures.
Para : 2.11.2 of Chapter-2
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TABLE - 1.1 : COMPLIANCES OF TERMS OF REFERENCE (ToR)
Sl. No. Activity Compliance Status
xxvii Examine and submit the details of measures taken during
constructions of bridges across river/canal/major or minor drains
keeping in view the flooding of the rivers and the life span of the
existing bridges. Provision of speed breakers, safety signals, service
lanes and foot paths should be examined at appropriate locations
throughout the proposed road to avoid the accidents.
Para 7.2.6 of Chapter of
Chapter- 7.
xxviii If there will be any change in the drainage pattern after the proposed
activity, details of changes shall be examined and submitted.
Para -2.18 of Chapter-2.
xxix Rain water harvesting pit should be at least 3 - 5 m. above the
highest ground water table. Provision shall be made for oil and
grease removal from surface runoff.
Para : 4.4.3 of Chapter -4.
xxx Submit the details of road safety, signage, service roads, vehicular
under passes, accident prone zone and the mitigation measures.
Para 2.11.5 of Chapter-2.
xxxi IRC guidelines shall be followed for widening & up-gradation of
road.
Noted
xxxii Submit details of social impact assessment due to the proposed
construction of road.
Para 4.3.3 of Chapter- 4.
xxxiii Examine road design standards, safety equipment specifications and
Management System training to ensure that design details take
account of safety concerns.
Para 2.11 of Chapter- 2.
xxxiv Accident data and geographic distribution should be reviewed and
analyzed to predict and identify trends? In case of expansion of the
existing highway and provide Post accident emergency assistance
and medical care to accident victims.
Para 9.5 of Chapter-9.
Annexure- 1.
xxxv If the proposed project involves any land reclamation, details to be
provided for which activity land to reclaim and the area of land to be
reclaimed.
Para 2.21 of Chapter-2.
xxxvi Details of the properties, houses, businesses etc. activities likely to
be effected by land acquisition and their financial loses annually. Para 6.5 of Chapter- 6.
xxxvii Detailed R&R plan with data on the existing socio-economic status
of the population in the study area and broad plan for resettlement of
the displaced population, site for the resettlement colony, alternative
livelihood concerns/employment and rehabilitation of the displaced
Para 6.6 of Chapter- 6.
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TABLE - 1.1 : COMPLIANCES OF TERMS OF REFERENCE (ToR)
Sl. No. Activity Compliance Status
people, civil and housing amenities being offered, etc and the
schedule of the implementation of the project specific.
xxxviii Submit details of Corporate Social Responsibility (CSR). Necessary
provisions should be made in the budget and clearly delineated.
Compensation should be
given to all PAPs. The
detail shall be Provided in
Final EIA
xxxix Estimated cost of the project including environmental monitoring
cost and funding agencies, whether governmental or on the basis of
BOT etc and provide details of budget provisions (capital &
recurring) for the project specific R&R Plan.
Para 2.22 of Chapter -2.
xl Submit environmental management and monitoring plan for all
phases of the project viz. construction and operation.
Chapter -7.
General Conditions
i
The EIA document shall be printed on both sides, as for as possible. Noted and Complied
ii The status of accreditation of the EIA consultant with NABET/QCI
shall be specifically mentioned. The consultant shall certify that his
accreditation is for the sector for which this EIA is prepared.
Noted. Name of Consultant
is mentioned in report.
iii On the front page of EIA/EMP reports, the name of the
consultant/consultancy firm along with their complete details
including their accreditation, if any shall be indicated. The
consultant while submitting the EIA/EMP report shall give an
undertaking to the effect that the prescribed TORs (TOR proposed
by the project proponent and additional TOR given by the MoEF)
have been complied with and the data submitted is factually correct
(Refer MoEF office memorandum dated 4th August, 2009).
Noted and Complied
vi While submitting the EIA/EMP reports, the name of the experts
associated with/involved in the preparation of these reports and the
laboratories through which the samples have been got analysed
should be stated in the report. It shall clearly be indicated whether
these laboratories are approved under the Environment (Protection)
Act, 1986 and the rules made there under (Please refer MoEF office
memorandum dated 4th August, 2009). The project leader of the
Noted and Complied.
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TABLE - 1.1 : COMPLIANCES OF TERMS OF REFERENCE (ToR)
Sl. No. Activity Compliance Status
EIA study shall also be mentioned.
v All the TOR points as presented before the Expert Appraisal
Committee (EAC) shall be covered.
Public hearing to be conducted in all the Districts separately for the
project as per provisions of Environmental Impact Assessment
Notification, 2006 as amended in 2009 and the issues raised by the
public should be addressed in the Environmental Management Plan.
Any further clarification on caring out the above studies including
anticipated impacts due to the project and mitigative measure,
project proponent can refer to the model ToR available on Ministry
website : http://moef.nic.in/Manual/highways.
Noted and Complied.
1.7 STRUCTURE OF THE REPORT
The structure of EIA report complete with necessary details tables, drawings and annexes is as
follows:
Chapter-1 : Introduction
Chapter-2 : Project Description
Chapter-3 : Description of Environment
Chapter-4 : Potential Environmental Impacts and Mitigation Measures
Chapter-5 : Analysis of Alternative
Chapter-6 : Public Involvement and Disclosure
Chapter-7 : Environmental Monitoring Plan & Implementation Arrangement
Chapter-8 : Environmental Management Plan
Chapter-9 : Occupational Health, Safety and Environment
Chapter-10 : Conclusion
Annexure -1 : List of Trees - (Udaipur – Ahmedabad)
Annexure -11 : Meteorological Data
Annexure -111 : Land Use Pattern.
Annexure -1V : Notifications of Supreme Court Order
Annexure - V : Ancient Monuments and archaeological Sites (A&V) Act- 2010.
Annexure - VI : Land Acquisition
Annexure - VII : Topographic Map 10 km Radius
Appendix – I : Accident Data
Appendix – II : Terminology
Appendix – II : Abbreviation
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CHAPTER – 2
PROJECT DESCRIPTION
2.1 General Project Description (ToR No. ii)
The project road is the section of National Highway-No-8.
The project road, Udaipur-Ahmedabad, NH-8, starts from Kaya, km 287.000 and ends at Valad, km
509.295 of NH-8, which traverses through four districts i.e Udaipur & Dungarpur in Rajasthan and
Sabarkantha & Gandhinagar in Gujarat.The total length of the project road is 222.295 km, out of
which 101.180 km falls in Rajasthan and 121.115 km falls in Gujarat State. Khairwara, Shamlaji,
Himatnagar, Prantiz are major urban area falling along the project Highway.
The Project Highway is intersected by number of State Highways (SH), Major District Roads
(MDR), and Other District Roads (ODR). The Project Highway has railway lines at three locations.
The highway, in its influence area serves as the main arterial road on which small traffic streams
merge at different locations from the northern and southern side of the Project Highway. It also
crosses through various natural features along its route falling hilly train and reserve forest. The
major section of RF falls in Ratanpur village whereas Rikhavdev, Raigarh and Urbana village have
minor section of RF along its route. Although, major hilly part fall in the section of Shamalaji.
The project road constitutes a Corridor under the phase –V of NHDP with the objective for
widening to make the carriageway worthy for six -lane traffic on existing 4-lane of NH-8. The
improvement proposals will have to be tailored to meet the expected transport demand, be easily
constructible and be economically/commercially viable.
2.2 Project Highlights
The existing and proposed features of the project road are described in Table-2.1.
Table-2.1: Project Physical Features
Sl
No.
Particulars
Existing Features Proposed Features
1 Road stretch Udaipur to Ahmedabad Section of NH-8
2 Road length 222.295 km 222.295 km
3 Start point Km 287.000; Kaya Km 287.000; Kaya
4 End point Km 509+295; Ahmedabad Km 509+295; Ahmedabad
5 Carriageway Existing carriageway is four lane;
about 8.5 m wide bituminous
surface including paved shoulder
on both sides of the median
Proposed carriageway would be
Six-lane; about 12 m wide
bituminous surface including paved
shoulder on both side of median.
6 Speed Avg. 80 to 100 kmph Avg. 80 to 100 kmph
7 Existing ROW 37.5m to 60 m 60m to 100m
8 Bypass NIL NIL
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Sl
No.
Particulars
Existing Features Proposed Features
9 Minor Bridges 100 i) Reconstruction
(New 3-lane Bridge) : 6
ii) New Minor bridges on service
road : 31
iii) Widening : 7
10 Major Bridges 04 04
11 Culverts 505 (Pipe culvert: 386;
Slab culvert: 118;
Box culvert: 1)
505 (Pipe culvert: 387;
Slab culvert: 118)
12 Vehicular Underpass NIL 17
13 Pedestrian &Cattle
Underpass
NIL 31
14 Major Junction 14 14
15 Minor Junction 254 254
17 Railway Crossing /
ROB
04 i) New 3 lane ROB: 3
ii) Repair/ Rehabilitation : 1
18 Truck lay bye NIL 20
19 Bus Bays 64 68
20 Toll Plaza 4 3
21 Flyover 01 i) New 6 lane Flyover: 18
ii) New 3 lane Flyover: 1
iii) Repair/ Rehabilitation : 1
2.3 Basic Environmental Features
Basic cultural and natural features along the project road are detailed- out in Table - 2.2
Table -2.2 : Basic Cultural and Environmental Features
Sl. No. Particulars Environmental Features of Project Site
State en-route Rajasthan & Gujarat
Districts en-route Two districts of Rajasthan, viz. Dungarpur and Udaipur .
Two Districts of Gujarat, viz. Sabarkantha and
Gandhinagar.
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Sl. No. Particulars Environmental Features of Project Site
Village:
Rajasthan: Kaya, Barapal, Borikuan, Gojya, Tidi,
Paduna, Baran, Parsad, Parai, Pipli Chak B, Pipli Chak A,
Kalaliya Kad, Kalawato ka fala, Gadawat Gorba, Thana
Dhulev, Dhulev, Kanuwada, Bhauwa, Mandwa Fala
Kagdar, Bhatya Fala, Khandi Obri Nichla Fala, Khandi
Obri Upla Fala, Banjariya, Kherwara Chaoni, Badla,
Mothly, Palvarda, Bhuwali, Garduna, Shishod, Pal
Borwala, Amjhara, Barothi, Nayagaon, Bichiwada,
Dhamod, Lehna, Khajuri, Ratanpur.
Gujarat: Ansol, Kadvad, Pahadiya, Oddha, Chapra,
Rangpur, Karcha, Nava Gaon, Venpur, Shamlaji,
Rudaradi, Bhawanpur, Shamalpur, Khari, Napada, Asal,
Gadadhar, Sunokh, Votada, Davli, Hirapur, Gambhirpura,
Javanpur, Raigarh, Jawangarh, Nawalpura, Mathasulia,
Sarwana, Gambhoi, Takhatpur, Karanpur, Veerwada,
Gamdi, Berna, Kankrol, Motipura, Piplodi, Boriya,
Hazipur, Dalpur, Salal, Rasulpur, Pogalu, Prantij,
Kamalpur, Oran, Tajpur, Majara, Chandrala, Chala,
Dhanap, Dasela, Motisiholi, Chiloda, Prantiya, Valad,
Ranasan, Lavarpur, Peerojpur, Nimbdiya.
Tehsil: Rajasthan: Girva, Sarada, Kherwara and Dungarpur
Gujarat: Bhiloda, Modasa, Himatnagar, Prantij &
Gandhinagar.
District: This section of NH-8 in the state of Rajasthan and Gujarat
is passing through four districts i.e.
Rajasthan: Udaipur and Dungarpur.
Gujarat: Sabarkantha and Gandhinagar.
RF Patches At 12 locations; It covering to Rikhabdev, Ratanpur,
Shamlaji, Raigarh.
RF involved in ha 20.5955 Ha
Water Bodies & wetlands River- 5; Irrigation Canal-7, (2- Main canal and 5 –
distriburies of Main canal ); Ponds - 5
Terrain Out of the total 222.295 km, 101.180 km falls in Rajasthan
state where the terrain is rolling and hilly. The balance
121.115 km lies in Gujarat State, where project road
passes through plain train.
Archeological, historical and
cultural sites
No such site has been reported in close vicinity of the
highway
Religious and Community
properties
There are 18 schools and 36 temples and 1 no of Mosque
are existed along the project road.
Total no of 2 School and 12 no of Temples are likely to be
affected due to widening process of 6- lane of existing 4-
lane highways of NH8.
Water logged area None
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Sl. No. Particulars Environmental Features of Project Site
No of existing trees
The total no. of trees noticed within 60 m width of the
project corridor from km.287.00 to 509+295 is as under:
(a) No. of trees LHS : 7055 trees.
(b) No. of trees RHS : 6774 trees.
(c) Total No. of trees :13829 trees.
2.4 Improvement Proposals
The main objective are eventually lies, retrofitting of 6-lane on existing 4-lane highway involving minimum land acquisition. The widening of highway provide widening of
carriageway, new structures, providing facilities for public amenities and improving other
elements that providing hazard – free traffic dispersal system.
The proposal for the improvement of the existing national highway includes:
� Widening of existing carriageway,
� Improvements to cross-section elements
� Improvements to horizontal alignment wherever possible (to be kept minimal as per TOR)
� Improvements to longitudinal profile,
� To make the corridor fully access controlled with modern amenities,
� Improvement of Super elevation,
� Improvements of long Sight Distance,
� Traffic Composition / Intensity,
� Pavement Composition,
� Bridges and Structures,
� To develop appropriate Drainage system,
� Strengthening of Traffic Control and Safety measures,
� Efficiency and Comfort in Vehicle movements,
� To minimize tree cutting and other negative environmental impacts,
� To minimize the social impacts,
� To develop better Aesthetics view taking Environmental constraints,
� Other important parameters being the requirement of service roads for urban/built-up
areas, traffic demand, terrain, the roadside developments, weighing stations, signal
system at busy intersection, telephone system, flyovers/ interchanges, RoBs, frequency
of toll plazas and the toll collection system etc.
2.5 Description of Improvement Scheme (ToR No. xxxi)
The improvement proposal incorporated in the design of project road is based on the guideline of
the IRC: SP: 87-2010, Specifications and Standards for 6- laning of National Highways through
Public Private Partnership.
2.5.1 Rural Sections (i) Minimum width of median – existing median width has been retained.
(ii) Width of paved carriageway on both sides of median
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a) 3-lane carriageway with each lane of 3.5 m 10.5 m
b) Median side paved strip adjacent to carriageway having same specification as
main carriageway in case of
• Raised median 0.25 m
(c) Paved shoulder on left side of the pavement having same specification as main
carriageway
• Plain and rolling terrain 1.50 m
(iii) Width of earthen shoulder
• Plain and rolling terrain 2.00 m
(iv) Side drain : Cross section shall be designed to cater for effective drainage of
estimated peak hour run off.
(v) Width of service road 7.0 m
(vi) Width of utility corridor on both sides 2.0 m
2.5.2 Urban/ Built up Sections
(i) Minimum width of median - existing median width has been retained.
(ii) Width of paved carriageway on both sides of median
(a) 3-lane carriageway with each lane of 3.5 m width 10.5 m
(b) Median side paved strip adjacent to carriageway of same specification as
main carriageway in case of
(i) Raised median 0.25 m
(c) Paved shoulder on left side of the pavement having same specification as
main carriageway
• Plain and rolling terrain 1.5 m
(iii) Width of earthen shoulder
• Plain and rolling terrain 1.50 m
(iv) Width of service road 7.0 m
(v) Minimum width of separation-island between main carriageway and service road
1.5 m
(vi) Minimum width of footpath 1.5 m
(vii) Side drain Cross section shall be designed to cater for effective drainage of
estimated peak hour run off.
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(viii) Width of utility corridor on both sides 2.0 m
The footpath shall be designed for use of pedestrians and cyclists as per site requirements.
Side drain and utility corridor can be accommodated either under footpath or separation-
island between main carriageway and service road depending upon local situation.
2.6 Geometric Design Standards – (ToR No. iv)
The project road is proposed for widening to six lane of existing 4-lane divided carriageway. The
geometric designs would be as per recommendations of “Manual of 6- laning on DBFO basis
(IRC:SP-87-2010) along with IRC:73. The design standards adopted for the project are shown in
Table 2.3.
Table 2.3: Geometric Design Standards
Sl. No. Attributes Standards Remarks
1 Design Speed 100kmph As per latest Draft 6-lane DBFO
manual.
2 Carriageway Width 10.5m
3 Paved Shoulder 1.5m
4 Earthen/Granular Shoulder 2.0m
5 Cross-fall
a) Carriageway and Paved
Shoulder
b) Earthen Shoulder\
c) Shoulder Rollover
2.5%for flexible and
2%for Rigid
Pavement
3.0%
8% Max
6 Maximum Super-elevation 7 %
7 Width of service road 7.0m
8 Footpath width 1.5 m Provided at built-up locations
9 Space for utility services in rural
stretches 2.0m
At edge of ROW limit towards
centre line of road on both sides
10 Space for utility services in urban
stretches 2.0m
At edge of ROW limit towards centre line of
road on both sides
11
Longitudinal Gradient
• Ruling Maximum
• Limiting Maximum
3.30%
5.0%
2.7 Service Roads
As a policy decision the service road has been provided on both sides of project road. As the
project road will be an access controlled facility, all the access and driveways will be connected to
service roads and no direct connection will be provided with main carriageway except at flyover
locations. The service road will be used for local traffic access to abutting properties while main carriageway will be primarily used by through traffic. The width of service road has been kept 7.0
m. A detail list of service roads along the project road are illustrated in Table : 2.4
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Table -2.4 : List of Proposed Service Road
Sl. No. Existing Chainage (km) Design Chainage (km)
Length Sides
From To From To
1. 287.400 288.000 333.585 334.185 0.600 Both
2. 288.450 289.100 334.635 335.285 0.650 Both
3. 289.450 289.650 335.635 335.835 0.200 LHS
4. 289.650 290.210 335.835 336.395 0.560 Both
5. 290.210 290.650 336.395 336.835 0.440 LHS
6. 291.350 291.950 337.535 338.135 0.600 Both
7. 295.090 296.175 341.275 342.360 1.085 RHS
8. 296.725 297.225 342.910 343.410 0.500 RHS
9. 299.600 300.000 345.785 346.185 0.400 Both
10. 300.000 300.400 346.185 346.585 0.400 RHS
11. 300.860 301.060 347.045 347.245 0.200 RHS
12. 301.060 303.100 347.245 349.285 2.040 Both
13. 303.350 303.950 349.535 350.135 0.600 Both
14. 304.500 304.700 350.685 350.885 0.200 RHS
15. 305.550 305.950 351.735 352.135 0.400 Both
16. 307.100 307.500 353.285 353.685 0.400 Both
17. 307.500 307.900 353.685 354.085 0.400 RHS
18. 308.875 309.075 355.060 355.260 0.200 RHS
19. 309.880 310.080 356.065 356.265 0.200 RHS
20. 310.180 310.380 356.365 356.565 0.200 LHS
21. 312.300 312.500 358.485 358.685 0.200 RHS
22. 314.790 315.610 360.975 361.795 0.820 Both
23. 315.610 316.000 361.795 362.185 0.390 LHS
24. 316.000 316.280 362.185 362.465 0.280 Both
25. 316.680 317.400 362.865 363.585 0.720 LHS
26. 317.850 318.050 364.035 364.235 0.200 RHS
27. 318.500 318.900 364.685 365.085 0.400 Both
28. 319.685 320.975 365.870 367.160 1.290 Both
29. 321.440 322.050 367.625 368.235 0.610 LHS
30. 322.175 323.000 368.360 369.185 0.825 Both
31. 323.000 323.425 369.185 369.610 0.425 RHS
32. 325.000 325.400 371.185 371.585 0.400 Both
33. 326.200 326.400 372.385 372.585 0.200 LHS
34. 327.000 328.000 373.185 374.185 1.000 Both
35. 328.400 328.600 374.585 374.785 0.200 RHS
36. 328.600 329.100 374.785 375.285 0.500 Both
37. 331.540 332.025 377.725 378.210 0.485 LHS
38. 332.350 332.825 378.535 379.010 0.475 Both
39. 332.825 333.500 379.010 379.685 0.675 LHS
40. 333.500 334.000 379.685 380.185 0.500 Both
41. 334.000 335.500 380.185 381.685 1.500 LHS
42. 335.600 335.750 381.785 381.935 0.150 RHS
43. 335.750 335.850 381.935 382.035 0.100 Both
44. 335.850 336.000 382.035 382.185 0.150 LHS
45. 336.000 337.000 382.185 383.185 1.000 Both
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Sl. No. Existing Chainage (km) Design Chainage (km)
Length Sides
From To From To
46. 338.700 338.790 384.885 384.975 0.090 RHS
47. 338.790 339.610 384.975 385.795 0.820 Both
48. 340.400 340.600 386.585 386.785 0.200 RHS
49. 341.100 341.500 387.285 387.685 0.400 Both
50. 341.880 342.120 388.065 388.305 0.240 RHS
51. 342.550 342.770 388.735 388.955 0.220 LHS
52. 342.770 342.970 388.955 389.155 0.200 Both
53. 342.970 343.260 389.155 389.445 0.290 RHS
54. 343.260 343.350 389.445 389.535 0.090 Both
55. 343.350 343.460 389.535 389.645 0.110 LHS
56. 343.460 343.675 389.645 389.860 0.215 Both
57. 345.975 346.175 392.160 392.360 0.200 LHS
58. 346.340 346.600 392.525 392.785 0.260 RHS
59. 346.600 347.000 392.785 393.185 0.400 Both
60. 347.000 347.100 393.185 393.285 0.100 LHS
61. 347.100 347.200 393.285 393.385 0.100 Both
62. 347.200 347.300 393.385 393.485 0.100 RHS
63. 347.300 347.650 393.485 393.835 0.350 Both
64. 347.650 347.750 393.835 393.935 0.100 RHS
65. 349.550 354.000 395.735 400.185 4.450 Both
66. 354.535 355.365 400.720 401.550 0.830 Both
67. 356.710 356.880 402.895 403.065 0.170 RHS
68. 356.880 357.400 403.065 403.585 0.520 Both
69. 357.500 357.875 403.685 404.060 0.375 LHS
70. 358.410 358.660 404.595 404.845 0.250 Both
71. 359.500 359.700 405.685 405.885 0.200 LHS
72. 359.700 359.920 405.885 406.105 0.220 RHS
73. 360.275 360.505 406.460 406.690 0.230 Both
74. 360.505 360.610 406.690 406.795 0.105 RHS
75. 360.610 360.975 406.795 407.160 0.365 Both
76. 362.690 363.510 408.875 409.695 0.820 Both
77. 364.550 364.650 410.735 410.835 0.100 LHS
78. 365.050 365.200 411.235 411.385 0.150 RHS
79. 366.310 366.710 412.495 412.895 0.400 Both
80. 367.150 367.350 413.335 413.535 0.200 RHS
81. 368.000 368.200 414.185 414.385 0.200 RHS
82. 368.200 368.600 414.385 414.785 0.400 Both
83. 368.600 368.850 414.785 415.035 0.250 RHS
84. 369.500 369.900 415.685 416.085 0.400 Both
85. 371.250 371.450 417.435 417.635 0.200 RHS
86. 373.275 373.475 419.460 419.660 0.200 LHS
87. 373.475 377.915 419.660 424.100 4.440 Both
88. 387.260 388.180 433.445 434.365 0.920
Both Side
LHS - 2 x 3.5m
RHS - 4 x 3.5m
89. 388.180 389.000 434.365 435.185 0.820 Both
90. 389.630 389.830 435.815 436.015 0.200 Both
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Sl. No. Existing Chainage (km) Design Chainage (km)
Length Sides
From To From To
91. 390.600 390.800 436.785 436.985 0.200 RHS
92. 391.250 391.450 437.435 437.635 0.200 LHS
93. 391.760 392.000 437.945 438.185 0.240 Both
94. 392.300 392.750 438.485 438.935 0.450 Both
95. 393.530 393.700 439.715 439.885 0.170 RHS
96. 395.000 399.000 441.185 445.185 4.000 Both
97. 399.950 401.200 446.135 447.385 1.250 Both
98. 401.500 401.700 447.685 447.885 0.200 RHS
99. 403.250 403.650 449.435 449.835 0.400 Both
100 405.100 405.500 451.285 451.685 0.400 Both
101. 405.500 406.150 451.685 452.335 0.650 RHS
102. 406.825 407.025 453.010 453.210 0.200 LHS
103. 408.500 409.600 454.685 455.785 1.100 Both
104. 410.490 410.690 456.675 456.875 0.200 RHS
105. 412.050 412.250 458.235 458.435 0.200 LHS
106. 413.460 413.660 459.645 459.845 0.200 LHS
107. 416.000 416.840 462.185 463.025 0.840 LHS
108. 416.840 419.300 463.025 465.485 2.460 Both
109. 420.235 421.700 466.420 467.885 1.465 Both
110. 421.800 424.000 467.985 470.185 2.200 Both
111. 424.550 424.750 470.735 470.935 0.200 RHS
112. 426.270 426.670 472.455 472.855 0.400 Both
113. 429.700 430.100 475.885 476.285 0.400 Both
114. 431.600 433.000 477.785 479.185 1.400 Both
115. 434.650 434.700 480.835 480.885 0.050 RHS
116. 434.700 435.100 480.885 481.285 0.400 Both
117. 435.400 435.600 481.585 481.785 0.200 RHS
118. 437.750 437.950 483.935 484.135 0.200 RHS
119. 440.275 440.475 486.460 486.660 0.200 Both
120. 442.580 448.000 488.765 494.185 5.420 Both
121. 448.000 450.000 494.185 496.185 2.000 LHS
122. 450.000 452.200 496.185 498.385 2.200 Both
123. 455.075 455.475 501.260 501.660 0.400 Both
124. 458.600 460.000 504.785 506.185 1.400 Both
125. 460.350 460.550 506.535 506.735 0.200 RHS
126. 461.540 461.740 507.725 507.925 0.200 RHS
127. 462.800 463.000 508.985 509.185 0.200 RHS
128. 464.050 464.250 510.235 510.435 0.200 RHS
129. 465.290 465.490 511.475 511.675 0.200 LHS
130. 466.000 469.500 512.185 515.685 3.500 Both
131. 471.600 471.800 517.785 517.985 0.200 LHS
132. 473.025 473.225 519.210 519.410 0.200 RHS
133. 473.225 476.000 519.410 522.185 2.775 Both
134. 477.900 477.990 524.085 524.175 0.090 RHS
135. 477.990 478.810 524.175 524.995 0.820 Both
136. 479.300 479.500 525.485 525.685 0.200 RHS
`
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 10 of 38
Document: 2007133/EC/ EIA Report Date: October, 2011
Chaper-2: Project Description Revision: R1
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Sl. No. Existing Chainage (km) Design Chainage (km)
Length Sides
From To From To
137. 480.700 481.600 526.885 527.785 0.900 Both
138. 482.850 483.050 529.035 529.235 0.200 LHS
139. 484.160 485.400 530.345 531.585 1.240 Both
140. 485.400 485.460 531.585 531.645 0.060 RHS
141. 486.820 487.020 533.005 533.205 0.200 RHS
142. 487.550 487.750 533.735 533.935 0.200 Both
143. 487.750 488.200 533.935 534.385 0.450 LHS
144. 488.200 488.400 534.385 534.585 0.200 RHS
145. 489.100 490.970 535.285 537.155 1.870 Both
146. 492.525 492.800 538.710 538.985 0.275 LHS
147. 492.800 492.950 538.985 539.135 0.150 Both
148. 494.410 496.650 540.595 542.835 2.240 Both
149. 497.700 498.340 543.885 544.525 0.640 Both
150. 499.900 500.850 546.085 547.035 0.950 Both
151. 502.250 502.650 548.435 548.835 0.400 Both
152. 503.185 505.500 549.370 551.685 2.315 Both
153. 507.950 509.295 554.135 555.480 1.345 Both
2.8 Proposed Highway Structures/ Pedestrian Safety Measures (ToR No. viii, ix, x, xxiii)
Assessment of necessary provision for FOBs/Underpass
2.8.1 Flyover:
Depending on the existing intersections and the type of traffics therein, the flyovers is proposed.
Therefore, 19 locations are selected to develop major intersections and flyovers to take the main
carriageway. The details list of Flyover is present in Table 2.5
Table - 2.5 : Major Intersections
Sl.
No.
Existing
Chainage (km)
Design Chainage
(km)
No of Intersecting
Road
Proposed Structural
Configuration Total Width (m)
1. 320.100 366.285 1 6 Lane Flyover 2x13.4
2. 336.550 382.735 1 6 Lane Flyover 2x13.4
3. 350.100 396.285 2 6 Lane Flyover 2x13.4
4. 352.260 398.445 2 6 Lane Flyover 2x13.4
5. 352.715 398.900 1 6 Lane Flyover 2x13.4
6. 354.950 401.135 2 6 Lane Flyover 2x13.4
7. 377.500 423.685 1 6 Lane Flyover 2x13.4
8. 400.583 446.768 2 3 Lane Flyover 1x13.4
9. 420.650 466.835 2 6 Lane Flyover 2x13.4
10. 432.450 478.635 2 6 Lane Flyover 2x13.4
11. 445.490 491.675 2 6 Lane Flyover 2x13.4
12. 447.010 493.195 1 6 Lane Flyover 2x13.4
13. 450.600 496.785 1 6 Lane Flyover 2x13.4
`
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 11 of 38
Document: 2007133/EC/ EIA Report Date: October, 2011
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Sl.
No.
Existing
Chainage (km)
Design Chainage
(km)
No of Intersecting
Road
Proposed Structural
Configuration Total Width (m)
14. 466.450 512.635 1 6 Lane Flyover 2x13.4
15. 468.200 514.385 1 6 Lane Flyover 2x13.4
16. 478.400 524.585 1 6 Lane Flyover 2x13.4
17. 494.900 541.085 1 6 Lane Flyover 2x13.4
18. 500.400 546.585 2 6 Lane Flyover 2x13.4
19. 508.850 555.035 2 6 Lane Flyover 2x13.4
2.8.2 Vehicular Underpasses:
The “IRC:SP:87-2010 - Manual of Specifications and Standards for Six Laning of National
Highways have made a provision to provide vehicular underpass at the intersection of Highway,
carrying an average daily traffic of more than 5000 Passenger car Units (PCUs). The detail list of
vehicular underpass proposed on the project road is mentioned in Table : 2.6
Table - 2.6 : Vehicular Underpass
Sl.
No.
Existing
Chainage (km)
Design
Chainage
(km)
Proposed
Structural
Configuration
Proposed
Structure Type
Proposed Size
(L x H) (m)
Total
Width (m)
1. 303.500 349.685 6 Lane RCC T-Girder 20 x 5.5 2x13.4
2. 315.200 361.385 6 Lane RCC T-Girder 20 x 5.5 2x13.4
3. 339.200 385.385 6 Lane RCC T-Girder 20 x 5.5 2x13.4
4. 363.100 409.285 6 Lane RCC T-Girder 20 x 5.5 2x13.4
5. 374.070 420.255 6 Lane RCC T-Girder 20 x 5.5 2x13.4
6. 398.200 444.385 6 Lane RCC T-Girder 20 x 5.5 2x13.4
7. 409.175 455.360 6 Lane RCC T-Girder 20 x 5.5 2x13.4
8. 423.300 469.485 6 Lane RCC T-Girder 20 x 5.5 2x13.4
9. 443.200 489.385 6 Lane RCC T-Girder 20 x 5.5 2x13.4
10. 451.550 497.735 6 Lane RCC T-Girder 20 x 5.5 2x13.4
11. 459.098 505.283 6 Lane RCC T-Girder 20 x 5.5 2x13.4
12. 469.055 515.240 6 Lane RCC T-Girder 20 x 5.5 2x13.4
13. 474.450 520.635 6 Lane RCC T-Girder 20 x 5.5 2x13.4
14. 481.176 527.361 6 Lane RCC T-Girder 20 x 5.5 2x13.4
15. 484.575 530.760 6 Lane RCC T-Girder 20 x 5.5 2x13.4
16. 490.560 536.745 6 Lane RCC T-Girder 20 x 5.5 2x13.4
17. 505.010 551.195 6 Lane RCC T-Girder 20 x 5.5 2x13.4
`
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 12 of 38
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2.8.3 Pedestrian Underpass
The pedestrian underpasses are proposed at 31 locations. The details list of the structure is given
in Table - 2.7(a).
Table - 2.7 (a) : Proposed Pedestrian Underpasses
Sl.
No.
Existing Chainage
(km)
Proposed Structural
Configuration
Proposed
Structure
Type
Proposed Size (L x H)
(m)
1. 287.600 6 lane RCC Box 7x3.0
2. 288.650 6 lane RCC Box 7x3.0
3. 290.010 6 lane RCC Box 7x3.0
4. 291.750 6 lane RCC Box 7x3.0
5. 299.800 6 lane RCC Box 7x3.0
6. 301.520 6 lane RCC Box 7x3.0
7. 305.750 6 lane RCC Box 7x3.0
8. 307.300 6 lane RCC Box 7x3.0
9. 318.700 6 lane RCC Box 7x3.0
10. 322.560 6 lane RCC Box 7x3.0
11. 325.200 6 lane RCC Box 7x3.0
12. 328.900 6 lane RCC Box 7x3.0
13. 332.550 6 lane RCC Box 7x3.0
14. 341.300 6 lane RCC Box 7x3.0
15. 346.800 6 lane RCC Box 7x3.0
16. 352.485 6 lane RCC Box 7x3.0
17. 357.250 6 lane RCC Box 7x3.0
18. 366.510 6 lane RCC Box 7x3.0
19. 368.400 6 lane RCC Box 7x3.0
20. 369.700 6 lane RCC Box 7x3.0
21. 387.460 6 lane RCC Box 7x3.0
22. 392.550 6 lane RCC Box 7x3.0
23. 403.450 6 lane RCC Box 7x3.0
24. 405.300 6 lane RCC Box 7x3.0
25. 419.040 6 lane RCC Box 7x3.0
26. 426.470 6 lane RCC Box 7x3.0
27. 429.900 6 lane RCC Box 7x3.0
28. 434.900 6 lane RCC Box 7x3.0
29. 455.275 6 lane RCC Box 7x3.0
30. 496.450 6 lane RCC Box 7x3.0
31. 502.450 6 lane RCC Box 7x3.0
`
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2.8.4 Overpasses/ Foot Over Bridge
The FOBs are proposed at 3 locations. The FOB shall facilitate pedestrians to cross the main
carriageway without endangering their safety as well as that of the highway users. The exact
location of FOB is given in Table -2.7(b).
Table - 2.7 (b): Proposed Foot Over Bridge
Sl.
No.
Existing Chainage
(km)
Design Chainage
(km)
1 465.530 511.715
2 477.300 523.485
3 489.620 535.805
2.8.5 Bus Bays
The 68 nos. of bus bays and bus- shelter are proposed along the project highway conforming to design standards. The list of locations is given in Table 2.8.
Table - 2.8 : Proposed Bus Bays
Sl.
No.
Existing
Chainage (LHS)
Design Chainage
(LHS)
Sl.
No.
Existing Chainage
(RHS)
Design Chainage
(RHS)
From To From To From To From To
1 287.110 287.300 333.295 333.485 1 287.110 287.300 333.295 333.485
2 296.300 296.490 342.485 342.675 2 296.300 296.490 342.485 342.675
3 304.200 304.390 350.385 350.575 3 304.200 304.390 350.385 350.575
4 309.500 309.690 355.685 355.875 4 310.180 310.380 356.365 356.565
5 312.800 312.990 358.985 359.175 5 312.800 312.990 358.985 359.175
6 316.810 317.000 362.995 363.185 6 317.500 317.690 363.685 363.875
7 326.600 326.790 372.785 372.975 7 326.600 326.790 372.785 372.975
8 329.710 329.900 375.895 376.085 8 329.710 329.900 375.895 376.085
9 337.290 337.480 383.475 383.665 9 337.100 333.290 383.285 379.475
10 338.000 338.190 384.185 384.375 10 338.000 338.190 384.185 384.375
11 378.100 378.290 424.285 424.475 11 378.100 378.290 424.285 424.475
12 389.360 389.550 435.545 435.735 12 389.830 390.020 436.015 436.205
13 393.050 393.240 439.235 439.425 13 393.050 393.240 439.235 439.425
14 397.500 397.690 443.685 443.875 14 404.340 404.530 450.525 450.715
15 404.340 404.530 450.525 450.715 15 408.100 408.290 454.285 454.475
16 408.100 408.290 454.285 454.475 16 410.300 410.490 456.485 456.675
17 410.300 410.490 456.485 456.675 17 412.900 413.090 459.085 459.275
18 412.900 413.090 459.085 459.275 18 417.000 417.200 463.185 463.385
19 418.210 418.400 464.395 464.585 19 419.300 419.490 465.485 465.675
20 419.300 419.490 465.485 465.675 20 430.300 430.490 476.485 476.675
21 430.300 430.490 476.485 476.675 21 435.200 435.400 481.385 481.585
22 435.200 435.400 481.385 481.585 22 447.100 447.290 493.285 493.475
23 449.810 450.000 495.995 496.185 23 452.200 452.390 498.385 498.575
24 453.400 453.590 499.585 499.775 24 453.400 453.590 499.585 499.775
25 456.900 457.090 503.085 503.275 25 455.600 455.790 501.785 501.975
26 463.100 463.290 509.285 509.475 26 456.600 456.790 502.785 502.975
`
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 14 of 38
Document: 2007133/EC/ EIA Report Date: October, 2011
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Sl.
No.
Existing
Chainage (LHS)
Design Chainage
(LHS)
Sl.
No.
Existing Chainage
(RHS)
Design Chainage
(RHS)
From To From To From To From To
27 465.600 465.790 511.785 511.975 27 463.100 463.290 509.285 509.475
28 473.690 473.880 519.875 520.065 28 473.500 473.690 519.685 519.875
29 475.560 475.750 521.745 521.935 29 475.250 475.450 521.435 521.635
30 479.300 479.500 525.485 525.685 30 477.700 477.900 523.885 524.085
31 487.200 487.390 533.385 533.575 31 487.750 487.940 533.935 534.125
32 491.100 491.290 537.285 537.475 32 491.290 491.480 537.475 537.665
33 503.650 503.840 549.835 550.025 33 503.310 503.500 549.495 549.685
34 506.000 506.190 552.185 552.375 34 506.300 506.490 552.485 552.675
2.8.6 Truck Lay Byes
Truck lay-byes shall be provided along the project highway conforming to design standards. The
detail list of Truck lay byes, proposed a twenty locations along the project site are given in Table
-2.9. Table - 2.9 : Proposed Truck Lay Byes
Sl.
No.
Existing Chainage
(LHS)
Design Chainage
(LHS)
Sl.
No.
Existing Chainage
(RHS)
Design Chainage
(RHS)
From To From To From To From To
1 310.800 311.200 356.985 357.385 1 310.800 311.200 356.985 357.385
2 340.600 340.960 386.785 387.145 2 340.600 340.960 386.785 387.145
3 355.700 356.060 401.885 402.245 3 355.700 356.060 401.885 402.245
4 375.500 375.860 421.685 422.045 4 375.500 375.860 421.685 422.045
5 393.900 394.260 440.085 440.445 5 417.850 418.210 464.035 464.395
6 407.100 407.460 453.285 453.645 6 458.240 458.600 504.425 504.785
7 412.250 412.610 458.435 458.795 7 470.250 470.610 516.435 516.795
8 428.450 428.810 474.635 474.995 8 476.000 476.360 522.185 522.545
9 435.600 435.960 481.785 482.145 9 478.940 479.300 525.125 525.485
10 453.800 454.160 499.985 500.345
11 458.240 458.600 504.425 504.785
2.9 River /Canal and Nala Crossing
The cross drainage structure shall be provided along project road for uninterrupted flow of river,
irrigation canal and nala.
The full width of carriageway of the new bridges are proposed as 14.45m (new 3 lane bridge with one side footpath) and 12.5m (new 3 lane bridge without footpath) between the inner edges of the
Crash barrier / Railing. The outer width of new bridges will be 15.2m and 13.4m respectively.
The overall width requirement for widening of existing bridges with strong safety barrier works out
to be 13.0m, while the value of the overall outer width works out to be (12+1.5) m where 1.5 is the
width of footpath in meters.
2.9.1 Major Bridges
`
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There are three major bridges exist across various streams on the project road. It is proposed that separate bridge structures shall not be provided and service roads on both side of the stream shall
be merged with the main carriageway at 50m distance before the bridge structure. Only two lane
new bridges are proposed on the right side of existing carriageway. The list of major bridge
proposed to be constructed is given in Table – 2.10.
Table – 2.10 : New Proposed Additional Major Bridges
Sl.
No
Bridge
No.
Existing
Chainage
(km)
Proposed
Structural
Configuration
Proposed
Structure
Type
Proposed Span
Arrangement
(c/c bridge)
(m)
Total
Width of
Structure
(m)
Length of
Bridge
(m)
Remarks
1 342/1
(RCW) 341.650
Additional 2
lane bridge
RCC T
Girder+
RCC Solid
Slab
1x10.15 (RCSS) +
1x21.30 +
1x21.40 +
2x20.30 +1x20.85
+ 1x20.05
11.7 135.0
Additional 2 lane
bridge proposed
on RHS main
carriageway
2 391/1
(RCW) 390.288
Additional 2
lane bridge
RCC T
Girder 2x26.80+3x19.50 11.7 112.1
Additional 2 lane
bridge proposed
on RHS main
carriageway
3 508/2
(LCW) 507.500
Additional 2
lane bridge
RCC T
Girder 5x21.60 11.7 108.0
Additional 2 lane
bridge proposed
on LHS main
carriageway
4 508/2
(RCW) 507.500
Additional 2 lane
bridge
RCC T
Girder 5x21.60 11.7 108.0
Additional 2 lane
bridge proposed
on RHS main
carriageway
2.9.2 Minor Bridge
There are 100 (Hundred) minor bridges exist across various streams on the project road. These
are single-span and multi-span RCC/PSC structures with Stone masonry/RCC abutment and
piers and wing walls/return walls with same materials, as abutments, on both sides. RCC/PSC T-
Girder and RCC solid slab type superstructures are present on the Project road.
In most of the minor bridge locations where service road bridge is not present, service road
bridge has been envisaged both in LHS and RHS of the main carriageway to cater for traffic
movement in the adjoining localities and at the same time to have uninterrupted traffic flow in
the high speed main carriageway.
Therefore, 6 (Six) new minor bridge, 31 (thirty one) minor bridge on service road and 7 (Seven) minor bridge is to be widened keeping in view of proposed project for widening to six lane
structure and for the safety traffics for smooth movement and to avoid congestion on highways.
The detail list of new minor bridges, new minor bridge on service road, minor bridge to be
widened is illustrated in Table – 2.11, Table – 2.12 and Table 2.13 respectively.
Table – 2.11 : New Minor Bridges
`
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Sl.
No.
Existing
Chainage
(km)
Proposed Structural
Configuration
Length of
Bridge
Total Width
of
Structure (m)
1 418.598 New 3-lane Bridge 18.0 13.40
2 419.320 New 3-lane Bridge 30.0 15.20
3 421.534 New 3-lane Bridge 36.0 13.40
4 435.250 New 3-lane Bridge 15.70 15.20
5 442.600 New 3-lane Bridge 13.0 13.40
6 504.800 New 3-lane Bridge 29.0 13.40
Table – 2.12 : New Minor Bridges on Service Road
Sl.
No.
Existing
Chainage
(km)
Proposed Structural
Configuration
Length of
Bridge
Total Width of
Structure (m)
1 287.650 New Service Lane Bridge 20 10.2
2 287.650 New Service Lane Bridge 20 10.2
3 335.050 New Service Lane Bridge 11 10.2
4 360.561 New Service Lane Bridge 13.7 10.2
5 360.850 New Service Lane Bridge 22.1 10.2
6 360.850 New Service Lane Bridge 22.1 10.2
7 375.600 New Service Lane Bridge 31.2 10.2
9 375.600 New Service Lane Bridge 31.2 10.2
10 392.346 New Service Lane Bridge 16 10.2
11 392.346 New Service Lane Bridge 16 10.2
12 418.598 New Service Lane Bridge 16.40 10.2
13 418.598 New Service Lane Bridge 18.0 10.2
14 421.534 New Service Lane Bridge 36.0 10.2
15 421.534 New Service Lane Bridge 36.0 10.2
16 432.350 New Service Lane Bridge 15.6 10.2
17 432.350 New Service Lane Bridge 15.6 10.2
18 442.600 New Service Lane Bridge 13.0 10.2
19 442.600 New Service Lane Bridge 13.0 10.2
20 459.400 New Service Lane Bridge 8 10.2
21 459.400 New Service Lane Bridge 8 10.2
22 466.800 New Service Lane Bridge 7.9 10.2
23 466.800 New Service Lane Bridge 7.9 10.2
24 467.100 New Service Lane Bridge 6.7 10.2
25 467.100 New Service Lane Bridge 6.7 10.2
26 467.650 New Service Lane Bridge 8.7 10.2
27 467.650 New Service Lane Bridge 8.7 10.2
28 490.250 New Service Lane Bridge 17 10.2
29 490.250 New Service Lane Bridge 17 10.2
30 504.800 New Service Lane Bridge 29 10.2
31 504.800 New Service Lane Bridge 29 10.2
Table – 2.13: Minor Bridges where Widening Proposed
`
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Sl.
No.
Road/ Name of
Bridge
Existing Chainage
(km)
Proposed Structural
Configuration
Length of
Bridge
Total Width
(m)
1 NH-8 322.050 Widening of Existing Bridge 40.40 15.20
2 NH-8 467.100 Widening of Existing Bridge 6.7 13.40
3 NH-8 467.100 Widening of Existing Bridge 6.7 13.40
4 NH-8 467.650 Widening of Existing Bridge 8.7 13.40
5 NH-8 467.650 Widening of Existing Bridge 8.7 13.40
6 NH-8 507.470 Widening of Existing Bridge 12.0 15.20
7 NH-8 507.470 Widening of Existing Bridge 12.0 15.20
2.9.3 Rail Over Bridges (ROBs)
ROBs shall be designed, constructed and maintained as per the requirements of Railway
authorities. The construction plans shall be prepared in consultation with the concerned railway authority. The ROBs shall be constructed and maintained by the concessionaire
under supervision of the Railways.
There are one ROB exist along the project road which exist at km 466+000. The ROB has
already 6-laned. As this structure is good in condition, therefore, no action shall be taken.
There are 3 (three) new 6-lane ROB is proposed along the project road which is detailed in
Table - 2.14.
Table – 2.14 : New Rail Over Bridges (ROBs)
2.9.4 Roadside Drain
The project road has numerous culverts and drains in service road besides the bridges. Therefore,
the project site has adequate drainage facilities.
2.10 Typical Cross-Sections
The existing 4 lane divided carriageway is to be widened to access controlled 6 lane divided
carriageway, NH-8 from Kaya (Udaipur) to Valad (Gandhinagar). The typical cross sections
subject to the Rural and Urban area are given in drawings at the end of this Chapter.
The widening of the carriageway both in rural reaches and urban areas, excluding the stretches of
realignment or eccentric widening specifically mentioned in cross section schedule shall be on the
Sl.
No. ROB/RUB
Existing
Chainage
(km)
Proposed
Structural
Configuration
Proposed Span
Arrangement
(m)
Total Length
of Structure
(m)
Total Width
of Structure
(m)
1 ROB
412/1 on NH-8 (RCW) 411.150 6 Lane ROB
2 X 7.0 + 20
(Skew) 34.0 15.2
2 ROB
423/1 on NH-8 (RCW) 422.237 6 Lane ROB 3 x 35.62 (skew) 106.86 15.2
3 ROB
431/1 on NH-8 (RCW) 430.672 6 Lane ROB
2 X 16.28 +
35.62 (Skew) 68.18 15.2
`
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outer side of the existing carriageways, in both the directions as given in typical cross section
drawings.
The interchanges/flyovers/major junctions/minor junctions shall be developed such that minimum
land acquisition is required and every effort shall be made to accommodate within existing ROW.
2. 11 Accident Details/ Traffic Management Plan (ToR No. xxxiii)
2.11.1 Accident Details
In order to identify the accident spots, accident records were collected from PIU. Data was
collected for 2 consecutive years (after opening of 4-lane) 2006-2007, as available. Accident-prone
area/hazardous locations are identified based on the study of indicator termed as Accident Severity
Index (ASI). The location is termed as accident-prone where the ASI for a particular stretch
exceeds the threshold value of ASI. The ASI for various stretches is calculated by assigning
severity weightage of 6 to fatal, 3 for serious injuries, 1 for minor injuries. Threshold values of ASI
for the whole stretch are taken as” x+1.5 δ”, where ‘x’ is the mean of ASI for the whole section
and ‘δ’ is the standard deviation from the mean value. Threshold value for the whole stretch was
estimated and the respective ASI was compared with the threshold value to identify the accident-
prone stretches.
Based on analysis of accidents for the past 2 years, it can be seen that there are six accident spots
(Kesariyaji, Kagdar, Kherwada, Bichiwada, Salal and Chiloda) where the ASI exceeds the accident
threshold value presented in Appendix: 3.19(A). The year wise ASI for various identified accident
spots are presented in the Figure 3.14. The Threshold value and ASI values for each location have
been presented in Table 3.16(a)(b) respectively. The locations indicating higher ASI values of last
2 years than threshold value were identified for implementation of proactive and remedial safety
measures. After the analysis it has been clear that Prasad is the main black spot identified on the
project corridor. Location wise proposals for improvement of Identified Black Spots are presented
in Appendix 3.19(B)
Table 2.15 (a) & (b) Accident Severity Indices (ASI)&Value for Std. deviation & Threshold value
Figure 3.14: Comparison of Accident Severity Indices
05
1015202530354045
Kesriya ji (336.5)
Kagdar (345.8)
Kherwada (352.8)
Bichiwada (374.5)
Salal (459.4)
Chiloda (495)
AS
I Valu
es
Accident Locations
Comparison of ASI Values
Fatal
Serious Inj
Minor Inj.
`
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2.11.2 Road Safety Measures and Monitoring Plan (ToR No. xxiv)
Rapid increases in vehicle in the past 3 decades have placed considerable pressure on the road
networks, their traffic and control devices, and on users of road facilities. The number of people
killed and injured in traffic accidents has been increasing steadily. The continued increase of
fatalities in road accidents are higher today and are undoubtedly inhibiting the economic and
social development of the region and adding to the poverty and hardships of the poor. Therefore, to prevent the un-foreseen accident on highways it is important to establish road safety unit by
developing institutional framework to make an effective co-ordination for the management of
road safety activities.
2.11. 3 Institutional Framework
Institutional framework, to review an accident and plan for Corrective Measures, should be
established. Road Safety Audit are best done by road or traffic engineers who have had
experience of undertaking hazardous location improvement programs as this type of work often
enables them to develop better insights into the range of situations and circumstances that can
lead to unsafe conditions. It is preferable that the safety audit should be conducted every
fortnight and undertaken by members of the road safety unit.
The safety unit should consist of a person from highways, qualified consultant specifically
dealing with the safety & environmental and the safety expert of contractor/concessioner headed
by a senior person. The procedures of safety audit and their application will be the responsibility
of the road safety unit. This will perform excellent work in accident reduction and prevention.
2.11.4 Monitoring Framework
The general procedures and processes for monitoring of road safety audit are described in the
Flow Chart: 2.1.
ASI Value(2006-07)
Locations (km) Fatal Serious
Injury
Minor
Injury Total
Kesriya ji (336.500) 27 30 6.5 63.5
Kagdar (345.800) 27 12 11 50
Kherwada (352.800) 42 15 11.5 68.5
Bichiwada
(374.500) 30 12 8 50
Salal (459.400) 39 1.5 8.5 49
Chiloda (495.000) 39 6 6.5 51.5
Std.
Deviation
Threshold
Value
13.82 44.23
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 20 of 38
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Environment & Ecology Department
Mechanism
- Institutional
Development with
Client, Consultant and
Concessioner.
- Maintenance of road
for casualty reduction.
- Identifying black-
spot.
- Traffic management
by providing road
signs and delineations
- Develop and
plan for funding
Sources.
Data System Co-ordination with
road safety unit
Establishment of Road
safety Unit/ Engineering
- Depute Safety Expert
by the Concessioner.
- Arrangement of Road
safety instruments and
vehicles.
Safety Audit Awareness/
training
Legislation/
Enforcement
- Strengthening of
safety by providing
delineator, caution
board and road
signs.
- Record of minor
injuries and fatal
accidents.
- Plan to take
measures at
accidental spot.
-Record for
purchase of safety
equipment.
MONITORING FRAMEWORK FOR ROAD SAFETY
IMPROVEMENT PROGRAMME
- Responsibility of
construction staffs
- Fixed penalty
procedure
- Traffic legislation.
- Drinking and
driving enforcement.
-Road Safety
training programme.
- Set-up driver
training.
- Staff training
programme.
- First-Aid training.
- Ensure availability
of ambulance.
- Develop
Dissemination
system.
- Organize road safety
audit.
- Analysis of road safety
deficiency.
- Improvement of safety
measures.
- Redefine responsibility.
FLOW – CHART : 2.1
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2.11.5 Traffic Signs and Pavement Markings
Traffic signs and pavement markings shall include roadside signs, overhead signs; curb mounted
signs and road marking along the Project Highway. The design and marking for the Project
Highway shall be as per the design standard indicated in “Manual of Specifications and Standards
for Six laning of National Highways through Public Private Partnership” and the location for
various treatments shall be finalized in consultation with the Independent Engineer.
The overhead sign shall be the reflectorised type with high intensity retro-reflective sheeting
conforming to ASTM D 4956-01, Type VIII and/or Type IX of micro prismatic type. The retro-
reflective sheet of Engineering Grade shall not be used. The height, lateral clearance, location and
instillation shall be as per relevant clauses of MORT&H specifications. Overhead sign shall be
installed ahead of major intersections/flyovers, toll plazas and urban areas as per detailed design
requirements. The minimum number of overhead signs shall be 2 per major Junctions.
2.11.6 Guard Rails and Traffic Safety Devices
The safety barrier of rigid, flexible, or semirigid type in accordance with MoSRTH guidelines/
circulars shall be provided at following locations
i. Where height of embankment is 3m or more
ii. Where embankment is retained by a retaining structure
iii. Where median is depressed, flushed or having the width less than 4.5m, the barriers shall be
for both direction of travel
iv. On valley side of highway in mountainous and steep terrin
v. Between main carriageway and footpath in bridges.
vi. At hazardous locations identified in schedule B or through safety audit
vii. Guard post shall be provided on either side of the carriageway, at location where
embankment height varies between 2 to 3m as per design standards.
2.11.7 Boundary Stones
Road land (ROW) boundary shall be demarcated by putting RCC boundary pillars of size 60cm x
15cm x 15cm embedded in concrete (as per IRC:25) along the Project Highway at 50 m interval on
both sides. All the components used in delineating road land boundary shall be aesthetically
pleasing, sturdy and vandal proof. The road land boundary shall be demarcated in consultation with
IE/NHAI.
2.11.8 Hectometer/Kilometer Stones
The hectometer and kilometer stones shall be provided as per MOSRT&H specifications.
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2.11.9 Traffic Blinker Signal (L.E.D) at Intersections:
Traffic Blinker signal (L.E.D) shall be provided at all at-grade intersections and median
openings/Median gap-in as per the design standards.
2.11.10 Highway Lighting
Highway lighting shall be provided in all urban areas of the Project Highway as per “Manual of
Specifications and Standards for Six laning of National Highways through Public Private
Partnership”.
All light posts erected on the railings of bridges, structures shall have adequate height such that
a uniform illumination of 40 lux is available.
All high mast lights in the interchange area shall illuminate the interchange with intensity of 40 lux.
All entry and exit ramps shall be uniformly illuminated with 40 lux intensity
All underpasses shall be illuminated with minimum intensity of 30 lux.
2.12 Highway Landscaping
Trees shall be planted in ROW on either side of the road with staggered pitch as per IRC: SP-21.
Arrangements for plantation of trees shall be in accordance with the MoRT&H technical Circular
No. NH-41(34)/69. A spacing of 10-15 m c/c is recommended for spacing of trees parallel to the
roads. Set back distance of trees needed in different situations shall be as per the IRC: SP-21 and
IRC: 66. Shrubs in medians shall not normally exceed 1-1.5 m heights and shall be as per IRC:
SP-21.
For safe traffic operation, vertical clearance between the crown of the carriageway and lowest
part of the overhang of the tree available across the roadway shall conform to the standard laid
down in IRC: SP: 21. The pit size, fencing watering and manuring requirements shall also
conform to the above standard. Planting shall be such that it does not obstruct the visibility of traffic from any side and shall be pleasing in appearance.
The Landscaping shall be carried out as per the policy of NHAI as is being done on NHAI’s
public funded projects
2.13 Material for Road – Construction (ToR No. xi)
Based on detailed inspection of the area around the project road, many borrows has been
identified. The locations of borrow are selected considering the MoSRTH specification and
environmental guidelines. In addition to this quarry sites are also identified for both coarse and
fine aggregates. The availability of materials is found adequate quantity.
2.13.1 Borrow Area Locations
Borrows are available all along the project road, refer Table - 2.16
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Table -2.16 : Borrow Locations
SL.
No.
Locations
(Chaainage)
Side Place Borrow
Area
Lead
(Km)
Quantity
(CUM)
From km 287.00 to km 509.295, borrow area exists all along the project road with a maximum lead of 5
kilometers. The total quantity of earthwork in filling from borrow areas is 3.3 million cum (approx.)
2.13.2 Stone Quarry Locations
Stone quarry and its available quantity are given in the following Table- 2.17.
Table - 2.17: Quarry Locations
Sl
No
Quarry
Location/Name Village Name Location
Type of
Material
Approximate
Quantity
In Cum.
1 New Ambika
Quarry Watrak
Shamalaji - Modasa Road,
District: Sabarkantha Black Trap 800.000
2 Kalptaru Quarry Dhansura
4 Km from Dhansura Village,
on Shamalaji - Modasa Road
District: Sabarkantha
Stone Aggregate 2,050.000
3 Dakan – Kotda
Quarry
Dakan –
Kotda
Km 9+500 (RHS) on SH-32
District Udaipur Stone Aggregate 1,800.000
4 Rocky Crusher Dakan-Kotda Km 13+800 (RHS) on SH-32
District : Udaipur Stone Aggregate 1,000.000
5 Gupta Crusher Shankergarh
SankarGarh Village on
Dungarpur - Sagwara Road
(Reach from Km 377+500 of
Project Road {NH- 8})
District : Dungarpur
Stone Aggregate 540.000
6 Chunawada Chunawada
1 Km (RHS) from Project Road
(Reach from Km 375+000 of
Project Road {NH- 8})
District : Dungarpur
Stone Aggregate 600.000
7 Puja Chips
Udyog Kesariyaji
Km 333 on Project Road {NH-
8}
District: Udaipur
Stone Aggregate 900.000
8 Dashmesh Udyog Banjariya
1 km kaccha Road from km 350
on Project Road {NH- 8}
District: Udaipur
Stone Aggregate 180.000
2.14 Water Demand (ToR No. xxi)
The requirement of water for road construction works are detailed in the following Table- 2.18.
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Table – 2.18 : Details of Water Consumption for the Project
Sl.
No.
Items Approx.
Quantity (in
Cum)
Water
Required
Unit Total Water
Consumption
(In Litre)
Source of
Water
A Road Work Water
requirements
shall be
fulfilled
through the
ground Water
Resource.
The
construction
of Recharge
pit/rain water
harvesting
structure shall
perform for
recharging the
ground water
resource.
1 WMM 800,784 @ 80 L/cum L/Cum 64,062,720
2 GSB 918,551 @ 60 L/cum L/Cum 55,113,060
3 Subgrade 2,296,377 @ 240 L/cum L/Cum 551,130,480
4 Earthen Shoulder
5 Earth Filling 2,950,000 @ 240 L/cum L/Cum 708,000,000
6 Compaction of Ground 494,140 @ 40 L/cum L/Cum 19,765,600
Sub-Total -A 13,80,71,860 litre
B Bridge Work
1 Concrete for Culverts,
Bridge and Structures
180x103 Cum
@ 0.5 as
w/c ratio - 30,150x103
litre
2 Curing of Concrete
works
(Taking density of
Concrete = 2.4t/m3)
@ 100 litre
/m3
- 18,000x10
3 litre
Sub Total (B) 4,81,50,000 litre
C Environmental Work
1 Watering for Tree
( In Post - plantation
For one year)
28,000 trees @ 320
litre/plant/
year
L/plant/
year 89,60,000
2 Water Sprinkling for
Dust minimisation
(At least 5month per
year for 3- years)
Crusher site/
Borrow Site
etc
( 5- locations)
@5,000
litre/day/
location
L/day/
location 112,50,000
Sub Total (C) 2 ,02,10,000 litre
Total (A+B+C) 1446,64,31,860 litre
Taking 20% Extra for Miscellaneous 29,32,86,372 litre
Net Total 175,97,18,232 litre
Water Demand : Approx. Seventeen lakh Sixty thousand kilo litre.
2.15 Land Requirement
The land requirement for the construction of the road will be determined once the LA plan and
Land Acquisition Report will be prepared as part of Social Impact Assessment (SIA) study taking
into consideration the total households and structures to be affected.
2.16 Highways Encroachment (ToR No. xxv)
An encroachment is any object placed without permission within the legal limits of a highway
right-of-way or in any way interfere with the land within the limit of a highway or the roadway or
any structure forming a part of the highways. These include: hording signs, fences, walls and
lights, squatters and hats/market of agricultural produce on the side of road.
Objects generally are not permitted in the right-of-way unless the objects serve an official highway
purpose instances as public utility electric poles, mailboxes, telephone line.
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2.16.1 Prevention and Removal of Encroachment
The control of encroachment is essential for mainly of two reasons:
i. Public safety and
ii. Legal liability.
Encroachment of highway right of way thought the squatters, market of agricultural produce,
illegal hording signs etc. may interfere with a driver’s view of other traffic, official traffic signs,
and traffic signals. And accidents may result. If a motorist collides with an illegally placed object,
the owner of the object and the authority may be sued for the resulting injuries or damages.
Moreover, it needs legal actions to clear the site from the squatters if they finally established.
2.16.2 Appointment of Highway Authority
The Government by notification in the official Gazette should appoint one or more officers to be
Highway Authority for the purposes of this Act. The Highway Authority shall exercise powers
and discharge duties in accordance with the provisions of the Act relating to the maintenance and
control of the highways, the prevention of encroachments thereon and the removal of
encroachments therefrom, and matters incidental thereto.
2.16.3 Responsibility of Highway Authority
The highway authority should ensure that the right-of-way of the highways that includes the
shoulder and beyond is free and clear of any objects that might distract motorists and cause
accidents. The highway authority also must up-hold the laws regulating placement of outdoor
advertising signs.
The authority will first send a written request to the responsible person(s) to remove the sign. If
not removed, NHAI is authorized by law to enter private property to remove the illegal sign and to
collect the costs of removal from the responsible person(s). The law also provides a fine for the
person(s) responsible for the illegal sign, upon summary conviction.
2.16.4 Provision for Safety and prevention of damage to Highways
For prevention of encroachment on highway and removal of encroachment therefrom and certain
other matters connected therewith, an Act should be made. The act should take the provision for
penalty of illegal construction on highways.
The highway authority, therefore, has made an act by setting of highway administration for the control of illegal encroachment on the highway through the enforcement of laws under the act
‘The Control of National Highways (Land & Traffic) Act, 2002, In this consequences, the
Central Government has established 192 Highway Administrations for implementation of the
provisions of the Act, vide notification, dated 20.1.2005 and this notification has also come into
force w.e.f. 27.1.2005.
The Highway Administrations are responsible to prepare the Land Registers, take cognizance of the instances encroachments, issue notices and remove the encroachments on the National
Highway Land and property. Therefore, the highway administration is obligated by law to remove
encroachments from the highways. All the Highway Administrations are, therefore, prepare
Action Taken Report (ATR) on the progress of preparation of land registers, number of
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encroachments taken cognizance of, number of cases in which notices have been issued and the
number of cases in which encroachments have been removed. All the Highway Administrations
are also furnish the quarterly report on the status of implementation of the provisions of the Act.
2.17 Low land along Project Site (ToR No. xix)
The proposed road is the four lanes. There is no such site of low land area along the entire length
of the project road where earth is required to be filled-up to prevent overtopping.
2.18 Drainage Pattern (ToRNo. xxviii)
There are five rivers and seven irrigation canal crosses through the project road. The river crosses
the project road is Tiri river, Parel river, Som river, Meshwa river, Bok river. The irrigation canal
are Hathmati canal and Bhujwa canal and its branches which crosses at seven different locations
along project road. Moreover, there are 505 number of CD-structures (118 box/slabe culvert and
387 pipe culvert) exist along the project road. In the widening to 6-lane of NH-8 from Kaya to
Valad all existing drainage are planned adequately to flow along its natural drainage pattern.
Therefore, widening process of project road does not affect the natural drainage pattern of any
existing rivers, irrigation canal and seasonal stream.
2.19 Debris Disposal: (ToR No. xviii)
The proposed project does not involved cutting of earth. Although, in the process of civil works
construction a lot of quantities of waste materials are generated as rubish, refuse, scarified asphalts
and other wastes. Therefore, it is important to take adequate measures for the safe disposal of
waste materials in order to avoid pollution problems and nuisance to environment. The following
method and guidance are recommended for suitable measures.
2.19.1 Procedure
The following procedures should be followed for safe disposal of wastes.
• The Concessioner shall maintain register for keeping records on kilometer-wise quantities
of material generated during grubbing, stripping, excavation and scarifying;
• The Concessioner shall re-use construction material to the extent possible based on
engineering properties. Possible re-use areas are fill sections, embankment slope, village
approach roads etc. Debris without bitumen could be used for backfilling of quarry / borrow
areas as recommended by the Engineer. At locations identified for dumping of residual
bituminous wastes, the dumping shall be carried out over a 60mm thick layer of rammed clay
so as to eliminate the possibility of the leaching of the wastes into the ground water. The
contractor shall ensure that the filled area is covered with a layer of preserved topsoil layer
of preserved topsoil;
• The Concessioner shall estimate the chainage-wise quantities of various waste material to be
disposed of;
• The Concessioner will dispose of debris only to the identified places or with prior permission
of Engineer-in-Charge of works.
• During earth removal and disposal of debris proper warning signs will be installed to the
satisfaction of Engineer-in-Charge of works.
• The Concessioner will also dispose the debris for the improvements of public utilities after
the proper consent of villagers and approval of Engineer-in-Charge of works.
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• In the event of any spoil or debris from the sites being deposited on any adjacent land, the
Concessioner will immediately remove all such spoil debris and restore the affected area to
its original state to the satisfaction of the Engineer-in-Charge of works.
• The Concessioner shall prepare a plan including detailed lay out plan and cross-section for
disposal of debris and bitumen waste and get approval of the same by the Engineer;
• The Concessioner and Engineer shall ensure that disposal areas are properly treated as per
agreed plan.
• The Concessioner will at all times ensure that the entire existing stream courses and drains
within and adjacent to the site are kept safe and free from any debris.
• The Concessioner will utilize effective water sprays during the delivery and handling of
materials when dust is likely to be created and to dampen stored materials during dry and
windy weather.
• The Concessioner and Engineer’s representatives shall undertake joint weekly inspection to
ensure compliance of various environmental requirements;
• Engineer’s representatives shall issue non-compliance if disposal site is not managed as per
agreed plan;
• All arrangement for transportation during construction including provision, maintenance,
dismantling and clearing debris, where necessary will be considered incidental to the work
and should be planned and implemented by the contractor as approved and directed by the
Supervision Consultant.
• Any diversion required for traffic during disposal of debris shall be provided with traffic
control signals and barriers after the discussion with local people and permission of
Engineer-in-Charge of works; and
• The disposal of debris will not impact any endangered / rare flora and fauna.
2.19.2 Site Inspection
Weekly joint site inspection shall be undertaken for all the storage areas. The details of attributes,
which are to be inspected, are given as follows. The Contractor shall ensure compliance of the
requirements.
Monitoring of Construction Material for Reuse & Disposal
Sl. No Attributes Requirements
1 Construction material
generation and re-use
� Segregating debris and bitumen during generation;
� Segregating re-usable portion of debris and bitumen and storage
preferably near areas for re-use;
� Temporary storage of waste material at sites as directed by the
Engineer;
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Sl. No Attributes Requirements
2 Waste disposal � Disposal of waste material at approved disposal site within a week of
generation;
� Disposal site should be properly demarcated;
� Proper leveling / grading at disposal site/s;
� Recommended / agreed safeguard measures to avoid ground water
contamination by leachate from disposal of scarified material/asphalt
are to be implemented;
� Recommended / agreed safeguard measures to avoid soil erosion are to
be implemented;
� Recommended / agreed plan for surface treatment of waste disposal
site/s are to be implement.
2.20 Project Benefit & Fuel saving (ToR No. xxii)
In view of providing connecting link and transportation facilities to the Gujarat with its
neighbouring state as Ahmadabad, Udaipur and Rajasthan through the National Highway, NH-8,
a subjective approach is considered acceptable tool for evaluation of project benefit and saving of
fuel due to widening to 6-lane of existing 4-lane highways from Udaipur (Kaya) to Gandhinagar
(Valad).
In the present case, the project is widening to 6-lane of existing 4-lane highways for capacity argumentation of transportation need. Therefore, project benefit is briefly elaborated in relation
to the following heads:
1 Environmental Benefit
2 Economic Benefit/Fuel Saving
3 Societal Benefits
4 Nation Benefits
2.20.1 Environmental Benefit
• Improvement in Air quality: Air and dust pollution (RSPM/SPM) in inhabitations particularly through air emissions shall be reduced due to construction of flyovers, underpasses and service roads along the project corridor.
• Reduction in roadside Noise level: Noise level shall reduce through reduced traffic congestion. In the other hand, plantation of trees along the right of way shall contribute substantially in noise reduction. Whereas the construction of Flyovers, Underpasses and Service roads shall contribute in noise reduction due to segregation of main traffic away from population in horizontal and vertical directions
• Improvement in Pollution Level: Riding quality of road shall increase manifold by up-gradation and rehabilitation of existing highway. This shall result in not only reduction in average travel time and vehicles maintenance cost, but also reduce the pollution level due to protection of degradable shoulder materials and reduction in spills due to the reduction in repair/occasion for ailing vehicles.
• Improvement in Vibration Level: Multiple division of travel path by increasing lanes,
provision of service roads and segregation of traffic at urban settlement etc shall cut down resonance of vibration.
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• Erosion Control: Turfing by grass –sods in embankments coupled by pitching for protection works shall reduce erosion of soil from road embankment.
• Improvement Environmental Quality: Afforestation programme and landscape along the highway shall provide greenery which ultimately reduce pollution and improve the environmental quality.
2.20.2 Economic Benefit
• Reduces Vehicular Operating Cost: The main economic benefits generated by the project will be savings of vehicle operating cost. The smooth riding quality of pavement and separate lane for the vehicles for providing 100km/hr speed reduced engine load and travel time consequently provide fuel saving for vehicles and ultimately reduces vehicular operating cost after widening to 6-lane highways. The separate lanes of vehicles also reduce probable accidents and traffic jam which shall be cost efficient for operating vehicle on the highways.
• Reduction in Freight Cost: The saving of freight cost and resource cost shall arise from diversion of freight from rail to highway.
• Reduction of Accident: The highways with good traffic facilities and having adequate safety provisions shall reduce the number and severity of accidents constitute important elements of the economic benefits. While economic cost of individual accidents may be higher on the highways than on rural roads, the total number of accidents per vehicle-km in the project corridor will probably be reduced substantially after widening to six lane of existing four lane, NH8, Kaya to Valad.
2.20.3 Societal Benefits
• Increase of Living Standard : The Infrastructure development shall Induce new establishment and construction of Commercial, Industrial and Residential structure as Hotel, Dhabas, Motel, Restaurant, Petrol pumps that provide good business opportunity resulting direct and indirect generations of employment that improve the living standard of the local communities.
• Access for Settlement Dwellers: Settlement dwellers shall enjoy better access to the workplace/seasonal gathering at junctions and Underpasses/Flyovers locations by reduction/segregation from interference with main traffic on the highways that results in prevention of accidents.
• Improvements in Safety for Road Users : Widened Highway with safety provision as IRC Specifications as provision of retro-reflective safety signboard, crash barriers, lane marking, pedestrian underpass, cats eyes, pedestrian guard rail, delineators along the curve edge at both side of the project road shall provide better safety for the road users.
2.20.4 Nation Benefits
• Economic Development of Country: The demand for expressway travel is relatively inelastic; therefore Increase in toll fees will result in a significant increase of economic benefits to the Nation. The money collected from the toll fees shall utilise for the development works as research, safety and security of nation and other development work. Further, Infrastructure development shall facilitate direct and indirect development with regard to the communities. It will increase the economic status of the public that induce the
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person to live in better environment. The hygiene and better environment of the communities shall lead silent indicator of Nation development.
2.21 Land – Reclamation – (ToR No. xxxv)
The existing project is the widening to 6-lane of existing four –lane highways. There is no land
reclamation work involved in this proposed project.
2.22 Total Project Cost
The project cost is estimated on the basis of various items of works associated with the project.
The various activities in road construction process are illustrated as follows :
• Site Clearance
• Earthwork
• Pavement construction
• Cross- drainage structure
• Bridges, Flyovers, FOBs, Underpasses etc.
• Public Amenities as bus-stop,
• Improvement of Junctions
• Protective Measures of high embankment
• Road Safety and other Miscellaneous works
• Environmental Enhancement as afforestation
• Implementation of EMP as control of fugitive dust during construction/ operation
phase, green belt development along road and median , water harvesting structures,
noise abatement during construction phase etc.
An estimate of the basic raw materials viz. cement, bitumen, sand, earth etc. required is presented
in Table- 2.19.
Table – 2.19: Estimated quantity of Road Construction Material
Sl. No Item Quantity/ Volume
1 Cement 110,000 MT
2 Bitumen 85,000 MT
3 Bitumen Emulsion 6,000 MT
4 Fine Aggregate 2 million cubic meter
5 Coarse Aggregate 3 million cubic meter
6 Steel 75,000 MT
7 Earth 2,296,377 cum
The project cost is estimated on consideration of all above project activities which is detailed in the
following Table -2.20.
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Table -2.20 : Estimation of Project Cost
Project Activities Estimated Cost (Rs.)
1 Site Clearance 28,535,033/-
2 Earthworks 1,334,623,223/-
3 Sub-base and Base Courses 1,697,568,968/-
4 Bituminous Works 4,613,196,079/-
5 Bridges, Flyovers, Underpasses, ROBs, pedestrian
subways, footbridges etc. 4,573,567,372/-
6 Drainage and Protection Works 1,309,922,400/-
7 Traffic Signs, Markings and Road Appurtenances 1,320,587,452/-
8 Maintenance, Repair and Rehabilitation 11,100,000/-
11 Environmental Management as per EMP 8,85,05,865/-
Project Cost (Rs.) 1497,760,6392/-
Escalation 25% ; (Total project Cost) Rs. 3744,401,598
Total Project Cost 1872,2007,990/-
2.23 Cost Benefit Analysis.
The total costs of the project is estimated to be Rs 1872,2007,990/-./- ( Rs One Thousand Eight
hundred Seventy two crore approx.) including the environmental cost for the widening to six
lane of existing four lane NH-8.
These costs are considered fully justified when compared with the expected benefits. The project
benefits resulting of probable fuel saving in compare to the rural road, reduction of accidents,
reduce in travel times and environmental benefit with regard to reduction of soil erosion,
reduction of noise level and air pollution to local residents; and good aesthetic view of Highway
due to landscaping and green-belt development. In addition, the local environmental management agencies will strengthen the environmental through the regular monitoring
supported by the Project.
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TYPE-I : TYPICAL CROSS SECTION IN URBAN AREA (CONCENTRIC WIDENING) WITH SERVICE ROAD
TYPE-II : TYPICAL CROSS SECTION IN URBAN AREA
(CONCENTRIC WIDENING) WITH ONE SIDE SERVICE ROAD
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TYPE-IV : TYPICAL CROSS SECTION IN RURAL AREA
(CONCENTRIC WIDENING) WITH SERVICE ROAD
TYPE-III : TYPICAL CROSS SECTION IN URBAN AREA
(CONCENTRIC WIDENING) WITHOUT SERVICE ROAD
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TYPE-V : TYPICAL CROSS SECTION IN RURAL AREA
TYPE-VI : TYPICAL CROSS SECTION IN RURAL AREA
(CONCENTRIC WIDENING)WITHOUT SERVICE ROAD
(CONCENTRIC WIDENING)WITH ONE SIDE SERVICE ROAD
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TYPE-VII : TYPICAL CROSS SECTION OF 6 LANE
ELEVATED CORRIDOR ON DOUBLE PIER (RURAL AREA)
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TYPE-VIII : TYPICAL CROSS SECTION OF 6 LANE
ELEVATED CORRIDOR ON DOUBLE PIER (URBAN AREA)
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TYPE-IX : TYPICAL CROSS SECTION OF 2-LANE TO 6-LANE
TYPE-X : TYPICAL CROSS SECTION OF 2-LANE TO 6-LANE
(CONCENTRIC WIDENING) WITH SERVICE ROAD
(CONCENTRIC WIDENING) WITHOUT SERVICE ROAD
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CHAPTER – 3
DESCRIPTION OF ENVIRONMENT
A detail survey has been conducted for the study of environmental scenario of existing project
site proposed for the widening of six lane of existing four lane highway of NH-8, from Udaipur
(Kaya) to Gandhinagar (Valad). The field observations include baseline environmental set-up of
the study corridor (10 km on either side of the project road) in general and within the Right of
Way (RoW) in particular. The base line environmental feature around ten km, either side of
project road is illustrated in the Annexure – VII (reference, Survey of India Toposheet). The
baseline environmental components which are assessed along the proposed project site are
described in subsequent sections as follows:
� Physiography
� Geology
� Seismicity
� Land-Use Pattern
� Hydrology/Drainage
� Climate and Meteorology
� Air, water and Noise Environment
� Forest
� Wetland
� Sanctuaries
� Religious and Cultural Property
� Recreational Resources
� Cultural Heritage Sites (Archeological and Historical Monuments)
3.1 Physiography
The project road, Udaipur – Ahmedabad, section of NH-8, passes through two states. The part of
the section from km 287 .000 to km 381.000 falls in Rajasthan and the remaining part upto km
509.295 falls in the state Gujarat.
The wide ranging topography of Rajasthan includes Aravali range, Thar region, Mewar plain and
wetlands. The Aravali range spearheads the Rajasthan into two partitions – North-West and
South-East. The North-West is dry and south-east is bountiful and has wet fertile and forested
region. The wide ranging topography of Gujarat is the Mainland Gujarat, hilly region of
Saurashtra and the marshy wetland of Kutch region. The Mainland of Gujarat is a vast alluvial
plain with a hilly terrain in the east.
Therefore, the topography of Udaipur-Ahmedabad section of NH-8 is sharply demarcated in two
distinct divisions: the predominantly plain terrain and smaller section of hilly terrain. The hilly
section is the part of south-eastern Aravali range with bountiful forest region which are located in
the Dungarpur district of Rajasthan and Sabarkantha district in the north - east of Gujarat state.
Tiri river, Parel river, Som river, Meshwa river, Bok river are the main natural drainages falling
along the project site.
The physiography of project site, Udaipur to Ahmedabad, is illustrated in Figure - 3.1.
The project road lies in the average elevation of 150 to 300 meter.
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3.2 Geology and Soil
The study area lies in the Southern Aravali range. The Aravali range extents from south west
summit – Guru Shikhar (Mount Abu) to the Northeast in Rajasthan. The Aravali range enters
Gujarat near Abu and after zigzagging all along the northeastern and eastern part of the State
merges into Vindhyas hills. The geomorphic units consist of structural hills made up of quartzite
and Residual hills belonging to the Aravalli and Delhi Jharol and Rikhabdeb Supergroups.
The project road falling in Rajasthan lies on Nichamata formation of phyllite, dolomite and
ferruginous dolomite, Balecha formation of phyllite, mica, schist, felspathised schist and zawar
formation of dolomite & quartzite which are belonged to Udaipur group. After that near
Rikhabdeb where this section of project road ends the geology is serpentinite with serpentive talc
rock of Rikhabdeb group. These are oldest geological formations and are very stable. In the
Banswara-Dungarpur area the southern Aravalii have broken down into disorderly pattern of hills
mostly due to a period of several cross folding in the rocks. The mass wasting influence of the
sub-humid and semi arid climate is apparent, on the ridges formed of quartzite.
The initial stage lies on Balecha formation of Udaipur group consisting phyllite, mica, schist, and
felspathoid schist. After that it passes through Udaipur group consisting Synorgenic granite and
gneiss.
The road in Rajasthan, passing through the district Udaipur and Ahmedabad have mainly desert
soil with consolidated or unconsolidated gravels composed of water ball fragments of the
surroundings country rocks due to gulling in the sub-mountain region. The major section has
heavily drained soil. The project site falling in the state of Gujarat which passes through
Sabarkantha and Gandhinagar district, have moderate soil and with loamy texture. Major area of
the region is having 'Well’ drained soil.
3.3 Seismicity
The project road is located in the region of eastern Rajasthan and Gujarat. According to GSHAP
data, the project site falls in a region of low to moderate seismic hazard. As per the 2002 Bureau
of Indian Standards (BIS) map (as per IS:1893, Part 1,2002), the project road falls in the Zone-II [having low seismic intensity) and Zone III (having moderate seismic intensity) of the Seismic
Map of India likewise the GSHAP data and therefore has a low to moderate risk of potential
damage due to earthquake. Historically, parts of this state have experienced seismic activity in
the M 5.0 to 7.0. (Refer Figure -3.2)
3.4 Land Use Pattern
The project road has mainly agricultural land on either side interspersed with human settlements,
commercial land, hilly area, patches of Reserve Forest, industries and river and irrigation canal.
The land-use pattern along the project road is represented in Table 3.1 and graphically shown in
Figure -3.3. After land –use survey, it observed that major part of the land from Udaipur to
Ahmedabad is agricultural land (44.5%), followed by residential & commercial land (30.5), hilly
section (10%). About 3% of land falls under Reserved Forest, water bodies and industrial area
are 1% each. The detail land-use pattern along either side of project road with chainage, from
Udaipur to Ahmedabad, section, NH-8 is given in Annexure – III.
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The agriculture practices of the project site are generally single cropping. Rainfall in the project
site is scanty i.e less than 50 cm annually. Therefore, only those crops which can withstand drought conditions, such as Jowar, Bajra, maize and groundnut are grown.
Table - 3.1: Land Use Pattern along the Project Road
Land Use Category Land Use Pattern
(% Stretch)
Agriculture
44.5
Residential/ Commercial land
30
Open Barren Land
9
Plantation/Social/ Forestry
0
Hilly Area
10
Reserved Forest/Protected Forest 4.5
National Park/ Wildlife Sanctuary/Biosphere
Reserve/ Eco-sensitive sites
0
River/Irrigation Canal/Pond/Seasonal Stream
1
Industries
1
Total
100%
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Agriculture, 44.5 %
Residential/ Commercial land ,
30 %
Open Barren Land, 9 %
Plantation/Social/ Forestry, 0 %
Hilly Area, 10 %
ReserveForest/Protected
Forest , 4.5 %
National Park/ Wildlife/Sanctuary/
Biosphere Reserve/ Eco-
sensitive Sites, 0 %
River/Irrigation Canal/Pond/
Seasonal Stream,1 %
Industries, 1 %
Figure- 3.3: Land Use Pattern along the Project Road
3.5 Hydrology/ Drainage, (ToR No. xx)
The project site falls in the Sabarmati basin under the Aravalli range . The Sabarmati River Basin
is situated in the mid-southern part of Rajasthan and north - eastern part of Gujarat. It spread
between the latitudes 22o23'0''E and 25
o56'0''E and longitudes 71
o3
’33''N and 73
o48'0''N. The
Sabarmati basin is a water deficit basin having extensive agriculture, industrial development and
high population density.
3.5.1 Drainage
The Sabarmati River is the only one major river in the project site. All the other rivers originating
in the project site are seasonal in nature. Majority of river flowing in the route of project road are
highly ephemeral in nature and carry stream flows for very few days during the rainy season.
The seasonal stream in the Udaipur and Dungarpur district are Tiri river, Parel river and Dungarput district are Meshwa River and Vatrak river. The river flowing in the project site under
the Sabarkantha district and Gandhinagar is Hathmati River, Bok River and the Sabarmati river.
Hathmati river originate from the Dharoi Dam. The Vatrak river, Meshwa river and Hathmati
river are tributaries of Sabarmati river which flow in southern sabarmati basin. The important
surface irrigation command area of project site falls under Hathmati river. The irrigation canal
arises from this river is Bhujwa Canal, Hathmati canal and its distributaries, which fulfills water
demand to central part of Sabarkantha districts falling under the project route. The list of irrigation canal and rivers crossing the project road is given in the Table: 3.2.
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Table - 3.2: List of River and Irrigation Canal crossing Project Road
Sl . No. DESCRIPTION
River Irrigation Canal Chainage
1 Tiri River 304+800
2 Parel River 323+900
3 Som River 345+200
4 Meshwa River 395+050
5 Hathmati Canal 437+900
6 Bhujwa Canal 456+500
7 Distributaries of Hathmati canal 461+050
8 Distributaries of Bhujwa Canal 462+900
9 Distributaries of Hathmati Canal 463+100
10 Distributaries of Hathmati Canal 466+100
11 Distributaries of Hathmati Canal 467+400
12 Bok River 471+500
The hydrological features along the project road are shown in Figure: 3.4.
3.5.2 Ponds and Water Reservoir
Ponds are mainly confined to the inside villages.
There are no major ponds along the project road.
The water reservoir reported along the project site
is excavated lands and developed by village
community. Therefore, ponds exist along the
project site are small in size and deteriorated stage
and filled with water hyacinth.
Total 5 ponds are reported along either side of the
project road. The Change wise list of all water
bodies are presented in Table-3.3.
Table-3.3: Water Bodies along the Project Road
Sl. No. Chainage
(km)
Distance from
C/L (m)
Side Description Location
Left Right
1 347+550 16 Left Earthen Pond Khandavari
2 304+700 60 Right Earthen Pond Tidi`
3 356+100 13 Right Water Pit / Buffalos
Water bollow
Bhuwali
4 293+100 14 Left Earthen Pond Kaya
5 378+250 14 Left Earthen Pond Gamod
Typical Ponds along
Project Road
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3.6 Climate & Meteorology, (ToR No. xii)
3.6.1 Climate and Seasons
The climate of area is moderate dry and tropical characterized by a hot summer from March to
Mid June, a humid monsoon or rainy season stretching from Mid-June to September, a short
pleasant post-monsoon during October and November, and a cool winter spanning between
December and February. Therefore, climatologically, four seasons i.e. summer (pre-monsoon),
monsoon, post-monsoon and winter could be deciphered comprising the following months:
Summer : March, April, May
Monsoon : June, July, August, September
Post-monsoon : October, November
Winter : December, January, February
Meteorological data described in this section has been collected from the nearest IMD
observatory located at Udaipur and Ahmedabad, which deemed representative of the study
corridor. Meteorological data has been collected and summarized in Table-3.4.
Table -3.4: Meteorological Data of the Project Site (Based on Records of IMD, 2006 - 2010)
Parameter IST Monthly Range Annual Mean/Total
Udaipur
Mean daily maximum temperature (°C) 24.1(Jan) – 39.4(May) 31
Mean daily minimum temperature (°C) 7.2(Jan) – 25.9 (June) 17
Relative humidity (%) 830 34 (Apr) - 84 (Aug) 58.9
1730 20 (Apr) – 75 (Aug) 38.3
Total rainfall (mm) 2.2 (Apr) – 540(Aug) 134.6
Wind speed (km/h) 5.6 (Nov) – 15.0 (June) 8.9
Dungarpur
Mean daily maximum temperature (°C) 24 (Jan) – 38.2 (May) 31.2
Mean daily minimum temperature (°C) 6-2(Jan) – 26.4 (June) 16.8
Relative humidity (%) 830 32 (April) – 81 (Aug) 59.9
1730 19 (April) – 72 (Aug) 50.2
Total rainfall (mm) 10.2 (June – 248.1(Aug) 189.2
Wind speed (km/h) 5.2 (Nov) – 14.2 (June) 1.9
Sabarkantha
Mean daily maximum temperature (°C) 28.4 (Jan) – 40.2 (May) 33.3
Mean daily minimum temperature (°C) 10.4 (Jan) – 26.1 (June) 23.3
Relative humidity (%) 830 30 (March) – 81 (Aug) 70.1
1730 15 (March) – 71 (Aug) 37.9
Total rainfall (mm) 125 (June) – 800 (Aug) 222.4
Wind speed (km/h) 5 (Nov) – 14 (June) 2
Gandhinagar
Mean daily maximum temperature (°C) 28.1 (Jan) – 40.5 (May) 33.8
Mean daily minimum temperature (°C) 12.1 (Jan) – 25.2 (May) 20.5
Relative humidity (%) 830 42 (March) – 85 (Aug) 61.8
1730 16 (March) – 67 (Aug) 36.5
Total rainfall (mm) 58.1 (June) – 523.2 (Aug) 170.1
Wind speed (km/h) 4.2 (Oct) – 9.1 (May) 6.4
Ahmedabad
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Parameter IST Monthly Range Annual Mean/Total
Mean daily maximum temperature (°C) 27.7 (Jan) – 41 (May) 33.3
Mean daily minimum temperature (°C) 11.7(Jan) – 26.5 (June) 20.1
Relative humidity (%) 830 45 (March) – 86 (Aug) 61.9
1730 16 (March) – 70 (Aug) 36.7
Total rainfall (mm) 84 (June) – 430 (July) 171.5
Wind speed (km/h) 4.1 (Oct) – 9.8 (Jun) 6.4
Fog: Average 0.7-1.0 days in a year during October - February.
Dust storm: Average 1.5-3.1 days in a year during March-June.
The month wise climatic features of study corridor based on the available past data from year
2006 to 2010 has been collected from IMD Udaipur and Ahmedabad are presented in Table- 3.4
– A , data of wind speed and weather phenomenon from year 1951 – 1980 is presented in Table-
3.4 – B and Table- 3.4 - C. in Annexure – II, and described in the subsequent sections.
3.6.2 Temperature
January is the coldest month with mean daily minimum temperature of 7.1 to 11.7°C and
maximum of 24.2 to 26.5°C. March onwards the temperature begins to rise rapidly and May &
June are the hottest months with the mean daily maximum temperature of 39.6 to 41.0 °C and
minimum of 25.9 to 27.0°C. Thereafter, the advent of monsoon brings down the temperature.
Monsoon withdraws in October but the temperature continues to fall gradually up to January, the
middle of winter. The annual average of maximum and minimum mean daily temperatures are
31.0°C to 34.4°C and 17.0 to 20.2 °C respectively, refer Annexure – II.
3.6.3 Relative Humidity
The air along the project road is fairly humid through the major part of the year and the mean
relative humidity rises to above 72% during the monsoon months, particularly June to September
ranging between 60-80% in the morning (0830 IST) and 45-75% in the evening (1730 IST) .As
usual, it is dry in the summer months, particularly April to May, the mean relative humidity
ranging between 34 - 60% in the morning and 18-24% in the evening. The above trend in
humidity in various seasons clearly shows a discernible influence of rain on humidity. The
highest mean relative humidity is recorded in August (80 - 85% in the morning and 70-75% in
the evening), a wet monsoon month and the lowest mean relative humidity is recorded in March
& April (35-40% in the morning and 18-20% in the evening). The annual mean relative humidity
is about 60-62% in the morning and 38-40% in the evening, which correlates well with the
tropical humid climate of the area. As usual, the humidity in the morning (0830 IST) is more than
that in the evening (1730 IST) during all the months, refer Annexure II, Table No : 3.4 – A.
3.6.4 Rainfall
Moderate rainfall occurs through the south-west monsoons that starts in Mid June and lasts till
September. The remaining period of the year, November to March, is mostly dry with little
rainfall. The total annual rainfall received along the project road is about 651.7 - 803.4 mm .The
monsoon period of the project site is four month that start from June and last in the month of
September that contribute about 87 - 88% of the total annual rainfall. The total annual rainfall
along the project site is 180 to 210 mm, refer Annexure II, Table No : 3.4 – A.
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3.6.5 Cloud Cover
During the monsoon months, particularly July and August, the sky is cloudy, the total cloud in
the monsoon month from June to August is varies from 5.6 – 6.8 Octa . The cloudiness decreases
in the post monsoon. In the post-monsoon, winter and summer months the sky is generally clear
(mean monthly total cloud is varies from 1.8 – 2.1 Octa) accept the occasional short spells of
cloudy weather, refer Annexure II, Table No : 3.4 – A.
3.6.6 Wind Speed
Winds speed is generally moderate in winter, strengthening during the summer and initial period
of monsoon. The annual mean wind speed along the project road is around 6. 0 - 9.0 km/h. Wind
speed is maximum during the months of June i.e. 14.0 – 15.1 km/h and minimum during the
months of October and November i.e 5.0 – 5.5 km/hr. Predominant wind directions along the
project road are from south-west followed by west and north-west. The Clam conditions i.e wind
speed less than 1.8 km/hr) prevail over a considerable spell, refer Annexure II, Table no : 3.4- C.
3.6.7 Weather Phenomena
Thunderstorms, generally, occur during the period of May to September (3.9-7.7 days) compared
to rest of the year from October to April (0.1-1.2 days). Their incidence becomes maximize
during the month of June & July in the Rajasthan part of the project road (7.3-7.7 days). Total
annual occurrence of hail (total 0.0-0.4 days in a year) is practically negligible. Annual
occurrence of fog is practically negligible (total 0.7-1.0 days in a year). The occurrence of dust
storm is recorded 1.5-3.1 days in a year, refer Annexure II, Table no: 3.4- B.
3.7 Air, Water and Noise Environment, (ToR No. xxiii)
The monitoring of various performance indicators pertaining to Air, Water and Noise level had been carried out during the month 15th March 08 to 15th May 08. As the result and evaluation of
various performance indicator pertaining to air, water and noise is about four (4) years olds and
thus not effective for this period, therefore, the details are not being presented at this period.
A fresh monitoring of Air, water and Noise quality shall be conducted again in the month of
November - December 2011, for one season, as per direction of NHAI, New Delhi. Existing
status of Air, Water and Noise environment of the project site shall be presented in the final EIA report, therefore, as per new notification of National Ambient Air quality Standards, CPCB
Notifications dated 18th November 2009. The final report shall also contain the satellite imagery
of the project site to a scale of 1:25000 and outcome of public- hearing of all four districts falling
along the project road as well as ground survey map on scale of 1: 2000.
3.7.1 Ambient Air Quality
The AAQ samplings shall be done as per CPCB guidelines representing residential, commercial
and environmentally sensitive sites along the proposed project road, Udaipur to Ahmedabad,
section of NH-8.
� Parameters, Frequency and Monitoring Methodology
Monitoring of air quality shall be monitored for the following parameter :
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- PM 2.5
- PM 10
- Sulphur Dioxide (SO2)
- Oxides of Nitrogen (NOx)
- Carban Monoxide (CO)
The sampling of above parameters shall be conducted at various monitoring station adopting a
24-hours and 8-hours monitoring for Carbon Monoxide (CO).
The sampling instrument shall be kept at a height of 3 to 3.5 meters above ground level keeping
in view of the wind direction. The instrument shall be placed at open space free from trees and
vegetation so as it does not interfere the monitoring result.
With a view for collecting the samples of PM 2.5 , PM 10 , SOx and NOx, Fine particulate Sampler
and Respirable Dust Samplers (RDS) (make: M/s. Envirotech Instruments Pvt Ltd.) with gaseous
sampling impingers shall be used. Glass micro-fibre filter papers (GFA Sheets, Whatman) shall
be used for the collection of PM10. SO2 shall be collected by drawing air through absorbing
solution of sodium tetra chloro mercurate (EPA modified West & Gaeke Method) and NOx was
collected by drawing air through the mixture of absorbing solutions of sodium hydroxide and
sodium arsenite (Na-Arsenite modified Jacobs & Hochheiser Method). The measurement for
both SO2 and NOx shall be done colorimetrically. The CO shall be measured using Non-
Dispersive Infrared (NDIR) Spectroscopy technique. All the analyses should be carried out as per
IS-5182.
3.7.2 Monitoring of Water Quality
It is reported that five rivers are intercepting the project road. The other hydrological features are
irrigation canal which intercepted the project road at five locations. The ponds are existing along
either side of the project road provide requirements to village communities. The flow of river in
the project site is seasonal and remains dry throughout the year. Therefore, water in irrigation
canal flow for very short period only as it is regulated by the flowing river and the main canal.
Hence, monitoring of surface water quality is not expected due to non-availability of water in
river, seasonal flow of water in irrigation canal and deteriorated stage of existing ponds falling
along the either side of the project route.
The underground water is the only important source for catering to needs of water demand for
village’s communities falling along the project road. Therefore, any kind of deterioration owing
to the developmental activities in the quality of ground water will pose threat to the village
population and attention needs to be paid towards maintaining the quality of water using all
possible tools such as monitoring with spontaneous remedial suggestions, if required.
Keeping in view the importance of ground water resource to the local communities, the
monitoring of ground water quality shall be conducted in the study corridor. Evaluation of
various parameters with regard to the Water Quality Standard Norms: IS: 10500 shall be done.
The monitoring of various parameters, subject to the ground water quality, had been conducted in
study corridor during the EIA – Study, Year-2008, April. The monitoring data is 4 year old and
thus not effective for this period, therefore, the details are not being presented at this report. The
monitoring of ground water quality shall be conducted again in the month of November 2011,
following the MoEF guideline and presented in Final EIA as stated above.
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3.7.3 Monitoring of Noise Quality
In this section, only methodology is being described, as fresh monitoring of Noise quality shall
be conducted as stated above.
The stations shall be taken judiciously based on following considerations:
- Obstruction free exposure of equipment,
- Away from temporary noise generating sources to monitor true background levels,
- Accessibility of the location during day and night,
- Security and safety of the instrument.
The Noise monitoring station shall be taken at the sensitive site as Residential area, Govt. School
and Institutions, Hospital and Religious sites as per CPCB guidelines.
Methodology of Noise Monitoring
Ambient noise level or sound pressure levels (SPL) shall be measured by a portable sound level
meter having built in facilities to read noise level directly in dB (A). Noise measurement shall be
conducted as per IS: 4954 as adopted by CPCB.
Ambient noise level monitoring shall be carried out at each sensitive location. It shall be
conducted continuously over a period of twenty-four hours to obtain Leq values at uniform time
intervals of 1 hour.
3 .8 Biological Environment
3.8.1 Local Flora
The flora in the study corridor is represented by
social forestry in the agriculture land, trees along the
project road Udaipur to Ahmadabad, NH-8. As per
the Govt. of India Forest (Notifications), section, 29
of the Indian Forest Act, 1927, strips of forest or
waste lands whether under trees grow or not on either
side of the all roads, canals and railways are declared
as protected forest. Under this notification all strips of Government waste lands have been
demarcated by boundary pillars for the management and maintenance of trees, grow or not as
either side of all Roads, Canals and Railways. The natural vegetation of the study area may be
broadly noted under three types i.e.
I. The vegetation along water bodies
II. Avenue trees exist along the project road
III. Social Forestry in agriculture land
The project site fall in tropical dry deciduous forest of Aravalli range. The forest vegetation
includes the grasses, shrubs and thorny trees. A detailed survey of trees falling along the project
has been conducted with respect to girth size, type of species in 60 meter wide strip in order to
assess the degree of impacts on the flora due to widening of six lane of existing four lane
highways from Udaipur to Ahmedabad, section of NH-8. The list of common tree species in the
project area is given in the Table3.5.
View of Plantation along
Project Road
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Table-3.5: List of Flora along Project Road
Sl. No. Common Name Scientific name
Tree Species
1 Amla Embica officinalis
2 Eucalyptus Nilgiri / Safeda / Eucalyptus sp.
3 Ashok Polyalthia longifolia
4 Mahua Madhuca indica
5 Zizyphus Zizyphus mauritiana
6 Maulsari Mimosops clengi
8 Babul Acacia nilotica
9 Amaltas Cassia fistula
10 Vilaiti Imli Pithecellobium dulce
11 Lasoora Cordia dichotoma
12 Jamun Syzygium cumini
13 Kassod Cassia siamea
14 Imli Tamarindus indica
15 Vilayti Babul Prosopis juliflora
16 Adusa Adathoda vasica
17 Neem Azadirachta indica
18 Peltophorum Peltophorum pterocarpum
19 Kapok /Silk-cotton Ceiba pentandra
20 Teak Tectona grandis
21 Baheda Terminalia belerica
22 Vilayti Babul Prosopis juliflora
23 Dhak/Phalas Butea monospema
24 Bakla Anogeissus latifolia
25 Karanj Pongamia glabra
26 Siris Albizzia lebbek
27 Shisham Dalbergia sissoo
28 Gulmohar Delonix regia
29 Raintree Samanea saman
30 Gular Ficus glumerata
Shrubs & Grasses
1. Kareel, Kair Capparis deciduas
2. Karonda Carissa spinarum
3. Aak Calotropis gigantea
4. Gurhal Hibiscus rosa sinensis
5. Kaner Nerium oleander
6. Congess grass Parthenium hysterophorus
7. Dhub Cynodon dactylon
8. Buffel grass Cenchrus ciliaris
9. Kusha grass Desmostachya bipinnata
10. Kaash Saccharum spontaneum
The project site is mostly agriculture land with small patches of forest. The common tree species
in study area are bamboo, Eucalyptus (Eucalyptus sps.) Babool, Karanj (Pongamia glabra),
Khajur (Phoenix sylvestris), Dhak ( Butea monosperma), Adusa (Adathoda vassica), Teak
(Tectona grandis), Kapok /Silk-cotton (Ceiba pentandra), Zizyphus (Zizyphus mauritiana),
Raintree ( Albizia saman) and other wild species like Kikar and Kikar scrubs
As per the improvement proposal of six lanes, the total no of trees which are estimated to be
affected and likely to be failed are approx. 13,829 trees. The trees estimated to be felled in the
Udaipur district under Udaipur Forest Division is 3,066, Dungarpur District under Dungarpur
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Forest Division is 2,165, Sabarkantha district under Himmatnagar Forest Division is 4,178 and
Gandhinagar district under Gandhinagar Forest Division is estimated to be 4,422 tress. The details are represented in Table: 3.6.
The number of trees likely to be affected and felled with respect to chainage and side of road are
represented in Annexure-I.
The locations of Forest Division falling along the project road is represented in Figure: 3.5
� Trees along Project Road
Table-3.6 : List of Trees along Project Road
District
Forest Division
Chainage
Right
Side
Left
Side
Total From To
Udaipur Udaipur Forest Division 287.000 355.000
1461 1605
3066
Dungarpur Dungarpur Forest Division 355.000 388.000
845 1318
2165
Sabarkantha Himmatnagar Forest Division 388.000 478.000
2096 2082
4178
Gandhinagar Gandhinagar Forest Division 478.000 509.295
2372 2050
4422
Trees
Grand Total
6774 7055
Trees
Net Total
13829
� Forest
The project road passes through Udaipur and Dungarpur district of the Rajasthan state, and
Sabarkantha & Gandhinagar district of Gujarat state,. The forest covers of the state of Rajasthan,
based on satellite data of the year 2003, is 15,826 sq. Km in a whole which constitute 4.62 % of
total geographical area of the state and the forest cover of the Gujarat is 14946 sq. km which
constitute 7.62 % of the total geographical area of the state. The forest cover of all four districts
falling along the project road is described in details under Table 3.7.
Table- 3.7: Forest Cover Udaipur, Dungarpur, Sabarkantha
and Gandhinagar
Sl. No. Districts Category Forest Area
(Sq. km.)
Forest Area
(%)
1
Udaipur Very Dense Forest 0 0
Moderately Dense Forest 1,377 44.5
Open Forest 1,717 55.5
Total Forest 3094 100.0
Total Geographical Area 13,419 23.09
2 Dungarpur Very Dense Forest 0 0
Moderately Dense Forest 17 6.7
Open Forest 235 93.3
Total Forest 252 100
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Sl. No. Districts Category Forest Area
(Sq. km.)
Forest Area
(%)
Total Geographical Area 3770 6.68
3 Sabarkantha Very Dense Forest 0 0
Moderately Dense Forest 323 40.4
Open Forest 476 59.6
Total Forest 799 100
Total Geographical Area 7390 10.81
4 Gandhinagar Very Dense Forest 0 0
Moderately Dense Forest 9 20.45
Open Forest 35 79.35
Total Forest 44 100
Total Geographical Area 649 6.78
Source: Forest Survey of India, Dehradun. State of forest report 2005. Dehradun, FSI, 2008
Three district among out of four districts have a Reserve Forest (RF) falling along the project route
whereas RF is closely associated with the project road in the district of Udaipur and Dungarpur and
RF in Sabarkantha district is away the project road. The area of RF estimated for the diversion forest
land with regard to widening to six lanes is estimated to be 9.3055 ha in Udaipur district and 11.29
ha in Dungarpur district. The location of reserve forest falling along the project road is given in
Table -3.8. The patches of RF with respect to the project road are represented in Figure – 3.6.
As the project site exiting in the eastern part of Gujarat and part of section in South-eastern of
Rajasthan, therefore, entire project site have the vegetation endemic to dry region. There is no
Mangrove vegetation and areas of sand dunes along the project road are reported.
Table – 3.8: Reserve Forest along Project Road
Chainage (km) Length
(Km) Side
Location
(Name) Forest Division
From To
320+000 320+500 0.500 Left Parsad Udaipur
323+000 324+900 1.900 Right Parel Udaipur
332+800 334+000 1.200 Right Rikhabdev Udaipur
340+050 342+000 1.950 Right Rikhabdev Udaipur
384+200 386+900 2.700 Both Bichiwara Dungarpur
386+900 388+800 1.900 Both Ratanpur Dungarpur
388+800 389+200 0.400 Both Ratanpur Dungarpur
391+000 391+900 0.900 Both Ratanpur Dungarpur
401+800 402+000 0.200 Right Shyamlaji Himmatnagar
427+650 428+200 0.550 Left Raigarh Himmatnagar
433+950 434+000 0.050 Right Urvana Himmatnagar
443+800 443+200 0.200 Both Gamdi Himmatnagar
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3.8 .2 Local Fauna
There are number of migratory birds are encountered in the study corridor during survey in the
month of April to May. It is due to presence of irrigation canal, seasonal stream, Hilly Forest and
man-made water reservoir like ponds existing along the project route. The detail list of fauna
reported along the project sites is illustrated in Table – 3.9.
Table – 3.9: List of Mammals and Birds in Study Area
Sl. No. Mammals Sl.
No.
Birds
1. Five Lined Squirrels 1. Eagle,
2. Buffalo 2. Short-toed Eagle,
3. Cows 3. Sparrow
4. Goats/sheep 4. Little Green Bee-eaters
5. Cat 5. Demoiselle Cranes
6. Dog 6. Crested lark,
- - 8. Ring Dove,
- - 9. Skylark,
- - 10. Brown dove
- - 11 Duck
- - 12. House Sparrows
- - 13. Brahmin Myna
- - 14. Common Myna
- - 15. Koel
- - 16. House Crows
- - 17. White Peafowl ,
Hilly Area
Forest land
View of Hilly Area and RF along Project Road
Udaipur – Ahmedabad, Section of NH-8
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Sl. No. Mammals Sl.
No.
Birds
- - 18. Peacock
- - 19. Pigeon
- - 20. Wood-Pecker
- - 21. Paddy Bird
- - 22. White Checked Bulbul
- - 23. Grey jungle fowl
- - 24. Owl
Source: Forest Dept. Rajasthan & Gujarat
3.8.3 National Parks, Wildlife Sanctuaries & Biosphere Reserve
The road does not traverse through any wildlife Sanctuary, National Park or Biosphere in 4
districts. No Protected area is present within 10 km radius of the road (refer Figure: 3.7).
3.9 Amenities, Cultural and Religious Properties – (xxvi)
Roadside amenities and religious properties generally include:
- Religious properties (temples, gurudwara & mosques)
- Educational institutions (schools & colleges)
- Medical amenities (hospitals & health centers)
- Drinking water sources (hand pumps)
- Petrol pumps
- Historical and Archaeological properties
The roadside amenities and religious & cultural properties along with their chainage & distance
from road are elaborated below:
3.9.1 Religious Properties
There are 36 Temples, 1 Mosques are located along the project road. Approx. 12 Temples, are
estimated likely to be affected due to widening proposal of 6- lane of the project road from
Udaipur to Ahmedabad, NH-8. The chainage wise list of religious and cultural properties with
distance from centre line of carriageway has been illustrated in Table- 3.10.
Table - 3.10: Religious and Cultural Properties along Project Road
Sl.
N.
Chainage
(Km)
Side of Road Distantce
from C/L
(m)
Location Description
`Left Right
1 296+320 Right 14 Barapal Temple
2 315+900 Right 40 Bhaglaghat Jai Ambe Maa Temple
3 318+050 Left 14 Bara Shivji Temple
4 328+050 Right 18 Pipli Pepleswar Mahadev
5 338+120 Left 32 Kesharyaji Maa Hinglaz Mata Mandir
6 338+200 Left 26 Kesharyaji Sri Kalla Ji Maharaj Temple
7 341+600 Left 17 Kagdar Aduva Hanuman Ji ka Mandir
8 342+800 Left 15 Kagdar Shiv Temple
9 368+300 Left 19 Aajhara Temple
10 376+450 Left 47 Bichiwada Shivji Temple
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Sl.
N.
Chainage
(Km)
Side of Road Distantce
from C/L
(m)
Location Description
`Left Right
12 386+965 Right 25 Khajoori Temple
13 387+250 Left 14 Ratanpur Ratanpur Mahadev Temple
14 392+530 Right 15 Rangpur Ambe Temple
15 419+240 Right 47 Gaddkampa Temple
16 421+100 Left 20 Khuswada Sri Santram Sareswar Dham
17 423+650 Right 20 Raigarh Temple
18 427+085 Left 14 Navalpur Jai Sri Mata Ji Temple
19 431+780 Right 14 Kesharpura Sri Hanuman Temple
20 437+950 Left 42 Gamdi Shiv Temple
21 445+950 Left 21 Himmatnagar Panchdev Temple
22 451+670 Right 17 Hazpur Jai Maa Kali Temple
23 460+700 Right 30 Rasulpur Sri Hanuman Temple
24 465+660 Right 29 Prantij Temple
25 466+935 Left 15 Prantij Temple
26 480+830 Left 13.5 Chandarala Uma Shankar Tirth
27 480+855 Right 15 Chandarala Punit Kirti Dham
28 481+450 Right 17 Chandaral Sri Chandra Baleswar Temple
29 484+400 Right 25 Chhala Mataji Temple
30 484+480 Right 17 Chhala Shivji Temple
31 484+720 Right 42 Chhala Mosque
32 485+550 Left 24 Chhala Mata Ji Ka Temple
33 487+800 Right 16 Giyol Ambe Mata Ji Temple
34 489+700 Right 17 Dhanap Chandrapal Sadhvi Dham Sthal
35 503+050 Left 24 Jethpura Panchtrith Dharamsurabh Dham
36 503+400 Left 62 Jethpura Shakti Dham Mandir
37 503+450 Left 14 Jethpura Temple
Mahadev Temple
(387+250)
Kali Temple
(451+670)
Mahadev Temple
(328+050)
Temple
(466+935)
View of Religious and Cultural Property along Project Road
Udaipur - Ahmedabad
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High School (423+120)
B. Ed. College
(351+600)
3.9.2 Educational Institutions
There are 18 educational institutions exist or located along the project road. Only two
institution out of are exist very close to the project road and likely to be affected due to
widening to 6-lane. The chainage wise list is illustrated in Table : 3.11
Table-3.11: List of Educational Institutions along the Project Road
Sl.
No.
Chainage
(Km)
Side Distance
from C/L
(m)
Location Description
Left Right
1.
2. 285+900 Right 67 Chambora Govt. Primary School
3. 302+400 Right 77 Tidi Govt. Higher Secondary School
4. 302+580 Left 22 Tidi Naveen Public School
5. 315+220 Right 30 Bhaglaghat Govt. Primary School
6. 327+050 Right 15 Pipli Govt. Primary School
7. 351+600 Right 12 Kherwara Sagar B.Ed College
8. 352+000 Left 20 Kherwara New Apostolic Secondary School
9. 353+500 Right 32 Badla Govt. Primary Sanskrit School
10. 360+400 Right 67 Sishod Govt. Primary School
11. 370+850 Right 16 Barauthi Govt. Primary School
12. 390+550 Left 47 Ansul Ansul Primary School
13. 392+530 Left 15 Rangpur Govt. Primary School
14. 410+250 Right 47 Gadhadhar Govt. Primary School
15. 423+120 Left 12 Raigarh Narmada Sankar Ganpat Ram High School
16. 424+900 Left 62 Jawangarh Nava Jawangarh Primary School
17. 485+050 Left 14 Chhala Chhala Pagar Kendra Kumar Primary
School
18. 489+170 Left 20 Dhanap Saraswati Institute of Pharmaceutical
Sciences
19. 495+660 Left 22 Chiloda Om College of Education
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3.9.3 Medical Amenities
There are 8 Hospital and one primary Health Care Center exists along either side of the project
road. Two health centers out of 8 are likely to be affected due to widening to six lanes. The
chainage wise list is given the Table 3.12.
Table-3.12: List of Medical Amenities along Project Road
Sl.
No.
Chainage
(Km)
Side Distance from
C/L (m)
Location Description
Left Right
1 302+250 Right 37 Tidi Primary Health Centre
2 351+350 Left 37 Kherwara Nagfani Institute of Nursing
3 351+650 Right 14 Kherwada Pancholi Hospital & Research Centre
4 351+750 Right 14 Kherwara Rishab Hospital
5 400+800 Right 72 Shamlaji Orthopaedic Hospital
6 432+550 Left 18 Gamber Anand Hospital
7 432+650 Right 17 Gamber Karnawati Hospital
8 467+120 Right 27 Prantij Community Arogya Kendra
Institute of Nursing (351+350) Pancholi Hospital (351+650)
Rishab Hospital (351+750)
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3.10 Communities Properties
3.10.1 Hand Pump
Total 6 nos. hand pumps exist along either side of the project road. There are only 4 (four) hand
pumps out of 6 hand pump are likely to be affected due to widening to six lanes. The chainage
wise list is given in Table 3.13.
Table-3.13: List of Hand Pump/Tube well along the Project Road
Sl. No. Ch. (Km) Side Distance
from C/L (m)
Status Type
1 316+630 Right 15 Non working Hand pump
2 324+800 Left 19 Working Hand pump
3 327+100 Right 15 Working Hand pump
4 344+180 Right 15 Working Hand pump
5 415+950 Left 17 Non working Hand pump
6 417+320 Left 24 Working Hand pump
3.10.2 Tube Wells
Total 8 (eight) number of tube -wells exist along the either side of the project road. All the tube
bells are located away the project and none are estimated to be affected due to widening to six
lane of the project road.
The tube- wells exist along the project road are listed in Table: 3.14
Table-3.14 List of Tube well along the Project Road
Sl. No. Chainage
(Km)
Side Distance from
C/L (m)
Status Type
Left Right
1 422+000 Right 72 Working Tube well
2 430+380 Left 67 Working Tube well
3 436+250 Left 72 Working Tubewell
4 443+750 Right 27 Working Tubewell
5 454+900 Right 37 Working Tubewell
6 463+450 Right 27 Working Tubewell
7 480+210 Left 57 Working Tube well
8 486+300 Left 32 Working Tubewell
3.11 Other Amenities
3.11.1 Petrol Pump
Total 65 petrol pump exist along either side of the project road. None of them will be
affected due to the widening process as exist away widening proposal of six- lane
highways. The Chainage wise list of petrol pumps exist along either side of the project
road are given in Table 3.15.
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Table - 3.15: List of Petrol Pump along the Project Road
Sl. No. Chainage (Km) Side of Road Name
Left Right
1 278+200 Left Bharat Petroleum
2 279+600 Left Indian Oil
3 281+700 Left Hindustan Petroleum
4 282+200 Left Bharat Petroleum
5 287+650 Left Indian Oil
6 300+700 Right Indian Oil
7 302+800 Left Hindustan Petroleum
8 304+290 Left Indian Oil
9 306+000 Left Hindustan Petroleum
10 330+400 Left Petrol Pump
11 334+120 Right Reliance Petrol Pump
12 334+450 Right Indian Oil
13 335+850 Left Bharat Petroleum
14 337+250 Left Assam Oil
15 336+650 Right Bharat Petroleum
16 319+250 Right Bharat Petroleum
17 351+800 Left Indian Oil
18 360+100 Left Reliance Petrol Pump
19 350+950 Right Hindustan Petroleum
20 340+200 Right Hindustan Petroleum
21 367+150 Left Hindustan Petroleum
22 367+150 Right Hindustan Petroleum
23 368+540 Right Indian Oil
24 368+750 Left Indian Oil
25 372+200 Right Reliance Petrol Pump
26 373+400 Left IBP
27 373+700 Right Bharat Petroleum
28 374+500 Left BP
29 374+750 Left Indian Oil
30 376+620 Left HP
31 381+800 Left Indian Oil
32 384+650 Left Indian Oil
33 384+650 Right Indian Oil
34 386+160 Right BP
35 386+510 Right Petrol Pump
36 387+150 Right IBP
37 387+640 Right HP
38 387+830 Right Essar Petrol
39 393+300 Right BP
40 393+550 Right Reliance
41 394+000 Left Indian Oil
42 396+080 Right Indian Oil
43 400+750 Right BP
44 420+400 Left Indian Oil
45 432+220 Right Indian Oil
46 439+550 Right Essar Petrol Pump
47 447+250 Left BP
48 447+350 Right Indian Oil
49 449+450 Left Reliance Petrol Pump
50 449+700 Left BP
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Sl. No. Chainage (Km) Side of Road Name
Left Right
51 451+000 Left Vanaz LPG Station
52 454+600 Left Indian Oil
53 459+050 Right IBP
54 466+650 Right Indian Oil
55 467+120 Left HP
56 473+880 Left HP
57 475+720 Right Indian Oil
58 477+680 Left Indian Oil
59 481+280 Right IBP
60 489+350 Left Vanaz LPG Station
61 492+040 Right Essar Petrol Pump
62 502+380 Right Indian Oil
63 505+480 Right Reliance
64 509+400 Right HP
65 512+550 Right Indian Oil
3.11.2 Restaurant and Dhaba
There are number of restaurant and Dhaba exist along the project road. These are away the
widening proposal of 6- lane highways, NH-8. The Chainage wise lists that exist along either
side of the project road are given in Table 3.16.
Table - 3.16: List of Road Side Dhaba/Restaurant/Hotel
SL. NO. LHS RHS
Ch. (km) Description Ch. (km) Description
1 287+200 Srinath Dhaba 313+600 Annapurna Restaurant
2 287+500 Jai Chamunda Restaurant 314+000 Dhaba
3 293+500 Ishwar Kripa Dhaba & Restaurant 317+950 Mewar Hotel
4 311+400 Annapurna Hotel 318+950 Surya Hotel
5 319+800 Raj Shree Hotel 334+700 Bhagyashali Dhaba
6 323+900 Guru Kripa Hotel 337+550 Vishwas Hotel & restaurant
7 340+000 Satnaam Reshab Dhaba 334+700 Hotel Bhagyashali Dhaba
8 340+460 Chaudhary Restaurant & Bhojanalaya 340+150 Hotel Janpath Aashirwad Place
9 340+500 Rajshree Restaurant 349+050 Dhaba
10 349+200 Satnam Hotel 356+200 Malwa Punjab Hotel
11 349+300 Dara Singh Punjabi Hotel 358+000 Hotel Bhagodaya
12 350+450 Surbhi Palace Hotel, 370+950 Dhaba
13 350+700 Hotel Kohinoor 374+350 Kathiyawadi Hotel
14 355+250 Hotel Aathithi Palace 374+450 Hotel Bhagodaya
15 355+850 Hotel Shahyog 378+550 Dhaba
16 356+000 Dhaba 382+550 Dhaba
17 366+880 Dhaba 384+710 Kingfisher Beer Bar
18 368+350 Hotel Jawar mate 385+150 Khajuri Restaurant
19 374+600 Neelgiri Restaurant 388+050 Dhaba
20 375+250 Dhaba 394+330 Malti Nandan Resort
21 375+550 Dhaba 394+400 Dhaba
22 375+950 Dhaba 397+200 Dhaba
23 377+100 Kathiyawadi Restaurant 404+020 Dhaba
24 377+270 Hotel Sarvottam 418+050 Dhaba
25 378+350 Hotel Shakhavati 420+600 Dhaba
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SL. NO. LHS RHS
Ch. (km) Description Ch. (km) Description
26 382+250 Anjanee Hotel 422+890 Surya Dhaba
27 384+710 Hotel Alankar 434+950 Hotel Ashish
28 391+580 Hotel Ashish 444+500 Hotel Sarvodaya
29 393+210 Hotel Navjivan 469+060 Dhaba
30 393+900 Hotel Aashirwad 470+250 Dhaba
31 393+950 Hotel Green 472+280 Dhaba
32 397+250 Dhaba 473+165 Dhaba
33 401+450 Hotel Samrat 491+950 Aagan Garden Restaurant
34 407+450 Hotel Asopala 504+720 Pandit ji ka Dhaba
35 408+450 Hotel Disha & Guest house
36 412+140 Hotel Murlidhar
37 416+600 Dhaba
38 428+450 Dhaba
39 435+350 Rangoli Dhaba
40 441+050 Hotel Rajesthan
41 453+650 Hotel Aashirwad
42 457+040 Hotel Aagaman
43 478+980 Dhaba
44 482+450 Palav Guest House
45 489+450 Hotel Anjali
3.12 Recreation Resources
There are no recreational sites along the project road which has national and international
importance for the tourist point of view.
3.13 Cultural Heritage Sites (Archeological and Historical Monuments)
There is no monument and famous place of tourist importance located along the project road.
Further, there is nothing any archaeological, historical and heritage sites of national importance within the prohibited and regulated distance total 300 meter from the project road, as per GoI,
Gazette Notifications No.13, dated March-30, 2010 on “The Ancient Monuments and
Archeological Sites and Remains (Amendment & Validation) Act, 2010”
3.14 Key Environmental Features
The Hot Spots in 20 Km of wide corridor (i.e. 10 Km on either side) of the project, which needs attentions for impact analysis, is trees, irrigation canal, religious and cultural properties, building
structure. The other important issues for widening to 6-lane are the reconstruction of 4 major
bridge and 30 new minor bridge on service road. Attention is required to be given on the flow of
stream of river and irrigation canal that not to be interrupted due to construction of structure. The
main canal named as Hathmati and Bhujwa irrigation canal and its distributaries are the water
resource which fulfills the water demand for irrigation along the project site. Therefore, residues
of construction wastes should not be stored and dumped to interrupt the water channel.
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CHAPTER - 4
ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
Planning, construction and the operation of the proposed development and improvement cause
significant potential impacts on the environment. After studying the existing baseline
environmental scenario, initial field surveys and reviewing the process and related statutory
norms, the major impacts have been identified and assessed for the design, construction and
operation phases. Environmental Impact Assessment (EIA) provides a description of the
potential impacts and mitigative measures related to the project. Widening and improvement of
the road generally cause potential negative environmental impacts. Majority of these negative
impacts can be avoided or mitigated through a precautionary engineering design, planning and
management.
Negative and positive impacts on physical, ecological and socio economic environment related to
the project location and design due to widening to 6- lane of existing four- lane highways of NH-
8 from km 287+000 to km 509+295 total project length 222.295 km have been identified,
annexed and evaluated.
4.1 Positive Impacts
The primary purpose of the environmental impact assessment study is to identify significant
negative impact on environment that may be caused due to implementation of the project. As a
result of development and improvement, there are several benefits to human being and natural
environment.
4.1.1 Transportation
The traffic density will increase after the construction and improvement of the road. It shall be
benefited for the communities to find out a road-route for the destinations. The project widening
to 6 lane of existing 4 lane highways, shall improve the current transportation inadequacies and
deficiencies associated with the communication from Udaipur to Ahmedabad.
4.1.2 Public Amenities
It also satisfies social demand and economic needs for the local communities, i.e Truck Lay Bye,
Foot Over Bridge, Bus Stops, Cross Drainage structures, Fly Overs etc.
4.2 Negative Impacts
Implementation of project has adverse impacts on the environments also. Adequate mitigation measures should be planned and it is required to be taken to minimise the degree of negative
impacts. Impacts subject to the construction of road are broadly related to:
i) Pre-construction phase - Planning and Design
ii) Construction Phase
� Construction of Road
� Contractor/Labour camps etc.
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� Establishment of Plant and machineries
� Borrows
� Quarry
� Accidents etc.
iii) Operation Phase – use of Road
Type and magnitude of impacts depend upon the features of existing site of environment.
For this project a qualitative approach has been taken to denote the order of impacts and to
take effective remedies in order to reduce them.
.
Each negative impact requires consideration of mitigation measures. Few among all of them
require judicious applications of engineering design in construction methodology while
others require special techniques. To identify these impacts, broadly on physical, ecological
and social environment, an Impact Identification Matrix is developed. The probable
Environmental Impacts are illustrated in Table: 4.1
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Table – 4.1: Environmental Impact Matrix
The other impact criteria, for identification of impacts, are the identification of the impact zone.
In this stage of environmental impact assessment, a Corridor of Impact (CoI) of 10 Km. has been considered all throughout the project corridor in general and within the Right of Way (RoW) in
particular for evaluation of environment set-up along the project influence area of study corridor.
4.3 Potential Impacts
The environmental parameters are broadly classified into three groups.
Project
activities
Env.
Component
Affected
Planning and
Design Phase Construction Phase
Operational
Phase
Indirect
affect of
operation
Land – Use
Acquisition
of Land
Pile
Foundation/
Dredging/
Excavation
Site
clearance/
removal of
Vegetation
&\Trees
Vehicle &
machine
operation &
maintenance
Disposal of
wastes &
Sanitation
Estb. of
plant and
machineries
as
WMM,
Batching
plant etc.
Laying of
pavement
Vehicle
operation
induced
development
Induced
development
Water
Resources as ponds, rivers &
streams
Loss of water
body
Alteration of
Topography
- Contamination by
fuel & lubricants
Contaminati
on from wastes
Contaminatio
n by leakages of fuel
- Contaminati
on by fuel & lubricants
Impact on
flora & fauna
of wetland
Increased
pollution from
development
and industry
Soils erosion
potential
- Erosion and
loss of topsoil
Erosion and
loss of
topsoil
- Contamination by
fuel & lubricants
- Compaction
Contamina-
tion from
wastes
- - - -
Flora Impact on
flora
- Loss of trees
& vegetation
Denudation of
vegetation
- Dist. in
Ecosystem
or Loss
- - -
Fauna - Disturbance of
ecosystem
due to loss of
habitat of fishes
and other
vertebrate
Habitat loss
Disturbance of
wildlife
- - - Disturbances
and accident
with wildlife
-
Land as Forest,
Agricultural
and private
Loss of land as RoW
- - - - - - Diversion of agricultural
land
Health &
Safety
- - - - Increase in
communicab
le diseases
Dust fumes - Accidental
risks
-
Cultural Heritage
Structure
Removal of structure from
RoW
- Loss of religious
properties
and trees
- - - - -
Pollution to
nearest
settlements/
Habitats
- - - Air, Water and
Noise
Pollution
- Dust fumes,
smoke, noise
pollution to
Habitats
- - -
Wetland/
Water bodies
- Obstruction in
water flow / water
clogging
- Contamination
and
Siltation
- - - - -
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4.3.1 Physical environment
It includes air, water, land, and noise quality as well as quantity. The holistic approach for
safeguard of all the components is must for survival of life on the great planet earth.
4.3.2 Biological environment
The local biota including fauna, flora, avifauna, aquatic flora etc. will be disturbed due to project
activities.
4.3.3 Social Environment: (ToR No. xxxii)
In this context, we study about, the project affected people with respect to loss of house, land and
livelihood followed by resettlement and rehabilitation, and employment generation etc. This part
is under the study by social specialist and presented in the Final EIA report.
The impacts are assessed over the corridor of 10 km on either side of the road.
Identification of impacts is followed by the recommendation of appropriate cost mitigation
measures. These impacts along with the preventive, mitigatory, compensatory and enhancement
measures to be taken during design, construction and operation stages are given in the following
sections:
4.4 Impacts During Design Phase
The major impact associated with Design or Pre-construction phase deals with loss of land,
properties and livelihood due to acquisition of properties. The design of alignment also decides
the acquiring or impacting water bodies, forest, cultural sites etc. Design phase will study these issues along with environmental and social specialists to minimize the impact. The impact on
environment and social factors, there shall be consideration for legal issues so that the project can
be operated with ease.
4.4.1 Impact on Land Resources
Two issues to be taken in this regard. The first one, land at few locations need to be acquired for
the widening to 6- lane highway. The second is that aggregates and materials required to be
obtained from borrows. These shall produce significant impacts on social as well as surrounding
environment. The area is required shall be classified by existing land-use. The land to be used for
the widening to 6- lane highways is the available land of ROW, private land, patches of RF in
Udaipur and Dungarpur as well as agricultural land exist along the road.
(A) Impacts
� Loss agriculture land, private land and common property resources (CPRs).
� Damage to existing ecosystem due to borrow activities.
� Pollution due to debris disposal/wastes generated from construction camp and site office.
(B) Mitigation Measures
� Compensate to the PAPs against, agriculture land, private land and CPRs.
� Inclusion of Environmental Management Plan in bidding documents and strict
implementation during the construction.
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� To be mitigated through providing dustbins, toilets to the workers by the contractor.
4.4.2 Impact on Biological Resources
Felling of trees shall be associated with road construction process. The baseline scenario along the project reach is indicated number of trees along the ROW to be affected and likely to be
felled.
(A) Impacts
� Trees to be affected.
(B) Mitigation Measures
� In order to compensate the loss of the forest land, compensatory afforestation programme
should be implemented in consultation with respective State Forest Department.
4.4.3 Impact on Water Resource
Widening will result in increase of surface run-off due to more paved road surface. It will have
adverse impact on ground water recharging if measures are not taken during the design.
Approximately 14klpcd water will be required for 200 number of workers. Therefore,
compensation is required to recharge ground water.
A) Impacts:
� Loss of ground water table due to withdrawal of ground water for construction.
� Increase of surface run-off due to more paved road surface.
(b) Mitigation Measures:
� Detail hydrological survey and provide adequate drainage facilities to discharge the run-off
to existing catchments area.
� Provision of Recharge pits, in the design to recharge the ground water, in the urban area.
� Longitudinal roadside drains on both sides of the road and out fall should be nearby
culverts/ bridges on nallas/ rivers/ drains.
� All the construction preparatory activities for culverts, bridges and other structure will be
carried out during dry seasons.
� Water for construction will be arranged by the contractor from the existing sources.
However , No new bore well will be dug at construction site without getting clearance from
the concerned Groundwater Board..
� Minimum use of water from existing sources for construction purpose will be ensured
promoted at construction site/camps to minimize likely impacts on other users.
c) RAINWATER HARVESTING (ToR-No. xxix)
� Rainwater harvesting structures shall be provided near the disposal point of the side drains
as prescribed by CGWB guidelines (refer Fig 4.1).However the locations may be finalized
after considering topographical features of the neighborhood during DPR stage.
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� Rainwater Harvesting System (RWHS) designs and construction details are given in Table :
4.2
� Rain Water Harvesting Structure (RWHS) for Ground water Recharge: Size: 1.0m x 1.0m x
1.5m
Table 4. 2 : Construction Details of Rain Water harvesting system
Sl. No VolumeCu.m Description
1 4.5 Excavation in Hard Gravelly and all available soils
2 2.25 40 mm metal
3 1.25 20 mm metal
4 0.675 Coarse sand
5 0.24 CRS masonry in 1:6 prop.
6 4.5 Carting of excavated earth for a lead of 8 km.
Figure - 4.1
4.5 Impacts during Construction Phase
The road construction leads to several adverse impacts on the environment. The details of
impacts and their mitigation measures are described listed below. The implementation of these
measures may come through the tools like engineering design, site planning and project
scheduling, completion, afforestation programme, and site monitoring etc.
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4.5.1 Topography and Geology
The impacts on existing topography originate from requirements of earth from the borrow pits in
road construction. Excavation of earth from borrows with unplanned and unsystematic operation
cause severe damage to ecosystem and land environments. The same can be understood for the
quarry site also.
The alignment passes through plain terrain and few section of hilly area. Therefore, significant
impact may be developed in the relief of hilly region.
A) Impacts:
� Alteration of topography due to indiscriminate use of borrows.
� No planning and unsystematic borrowing leads to damage in natural surrounding
environment and ecosystem.
� Interruption to flora and fauna.
� Interruption in geological setting due to quarrying.
B) Mitigation Measures:
� Identifications of borrows should be made keeping in view the natural environmental
features so as minimal loss and damage to the environment.
� Systematic and planned operations to be carried out in order to avoid alteration of land
topography.
� Borrowing should be complained with the environmental requirements provisioned under the
EMP.
� Borrow should be redeveloped in proper shape by leveling and grading of ground and
enhance as a pond, after the site exhausted.
� As far possible existing quarries to be used for the construction materials.
� Intensity of seismicity should be considered in the design of structure to avoid the damage
due to earthquake.
4.5.2 Impact on Soil
A) Impacts
� Loss of fertile soil from agricultural land due to borrows.
� Loss of vegetative cover due to excavation & back filling which will lead to enhanced soil
erosion
b) Mitigation Measures
� Fly ash to be used for construction if available within 100 km of the road.
� Adequate measures will be taken along the road to avoid soil erosion.
� Top soils (approx.15 cm) of borrows should be conserved and led over the site after the
borrows exhausted.
� Accidental spills: lubricants and oil and molten asphalt should be avoided following good
environmental management practices.
� Scarified asphalt might be re-utilized in fillings, if any.
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4.5.3 Impacts on Land –Use
Widening to 6- lane of existing 4- lane highways, Udaipur to Ahmedabad, section of NH-8
considerably lead to change in land- use pattern as required acquisition of land at the various
locations due to the availability of limited width of ROW. The existing land is mainly of agricultural with residential & commercial establishments, natural drainage and irrigation canal
associated with the ROW.
The project road lies in predominantly plain terrain and smaller section of hilly terrain, thus,
alteration of land is envisaged at the hilly part and borrows lands. The land for borrows, in the
restricted areas of reserve forest and sanctuaries, are prohibited under the Forest Act-1980 and
Wildlife (Conservation) Act- 2003. Therefore, identification of borrow land should be avoided in those restricted areas. Moreover, selection of borrow should be minimised as to have an
agricultural fertile land. Therefore, use of fly-ash to be encouraged for the road construction
process.
A) Impacts
� Loss of agricultural land due to land acquisition for the road
� Generation spoils and debris due to construction activities.
� Changes in land-use pattern due to proposed widening.
B) Mitigation Measures:
Excavated earth materials should be re-used to the maximum extent in site preparations.
Asphalt wastes, debris and other wastes material should be disposed of in environmentally safe
area. Indiscriminate dumping should be avoided.
� Labour and construction camps should be constructed at the approved sites.
� Indiscriminate settlement of workers & labourers camps should be avoided.
� Haul roads and construction site should be adequately maintained.
� Construction activities should be kept confined to the ROW only.
4.5.4 Impact on Drainage
Drainage
A) Impacts
� Incidence of water stagnation due to obstruction of drainage on the on-set of monsoon.
� Incidence of accidents in case of blockage of drainage spouts that create water pool on road.
� Increase of flood duration due to obstruction of natural drainage in construction of high
embankment.
� Blockage of existing drainage in courses earth work.
B) Mitigation Measures
� Adequate drains facilities (longitudinal, median & chute drains) should be provided along the
road to facilitate the stability of road carriageway. It prevents soil erosion also.
� Existing drainage and cross drainage (CD) structures should be duly augmented, wherever
necessary, to accommodate high discharges to avoid flooding & formation of water pool.
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� Adequate new drainage and cross drainage (CD) structures should be provided for smooth
runoff to avoid formation water pool.
� Inspection of existing drainage spouts before the on-set of monsoon.
� Adequate facilities of drainage at construction site and camp in order to avoid stagnant water
pools that also lead to soil erosion.
4.5.5 Impact on Water Use
A) Impacts
� Decrease in water table due to continuous withdrawal of ground water for the construction
works.
B) Mitigation Measures
� Avoid wastes of water from existing sources.
� Rainwater harvesting structure should be constructed at the settlement area,
� Borrows should be re-developed as a water catchment area. The unlined roadside drains in
rural stretches should be connected to water bodies like nallas/ rivers/ drains near the
culvers & bridges.
A Typical drawing of rain water harvesting structure shall be designed by DPR consultant for the
urban and sub-urban area falling along the project road.
4.5.6 Impact on Water Quality
A) Impacts:
� Increase of sedimentation due to run-off from the construction sites that also increase
turbidity in streams and water bodies.
� Contaminate in water due to sewage discharge from the construction camps.
� Pollution in groundwater due to asphalt wastes and oil and grease contaminations.
B) Mitigation Measures:
Adequate drainage system should be developed at the construction camp in order to arrest silt
and sedimentation load meeting in natural drainage system around the site.
� Hygiene and sanitation at the work site to prevent water contamination.
� The construction work for culverts and bridges should be carried out before monsoon.
4.5.7 Impacts on Air Quality, (ToR No. xvi)
Air quality is one of the most important parameters to be impacted during construction phase.
Impacts on air quality during construction are generation of dust due to earth being carried out
through the vehicles and operating plants as Batching Plant. It also increases many fold during
excavation and haulage of materials for construction. Emission of gaseous pollutants like
sulphur-oxides, Nitrogen oxides, hydrocarbon, carbon monoxide and other particulate matters are
also have adverse impacts on the surrounding environment due to movement of heavy vehicles
for the construction. Depending on the local weather conditions, dusts are expected to be
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generated in the form of fugitive emissions. This may lead to reduce the visibility and the air
quality of the immediate vicinity due to SPM loading. This impact on the ambient environment is
highly localized and short-term in nature.
The impact on air quality during construction phase is temporary and site specific. Good Environment Management Practices can overcome and reduce the impact to a large extent.
(A) Mitigation Measures
� Proper planning and appropriate scheduling. Appropriate infrastructural support in
construction works for timely completion of work.
� Construction materials should be stocked with adequate barricading having a defined area
in order to prevent fugitive emissions
� Earth carrying vehicles should be suitable covered with Tarpaulin.
� Dust minimization measures should be adequately followed as per EMP attached in the
bidding documents.
� Machineries and equipments being used for construction works should be adequately
maintained and emission should be within the permissible limits of CPCB norms.
� Crusher plant and Hot Mix Plants should be located at least 500 m away from inhabited
areas and 300 m from the road.
4.5.8 Impacts on Noise Quality, (ToR No. xv)
The noise is usually generated by the movement of vehicles and heavy machineries that
contribute considerable high impacts in nearest surrounding. Noise generated from sources is the
temporary and mostly in daytime only. However, the workmen are likely to be exposed with high
noise levels at the work site.
(A) Impacts
� Increase in noise level due to construction activities.
� Increases many fold during the plant operations and movement of vehicles.
(B) Mitigation Measures
� Construction and labor camp should be located away from the construction site.
� Plant and machineries should be standard and equipped with silencer.
� Earplugs should be provided to the workmen at crusher and HPM plant.
� The construction equipments and machineries should be good working conditions, properly
lubricated and maintained to keep noise within permissible limits.
� In the residential area the construction works should be carried out in the day time.
� Machinery yard should be 113 m away from the inhabited areas.
� It should be 200 m away from silence zone i.e. schools, institutions.
4.5.9 Impacts on Local Flora
(A) Impacts
� Loss of flora due to felling of trees in the construction of bridge sites.
� Depositions of fugitive dust on vegetation may leads to reduction of photosynthesis and
damage the vegetation.
(B) Mitigation Measures
� Felling of trees should be barest minimum and allowed to extent width of carriageway only.
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� Compensatory afforestation should be carried out under Forest Conservation Act 1980. The
available space should be completely covered with afforestation scheme.
� Fuel for cooking should be provided to the construction workers to avoid cutting of trees for
fuel wood.
4.5.10 Impacts on Local Fauna
(A) Impacts
� Loss of habitat of avian fauna due to felling of roadside trees.
(B) Mitigation Measures
� Afforestation programme should be planned to recover the natural environmental features
soon in future.
4.5.11 Impacts of Solid Wastes
(A) Impacts
� Solid waste disposal from construction camps may cause unhygienic environment.
� Scarified asphalt and construction spoils create pollution problems.
(B) Mitigation Measures
� Scarified asphalt should be re-used in filling in approaches.
� Earth material generated due to excavation should be re-used in embankment construction.
� Indiscriminate disposal of spoils should be avoided.
4.5.12 Impact on Social Aspects
Amenities and Religious & Cultural Properties
Roadside amenities and religious & cultural properties generally include:
• Educational institutions (schools & colleges)
• Medical amenities (hospitals & health centers)
• Drinking water sources (wells & tube-wells)
• Religious properties (temples & mosques)
A) Impacts
� Additional land in the widening of the road, will affect the cultural and religious properties.
Total no of 12-religious properties are likely to be affected due to existing close to the
highways. The list of cultural properties with distance from the C/L of the road is given in
Table no 3.9.1.
B) Mitigation Measures
� Religious and cultural properties should be suitably relocated, if fully affected.
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4.5.13 Rehabilitation & Resettlement
The proposed widening will involve acquisition of additional land, demolition of structures
(shops) etc. Refer Annexure VI.
A) Impact : Employment & Trading Opportunities
The construction personnel including skilled, semi-skilled and unskilled labourers shall be
employed by various agency. Local labour will be taken from nearest village few skilled
personnel, brought to site from the outside locality, proper housing/ accommodation would be
provided in the construction camps. There will be little competition between workers is therefore
anticipated.
There will be a competition between the local trading agency and the outsiders for the supply of
steel, cement, aggregates etc.
The construction materials like stone chips and sand will be procured locally from Identified
quarry sites. The other important materials like cement, steel will be procured through various
local sources. Thus there is a possibility of generation of local trading opportunities, though
temporary.
B) Mitigation Measures:
� Local labours should be used in construction work. This will reduce labour migration.
� Some of the construction materials like stone chips & sand should be procured locally. Thus
there is a possibility of generation of local trading opportunities, though temporary.
4.5.14 Impact on Construction Camp
A) Impacts:
� Influx of construction work-force to construct temporary tents.
� Likely un sanitation, health and hygiene due to inflow of construction labourers.
B) Mitigation Measures:
� Temporary camps are constructed at designated sites with adequate sanitation,
drinking water supply.
� Proper accommodation will be provided in the locality for the migrant construction
engineers.
� It should be ensured that the workers are provided with adequate ancillary facilities i.e.
sanitation at camps, drinking water lavatories, first aid facilities and temporary
electrification (if possible).
� It will be ensured through contract agreement that the construction workers are provided
fuel for cooking to avoid cutting of trees for fuel wood.
� Regular cleanliness at camps.
4.5.15 Impacts on Site Office
(A) Impacts
� Influx of construction work force to construct temporary tents.
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� Likely insanitation, health and hygiene due to inflow of construction labourers.
(B) Mitigation Measures
� Temporary camp should be constructed at designated sites with adequate sanitation,
drinking water supply.
� Proper accommodation will be provided in the locality for the migrant construction
engineers.
� It will be ensured that the workers are provided with ancillary facilities like sanitation at
camps, lavatories, drinking water, first aid facilities etc.
� Regular cleanliness at camps.
4.5.16 Impact on Safety Aspects
a) Occupational Health & Safety
A) Impacts
� Health and safety problems to workers due to inadequate sanitation and unhygiene
environment.
B) Mitigation Measures:
� Adequate safety measures will be adopted by the contractor to prevent accidental hazards.
� Periodic health check-up should be conducted for the workforce.
b) Road Safety
A) Impacts:
� Increase of incidence of accidents due to disruptions of traffic movements, excavated road,
and poor safety arrangements.
B) Mitigation Measures:
� Proper traffic diversion and management should be ensured during construction as per IRC-
2001-67, SP-55 and as per provisions under the Contract Agreements.
� Speed limit in the construction zones.
4.6 Positive Impacts during Construction
The environmental quality during the construction process shall be deteriorated with regard to an
Air, Water and Noise quality, ecological and natural damage, greenery loss etc. The
environmental quality consistently maintained by following the schedule of mitigative measures
for adverse environmental impacts. The ecological features can be recovered soon if effective step
shall be taken for minimal loss and damage to environment. Therefore, the construction activities
with sound environmental management practices and successful implementation of an
afforestation programme may recover the environmental quality soon in future. Moreover, the
following benefits can’t be ignored: a) Employment opportunities of the local workers, b)
Employments opportunities for un-employed technical youth. c) Trading opportunities for
construction materials. d) Indirect development related to the project: market place, building and
habitations and opportunities for livelihood.
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4.7 Impacts during Operation Phase
4.7.1 Land Use & Encroachment
In the operation phase, the temporarily structure and camps would be dismantled. After
completion, afforestation and landscape give a beautiful aesthetic view to the project road.
The scope for widening to four lane increase the commercial, industrial development and
residential settlements along the road. Encroachment of squatter’s is likely to take place at various
open lands unless and until specific measures are not taken.
A) Impacts:
� Encroachment in the ROW due to having open land.
� Induced roadside development cause change in land – use pattern.
B) Mitigation Measures:
� Settlements of squatter should be strictly controlled by proper regulation and vigilance.
� Measures to control the land- use should be developed and administered to avoid induced
development.
� Local authority, the Collector and Revenue Officer, should make a contingency plan in order
to control the encroachment within the ROW.
4.7.2 Impact on Drainage & Water Quality
Widening will result in increase of surface run-off due to more paved surface. It will have adverse
impact for the recharge of ground water if no steps have been taken in the design phase and its
implementation during the construction.
A) Impacts:
� Impacts in the recharge of ground water.
� Filthy environment due the maintenance of drainage if not adequate.
� Increases contamination of water bodies due to Oil spills during the traffic accidents
B) Mitigation Measures:
� Longitudinal drains should be provisioned on both sides of the road in the urban areas for
full run-off. The out fall should be linked with the culverts, bridges and nearest water bodies.
� Longitudinal and cross drainage structure should be regularly maintained.
� Contingent actions will be taken for speedy cleaning of oil spills, fuel and toxic chemicals in
the event of accidents.
4.7.3 Impact on Air quality
A) Impacts:
� Air pollution due to vehicular emission from road traffic as increased after 6-lane highways.
B) Mitigation Measures:
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� Vehicular emission will be controlled through enforcement of laws and public awareness. It
will be ensured that all the vehicles have vehicular emission within the permissible limits.
� Truck parking and bus- bays will be provided at required locations to facilitate smooth
traffic flow vis-a-vis reduce air pollution.
� Regular monitoring of ambient air quality at specified representative locations will be
conducted at fixed interval.
� Road side plantation along the road will act as sink of air pollutants.
4.7.4 Noise Level
A) Impacts:
� Noise pollution due to traffic noise.
B) Mitigation Measures:
� Vehicular noise & use of horns will be controlled through enforcement of laws and public
awareness. It will be ensured that all the vehicles are using proper horn as per norms to keep
noise within the permissible limits.
� Silence zones will be demarcated and road signs prohibiting the use of horns will be
displayed at residential areas, sensitive locations and silence zones.
� Regular monitoring of noise level at specified representative locations will be conducted at
fixed interval.
� Plantation of avenue tress with suitable species that will result in partial noise attenuation.
4.7.5 Flora & Fauna
a) Flora
A) Impacts:
� Illegitimate felling of trees exists along the project road.
� Over cutting of trees due to negligence in level and lines in the widening process.
� Damage to flora due to unsystematic and unplanned excavation of reverse slope along the
project road.
B) Mitigation Measures:
� Proper planning for additional cutting of trees.
� Afforestation should be carried with proper management and technical planning for
successful afforestation programme.
� Existing plantation, along the ROW, should be protected from illegal felling of trees.
� Systematic planning prior to the excavation of reverse slope (if any) along the project road
b) Fauna
A) Impacts:
� Loss of shelter for avifauna.
� Aquatic fauna shall be affected due to contamination of Oil and Grease spillage in traffic
accidents and release of toxic chemical into the water bodies.
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B) Mitigation Measures:
� Plantations of trees along the highways.
� Contingency plan should be developed to minimize contaminations in traffic accidents.
� Water bodies and wetland should be developed along the highways.
4.8 Without Project (No Investment Program)
� Without project (i.e. no investment program), no disturbance to environment.
� Without investment program, the ambient concentrations of gaseous pollutants and noise
will rise gradually in step with increases in the population and vehicles in the area. In
addition, increasing traffic along the project roads will extend the travel time and raise
vehicular emissions.
� No capital costs will be incurred and no project specific institutional strengthening will be
available. However, high maintenance costs will continue.
� Road conditions will continue to deteriorate because of outdated bridges and culverts, as
well as expensive maintenance. Traffic congestion is likely to increase and the people living
in the project area will suffer from degraded transportation access.
� Roads that were not designated to carry heavy traffic will deteriorate as traffic increases and
loads get heavier.
4.9 With Project (Investment Program)
� With project (i.e. investment program), easy movement of traffic on the bridge and road.
� Less maintenance and repairing cost of vehicles due good riding quality.
� Easy approach from one corner to other by availability of bridge.
� Low accidental rate as compared to without project scenario.
4.10 Alternative Alignments
� There are no alternative alignment has been proposed. The widening of 6- lane is planned on
retrofitting the existing alignment of four lane highways. The detail study is continued for
better feasible option considering minimal social and environmental impacts for sound
environmental construction for six laning of existing four lane highways, NH-8.
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CHAPTER 5
ANALYSIS OF ALTERNATIVES, (ToR No. V) The present road development activities include widening to six-lane of existing four- lanes highway
from Udaipur to Ahmedabad, section of NH-8. The project road is assigned for retrofitting a six lane
cross section over the existing 4-lane such that the improved highway is safe, efficient and convenient to
the road- users as well as public living adjacent to the highways. In addition to this following points need
to be considered in the widening process.
i) The project road should be safe for the road-users and the public living adjacent to the
highways.
ii) The operation of highways should be smooth and efficient.
iii) Land acquisition is kept to the barest minimum.
iv) The construction should be least disruptive to the users and the public.
v) Facilities created in the widening to 4-laning should be utilized to the maximum extent.
vi) Constraints of site should be resolved by proven technological solutions.
vii) Within the given constraints, the widening of project road should be sound, economical,
constructible and manageable.
Keeping in view the above constraints, widening has been considered, retrofitting the six lanes on
existing 4-lane highway, without changing an alignment and the provision of bypass. Therefore, analysis
of alternative has been studied on the view of ‘With Project’ and ‘Without Project’ Scenario, in term of
potential impacts. The details are given in Table – 5.1.
Table – 5.1: Analysis of Alternative
Sl.
No.
Factors
Without Project Impacts
With Project Impacts
(Widening to 6- lane on existing four –
lane highways)
Positive Negative Positive Negative
1 Surface Run-off / drainage
Accessibility
-
Improper drainage
system cause
flooding, water
logging on road
surface.
Drainage system will
be improved. No
flooding in localised
areas due to improved
surface run-off.
-
2 Transportation/
Vehicle Maintenance
/Operating Cost
- More break-down
due to poor road
conditions. Increase
cost of transport in
frequent traffic
jams in heavy
traffic.
Movement of
vehicles shall be
smooth. Minimum
vehicular break -
down.
-
3 Travel time /increased speed - Increase time to
reach at destination
due to poor road
conditions and
congestion due to
heavy traffics.
Decrease of travel
time and fuel saving
due to smooth and
congestion free
movement.
-
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Sl.
No.
Factors
Without Project Impacts
With Project Impacts
(Widening to 6- lane on existing four –
lane highways)
Positive Negative Positive Negative
4 Change
in Land-use
pattern
No change in land
–use pattern as no
construction works.
- -
Change in land–
use pattern.
5 Loss of
property
and livelihood.
No loss of
property and
livelihood.
- - Loss of
Property and
livelihood.
6 Change
In Environmental
Quality during
construction.
No adverse impact
on air, water and
noise, as no
construction
involved.
- - Environmental
degradation due
to vegetation
loss, dust impacts
on air, impacts on
water quality.
7 Change In Environmental
quality after construction.
-
Environmental
quality shall
deteriorate further,
due to movement
of vehicles on
existing road
conditions.
Improvement of
environment with
respect to air quality
and noise level as to
have better road
conditions. Minimal
possibility of water
contamination due to
fewer break- down of
ailing vehicles.
-
8 Loss of
vegetative cover.
No loss of
greenery and
biodiversity .
- - Vegetative loss
and greenery
due to felling of
trees in
widening
9 Road Safety/Accident
rate. - Increase in number
of accidents on road
and accidental spot
Decrease in road
accident due to
improvement of road
alignments at critical
sections and widened
road.
-
10 Employment generation. - Living standard
shall remain
unchanged.
No development no
changes in
economic status
and living standard
of people.
Opening of Dhaba,
Hotel, Motel, Petrol -
pumps and other
market places shall
provide direct and
indirect employment
to the public.
Opening of new
transportation agency
due to good road
shall provide an
employment.
Increase of Economic
-
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Sl.
No.
Factors
Without Project Impacts
With Project Impacts
(Widening to 6- lane on existing four –
lane highways)
Positive Negative Positive Negative
status due to increase
source of income.
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CHAPTER 6
PUBLIC INVOLVEMENT AND DISCLOSURE
Public participation and community consultation has been taken-up as an integral part of
environmental assessment of the project. Environmental management is the collective responsibility
of individuals, communities, industries, businesses, organizations and institutions, governments, and
countries. Increasingly, it is being recognized the value and importance of participation by civil
society in environmental management.
Public participation is viewed as a continuous two way process, involving public understanding and
mechanism through which development problems are investigated and solved. Consultation was
used as a tool to inform and educate stakeholders about the proposed action both before and after the
development. It assists for identification of problems associated with the project as well as needs of
population likely to be impacted.
This participatory process helped in reducing the public resistance to change and enabled the
participation of the local people in the decision making process. The involvement of the various
stakeholders ensured that the affected population and other stakeholders are informed, consulted and
allowed to participate at various stages of project preparation. Therefore, the public consultations
are taken-up as an integral part of environmental assessment process for this project. For that,
meetings are organized at various places, promoting public understanding and mechanisms through
which development problems and needs are studied and investigated.
It has been conducted in the build-up area for gathering information, dissemination and to create
awareness among the project. In the consultation process information are gathered to fulfill the
public obligations in project design and environmental considerations to minimise an ill-effects on
human health and the environment.
6.1 Selection of Stakeholders
The stakeholders selected for consultation are :
1. Project Affected Persons
2. Forest Department,
3. Archeological Department,
4. Irrigation Department,
5. Other stakeholders: businessmen, farmers, shopkeepers were selected for sharing of
information regarding discussing of environmental matters. The participants present have
expressed their views.
The consultations were held in rural, sub-urban and built-up area along the project corridor to
inform the people about the project and design of six laning of existing four lane highways. The
village level consultations were held at selected locations to understand the implication of the
project impacts on various groups, especially those with a distinct degree of vulnerability. The
locations and date of public consultation are mentioned in Table 6.1.
Table - 6.1: Details of Public Consultation
From(km) Date Name of the locality
495 12December 2007 Chiloda
352-354 21 December 2007 Kherwada
432 23 December 2007 Gamboi
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From(km) Date Name of the locality
495 01 January 2008 Prantiya
459-460 04 January 2008 Salal
6.2 Interview with Stakeholders
In order to access the existing environment and likely impacts on PAPs, a detail interview has been conducted along the project site at selected locations where people are likely to be affected
due to widening activities. A direct approach is made to take an interview with affected people
and questions are asked from the questionnaire. It has been considered that the sample taken for
an interview is truly representative of affected community and the question are worded so as not
to generate a bias response. The response of affected people are illustrated in Table : 6.2.
Table- 6.2: People Perception about Environment
Sl. No. Questions Response Received
1 Water quality of Hand Pumps. Water quality of project site is not good. Water contains
higher suspended solid in drinking water being taken
from Hand – Pump. Depth of ground water is 80 ft –100
ft from the ground level throughout the road site.
2 Noise level of the Area. The noise level at urban and sub-urban area is higher all
along the day and night. So, Dhulev, Kherwada,
Bichiwada, Shyamlaji, Raigarh, Gamboi, Himatnagar,
Salal, Prantij, Chota Chiloda and Mota Chiloda and
other urban area which varies with noise range: 55 to 70
dB. It is due to the movement of heavy vehicles on road.
3 Air quality of the Area. Public residing near the road expressed their view that
dust in air has reduced consistently after four laning. As
dust fumes are reduced due to better road and pavement
condition.
4 Trees and Vegetation. Trees, affected due to proposed project should be
marked cautiously for felling of trees. The valuable trees
as Teak and Shisham etc, should be protected in
widening and green-belt should be developed with
indigenous species far more in compare to the trees
being felled in widening of Highway.
5 Rare species of animals and
birds.
Few species of migratory birds can be viewed in project
area as Demoiselle Cranes and Brown dove. Although
no detail response was received about more migratory
bird. Animals are high tolerance of human activities.
6 Safety along Road. Adequate facility of road safety should be made on road.
Provision for pedestrian crossing, underpass (VUP &
PUP) ROB, Fly-over, Service road, Road
signage/Marking/Painting, proper drainage, and lighting
on night at urban and sub-urban area should be made on
road.
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Sl. No. Questions Response Received
7 Religious and Cultural
properties.
Religious and cultural property as Temple, Mosque etc.
should be saved. It should be rebuilt if dismantled in
widening process.
8 Drainage facilities. People want good drainage facility along the road.
9 Amenities properties i.e. Bus-
Stop, Truck lay bye.
Public are very curious to know about the locations of
new bush stop and truck lay bye. People are willing to
have Bus- stop on both side of the road in rural, urban
and sub-urban area.
10 Recreation sites. No Comment is reported. No information of well-known
sites is received from public, falling along the project
route.
11 Water reservoir/ Water Bodies
which has Historical Importance.
No Comment is reported. There are no well-known sites
of water reservoir. Hathmati and Bhujwa Canal crosses
the project route.
12 Common Properties Resources
(CPR) as Cremations Ground,
Sitting around Trees, Ponds,
Fishing Ground etc.
The ponds are earthen and distressed. Public wants to
rejuvenate / revive the existing pond falling likely to the
close of road.
13 Basic Amenities i.e Hand-
Pumps, Wells.
Public do not resist upon the disturbance of Hand pumps
due to widening of road. They want another Hans Pump
due to disturbance of previous during widening.
They want immediate appropriate shifting of Hand
pumps prior to the start of widening process.
14 Proposal for Six laning of
existing four lane highways.
The villagers opined that if Government wants, it can
be widened-up to 6-lane as it is also beneficial for
locality but the people should be properly
compensated.
15 The consultation for felling of
trees, RF and Sanctuaries with
Forest Department and Wild-
Life Division.
None of the Sanctuaries are falling in ten km radius of
project influence area, from Udaipur to Ahmedabad,
NH-8. The patches of RF‘s are existing in Dungarpur
and Sabarkantha.
Forest Clearance is obligatory prior to the widening.
Afforestation and Green-belt should be developed in
compensation of felling of trees.
16 Consultation for historical sites
monuments with Archeological
Department.
A per archeological and local public consultation, there
are no historical sites of national and international
importance along the project road.
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Sl. No. Questions Response Received
17 Consultation with Railway &
Irrigation department.
NOC from Irrigation department should be obtained
prior to the widening of bridges on Irrigation canals and
Rivers. Similarly GAD for ROB should be approved by
railway dept.
6.3 Method of Information and Dissemination
The team of environmental experts have consulted the people and requested primary and
secondary Stakeholders to attend the meeting.
Following steps are used:
1. Face to face consultation and disseminate the information.
2. Discussion at individual and group level.
3. The stakeholders were asked to attend the meeting.
ISSUES DISCUSSED
• Water quality of the Hand Pumps.
• Dust and Air quality due to movement of vehicles on main road and service road.
• Noise Nuisance on the communities residing near the road side.
• Drainage facilities in service road.
• Water bodies falling close to the project road.(if any)
• Rare and migratory birds and any favorite species in the area.
• Historical sites/ Forest area.
• Response of people for the proposed project, widening of four laning to six lane
highways, NH-8, Udaipur to Ahmedabad.
The following consultations are conducted at various locations on NH-8 from: Udaipur to
Ahmedabad.
1. Name of the place - Chiloda
Panchayat - Chiloda
District - Gandhi Nagar
State - Gujrat
Date - 12.12.2007
Response Received
• Drinking water from Hand Pumps has poor quality. It contains high Suspended Solid.
• Air quality slightly improved after four lane of NH-8.
• Public complaint for noise nuisance due to heavy traffics on highways.
• A complaint about poor drainage in service road has received.
• The common view of public is that if Government wants, it can be widened-up to 6-lane
but affected people should be adequately compensated.
2. Name of the place - Kherwada
Panchayat - Kherwada
District - Udaipur
Date - 21.12.2007
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State - Rajasthan
Date - 21.12.2007
Response Received
• Public complaint for noise nuisance due to heavy traffics on highways.
• A complaint about poor drainage in service road has received.
• Peacock harbors in the field. The migratory birds can be viewed as Demoiselle Cranes but
very rare and not always.
• New House is being built-up close to service road. So the public are worried due to
proposed six lanes. They do not want any disturbance of existing livelihood and
residences.
3 . Name of the place - Gamboi
Panchayat - Gamboi
District - Sabar Kantha
State - Gujrat Date - 23.12.2007
Response Received
• A complaint about poor drainage in service road has received.
• Peacock harbors in the field.
• They do not want any disturbance of existing livelihood and residences due to proposed
six lanes.
• Dust in air is still high that complained by the public.
• The public favor for six lanes, if widening is made leaving the settlement area.
4 . Name of the place - Prantiya
Panchayat - Prantiya
District - Gandhi Nagar
State - Gujrat Date - 01.01.2008
Response Received
• Drinking water from Hand Pumps has poor quality. It contains high Suspended Solid.
• Air quality slightly improved after four lane of NH-8.
• No response about migratory bird by local public.
• They are afraid of proposed 6-lane as it can affect the livelihood.
• The public want to design a raised carriageway at urban and sub-urban area without
disturbing the settlements and existing businesses.
5. Name of the place - Salal
Panchayat - Prantij
District - Sabar Kantha
State - Gujrat
Date - 04.01.2008
Response Received
• The people complained for higher contained of SS in drinking Water of Hand Pump.
• Air quality with regard to dust in air has slightly improved after four lane of NH-8.
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• No response of wild life species like fox, tiger, leopard, black buck etc movement the
area. They reported about reptiles which are often seen as various sps of snakes.
• The public want to get a design of raised carriageway at urban and sub-urban area
without disturbing the settlements and existing businesses
6.4 Continued Consultation and Participation
The consultations continue till the implementation of project, to redress the environmental issues
likely to surface during construction and operation phases, a constant communication will
established with affected communities and road-users. To achieve this Contractor in consultation
with the supervision consultant under guidance of National Highway authority of India will organise
periodic meeting with the communities before the start of work, during and before the completion of
work.
6.5 Land Acquisition: ToR No. (xxxvi)
The land acquisition detail from Udaipur to Ahmedabad has been enclosed in Annexure – VI.
6.6 Corporate Social Responsibility: ToR No. (xxxvii)
Prior to the start of the work the Corporate Social Responsibility will be provided by NHAI.
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 1 of 14
Document: 2007133/EC/ EIA Report Date: October, 2011
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CHAPTER -7
ENVIRONMENTAL MONITORING PLAN AND IMPLEMENTATION
ARRANGEMENTS
An effective monitoring program is necessary to assess the status of environmental quality due to the
road construction activities pertaining to air, water and noise quality and in the natural environment
of living resources. This Environmental Monitoring Plan describes the existing monitoring efforts as well as recommendations for expanding some existing program and establishing new monitoring
program.
Monitoring can be divided into output monitoring and outcome monitoring. Output monitoring is
programmatic and addresses EMP implementation issues (resulting in Implementation Report).
Outcome monitoring focuses on changes in ambient conditions, ecological functions, and biological
populations and communities (resulting in Environmental Status Report). This Environmental
Monitoring Plan mainly focuses on outcome monitoring.
7.1 Environmental Monitoring Plan
The purpose of the environmental monitoring plan is to ensure an effective implementation of EMP through an effective monitoring plan. Therefore, an effective plan is required to be developed,
designed and implemented.
Monitoring is continued to be performed for water quality, habitats, land uses and populations. The
objective of monitoring plan can be broadly stated as:
• To evaluate the performance of mitigation measures proposed in the EMP.
• To suggest improvements in management plan, if required.
• To enhance environmental quality.
• To satisfy the legal and community obligations.
• To warn significant deteriorations in environmental quality for further preventive action.
7.2 Performance Indicators (PIs)
The physical, biological and social components identified for particular significance affecting the
environment at critical locations, have been suggested as Performance Indicators (PIs) are listed
below. � Air Quality
� Water Quality
� Noise Intensity
� Greenbelt Development Plan/Afforestation Programme
� Erosion Potential
� Accidental frequency
� Sanitation and Wastes disposal – Asphalts etc.
7.2.1 Ambient Air Quality Monitoring (AAQ)
The air quality is recommended for monitoring through an approved agency in the process of
widening to 6-lane of existing four-lane highways, Udaipur to Ahmedabad, section of NH-8. The
monitoring of air sampling should be conducted at the location of Crusher plant, HMP, Stockyards,
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Batching plant, Haul roads. In addition to these, air quality should also be monitored near the storage
sites having aggregates, sands etc.
The parameters recommended for monitoring during construction are :
- Particulate Matter, PM10, PM2.5
- Sulphur Oxide,
- Nitrogen Oxides, and
- Carbon monoxides,
Air quality needs to be monitored at quarterly basis, excluding the monsoon. The durations of
sampling and the parameters required to be monitored are detailed in Table - 7.2.
7.2.2 Water Quality Monitoring
Water quality and public health parameters should be monitored till the end of project and two years
after the completion. Monitoring should be carried-out at quarterly basis, to cover seasonal
variations, by any recognised agency. Water quality shall be analysed by applying the standard
technique. The parameters for monitoring shall be as below :
� pH
� Total Dissolved Solids,
� Total Suspended Solid,
� Total Hardness,
� Total Alkalinity,
� Chlorides,
� Fluorides,
� Sulphates,
� Nitrates Sodium,
� Phosphates and,
� Residual Chlorine.
The monitoring points would be particularly the underground water. The ground water sampling
should be taken from the residential area. Ground water need to be monitored at the localised area of
wastes disposal sites and machinery maintenance depot. There are five natural drainage intercept the
the project road i.e a) Tiri river, b) Parel river, c) Som river, d) Meshwa river and e) Som river. All
are seasonal and remain active in the monsoon only.
Similarly, the water in the Irrigation canal along project road is for very short period only. Further,
there is an earthen ponds which are deteriorated and large grow of water hyacinth. Therefore,
monitoring for surface water quality is not essential for this site during construction period due to the
availability of water for the very short period in irrigation canal and river. The carefully attention is
required, as wastes material should not be allowed to dump near the water bodies i.e. ponds etc.
7.2.3 Noise Level Monitoring
The monitoring of noise sampling should be conducted at the location of plant sites i.e crusher plant,
HMP and construction sites etc. In addition to these, noise quality should also be monitored near the
school, hospital, other sensitive sites and residential areas exist along the 40 meter to 50 meter
distance of project road or at the designated locations fixed –up by the Environmental Expert.
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 3 of 14
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The measurement for noise levels would be evaluated keeping in view the ambient Noise Standard
formulated by central Pollution Control Boards in 1989, (Table-7.0). Sound level Leq (dBA)) would
be taken on 24- hour basis.
Table -7.0 Noise Level Standard (CPCB)
Sl No. Locations Noise Level for day Time dB(A) Noise Level for Night dB(A)
1 Industrial Area 75 70
2 Commercial area 65 55
3 Residential area 55 45
4 Silence Zone 50 40
� Day Time – 6.00 am - 10.00 pm , Night Time - 10.00 pm - 6.00 am
The National Highway Authority of India as the apex co-coordinator will need to schedule all
mitigative measures envisaged to produce most satisfactory result.
7.2.4 Greenbelt Development Plan/Afforestation Programme, (ToR No. VII)
Afforestation should commence with the start of the project. The entire available land should be
covered with trees under the afforestation programme. If the land is not sufficient on the project
routes, separate proposal for afforestation should be planned for the plantation of tree away the
project site, where land is available in order to recover greenery loss. Green belt development plan is formulated as part of road up-gradation project. As part of greenbelt development, plantation should
be made in entire open space on the both side of the road and central verge to enhance floral cover
and scenic beauty as well as sink of air pollution and act as noise barrier. Plantation may be carried-
out around the water bodies or along river front. The methodology is formulated for the greenbelt
development plan specific to the contract package: NHDPV/MC-II/BOT/DPR/10, Udaipur –
Ahmedabad is detailed below:
The loss of forest due to felling of trees in the process of widening shall be compensated as a part of
afforestation programme. It is proposed to develop greenbelt around the perimeter of various project
appurtenances, selected locations as
1. along water reservoir periphery,
2. bus stop,
3. Truck lay bye,
4. plant sites,
5. sitting around trees,
6. along the sensitive receptors near institutions, hospital etc. that perform as sound barriers
also.
The general consideration involved while developing the greenbelt are:
- Trees growing up to 10.0 m or above in height with perennial foliage should be planted
around various appurtenances of the proposed project.
- Planting of trees should be undertaken in appropriate encircling rows around the project
- Generally fast growing species should be planted.
- Since, the tree trunk is normally devoid of foliage up to a height of 3 m, it may be useful to
have shrubbery border in front of the trees so as to gives coverage to this portion.
The species recommended for greenbelt development are given below:
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 4 of 14
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A. Along the Roadside:
Sl . No. Scientific Name Local Name
1 Albizia chinesis Siris
2 Acacia nelotica Kikar
3 Cassia fistula Amaltas
4 Eucalyptus sp Safeda
5 Bauhinia alba Kachnar
6 Dalbergia sissoo Shisham
7 Zizyphus maritiana Zizyphus
8 Terminalia arjuna Arjun
9 Terminalia belerica Baheda
10 Madhuca longifolia Mahua
11 Pithecellobium dulce Vilaiti Imli
12 Adathoda vassica Adusa
13 Techtona grandis Teak
14 Albizia saman Raintree
15 Embicca offinalis Amla
16 Cassia siamea Kassod
17 Prosopis juliflora Vilayti Babul
18 Ficus glumerata Gular
19 Ficus religiosa Pipal
20 Azadirachta indica Neem
B. Along the Appurtenances :
Sl . No. Scientific Name Local Name
1 Mangifera indica Mango
2 Syzysium cumini Jamun
3 Delonix regia Gulmohar
4 Peltophorum pterocarpum Peltophorum
5 Alstonia scholaris Saptparni
6 Zizyphus maritiana Zizyphus
7 Aegle marmelos Bel
8 Terminalia arjuna Arjun
9 Anthocephalus cadamba Kadam
10 Tamarindus indica Tamarind
11 Artocarpus Heterophyllus Jackfruit
� Methodology for Plantation
The following strategy is to be followed while taking-up avenue plantation along the project corridor
on the available land of ROW of National Highway.
I. Pre-Plantation Activities,
II. Plantation Activities &
III. Post-Plantation Activities.
I. Pre-Plantation Activities : This activities comprise of following steps -
• Treatment & Site Preparation
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a) Planting Site should be cleaned and cleaned with stones, graveled etc. The stretch
of rocky and Hardy patch (If any) should be carefully treated by breaking the
stones and removal of Kankers pan down the pit depth as specified.
b) In the site preparation, weeds and unwanted vegetation growth should be cleared
enough and land should be leveled. Line and level, size of pits, digging of pits
should be properly maintained.
c) Plantation shall be done with the approval of Engineer.
• Digging of pits
a) Size of pits = 1.0 meter (dia) x 1.0 meter (depth).
b) Topsoil up-to a depth of 30 cms may be kept aside for the treatment with FYM
in order to develop microbial activities. c) The bottom of the pit shall be forked to break up the subsoil.
• Materials
a) Dump Manure: Dump manure shall be of well decayed (at least six months)
organic or vegetable matter, obtained in the dry state from the municipal dump
or other similar sources approved by the Engineer. The manure shall be free
from earth, stone, brickbats or other extraneous matter.
Or,
Farmyard Manure (FYM):
Farmyard Manure shall be well decayed (covered for at least 6 months in the
dump), free from grits and any other unwanted materials.
b) Earth: The soil shall be of sandy-loam texture, free from kankar, moorum,
shingle, stone, brickbats, building rubbish and any other foreign matter for filling
the pits, such soil shall be free from clods or lumps of sizes bigger than 75 mm in any direction.
• Fertilization
a) The Neem/Castor/Groundnut cake shall be free from bush, dust, and any other
foreign matters.
b) Basal dressing of Urea, Ammonium sulphate, Potassium sulphate Or DAP shall
be applied at appropriate proportion with the approval of Engineer.
II. Plantation Activities
a) Planting of Trees: Plantation shall be made in rows in the available land.
b) Spacing: Plant to plant spacing shall be kept not farther away than 10.0 m.
Or Plant to Plant = 9m – 10 m c/c ; Row to Row = 7m - 8m c/c. Plantation should be staggered arrangement.
c) Size of Saplings: The live saplings shall be planted in uniformity in lines to the
directions of the Engineer and the height of saplings shall be approx 2 meter with
14" x 20" size of bags.
d) Quantity of Manure @ plant : FYM/Dump Manure - ½ cft or 1:3 ( 1 part FYM
to 3 part earth by volume)
Urea - 25gm; Ammonium Sulphate - 25 gm; Potassium Sulphate – 25gm in mix} Or DAP – 100 gm in tussle.
e) Planting of Sapling: Initially, the bottom of planting pit should be covered with 40
cm of excavated earth.
Lindane dust shall be sprinkled on the wall of remaining pit depth @ 200gm/pit
( i.e. 150 gm on the inside wall and earth of excavated pit to 20cm depth to be filled
with mixed 50gms Lindane dust.
The balance earth shall be filled in the mixture of FYM in the ration of 1:3 ( i.e. One
part FYM and Three part earth by volume). The manure shall be applied as Urea –
25 gm, Ammonium Sulphate -25gm, Potassium Sulphate-25gm in a mix of 5
liter water, Or DAP-100 gm/plant in tussle applied as basal dressing at the end of
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plantation and subsequently in the rotation of 30 days from the beginning of
monsoon till the end of winter.
While planting the sapling, the bag should not be removed, only the poly of bottom
surface should be removed and four cut on the side of bag by a sharp blade to be
made carefully as the root undisturbed. It has been found by experience / experiment
that the planting done with bags has better survival and growth compared to that
when the bags are removed. This is because while removing the bag of the tall plant
the ball of the earth is broken and consequently transplanting shock is very heavy.
Sapling shall be planted at the Original Soil Depth i.e. the soil marked on stem will
be maintained at the finished level.
III. Post Plantation Activities/Maintenance
Plantation shall be watered and maintained for one year until the area is handed over in whole
or in phases.
Maintenance shall include watering, weeding- out of undesirable vegetation growth,
replacement of casualty, manuring, trimming of the hedges and using fertilizer in requisite
doses, control of insects, fungus and other diseases by means of spraying with an insecticide
or fungicide, pruning, and other horticulture operations necessary for proper growth of the
plants and for keeping the landscape sub-contract area neat in appearance.
a) Weeding & Soil Working: First at the end of three months after plantation of saplings and
minimum total of four times a year. Cleaning of Stumps and removal of thorny growth and
copping (if any). Deep soil working should be done to the coppice shoots at least to a
radius of 0.5m.
b) Watering: Watering is required at non rainy days at a rate of 15 liters per plant each time
for 26 watering.
1) During June immediately after planting - 2 watering
2) During June - July, once in a week - 4 watering
3) August to November once in 15 days - 8 watering
4) December to March, once in 10 days - 12 watering
c) Casualty replacement: Adequate care to be taken for minimal mortality rate after the
plantation and if occurs, dead plants shall be replaced immediately.
d) Fertilization: It shall be carried-out in rotation of every 30 days from the beginning of
monsoon till the end of winter at a recommended quantity.
� The cost of Plantation
The cost of plantation is estimated at Rs. 800/- per plant, which includes sapling cost, labour
cost, manures, weeding, watering with first and second year of maintenance. A budget of trees
plantation is provided as part of environmental budget under Table: 7.3 .It is proposed to afforest
an entire available land under Greenbelt development.
7.2.5 Erosion Potential
Soil erosion rates, slope stability of land faces, water sediments load, effectiveness of soil
conservation measures, should be monitored at frequent intervals. This study could be done by the
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Environmental Management Cell, twice a year. This should be studied for the entire length of
alignment.
7.2.6 Provision of Safety Measures - Construction Period, (ToR No. xxvii)
Issues with regard to the lapses and shortcoming in the arrangement of safety during road
construction should be taken into considerations for the strengthening arrangement. Periodical
monitoring should be made along with the NHAI/PIU for the investigation of black spot that may
create due to the shortcoming of safety arrangements, in order to avoid any accidental hazards. The
safety team of the Contractor should ensure strengthening of safety arrangement at all construction
sites. The traffic should be diverted after the approval of Engineer. Temporary diversion should be
approved and all measures should be taken to avoid any mishap.
The workshop should be carried –out for understanding the safety need on road during construction.
The traffic safety measures should be followed as per IRC Code for Road marking (IRC: 35),
Barricades (IRC:41),Road Signs( IRC:67-2001),Delineators (IRC:79) and temporary traffic control
devices in the construction zone as per (IRC:SP:55-2001) in order to strengthen the safety of road under construction.
Moreover, regular monitoring should be carried- out for surveillance and maintenance of safety
during construction to avoid accidents. The following measures should be taken, therefore, for
adequate safety arrangements as given in Table no – 7.1.
Table– 7.1: Safety Measures
Sl. No. Item Use of Signage
1 Construction Sites Caution boards, Ribbon band, Delineator
2 Deep Cutting
(Excavated sites,
High Embankments, Sharp curves
particularly at the structure
approaches)
Ribbon band, Delineator
[Provide Safety Sign Boards and Safety Barriers marked
with reflective tapes]
3 Temporary Diversion Diversion Board, Barricading
[Provide ‘Diversion Ahead’ boards at 100m, 200m and
500m ahead of diversions with reflective tape for
illumination at night at the all diverted locations]
4 Drainage Caution boards, Ribbon band, Delineator
5 Safety for the Workers Helmets, Safety-Shoes, Goggles, Dust mask
7.2.7 Sanitation and Wastes Disposal – Asphalts
Extraneous wastes, spoils, asphalts etc. are the wastes materials which are generated during the road
construction process. If these materials are not disposed of at environmentally safe sites, then it will create pollution problems and nuisance to environment.
Therefore, a disposal plan should be developed. The landfill area should be identified and approved.
The Contractor should submit an action plan for the disposal of solid wastes ensuring not to pose any
environmental problems. It advises that asphalt wastes and other wastes materials may not be
disposed of haphazardly at any circumstances.
Keeping in view the ill-effect of asphalt wastes, following remediation are advised:
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a) Reuse of the materials on either side of road, to the extent possible.
b) Balance material should be disposed of as under:
• The asphalt wastes may be used as fill materials in low lying barren lands, link roads,
access/approach of borrow – quarry sites spreading them evenly.
• It is then graded, leveled and sealed off effectively in order to avoid any environmental
problems, as soon as it generated from the scarification of existing carriageway.
7.3 Environmental Monitoring Programme
The detail monitoring programmes during construction stage are presented in Table-7.2. For each of
the environmental indicator, the monitoring program specifies:
- Parameters to be monitored
- Location of the monitoring sites
- Frequency and duration of monitoring
- Institutional responsibilities for implementation and supervision
Table-7.2: Environmental Monitoring Programme
Sl.
No
Environment Environmental Monitoring Programme Institutional Responsibility
Component Parameters Locations Frequency Implementation Supervision
DURING PROJECT CONSTRUCTION PHASE
1 Air Quality PM10, PM2.5,
SO2, NOx, CO
Total -6 suitable
locations. Plant Sites
i.e. HMP/Crusher,
Construction sites,
Settlements
24 hrs Sample.
CO of 8hr Sampling.
Quarterly, Once in
every season except
monsoon.
Concessioner Supervision
Consultants PIU-
NHAI
2 Water Quality As per relevant
IS Codes.: 10500
At 5- suitable
locations, Ground
water sampling.
Quarterly, Once in
every season.
Concessioner Supervision
Consultants,
PIU-NHAI/
3 Noise Level Noise levels on dB
(A) scale Leq
dB(A) Day /Night.
Days : Max.& Min
Night :Max. &
Min.
At 3-suitable
locations i.e. At
equipment yards,
sensitive sites.
Quarterly, Once in
every season.
Concessioner Supervision
Consultants,
PIU-NHAI/
4 Soil Erosion Visual
Observation.
Entire length of
alignment and
agricultural fields
Pre-monsoon and
post-monsoon season.
Concessioner Environmental
Specialist,
Hydrologist of
SC, PIU, NHAI
5 Haul Road Maintenance of
haul roads
Haul roads &
hauling mode
At least twice a week. Concessioner Environmental
Specialist of
SC,PIU- NHAI
6 Compensatory
Afforestation
No. of roadside
plantation
Along the side of the
carriageway
Comparison should
be done for every six
months
Concessioner Environmental
Specialist of SC,
PIU NHAI
7 Flora & Fauna Aquatic ecosystem All crossings of
surface water bodies
along the road and
project influence
area.
Two times in a month
Periodically
inspections of
environmentally
sensitive sites
Concessioner Environmental
Specialist of SC,
PIU, NHAI
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Sl.
No
Environment Environmental Monitoring Programme Institutional Responsibility
Component Parameters Locations Frequency Implementation Supervision
DURING PROJECT CONSTRUCTION PHASE
8 Borrow Area
Management
Borrow areas
redevelopment
and Top soil
Managements
Identified borrow
areas
Once in a week Concessioner Environmental
Specialist of
SC,.PIU- NHAI
DURING OPERATION PHASE
1 Air Quality PM10, PM2.5, SO2,
NOx, CO
At 5- suitable
locations.
24 hrs Sample
average to 72hrs ;CO
of 8hr Sampling. Half
–yearly except
monsoon.
PIU/NHAI PIU/NHAI
2 Water Quality PH, SS, CaCo3,
Alkalinity, Cl-
F –
, So4, No3
At 5- suitable
locations of Ground
water
Pre-monsoon & post-
monsoon, once in
every two years
PIU/NHAI PIU/NHAI
3 Noise Level Noise levels on dB
(A) scale;Leq
dB(A) Day /Night.
Days : Max.& Min
Night:Max.& Min.
At 4 suitable
locations
i.e. Sensitive sites
and residential area.
Once in every years. PIU/NHAI PIU/NHAI
4 Erosion and
siltation
Soil erosion rates,
stability of bank
embankment, etc.
High Emb of
Bridge,shoulders and
slopes
Twice a year. PIU/NHAI PIU/NHAI
5 Ecology Status of
Afforestation
programmes
of green belt
All along available
land either side of
the project road
Once every year PIU/NHAI PIU/NHAI
7.4 INSTITUTIONAL/ IMPLEMENTATION ARRANGEMENTS
7.4.1 Institutional/Implementation Arrangements
The NHAI is responsible for implementation of all the mitigation and management measures
suggested in EMAP & RAP. The NHAI already has sufficient organizational capacity to be able to
satisfactory completing the implementation of the EMAP & RAP. To effective oversee the project
preparation and to ensure timely implementation of the project, a Project Implementation Unit (PIU)
of NHAI is already in place. The PIU is headed by a Project Director (PD). The implementation of
EMP & RAP would be the responsibility of PIU. Environmental Manager of PIU will assist the PD
and will interact with State Pollution Control Board (SPCB), State Forest Department and NGO to
address the environmental issues. He will also deal with and with Revenue Department, NGO and
various Committees for R&R issues. Environmental Expert of Supervision Consultants and the
Concessioner will assist the PIU of NHAI for successful implementation of EMP. The institutional /
implementation arrangements have been shown in Flow Chart - 7.1.
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Engineer/ DGM (Environment)
Implementation of RAP
Supervision Consultant
acting as Engineer
SPCB
Quality Assurance Consultant
Revenue Dept / NGO for R&R,
Grievance Redressal Cell
Engineer/DGM (Procurement)
Implementation of EMP
Forest Dept Roadside Plantation
Concessioner Implementing Construction
Work
Project Director/ GM
(PIU-NHAI)
Flow Chart -7.1 Implementation Arrangement
7.4.2 Progress Monitoring and Reporting Arrangements
The monitoring and evaluation of the management measures are critical activities in
implementation of the Project. Monitoring involves periodical checking to ascertain whether
activities are going according to the plans. It provides the necessary feedback for project
management to keep the program on schedule. The rational for a reporting system is based on
accountability to ensure that the measures proposed as part of the EMP get implemented in the
project.
The reporting system will operate linearly with the Concessioner who is at the lowest rank of
implementation system reporting to the Supervision Consultant, who in turn shall report to the
PIU. All subsequent reporting by the Concessioner shall be monitored as per the targets set by
the PIU before the Concessioner move on to the site. The Concessioner will submit the
implementation status of the EMP in the monthly report. It shall be verified by Environmental
Expert of Supervision Consultant and the Concessioner, jointly. The shortcoming and lapses will
be notified to the Concessioner, for immediate corrective actions, during the visit. The
compliance report shall be forwarded to the NHAI-PIU for the observations and onward
submission.
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7.4.3 Training
7.4.3.1 Training Need: The Environmental Officers/ Experts of NHAI headquarters and
in PIU, as well as the Concessioner, need to be trained on environmental matters related
to the road development project. To ensure the successful implementation of EMP, there
is a need for training and skill up-gradation.
7.4.3.2 Training Components: The environmental training should encompass the
following:
- Understanding the relevant environmental regulations and their implication;
- Main impacts on the environment due to project activities;
- Mitigation measures as given in the EMP and their implementation;
- Duties and responsibilities of the Concessioner, Supervision Consultant and staff of
PIU/NHAI involved in the project;
- Public/community consultation and its role during the implementation of the project;
- implementation of EMP and measures for minimization of environmental impacts
during the construction;
- Monitoring of Air, Water and Noise quality during construction stage;
- Weekly, monthly and quarterly report preparations and submission;
7.4.3.3 Training Programme: A training program needs to be worked- out incorporating
the project needs as well as the intermediate-term capacity building for NHAI. The
program should consist a number of training modules specific to the target groups. The
training would cover the basic principles and postulates of environmental assessment,
mitigation plans and program implementation techniques, monitoring and management
methods and tools.
7.5 Environmental Monitoring Cell
The environmental monitoring cell is prepared for the smooth and effective implementation of
the project especially environmental management plan (EMP). The inter-linkage between the
environmental experts of different agencies (i.e. project proponent, supervision consultant, and
Concessioner) is described in Flow Chart – 7.2.
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ENVIRONMENTAL MANAGER
NHAI(PIU)
PROJECT MANAGER
Concessioner
CGM
NHAI
Project Director
NHAI (PIU)
TEAM LEADER
(SC)
ENVIRONMENTAL
EXPERT (SC) ENVIRONMENTAL
MANAGER Concessioner
Flow Chart – 7.2: Environmental Monitoring Cell (EMC)
7.6 ENVIRONMENTAL MANAGEMENT - BUDGET
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There are other environmental issues that have been addressed as part of good engineering
practices, the cost for which has been accounted for in the Engineering Cost. The environmental
management budget for the various environmental management measures proposed in the EMP is
detailed in Table -7.3.
Table -7.3: Environmental Management Budget
Sl.
No Component Stage Item Unit
Unit
Cost Quantity Total Cost
1 Monitoring Cost
Air
Construction
Phase
All Batching Pant,
HMP/Crusher plant
No of
sample
4000/- 5-Points, 24 hr
sample, once every
season for 3 years
(=45)
1,80,000/-
At construction sites
No of
sample
4000/- 1 points; 24 hr
sample, once every
season for 3 years
(=9)
36,000/-
Water
Construction
Phase
Ground Water
No of
sample
3500/- 5-Points, quarterly
for three years (=45)
1,57,500/-
Noise Construction
Phase
At Equipment Yard No of
sample
1000/- 3-Points, As and
when necessary
(36 samples)
36,000/-
(A) Monitoring Cost 4,09,500/-
2 Mitigation and Enhancement Cost
Air Construction
Phase
Dust management
with sprinkling of
water, Covers for
vehicles transporting
Materials
Km - -
Covered in
Engineering
Cost
Water Construction
Phase
Relocation of Hand
Pumps
No 18,000/- 8
1,44,000/-
Oil Interceptor at
machineries yards
No 75,000/- 3
2,25,000/-
Noise Construction
Phase
Ear Plugs for
labourers /Mufflers
for vehicles
LS 80,000/- - 80,000/-
Soil Construction
Phase
Re-development of
Borrows
Sq.m As per EMP good
management
practices
Cover
Engineering
Cost
Cultural
Properties
Construction
Phase
Relocation of Shrine
and Temple
No 2,00,000/- 12 nos 24,00,000/-
Flora/
Vegetation
Construction
Phase
Afforestation @ 2
trees for each felled
(with tree guard and
two year
maintenance )
No 800/- (13833x2) = 27666
Trees 2,21,32,800/-
Landscape along the
highway by putting
specified tree species
(Addition plantation
No 800/- 1700 nos 13,60,000/-
Shrubs In Median
Meter 120/- 177 Km
2,12,40,000/-
Water
Harvesting
Structure
Construction
Phase
Recharge pits in
urban/sub-urban area.
No 85,000/- 180 nos 1,53,00,000/-
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Document: 2007133/EC/ EIA Report Date: October, 2011
Chapter-7: Environmental Monitoring Plan and Implementation Arrangements Revision: R1
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Sl.
No Component Stage Item Unit
Unit
Cost Quantity Total Cost
Slop
protection by
grass sods.
Construction
Phase
Grass sods Square
meter
35/- 6,00,000 square
meter
2,10,00,000/-
(B) Mitigation and Enhancement Cost
8,38,81,800/-
Total Cost (A+B)
8,42,91,300/-
Contingency @ 5 %
42,14,565/-
TOTAL BUDGET COST 8,85,05,865/-
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 1 of 14
Document: 2007133/EC/ EIA Report Date: October, 2011
Chapter-8: Environmental Management Plan Revision: R1
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CHAPTER - 8
ENVIRONMENTAL MANAGEMENT PLAN
8.0 Introduction
Environmental management plan (EMP) is a summary of all project impacts which suggest remedial
measures for the minimal impacts on the surrounding environment. EMP contains institutional
strengthening through Environmental Management Plan and training in addition to presenting a well
defined Environmental Monitoring Plan that will help the National Highway Authority of India
(NHAI, GoI) to move towards ecologically sound widening to 6-lane of existing 4-lane highways of
NH-8.
The environmental management plan is essentially a contract between the project-promoting
institution and the rest of society. The permission to implement a project is given by society on the
basis of set of assurances from the project promoter. These assurances broadly refer to the following
aspects:
The EMP starts by identifying the required mitigative measures at their specific contexts. These
contexts are to be understood by interpreting the defined impacts upon the environment. The degree
of caution and comprehensiveness required to design the given mitigative measures is indicated by magnitude of impacts.
8.1 Collaborating in Designing Mitigative Measures
The responsibility for designing the mitigative measures is delegated to the project promoter
institution, which is the National Highway Authority of India (NHAI, GoI). It is essential to mobilise
an appropriate expertise in design works in order to overcome or reduce the impacts. Therefore,
NHAI will need to collaborate with other institutions in the public and private sectors. For instances,
through the Forest Departments, NHAI is authorized to plan and implement afforestation
programme. Similarly, mitigative measures related to the engineering solution should be included in
the design of road and bridges by the design consultants.
8.2 Implementation of EMP
The environmental experts/officers of various agencies are identified to implement the mitigation
measures for the minimal impact on environment.
� Environmental Experts/Officers: The role of Environmental Experts/officers of various
agencies is to ensure that all works should be carried out in accordance with the
environmental management plan prepared for a specific project as per the environmental
legislation (Laws, Acts, and Rules etc.) and also the guidelines of funding agency. It
should make a part of the Tender Document for appointment of Environmental Expert for
imposition of penalty to the violators, particularly contracts.
� Civil Work Contractor: The environmental problems and issues usually arise out from
the construction sites and workers camps are to be controlled by the civil work
contractor. Such type of role of civil work contractor should be clearly defined in the
Tender Document.
� Revenue Department: The District Collector is the head of the Revenue Department. His
responsibility is to support the project through providing civil and soyam land for
compensatory afforestation on one hand and disbursement of compensation to PAPs
without delay and dispute on other.
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� Forest Department: The Divisional Forest Officer (DFO) at Division and Conservator
of Forest (CF) at Circle level are head of the Forest Department. Whatever, issues arises
in relation to diversion of forest land and resources (tree felling etc.) to be supported for
the developmental activities as per all the regulatory authorities.
� Project Promoter: The responsibilities of the project promoter are to verify the well
managed practices, which can be smoothly followed and implemented under project. It
also keeps in mind the accident prone zones and environmental hazards. The interface of
project promoter is extremely valuable for taking additional actions to the implementing
and supervising agency for eco-friendly implementation of EMP.
8.3 Environmental Management Plan
The Environmental Management Action Plan (EMAP) contained a part of bid documents. The
aspects given in EMP have been made mandatory in nature and thus, the Contractor is contractually
bound to abide by the same as given in Table – 8.1.The bidding parties should carefully go through
the Environmental Management Action Plan. The clauses given in the EMAP are incidental to work
and no separate BOQ items have been provided. The clauses of EMAP bear a reference to FIDIC and MoSRT&H Clauses and hence separate BOQ items are not required for implementing the same.
It is deemed that the cost associated with carrying out the requirements of the EMAP are Including in
the bid prices as incidental to the works, therefore, no excuses towards non – compliance during
construction shall be entertained. All these clauses are applicable to Sub-Contractors as well.
However, the main Contractor will be held responsible in the case of any non–compliance on part of
which being regularly monitored the compliance of EMAP by the sub-contractor. Therefore, the contractor shall regularly monitor the compliance of EMAP whether their Sub-Contractors are being
followed. The contractor shall submit quarterly environmental reports in the format prescribed by the
NHAI-PIU. (Additional reports should be submitted on request of the PIU).
Table - 8.1: Environmental Management Plan
ENVIRONMENTAL ISSUES PROTECTION AND PREVENTATIVE MEASURES THAT
HAVE TO BE TAKEN BY THE CONTRACTOR
1 SOIL
1.1 Generation of Debris
(a) Earth, if required, will be dumped in areas selected (and approved by
the engineer, for such purpose). Residual spoils shall be used as
directed by the Engineer, to fill up the borrow areas subject to laying
of topsoil as per EMAP Clause 1.2.
(b) All arrangements for transportation during construction including
provision, maintenance, dismantling and clearing debris, where
necessary will be considered incidental to the work and shall be
planned and implemented as approved and directed by the Engineer.
Any non- compliance shall be made good by the Contractor at his
own cost.
1.2 Loss of Top Soil
(a) In agricultural areas or in any other productive soil areas as directed
by the Engineer, the topsoil from all areas of cutting and all areas to
be permanently covered has to be stripped to a specified depth of 150
mm and stored in stockpiles of height not exceeding 2 m. Any non-
compliance shall be made good by the Contractor at his own cost.
(b) Such stockpiled topsoil must be returned to cover the disturbed area
and cut slopes. Residual topsoil must be distributed on adjoining/
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Document: 2007133/EC/ EIA Report Date: October, 2011
Chapter-8: Environmental Management Plan Revision: R1
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ENVIRONMENTAL ISSUES PROTECTION AND PREVENTATIVE MEASURES THAT
HAVE TO BE TAKEN BY THE CONTRACTOR
proximate barren/ rocky areas as identified by the Engineer in a layer
of thickness of 75 mm – 150 mm.
(c) Topsoil will not be unnecessarily trafficked either before stripping or
when in stockpiles. Stockpiles will not be surcharged or otherwise
loaded and multiple handling will be kept to a minimum.
1.3 Compaction of soil
(a) Construction vehicle, machinery and equipment shall move or be
stationed in the designated area (RoW or Col as applicable) only. While operating on temporarily acquired land for traffic detours,
storage, materials handling or any other construction related or
incidental activities topsoil from agricultural land will be preserved as
per the above EMAP clause 1.2 .
(b) The contractor shall ensure that he does not affect the stability of
excavation or fills by the method of stockpiling materials, use of
plants or sitting temporary buildings or structures.
1.4 Borrowing of Earth
(a) Borrowing within the RoW is prohibited – under this contract. However, earth available from excavation for roadside drains as per
design, may be used as embankment subject to the material, approval
of the Engineer.
(b) Arrangement for locating the source of supply of material for
embankment and sub-grade as well as compliance to environmental requirements in respect of excavation and borrow areas as stipulated,
from time to time by the MoEF and the local bodies, as applicable,
shall be the sole responsibility of the Contractor.
(c) The Contractor shall facilitate inspection of all borrow areas to the
PIU and satisfy the Engineer and the PIU for the environmental compliance.
Any non – compliance shall be made good by the Contractor at his
own cost.
1.5 Degradation of Borrow Areas
(a) Borrow pits shall not be dug continuously. The location, shape and
size of the designated borrow areas shall be as approved by the
Engineer. No borrow area shall be opened without permission of the
Engineer.
(b) If borrow pits along the road is permitted by the Engineer, these shall
not be dug continuously and shall confirm to MoSRT&H
Specifications.
(c) Borrow pits shall be – redeveloped as per MoEF guidelines. Spoils
shall be dumped with and overlay of stockpiled topsoil (as per EMAP
Clause 1.1 and 1.2), in accordance with compliance requirements
with respect to MoEF/CPCB guidelines.
1.6 Soil Erosion
(a) On road embankment slopes, slopes of all cut etc., shrubs and grass will be planted. On sections with high filling and deep cutting, the
side slopes will be graded and covered with bush and grass etc. as per
specifications of stone pitching, grass and shrub given in the bid
documents.
(b) In borrow pits, the depth of the pits shall be so regulated that the sides
of the excavation will have a slope not steeper that 1 vertical to 4
horizontal, from the edge of the final section of bank.
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ENVIRONMENTAL ISSUES PROTECTION AND PREVENTATIVE MEASURES THAT
HAVE TO BE TAKEN BY THE CONTRACTOR
(c) The work shall consist of measures as per design or as directed by the
Engineer to control soil erosion, sedimentation and water pollution.
1.7 Contamination of soil by Fuel and Lubricants
(a) Vehicle/ machinery and equipment maintenance and refueling shall
be carried- out in such a fashion that spillage of fuels and lubricants
do not contaminate the ground. An “oil interceptor” will be provided
for wash down and refueling areas. Fuel storage shall be in proper
bounded areas. All spills and collected petroleum products shall be
disposed off in accordance with the MoEF and CPCB guidelines.
(b) Fuel storage and refilling areas shall be relocated at least 300 mm
from all cross drainage structures and important water bodies or as
directed by the Engineer.
(c) Storage and refining areas have vegetation, if any, the topsoil shall be
stripped, stockpiled and returned after cessation of such storage and
refueling activities as per EMAP clause - 1.2. The site restoration will
be considered as incidental to work.
1.8 Contamination of soil by Construction waste
(a) All spoils shall be disposed off in the manner as specified in EMAP
clause 1.1. The spoil from excavation of riverbed shall be managed
and disposed off as directed by the Engineer. No new disposal site
shall be created as part of the project, which is not treated as per
EMAP clause1.2 (a&b), except with prior approval of the Engineer in
the course of the project.
(b) All wastes material shall be completely disposed as desired and the
site shall be fully cleaned before handing over. The Engineer and the
PIU will certify in the regard.
(c) All temporary acquired land shall be dealt in the manner as per
EMAP clause 1.7(c) if dumping of waste is envisaged and any claim
arising out of disposal shall be made good by the contractor at his
own cost.
1.9 Quarry operations
(a) The contractor shall obtain materials from quarries only after consent
of the DoM or other concerned authorities and only after development
of a comprehensive quarry re-development plan, as per the State
Mining Rules. Alternatively the Contractor shall acquire the required
materials from quarries licensed by the State Mining Authority
(SMA). The quarry operations shall be under taken within the rules
and regulations in force.
2. WATER
2.1 Loss of Minor Water Bodies
(a) Filling of surface water bodies shall be compensated by digging an
equal volume of soil for water storage. Such dug-up soil shall be dealt
as per EMAP clauses 1.1 and 1.8.
(b) Wherever digging is undertaken the banks shall be protected by
means as designed or as approved by the Engineer. The excavation
shall be carried out in a manner so that the side slopes are no steeper
than 1 vertical to 4 horizontal, otherwise slope protection work shall
be provided, as approved by the Engineer.
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Document: 2007133/EC/ EIA Report Date: October, 2011
Chapter-8: Environmental Management Plan Revision: R1
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ENVIRONMENTAL ISSUES PROTECTION AND PREVENTATIVE MEASURES THAT
HAVE TO BE TAKEN BY THE CONTRACTOR
(c) As far as practicable, and as approved by the Engineer excavation for
replacement of water bodies shall be at the closest possible place/
location, with respect to the original water body or part thereof
consumed by filling.
2.2 Other Loss of Water Sources
(a) Any source of water (potable or otherwise) for the community such as
wells, ponds or tube – well, etc., incidentally lost shall be replaced
immediately. The location and sifting of the replaced source of water
shall be as per design or as directed by the Engineer. In general, there
should be only lateral displacement.
2.3 Flooding
(a) The contractor shall take all measures and as directed by the Engineer
to prevent temporary or permanent flooding of the site or any
adjacent area.
(b) The scope for prevention of flooding includes prevention of loss of
use, loss of access of any land or property thereon resulting from
flowing or stagnant water as direct/ indirect impact of construction.
2.4 Sanitation into water Bodies
(a) Sanitation of soil into the water bodies will be prevented as for as possible. The contractor will take all reasonable measures as per
EMAP clause 1.6.
(b) Construction materials containing fine particles shall be stored in an
enclosure such that sediment laden water does not drain-out into
nearby water courses.
2.5 Torrent Run-off
(a) No tree or vegetation other than those designated by the DoF for
felling will be cut.
(b) The contractor shall take all necessary precaution and construct
temporary/ permanent devises to prevent water pollution (due to
sanitation and increase of turbidity).
2.6 Alteration of Drainage
(a) In sections along water courses, and close to cross-drainage channels,
earth, stone or any other construction materials or appendage shall be
properly disposed off so as not to block the flow of water.
(b) All necessary measures shall be taken to prevent earthwork,
stonework, materials and appendage as well as the method of
operation from impeding cross-drainage at rivers, streams, water
canals and existing irrigation and drainage system.
2.7 Increased Run-off
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Document: 2007133/EC/ EIA Report Date: October, 2011
Chapter-8: Environmental Management Plan Revision: R1
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ENVIRONMENTAL ISSUES PROTECTION AND PREVENTATIVE MEASURES THAT
HAVE TO BE TAKEN BY THE CONTRACTOR
(a) No tree or vegetation except those ‘cleared’ by DoF for felling) will
be disturbed/ destructed. Trees and shrubs will only be felled/
removed only if they impinge directly on the permanent works or
necessary temporary works, on approval of Engineer. The Engineer
will issue such approval only on National Highways Authority of
India (NHAI) receiving necessary “Clearance” from the DoF.
(b) All necessary measures shall be taken to prevent earthwork,
stonework, materials and appendage as well as the method of
operation from impeding cross-drainage at rivers, streams, water
canals and existing irrigation and drainage system.
2.8 Contamination of Water from Construction Wastes
(a) All measures will be taken to prevent the wastewater produced in
construction form entering directly into streams, water bodies or the
irrigation system, as directed by Engineer.
(b) Construction work close to the streams or water bodies shall be
avoided during monsoon and measures as per EMAP clause 2.4 will
be taken.
(c) The discharge standards promulgated under the Environmental
Protection Act, 1986 shall be strictly adhered to. All waste arising
from the project is to be disposed off in a manner that is acceptable to the State Pollution Control Board (SPCB) and the Engineer.
2.9 Contamination form Fuel and Lubricants
(a) The work shall be carried out in such a manner that pollution of
natural watercourses, ponds, tanks and reservoirs is avoided.
(b) Vehicle, machinery and equipment maintenance and re-fuelling shall
be done in a manner as specified in EMAP clause 1.7 (a&b) to
prevent pollution to water.
(c) Waste products must be collected, stored and taken to approve
disposal sites in compliance with CPCB guidelines or any other
relevant laws, and to the entire satisfaction of the Engineer.
2.10 Sanitation and waste disposal in construction camps
(a) Construction/labourer’s camps shall be located away the bank of the
river at least 1km and away from the nearest habitation at least 500 m.
(b) The sewage system for a construction labourer’s camp shall be
properly designed, built and operated so that no pollution to ground or
adjacent water bodies/ watercourses takes place.
(c) In connection with underground water resources, including
percolating water the contractor shall take all necessary precautions to
prevent interference with such water resources.
(d) All relevant provisions of the factories Act, 1948 and the building and
other construction workers (regulation of employment and conditions
of service) act, 1996 shall be adhered to.
(e) Unless/Otherwise arranged by the local sanitary authority,
arrangements for proper disposal of excreta by incineration at the
workplace suitably approved by the local medical health or municipal
authorities or as per directed by engineer, shall be made.
2.11 Wastage of water
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ENVIRONMENTAL ISSUES PROTECTION AND PREVENTATIVE MEASURES THAT
HAVE TO BE TAKEN BY THE CONTRACTOR
(a) The contractor will minimize wastage of water in the construction
process/ operations.
(b) The contractor shall arrange for supply and storage of water and no
such supply and storage will be provided by the NHAI of any other
authority concerned. The contractor shall not open a new bore well or
extract new groundwater without permission from the State Irrigation
Department. The contractor may, however, use any existing bore-well
or any other source of water supply subject to necessary or relevant
arrangements.
2.12 Disruption to other users of water
(a) The contractor shall be responsible for arranging adequate supply of
water for the whole construction period.
(b) While working across or close to perennial water bodies, the contractor shall not prevent the flow of water. If for any bridgework,
etc. closure of flow is required, the contractor will serve notice on the
downstream users of water sufficiently in advance.
(c) Construction over and close to the non-perennial streams shall be
undertaken in the dry session. Construction over the irrigation canals, if disruption to the flow, quality of water and impact on the irrigation
structure is expected (or probable in the view of the engineer), will be
undertaken under necessary permission from the Department of
Irrigation.
(d) Construction work expected to disrupt users and impacting
community water bodies will be taken up after serving notice on the
local community, and complying with the provisions.
(e) The contactor may use the natural sources of water subject to the
provision that any claim arising out of conflicts with other users of
the said natural sources of water shall be made good entirely by the
contractor.
3. Air Pollutions
3.1 Generation of Dust
(a) All vehicles delivering materials to the site shall be covered to avoid
spillage of materials.
(b) The contractor shall take every precaution to the level of dust
emission from the Hot Mix Plants and the Batching Plants up to the
satisfaction of the engineer in accordance with the relevant emission
norms.
(c) All existing highways and roads-used by vehicles of the Contractor,
or any of his Sub-Contractor or Supplies of materials or plant and
similarly roads which are part of the works shall be kept clean and
clear of all dust/mud or other extraneous materials dropped by such
vehicles or their tyres.
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Document: 2007133/EC/ EIA Report Date: October, 2011
Chapter-8: Environmental Management Plan Revision: R1
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ENVIRONMENTAL ISSUES PROTECTION AND PREVENTATIVE MEASURES THAT
HAVE TO BE TAKEN BY THE CONTRACTOR
(d) Clearance shall be made immediately by manual sweeping and
removal of debris, or, if so directed by the engineer, by mechanical
sweeping and clearing equipments, and all dust, mud and other debris
shall be removed completely. Additionally, if so directed by the
engineer, the road surfaces shall be hosed or watered using necessary
equipments.
(e) Plants, machinery and equipment shall be so handled (including
dismantling) so as to minimise generation of dust.
(f) All earth-work shall be carried out keeping in view for minimisation
of dust fumes conforming to the CPCB norms and acceptable to the
engineer.
(g) The hot mix plants shall be fitted with dust extraction units in order
that the exhausts comply with the requirement of the relevant current
emission control legislation.
3.2 Emission from Hot- mix Plants and Batching Plants
(a) Hot mix plants and batching plants shall be located sufficiently away
from habitation, agricultural operations or industrial establishments.
Where possible such plants will be located at least 1000 m away from
the nearest habitation.
(b) The exhaust gases shall be complying with the requirements of the
relevant current emission control legislation. All operations at plants
shall be undertaken in accordance with all current rules and
regulations protecting the environment.
3.3 Order from construction labour camps
(a) Construction labours’ camp shall be located at least 500 m away from
the nearest habitation as per EMAP clause 2.10 (a).
(b) The waste disposal and sewerage system for the camp shall be
properly designed, built and operated so that no order is generated.
Labour camp should be in compliance with the Factory Act, the
Building and Other construction workers (regulation of employment
and conditions of service) Act, 1996 and all other relevant legislation
shall be strictly adhered to.
3.4 Emission from construction vehicles, vehicles, equipment and machinery
(a) All discharge standards promulgated under the environment
protection act, 1986 shall be strictly adhered to. All vehicles,
equipment and machinery used for construction shall conform to the
relevant Indian Standard (IS) norms.
(b) All vehicles, equipment and machinery used for construction shall be
regularly maintained to ensure that pollution emission level comply
with the relevant requirements of CPCB.
3.5 Pollution form Crusher
(a) All crushers used in construction shall confirm to relevant dust
emission control as legislated. Clearance for establishments and
operation of plant shall be obtained from the SPCB. Alternatively,
only crushers already licensed by the CPCB shall be used.
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Document: 2007133/EC/ EIA Report Date: October, 2011
Chapter-8: Environmental Management Plan Revision: R1
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ENVIRONMENTAL ISSUES PROTECTION AND PREVENTATIVE MEASURES THAT
HAVE TO BE TAKEN BY THE CONTRACTOR
(b) Dust screening vegetation will be planted on the edge of the RoW for
all existing roadside crushers.
(c) The suspended particulate matter contribution value at a distance of
40 m from a controlled isolated as well as from a unit located in a
cluster should be less than State Pollution Control Board norms. The monitoring should be conducted at quarterly basis for all the 12
months (except monsoon) at the crusher sites.
4. NOISE POLLUTION
4.1 Noise from vehicles, plants and equipments
(a) The plants and equipment used in construction (including the
aggregate crushing plant) shall strictly conform to the CPCB, Gol
noise standards.
(b) All vehicles and equipments used in construction shall be fitted with exhaust silencer. During routine servicing operations, the
effectiveness of exhaust silencers shall be checked and if found to be
defective shall be replaced. Notwithstanding any other conditions of
contract, noise level form any item of plant(s) must comply with the
relevant legislation for levels of sound emission. Non-compliant plant
shall be removed from the site.
(c) Noise limits for construction equipments used in this project
(measured at one meter from the edge of the equipment in free field)
such as compactors, rollers, front loaders, concrete mixers cranes
(movable), vibrators and saws shall not exceed 75 dB (A), as
specified in the Environment (Protection) Rules, 1986
(d) Maintenance of vehicles, equipments and machinery shall be regular
and proper, to the satisfaction of the engineer, to keep noise from
these at a minimum.
(e) In construction sites within 150 m of the nearest habitation, noisily
construction work such as crushing, concrete mixing and batching,
mechanical compaction, etc., will be stopped between 22.00 hours to
06.00 hours. In silence zone (areas up to 100 m around such premises
as hospitals, educational, institutional and courts) no hot- mix,
batching or aggregate crushing plant will be allowed. No construction
shall take place within 21.00 hours to 06.00 hours.
(f) Workers in vicinity of strong noise, and workers working with or in
crushing, compaction, batching or concrete mixing operations shall
wear ear-plugs.
4.2 Noise from Blasting or pre splitting operations
(a) Blasting shall be carried out only with permission of the engineer. All
the statutory laws, regulators, rules, etc., pertaining to acquisition,
transport, storage, handling and use of explosives shall be strictly followed.
(b) Blasting shall be carried out during fixed hours (preferably during
mid-day), as permitted by the engineer. The timing should be made
known to all the people within 500 m (200 m for pre-splitting) from
the blasting site in all directions. People, except those who actually
light the fuse shall be excluded from the area of 200 m (50 m for pre-
splitting) from the blasting site in all directions at least 10 minutes
before the blasting.
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Document: 2007133/EC/ EIA Report Date: October, 2011
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ENVIRONMENTAL ISSUES PROTECTION AND PREVENTATIVE MEASURES THAT
HAVE TO BE TAKEN BY THE CONTRACTOR
5. IMPACT ON FLORA
5.1 Loss or damage of vegetation
(a) All works shall be carried out in such a fashion that the damage or
disruption to the flora is minimal. Trees or shrubs will only be felled
or removed that impinge directly on the permanent works or
necessary temporary works with prior approval from the Engineer.
(b) The Engineer shall approve such felling on the advice of, NHAI/PIU,
only when the NHAI receives a ‘’clearance’’ for such felling from the
DoF, as applicable.
5.2 Compaction of Vegetation
(a) Disruption to vegetation shall be minimized as per EMAP clause 5.1
and as per minimization of soil compaction as per EMAP clause 1.3.
5.3 Damage or loss of change found important Flora
(a) During construction, at any points of time, if a rare/ threatened/
endangered flora is discovered, a specific advice from the NHAI/ PIU
shall be given to the Engineer to approve detailed conservation
processes, plans and designs as well as associated modification in the
project design.
6. IMPACT OF FAUNA
6.1 Loss, Damage or Disruption to Fauna
(a) All works shall be carried out in such a fashion that the damage or disruption to the fauna is minimum.
(b) At the Construction works all rubbish, scarified asphalt and debris
should be cleared away from the site works to the entire satisfaction
of the engineer and the PIU.
(c) On completion of the works, the whole of such temporary structures
shall be cleared away, all rubbish burnt, excreta or other disposal pits
or trenches filled in and effectively sealed off and the whole of the
site left clean and tidy, at the Contractor’s expense, to the entire
satisfaction of the Engineer and the PIU.
6.2 Damage or Loss of Important Fauna
(a) During construction, at any point of time, if a rare/endangered/
threatened fauna species is discovered, all measures will be taken as
in EMAP clause 5.3.
7. DISRUPTION TO USERS
7.1 Loss of Access
(a) At all times, the contractor shall provide safe and convenient passage for vehicles, pedestrians and livestock to and from side roads and
property accesses connecting the project road. Work that affects the
use of side roads and existing accesses shall not be undertaken
without providing adequate provisions to the prior satisfaction of the
Engineer.
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ENVIRONMENTAL ISSUES PROTECTION AND PREVENTATIVE MEASURES THAT
HAVE TO BE TAKEN BY THE CONTRACTOR
(b) The works shall not interfere unnecessarily or improperly with the
convenience of public or the access to, use and occupation of public
or private roads, railways and any other access footpaths to or off
properties whether public or private.
7.2 Traffic Jams and Congestion
(a) Detailed Traffic Control Plans shall be prepared and submitted to the
Engineer for approval 5 days prior to commencement of works on
any section of road. The traffic control plans shall contain details of
temporary diversions, details of arrangements for construction under
traffic and details of traffic arrangements after cessation of work.
(b) Temporary diversion (including scheme of temporary and
acquisition) will be constructed with the approval of the Engineer.
While approving the temporary diversion, the Engineer wills seek
endorsement from the PIU.
(c) Special consideration shall be given in the preparation of the traffic control plan to the safety of pedestrians and workers at night.
(d) The contractor shall ensure that the running surface is always
properly maintained, particularly during the monsoon so that no
disruption to the traffic flow shall occur.
(e) The temporary traffic detours shall be kept free of dust by frequent application of water, if necessary.
7.3 Traffic control and Safety
(a) The contractor shall take all necessary measures for the safety of
traffic during construction and provide, erect and maintain such
barricades, including signs, marking, flags, lights and flagmen as may be required by the Engineer for the information and protection of
traffic approaching or passing through the section of the highways
under improvement. The provision of traffic safety measures shall be
considered incidental to work as per MoST specification and IRC
guidelines.
(b) All signs, barricades, pavement markings shall be as per MoST
specification. Before taking up construction on any section of the
highway, a traffic control plan shall be devised to the satisfaction of
the Engineer as per EMAP clause 7.2.
8. WORKERS’ ACCIDENT RISKS
8.1 Risk from Operations
(a) The contractor is required to comply with all the precaution as
required for the safety of the workmen as per the international labour
organization (ILO) convention No. 62 as far as those are applicable to
this contract. The contractor shall supply all necessary safety appliances such as safety goggles, helmets, masks, Gum-boots etc., to
the workers and staff. The contractor has to comply with all
regulations regarding safe scaffolding, ladders, working platforms,
gangway stairwells, excavations, trenches and safe means of entry.
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ENVIRONMENTAL ISSUES PROTECTION AND PREVENTATIVE MEASURES THAT
HAVE TO BE TAKEN BY THE CONTRACTOR
8.2 Risk at hazardous Activity
(a) All workers employed on mixing asphaltic material, cement, lime
mortars, concrete etc., will be provided with protective footwear and
protective goggles. Workers, who are engaged in welding works
would be provided with welder’s protective eye-shields. Stone-
breakers will be provided with protective goggles and clothing and will be seated as sufficiently safe intervals.
(b) The use of any herbicide or other toxic chemical shall be strictly in
accordance with the manufacture’s instructions. The Engineer shall
be given at least 6 working day notice of the proposed use of any
herbicide or toxic chemical. A register of all herbicides and other toxic chemicals delivered to the site shall be kept and maintained up
to date by the contractor. The register shall include the trade name,
physical properties and characteristics, chemical ingredients, health
and safety hazard information, safe handling and storage procedures,
and emergency and first aid procedures for the product.
8.3 Risk of Lead Pollution
(a) No person below the age of 18 years shall be employed on the work
of painting with products containing lead in any from. No paint
containing lead or lead products will be used except in the form of
paste or readymade paint. Face masks will be supplied for use by the
workers when paint is applied in the form of paste or readymade paint
is applied in the form of spray or a surface having lead paint is being dried rubbed or scrapped.
8.4 Risk from Explosives
(a) Except as may be provided in the contract or ordered or authorized by
the Engineer, the contractor shall not used explosives. Where the use
of explosives is so provided or ordered or authorized, the contractor
shall comply with the requirements of the following sub-clauses of
this clause besides the law of the land as applicable.
(b) � The Contractor shall at all times take every possible precaution
and shall comply with appropriate laws and regulations relating to
the importation, handling transportation, storage and use of
explosives and shall, at all times when engaged in blasting
operations, post sufficient warning flagmen, use siren, etc. to the
full satisfaction of the Engineer.
� The Contractor shall at all times make full liaison with and inform
well in advance and obtain such permission as is required from all
Government Authorities, public bodies and private parties
whatsoever concerned or likely to be concerned or affected by
blasting operations.
8.5 Malarial Risk
(a) The Contractor shall, at his own expense, conform to all anti –
malarial instructions given to him by the engineer and the PIU,
including filling up any borrow pits which may have been dug by
him.
9. WORKERS’ HEALTH RISKS
9.1 First Aid
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ENVIRONMENTAL ISSUES PROTECTION AND PREVENTATIVE MEASURES THAT
HAVE TO BE TAKEN BY THE CONTRACTOR
(a) At every workplace, a readily available first-aid unit including an
adequate supply of sterilized dressing material and appliances will be
provided as per the Factory rules.
9.2 Potable water
(a) In every workplace at suitable and easily accessible places a
sufficient supply of cold potable water (as per IS) will be provided
and maintained. If the drinking water is obtained from an intermittent
public water supply then, storage tanks will be provided.
(b) The trap door shall be kept locked and opened only for cleaning or
inspection, which shall be done at least once a month.
9.3 Hygiene
(a) The Contractor during the progress of work will provide, erect and
maintain necessary (temporary) living accommodation and ancillary
facilities for labours to the standards and scales approved by the
Resident Engineer.
(b) There shall be provided within the precincts of every workplace,
latrines and urinals in an accessible place and the accommodation,
separately for each for these, as per standards set by the building and
other Constructions Workers (regulation of Employment and
Conditions of services) act 1996. If women are employed, separate
latrines and urinals, screened shall be provided.
(c) All temporary accommodation must be obstructed and maintained in such a fashion that uncontaminated water is available for drinking,
cooking and washing. The Construction camps shall have a clean
hygienic environment and adequate health care shall be provided for
the work force.
10 DAMAGE AND LOSS OF CULTURAL PROPERTIES
10.1 Conservation of religious structures and shrines
(a) All necessary and adequate care shall be taken to minimise impact on
cultural properties which includes cultural sites and remains, places of
worship including Temples, Mosques, Churches and Shrines etc.,
(b) All conservation and protection measures will be taken-up as per
design. Access to such properties from the road shall be maintained
clear and clean.
10.2 Change found Archaeological property
(a) All fossils, coins, articles of value of antiquity and structures and
other remains or things of geological or archaeological interest
discovered on the site shall be the property of the Government, and
shall be dealt with as provisions of the relevant legislation.
(b) The Contractor shall take reasonable precautions to prevent his
workmen or any other persons from removing and damaging and
such article and all work shall be stopped within 10 m in all
directions from the site of discovery.
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ENVIRONMENTAL ISSUES PROTECTION AND PREVENTATIVE MEASURES THAT
HAVE TO BE TAKEN BY THE CONTRACTOR
(c) The Engineer shall seek direction from the Archaeological Society of
India (ASI) before instructing the contractor to recommence work on
the site.
11 ENVIRONMENTAL ENHANCEMENT
11.1 Road Furniture
(a) Road furniture including footpath, railings, storm water drains, crash-
barrier, traffic-sign, speed-zone signs, pavement markers and any
other such items will be provided as per design given in the Bid
Documents.
(b) Embankment protection and other structures or furniture shall be
constructed, complete with the landscape elements as per design.
(c) Religious and cultural properties should be relocated constructed and
completed as per design.
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CHAPTER -9
OCCUPATIONAL HEALTH, SAFETY AND ENVIRONMENT
Industrial Hygiene is also referred to as Occupational Health or Industrial Health. The common
tasks for the HSE analysis involved developing a system to keep the project site neat, safe, and
sanitary condition so that people will not be distracted from construction agency by poor
housekeeping and management activities. Plant site, construction camp, and machineries-
maintenance yard, labour camp should always be adequately maintained with good ground
conditions, drainage facilities, general cleanliness and neat to avoid unhygienic environment and
spread of disease. The site locations should always be neat and clean with good housekeeping and
management regardless of the scope of purpose to use. It possible, site may be old and it has no
improvements since a long, but it can be kept clean and neat with proper maintenance to maintain
the hygiene environment.
9.1 Environmental Health and Safety Policy
The Construction Agency should develop EHS policy to provide safe and healthful working
conditions for all workforce and staffs. Each administrative unit head should have the
responsibility to protect his or her personnel from occupational and environmental hazards. This
responsibility is of great importance and may not be delegated. Environmental Health and Safety
(EHS) will work with the heads of construction agency, the project manager, which has close co-
ordination with executive of each faculty, and staffs to prevent accidents and achieve compliance
with environmental health and safety regulations.
9.2 Safety Responsibilities
Everyone working at the Construction sites has the right to expect safe working conditions and is
responsible to help ensure safety for themselves and others. Everyone has an important role in
safety. EHS has overall responsibility on the administration of executive Agency which promotes
health and safety programs. EHS’s mission is to work with the campus community to develop and implement efficient, comprehensive, and pro-active health and safety programs. Priorities are as
follows:
� Provide a safe construction environment through the development of safety programs that
protect the health and safety for workforce and staffs and the environment.
� Assist the construction agency in complying with local law and regulations
� Provide oversight to ensure conformance with these programs.
9.3 Safety Principles
There are four essential principles of safety. These principles are:
• Practice Safety
• Be Concerned About the Safety of Others
• Prevent Accidents
• Respond to Emergencies
9.4 Industrial Hygiene
"Industrial hygiene" is the science and practice devoted to the anticipation, recognition, evaluation and control of those environmental factors and stresses arising in or from the workplace that may
cause sickness, impaired health and well-being, or significant discomfort among workers and may
also impact the general community.
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A partial list of the hazards or conditions arising from the workplace at the civil construction work
and with which industrial hygienist concerned are in Table – 9.1.
Table –9.1 : Anticipated Hazards – Civil Construction
9.4.1 Analysis of Industrial Hygiene
The process of recognition of potential hazards is based on extensive knowledge of what kinds of
hazards may occur in any industry, process, or job activity. Table - 9.1 summarizes the kinds of
hazard exposure sources typically found in the civil construction work. The recognition process
typically proceeds by looking for sources of worker exposure to harmful chemicals and physical
agents.
� Chemical and Hazardous Material Safety
The handling of chemical and hazardous material under which industrial hygiene is
concerned determines measures on following aspects:
Storage of Material:
• Chemicals are dated upon receipt.
• An updated annual chemical inventory is maintained.
• Corrosive chemicals are not stored above eye level.
• Chemicals are segregated by hazard.
• Excess solvents are stored in approved safety cans or solvent storage cabinets.
• All containers are kept closed except when in use.
Waste Disposal:
• Hazardous chemical waste is disposed of in accordance with the EMP.
• Chemical, infectious, and radiological waste containers are labeled and chemical
compositions specified.
Emergency Equipment :
• Emergency eyewash and shower units are unobstructed and in good working
condition.
Compressed Gas Cylinders:
• Cylinders are properly secured in an upright position, with cylinder clamps.
• Cylinders are tightly capped and numbers kept to a minimum.
I. Chemical II. Physical III. Ergonomic
Carcinogens
Acute Poisons
Irritants
Pneumoconiosis Producing
Laser Radiation
Neurotoxins
Nephro (Kidney) Toxins
Noise
Heat
Cold
Ionizing Radiation
Magnetic fields
Vibration
Repetitive Strain
Carpal Tunnel Syndrome
Back Injury
Lifting Hazards
Visual Display Units
Human/Machine Interaction
Injury
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• Flammable materials are stored a minimum of 20 feet from cylinders containing
oxidizers.
• Flammable gas tubing is secured and labeled.
• Flame arrestors may be required on flammable gas supplies.
Personal Protective Equipment:
• Dust-mask is provided at the construction sites/plant sites.
• Glove use is selected according to hazard.
• Eye protection/chemical splash goggles are worn where appropriate.
• Respiratory protection is used when advised by EHS.
• Other personal protective equipment (PPE) is provided as needed.
Spill Kits :
• Chemical spill kits are maintained in areas where hazardous chemicals are
stored and employees are properly trained in their use.
• Laboratory or facility staff does not attempt to use any of these kits for fuming
acids, hydrofluoric acid, mixed products, or poisons.
Laboratory Safety:
• Explosion-proof or “explosion safe” refrigerators or freezers only are used to
store flammable materials.
• Pregnant women or other employees who are concerned about the specific
hazards they may be working with are encouraged to discuss this concern with
their supervisor and to request that EHS conduct a work site review of the
potential hazards.
• Laboratory personnel are not to work alone where the risk of personal injury is
high, unless other personnel are aware of their presence and can come quickly to
aid.
Lead-Based Paint:
Lead-based paint is a source of lead poisoning. Ingestion and inhalation of lead dust
that is created as lead-based paint chips and peels, or from improper sanding or
scraping of lead-based painted surfaces can lead to exposure.
• Any road constructed or surface painted is assumed to contain lead-based paint.
• Lead-based paint is appropriately handled during renovations and demolitions.
• Additional information is available at the EHS web site, “Lead and Other Heavy
Metal Exposure/Disposal Control Procedures” which can be found at
http://www.ehs.psu.edu/occhealth/lead_paint_sop.pdf.
Training:
• Training is offered to employees annually and within 120 days of hire for the
Worker and Community Right-To-Know regulation.
• Employees receive training from EHS on the proper procedures to follow when
storing or disposing of hazardous materials within ninety days of hire.
� Physical Safety
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The handling of radiation equipment under which industrial hygiene is concern, determines
measures of the following aspects:
Radiation Producing Equipment:
• Radiation producing equipment includes : Analytical x-ray instruments;
Radiographic instruments; Electron beam welders; X-ray vacuum spectroscopy
systems ; X-ray gauging devices; and, any electrical equipment that produces
radiation incidental to its operation, if the dose equivalent rate averaged over an
area of 10 square centimeters exceeds 0.5 mrem (0.005 mSv) per hour at 5
centimeters from an accessible surface. (Note : The millirem (abbreviated
"mrem") is a unit used to measure the effect of radiation on the human body)
• EHS is responsible for implementation, coordination, and enforcement of the
radiation producing instrument safety program at all construction.
Radioactive Material Use :
• The safe handling of all radioactive material should coves the rules and
procedures and assures compliance with all applicable regulations. The details
can be found at the EHS web site, http://www.ehs.psu.edu/radprot/rad_rules.pdf.
• The possession, use, disposal, and transfer of all licensed radioactive material
are the institutional property. This includes all of the non-industrial Park
locations. Contact EHS prior to beginning work with any radioactive material.
Noise/Hearing Conservation :
Noise exposure can cause permanent hearing loss, which could be totally preventable
if the appropriate precautions are taken.
• The “rule of thumb” method to be taken for determining if a work area requires
hearing protection :
• Noise exposure hazards are to be limited using engineering controls whenever
possible or feasible. If this cannot be accomplished, hearing protection should
be provided and used as ear-plug. The detail information on noise hazards and
hearing protection can be found at the EHS “Hearing Conservation Program”
web site at http://www.ehs.psu.edu/occhealth/hearing.cfm.
� Ergonomics
Ergonomics is the interaction between people, the things they do, the objects they use, and the environments they work, travel, and play in. Ergonomic considerations include improper
arrangement of office furniture and equipment, repetitive activities, poor work postures, and
can lead to long term health problems that include: Lower back strain, Carpal Tunnel
Syndrome, Neck ache/strain, Eyestrain. The following steps may follow :
• Individuals do not attempt to carry a load that is more than can be carried
safely.
• Heavy items are not lifted higher than waist level.
• Individuals always have a clear view over the load. If the load interferes with
normal walking, help should be taken.
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• Supervisors see that mechanical equipment, if available, is used when manual
lifting is unsafe.
• Greasy, wet, slippery, or dirty objects should be wiped clean before handling.
9.4.2 General Safety
Some procedures may be described as basic or fundamental to safety in any workplace, office, or
other situation where potential hazards exist. It is important for all people to respect and
understand the safety and health hazards associated with the materials and equipment used.
Therefore, they should have to follow the following general safety principles at all times.
Safety Practices:
• Training should be provided to an employee who has engaged in new assignment for
which hazards are expected by new substances, processes, or equipment.
• Equipment being used should be in good condition.
• A box, chair, shelves, or anything other than a ladder is not used as a ladder.
• Emergency equipment (e.g. fire extinguishers, emergency eyewash/shower units,
etc.) are un-obstructed and in good working condition.
• First- aid kits to be kept in designated areas and stocked in accordance with Safety
Policy.
• Areas where hazardous materials are present should be posted in accordance with
the hazardous Wastes Management Guidelines.
• Eating, drinking, or applying cosmetics in areas where hazardous materials
(radioactive, biohazardous, or chemical) are used is not permitted. Food and drinks
are not stored in the same refrigerator or freezer with hazardous materials.
Good Housekeeping:
• Work areas are kept uncluttered and are cleaned upon completion of operations or at
the end of each workday.
• Floors are maintained free from tripping, slipping, and falling hazards (e.g. cords,
cables, wires, equipment, and tools).
• Spills are cleaned immediately and thoroughly in accordance with appropriate
facility emergency procedures.
• Workbenches and shelves are not overloaded with unused equipment, chemicals, or
other materials.
Fire Safety:
• Open fires are not allowed at camp site.
• Fire drills are conducted monthly in at camp site as per industrial safety policy.
• Fire alarms should be tested half yearly basis.
• Fire extinguishers are kept in designated locations and clearly labeled. Clear access
to fire extinguishers is maintained at all times.
• Combustible or flammable materials are maintained a safe distance from heat
sources or electrical equipment. Flammable materials are stored in an approved
manner, in accordance Occupational Health and Safety Policy No: 65.5.9.
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Electrical Equipment and Extension Cords:
• Access to electrical equipment (e.g. plugs and switches) is maintained free from
obstruction.
• Electrical apparatus is equipped with ground plugs or is properly grounded.
• All current transmitting parts of electrical devices are enclosed.
• Electrical plugs, cords, and extension cords are maintained in good condition.
• Under no circumstances the extension cords or electrical cords splice.
Smoking :
• Smoking is not permitted in any plant premises near the flammable liquid or Diesel
pumps in accordance with the construction Administrative Policy.
Driver/Vehicle Safety :
� Traffic Safety
• Traffic and parking regulations are obeyed.
• Fire lanes are not blocked.
• Backing up is conducted only when individuals have a clear area behind
the vehicle. Assistance is provided to the driver where rear vision is not
clear in the backing operation.
� Vehicle Loading and Safety
• Heavy vehicles should be fitted with tailgates and it does not open
during carrying construction materials eg: boulders, concrete etc.
• Seating specifications for the vehicle are followed. Seats equipped- with
safety belts are used whenever possible.
• Engines are turned-off when the vehicle is not in use, is being refueled,
or is located near a building air intake.
• Riders are not permitted in the back of open pick-up trucks.
9.4.3 Maintenance and Construction Safety
The following measures are recommended for the safety:
� Equipment Care and Use
All equipment is inspected before and after use to discover any possible safety
defects. Equipment needing repair is reported immediately to the supervisor.
• Tools are only used for the purposes for which they were designed.
• Work is secured by using clamps or a vise.
• Guards and safety shields are in place for machines and equipment with
rotating or moving parts.
• Pressurized or vacuum machinery is shielded and protected against
bumping and overheating.
� Trenching, Shoring and Excavation
• Barricades are installed around all open excavations and marked with
flashers.
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• Excavated material is shored or retained two feet or more from the edge
of the excavation.
• Banks more than five feet high are shored or laid back to a stable slope.
• Sides of trenches in unstable or soft material of five feet or more in
depth are shored to protect employees.
• Ladders are used to provide access in trenches four feet deep or greater.
• Excavations are checked when a rainstorm or hazard-increasing
incident occurs.
9.5 Post Accident Emergency Assistance and Medical Care, (ToR No. xxxiv)
Releases of hazardous materials and other emergencies such as fires that pose a significant threat
to health, safety and environment by their nature, require an emergency response or the
mitigating factors to fight with the situations. Examples include :
� Fire, suspected fire, explosion, or other imminent danger.
� Conditions that are immediately dangerous or have the potential to become
immediately dangerous to life or health. � High levels of exposure to toxic substances.
� Severity of hazard is such that the person(s) in the work area is uncertain they can
handle the emergency with the personal protective equipment (PPE) and response
equipment that has been provided and/or the exposure limit for the PPE could easily
be exceeded.
9.5.1 Emergency Situation – Fire
� Follow these basic “rules” for fire safety :
1. Never enter a room that is smoke filled.
2. Never enter a room if the top half of the door is warm to touch.
3. If an individual’s clothing is on fire, extinguish the fire by rolling the
person around on the floor, covering the person with a heavy cloth
(blanket), or drenching the person in a safety shower if the shower is
in the immediate area of the person. Remember “stop, drop, and
roll.”
4. Report any problems with fire alarms, fire extinguishers, or other
fire protection devices to the Office of Physical Plant or appropriate
maintenance staff.
� Follow these basic procedures for handling a fire or fire-related emergency in a
Industries owned or occupied facility :
1. Pull the fire alarm.
2. Evacuate the area.
3. Call emergency number -- (101), if any, from a safe location.
4. Notify EHS and the unit Safety Officer as soon as possible.
� Fire safety training, including fire extinguisher use, is provided to faculty,
staff, and workforce by EHS.
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9.5.2 Emergency Situation – Spill
� Follow these procedures for spills of hazardous, highly toxic, or flammable
materials, or for spills of unidentified materials : 1. Evacuate personnel from the spill area and alert all people in
the vicinity of the spill.
2. Notify EHS and the unit Safety Officer as soon as possible.
3. Isolate the spill area and close doors to the room where the spill
occurred if it is safe to do so.
4. Remove ignition sources and shut down equipment if it is safe to
do so.
5. Turn on exhaust equipment or open windows if it is safe to do
so.
� Evacuation of the building is mandatory if chemicals or contaminants could
enter the air circulation system of a building.
9.5.3 Medicare Care : In case of unprecedented accident happened, during the expansion
of Highway following facility shall be made available on emergency basis :
• Availability of Ambulance at project site/ Camps,
• First-Aid equipments and medicines at each construction sites,
• Association with the nearest Hospital existing along the project corridor
i.e. private as well as government Hospital.
• Deployment of Doctor, full time basis, who visit the project site.
• Manager Technical, PIU- NHAI, who responsible for EHS shall examine
and monitor the emergency and facility of medical care for unprecedented
accident, are available at site and all system are functioning properly.
9.6 Risk Analysis
The Safety Officer analyzes operations for a wide range of actual and potential health hazards.
Many of these are addressed in regulation, but generally require evaluation of the local
conditions and situations.
The EH&S analysis involves developing following systems to analyze the work environment.
� DESIGN OF SAMPLING SYSTEMS
– AIR SAMPLERS
• FOR CHEMICAL VAPORS
• PARTICULATE DUSTS AND AEROSOLS
• BIOLOGICALS
� ACOUSTIC SAMPLING
� LIGHTING
� RADIATION
� ERGONOMICS AND HUMAN FACTORS
• STRESS MEASUREMENT
• PROCESS EVALUATION
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 1 of 2
Document: 2007133/EC/ EIA Report Date: October, 2011
Chapter-10: Conclusion Revision: R1
DRAFT EIA REPORT CONSULTING ENGINEERING SERVICES (INDIA) PVT. LTD.
CHAPTER – 10
CONCLUSIONS AND RECOMENDATIONS
The most significant environmental impact resulting from the proposed widening to 6-lane of
existing 4-lane highways of NH-8 is change in land-use pattern consequently influence the
biodiversity due to disturbance of existing ecosystem along the highways. The other environmental
issues shall be minimised to the extent possible and off-set them by implementation of appropriate
management plan.
The widening to 6-lane of existing 4-lane highway of NH-8 will have a positive impacts on the region
as number of interchanges/flyovers/major junctions/minor junctions/ Vehicular Underpasses/
Pedestrian underpasses/ Bus- bays/Truck lay-byes etc are design and provided for the public convenience.
This shall facilitate the communities without endangering their safety and highway –users as well.
Although, if the mitigation measures recommended in EMP are implemented them temporary impact
can be minimised and reduced to the extent possible.
The Environmental Impact Assessment Report has primarily focused on the potential impacts due to the proposed project, identification of the hotspots and measures for minimization of impacts during
different phases of the project. These measures should be included in design as rain water harvesting
structure , formulation of afforestation, slight change in alignment to protect valuable plant species to
conserve biodiversity etc. that reduce the detrimental effects due to project appreciably.
Therefore, following considerations are recommended for inclusions in the project design :
� The Environmental Management Plan (EMP) must be included in the contract agreement
made between the Contractor and the Project Proponent in order to reduce the detrimental
impacts on the project appreciably.
� The six lanes should be designed considering minimum land acquisitions so as to have
minimal environmental impacts on ecosystem and environment. The seven irrigation canal ,
five distributaries and two main canal as Hathmati canal and Bhujwa Canal are
intercepting the project road. In addition, five rivers in the study corridor are the main
natural drainage which feeds the water-demand to the community and provide biodiversity
along the project region. Therefore, attention is requires to be given on any adverse affect
and to avoid any disruptions in flow of water on natural drainage system and irrigation
canal during road Construction. The construction of structure on steam shall be designed
considering minimal impacts on wetlands, water bodies and other natural components of
the environment.
� Attempt shall be made to keep removal of trees as possible as minimum. Afforestation
programme shall be made as specified and green-belt should be developed at designated
sites, simultaneously, the road construction works. The entire available open space should
be filled with plantation of trees to recover the greenery loss under the Forest Act -1980.
� The site office, construction camp and workers camp should be established keeping the
distance away from habitations and kept minimum of 1 Km distance from the bank of
irrigation canal and Rivers in compliance with the Environmental Management Plan.
� Heavy Machineries and Stock-yards should be established at the degraded land away the
bank of river, to minimise oil and grease pollution. In addition to this, management plan
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 2 of 2
Document: 2007133/EC/ EIA Report Date: October, 2011
Chapter-10: Conclusion Revision: R1
DRAFT EIA REPORT CONSULTING ENGINEERING SERVICES (INDIA) PVT. LTD.
should be followed strictly to control pollution problems and minimal damage to the nearby
surroundings.
� Protection measures, erosion control, noise barriers, rain water harvesting structure,
enhancement plan etc. should be made in the project design.
� Environment requirements at borrows, quarry, plant site, construction sites should be made
in accordance with the Environmental Management Plan.
� Alternative arrangement would be made for shifting of high tension wires and public
utilities before the commencement of civil works (i.e. construction) and it must be the part of
project planning.
Keeping in view the above approach in design and implementation of all above aspects during the
road construction, the project will be environmentally feasible.
Feasibility Study of Udaipur - Ahmedabad Section of NH- 8 in the State of Rajasthan / Gujarat (Appendix - I )
Accident Data ( Chainage Wise )
From to Fatal Serious Inj Minor Inj. Total Fatal Serious Inj Minor Inj. Total Fatal Serious Inj Minor Inj. Fatal Serious Inj Minor Inj. Total
1 Balichha 278.2 279.5 Urban Area 7 7 6 4 11 3 0 5.5 18 0 5.5 23.5
2 Kundal 280.8 281.4 Jn .-280.9 2 5 7 5 6 1 0 5 6 0 5 11
3 Surphaliya 282 283 Urban Area 1 2 3 0 0.5 0 1 3 0 1 4
4 Kaya 285.4 291.8 Bus Stand - Ch-310.0 6 10 17 3 7 10 4.5 0 8.5 27 0 8.5 35.5
5 Kharpina 293 Jn. Jn. 2 2 4 4 4 1 0 3 6 0 3 9
6 Barapal 295.8 296.5 Jn. 296.0 1 1 2 3 2 5 2 0 1.5 12 0 1.5 13.5
7 Ramni Ghat Barapal298.2 299.2 Ghati 1 1 0 0.5 0 0 3 0 0 3
8 Gojya 299.5 301.4 Sharp Curve Ch.300.8 1 2 3 0 0.5 0 1 3 0 1 4
9 Tidi 302.5 303.6 Jn. 303.6 4 4 8 5 10 18 4.5 0 7 27 0 7 34
10 Paduna 308.4 310.4 Urban Area 7 2 9 19 1 2 4 4 1 5.5 24 3 5.5 32.5
11 Gauri Kuan 312.4 314 Jn. 5 5 2 2 0 0 3.5 0 0 3.5 3.5
12 Bara 315 317 Sharp Curve Ch.316.0 6 2 9 3 3 4.5 0 1 27 0 1 28
31 2 49 85 21 0 36 63 26 1 42.5
13 Prashad 319 322 Jn.320.2 & Jn.320.9 3 2 4 9 5 4 5 15 4 3 4.5 24 9 4.5 37.5
14 Parai 323 324 Bus Stand - Ch-323.3 9 2 3 15 3 6 9 6 1 4.5 36 3 4.5 43.5
15 Pipli A 326.4 328 Urban Area 0 2 1 3 1 0.5 0 6 1.5 0 7.5
16 Pipli B 328.5 330 Bus Stand - Ch-329.5 2 2 4 1 1 7 2 1.5 0.5 12 4.5 0.5 17
17 Kesariaji 334 337 Jn.336.5 2 12 3 17 7 8 10 25 4.5 10 6.5 27 30 6.5 63.5
18 Kallaji 339 Temple Temple 0 0 0 0 0 0 0 0 0
19 Kanduwada 339.3 Jn Jn.339.3 2 2 3 3 2.5 0 0 15 0 0 15
20 Kaagdar 339.9 345.6 Jn.345.1,River bridge345.8 4 4 9 5 8 18 31 4.5 4 11 27 12 11 50
21 Kagdar 346 347 Urban Area 1 1 0 0.5 0 0 3 0 0 3
21 18 14 55 29 22 40 93 25 20 27
22 Khandi obri 347.2 347.8 Jn.347.6 1 1 4 8 3 4 6 14 2 2.5 5 12 7.5 5 24.5
23 Banjaria 350.1 Jn Jn.350.1 2 2 5 9 1 1 2 1.5 1 3 9 3 3 15
24 Khairwada 351 353 Ped X-ing 352.0, Jn352.8 5 3 4 14 9 7 19 36 7 5 11.5 42 15 11.5 68.5
25 Badla Khairwada 353 354 Urban Area 2 2 5 0 1 0 1 6 0 1 7
26 Motlichowk 355 Jn Jn.355.0 1 1 2 1 1 0.5 0 1 3 0 1 4
11 6 16 38 13 11 27 53 12 8.5 21.5
27 Mahuri Ghati 355.5 356.5 Urban Area 0 0 0 0 0 0 0 0 0
28 Bhuwali 358 358.5 Urban Area 1 1 1 3 1 1 1 0.5 0.5 6 1.5 0.5 8
29 Shishod 360.5 361.5 Urban Area 2 2 4 4 8 2 0 3 12 0 3 15
30 Bokhala 364.8 Jn Jn364.8 4 1 4 9 1 2 4 7 2.5 1.5 4 15 4.5 4 23.5
31 Amjhra 365.8 368.5 Jn 366.6 , Jn 367.3 2 1 3 5 1 6 3.5 0 1 21 0 1 22
32 Barauthi 369.5 371.8 Jn371.0,Sharp curve372.8 1 1 6 8 5 3 10 18 3 2 8 18 6 8 32
33 Bichhiwada 374.5 375.5 Jn376.8 , Jn377.5 6 3 9 19 4 5 7 17 5 4 8 30 12 8 50
34 Dhamod 378.5 379.5 Urban Area 3 3 2 3 5 1 0 3 6 0 3 9
35 Lehana 380 382 " S ' Curve 2 1 3 2 1 3 1 1 1 6 3 1 10
36 Khajuri 383.7 386.4 Urban Area 3 4 7 1 4 12 17 2 2 8 12 6 8 26
37 Rattanpur (Rajasthan Border)386.5 387 RJ / GJ Border 2 2 1 1 3 1.5 0.5 0 9 1.5 0 10.5
19 8 31 59 26 15 42 85 22.5 11.5 36.5
Average
LocationSN.
CHAINAGE
Accident Spot
2006 2007 ASI
Govardhan Villas
Kesriya Ji
Kherwada
Bicchiwada
Feasibility Study of Udaipur - Ahmedabad Section of NH- 8 in the State of Rajasthan / Gujarat (Appendix - I )
Accident Data ( Chainage Wise )
From to Fatal Serious Inj Minor Inj. Total Fatal Serious Inj Minor Inj. Total Fatal Serious Inj Minor Inj. Fatal Serious Inj Minor Inj. Total
Average
LocationSN.
CHAINAGE
Accident Spot
2006 2007 ASI
38 Rattanpur (Gujarat Border)388.2 Border RJ / GJ Border 1 3 0 0 0 0.5 0 0 0.5 0.5
39 Ansol 389.9 Jn Jn.389.9 1 2 1 3 0 0.5 0.5 0 1.5 0.5 2
40 Kadvad 390.8 Jn.390.8 0 0 0 0 0 0 0 0 0
41 Paharia 391.8 Jn Jn391.8 0 1 1 0 0 0.5 0 0 0.5 0.5
42 Rangpur 392.5 Jn Jn392.5 0 1 1 2 0.5 0 0.5 3 0 0.5 3.5
43 Karchha 393.4 Jn Jn393.4 2 5 8 2 3 2 0 2.5 12 0 2.5 14.5
44 RTO Check post Nava Gaon 394.4 395.4 RTO Check Post 3 1 6 10 1 4 5 2 0.5 5 12 1.5 5 18.5
45 Sales Tax Shamlaji396 Sales Tax Post 1 1 6 0 0.5 0 0.5 3 0 0.5 3.5
46 Venpur 396.2 Jn Jn 396.2 3 3 2 2 4 1 0 2.5 6 0 2.5 8.5
47 Shamlaji Bus Stand397.6 Jn Bus Stand & Jn 397.6 1 6 31 2 6 0.5 0 4 3 0 4 7
48 Shamlaji Hanuman Tempal399.2 Jn Jn 399.2 1 3 1 0 0 0.5 0 0 0.5 0.5
49 Mangal Murti Hotel Shamlaji399.4 Hotel Hotel 399.4 0 0 0 0 0 0 0 0 0
50 Shamlaji Rudradi399.6 Sharp Curve 1 1 3 2 2 1.5 0 0.5 9 0 0.5 9.5
51 Shamlaji Ashram400.6 400.8 Urban Area 4 10 2 1 3 1 0 2.5 6 0 2.5 8.5
52 Shamalpur 401.5 Jn Jn 401.5 0 4 1 1 6 2 0.5 0.5 12 1.5 0.5 14
53 Meerawada 403.4 Jn Jn 403.4 0 1 1 0.5 0 0 3 0 0 3
54 Khari Village 404.2 Jn Jn 404.2 2 2 0 0 0 1 0 0 1 1
55 Napada 406 Jn Jn 406.0 0 1 1 0.5 0 0 3 0 0 3
56 Assal 408.2 Jn Jn 408.2 0 2 2 0 0 1 0 0 1 1
57 Khiloda/ Nadisan409.1 Jn Jn 409.1 1 2 3 0 0.5 0 1 3 0 1 4
58 Gadadar 410.3 Jn Jn 410.3 1 1 0 0 0 0.5 0 0 0.5 0.5
59 Sunokh 412 412.8 Jn 412.2 4 2 7 2 1 4 3 0 1.5 18 0 1.5 19.5
13 1 36 92 18 2 15 44 15.5 1.5 25.5
60 Raigarh 422.6 424.4 Jn 423.4 1 2 9 14 3 3 0.5 1 6 3 3 6 12
61 Jawan Garh 425.2 Jn Jn 425.2 1 1 1 1 0.5 0 0.5 3 0 0.5 3.5
62 Navalpur 426.4 Jn Jn 426.4 0 1 1 2 0 0.5 0.5 0 1.5 0.5 2
63 Matha Sulia 428.3 Jn Jn 428.3 1 2 3 0 0.5 0 1 3 0 1 4
64 Sarvana 429.9 Jn Jn 429.9 0 1 1 4 6 0.5 0.5 2 3 1.5 2 6.5
65 Gamboi Petrol Pump431.8 433 Urban Area 3 3 1 1 0 0 2 0 0 2 2
66 Gamboi Bus Stand432.7 Jn Jn 432.7 2 1 9 14 2 1 8 11 2 1 8.5 12 3 8.5 23.5
67 Kesharpura 433 433.5 Urban Area 7 3 10 0 0 3.5 1.5 0 10.5 1.5 12
68 Karanpur/vantada434.8 Jn Jn 434.8 1 6 7 1 6 7 0.5 0.5 6 3 1.5 6 10.5
69 Gamri 436.8 438.8 Urban Area 2 5 13 20 1 1 5 7 1.5 3 9 9 9 9 27
70 Vamoj 437.5 Jn Jn 437.5 1 1 2 0 0 0.5 0.5 0 1.5 0.5 2
71 Veera wada 440.2 Jn Jn 440.2 0 1 1 0 0 0.5 0 0 0.5 0.5
7 17 46 74 5 4 30 39 6 10.5 38
72 Berna- Agyol 440.4 Jn Jn 440.4 5 4 9 1 10 11 3 0 7 18 0 7 25
73 Kankrol 442.8 444.2 Jn 443.2 3 4 9 1 4 6 2 0 4 12 0 4 16
74 Sahkari jin 445.5 Jn Jn 445.5 5 7 2 2 0 0 3.5 0 0 3.5 3.5
75 Politechnic Himmat Nagar446.2 Jn Jn 446.2 2 2 0 0 0 1 0 0 1 1
76 Himmat Nagar Rotary447 Jn Jn 447.0 3 1 4 9 3 5 1.5 0.5 3.5 9 1.5 3.5 14
77 Bombay Hotel 447.1 447.3 Up Dir. Near Junction 0 0 0 0 0 0 0 0 0
78 Kadiwala Petrol Pump447.1 447.3 Down Dir. 0 1 1 0 0 0.5 0 0 0.5 0.5
79 Star City Cinema448.3 Midian Opening 1 2 1 1 2 0.5 0 1 3 0 1 4
80 Piplodi 449.2 Jn Jn 449.2 1 1 1 2 3 0.5 0 1.5 3 0 1.5 4.5
81 Boria 449.5 449.8 Urban Area 1 3 5 1 1 2 1 0 2 6 0 2 8
82 Sabar Dairy 450.5 Jn Jn 450.5 1 1 7 12 1 2 6 1 0.5 4.5 6 1.5 4.5 12
13 2 31 56 6 0 26 38 9.5 1 28.5
Shamla JI
Gamboi
Himmatnagar
Feasibility Study of Udaipur - Ahmedabad Section of NH- 8 in the State of Rajasthan / Gujarat (Appendix - I )
Accident Data ( Chainage Wise )
From to Fatal Serious Inj Minor Inj. Total Fatal Serious Inj Minor Inj. Total Fatal Serious Inj Minor Inj. Fatal Serious Inj Minor Inj. Total
Average
LocationSN.
CHAINAGE
Accident Spot
2006 2007 ASI
83 Hazipura 451.5 Jn Jn 451.5 1 1 2 1 1 0.5 0 1 3 0 1 4
84 Ashirwad Hotel 453.7 Jn Jn 453.7 1 1 2 0 0.5 0 0.5 3 0 0.5 3.5
85 Dalpur 455.3 Jn. Jn. 2 1 4 8 3 6 10 2.5 0.5 5 15 1.5 5 21.5
86 Katvad 456.8 Jn. Jn. 2 4 6 4 4 1 0 4 6 0 4 10
87 Sonasan 459.2 Jn. Jn. 0 1 1 0 0 0.5 0 0 0.5 0.5
88 Salal 459.4 Jn. Jn.459.4 5 1 9 15 8 8 17 6.5 0.5 8.5 39 1.5 8.5 49
89 Rasulpur 460.4 Jn. Jn.460.4 0 1 3 4 0.5 0 1.5 3 0 1.5 4.5
90 Piludra 463.1 Jn. Jn.463.1 1 1 1 1 0 0 1 0 0 1 1
91 Prantij 466.2 468.2 Jn.466.4 2 1 5 10 1 1 12 17 1.5 1 8.5 9 3 8.5 20.5
92 Kamalpur 467.4 Jn. Jn.467.4 1 3 4 1 1 1 0 1.5 6 0 1.5 7.5
93 Jaisinghpur 468.2 Jn. Jn.468.2 1 2 3 0 0.5 0 1 3 0 1 4
94 Katpur 471.8 Jn. Jn.471.8 1 1 1 4 2 3 6 1.5 0.5 2 9 1.5 2 12.5
95 Vadvasa 473.9 Jn. Jn.473.9 0 0 0 0 0 0 0 0 0
96 Tejpur / Oran 474.7 Jn. Jn.474.7 1 3 5 7 2 10 4 0 2.5 24 0 2.5 26.5
97 Majra ( Total 3 Junction )Jn478 Jn.479.4 Jn.478.4 5 7 3 4 9 1.5 0 4.5 9 0 4.5 13.5
98 Chandrala 480.5 481.5 Jn.481.2 0 0 0 0 0 0 0 0 0
17 4 39 67 26 1 45 81 21.5 2.5 42
99 Mahadev Temple Jn.483.0 1 1 0 0.5 0 0 3 0 0 3
100 Chhala ( Total 2 Junction )Jn484.6 Jn.485.1 Junction 4 6 11 4 2 3 14 4 1 4.5 24 3 4.5 31.5
101 Giyod 487.6 Jn. Junction 1 1 2 2 1 5 1.5 1 0.5 9 3 0.5 12.5
102 Dhanap 490.6 jn Jn.490.6 1 1 2 1 2 5 1.5 0.5 1 9 1.5 1 11.5
103 Mahunda / Shihodi Jn,493.0 3 2 9 15 1 3 2 1 4.5 12 3 4.5 19.5
104 Chiloda 495 jn Jn.495.0 9 4 13 29 4 8 6.5 2 6.5 39 6 6.5 51.5
105 Lakhawada 496.2 jn Jn.496.2 2 5 7 0 1 0 2.5 6 0 2.5 8.5
106 Palej Morh 496.4 Jn Jn496.4 0 1 3 3 8 0.5 1.5 1.5 3 4.5 1.5 9
107 Prantia 498 jn Jn498.0 3 3 7 2 1 4 2.5 0 2 15 0 2 17
108 Lavarpur Morh 500.5 jn Jn.500.5 3 6 10 2 1.5 0 3 9 0 3 12
109 Jaithipura 502.6 jn Jn.502.6 1 3 4 2 2 2 6 1 1.5 2.5 6 4.5 2.5 13
110 Prabhupura 503.6 Jn Jn.503.6 0 1 1 2 0 0.5 0.5 0 1.5 0.5 2
111 Firojpur 504.5 jn Jn.504.5 0 1 0 0 0 0 0 0 0
112 Valad 505 Jn Jn.505.0 3 1 8 13 2 2 3 10 2.5 1.5 5.5 15 4.5 5.5 25
113 Limadia 507 Near ROB Urban Area 4 4 0 0 0 2 0 0 2 2
114 Ranasan 508.8 Jn Jn.508.8 1 1 1 0.5 0 0 3 0 0 3
31 8 57 104 20 13 16 69 25.5 10.5 36.5
Dabhora
Prantij
` Chainage(km.) Location
(Node/Link)
Diagnostic Analysis
(Accident Causal Factors)
Selected Proactive Measures
(Preventive and Corrective measures)
Selected Reactive Measures
(Traffic Control)
Turning to opposite side for petrol pump leading to conflicts
Provision of signals or flickring lights Warning signs on accident prone area
Commercial area on the both sides of the road, results to heavy pedestrian flow
Proposing Footpath, ROB/RUB for pedestrian
Availability of properRoad Marking
Collision on links of inner roads to nodes due to poor visibility
Provision of smooth curve at the turning Clearance of obstructions in the sight triangle
River Bridge and Village area at crossing
Proposing Footpath, ROB/RUB for pedestrian
Flattening of curve with standard radius
Inadequacy of sight distances
Provision of smooth curve at the turning Clearance of obstructions in the sight triangle
Commerecial area along both sidesof road, no
Proposing Footpath, ROB/RUB for pedestrian
Availability of properRoad Marking
Sharp Curve Flattening of curve with standard Radius
Introducing Tangent Length for smooth movement on the curve
Provision of guard Rail,Guard Post & Cats-eye
Flattening of curve with standard radius
5Salal
(km.459.4)Prantij
Urban/Commercial area along the road
Proposing Footpath, ROB/RUB for pedestrian
Availability of properRoad Marking
Warning signs on accident prone area
Availability of properRoad Marking
`
3Kherwada (km. 351)
2
Kesriya Ji (km.336.5)
Kesriya Ji-Node1
High speed vehicles entring in the rotary
Kherwada
Kagdar (km.345.8)
Kesriya Ji
Provision of humps to reduce the speed6Chiloda
(km. 495)Dhabora
Sharp Curve and absence of chevron signs
4 BichiwadaBichiwada
(km. 374.5)
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 1 of 2
Document: 2007133/EC/ EIA Report Date: October, 2011
Appendix:II- Terminology Revision: R0
DRAFT EIA REPORT CONSULTING ENGINEERING SERVICES (INDIA) PVT. LTD.
APPENDIX – II: TERMINOLOGY
1. Biota: An assemblage of flora and fauna of a particular region is called ‘Biota’.
2. Checklist: A kind of assessment list, which is approved by any funding agency for
environmental screening of a project, is usually called ‘Environmental Checklist’.
3. Conservation: The term ‘Conservation’ is derived from Greek root ‘Con’ means
together and ‘Servere’ means to keep. To put any thing collectively in a particular area
or place is usually called ‘Conservation’ such as forest conservation, soil conservation
etc.
4. Corridor of Impact: The total length of project road in which all type of
environmental, social and engineering activities will be considered for up-gradation.
5. Detailed Project Report: The final report after assessment of any layout such as
structure, road, dam etc. It is usually prepared for improvement works like up-
gradation, widening etc.
6. Ecology: A branch of science which deals the interrelationship between biotic and
abiotic factors of the environment.
7. Environmental Impact Assessment (EIA): An instrument to identify and assess the
potential environmental impacts of a proposed project, evaluates alternatives, design
appropriate mitigation, management and monitoring measures.
8. Environmental Management Plan (EMP): A kind of management plan which
consists of the set of institutional, enhancement and mitigation measures to be taken
during implementation and operation to eliminate adverse environmental and social
impacts, offset them, or reduce acceptable levels.
9. Environment: The sum total of all physical, biological, chemical, socio-cultural and
political factors, which directly or indirectly affect the existence of life.
10. Fauna: Qualitative strength of animals, birds, reptiles, Pisces, insects, pests etc. in a
particular area is called ‘Fauna’.
11. Flora: Qualitative strength of plants in a particular area is called ‘Flora’.
12. Forest: The strength of trees having environmental and ecological importance in a
particular area, managed systematically by local inhabitants or Govt. Department is
called ‘Forest’ such as Van-panchayat forest, reserve forest, protected forest etc.
13. Herb: The annual vegetation and perennial grass of a particular area is called ‘Herb’.
14. Initial Environmental Examination (IEE): A type of environmental report, which is
prepared at initial stage after environmental assessment of the proposed project.
15. Jungle: Any un-systematic natural area having varieties of trees, shrubs and herbs
naturally grown together is usually called ‘Jungle’.
16. Lake: A naturally formed sallow or deep stagnant water body having aesthetic and
ecological importance.
17. National Park: A kind of protected area, in which rules and regulation are fully
governed by the Central Govt. for conservation of unique flora and fauna of the
country. The area has great significant value from environmental point of view.
18. Pollution: The unwanted changes and dumping of un-desirable things in surrounding.
19. Pond: The shallow stagnant water body is called ‘Pond’.
20. Potable Water: The water having optimum temperature in the ranged of 70C-110C,
pH 6.4 to 7.5, and presence of Escherichia colli (bacteria) not more than 100/litre of
water.
21. Protected Forest: The forest managed and developed for the purpose of protection
such as forest for the control of wind erosion, reducing the noise pollution load in
environment as ‘Avenue’ etc. Such type of forests is also maintained by the state forest
department.
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 2 of 2
Document: 2007133/EC/ EIA Report Date: October, 2011
Appendix:II- Terminology Revision: R0
DRAFT EIA REPORT CONSULTING ENGINEERING SERVICES (INDIA) PVT. LTD.
22. Reserve Forest: The forests in which cutting, collection of any type biomass from
forest floor and illegal entry is completely prohibited by the Govt. are called ‘Reserve
Forest’.
23. Right of Way (ROW): The available width of road as per the record of Public Works
Department is usually called ‘ROW’.
24. Sanctuary: A kind of protected area, in which the rules and regulation are fully
governed by the State Govt. Such types of areas are maintained by the State Govt. for
conservation of rare plants and wildlife.
25. Sapling: The woody plants (small tree) having circumference at breast height (CBH)
in between 10.5 to 31.5 cm. are usually called ‘Sapling’
26. Seedling: The young plants of woody species having circumference at breast height
(CBH) lesser than 10.5 cm. are usually called ‘Seedling’.
27. Shrub: The woody vegetation having more than one stem directly originated from the
ground.
28. Soil: The outer weathered layer of the earth crust is called ‘Soil’.
29. Tree: The mature woody vegetation having circumference at breast height (CBH) is
greater than 31.5 cm. are usually called ‘Tree’
30. Vegetation: The quantitative strength of plants including trees, shrubs, herbs and
grasses of a particular region is called ‘Vegetation’.
31. Wetland: The marshy or semi-dryness land having specific properties in terms of
vegetation, aquatic life, soil and water characteristics.
32. Wildlife: An assemblage of animals, birds, reptiles etc. existing in natural habitat like
sanctuaries, national parks and biosphere reserve.
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 1 of 2
Document: 2007133/EC/ EIA Report Date: October, 2011
Appendix: III- Abbreviations Revision: R0
DRAFT EIA REPORT CONSULTING ENGINEERING SERVICES (INDIA) PVT. LTD.
A B B R E V I A T I O N S Appendix-III
-------------------------------------------------------------------------------
0C : Degree Centigrade
amsl : above man sea level
BI : Bump Integrator
BOT : Built Operate Transfer
BP : Bank Procedures
BPL : Below Poverty Line
CBH : Circumference at Breast Height
CES : Consulting Engineering Services
CGWB : Central Ground Water Board
CMIE : Centre for Monitoring Indian Economy
COI : Corridor of Impact
CPCB : Central Pollution Control Board
CR : Completion Report
DDPR : Draft Detailed Project Report
DER : Detailed Engineering Report
DPR : Detailed Project Report
EA : Environmental Assessment
EIA : Environmental Impact Assessment
EIRR : Economic Internal Rate of Return
EMP : Environmental Management Plan
EPA : Environmental Protection Act
ES : Executive Summary
ESR : Environmental Screening Report
FSR : Feasibility Study Report
GDP : Gross Domestic Product
GOI : Government of India
GOP : Government of Punjab
HDM : Highway Development and Management Model
HLB : High Level Bridge
IBWL : Indian Board of Wild Life
ICB : International Competitive Bidding
IEE : Initial Environmental Examination
IPCR : Implementation Phase Completion Report
IRC : Indian Roads Congress
IRI : International Roughness Index
LADT : Local Area Development Tax
LAP : Land Acquisition Plan
LVR : Light Vehicle Road
m : meter
MDR : Major District Road
MoA : Memorandum of Association
MoEF : Ministry of Environment and Forests
MoU : Memorandum of Understanding
NGO : Non-Governmental Organization
NH : National Highway
NHAI : National Highway Authority of India
NOC : No Objection Certificate
NPV : Net Present Value
NSEPI : Natural and Social Environment Priority Index
Project: Feasibility for 6-laning of NH-8 from Udaipur to Ahmedabad Sheet: 2 of 2
Document: 2007133/EC/ EIA Report Date: October, 2011
Appendix: III- Abbreviations Revision: R0
DRAFT EIA REPORT CONSULTING ENGINEERING SERVICES (INDIA) PVT. LTD.
OD : Origin and Destination
ODR : Other District Road
PAPs : Project Affected Persons
PCI : Per Capita Income
PCM : Public Consultation Meeting
PCU : Passenger Car Unit
PHH : Physically Handicapped Household
PIU : Project Implementation Unit
PMU : Project Management Unit
PPR : Preliminary Project Report
PWD : Public Works Department
RAP : Resettlement Action Plan
REA : Rapid Environmental Assessment
RFP : Request for Proposal
ROW : Right of Way
SFD : State Forest Department
SH : State Highway
SIA : Social Impact Assessment
SOFS : Strategic Options and Feasibility Study
SOS : Strategic Options Study
SP : Strip Plan
SPCB : State Pollution Control Board
Sq. Km. : Square Kilometer
SSR : Standard Schedule of Rates
ST : Schedule Tribe
TOR : Terms of Reference
VCR : Volume Capacity Ratio
VG : Vulnerable Group
VR : Village Road
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