EIA Report 2

ENVIRONMENTAL IMPACT ASSESSMENT
Construction of New Integrated Terminal Building,

Apron and Link Taxiway
at
Agartala Airport
Project Proponent
Airport Authority of India

Agartala Airport, Agaratala - 799009
Tripura
NABET Accredited Environmental Consultant

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AIRPORTS AUTHORITY OF INDIA
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Date 19/06/2017
Undertakinq
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India, Agartara Airpon
prescribed Expen
Forest & Climate Change vide
Construction of New Integrated
rtala Airport.
Airports Authority of rndia has

compried with and the data information
are correct to the best of by knowledge. submitted
For Airports Authority of India
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Airport Director
Airports Authority of India
Agartala Airport, Agartala (Tripura)
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O/o. The Airport Director, Agartala
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Airport, Agartala. fT{ Ti : 799009
Phone .038i -2342224, FAX - 0381-234208s
Pin No.:799009
Declaration by Experts contributing to the EIA for the proposed Construction of
New Integrated Terminal Building, Apron and Link Taxiway at Agartala Airport,
Tripura by M/s. Airports Authority of India
I, hereby, certify that I was a part of the EIA team in the following capacity that
developed the above EIA.
EIA Coordinator
Name : Mr. V.K.Gautam
Signature :
Period of involvement : December 2015 – July 2017
Contact information : vkg101@gmail.com
Functional Area Experts
Functional Involvement
S. Name of the
Areas (Period and Signature
No. Expert/s
task)
1. AP* Dr. Muthiah Mariappan Sep 15 – Mar 16
2. WP* Dr. R.K. Jayaseelan Sep 15 – Sep 16
3. SHW* Mr. V.K. Gautam Dec 15 – Sep 16
4. SE* Dr. Geetha Sep 15 – Feb 16
5. EB* Mr. Sameer Despande Sep 15 – Feb 16
6. HG* Dr. R.K. Jayaseelan Sep 15 – Sep 16
Sep 15 – Feb 16
7. SC* Mr. Sameer Despande
8. AQ* Mr. V.K. Gautam Dec 15 – Sep 16
9. NV* Mrs. Vijayalakshmi Sep 15 – Sep 16
10. LU* Dr. R.K. Jayaseelan Sep 15 – Sep 16
11. RH* Mr. V.K. Gautam Dec 15 – Sep 16
Declaration by the head of the Accredited Consultant Organization
I, Mr. G. Murugesh, hereby confirm that the above mentioned experts prepared the EIA
for the proposed Construction of New Integrated Terminal Building, Apron and Link
Taxiway at Agartala Airport, Tripura by M/s. Airports Authority of India. I also confirm
that I shall be fully accountable for any misleading information mentioned in this
statement.
Signature :
Name : Mr. G. Murugesh
Designation : Chairman & Managing Director
Name of the EIA Consultant Organization : ABC Techno Labs India Private Limited
NABET Certificate No. & Issue Date : NABET/EIA/1619/RA 0048 & 29.05.2017
EIA for Construction of New Integrated Terminal Building, Apron and Link Taxiway at Agartala Airport
Table of Contents
TABLE OF CONTENTS
Compliance of TOR
Executive Summary
CHAPTER 1: INTRODUCTION
1.1 Preamble 1-1
1.2 Need and Process of Environmental Clearance 1-2
1.3 Regulatory Compliance Requirement 1-4
1.4 Terms of Reference (TOR) 1-5
1.4.1 Location of Agartala Airport 1-7
1.4.2 Geographical Conditions of the Study Area 1-7
1.5 Structure of Environmental Impact Assessment Report 1-10
CHAPTER 2 : DESCRIPTION OF PROJECT
2.1 Introduction 2-1

2.2 Land Available at the Airport 2-1
2.3 Master Plan for Existing Airport and Proposed Construction 2-1
2.4 Proposed Development at the Existing Airport 2-1
2.4.1 Civil Works 2-2
2.4.2 Electrical Work 2-5
2.4.3 CNS Works 2-5
2.4.4 IT & Airports Systems Works 2-6
2.5 Land Requirement for Proposed Development 2-6
2.6 New Domestic Terminal Building 2-6
2.6.1 Cutting & Filling 2-7
2.6.2 GRIHA Rating 2-7
2.6.3 Parking Facilities 2-11
2.7 Power Requirement 2-11
2.8 HVAC Requirement 2-11
2.8.1 Design Considerations 2-17
2.8.2 Energy Efficient 2-17
2.8.3 Flexibility 2-17
2.8.4 Control System 2-17
2.8.5 System design (Ventilation & Miscellaneous) 2-18
2.8.6 Building Management System (BMS) 2-18
2.9 Water Requirement and Its Management 2-18
2.9.1 Expected Population per Day at Airport 2-18
2.9.2 Total Water Required 2-18
2.9.3 Sources of Water 2-19
2.9.4 Central Air Conditioning and MBS 2-20
2.10 Connectivity 2-20
2.11 Project Cost 2-20
CHAPTER 3 : DESCRIPTION OF THE ENVIRONMENT

3.2 Topography and Physiography 3-1
3.3 Geology of The Area 3-2
3.4 Soil Characteristics 3-3
3.4.1 Soil Type 3-3
3.5 Water Resources and Water Quality 3-10
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3.5.1 Water Resources 3-10

3.5.2 Surface Water Resources 3-10
3.5.3 Ground Water Resources 3-11
3.5.4 Ground and Surface Water Quality in Study Area 3-12
3.6 Climatology and Meteorology 3-23
3.6.1 Introduction 3-23
3.6.2 Climatology 3-23
3.6.3 Micro Meteorological Data for the Site 3-27
3.7 Ambient Air Quality 3-28
3.7.2 Methodology of Monitoring and Analysis 3-30
3.7.3 National Ambient Air Quality Standards 3-31
3.7.4 Ambient Air Quality Monitoring Locations 3-32
3.7.5 Results of Ambient Air Quality Monitoring 3-33
3.7.6 Ambient Air Quality Status 3-36
3.8 Ambient Noise Levels 3-46
3.8.2 Methodology 3-46
3.8.3 Equivalent Sound Energy Level or Leq 3-46
3.8.4 Day and Night Time Leq Noise levels 3-48
3.9 Natural Hazards and Disaster Risk 3-49
3.9.1 Seismo-Tectonic/Earthquake 3-49
3.9.2 Wind and Cyclone Zone 3-50
3.10 Land Use & Land Cover through Satellite Imagery Interpretation 3-50
3.11 Biological Environment 3-53
3.11.2 Flora of Tripura State 3-53
3.11.3 Terrestrial Ecology of the Study Area 3-53
3.11.4 Medicinal Plant in the Study Area 3-55
3.11.5 National Park and Wildlife Sanctuary 3-55
3.11.6 Hydrophytes in study area 3-56
3.11.7 Terrestrial Fauna in the Study Area 3-56
3.11.8 Rare, Endangered and Threatened 3-57
3.12 Socio-Economic Environment 3-57
3.12.2 Demographic and Occupational Pattern of west Tripura District 3-57
3.12.3 Demographics Details of the Settlements in the Study Area 3-59
3.12.4 Socio-Economic Status of the Study Area 3-60
3.12.5 Living Standards and Infrastructure 3-61
3.13 Heritage Structures with Study area 3-62
CHAPTER 4: ANTICIPATED ENVIRONMENTAL IMPACTS

& MITIGATION MEASURES

4.2 Anticipated Impact and Mitigation Measures for Pre-Construction Phase 4-5
4.3 Anticipated Impact and Mitigation Measures for Construction Phase 4-5
4.3.1 Topography & Physiography 4-5
4.3.2 Land Use Pattern 4-6
4.3.3 Soil Quality 4-6
4.3.4 Drainage Pattern 4-8
4.3.5 Flood as Natural Disaster 4-8
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4.3.7 Water Quality 4-10
4.3.8 Ambient Air Quality 4-11
4.3.9 Noise Levels 4-13
4.3.10 Terrestrial Ecology 4-16
4.3.11 Occupational Safety and Health 4-17
4.3.12 Socio-Economic Environment 4-18
4.4 Operation Phase 4-20
4.4.1 Topography and Physiography 4-21
4.4.4 Soil 4-23
4.4.5 Ambient Air Quality 4-23
4.4.5.1 Air Pollution Modelling 4-27
4.4.5.2 Source Characteristics 4-27
4.4.5.3 Atmosphere Stability 4-27
4.4.5.4 Mixing Height 4-27
4.4.5.5 Presentation of Result 4.28
4.4.7 Traffic Management 4-35
4.4.8 Terrestrial Ecology 4-36
4.4.9 Heritage Structures 4-36
4.4.10 Occupational Hazards and Safety 4-37
4.4.11 Impacts to Socio-Economic Environment 4-38
CHAPTER 5: ANALYSIS OF ALTERNATIVES

5.2 Alternative of Project Site 5-1
5.3 Alternative for New Building 5-1
5.4 Alternative for Energy Conservation Measures 5-2
5.5 Alternative for Green Building 5-2
5.6 Sanitary Fixtures And Toilet Accessories 5-3
CHAPTER 6 : ENVIRONMENTAL MONITORING PLAN
6.1 Statutory Compliance /Returns 6-1

6.2 Environmental Monitoring 6-1
6.2.1 Ambient Air Quality (AAQ) Monitoring 6-2
6.2.2 Water Quality Monitoring 6-2
6.2.3 Noise Levels Monitoring 6-2
6.2.4 Soil 6-2
6.3 Environmental Reporting System 6-5
6.4 Environmental Monitoring Cost 6-6
CHAPTER 7 : RISK ASSESSMENT AND DISASTER MANAGEMENT PLAN

7.2 Approach for the Risk Analysis 7-1
7.3 Hazard Identification 7-2
7.3.2 Identification of Hazards Due to Storage of HSD for DG Sets Operation 7-2
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7.3.3 Identification of Hazards Based on MSIHC Rule, 2000 7-3

7.3.3.1 Hazardous Conditions 7-3
7.3.4 Maximum Credible Accident Analysis (MCAA) 7-6
7.3.5 Scenarios Considered for MCA Analysis 7-7
7.3.6 Risk Mitigation Measures 7-19
7.4 Disaster Management Plan 7-19
7.4.1 Objective of Emergency Planning 7-20
7.4.2 Categorization of Emergencies 7-20
7.4.3 Key Functions of Airport Director and Other Supporting 7-21
Organizations/Agencies/Services for mitigation of emergency at Agartala
Airport
7.4.4 Emergency Operations/Coordination Centers Established for Mitigation of 7-22
Emergencies
7.4.5 Media Management 7-24
7.4.6 Emergency Procedures 7-25
7.4.6.1 Fires on the Ground (Aircraft Related Fires Occurring in Aircraft 7-25
Movement Areas)
7.4.6.2 Fires on the Ground (Fires Involving at Agartala Airport, i.e. Non- 7-26
Aircraft Related Fires)
7.5 Training and Education 7-27
7.6 Mock Drills and Exercises 7-28
7.7 Updating of Emergency Plan 7-29
CHAPTER 8: PROJECT BENEFITS
8.1 General 8-1

8.2 Direct and Indirect Benefits 8-1
CHAPTER 9 ENVIRONMENTAL MANAGEMENT PLAN

9.2 Environmental management Measures 9-1
9.2.1 Soil 9-1
9.2.3 Solid Waste Management 9-7
9.2.4 Air Quality 9-10
9.2.6 Vehicle Parking and Management 9-11
9.2.7 Energy Conservation Measures 9-12
9.2.8 Minimization of Greenhouse Gas Emissions 9-23
9.2.9 Pesticide Use and Management 9-23
9.2.10 Bird Hazards 9-23
9.2.11 Rain Water Harvesting 9-24
9.2.12 Landscape Plan and Green Belts in Open Spaces in nearby Settlement 9-24
9.2.13 Demographic and Socio-Economic Environment 9-27
9.2.14 Fire Protection Measures 9-29
9.3 Environmental Management Plan 9-29
9.3.1 Environmental Management Cell (EMC) 9-29
9.3.2 Training 9-29
9.3.3 Grievance Redressal Mechanism 9-45
9.3.4 Reporting and Monitoring System 9-45
9.4 Corporate Social Responsibility 9-46
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9.5 Budget for Environmental Management and Monitoring Plan 9-47
CHAPTER 10: DISCLOSURE OF CONSULTANTS ENGAGED
10.1 Public Hearing 10-1

10.2 Action Taken Report 10-2
CHAPTER 11: DISCLOSURE OF CONSULTANTS ENGAGED
11.1 Disclosure of Consultant Engaged 11-1

11.2 Expertise of ABC Techno Lab India Private Limited 11-2
11.3 NABET Accredited Environmental Experts Team for EIA Study 11-3
Annexure:
Annexure 1 : Copy of TOR approved by MoEF&CC

Annexure 2 : Traffic Impact Study and Analysis Report
Annexure 3 : Day Light Simulation and Energy Simulation Report
Annexure 4 : Copy of Minutes of Public Hearing held 24 March 2017
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LIST OF TABLES
CHAPTER 2 : PROJECT DESCRIPTION
Table 2.1 Statement of Land for Existing & Proposed Development 2-6
Table 2.2 Area Statement for New Terminal Buildings 2-7
Table 3.1 Soil Type/ Soil Classification of the Study Area 3-4
Table 3.2 Soil Sampling Locations 3-6
Table 3.3 Soil Characteristics of the Study Area 3-9
Table 3.4 Ground water levels in villages Around Airport 3-12
Table 3.5 Ground and Surface Water Sampling Locations 3-13
Table 3.6 Indian Standard Specification for Drinking Water 3-15
Table 3.7 Ground Water Quality in the Study Area during Post Monsoon Season 3-19
Table 3.8 Analysis Results of Haora River Water 3-22
Table 3.9 Highest and Lowest Temperatures in the Area 3-24
Table 3.10 Wind Speed in the Area 3-25
Table 3.11 Wind Direction in the Area 3-26
Table 3.12 Special Weather Phenomena in the Area 3-27
Table 3.13 Summary of Micrometeorological Conditions at the site 3-27
Table 3.14 Techniques Used For Ambient Air Quality Monitoring 3-31
Table 3.15 National Ambient Air Quality Standards 3-31
Table 3.16 Ambient Air Quality Monitoring Stations 3-33
Table 3.17 Ambient Air Quality at Project Site (AAQM1) 3-37
Table 3.18 Ambient Air Quality at Krishna Nagar (AAQM2) 3-38
Table 3.19 Ambient Air Quality at Singarbil (AAQM3) 3-39
Table 3.20 Ambient Air Quality at Lankamura (AAQM4) 3-40
Table 3.21 Ambient Air Quality at Gandhigram (AAQM5) 3-41
Table 3.22 Ambient Air Quality at Usha Bazar (AAQM6) 3-42
Table 3.23 Ambient Air Quality at Nutan Nagar (AAQM7) 3-43
Table 3.24 Ambient Air Quality at Battala (AAQM8) 3-44
Table 3.25 Summary of Air Quality around the Agartala Airport 3-45
Table 3.26 Noise Levels Monitoring Stations in the Study Area 3-47
Table 3.27 Day and Night time Leq for Ambient Noise Levels 3-48
Table 3.28 Landuse and Land Cover for 10 km Study Area 3-50
Table 3.29 Flora Observed in the Study Area 3-54
Table 3.30 Important Medicinal Plants Species in The Area 3-55
Table 3.31 Herbs and Shrubs species in the Study Area 4-55
Table 3.32 Grasses species found in the Study Area 3-55
Table 3.33 Fishes species found in the Study Area 3-56
Table 3.34 Demographic & Occupational Pattern of West Tripura District 3-58
Table 3.35 Demographic Details of the Study Area 3-63
Table 3.36 Occupational Pattern of the Study Area 3-64
CHAPTER 4 : ANTICIPATED ENVIRONMENTAL IMPACTS

Table 4.1 Impact Assessment Rating Matrix 4-3

Table 4.2 Impact Assessment Rating Matrix 4-3
Table 4.3 Typical Noise Levels of Construction Equipment 4-14
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Table 4.4 Noise Modelling Results 4-15

Table 4.5 Estimated Aircraft Emissions for Agartala Airport 4-24
Table 4.6 Emissions From DG Sets Stack 4-25
Table 4.7 Estimated Vehicular Emission s at Agartala Airport 4-26
Table 4.8 Total Emission Sources and Emission Rates 4-26
Table 4.9 Predicted 24-Hourly Short Term Incremental Concentrations 4-28
Table 4.10 Noise Levels And Area of Influence 4-33
CHAPTER 6 : ENVIRONMENTAL MONITORING PROGRAMME
Table 6.1 Environmental Monitoring Plan for New Domestic Terminal Building, 6-3
Apron & Link Taxiway at Agartala Airport
Table 6.2 Cost of Environmental Monitoring 6-8
CHAPTER 7: RISK ASSESSMENT & DISASTER MANAGEMENT PLAN
Table 7.1 Damage Effects due to Overpressures 7-5

Table 7.2 Illustrative Damage Effects due to Overpressures 7-5
Table 7.3 Selected Scenarios for Consequence Calculations 7-7
Table 9.1 Bill of Materials 9-19

Table 9.2 Details of Solar Module 9-20
Table 9.3 The List of Trees 9-25
Table 9.4 The List of Shrubs 9-25
Table 9.5 The List of Ground Cover 9-27
Table 9.6 The List of Lawn 9-27
Table 9.7 Environmental Management Plan for Agartala Airport 9-31
Table 9.8 Budget for Implementation of Environmental Management Plan 9-47
CHAPTER 11 : DISCLOSURE OF CONSULTANT ENGAGED
Table 11.1 NABET Accredited Team for EIA Study 10-3
LIST OF FIGURES
CHAPTER 1: INTRODUCTION
Figure 1.1 Stages to obtain the Prior Environmental Clearance 1-3

Figure 1.2 Index Map of Agartala Airport 1-8
Figure 1.3 10 Km Study Area on Google for Agartala Airport 1-9
CHAPTER 2 : PROJECT DESCRIPTION
Figure 2.1 Master Plan for Agartala Airport 2-3

Figure 2.2 Site Layout Plan for Agartala Airport 2-4
Figure 2.3 Ground Floor Plan for Proposed Terminal Building 2-8
Figure 2.4 Mezzanine Floor Plan for Proposed Terminal Building 2-9
Figure 2.5 Basement Plan for Proposed Terminal Building 2-10
Figure 2.6 Car Park Plan for Proposed Terminal Building 2-12
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Figure 2.7 Traffic Circulation Plan for Proposed Terminal Building 2-13
Figure 2.8 Drainage Plan for Proposed Terminal Building 2-14
Figure 2.9 Fire Fighting Facilities for First Floor for Proposed Terminal
Building 2-15
Figure 2.10 Fire Fighting Facilities for Basement of Proposed Terminal Building 2-16
Figure 2.11 Water Balance Diagram for Agartala Airport 2-19
Figure 3.1 Physiography of the Area 3-2

Figure 3.2 Geology and Minerals of the Area 3-3
Figure 3.3 Soil Type of the Study Area 3-5
Figure 3.4 Soil Sampling Locations of the Study Area 3-8
Figure 3.5 Drainage System of the Area 3-10
Figure 3.6 Drainage Map of the Study Area 3-11
Figure 3.7 Ground & Surface Water Sampling Locations 3-14
Figure 3.8 Maximum and Minimum Temperature 3-24
Figure 3.9 Monthly Relative Humidity 3-25
Figure3.10 Wind Rose Diagram of the Study Area 3-29
Figure3.11 Ambient Air Quality Monitoring Locations of the Study Area 3-34
Figure3.12 Noise Monitoring Locations of the Study Area 3-48
Figure3.13 Graphical Presentation of Day & Night Time Noise 3-47
Figure3.14 Earth Quake Zones of the Study area 3-48
Figure3.15 Wind and Cyclone Zone Map of the Area 3-50
Figure3.16 FCC of Satellite Imagery for Study Area 3-51
Figure3.17 Landuse and Land Cover of the Study Area Through Satellite Imagery 3-52
CHAPTER 4 : ANTICIPATED ENVIRONMENTAL IMPACTS

Figure 4.1 Attenuation of Noise from Source during Construction 4-15

Figure 4.2 Predicted Level Concentrations for SO2 4-30
Figure 4.3 Predicted Level Concentrations for NO2 4-31
Figure 4.4 Predicted Level Concentrations for PM 4-32
CHAPTER 7 : RISK ASSESSMENT & DISASTER MANAGEMENT PLAN
Figure 7.1 Thermal Radiation Radii From Spreading Pool Fire 7-10
Figure 7.2 Flash Fire Envelope Distances 7-11
Figure 9.1 Schematic Diagram for MBBR Based Sewage Treatment Plant 9-9
Figure 9.2 Parking Plan for New Integrated Terminal Building 9-9
Figure 9.3 Sun Path Analysis on 21st June 9-14
Figure 9.4 Sun Path Analysis on 21st December 9-14
Figure 9.5 Location of Solar Power Plant at Agartala Airport 9-22
Figure 9.6 Plumbing Arrangement for Rain Water Harvesting for Proposed 9-26
Terminal Building
Figure 9.7 Landscaping Plan for New Integrated Terminal Building 9-28
Figure 9.8 Organogram for Environmental Management Cell 9-44
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TOR Compliance
Compliance of Terms of Reference issued by MOEF&CC, New Delhi,

MOEF vide F. No.10-10/2015-IA.III dated 22nd June 2015 and Amendment in
TOR during 8th meeting of EAC (Infra-2) on 29 July 2016
S.No. TOR Points Compliance
i. Reasons for selecting the site with details Construction of New Integrated Terminal
of alternate sites examined/ rejected/ Building, Apron and Link Taxiway at
selected on merit with comparative Agartala Airport. The integrated terminal
statement and reason/basis for selection. building covering an area of 30000 sqm
The examination should justify site have been designed for 600 arriving
suitability in terms of environmental (including 100 international) and 600
angle, resources sustainability associated departing (including 100 international)
with selected site as compared to passengers at a time with recommended
rejected sites. The analysis should area specifications. Capacity of existing
include parameters considered along terminal building has been saturated at the
with weightage criteria for short-listing Agartala Airport, therefore, new integrated
selected site. terminal building will be constructed.
The details have been summarized in

Section 2.1 and Section 2.4 in Chapter 2 of
the EIA report at Page 2-1 and Page 2.2.
ii. Details of the land use break-up for the The existing airport covers 508.191 Acres,
proposed project. Details of land use Out of which, for operation area 465.30
around 10 km radius of the project site. Acres and non operation Area (City Side of
Examine and submit detail of land use terminal building) 8.081 Acres, residential
around 10 km radius of the project site area 34.81 Acres.
and map of the project area and 10 km
area from boundary of the proposed/ The study area dominated by vegetation /
existing project area, delineating project agricultural land (46.5%) followed by
areas notified under the wild life waste / fallow land (28.5%), built-up area
(Protection) Act, 1972/ critically polluted (17.8 %) and river & water body (7.2 %).
areas as identified by the CPCB from
time to time/notified eco-sensitive India-Bangladesh International Boundary is
areas/inter state boundaries and about 150 m from the Existing Airport
international boundaries. Analysis boundary. There is no wildlife sanctuary/
should be made based on latest satellite national park and critically polluted area
imagery for land use with raw images. within 10 km distance from the Agartala
Airport

Section 2.2 at page 2-1 of Chapter 2 and
Section 3.10 at Page 3-50 of Chapter 3 of
the EIA report.
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TOR Compliance

iii. Submit the present land use and For proposed project 71.996 acres land free
permission required for any conversion from all encumbrance has been provided by
such as forest, agriculture etc. land state government. No forest or agricultural
acquisition status, rehabilitation of land is required for the construction of new
communities/ villages and present status integrated terminal building, apron and link
of such activities. taxiway as required is already available at
Agartala Airport.

Section 2.2 at page 2-1 of Chapter 2 of the
EIA report.
iv. Examine and submit the water bodies Within the airport, at the site of new
including the seasonal ones within the integrated terminal building, apron and link
corridor of impacts along with their taxiway, no water bodies including the
status, volumetric capacity, quality likely seasonal ones will be affected.
impacts on them due to the project.
The details have been given Figure 2.1 at
page 2-7 of Chapter 2 of the EIA report.
v. Submit a copy of the contour plan with The drainage system and drainage pattern
slopes, drainage pattern of the site and of the area is given Section 3.5.2 at Page
surrounding area. 3.10 and Figure 3.6 at page 3-11 of Chapter
3 of the EIA Report.
vi. Submit details of environmentally There is no environmental sensitive
sensitive places, land acquisition status, location from 10 km distance from Agartala
rehabilitation of communities / villages Airport. For proposed project 71.996 acres
and present status of such activities. land free from all encumbrance is provided
by state government to Airports Authority
of India.
vii. Examine the impact of proposed project Detailed environmental impact assessment
on the nearest settlements. has been carried out due to construction and
operation phases of proposed construction
of New Integrated Terminal Building,
Apron and Link Taxiway at Agartala
Airport. Same has been presented in
Chapter 4 of EIA Report.
viii. Examine baseline environmental quality Baseline environmental quality in the study
along with projected incremental load area during the study period is given in
due to the proposed project / activities. Chapter 3 of the EIA Report.
Incremental emissions loads due to the

proposed project have been computed and
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TOR Compliance

are given in Section 4.4.5 of Chapter 4 at
page 4-23 of the EIA Report.
ix. Examine and submit details of levels, It is estimated that for construction of New
quantity required for filling, source of Integrated Terminal Building, Apron and
filling material and transportation details Link Taxiway at Agartala Airport, 67930
etc. Submit details of a comprehensive cum cutting of earth and 276805 cum
Risk Assessment and Disaster filling of earth will be required, which will
Management Plan including emergency be obtained from approved borrow earth
evacuation during natural and man-made quarries only. The details have been
disaster integrating with existing airport. summarized in Section 2.6.1 in Chapter 4
of the EIA report at page 2-5.
Risk Assessment and Disaster Management

Plan have been given in Chapter 7 of the
EIA Report.
x. Examine road/rail connectivity to the The Agartala Airport is well connected by
project site and impact on the existing the road. The construction materials and
traffic network due to the proposed filling earth will be transported through
project/ activities. A detailed traffic and existing road only. Earth and construction
transportation study should be made for materials will be transported during non
existing and projected passenger and peak hours or night time. The details have
cargo traffic. been summarized in Section 2.11 in
Chapter 2 of the EIA report at page 2-12
xi. Submit details regarding R&R involved For proposed project 71.996 acres land free
in the project. from all encumbrance is provided by state
government to Airports Authority of India
No land acquisition is proposed for the

proposed project and therefore, R&R is not
involved in the project.

Section 2.5 at page 2-4 in Chapter 2 of the
EIA report.
xii. Examine the details of water Total water requirement is estimated as
requirement, use of treated waste water 119.5 Kl per day (say 120 kld). The water
and prepare a water balance chart. requirement for flushing and landscaping
Source of water vis-à-vis waste water to will be met through reuse of treated waste
be generated along with treatment water from STP. Therefore, fresh water
facilities to be proposed. requirement is estimated as 82 kld.
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TOR Compliance
Water requirement is met through tube

wells already available at the Airport.
At the existing airport, Moving Bed

Biofilm Reactor (MBBR) type sewage
treatment plant (STP) has been installed to
treat the sewage generated from the airport.
Treated waste water from STP is utilised
for landscaping and green belt
development.

Section 2.10 at page 2-11in Chapter 2 and
Section 9.2.2 of Chapter 9 of the EIA
report.
xiii. Rain water harvesting proposals should The details have been summarized in
be made with due safeguards for ground Section 9.2.11 in Chapter 9 of the EIA
water quality. Maximize recycling of report at page 9-13.
water and utilization of rain water.
xiv. Examine details of Solid waste Approx 205 kg per day solid waste is
generation treatment and its disposal. generated during operation of the new
terminal building, which will be collected,
segregated and managed by external agency
for disposal as per Municipal Waste
Management Rule, 2000.

Section 4.4.4 in Chapter 4 of the EIA report
at page 4-23.
xv Submit the present land use and For proposed project 71.996 acres land free
permission required for any conversion from all encumbrance is provided by state
such as forest, agriculture etc. government to Airports Authority of India
No forest is involved in the proposed

project.

Section 2.5 at page 2-4 in Chapter 2 of the
EIA report.
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TOR Compliance

xvi Examine separately the details for Details for construction and operation
construction and operation phases both phases both for Environmental
for Environmental Management Plan and Management Plan and Environmental
Environmental Monitoring Plan with Monitoring Plan with cost and parameters
cost and parameters. are presented in Chapter 6 and Chapter 9 of
EIA Report.
xvii Submit details of a comprehensive Risk Assessment and Disaster Management
Disaster Management Plan including Plan have been given in Chapter 7 of the
emergency evacuation during natural and EIA Report.
man-made disaster.
xviii Examine baseline environmental quality Examine baseline environmental quality in
along with projected incremental load the study area during the study period is
due to the proposed project/ activities. given in Chapter 3 of the EIA Report.
Incremental emissions loads due to the

Agartala Airport have been computed and
are given in Section 4.4.5 at page 4-23 of
Chapter 4 of the EIA Report.
xix The air quality monitoring should be Ambient air quality was carried out during
carried out as per the notification issued post monsoon season as per the notification
on 16th November, 2009. issued on 16th November, 2009. The details
have been summarized in Section 3.7 from
page 3-32 in Chapter 3 of the EIA report.
xx Examine separately the details for Details for construction and operation
construction and operation phases both phases both for Environmental
for Environmental Management Plan and Management Plan and Environmental
Environmental Monitoring Plan with Monitoring Plan with cost and parameters
cost and parameters. are presented in Chapter 6 and Chapter 9 of
EIA Report.
xxi Submit details of corporate social The Corporate Social Responsibility CSR)
responsibilities (CSR). Policy of the Airports Authority of India
(AAI) is aligned with its overall
commitment to maintaining the highest
standards of business performance.
xxii Submit details of the trees to be cut For proposed new terminal building,
including their species and whether it taxiway and apron, no trees will be felled as
also involves any protected or state has provided required land free from
endangered species. Measures taken to all encumbrances.
reduce the number of the trees to be
removed should be explained in detail. The details have been summarized in
ABC Techno Labs India Private Limited C-v

TOR Compliance

Submit the details of compensatory Section 4.3.10 in Chapter 4 of the EIA
plantation. Explore the possibilities of report at page 4-16.
relocating the existing trees.
xxiii Examine the details of afforestation The Agartala Airport is located 150 m from
measures indicating land and financial Indo Bangladesh International Border. In
outlay. Landscape plan, green belts and take off and landing path there is no major
open spaces may be described. A thick settlement.
green belt should be planned all around
the nearest settlement to mitigate noise To minimize the impact of noise during
and vibrations. The identification of take off and landing of aircraft, green
species/ plants should be made based on belt/plantation is available at Agartala
the botanical studies. Airport.
The details in this regards have been

summarized in Section 9.2.12 and Table 9.1
in Chapter 9 of the EIA report at page 9-14.
xxiv Any further clarification on carrying out Same has been followed.
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/
Airport".
ABC Techno Labs India Private Limited C-vi

Executive Summary
EXECUTIVE SUMMARY
0.1 Introduction
Agartala Airport, one of the major airports in North East Region is situated in the state of
Tripura, belongs to Airports Authority of India (AAI). There are direct flight connections
to Kolkata, Imphal, Delhi, Silchar, Aizwal, Guwahati, Bangalore, Chennai, Ahmedabad
and Mumbai. Agartala airport is the second busiest airport in North East India after
Guwahati. There are presently 11 flights movements per day and 77 flights in a week.
The airport is located in Singerbhil at distance of 11.5 km in north-west direction from
the heart of the city of Agartala.
At present the dimension of runway of airport is 2286 m × 45 m that is connected to

taxiway. The runway is suitable for operation of A-320/A-321 type aircraft. Apron at
airport is sufficient for 3 nos of A-320/A-321 aircrafts and 2 nos ATR-72. The existing
terminal building has capacity for 250 arriving and 250 departing passengers at a time. In
view of increasing numbers of passengers, Airport Authority of India has planed for
integrated terminal building covering an area of 30000 sqm, which has been designed for
600 arriving (including 100 International) and 600 departing (including 100 International)
passengers at a time with recommended area specifications and to match the level of
Service B as per International Airport Transport Association’s (IATA) recommendations.
0.2 Project Description
0.2.1 Justification of Proposed Development
Agartala Airport is one of the major airports in north east region. In terms of passenger
movement, the airport holds third position after Guwahati and Bagdogra and second
position in terms of cargo movement after Guwahati. The average growth rate in the last
three year is substantial in terms of passenger & cargo movement. Increasing numbers of
passengers and aircraft require capacity enhancement of existing facilities including
terminal building, apron, link taxiway etc at Agartala Airport.
The integrated terminal building covering an area of 30000 sqm will be designed for 600
arriving (including 100 International) and 600 departing (including 100 International)
passengers at a time with recommended area specifications and to match the level of
Service B as per International Airport Transport Association’s (IATA) recommendations.
ABC Techno Labs India Private Limited ES-1

Executive Summary
0.2.2 Scope of Proposed Works
In 2013-14 Agartala Airport handled on an average 2058 passengers per day. The
existing terminal building is not capable enough to accommodated increasing numbers
passengers at present in future years. Therefore, Airports Authority of India has proposed
to design and construct new terminal building for 600 arriving (including 100
International) and 600 departing (including 100 International) passengers at a time and
other works also at the airport. The proposed scope of work for development of Agartala
Airport is as under:
Civil Works
A. New Integrated Terminal Building
(i) Construction of centrally air‐conditioned New Integrated Terminal Building of

modular design with all modern facilities and amenities as per the layout plan
enclosed. The Integrated Terminal Building covering with approximate plan area of
19000 sqm shall be designed for 600 arriving and 600 departing passengers at a
time.
(ii) Construction of car park for at least 500 cars and 10 buses, separate car /scooter
park area.
(iii) Development of four‐lane vehicular road from Terminal Building / Car parking
with canopy covering two lanes in front of the Terminal Building on the city side
and connecting the main approach road to the city.
(iv) Horticulture-landscaping, drainage system and water supply etc.
(v) Driver’s canteen and toilet facility on the city side.
(vi) Sub-station, A/C plant room and related service facilities.
(vii) Providing city side compound wall with Concertina Coil on top between city side
and operational area.
B. Construction of Apron for parking of 6 (six) A321/B-737-800/Q-400 type of

aircraft and two taxiways:
(i) Construction of apron of approximate area 255m x 88.5m, with shoulders width 7.5
m on three sides.
(ii) Construction of two link taxiways of length 178 m and 265 m connecting the
Runway with the Apron. The width of the taxiways shall be 23m with shoulders of
7.5m on either side.

Executive Summary
(iii) Provision of drainage system for the apron connecting the main storm water drains
and culverts below the taxiways or portions of Apron where ever required.
(iv) Provision of hard stand for ramp equipment and three lane service road between the
apron and the Terminal Building.
(v) Provision of pipe lines for future installation of fuel hydrant system.
Electrical Work
The scope of work for the proposed electrical works at the Agartala Airport is as given
below:
(i) Internal and external electrification for Terminal Building Complex, associated
buildings, Car Park and roads.
(ii) Provision of water supply pumping arrangement system, Water Filtration, water
cooler & R.O/U.V. Filters, Sewage Treatment Plant.
(iii) Augmentation of main power supply, Substation Equipments, DG Sets for
Secondary Power supply and associated ancillary buildings.
(iv) Central air-conditioning with provision of vertical air-conditioning concept.
(v) Provision of conveyor belts with on line X-Ray inspection System and other
equipments.
(vi) Fire detection, alarm and protection system with Fire Control Room.
(vii) Building Management System.
(viii) Escalators & Elevators with matching staircase.
(ix) Provision of four Passenger Boarding Bridges (PBB) for the specified parking
stands.
(x) Provision of Visual Docking Guidance Systems for parking stands with PBBs and
remote nose-in stands.
(xi) Provision of Apron Edge Lights, Taxiway Edge Lights, and lighted mandatory
information/information Signs, etc. Including cabling works.
(xii) Provision of high mast Apron Flood Lights at appropriate locations to meet the
required illumination standards along with raising and lowering device for easy
maintenance.
(xiii) Provision of adequate number of illuminated signages inside and out side the
terminal building, car park area for guidance of passengers and visitors.

Executive Summary
CNS Works
The scope of work for the proposed CNS works at the Agartala Airport is Relocation of
NDB, DVOR and Glide Path.
IT & Airports Systems Works
The proposed development will include IT & Airports Systems Works at the Agartala
Airport.
Land Requirement for Proposed Development
The proposed development at the existing Agartala Airport will be located within
available 508.191 Acres land and 76.206 Acres (71.996 Acres + 4.21 Acres) land handed
over by State Government. The open land will be converted built-up land.
2.6 New Integrated Terminal Building
At the airport construction of centrally air-conditional new integrated terminal building of

modular design with all modern facilities and amenities is proposed as per the layout plan
given in Figure 2.1 to 2.5. The integrated terminal building covering an area of 19000
sqm will be designed for 600 arriving and 600 departing passengers at a time with
recommended area specifications and to match the level of Service B as per International
Airport Transport Association’s (IATA) recommendations. The building will be provided
with aesthetically appealing & soothing interior decoration matching the modern
structure. The area statement for new terminal buildings is given below:
Sn Details Area
1. Ground Floor Area First 7785 sqm (6m) h
Ground floor Area Second 4173 sqm (12m) h
2. First Floor Area First 192 sqm (3.35m)
First Floor Area Second 9208 sqm (6m)
3. Basement Area 8064 sqm (6m) d
Total Area 30000 sqm

Executive Summary
Cutting & Filling
New terminal building, substation, etc at Agartala Airport will be above ground.
However, 6 m deep basement covering an area 8064 sqm will be constructed. For
construction of the proposed facilities at the Agartala Airport, tentatively 67930 cum
cutting and 276805 cum filling will be required. Earth excavated from construction of
8064 sqm size basement will be used filling at airport site.
GRIHA Rating
It is proposed that all works necessary will achieve 4 stars GRIHA Rating. GRIHA is an
acronym for Green Rating for Integrated Habitat Assessment. GRIHA is a rating tool
that helps to assess the performance of their building against certain nationally acceptable
benchmarks. It evaluates the environmental performance of a building holistically over its
entire life cycle, thereby providing a definitive standard for what constitutes a ‘green
building’. The rating system, based on accepted energy and environmental principles,
will seek to strike a balance between the established practices and emerging concepts,
both national and international.
Parking Facilities
The car park facility will be provided for at least 500 cars and 10 buses, separate car/
scooter park area.
Power Requirement
Total power requirement is estimated as 2339 kW for new terminal building and other
facilities at Agaratala Airport. For the power back-up, three DG sets of 1000 kVA, each
will be provided to meet the power requirement in the event of grid power failure.
HVAC Requirement
HVAC System requirement at the proposed terminal building at existing Airport is

estimated as 961.11 TR. To meet the air conditioning requirement, three screw chilling
tower unit of 350 TR will be installed. Microprocessor based control system (BMS) will
also installed at the Airport.

Executive Summary
Total Water Requirement
Total water requirement is estimated as 81 kld, which includes 50 kld water for HVAC, 6
kld for CFT and 25 kld for domestic purposes. Water requirement is met through tube
wells already available at the Agartala Airport.
Sewage Treatment and Disposal
At the existing airport, Moving Bed Biofilm Reactor (MBBR) type sewage treatment
plant (STP) of 75 kld capacity has been installed to treat the sewage generated from the
airport. Treated waste water from STP is utilised for landscaping and green belt
development.
0.3 DESCRIPTION OF ENVIRONMENT
Topography and Physiography: Physiographically, the airport site is mostly

plain/rolling. Titas River is flowing at distance of 3.9 km in west direction of the airport
in Bangladesh territory. The study area has plain and rolling topography towards both
southern and northern sides of the central part.
Geology: The area exhibit an wide array of sediment rocks characteristics of marine-
mixed-fluvia type origin ranging age from upper most Oligocene to recent period.
Tectonically, the region now comprises a series of sub-parallel arquate, elongated, doubly
plunging folds arrange in north south direction geologically, the area is occupied by the
folded sedimentary formations ranging in age from lower tertiary to recent.
Soil Characteristics: The soil of the study area are formed by disintegration and
weathering of rocks, brown to dark brown in colour and sandy loam to loam in texture
alluvial soils found on river terraces and high plains are rich in nutrients and are suitable
for arable farming for growing paddy jute, coffee and rubber plantation.
Water Resources: Haora river located at distance of 7.3 km, is the lifeline of the
Agartala City and it fulfills the major demand of drinking water as well as water for other
purposes of the entire population of the area. The drainage system of the area is
dominated by three major rivers Haora River, Titas River and Katakhal River.

Executive Summary
Water Quality: Water quality of study area meets desirable limit. Ground water
resources in the study area were found fit for drinking purpose. The surface water quality
of Haora River is not fit for drinking and bathing.
Micro Meteorology: The daily maximum temperature and minimum temperatures are
32.9°C and 9.8°C respectively. The cold weather starts from about the end of November
when the temperature of both day and night decreases steadily. January is the coldest
month when mean daily minimum temperature is only 9.8°C and maximum temperature
is 25.8°C.
Annual average wind speed at Agartala IMD station is 6.2 kmph. Highest average
monthly wind speed is observed to be in April (9.7 kmph) while lowest (2.9 kmph) in
November month.
The prevailing winds, in general, blow from South East – South to North West- North
direction during February to October months while from North West- North direction to
South East – South direction during November to January months.
Ambient Air Quality: Ambient air quality monitoring have been carried out at five
locations during post monsoon season for PM2.5, PM10, SO2, NO2, NH3, O3, C6H6, BaP,
Pb, As, Ni and CO. National ambient air quality standards for industrial, residential, rural
& other areas are met for all monitored parameters at all AAQM locations during post
monsoon season.
Noise Level: Nose measurements were carried out at 8 locations. Measured day and time
Leq noise levels are within the limit stipulated noise standards.
Natural Hazards and Disaster Risk: The Agartala Airport lies in seismic zone V
according to zoning map of India. A large umber of moderate to high magnitude
earthquake have occurred in the region as well as within 100 km distance around it. The
region is very vulnerable to earthquake as it is situated on seismic zone –V and has higher
probability of occurrence of big earthquake measuring magnitude 8 and more on Richter
scale.
Landuse & Land Cover in the Study Area - The study area dominated by
agricultural/tea gardens (32.3%) followed by vegetation (22.5%), sand/waste land (21.3
%), built-up area (14.8 %) and river & water body (9.1 %).

Executive Summary
Terrestrial Ecology: Tripura lies within the Indomalaya ecozone. According to the
Biogeographic classification of India, the state is in the "North-East" biogeographic zone.
In 2011 forests covered 57.73 % of the state. Tripura hosts three different types of
ecosystems: mountain, forest and freshwater. The evergreen vegetation is dominated by
species such as Dipterocarpus, Artocarpus, Amoora, Elaeocarpus, Syzygium and
Eugenia. Two types of moist deciduous forests comprise majority of the vegetation:
moist deciduous mixed forest and Sal (Shorea robusta)-predominant forest. The
interspersion of bamboo and cane forests with deciduous and evergreen flora is a
peculiarity of Tripura's vegetation. Grasslands and swamps are also present, particularly
in the plains.
Herbaceous plants, shrubs, and trees such as Albizia, Barringtonia, Lagerstroemia and
Macaranga flourish in the swamps of Tripura. Shrubs and grasses include
Schumannianthus dichotoma (shitalpati), Phragmites and Saccharum (sugarcane).
For proposed new terminal building, taxiway and apron, no trees will be felled as state
has provided required land free from all encumbrances.
National Park and Wildlife Sanctuary
There is no wildlife sanctuary, national park or other protected area within 10 km

distance from the Agartala airport.
Wild Fauna: The information collected from field survey, local people and
supplemented by secondary data from Forest Department, wildlife within 10 km radius
area is rare due to anthropogenic activities in the study area.
Rare, Endangered and Threatened
Within 10 km radius area, no specie of flora and fauna has been categorized as rare,
endangered and threatened (RET) species.
Socio-Economic Environment of Study Area: As per 2011 Census, in the settlements

located in the study area, there are total 130352 households as per census records 2011.
The population of settlements in the study area is 526313. The male population
constituted nearly 50.51% persons while the female population is 49.49% of the total
population. Sex ratio in settlements located in the study area is 980. Scheduled castes
population is 23.49%, 23.52% amongst males and 23.17% amongst females. Scheduled

Executive Summary
tribes population is 5.51%, 5.30% amongst males and 5.73% amongst females of the
total population of the area. In the study area 84.85% is literate, 86.58% amongst males
and 83.08% amongst females.
4.0 Anticipated Environmental Impacts & Mitigation Measures
Topography & Physiography : Topography of the area is plains. For construction of

new integrated terminal building, apron and link taxiway at Agartala Airport, 67930 cum
cutting of earth and 276805 cum filling of earth will be required, which will be obtained
from approved borrow earth quarries only. After cutting and filling, land for construction
purpose will be levelled for construction of terminal building, taxiway, apron and
associated works.
Mitigation Measures
 Land clearing at the site will be kept to the absolute minimum practicable; and
 Construction site would be designed to minimize filling of the earths.
 Borrowing of earth will be ensured only from approved borrow area having valid
environmental from District Level Environmental Impact Assessment Authority
(DEIAA).
 Borrow area will be rehabilitated after borrowing of necessary earth.
Land Use Pattern: For construction of new integrated terminal building, apron and link
taxiway at Agartala Airport, total 76.206 Acres land is required, out of which 71.996
Acres land has already been handed over by state govt. Additional land 4.21 Acres land
to be provided by state govt. 28 Acres land has been swapped to State Govt by Airport
Authority of India for rehabilitate displaced families. The land use pattern of the 71.996
Acres land will be changed permanently, however this impact will be localized.
Mitigation Measures
 Land clearing for construction site will be kept to the absolutely minimum
practicable;
 The filling and cutting of soil would be kept minimum; and
 Construction debris and waste generated during construction activities will be
collected and disposed in environmental sound manner as per applicable rules
depending upon type of wastes.

Executive Summary
Water Resources: During the construction phase of the new integrated terminal
building, apron and link taxiway at Agartala Airport, approx 20-30 kl/day water will be
required depending upon the type of construction activities. The water requirement will
be met through existing deep bore well. The construction will be completed within in
approximately approx 24 months time. The construction water requirement would be
temporary in nature depending nature of construction activities. Therefore, the impact on
the water resources during the construction phase would be temporary and variable in
nature.
Mitigation Measures
 Continuous efforts will be made to optimize/reduce water usage,

 Continuous attempts will be made to avoid wastage and leakage of water,
 Record of water consumption on a daily basis will be maintained,
 Reuse of treated waste water for greenery and landscaping.
Water Quality: Total estimated wastewater generation during the operation phase is 81
kld (maximum), which is treated in Sewage Treatment Plant (STP). After treatment,
treated wastewater is reused for horticulture purposes. No wastewater will be discharged
outside the airport premises. No wastewater will be discharged outside the airport
premises.
Mitigation Measures
 Collection of waste water and treatment of waste water in Sewage Treatment Plant
(STP);
 Avoid spillage of fuel and lube oil and storing them on concrete floor.
 Regular testing and analysis of treated waste water from STP to ensure effectiveness
of STP and compliance of discharge standards.
Soils: Approx 205 kg per day solid waste is generated during operation at existing
airport, which will be collected, segregated and managed by external agency for disposal
as per Municipal Waste (Management & Handling) Rule, 2000. Hence, the impact on the
soil will be insignificant as an organized solid waste collection and disposal practices are
exists at the Agartala airport.
Mitigation Measures
 Municipal waste collection bins have been placed at strategic locations in the airport;

Executive Summary
 Agency has been hired for disposal of solid wastes as per the provisions of the
Municipal Waste (Management & Handling) Rule, 2000;
 Solid waste generated from the airport is transported in close containers;
 Used lubricating waste oil and oil contaminated clothes etc is collected separately in
containers and is sold to authorized recyclers as per CPCB/TSPCB guidelines.
Ambient Air Quality: During the operational phase of the Agartla airport after
construction of new terminal building, taxi way and apron , the intermittent air emissions
are generated from aircraft engines during approach, landing, taxiing, take-off and initial
climb, which is termed as reference Landing and Take-off Cycle (LTO cycle). The air
pollutants of concern from the aircrafts emissions are un-burnt Sulphur Dioxide,
Hydrocarbons (HC), Carbon Monoxide (CO) and Oxides of Nitrogen (NO x) as per ICAO
guidelines.
For power back up, there will be 3DG sets of 1000 KVA capacity each are available at
the Agartala Airport, which will be sufficient for new terminal building and associated
facilities. Exhaust emissions comprising NO2, and SO2 are generated from the operation
of DG sets, which are operated only to meet the power requirement during grid power
failure.
Vehicular emissions are also generated at the Agartala airport from the operation of
vehicular traffic at the airport as ground support vehicles, passengers’ pickup and
dropping vehicles. There vehicles are mainly diesel and petrol driven and are source of
mainly CO, HC and NOx emissions.
For prediction of anticipated impact of emissions from the existing airport, estimation of
emissions load from Aircraft LTO, DG sets and vehicles is essential. The emissions load
estimation from various emission sources has been carried out in following subsection:
Sources Emission Rate of Pollutants (g/s)

SO2 NOx CO HC
Aircraft 6.09 78.86 50.02 4.29
DG set 0.4 0.5 0 0
Vehicular 0 3.87 1.54 1.21
Total 6.49 83.23 51.56 5.5
Note : All above emissions sources are not continuous sources.

Executive Summary
The predicted GLCs values reveals that the assuming that two DG sets will be operated
continuously, maximum incremental short term 24 hourly ground level concentrations of
SO2, NOx and PM likely to be encountered are 18.6 µg/m3, 23.2 µg/m3 and 1.1 µg/m3,
respectively in post monsoon season. The ground level concentrations are occurring at a
distance of 0.5 km in south direction from the Agartala airport site.
The air pollution dispersion modelling predictions indicate that the maximum ground
level concentrations for SO2 and NOx are likely to be well within the prescribed limit of
80 µg/m3 for industrial, residential, rural and other area. However, it is important to
mention that DG sets will not be operated continuously. Therefore, anticipated impacts of
DG sets operations will be much below to the predicted ground level constructions.
The maximum incremental GLCs due to the Agartala airport for SO2, NOx and PM are
already included in baseline air quality monitoring carried during study period as
Agartala Airport is already in operation. Based on the predicted concentrations of various
pollutants due to operation of existing Agartala Airport, it can be inferred that moderate
impact is anticipated on the ambient air quality of the area, suitable mitigation measures
are taken.
Mitigation Measures
 Compliance of all standards prescribed by the ICAO during operation of aircrafts by

preventive maintenance and monitoring;
 Stack heights of DG sets are as per the CPCB guidelines;
 Proper traffic management plan are prepared to ensue that there is no traffic
congestion at in front of new terminal building. It will help in reduction of vehicular
emissions from the airport.
 Ground vehicles at the airport are maintained and have a “Pollution Under Control”
certificate;
 Development of greenery and landscaping at the airport for improving ambient air
quality.
 Monitoring of ambient air quality/ source emissions will be carried out as per
monitoring plan.
Noise Levels: During operation phase of the Agartala airport, landing, take-off and
taxing of various types of aircrafts are major sources of air emissions. Aircraft noise
modelling has been carried out using integrated noise model for the Agartala airport.

Executive Summary
The noise levels from 65-85 dB(A) will be confined within the existing Agartala airport
boundary. The noise levels of 55 dB(A) cross the boundary and affect 1.9 km2 of area out
side the airport. The noise levels of 50 dB(A) cross the boundary and affect 5.2 km2 of
area out side the airport. The background noise levels range from 49.8-53.6 dB(A) at
nearby villages which are located 1.2 km to 6.01 km from Agartala airport. As Agartala
airport is already in operation, therefore, impact of noise levels due to the operation of
existing Agartala airport is included in monitored background noise levels. However,
noise mitigation measures to be implemented at and around the existing Agartala airport
will further reduce the noise levels in nearby settlements.
Mitigation Measures
 The compliance of all standards prescribed by the ICAO during operation of aircrafts
by preventive maintenance and monitoring,
 Proper traffic management has been prepared to ensue that there is no traffic
congestion at the airport. It helps in reduction of vehicular noise emissions from the
airport,
 DG sets have been provided with acoustic enclosure as per CPCB guidelines,
 Terminal building will be sound proof,
 Ground staff wears earplug while attending the aircraft,
 Green belt, landscaping and boundary at the airport act as barrier for noise;
 Green belt/plantation in the nearby settlements
 Monitoring of ambient air quality/source emission will be carried out as per
monitoring plan.
Traffic Management: The Agartala Airport is located about 11.5 km away from
Agartala City. At Agartala Airport traffic management has been provided in such a way
no traffic jam during passenger drop and pick up.
At the arrival and departure, there is proper traffic management currently. After
construction of new terminal building, there is no possibility of traffic congestion on the
Agartala airport as proper traffic management has been designed.
Mitigation Measures
 All vehicles will be parked in designated parking area only;

 Road crossings are well marked and signalled.

Executive Summary
 Informatory and warning signages are retro reflective type provided, clearly visible in
the night.
 Marshals are deployed to guide the vehicles and stop vehicles to avoid traffic jam at
arrival and departure of Agartala Airport.
Terrestrial Ecology: Greenery and landscaping have been developed at the Agartala
Airport. For irrigation of green belt, treated waste water from STP and accumulated
rainwater are available and used. This has positive and long term beneficial impact on
terrestrial ecology of the area.
Mitigation Measures
 Landscaping/ plantation/ greenery will be increased after proposed works.

 Indigenous species of trees will be planted after proposed works.
Heritage Structures: There is no heritage, historical or archaeological structure in the

area around the airport. Therefore, no impact is anticipated due to construction new
terminal building, taxiway and apron at existing Agartala Airport. Hence, no mitigation
measure is required.
Socio-Economic Environment: During operation phase after construction of new

terminal building, taxiway, apron and associated facilities, Agartala Airport will open
additional direct and indirect job opportunities in the area and region. Further, it will
attract more and more tourist, commercial and developmental activities in the area.
Therefore, positive impacts are anticipated on socio-economic environment during
operation phase after extension.
Employment and Economic Growth - The construction of new terminal building,

taxiway, apron and associated facilities will result in a boost in tourism, commercial
activities in the region. This will improve direct and indirect employment opportunities,
revenue generation, commercial and industrial activities; therefore, resulting in positive
impact on the employment and economic growth of the region.
0.5 Analysis of Alternatives
Agartala Airport, one of the major airports in north east region is situated in the state of
Tripura, located 11.5 km from the main city. In terms of passenger movement, the airport
holds third position after Guwahati and Bagdogra and second position in terms of cargo

Executive Summary
movement after Guwahati. The average growth rate in the last three year is substantial in
terms of passenger & cargo movement. Increasing numbers of passengers and aircraft
require capacity enhancement of existing facilities including terminal building, apron,
link taxiway etc at Agartala Airport.
During design and construction of new terminal building at the Agartala airport necessary
measures will be taken for conservation of energy in line with “Energy Conservation
Building Code–2006” and “National Building Code 2005”. The important energy
conservation measures proposed for new terminal building are described below:
 Airport Terminal building will be designed and constructed for GRIHA Rating 4 star,
 Use of Energy Efficient building material & glass,
 Use of LED lamps instead of GLS lamps,
 Use of Solar Backed up Light Emitting Diode Lamps instead of par lamps,
 Energy efficient HVAC system,
 Solar passive techniques for terminal building,
 Use of 5 star BEE energy efficiency rating electrical equipments,
 Microprocessor-based Building Management System (BMS) will be installed for
minimization of energy consumption,
 Automatic lighting on/ off control system will be provided in the airport area for
optimum utilization of energy.
It is proposed that 100 KW solar power generation plant will be established at the airport
to produce clean energy. By adopting above measures about 30% energy will be saved.
0.6 Environmental Monitoring Plan
To ensure the effective implementation of the mitigation measures and environmental

management plan during construction of new terminal building, taxiway, apron and
associated facilities and operation phases of the Agartala Airport, environmental
monitoring plan have been prepared for ambient air quality, water quality, soil
characteristics and noise monitoring.
Suitable mitigation measures will be taken in case of monitored parameters are exceeding
the stipulated limits. The estimated budget of Rs 0.087 Crores has been kept for
environmental monitoring during construction and operation phases of the proposed
works at the Agartala Airport.

Executive Summary
0.7 Risk Assessment & Disaster Management Plan
Hazard occurrence at the Agartala airport may result in on-site implications, like, fire at
the storage of HSD for DG sets followed by fire, bomb threat at terminal building, cargo
terminal & aircraft and natural calamities like, earthquake, flood, etc. Other incidents,
which can also result in a disaster at the Agartala airport are agitation/forced entry by
external group of people, sabotage, air raids; and aircraft crash while landing or take-off.
Disaster management plan has been prepared comprising key functions of Airport
operator, other supporting organizations/agencies/services for response during emergency
at the existing Agartala Airport.
0.8 Project Benefits
The direct and indirect benefits of the construction of new terminal building, taxiway,
apron and associated facilities at Agartala Airport are as follows:
Direct Benefits
 Batter infrastructure facilities passenger at new terminal building,

 Decongestion at terminal building with more space and comfort,
 More parking faculties for Aircrafts and safe taxiing,
 Increase in regional economy as it will boost tourism and commercial activities in the
region.
 Generation of more revenue to the state, hence more development of the region.
Macro Level Benefits
 Boost in tourism and more people to travel in the state

 Employment opportunity to people.
 More business and industrial opportunities
0.9 Environmental Management Plan
The Airports Authority of India will be responsible for the implementation of mitigation
measures identified in Environmental Management Plan (EMP) for construction and
operation phases of the Agartala airport. There will be Environmental Management Cell

Executive Summary
(EMC) at the Agartala Airport to look after day to day basis implementation of mitigation
measures for construction and operation phases.
An Environmental Management Cell (EMC) will be headed by Assistant General

Manager supported by adequate number of personnel having sufficient educational and
professional qualification and experience to discharge responsibilities related to
environmental management including statutory compliance, pollution prevention,
environmental monitoring, preventive maintenance of pollution control equipment and
green belt development & maintenance.
Environmental Management cell will implement and review the compliance of the
stipulated conditions specified in Environmental Clearance and Consent for
Establishment. The cell will be responsible to obtain Consent for Operate under Water
Act and Air Act from TSPCB.
In order to ensure that grievances and complaints by local people on any aspect of the
environmental and social impacts during construction and operation phases of the Agartala
airport will be addressed in a timely and satisfactory manner and that all possible avenues
will be available to resolve their grievances (if any), mechanisms for Grievances Redressal
will be setup. Environmental Management Cell will also work as Grievances Redressal
Cell (GRC).
Budget for Environmental Management and Monitoring Plan
At Agartala Airport, budget for implementation of mitigation measures and

environmental management plan during the construction and post construction phase of
proposed works at existing Agartala airport will be Rs. 1.1 Crores.

Introduction
CHAPTER – 1
INTRODUCTION
1.1 Preamble
Agartala Airport, one of the major airports in North East Region is situated in the state
of Tripura, belongs to Airports Authority of India (AAI). There are direct flight
connections to Kolkata, Imphal, Delhi, Silchar, Aizwal, Guwahati, Bangalore,
Chennai, Ahmedabad and Mumbai. Agartala airport is the second busiest airport in
North East India after Guwahati. There are presently 11 flights movements per day
and 77 flights in a week. The airport is located in Singerbhil at distance of 11.5 km in
north-west direction from the heart of the city of Agartala.
At present the dimension of runway of airport is 2286m × 45m that is connected to

taxiway. The runway is suitable for operation of A-320/A-321 type aircraft. Apron at
airport is sufficient for 3 nos of A-320/A-321 aircrafts and 2 nos ATR-72. The
existing terminal building has capacity for 250 arriving and 250 departing passengers
at a time. In view of increasing numbers of passengers, Airport Authority of India has
planed for domestic terminal building covering an area of 30000 sqm, which has been
designed for 600 arriving (including 100 International) and 600 departing (including
100 International) passengers at a time with recommended area specifications and to
match the level of Service B as per International Airport Transport Association’s
(IATA) recommendations.
Environment plays a vital role in overall development of the country. Recognizing the
importance of environmental protection and sustainable development, the Ministry of
Environment, Forest and Climate Change (MoEF&CC), Government of India had
formulated policies and procedures governing the industrial and other developmental
activities to prevent indiscriminate exploitation of natural resources and promote
integration of environmental concern in developmental projects. To assess and
evaluate potential environmental impacts during design, construction & operation
phases and to suggest mitigation measures with detailed environmental management
plan, environmental impact assessment study has been conducted for the project as
per approved TOR of Ministry of Environment, Forest & Climate Change.
The Ministry of Environment, Forest and Climate Change (MoEF&CC) has made
prior environmental clearance (EC) for Airport projects mandatory through its
notification issued on 14th September 2006 and as amended on 1st December 2009.
ABC Techno Labs India Private Limited 1-1

Introduction
During 148th Meeting of the Expert Appraisal Committee of Ministry of Environment

of Forest & Climate Change (MoEF&CC) for Building/ Construction Projects/
Township and Area Development Projects, Coastal Regulation Zone, Infrastructure
Development & Miscellaneous projects held on 19th to 21st May, 2015, the project
was considered and TOR was finalised vide letter Dated 22 June, 2015. In 8th meeting
of EAC (Infra-2) on 29 July 2016 amendment was made in TOR. EIA & EMP report
has been prepared as per TOR approved and amended by MoEF&CC.
Airports Authority of India, modified Scope of Work for new integrated terminal
building, apron and link taxiway at Agartala Airport as per details given below.
Therefore, application was submitted to MOEF&CC for amendment of TOR. During
8th meeting of EAC (Infra-2) of MOEF&CC project was considered for amendment of
TOR on 29 July 2016 and MOEF&CC approved amendment in TOR as mentioned.
Sn. As submitted earlier and Modification Required in TOR
mentioned in TOR letter
1. Construction of New Domestic The modified name of project is
Terminal Building, Apron and Construction of New Integrated
Link Terminal Building, Apron and Link
Taxiway at Agartala Airport, Taxiway at Agartala Airport.
Tripura
2 Terminal building design for 500 Terminal building will be designed for
arriving and 500 departing 600 arriving (including 100
passengers International) and 600 departing
(including 100 International)
passengers.
3. The Terminal Building covering The Integrate Terminal Building

an area of 29422 sqm. covering an area of 30000 sqm
(approx)
The compliance of TOR is given in the beginning of EIA Report.
1.2 Need and Process of Environmental Clearance
As per the EIA notification of 14th September 2006 and its amendment dated 1st
December 2009, airport projects are divided into two categories as mentioned below:
Project or Category with threshold limit Conditions if any
Activity A B
(a) ( (1) (2) (3) (4) (5)
7(a) Airports All projects - Note:

Introduction
Project or Category with threshold limit Conditions if any

Activity A B
including airstrip, Air strips which do not involve
which are for bunkering/ refueling facility
commercial use”; and or Air Traffic Control, are
exempted.”
Flow-chart depicting stage to obtain the prior environmental clearance for proposed
project are presented in Figure 1.1:
Figure 1.1: Stages to obtain the Prior Environmental Clearance

Introduction
1.3 Regulatory Compliance Requirement
The operational and geographic impacts associated with airport development and
operations are covered by policy drives (both strategies and legislation) at global,
regional and national levels.
The International Civil Aviation Organisation (ICAO), which oversees the level and
direction of effort involved in addressing the environmental impact of the sector, also
deals with the emissions from aircraft.
The ICAO agenda is focussed on the Committee of Aviation Environmental

Protection (CAEP), whose 18 member states make recommendations through five
groups:
 Working Group 1: reducing noise (noise stringency limits engines);

 Working Group 2: land use planning and management, operating restrictions and
other issues associated with noise such as modelling;
 Working Group 3: reducing emissions at source (emission limits);
 Working Group 4: operational mechanism for reducing aviation emissions;
 Working Group 5: market based options (legal & administrative issues
surrounding emissions permit trading, environmental charges and voluntary
agreements as a means to limit or reduce emissions)
The work of the CAEP is more technical in nature. The process of securing consensus
in ICAO is lengthy, not least because membership is voluntary. Though the members
are responsible for enacting certain standards and practices, they are not legally bound
to do so. They are only honour bound to implement the resolution on environmental
policies and practices.
India being one of the member states of ICAO, implements the resolution on
environmental policies and practices adopted by ICAO through Director General of
Civil Aviation (DGCA), under Ministry of Civil Aviation, GOI at national level to
mitigate the operational impact associated with aviation at airports.
It ensures that environmental concerns are strategically integrated into air transport
policy by improving technical environmental standards on noise and gaseous
emissions; advancing long term technology improvements; inspecting aerodrome site
for issuing aeronautical clearance; improving the air traffic management and
promoting flight safety environment at airports.

Introduction
1.4 Terms of Reference (TOR)
During 148th Meeting of the Expert Appraisal Committee of Ministry of Environment

of Forest And Climate Change (MoEF&CC) for Building/ Construction Projects/
Township and Area Development Projects, Coastal Regulation Zone, Infrastructure
Development & Miscellaneous projects held on 19th June & 21st May, 2015, the
project was considered and TOR was finalised given vide letter dt. 22 June 2015. EIA
& EMP report has been prepared as per TOR approved by MOEF&CC. The
compliance of TOR is given in the beginning of EIA Report.
i. Reasons for selecting the site with details of alternate sites

examined/rejected/selected on merit with comparative statement and reason/basis
for selection. The examination should justify site suitability in terms of
environmental angle, resources sustainability associated with selected site as
compared to rejected sites. The analysis should include parameters considered
along with weightage criteria for short-listing selected site.
ii. Details of the land use break-up for the proposed project. Details of land use
around 10 km radius of the project site. Examine and submit detail of land use
around 10 km radius of the project site and map of the project area and 10 km area
from boundary of the proposed/ existing project area, delineating project areas
notified under The Wild Life (Protection) Act, 1972/ critically polluted areas as
identified by the CPCB from time to time/notified eco-sensitive areas/inter state
boundaries and international boundaries Analysis should be made based on latest
satellite imagery for land use with raw images.
iii. Submit the present land use and permission required for any conversion such as
forest, agriculture etc. land acquisition status, rehabilitation of communities/
villages and present status of such activities.
iv. 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.
v. Submit a copy of the contour plan with slopes, drainage pattern of the site and
surrounding area.
vi. Submit details of environmentally sensitive places, land acquisition status,
rehabilitation of communities/ villages and present status of such activities.
vii. Examine the impact of proposed project on the nearest settlements.
viii. Examine baseline environmental quality along with projected incremental load
due to the proposed project/ activities.
ix. Examine and submit details of levels, quantity required for filling, source of filling
material and transportation details etc. Submit details of a comprehensive Risk

Introduction
Assessment and Disaster Management Plan including emergency evacuation

during natural and man-made disaster integrating with existing airport.
x. Examine road/rail connectivity to the project site and impact on the existing traffic
network due to the proposed project/ activities. A detailed traffic and
transportation study should be made for existing and projected passenger and
cargo traffic.
xi. Submit details regarding R& R involved in the project.
xii. Examine the details of water requirement, use of treated waste water and prepare a
water balance chart. Source of water vis-à-vis waste water to be generated along
with treatment facilities to be proposed.
xiii. Rain water harvesting proposals should be made with due safeguards for ground
water quality. Maximize recycling of water and utilization of rain water.
xiv. Examine details of Solid waste generation treatment and its disposal.
xv. Submit the present land use and permission required for any conversion such as
forest, agriculture etc.
xvi. Examine separately the details for construction and operation phases both for
Environmental Management Plan and Environmental Monitoring Plan with cost
and parameters.
xvii. Submit details of a comprehensive Disaster Management Plan including
emergency evacuation during natural and man-made disaster.
xviii. Examine baseline environmental quality along with projected incremental load
due to the proposed project/ activities.
xix. The air quality monitoring should be carried out as per the notification issued on
16th November, 2009.
xx. Examine separately the details for construction and operation phases both for
Environmental Management Plan and Environmental Monitoring Plan with cost
and parameters.
xxi. Submit details of corporate social responsibilities (CSR).
xxii. Submit details of the trees to be cut including their species and whether it also
involves any protected or endangered species. Measures taken to reduce the
number of the trees to be removed should be explained in detail. Submit the
details of compensatory plantation. Explore the possibilities of relocating the
existing trees.
xxiii. Examine the details of afforestation measures indicating land and financial outlay.
Landscape plan, green belts and open spaces may be described. A thick green belt
should be planned all around the nearest settlement to mitigate noise and
vibrations. The identification of species/ plants should be made based on the
botanical studies.

Introduction
xxiv. Any further clarification on carrying 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/
Airport".
1.4.1 Location of Agartala Airport
Agartala Airport, one of the major airports of North East Region is located 11.5 km in
North West Direction from the main Agartala city. The geographical coordinates of
airport are 23o 53’ 26” N and 91o 14’ 21”E. The index map of Agartala Airport is
shown on Figure 1.2.
1.4.2 Geographical Conditions of the Study Area
The 10 km radius study area has been considered for environmental impact
assessment studies. The 10 km radius study area around Agartala airport on Google
map is shown in Figure 1.3. There is no forest, national park or wildlife sanctuary
within 10 km distance from the Agartala airport. India-Bangladesh International
Border is about 150 m from the Agartala Airport boundary.

EIA for Construction of New Integrated Terminal Building, Apron and Link Taxiway at Agartala Airport Introduction
Figure 1.2: Index Map of Agartala Airport

Introduction
Figure 1.3: 10 Km Study Area on Google for Agartala Airport

Introduction
1.5 Structure of Environmental Impact Assessment Report
The Environmental Impact Assessment (EIA) Report has been prepared as per format
described in the EIA Notification 2006 and the structure of EIA report is given below.
The EIA report has been divided into 10 Chapters which area presented as follows:
Compliance of TOR
Executive Summary: given in the beginning of the report,
Chapter 1: Introduction
This chapter provides background information, details of the environmental clearance

process, brief details and locations of the project, geographical settings of the area.
The terms of reference for preparation of EIA and structure of EIA report have also
been described in this chapter.
Chapter 2: Description of the Project
This chapter deals need for the project, project location, project layout, terminal
buildings, utilities and services, power requirements, parking facilities, water
requirement and sources, drainage and sewage disposal system, storm water drainage
system, horticulture and landscaping, energy conservation measures, the project
implementation schedule, estimated cost of development, etc.
Chapter 3: Description of the Environment
This chapter presents existing environmental conditions of the 10km radius study area
around the site including topography, geological, drainage pattern, water
environment, climate & meteorology, ambient air quality, noise levels, flora & fauna,
socio-economic conditions, etc.
Chapter 4: Anticipated Environmental Impacts & Mitigation Measures
This chapter describes the anticipated impact on the environment and mitigation
measures for project. The method of assessment of impact including studies carried
out, modeling techniques adopted to assess the impact where pertinent have been
elaborated in this chapter. It gives the details of the impact on the baseline parameters,
both during the construction and operational phases and suggests the mitigation
measures to be implemented by the proponent. It also describes the overall both-direct

Introduction
and indirect, reversible and irreversible impacts of the proposed activities on different
environmental parameters on different environmental parameters during construction
and post construction phase and underscores the areas of concern, which need
mitigation measures.
Chapter 5: Analysis of Alternatives
This chapter examines alternative means for proposed project involves description of
each alternative, summary of adverse impacts of each alternative, mitigation measures
proposed for each alternative and selection of best alternative.
Chapter 6: Environmental Monitoring Plan
This chapter describes environmental monitoring plan (EMP) for the project during
construction and operation phases.
Chapter 7: Additional Studies (Risk Analysis and Disaster Management Plan)
This chapter spelled out hazard identification, risk analysis and disaster management
plan for an unlikely event of emergency at terminal building of Agartala Airport.
Chapter 8: Project Benefits
This chapter includes the benefits in terms of improvement in physical infrastructure,

social infrastructure, employment potential, etc.
Chapter 9: Environmental Management Plan (EMP)
This chapter describes environmental management plan to mitigate adverse

environmental impacts and to strengthen beneficial impacts.
Chapter 10: Disclosure of Consultant engaged
This chapter comprises the name of consultants engaged with their brief resume and
nature of consultancy rendered.

Description of Project
CHAPTER 2
DESCRIPTION OF PROJECT
2.1 Introduction
Agartala airport has existing terminal building with a capacity for 250 arriving and
250 departing passengers at a time. The details of runway, taxiway, apron, CNS
facilities at Agartala Airport are as under:
 Runway: 2286 m x 45 m
 Apron: To park 3 nos. A-320/A-321 and 2 no. ATR-72 at a time
 Terminal Building: 500 pax. (250 arriving+250 departing) at a time
 CNS Facilities: NAV/Comm. Aids like ILS, DVOR, DME, NDB, and VHF
 ATC control tower cum technical block and fire station of Cat-VII
 Night Landing Facilities
2.2 Land Available at the Airport
The existing airport covers 508.191 Acres, out which operation area of the airport is
465.30 Acres. The land details of the existing airport are as given below:
Operation Area 465.30 Acres

Non operation Area (City Side of Terminal Building) 8.081 Acres
Residential Area 34.81 Acres
Total 508.191 Acres
2.3 Master Plan for Existing Airport and Proposed Construction
The integrated terminal building covering an area of 30000 sqm will be designed for
600 arriving (including 100 International) and 600 departing (including 100
International) passengers at a time with recommended area specifications and to
match the level of Service B as per International Airport Transport Association’s
(IATA) recommendations.
The master plan of Existing Airport is show in Figure 2.1.

2.4 Proposed Development at the Existing Airport
In 2013-14 Agartala Airport handled on an average 2058 passengers per day. The
existing terminal building is not capable enough to accommodated increasing
numbers passengers at present in future years. Therefore, Airports Authority of India
has proposed to design and construct new terminal building for 600 arriving
(including 100 International) and 600 departing (including 100 International)
passengers at a time and other works also at the airport.
The proposed scope of work for development of Agartala Airport is as under:
2.4.1 Civil Works
A. New Integrated Terminal Building
(i) Construction of centrally air‐conditioned New Integrated Terminal Building of

modular design with all modern facilities and amenities as per the layout plan
enclosed. The integrated Terminal Building covering with approximate plan
area of 19000 sqm shall be designed for 600 arriving and 600 departing
passengers at a time.
(ii) Construction of car park for at least 500 cars and 10 buses, separate car /scooter
park area.
(iii) Development of four‐lane vehicular road from Terminal Building / Car
parking with canopy covering two lanes in front of the Terminal Building on the
city side and connecting the main approach road to the city.
(iv) Horticulture‐landscaping, drainage system and water supply etc.
(v) Driver’s canteen and toilet facility on the city side.
(vi) Sub‐station, A/C plant room and related service facilities.
(vii) Providing city side compound wall with Concertina Coil on top between city
side and operational area.
B. Construction of Apron for parking of 6 (six) A321/B-737-800/Q-400 type of

aircraft and two taxiways:
(i) Construction of apron of approximate area 255m x 88.5m, with shoulders width
7.5 m on three sides.
(ii) Construction of two link taxiways of length 178 m and 265 m connecting the
Runway with the Apron. The width of the taxiways shall be 23m with shoulders
of 7.5m on either side.

(iii) Provision of drainage system for the apron connecting the main storm water
drains and culverts below the taxiways or portions of Apron where ever
required.
(iv) Provision of hard stand for ramp equipment and three lane service road between
the apron and the Terminal Building.
(v) Provision of pipe lines for future installation of fuel hydrant system.
2.4.2 Electrical Work
The scope of work for the proposed electrical works at the Agartala Airport is as
given below:
(i) Internal and external electrification for Terminal Building Complex, associated
buildings, Car Park and roads.
(ii) Provision of water supply pumping arrangement system, Water Filtration, water
cooler & R.O/U.V. Filters, Sewage Treatment Plant.
(iii) Augmentation of main power supply, Substation Equipments, DG Sets for
Secondary Power supply and associated ancillary buildings.
(iv) Central air-conditioning with provision of vertical air-conditioning concept.
(v) Provision of conveyor belts with on line X-Ray inspection System and other
equipments.
(vi) Fire detection, alarm and protection system with Fire Control Room.
(vii) Building Management System.
(viii) Escalators & Elevators with matching staircase.
(ix) Provision of four Passenger Boarding Bridges (PBB) for the specified parking
stands.
(x) Provision of Visual Docking Guidance Systems for parking stands with PBBs
and remote nose-in stands.
(xi) Provision of Apron Edge Lights, Taxiway Edge Lights, and lighted mandatory
information/information Signs, etc. Including cabling works.
(xii) Provision of high mast Apron Flood Lights at appropriate locations to meet the
required illumination standards along with raising and lowering device for
easy maintenance.
(xiii) Provision of adequate number of illuminated signages inside and out side the
terminal building, car park area for guidance of passengers and visitors.
2.4.3 CNS Works
The scope of work for the proposed CNS works at the Agartala Airport is Relocation
of NDB, DVOR and Glide Path.

2.4.4 IT & Airports Systems Works
The proposed development will include IT & Airports Systems Works at the Agartala
Airport.
2.5 Land Requirement for Proposed Development
The proposed development at the existing Agartala Airport will be located within
available 508.191 Acres land and 76.206 Acres (71.996 Acres + 4.21 Acres) land
handed over by State Government. The open land will be converted built-up land.
The statement of land for existing and proposed development of Agartala Airport is
given in Table 2.1:
Table 2.1: Statement of Land for Existing & Proposed Development

Existing Land
Operation Area 465.30 Acres
Non operation Area (City Side of Terminal 8.081 Acres
Building)
Residential Area 34.81 Acres
Total 508.191 Acres
Newly Acquired Land (For Airport)
Land Obtained from State Government 71.996Acres
Additional Land to be acquire from State 4.21 Acres
Government
Total land required 76.206 Acres
AAI Land Swapped to Rehabilitate 28.000 Acres
Displaced Families
2.6 New Integrated Terminal Building
At the airport construction of centrally air-conditional new integrated terminal

building of modular design with all modern facilities and amenities is proposed as per
the layout plan given in Figure 2.2. The integrated terminal building covering with
approximate plan area of 19000 sqm will be designed for 600 arriving and 600
departing passengers at a time with recommended area specifications and to match the
level of Service B as per International Airport Transport Association’s (IATA)
recommendations. The building will be provided with aesthetically appealing &
soothing interior decoration matching the modern structure.
The area statement for new terminal buildings is given in Table 2.2:

Table 2.2: Area Statement for New Terminal Buildings

Sn Details Area
1. Ground Floor Area First 7785 sqm (6m) h
Ground floor Area Second 4173 sqm (12m) h
2. First Floor Area First 192 sqm (3.35m)
First Floor Area Second 9208 sqm (6m)
3. Basement Area 8064 sqm (6m) d
Total Area 30000 sqm
2.6.1 Cutting & Filling
New terminal building, substation, etc at Agartala Airport will be above ground.
However, 6 m deep basement covering an area 8064 sqm will be constructed
For construction of the proposed facilities at the Agartala Airport, tentatively 67930
cum cutting and 276805 cum filling will be required.
Earth excavated from construction of 8064 sqm size basement will be used filling at
airport site.
2.6.2 GRIHA Rating
It is proposed that all works necessary will achieve 4 stars GRIHA Rating. GRIHA is
an acronym for Green Rating for Integrated Habitat Assessment. GRIHA is a rating
tool that helps to assesses the performance of their building against certain nationally
acceptable benchmarks. It evaluates the environmental performance of a building
holistically over its entire life cycle, thereby providing a definitive standard for what
constitutes a ‘green building’. The rating system, based on accepted energy and
environmental principles, will seek to strike a balance between the established
practices and emerging concepts, both national and international.
2.6.3 Parking Facilities
The car park facility will be provided for at least 500 cars and 10 buses, separate car/
scooter park area. The parking plan is shown in Figure 2.6.
2.7 Construction Materials Requirement for Proposed Extension
The construction materials requirement for the proposed development of Agartala

Airport has been estimated and given in Table 2.3.

Table 2.3: Construction Materials Requirement for Proposed Development
S. No. Construction Materials Quantity Required

1 Cement 39294 MT
2 Sand 80000 Cum
3 Coarse Sand for aggregate 45000 Cum
4 Steel 7500 MT
5 Bitumen 200 T
2.8 Power Requirement
Total power requirement is estimated as 2885 kW for new terminal building and other
facilities at Agaratala Airport. For the power back-up, three DG sets of 1000 kVA,
each will be provided to meet the power requirement in the event of grid power
failure.
2.9 HVAC Requirement
HVAC System requirement at the proposed terminal building at existing Airport is

estimated as 1185 TR. To meet the air conditioning requirement, four screw chilling
tower unit of 350 TR will be installed. Microprocessor based control system (BMS)
will also installed at the Airport.
2.9.1 Design Considerations
The system proposal is designed to fulfil the following objectives:
 Low capital cost.

 Energy efficient throughout the varying load patterns
 Minimum power demand.
 Providing required Indoor air quality (IAQ) with reduced operating cost.
 Maximum flexibility of operation.
 Use of highly responsive control system (BMS) to optimize system functioning.

Figure 2.1: Master Plan for Agartala Airport

Figure 2.2: Layout Plan Showing New Proposed Terminal Building at Agartala Airport

The selection of equipment is designed to achieve the lowest capital cost consistent
with energy efficient modern technology. The choice of equipment and specifications
will provide the best possible system at a reasonable price.
2.9.2 Energy Efficient
The air conditioning systems operate between a minimal demand of 40% and up to a
maximum demand of 95% for a major part of the year. Hence, the selection proposed
is such that the overall power requirement remains consistent with the demand,
avoiding all possible waste.
2.9.3 Flexibility
The use of air cooled chilling units has been proposed instead of water cooled chillers.
This will avoid use of cooling towers and condenser water pumps, thereby reducing
by nearly 40% the number of equipments which have to be operated and maintained.
The chiller will be fitted with air cooling pads to reduce power consumption and save
80% water as compared to water cooled system, the cooling pads will be used
whenever Ambient temperature crosses 35°C. The use of air cooled chillers will thus
simplify operation and also avoid worrying about availability of water in cooling
towers at all times. There will be separate pumps for secondary circuit. In addition
each floor will have independent Air handling Units (AHUs). This will ensure that the
equipment in operations is as per demand without any wastage of power.
2.9.4 Control System
It is proposed to use microprocessor based control system (BMS) to optimize plant

operation and minimize running costs.
The various systems are selected carefully to provide maximum benefits at a

reasonable cost.
The BMS will also be used to integrate other services and control external lighting
and monitor other services.
2.9.5 System design (Ventilation & Miscellaneous)
The ventilation of D.G. room and pump will be through the use of axial flow fans on
the opposite side.

The HVAC plant room will be ventilated using propeller type fans.
2.9.6 Building Management System (BMS)
It is proposed to provide a Microprocessor Based Building Management and control

system (BMS) for HVAC system and other services to create an intelligent building.
2.10 Water Requirement and Its Management
2.10.1 Expected Population per Day at Airport
The expected population per day at the Airport is given below:
Arriving and Departing Passengers - 3000

Airport staff - 200
Drivers/Visitors - 300
Water required as per National Building Code 2005 Part IX Table 2 is given below.
International & Domestic terminal Staff - 70 Litres/Head/Day

Air Passenger - 15 Litres/Head
Floating population - 15 Litres/Head
2.10.2 Total Water Required
Water requirement for the Agartala Airport is estimated as given below:
For Domestic Water Use
Air Passengers (3000 x15) - 45000 Litres

Staff (200 x70) - 14000 Litres
Visitors (300 x 15) - 4500 Litres
Total - 63500 Litres
For Crush Fire Tender Water Use - 6 kl

For HVAC Use - 50 kl
Total water requirement is estimated as 119.5 Kl per day (say 120 kld). The water
balance diagram is shown in Figure 2.3. The water requirement for flushing and

landscaping will be met through reuse of treated waste water from STP. Therefore,
fresh water requirement is estimated as 81.4 kl/d (say 82 kld).
HVAC
(50 Kl)
Consumed
Evaporation
(6.1 kl/d)
Water for
Bore Well 2.5 kl/d
drinking, hand 4 kl/d
Fresh Water washing, food,
Water Supply (81.4 kl/d) etc. (25.4 kl/d)
22.9 kl/ d STP 54.9 kl/d
(61 kl/d)
Treated Water for
Toilet Flushing
38.1 kl/d (38.1 kl/d) 38.1 kl/d
CFT
(6 Kl) Treated Water
Water for Green Belt & Storage Tank
Landscaping by
16.8 kl/d Sprinkler Irrigation
(16.8 kl/d)
54.9 kl/d
Figure 2.3: Water Balance Diagram for Agartala Airport
2.10.3 Sources of Water
Water requirement will be met through tube wells already available at the Agartala
airport.
2.10.4 Sanitary Fixtures and Toilet Accessories
Water Closet: All water closets will be wall hung with concealed dual flushing
cistern and in lodders and staff toilets WC will be provided with dual flushing cistern.
Under counter/ circular above counter wash basins with battery operated auto sensor
pillar taps will be provided.
 Flat back wash basins with CP brass self closing pillar tap will be provided in
lodders and staff toilets.
 Semi stall urinal with battery operating auto sensor flush valves.
 Frosted Glass urinal portion with metal clips.
 CP adjustable shower with Diverter and spout in rest room's and VIP toilet.
 Vitreous china recess toilet paper holder.

 Automatic soap dispenser on wash basins (Stainless steel).

 Automatic air purifier (Stainless steel).
 Toilet tissue paper holder (Stainless steel).
 Automatic electrically operated hand drier (Stainless steel).
Water Distributions Pipe and Fittings
G.I. / composite Pipe and fitting for hot and cold water. Heavy class G.I. pipe and
fitting in shaft and under floor. All external under ground water pipe will be cast iron
Class LA conforming to IS:1536 with specials and lead joints.
Sewerage Treatment and Disposal
As per water balance diagram, 61 kl/d sewage will be generated after the operation of
new terminal building which will be treated in STP of capacity 75 kl.
2.11 Connectivity
The Agartala Airport is well connected by the road. The construction materials and
filling earth will be transported through existing road only. Earth and construction
materials will be transported during non peak hours or night time.
2.12 Project Cost
The estimated cost of the proposed development at the Agartala Airport is Rs 438.28
Crores.

Description of Environment
CHAPTER – 3
DESCRIPTION OF ENVIRONMENT
3.1 Introduction
The reconnaissance survey of the area around the Agartala Airport was carried out on
25th September 2015 and the field studies were carried out for one season during post
monsoon season to collect baseline primary and secondary data for the present
environmental scenario in the study area for the EIA studies.
A comprehensive primary and secondary data collection program was undertaken to

assess the status of baseline environment conditions within the study area, as per the
TOR issued by MOEF&CC for carrying out the EIA/EMP study for one season from
30th September 2015 to 31st December 2015 during post monsoon season. The area
covered by 10 km radius around the airport site has been considered for the study.
Land, surface and ground water, soil, meteorology, ambient air, ambient noise
constitute the physical environment, while flora and fauna constitute the biological
environment of the study area. Demographic and socio-economic conditions of the
study area were also studied during the study period. The environmental monitoring
has been carried out for ambient air quality, water quality, soil characteristics, noise
levels and meteorology. Physical, biological and socio-economic environmental
conditions within 10 km radius study have been discussed in the following sections.
3.2 Topography And Physiography
Physiographically, the study area is mostly plain/rolling. Titas River is flowing at

distance of 3.9 km in west direction of the airport in Bangladesh territory. The study
area has plain and rolling topography towards both southern and northern sides of the
central part. The physiography of the study area is given in Figure 3.1.

Project Site
Figure 3.1: Physiography of the Area
3.3 Geology of the Area
The area exhibit an wide array of sediment rocks characteristics of marine-mixed-

fluvia type origin ranging age from upper most Oligocene to recent period.
Tectonically, the region now comprises a series of sub-parallel arquate, elongated,
doubly plunging folds arrange in north south direction geologically, the area is
occupied by the folded sedimentary formations ranging in age from lower tertiary to
recent.
The plains of the rivers the areas are alluvial Tipam group in nature consisting of
sand, silt and clay. These flat lands are fertile due to annual flooding and are very
good for paddy, jute, rabi crops etc. The geology of the area is shown in Figure 3.2.

Project Site
Figure 3.2: Geology and Minerals of the Area
3.4 Soil Characteristics
The soil of the study area are formed by disintegration and weathering of rocks,
brown to dark brown in colour and sandy loam to loam in texture. Alluvial soils found
on river terraces and high plains are rich in nutrients and are suitable for arable
farming for growing paddy jute, tea, coffee and rubber plantation.
3.4.1 Soil Type
Soil of the area deep to very deep well drained, fine loamy soils on moderately to
gently sloping rolling uplands having clay loam surface with moderate to severe

erosion hazard. Soil proife in the study area is given in Table 3.1 and shown in
Figure 3.3.
Table 3.1: Soil Type/ Soil Classification of the Study Area

Map Description Soil Taxonomy
Unit
16 Deep, well drained, fine loamy soils  Fine loamy Typic Kandiudults
on moderate to gently sloping flat  Fine loamy Aquic Dystrochrepts
topped denudation hills having clay  Fine Typic Dystrochrepts
loam surface with moderate erosion
hazard; associated with: Deep,
imperfectly drained, fine loamy soils
on gently sloping hill top with
moderate erosion hazards.
20 Deep, well drained, fine loamy soils  Fine Typic Dystrochrepts
on gently to moderately sloping  Coarse loamy over sandy Typic
undulating plains with low mounds Dystrochrepts
having loamy surface with moderate  Fine loamy Typic hapludults
erosion hazard mostly under
moderately dense forest; associated
with: Very deep, well drained, coarse
loamy over sandy soils on side slopes
of moderately sloping low mounds,
with moderate erosion hazard.
21 Deep, moderately well drained, fine  Fine loamy Typic
loamy soils on gently sloping Dystrochrepts
undulating plains with low mounds  Fine loamy Aquic Dystrochrepts
having loamy surface with moderate  Fine loamy Oxyaquic
erosion hazard; associated with: Deep Dystrochrepts
to very deep, poorly to imperfectly
drained, fine loamy soils with slight
erosion hazards on nearly level narrow
valleys under paddy cultivation.
39 Deep, very poorly drained, clayey  Fine loamy Typic
soils on very gently sloping floodplain Epiaquepts
having silty clay surface with severe  Fine loamy over sandy Typic
to very severe flooding hazard and Epiaquepts
slight erosion hazard under intensive
cultivation; associated with: very
deep, imperfectly drained, fine silty
soils on very gently sloping flood
plain with severe to very severe
flooding hazard.

43 Very deep, well drained, fine loamy  Fine loamy Typic

soils on moderately to gently sloping Haplumbrepts
rolling uplands having clay loam  Fine loamy pachic
surface with moderate to severe Haplumbrepts
erosion hazard under degraded forest;  Fine Typic Dystrochrepts
associated with: very deep, well
drained, fine loamy soils on
moderately sloping rolling uplands
under moderate erosion hazard.
Source: National Bureau of Soil Survey and Land Use Planning, Nagpur.
Figure 3.3: Soil Type of the Study Area
To understand the soil characteristics 8 locations in the study area were selected for
soil sampling. The soil sampling locations are shown in Figure 3.4. Composite
sampling of soil upto root depth (10 – 15 cm) was carried out at each location.
The value of important physical and chemical parameters of these soil samples are
given in Table 3.3. From the tabulated values, the following conclusions can be made
about the physical and chemical characteristics of the soil samples. Details of soil
sampling locations is given in Table 3.2.

Table 3.2: Soil Sampling Locations

Code Location Latitude & Distance w.r.t. Direction w.r.t.
Longitude Site (km) Site
S1 Project Site 23053’30.27” N - -
0
91 14’37.05” E
S2 Naringarh 23054’58.33” N 3.53 NNE
0
91 15’9.32” E
S3 Singarbil 23054’15.96” N 1.42 NE
0
91 15’11.61” E
S4 Usha Bazar 23052’31.82” N 1.47 SE
0
91 15’16.31” E
S5 Gandhigram 23053’35.31” N 4.47 E
0
91 17’11.98” E
S6 Nutan nagar 23052’51.32” N 3.12 ESE
91016’21.77” E
S7 Ram nagar 23051’19.12” N 3.93 SSE
91015’48.47” E
S8 lankamura 23051’41.05” N 3.70 S
91014’54.28” E
Colour: Soil samples from all eight locations are brown Colour.
Texture: Soil samples from all eight locations are loamy and sandy loam in texture.
Bulk Density: Bulk density of soil in the study area is found to be in the range from
1.32 to 1.46 g/cc.
Electrical Conductivity: Electrical conductivity of the soil in the study area is found
to be in the range of 20.6 to 41.2 µs/cm.
pH: pH was determined by taking 1:5 ratio of soil and distilled water. pH of soil in
the study area is found to be slightly acidic to alkaline in the range of 6.4 to 7.5.
Available Nitrogen: Nitrogen content of the soil samples in the study area is ranges
from 155 to 188 mg/kg.
Available Phosphorous: Phosphorous content of the soil samples in the study area is
ranges from 25.4 to 43.2 mg/kg.
Available Potassium: Potassium content of the soil samples in the study area is
ranges from 54 to 81 mg/kg.

Exchangeable Calcium: Calcium content of the soil samples in the study area is
ranges from 146 to 288 meq/100g.
Exchangeable Magnesium: Magnesium content of the soil samples in the study area
is ranges from 124 to 142 meq/100g.
Exchangeable Sodium: Sodium content of the soil samples in the study area is
ranges from 20 to 39 meq/100g.
Organic Matter: Organic matter of the soil in the study area is found to be in the
range from 1.09 to 1.62 %.

Figure: 3.4: Soil Sampling Locations of the Study Area

Table 3.3: Soil Characteristics of the Study Area

S.
Parameters Unit S1 S2 S3 S4 S5 S6 S7 S8
No.
1 pH (1:5 Soil Suspension) -- 6.4 6.9 7.3 7.1 6.5 7.5 6.8 7.2
2 Bulk Density g/cc 1.32 1.45 1.42 1.38 1.46 1.34 1.37 1.42
Electrical conductivity,
3 µs/cm 20.6 30.8 24.9 40.5 29.5 41.2 32.5 29.9
(1:5 Soil Suspension)
4 Available Nitrogen mg/kg 165 188 155 172 167 155 168 173
5 Available Phosphorous mg/kg 43.2 40.8 38.6 25.4 36.4 33.9 33.7 41.5
6 Available Potassium mg/kg 81 72 66 78 69 54 79 61
7 Exchangeable Calcium as Ca meq/100g 288 217 167 241 184 146 167 199
8 Exchangeable Magnesium as Mg meq/100g 126 129 133 142 124 135 127 138
9 Exchangeable Sodium as Na meq/100g 20 39 34 26 31 25 34 29
10 Organic Matter % 1.23 1.21 1.44 1.12 1.26 1.09 1.24 1.62
11 Texture Classification -- Loamy Loamy Loamy Loam Sandy Sandy Loamy Loamy
Loam Loam
Soil Sampling Locations: S1 –Project Site, S2 –Nasringarh, S3 –Singarbil, S4 –Usha Bazar, S5 –Gandhigram, S6 –Nutan Nagar, S7-Ram Nagar, and
S8-Lankamura
Date of Sampling: 19 October 2015.

3.5 Water Resources And Water Quality
3.5.1 Water Resources
Water resources of the study area are classified into the following categories:
 Surface Water Resources: Nadi, Nullah, ponds, etc.

 Ground Water Resources: Accumulation of water in deeper strata of ground.
The only source of recharging for surface water and ground water is from the
atmospheric precipitation, which is in the form of rainfall.
3.5.2 Surface Water Resources
Haora river located at distance of 7.3 km in south direction. The drainage system of
the area is dominated by three major rivers Haora River, Titas River and Katakhal
River. The drainage system of the area is given Figure 3.5 and drainage map of the
study area is given in Figure 3.6.
The river originating from the eastern side of the Baramura range flows westernly
through the alluvial plains and passes by the southern embankment of the study area.
Figure 3.5: Drainage System of the Area

Figure: 3.6: Drainage Map of the Study Area
3.5.3 Ground Water Resources
Ground water is the dominant water source in the area. The sources of recharging of
ground water are from precipitation (rainfall) and through water bodies flowing in the
area. In the area groundwater is drawn mostly by hand pumps for domestic purpose
and by tube wells for agricultural purpose. The static water levels vary place to place
in the study area.
Ground Water Levels
Depths of ground water table inferred in the villages located around the airport site are
given in Table 3.4.

Table 3.4: Ground water levels in villages Around Airport

S. No Name of Village Depth of Water Table (m)
1. Narasingarh 4
2. Gandhigram 4
3. Krishna Nagar 6
4. Lankamura 5
Ground Water Potential / Availability
Ground water surveys carried out by the Central Ground Water Board (CGWB) reveal
that the aquifer system in the area possesses good potential. The depth of the water
table in both pre monsoon and post monsoon seasons range between 5-15 m with net
seasonal fluctuations ranging between 1-2 m. In the study area the depth of water
level for shallow aquifer was observed to be in the range between 1 to 5 mbgl, while
the depth to water level in the deeper aquifers was observed between 1 to 7 mbgl. The
pattern of pre-monsoon water table contours in study area reveals that the master
slope of the ground water is towards west.
3.5.4 Ground and Surface Water Quality in Study Area
The quality of ground and surface water is influenced by surface and sub-surface
environmental conditions. The quantity and quality of water entering the underground
regime is another important parameter which influences underground water quality.
Water quality in the study area has been studied for assessing the water environment
and to evaluate anticipated impacts of the proposed development at Agartala Airport.
Based on the reconnaissance survey, monitoring locations were finalized keeping the
following criteria as basis:
 drainage pattern;
 location of residential areas representing different activities/likely impact areas;
and
 likely areas which can represent baseline conditions.
A. Water Sampling Locations
For assessing the ground water quality in the study area, water samples were collected
from 8 locations from the study area, i.e. Project Site, Narsingarh, Singarbil, Usha
Bazar, Gandhigram, Nutan Nagar, Ram Nagar and Lankamura. The samples were
collected and analyzed as per the procedures specified in 'Standard Methods for the
Examination of Water and Wastewater' published by American Public Health

Association (APHA). The details of ground and surface water sampling locations are
given in Table 3.5 are shown in Figure 3.7.
Table 3.5: Ground and Surface Water Sampling Locations

Code Location Latitude & Distance w.r.t. Direction w.r.t.
Longitude Airport (km) Airport
GW 1 Project Site 23o53’30.27” N - -
o
91 14’37.05” E
GW 2 Naringarh 23o54’58.33” N 3.53 NNE
o
91 15’9.32” E
GW 3 Singarbil 23o54’15.96” N 1.42 NE
o
91 15’11.61” E
GW 4 Usha Bazar 23o52’31.82” N 1.47 SE
o
91 15’16.31” E
GW 5 Gandhigram 23o53’35.31” N 4.47 E
o
91 17’11.98” E
GW 6 Nutan nagar 23o52’51.32” N 3.12 ESE
o
91 16’21.77” E
GW 7 Ram nagar 23o51’19.12” N 3.93 SSE
o
91 15’48.47” E
GW8 lankamura 23o51’41.05” N 3.70 S
o
91 14’54.28” E
Haora River 23o49’36.18”N
SW1 7.53 SSE
near Battala 91o16’02.80” E
Samples for chemical analysis were collected in polyethylene carboys. Samples

collected for metal content were acidified with 1 ml HNO3. Samples for
bacteriological analysis are collected in sterilized glass bottles. Selected physico-
chemical parameters have been analyzed for projecting the existing water quality
status in the study area.

Figure 3.7: Ground & Surface Water Sampling Locations
B. Characteristics of Ground Water Samples
The collected water samples were analyzed for physical and chemical parameters as
parameters described in IS:10500:2012. These surface water samples were analyzed
as IS:2296. Table 3.6 gives desirable and permissible limits prescribed for potable
water in IS:10500: 2012.

Table 3.6: Indian Standard Specification for Drinking Water

Sl. Characteristic Requirement Permissible Protocol
No. (Acceptable Limit in the
Limit) Absence of
Alternate
Source
I Organoleptic and Physical Parameters
i) Colour, Hazen units, Max 5 15 IS 3025 (Part 4)
ii) Odour Agreeable Agreeable IS 3025 (Part 5a)
iii) pH value 6.5-8.5 No relaxation IS 3025 (Part 11)
iv) Taste Agreeable Agreeable IS 3025 (Part 7&8)
v) Turbidity, NTU, Max 1 5 IS 3025 (Part 10)
vi) Total dissolved 500 2000 IS 3025 (Part 16)
solids, mg/l, Max
II General Parameters Concerning
Substances Undesirable in Excessive
Amounts
i) Aluminium (as Al), mg/l, 0.03 0.2 IS 3025 (Part 55)
Max
ii) Ammonia (as total 0.5 No relaxation IS 3025 (Part 34)
ammonia-N), mg/l, Max
iii) Anionic detergents (as 0.2 1.0 IS 13428
MBAS) mg/l, Max
iv) Barium (as Ba), mg/l, Max 0.7 No relaxation IS 15302
v) Boron (as B), mg/l, Max 0.5 1.0 IS 3025 (Part 57)
vi) Calcium (as Ca), mg/l, Max 75 200 IS 3025 (Part 40)
vii) Chloramines (as Cl2), mg/l, 4.0 No relaxation IS 3025 (Part 26)
Max
viii) Chloride (as Cl), mg/l, Max 250 1000 IS 3025 (Part 32)
ix) Copper (as Cu), mg/l, Max 0.05 1.5 IS 3025 (Part 42)
x) Fluoride (as F) mg/l, Max 1.0 1.5 IS 3025 (Part 60)
xi) Free residual chlorine, mg/l, 0.2 1 IS 3025 (Part 26)
Min
xii) Iron (as Fe), mg/l, Max 0.3 No relaxation IS 3025 (Part 53)
xiii) Magnesium (as Mg), mg/l, 30 100 IS 3025 (Part 46)
Max
xiv) Manganese (as Mn), mg/l, 0.1 0.3 IS 3025 (Part 59)
Max
xv) Mineral oil, mg/l, Max 0.5 No relaxation IS 3025 (Part 39)
xvi) Nitrate (as NO3), mg/l, Max 45 No relaxation IS 3025 (Part 34)
xvii) Phenolic compounds (as 0.001 0.002 IS 3025 (Part 43)
C6H5OH), mg/l, Max
xviii) Selenium (as Se), mg/l, Max 0.01 No relaxation IS 3025 (Part 56)
xix) Silver (as Ag), mg/l, Max 0.1 No relaxation IS 13428
xx) Sulphate (as SO4) mg/l, Max 200 400 IS 3025 (Part 24)
xxi) Sulphide (as H2S), mg/l, 0.05 No relaxation IS 3025 (Part 29)
Max
xxii) Total alkalinity as Calcium, 200 600 IS 3025 (Part 23)
mg/l, Max
xxiii) Total hardness (as CaCO3), 200 600 IS 3025 (Part 21)

Sl. Characteristic Requirement Permissible Protocol

No. (Acceptable Limit in the
Limit) Absence of
Alternate
Source
mg/l, Max
xxiv) Zinc (as Zn), mg/l, Max 5 15 IS 3025 (Part 49)
III Parameters Concerning Toxic Substances
i) Cadmium (as Cd), mg/l, Max 0.003 No relaxation IS 3025 (Part 41)
ii) Cyanide (as CN), mg/l, Max 0.05 No relaxation IS 3025 (Part 27)
iii) Lead (as Pb), mg/l, Max 0.01 No relaxation IS 3025 (Part 47)
iv) Mercury (as Hg), mg/l, Max 0.001 No relaxation IS 3025 (Part 48)
v) Molybdenum (as Mo), mg/l, 0.07 No relaxation IS 3025 (Part 2)
Max
vi) Nickel (as Ni), mg/l, Max 0.02 No relaxation IS 3025 (Part 54)
vii) Polychlorinated biphenyls, 0.0005 No relaxation APHA 6630
mg/l, Max
viii) Polynuclear aromatic 0.0001 No relaxation APHA 6630
hydrocarbons (as PAH),
mg/l, Max
ix) Total Arsenic (as As), mg/l, 0.01 0.05 IS 3025 (Part 37)
Max
x) Total chromium (as Cr), 0.05 No relaxation IS 3025 (Part 52
mg/l, Max
xi) Trihalomethanes
a) Bromoform, mg/l, Max 0.1 No relaxation ASTM D 3973-85
or
APHA 6232
b) Dibromochloromethane, 0.1 No relaxation ASTM D 3973-85
mg/l, Max or
APHA 6232
c) Bromodichloromethane, 0.06 No relaxation ASTM D 3973-85
mg/l, Max or
APHA 6232
d) Chloroform, mg/l, Max 0.2 No relaxation ASTM D 3973-85
or
APHA 6232
IV Bacteriological Quality of Drinking Water
i All water intended for Shall not be detectable in any
drinking, 100 ml sample
a) E. coli or thermotolerant
coliform bacteria (TCB)
Source: Bureau of Indian Standard Code IS: 10500:2012
The analysis results of ground water samples collected during the study period are
given in Table 3.7.

Organoleptic and Physical Parameters
Colour: The colour of ground water samples was found <1 hazen unit and meets the
desirable limit of drinking water standards.
Odour: The odour in ground water samples was unobjectionable and meets the
desirable limit for drinking water standards.
pH: The pH value of all ground water samples ranges from 6.9 to 7.8 and meets the
desirable drinking water standards.
Turbidity:-The turbidity of water samples was found 1.1 to 1.6 NTU unit and meets
desirable limits at all the ground water sampling locations.
Total Dissolved Solids (TDS): The TDS in ground water samples range from 171 to
232 mg/l and meet desirable limit of 500 mg/l in all the ground water sampling
locations.
Total Hardness: The total hardness of ground water samples range between 67.8
mg/l to 84.8 mg/l and meets desirable limit of 200 mg/l in all the ground water
sampling locations.
Total Alkalinity: Total alkalinity in ground water samples ranges from 72 mg/l to 89
mg/l and meets desirable limits of 200 mg/l at all the ground water sampling
locations.
Iron: The iron content in all ground water sample ranges from 0.61 to 1.45 mg/l and
not meets permissible limits of 0.3 mg/l at all the ground water sampling locations.
Chloride: The chloride content in ground water samples range from 18.8 mg/l to 24.2
mg/l and meets desirable limit of 250 mg/l at all the ground water sampling locations.
Calcium: The calcium content in ground water samples range from 15.8 mg/l to 18.5
mg/l and meets desirable limit of 75 mg/l at all the ground water sampling locations.
Magnesium: The magnesium content in ground water samples range from 6.9 mg/l to
9.4 mg/l and meets desirable limit of 30 mg/l at all the ground water sampling
locations.

Sulphate: Sulphate content in ground water samples ranges from 14.2 to 24.3 mg/l
and meets the desirable limit of 200 mg/l at all the ground water sampling locations.
Nitrate: Nitrate content in ground water samples ranges from 5.9 mg/l to 9.1 mg/l
and meet the desirable limit of 45 mg/l at all the ground water sampling locations.
Fluoride: Fluoride content in ground water samples ranges from 0.15 mg/l to 0.23 at
all locations meets desirable limit of 1 mg/l at all the ground water sampling
locations.
Phosphate: Phosphate content in ground water samples ranges from 0.16 mg/l to 0.76
mg/l.
Sodium: Sodium content in ground water samples ranges from 14.3 mg/l to 21.4
mg/l.
Potassium: Potassium content in ground water samples ranges from 5.14 mg/l to 9.3
mg/l.
Zinc: Zinc content in ground water samples ranges from 0.10 to 0.96 mg/l and meets
the desirable limit 5 mg/l at all the ground water sampling locations.
Other parameters : Copper (Cu), Phenolic compounds, Mercury (Hg), Cadmium

(Cd), Selenium (Se), Arsenic (As), Lead (Pb), Total Chromium (Cr) contents were
found below detection limit (BDL) in ground water samples.
III. Conclusions
The results of ground water samples were compared to Indian Standard Specification
of drinking water IS: 10500:2012. Most of analysed parameters meets desirable limit
but some location it meets permissible limit in the absence of alternate source of
water. The ground water resources in the study area were found fit for drinking
purpose.

EIA/EMP for Construction of New Domestic Terminal Building, Apron & Link Taxiway at Agartala Airport Description of Environment
Table 3.7: Ground Water Quality in the Study Area during Post Monsoon Season
S. Parameters Unit GW1 GW2 GW3 GW4 GW5 GW6 GW7 GW8
No.
1 Colour Hazen <1 <1 <1 <1 <1 <1 <1 <1
2 pH at 25 0 - 7.1 7.4 7.1 7.6 7.3 7.5 7.8 7.0
3 Odour - Unobjection- Unobjection- Unobjection- Unobjection- Unobjection- Unobjection- Unobjection- Unobjection-
able able able able able able able able
4 Electrical μmhos/cm 89 96 105 115 108 125 93 120
Conductivity,
5 Turbidity NTU 1.3 1.5 1.4 1.1 1.3 1.4 1.2 1.6
6 Total Dissolved mg/l 171 205 214 232 213 222 215 225
Solids
7 Total Hardness as mg/l 72.6 79.2 74.9 78.3 72.3 67.8 71.0 84.8
CaCO3
8 Total Alkalinity as mg/l 74 81 83 89 79 76 72 77
CaCO3
9 Chloride as Cl mg/l 18.8 21.4 24.2 23.4 23.7 19.2 20.7 21.2
10 Sulphate as SO4 mg/l 21.5 19.2 19.5 24.3 17.9 18.4 22.2 14.2
11 Fluoride as F mg/l 0.23 0.18 0.15 0.21 0.21 0.18 0.22 0.20
12 Nitrate as NO3 mg/l 6.2 5.9 8.6 7.4 8.2 6.8 8.3 9.1
13 Phosphate as PO4 mg/l 0.76 0.41 0.46 0.16 0.71 0.55 0.52 0.66
14 Sodium as Na mg/l 16.1 14.3 20.9 21.4 18.8 17.2 17.4 14.9
15 Potassium as K mg/l 5.14 7.9 6.73 9.3 8.2 6.9 8.0 6.3
16 Calcium as Ca mg/l 16.1 18.4 18.3 17.7 16.3 15.8 17.1 18.5
17 Magnesium as Mg mg/l 7.9 8.1 7.1 8.3 7.7 6.9 6.9 9.4
18 Iron as Fe mg/l 1.19 1.12 1.25 0.63 1.11 0.61 1.45 0.89
19 Copper as Cu mg/l BDL(<0.03) BDL(<0.03) BDL(<0.03) BDL(<0.03) BDL(<0.03) BDL(<0.03) BDL(<0.03) BDL(<0.03)
20 Zinc as Zn mg/l 0.10 0.11 0.96 0.12 0.32 0.50 0.14 0.23
21 Lead as Pb mg/l BDL(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01)
22 Cadmium as Cd mg/l BDL(<0.001) BDL(<0.001) BDL(<0.001) BDL(<0.001) BDL(<0.001) BDL(<0.001) BDL(<0.001) BDL(<0.001)
23 Total Chromium as mg/l BDL(<0.02) BDL(<0.02) BDL(<0.02) BDL(<0.02) BDL(<0.02) BDL(<0.02) BDL(<0.02) BDL(<0.02)
Cr
24 Arsenic as As mg/l BDL(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01)
25 Selenium as Se mg/l BDL(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01) BDL(<0.01)
26 Mercury as Hg mg/l BDL(<0.001) BDL(<0.001) BDL(<0.001) BDL(<0.001) BDL(<0.001) BDL(<0.001) BDL(<0.001) BDL(<0.001)
27 Total Coliform MPN/100 ml Not Detected Not Detected Not Detected Not Detected Not Detected Not Detected Not Detected Not Detected
Ground Water Sampling Locations: GW1–Project Site, GW2–Nasringarh, GW3 –Singarbil, GW4 –Usha Bazar, GW5 –Gandhigram, GW6 – Nutan Nagar,
GW7- Ram Nagar, and GW-8 -Lankamura

Characteristics of Surface Water Samples
The surface water sample was collected from Haora River and analyzed for physical
and chemical parameters. Table 3.8 gives analyzed results for Haora River and
discussed below:
Colour: The colour of Haora river water sample is found 2.1 hazen unit.
Odour: The odour of Haora river water sample is not agreeable and does not meet the
desirable limit for drinking water standard.
pH: The pH value of Haora river water sample is 7.37 and meets the drinking water
desirable standard.
Turbidity: The pH value of Haora river water sample is 15 and meets the drinking
water desirable standard.
Total Hardness: Total hardness value Haora river water sample is 62.7 mg/l
Hardness value is within the acceptable limit of 200 mg/l.
Iron: The iron content in Haora river water sample is 0.29 mg/l and does not found
within the permissible limit of 0.3 mg/l in the absence of alternate source of potable
water.
Chloride: Chloride content of Haora river water sample is 20.8 mg/l and meets the
acceptable limit of 250 mg/l.
Total Dissolved Solids (TDS): TDS of Haora river water sample is 176 mg/l and
meets permissible limit of 500 mg/l.
Calcium: Calcium content in Haora river water sample is 14.6 mg/l and found within
the acceptable limit of 75 mg/l.
Magnesium: Magnesium content in Haora river water sample is 6.4 mg/l and found
within the acceptable limit of 30 mg/l.
Sulphate: Sulphate content in Haora river water sample is 16.4 mg/l and meets the
acceptable limit of 200 mg/l for potable water.

Nitrate: Nitrate content in Haora river water sample is 7.8 mg/l and meets the
acceptable limit of 45 mg/l for potable water.
Fluoride: Fluoride content of water sample is 0.25 mg/l and meets the acceptable
limit of 1 mg/l for potable water.
Total Alkalinity: Total alkalinity of Haora river water sample is 89.1 mg/l and meets
within the permissible limit 600 mg/l.
Total Suspended Solid (TSS): Total Suspended Solid in Haora river water sample is
47 mg/l.
Desolved Solid (DO): Desolved Oxygen in Haora river water sample is 4.14 mg/l.
Biological Oxygen Demand (BOD): Biological Oxygen Demand in Haora river

water sample is 4.7 mg/l.
Chemical Oxygen Demand (CDO): Chemical Oxygen Demand of Haora river water
sample is 15 mg/l.
Total Coliform: Chemical Desolved Oxygen of Haora river water sample is 1970
mg/l.
Conclusions: The result of Haora river water sample was compared to Indian
Standard Specification of drinking water IS: 10500:2012. The surface water quality of
Haora River is not fit for drinking and require treatment of water for disinfaction.

Table 3.8: Analysis Results of Haora River Water

Sn. Parameters Unit Haora River
1. Colour Hazen 2.1
2. Odour -- Unobjectionable
3 Taste -- Agreeable
4. Turbidity NTU 15
5. pH -- 7.37
6. Total Hardness mg/l 62.7
7. Iron (Fe) mg/l 0.29
8. Chloride (Cl) mg/l 20.8
9. Free Chlorine mg/l BDL
10. Total Dissolved Solids mg/l 176
11. Calcium (Ca) mg/l 14.6
12. Magnesium (Mg) mg/l 6.4
13. Copper (Cu) mg/l BDL
14. Manganese (Mn) mg/l 0.1
15. Sulphate (SO4) mg/l 16.4
16. Nitrate (NO3) mg/l 7.8
17. Fluoride (F) mg/l 0.25
18. Phenolic Compounds mg/l BDL
19. Mercury (Hg) mg/l BDL
20. Cadmium (Cd) mg/l BDL
21. Selenium (Se) mg/l BDL
22. Arsenic (As) mg/l BDL
23. Cyanide (CN) mg/l BDL
24. Lead (Pb) mg/l BDL
25. Zinc (Zn) mg/l 0.35
26. Anionic Detergents mg/l BDL
27. Hexa. Chromium (Cr+6) mg/l BDL
28. Mineral Oil mg/l BDL
29. Pesticides mg/l BDL
30. Alkalinity mg/l 89.1
31. Aluminum (as Al) mg/l BDL
32. Boron mg/l BDL
33. TSS mg/l 47
34. DO mg/l 4.14
35. BOD mg/l 4.7
36. COD mg/l 15
37 Total Coliform MPN/100 ml 1970
Sampling Locations: Hoara River near Battala.

3.6 Climatology and Meteorology
3.6.1 Introduction
The meteorological parameters play a vital role in transport and diffusion of pollutants
in the atmosphere. The collection and analysis of meteorological data, therefore, is an
essential component of environmental impact assessment studies. The long term and
short term impact assessment could be made through utilization and interpretation of
meteorological data collected over long and short periods, respectively.
3.6.2 Climatology
Climatological (long-term) data is obtained from the closest Indian Meteorology

Department (IMD) station or from any other nearby station, which has been collecting
meteorological data for more than ten years. Climatological data for proposed site was
obtained and the same is discussed in following subsections.
Climatological Data For Airport Project
A. Seasons
The area experiences humid sub-tropical type of climate with large amounts of rain
almost during the year. Four seasons have been identified namely summer, monsoon,
post-monsoon and winter.
Generally, these areas experience the following four seasons in a year:
Summer : March to Mid June

Monsoon : Mid June to September
Post-monsoon : October to November
Winter : December to February
B. Temperature
Table 3.9 gives the temperatures at IMD station Agartala. The daily maximum
temperature and minimum temperatures are 32.9°C and 9.8°C respectively. The cold
weather starts from about the end of November when the temperature of both day and
night decreases steadily. January is the coldest month when mean daily minimum
temperature is only 9.8°C and maximum temperature is 25.8°C.

Table 3.9: Highest and Lowest Temperatures in the Area

Mean Daily Mean Daily Relative Humidity (%)
Month Maximum Minimum 08.30 17.30
Temperature (oC) Temperature (oC)
January 25.7 9.8 77 61
February 28.5 13.1 69 50
March 32.9 18.6 68 48
April 34.2 22.3 72 62
May 32.9 23.6 77 73
June 31.5 24.5 84 83
July 31.3 24.7 85 83
August 31.5 24.6 84 84
September 31.7 24.2 84 84
October 30.9 22.0 81 82
November 29.0 16.5 77 76
December 26.4 11.1 79 70
Annual 30.5 19.6 78 71
Source: IMD Station, Agartala
The maximum and minimum temperatures and monthly relative humidity are given in
Figures 3.8 and 3.9, respectively.
Figure 3.8: Maximum and Minimum Temperature

Figure 3.9: Monthly Relative Humidity
Humidity
Table 3.9 also gives the relative humidity (RH) data at IMD station Agartala.
Humidity is generally high throughout the year. In the summer season the relative
humidity is between 62 percent to 72 percent whereas in the rainy season it is over 85
percent.
Wind Speed
Mean wind speed at Agartala IMD station is given Table 3.10. Annual average wind
speed at Agartala IMD station is 6.2 kmph. Highest average monthly wind speed is
observed to be in April (9.7 kmph) while lowest (2.9 kmph) in November month.
Table 3.10: Wind Speed in the Area

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual
3.1 4.7 6.8 9.7 9.1 8.7 8.6 7.4 5.6 4.0 2.9 3.6 6.2
Wind Direction
Wind direction and wind speed for Agartala IMD station at 8:30 hours and 17:30
hours are also given in Table 3.11.
The tabulated values show that the prevailing winds, in general, blow from South East
– South to North West- North direction during February to October months while

from North West- North direction to South East – South direction during November
to January months.
Table 3.11: Wind Direction in the Area

Sn Months N NE E SE S SW W NW Calm
1. January 13 7 3 7 10 4 3 7 46
14 3 1 1 2 3 8 15 53
2. February 10 6 4 11 25 5 5 7 27
12 3 1 2 7 13 16 15 31
3. March 6 5 4 14 37 12 6 4 12
9 3 2 6 23 16 13 8 20
4. April 2 4 4 20 50 8 2 2 8
5 3 3 12 46 13 6 4 8
5. May 3 6 8 24 40 7 1 3 8
5 5 5 17 43 7 4 4 10
6. June 1 3 6 40 38 4 1 1 6
3 3 5 22 45 7 3 3 9
7. July 0 1 6 47 39 3 0 0 4
3 1 2 20 53 8 3 2 8
8. August 0 2 7 47 34 2 0 1 7
3 1 4 22 41 7 3 3 16
9. September 4 5 10 33 27 5 1 2 13
6 3 5 15 23 6 4 3 35
10. October 9 17 10 13 14 5 2 4 26
14 4 5 4 9 3 2 7 52
11. November 15 16 5 5 8 3 1 5 42
15 4 2 2 2 1 2 8 64
12. December 14 8 1 3 6 2 3 7 56
16 2 1 1 1 1 4 14 60
Annual 6 7 6 22 27 5 2 4 21
9 3 3 10 25 7 6 7 30
Special Weather Phenomenon
Special weather phenomena of Agartala IMD station is also given in Table 3.9.
Maximum thunder is observed in September (13.8 d). Maximum fog observed in
December (6.7 d). Maximum squall is observed in April and May (6.1 d). Dust storm
is observed occasionally. The preciptation 0.3 mm or more is obsered 133.2 days in
year. Special Weather Phenomena is given in Table 3.12.

Table 3.12: Special Weather Phenomena in the Area

Months PPT 0.3 Hail Thunder Fog Dust Squall
mm or Storm
more
January 1.2 0.0 0.4 4.6 0.0 0.0
February 2.6 0.1 1.8 3.0 0.0 0.3
March 4.8 0.2 5.7 1.4 0.0 0.9
April 10.0 0.6 11.1 0.3 1.0 2.8
May 14.9 0.0 13.2 0.3 0.0 2.3
June 21.6 0.1 12.2 0.0 0.0 0.7
July 23.4 0.1 8.7 0.0 0.0 0.2
August 23.7 0.0 11.3 0.2 0.0 0.1
September 17.5 0.0 13.8 1.0 0.0 0.3
October 10.2 0.0 6.0 1.7 0.0 0.1
November 2.7 0.0 1.0 3.0 0.0 0.0
December 0.6 0.0 0.1 6.7 0.0 0.0
Annual 133.2 1.1 85.3 22.2 0.1 7.7
3.6.3 Micro Meteorological Data For The Site
Micrometeorology data changes after a few kilometers due to changes in local

topography. Furthermore, IMD data recorded only at 8:30 a.m. and 5:30 p.m. for only
eight wind directions with wind speeds over widely spaced ranges is not of much use
in dispersion modeling. Because of these limitations, micrometeorological data was
collected near site round the clock.
The meteorological data, such as, wind speed and direction, ambient temperature, and
relative humidity was collected near the airport at Singarbhil and is presented in
Table 3.13 for post monsoon season.
Table 3.13: Summary of Micro Meteorological Conditions Near the Site

Parameter Post Monsoon Season
Temperature
Max (oC) 31.3
o
Min ( C) 10.1
Relative Humidity
Max (%) 82.4
Min (%) 68.7
Wind Speed

Parameter Post Monsoon Season

Max (kmph) 4.9
Min (kmph) 1.8
Mean (kmph) 3.6
Predominant Wind Direction From N-NE to S-SW Sector
A. Temperature
The maximum ambient temperature recorded near Airport site at Singarbil during the
study period was 31.3 ˚C, while minimum temperature was recorded as 10.1 ˚C.
B. Relative Humidity
During the study period, maximum relative humidity recorded near airport site at
Singarbhil was 82.4% while minimum humidity was recorded as 68.7%.
C. Wind Speed
During the study period, maximum wind speed recorded near airport site at Singarbil
was 4.9 kmph while minimum wind speed was recorded as 1.8 kmph. Mean wind
speed during the study period recorded as 3.6 kmph.
D. Wind Pattern
During the study period, predominant wind direction was recorded from N-NE Sector
to S-SW Sector. Wind rose diagram for study period are shown in Figures 3.10.
3.7 Ambient Air Quality
3.7.1 Introduction
To study, the baseline air quality scenario in the study area, eight ambient air quality
monitoring (AAQM) stations were selected in the study area in different directions
and at different distances from the Agartala Airport site keeping in view of the
guidelines of the Ministry of Environment, Forest and Climate Change (MOEF&CC),
Government of India.

Figure 3.10: Wind Rose Diagram of the Study Area

3.7.2 Methodology of Monitoring and Analysis
Envirotech APM 460 BL Respirable Dust Sampler (RDS) and Sampler (Envirotech
APM 550)/Ecotech (AAS 127) fine particulate matter were deployed for ambient air
quality monitoring.
The baseline ambient air quality was monitored for following parameters:
 Particulate Matter (PM2.5);

 Particulate Matter (PM10);
 Sulphur dioxide (SO2);
 Di oxides of Nitrogen (NO2);
 Ozone (O3);
 Lead (Pb);
 Carbon Monoxide (CO);
 Ammonia (NH3);
 Benzene (C6H6);
 Benzo (a) Pyrene (BaP);
 Arsenic (As);
 Nickel (Ni),
Sampling and Analytical Techniques
PM2.5 and PM10 have been estimated by gravimetric method. Modified West and
Gaeke method (IS-5182 part-II, 1969) have been adopted for estimation of SO2.
Jacobs-Hochheiser method (IS-5182 part-IV, 1975) has been adopted for the
estimation of NOX.
Samples for carbon monoxide were analyzed using NDIR techniques. The techniques
adopted for sampling and analysis are given in Table 3.14 along with the minimum
detection limits for each parameter.
Ambient Air Quality Monitoring Locations
The Project Site, Nasringarh, Singarbil, Usha Bazar, Gandhigram, Nutan Nagar, Ram
Nagar and Lankamura were selected for ambient air quality monitoring based as per
guidelines of CPCB. Ambient quality monitoring locations are presented in Figure
3.11.

Table 3.14: Techniques Used For Ambient Air Quality Monitoring

S. Parameter Technique Detectable
No. Limit
(µg/m3)
1 Particulate Matter (PM10) Gravimetric [EPA -40 (CFR Part 50)] 2.0
2 Particulate Matter (PM2.5) Gravimetric [EPA -40 (CFR Part 50)] 2.0
3 Sulphur Dioxide (SO2) Improved West and Gaeke 5.0
4 Nitrogen Dioxide (NO2) Modified Jacob & Hochheiser 5.0
5 Carbon Monoxide (CO) NDIR [IS 13270 : 1992] 0.1
6 Ammonia (NH3) Nesslers Method (APHA) 20
7 Ozone (O3) KI Absorption Method 5.0
8 Lead (Pb) AAS Method [IS 5182 (Part 22) : 2004] 0.1
9 Arsenic (As) AAS Method [IS 5182 (Part 22) : 2004] 0.001
10 Nickel (Ni) AAS Method [IS 5182 (Part 22) : 2004] 0.001
11 Benzone (C6H6) Adsorption & Desorption followed by 0.01
GC [IS 5182 (Part 11) : 2006]
12 Benzo (a) pyrene (BaP) Solvent Extraction followed by GC 0.001
Analysis [IS 5282 (Part 12) : 1991]
3.7.3 National Ambient Air Quality Standards
The national ambient air quality standards are given in Table 3.15. Monitored values
for study have been compared with the National Ambient Air Quality Standards.
Table 3.15: National Ambient Air Quality Standards

S. Pollutant Time Concentration in Ambient Air
No Weighted Industrial Ecologically
Average Residential, Sensitive Area
Rural & (Notified by
Other Areas Central
Government)
1. Sulphur Dioxide Annual 50 20
(SO2)(g/m )3 Average*
24 Hours** 80 80
2. Nitrogen Dioxide (NO2) Annual 40 30
3
(g/m ) Average*
24 Hours** 80 80
3. Particulate Matter (Size Annual 60 60
Less Than 10 m) or Average*
PM10 (g/m3)
24 Hours** 100 100
4. Particulate Matter (Size Annual 40 40
Less Than 2.5 m) or Average*
PM2.5 (g/m3)
24 Hours** 60 60

S. Pollutant Time Concentration in Ambient Air

No Weighted Industrial Ecologically
Average Residential, Sensitive Area
Rural & (Notified by
Other Areas Central
Government)
5. Ozone O3 (g/m3) 8 Hours* 100 100
1 Hours** 80 80
6. Lead (Pb) (g/m3) Annual 0.5 0.5
Average*
24 Hours** 1.0 1.0
7. Carbon monoxide (CO) Annual 2 2
(mg/m3) Average*
24 Hours** 4 4
8. Ammonia (NH3) (g/m3) Annual 100 100
Average*
24 Hours** 400 400
9. Benzene (C6H6) (g/m ) 3 Annual* 5 5
10. Benzo (a) Pyrane (BaP) Annual* 1 1
particulate phase only
(ng/m3)
11. Arsenic (As) (ng/m3) Annual* 6 6
12. Nickel (Ni) (ng/m3) Annual* 20 20
Note:
* Annual arithmetic mean of minimum 104 measurements in a year taken twice a week 24 hourly
at uniform interval.
** 24 hourly /8 hourly values should be met 98% of the time in a year. However 2% of the time, it
may exceed but not on two consecutive days.
3.7.4 Ambient Air Quality Monitoring Locations
For baseline ambient air quality data collection, Project Site, Nasringarh, Singarbil,
Usha Bazar, Gandhigram, Nutan Nagar, Ram Nagar and Lankamura were selected for
ambient air quality monitoring based as per guidelines of CPCB. The details ambient
quality monitoring locations are given in Table 3.16 are shown in Figure 3.11.

Table 3.16: Ambient Air Quality Monitoring Stations

Code Location Latitude & Distance Direction Environmental
Longitude w.r.t. w.r.t. Setting
Airport Airport
(km)
AAQM1 Project Site23053’30.27” N - -
Commercial Area
91014’37.05” E
AAQM2 Nasringarh 23054’58.33” N 3.53 NNE
Residential Area
91015’9.32” E
AAQM3 Singarbil 23054’15.96” N 1.42 NE
Residential Area
91015’11.61” E
AAQM4 Usha Bazar 23052’31.82” N 1.47 SE
Residential Area
91015’16.31” E
AAQM5 Gandhigram 23053’35.31” N 4.47 E
Residential Area
91017’11.98” E
AAQM6 Nutan Nagar 23052’51.32” N 3.12 ESE
Residential Area
91016’21.77” E
AAQM7 Ram Nagar 23051’19.12” N 3.93 SSE
Residential Area
91015’48.47” E
AAQM8 Lankamura 23051’41.05” N 3.70 S
Residential Area
91014’54.28” E
3.7.5 Results of Ambient Air Quality Monitoring
The results of ambient air quality monitoring of PM2.5, PM10, SO2, NO2, NH3, O3,
C6H6, BaP, Pb, As, Ni and CO are presented in Table 3.17 to Table 3.24.
On the basis of tabulated data following observations can be made:
Fine Particulate Matter (PM2.5)
The 24-hourly PM2.5 concentrations during study period vary in the range of 25.9 to
45.1 g/m3. The maximum PM2.5 concentration was found 45.1 g/m3 while
minimum PM2.5 concentration was 25.9 g/m3. The mean PM2.5 concentration was
32.9 g/m3 and 98% tile value of PM2.5 concentration was found 42.2 g/m3.
Particulate Matter (PM10)
The 24-hourly PM10 concentrations during study period vary in the range of 41.8
g/m3 to 67.8 g/m3. The maximum PM10 concentration was found 67.8 g/m3 while
minimum PM10 concentration was 41.8 g/m3. The mean PM10 concentration was
52.8 g/m3 and 98%tile value of PM10 concentration was 62.3 g/m3.

Figure 3.11: Ambient Air Quality Monitoring Locations of the Study Area
Sulphur Dioxide (SO2)
The 24-hourly SO2 concentrations during study period vary in the range of 7.9 to
13.8 g/m3. The maximum SO2 concentration was found 13.8 g/m3 while minimum
SO2 concentration was 7.9 g/m3. The mean SO2 concentration was 10.2 g/m3 and
98%tile value of SO2 concentration was 13.3 g/m3.
Nitrogen Oxide (NO2)
The 24-hourly NO2 concentrations during study period vary in the range of 11.4 to
18.8 g/m3. The maximum NO2 concentration was found as 18.8 g/m3 and minimum
NO2 concentration was 11.4 g/m3. The mean NO2 concentration was 15.3 g/m3 and
98%tile value of NO2 concentration was 18.3 g/m3.

Ammonia (NH3)
The NH3 concentrations during study period were found less than 5.0 g/m3 during
post-monsoon season.
Ozone (O3)
The Ozone concentrations during study period were found less than 5 g/m3 during
Benzene (C6H6)
The C6H6 concentrations during study period were found less than 0.1 g/ m3 during
Benzo (a) Pyrene (BaP)
The BaP concentrations during study period were found less than 0.01 ng/m3 during
Lead (Pb)
The Lead concentrations during study period were found less than 0.1 g/m3 during
Carbon Monoxide (CO)
The 8-hourly CO concentrations during study period vary in the range of 0.21 to 0.60
mg/m3. The maximum CO concentration was found as 0.60 mg/m3 and minimum CO
concentration was 0.21 mg /m3. The mean CO concentration was 0.42 mg/m3 and
98%tile value of CO concentration was 0.57 mg/m3.
Arsenic (As)
The Arsenic concentrations during study period were found less than 1.0 ng/m3 during
Nickel (Ni)

The Nickel concentrations during study period were found less than 1.0 ng/ m3 during
3.7.6 Ambient Air Quality Status
National ambient air quality standards are given in Table 3.18. National ambient air
quality standards for industrial, residential, rural & other areas are met for all
monitored parameters at all AAQM locations during post monsoon season.

EIA/EMP for EIA for Construction of New Integrated Terminal Building, Apron and Link Taxiway at Agartala Airport
Table 3.17: Ambient Air Quality at Project Site (AAQM1)

Sr. Date PM2.5 PM10 SO2 NO2 CO O3 Pb NH3 C 6H 6 BaP As Ni
No. µg/m3 µg/m3 µg/m3 µg/m3 mg/m3 mg/m3 mg/m3 µg/m3 µg/m3 µg/m3 µg/m3 ng/m3 ng/m3 ng/m3
I II III
1 30.09.15 28.6 47.7 9.1 14.2 0.24 0.33 0.30 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
2 03.10.15 33.4 54.5 12.7 17.8 0.31 0.40 0.37 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
3 07.10.15 29.2 46.3 8.6 13.7 0.26 0.35 0.32 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
4 10.10.15 36.3 57.1 13.2 18.1 0.33 0.42 0.39 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
5 14.10.15 30.1 48.2 10.3 15.4 0.36 0.45 0.42 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
6 17.10.15 39.7 58.5 13.8 18.8 0.38 0.47 0.44 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
7 21.10.15 32.8 52.9 11.8 16.9 0.41 0.50 0.47 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
8 24.10.15 41.7 60.2 8.4 13.5 0.22 0.31 0.28 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
9 28.10.15 27.5 44.6 12.5 17.6 0.27 0.36 0.33 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
10 31.10.15 44.6 64.4 9.3 14.4 0.37 0.46 0.43 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
11 04.11.15 38.5 58.3 12.3 17.4 0.45 0.54 0.51 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
12 07.11.15 31.7 50.8 10.1 15.2 0.40 0.49 0.46 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
13 11.11.15 28.3 44.4 13.5 18.6 0.29 0.38 0.35 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
14 14.11.15 35.7 58.8 8.3 11.4 0.39 0.48 0.45 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
15 18.11.15 30.6 48.7 11.4 16.5 0.37 0.46 0.43 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
16 21.11.15 39.2 60.3 10.7 15.8 0.49 0.58 0.55 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
17 25.11.15 45.1 67.8 9.2 14.3 0.21 0.30 0.27 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
18 28.11.15 37.3 58.2 12.6 17.7 0.25 0.34 0.31 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
19 02.12.15 32.4 52.2 8.5 13.6 0.30 0.39 0.36 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
20 05.12.15 40.5 61.2 11.7 16.8 0.27 0.36 0.33 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
21 09.12.15 36.2 57.1 12.3 17.4 0.41 0.50 0.47 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
22 12.12.15 44.7 63.8 10.1 15.2 0.27 0.36 0.33 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
23 16.12.15 33.4 53.8 13.2 18.3 0.39 0.48 0.45 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
24 19.12.15 29.3 49.3 9.5 14.6 0.24 0.33 0.30 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
25 23.12.15 34.9 56.9 12.6 17.7 0.27 0.36 0.33 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
26 26.12.15 41.6 62.3 8.1 13.2 0.31 0.40 0.37 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
Maximum 45.1 67.8 13.8 18.8 0.58 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Minimum 27.5 44.4 8.1 11.4 0.21 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Average 35.5 55.3 10.9 15.9 0.38 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
98 %tile 44.9 66.1 13.7 18.7 0.54 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0

Table 3.18 : Ambient Air Quality at Nasringarh (AAQM2)

Sr. Date PM2.5 PM10 SO2 NO2 CO O3 Pb NH3 C 6H 6 BaP As Ni
I II III
1 01.10.15 26.4 41.8 9.2 14.3 0.31 0.40 0.37 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
2 05.10.15 31.2 50.9 10.3 15.4 0.29 0.38 0.35 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
3 08.10.15 36.3 57.8 8.6 13.7 0.33 0.42 0.39 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
4 12.10.15 31.4 51.3 9.7 14.8 0.25 0.34 0.31 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
5 15.10.15 37.5 56.1 11.4 16.5 0.28 0.37 0.34 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
6 19.10.15 27.6 46.2 7.9 12.1 0.33 0.42 0.39 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
7 22.10.15 33.2 54.3 10.5 15.6 0.41 0.50 0.47 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
8 26.10.15 29.3 50.2 9.6 14.7 0.27 0.36 0.33 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
9 29.10.15 37.3 57.3 11.8 16.9 0.33 0.42 0.39 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
10 02.11.15 32.4 52.5 8.7 12.8 0.39 0.48 0.45 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
11 05.11.15 27.8 47.7 9.9 14.9 0.42 0.51 0.48 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
12 09.11.15 30.6 50.3 10.3 15.4 0.41 0.50 0.47 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
13 12.11.15 25.9 45.1 8.5 13.6 0.31 0.40 0.37 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
14 16.11.15 33.4 52.5 9.7 14.8 0.42 0.51 0.48 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
15 19.11.15 29.3 49.4 10.6 15.7 0.32 0.41 0.38 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
16 23.11.15 32.5 52.5 8.8 13.9 0.38 0.47 0.44 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
17 27.11.15 37.7 56.3 11.1 16.2 0.41 0.50 0.47 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
18 30.11.15 28.6 49.3 9.4 14.5 0.33 0.42 0.39 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
19 03.12.15 34.5 54.6 10.2 15.3 0.45 0.54 0.51 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
20 07.12.15 29.2 48.9 11.8 16.9 0.32 0.41 0.38 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
21 10.12.15 40.2 59.8 8.9 13.9 0.42 0.51 0.48 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
22 14.12.15 32.8 52.7 12.8 17.9 0.32 0.41 0.38 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
23 17.12.15 36.2 56.3 8.5 13.6 0.35 0.44 0.41 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
24 21.12.15 31.4 50.8 11.9 17.5 0.46 0.55 0.52 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
25 24.12.15 39.2 58.8 9.6 14.7 0.32 0.41 0.38 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
26 28.12.15 33.3 52.4 8.7 13.8 0.44 0.53 0.50 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
Maximum 40.2 59.8 12.8 17.9 0.55 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Minimum 25.9 41.8 7.9 12.1 0.25 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Average 32.5 52.1 9.9 15.0 0.41 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
98 %tile 39.7 59.3 12.4 17.7 0.53 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0

Table 3.19 : Ambient Air Quality at Singarbil (AAQM3)

Sr. Date PM2.5 PM10 SO2 NO2 CO O3 Pb NH3 C6H6 BaP As Ni
I II III
1 30.09.15 27.1 46.7 10.3 15.4 0.24 0.33 0.30 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
2 03.10.15 35.6 55.3 11.6 16.7 0.36 0.45 0.42 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
3 07.10.15 38.2 60.3 13.2 18.1 0.40 0.49 0.46 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
4 10.10.15 34.6 54.7 10.8 15.9 0.27 0.36 0.33 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
5 14.10.15 40.7 60.7 8.4 13.2 0.43 0.52 0.49 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
6 17.10.15 33.8 53.4 11.2 16.3 0.38 0.47 0.44 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
7 21.10.15 27.3 47.2 13.3 18.4 0.23 0.32 0.29 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
8 24.10.15 32.9 51.9 9.6 14.7 0.35 0.44 0.41 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
9 28.10.15 37.1 56.8 12.4 17.5 0.45 0.54 0.51 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
10 31.10.15 33.2 53.3 13.1 18.2 0.41 0.50 0.47 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
11 04.11.15 41.8 62.3 10.3 15.4 0.36 0.45 0.42 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
12 07.11.15 36.4 56.3 8.5 13.6 0.24 0.33 0.30 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
13 11.11.15 26.6 47.2 11.8 16.9 0.28 0.37 0.34 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
14 14.11.15 30.5 49.8 13.3 18.1 0.41 0.50 0.47 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
15 18.11.15 39.7 59.7 9.5 14.6 0.45 0.54 0.51 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
16 21.11.15 42.3 61.8 8.3 13.4 0.28 0.37 0.34 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
17 25.11.15 33.1 52.7 10.8 15.9 0.36 0.45 0.42 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
18 28.11.15 27.0 46.2 12.4 17.5 0.38 0.47 0.44 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
19 02.12.15 30.4 50.1 8.6 13.7 0.42 0.51 0.48 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
20 05.12.15 36.6 56.3 11.7 16.8 0.31 0.40 0.37 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
21 09.12.15 40.5 60.1 13.2 18.3 0.28 0.37 0.34 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
22 12.12.15 35.8 55.5 9.3 14.4 0.31 0.40 0.37 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
23 16.12.15 41.3 60.9 11.1 16.2 0.25 0.34 0.31 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
24 19.12.15 37.1 56.8 8.6 13.7 0.47 0.56 0.53 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
25 23.12.15 31.6 51.3 12.4 17.5 0.36 0.45 0.42 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
26 26.12.15 36.1 55.8 10.5 15.6 0.35 0.44 0.41 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
Maximum 42.3 62.3 13.3 18.4 0.56 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Minimum 26.6 46.2 8.3 13.2 0.23 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Average 34.9 54.7 10.9 16.0 0.40 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
98 %tile 42.1 62.1 13.3 18.4 0.54 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0

Table 3.20 : Ambient Air Quality at Usha Bazar (AAQM4)

I II III
1 01.10.15 26.4 46.2 9.3 14.4 0.25 0.34 0.31 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
2 05.10.15 30.6 51.7 11.6 16.7 0.36 0.45 0.42 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
3 08.10.15 34.4 54.1 10.4 15.5 0.24 0.33 0.30 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
4 12.10.15 31.4 52.3 8.0 13.0 0.46 0.55 0.52 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
5 15.10.15 35.3 54.9 11.2 16.3 0.48 0.57 0.54 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
6 19.10.15 27.6 46.8 9.3 14.4 0.47 0.56 0.53 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
7 22.10.15 33.2 53.2 12.1 17.2 0.47 0.56 0.53 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
8 26.10.15 38.2 58.1 9.6 14.7 0.37 0.46 0.43 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
9 29.10.15 29.5 51.6 8.4 13.5 0.36 0.45 0.42 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
10 02.11.15 34.4 55.3 11.8 16.9 0.33 0.42 0.39 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
11 05.11.15 27.8 45.9 8.2 13.3 0.26 0.35 0.32 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
12 09.11.15 31.1 50.2 9.5 14.6 0.35 0.44 0.41 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
13 12.11.15 35.6 55.4 12.3 17.4 0.40 0.49 0.46 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
14 16.11.15 28.5 48.3 10.4 15.5 0.23 0.32 0.29 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
15 19.11.15 32.7 52.5 8.3 13.4 0.32 0.41 0.38 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
16 23.11.15 28.7 48.5 12.4 17.5 0.27 0.36 0.33 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
17 27.11.15 33.9 54.8 9.3 14.4 0.39 0.48 0.45 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
18 30.11.15 27.4 45.5 11.6 16.7 0.26 0.35 0.32 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
19 03.12.15 35.6 56.3 9.2 14.3 0.36 0.45 0.42 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
20 07.12.15 26.5 46.2 12.2 17.3 0.41 0.50 0.47 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
21 10.12.15 32.3 53.2 9.6 14.7 0.21 0.30 0.27 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
22 14.12.15 28.2 50.3 8.3 13.4 0.29 0.38 0.35 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
23 17.12.15 33.2 54.1 11.4 16.5 0.37 0.46 0.43 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
24 21.12.15 27.4 48.5 8.8 13.9 0.31 0.40 0.37 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
25 24.12.15 33.7 55.7 12.2 17.3 0.29 0.38 0.35 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
26 28.12.15 26.8 45.9 9.1 14.2 0.33 0.42 0.39 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
Maximum 38.2 58.1 12.4 17.5 0.57 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Minimum 26.4 45.5 8.0 13.0 0.21 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Average 31.2 51.4 10.2 15.3 0.39 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
98 %tile 36.9 57.2 12.4 17.5 0.56 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0

Table 3.21 : Ambient Air Quality at Gandhigram (AAQM5)

I II III
1 02.10.15 34.4 55.1 10.2 15.3 0.29 0.38 0.35 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
2 05.10.15 27.8 46.3 8.4 13.4 0.33 0.42 0.39 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
3 09.10.15 31.1 50.9 11.4 16.5 0.36 0.45 0.42 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
4 12.10.15 36.3 56.3 8.7 13.8 0.49 0.58 0.55 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
5 16.10.15 30.4 50.1 9.3 14.4 0.30 0.39 0.36 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
6 19.10.15 35.5 55.3 11.5 16.6 0.27 0.36 0.33 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
7 23.10.15 27.1 46.9 9.7 14.8 0.47 0.56 0.53 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
8 26.10.15 30.6 50.3 8.6 13.7 0.30 0.39 0.36 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
9 30.10.15 35.3 55.1 10.6 15.7 0.41 0.50 0.47 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
10 02.11.15 39.8 59.6 11.7 16.8 0.44 0.53 0.50 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
11 06.11.15 33.1 52.9 9.8 14.9 0.27 0.36 0.33 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
12 09.11.15 27.2 47.3 10.4 15.5 0.39 0.48 0.45 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
13 13.11.15 31.4 51.3 8.5 13.6 0.27 0.36 0.33 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
14 16.11.15 35.3 55.1 9.1 14.2 0.23 0.32 0.29 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
15 20.11.15 39.6 59.4 10.3 15.4 0.38 0.47 0.44 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
16 23.11.15 30.5 50.3 11.1 16.2 0.41 0.50 0.47 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
17 27.11.15 26.8 47.5 8.4 13.5 0.25 0.34 0.31 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
18 30.11.15 31.1 49.8 9.5 14.6 0.22 0.31 0.28 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
19 04.12.15 27.3 48.3 10.7 15.8 0.37 0.46 0.43 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
20 07.12.15 32.5 53.3 9.1 14.4 0.25 0.34 0.31 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
21 11.12.15 38.3 58.3 11.6 16.7 0.45 0.54 0.51 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
22 14.12.15 34.4 54.2 8.4 13.5 0.40 0.49 0.46 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
23 18.12.15 30.3 50.3 10.8 15.9 0.39 0.48 0.45 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
24 21.12.15 36.2 56.1 9.5 14.6 0.22 0.31 0.28 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
25 25.12.15 27.8 47.6 12.3 17.4 0.28 0.37 0.34 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
26 28.12.15 31.6 51.4 8.5 13.6 0.31 0.40 0.37 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
Maximum 39.8 59.6 12.3 17.4 0.58 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Minimum 26.8 46.3 8.4 13.4 0.22 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Average 32.4 52.3 9.9 15.0 0.39 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
98 %tile 39.7 59.5 12.0 17.1 0.55 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0

Table 3.22 : Ambient Air Quality at Nutan Nagar (AAQM6)

I II III
1 03.10.15 26.2 46.2 9.1 14.2 0.39 0.48 0.45 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
2 07.10.15 32.4 53.2 8.6 13.4 0.41 0.50 0.47 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
3 10.10.15 29.3 45.7 10.2 15.3 0.45 0.54 0.51 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
4 14.10.15 37.6 57.4 9.6 14.7 0.48 0.57 0.54 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
5 17.10.15 31.5 51.3 10.4 15.5 0.37 0.46 0.43 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
6 21.10.15 34.2 54.1 8.6 13.7 0.47 0.56 0.53 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
7 24.10.15 29.8 49.6 10.1 15.2 0.38 0.47 0.44 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
8 28.10.15 36.7 56.5 9.5 14.6 0.44 0.53 0.50 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
9 31.10.15 41.6 61.4 11.4 16.5 0.49 0.58 0.55 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
10 04.11.15 32.4 52.5 8.7 13.8 0.47 0.56 0.53 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
11 07.11.15 37.1 56.7 12.4 17.5 0.51 0.60 0.57 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
12 11.11.15 30.1 49.8 9.3 14.4 0.43 0.52 0.49 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
13 14.11.15 36.3 56.3 13.6 18.7 0.42 0.51 0.48 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
14 18.11.15 42.4 62.1 8.5 13.6 0.48 0.57 0.54 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
15 21.11.15 35.6 55.2 9.2 14.3 0.47 0.56 0.53 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
16 25.11.15 31.2 50.8 10.1 15.2 0.24 0.33 0.30 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
17 28.11.15 27.6 47.2 9.3 14.4 0.41 0.50 0.47 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
18 02.12.15 33.4 53.1 11.7 16.8 0.47 0.56 0.53 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
19 05.12.15 28.2 49.1 9.6 14.7 0.37 0.46 0.43 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
20 09.12.15 36.3 55.3 10.2 15.3 0.47 0.56 0.53 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
21 12.12.15 31.7 51.2 8.7 13.5 0.50 0.59 0.56 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
22 16.12.15 28.2 48.3 9.3 14.4 0.43 0.52 0.49 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
23 19.12.15 36.2 55.8 12.5 17.6 0.40 0.49 0.46 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
24 23.12.15 30.1 49.9 9.5 13.4 0.48 0.57 0.54 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
25 26.12.15 38.7 58.4 11.4 16.5 0.44 0.53 0.50 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
26 30.12.15 32.8 51.6 9.3 14.4 0.49 0.58 0.55 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
Maximum 42.4 62.1 13.6 18.7 0.60 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Minimum 26.2 45.7 8.5 13.4 0.24 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Average 33.4 53.0 10.0 15.1 0.49 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
98 %tile 42.0 61.8 13.1 18.2 0.58 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0

Table 3.23 : Ambient Air Quality at Ram Nagar (AAQM7)

I II III
1 02.10.15 28.8 48.5 10.1 15.2 0.30 0.39 0.36 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
2 05.10.15 34.1 53.4 9.3 14.4 0.45 0.54 0.51 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
3 09.10.15 30.6 49.4 8.8 13.9 0.37 0.46 0.43 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
4 12.10.15 27.1 46.9 10.4 15.5 0.44 0.53 0.50 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
5 16.10.15 33.8 54.3 8.6 13.7 0.39 0.48 0.45 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
6 19.10.15 30.6 49.8 11.8 16.9 0.37 0.46 0.43 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
7 23.10.15 35.1 52.9 9.8 14.9 0.42 0.51 0.48 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
8 26.10.15 31.2 57.6 8.4 13.5 0.46 0.55 0.52 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
9 30.10.15 36.5 54.2 10.2 15.3 0.47 0.56 0.53 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
10 02.11.15 29.7 49.4 9.6 14.7 0.47 0.56 0.53 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
11 06.11.15 34.5 54.3 8.2 13.3 0.33 0.42 0.39 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
12 09.11.15 26.1 45.8 12.5 17.6 0.41 0.50 0.47 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
13 13.11.15 30.6 50.3 9.4 14.5 0.39 0.48 0.45 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
14 16.11.15 34.4 54.2 8.9 13.9 0.47 0.56 0.53 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
15 20.11.15 28.1 47.9 10.3 15.4 0.47 0.56 0.53 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
16 23.11.15 32.1 51.8 11.5 16.6 0.37 0.46 0.43 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
17 27.11.15 27.8 47.6 12.2 17.3 0.48 0.57 0.54 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
18 30.11.15 33.3 54.3 9.3 14.4 0.43 0.52 0.49 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
19 04.12.15 26.7 47.4 8.1 13.2 0.42 0.51 0.48 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
20 07.12.15 30.9 51.5 10.6 15.7 0.48 0.57 0.54 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
21 11.12.15 34.6 53.7 9.2 14.3 0.39 0.48 0.45 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
22 14.12.15 28.2 48.2 8.7 13.8 0.44 0.53 0.50 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
23 18.12.15 35.2 55.1 10.4 15.5 0.41 0.50 0.47 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
24 21.12.15 27.5 48.2 9.8 14.9 0.43 0.52 0.49 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
25 25.12.15 31.8 51.5 8.9 14.0 0.38 0.47 0.44 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
26 28.12.15 27.5 46.3 11.1 16.2 0.36 0.45 0.42 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
Maximum 36.5 57.6 12.5 17.6 0.57 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Minimum 26.1 45.8 8.1 13.2 0.30 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Average 31.0 50.9 9.9 14.9 0.47 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
98 %tile 35.9 56.4 12.4 17.5 0.56 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0

Table 3.24: Ambient Air Quality at Lankamura (AAQM8)

I II III
1 03.10.15 32.2 52.8 8.8 13.9 0.35 0.44 0.41 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
2 07.10.15 36.7 56.5 9.4 14.5 0.33 0.42 0.39 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
3 10.10.15 29.3 49.1 11.7 16.8 0.44 0.53 0.50 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
4 14.10.15 32.6 53.2 10.2 15.3 0.48 0.57 0.54 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
5 17.10.15 37.1 59.1 8.5 13.6 0.36 0.45 0.42 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
6 21.10.15 26.3 47.5 10.4 15.5 0.31 0.40 0.37 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
7 24.10.15 29.8 51.3 8.5 13.6 0.37 0.46 0.43 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
8 28.10.15 33.9 52.4 9.6 14.7 0.46 0.55 0.52 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
9 31.10.15 27.5 47.3 10.3 15.4 0.48 0.57 0.54 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
10 04.11.15 31.8 53.8 11.4 16.5 0.39 0.48 0.45 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
11 07.11.15 38.2 59.2 8.9 14.1 0.38 0.47 0.44 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
12 11.11.15 32.6 52.9 10.2 15.3 0.48 0.57 0.54 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
13 14.11.15 27.4 47.1 8.8 13.9 0.39 0.48 0.45 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
14 18.11.15 34.2 54.1 10.9 15.9 0.49 0.58 0.55 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
15 21.11.15 29.9 49.6 9.6 14.7 0.47 0.56 0.53 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
16 25.11.15 36.1 55.9 10.5 15.6 0.48 0.57 0.54 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
17 28.11.15 31.7 51.5 8.8 13.9 0.44 0.53 0.50 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
18 02.12.15 37.3 56.3 12.1 17.2 0.43 0.52 0.49 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
19 05.12.15 26.6 42.4 8.4 13.5 0.37 0.46 0.43 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
20 09.12.15 33.2 54.2 10.1 15.2 0.50 0.59 0.56 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
21 12.12.15 28.1 48.7 9.7 14.8 0.36 0.45 0.42 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
22 16.12.15 35.3 55.3 10.4 15.5 0.39 0.48 0.45 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
23 19.12.15 29.2 50.2 8.5 13.6 0.43 0.52 0.49 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
24 23.12.15 36.6 56.3 11.1 16.2 0.39 0.48 0.45 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
25 26.12.15 31.2 52.1 8.7 13.4 0.47 0.56 0.53 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
26 30.12.15 36.1 59.1 9.5 14.6 0.37 0.46 0.43 <5.0 <0.1 <5.0 <0.1 <0.1 <0.1 <0.1
Maximum 38.2 59.2 12.1 17.2 0.59 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Minimum 26.3 42.4 8.4 13.4 0.31 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Average 32.3 52.6 9.8 14.9 0.47 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
98 %tile 37.8 59.2 11.9 17.0 0.57 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0

Table 3.25: Summary of Ambient Air Quality for The Study Area
Sl. Sampling PM2.5 PM10 SO2 NO2 CO O3 Pb NH3 C6H6 BaP As Ni
No. Locations µg/m3 µg/m3 µg/m3 µg/m3 mg/m3 µg/m3 µg/m3 µg/m3 µg/m3 ng/m3 ng/m3 ng/m3
Maximum 45.1 67.8 13.8 18.8 0.58 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Minimum 27.5 44.4 8.1 11.4 0.21 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
1. Project Site
Average 35.5 55.3 10.9 15.9 0.38 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
98 %tile 44.9 66.1 13.7 18.7 0.54 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Maximum 40.2 59.8 12.8 17.9 0.55 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Minimum 25.9 41.8 7.9 12.1 0.25 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
2. Nasringarh
Average 32.5 52.1 9.9 15.0 0.41 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
98 %tile 39.7 59.3 12.4 17.7 0.53 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Maximum 42.3 62.3 13.3 18.4 0.56 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Minimum 26.6 46.2 8.3 13.2 0.23 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
3. Singarbil
Average 34.9 54.7 10.9 16.0 0.40 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
98 %tile 42.1 62.1 13.3 18.4 0.54 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Maximum 38.2 58.1 12.4 17.5 0.57 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Minimum 26.4 45.5 8.0 13.0 0.21 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
4. Usha Bazar
Average 31.2 51.4 10.2 15.3 0.39 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
98 %tile 36.9 57.2 12.4 17.5 0.56 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Maximum 39.8 59.6 12.3 17.4 0.58 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Minimum 26.8 46.3 8.4 13.4 0.22 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
5. Gandhigram
Average 32.4 52.3 9.9 15.0 0.39 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
98 %tile 39.7 59.5 12.0 17.1 0.55 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Maximum 42.4 62.1 13.6 18.7 0.60 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Minimum 26.2 45.7 8.5 13.4 0.24 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
6. Nutan Nagar
Average 33.4 53.0 10.0 15.1 0.49 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
98 %tile 42.0 61.8 13.1 18.2 0.58 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Maximum 36.5 57.6 12.5 17.6 0.57 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Minimum 26.1 45.8 8.1 13.2 0.30 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
7. Ram Nagar
Average 31.0 50.9 9.9 14.9 0.47 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
98 %tile 35.9 56.4 12.4 17.5 0.56 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Maximum 38.2 59.2 12.1 17.2 0.59 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
Minimum 26.3 42.4 8.4 13.4 0.31 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
8. Lankamura
Average 32.3 52.6 9.8 14.9 0.47 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0
98 %tile 37.8 59.2 11.9 17.0 0.57 <5.0 <0.1 <5.0 <0.1 <0.01 <1.0 <1.0

3.8 Ambient Noise Levels
3.8.1 Introduction
Noise can be defined as an unwanted sound. It interferes with speech and hearing and
is intense enough to damage hearing or is otherwise annoying. The definition of noise
as unwanted sound implies that it has an adverse effect on human beings and their
environment. Noise can also disturb wildlife and ecological system.
3.8.2 Methodology
To understand the noise environment in the study area, noise survey was conducted
using Sound Level Meter 2031 manufactured by Cygnet Systems. Noise
measurements were carried out at the same location where ambient air quality was
monitored. The 24-hourly sound levels were measured at each location once during
the study period.
3.8.3 Equivalent Sound Energy Level or Leq
In most of the acoustic environments, the sound pressure level fluctuates with time
due to changes in noise generation sources. The fluctuating noise levels are reported
as equivalent sound energy level or Leq. It is defined as the steady sound pressure
levels which would have given the same total energy as the actual time varying sound
pressure level over the given time period.
By recorded noise levels, Leq was computed using the following statistical
relationship:
Leq = L50 + [(L10 – L90) 2/60]
Where L90 = the noise levels exceed 90 percent of the time

L50 = the noise levels exceed 50 percent of the time
L10 = the noise levels exceed 10 percent of the time
It may be noted here that L10, L50 and L90 values can be considered as peak, average
and background sound pressure levels at each of the locations, respectively.
The details noise levels monitoring locations in the study area are given in Table 3.26
and Figure 3.12.
ABC Techno Labs Private Limited 3-46

Figure 3.12: Noise Monitoring Locations of the Study Area
Table 3.26: Noise Levels Monitoring Stations in the Study Area

Airport Airport
(km)
N1 Project Site 23o53’30.27” N - - Commercial
91o14’37.05” E Area
N2 Narsingarh 23o54’58.33” N 3.53 NNE Residential Area
91o15’09.32” E
N3 Singarbil 23o54’15.96” N 1.42 NE Residential Area
91o15’11.61” E
N4 Usha Bazar 23o52’31.82” N 1.47 SE Residential Area
91o15’16.31” E
N5 Gandhigram 23o53’35.31” N 4.47 E Residential Area
91o17’11.98” E
N6 Nutan Nagar 23o52’51.32” N 3.12 ESE Residential Area


Airport Airport
(km)
91o16’21.77” E
N7 Ram Nagar 23o51’19.12” N 3.93 SSE Residential Area
91o15’48.47” E
N8 Lankamura 23o51’41.05” N 3.70 S Residential Area
91o14’54.28” E
3.8.4 Day and Night Time Leq Noise levels
Day and night time Leq for ambient noise levels for the study area are given in Table
3.27 and shown in Figure 3.13. Tabulated results indicate that measured Leq noise
levels are within the limit stipulated for commencial and residential areas at all the
locations.
Table 3.27: Day and Night time Leq for Ambient Noise Levels
Locations Day Time Night Time Prescribed Standards
dB(A) dB(A) dB(A)
Day Time Night Time
Project Site 62.5 53.6 65 55
Narsingarh 51.7 42.2 55 45
Singarbil 49.8 40.1 55 45
Usha Bazar 52.3 43.5 55 45
Gandhigram 50.4 41.2 55 45
Nutan Nagar 53.6 43.0 55 45
Ram Nagar 50.1 42.5 55 45
Lankamura 52.3 44.2 55 45
70
60
50
40
30
20
10
0
Project Site Narsingarh Singarbil Usha Bazar Gandhigram Nutan Nagar Ram Nagar Lankamura
Day Time dB(A) Night Time dB(A)
Figure: 3.13. Graphical Presentation of Day & Night Time Noise

Levels

3.9 Natural Hazards and Disaster Risk
The Agartala Airport lies in seismic Zone V according to zoning map of India. A
large umber of moderate to high magnitude earthquake have occurred in the region as
well as within 100 km distance around it.
3.9.1 Seismo-Tectonic/Earthquake
The region is very vulnerable to earthquake as it is situated on Seismic Zone - V and

has higher probability of occurrence of big earthquake measuring magnitude 8 and
more on Richter scale.
The region comes under zone V of the seismic zoning map of India. It lies in the high
risk zone shown in Figure 3.14.
Figure 3.14: Earth Quake Zones of the Study area

3.9.2 Wind and Cyclone Zone
The study area is in very high damage and risk of wind and cyclonic zone. The wind
and cyclone zone is shown Figure 3.15.
Table 3.15: Wind and Cyclone Zone Map of the Area
3.10 Landuse & Land Cover through Satellite Imagery Interpretation
Landuse and land cover for the 10 km study area have been prepared using False
Colour Composite (FCC) scene of IRS P-4 LISS-III. The percentage area of different
categories of land use/ land covers within the 10 km radius study area is as given in
Table 3.28: The study area dominated by vegetation/agricultural land (46.5%)
followed by waste/fallow land (28.5%), built-up area (17.8 %) and river & water body
(7.2 %).
Table 3.28: Landuse and Land Cover for 10 km Study Area

Sn. Category of Landuse %age
1. Vegetation /Agriculture 46.5
2. Built-up Area 17.8
3. River & Water Body 7.2
4. Waste/Fallow Land 28.5
Total 100

FCC and Landuse and land cover of the study area through satellite imagery is shown
in Figures 3.16 and 3.17, respectively.
Figure 3.16: FCC of Satellite Imagery for Study Area

Figure 3.17 : Landuse and Land Cover of the Study Area Through Satellite Imagery

3.11 Biological Environment
3.11.1 Introduction
The term biological environment covers the prevalence of all living forms plants and
animals both terrestrial and aquatic in the study area. Living forms cover a very wide
spectrum of species and even a small area may have thousands of species if all
bacteria, protozoa, worms, insects, plants, animals and birds are to be included. In the
present study, higher taxa (trees, small trees, shrubs, under shrubs, climbers and
grasses) and fauna (mammals, birds and reptiles) are covered for impact assessment
purpose. It is needless to emphasize that living system is extremely complicated. They
are directly affected by changes in the physical environment but may often either
adapt or avoid the adverse environment.
3.11.2 Flora of the Area
The area lies within the Indomalaya ecozone. According to the Biogeographic
classification of India, the area is in the "North-East" biogeographic zone. In 2011
forests covered 57.73 % of the state. Tripura hosts three different types of ecosystems:
mountain, forest and freshwater. The evergreen vegetation is dominated by species
such as Dipterocarpus, Artocarpus, Amoora, Elaeocarpus, Syzygium and Eugenia.
Two types of moist deciduous forests comprise majority of the vegetation: moist
deciduous mixed forest and Sal (Shorea robusta)-predominant forest. The
interspersion of bamboo and cane forests with deciduous and evergreen flora is a
peculiarity of Tripura's vegetation. Grasslands and swamps are also present,
particularly in the plains.
Herbaceous plants, shrubs, and trees such as Albizia, Barringtonia, Lagerstroemia
and Macaranga flourish in the swamps of Tripura. Shrubs and grasses include
Schumannianthus dichotoma (shitalpati), Phragmites and Saccharum (sugarcane).
3.11.3 Terrestrial Ecology of the Study Area
The contents of this subsection are based on primarily on reconnaissance survey and
field studies carried out by the ABC Techno Labs field team. In the study area
favoured with good agro-climatic conditions, deep fertile soils, sub-tropical humid
climate with abundance of rainfall, has also tremendous scope for growth of
vegetation in the area.

In the study area, the following plants species were noted during study period as given
in Table 3.29.
Table 3.29 Flora Observed in the Study Area

Sl. Scientific Name Common Name
No.
1. Aegle marmelos Bel
2. Albizzia lucida Silkoroi
3. Albizzia procera Safed Siris
4. Azadirachta indica Neem
5. Artocarpus chaplasa Sam
6. Bambusa nutans Kali bans
7. Bambusa palida Makal
8. Bambusa polymorpha Bari
9. Bambusa teris Purua
10. Bambusa spp. Jai/ Purua/ Bombans
11. Oxylanthum albouliata Kalai
13. Carrya arborea Kumbhi
14. Cassia fistula Sonali
15. Chukmsia velutina Bogapoma
16. Cinnamomum bejolghta Tejpata
17. Dillenia indica Chalita
18. Delonix regia Radhachura
19. Dillenia pentagyna Akshi
20. Dipterocarpus turbinatus Kherjong
21. Duanbanga gradiflora Kokam
22. Gmelina arborea Gomari
23. Hevea brasiliensis Rubber
24. Lagerstroemia parsiflora Sida
25. Lagerstroemia speciosa Ajur
26. Magnolia pterocarpa Thouthua
27. Mesua ferrea Nahor
28. Michelia champaca Titasopa
29. Shorea robusta Sal
30. Sterospermum personatum Parolli
31. Syzygium cuminis Jamun
32. Terminalia alata var. tomentosa Asan
33. Terminalia bellirica Bairah
34. Terminalia myriocarpa Hollock
35. Toona ciliate Tun
36. Nedhoozca dulloa Dolu
37. Melocana bambusoides Mul

3.11.4 Medicinal Plant in the Study Area
The important medicinal plants species found in the area are given in Table 3.30.
Table 3.30: Important Medicinal Plants Species in The Area

S. No. Scientific Name Vernacular Name Family
1. Andrographis paniculata Kalmegh Acanthaceae
4. Baeopa moniari Brahmi-sak Scorphalariaceae
5. Centella asiatica Thulkudi Umbelliferae
6. Hemidesmus indicus Anantamul Apocynaceae
7. Holorrhea pubescens Kurchi Apocynaceae
8. Hydrocarpus kurzi Mohua Labiatae
9. Justica adhatida Adulsa Acanthaceae
12. Phlogacanthus thyrsiflorus Baghatita Acanthaceae
13. Rawlfia serpentine Chandra Apocynaceae
15. Terminalia belerica Baida Combretaceae
16. Terminalia chebula Horitoky Combretaceae
17. Vitex negabdo Nirgundi Verbenaceae
18. Vitex peduncularis Boruna Verbenaceae
Herbs and Shrubs: Some herbs and shrubs species found in the Study Area are given
in Table 3.31.
Table 3.31: Herbs and Shrubs species in the Study Area

S. No. Botanical Name Vernacular name
1. Cannabis sativa Siddhi
2. Lantana camara Chotra
3. Ocimum sanctum Tulsi
4. Opuntia dillenii Nag Phara
Grasses: Grasses species found in the study area is given in Table 3.32.
Table 3.32: Grasses species found in the Study Area

S. No. Botanical Name Vernacular Name
1. Combretum decandrum Kanchara
2. Cuscuta eflexa roxb. Swarna lata
3. Lchnocarpus frustescens Syamalota
4. Vallaris solanacea Ramsar
3.11.5 National Park and Wildlife Sanctuary
There is no wildlife sanctuary, national park or other protected area within 10 km

distance from the Agartala Airport.

3.9.6 Hydrophytes in study area
There are many ponds in the study area, which hold water during rains.
The hydrophytes species found in ponds are Hydrilla verticillata, Nymphaea

nouchali, Monochoria vaginalis, and Hydrilla verticillata.Limnophyton obtusifolium,
Alternanthera sessilis, Lemna gibba, Nelumbo nucifera, Ludwigia adscendens,
Aponogeton natans, Pistia stratiotes, and Ipomoea carnea, Ceratophyllum demersum,
Scirpus articulates, Cladophera, etc.
3.11.7 Terrestrial Fauna in the Study Area
The information collected from field survey, local people and supplemented by
secondary data from Forest Department, wild animals are rare due to anthropogenic
activities in the study area.
Some wild animal species found in the study area is common mongoose (Herpestes
dwardsii), small Indian mongoose (Herpestes auropunctatus), jungle cat (Felis
chaus), Naja Naja (Caobra), etc
Aquatic Fauna
Some fish species found in ponds and Haora River is given Table 3.33.
Table 3.33: Fishes species found in the Study Area

S. No. Scientific name Vernacular Name
1. Hilsa ilisha Ilish
2. Catla Catla Catla
3. Heteronestis fossilis Singhi
4. Cirrhinus mrigala Mriga
5. Puntius Ticto Punti
6. Rosbora deninconus Darkina
7. Clarius batracus Magur
8. Chela labuca Cbapkbowari
9. Lobeo bala Bhangna
10. Labeo colbasIl Gonya
11. Chaco chaca Kutkutya

3.11.8 Rare, Endangered and Threatened
Within 10 km radius area, no species of flora and fauna has been categorized as rare,
endangered and threatened (RET) species.
3.12 Socio-Economic Environment
3.12.1 Introduction
Baseline environmental scenario in the study area with respect to demographic and
socio-economic conditions has been discussed in the subsequent sections of this
chapter.
Data on number of villages, their land area, number of households and population in
each village as well as literacy rate in the study areas has been obtained from District
Census Handbook, 2011 for West Tripura district.
The growth of industrial development activities in an area is bound to create its

impact on the socio-economic aspects of the local population. The impacts may be
positive or negative depending upon the nature of the development activities. To
assess the impacts of proposed development at Agartala Airport on the socio-
economic environment, it is necessary to study the baseline socio-economic status of
the area.
3.12.2 Demographic and Occupational Pattern of west Tripura District
Table 3.34 shows the demographic details of west Tripura district. The West Tripura
District is bounded by Bangladesh in the north and west by North Tripura in the east
and by South Tripura in the south. Total area of the district is 3544 sq.kms. The
district headquarters is located at Agartala, which is also the capital of the State.
As per 2011 Census, the population of the West Tripura district is 1725739, out of
which 879428 are males and 846311 are females. The male population constitutes 50.
96% while female population is 49.04%.
The rural population is 1048101 and urban population is 677638. The rural population
constitutes 60.73% and urban population 39.27% of the total population in the West
Tripura district. The density of the population according to the 2011 census is 577
persons/sq.km, which is greater than the density of Tripura state (350 persons/sq.km).

As per 2011 census records, sex ratio for West Tripura is 962. West Tripura District
has scheduled castes population of 19.59%, while scheduled tribes population is
25.03% of the total population of the district.
As per 2011 census records, 78.89% population of the West Tripura district is literate,
82.21% amongst males and 75.43% amongst females.
In the West Tripura District, total main workers account for 30.38% (49.09% males
and 10.92% females) whereas marginal and non-workers respectively account for
10.08% (7.81% males and 12.44% females) and 59.54% (43.10% males and 76.63%
females), respectively.
Table 3.34: Demographic & Occupational Pattern of West Tripura District

Sl. Description Total Rural Urban
No.
1. House Hold 410565 242324 168241
2. Total Population 1725739 1048101 677638
3. Total Male Population 879428 536720 342708
4. Total Female Population 846311 511381 334930
5. Total Population below 6 Yr 190850 127118 63732
6. Male Population below 6 Yr 97787 65022 32765
7. Female Population below 6 Yr 93063 62096 30967
8. Schedule Caste Population 338094 186463 151631
9. Schedule Caste Male Population 172522 95784 76738
10. Schedule Caste Female Population 165572 90679 74893
11. Schedule Tribe Population 431944 402746 29198
12. Schedule Tribe Male Population 217278 203063 14215
13. Schedule Tribe Female Population 214666 199683 14983
14. Literate Population - Total 1361354 789002 572352
15. Literate Population – Male 722998 427581 295417
16. Literate Population - Female 638356 361421 276935
17. Total Worker Population 698178 445574 252604
18. Total Worker Male 500406 304347 196059
19. Total Worker Female 197772 141227 56545
20. Main Worker Population 524198 309162 215036
21. Main Worker Male 431743 253749 177994
22. Main Worker Female 92455 55413 37042
23. Cultivator –Total 94721 89708 5013
24. Cultivator –Male 82291 77703 4588
25. Cultivator –Female 12430 12005 425
26. Agricultural Laborer -Total 88018 82099 5919
27. Agricultural Laborer-Male 67956 63110 4846
28. Agricultural Laborer -Female 20062 18989 1073

Sl. Description Total Rural Urban

No.
29. Household Worker –Total 11921 7964 3957
30. Household Worker-Male 7796 5045 2751
31. Household Worker -Female 4125 2919 1206
32. Other Worker –Total 329538 129391 200147
33. Other Worker-Male 273700 107891 165809
34. Other Worker –Female 55838 21500 34338
35. Marginal Worker –Total 173980 136412 37568
36. Marginal Worker-Male 68663 50598 18065
37. Marginal Worker –Female 105317 85814 19503
38. Non Worker –Total 1027561 602527 425034
39. Non Worker-Male 379022 232373 146649
40. Non Worker –Female 648539 370154 278385
Source: Census Records 2011
3.12.3 Demographics Details of the Settlements in the Study Area
The 10 km study area comprise West Tripura District administrative area.

Demographic details including data on settlements with number of households,
population as well as literacy in the settlements located in 10 km radius of Agartala
Airport has been obtained from census records and presented in Table 3.35. From the
tabulated data following observations can be made:
A. House Holds
In the settlements located in the study area, there are total 130352 households as per
census records 2011.
B. Population
As per census records, the population of settlements in the study area is 526313. The
male population constituted nearly 50.51% persons while the female population is
49.49% of the total population.
C. Sex Ratio
As per census records, sex ratio is defined as the number of females per 1000 males.
As per census records, sex ratio in settlements located in the study area are 980.

D. Schedule Caste
In the study area, scheduled castes population is 23.49%, 23.52% amongst males and
23.17% amongst females.
E. Schedule Tribe
In the study area, scheduled tribes population is 5.51%, 5.30% amongst males and
5.73% amongst females of the total population of the area.
F. Literacy
Literate population in the villages in the study area is given in Table 3.35 as per the
census records. In the study area 84.85% is literate, 86.58% amongst males and
83.08% amongst females.
G. Employment Pattern
The employment pattern in the area is an indicator of number of persons employed in

various sectors. It also indicates the various categories of employment flourishing in
the area. The employment pattern in the settlements located in 10 km radius of
Agartala Airport is given in Table 3.36.
In the study area, total main workers account for 32.07% (51.85% males and 11.88%
females) whereas non-workers account for 62.36% (42.85% males and 82.27%
females). Marginal workers are 5.58% (5.31% males and 5.85% females).
Out of total main workers in the district, Cultivators workers at 2.40% (2.63% males
and 1.38% females) followed by Other workers at 95.06% (94.87% males and 95.88%
females), Agricultural labourers account for 2.54% (2.50% males and 2.75%
females).
3.12.4 Socio-Economic Status of the Study Area
During the social study of the study area, the following factors were emerged about
the socio-economic conditions of the area:
 High rainfall and good soil offer considerable scope for land-based economic
activities.

 The major crops grown in plantation are tea, rubber, cashew, orange and
pineapple. Jackfruit, banana, lemon, coconut is largely grown on the homestead.
 Most of the population dependent on agriculture and allied activities.
Cropping Pattern
The economy of the study area as a whole is predominantly agrarian. Jhum popularly
known as shifting cultivation was practiced in the area as the only form of agriculture.
Paddy, pulses and oilseeds are the major crops grown in the study area.
Livestock
Cattles and poultry are the main livestock-wealth of the study area. Buffaloes, cow,
goat, sheep, pig are reared by villagers for milk and meat production. Dry dung is
used as fuel in households. Due to topographical features, the fisheries reserves in the
study are limited to ponds, tanks etc.
3.12.5 Living Standards and Infrastructure
Availability of amenities like education, medical, water supply, communication, road

network, electricity, etc. significantly reflects the level of development of an area.
Information on available amenities in the study area was gathered during field studies
and the same is discussed in the following subsections:
Educational Facilities
The primary level education facilities are available in mostly all the settlemeny.
Medical Facilities
In the study area medical facilities are available maximum at distance of 5 km.
Drinking Water Supply
All villages of the study area have drinking water facility.
Communication
The villages of the study area have phone connections. Mobile network is also
available in the study area.

Approach to villages
All the villages in the study area can be approached by road.
Power Supply
Electricity exists in all the mostly villages for agricultural/all purposes.
3.13 Heritage Structures with Study area
There are no heritage structures within the study area.

Table 3.35: Demographic Details of the Study Area

Sn. Name Of Settlement Type of Household Total Population Schedule Schedule Literate
Settlement Caste Tribe
P M F M F M F M F
I. District West Tripura
1 Bamutia Rural 2376 9804 4939 4865 2245 2211 254 247 4160 3820
2 Fatikchhara Rural 2913 12673 6424 6249 2389 2340 867 836 5284 4812
3 Laxmilunga Rural 1551 6948 3505 3443 1565 1524 387 385 2772 2504
4 Lankamura (Part) Rural 1608 7065 3645 3420 1652 1561 0 1 3124 2772
5 Ramnagar (Part) Rural 346 1534 767 767 503 489 1 0 638 601
(Minabari)
6 Barjala (Part) Rural 2664 10551 5563 4988 847 849 34 32 4837 4088
7 Kunjaban (Part) Rural 25 146 129 17 1 0 12 4 129 17
8 Debendrachandranagar Rural 2169 9231 4640 4591 1407 1332 1999 2073 3772 3302
(Part)
9 Narsingarh (CT) Urban 1719 7404 3895 3509 1260 1180 74 68 3407 2968
10 Singarbil (CT) Urban 3114 12917 6784 6133 2923 2808 51 47 5716 4880
11 Gandhigram (CT) Urban 3487 14572 7928 6644 1992 1994 85 83 6728 5202
12 Radhakishorenagar (CT) Urban 3187 13866 7456 6410 2190 1921 951 702 6288 4795
13 Charipara (CT) Urban 4543 19598 10008 9590 4494 4311 18 26 8127 7132
14 Agartala (M Cl) Urban 100650 400004 200132 199872 39049 38614 9354 10413 175170 169541
Total for Study Area 130352 526313 265815 260498 62517 61134 14087 14917 230152 216434
Source: Census Record-2011

Table 3.35: Occupational Pattern of the Study Area

Sn. Name Of Settlement Total Workers Total Main Cultivators Agricultural Other Workers Marginal Non Workers
Workers Labour Workers
M F M F M F M F M F M F M F
I. District West Tripura
1 Bamutia 2776 975 2354 417 579 45 455 97 1320 275 422 558 2163 3890
2 Fatikchhara 3594 1607 3155 855 780 119 392 217 1983 519 439 752 2830 4642
3 Laxmilunga 1935 938 1744 714 255 31 104 35 1385 648 191 224 1570 2505
4 Lankamura (Part) 2070 806 1787 296 282 33 162 47 1343 216 283 510 1575 2614
5 Ramnagar (Part) 427 170 415 43 51 1 50 6 314 36 12 127 340 597
(Minabari)
6 Barjala (Part) 3499 1054 3196 380 48 3 49 2 3099 375 303 674 2064 3934
7 Kunjaban (Part) 128 3 128 3 0 2 0 0 128 1 0 0 1 14
8 Debendrachandranagar 2593 1376 2033 441 143 21 304 81 1586 339 560 935 2047 3215
(Part)
9 Narsingarh (CT) 2475 875 1952 298 137 32 20 9 1795 257 523 577 1420 2634
10 Singarbil (CT) 4182 1365 3431 409 178 7 94 42 3159 360 751 956 2602 4768
11 Gandhigram (CT) 5043 1542 4515 564 58 4 50 5 4407 555 528 978 2885 5102
12 Radhakishorenagar (CT) 4637 875 4405 512 243 36 288 66 3874 410 232 363 2819 5535
13 Charipara (CT) 5550 1986 4465 679 220 13 170 22 4075 644 1085 1307 4458 7604
14 Agartala (M C) 113017 32627 104233 25345 651 79 1304 221 102278 25045 8784 7282 87115 167245
Total for Study Area 151926 46199 137813 30956 3625 426 3442 850 130746 29680 14113 15243 113889 214299
Source: Census Record -2011

Anticipated Environmental Impacts & Mitigation Measures
CHAPTER – 4
ANTICIPATED ENVIRONMENTAL IMPACTS

4.1 Introduction
The assessment of potential environmental impact consists of comparing the expected

changes in the environment with or without the new integrated terminal building,
apron and link Taxiway at Agartala Airport. The main aim of assessment of
environment impacts is to identify the nature and significance of anticipated
environmental impacts. This chapter assesses the nature, type and magnitude of the
potential impacts likely on the various relevant physical, biological, social and
cultural components due to new integrated terminal building, proposed apron & link
taxiway at Agartala Airport. The environmental, biological, ecological and social
impacts can be direct as well as indirect. The direct area of influence includes the
construction sites for the project and surrounding area. The impacts on various
environmental components can occur at any of the following stages of the project
planning and implementation: (i.) planning and design stage; (ii) construction stage;
and (iii) operation stage.
This chapter discusses the identification and appraisal of various environmental

impacts due to the planning, design construction and operation of the New Integrated
Terminal Building, Apron and Link Taxiway at Agartala Airport. The construction
and operation phases of the new integrated terminal building, proposed apron & link
taxiway will comprise various activities, each of which may have adverse or
beneficial impact on environmental parameters. Various anticipated environmental
impacts during the construction and operation phases on the environmental
parameters have been studied to evaluate and estimate its impact on the environment.
The environmental impacts can be categorized as either primary or secondary.
Primary impacts are those, which are attributable directly to the project, secondary
impacts are those, which are indirectly induced and typically include the associated
impacts and changed pattern of social and economic activities by the proposed
project.
The design, construction and operational phase of the New Integrated Terminal
Building, Apron and Link Taxiway at Agartala Airport comprises various activities
each of which may have an impact on some or other environmental parameters.
Various environmental attributes during the construction and operation phase have
ABC Techno Labs India Private Limited 4 -1

been studied/analyzed to estimate the overall impacts on the surrounding

environment.
Due to the new integrated terminal building, proposed apron & link taxiway at
Agartala Airport, water environment, air environment, noise, land environment,
ecological environment and socio-economic factors are identified as the significant
environmental components likely to be affected. The anticipated impacts on the
environmental components are identified, quantitatively/qualitatively evaluated,
predicted and discussed below with suitable mitigation measures.
Methodology for Qualitatively Assessment of Environmental Impacts
The anticipated environmental impacts due to New Integrated Terminal Building,

Apron and Link Taxiway at Agartala Airport may be beneficial or adverse, short or
long term (acute or chronic), temporary or permanent, direct or indirect and local or
regional. Adverse environmental impacts include such impacts which can lead harm
to living resources, atmosphere, damage to human health, birds & animal, vegetation,
land & water resources, hindrance to activities in place, harm of quality for use,
reduction of amenities, damage to physical structures, etc. Environmental risk is also
evaluated based on its likelihood and significance for each identified potential
environmental impact due to proposed activities in the area. For the New Integrated
Terminal Building, Apron and Link Taxiway at Agartala Airport, the impacts
assessment has been carried out in the following three steps:
 Step 1 : Identification of interface between project activities and

environmental receptors
 Step 2 : Identification of potential environmental impacts
 Step 3 : Evaluation of significant environmental impacts
In Step 1, based on the project description and environmental baseline conditions, a

detailed matrix of activities and environmental receptors has been prepared. Based on
project activities and baseline environment conditions at and around Agartala airport
site, it is determined whether an interface exists between project activity and an
environmental receptor.
In Step 2, on the basis of interface identified in Step 1, potential environmental

impacts due to new integrated terminal building and associated works at the Agartala
airport activities are identified. The environmental impacts may be beneficial or
adverse, direct or indirect, reversible or irreversible and short-term or long-term as
given, as per criteria given in Table 4.1.

Table 4.1: Impact Assessment Rating Matrix

Impact Criteria
Nature of Beneficial Positive
Impact Adverse Negative
Duration of Short term Impacts shall be confined to a stipulated time
Impact Long term Impacts shall continue till the end of project life
Impacted Area Localized Impacts shall be confined within 10 km radius
Regional Impacts shall continue beyond 10 km radius
In Step 3, all the potential environmental impacts are evaluated and a qualitative
evaluation is carried out. An impact level is rated as “low”, “medium” or “high”. The
impact rating is based on two parameters, i.e. “severity of environmental impacts” and
“likelihood of occurrence of the environmental impacts”.
 Severity of Environmental Impact: The severity of an environmental impact is a

function of a range of considerations including impact magnitude, impact
duration, impact extent, compliance of prescribed legal framework and the
characteristics of the receptors/ resources; and
 Likelihood of Occurrence of Environmental Impact: How likely is the impact
(this is particularly an important consideration in the evaluation of unplanned/
accidental events).
The significance of each environmental impact is determined by assessing the

impact’s severity against the likelihood of the environmental impact occurring, as
summarized in the environmental impact significance assessment matrix provided in
Table 4.2.
Table 4.2: Impact Assessment Rating Matrix

Impact Likelihood
Impact Unlikely (e.g. Low Likelihood Medium Likelihood High Likelihood
Severity not expected to (e.g. may occur (e.g. may occur (e.g. routine,
occur during once or twice every few years) happens several
the project during the project times a year)
lifetime) lifetime)
Slight Negligible Negligible Impact Negligible Impact Negligible Impact
Impact
Low Negligible Negligible Impact Negligible to Minor Minor Impact
Impact Impact
Medium Negligible Minor Impact Minor–Moderate Moderate Impact
Impact Impact
High Minor Impact Moderate Impact Major Impact Major Impact

Notes:
Negligible Impact : Defined as magnitude of change comparable to natural variation
Minor Impact : Defined as detectable but not significant
Moderate Impact : Defined as insignificant; amenable to mitigation; should be
mitigated where practicable
Major Impact : Defined as significant; amenable to mitigation; must be mitigated
The one of primary purpose of New Integrated Terminal Building, Apron and Link
Taxiway at Agartala Airport is to increase the capacity of passengers and apron for
more aircraft. Accordingly, keeping in view the current and future requirement, new
terminal building, taxiway and apron is proposed at Agartala Airport.
The likely impacts of the New Integrated Terminal Building, Apron and Link
Taxiway at Agartala Airport would be due to:
 Pre-construction Phase
 Construction phase, which would be mainly regarded as temporary or short term;
and
 Operation phase, which would have long-term and permanent impacts.
The construction and operation phases of the New Integrated Terminal Building,
Apron and Link Taxiway at Agartala Airport comprise of various activities, which
have been considered to assess the anticipated impact on one or other environmental
parameter as described in the following sections:
The mitigation measures for adverse environmental impacts have been suggested as
applicable regulatory requirements on environmental and socio-economic issues and
are intended to meet the following objectives:
 Prevent air, water, soil and noise pollution during construction & operation
phases;
 Adopt environmental and social enhancement measures;
 Encourage the socio-economic development in the region.
The anticipated environmental impacts of the proposed development at Agartala

airport and corresponding mitigation measures for construction and operation phases
have been described in the following sub-sections:

4.2 Anticipated Impact and Mitigation Measures for Pre-Construction Phase
The pre-construction phase will involve completion of necessary legal formalities

with respect to environmental clearances, site surveys/design and bidding of the
proposed integrated terminal building and other associated works. The integrated
terminal building and other associated works will require equipment and machinery,
requisite skilled, semi-skilled manpower & labour. The supervision and project
management will be undertaken by Airports Authority of India.
4.3 Anticipated Impact and Mitigation Measures for Construction Phase
The construction phase will mainly consist of transportation of earth for filling,
machinery and construction materials to be used for construction, clearing and
levelling of land, construction of terminal building, taxi way apron, etc and associated
works as per approved design, etc.
4.3.1 Topography & Physiography
Topography of the area is plains. For construction of New Integrated Terminal

Building, Apron and Link Taxiway at Agartala Airport, 67930 cum cutting of earth
and 276805 cum filling of earth will be required, which will be obtained from
approved borrow earth quarries only. After cutting and filling, land for construction
purpose will be leveled for construction of terminal building, taxiway, apron and
associated works. The proposed construction will be confined within available
additional land only. Hence, the anticipated impact on the topography during
construction phase is rated as:
Environmental Impact Rating Topography & Physiography

Nature of Impact Adverse
Duration of Impact Long term
Impacted Area Localized
Likelihood of Occurrence Medium
Severity of Impact Medium
Significance of Impact Low
Mitigation Measures
 Land clearing at the site will be kept to the absolute minimum practicable; and
 Construction site would be designed to minimize filling of the earths.

 Borrowing of earth will be ensured only from approved borrow area having valid
environmental from District Level Environmental Impact Assessment Authority
(DEIAA).
 Borrow area will be rehabilitated after borrowing of necessary earth.
4.3.2 Land Use Pattern
For construction of new integrated terminal building, proposed apron & link taxiway
at Agartala Airport, total 76.206 Acres land is required, out of which 71.996 Acres
land has already been handed over by state govt. Additional land 4.21 Acres land to
be provided by state govt. 28 Acres land has been swapped to State Govt by Airport
Authority of India for rehabilitate displaced families. The land use pattern of the
71.996 Acres land will be changed permanently, however this impact will be
localized. The impact on the land use pattern of the area during construction phase is
rated as:
Environmental Impact Rating Land Use pattern

Likelihood of Occurrence Low
Severity of Impact Slight
Significance of Impact Negligible
Mitigation Measures
 Land clearing for construction site will be kept to the absolutely minimum
practicable;
 The filling and cutting of soil would be kept minimum; and
 Construction debris and waste generated during construction activities will be
collected and disposed in environmental sound manner as per applicable rules
depending upon type of wastes.
4.3.3 Soil Quality
During construction phase, 67930 cum cutting of earth and 276805 cum filling of
earth will be required for levelling of proposed site for construction of new integrated
terminal building, proposed apron & link taxiway at Agartala Airport. Natural
soil/sand from approved borrow areas will be brought to the site.

At the time of construction, some amount of debris, cuttings of construction materials,

etc, may be generated at the construction site. Wastes and debris generated at the site
will be collected time to time and disposed suitability to avoid contamination of earth.
During the construction phase, hydraulic lube oil, fuels and lubricating oils would be
used near proposed construction site. There is possibility of spills of such oils during
loading, unloading, storing and handing. During construction phase, waste oil shall be
generated as and when lubricating oil will be changed from engines of DG sets and
construction machineries. Used oil shall be collected and stored in leak proof drums
and sent to be used oil recyclers. The used oil drums shall be properly identified with
a label in Bengali and English. Used oil generated shall be handed over to authorised
recyclers for treatment and reuse. Other solid wastes, like debris, metal pieces, cotton
wastes, electrical wires cuttings, etc so generated will be collected & segregated and
will be disposed off as per standard practices.
The overall impact on soil quality during construction phase is summarized as

hereunder:
Environmental Impact Rating Soil Quality
Duration of Impact Short term
Mitigation Measures
 Compaction and stabilization will be ensured during filling to ensure that no loose
soil is washed away with runoff during rains,
 Restoration of land surface with the condition and contours, prior to instigation of
construction activities,
 Wastes, fuel, oil drums, used oil, etc. would be collected and disposed properly,
 Dust bins will be placed at requisite locations at construction site and there will be
segregation of wastes before disposal,
 Used oil from maintenance of DG sets engines and construction equipment will be
collected separately in drums and will be handed over to the authorized used oil
recyclers by the Tripura State Pollution Control Board (TSPCB) as per the CPCB
guidelines. List of authorized used oil recyclers is already available at TSPCB
website,

 Approx. 20 kg per day municipal wastes, like, plastic, paper, packing waste,
bottles, oil contaminated cottons and clothes, food waste from labour camp, etc
will also be generated and may contaminate soil of the site, if not disposed
properly. These wastes will be segregated and disposed as per Municipal Waste
Management Rules, 2000.
4.3.4 Drainage Pattern
For construction of new integrated terminal building, proposed apron & link taxiway
at Agartala Airport, total 76.206 Acres land will be used which is adjacent to existing
airport. Proper slope and storm water management system will be provided at the site
to maintain natural drainage and runoff movement at the site and surrounding areas.
The anticipated impact on the natural drainage pattern during construction phase is
rated as:
Environmental Impact Rating Drainage Pattern

Severity of Impact Low
Mitigation Measures
 Slope and storm water management shall be provided to maintain drainage and
flow of runoff in the drain.
 Drainage at the site will be maintained as per drainage counter at the site,
therefore, no flooding will be occurred at and around the Agartala airport during
and after construction of terminal building, taxi way and apron.
4.3.5 Flood and Natural Disaster
The Agartala airport is existing operational airport. The airport is not geographically
vulnerable to floods. During the construction of new integrated terminal building,
proposed apron & link taxiway at Agartala Airport natural drainage will be
maintained properly by storm water management.
The impact from the flood due to construction of new integrated terminal building,
proposed apron & link taxiway at Agartala Airport is rated as:

Environmental Impact Rating Natural Disaster- Flood

Significance of Impact Minor
Mitigation Measures
 Area within the site for construction of new integrated terminal building, proposed
apron & link taxiway shall be filled and graded properly;
 Natural drainage will be maintained in the surrounding.
 Construction of storm water drainage channels will not allow water logging at the
site and in surrounding area;
During the construction phase of the construction of new integrated terminal building,
proposed apron & link taxiway and other associated work at Agartala Airport, approx
20-30 kl/day water will be required depending upon the type of construction
activities. The water requirement will be met through existing deep bore well. The
construction will be completed within in approximately approx 24 months time. The
construction water requirement would be temporary in nature depending nature of
construction activities. Therefore, the impact on the water resources during the
construction phase would be temporary and variable in nature. The overall impact on
water resource during construction phase is rated as:
Environmental Impact Rating Water Resources


Mitigation Measures
 Continuous efforts will be made to optimize/reduce water usage,

 Continuous attempts will be made to avoid wastage and leakage of water,
 Record of water consumption on a daily basis will be maintained,
 Reuse of treated waste water for greenery and landscaping.
4.3.7 Water Quality
Water will be required for construction purposes during the period of construction
especially for concreting and compaction of earth filling. The water requirement will
be met by extracting ground water from existing borewell at the airport.
Anticipated impacts on water quality during construction phase may be due to sewage
and wastes generated from the construction site. The wastewater (sewage) generated
during construction phase will be mainly from domestic activities. At the construction
site 100 to 150 skilled, semiskilled and labour will be required for construction
activities depending construction activities. Wastewater generated from domestic
purposes will be minimal as most of the workers will be from the local area.
During the construction phase, excavated loose soil used for filling may be washed
out from the site with runoff during rainfall, which may increase the turbidity and
suspended solids in runoff from construction site. However, this impact may last
when first rain is over as loose soil will be stabilised after first rainfall. Therefore, this
impact will be temporary in nature.
The overall impact during construction phase on water quality is summarized as the
follows:
Environmental Impact Rating Water Quality


Mitigation Measures
 Excavation and site clearing work will be planned during non rainy season,
 All debris and wastes from the construction of new integrated terminal building,
proposed apron & link taxiway and other associated work will be collected and
disposed off suitably,
 Silt traps will be provided to prevent the discharge of excessive suspended solids,
 Oil trap will be provided in the drainage line to prevent contamination of runoff
by any oil spillage from construction machineries,
 To prevent contamination from spillage of oil, storage areas will be made by
cemented floor, bunded and will be cleaned at regular intervals,
 Wastewater generated from the domestic activities (kitchen/toilet) will be treated
in septic tank after passing through oil trap followed by soak pit or used for green
belt development, and
 Used oil and oil contaminated cotton & clothes will be given to authorised used
oil recyclers.
4.3.8 Ambient Air Quality
The potential sources of air emissions during construction phase of new integrated
terminal building, proposed apron & link taxiway and other associated work will be as
follows:
 Dust from earth works (during site preparation & excavation),

 Emissions from the operation of construction equipment and machines for
compaction,
 Fugitive emissions from vehicles running to the construction site,
 Fugitive emissions during the unloading of cement bags,
 Fugitive emissions during mixing of cement with other building materials,
 Emission for DG sets to be used temporarily during construction phase,
 Air emissions other than dust arise from combustion of hydrocarbons. The
pollutants of concerns are NO2, SO2, CO, un-burnt hydrocarbons and particulate
matter (PM10 & PM2.5).
The impact of construction activity on ambient air quality is a cause for concern
mainly in the dry months due to settling of dust particles. The main sources of dust
emissions during the construction period are the movement of equipment at the site
and dust emitted during the levelling, grading, earthworks, and other construction
related activities. The dust emitted during the above mentioned activities will depend

upon the type of soil being excavated and the humidity levels. The impact is likely to
be for short duration and confined to vicinity of the construction site. The composition
of dust in this kind of operation is however mostly coarse particles, inorganic and
non-toxic in nature and these are not expected to travel long distance before settling.
Exhaust emissions from vehicles and equipment deployed during the construction
phase also result in marginal increase in the levels of SO2, NO2, unburnt hydrocarbons
and particulate matter (PM10 & PM2.5). The impact will, however, be reversible,
marginal, and temporary in nature.
The impact of construction activities on ambient air would be temporary and

restricted to the construction phase. The impact will be confined within the project
boundary and is expected to be negligible outside the project boundaries. Proper up-
keep and maintenance of vehicles, sprinkling of water at construction site, etc. are
some of the proposed measures that would greatly reduce the impact on the air quality
during the construction phase of the project.
During the filling of earth, unloading of cement bags and mixing of cement with other
building materials, fugitive dust emissions may be emitted at the construction site. It
may be noted that these emissions would be in the form of coarse particulate matter
and will be settled down ultimately in the closed vicinity of the construction site.
Emissions from the DG sets may cause localised impact on ambient air quality for
short duration as these will be operated during grid power failure. DG sets will be
operated only in case of grid power failure. Adequate height of stacks will be
provided to the DG sets as per guidelines of CPCB to facilitate the dispersion of flue
gases in the atmosphere.
As construction activities will be mainly confined to the project site only for a short
duration, hence the impact on the ambient air quality during construction phase is
rated as given below:
Environmental Impact Rating Ambient Air Quality

Likelihood of Occurrence High

Mitigation Measures
 Dust suppression systems (water spray) will be used as per requirement at the
construction site;
 Construction materials and earth will be fully covered during transportation to the
construction site by road;
 Standard prescribed by the CPCB/ TSPCB for stack height and emissions from
DG sets will be complied with;
 Preventive maintenance will be carried out for vehicles and pollution check will
be mandatory on periodic basis all the vehicles approaching to the construction
site;
 Earth moving equipment, typically a bulldozer with a grader blade and ripper, will
be used for excavation work;
details given in Chapter 6 or as stipulated by the MoEF&CC/ TSPCB.
4.3.9 Noise Levels
During the construction phase of the new integrated terminal building, proposed apron
& link taxiway and other associated work, noise will be generated from various
sources. Some major sources of noise generation during construction phase of new
integrated terminal building, proposed apron & link taxiway and other associated
work are listed below:
 Generation of noise during movement of vehicles carrying materials and loading

& unloading activities,
 Generation of noise from construction machines, pavers, concrete mixer,
compactor, rollers and other construction machines,
 Generation of noise from vehicle movement.
 Generation of noise during concreting, and pavement, etc,
 Noise from the mechanical operations at the site.
 Generation of noise from DG sets at works site.
All the above mentioned sources at the proposed construction activities will be
intermittent and would be experienced occasionally. It may also be noted that, most of
the construction activities will be carried out only during the daytime.
The expected noise levels from these activities are given hereunder in Table 4.3:

Table 4.3: Typical Noise Levels of Construction Equipment

Particulars Noise Levels dB(A)
Earth Movers
Front End Loaders 72-84
Tractors 76-96
Scrapers, Graders 80-93
Pavers 86-88
Trucks 82-94
Material Handlers
Concrete mixers 75-88
Concrete pumps 81-88
Stationary Equipment
Pumps 69-71
Generators 70-80
Resultant Noise Level
The combined effect of above sources can be determined as per the following
equation:
Lp(total) = 10 log (10(Lp1/10) + 10(Lp2/10) + 10(Lp3/10) + ……..….)
Where: Lp1, Lp2 and Lp3 are noise pressure level at a point due to different sources in dB (A).
For an approximate estimation of dispersion of noise in the ambient air from the
source point, a standard mathematical model for sound wave propagation is used. The
sound pressure level generated by noise sources decreases with increases distance
from the source due to wave divergence. An additional decrease in sound pressure
level from the source is expected due to atmospheric effect or its interaction with
objects in the transmission path. The noise level generated from a source would
decrease with increase in distance from the source because of the wave divergence.
For hemispherical sound wave propagation through homogenous loss of free medium,
noise levels at various locations can be calculated due to different sources using model
based on the first principles as per the following equation:
Lp2 = Lp1 – 20 log(r2) – 8
Where: Lp2 and Lp1 - Sound Pressure Level (SPLs) at points located at source and at
distances of r2 from the source respectively in dB (A).

The resultant maximum noise level for the above sources as calculated using combined
effect equation is 85 dB(A). Assuming no environmental attenuation factors, noise
modelling has been done, which shows noise level will mingle with the baseline noise
level within short distance. Noise modelling results for construction phase have been
given in Table 4.4 and shown in Figure 4.1:
Table 4.4: Noise Modelling Results

Area Permissible Limits (Day Time) Distance from source
Silence Zone 50 dB (A) 159 m
Residential 55 dB (A) 89 m
Commercial 65 dB (A) 28 m
Industrial 75 dB (A) 9m
90
80
Resuktant Noise Levels dB(A)
70
60
50
40
30
20
10
0
0.0 20.0 40.0 60.0 80.0 100.0 120.0 140.0 160.0
Distance from Source (m)
Resultant Noise Level Background Noise Level Day Time
Figure 4.1: Attenuation of Noise from Source during Construction

The noise produced during construction phase will have temporary impacts on the
existing ambient noise levels at the project site but restricted to small distance
(maximum upto 160 m) and only during daytime within the airport. Therefore, the
impact of noise levels on surrounding area will be insignificant during the
construction phase.
The general noise level due to construction activities, such as working of heavy earth
moving equipment and machinery installation, may sometimes go up to 90 dB(A) at
the work site during day time. The workers in general are likely to be exposed to an
equivalent noise level of 75-80 dB (A) in an eight (8) hour shift for which all statutory
precautions as per law will be implemented. Use of proper Personal Protective
Equipments (PPEs) will further mitigate adverse impacts of noise on the workers, if
any. The impacts can be further minimized and made insignificant by using standard

practice of construction. The present noise level, monitored in the study area, is well
within the standards of noise level. Hence, the impact on the noise level during
construction phase is rated as given in the table below:
Environmental Impact Rating Noise Level

Mitigation Measures
 Provision of rubber padding/ noise isolators to DG sets and construction machines

 Preventive maintenance of the machine/ equipments will be carried out;
 Provision of silencers to modulate the noise generated by machines;
 Provision of protective devices like ear muff/ plugs to the workers; and
 Monitoring of ambient noise level/ source emission will be carried out as per
details given in Chapter 6 or as stipulated by the CPCB/ TSPCB.
4.3.10 Terrestrial Ecology
During the new integrated terminal building, proposed apron & link taxiway and other
associated work, no trees will be felled as state has provided required land free from
all encumbrances. Further, shrubs and ground flora will also be cleared for new
integrated terminal building, proposed apron & link taxiway and other associated
work. Therefore, marginal impact is anticipated on terrestrial ecology during the
construction phase.
The overall impact on the terrestrial ecology due to construction activities is rated as:
Environment Impact Rating Ecology
Severity of Impact Minor
Significance of Impact Significant

Mitigation Measures
 Landscaping from construction phase to strengthening flora in the area; and

 Indigenous species will be selected which will be suitable for local climacteric
conditions.
4.3.11 Occupational Safety and Health
During construction phase of new integrated terminal building, proposed apron & link
taxiway and other associated work, the personnel working at the site may be exposed
to physical hazards, like, dust, noise, fugitive dust emissions, welding fumes, working
at height, handling of heavy loads, falling objects underneath of temporary structures,
working on unguarded moving machine, hammering and cutting without PPEs, etc.
These are most occupational hazards at the airport construction site and may have
potential adverse impacts on the Occupational Safety and Health. Hence, overall
impact is rated as follows:
Environmental Impact Rating Occupational Safety & Health

Mitigation Measures
General Occupational Health and Safety Measures
 Provide effective dust suppression measures during earth work.

 Dust-proof masks will be provided to personnel working in areas with high dust
levels;
 Standard Operating Procedures (SOPs) for machinery will be used;
 Mandatory use of relevant Personal Protective Equipments (PPEs) for all workers.
Employees will be provided with helmets, safety boots, eye and ear protection
and snug fitting gloves, safety belt, goggles, as appropriate;
 Procedures shall be strictly enforced for the storage, handling and transport of
explosives, flammable and hazardous materials;

 Sanitary facilities like toilets and bath rooms will be provided and workers will be
instructed use them;
 Housekeeping at the work site will be maintained well.
 Solid waste generated at the site will be collected and disposed as per standard
practices.
 Motivational, warning and informatary signage and poster related occupational
health and safety will be displayed at strategic locations
 Do and Don’ts will be provided at critical equipment and machinery.
 Pre-employment and periodic medical examinations will be conducted for all
personnel and specific surveillance programs will be initiated for personnel
potentially exposed to health hazards.
4.3.12 Socio-Economic Environment
The construction phase of the new integrated terminal building, proposed apron &
link taxiway and other associated work will have beneficial impacts on social
environment as private land acquisition is not involved directly as state government is
handovering required land for new integrated terminal building, proposed apron &
link taxiway and other associated work. AAI has Swapped 28 Acres land to State
Govt to rehabilitate displaced families.
During construction phase significant increase in income of local people is expected

as local unskilled, semiskilled and skilled persons will gain direct or indirect
employment during construction phase. Since the immigration of work force during
construction phase is likely to be very small, the social impacts on demography,
literacy, health care, transport facilities and cultural aspect are expected to be
insignificant.
Economic Impacts
The relatively short-lived economic impacts of the construction stage are likely to be
experienced in local area for the duration of construction phase as workers make
everyday purchases from local traders in near by areas. This is likely to give a short-
lived stimulus to the shopkeepers/traders that will disappear as soon as the
construction is complete. Noticeable, flow-on economic impacts will be experienced
in other sectors of economy as a result of purchase of construction materials and the
payment of wages and salaries to the personnel engaged in the new integrated
terminal building, proposed apron & link taxiway and other associated work. Hence,
impact on economic impacts is rated as follows:

Environmental Impact Rating Resettlement Issues

Nature of Impact Beneficial
Impacted Area Regional
Severity of Impact High
Significance of Impact Major
Employment
During the construction of the new integrated terminal building, proposed apron &
link taxiway and other associated work, 100 to 150 skilled and semiskilled and
unskilled workers will get direct employment opportunity for about one year, which
will have beneficial impact on the socio-economic conditions of the area. Therefore,
overall positive impacts are anticipated on socio-economic environment during
construction phase. Furthermore, local skilled, semi skilled and unskilled labourers
will get indirect employment also during the construction phase. This may also result
in a steep rise in wages of workers in the surrounding villages. Several other
opportunities for locals will be available in terms of supply of construction materials
& machinery, vehicles and other essential commodities, petty contracts, etc. Hence,
overall impact on employment is rated as follows:
Environmental Impact Rating Employment

Mitigation Measures
 Preference will be given to locals for direct and indirect employment opportunity;
 Local suppliers for machineries and construction materials will be given
preference;
 Local transporters will be preferred for transportation of machinery/
earth/materials;
 To train unskilled local work, short term skill development course will be
organized in the area.

Influx of Construction Workers
Although the construction contractors are likely to use unskilled labour drawn from
local communities, use of specialized road construction equipment will require trained
personnel not likely to be found locally. Sudden and relatively short-lived influxes of
construction skilled workers to communities near the airport may have the potential to
‘skew’ certain demographic variables and the traditional social coherence. Hence,
overall impact influx of construction workers is rated as follows:
Environmental Impact Rating Influx of Construction Workers

4.4 Operation Phase
During operation phase, new integrated terminal building, proposed apron & link
taxiway and other associated work at Agartala Airport will comprise mainly following
activities:
 Operation of New integrated Terminal Building

 Operation of taxiway and apron for parking of 6 (six) A321/B-737-800/Q-400
type of aircraft and two taxiway
 Increase in passengers/visitors/ staff movement at departure and arrival of
terminal building;
 Vehicle movement at airport for drop and pick up;
 Operation of DG sets;
 Operation of HVAC in new terminal building; etc
During the operation of the new facilities, the following sources of pollution are
anticipated:
 Exhaust emissions in the form of particulate matters, NOx, SO2 CO and unburnt
hydrocarbons are emitted from aircrafts movement (take-off, landing and taxing),
vehicular movement, and operation of DG sets;

 Wastewater from domestic usages which include, dine outlets, washing hands,
toilets and urinals, etc;
 Energy consumption for HVAC and lightings in new construction buildings.
 Solid waste from aircrafts, passengers, visitors, staff, cargo handling, sewage
treatment plant (STP), waste lubricating oil from machinery/ equipments, etc;
 Accidental spillage of fuel oil, if any.
The anticipated environmental impacts of the new integrated terminal building,

proposed apron & link taxiway and other associated work at Agartala Airport &
associated activities and corresponding mitigation measures for operation phase have
been described in the following sub-sections.
4.4.1 Topography and Physiography
During operation phase of the Agartala Airport after new integrated terminal building,
proposed apron & link taxiway and other associated work, no impact is anticipated on
the topography and physiography of the area. Hence, no mitigation measure is
required.
Total water requirement at Agartala Airport after proposed development is estimated

as 81 kld, which includes 50 kld water for HVAC, 6 kld for CFT and 25 kld for
domestic purposes. Waste water generated from airport will be treated in Sewage
Treatment Plant (STP) and reused for greenery purposed.
The overall impact on water resources during operation phase is rated as follows:
Environment Impact Rating Water Resources
Mitigation Measures
 Continuous efforts will be made to reduce water consumption using less water
required cisterns ;

 Water efficient urinal and toilets will be provided in new terminal building.
 Efforts will be made to stop wastage and leakage of water;
 Sewage and domestic waste water will be treated in Sewage Treatment Plant
 Reused treated waste water in HVAC, greenery and landscaping at the existing
airport.
4.4.3 Water Quality
Total estimated wastewater generation during the operation phase is 61 kld, which will
be treated in Sewage Treatment Plant (STP). After treatment, treated wastewater is
reused for horticulture purposes. No wastewater will be discharged outside the airport
premises. The overall impact on water quality during operation phase is rated as
follows:

Mitigation Measures
 Collection of waste water and treatment of waste water in Sewage Treatment Plant
(STP);
 Efficient operation of STP will be ensured.
 Avoid spillage of fuel and lube oil and storing them on concrete floor.
 Solid waste collection and disposal as per Municipal Solid Waste Management
Rule 2000.
 Regular testing and analysis of treated waste water from STP to ensure
effectiveness of STP and compliance of discharge standards.

4.4.4 Soil
Approx 205 kg per day solid waste will be generated during operation of the new
terminal building at Agartala airport, which is collected, segregated and managed by
external agency for disposal as per Municipal Solid Waste (Management and
Handling) Rule, 2000. Hence, the impact on the soil will be insignificant as an
organized solid waste collection and disposal practices exist at the Agartala airport.
The overall impact on soil quality during operation phase of proposed terminal building,
taxiway, apron and associated works is rated as follows:
Mitigation Measures
 Municipal solid waste collection bins will be placed at strategic locations in the
new terminal building;
 Agency has been hired for disposal of solid wastes as per the provisions of the
Municipal Solid Waste (Management and Handling) Rule, 2000;
 Solid waste generated from the airport is transported in close containers;
 Used lubricating waste oil and oil contaminated clothes etc is collected separately
in containers and is sold to authorized recyclers as per CPCB/Tripura State
Pollution Control Board (TSPCB) guidelines.
4.4.5 Ambient Air Quality
During the operational phase of the operation of the new terminal building at Agartala
airport, the intermittent air emissions are generated from aircraft engines during
approach, landing, taxiing, take-off and initial climb, which is termed as reference
Landing and Take-off Cycle (LTO cycle). The air pollutants of concern from the
aircrafts emissions are un-burnt Sulphur Dioxide, Hydrocarbons (HC), Carbon
Monoxide (CO) and Oxides of Nitrogen (NOx) as per ICAO guidelines.

For power back up 3 DG sets of 1000 KVA capacities each will be available at the
Agartala Airport, which will be sufficient during operation of new terminal building
and other associated facilities. Exhaust emissions comprising NO2 and SO2 are
generated from the operation of DG sets, which are operated only to meet the power
requirement during grid power failure.
Vehicular emissions are also generated at the Agartala Airport from the operation of
vehicular traffic at the airport as ground support vehicles, passengers pickup and
dropping vehicles. These vehicles are mainly diesel and petrol driven and are source
of mainly CO, HC and NOx emissions.
For prediction of anticipated impact of emissions from the new terminal building at
existing airport, estimation of emissions load from Aircraft LTO, DG sets and
vehicles is essential. The emissions load estimation from various emission sources has
been carried out in following subsection:
Aircraft Emissions
Airport Air Quality Manual 2011 of International Civil Aviation Organization (ICAO)
has been referred for the aircraft emissions, which states emissions for various types
of aircraft based on one LTO cycle for SO2, NOx, CO and HC pollutants. The referred
emission rates for one LTO have been converted to g/sec based on the duration of one
LTO cycle in seconds. As per International Civil Aviation Organization (ICAO), time
and thrust setting for Reference LTO Cycle is 32.9 minutes (1974 seconds). During
peak hour, it is considered that there will be total 4 LTO (2 LTO for each Aircraft) at
the Agartala airport, which includes all types of aircrafts. For aircraft emissions
estimation purpose, LTO cycle emissions from B 747-400 and A 320 types of
aircrafts have been considered.
The estimated aircraft emissions for Agartala Airport are given in Table 4.5.
Table 4.5: Estimated Aircraft Emissions for Agartala Airport

Parameter Units Type of Aircraft and Emissions
Type of Aircraft - B 747-400 A320
Emissions per LTO Cycle
SO2 Kg/LTO cycle 3.24 0.77
HC Kg/LTO cycle 2.25 0.57
CO Kg/LTO cycle 26.72 6.19
NOX Kg/LTO cycle 42.88 9.01
Total Emissions

Parameter Units Type of Aircraft and Emissions

Type of Aircraft - B 747-400 A320
SO2 g/s 1.64 0.39
HC g/s 1.14 0.29
CO g/s 13.54 3.14
NOX g/s 21.72 4.56
Assuming that during peak hour, there will be total 3 LTO (3 each type of aircrafts).
The total emissions based on 3 LTOs are calculated for above two types of aircraft.
SO2 g/s 4.92 1.17
HC g/s 3.42 0.87
CO g/s 40.61 9.41
NOX g/s 65.17 13.69
Total Emissions
SO2 g/s 6.09
HC g/s 4.29
CO g/s 50.02
NOX g/s 78.86
(Source : Airport Air Quality Manual 2011, ICAO)
Emissions from the Operation of DG Sets
Three DG sets of 1000 kVA capacity each have been installed at the Agartala airport
to meet the power requirement during grid power failure.
The exhaust emissions comprising mainly NO2 and SO2 will be generated from the
operation of DG sets to be operated in the event of grid power supply failure.
Intermittently particulate matter (PM), carbon monoxide (CO) and un-burnt
hydrocarbons are emitted during operation of DG sets. Exhaust emissions from DG
sets are intermittent source of emissions as DG sets are operated only during grid
power failure. Stack height of each DG set is as per the CPCB standard.
The estimated exhaust emissions characteristics from the DG sets are presented in
Table 4.6.
Table 4.6: Emissions From DG Sets Stack

Sn. Parameters DG Set Stack (1000 kVA)
1. Stack Height Above Building (m) 15
2. Stack Dia (m) 0.3
3. Flue Gas:

Sn. Parameters DG Set Stack (1000 kVA)

 Temperature (oC) 302
 Velocity (m/s) 15.3
 Volume Flow Rate (Nm3/h) 2147
4. Concentration of Pollutants
 SPM (mg/ Nm3) 45.1
 SO2 (mg/ Nm3) 276
 NOx (mg /Nm3) 297
Emissions from Vehicular Movement
Vehicular emissions are also generated from the operation of ground support vehicles
within airport and vehicular traffic for pickup and dropping of passengers at the
existing Agartala airport. These vehicles are mainly diesel and petrol driven and emit
mainly CO, HC and NO2. The peak hourly vehicular movement 250 vehicles
(including the ground service vehicles, two wheelers, buses and light duty vehicles
mainly cars and light carriage vehicles). The emissions from the diesel and petrol
driven vehicles have been calculated based on the CPCB emissions standards for
Bharat Stage –III/IV. The estimated vehicular emissions at Agartala Airport are given
in Table 4.7.
Table 4.7 : Estimated Vehicular Emission s at Agartala Airport

Emission Rate of Pollutants (g/s)
CO HC NOx PM
1.54 1.21 3.87 0.07
Total emissions from aircrafts, DG sets and vehicles movement at the existing Agartala
Airport are given in Table 4.8.
Table 4.8 : Total Emission Sources and Emission Rates

Sources Emission Rate of Pollutants (g/s)
SO2 NOx CO HC
Aircraft 6.09 78.86 50.02 4.29
DG set 0.4 0.5 0 0
Vehicular 0 3.87 1.54 1.21
Total 6.49 83.23 51.56 5.5
Note : All above emissions sources are not continuous sources.

4.4.5.1 Air Pollution Modelling
There is no continuous emissions source at the Agartala Airport. Air Flights and
vehicular movement remain intermittent at the airport. DG sets are also operated
intermittently in the event of grid power failure. For air pollution dispersion modelling
DG sets have been considered continuous source of emissions. For obtaining short-term
incremental ground level concentration (glc) isopleths, Breeze Air Suite dispersion
model based on Industrial Source Complex Model (ISC-ST3) developed by USEPA was
used. The ISC-ST3 model for emission sources uses the steady state Gaussian plume
equation for single/multiple continuous elevated sources. Calculations are made at user
specified regular rectangular/radial grid points or at specified special receptors for any
averaging time period as well as for entire period of input meteorology. The model uses
Pasquill-Gafford (for rural and urban areas) or Briggs for urban area dispersion
parameter correlations and Briggs plume rise correlation for calculating short-or long-
time incremental glc values at each grid point and these are then used for plotting the
isopleths over the entire grid. Rectangular grid with 500 m grid point distance is used up
to a distance of +10,000 m in X and Y directions with stack coordinate as (O, O). For
aircrafts and vehicular emissions, multiple volume sources are considered while for
DG set stack point model source is considered.
4.4.5.2 Source Characteristics
The estimated emission details for DG sets are given in Table 4.8.
4.4.5.3 Atmospheric Stability
The persistence of atmospheric stability class has been estimated using hourly
monitored wind velocity data along with compiled data for sunrise, sunset, solar
insolation for day-time and cloud cover for night-time for the site.
4.4.5.4 Mixing Height
The knowledge of the site specific mixing height (convective stable boundary layer and
inversion height or nocturnal boundary layer) is crucial in a realistic adoption of
appropriate plume rise and vertical dispersion parameters. In the absence of site specific
mixing heights, “Hourly Mixing Height and Assimilative Capacity of Atmospheric in
India” published by Environmental Monitoring and Research Centre, India
Meteorological Department, New Delhi, 2008, has been referred for hourly mixing
heights.

4.4.5.5 Presentation of Results
For the short-term simulations for point emission sources, the concentrations were
estimated on around 1600 receptors to obtain an optimum description of variations in
concentrations over the site in 10 km radius covering 16 directions. The incremental
concentrations are estimated for the study period representing post monsoon season. The
results ground level concentrations for SO2, NOx and Particulate Matter (PM) are
presented in Table 4.9.
Table 4.9: Predicted 24-Hourly Short Term Incremental Concentrations

Pollutant Maximum Incremental Levels, (µg/m3) Distance (km) Direction
SO2 18.6 (0, -500) 0.5 S
NOx 23.2 (0, -500) 0.5 S
PM 1.1 (0, -500) 0.5 S
Predicted Concentrations
GLCs values presented in Table 4.9 reveals that the assuming that two DG sets will be
operated continuously, maximum incremental short term 24 hourly ground level
concentrations of SO2, NOx and PM likely to be encountered are 18.6 µg/m3, 23.2 µg/m3
and 1.1 µg/m3, respectively in post monsoon season. The ground level concentrations are
occurring at a distance of 0.5 km in S direction from the Agartala airport site. Isopleths
for predicted ground level concentrations for SO2, NO2 and PM are given in Figure 4.2
to 4.4, respectively.
The air pollution dispersion modelling predictions indicate that the maximum ground
level concentrations for SO2 and NOx are likely to be well within the prescribed limit of
80 µg/m3 for industrial, residential, rural and other area. However, it is important to
mention that DG sets will not be operated continuously. DG sets will be only during grid
power failure. Therefore, anticipated impacts of DG sets operations will be much below
to the predicted ground level constructions.
Resultant Concentrations
The maximum incremental GLCs due to the Agartala airport for SO2, NOx and PM are
already included in baseline air quality monitoring carried during study period as
Agartala Airport is already in operation. Based on the predicted concentrations of
various pollutants due to operation of existing Agartala Airport, it can be inferred that
moderate impact is anticipated on the ambient air quality of the area, suitable mitigation
measures are taken.

Hence, overall impact on ambient air quality during operation phase is summarized as
follows:
Environmental Impact Rating Air Quality

Significance of Impact Moderate
Mitigation Measures
 Compliance of all standards prescribed by the ICAO during operation of aircrafts

by preventive maintenance and monitoring;
 Stack heights of DG sets are as per the CPCB guidelines;
 Proper traffic management plan are prepared to ensue that there is no traffic
congestion at in front of new terminal building. It will help in reduction of
vehicular emissions from the airport.
 Ground vehicles at the airport are maintained and have a “Pollution Under
Control” certificate;
 Development of greenery and landscaping at the airport for improving ambient air
quality.
 Monitoring of ambient air quality/ source emissions will be carried out as per
monitoring plan.

10000
8000
6000
4000
2000
-2000
-4000
-6000
-8000
-10000
-10000 -8000 -6000 -4000 -2000 0 2000 4000 6000 8000 10000
Figure 4.2: Predicted Level Concentrations for SO2

10000
8000
6000
4000
2000
-2000
-4000
-6000
-8000
-10000
-10000 -8000 -6000 -4000 -2000 0 2000 4000 6000 8000 10000
Figure 4.3: Predicted Level Concentrations for NOX

10000
8000
6000
4000
2000
-2000
-4000
-6000
-8000
-10000
-10000 -8000 -6000 -4000 -2000 0 2000 4000 6000 8000 10000
Figure 4.4: Predicted Level Concentrations for PM
4.4.6 Noise Levels
During operation phase of the proposed new terminal building at Agartala airport,
landing, take-off and taxing of various types of aircrafts and apron will be major
sources of noise emissions. The effects of aircraft noise to receptors at the point of
interest on the ground fundamentally depend on the following factors:
 Effective Perceived Noise Level (EPNL) at the point of interest on the ground
during every aircraft movement;
 Type of aircrafts;
 Flight paths of aircraft during take-off and landing; and
 Number of LTO during the given period of time.

Local topography and weather also affect sound propagation generated during take-
off and landing of aircrafts. To predict the impact on the existing noise levels in the
study area due to the operation of existing airport after proposed new terminal
building, taxi way, apron and associated work, Integrated Noise Model (INM)
developed by Federal Aviation Administration (FAA), Office of Environment and
Energy, USA has been used. This model has inbuilt information on the various types
aircrafts.
Aircraft noise modelling through integrated noise model (INM) uses (1) computation
of the flight-segment geometric and physical parameters; (2) flight-segment noise-
level interpolation process; (3) atmospheric absorption adjustment; (4) acoustic
impedance adjustment; (5) flight-segment noise-fraction adjustment for exposure-
based metrics; (6) aircraft speed adjustment for exposure-based metrics; (7) updated
lateral attenuation adjustment; (8) ground-based directivity adjustment for observers
behind start-of-takeoff-roll, as well as for computing metrics associated with run-up
operations; (9) new helicopter noise modelling capabilities and associated adjustments
(including advancing tip mach number, lateral directivity, static directivity and static
duration adjustments); (10) metric computation process; and (11) development of a
recursively-subdivided irregular grid methodology, which is used for computing noise
contours.
Aircraft Noise Modelling Results
The predicted noise levels and influenced area due to aircrafts movement at the
Agartala airport are given in Table 4.10.
Table 4.10: Noise Levels And Area of Influence

Sr. Noise Area of Remark
No. Levels Influence
(km2)
1. 80.0 0.05 Predicted noise levels confined within the airport
boundary
2. 75.0 0.19 Predicted noise levels confined within the airport
boundary
3. 65.0 1.65 The predicted noise levels fall within the airport
boundary
4. 55.0 4.11 About 1.9 km2 of area with these noise level is out side
the airport
5. 50.0 7.32 About 5.1 km2 of area with these noise level is out side
the airport

The noise levels from 65-85 dB(A) will be confined within the existing Agartala airport
boundary. The noise levels of 55 dB(A) cross the boundary and affect 1.9 km2 of area
out side the airport. The noise levels of 50 dB(A) cross the boundary and affect 5.2
km2 of area out side the airport. The background noise levels range from 49.8-53.6
dB(A) at nearby villages which are located 1.2 km to 6.01 km from Agartala airport. As
Agartala airport is already in operation, therefore, impact of noise levels due to the
operation of existing Agartala airport is included in monitored background noise levels.
However, noise mitigation measures to be implemented at and around the existing
Agartala airport will further reduce the noise levels in nearby settlements.
DG Sets
For power back up 3 DG sets of 1000 kVA capacities each will be available at the
Agartala Airport to meet the power requirement in the event of grid power failure. DG
Sets are provided with acoustic enclosures as per CPCB guidelines. Therefore, noise
level are essentially within 75 dB(A), as per prescribed noise standards.
It is evident from the above discussions that generation of noise level from aircraft
landing and take-off operation will be for a short duration (few seconds). Hence, the
overall impact on noise levels is rated as follows:
Impact Rating Noise Level

Mitigation Measures
 The compliance of all standards prescribed by the ICAO during operation of

aircrafts by preventive maintenance and monitoring,
 Proper traffic management has been prepared to ensue that there is no traffic
congestion at the airport. It helps in reduction of vehicular noise emissions from
the airport,
 DG sets have been provided with acoustic enclosure as per CPCB guidelines,
 Terminal building will be sound proof,
 Ground staff wears earplug while attending the aircraft,

 Green belt, landscaping and boundary at the airport act as barrier for noise;
 Green belt/plantation in the nearby settlements
monitoring plan.
4.4.7 Traffic Management
The Agartala Airport is located about 11.5 km away from Agartala City. At Agartala
Airport traffic management has been provided in such a way no traffic jam during
passenger drop and pick up.
At the arrival and departure, there is proper traffic management currently. After
construction of new terminal building, there is no possibility of traffic congestion on
the Agartala airport as proper traffic management has been designed. Hence, overall
impact on traffic management during operation phase after construction of new
terminal building at Agartala Airport is rated as follows:
Environmental Impact Rating Traffic Management

Likelihood of Occurrence Moderate
Mitigation Measures
 All vehicles will be parked in designated parking area only;

 Road crossings are well marked and signalled.
 Informatory and warning signages are retro reflective type provided, clearly
visible in the night.
 Marshals are deployed to guide the vehicles and stop vehicles to avoid traffic jam
at arrival and departure of Agartala Airport.
4.4.8 Terrestrial Ecology
For proposed new terminal building, taxiway and apron, no trees will be felled as state
has provided required land free from all encumbrances. It is proposed that
landscaping and green belt will be developed around open space of terminal building

There, reversible moderate impact is anticipated for terrestrial ecology due to

proposed new terminal building, taxiway and apron and associated works.
Greenery and landscaping have been developed at the Agartala Airport. For irrigation
of green belt, treated waste water from STP and accumulated rainwater are available
and used. Further, additional land have been allocated for green belt and landscaping.
This has positive and long term beneficial impact on terrestrial ecology of the area.
Hence, overall impact on terrestrial ecology during operation phase is rated as
follows:
Environmental Impact Rating Terrestrial Ecology

Mitigation Measures
 Landscaping/ plantation/greenery will be increased after new terminal building.

 Indigenous species of trees will be planted after new terminal building
4.4.9 Heritage Structures
There is no heritage, historical or archaeological structure in the area around the

airport. Therefore, no impact is anticipated due to construction of new terminal
building, taxiway and apron at existing Agartala Airport. Hence, no mitigation
measure is required.
4.4.10 Occupational Hazards and Safety
The most significant occupational hazards from the airport operation at existing and
after proposed facilities may include; collisions with moving ground service vehicles,
or taxing aircraft, high noise levels near aircraft, jet engine hazards, sucking of person
in to aircraft jet engine, fire in terminal building, etc. The overall impact on
occupational hazards and safety during operation phase is rated as follows:

Environmental Impact Rating Occupational Hazard & Safety

Mitigation Measures
 Operators and workers have been certified with access to airfield operations.
Workers involved in the operation of aircraft support equipment are familiar with
safety procedures applicable to apron and taxiway traffic, including
communications with the air control tower;
 Operators are provide safety signs and pavement markings for ground support
vehicle circulation and parking areas in ramps, taxiways and any other areas with
a risk of collision between ground vehicles and aircraft. Delineated safety areas
include high risk locations, such as jet engine suction areas to protect aircraft
service workers;
 All workers involved in luggage and cargo handling, whether as a regular or
incidental aspect of their work function, are trained in the use of proper lifting,
bending and turning techniques to avoid back injury or extremities. Particular
attention is placed on the handling of luggage and cargo in aircraft holds which
often do not have adequate standing height (requiring special lifting or pushing
techniques) and which may present tripping and slipping hazards.
 Workers are provided with appropriate Personal Protective Equipments (PPEs),
such as knee pads, when accessing cargo holds;
 Safety features of ground support vehicles are maintained, including back-up
alarms, moving part guards and emergency stop switches
 The frequency and duration of worker assignments to heavy lifting activities are
mitigated through rotations and rest periods;
 Operators have facility for mechanizing luggage handling activities, such as the
use of conveyors that extend into the cargo holds; and
 Operators are trained on the prevention of heat stress, including the identification
of early symptoms and management techniques (e.g. hydration, rest). Workers are
provided with the necessary clothing and fluids to prevent weather related stress.
 Fire fighting facilities will be provided in new terminal building.

General Safety Measures
 Shield guards or guard railings have been installed at all belts, pulleys, gears and
other moving parts;
 Conveyors and similar machinery have been provided with a means for stopping
them at any point ;
 Elevated platforms & walkways, and stairways & ramps are equipped with
handrails, toe-boards and non-slip surfaces;
 Electrical equipment are grounded, well insulated and conform to applicable
codes;
 Employees are provided with hard hats, safety boots, eye and ear protection and
snug fitting gloves, as appropriate;
 Procedures are strictly enforced for the storage, handling and transport of
explosives, flammable and hazardous materials.
General Health Measures
 Necessary control measures like ear muff and ear plug, high visible vest with
refractive tape are provided to ground staffs at the Agartala Airport.
 Personnel required to work in areas of high temperature and/or high humidity are
allowed to take frequent breaks away from these areas; and
 Pre-employment and periodic audiometric medical examinations are conducted
for personnel potentially exposed to high noise areas.
4.4.11 Impacts to Socio-Economic Environment
During operation phase new integrated terminal building, proposed apron & link
taxiway at Agartala Airport will open additional direct and indirect job opportunities
in the area and region. Further, it will attract more and more tourist, commercial and
developmental activities in the area. Therefore, positive impacts are anticipated on
socio-economic environment during operation phase after extension.
Employment and Economic Growth
The new integrated terminal building, proposed apron & link taxiway at Agartala
Airport will result in a boost in tourism and commercial activities in the region. This
will improve direct and indirect employment opportunities, revenue generation,
commercial and industrial activities; therefore, resulting in positive impact on the
employment and economic growth of the region. Hence, overall impact during
operation phase is rated as :

Environmental Impact Rating Employment & Economic Growth

Impacted Area Regional
Significance of Impact Moderate

Analysis of Alternative
CHAPTER-5
ANALYSIS OF ALTERNATIVES
5.1 Introduction
The consideration of alternatives of the new integrated terminal building, apron & link
taxiway at Agartala Airport is one of the more proactive sides of environmental
assessment - enhancing the project design through examining options instead of only
focusing on the more defensive task of reducing adverse impacts of a single design. This
calls for the systematic comparison of feasible alternatives for the new integrated
terminal building, apron & link taxiway at Agartala Airport, technology and operational
alternatives. Feasible alternatives are compared in terms of their potential environmental
impacts, capital and recurrent costs, suitability under local conditions and institutional,
training and monitoring requirements.
Examining feasible alternative means of carrying out a task involves answering the
following three questions:
(i) What are the alternatives?

(ii) What are the environmental impacts associated with each alternative? and
(iii) What is the rationale for selecting the preferred alternative?
5.2 Alternative of Project Site
Agartala Airport, one of the major airports in north east region is situated in the state of
Tripura, located 11.5 km from the main city. In terms of passenger movement, the airport
holds third position after Guwahati and Bagdogra and second position in terms of cargo
movement after Guwahati. The average growth rate in the last three year is substantial in
terms of passenger & cargo movement.
Increasing numbers of passengers and aircraft require capacity enhancement of existing

facilities including terminal building, apron, link taxiway etc at Agartala Airport.
5.3 Alternative for New Building
At the airport construction of centrally air-conditional new integrated terminal building of

modular design with all modern facilities and amenities is proposed as per the layout
plan. The integrated terminal building covering an area of 19000 sqm will be designed
for 600 arriving (including 100 International) and 600 departing (including 100
International) passengers at a time with recommended area specifications and to match
the level of Service B as per International Airport Transport Association’s (IATA)
recommendations. The building will be provided with aesthetically appealing & soothing
interior decoration matching the modern structure.
5.4 Alternative for Energy Conservation Measures
During design and construction of new terminal building at the Agartala airport necessary
measures will be taken for conservation of energy in line with “Energy Conservation
Building Code–2006” and “National Building Code 2005”. The important energy
conservation measures proposed for new terminal building are described below:
 Airport Terminal building will be designed and constructed for GRIHA Rating 4 star,
 Use of LED lamps instead of GLS lamps,
minimization of energy consumption,
It is proposed that 100 KW solar power generation plant will be established at the airport
to produce clean energy.
By adopting above measures about 30% energy will be saved.
5.5 Alternative for Green Building
It is proposed that all works necessary will achieve 4 stars GRIHA Rating. GRIHA is an
acronym for Green Rating for Integrated Habitat Assessment. GRIHA is a rating tool that
helps to assess the performance of their building against certain nationally acceptable

benchmarks. It evaluates the environmental performance of a building holistically over its

entire life cycle, thereby providing a definitive standard for what constitutes a ‘green
building’. The rating system, based on accepted energy and environmental principles,
will seek to strike a balance between the established practices and emerging concepts,
both national and international.
5.6 Sanitary Fixtures And Toilet Accessories
Water Closet: All water closets will be wall hung with concealed dual flushing cistern
and in lodders and staff toilets WC will be provided with dual flushing cistern. Under
counter/ circular above counter wash basins with battery operated auto sensor pillar taps
will be provided.
 Flat back wash basins with CP brass self closing pillar tap will be provided in lodders
and staff toilets.
 Semi stall urinal with battery operating auto sensor flush valves.
 Frosted Glass urinal portion with metal clips.
 CP adjustable shower with Diverter and spout in rest room's and VIP toilet.
 Vitreous china recess toilet paper holder.
 Automatic soap dispenser on wash basins (Stainless steel).
 Automatic air purifier (Stainless steel).
 Toilet tissue paper holder (Stainless steel).
 Automatic electrically operated hand drier (Stainless steel).

Environmental Monitoring Plan
CHAPTER 6
ENVIRONMENTAL MONITORING PLAN
6.1 Statutory Compliance /Returns
The Airports Authority of India will submit required statutory returns/compliance

reports for Agartala Airport at Agartala as per the following schedule:
 Submission of half yearly compliance report in respect of the stipulated prior

environmental clearance’s terms and conditions in hard and soft copies to the
Regional Office of Ministry of Environment, Forest and Climate Change
(MoEF&CC) on 1st June and 1st December of each calendar year
 Submission of environmental statement for the financial year ending 31st March to
the concerned regulatory authority on or before 30th September every year.
 Submission of Water Cess returns in Form 1 as per Rule 4 (1) of The Water
(Prevention & Control of Pollution) Cess Rules 1978 on or before the 5th of every
calendar month.
6.2 Environmental Monitoring
To ensure the effective implementation of the mitigation measures and environmental

management plan during construction and operation phases of new integrated terminal
building and associated work at Agartala Airport at Agartala, it is essential that an
effective Environmental Monitoring Plan be designed and followed during
construction and operation phases. Suitable mitigation measures will be taken in case
monitored parameters are exceeding the stipulated limits. As part of post project
monitoring, Airports Authority of India will collect and monitor following data
regularly:
 Meteorological data collection at the airport.

 Compilation of emission inventory to quantify airport sources and the contribution
to baseline emissions
 Compilation of the emission inventory for aircraft sources will be undertaken.
 Continuous noise level monitoring by online integrated noise meters within airport
premises. This noise meter will be connected to central monitoring station where
all the data is stored and processed.

6.2.1 Ambient Air Quality (AAQ) Monitoring
Ambient air quality parameters recommended for construction and operation of

Agartala Airport are PM2.5, PM10, NO2, SO2, CO. These are to be monitored at
designated locations starting from the commencement of construction activities.
Ambient air quality monitoring data will be generated twice in a week once in a
season during construction phase and operation phase at all identified locations in
accordance to the National Ambient Air Quantity Standards.
6.2.2 Water Quality Monitoring
The parameters relevant for analysis of quality of treated waste water from STP are
pH, total dissolved solids, total suspended solids, BOD, COD, oil & grease, etc. The
sampling and analysis of ground water quality will be carried out in accordance with
the Indian Standard Drinking Water Specification - IS 10500:2012.
6.2.3 Noise Levels Monitoring
The measurements of noise levels would be carried out at the boundaries of Agartala
Airport after construction of new terminal building and associated facilities in
accordance to the Ambient Noise Standards formulated by Ministry of Environment,
Forest and Climate Change (MoEF&CC). Noise level would be monitored on twenty-
four hourly basis. Noise will be recorded at “A” weighted frequency using a slow
time response mode of the measuring instrument.
6.2.4 Soil
During construction and operation phases of new terminal building and associated
facilities at Agartala Airport, soil may be contaminated if suitable mitigation measures
are not taken. Therefore, composite sample of soil will be collected and analyzed
during construction and operation phases.
Environmental monitoring plan for various environmental parameters is given in

Table 6.1:

Table 6.1: Environmental Monitoring Plan for New Integrated Terminal Building, Apron & Link Taxiway at Agartala
Airport
Environmental Project stage Parameter Standards Locations Duration/
Component Frequency
Air Construction Phase PM2.5, PM10, SO2, National Ambient Existing Airport, Continuous 24-
NO2, CO Quality Standards Singarbil, Ushanagar hourly, once in
season
Operation Phase PM2.5, PM10, SO2, National Ambient Existing Airport, Continuous 24-
NO2, CO Quality Standards Singarbil, Ushanagar hourly, once in
season
Water Quality Construction Stage Parameters as per IS As per potable One sample at the Once in six months
10500:2012 water quality Agartala Airport during the
standards (IS construction phase
10500)
Operation Phase Parameters as per IS As per potable Agartala Airport Once in six months
10500:2012 water quality during the operation
standards (IS phase
10500)
Treated Waste Operation Phase pH, TDS, TSS, BOD, As per prescribed One sample of Once in month
Water from STP COD, Oil & Grease standards treated waste water
at outlet of STP
Noise Construction Phase Day and Night Time As per National 4 locations on the Once in season
Noise Level in dB (A) Noise standards boundary of during the
Agartala airport construction phase
Operation Phase Day and Night Time As per National Terminal building Once in season
Noise Level in dB (A) Noise standards arrival and during the operation
departure, Boundary phase
of Agartala Airport.

Environmental Project stage Parameter Standards Locations Duration/

Component Frequency
Soil Construction Composite sample As per EMP At Agartala Airport Pre and Post
from the site for Monsoon for 3 years
Physio-chemical
parameters
Operation Composite sample As per EMP At Agartala Airport Pre and Post
from the site for Monsoon for 5 years
Physio-chemical
parameters

6.3 Environmental Reporting System
Monitoring and evaluation are critical activities in implementation of

environmental management measures. The reporting system will operate linearly
with the contractor who is at the lowest rung of the implementation system
reporting to the Airports Authority of India. All reporting by the contractor will be
on a monthly basis.
The compliance monitoring and the progress reports on environmental

components may be clubbed together and submitted to the Airports Authority of
India monthly during the implementation period. The operation stage monitoring
reports may be half yearly and annually provided the project Environmental
Completion Report shows that the implementation was satisfactory.
Responsibilities for overseeing will rest with the Airports Authority of India.
Capacity to quantitatively monitor relevant environmental/ecological parameters
would be an advantage but monitoring will primarily involve ensuring that actions
taken are in accordance with contract and specification clauses, and specified
mitigation measures as per the Environmental Management Plan (EMP).
During the implementation period, a compliance report may include description

of the items of EMP. It would also report to the management about actions taken
to enforce compliance. It may however, be noted that certain items of the EMP
might not be possibly complied with for a variety of reasons. The intention of the
compliance report is not to suppress these issues but to bring out the
circumstances and reasons for which compliance was not possible. This would
help in reinforcing the implementation of the EMP.
The photographic records will also be established to provide useful environmental

monitoring tools. A full record will be kept as part of normal contract monitoring.
Reporting and Monitoring Systems for various stages of construction and related
activities have been proposed to ensure timely and effective implementation of
the EMP.
The reporting system has been prepared for the following phases of the proposed
extension of runway, expansion of apron and associated works at Agartala airport,
viz:

 Pre construction stage

 Construction Stage, and
 Operation Stage
6.4 Environmental Monitoring Cost
The budget for environmental monitoring for construction and operation phases
of the proposed extension of runway, expansion of apron and associated works at
Agartala airport has been estimated and presented in Table 6.3. The construction
phase monitoring period for the airport has been considered for 3 years while for
operation phase monitoring period has been taken for 5 years.

Table 6.2 - Cost of Environmental Monitoring

Component Stage Item Unit Unit Cost Quantity Total Cost
(Rs)
Construction Ambient Air Quality monitoring at Continuous 24- Rs 5,000/- 18 90000
construction site in tandem with hourly, twice a week per sample
construction activities at 4 sides once in every season
boundary of the airport site during Construction
Phase
Operation Six Monthly Monitoring of DG 1 no of samples 6,000/- per 5 30000
Air
sets emissions every year for 5 sample
years
Ambient air quality monitoring Continuous 24- 5,000/- per 45 225000
during operation phase at 3 hourly, twice a week sample
locations once in season for 5
years
Ground water at the site for Pre and Post Rs 6,000/- 4 24000
Construction
construction period Monsoon per sample
Ground Water at Site for 5 years Pre and Post Rs 6,000/- 10 60000
Water of operation phase Monsoon per sample
Operation Treated waste water from outlet
Rs 3000/-
Sewage Treatment Plant (STP) for Every 6 Month 10 30000
per sample
5 years of operation phase
At equipment yard No. of Samples 3,000/- per As and 60000
Noise Construction sample when
necessary

Component Stage Item Unit Unit Cost Quantity Total Cost

(Rs)
Ambient noise levels monitoring One day hourly 3,000/- 50 150000
at construction site in tandem with measurement, once
construction activities at 4 sides in 6 months for 5
boundary of the Agartala airport years
site
Operation Terminal building arrival and One day hourly 3,000/- per 40 120000
departure, take off and landingmeasurement, once sample
side of boundary in 6 months for 5
years
Soil Construction Composite sample from the site Pre and Post Rs 6,000/- 4 24000
for Physio-chemical parameters Monsoon per sample
Operation Composite sample from the site Pre and Post Rs 6,000/- 10 60000
for Physio-chemical parameters Monsoon for 5 years per sample
Total 873000

EIA for Construction of New Integrated Terminal Building, Apron & Link Taxiway at Agartala Airport
Risk Assessment & Disaster Management Plan
CHAPTER – 7
RISK ASSESSMENT & DISASTER MANAGEMENT PLAN
7.1 Introduction
Hazard Analysis involves the identification and quantification of various probable

hazards (unsafe conditions) that may occur at the Agartala Airport. On the other hand,
risk analysis deals with the identification and quantification of risks, the
equipment/facilities and personnel exposed, due to accidents resulting from the hazards
present at the Agartala Airport.
Hazard occurrence at the Agartala airport may result in on-site implications, like:
 Storage of HSD for DG sets operation;

 Leakage of flammable materials, like, HSD followed by fire;
 Bomb threat at terminal building, cargo terminal and aircraft; and
 Natural calamities like, earthquake, cyclone, high winds, etc.
Other incidents, which can also result in a disaster at the existing Agartala airport, are:
 Agitation/forced entry by external group of people; and

 Sabotage;
 Air raids; and
 Crashing of aircrafts i.e. while landing or take-off.
Risk analysis follows an extensive hazard identification and analysis. It involves the
identification and assessment of risks to the people exposed to hazards present. This
requires a thorough knowledge of failure probability, credible accident scenario,
vulnerability of populations, etc. For emergency response planning, risk analysis is
carried out for worst case scenarios.
7.2 Approach for the Risk Analysis
Risk involves the occurrence or potential occurrence of various type accidents consisting
of an event or sequence of events. The risk analysis assessment study covers the
following:
 Identification of potential hazard areas;

 Identification of representative failure cases;

 Visualization of the resulting scenarios in terms of fire and explosion;

 Assess the overall damage potential of the identified hazardous events and the
impact zones from the accidental scenarios;
 Assess the overall suitability of the site from hazard minimization and disaster
mitigation points of view;
 Furnish specific recommendations on the minimization of the worst accident
possibilities; and
 Preparation of disaster management plan (DMP), on-site and off-site emergency
response plan.
7.3 Hazard Identification
7.3.1 Introduction
Preliminary hazards analysis is based on the philosophy "Prevention is better than cure".
Identification of hazards at the Agartala airport is of primary significance in the risk
analysis, quantification and cost effective control of accidents. A classical definition of –
hazard states that hazard is in fact the characteristic of system that presents potential for
an accident. Hence, all the components of a system need to be thoroughly examined to
assess their potential for initiating or propagating an unplanned event/sequence of
events, which can be termed as an accident. Hazard identification has been carried out in
the purview of following:
 Identification of hazards based on Manufacture, Storage and Import of Hazardous

Chemicals Rules, 1989 (as amended in 2000); and
 Identification of hazards due to handling and storage of HSD based on
qualitative/quantitative techniques.
7.3.2 Identification of Hazards Due to Storage of HSD for DG Sets Operation
At the airport, HSD is stored and handled for DG sets operation. It is essential to have
comprehensive information on High Speed Diesel (HSD) being handled at the Agartala
airport. An understanding of their physico-chemical properties of HSD will help for
hazard identification.
High Speed Diesel (HSD)
High speed diesel is a mixture of straight run product (150 °C and 350 °C) with
varying amount of selected cracked distillates and is composed of saturated
hydrocarbons (primarily paraffins including iso, and cycloparaffins), and aromatic

hydrocarbons (including napthalenes and alkylbenzenes). Its exact composition

depends on the source of crude oil from which it is produced and the refining methods
used.
Physical properties of high speed diesel are as given below:
Boiling point/Range : 215 – 376 oC

Physical state : Liquid
Appearance : Yellowish Brown
Vapour pressure : 2.12 to 26mm Hg at 21 oC
Odour : Perceptible odour
Solubility in water @ 30 deg.C : Insoluble
Specific gravity : 0.86 - 0.90 at 20 °C
Pour Point : 6 - 18 °C
Flammability : Yes
LEL : 0.6%
UEL : 6%
Flash point (deg C) : 32 (°C)
TDG Flammability : Class 3
Auto Ignition Temp : 225 °C
HSD presents a moderate fire hazard. On heating, it can cause pressure rise with risk
of bursting and subsequent explosion. It also forms explosive mixture with air
particularly in an empty container
7.3.3 Identification of Hazards Based on MSIHC Rule, 2000
Manufacturing, Storage, Import of Hazardous Chemicals Rules, 1989 (amended in 2000)

has been enforced by Govt. of India under Environment (Protection) Act, 1986. For the
purpose of identifying hazard installations the rules employ certain criteria based on
toxic, flammable and explosive properties of chemicals. MSIHC Rule is applicable for
storage of HSD at the existing Agartala airport.
7.3.3.1 Hazardous Conditions
An accidental release of HSD for DG operation from tanks or piping during unloading
and filling in aircraft may result in formation of fixed or spreading pool of released
qualities. In case of immediate ignition a pool fire will result. Delayed ignition may
result in explosion or flash fire, if quantity of explosive mass is sufficient and some
confinement is present.

Pool Fire
A leak or spill of sufficient quantities of petroleum product will result in an

accumulation of petroleum product on the ground. If ignited, the resulting fire is
known as spreading or fixed pool fire. In case any object comes in contact with the
flame above the pool, it will be severely damaged or destroyed and personnel exposed
to flame will suffer extensive burn injuries. Objects and personnel outside the actual
flame volume may also be affected or injured by radiant heat. The extent of damage
or injury depends on the heat flux and duration of fire and exposure. If a large area of
the body receives second and third degree burns, it can result in fatalities.
The extent of injury to people depends on the heat flux and duration of exposure. The
extent of damage to personnel and property depends on the size of the pool and the
duration of fire.
Thermal Effects
In case of fire, thermal effect is likely to cause injury or damage to people and objects.
A substantial body of experimental data exists and forms the basis for thermal effect
estimation. The consequence caused by exposure to heat radiation is a function of:
 Radiation energy onto the human body [kW/m2];

 Exposure duration [sec];
 Protection of the skin tissue (clothed or naked body).
The following damage distances for thermal radiation have been used:
37.5 kW/m2 : Damage to process equipment. 100% fatality in 1min. 1%

fatality in 10sec.
12.5 kW/m2 : First degree burn for 10 sec exposure
4.0 kW/m2 : First degree burn for 30 sec exposure
Vapour Cloud Explosion/Flash fire
Vapour cloud explosion scenarios have been considered for confined (over pressure
scenario) as well as non-confined scenario (flash fire).
If a released HSD is not ignited directly, the vapour cloud will spread in the
surrounding area towards wind direction. The drifting cloud will mix with air. As
long as the vapour concentration is between the lower and upper explosion limits, the

vapour cloud may be set on fire by an ignition source. In case of delayed ignition of a
vapour cloud, two physical effects may occur: a flash fire (non-confined) over the
whole length of the flammable vapour cloud; a vapour cloud explosion (confined)
which results in blast wave, with typical peak overpressures circular around the
ignition source. For generation of overpressure effects, some degree of confinement
of the flammable cloud is required. The extent of injury to people & damage to
property or environment depends on the cloud size, explosive mass in the cloud and
the degree of confinement at the time of ignition.
Delayed Ignition & Explosion
In case of delayed ignition of a natural vapour cloud, two physical effects may occur:
 A flash fire (non confined explosion) over the whole length of the explosive
vapour cloud;
 A vapour cloud explosion (confined explosion) that results in blast wave, with
typical peak overpressures circular around the ignition source. For generation of
overpressure effects, some degree of confinement of the flammable cloud is
required.
The following Table 7.1 gives damage criteria with respect to the peak overpressures
resulting from a blast wave:
Table 7.1 Damage Effects due to Overpressures

Peak Overpressure Damage Type
0.830 bar Total Destruction
0.350 bar Heavy Damage
0.170 bar Moderate Damage
0.100 bar Minor Damage
The Table 7.2 below gives an illustrative listing of damage effects caused by peak
overpressure.
Table 7.2: Illustrative Damage Effects due to Overpressures

Peak Overpressure (Bar) Failure
0.005 5 % Window Shattering
0.02 50 % Window Shattering
0.07 Collapse of a roof of a tank
0.07-0.14 Connection failure of panelling
0.08-0.1 Minor Damage to Steel Framework

Peak Overpressure (Bar) Failure

0.15-0.2 Concrete block wall shattered
0.2 Collapse of Steel Framework
0.2-0.3 Collapse of self framing Steel panel building
0.2-0.3 Ripping of empty oil tanks
0.2-0.3 Deformation of a pipe bridge
0.2-0.4 Big trees topple over
0.3 Panelling torn off
0.35-0.4 Piping failure
0.35-0.8 Damage to Distillation Column
0.4-0.85 Collapse of pipe bridge
0.5 Loaded Train Wagon overturned
0.5 Brick walls shattered
0.5-1.0 Movement of round tank, failure of connecting piping
(Source: TNO)
7.3.4 Maximum Credible Accident Analysis (MCAA)
At the Agartala Airport, HSD may be released as a result of failures of hose pipe used
for loading and unloading or catastrophic rupture of pipe or pipe connection, causing
possible fire and explosion resulting damage human and property in the surrounding
area. This section deals with the question of how the consequences of the release of such
substances and the damage to the surrounding area can be determined by means of
models. Maximum Credible Accident analysis encompasses certain techniques to
identify the hazards and calculate the consequent effects in terms of damage distances of
heat radiation, vapor cloud explosion, etc. Depending upon the effective hazardous
attributes and their impact on the event, the maximum effect on the surrounding
environment and the respective damage caused can be assessed.
The Agartala Airport may mainly pose flammable and explosion hazards due to
unwanted release or leakage of HSD. Consequence analysis is basically a study of
quantitative analysis of hazards due to various failure scenarios. It is that part of risk
analysis, which considers failure cases and the damage caused by these failure cases. It is
done in order to form an opinion on potentially hazardous outcome of accidents and their
possible consequences. The reason and purpose of consequence analysis are many folds
like:
- Estimation of consequence distances;

- Design Criteria.
- Protection of other installations;

- Emergency Planning; and
The results of consequence analysis are useful for getting information about all known
and unknown effects that are of importance when some failure scenario occurs and also
to get information as how to deal with the possible catastrophic events.
7.3.5 Scenarios Considered for MCA Analysis
HSD is stored in underground tank as per Oil Industry Safety Directorate (OISD),
therefore, possibility of fire and explosion in underground storage tank is negligible.
The selected scenarios for consequence calculations area are given in Table 7.3.
Table 7.3: Selected Scenarios for Consequence Calculations

Scenario No. Description Outcomes
1. Leakage of HSD from unloading hose Pool Fire/ Vapour
followed by Immediate/delayed ignition Cloud Explosion/ Flash
Fire
Note: Vapour Cloud Explosion (Confined) and Flash Fire (Non-confined)
Model Used For Consequence Analysis
The consequence analysis studies involve a large number of calculations for which
established computing aids are essential. PHAST software of DNV has been used to
perform the consequence calculations. PHAST is a consequence and risk assessment
software for calculation of physical effects (fire, explosion, atmospheric dispersion) of
the escape of hazardous materials. PHAST software allows detailed modelling and
quantitative assessment of release of pure and mixtures of liquid and gaseous
chemicals.
Scenario-1: Leakage of HSD from Unloading Hose Followed by Immediate/

delayed ignition
On release of HSD from unloading hose, HSD will be spread on the ground and
spread pool of HSD will be formed. On early or delayed ignition, spread pool fire will
be observed. Consequence calculations for HSD from unloading hose followed by fire
have been carried out as per the details given below:
 Pool Fire Heat Radiation
On ignition of spreading pool, thermal radiation distances will be as given:

Radiation Level Thermal Radiation Level Distances (m)

4 m/s – B 3 m/s – D 3 m/s - E 2 m/s - F
37.5 kW/m2 Not Reached Not Reached Not Reached Not Reached
12.5 kW/m2 27.9531 27.1887 29.2184 29.1843
4 kW/m2 73.9252 71.6785 76.3341 74.4778
Thermal radiation radii from spreading pool fire are shown in Figure 7.1.
Vapour Cloud Explosion: In the event of delayed ignition after release of HSD,
vapours of HSD will be generated from the surface of spreading pool and dispersed
into the atmosphere towards prevailing wind directions. However, no vapour cloud
explosion will be occurred:
Flash Fire
In the event of delayed ignition, vapours of HSD will be generated from the surface of
spread pool and dispersed into the atmosphere towards prevailing wind directions.
The distances of HSD vapours within the UFL and LFL are given below:
Distances (m)
Concentrations
3 m/s – B 3 m/s – D 2 m/s - E 2 m/s - F
UFL 5.43679 4.01028 4.2982 2.7693
LFL 100.109 125.908 115.043 121.745
Flash Fire Envelope distances will be as given below:

Flash Fire Envelope Distances (m)
Concentrations
3 m/s – B 3 m/s - D 2 m/s - E 2 m/s - F
Furthest Extent 100.109 125.908 115.043 121.745
Flash fire envelope distances are shown in Figure 7.2.

Figure 7.1: Thermal Radiation Radii From Spreading Pool Fire

Figure 7.2: Flash Fire Envelope Distances

7.3.6 Risk Mitigation Measures
The risk mitigation measures for the already being taken at Agartala Airport are as given
below:
 Check list for operators for checking safety system and equipment is prepared and
check records kept in safe custody.
 Unloading of HSD as per SOPs under the supervision of trained personnel,
 Prompt action in the event of an accidental release of HSD is essential.
 Where there is a possibility of a HSD spill, provisions have been made to ensure
as follows: (i) the spread of the spill is limited; (ii) non-flammable absorbent
material is available for immediate use; (iii) ignition sources can be quickly
removed; and (iv) the area is well ventilated.
 Fire fighting facilities have been provided near storage and handling of HSD as
per bye laws.
 Fire fighting facilities are tested as per schedule.
 Routine testing and inspection are carried out for storage tank, hoses and record
will be maintained.
 Leakage from tanker is prevented by a suitable regime of preventive maintenance
and inspection.
 Heat and smoke detectors will be provided at strategic locations.
 Fueling in DG sets ‘day tank’ is done under the supervision of trained operator.
 Open vents is provided of goose neck type, covered with a 4 to 8 mesh screen to
discharge the vapours of hydrocarbons from storage tanks,.
 Storage tank and tanker, including all metal connections are electrically
continuous and have been effectively earthed.
 The critical operating steps are displayed on the board near the location where
applicable.
 Standard Operating Procedure (SOP)” are followed while unloading DG sets.
 All concerned agencies are provided Disaster Management Plan and regular
interaction are made.
 Mock drills are conducted regularly involving all concerned agencies.
7.4 Disaster Management Plan
The important aspect in emergency management is to prevent by technical and

organizational measures, the unintentional escape of hazardous materials out of the
facility and minimize accidents and losses.
Emergency planning demonstrates the organization's commitment to the safety of

employees and increases the organization's safety awareness. The format and contents

of the Disaster Management Plan have been developed taking into consideration the
regulatory guidelines, other applicable documents and accepted industry good practice
principles formulated as a result of lessons learned in actual emergencies requiring
extensive emergency response. A plan can work smoothly and effectively only if the
instructions are correctly and promptly followed and action taken at various levels is
well coordinated.
7.4.1 Objective of Emergency Planning
The objective of the disaster management plan is to describe the emergency response
organization, the resources available and response actions applicable. It deals with
various types of emergencies that could occur at the Agartala airport with the
response organization structure being deployed in the shortest time possible during an
emergency. Thus, the objectives of emergency response plan can be summarized as:
 Rapid control and containment of the hazardous situation;

 Minimizing the risk and impact of an event/accident; and
 Effective rehabilitation of the affected persons, and prevention of damage to
property.
To effectively achieve, the objectives of emergency planning, the critical elements

that form the backbone of the plan are:
 Reliable and early detection of an emergency and careful planning;

 The command, co-ordination, and response organization structure along with
efficient trained personnel;
 The availability of resources for handling emergencies;
 Appropriate emergency response actions;
 Effective notification and communication facilities;
 Regular review and updating of the plan; and
 Proper training of the personnel.
7.4.2 Categorization of Emergencies
The emergencies at the Agartala airport can be classified under several headings.
These headings are listed below together with a description of the type of emergency.
i. Fires on the Ground
Fire on the ground can be aircraft related and non-aircraft related. Fire involving

aircraft can be at any location on the taxiway or apron area where the aircraft is
parked. Non-aircraft related fire involves mainly the terminal buildings and HSD
storage, etc.
ii. Natural Disasters
The airport is located in Seismic Zone V as per seismic classification. Seismicity is a

natural hazard for Agartala Airport project. Therefore, necessary design measures
have been taken for making structure earthquake proof.
7.4.3 Key Functions of Airport Director and Other Supporting

Organizations/Agencies/Services for mitigation of emergency at Agartala
Airport
Concerned officers and other external supporting organizations/agencies/services will

be called upon as necessary to mitigate crisis depending on the nature of emergency.
Table below summarizes the general key functions of Airports Authority of India
(AAI) and other supporting organizations/agencies/services during crisis at Agartala
Airport.
Sn Organization//Agencies/Services Key Functions

1. Agartala Airport Fire Service  Fire-fighting operations
 Post-accident fire protection
 Evacuate injured passengers to
hospitals
 Support structural fire-fighting and
evacuation
 Support mitigation of dangerous
foods accidents/incidents
 Inform fire brigade at Agartala
Airport.
2. Terminal Building Management  Activate Key Officials and other
external agencies/services such as
hospitals, panel doctors, ambulance
services,
 Activate the Emergency Response
and Interaction Centre (ERIC)
Group
 Set up the Emergency Coordination

Sn Organization//Agencies/Services Key Functions

Centre (ECC), Friends and Relatives
Reception Centre (FRRC)
 Passenger facilitation and business
recovery at terminal buildings
 Support terminal building
evacuation
3. Engineering  Provide technical support and
assistance
 Support recovery efforts
4. Local Police  Guarding of site and preservation of
evidence Agartala Airport including
eye-witness accounts and
photography.
 Maintain law and order at the side.
7.4.4 Emergency Operations/Coordination Centers Established for Mitigation of

Emergencies
During a major disaster such as severe fire outbreak at terminal building, the various
emergency operations will be established immediately to mitigate the disaster.
The emergency operations and coordination centers at Agartala Airport will comprise
Crisis Management Centre (CMC), Emergency Coordination Centre (ECC), and
Friends and Relatives Reception Centre (FRRC). Each of them has its own functions
and roles to perform during the crisis:
i. Crisis Management Centre (CMC)
Established by the AAI, the Crisis Management Centre is to function as an overall

overseeing and controlling authority of the crisis mitigating process during a major on
ground fire. The committee of the Crisis Management Centre comprises the following
permanent and supporting members:
The functions of the CMC include:
a. Formulate strategic plans and policies, as well as engage in high level decision
making for the mitigation of crisis.
b. Control, coordinate and support operations during an Incident.

c. Oversee the work and progress of protracted fire-fighting and rescue, and salvage
operations.
d. Liaise with the airline concerned, local authorities, ministries, and governmental
departments for support.
e. Arrange and provide welfare to the staff involved in the mitigation of crisis.
f. Regulate the release of information to the public on the facts of the aircraft
disaster.
g. Issue press releases and organize press conferences.
h. Ensure that the post-accident operations are completed expeditiously so that the
Agartala airport can resume normal operations in the shortest possible time.
ii. Emergency Coordination Centre (ECC)
Located near to Entry Gate, the Emergency Coordination Centre will be established
by the Airport Director, during a major disaster, to coordinate the response and
functions of the external supporting organizations, agencies, and services involved in
the mitigation of the emergency.
The committee of ECC comprises the following officials:
 Terminal Manager - Chairman

 Engineering In-charge - Alternate Chairman
 Manager - Civil
 Manager - Electrical
 Security Officer
 CISF Representative
 Police Representative
Functions of the ECC include:
a. Support incident site fire-fighting and rescue operations through liaison and
coordination with the external organizations/agencies/ services.
b. Facilitate mobilization of external resources to the crash site, such as issuing
emergency passes and arranging with Apron Control for "Follow-me" vehicles.
c. Arrange and facilitate visits by the VVIPs to the site (if any).
iii. Assembly Area (AA)
Assembly area is an area set up near the incident site to temporarily receive the
uninjured casualties until the arrangements to transport them to the Hospital is made.

Two Assembly Areas (AA) will be near parking in front of terminal building.
iv. Friends and Relatives Reception Centre (FRRC)
The FRRC serves as a secure area, away from the attentions of the media, for the
friends and relatives of those involved in an accident. The documentation process
within the FRRC helps to confirm who was on the site/aircraft and facilitates the
reunion.
On receiving the "Fire" message, Terminal Director will set up the FRRC.
The staff shall man the FRRC, and the police shall take charge of the security of the
area.
At the FRRC, the airline staff shall:
 Attempt to verify the identity of the visitors on entry;

 Conduct documentation and briefing;
 Update with the latest information including passenger manifest, that has been
officially cleared;
 Provide care and comfort including refreshments;
 Arrange for doctors and/or CARE officers through ECC on a need basis.
Command structure and communication flow among various emergency /

coordination centers is given below:
Command Structure and Communication
CMC
ECC FRRC
7.4.5 Media Management
Airport Director – Chairman and his team shall take the lead to handle all press
matters. They are single point media interaction. They will be responsible for

developing the overall information management plan, with emphasis on strategies to

manage the information flow. They will also be responsible for the preparation of
press releases and the organization of press conferences.
All press personnel will first be directed to Airport Director 's Media Centre. At the
Media Centre, press briefing, communications and transportation service for taking
the press personnel to and from the accident site, when permissible, will be
arranged/provided.
No unauthorized persons shall be allowed in the Media Centre. Only members of the
press, free-lance reporters and photographers wearing a valid pass issued by Airport
Director will be admitted to the Media Centre, or transported to the scene of the
accident.
7.4.6 Emergency Procedures
7.4.6.1Fires on the Ground (Aircraft Related Fires Occurring in Aircraft Movement

Areas)
An aircraft can catch fire while it is taxiing in the movement area or parked. Such a
scenario can arise from a defect or malicious act, and may develop into a major
disaster.
When the aircraft on the ground on fire is sighted, Airport Fire Service through the
crash alarm communication system will be informed and provide details of the aircraft
fire, for example:
 Location of aircraft;
 Nature of fire (e.g. undercarriage fire, engine fire);
 Number of POB; and
 Presence of dangerous goods, if known.
The Air Traffic Controller shall give clearance to the responding fire vehicles to enter
the runway/taxiway as soon as possible.
If the fire is large and has caused extensive damage to the aircraft and external
resources are required to aid in the mitigation process, the Air Traffic Controller shall
declare "Aircraft on Fire".
The standard text and format used for the "Aircraft on Fire" message shall be as

follows:
AIRCRAFT ON FIRE:
Aircraft Operator;
Aircraft Type & *Flight Number; Location of Aircraft;
*Nature of Fire (e.g. undercarriage fire, engine fire);
*Number of Persons on Board (POB);
*Any Dangerous Goods on Board.
(*The information shall be provided if it is available and applicable.)
The use of the phrase "Aircraft on Fire" is to give distinction and therefore avoid
confusion between aircraft crash and aircraft on the ground on fire.
7.4.6.2 Fires on the Ground (Fires Involving at Agartala Airport, i.e. Non-Aircraft
Related Fires)
Fire may occur at any of the part of Agartala Airport. If out of control, such a fire may
cripple the key Agartala airport facilities and disrupt the normal operations.
During a fire occurrence, however small it may appear to be, any person discovering
it shall:
 Raise the fire alarm via the nearest manual call point. If no manual call point is
readily available, raise the alarm by other available means.
 Inform the Fire Service immediately of the exact location of the fire via the
following telephone numbers.
Operate a suitable fire extinguisher where readily available, or any water hose
reel within range. [*Note: Attempt to put out the fire using a fire extinguisher
shall only be carried out if the fire is small (i.e., at incipient stage) and does not
pose any danger to the operator. Also take note that water shall not be used on
fire involving liquid such as HSD, as well as on energized electrical equipment
unless such equipment has been de-energized.)
 On receipt of a structural fire call, the Fire Operator shall request the caller to
provide the following details:
 Location of fire;

 Type of fire;
 Name of caller;
 Telephone number of caller.
7.5 Training and Education
Regular training would be provided to all personnel who have a role in planning and
operational response to an emergency. The main goal of training for emergencies is to
enable the participants to understand their roles in the response organization, the tasks
associated with each position and the procedures for maintaining effective
communications with other response functions and individuals.
The training objectives are:
 To familiarize personnel with the contents and manner of implementation of the

plan and its procedures,
 To train personnel in the performance of the specific duties assigned to them in
the plan and in the applicable implementation procedures,
 To keep personnel informed of any changes in the plan and the implementing
procedures,
 To maintain a high degree of preparedness at all levels of the Emergency
Response Organization,
 Train new personnel who may have moved within the facility organization;
 Test the validity, effectiveness, timing and content of the plan, and
 Update and modify the plan on the basis of experience acquired through exercises
and drills.
7.6 Mock Drills and Exercises
Mock drills constitute another important component of emergency preparedness. They

refer to the re-enactment, under the assumption of a mock scenario, of the
implementation of response actions to be taken during an emergency. Emergency
drills and integrated exercises have the following objectives.
 To test, efficacy, timing, and content of the plan and implementing procedures;
 To ensure, that the emergency organization personnel are familiar with their duties
and responsibilities by demonstration;
 Provide hands-on experience with the procedures to be implemented during
emergency; and

 Maintain emergency preparedness.
The frequency of the drills would vary depending on the severity of the hazard.
However, drills would be conducted once in a year. Scenarios may be developed in
such a manner as to accomplish more than one event objective.
Drills and exercises will be conducted as realistically as is reasonably practicable.
Planning for drills and exercises would include:
 The basic objectives,

 The dates, times and places,
 The participating organizations,
 The events to be simulated,
 An approximate schedule of events,
 Arrangements for qualified observers, and
 An appropriate critique of drills/exercises with participants.
Evaluation of drills and exercises would be carried out which would include
comments from the participants and observers. Discrepancies noted by the drill
observers during the drill shall be pointed out during the drill.
The individual responsible for conducting the drill or exercise would prepare a written
evaluation of the drill or exercise. The evaluation would include assessments and
recommendations on:
 Areas that require immediate correction;

 Areas where additional training is needed;
 Suggested modifications to the plan or procedures; and
 Deficiencies in equipment, training, and facilities.
The evaluation of a drill or exercise shall be submitted to the terminal manager for
review and acceptance who shall then determine the corrective actions to be taken and
assign the responsibility to appropriate personnel.
The Safety In-charge would track all approved drill and exercise corrective actions as
a means of assuring that corrections are made in a reasonable amount of time, and
shall advise the Terminal Manager of the status of implementation of corrective
actions.

Records of drills, exercises, evaluations, and corrective actions would be duly

maintained.
7.7 Updating of Emergency Plan
The Agartala Airport Emergency Plan and implementing procedures would be

reviewed and updated to ensure compliance with relevant regulations and applicable
state and local emergency plans.
The need for updating is based on following aspects:
 Written evaluations of mock drills exercises which identify deficiencies or more

desirable methods, procedures, or organizations;
 Changes in key personnel involved in the organization;
 Changes in the facility organization structure;
 Changes in regulations;
 Recommendations received from other organizations and state agencies.

Project Benefits
CHAPTER- 8
PROJECT BENEFITS
8.1 General
Agartala Airport, one of the major airports in north east region is situated in the state
of Tripura, located 11.5 km from the Agartala city. In terms of passenger movement,
the airport holds third position after Guwahati and Bagdogra and second position in
terms of cargo movement after Guwahati. The average growth rate in the last three
year is substantial in terms of passenger & cargo movement.
Increasing numbers of passengers and aircraft require capacity enhancement of

existing facilities including terminal building, apron, link taxiway etc at Agartala
Airport.
8.2 Direct and Indirect Benefits
The direct and indirect benefits of the new terminal building, taxiing, apron and
associated facilities at Agartala Airport are as follows:
Direct Benefits
 Batter infrastructure facilities passenger at new terminal building,

 Decongestion at terminal building with more space and comfort,
 More parking faculties for Aircrafts and safe taxiing,
 Increase in regional economy as it will boost tourism and commercial activities in
the region.
 Generation of more revenue to the state, hence more development of the region.
Macro Level Benefits
 Boost in tourism and more people to travel in the state

 Employment opportunity to people.
 More business and industrial opportunities

Environmental Management Plan
CHAPTER 9
ENVIRONMENTAL MANAGEMENT PLAN
9.1 Introduction
The Environmental Impact Assessment (EIA) has identified environmental impacts

those are likely to arise during construction of new integrated terminal building,
taxiway, apron and associated work at Agartala Airport. The Chapter 4 of this report
has examined both adverse and beneficial impacts on each physical, biological and
socio-economic parameters of environment during construction and operation phases
of new terminal building, taxiway, apron and associated work at Agartala Airport.
The environmental impact assessment has examined the extent to which these impacts
would be mitigated through the adoption of standard practices, guidelines and
complying with regulatory requirements. The Environmental Management Plan
(EMP) describes both best practice measures and site specific measures. The
implementation of EMP is aimed at mitigating potential environmental impacts
associated with the construction and operation phases of proposed during new
terminal building, taxiway, apron and associated work at Agartala Airport.
9.2 Environmental management Measures
9.2.1 Soil
Construction Phase
During the construction phase of new terminal building, taxiway, apron and associated
work at Agartala Airport, the following measures shall be adopted to minimize adverse
impacts in soil:
 To prevent the soil contamination through the leakage or spillage of fuel oil, oil
containers will be stored and handled carefully on cement lined floor,
 All metal, paper, plastic wastes, debris and cuttings shall be collected from the site
as soon as particular construction activity is over,
Operation Phase
Approx. 205 kg/d solid waste is generated from the existing airport in the form of
paper, plastics, polyethylene bags and food waste, etc. Solid waste from the airport is
collected in waste bins.

Approx. 10 to 15 kg sludge generated from STP is used as manure for green belt
development.
The solid waste handling and disposal services have been outsourced by Airports
Authority of India to authorized agency to ensure proper disposal of solid waste
generated at the existing airport. AAI ensures that solid waste is being management as
per Solid Waste (Management & Handling) Rule 2016.
9.2.2 Water Quality
Construction Phase
The following mitigation measures will be adopted to avoid impacts on water quality
during construction phase:
 Efforts will be made to conserve the water;

 Appropriate sanitation facilities (septic tank) to be provided for the construction
workers to reduce impact on water quality.
 The construction wastes will be collected and disposed suitably.
 Control of spillage of fuel oil and storage of oil barrels on cemented floor.
 Waste oil generated during maintenance of construction equipment will be
collected and disposed to TSPCB approved waste oil recyclers for recycling and
reuse.
 Runoff from fuelling area, vehicle parking areas, etc. will be passed through oil
interceptor.
Operation Phase
The following measures will be taken to protect water quality at the existing Agartala
airport during operation phase:
 Sewage generated is collected and sent to sewage treatment plant for proper
treatment and disposal.
 Municipal wastes generated at the existing Agartala is collected and disposed
suitability as per standards practices.
 Waste oil generated is collected and disposed to TSPCB approved waste oil
recyclers for recycling and reuse.

I. Sewage (Waste Water) Management
Sewage generated from the airport is treated in well designed Sewage Treatment Plant
(STP). Moving Bed Biofilm Reactor (MBBR) type sewage treatment plant of 75 KLD
capacity will be installed at the airport.
Design parameters for the STP are given below:

Sl. Parameters Inlet Outlet
1. BOD 300 mg/l Less than 20 mg/l
2. COD 400 mg/l Less than 150 mg/l
3. Oil & Grease 50 mg/l Less than 10 mg/l
4. TSS 200 mg/l Less than 50 mg/l
5. PH 6.5-8.5 mg/l 6.5-8.5 mg/l
II. Design Details of STP - MBBR Technology
Advanced technology of Fixed Film biological processes having large surface area for
bio-mass to grow have been used in the past to reduce both the reactor volumes as
well retention times. Further developments in this field have led to development of
Moving bed Technology in which the Moving Bed media are made of small plastic
materials which are freely moving and non-clogging type.
The basic idea behind the Moving Bed Reactor development is to have a continuous
operating non-clogging bio film reactor which requires (1) no back-washing, (2) has
low head loss and (3) high specific bio film surface area. This is achieved by having
the biomass to grow on small carrier elements that move along with the water in the
reactor.
The movement within the reactor is generated by aeration in the aerobic reactor.
These bio-film carriers are made of special grade plastic having density close to that
of water.
Apart from making the plant compact, the moving bed reactor employing fixed film
principle of the attached growth process makes the plant more user- friendly because
it does not require sludge recycle. The absence of sludge recycle frees the operator
from the enormous task of measurement and monitoring MLSS levels in the tank and
adjusting recycle ratios continuously, due to fluctuating inlet COD loads.
Due to fixed film nature these plants can accept shock loads much better than those
employed for suspended growth process. Moving Bed Reactors are generally tall (6 m

and above) thereby reducing the cross-sectional area further. As a rule of thumb the
bio-reactor can be accommodated in only 10% area that is required for conventional
aeration tanks.
One more attraction of this technology is that it produces much smaller quantity of
sludge and what is more, this sludge requires no further treatment such as digestion,
due to the fact that it produces digested sludge which does not smell like that in
conventional plant.
III. Process Description of STP
A. Pre-Treatment
The raw sewage is passed through a bar screen for removal of floating matter.
Removal of such floating / coarse matter is essential because it can otherwise choke
pipelines /pumps, etc, and hinders the normal operation of the treatment plant. The
screens are made of mild steel bars, placed at equal intervals. The raw sewage is
passed through the screens, wherein the floating matter, any large particles are trapped
in the bars. The inclination of bars is kept such that manual raking becomes easy.
Before the sewage is collected in the equalisation tank the sewage is passed through
oil & grease removal chamber also, where free floating oil & grease present in the raw
sewage is trapped and collected.
B. Equalization Tank
Clarifiers and mechanized secondary treatment are more efficient under uniform flow
conditions. Equalization basin is used for temporary storage of diurnal or wet-weather
flow peaks. Basins provide a place to temporarily hold incoming sewage during plant
maintenance and a means of diluting and distributing batch discharges of toxic or
high-strength waste which might otherwise inhibit biological secondary treatment.
Flow equalization basin is variable discharge control, typically include provisions for
bypass and cleaning, and may also include aerators. Cleaning may be easier if the
basin is downstream of screening and grit removal. From equalisation tank the sewage
is .pumped in to the biological reactors on average flow basis through pumps.
C. Grit Removal
Pre-treatment may include a grit channel or chamber, where the velocity of the
incoming wastewater is adjusted to allow the settlement of sand, grit, stones, and

broken glass. These particles are removed because they may damage pumps and other
equipment. For small sanitary sewer systems, the grit chambers may not be necessary,
but grit removal is desirable at larger plants. Grit chambers come in 3 types:
horizontal grit chambers, aerated grit chambers and vortex grit chambers.
D. Biological Treatment
The main pollutants in the raw sewage are represented in the form of Bio- chemical
Oxygen Demand (BOD) and Chemical Oxygen Demand (COD). The ammonical
nitrogen, nitrate nitrogen and phosphorous present also represent as polluting
substances. The bacterial ability to synthesize the organic matter to harmless end
products like carbon di-oxide and water molecules are utilized to treat the raw
sewage.
The bio-reactions are carried out in controlled environment in the bio-reactor. The
bio-reactor comprises of a tank, fitted with aeration grid. The bacterial activity needs
dissolved oxygen, to synthesize the organic matter. This is supplied by passing air in
the form of small bubbles. The air is passed at the bottom of the tank, so that complete
volume of tank is utilized. Oxygen dissolves in liquid, which can now be used by the
bacteria. The bacterial population is present on the media, which forms an integral
part of the reactor system. The media is made of small polypropylene elements.
Millions of such pieces are present in the reactor. A very large surface area is
available for the bacterial population to grow. The bacteria grow on the plastic media,
by using the organic content in the raw sewage, and the dissolved oxygen available.
Due to constant aeration, the media is set in whirling motion, so that continuous
mixing takes place.
The bacterial layer growth on the media surface increases to a certain extent, and then
gets sloughed off after a specific period. This phenomenon is called sloughing. This
creates new surface for further bacterial growth. Sloughing takes place only after
complete growth and subsequent dyeing - off of the bacterial layer and hence the
sloughed off material is completely digested. Ammonical nitrogen is completely
converted into nitrate nitrogen, in the bacterial synthesis. About 50-60% of the
phosphates are also assimilated in the organic synthesis. Nitrogen and phosphorous
are utilized as micronutrients in the bacterial activity. The bacterial reaction is carried
out in two stages for maximizing the BOD removal efficiency. Hence, two such
reactors are provided in series. Within the reactors, arrangements are made to retain
the plastic media in place.

Air supply is done through perforated stainless steel pipes. Use of stainless steel pipes
ensures that no maintenance is required. The treatment process is mainly based on the
principle of Moving Bed Bio Reactors (MBBR) and consists mainly of the following
components:
Media which provides surface area for the growth of micro organisms.
Air Grid System which ensures high oxygen transfer efficiency to meet
The oxygen demand exerted by the micro-organisms and the fluidized state the media.
The system comprises of the following main units:
 Moving Bed Bio Reactors-1

 Moving Bed Bio Reactors -2
 Tube Settler
Moving Bed Bio Reactors -I & II
The Moving Bed Bio-reactors tanks consist of an air grid place at the bottom of the
tank which helps in including 02 transfers from the air to the effluent through the air
blowers and at the same time maintains the media with attached bacterial culture in
suspension. It is here that bacterial culture utilizes this 02 to biodegrade the organic
matter in the effluent and also for their endogenous respiration, resulting in the
production of simpler end products. The mixed liquor consisting of old and new
bacterial cells are then sent to the Tube Settler.
Operation of Moving Bed Bioreactor Process
MBBR is a moving bed bioreactors treatment system. The media on which the growth
takes place in kept in fluidized state by aeration, Influent is continuously fed to the
reactor and the treated effluent is discharge from the system by overflow. The high
concentration of bacterial growth on the media hastens the process of BOD/COD
treatment thereby making the system very compact. Generally two stages are
sufficient to achieve the desired reduction.
Tube Settlers
Settling tank with the tube modules is a unit in which solid liquid separation occurs
under the gravity.

Sludge Removal
The sloughed biomass must be removed before the treated sewage can be disposed
off. Hence a tube settler is provided. The tube settler is equipment in which the Bio-
mass removed & suspended solids are settled under action of gravity.
The sludge formed in the process of bio-degradation, is drained to the sludge holding
tank from where through pump is fed to filter press for dewatering. The filtrate from
filter press is drained back to receiving sump by gravity. The dewatered sludge will be
removed manually. This sludge is very good soil conditioner & hence can be used as
manure.
Disinfection
The treated sewage is then added with chlorine to kill the pathogens /E-Coli coli
forms, so that it becomes fit for disposal on surface. Chlorine being a very strong
oxidizing agent, a small dose is enough to achieve desired levels of disinfection.
Small residual chlorine also ensures that there is no re-growth of E-coli, till the final
disposal point.
After disinfection the treated sewage is passed through filtration unit comprising of
dual media filter and ctivated carbon filters. The treated sewage, now substantially
free from organic contamination, free from coli form bacteria
9.2.3 Solid Waste Management
Construction Phase
During the construction phase, following measures shall be taken for solid waste
management:
 All metal, wooden, paper, plastic wastes, debris and metal cuttings shall be
collected from site as soon as particular construction activity is over and disposed
in suitable manner.
 Municipal waste generated will be collected and disposed in environmentally
sound manner.

Operation Phase
The following mitigation measures have been taken for management of solid waste
during operation phase of at the existing airport.
 Solid wastes management at the Agartala Airport have been carried out as per
Solid Wastes Management Rules, 2016.
 Solid wastes will be collected in designated waste bins based on their types,
placed at the strategic locations in the airport.
Approx. 205 kg/d solid waste will be generated from existing Agartala airport. The
solid waste handling and disposal services has been outsourced to authorized agency
to ensure disposal of solid waste generated from the Agartala airport. Solid waste
generated in the aircrafts is also disposed off at the designated waste collection points
from where the agency will pick up the garbage bags.
The authorised agency, collect the garbage from designated bins in the Agartala
airport. The wet garbage of the aircrafts comprising of left over food in the tray from
the security gates of flight kitchens is also disposed off at the specified place.
The collected garbage is transported in covered container and is arranged to dispose

off after segregation of recyclable wastes as per provisions of Municipal Wastes
(Handling & Management) Rule 2000. After collection of garbage, garbage bins is
disinfected every day by sprinkling disinfectant powder by the agency. Weekly
washing of garbage bins is also be carried out by this agency.
After collection of waste, solid waste management plan being followed by authorized
agency is as given below:
• Segregation of recyclable and non recyclable wastes.

• Disposal of recyclable wastes for recycling.
• Composting of biodegradable organic of wastes for captive use.
• Disposal of segregated wastes to common municipal waste landfill site.

Figure 9.1: Schematic Diagram for MBBR Based Sewage Treatment Plant

9.2.4 Air Quality
Construction Phase
During the construction phase, only marginal deterioration of ambient air quality is
expected at the construction site due to operation of construction equipment and
machinery, dust emissions from loading and unloading of raw materials, cement and
soils, dust emissions from the batch plant, fugitive emissions from vehicle movement,
etc. However, this deterioration will be temporary in the nature during construction
phase. The following measures will be adopted during construction phase to mitigate the
impact on ambient air quality:
 Installation of batch mix plant at isolated place and providing cover shed around the
plant,
 Providing dust suppression system in loading and unloading area,
 Pollution Under Control Certificate will be mandatory for all vehicles approaching to
the site. Any vehicle not meeting the vehicular pollution standards will not be allowed
within the construction site and for the construction activity;
Operation Phase
Major pollutants from the existing Agartala Airport operation are from aircrafts exhaust,
vehicular traffic as ground support, pickup and dropping at the existing Agartala Airport
and from DG sets. The major pollutants are mainly Nitrogen di-oxide and Carbon
monoxide besides particulates and sulphur di-oxide. The baseline ambient air quality
levels in the project area are within the permissible limits as specified as National
Ambient Air Quality Standards. The following methods of abatement of pollution have
been employed for the air pollution control at the source level during operation phase of
the Agartala Airport:
 Shut down combustion engines when not in use,

 Single engine taxing and reduced taxing is effective in reducing emissions of HC and
CO from aircrafts,
 Height of the stack for DG sets have been kept as per CPCB guidelines,
 Proper car parking facilities and traffic flow to avoid traffic congestion, and
 Providing suitable green belt to reduce the impact of air pollution.

9.2.5 Noise Levels
Construction Phase
During the construction phase, noise will be generated through the operation of
construction machines, excavators and DG sets. The following measures will be taken
into consideration to mitigate the noise at the construction site:
 Provision of silencers on the construction machineries,

 Noise standards will be strictly enforced for vehicles, equipment, and construction
machineries, etc ,
 All construction equipment used for an 8-hour shift will conform to a standard of less
than 75 dB (A).
 Vehicles and construction equipment with internal combustion engines without
proper silencer will not be allowed to operate at the construction site.
 If required, machinery producing high noise, such as concrete mixers, generators etc,
shall be provided with noise shields and their usage timings can be regulated,
 Shock absorbing techniques will be adopted to reduce vibration and noise.
 Machinery and vehicles will be maintained regularly, with particular attention to
silencers and mufflers, to keep construction noise levels to minimum.
 Workers in the vicinity of high noise levels shall wear earplugs, helmets and be
engaged in diversified activities to prevent prolonged exposure to noise levels of
more than 90 dB(A) per 8-hour shift.
Operation Phase
All the DG sets have been provided with acoustic enclosures to control the noise levels.
Terminal building is sound proof. Further, greenery has developed at the Agartala
Airport, which works as noise barrier.
9.2.6 Vehicle Parking and Management
The passenger capacity of proposed new terminal building will be designed for 600
arriving (including 100 International) and 600 departing (including 100 International)
passengers at one point of time. The car parking facility will be provided for at least 500
cars and 10 buses with separate car/ scooter park area. The parking is shown in Figure
9.2.

Figure 9.2: Parking Plan for New Integrated Terminal Building
9.2.7 Energy Conservation Measures
During design and construction of new integrated terminal building at the Agartala
airport necessary measures will be taken for conservation of energy in line with “Energy
Conservation Building Code –2006” and “National Building Code 2005”. The important
energy conservation measures proposed for new terminal building are described below:
 Airport Terminal building will be designed and constructed for GRIHA Rating 4 Star,
 Lighting shall be optimized by extensive use of day lighting, energy efficient lamps
of LED, occupancy sensors, intelligent lighting controls etc. to meet ECBC/
GRIHAnorms. Decorative / MS / GI poles with LED/Metal Halide/HPSV luminaries
shall be used for the street lighting and external lighting shall be designed for 10-20
Lux level.


minimization of energy consumption through centrally monitor the status, the Air
Conditioning units and Water supply pumps, tank levels, flow switches, etc.
 It is proposed that 100 KW solar power generation plant will be established at the
airport to produce clean energy.
By adopting above measures about 30% energy will be saved.
9.2.7.1 GRIHA Rating 4 Star for New Integrated Terminal Building
Airports Authority of India has planned for green building certification for new integrated
airport terminal building for under Green Rating for Integrated Habitat Assessment
(GRIHA) organization. Out of possible 104 points for Criterion as per GRIHA
Dashboard, 81 to 90 points will be achieved for 4 Stars GRIHA rating.
Daylight Simulation and Energy Simulations Reports are given in Annexure 3.
I. Daylight Simulation
Building Orientation
Floor plans below shows the building having Basement & Ground floor with mezzanine.
It is recommended that the maximum glazing is oriented towards the north. High
performance glass has been considered towards all the direction to prevent excessive
radiation entering into the building.
For practical evaluation of shading surfaces, incident solar radiation on the building on
June 21 and December 21 (Representative of Summer and Winter Solstice) has been
Figure 9.3 and Figure 9.4, respectively.

Figure 9.3: Sun Path Analysis on 21st June
Figure 9.4: Sun Path Analysis on 21st December

Window to Wall Ratio And Skylight To Roof Ratio
Window to Wall ratio is the ratio of vertical fenestration area to gross exterior wall area.
WWR = Net Glazing area (Vertical)/ Gross exterior wall area.
The ratio of the total skylight area for the roof measured from the outside of the frame to
the gross exterior roof.
SRR = Net Glazing area (Horizontal)/ Gross exterior roof area
Below is the calculated WWR for each direction. The WWR is the percentage of vertical
fenestration on gross wall area and/ or percentage of horizontal fenestration on gross roof
area.
The overall SRR of building is around 1.6%

The overall WWR of the building is around 51%
Daylight Factor
Simulations For Each Ragularly Occupied Spaces:
1. Ground Floor
Space: Baggage Area = Average DF: 2.166

Space: Ticket Counter-1 = Average DF: 3.131
Space: Ticket counter-5 = Average DF: 3.717
Space: Meet & Greet Area, Retail shops = Average DF: 3.254
Space: Check in Area = Average DF: 3.468
Space: Security Hold Domestic & International = Average DF: 2.249
Space: Arrival International = Average DF: 1.428
Space: VIP Area & Office = Average DF: 4.652)
Space: VIP Area = Average DF:4.668
Space: VIP Areas = Average DF: 3.215
Space: Office Cabins = Average DF:3.711
Space: Office Lobby Area = Average DF: 1.783

2. Mezzanine Floor
Space: Restaurant-1 = Average DF: 1.039

Space: Restaurant-2 = Average DF: 1.153
Space: Security Hold Domestic = Average DF: 1.977
Space: Security Hold International = Average DF: 2.00
Space: Transit Lounge & International Arrival = Average DF: 1.881
From the daylight simulation that was performed on the building for “Agartala
International Airport” project, it is found that the minimum 25% of the total living areas
are meeting the minimum lighting level requirements as specified by the GRIHA
Compliance. It is concluded that the project daylighting is sufficient to provide the
minimum lux levels as specified by the GRIHA Criterion 13 and qualifies to get 4 points,
as 75% of regularly occupied area is qualifying the for the minimum daylight factor as
prescribed in GRIHA Manual.
As per GRIHA compliance for WWR 40%-60% maximum SHGC of vertical fenestration
is limited up to 0.2.
In the cafeteria, additional opening have been provided to comply DF requirement for the
cafeteria. As the lux level requirement, approx. 30-40 sqm open able area (Window) will
be provided into the left side elevation for the cafeteria.
There is no provision of sunlight for the Kitchen (attached with the restaurant at
Mezzanine level) so simulation team is suggested that kitchen area will be possible to
clear daylight factor (DF) requirement if a window could be provided for it.
The basement has no provision of daylight through any strategy. Hence, the living spaces
and regular occupied spaces are not compiling. Introducing some daylight strategies
(Light selves, Light wells etc.) may comply the daylight in such areas.
II. Energy Simulation Report
Agartala situated into warm and humid climate category. The energy analysis is
performed to evaluate the energy performance index of the proposed case and compare to
GRIHA Base case EPI. Various energy conservation optimizations are performed in
order to optimize the proposed building and to bring down the energy consumption.
The most effective energy conservation measures consider:

1. AHU fans with VFD

2. Chillers (Water Cooled)
The Energy Simulation is carried out using eQuest 3.64, the program reads the real time
weather file and performs a dynamic simulation for 8760 hours, hourly variations like
occupancy, lighting power, and miscellaneous equipment power, thermostat set points,
and HVAC system operation are defined for each day of the week and for the holidays.
Model Input Parameter Constructions

Model Input Parameter Constructions Description
Wall Construction U value (0.077 Btu/h-ft2 oF)
Roof Construction U value (0.046 Btu/h-ft2 oF)
Glass properties Glass with U value (0.28 Btu/h-ft2 oF) and SHGC
0.20
Window to gross wall ratio 47%

EIA for Construction of New Integrated Terminal Building, Apron and Link Taxiway at Agartala Airport Environmental Management Plan
The details of EPI calculations are given below:

9.2.7.2 250 kWp Grid Tied Ground Mounted SPVPP
AAI has planned for to install 100 kWp Grid Tied Ground Mounted Solar Photovoltaic
Power Plant (SPVPP) at the Agartala airport. The location of solar power plant at
Agartala Airport is given in Figure 9.5. Bills of materials for 100 kWp Grid Tied Ground
Mounted SPVPP are given in Table 9.1:
Table 9.1: Bill of Materials

Sn. Item Description Specifications Indicative Make
1. Solar Module Solar Module of Minimum 310 Trina or equivalent
Wp Manufactured on Automated
Production Lines with greater
than 16 % module efficiency (DC
Capacity = 100 kWp)
2. Module Mounting G.I. Sheets with Excellent Standard Make
Structure Corrosion Resistance
3. Power Conditioning Power Conditioning Unit with Fronius or
Unit (Inverters) MPPT Charge Controller and equivalent
above 98% Efficiency Inverter
4. Cables DC Cable – 1C x 4sq mm, Cu Polycab – AC
AC Cable – as per detailed SIECHEM – AC
design
5. Protection Devices Lighting Arrestors Ellipse or
Earthing Protection Equivalent
6. HDEP Pipe Underground HT Cable Laying Standard Make
7. Data Logging + DG SolGriD-Power Management RelyOn Solar
Synchronization + System
Reverse Power
Controller
Details of Solar Module
Features
 310-320 Wp Multi Crystalline Solar Module from reputed supplier.

 With more than 15% module efficiency. These are used in MW Solar Farms
 72 Cells modules with low iron anti refractive coated glass gains additional 2%
energy.
 Superior resistance to PID (potential induced degradation)
 Upto 25 years true liners power output warranty.
 10 years global workmanship warranty.

Details of solar module are given in Table 9.2.
Table 9.2: Details of Solar Module

Peak Power (Pmax) 315 Wp
Max Power Current (Imp) 9.10 A
Short Circuit Current (Isc) 8.55 A
No. of Cells 72
Max Power Voltage (Vmp) 36.9 V
Open Circuit Voltage (VoC) 45.4 V
Tolerance 0, +5
Module Efficiency (%) 16.2
Weight 25 kg
Glass High Transmission Low Iron Tempered glass
Frame Anodized Aluminum alloy with twin wall profile
Junction Box IP 65/IP 67, 3 bypass diode
Invertors:
In this system outdoor type PCU (invertors) technology:
 Enhance power output than conventional inverter – 6-8 %

 Designated to withstand in extreme weather conditions
 Design life of 12-15 years
 Greater than 98.3 % efficiency at peak power
 Harmonics below 1.8 %
 Degree of protection IP 66
 Cooling : Regulated air cooling
 Data logging system allow continuous monitoring of the energy generation
 Able to run in synchronization with Diesel generator in case of grid failure.
Module Mounting Structures
Fixed mounting type structures will be provided.
 G.I. sheets that have excellent corrosion resistance.

 Capable of withstand high wind speed upto 150 kmph
Module Mounting Structures
1) Reverse Power Control
a. Continuous monitoring of load and taking corrective action on power from solar
power system

b. Ensures that power does not flow into the grid – critical where net metering is not in
yet rolled out
c. Response and corrective action in less than one minute.
d. Maximum power drawn from solar system
e. Consumption from grid can be brought down to as low as 1% of the load.
2.) Real Time Remote Monitoring of system parameters
a. Access through internet

b. Graphical presentation
3.) Alerts
a. For information
b. For corrective action
4.) Weather Monitoring
a. Measurement of radiation, temperature and comparison with generation

b. Available in charts and line diagram
5.) Performance Calculations
a. Ready availability for PR (performance ratio), Radiation yield (kWh/m2/day), PLF

(plant loading factor)
6.) Local Storage
Continuously storing data will be available on local memory chips or on pen drive for
ready reference.

Figure 9.5: Location of Solar Power Plant at Agartala Airport

9.2.8 Minimization of Greenhouse Gas Emissions
During construction and operation phase of new terminal building, apron and associated
facilities at Agartala airport, for minimization/avoidance of greenhouse gases emissions,
the following mitigation measures are suggested:
 Burning of fossil fuels is reduced by optimizing operation of DG sets.

 Harnessing Solar Power
 Energy conservation measures at terminal building.
 Plantation of trees and shrubs
9.2.9 Pesticide Use and Management
On additional for extension of runway, pesticides may be used for development of

landscaping and greenery. The mitigation measures and management plan for the use of
pesticides are descried below:
 Pesticide selected for use should be dissolved in water and adsorbed to soil particles
instead of travelling through the soil to groundwater,
 Pesticide should quickly degraded by soil microbes when applied,
 Avoid leaving puddles of pesticides as they may leach to groundwater or run off to
surface water,
 Clean pesticide immediately in case any spillage,
 Dispose of pesticides properly and recycling pesticide containers,
 Pesticide containers shall not be buried, as residues in the containers may
contaminate water resources,
 Avoid applying pesticides in windy conditions. Pesticides from high-pressure
sprayers and mist blowers can drift off target and contaminate air, soil and water.
9.2.10 Bird Hazards
Bird’s are serious hazards for aircrafts. The important mitigation measures for
minimization of bird’s hazards are described below:
 All drains are cleaned up on regular basis and trimming of grass is taken up to avoid
birds / animals from being attracted to the site,

 Littering of garbage, (resulting in un-authorized waste disposal) is monitored

around the Agartala airport. Proper collection and disposal of garbage is ensured at
the Agartala airport,
9.2.11 Rain Water Harvesting
The Agartala Airport is located in high rainfall area with 2500 mm annual rainfall. Titas
River, Haora River and Katakhal River are flowing within the 10 km radius area. Static
water level is 5 m to 7 m. Therefore, rainwater recharge pits are proposed at the airport.
However, five nos. of covered underground tanks of 100 kl capacity each will be
constructed for accumulation of rain-water during rains. Accumulated rainwater will be
used for green belt development purpose at the Agartala airport.
At the proposed terminal building, rainwater harvesting will be provided as per

guidelines. Plumbing arrangement for rain water harvesting for new integrated terminal
building is shown in Figure 9.6.
The following precautions will be taken while constructing a recharge well.
 Depth of well will be 3 meter above from ground water aquifers

 There should not be any contaminated
 Recharge well will be properly covered after construction.
 Overflow pipe for the recharge pit will be provided to avoid water logging around the
recharge well in case of overflow.
 The boulder packing should be done by skilled people in order to avoid caving or
collapse of recharge well.
 Sufficient concrete / brick lining should be provided and make sure that water is not
entering into the recharge well from the sides as this may lead to collapse.
9.2.12 Landscape Plan for New Integrated Terminal Building
The airport projects have limitations for green belt /plantation because of aviation safety
and bird hazards. However, to minimize the impact of noise and vibration during take off
and landing of aircraft, green belt/plantation is proposed out side of funnel area at airport
site and nearest settlement around the Agartala Airport. Green belt/plantation in the
nearby area will be carried with the help of local community involvement. Large canopy
trees and fast growing small trees of indigenous species will be selected for plantation. It

is proposed to plant 1054 trees sapling at new terminal building. Landscaping plan for
new integrated terminal building is given in Figure 9.7.
Only indigenous trees will be planted as a part of green belt/plantation. Based on ecology
studies, important indigenous trees species for green belt/plantation are as given in Table
9.3, Table 9.4, Table 9.5 and Table 9.6:
Table 9.3: The List of Trees

Sn Botanical Name Common Name Quantity
Trees
1. Brassia 25
2. Coconut Palm Naariyal 35
3. Chorosia Speciosa Mexican Silk Cotton 03
4. Delonix Regia Gulmohar 147
5.. Elasis Guinessis 96
6.. Gustavia Augusta 108
7. Michelia Campaca 71
8. Mesua Ferra 382
9. Mangnolia Grandiflora Him Champa 22
10. Oreodex Regia Bottle Palm 127
12. Washingtonia Filifera California Fan Palm 38
1054
Table 9.4: The List of Shrubs

Sn Botanical Name Quantity
Shrubs (Multi branch and Good Foliage)
1. Allamanda Cathartica 1220
2. Acalypha Wilkinseana 2823
3. Bismarkia (0.45 Stem height) 91
4. Bamboo Golden 303
5. Calliandra Breviceps 168
6. Cycas Revoluta (0.40 Stem height) 31
7. Crytostachys Renda 06
8. Ficus Panda 1342
9. Hibiscus Rosa Sinensis 1398
10. Hibiscus Snowflake 2104
11. Ixora 1067
12. Latania Rubra 42
13. Morraya Exotica 260
14. Nerium Oleander 655
15. Tecoma Gaudichaudi 344
16. Tabermontana Coronaria 1236

Figure 9.6: Plumbing Arrangement for Rain Water Harvesting for Proposed Terminal Building

Table 9.5: The List of Ground Cover

Sn Botanical Name Common Name Area (Sqm)
Ground Cover
1. Asparagus Myrei 33.5
2. Alpinia Zerambut 139
3. Daniella Variegata 286
4. Ficus Longisland 304
5. Gplden Duranta 1018
6. Iresine 280
7. Jenerdo Palm 172
Table 9.6: Details of Lawn
1. Lawn 18750
9.2.13 Demographic and Socio-Economic Environment
During the construction phase of the proposed new terminal building, apron and associate
works, about 100 to 150 skilled, semiskilled and unskilled workers will get direct and
indirect employment opportunities, which will have beneficial impact on the socio-
economic conditions of the area.
The following suggestions are given below to strengthen the beneficial impacts:
 Local people will be given preference for employment,

 All the applicable guidelines under relevant acts and rules related to labour welfare
and safety shall be implemented during the construction work activities,
 Proper sanitary and drinking water facilities will be provided to workers living in the
construction camps within the premises of the Airport Airport,
 Worker engaged in high noise construction machines shall be provided with ear-muff
and ear plugs,
 Helmets will be provided to the workers engaged in the construction activities,
 Safety belts will be provided to the workers engaged in the construction activities at
heights,
 Safety slogan and warning board about the safety will be displayed at the strategic
locations of construction areas.
Construction Camps
The mitigation measures for construction camps are as given below:
 Water supply and toilet facilities at construction camps will be provided to the
workers,
 Domestic waste generated at the construction camp will be disposed properly.

Figure 9.7: Landscaping Plan for New Integrated Terminal Building

9.2.14 Fire Protection Measures
At the existing airport, the following fire fighting facilities has been provided:
 Fire Alarm and Detection System (By Honeywell)

 Fire Fighting and Sprinkler System
At the existing airport, the necessary fire fighting systems are available as per statutory
requirements.
9.3 Environmental Management Plan
The Airports Authority of India (AAI) will be responsible for the implementation of
mitigation measures suggested in EMP for construction and operation phases of the
Agartala airport after new terminal building, taxiway, apron and associated works.
Environmental Management Plan for the Agartala Airport is presented in Table 9.7.
9.3.1 Environmental Management Cell (EMC)
An Environmental Management Cell (EMC) will be headed by Assistant General

Manager supported by adequate number of personnel having sufficient educational and
professional qualification and experience to discharge responsibilities related to
environmental management including statutory compliance, pollution prevention,
environmental monitoring, preventive maintenance of pollution control equipment and
green belt development & maintenance. Organogram for Environmental Management
Cell is given Figure 9.8.
Environmental Management cell will implement and review the compliance of the
stipulated conditions specified in Environmental Clearance and Consent for
Establishment. The cell will be responsible to obtain Consent for Operate under Water
Act and Air Act from TSPCB.
9.3.2 Training
The environmental management cell of AAI would responsible for the implementation of
mitigation measures described in the EMP. Personnel working at the site need to be
trained for the effective implementation of the environmental issues. To ensure the

success of the implementation of mitigation measures, there is a high requirement of

training and skill up-gradation of personnel.
As part of the construction and operation, training programs have been worked out for
capacity building needs of the personnel. The program consists of number of training
modules specific to target groups. The training would cover the basic principles and
postulates of environmental assessment.

Table 9.7 : Environmental Management Plan for Agartala Airport

S. Environmental Management Measures Responsibility
No. Aspect/Issue Construction Supervision/
Agency Monitoring
I. Construction Stage
Activities to be carried out by the Contractor.
C.1 Site Clearance
C.1.1 Filling by Earth For leveling of land for proposed terminal building, taxi
way, apron and associated development, tentatively 67930
cum cutting and 276805 cum filling will be required and
Contractor EMC of AAI
same shall be obtained from approved borrow area.
Simultaneous to filling compaction and water sprinkling
will be carried to suppress dust emissions.
The pre-identified disposal locations will be a part of
comprehensive waste disposal and solid waste management
plan to be prepared by the Contractor in consultation AAI.
Contractor will ensure that any spoils of material unsuitable

Construction Wastes for fill will not be disposed off near any water course,
C.1.3 Contractor EMC of AAI
Disposal agricultural land, and natural habitat like grass lands or
pastures.
All waste materials will be completely disposed and the site

will be fully cleaned and certified by Environmental Expert
of AAI.
The top soil from all areas to be permanently covered will
be stripped to a specified depth of 150 mm and stored in
Stripping, stocking and stockpiles. A portion of the area at the airport will be
preservation of top soil earmarked for storing topsoil. The locations for stock piling
will be pre-identified in consultation and with approval of
Environmental Expert of AAI. The following precautionary


Agency Monitoring
measures will be taken to preserve them till they are used:
(a) Stockpile will be designed such that the slope does not
exceed 1:2 (vertical to horizontal), and height of the pile is
restricted to 2 m. To retain soil and to allow percolation of
water, the edges of the pile will be protected by silt fencing.
(b) Stockpiles will not be surcharged or otherwise loaded
and multiple handling will be kept to a minimum to ensure
that no compaction will occur. The stockpiles shall be
covered with gunny bags or vegetation.
(c) It will be ensured by the contractor that the top soil will
not be unnecessarily trafficked either before stripping or
when in stockpiles.
Such stockpiled topsoil will be utilized for covering all
disturbed areas including borrow areas top dressing or
filling up of plantation and landscaping area.
The contractor will take care that vehicles brining man and
C.1.5 Accessibility materials approaching to the site is not disturbing local road Contractor EMC of AAI
and public access.
C.2 Procurement of Construction Materials
During dry seasons frequency of water sprinkling will be
increased in the settlement areas and Environmental Expert
of AAI will decide the numbers of sprinkling depending on
the local requirements.
Earth for Construction
Filling
Contractor will rehabilitate the borrow areas as soon as
borrowing is over from a particular borrow area in
accordance with the Guidelines for Redevelopment of
Borrow Areas.
C.2.2 Quarry Operations The contractor shall procure materials from approved Contractor EMC of AAI


Agency Monitoring
quarries by the Department of Geology Mining and District
Administration and having valid consent of operated from
TSPCB and environmental clearance from DEIAA.
Contractor will maintain all roads, which are used for
transporting construction materials, equipment and
machineries as précised. All vehicles delivering fine
materials to the site will be covered to avoid spillage of
materials.
Transporting All existing roads used by vehicles of the contractor or any

Construction Materials of his sub-contractor or suppliers of materials, will be kept
and Haul Road clear of all dust/mud or other extraneous materials dropped
Management by such vehicles.
Contractor will arrange for regular water sprinkling as

necessary for dust suppression of all such surfaces.
The unloading of materials at construction site in/close to

settlements will be restricted to daytime only.
The contractor will source the requirement of water
preferentially from ground water from existing bore well. A
copy of the permission will be submitted to AAI prior to
C.2.4 Construction Water initiation of construction. Contractor EMC of AAI
The contractor will take all precaution to minimize the

wastage of water in the construction phase of the airport.
C.3 Construction Work
Contractor will ensure that no construction materials like
Drainage and Flood earth, stone, or appendage disposed off so as not to block
Control the flow of water in natural and cross drainage channels.
There is provision of construction of culvert over the


Agency Monitoring
natural drain passing through alignment of extension of
runway.
C.4 Pollution
C.4.1 Water Pollution
The Contractor will take all precautionary measures to
prevent the wastewater generated during construction from
entering into streams or water bodies.
Water Pollution from
C.4.1.1 Contractor EMC of AAI
Construction Wastes
All waste arising from the airport site will be disposed off
in the manner that is acceptable to the Tripura State
Pollution Control Board (TSPCB).
The contractor will ensure that all construction vehicle
parking location, fuel/lubricants storage sites, vehicle,
machinery and equipment maintenance and refuelling sites
will be located as per approved construction site layout
plan.
Contractor will ensure that all vehicle/machinery and

equipment operation, maintenance and refuelling will be
Water Pollution from
C.4.1.2 carried out in such a fashion that spillage of fuels and Contractor EMC of AAI
Fuel and Lubricants
lubricants does not contaminate the ground. Oil interceptors
will be provided for vehicle parking, wash down and
refuelling areas as per the design provided.
Contractor will arrange for collection, storing and disposal

of oily wastes to the pre-identified disposal sites. All spills
and collected petroleum products will be disposed off in
accordance with MoEF&CC and TSPCB guidelines.
C.4.2 Air Pollution


Agency Monitoring
The contractor will take every precaution to reduce the
level of dust from construction sites involving earthwork by
sprinkling of water, encapsulation of dust source and by
C.4.2.1 Dust Pollution erection of screen/barriers. Contractor EMC of AAI
Alternatively, only crushers licensed by the TSPCB shall be

used to procure materials.
Contractor will ensure that all vehicles, equipment and
machinery used for construction are regularly maintained
Emission from and confirm that pollution emissions levels comply with the
Construction Vehicles, relevant requirements.
C.4.2.2 Contractor EMC of AAI
Equipment and The Contractor will submit PUC certificates for all
Machineries vehicles/equipment/machinery used for the project.
Monitoring results will also be submitted to AAI as per the
monitoring plan.
C.4.3 Noise Pollution
The contractor will confirm the following:
 All plants and equipment used in construction shall

strictly conform to the MoEF&CC/CPCB/TSPCB noise
standards.
Noise Pollution: Noise  All vehicles and equipment used in construction will be
C.4.3.1 from Vehicles, Plants fitted with exhaust silencers. Contractor EMC of AAI
and Equipments  Servicing of all construction vehicles and machinery
will be done regularly and during routine servicing
operations, the effectiveness of exhaust silencers will
be checked and if found defective will be replaced.
 Limits for construction equipment used in the project
such as compactors, rollers, front loaders, concrete


Agency Monitoring
mixers, cranes (moveable), vibrators and saws shall not
exceed 75 dB (A) (measured at one meter from the
edge of equipment in the free field), as specified in the
Environment (Protection) rules, 1986.
 Monitoring shall be carried out at the construction sites
as per the monitoring schedule and results will be
submitted AAI.
C.5 Safety
The contractor will provide:
 Protective footwear and protective goggles to all

workers employed on mixing asphalt materials, cement,
concrete etc.
 Welder's protective eye-shields to workers who are
engaged in welding works
 Earplugs to workers exposed to loud noise, and workers
working in crushing, compaction, or concrete mixing
operation.
Personal Safety
C.5.1  Adequate safety measures for workers during handling Contractor EMC of AAI
Measures for Labour
of materials at site are taken up.
 The contractor will comply with all regulations
regarding safe scaffolding, ladders, working platforms,
stairwells, excavations, trenches and safe means of
entry and egress.
 The contractor will make sure that during the
construction work all relevant provisions of the
Factories Act, 1948 and the Building and other
Construction Workers (regulation of Employment and
Conditions of Services) Act, 1996 are adhered to.


Agency Monitoring
 The Contractor will mark ‘hard hat’ and ‘no smoking’
and other ‘high risk’ areas and enforce non-compliance
of use of PPE with zero tolerance.
The contractor will take all required precautions to prevent
danger from electrical equipment and ensure that:
 No material will be so stacked or placed as to cause

danger or inconvenience to any person or the public.
Risk from Electrical  All necessary fencing and lights will be provided to
C.5.3 protect the public in construction zones. Contractor EMC of AAI
Equipment(s)
 All machines to be used in the construction will conform
to the relevant Indian Standards (IS) codes, will be free
from patent defect, will be kept in good working order,
will be regularly inspected and properly maintained as
per IS provision.
The contractor will take all reasonable precautions to
prevent danger to the workers and public from fire, etc.
resulting due to construction activities.
C.5.4 Risk Force Measure The contractor will make required arrangements so that in Contractor EMC of AAI
case of any mishap all necessary steps can be taken for
prompt first aid treatment. Construction Safety Plan
prepared by the Contractor will identify necessary actions
in the event of an emergency.
The contractor will arrange for :
 a readily available first aid unit including an adequate

C.5.5 First Aid supply of sterilized dressing materials and appliances as Contractor EMC of AAI
per the Factories Rules in every work zone
 availability of suitable transport at all times to take


Agency Monitoring
injured or sick person(s) to the nearest hospital
 Equipment and trained nursing staff at construction
camp.
The contractor will provide, erect and maintain
Informatory Signs and informatory/safety signs, hoardings written in English and
Hoardings Bengali language, wherever required at the construction
site.
C.6 Archaeological Property
All fossils, coins, articles of value of antiquity, structures
and other remains or things of geological or archaeological
interest discovered on the site shall be the property of the
Government and shall be dealt with as per provisions of the
relevant legislation.
The contractor will take reasonable precautions to prevent

his workmen or any other persons from removing and
Chance Found
C.6.1 damaging any such article or thing. He will, immediately Contractor EMC of AAI
Archaeological Property
upon discovery thereof and before removal acquaint the
Environmental Expert of AAI of such discovery and carry
out the instructions for dealing with the same, waiting
which all work shall be stopped.
The AAI will seek direction from the Archaeological

Survey of India (ASI) before instructing the Contractor to
recommence the work in the site.
C.7 Labor Camp Management
Contractor will follow all relevant provisions of the
C.7.1 Accommodation Factories Act, 1948 and the Building and the other Contractor EMC of AAI
Construction Workers (Regulation of Employment and


Agency Monitoring
Conditions of Service) Act, 1996 for construction and
maintenance of labour camp.
The contractor will maintain necessary living

accommodation and ancillary facilities in functional and
hygienic manner at the construction site.
The contractor will construct and maintain labour
accommodation in such a fashion that uncontaminated
water is available for drinking, cooking and washing.
The Contractor will also provide potable water facilities

within the precincts of workplace in an accessible place, as
per standards set by the Building and other Construction
Workers (Regulation of Employment and Conditions of
Service) Act, 1996.
The contractor will also guarantee the following:
C.7.2 Potable Water a) Supply of sufficient quantity of potable water (as per Contractor EMC of AAI
IS) in workplace/labor camp site at suitable and easily
accessible places and regular maintenance of such
facilities.
b) If any water storage tank is provided that will be kept
such that the bottom of the tank at least 1mt. from the
surrounding ground level.
c) Testing of water will be done every month as per
parameters prescribed in IS 10500:2012.
Environmental Expert of AAI will be required to inspect

the labour camp once in a week to ensure the compliance of
the EMP.


Agency Monitoring
The contractor will ensure that :
the sewage system for the camp are designed, built and

operated in such a fashion that no health hazards occurs
and no pollution to the air, ground water or adjacent
water courses take place
 separate toilets/bathrooms, wherever required, screened
from those from men (marked in vernacular) are to be
provided for women
Sanitation and Sewage  adequate water supply is to be provided in all toilets
System and urinals
 all toilets in workplaces are with dry-earth system
(receptacles) which are to be cleaned and kept in a
strict sanitary condition
 night soil is to be disposed off by putting layer of it at
the bottom of a permanent tank prepared for the
purpose and covered with 15 cm. layer of waste or
refuse and then covered with a layer of earth for a
fortnight.
The contractor will provide garbage bins in the camps and
ensure that these are regularly emptied and disposed off in a
C.7.4 Waste Disposal Contractor EMC of AAI
hygienic manner as per the Solid Waste Management
practices.
C.8 Contractor’s Demobilization
Contractor will prepare site restoration plan. The clean-up
Clean-up Operations, and restoration operations are to be implemented by the
C.8.1 Restoration and contractor prior to demobilization. The contractor will clear Contractor EMC of AAI
Rehabilitation all temporary structures; dispose all garbage, night soils and
POL wastes as per Waste Management practices.


Agency Monitoring
All construction zones will be left clean and tidy, at the

contractor's expense, to the entire satisfaction to the
Environmental Expert of AAI.
II Operation Stage
Compliance of all standards prescribed by the ICAO during
operation of aircrafts by preventive maintenance and
monitoring. Stack heights of DG sets have been provided as
per the CPCB guidelines. Proper traffic management will
be prepared to ensue that there is no traffic congestion at
airport. It will help in reduction of vehicular emissions
O. 1 Air Pollution Airport Operator EMC of AAI
from the airport. Vehicles at the airport will be maintained
and will have a “Pollution Under Control” certificate.
Development of greenery and landscaping at the airport will
be helpful in improving ambient air quality. Monitoring of
ambient air quality/ source emission will be carried out as
per monitoring plan.
Continuous efforts will be made to reduce water
consumption using less water required cisterns. Pour flush
toilets are used at airport, which require (much) less
water. Efforts have been made to stop wastage and leakage
of water. Reused treated waste water for greenery and
landscaping at the Agartala Airport. Provision has been
O. 2 Water Pollution Airport Operator EMC of AAI
made for rain water harvesting through rain water collection
tanks. Collection of waste water and treatment of waste
water in Sewage Treatment Plant (STP). Regular testing
and analysis of treated waste from STP to ensure
effectiveness of operation of STP and compliance of
discharge standards.


Agency Monitoring
Approx 205 kg per day solid waste is generated from
Agartala airport, which is collected, segregated and handed
over to external agency for disposal as per Municipal Waste
Management Rule, 2000. Municipal waste collection bins
have been placed at strategic locations in the airport. It is
ensured that agency hired for disposal of solid wastes is
O. 3 Soil Airport Operator EMC of AAI
disposing solid waste as per the provisions of the Municipal
Waste (Management & Handling) Rule, 2000. Solid waste
generated from the airport is transported in close containers.
Used lubricating waste oil and oil contaminated cloths etc
are collected separately in containers and are sold to
authorized recyclers as per TSPCB guidelines.
All standards prescribed by the ICAO during operation of
aircrafts by preventive maintenance and monitoring are
complied. Proper traffic management plan is prepared to
ensue that there is no traffic congestion at airport. It helps
in reduction of vehicular emissions from the airport. DG
O. 4 Noise Pollution sets is provided with acoustic enclosure as per TSPCB Airport Operator EMC of AAI
guidelines. Terminal building is sound proof. Ground staff
wears earplug while attending the aircraft. Green belt,
landscaping and boundary at the airport act as barrier for
noise. Monitoring of ambient air quality/ source emission
will be carried out as per monitoring plan.
Use of Energy Efficient building material & glass. LED
lamps are used instead of GLS lamps. Energy efficient
HVAC system are provided. Solar passive techniques are
O. 5 Energy Conservation used for terminal building, star BEE energy efficiency Airport Operator EMC of AAI
rating electrical equipments have been installed at Agartala
airport.


Agency Monitoring
Microprocessor-based Building Management System
(BMS) have been installed for minimization of energy
consumption. Automatic lighting on/ off control system
have been provided in the airport area for optimum
utilization of energy.
Landscaping/ greenery have been developed at the airport.
O. 6 Terrestrial Ecology On vacate additional land, Landscaping/greenery will be Airport Operator EMC of AAI
developed.
All vehicles are parked at designated parking area only.
Road crossings are well marked, signaled and informatory
O. 7 Traffic Management and warning signages will be retro reflective type provided, Airport Operator EMC of AAI
clearly visible in the night. Marshals are also deployed to
guide the vehicles and stop vehicles
General Safety Measures
Electrical equipment are grounded, well insulated and

conform to applicable codes. Employees are provided with
hard hats, safety boots, eye and ear protection and snug
fitting gloves, as appropriate.
Occupational Hazards General Health Measures

O. 8 Airport Operator EMC of AAI
and Safety
Necessary control measure like ear muff and ear plug, high
visible vest with refractive tape are provided to ground
staffs at the airport. Personnel required to work in areas of
high temperature are allowed to take frequent breaks away
from these areas. Pre-employment and periodic audiometric
medical examinations are conducted for personnel
potentially exposed to high noise areas.

Looking into the potential requirements of each of the target groups, the following
training modules have been suggested for construction and operation phases as part of the
EMP.
For Construction Phase:
Module I : Environmental Overview

Module II : Environmental Regulations and Acts Relevant to Construction Activities
Module III : Environmental Impact Assessment During Construction at Airport
Module IV : Environmental Sound Construction Management at Airport
For Operation Phase:
Module I : Airports and Environmental Issues

Module II : Environmental Regulations and Acts Relevant to Operation of Airport
Module III : Source of Pollution at Airport
Module IV : Environmental Impact Assessment during Operation of Airport
Module V : Environmental Management Plan for Airport
Module VI : Noise Mitigation at Airports
Module VII : Planning of environmentally Sustainable Operation of Airport
Module VIII : Long Term Environmental Issues in Airports Management
Assistant General
Manager (EMC)
Deputy Manager Deputy Manager

(Utility) (Environment)
Technician
STP Technician Environmental
Figure 9.8: Organogram for Environmental Management Cell

9.3.3 Grievance Redressal Mechanism
In order to ensure that grievances and complaints by local people on any aspect of the
environmental and social impacts during construction and operation phases of the
proposed project will be addressed in a timely and satisfactory manner and that all possible
avenues will be available to resolve their grievances (if any), mechanisms for Grievances
Redressal will be setup. Environmental Management Cell will also work as Grievances
Redressal Cell (GRC).
Any complaint received from local area regarding environmental and social issues will be
forwarded to General Manager (EMC), who will promptly take decision and give
instructions to implement necessary measures to resolve the complaints or grievances. To
ensure effectiveness of mitigation measures monitoring will be done regularly.
9.3.4 Reporting and Monitoring System
Reporting system provides the necessary feedback for project management to ensure
quality of the work and that the programs are on schedule. The rationale for a reporting
system is based on accountability to ensure that the mitigation measures proposed as part
of the Environmental Management and Action Plan gets implemented during
construction and operation phase of the existing Agartala airport.
The reporting system will operate linearly with the contractor who is at the lowest step of
the implementation system to the project management and will report to AAI.
The monitoring and evaluation are critical activities in implementation of all projects.
Environmental monitoring involves periodic checking to ascertain whether activities are
going according to the plans. It provides necessary feedback for management to keep the
program on schedules.
For the project all reporting by the contractor will be on weekly basis. The AAI
environmental cell will be responsible for preparing targets for each of the identified
EMAP activities.
The compliance monitoring and the progress reports on environmental components may
be clubbed together and submitted to the AAI monthly during the each phase of

implementation period. At the end of implementation, monthly progress report on

environmental issues may be discontinued.
During the construction period, a compliance report may include description of the items
of EMAP, which were not complied by any of the responsible agencies. It would also
report the management and field actions taken to enforce compliance. It may however, be
noted that certain items of the EMAP might not be possibly complied with in the field
due to a variety of reasons. The intention of the compliance report is not to suppress these
issues but to bring out the circumstances and reasons for which compliance was not
possible. This would help in rationalizing the implementation of the EMAP during the
remaining duration of implementation. Solutions for further effective implementation
should also come out as a result of the compliance monitoring reports.
Photographic records will also be established to provide useful environmental monitoring

tools. A full record will be kept as part of normal contract monitoring. Reporting and
Monitoring Systems for various stages of construction and related activities have been
proposed to ensure timely and effective implementation of the EMAP.
The reporting by the contractor will be a monthly report like report of progress on
construction and will form basis for monitoring.
 Monitoring of facilities at construction camps

 Monitoring of air, noise, soil and water parameters
 Monitoring of survival of plantation
 Monitoring of cleaning of drains
9.4 Corporate Social Responsibility
The Corporate Social Responsibility CSR) Policy of the Airports Authority of India
(AAI) is aligned with its overall commitment to maintaining the highest standards of
business performance. The Vision of AAI is "to be a world-class organization providing
leadership in air traffic services and airport management and making a major hub in Asia
Pacific Region by 2016".
The policy has been formulated as per the Guidelines on Corporate Social Responsibility
for Central Public Sector Enterprises issued by the Department of Public Enterprises,

Ministry of Heavy Industries and Public Enterprises (vide F.No. 15(3)/2007-DPE (GM)-
Gl-99 dated 9th April, 2010).
AAI has Corporate Social Responsibility Annual Plan 2015-16 at corporate level same is
implemented as per Government of India Guidelines and AAI policy for Corporate Social
Responsibility.
9.5 Budget for Environmental Management and Monitoring Plan
For implementation of EMP during construction and operation phase of new terminal
building, apron and associated activities at Agartala Airport, budget for implementation of
mitigation measures and environmental management plan to mitigate the potential
adverse impacts during the construction and post construction phase of are summarized in
Table 9.8. Total budget of Rs 1.1 Crores has been kept for implementation of
environmental management plan during construction and operation phases of new
terminal building, apron and associated facilities. Estimated budget for environmental
monitoring plan is given in Table 6.3 in Chapter 6. Total budget of Rs 0.087 Crore has
been kept for environmental monitoring during construction and operation phases.
Table 9.8: Budget for Implementation of Environmental Management Plan

Components Stage Items Total Cost (Rs)
Air Construction Dust Management with Sprinkling of Water 750000
Covers for Vehicles Transporting,
200000
Construction Materials
Shed for de-dusting of cements bags 100000
Water Construction Sanitary Facilities for Construction Workers 300000
Oil & Grease Traps 100000
Operation Storm Water Management 2500000
Operation of STP 500000
Construction Construction Facilities to Workers 500000
Safety
Soil Construction Preservation of top soils 200000
Cement Flooring at Fuel Storage Yard 100000
Waste Construction Bins for collection of waste from sites 100000
Management Operation Waste collection and segregation 200000
Noise Construction Ear plugs and muff 20000
Operation Ear plugs and muff 50000

Components Stage Items Total Cost (Rs)

Landscaping Operation Landscaping within Airport and Green
5000000
Belt/plantation in nearby settlement
Total 10620000
Say Rs 1.1 Crores

Public Hearing
CHAPTER- 10
PUBLIC HEARING
10.1 Public Hearing
For construction of new integrated terminal building, apron and link taxiway at
Agartala Airport, public hearing was conducted in 24 March 2017 by Tripura State
Pollution Control Board. Signed copy of minutes of meeting for Public Hearing is
given in Annexure 4.
10.2 Action Taken Report
Action Taken Report for issue raised during Public Hearing held 24 March 2017 for
construction of new terminal building, apron and link taxiway at Agartala Airport are
given below:
Sn Issues Raised in Public Hearing Response/Action Taken

1. Shri Anil Biswas, inhabitant of Uttar In reply, ADM informed that the
Naryanpur, raised the point regarding compensation was given as per
employment of local people in the earlier rates. If they have any
same project. He also asked for objection, may appeal in land
compensation for their property, acquisition court. He added that the
which has been acquired by the brick soling road will be constructed
project Authority for expansion work. as soon possible. Furthermore, he
However, he also discussed about also said that auto and small vehicles
some development activities in that can move easily through the existing
area like road repairing. road.
The Airport Director, informed that

employment related to Airport can
be made through Central recruitment
procedure only. This apart, staff may
be engaged through consultancy
agencies and contractor to be
involved in the project.
2. Shri Abinash Sarkar of Narsingh The airport personnel communicated
locality also raised the issues that employment can be done
regarding employment. He also raised through consultancy agencies and
the issues regarding employment. He contractors to be involved in the
also added about the noise problem project. Regarding noise pollution,
caused specially during landing of Dr Das Scientist “C” (TSPCB) told
military aircraft. that for betterment and safety of
society it can be considered as the
sound remains for bit of movement
from military aircraft.

Public Hearing
Sn Issues Raised in Public Hearing Response/Action Taken

3. Shri Sidip Sarkar of Lankamura Dr. Das (TSPCB) assured him that
pointed out the issue of scattered TSPCB will take care of this matter.
biodegradable wastes near boundary
of Airport at South, West Narayanpur
& Lankamura area.
4. Shri Subai Ghosh repeated the In response, ADM told that the
employment and compensation issue matter will be solved soon as added
as well. that Agartala Municipal Corporation
will provide alternative house &
property to them. Moreover, Airport
Authority assured him about the
placement in contract works.
5. Shri Amrit Das of Kalyanpur area The Director, Airport Authority told
urged for construction of new temple that these issues will be taken care
and provision of a garden area in their of and will be considered under CSR
locality. activity.
6. Smt. Sandhya Chowdhury of Authority personnel assured that

Karmakar Para also requested for they will take care of it in CSR. In
construction of Kali Mandir in their contract works, priority will be
locality, also for providing them job given in for local people.
and proper sanitation facility.
7. Shri Arun Ch. Karmakar of Karmakar Issues raised were not related to the
Para raised issues regarding project. The Director, Airport
employment, construction of garden, Authority told that the issues raised
renovation of road, construction of by Shri Karmakar can not be solved
pacca building, water supply for right now as these are not related to
vegetation, noise pollution, hospital the proposed project. In contract
facility, communication, market works, priority will be given in for
facility, etc. local people.
Dr. Das, Scientist ‘C’, TSPCB

informed that if any kind of
pollution is caused due to the
project, they can make complaint to
the office of TSPCB & it will be
taken care of seriously.
8. Smt. Gita Rani Dutta of Sripalli asked ADM addressed the issue and said
for construction of cremation ground. that the concerned person should
contact Agartala Municipal
Corporation in this matter.

Disclosure of Consultant Engaged
CHAPTER 11
DISCLOSURE OF CONSULTANTS ENGAGED
11.1 Disclosure of Consultant Engaged
Airport Authority of India entrusted, M/s ABC Techno Labs India Private Limited,
for carrying out EIA/EMP studies for Construction of new domestic terminal
duilding, apron & link taxiway at Agartala Airport.
ABC Techno Labs India Private Limited, an ISO 9001, ISO 14001 & OHSAS 18001
Certified Company and NABET (QCI) Accredited Environmental Consultancy
Organization. The office of ABC Techno Labs India Private Limited is located at
Chennai as per details given below:
ABC Techno Labs India Private Limited

Address: No. 2, 2nd Street, Thangam Colony, Anna
Nagar West, Chennai – 600040
ABC Techno Labs India Private Limited is accredited by NABET (QCI) in the
following Sectors:
Sector Sector Name Category
Number
1. Mining of minerals (Opencast only) A
(i) Mining (Open cast and Underground) B
3 Irrigation projects only A
4 Thermal Power Plant A
8 Metallurgical industries (sec. ferrous only) B
9 Cement Plants A
10 Petroleum refining industry A
15 Leather/skin/hide processing industry A
21 Synthetic organic chemicals industry (dyes & dye A
intermediates; bulk drugs and intermediates excluding drug
formulations; synthetic rubbers; basic organic chemicals,
other synthetic organic chemicals and
chemical intermediates)
22 Distilleries A
24 Pulp & paper industry excluding manufacturing of paper B
from wastepaper and manufacture of paper from ready pulp
without bleaching

Sector Sector Name Category

Number
28 Isolated storage & handling of hazardous chemicals (As per B
threshold planning quantity indicated in column 3 of
Schedule 2 & 3 of MSIHC Rules 1989 amended 2000)
29 Airports A
31 Industrial estates/ parks/ complexes/ B
Areas, export processing
zones(EPZs), Special economic zones
(SEZs), Biotech parks, Leather
complexes
33 Ports, harbours, jetties, marine terminals, break waters and A
dredging
34 Highways, Railways, transport terminals, mass rapid A
transport systems
36 Common effluent treatment plants (CETPs) B
37 Common municipal solid waste management facility B
(CMSWMF)
38 Building and large construction projects including shopping B
malls, multiplexes, commercial complexes, housing estates,
hospitals, institutions
39 Townships and Area development Projects B
11.2 Expertise of ABC Techno Lab India Private Limited
ABC Techno Labs India Private Limited is the first firm to be accredited by NABET
(National Accreditation Board for Education and Training), Quality Council of India,
as an EIA Consultant. We are equipped with in-house, spacious laboratory, accredited
by NABL (National Accreditation Board for Testing & Calibration Laboratories),
Department of Science & Technology, Government of India. Since establishment our
focus is on sustainable development of Industry and Environment based on sound
engineering practices, innovation, quality, R&D and most important is satisfying
customers need. The company has successfully completed more than 100’s projects of
variety of industries, in the field of pollution control. We are also dealing in the
projects of waste minimization and cleaner production technology. Our team of
technocrats and scientists are well experienced to deal with the Designing,
Manufacturing, Fabrication, Installation and Commissioning of Effluent/Wastewater
Treatment Plants, Sewage Treatment Plants, Combined Treatment Plants.
We are having a well experienced team of Scientists & Engineers who are looking
after our well-equipped analytical laboratory with a facility including analysis of

physical, chemical and biological parameters as per the requirements of the State
Pollution Control Board and our clients.
11.3 NABET Accredited Environmental Experts Team for EIA Study
ABC Techno Labs India Private Limited carried out EIA studies for Construction of
New Domestic Terminal Building, Apron & Link Taxiway at Agartala Airport. The
multidisciplinary team comprising NABET accredited experts in the field of land use,
air pollution control, air quality modeling & meteorology, water pollution control,
ecology & bio diversity, noise/ vibration, socio economy, hydrology, geology, soil
conservation, risks & hazard and solid & hazardous wastes management were
deployed as team to carried out EIA studies for Extension of Runway at 24
Beginning, Expansion of Apron Suitable for D type of Aircraft and other associated
works at Agartala Airport. Details of team members with their role and responsibility
are given in Table 10.1.
Table 10.1: NABET Accredited Team for EIA Study

Name Role & Responsibilities
Vinod K Gautam EIA Coordinator
R. Rajendran Associate EIA Coordinator
Dr. N. Sukumaran FAE for Ecology & Bio-diversity
Vinod K Gautam FAE for Meteorology, Air Quality Modeling & Prediction,
Solid waste & Hazardous Management and Risks & Hazard
Management
Mr. Sushil U. FAE for Socio-Economic
Meshram
Dr. R.K. FAE for Land Use, Hydrology, ground water & water
Jayaseelan conservation and Water Pollution Control
Dr. Muthiah FAE for Air Pollution Control
Mariappan
Mr. Vivek P. FAE for Noise/ Vibration
Navare
Dr. Sameer FAE for Soil Conservation
Deshpande
Mr. R. Rajendran Team Member for Solid waste & Hazardous Management

Introduction
Annexure 1

Introduction

Introduction

Introduction

Introduction

Introduction

Project Management Consultancy Services for
construction of the New Integrated Terminal Building
associated works at Agartala Airport, Tripura
TRAFFIC IMPACT STUDY

& ANALYSIS REPORT
DECEMBER 2016
CLIENT: PMC CONSULTANTS: ARCHITECTS:
Rajiv Gandhi Bhawan, 226, Udyog Vihar, Phase-1 S-21, Hargovind Enclave, Chhatarpur
Safdarjung Enclave Gurgaon – 122016 New Delhi -110074
New Delhi - 110003
TRAFFIC IMPACT STUDY & ANALYSIS REPORT
FOR
THE NEW INTEGRATED BUILDING TERMINAL AT AGARTALA AIRPORT
The ultimate aim of Traffic flow is to create and implement a model which would enable vehicles
to reach their destination in the shortest possible time using the maximum roadway capacity.
To achieve the same, either the routes of all vehicles would be controlled by a system and that
rerouting would be based on maximum utilization of resources and minimum travel time, or it is
assumed that every user chooses his or her own routes towards his or her destination. However
the case may be, the best solution is to minimize the probability of the occurrence of traffic
congestion in a traffic network.
The present initiative to study and evaluate the proposed traffic flow movement for the New
Integrated Passenger terminal building at Agartala Airport has been taken up to achieve the best
and most optimized traffic flow system keeping in view all odds and even.
2
CHAPTER 1 INTRODUCTION
1.1. PREAMBLE
Agartala is the capital as well as the largest city of the Indian state of Tripura and also is the
second largest city in North-east India after Guwahati, both in municipal area and population. The
city is the seat of the Government of Tripura. Agartala is one of the fastest developing cities of
India.
Fig: 1.1 Location Map
Understanding the fact that Agartala is fast turning into an Industrial center and an epicenter of
Industrial development, the AAI has authorized the construction and development of the
Agartala Integrated Terminal building.
3
1.2. BACKGROUND
Agartala Airport (Existing) is located at 12 km (6.5 nautical miles) northwest of the city of Agartala
, situated at 30 degree 45’ - 23 degree 53’ North latitude and 91 degree 14’ – 91 degree 20’ East
longitudes. The existing terminal is capable of handling (250 arrivals & 250 departures)
passengers and the compound growth rate per years indicates an increase of 5% in passenger
traffic and therefore M/s. Airport Authority of India proposes to Construct New Terminal Building
& City Side Development within the existing premises for Agartala Airport and it will be taken up
at Northwest of the city , Agartala , state of Tripura, India .The new integrated terminal is being
designed for a peak hour capacity of 1200 pax and would enable an annual passenger capacity 25
lac passengers.
Existing
Airport
Proposed
site
Fig: 1.2 Development Site
1.3. CONNECTIVITY
Agartala is one of the most urbanized cities of the country of India where the local inhabitants
are largely dependent upon the local transport. Public (Taxis), auto-rickshaws and private vehicles
are the modes of transport between the Airport and the city.
The Airport has direct flight connectivity to Kolkata, Guwahati and Imphal & Via
Kolkata/Guwahati to Delhi, Bangalore and Chennai.
4
1.4 PARKING FACILITIES AT EXISTING AIRPORT
120
100
80
60
40
20
0
CARS AUTO RICKSHAWS COACHES 2 WHEELER
Fig 1.3
1.5 ARRIVING VEHICLES AT EXISTING AIRPORT
50
40
30
20
10
0
CARS AUTO RICKSHAWS COACHES 2 WHEELER
Fig 1.4- Graph showing percentage of usage of different modes of transport to reach airport
Peak Hours –Morning – 8.00 am to 11.00 pm
Evening - 2.00 pm to 6.00 pm
Maximum time per vehicle – 7 to 10 minutes per vehicle
Passenger details – Agartala Airport is well connected with all the major cities in India having
scheduled 28 (Arrival + Departure) flights per day
5
Fig 1.5 – Site plan of existing airport
1.6 OBJECTIVES AND SCOPE OF STUDY
Transportation is the backbone to the development of urban areas. It enables functioning of

urban areas efficiently by providing access and mobility. Passenger transport has an overriding
influence on the functioning of the city. With growth, the mobility needs increases. People’s
personal choices and freedom get expressed in increased ownership and use of personalized
vehicles
The main objective of the study is based on the analysis of inflow of arriving vehicles to existing
airport premises serving the passengers, visitors and staff, which enable us to draw future
projections of the required proposed terminal building.
The interactions between vehicles, drivers and infrastructure have been studied with the aim
of understanding and developing an optimal road network with efficient movement of traffic
and minimal traffic congestion problems.
6
Fig:- 1.6 Step Model for traffic analysis
The ultimate aim of traffic flow is to create and implement a model which would enable vehicles
to reach their destination in the shortest possible time using the maximum roadway capacity at
permissible speed limit.
7
CHAPTER 2 THEORY AND METHODOLOGY
The three important characteristics for traffic operational analyses are flow, speed and density. It
is hypothesized that if freeway traffic is allowed to behave without any restrictions, it displays
four phases in the flow- density curve.
• Phase 1 is the un-congested phase when there is no influence of the increasing

density on the speeds of the vehicles. The level of service remains high
enough to ensure that the speed does not drop with the introduction of newer
vehicles onto the freeway.
• Phase 2 starts at the point of critical density. In phase 2, the freeway cannot sustain
the speed with injection of newer vehicles into the traffic stream. The density
increases while speed falls, maintaining the flow.
• Phase 3 is when we observe decreased speed and decreased flows. Very low speeds
Cause the flow to drop at an active bottleneck or a downstream bottleneck
may be constraining the flow.
• Phase 4 is the recovery phase. With fewer cars entering the traffic stream and the
output flow increasing at the same time, we are led to this phase of recovery.
During this phase,the density of traffic starts decreasing and speed starts
increasing at a faster pace leading to increasing flow. This is the period when
the traffic flow is recovering and trying to reach the initial speeds.
Fig.2.1 A representation of the Traffic Flow
The circled region, ‘A’ is typically where we start observing ‘freeway breakdown’. In other words,
this region occurs when flow exceeds some critical capacity and there is a drop in speed. This
speed drop occurs with vehicles taking more and more time to cover the same distance as they
enter the traffic stream. In the circled region, ‘B’, flow drop occurs due to very low speeds. The
phenomenon is particularly evidenced by the formation of queues upstream of where the
8
breakdown occurs and a low discharge rate of vehicles due to sustained low speeds, as the
vehicles only start to gradually accelerate soon after. This is particularly true during peak hours.
In other words, we may be able to see queuing and back propagation taking place, which
influence the following drivers to behave accordingly
2.1 QUEUING THEORY AND ITS APPLICATION
One of the most visible applications of queuing theory has been in traffic flow. Queuing theory
analyzes the lines that form while the servers serve the waiting customers. Queuing analysis
highly depends on the queue characteristics. This includes the ways in which the cars arrive in
order to form a queue and the way in which they are cleared from the queue and allowed to
move forward.
To conduct the queuing analysis, we need a way of predicting the occurrence and location of
bottlenecks. This requires consistent observation of repeated bottlenecks and shockwaves
forming over space and time on the freeway.
From measured occupancies, applying the following empirical formula gives densities:
K=O
Leff
Where, K = Density
O = Occupancy
Leff = Effective length of the average vehicle, that is the length of the vehicle
from the front to the end.
Fig:2.2 Queing Diagram
The upper curve on the queuing diagram represents the arrival curve and the lower curve (the
straight line) represents the departure curve. Just before the onset of queuing, both the arrival
and departure curves coincide. With arrivals exceeding departures, the upper curve starts rising,
9
while departure rate remains constant and shows up as the straight line. The area between the
two curves represents the total delay of all the cars that were queued up. At any point of time, ‘j’
in the Figure, there would be as many cars queued up as shown by the difference in the vertical
distance between the two curves at that point of time. For any ‘i’th car in the Figure, the total
waiting time in the queue is the horizontal distance between corresponding points of the two
graphs.
2.2 DENSITY CALCULATION
Density (k) is defined as the number of vehicles per unit area of the roadway. In traffic flow, the
two most important densities are the critical density (kc) and jam density (kj). The maximum
density achievable under free flow is kc, while kj is minimum density achieved under congestion.
In general, jam density is seven times the critical density. Inverse of density is spacing (s), which is
the distance between two vehicles.
2.3 FLOW
Flow (q) is the number of vehicles passing a reference point per unit of time, and is measured in
vehicles per hour.
Q= kv
Q= 1/h
2.4 ACTIVE BOTTLENECK IDENTIFICATION
A systematic procedure in order to analyze this phenomenon has been applied in which we, first
look for any drop in speed. If speed drops then we watch out for flow drops on the downstream
sections. If during the same time, flows drop on the upstream sections then it is probably due to
backward propagation of shocks. Otherwise, the upstream section is an active bottleneck.
Analyzing the flow – density curves in such cases will indicate whether the section being analyzed
is an active bottleneck or the result of a backward propagating queue
10
CHAPTER 3 PROJECT IMPLEMENTATION
Fig: 3.1 Kerb side view of the Terminal
3.1 PROJECT LOCATION

The existing airport located at Northwest of the city of Agartala, Tripura, India.
PLANNING PROPOSAL
The proposed facilities consist of a bi-level Terminal Building having an area of 35000 sq. meters
and 20m high from the ground level is capable of processing 1200 passengers (1000 Domestic
and 200 International) during peak hour corresponding, to an ultimate annual handling capacity
of 25 lac Passengers with the facility of 4(Four) no. aerobridges. The development of the city-side
includes, a parking area in Northwest corner of the site offering full view of the terminal from the
approaching roads. The parking area will cater to 500cars, 160 taxis, 50 VIP car parking and 8
coaches.
11
3.3 SITE CIRCULATION
Fig:3.2 Site circulation
This plan introduces a hierarchy of road types that will circulate vehicular, pedestrian and service
groups in a logical network about the site. The network establishes a grid to improve pedestrian
and vehicular circulation within the site, and create strong connections with the surrounding
movement system.
Entry points are from the main road and the accesses to the parking areas are well co-ordinated
with the movement pattern. Pedestrian pathways have been provided on both the sides of the
roads to minimize the crossovers.
The permissible speed limit within the premises is to be kept constant at 20km/hr. considering
the total road length of 433525 mtrs and the queuing length of 90 cars at a time. The road widths
varying from 21 mtr wide to 10.5 mtr wide has been decided keeping in view the above stated
factors and to avoid congestion.
12
Fig: 3.3 Queing Theory- relationship between Time and Density
From Fig 3.3 it can be observed that during the uncongested period, Zone I, cars move at free
flow speed and even when density increases, the flow remains uncongested. As we move ahead,
speed drops but flow does not due to slight increase in density. Again as we move ahead, flow
and speed again reduces but due to increase in number of lanes, no bottleneck formation takes
place. Last comes Zone 4, wherein speed recover and hysteresis takes place.
Fig: 3.4 Zoning of Traffic flow
ZONE 4
ZONE 1
ZONE 2 & 3
13
3.4 ALLOCATION OF LANES
The methodology involved in ensuring balanced flows consists of comparing the flows that
entered and exited the freeway. While analysing the same, it was observed that the peak hour
capacity at the existing terminal is 500 passengers and that of proposed terminal is 1200
passengers indicating a growth of 140% in total traffic flow.
SIX LANE ROAD
FOUR LANE ROAD
Fig: 3.5 Site plan indicating the lane division
Therefore on the basis of density, the lanes has been allocated for smooth and free movement.
Lane width and numbers has been proposed depending upon the density of traffic at that
perticular section. For. Eg.Six number lanes has been provided in front of the terminal to avoid
congestion between moving and standing vehicles.
DROP OFF LANE
DROP OFF LANE
DROP OFF LANE 21 M WIDE

ROAD 6 LANE
DROP OFF LANE
DROP OFF LANE
MOVING TRAFFIC
Fig: 3.6 Description of Six lane system in front of the terminal
14
Fig:3.7 Indentification of Bottleck locations
The systematic process is to analyse the relationship between flow and density. Identifying active
bottlemecks on free ways is essential to effectively control traffic and to ensure that right places
on the freeways are metered. Anaysing the traffic flow at Sections A,B , C, D, and E it was
observed, that the planning has been done where no bottleneck formation takes place and
neither speed nor flow drops because of increase in density.
B A
E D C
Fig:A – Suspected bottleneck formation at location A
15
Fig:B - Suspected bottleneck formation at location B
Fig:C - Suspected bottleneck formation at location C
Fig:D - Suspected bottleneck formation at location D
16
Fig:E - Suspected bottleneck formation at location E
To obtain the desired conclusions, flow – density – speed relationship was studied from Queing
theory and 5 min long interval was considered. This is done to smooth the transition of each
traffic flow characteristic. Morning peak hour (8am to 12 pm) and evening peak period (2 pm to 6
pm) has been considered assuming the fact that during the intermediate periods, no queuing
take place. Activity patterns as conceived show movement distinctly during the peak hours and
density is not a significant variable in this case.
3.5 PARKING FACILITIS
Parking as a part of an overall transportation system is one of the crucial issues, as the number of
automobiles increase exponentially; the need to house them in close proximity creates a
challenge.
The parking facility conceived for the proposed terminal consists of 500 cars, 160 taxis and 08
coaches and is very functional and operational.
Spatial needs of the driver and the automobile facility has taken into account. The size, height
and turning radius as per the parking geometries has also been considered along with the
quantity and quality of entrances and exits for smooth functioning.
17
3.5.1 TAXI PARKING
Fig:3.8 Layout of Proposed Taxi Parking
18
3.5.2 CAR PARKING
Fig:3.9 Layout of Proposed Multi Level Car Parking
19
SUMMARY
The purpose of the study is to analyze the existing road network and to achieve the best and
most optimized traffic flow system keeping in view all odds and even.
On detailed analysis it was derived that the traffic flow system adopted has maximum
flexibility in possible future operational changes and the scheme used is most optimized in
respect to efficient vehicular and pedestrian movement.
Hierarchy of road widths has been introduced that will circulate vehicular, pedestrian and
service groups in most optimized logical network possible.
Separate pedestrian pathways have been provided to avoid crossovers. Overall the scheme
promises an efficient movement system of traffic and minimal traffic congestion .
20
Project Management Consultancy Services for
construction of the New Integrated Terminal Building
associated works at Agartala Airport, Tripura
GRIHA RATING
FEASIBILITY REPORT (R1)
JANUARY 2017
R1: Revised as per Revised Architecture Scheme & Revised Site Planning as per
reduced site boundary (13.01.17)
CLIENT: PMC CONSULTANTS: ARCHITECTS:
Rajiv Gandhi Bhawan, 226, Udyog Vihar, Phase-1 S-21, Hargovind Enclave, Chhatarpur
Safdarjung Enclave Gurgaon – 122016 New Delhi -110074
New Delhi - 110003
PART I – DAYLIGHT SIMULATION REPORT
Agartala International Airport, Agartala, Tripura
CONTENTS
OBJECTIVE ................................................................................................................................................................ 2
PROJECT DESCRIPTION .......................................................................................................................................... 2
FLOOR PLANS: ......................................................................................................................................................... 3

CONTEXT .................................................................................................................................................................. 4
CLIMATE ZONE: ....................................................................................................................................................... 4

BUILDING ORIENTATION ....................................................................................................................................... 6
WINDOW TO WALL RATIO AND SKYLIGHT TO ROOF RATIO .......................................................................... 7
DAYLIGHT FACTOR................................................................................................................................................. 8
SIMULATIONS FOR EACH RAGULARLY OCCUPIED SPACES: .................................................................................... 9
1. GROUND FLOOR .......................................................................................................................................... 9

2. MEZZANINE FLOOR .................................................................................................................................. 16
SIMULATION RESULTS AND COMPLIANCE SHEET: ........................................................................................ 19
CONCLUSION .......................................................................................................................................................... 21
SUGGESTIONS ........................................................................................................................................................ 21
1|Page
OBJECTIVE
To optimize the building design by applying climate responsive building design measures,
including day lighting and orientation, in order to reduce demand for conventional energy as
well as improving the visual comfort.
PROJECT DESCRIPTION
Project Name- Agartala International Airport

Project Location- Agartala, Tripura
No. of Floors- Basement & Ground floor with mezzanine.
Figure 1: 3-D Model of Project Building in Ecotect
2|Page
Proposed Glass:
Window Glass: Saint Gobain – (DGU-Quasar-Envision SKN 754 II) (SHGC - max 0.2 and VLT -
32%)
Figure 6: Proposed Glass Cut-Sheet
Glass Specs in Ecotect Model:

Double glazed with Aluminum frame have 0.2 SHGC and 32% VLT and U-value is 1.6 W/sqm
K.
Figure 7: Proposed Glass used in Daylight Modeling
5|Page
BUILDING ORIENTATION
Floor plans below shows the building having Basement & Ground floor with mezzanine.
It i s recommended that the maximum glazing is oriented towards the north. High
performance glass has been considered towards all the direction to prevent excessive
radiation entering into the building.
For practical evaluation of shading surfaces, incident solar radiation on the building on
June 21 and December 21 (Representative of Summer and Winter Solstice) has been shown.
Show Shadow
Figure 8 Sun path Analysis on 21st June
6|Page
Figure 9 Sun path Analysis on 21st December
WINDOW TO WALL RATIO AND SKYLIGHT TO ROOF RATIO
Window to Wall ratio is the ratio of vertical fenestration area to gross exterior wall area.
WWR = Net Glazing area (Vertical)/ Gross exterior wall area
The ratio of the total skylight area for the roof measured from the outside of the frame to the
gross exterior roof.
SRR = Net Glazing area (Horizontal)/ Gross exterior roof area
Below is the calculated WWR for each direction. The WWR is the percentage of vertical
fenestration on gross wall area and/ or percentage of horizontal fenestration on gross roof
area.
The overall SRR of building is around 1.6%
The overall WWR of the building is around 51%
7|Page
DAYLIGHT FACTOR
Following settings were applied before running the daylight simulation.
Light Scene – Uniform Sky

Climate Zone – Warm & Humid
Design Sky Conditions- For Warm & Humid Climate Conditions – 9000 Lux (Day lighting
Alone)
Working Plane – 760 mm
Tool – Ecotect with Radiance Engine
According to NBC (National Building Code), the minimum recommended DF for various
spaces applicable is as follows:
Recommended daylight factors for various living areas

S. No. Location Daylight Factor
1 Reading Room/Class 1.9-3.75
2 Kitchen 2.5
3 General Office 1.9
Reading room:
DF =3.75
As 1 DF at Composite climate: 80 Lux
Minimum recommended DF for Reading room: 3.75
Minimum required daylight level in Library = 3.75 X 80 = 300 Lux
General Office:
DF = 1.9
As 1 DF at Composite climate: 80 Lux
Minimum recommended DF for Office: 1.9
Minimum required daylight level in Office = 1.9 X 80 = 152 Lux
8|Page
SIMULATIONS FOR EACH RAGULARLY OCCUPIED SPACES:
1. GROUND FLOOR
Space: Baggage Area (Average DF: 2.166)
Space: Ticket counter-1 (Average DF: 3.131)
9|Page
10 | P a g e
Space: Meet & Greet Area, Retail shops (Average DF: 3.254)
11 | P a g e
Space: Check in Area (Average DF: 3.468)
Space: Security Hold Domestic & International (Average DF: 2.249)
12 | P a g e
Space: Arrival International (Average DF: 1.428)
Space: VIP Area & Office (Average DF: 4.652)
13 | P a g e
Space: VIP Area (Average DF:4.668)
Space: VIP Areas (Average DF: 3.215)
14 | P a g e
Space: Office Cabins (Average DF:3.711)
Space: Office Lobby Area (Average DF: 1.783)
15 | P a g e
2. MEZZANINE FLOOR
Space: Restaurant-1 (Average DF: 1.039)
Space: Restaurant-2 (Average DF: 1.153)
16 | P a g e
Space: Security Hold Domestic (Average DF: 1.977)
Space: Security Hold International (Average DF: 2.00)
17 | P a g e
Space: Transit Lounge & International Arrival (Average DF: 1.881)
18 | P a g e
SIMULATION RESULTS AND COMPLIANCE SHEET:
Table 1 Daylight Factor Compliance Sheet
Agartala International Airport, Tripura
Daylig
ht
S. Area Achieved Required Achieved Complia
Space Type Passe
No. (sqm) Lux Level DF DF nce
d
Area
Basement Floor
1 Luggage Belt Area 5294 0.00 0.625 0.000 No 0
2 Office-1 326 0.00 1.9 0.000 No 0
3 Office-2 210 0.00 1.9 0.000 No 0
4 Office-3 105 0.00 1.9 0.000 No 0
5 Office-4 68 0.00 1.9 0.000 No 0
6 Office-5 86 0.00 1.9 0.000 No 0
Total 6089 0
Ground Floor
1 Airport Manager 33.52 321.82 2.5 3.576 Yes 33.52
2 Ticket Counter-1 72 281.82 2.5 3.131 Yes 72
7 VIP Area 38 420.08 2.5 4.668 Yes 38
8 Office Cabins 52 333.96 2.5 3.711 Yes 52
9 Office Area 35 473.53 2.5 5.261 Yes 35
10 VIP Areas 86 289.32 2.5 3.215 Yes 86
11 CIP Area 49 109.13 2.5 1.213 No 0
12 Office Lobby Area 151 160.46 0.625 1.783 Yes 151
Meet & Greet Area, Retail
13 2617 292.88 1.9 3.254 Yes 2617
Shops
14 Check in Area 2700 312.11 0.625 3.468 Yes 2700
Security Hold Domestic &
15 3537 202.40 0.625 2.249 Yes 3537
International
16 Baggage Area 6041 194.90 0.625 2.166 Yes 6041
17 Arrival International 289 128.56 0.625 1.428 Yes 289
20 Retail Shops-1 177 0.00 2.5 0.000 No 0
21 Office 113 0.00 1.9 0.000 No 0
22 Private Lounge 26 0.00 1.9 0.000 No 0
23 Retail Shops-2 32 0.00 2.5 0.000 No 0
24 VIP Area & Office 99 418.69 1.9 4.652 Yes 99
25 VIP Security 32 0.00 1.9 0.000 No 0
26 Retail Shop-3 56 0.00 2.5 0.000 No 0
19 | P a g e
27 Duty Free Retail 148 0.00 2.5 0.000 No 0

Total 16582 15951
Mezzanine Floor
1 Restaurant 230 233.75 2.5 2.597 Yes 230
Kitchen 62 0.00 2.5 0.000 No 0
2 Cafeteria (Restaurant-2) 330 103.73 2.5 1.153 No 0
3 Security Hold Domestic 2072 177.96 0.625 1.977 Yes 2072
4 Security Hold International 1024 180.15 0.625 2.002 Yes 1024
Transit Lounge & Arrival
5 2228 169.33 0.625 1.881 Yes 2228
International
6 VIP Area 41 0.00 1.9 0.000 No 0
Total 5987 5554
Table 2 Gross Passed Daylight Area Calculation
Sr. No Floors Living Area (sqm) Complied Area (sqm)

1 Basement 6089
2 Ground Floor 16582 15951
3 Mezzanine Floor 5987 5554
Grand Total 28658 21505
% Passed Area 75.0%
20 | P a g e
CONCLUSION
From the daylight simulation that was performed on the building for “Agartala International
Airport” project, it is found that the minimum 25% of the total living areas are meeting the
minimum lighting level requirements as specified by the GRIHA Compliance.
It is concluded that the project daylighting is sufficient to provide the minimum lux levels as
specified by the GRIHA Criterion 13 and qualifies to get 4 points, as 75% of regularly occupied
area is qualifying the for the minimum daylight factor as prescribed in GRIHA Manual.
SUGGESTIONS
As per GRIHA compliance for WWR 40%-60% maximum SHGC of vertical fenestration is
limited up to 0.2.
So, following changes can be done in the project -
1. In the cafeteria, additional opening will be required to comply DF requirement for the
cafeteria. As the lux level requirement, we are suggesting that approx. 30-40 sqm open
able area (Window) will be required into the left side elevation for the cafeteria.
2. In addition, there is no provision of sunlight for the Kitchen (attached with the
restaurant at Mezzanine level) so simulation team is suggested that kitchen area will
be possible to clear daylight factor (DF) requirement if a window could be provided for
it.
3. Basement has no provision of daylight through any strategy. Hence, the living spaces
and regular occupied spaces are not compiling. Introducing some daylight strategies
(Light selves, Light wells etc.) may comply the daylight in such areas.
21 | P a g e
PART II – ENERGY SIMULATION REPORT
Contents
Floor level Area Details ................................................................................................................................. 5

3D-Geometry ................................................................................................................................................ 6
Construction Images ..................................................................................................................................... 7
Proposed Wall ..............................................................................................................................................7
Proposed Roof ..............................................................................................................................................8
Proposed Glass .............................................................................................................................................8
EPI Calculations .......................................................................................................................................... 10
Page 2
Agartala Airport, Tripura
Energy Simulation Report
Project Preface
The proposed project Agartala Airport is located in Agartala (Tripura).
Agartala situated into warm and humid climate category.
The energy analysis is performed to evaluate the energy performance index of the
proposed case and compare to GRIHA Base case EPI. Various energy conservation
optimizations are performed in order to optimize the proposed building and to bring
down the energy consumption.
The most effective energy conservation measures consider:
1. AHU fans with VFD

2. Chillers (Water Cooled)
Page 3
Energy Simulation
The Energy Simulation is carried out using eQuest 3.64, the program reads the real time
weather file and performs a dynamic simulation for 8760 hours, hourly variations like
occupancy, lighting power, and miscellaneous equipment power, thermostat set points,
and HVAC system operation are defined for each day of the week and for the holidays.
The proposed case simulation is done by considering all the information provided by
the client.
Page 4
Zone Inputs
Floor level Area Details
SI.no Floors Total Area (Sq. Conditioned Area (Sq. m) Unconditioned Area (Sq. m)
m)
1 Ground Floor 16640 15240 1400
2 Mezzanine 8261 7361 900

Floor
Page 5
Zone Inputs
3D-Geometry
Fig1.1- Model (image1)
Fig1.2- Model (image 2)Construction Input parameters
Model Input parameter Description

Constructions
Wall Construction U value (0.077 Btu/h-ft2 oF)
Page 6
Results
Roof construction U value (0.046 Btu/h-ft2 oF)
Glass properties Glass with U value (0.28 Btu/h-ft2 oF) and SHGC 0.20
Window to gross wall ratio 47%
Construction Images
Proposed Wall
Page 7
Results
Proposed Roof
Proposed Glass
Page 8
Results
Page 9
Results
EPI Calculations
DESIGN CASE
Annual Energy Use Summary (kWh)
TOTAL
End use Type LIGHTS EQUIPMENT VENT. FANS HEATING COOLING PUMPS AREA (Sq. m) EPI
CONSUMPTION
Total Building
2230000 11710000 130000 550000 770000 400000 15790000 57425 70.9
Area
* Only lighting and HVAC annual energy consumption has been considered for EPI as per GRIHA
* Receptacle Equipment and Elevator Equipment (Both Being Miscellaneous Equipment Consumption) are not considered in EPI as per GRIHA
* Energy associated with parking space (parking fan consumption) is not considered as per GRIHA
BASE CASE
Spaces Typology Climate Classification EPI (kwh/m²/y) AREA (Sq. m) EPI x Area
Total Building Area Warm and Humid 450 57425 25841250
Annual Energy Consumption data for the building
GRIHA Baseline Energy Design Case Energy

Type of Space Area (m2) GRIHA EPI Design Case EPI
Consumption Consumption
Airport (Retail + Office) 57425 450 70.9 25841250 15790000
Benchmark Energy Consumption 25841250

Building Energy Consumption 15790000
Saving 38.89%
Narrative:
Clarification: The energy consumption (design case) for EPI calculation is considered excluding the energy consumption of Basement area (as directed by
GRIHA) while the numbers represented in IES-VE Building Energy Performance report and Building Utility Performance report are representative of building
as a whole (i.e. including the basement area too).
Results
MinutesofthePub|icHearingforConstructionofNew|ntegrated
Apron and Link Taxiway by at Agartala
Airport
Terminal Building
held on 24.O3.20L7
Datetz4.lO3/20t7
Building of Agartala Airport
F.No.17(36)/TSPCB/PH/lntegrated Terminal
Building, Apron and Link raxiway
public Hearing for construction of New Integrated rerminal
at Quarter Complex of Airport Authority'
at Agartala Airport held on March 24,2077
(Bengali) were issued on 01 03'2017 for inviting
Public notices in vernacular language
regional newspapers
people regarding this project in four (04) daily
suggestion, comment etc from the version of
Sambad, Syandan, nalkal tripura and Daily Desher Katha' Apart from this' English
viz. Dainik
thesaidnoticewasa|sopub|ishedinTheTe|egraphontheSamedate.suggestions,comments,views the
issues about the project were invited through
and objections of the public on environmental
view / objection were received'
notice. No written suggestion / comment /
was present as representative of District
In the hearing, Shri' Usaien Mog' ADM' Sadar
Magistrate. The other officials present in
the Hearing procedure were:
1) Shri. Usaien Mog, ADM-ll, West Tripura'
2) Dr. Mihir Kr. Das, Scientist'C', TSPCB'
3) Shri. Shyamal Dey, Chalrman, P' W standing Committee'
4}Shri.SomnathDas,GeneraIManager(Project),AA|,AgartaIaAirport'
5) Shri. S. D. Barman, Director, Agartala

Airport'
ABC Techno Labs (l) Pvt Ltd'

6) Shri. Vinod Kr. Gautam, EIA Co-ordinator'
TSPCB welcomed all the members
ancl
At the onset, Dr. Mihir Kumar Das, scientist-c,
participantsandemphasizedthepurposeoftheinstantpubIichearing.HeaIsohigh|ightedthe
orovisions of the rules including the EIA
notification'
ABC Techno Labs (l) Pvt' Ltd illustrated

a power
Thereafter, Shri Abhik Saha' Consultant'
pointiresentationdescribingtheprojectfeatures,thebaselinedatare|atedtoenvironmentout|ining
the environmental management plan of
and describing
the environmental and socio-economic lmpacts
the proposed Project.
the beneficial aspects of the project'
Shri, Usa.ien Mog, ADM, Sadar elaborated
-nlr Page l of 3
" z
\J..r'*<z
delivered his
Subseq uentlY,Shri. Shyamal Dey, Chairman, P W' Standing Committee
of expansion of Airport He then requested
valuable sPeech on this hearing. He briefed the necessity
Authority to meet the objective of the
local people to extend friendlv and helping hand to Airport
project.
people and personnel of hearing panet'
Then interaction session started between local
of
Shri. Anil Biwas, inhabitant of Uttar NaraYanpur' raised the point regarding employment
|oca|peop|einthesameproject.Hea|soaskedforcompensationfortheirpropertywhichhasbeen
acquired by the project Authority for expansion
work' However' he also discussed about some
development activities in that area like road repairing'
|nreplyADMinformedthatthecompensationwasgivenasperear|ierrate.|ftheyhaveany
objection,mayappeaIinLandAcquisitioncourt'Headdedthatthebrickso|ingroadwi||be
constructedassoonaspossible.Furthermore,hea|sosaidthatautoandsma||vehic|escanmoveeasi|y
through the existing road.
TheAirportDirector,informedthatemp|oymentre|atedtoAirportcanbemadethrough
may be engaged through consultancy agencies
Central recruitment procedure only. This apart, staffs
involved in the Project.
Shri.AbinashSarkarofNarsingarh|oca|itya|soraisedtheissueregardingemp|oyment.He
during landing of military aircrafts'
also added about the noise problem caused specially
TheAirportPersonne|communicatedthatemp|oymentcanbedonethroughconsu|tancy
agenciesinvo|vedintheproject.Regardingnoisepo||utionDr.Das,Scientist,c,to|dthatfor
betterment of society it can be considered as the sound remains for a bit of moment'
Shri'sudipSarkarofLankamurapointedouttheissueofscatteredbiodegradab|ewaste
& Lankamura area'
materials near boundary of Airport at south, west Narayanpur
matter'
Dr' Das assured him that TSPCB will take care of this
Shri. Subal Ghosh repeated the employment and

compensation issue as well'
|nresponse,ADMto|dthatthematterwi||beso|vedsoonandaddedthatAgartalaMunic|pa|
property to them' Moreover' Airport Authority assured
Corporation will provide alternative house &
him abbut the Placement of him son
Shri. Amrit Das of Kalyanpur area urged for

construction of new temple and provision of a
garden area in their locality
$\'.* ^'
.iv") v Page Z of 3
The Director, Airport Authority told that the entire issue will be taken care of and will be
considered under CSR activity.
Smt. Sandhya Chowdhury of Karmakar Para also requested for construction of Kali Mandir in
their locality, also for providing them job facility and proper sanitation facility.
Authority personnel assured that they will take care of it.
Shri. Arun Ch. Karmakar of Karmakar Para raised issues regarding employment, construction
of garden, renovation of road, construction of pacca bulding, water supply for vegetation, noise
pollution, hospital facility, communication, market facility etc.
Dr. Das, Scientist 'C', TSPCB informed that if any kind of pollution is caused due to the
project, they can make complaint to the office of TSPCB & it will be taken care of seriously.
The Director, Airport Authority told that the issues raised by Shri. Karmakar can not be
solved right now as no proposal like that is depicted in the said project.
Smt. Gita Rani Dutta of Sripalli asked for construction of cremation ground.
ADM addressed the issue and said that the concerned person should contact Agartala
Municipal Corporation in this matter.
Addl. District Magistrate
,Y,]ffi;'ilff,rffif,ffi;1,
DM's 0fficc, l/est TriPura.
Page 3 of 3
DANCE SHEET OF PUBLIC HEARING FOR CONSTRUCTION
OF NEW TERMINAL BUILDING TAXI WAY APRON ETC.
DATE: 2410312017 VENUE: AGARTALA AIRPORT

TIME :11:00am
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EIA Report 2

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EIA Report 2

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ENVIRONMENTAL IMPACT ASSESSMENT

Construction of New Integrated Terminal Building,

Airport Authority of India

NABET Accredited Environmental Consultant

Airports Authority of rndia has

For Airports Authority of India

fr'rylq-m trdw qr mam, 3i?rd-e[

Period of involvement : December 2015 – July 2017

Contact information : vkg101@gmail.com

Functional Area Experts

2. WP* Dr. R.K. Jayaseelan Sep 15 – Sep 16

3. SHW* Mr. V.K. Gautam Dec 15 – Sep 16

4. SE* Dr. Geetha Sep 15 – Feb 16

5. EB* Mr. Sameer Despande Sep 15 – Feb 16

6. HG* Dr. R.K. Jayaseelan Sep 15 – Sep 16

9. NV* Mrs. Vijayalakshmi Sep 15 – Sep 16

10. LU* Dr. R.K. Jayaseelan Sep 15 – Sep 16

11. RH* Mr. V.K. Gautam Dec 15 – Sep 16

Declaration by the head of the Accredited Consultant Organization

Name : Mr. G. Murugesh

Designation : Chairman & Managing Director

CHAPTER 2 : DESCRIPTION OF PROJECT

2.1 Introduction 2-1

CHAPTER 3 : DESCRIPTION OF THE ENVIRONMENT

3.1 Introduction 3-1

ABC Techno Labs India Private Limited i

3.5.1 Water Resources 3-10

CHAPTER 4: ANTICIPATED ENVIRONMENTAL IMPACTS

4.1 Introduction 4-1

ABC Techno Labs India Private Limited ii

4.3.6 Water Resources 4-9

CHAPTER 5: ANALYSIS OF ALTERNATIVES

5.1 Introduction 5-1

CHAPTER 6 : ENVIRONMENTAL MONITORING PLAN

6.1 Statutory Compliance /Returns 6-1

CHAPTER 7 : RISK ASSESSMENT AND DISASTER MANAGEMENT PLAN

7.1 Introduction 7-1

ABC Techno Labs India Private Limited iii

7.3.3 Identification of Hazards Based on MSIHC Rule, 2000 7-3

CHAPTER 8: PROJECT BENEFITS

8.1 General 8-1

CHAPTER 9 ENVIRONMENTAL MANAGEMENT PLAN

9.1 Introduction 9-1

ABC Techno Labs India Private Limited iv

9.5 Budget for Environmental Management and Monitoring Plan 9-47

CHAPTER 10: DISCLOSURE OF CONSULTANTS ENGAGED

10.1 Public Hearing 10-1

CHAPTER 11: DISCLOSURE OF CONSULTANTS ENGAGED

11.1 Disclosure of Consultant Engaged 11-1

Annexure 1 : Copy of TOR approved by MoEF&CC

ABC Techno Labs India Private Limited v

CHAPTER 2 : PROJECT DESCRIPTION

CHAPTER 3 : DESCRIPTION OF THE ENVIRONMENT

CHAPTER 4 : ANTICIPATED ENVIRONMENTAL IMPACTS

Table 4.1 Impact Assessment Rating Matrix 4-3

ABC Techno Labs India Private Limited vi

Table 4.4 Noise Modelling Results 4-15

CHAPTER 6 : ENVIRONMENTAL MONITORING PROGRAMME

CHAPTER 7: RISK ASSESSMENT & DISASTER MANAGEMENT PLAN

Table 7.1 Damage Effects due to Overpressures 7-5

CHAPTER 9 ENVIRONMENTAL MANAGEMENT PLAN

Table 9.1 Bill of Materials 9-19

CHAPTER 11 : DISCLOSURE OF CONSULTANT ENGAGED

Table 11.1 NABET Accredited Team for EIA Study 10-3