PFD File

Environmental Impact Assessment
(EIA) Report
(Baseline period-March to May 2018)
Consultancy Services for Development Development of

8 lane (Greenfield Highway) from Durjanpura village
(Ch.349.000) to near Banda Hera village (Ch. 392.800)
Section of NH-148 N (Total length 43.8 Km), Under
BHARATMALA PRIYOJANA Lot-4/Pkg-4 in the state of
Rajasthan
Project Proponent : National Highway Authority of India

Ministry of Road, Transport & Highways, Govt. of India
Environmental Consultant : Feedback Infra Private Limited, Gurugram
QCI Certificate:- NABET/EIA/1821/RA0116 dated 11th Jan 2019
October-2019
For National Highway Authority of India
Feedback Infra Private Limited
Development of 8 lane (Greenfield highway) from Durjanpura village (Ch. 349.000) to
near Banda Hera village (Ch. 392.800) Section of NH-148 N (Total length 43.8 Km), Environment Impact
Under BHARATMALA PRIYOJANA Lot-4/Pkg-4 in the state of Rajasthan Assessment (EIA) Report
TABLE OF CONTENTS
1 INTRODUCTION ................................................................................................................... 1
1.1 Project Proponent ................................................................................................................... 1
1.2 The Project .............................................................................................................................. 1
1.3 Project Location ...................................................................................................................... 2
1.4 Environment Impact Assessment Process .............................................................................. 2
1.5 EIA Methodology..................................................................................................................... 2
1.6 Approach and Methodology ................................................................................................... 2
1.6.1 Reconnaissance Survey ..................................................................................................... 3
1.6.2 Review of the Project Information .................................................................................... 4
1.6.3 Review of Applicable Environmental Regulations ............................................................ 4
1.6.4 Assessment of Alternatives ............................................................................................... 9
1.6.5 Assessment of Baseline Environmental Profile ................................................................. 9
1.6.6 Assessment of Impacts .................................................................................................... 10
1.6.7 Consultations................................................................................................................... 10
1.6.8 Environment Management and Monitoring Plan ........................................................... 10
1.7 Structure of the Report ......................................................................................................... 10
2 PROJECT DESCRIPTION ....................................................................................................... 12
2.1 Project Profile ....................................................................................................................... 12
2.2 Project Features .................................................................................................................... 14
2.2.1 Design Speed ................................................................................................................... 14
2.2.2 Right of Way .................................................................................................................... 14
2.2.3 Cross-fall and Super Elevation......................................................................................... 14
2.2.4 Super Elevation ............................................................................................................... 14
2.2.5 Typical Cross Sections ..................................................................................................... 15
2.2.6 Grade Separators ............................................................................................................ 15
2.2.7 Major & Minor Bridge ..................................................................................................... 15
2.2.8 Access Control ................................................................................................................. 16
2.2.9 Flyover ............................................................................................................................. 17
2.2.10 Vehicular Under Pass (VUP) ............................................................................................ 17
2.2.11 Light Vehicular Under pass (LVUP) .................................................................................. 17
2.2.12 Small Vehicular Underpass (SVUP).................................................................................. 17
2.2.13 Interchange Design ......................................................................................................... 18
2.2.14 Connecting / Service / Slip Roads.................................................................................... 18
2.2.15 Median Openings ............................................................................................................ 19
2.2.16 Boundary Wall at ROW ................................................................................................... 19
2.2.17 Embankment and Cut Sections ....................................................................................... 19
2.2.18 Pavement Design............................................................................................................. 19
2.2.19 Drainage .......................................................................................................................... 20
2.2.20 Capacity of Project Highway ........................................................................................... 20
2.2.21 Highway Amenities.......................................................................................................... 21
2.2.22 Toll booth ........................................................................................................................ 21
2.2.23 Lighting ............................................................................................................................ 21
2.2.24 Traffic Management Systems.......................................................................................... 21
2.2.25 Way side Amenities / Service Areas ................................................................................ 22
2.2.26 Crash Barriers .................................................................................................................. 22
2.2.27 Traffic Control Devices, Road Safety Devices and Road Side Furniture .......................... 22
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2.2.28 Landscaping and Tree Plantation .................................................................................... 22

2.3 Components & Activities of the Proposed Project ............................................................... 23
2.3.1 Infrastructure Requirement for Highway Development ................................................. 23
2.3.2 Resource Requirements for the Project .......................................................................... 24
2.3.3 Pollutant Sources & Characterization ............................................................................. 26
2.4 Traffic Studies & Forecast ..................................................................................................... 26
2.5 Cost ....................................................................................................................................... 29
3 Analysis of Alternatives ...................................................................................................... 30
3.1 With & Without Project Alternatives .................................................................................... 30
3.1.1 Without Project Scenario ................................................................................................ 30
3.1.2 With Project Scenario...................................................................................................... 30
3.2 Criteria for Fixing Alignment for Greenfield Highway........................................................... 31
3.3 Alignment Options ................................................................................................................ 32
3.4 Cold Mix & Hot Mix Technology Analysis ............................................................................. 37
3.5 Environmental Considerations.............................................................................................. 38
3.5.1 Improvement of air and noise quality ............................................................................. 39
3.5.2 Avoidance of Impact of Sensitive, Cultural and Community Properties ......................... 39
4 DESCRIPTION OF ENVIRONMENT ........................................................................................ 40
4.1 General.................................................................................................................................. 40
4.2 Study area & period .............................................................................................................. 40
4.3 Physical Environment ............................................................................................................ 40
4.3.1 Physiography and terrain ................................................................................................ 40
4.3.2 Climatology...................................................................................................................... 41
4.3.3 Geology ........................................................................................................................... 42
4.3.4 Soil Characteristics .......................................................................................................... 42
4.3.5 Seismicity......................................................................................................................... 46
4.3.6 Land Use and Land Cover ................................................................................................ 47
4.4 Ambient Air Environment & Quality ..................................................................................... 48
4.4.1 Ambient Noise Quality .................................................................................................... 51
4.5 Water Resources ................................................................................................................... 53
4.5.1 Rainfall and Drainage Pattern ......................................................................................... 53
4.5.2 Groundwater Quality ...................................................................................................... 53
4.5.3 Surface Water Quality ..................................................................................................... 56
4.6 Use of Natural Resources ...................................................................................................... 57
4.6.1 Borrow Area .................................................................................................................... 57
4.6.2 Quarry & Crushers ........................................................................................................... 57
4.6.3 Sand ................................................................................................................................. 58
4.6.4 Fly Ash utilization ............................................................................................................ 58
4.7 Biological Environment ......................................................................................................... 59
4.7.1 Protected Areas ............................................................................................................... 59
4.7.2 Forest .............................................................................................................................. 59
4.7.3 Bio-diversity Study .......................................................................................................... 59
4.7.4 Species diversity and species Evenness index ................................................................. 61
4.7.5 Survey Sites ..................................................................................................................... 61
4.7.6 Species Diversity Index (H’) & Evenness Index (E) .......................................................... 62
4.7.7 Faunal Diversity Assessment ........................................................................................... 63
4.8 Socio-Economic Profile ......................................................................................................... 69
4.8.1 Population ....................................................................................................................... 69
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4.8.2 Population Density .......................................................................................................... 70

4.8.3 Sex Ratio .......................................................................................................................... 70
4.8.4 Literacy Rate .................................................................................................................... 70
4.8.5 Work Participation Rate .................................................................................................. 71
4.8.6 Employment Pattern ....................................................................................................... 71
4.8.7 State Income ................................................................................................................... 71
4.8.8 Structural Shift in GSDP ................................................................................................... 72
4.8.9 Agriculture profile ........................................................................................................... 72
4.9 Industrial Profile .................................................................................................................... 73
4.10 Tourism ................................................................................................................................. 73
4.11 Socio-economic Profile of the Project Area .......................................................................... 74
4.12 Population Distribution ......................................................................................................... 74
4.12.1 Population Density .......................................................................................................... 74
4.12.2 Sex Ratio .......................................................................................................................... 74
4.12.3 Vulnerable Groups .......................................................................................................... 75
4.12.4 Literacy Rate .................................................................................................................... 75
4.12.5 Work Participation Rate .................................................................................................. 75
4.12.6 Type of Workers .............................................................................................................. 76
4.13 Economic Profile of Kota district........................................................................................... 76
4.14 Agriculture Base .................................................................................................................... 76
4.14.1 Industrial Base ................................................................................................................. 77
4.15 Tourism ................................................................................................................................. 77
5 ENVIRONMENTAL IMPACT & MITIGATION PLAN ................................................................. 78
5.1 Physical Environment ............................................................................................................ 78
5.1.1 Meteorological Parameters ............................................................................................ 78
5.1.2 Land ................................................................................................................................. 78
5.1.3 Air .................................................................................................................................... 84
5.1.4 Water Resources ............................................................................................................. 87
5.1.5 Noise levels...................................................................................................................... 92
5.2 Biological Environment ......................................................................................................... 98
5.2.1 Forest Areas .................................................................................................................... 98
5.2.2 Plantations within ROW .................................................................................................. 98
5.2.3 Impact on Protected Area ............................................................................................... 99
5.2.4 Fauna ............................................................................................................................... 99
5.2.5 Aquatic Ecology ............................................................................................................. 100
5.3 Social Environment ............................................................................................................. 100
5.3.1 Project Affected Families .............................................................................................. 100
5.3.2 Cultural Properties ........................................................................................................ 100
5.3.3 Land use Change ........................................................................................................... 100
5.3.4 Exploitation of Resources.............................................................................................. 100
5.3.5 Traffic congestion during construction ......................................................................... 101
5.3.6 Working conditions ....................................................................................................... 101
5.3.7 Safety............................................................................................................................. 102
5.4 Conclusion ........................................................................................................................... 102
6 ENVIRONMENTAL MONITORING PROGRAMME ................................................................ 103
6.1 General................................................................................................................................ 103
6.2 Monitoring Indicators: ........................................................................................................ 103
6.3 Monitoring of Earthworks Activities ................................................................................... 104
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6.4 Monitoring of Concessionaire / Contractor's Facilities, Plant and Equipment ................... 104
7 ADDITIONAL STUDIES ....................................................................................................... 105
7.1 Public Consultation ............................................................................................................. 105
7.1.1 General .......................................................................................................................... 105
7.1.2 Objectives: ..................................................................................................................... 105
7.1.3 Type of Stakeholders: .................................................................................................... 106
7.1.4 Methodology ................................................................................................................. 106
7.1.5 Consultations with Institutional Stakeholders .............................................................. 106
7.1.6 Consultations with Community / Primary Stakeholders ............................................... 107
7.1.7 Outcome of the Consultation with Institutional Stakeholders ..................................... 107
7.1.8 Key Findings & Recommendations................................................................................ 108
7.1.9 Conclusion ..................................................................................................................... 108
7.2 Public Hearing ..................................................................................................................... 109
7.2.1 Purpose of Public Hearing ............................................................................................. 109
7.3 Disaster Management, Risk Assessment & Mitigation Procedures .................................... 109
7.3.1 The Risk Assessment Process and Hazard Identification .............................................. 109
7.3.2 Person(s) at Risk ............................................................................................................ 110
7.3.3 Risk Control Measures and Hierarchy of Risk Control .................................................. 110
7.3.4 Emergency Response Plan ............................................................................................ 112
7.3.5 Operation Control Procedure For Traffic Management................................................ 113
7.3.6 Traffic Management Practices ...................................................................................... 116
7.3.7 Traffic Management on Road Junction ......................................................................... 118
7.4 Disaster Management Manual ........................................................................................... 118
7.4.2 Natural Hazard Profile of Project Area .......................................................................... 119
7.4.3 Trigger Mechanism & Operational Direction ................................................................ 123
7.4.4 Damage Assessment and Immediate Restoration/ Rehabilitation ............................... 123
7.4.5 Mitigation Measures Undertaken ................................................................................. 123
8 PROJECT BENEFITS ........................................................................................................... 130
8.1 Introduction ........................................................................................................................ 130
8.2 Efficient and Safe Connectivity Option ............................................................................... 130
8.3 Traffic Decongestion ........................................................................................................... 131
8.4 Savings in Travel Time and Cost .......................................................................................... 131
8.5 Benefit to Local Trade and Economy .................................................................................. 132
8.6 Employment Generation (Direct and Indirect) ................................................................... 132
9 ENVIRONMENTAL MANAGEMENT PLAN ........................................................................... 133
9.1 General................................................................................................................................ 133
9.2 Specific Activities by Contractor/Concessionaire and Monitoring Consultant ................... 133
9.3 Specific Activities by Concessionaire/Contractor ............................................................... 133
9.4 Site Specific Management Plan........................................................................................... 133
9.4.1 Cultural Properties ........................................................................................................ 133
9.4.2 Sensitive Features ......................................................................................................... 134
9.4.3 Water Quality ................................................................................................................ 134
9.4.4 Wildlife Movement Sections ......................................................................................... 134
9.4.5 Community properties .................................................................................................. 134
9.5 Implementation of EMP ...................................................................................................... 134
9.6 Environmental Monitoring Programme.............................................................................. 134
9.6.1 Monitoring of Earthworks Activities ............................................................................. 135
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9.6.2 Monitoring of Concessionaire / Contractor’s Facilities, Plant and Equipment ............. 135
9.7 Budget ................................................................................................................................. 136
9.8 Corporate Environmental Responsibility (CER) .................................................................. 142
10 EXECUTIVE SUMMARY ..................................................................................................... 143
10.1 Need of The Project ............................................................................................................ 143
10.2 Project Area ........................................................................................................................ 143
10.3 Environmental Impact Assessment (EIA) Study .................................................................. 143
10.4 Policy, Legal and Administrative Framework ...................................................................... 143
10.5 Baseline Environmental Profile ........................................................................................... 144
10.5.1 Physical Environment .................................................................................................... 144
10.5.2 Biological Environment ................................................................................................. 145
10.5.3 Social Environment........................................................................................................ 146
10.6 Public Interactions & Consultation ..................................................................................... 146
10.7 Potential Environmental Impacts........................................................................................ 146
10.7.1 Impacts on Climate........................................................................................................ 146
10.7.2 Impact on Air Quality .................................................................................................... 146
10.7.3 Impact on Noise Levels.................................................................................................. 146
10.7.4 Impact on Water Resources and Quality ...................................................................... 147
10.7.5 Impact on Ecological Resources .................................................................................... 147
10.7.6 Impact on Land .............................................................................................................. 147
10.8 Analysis Of Alternatives ...................................................................................................... 147
10.9 Mitigation Avoidance & Enhancement Measures .............................................................. 147
10.10 Institutional Requirements & Environmental Monitoring Plan .......................................... 148
10.11 Environmental Management Plan ...................................................................................... 148
10.12 Environment Impact & Management Matrix...................................................................... 148
10.13 Conclusions ......................................................................................................................... 151
11 DISCLOSURE OF CONSULTANT .......................................................................................... 152
LIST OF TABLE
Table 1-1: Project Salient Features................................................................................................ 1
Table 1-2: Applicability review of the Regulatory Environment Framework ................................... 5
Table 1-3: Primary and Secondary Information Sources ................................................................. 9
Table 2-1: Project Coordinates.................................................................................................... 12
Table 2-2: Design Speed ............................................................................................................. 14
Table 2-3: Recommended Minimum Right of Way....................................................................... 14
Table 2-4: Cross-fall on different Surfaces ................................................................................... 14
Table 2-5: List of Typical Cross Sections....................................................................................... 15
Table 2-6: Major bridge .............................................................................................................. 15
Table 2-7: Minor bridge .............................................................................................................. 15
Table 2-8: Details of Flyover ....................................................................................................... 17
Table 2-9: Details of VUP ............................................................................................................ 17
Table 2-10: Details of LVUP ........................................................................................................ 17
Table 2-11: Details of SVUP ........................................................................................................ 18
Table 2-12: Interchange Detail .................................................................................................... 18
Table 2-13: List of Proposed Service Roads.................................................................................. 18
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Table 2-14: List of Proposed Connecting Roads ........................................................................... 19

Table 2-15: Proposed Pavement Design for Main Carriageway .................................................... 20
Table 2-16: Proposed Pavement Design for Connecting/Service & Slip Road Sections .................. 20
Table 2-17: Design service volume standards for LOS-B ............................................................... 21
Table 2-18: Parking places with Toilet Facilities Service Area ....................................................... 22
Table 2-19: Areas Identified for landscaping & tree plantation .................................................... 22
Table 2-20: RoW Material Requirement ...................................................................................... 24
Table 2-21: Approximate Land Requirement ............................................................................... 25
Table 2-22: Homogeneous Sections ............................................................................................ 27
Table 2-23: Section-wise Normal Traffic in Year 2018-19 ............................................................. 27
Table 2-24: Section wise Projected Total Traffic .......................................................................... 28
Table 3-1: "With and Without" Project Scenarios - A Comparative Assessment ............................ 31
Table 3-2: Comparative Analysis for Proposed Alignment ............................................................ 34
Table 3-3: Analysis of Cold & Hot Mix Technology ....................................................................... 37
Table 3-4: Minimization of Environmental Impacts ..................................................................... 38
Table 4-1: Yearly Maximum & Minimum Temperature Variation ................................................. 41
Table 4-2: Long-Term Climatological Conditions at IMD Observatory (1981-2010) ........................ 42
Table 4-3: Major Soil Found in Kota district ................................................................................. 42
Table 4-4: Soil Sampling Locations .............................................................................................. 43
Table 4-5: Soil Test Result........................................................................................................... 45
Table 4-6: Earthquake frequency of Project district ..................................................................... 46
Table 4-7: Land Use Land Cover of the 500 m buffer of proposed alignment (central line) ............ 47
Table 4-8: Ambient Air Quality (AAQ) Monitoring Stations/Location ........................................... 48
Table 4-9: Results of Ambient Air Quality Monitoring.................................................................. 50
Table 4-10: Noise monitoring location ........................................................................................ 51
Table 4-11: Results of Primary Noise Monitoring......................................................................... 51
Table 4-12: Ground & Surface water sampling locations .............................................................. 53
Table 4-13: Ground Water Monitoring Results ............................................................................ 55
Table 4-14: Surface Water Test Result......................................................................................... 56
Table 4-15: Identified Borrow Area Locations.............................................................................. 57
Table 4-16: Details of Stone Quarry Location .............................................................................. 58
Table 4-17: Density, Frequency and Species Diversity Index (H’) & Evenness Index (E).................. 62
Table 4-18: List of Trees recorded in the study area..................................................................... 63
Table 4-19: List of Mammals ....................................................................................................... 64
Table 4-20: List of Avifauna ........................................................................................................ 65
Table 4-21: List of Herpeto-Fauna ............................................................................................... 69
Table 4-22: Decadal Growth Rate ............................................................................................... 70
Table 4-23: Population Density ................................................................................................... 70
Table 4-24: Sex Ratio .................................................................................................................. 70
Table 4-25: Number of Literates and Literacy Rate for State and Districts .................................... 70
Table 4-26: Work Participation Rate ........................................................................................... 71
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Table 4-27: Employment Pattern of Main and Marginal Workers in Rajasthan ............................. 71
Table 4-28: NSDP and Per Capita NSDP at Constant Price (2011-12) ............................................. 71
Table 4-29: Sectoral Composition of GSDP by Industry Origin at Constant Price (%): Rajasthan ..... 72
Table 4-30: Categorization of Land Use Pattern ........................................................................... 72
Table 4-31: Tourist arrival (Indian & Foreigner) in Kota district .................................................... 74
Table 4-32: Population Distribution (Year, 2011) ........................................................................ 74
Table 4-33: Population Distribution and Density (Year, 2011) ...................................................... 74
Table 4-34: Sex Ratio .................................................................................................................. 75
Table 4-35: Vulnerable Groups ................................................................................................... 75
Table 4-36: Literacy Rate ............................................................................................................ 75
Table 4-37: Work Participation Rate ........................................................................................... 76
Table 4-38: Type of Workers (Year 2011) .................................................................................... 76
Table 4-39: Agricultural Base of Kota (2015-16) ........................................................................... 76
Table 4-40: Industrial Profile of Kota (2015-16) ........................................................................... 77
Table 3-41: Tourist arrival (Indian & Foreigner) in major tourist destinations ............................... 77
Table 5-1: Approximate Raw Material Requirement .................................................................... 80
Table 5-2: Details of Probable Borrow Area Locations along the Road ......................................... 80
Table 5-3: Link Geometry, Traffic and Environmental Data used for Executing the Model ............. 86
Table 5-4: Predicted Pollutant Concentration .............................................................................. 87
Table 5-5: Pond Likely to be affected due to Proposed Road........................................................ 87
Table 5-6: Crossing Streams / Tributaries / Nalah ........................................................................ 87
Table 5-7: Homogenous sections based on nodes and interchanges............................................. 94
Table 5-8: Noise Level due to Vehicular Traffic (Year 2059-60) ..................................................... 94
Table 5-9: Generic Mitigation Measures ..................................................................................... 96
Table 5-10: Project Specific Mitigation Measures ........................................................................ 97
Table 5-11: Species Recommended in Settlement Areas (Within 1 km of Last Dwelling) ............... 99
Table 5-12: Species Recommended in Rural Areas ....................................................................... 99
Table 7-1: Consultations with Institutional Stakeholders ........................................................... 107
Table 7-2: Outcome of the Consultations with Community / Primary Stakeholders .................... 107
Table 7-3: Public Hearing Details .............................................................................................. 109
Table 7-4: Consultations with Community / Primary Stakeholders ............................................. 111
Table 7-5: Consequence Descriptions........................................................................................ 111
Table 7-6: Classification of Occurrence of likelihood .................................................................. 112
Table 7-7: Emergency Contact Number ..................................................................................... 113
Table 7-8: Minimum sightline distance and the minimum size of the signs ................................. 114
Table 7-9: District hazard profile ............................................................................................... 119
Table 7-10: Animal Epidemics in Rajasthan ............................................................................... 122
Table 7-11: Role and Action Plan of Various Departments ......................................................... 124
Table 9-1: Project Environmental Budget .................................................................................. 136
Table 9-2: Detail CER Budget .................................................................................................... 142
Table 10-1: Environment Impact & Management Matrix .......................................................... 148
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LIST OF FIGURES
Figure 1-1: Location Map of Proposed Highway............................................................................. 2
Figure 1-2 : Methodology of EIA ................................................................................................... 3
Figure 2-1: Proposed alignment marked on Satellite Imagery (Google Earth) ............................... 13
Figure 2-2: Activities in the Typical Highway development project ............................................... 24
Figure 4-1 : Elevation Profile of the Project Area ......................................................................... 41
Figure 4-2: Soil Sampling Location on Google Map ...................................................................... 44
Figure 4-3: Seismic Zones Map of Rajasthan ................................................................................ 46
Figure 4-4: Graphical Representation of LULC ............................................................................. 47
Figure 4-5 : Ambient Air Quality (AAQ) Monitoring Location ....................................................... 49
Figure 4-6: Ambient Noise Level (ANL) Sampling Location ........................................................... 52
Figure 4-7: Ground & Surface Sampling Location ......................................................................... 54
Figure 4-8: Typical cross – section of embankment with alternate layers of soil and fly ash .......... 59
Figure 4-9: Vegetation Sampling locations .................................................................................. 62
Figure 5-1: Silt Fencing ............................................................................................................... 91
Figure 5-2: Oil Interceptor .......................................................................................................... 91
Figure 5-3: Day-time Construction Noise Intensity vs Distance from the Source ........................... 92
Figure 5-4: Night-time Construction Noise Intensity vs Distance from the Source ......................... 93
Figure 5-5: Noise Intensity due to Vehicular Operation vs Noise Standards during year 2059-60... 95
Figure 5-6: Compound Wall as Noise Barrier ............................................................................... 98
Figure 7-1: Drum Reflections .................................................................................................... 115
Figure 7-2: Road Signals Traffic Signals...................................................................................... 116
Figure 7-3: Traffic Signals.......................................................................................................... 117
Figure 7-4: Draught Map Rajasthan .......................................................................................... 120
Figure 7-5: Flood Map Rajasthan .............................................................................................. 121
Figure 7-6: Rajasthan wind and cyclone zone Map .................................................................... 122
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APPENDIX
Appendix -1: ToR Compliance
LIST OF ANNEXURE
Annexure 1.1: Proposed Alignment on SOI Map
Annexure 2.1: Typical Cross Section
Annexure 4.1: LULC Map
Annexure 5.1: Guidelines for Existing Quarry Management
Annexure 5.2: Guidelines for New Quarry Management
Annexure 5.3: Plan for Borrow Area Management
Annexure 5.4: Guidelines for Identification of Debris Disposal Sites & Precautions
Annexure 5.5: Guideline for Rehabilitation of Dumpsites & Quarries
Annexure 5.6: Guidelines for Sediment Control
Annexure 5.7: Tree Plantation strategy
Annexure 5.8: Consuptual drawings for Road Signage –Wildlife
Annexure 5.9: Traffic Control and Safety during Construction
Annexure 5.10:Guidelines for Sitting and Layout of Construction Camp
Annexure 5.11: Details of the trees within ROW
Annexure 5.12: Biodiversity Conservation plan
Annexure 7.1: Minutes of Meeting of Public Hearing
Annexure 7.2: Committee site visit report
Annexure 7.3: Compliance to the issued raised during Public Hearing
Annexure 8.1: Format for Reporting of Road Kill
Annexure 9.1: Environmental Management Plan
Annexure 9.2: Environmental Standards & Environmental Monitoring Plan
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ABBREVIATIONS
AAQ Ambient Air Quality
Acquired Immuno Deficiency
AIDS MPN Most Probable Number
Syndrome
Ministry of Environment, Forest &
MoEF&CC
Climat Change
BOD Biochemical Oxygen Demand NAAQS National Ambient Air Quality Standards
BOQ Bill of Quantities NBWL National Board of Wildlife
BPL Below Poverty Line NGO Non-Governmental Organisations
NH National Highway
CGWB Central Ground Water Board SH State Highway
CO Carbon Monoxide NPV Net Present Value
DO Dissolved Oxygen NOC No-objection Certificate
COD Chemical Oxygen Demand NO2 Nitrogen Dioxide
CoI Corridor of Impact SO2 Sulphur Dioxide
CPCB Central Pollution Control Board PM Particulate Matter
SPCB State Pollution Control Board PAF Project Affected Family
CPR Community Property Resource PAH Project Affected Household
DFO Divisional Forest Officer PAP Project Affected Person
EIA Environmental Impact Assessment PF Protected Forest
EMP Environmental Management Plan RF Reserved Forest
PIU Project Implementation Unit PPP Public Private Partnership
GoI Government of India PUC Pollution Under Control
GW Ground Water R&R Resettlement and Rehabilitation
HC Hydrocarbon RAP Resettlement Action Plan
IMD India Meteorological Department RHS Right Hand Side
IRC Indian Roads Congress ROW Right of Way
IS Indian Standard SW Surface Water
Leq Level Equivalent TDS Total Dissolved Solids
United State Environment Protection
MAV Multi Axle Vehicles USEPA
Agency
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1 INTRODUCTION
1.1 Project Proponent

National Highways Authority of India (NHAI), an autonomous agency of the Government of India, is
responsible for management of the network of national highways across the country. It is a nodal
agency of the Ministry of Road Transport and Highways (MoRTH), Government of India. NHAI vision
is to meet the nation’s need for the provision and maintenance of national highways network to
global standards and to meet user expectations in the most time-bound and cost-effective manner,
within the strategic policy framework set by the Government of India and thus promoting economic
well-being and quality of life of the people.
NHAI is the nodal authority / project proponent for the development of the present highway project.
1.2 The Project

Government of India has decided to develop ~42,000 km of Economic Corridors, Inter Corridors and
Feeder Routes to improve the efficiency of freight movement in India under the Bharatmala
Pariyojana. Delhi-Mumbai Greenfield Highway via Vadodara is one of the project under Bharatmala
Pariyojana. The project being discussed under this report concerns a section of the proposed green-
field highway under Bharatmala Pariyojana Lot 4 / Package 4: Rajasthan-Haryana Border to Kota. The
Project is planned as 8-lane green-field highway.
Salient features of the Project are as follows.
Table 1-1: Project Salient Features
S. No. Particular Details
Development of 8 lane (Greenfield highway) near Durjanpura village
(Ch. 349.000) to near Banda Hera village (Ch. 392.800) Section of NH-
1 Project Name
148 N (Total length 43.8 Km), Under BHARATMALA PRIYOJANA Lot-
4/Pkg-4 in the state of Rajasthan
2 Nature of Project 8-lane, access-controlled Greenfield Highway
Section shall start after Chambal river near Durjanpura village at Ch.
3 Location of project stretch 349.000 and ends near Banda Hera village at Ch. 392.800 in Kota
district of Rajasthan State.
4 Geographical Coordinates 25°28'20.34"N, 76°12'41.81"E to 25°06'24.16"N, 76°03'26.03"E
5 Land details Proposed highway follows plain and rolling terrain.
6 Water demand About 2826072 KL water will be required during construction phase.
7 Sources of water Tanker Supply through vendor having necessary permission
8 Nearest railway station Ghataka Varana Railway Station- 6.2 km
Nearest State highway /
9 Proposed alignment is crossing SH-37A, SH-70 and NH-76
National highway
10 Nearest airport Jaipur Airport- Approx. 155.0 km
Proposed alignment falls under Seismic Zone II, which is considered
low damage risk zone. Zone II is most stable and Zone - V is
11 Seismic Zone considered to be least stable.
Proposed alignment is located in High Damage Risk Zone (Vb = 47
m/s) as per Wind and Cyclone Hazard Classification of India.
1
1.3 Project Location

The proposed Project alignment shall start after Chambal river near Durjanpura village at Ch 349.000
(25°28'20.34"N, 76°12'41.81"E) and traverses entirely through plain / rolling terrain in Rajasthan
state and ends near Banda Hera village at Ch 392.800 (25° 6'24.16"N, 76° 3'26.03"E) of Kota district,
Rajasthan. This project is an 8-lane highway with a length of 43.800 km. Location of the Project
stretch is shown in Figure 1.1 below.
Project Alignment duly imposed on SoI top sheet is shown as Annexure 1.1.
Figure 1-1: Location Map of Proposed Highway
1.4 Environment Impact Assessment Process

Applicability of various environmental regulations and guidelines was reviewed for the project and
its allied activities. As per the EIA notification, 2006, the project is covered under serial no. 7(f) as
category ‘A’.
The proposed project has been scoped for Terms of Reference (ToR) vide File No.10-67/2018-IA.III
dated 26th March, 2019. ToR compliance is presented as Appendix-1 of this report.
1.5 EIA Methodology

The EIA procedure carried out simultaneously with design of the project road and methodology is
shown in below Figure 1.2. The important findings of the assessment provided important feedback
to the design team, especially in terms of the sensitive receptor, Forest and wildlife area,
archaeological sites and religious properties. It helped in modification of the designs report and
incorporated mitigation measures, wherever the impacts are avoidable.
1.6 Approach and Methodology

Present EIA study has been undertaken based on EIA Notification 2006 (amended thereof), ToR
accorded for the project from MoEF&CC and Environmental Impact Assessment Guidance Manual
for Highways prepared by Administrative Staff College of India.
The sections below detail out the methodology adopted for the assessment of environment for the
project.
2
Study of Project Details &

Reconnaissance Survey
Fixing Identification of
Monitoring Identification of
Locations Data Sources
Critical
Environmental
Issues
Primary Data
Collection Establishing Secondary Data
(Field Study, Baseline Collection
Environmental
Study and Review

of Project
Data/Activities
Impact Prediction
Suggestion of Impact Prediction Tools
Tools Mitigation
& Procedures & Procedures
Measures
Assessment of
Environmental
Impacts
Environmental
Monitoring Programme
Institutional Environmental Mitigation Measures &

Strengthening for Management
Implementation of EMP Plan (EMP) Implementation Plans
Figure 1-2 : Methodology of EIA
1.6.1 Reconnaissance Survey

A reconnaissance survey has been undertaken for identification of Valued Environment Components
(VECs) falling within the RoW of proposed highway. Locations of environmentally protected areas
(National Parks, Wildlife Sanctuaries, Biosphere Reserves, Reserved / Protected Forest, Important
3
Bird Areas, World heritage Sites, Archaeological Monuments etc.); surface water bodies;
environmentally sensitive receptors (educational institutions, religious structures, medical facilities
etc.) along the green field alignment have been identified during the survey. The Consultant
conducted preliminary analysis of the nature, scale and magnitude of the impacts that the project is
likely to cause on the environment, especially on the identified VECs.
1.6.2 Review of the Project Information
Project information from Technical Design Report and other secondary information were reviewed
and assess the project status and various Technical aspects.
1.6.3 Review of Applicable Environmental Regulations
Applicability of various environmental regulations and guidelines were reviewed for the project and
its allied activities. Review analysis in respect to Govt. of India guidelines and regulatory
environment framework is presented in the Table 1-2.
4
Development of 8 lane (Greenfield highway) from Durjanpura village (Ch. 349.000) to near Banda Hera village (Ch. 392.800) Environment Impact Assessment
Section of NH-148 N (Total length 43.8 Km), Under BHARATMALA PRIYOJANA Lot-4/Pkg-4 in the state of Rajasthan (EIA) Report
Table 1-2: Applicability review of the Regulatory Environment Framework

Applicability Implementing /
S. No. Regulation / Guidelines Relevance Reason for Application
(Yes / No) Responsible Agency
The Environmental MoEF&CC, State
(Protection) Act. 1986, and All environmental Notifications, Dept. of
Umbrella Act for protection and improvement of
1 the Environmental Yes Rules and Schedules are issued Environment &
the environment.
(Protection) Rules, 1987- under the EPA Act Forest, CPCB and
2002 (various amendments) RPCB
Identifies all new national highways, expansion
of national highways projects greater than 100 Project Highway is a new
km involving additional ROW or land acquisition national highway (NH 148N)
greater than 40m on existing alignments and Yes project. Hence, Environment
60m on re-alignments or by-passes (item 7 (f) of Clearance is required from
schedule) as one of the projects requiring prior MoEF&CC
th
The EIA Notification, 14 clearance.
2 September 2006 & Prior Environmental Clearance MoEF&CC & SEIAA
subsequent amendments to be taken by Contractor if
Opening of New Borrow Area Yes
there is any need for opening of
new borrow area
Prior Environmental Clearance
Opening of new Quarry Area (including to be taken by Contractor if
Yes
excavation of River bed) there is any need of mining
activity
“No agency, person or organization shall, within
a radius of 300 Kilometres of a thermal power Kota Super Thermal Power
plant undertake construction or approve design Station, Kalisindh Thermal
Notification for use of Fly
for construction of roads or flyover Power Station, Chhabra TPP and
ash, 3rd November 2009
3 th embankments with top soils; the guidelines or Yes Adani Power Kawai Thermal MoEF&CC, RPCB
and its amendment on 25
specifications issued by the Indian Road Power Plant, are located within
January 2016
Congress (IRC) as contained in IRC specification 300 km from the proposed
No. SP: 58 of 2001 as amended from time to highway alignment
time regarding use of fly ash shall be followed
5
and any deviation from this direction can only
be agreed to on technical reasons if the same is
approved by Chief Engineer (Design) or
Engineer-in-Chief of the concerned agency or
organization or on production of a certificate of
"fly ash not available” from the Thermal Power
Plant(s)
Central and State Pollution Control Board to
The Water (Prevention and establish / enforce water quality and effluent Consent required for not
Rajasthan Pollution
4 Control of Pollution) Act, standards, monitor water quality, prosecute Yes polluting ground and surface
Control Board
1974 offenders, and issue licenses for construction / water during construction
operation of certain facilities.
Consent required for
The Air (Prevention and Empowers RSPCB to set and monitor air quality
establishing and operation of Rajasthan Pollution
5 Control of Pollution) Act. standards and to prosecute offenders, excluding Yes
crushers, hot mix and batching Control Board
1981 vehicular air and noise emission.
plants etc.
Noise Pollution (Regulation
And Control) Act, 1990, Construction machineries and
Standards for noise emission for various land Rajasthan Pollution
6 2010 and its subsequent Yes vehicles to conform to the
uses Control Board
amendments. standards for construction
Forest (Conservation) Act, Conservation and definition of forest areas. State Forest
Proposed alignment is not
7 1980 its subsequent Diversion of forest land follows the process as No Department,
passing through any forest land
amendments. laid by the Forest conservation Act. MoEF&CC
National Chambal Sanctuary is NBWL, SBWL &
Wildlife Protection Act, Protection of Wildlife Sanctuaries and National
9 Yes located within 10 km radius of Chief Wildlife
1972 and amended thereof, Park
proposed alignment. Warden
Ancient Monuments and No ASI Notified monument is Archaeological
To protect and conserve cultural and historical
10 Archaeological sites & No located within proximity of Survey of India,
remains found.
Remains Act 1958 and proposed alignment. State Dept. of
6
amended thereof, Applicable for any “chance find” Archaeology
would be Notified / surrendered
to the competent authority.
Empowers State Transport Authority to enforce
The Motor Vehicle Act. All vehicles used for State Motor
standards for vehicular pollution. From August
11 1988 its subsequent Yes construction will need to comply Vehicles
1997 the "Pollution Under Control Certificate” is
amendments. with the provisions of this act. Department
issued to reduce vehicular emissions
Use of blasting materials if
required for new quarrying
The Explosives Act (& Rules) Sets out the regulations as to regards the use of
operation and storing of Diesel / Chief Controller of
12 1884 (1983) its subsequent explosives and precautionary measures while Yes
Petrol in the camp site, to be Explosives
amendments. blasting & quarrying
obtained by the Contractor /
Concessionaire
Hazardous materials like Labour
Public Liability And Protection to the general public from accidents
13 Yes Bitumen shall be used for road Commissioner /
Insurance Act, 1991 due to hazardous materials
construction District Magistrate
Hazardous and Other
Hazardous wastes shall be
Wastes (Management, & Protection to the general public against
generated due to activities like Rajasthan Pollution
14 Trans-boundary Movement) improper handling and disposal of hazardous Yes
of maintenance and repair work Control Board
Rules, 2016 and amended wastes
on vehicles
thereof
Construction waste shall be
Construction and generated due to the demolition
Demolition Waste of existing structures &
Safe disposal of construction waste and Rajasthan Pollution
15 Management Rules, 2016 Yes construction activities and
municipal solid waste Control Board
and Solid Waste municipal waste shall be
Management Rules 2016 generated from the construction
worker camp
Chemical Accidents Protection against chemical accident while Handling of hazardous District & Local Crisis
16 Yes
(Emergency Planning, handling any hazardous chemicals resulting (flammable, toxic and explosive) Group headed by
7
Preparedness and chemicals during road the DM and SDM
Response) Rules, 1996 construction
Mines & Minerals
Mining of sand, soil or
(Regulation & Permission of Mining of aggregates and sand State Department of
17 Yes aggregates shall require
Development) Act, 1957 & from river bed & aggregates Mining
permission from mining dept.
amended thereof,
The Building & Other
Construction Workers
District labour
18 (Regulation of Employment Employing Labour / workers Yes Employment of labours
Commissioner
& Conditions of Service)
BOCW Act, 1996
8
1.6.4 Assessment of Alternatives

With and without project scenarios have been assessed. The assessment of alternatives included
that of Process Technology (Pavement, cross-sections, etc.), sources of materials from an
environmental management perspective, selection of alignment, etc.
1.6.5 Assessment of Baseline Environmental Profile
Secondary data such as Survey of India Topo Sheets, District Planning Maps, Forest Working Plans,
booklet of Central Ground Water Board, details of Archaeological Monuments etc. have been
collected from various secondary sources. Further, secondary data, which are relevant to
understand the baseline as pertaining to physical and biological environments has been collected
and reviewed.
Data pertaining to all facets of environment which include physical, ecological and socioeconomic
environment, both through primary and secondary sources were collected. Key relevant information
sources have been summarised in Table 1-3.
Ambient air & noise, ground and surface water samples were monitored at various locations
identified along the corridor. The monitoring and analysis for each component were carried out as
per MoEF&CC and CPCB guidelines during the study period from March to May, 2018. The results of
the monitoring were compared with the relevant national standards.
In order to quantify the impacts of the project road on various receptors, a receptor identification
survey was carried out. The receptors included the information for educational institutes, hospitals,
cultural & religious properties, community properties, water bodies, major pollution generating
sources, ecological components etc.
Table 1-3: Primary and Secondary Information Sources
Parameters Information Source
Technical information Design Report
Inventory of features like water Bodies, Community Total station surveys, Google Earth, Bhuvan, Survey of
structures, environmentally sensitive locations areas, India Maps, Primary Transect Walk
congested locations etc.
India Meteorological Department, Districts
Climatic Condition & Meteorological data Groundwater Brochure of CGWB, Primary data
collection
Districts Groundwater Brochure of CGWB, Seismicity
Geology, Seismicity, Soil and Topography data available of National Disaster Management
Authority Website and Primary survey & Investigation
Survey of India Toposheet, Google Earth, Bhuvan and
Land Use / Land Cover
Ground Truthing
Survey of India Toposheet, Total Station Survey at
Drainage Pattern Site, Districts Groundwater Brochure of CGWB, field
observation and consultation with stakeholders
Ecology & Biodiversity and identification of Forest Onsite survey, DFO/wildlife office, Research generals
Area and I-bat
Onsite monitoring and Analysis of Field samples, SPCB
Air quality Noise, Soil and Water
& CPCB published data
Borrow Areas, Quarries and other construction Material Surveys
material source
River geo-morphology, hydrology, drainage, flood Water resource Dept., Districts Groundwater
patterns Brochure of CGWB, outcome of the consultation and
9
Parameters Information Source

field observations
Socioeconomic Environment Census of India 2001 & 2011 and Public Consultation
during the Field survey
1.6.6 Assessment of Impacts
Assessment of potential impacts has been carried out based on the project design and baseline
environment data as collected from primary and secondary sources. Assessment of the
environmental impacts were carried out to ascertain the direct and indirect impacts likely to be
induced due to proposed development. The general impacts are land acquisition & allied impacts on
society, dust & air pollution due to removal of structures, trees & vegetation and other construction
activities; noise pollution due to construction activities, loss of flora and its impacts on the ecology
and impacts on water resources.
For each impact predicted, feasible and cost-effective mitigation measures has been suggested to
reduce potentially significant adverse environmental impacts to acceptable levels.
1.6.7 Consultations
Consultations on environmental issues with community members, institutional stakeholder and
PAPs in the form of Focused Group Discussions, Stakeholder meetings, etc. were carried out.
Consultation process were involved both formal and non-formal discussion. The feedback generated
through these meetings has been incorporated as far as possible in the design and construction of
the highway. The consultation process shall continue even during the implementation stage to gauge
the general opinion. The outcome of consultation activities is elaborated in Chapter 7- Additional
Studies.
1.6.8 Environment Management and Monitoring Plan
All affirmative action’s not only to avoid and deter but also to capitalise on the opportunities
provided by the project in order to improve the environmental conditions have been deliberated.
The various mitigation and enhancement measures proposed have been included in the EIA report.
Based on their applicability, both general and case specific measures were incorporated.
The EMP action plan has been prepared to detail out the implementation plan of the proposed
mitigation and enhancement measures. Monitoring indicators have been identified to have a
continuous check on impacts associated with project activities.
1.7 Structure of the Report

The EIA report excluding the first chapter has been structured into the following chapters:
Chapter- 2 Project Description describes the project design features related to environment, health
and safety aspects.
Chapter-3 Analysis of Alternatives details out the various alternatives for the project stretch,
construction technology alternative, etc.
Chapter- 4 Baseline Environmental Profile describes the existing environmental set up of the study
area;
10
Chapter-5 Anticipated Environmental Impact & Mitigation Measures details out about impacts
associated with the proposed developmental activities. Mitigation measures for
identified impacts are also covered in this chapter.
Chapter- 6 Environmental Monitoring programme discuss about the monitoring indicators,
reporting mechanism and responsibility distribution for successful implementation of
Environment Management Plan
Chapter -7 Additional Studies covers details about the Public Consultation and Hearing. Chapter also
contains the brief of additional studies suggested by MoEF&CC during ToR appraisal
meeting.
Chapter- 8 Project benefits to the local community and environment are discussed in this chapter;
Chapter- 9 Environmental Management Plan details both the generic and specific EMPs for the
project Highway. Implementation arrangements give a brief about the implementation
methodology. This chapter also discusses about the Environmental Budget.
Chapter- 10 Summary and Conclusion briefs the EIA study outcome along with recommendation for
the project.
Chapter- 11 Disclosure of the Consultant provides the details of the consultants engaged along with
their capabilities and experiences.
11
Development of 8 lane (Greenfield highway) from Durjanpura village (Ch.
349.000 Km) to Banda Hera village (Ch. 392.800 Km) Section of NH-148 N
(Total length 43.8Km), Under BHARATMALA PRIYOJANA Lot-4/Pkg-4 in the Environment Impact
state of Rajasthan Assessment (EIA) Report
2 PROJECT DESCRIPTION
2.1 Project Profile

The Project entails 8 lane access-controlled green-field highway section of NH-148N. The proposed
alignment of the project starch starts from Ch. 349.000 near Durjanpura village and ends near Banda
Hera Village at Ch. 392.800 in Kota district of Rajasthan state. This section covers 43.8 km length of
Kota district in the state of Rajasthan.
The Geo-graphical Coordinates of start and end points are given in Table 2-1.
Table 2-1: Project Coordinates
Description Coordinates
Starting point 25°28'20.34"N, 76°12'41.81"E
Terminating point 25°06'24.16"N, 76°03'26.03"E
Total length of the Project is about 43.8 km with 100 m Right of Way has been considered for
proposed alignment. Location of the Project stretch is shown in Figure 2.1 below.
12
Development of 8 lane (Greenfield highway) from Durjanpura village (Ch. 349.000) to Banda Hera village (Ch. 392.800) Section of Environment Impact Assessment
NH-148 N (Total length 43.8Km), Under BHARATMALA PRIYOJANA Lot-4/Pkg-4 in the state of Rajasthan (EIA) Report
Figure 2-1: Proposed alignment marked on Satellite Imagery (Google Earth)
13
Banda Hera village (Ch. 392.800) Section of NH-148 N (Total length 43.8 Km), Under Environment Impact
BHARATMALA PRIYOJANA Lot-4/Pkg-4 in the state of Rajasthan Assessment (EIA) Report
2.2 Project Features

The Project highway is 8 lane green-field highway and follows expressway standards as per IRC SP
99-2013. The various aspects of design that have been considered in the development of design for
the proposed highway are brought out in this section. It mainly consists of geometrics of
expressway, interchange design, junction design, cross sections, drainage design, pavement design,
structure design for culverts, bridges, flyover, VUP’s, LVUP’s, SVUP’s, and interchanges.
2.2.1 Design Speed
The project corridor passes through plain, rolling and hilly terrain. The adopted design speed is
120kmph throughout the stretch. Design speed for various terrains given Table 2-2.
Table 2-2: Design Speed
Design Speed (Kmph)
Nature of Terrain Cross Slope of Ground
Ruling
Plain, Rolling & Hilly Upto 25% 120
2.2.2 Right of Way
The recommended minimum Right of Way is given in Table 2-3:
Table 2-3: Recommended Minimum Right of Way
Section Right of Way (ROW) in m
Rural Section 100
Rural sections passing through semi urban areas 100
At interchanges, toll booth, highway amenities, truck lay byes additional land shall be acquired .
2.2.3 Cross-fall and Super Elevation
The cross-fall on straight sections of project road carriageway shall be as given in the Table 2-4. Each
carriageway shall have unidirectional cross-fall.
Table 2-4: Cross-fall on different Surfaces
Annual Rainfall
Cross-sectional Element
1000 mm or more Less than 1000 mm
Carriageway, Paved Shoulders, Edge Strip 2.5% 2.0%
The cross-fall for earthen/granular shoulders on straight portions is at least 1.0 percent steeper than
the values given in above table. On super elevated sections, the earthen portion of the shoulder on
the outer side of the curve is provided with reverse cross-fall so that the earth does not drain on the
carriageway and the storm water drains out with minimum travel path.
2.2.4 Super Elevation
The super elevation in the proposed highway is limited to 5% Super elevation shall not be less than
the minimum specified cross-fall.
14
2.2.5 Typical Cross Sections

For 8 lanes highway different Cross-section has been developed on the basis of IRC-99-2013. 2x15m
carriageway having each lane width of 3.75m. The paved shoulder width of 3m on both sides and
22m wide central median has been provided.
Keeping these basic requirements, various typical cross sections were developed to meet the need
of land use along the project road. Details of Cross Sectional Elements for particular typical cross
sections and location-wise application of TCS are given in Table 2-5:
Table 2-5: List of Typical Cross Sections
TCS Applicability Cross Sectional Elements
Carriageway: 2X15m EDGE strip: 2 X (0.750m Paved + 1m
Rural Areas Earthen) Paved Shoulders: 2X3.0m Granular Shoulders:
1
(8 Lane with Paved Shoulder) 2X2.0m Central Median: 22.0m Side Drain: Unlined both side
Utility Corridor: 2X3.0m ROW: 100 m
Over Bridge and Grade Separator Carriageway: 2X15m EDGE strip: 2X0.750 m Paved Shoulders:
2
(8 Lane with Paved Shoulder) 2X5.0m Central Opening: 19.5m ROW: 100 m
Source: Design Report
2.2.6 Grade Separators
At grade; junctions are safety hazard in view of high speed and thus no at-grade junctions are
provided in the project corridor.
2.2.7 Major & Minor Bridge
Bridges shall be provided on all the rivers/streams crossing and water bodies falling within the
proposed alignment.
Table 2-6: Major bridge
S. Design Chainage Span Arrangement Structure Total width
Remarks
No. (Km) (m) Type (m)
1. 355+521 1x62.334(Skew) MJB 2X21.25 Ramnagar Minor Canal
MJB CUM Sultanpur sub Branch Canal
2. 356+518 1x62.334(Skew) 2X21.25
LVUP (Chambal RMC)
MJB CUM
3. 363+456 1x15+1x106.5+1x15 2X21.25 Minor canal +drain both side
LVUP
4. 364+995 50+25+50 MJB 2X21.25 Tributory of Chambal
MJB CUM Kalyanpur Distributory with
5. 379+420 1x30+1x55.8+1x30 2X21.25
LVUP service road both side
Chambal Right Main Canal
6. 381+160 1X106.5 MJB 2X21.25
including Inspection path
7. 388+100 6x25 MJB 2X21.25 Pond/water body
8. 355+521 1x62.334(Skew) MJB 2X21.25 Ramnagar Minor Canal
Table 2-7: Minor bridge
Design Span Structure Type Total Width
S. No. Remarks
Ch: (Km) Arrangement (m) (m)
1. 349+225 1x30 MNB 2x21.25 Local stream
2. 349+493 1x30 MNB 2x21.25 Local stream. Realign
15
Design Span Structure Type Total Width

S. No. Remarks
Ch: (Km) Arrangement (m) (m)
Local stream. Nalla
realignment rqd. From 347.7-
3. 350+048 1X30 MNB 2x21.25
347.49,347.800-348,348.36-
348.63 & 348.75-349.06
LHS 3x25, RHS
5. 358+231 MNB CUM LVUP 2x21.25 Chaup Arkheri Minor Canal
2x25
Canal structure below MNB
6. 358+238 RHS 1x25 MNB 2x21.25
cum LVUP @ Ch. 358+231
Canal structure below MNB
7. 358+247 LHS 3x25 MNB 2x21.25
cum LVUP @ Ch. 358+231
Khera Bhopal Minor canal.
8. 359+863 1x53.3(Skew) MNB CUM LVUP 2x21.25
Realign
9. 359+980 1X30(Skew) MNB 2x21.25 Jiaheri Minor Canal
10. 360+883 1X20 MNB CUM LVUP 2x21.25 Drain with Road
11. 361+498 1X15 MNB 2x21.25 Drain with Road
Dobarli Minor canal ,skew with
12. 361+916 1x35 MNB CUM LVUP 2x21.25 service Road. Staggered
arrangement
13. 362+904 1X40(Skew) MNB CUM LVUP 2x21.25 Drain with Road
Jhatoli minor canal with road.
14. 368+555 1x53.3(Skew) MNB CUM LVUP 2x21.25
Realign
15. 372+826 1x23.250 MNB CUM VUP 2x21.25
Toran Minor canal with service
17. 373+625 1X30 MNB CUM LVUP 2x21.25
road
18. 374+403 1X10 MNB 2x21.25 Local stream
19. 374+711 1X25 MNB CUM LVUP 2x21.25 Kacholia minor canal
20. 375+138 1X20 MNB 2x21.25 Local stream. Nallah Realign
21. 375+431 2X35 MNB CUM LVUP 2x21.25 Minor canal with service road
23. 376+617 1X20 MNB CUM LVUP 2x21.25 Drain with Road
25. 377+390 1X40 MNB CUM LVUP 2x21.25 Minor canal
1x31.301(sq),
29. 388+738 MNB 2x21.25 BPCL PIPE LINE
32(sk)

2.2.8 Access Control
The proposed highway is completely access controlled and access shall be provided through
interchanges only.
16
2.2.9 Flyover
Flyovers are provided at crossing between the project road and the NH/SH depending upon lane
configuration and importance of road. All existing four lane road are considered for Flyovers.
Table 2-8: Details of Flyover
Design Chainage Total width
S. No. Clear Span (m) Skew Remarks
(m) (m)
Nil
2.2.10 Vehicular Under Pass (VUP)
VUP’s are provided between the Project highway and MDRs. The lane width of the cross road varies
from 7.0m to 10.0m. The provision of future widening from 2 lane to 4 lanes is already taken into
consideration for these roads. These are provided perpendicular to the Project road.
Table 2-9: Details of VUP
S. No. Design Chainage (Km) Span Arrangement (m) Total width (m) Remarks
1. 372+171 1x20x5.5 2X21.25 -
2. 383+148 1x20x5.5 2X21.25 -
3. 391.045 1x20x5.5 2X21.25 -
4. 391.972 1x20x5.5 2X21.25 -
5. 372+171 1x20x5.5 2X21.25 -
2.2.11 Light Vehicular Under pass (LVUP)
LVUP has been provided for metal roads/ODR. These are low configuration road compared to VUP’s.
These are provided perpendicular to the Project road.
Table 2-10: Details of LVUP
Total width
S. No. Design Ch: (Km) Span Arrangement (m) Remarks
(m)
1. 352+284 1X12X4 2X21.25 -
2. 353+411 1X12X4 2X21.25 -
3. 355+972 1X12X4 2X21.25 -
4. 364+054 1X12X4 2X21.25 -
5. 368+294 1X12X4 2X21.25 -
6. 385+275 1X12X4 2X21.25 -
2.2.12 Small Vehicular Underpass (SVUP)
To ensure complete access control and make cost effective grade separation, a smaller dimension
VUP (SVUP) has been provided for VR/mud roads with width less than 5.50m. All cross roads are not
provided with SVUP’s. In some of the cross road 4mx3m Box is provided.
For few, mud roads/ tracks which are at close interval and for which direct underpasses are not
provided shall be connected by connecting roads.
17
Table 2-11: Details of SVUP

S. No. Design Ch: (Km) Span Arrangement (m) Total width (m) Remarks
1 353+051 1x7x4 2X21.25 -
2 353+953 1x7x4 2X21.25 -
3 354+301 1x7x4 2X21.25 -
4 357+551 1x7x4 2X21.25 -
5 369+021 1x7x4 2X21.25 -
6 369+701 1x7x4 2X21.25 -
7 382+241 1x7x4 2X21.25 -
8 384+651 1x7x4 2X21.25 -
9 387+451 1x7x4 2X21.25 -
10 389+585 1x7x4 2X21.25 -
2.2.13 Interchange Design
The interchanges are proposed on National highway/ State Highways. The interchanges are designed
with proper ramps and loops as per IRC: 92 latest versions.
Project road will cross the following major roads NH 76 in the state of Rajasthan. Being fully access
controlled, there will be no grade junctions. Entry/Exit will only be provided from interchanges.
Grade intersections adversely influence the quality of highways in terms of speed, capacity and
safety because of interruptions to the flow of traffic. Thus the basic requirement for the design of
intersections is not only to cater to the safe movements for the drivers, but also to provide them full
traffic information by way of signs, pavement markings and traffic signals. Only one interchange has
been provided and rest all crossing will be grade separated. Location of interchanges is given in
Table 2-12.
Table 2-12: Interchange Detail
S. No. Design Chainage (Km) Clear Span (m) Skew Total width (m) Remarks
o
1 385+797 2x30 16.5 2X21.25 NH-76
o
2 372+590 2x30 58 2X21.25 SH-70
o
3 385+797 2x30 16.5 2X21.25 NH-76
2.2.14 Connecting / Service / Slip Roads
Connecting roads are provided to maintain proper circulation of local traffic, continuity of travel and
to facilitate crossing over to the other side of the project highway through an under/overpass.
Connecting roads shall be provided outside the RoW and width of connecting road shall be same as
standard of crossing road. The construction and maintenance of connecting roads shall be part of
the Project Corridor.
Connecting roads also provide connectivity to highway amenities across the project highway. The
detail of location where connecting / service / slip road are provided is given in Table 2-13 & 2-14.
Table 2-13: List of Proposed Service Roads
Location of Service Road/Slip Roads (Design
Chainage in Km) RHS/LHS or Both
Sr. No. Length (m) Remarks
Sides
From To
1 381+550 382+150 Both Side 600 5.5m wide
18

Table 2-14: List of Proposed Connecting Roads
Stretches of Connecting Roads Length on LHS Length on RHS
Sl. No. Structure Type
From To (m) (m)
1 368+250 368+501 LVUP 251 75
2 368+501 368+640 MNB CUM LVUP 0 139
3 372+400 372+800 FLYOVER
4 375+650 375+900 BOX CULVERT 150 100
Total 401 314
2.2.15 Median Openings
Median openings with detachable barrier will be provided at about 12-15 km (between two
interchanges) for traffic management for maintenance works and vehicles involved in accidents.
2.2.16 Boundary Wall at ROW
Road Boundary wall to be constructed as specified in Ministry Circular No.RW/NH-24036/27/2010-
PPP dated 25.04.2018.
2.2.17 Embankment and Cut Sections
The design and construction of the road in embankment and cutting shall be carried out in
accordance with Section 300 of MORT&H Specifications and standards & specifications given in IRC:
SP-99 latest version.
2.2.18 Pavement Design
As per life cycle cost analysis and considering safeguarding the depleting natural resources, project
location and the strategic importance of the Project highway (which is a major connecting link from
Delhi to Vadodara and further, Vadodara-Mumbai Expressway), the perpetual pavement with a
design of 50 years is recommended for the Project highway. Accordingly, summary of proposed
pavement design is given in the below Table 2-15.
19
Table 2-15: Proposed Pavement Design for Main Carriageway

Pavement Composition Pavement Type Recommended Crust Thickness (mm)
Stone Matrix Asphalt (SMA) with PMB 40 and
50
minimum 2% Lime
Dense Bituminous Concrete (DBM) with minimum
250
2% Lime Perpetual
Wet Mix Macadam (WMM) 150
Cement Treated Sub-base (CTSB) with minimum
200
2% Cement.
Total 650
Note: The cement and lime content shall be provided as per actual mix design during the
construction, however in any case it shall not be less than as mentioned in Table 2-15.
Table 2-16: Proposed Pavement Design for Connecting/Service & Slip Road Sections
Pavement Crust Composition Recommended Thickness (mm) Grade of Bitumen
Bituminous Concrete (BC) 40
Dense Bituminous Macadam (DBM) 50
Granular Base (WMM) 250 VG-30
Granular Sub Base (GSB) 200
Total 540
2.2.19 Drainage
The IRC: SP 42 will be followed for design of highway drainage. The planning of highway and
drainage is intricately linked with the terrain, alignment of the highway and the proposed cross
drainage works. The planning and designing of adequate drainage system is a primary requirement
for maintaining a structural soundness and functional efficiency of a road. Pavement structure
including sub-grade must be protected from any ingress of water; otherwise over a period of time it
may weaken the sub-grade by saturating it and cause distress in the pavement structure. Hence
disposal of water from the pavement and sub-grade is a basic consideration in road design. Over and
above quick drainage takes away the water from pavement surface and reduces chances of skidding
of vehicles. In order to guard the pavement from the poorly drained conditions, planning, designing,
construction and maintenance of longitudinal drains on either side of the roads is very much
essential. The surface water from the pavement and shoulders will be made to flow in to the drains
by providing suitable cross Slopes / Camber.
Earthen drains are provided through-out the project corridor to ensure efficient drainage from
carriageway to drain. All drains are connected to cross drainage structure. Drains are provided with
rain water harvesting structure. Provision of Rain water Harvesting at 500 mtrs interval at each side has
been kept as per IRC 42:2014. Proper drainage arrangements are provided for grade separated
structures. If requires, CD work is also provided for loops and ramps.
2.2.20 Capacity of Project Highway
Based on the guidelines decided by the Ministry of Road Transport and Highways (MoRT&H) office
memorandum No. NHAI/Planning/EC/DPR/2016 dated 3rd May 2018, the end-lane configuration
and the stage development to be considered based on present day traffic should be as given below
Table 2-17.
20
Table 2-17: Design service volume standards for LOS-B

Present traffic
Sl. Present End Lane ROW
including induced Stage Development
No. Lane Status Status (m)
traffic (PCU)
(i) Upto 20,000 PCUs Upto 2LPS 8 Lane 4 Lane highway with 4 lane structures 70
(ii) 20,000 - 30,000 PCUs Upto 2LPS 8 Lane 6 Lane highway with 8 lane structures 70
30,000 - 40,000 PCUs
(iii) Upto 2LPS 8 Lane 8 Lane highway with 8 lane structures 70
onwards
8 Lane highway with 8 lane structures
(iv) 40,000 PCUs onwards Upto 2LPS 12 Lane 100
Service Roads in urban areas
* Option of a Green-filed alignment or
8 lane with 8 lane structures (where
lifecycle cost is lower)
* 6 Lane with 6 lane structures, in
cases, where portion of the corridor
(v) 40,000 PCUs onwards 4-Lane 6/8-Lane 7
has been 6 laned or 6 lane structures
have already been developed on 4
lane highway or Cost of land
acquisition for brown-field expansion
is prohibitive.
2.2.21 Highway Amenities
There are two types of amenities provided in the project highway which are as below.
 Wayside amenities have to be provided at every 25.0 Km on both the sides. The service areas of
sizes (300m X 600m and 100m X 80m) are to be provided at alternate locations. All amenities
are connected with subway which enable passengers to use amenity also.
 In the bigger wayside amenity having size of 300m x 600m, all facilities such as drinking water
kiosk, toilet facilities, truck parking, bus parking, car parking, separate restaurants for truck
driver, restaurants for other road users, children park, petrol station, garage, generator set/
solar system area, ATM’s, Ambulance area, medical room etc. to be provided.
 In the smaller wayside amenity having size of 100m x 80m, facilities such as drinking water
kiosk, toilet facilities, truck parking, bus parking, car parking, restaurants, petrol station, garage,
generator set / solar system area, ATM’s etc., to be provided.
2.2.22 Toll booth
Toll booths are proposed along the project stretch for collection of toll fee. Toll booth shall comprise
of minimum of 4 lanes for toll collection, toll islands, toll canopy, service area and administrative
block. Weigh in Motion (WIM) systems shall be installed to check the overloading of vehicles.
2.2.23 Lighting
Lighting shall be provided at all interchanges, toll plazas/booths, bridges, overpasses/ underpasses
etc. as specified in IRC SP:99-2013.
2.2.24 Traffic Management Systems
Advance Traffic Management Systems (ATMS) shall be provided as per Clause-816 of MORT&H
Specifications for road and bridge works.
21
2.2.25 Way side Amenities / Service Areas

Toilet facilities and kiosks with smaller parking area of about 0.8 hectares shall be constructed at the
following locations. Apart from development of access controlled 8 lane expressway, the project has
also proposed several other enhancements such as, toll plazas and rest areas with restaurant, toilet
facilities, ATM facility, emergency first aid, repair / maintenance facility, parking provisions for trucks
and cars, PCO and Police outposts.
Table 2-18: Parking places with Toilet Facilities Service Area
Sl. No. Location Chainage (Km) Side
1 352+700 Both Side
2.2.26 Crash Barriers
Metal Beam Crash Barriers is proposed at high embankment locations and at major bridge
approaches. The barrier would be of “Thrie” beam type consisting of steel posts and a 3mm thick
“Thrie” beam rail. There would be a steel spacer block between the post and the beam to prevent
the vehicle from snagging on the post. The steel posts and the blocking out spacer would be channel
section of 75mm x 150mm size and 5mm thick. The posts are spaced 2m centre to centre. All
members of the system would be hot dipped galvanized. Crash barrier system absorbs impact of
vehicle and laterally restrains a vehicle from veering off. This would ensure minimum damage to the
vehicle and passengers.
2.2.27 Traffic Control Devices, Road Safety Devices and Road Side Furniture
Traffic Control Devices, Road Safety Devices and Road Side Furniture shall comprise of road signs,
road markings, object markers, hazard markers, studs, delineators, attenuators, safety barriers,
boundary fences, boundary stones, kilometer stones, etc. as per Relevant IRC Guidelines (IRC 2,
IRC:8, IRC:35, IRC:67, IRC SP 99,etc), MORT&H Guidelines for Expressways manual and Section 800 of
MORT&H Specifications shall be followed.
2.2.28 Landscaping and Tree Plantation
The trees and shrubs shall be planted at appropriate locations within Right of Way and on land
earmarked by the Authority for afforestation as per “Green Highway Policy 2015” at the following
areas.
Table 2-19: Areas Identified for landscaping & tree plantation
Sl. No. Types of Plantation Location (Km) Remarks
In median except
1. Shrubs Ornamental type plantation shall be provided
Structures
All interchanges/ Service
2. Landscaping Areas / Toll Booths / O & Ornamental type plantation shall be provided
M Centres
Minimum 60,000 nos. of trees of desired type in
two rows @5 m c/c near edge of ROW on both
Available open land side and three rows @5 m c/c on central
3. Plantations
within ROW median(As per Schedule D) preferably local
varieties like mango, Neem, Sheesham, Babul,
Peepal etc. shall be planted
22
2.3 Components & Activities of the Proposed Project

The development of the road would necessarily entail the following three stages. Each of the stages
would have several activities and sub-activities. The three stages are
 Detailed design and Pre-Construction Stage
 Construction Stage
 Post-Construction, Operations & Maintenance Stage
The sub-activities and activities which would be undertaken in each of the three stages are detailed
in below sections.
2.3.1 Infrastructure Requirement for Highway Development
During the construction and operations of the highway the following infrastructure shall be
developed and maintained by the Contractor
2.3.1.1 Construction Camp
Even though local labour shall be employed to the extent possible, the number of activities would
require specialized skilled labour e.g. operator of the vehicle and machinery, skilled crews for
specialised operations e.g. bar-bending and casting. These labours in most cases would be migrant
from other parts of Rajasthan or other states. The Contractor will setup a construction camp for
accommodation of the workers.
2.3.1.2 Hot Mix Plant
For the manufacturing of the bituminous material the contractor shall setup a Hot mix Plant. The
plant shall be setup considering the sitting guidelines specified by regulatory authorities.
2.3.1.3 Batching Plant
The Concrete batching plant shall installed for concrete casting of structures i.e. Minor bridges, box
and Hume pipe culverts. The Batching plant in addition to cylos for cement, aggregates and sand
would also have an area for storage of cement and additives.
2.3.1.4 Lay down Areas
The contractor will identify an area for storage of the raw-material required for construction
including soil, sand GSB and aggregates. These material will be stored as open heaps within the lay
down area. The lay down area might also be used as a maintenance yard for the vehicles and
machinery.
23
Figure 2-2: Activities in the Typical Highway development project

2.3.1.5 Waste Storage Area
The excavate material from the pavement will be stored at some places before it can be utilised or
disposed of at a permanent disposal site provided by the Municipal Corporation/PWD or the local
panchayat.
2.3.2 Resource Requirements for the Project
The Project entails development of a green-field road and will require road construction materials.
Construction material like aggregates, sand, stone, etc. shall procured from nearby approved
quarries. Separate environmental approval shall be sought for any new quarry. Quantity of the
construction material required for the proposed 8 lane Project (Length: about 43.8 km) is given in
Table 2-20.
Table 2-20: RoW Material Requirement
S. No. Description unit Qty.
1 Earthwork Cum 9126134
2 GSB Cum 531057
3 WMM Cum 462530
4 DBM MT 499788
5 BC MT 213762
6 Bitumen MT 31929
7 Emulsion MT 2011
24
S. No. Description unit Qty.

8 Cement MT 70158
9 10 mm Cum 150755
10 20 mm Cum 177988
11 40 mm Cum 77608
12 Dust Cum 197378
13 Sand Cum 75998
14 Filler MT 9221
15 Steel MT 18288
Source: Design report
2.3.2.1 Power
Power required at the construction camp shall drawn from the grid where it is available else DG sets
shall be used to supply the power to the Construction & Labour Camps.
2.3.2.2 Manpower
The manpower requirement for project shall be varied over the construction period and depending
on the quantum of work. About 596 nos. manpower will be required during the construction phase
(Ref. Press Information Bureau Government of India Ministry of Road Transport & Highways dated
26th July 2018). The skilled manpower primarily the machine operators and concrete casting crew
would be migrant labours and would be housed in the construction camp.
2.3.2.3 Land Requirement
The approximate land requirement for the proposed alignment is about 513.57 ha. which includes
RoW and additional land. The additional land requirement includes components like interchanges
and wayside amenities. Detail of the approximate land required for the proposed highway:
Table 2-21: Approximate Land Requirement
Sl. No. Description Approx Land Requirements (in Ha)
1 Row - Carriageway 430
2 Interchange 45.97
3 Wayside Amenities 37.6
Total 513.57
2.3.2.4 Water
The project will require water for both construction activities and domestic purpose during the
construction period. Total water demand for the project will be about 2826072 KL (Including per
capita use).
The water requirement for construction depends on the climatic conditions, type of equipment, type
of material available, mix design; type of construction. Water quantity required for the project road
has been calculated considering the following:
 8-10% of weight of soil for the embankment construction
 7-8% of weight of soil for sub grade construction
 5-6% of weight of GSB materials for GSB and WMM
25
 150 litre/cum for concrete

 110 lpcd for person residents of the camp
 45 lpcd for the non-residents
During the operations phase the water will required primarily for domestic use at the toll plaza and
landscaping.
2.3.3 Pollutant Sources & Characterization
2.3.3.1 Construction Phase
During construction phase environmental impacts are likely to result primarily from operation of
heavy machinery and equipment’s, vehicular movement and from influx of workforce. The potential
pollutant sources for construction phase and their characterization has been discussed in the
subsequent section.
2.3.3.2 Operations of Heavy Machineries & Vehicular Movement
The operations of construction vehicles, diesel generators and machineries will contribute to
Suspended Particulate Matter (SPM), Sulphur and Nitrogen dioxides (SO2 and NOx), Carbon
monoxide (CO) and other hydrocarbons (HC).
In addition, fugitive emissions are envisaged from plying of vehicles and also from storage, handling
and transportation of materials during the construction phase. Mainly dust will be emitted during
material transport and during loading-unloading activities which is planned to be controlled by
periodic water sprinkling and by adopting good engineering practices.
Also, during construction phase, noise will be generated from operating heavy machineries and from
vehicular movement. All the generator sets will be equipped with exhaust mufflers and acoustic
enclosures and subjected to periodic preventive maintenance.
2.3.3.3 Generation of Construction waste
Some amount of waste will be generated from the batching plant, hot mix plant and from the
demolition of the building and other structures within the proposed ROW. Some of the material will
be recycled and used for back filling. Material which cannot be recycled will considered as
Construction and Demolition waste and has to be disposed off as per the existing rules.
2.3.3.4 Influx of Workforce
Sewage effluent will be generated during this phase from construction camps. Solid waste generated
during the construction phase from the camps is expected to comprise of food waste and recyclables
viz. packaging material etc.
2.3.3.5 Operation Phase
During operations, of the proposed highway both solid (municipal) and liquid waste will be primarily
generated from toll plaza and rest area. In case of maintenance the bituminous layer would be
excavated during the repair of pavement and needs to be disposed off.
2.4 Traffic Studies & Forecast

This section presents the traffic studies and analysis carried out for addressing various objectives
26
and issues pertaining to development of Project Highway. The results of this analysis will form inputs
for assessing the traffic diversion to the proposed corridor, generated and development traffic. The
forecast of the traffic helps in planning and designing of the pavement, developing capacity
augmentation proposals, designing the toll plaza and design of intersections / interchanges along the
project road.
Since it is a Greenfield highway, a thorough knowledge of the travel characteristics of the traffic on
the existing alternate routes is essential for future diverted traffic estimation on the project road.
Hence, detailed traffic surveys were carried out to assess the baseline traffic characteristics on
various alternative routes along the proposed alignment.
The Project Highway has been divided into homogeneous sections based on the interchanges
provided and for calculating the diverted traffic between 2 points following nomenclature has been
used: The homogeneous sections are indicated in Table 2-22.
Table 2-22: Homogeneous Sections
Homogeneous Section From (Km) To (Km) Length (Km)
Section 1 385.182 397.63 12.448
Section 2 397.63 416.9 19.27
Section 3 416.9 434.2 17.3
As this is a Greenfield alignment, the various existing alternative routes have been identified. These
routes are those which carry the potential divertible traffic.
2.4.1.1 Section Wise Traffic
Project road has been divided into 3 homogeneous sections based on interchange points provided.
The section wise traffic has been provided in Table 2-23.
Table 2-23: Section-wise Normal Traffic in Year 2018-19
Sections
Vehicle Type IX X XI Average
Km 385.796 to Km 398.240 to Km 417.600 to
km 398.240 km 417.600 km 434.820
Cars 918 912 740 642.5
Taxi/Shared Jeep 141 139 118 99.5
Mini Bus 8 8 8 6
Govt. Bus 54 50 15 29.75
Pvt. Bus 94 96 80 67.5
Mini LCV 218 224 202 161
LCV 822 812 699 583.25
2 axle T 769 760 669 549.5
3 axle T 1683 1673 1480 1209
MAV 2604 2601 2508 1928.25
Total vehicles 7311 7275 6519 5276.25
Total PCUs 22040 21947 20139 16031.5
27
Table 2-24: Section wise Projected Total Traffic

Section-1 Section-2 Section-3
FY (Km 385.796) (Km 398.240) (Km 417.600)
Nos PCUs Nos PCUs Nos PCUs
2018-19 1155 2404 115 300 461 1145
2019-20 1237 2561 123 320 490 1211
2020-21 1326 2731 132 341 521 1282
2021-22 1421 2912 141 363 554 1358
2022-23 1523 3107 150 386 589 1439
2023-24 1634 3316 160 411 626 1524
2024-25 1739 3518 170 436 663 1610
2025-26 1851 3735 180 462 702 1699
2026-27 1971 3966 191 490 743 1794
2027-28 2098 4210 203 519 786 1895
2028-29 2235 4471 216 550 833 2003
2029-30 2365 4726 228 582 879 2112
2030-31 2503 4996 241 616 928 2227
2031-32 2649 5283 255 651 979 2347
2032-33 2803 5585 269 688 1033 2475
2033-34 2967 5906 285 729 1091 2611
2034-35 3123 6218 301 769 1148 2747
2035-36 3286 6545 317 811 1208 2889
2036-37 3458 6890 334 856 1271 3040
2037-38 3638 7253 352 902 1337 3198
2038-39 3829 7635 371 952 1407 3365
2039-40 4005 7995 388 999 1473 3526
2040-41 4190 8373 407 1047 1542 3694
2041-42 4383 8767 426 1099 1615 3871
2042-43 4585 9181 447 1153 1691 4057
2043-44 4797 9616 468 1210 1771 4252
2044-45 4994 10026 488 1264 1847 4440
2045-46 5198 10454 509 1320 1926 4636
2046-47 5412 10901 531 1379 2010 4841
2047-48 5634 11368 553 1441 2096 5056
2048-49 5865 11854 578 1506 2188 5282
2049-50 6107 12362 603 1574 2282 5518
2050-51 6358 12894 629 1646 2382 5764
2051-52 6620 13448 657 1721 2485 6022
2052-53 6893 14026 685 1799 2593 6291
2053-54 7177 14628 715 1879 2705 6571
2054-55 7473 15259 745 1964 2823 6865
2055-56 7782 15915 778 2052 2945 7172
28
Section-1 Section-2 Section-3

FY (Km 385.796) (Km 398.240) (Km 417.600)
Nos PCUs Nos PCUs Nos PCUs
2056-57 8104 16603 811 2145 3073 7493
2057-58 8439 17319 847 2242 3207 7830
2058-59 8788 18067 884 2343 3347 8180
2059-60 9152 18848 922 2449 3493 8547
Junctions in terms of interchanges are to be decided catering above traffic at least or as per
expressway manual guidelines whichever is governing.
2.5 Cost
The total civil cost of the project is about INR 1827.31 Cr.
29
3 Analysis of Alternatives
The chapter tries to compare feasible alternative to the proposed project with respect to site,
technology, design etc. The methodology that has been adopted for the evaluation of the alternate
alignment route for construction of proposed highway and possible feasible options comparises of
the engineering, economic, environmental and social considerations. The chapter discusses how
environmental parameters were assigned due importance and were carefully considered in the
analysis of alternatives.
3.1 With & Without Project Alternatives

3.1.1 Without Project Scenario
The existing connectivity along the proposed section is mostly two/four lane highway with varying
pavement width. The exisiting scenario of the high Traffic volumes along with higher estimated
future traffic volumes coupled with the aim of improving the efficiency of freight movement, the
capacity of the existing highway is insufficient for handling the high volume of traffic and freight
movement. The inability of the exisiting infrastructure to meet future demands calls for
development of an access controlled 8 lane carriageway with hard/granular shoulder. There are
dense settlements/habitations along the exisiting highway which causes disruptions to the traffic
flow and futher vehicular-pedestrian conflicts creates higher probability for accident occurance.
These conflicts lead to reduced efficiency and mobility of the exisiting infrastructure. This is further
compounded by the various land use conflicts, in terms of uncontrolled development along the
highway. The population growth, increase in traffic volumes and the economic development along
the corridor would continue to occur and will worsen the already critical situation. In the absence of
proposed development, the existing unsafe conditions and the adverse environmental consequences
in terms of the environmental quality along the existing roads would continue to worsen. Moreover,
if it is decided not to proceed with the project, then the regional benificiaries (sub-urban and rural
population along the proposed alignment) of the proposed Project will be deprived of the socio-
economic development of this remote and relatively poorly connected area. herefore, the no-action
alternative is neither a reasonable nor a prudent course of action for the proposed project, as it
would amount to failure to initiate any further improvements and impede economic development.
3.1.2 With Project Scenario
The ‘with project scenario’ is found to have a positive impact in the long run on social,
environmental, economic and financial issues. This scenario includes the development of 8 lanes
with paved/granular shoulder. The scenario is economically viable and will improve the existing
conditions of the project area. It would thereby, contribute to the developmental goals envisaged by
NHAI, MoRTH GoI, and enhance the growth potential of the area.
In spite of the various benefits likely to accrue due to the project, as is the case of every road
development project. The project would be accompanied by some impacts on the natural, social and
environmental components. The potential impacts on the various environmental components can be
avoided through good environmental practices. Wherever avoidance of negative impact has not
been possible, appropriate mitigation and enhancement actions will be worked out to effectively
offset the environmental damages inflicted due to the project. A detailed Resettlement and
30
Rehabilitation (R&R) Plan will be worked out to improve the well-being and livelihood of the people
to be impacted. Comparative assessments of the “with and without” project scenarios are presented
in Table 3-1.
Table 3-1: "With and Without" Project Scenarios - A Comparative Assessment
Component "With" Project Scenario 'Without" Project Scenario
Highway 8-lane carriageway with paved/granular Existing intermediate/two lane
Geometrics shoulder with geometric improvements carriageway with poor geometrics
50-60 kmph in rural Sections, 20-30
Design Speed 120 Kmph
kmph in Urban Sections
Congestion in Free flow of traffic due to access control
Congestion in urban areas
Settlements carriageway.
Felling trees as prescribed. 3 times of the No felling of trees. The old trees may
Felling of road
number of new young and healthy trees to become a safety hazard to the road
side trees
be planted as compensatory plantation. users with passage of time.
Provision of proper road markings, Speed
Road Safety Accident incidents shall rise with an
limit sign and improvement of geometry to
Measures increased traffic volume.
reduce accidents.
Provision of lined drain along the highway Poor due to congestion and high
to improve environmental quality. emission levels because of slow
Environmental Besides an aggressive tree plantation and movement of traffic. A further
Quality provision of enhancement features shall deterioration is expected due to
not only provide aesthetics but also Increase in traffic volumes and further
improve the quality of air congestion.
Drainage will be improved due to further
These issues remain unaddressed
Drainage development of culverts / bridges with
without the project
adequate hydraulics.
Appropriate road side amenities to be
Road Side
provided at various locations along the Not adequate.
Amenities
corridor.
Higher potential for development due to Development activities will be greatly
Development improvement in access and consequent hampered by the gross inadequacy of
increase in connectivity infrastructure.
Improvement Fast and safe connectivity resulting in No direct routes/connectivity
in tourism and saving fuel, travel time and cost to reach available from Delhi to Sawai
pilgrimage the different tourist places Madhopur
3.2 Criteria for Fixing Alignment for Greenfield Highway
Obligatory points through which Greenfield alignment options should not pass are detailed below:
Habitations: Proposed alignment is fixed in such a way that it traverses at a minimum distance of
200-300m from built up areas and avoiding important buildings and structures. However, few
isolated buildings falling along the alignment cannot be avoided due to geometric requirements.
Wildlife Sanctuaries, National Parks, Reserve Forest and other Eco Sensitive zones: Utmost care is
taken while fixing the alignment near wildlife sanctuaries and National Parks (NP). The MOEF&CC
guidelines have been adhered to and the alignment has been fixed keeping it away from NP,
Sanctuaries and Tiger Reserves. It was not possible to completely avoid the protected and reserve
forest areas. However, every effort has been made to minimise the requirement of forest area.
31
Water Bodies: The Greenfield alignment has been fixed taking due consideration & importance of
retaining the existing water bodies, ponds, tanks etc. as far as feasible.
Railway Crossings and Important Structures: The components which increases the project cost are
the presence of the Major bridges, ROBs and other structures. In order to reduce the project cost,
number of structures and their respective lengths were given due consideration while finalising the
Greenfield Option.
Moreover, the alternative options have been worked out keeping the following in mind:
 The Greenfield alignment between two terminal stations should be short and straight as far as
possible, but due to engineering, social and environmental considerations some deviations
may be required.
 The project should be constructible and easy to maintain; the Greenfield project should
reduce the vehicle operation cost with respect to the existing option already available i.e.
using the NH/SHs in combination to reach from point A to point B.
 It should be safe at all stages i.e. during design, construction and operation stages. Safety
audits at each stage should confirm the same.
 The initial cost of project (capital expenditure), maintenance cost, and operating cost should
be optimum, to enable comparison of economics pertaining to life cycle cost versus other
alignment options.
 The Greenfield alignment should be finalised giving due consideration to siting/location of
major structures including Major/Minor Bridges, Interchanges and ROBs. The space
requirement of interchanges to be kept into consideration to avoid major resettlement.
 Tunnel / Box cutting of Hills should be considered as the last option and should be provided
only when it is absolutely necessary.
 The location of spurs for connecting the important towns to be decided while fixing the
alignment options.
 The alignment should follow the unused / barren land to the extent possible to reduce the
cost of land acquisition and carbon foot print.
 The proposed options in the present case connects the under developed regions of the state
of Rajasthan which would lead to the development of new growth centers along the proposed
highway i.e. paving the way for economic development of the region.
The alternatives options were studied before finalization of the preferred alternative as shown in
Table 3-2. The following key criteria were given weight age while deciding on the final option:
3.3 Alignment Options

The National Highways are the highest category of roads in the Indian road network. Most of the
major NHs has the following issues:
As Highways require larger corridor to fit the cross-sectional elements befitting the futuristic traffic
flow pattern, desired width cannot be accommodated within the existing road network/corridor.
The Existing Alignment has either reached their Level of Service or would be reaching in near future.
In order to provide better connectivity between cities and to strengthen overall growth in the
backward region of Rajasthan and providing connectivity of the proposed alternative with major
cities through link road / spurs it was thought to have an altogether new/virgin alignment
32
(Greenfield) which would reduce the distance and travel time between Delhi and Vadodara
significantly. The proposed Greenfield alternative would thus be designed for a speed of 120kmph
taking all design, traffic and safety considerations so as to have a world class highway catering to the
future traffic demands. The project section is a section of the proposed green-field highway under
Bharatmala Pariyojana Lot 4 / Package 4: Rajasthan – Haryana Border to Kota. Therefore,
comparative analysis of complete Lot 4 / Package 4: Rajasthan – Haryana Border to Kota was drawn
for possible alignment options. The comparative statement for proposed alignment under Lot 4 /
Package 4: Rajasthan – Haryana Border to Kota is given in below Table.
33
NH-148 N (Total length 43.8 Km), Under BHARATMALA PRIYOJANA Lot-4/Pkg-4 in the state of Rajasthan (EIA) Report
Table 3-2: Comparative Analysis for Proposed Alignment

S. No. Description Option I Option II Option III
1 Length, km 374.142 359.737 373.625
Alignment starts at Haryana/Rajasthan Alignment starts at Haryana/Rajasthan Alignment starts at Haryana/Rajasthan
2 Start point Border (near Firozpur Jhirka) in Alwar Border (near Firozpur Jhirka) in Alwar Border (near Firozpur Jhirka) in Alwar
district. district. district.
Alignment ends at Rajasthan/ M.P. Border Alignment ends at Rajasthan/ M.P. Alignment ends at Rajasthan/ M.P.
3 End point
in Kota district. Border in Kota district. Border in Kota district.
Alwar, Bharatpur, Karauli, Dausa,
Alwar, Bharatpur, Karauli, Dausa, Sawai Alwar, Bharatpur, Dausa, Sawai
4 Districts Sawai Madhopur, Tonk, Bundi and
Madhopur, Tonk, Bundi and Kota Madhopur, Tonk, Bundi and Kota
Kota
NH21, NH23, NH27, NH52, NH148,
NH21, NH23, NH27, NH52 NH21, NH23, NH27, NH52, NH552
NH552
5 Connecting Highways
SH45, SH14, SH35, SH44, SH30, SH29, SH1, SH45, SH14, SH35, SH44, SH25, SH1, SH1, SH9A, SH14, SH24, SH25, SH25A,
SH37A, SH33, SH51, SH9A SH33, SH37A, SH70, SH51, SH9A SH33, SH37A, SH44, SH45, SH51, SH70
6 Design Speed, Kmph 120 120 120
7 Lane Configuration 6 lane / 8 Lane Access Controlled
8 Right of Way, m 100 100 100
Approx Travel Time
9 3 hrs 45 Mins 3 hrs 36 Mins 3 hrs 43 Mins
(Hrs/Mins)
10 No of NH crossings 4 5 6
11 No of SH crossings 11 11 12
12 Access Control Access Control Expressway
MJB 22 MJB 16 MJB 14
MNB 75 MNB 80 MNB 84
FLYOVER 11 FLYOVER 10 FLYOVER 10
INTERCHANGE 10 INTERCHANGE 10 INTERCHANGE 11
13 Number of structures
VUP 25 VUP 35 VUP 29
LVUP 84 LVUP 97 LVUP 76
ROB 9 ROB 7 ROB 7
Viaduct 1 Viaduct 1 Viaduct 0
34

Tunnel 2 Tunnel 3 Tunnel 1
Number of settlements
14 28 21 11
shall be affected
15 Affected Forest Area (Ha) 370.49 443.98 207.23
Ranthambore Tiger Reserve, Sawai Ranthambore Tiger Reserve, Sawai Ranthambore Tiger Reserve, Sawai
Mansingh Wildlife Sanctuary, National Mansingh Wildlife Sanctuary, National Mansingh Wildlife Sanctuary,National
Eco-sensitive/Protected
16 Chambal Sanctuary, Mukundra Hills Chambal Sanctuary, Mukundra Hills Chambal Sanctuary, Mukundra Hills
Area
National Park, Mukundra Tiger Reserve, National Park, Mukundra Tiger National Park, Mukundra Tiger Reserve,
Darrah WLS Reserve, Darrah WLS Darrah WLS
1. Alignment is passing about 12.90 km,
10.58 km & 8.0 km away from
Ranthamabore National Park and Sawai
1. Passing through the agricultural and barren land Madhopur WLS & Sawai Mansingh WLS
respectively.
2. Alignment avoids the Amli Tiger
Safari.
2. This Option is having the shortest
3. The forest area is least affected in this
2. The forest area is less than Option 2. length and hence would require the
17 Merits Option.
shortest travel time.
4. Better connectivity to major towns
through spurs at Alwar utilizing existing
SH-18 & NH-248A.
5. This option deletes the requirement
of another expressway from Delhi to
Jaipur.
6. Minimum number of settlements
affected by this Option.
1. LA cost is higher than other Options as
1. Alignment traverses through the Amli Tiger Safari which is being built by the state
major development exist near
18 Demerits government and hence would not be allowed to be constructed.
alignment.
2. Alignment traverses within 550 m, 2.5km 2. Alignment traverses within 5.7 km,
35

& 1.4 km from Sawai Madhopur WLS, 8.2 Km & 4.0 km from Sawai
Ranthambore National Park & Sawai Madhopur WLS, Ranthambore
Mansingh WLS respectively. National Park & Sawai Mansingh WLS
respectively.
3. The option traverses at a significant
3. Alignment is traversing Adjacent to the
distance from Dausa/Jaipur thus not
Ranthambore National Park & Tiger
reducing the travel time to Jaipur from
Reserve for significant length.
Delhi with respect to NH48.
4. The option traverses at a significant
distance from Dausa/Jaipur thus not
reducing the travel time to Jaipur from
Delhi with respect to NH48.
From the Table 3-2, it is evident that Option III is the preferred option due to following advantages and hence the same was selected by the NHAI:
 Least affected forest area
 Better connectivity to major towns through intersections at crossing State & National Highways.
 Only one tunnel is required in this option; the number of major bridges is minimum in this option.
 Avoids the Amli Tiger Safari, which is being developed by State Government.
 Having significant distance from Ranthambore National Park and Sawai Madhopur WLS as compared to other options.
 Minimum number of settlements affected.
The MORT&H/NHAI suggested the consultant to have reconnaissance / walk through the proposed alignment so as to suggest minor tweaking as per the
site conditions and finalize the alignment in close coordination with local PIUs at the earliest. A number of meetings were held at NHAI/MORT&H on
12.03.2018, 19.03.2018, 26.03.2018, 09.05.2018, 14.05.2018, 28.05.2018, 13.06.2018 to finalize the alignment. Further a joint site visit was also held on
26.06.2018 and 27.06.2018 starting from Alwar up to Kota so as to firm up the alignment. Subsequent to the joint site visit the revised alignment was
submitted, discussed and finalized on 16.07.2018 by NHAI/MORT&H officials.
36
3.4 Cold Mix & Hot Mix Technology Analysis

Cold Mix Technology involves cold asphalt which is a high-quality, polymer-modified cold mix asphalt
available in batch orders. Hot Mix Technology involves Hot Mix Asphalt (HMA) which is a
combination of approximately 95% stone, sand, or gravel bound together by asphalt cement, a
product of crude oil. Asphalt cement is heated aggregate, combined, and mixed with the aggregate
at an HMA facility. The comparison between the two is given below:
Table 3-3: Analysis of Cold & Hot Mix Technology
Sl.
Parameter Cold Mix Hot Mix
No.
Hot mix asphalt is used primarily as paving
Street Cold Asphalt is a relatively
material and consists of a mixture of aggregate
new product developed in 1995
and liquid asphalt cement, which are heated
through the introduction of new
and mixed in measured quantities.
polymer technology and research
Hot mix asphalt facilities can be broadly
into the manipulation of viscosity
classified as either drum mix plants or batch mix
and material design, of the various
plants, according to the process by which the
1 Description components of an asphalt mix -
raw materials are mixed.
Street Cold Asphalt is soft and sticky
In a batch mix plant, the aggregate is dried first,
out of the bag, but it quickly
then transferred to a mixer where it is mixed
hardens after application and the
with the liquid asphalt.
end result is a pavement patch with
In a drum mix plant, a rotary dryer serves to dry
better strength but similar
the aggregate and mix it with the liquid asphalt
properties to hot asphalt.
cement.
Cold patch, also known as cold mix Hot mix asphalt concrete (commonly
or cold asphalt, was first recognized abbreviated as HMAC or HMA) is produced by
as a way to make road repairs heating the asphalt binder to decrease its
quickly because it can be applied viscosity, and drying the aggregate to remove
right from the container without moisture from it prior to mixing.
heating. Mixing is generally performed with the
2 Requirements
Cold asphalt also doesn’t require aggregate at about 300 °F (roughly 150 °C) for
any special heavy rolling machines virgin asphalt and 330 °F (166 °C) for polymer
or special applicators as it can be modified asphalt, and the asphalt cement at
shovelled or poured into a pothole 302°F (150 °C).
or utility cut and tamped down with Paving and compaction must be performed
a hand tool. while the asphalt is sufficiently hot
Cold mix asphalt concrete is
produced by emulsifying the asphalt
in water with (essentially) soap
prior to mixing with the aggregate.
While in its emulsified state the HMAC is the form of asphalt concrete most
asphalt is less viscous and the commonly used on high traffic pavements such
mixture is easy to work and as those on major highways, racetracks and
3 Use compact airfields
The emulsion will break after Asphalt concrete has different performance
enough water evaporates and the characteristics in terms of surface durability, tire
cold mix will, ideally, take on the wear, braking efficiency and roadway noise.
properties of cold HMAC
Cold mix is commonly used as a
patching material and on lesser
trafficked service roads
4 Merits Actually less expensive to use over Less expensive for new road construction
37
Sl.
Parameter Cold Mix Hot Mix
No.
the life of a road repair
Completely seals and patches
potholes, utility cuts, edge repairs,
and even overlays.
Less resilient and more vulnerable
5 Demerits Expensive
to cracking
Benefits of the Cold Mix over Hot-mix Asphalt Concrete
 Durability and strength equivalent to using hot mix
 Permanent repair compared to traditional cold-mix which is only a temporary fix
 No Priming required
 Works even when water is present
 Works at low ambient temperatures (hot-mix cannot be used in cold weather as the asphalt
will cool to much prior to compacting)
 Instantly ready for traffic – and in fact product cures and hardens more quickly with
compaction forces. Rapid access over the surface reduces down time where there are time-
critical schedules
 Limited mess than other brands – product will not stick to or stain hands or shoes even when
bucket is freshly opened
 No drift of bitumen to the surface requiring surface preparation prior to any further overlay
 Reduced labour time and therefore cost
 No requirement for special equipment
 Environmentally beneficial as it reduces carbon emission andnoxious fumes avoid wastage
Cold Mix technology is more suitable for repair of potholes and cracks on roads, bridges, overlays,
parking lots, other asphalt and concrete surfaces. Cold Mix is fast, permanent, easy to use and
environmentally preferable cold asphalt product. However, for constructing new roads hot mix
technology is better suited. Contractor/Concessionaire shall utilise the same where ever suitable.
3.5 Environmental Considerations

The various mitigation measures for minimising the extent of environmental impacts and avoiding of
sensitive environmental features have been worked out. Table 3-4 provides the measures that have
been adopted for offsetting the impacts. A description of the measures has been presented in the
following sections.
Table 3-4: Minimization of Environmental Impacts
Criteria Means
Maintenance of Design Speed through traffic Geometry as per Expressway Manual
Improvement of Road Safety Safety Standard as per Expressway Manual
Adequate drainage Provision of both side drains
Free Flow Traffic Condition, Interchange development;
Reduction of Air and Noise Pollution
Aggressive tree plantations; Good EMP
Rought Selection Considering Socila Factor, limiting of
Displacement of Local Population
development within PROW, SIA & RAP
Minimisation of Direct Impact on Sensitive
Public consultations, Good EMP measures
Receptors, cultural and religious properties
Minimisation of Property acquisition Alignment selection, SIA & RAP
Loss of Water body Wise design
38
Criteria Means
Avoidance of contamination due to Siltation /
Silt Fencing, Oil Interceptor
spillage
Displacement of Commercial Properties Alignment Selection, SIA & RAP
Minimisation of Loss of Utility Lines Alignment Selection
Minimisation of Tree Loss Felling of trees limited to COI only
Stabilisation of Slope Turfing / Pitching
Accidental Road Kill of Fauna Proper Signage, Speed Control
3.5.1 Improvement of air and noise quality
 By removing traffic bottlenecks;
 Provision of Noise barrier
 By maintaining a steady stream flow of traffic and by segregating slow and fast modes
3.5.2 Avoidance of Impact of Sensitive, Cultural and Community Properties
 By providing underpass for smooth and safe travel of local populace
 Providing noise attenuation measures mainly along schools and hospitals
 Avoiding direct impact on sensitive receptors
39
4 DESCRIPTION OF ENVIRONMENT
4.1 General
As a precursor for the prediction of various types of environmental impacts likely to arise due to
implementation of the project, it is essential to establish the baseline environmental status in the
Direct and Indirect Area of Influence. Details of baseline environment parameters are required for
decision making for the project.
4.2 Study area & period

As per the EIA Guidance Manual for Highways (MoEF&CC, 2010), a study area of 15 km radius from
the project road was considered for secondary data collection. Primary data has been collected
within 500 meters on either side of the proposed alignment. secondary data were collected from
publish reports, research papers, working plans, consultation and discussion with Govt officials.
Primary baseline environment monitoring was carried out for the period of one season from March
to May, 2018.
4.3 Physical Environment

Physical environmental components along the project road are described below.
4.3.1 Physiography and terrain
Rajasthan has fairly mature topography developed during the long period of denudation and
erosion. The present physiography and landforms are greatly determined by geological formations
and structures and is the product of the past fluvial cycle of erosion and the recent & continuing
desert cycle of erosion. Physio-graphically Rajasthan state can be divided into four units.
 Aravalli hill ranges
 Eastern plains
 Western Sandy Plain and Sand Dunes and
 Vindhyan Scarpland and Deccan Lava Plateau
Kota district is located in the south-east of Rajasthan State. Its shape is something like a cross. The
land slopes gently from south to north and is drained by the Chambal and its tributaries. Hills are
seen in north, south and eastern portions. Bundi district is in West. The Mukundara range of
Vindhyan Hills, which is 145 km long, is located in the district. At many places, it has a curious double
formation of two separate ridges, running parallel to each other at a distance of more than two
kilometres. The portions lying between these ridges are often covered with dense forests. It is the
district headquarter situated on the banks of river Chambal.
Kota city is enclosed by huge bastioned wall, which have six massive double gates. There are a
number of worth seeing places in the city. These include the Garh (fort), Dad Devi temple, Kansuwa
temple and Shiva temple. People visits from neighbouring villages during Dussehra when a big fair is
held.
The proposed road alignment follows mostly plain and rolling terrain. Elevation varies from about
207m above MSL to 283m above MSL.
40
Figure 4-1 : Elevation Profile of the Project Area

Proposed alignment mostly passes through the agricultural and barren lands. Some settlement areas
also located in close vicinity of proposed alignment.
4.3.2 Climatology
According to the CGWB Report 2017, the year in Rajasthan can be divided into three major
conventional seasons as follows:
 The Hot- Weather Season (March to end of June)
 Monsoon Season (End of June to September)
 The Cold- Weather Season (October to February)
The India Meteorological Department has further sub-divided the cold season into two divisions, i.e.
 The Season of retreating monsoon (October to December)
 The cold season (January to February)
These seasonal variations have been broadly based on temperature and rainfall conditions in
different months.
Kota District: The district has a dry climate. The winter season last for about three and a half months
from November to the mid of February. The period from April to the end of June constitutes the
summer season. The monsoon season starts in the month of July. The hottest wind blows in the
months of May and June. Mild wind blows in the months of February, March, September and
October. Colder wind blows in the months of December and January. The district gets maximum
rainfall in the months of July & August and minimum in the months of March & April. The weather
becomes moisturized and slightly cold during the rainy season.
The maximum temperature was recorded 48.4°C and minimum temperature 6.1° C and average
humidity varies from 45% to 48% during the period 2007-2011. Table 3-4 shows the unevenness in
the temperature.
Table 4-1: Yearly Maximum & Minimum Temperature Variation
Temperature (in :C)
Year Humidity %
Maximum Minimum Mean
2007 44.9 7.7 27.6 45
2008 44.4 6.2 27.0 46
2009 46.5 9.1 28.2 45
2010 48.4 7.5 28.4 47
2011 47.4 6.1 27.3 48
Source: India Meteorological Department, Government of India
41
IMD is operating observatory for regular monitoring in Kota region. Long-Term climatological data
has been collected for assessment of prevailing meteorological scenario of the project region, which
shows avg. rainfall 585.9 mm. The details of long term climatological conditions are given in Table
4-1.
Table 4-2: Long-Term Climatological Conditions at IMD Observatory (1981-2010)
Temp Monthly (°C) Humidity (%) Average Wind Dominant Avg. Rainfall
Month
Max Min Morning Evening Speed (kmph) Direction (mm)
Kota
January 28.8 7.9 64 38 4.3 E, NE, N 4.8
February 32.8 10.2 51 29 5.2 NE,E, N 5.9
March 39.2 14.6 36 18 6.1 NE,N,E 4.0
April 43.8 19.8 25 12 7.8 W,NW 3.4
May 45.6 24.0 31 15 10.6 W,NW 11.3
June 44.7 24.1 49 31 12 W,SW 53.32
July 39.3 23.5 72 59 11.5 W,SW 209.6
August 35.8 23.5 79 67 10 W,SW 201.2
September 37.6 23.0 68 51 8.3 W,NW 62.9
October 37.5 18.6 48 29 4.9 NE,E 18.1
November 33.8 13.1 51 31 3.6 NE,E 6.3
December 29.7 9.2 60 37 3.5 NE,E 5.2
Total 46.1 7.7 53 35 7.3 NE,N 585.9
Source: Climatological Normal, 1981-2010, India Meteorological Dept.
4.3.3 Geology
The project district is not rich in minerals. The building stone is the most important and main mineral
found in the Kota district. The deposits of many non-metallic minerals occur in the district out of
which the important are sandstone and limestone. The sand stone is used for face pack and telcom
powder. Sandstone is obtained from Semri and lower Bhander formations of the Vindhyan. It is
quarried in large quantities near Khemaj, Mukundwara and Kanwas. Suket limestones are exposed
between Deoli and suket over an area of about 900 sq. km. These are extensively quarried as slabs
for flooring and are well known as Kota Stone. Structurally, Vindhyan group of rocks are less
disturbed.
The only major mineral found in the Kota district is Lime Stone. This is very important mineral which
is being used for cement and for white cement flooring, plaster of Paris and in making fabulous film
sets. It is also used in textile industry and building construction.
4.3.4 Soil Characteristics
The rocks of Vindhyan system, Satpura range, Narmada Valley, Western Malva plateau and Madhya
Bharat plateau cover the major part of the Kota district. However, the small areas lying to the
eastern sides of Kota are an exception in as much as their geological antiquity belongs to Deccan
Traps of upper cretaceous to lower eoceneage.
Table 4-3: Major Soil Found in Kota district
S. No. Major Soils Area (‘000 ha) % of total
1. Deep black clayey soils 216.5 42
2. Deep brown clayey soils 78.4 15
3. Deep brown loamy soils 57.6 11
42
Source: Agriculture Contingency Plan, Dept of Agriculture Cooperation & Farmers welfare, Govt. of India.
The soil quality was assessed and monitored at five locations in and around the project alignment,
which were truly representing the various land use of project area. Soil sampling locations are given
below Figure 4-2 & Table 4-3.
Table 4-4: Soil Sampling Locations
Station
S. No. Ch: (km) Location GPS Coordinates Date of Sampling
Code
1. SQ1 353 + 300 Ramnagar 25°26'3.95"N 76°12'11.02"E 25/03/2018
2. SQ2 356 + 050 Jhargaon 25°24'35.00"N 76°12'6.00"E 25/032018
3. SQ3 370 + 700 Sultanpur 25°17'5.55"N 76° 9'39.42"E 25/032018
4. SQ4 383 + 000 Kalyanpura 25°11'29.70"N 76° 5'37.38"E 26/032018
5. SQ5 385 + 700 Seemalya 25°10'3.00"N 76° 5'17.00"E 26/032018
43
Figure 4-2: Soil Sampling Location on Google Map
44
Development of 8 lane (Greenfield highway) from Durjanpura village (Ch. 349.000)
to Banda Hera village (Ch. 392.800) Section of NH-148 N (Total length 43.8 Km), Environment Impact
The important physical characteristics of soil are bulk density, porosity and texture. pH of soil in the
proposed study area were found in the range of 7.08 to 7.35, the soil are, therefore, slightly alkaline.
Conductivity of soil in the proposed study area is found to be in the range of 0.22 to 0.32 ms/cm.
Available phosphorous of soil samples along the proposed study area ranges from 31.5 to 40.1
mg/kg. Potassium(K) content in soil samples along the proposed study area is found in the range of
148.4 to162.4 mg/kg. Total organic matter in soil samples along the proposed Study area is found in
the range of 0.32 – 0.40 %, Considering overall analysis soil in region was found moderately fertile in
terms of productivity.
Table 4-5: Soil Test Result
Sl.
Parameter Unit Standards SQ-1 SQ-2 SQ-3 SQ-4 SQ-5
No
IS:2720(Part-
1. pH(1:5 suspension) - 7.21 7.35 7.08 7.25 7.11
26)
Light Light Light Light Light
Colour - SPT/SOIL
Brown Brown Brown Brown Brown
Electrical
O
2. Conductivity at25 C Mhos/cm IS:2720(Part-21) 0.26 0.28 0.32 0.25 0.22
(1:5suspension)
3. Infiltration Rate mm/hr SPT/SOIL 242 238 250 246 230
IS:2720(Part-
4. Organic Matter % by mass 0.40 0.38 0.35 0.32 0.38
22)
5. Sulphate mg/kg SPT /SOIL 52.2 66.8 68.1 70.2 72.6
6. Potassium (as K) mg/kg SPT /SOIL 148.4 150.8 151.6 156.1 162.4
Moisture Retention
7. % by mass SPT /SOIL 35.5 38.2 36.1 37.2 36.8
Capacity
8. Porosity % by mass SPT /SOIL 44.8 46.5 41.4 42.0 38.6
9. Sand % by mass SPT /SOIL 67.8 64.2 68.1 70.1 66.4
10. Clay % by mass SPT /SOIL 15.2 14.8 16.5 17.1 20.2
11. Silt % by mass SPT /SOIL 17.0 20.9 15.4 12.8 13.4
Sand
Sandy Sandy Sandy Sandy
12. Texture - SPT /SOIL y Clay
Loam Loam Loam Loam
Loam
13. Sodium Sulphate % by mass SPT /SOIL 0.031 0.034 0.036 0.035 0.032
14. Nitrogen mg/kg SPT /SOIL 335 342 340 338 344
15. Phosphorus mg/kg SPT /SOIL 40.1 38.8 36.2 37.0 31.5
16. Bulk Density gm /cc SPT /SOIL 1.315 1.308 1.298 1.297 1.302
Source: Primary Survey by Noida Testing Laboratories
45
4.3.5 Seismicity
Bureau of Indian Standards [IS-1893 part 1: 2002], based on various scientific inputs from a number
of agencies including earthquake data supplied by IMD, has grouped the country into four seismic
zones viz., Zone-II, -III, -IV and -V. Of these, zone V is rated as the most seismically prone region,
while zone II is the least. Rajasthan state falls in Zones II, III & IV.
The project district falling within the low damage earthquake risk zone.
Table 4-6: Earthquake frequency of Project district
S. No. Seismic Zone Intensity MSK Magnitude District
1 II [Low damage Risk Zone] II 4.0 - 4.0 Kota
Source: Disaster Management, Relief & Civil Defence Department, govt. of Rajasthan
Figure 4-3: Seismic Zones Map of Rajasthan
46
4.3.6 Land Use and Land Cover

The proposed alignment passes through a large part of agricultural and Scrub land across Kota
district. The Land Use & Land Cover along the project alignment are presented below:
Table 4-7: Land Use Land Cover of the 500 m buffer of proposed alignment (central line)
S. No. Category 500 m Buffer Area (sqm)
1. Agriculture Plantation 46637.26
2. Built Up Area 312135.09
3. Canal 756326.00
4. Crop Land 40863363.17
5. Drain 120705.27
6. Fallow Land 31004.57
7. Ponds 144522.47
8. RAIL 17382.17
9. River 24505.63
10. Road 333442.80
11. Scrub land 2098593.64
Total 44748618.07
Source: Google Earth
The graphical representation of the LULC is given below Figure 4-4. LULC map is enclosed as
Annexure 4.1.
Agriculture Plantation
Built Up Area
Canal
Crop Land
Drain
Fallow Land
Ponds
RAIL
River
Road
Figure 4-4: Graphical Representation of LULC
47
4.4 Ambient Air Environment & Quality

A network of (5) five ambient air quality sampling locations was established for assessment of the
existing status of air environment within the study area. The selection of monitoring locations has
been distributed throughout the study area so as to get representative baseline of any variation in
land use as well as road geometrics and traffic conditions across the proposed alignment including
the baseline at sensitive receptors along the project. The selected locations of ambient air
monitoring stations are presented in below Table 4-7 & Figure 4.5.
Table 4-8: Ambient Air Quality (AAQ) Monitoring Stations/Location
S. Station Chainage Area Distance from Height above
Location GPS Coordinates
No. Code (km) Category Road edge (m) Ground (m)
Residential N 25°26’11.73”
1 AAQ1 353+100 Ramnagar 150.0 2.8
E 76°12’04.44”
2. AAQ2 356+150 Jhargaon 150.0 3.1
E 76°12’08.60”
Residential N 25°16'25.53"
3. AAQ3 370+700 Sultanpur 100.0 2.6
E 76° 9'0.26"
4. AAQ4 382+850 Kalyanpura 50.0 3.8
E 76°05’33.23”
5. AAQ5 385+700 Seemalya 150.0 3.2
E 76°05’16.73”
Source: Primary Survey
48
Figure 4-5 : Ambient Air Quality (AAQ) Monitoring Location
49
The summary of ambient air quality results for the project stretch is presented in below Table 4-8. In absence of any major pollution source concentration
of ambient air quality parameters are found well within the standards specified in the NAAQS.
Table 4-9: Results of Ambient Air Quality Monitoring
S. Sample PM10 (μg/m3) PM 2.5 (μg/m3) SOx (μg/m3) NOx (μg/m3) CO (mg/m3)
No Code Min Max 98% Min Max 98% Min Max 98% Min Max 98% Min Max 98%
1. AAQ1 59.69 73.65 72.88 34.31 50.21 50.00 6.14 12.81 12.81 14.90 23.97 23.83 0.46 0.78 0.71
2. AAQ2 61.48 76.89 76.60 35.53 55.33 53.56 6.66 12.43 11.80 16.59 27.93 27.88 0.42 0.69 0.69
3. AAQ3 54.43 71.39 70.63 23.38 42.17 41.16 6.52 12.78 12.23 14.94 23.54 22.76 0.52 0.65 0.65
4. AAQ4 57.48 74.44 73.68 30.36 49.15 48.14 6.51 13.86 13.31 16.02 24.62 23.84 0.48 0.61 0.61
5. AAQ5 63.46 78.76 78.54 27.83 46.62 45.61 7.27 15.27 14.97 17.45 25.67 24.89 0.40 0.53 0.53
NAAQS Limit 100 60 80 80 04
50
4.4.1 Ambient Noise Quality

Noise is an important environmental attribute in all road projects because vehicular traffic is a major
source of noise pollution. (5) five ambient noise-sampling locations were identified for noise
monitoring to characterize the baseline noise levels in the project area. Locations for noise
monitoring along the corridor are identified to cover the various land use present along the corridor.
Noise monitoring stations are detailed in Table 4-9 and Figure 4.9.
Table 4-10: Noise monitoring location
S. Station Date of Area
Ch. (km) Location GPS Coordinates
No. Code Sampling Categorization
1 N1 353 +100 Ramnagar 28/03/2018 Silence N 25°26’11.73” E 76°12’4.44”
2. N2 356 +150 Jhargaon 30/03/2018 Commercial N 25°24’35.89” E 76°12’8.60”
3. N3 370 +700 Sultanpur 01/04/2018 Residential N 25°17’4.55” E 76°9’48.34”
4. N4 382 +850 Kalyanpura 03/04/2018 Silence N 25°11’33.26” E 76°5’33.23”
5. N5 385 +700 Seemalya 05/04/2018 Residential N 25°10’6.27” E 76°5’16.73”

Source: Primary Surveys
The main objective of noise monitoring in the study area is to establish the baseline noise levels,
which was used to assess the impact of total noise generated by the proposed project activities.
Noise level monitoring was carried out continuously for 24 - hours with one-hour interval at each
location using Sound level meter (HTC made in Taiwan Model No. SL-1350) capable of measuring the
Sound Pressure Level (SPL) in dB (A). Hourly Leq values were computed by the noise integrating
sound level meter and statistical analysis was done for measured noise levels at (5) five locations in
the study area.
The Leq day, and Leq night calculated for various locations are compared with the standards
prescribed by CPCB for various zones and presented in Table 4-10.
The Noise quality result presented in Table 4-10, show Leq Day time varies from 45.4 to 58.3 dB(A)
and Leq Night time varies from 35.8 to 48.1 dB(A).
The Leq Night time were found higher than the permission limit at Sultanpura location due to mining
activity in nearby area and high traffic movement.
Table 4-11: Results of Primary Noise Monitoring
S. Noise Quality
Leq Leq
No. Location L Max L Min L10 L50 L90 Standards in dB
Day Night
(A)
1. Ramnagar 49.5 30.1 45.4 35.8 43.5 40.1 34.5 50 40
2. Jhargaon 62.8 34.2 56.8 39.4 50.6 46.4 40.9 65 55
3. Sultanpur 63.8 37.6 58.3 48.1 57.3 49.1 43.7 55 45
4. Kalyanpura 55.0 32.8 50.9 36.9 46.5 43.1 38.6 50 40
5. Seemalya 54.8 32.8 49.1 38.6 47.0 41.7 37.5 55 45
51
Figure 4-6: Ambient Noise Level (ANL) Sampling Location
52
Banda Hera village (Ch.392.800) Section of NH-148 N (Total length 43.8 Km), Under Environment Impact
4.5 Water Resources

4.5.1 Rainfall and Drainage Pattern
Rainfall is the major source of ground water recharge in the State. However, Rajasthan receives
much lower rainfall compared to the other parts of the country. Out of the total rainfall, a sizable
portion is in the beginning of the rainy season and this is used for building the soil moisture and lost
to evaporation because of its arid conditions.
During the period from 2005-14, the normal annual rainfall of Rajasthan was 549.1 mm. However,
highest average annual rainfall recorded in the year 2011 and lowest in the year 2009. The rainfall of
the year 2014 is 20.8% less as compared to 2013. The state receives 90 % rainfall from southwest
monsoon from June to September. The amount infiltrating through the soil mass to contribute to
ground water storage is of the order of 5% to 7% in areas underlain by hard rocks and 10% to 15% in
alluvial areas. (Ground Water Year Book 2014-2015).
The Aravalli Hills Ranges from main water divide in Rajasthan. Luni is the only river west of Aravallis.
In the remaining area of western Rajasthan comprising about 60% of the geographical area of the
State, the drainage is internal, and the streams are lost in the desert sands after flowing for a short
distance from the point of origin. Luni itself essentially is an ephemeral stream with flood cycle of 16
years. Drainage in western Rajasthan is towards west and south - west.
The proposed project is falling in the east of Aravalli ranges the main drainage is towards north –
east. The rivers of the Rajasthan are mostly seasonal with only two river basins (Chambal and Mahi)
being perennial. The Chambal catchment occupies 23% of the total geographical area of the state.
The proposed alignment is crossing the streams, canals and distributaries of Chambal River in the
project area.
4.5.2 Groundwater Quality
Keeping in view the importance of ground water to the local population, (5) five representative
ground water sampling locations were identified and samples as collected were analyzed for
assessment of ground water quality. The locations for the ground & Surface water sampling is
provided in below Table 4.11 & Figure 4.7.
Table 4-12: Ground & Surface water sampling locations
S.
Station Code Design chainage (Km) Location GPS Coordinates
No.
1 GW1 353 + 100 Ramnagar N 25°26’11.73” E 76°12’04.44”
2. GW2 356 + 150 Jhargaon N 25°24’35.00” E 76°12’14.00”
3. GW3 370 + 700 Sultanpur N 25°17’03.00” E 76°09’47.00”
4. GW4 382 + 850 Kalyanpura N 25°11’34.00” E 76°05’33.00”
5. GW5 385 + 200 Seemalya N 25°10’06.00” E 76°05’16.00”
6. SW1 350 + 300 Durjanpura N 25°27’43.00” E 76°12’29.00”
7. SW2 365 + 600 Notara N 25°19’30.00” E 76°10’51.00”
8. SW3 385 + 700 Seemalya N 25°10’03.00” E 76°05’19.00”
9. SW4 392 + 100 Banda Hera N 25°06’48.34” E 76°03’28.67”
Source: Primary Survey
53
Figure 4-7: Ground & Surface Sampling Location
54
Table 4-13: Ground Water Monitoring Results

Permissible Limit
S. Acceptable
Parameter Test method Unit in absence of GW-01 GW-02 GW-03 GW-04 GW-05
No. Limit)
alternate source
1. Colour - <1.0 <1.0 <1.0 <1.0 <1.0
2. Odour Agreeable Agreeable Agreeable Agreeable Agreeable
3. Temperature IS-3025(P-09) 0C - - 28 28 28 28 28
4. Turbidity IS-3025(P-10) NTU 1 5 <1.0 <1.0 <1.0 <1.0 <1.0
5. pH value IS-3025(P-11) - 6.5-8.5 - 7.64 7.72 7.09 7.01 6.88
6. Total dissolve solid (TDS) IS-3025(P-16) mg/l 500 2000 748 906.0 1888 1740 1080.0
7. Calcium (as Ca) IS: 3025 (P- 40) mg/l 75 200 12.82 48.10 109.04 139.48 118.66
8. Chloride (as Cl) IS: 3025 (P- 32) mg/l 250 1000 45.99 107.98 73.98 83.98 91.98
9. Copper (as Cu) IS-3025(P-42) mg/l 0.05 1.5 <0.05 <0.05 <0.05 <0.05 <0.05
10. Fluoride (as F) IS: 3025 (P-60) mg/l 1.0 1.5 0.32 0.74 0.81 0.52 0.64
11. Iron (as Fe) IS: 3025 (P-53) mg/l 0.3 No Relation 0.174 0.241 0.76 0.284 0.198
12. Magnesium (as Mg) IS: 3025 (P-46) mg/l 30 100 9.52 12.64 55.28 80.68 70.96
13. Manganese (as Mn) IS-3025(P-37) mg/l 0.1 0.3 <0.10 <0.10 <0.10 <0.10 <0.10
14. Nitrate (as NO3) IS: 3025 (P- 34) mg/l 45 No Relaxation 4.05 7.12 7.12 16.30 6.58
15. Nitrite (as NO2) IS-3025(P-34) mg/l 0.01 No Relaxation <0.010 <0.010 <0.010 <0.010 <0.010
16. Sulphate (as SO4) IS-3025(P-24) mg/l 200 400 184.0 90.6 151.0 147.9 75.60
17. Alkalinity (as CaCO3) IS-3025(P-31) mg/l 200 600 76.00 200.00 544.00 732.00 672.00
18. Total hardness (as CaCO3) IS: 3025 (P- 23) mg/l 200 600 52.00 172.00 500.00 680.00 588.00
19. Zinc (as Zn) IS-3025(P-49) mg/l 5 15 0.098 0.172 0.184 0.320 0.149
20. Lead ( as Pb) IS-3025(P-47) mg/l 0.01 No Relaxation <0.01 <0.01 <0.01 <0.01 <0.01
21. Arsenic (as As) IS-3025(P-37) mg/l 0.01 0.05 <0.01 <0.01 <0.01 <0.01 <0.01
22. Total Chromium (as Cr) IS-3025(P-52) mg/l 0.05 No Relaxation <0.05 <0.05 <0.05 <0.05 <0.05
23. Faecal Coliform IS-1622 0 - - Absent Absent Absent Absent Absent
24. Total Coliform IS-1622 MPN 10 max - Absent Absent Absent Absent Absent
55
In Kota district, ground water occurs in mainly four hydrogeological formations. These
hydrogeological formations are alluvium, sandstone, shale and limestone and among these
formations alluvium is the most important formation as it covers the maximum area and also it is the
most potential among different hydrogeological formations.
The water samples as collected were analyzed in laboratory and the result was compared against IS
10,500: 2012 for drinking water standards. The results are presented in Table 4-13.
pH ranging from 6.8 to 8.7 in ground water samples taken along the proposed alignment. The
chloride content varies from 45.99 to 107.98 mg/l. The Fluoride content in the Kota district is found
within 1.5mg/l, the maximum permissible limit in drinking water as prescribed by BIS.
The concentration of Nitrate ranges from 4.05 mg/l to 16.30 mg/l. Nitrate values in major part of the
district are within 45 mg/l, the maximum permissible limit in drinking water as prescribed by BIS.
Higher concentration of nitrate in ground water has been reported from Kalyanpura village.
The concentration of iron in ground water has been found to vary from 0.17 to 0.76 mg/l. High iron
concentration (exceeding maximum permissible limit of 0.3 mg/l) is found in Sultanpur village of the
project area. In the remaining samples, iron content is well within the permissible limit.
4.5.3 Surface Water Quality
Surface water quality of the entire project stretch has been monitored as per the parameters laid
down by Central Pollution Control Board for surface water quality criteria classes A, B, C, D & E at 4
locations along the proposed alignment.
Analysis results of surface water quality monitoring revealed that all surface water bodies meet
CPCB water quality criteria Class C. It can be concluded that the surface water is suitable for
propagation of Wildlife and fisheries, irrigation and Industrial cooling purpose. Presence of Faecal
Coliform indicates, the surface water is contaminated with human excreta, house hold waste, etc.
Table 4-14: Surface Water Test Result
Tolerance Limit
Parameters Unit SW-1 SW-2 SW-3 SW-4 IS:2296 CLASS
C
pH - 6.72 7.26 6.60 7.01 6.5 -8.5
Temperature ºC 24.0 23.0 27.0 23.8 $
Turbidity NTU 28.1 30.1 28.1 14.6 $
Conductivity @25:C mg/l 592 576 850 396 $
Sulphate (SO4) mg/l 25.68 89.72 278 71.57 400.0
Nitrate (NO3) mg/l 14.36 12.36 24.10 12.41 50.0
Total Hardness(as CaCO3) mg/l 139.0 270.00 272.00 200 $
Chloride(as Cl) mg/l 20.64 143.97 179.97 128.89 600.0
Fluoride (as F) mg/l 0.39 0.59 1.27 0.58 1.5
COD (as O2) mg/l 14.30 18.0 28.1 18.0 $
Iron (as Fe) mg/l 3.64 0.485 2.031 0.624 50.0
Dissolve Oxygen mg/l 5.9 5.4 5.2 5.2 4.0
Total Dissolved Solid mg/l 378 1008 1424 894 1500.0
BOD (3 days at 270C) mg/l 4.3 6.3 8.9 6.84 3.0
Calcium (as Ca) mg/l 38.48 121.6 121.87 46.49 $
Magnesium (as Mg) mg/l 17.25 64.64 65.12 20.41 $
56
Tolerance Limit
Parameters Unit SW-1 SW-2 SW-3 SW-4 IS:2296 CLASS
C
Arsenic (as As) mg/l <0.01 <0.01 <0.01 <0.01 0.2
Lead (as Pb) mg/l <0.05 <0.05 <0.05 <0.05 0.1
Copper (as Cu) mg/l 0.184 0.088 0.121 0.204 1.5
Zinc (as Zn) mg/l 0.472 0.97 0.542 0.68 15.0
Manganese (as Mn) mg/l 0.187 0.218 0.180 0.18 $
Total Chromium (as Cr) mg/l <0.05 <0.05 <0.05 <0.05 0.05
Sodium (as Na) mg/l 14.20 92.67 36.1 83.6 $
Potassium (as K) mg/l 2.8 6.3 4.8 3.2 $
Total Alkalinity (as CaCO3) mg/l 152.0 416 632 256 $
Total Solid mg/l 406.9 1046.4 284 917.2 $
Phosphate (as P) mg/l 0.164 0.384 0.164 0.184 $
Nitrite (as NO2) mg/l <0.01 <0.01 <0.01 <0.01 $
Total Suspended Solid mg/l 28.90 38.4 24.3 23.2 $
Total Coliform MPN/100ML 3.48 ×103 4.62×103 2.08×103 3.88×103 5000
4.6 Use of Natural Resources

The objective was to locate suitable materials for the construction of embankment, sub-grade and
top layers of pavement and bridge structures. The study was carried out to determine the
engineering properties of the following materials, which are to be used in construction.
 Borrow areas for locating suitable soils for use in embankment and sub-grade.
 Quarries for locating hard stone / granular materials for use in sub bases, bases,
bituminous mixes and concrete works
 Source of fine aggregate for use in DBM/BC layers and cement concrete works.
4.6.1 Borrow Area
The survey of soil from borrows areas for use in embankment and sub-grade layer was conducted
along the proposed alignment. The location of borrow areas with their distances from the proposed
alignment and the quantities available are given in Table 4-14.
Table 4-15: Identified Borrow Area Locations
Location Lead from
Borrow Name of the Quantity /
(Ch.) Direction Proposed Latitude Longitude
Area No. Village/Town Availability
Km Alignment (Km)
1. 356 RHS Roteda 3.05 25° 23'05.1288'' N 76° 08' 29.5908'' E Abundant
2. 367 RHS Tarla 0.8 25° 16' 56.0136'' N 76° 07' 48.2736'' E Abundant
3. 383 LHS PolaiKalan 3.26 25°09' 49.0122'' N 76° 02' 47.8788'' E Abundant
4. 392 LHS Thoomra 1.63 25° 04' 56.2728'' N 76° 03' 41.2956'' E Abundant
5. 412 LHS KalyaKheri 6.64 24° 51' 42.9768'' N 75° 58' 58.6488'' E Abundant
4.6.2 Quarry & Crushers
Road construction activities are closely linked with quarry sites around the work sites. The stone
materials including sand and granular ones are needed in large quantities for the pavement
57
construction. The other area of requirement is concrete structures, which call for a good quality
stone. Extensive survey was conducted to locate the availability of stone metal near the project site.
As a result of local enquiries and discussion with the local PWD official’s stone metal was identified
at various locations. Existing quarries that are already in operation with requisite environmental
clearances have been recommended for this project and no new quarries have been proposed.
Table 4-16: Details of Stone Quarry Location
Quarry/
Name of the
Crusher Latitude Longitude Remarks
Quarry/Crusher
No.
1 Om Stone Crusher 25°40'24.7332''N 76°12'16.6896''E Crusher
2 Shree Hari Stone Grits Pvt Ltd 27°34'5.0412''N 76°50'33.1764''E Quarry cum crusher
3 Mandawar 27°10'0.0007"N 76°50'35.0025"E Quarry
4 Kotputli 27°40'40.0004"N 76° 7'20.0087"E Quarry
5 Sikundra 26°57'42.0051"N 76°35'6.0020"E Quarry
6 Savitri Stone Crusher 26°33'34.398''N 76°17’11.85''E Crusher
7 Kamal Stone 26°33'31.2984''N 76°14'56.2128''E Crusher
4.6.3 Sand
Banas River is the main source of coarse sand in the project area.
4.6.4 Fly Ash utilization

Fly Ash is a lightweight material, which may be used for construction of embankment, sub-grades
etc. singly or by mixing with suitable admixtures. The fly ash is laid in alternate layers with soil and
earth blankets are also provided on the side slopes for the confinement of the materials as per IRC:
SP: 58 – Guidelines for use of Fly ash in Road Embankment. The guidelines regarding design /
construction of embankments are given in IRC SP: 58-2001.
The thermal power plant at Kota Super Thermal Power Station (KSTPS) is nearest to our project
highway & is at a distance of 25 km from the project highway. Generally the Greenfield alignment
shall be constructed at approximately 2 to 3m from the ground level which may be more at bridge
approaches. Fly ash can provide technically viable, environmentally sound & cost effective
alternative to natural borrow soil.
Design Aspect of Fly ash Embankment
The embankment is designed as a composite structure with fly ash in the core and earth cover on
the sides and at the top of embankment. However, special emphasis is required to be placed on the
provision of earth cover for fly ash embankments since ash is easily erodible. The thickness of earth
cover may be in the range of 1-3 m depending on height and slope of the embankment. In regions of
moderate to high seismic activity, analysis of embankment stability should consider liquefaction
potential of the ash fill.
To prevent the surrounding air from pollution it is needless to mention that proper care should be
taken to transport, stack, lay and compact the fly ash materials in wet conditions, until the fly ash
embankment with clay blanket on both the side slopes reaches its required height and is covered by
a 500mm capping layer of sub-grade soil at the top of the embankment.
58
Source: (IRC: SP: 58-2001)

Figure 4-8: Typical cross – section of embankment with alternate layers of soil and fly ash
4.7 Biological Environment

4.7.1 Protected Areas
Rajasthan is noted for its National Park, Wildlife Sanctuary and Tiger Reserves. There are 3 National
Park and 26 Sanctuaries in the state.
National Chamabal Sanctuary is located within 1.5 km radius of the proposed alignment. The
proposal alignment is having sufficient distance (>10 km) from Mukundra Hills National Park/
Mukundra Tiger Reserve.
4.7.2 Forest
The recorded forest area of the state is 32,737 m2, which is 9.57% of its geographical area. The
Reserved, Protected and Unclassified forests are 38.11%, 55.64% and 6.25% respectively of the
recorded forest area. However, as the digitized boundary of recorded forest area from the state
covers only an area of 23,105 m2. (Rajasthan State of Forest Report 2017). No forest is getting
diverted due to proposed project stretch.
4.7.3 Bio-diversity Study
4.7.3.1 Objectives:
 To prepare an inventory of plants in the study area
 Determination of Importance Value Index and Shannon Wiener Diversity Index for tree in
the study area.
In order to understand the composition of the vegetation, most of the plant species were identified
in the field itself whereas the species that could not be identified a herbarium specimen was
collected along with their photographs for identification later with the help of available published
literature and floras of the region.
The study area was divided into three study sites on the basis of disturbance gradient i.e. highly
disturbed (HD) area , mildly disturbed (MD) area, and undisturbed (UD) area for studying the status
of plant diversity, community structures monthly soil condition and productivity of herbaceous
species of the study area.
59
4.7.3.2 Methodology
Community analysis was carried out during post monsoon season. In every study sites, 10 quadrant
of 10 m X 10 m (100 sq. m) size were randomly laid to study tree species. The circumference of all
the adult individuals *(≥30 cm circumference at breast height (CBH)+ was measured with Freeman’s
tape. All individuals were enumerated and measured by species for each 10 m x 10 m quadrant, the
number of species and density were recorded.
The study of plant communities was carried out by using qualitative characteristics and quantitative
characteristics. Qualitative characteristic mainly involved presence/absence of the species, genera
and family. This showed the community structures, composition and other characteristic can be
readily described by visual observation without actual measurements. The quantitative analysis
involved the structure and composition of vegetation across vegetation types and compared in
terms of frequency, density, abundance and basal area of tree species.
The density, frequency abundance and basal area of tree species, were determined as per Curtis and
McIntosh (1950).
(a) Density.
Density is an expression of the numerical strength of a species where the total number of individuals
of each species in all the quadrates is divided by the total number of quadrates studied.
Density is calculated by the equation:
Density = Total number of individuals of a species in all quadrates

Total number of quadrates studied
(b) Frequency (%).
This term refers to the degree of dispersion of individual species in an area and usually expressed in
terms of percentage occurrence. It was studied by sampling the study area at several places at
random and recorded the name of the species that occurred in each sampling units. It is calculated
by the equation:
Frequency (%) = Number of quadrates in which the species occurred X 100
Total number of quadrates studied
(c) Abundance.
It is the study of the number of individuals of different species in the community per unit area. By
quadrates method, samplings are made at random at several places and the number of individuals of
each species was summed up for all the quadrates divided by the total number of quadrates in
which the species occurred. It is represented by the equation:
Abundance = Total number of individuals of a species in all quadrates
Total number of quadrates in which the species occurred
(d) Importance Value Index
This index is used to determine the overall importance of each species in the community structure.
In calculating this index, the percentage values of the relative frequency, relative density and relative
dominance are summed up together and this value is designated as the Importance Value Index or
IVI of the species (Curtis, 1959).
60
(e) Relative density

Relative density is the study of numerical strength of a species in relation to the total number of
individuals of all the species and can be calculated as:
Relative density = Number of individual of the species X 100
Number of individual of all the species
(f) Relative frequency
The degree of dispersion of individual species in an area in relation to the number of all the species
occurred.
Relative frequency = Number of occurrence of the species X 100
Number of occurrence of all the species
(g) Relative dominance.
Dominance of a species is determined by the value of the basal cover. Relative dominance is the
coverage value of a species with respect to the sum of coverage of the rest of the species in the
area.
Relative dominance = Total basal area of the species X 100
Total basal area of all the species
The total basal area was calculated from the sum of the total diameter of immerging stems. In trees,
poles and saplings, the basal area was measured at breast height (1.5m) and by using the formula
πr2.
The forest communities were identified on the basis of IVI values of trees. The single tree species
representing >50% of the total IVI was designated as a single species dominated community,
whereas two or more species contributing 50 or >50% of the total IVI were named as a mixed
community.
4.7.4 Species diversity and species Evenness index
Species diversity and species evenness index is calculated by using the Shannon-Wiener Diversity
Index formula and Evenness Index formula, respectively.
Shannon-Wiener Diversity Index (H) = - Σ pi ln (pi)
Where, pi is the proportion of total number of species made up of the ith species.
Evenness index (E): H/ ln S
Where, H is Shannon-Wiener Diversity Index of general diversity and S is number of species.
4.7.5 Survey Sites
To know the status of plant diversity of the study area, qualitative and quantative assessment has
been carried out at 5 different locations all along the proposed alignment. The sampling locations
showing on Google map in Figure 4-9.
61
Figure 4-9: Vegetation Sampling locations

During the survey 18 plant species from 9 families were recorded in which Fabaceae, Moraceae are
dominant families followed by Myrtaceae and Meliaceae all along the study area.
Diversity survey results revealed that density of tree was recorded maximum at sampling 1 and
sampling site 3 where minimum density of tree recorded at samplings site 4. Values of density is
given below in table. Azadirachta indica and Prosopis cineraria are the dominated species along the
project area but at sampling site 4 Vachellia nilotica species is dominated followed by Prosopis
juliflora.
4.7.6 Species Diversity Index (H’) & Evenness Index (E)
To understand species variation in community, diversity and evenness Index was calculated.
Biodiversity assessment results showing that maximum diversity recorded at sampling site 2
followed by sampling site 3 and 1. Evenness index for trees were recorded maximum sampling site 4
and 5 respectively.
Table 4-17: Density, Frequency and Species Diversity Index (H’) & Evenness Index (E)
Shannon-Wiener Diversity
Sampling site Frequency Density Evenness
Index
Sampling site 1 160 220 1.71 0.95
Sampling site 2 110 110 1.85 0.95
Sampling site 3 120 140 1.81 0.93
Sampling site 4 70 90 1.37 0.99
Sampling site 5 100 120 1.59 0.99
62
Table 4-18: List of Trees recorded in the study area

S. No. Family Name Common Name Scientific Name
1 Anacardiaceae Aam Mangifera indica
2 Fabaceae Babool Vachellia nilotica
3 Fabaceae Khejri Prosopis cineraria
4 Fabaceae Shisham Dalbergia sissoo
5 Fabaceae Siris Albizia lebbeck
6 Fabaceae Imli Tamarindus indica
7 Fabaceae Juliflora Prosopis juliflora
8 Capparaceae Kher Capparis decidus
9 Malvaceae Semal Bombax ceiba
10 Meliaceae Neem Azadirachta indica
11 Moraceae Pipal Ficus religiosa
12 Moraceae Bargad Ficus benghalensis
13 Moraceae Sahtut Morus alba
14 Myrtaceae Jamun Syzygium cumini
15 Myrtaceae Safeda Eucalyptus tereticornis
16 Myrtaceae Amrud Psidium guajava
17 Rhamnaceae Ber Ziziphus mauritiana
18 Zygophyllaceae Hingot Balanites aegyptiaca
4.7.7 Faunal Diversity Assessment
Finding the presence of mammals, Reptiles and Birds by using conventional methods like transect
walk or plot search during the day. Mostly trails were used to survey the wild animals in the study
area. The survey of wild animals conducted by using 10x50 prismatic field binocular and hand held
GPS 72 in different habitat. The presence of wildlife was also confirmed from the local inhabitants
depending on the animal sightings and the frequency of their visits in the catchment and study area.
In addition to these, secondary sources mainly literature related to wildlife and its habitat was also
referred for preparing checklists and other analysis in the study of wild animals in the region.
The methodology followed for the current survey is as follows:
i. Direct sighting and indirect evidences such as calls, signs and trophies of mammals were
recorded along the survey routes taking aid from Prater (1980).
ii. Interviews of local villagers for the presence and relative abundance of various animal species
within each locality.
iii. Data collection on habitat condition, animal presence by direct sighting and indirect
evidences.
63
iv. Checklist of birds was prepared based upon Ali & Ripley (1983) and Flaming et al. (1984) were
used as field guides for the birds. In the survey stretches also recorded other animal evidences
and general composition of the habitats.
a. Mammals:
Domesticated animals mainly constitute the faunal population within the project area. The forest
department have reported the presence of some wild & endangered animals in the nearby forest
areas, however no such species were reported during the site reconnaissance and survey. National
Chambal sanctuary is located approx. 1.7 km distance from the project alignment and majorly of the
faunal species recorded nearby Chambal River which includes rare and endangered Gharial (Gavialis
gangeticus), the Red-crowned Roofed Turtle (Batagur kachuga) and Ganges River Dolphin (Platanista
gangetica).
A list of wild mammals have been prepared by the help of secondary literature (Working plan
collected from Forest Office, IBAT tool, etc.) and consultation with villagers provided below.
Table 4-19: List of Mammals
S. IUCN WL Schedule
Family Common Name Scientific Name
No. 3.1 1972
1 Cercopithecidae Rhesus macaque Macaca mulatta LC II
2 Cercopithecidae Common langur Pressbytis entellus LC II
3 Felidae Leopard Panthera pardus VU I
4 ‎Felidae Jungle cat Felis chaus LC II
5 Herpestidae Common Mongoose Herpestes edwardsii LC II
6 Canidae Jackal Canis aureus LC II
7 Canidae Indian fox Vulpes bengalensis LC II
8 Hyaenidae Striped Hyaena Hyaena hyaena NT III
Paradoxurus
9 Viverridae Common Palm Civet LC III
hermaphrodites
10 Mustelidae Smooth Indian Otter Lutra persicillata VU II
Boselaphus
11 Bovidae Blue Bull LC III
tragocamelus
12 Cervidae Chital Axis axis LC III
13 ‎Cervidae Sambhar Cervus unicolor vu III
14 Suidae Indian Wild Boar Sus scrofa LC III
15 Sciuridae Five Striped palam Squirrel Funambulus pennati NA IV
16 Muridae Common House Rat Mus booduga LC V
17 Hystricidae Indian porcupine Hystrix indica LC II
18 Leporidae Indian Hare Lepus nigricollis LC IV
19 Soricidae Grey musk shrew Suncus murinus LC NA
20 Pteropodidae Fruits Bat Ptetopus giganteus LC V
21 ‎Canidae Wild dog Cuon alpines NA II
Aquatic Reptiles
1 Gavialidae Gharial Gavialis gangeticus EN II
2 Crocodylidae Mugger Crocodylus palustris VU NA
3 Trionychidae Indian Softshell Turtle Aspideretes gangeticus VU II
Indian Narrow-headed
4 Trionychidae Chitra indica EN NA
Softshell Turtle
5 Trionychidae Indian Flapshell Turtle Lissemys punctata LC II
Red-crowned Roofed
6 Geoemydidae Kachuga kachuga CE NA
Turtle
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S. IUCN WL Schedule
No. 3.1 1972
Three-striped Roofed
7 Geoemydidae Kachuga dhongoka EN NA
Turtle
8 Geoemydidae Indian Tent Turtle Kachuga tentoria LC NA
10 Platanistidae South Asian River Dolphin Platanista gangetica EN I
11 Mustelidae Smooth-coated Otter Lutra perspicillata VU II
Source: Working Plan National Chambal Sanctuary
b. Avifauna:
During the survey, avifaunal species were directly sighted in their natural habitat composed by small
bushy vegetation, bare stone grounds and near Chambal River and close to human habitation. The
study of avifaunal survey has revealed that large portion of bird species are comprised of resident
birds in the project study area. Due to close distance from Chambal River some migratory birds were
also recorded during the survey. Chambal River comprises good population of Indian Skimmers but
during the survey no Indian skimmer were seen in the study. On the basis of primary survey and
secondary data an inventory of avifauna has been prepare and listed below.
Table 4-20: List of Avifauna
S. IUCN WL Schedule
No. 3.1 1972
1 Podicipitidae Black-necked Grebe Podiceps nigricollis LC IV
2 Pelecanidae Spot-billed Pelican Pelecanus philippensis NT IV
3 Phalacrocoracidae Large Carmorant Phalacrocorax carbo LC NA
5 Phalacrocoracidae Darter Anhinga rufa LC IV
6 Phalacrocoracidae Indian Cormorant Phalacrocorax fuscicollis LC NA
7 Ardeidae Grey Heron Ardea cinerea LC NA
8 Ardeidae Pond heron Ardea intermedia LC NA
9 Ardeidae Cattle egret Bubulcus ibis LC IV
10 Ardeidae Large egret Ardea alba LC IV
11 Ardeidae Smaller egret Ardea intermedia LC IV
12 Ardeidae Little egret Egretta garzetta LC IV
13 Ardeidae Night heron Nycticorax nycticorax LC NA
14 Ardeidae Purple heron Ardea purpurea LC NA
15 Ardeidae Little Bittern Ixobrychus minutes LC IV
Ephippiorhynchus
16 Ciconiidae Black necked stork nt IV
asiaticus
17 Ciconiidae Painted stork Mucteria leucocephala NT IV
18 Ciconiidae Open bill stork Anastomus oscitans LC IV
19 Ciconiidae White necked stork Ciconia episcopus vu IV
20 Ciconiidae Black stork Ciconia nigra LC IV
21 Threskiornithidae White ibis Threskiornis aethiopicus LC IV
22 Threskiornithidae Black ibis Pseudibis papillosa LC IV
24 Phoenicopteridae Spoon bill Platalea leucorodia LC II
25 Anatidae Grey lag goose Anser anser LC NA
26 Anatidae Bar headed goose Anser indicus LC NA
27 Anatidae Lesser whistling teal Dendrocygna javanica LC IV
28 Anatidae Brahminy duck Tadorna ferruginea LC IV
29 Anatidae Pintail Anas acuta LC NA
30 Anatidae Common teal Anas crecca LC IV
31 Anatidae Gadwall Anas strepera LC NA
32 Anatidae Wigeon Anas Penelope LC NA
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S. IUCN WL Schedule
No. 3.1 1972
34 Anatidae Red crested pochard Netta rufina LC NA
36 Anatidae Cotton teal Aythya nyroca NT IV
Nettapus
37 Anatidae Comb duck LC IV
Coromandelianus
38 Anatidae Common shelduck Sarkidiornis melanotos LC IV
39 Anatidae Shoveller Spatula clypeata LC NA
40 Anatidae Spot bill duck Anas poecilorhyncha LC IV
41 Accipitridae Black winged kite Elanus caeruleus LC NA
42 Accipitridae Pariah kite Milvus migrans LC NA
43 Accipitridae Brahmini kite Haliastur Indus LC NA
44 Accipitridae Shikra Accipiter badius LC NA
45 Accipitridae Tawny eagle Aquila rapax VU NA
46 Accipitridae King vulture Sarcogyps calvus CE III
Indian long billed
47 Accipitridae Gyps fulvus LC III
vulture
49 Accipitridae Scavenger vulture Neophron percnopterus EN III
50 Falconidae Kestrel Falco tinnunculus LC NA
51 Pandionidae Osprey Pandion haliaetus LC III
52 Phasianidae Grey quail Coturnix coturnix LC IV
53 Phasianidae Grey partridge Perdix perdix LC IV
54 Phasianidae Common Peafowl Pavo cristatus LC III
55 Gruidae Common Crane Grus grus LC IV
56 Gruidae Sarus crane Grus antigone VU IV
White breasted
57 Ralliadae Amaurornis phoenicurus LC NA
Waterhen
58 Ralliadae Indian moorhen Gallinula chloropus LC NA
59 Ralliadae Purple moorhen Porphyrio porphyrio LC NA
60 Ralliadae Coot Fulica atra LC IV
Pheasant tailed Hydrophasianus
61 Jacanidae LC IV
jacana chirurgus
Bronze winged
62 Jacanidae Metopidius indicus LC IV
jacana
63 Charadriidae Red-wattled lapwing Vanellus indicus LC NA
64 Charadriidae Spur winged plover Vanellus spinosus LC IV
Yellow wattled
65 Charadriidae Vanellus malabaricus LC NA
lapwing
66 Charadriidae Little ringed plover Charadrius dubis NA IV
67 Charadriidae Kentish plover Charadrius alexandrinus LC IV
68 Scolopacidae Common red shank Tringa tetanus LC NA
69 Scolopacidae Green shank Tringa nebutaria LC NA
70 Scolopacidae Common sandpiper Tringa hypoleucos LC IV
71 Scolopacidae Black tailed godwit Limosa limosa NT NA
72 Scolopacidae Spooted red shank Tringa erythropus LC NA
73 Scolopacidae Fantail snipe Gallinago gallinago LC IV
74 Scolopacidae Little stint Calidris minuta LC NA
75 Recurvirostridae Black winged stint Himantopus himantopus LC NA
76 Burhinidae Stone curlew Burhinus oedicnemus LC IV
77 Burhinidae Great stone plover Esacus racurvirostria NT IV
Small indian
78 Glareolidae Glareola lacteal LC NA
Pratincole
79 Laridae Indian river tern Sterna aurantia NT NA
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S. IUCN WL Schedule
No. 3.1 1972
80 Laridae Black bellied tern Sterna acuticauda EN NA
81 Laridae Little tern Sternula albifrons LC NA
82 Laridae Brown headed gull Larus brunnicephalus LC IV
83 Laridae Black headed gull Larus rididbundus LC NA
84 Laridae Indian skimmer Rynchops albicollis vu NA
85 Columbidae Blue rock pigeon Columba livia LC IV
86 Columbidae Indian ring dove Streptopelia decaocto LC IV
Streptopelia
87 Columbidae Red turtle dove LC IV
tranquebarica
88 Columbidae Spotted dove Spilopelia chinensis LC IV
Streptopelia
89 Columbidae Little brown dove LC IV
senegalensis
90 Psittacidae Rose ringed parakeet Psittacula krameri LC IV
Blossom headed
91 Psittacidae Psittacula cyanocephala LC IV
parakeet
92 Cuculidae Palintive cuckoo Cacomantis merulinus LC IV
93 Cuculidae Pied crested cuckoo Clamator jacobinus LC IV
94 Cuculidae Koel Eudynamys scolopacea LC NA
95 Cuculidae Crow pheasant Centropus sinensis LC IV
96 Strigidae Brown Fish owl Bubo zeylonensis NA IV
97 Strigidae Spotted owlet Athene brama LC IV
Common Indian
98 Caprimulgidae Caprimulgus asiaticus LC NA
nightjar
99 Apodidae House swift Apus affinis LC III
100 Alcedinidae Pied kingfisher Ceryle rudis LC IV
101 Alcedinidae Small blue kingfisher Alcedo atthis LC IV
White braested king
102 Alcedinidae Halcyon smyrnensis LC IV
fisher
103 Meropidae Green bee eater Merops orientalis LC NA
104 Meropidae Blue tailed bee eater Merops phililinus LC NA
105 Coraciidae Indian roller Coracias benghalensis LC IV
106 Upupidae Hoopoe Upupa epops LC NA
Common grey
107 Bucerotidae Ocyceros birostris LC III
hornbill
Megalaima
108 Megalaimidae Coppersmith LC NA
haemacephala
109 Megalaimidae Large gfreen barbet Megalaima zeylanica NA IV
Golden Backed
110 Picidae Dinopium benghalensis LC IV
woodpecker
Yellow-crowned
111 Picidae Leiopicus mahrattensis LC IV
Woodpecker
112 Pittidae Indian Pitta Pitta brachyuran LC IV
113 Alaudidae Red winged bush lark Mirafra erythroptera LC IV
Ashy crowned finch
114 Alaudidae Eremopterix grisea LC IV
lark
Rufoustailed finch
115 Alaudidae Ammomanes phoenicura LC IV
lark
116 Alaudidae Crested lark Galerida cristata LC IV
117 Hirundinidae Common Swallow Hirundo rustica LC IV
118 Hirundinidae Wire tailed swallow Hirundo smithii LC IV
121 Laniidae Grey shrike Lanius excubitor LC NA
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S. IUCN WL Schedule
No. 3.1 1972
122 Laniidae Bay backed shrike Lanius vittalus LC NA
123 Laniidae Rufous backed shrike Lanius schach LC NA
124 Laniidae Brown shrike Lanius cristatus LC NA
125 Monarchidae Pradise flycatcher Terpsiphone paradise LC IV
126 Dicruridae Black drongo Dicrurus adsimilis LC IV
127 Dicruridae White bellied drongo Dicrurus caerulescens LC IV
128 Sturnidae Brahminy myna Sturnus pagodarum LC IV
129 Sturnidae Pied myna Gracupica contra LC IV
130 Sturnidae Common myna Acridotheres tristis LC IV
131 Sturnidae Bank myna Acridotheres ginginianus LC IV
132 Corvidae Indian treepie Dendrocitta vagabunda LC IV
133 Corvidae House crow Corvus splendens LC V
134 Corvidae Jungle crow Corvus macrorhynchos LC V
Common wood Tephrodornis
135 Vangidae LC NA
shrike pondicerianus
136 Vangidae Large cuckoo shrike Coracina macei LC NA
137 Aegithinidae Common iora Aegithina tiphia LC IV
138 Pycnonotidae Red vented bulbul Pyncnonotus cafer LC IV
White cheeked
139 Pycnonotidae Pycnonotus leucogenys LC IV
bulbul
140 Leiothrichidae Common babbler Turdoides caudate LC IV
141 Leiothrichidae Large grey babbler Turdoides malcolmi LC IV
142 Cisticolidae Tailor bird Orthotomus sutorius LC NA
143 Muscicapidae Magpie robbin Copsychus saularis LC NA
144 Muscicapidae Black redstart Phoenicurus ochruros LC NA
145 Muscicapidae Indian robin Saxicoloides fulicata LC NA
146 Motacillidae Yellow wagtail Motacilla flava LC NA
147 Motacillidae Grey wagtail Motacilla cinerea LC NA
Motacilla
148 Motacillidae Large pied wagtail LC NA
maderaspatensis
Thick billed
149 Deceidae Dicaeum agile LC IV
flowerpecker
Tickell's flower Dicaeum
150 Deceidae LC IV
pecker erythrorhynchos
151 Nectariniidae Purple sunbird Nectarinia asiatica LC IV
152 Passeridae House sparrow Passer domesticus LC NA
153 Ploceidae Baya Ploceus philippinus LC IV
154 Emberizidae Crested bunting Melophus lathami LC IV
Source: Working Plan National Chambal Sanctuary
c. Herpeto-fauna
Herpeto-fauna were sampled on the same transect marked for mammals and Birds. The sampling
was carried in the study area by constrained Visual Encounter Rates (VES) method. A list of herpeto
fauna reported in study area is prepared on the basis of secondary data collected and listed below.
68
Table 4-21: List of Herpeto-Fauna

IUCN WL Schedule
S. No Family Common Name Scientific Name
3..1 1992
1. Elapidae Cobra Naja naja LC II
2. Elapidae Common Krait Bungarus caeruleus NA IV
3. Crocodylidae Muggar Crocodylus palustris VU NA
Ganga soft shelled
4. Trionychidae Aspideretes gangeticus VU II
Turtle
North Indian flap
5. Trionychidae Lissemys punctata LC NA
shelled Turtle
6. Colubridae Rat Snake Ptyas mucosus NA II
7. Viperidae Russell's Viper Piper russelli LC II
8. Viperidae Saw Scaled Viper Echis carinatus NA IV
9. Chamaeleonidae The indian Chameleon Chamaeleo calcaratus LC II
10. Geoemydidae Indian sawbaok Kachuga tecta tecta LC NA
11. Testudinidae Starred tortoise Geochelone elegans VU IV
Hemidactylus
12. Gekkonidae Northern house gecko NA NA
flaviviridis
13. Eublepharidae Far tailed gecko Eublepharis macularivl LC NA
14. Agamidae Common gardenlizard Calotes versicolor NA NA
15. Scincidae Common skink Mabuya carinata LC NA
16. Varanidae Large bengal Lizard varanus beagalansis LC II
17. Boidae Johr's earth boa Eryz johnii LC NA
18. Pythonidae Indian python Python molurus VU II
Macropisthodon
19. Colubridae Green keelback NA NA
plumbicolor
20. Agamidae Spinytailed lizard Uromastyx hardwickii NA NA
Source: Working Plan Kota Forest Division
4.8 Socio-Economic Profile

Socio-economic analysis has been conducted for the state and project influence district (Kota) along
the proposed project road.
The population forms the basic planning parameter for the preparation of any transport related
plan/study and also indicates the scale of required development. Rajasthan is situated in the North-
Western part of India. It is bounded by Punjab, Haryana, Uttar Pradesh, Madhya Pradesh, Gujarat
and Pakistan along Northern, North-Eastern, Eastern, South-Eastern, South-Western and Western
sides respectively.
4.8.1 Population
The population of Rajasthan witnessed an increase of 1.2 crore from 2001 and has a population of
6.9 crore (Census, 2011). The state has a male population of 3.6 cr and female population of 3.3 cr.
The child population (0-6 age) is 1,06,49,504 (15.5% of total population) in 2011 where as
1,06,51,002 (18.9% of total population) in 2001.
Kota district shows the highest decennial growth rate of 24.37% with comparison to state and
national level.
69
Table 4-22: Decadal Growth Rate

Districts/State Decadal Growth Rate (%)
Kota 24.37
Rajasthan 21.31
India 17.64
Source: Census 2011
4.8.2 Population Density

The total area of Rajasthan is 3,42,239 sq. Km with a population density of 200 persons per sq km in
2011 which is lower than the national population density of 382 persons per sq. km. The project
influence district i.e. Kota have an average population density of 374 persons per sq., which is higher
and comparable to Rajasthan and India’s population density respectively.
Table 4-23: Population Density
Districts/State Population Density (persons /sq.km)
Kota 374
Rajasthan 200
India 382
Source: Census 2011
4.8.3 Sex Ratio

The sex ratio in Rajasthan was 928 females for each 1000 males in 2011 where as it was 921 females
for each 1000 males in 2001. The child sex ratio declined from 909 girls per 1000 boys in 2001 to 888
girls per 1000 boys in 2011.
Table 4-24: Sex Ratio
District/State 2001 2011
Kota 896 911
Rajasthan 921 928
India 933 943
Source: Census 2011
The sex ratio of the Kota district in 2011 improved in comparison to 2001. However, it’s decreased in
compared to state as well as national level.
4.8.4 Literacy Rate

Literacy rate in Rajasthan has seen an upward trend and is 66.11% as per Census 2011 out of which,
male literacy rate stands at 79.19% while female literacy rate is 52.12%. In 2001, literacy rate in
Rajasthan stood at 60.41% out of which male and female literacy rate was 75.70% and 43.85%
respectively. The literacy details of the state and districts are given in table 4-24.
Table 4-25: Number of Literates and Literacy Rate for State and Districts
Number of Literates* Literacy Rate(%)
State/Districts
Persons Male Female Persons Male Female
Kota 1298345 765396 532949 76.56 86.31 65.87
Rajasthan 38275282 23688412 14586870 66.11 79.19 52.12
India 763638812 434763622 328875190 72.98 80.88 64.63
*Literacy excludes the age group of 0-6 Years
70
4.8.5 Work Participation Rate

The work participation rate in Rajasthan as per Census is 51.71% and 42.68% for male and female in
rural areas, where it is 50.75% and 12.03% for male and female in urban areas respectively. The
work participation rate is notably slightly less as compared to the national average in both rural and
urban areas with similar geographical conditions. The working population in Rajasthan increased
from 23.76 million in 2001 to 29.89 million in 2011, witnessing an annual compound growth of 2.6%.
The details of the work participation rate are given in Table 4-25:
Table 4-26: Work Participation Rate
Rural Urban Combined
States/Districts
Male Female Persons Male Female Persons Male Female Persons
Kota 53.81 37.89 46.14 51.41 13.08 33.27 52.36 23.03 38.38
Rajasthan 51.71 42.68 47.35 50.75 12.03 32.27 51.47 35.12 43.60
India 53.03 30.03 41.83 53.76 15.44 35.31 53.26 25.52 39.80
Source: Census 2011
4.8.6 Employment Pattern

The Census 2011 classified the workers (both main and marginal) into four categories namely
cultivators, agricultural labourers, household industries and other workers. The categorisation of
workers revealed that there was a declining share of the cultivators but increasing share of
agricultural labourers, household industry and other type of worker. The employment pattern is
given in Table 4-26.
Table 4-27: Employment Pattern of Main and Marginal Workers in Rajasthan
Industry Classification 2001 (million) % share 2011 (million) % share
Cultivators 13.14 55.29 13.6 45.57
Agricultural Labourer 2.52 10.62 4.94 16.53
Household Workers 0.68 2.85 0.72 2.41
Other Workers 7.42 31.24 10.61 35.49
Total Workers 23.78 100 29.89 100
Source: Census 2011
4.8.7 State Income

The net state domestic product (NSDP) has shown a cumulative annual growth rate (CAGR) of 5.47%
while per capita NSDP was 3.97% over the period from 2011-12 to 2016-17. The annual growth rate
of NSDP and per capita NSDP showed a slightly higher growth in 2016-17 over 2015-16 by 6.62% and
5.11% respectively and the details are given in Table 4-27.
Table 4-28: NSDP and Per Capita NSDP at Constant Price (2011-12)
Year NFDP (Cr.) Growth (%) Per Capita (Rs.) Growth (%)
2011-12 396710 -- 57391 --
2012-13 410394 3.45 58526 1.98
2013-14 429044 4.54 60315 3.06
2014-15 455500 6.17 63123 4.66
2015-16 485646 6.62 66342 5.10
2016-17 517815 6.62 69730 5.11
CAGR% 5.47 3.97
Source: Department of Economics and Statistics, Rajasthan
71
4.8.8 Structural Shift in GSDP

The sectoral Gross State Domestic Product (GSDP) in Rajasthan showed a paradigm shift towards
secondary sector and service sector from primary sector. The share of primary sector in GSDP
computed at constant (2011-12) prices declined to 26.15% in 2015-16 from 28.60 % in 2011-12.
During this period, while the share of secondary sector declined from 32.73% to 29.76% with minor
variations, the share of tertiary sector expanded from 38.67% to 44.09% and the details are given in
Table 4-28.
Table 4-29: Sectoral Composition of GSDP by Industry Origin at Constant Price (%): Rajasthan
Sector Year
2011-12 2012-13 2013-14 2014-15 2015-16 2016-17 (AE*)
Primary 28.6 28.24 28.57 27.6 26.15 26.09
Secondary 32.73 31.47 30.07 29.72 29.76 29.09
Tertiary 38.67 40.29 41.36 42.68 44.09 44.82
*AE=Advanced Estimates Source: Department of Economics and Statistics, Rajasthan
A similar trend has been seen in the project influence districts of Kota.
4.8.9 Agriculture profile

Rajasthan can be divided into 4 major geographical regions, namely Western desert with barren hills,
rocky plains and sandy plains; Aravalli hills running South-West to North-East; Eastern plains with
rich alluvial soils and South-Eastern plateau. The major rivers in the state are Mahi, Chambal and
Banas.
The major crops grown in different parts of Rajasthan are bajra, wheat, jowar, maize, cotton,
rapeseed, mustard, groundnut and horticultural crops. The geographical area consists of ~57%
desert and around 8% of forest area. The net area sown in the state has been largely fluctuating in
past few years and has witnessed a declining trend. It reduced from ~175 lac ha in 2008-09 to ~170
lac ha in 2009-10. The categorisation of land use pattern in the state is given in Table 4-29.
Table 4-30: Categorization of Land Use Pattern
S. No. Land Use Pattern Area (in lac ha)
1. Net Cropped Area 183
2. Forest Strs 27
3. Not Available for Cultivation 43
4. Pastures & Grazing Land 17
5. Land Under Misc. Trees 0.21
6. Cultivable Waste Land 42
7. Fallow Land 30
The state has a net cropped area of ~183 lac ha, out of which ~75% of area is rain-fed and ~25% of
the area is irrigated. However, the agricultural output constitutes of more than 50% of irrigated
area’s output. The sources of irrigation with their share are as follows:
 Open Wells: 31.62%
 Tube Wells: 41.91%
 Canals: 24.45%
 Tanks: 0.84%
 Other Sources: 1%
72
The irrigation pattern suggests that the groundwater is stressed enormously as ~73% of irrigation is
dependent on tube-wells and wells.
Project Influence District
Kota District
The district has a total cultivated area of 5,14,560 ha (2015-16), out of which net area sown is
2,74,179 ha (2015-16). The major crops cultivated in the district are wheat, paddy, soyabean, maize
and gram. The major horticulture (fruit) crops are mango, guava, orange, lime and aonla.
4.9 Industrial Profile

The economy of the state has shown a structural shift with manufacturing sector contributing
considerably to net state domestic product (NSDP). Textile industry has a major contribution in
state’s overall production followed by large and medium industries.
The government of Rajasthan has set up various institutions like Bureau of Investment Promotion
(BIP), Rajasthan State Industrial Development and Investment Corporation (RIICO), Rajasthan
Financial Corporation (RFC), and Project Development Corporation to attract investments in the
sector. Bureau of Investment Promotion (BIP) and Rajasthan Industrial Development and Investment
Corporation (RIICO) are the two main institutes responsible for promoting investments and
development of industrial infrastructure in the state. Major industries in the state of Rajasthan are
as follows:
 Cement Industry
 Auto and Auto-components Industry
 IT and ITeS Industry
 Ceramics Industry
 Textile Industry
 Agro-based Industry
 Gems and Jewellery
 Marble Industry
Kota District
The district has a wide range of industries with ~15,571 registered industrial units. The major
manufacturing sectors are Kota stone, welding electrode, Kota Doriya textile, engineering
fabrication, chemicals, edible oil and snacks industries. The major exportable items are rayon tyre
yarn cord, rayon fabric, copper alloys, antimony, chemicals (calcium fluoride, calcium carbide and
sulphate), lead alloys, natural stone, soya meal and textile machinery parts.
4.10 Tourism
Tourism is one of the fastest growing sectors with highest contribution in State’s revenue. The sector
has increased the standard of living and provided platform to local artisans. The state has variety of
tourist attractions such as forts, palaces, handicrafts, safari tours, wildlife sanctuary, national parks,
heritage places, pilgrimage places and lakes.
73
Project influence district Kota is the major tourist destination in Rajasthan state. The details of
domestic and foreign tourist arrival of Kota district during the year 2014-17 are shown in Table 4-30.
Table 4-31: Tourist arrival (Indian & Foreigner) in Kota district

2014 2015 2016 2017
Districts Domestic Foreigner Domestic Foreigner Domestic Foreigner Domestic Foreigner
Kota 51,467 3,516 90,598 2,574 89,546 1,778 2,02,298 1,860
Source: Tourism Department Report 2017-18, Rajasthan
4.11 Socio-economic Profile of the Project Area
Social profile includes an overview of the population distribution, density of population, sex ratio,
and literacy rate, details of scheduled caste/tribe population and work force participation rate of the
project influence area along the proposed alignment.
4.12 Population Distribution
The annual average growth rate in population of project affected area is 2.8% which is higher than
annual average growth rate of Rajasthan. Ladpura tehsil of Kota district has the highest population
of 1,143,792.
Table 4-32: Population Distribution (Year, 2011)
Sl. District Tehsils Population Annual Average Growth
No. 2001 2011 Rate (%)
Digod 150587 168734 1.2
1 Kota Ladpura 868213 1143792 3.2
Kanwas -- -- --
Project Affected Area 1018800 1312526 2.8
Rajasthan 56507188 68548437 2.1
Source: Census 2011
4.12.1 Population Density

The project influence area recorded average population density of ~593 persons/sq km (2011) which
is higher compared to state’s population density of ~200 persons/sq km (2011). The population
density varies from 180 persons/ sq km (2011) in Digod tehsil to 764 persons/ sq km (2011) in
Ladpura tehsil.
Table 4-33: Population Distribution and Density (Year 2011)
Sl. District Tehsils Area Population Population Density
No. (Sq.km.) (Persons/sq. km)
1. Kota Digod 938 168734 180
Ladpura 1497 1143792 764
Kanwas -- -- --
Project Affected Area 2435 1312526 593
Rajasthan 342239 68548437 200
Source: Census of India, 2011
4.12.2 Sex Ratio
74
The project affected area has a sex ratio of 914 (2011), which is lower as compared to state’s sex
ratio of 928. Ladpura tehsil has the lowest sex ratio of 900 (2011).
Table 4-34: Sex Ratio
Sl. No. District Tehsils Sex Ratio (2011)
Digod 929
1 Ladpura 900
Kota Kanwas --
Project Affected Area 914
Rajasthan 928
4.12.3 Vulnerable Groups

The schedule caste population in the project affected area is 2,47,753 (18%) and schedule tribe
population is 98,730 (7.5%). Digod tehsil of Kota district has the highest schedule caste population
~18%.
Table 4-35: Vulnerable Groups
Sl. No. District Tehsil Population (2011) % to Total Population
Scheduled Scheduled Scheduled Scheduled
Caste Tribe Caste Tribe
Digod 40720 30320 24 18
1 Kota Ladpura 207033 68410 18 6
Kanwas - - - -
Project Affected Area 247753 98730 18 7.5
Rajasthan 12221593 9238534 18 13
4.12.4 Literacy Rate

Literacy rate in Rajasthan has seen upward trend and is 66% as per Census of India, 2011. The
project affected area has an average literacy rate of 80% (2011) which is higher as compared to
state’s average literacy rate. Digod tehsil has the lowest literacy rate of 72% (2011) in the project
affected area.
Table 4-36: Literacy Rate
Sl. No. District Tehsil Literate Population Literacy Rate
2001 2011 2001 2011
Digod 86457 104963 69 72
1 Kota Ladpura 577807 812242 78 81
Kanwas - - - -
Project Affected Area 664264 917205 76 80
Rajasthan 27702010 38275282 60 66
4.12.5 Work Participation Rate
Ladpura tehsil in project affected area, there is low work participation rate (~34%, 2011).
75
Table 4-37: Work Participation Rate

Sl. District Tehsil Total Workers AAGR of Work Participation
No Workers Rate
. 2001 2011 (2001-2011) 2001 2011
Digod 61284 74994 2 41 44
1 Kota Ladpura 262623 388532 5 30 34
Kanwas* - - - - -
Project Affected Area 323907 463526 3 32 35
Rajasthan 23766655 29886255 3 42 44
Source: Census of India, 2011, *Information not available
4.12.6 Type of Workers

The project affected area has main working population of 3,90,227 (84%) and marginal working
population of 73,299 (16%). Ladpura tehsil has the highest main working population ~88%.
Table 4-38: Type of Workers (Year 2011)
Main worker Marginal Worker
Sl. No. District Tehsil No. In% No. In%
Digod 50060 67 24934 33
1 Kota Ladpura 340167 88 48365 12
Kanwas - - - -
Project Affected Area 390227 84 73299 16
Rajasthan 21057968 70 8828287 30
4.13 Economic Profile of Kota district

The economic profile provides a brief description of the agricultural and industrial scenario in the
project influence district of Kota.
4.14 Agriculture Base
The major crops grown in different parts of Rajasthan are bajra, wheat, jowar, maize, cotton, rape
seed, mustard, groundnut and horticultural crops. The geographical area consists of ~57% desert
and around 8% of forest area. The net area sown in the state has been largely fluctuating in past few
years and has witnessed a declining trend. It reduced from ~175 lac ha in 2008-09 to ~170 lac ha in
2009-10.
Kota District
The district has a total cultivated area of 5,14,560 ha (2015-16), out of which net area sown is
2,74,179 ha (2015-16). The major crops cultivated in the district are wheat, paddy, soyabean, maize
and gram. The major horticulture (fruit) crops are mango, guava, orange, lime and aonla. The
following table provides a brief profile of agriculture in the district and area cultivated under major
crops:
Table 4-39: Agricultural Base of Kota (2015-16)
Description Area (in ha)
Total Cultivated Area 5,14,560
Net Area Sown 2,74,179
Area Sown more Than One 2,40,381
76
Description Area (in ha)

Major Crops
Wheat 1,41,604
Paddy 22,707
Soyabean 2,36,449
Maize 5,502
Gram 8,064
Source: Rajasthan Agricultural Statistics
4.14.1 Industrial Base

The district has a wide range of industries with ~15,571 registered industrial units. The major
manufacturing sectors are Kota stone, welding electrode, Kota doriya textile, engineering
fabrication, chemicals, edible oil and snacks industries. The major exportable items are rayon tyre
yarn cord, rayon fabric, copper alloys, antimony, chemicals (calcium fluoride, calcium carbide and
sulphate), lead alloys, natural stone, soya meal and textile machinery parts. The summary of
industrial scenario of the district is shown in the Table 4-39:
Table 4-40: Industrial Profile of Kota (2015-16)
Sl. No. Head Particulars in No.
1 Registered Industrial Units 15571
2 Registered Medium & Large Industrial Units 20
3 Industrial Area 18
4 Estimated Avg. No. of Daily Worker Employed in Small Scale Industries 65310
5 Employment in Large and Medium Industries 8291
Source: Brief Industrial Profile of Kota District, MSME
4.15 Tourism
Tourism is one of the fastest growing sectors with highest contribution in State’s revenue. The sector
has increased the standard of living and provided platform to local artisans. The state has variety of
tourist attractions such as forts, palaces, handicrafts, safari tours, wildlife sanctuary, national parks,
heritage places, pilgrimage places and lakes.
Project influence district Kota is the major tourist destination in Rajasthan state. The details of
domestic and foreign tourist arrival of Kota district during the year 2014-17 are shown in Table 3-40.
Table 3-41: Tourist arrival (Indian & Foreigner) in major tourist destinations
2014 2015 2016 2017
Districts Domestic Foreigner Domestic Foreigner Domestic Foreigner Domestic Foreigner
Kota 51,467 3,516 90,598 2,574 89,546 1,778 2,02,298 1,860
Source: Tourism Department Report 2017-18, Rajasthan
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5 ENVIRONMENTAL IMPACT & MITIGATION PLAN

This chapter assesses the nature, type and magnitude of the potential impacts on the various
relevant physical, biological and cultural environmental components along the project corridor and
its suitable mitigation measures. For the assessment of impacts, the baseline information based on
the field visits, primary surveys and secondary data of the various environmental components were
carried out. The impacts on the various environmental components were assessed considering
following stages.
 Planning and design stage;
 Construction stage; and
 Operation stage
The description and magnitude of impacts for the various environmental components as visualised
for the project are presented in the following sections along with proposed mitigation measures.
5.1 Physical Environment
5.1.1 Meteorological Parameters
o Pre-Construction, Construction and Operation Stage
Impact
Project Highway is located in semi-arid region with high variation between summer and winter
temperatures. Though no adverse changes in the macro-climatic setting (precipitation, temperature
and wind) is envisaged due to the project. However the microclimate is likely to be temporarily
modified by vegetation removal and addition of increased pavement surface. There will be an
increase in daytime temperature on the road surface due increased pavement surface, which in turn
might lead to formation of heat islands especially near the inhabited areas. In addition, the removal
of trees will increase the amount of direct sunlight resulting in higher temperatures along the
highway.
This increase in the daytime temperature assumes significance especially to the slow moving traffic,
the pedestrians and the first row of residences / receptors along the corridor, as the entire project
stretch experiences temperatures as high as 49°C during summers. The impact will be felt more by
the slow moving traffic and pedestrians along the project road.
Mitigation
Although the impact is significant but reversible in nature and shall be compensated by additional
plantation of trees. It must be noted that the impact is unavoidable. However, it may be pointed out
that the project has taken care to minimise tree felling as no tree felling shall be done beyond
corridor of impact. Considering the expressway, no slow moving traffic or pedestrians are likely on
proposed highway.
5.1.2 Land
5.1.2.1 Physiography
o Pre-construction and Construction Stage
78
Road construction activities involve alterations in the local physiography and drainage patterns. The
impacts on physiography may include destabilisation of slopes due to cut and fill operations.
Sufficient cross drainage structure are provided based on drainage pattern of the project
surrounding area.
5.1.2.2 Geology and Seismology
o Pre-Construction, Construction and Operation Stage
The entire stretch of the project highway traverses through seismic Zone - II as defined by the Indian
Standard (IS) seismic zoning classification system, i.e., a zone of stability. Project does not have any
impact on the geological or seismic stability of the area.
5.1.2.3 Quarries
o Pre-Construction & Construction Stage
Impact
Existing quarries that are already in operation with the required statuary clearances have been
recommended for the project. No new quarries are proposed and hence no major impacts, which
arise in making new quarries operational, are likely. In case Contractor/Concessionaire decides in
opening new stone quarries he shall follow the stipulated GoI norms.
Quarrying in non-scientific manner may unstable the soil condition and affect the terrain of the area.
Dust, in addition to being a health concern also reduces visibility thereby increasing safety concerns.
As no new quarry needs to be opened for this project (majority of the material shall be from cut
operations, reuse of old materials and existing quarries), therefore, no new impacts are likely to
arise due to quarrying operations. It will be ensured that quarry vendor/contractor is following
environment management system to take care of the working conditions of workers in the existing
quarry areas selected for this project.
Mitigation
Existing approved quarries which are already in operation with the required environmental
clearances have been recommended for this project, hence no new quarries have been proposed. It
needs however, to be noted that recommendation on use of quarries is a guideline only and has
been done to establish the feasibility of construction. Though the quarry materials are to be
transported over long distances to the construction sites, almost all the quarries identified have
proper access roads, therefore, no major impacts during the hauling of materials is envisaged. The
issue of dust generation etc. along the haul roads needs to be addressed through proper
enforcement of dust suppression measures.
Sand required for the construction will mostly be procured from the approved operating river quarry
as an alternative to borrowing of sand from river bed. The possibility of using stone crusher dust
shall be explored. Stone dust from crusher can be used for the construction works provided the
quantity and the quality produced is certified by Monitoring consultant to be satisfactory for all
construction works, else river sand shall be used from the identified quarry. None of the sand quarry
sites would require any additional preventive environmental measures. However, the long leads
mean that care would have to be taken to prevent spillage of material and damage to the haul roads
during transportation. No additional adverse environmental impact except those resulting from
spillage during transportation is expected to occur. Hence proper care for transportation should be
taken into account.
79
Guidelines for Existing Quarry Management & Guidelines for New Quarry Management have been
presented in Annexure 5.1 & Annexure 5.2 respectively.
5.1.2.4 Borrow Area
Pre-Construction & Construction Stage
Impact
Top soil from the borrow area may lose his fertility if not handled properly. Also the borrow area
become potential breeding ground for mosquitoes and other bacterial infection disease. The
transportation of borrow and quarry materials also cause dust nuisance.
Table 5-1: Approximate Raw Material Requirement
S. No. Description Unit Qty.
1 Earthwork Cum 9126134
2 GSB Cum 531057
3 WMM Cum 462530
4 DBM MT 499788
5 BC MT 213762
6 Bitumen MT 31929
7 Emulsion MT 2011
8 Cement MT 70158
9 10 mm Cum 150755
10 20 mm Cum 177988
11 40 mm Cum 77608
12 Dust Cum 197378
13 Sand Cum 75998
14 Filler MT 9221
15 Steel MT 18288
Source: Design report
Mitigation
The borrow area are selected in a scientific manner with due care of local environment and social
sensitivity. The excavation of soil shall be conducted as per the EMP and will be fully rehabilitated
with proper NOC from the respective land owner/authority. The top soil from the borrow area shall
be preserved separately and will be re-used for rehabilitation. In case of opening of new borrow area
Contractor/Concessionaire shall follow the stipulated MoEF&CC norms & guidelines. The detailed
plan for borrow area management has been attached as Annexure 5.3. Tentative location for
probable borrow areas as identified along the road has been presented in Table 5-2.
Table 5-2: Details of Probable Borrow Area Locations along the Road
Lead from
Borrow Location Name of the Proposed Quantity
Direction Latitude Longitude
Area No. (Ch.) Village/Town Alignment /Availability
(Km)
1. 356 RHS Roteda 3.05 25° 23'05.1288'' N 76° 08' 29.5908'' E Abundant
2. 367 RHS Tarla 0.8 25° 16' 56.0136'' N 76° 07' 48.2736'' E Abundant
3. 383 LHS PolaiKalan 3.26 25°09' 49.0122'' N 76° 02' 47.8788'' E Abundant
4. 392 LHS Thoomra 1.63 25° 04' 56.2728'' N 76° 03' 41.2956'' E Abundant
80

5.1.2.5 Soil Erosion
Pre-Construction Stage
Impact
The removal of vegetation will cause erosion, and increased run-off would in turn lead to erosion of
productive soil. The direct impact of erosion is the loss of embankment soil and danger of stability
loss for the road itself. This impact is generally restricted to the ROW.
Mitigation
The project has taken care of this issue at the engineering design stage itself, as at design gradients
of 1:2, the slopes of the embankments are perceived to be stable. These sections of the road
embankment will need stone pitching or any other suitable turfing. Tree filling shall be limited for
the corridor of impact only. High embankment section of the road shall be suitable truffed by stone
pitching or any other suitable material.
Construction Stage
Impact
Elevated sections of road, particularly all high embankments along the bridges and the bridge
approaches would be vulnerable to erosion and need to be provided proper slope protection
measures to prevent erosion. Construction of new bridges involves excavation of riverbed and banks
for the construction of the foundations and piers. If the residual spoil is not properly disposed off, it
increased sedimentation in downstream.
Mitigation
Though during construction period, drainage alteration and downstream erosion / siltation is
anticipated, there should be an improvement in the drainage characteristics of the surrounding area.
Adequate slope protection measures are proposed as part of engineering design. Removal of trees
to facilitate construction will cause erosion problems until the proposed avenue plantation is
established. Silt fencing to be provided to prevent eroded material from entering watercourses. The
regular cleaning of the drains by the Contractor will ensure that these structures will not be
overloaded or rendered ineffective due to overload.
Operation Stage
No soil erosion is envisaged when the road is in operation as all the slopes and embankments of the
project road shall be stabilised through sound engineering techniques. The issue has been addressed
at the design stage itself and all slopes have been 1:2, which shall ensure stability of the
embankment. Appropriate measures such as pitching of slopes and turfing shall prevent soil erosion
taking place.
5.1.2.6 Compaction of Soil
Pre-Construction Stage
Impact
81
Compaction of soil will occur in the pre-construction stage (particularly during site clearance stage)
due to movement of heavy machinery and vehicles. Similarly, compaction will take place during
setting up of construction camps and stockyards.
Mitigation
The movement of construction vehicles shall be limited to designated haulage road. So that
compaction of nearby productive land may be saved. Provision of reclaiming of nearby land has also
been kept to cure the soil compaction in nearby productive lands. However, this is a short duration
impact. Appropriate measures should be taken to minimise the area of soil compaction.
Construction Stage
Impact
Compaction shall occur beyond the carriageway and within the vegetated area of the ROW by the
movement of vehicles and heavy machinery. Movement of vehicles during road construction is the
major cause of soil compactions.
Mitigation
This impact is direct and will be the maximum in the ROW. It is necessary to ensure that there is no
adverse impact of soil compaction in areas other than the ROW, where vegetation can grow and rain
infiltration will take place.
Operation Stage
During the operation period compaction will be restricted to the carriage way itself as the pavement
itself is a function of compacted base and sub base.
5.1.2.7 Contamination of Soil
Impact
Soil contamination may take place due to waste disposal from the labour camp set up during pre-
construction stage. The sites where construction vehicles are parked and serviced are likely to be
contaminated because of leakage or spillage of fuel and lubricants. Unwarranted disposal of
construction spoil and debris will add to soil contamination. During the operation stage, soil
pollution due to accidental vehicle spills or leaks is also having a low probability.
Mitigation
Following mitigation strategies are proposed to control soil contamination.
 The fuel shall be stored in separately designated area with RCC surface to prevent any soil
contamination due to spillage
 Overflow of service and washing areas shall be pass through from oil interceptors
 Septic tank with soak pit facility will be provide in labour camps to prevent any soil
contamination due to sewage discharge
 Waste management system will be adopted in construction camps
 Bitumen waste shall be disposed-off at designated landfill site only
82
The quality of the soil shall be monitored on regular basis to find out the effectiveness of the
mitigation measures and further improvement, if required. The monitoring plan shall be functional
in construction as well as in operation stages. The frequency, duration and responsibility will be as
per the Environmental Management Plan.
83
Operation Stage
During the operation stage, soil pollution due to accidental vehicle spills or leaks is a low probability
as one of the main objective of the project is to reduce accidents, but potentially disastrous to the
receiving environment should they occur. These impacts can be long term and irreversible
depending upon the extent of spill.
Guidelines for Identification of Debris Disposal Sites & Precautions and Guidelines for Rehabilitation
of Dumpsites & Quarries have been attached as Annexure 5.4 & Annexure 5.5 respectively.
5.1.3 Air
 Air quality along the project corridor will be impacted both during the construction and
operation stages of the project.
 Construction stage impacts will be of short term and have adverse impacts on the construction
workers as well as the settlements located in near vicinity of the proposed highway, especially
those in the down wind direction.
 Operation stage impacts will not be as severe as the construction stage impacts and will be
confined generally to a band of up to 100m from the edge of the lane on either side of the
corridor.
5.1.3.1 Generation of Dust
Pre-Construction and Construction Stage
Impact
Generation of dust is the most likely impact during these stages due to:
 Site clearance and use of heavy vehicles and machinery etc.;
 Transport of raw materials from quarries to construction sites;
 Mixing of road materials;
 Construction and allied activities
Mitigation
The impacts will mostly be concentrated in the ROW. If measures such as sprinkling of water on haul
roads around sites where clearance activities are on, covering material trucks especially those
carrying sand and dust, then the impacts can be reduced to a great extent. It is likely that impacts
due to dust generation are felt downwind of the site including on the site itself. The Environmental
Action Plan to be prepared by Contractor/Concessionaire must lay emphasis on enforcement of
measures such as provision of pollution masks, regular sprinkling of water to suppress dust to
mitigate these impact.
Operation Stage
Impact
The negative impacts on air quality during operation stage shall not be as significant as that of
construction stage. No fugitive dust is envisaged during the operation stage as the all road shoulders
are proposed to be paved and all slopes and embankments shall be turfed as per best engineering
practices.
84
Mitigation
Avenue and median plantation activity shall be carried out as per IRC SP-21:2009.
5.1.3.2 Generation of Exhaust Gases
Pre-Construction, Construction & Operation Stage
Impact
 Generation of exhaust gases is likely during the pre-construction and construction stage due to
movement of heavy machinery, oil tankers, etc.
 High levels of SO2, NO2 and HC are likely from hot mix plant operations. Volatile toxic gases are
released through the heating process during bitumen production. Although the impact is much
localised, it can spread downwind depending on the wind speeds. Construction vehicles shall
also be releasing exhaust gases.
 The major impact on air quality will be due to plying of vehicles. The impacts on air quality at
any given time will depend upon traffic volume / rate of vehicular emission within a given
stretch and prevailing meteorological conditions. Air pollution impacts arise from two sources:
(i) inadequate vehicle maintenance; and (ii) use of adulterated fuel in vehicles.
Mitigation
 Regular maintenance and pollution check is proposed for construction vehicles and machineries
 No bad quality fuel shall be used in construction vehicles and machinery
 Hot mix Plant to be installed in down wind direction with at least 1000 m away from the nearby
settlement.
 Broad-leaved pollution resistant species, which can grow in high pollutant concentrations or
even absorb pollutants, shall be planted as they help settle particulates with their higher
surface areas along with thick foliage, which can reduce the distance for which particulates are
carried from the road itself.
 Cassia fistula (Amaltas), Ficus religiosa (Peepal), Ficus bengalensis (Banyan), Tamarindus indica
(Imli) and Azadirachta indica (Neem) and other suitable local species are recommended.
 Other measures such as the reduction of vehicular emissions, ensuring vehicular maintenance
and upkeep, educating drivers about driving behaviour. However, these methods are beyond
the scope of the project but will be far more effective in reducing the pollutant levels. Project
developer together with the Motor vehicles Department and SPCB can arrange for provision for
inspection for PUC certificates at all the major junctions.
AAQ Impact Prediction Modelling of CO Using CALINE 4 Dispersion Model
CALINE 4 Dispersion model
CALINE 4 (Caltrans, 1989) is a dispersion model that predicts CO impacts near roadways. CALINE 4 is
a simple line source Gaussian plume dispersion model.
Terminology used in CALINE 4 models
The model is broadly divided into five screens such as Job Parameters, Link Geometry, Link Activity,
Run Condition, and Receptor Positions
85
Job Parameters: contains general information that identifies the job, defines general modelling
parameters, and sets the units (feet or meters) that will be used to input data on the Link Geometry
and Receptor Positions Screens.
Run Type: determine averaging times and how the hourly average wind angle(s) will be determined.
In the present case modeling exercise were made to predict the impact on worst case scenario.
Multi-Run/Worst Case Hybrid type was used for CO impact modeling.
Aerodynamic Roughness Coefficient: determine the amount of local air turbulence that affects
plume spreading. CALINE 4 offers the 4 choices for aerodynamic roughness Coefficient namely;
Rural, Suburban, Central Business District and Other. For the present modelling rural roughness
options have been considered.
Altitude above Sea Level: Define the altitude above mean sea level. This input is used to determine
the rate of pollutant spreading. The project corridor has an average altitude of 284m above MSL.
Link Type: 5 choices available such as At Grade, Fill, Depressed, Bridge and Parking lot. In this
particular model study At Grade link type is used.
Link Height: For the project link height is being considered as zero.
Mixing Zone Width- Mixing zone is defined as the width of the roadway, plus 3m on either side.
Traffic Volume: The hourly traffic volume anticipated to travel on each link, in units of vehicles per
hour.
Emission Factor: The weighted average emission rate of the local vehicle fleet, expressed in terms of
grams / mile per vehicle.
Wind Speed - Expressed in meters per second. USEPA recommends a value of 1 m/s as the worst-
case wind speed.
Wind Direction – The direction the wind is blowing from, measured clockwise in degrees from the
north. As the model study is on “Worst Case scenario”, therefore CALINE 4 will consider this input.
Approach and Methodology
Factor is arrived using standard values prescribed by The Automotive Research Association of India,
Pune under Air Quality Monitoring Project-Indian Clean Air Programme (ICAP). Project stretch is part
of two traffic sections viz. 8 & 9, separated by interchange. Table 5-3 presents the detail model input
considered for the project.
Table 5-3: Link Geometry, Traffic and Environmental Data used for Executing the Model
Year Traffic volume per day Emission Factor (gm/mile) for CO
Section 8 (km 337.170 to km 385.796)
2059-60 79656 6.81
Section 9 (km 385.796 to km 398240)
2059-60 61553 7.54
86
Results
Dispersion model software was run by using data as discussed above. The output results at various
distances from the edge of RoW of project highway for projected year 2059-60 are presented in
Table 5-4.
Table 5-4: Predicted Pollutant Concentration
Resultant CO Concentration (mg/m3)
Location
0m 10m 20m 40m 60m 80m
Section 8 0.62 0.51 0.43 0.33 0.29 0.24
Section 9 0.53 0.44 0.37 0.29 0.24 0.21
Conclusion
Considering the maximum baseline ambient concentration of CO i.e. 0.71 mg/m3 and predicted
incremental concentration of 0.62 mg/m3 at row edge (nearest possible receptor), the maximum
resultant CO concentration shall be in the tune of 1.33 mg/m3 in respect to 2 mg/m3 of Ambient Air
Quality Standards. Hence, predicted CO concentration including ambient level shall remain well
within the National Ambient Air Quality Standards for the projected years 2059-60.
5.1.4 Water Resources
5.1.4.1 Surface Water Bodies
Impact
 Bridges and cross drainage structures are proposed to be constructed to maintain the natural
flow of the water along the proposed highway. The surface water bodies along the project road
might be subject to adverse impacts due to the various construction activities as well as during
the operation stage of the project.
 One pond is likely to be partially affected due to the proposed alignment. The details are shown
in Table 5-5.
Table 5-5: Pond Likely to be affected due to Proposed Road
S. Approx Area Approx Length Distance from the
Chainage (Km) Side Remarks
No. (SQM) (m) Centre Line (m)
1. 388.100 14352 185 0.0 BHS
Table 5-6: Crossing Streams / Tributaries / Nalah
S. No. Chainage (km) Stream Span
1. 350+047 Local stream 1X30
2. 355+460 Canal cum drain cum road 2x10
3. 356+527 Sultanpur sub Branch Canal (Chambal RMC) 1X40+1X12
4. 358+230 Chaup Arkheri Minor Canal 2X25
5. 359+775 Khera Bhopal Minor canal 1X40+1X12
6. 360+020 Jiaheri Minor Canal 1X30
7. 360+882 Minor canal with Road 1X20
87
S. No. Chainage (km) Stream Span

8. 361+497 Minor canal, skew 1X15
9. 361+912 Dobarli Minor canal, skew with service Road 1x35
10. 362+903 Minor canal with service road 1X40
11. 363+455 Minor canal with service road 2X80
12. 365+994 Tributary of Chambal 50+25+50
14. 373+624 Toran Minor canal with service road 1X30
23. 379+419 Kalyanpur distributory with service road both side 1X15+1X30+1X15
24. 381+159 Chambal Right Main Canal including Inspection path 1X100
Source: Primary Survey & Design Report
 The cross drainage structures are proposed to maintain the flow of run-off alongside the
proposed highway. The cross drainage structures will be provided without compromising on the
flow part. Short-term increase in runoff sedimentation load during construction may occur due
to the removal of trees, vegetative cover and compaction of the surrounding soil during pre-
construction. Thus the increased sediment load will be a significant impact that needs to be
addressed for all water bodies along the corridor.
Mitigation
 Design made to avoid physical loss to the water bodies to the extent possible. Scope for further
design modification is being explored to minimize the physical loss of the Pond likely to be
affected due to proposed alignment. Compensatory digging (in case acquisition is unavoidable)
to the other side of pond is proposed to prevent the volumetric capacity loss. Effort will also be
made for conservation of water also.
 Silt fencing will be provided between road and water bodies to avoid any siltation due to run-
off from construction area.
 Continuous drain in rural sections and covered line drain urban sections has been proposed.
Surface runoff shall be drained to the nearest cross drainage structure. The engineering design
includes design of cross drainage structures, which should take care of the extra flow.
5.1.4.2 Water Required for the Project
Pre-Construction and Construction Stage
Impact
88
The most likely significant impact on water during construction is depletion of water table. The
cement concrete construction works requires a considerable quantity of potable water for the
various activities including construction of the pavement, dust suppression, curing etc. The total
demand of water to be used during the construction phase will be around 2,826 000 KL. The demand
though is only indicative in nature and shall differ during the lean period of construction. The
demand shall be met through availability of supply both from surface and ground sources. However,
mostly surface water shall be used for the construction work.
The groundwater recharge areas may also be reduced due to an increase in impervious layers from
construction.
Mitigation
Efforts will be made for the use of only surface water during construction phase. Prior approval for
taking adequate quantities of water from surface and ground water sources shall be taken from
respective authority before start of construction. The depletion of water is predominantly restricted
to the construction phase. The road operation does not make a demand on the available water
resources apart from time to time requirement during works such as watering of road side tree
plantations at required time. However, it is more likely that water from rivers / canals not be tapped
at all for this purpose.
Operation Stage
The depletion of water is predominantly restricted to the construction phase. The road operation
does not make a demand on the available water resources apart from time to time requirement
during works such as maintenance of road side tree plantations. However, it is more likely that water
from rivers / canals not be tapped at all for this purpose.
5.1.4.3 Impact on Drinking/Household Water Resources
Impact
The impact on the local water supply sources like hand pumps, wells and tanks will be insignificant as
almost all of the sources are located beyond COI. Relocations of all these water supply sources (if
any) have been recommended and the cost of the relocation shall be paid as per contract provisions.
Mitigation
The losses have been covered under the utility relocation process. Compensatory water supply
sources will be set up before the start of construction with location of the new point as close to the
original as possible.
5.1.4.4 Water Quality
Impact
89
Due to tree felling soils around the water bodies and surface drainage channels will be exposed
during the pre-construction stage, during which, the suspended sediments and the associated
pollutants can be washed in to these water sources. The impacts due to the increased sediment load
will be significant to some extent. Contamination of groundwater is another likely impact of road
construction and allied activities. The groundwater recharge areas may be reduced due to an
increase in impervious layers due to the construction. The contamination of the groundwater
resources due to the project is likely at the following locations:
 Along construction sites, camps involving moving of construction equipment and machinery.
 At the various community water bodies and sources of water supply such as hand pumps etc.
 Along the entire length of the corridor especially around urban areas and productive lands.
The contamination by fuel and oil from construction vehicles or bitumen from hot-mix plants
Disposal of solid and liquid wastes by labour, spills or leaks can affect the water quality.
 Concentration of suspended solids is likely to be highest during the construction stage and
immediately after the construction when vegetation has not been fully established on the
embankment slopes.
 Oil and grease form a film on the water surface and hinder the transfer of oxygen into water.
Increased sediment load, lesser sunlight, difficulty to settle, etc. will make the surface water more
turbid. If the concentrations are higher, smaller fish may be harmed. Large, heavy sediment,
particularly with slow moving water may smother algae and eventually alter the nature of the sub-
stratum. Excessive sediment loads may also mean disruption to areas where fish lay their eggs. The
water quality of surface drainage channels is likely to be impaired as long as the construction period
continues.
Mitigation
The engineering design shall ensure protection of embankment slopes. The soil heaps around the
construction sites are prone to erosion and contribute to the increased sediment load in the near-by
water bodies. The major parameter of concern would be the sediment load from the spoils. The
major pollutants of concern are suspended solids, oil and grease, lead and other heavy metals.
Ponds are likely to be affected. Crossings are proposed along these water bodies. The provision of
crossing ensures accessibility by all to the water bodies without any disturbance.
Silt Fencing: Silt fencing of about 2420 m will be provided to prevent sediments during construction
period near the water bodies. The location details of the water bodies crossing are provided in the
Table 5-5.
The silt fencing consists of geo textile with extremely small size supported by a wire mesh mounted
on a panel made up of angle / wooden frame and post. It is expected a single person will be able to
drive the angles by pressing from the top. The frame will be installed at the edge of the water body
along which construction is in progress. The number of such units to be installed shall be decided
depending upon the length of the water body along the side of the road construction.
Guidelines for Sediment Control has been attached as Annexure 5.6
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Figure 5-1: Silt Fencing

Oil interceptor: Oil and grease from road run-off is another major concern during construction as
well as operation. During construction, discharge of oil and grease is most likely from workshops, oil
and waste oil storage locations, and vehicle parking areas of construction camps. Waste having
hazardous properties will be stored in designated area only. A total of 3 oil interceptors will be
provided at camp sites to arrest oil and grease, as per above Figure 5-2. The arrested products shall
be disposed as per MoEF&CC and SPCB guidelines. The location of all fuel storage and vehicle
cleaning area will be at least 500 m from the nearest drain / water body.
Figure 5-2: Oil Interceptor
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Operation Stage
No contamination of any water source is envisaged during the operation period. However, water
quality may be impacted due to washing of the vehicles near the rivers, water bodies etc. Washings
from road can contain oil, which may end up reaching into local water bodies.
5.1.5 Noise levels
5.1.5.1 Pre-construction and Construction Stage
Impact
Site clearing activities, movement of man and machineries, crusher & mixing plants operation, etc.
are likely to increase the noise level of project region. Noise pollution is matter of concern, where
alignment passes nearby to settlement areas.
About 90 dB (A) of noise shall be generated from construction activity which shall attenuate to less
than 55 dB(A) i.e. day time prescribed noise level at about 100m and less than 45 dB (A) i.e. night
time prescribed noise level at about 300 m. Comparison of distance vs Noise level (considering two
Noise source of Intensity 90 dB(A) are working in parallel) for day and night time are shown in below
Figures 5-3 & 5-4 respectively .
62.0
61.0
60.0
59.0
58.0
57.0
56.0
55.0
54.0
0 100 200 300 400 500 600 700
Resultant Noise Level in dB(A) CPCB day-time Standards
Figure 5-3: Day-time Construction Noise Intensity vs Distance from the Source
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70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
0 100 200 300 400 500 600 700
Resultant Noise Level in dB(A) CPCB night-time Standards
Figure 5-4: Night-time Construction Noise Intensity vs Distance from the Source
Interchange on NH-76 at Ch. 385.800 is very adjacent to the settlement area. Therefore, impact due
to the noise shall be significant at this location. Prior mitigation measures shall be required for
neutralizing the affects.
Mitigation Measures
Construction camp shall be established at least 1000m away from nearest habitation and forest
area. Temporary noise barriers should be provided surrounding the high noise generating
construction equipment during work near to settlement area. Stationary noise source like generator
sets shall be provided with an acoustic shield around them. The plants, equipment and vehicle used
for construction should strictly conform to CPCB standards. Vehicles and equipments used should be
fitted with silencer and maintained accordingly.
Noise generating activities should be scheduled based on community welfare. Noise level should
regularly be monitored as per monitoring plan and if the noise level at any time found to be higher,
then immediate measure to reduce noise in that area should be ensured.
5.1.5.2 Operation Stage
Impact
Road noise depends on factors such as traffic intensity, the type and condition of the vehicles plying
on the road, acceleration / deceleration / gear changes by the vehicles depending on the level of
congestion and smoothness of road surface. Noise is a major area of concern, especially since
sensitive receptors (forest, habitation, etc.) have been identified in close proximity of the road.
CoRTN (Calculation of Road Traffic Noise) model developed by UK Department of Transport is used
for assessment of Noise Impact Intensity at various distances from the proposed highway. Traffic
Noise has been estimated for uninterrupted traffic flow condition.
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Limitations
Metrological conditions are not taken into account and also model does not take background noise
into account.
Classification of Vehicles
In CoRTN model vehicles are classified onto two categories:
 Light vehicles
 Heavy vehicles
Approach, Methodology & Validation
The model has been validated for Indian Conditions by CSIR Central Road Research Institute and
published the validation in 2008 vide paper titled “Validation of Noise Prediction Model for an Urban
Area”. The present model used for the project is derived from the CSIR CRRI validated and modified
model.
Input Traffic
CoRTN model software was run by using traffic forecast data of year 2059-60. The assessment of
traffic along the corridor is based on the interchanges proposed along the road, as they are going to
act as points where traffic will join or leave the highway. The Table below lists the sections based on
interchanges.
Table 5-7: Homogenous sections based on nodes and interchanges
Chainage (km) Projected Traffic
Section Length (km)
From To 2059-60 (AADT)
S8 337.170 385.796 48.626 79654
S9 385.796 398.240 12.444 61552
Result Discussion
Considering individual sections have different traffic intensity, therefore, variation in the noise level
increments is observed along the proposed corridor. The increment noise level will attain to the
standards of residential i.e. 55 dB(A) at a distance of 60m (at Section 9) to 65m (at Section 8) from
the RoW edge. RoW of 100m will spare about 19m on either side (after carriageway line) for
shoulder, utility, plantation and embankment. Therefore, the effective distance for attenuation of
noise level to ambient standard level shall be 41m (at Section 9) to 46m (at Section 8) from the RoW
edge.
Table 5-8 and Figure 5-5 shown the Noise level due to traffic activities at various distances against
the Noise standards for Rural and residential areas across various traffic sections.
Table 5-8: Noise Level due to Vehicular Traffic (Year 2059-60)
Dist. from Carriageway Section Wise Noise Level in dB(A) Noise Standards for day time
edge (m) S8 S9 in dB(A)
15 66.8 66.1
20 64.5 63.8 55
25 62.7 62.0
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Dist. from Carriageway Section Wise Noise Level in dB(A) Noise Standards for day time
edge (m) S8 S9 in dB(A)
30 61.2 60.5
35 59.9 59.2
40 58.8 58.1
45 57.9 57.2
50 57.0 56.3
55 56.3 55.5
60 55.5 54.8
65 54.9 54.2
70 54.3 53.6
75 53.7 53.0
80 53.2 52.5
Source: Outcome of Mathematical Modelling
Figure 5-5: Noise Intensity due to Vehicular Operation vs Noise Standards during year 2059-60
80.0
70.0
Noise Level in dB(A)
60.0
50.0
40.0
30.0
20.0
10.0
0.0
0 10 20 30 40 50 60 70
Distance from CW edge
Noise Level in dB(A) Standard for Residential Area in dB(A)
Section 8
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70.0
60.0
Noise Level in dB(A)
50.0
40.0
30.0
20.0
10.0
0.0
0 10 20 30 40 50 60 70
Distance from CW edge
Noise Level in dB(A) Standard for Residential Area in dB(A)
Section 9
Mitigation
The contribution of project design towards mitigation of increased noise levels would be the
improved riding surface and geometry, which will reduce vehicular noise generation, at least during
the initial years after construction. The mitigation measures for noise are essentially aimed at
protecting the receptor.
Provision of Personal Protective Equipment (PPE) for the crew will be made a part of conditions of
contract. Specifying construction timings will prevent disturbance to the local populations. The
following mitigation measures as given in Table 5-9 need to be worked out for the noise impacts
associated with the various construction activities
Table 5-9: Generic Mitigation Measures
Source of Noise Pollution Impacts Generic Mitigation Measures
 ilisation of heavy  All construction equipment, plants, machinery and
construction machinery; vehicles will follow prescribed noise standards. All
 Acceleration / construction equipment used for an 8 hour shift shall
deceleration / gear conform to a standard of less than 90 dB (A). If
changes by the vehicles required, machinery producing high noise as concrete
Increased Noise mixers, generators etc. must be provided with noise
depending on the level of
Levels causing shields;
congestion and
discomfort to
smoothness of road  At construction sites within 500 m of human
local residents
surface; settlements, noisy construction activities shall be
and workers
 Construction of structures stopped between 9.00 PM and 6.00 AM;
and facilities;  Vehicles and construction machinery shall be
 Crushing plants, asphalt monitored regularly with particular attention to
production plants; and silencers and mufflers to maintain noise levels to
 Loading, transportation minimum;
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and unloading of  Workers in the vicinity of high noise levels must wear
construction materials. ear plugs, helmets and should be engaged in diversified
activities to prevent prolonged exposure to noise levels
of more than 90 dB (A) per 8 hour shift;
 Hot mix plant, batching or aggregate plants shall not be
located within 500 m of sensitive land use and
settlements;
 The project road designed is a 8 lane carriageway +
Granular Shoulder. This design shall help in reducing
the impact of highway noise.
 Planting of trees, bushes and shrubs shall also to
reduce noise levels.
 Provision for noise barriers.
Table 5-10: Project Specific Mitigation Measures

S. No. Item Impact Reason Mitigation / Enhancement
 Noise barrier will be provided at all the
Increase in noise
noise sensitive receptors
Sensitive Direct pollution Man, material
1  Speed Barriers near sensitive
receptors impact and machinery
receptors
movements
 No Horn Zone sign Post
 Machinery to be checked and
Noise Direct Establishment of labour complied with noise pollution
Pollution (Pre- impact, camps, onsite offices, regulations
2a
Construction short stock yards and  Camps to be setup away from the
Stage) duration construction plants settlements, in the down wind
direction
 Hot mix plants to be setup away from
the settlements, in the down wind
Asphalt production plant
Noise direction
and batching plants,
Pollution Marginal  Noise pollution regulation to be
2b diesel generators etc.
(Construction Impact monitored and enforced
Community residing
Stage)  Temporary as the work zones will be
near to the work zones
changing with completion of
construction
Noise
Due to increase in traffic
Pollution Marginal Will be compensated with the
2c (due to improved
(Operation Impact uninterrupted movement of vehicles
facility)
Stage)
Noise Effectiveness / shortfall Measures will be revised and improved
3 Pollution - (if any) Any unforeseen to mitigate / enhance environment due
Monitoring impact to any unforeseen impact.
To reduce noise and vibrations, plantation and compound wall as noise barriers (Wall of 2m height)
is proposed. As per research carried out in the developed countries, a masonry wall has Noise
Reduction Coefficient (NRC) value between 0.2 to 0.5. The feasibility of extending the existing
boundary wall will be checked by the Contractor during construction phase. The plantation along the
compound wall will act as additional facility to inhibit noise disturbance. Shade and flowering trees
shall be planted within the boundary of the sensitive receptor, between the building line and the
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compound wall. Cross section of the Boundary wall (Noise Barrier) is given as Figure 5-6 below.
Figure 5-6: Compound Wall as Noise Barrier

The measures adopted for noise attenuation for receptors (schools & hospitals) identified above are
as below:
 Noise barrier shall be provided near sensitive receptors
 The boundary wall can be painted with posters to provide aesthetic views. The option of posters
or creepers shall be agreed by the school / health centre administrator/local authorities.
5.2 Biological Environment

5.2.1 Forest Areas
The diversion of forest land is not required for this project. Hence, Forest Clearance under the
purview of Forest (Conservation) Act, 1980 is not applicable.
5.2.2 Plantations within ROW
Impact
 The principal impact on flora involves the removal of trees for the creation of a clear zone
within the Corridor of Impact. To ease construction of the highway and, to permit construction
of adequate roadside drainage structure, trees located within the ROW needs to be removed.
The stage wise impact on 434 trees and plantation located in project RoW, has been described in the
following sections.
o Pre-Construction Stage & Construction Stage
The project has a significant, direct and long-term impact on trees located within the project RoW in
the pre-construction stage. The cutting of trees shall have manifold impact. Most visible impact is
the loss of shade. Also, there is a possibility of the local people being deprived of tree products, such
as wood, fruits, leaves etc.
A far less contentious issue, which normally takes the back seat, is the importance of the ecosystems
supported by the trees. Not only would the removal of trees lead to affect air quality and erosion , it
would also mean that the micro-ecosystems developed in the area with the birds, animals and
insects using the plantation over the years would be lost too.
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Though the loss of these trees is an irreversible and long-term impact, the loss of the tree felling
shall have to be compensated adequately as indicated in the plan .
Mitigation
The felling of trees need to be compensated by the plantation along the proposed highway.
Adequate provisions for monitoring of the same must be worked out. Activities during the
construction period are likely to have adverse impact on the plant species located along the
carriageway. Proper care should be taken for protection of these species too.
The roadside plantation will be carried out with native species and proper care of the saplings will be
taken to ensure the survival of plantation. In this context co-operation of locals will be taken to
protect it from cattle damage in addition to other protective measures as already planned and
mentioned. The compensatory plantation shall act as the new habitat for avifauna, lesser mammals,
herpetofauna & insects. List of species recommended for taking up plantation activities have been
presented in Table 5-11. Local authorities and populace may also be consulted for selection of
species types.
Table 5-11: Species Recommended in Settlement Areas (Within 1 km of Last Dwelling)
Scientific name Common Name Reason
Azadirachta indica Neem Noise barrier, Pollution sink, Economic & Medicinal Value
Cassia fistula Indian laburnum Landscaping, Flowering plant, Pollution sink
Noise barrier, Pollution sink, Shade, Supports other species,
Ficus bengalensis Banyan
Religious values
Ficus religiosa Peepal
Religious values
Magnifera indica Mango Noise barrier, Pollution sink, Economic Value, Shade
Table 5-12: Species Recommended in Rural Areas

Scientific Name Common Name Reason
Azadirachta indica Neem Noise barrier, Pollution sink, Economic & Medicinal Value
Ficus bengalensis Banyan
Religious values
Ficus religiosa Peepal
Religious values
Magnifera indica Mango Noise barrier, Pollution sink, Economic Value (fruit bearing)
Syzygium cumini Jaman Pollution sink, Economic Value (fruit bearing)
Tamarindus indica Tamarind Noise barrier, Pollution sink, Economic & Medicinal Value
Terminalia arjuna Arjun Noise barrier, Pollution sink
Tree Plantation strategy has been attached as Annexure 5.7
5.2.3 Impact on Protected Area
Impact
The project highway does not cross any protected area under Wild Life Act, 1972.
5.2.4 Fauna
Impact
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Presence of Endangered/ Schedule - I species within the project area confirm by site visit as well as
consultation with community and Forest/Wildlife department.
There is a scope of slight impact to local domestic animals, which graze in the area especially after
the highway is constructed. Increased vehicle movement in the area might lead to accidents
involving animals. Apart from this, micro-ecosystems developed on the trees located in project RoW
with the birds, animals and insects using the plantation over the years would be lost due to loss of
their habitat.
Mitigation
 Mandatory / Regulatory sign (60 cm circular) for entire section of project road for alternate side
is proposed during construction.
 No negative impacts are envisaged on the fauna during the operational phase.
 Special care of Ponds/water bodies shall be taken since the wildlife and Public dependent on
these water bodies.
 No horn zone and no halting sign shall be placed along the Noise Sensitive receptor like school
and Hospitals.
 The compensatory plantation shall act as the new habitat for the birds, animals and insects
species
Conceptual drawing of Roadside Signage is presented in Annexure 5.8 & format for reporting of
Road kill is provided in Annexure 5.9.
5.2.5 Aquatic Ecology
Contamination of the surface water due to spillage of construction material, sediment loading &
increased turbidity shall result in decline in the number and diversity of aquatic flora and fauna and
thus the food web species during construction period. No negative impacts are envisaged on the
aquatic ecology during the operational phase. Mitigation as proposed in section 7.1.4.4 must be
followed
5.3 Social Environment
5.3.1 Project Affected Families
Socio-economic information of AFs was collected through Socio-Economic Survey (SES) along with
Census survey (Land owner & structures). The total 325 number of Affected Families with 2707
number of persons. SIA and RAP shall detail out the extent of Project Affected Families.
5.3.2 Cultural Properties
There is no cultural properties identified along the project road.
5.3.3 Land use Change
The development will induce a ribbon development alongside road. The availability of labour and
easy access to markets in the city will make roadside areas quite an incentive for the industrialist and
investors of their sectoral development. Reduced transportation costs and availability of high-class
transportation facilities for raw materials and products will be the most important advantage of the
improved road.
5.3.4 Exploitation of Resources
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Improvement in the connectivity can have an impact on the natural resources. Easy accessibility of
the area will increase the migration and population of the region. This means more and more use of
the natural resources like ground water, and energy needs like fuel, etc. While the medium term
impacts may not be large enough to be noticed, the long-term implications are potentially
noticeable. Separate labour camp away from habitation shall be constructed. All day to day need
shall be procured from nearby city markets. No fuelwood shall be permitted for the cooking and
other purpose.
5.3.5 Traffic congestion during construction
This is a Greenfield project, Traffic congestion due to construction activities are only be occur, where
the proposed highway will cross the existing roads. Safe and convenient passage for vehicles,
pedestrians and livestock to and from side roads and property access connecting the roads is the
mostly required. The construction activities that shall affect the use of side roads and existing access
to individual properties shall not be undertaken without providing adequate provisions.
Detailed Traffic Control Plans will be prepared prior to commencement of works on intersection with
the existing roads. These plans shall be approved by the consultant and employer prior to execution.
The traffic control plans will contain details of temporary diversions details of arrangements for
construction under traffic and details of traffic arrangement after cessation of work each day.
Temporary diversion (including scheme of temporary and acquisition) will be constructed with the
approval of the Monitoring consultant. Special consideration will be given in the preparation of the
traffic control plan to the safety of pedestrians and workers at night. The road safety measured to
be adopted during construction for traffic control and safety during construction are provided under
Annexure 5.9.
5.3.6 Working conditions
Contractor is required to comply with all the precautions as required for the safety of the workmen
as per the International Labour Organisation (ILO) Convention No.62 as far as those are applicable to
this contract. Contractor supply all necessary safety appliances such as safety goggles, helmets,
masks, etc., to the workers and staff. Contractor shall to comply with all regulation regarding sage
scaffolding, ladders, working platforms, gangway, stairwells, excavations, trenches and safe means
of entry and egress.
5.3.6.1 Risk from Electrical Equipment
Adequate precautions will be taken to prevent danger from electrical equipment. No material or any
of the sites will be so stacked or placed as to cause danger or inconvenience to any person or the
public. All necessary fencing and lights will be provided to protect the public.
5.3.6.2 Risk at Hazardous Activity
All workers employed on mixing asphaltic material, cement, lime mortars, concrete etc, will be
provided with protective footwear and protective goggles. Workers, who are engaged in welding
works, would be provided with welder’s protective eye-shields. The use of any toxic chemical, if any
will be strictly in accordance with the manufacturer’s instructions. The Monitoring consultant will be
given at least 6 working days’ notice of the proposed use of any toxic chemical.
5.3.6.3 Malarial Risk
Gravid, blood-laden mosquitoes cannot fly very far, so they generally bite within a kilometre or so of
their breeding place. Pits dug up nearby settlement will be adequately drained to prevent water
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logging. Proper preventive measures are to be taken as per the malaria prevention guidelines
adopted in the State Govt. Suitable direction of the medical authorities will also be taken. The
people in the camps should also be informed and educated on the prevention of malaria.
5.3.6.4 First Aid
At every workplace, a readily available first-aid and unit including an adequate supply of sterilised
dressing material and appliances will be provided as per the Factory and safety Rules.
5.3.6.5 Potable Water
In every workplace at suitable and easily accessible places a sufficient supply of temperate potable
water (as per IS) will be provided and maintained. If the drinking water is obtained from an
intermittent public water supply then, storage tanks will be provided.
5.3.6.6 Construction Camp
Contractor during the progress of work will provide, erect and maintain necessary living
accommodation and ancillary facilities for labour to standards and scales approved by monitoring
consultant. All temporary accommodation shall be constructed and maintained in such a fashion
that quality water is available for drinking and other domestic use. The sewage system for the camp
shall be properly designed, built and operated so that no water related health hazard occurs and no
pollution to the air, ground or adjacent watercourses take place. Compliance with the relevant
legislation must be strictly adhered to. Garbage bins shall be provided in the camp and regularly
emptied and the garbage disposed off in a hygienic manner. Guidelines for Sitting and Layout of
Construction Camp have been presented in Annexure 5.10.
5.3.7 Safety
Accidents may take place due to unplanned construction activities. Contractor shall submit the
construction & traffic management plan (on existing roads being crossed by the proposed
expressway) before start of Construction activities.
5.4 Conclusion
Based on the analysis of environmental impacts in the above sections, it can be concluded that the
project is anticipated to cause the following environmental impacts:
 The direct impact on the cultural & religious properties and educational institute are envisaged
due to the development of the proposed project. However, impact due to noise and dust may
occur which shall be tactfully mitigated.
 Need for about 513.57 ha of land acquisition is envisaged for improvement of the project road
section. SIA & RAP shall elaborate the mitigation measures to be taken.
 Partial physical damage to one (1) pond is envisaged. Design modification to avoid acquisition
of pond is recommended.
 Since the Project is categorized as Category A as per EIA Notification 2006 & its subsequent
amendments, environmental clearance is required to be taken.
 There is no diversion of forest land.
 Loss of about 434 trees within project RoW due to felling. Compensatory plantation shall be
carried out to mitigate the loss and tree felling permission must be taken from concerned
authority.
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6 ENVIRONMENTAL MONITORING PROGRAMME
6.1 General
The environmental monitoring programme is devised to ensure that the envisaged purpose of the
project is achieved and results in the desired benefit to the target population. To ensure the
effective implementation of the EMP, it is essential that an effective monitoring programme be
designed and carried out. Broad objectives of the monitoring programme are:
 To evaluate the performance of mitigation measures proposed in the EMP;
 To suggest improvements in the management plans, if required;
 To satisfy the statutory and community obligations; and,
 To provide feedback on adequacy of Environmental Impact Assessment
6.2 Monitoring Indicators:

The monitoring programme contains monitoring plan for all performance indicators, reporting
formats and necessary budgetary provisions. Physical, biological and environmental management
components identified as of particular significance in affecting the environment at critical locations
have been suggested as Performance Indicators. The Performance Indicators shall be evaluated
under three heads as:
 Environmental condition indicators to determine efficacy of environmental management
measures in control of air, noise, water and soil pollution;
 Environmental management indicators to determine compliance with the suggested
environmental management measures.
 Operational performance indicators have also been devised to determine efficacy and utility
of the mitigation/enhancement designs proposed
For each of the environmental condition indicator, the monitoring plan specifies the parameters to
be monitored, location of the monitoring sites, frequency and duration of monitoring. The
monitoring plan also specifies the applicable standards, implementation and supervising
responsibilities.
The Environmental Monitoring Programme has been detailed out in Annexure 9.2 along with
stipulated standards. Successful implementation of the Environmental Monitoring Program is
contingent on the following:
 The Monitoring Consultant to request the Concessionaire / Contractor to commence all the
initial tests for monitoring of air, water quality, soil and noise levels early in the contract to
establish the 'baseline' i.e. to assess the existing conditions prior to effects from the
Construction activities being felt. The Monitoring Consultant to request the Concessionaire /
Contractor to submit for approval a proposed schedule of subsequent periodic tests to be
carried out. Monitoring by the Monitoring Consultant of all the environmental monitoring
tests, and subsequent analysis of results.
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Where indicated by testing results, and any other relevant on-site conditions, Monitoring Consultant
to instruct the Concessionaire / Contractor to:
 Modify the testing schedule (dates, frequency)
 Modify (add to or delete) testing locations
 Verify testing results with additional testing as/if required
 Require recalibration of equipment, etc., as necessary
 Request the Concessionaire / Contractor to stop, modify or defer specific construction
equipment, processes, etc., as necessary, that are deemed to have contributed significantly
to monitoring readings in excess of permissible environmental "safe" levels.
6.3 Monitoring of Earthworks Activities

Most of the environmental problems related to the construction works are anticipated to be
associated with the earthworks, particularly for the Quarries and Borrow Areas. Details regarding the
guidelines and procedures adopted to minimize the environmental impacts of opening, operating
and closing of Quarries and Borrow Areas are presented in Annexure 5.1, 5.2, 5.3, 5.4, 5.5 & 5.6.
Other environmental effects associated with the earthworks include the development of adequate
temporary drainage to minimize detrimental effects (e.g. erosion) due to run-off, and safety aspects
related to Works implementation.
6.4 Monitoring of Concessionaire / Contractor's Facilities, Plant and Equipment

All issues related to negative environmental impacts of the Concessionaire / Contractor's facilities;
Plant and equipment are to be controlled through:
The Concessionaire / Contractor's self-imposed quality assurance plan Regular / periodic inspection
of the Concessionaire / Contractor’s plant and equipment Monthly appraisal of the Concessionaire /
Contractor.
Other environmental impacts are to be regularly identified and noted on the monthly appraisal
inspection made to review all aspects of the Concessionaire / Contractor's operation. The
Monitoring Consultant is to review all monthly appraisal reports, and instruct through team leader
to the Concessionaire / Contractor to rectify all significant negative environmental impacts.
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7 ADDITIONAL STUDIES
7.1 Public Consultation

7.1.1 General
As a part of the project preparation and to ensure that the community support is obtained and the
project supports the felt needs of the people; public consultations were carried out as an integral
component. A continuous involvement of the stakeholders and the affected community was
obtained. The information gathered in the consultation process has led to substantial inputs for the
project preparation including, influencing designs. Consultations involve soliciting people’s views on
proposed actions and engaging them in a dialogue. It is a two-way information flow, from project
authorities to people and, from people to project authorities. While decision making authority would
be retained by the project authority, interaction with people and eliciting feedback allows affected
populations to influence the decision making process by raising issues that should be considered in
designing, mitigation, monitoring and management plans and the analysis of alternatives.
Public Consultation Meetings(PCM) can lead to reduced financial risks of time and cost over-run,
legal disputes, and negative publicity, direct cost savings, increased market share through good
public image, and enhanced social benefits to the affected local communities. It provides an
opportunity for the general public, private and community bodies to know the environmental and
social impacts as a result of project implementation.
Major purpose of the public consultation of environmental issues in the EIA study is to appraise the
stakeholders on potential environmental impacts and collect their feedback so that adequate
safeguards can be considered during the planning phases. The objectives of consultation sessions,
the procedure adopted and the outputs of the consultation conducted have been described in the
following sections.
7.1.2 Objectives:
The main objective of the consultation process is to minimize negative impacts of the project and to
maximize the benefits from the project to the local populace. The objectives of public consultation
as part of this project are:
 To obtain the information on baseline scenario
 Promote public awareness and improve understanding of the potential impacts of proposed
projects;
 Identify alternative designs, and mitigation measures;
 Solicit the views of affected communities / individuals on environmental and social aspects;
 Improve environmental and social soundness;
 Identify contentious local issues which might jeopardize the implementation of the project;
 Establish transparent procedures for carrying out proposed works;
 Inform the affected populace about the entitlement framework and to settle problems with
mutual consent; and
 Create accountability and sense of local ownership during project implementation.
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7.1.3 Type of Stakeholders:

For the project, following major groups of stakeholders were identified for consultations at
screening stage:
Primary Stakeholders are local people including project affected people, local residents,
shopkeepers, farmers, etc.; and
Institutional Stakeholders such as concerned Govt. departments etc and local authorities.
The stakeholder consultation adopted was rapid appraisal methodology which included community
meetings and in-depth interviews institutional stakeholders.
Consultations were done using various tools including, interviews with government officials,
dialogues were set-up with the community through structured questionnaire and general
environment & social aspects related questions. The public consultation carried out at the various
stages of the study has been summarized in this section.
7.1.4 Methodology
Arrangement: Major settlements located close to proposed highway were selected for conducting
public consultation. Affected communities and potential stakeholders such as local residents,
panchayat members, school children’s and teachers etc. were invited to attend the meeting. Effort
was made to make the gathering representative of the local population directly or indirectly affected
by the potential impacts. During the meetings, no person is prevented from entering and /or leaving
the PCM as he / she shall so desire.
Discussions, Questions and Answers: During consultation meeting, the participants were explained
the proposed improvement proposal and potential environmental impacts due to the proposed
green field highway. Thereafter, a session for question and answer was kept to facilitate interaction
with the stakeholders, exchange of information, & direct communication and collect their opinion on
the environmental issues.
The issues broadly covered in questionnaire included the following topics
 Disturbance due to present traffic scenario with respect to environmental pollution and
road safety
 Anticipation of disturbance due to the proposed green field highway with respect to
environmental pollution and road safety
 Expectation on road safety measures in the improvement proposal
 Accidents and conflicts involving wildlife, if any
 Preference of avenue trees, if any
 Forest, Wildlife and environmental sensitive area.
 Historical and Archeological sites
 Flora & fauna of the area
7.1.5 Consultations with Institutional Stakeholders
The institutional level consultations were held with representatives of institutions having stakes in
implementation of the project. The institutions namely field officials of State Forest and Wild life
Department was consulted. Several meetings were held with State Forest and Wildlife Officials and
their inputs have been incorporated in the Reports. Details of Consultations with Institutional
Stakeholders are given in Table 7-1.
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Table 7-1: Consultations with Institutional Stakeholders

S.
Contacted Officials Discussed points
No
Mr. Ram Babu Bhardwaj  Wildlife/eco sensitive protected area within 10 km
1 Wildlife Warden (WW), National Chambal radius of the proposed project
Sanctuary, SWM  Information on presence of forest land along the
Mr. T Mohan Raj road and Flora of the area
2 Wildlife Warden (WW), Mukundra Hills  Presence of Notified Protected Area (covered
Tiger Reserve, Kota under Wildlife Protection Act, 1972)
Dr, Kavita Singh  Record of sighting of Endangered/Migratory
3 species in the vicinity of Project Area
DCF, Bundi
 Forest Map showing the alignment
Chief Conservator of Forest (CCF),  Wildlife crossing/ corridor crossing the project area
4.
(Territorial), Kisoripura, Kota  Endemic / Keystone Species
 Project impact
7.1.6 Consultations with Community / Primary Stakeholders
The extent or the likely level of adverse impacts was one of the major criteria in deciding locations
for public consultation sessions. Consultations were held with the affected population and
community residing in near the vicinity of project. Details of Participants attended the public
consultation meeting are enclosed as Annexure 7.1. Details of consultation along with outcome are
presented in Table 7-2.
7.1.7 Outcome of the Consultation with Institutional Stakeholders
The suggestion / observation of the public was recorded and summarized in below table. Proposed
project activities and further impact on social and environment aspects were discussed during
consultation. Probable Management plan to avoid or minimize the negative impacts were also
discussed during consultation.
Table 7-2: Outcome of the Consultations with Community / Primary Stakeholders
Outcome of the Discussion
Settlement- Lakhsaneeza village, Kota
 Surrounding environment is quite satisfactory

 Ground Water available
 Drought is the frequent phenomena
 Overpass at existing village road should be
developed
 Vehicular underpass should be provided for day
to day activities
 Drainage and sewerage line near habitation area
 Drinking water facility can be developed
Settlement- Mandawara village , Kota
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Outcome of the Discussion
Source: Primary survey

7.1.8 Key Findings & Recommendations
Major findings related to key issues such as general perception about the project; suggestions to
mitigate hardships resulting from dislocation and loss of livelihood are presented below:
It was observed that people are not only aware of the project but also welcomed the project in
general.
 The project road lies in water scarce region. People uses bore wells for drinking water and
irrigation purpose. Availability of Ground Water is very low and not suitable for drinking
purpose. People requested for provision for quality drinking water and irrigation facilities.
 People suggested for development of irrigation system (Canal) along the side of proposed
highway as social service to the community.
 Affected people demanded for vehicular underpass for day to day activities, village and
market access.
 Air & Noise pollution was not a big concern . However dust pollution in dry season and noise
due to traffic movement sometime disturbs immediate roadside dwellers.
 Stakeholders are concerned about the traffic noise and anticipate that increase of green field
highway may lead to increased noise level after project implementation.
 The potential PAPs in general were very much concerned about the mode of compensation
and employment.
 People suggested that adequate safety measures should be provided. In brief, it was felt
during consultation that regular meeting with the local population / community could easily
resolve any dispute between the community people and implementing agency settlements.
 Green Belt development along the highway
 Site specific EMP has been designed to address environmental and social related issues
7.1.9 Conclusion
The Public Consultation is ongoing process which starts from the inception stage and continues
throughout the construction; till completion of project. All the above feasible suggestions have been
addressed in DPR and Environment Management Plan. Public Consultation has been conducted in all
the districts through which proposed highway are passing in accordance with EIA Notification 2006
for obtaining the prior environmental clearance for the project.
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7.2 Public Hearing

7.2.1 Purpose of Public Hearing
Public consultation is an integral part of the project and required to conduct prior to Environmental
Clearance. Public consultation is the process by which the concerns of local affected persons and
others who have reasonable stake in the environmental impacts of the project or activity are
ascertained. The project under study belongs to Category ‘A’ accordingly Public Hearing was
organised as per the provisions of EIA Notification 14th September, 2006 amended thereof. The
project proponent has submitted the draft EIA report along with executive summary in Hindi and
English to Rajasthan Pollution Control Board for its wide circulation. Public hearings was conducted
in Kota district as per provisions of EIA Notification, 2006 (amended thereof).
Table 7-3: Public Hearing Details
Date of Public Place of Public
District Chaired by Advertisement date
Hearing Hearing
27-07-2019
ADM, Kota Office of Panchayat
Kota 28-08-2019 (Times of India and
RO, RPCB, Kota Samiti, Sultanpur
Dainik Navjyoti)
Duly signed MoM of Public Hearing are attached as Annexure 7.2.
7.3 Disaster Management, Risk Assessment & Mitigation Procedures
Risk assessment is a process that seeks to estimate the likelihood of occurrence of adverse effects as
a result of major road mishaps, gas tanker explosions, fire hazards, floods, cyclones, earth quakes
etc. at Highway projects. Fatality rate on Indian highways is very high mainly due to road accidents.
The other adverse impacts due to gas tanker explosions, fire hazards, floods, cyclones, earth quakes
etc. are nominal. Elimination of the risk (avoidance of accidents) is given prime importance and NHAI
has introduced road safety provisions during the design of highway with the help of Road Safety
Manual. Some of these are listed below:
 Safety barriers/delineators hard shoulders on main roads
 Traffic signs and pavement markings
 Underpasses and other grade separators at congested junctions
 Removal of junctions and direct access points on main roads
 Improved median openings with stacking lanes
 Separate provisions and direct access point
 Service roads in towns and villages for segregating local and highways traffic.
Contractor shall conduct Risk Assessment for all works to decide on priorities and to set objectives
for eliminating hazards and reducing risks.
7.3.1 The Risk Assessment Process and Hazard Identification
A critical observation/study of the structure/process/site under consideration by the risk assessment
team is an essential part of hazard identification as is consultation with the relevant section of the
workforce. It is important that unsafe conditions are not confused with hazards, during hazard
identification.
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Data Collection
Hazard Identification
Failure Case Listing

Frequency Analysis Consequence Analysis
Ignition Probability Meteorological Data

Risk Estimation
Population Data
Risk Comparison with Risk Criteria
Risk Reduction Measure
7.3.2 Person(s) at Risk

On a construction area, the persons at risk could be site operatives, supervisors, transport drivers,
other visitors and the general public. The risk assessment must include any additional controls
required due to mitigate vulnerability of any of these groups, perhaps caused by inexperience or
disability.
7.3.3 Risk Control Measures and Hierarchy of Risk Control
The next stage in the risk assessment is the control of the risk. When assessing the adequacy of
existing controls or introducing new controls, a hierarchy of risk controls should be considered. The
principles are:
 Avoiding risks.
 Evaluating the risks which cannot be avoided.
 Combating the risks at source.
Adapting the work to the individual, especially as regards the design of the workplace, the choice of
work equipment and the choice of working and production methods, with a view, in particular, to
alleviating monotonous work and work at a predetermined work rate and to reducing their effects
on health.
Adapting to technical progress
Replacing the dangerous by the non-dangerous or the less dangerous. Developing a coherent overall
prevention policy which covers technology, organization of work, working conditions, social
relationships and the influence of factors relating to the working environment.
Giving collective protective measures priority over individual protective measures and giving
appropriate instruction to employees.
In addition to the above the following principles shall also to be employed:
 Eliminating;
 Substitution;
 Applying engineering controls (e.g. isolation, insulation and ventilation);
 Reduced or limited time exposure;
 Good housekeeping;
 Safe systems of work, Method Statement, Permit to work,
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 Training and information;

 Personal protective equipment;
 Welfare;
 Monitoring and supervision;
 Review
The purpose of the risk assessment, therefore, is to reduce the remaining risk after taking into
consideration of risks already addressed. This is called the residual risk.
The goal of risk assessment is to reduce all residual risks to as low as reasonably practicable (ALARP).
In a relatively complex workplace, this will take time so that a system of ranking risk is required the
higher the risk level the sooner it must be addressed and controlled. For most situations, an
alliterative risk assessment will be perfectly adequate.
For all high-risk activities, a quantitative risk assessment shall be conducted to quantify the risk level
in terms of the likelihood of an incident and its subsequent severity. Clearly the higher the likelihood
and severity, the higher the risk will be. The likelihood depends on such factors as the control
measures in place, the frequency the exposure to the hazard and the category of person exposed to
the hazard.
The severity will depend on the magnitude of the hazard (e.g. voltage, toxicity etc.). A simple of 3 x 3
matrix shall be used to determine risk levels at Construction / erecting sites as given in the Project
EHS manual.
7.3.3.1 Matrix for Risk Assessment
Table 7-4: Consultations with Community / Primary Stakeholders
Consequence
1 2 3 4 5
Probability
1
2
3
4
5
7.3.3.2 Severity of hazard (Consequence)
Severity is the degree or extent of injury or harm caused by the hazards, or as a result of an accident.
Severity of hazard is classified as per the Table 7-4.
Table 7-5: Consequence Descriptions
Value Result of Hazard to personnel Result of Hazard to Assets/Progress
Catastrophic damage, Critical Delay, May result in
5 Single or multiple fatality
fatality
4 Serious Injury requiring hospitalization Major Damage, Serious Delay
3 Lost time Accident Serious Damage, Moderate Delay
Injury requiring medical treatment but not
2 Moderate Damage, Minor delay
lost time
1 First Aid Treatment Only Minor Damage, No Delay
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7.3.3.3 Likelihood of occurrence (Probability)

Likelihood of occurrence of an accident or incident or ill health is classified as per the Table 7-5.
Table 7-6: Classification of Occurrence of likelihood
Value Status Description
5 Inevitable Happens regularly on this site
4 Most Likely Known to have occurred on this site in the past
3 Likely Known to occur on other sites
2 Unlikely Known to Occur in the industries
1 Most Unlikely Never known before
7.3.3.4 Hazard Identification Risk Assessment:
The procedure for preparing the Hazard Identification Risk Assessment is as follows:
Risk involved in each activity and existing control measures are analyzed and Impact Rating and
probability rating are given in Hazard Identification Risk Assessment sheet.
Risk level is identified from the matrix based on the rating given.
Control measures are evolved to bring the risk level to ALARP (as low as reasonably practicable and
residual risk is also identified.
If the residual risk is not an acceptable level, then assessment process shall be repeated to bring the
residual risk at ALARP.
The lists of control measures for the activities should be handed over to the concerned execution
engineer for implementation and the HIRA shall be explained to the concerned workmen /
supervisors and engineer for implementation
7.3.4 Emergency Response Plan
Concessionaire / Contractor will prepare Emergency Response Plans for all work sites as a part of the
Safety procedures. The plan shall integrate the emergency response plans of the contractor and all
other sub-contractors.
Each Emergency Response Plan shall detail the procedures, including detailed communications
arrangements, for dealing with all emergencies that could affect the site. This include where
applicable, injury, sickness, evacuation, fire, chemical spillage, severe weather and rescue.
Emergency plans and Fire Evacuation plans shall be prepared and issued. Mock drills shall be held on
a regular basis to ensure the effectiveness of the arrangements and as a part of the programme, the
telephone number of the local fire brigade should be prominently displayed near each telephone on
site
The Emergency Response Plan is prepared to deal with emergencies arising out of:
7.3.4.1 Fire and Explosion
Fire Safety Procedures will be developed and shall be integrated into Emergency Response Plan.
7.3.4.2 Road Accident
In case of Road Accident the following contact no should be contacted.
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Table 7-7: Emergency Contact Number

Help Line no Description
100 Police
101 Fire
102 Ambulance
103 Traffic Police
1033 Emergency Relief Centre on National Highways
104 State level helpline for Health
104 Hospital On Wheels
1066 Anti-poison
1070 Central Relief Commissioner for Natural Calamities
1070 Relief Commissioners of Central/State/Union territory
1073 Road Accident
1073 Traffic Help Line
1077 Control room of District Collector/Magistrate
108 Disaster management
1090 Anti-terror Helpline/Alert All India
1091 Women in Distress
1092 Earth-quake Help line service
1096 Natural disaster control room
1099 Central Accident and Trauma Services
1099 Catastrophe & Trauma service
112 General emergency Department of Telecommunications (DoT)
112 All in one Emergency Number
1910 Blood bank Information
1911 Dial a doctor
1913 Tourist Office (Govt.of India)
Source: http://www.newincept.com/helpline-numbers-all-over-in-india.html
7.3.5 Operation Control Procedure For Traffic Management
7.3.5.1 Hazards Due To External Traffic Are As Follows
 Construction workers hit by external vehicles while working.
 Injury to Pedestrians:
 Due to fall in excavated trenches.
 Hit by construction equipment / vehicle.
 As they use carriageway due to blockage / absence of footpath.
 Collision due to improper traffic management.
 Between external vehicle and construction equipment / vehicle.
 Between external vehicles.
 External vehicle with other stationery objects in the side of the road
7.3.5.2 Objectives
 Warn the road user clearly and sufficiently in advance.
 Provide safe and clearly marked lanes for guiding users.
 Provide safe and clearly marked buffer and work zones.
 Provide adequate measures that control driver behaviour through construction zones
7.3.5.3 Traffic Control Plan
This plan gives the detailed guideline for traffic management in most of the common situations at
our Projects. Traffic Control Plan for a specific road sections should be prepared based on this
general guideline and applying the following variables, which may vary from project to project. The
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variables are:
 Average Vehicular Traffic Density in peak and non-peak hours.
 Maximum width of lane required for construction during various activities.
 Number and types of junctions in the road.
 Availability of standard footpath and its location and dimensions.
 Change in the lane width if any and its location.
 Regulatory and advisory speed limits etc.
7.3.5.4 TRAFFIC CONTROL DEVICES
Traffic control devices used to regulate the traffic in Road Construction Zones include,
1. Road Signs
2. Delineators
3. Barricades
4. Cones
5. Pylons
6. Pavement markings
7. Flashing lights
Table 7-8: Minimum sightline distance and the minimum size of the signs
Minimum no of signs
Average Speed Distance of first sign in advance of Size of Warning Sign
in advance of the
(Km/h) the first channelizing device (m) (mm)
hazard
Under 50 100 600 3
51 – 60 100 – 300 750 3
61 – 80 120 – 300 900 3 or 4
81 – 100 300 – 500 1200 4
Over 100 1000 1200 to 1500 4
Cautionary / Warning Signs
In case of divided carriageways, the signs should be provided both adjacent to the shoulder and on
the central median so as to be visible from all lanes.
Delineators
Delineators are devices or treatment which outlines the roadway or portion thereof. They include
Safety Cones, Traffic Cylinders, Tapes, Drums, Painted lines, Raised Pavement Markers, Guide Posts,
and Post-mounted Reflectors etc. They are used in or adjacent to the roadway to control the flow of
traffic. Delineators are basically driving aids and should not be regarded as a substitute for warning
signs or barriers for out-of-control vehicles.
Guide Post
They are intended to delineate the edges of the midway so as to guide driven about the alignment
ahead, particularly where it might be confusing. Guideposts can be of metal, concrete, cut stone,
amber or plastic. The posts can be made of Circular, Rectangular or Triangular Cross-section but the
side facing traffic should be at least 10 cm wide.
Drums
Drums of height 800 mm to 1000 mm high and 300 mm in diameter can be used as either
channelizing on warning devices. Both plastic and metallic drums (e.g. Bitumen drums) can be used
for this purpose. Drums need to be filled up with earth or sand to increase its stability. Drums should
be refectories and painted as shown in the Figure 7.1.
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Figure 7-1: Drum Reflections
Safety Cones
Safety cones are 500 mm, 750 mm and 1000 mm high and 300 mm to 500 mm in diameter. They are
usually made of plastic, rubber, HDPE, PVC and have retro refectories red and white bands. Safety
cones would be displaced or blown unless their bases are anchored or loaded with ballast. This can
be avoided by, using sand bag rings to provide increased stability. Using heavier weighted cones.
Using cones with special weighted bases. Doubling the cones to provide added weight.
Barricades
CMRL prescribed standard barricades are used.
Flagmen
 An authorised personnel at least average intelligence, be mentally alert and good in physical
condition be selected, since flagmen are responsible for public and workmen safety.
 Flagmen should be equipped with yellow helmet with green reflective sticker fixed around
and reflective jacket along with hand signalling devices such as flags and sign paddles. The
typical specification are given below,
 Flagmen need to maintain the flow of traffic continuous past a work zone at relatively
reduced speeds by suitably regulating the traffic. He shall stop the traffic for a short while
whenever required (e.g. for entry and exit of construction equipment in to work zone).
 Flagman should be positioned in a place where he is clearly visible to approaching traffic and
at a sufficient distance to enable the drivers to respond for his flagging instructions. A
flagman never leaves his post until properly relieved,
 The standard distance shall be maintained at 60 – 100 m but can be altered depending upon
the approach speed and site conditions. In urban areas this distance shall be taken as 20 m
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to 50 m.
7.3.6 Traffic Management Practices
7.3.6.1 Definitions
Road traffic control involves directing vehicular and pedestrian traffic around a construction zone,
accident or other road disruption, thus ensuring the safety of emergency response teams,
construction workers and the general public.
7.3.6.2 Working zone:
The Plant Site, construction zone of road etc. at which workmen will be working.
7.3.6.3 Working space:
The space around the works area that will require storing tools, excavated material and other
equipment. It is also the space to allow workmen, movement and operation of plant, (e.g. swing of
jibs, excavator arms) to move around to do the job. Materials and equipment must not be placed in
the zone either. Workmen will only need to enter the zone to maintain cones and other road sign.
Figure 7-2: Road Signals Traffic Signals
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Figure 7-3: Traffic Signals

7.3.6.4 Safety zone:
The zone that is provided to protect workmen from the traffic and to protect from them.
7.3.6.5 Approach Transition zone:
This will vary with the speed limit and the width of the works as given in (diag: Traffic Control zone)
7.3.6.6 Longitudinal buffer zone:
This is the length between the end of the lead-in taper of cones (T) and the working space. It will
vary with the speed limit as given in table (Traffic Control zone).
7.3.6.7 Lateral buffer zone:
This is the width between the working space and moving traffic. It will vary with the speed as given
in table (Traffic Control zone). The lateral buffer zone safety clearance is measured from the outside
edge of the working space to the bottom of conical sections of the cones on the side nearest to the
traffic.
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7.3.7 Traffic Management on Road Junction

7.3.7.1 Construction traffic meets live traffic from quarry/plant/borrow pit
 Where vehicles are more to the approach junction from the side road, permission shall be
seek for providing speed breaker at junction from local traffic police and road-authority.
 The layout for signs and traffic control devices.
 Flag man shall be kept in the peak time provided with the traffic circle painted with red and
white at the corner at a height of 500 mm, clearly visible to approaching traffic for a distance
provided with while gloves and STOP, GO Paddle. And night time flagman should use LED
Batons.
 All vehicles from approaching road should be STOP, LOOK and GO.
 Spillage of earth / Gravel / Aggregates / Bituminous mix from the tipper shall be cleaned on
regular basis, if required 2 coolies permanently posted for booming.
 All Construction vehicles must follow lane discipline and road signs.
7.3.7.2 Activities inside Median / Island
 The traffic would discontinue from plying temporarily on the carriageway; for 2 min for
reversing & dumping earth / stones / etc., , by the direction of helper and the flagman
controls the traffic as shown in Picture- 01 and made continue the traffic and for the next
trip repeating the same.
 The construction zone shall be barricaded with standard CMRL barricade.
 One Flagman (refer flag man clause) shall be appointed at traffic coming side of the
transition zone.
 No personnel are allowed to come out of the safety zone, unless flagman
guidance.Disaster Management Manual
7.4.1.1 General
During South West Monsoon period there is absolute possibility of rains. The rains may cause heavy
inflow of water in the rivers and jungle streams etc., however Kota district in Rajasthan having low
history of Rain fall. Therefore, the water overflows thereby breaching embankments, causes
enormous damages to houses, huts, agricultural lands, roads, telephone lines, railway tracks,
electricity lines and other public properties. It is not feasible to completely prevent nature's fury at
one stroke. However, to minimize the damage caused by nature's onslaught and to ensure speedy
relief thereby mitigating the sufferings of the people. The plan can be set in motion when the need
arises with the active coordination of inter departmental officials.
7.4.1.2 Community Awareness and Involvement
The community will be awared to keep their T.V., Radio on and listen to latest weather warnings and
advisories from the Doordharsan and All India Radio station and any announcement through public
address system. They will also be informed to pass on the information to others as quickly as
possible.Avoid being misled by rumours. Pass on only the official information received from the T.V.
Radio to others. If the house is out of danger from fllood and it is well built it is then probably the
best place to weather the storm. However, please act promptly if asked to evacuate.Be alert for high
water in areas where streams of rivers may flood due to heavy rains.Bolt up glass windows or put
storm shutters in place. Use good wooden blanks securely fastened provide strong suitable support
for outside doors.If you do not have wooden boards handy, paste paper strips on glasses to prevent
splinters flying in to the house.
Get extra food, especially items which can be eaten without cooking or with very little preparation.
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Store extra drinking water in suitably covered vessels. Make provision for children and adults
requiring special diets.
If you are in one of the evacuation areas, move your valuable articles to upper floors to minimise
flood damages.
Check on everything that might blow away or be born loose. Kerosene tins, canes, agricultural
implements, garden tools, road signs and other objects become weapons of destruction in strong
winds. Remove them and store them in a covered room.
Be sure that a window or door can be opened on the left side of the house i.e. the side opposite the
one facing the wind.
Remove cattle to safe place as far away as possible.
If the centre of eye of the storm passes directly over your place, there will be wind and rain lasting
for half an hour or more. During this period stay in a safe place. Make emergency repairs during the
pre-monsoon period, if necessary, but remember that strong winds will return suddenly from the
opposite direction, frequently with even greater velocity.
Be calm your ability to meet any emergency which will inspire and help others.
7.4.2 Natural Hazard Profile of Project Area
Table 7-9: District hazard profile
Name of district Wind Flood Drought Earthquake Industrial Accident
Kota Moderate Low Moderate Low Moderate
7.4.2.1 Draughts:
Low rainfall coupled with erratic behaviour of the monsoon in the state makes Rajasthan the most
vulnerable to drought. Of all the natural disasters, drought can have the greatest impact and affect
the largest number of people and livestock. Drought invariably has a direct and significant impact on
food production and the overall economy. Drought, however, differs from other natural hazards.
Because of its slow onset nature, its effects may accumulate over time and may linger for many
years. The impact is less obvious than for events such as earthquakes or flood but may be spread
over a larger geographic area. Because of the pervasive effects of drought, assessing its impact and
planning assistance becomes more difficult than with other natural hazards.
The State Drought Monitoring Cell (SDMC) in collaboration with the Agriculture, Animal Husbandry,
and Water Resources departments, and the National Crop Forecasting Centre (NCFC) would carry
out assessment of expected damage which would include impact on agricultural production,
depletion of water resources, impact on livestock population, land degradation etc. as well as human
health.
The Department of Agriculture and Cooperation in collaboration with the SDMC and NCFC would
standardize the Unit of deceleration of drought and would evolve alternative methods of quicker
assessment of crop yield to mitigate the impact of drought in time.
SDMC would facilitate the integration of data and expertise from multiple institutions such as ICAR,
NRSC, IMD, Agricultural Universities, State Departments of Irrigation, Ground Water, Revenue,
Agriculture, Animal Husbandry etc., to evolve a robust method for drought intensity assessment.
Once the indicators cross the defined threshold level (level to be decided by the state), the SDMA
Secretariat would help in declaring drought at sub-district levels.
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Figure 7-4: Draught Map Rajasthan
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7.4.2.2 Floods
Figure 7-5: Flood Map Rajasthan

Though most parts of Rajasthan receive scanty rainfall, the State has a history of floods and
inundations, mostly along the basins of rivers like Luni and Chambal. There are 13 river basins in the
state viz.: Shekhawati, Ruparail, Banganga, Gambhiri, Parbati, Sabi ,Banas, Chambal, Mahi,
Sabarmati, Luni, West Banas, and Sukli. Out of these, Luni, Banas, and Chambal basins are the largest
and are divided into several sub basins. While the Luni river flows through parts of Ajmer, Barmer,
Jalore, and Jodhpur, its sub basins of Bhund Hemawas, Sukri, Jawai and Bendi cover parts of Pali,
Jalore, and Sirohi. Similarly, the Banas basin falls in Udaipur and Bundi districts and its sub basins of
Berach, Morel and Mashi cover parts of Chittorgarh and Jaipur districts. Chambal is the largest basin
of the State. Along with its sub basins of Kali Sindh and Parwati, it covers parts of Bundi, Kota,
Jhalawar and Baran districts.
Figure shows the flood prone areas of Rajasthan. These include major parts of the basins and sub
basins of River Luni in Barmer, Pali, Sirohi and Jalore; and the basins and sub basins of Chambal River
in Baran, Kota and Bundi districts. The reasons for flooding in these regions include:
 Excess rain in the catchment
 Sudden release of large quantities of water from Dams/ water reservoirs
 Breach/ damage in major reservoirs/ dams
 Limited holding capacity
Besides the floods in these natural drainage systems, there are other reasons for inundation.
Changes in rainfall patterns have also increased the risk of flash floods in many areas that were not
flood prone historically. The Barmer flood in 2006 was a revelation and made disaster managers and
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policy makers take a fresh view of the risks and vulnerability from floods in the State. People living in
the low-lying areas of the above-mentioned basins are the most vulnerable to floods.
7.4.2.3 Sand Storms
Sand storms are typical features of south-western Rajasthan. High velocity winds along with sand,
often cyclonic in nature, blow through most of the western districts, particularly in months from
March to June. High wind and sand storms severely disrupt the routine life, transportation,
electricity and other essential services. High winds also take away the top soil of the land which has
vital nutrients for fertility. Livestock are particularly vulnerable to sand storms. It also leads to
shifting of sand dunes, and often covers roads, rivers, ponds, and canals with large quantities of sand
deposits
7.4.2.4 Rajasthan Wind and Cyclone Zone:
Figure 7-6: Rajasthan wind and cyclone zone Map

Table 7-10: Animal Epidemics in Rajasthan
S. No. Disease Affected Animals
1 Black Quarter (BQ): Cattle, particularly young animals are more severely affected
2 Foot and Mouth Disease (FMD) Cattle, mostly cross bred
3 Sheep pox Sheep and Goats
4 Enterotoxaemia (ET): Sheep and Goats
5 CCPP Sheep and Goats
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S. No. Disease Affected Animals

6 Pestes des petits ruminants (PPR)- Sheep and Goats
7 Bird flu Poultry, Duck, Turkey and Water Fowl
8 Equine influenza Equines
9 Swine Fever Pigs
10 Swine Pasteuralosis Pigs
7.4.3 Trigger Mechanism & Operational Direction
Every operation must be aimed at a direction so as to get desirable results. Disaster Management
Plan aimed at to face any eventuality with confidence. It is not only guidance but also provide
various insights towards disaster management and mitigation. Every new experience and instances
that encountered every year are added so as to take a cue and derive a lesson. So that Disaster
Management Plan is prepared and updated.
7.4.4 Damage Assessment and Immediate Restoration/ Rehabilitation
In the aftermath of rescue operations are over, the rehabilitation process has to be taken up. A quick
assessment of damages to houses eligible for grant of relief for house damages, financial assistance
to the families, who have lost their kith and kin, should be done pragmatically. The Revenue
Divisional Officers should allocate the work of intensive enumeration to designated staff that should
be fixed with the responsibility of collecting data of People death, Cattle death,Damages to the
houses/ crops etc. in Form No.20-A. The correctness and promptness of report preparation and
transmissions to higher authorities in the State are important. A duty chart should be devised
involving all revenue personnel and earmarking area if possible in batches of Revenue Staff should
be listed out and kept ready to depute them to the affected areas as soon as the calamities are over.
As far as possible, the personnel assigned with rescue operations may be left out from enumeration
work as the enumeration will have to be undertaken quickly and simultaneously. As and when the
assessment of damages is over, the payment of due compensation and other essential commodities,
shall follow according to standing orders on the subject amended from time to time.
7.4.5 Mitigation Measures Undertaken
7.4.5.1 Relief Measures
Relief measures are taken with co-ordination of all Departments
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Table 7-11: Role and Action Plan of Various Departments

S. No. Department Disaster Specific Action Plan
 Ensure coordinated movement of all departments, officials and agencies for combating the disaster
 Issue necessary directions and ensure effective and coordinated response of all departments.
Disaster Management & Relief
1.  Arrange regular meetings for updating the apex body on a daily basis.
(DM&R)
 Provide inputs to concerned departments for effective implementation of the rehabilitation plans.
 Document the experiences and best practices.
 Prepare contingency plan
 Constitute veterinary mobile teams with required resources like medicines, doctors, subordinate staff, laboratories,
protective gears, antibiotics, vaccines and antitoxins, etc. in abundance.
 Constitute technical groups at state, zone and district levels.
 Identification of affected areas.
 SafeDisposal of dead carcasses.
2. Animal Husbandry  Focused attention to veterinary health.
 Mass vaccination programme of animals in affected areas Make arrangements for rescue and evacuation of stranded
livestock.
 Pool in sufficient doctors for treatment of sick animals/ poultry.
 Control spread of animal disease.
 Carry out epidemiological surveillance to evade biological disasters.
 Promote awareness through IEC activities.
 Prepare Contingency plan
 Enforce ground water legislation
 Strict monitoring and vigilance on water for drinking purpose only.
 Identify additional sources of water for maintenance of regular supply.
 Ensure supply of sufficient water through tankers for habitats and cattle camps.
 Provide household water purification tablets.
Public Health Engineering
3.  Augmentation of existing Resources
Department (PHED)
 Hiring of Private Wells
 Hand Pump repair programme
 Installation of New Hand Pumps and Tube wells
 Transportation of water through road tankers and by Rail
 Earmark water for drinking purpose available in the tanks and ensure no illegal pumping takes place.
 Provide adequate quantity of bleaching powder to PRI, especially Gram Panchayats to protect spread of water and
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vector borne diseases.
 Promote awareness on safe hygienic practices and sanitation.
 Health and epidemiology surveillance
 Constitute mobile teams with required resources like medicines, doctors, paramedics, subordinate staff, laboratories,
protective gears, antibiotics, vaccines, etc. in abundance.
 Mobile clinics for health checkups
 Organise regular rural health camps and keep public informed of such camps.
 Check and monitor the nutritional status of affected people especially for women and children and give treatment.
 Check samples of food grains, cooked food in community kitchens, etc.
 Promote general awareness of health and hygiene
 Manning of control room 24x7.
 Maintain regular contact with EOC.
Department of Health and Family  Keep all ambulances, mobile teams, specialists, blood, medicines, paramedics, etc. in a state of readiness.
4.
welfare  Carry out triage.
 Provide first aid to minor injuries.
 Evacuate injured to hospitals.
 Constitute and effectively deploy mobile teams having Doctors paramedical,
 Set up health centers in relief camps and assure hygiene and sanitation.
 Prevention/ control of epidemics and vaccination, availability of adequate x-ray machines and orthopedic, neurology
equipment.
 Availability of stretchers, blood, medicines, ambulances.
 Arrange additional beds and medical treatment in local and nearby hospitals as required.
 Psychosocial counseling to distressed people.
 Maintain continuous supply of medicines and emergency services till normalcy is restored.
 Ensure coordinated movement of all concerned departments, officials and agencies for combating Drought.
Disaster Management & Relief (DM&  Make sufficient funds available for Drought response
5.
R)  Arrange regular meetings for updating the apex body and issue directions to all concerned departments regularly.
 Document experiences and best practices.
 Listing of works that could be done as under relief programmes as per the priority
 Carry out sudden checks and supervise the relief works.
6. Public Works Department (PWD )  Provide temporary employment opportunity to employable people from affected families.
 Maintain regular contact with EOCs at district/ state levels.
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 Keep all resources in the state of readiness.
 Assessment of damage to infrastructure, roads, bridges and buildings and commencement of restoration work.
 Carry out search, rescue, evacuation, relief operation.
 Clearance of roads and debris of collapsed infrastructures.
 Identification and demolition of unsafe buildings/ infrastructures.
 Barricade the disaster site and unsafe areas.
 Identification and demarcation of safe areas and preparation of temporary shlters for relief camps.
 Prepare temporary roads and bridges, helipads and air strips on the need basis for effective relief operations.
 Deployment of heavy equipment like dozers, excavators, cranes, pulleys, power saws, gas cutters, L&Ts, JCBs and
other specialist equipment and vehicles.
 Restoration of buildings, roads, bridges and other Government buildings.
 Ensure close monitoring of response and rehabilitation operations and relief camps.
 Distribution of food packets, dry rations, fuel, oil and other essential items
 Take precautionary steps against hoarding and profit mongering and ensure normal prices of commodities in the
market.
Civil Supplies and Public Distribution  Adequate supply and reserves of FOL and coordinate with all the national agencies for smooth transportation of food
7.
System (PDS) and civil supplies.
 Supply daily necessities of food items, stock position and ensure continuous supply, in relief camp too.
 Coordination with FCI/ warehouses.
 Make public aware through media about food distribution and also about the availability of items at subsidized rates.
 Coordination and supply of safe drinking water using tankers, etc.
 Issue warnings to all Fire Service stations.
 Keep all resources in a state of readiness
 Assist in evacuation, search and rescue operations.
 Ensure availability of all types of extinguishers for fire following earthquakes.
8. Municipal Corporation
 Engagement of labourers for excavation works; dismantle unsafe buildings, disposal of solid garbage and liquid
waste, disposal of dead persons and carcasses.
 Control other potential hazardous situations that might arise from oil, gas and hazardous material spills.
 Organise relief camps wherever required; ensure pure drinking water, Sanitation, food, temporary shelters, basic
relief materials as per requirements and needs.
 Assist in post disaster response and rehabilitation work
9. District Administration  Prepare Drought Contingency Plan.
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 Issue necessary directions/ instructions to all concerned departments to be proactive to combat the upcoming
situation in an effective and coordinated manner. Ensure effective coordination with all departments, agencies,
NGOs and stakeholders.
 Arrange/mobilize equipment and resources like water tankers, trucks/ vehicles to transport food supply, fodder,
mobile medical vehicles, ambulances, etc.
 Arrange for disposal of dead carcasses.
 Generate daily reports of relief activities and disseminate.
 Organise relief camps wherever required; ensure pure drinking water, Sanitation, food, temporary shelters, basic
relief materials as per requirements and need.
 Media Management
 Procure tents, sanitation block, essential materials, etc. for relief camps.
 Information dissemination, issue periodic bulletins to media.
 Ensure information given to media are facts and true to avoid rumours. Arrange visit for media personnel in affected
areas.
Department of Information and
10.  Information dissemination, update public on various relief interventions.
Public Relation
 Operate the Control Room round the clock.
 Nodal person to be designated as spokesperson for the Government.
 Information dissemination, issue periodic bulletins to media.
 Coordinate and issue direction to all concerned stake holders/ departments regularly
 Brief the Disaster Management & Relief Commissioner regularly.
 Coordinate the relief and rescue operation.
 EOC to function as control room where all SDMA members and experts from various departments are available and
11. Emergency Operation Centre (EOC)
take charge for effective coordination monitoring and implementation of rescue operations.
 Prepare, forward and compile reports and returns from time to time.
 Brief media regularly about the situation’
 Brief/ Update the Government.
 Maintain regular state of readiness
 Communication to EOC and stakeholders instantly.
12. Police  As first responder assume command for security and law and order
 Demarcate entries and exits for rescue and relief operation and proper traffic management.
 Support SDRF, Civil Defense, Home Guard, Army, Sainik Kalyan and other first responders for search and rescue.
 Take necessary actions to avoid rumors.
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 Ensure prevention of theft and loot.
 Deployment of lady police personnel in relief camps for Gender concerns.
 Issue directions to all officials/ staff.
 Keep all resources in a state of readiness
13. Electricity Board
 Immediately shut down the supply of electricity in the area
 Start restoration work of the damaged lines
 Simultaneously, make electricity arrangements at the rehabilitation, relief camp areas.
 Issue warnings to all officials/ staff.
 Keep all resources in a state of readiness.
 Distribution of relief materials
 Relief equipment, tractors, labour, digging/ excavation tools, etc. to be arranged to mobilise Support in organizing
Rural Development Department
14. relief camps wherever required
(RDD)
 Ensure pure drinking water, Sanitation, food, temporary shelters, basic relief materials as per requirements and
needs.
 Arrangement of Rural relief camps
 Arrangement of community kitchens.
 Assist in post disaster response and rehabilitation work
 Transmit updated information to EOC
15. India Meteorological Department
 Mass media publicity/ issue bulletins at regular intervals.
 Alert officials/ staff and keep all resources in a state of readiness.
 Search, rescue and evacuate injured persons to safer places.
 Assess the situation for appropriate actions.
 Regulate the movement of all trains and passenger buses
16. Railways& Transport Department  Carry out inspection of railway bridges and lines.
 Deployment of equipment like generators sets, pump sets, cranes pulleys, dozers, gas cutters, earthmovers,
labourers for clearance of fallen bogies, electricity Poles, damaged tracks, etc.
 Transport and provide emergency tents, water, medicines, food, etc. to the accident site.
 Adequate arrangement of specialized trains , trucks and Buses for transportation of rescue and relief material.
 Restoration of damaged railway lines, electricity poles to restart services as soon as possible.
17. NGO  Provide first aid, health services, arrangement and distribution of food and relief materials , assistance to
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authorties,financial assistance etc.
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8 PROJECT BENEFITS
8.1 Introduction
Community will accrue the benefit from proposed development project by way of improvement in
the physical infrastructure; social infrastructure; development of economy; reduced pollution,
vehicle maintenance, fuel saving; employment potential and other tangible benefits.
In general Project will have following benefits at national and regional level:
 High-speed connectivity and access: The projected corridor is a proposed 8-lane, access-
controlled highway. This will avoid traffic congestion and speed-up the freight movement. It
is expected that overall, the proposed Delhi-Mumbai corridor will reduce the travel time
between the two economic hubs by half.
 Aiding economic growth: The seamless connectivity will provide better access to vehicles as
a link to the National Highways. The Project will reduce travel time and provide boost to
trade and commerce linked to the regions connected through this highway.
 Growth of backward areas: The biggest strength of the alignment is that it plans to cover
backward districts of Rajasthan. As a result of connectivity and access to other parts of the
country, these backward areas will be aided to integrate with other part of India. Further,
freight and passenger traffic on the highway will help promoting ancillary economy of these
regions.
 Decongestion of existing National and State Highways: The proposed corridor will take
away traffic pressures from existing SH and NH passing through various cities. Also, long-
distance traffic will shift to the proposed highway, thereby reducing traffic and congestion
on the existing NH and SH for regional and local usage.
 Usage shift: Long-distance traffic will shift from existing National Highways to the
proposed highway, resulting in lesser congestion leading to higher fuel savings and
reduced travel time on these highways
 Improved safety: Due to access control, the Roadway & Travel Safety of the traffic
connecting the cities will be enhanced as there will be minimum distractions & conflict
zones
 Support to industry: Different types of industries like Manufacturing, Tourism,
warehousing facilities etc. along the proposed corridor will be facilitated in their business
operation and reachability.
Detailed environmental and social benefits associated with the proposed highway development are
described in sections below.
8.2 Efficient and Safe Connectivity Option

The Project is a part of the proposed 8-lane access-controlled Greenfield Delhi-Mumbai highway
corridor (~1,335 km) interlinking different State & National highways while connecting Delhi to
Mumbai. The Project is planned as high-speed corridor which provides high speed connectivity
between states of North India and States of West & South India, more importantly giving a reliable
access to the country’s prominent economic and social hubs like Mumbai, Delhi, Vadodara, Jaipur
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and Kota etc.

The proposed highway will provide better connectivity to several towns and cities viz. Gurgaon,
Alwar, Dausa, Sawaimadhopur, Bundi and Kota etc. and give an infrastructure boost to the State of
Delhi, Haryana, Rajasthan, Gujarat, Madhya Pradesh and Maharashtra. The highway will be access-
controlled and ensure high speed traffic movement from Delhi to Mumbai. The proposed alignment
is selected so as to cover one of the most important North-South arterial connectivity in the country,
further interspersed with feeder highways on its either sides.
At present, the connectivity between Delhi and Mumbai is either via NH-48 or via NH-19 & NH-47,
which are 4/6 lane. The new proposed highway shall bring down the travel distance by
approximately 95 km (as compared to alternate routes) and result in time savings of over 2 hours.
Moreover, the new highway facility is access controlled and hence will provide good riding quality,
better safety and a reliable infrastructure. All of these elements will result in cost savings and
efficiency improvement.
8.3 Traffic Decongestion

A traffic study has been conducted across various locations of the proposed highway and the
alternate routes. It has observed that the traffic along NH-48 (Delhi-Jaipur-Ajmer route) 30% higher
than the IRC guidelines for highway ideal performance (Max. 60,000 PCUs) and is currently
congested with below acceptable Level of Service performance. The route (NH-48) currently being
the main connector between Delhi and Mumbai, there is a strong need for finding alternate access
between the two cities to ease connectivity and travel time.
As an alternate, it has observed that traffic on Alwar-Sawai Madhopur-Kota stretch (Average Annual
Daily Traffic of less than 16,000 PCUs per day) is within reasonable and accepted traffic standards.
Hence, it may be used as optimum alignment for the proposed Delhi-Vadodara-Mumbai highway.
Following major types of traffic load are expected to accrue the maximum benefit from the project:
 Commercial and Industrial: Traffic on the existing roads is driven by local, commercial and
industrial traffic. Industries such as cement, chemicals and minerals are present along and
around the proposed corridor as it traverses through Haryana, Rajasthan, Madhya Pradesh
and Gujarat. These industries are expected to benefit from the highway.
 Tourist: Passenger traffic will be generated due to many places of tourist interest in the
districts connected by the project corridor. Apart from places of historical importance such
as forts and palaces, traffic would be augmented due to several famous religious places and
wildlife parks and safari like Mukundra Hills Tiger Reserve/ Mukundra National Park/Darrah
Wildlife Sanctuary.
 Health and Education: Faster connectivity and accessibility to Delhi NCR will help in higher
flow of traffic from Rajasthan, especially for higher education, tertiary healthcare and
specialized treatments. Reduction in travel time will allow patients to avail OPD / other
medical services from the national or state capital region.
8.4 Savings in Travel Time and Cost

The proposed highway is expected to reduce the distance to be travelled between Delhi-Mumbai by
~95 km, leading to the following cost savings for users:
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 Vehicle Operation Cost (VOC)

 Travel Time (VOT)
 Toll costs
Initial estimates show savings of approximately INR 290 and INR 520 for car and heavy truck (MAV)
respectively for the length of the section (~204.990 km) on each one-way trip.
8.5 Benefit to Local Trade and Economy

The proposed Project plans to link Delhi NCR to Jaipur, Kota, Vadodara and Mumbai. The strong
regional connectivity proposed through the Project will further increase regional trade and economic
growth. The regions to be connected through the Project have their distinct economic profiles:
 Delhi NCR has industrial catchment focused on agriculture and processed food,
automotive & auto ancillary, home consumables, and appliances, metals and minerals
etc.
 The building stone is the most important and main mineral found in the Kota district. The
deposits of many non-metallic minerals occur in the district out of which the important
are sandstone and limestone.
 Vadodara industrial belt is concentrated with industries like textiles, chemicals &
petrochemicals, pharmaceuticals and bio-technology etc.
These regions source their raw materials as well as transport their finished goods to various parts of
the country. The corridor will provide efficient access to various markets by ensuring smooth flow of
goods and services.
The highway will also support the local businesses and economy along the project corridor. Kota
district has 12908 number micro & small industrial units with ~49613 industrial employees. About 19
industrial areas in other connected districts also stand to be benefited by use of this proposed
highway.
8.6 Employment Generation (Direct and Indirect)

The highway project is expected to generate employment during construction phase. It is estimated
that ~596 direct employees will be required per day during construction of the highway. Further,
due to ecosystem which will be created during construction and operations phase of the project, the
highway will also create considerable indirect employment opportunities in form of transportation
of construction materials, greenbelt development, ancillary facilities like canteens, dhabas etc.
During operations phase, the Project will largely have indirect employment benefits in form of
highway amenities and through economic & social hubs developed around the highway. Efficient
reach and connectivity to distant markets will further enhance economy of the districts and create
employment opportunities.
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9 ENVIRONMENTAL MANAGEMENT PLAN
9.1 General
The Environmental Management Plan (EMP) is required to ensure managing environment impacts
within acceptable limits in addition to environmental enhancement during construction and
operational phases. EMP is location and time specific. In general, NHAI (with assistance from
Contractor/Concessionaire and Monitoring Consultant) is the responsible entity for ensuring that the
mitigation measures are carried out. Impact mitigation measures are provided under in Annexure
9.1. The list provides reference (MoRT&H specification), implementing organization and responsible
entity.
9.2 Specific Activities by Contractor/Concessionaire and Monitoring Consultant
The role of NHAI division in the implementation of EMP involves the following activities:
 NOC from Rajasthan State Pollution Control Board under Air and Water Act by
Contractor/Concessionaire
 Permission from Forest / District Administrative Department for felling of trees by
Contractor/Concessionaire.
 Supervision of implementations of EMP through Contractor/Concessionaire and Monitoring
Consultant
9.3 Specific Activities by Concessionaire/Contractor
The activities to be performed by the Concessionaire / contractor to implement the EMP shall
comprise the following:
 Confirm the Tree Cutting Schedule based on the final design and provide the same to NHAI
 Felling of trees after NHAI secures Forest Department’s/ District Administrative Department’s
permissions
 Selection of material sources (quarry, water, sand, etc).
 Selection, design and layout of construction areas, hot mix and batching plants, labour camps
etc.
 Apply for and obtain all the necessary clearances from the agencies concerned after finalizing
the locations of the sites.
 Planning traffic diversions and detours including arrangements for temporary land utilization
on lease basis
 Plant and maintain flowering, shade, medicinal, ornamental & fruit bearing trees in suitable
area for the entire duration of the contract period
 Planting and maintenance of ornamental, medicinal & flowering plants and shrubs for the
entire duration of the contract period
9.4 Site Specific Management Plan
9.4.1 Cultural Properties
The relocation & mitigation issue of the cultural properties directly or partially impacted shall be
taken up in RAP. Where ever possible the Concessionaire/contractor shall try to enhance the
aesthetic of the area.
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9.4.2 Sensitive Features

 Noise barriers in the form of compound walls have been proposed.
 1 Nos. of pond and 24 streams/tributaries/nalah will be impacted due to proposed road.
Elevated structures are proposed along the water body crossing.
 In case wherein direct impact, new boundary wall which shall also act as noise barrier shall be
constructed to a height of 2 m.
 The Contractor/Concessionaire shall provide proper cautionary/information sign board or
other facilities like barricading near schools & hospitals (if found necessary during
construction)
9.4.3 Water Quality
 Silt fencing at proper locations have been proposed
 Oil Interceptor at Camp site have been proposed
9.4.4 Wildlife Movement Sections
 The proposed project is not passing through any wildlife area. There is no wildlife movement
seen along the project section. Hence, no Specific wildlife management plan is required.
 However, a record is to be maintained to store data in case any accidental killing happens.
9.4.5 Community properties
 The relocation / rehabilitation of affected community resources shall be as per the RAP.
 Rest areas are proposed
9.5 Implementation of EMP
The Environmental Officer of the Concessionaire/Contractor should be available for the entire
duration of the project. The Environmental Officer shall be primarily responsible for compliance of
EMP. The Environmental Specialist of the Monitoring Consultant who should ideally be deployed for
the entire duration shall monitor the compliance of the EMP. The key issues that require special
attention along with the mitigations and enhancement measures to be implemented have been
detailed in Annexure 9.1.
9.6 Environmental Monitoring Programme
The Environmental Monitoring Programme has been detailed out in Annexure 9.2 along with
stipulated standards. Successful implementation of the Environmental Monitoring Program is
contingent on the following:
 The Monitoring Consultant to request the Concessionaire / Contractor to commence all the
initial tests for monitoring of air, water quality, soil test and noise levels early in the contract
to establish the ‘base line’ i.e. to assess the existing conditions prior to effects from the
Construction activities being felt.
 The Monitoring Consultant to request the Concessionaire / Contractor to submit for approval a
proposed schedule of subsequent periodic tests to be carried out.
 Monitoring by the Monitoring Consultant of all the environmental monitoring tests, and
subsequent analysis of results.
 Where indicated by testing results, and any other relevant on-site conditions, Monitoring
Consultant to instruct the Concessionaire / Contractor to:
 Modify the testing schedule (dates, frequency)
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 Modify (add to or delete) testing locations

 Verify testing results with additional testing as/if required
 Require recalibration of equipment, etc., as necessary
 Request the Concessionaire / Contractor to stop, modify or defer specific construction
equipment, processes, etc., as necessary, that are deemed to have contributed
significantly to monitoring readings in excess of permissible environmental “safe” levels.
9.6.1 Monitoring of Earthworks Activities
Most of the environmental problems related to the construction works are anticipated to be
associated with the earthworks, particularly for the Quarries and Borrow Areas. Details regarding the
guidelines and procedures adopted to minimize the environmental impacts of opening, operating
and closing of Quarries and Borrow Areas are presented in Annexure 5.1, 5.2, 5.3, 5.4, 5.5 & 5.6.
Other environmental effects associated with the earthworks include the development of adequate
temporary drainage to minimize detrimental effects (e.g. erosion) due to run-off, and safety aspects
related to Works implementation.
9.6.2 Monitoring of Concessionaire / Contractor’s Facilities, Plant and Equipment
All issues related to negative environmental impacts of the Concessionaire / Contractor’s facilities;
Plant and equipment are to be controlled through:
 The Concessionaire / Contractor’s self-imposed quality assurance plan
 Regular / periodic inspection of the Concessionaire / Contractor’s plant and equipment
 Monthly appraisal of the Concessionaire / Contractor.
Other environmental impacts are to be regularly identified and noted on the monthly appraisal
inspection made to review all aspects of the Concessionaire / Contractor’s operation. The
Monitoring Consultant is to review all monthly appraisal reports, and instruct through team leader
to the Concessionaire / Contractor to rectify all significant negative environmental impacts.
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Development of 8 lane (Greenfield highway) from Durjanpura village (Ch. 349.000) to Banda Hera village (Ch. 392.800) Section of Environment Impact
NH-148 N (Total length 43.8 Km), Under BHARATMALA PRIYOJANA Lot-4/Pkg-4 in the state of Rajasthan Assessment (EIA) Report
9.7 Budget
The EMP cost has been presented in Table 9-1. The budgeted cost of EMP is Rs. 11.535 Cr.
Table 9-1: Project Environmental Budget
Total cost (INR)
Item Unit cost
Component Description Unit Quantity Cost in
No. (INR) Detail Cost
Cr.
1 MITIGATION / ENHANCEMENT COST
1.1 Pre-construction Stage
1.1.1 Land acquisition Covered in RAP Budget 0.00 0.000
Relocation and construction of affected hand pumps, water
1.1.2 Water storage tanks, open wells, water taps, OHT etc. as per Covered in Utility Shifting Budget 0.00 0.000
directions of the Engineer.
1.2 Construction Stage
Planting of flowering, shade, medicinal, ornamental & fruit

bearing trees in suitable area @ 1500 numbers per Km. ( As
1.2.1
per Letter No. NHAI/GHD/02/01/02-22/2016/50 Dated No. 65700 1,500.00 9,85,50,000.00 9.855
17.01.2018) and Green Highways (Plantation & Maintenance)
Horticulture Policy-2015 in rural areas (Cover in CER)
1.2.2
Landscaping and aesthetics of junctions and at other
loactions as per design, drawings and direction of the
1.2.3 LS - 5,00,000.00 5,00,000.00 0.050
Environmental Engineer / Environmental Specialist of the
Engineer
Slope /
1.2.4 Embankment Turfing of embankment with grasses and herbs. sq.m. (Covered in Engineering Cost) 0.00 0.000
protection
Providing Oil Interceptors as per design and drawing at
Soil & Ground vehicle parking areas and as per directions of the
1.2.5 Nos. 3 30,000.00 90,000.00 0.009
Water Environmental Specialist / Environmental Engineer of the
Engineer.
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Total cost (INR)

Item Unit cost
Cr.
running
1.2.6 Surface Water Silt Fencing for Water Bodies adjacent to the road 2420 1,100.00 26,62,000.00 0.266
m
Cost of transport & distribution of cooking fuel to

1.2.7 Flora Months 24 20,000.00 4,80,000.00 0.048
construction workers
Dust Management with sprinkling of water, covers for
1.2.8 Air Km 43.800 30,000.00 13,14,000.00 0.131
vehicles transporting construction material
Disposal of Sewage and other wastes in the construction yard
Solid Waste
1.2.9 and labour camps as per directions of the Environmental Month 24 15,000.00 360000.00 0.036
Disposal
Specialist / Environmental Engineer of the Engineer.
Cultural
1.2.10 Relocation of cultural properties Covered in RAP Budget 0.000
properties
Roadside
1.2.11 Construction of Bus Bays Covered in Engineering Cost 0.00 0.000
amenities
Signage – Information (size 900 x 1800 mm) including
lettering as per IRC code: as per the direction of
1.2.12 No 0 25000 0.00 0.000
Environmental Specialist / Environmental Engineer of the
Engineer
Signage – Information (size 1200 x 600 mm) including
lettering as per IRC code as per the direction of
1.2.13 No 0 15000 0.00 0.000
Wildlife Engineer
Cautionary/ Warning signs ( 900 mm Eq. triangle) as per IRC
1.2.14 code: as per the direction of Environmental Specialist / No 0 6000 0.00 0.000
Environmental Engineer of the Engineer
Mandatory / Regulatory sign (60 cm circular) as per IRC code:
for entire section of project road for every 2 Km at alternate
1.2.15 No 0 5000 0.00 0.000
side / as per the direction of Environmental Specialist /
Environmental Engineer of the Engineer
TOTAL MITIGATION / ENHANCEMENT COST 10,39,56,000.00 10.396
137
Total cost (INR)

Item Unit cost
Cr.
2 MONITORING COST
2.1 Construction Stage
Sampling and monitoring ambient Air Quality and gaseous

pollutants as per CPCB Standard Procedures at 9 locations
including approved hot mix plant locations, sensitive area as No. of
2.1.1 324 2,000.00 6,48,000.00 0.065
per direction by Environmental Specialist / Environmental Samples
Air Engineer of the Monitoring Consultant for three seasons a
year for 2 years as per the Monitoring Plan given in EMP
Analysis charges of Ambient air from samples collected for

No. of
2.1.2 parameters as per AAQ Standards Notification, 2009 and 324 4,000.00 12,96,000.00 0.130
Samples
CPCB mannual.
Collection of grab samples of water quality at 6 locations

identified by the engineer for 2 years (twice a year) in pre &
No. of
2.1.3 post monsoon seasons as per the Monitoring Plan given in 24 400.00 9,600.00 0.001
Samples
EMP /as per direction of Environmental Specialist /
Environmental Engineer of the Monitoring Consultant
Analysis of water quality at locations in the monitoring plan

Water Quality for pH, Turbidity, total solids, turbidity COD, BOD, DO,
Chlorides, Hardness, Oil & Grease, TSS, TDS, Total Coliform,
Iron, Fluorides, Nitrates, E. coli, Total coliform and faecal
No. of
2.1.4 coliform as specified in "Standard Methods for Examination 24 6,000.00 1,44,000.00 0.014
Samples
of Water and Wastewater" published by WEF, AWWA and
APHA as per direction of Environmental Specialist /
Environmental Engineer of the Engineer and as per MoEF&CC
rate list.
138
Total cost (INR)

Item Unit cost
Cr.
Monitoring Noise level at Equipment Yards, Sensitive area
and Settlements using hand held noise meters at 9 locations
identified by the Engineer as per directions of Environmental
2.1.5 Noise Nos. 36 1,500.00 54,000.00 0.005
Specialist / Environmental Engineer of the Monitoring
Consultant for three seasons in a year for 2 years as per the
Monitoring Plan given in EMP
Monitoring Soil at 3 locations identified by the Engineer as

per directions of Environmental Specialist / Environmental
2.1.6 Soil Nos. 12 2,000.00 24,000.00 0.002
Engineer of the Monitoring Consultant for twice a year for 2
years as per the Monitoring Plan given in EMP
Transportation Transportation cost for monitoring of noise, air and water

2.1.7 L.S. - 1,50,000.00 1,50,000.00 0.015
Cost during construction period
2.2 Operation Stage
Sampling and monitoring ambient Air Quality and gaseous
pollutants as per CPCB Standard Procedures at 3 locations
No. of
2.2.1 including sensitive area and locations as per direction by 90 2,000.00 1,80,000.00 0.018
Samples
Environmental Specialist of Consultant for once in a month
Air for 3 months x 3 season in every alternate year for 10 years
Analysis charges of Ambient air from samples collected for
parameters as per AAQ Standards Notification, 2009 in No. of
2.2.2 90 4,000.00 3,60,000.00 0.036
consultations and directions of the Consultant and PWD as Samples
per MoEF &CC charges.
Collection of grab samples of water quality at 3 locations for

twice a year in pre & post monsoon seasons in every No. of
2.2.3 Water Quality 60 400.00 24,000.00 0.002
alternate year for 10 years as per direction of Environmental Samples
Specialist / Environmental Engineer of the Consultant
139
Total cost (INR)

Item Unit cost
Cr.
Analysis of water quality at locations in the monitoring plan
for pH, Turbidity, total solids, COD, BOD, DO, Chlorides,
Hardness, Oil & Grease, TSS, TDS, Total Coliform, Iron,
Fluorides, Nitrates, E. coli, Total coliform and faecal coliform
No. of
2.2.4 etc. as specified in "Standard Methods for Examination of 60 6,000.00 3,60,000.00 0.036
Samples
Water and Wastewater" published by WEF, AWWA and
APHA as per direction of Environmental Specialist /
Environmental Engineer of the Consultant and as per
MoEF&CC rate list.
Monitoring Noise level at Sensitive area and Settlements
using hand held noise meters at 3 locations for once a year
2.2.5 Noise for every alternate year for 10 years as per directions of Nos. 60 1,500.00 2,25,000.00 0.023
Monitoring Consultant
Monitoring Soil at 2 locations at chainages identified by the
Engineer as per directions of Environmental Specialist /
2.2.6 Soil Nos. 20 2,000.00 40,000.00 0.004
Environmental Engineer of the Engineer for once a year for
10 year as per the Monitoring Plan given in EMP
Transportation cost for monitoring of noise, air and water
Transportation
2.2.7 during operation period for 10 years considering every L.S. 10 50,000.00 50,0000.00 0.050
Cost
alternate year.
TOTAL MONITORING COST 40,14,600.00 0.401
3 MISCELLANEOUS COST
3.1 Training Training L.S. - 2,50,000.00 2,50,000.00 0.025
Holding meetings for policy planning and subsequent review
Advocacy and meetings with Revenue Department, Forest Department,
3.2 Year 12 15,000.00 1,80,000.00 0.018
Policy Making local representatives, NGOs, etc. regarding development
controls.
140
Total cost (INR)

Item Unit cost
Cr.
Administrative
Charges Maintenance of vehicle with the Environment Cell, Data
3.3 Months 24 50,000.00 12,00,000.00 0.120
including processing, administrative support, stationery etc.
logistics
3.4 Miscellaneous Digital Camera for the Environment Cell No. 1 5,000.00 5,000.00 0.001
3.5 Items Portable sound level meter No. 1 2,50,000.00 2,50,000.00 0.025
TOTAL MISCELLANEOUS COST 18,85,000.00 0.189
TOTAL COST 10,98,55,600.00 10.986
Contingency @ 5% on Total Environmental Cost 5492780.00 0.549
GRAND TOTAL 115348380.00 11.535
Rate per kilometer 2633524.66 0.26
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9.8 Corporate Environmental Responsibility (CER)

As per the OM file No. 22-65/2017-IA.III dated 1st May 2018, CER cost will be calculated 0.5% of the total project cost. Hence, CER cost for the project will be
~ 9.14 Crore.
Table 9-2: Detail CER Budget
S. No. Particulars Area specific expense Unit Budget in INR Crores

1 Health Provision for fullfilment of PHC Requirement 2 Tehsil 1000000 0.100
2 Education Awareness regarding Environment & Social Concern on quaterly basis in 2 Tehsil 8 400000 0.040
Deploy Environmental Engineer by contractor for Awareness’ regarding Road Safety and Uses
3 Skill development, of PPE and other environmental Aspects. Skill up gradation of the communities in identified 4 2400000 0.240
tehsils. (2 engineer X 2 year)
Infrastructure creation for Water testing kits, Demonstration, Awareness and prevention of water borne diseases, safe
4 4 2000000 0.200
drinking water supply handling of drinking water through water and sanitation committees of Panchayats
Electrification including solar
5 Installation of Solar Panel and LED Bulb at 3 interchange locations 3 750000 0.075
power
Solid waste management Collection, Segregation, Transporation and Disposal of Solid waste from nearby village and
6 6 3000000 0.300
facilities Municiple area. (Provision of Solid waste collection Vehicle)
7 Rain water harvesting Provision of Rain water Harvesting at 500 mtrs at each side 88 3960000 0.396
Planting of native species of flowering, shade, medicinal, ornamental trees in suitable area @
8 Avenue plantation 34690 52035000 5.204
about 792 numbers per km in rural areas and its maintenance
Plantation in community Fruit bearing trees plantation in community area (30 Village*300 fruit bering tree per village)
9 9000 4500000 0.450
areas sapling of fruit bearing tree distribution
10 Other Expenditures Miscellaneous 21350000 2.135
Total 91395000.00 9.140
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Development of 8 lane (Greenfield highway) from Durjanpura village (Ch.349.000) to
10 EXECUTIVE SUMMARY
The Project shall start from Durjanpura village (Ch. 349.000) to Banda Hera village (Ch. 392.800)
Section of NH-148 N, under BHARATMALA PRIYOJANA Lot-4/Pkg-4 in the state of Rajasthan. Total
length of the proposed Section is about 43.8 Km.
The project proponent for the Project is National Highways Authority of India (NHAI).
10.1 Need of The Project

The Project is a part of the proposed 8-lane access-controlled Greenfield Delhi-Mumbai highway
corridor (~1,335 km) interlinking different State & National highways while connecting Delhi to
Mumbai. The Project is planned as ambitious high-speed corridors which provide high speed
connectivity between states of North India and states of West & South India, more importantly
giving a reliable access to the country’s prominent economic and social hubs like Mumbai, Delhi,
Vadodara, Alwar, Jaipur, Sawaimadhopur, Kota etc.
The proposed highway will provide better connectivity to several towns and cities viz. Gurgaon,
Alwar, Dausa, Sawai Madhopur, Bundi, Kota and give an infrastructure fillip to the states of Delhi,
Haryana, Rajasthan, Gujarat, Madhya Pradesh and Maharashtra.
At present, the connectivity between Delhi and Mumbai is either via NH-48 or via NH-19 & NH-47,
which are 4/6 lane. The new proposed highway shall bring down the travel distance by
approximately 95 Km (as compared to alternate routes) and result in time savings of over 2 hours.
Moreover, the new expressway facility is access controlled and hence will provide good riding
quality, better safety, and a reliable infrastructure. All of these elements will result in cost savings
and efficiency improvement.
10.2 Project Area

The project section is the part of Kota district of Rajasthan state.
10.3 Environmental Impact Assessment (EIA) Study

The study methodology for the EIA employs a simplistic approach in which the important
environmental issues have been identified before initiation of the baseline study. Based on the
identification baseline data was collected during the study period from March to May 2018. This
data has analyzed to predict and quantify the impacts and suggest best suited mitigation measure to
mitigate the identified impacts.
10.4 Policy, Legal and Administrative Framework

As part of the project execution, developer shall take the following clearances and NOCs:
 The proposed project is a development of New National highway, Hence Environmental

Clearance will be required under the purview of EIA Notification 2006 & amended thereof.
 Prior permission for tree felling need to be obtained from Forest dept. /District Authorities.
 Need of land acquisition is envisaged to accommodate the proposed development
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 Affected households shall be compensated as per entitlement matrix based on Right to Fair
Compensation and Transparency in Land Acquisition, Rehabilitation & Resettlement Act
2013.
 NOC and Consents under Air & Water Acts for establishing and operating the “Construction
Camps” from Rajasthan State Pollution Control Board
 NOC under the Hazardous And Other Wastes (Management and Trans-boundary Movement)
Rules, 2016 from SPCB
 PUC certificate for use of vehicles for construction from Transport department
 NOC for ground water extraction for construction and allied works from Central Ground
Water Board/Authority
Apart from the above clearances, developer also has to comply with the following:
 Clearance of monitoring consultant for location and layout of Worker’s Camp, Equipment
yard and Storage yard.
 Clearance of monitoring consultant for Traffic Management Plan for each section of the
route after it has been handed over for construction.
 An Emergency Action Plan shall be prepared by the Contractor and approved by the
Monitoring consultant for accidents responding to involving fuel & lubricants before the
construction starts.
10.5 Baseline Environmental Profile

10.5.1 Physical Environment
Physical environmental components along the project road are described below.
Climatology
Rajasthan state has divided into five climatic regions on the basis of rainfall and temperature
variations. The project area lies in semi-arid region of the state. The region is characterized by low
and highly variable rainfall. It is characterized by very hot summer and very cold winters with fairly
good rainfall during south west monsoon period.
Physiography and Terrain
Kota district is located in the south-east of Rajasthan State. Its shape is something like a cross. The
land slopes gently from south to north and is drained by the Chambal and its tributaries. Hills are
seen in north, south and eastern portions. Bundi district is in West. The Mukandara range of
Vindhyan Hills, which is 145 km long, is located in the district. At many places, it has a curious double
formation of two separate ridges, running parallel to each other at a distance of more than two
kilometers. The portions lying between these ridges are often covered with dense forests. It is the
district headquarter situated on the banks of river Chambal.
The proposed road alignment follows mostly plain and rolling terrain. Elevation varies from about
207m above MSL to 283m above MSL.
Geology
The project district is not rich in minerals. The building stone is the most important and main mineral
found in the Kota district.
144
The only major mineral found in the Kota district is Lime Stone. This is very important mineral which
is being used for cement and for white cement flooring, plaster of Paris and in making fabulous film
sets. It is also used in textile industry and building construction.
Soil
Soil of the Kota districts is deep black clayey and deep brown clayey and loamy suitable for
production of cotton, rapeseed, mustard and wheat.
Ambient Air Quality (AAQ)
Ambient air quality monitoring has been done at evenly distributed (5) five locations along the
proposed alignment. The results indicate that all air quality parameters are within the standards
specified in the NAAQS.
Ambient Noise Level (ANL)
Noise monitoring has been carried out once during the entire study period at (5) five locations along
the alignment for a period of 24 hours. Day & Night time Leq has been computed from the hourly
Leq values as per standards. Results shows that Leq day time varies from 45.4 dB(A) to 58.3 dB(A)
and leq night time varies from 35.8 dB(A) to 39.4 dB(A).
Surface Water
Surface water quality of the entire project stretch has been monitored as per the parameters laid
down by Central Pollution Control Board for surface water quality criteria classes A, B, C, D & E. The
water quality at all (4) four locations were found satisfactory and can be used for irrigation &
industrial propose along the proposed alignment.
Ground Water
Keeping in view the importance of ground water to the local population, (5) Five representative
ground water sampling locations were identified and analyzed for assessment of ground water
quality. pH ranging from 6.8 to 8.7 in ground water samples taken along the proposed alignment.
The chloride content varies from 45.99 to 107.98 mg/l. The Fluoride content in the Kota district is
found within 1.5mg/l, the maximum permissible limit in drinking water as prescribed by BIS.
The concentration of Nitrate ranges from 4.05 mg/l to 16.30 mg/l. Nitrate values in major part of the
district are within 45 mg/l, the maximum permissible limit in drinking water as prescribed by BIS.
Higher concentration of nitrate in ground water has been reported from Kalyanpura village.
The concentration of iron in ground water has been found to vary from 0.17 to 0.76 mg/l. High iron
concentration (exceeding maximum permissible limit of 0.3 mg/l) is found in Sultanpur village of the
project area. In the remaining samples, iron content is well within the permissible limit.
10.5.2 Biological Environment
Forest
The recorded forest area of the Rajasthan state is 32,737 SQM, which is 9.57% of its geographical
area. The proposed project is not passing through any forest or wildlife/ ecologically protected area.
Hence, the diversion of forest land will not be applicable for the proposed project.
Protected Areas / Eco-sensitive Zones/ Animal Corridor
145
National Chambal Sanctuary is located within 10.0 km radius of the proposed alignment.
10.5.3 Social Environment
Census Profile
As per census 2011, the state of Rajasthan having 6.9 Cr population, it is witnessed an increase of 1.2
Cr from 2001 population.
Workforce in Project area
The people in the villages are mostly engaged in the agricultural work and economy is largely based
on agricultural activities. Some people are also working as a laborer in nearby area.
Educational Institutes
There is no educational institutes shall get affect due to the proposed development.
Cultural Properties
The Cultural & Religious Properties have not been observed along the project road section.
10.6 Public Interactions & Consultation
Public Interactions & consultations were conducted during the project preparations. The main
purpose of these consultations was to know the community’s reaction to the perceived impact of
proposed project on the people at individual and settlement level.
10.7 Potential Environmental Impacts
The environmental components are mainly impacted during the construction and operational stages
of the project and have to be mitigated for and incorporated in the engineering design.
Environmental mitigation measures represent the project’s endeavor to reduce its environmental
footprint to the minimum possible. These are conscious efforts from the project to reduce
undesirable environmental impacts of the proposed activities and offset these to the degree
practicable. Enhancement measures are project’s efforts to gain acceptability in its area of influence.
They reflect the pro-active approach of the project towards environmental management.
10.7.1 Impacts on Climate
Slight change in the micro-climate of the area is expected due to Heat Island Effect as unpaved area
will be converted into the paved road. However, Impact on the climate conditions from the
proposed road project will not be significant in long run as removal of vegetation will be
compensated by compensatory plantation to the tune of double the area denuded.
10.7.2 Impact on Air Quality
There will be rise in PM levels during the construction activities, which shall again be within
prescribed limit after the construction activities are over. The level of CO is likely to be increase,
however level shall remain within prescribed standards.
10.7.3 Impact on Noise Levels
The area is likely to experience an increment in noise level due to increase in vehicle density after
road strengthening. Locations of sensitive receptors were identified and noise barriers in the form of
compound wall are proposed at these locations to mitigate the noise level up to acceptable levels.
146
10.7.4 Impact on Water Resources and Quality

The construction and operation of the proposed project roads will not have any major impacts on
the surface water and the ground water quality in the area. Design made to avoid physical loss to the
water bodies to the extent possible.
Contamination to water bodies may result due to spilling of construction materials, oil, grease, fuel
and paint in the equipment yards and asphalt plants. This will be more prominent in case of
locations where the project road crosses rivers, nallahs, etc. Mitigation measures have been planned
to avoid contamination of these water bodies.
10.7.5 Impact on Ecological Resources
Trees within ROW are likely to be affected due to the proposed development leading temporally loss
of micro ecosystem. However, on the long run the impacts will be compensated in terms of
compensatory and avenue plantation.
10.7.6 Impact on Land
During the construction of the proposed project, the topography will change due to cuts & fills for
project road and construction of project related structures etc. Provision of construction yard for
material handling will also alter the existing topography. The change in topography will also be due
to the probable induced developments of the project. Land acquisition is proposed at realignment
and bypass locations
10.8 Analysis Of Alternatives

Detailed analyses of the alternatives have been conducted taking into account both with and
without project. The proposed strengthening of the road is likely to have a positive impact on the
economic value of the region. However, there are certain environment and social issue, these needs
to be mitigated for sustainable development.
10.9 Mitigation Avoidance & Enhancement Measures

Mitigation and enhancement measures have been planned for identified adverse environmental
impacts. The construction workers camp will be located at least 500 m away from nearby
habitations. Construction yard, hot mix plants, etc. will also be located more than 500 m away from
habitations and in downwind directions. Existing cross drainage structures have been planned to
maintain for proper cross drainage. In order to compensate negative impacts on flora due to cutting
of trees the project plans compensatory plantation in the ratio of 1:3 i.e. for every tree to be cut,
minimum three nos. of trees will be planted. The project shall also witness the plantation of trees for
providing aesthetic beauty and shade. As the space for compensatory plantation might not be
adequate along the project road, this plantation shall be taken up by the forest department, after
payment of the cost for raising and maintaining the saplings for three years. The project will take an
opportunity to provide environmental enhancement measures to improve aesthetics in the project
area. The planned environmental enhancement measures include plantation in available clear space
in ROW, enhancement of water bodies etc. In order to avoid contamination of water bodies during
construction Silt fencing, oil interceptors at storage areas and at construction yard have been
proposed.
147
10.10 Institutional Requirements & Environmental Monitoring Plan

The responsibility of implementing the mitigation measures lies with Environment Team duly
appointed by the Contractor/Concessionaire. The overall supervision of Environmental monitoring
works during construction and operation stage shall be carried out by NHAI with the help of the
Monitoring Consultant.
To mitigate the potential negative impacts of proposed development and measurement the
performance of mitigation measures, an Environmental Monitoring and Management Plan is
developed. The formulation of an appropriate environmental monitoring plan and its diligent
implementation are keys to overall success for the project.
10.11 Environmental Management Plan

Project specific environmental management plan have been prepared for ensuring the
implementation of the proposed measures during construction phase of the project,
implementation and supervision responsibilities. The cost for environmental management during
construction has been indicated in EMP. The project impacts and management plan suggested
thereof are summarized in next section.
10.12 Environment Impact & Management Matrix

Table 10-1: Environment Impact & Management Matrix
Particulars Stages Potential Impacts Mitigation Measures
Physiographic Environment
 Slight changes are
expected due to  Proper planning to keep the
Preconstruction development of the land reformation upto bare
Topography
& Construction road minimum
 Impacts are marginal,  No new quarry for the project
but permanent.
 Impacts are moderate
Preconstruction  No mitigation measure is
Geology because of extraction
& Construction required.
of sand
Climate
 Tree felling will have an
impact of micro-climate  Compensatory plantation of
of the area triple of the trees to be cut
Temperature/Rain Preconstruction &  Heat island effect due  With the proposed avenue
fall/Humidity Construction to increase in paved plantation scheme, the micro
roads climate of the project corridor
 Low spatially restricted will be smoothening
short-term impact
Land
Design,
 Loss of Property &
Loss of Other Land Preconstruction &  Compensation as per RAP
Livelihood
Construction
 Civil authorities to plan and
guide any induced
Induced Preconstruction &  Insignificant change in
development using the
Development Construction the land use pattern
prevailing regulatory
framework
148

Soil
 In Road slopes and  Embankment protection
Preconstruction,
spoils through pitching & turfing
Soil Erosion Construction &
 Erosion in excavated  Regular water sprinkling in
Operation
areas excavated areas
 Hazardous And Other Wastes
(Management and Trans-
 Scarified bitumen boundary Movement) Rules,
wastes 2016
 Oil and diesel spills  Oil Interceptor will be
Preconstruction,  Emulsion sprayer and provided in storage areas for
Contamination of Soil Construction & laying of hot mix accidental spill of oil and
Operation  Production of hot mix diesel
and rejected materials  Rejected material to be laid as
 Residential facilities for directed by monitoring
the labour and officers consultant.
 Septic tank to be constructed
for waste disposal.
Water
 Provision of
Storage/harvesting structure
 Depletion of ground
of water, wherever feasible
water recharge
 Oil Interceptor and Septic
 Contamination from
tank in construction camp
Design, fuel and lubricants &
 Enforcement of Hazardous
Impact on Water Preconstruction, waste disposal in camp
And Other Wastes
Resource Construction & area
(Management and Trans-
Operation  Contamination of
boundary Movement) Rules,
surface water system
2016
due to run-off from
 Both side drain facility to
road construction area
suitably divert the run-off
from roads
Air
 Regular Sprinkling of Water
 Fine materials to be completely
covered, during transport and
 Shifting of utilities, stocking.
removal of trees &  Hot mix plant to be installed in
Preconstruction&
Dust generation vegetation, down wind direction with at
Construction
transportation of least 500m distance from
material nearby settlement.
 Regular monitoring of
particulate matter in Ambient
Air
 Air pollution Norms will be
enforced.
 Operation of Hot mix  Only PUC certified vehicle shall
Preconstruction,
plant and vehicle be deployed
Gaseous pollutants Construction &
operation for material  Labourers will be provided with
Operation
transportation mask.
 Regular gaseous pollution
monitoring in ambient air
149

 Air pollution from traffic
 Compliance with statuary
Ambient air quality Operation  CO level is likely to
regulatory requirements
increase
Noise
 Man, material and
 No Horn Zone sign, Speed
machinery movements
Barriers near sensitive
Pre-Construction  Establishment of labour
Pre-Construction receptors
Activity camps, onsite offices,
 Camps will be setup more than
stock yards and
500m away from settlements.
construction plants
 Operation of high noise  Camp will be setup more than
equipment like hot mix 500m away from the
plant, diesel generators settlements, in down wind
Construction Activity Construction
etc. direction.
 Community residing near  Noise pollution regulation to
to the work zones. be monitored and enforced.
 Indiscriminate blowing
 Restriction on use of horns
Operation Stage Operation of horn near sensitive
 No Horn Zone sign.
area
Ecology
 Loss of vegetation  Felling of only unavoidable
Preconstruction, cover trees
Flora
Construction  Felling of 434 nos. of  Compensatory Plantation in
trees the ratio of 1:3
 Loss of insect, avian and
Preconstruction, small mammalian  Compensatory Plantation
Fauna Construction & species due to felling of  Speed breaker, Signage and
Operation trees limit in sensitive areas
 Accidental run over
Social
 Loss of Property &
Design,  Compensation as per RAP
Livelihood
Socio Environment Preconstruction &  Relocation of CPRs, Religious
 Loss of CPRs, Religious
Construction Structures to suitable place
Structures
Public Health and Road Safety
 Continued consultation with
PAPs and the competent
authority for speedier
settlements of appropriate
 Psychological impacts on
compensation package and
project affected people
resettlement.
 Migration of worker may
 Ensuring sanitary measures at
lead to sanitation
 Preconstruction, construction camp to prevent
problem creating
Health and safety Construction & water borne disease and vector
congenial condition for
Operation borne disease.
disease vectors
 Provision for appropriate
 Discomfort arising of air
personal protective
and noise pollution
equipments like earplugs,
 Hazards of accident
gloves gumboot, and mask to
the work force.
 Safe traffic management at
construction area.
150

 Drive slow sign and speed
barriers near community
facilities like school, hospital,
etc.
10.13 Conclusions
Based on the EIA study and surveys conducted for the Project, it can be safely concluded that
associated potential adverse environmental impacts can be mitigated to an acceptable level by
adequate implementation of the measures as stated in the EIA Report. Adequate provisions shall be
made in the Project to cover the environmental mitigation and monitoring requirements, and their
associated costs as suggested in environmental budget. The proposed project shall improve Road
efficiency and bring economic growth. In terms of air and noise quality, the project shall bring
considerable improvement to possible exposure levels to population.
151
11 DISCLOSURE OF CONSULTANT
Declaration by Experts contributing to the Environment Impact Assessment Study for Development of
8 lane (Greenfield highway) from Durjanpura village (Ch. 349.000 Km) to Banda Hera village (Ch. 392.800 Km)
Section of NH-148 N (Total length 43.8 Km), Under BHARATMALA PRIYOJANA Lot-4/Pkg-4 in the state of
Rajasthan
I, hereby, certify that we were part of the EIA team in the following capacity that developed the
above EIA.
Signature :
Name of EIA Coordinator : Dr. Raj Kumar Singh
Date : 12.11.2018
Period of Involvement : February, 2018 to till date
Contact Information : Dr. R.K.Singh

General. Manager
Feedback Infra Pvt. Ltd.
15th Floor, Tower 9B,
DLF Cyber City Phase III, Gurgaon
Functional Area Experts:
S. Functional Name of the Involvement
Signature & Date
No. Areas expert/s (Period & Task)
February, 2018 to till date
Task:
a) Preparation of Scope for baseline
Dr. R. K. Singh/ study
1 AP
Navneet Kumar b) Crosschecking of monitoring
c) Impact assessment for air quality
d) Mitigation measures for air pollution

Dr. Gandikota Task:
2 SE Ananda / a) Socio-economic survey of the area
Munna Kumar b) Impact on inhabitants
c) Management plan
152

Signature & Date
Task:
a) Ecology & biodiversity survey of the
study area
Arijit Choudhury
b) Preparation of inventory of flora and
3 EB Narendra Singh
fauna
Rathore
c) Consultation with institutional and
community
d) Impact and mitigation measures for
ecology
Task:
Aruna a) Review of Hydro- geological pattern
4 HG Tageja/Dinesh of the area
Kumar Verma b) Assessment of project impacts
c) Development of Management plan

Task
Saurabh Kumar
Noise / a) Noise monitoring scoping
5 Garg /
Vibration b) Noise impact analysis
Arijit Choudhury
c) Preparation of management plan

Task:
6 RH Pintu Kumar a) Hazard Identification
b) Risk Assessment
c) Preparation of management plan
Task:
a) preparation of Scope for baseline
study
7 WP Pintu Kumar b) Crosschecking of monitoring
c) Impact assessment for water quality
d) Mitigation measures for water
pollution

Task:
Saurabh Kumar study
8 AQ
Garg/ Pintu Kumar b) Crosschecking of monitoring
d) Mitigation measures for water
pollution
Task:
Dr. Raj Kumar
9 SC study
Singh
b) Crosschecking of monitoring
d) Mitigation measures for Soil
153

Signature & Date
pollution

Task:
e) preparation various Land Use Map
10 LU Virender Kumar
f) Crosschecking of Maps
g) Impact assessment of Land USE
h) Mitigation measures for land Use
May, 2018 to till date
Task:
i) Geological study of the project
11 Geo Salabh Saha j) Impact assessment with respect to
Geological feature
k) Mitigation measures with respect to
geology
Task:
Saurabh Kumar
12 SHW l) Preparation of SHW Report
Garg
m)Impact assessment for SHW
n) Mitigation measures for water SHW
EIA Expert
Dr. Raj Kumar Task:
13 & Report
Singh a) Project Management
Reviewer
b) Report Review
Declaration by the Head of the Accredited Consultant Organization / Authorized Person
I, Pranav Ranjan, hereby, confirm that the above-mentioned experts prepared the EIA for
Declaration by Experts contributing to the Environment Impact Assessment Study for Declaration by
Experts contributing to the Environment Impact Assessment Study for ‘Development of 8 lane
(Greenfield highway) from Durjanpura village (Ch. Km 349.000) to Banda Hera village (Ch. Km
392.800) Section of NH-148 N (Total length 43.8 Km), Under BHARATMALA PRIYOJANA Lot-4/Pkg-4
in the state of Rajasthan. I also confirm that I shall be fully accountable for any mis-leading
information mentioned in this statement.
Name: Pranav Ranjan
Designation: COO
Name of the EIA Consultant Organization: Feedback Infra Pvt. Ltd.
NABET Certificate No. & Issue Date: NABET/EIA/1821/RA0116 dated 11th Jan 2019
154
Functional Area
S. No. Complete name of the Functional Areas
Code
1. AP Air Pollution Monitoring, Prevention & Control
2. WP Water Pollution Monitoring, Prevention and Control
3. SE Socio-Economics
4. EB Ecology and Biodiversity
5. HG Hydrology, Ground Water & Water Conservation
6. NV Noise and Vibration
7. AQ Meteorology, air quality modeling & prediction
8. RH Risk Analysis and Hazard Management
9. GEO Geology
10. SHW Solid and Hazardous Waste Management
11. LU Land Use
12. SC Soil Conservation
155
Appendix 1
Term of Reference (ToR) Compliance
349.000) to near Banda Hera village (Ch. 392.800) Section of NH-148 N (Total
length 43.8 Km), Under BHARATMALA PRIYOJANA Lot-4/Pkg-4 in the state of Environment Impact
Rajasthan Assessment (EIA) Report
Appendix 1: Compliance to Terms of Reference (ToR)

The proposed project was granted Terms of Reference vide Proposal No. AIRJ/MIS/75388/2018 and
MoEF&CC File No.10-67/2018-IA.III dated 26th March, 2019. Point-wise compliance to the Terms of
Reference issued by MoEF&CC is provided as follows:-
Specific ToR Compliance
S. No. Terms of Reference Compliance Status
1. Carry out detail traffic study to assess Assessment of traffic within the project area
inflow of traffic from adjoining areas like was carried out. Details of traffic study and
airport/urban cities forecast are provided under Section 2.4 of EIA
report.
2. Study to be carried out on Acoustic and
light proofing measures considering the
wildlife institute of India manual and other Acoustic and light proofing study has been
studies by the reputed institutes on the undertaken by CRRI, New Delhi. Report has
matter. The study shall be carried by the been submitted separately.
qualified professionals, scientist from any
national institute having requisite
experience to conduct such study.
3. Rain water harvesting structures to be
Provision of Rain water harvesting structures
constructed at the either sides of the road
has been kept as per IRC 42:2014. Details are
with special precaution of oil filters and de-
approved under Section 2.2.19.
silting chambers.
4. Provide compilation of road kill data on
existing roads (National and State Proposed greenfield alignment is crossing SH-
Highways) in the vicinity of the proposed 37A, SH-70 and NH-76.
project
5. Provide measures to avoid road kill of The proposed expressway is access controlled
wildlife by the way of Road kill with the help of boundary wall. Hence, no
management plan. direct crossing is likely for any wildlife so no
road kill envisaged during the operation
phase. (Refer section 5.2.4 of EIA report)
For smooth movement of Wildlife cross
drainage and Wildlife crossing have been
provided throughout the expressway at every
km.
6. The alignment of road should be such that Tree felling shall be restricted within the
the cutting of trees is kept at bare construction zone (RoW). Tree felling shall be
minimum and for this the proponent shall initiated only after obtaining the necessary
obtained permission from the competent permission from competent authority. (Refer
authorities. Annexure 5.11 of EIA report)
7. A comprehensive plan for afforestation More than three times Afforestation shall be
including minimum three times plantation undertaken within the available ROW as per
by native species be provide. the IRC: SP-21 and Green Highway Policy
2015.
8. The activities and budget earmarked for
As per Ministry’s O.M. 0.5% of the project
1

corporate environmental responsibility cost will be Kept under CER fund.
(CER) shall be as per Ministry’s O.M. No. Necessary green belt by planting trees will be
22-65/2017-IA.III dated 01.05.2018 and provided on both sides of the highway with
the action plan on the activities proposed proper central verge. Cost for regular
under CER shall be submitted at the time maintenance of green belt is provided in
of appraisal of the project include in the Environmental Management plan as per NHAI
EIA/EMP report. letter no. NHAI/GHD/02/01/02-22/2016/50
dated 17.01.2018 and Green Highways
(Plantation & Maintenance) Policy-2015.
9. The PP shall not use ground water/ surface
water without obtaining approval from
CGWA/SGWA as the case may be. The
project proponent shall apply to the Water requirement for the construction shall
Central Ground Water Authority (CGWA)/ be meet through local surface water
State Ground Water Authority resources after taking necessary permission
(SGWA)/Competent Authority, as the case from respective authority.
may be, for obtaining No objection
certificate (NOC), for withdrawal of ground
water.
10. The action plan on the compliance of the
recommendations of the CAG as per
Ministry Circular No. J-11013/71/2016-IA.I Address the compliance point in EIA / EMP
(M) dated 25.10.2017 needs to be Report as per MOEFCC Circular No J-
submitted at the time of appraisal of the 11013/71/2016-IA.I (M) dated 25.10.2017
project and included in the EIA/EMP
report.
11. All the stretches passing through the water Bridges shall be provided on all rivers/streams
bodies in the entire starch of the corridor, without interrupting the water flow and
necessary measures to be taken for not maintain the natural drainage system of the
erecting any pillars at the entire area of project area. (Refer Section 2.2.7 of EIA
the water bodies spread report)
12. An authentication certificate from Chief The National Chambal Sanctuary is having
Wildlife Warden (CWLW), Rajasthan about 1.5km distance from the proposed
Should be produced to ascertain the project. The NOC from the CWLW shall be
distance from proposed alignment to obtained during the environmental clearance
Chambal Wildlife Sanctuary appraisal meeting.
13. Wildlife Clearance to be obtained for The Wildlife clearance for the National
proposed alignment Chambal Sanctuary (NCS) has been applied
vide proposal no. FP/RJ/ROAD/3774/2019 on
dated 2nd Jan 2019.
14. Necessary permission from the PCCF, state
The proposed project stretches is not passing
Forest department, Rajasthan is required
through any protected forest area. Hence,
as per the act related to Protected Forest
diversion of the forest land will not be
as the proposed alignment is passing
required.
through Papdi Protected Forest.
15. ROW should not exceed 70m at any point The construction of highway is likely
2

of the proposed 8-lane alignment as per restricted within 70 m RoW. Additional land
MoRTH circular no. NH-15017/21/2018 will be required for Junction, inter-section
dated 10th May 2018. Since the ROW of improvement and Toll plazas locations.
the proposed alignment shall be reduced Land acquisition activities are carried out with
from 100m to 70m, therefore it is 100m RoW by keeping in mind for future
important to assess the present and expansion of the project from 8 lane to 12
projected traffic densities on the lane as per IRC guidelines.
Highway/Expressway
3
Standard TOR Compliance

S No. Terms of Reference Compliance
A brief description of the project, project
name, nature, size, its importance to the Project descriptions are provided in Chapter
1.
region/state and the country shall be 2 of EIA report.
submitted.
In case the project involves diversion of
forests land, guidelines under OM date The proposed project is not passing through
2.
20.03.2013 shall be followed and necessary any protected forest area.
action be taken accordingly.
Details of any litigation(s) pending against the
project and/or any directions (orders) passed
3. No litigation is pending against the project.
by any court of law/any statutory authority
against the project to be detailed out.
Detailed alignment plan, with details such as
nature of terrain (plain, rolling, hilly) land use
pattern, habitation, cropping pattern, forest Details of Physiography, topography, water
area, environmentally sensitive areas, bodies, land use pattern, habitation,
mangroves, notified industrial areas, sand cropping pattern, forest area, and
dunes, sea, rivers, lakes, details of villages, environmental sensitive location, notified
4.
tehsils, districts and states, latitude and industrial areas, sand dunes, are provided in
longitude for important location falling on the chapter 4 of EIA Report.
alignment by employing remote sensing
techniques followed by "ground truthing" and Land use Land Cover map of project area is
also through secondary data sources shall be given as Annexure 4.1 of the EIA report.
submitted.
The details of alternative analysis provided
in Chapter 3 of EIA report. The chapter
compares the scenario with and without
project by virtue of geometrics, design
speed, congestion, felling of trees, safety of
Describe various alternatives considered,
pedestrians, effects on environment,
5. procedures and criteria adopted for selection
drainage and other amenities.
of the final alternative with reasons.
The alternatives of all the alignment
proposed along the project stretch are
discussed in the Chapter 3 along with
justification for selection of final alignment
among the various alternatives.
Land use map of the study area to a scale of 1:
25,000 based on recent satellite imagery
A detail Land use map depicting all the land
delineating the croplands (both single and
6. double crop), agriculture plantations, fallow use pattern and surface features of the
lands, waste lands, water bodies, built-up study area is provided as Annexure 4.1 of
areas, forest area another surface features, the EIA report.
such as railway tracks, ports, airports, roads,
4

and major industries etc. along with detailed
ground survey map on 1:2000 scale showing
the existing features falling within the right of
way namely trees, structures including
archaeological & religious, monuments etc. if
any, shall be submitted.
Adequate slope protection measures are
proposed as part of engineering design. The
slopes and embankments of the project
If the proposed route is passing through any road shall be stabilised through sound bio-
hilly area, the measures for ensuring stability engineering techniques. All the slopes have
7. of slopes and proposed measures to control been designed 1:2, which shall ensure
soil erosion from embankment shall be stability of the embankment. Appropriate
examined and submitted. measures such as pitching of slopes and
grass turfing shall prevent the soil erosion
along the proposed road. Details of cross
section are given as Annexure 2.1
If the proposed route involves tunnelling, the
details of the tunnel and locations of No tunnelling is proposed for the above
tunnelling with geological structural fraction project road.
should be provided. The proposed project doesn’t directly
8. In case the road passes through a flood plain intersect the flood plain of any river.
of river, the details of micro-drainage, flood
However, bridges are proposed on river
passages and information on flood periodicity
at least of the last 50 years in the area shall be crossings but none of them suffers flood
examined and submitted. since last 50 years.
If the project is passing through / located
within the notified ecologically sensitive zone
(ESZ) around a notified National Park Wildlife Proposed project is not passing through any
Sanctuary or in the absence of notified ESZ, ESZ. However, National Chambal Sanctuary
within 10 km from the boundary of notified (NCS) is falling within 10 km radius of the
9. National Park Wildlife Sanctuary, the project proposed alignment. Application for the
proponent may simultaneously apply for the recommendation from NBWL is under
clearance for the standing committee of progress vide proposal no.
NBWL. The EC for such project would be
FP/RJ/ROAD/3774/2019.
subject to obtaining this clearance from the
standing committee of NBWL.
Study regarding the animal bypasses/under
passes etc. across the habitation areas shall No animal crossing or animal corridor
be carried out. Adequate cattle passes for the identified along the project road. However,
movement of agriculture material shall be proper measures shall be taken in order to
10.
provided at the stretches passing through avoid any human wildlife conflict. Adequate
habitation areas. no. of cattle underpass & no. of VUP, LVUP
Underpasses shall be provided for the
provided in every 500m interval.
movement of Wild animals.
5

No wildlife corridor found along the project
Study regarding in line with the recent road. The proposed highway is access
guidelines prepared by Wildlife Institute of controlled road at both side of ROW so
India for linear infrastructure with strong direct entry of any animal restricted outside
11.
emphasis on animal movement and of ROW of the project road. The animal
identifying crossing areas and mitigation movement has been identified and
measures to avoid wildlife mortality.
accordingly necessary crossing and
mitigation measures proposed.
The information shall be provided about the
details of the trees to be cut including their
species and whether it also involves any About 434 number of trees falling within
protected or endangered species. ROW. However to reduce the number of
12. Measures taken to reduce the number of the felling trees, construction shall be limited
trees to be removed should be explained in for construction Zone only as per MoRTH &
detail. The details of compensatory plantation IRC guidelines.
shall be submitted. The possibilities of
relocating the existing trees shall be explored.
Necessary green belt proposed on both
sides of the highway with proper central
verge. Cost provision for regular
Necessary green belt shall be provided on maintenance provided in CER & EMP as per
both sides of the highway with proper central NHAI letter no. NHAI/GHD/02/01/02-
13.
verge and cost provision should be made for 22/2016/50 dated 17.01.2018 and Green
regular maintenance. Highways (Plantation & Maintenance)
Policy-2015.
The detail plan provided as Annexure 5.7 of
EIA report.
If the proposed route is passing through a city
or town, with houses and human habitation The project road is a green field alignment
on either side of the road, then necessity for and designed in such a way to avoid
provision of bypasses/diversions/underpasses settlements at extent possible.
14. shall be examined and submitted. The
10 SVUP, 5 VUP, 3 Interchange, 6 LVUP and
proposal should also indicate the location of
wayside amenities, which should include Rest Areas are proposed along the project
petrol stations/service centres, rest areas stretch.
including public conveyance, etc.
Traffic control devices and road safety
Details about measures taken for the features, including Traffic Signs, Road
pedestrian safety and construction of under Markings etc. are proposed and designed as
15.
passes and foot-over bridges along with per relevant IRC codes and standards.
flyovers and inter changes shall be submitted.
Significant number of underpasses, flyovers
& interchanges are provided near
6

settlements and urban area.
Proposed road is a green field excess control
The possibility that the proposed project will highway, which do not have any adverse
adversely affect road traffic in the effect on existing other traffic and
16. surrounding areas (e.g. by causing increases in surrounding area.
traffic congestion and traffic accidents) shall
On the existing stretches the road is being
be addressed.
overpasses. Hence no impact on existing
traffic.
The details of use of fly ash in the road Fly ash shall be utilized from Kota thermal
construction, if the project road is located power plant for the project and the details
17.
within the 100 kms from the Thermal Power of MoU with NHAI/Contractor shall be made
Plant shall be examined and submitted. during construction stage.
During construction debris waste shall be
The possibilities of utilizing debris waste
18. materials available in and around the project utilized for backfilling of voids and greenbelt
area shall be explored. development along the project stretch and
median filling.
The details on compliance with respect to
19. Research Track Notification of MoRT&H, shall This project is being compiled all the
be submitted. Guidelines & Notifications issued by MoRTH.
The details of sand quarry and borrow area as Details of sand quarry or borrow area are
per OM No.2-30/2012-IA-11I dated proposed for the project is given in Chapter
18.12.2012 on' Rationalization of procedure 4 Section 4.6.1 and Chapter 5 Table 5.2 of
20. for Environmental Clearance for Highway EIA report.
Projects involving borrow areas for soil and
No quarry area required for the proposed
earth" as modified vide OM dated March 19,
2013, shall be examined and submitted. project, quarry material shall be arranged
from approved suppliers.
The Project area lies in semi-arid region of
Climate and meteorology (max and min
the state. The region is characterized by low
temperature, relative humidity, rainfall,
and highly variable rainfall. The nearest
frequency of tropical cyclones and snow fall);
21. Indian Meteorological Department’s
the nearest IMD meteorological station from
observatory is located at Kota. The details of
which climatological data have been obtained
the climate and meteorology of project area
to be indicated.
are discussed in section 4.3.2 of EIA report.
The air quality monitoring has been carried
The air quality monitoring shall be carried out out as per the notification issued on 10th
as per the notification issued on 10th November, 2009.
22. November, 2009. Input data used for Noise
and Air quality modelling shall be clearly Input data used for Noise and Air quality
delineated. modelling has been defined in section 5.1.3
& 5.1.5 of EIA report.
23. The project activities during construction and The various effects of noise during
7

operation phases, which will affect the noise construction phase on sensitive receptors
levels and the potential for increased noise are provided in section 5.1.5 & table 5.8 of
resulting from this project shall be identified. the EIA report.
Discuss the effect of noise levels on nearby The mitigation measures are as follows:-
habitations during the construction and
 By improving intersections;
operational phases of the proposed highway.
 By removing traffic bottlenecks;
Identify noise reduction measures and traffic
management strategies to be deployed for  Provision of Noise barrier
reducing the negative impact if any.  By maintaining a steady stream flow of
Prediction of noise levels shall be done by traffic and by segregating slow and fast
using mathematical modelling at different modes
representative locations. Mitigation measures as proposed are
discussed in Table 5.9 of the EIA report.
The impact during construction activities due
to generation of fugitive dust from crusher The impacts due to generation of fugitive
units, air emissions from hot mix plants and dust shall lead to higher levels of PM10 and
vehicles used for transportation of materials PM2.5 leading to respiratory diseases. The
and prediction of impaction ambient air dust particles shall also settle on the leaf
quality using appropriate mathematical
24. surfaces, thus affect the process of
model, description of model, input
photosynthesis activities in plant.
requirement and reference from derivation,
distribution of major pollutants and The details of AAQ modelling and mitigation
presentation in tabular form for easy measures are provided in Section 5.1.3 of
interpretation shall be examined and carried EIA report.
out.
The measures for minimizing the impact of
dust, noise and odour includes greenbelt
The details about the protection to existing
development, dust suppression, acoustic
habitations from dust, noise, odour etc.
25.
during construction stage shall be examined enclosures to DG sets, provision of PPE to
and submitted. the workers etc. Various impacts and
corresponding measures are provided in
Chapter 5 of EIA report.
If the proposed route involves cutting of
earth, the details of area to be cut, depth of
cut, locations, soil type, volume and quantity The details of Borrow area locations are
26.
of earth and other materials to be removed given in the Section 4.6.1 of EIA report.
with location of disposal dump sites along
with necessary permission.
The proposed project is a green field
If the proposed route is passing through low alignment, which passes through mostly
lying areas, details of filling material; and plain area.
27.
initial and final levels after filling above MSL,
However, the voids created by excavation
shall be examined and submitted.
shall be backfilled with the excavated soil
and level of road is 1.5 m to 2.5 m from the
8

ground level.
The water bodies including the seasonal ones
One pond has been identified within PROW.
within the corridor of impacts along with their
The bridges shall be proposed on water
status, volumetric capacity, quality and likely
28. bodies falling within ROW and maintain the
impacts on them due to the project along
with the mitigation measures shall be volumetric capacity & quantity of the water
examined and submitted. bodies with provision of silt traps.
The total demand of water for construction
The details of water quantity required and
phase will be about 2826072 KL. Current
source of water including water requirement
water demand is only indicative in nature
during the construction stage with supporting
29. which shall differ during construction.
data and also classification of ground water
based on the CGWA classification, shall be Phase. The demand of water shall be met
examine and submitted. through surface sources only. Hence, CGWA
permission is not required.
The details of measures taken during
constructions of bridges across river 8 Major bridge & 29 Minor bridges
canals/major or minor drains keeping in view proposed for this stretch.
the flooding of the rivers and the life span of
the existing bridges shall be examined and The approach roads for all the bridges are
30. with adequate width and avoid sharp turns.
submitted.
Provision of speed breakers, safety signals, Also, adequate number of speed breakers,
service lanes and foot paths shall be safety signals, service lanes and footpaths
examined at appropriate locations throughout are proposed for the project.
the proposed road to avoid accidents.
If there will be any change in the drainage
31. pattern after the proposed activity, details of Change in the drainage pattern is not
changes shall be examined and submitted. envisaged due to proposed activity.
The climates of the project area are semi-

Rain Water harvesting pit shall be at least 3-5 arid and dry and experiences very low
m above the ground water table. Provision
32. rainfall.
shall be made for Oil & Grease removal from
surface runoff. Thus rainwater harvesting pits are proposed
at every 500 m for the project road.
If there is a possibility that the There is no forest land involved in this
construction/widening of road may cause an project. However; compensatory
33. impact such as destruction of forest, poaching afforestation is planned to neutralize the
or reduction in wetland areas, examine the effects of tree felling. There is no wetland
impact and submit details. area involved in the project.
Traffic control devices and road safety
The details of road safety, signage, service
features, including Traffic Signs, Road
roads, vehicular under passes, accident prone
34.
zones and the mitigation measures, shall be Markings etc. are proposed and designed as
submitted. per relevant IRC codes and standards. Along
the settlement stretches various no. of
9

underpass pedestrian crossings and VUP has
been suggested. Provision of proper road
markings and improvement of geometry to
reduce accidents.
The details are provided in section 7.3.5.4 of
the EIA report.
Proposed project is a greenfield highway
project. Thus no widening & upgrading
IRC guidelines shall be followed for widening
35. require. All the IRC guidelines pertaining to
& up-gradation of roads.
the project shall be followed construction of
Greenfield highway.
The details of existing scenario of the socio-
The details of social impact assessment due to economic environment are provided in
36. the proposed construction of the road, shall section 4.8 of EIA report.
be submitted.
Project impacts on the social environment
are cited in section 5.3 of the EIA report.
Examine the road design standards, safety
equipment specification sand Management
37. System training to ensure that design details Safety and Traffic management plan shall be
take account of safety concerns and submit as per IRC SP 55; 2014.
the traffic management plan.
An Emergency Response Plan shall be
Accident data and geographic distribution prepared by the contractor for each
shall be reviewed and analysed to predict and construction packages and same has to be
identify trends - in case of expansion of the approved by the Monitoring consultant.
38.
existing highway and provide Post accident
Arrangements for proper assistance and
emergency assistance and medical care to
medical care to the victims shall be done in
accident victims.
order to avoid any casualty. (Refer section
7.3.4 of EIA report)
The proposed project will change of land
use pattern in areas adjacent of the ROW
If the proposed project involves any land only.
reclamation, details shall be provided of the
39.
activity for which land is to be reclaimed and However, the voids created by excavation
the area of land to be reclaimed. shall be back filled by the excavated soil or
will be converted into pond to improve the
ground water table.
Details of the properties, houses, business
The details of the properties, houses,
activities etc. likely to be effected by land
40.
acquisition and an estimation of their financial business activities etc. likely to be affected
losses, shall be submitted. by land acquisition and estimation of their
10

financial losses has been earmarked In SIA
Report. Outcome of the Social impact
assessment is being submitted along with
the EIA report.
Detailed R&R plan with data on the existing
socio-economic status of the population in
the study area and broad plan for
resettlement of the displaced population, site
for the resettlement colony, alternative Socio-economic profile of the project area is
41.
livelihood concerns/employment and provided in Section 4.8 of EIA report.
rehabilitation of the displaced people, civil
and housing amenities being offered, etc and
the schedule of the implementation of the
specific project, shall be submitted.
The details of Environment Management
The environment management and Plan and Environment Monitoring Plan are
monitoring plan for construction and provided in Annexure 9.1 and 9.2 of the EIA
operation phases of the project shall be
42. report.
submitted. A copy of your corporate policy on
environment management and sustainable The details of the policy legal and
development shall also be submitted. administrative framework are provided in
Chapter 1 of the EIA report.
The estimated cost of the project is Rs.
Estimated cost of the project including that of
about INR 1827.31 Cr. The budgeted cost of
environment management plan (both capital
43. and recurring) and source of funding. Also, EMP is about Rs. 11.535 Cr. Budget for CER
the mode of execution of the project, viz, EPC, is will be 0.5% of the total project cost.
BOT, etc, shall be submitted. Source of funding is MoRTH and execution
on EPC basis.
The draft EIA report is being submitted for
A copy of your CSR policy and plan for conducting the public hearing.
meeting the expenditure to address the issues The activities in line with the issues raised
44.
raised during Public Hearing shall be
during the public hearing shall be address
submitted.
than adequate amount shall be earmarked
for implementation of the CSR.
Details of blasting if any,
methodology/technique adopted, applicable
45. regulations/ permissions, timing of blasting, There is no blasting proposed for the
mitigations measure proposed keeping in development of the project highway.
view mating reason of Wildlife.
In case of River/ creek crossing, details of the Bridges shall be provided on all the rivers /
proposed bridges connecting on either banks, streams crossing and water bodies falling
46.
the design and traffic circulation at this within the proposed alignment. (Refer
junction with simulation studies Section 2.2.7 of EIA report)
11

Bridges shall be provided on all the
Details to insure free flow of water in case the
rivers/streams crossing and water bodies
47. alignment passes through water
falling within the proposed alignment.
bodies/river/streams etc.
(Refer Section 2.2.7 of EIA report)
In case of bypasses, the details of access
Proposed project is an excess control
control from the nearby habitation/habitation
48.
which may come up after the establishment greenfield alignment. Hence, the bypasses
of road. will not be required for this project.
Bridge design in eco-sensitive area/mountain
49. be examined keeping in view the rock The proposed alignment is not passing
classification hydrology etc. through the eco-sensitive area or mountain.
Details of litigation pending against the
project, if any with direction/order passed by
50.
any court law against the project should be Not Applicable
given.
The estimated cost of the project is Rs.
The cost of the project (capital cost and about INR 1827.31 Cr. The budgeted cost of
recurring cost) as well as the cost towards EMP is Rs. 11.535 Cr. Budget for CER is will
51.
implementation of EMP should be clearly split be 0.5 % of the total project cost. Source of
out. funding is MoRTH and execution on EPC
basis.
In case of alignment passing through coastal
52. Not Applicable
zones
HTL/LTL map prepared by authorised agencies
superimposed with alignment and
53. Not Applicable
recommendations of Costal Zone
Management Authority
Details of CRZ-I (I) areas, mangroves required
to be removed for the project along with the
54. Not Applicable
compensatory afforestation, area and
location with budget
Details of road on stilt in CRZ-1 Areas, design
55. Not Applicable
details to ensure free tidal flow
The location of the Construction & labour
56. Details of labour camp machinery locations camps are not finalized yet. The location
plan shall be submit during the construction
phase.
12

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Environmental Impact Assessment

Consultancy Services for Development Development of

Project Proponent : National Highway Authority of India

2.2.28 Landscaping and Tree Plantation .................................................................................... 22

4.8.2 Population Density .......................................................................................................... 70

Table 2-14: List of Proposed Connecting Roads ........................................................................... 19

1.1 Project Proponent

1.2 The Project

1.3 Project Location

1.4 Environment Impact Assessment Process

1.5 EIA Methodology

1.6 Approach and Methodology

Study of Project Details &

Study and Review

Institutional Environmental Mitigation Measures &

Figure 1-2 : Methodology of EIA

1.6.1 Reconnaissance Survey

Table 1-2: Applicability review of the Regulatory Environment Framework

1.6.4 Assessment of Alternatives

Parameters Information Source

1.7 Structure of the Report

2.1 Project Profile

Figure 2-1: Proposed alignment marked on Satellite Imagery (Google Earth)

2.2 Project Features

2.2.5 Typical Cross Sections

Design Span Structure Type Total Width

Source: Design Report

Table 2-11: Details of SVUP

Source: Design Report

Table 2-15: Proposed Pavement Design for Main Carriageway

Table 2-17: Design service volume standards for LOS-B

2.2.25 Way side Amenities / Service Areas

2.3 Components & Activities of the Proposed Project

Figure 2-2: Activities in the Typical Highway development project

S. No. Description unit Qty.

 150 litre/cum for concrete

2.4 Traffic Studies & Forecast

Table 2-24: Section wise Projected Total Traffic

Section-1 Section-2 Section-3

3.1 With & Without Project Alternatives

3.3 Alignment Options

Table 3-2: Comparative Analysis for Proposed Alignment

S. No. Description Option I Option II Option III

S. No. Description Option I Option II Option III

3.4 Cold Mix & Hot Mix Technology Analysis

3.5 Environmental Considerations

4.2 Study area & period

4.3 Physical Environment

Figure 4-1 : Elevation Profile of the Project Area

Figure 4-2: Soil Sampling Location on Google Map

4.3.6 Land Use and Land Cover

Figure 4-4: Graphical Representation of LULC

4.4 Ambient Air Environment & Quality

Figure 4-5 : Ambient Air Quality (AAQ) Monitoring Location

4.4.1 Ambient Noise Quality

2. N2 356 +150 Jhargaon 30/03/2018 Commercial N 25°24’35.89” E 76°12’8.60”

3. N3 370 +700 Sultanpur 01/04/2018 Residential N 25°17’4.55” E 76°9’48.34”

4. N4 382 +850 Kalyanpura 03/04/2018 Silence N 25°11’33.26” E 76°5’33.23”

5. N5 385 +700 Seemalya 05/04/2018 Residential N 25°10’6.27” E 76°5’16.73”

Figure 4-6: Ambient Noise Level (ANL) Sampling Location

4.5 Water Resources

Figure 4-7: Ground & Surface Sampling Location

Table 4-13: Ground Water Monitoring Results