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REPORT

ON

TRAFFIC STUDY INCLUDING ASSESSMENT OF ITS IMPACTS DUE TO TRANSPORTATION OF COAL BY ROAD

FROM

DULANGA COAL MINING PROJECT (7 MTPA) (IB VALLEY COALFIELDS, DIST. SUNDARGARH (ODISHA))

TO

DARLIPALI SUPER THERMAL POWER PROJECT

STAGE-I (2 X 800 MW) (AT TEHSIL HEMGIR, DISTRICT: SUNDARGARH (ODISHA))

OF

NTPC LIMITED

AUGUST, 2018 (Issue 01, Rev. 0)

Prepared by:

M I N M E C C O N S U L T AN C Y P V T . L T D . A - 1 2 1 , P a r y a v a r a n C o m p l e x , I G N O U R o a d , N e w D e l h i – 1 1 0 0 3 0

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An ISO 9001:2008 approved company

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Assessment of Impacts Due to Transportation of Coal from Dulanga CMP to Darlipali STPP of NTPC Ltd. i

CONTENTS

Sl. No. Description Page No.

1.0 Introduction 1

1.1 Description of proposed route and coal quantity 2

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

6

2.1 Road width measurement 6

2.2 Traffic volume carrying capacity of the road 11

2.3 Traffic survey and current vehicle volume 13

2.4 Additional traffic on proposed route 13

2.5 Growth in existing traffic 14

2.6 Conclusion regarding increase in traffic 18

3.0 Satellite images from Google earth for route from Dulanga CMP to Darlipali STPP

18

3.1 Village & habitation study 18

3.2 Vegetation 19

4.0 Collection of environmental data 21

4.1 Ambient air quality 21

4.2 Micro meteorology 24

4.3 Noise environment 24

4.4 Opinion survey and health data 25

5.0 Impact due to traffic 26

5.1 Ambient air quality 26

5.2 Ambient noise 29

5.3 Human health 30

5.4 Ecology 33

6.0 Observations 33

7.0 Conclusion and recommendations 34


Assessment of Impacts Due to Transportation of Coal from Dulanga CMP to Darlipali STPP of NTPC Ltd. ii

LIST OF TABLES

Table No. Particulars Page No.

1 Quantity of coal to be transported through road 3

2 Road width measured on various routes 8

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

11

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

12

5 Equivalency factors as per IRC: 64-1990 12

6 Observed existing, projected and additional traffic and their % utilisation for Scenario-1

16

7 Observed existing, projected and additional traffic and their % utilisation for Scenario-2

17

8 Location of villages and their population 18

9 List of tree species 19

10 Ambient air quality test results along transportation route 21

11 Summary of micrometeorological data 24

12 Location of noise sampling station 25

13 Resultant air quality at air quality stations after air quality prediction modelling due to emissions from vehicular exhaust

27

14 Resultant air quality after air quality prediction modelling for Different Scenarios

28


Assessment of Impacts Due to Transportation of Coal from Dulanga CMP to Darlipali STPP of NTPC Ltd. iii

LIST OF FIGURES

Fig. No. Particulars Page No.

1 Proposed route from Dulanga coal mining project to Darlipali STPP with location codes of road measurement & traffic census points

5

2 Line diagram of existing road width as on June, 2018 7

2A Line diagram of road width after widening of stretch RW1 to RW6, approximately by August, 2018

10

3 Villages along the road 20

4 Forest along transportation route 22

5 Location of air and noise sampling stations 23

6 Different vehicles on the road 34

LIST OF ANNEXURES

Annexure No. Particulars

1 Environmental Clearance, Re-validated and amended Environmental Clearance for Dulanga Coal Mine Block

1A Forest Clearance(FC), stage-I and stage-II of Dulanga Coal Mine Block

2 Environmental Clearance letter no. J-13012/65/2008-IA.II (T) dated 17.02.2014 for Darlipali STPP

3 The extract of MOM dated 17-18 May, 2018 and map showing Route-3 from Dulanga CMP to Lara STPP

4 Photographs of road width measurement locations and Census Points on proposed route

5 Traffic Survey Data

6 Satellite Images

7 Micro-meteorological data

8 Air Quality Prediction Modelling

9 Road use permission letter no. 17-01-2018 (from Dulanga to Durubaga via Manoharpur and Sangumuda village

10 Road use permission letter dt. 23-01-2018 (from Durubaga chowk to DSTPP of NTPC Ltd. via Barpali chowk and Duduka)

11 PWD Letter

12 Related extract of bridge linkage


Assessment of Impacts Due to Transportation of Coal from Dulanga CMP to Darlipali STPP of NTPC Ltd. iv

ABBREVIATIONS

CMP - Coal Mining Project

DSV - Design Service Volume

DLCMP - Dulanga Coal Mining Project

HMV - Heavy Motor Vehicles

IRC - Indian Road Congress

LMV - Light Motor Vehicles

MC - Maximum Capacity

MMRDL - Min Mec R&D Laboratory

MGR - Merry-Go-Round Train

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

MW - Mega Watt

PWD - Public Works Department

PCU - Passenger Car Units

STPP - Super Thermal Power Project

TPD - Tonnes per Day

US EPA - United States Environment Protection Agency


Assessment of Impacts Due to Transportation of Coal from Dulanga CMP to Darlipali STPP of NTPC Ltd. 1

1.0 INTRODUCTION

Dulanga Opencast Coal Mining Project (DLCMP) of NTPC Limited is located in Ib valley coal fields, District Sundergarh of State Odisha. The Latitude and Longitude of the project is 21°50’40” N to 22°01’30” N and 83°42’06” E to 83°53’43” E, respectively. The Environmental Clearance (EC) for Dulanga Coal Mining Project (DLCMP) had been accorded by MoEF&CC vide letter no. J-11015/1140/2007-IA.II(M) dated 03.03.2014. Thereafter, EC was re-validated and amended on 28.10.2015 and 09.02.2016, respectively. A copy of EC letter, re-validated and amended EC for Dulanga Coal Mining Project is attached as Annexure 1. The Forest Clearance (FC), Stage-I and Stage-II had also been accorded to Dulanga CMP vide reference no. 8-23/2013-FC on 10.01.2014 and 23.12.2015. Copy of Forest Clearance has been attached as Annexure 1A.

The project (Dulanga CMP) is linked to the Darlipali Super Thermal Power Plant (Darlipali STPP) (2x800 MW) of NTPC Ltd. for provision of coal through 10.1 km long railway line, which is under construction. However, as per the Hon’ble Supreme Court’s order, the coal block was de-allocated on 24.09.2014 and later on re-allocated on 08.09.2015. The Environmental Clearance for Darlipali STPP, Stage-I was accorded by Ministry of Environment, Forest and Climate Change (MOEF&CC) vide letter no. J-13012/65/2008-IA.II (T) dated 17.02.2014. A copy of the same has been attached as Annexure 2.

Point no. (xviii) of specific condition of the EC letter of Dulanga Coal Mining Project, states that “The entire transportation of 21,210 Tonnes Per Day (TPD) of coal from the mine to the linked Darlipali Super Thermal Power Plant shall be by Merry-Go-Round Train (MGR) only with wagon loading by silo. Transportation of coal by road is not permitted”.

It may be noted that Darlipali STPP Unit-1 commissioning is expected with full load by December 2018 for which, Unit-1 will require 10605 tonnes per day (4 MTPA) of coal.Darlipali STPP is having bridge linkage from MCL for 1.719 MT and SECL for 0.252 MT (related extract of bridge linkage is attached as Annexure 12). However, to fulfill the entire coal demand for operation of Unit-1,coal will also be required from Dulanga CMP.

The dedicated MGR system linking Dulanga CMP to Darlipali STPP is delayed due to land acquisition. Therefore, for sustained coal supply to Darlipali unit-1, NTPC has proposed to transport coal from Dulanga CMP to Darlipali STPP by road for a period of 25 months i.e. from October, 2018 to October, 2020.

Besides above, NTPC Ltd had also submitted a proposal to MOEF&CC to transport coal from Dulanga CMP to Lara Super Thermal Power Project (2 x 800 MW) at Tehsil Pussore, District Raigarh, Chhattisgarh, for a temporary period of 17 months (from May, 2018 to September, 2019) as Lara STPP is in advanced stage of commissioning and commencement of coal production from its linked Talaipali CMP is expected by November, 2019.



The proposal for amendment in EC of Dulanga CMP was presented before EAC in its 30th meeting held on 17-18 May, 2018. The Committee recommended for coal transportation of 2000 tonnes per day (200 trucks to & fro) to Lara STPP through Route-3 up to September, 2019 as an interim arrangement. The extract of MOM dated 17-18 May, 2018 and map showing Route-3 from Dulanga CMP to Lara STPP via Durubaga, Duduka, Bileimunda, Tamnar and Raigarh is attached as Annexure 3. To assess the impact due to the proposed transportation of coal from Dulanga CMP to Darlipali STPP for temporary period of 25 months, a study was carried out with the following objectives:

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

route.

(ii) Monitoring of air quality and noise levels along the proposed route.

(iii) Air quality modelling for impact assessment of incremental ground level concentration of air pollutants.

(iv) Data collection regarding flora along the road, public health and opinion survey.

(v) Identification of villages and forest within 100 m along the alternate routes.

All the above have been described in subsequent sections.

The road width measurement, traffic surveys, collection of air quality, noise level, air quality prediction modelling and details of vegetation along the route has been carried out by M/s Min Mec Consultancy Pvt. Ltd. and M/s Min Mec R&D Laboratory, New Delhi (NABL accreditation certificate no. TC-6337) between 22nd May - 21st June, 2017. The route that had been surveyed previously were traversed again during 7-8th June, 2018 to reverify road widths and its condition. It has been found that, the patches between Durubaga Chowk to Duduka Chowk, which were under widening during previous survey, had been widened. Accordingly road width data has been updated and used in this report.

1.1 Description of Proposed Route and coal quantity

The transportation of coal will be from Dulanga Coal Mining Project to Darlipali STPP for one unit by road, to the tune of maximum 6000 TPD (~600 trucks/day). The transportation will take place by one route only i.e. from Dulanga CMP to Darlipali STPP via Duduka Chowk, Aunlabahal, Podhamundi and Madhapara Village as shown in Fig 1. The route comprises of PWD road having a total length 31.8 km. The coal transportation envisaged through road to meet the demand of Unit-1 of Darlipali STPP till rail connectivity and the dedicated MGR system to



the linked Dulanga CMP becomes operational has been summarised in Table 1. Transportation will be carried out using 20/ 25 tonne capacity tippers/ trucks for 24 hours per day.

TABLE 1

QUANTITY OF COAL TO BE TRANSPORTED THROUGH ROAD

Financial year

Month From Dulanga CMP to Darlipali STPP

No. of Tipper movement

(to and fro) Per Day

Coal Quantity (TPD) If 20 T tippers are used

If 25 T tippers are used

2018-19 October 4000 400 320

2018-19 November 5000 500 400

2018-19 December 6000 600 480

2018-19 January 6000 600 480

2018-19 February 6000 600 480

2018-19 March 6000 600 480

2019-20 April 6000 600 480

2019-20 May 6000 600 480

2019-20 June 6000 600 480

2019-20 July 6000 600 480

2019-20 August 5000 500 400

2019-20 September 5000 500 400

2019-20 October 3000 300 240

2019-20 November 3000 300 240

2019-20 December 3000 300 240

2019-20 January 3000 300 240

2019-20 February 3000 300 240

2019-20 March 3000 300 240

2020-21 April 3000 300 240

2020-21 May 3000 300 240

2020-21 June 3000 300 240

2020-21 July 3000 300 240

2020-21 August 3000 300 240

2020-21 September 3000 300 240

2020-21 October 3000 300 240



Since the production plan of Dulanga CMP is variable, as seen in Table 2, the coal transportation quantity for Darlipali STPP has been accordingly computed. It may be noted that the term “Coal carrying tippers” has been used for both loaded and unloaded tippers. At any point of time, the peak quantity of coal to be transported to Darlipali STPP through road, would be 6000 TPD for eight months (i.e. from December, 2018 to July, 2019). Corresponding to & fro tipper movement would be 600 per day if 20 tonner tippers are used and 480 per day if 25 tonner tippers are used. Of the Route-3 recommended by EAC (Coal Mining), MoEF&CC for transportation of 2000 TPD coal from Dulanga CMP to Lara STPP by 20 tonne tippers, 14.16 Km from Dulanga CMP upto Duduka Chowk is overlapping (common) with the route proposed for transportation of coal from Dulanga CMP to Darlipali STPP.

Hence, the peak truck movement as mentioned in above two paragraphs has been considered to assess the impact due to traffic movement including carrying capacity of the roads and air quality prediction modeling for pollutants, arising due to emissions from movement of tippers. The peak will be the worst case scenario since the impact due to transportation of coal for other months will always be lower than that of peak.



FIG. 1: PROPOSED ROUTE FROM DULANGA COAL MINING PROJECT TO DARLIPALI STPP WITH LOCATION CODES OF ROAD MEASUREMENT & TRAFFIC CENSUS POINTS



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

2.1 Road width measurement

The width of the road was measured along the proposed route of coal transportation from Dulanga coal mining project to Darlipali STPP. Since the road width was not uniform, the road length was traversed till the road width changed and at that location, road width was measured again. Thus, at a total of 32 locations road width measurement was carried out along the route.

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

Locations of road width measurement along with their geographical coordinates are given in Table 2. The lengths of the sections of roads were measured after marking the geographical coordinates in Google Earth and importing the kml file created into Auto-CAD. The map showing the road width of the entire road can be seen in Fig. 2. The Photographs of the width measurement locations on the route is given in Annexure 4 (each location refers to its corresponding photograph no.).

It is prudent to note the following points:

� Stretches from RW9 to RW12, which were under widening to 20 m in May- June 2017 has now been widened as per survey in June 2018. At Durubaga village a 20 m bypass road is under construction from a culvert between RW 4 and RW 5 upto RW 7. Bypass is expected to become operational once the culvert over nala near Durubaga chowk is completed.

� Stretch from Dulanga project site to Durubaga chowk (RW1 to RW6) has width of about 3.8 - 4 m. This stretch will be strengthened and widened by RWD, Sundargarh. NTPC had deposited Rs. 200 Lakh earlier and additional amount of Rs. 200 Lakh has again been deposited vide letter dated 12.06.2018 with the O/o EE, RW Div., Sundargarh. The Rural Works Division, Sundargarh vide letter no. 3236 dated 09.07.2018 have communicated that the work of strengthening and widening is in award stage and work is expected to start within a week with a target of one month for completion. The letter is attached as Annexure 11 and map showing the road width of the entire road after widening of stretch RW1 to RW6 can be seen in Fig. 2A. Accordingly, the strengthening and widening work will be awarded shortly.



FIG. 2: LINE DIAGRAM OF EXISTING ROAD WIDTH AS ON JUNE, 2018.



TABLE 2 ROAD WIDTH MEASURED ON VARIOUS ROUTES

Location No.

Latitude Longitude Length of Stretch, Km Distance from DLCMP

(Km)

Existing Right of way, m

Existing Shoulder left side,

m

Existing Shoulder right side,

m

Existing Carriage way width,

m

Proposed Carriageway width, m

(under widening/ strengthening/ construction)

Route-1

RW-1 21°56'50.0"N 83°47'53.8"E Dulanga Site to RW-2= 1.26 1.26 10.1 3.2 3.1 3.8 To be widened to 5.5 m

RW-2 21°57'09.9"N 83°47'28.4"E RW-2 to RW-3 = 1.47 2.73 8.6 1.6 3.1 3.9

RW-3 21°57'41.0"N 83°46'58.2"E RW-3 to RW-4= 1.88 4.61 8.0 2.0 2.2 3.8

RW-4 21°57'54.3"N 83°46'05.6"E RW-4 to RW-5= 1.22 5.83 8.5 2.3 2.4 3.8

RW-5 21°58'06.6"N 83°45'34.5"E RW-5 to RW-6 =0.07 5.9 7.5 1.8 1.7 4.0

RW-6 21°58'06.9"N 83°45'33.8"E RW-6 to RW-7= 0.94 6.84 22.3 0.8 1.5 7.0 No Change

RW-7 21°58'36.9"N 83°45'34.1"E RW-7 to RW-8 = 1.67 8.51 27.1 3.8 3.1 20.2 No Change


RW-9 22°00'24.3"N 83°45'52.9"E RW-9 to RW-10 = 0.87

(Garjanbahal bypass road) 11.7

28.2 1.2 7.0 20.0 No Change



RW-12 22°01'31.3"N 83°47'16.2"E RW-12 to RW-13 = 0.16 14.32 14.7 4.1 3.5 7.2 No change








Location No.

Latitude Longitude Length of Stretch, Km Distance from DLCMP

(Km)

Existing Right of way, m

Existing Shoulder left side,

m

Existing Shoulder right side,

m

Existing Carriage way width,

m

Proposed Carriageway width, m

(under widening/ strengthening/ construction)

Route-1















RW-32 21°58'51.8"N 83°54'26.4"E Darlipali STPP 31.83 11.8 2.4 2.3 7.1 No change

Note- (i)The width of single lane road is <5.5 m, Intermediate roads have width of 5.5 to 6.9 m, Two lane road is 7.0 to 9.9 m and multi lane road has width >=10 m. (ii) The total length of the route is 31.83 km and comprises of 18.5% single lane road, 29.5% intermediate lane road, 25.0% double lane road and 27.0% multi lane road. (iii) Once stretch from RW-1 to RW-6 is widened (refer Fig.2A), the Single Lane Road will be 0%, Intermediate Lane Road will be 48.0%, Double Lane Road 25.0% and Multi Lane 27.0%.



FIG. 2A: LINE DIAGRAM OF ROAD WIDTH AFTER WIDENING OF STRETCH RW1 TO RW6, APPROXIMATELY BY AUGUST, 2018



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

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

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

(i) Capacity is defined as the maximum hourly volume (Vehicles per hour)

at which vehicles can reasonably be expected to traverse a point or uniform section of a lane or roadway during a given time period under the prevailing roadway, traffic and control conditions.

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

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

(iii) Level of service (LoS) is defined as a qualitative measure describing

operational conditions within a traffic stream and their perception by drivers/ passengers. Level of service definition generally describes these conditions in terms of factors such as speed and travel time, freedom to manoeuvre, traffic interruptions, comfort, convenience and safety. Six level of services are recognised commonly, designated from A to F, with level of service A representing the best operating condition (i.e free flow) and level of service F the worst (i.e forced or break-down flow).

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

F) is considered adequate for the design of rural highways i.e. design service volume (DSV) is at LoS B. At this level, “design service volume” of traffic will be around 0.5 times the “maximum capacity”.

The recommended design service volume for plain roads with low curvature

(0-50 degrees/km), as is the case in the study area, is given in Table 3.

TABLE 3 RECOMMENDED DESIGN SERVICE VOLUMES FOR PLAIN ROADS

WITH LOW CURVATURE AS PER IRC: 64-1990

Type of Road

Description Recommended Design Service

Volume in PCU/day

Single Lane Roads

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

2000

Intermediate Intermediate lane roads should have a 6000



Type of Road

Description Recommended Design Service

Volume in PCU/day

Lane Roads pavement width of around 5.5 metre with good usable shoulders on either side.

Two Lane Roads

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

15000

Two Lane Roads +

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

17250

Source: Table 3, 4, 5 and section 10.3 of guidelines for capacity of roads in rural area (IRC: 64-1990)

In case of two lane roads, where the shoulder width or carriageway width on a two lane road are restricted, there will be a certain reduction in capacity. Table 4 gives the recommended reduction factors in this account over the capacity values given in Table 3.

TABLE 4

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

Usable shoulder width, m 3.50 m lane 3.25 m lane 3.00 m lane

>/= 1.8 1.0 0.92 0.84

1.2 0.92 0.85 0.77

0.6 0.81 0.75 0.68

0 0.70 0.64 0.58 Source: Table 5 of guidelines for capacity of roads in rural area (IRC: 64-1990)

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

paved and surface shoulders of at least 1.5 m width on either side. Provision of hard shoulders results in slow moving traffic, being able to travel on shoulders, which reduces the interference to fast traffic on the main carriageway. Under these circumstances, 15% increase in capacity can be expected vis-a-vis the values given in Table 3 earlier.

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

affects the free flow of traffic. A way of accounting for the interaction of various kind of vehicles is to express the capacity of roads in terms of common unit. Therefore, the number of vehicles have been converted into “passenger car units” (PCUs) using the equivalency factor as per Table 1 of IRC: 64-1990. The equivalency factors used have been given in Table 5 below.

TABLE 5

EQUIVALENCY FACTORS AS PER IRC: 64-1990

Sl. No.

Vehicle type Equivalency factor

Fast vehicles

1 Motor cycle or scooter 0.50

2 Passenger car, pickup van or auto-rickshaw 1.00

3 Agricultural tractor, light commercial vehicle 1.50



Sl. No.

Vehicle type Equivalency factor

4 Truck and Bus 3.00

5 Truck-trailer, Agricultural Tractor-trailer 4.50

Slow vehicles

6 Cycle 0.50

7 Cycle rickshaw 2.00

8 Hand cart 3.00

9 Horse drawn vehicle 4.00

10 Bullock cart 8.00 Source: Table 1 of guidelines for capacity of roads in rural area (IRC: 64-1990)

2.3 Traffic Survey and Current Vehicle Volume

The traffic survey was conducted as per IRC: 9-1972. The sites for traffic survey monitoring were fixed away from the villages or intersections, to the extent possible. The traffic density was monitored in the up and down directions at the following locations:

� Census Point 1(CP-1) - Near Dulanga Village

� Census Point 2 (CP-2) - Near Duduka Chowk, Hemgir Road

� Census Point 3 (CP-3) - Near Duduka Chowk, Kalobahal Duduka road

� Census Point 4 (CP-4) - Near Kaluwal Chowk

� Census Point 5 (CP-5) - Near Aunabahal Village

� Census Point 6 (CP-6) - Near Ujjalpur road Chowk

� Census Point 7 (CP-7) - Near R&R Colony The locations can be seen in Fig. 1 and their photographs in Annexure 4.

The monitoring was done at each location for a period of 24 hours continuously. The total number of vehicles were observed and summarized on hourly as well as 24 hourly basis. The monitoring plan included various types of vehicles, namely, LMV, Buses, Tippers, Motor-cycles and Scooters, Cycles and others. The outcome of the monitoring after processing the raw data has been presented in Annexure 5 in terms of vehicle count to arrive at the current vehicle volume. Since the traffic census points were surveyed in June, 2017, the projection of the observed traffic count has been done for July, 2018 based on the procedure described in Section 2.5. Therefore the traffic projections has been done for a period of 13 months. The initial and projected values are also given in Annexure 5.

2.4 Additional Traffic on proposed route

The traffic volume i.e. number of tippers to be moved on the route has been calculated and given in Table 1. For the purpose of this report, the peak transportation scenario has been considered as described in Section 1.2



earlier. It may be noted that the initial 14.34 Km stretch from Dulanga CMP to Darlipali STPP is common for transportation from Dulanga CMP to Lara STPP. Therefore, it will bear the traffic volume due to both the projects. Two scenarios for cumulative impact due to transportation from Dulanga CMP to both Darlipali STPP and Lara STPP are tabulated below:

Scenario Scenario-1

Scenario-2

To Lara STPP To Darlipali STPP

Cumulative

To Lara STPP To Darlipali STPP

Cumulative

Period May, 2018* to Sept. 2019 (As recommended by

EAC)

Oct. 2018 to Oct. 2020

May, 2018* to Sept. 2019 (As recommended

by EAC)

Oct. 2018 to Oct. 2020

Duration, months 17 25 25 17 25 25

Proposed peak quantity of coal to be transported, TPD

2000 6000 8000 2000 6000 8000

Carrying capacity of tippers, Tonne

20 20 20 20 25 20 and 25

Daily peak tipper movement (to & fro), nos.

200 600 800 200 480 680

Working hours 24 24 24 24 24 24

Peak tippers movement (to & fro), (nos. of tipper/hour).

8 25 33 8 20 28

Proposed route for Transportation

Route-3, up to Duduka Chowk

(refer Annexure 3)

Proposed Route

- Route-3, up to Duduka Chowk

(refer Annexure 3)

Proposed Route

-

* Actual timeline of commencement of transportation of coal from Dulanga CMP to Lara STPP

will be from the date of issue of EC Amendment by MoEF&CC.

The calculations for the existing and proposed carrying capacity of the road for Scenario-1 have been done in Table 6 and for Scenario-2 have been done in Table 7.

2.5 Growth in Existing Traffic The development of rail connectivity for Indian railway rake and the

dedicated MGR system to the linked Dulanga CMP is delayed and therefore transportation of coal by road from Dulanga CMP to Darlipali STPP is proposed for a period of 25 months (Oct. 2018 to Oct. 2020) by existing road network. Besides this, the transportation of coal by road to Lara STPP has also been permitted by EAC till September, 2019.



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

Economic 1. Gross National Product (GNP) or Gross Domestic Product (GDP)

2. Agricultural Output

3. Industrial Output

Demographic 4. Population

5. Rural/ Urban mix of population

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

to either one or more of the above parameters. Past trends of data related to traffic flow from census, vehicle registration or fuel sales can also be used, if available. In this case, being a rural road, past trend data was not available for sufficient number of years from authentic sources for extrapolations. Hence, a growth rate of 0.878% per year has been assumed on the basis of 8.78% population growth rate in Odisha in the previous decade, as per Census 2001 & 2011.

As traffic study data that was done in June, 2017 have been projected to

July, 2018 based on the procedure described above (refer Annexure 5). it will be approximately 27 months till October, 2020. Therefore, the growth in traffic has been projected for next 27 months on the route, based on the formula prescribed by IRC:108-1996 (Guidelines for Traffic Prediction on Rural Highways) and same has been used in subsequent Tables 6 and 7.

The formula used for projection is Pn = Po(1+r)n Where Pn = Traffic in the nth year (projected for next 27 months w.r.t July, 2018)

Po = Traffic flow in the base year

n = number of years (years)

r = annual rate of growth of traffic, expressed in decimals. (0.009 approx.)

The above scenarios i.e. Scenario - 1 (for 20T tippers) and Scenario - 2 (for 20T and 25T tippers) are given in the respective tables showing the existing, projected (after 27 months), additional and total future traffic, road width, the design service volume according to road width, the maximum capacity and the percentage utilization of the maximum capacity with respect to existing and future traffic and the increment utilization expected.



TABLE 6 OBSERVED EXISTING, PROJECTED AND ADDITIONAL TRAFFIC AND THEIR % UTILISATION FOR SCENARIO-1

Census Point No.

Location Traffic, PCU per day Width of road, m

DSV#, PCU/day

Maximum capacity##, PCU/day

Existing in July, 2018

Projected till Oct. 2020

Maximum additional proposed traffic on route

Resultant future

(October, 2020)

Capacity % utilised

Existing in July 2018

Resultant future

(October, 2020)

Increment

(a) (b) © (d) © (f) =(d)+© (g) (h) (i) (j) w.r.t. © (k) w.r.t. (f) (l)=(k)-(j)

Rural Area

CP-1 Near Dulanga Village 775 791 2400 3191 3.8* 2000 4000 19.4 79.8 60.4

After widening to 5.5 m (applicable after Aug., 2018)

775 791 2400 3191 5.5 6000 12000 6.5 26.6 20.1

CP-2 Near Duduka Chowk, Hemgir Road

9753 9952 1800 11752 20 17250 34500 28.3 34.1 5.8

CP-3 Near Duduka Chowk, Kalobahal Duduka road

13754 14034 1800 15834 7.1 15000 30000 45.8 52.8 6.9

CP-4 Near Kaluwal Chowk 1804 1841 1800 3641 6.8 15000 30000 6.0 12.1 6.1

CP-5 Near Aunabahal Village 1734 1769 1800 3569 5.7 6000 12000 14.5 29.7 15.3

CP-6 Near Ujjalpur road Chowk 1178 1202 1800 3002 6.3 6000 12000 9.8 25.0 15.2

CP-7 Near RR Colony 1250 1275 1800 3075 7.6 15000 30000 4.2 10.3 6.1

Note:- * Road that will be widened to 5.5 m by RWD Sundargarh, # Design Service Volume (DSV) in PCU/day as per Table 3&4 of IRC:64-1990, ## Maximum capacity as per IRC 64-1990, section 6.1 = DSV/0.5, in PCU/day



TABLE 7 OBSERVED EXISTING, PROJECTED AND ADDITIONAL TRAFFIC AND THEIR % UTILISATION FOR SCENARIO-2

Census Point No.

Location Traffic, PCU per day Width of road, m

DSV#, PCU/day

Maximum capacity##, PCU/day

Existing in July, 2018

Projected till Oct. 2020

Maximum additional proposed traffic on route

Resultant future

(October, 2020)

Capacity % utilised

Existing in July 2018

Resultant future

(October, 2020)

Increment

(a) (b) (c) (d) (e) (f) =(d)+(e) (g) (h) (i) (j) w.r.t. (c) (k) w.r.t. (f) (l)=(k)-(j)

Rural Area

CP-1 Near Dulanga Village 775 791 2040 2831 3.8* 2000 4000 19.4 70.8 51.4

After widening to 5.5 m (applicable after Aug., 2018)

775 791 2040 2831 5.5 6000 12000 6.5 23.6 17.1

CP-2 Near Duduka Chowk, Hemgir Road 9753 9952 1440 11392 20 17250 34500 28.3 33.0 4.8

CP-3 Near Duduka Chowk, Kalobahal Duduka road

13754 14034 1440 15474 7.1 15000 30000 45.8 51.6 5.7

CP-4 Near Kaluwal Chowk 1804 1841 1440 3281 6.8 15000 30000 6.0 10.9 4.9

CP-5 Near Aunabahal Village 1734 1769 1440 3209 5.7 6000 12000 14.5 26.7 12.3

CP-6 Near Ujjalpur road Chowk 1178 1202 1440 2642 6.3 6000 12000 9.8 22.0 12.2

CP-7 Near RR Colony 1250 1275 1440 2715 7.6 15000 30000 4.2 9.1 4.9

Note: * Road that will be widened to 5.5 m by RWD Sundargarh, # Design Service Volume (DSV) in PCU/day as per Table 3&4 of IRC:64-1990, ## Maximum capacity as per IRC 64-1990, section 6.1 = DSV/0.5, in PCU/day



2.6 Conclusion regarding increase in traffic The findings from Table 6 and 7 are as follows:

In Scenario-1 i.e. peak coal transportation from Dulanga CMP to Lara STPP (2000 TPD) and Darlipalli STPP (6000 TPD) by using 20T tippers, present road width is sufficient to carry existing traffic load, projected traffic on October, 2020 as well as additional proposed traffic load. In this scenario the maximum carrying capacity utilization of the road will vary between 10.3% to 52.8%, considering the road widening at CP-1. While in case of Scenario-2 i.e. peak coal transportation from Dulanga CMP to Lara STPP (2000 TPD) and Darlipalli STPP (6000 TPD) by using 20T tippers and 25T tippers, respectively, present road width is sufficient to carry existing traffic load, projected traffic on Oct. 2020 as well as additional proposed traffic load. In this scenario the maximum carrying capacity utilization of the road will vary between 9.1% to 51.6%, considering the road widening at CP-1.

Hence, it is clear that for both the Scenario 1 and 2, present road width is

sufficient to carry existing traffic load, projected traffic on Oct. 2020 as well as additional proposed traffic load.

3.0 SATELLITE IMAGES FROM GOOGLE EARTH FOR ROUTE FROM

DULANGA CMP TO DARLIPALI STPP Satellite images of the entire route for coal transportation from Dulanga

CMP to Darlipali STPP have been prepared, using Google Earth. The maps were prepared to give a bird’s eye view of the area around roads and the land uses along it. The satellite images are given in Annexure 6.

3.1 Village & Habitation Study The villages located within 100 m on both sides of the road, along the entire

length were identified during field visit. The District, Tehsil, distance from the road and population of the villages are given in Table 8. The location of the villages are shown in Fig. 3.

TABLE 8

LOCATION OF VILLAGES AND THEIR POPULATION

Sl. No.

Village Tehsil District Aerial Distance (m) from road

Population

As per Census 2011 except *

1. Dulanga Hemgir Sundargarh Adjacent to road 381

2. Manoharpur Hemgir Sundargarh Adjacent to road 507

3. Durbaga Hemgir Sundargarh Adjacent to road 972

4. Garjanbahal Hemgir Sundargarh Adjacent to road 1288



Sl. No.

Village Tehsil District Aerial Distance (m) from road

Population

As per Census 2011 except *

5. Majhaparha Dharuadihi Sundargarh 85 2262

6. Duduka Hemgir Sundargarh 15 959

7. Aunlabahal Lephripara Sundargarh 5 1650

8. Kharadege (Basti of Darlipali village)

Hemgir Sundargarh 5 190*

* Calculated from satellite imagery from Google earth (No. of Houses multiplied by 5)

3.2 Vegetation During the field visit an inventory of the tree species found within 100 m on

both sides of the road was made. Different species of trees were found along the route, which have been given in Table 9.

TABLE 9

LIST OF TREE SPECIES

Sl. No.

Local Name of Species

Botanical Name Family

Tree

1. Shisham Delbergia latifolia Legumenoceae

2. Aam Mangifera indica Anacardiaceae

3. Char Buchanania cochinchinensis Anancardiaceae

4. Jamun Syzygium cumini Myrtaceae

5. Kaju Anacardium occidentale Anacardiaceae

6. Mahua Madhuca longifolia Sapotaceae

7. Sarai Shorea robusta Dipterocarpaceae

8. Sagwan Tectona grandis Lamiaceae

9. Tendu Diospyros melanoxylon Ebenaceae

10. Char Buchanania cochinchinensis Anancardiaceae

11. Phalsa Grewia asiatica Malvaceae

12. Bija Pterocarpus marsupium Fabaceae



FIG. 3: VILLAGES ALONG THE ROAD



As per the route map superimposed on the topo sheet (refer Fig. 4), it can be seen that the following forests fall within 100 m of the proposed routes:

Sl. No.

Forest along the Route Length of the route passing Through or Adjoining or Within 100 m of forest

boundary (m)

1. Reserved Forest near Durubaga 543

2. Jhatikhol Reserved Forest 366

3. Punjipaharh Reserved Forest 873

4. Panikholia Reserved Forest 651

5. Burispatra Reserved Forest 961

4.0 COLLECTION OF ENVIRONMENTAL DATA 4.1 Ambient Air Quality The ambient air quality monitoring study was conducted during 22nd May to

21st June, 2017, at 7 locations lying along the proposed transportation route.

24-hour average samples were collected from each station. These samples were analysed in laboratory by adopting the methods specified in National Ambient Air Quality Standards. The parameters that were monitored are Respirable Particulate Matter (RPM or PM10), Fine particulate (PM2.5), Sulphur dioxide (SO2) and Nitrogen dioxide (NO2).

The locations and baseline ambient air quality of these sampling stations, is given in Table 10 and shown in Fig. 5.

TABLE 10

AMBIENT AIR QUALITY TEST RESULTS ALONG TRANSPORTATION ROUTE

Station No.

Location Distance (m) from road edge, aerial

Air Quality Parameters, µg/m3

PM10 PM2.5 SO2 NO2

AQ1 Manoharpur 20 60.5 35.6 5.9 7.5

AQ2 Durubaga 15 83.9 50.4 16.7 20.1

AQ3 Barpali 640 91.8 55.1 19.7 22.7

AQ4 Duduka 160 78.9 47.1 14.1 18

AQ5 Aunlabahal 150 67.7 38.3 7.1 8

AQ6 R&R Colony 50 67.4 39.9 7.1 8.7

AQ7 Samridhi Hostel 30 71.9 43.4 7.6 7.7

Permissible Limit as per NAAQS 2009

100 60 80 80



FIG. 4: FOREST ALONG TRANSPORTATION ROUTE



FIG. 5: LOCATION OF AIR AND NOISE SAMPLING STATIONS



The concentration of various air quality parameters along the routes are as given under:

PM10 was found between 60.5 to 91.8 µg/m3, PM2.5 was found between

35.6 to 55.1 µg/m3, SO2 from 5.9 to 19.7 µg/m3 and NO2 from 7.5 to 22.7 µg/m3.

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

of SO2 and NO2 are considerably low compared to 80.0 µg/m3 as per NAAQS permissible limit for residential, rural and other areas. The concentrations of PM10 and PM2.5 are also well within the limits of 100 µg/m3 as per the National Ambient Air Quality Standard, at all locations.

4.2 Micro-meteorology

The micro-meteorological data has been recorded at Darlipali STPP site by Min Mec R&D Laboratory, New Delhi with an automatic weather station during the study period (from 22/05/2017 to 21/06/2017) and summarized in Table 11. The wind frequency is given in Annexure 7.

TABLE 11 SUMMARY OF MICROMETEOROLOGICAL DATA

Parameter Minimum Maximum Mean

Temperature (°C) 24.70 46.70 34.42

Relative Humidity (%) 21.10 80.30 53.70

Wind speed (kmph) Calm 14.10 3.06

Wind direction Predominant wind direction is WSW

The above table shows that temperature recorded as a minimum of 24.70°C and maximum of 46.70°C, relative humidity as a minimum of 21.10% and maximum of 80.30% during the monitoring period. The wind speed varies between calm to 14.10 km/hr and the predominant wind direction was observed from WSW with 24.38% of occurrences.

4.3 Noise Environment

Ambient noise monitoring were also carried out along with monitoring of the ambient air quality along the proposed route to ascertain the present noise level. The noise level monitored at 7 locations. The location of monitoring station and respective noise level observed, is given in Table 12 and shown in Fig. 5. It can be seen from Table 12 that the baseline noise levels, both during day time and night time are well within the permissible limit of the National Ambient Air Quality Standards with respect to noise both during day time and night time except near Samridhi Hostel and R&R Colony. The noise levels monitored are high during the daytime due to the on-going construction activities near both the sites. As soon as the construction work gets completed near these two locations the noise levels are expected to be within the prescribed limits.



TABLE 12 LOCATION OF NOISE SAMPLING STATION

Station No.

Location Area Distance (m) from

road, aerial

Noise levels in dB(A)

Permissible limits

Day Night Day Night

N1 Manoharpur Residential 20 54.1 41.46 55 45

N2 Durubaga Commercial 15 60.61 52.61 65 55

N3 Barpali Commercial 640 62.39 54.52 65 55

N4 Duduka Commercial 160 60.26 54.28 65 55

N5 Aunlabahal Residential 150 54.82 42.63 55 45

N6 R&R Colony Residential 50 58.3 42.69 55 45

N7 Samridhi Hostel

Residential 30 60.38 42.01 55 45

4.4 Opinion survey and health data

An opinion survey has been conducted in the villages located within a distance of 100 m on both sides of the entire route from Dulanga CMP to Darlipali STPP. The survey has been conducted to understand the peoples perception about their current comfort levels in their residences, with respect to disturbances due to traffic.

A questionnaire was filled by the people living in the villages on the different routes, mentioning the problems they faced and may face due to transportation along the road. Out of the total people involved in the survey 87.9% are satisfied with their present location, while 1.7% of them are not happy with their location due to noise, dust and vibration of the vehicles, while remaining 10.3% did not comment on this. It has been observed that the people of the area are well aware of the current scenario with respect to traffic and its impacts. They also have clear views on what are the likely impacts of increase in traffic and how to resolve them.

In view of the people’s opinions, the steps proposed by NTPC are as

follows:

1. Water sprinkling shall be carried on road sectins passing through the village/ settlements.

2. 24 hour transportation should be preferred to reduce impact at a given

point of time which would otherwise become around double at night. With the above two, the main concerns of the villages are anticipated to be

adequately addressed.

In addition to the opinion survey, data regarding health issues in the area was collected by interaction with hospital staff of PHC (New) Laikera village hospital. it was noted that the people are mainly suffering from Diarrhoea, Blood Pressure, Malaria, Diabetes, Itching, Cough and Cold.



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

are discussed in subsequent paragraphs. 5.1 Ambient Air Quality The plying of tippers from Dulanga CMP to Darlipali STPP and Lara STPP

will emit particulates, HCs, SO2, NO2 and CO. In order to access the impact on existing air quality in the area due to plying of additional tippers, monitoring of existing air quality was carried out at seven locations along the route during the study period as given in Table 10 above.

Dispersion modelling has been done to determine the incremental values

due to plying of additional tippers. The details of modelling for the 20 T and 25 T of BS-IV coal carrying tippers is given as under:

20T Capacity 25T Capacity

Units NO2 PM SO2 NO2 PM SO2

Emission permitted* g/KWH 3.5 0.02 3.5 0.02

Resultant horsepower HP 178 178 178 180 180 180

Resultant KWH KWH 135.28 135.25 135.28 136.8 136.8 136.8

Average speed of Vehicle Kmph 40 40 40 40 40 40

Emission from one truck/ tippers

g/truck per hr

473.48 2.7056 67.284 478.8 2.736 68.04

Emission from 1 truck/ km g/km 11.837 0.06764 1.6821 11.97 0.0684 1.701

Emission from 1 truck/mile g/mile 18.9392 0.10822 2.6914 19.152 0.1094 2.7216

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

* Source: Indian Emission Regulation for Bharat Stage-IV (BS-IV) applicable nation wide since April 2017.

The detailed report of Dispersion modeling for Scenario 1 and 2 is given in

Annexure 8. The resultant values obtained after air quality prediction modeling for pollutants, arising due to emissions from tippers, at all the air quality locations is given in Table 13, while the highest values observed in Scenario 1 and 2 is given in Table 14. The fugitive dust airborne due to movement of wheels on the road is not included but described below in this para itself.



TABLE 13 RESULTANT AIR QUALITY AT AIR QUALITY STATIONS AFTER AIR QUALITY PREDICTION MODELLING DUE TO

EMISSIONS FROM VEHICULAR EXHAUST

Station Location Air Quality Parameters, µg/m3

Code PM10 Incremental values

Resultant Value PM2.5 Incremental Value Resultant Value

Existing Sc-1 Sc-2 Sc-1 Sc-2 Existing Sc-1 Sc-2 Sc-1 Sc-2

AQ1 Manoharpur 60.5 0.01 0.008 60.510 60.508 35.6 0.006 0.005 35.606 35.605

AQ2 Durubaga 83.9 0.009 0.008 83.909 83.908 50.4 0.005 0.004 50.405 50.404

AQ3 Barpali 91.8 0 0 91.800 91.800 55.1 0 0 55.100 55.100

AQ4 Duduka 78.9 0.005 0.004 78.905 78.904 47.1 0.003 0.002 47.103 47.102

AQ5 Aunlabahal 67.7 0 0 67.700 67.700 38.3 0 0 38.300 38.300

AQ6 RR Colony 67.4 0 0 67.400 67.400 39.9 0 0 39.900 39.900

AQ7 Samridhi Hostel 71.9 0.001 0 71.901 71.900 43.4 0 0 43.400 43.400

NAAQS - 2009 (µg/m3) 100 100 60 60

Station Location Air Quality Parameters, µg/m3

Code SO2 Incremental values

Resultant Value NO2 Incremental Value Resultant Value

Existing Sc-1 Sc-2 Sc-1 Sc-2 Existing Sc-1 Sc-2 Sc-1 Sc-2

AQ1 Manoharpur 5.9 0.76 0.65 6.660 6.550 7.5 5.18 4.32 12.680 11.820

AQ2 Durubaga 16.7 0.7 0.61 17.400 17.310 20.1 4.75 4.1 24.850 24.200

AQ3 Barpali 19.7 0 0 19.700 19.700 22.7 0 0 22.700 22.700

AQ4 Duduka 14.1 0.39 0.31 14.490 14.410 18 2.59 2.16 20.590 20.160

AQ5 Aunlabahal 7.1 0 0 7.100 7.100 8 0 0 8.000 8.000

AQ6 RR Colony 7.1 0 0 7.100 7.100 8.7 0 0 8.700 8.700

AQ7 Samridhi Hostel 7.6 0.04 0.04 7.640 7.640 7.7 0.22 0.22 7.920 7.920

NAAQS - 2009 (µg/m3) 80 80 80 80



TABLE 14 RESULTANT AIR QUALITY AFTER AIR QUALITY

PREDICTION MODELLING FOR DIFFERENT SCENARIOS

Parameters Highest Value observed in

study area as per

monitoring

(µg/m3)

Highest Incremental Values from dispersion modelling

(µg/m3)

Resultant

(µg/m3)

NAAQS - 2009

(µg/m3)

1 2 3 4 = (2+3) 5

On Route 1&2

Scenario-1 PM10 91.8 0.023 91.823 100

PM2.5 55.1 0.013 55.113 60

SO2 19.7 1.78 21.48 80

NO2 22.7 12.31 35.01 80

Scenario-2 PM10 91.8 0.02 91.82 100

PM2.5 55.1 0.011 55.111 60

SO2 19.7 1.53 21.23 80

NO2 22.7 10.58 33.28 80

From Tables 14, it can be seen that the plying of additional tippers would

lead to an increase in the amount of emissions in all the Scenarios but will be within the prescribed limit. Also, on addition of the incremental values to the existing air quality (refer Table 13), it is found that concentration of all parameters would remain within the prescribed limits at all the locations.

The particulate matter incremental values in the above tables pertain to the

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

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

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



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

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

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

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

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

silt content has been taken as 0.6 g/m2 as per AP42 Table 13.2.1-2. W = average weight (tons) of the vehicles travelling the road, which is 24

(average of loaded and empty tippers of 20 and 25 Tonne capacity) for the additional traffic

P = Total wet days with at least 0.254 mm (0.01 in) of precipitation during

the averaging period which is 65 days at IMD Sundergarh (avg. from 1981-2010), and

N = Number of days in the averaging period which is 365 days Thus, PM10

E = 0.62 (0.6)0.91 x (24)1.02 x (1- 69/(4*365)) = 9.4168 g/VKT

PM2.5

E = 0.15 (0.6)0.91 x (24)1.02 x (1- 69/(4*365))

= 2.2782 g/VKT 5.2 Ambient Noise The peak number of tippers anticipated are 800 for Scenario-1 and 680 for

Scenario-2 per day on the route i.e. an average of approximately 33 and 28 tippers per hour (as the tippers will ply for 24 hours) in Scenario-1 and 2, respectively. The sound level from the movement of a tippers passing on the road is approximately 90 dB(A). This will be a short term increase, prevailing only at the time of passage of truck. The overall Leq will be lower. As the distance increases from the line of truck movement, the anticipated Leqs will be as follows:



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

35

45

55

65

75

85

95

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

DISTANCE FROM SOURCE (m)

SO

UN

D L

EV

EL I

N d

B(A

)

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

falling within the limits for commercial areas, which is the usual case within along roads. Prediction modelling for traffic noise which will arise due to movement of trucks, has also been done through FHWA TNM model. FHWA TNM model is a new state-of-the art computerized model used for predicting noise impacts in the vicinity of highways. Modelling has been done by considering maximum 800 truck movement (to and fro) daily on a straight road stretch of 1 km without any barrier, houses or trees adjoining road. The noise countour predicted through FHWA TNM is presented below:

5.3 Human Health Referring to Table 14 earlier, it can be seen that the resultant air quality

values after addition of incremental ground level concentration, due to plying of additional tippers for PM10, PM2.5, SO2 and NO2 in the two cases will be:



Parameters For Scenario-1 For Scenario-2

PM10 91.823 91.82

PM2.5 55.113 55.111

SO2 21.48 21.23

NO2 35.01 33.28

The values for PM10, PM2.5, SO2 and NO2 are found to be well within the

NAAQS, 2009.

The impact of various pollutants is discussed below: 5.3.1 Particulates Impact on Health: PM10 and PM2.5 include inhalable particles that are small

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

• respiratory and cardiovascular morbidity, such as aggravation of asthma, respiratory symptoms and an increase in hospital admissions;

• mortality from cardiovascular and respiratory diseases and from lung cancer.

Threshold concentrations for humans : As described in detail in Chapter

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

The relative risk increase between 1.0074-1.0356 for daily mortality,

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

In this case, the incremental particulate emissions for Scenario-1 will be

0.023 μg/m3 for PM10 and 0.013 μg/m3 for PM2.5. In Scenario-2, incremental PM10 will be 0.02 μg/m3 and PM2.5 will be 0.011 μg/m3. The incremental values are within the significant figures of 10 μg/m3 in the two scenarios.



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

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

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

coughing, throat irritation, and breathing difficulties. High concentrations of SO2 can affect lung function, worsen asthma attacks, and aggravate existing heart disease in sensitive groups.

This gas can also react with other chemicals in the air and convert to a

small particle that can lodge in the lungs and cause similar health effects. Threshold concentrations for humans: As described in detail in Chapter

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

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

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

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

incremental emissions will be 21.48 μg/m3 for Scenario-1, while for Scenario-2 it will be 21.23 μg/m3 which is much lower than the thresholds which impact human health.

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

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

Threshold concentrations for humans : As described in detail in Chapter

7.1, Nitrogen dioxide, Air Quality Guidelines, Second Edition, World Health Organisation Regional Office for Europe, Copenhagen, Denmark, 2000, a significant amount of research has been directed at evaluating the effect of



nitrogen dioxide on pulmonary function and airway responsiveness to pharmacological, physical (e.g. cold air) or natural (i.e. allergens) broncho-constrictors. Generally, concentrations higher than 1880 μg/m3 (1.0 ppm) are required to increase responsiveness to broncho-constrictors and to induce changes in pulmonary function in healthy adults.

Analysis of lung lavage from healthy humans indicated that high levels

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

Such concentrations as mentioned above, almost never occur in ambient

air, thus, the resultant ambient air quality values of nitrogen oxide (maximum 35.01 μg/m3 for Scenario-1. While for Scenario-2, it is 33.28 μg/m3 ) is not expected to have any impact on the healthy human beings. On the basis of these human clinical data, WHO has given a 1-hour guideline of 200 μg/m3. At double this recommended guideline (400 μg/m3), there is evidence to suggest possible small effects in the pulmonary function of asthmatics. Should the asthmatic be exposed either simultaneously or sequentially to nitrogen dioxide and an aeroallergen, the risk of an exaggerated response to the allergen is increased. At 50% of the suggested guideline (100μg/m3, 50 ppb), there have been no studies of acute response in 1 hour.

5.4 Ecology Dust may affect photosynthesis, respiration, transpiration and allow the

penetration of phytotoxic gaseous pollutants. Dust from highways and roads are deposited on leaves of road side vegetation and affect by inducing changes in pH, Relative Water Content and species diversity. However, this will be reversible process as the dust on leaves will be washed out during rainy season and in case of high wind. Vegetation act as natural filters by depositing dust particles on their leaf surface, susceptible and highly exposed part of a plant and, thus, makes an important contribution in the improvement of air quality. Leaves act as pollution receptors and decrease dust load of the air.

6.0 OBSERVATIONS Various observations were made along the transportation route. Which are

as follows: � The transportation route from Dulanga CMP site to Darlipali STPP is

31.83 km long. The road is black topped bituminous road and are provided with good shoulders on either sides.

� Stretches from RW6 to RW7 and RW9 to RW12, which were under widening to 20 m in May- June 2017 has now been widened as per survey in June 2018. At Durubaga village a 20 m bypass road is under construction from a culvert between RW 4 and RW 5 upto RW



7. Bypass is expected to become operational once the culvert over nala near Durubaga chowk is completed..

� Stretch from Dulanga project site to Durubaga chowk (RW1 to RW6) has width of about 3.8 - 4 m. This stretch will be strengthened and widened by RWD, Sundargarh. NTPC had deposited Rs. 200 Lakh earlier and additional amount of Rs. 200 Lakh has again been deposited vide letter dated 12.06.2018 with the O/o EE, RW Div., Sundargarh. The Rural Works Division, Sundargarh vide letter no. 3236 dated 09.07.2018 have communicated that the work of strengthening and widening is in award stage and is expected to start within a week with a target of one month for completion. Accordingly, the strengthening and widening work will be awarded shortly..

� Various kinds of vehicles ply on the roads which includes cars, jeeps, motorcycles, scooters, buses, tippers, etc. as can be seen in Fig. 6.

FIG. 6: DIFFERENT VEHICLES ON THE ROAD

� NTPC has also received No Objection Certificate for transportation of coal by road, from Office of the Executive Engineer, R.W. Division, Sundargarh vide letter No. 278 dated 17.01.2018 from Dulanga to Durubaga via Manoharpur and Sangumuda and from Office of the Executive Engineer, Sundargarh (R&B) Division, Sundargarh vide letter No. 235 dated 23.01.2018 from Durubaga Chowk to NTPC DSTPP via Barpali Chowk and Duduka. NOC for both the section have been attached as Annexure 9 and 10 respectively.

7.0 CONCLUSION AND RECOMMENDATIONS This study has been conducted to assess the impact of coal transportation

from Dulanga coal mining project to Darlipali STPP (2x800) MW, Tehsil Lephripara, District Sundargarh, Odisha of NTPC Ltd.

NTPC proposes to transport coal from Dulanga coal mining project to

Darlipali STPP by road as an interim period of 25 months (from October,



2018 to October 2020) by 20 or 25T tippers. Breakup of coal quantity that will be transported to Darlipalli STPP has been given in Table 2.

From Table 2, one can see that at any point of time, the peak quantity of coal to be transported to Darlipali STPP through road, would be 6000 TPD for eight months (i.e. from December, 2018 to July, 2019). Corresponding to & fro tipper movement would be 600 per day if 20 tonner tippers are used and 480 per day if 25 tonner tippers are used.

Of the Route-3 recommended by EAC (Coal Mining), MoEF&CC for transportation of 2000 TPD coal from Dulanga CMP to Lara STPP by 20T tippers (refer Annexure 3), 14.18 Km from Dulanga CMP upto Duduka Chowk is overlapping (common) with the route proposed for transportation of coal from Dulanga CMP to Darlipali STPP.

Hence, the peak truck movement as mentioned in above two paragraphs has been considered to assess the impact due to traffic movement including carrying capacity of the roads and air quality prediction modeling for pollutants, arising due to emissions from movement of tippers.

The peak will be the worst case scenario since the impact due to transportation of coal for other months will always be lower than that of peak.

All surveys, calculations and assessments have been carried out in line with Standards available from Indian Road Congress (IRC), Ministry of Environment, Forest and Climate Change (MOEF&CC) and United States Environment Protection Agency (US EPA). Road width along entire length has been measured besides observation of traffic volumes at seven “Census Point” locations.

Based on the various aspects studied, the following conclusions can be drawn:

� From the aspect of Traffic Volume and capacity of the road -

The route is feasible for coal transportation because of the the maximum part of the route has good road width and will be sufficient to accommodate the present and the additional traffic due to movement of coal carrying tippers. As the route is to be used upto October 2020, there will be additional traffic due to coal transportation as well as natural growth of the existing traffic.

The findings from Table 6 and 7 are as follows:

In Scenario-1 i.e. peak coal transportation from Dulanga CMP to Lara STPP (2000 TPD) and Darlipalli STPP (6000 TPD) by using 20T tippers, present road width is sufficient to carry existing traffic load, projected traffic on October, 2020 as well as additional proposed traffic load. In this scenario



the maximum carrying capacity utilization of the road will vary between 10.3% to 52.8%, considering the road widening at CP-1.

While in case of Scenario-2 i.e. peak coal transportation from Dulanga CMP to Lara STPP (2000 TPD) and Darlipalli STPP (6000 TPD) by using 20T tippers and 25T tippers, respectively, present road width is sufficient to carry existing traffic load, projected traffic on Oct. 2020 as well as additional proposed traffic load. In this scenario the maximum carrying capacity utilization of the road will vary between 9.1% to 51.6%, considering the road widening at CP-1.

Hence, it is clear that for both the Scenario 1 and 2, present road width is sufficient to carry existing traffic load, projected traffic on Oct. 2020 as well as additional proposed traffic load.

� From the aspect of Impact on Ambient Noise - The noise level due to movement of tippers on the road is approximately 90 dB(A). The overall Leq noise level will be slightly higher. As the vehicle passes, the noise levels will decrease. As per the noise monitored in the area, during the study period, it was found that the existing noise level in the area is within the prescribed limits, at most of the locations except R&R Colony and Samridhi Hostel which may be attributed to the on-going construction activities near these locations. As soon as the construction activities are over, the noise levels are expected to comply with the prescribed standards.

� From the aspect of Impact on Human Health- The incremental values for PM10 and PM2.5 have been compared against the Air Quality Guidelines, Second Edition, World Health Organisation Regional Office for Europe, Copenhagen, Denmark, 2000 and found to be lower than the significant figures of 10 μg/m3. Besides particulate matters,. resultant air quality values after addition of incremental ground level concentration, due to plying of additional tippers for SO2 and NO2 have also been compared against the above said guidlines and found to be lower than the significant figure of 100μg/m3.

� From the aspect of Impact on Ecology- Dust may affect photosynthesis, respiration, transpiration and allow the penetration of phytotoxic gaseous pollutants. Dust from highways and roads are deposited on leaves of road side vegetation and affect by inducing changes in pH, Relative Water Content and species diversity. However, this will be reversible process as the dust on leaves will be washed out during rainy season and in case of high wind. Vegetation act as natural filters by depositing dust particles on their leaf surface, susceptible and highly exposed part of a plant and, thus, makes an important contribution in the improvement of air quality. Leaves act as pollution receptors and decrease dust load of the air.

Based on the study and observations, the following are recommended:



A. Plantation

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

� Plantation of species like Azadirachta indica, Diospyros melanoxylon, Annogeisus accuminate, Grewia asiatica, Madhuca longifolia etc. shall be undertaken.

� Continue to maintain plantation already done and replace damaged saplings.

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

� The tippers used for transportation of coal should be covered

with tarpaulin and properly stamped.

� Trucks with valid PUC certification using unadulterated diesel shall be allowed to ply.

� Vehicles having fitness certificate shall be allowed to ply

� Continuous water sprinkling, sweeping and dust control measures shall be carried out throughout the road for minimising the air pollution.

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

� Villagers will be employed to clean the road stretch passing through their villages. For this purpose villagers will be provided with brooms, barrows and other cleaning equipments.

C. Noise mitigation

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

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

� Plantation shall be carried out along side of the road for noise attenuation and control of air borne dust.

D. Safety

� Installation of speed bumps near settlements to ensure slow

driving



� Awareness to tipper drivers & local people through hoardings on roads regarding road safety

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

� All tippers will carry first aid kits and drivers will be trained in first aid in case of emergency

� Creating awareness for road safety to local population and drivers and ensuring availability of ambulance facility for the accident victims, if required.

� Trucks will be prohibited to stop in inhabited areas except in case of break-down.

� Traffic marshals shall be employed from village population to moderate traffic at the villages

� In villages with no entry timings, the trucks will be prohibited to enter during those hours.

� At Garjanbahal village, the trucks will compulsorily use the bypass road. Similarly, at Durubaga trucks will start using bypass as soon as it is completed.

� Trucks will follow a “no horn, low speed” protocol while passing through inhabited stretches.

E. Road status

� The repair and maintenance of the roads is to be carried out by NTPC as per procedure directed by Office of the Executive Engineer, RW Division, Sundargarh vide letter no. 278 dated 17.01.2018 and from Office of Executive Engineer, Sundargarh (R&B) Division, Sudargarh vide letter No. 235 dated 23.01.2018 from (refer Annexure 9 & 10).

F. Facilities for Drivers

Following facilities to be provided at the plant and coal mine ends:

� Parking facilities for tippers

� Rest room for drivers with attached bath and toilets

� Drinking water with cooler

� Posters and road signs spreading awareness about safety, driving rules, hygiene, sanitation and HIV disease.

Annexure to the Report have been Removed/ Deleted Due to File Size Constraint of MoEF&CC

Website for Uploading the Documents.

Complete Report is being submitted in Hard Copy.

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