GOVERNMENT OF GUJARAT Public Disclosure Authorized IL«fS · 2016. 8. 30. · Regional Transport,...

GOVERNMENT OF GUJARAT

ROADS & BUILDINGS (R&B) DEPARTMENT

4 IL«fS E-121VOL.6

INRASThUCrUME LEASING & FINANCIAL SERVICES LIMITED

~~~~H AD~D A

Shankheshva -Mcea - 9,ii ZIIMk

Feasiiity Sty forAbmedbad - Mahesna Road (SH 41)

and Kadi - Kalol Spur Road

Drafi Final Report

ENV1RONMENTAL AND SOCIAL ASSESSMENT

Scott Wilson KirkpatrickC O N S U L T I N a c N C I N C a R S

Indiainsoanmi w199

Fetuay 199

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

IROADS & BUILDINGS (R&&B) DEPARKrMENT

INFRASllIUCrURE LEASING & FINANCIAL SERVICES LIMITED

Feasibility Study forAlunedabad - Maliesana Road (SH 41)

and Kadi - Kalol Spur Road

Draft Final ReportVolume Ill

ENVIRONMENTAL AND SOCIAL ASSESSMENT

Scott Wilson KirkpatrickCONS U LTI NO ENO IN t t RS

India

in association widt

Fcbruwrv 1997

LIST OF CONTENTS

Page No

1. EXECUTIVE SUMMARY 3-1/1

1.1 Background 3-1/1

1.2 Project Details 3-1/1

1.3 Base Line Environmental Status 3-1/4

1.4 Impact on Environmental Resources 3-1/6

1.5 Environmental Management Plan 3-1/8

1.6 Social Assessment An Introduction 3-1/10

1.7 Resettlement & Rehabilitation Policy 3-1/10

1.8 Socio-Economic Profile 3-1/11

1.9 Resettlement Action Plan 3-1/12

1.10 Budgetary Cost Estimates for Environment Protection 3-1/5and Resettlement Action and Management Plan

LIST OF TABLES

Table No. 3-1/1 Possible Shortest Alternative Routes

LIST OF CONTENTS

Page No

2. INTRODUCTION 3-2/1

2.1 Background 3-2/1

2.2 Objectives and Scope of the Detailed Feasibility Study 3-2/1

2.3 Specific Scope of Environment and Social Assessment (ESA) 3-2/2

2.4 Project Road 3-2/2

2.5 Study Approach 3-2/3

2.6 Policy, Legal and Administrative Framework 3-2/3

2.6.1 IL&FS Policy Framework 3-2/3

2.6.2 Key Eiivironciiinl Lcgislation 3-2/4

2.6.2.1 Ambient Air Quality Standards 3-2/5

2.6.2.2 Ambient Noise Standards 3-2/6

2.6.2.3 Movement of Hazardous Chemicals 3-2/6

2.7 Organisation of Report 3-2/7

LIST OF TABLES

Table No. 3-2/1 Key Environment Legislation

Table No. 3-2/2 National Ambient Air Quality Standards

Table No. 3-2/3 National Ambient Noise Standards

LIST OF FIGURES

Figure No. 3-2/1 Location of Study Roads

LIST OF CONTENTS

Page No

3. PROJECT DESCRIPTION 3-3/1

3.1 Project Details 3-311

3.2 Analysis of Project Alternatives 3-3/2

3.2.1 Main Carriageway 3-3/2

3.2.2 Service Roads 3-3/3

3.2.3 Sertha Bypass 3-3/7

3.2.4 Changes on the Vertical Alignment due to Severance 3-3/8

3.3 Existing Traffic System 3-3/8

3.4 Future Traffic Projections 3-3/10

3.5 Project Activities 3-3/12

3.6 Plant/Equipment to be used 3-3/13

3.7 Material Requirements 3-3/14

3.8 Construction Sched:iles 3-3/15

LIST OF TABLES

Table No. 3-3/1 Traffic Volumes Link wise on the Service Roads

Table No. 3-3/2 Service Roads at Different Locations

Table No. 3-3/3 Number of Motor Vehicles Registered in Gujarat

Table No. 3-3/4 Statement Showing the No. of Vehicles Registered in the Office ofRegional Transport, Mahesana, Gujarat State during the last 5 FinancialYears

Table No. 3-3/5 Traffic Growth Rates

Table No. 3-3/6 Linkwise Projected Traffic Volumes

Table No. 3-3/7 PCU Factors as recommended by IRC

Table No. 3-3/8 List of Plant/Equipment expected to be used

LIST OF FIGURES

Figure No. 3-3/1 Study Links

Figure No. 3-312 Possible Shortest Alternative Routes

Figurc No. 3-3/3 Tolling and Construction Options (Shect I of 2)

rFigurc No. 3-3/4 Tolling and Construction Options (Shcct 2 of 2)

Figure No. 3-3/5 Proposed Alignment of Sertha Bypass

Figurc No. 3-3/6 Constructioii Schedulcs

Figure No. 3-3/7 Indicative map of Project Road showing the Excluding Zones

LIST OF CONTENTS

Page No

4. BASELINE ENVIRONMENTAL STATUS 3-4/1

4.1 Introduction 3-4/1

4.2 Physiography 34/2

4.3 Meteorology 3-4/2

4.3.1 Meteorological Survey at Site 3-4/3

4.3.2 Upper Air Data 3-4/3.

4.4 Air Quality 34/4

4.5 Noise Level Survey 3-4/7

4.5.1 Selection of Sampling Locations 3-4/7

4.5.2 Presentation of Results 3-4/8

4.6 Landuse Pattern 3-4/8

4.7 Terrestrial Ecology 34/9

4.7.1 Methodology of Data Collection 34/9

LIST OF TABLES

Table No. 3-4/1 Methodology Adopted for Data Collection

Table No. 34/2 Linkwise Division of the Project Road

Table No. 34/3 Details of Ambient Air Quality Monitoring Stations

Table No. 3-4/4 Ambient Air Quality Monitoring Results

Table No. 3-4/5 Minimum, Maximum and Average concentrations of Data generated atSite

Table No. 3-4/6 Ambient Noise Levels along the Project Road

Table No. 3-4/7 Linkwise Landuse Pattem in the Project Area

'Fablc No. 3-4/8 Important trces and plant species found near the Project Area

LIST OF FIGURES

Figure No. 3 -4/1 Wind Rose diagram for October, 1996

Figure No. 3-4/2 Wind Rose diagram for October, 1996

Figure No. 3-4/3 Location map of Air Quality Monitoring Stations

Figure No. 3-4/4 Ambient Air Quality

Figure No. 3-4/5 Location of Noise Monitoring Stations

Figure No. 3-4/6 Ambient Noise Levels in dB(A)

LIST OF CONTENTSPage No.

5 IMPACT ASSESSMENT 3-5/1


5.2 Construction and Operational Phase 3-5/1

5.3 Impact on Physical Resources 3-5/2

5.3.1 Impact on Topography 3-5/2

5.3.2 Impact on Climate 3-5/2

5.4 Impact on Environmental Resources 3-5/3

5.4.1 Impact on Air Quality 3-5/3

5.4.2 lmpact on Noisc Levels 3-5/9

5.4.2.1 Noise Modelling 3-5/11

5.4.2.2 Input to thc model 3-5/12

5.4.2.2.1 Design Parameters 3-5/12

5.4.2.2.2 Presentation of Results 3-5/14

5.4.3 Impact on Water Quality 3-5116

5.5 Impact on Ecological Resources 3-5/17

5.5.1 Impact on Tcrrestrial Ecology . 3-5/17

5.5.2 Impact on Aquatic Ecology 3-5/18

5.6 Impact on Human Use Values 3-5/18

5.6.1 Soils 3-5/18

5.6.2 Land Use Development 3-5/18

5.6.3 Socio-Economic Impacts 3-5/19

5.7 Other Issues 3-5/20

5.7.1 Transport of Hazardous Material 3-5/20

5.7.2 Severance Issues 3-5/21

5.7.3 Cross Drainage Works 3-5121

5.7.4 Environmental Impact at Quany Sites 3-5/21

5.8 Summary of Impacts of the Project 3-5/22

5.9 Analysis of Alternatives 3-5/22

LIST OF TABLES

Table 3-5/1 Potential Environmental Impacts of a Highway Project

Table 3-5/2 Fuel Consumption Rates for Construction Machinery

Table 3-5/3 Peak Hourly Traffic Volume and Average Speed(kamph) used for Air Quality Model

Table 3-5/4 Speed Corrected Emission Factors in GMIKM/Vehicle

Table 3-5/5 Noise Levels Variation with Vehicle Speed

Table 3-5/6 Day-Night split of Projected Traffic used for Noise- Predictions

Table 3-5/7 Drop-Off Rate Per Doubling of Distance andCorresponding Alpha

Table 3-5/8 Estimated Noise Levels along the Project Road in theYear 2000

Table 3-5/9 Estimated Noise Levels along the Project Road in theYear 2015

LIST OF FIGURES

Figure 3-5/1 Prediction of CO Levels at Sertha Bypass (Cross WindCase)

Figure 3-5/2 Prediction of CO Levels at Sertha Bypass (ParallelWind Case)

Figure 3-5/3 Prediction of CO Levels at Kalol Junction (Cross WindCase)

Figure 3-5/4 Prediction of CO Levels at Kalol Junction (ParallelWind Case)

Figure 3-5/5 Prediction of NOx Levels at Sertha Bypass (Cross WindCase)

Figure 3-5/6 Prediction of NOx Levels at Sertha Bypass (ParallelWind Case)

Figure 3-5/7 Prediction of NOx Levels at Kalol Junction (CrossWind Case)

Figure 3-5/8 Prediction of NOx Levels at Kalol Junction (ParallelWind Case)

Figure 3-5/9 Expected Noise Levels in Year 2000 near Project Road

Figure 3-5/10 Expected Noise Levels in Year 2015 near Project Road

LIST OF CONTENTS

Page No

6 ENVIRONMENTAL MANAGEME:NT PLAN 3-6/1


6.2 EMP During Construction 3-6/1

6.2.1 Compensation for Loss of Land - 3-6/1

6.2.2 Labour Camps 3-6/1

6.2.3 Soil Disposal and Soil Erosion Control 3-6/2

6.2.4 Impact on Air Quality 3-6/3

6.2.5 Afforestation 3-6/4

6.2.6 Noise Control 3-6/5

6.2.7 Water Pollution 3-616

6.2.8 Impact on Natural Pond at Sertha Village 3-6/7

6.2.9 Lighting Provisions 3-6/7

6.3 EMP during Operation 3-618

6.3.1 Impact Air Quality 3-6/8

6.3.2 Impact on Noise Levels 3-6/9

6.3.3 Emergency Measures 3-6/9

6.4 Institutional Arrangements 3-6/10

6.4.1 Public Information and Consultation 3-6/16

6.4.2 Environmental Monitoring and Institutional Arrangements 3-6/17

6.5 Budgetary Cost Estimates for Environment Protection 3-6/17

6.6 Identification and Management of Risks 3-6/18

LIST OF TABLES

Table No. 3-6/1 Recommended Tree Species for Reafforestation

Table No. 3-6/2 Illumination at Different Locations

Table No. 3-6/3 Environmental Management Plan - Ahmedabad-MahesanaHighway Project

Table No. 3-6/4 Action Sheet for Mitigation of Construction Phase Impacts-Action Sheet I

Table No. 3-6/5 Action Sheet for Mitigation of Construction Phase Impacts-Action Sheet 2


Table No. 3-6/7 Action ShLet for Mitigation of Construction Phase Impacts-Action Sheet 4


Table No. 3-6/9 Budgctary Cost Estimates for Environment Protection

LIST OF CONTENTS

Page No

7. SOCIAL ASSESSMENT - AN INTRODUCTION 3-7/1


7.2 Information on Project and Scope for Social Assessment 3-7/1

7.3 Objectives of the Study 3-7/2

LIST OF CONTENTS

Page No

8 LAND ACQUISITION PROCEDURE AND ENTITLEMENT 3-8/1FRAMEWORK

8.1 Legal Framework for Land and Property Acquisition 3-8/1

8.1.1 Land Acquisition for Road Improvement 3-8/1

8.1.2 Procedure for Land Acquisition 3-8/1

8.2 Rehabilitation and Resettlement Policy 3-8/2

8.2.1 Definition of a PAP 3-8/3

8.2.2 Cut off Date 3-8/3

8.2.3 Categories of PAPs 3-813

8.2.4 Entitlements 3-8/3

LIST OF CONTENTS

Page No

9. SOCIO-ECONOMIC PROFILE 3-9/1


9.1.1 Verification Exercise 3-9/2

9.2 Socio-Economic Survey 3-9/2

9.2.1 Commercial Encroachers on Ahmedabad-Mahesana 3-9/2and Kadi-Chhatral Link Road

9.2.2 A Brief Profile of Commercial Encroachers on Ahmedabad-Mahesana Road 3-9/2

9.2.3 A Profile of Commercial Encroachers on Kadi-Chhatral Link Road 3-9/4

9.2.4 Overview 3-9/5

9.3 Social Assessment and Profile of Families Losing Land in the 3-9/5ROW Area at Proposed Bypass at Village Sertha

9.4 Key Survey Findings - 3-9/6

9.4.1 Distribution of Families by Caste 3-9/6

9.4.2 Distribution of Families and PAP by Family Size 3-9n7

9.4.3 Income Levels and Sources of Income 3-9/8

LIST OF TABLES

Table No. 3-9/1 Date of Commencement of Commercial Enterprise

Table No. 3-9/2 Investments in Activity

Table No. 3-9/3 Size of Commercial Units

Table No. 3-9/4 Monthly Income

Tablc No. 3-9/5 Investments in Activity

Table No. 3-9/6 Size of Commercial-Units

Table No. 3-9/7 Monthly Income of Unit Owners

Table No. 3-9/8 Distribution of PAPs in Village Sertha by Caste

Table No. 3-9/9 Distribution of Population by Family Size

Table No. 3-9/10 Distribution of PAPs by Age

Table No. 3-9/11 Distribution of Families by Annual Agriculture Income

Table No. 3-9/12 Distribution of Families by Gross Annual Income

LIST OF CONTENTS

Page No

10. RESETTLEMENT ACTION PLAN 3-1011


10.2 Land Acquisition: Village Sertha 3-10/1

10.3 Land Owned by Gram Panchayat/ONGC 3-10/6

10.4 Commercial Encroachers in ROW of Ahmedabad-Mahesana 3-10/7Highway and Kadi-Chhatral Link Road

10.5 -Measures for Mitigation of Any Negative Impact during 3-10/9Construction Phase

10.6 Entitlement 3-10/10

10.7 Asscssment of Impact on Tribals 3-10/11

LIST OF TABLES

Table No. 3-10/1 Break-up of Land to be Acquired for Bypass at Sertha Village

Table No. 3-10/2 Percentage of Land to be Acquired from Land Owning Faniilies

Table No. 3-10/3 Plot w.ise Details of Land Owners and Land Acquisition

Table No. 3-10/4 Replacement of Structure

Table No. 3-10/5 Entitlement Framework for Village, Families and Individuals, affectedby Ahmedabad-Mahesana Highway, Kadi-Chhatral Link Road andScrtha Bypass

LIST OF CONTENTS

Page No

11. INSTITI=ONAL ARRANGEMENTS 3-11/1

*11.1 Introduction 3-11/1

11.2 Strategy for Implementation 3-1112

11.2.1 Role of an NGO 3-11/2

11.2.1.1 Task for the NGO 3-1112

11.2.1.2 Selection of NGO 3-11/3

11.2.1.3 Contracting NGOs 3-11/3

11.2.2 Monitoring and Evaluation 3-11/4

11.2.3 Project Level Monitoring 3-11/4

11.2.4 Monitoriiig by lL&FS 3-11/6

11.3 Work Schedule 3-11/6

LIST OF TABLES

Table No. 3-1 1/1 Proposed Work Schedule for Economic and Social Rehabilitation forthe Implementing Agency

LIST OF ANNEXURES

Annexure I Hourly Observed Meteorological Data at Ahmnedabad By IMD inOctober 1995

Annexure II Hourly Observed Meteorological Data in Project Area

Annexure III Air Quality Monitoring at Water Park

Annexure IV Peak Hourly Concentrations at Water Park

Annexure V HydroCarbons & Carbon Monoxide observed in Project Area

Annexure VI Noise Level Observed at Water Park

Annexure VII Sample Questionnaire for Socio-Economic Base Line Survey

Annexure VIII Details of Income of PAPs in Village Sertha

IExecutive Summary

teasihilhty Stud? for rite Ahmczdabad-AIlatesana and Executive SummaryKa&Ii-Kalol spur RouId

1.0 EXECUTIVE SUMNIARY

1.1 Backgrouind

The Ahmnedabad-Mahesana road which links Ahmedabad with Mahesana, a major oiltown, north of Ahmedabad, has been prioritised as a strategic link by the Roads andBuildings Department, Government of Gujarat (GoG), which needs to be improved in thenear fiuture. The Roads and Buildings Department, Government of Gujarat (GoG) isrcsponsiblc lor construclion, operation and maintenance of roads in Gujarat. R & Bdepartment of GoG is keen to widen/strengthen the existing Ahmedabad - MahesanaSection of State Highway 41, including Kadi - Kalol link, on a commercial basis. GoGhas entered into an Agreement with Infrastructure Leasing and Financial Services Limited(IL&FS) to develop, implement and operate this roads . The proposed alignment startsfrom Km. 19 near Adalaj and ends at Km. 70.25 near Mahesana. This section of thehighway is a major link between Ahmedabad City on one end and the oil and industrialtown of Mahesana on the other end. The stretch is highly congested causing significantdelays to traffic using the road.

A pre-feasibility study commissioned by GoG Snd IL&FS has established the preliminaryviability of the proposed project, including strengthening of the existing road andwidening it to a 4-lane road. Further, IL&FS has commnissioned Scott Wilson KirkpatrickIndia Pvt. Ltd. (SWK) in association with Rail India Transport and Economic Services(RITES), on behalf of GoG to undertake a detailed techno-economic feasibility study andenvironment and social assessment of the project road.

1.2 Project Details

The Ahmedabad-Mahesana Road (SH-41) is a major link between Ahmedabad City andMahesana. Whilst the road passes through agriculture areas, there are numerousindustrial units existing along the road. The project road runs a total length of 51.25Krns. A 11.5 Km long Spur from Kalol to Kadi takes off from this road at Chhatralvillage. The project includes the strengthening and widening of the existing carriagewayto 4 lanes and widening as a single carriageway of the Kadi-Kalol link road to 2 lanes. AtKm 10 on existing Ahmedabad - Mahesana Road, the road to Gandhinagar forms a Tjunction. National Highway 8C crosses the alignment at Km 18 followed by a railwaybridge at Km 19. Northwards, the road at Km 22 passes through agriculture land andSertha viUlage. Here the existing alignment is poor with a reverse curve within the village.A new by-pass about 2.5 Kms long is proposed to the west of the village. At Km 28, aby-pass to Kalol Town commences and a four lane, dual carriageway, starts immediatelyafter this. At Km 31, a road leading to Vijapur on the National Highway No. 8 atHimatnagar forms a Y-junction. The Chhatral-Kalol industrial belt starts from Kmn 36 atChhatral Village which forns a Y-junction with the Ahmedabad-Mahesana Road.

Beyond Chhatral the vehicular traffic reduces and the industries and other activities oneither side of the road is relatively spread out. The road passes through Nandesan town atKm 49 where there is another link to Kadi town. At Km 69, there is a railway crossing.

Scott Wilson Kirkpatrick Draft Final Report

Sp SU 4 3-Ill/

Feasibility Study for tihe Ahlnedabad-Mahesana andc Executive SummaryKadi-Kalol spur ROad

Immediately afterwards, a staggered junction occurs with the road to the west going toBechrajee and that to the east to Himmatnagar. A four lane road commences at Km70.25. Apart from the above major intersections these are about 40 minor intersections(village road crossing). A 60 meter ROW exists for most of the route while in case ofChhatral-Kadi road spur the ROW is 24 meters.

On thie Cliliatral-Kadi road spur the ROW is 24 meters. The alignment is winding in partswitli a ROW of approximately 24m. Thiere are a number of industrial units throughout theroad leIigthi. Tlhere are also a number of junctions with narrow roads leading ofr to Rajpurand Anakhol at Km 3 and to Karannagar at Km 5. At Kadi there is a staggered cross-roads. To the north is the road to Nandasan and to the south, to Sanand. The road surfacethroughout the 11.5 Km stretch is of asphalt concrete, generally in fair condition.

1.2.1 Main Carriageway

Presently two possible alternative routes appear to exist one on the east and the other onthe west of the project road. Table No. 3-1/1 gives a comparision of both the alternativealignments. The starting point of this survey is considered from Adalaj as this area is verytelose to the Km 19. Adalaj is a land mark emerging as a focal point for differentdirections of movements as it is directly linked with Gandhinagar, Sarkhej andAhmedabad.

TABLE No. 3-1/1Possible Shortest Alternative Route No. 1 Possible Shortest Alternative Route No. 2

* From the intersection of State Highway * From the intersection of SH No. 41(SH) No. 41 - State Highway leading near Mahesana and SH No. 55 leadingto Bechrajee to Himmatnagar.

* State Highway leading to Bechrajee * SH No. 55 to Rampura IntersectionRoad, Two lane carriageway.

* SH No. 73 starts from Rampura* Road leading to Jotana, single lane Intersection and passes through Gojaria

carriageway to Kadi town. Kherva, Mewe etc villages.

* From Kadi, the road leading to Sanand * SH No 71 starting from Gojaria andis a two lane carriageway touching proceeds towards Born and crossingThor at a distance of 63 km from SH No. 138.Mahesana. * SH No. 71 to Gandhinagar.

* State Highway starting after Thor and * Road from Gandhinagar runs towardsrunning to Satnala some 3 kim from National Highway No. SC.Sanand.

. * ~~~~~NH No. SC to Adalaj.* Road takes a right angle turn at Satnala N to da s.

runmng parallel to the railway line forsome distance and touching villageslike Ambli.


3-1/2

Feasibility Study for thze Ahmedabad-Mahesana and Executive SummaryKadi-Kalol .pur Road

. This road meets National Highway No.8C.

* National Highway (NH) No. 8C toAdalaj.

. A total distance of 124 kms.

1.2.2 Service Roads*

In order to ensure safe and efficient movement of traffic on the project road, it isextremely important to provide service road facilities to segregate local and throughtraffic. The decision to provide service road facilities depends to a great extent on thelanduse characteristics, location of industrial/commerciallresidential activities along theproject road which would be responsible for the generation of traffic.

1.2.3 Project Options

Six construction options have been considered for the project.

* Option IA A four lane road made up of a 7m wide strengthened existing road plusan additional new two lane 7m carriageway together with a total of 28Kims of service roads located both sides of the main carriageways atselected locations.

* Option IB As 1A but with a total of II Kms of service roads located both sides atKalol Township.

* Option IC As I A but divided into two construction phases. (a) Phase I being of 18months duration between 1-4-98 to the 30-9-99 covering the sectionfrom Km 19 to Km 35 and (b) Phase 2 of 24 months to be constructedbetween 1-1-2002 and 31-12-2003 covering the section from Km 35 toKm 71.

In the case of these three options toll collection will take place from all motorised vehiclesat four Toil Plazas situated at Km 20 and Km 68 and at the beginning of the Chhatral andNandesan Spur roads.

* Option 2 A four lane road made up of the strengthened existing road plus a newcarriageway together with service roads extending both sides for thecomplete length of the project road.

All commercial vehicles (trucks, buses and LCVs) must pass throughthe main Tolls at Km 20 and Km 68 in this system. Non commercialtraffic, however may enter the service roads around the main Plazas atKm 20 and Km 68 and travel from one end of the project road to theother without payment. Should they enter either main carriageway,


ap_d*hIuin w - 3-1/3

A LMJSI6..y.),"4yJUr m. tiflnzeauoaa-jtaneasana Una 1Uxecuuve )iummaryKadi-Kall aspur Road

however, through a minor toll (6 of which are proposed) they will becharged.

Option 3A In this layout the dual carriageway has service roads on both sides butwhich commence after the main tolls at Km 20 and 68 and thus alltraffic whether commercial or non commercial must pay a toll.

Option 3B This is similar to Option 3A except that service roads are replaced witha 3m wide paved shoulder. All traffic pays at the main Tolls at Km 20and Km 68.

1.2.4 Sertha Bypass

A dual carriageway bypass (Figure 3-3/5) some 2.5 kms long is proposed to the west ofthe Sertha Town to take all through traffic out of the town.

1.3 Baseline Environmental Status

METHODOLIOGY ADOPTED FOR DATA COLLECTIONMETEOROLOGY

Parameter Instrument FrequencyWind Wind Vane Every hour/continuousDiectionWind Velocity Wind Cup Every hour/continuous

AnemometerCloud Cover Visual Observation Every hour/continiuousAIR QUALITYParameter Instrument Frequency IS codeSPM HVS 8 Hrly 5182(P-IV)S02 HVS 8 Hrly & Peak Value 5182(P-1)NOx HVS 8 Hrly & Peak Value 5182(P-VI)HC GAS Chromatography Intermittent 5182(P-XII)CO Iodine Pentaoxide Intennittent 5182(P-X)NOISE QUALITY -

Parameter Instrument FrequencyNoise iNoise Level Meter IHourly Monitoring

1.3.1 Air Quality

The baseline status of the ambient quality has been assessed through an ambient air qualitymonitoring network. The design of monitoring network in the air quality sunveanceprogramme has been based on the following considerations:

* meteorological conditions;* topography of the study area; and* likely impact areas.


TSIM-3' 97 3-1/4

reasioutty .:uaj'jor the Alsmedabad-Mallesana and Executive SummaryKadi-Kalol spur Road

Location of tile ambient air quality monitoring stations were selected on basis of the windpattern recorded at 1MD, Ahmnedabad over past years to represent upwind and downwind airquality status with respect to the road. Locations were selected to represent highest impactarea due to road traffic or to represent background concentrations and for model calibration.

Ambient Air Quality Monitoring (AAQM) stations were set up at four locations for sarnplingSPM and NOx at eight hourly interval.

AMBIENT AIR QUALITY MONITORING RESULTS( 24 hourly Averages)

S.No Location Distance from Wind Direction SPM. S02 NOxCentre of Road (m) (uglm3) (ug/m3) (uglm3)

I Water Park 50 Down Wind 66.03 5 29.7100 Down Wind 108.2 5 26.4

2 ChhatraU 50 Down Wind 225.4 5 77.8Kalol Junction 100 Down Wind 484.33 5 77.77

3 Sertha Village 50 Down Wind 904.31 5 57.87100 Down Wind 342.13 5 49.22

4 Serdta Bypass 50 Down Wind 468.8 5 47.3

The maximum concentration of SPM was observed in Sertha being 1405 pg/cum andminimum at Water Park being 16 pg/cum. This variation is due to the variation in thetraffic pattem. It should be noted that the average SPM concentration is also high atproposed by-pass at Sertha being 575 .g/cum, and may be due to the combustion of fuelin the village for various activities.

1.3.2 Noise Level Survey

Ambient Noise Leves along the Project RoadNoise level at 30m from tle edge of the road aB(A)

Darylm NiQht TimeLocation Max Min Max Min

Sertha 68.9 62.9 65.8 53.5Chhatral 7o.6 57.0 65.6 54.8Water Park 68.6 54.0 61.0 40.5


epwMb~t~.uun.dflcwY3I7 -3-1/5

, s6U&AaJ ~sj"' Jyur me .AilmeUaoaa-M1ahesana and Eixecutive SummaryKadi-Kall spur Road

1.4 Impact on Environmental Resources

1.4.1 Impact on Air Quality

* Construictioni Phase Inipacts

Consumption of diesel in construction activities will be the principal cause of incrementalair pollution during the construction phase. Diesel powered trucks required for haulage ofaggregates, eartli and otlher construction material and running of construction machineriesat the construction yards are the major sources of air pollution.

Operational Pliasc

During the operation phase of the project the primary air quality impacts due to theproject will be due to the flow of the traffic on the project road. The extent of theseimpacts, at any given time, will depend upon (i) the rate of vehicular emission within agiven stretch of the road and (ii) the prevailing meteorological conditions. The impactswill have strong temporal dependence as both of these factors vary with time. Thetemporal dependence would have diurnal, sea qonal as well as long term components.

The air quality predictions in the present application have been carried out by using theair quality model CALINE3 developed by Califomia Department of Transportation.

NOx levels however have been developed for peak traffic conditions and compared withWHO standard of 400 pgtmn for hourly average.

* Carbon Monoxide Levels:

The source enission levels for CO were estimated by using the peak hourly trafficvolumes for vehicles of five categories i.e., trucks and buses, LCVs, cars, two wheelersand three wheelers. For assessment of air quality impacts due to the project, air qualitymodel simulation for regions near Sertha bypass and Kalol (Chhatral) Junction werecarried out.

The air quality scenarios for the above two locations have been developed for the peakhourly traffic on the relevant links for the years 2000 and 2015.

The emission standards for Indian vehicles in the year 2000 as proposed by the IndianInstitute of Petroleum (IIP) were used to provide the emission factors for the differentvehicle types.

The air quality scenarios were modelled for two distinct wind cases viz., parallel and crosswind cases

It is observed that the predicted CO levels at 10 m from ROW for cross winds in the year2000 range forn 390-190 gglm3 and 430-210 gtmS3 for Chhatral junction. The values are.


3-1/6

rea.ubi ity Study for the Ahnedabad-Mlahesana and Executive SummaryKadi-Kalol spur Road

about 80 percent higher for parallel wind case and range between 690-330 ig/m' atSertlia and 740-380 pig/m' at Clhhatral junction. The range is about 2-2.5 times higher forthe year 2015 which is approximately the ratio of traffic volume in the years 2000 and2015 respectively for heavy vehicle which are the prominent source of air emnissions. Oncomparison with the hourly standard for CO of 4000 gg/m 3 , it is seen that no violations ofCO standard are expected due to the project. The CO levels in fact will remain well belowthe standards. The project therefore has insignificant negative impact on ambient airquality in terms of CO.

The prediction of CO for 'Without Project Scenario' is comparatively on the higher sideat all the distances from ROW which is mainly attributable to the higher emission factorsat lower traffic speeds.

NOx Levels:

Similar to emission factors for CO, values for NOx were obtained from the standardsproposed by lIP and corrected for the variations in speed using WHO guidelines.

When compared to WHO standard of 400 gglmr, it is observed that the standard is notexpected to be violated during the year 2000 except for marginal violation (estimatedlevels 430 pgl/n) upto a distance of 15 m near Sertha. The highest NOx levels at the edgeof ROW, during this year, are expected to be about 370 pg/m3 marginally below thestandard. Violations up to a distance of about 70 m from the edge of ROW, however,may occur during the year 2015 'with' the project and up to a distance of 30 m 'without'the project.

1.4.2 Noise Quality

The noise modelfing results for the year 2000 traffic, "with" and "without" project scenarios intaems of drop in noise levels with respect to the distance from the center of the road indicateshat as a result of project implementation, the day time equivalent noise levels are expected tobe about 5 dB(A) higher in comparison to "no project" situaiion. A difference of about 6dB(A) is expected between night time equivalent noise levels for the two options. The nighttime levels however lower by about 3 dB(A) with respect to day time noise levels.

When compared to the ambient noise levels as recorded during the field observations, the daytime noise levels due to the traffic are significantly lower ( about 5 dB(A)). This indicates thatthe local sources of noise are the prominent contributors to ambient noise. During the day,therefore, project will not have any significant increment to the ambient noise levels.

During the nigh, additional noise due to the project will be of the order similar to the ambientlevels. The over al noise levels along the project route would therefore will rise by about 3dB(A).

According to the model predictions noise levels are expected to rise by about 3.5 dB(A) in theyear 2015 when compared with the year 2000. However, while estimating the future noise


-&.... md3IA 3-in

reasiouiy r,uajiJor fite AhImedabad-Nlahesana and Executive SummaryKadi-Kalol spur Road

levels, the impact of probable techmological changes on the vehicular noise levels has not beenconsidered. Technological improvements in vehicle design are expected to produce relativelysilent vehicles in the future. Even if the present source emissions are reduced by 4-5 dB(A), the2015 noise levels in the project area are not likely to rise beyond the estimated levels for theyear 2000.

A comparison of the estimated noise levels with the day and night time standards indicatethat the standards for commercial zones will be violated up to about 200 m from the road.

The computations carried out give an indication of noise levels for the worst case scenario, i.e.without taking into consideration the local features like landuse, barriers etc. In reality, thenoise levels are expected to be on lower side, as the areas adjacent to the proposed road willbe landscaped and covered with specially designed plantation to reduce noise impacts at thesensitive receptors.

1.4.3 Analysis of Alternatives

Two categories of altematives were considered while finalising the project alignment. Frtcategory of altemaives were in the form of choice of different alignments for the project road.The secondary category of alternatives were in the form of different configurations of serviceroads and allied facilities. Vafious options with respect to the two categories of alterafiveswere considered duning the initial stages and the most suitable project option descnrbed inSection 3 was considered for detailed environmental and social assessment. The projectaltematives for the detailed assessment, thus, confined to "Build" and "No build" optionsFindings of the assessment of two options have been presented in the earlier sections and it isobserved that although there are a few irreversible impacts during the operation phase of theproject, specially in terms of noise and air pollution, the impacts are essentiaDly minor.Appropriate mitigatory measures such as landscaping, greenit development andenhancement in road design through underpasses for road crossing will make the projectenvironmentally and socially acceptable.

The "build" option is also desirable by virtue of its beneficial impact on the local and regionaleconomy.

1.5 Environmental Management Plan

Environmental Management Plan - Ahmedabad - Mahesana Highway Prject

En-ironmentsl s Ac00ons to be Taken (1998 to 2004) Respwsible Entity

Constmtion Phae

Dust cmirntainalion at sitc Construction sites and accss rods passing Prospectiv Contractor (PC)and on alul nxmds thoungh nrikidntial and cmn3wncial arcas anix

.upawv hDul runds to be u-lCrcd twice each_ __ day

Air pollution 24 lhu nlmnitoring at a frequency of two SPV thrn PCdays a wec;k dturing wrinter scaso in


*_AImudu03~ 3. - -1/8

Feasibility .Stidyfor tihe Ahrnedabad-Mahesana and Executive SummaryKadIi-KaloI spur Road

Enviro.inientnl Maningemeiit Plain - Abmedabad - Mahesana llighway Project

Envirnnn,ental lssuc" Actions to be Taken (1998 toi 2004) Resipnsibie Entity

ressidcsitial areas

In the cvent of violation of 24 hourly average SPV through PCIndian standard lor residential areas,construction activities to bc restricted between6 am to 6 pm

Noise pollution Provision ol'ear plugs to heavy machinery PCoperators

Construction of 3 metre tall enclosures around PCgenerator sets and concrete mnixers whenconstruction yards are within lOOm ofresidential areas.

Disposal of construction Daily inspection of haul roads and sites for PCdebris construction debris, its collection and disposal

to landfill sites

Tracffi and transportation All hauled material to be covered whilc being PCtwopored

Construction related transportation activity to PCbc uniformly distributed during the nighl tominimize noise impacts

Routine check of vehicles used for PCtransportation and their proper maintenanoc tominimize vehicular pollution

Domestic sewage and solid lrovision or water supply and washing IPCwastc at workers colony facilities

Provision of waste disposal facilities likescptic tanks at the construction worker's PCcolony

Provision at site and in workecrs colony forcmns for collection of domestic refuse PC

Provision for composting of domnestic refuse atconsuction workers colony PC

Removal of trees and landscaping plan to be asked with schedule of SPV through contractorlandscaping construction from contractor, it should be

implemented concurrent to the roadconstruction with a lag of 3-4 months

Operation Phase (April 199 - 2030)

Air pollution Provision of ambient air quality monitoring Gjarat State Governmentncar the highway in the downwind direction through State Pollution

Coatol Board and SPV

lDevelopment of wvide green belt all along te SPV through PCalinment within the ROW


_.IAfrmmd.dN3lA7 3-1/9

r easouay o1udyJor tle AhilteJuwahad-lUlaesana and xecutive SummaryKadi-Ka/olt. sptr R)oad

Environmental Management Plan - Ahmedabad - Mahesana Highway Project

Environmental Issucs Actions to be Takcn (1998 to 2004) Responsible Entity

Noise pollution Minimization of usc of homns near scnsitive Traffic departmcnt and thelocations and during night timc with thc hcip Gujarat State Governmentof signboards in propcr positions

1.6 Social Assessment - An lntroduction

Road improvement and construction involve expropriation of land and structures from thecurrent owners/users. Besides, the economic disturbance due to land acquisition (L.A)the construction work may displace present economic activities within the corridor ofimpact of the project. This will include eviction of any squatters add removal of pettycommercial structures/encroachments from the ROW forming part of the corridor ofimpact. Expropriation of land, eviction of squatters and removal of commercialencroachments may cause social disruption and economic loss for project affected persons(PAPs) and their families. The economic losses for the project-include loss of acommercial structure, access to economic opportunities, -or the loss of income.Therefore, while implementing the project one needs to take into account thesedisturbances anca losses due to the project, their impact on the socio-econornic living ofthe people and plan for the rnitigation measures to minimise any negative adveseimpacts.

1.7 Resettlement and Rehabilitation Policy

An R&R policy, encompassing the broad objectives and principles of R&R, categories ofthe PAPs and their entitlements and institutional support for implementing mitigationmeasures, is a pre-requisite for formulating an Action Plan. For this purpose, the R&Rpolicy as contained in the ESR of IL & FS formed the base for the RAP.

The IL & FS's R&R policy recognises the need to demonstrate its commitment to socialissues in each of its projects. In the context of social policy, the three cardinal principlesof IL & FS mentioned in its ESR are:

i) enhance the quality of life in and around the projectii) prevent adverse social situation ; andiui) mitigate possible adverse social impacts.

These principles are in accordance with the World Bank Guidelines on InvoluntaryResettlement (OD 4.30). The present project will also be- covered under the sameguidelines. The policy takes into consideration those within the 'cofridor of negativeimpact' of the project. Essentially, they are in two broad categories,

* those with private ownership of land and other immovable-assets; and

* encroachers on government land and squatters within the corridor of impact.


3-1/10

reasionuty. tuayJor thie Ahmedabad-Maitesuna and Executive SummaryKadi-Kall lspur RoadI

1.8 Socio-Economic Profile

The entire process of formulating Resettlement Action Plan (RAP) was done in closeconsultation with the PAPs.

As a prelude to the socio-economic survey, the consultants carried out .a verificationexercise of the entire corridor of impact of the project mainly to identify any structurescoming within the proposed road alignment. Most of the area within the corridor ofimpact was found under private use for agriculture and commercial establishments(essentially encroachers).

For this project report, as part of socio impact assessment, the consultants undertook:

i) verification of all commercial units coming within the corridor of impact for boththe Highway and the Link road and establishing their ownership;

ii) verification of agriculture lands to be acquired for the By-pass

iii) conducting socio-economic survey among the potential PAPs whose lands wereto be acquired.

iv) focus group meetings with affected stake-holders.

v) preparation of Resettlement Action Plan (RAP) in consultation with the PAPs .

1.8.1 Profile of Commercial Encroachers on Ahmedabad-Mahesana Road

Investments in ActivityInvestment in Rupees Units

1000- 5000 255000- 10000 710000 - 15000 .-- 2

20,000 1No Response _

Total 36

Majority of owners have invested up to Rs. 5000 in the activity which is primarily settingup of a tea - stall or Paan-bidi shop, vegetable vendors etc. In the next category of uptoRs. 10,000 investment motor-repair shops are included. The sole encroacher who hasinvested Rs. 20,000 has the only totatly "Pucca" encroachment, where he conducts aCycle-repair business.


W_,IAbm.i7 3-1/l1

teastiity .rtudy for tile Ahmedabad-Aiaizesana and Lxecunve summayKadi-Kalol spur Road

1.8.2 Compensation

Though 47 owners had been identified whose lands were to be acquired, for the proposedSertha Bypass only 44 families responded to the survey forms. The three families whorefuised to participate in the process, however had joined in the group discussions. Intheir opinion the By-pass was totafly unnecessary and the problems on the Highway couldbe solved by improving and strengthening the existing road itself. They were against theacquisition of their lands.

Distributioni of families bv Gross Annual IncomeIncome levels (in Rs.) No. of Families Percentage

upto 20.000 I_ 25.Q20,001 to 40,000 18 40.940,001 to 60,000 6 13.660,001 to 80,000 5 1].480,001 to 100,000 1 2.2

Above 100,000 3 6.8Total 44 100

1.9 Reseltlenuent Action Plan

Break-up of Land to be Acqu ired for By-Pass at Sertha Village.Owner No. of Plots Total Area Acquired in Ha

I Private -47 PAP families 69 9.54 (Approx.)11 Govt. Shotha Gram 7 3.36Panchavat/ONGC

1. PasLure land 063 ha.2. Balwadi 1.5 ha.3. Pond and barren land 1.105 ha.Total 76 13 Approximately

Percentage of Land to be Acquired from Land Owning FamiliesPercentaige of Land to be acquired No. of Families

Upto 5.00 175.01 to 10.00 310.01 to 20.00 1320.01 to 30.00 330.01 to 50.00 551.01+ 3Total 44

Approximately 13 ha. of land has to be acquired from the villagers for theconstruction of the Sertha bypass involving displacement of PAPs.


-~AhinM~3I3W7 3-1/12

t easib0t Žtuidy Jor thte Alhmedabad-Mahesana and Executive SummaryKadi-Kalol spur Road

1.9.1 Entitlement

Entitlenment Framework for Village, Families and Individuals, affected byAhmedabad-Mahesana his way, Kadi-Chhatral Link Road and Sertha By-pass.

Type of Issue/impact Entitlement Entitlement andBeneficiary rehabilitation measures.

1. (a) Loss of agriculture land 47 Land Owners in -Equivalent area of land orvillage Sertha - Cash compensation at

replacement value..Rs.6,25,000/- per Ha. + 30%solatium + 12% annualinterest.

(b) Loss of standing crops Same as above Cash compensation equivalentto I year income for crops.

2. Loss of village land Community-Gram - equivalent area of land or cashPanchayat at Village compensation at replacementSerthaJONGC. value @ Rs.6,25,0001- per Ha.

+ 30% solatium + 12% annualinterest.

3. Loss of livelihood and Commercial -Alternate sites @Rs.200/- perstructure Encroachers! sq.mtr. and assistance for

Individual Unit Owner structure replacementin ROW. (Rs.2,000/- per sq.mtr.-36 units- -Organising skill training andAhmedabad- self employment programmesMehasana Highway for ensuring alternate source of- 23 units - Kadi livelihood.Chaltural Link Road. - Priority for setting up the

commercial establishment atthe service sites.-Assistance for purchase oftools of trades for improvedefficiency.

4. Impact on Common - Community / VillageResources and facilities. Sertha Gram

Panchayat.(i) Shifting of Balwadi (i) Construction of

Balwadimulti-purpose centrewith Campus development.

(ii) Acquisition of land (ii)(a) upgrading andpartly occupied village pond beautification of existing

village pond.

(iii) (a) provision of wall /fence for safety of school


- 'A^~mM~3I3IIS7 3-1/13

reasbility tudy Jor tIle A/mnedabad-A'la/esana and Executive SummaryKadIi-Kaloin ypur Road

children.(b) provision of safe accessroad to school.(c) tree plantation to minimniseadverse impact of noise and airpollution.

(iv) acquisition of pasture (iv) identification andland. development of alternate land

I for ensuring supply of fodder:

1.10 Budgetary Cost Estimates for Environment Protection and Resettlement Action andManagement Plan

Bud2etary Cost Estimates for Environment ProtectionSr. Item Particulars Assumptions CostNo. I I (Rs.)Initial Investment (Fixed Cost) _

1. Dust suppression at the site Rs. 500/trip x 10 40,90,000and on haul roads trips/dayx 800 days

2. Provision of domestic Lunmpsum 850,000sewage and solid wastedisposal at worker's colony

3. Landscaping Initial cost of 3,12,00,[email protected],000/km x

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 5 2

Total 3,60,50,000Initialcost

Provisional Budget for R&R Component

Sr.No Description Amount(Rs.Million)

1. Compensation for land to be paid in cash of nonavailabiity of cultivable land @ Rs.8,87,500 per ha 11.54for 13 ha.

2. Compensation for commercial encroachers in terms 1.5of resettlement and rehabilitation

3. Compensation for development of Posture, Balwadi, 2.00Pond

4. Fees for NGO services (for 24 months) 1.005. Fees for M&E agency ( for 3 months) 0.45

Total 16.49


- s ~~~~~~~~~3-1/14

Introduction

re U."MaLy a.uayjoyr mne AnmeaaOaa-Mlahesana and IntroductionKadi-Kalol spur Road

2.0 INTRODUCTION

2.1 Background

The Ahmedabad-Mahesana road which links Ahmedabad with Mahesana, a major oiltown, north of Ahmedabad, has been prioritised as a strategic link by the Roads andBuildings Department, Government of Gujarat (GoG), which needs to be improved in thenear future. The Roads and Buildings Department, Government of Gujarat (GoG) isresponsible for construction, operation and maintenance of roads in Gujarat. R & Bdepartment of GoG is keen to widen/strengthen the existing Ahmedabad - MahesanaSection of State Highway 41, including Kadi - Kalol link, on a commercial basis. GoGhas entered into an Agreement with Infrastructure Leasing and Financial Services Limited(IL&FS) to develop, implement and operate this roads . The proposed alignment startsfrom Km. 19 near Adalaj and ends at Km. 70.25 near Mahesana(Figure 3-2/1) . Thissection of the highway is a major link between Ahmedabad City on one end and the oiland industrial town of Mahesana on the other end. The stretch is highly congestedcausing significant delays to traffic using the road.

A pre-feasibility study commissioned by GoG and IL&FS has established the preliminaryviability of the proposed project, including strengthening of the existing road andwidening it to a 4-lane road. Further, IL&FS, on behalf of GoG has conunissioned ScottWilson Kirkpatrick India Pvt. Ltd. (SWK) in association with Rail India Transport andEconomic Services (RITES), to undertake a detailed techno-economic feasibility studyand environment and social assessment of the project road.

2.2 Objectives and Scope of the Detailed Feasibility Study

The main objectives of the study (which includes traffic studies with preliminaryengineering for technical options, environmnental and social assessrnent) as defined in theTerms of Reference (TOR) are:

* to carry out a feasibility study for the proposed road project to establish itstechnical, environmental, social, economnic and financial viability, and

* to undertake risk identification and assessment, including risk analysis.

The technical studies involve necessary field investigation and surveys forpreparing prelimninary engineering design of the project and estimating the projectcost to a level of accuracy of +1- 10%. The environmental and social assessmentstudy is expected to prepare a well researched and documented environment andsocial assessment report (ESAR) with due consideration to public opinion andsensitivities.

The ESAR is to be prepared according to the principles and processes containedin the Environmental and Social Statement of ILFS detailed in the TOR. Thesocial assessment report and the mitigation plans (Resettlement Action Plan(RAP) and Indigenous People Development Plan (IPDP)' are to be prepared in

Scott Wilson Kirkpatnck Draft Final Report

3-2/1

S ~~~~~~~~~~UDAI

Tharad CV \..S'A 1irA

Dantiwada ~ palsi

ante ~ho

am^_-r ~ ~ ain

Chuda ~~~~~ L g~~~pur BhurId~ ~ ~ & ~

Feasibifit; .'tiludr) I r the AhI,nedahadh la/cesaiiL' . tl IntroaucU onKuadi-KaIols par Roadl

accordance wvitlh the entiitlemiient framework defined in the TOR and the WorldBank's policies (O.D. 4.01, 4.20 and 4.30). The study also addresses therequiremcents stipulated by thle Ministry of Environment and Forests (MoEF),Government of India for environmental impact assessment of highway projects.13ased on thc inputs fioiii tlhesc studics. tihc cconomiiic and liniancial viability of theproject is to be established and scope for additional revenue generation need to beexplored to make the project financially sound.

' Detailed inre.stigations diu-g the course f1 studv incliccated thal no indligenous people reside within andadjoininrg pryecl azreta 17 L.i EX-1 thereoe dloes niot require IfPUD.

2.3 Specific Scope of Eiivironi:teit mid Social Assessmielit (ESA)

A 5 km radius area along the proposed and existing alignment is considered for the studyof various environmental attributes in general. For detailed studies an area within 1 kmdistance on eitlher side of the alignment is considered.

The broad scope of the study is:

* to conduct a literature review and to collect additional data relevant to the studyarea;

* to undertake environmental monitoring so as to establish the baselineenvironmental status of the study area;

* to assess the impacts on environmental attributes due to the construction andoperation of the proposed project road including the impacts of quarryingoperations on the existing environmental status of the area;

* to prepare an Environmental Management Plan outlining the measures forimproving the environmental quality and budgetary cost estimation forimplementation;

* to identifIy critical environmental attributes required to be monitored subsequent tothe implementation of the proposed project; and

* to integrate the Social Assessment (SA) study report documenting major socialissues, consequent risks and the suitable action plans with the EA report toprepare the Environmental and.Social Assessment Report (ESAR).

2.4 Project Road

The projcct road is part of State flighway No 41 located in the State of Gujarat. It runsapproximately northward from the biggest city in the State, Ahmedabad, to Mahesana, animportant oil town, approximately 71 kms to the north. The project road comrnences atapproximately km 19 and passes through the towns of Sertha, Kalol, Chhatral, Nandesanterminating south of Mahesana at about km 70.25; a total length of 51.25 kms. The Kadi-

Sentt Wikson Kirklptrick Draft Final Report

41timW d"ldup lam dw'.1"W07 .13-2/2

tPUasIDo#it .hui JrJor thlLe Ahmedahad-AMahzesan arnd IntroducionKa;l-kIKaI.vxpur RmuIsl

Kalol spur road commences at Chlhatral and runs north west, a total length of 11.5 kms(Figure No. 3-2/1)

2.5 Study Approach

Reconnaissance survey was conducted by the consultants to identify the majorenvironmental and social issues. Accordingly field surveys were undertaken to determinethe ambient air quality, meteorological conditions (concurrent to the air quality studies),water quality, ecological status, noise levels, soil characteristics, prevailing land use andcollection of data on existing industries along the project road.. The field studies weresupported by data collection from secondary sources for meteorology, land use. hydroggeologyand socio-economic aspects. The sampling locations were identified on the basis of:

* predominant wind directions in the study area as recorded by Indian MeteorologicalDepartmlent (INID) at Alimedabad,

* existing topography and location of surface water bodies like ponds, canals and rivers;

3 location of villages/towns/sensitive areas;

* areas which represent baseline conditions and pollution pockets in the area;

* accessibility, power availability and security of monitoring equipment; and

* collation 3nd analysis of secondary data on baseline conditions for variousenvironmental attributes.

The field studies were conducted for a period of one month to determine the existingconditions of various cnvironnicntal attributes

* the social assessment focused on an assessment of the social impact of the project,identification of issues and consequent risk. in the resettlement and rehabilitationof PAPs, and to outline measures to mitigate any negative impact of the project.

2.6 Policy, Legal and Administrative Framework

2.6.1 IL&FS Policy Framework

IL&FS is committed to provide value added services in its mandated areas of operation.The institution believes that improved access to efficient public infrastructure necessitatessynergy between prudent use of natural resources and meeting people's concerns. Thisattaining environmental and social viability through consultative process is an integral partof the business operations of IL&FS. The overall goal is contribution to sustainabledevelopment. To achieve this, the Institution commits each project to the following threecardinal principles:

Scott Wilmon Kirkpatrick Draft Final Report. 32/

r uan.ii,lil .wuu"i',v{r r.'i .-lIju,,wa#hfnt ,AIaie surr w/ IntroducujonAKifi-Aahlspu .. lr Ri4,I

icnhiancc (IualitV of Iiiie and environnient in^ and around the project area byc(Olscrvinug iiaiiiral resotirccs andl aldrecssig tile lcgitinate concerns of relevantstakeiholders. especially project allected persons;

* prevent adverse environmental and social situations; and

* mitigate possible adverse environmental and social im1pacts.

The ESAR has been prepared by the consultants within this policy framework ofIL&FS. It also addresses the legal issues on environment and social aspectsapplicable to the project.

2.6.2 Key Environmental Legislation

Thle proposed project basically being, a hiighiway and bridge project, can be classified asCategory A as per the categonrzation of the projects developed by The World Bank on thebasis of the potential environmental impacts if the project involving new highways, roads andbridges pass through or near environmentally sensitive areas.

The principal Environmental Regulatory Agency in India is the Ministry of Environmentand Forests (MIoEF) New Delhi. MoEF formulates environmental policies and accordsenvironmental clearance for the large projects (sector-wise listing done by MoEF).

Many State and Central legislation hiave a bearing on environment. Laws on "environmentprotection" can be broadly classified in terms of focus areas vi:.,

* Pollution;* Natural resources; and* Linkage between pollution and natural resources.

The status of key environmental legislation in India is given in Table No. 3-2/1.


j .3&hwdiapIam.dwY~o47 3-2/4

Ruili-A 'tl. /lt .qwtXs-l¢/r Risuil . 18wo1rSlltthuxl-lst//c^ltwsl * tt1listtroducaion

};Kadi-,Kh)tisl.v1Yr Roadti

_ _- _ -- -- T:able No. 3-2/1I%.cv I'.tl i ruauaul ieiil L cgisI:ato m _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Nan,. .%cope and Objcctive kie Arcas Operational Agendes/key Players

Wdatr (Ircaoition and I o provide Ibr tiprevaotis n Controls sevage ansd Cotitral and State pollution ControlCtLmrol oIplilutiLxl aid La,itrol olfaater idu.tznai ciluent disdiarges BoardsAa.t 1974) polltini anid hanuacig tie

qualitVails watc_Atr (I revaotmln anid 'I n provide lor the prcvasiKui Ctwitrohtli. 0ia.iXns Iot air Caetral and SLate polluticii CtiuitrolControl ol-polluiiaol and cumtrol ol air pollution polluttts BaardsAa. 1974)1u'r. t a.t. 1927 1 o %xilsofikidt apiloirtiu n *i1 Rupliales alxe to natural StatC gvC mnknnt: f.ras s3tdiuWtt

.wn.ua> p. *..styv sod,i as r.a.airnra: st:mtc has a olliemasliurcsts rnaui.!ntilv riglit over land;

I%uQ4 0Cst'wavatul a ' Is, lial; laidia's rapid lk usnutlin ts1 dcrl-aurvattin CUILtral gov"rncnritA.. 19X0 deforcstatin and resulting and using frcws for non-

__nvirmiiumtal d.'oadatitn lfave purpose ,

W ildije l'rotcilao A. T o proteac wildiile Creates protuAcd arces Wildijie advason boards; central zoo1972 tnatiwnal parldssanctuaries) authorities

caltgones ol wildlife whichare nra.xed

invnn'alnlst lPrtstm lo provide 1 r iie prot soitn An unlivulla egikp atial; Ceatral govrnntan nodal agascy,A. 1986 and inipromumiont or supploni nts pollution laws MoEF: can delega:e pownm to ste

I Finvironkxuit d,annant of Environmnatfrce ur:Liove. .JKtn1 a(InJa Puhbiceatonsh

As per the notification from the MoEF dated 27" April, 1994 and amendment dated 4"'May 1994, expansion or modernization of any activity shall not be undertaken in any partof India unless it has been accorded environmental clearance by the central government inaccordance with the procedures specified in this notification. As per the procedure,anybody wlho desires to undertake any project in any part of India or expansion ormodernization of any existing project, a detailed project report which shall infter aliainclude an Environmental Impact Assessment (EIA) report needs to be submitted.Accordingly, this EIA report for the proposed Ahmedabad-Mahesana Highway Projecthas been prepared for the perusal of MoEF to assess the environmental feasibility of theproject.

The MolF. tl: ouglgs. has the overall rcsponsibility to set policy and standards for theprotcction of cnvironmcnt along with Central Pollution control Board (CPCB). Thisincludes air. noise and water quality standards, and the requirement for the preparation ofEnvironmcntal Impact Assessment (EIA) statements for developmental projects. Thesesta.ndards are of significance for the proposed project.

2.6.2.1 Ambient Air Quality Standards

Ambient Air quality standards have been notified by t4e CPCB vide Gazette Notificationdated I I'h April, 1994. Table No. 3-2/2 details the amblent air quality standards.

Scott Wilsnii Kirkpatrick Draft Final Rcoprt

| \~ gs _kdAt.api.ma.ks il 3-2/5

lC.dihiliil .nSuIdi Ji'r ihlk ./lhhtltiltJba,I-.,IlaW.%'IIaI and I:ttroductio,tKadi-Nahol x,ntr Rloadt

Table No. 3-2/2Naltionmal Allbieut Aii- Qualitv Stan.dards

1'|111l1:alt ,\8-~~~~Aernelwile ( 'ovicentr lion wint' )

l'inue Indurial MaM R,iidaitial Saesitive Arc:Conimercial Arca

itpliLtir dktlxileC (So.) .\1jiikii 11 X( 60 IS24 it-dirs 120 80 30

OxiJoi o,1 Ntrn go (;is N(o.) Annumual X)) 60 1524 1itn,rN 120 80 30

StipoLidei PariTu3bte !I;ur (SPi :Innu:l AI 360 140 7021 lInrnn 4tHI 211t) ItN)

R{,,r:opiral:uhilliilaIe MIaU:L ( Ht P) 6initial 1 2t 60 5024 hotin 150 100 75

LA=d (il'h) Annal 1.0 0.75 0.5__ __ __ __ __ _ __ __ __ __ _24 hlt-A s 1.5 1.00 0.75

CJrih S, l.\I-u.,(..(CO) N Ilitru; 5M)( 2000_ 1000____________________II hour IINOI) 40U) 20001

Note: In the absence of specific Indian standards. WHO standards have been referred. Since onehouriv Indian standard for NOx is not available, one hourly average WHO standard of 400zgrn has been considered for NOx.

2.6.2.2 Ambient Noise Standards

Ambient noise level standards have been notified by the MoEF vide Gazette Notificationdated 26thi December 1989. It is based on the 'A' weighted equivalent decibel noise level(Lq). These are presented in Table No. 3-2/3.

Table No. 21323National Ambilent Noise Stanidards

Arca Cdie c:alegmny of /uilS Limits 1 in dB3(A))Dav- Night

A Industnal 75 70B Coniuncrial 65 55C Kcsidintial 55 451) Silcilcc ZoIIC 50 40

* a)v Ihnc is troain 6 aum to 9 pmSilkrnic zone is deCiniLxl as arca up to I100 mX crs arouiid prumnis orlhospilals. ciucatioial inslitutions uldcowurts. U of velmiclc horus, loud ckcrs avld tiunting of c racks arc bunmtd in thcsc zs.

Land Acquisitioni for Road Iniprovement

All Land Acquisition (LA) for any public purpose in the state is govemed by the LandAcquisition Act (LAA) 1894 amended in 1984. It is a Central Act and empowers theGovemnment to acquire compulsorily any Land not owned by it but is required for publicutility. The LAA applies to those with legal entitlement to land and structure thereon.

2.6.2.3 Movement Of Hazardous Cihemicals

Movement of hazardous chemicals by road is governed by Central Motor Vehicle Rules,1989 (rules 129 through 137). Besides regulations and precautions to be taken whiletransporting such goods, the rules stipulate availability of a Transport Emergency Card(TREMCARD) with the driver of the carrier which shall provide infornation on

Scott Wifimn Kirklpatrick Draft Final Report

spa d&fi-daapIundnc6y5 . _

............... , .a. snu*. UDIF-,888j{.r.sf Ittn Introduaion

&Xadi-Kithp/quittr iHowdl

hazardous nature of thc chemical carried and also precautions required to handlecniernelicies sucih as spillage and fire. The carriers are also expected to prominentlyexhibit warninug si-ns to inform the public about the hazardous character of their cargo.

2.7 Orgainisationi of Report

The Environment and Social Assessment Report (ESAR) has been organized withreference to the ESAR format given in IL&FS TOR (Annexure - III).

Section I - Executive Summnary

Sectioin 2 - lntroduictioni

This chapter provides backgroundl infomiation of the project, brief description and objectivesof the proiect. description of the project road, scope and methodology of the study. It alsoprovides information on key environmental legislation and the standards relevant to attributesof concern in tne project. Legal aspects related to the land acquisition. construction andoperation of the project are also discussed.

Sectioni 3 - Project Details

The details of thie project are presented in Volume I of the Report. This chapter brieflypresents the background information on the project altematives evolved through engineeringdesign considerations. The suggested alternative - "The Project" - based on theseconsiderations is discussed in tlis chapter giving its major components. The design standardsand construction methods are also included. Traffic projections are also summarized in thischapter.

Section 4 - Baseline Environmental Status

This chapter presents the methodology and findings of field studies undertaken with respect toambliient air, water, soils. noise levels and ecolog to define the existing environmental status inthe area;. It also presents the meteorological conxditionis wlicil goverin the air quality impacts, amajor concem during the construction and operation of the road. The location of industriesalong the existing road and the existing land use is depicted based on a reconnaissance survey.Other relevant secondary data are included on geology, hydrology, hydrogeology and ecologyfrom published information.

Section 5 - Impact Assessment

This chapter details the inferences drawn from the environmental impact assessme of 'heproject" during construction and operation phase. It describes the overall impacts of theproposed proiect and underscores the areas of concern which need mitigation measures. Asumiiiiary of the construction and operation phase impacts are presented employing the matrixmethodology. An analysis of alternatives is also provided in this Section

Scott Wilmin Kirkpatnck Draft Final Report

3-217

- " * ." "'L "Mi I4Iid*Jbi#4Ii. Ulift introductlin

Scetioei 6 - ELnironinicit Mlalunageieit Plan (ENMP)

Tihis chaptcr provides recominiendations for Environmental Management Plan (EMP)-including landscaping for minimizing the neeative environmental impacts of the project.Environniental mionitoringD requiremiients fbr eflictive impleimientation of mitigatory measuresduring construction as well as operation of the project have also been delineated along withrequired institutional arrangvements for their implementation. Budgetary cost estimates formitituation measures are also brought out. Risk assessment (though presented in detail inVolume 4) is included from the environmental perspective. Action Sheets are given to facilitateimplementation of the EMP.

Section 7 - Social Assessmenit - An Introdtctioni

This chapter higzhlights the need for a resettlement action plan on the background of theproposed project.

Section 8 - L'iiid Acquisition Procedure and Entitlement Framework

Issues related to the land acquisition procedure under the Land Acquisition Act (as amended in1984) and the Resettlement and Rehabilitation (R&R) policy are discussed. A framework forentitlement is also given.

Sectiou 9 - Socio Economic Profile

The approacih and methodology adopted for carrying out a verification exercise and a socio-economic survey to formulatc a Resettlement Action Plan (RAP) in consultation with ProjectAfiected Persons (PAPs) is delineated in this chapter. The findings of the detailed socio-economic survey are analysed in this chapter as a prelude to the RAP

Section 10 - Resettlement Action Plan

The details of the RAP are discussed with respect to land acquisition, R&R of PAPs, andstrategy for implementation

Section I1 - Institutional Arrangements

The details of institutional support. monitoring and evaluation, implementation schedule andbudget are discussed herein.

Annexures

Appendices are included at the end to present the detailed data collected during the course ofthe study.

Scott Wilsion Kirk-patrick Draft Final Report

3-2/8

3Project Description

,."**** j . 4. ,.--- I,d4:44 JMddi*,,j ;z*41* L.%'AI"# ai,^@.u rIrJJL.C i.'e.iL7piao"

Kadi,ji-K,iI"I spar Road

3.0 PRO.JFECT I)ESCRIPTION

3. I Project Details

The i\dlii;lid-Nialie; itoad (Si I-4 1) isa .1 IIajol lilnk betwCet Ahlmedabad City nildMahesana. Whilst the road passes through agriculture areas, there are numerousindustrial units existing along the road. The project road runs a total length of 51.25Kms. A 1 1.5 Kml long Spur from Kalol to Kadi takes off from this road at Chhatralvillage (Fi,,ures 3-2/1 and 3-3/1). The project includes the streng-thening and wideningof the existin, carriageway to 4 lanes and widening as a single carriageway of the Kadi-Kalol link road to 2 lanes. At Km 10 on existing Ahmedabad - Mahesana Road, theroad to Gandihiiiagar forms a T junction. National Hig.hwav 8C crosses the alignment atKm 18 followed by a railway bridg;e at Km 19. Northwards, the roa-d at Km 22 passesthrough agriculture land and Sertha village. Here the existing alignment is poor with areverse curve within the village. A new by-pass about 2.5 Kms long is proposed to thewest of the village. At Km 28, a by-pass to Kalol Town commences and a four lane,dual carriageway, starts immediately after this. At Km 31, a road leading to Vijapur onthe National Highway No. 8 at Himatnagar forms a Y-junction. The Chhatral-Kalolindustrial belt starts from Km 36 at Chhatral Village which forms a Y-junction with theAhmedabad-Mahesana Road.

Bcyond Clhilatral the vehictilar traffic reduces and the industries and otiler activities oneither sidc of the road is relatively spread out. T'he road passes through Nandesan townat Km 49 where there is another link to Kadi town. At Km 69, there is a railwaycrossing. Immediately afterwards, a staggered junction occurs with the road to the westgoin, to Bcchirajee and that to the east to Himmatnagar. A four lane road commencesat Km 70.25. Apart from the above major intersections these are about 40 minorintersections (village road crossing). A 60 meter ROW exists for most of the routewhile in case of Chhatral-Kadi road spur the ROW is 24 meters.

On the Chhatral-Kadi road spur the ROW is 24 meters. The alignment is winding inparts with a ROW of some 24m. There are a number of industrial units throughout theroad length. There are also a number of junctions with narrow roads leading off toRajpur and Anakhol at Km 3 and to Karannagar at Km 5. At Kadi there is a staggeredcross-roads. To the north is the road to Nandasan and to the south, to Sanand. The roadsurface throughout the 11.5 Km stretch is of asphalt concrete, generally in faircondition.

There are four rail crossings on this road namely:

* at Km 19 (grade separated)* at Km 26 IFFCO crossing* at Km 33 lcvel crossing* at Km 69 Mahesana crossing

The railway crossing at Km 19 is over road while at Km 26 it is level (IFFCO crossing).At Km 33 the road crosses a single track railway line with poor approach visibility in

Scott *ilson Kirkpatrick Draft Final Report

sp wAUW%, ,,, Zw"ivX.1**7 J-31/1

MAHESANA

Road to -R oad to Himmatnagar (end ot project road)ONGC Nagdr

LEGENDl-- LINK

\)(2 LINK NUMBER

Road tO DangarvaNandesan

Kadi Raipu\

Chatraal

Road to 'Sanand Kalol

0)>< 6 andhinagar

2 rkSertha

(0\ .. NH5Cbeginning Ot project road

Adalaj i(between NHDC L the rly)

kilometre 5 0 5 t0

Scale I

STUDY LINKS

FIGURE 3-3tl

r c..'iYamalUJ .ijo r flu. ,iunlwaana-f1jgiwSana rToject DescriptionKuadi-Kaidu/ x,mr RoadI

agricultural and industrial activity. The number of industrial units that abut the road isabout 37 of 'wicih niore than 10 are major factories like Nirma, Torrent and IFFCO.T'he terrain throughout this section is flat and the road is mostly on embankment. The

- road surface throughout the 51.25 knis of Alimedabad-Malhesana link is of asphaltconcrete and is generally in good condition. As reported earlier, at Chhatral, the roadproceeds westward for Kadi. The alignment is winding in parts with a ROW of some24m. rhere are a number of industrial units throughout the road length. There are alsoa number ofjunctions with narrow roads leading off to Rajptir and Anakhol at Km 3 andto Karanna-ar at Km 5. At Kadi there are staggered cross-roads. To the north is a roadto Nandesan and to the south. a road to Sanand. The road surface throughout the 11.5Km stretch is of asphalt concrete, generally in fairly good condition.

3.2 Analysis of project Alternatives

The feasibility of the project road depends to a great extent on the level of serviceoffered by the alternative routes and the overall journey times on these routes. In thisrespect. an attempt has been made to discover the overall journey time, condition of theroad in terms of the riding quality, the number of traffic lanes, the width of the road, andfrom environmental angle on alternative routes.

3.2.1 Main Carrigeway

Prcsently two possiblc altcrnativc routes appear to exist one on the cast and the other onthe west of the project road. The staning point of this survey is considered from Adalajas thiis area is very close to the Km 19. Adalaj is a land markl emerging as a focal pointfor different directions of movements as it is directly linked with Gandhinagar, Sarkhej -and Alhmedabad.

The following are the locations / roads through which the alternative routes travel. (seeFigure 3-3/2)

Possible Shortest Alternative Route No. I (West - Blue)

* From the intersection of State Highway (SH) No. 41 - State Highway leading tol3cchrajee

* State Highway leading to Bechrajee Road, Two lane carriageway.

* Road leading to Jotana, sinigic lane carriageway to Kadi town.

From Kadi, the road leading to Sanand is a two lane carriageway touching Thorat a distance of 63 km from Mahesana.

* State Highway starting, after Thor and running to Satnala some 3 km fromSanand.


.vu, d0ap2m D"7 '-3/2

Ot .%u. l

t~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Alt60,A.8,2,,,;_}rl°t

-11 5lp llt IL46RDoblou e.,,, ,-v

,5X,Cj.t) , fi^,}lve, tlll'|><tA / Polan^s^w I f>.-J ;,t ^,X.ns- -" . |

S ~ ~~~~~~~~~~~~~~C ..1 .4, tHll*l

It"l ." * VIM"'X;0 ^tS^">\

Vj{ E;Is§ tUt ;.X* ;lUno

;!WII - ZAIW^~~~~~~~~~~~~~~~~~~~GAI

A tlce Kc.i 9A t LADDatsw Et.sS |~~~~ uus^el;t;0T;5^ ,terw ; 1 )- , t.-tX18|1i\,1tA lstt.s a I^t . f A \ ' ' 9

_9oa!!§, ttFt^t >,f 2 <1|^ sz | omcuc"^ ? | z ;~~~~~~~~~~S) AL ,t,,;0g~P. ti A,^

ws u ;t il ,....,. , .w >n>' I~~~~~~~~~~~~~Uw ; ¢| b^7^°ttUtb.i *\,*4ltmXtwpIAAj; 0, 4Cs Kt/- t\-*e:i5w,l),a;\KM

y.h^

^tt^.^.-: t F :^...Sh>S~~~~~~~ 14 ,; ,;, ., 'r;".z.| * | ^|e.~tAR . ,..!._.i; ttl8 | - ;' "^

'A SINL 51 ORET/1EtJTV:f(U

..... ** , .,,,,,,,,, ,,,ULai,tdtitt*-IIj tillt.% 4 WM1 rrlijccl lJ.ecripison

KiIi-KahII .4spur l,tal

* Road takes a right angle turn at Satnala running parallel to the railway line forsome distance and touching villages like Ambli.

. This road meets National Highway No. 8C.

* National Highway (NH) No. 8C to Adalaj.

* A total distance of 124 kms.

The journey time on Alternative Route No. I was recorded as 2 hours 40 minutes. totravel a distance of 124 km. The !eneral condition of the highway was fair with a two-lane carriageway width throughout except the section between the State Highwayleading to Bechrajee Kadi and passing through Jotana (see Figure 3-3/2). The lattersection appears to be a major District Road with only a single-lane bituminouscarriageway having 2m shoulders on both sides. The NH 8C forms a significant portionof the route varying from a 2 lane to a 4 lane road with a high quality surface.

Possible Shortest Alternative Route No. 2 (East - Orange)

- From the intersection of SH No. 41 near Mahesana and SH No. 55 leading toHimmatnagar.

- SH No. 55 to Rampura Intersection

* SH No. 73 starts from Rampura Intersection and passes through Gojaria Kherva,Mewe etc villages.

* StI No 71 starting from Gojaria and proceeds towards Boru and crossing SHNo. 138.

* SH No.' 71 to Gandhinagar.

* Road from Gandhinagar runs towards National Highway No. 8C.

* NH No. 8C to Adalaj.

* A total distance of 75 kms.

Journcy time as recorded on this altemative route is I hour 39 minutes to travel adistance of 75 km. The condition of the road is fair with a bituminous surfacethroughout and offers two lanes for a major patt of the route. About 6 km of this routefalls within NH No. 8Cv with a high quality road surface.

From the Environmental point of view there is considered little difference between thesealtemative routes.

3.2.2 Service Roads

In order to ensure safe and efficient movement of traffic on the project road, it isextremely important to provide service road facilities to segregate local and through


ff p ="dWcbW2=wA=.V. 1473-3/3

- * ..... . , J.., in.. t,, iUJ.e&U*fj -Aun 1 rrt,J,a JJ:au Dn

Kadi-Kalol spur Roadl

traffic. The decision to provide service road facilities depends to a great extent on thelanduse characteristics, location of industrial/commercial/residential activities along theproject road which would be responsible for the generation of traffic. As this projectroad stretches for a lenoth of 51.25 Km from Km 19 to Mahesana compfising sevenlinks characteristics, the service road demand would be related to the above mentionedparameters. Based on the origin-destination of traffic observed on each link of theproject road, the traffic flow on each service road for each link has been estimated aspresented in the Table No. 3-3/1.

Prcsently, the demand by traffic for access to road side facilities is being met by accessdirect from the existing road. When the project road is upgraded to a four lane dividedcarriageway, it will have to maintain a high level of access control in order to ensuredesign speeds on the main carriageways are achieved. It is, therefore, extremelyimportant to plan and design the service roads and median openings to satisfy both thelocal traffic movements as well as the through traffic.

Keeping this in view, six service road options have been considered (Figure 3-3/3 & 3-4/4).

* Option I A A four lane road made up of a 7m wide strengthened existing roadplus an additional new two lane 7m carniageway together with a totalof 28 Kms of service roads located both sides of the maincarriageways at selected locations.

* Option I B As I A but with a total of I I Kms of service roads located both sidesat Kalol Township.

* Option IC As IA but divided into two construction phases. (a) Phase I being of18 months duration between 1-4-98 to the 30-9-99 covering thesection from Km 19 to Km 35 and (b) Phase 2 of 24 months to beconstructed between 1-1-2002 and 31-12-2003 covering the sectionfrom Km 35 to Km 71.

In the case of these three options toll collection will take place from all motorisedvehicles at four Toll Plazas situated at Km 20 and Km 68 and at the beginning of theChhatral and Nandesan Spur roads.

* Option 2 A four lane road made up of the strengthened existing road plus a newcarriageway together with service roads extending both sides for thecomplete length of the project road.

All commercial vehicles (trucks, buses and LCVs) must pass throughthe main Tolls at Km 20 and Km 68 in this system. Non commercialtraffic, however may enter the service roads around the main Plazas atKm 20 and Km 68 and travel from one end of the project road to theother without payment. Should they enter either main carriageway.however, through a minor toll (6 of which are proposed) they will becharged.

Scott Wilson Kirklpatrick Draft Final Report

3-3/4

TOLL CONST RE.ARKS

Dz o

> I.-w a-tr 0

EXISTING RAILWAYEMBANKMENT

r G _S -*| ||A IA OPEN SYSTEMMTP \ ~ ~ ~ ~ ~ ~~~~~SR M4C MTP

IFFCO CROSSING IROOIBEING CONSTRUCTED

PROPOSED-IROBI

STP STPKA LOL|

A 1B OPEN -fSrE14NIP [McRMMP

EXISTING RAILWAYEMBAHKMENT

PHASE-2 A1.1.2002- 31.12.20031f ~~~~~~24 M ON T H S

/PHASE-1 II.L. 55 20AIII PROPOSED + | ~~~~1T MONTHS STP A S1P IROBI

OPEN SfYSTEM4

ofuTr \ t = b - l " | 2 [MC my \A IC TWO ;4ASESI ~ ~~" TEMPORARY TOLL PL^AZ

IFVCO CROSSING IRO81BEING CONSTRUCTED

CHAINAGE Is 20.5 IMTPI 36.5 ICHHATRAL JUNCTIONI £15 INANDESAN JUNCTIONI 65.S IMTPI 70.25N341(143 , . . I I I I

n030 g0o so 60 70

TOLLING ANDCONSTRUCTION OPTIONS (Sheet I ot 2)

(SCHEMATIC) Scott Wi(son Kirkpatrick (I) Pvt. Ltd.

TOLL CINST RE-MARY.S

LU o

EUBAN111E . , . , '

' ' ' O1 Z

MtBtsPET -J4E VtAY POINT * .z

t~IO N7 1TP[ S1,C . ,ROPOSEC

lR031 0

k_ ,< ws=~~~~~~~~~~~~~~~~~~~~~P_MTP

MT

B 2 CLOSED SYSTEt

'MT' FOR COME A FFCO CROSSING IROSI

ICLES PREI'ENTED EXIT FOR COMMlERCIAL BEING CONSTRUCTEDVEMUCLES PREVENTED

CO0MI14 VEHICLES COMM. VE HICLE 5PREVENTED PREVENTED

ENBANXW rPROPOSED

IROBI

SYXST

_____________________ -___--_'_;_,_-___---____ _-_ _= A 3A O. -ER SYSS EI

- 47 Lv

R..MC MTP

EXISTING rENTRY FOR EXIT FOR C6MM.

RAYWAY COMMUtat> tIFFCO CROSSING IRORI ,VEHICLES

EMBANIQ4EXT- VEHICLtS BEING CONSTRUCTE. PREVENTED PROPOSED IRO91

/}( XPREVENTED STSTP _

A .O

A 33 OPEN SYSTEM

m1p 1IC - LpPS MTP __

VEXIT FOR CONKTED ENTRY FOR COMM. LEGEND:

rxCIaES PREVENTED . VEHICLES PREVENTED MTP -Main Toll Plaza

IMAGE s 20.5 IMTPI 36.S-ICHNATRAL JUNCtION). 4.S-INANDESAN JUNCTIONI 6B.S IMTPI 7025S Secondr Toll Plaza

K14) L I I -1 -t L f r - _. 2 t _L ' ~ ~~~~~~~~~~~~~~MRTP- Minor Tioll Pla:za

20 30 so 0 70 MC - Main Carriaceway

SR -Service Road

TE: Commercial Vehicles

PS Paved Shoulder

are Trucks, Buses, LCvs.

TOLLING ANDCONSTRUCTION OPTIONS (Sheet 2 of 2)

(SCHEMATIC) Scott Wilson Kirkpatrick (I) Pvt. Ltd.

* .. .. -.- I.... rrojeca jit:ecLrptoun

Kadh;-AaInI .pur Roiad

* Option 3A In this lavout the dual carriagewav has service roads on both sides butwhich commence aller the main tolls at Km 20 and 68 and thus alltraffic whether commercial or non commercial must pay a toll.

* Option 3B This is similar to Option 3A except that service roads are replacedwith a 3m wide paved shoulder. All traffic pays at the main Tolls atKnm 20 and Km 68.

TARLE No 3-3/11Trafric Volumes Link wise on (IIe Service Rloads

LiOkI IYear )aily Traffic AADTNiode\TrafiC 1996 2005 2015 1996 2005 2015Car 77 154 261 97 197 333Scooter 43 92 160 49 104 182Auto 7 15 25 8 17 29Trucks 38 69 109 64 117 183BicVCcles 77 81 89 130 136 149Animal Cart 9 9 9 15 15 15Total Traffic 251 420 652 363 586 891'Itotln PCUS 329 535 808 .507 805 1197Linki 2

Year Daily Trafic I AADT

Mode\Traffiec 1996 2005 2015 1996 2005 2015Car 43 87 147 55 III 188Scooter 296 631 1096 337 719 1251AUto 352 710 1201 417 842 1424Tnrcks 132 243 380 224 411 643

BiCycles 54 56 61 90 408 102Animal Cart 33 37 37 56 62 62

Total Traffic 911 1764 2922 1179 2553 3670TOtal PCUs 1233 2165 3362 1806 3246 4714Link 3 .

V'ear Daily Traffic AADTMode\Traffic 1996 2005 2015 1996 2005 2015Car 899 1815 3068 1148 2317 3917Scooter 1874 3975 6939 2138 4536 7919Auto 132 267 451 156 316 535Trucks 730 1339 2095 1237 2268 3551BicvCICS 77 81 89 130 136 149Animal Cart Q Q 9 15 *I 15Total 1Trafric 3722 7486 12652 4824 9588 16086Total PCUs 4269 8198 13392 6269 11893 19259Link 4

lYear Daily TraffMc AADTiMode\Traffic 19961 2005 20151 1996 2005 2015

Scott Wilson Kirklpatrick Draft Finial Report

_d~~~~~~.x.81~~~~~~ 3-3/ 5

j ' A""s'"!.4"c4' ji" 'asia orrJe'c JJwripLsOn

Kusli-Kalol spur Ro Ij,l

TABLE No 3-3/1Traffic Volumes Link wise on the Service Roads

Car 12 24 40 14 30 51Scooter 50 107 187 57 122 213Auto 9 18 31 10 21 36Trucks 9 17 26 15 27 43Bicvcles 656 689 761 11041 1160 1281Animal Cart 14 14 14 22 22 22Total Trafric 750 868 1058 1222 1382 1646'ITotal PCUJs 5(9 597 730 826 949 1139Link 6Year Dailv Traffic _ AADT

Nlode\Traffic 1996 2005 2015 1996 2005 2015Car 32 64 107 40 81 137Scooter 78 166 290 89 189 330Auto 9 18 31 10 21 36Trucks 41 76 119 70 128 201Bicvcies 774 813 8Q8 1303 1368 1511Animal Cart 37 37 37 62 62 62Total Traffic 971 1174 1482 1574 1849 2277Total PCUs 886 1094 1384 1452 1761 2193Linil 7 .

Year Daily Traffic _ AADT

NtiodeXTraflic 1996 2005 2015 1996 2005 2015Car 187 378 639 239 482 815Scooter 72 153 267 82 174 304Auto 29 58 98 34 68 116Trucks 23 43 67 39 72 113Bicvcies 67 80 88 112 134 148Animal Cart 14 14 14 22 22 22Total Trafric 392 725 1172 528 952 1518Total PCUs 4641 789 1224 663 1096 1672

Table No 3-3/2 shows the service roads proposed in Option 1.

TABLE No. 3-3/2Service Roads at Dilferent Locations

West _ East

Chainage Length Chainage LengthA. rTvxv Rued of 5.5ni rivm 26.5 ht 4.5 km A. Saviix Road u5..5m ium. 26 Km to 5 Km

311.0 ni~ 31_______ Kai_ _ __ _ _

UI. Siia Road uf3.5m jIn 34.5 km to K.5 Km IL S&Tviw Road o 3.5m rum 34.5 KIn IL5 LSK43 n Kmto 43 Km

C. Smixw Road or 3.5m irhn 69.5 Km ti (.5 Km C. Se;vic; Read of 3.5m Inun 69.5 Kin I Km710 Km tso 70.5 Km

1 X1 13J; Fim~~~~~~~~~~~~~~~~~ I-LS K

Scott Wilson l;irkpatrick Draft Final Report

_<skiwirds,.>331r7 3-3/6

* - .*. . J- - ~ ... d.~..144al ad,dIi (~t~iti.iME

Kai;aJ-Kidid 1 vr R bvad

3.2.3 Sertha Bypass

A dual carriageway bypass (Figure 3-3/5) sonic 2.5 kIns long is proposed to the west ofthe Sertha Town to take all through traffic out of the town. As an alternative it has beensuggested that a circular system be provided comprising a single carriageway westembypass around Sertha Town for northbound traffic whilst the south bound traffic makesuse of an improved existing carriageway through the town itself which however is notthe recommended option due to several reasons as provided below. The following pointsarisc fi-omi thtis latter alternative:

1. The bypass would need less landtake. Length 2.5 Kms. Width dual carriageway= 35m. Single carriageway = 23m. Thus saving in land (2.5 x 1000 x 35) - (2.5 x1000 x 23) = 30,000m2 = 3 Hectares.

2. The cattle culvert which is proposed across the bypass will be shorter in thesingle carriageway case 25m - 13m = 12m saving.

3. The project road has been designed for 100 KPH, thus through Sertha Townwhere there are a number of narrow sections between buildings it will, becuaseof local traffic movements be necessary to improve the horizontal and verticalalignment and to provide where possible service roads. It is estimated theseservice roads, located both sides of the main cariageway will be a total ofapproximately Kms 2 long.

4. Providing a main carriageway through Sertha, with traffic travelling at a highsp-ed is likely to cause more accidents than on the bypass itself which lies inopen country.

5. The noise and exhaust pollution will. if the traffic is allowed to pass throughSertha steadily increase. This will effect particularly the people living alongsidethe road. By building a bypass such pollution will be moved away from highdensity habitation.

6. Because of the local traffic and pedestrian movements Sertha will need to betreated similarly to Kalol and the provision of an underpass, possibly two, builtto allow traffic movements from one service road to the other.

7. The purpose of the bypass was to relieve the town of traffic (some 28,000 pcusper day two way at present). Wliist providing a single carriageway through thetown will temporarily relieve the through traffic by eliminating the north boundstream by the year 201 1 traffic will have increased to over 35,000 pcus per dayin one direction, in excess of the present traffic. The case for using the existingroad as a ,iiaini carriageway whtilst iiitially attractive will gradually become lessso as more congestion occurs occurs within Sertha itself.

8. On the basis of a single carriageway one way system the distances travelled toreach ones destination will increase. A vehicle coming from Ahmedabad and

Scott Wilson Kirkpl)atrick Draft Final Report

. wN? 3-3n

i r ; * i -

; * v --. v. Z-

6~~~.-*~~. .. ..*.O E A l At

_ ._ .:s. - _3

au* r~~~~~~~~:.*. .*aj ~~~~~~~~~~~~ *~~~~*owr

.1~~~~~~tu

PROPOSED A L I C.NM5NT 7

su-}j*))ii41X&-44,&J: S t-a88^--s-.s2.28ub r(iject: wescripio7nA~ ~~~l iii;- glul -*.llt l U £fu rjclli.CtpLt

wishing to go to Sertha Town will now have to travei to the northern end of thebypass and the turn southwards into Sertha. If the vehicle has to travel over 4kms more than previously. A similar situation will occur with anyone wishing totravel to the northern end of the bvpass from the Mahesana side. They musttravel through the town of Sertha enter the bypass at the southern end and travelnorthwards almost the complete length of the bypass to their destination.

9. The difference in cost in building a single carriageway bypass including a cattleculvert and relurbisihing tihe existing road adding service roads including anunderpass(s) through Sertha when compared to a 3..5 km dual carriageway bypass as proposed is considered small. The bypass as proposed, however, willconfine Sertha to local traffic movements reducing both accidents and pollution.The town itself relieved of progressively higher amounts of traffic can bedeveloped for local traffic movements.

10. The advantages of Sertha town being developed without a hioth speedcarriageway being built through it together with the associated savings inaccidents and higher pollution outweighs any initial advantages in providing asingle carriageway bypass. The case for building a dual carriageway bypass in thefirst place is therefore particularly strong.

3.2.4 Changes on the Vertical Alighment due to Severance

It may be necessary to move some of the public utilities to make provision for the roadimprovements. In general terms it is not anticipated that the relocation of these essentialscrvices wvill causc spccific problcms. I lowcvcr. it is possiblc that the location of theopticle fibre cabics. or piplines were not located at their reported depthis. It they areshallower than the reported depths they may delay construction works. It is unlikely thatthis potential problem would be identified until construction workls have commenced. Ifshallower depths were found, the easiest solution would be to amend the verticalalignment. However, on the basis of the reported information available, the potentialproblem is not anticipated as major. Thie result may be some slippage or modification tothe construction programme.

3.3 Existing Traffic System

The Mass transport needs of Gujarat state are currently met by buses, trucks, and taxis.At present, there are three mechanised modes of transport: Highways, Railways andAirways. The higlhways play an important role in transfer of man and materials to andfro as well as witliin the state. The total number of registered vehicles in the state haveincreased from 4,58.504 in 1980 to 32,20,276 in 1995 (Table 3-3/3) . Similarly inMahesana district, where most of the project road lies, the total number of registeredvehicles hiave increased from 95.978 in 1991-92 to 1,50.225 in 1995-96, as per therecords of Regional Transport Office of Mahesana (Table 3-3/4). The bus system isoperated by the Gujarat State Road Transport Corporation, Ahmedabad supplementedby private operators. Similarly, goods traffic is mainly transported by public and privateoperators.

Scott Wilson K;irkpatrick Draft Final Report

sp_tsChdup2bo3eX1.47 3-3/8

r ut.wolJIIIv .:a4EIv Jor Ijil .-i unw:.aunua-ig jaglww u na rr?0JEa( sAiCrCIpSAIJf

Kadi-KanI spur Rotdl

Table 3-3/3Numbiiler or miotor Vehicles ltegistered il Gujalrat

S.NO CLASS OF VEHICLES Ason 31st March Ason 31stOctober

198) 1985 19941 1994 1995 1995

I Motor cvcics 241165 566813 1257826 19001389 2109897 22525582 Autorick shaws 31S53 52861 ' 98917 127807 137335 143003

3 Jccp 14328 22110 33796 48168 51750 549994 Motor Cars (Tlhrcc and 52817 82836 141584 200205 222049 239864

Four wzhccis5 Taxi Cabs 2896 6354 *9069 25308 27581 27875

6 Passcngcr Buscs 10)997 16933 19768 24944 26798 274547 School Buscs 2(6 217 243 287 301 318

8 Privaic Scn'icc Vcihicies 751 1472 2027 2882 3026 3104

9 Good Vcuicic (including 44392 76015 119461 178612 198187 210301

Tcmpos and three wheelervehicles)

to Trailcrs 25461 5(0853 67828 92624 102428 109119

11 Tractors 32492 61400 85386 120951 134479 144063.

12 Ambulances 575 912 1285 1611 16701 1709

13 Otchers (including policc 1371 1969 3154 5194 5665 5909i.ans) _

Total Z48504 9140745 184(0344 2728982 3021166 3220276

Source: Commissioncr of Trmnsport. Gujaram Statc. Abmcdabad

Table 3-3/4

Statement Showing the No. of Vehlides Registered in the Office ofRegional Transport, Mahesana, Gujarat State during the last five

Finianacial years

YEARSS.NO TYPES OF VEHICLES 1991-92 1992-93 1993-94 1499-95 199.-96

Motor Cvclcs & Scooters 34534 34316 45501 52487 61532

2 Mopeds 9893 10710 11779 12988 14520

3 Autorickshaws 4955 5465 6282 7015 8112

4 Jccps 6473 6992 747(0 7967 8749

5 Three whcclcd motor cars 68 68 68 69 646 More than th=c wheeled 4243 4706 5394 6099 7005

motor Cars7 Taxi cabs 1768 2227 2662 2850 24068 Passenger buses 87 127 234 306 3299 School Buscs - 7 7 7 7 7hi Privc Service Vehicics 171 181 2104 219 233II Police vans 65 (6 68 68 6912 Trucks/Carrcrs 7578 8002 8525 9156 992313 Tankers 309 349 385 423 450 _14 Tcmpos 357 422 502 529 79815 Otihr light goods vehicles 1.347 1370 1419 1445 1 4616 Trailers 1(3397 11202 12082 12916 13982

Scott Wilson Kirkpatrick Draft Final Report.- ~~~~~~~~~~- /

rea.miI2LWI .r,Jiiffl'r L' a,la,inwRro-jeiuIze. UHI Proj ect DescrnpionKadi-Kulol sptr Roioad

Table 3-3/4

Stanneeni Sho"ving tbe No. of Vehicles Registered in the Office ofRegional ranlsp)ort, Niallesania, (Gsjamr:tt State dulrinig (fie last five

Fi.iamiacial years

Y'EARSS.NO TYPES OF VEHICLES 1991-92 1992-93 1993-94 1994-95 1995-9617 Tmctors 13526 14938 16278 17853 19850is Ambulanccs 69 77 82 82 8719) Olhcr vchiclcs 1311 179 197 2111 250

Grand Totl 959781 10640(4 I 1914X) 132753 150225

The vehicles plying on the project road include all types of vehicles like Buses, Trucks,Cars, LCVs, Autos and Scooter/Motor Cycles. The project road not only caters to thelocal regional & out of state traffic but to traffic generated from outside e.g.Ahmedabad, Gandhi Nagar and Mahesana districts.

The road surface is in satisfactory condition despite being highly congested. A numberof industries were eqtablished alongside the project road especially during the pastdecade which have added firther to the traffic movement on this road.

3.4 Future Traffic Projectiotls

This study indicates that average traffic growth rate in the study areas is of the order of1v0% per annum. Traffic growth rate at different locations vary and generally rangefrom 3.87% to 8.83% lor cars, 3.87% to 7.26% for buses, 3.18% to 7.5% for trucks,and 3.87/o to 9.53% for scooters / motorcycles. The traffic growth rates for each blockof five years upto 2030 are presented in Table 3-3/5. The Projected Traffic Volumes inthe present year, in the years when the existing two lane and the proposed four lane roadreach their maximum capacity and in the ultimate year 2030 are presented in Table 3-3/6. As per World Bank norms absolute capacity (PCU's per day ) of 2-lane road is35,000 and of 4-lane road is 1,10,000. The different links reach their maximum capacityin different year. The PCLJ factors recommended by the Indian Road Congress(IRC) arepresented in Table 3-3/7.

Table 3-3/5Trafnic Growth Rates

Year Car Scooter/ Bus TruckM.Cycle

1996-2000 8.83 9.53 727 7.52000-2005 7.55 8.07 6.27 6.552005-2010 6.12 6.50 5.32 5.32

2010-2015 4.66 4.97 4.36 3.862015-2020 3.87 4.11 3.87 3.602020-2025 3 ;.87 3.87 3.87 3.182025-2030 3.87 3.87 3.87 1 3.18


s>^¢"'< ~~~~~~3-3/101(

. .Aoject DecscriptionAd,Ii-A: sInI spur Rviasd

Table 3-3/6Lizikwvise Projectedl Iraffic Volutimes

LinkJ Trafric Volumic Ycar1. 27027 1996

36444 2N)W110192 2024

. ~~~~1.336f; 20)30}2. 27736 1996

34707 1999

112686 2024138177 2030

3. 25922 1996_ 5214 2(X)

109128 2024134596 2030

4 31283 19963638X 1998112739 2020

159154 20305 10)620 1996

35489 2017

_56241 2030

6 22334 199634468 2002

________ 1)X6 2029

__________ 113982 2030

7 21-048 1996i _________ 134420 2(X03

_____________ 104323 2030)

* in the prcsent ycar, 1996,* in the years when existing, 2-lane road and proposcd 4-lane road reach its maximum

capacity and* in the ultimate year 2030* As per WB norms absolute capacity (PCUs/day)of 2-lane road is 35,000 and 4-ane

road is 1,10,000.* The different links reach their maximum capacity in different years.

Table 3-317PCU Factors as Recommended by IRC

PCU Car Scotter/ Auto Truck I Tractor Cycle Horse BulocMotor Rikshaw Bus Trailor Rikshaw Cart CartCycle/

- . - ~~C ycle _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Factor I 0.5 1 1 I 3 4.5 1 1.5 4 C 8


ap_Mbdm.p2mdmnX3I~7 33/11l

A " .ii A4Mi ..... j,Ar MLC . . . .. (... ,Uu rr'ijL wrtp*wf

Kadi-Kaol oispr Rotil

3.5 Project Activities

Tile project envisages the following main activities. namely

* Building a new 7 m wide carriageway on the west side of the existing road,approximately 51 Ikm long. Where possible the existing road has been retained forstrengthening. However at two locations detailed below, the new carriageway willhave to be built on the eastern side of the existing ROW.

1. At Kmi 49.6, lor somle 500 m(icirc or so, thc ItOW is only 3740 il wide. *I'hishias resulted in insuflicient widthi remaining between the western ROW edge andthe existing road to provide a new carriageway on the eastern side of the existingroad with the need to cross the existing road in two places.

2. At Km 62.6 a tight horizontal curve (180 m radius) has revealed a similarsituation. In this case in switching the new carriageway to the east a largerhorizontal curve (approximately 330 m) has been inserted.

* Building service roads commencing with the east road followed by the west serviceroad, 28 Km in all,

* Reconstruct parts of the existing road prior to strengthening,

* Strenghliening the existing carriageway (7 m wide) over a distance of some 51 kms.,

* Buildin- access roads between the service roads and carriageways and between thenew and existing carriageway,

- Extend existing drainage structures under the new carriageway and service roadsthroughout the alignment,

* Build three cattle crossings, consisting of 3 m wide by 2.5 m high boxes, situated atKm 22, Km 40 and Km 52,

* Build two underpasses 4m wide by 2.5m high between service roads on the Kalolbypass at Km 29 and Km 30,

* Build two underpasses 3 m wide by 4.5 m high through the railway embankmentsand road works,

* Construct 4 Toll Plazas, two large and two secondary Toll Plazas,

* Build a bridge over Railway at Km 69 including approach embankments and roadwQrks.

* Provide new railway gates and lights at Km 32.8

* Strengthen Chhatral-Kadi Road, provide 7 m carriageway with 2.5 m wideshoulders, 1.5 m paved.

The construction work- is likely to be completed in two phases. Phase-I commences inApril 1998 and will take 18 months to complete while Phase 1I commences in January2002 and will take 24 months to complete. Construction of Chhatral Kadi link will take6 months and commence immediately on completion of Phase II (Figure 3-3/6).


3-3/12

CONSTRUCTION PROGRAMME OPTION IC (Phase 1I

VAtaTI1 CObHtENTS

TA -- |^tt |"| tItt I| "I|^|||@ ||I MobItee aeup Sk. offices -- _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

2 Sall Ed qo E S C8tsriey4Saw Roaes -_ _ Set out est carnag.evay f(mt. tollo_ed by east Service Roads Finally west Servite RoadsS Uadsrpaae 2 No. T underpasses to be sited near Kalot Township4 Cato Ct OeIeg I N"a (Sht" _ype__ One at Seitha BypassS Oparkhe h _ _ . 4 Km 11 2. C orlcwnceeelon__ej _obe undertaken by ftailwaysS lCtiut"IRollmyaCroauing

TO be undertaken by Itaitways, and Cansess*.oa;re

_ Ctvattts d l t£S * itio o Uko _We 1_ N i__a_ _--- _-C.emeSba alE Oerrbsewqr sad SAW bruise bade ~~~ ~ ~ ~ ~ a o obeexenedRbuldon xitig uer ad ep,ofekstn siutue

D Sub"o Wttttt Co rrit tagaway I -I

11 rhO"wzc _ _ = {d t _ = 1 _ _ _ _ 8 _ _ I4 d fAW Nozw main carriagewfay including Serth Bypass Open to .ecby I at February 199912 2esse WesiCans ___a_o_a_13 WeenniCalve tAC Wed CtC _wo KD IF | -- -

IS Subgrede E&W Sarvce Noada

ii Sub-abe" EaW Servvtc Roads&

I? ease E8W SerAce Roadt N _ A Ws Sv RIads

IS Bass OEM EAW SsrvIca Roeas= 41 Wasntng Cvem AC EAW SevIc Roads

20Malnlennce d ewei road --- I121 Rebuild etsbng road Existing tcariageway22 Stlraottlanina itinr Carrdapa_y D_3 _ f It Existing cartiageway

23 Straigtt E xtgSiohnj Carrta5eirri AC Exiistin ocarriageway Open to traftic or- 1-iO-i99924 tPotazs 2e _. .l One large. One lemporary25 Tric uignts a signs j _ _ _T:allic signat gales at Railway Craostng 9 warning signs thro.-,hout

1:_ Mremae t!jrri wulisoa

CONSTRUCTION PROGRAMME OPTION IC (Phase 2)

fAOf4TH Yew .tl COMMENTS

TASK I AFUAMI1,A a 4* 0 3 SMinAU Jagii 053* a0 MA

ROAD FROM KM 36.0 TO KM 70.26 5 I _I Moblle " UV su c* Oices

2 Set o Works E Ca*'apwar A _WVO _lOSf _ _ 4i 4t o.4rSeo t carIa ges ay irwty folkw.c by *al Serv oe Roads Fna2fy well Servie Roas3 Ctb Ctossongs 2 tJob 04 k 4 and km 52

4 BrIdge Cit N t(Rw nbaclet £ COrtewio) Complete in 2 years To to urdertaken by Ralways and Conseil onsie

5 C ets& Mttom Oridge S0 No. 50 No to be extandeS Repak of OeNs" t'uCtureal

_ Centhibuen e4 W Catsggvt tt 5 W rliti Roadst 4 ___ 1 _:1____ -rerlviok _ w _aft- _It - i -- -o7

, Subsdst won -arrlsg.v__a Subbse Weu Cantagewa

t tAse Wmt Cam.ge__ay Newv main cairrywaV Open to b1 irc lby Ist Febtuary 2M3

I I Wearki Course AC West CarIgwayw

12 EafllwmdrIE lWVVerslcefRoads

'I Subgro EIVW S.__t_ Peed_

14 Sub-banEI 1W Sevce Roads J _

S Bass E IW Se5AN Road _I I I INe Esst a Wt Sx Roact

Is Base CIMI SAW somice PoM$o

17IW*Weaki Course AC LSAW ser*emad

1t Maktence d n u rad - - - -LL 124 44+120 Rngt hxnkig d _1 f _- Oe. ,Ixistinggcafnagswa

20 SIF91lninsEltig Camn -VoB OS _4 _ f{|1"l if- bat ~-- E __ ing ca,nIagaway2 Strenguening cstn9yAC Eitgcagnageway opento traffnican011-0 _C

22 Tral P4n$ 3 N 1 A sig-o large, two small and nsrrew bmPOr ry of$'& Km 3523 Ttff sqtaenls asnss I I r.A 4 T ffl _ . , 4__Irnic I-onit golt of tRsgwlv Crosn-I1 ILwing ogns throughout

_CHMATR^L KMN ROADll ___.. s+ }tL_I

24 MottlIn seup see offic25 RefurbIsment of Satetba Cutaerl26 Eathwork on e__tei side of Cwey

27 Subgrd end Sand _tmpleted by 3u0204

23 Weamr Course- ACSO Traff| SIgnals V s3igns - Th.

W, M_ntsd _r

†4 fCJ 444 4..#{8 .444J &~4dd- j--f S*4 b~d '4 ' - .1 .

fadiul-Xedalllsputr let}{ad

Phase I consists of the section from approximatelv Kml9 to approximately Km 35including 13.5 of service roads. Phase 11 is from approximately Km 35 to Km 70.25(South of Mahesana) and includes 14.5 kms of service roads.

The prourammc in Phasc II inclucdes a bridge over the railway line at Km 69. It isassumed that the Railwavs will supervise and arrange a contractor to do this work. Thelatter is likely to take the total construction period of 24 months, thus it needs to becommenced within the first 3 months of the construction period.

Throughout the alignment there are 65 culverts (pipe and slab) and two minor bridges tobe extended under the new carriageway and service roads. In addition there is a need torepair some of the culverts. along the existing road. One culvert needs reconstruction.Work on culverts and minor bridges will be a continuous process in both theconstruction phases.

In addition to the above structures in Phase 1, the following must also be built. Twounderpasses 32 m wide x 4.5 m high through the railway embankment at Km 19. Theseare for non-motorised movements and they will provide access to such traffic throughthe embankment without having to make use of the new dual carriageway facility.

Two underpasses consisting of 4 m wide x 2.5 m high reinforced concrete boxes are alsoproposed at Kalol town (Km 29 and 30) in Phase I constructed from service road toservice road to accommodate cars, autos, motorcycles, cyclists and pedestrians.Additionally three 3 m wide x 2.5 m high reinforced concrete boxes are proposed ascattle crossings at Km 22 (Sertha bypass) in Phase I and Km 40 (Indrad village) and Km52 (Vadpura village) in Phase II.

Two large Toll Plazas will be constructed one at the southem end in Phase I atapproximately Km 20 , and the other at about Km 68 south of Mahesana in Phase 11.Two secondary plazas are at Chhatral in Phase I as it enters the SH 133 and the othernear Nandasan in Phase II on the road to Kadi will also be built.

A temporary Toll Plaza to cover traffic entering and exiting the system under Phase Iwill be constructed at Km 35. This will be removed on the opening of Phase II.Throughout the construction of the new works west carriageway service roads etc. theConcessionaire / Builder will be responsible for maintaining the existing carriagewayprior to strengthening.

3.6 Plant I Equipmenit to be used

The completion of the work programme will involve a two shift system of works. Thelist of the plant I equipment expected to be used is shown in Table 3-3/8.

Scott Wilson Kirkpatrick D)raft Final Report

3-3/13

, *w A*d'^* j.* .*4*4*1,1 ,E*RS **J4 . IZIJud'If¢#SS##tbh4Idi Dt'.Wj #Ej - r-rrotec iiesripstun

Audi-fal ard.vpurr Roat(d

Tal)e No. 3-3/8List of PlI:n/ICtiuipcnl it exp CCICd lo be used

Generators Damper/TippersCompressors Survey EquipmentWater Tankers Water PumpsMotor graders Vibrating- RollersSmooth Wheeler Rollers ScrapersDozers ExcavatorsAg,re!,ate Crushing/ Screening plant Pugmill for mixing of wet mix macadamTandam rollers Hot mix plant of minimum 40 Ton

capacity

Plavers finislher witlh electronic sensor Meclhanical Paversdevice

Bituminous sprayers Mechanical Sweepers

Bitumen Boiler and sprayer. Concrete mixer with weigh batchingfacilities

Concrete vibrators Dewatering pumps.

3.7 Material Requirements

The following materials will need to be procured:

(a) Eartliworks - fill. Because of the depth of pavement this is likely to berelativcly small

(b) Watcr(c) Subgmde material(d) Sub-base - Granular Material(e) Aggregates for cement concrete(f) Aggregates for base wet mix macadam(g) Aggregates for base Dense - bituminous Macadam(h) Aggregates for wearing course - Asphaltic concrete(i) Cement(j) Reinforcing Steel(k) Bitumen.

In the case of (c), (d), (e),(f).(g) and (h) the materials will need to be crushed at aquarry, transported and stockpiled near the project road. It is estimated that 1.5 millioncubic meters of aggregates will be required of which some 30,000 cubic metres may bestockpiled near the project road in each phase, sufficient for 14 days work. Possible -locations for stockpiling are between Km 33-34 in Phase I and at Km 50-51 in Phase11.

Quarries are located at Himmatnagar and Chitrasani 73 Kms and 85 Kms respectivelyfrom the nortlern end of the road. Additional quarries are located at Vadagamn andWatrak, however, these are some 105 Kms from Kalol. It is considered that thecontractor will haul crushed material from quarries to a location for storage where he

Scott Wilson Kirkpatrick Draft Finil Report

pddwa-w. 538^ WIM3-3/14

- -. ~ ... l.... .. . .. S...Kadi-Kalol spur Road

will set up his plant for production/manufacture depending upon the variousrequirements of the project. It is suggested that the llant for the production of materialsiiiigi.t be sited betwccn Km 33 and Km 34. Thlie guidelines for storage of construction

- material, upkeep of haul roads and sitting of alphalt paint is covered under thespecifications for road and bridge works (IRC publication). Figure 3-317 indicates theexclusion zones where labour camps, asphalt plant, plant yards and materials storagewould not be permitted. The guidelines for storage of construction materials, upkeep ofhaul roads and sitting of asphalt plant is covered under the specifications for Road &Bridge works (IRC publication)

3.8 Construction Schedules

Construction work of Ahmedabad-Mehesana Road including Kadi-Kalol link will becompleted in two phases. First phase is of 18 months approximate duration and PhaseII of a 24 month duration. However, the actual time taken to complete the project willalso depend upon the availability of funds and material. The construction schedules arepresented in Figure 3-3/6.


3-3/15

macnesnan

oaLcl tno\ Eechor ",XI\

r.ood tn -- rod tn llimrmintnnn -o (enrJ or prrn rCt roQci)rIFJr: !NJ. giut I'l y I ., ,, , 1 ,

Ut kri' /U

Toal PLaza (km 681

rood toNandosa Dangarva

Ka ,ran RajpurI rood to hatrvhatrl

I Soncnd roci to tKrroad to Himnatnogar

- Sonand ;, road to Vijapur

road to Sanand * Gandhinagoar

IFFtD RIy crossing

ertha Toll Ptaza (km 201

Rly cross8Ing or orolect roId

tz %eteen NHSC 19 the r(y)

I .

IAonetreS O 10

Scale I

Q Exclusion zones for -labour camps, asphalt plani, plant yards.and materiat storage

* ~~~~~~~~~~~~~~~~~~~IIndicative map of project road L

Ahmed FIbad

FIGURE 3 -3 /7

4Baseline Environmental Status

lgi-A4###-tftl Avlfr l£R(hil

4.0 BASELINE ENVIRONNIENTAL STATUS

4.1 liitrodtictiou

This Section incorporates the description of the existing environmental setting in the study areafor the project wvhich extends upto a distance of 1 km on either side of the aliinment forconducting detailed studies and 5 km on either side of the alignment for collecting data f*omsecondary sources. The total length of the project road is 51.25 km which begins at km19/000 and ends at knm 70/250 of Ahmedabad - Mlahesana state highway.

Reconnaissance and survev of the study area was carned out by the consultants team in themonth of October, 1996 for the selection and finalization of the sarnpling locations.Monitorine for ambient air quality, noise levels and continuous monitoring of NOx, CO andHC levels during peak- traffic periods was carried out at various locations at selected sampling'requcncies. Traflic count studies also tformed a part of the field surveys which were helpful incorrelating tile monitoring results. Surveys were conducted for assessing the ecological statusalong the alignment.

Identification and prediction of impacts fomis the core of an Environmental ImpactAssessment (FIA) study. Base line description. which involves collecting data on theexisting status of the environment helps in identification of impacts. 'I'able No. 3-4/1presents the overview of methodology adopted for primary observations in the projectarea.

TABLE No. 344/1MIETIHJODOLOGY A DOPTED FOR DATA COLLECTION

MIETEOROLOGV_Parameter Instrument FrequencyWind Wind Vane Every hour/continuousDirectionWind Velocity WVind Cup Every hour/continuous

AnemometerCloud Cover Visual Observation Every hour/continuousAIR QUALITY_Parametcr Instrument Frequency IS codcSPM HVS 8 Hrly 5182(P-IV)S02 HV'S 8 Hrly & Peak Value 5182(P-11)NOx HVS 8 Hrly & Peak Value 5182(P-VI)HC GAS Clromatography Internnittent 51S2(P-XII)CO liodine Pentaoxide Intermittent 5182(P-X)NOISE QUALITY

Parameter Instrment FreqtienevNoise Noise Level Meter IHourly Monitoring

Scott WVilmn Kirkpalt rick Draft Final Report

, \ ~~SvW&dl3"dL%-1r dM /

At l(l-t ^(litit quiZlr 1<101411

'1.2 Phiy'.siogriaiphy

'I'lic projcet arca lt,ulls Linder thc two districts namely (Ciandhinagar, and Mahesana of(iujarat State. 'I'he Adalaj to Sertha section of the road is in the district (Gandhinagar whileKalol to Mahesana comes under Mahesana district. Both districts form part and parcel ofthe fertile plain of North Giujarat. The terrain is almost plain. The cumulative rise and fallvaries from )0-5 rn/Km in the project area. T'he project area is mainly covered with recentlorillatioii aild consists ol' coarse sand, minor clays, silty sand stone and minor siderticclaystonc.

The project road has been divided into' 7 links as shown in T'able No.3-4/2 and Figure 3-3/I, on the basis of variation in traffic volumes and other physical characters.

TABLE 34/2LINK WISE DIVISION OF THE PROJECT ROAD

Link Km Description Length in KmsKm 19 to Km 22 3

2 Km 22 to Km 28 63 Kni 28 to Kni 31 34 Km31 toKm36 55 Chhatral to Kadi 11.56 Km 36toKm48 127 Km 48 to Km 70.25 22.25

4.3 Meteorology

''he micro-meteorological parameters regulate the transport and diffusion of pollutantsreleased into the atmosphere. The principal variables which affect the micro-meteorology arewind speed, wind directions; atmospheric stability, inversion conditions and topography of thearea.

'llie Indian Meteorological Department (IMD) broadly divides the year into four seasons asunder.

* Winter season - December to Febnrauy* Pre-monsoon season - March to June* Monsoon season - June to September* Post Monsoon Season - October to November

Meteorological data collected from secondary sources (nearest IMD station) provides longterm data which is good for averaging purposes, while the data geneated at site is usefil tocharacterise the meteorological conditions prevailing at the time of the survey.

-Irior to site observations. meteorological data for Ahmedabad for the month of October1995 was collected from India Meteorological Department, Ahmedabad and issummarised in Annexure 1. A wind rose diagram was prepared from this data to

Scott Wilmmn Kirkpatrick Draft Final Report

3412

Audi-halal sllister l(ould<

determine the wind frequency and direction (See Fitture 3-4/1). Meteorological data wasalso recorded in the project area during the month of October. 1996. More details onmeicorology aie presentcd in the tollowing sections.

4.3.1 Meteorological Survey at Site

'[lie methodology adopted for monitorini, surface observations was as per the standard normslaid down by Bureau of India Standards (BIS) and India Mieteorology Department (IMD).

Meteorological station was set up in the project area at Kalol in October 1996. Hourlydata was recorded for 30 days for wind speed, wind direction and cloud cover and issummarised in Annexure 11. A wind rose diagram has been prepared from the recordeddata (Figure 3-4/2). Winds are generally light to moderate. The observed wind directionswere mostly from ENE and ESE and SSE. Skies were mostly clear during the samplingperiod. 'I'he meteorological data from IMD) has also been collected and analysed. Basedon these Wind Rose diagram has been prepared for the observed data and that availablefrom IMD, and a comparison indicates similarity.

4.3.2 Upper Air Data

T'he upper air climatological data assumes significance as the assessment of air pollutantsdispersion is influenced by these conditions. The nearest station recording upper winds, isAhmedabad and the same data has been presented for the analysis. Following data categorieshave been covered:

* ground based inversions3 elevated inversions- mixing heights

Data for the occurrence of ground based inversions is available for 00 GMTr i.e., 5.30 am and12 GMT i.e., 5.30 pm for Ahmedabad. Ground based inversions tend to prevail more at 5.30amn in post monsoon and winter seasons (November - March) and least in the monsoon period.In the evening, however, the ground based inversions are almost absent.

Elevated inversions at Ahmiedabad whose base starts at heights below 100 m tend to occurmore at 5.30 am in the months of October and Febnrary - April. 'I'he same are almost absentin the evening at 5.30 pm.

Secondary data on mixing heights for Ahmedabad compiled by Mr. B. Satyanarayana,Department of Meteorology and Oceanography, Andhra Univerity are available for morningat 8.30 am. The mean monthly mixng height is the least in the month of December (90 m)while it is highest in the month of August-September (210i m).

ScoItt WilVAti Kirk,.atick Dr)tfi linal Relmort

Sp WAf-daCIL.# &MqMew 34/3

N

NNE (10 *l)

R~~~~~~~~~~~ ENE (1 3.5 /o)

NNW (5.4 'o)

WNW (6.9th) Xd

WSW (4%h) ESE (6.2 *l)

S(2 1) SSE (2.48/)~1 SSW (3.301.) SOURCE: 1 MD DATA

rn calm 1- 8-12 13-18 k m/hr

WIND ROSE DIAGRAM FOR OCTOBER, 1996

N

NNW (4.9°1o) NNE (3.31%)

ENE (12.91.)WNW (6.6%)

NW NE (2O6 .1

0sw

(2.3%)(oS.A(

(2.6 Oh) SE SE5(57th)

SSW (7 5%/) \ESEf ~~~~~~~~~~~~~(20.3 010

SSE (15.2 *)

SOURCE: RITES DATA

Calm34-7 8-12 13-18 k m /hr

WIND ROSE DIAGRAM FOR OCTOBER, 1996.

FIGURE 3-4/2

AUIJI-rAI'l .%/nsr tsglt

4.4 Air Quality

'I'he baseline status of the ambient qualitv has been assessed through an ambient air qualitymonitoring network. The desiLn of monitoring network in the air quality surveillance

progranune has been based on the following considerations:

* meteorological conditions;* topography of the study area; and* likely impact areas.

Location of the ambient air qualit) monitoring stations were selected on basis of the windpattern recorded at IMD, Ahmedabad over past years to represent upwind and downwind airquality status with respect to the road. Locations were selected to represent highest impactarea due to road traffic or to represent background concentrations and for model calibration.

Ambient Air Quality Monitoring (AAQM) stations were set up at four locations for samplingSPM and NOx at eight hourly interval. 'I'he locations of the selected AAQ stations and theirenvironmental setting is given in the T'able No. 34/3 and Figure 3-4/3.

TABLE No. 3413_______ Details of Ambient Air Qualitv Monitoring S tationsS. No. ' Lecation Name Sampling Cntena and Distance Einironmental Setting

Fnrquency fromRoW

Monitoring carried out using hligh Volume Sampllers

I Watcr Park (Near 8 liouriv and I houriv 37 At the top of one of theMahcsana) peak hour samples for and buildings of Water Park

SPM. NOX and SO2 87 Comparatively less pollutedcontinuously for 3 days area.in dow nwind dircction ata distance of 50m andMlin from thc ccnire of

the road.2 Chhatral 8 hourlv and I houriv 37 At the top of Hotel Amirus.

Y- Junction Kalol peak hour samples for and This location is indicative ofJunction SPMI. NOX and SO, 87 high polluted am as it

continouslv for 3 davs in expericn=cs a heavy tmair.downwind direction at adistancc or 50m andRIWm from the centrc ofthe road.

3 Scrtha Villagc 8 houriv and I houriv 37 On the tcrrace of Grampeak hour samplcs for and Panchavat Building. ThisSPM. NOX and SO: 87 localion is indicative of highcontinoushy for 3 davs in polluted arca as it cxperiences adounnind dirmction at a hcavy rarelc & requn trafficdistancc or 5om and congMslions.MOin from thc ccntrc of

the road.

Scott Wilson Kirkpatrick Draft Final Report~U.SkaIIA&dL1.. dnoflel 34/4

MAHE SANA

I/ ~~~~~~~~NRoad to Road to Himmatnagar (end of project road)

ONGC Nagdr

*-U WATER PARK

Road to DangarvaNandesan

Kadi Raipur

Sanand Kalol

GRAM PANCHAYAT Gandhinagar

Sertha

. .. (SN~~~~~~~~~~HtC.

beginning of proiect road

Adalaj t (between NH BC L the rny)

I LegendU Ambient Air Quality

I Monitoring Statations.

1

Not to the scale Ahmedabad

LOCATION MAP OF AIR QUALITY MONITORING STATIONS

FIGURE 3-4,r3

4 Sirillta iF!p.iss s hourh a:nd I hmutrh 37 oin thc top Of Ihghii Sclhoolrp:lk hotir satipics for anid Building. I bis location wasSIPM. NOX and SO, x7 coitsidcrd awayv from nmaor

continoilsiv ror 3 dav;s in xonrcc. of pollaliiotu to providcdownwind dircction at a back ground air qualitv in ilhcdistancc of 50wii from thc rcgion.centrc of the road.

'I'he High Volume Sampler (HVS) in combination with gaseous adjustment was used for

collection of samples for SPM, SO2 ,& NOx. Hydrocarbons (HC) and Carbon monoxide>

(CO) were monitored and analysed with the help of 'Gas Chromatography' and 'Iodine

Pentaoxide' methods. Keeping in view the wind direction the High Volume Samplers

were installed in down wind direction at 50 m and 100 m from the ROW. The results

obtainced lor 8 lhourly average for air cluality monitoring at different locations are reported

in Annexure Ill and peak hourlv averages are presented in Annexure IV. 'I'he observed

concentration of total hydrocarbons and carbon monoxide are given in Annexure V. T'able

No. 3-4/4 summarizes the daily average (24 hour) SPM and NOx monitored results. 'T'hese are

depicted in Figure 3-4/4.

TABLE No. 3-4/4

AMBIENT AIR QUALITY NIONITORING RESULTS(24 hourlv Averages)

S.No Location Distance from Wind Direction SPM S02 NOxCentre of Road (m) (ug/m3) (ug/m3) (ug/m3)

I Water Park 50 Downl Wind 66.03 5 29.7

I_____ =_________ =100 Down Wind 108.2 5 26.4

2 ClhliatraV 50 Down Wind 225.4 5 77.8_Kalol Jtinction ion Down Wind 4R4.33 5 77.77

3 Shertha Village 50 Down Wind 904.31 5 57.87

100 Down Wind 342.13 5 49.22

4 Shertla Byepass 50 Down Wind 468.8 5 47.3

l'he maximum concentration of SPM was observed in Sertha being 1405 jg/cum and

minimum at Water Parkl being 16 pg/cum. This variation is due to the variation in the

traffic pattern. it should be noted that the average SPM concentration is also high at

proposed by-pass at Sertha being 575 jig/cum, and may be due to the combustion of fuel

in the village for various activities. 'I'he minimum, maximum and average concentration of

SPM, NOx, S02, HC and CO are summarised in Table No. 3-4/5 Ambient concentration

of S02, NOx, HC and CO are within the limits at all the three stations when compared

with the set standards available in Environmental Protection Act (1986) as reported in

T'able No. 3-2/2 (Section 2)


t7.i*R-hk7.71 ~ ~ ~ ~ 11 5

,MAHE SANA

,' NRoad to -Road to HiMmatnagar (end Ot project road)ONGC Nagar

\ ~~~50 166.031\ WAT TER PARK 10j0 08.21

L - j~~50 29 7j

.~~~~~0 26. E

\ \s1 ~~~~1.4

Road to DangarvaNandesanA

/ \ 1~~~5° 225.4|100 484.33

/-S \ ~~~~50 77.8 50 9 04.31S-- \ / 1~~~00 74.7 7 100 342.13

Kadl RajPX \, rW n / ~~~~~~~50 57.87-,~~~~ ._ ,___Chatraal /100 49.22

/ _ I ~~~~~~~2.11Road to 3V 96 1KalOt

OA / fi andhinagariN#GRAM PANCHAYAT

S0 904 ( NHBsC100 342 F ' beginning of proiect roadso 58 k,daiaj 'between NH SC L the rty)

I Legend

I 24 hourly averages in 49/m3

. I 1 _ I SPM|.t PM|NOX

2 hourly averages

I. I |HC IPPMI

Not to the scale Ahmedabad | CO (49/m3)AMBIENT AIR QUALITY iDistance in metresAMBIENT AiR QUALITY from cente of road

; ~~~~~~~~~~~~~~~~~~~~~~~~~~~Fl I > S-Z. or

B.se,ise En viro',u,nentalI StatusKadl-Kalot sur Road

TABLE 3-4/5Minimum, Mnixmum and Average concentrations of Data Generated al Sile.

AIR QUALITY

S. No. Parameters Distance Water Port Chhatral Y-Junction/Kalol Scrtlia Village Sertha Bypassfrom Junction

centre of Min Max Avg Mio Max Avg Min Miax Av g Miimi Miax Avg

I SPM SR 16.6 (a0.0 66 03 4-.4 438.7 225.4 251.9 1405.9 904.31 358.6 793.2 468.8(ug/m3) 100 27.7 188.2 108.2 55.5 813.3 484.33 67.1 717.6 342.13

2 NOx 50 6.0 69.0 29.7 30.0 *217.0 77.8 29.0 94 57.87 28.0 830 47.3(ug/m') 100 8.0 55.0 26.4 45.0 135.0 74.77 24.0 80 49.22

3 SO2 50 <3 5 3 <3 5 5 <5 5 5 <5 8 5(ugim3) 100 <5 5 5 <5 9 5 <5 5 5HC 0.8 2.0 1.4 2.7 4.1 3.4 1.6 2.7 2.1(PPM) _

5 Co (USIM3) 1139 3204 2722 3211 3575 3427 3393 3668 3496

PEAK VALUE (ONE BOURiLY) _ -

Water Park ChhatraUKaloi Junction Serthla Villa eI Min M iax Avg M Mi Maxn. Avg Min Max A%-g _

SO2 SO mir <5 <5 c<5 <5 <5 <5 <5 8 5(uglm3 100 mir <5 <5 <5 <5 <5 <5 <5 12 6NOx S0 mir 6 58.0 25.71 38 65 58.91 <5 65 41.18

(ug/m') 100 mitr <5 56.0 34.77 52 67 59.08 8 75 j 35.66 _


3-416

AgUil-AUlIl quir iiw'

4.5 Noise Level Survey

'I'lu: assessiiiciit olf impact of )loisc sourecs on surrouniding community depends on:

* (Characteristics of oioisc sources (instantancous, internittent or continuous in nature). Itcan be observed that steady noise is not as annoying as one whichi is continuouslyvarsing in loudness;

* Ihe time of day at which noise occurs, for example high noise levels at night inrcsidential areas are not acceptable because of sleep disturbance; and

The location of the noise source, with respect to noise sensitive landuse, whichdeterrmines the loudness and period of exposure.

T'he environmental impact of noise can have several effects varying from Noise InducedHearing Loss (Nl-IL) to annoyance depending on loudness of noise levels. T'he environmentalimpact assessment of noise from the proposed bypass construction activity, vehicular trafficcan be undertaken by taking into consideration various factors like potential damage tohearing, physiological responses, annoyance and general community responses.

Noise survey has been conducted in the study area while covering four zones vi_., residential,transportation. commercial and silence zones. Noise monitoring has been undertakien for 24hours at each location.

T'he main ob)jective of noise monitoring in the study area is to establish the baseline noiselevels, and asscss the impact of the total noise expected to be generated by the proposedhighway construction activities in the villages around it.

4.5.1 Selection of Sampling Locations

A preliminary reconnaissance survey has been undertaken to'identify the major noisegenerating sources in the area. Noise at different noise generating sources have been identifiedbased on the activities like vehicular traffic in residential and commercial land set up.

Tlhe noise monitoring has been conducted for determination of noise levels at three locations inthe study area. 'I'hese levels were recorded every hour for a continuous 24 hour period. I'helocations where monitoring were canried out are listed below and shown in Figure 341/5.

At Sertha near Gran Panchayat Office, representative of residential locality near thehighway

Near Chhatral Junction representative of the traffic flow at junction condition; and

At Water ParTk (near Mahesana) representative of a recreational place of touristinterest sensitive to noise pollution

Scott Wilson Kirkpattnck Draft Final Report

p,.biA,ds3qdn@ 34/7

MAHE SANA

,' NRoad-to R oad to Himmatnagar (end of project road)ONGC Nagar

A TER PARK

Nandea Road to Dangarva} h~a ndesan ;

Kadi Rp \

Road to(sananad9 Kald(

G andhinagar£ GRAM PANCHAYAT

\ 5ertha

NHBSC

7 beginning of project road

Adataj '(between NH8C L t he rly)

Legend

I A Ambient Noise MonitoringStations

. ~~~~~~~~~~~~I

Not to the scale Ahmedabad

LOCATION OF NOISE MONITORING STATIONS

4.5.2 Presentation of Rcsults

Obserwatiois Based on Field Canip-aign

The recorded noise levels during the field survey are presented in Annexure VI andsummarised in Figure 3-4/6. The day and night time differences have also been high lighted inTable 3-4/6. Based on the recorded noise levels followving observations can be made.

TABLE No. 34/6Amnbient Noise Levels along the Project Road

Noise level at 30ni from the edge of the road aB(A)Day nime Night Time

Location __ax __ii_ Max mlinSertha 68.9 62.9 65.8 53.5Chhatral 70.6 57.0 65.6 54.8Water Park 68.6 54.0 61.0 40.5

Residential zone: The day time noise level at Sertha the two locations is observed to beexceeding the prescribed lirmits of 55 dB(A) during the dav and 45 dB(A) during the night.Noise levels during the day at a distance of 30 m from the edge of the road mostly remainabove 62 dB(A) whereas night time levels are above 55 dB(A). The observations indicate thatduring the day local activities give rise to considerable noise. Night time noise is primarilycaused by the traffic on the road.

Commercial zone: The day time noise level at Chhatral Junction is due to the traffic andcommercial activities. During the day, noise levels are observed to just exceed the prescribedlimit of 65 dB(A) for commercial areas. During the night also the noise standard of 55 dB(A)is exceeded at almost all times. Noise levels at 30 meters from the ROW at the Water Park,hiowever, are within the limits for commercial areas.

4.6 Landuse Pattern

Land use in the project area is mainly agricultural with some scattered industries. Theroad does not pass through any reserved forest land. The proposed Sertha bypass passesthrough fields. A small portion of two village ponds are also likely to be utilised in thealignment. Table No. 3-4/7 presents linkwise landuse pattern.

TABLE - 3-4n7Linkewise Landuse Pattern in the Project Area

LINK TYPE__ __ _ __ _ __ _ __ _ _ I Agricultural

2 Industrial and Residential3 Residential / Urban Development4 Industrial and Agricultural5 Industrial6 Industrial7 Agricultural and Recreational

Scott WilAon Kirkpatrick .Draft Final Report

spiwd&&Idb1vida.W? ? l34/8

MAHESANA

,,/ NRoad to Road to Himmatnagar (end of project road)ONGC Nagar

A WATER PARK

Road tO DangarvaNandesan

Kadi Raipur

~~ (g) ethatraal

Road tO >Sanand .Kalol 4LD.S5

<4~ -* 7.6andhinagar.-

Werths

2SN~HOC

< beginning of project roadAdalaj '(between NH BC & the rly)

Legend

A Observed Noise Lebels dB (A)! i Min.I Max.|

ot to the scale Ahmedabad

1MBIENT NOISE LEVELS IN dB (A)

4.7 'Iterrestrial Ecologn

An ecoloizical study of the ecosvstem is essential to understand the impact of developmentactiVities related to industrialization. urbanization etc.. on existing flora and fauna of the area.The objective of this section is to clharacterize and understand the present status of theecosvstems in the study area.

'I'he present study was undertaken to understand the present status of ecosystem along theexisting hilghway and to compare it witlh the past condition with the help of available data, topredict changes as a result of present activities and to suggest measures tor maintaining theconditions.

'I'hus the objectives of ecological study is outlined as follows:

to characterize the emironmental components like land, water, flora and fauna;

to understand their present status, and

to identify susceptible and sensitive areas.

4.7.1 Methodology of Data Collection

'I'he area adjoining the existing lighway (approximately 1-2 km on either side) has beenconsidered for the primary survey to study the tenrestrial ecosystem. Data from secondarysources luave been compiled for the arca. Following methods are being adopted for theecological study:

Generation of primary data through undertaking systematic ecological studies alongthe existing highway and in the study area;

Secondary data collected fiom publications of various Government agencies likeForest Department, Agriculture Department etc.; and

* Consulting local people for gathering information on ethnobotany, local plants andanimals.

This section describes terrestrial ecology of the area based on reconnaissance survey andinformation gathered from secondary data available for the area.

A reconnaissance survey was done to have an overview of the terrestrial ecosystem of thearea. 'T'he area depicts a nwmade ecosysten with natural vegetation limited to small patchesat certain places. The bio-diversity of vegetation in the area is not very high due to intensebiotic pressure.

The project area is in a flat and monotonous terrain and is devoid of luxuriant forestcover. A list of trees and other plants occurring near the project area have been compiledand presented in Table No. 3-4/8. The project area is not a suitable ecological habitat forwild animals. 'I'his can be attributed to the non-availability of forests and wild cultivationof land for food and fodder. Non-wild animals near the project area are common species

Scott Wilson Kirkliolrick Draft Fnal Report

sti dM-19 n1 07 .1 4/9

such as Blue Bulls, Hyenas. Indian Hares, Wolves, Jackals, Wild Pigs, Monkeys, andAntelopes. No wild life sanctuary/park is located within 20 km of the project area. Norare iendangered species has been recorded in the Project Area.

TABLE No. 3-4/8Important trees and plant species found ncar the Project Area

Botanical Naame Local NameSalddort Pcrsia PiluProsopis sDicieera KhijdoAcacia arabica BavalAcacia Icucophica AnivarAnogcissus lalifolia DhavdoPonciamia tinnata Karanj. KanajiAilanthus excelsa AdusoZizMlhus juiuba BordiRalanitcs roxthirchii Hingor. HingolAzadiracita indica LimdoMornea tCErvEos22r0a SaragvoBauhinia rmccmosa Jcnji, AsotriElhrctia lacvis VadhvcdivaTamnarindus indica AmliTccoma undulata Ragat Roydo

PLANTS

Commniihora mukul Gugal. MukulGvmnosDoria spinosa VikoN-cianthcs arbor-tristis TarbotJavaparvati)ichrosiahIvs cincrea Madhan

Cassia auriculiat AvalCarissa carmuadas' KerdoCaoParis smniaria KantherClerodendron lilonioidcs AranjiAnona saiosa Sitafal

Scoff Wilmon Kirkpatrick Drft Final Report3-4/10

s

Impact Assessment

hd /l-itiw o ,JI Spur l;,.,.i

5.0 IM PACT ASSESSMI ENT

'. I lllIro(iHlCIionl

The present Scction identifies and appraises vanrous impacts from the proposed projectbased on environmiental baseline conditions and analvsis of the field data as discussed inSection 4.0.

The environmental impacts are categorized as either primary (direct) or secondary(indirect). Piniarv impacts are those which are attributed directly by the project whereassecondar impacts are those which are indirectly induced and typically include theassociated investment and changing pattems of social and economic activities due to theproposed action. Typically, the potential direct and indirect impacts of such highwayprojects are suniniarized in Table No. 3-5/1.

TABLE No. 3-5/1Potential Environmental Impacts of a Highway Project

Potential Impacts of the Proposed Highway ProjectDirect ImpactsErosion of landsDust and Roadside litter-Sediment in fivers/ponds due to erosionHazardous matefials spillagwe-Soil contaminationSurfiace ancd C;round water hiydrolog-y and qualitvLandscape disfigturationRemoval of Veaetative coverTerrestrial and aquatic flora and faunaAcstlieticsAir pollutionNoiseSanitation and solid waste disposalDislocation /resetulement of peopleIndirect ImpactsInduced development/land use patternsIncreased transportationIllegal /Unplanned Timber Cuttingllegal /Unplanned Land clearing

5.2 Construction and Operational Phase

Tlie project actihities during construction and operational phase include leveGlng of site,clearing of trees along the alignment construction of the road, bypasses, bridges, quarryoperations and other related structures. The impacts on the environment from theseactivities can be categorized for

Scott Wilon Kirk-putrick Drart Final Report

t_w:J"to6Xct-1.1@1 :;~~~~~-511

* I'livsical ltesouirces

* Impaci oNii opographynImpact on Climale

* Environnmental Resources

nImpact on Air QualityImpact on Noise LevelsnImpact on Wk'ater Quality

* Ecolooical Resources

* Terrestrial Ecolo-y* Aquatic Ecology

• Human Use Values

* Soils? Landuse developmenti -Socio-economic changes

* Other Issues

i Transport of Hazardous Materiali Issues rclated to Alignment

The details on impact of the project activity on each of the above environmental attributesis discussed below.

5.3 Impact on Physical Resources

5.3.1 Impact on Topography

During the construction of the proposed road the topography will change due toexcavation of borrow areas, stone quanying, fill and cuts for project road and constructionof project related structures etc. Provision of construction yard for material handling willalso alter the existing topography. The change in topography will also be due to theprobable induced developments of the project. With adequate planning, all topographicalimpacts could be made to enhance the local aesthetics. Similarly, it will invite benefits inthe form of land leveling and tree plantations in the vicuinty ofthe project site.

5.3.2 Impact on Climate

The study area is moderately vegetated all along the highway, while small patches offorests covered by dense scrubs are scattered in the area. Good tree cover, however,exists *vithin the ROW all along the road from Chhatral ( Km 36) to railway crossingnear Mahesana (Km 69).

Scott Wilson Kirkpaltrick Draft Final Report-~~~~~~~~~~~~~~-/

Comparison of regional data on temperature and relative humidity with the monitored dataat the project site does not show any appreciable vanrations This implies that the existingroad does not have any siunificant micro-climatic impacts.

Site clearance for construction of the project, does involve removal of a number ofexisting trees within the ROW. Considerably higher number of trees are planned to beplantcd undcr thc landscaping of thc ROW as part of the project construction. As a resultof the project development, therefore, no significant micro-climatic change is expected.The overall impact of the project on local vegetal cover and aesthetics, however, is likelyto be positive.

5.4 Impact on E'nvironmnental Resources

5.4. 1 Ipiliact on Ai- QualitV

Vehicular emissions are one of the major source of air quality impacts. By virtue ofbeing a road project that facilitates efficient travel between two nodes, during itsoperation phase, the project will have beneficial air quality impacts by virtue of loweremissions per unit volume of traffic on the road. However, when viewed with respectto the existing ambient air quality or with respect to compliance of ambient air qualitystandards during the post commissioning phase of the project, due to the increase inthe traffic volumes. the air quality along a narrow corridor of the roadway is likely tobe lower.

The construction phase air quality impacts of the project, although transitory, couldalso bc significanit. 'Ilic rcgions downwind to the construction yards are likely to bemnost vulncrabic arcas in this rcspect. Details on probable air quality impacts duringthe construction and opicrationi phases are provided in the following sections

Conistructioni Plhase Impacts

Consumption of diescl in construction activities will be the principal cause ofincremental air pollution during the construction phase. Diesel powered trucksrequired for haulage of aggregates, earth and other construction material and runningof construction machineries at the construction yards are the major sources of airpollution.

Estimates of quantities of construction materials required for the project indicate thattransportation of about 1.5 million cubic meters of aggregates from the nearbyquarries will be necessary. The major quarries in the region are located atHimmatnagar and Chitrasani. 73 Kms and 85 Kms respectively from the northern endof the road, and at Vadagam and Watrak, about 105 Kms from Kalol. The materialswill be crushed at a quarry. transported and stockpiled in the lots of about 30,000cubic meters. sufficient for 14 days work, near the project road.

If it is assumed that the material is hauled over a period of six days, the additionaltruck movement required to transport the aggregates will be equivalent to about 3000

Scott Wilson Kirkpatrick Daft Final Report

4' li&g.jgwI iie 3l5/

iitl}f--tiithi .Aputr /iloai

PICUs per day. Compared to thc cxistinig tratlic of about 30,000 PCUs. the rise due tothe material haulaue and other construction activities is expected to be within 15 percent during the period of major matenral transport and within about 5 per cent duringthe penrod of normial construction activity. The air quality and noise impacts due tothe movement of construction material. therefore, will not be significant. The impactscan further be minimised by transporting the materials during the off-peak hours.

To provide estimate of emission of air pollutants at the construction vard. fuelconsumption rates and approximate operation schedule for major constructionmachinery were estimated. The data on fuel utilisation rates of units expected to be inoperation during the road construction are provided in Table No 3-5/2. During theperiod of maximumii construction activity the fuel consumption at a construction yardis expected to be about 200 litrcs dicscl per lhour.

TABLE No. 3-5/2FtIel Constiuiiptioni Rates for Construction Mlachinerv

Machines Fuel Consumptionliters/hour

Cement concrete mixer 7Cranes with clamsthell bucket 8Generator 30Truck 8Bulldozer 20Grader 12Roller 20Excavator 20Dumps. Trucks & Tippers 18Water Tanker 8P'aver 1 2

Due to around level temperature inversion at the site during the winter,meteorological conditions after the sunset tend to become stable. The overallmeteorological parameters thus constitute adverse conditions for dispersion of groundbased air pollution emissions. Under adverse meteorological conditions, therefore, itis possible that the NO2 standards (80 ttglm' for24 hourly average) may be violated ifthe construction work is carried out round the clock.

There will be also be a rise in SPM levels due to the construction activities.i-The SPMstandards. however, are not expected to be violated as the background levels are verylow and the particulate tend to settle during the low wind and stable conditions whichgive risc to higher levels of gaseous pollutants.

* Operational Phase

During the operation phase of the project the primary air quality impacts due to theproject will be due to the flow of the traffic on the project road. The extent of theseimpacts. at any given time. will depend upon (i) the rate of vehicular emission within


spiAd"dmIs ',_=1

a iven stretch of the road and (ii) the prevailing meteorological conditions. Theimpacts wvill have strong temporal dependence as both of these factors vary with time.The temporal dependence would have diumal, seasonal as well as long termcomiiponents.

The air quality predictions in the present application have been carried out by usingthe air quality model CALINE3 developed by California Department ofTransportation. The model is based on Gaussian diffusion equation and uses a mixingzone concept to characterise pollutant dispersion over the roadway. The model hasbecn extensively tested lor its predictive capability ror traffic related air qualityimpacts. Given source strength, meteorology, site geometry and site characteristicsthe model can reliablv predict pollutant concentrations for receptors located within150 meters of thc roadway, the most important region for estimating the impacts ofroad project duc to the low clevation cmissions.

The seasonal dependenice of iiiodel outputs. primarily due to the variations inmeteorological conditions over the year, has been accounted for by developing thepredictive scenarios for the winter months during which the air quality is poorest dueto low dispersion of the pollutants.

The long term variations in air. quality scenarios during the project life are expecteddue to the change in traffic on the project road with time. The traffic volumes for theyear 2000 and 2015, respectively, have been considered to project future air qualityscenarios to provide an indication of long term variations in air quality. A longer timehorizon has not been considered because of uncertainty in ascertaining the emissionfactors for various categories of vehicles beyond the year 2015 due to the probablechange in technology and fuel use.

To account for the effect of the diurnal variations in model inputs (vehicularemissions and meteorological conditions), the averaging time for model predictionshas been restricted to 60 minutes. The averaging time is so selected because theprnmary meteorological factors that influence the air quality predictions i.e. windspeeds and directions do not remain steady for longer time periods. Also, during thepeak traffic hours, traffic volumes typically show significant variations over periodslonger than one hour. Due to averaging time of 60 minutes, the project impacts on airquality are essentially assessed based on one hourly standard for CO.

Due to non-availability of hourly variations of meteorological conditions over 24hours, dailv average levels could not be predicted for comparison with the relevantstandards of NOx and SPM. Further scale up factors for estimating 24 hourly averageconcentrations for 1 hour are not reported. In any case such an exercise requires thatthe wind is blowing in the same direction for all 24 hours - which is not a practicalassumption.

NOx levels however have been developed for peak traffic conditions and comparedwith WHO standard of 400 ptg/mr for hourly average. HC was not modelled since itslimits are not specified for ambient levels in the Environment Protection Act. In theabsence of Indian standards for HC, the predictions could have not been interpreted

Snilt Wilsola Kirklp:tiick Draft Final Report-~~~~~~~~~~~~~~-/

meaningfully. In case ot'S 1'1. vehicle SP1M emission levels have not been specified bythc Indian Institute of tPcrolcum. 1;urther thc SPM contributions are dominated by*c 1 ()lItid colicCent? i anlins is well s1 traflic idicit,cecl ICstislpCsi{soij. ot h of whlicic arcdillicult to quani4i. Ihle avcraoing timc ol' 24 hours lor comiparisoni witil thestandards draws the same comment as in case of NOx. Hence SPM was not modelleddue to above reasons.

Carbon Monoxide Levels:

'I'he source emission levels for CO were estimated by using the peak hourly trafficvolumes for vehicles of five categories i.e., trucks and buses, LCVs, cars, twowheelers and three wlheelers. For assessment of air quality impacts due to the project,air quality model simulation for regions near Sertha bypass and Kalol (Chhatral)Junction were carried out.

T'raffic volumes on link-" were used for simulations near Sertha bypass, whereastraflic volumes on links-4.5 and 6 were used for Kalol junction. The location nearSertha bypass was selected as it represented shift of traffic from existing routethrough the Sertha town to a route that will pass through lands under agriculture. Atthis location, as a result of the project impleme.ntation, considerable relief is expectedin terms cf exposure to air pollutants to the population. Kalol junction caters tomaximum traffic volume on the project road and thus is the location of highest airquality impact.

TI he air quality scenarios for the above two locations have been developed for thepeak hourly traffic on the relevant links for the years 2000 and 2015. As described inSection 3, possible alternatives for the route aligunent were screened at the initialstage of the assessment itself At this stage, for detailed comparison of" build "option with the only altemative of" no project situation, both " with ' and withoutproject" scenarios have been evaluated for respective years. T'he traffic volumes andspeeds for various categories of vehicles used in the simulations are presented in TableNo. 3-5/3. It is observed from the 'I'able No. 3-5/3 that although the traffic volumesfor the year on difterent links during the year 2000 is expected to be similar, the trafficspeeds will reduce considerably. In the year 2015, the road under " no project "situation, the road will exceed its capacity which will reflect in poor service levelswithi average speed of traffic reducing to about 30 kmph.

TABLE No 3-513Peak Hourly Traffic Volume and Average Speed (kmph) used for Air Quality Model

Year 2000 Year 2015Link & With Project Without Project With Project Without Project

Vehicle Ma1ode Volumc Speed Volume Speed Volume Speed Volume SpeedLink 2Cars 264 8S 264 30 641 80 616 30Buses 94 60 94 30 205 60 197 302 Wlhcclcrs 252 (A 252 30 67R 0 I 650 303Whcelers 416 60) 46 30 101 60 971 30

Scott Wilmon Kirkpatrick Draft Final Report

.15/6I )

Kengli-Kelniw .%pier , loadu

TABLE No 3-513I'eik Ilonriv i'r afric oIulin,e aid Averagc Speed (kmplp) used for Air Quality Mlodel

Year 241(33 Y'ear 2(115

Link & W\iti1 Project Without Project With Project Without Project

Vehicic Modc Volumc Speed Volume Speed Volume Speed Volume Speed

Trucks 494 60 494 30 1062 60 1020 30

LCVs 177 60 177 30 387 60 372 3(

L.ink 4(:II ik1t) I X1i 14)9 113 3S7 HI 921 1(

BJuses 179 i0 179 3(1 390 6(0 379 30

2 Wliccicrs 322 60 322 30 864 60 838 30

3 Wliccicrs 79 60 79 30 173 60 168 30

Trucks 338 60 338 30 727 30 - 705 30

LCVs 336 60 336 30 734 60 712 30

Link 5Cars III 80 111 60 270 60 264 30

Buscs 34 60 34 60 75 60( 74 30

2 Whlcclcrs 192 60 192 30 516 30 5(09 30

W Whcclcrs 173 60 173 30 379 30 371 30

Trucks 151 60 151 60 325 30 318 30

LCVs 199 60 199 60 4341 6(1 425 30

Link 6

Cars 224 80 224 60 46 80 524 30

Buscs 97 60 97 60 211 60 203 30

2 Vlicc1crs 208 60 208 30 558 60 536 30

3 Wheclcrs 32 60 32 3) 69 60 67 30

Trucks 247 ( - 247 60 531 60 510 30

LCVs 64 6( 64 60 139 60 133 30

The emission standards for Indian vehicles in the year 2000 as proposed by the IndianInstitute of Petroleum (IIP) were used to provide the emission factors for the differentvehiclc types. In order to account for variation in emission factors with speed, thevalues proposed by IIP were assumed to apply for a vehicular speed of 60 kmnh andmodified for relevant speeds according to the guidelines presented by WHO in their1993 publication on Assessment of Sources of Air, Water and Land Pollution. Thespeed corrected emissions factors for expected speed of 60-80 kmph after the projectimplementation are presented in Table No. 3-5/4. Table No. 3-5/4 also providesemission factors for an average speed of 25-30 knm/h that are the expected speeds inthe year 2015 for " no project " situation. For car separate emissions for 80, 60 and25-30 kmph have been provided.

Scott Wilson Kirkplatrick Draft Final Report

~~~ 11mm ~~~~~~3-5n7

rit,ai-A.a.U. .lytr miad

T'ABLE No. 3-5/4Spccd (:orrecieid liEission Factors in GAM/k M/VeCliclc

N Chide -1 nw"situ,ei (t Jr I,( - | 3-N herier i 2.-Icicrren1- II"utanLt (114U0 2.S it) XH 60 25-In 60.).-tb 25.31) 61L 81) 25-30 60.( ) 25-30

knpli knrh knh h knTh kninih kni,h knrbh kh-h kr- phCt) 66A)X3 1 2.58 136 2.72 4.98 3.81 7.89 4.00 4.00 2.00 2.00NOs 10.I t .X 5 0.66 0.58 0.44 1.R1 1.48 0.05 0.05 U.0511IC 1 48 4.X3 032 o.39 0.73 t.20 0.06 1.45 1.45 1.45 l.45

As brouaht out in Section 4. the site specific meteorological data was collected forOctober 1996 durinst the coursc of field studies. This data was not useful fordeveloping the air qualitv scenarios for the winter months. Also, no other data whichcould have been used to represent the local hourly variation in wind during the winterwas available. In order to overcome the data limitation. air quality scenarios weredeveloped for stability classes I) for a low wind speed of I m./s. Stability class Dwas selected as it represents the most frequently occuring stability condition duringthe evening hours in the project region when the traffic volumes are within 10 percent of the peak} traffic volumes and also some times coincide with the peak hourlyvolumes.

Along the most of the project align.iaent. the ROW of 60 m has already been acquired.At a few places commercial encroachments have been observed within the ROW.However, there are no dwellings within the ROW. For air quality predictions,therefore. receptor locations beginning from 30 ni from the center line of the road to250m were selected.

I'lhc air qtuality sccnarios wcre modellcd for two distinct wind cases wz:., parallel andcross wind cases. 'I'he results of these simulations for peak hourly traflic for the year2000 and 2015 for Sertha bypass are presented in Figures 3-5/1 and 3-5/2respectively. The projected air quality "with" and "without project" options have beenconsidered. Figures 3-5/3 and 3-5/4 presents the expected CO levels for Kaloljunction.

It is observed from the Figures 3-5/1 &-3-5/2 that the predicted CO levels at 10 mfrom ROW for cross winds in the year 2000 rangc form 390-190 pg/nil and 430-210ltglm3 for Chhatral junction. The values are about 80 percent higher for parallel windcase and range betweeni 690-330 pg/n 3 at Sertha and 740-380 )S g /rg 3 at Chlhiraljunction. The range is about 2-2.5 times higher for the year 2015 which isapproximately the ratio of traffic volume in jhe years 2000 and 2015 respectively forheaw vehicle which are the promincnt source of air emissions. On comparison withthe hourly standard for CO of 4000 gg/rni. it is seen that no violations of CO standardare expected due to the project. The CO levels in fact will remain well below thestandards. Thc projcct thcrcforc has insignificant ncgativc impact on ambicnt airquality in terms of CO.

I'he prediction of C'O for 'Without Project Scenario' is comparatively on the highersidc at all the distances from RtOW whichi is mainly attributable to the higther emissionfactors at lower traffic speeds.


v iL:.^: .l ,|D 4T ~~~~~3-5/8

PREDICTION OF CO LEVELS AT SHERTHA BYPASS(CROSS WIND CASE)

900 -

700 -

0 With project in 2000Goo+ Wthout Project in 2000

A 500 E . ^A Wdth Project in 2015

o * * *- ., - Wdthout Project in 2015

- CPCB Standard (4000 ug/cum)

300

100 r~~~~1 ~ 0

. ) 0 I II

C 10 20 45 70 95 120n Distance from edge of ROW (in)

Ph

PREDICTION OF CO LEVELS AT SHERTHA BYPASS |(PARALLEL WIND CASE)

2000

1900,1800 _-

1700

1600 r1500 -

1400 "

13 o00 F ' ., r. Wth project In 2000, 1200 F . .,

| V+tWdhout Project in 2000g 1100 F"

a 1000 -A. Wdh Project in 2015B900

.' Without Project in 2015800'*

0 CPCB Standard (4000 ug/cum)

500 1

400 300

200 ~-100-

C} _* _ I * __.0 ....-. i.~...--~i--.---.-...... I. -.. ._. I - ... . _ . . _I. :..IC 10 20 45 70 95 120"1 Distance from edge of ROW (m)in

* )

.PREDICTION OF CO LEVELS AT KALOL- JUNCTIONCROSS WIND CASE)l

1000

900

700 LOO) :, u With project in 2000

Soo 800 t.+ Without Project in 2000

i o500 A Wth Project In 2015

* Without Project In 2015

400, CPCB Standard (4000 ug/cum)

300

200

100

C 10 20 45 70 95 120n.. Distance from edge of ROW (m)

(D)*('1

PREDICTION OF CO LEVELS AT KALOL- JUNCTION(PARALLEL WIND CASE) l

2000

1900

1800 F-1700 _

1600_

1500L-

1400-

1300 -

1 Wdh project in 2000~1200-1100 - *, + Wthout Project in 2000

iow W10 . £ W Project in 2015= 900 g Wthout Project in 20150

too CPCB Standard (4000 ug/cum)600 i500 ..............

400h

300 A

200 m ~~~100.

;D 10 20 .45 70 95 120P1 Distance from edge of ROW (m)

S

U'

AaditJ-A:git,I .%,t,ur Rg,4.i.

NOx Levels:

Similar to emission fihcbors lor CO. values for NOx were obtained from the standardsproposed by IIP and corrected for the variations in speed using WHO guidelines. Theemission factors thus derived are also presented in Table No.3-5/4. One hourlysimulations for NOx were carried out on the lines similar to CO. The stability classesD with wind speed of I m/s wvas considered for both wind cases.

Thc results for I hour average values for NOx for the years 2000 and 2015 at Serthabypass for cross and parallel wind cases are presented in Figures 3-5/5 and 3-5/6respectively. The estimated NOx levels in the area around Kalol junction have beendepicted in Figures 3-5/7 and 3-518 for the years 2000 and 2015 for respective windcondition. It is observed that the expected NOx levels in 2015 are about two timeshiglher than the levels expected in the year 2000. Also 'with project' NOx levels areabout 20 per cent higher than the 'without project' scenario and pertain to higher NO.emission at higher speeds.

When compared to WHO standard of 400 pg/m3, it is observed that the standard isnot expected to be violated during the year 2000 except for marginal violation(estimated levels 430 pg/lrn3) upto a distance of 15 m near Sertha. The highest NOxlevels at the edge of ROW, during this year, are expected to be about 370 pg/rn3

marginally below the standard. Violations up to a distance of about 70 m from theedge of ROW, however. may occur during the year 2015 'with' the project and up toa distance of 30 m 'without' the project.

Due to unavailability of data on meteorological conditions, 24 hourly averagesimulations have not been possible. Regions of probable violation of Indian Standardof 80 pg/mr for 24 hour average levels therefore could not be stated. Considering thefluctuation in the wind directions- over a period of 24 hours during the winter,however, it is safe to assume that such violations will not be more than the violationsof I hourly average standard of 400 pg/m3.

When viewed with respect to the short term standard for NOx, therefore, the impactof the project will be marginally negative with respect to " without project" option.

5.4.2 Impact on Noise Levels

J * Construction Phase

During the construction, the major sources of noise pollution are movement of vehclestransporting the construction material to the constmction yard and the noise geneaingactiNities at the yard itself Concreting. mixing casting and material movement are primarynoise generating activities in the yard and will be uniformly distributed over the enireconstruction period. Construction activities are expected to produce noise levels in therange of 80 - 95 dB(A). The major work will be carried out during the day time. The noiseproduced during the construction *%ill however not have a significant impact on the


j tn't * ;-'/9

PREDICTION OF NOx LEVELS AT SHERTHA BYPASS 1(CROSS WIND CASE)

1000

800 -

700'

a With project In 2000600g EOo, .+ Withot Project in 2000

500 A With Project in 2015

o *. VdWrthout Project In 2015door ... . CPCB Standard (80 ug/cIum)

300r

200

0

C 10 20 45 70 95 120Distance from edgo of ROW (m)I

U,(3

iPREDICTION OF NOx LEVELS AT SHERTHA BYPASS |(PARALLEL WIND CASE)

1000

900

700H

L001. * Wth project in 2000_ 600..

+ Wthot Project in 2000

Soo 5ll0 F ,,*^A Wdh Project in 2015

0 ., . * Without Project in 2015400

CPCB Standard (80 ug/cum)

300 ... ..... A

200

m O0 I I I IIi

10 20 45 70 95 120C: Distance from edge of ROW (m)

InU'

PREDICTION OF NOx LEVELS AT KALOL JUNCTION|__________________________ (CROSS WIND CASE)

1000 i.

gook

000 C800 ,

700

,oo~- . With project in 2000

+ Without Project in 2000i 500 A

-A Wth Project in 2015

o .. Without Project in 20154001-.CPCB Standard (80 ug/cum)

300 i , - , ...-..--..--.. ~ ~ ~ ~ ~ ~ .......

200 N

100-

IT] 0 .C 10 20 45 70 95 120

Distance from edge of ROW (m)rn(A.

cl

PREDICTION OF NOx LEVELS'AT KALOL JUNCTION(PARALLEL WIND CASE)

10 0 0 .

700 .

I ~~~~~~~~~~~~~~~~~~~~~~~~~~With project in 2000800. .Without Project in 2000

5w . . § +A With Project in 205:s50% ., ,, AihPoetn21

" | -. _Without Project in 2015A .......... ........... .............- CPCB Standard (80 ug/cum)

300 r-

200

100

-n

C 10 20 45 70 95 120(TI Distance from edge of ROW (m)

co(31

Audfi-A I,,I .%piir kDlgisrl

existing ambient noise levels near main population centers (where the existing ambientnoise lcvcis tor rcsidcinial zone arc alrcady being exceeded) because:

the proposed alignment bypasses Sertha village, one of the prominent habitationalong the project road;

designation of exclusion zones for construction activities will adequately protectthe sensitive receptors and

* exccpt for constructions yards, construction activity along the alignment istransicnt in nature and, for any particular phase of construction, does not last formiore tlat abouLt two weeks at onc location

Due to the hi-h noise levels of construction machinery, however, the personnel operatingthe machines and workers stationed close to the machines are prone to exposure to highlevels of noise. Use of proper personal protective equipment, therefore, is necessary tomitigate the adverse impact of the noise generated by such equipment.

The noise levels in the working environment are compared with the standards prescribedby Occupational Safety and Health Administration (OSHA-USA) which in-tum are beingenforced by Govemment of India through Model rules framed under the Factories Act.The acceptable limits for each shift being of 8 hour duration, the equivalent noise levelexcposure during the shift is 90 dB(A). Hence noise generated due to various activities inthe construction camps may affect workers, if equivalent 8 hour exposure is more than thesafetv limit. ACGIH (American Confercnce of Government Industrial Hygienists)prolpsed an 8 lu)tr I limit or 85 dl3(A). Exposure to impulses or impact noise shouldnot exceed 140 dB3(A) (Icak- acoustic prcssure). Exposure to 10,000 impulses of 120dB(A) are pernissible per day.

Thie noise likely to bc gencrated during excavation, loading and transportation of materialnear the borrow areas will be in the range of 90 to 105 dB(A) and this will occur onlywhen all the equipment operate together and simultaneously. This vwll be a remotepossibility. The workers in general are likely to be exposed to an equivalent noise level of80-90 dB(A) in an 8 hour shift for which all statutory precautions as per 'B' laws shouldbe taklen into consideration.

The noise levels can be, however. reduced by careful planning of machinery operationsand scheduling of operations.

i Operationtal Phase

During the operation plase of the project, uninterrupted movement of heavy and lightvehicles at high speeds is expected to give rise to higher ambient noise levels along theroad%%ay. The sensitive receptors such as schools and hospitals, situated within the zone ofnoise impacts, are thus likely to be adversely affected. In order to quantify the projectinduced impact with respect to existing noise levels, noise monitoring was undertaken atSertha. Chhatral and Water Park- near Mahesana. The observed noise levels have alreadybeen presented in Table No. 3412. It is observed that during the day time the noise levels


Audi-Kida lSpur R?iuadi

at all of'litese locations vary hetWeii 62 - 73 dll(A) anid arc firelucnily abovc thc day tlimcnoise standard of 65 dBl(A) lor commercial zoncs. Nit-it time observations at Sertha andChilalitral havc been in ilte ranue of' 55 to 65 d13(A), abovc thic niuhit timc standards forresidential as well as commercial areas. The noise levels at Water Park, however, havebeen considerably lower, ranging from 48 to 55 dB(A) Wsith most of the observationsbeinut below 50 dB(A).

Assessment of noise impacts due to the project at the locations adjacent to the project roadhas been carried out by using Highws'ay Noise Model based on the guidelines suggestedby Federal Highway Administration (FHWA). The details of the model and the modelcomputations are descnrbed below.

5.4.2. 1 Noise Modeling

* Details ol Noise %liodel

The Sound Pressure Level (SPL) generated by noise sources decreases with increasingdistance from the source due to wave divergence. An additional decrease in SPL withdistance from the source is expected due to atmospheric effect or its interaction withobjects in thc transmission path.

Estimating highway noise impact involves complex process. which will require a largecomputer analysis to model in detail. However, the methodology presented below is ageneral highway noise model, that predicts the equivalent noise level (L,,) and is adequatefor most noise assessimient requircments. The advantage of the model which predicts L.1 isthat L4 is the "ui,eigr A wrage" noise level and as such is not dependent on the statisticsof tihe trallic flow. In contrast, thc noisc descriptors L,. Lyi. Lx, can be vcry sensitive tohe lflowv cliaracteristics of the traflic. Further, the model presented below can be applied

equally wvcll to high and low traffic volume roadways.

The Highwav Noise M\odel presented below is for calculating the one hour L.,. The modelis based upon calculating the hlourly L., for automobiles and trucks separately and thenadding these logaritihanilicallv to obtain the overall hourly L, as follows:

N; 15L4hi)=L a+ IOLOG(-)+ IOLOG (-)"'+S- 13

Si*T D

where.LW(hi) : Equivalent noise level at the hour (h) for vehicle type (i).1.1.i : Reference mean energy level for (ih) vehicle typeNi : Number of vehicles of(i*) class passing in time (T) one hour (I hr).Si : Average Speed of vehicles of(ith) class (kmph).T : Timc duration corresponding to Ni, one hour.D : Perpendicular.distance in (m) from centerline of the traffic lane to

observer.Scott Wilson Kirkpatrick Draft Final Report

sr dec RF dot, I.-'I83-5/

AUeIi-AgIIEJj .i,%pur aftIad

a (Alpha) FIactor relatinu to absorption characteristics of the ground coverbetween roadwav and observer.

8 (Dclta S) Shielding factor example for barrier.

The combined effect of all the sources can be determined at various locations by thefollo ing equation.

L, (hi)L^,(h. total) = I10 LOG Z', I10-

10

Based on the above equations a user friendly highway noise model has been developed.

5.4.2.2 Input to the model

5.4.2.2. 1 Design paramcetcrs

* Noise Emission Levels

The vehicular noise emission levels significantly vary with vehicle speed. It is thereforenecessary that speed dependency of noise emissions for various categories of vehicles intaken into account while using the model for noise prediction due to the roadway. In thiswork- the speed-noise relations presented by National Environmnental Engineering ResearchInstitute (NEERI) in their report on Environmental and Social Assessment Delhi-NoidaBridge Project have been adopted (Table No 3-5/5)

T 'ABLE No. 3-5/5I__________ XNoise Levels Varbition with Vehicle SpeedSpeed Vehicle Type (Noise Levels in dB(A) at IS meter)(k mnip h)____________ _________ ___

Cars * Tnucks Buses 2/3 2Wheelers40 59.0 76.0 76.0 61.050 63.0 80.0 80.0 66.060 65.0 81.0 81.0 68.070 68.0 81.5 81.5 70.080 70.0 82.0 82.0 72.090 72.0 83.0 83.0 74.0100 74.0 83.5 83.5 76.0

*Noise levels for new cars are 5 dB(A) lower

* lModdled Scenarios

It was observed from the traffic data that during the year 2000 the traffic volumesremain unchanged for " with " and " without " project options. The traffic speed,however, is expected to be considerably lower for " without project " situation. Forthe year 2015. both speeds and volume of traffic differs for the two options. The noise

Scott Wil.An liir-lpatrick Dnft Final Report

~~pma~~U~~&~c 18,0 3-~~t5/12

X l S^{iR swApr J60114{i

prediction. therefore, were carried out for the year 2000 and 2015 by allowing forspeed and voiume variations. as applicable. The predictions were made from the edgeof ROWV to a distance of 2l0m whcre the levels dropped belowv the relevant (night ordav time) standards.

* Trafric Volutmes anid Speed

The noise standards for the day and night time conditions are defined in terms ofequivalent noise levels from 6 AMI to 9 PMl (15 hours) for the day and from 9 PM to 6AMi ( 9 hours) for the night. In order to pro.ide the traffic input to the noise modeltherefore. it was necessary to proNide day and night time split of the traffic for eachcateuonr of vehicle. It was assumed that the day and night traffic ratios as observed duringthe traffic survey during 1996 %vill also appl) in future. Accordingly.for respective links,averag,e daily traffic volumes for each category of vehicle, for the years 2000 and 2015,were divided in day time and night time volumes based on the observed ratios during the1996 traffic survey. The results of this analvsis for link 2 (Sertha) and link 4 (Chhatral)are presented in Table No. 3-5/6.

TABLE No. 3-516Day - Night split of Projected T'raffic used for Noise Predictions

Link .C Y'ear 2000 Year 2015V'ehicle Mode With & Without With Project Without Project

Proi ectDay Night Day Night Day Night

Link 2:Buses & 6731 1778 14505 3832 6731 1778TrucksCars &£LCYs 5149 995 12143 2347 5149 9952-3 Whleelers 4943 378 12631 965 4943 378

Link 4:BTses 6455 1480 14452 4845 6889 1645TricksCars & LCVs 8034 1362 19002 3223 6822 1152-3 W heelers 6356 399 17435 1015 5731 33

The traffic speeds for the respective years were selected from the Table 3-5/3.

* ;pAlpha Estinmaztion, I)rop-olf ltle willh Doubling of Distaiice

'I'able No 3-5n listss the rules J'r wlien to use cach alpha value. Combinations of soft andhard patches of ground between the road%vay and the observer can be handled bycalculatina the noise level in a seTies of steps corresponding to each patchi. In most cases adoubling rate of 4.5 dB(A) (alpha = 0.5) is used. In the case of 'Without Project'scenario. Alpha value of 0.0 is considered for thie projected years 2000 and 2015. But,for the case of 'With Project' scenario, Alpha value of 0.5 is considered for both the

Scott Wilson Kirkpatrick Draft Fenal Report

.+d&idoiub .F4. .3-3/13

KAadi-Aa'oI .Vi',r Reawdi

prcdictcd ycars in tilc vicw of' proposcd hig.hway bc covcrcd with dcnsc landscapcve ,etation around and all alono it.

TABLE No. 3-517Dro -OIT Rate Per Doutbling of Distatice and Corresponding Alp hnO

Sr. No. Situationi Drop-Oil Rate AlphdB (A)

1. When the sound or the receiver is 3.0 0.0located 3 in above the ground orwhenever line of sight averages morethan 3 m above the around

2. Situations involving propagation over 3.0 0.0the top of a barrier 3 m or more inheiaht.

3. Where the height of line of sight is less 3.0 0.0than 3 m and there- is a clearunobstructed view of highway, the,,round is hard and there are nointerveningt structures.

4. Where the height of line of sight is less 4.5 0.5than 3 m and view of roadway isimerrupted by isolated buildingsclumps of bushes. scattered trees, orthe intervening is sofl or covered with

I vegetation. .

Shieldinig Factor

The shielding factor (Delta S) takes into account the various physical characteristicssurrounding the roadway and the observer. A reduction of up to 5 dB(A) is possible iftliik vegetation separates thc roud and ithc receptor. For developing the noisescenarios, however, shielding factor has not been considered. T'he predictions,therefore, provides conservative estimate of noise levels, specially, for " with project"scenario as the green belt and landscape will be so designed as to reduce the noiselevels at the sensitive receptors along the project alignment.

5.4.2.2.2 Presentation of results

The model results for the year 2000 traffic, "with" and "without" project scenaios interms of drop in noise levels with respect t the distance from the center of the road arepresented in Figure 3-5/9 and Table 3-5/8. It is observed that as a result of projectimplementatiorL the day time equivalent noise levels are expected to be about 5 dB(A)higher in comparison to "no project" situation. A difference of about 6 dB(A) isexpected between night time equivalent noise levels for the two options. The night timelevels however lower by about 3 dB(A) with respect to day time noise levels.

Scutt Wilson Kirkipntrick Draft Final Report

tpUmw4iAl.d.3c a' i* 3.5/1 4

Addi-Auul .Spur Rolali

TABLE No. 3-5/8

E%fin:atcd Noi%c Lev cl% alng the Project Road In the Year 2000

Night time equivalnt noise le%cis Day time cquivalent noise ievelsWithoul Project With Pruoject Withcout Project With Project

)istance Noise ID)isanlce Noie Distautce Noi%L Lecel Distance Noise Level1i sai 3 Levd Ii 1ao I .evel I r(MII Inxili

Road I'dge (dIIcA) Road Edge (dlA)) Road Edge (dII(A)) dRoa Ege (dB3(A))

40 55.31 40) 61.31 41) 58.89 40 64.89

54) 53 X(} 50 59.79 5( 57.38 5(1 63.37

(it) 5.58 X ( 58.57 6(A 56.16 6(0 62.16

7(1 51. 56 7(0 57.55 70 55.14 70 61.13

81 50.68 8(N 56.67 8( 54.26 80 60.25

9(1 49.91 90 55 .9 9(1 51.49 90 59.8

l(Ul *1).22 1(X)1 55.21 I(NX 521 (1 1(X1 58.79

II( 48.59 1I( 54.58 1I( 52.17 11( 58.17

120 48.02 120 54.01 120 51.60 120 57.60

130 47.50( 1330 53.49 130 51.08 130 57.07

14( 47.02 140 53.01 140 50.60 140 56.89

135( 46.57 15(1 52.)6 135( 5(.15 150 56.14

16( 46.15 1 60 52.14 1(A) 49.73 I(d 55.72

17(i l)5.75 17( 51.74 17(1 49.33 170 55.32

18(3 45.38 I8( 51.37 181) 48.96 180 54.95

3 {X} 45.033 I 39 51.02 19(I 48.61 19C) 54.60

2(X 44.69 200 50.68 20X) 48.27 20 54.26

2111 44.37 210 50.36 210 47.95 21(0 53.95

When compared to the ambient noise levels as recorded during the field observations, theday time noise levels due to the traffic are significantly lower ( about 5 dB(A)). Thisindicates that the local sources of noise are the prominent contributors to ambient noise.During the day, therefore, project will not have any significant increment to the ambientnoise levels.

During the nighlt additional noise due to the project will be of the order similar to theambicnit Icvcls. IlIc ovcr all noise levels along thc project route would therefore will rise byabout 3 dB3(A).

The model results for the year 2015 traffic, "with" and "'without" project scenarios arepresented in Figure 3-5/10 and Table No 3-5/9. According to the model predictions noiselevels are expected to rise by about 3.5 dB(A) in the year 2015 when compared with theyear 2000. However, while estimating the future noise levels, the impact of probabletechnological changes on the vehicular noise levels has not been considered.Technological improvements in vehicle design are expected to produce relatively silentvehicles in the future. Even if the present source emissions are reduced by 4-5 dB(A), the2015 noise levels in the project area are not likely to rise beyond the estimated levels forthe ycar 2000.

Scott Wil-on Kirklpatrick Draft Final Report

'rnaLibt^w-l ,.* , X ~~~35/IS

A uii-AuhloI .%piir Ro'ad

TABLE No. 3-519Estim2tcd Nu,ise Leels along the Project Road in the Year 2015

Nilht tinle equivalkiut noise levels

Wl'ithout Project With Project

Distance from Noise Level Distance from Noise LevelRoad Edge (ni) (dB(A)) Road Edge (ni) (dB(A))

40 68.33 40 64.7750 66.81 50 63.2560 65.60 60 62.0370 64.57 70 61.0180 63.69 80 60.13QO 62.92 Q0 50.36100 62.23 100 58.67110 61.60 I10 58.04120 61.04 120 57.47130 60.51 130 56.96140 60.03 140 56.47150 59.58 1SO 56.02160 59.16 160 55.60170 58.76 170 55.20180 58.39 180 54.83190 58.04 190 54.48200 57.70 200 54.14210 57.39 210 53.82

A comparison of thc estimated noise levels with the day and night time standardsindicate that the standards for commercial zones will be violated up to about 200 mfrom the road.

The computations carried out give an indication of noise levels for the worst case scenario,i.e. without tak-ing into consideration the local features like landuse. barriers etc. In reality,the noise levels are expected to be on lower side, as the areas adjacent to the proposedroad will be landscaped and covered with specially designed plantation to reduce noiseimpacts at the sensitive receptors.

5.4.3 Impact on Water Quality

i Impact on Surface Water Quality

The construction and operation of the proposed highway project will not have any majorimpact on the surface water quality in the area. Contamination to water bodies may resultdue to spilling of construction materials, oil, grease, fuel and paint in the equipment yardsand asphalt plants. But, the quantities of such spills is very negligible.

Care. however needs to be taken to provide adequate sanitary facilities and drainage in thetemporary colonies of the construction workers. Provision of adequate washing and toilet

Scoot Wiltson Kirkpalrick Drart Final Report

i. WA l&I I 3-3/16

Audi-Ai ali .%pur i?gn,I8

facilities with septic tank-s and appropriate refuse collection and disposal svstem should bemade obligatory.

I Impact on Ground W ater Quality

Ground water pollution can take place only if a dump contains chemical substances, whichwill get leached by precipitation of water and percolate to the ground water table. This isnot the case with the present project as the activity does not contain any hanniliingredients which could leach down to water table. Hence impact on the ground waterquality is not anticipated from the project during the construction and operational phase

5.5 Impact on Ecological Resources

The baseline flora and fauna hias been depicted in Section 4.0. Accordingly, there is nowildlifc sanctuary, rcscrved or protected forest in the close vicinity of the proposedhighway. The arca in a radius of 50 kIm hosts small patchcs of forest land, which mainiyconsists of few scrubs and trees. There are no endangered or rare species in the forestpatches. The impacts are briefly described in the following sections.

5.5.1 Impact on Terrestrial Ecology

The initial construction works at the project site involving land clearance, cutting, fillingand leveling. will cause loss of potential agricultural productive land and loss of vegetation.A total of about 5000 trees out of about 1000 trees with girth more than 600 mm arerequired to be felled for the construction work. The loss of trees need to be fullycompensated by landscape development all along the project road to minimise any longtemi impact of site clearance.

Inevitably. there will bc a short term impact of availability of ncsting sites for the birds.Since thc arca halh1iOLs manly,14) local grainivourous avian fauna, this shoiold not afTect theirnesting reqLiireiiients. Further, thicrc is no sensitive ecological area near the cxisting road,so the impact will not be of significance. With the landscaping after the project, thenumber of trees are expected to be more than earlier numbers and will allow the short termimpact to be reversed.

The ROW requirements and the borrow areas does not involve any reserved/protectedforest land, hence impact is not envisaged due to the project.

The barren/grassland areas covered by the alignment have little or no tree growth.

The removal of herbaceous vegetation from the soil and loosening of the top soil generallycauses soil erosion. However. such impacts would be primarily confined to the project siteduring initial periods of the construction phase and would be minimized through adoptionof mitigative measures lik-e paving and surface treatment, water sprinkling and appropriateplantation programme. The project site will be landscaped with the development of greenbelt consisting of a variety of trees wihicih would enrich the ecology of the area and add tothe aesthetics.

Scott Wilbon Kirkpatrick Draft Final Report

.suxg&dticII 3-5/17

Aadi-A',,,, .%:r /t,,I,,/

I'hI cCOistiLI01ie Il eclivitics lIad 1C 11tva11(i ,iiiL,,i of iol o1 r Li.ice in tile area nnd thusIthere wtouild he prcssurc on trees in tihe arca duc to incrcasc in fcil demand- In ordcr toI)ZX(vc'lII hi'0ltluL III' It I I ill t' ,wtiVlilxl,4ii,i Illt':19 Ildv(IC(fIIII' jllit'iliJilt' hiidl sIlillcI hearranu.d lo nect tlhc hidel r-equitemilent ol'labour lo:ec.

* Wild Life

No rare or endangered species liave been reported from the area covered by the proposedalignment. No wild life travel routes of simnificance have been noted/recorded along thealignment. The wild life in these area do not confer any significant benefit on the localpopulation.

The increased velicular traffic coupled with higher noise levels due to variousconstructional activities may drive away the local fauna from the project site to theneighbouring area. As the project is devoid of forest and trees, it does not harbour anyfauna of importance. I'herefore, tile impact of constructional activities on fauna will benegligible.

5.5.2 Impact on Aquatic Ecologyl

The proposed road does not crosses or passes near any major water body. No significantimpact on the Aquatic Ecology of the area, therefore, are expected due to theconstruction and operation of the road. The construction of road, however, requires fillingof some ponion of a. pond near Sertha. Measures to deepen the pond so that its waterholding capacity is not reduced will be necessary to mitigate the adverse impacts due topartial acquisition of pond area.

5.6 Impact on lumaii Use N'alues

5.6. 1 Soils

The impact on soil due to this project is in terms of top soil erosion. Considerable careshould be taken while'locating the camps buildings, borrow pits, quarries, spoil anddisposal site which will minimize the soil erosion. The impact of construction would beminor as a very smnall area is susceptible to excessive soil erosion. Soil pollution wouldtakle place to a negligible extent due to spillage of construction material, oil, fuel, greaseand asphalt around the construction yards.

5.6.2 Land Use Development

The development in the study area will definitely bring substantial chanues in the landusepattern. In this process, areas presently under agriculture and vegetal cover will be divertedfor development and for other usage. The acquisition of less fertile fallow lands mostlycovcred under the revenue land and its conversion for different developments will lead toenriched land uses which include construction of residential area, offices and otherinfrastructural facilities and thcse activities may occur in the immediate vicinity of theproposed project area.

Scott Wilson Kirkpatrick Draft Final Rcport

Auadi-Kall %SpIur Rouil

'Ilic proposed pruicct includcs landscaping trec plantation all along thc road alignmentwvhicil will add to thc qtuality of lifc and aesthetics of the area.

Another critical factor would be the degiradation of the borrow areas outside theconstruction zone. These borrow areas should be reclaimed by flling up the trenches anddevelopment of greenbelt over them.

* Land Acquisition and Transfornation

The extent of area for land acquisition for the proposed project has been identified anddoes not involve any sensitive archeological monuments etc. The social impacts of landacquisition and adequate mitigation measures are brought out in the Social Assessmentreport.

* Construction of Roads and Bridges

This acti%itv involves construction of the main highway road, road over bridge, crossdrainage works, approach roads, and other supporting structures. This activity involvesuse of bulldozers, road rollers, water tankers etc., This activity is machinery intensiveresulting in noise and dust generation. However, this activity will be a short-term effenft.Protective measures should be undertaken during the construction phase.

The construction activity can provide ample employment opportunities for the residents ofthe nearby villages. The construction of proposed road would also promote businessavenues for the local people, better transportation facilities and development ofindustrialization in the area.

' Construction of Site/Camp Buildings

This acti%itv involves construction of buildings for office, construction camps andhlabitation during the construction period.

This may result in cicaring of vcgetation and pose sanitary and health problems in theconstruction camps. Due care should be taken to maintain hygienic conditions at site.

5.6.3 ) Socio-economic Impacts

Emplovment Opportunities

The project is likely to be completed in a period of 3.5 years in two phases. Duringthis period manpower will be needed to take part in various project activities. About500 persons per day are likely to work during peak periods. In the post-constructionphase about 300 persons/day will be employed for operation and maintenance of thesystem. Thus. the project would provide social benefits in terms of direct employment.Additionally more people may be indirectly employed in allied activities and trades.

Scott Wilson Kirkilatrick Draft Final Report

3-5/1 9

AudIi-AuliI .%j'ir RoadgI

Elhiancement of Local Econoniv

Tlic proIICct ro(l which is a ma.ior lin;k hetwecn Gujarat and Rajastihan will connectAhimcdahad to Nilahcsaiia with improved conditions. This will l'acilitatc the ruralpopulation to move from onc State to another to bring and sell tiheir produce. Theupgraded road will iicilitatc rural population to movc cluickly towards urban ccntrcsan(d return tlie-elioii Xt'ili thc devclopmcnt of project. it is likely that niorc pcoplefrom the region will be involved in trade. commerce and aliied services. Witih theavailability of dependable road link with Ahmedabad the overall industrial andcommercial growth in the region is also likely to witness accelerated growth.

* Reduction in Time of Travel

Savings in travel time will be the major benefit to the road users. Implementation ofthe project wvill raise the average vehicle speed by more that 20 kmph for allcatceorics. For the expectcd speeds in the year 2000. the rise in traffic speed willtranslate in a savintgs of about 25 minutes in the travel time between Ahmedabad andMahesana.

d Enhanced Safety oni the Road

The traffic currently utilising the project road is a mix that arises due to local trips bythe rural population, industrial and commercial activities in the project area and thelong distance through traffic. At some locations considerable pedestrian movementis observed. As a result, a few traffic bottlenecks, specially at Sertha and Chhatralhave developed. As a result the number of accidents on the road is constantly on therise. With the three fold estimated rise, under the "no project" situation by the year2015, the problem will further deteriorate very considerably. Augmentation ofexisting 2-lane undivided carriage way to 4-lane divided carriageway with servicelanes at critical siretchcs will provide major improvement in road safety by segregatingthc fast and slow moving trafirc and increasing the road space.

5.7 Other Issues

5.7.1 Transport of Hazardous Material

As brought out in Section 3. during the road side survey, it was found that about 23.9% ofthe commodities transported through the existing.road are of hazardous type comprisingof petroleum products (0.6%No). industrial raw materials (9.5%), petrol and oil (7.0%/a) andchemicals and fertilizers (6.8%).

After the implementation of the proposed road, increase in traffic is envisaged due todevelopment of industries and other allied activities in the close vicinity. On the other side,congestion problems and probability of accidents will reduce considerably due to the betterdesign service level.

The spillage materials on the road near the ponds or rivers/canals may cause loss of life orproperty as also adverse water quality impacts, if the materials find their way into smrface

Scott Wilkon Kirk-latrick Draft Final Report

sms&aIIo3-5120

hadi-hdl *l .%pulr Remad,

water bodies. Transport of the hazardous matenrals by road is regaulated bv Motor VehiclesAct 1989. which provides precautions to be followed by the consignor. owner of thei±oods carrier and its driver to mininize the nrsk of accidents and damane control in theevent of mishap. As a precautionary measure. Special Purpose V ehicle (SPV) shouldobtain insurance cover to provide for loss of property and life and also for the cost ofcleanup operations. The nearest fire brigade stations should also be upgraded adequatelyto handle the emergencies arising from accidents involving spillage of hazardous materials.

5-7.2 Severance Issues

J' The Severance studies were conducted all along the project road including Serthabypass. The community utilities like water pipeline, road-crossings, electricalinstallations. telephone poles and liigh tension power lines, schools, religious places,burial grounds, etc. were noted.

The section-wise (each kim) details of the utilities like telephone, electric poles and fibreoptic cables have been shoun on the Drawings (see Volume 5, Part I & Part 2)

An oil and gas pipeline together with an optical fibre cable lies beneath the road fromA,hmedabad to Mahesana, the former at a depth of 2-2.5 in, the latter at about I - 1.25m. deep. The vertical alignment will be designed to keep above these facilities. Thereare about 1000 telephone and electricity poles within the ROW and these will requirerelocation. There are two graveyards at either side of the road at Chhatral (Km 36).These limit the right of way at the locations. It would be culturally and sociallyunacceptable to consider removal of these sites from their existing locations, hence theroad will be narrower at this section.

As regards cattle and pedestrian movement across the road is concemed. it is necessary tonitigate the adverse impact by providing sufficient road crossings over all the criticallocations along thie road.

5.7.3 Cross Drainage Works

The proposed project envisages repair/reconstruction of the existing Cross Drainage (CD)workls and bridges where warranted and construction of new bridges and CD worksadjacent to the existing ones (due to widening of the carriageway). Hence impact of CDworkLs is not considered to be of significance.

5.7.4 Environmental Impact at Quarry Sites

Import of earthfill material and stone aggregates for construction of highway form themajor quarrying needs for the project. The overall material requirement for earthfilliailcrial and stonc aggrcgates have been estimated to be about 2.2 million tonnes.

Mining is under progress in the identified stone quarry and is under lease arrangement withthe Department of Mining and Geology. Accordingly, the lease agreement stipulatesimplemientationi of cnvironmiental management plan incorporated in mining plan approvedby the Indian Bureau of Mines. during and at the closure of mining operations. Under the

Scott Wilhon Kirkliatrick Draft Final Report

V WALf d" dm 11 W 3-5;/21

AUddi-AUWi .%pur lt.}til.

rnanancment pian, lhe pit sites arc requiired to be restored and reclanimed in n satisfactorvstate on completion of miningt operations. During the operation of mine, the lessee isirtqiirrcli II' in r' nd.r14jint1r rni-r *i in del ivei -Ilnc wnler iirri nf ilmrir wrilimirne:ncn foirduiiiestic aIId apjicultural use anid also Ilot to pollute the surtice water soulrces in thevicinity of the nining area. As the quarry w-ill be restored and reclaimed by the lesseeimpacts on local environment are therefore not envisaged due to stone aggregate mining ofthe project.

Further it needs to be noted that the existing qliames are being utilized for supplyingmaterial to Mahesana and Ahmedabad. The proposed project will require only a fractionof the annual output of these quarries.

5.8 Summarn of Impacts of the Project

The potential impacts of typical highway projects was given in Table No. 3-5/1. The TableNo. 3-5/10 below summarizes ilte impacts specific to this project considering the presentenvironmental setting.

5.9 Analhsis of Allernatives

Two categories of alternatives were considered while finalising the project alignment. Firstcategory of altematives were in the form of choice of different alignments for the projectroad. The secondary category of alternatives were in the form of different configurationsof serNice roads and allied facilities. Various options with respect to the two categories ofalternatives were considered during the initial stages and the most suitable project optiondescribed in Section 3 was considered for detailed environmental and social assessmnent.The project altematives for the detailed assessment, thus, confined to "Build" and "Nobuild" options. Findings of the assessment of two options have been presented in theearlier sections and it is observed that although there are a few irreversible impacts duringthe operation phase of the project, specially in terns of noise and air pollution, the impactsare essentially minor. Appropriate mitigatory measures such as landscaping, greenbeltdevelopment and enhancement in road design through underpasses for road crossing willmaike thc project environmentally and socially acccptable.

The "'build" option is also desirable by virtue of its beneficial impact on the local andregional economy.


SpiNaLAdOcI.I Iw 13-5/2N

'li-KaI tol.Vpur Road

TABLE No. 3-51/11P_I'olclaisl Enuviro.nmcntal livi)licIs of Alimedaliad - Ruliesans Rotzd Project

NaIa,. nrt of Invirsdii- (741"Orml ioo IPlue (rgtq oneMecb tain PhttE (IF lect.)

I'ttlntta Im citr | c | Ipixlta | g.| ~i,enAi el tc l | 5.ip.k | Nilinuy | Nodtne minor | A, | Amv I R^lcm l|ng- RIcr% Iiene Suuiji. Minor, N.| I. g;i.___M "I's ||n | lynn | k bit a c || e | |cnm ib Ad,ibit canI .wd |

I )m*. r ani n t , uli . 1k 11_ _ __ _ _ __ __ __ __ _ _ _ =_ _ _ _ _ _ _ _ __ _ _ _ _1D)I and RoaIsiJ, ltig* _SIditwult in sh tl uind% due I n _i_e_**_

-Ilafadirtt nit ctilh14pillme_

Soril enn ntvinOStiit _ _ _Smilice mnJ *,n-und satcr hdiolew and**..

qqgal;ty , Landlwapg dillint!-72601 *

Remnh-al ol- 'rfeatin a tin-et 0

Ienncsaial and quimnki lora and launs _ ______*

A\ir pollution n * * *____

lNIlt:tII.r ______ - --~ - * - -

S idtlatit n andadild m% lst dip lkl * *lI:ihlibalifm mtivlcllnell'alak_

lniufuuud dsed s% cb ta1nc land usc ul lem 1 -_ - - -hictccsed ittnspottFtit n**l*_. lIflvS.l I'nplanned I itnlaF crf'flin, _ * __ _ I I iI Ilkuin tieplannyd ljndct^AFin __ J * _ I I I -

Scott Wilson Kirkplitrick Dr:mfi Final Rcgmrapmbilaode<^lt 3-5/23

6Ehnvironmental Plan

Ai iii-A ll{)l .spilr Rmidl{

6.0 ENVIRONIMENT!AL MANAGEMSlENT 1PLAN

(,. I ltItrI-flhtICti .... ,

This section enumerates the set of measures to be taken during project construction andoperation to eliminate or reduce adverse environmental impacts to acceptable levels,based on an Environinicntal Nianagement Plan (EMP).

Broadly, the EMP is divided into the construction and operation components. For theintegration of the EMP with the project implementation, identification of the responsibleinstitutions has been done and appropriate budgets have been shown. Finally, amonitoring and institutional plan has been presented.

6.2 EMP During Construction

EMP during construction addresses issues such as,

* Compcnsation for Loss of Land* Rehabilitation and Resettlement during Land Aquisition* Labour Camps* Soil Disposal and Soil Erosion Control* Air Pollution* Water Pollution

* * Impact on Natural Pond at Sertha Village* Compensatory Afforestation along with road* Lighting Provisions

6.2.1 Compensation for Loss of Land

About 13 hectare of land needs to be acquired to construct 2.5 km long bypass for Serthavillage. Out of 13 hectare about 9.54 hectare is under private ownership. Several socialand economic issues are involved with the acquisition of such lands. Importantly, forthose families which loose significant land holdings to the project, adequate measures torestore income levels are necessary to be integrated with the project development. Allrelevant issues related to land acquisition and removal of structures falling within RoWhave been discussed in Section 10.

6.2.2 Labour Camps

During construction, it is estimated that a labour force of 425 people will be working onthe project for a duration of 3.5 years and in two shifts. Most of the labour would becollected for the daily shif, howevcr, a need exists for at least one or two labour camps atthe site.

Although the location of labour camps is the responsibility of the contractor, localauthorities would have to be consulted. Further, labour camps should not be set up atcertain exclusionery zones. Figure 3-3/7 shows the locations where labour camps are notrecommended.

Scott Wil6on Kirkpatrick Drart Final Report

wha317 :¢4~~~~~~~~~-611

The provision of potable water and sanitation labour camps should be covered by the(icncral Conditions of Conitract (GCC) and sliould be framed such that tile labour campsreceive safe and adequate quantity of water and sanitation facilities take care of thedisposal issues in an hygenic manner.

Water supply to thc iabour camps may be done from existing tube wells along thealignment whlich are owned by the farmers. Water abstraction from natural ponds (such asthose near Sertha) should not be done, unless consented by the pond users.

Sewage and the domestic solid waste generated at the construction work-ers colony wouldhave a negative impact on the aesthetics and environment of the surrounding area, if notdisposed ofl in an efficient manner. Sanitation blocks consisting of low cost solutions suchas dry pit latrines may be considered with a provision of adequately sized septic tank. Aprovision of Rs. 0.35 million has to be made for provision of water supply andsanitation facilities.

About 425 people per day will be work-ing for 3.5 years in two phases during theconstruction period. According to the criteria of the Ministry of Health and the WorldHealth Organisation (WHO), the labour camp should have a Health Centre with onedoctor and support staff. Contractor will be responsible to provide the health facilities tothe labour workling for this project. A provision of Rs. 0.35 million has to be made inthe project estimate.

6.2.3 Soil Disposal and Soil Erosion Control

Construction of road involving cut and fill and embankment is a specialised and acomplex task. For safcty and environmental reasons, elaborate measures need to beadopted for collection, transfcr and disposal of excavated soil. Soil collection,transportation, disposal and its trcatmcnt nced to be carried out in a systematic manner.

These containers should be such that soil should not spill during transportation to thedisposal site. The excavated soil will be first collected at temporary sites and thentransferred to the disposal sites.

The construction activities in this project are expected to generate about 880,000 m 3 of

soil. Out of this, about 600,000 itn is lik-ely to be re-utilised in filling. As cut and fill sitesare at different places, and the fact that the available volume exceeds requirementdisposal, identification of temporary and final disposal sites is necessary duringconstruction/detailed study.

A tnick has a carrying capacity of about 8 tonnes. and hence about 4 m' of earth could bedisposed dtirinig every trilp, and on this basis 70.000 truck trips will be required duringconstruction. IThis means about 125 truck trips will be required everyday. Movement ofthe trucks should be restricted to only two shifts of the day to avoid nuisance to theneighborlhood.

Scott Wilson Kirklipatrick Draft Final Report

p 612.

Kadi-Aalol spur Road

It is estimated that about 12 ha of land will be required to dispose off the excess volume.For ilic control orsoil crosion, grass vegctation is reqjuired at the final disposal sites. Thecost of grass vcuctation is about Rs. 7,000 per ha. Ilence the total cost of grassvegetation works out to Rs. 84,000/-


During construction period the impacts on air quality are mainly due to the material movementand the actual construction activities.

Due to material movement air quality over a large area is affected though, not in significantlevels. There is an increase in the dust levels all along the haul roads, the borrow areas and thedumping areas.

The emissions from the construction machiinery are the major source of ambient air pollutionduring the actual construction. Continuous use of concrete mixers, generators, bulldozers,rollers, crane, trucks etc., give rise to the ambient NO2 levels which may exceed thepermissible concentration limits. The degree of impact may increase during winter season andduring night time.

Mitigation Mieasures for Mobile Source Emissions

In order to curb the increased fugitive dust emissions in the area due to vehicularmovement and raw material transport, provisions should be made for sprinkling ofwater on all the haul roads in the area. Sprinkling of water should be carried out atleast twice a day on a regular basis during the entire construction period especially inthe winter and summer seasons. Special attention should be given to all the haul roadspassing through residential areas in the region. Daily inspection at haul roads and atconstruction site should be caffied out to ensure removal of construction debris to thelandfill sites;

Dust covers should be used over the beds of trucks which will be used for thetransportation of materials prone to fugitive dust emissions. Additionally any of thesematerials which may collect on the horizontal surfaces of these trucks dwuing loadingshould be removed before transportation;

* Construction requiring street closings in heavy traffic areas should be performedduring off-peak, hours;

* Idling of delivery trucks or other equipments should not be permitted during periodswhen they are being unloaded or are not in active use,

* Concrete should be supplied from an on site batching plant in order to reduce traveldistances of concrete delivery trucks; and

* Low emnission (diesel) construction vehicles should be used wherever possible.

Mitigation Mleasures for Fixed Source Emissions

ScottWilVon Kirk-patrick Draft Final Report

Sp -r1Wd&W1"e7 3.6/3

AtgUU-tAglfl .1fiur j(jejjg

The construction yards N02 emission is expected to a have significant influence up toI km distance on the downwind side under adverse meteorological conditions. Hence,it is essential that it should be located within I kn of major villages likle Sertha,Chhatral and Kalol;

All stationary equipmcnts sliould be located as far as practicable from receptorlocations in order to allow dispersion of emitted pollutants;

* Areas prone to fugitive dust emissions (such as demolition, excavation and gradingsites and routes of delivery vehicles across areas of exposed earth) slhould be stabilizedby usint water;

* Though the exclusion area for construction will allow control of NO2 at major villages,during winter season the ambient air quality in the predominant downwind directionshould be monitored at a frequency of two days per week for 24 hours to assess theprevalent emission levels at sparse settlements to decide the need and extent ofrestrictions on night time construction activity. If the air quality limits are found to beviolated, the construction operations during night time especially in the winter seasonshould be carried out under rcstricted conditions. The work schedule and the operationtimrn of each machine can be suitably modified and have limnited construction activity toexercise a control on the ambient air quality levels;

* Proper care should be taken for storage of furnace oil, LDO etc.; and

* As soon as construction is over the surplus earth should be utilized to fill up low lyingareas.

6.2.5 Afforestation

In the absence of proper planning, the project may leave behind ditches and scars in thearea all along the road alignment, seriously affecting the aesthetics and public health. Anapproved code of practice for developing barren area will have to be followed. Alsolandscaping proposals shall have to be worked out to suit the terrain through which theroad is passing. The Contractor will be responsible for landscaping along the roadalignment and development of barren areas.

The Department of Forests, Ahmedabad is responsible for the conservation andmanagement of trees/forest in the project area. The Forest Conservation Act of 1984stipulates strict forest protection measures and outlines procedures (guidelines 1/08-1 (ii)) for compensatory reforestation if the department accepts conversion of forest landfor other purposes:

* if non-lorest land is not available. compensatory forest plantation is to beestablished on degraded forest land to the extent of twice the affected or lost-forest areas:

Scott Wil%on Kirkpatrick Draft Final Report

p-frmi,L.Ls>~ l 3-6/4

Adali-AuhtI spur Rnuad

* if non-forest land is available, compensatory forest plantation is to be raisedover an area equivalent to the affected lost area of the forest.

For the present project. it is found that about 5,000 trees are likely to be lost due to theproject construction. Following the forestry rules, double the number of trees, i.e. 10,000will have to be afforested along the road alignment. The objective of the afforestationprogramme is to develop natural areas in which ecological functions could be maintainedon a sustainable basis. Therefore, planting of miscellaneous indigenous tree speciesshould be applied. The recommended tree species are given in Table No 3-6/1.

Table 3-6/1Recomnmended Tree Species for Reafforestation

S.No. Local Name Botanical NamePilu Salvadora

2 Baval Acacia arabica3 Bordi Zizyphus jujuba4 Limdo Azardirachta indica5 Amli Tamarindus indica6 Jeilji Bauhinia racemosa

Apart from the afforestation requirements, development of green belt along the roadlength is desirable as it attenuates the air and noise pollution, adds to aethetics, provideshade to road users and camels, serve as nesting ground for the birds and helps inmaintaining the micro-climate. With these benefits of afforestation in mind, a plan oflandscaping and planting of tress is propsed along the entire road length. Based on Rs.600,000 lkm, the costs of compensatory afforestation and landscaping for this projectworkl out to 312 lak-hs.

Landscaping should be done with a lag of 3-4 months from the start of the work on anysection. The section should be deemed to be complete when the landscaping is over. Anagency must be appointed thereafter to maintain the survival of plants and paid on plantsurvival rate;

Plant species suitable for the area should be planted at the onset of monsoon season. Theplants should be provided adequate protection from animals and proper monitoring should becarnied out to assure their grosth.

6.2.6 Noise Control

During the construction stage, there would be an increase in the ambient noise levels of theregion due to continuous traffic movement and the construction vehicles.

Mitigation Measures

The siting of construction yards sites should be done leaving at least 100 m distance-from any residential areas which will allow noise to attenuate; and

Scaen WVilXiI Kirkpairick D)raft Final RepHort

! .' t ~~~~~~~~~~~~~~~3-/5

Audi- .hd spur It ,,ua

The main noise producing sources such as the concrete mixers, generators, grader etc.should be provided with noise shields around them. The noise shields can either be abrick masonrv structure or any other physical barrier which is effective in adequateattenuation of noise levels. A three meter high enclosure made up of brick- and mudwith internal plastering of a non-reflecting surface will be very effective in theseregards.

Noise measurements should be conducted during the construction to assess theprevailing noise levels. For protection of construction workers, ear plugs should beprovided to those working very close to the noise generating machinery.

The exposure of workers to high noise levels especially, near the ROW needs tobe minimised durin, construction period. This could be achieved by:

job rotation

The workers employed in the high noise level area could be employedin low noise level areas and vice-versa from time to time.

noise control methods such as mufflers or barriers

Special acoustic enclosures should be provided for individual noisegenerating equipment, wherever possible. During construction, there maybe high noise levels due to use of Cement Concrete Mixers, Generators,Dumpers/Trucks, Bulldozers, Rollers, Excavators, Pavers and graders.Effective measures should be taken during the construction phase toreduce noise from these sources for instance by fitting exhaust and intakemufflers.

The operation of the above construction equipment can produce noiselevels upto 100 dB(A) at a distance of 25m. The noise level could bereduced by using a combined sound absorbent to 70dB(A) at a distance of15m. The construction contract should specify the use of equipmentproducing not more than 90 dB(A) for the eight hour operation shift

Use of noisy construction equipment should not be permitted during nighthiours.

Noise level from loading and unloading can be reduced by usage ofvarious types of cranes and by placing materials on sand or the beds ofsandy bags.

6.2.7 Water Pollution

The proposed project will not alter the existing water quality on a permanent basis, but duwingthe construction phase extent of surface runoff and silt load may increase giving nse to anegative impact on receiving natural water bodies, especially the ponds.

Scott Wilson Kirkpatuick Draft Final Report

3-6/6

Atltt-AUhJI .3spurho jal

Mitipation Mleasures

Runoffs from the construction site should be passed through silt traps.

6.2.8 Impact on Natural Pond at Sertha Village

Another negative environmental impact would be due to the alignment by the by-pass atvillage Sertha The by-pass alignment cuts an existing pond at village Sertha by about 10% andhence 10/o of the pond area needs to be filled up. Any alternate alignments are either leadingto more land aquisitions or not acceptable from the transportation engineering point of view.

The impacts of such an intervention are three fold,

* Loss of pond's hydraulic capacity with risks of flooding in monsoon.

* Risks of induced soil erosion and water pollution by vehicular ermissions

* New alignment causing a bamer to the existing pond users, including cattle.

In ord:r to minimize the above impacts, following mitigations have been recommended.

Mitigation Meawres

* Measures like deepening of the pond, bank improvernent works should be done inorder to maintain the same voluretric capacity of the pond;

Proper vegetation or landscaping at the sides of the pond boundary can minimize theextent of contamination of the pond due to pollutants released by vehicular traffic.

Adequate underpass should be provided as close to the pond as possible to allow the pondusers from the either sides of the road, especially the cattle to continue accessing thepond. This provision has been already made in the design and cost estimation of theproject, based on the interim recommendations of the EAISA study.

6.2.9 Lighting Provisions

It is proposed to provide the illumination at Toll Plazas, Kalol Bypass, majorintersections, underpasses and cattle crossings. Normnal requirements for illumination arcsummarised in Table No 3-6/2. The Contractor will be responsible for providing theillumination at the various points listed.


sp_le7 3-6n7

Aat,-Aiiali spur Roi,adi

'I'ABLE No 3-6/2llutiniiatioii at Different Locations

Location Illumination (Lux)Kalol Bypass 250Major Intersections 250Toll Plazas 250Underpasses 250Cattle Crossings 100

6.3 EMIP durinig Operation

The operation of the proposed highway would be socio-economically beneficial to the entirearea due to a reliable and fast transport facility with a high level of service. Traffic congestionand resulting delays and accidents would be minimized on all other roads of the area.

A rise in air pollution in the areas in the downwind direction ofthe road will be observed as thetraffic grows in future. The observed levels will be however lower than the expected levels assmooth traffic flow will reduce the emission levels per unit distance travelled. Also noise levelswill be lower due to re-routing of the aligment away from the population centres.


Afier the project implementation the ambient air quality levels in future years will be betterwith respect to without project scenario. However, as the traflic increases, the ambient airquality will rise. The effect will be more pronounced during winter season when night timeground level inversion are observed in the area.

Mitigation Measures

The most effective control methods of air pollution due to vehicular emissions is to usefuel efficient engines, introduction of catalytic converters for petrol vehicles and use ofsmoke traps for diesel vehicles;

It should be made compulsory for all vehicles to adhere to the engine maintenanceschedules and standards to reduce air pollution due to vehicular emissions.

* Along the highway plantation of trees such as neem which has known properties toabsorb HC is recommended. Care should however be taken to space the trees so asnot to restrict movenent of air, and

* Development of landscape along the main road can bring about 30 percent_eductionof concentration of pollutants at the ground level. It is therefore recommended that thearea available on both sides of the highway should be used to develop a green beltwith dense canopy to mininize the air quality impacts in the downwind regions. Suchdevelopment will also improve the general aesthetics in the region.

Scott Wilson Kirklatrick Drft Final Report

3-W6/

Kadi-Al/i spur ,,Rnuad

6.3.2 Impact on Noise Levels

D)urlini lite 41perZ4lflli st:apc. ilieite %V1Itiic hc :a1 ittCIt,L' ill 111 hieiI iise levels of' I lic rCgio)n)

due to coniniiiuous trallic Movement. Amuibient niu ht time noise levels would experience highlevels due to movement of heavy traffic.

Mitigation Mleasures

Development of greenbelt along the main road can also bring about considerablereduction in noise levels. The area available on both sides of the road should be usedto develop green belt comprising selected species of trees with high canopy to provideadded attenuation of noise;

Use of air homs should be minimized on the highway during night time. Duringdaytime use of homs should be restricted at few sensitive locations. This can beachieved through the use of sign boards along, the roadside; and

Future development along the road should follow correct landuse norns so thatsensitive receptors are not located along the road, specifically along the bypasses.

- Formal recommendation can be made to GoG about the need to restrict any maoractivities within the impact zone due to voilations of noise standards both nearresidential and commerical areas upto a distance of about 150 m from the ROW (aftertaking attenuation of noise due to landscaping etc., into consideration). In the absenceof any such laws on land development along the road in the existing situation, thesocial and financial implications of which have not been addressed in the reportincluding its viability.

6.3.3 Emergency Measures

Emergency measures are adopted to avoid total failure in the system e.g. lights, fire andaccidents. The aim of the Emergency Action Plan is to identify areas, population andstructures likely to be affected in the event of a catastrophe. The action plan shouldalso include preventive action, notification, warning procedures and co-ordination amongthe various relief authorities. These are discussed in following sections:

Emergenicy Lihliting

Emergency lights operated on battery power should be provided at each toll plaza,subway and crossways.

Accidents, Fire and Emergency Medical Aid

As the proposed project road will lead to continued and increased transportation of hazardoussubstances, even if they are expected to follow the Environmental Regulations regardingstorage, handling and transport it is necessary to provide for some back-up facilities in theevent of an accident. It is recommended that the following facilities be provided as a part ofthe project:

Scott Wilson Kirklatrick Draft Final Report-p~.mj*frm~,~k&m~X* '3-6/1)

ad,i-KOAuI .qJtir Rgo,ad

i. ambulance stationed at the toll plazaii. tow truck for rcmoving damaged vehiclcsiii. communication facilities at each (and in between) endsiv. access to fire-local (district) fighting facilities.

In the current operation scenario of the project, it is necessary for the project operator toundertake additional responsibility for above back-up facilities in view of the stakes involved inoperation of the toll road. However, like any other national/state highway, the operator'sresponsibility is nevertheless limited since it is the district administration's job to highwayaccidents.

6.4 Insitntional Arrangements

Table No 3-6/3 highlights some environmental issues which are directly related with theproject. Appropriate mritigation measures with respect to these issues entail participation ofconcerned departments of Govemment of Gujarat. Thus the sugested measures with respectto these issues, therefore, are advisoTy in nature and not binding on SPV or the prospectivecontractor.

Table Nos 3-614 to 3-/8 presents the action sheets that describe specific recommendationslnking the impacts, mitigation measures and institutional responsibilities.

TABLE No. 3-6

Environmental Management Plan - Ahmedabad - Mlahesana Highway Project

Eminnmuental Issues Actions to be Taken (1998 to 200J) Responsible EntWi

Constmclion Phase

Dust contamination at site Construction sites and access roads passmng Prospeti Contrctor (PC)and ort haul roads throuh rcsidckmtial and commercial areas and

unlied haul roads to be watered twice eachday

Air pxllutioin 24 hxourl num itring at a frmqupx of tuo SPV through PCtins a wveek durinjg winter season inresidential arnas

In the ceitw of violation of 24 hourly avea ge SPV through PClnliciu sanidard fri r esidLntial areas.constnrction acti%itics to he restricted between6 amn to 6 pmn

Noise pollution Provision of ear plugs to hca%y machmny PCoperators

Costniructitm or3 nmere tall enclosures around PCgncrator sets and concrete mixers whenotnistruction yards are widiin Ioum ofesidential aares.

Disposal ol construction Daiy inption of haul roads and sites for PCdebris construction debris, its collection and disposal

to landfill sites


qp uk*facV31i7 3-6/1l0

Adi.-AlfuI ..Vp"r Road

I ABLE No. 3-6/3

Enviroiinmental Alanagellicuit Plaii - Ahmeedabad - Mahesana llighway Project

En ironmenlal Issues Actions to be Taken (1998 to 2004) Responsible Entity

1 raflic an i ransporutiuin All hauled material to be covered while becig PCtransported

Construction related transpnrtation activity to PCbe uniformly distributed duning the night tominimize noisc impacts

Routine check of vehicles used for PCtransportation and their proper maintenance tominimize vehicular pollution

Domestic sewage and solid Provision of water supply and washing PCw3stc at workers colony f3cilities

lrmnisioi of waste disixpsal facilitics likcseptic tanks at the construction work-ers PCcolony

Pronision at site imid in wtnkers culonv fiorcans for coliection of domcstic refuse PC

Provision for composting or domestic refuse atconsuruction workers colmo PC

Remino Of tr andm landscaping plan to be asked with schedule of SPV through contactorlandscaping construction frsn contractor. it should be

impilcented ctncurrcnt to thc roadconstruction with a lag of 34 months

_Oprtkn Phas (April 1999 -2030)

Air l)llution lIrnvision of ambient air qtualiLy mtmitofing Giujarat State Govenmentnear the higinvay in tie dow.o nwinld direction through State lPollution

Control Board and SPV

L)cswlmcient or wide green belt all alonmg te SIPV thiugh PCalistnmni w vithin the ROW

Noisc pollution Mininmization ol u.sc ol horns near sensitive Traffic department and thelocations and during night time wvith the help Gujarat State Gowemnmentof signbords in prope positions


sfrmsu^ kdo.3Oi'7 3-6/11

Aali-Au_jlI spu ARadl

TABLE No 3-6/4Action Sheet for Mitigation of Construction Phase Impacts

Actioni Shect - IEnvironmcntal Air Fimissions (D)ust/Particulaics)/ Dispoml of Constrnction DcbrisAttributcIssue Increased dust levels adjacent to hiaul roads and construction

v%ards. Uncollected construction debris.Mitigation measure Sprink-ling of water twice a day along the haul routes passing

through residential area and at the construction vard.Methodolog,y for Water tank-ers should be deployed by the contractor through outimplementation the %%inter and summer months and during dry spells in monsoon

months to water at construction yard and those sections of roadwhich shall carry the construction material through the residentialareas. Water sprinkling should be carried out in the morning andevening hours every day.

Water from the ponds near Sertha will not be used without theconsent of the village communuity.

The uncollected construction debris can also contrbute to fugitivedust and idsaitary conditions. Daily mspection at haul routes andconstruction sites should be conducted to ensure speedy disposal ofconstruction debris to landfill sites. Neauyby borrow pits may beused for disposal of debris or areas which may need a noise barriermav utilise the debris to create a hump

Implementing Agency Prospective contractor/sub-contractorMonitoring Agency SPV through the feed backl from the citizens comnittee.Legal Instrument The above activity should form a part of the bid documents and

construction ageement. This will facilitate the contractor to takeinto account the cost of above measures while biding for thecontract.

Scott Wilson Kirkpatrick Draft Final Reportap *dAfsmaLaLd.~~~IIin7 3-6/12

Aud1-Aain lspr Road

TABLE No 3-6/5Aclioi Shlet for Witigation orcolistnictioni Pliase Imxpacts

Actioii Slheet - 2

Environmental Noise PoDutionAttributeIssue Increased Noise levels during day and night time in the residential

areas adjacent to the construction vard.Mitigation measure Siting of construction yards more than 100 m away from any

residential areas;

Provision of enclosures around stationary sources of noise at theconstruction yard and restriction on noisy operations during theniaht if monitored noise levels indicate exceedence of standardsafier construction of enclosures.

Methodology for Select construction yards sites leaving adequate distance to allowimplementation noise to attenuate.

For the protection of construction workers, ear plugs should beprovided to those working near the noisy machinery.

Noise measurements should be conducted if desired by theCitizen's Comfittee during any stage of construction withnecessarv follow up for noise control measures.

Implementing Agencv Prospective contractorMonitoring Agency SPV through the feed back from the Citizens Commnittee and award

_____________ of noise monitoring.

Legal Instrument The above activity (provision of enclosures) should form a part ofthe bid documents and construction agreement. This will facilitatethe contractor to take into account the cost of above measureswhfile biding for thc contract. The cost of monitoring of noise levelsshould be borne by SPV.


up:mked&b.imhkjaca et 31-6/13

Audi-Aaols purR Joad

TABLE No 3-6/6Action Slhcci for Mitigation of Comistruction Phase lmpacts

Action Slieet - 3

Environrental Sanitation at Construction Work-ers ColonyAttributelssue Adequate sanitation facilities and Hygiene at construction workers

colonv.Mitigation measure Provision of water supply and toilet facilities at construction

workers colony as per the stipulated guidelines in Indian LabourAct along with provisions of septic tanks and refuse compostingfacility.

Mcthodology for The camp must not be located within I km of the-'exclusion zones'implementation as identified in Figure xxx

The contractor should ensure adequate water supply and toiletfacility with septic tanks and mechanisms for composting ofdomestic refuse at construction workers colony. The CitizensConunittee should provide feedbacl; from construction workersand bv regular inspection abou. the adequacy of facilities.

Implementing Agency Prospectine contractorMonitoring Agency SPV through the feed back from the Citizens Committee.Legal Instrument The above activity should form a part of the bid documents and

construction agreenent. This will facilitate the contractor to takeinto account the cost of above measures while biding for the

I contract.

Sco Vilo.Mu Kirkpairick Draft Final Report

iAA_ks33I 3-6/14

A"ijt-Audltst nlr it o-

l AlBLE No 3-6r7ActoiIl Si;ect {ox Nfifiligatio rf conStruCtionl Phlaise Imipacts

Actioni Sheet - 4En%ironmental Landscaping along the highwayAttributeIssue To compensate the cutting of 5000 trees during the construction

phase.Mitigation mcasure Dcvelopment and Maintenance of landscape along the proposed

highnvay, whiicih acts as air pollution and noise barrier and improvesaesthetics

Methodology for The contractor should give a plan for landscaping concurrent withimplementation the road construction schedule (with-a lag of 3-4rnonths for

preparing the ground). The construction of a road section will bedeemed to be complete only after completion of the landscape forthat section.

Phase-v,ise plantation should be taken up by the SPV . This waterrequired shiould be taken from the borewells or nearby surfacewater bodies (except ponds at Sertha 3y-pass, unless consented bythe conmnunity) along the highway. The Citizens Conmiittee

_ should provide feedback to SPV by regular inspection.Implementing Agenc SPV through contractorMonitoring Agency SPV and the Citizens Committee.Legal Instrument The above activity should forTn a part of the overall project cost.Impementing Agency SPV throuah contactorMonitoring Agency SPV and the Citizens Conmmittee.LeWal Instrument The above activity should form a part of the overall project cost,

Scott Wilson ihirkp:trick Draft Final ReportqF_.'&kS m~kn3 3I47 36115

Audi-Al/ .is:pr Rota,8

l AUILE No 3-618Aclion SihSeet for NIMitig:ation of Coiistnictioil Pliasc Is pacts

Actioll Sbeet - 5

Environmental Air and Noise PollutionAttribute

Issue Increased traffic flow on the proposed highway resulting in high airand noise pollution levels.

Mitigation measure Provision of ambient air quality monitoring near the highway in thedownwind direction.

Minimization of use of horns near sensitive locations and duringnight time witlh the help of sign boards in proper-positions.

Methodology for The State Government should ensure monitoring of ambient air andimplementation noise monitoring through the State Pollution Control Board and

also through SPV.

The state government should ensure compliance of air pollutionvehicular emission standards.

The traffic department along with the State Government shouldenforce the traffic rules like minimization of use of horns etc., alongthe highwav.

Implementing Agency State Government /State Pollution Control Board

State Government/Traffic Department

Monitoring Agency State Govemmcnt through relevant Departmcnts.

It is envis;agCd that thc initigatory mcasures for the construction phasc impacts will forn part oftender documents inviting proposals for construction. The responsibility for their compliancethus would be binding for the prospective contractor as the contract condition. The overallresponsibility for implementation of rnitigatory measures will. however, rest with the SpeciallPurpIxs)e 1eice (I''1, which will supervise the construction and operate the highway on itscompletion. SPV will be constitute a citizens committee with representation from vilages suchas Chhatral, Sertha and Kalol.

6.4.1 Public information and consultation

The main purpose of these exercises is to know the peoples reaction to the perceived impact ofproposed road on the people at individual and settlement level. Visits should be made to knowthe villages and key persons in the villages. The meeting, with k-ey residents and opinion leadersof the villages and local NGOs who are prominent, good, genuine and committed to the taskassigned should be organised throughl the social survey team or through Gram Panchayat toexplain the purpose and scope of study. Public information and consultation should beundertaken before mobilizing the project construction in the confidence presence of prominertNGOs.

Scott Wilson Kirkpamnck Draft Final Report

sp "A 1 36/36

Audli-K/U,0 xpur Rnudl

The views of the villagers should be elicited and the questionnaire (in the form of InformationBrochure I Leaflet) need to be expalined for the personal interviews. Formal meetings are to beorganised with the women and vouth groups at major villages along the project route. Theseproccedings should emphasize on the cormmnunity profile of the most affected villages includingtheir problems, basic issues and concern over acquisition of pond, land and temple etc.

6.4.2 EnvironimumLal nmonilorinig and institutional arrangements

The rmitigation measures suggested in Table 3-6/3 requires monitoring of ambient air quality andnoise levels during winter and peaki construction activities at the construction yard respectively.The monitoring requirements can be adequately met by sub-contracting the assignment to anorganization undertaking ambient air quality and noise monitoring.

It will be desirable to formalize a mechanism for the incorporation and supervision ofrecommended mitigatory measures during the construction. As a first step the mitigation planshould be made a part of bid document to enable the prospective contractor a goodunderstanding of recommended measures and his responsibilities towards their implementation.To supervise effective implementation, SPV should take the following steps during constructionphase of the project.

* Assign all supervision to an official conversant with environmental and social issuesrelated to the project;

* Constitute ('iziL' ('omnnltlee with due representation from women, Non GovernmentOrganizations (NGOs) and elderly residents to provide regular feedback on adequacy ofmitigatory efforts;

Arrange for monthly report from the contractor on steps taklen for implementation ofmnitigatory measures;

Report and discuss the progress of implernentation with public through CitizensCommittee at an interval of every three months; and

Formulate a system of forewarning the users and residents of the road sectionunder strengthening considering the constrained traffic flow during constructionof the road.

6.5 Budgetary Cost Estiolates For Emiviroinienlt Prolectiowi

The mitigation measures suggested in Section 6.4 require monitoring of ambient air quality,noise levels and maintenance of green belt (Landscaping) along the proposed highway. Themonitoring requirements during the construction phase can be adequately met by sb-contracting the assignment to an organization undertaking these studies by SPV. The costestimates presented in this section (Table No 3-6/9) are for the mitigation measures brought outabove. Tlhese cost estimates give only a an indication of likely cost.


_ _- 17

TAtBLE No 3-6/9Blhdgtanr Cost Estimntes for Enviroinment Protection

Sr. Itemn Particulars Assumptionis 1 Cost ResponsibleNo. II I (Rs.) I AgencyInitial Investment (Fixed Cost)1. Dust suppression at the site Rs. 500/trip x 10 40,00,000 PC

and on haul roads trips/dav x 800 davs2. Provision of domestic Lumpsum 850,000 PC

sewage and solid wastedisposal at worker's colotnv

3. Landscaping Initial cost of 3,12,00.000 PCplantatiol(tRs.600,000/kni x

Total 3,60,50,000niftial

cost _Operational Cost (Variable Annual Cost)l1. Air pollution monitoring Rs. 200,000/season 800,000 SPV through

x 4 seasons for PCfugitive sources(constructionyard/nearby Sertha,Chatral Junction,Water Park)

2. Nois.e monitoring Fortnightly 600,000 SPV througimonitoring at 6 PClocatiols on hourlybasis for 24 hourperiod

3. ILandiscaping (annual Curbing, addition of 1,31,04,000 PCmainteiance) manure including

manure cost andgardeners @ Rs.15,OOOtkm x 52 x12+ cost of water @Rs. 6,000/km-month

____ _ x52kmx 12Total annual operation cost 1,45,04,000

6.6 Identification and Management or Risks

The risk, assessment of the project is detailed for all aspects in Volume 4 - Risk Assesment

If thic Environment Managncmcnt Plan togcther with the Resettlement Action Plan isimplemented completely, there will not be any environmental and social risk in theimplementation of the project.

This is an existing highway wvhere the cross drainage works provided have been found to beeffective (inspite of blockages in the drainage no flooding have been recorded). As the

Scott Vilmn Kirk:latrick Draft Final Report

'rVh.&k.d.3Th7 tb/IS

X LU.W ij .%44d44j dAr A.UIi z Ll inaronmental Aoianagemeni rianAKuIj-Kah, ls.ipr Rw,lu

proposed project will be strengthening the existing CD works and proposing new onesadjacent to the existing ones, hence the CD works is not an issue of significance in thispro."'tl

However, as the proposed project road will lead to continued and increased transportation ofvarious commodities, including hazardous substances, even if they are expected to follow theEnvironmental Regulation regarding storage, handling and transport, it is necessary toprovide for some back-up facilities in the event of an accident. lt is reconunended that thefollowing facilities be provided as a part of the project:

i) ambulance stationed at the toll boothii) tow truck for removing damaged vehiclesiii) comnmunication facilities at each (and in between) endsiv) access to fire - local (district) fighting facilities

In the current operation scenario of the project, it is necessary for the project operator toundertak-e additional responsibility for above backup facilities in view of the states involved inoperation of the toll road. However, like any other national/state highway, the operator'sresponsibility is nevertheless haunted since it is the district administration's job to highwayaccidents.

Scott W;lson Kirkpatrick Draft Final Report

WWAa",6cVmx6!&,c"1V7 6/19

Social Assessment - An Introduction

A###ll-A##tiOll r % ff111 tJ

7.0 SOCiA,l ASSESSMENT- -AN INTRODUC'10N

7.1 lutro1odiactiall

Road improvement and construction involve expropriation of land and structures from thecurrent owners/users. Besides, the economnic disturbance due to land acquisition (L.A)the construction work- may displace present economic activities within the corridor ofimpact of the project. This wvill include eviction of any squatters and removal of pettycommercial structures/encroachments from the ROW forming part of the corridor ofimpact. Expropriation of land, eviction of squatters and removal of commercialencroachments may cause social disruption and economic loss for project affected persons(PAPS) and their families. The economic losses for the project-include loss of acommercial structure access to economic opportunities, -or the loss of income.Therefore, while implementing the project one needs to take into account thesedisturbances and losses due to the project, their impact on the socio-economic living ofthe peoplc and )lenI for the mitigation measures to minimise any negative adverseimpacts.

As the -project will be implemented by IL & FS, the principles as laid down in- itsEnvironment and Social Assessment Report (ESAR) become applicable. The ESAR is inconformity to the World Bank's resettlement policy as contained in Its OperationDirectives 4.30 on in-voluntary resettlement. The ESAR emphasises that the populationdisplaced and/or adversely affected receive benefits from the project and that wheredisplacement is unavoidable, the project should assist with the means to improve theformer living standards, income generating capacities and production levels or at leastmaintain the previous standards of living of those displaced-and adversely affected. Thisrequires socio-economic study of the affected area and its people so as to understand theirsocial, economic and cultural conditions and identify factors which influence the lives ofthose affected. The results of such a survey -will indicate the social impact of the project.This will also provide base line information to plan measures to mitigate any adverseimpacts of the project on the people. These mitigating measures and the strategy fortheir implementation are contained in a Land Acquisition and Economic RehabilitationAction (LA & ERAP) detailed in subsequent sections of this document. The task ofconducting socio-economic survey and preparation of the LA & ERAP was entrusted toScott Wilson Kirkpatrick (SWK) in association with RITES for the project.

7.2 Information oo Project and Scope ror Social Assessment

ROW (Right of Way) refers to the public space which is under the control of RBD(Roads and Building Department). It is understood from preliminary studies conductedby IL&FS that ROW of 60 m. exists generally for the whole route between Ahmedabadand hiahesana except at Sertha village where the By-pass has been proposed. Theproposed by-pass at Sertha village would necessitate land acquisition. Approximately 13ha, of land has to be acquired from the villagers for the construction of Sertha By-pass.Information for this has been collected with the help of Revenue Officials and RevenueRecords.

Scott Wilson Kirklatrick Draft Final Report_PM&"W-f _m33

Kadika8lolspvur Roadl

In case of Kadi-Chhatral link Road. the ROW is 24 m and strengthening the singlecarriagc way of two lanes is proposed.

- On botli Lhe Ahmlledabad Mchsana State Highway and the Kadi-Chhatral link road thereare commercial encroachers along the roads. These are primarily located at cross roadsand near some prominent industries. Thus the mitigation measures for these activities willnot require any land-acquisition.

The construction of an over-bridge at a Railway Crossing is also proposed.

7.3 Objectives of the Study

The focus of the exercise is to assess the social impact of the project, identify issues andconsequent risks in the resettlement and rehabilitation (R&R) of PAPs, outline measuresto mitigate any negative impact of the project. In other words, the exercise has two maincomponents: (i) a General Social Impact Assessment (SIA), the results of which willbecomc the base for (ii) an LA & ERAP.


~~~iAfr~~~u4& ~~~ ~~' 3-7/2

8Land Acquisition Procedure &

Entitlement Framework

Au,Ii.A,a,hl .rrur lioudtl E,zitlement Frome,sork

8.0 LAND ACQUISITION PROCEDURE AND ENTITLENIENT FRAMEWORK

8. I Legal ;nrauiework for Lauld anid Property Acquisition

8.1.1 Land Acquisiton for Road Improvement

Lands coming within the 'corridor of impact' will have to be acquired to undertakerelated civil works. The Land Acquisition (LA) office in the Revenue Department (RD)and the RBD have jointly verified the lands falling in the 60 mtr. ROW. Land recordswere acquired from Revenue officials.

The prcscnt study has been carried out as a general Social Assessment by collectingrelevant socio-economic data from the Project Affected Persons (PAPs) and to prepare aResettlement Action Plan (RAP) for the adversely affected PAPs.

All LA for any public purpose in the state is governed by the Land Acquisition Act (LAA)1894 amended in 1984. It is a Central Act and empowers the govemment to acquireCompulsorily any land not owned by it but is required for public utility. The LAA appliesto those with legal entitlements to land and structure thereon. In this RAP these arereferred to as 'title holders' of the land and other properties there on.

In accordance witlh this Act,

* Compensation for land can be awarded by granting 'land for land'.

D Thfis is granted by the Collector in particular circumstances.

3 Where compensation of privately owned lands, trees, structures and other assets ispaid in money, it is provided at the prevailing 'market value'. According to theLand Acquisition Manual, market value is the price whichi a willing vendor mightreasonably expect to obtain from a willing purchaser. In addition to market value asum equivalent to 30 % of the value of compensation, known as Solatium amountis paid in consideration of the compulsory nature of the acquisition. Interest is paidon the compensation and solatium amount from the date of notification -of the landacquisition or the date of possession of the land, whichever is the earliest.

If there arc any disputes relating to the fixation or rates, these are referred to thecourt for settlement

If the land acquisition results in a holding to be operationally nonviable, the entireholding will be acquired and compensated accordingly.

8.1.2 Procedure for Land Acquisition

For any LA, the Act under section (uls) 4(l) stipulates publication of a notification tothat effect in the official Gazette and in 2 daily newspapers, circulated in the locality of -

which at least one shall be in the regional language. Such a notification enables the -

concemed authorities to enter upon the land, make preliminary survey and determine theexact portion of the land to be acquired. The substance of this notification is given as


*p ilaib,rs1*7 ~~~~34/i

AE,disfJ;-hl'lS !qPfr RoSrI Entitlement FramovirA

concerned authorities to enter upon the land, make preliminary survey and determine theexact portion of the land to be acquired. The substance of this notification is given aspublic notice at a convenient place in the locality in which the land to be acquired islocated. Such a notification provides an opportunity to the parties interested in the land tofile objections if any, u/s-5A to the proposed acquisition.

The next stage of LA is the declaration u/s-6 of the Act specifying the precise boundariesof the arca of the land to be taken. Every declaration is publishled in the official Gazette;iid 1in Iwo tdiily nCwspapcrs hIaIving local circulationi. Withl thc nppearancc ol' thisnotification in the Gazette, Government in RD issues direction to the Collector u/s - 7 ofthe Act to take order for the acquisition of the notified land and/or other immovableproperties. Section-8 of the Act requires land to be marked out, measured and planned,while u/s-9 notices are served to the concerned stating the intention of the govemment totake possession of the land and that any claim for compensation should be made to theCollector. Finally, the award is made by the Collector u/s- Il of the Act after enquiringinto objections (if any) in pursuant to the notice given u/s-9, to the measurements madeu/s-8 and into the value of the land on the date of publication of the notification u/s 4(l).The award u/s - 11 is made within two years from the date of publication of thedeclaration and if no award is made within this period, the entire proceedings of the LA islapsed and fresh notification u/s 4(l) needs to be initiated. Once the award is passed, theCollector takes on of the land, which there upon vests absolutely in the Government fromall encumbrances. However, in case of urgency Section-17 of the Act empowers theCollector to take on of the land even though no award has been made. Such landthereupon vests with the Government to free from all encumbrances. However, whilepaving compensation, interest is paid on the amount from the day the landholder losesaccess to die land.

8.2 Rehabilitation and Resettlement Policy

An R&R policy, encompassing the broad objectives and principles of R&R, categories ofthe PAPs and their entitlements and institutional support for implementing mitigationmeasures, is a pre-requisite for formulating an Action Plan. For this purpose, the R&Rpolicy as contained in the ESR of IL & FS formed the base for the RAP.

The IL & FS's R&R policy recognises the need to demonstrate its commitment to socialissues in each of its projects. In the context of social policy, the three cardinal principlesof IL & FS mentioned in its ESR are:

i) enhance the quality of life in and around the projectii) prevent adverse social situation ; andiii) mitigate possible adverse social impacts.

These principles are in accordance with the World Bank Guidelines on InvoluntaryResettlement (OD 4.30). The present project will also be covered under the samegtuidelines. The policy takes into consideration those within the 'corridor of negativeimpact' of the project. Essentially, they are iff two broad categories,

Scott Wi6on Kirkpatrick Draft Fsnal Rcport

_ x"dAfrM.d=l4,_3417 34/2

Audi-AaIa I .xl sr 1t,a,iL Entitlement Framework

encroachers on government land and squatters within the corridor of impact.

S.2. 1 Deiiiiition ol I'Al'

Every adult person affected by the project implementation through acquisition of landand other properties or removal of squatters and eviction of encroachers from the'corridor of impact' or indirectly by the loss of any economic opportunities due to theproject is, considered as a Project Affected Person (PAP). And a PAP displaced as aresult of acquisition or removal of structures from the 'corridor of impact' is considered asa displaced person or displaced business depending upon the purpose for which thestructure is being used.

8.2.2 Cut off Date

The cut-off date for the PAPs losing their privately owned land and structures outside thepublic land (ROW) and the persons losing to land and other structures within the ROW,and their eligibility for R&R assistance is the date of the socio-economic survey in thearea and for this project the cut off is October, 1996.

3.2.3 Categories of PAPs

In the context of this Project the following are the major categories of PAPS:

i) who lose agricultural land including tenantsii) whose livelihood/tradeloccupation is affectediii) who is deprived of occupational assetsiv) whose occupation is affected by loss of customers and servicesv) who loses access to common property / resourcesvi) others found / reported affected by the project.

8.2.4 Entitlements

IL&FS is committed to minimise displacement as a result of implementing a developmentproject. The ultimate objective of the compensation for the asset lost for the project andany resettlement assistance to the PAPs is to improve their standards of living above thelevels thcy cnjoyed before the project. The entitlement framework is given below:


a,ai:wesqlf^34 343/3

Aunii-Au al .%pur J(.gal Entitlement Framesurk

ENTITLEMENT FRAME WORK

TIYi'E OF ISSUEIIMPACT ENTIT LEMENT I ENTITLEMENTBENEFICIARY

1. Loss of landA. Homestead

a.With valid title, or i) Family i) Equivalent area of land orcustomary or usufruct right cash

compensation at replacementvalue

b. Squatters ii) Family ii) Developed plot as perGovt.

norms

B. Agricultural landa. With valid title, or i) Title holders i) Alternate land of equivalentcustomary or usufruct rights production potential or cash

payment at replacementvalue.

b. Tenants. Lease-holder, ii) Individual ii) Local std. for miin.encroacher economic Land holding, cash

payment for min. econonic_ _______________________ _______________ land holding.

C. Coninlercial/Industriallinstitutional.

a. With valid title, or i) Title holders i) Equivalent land or cash atcustomary replacement value.

or usufruct rights.b. Tenant, lease-holder ii) Unit ii) Equivalent land and

shifting-allow equiv. To 10I years income.

c. Squatters iii) Unit iii) Equivalent land andshifting allowance.

2. Loss of structureA. Housea. with valid title, or i) Family i) Structure of equivalentcustomary or usufruct rights standard or cash compensation

_________________________ _______________ at replacement value.b. Tenant, lease-holder ii) Family ii) Shifting allowance to re-

_.____________ establish residence.c. Squatters, payment iii) Family iii) Basic dwelling unit as perdwellers Govt. norns or cash payment

_______________ for basic dwelling unit.B. Commercial/lndustria/

a. with valid title, or i) Unit i) Structure of equivalent


_S1^1sda3I '7 348/4

audi-Aulol spir Routa Entitlement Framework

TYPE OF ISSUE/IMPACT ENTITLEMENT ENTITLEMENTBENEFICIARY l

customary or usufruct rights standardor cash compensation atreplacement value.

b. Tenant, lease-holder ii) Unit ii) Reasonable shiftingallowance equivalent to I yearincome.

c. Squatters, payment iii) Unit iii) Basic units as per govt.dwcllcrs norms or cash payment for

basic unit.2. Loss of livelihood/trade

occupation.a. Agriculture / Commercial! i) Individual i) Employment in reconstructed

Individual! Institutional. enterprise or package forreemployment or starting abusiness and transitionallowance equiv. To I year

I wages.4. Loss of access tocommon

resource and facilities.a. Rural Common Property i) i) Replacement CPRs/amenitiesResources (CPRs) HI-I/Community or providing min. govt. std.b. Urban civic amenities ii) ii) Access to equivalent

HFI/Community amenities / services.5. Loss of standinig cr0psa. Fanmily i) Family (a.b.c.)cash compensation

equivalent to 1 year income forcrops.

b. Tenant I Lessee ii) Familyc. Encroachers / Squatters iii)Family

Scott Wilson Kir-paltrick Draft Final Rclort

3-*/5

9S0c jo-Economic Profile

Audi-Atol,j .spur RUoad

9.0 SOCIO-ECONOMIlC PROFILE

9.1 Introduction

The entire process of formulating Resettlement Action Plan (RAP) was done in closeconsultation with the PAPS.

The Social - Assessment Study has been carried out in the three parts.

1. The ROW proposed under by-pass at Village Sertha.2. State Highway between Ahmedabad-Mahesana excluding Sertha by-pass.3. The link road between Kadi and 'Y' Junction at Chhatral.

As a prelude to the socio-economic survey, the consultants carried out a verificationexercise of the entire corridor of impact of the project mainly to identify any structurescoming within the proposed road alignment. Most of the area within the corridor ofimpact was found under private use for agriculture and commercial establishments(essentially encroachers).

For this project report, as part of socio impact assessment, the consultants undertook:

i) verification of all commercial units coming within the corridor of impact for boththe Highway and the Link road and establishing their ownership;

ii) verification of agriculture lands to be acquired for the By-pass

iii) conducting socio-economic survey among the potential PAPs whose lands wereto be acquired.

iv) focus group meetings with affected stake-holders.

v) preparation of Resettlement Action Plan (RAP) in consultation with the PAPs .

9.1.1 Verification Exercise

Verification exercise was planned basically to identify the primary stake holders of theproject and subsequently to carry out the socio-economic survey among the potentialPAPS. For this purpose, consultants initially contacted Revenue Officials to get the landrecords. They also collected relevant details, as available with the RBD, on the LA in thearea.

A verification format was used to note down all the relevant information includingownership and present use, dimensions and type of structure, and distance from theexisting central line of the road. This was done by contacting individuals/ owners/occupants of structures/ landholders within the ROW; and the by-pass. The data so

Scott Wilson Kirkintrick Draft Final Report

.,," - , =^^w3l^ 3-911

Aum-tatiU .splr nouil

collected formed the base for minimising displacement and other adverse impact of theproject.

9.2 - Socio-Economic Survey

As indicated earlier, a prerequisite for conducting socio-economic survey was theverification exercise to identifi primary stake holders of the project. It was decided tocarry out the household survey among all the land owners and also the occupants ofstructures (used for commercial activities coming within 60 mtrs. ROW of the Highwayand 24 mtrs. of the spur road).

A well designed and pretested '1louselhold interview schedule' was used for collection ofdata. Important aspects covered in the questionnaire were the identification particulars ofthe PAP, his/her family details work participation and employment asset/possession,likely losses of household income, opinion on the project preferences for theirrcsetlemcent etc. Most part of the qucstionnaire was precoded excepting those reflectingthe opinion and choices of the PAP which were left open ended. (Annexure VII).

Through focus group discussion held in both the segments a better understanding of thenature of the commercial activity and the perception of the group to the project wasascertained.

9.2.1 Commercial Encroachers on Ahmedabad-Mahesana and Kadi Chhatral Link Road

A verification exercise was undertaken to identify the encroachers on the Highway andthe Kadi-Chhatral Link road. During this period the owners of the commercialestablishment were taken into confidence and explained the requirements of the Project.Their confirmation to participate in the Socio-economic survey was also obtained duringthis process.

It was evident that the owners are aware of the unauthorised nature of their activity.Subsequently their investments in the activity is also limited, as all the structuresconstructed in the ROW are of a temporary nature. Iron frames and wood has beenprimarily used without any foundation, so dismantling and shifting would be an easy task.

Interestingly the strengthening and developing of the Highway and the spur road waswelcomed by the owners, who saw the potential of more traffic and therefore betterbusiness. The construction of the overbndge at a Railway crossing will also definitelybenefit the commercial activity due to movement of traffic. They therefore expressedwillingness to shift their structure at appropriate alternate sites.

9.2.2 A Brief Profile of Commercial Encroachers on Ahmedabad-Mahesana Road

Information gathered throws up some pertinent issues with impfications for the RAP(Table No. 3-9/1).

Scolt WiMum Kirkpiatrick l)rWrA Finsl Report

ap llkzlUllsd b hadL. Xl7 a3-9/2

Aa,di-AolI spur Road

TABLE No. 3-9.1

Date of Coui,miieiiceniiellt of Commercial EnterpriseYear No. of Units

1995-1996 201990-1994 14

1976 11981 _

Total 36* Total 36 is because one owner has recorded 2 units on his name. (Total 35 unitowners).

Thus as is observed the majority of the activities are of fairly recent origin. Thedevelopment of the District as an industrial centre and the consequent increase in thehighway traftic would explain this.

With the subsequent improvement of the highway and classification of this group aseconomically affected and thus eligible for a compensation, it is pertinent that no furtherencroachment takes place and/or that the cut off date for eligibility is fixed at the data ofsurvey. This monitoring could be entrusted to the NGO working on the R&R of theProject.

TABLE No. 3-9/2Investments in Activity

Investment in Rupees Units1000- 5000 25

5000 - 10000 710000 - 15000 2

20,000 INo Response I

Total 36

Majority of owners have invested,up to Rs. 5000 in the activity which is primarily settingup of a tea - stall or Paan-bidi shop, vegetable vendors etc. In the next category of uptoRs. 10,000 investment motor-repair shops are included. The sole encroacher who hasinvested Rs. 20,000 has the only totally "Pucca" encroachment, where he conducts aCycle-repair business (Table No. 3-9/2).

TABLE No. 3-9/3Size of Commercial Unit

Size Unitupto 5 sq.m. 28

5.1 sq.m. - lOsq.m. 620 sq.m. 125 sa.m. 1

Total 36Scott WVilsn Kirkpatrick Draft Final Report

_Swi&fr.dL,ja.1III97 3-9/3

Audi-Aalol spur Road

The investment patterns is amply reflected in the size of conmnercial unit as shown inTable No. 3-9/3 again reflecting the temporary nature of the structure and the realisation

- of unit owners of their status as encroachers.

TABLE No. 3-9/4Mionitlhlv iaco_e

lncome UnitsUpto Rs. 1.000 13

Rs. 1.001 to Rs.2,500 17Rs.2501 - Rs.5000 4

Rs.9000 INo response 1

Total 36

Table No. 3-9/4 indicates the income levels as reported by the respondents. It is evidentthat 13 of the encroachers are falling below the poverty line. Again higher income of Rs.9000/- per month, is that of the Pucca Cycle Repair Shop.

9.2.3 Profile Of Commercial Encroachers On Kadi-Chatral Link Road

The commercial units on the Kadi-Chatral Link Road reflect a more stabilised group thanthe encroachers on the Highway.

TABLE No. 3-9/5

lnvestmenit in ActivityRupees Unit Owners

1.000 - 5,000 95,001 - 10,000 310,001 - 15,000 620,000 - 25.000 4

40,000 ITotal 23

Investment patterns are higher with over 50%o of the unit owners reporting investmentsabove Rs. 10,000/- A grain shop owner reported investment of about Rs. 40,000/-(Table No. 3-9/5).

TABLE No. 3-9/6Size of Commercial Unit

Size UnitUpto 5 sq.m. 18

5.1 - 10sq.m. 7Total 25*

* Two unit owner are owning 2 units each.


.iI*fr.ai_313u97 3-9/4

Aam-Aidaix stlyur lioadt

In the case of this group though the size of the units remain relatively snall i.e. upto 10sq.m.. it is observed that more than 50% of the units have reported the use of iron andcorruw.ated sheets in putting up the structure, which gets reflected in the higher investmentpattern (Table No. 3-9/6).

TABLE No. 3-9/7Monthly Income or Unit Owners

Income No. of UnitsUpto Rs. I000 5

Rs.1001 - Rs.2500 I IRs.2501 - Rs.5000 5

Rs.6000 _

Rs.9000 1Total 23

Table No. 3-9/7 indicates the income levels as reported by the respondents. It is evidentthat 5 of the encroachers are falling below the poverty line.

9.2.4 Overview

Both the groups of encroachers represents an all too familiar scenario in the process ofindustrialisation and urbanisation of a region. The petty servicing sector and vendors whoare dotted all along the highways and industrial units are essentially in the informalsector and responding to consumer demand for the services and goods they offer. For amajority of families owning these units is their main source of income due to theirinability to'get jobs in the formal sector. Thus an important consideration of relief to unitsthat have to be shifted for improving the ROW is necessary in the RAP.

The income of 13 families on A-M Highway and 5 families on the Kadi-Chhatral Linkroad falls below the present poverty-line and thus special measures will have to be takenfor these families, which will be discussed in RAP.

9.3 Social Assessniemit Anid Profile or Families Losinig Lind in Tlie ROW Area atProposed By-Pass at Village Sertha

Land acquisition for the proposed By-pass (Refer Figure 3-3/5) poses an altogetherdifferent set of issues for the preparation of the RAP.

A Socio-economic profile of the families and the nature of land loss is presented toidentify the special needs of this group. The methods used for this assessment, were bothgroup discussion and a survey which was administered to each land owner.

From initial verification of the By-pass alignment it was evident that there would be noimpact an any structure either residential or commercial, so the issue of resettlement offamilies was totally avoided.


3-915

Aaa-Aah,i .- j'tur 1h{ugS

in a series of group meetings held with the villagers who would be affected by the loss.ofland. efforts were made to explain the rational of the project by presenting before themthe alignment and the issues emerging from it.

The major reactions as presented by the villagers on the present alignment are presented:

(i) The iteed of the By-pass for diverting tIze traffic anid preventing thze traffic jamsont the highwray wvas wrelcomed by thze villagers. The residenits of Sertha nleed tocross the highimay very ofteni for variouis activities and tlhe present incessanttraffic janis makes this a risAy affair. Noise a nd air pollutiott caused by thehemay ritck traffic is also iroublesomzefor the villagers.

(ii) While discussing the alignnmenti of ithe By-pass it was poizned ouit by t*ze villagers,thlat the locationi is very imear to the prinmary sch0ool, iihich is beinlg used not onflyhv tlhe chiildren of Sertha village but tlhe nieiglhbouring villages. Thus there wassomne apprehentsion about tihe safety of 1the chzildrent on accounzt of tihis proximity.

(iii) hi a similar mtainner, the present aligmnment lies in between the village pond anid!he resvidentiial part q?f the village. (in fact part of tIhe lancd to he acqutired is utnderthe ponid). Impact .f bjpass oIt potnd users needs to be investigated aniadequately mitigated.

Though 47 owners had been identified whose lands were to be acquired only 44 familiesresponded to the survey forms. The three families who refused to participate in theprocess, however had joined in the group discussions. In their opinion the By-pass wastotally unnecessary and thc problems on the Highway could be solved by improving andstrengthening the existing road itself. They were against the acquisition of their lands.

It.was evident that these families did not wield much pressure at the community level asthey could not influence the opinion of other land holders. However the NGO engaged inthe R&R phase would need to pay special attention to the issues raised by this group andreconcile them to the process of land acquisition, which may other wise become a- inderance in the process.

9.4 Key Survey Findings

Key variables which will be relevant to the formulation of the RAP and subsequent R&Ractivities are identified and analysed.

9.4.1 Distribution of Families by Caste.

All the families are Hindu by religion, representing a homogenous group. it was observedthat there is only one family belonging to the S.C. and 9 families belonging to the OBC(Table No. 3-9/8). The NGO engaged in the R&R can thus mobilise the special facilitiesavailable as per present State Government Policy to augment the rehabilitation efforts forthese specific families.

Scott Wilmun Kirkin2trick Drat Final RPqort

3-916

AutJi-haJtoi s%pulr flfijg

TABLE No. 3-9/8Disiribxitioza of PAlI's iii Village Serlia bv Caste

Sr.No. Caste Number PercentagteI. Scheduled Caste 1 2.12. Scheduled Tribes3. Backward Caste4. OBC 9 19.15. General 34 72.36. No response 3 6.3Total 47 100.00

9.4.2 Distribution of families and PAP by Family Size.

As the data indicates 50% of the families have a family size of more than 8 members andanother 3' 2% of families have a size of 5-8 members. Thus the pattern of agriculturebased families still being joint families is very much evident here. Of the 406 identifiedPAP, 91.86% belong to the above two set of families (Table No. 3-9/9).

TABLE No. 3-9/9I__________ Distribution of Popu lation by Family Size

Family size Families Persons AverageI_________ Number % Number % Family size

<3 3 6.82 8 1.97 2.73-5 5 11.36 25 6.16 55-8 14 31.82 102 25.12 7.3>8 22 50.00 271 66.75 12.3

lotal 44* 100.00 406 100.00 9.2*No response = 3 families.

The data on age wise distribution of PAP's indicates a normal distribution curve: with55.7% of males and 44.3 female population (Table No. 3-9/10).

TABLE No. 3-9/10Distribution of PAPs by Age_

Age Group Male Female Total(in years) 'Number % Number % Number %

<5 17 7.52 13 7.22 30 7.395-18 64 28.32 34 18.89 98 24.1418-45 96 42.48 90 50.00 186 45.8145-80 28 12.39 30 16.67 58 14.29>60 21 9.29 13 7.22 34 8.37

Total 226 100.00 180 100.00 406 100.00

Group discussions reveal that all male members in the Age range 18-60 years areeconomically active and all other categories are normally non-workers. Only a few cases


W=uWaifWu4fdre 3-9/7

Au*gd-AugIJ*I .puflitr J\daa

of wonien working on their agriculture lands were reported in the age group of 18-45years. The concept of female panicipation in work force is not prevalent. By and largethe pattern of 'owner-cultivator' is observed and it was reported that casual farm hands

- were engaged on a daily basis now and then.

A critical point of enquiry was to ascertain loss of livelihood of non-land owning familieswho may be dependent on the lands to be acquired. No such families were howeverreported during the field work.

9.4.3 Income Levels and Sources of Income

It is evident that all the 44 families that have responded to the survey have reportedagriculture income (see Table No. 3-9/11). In addition, 13 families i.e., 300/o approx. havealso reported income from non-agriculture sources. (Annexure VIII)

TABLE No. -3-9/11Distribution or Families bv Annual Agri ulture Income

Income Levels (in Rs.) No. of Families PercentageUpto 11.000 Nil Nil

I 1,001 to 20.000 19 43.120.001 to 40.000 16 36.340.001 to 60.000 3 6.860.001 to 80,000 4 9.080.001 to 100.000 1 2.2

Above 100,000 1 2.2Total 44* 100

*No response= 3 families.

Majority of the families ie., 79.4% have reported an annual income of upto Rs. 40,000from agriculture. The analysis of land holding also indicates that all families are havingthe minimum economic holding and thus engaging in agriculture is economically viable forthem at a lower level.

On analysis of non-agriculture income an interesting picture emerges. Of the 13 familieswho reported non-agricultural income 9 families i.e. 69.2% had an agriculture income ofupto Rs. 20,000/- only. This explains the need to tap other sources of income for thesefamilies. The remaining 4 are in a higher agriculture income bracket i.e., between Rs.20,000 to Rs.40,000 approximately.

Thus the distribution of families when analysed by gross annual income from the allsources, undergoes a modification, as shown in Table No. 3-9/12.

Scott Wilson Kirkplatrick Draft Final Report_ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~ -/

AUaJ-J%aUl .11)Ur anuda

TABLE No. 3-9/12Distribution of families by Gross Annual Income

Income levels (in Rs.) No. of Families Percentageupto 20,000 11 25.0

20.001 to 40,000 18 40.940.001 to 60.000 6 13.660.001 to 80,000 5 11.480.001 to I 00.000 l 2.2

Above 100,000 3 6.8Total 44 100

While analysing the gross annual income the number of families reporting an annualincome upto Rs.40,000/- has dropped to approx. 66% (from the earlier 79.4% in onlyagriculture income) thus indicating the importance of non-agriculture sources formaintaining the viability of family income level .

In the face of the growing urbanisation and industrialisation of the region it would bepertinent to equip the youths from the region with appropriate skills necessary for theformal industrial sector. Appropriate training in self-employment and vocational skills canform an important aspect of the NGO - social rehabilitation measures more specifically forfamilies below annual income of Rs.20,000/-

Agriculture is a traditional way of life for the PAP families. Various items for familyconsumption are obtained from the land. Thus land asset is an important factor in thePAP's perception of future development in the region. Overriding all this is theattachment to paternal land holdings, which explains the reluctance to part withagriculture land.

This is thus an important factor when analysing the loss of land under the proposed By-pass project and its consequent impact on economic earnings of the affected families.

The detailing of land acquired and consequent compensation package is an importantcomponent of the RAP that needs to be monitored in the R & R stage by the NGO.


,p~ai&bu.dkdoc3,3IM7 3-.9/9

10Resettlement Action Plan

10.0 RESE'I-I'LENIENT AC10N' PLAN

10.1 Iltrodiactioii

The TOR provided to the Consultants underscores the importance of a satisfactoryResettlement Action Plan (RAP), which is to be formulated on the basis of the socio-economic data and social assessment obtained through the group meetings and personalinterviews.

Durin, the period of tlie field ivork a number of concerns have been expressed by thePAPs and the RAP, in an effort to ensure fair and just mitigation measures for the affectedfamilies within the Entitlement Franmework provided by IL & FS mentioned earlier.

The RAP thus addressed the following concerns:

i. Aniitlemenui P'ackages: To entsure that e standards of lIving of persoiis wrho areadverselh affiected ar e improved or at least maintiainied, an e,,titlenmeit packagedhould he proiposeil

ii. RehaNlflntaion mnwaireax: ('0onsistet li'il/ i/ie lropNs).ve'detidi',lenntepackages,

1le clelacils '?f %xarious reliihiwion .rl7emts .hemid he described.

iii. I1sfitiltiefina/ in-arangemiienits Rlesponsihififies for impl.ementation of theIRIA.sio,tlcl be clearlt dleflnieaed: Appropriate 11o01nitornig aiid evaluationindwicamors aldw rrangements as irell as gniemni.'ae and appeals mecllaIiis2Uis

shoul he evdlfid for e/fecii,v implementation of ihe RAP'. Appropriaicrebe.rstl mechlK,i.vxnix 1. heoooaftfie i/lie various gri cat'ces in ie imnplemnenaliarpro cx' oJf Ie RAP shiou/l (l/s) he o,ftlinedl

v: ('eon,vullation, amid l'rfici/)ilioii of Adv-ersely Affected Peoples: Adversel)qffecft lpeople shonl dhe consilted in the firmnatioin qf entitlement package anidimuplemenitalion ofth,e' A.

Bmiidgel (u/mu ('osts: 77ie costs for eachi acfivi.vt siuch aS additionalennipcelmxlionm amuiouiiut.V orgalfising econfioic activities, varionstillo--ii ice.v, s costs 11rai-dv implememutation, monimlring aimid eialhuationi and

all othler auinjilcoietl costs should he .spel1etl ott. 77ie budget for variousaclirilies as ireIl as its findinig iueed to be .sielled oult.

vi. Imiplememntation: A inplementation schedtle of tfie IAP prov'idilig liukageto civil wrorks indlicatimug ilie activities amid respNnsiible agencies is to bepreparedl

10.2 Land Acquisitioni: V'illage SerUha

The only land acquisition to be undertaken in this project is the land required for the By-pass at Sertha Village. The break up for this land is as shown in Table No. 3-10/1.

Scott WilMon Kirkipniarick Dralft Final Report

'FC.V hp.r'8*< Na akk am4

TABLE No. 3-10/IBreak-up of Lan3d to he Akcq uired for 1Bv-Pass-Sertha Village.

Ownver No. of Plots Total Area Acquired in Ha

I Private - 47 PAP families 69 9.54 (Approx.)11 Govt. Shollia Gram 7 3.36Panchavat/ONGC

1. Pasture land 063 ha.2. Balvadi 1.5 ha.3. Pond and barren land I 105 ha. Total 76 13 Approximately

TABLE No. 3-10/2Percentage of Land to be Acquired fromi Lanid Owning Families

Percentaue of Land to be acquired No. of FamiliesUpto 5.00 175.01 to 10.00 310.01 to 0.00 1320.01 to 30.00 330.01 to 50.00 551.01 + 3Total 44

Approximaicly 13 1a. of land has to be acquired from the villagers for theconstructioni of' tie Sertila bypass involving displacement of PAPs. Data lias beencollected from the land loser PAPs by identifying them with the help of RevenueOfficials and Revenue Records. A village map showing the route alignment finalised byR&3B Govcrnment of Gujarat (Figture 3-3-/5) indicates that a total_ofl64plats are to beacquired for constructing the bypass. Data collected has been scrutinised and it is foundthat in many cases two or more plots are owned by the same person. A total of 47 landowners were identified owningg 69ptots whereas 7 plots are owned by Gram Panchayatand ONGC. Each and every family so identified has been contacted during the survey.For the purpose of real assessment actual land loss to individual land owners has beenassessed and the details are given in the following statement.

Since three PAPs have not responded to the survey, it is assumed that they are losing theentire land under the survey No. indicated in the statement.

As per the Gujarat state norms non-irrigated agricultural land holding below 1.4 ha. isconsidered to be non-viable in economic terms, assuming that most of these lands arenon-irrigated and in view of non-economic holding under 1.4 ha. the table indicates that21 land owners are non-viable even before the land acquisition 2 more land acquisitiontaking the total to 23 land owners. wvho will have to be given extension and supportservices to make these famiers economicaliv viable. A provision for such a rehabilitationmeasure will have to be made in the budget.

Scott Wilkmn Kirklpatrick Draft Final Report

Jkcugij-Ag,/*,ispur /(iaiu/

Thc assessment indicates that the maxinimLi land loss to an individual taniilv is 0.5790ha. It lirilher indcicates that out ot 1 ha. landl to be acquired 3.36 hia. belongs to SerthaCirami l'anchavat and U.168 lha. belongs to ONGC.

It is important to know io0W individual families are afYected by land acquisition. This is

brought out bv an assessment of percentage of land which each individual family islosing due to the proiect (Table No. 3-1012). For the purpose, size of total landowned by individual PAPs is ascertained and the percentage of land to be acquired hasbeen uiven in the Table No. 3-1013.

Data included in the statement indicates that most of the people are losing insignificantproportion of their land. It is evident from the fact that more than 40°,o PAPs arelosing less than I 0%O of their owned land and on the other hand only 6.38% PAPs are

losing more than 50°,0 of their owned land. It can also be observed that around 80%PAPs are losiniz less than one thiird of thieir owned land.

Intercstingly an analvsis of the income levels of the families losing more than 50%0 of landreveals the followinu:

Name of PAP lnconie from Non-Agriculture Total Income._______________ Agriculture Income

Ratilal Ramdas 15,000 35,000 50,000Ataji 20.000 20,000Baldeoji 0.0000 20,000

TABLE No. 3-1013

Plotwise Details of Lanid Owniers and Lanid Acquisition

Si. Namc olwmncr Total Arn Pkht No. under ROW Area to be Irccintage Land

No Oihncd Acquired of Arma OwnedAcquircd after

I AT1 MA RMIIAIIABIIIA 1.619f4 719 I 0.1840 11.36 1.4-1342 SOMA IIIIAJ RAWABIJIAI 6.R016i 722 0.1680 2.47 6.6336

3 R911 Z. RAMI)DAS 1.s507 3t48 0.9600 51.87 0.8907

4 MAGCANGI NMANAJI 1.1567 750 0.2500 21.61 0.9067

aiz ATAJI ETC. 0.4049 751 0.250( 61.76 0.1548

6 FAKAJI 2.7762 753 I& 0.32UU0 11.53 2.A562752

7 MANAJI MANGARJI 6.0729 754 1 3 0.0660 1.09 6.0U69754 1 4 .

X; "SAJI BECIIARJI 1.7.151 754 1 S 0.0810 4.67 1.6341

L9' D13ALEVJI 0.6943 Il(42 2A 0.4610 66.43 0.23110401035 213

IU CII/AIUIUI MAN(iAIJI 0.4048 1043 0.1400 34.58 026481(144

1 SAN,UI SIIANKI:RJI I 1.38X1 13 .3 0.232() 16.71 1.1561

_~~~~~~~~~~~~~~~~~0 I',s.10352 K

Scott Wil,oii Kirlklatrick DrA[t Final Relort

Splllll.SS|, sl1.,&,%tuT l I{{/3-}11

-aeii-Aiu/oI spur Road

TABLE No. 3-10l

Plotwise Details of Land Owiners and Land Acquisition

Si. Nmuil ol (Owiicr Inotal Arca IPlot Nu. undcr ROW Arca ut) be IPcmcntage landNo Ownecd Acquired o0 Arca Owned

Acquired after____________ ____________ ____________ acqui oincm

12 RAMA BIIAI 0 9254 103') 4 0.12 (2 12.97 0.805413 IIA.I)EV B311AI ATMAI)IWV 1.0121 1039 3 0.1700 16.80 0.842114 NATWAR IIIlAl 1.1567 1039.2 0.1800 15.56 0.976715 Bl IfIIKABI IAI S IIAN KER 1.6194 1039/1 0.1700 10.50 1.449416 POI AlA BIWAi 1.1567 1031 21 0.0280 2.42 1.1287= 0_ fl)AJI&RAMAJI 0.2.313 1035.1 0.0340 14.70 0.1973

/8I% RAMAJI 0.9254 103542A 103513A 0.2760 29.82 0.6494__ _ _ _ __ _ _ _ __ _ _ _ __ _ _ _ _ 1034'2 _ _ _ _ _

cW CIIANDU DI JAI JAISING 0.6073 1036/9/A 02416 39.78 0.3657._____ _____ ______ _____ _______ 102 'I1

20 SIDI IRA BilIAI 3.6-137 1036I&'A 0.3808 10.45 326291028-61 106.4 2A

21 I'AKWA II 1111AI 2J4292 I 06.7 0.1872 7.71 2.24222 AM1A LAL 3.6437 1030/3/A 0.4256 11.68 3.2131

1036/2102812

23 I RAI3ILAD BiIAl 12146 1035i2 103712t5 02900 23.88 0.9246

241 AMIIAI.AI. AMMA RAM o.1iV7 1037.2 0.02(10 3.46 0.781725 AMTIlBRAI SOMA BRAI 4.1643 102915 0.064B 1.56 4.099S

1029'26 JAINTI BIlAI 1.3881 1029/2 0.0384 2.77 1349727 RAJANDER BVIU AI 2.0243 10285 0.0288 1.42 1.995S28 NARANG BilAIA 1.6194 1027/1 0.2400 14.82 1.3794

JiSWANr IllAi RAMAN 0.9254 1067.2/66 0.4416 47.72 0.4833BI_A/ 1067$t

____ ____ ____ ___ ____ __ _ ____ ___ 106514 _ _ _ _ _

30 ATMA RAM SOKABIWA 3.4702 106712/K 0.4688 13.51 3.001410672/A

______ _ _______ _ II 1WI"I( VAI)IIIIIAI-JAI SIN(ill 0.W41 | 1116712.11 0 I1872 4(u.25 0.217M312 MAIIASIIANKER 2.3135 I%tJI 0.0238 1.03 2.289733 I.AJI IU IAJ- 5.7837 I(68 0.5440 9.41 5.2397

1107111114/11108/ 119

.34 KANII III IAI 1.7351 106311 0.0172 0.41 1.7279. 335 PARSIlIt)I-AM BlliAd SMI.R 0.6073 106/I 0.48 0.79 0.6025

3MI PARSII(VI-rAM IIII/U 1.E219 1061.2 0.13.44 7.38 1.697537 I)WARKA 111JAI I.08 K I 1(062 0.0448 0.88 5.044838 NARAIN IhiAI 2=.3135 1117'1 0.0112 0.48 2.302339 SrTA BElA 0.9254 11171.2 0.0096 1.04 0.915S40 SOMA IIIIAI 4.1643 115l 0.1800 4.32 3.984341 ANII. KUJMAR 2.7762 11081. 0.0800 2.1 2.6962

-_ 42 AMIT BIAI 2.0S21 11123 1 I0UI 0-3160 15.18 1.766110_S_ _

KAN-ri BIIA , 881 1112B1 0.5790 41.71 0.Q0911__4 1_4

44 RAMESH BIJAI 2.3135 111 1 2 0.0032 0.14 2.3103Total 91.5902 9.0508 9.79

No Re%pim t _ ___ ______ __

45 LSIIWAPRBIWIA BIALDEV NA 1114.2 0.1001 100% NABIIAId


3-101/4

A' i-Kdal spitr R.,a,{

TIAIIL.E Nc,. 3-1013

1'1otwise Delwzils or Lankid Owiers iiaid LAtzid Acquisition

SI. Name ot Ow.ncr *I'otl Area lNot No. under ROW Area to be PtcentaICe lAndNo Owned Acquired of Arca Owneid

Acquired atkracquisition

46 DI ILIA AIIAI IJIRA HIAII N.A 11072_ 0.0560 10I0 N.A

47 NATWAR IAI I IIIRAII [AI N.A 1086/i 0.3312 100% NA_ ____________________ _ . 1086'2

lIotal _________ 0.4880

GOVEMNINIENT L%NI)I Pa1aure N.A 719!31 0.6300 100% * N.A2 Il:lwuidi NA 721 1.5(1(X) 10 0i% N.A3 I'asiur N.A 720 0.0((8 1 00X % N.A4 l'otnd N.A 749 0.4250 100% NAS ONGC N.A 1(036/3113 0.0168 i00 % NA

I036/4113103615/5310136/61131036/Mi1(136MI)11

6 POIItn NA 11. 15 0A.68A1( MM1(1 N A7 Mltsuin taColi xlor NA 1110/2 0.1152 (10% NA

A/c.Namia4al (G"laldas.Total 3.3678

Given the lower level of income from agriculture of these three families there is a goodpotential of encouraging family members to also undertake non-agricultural pursuits bynecessary training and skill development inputs in the rehabilitation phase.

If one considers the remaining eight famnilies losing more than 20% and below 50%/o of theland, only three families have non-agriculture income and hence the remaining fivefamilies will have a direct negative impact on their Gross-annual income. This groupshould also be entitled to a rehabilitation impact for supplementing their income. This ispertinent because most of the families have small land holding i.e. less than 2 Ha. andagricultural operations may become economically non-viable.

In the course of the consultation with the PAP groups losing land, a marked preferencewas expressed to a 'land for land' compensation package. Assistance from the revenueofficials will have to be sought to identify such alternate lands. This issue may be morecritical to the families losing more than 20% of their land.

In the absence of viable altemate land at convenient location monetary compensation isproposed. Enquiries revealed that the prevalent market rate in the project area wasapproximately Rs.6.25 lakhs per ha. Negotiation for an acceptable monetalycompensation will have to be facilitated by an NGO on behalf of the Project Proponentsto ensure fair and speedy disbursement and ensure the goal of social-justice.

Scott Wilson Kirklatrick Draft Final Report

_,v^Jm4aiaasI3IM .3- I

Kadi-Kalon spuir Road

Care should be taken that the land acquisition schedule does not destroy the standingcrops for thlat year. This will allow the PAP to avail of the income for the year and in tumgenerate a positive good will for the project.

In the event that it is not possible to synchronise this with the construction schedule - thencash compensation for standing crops at the prevalent market rate should be given.

10.3 Land Owned By Gram Panchayat/ONGC

The following issues are identified in this context:

a. loss of Pasiture lanidb. sliiftiig of BaAliaudic. acqiisitioni of land parilyv occupied by village ponidd. proxinitzty of Ai -p7ass io village p)rinary school.

(a) Loss of Pasture land: In the event that residual pasture lands are available thesecould be developed by Gram Panchayat through a compensation by Projectproponent to ensure undisturbed supply of fodder for cattle.

(b) Compensation for loss of Balwadi: Monetary compensation that would allow fora better planned and equipped structure should be undertaken by ProjectProponents in land identified by Gram Panchayat. Construction of Balwadi andland scaping and beautification of campus should be undertaken to ensure theprovision of a community asset that can be put to multi-purpose use (for ex-meeting hall, training centre, recreation centre and library). This will ensure asocial facility that will enhance the quality of life of the village who can organisethemselves and derive multiple benefits from this centre.

The management and monitoring of this activity can be entrusted to the NGO,who will facilitate local groups to optimise the use of the resource and ensurecommunity involvement in the process, ultimately leading to handing over of thesestructures to the community groups and withdrawal of NGO from the area, withina specified time frame.

(c) Acquisition of land partly occupied by village pond: The By-pass will separate thepond from the residential pocket of the village. Acquisition of part of the pondland will impact the quantity of water available. The road will cause a safetyhazard to the frequent movement of people and animals to the pond. Thefollowing mitigation. measures to be undertaken by the project proponents willminimise the negative impact of this land acquisition.

i. Provision of alternate/addition water supply to the village by piped water supplyscheme to be installed on the existing pond thereby eliminating the need to crossthe highway and augmenting this suppiy with the tube wellslbore wells in -consultation with Gram Panchayat and residents.

Scott Wil.son Kirkpatrick Draft Final Report

S - - - W>s^ )~~~~~~~~~-1(116

AUau-Aai,, .qsur "fiau

ii. undertake the land scaping and deepening of the pond to ensure adequatecollection of water. Encourage social-forestry programme in Pond area to reducesiltation of the pond.

(d) Proximity of By-pass to village primaTy school.: The situation poses a seriousthreat to children's safety as the natural tendency of the children to run acrosscannot always be controlled. The project proponents should undertake thefollowing measures to mitigate the negative impact.

1. provision of adequate protection boundary/wall for the school campus adjoiningthe By-pass road.

2. provision of proper passage across the road with sign-posts , speed breakers,traffic-lights and Construction of Pedestrian bridge across the road in addition to.

3. Afforestation of boundary to provide a Green Belt to mitigate negative impact ofnoise and air pollution - that will directly impact the children studying in theschool.

The Social facilities in the village that will be negatively impacted by the project arecommon property resources. The NGO thus will require to establish the confidence ofthe residents and ensure their participation in the mitigation measures. Working throughexisting local - groups or assisting in the creation of community based organisation is amajor area of intervention for the NGO.

Furthermore the NGO with the active assistance of the CBOs would be able to mobiliseadditional social-programmes from the various government schemes for enhancing thesocial activities in the village. These would be maternal and child care programmes funds.for balwadi and creche, literacy programmes and non-formal education activities, etc.

Of special relevance in this effort would be the inputs for skill training and presentingbefore the residents the scope for engaging in self-employment to adequately respond tothe new opportunities that the opening up of the region will present.

A major role for the NGO would be to ensure a continuous and smooth communicationprocess between the Project - proponents and the residents. Advocacy on behalf of theresidents in the case of gemine givevances would also be necessary.

10.4 Commercial Encroachers in ROW or Ahmedabad-Mahesana Highway And Kadi-Chhatral Link Road

The following commercial encroachers have been identified in the Project Area

i. Ahmedabad-Mehsana Highway - 36 unitsii. Kadi Chhatral Link Road - 23 units

Scotl Wilh0n Kirkplatrick Draft Final Report

^.iAhM.dfidoo~1d3II"7 3' 3-1n

Aa .,i-AuiOi spur Ratll

On the Ahemedabad-Mehsana Highway commercial encroachers are at 11 differentlocalions. L.ocation stcII as rnaci crossings. rnilwny crossing, cross-roads, nnl lit thc gntcof a major inidustr-ial unit (ONCiC) attract the maximum comnmercial encroachers.

The survey analysis indicates that 13 unit owners on A.M. Highway and 5 unit owners onKadi-Chhatral link road are presently having family incomes below the prevalent povertyline (i.e., Rs. I 1,000 annual household income). Majority of the remaining unit ownershave reported incomes that places them just above the poverty line.

Displacement of 61 units that are in the ROW will cause major hardships to all the unitowners. Thus the RAP will consider the following:

1. Special inputs for the 18 below Poverty level families - all existing Governmentschemes and programmes should be tapped to assist the families in addition to themeasures undertaken by the project. This task could be undertaken by the NGOworking on R & R.

2. Replacement cost for loss of structure: 46 units i.e., 75.4% have a size of upto 5sq.mtr. Another 13 units i.e., 21.3% have a size between 5-10 sq.mtrs. Thesmaller size of the unit and nature of the material used to put up the temporarystructures is also reflected in the investment patterns made by the unit owners.Requirement of structure replacernent cost for all 46 unit owners having upto 5mtrs. will be entitled to the replacement cost of 5 sq.mtr each. For the remaining15 units the replacement cost of the structure would be based on actual structuresize as per the details given below: (Table No. 3-10/4)

TABLE No. 3-10/4No. of Unit Present size in sq.mtrs. Total Area Required for

Replacement of Structure(in sq.mtr.)

46 Upto 5 549 6 54_ _ _ _

4 9 361 20 20I 25 25

61 . Total 365

3. Identification of alternate sites for commercial units: (i)As the present strategiclocation ensure an economic viability of the activity, the units displaced should begiven the priority for conducting their business from within the ROW whereservice-bays, etc. are provided (ii) If this is not possible land at strategic locationwill have to purchased and allotted to the units owners for putting up theircommercial activities. -As seen in the earlier table the project would require toacquired 365 sq. mtrs. of land for the total 61 commercial units.

The NGO will play a pivotal role in assisting and monitoring the rehabilitation ofcommercial encroachers. It is also important to ensure that once the unit owner

Scott Whlson Kirkpatrick Draft Final Report

w^ W sI,7 ~~~~~~~~3-101X

Auw-a,nl .%pisr ouii;a

are shifted for the project and rehabilitated at alternate sites, they would enjoy alegal status.

The issues of legal status of the activity and requisite permission is an issue to bemanaged by the state R & B within its existing legal and policy frmework.However it must be noted that the goods and services provided by the commercialencroachers are catering to the needs of hiighway travellers, botli passenger andgoods transport, who are patronising these facilities. Thus any measure to checkthis activity should not lose sight of the 'demand led' nature of this activity andprovision of alternate facilities through a participatory mechanism to identifyalternate sites is necessary. This should be undertaken by the NGO. The technicaldesign may incorporate the provision of parking - bays and rest areas and service-sites where these PAP groups should be given a priority in setting up theircommercial activity.

10.5 Measures for Mitigation of Any Negative Impact During Construction Phase

Any major construction activity in and around the vicinity of existing settlements andsocial facilities throw up a host of issues which could lead to long lasting negative impacton the local population and settlements if not managed properly.

These are broadly listed as under.

* requirements of land/space for putting up temporary structures for the use of site-offices, materials godown and residential camps for construction labour.

3 safety measures necessary during blasting and use of dynamite.

* pressure on existing goods and services because of influx of temporary constructionlabour ex-water, ration-shops, local vegetable and grocery market and a consequentialincrease of prices impacting the local population.

* issues of social conflict because of presence of "outsiders" and consequent concernfor the safety of girls and young women in the village.

It is therefore, necessary that Project proponents are sensitised to these situations andundertak-e definite commitments from the civil works contractors undertaking theconstruction, to reduce the negative impact. It will be the responsibility of the Projectproponent to monitor closely the inputs of the contractors during the process ofconstruction.

Additionally some positive steps could also be undertaken to minimise negative impactand ensure a cooperative environment from local villagers for timely completion of theProject. Some of these are:

1. priority for engaging local labour skilled and.unsk-illed.2. awarding of petty contracts for earth work, digging, cleaning, and supply and

transport of material etc. to local civil works contractors and residents.Scott Wilson Kirkpatrick Draft Final Report

3-10/)

3. isolating self sufficient labour camps and ensuring removal of structures oncompletion ofjob.

10.6 Entitlement

IL&FS is committed to minimise displacement as a result of implementing a developmentproject. The ultimate objective of the compensation for the asset lost for the project andany resettlement assistance to the PAPs is to improve their standards of living above thelevels they enjoyed before the project. The entitlement package for the project is givenbelow in Table No. 3-10/5.

TABLE No. 3-10/5Entitlement Framework for Village, Families and Individuals, affected by

Ahmedabad-Mahesana hi2 way, Kadi-Chhatral Link Road and Sertha By-pass.Type of Issue/impact Entitlement Entitlement and

Beneficiary rehabilitation measures.1. (a) Loss of agriculture land 47 Land Owners in -Equivalent area of land or

village Sertha - Cash compensation atreplacement [email protected],25,000/- per Ha. + 300/OsolaCiwn + 12% annual

__________________________ interest.(b) Loss of standing crops Same as above Cash compensation equivalentl _______________________ ___________________ to 1 year incom e for crops.2. Loss of village land Community-Gram - equivalent area of land or cash

Panchayat at Village compensation at replacementSertha/ONGC. value @ Rs.6,25,000/- per Ha.

+ 30% solatium + 12% annual_____________________ interest.

3. Loss of livelihood and Commercial -Alternate sites @Rs.200/- perstructure Encroachers! sq.mtr. and assistance for

Individual Unit Owner structure replacementin ROW. @Rs.2,000/- per sq.mtr.- 36 units- -Organising skill training andAhmedabad- self enployiment programmesMehasana Highway for ensuring alternate source of-23 units - Kadi livelihood.Chaltural Link Road. - Priority for setting up the

commercial establishment atthe service sites.-Assistance for purchase oftools of trades for improved

_________________ _ efficiency.4. Impact on Common - Community / VillageResources and facilities. Sertha Gram

Panchayat.(i) Shifting of Balwadi . (i) Construction of


, ^ 7 ~~~~~~~~~~~3-10110X

Aufi-AusIUI .slysr Ins"4

Balwadi/multi-purpose centrewith Campus development.

(ii) Acquisition of land (ii)(a) upgrading andpartly occupied village pond beautification of existing

village pond.

(iii) (a) provision of wallfence for safety of schoolchildren.(b) provision of safe accessroad to school.(c) tree plantation to minimiseadverse impact of noise and airpollution.

(iv) acquisition of pasture (iv) identification andland. development of alternate land

for ensuring supply of fodder:

10.7 Assessment of Impact on Tribals

Tribals are one of the most vulnerable sections of the society to any adverse impact ofthe project in terns of the loss of assets, income or economic opportunities, access tocommon properties, etc. However, no tribal population was found in the project area,hence, the preparation of indigenous peoples development report does not arise.


3-10/11

1.1Ins titutional Arrangements

Aadi-A uhia spur lo,Ii

11.0 INSTITUTIONAL ARRANGEMENTS

11.1 Introductioii

The Ahmedabad-Mlahesana road proejct is envisaged to be implemanted by a specialpurpose vehicle (SPV).

The SPV has the representation of financing agencies, GOG and IL & FS.Implementation of the LA and social and economic rehabilitation (ER) component ofthe project will be the responsibility of the LAO and SPV. The responsibilities willinclude planning, implementing and monitoring of all the activities related to LA andrehabilitation programmes of the project. The LA & ER programmes will beimplemented in the Mehasana District. The SPV will implement economic and socialprogrammes with the help of NGO.

LA is the responsibility of the Revenue Department which is done through SpecialDeputy Collector or the District Land Acquisition Officer at the district level whoacquires land and other properties as per the requisitions received from theconcerned project authorities and in the present case it is the RBD on behalf of theproject. At the district level, requisition is placed by the District Executive Engineer atthe divisional level and submitted to the District'LAO. Land plan schedules indicatingthe details of the lands required are prepared by the Executive Engineer at the divisionallevel and submitted to the District LAO to initiate LA proceedings.

At the project level, the SPV will be responsible to implement the project andcoordinate all activities, relating to the implementation of LA and rehabilitationprogrammes. Since no displacement problem is expected, no separate staff is envisagedto implement LA & ERAP. The Divisional Executive Engineer will assist the SPV inplanning, implementing and monitoring rehabilitation programmes at the districtlevel. For all practical purposes, he will be the District Rehabilitation Officer(DRO). The DRO will be assisted by the staff under his control including AssistantEngineers and other sub-ordinates. The Project Environment and Social Consultantfrom IL & FS will review and advise SPV programmes. It will approve rehabilitationprogrammes and advise on the type of economic assistance to be provided to the PAPs.

Various government departments and public agencies particularly from theDepartment of Roads and Buildings, Revenue and Rural Development and FinancialInstitutions have great role in implementing the RAP. The RD is responsible not onlyfor acquiring the land and other properties and handing them over to the projectauthorities, it is also required to allot available govemment land for housing andagricultural purposes. The District Rural Development Agency will extend thedevelopment schemes for the welfare of the community. In fact, therepresentatives of some of these departmentslagencies in the DLRC will help primarily tointegrate various development schemes for the economic rehabilitation of the projectaffected community.

The other major stakleholders in the project are:


swAbi'c.dfixEoc3fM.'2? 3 11/1

AUU-a-A0 .1spur i{JUd

i. R & B Government of Gujarat.ii. Projcct Proponent (Impicmcnting Agency IA).iii. District lRevenue Department, responsible for land acquisition

- iv. Project Affected - Settlement and individuals (PAP) i.e., Shartha and Familieslosingz land on the Sertha Bypass and owners of commercial units (encroachers)within the ROW of Ahemedabad-Mehsana Highway (approx. 51 km.) andthe Kadi-Chhatral linkroad (approx. 12 kmr).

11.2 Strategy For Imnplenientation

The project involves the resettlement and rehabilitation measures and the acquisition ofland for the project will have impact on 23 land holders. Therefore, there is a need forconcerted efforts to see that the affected families are rehabilitated properly. Thisrequires working closely with the PAPs, understand their problems and help to minimiseany adverse effect of the project. The LAO, is the only functionary in the district who ispresently in touch with the PAPs. Generally, the LAOs are drawn from the RD and arewell exposed to dcal with all revenue matters. It is here that the NGOs can be of greathelp. NGOs will also ensure greater involvement of PAPs in decision making at thefield level and implementing R & R programmes.

For purposes of efficient people oriented and timely project - implementation it isproposed to introduce the following agencies in addition to the existing arrangements,who will also be assigned specific responsibilities:

i. Non-Govemmental Organisation (NGO)ii. Monitoring and Evaluation Agency (M & EA)

11.2.1 Role of an NGO

Local NGOs are also new to this aspect of social problem. However, given theirexposure and experience to work at the grass root level, they are relatively betterequipped to feel and comprehend the pulse of the PAPs and work with them. Thus,with their long experience of working with the local population, their help in theeconomic rehabilitation (ER) of the PAPs assumes importance.

In the present context, an NGO will work as a link between the project and the affectedcommunity. It will educate PAPs on the need to implement the project, on aspectsrelating to LA and rehabilitation measures and ensure proper utilisation of various grantsextended to them under the R & R package.

11.2.1.1 TaskfortheNGO:

i. develop rapporl nl?i thJe c'id'ersely affreced persons, the project authoritiesa,,d l1e LAO;

ii. creating and stre,,gtheWni,g commituity base organisationls CBOs for ensumringcomminity involv'ene,i in ecoironoic and social rehabililationr package.

Scott Wilson Kirkp2trick Draft Final Report

VP? 3-11/2

iii. explore ilke possibilities of "legotiated seitdenent "for the lands acquired fortie pr ftect and 1welp PAPs negotiate properly with ihe prqject auithorities anJd1ih l.A o.

il. avist PAl'N iB getlilng i/ie Comlpensation for thleir laud and p)rop)erfiex £wliir'd

for. 11w project.

v. help PAR-s ident6-i suitable alternate agriclultulre lanid

vi. ensure beizefits io tlhe PAPs as available under the R & R package of theproject.

vii. enz.sure proper ,itilisatio,: of various grants as available utder the R & Rpackage.

viii. assist R'APs in getting bentefits from various government developmentprograimmes particiularly for income generation, skill training, D2DA, SocialForestry D)epartmenti etc.

ix. help PAPs i tfie redressal of their grievances relatitng to LA anid k0

X. iworking ith thze BPL' fanmilies.

xi. iork i'it/h coniniercial encroachers anld assist tlhem to relhabilitated to alheriiaiesites.

xii. to assist PAPs hloldintg nton-viable land holdintg to avail of Governtmentt extensionprogrammes.

xiii. ally other respoxnsibilily as mytay be assignied by the project authlorities for thewelfare of the affected community.

11.2.1.2 Selection of NGO

It is of utmost importance to select an NGO which is good, genuine andcommitted to the task assigned. NGO having local presence and experienced to dealwith social problems like the involuntary resettlement will be preferred. Since themagnitude of R & R is relatively small, only one NGO will be selected to help theproject authorities and the LAO in the implementation of the RAP. Selection of theNGO will be done by the project authorities i.e., Special Purpose Vehicle '(SPV).

I 1.2.1.3 Contracting NGOs

NGO will be involved in the implementation of the PAP through mutually agreedupon terms and conditions with specific responsibilities and adequate inbuiltaccountability. AMemorandum of Understanding (MOU) will be signed with the

Scott Wilson KCirkpatrick Draft Final Report

q~~dA&ftm_s.dE.6.di'3U7 3-1 1/3

sclcctcd NGO indicating the tasks to bc pe:tlohricd aind thc amiount to bc paid for itsservices. The payment to thc NGO, will be linked to the performance of the taskassigiicd and the time period. It will be arranged on quarterly basis to be released oncertification of completing the previous task. The NGO, will submit progress reporton quarterly basis before claiming its next instalment of the contracted amount. Itsservices will be required for 18 months. Monitoring and evaluation of the LA & ERAction Plan (LA & ER AP) will also include the performance of the contracted NGO.

11.2.2 Monitoring And Evaluation (M & E)

The M & E will be simultaneous with the implementation of the LA & ERAP. For thispurpose, conventional monitoring by the SPV, as described will continue whichmostly relates to the extent of LA and compensation paid, number of families receivingcompensation, extent of government land identified and allotted to the PAPs, extentof private land identified and transactions settled, other ER assistance extended and therelated financial aspects etc. However, an extemal M & E agency will be engaged formeaningful and realistic monitoring and evaluation of LA and ER programmes onperiodical basis. -

11.2.3 Project Level Monitoring

The SPV will be responsible for setting up and putting in place a monitoring frameworkfor the R & R implementation of the LA and ER component of the project. Since M& E will be simultaneous with the initiation of LA & ER activities, the SPV willdevelop proforma for monitoring at different levels - project and district. Such a.monitoring system will help in developing quality control and planning for remedialmeasures to overcome implementation problems and build them into the programme ofactivities. Besides focusing on various physical and financial aspects, preparation ofquarterly progress reports on the progress of LA & ER activities will form theimportant task of the SPV.

In order to strengthen monitoring of LA & ER programmes, a Project LevelRehabilitation Committee (PLRC) will be constituted. The committee will meet oncein three months to approve plans and monitor implementation of LA & ER activities. itwill advise project level staff on various aspects of the programmes to makeimplementation more effective. The organisational chart and composition of the teamand its functions are given below:


3-11/4

PoetLel Rehablitto ConuniuceCo.sti....o..

2. Chief iNAne Cer FOR L A & ESRm

- -| ~~~DISTRICT COLLEciRk-q:

1; 3

3. Rpeettvto n nPROJECT LEVELn\ | EHAILITATION COMMITTEE

|REVE-NUE OFFICIALS|VILLAGE EE

Project Level Rehabilitation Committee

Constitution:

The following shall constitute PLRC

I District Collector Chairman

2. Chief Engineer, R &B - Member

3. SPV Representative to be nonminated Convenor

4. Project Consultartt (from IL&FS) Member

5. District LAO Member

6. Representatives of the Departments of Rural


3-11/5

Kadi-Kalol spur Road

Development and Panchayat Raj, etc. Members

7. Two Representatives of PAPs Members

8. NGO representative Member

Functions:

1. Monitor and Review LA and payment of compensation

2. Approve LA&ESR programnes for the PAPs, in accordance with thePolicy finalised for the Project.

3. Dovetail various development programmes of the government for ESRof PAPs.

4. Move the concerned government departments for flow of funds requiredfor implementing LA & ESR programmes.

5. Handle grievances presented by project stake-holders.

6. Monitoring of resettlement and rehabilitation of commercial units andthe programmes for BPL and other vulnerable groups.

7. The Committee meets once in three months and reviews the progress ofeach of the items of resettlement and rehabilitation.

11.2.4 Monitoring By Il&FS

IL&FS will monitor social aspects of the project i.e., implementation of LA & ERAP onan ongoing basis through social audit. This is assigned to independent agencies andtheir reports are made available to the concerned project authorities. At the corporatelevel there is an Environmental and social Management Group (ESMG) whichcomprises of specialists with adequate expertise and skills to understand the criticalissues concerning environment and social aspects. Besides, IL & FS also retains theservices of consultants to do a range of specific assignments relating environment andsocial aspects of the projects. For each project, IL & FS ensures that the SPVappoints project consultants for among NGOs to undertake assigmnents on socialissues.

11.3 Work Schedule

The proposed work schedule for completion of taskl is given below in Table No. 3-11/1.


3-11/6

A 11LI-AUtll¢ .vxpur UnJaII

TABLE No. 3-1 1/1Proposed Work Scbedule for EcoIInOmic alld Social Relhabilitation

for tl1enipnle e11tilE A encvSr. Tasks I2'd 3 4u' su) 6dNo Quarter Quaner Quartcr Quartcr Quartcr QuancrA Land Acquisition

.a. Joint N1aiingeilcenit survev _

b. Dcclarationl of Awardc. Possession of ladidd. Pavmelit of compenisation_

B Restoration of commercialstrmctures in ROWa. Pavment of grantb. Relocation of structure

C Social Facilities___a. Land Acquisitioni

b. Joint Management Surveyc. Possession of landd. Finding and allocatingaltemate landse. Verification of BPL familiesf. Balwadi/Multipurpose

centre _ _

g. Protection wall for villageschool and preparation ofGrccn Belt _h. Village pond upgradationand beautification _

D. Mhrougil NGO involvemcntIa. Location of altemate sitefor commercial encroacherslb. Facilitating disbursementof grant to conimercialencroaclers

la. Identification and contactwith land losing families2b. Assistance in identifyingaltemate land/ or obtainingcash compensation3. Meetings with PAPs4. Coimiunitv meetings forforming CBOs to monitorR&R provisials .5. Mobilising socialprogrammes for enhancngR& R5a. Skill training and selfemplovrnent groups .


vdAI^ui.dI*.&.c n, 3-1 in

lTABLE No. 3-11/1Prol)osed Work Schetidule for Econonmic nnd Social Rehabilitation

for tile _Iail)le aa tiingiA enicv

Sr. Tasks I2 3"' 41 i cs 6 GNo Quarncr Quartcr Quartcr Quartcr Quwricr QuOncr

5b. Social Forestrv projects5c. Mobilising extension -

services for non-ecoiionoic landlholding families . .

5d. Wotlletn targeted socialdevelopment schem1es __

5e. Identifying vulnerablecategories of population- children, liandicapped,women headed household5f. Working with BLPfamilies

5g. Preparation of CBOs totakeover social assets created5h. Haanding over assets toCBOs for 0 & MSi. Mobilising socialdevelopment schemes ------- _ _ I

E MM&E _ _ . _ _

Budget

The total budget for implementing the LA&ERAP for the PAPs of the Project isestimated at 16.49 spread out 18 months. While working out the budget the unit ratesadopted are follows:

1. As per the prevailing mark-et value of land for private land has been estimated atRs. 6.25 lakh per ha + solatium @ 30% and interest @ 120%o for one This worksout to Rs. 8.87,500/- per ha of This wilJ be provided to all the owners losingland. PAPs receiving this money will not be eligible for any other grants under theproject.

2. Replacement cost for structures of commercial encroachers is assumed atRs.2000/- per sq.mtr, for the total requirement of 365 sq.mt. which comes toapproximately Rs.7,30.000/-. Additionally 365 sq.mtr. of land has to be acquiredat the prevailing rate of approximately Rs.200/- per sq.mtr.. the total cost will beapproximately Rs.73,000/-. A provision of Rs.6,97,000/- has also been made forthe tools of trade and training for the commercial units that will be shifted and forself-employmcnt of BPL famnilics.

3. Compensation for development of pasture Balwadi, pond etc. including provisionof piped water supply and hand pump estimated at Rs.20,00,000/-

4. The NGO services will be required mainly to help the adversely affected (thoseScott Wilhion Kirkpatrick Draft Final Rcport

_*^^4^,w>,*7 >s~~~~~~~~~~- i lxx~

losing part of the land holding) Ifanilies and comnmercial encroacihers totalling to105 PAP households. NGOs will be engaged for 24 months. the total feesestimated for NGO involvement is therefore Rs. 10,00,000/-

5. The cost of engaging an external M&E consultant has been taken at Rs.50.000 permonth. The M&E consultant will be engaged for 3 months spread over 2 yearsand estimated to cost Rs.4.5 lakhs (inclusive of all expenses).

6. Expenses on all LA and ER activities including the payment of compensation andER assistance, and the cost of engaging NGO and extemal M&E agency will bemet from the project cost.

Provisionial Budget for R&R Componient

Sr.No Description Amount(Rs.Million)

1. Compensation for land to be paid in cash of nonavailability of cultivable land @ Rs.8,87,500 per ha 11.54for 13 ha. _

2. Compensation for commercial encroachers in terms 1.5of resettlement and rehabilitation _

3. Compensation for development of Posture, Balwadi, 2.00Pond

4. Fees for NGO services (for 24 months) 1.005. Fees for M&E agency ( for 3 months) 0.45

Total 16A9

It is assumed that the toll plaza will be accommodated within 60 mtrs. ROW. Theadditional land requirement will be insignificant if at all. In that case if the R&R liabilitiesarise these will be taken care of with additional provisions.


pwALh*":317.-

ANNEXUIRES

ANNEXURE I

HoURLY OBSERVED METEOROLOGIcAL DATA AT AHMEDABAD BY IMD IN OCTOBER 1995

DATE TIME WIND SPEED WIND CLOUD(km/h) DIRECTION C OV E R

1.10.95 0040 CALM CALM 30140 CALM CALM 20240 __ CALM 20340 __ CALM 20440 __ CALM 10540 __ CALM 10640 __ CALM 10740 7.4 NNE 10840 11.1 NNW I0940 12.95 N 01040 7.4 N 01140 7.4 NNW 01240 9.25 NNW 11340 7.4 SSW 31440 7.4 WNW .51540 __ CALM 41640 __ CALM 51740 __ CALM 41840 9.25 WSW 51940 5.5 WSW 42040 12.95 WNW 32140 - CALM 32240 14.8 WSW 32340 12.95 WSW 2

2.10.95 0040 11.1 WNW 20140 11.1 NNW 30240 11.1 NNW 30340 3.7 NNW 30440 __ CALM 30540 __ CALM 30640 __ CALM 60840 12.95 NNW 30740 | CALM 3

A NNE XURE I

DATE TIME WIND SPEED WIND CLOUD(km/h) DIRECTION COYER

0940 12.95 N 1

1040 9.25 WNW 0

1140 11.25 NNE 0

1240 _ CALM 1

1340 5.55 NNE 2

1440 5.55 WSW 3

1540 _ CALK 4

1640 CALM 4

1740 _ CLM 4

1840 9.25 SSW 4

1940 9.25 S S W 4

2040 7.4 WSW 2

2140 CALM 1

2240 7.4 WSW 02340 0

3.10.95 0040 7.4 WNW 00140 7.4 WNW 00240 U .1 WNW 0034C' 11.1 WNW 20440 9.25 WNW 20540 7.4 NNW 20640 7.4 NNW 30740 7.4 NNW 20840 7.4 NNW 1

0940 11.1 NNW 11040 9.25 NNW 1

1140. 9.25 WNW 11240 _ CALM 0

1340 12.95 WNW 2

1440 11.1 WNW 31540 12.95 WNW 21640 12.95 W N W 1

1740 7.4 WNW 11840 _ CALM 2

1940 CALM 22040 _ CALM 42140 1.11 WSW 3

2240 31.1 WSW 22340 11.1 SSW 3


1540 L1.1 WNW 1

1640 5.55 NNW 1

1740 9.25 NNW 1

1840 _ CALM 31940 CALM 22040 CALM 02140 _ CALM 02240 _ CALM 02340 _ CALM 0

6.10.95 0040 _ CLAM 00140 11.1 WSW 00240 9.25 WNW 0

0340 fl.1 NNW 00440 5.5 NNW .00540 5.5 NNW 00640 CALM 1

0740 _ CALM 1

0840 9.25 N 00940 31.1 WSW 01040 9.25 NNW 0

1140 11.1 W 01240 11.1 NNW 11340 5.55 WNW 2

1440 7.4 WNW 11540 9.25 NNW 11640 11.. N 11-740 7.4 NNW 11840 _ CALM 01940 CALM 02040 _ CALM 02140 9.25 WWN 0

2240 7.4 NNW 02340 _ CALM 0

7.10.95 0040 _ CALM 0

0140 9.25 WNW 00240 9.25 NNW 0

0340 CALM 20440 7.4 NNW 20540 _ CALM 2

DATE TIME WIND SPEED WI ND CL OUD(km/h) DIRECTION COVE R

4.10.95 0040 14.8 SSW 30140 14.8 WSW 30240 11.1 WSW 00340 9.25 WSW 00440 11.1 WSW 00540 7.4 WSW 10640 _ CALM- 40740 11.1 WNW 20840 12.95 WNW 10940 9.25 NNW 11040 12.95 WNW 11140 12.95 WNN 11240 12.95 WSW 11340 11.1 WNW 21440 12.95 WNW 51540 11.1 WSW 51640 9.25 WNW 3

1740 7.4 NNW 21840 _ CALM 3i1940 CALM 12040 CALM 12140 CALM 12240 71.1 WSW 12340 9.25 WSW 0

_ 5.10.95 0040 9.25 W S W 00140 9.25 WSW 00240 11.1 WSW 00340 5.55 WNW 00440 9.25 WNW 00540 14.8 WNW 20640 11.1 W N W 20740 12.95 WNW 10840 12.95 W N W 00940 14.8 WNW 01040 11.1 NNW 01140 11.1 NNW 01240 12.95 WNW - 11340 12.95 WNW 21440 9.25 WNW 2

DATE TIME WIND SPEED WIND CLOUD(km/h) DIRECTION COVER

0640 CALM 10740 _ CALM 30840 5.55 NNW 3

0940 11.1 NNE 3

1040 5.55 NNE 3

1140 11.1 NNW 31240 7.4 NNW. 31340 11.1 WNW 4

1440 7.4 WNW 21540 _ CALM 2

1640 7.4 NNW 21740 _ CALM 1

1840 _ CALM 1

1940 _ CALM 2

2040 _ CALM 3

2140 _ CALM 2

2240 _ CALM 2

2340 9.25 NNW 28.10.95 0040 5.55 N 5

0140 7.4 N 5

0240 _ CALM 5

0340 CALM 50440 _ CALM 6

0540 9.25 NNE 4

0640 5.5 - NNE 6

0740 9.25 NNE 6

0840 7.4 NNE 7

0940 9.25 NNE 6

1040 12.95 . ENE 6

1140 12.95 NNE 1

1240 12.95 ESE 0

1340 _ CALM 0

1440 12.95 NNE 1

1540 12.95 NNE 2

1640 12.95 NNE 2

1740 7.4 NNE 3

1840 _ CALM 5

1940 CALM 4

DATE TIME WIND SPEED WIND CLOUD

(km/h) DIRECTION C OV E R

2040 CALM 3

2140 CALM 3

2240 CALM 6

2340 CALM 6

9.10.95 0040 CALM 7

0140 CALM 7

0240 9.25 N 7

0340 _ CALM 7

0440 _ CALM 7

0540 _ CALM 7

0640 _ CALM 7

0740 _ CALM 6

0840 9.25 ENE 6

0940 14.8 NNE 6

1040 11.1 ENE 5

1140 12.95 NNE 2

1240 14.8 ENE 0

1340 18.5 ENE 0

1440 11.1 E 1

1540 12.95 E 2

1640 12.95 NNE 1

1740 7.4 NNE 2

1840 _ CALM 2

1940 _ CALM 1

2040 _ CALM 02140 _ CALM 0

2240 _ CALM 0

2340 _ CALM 0

10.10.95 0040 _ CALM 0

0140 _ CALM 0

0240 _ CALM 0

0340 _ CALM 0

0440 _ CALM 1

0540 5.5 NNE 1

0640 7.4 NNE 2

0740 9.25 ENE 1

0840 3.1 ENE 1

DATE TIME WI ND SPEED W I N D C L O U D(km/h) DIRECTION COVER

0940 12.95 E 1

1040 12.95 ESE 0

1140 11.1 ESE 0

1240 18.5 ESE 1

1340 11.1 NNE 1

1440 14.8 ENE 1

1540 14.8 ENE 1

1640 14.8 NNE 1

1740 11.1 NNE 1

1840 _ CALM 1

1940 _ CALM 1

2040 _ CALM 0

2140 CALM 0

2240 _ CALM 0

2340 _ CALM 0

31.10.95 0040 _ CALM 2

0140 9.25 NNE 1

0240 11.1 NNE 2

0340 7.4 NNE 3

0440 9.25 NNE 3

0540 1.1 NNE 3

0640 9.25 NNE 4

0740 9.25 ENE 5

0840 14.8 ENE 4

0940 14.8 ENE 4

1040 18.5 ENE 3

1140 14.8 E 2

1240 14.8 ESE 2

1340 14.8 ENE 4

1440 14.8 ENE 3

1540 12.95 ENE 3

1640 14.8 ENE 2

1740 12.95 NNE 1

1840 7.4 NNE 1

1940 5.55 N 2

2040 _ CALM 1

2140 _ CALM 0

2240 _ CALM 2

2340 CALM 4


(km/h) DIRECTION COVE R

12.10.95 0040 CALM 5

0140 CALM 4

0240 11.1 ENE 4

0340 11.1 ENE 4

0440 14.8 ENE 5

0540 7.4 ENE 5

0640 9.25 NNE. 6

0740 12.95 NNE 6

0840 12.95 ENE 6

0940 14.B E 6

1040 16.5 E 6

1140 14.8 E 6

1240 12.95 ENE 5

1340 14.8 ESE 5

1440 188.5 E 5

1540 22.2 ENE 5

1640 14.8 ENE 6

1740 11.1 ENE 5

1840 7.4 ENE 5

1'940 _ CALM 5

2040 CALM 4

2140 CALM 2

2240 . CALM 2

2340 9.25 ENE 4

13.10.95 0040 11.1 ENE 4

0140 9.25 ENE 5

0240 11.1 ENE 3

0340 11.1 ENE 3

0440 7.4 ESE. 3

0540 _ CALM 4

0640 _ CALM 5

0740 14.8 E 5

0840 14.8 E 5

0940 14.8 ENE 4

1040 12.95 ESE 5

1140 11.1 ESE 4

1240 12.95 EsE 5

1340 9.25 ESE 5

D A T E TIME WIND SPEED W I N D CLOUD(km/h) DIRECTION COVER

1440 7.4 E 6

1540 11.1 E 6

1640 11.1 ESE 4

1740 _ CALM 5

1840 9.25 ESE 4

1940 12.95 SSE 3

2040 12.95 S 3

2140 14.8 SSW 3

2240 12.95 S 3

2340 14.8 S 414.10.95 0040 7.4 s 4

0140 7.4 S 60240 11.1 ESE 7

0340 9.25 NNE 50440 _ CALM 60540 CALM 6

0640 11.1 SSE 70740 12.95 . SSE 70840 7.4 SSE 70940 12.95 SSE 71040 11.1 S 61140 11.1 ESE 71240 11.1 SSW 71340 14.8 - S 61440 9.25 SSW 61540 11.1 SSW 61640 9.25 SSE 61740 _ CALM 71840 11.1 SSW 71940 12.95 S 52040 9.25 SSW 32140 9.25 SSE 32240 31.1 SSE 52340 11.1 SSE 7

15.10.95 0040 11.4 ENE 70140 11.1 E 50240. 5.55 SSE 50340 7.4 SSE 4

D A T E TIME WIND SPEED W I N D C L O U D(km/h) DIRECTION C O V E R

0440 7.4 ESE 60540 1.1.1 ESE 60640 14.8 ESE 7

0740 5.55 ESE 7

0840 7.4 ESE 7

0940 7.4 SSE 6

1040 9.25 SSE 6

1140 _ CALM 6

1240 _ CALM 6

1340 12.95 SSW 6

1440 11.1 S 5

1540 11.1 SSW 51640 12.95 SSE 4

1740 14.8 S 41840 7.4 SSE 6

1940 5.53 S 72040 7.4 SSW 6

2140 11.1 SSW 5

2240 * 11.1 SSW *

2340 11.1 WSW 4

16.10.95 0040 11.1 SSW 4

0140 11.1 W'SW 5

0240 11.1 SSW 5

0340 11.1 S 7

0440 5.5 - N 70540 7.4 ENE 5

0640 5.55 ENE 60740 _ CALM 3

0840 9.25 ESE 2

0940 CALM 41040 11.1 NNE 41140 11.1 ENE 5

1240 13.1 E 6

1340 12.95 ENE 7

1440 9.25 NNE 71540 14.8 W 7

1640 9.25 WSW 71740 7.4 SSW 6

DATE TIME WIND SPEED WIND CLOU D(km/h) DIREClION C O V E R

1840 7.4 sSW 7

1940 7.4 SSW 7

2040 9.25 SS W 6

2140 7.4 w 5

2240 _ CALM 4

2340 _ CALM 517.10.95 0040 _ CALM 6

0140 _ CALM 5

0240 _ CALM 4

0340 _ CALM 4

0440 _ CALM 4

0540 _ CALM 4

0640 _ CALM 5

0740 _ CALM 6

0840 _ CALM 4

0940 - CALM 3

1040 9.25 WAW 2

1140 11.1 N 2

1240 11.1 NNE 4

1340 31.1 ENE 5

1440 5.5 ENE 5

1540 _ CALM 5

1640 9.25 WSW 4

1740 5.55 WSW 5

1840 9.25 WSW 5

1940 9.25 WSW 3

2040 9.25 WSW 2

2140 5.55 WNW 2

2240 _ CALM 2

2340 7.4 WNW 218.10.95 0040 7.4 WNW 1

0140 7.4 NNW 1

0240 7.4 N 20340 _ CALM 0

0440 _ CALM 0

0540 3l.1 NNE - 2

0640 11.1 NNE 0

0740 11.1 NNE 00840 9.25 NNE 0


0940 14.8 ENE 6

1040 14.8 ENE 6

1140 12.95 ESE 3

1240 11.1 E 3

1340 1.1 ENE 3

1440 14.8 ENE 4

1540 14.8 ENE 3

1640 11.1 ENE 4

1740 9.25 NNE 1

1840 _ CALM 1

1940 _ CALM 0

2040 _ CALM 0

2140 _ CALM 0

2240 _ CALM 1

2340 _ CALM 1

19.10.95 0040 _ CALM 1

0140 _ CALM 1

0240 _ CALM 1

0340 _ CALM 1

0440 _ CALM 1

0540 _ CALM 1

0640 _ CALM 2

0740 _ CALM 2

0840 7.4 ENE 0

0940 9.25 ENE 0

1040 5.55 ENE 0

1140 5.55 ENE 0

1240 _ CALM 0

1340 12.95 ENE 2

1440 _ CALM 2

1540 9.25 NNE 2

1640 9.25 N 1

1740 9.25 NNE 0

1840 _ CALM 0

1940 _ CALM 0

2040 _ CALM 0

2140 _ CALM 0

2240 . CALM 0

2340 CALM 0

DATE TIME WIND SPEED WIND CLOUD(km/h) DIRECTION COVE R

20.10.95 0040 _ CALM 0

0140 9.25 NNW 00240 11.1 W N w 0

034 0 3.7 NNW 0

0440 _ CALM 0

0540 _ CALM 0

0640 _ CALM 0

0740 _ CALM 0

0840 _ CALM 0

0940 5.55 WNW 0

1040 11.1 N 0

1140 9.25 NNE 0

1240 11.1 N 0

1340 12.45 NNW 0

1440 31.1 NNW 1

1540 12.95 WNW 1

1640 12.95 WNW 11740 7.4 NNW 11840 _ CALM 0

1940 CALM 0

2040 _ CALM 0

2140 - CALM 0

2240 _ CALM 0

2340 : CALM 1

21.10.95 0040 7.4 NNE 1

0140 CALM 0

0240 _ CALM 0

0340 _ CALM 0

0440 _ CALM 0.

0540 _ CALM 0

0640 _ CALM 0

0740 _ CALM 0

0840 _ CALM 0

0940 _ CALM 01040 CALM 0

1140 CALM 0

1240 11.1 NNW 0

1340 5.55 NNW 01440 . CALM 0


(km/h) DIRECTION C OVE R

1540 11.1 NNE 0

1640 11.1 N 0

1740 7.4 NNE 0

1840 . CALM 0

1940 _ CALM 0

2040 _ CALM 0

2140 _ CALM 0

2240 _ CALM 0

2340 _ CALM 0

22.10.95 0040 _ CALM 0

0140 3.7 N 0

0240 _ N 0

0340 _ CALM 0

0440 _ CALM 0

0540 _ CALM 0

0640 _ CALM 0

0740 _ CALM 1

0840 9.25 ENE 1

0940 12.95 ENE 0

1040 14.6 ENE 0

1140 11.1 ESE 0

1240 18.5 ESE 0

1340 U.1 SSE 0

1440 9.25 E 2

1540 7.4 ESE 2

1640 5.55 ENE 2

1740 5.55 ESE 1

1840 _ CALM 1

1940 _ CALM 1

2040 CALM 0

2140 CALM 0

2240 CALM 0

2340 CALM 0

23.10.95 0040 _ CALM 0

0140 9.25 ENE 0

0240 11.1 ENE 3

0340 _ CALM 3

0440 7.4 NNE 3

0540 111 NNE 4


0640 11.1 NNE 0

0740 11.1 NNE 1

0840 14.8 ENE 2

0940 14.8 ENE 1

1040 14.8 ENE 1

1140 11.1 ESE 0

1240 9.25 ENE 0

1340 11.1 ESE 0

1440 11.1 ENE 0

1540 14.8 NNE 0

1640 14.8 ENE 1

1740 9.25 ENE 1

1840 _ CALM 0

1940 _ CALM 0

2040 _ CALM 0

2140 _ CALM 0

2240 _ CALM 0

2340 CALM 0

24.10.95 0040 _ CALM 0

0140 7.4 NNE 0

0240 11.1 ENE 0

0340 11.1 ENE 0

0440 9.25 NNE 0

0540 9.25 ENE 0

0640 9.25 ENE 1

0740 5.55 ENE 0

0840 5.55 NNE 0

0940 11.1 ESE 0

1040 14.8 ESE 0

1140 12.95 ENE 0

1240 12.95 ESE 01340 11.1 E 0

1440 11.1 ENE 0

1540 14.8 ENE 0

1640 11.1 E 0

1740 5.55 E 01840 _ CALM 0


(km/h) DIRECTION C O V E R

1940 _ CALM 0

2040 _ CALM 0

2140 _ CALM 0

2240 _ CALM 0

2340 _ CALM 0

25.10.95 0040 CALM _

0140 _ CALM _

0340 _ CALM _

0440 _ CALM _

0540 _ CALM _

0640 5.55 NNE 0

0740 7.4 NNE 0

0840 31.1 ENE 0

0940 11.1 E 3

1040 12.95 ESE 0

1140 12.95 ESE 0

1240 7.4 ESE 0

1340 12.95 E 0

1440 11.1 NNE 0

1540 11.1 NNE 0

1640 _ ENE 0

174-0 _ ENE 1

1840 CALM 0

1940 CALM 0

2040 CALM 0

2140 CALM 0

22440 CALM 0

2340 CALM 0

26.10.95 0040 CALM 0

0140 CALM 0

0240 9.25 ESE 0

0340 _ CALM 0

0440 _ CALM 0

0540 _ CALM 0

0640 _ CALM 0

0740 311.1 ENE 0

0840 12.95 ENE 0

0940 12.95 E 0


1040 9.25 E 01140 11.1 ESE 01240 7.4 ESE 01340 9.25 ENE 01440 7.4 ESE 01540 11.1 ENE 01640 9.25 E 01740 9.25 E . 01840 _ CALM 01940 _ CALM 02040 _ CALM 02140 _ CALM 02240 _ CALM 02340 _ CALM 0

27.10.95 0040 _ CALM 00140 9.25 ENE 00240 _ CALM 00340 _ CALM 00440 _ CALM 00540 _ CALK 00640 5.55 ENE 10740 _ CALM 00840 7.4 ESE 00940 7.4 E 01040 11.1 ESE 11140 7.4 SSE 11240 _ SSE 11340 CALM 11440 11.1 CALM 11540 11.1 ENE 21640 _ ENE 51740 _ CALM 6.B40 _ CALM 6

1940 _ CALM 12040 _ CALM 02140 - CALM 02240 CALM 02340 CALM 0

DATE TIME WIND SPEED WIND CLOUD(km/h) DIRECTION C O V E R

2B.10.95- 0040 _ CALM 0

0140 _ CALM 0

0240 _ CALM 0

0340 _ CALM 0

0440 _ CALM 0

0540 _ CALM 0

0640 11.1 WNW 20740 _ CALM 0

0840 _ CALM 0

0940 _ CALM 0

1040 7.4 ENE 01140 _ CALM 0

1240 5.55 ENE 01340 12.95 ENE 0

1440 31.1 ESE 0

1540 7.4 ESE 01640 12.95 SSW 0

1740 5.55 SSW 0

1840 - S 01940 _ CALM 02040 - CALM 02140 - CALM 0

2240 _ CALM 0

2340 _ CALM 029.10.95 0040 _ CALM 0

0140 _ CALM 0

0240 _ CALM 0

0340 _ CALM 0

0440 _ CALM 0

0540 _ CALM 0

0640 _ CALM 0

0740 _ CALM 0

0840 9.25 ENE 0

0940 9.25 ESE 0

1040 7.4 S 0

1140 9.25 SSW 0

1240 _ CALM 0

1340 5.55 S 01440 1.1 ESE 0


1540 _ CALM 0

1640 5.55 E 0

1740 5.55 ESE 0

1840 _ CALM 0

1940 CALM 0

2040 _ CALM 0

2140 _ CALM 0

2240 _ CALM 0

2340 _ CALM 0

30.10.95 0040 _ CALM 0

0140 _ CALM 0

0240 11.1 NNE 0

0340 9.25 ENE 0

0440 9.25 ENE 0

0540 9.25 ENE 2

0640 11.1 ESE 4

0740 11.1 E 4

0840 12.95 NNE 3

0940 12.95 ENE 1

1040 16.5 ENE 1

1140 12.95 ESE 0

1240 U.1 N 0

1340 7.4 NNE 0

1440 7.4 NNE 01540 1.1 ENE 0

1640 11.1 ENE 0

1740 9.25 NNE 0

1840 9.25 NNE 0

1940 9.25 N 0

2040 12.95 NNE 0

2140 9.25 NNE 0

2240 11.1 NNE 0

2340 9.25 N 2

31.10.95 0040 5.55 NNE 3

0140 7.4 NNW 3

0240 5.55 NNW 3

0340 _ CALM 3

0440 5.55 N 3

0540 5.55 NNE 3

DATE TIME WIND SPEED W I N D C L O U D(km/h) DIRECTION C OV E R

0640 9.25 NNE 5

0740 9.25 NNE 3

0840 11.1 INNE 2

0940 14.8 ENE 1

1040 18.5 ENE 0

1140 18.5 ENE 0

1240 14.8 ENE 0

1340 14.8 ENE . . 0

1440 14.8 ENE 01540 14.8 £N E 0

1640 .l.1 ENE 0

1740 _ ENE 0

1840 _ CALM 0194v _ CALM 0

2040 _ CALM 0

2140 7.4 N 0

2240 7.4 NNE 0

2340 7.4 N 0

ANNEXURE II

HOURLY OBSERVED METEOROLOGICAL DATA IN PROJECT AREA


Km/hr DIRECTION COVER

29.09.96 1 AM 2.1 SSE 02AM 3.09 SSE 03AM 4.5 ESE 14AM 3.4 SE I5AM 0.72 ESE 06AM 4.5 ENE . 37AM CALM _ 1

8AM 1.8 ESE 19AM 5.2 ESE 1

10AM 7.9 SSE 211AM 3.0 S 112PM 4.9 SE 01 PM 10.6 ESE 02 PM 9.9 ESE 03 PM 3.24 E 24 PM 5.04 SSE 1

5 PM 3.6 SSE 06 PM 3.8 SE 07 PM 3.0 SE 08 PM 4.6 ESE 1

9 PM 2.5 ESE 010 PM 3.4 SSE 511 PM 1.0 SSE 4

30.09.96 12 AM CALM _ 41AM 2.4 SSE 32AM 2.7 SSW 43AM 4.1 ESE 24AM 3.0 SE 05AM 0.3 ESE -0

6AM 4.1 E I7AM CALM I 18AM 1.5 SSE 1

9AM 4.8 SSE 010AM 7.6 ESE 311AM 2.6 SE 012 PM 4.5 ESE 2

ANNEXURE II



1 PM 11.4 SE 1

2 PM 9.5 SSE 0

3 PM 2.8 E 1

4 PM 3.3 ESE 1

5 PM 3.6 SSE 1

6 PM 3.4 SSE 1

7 PM 3.2 SE 0

8 PM 2.6 SSW 2

9 PM 0.4 ESE 3

10 PM 2.6 E 3

11 PM 0.9 SSE 4

1.10.96 12 AM 1.2 SSE 1

1 AM CALM _ 1

2 AM 7.8 ESE 6

3 AM 7.3 SE 0

4 AM 3.8 ESE 0

5 AM 3.8 ESE 3

6 AM 3.8 E 2

7 AM 3.2 SE 6

8 AM 8.5 SSE 1

9 AM 4.5 SSE 1

10 AM 14.0 ESE 1

11 AM 17.4 ESE 1

12 PM 11.5 SSE 4

1 PM 5.8 SE 4

2 PM 5.7 SSW 3

3 PM 8.3 SSE 2

4 PM 4.6 SE 1

5 PM 3.7 ESE 1

6 PM 1.2 E 1

7 PM CALM ESE 3

8 PM CALM _ 2

9 PM 2.08 ESE 1

10 PM 3.6 SE 1

11 PM 0.7 SSE 3

DATE TIME WIND SPEED WIND CLOUDKm/hr DIRECTION COVER

2.10.96 12 AM CALM _ 3

1 AM 13.04 SSE 4

2 AM 2.1 ESE 4

3 AM 7.3 E 4

4 AM 4.1 ESE 5

5 AM 2.7 S 2

6 AM 2.3 SSE 1

7 AM 2.9 SSE 1

8AM 8.3 SSE 1

9 AM 2.1 SE 1

10 AM 3.4 ESE 0

11 AM 9.7 ESE 0

12 PM 9.3 ESE 0

1 PM 5.1 SSE 0

2 PM 7.5 ESE 0

3 PM 2.9 SSE 0

4 PM 6.4 SE 1

5 PM 3.6 ESE 3

6PM 2.4 SSE 3

7 PM 3.3 SSE 4

8 PM 1.9 SSW 5

9 PM 0.5 SE 5

10 PM 3.1 SE 2

11 PM 1.3 SSE 1

3.10.96 12 AM CALM 1

1AM 1.2 ENE 1

2AM 4.9 ENE 1

3AM 7.2 ENE 2

4AM 4.2 ESE 2

5AM 2.4 SSW 2

6AM 3.5 SSE 3

7'AM 1.6 ESE 3

8 AM 0.9 SSE 4

9AM CALM ENE 4

10 AM 5.6 I 1

11 AM 2.4 ESE 2

12 PM 6.6 ESE 1

DATE TIME WIND SPEED WIND CLOUDK.n/hr DIRECTION COVER

1PM 9.6 ENE 1

2 PM 5.6 ESE 1

3 PM 3.5 SSE 1

4PM 6.6 ENE 0

5 PM 2.4 SSE 0

6 PM 7.7 SSE 0

7PM 2.9 SSE 0

8 PM 3.4 SSW 3

9 PM 5.2 WSW 4

10 PM 2.9 ENE 4

11 PM 9.4 SSE 4

4.10.96 12 AM 7.5 SSE 4

1AM 5.8 SSE b

2AM 3.3 SSW 4

3AM 9.4 NNE 5

4AM 6.8 ESE 4

5AM 6.8 ESE 3

6AM 1.0 S 2

7AM 5.2 ESE 2

8AM 6.0 ESE 2

9 AM 8.3 E 3

10 AM 5.6 SSE 3

11 AM 3.5 SE 1

12 PM CALM _ 1

1PM 8.0 SSE 1

2 PM 9.1 SE 1

3 PM 3.9 SSE 1

4PM 1.8 ESE 0

5 PM 0.9 NE 0

6PM 4.2 NNW 0

7PM 2.9 SSE 0

8PM CALM 0

9 PM 2.4 SSE 0

10 PM 3.5 SE 1

11 PM 3.8 ENE 0

5.10.96 12 AM 7.9 ENE 0

DATE TIME WIND SPEED wIND CLOUD


5.10.96 1 AM 6.6 SSE 3

2AM 3.6 S 6

3 AM 2.9 SSW 3

4AM 8.3 W N W 7

5AM 6.7 WSW 8

6 AM 2.1 NNW 7

7 AM 9.7 W N W 7

8 AM 2.5 SSW 6

9 AM 8.6 SSE 4

10 AM 5.7 ESE 4

11 AM 12.6 ENE 3

12 PM 7.9 S 3

1 PM 6.8 SSE 5

2PM 3.9 W N W 4

3 PM 1.8 NE 1

4 PM 7.5 NNW 1

5PM 6.8 NE 1

6PM 3.8 WSW 1

7PM 4.3 ESE I

8PM 1.0 SSE 0

9 PM 3.2 SSE 0

10 PM 7.2 ESE 0

11 PM 7.5 NNW 2

6.10.96 12 AM 7.9 NNE 0

1AM 7.5 W N W 5

2AM 1.0 WSW - 6

3AM CALM W S W 5

4AM CALM W S W 4

5AM CALM w S W 4

6AM CALM W S W 1

7AM 2.8 WNW 1

8AM 3.9 W N W 1

9AM 7.2 NNW 0

10 AM 5.0 NNW 0

11 AM 1.4 W S W 0

12 PM 8.2 NNW 0

1 PM 10.4 NNW 0

2PM 7.9 WNW 0


3PM 7.9 W N W 1

4 PM 5.4 NNW 1

5PM 7.2 W N W 1

6PM 4.3 WNW 2

7PM 2.8 WNW 38PM 4.3 WN W 3

9 PM 3.9 NNW 410 PM 2.1 ENE 2

11 PM 6.4 W N W 27.10.96 12 AM 5.7 NNW 1

1AM 5.4 WNW 1

2AM 2.5 NW 1

3 AM 2.8 NNE 24AM CALM _ 15 AM 2.8 SSW 1

6AM 0.7 ESE 2

7AM CALM ESE 2

8AM CALM ESE 0

9AM 5.7 ENE 0

10 AM 1.0 ENE 011 AM 0.8 ENE 1

12 PM 4.6 W II W 1

1 PM 1.0 NNW 0

2 PM CALM W N W O3PM 2.8 ENE 04PM CALM ENE 55PM CALM W S W 3

6PM 1.8 W S W 2

7 PM CALM NNW 1

8PM CALM WSW 1

9PM CALM SSE 0

10 PM CALM SSE 511 PM CALM SSE 4

8.10.96 12 AM 3.2 SSW 4

1AM CALM W N W 12AM CALM SSE 2

3 AM CALM NNW 2

4AM 1.0 .WSw 2


5 AM CALM ENE 3

6 AM 2.8 W SW 2

7AM 0.7 ENE 1

8AM 4.6 ENE 1

9AM 5.6 ENE 1

10 AM 1.6 ENE 1

11 AM 4.7 ESE 2

12 PM 7.9 ESE 2

1 PM 9.9 ESE 2

2 PM 6.0 SSE 1

3 PM 1.8 SSW 0

4 PM 2.0 SSE 0

5 PM 1.5 W S W 0

6PM 6.9 W N W 1

7PM 3.8 SSW 1

8 PM 7.4 WSW 21

9 PM 4.1 SSW 3

10 PM 6.0 SSW 3

11 PM 8.3 SSE 49.10.96 12 AM 8.4 4

1AM 3.7 NNE 4

2AM 2.9 ENE 4

3 AM 2.8 E 34AM 1.6 ESE 3

5AM CALM _ 3

6- AM 4.5 SSE 27AM 6.7 SE 2

8AM 5.8 S 1

9 AM 1.9 SSW 1

10 AM 2.8 W N W 1

11 AM 9.3 N W W 1

12 PM 3.6 ESE 0

1PM 4.8 ESE 0

2 PM 5.6 ENE 0

3PM 6.8 NE 14PM 3.9 NNE 1

5PM 1.9 ESE 1

6PM 5.6 ENE 2


7 PM 4.7 SSE 2

8 PM 2.1 SE 3

9 PM 0.6 SSW 4

10 PM 0.9 SSW 4

11 PM 0.7 W W N 4

10.10.96 12 AM CALM _ 4

1AM 4.3 ENE 3

2 AM 1.5 E 1

3 AM 7.6 ESE 0

4AM 0.3 ESE 0

5AM 2.4 SSE 0

6AM CALM 0

7AM 1.5 S 1

8 AM 4.9 SE I

9 AM 7.6 SSW 0

10 AM 2.7 ESE 0

11 AM 4.1 ENE 1

12 PM CALM 0

1 PM 0.9 NNW 3

2 PM 2.6 ESE 0

3PM 3.2 SE 0

4 PM 7.3 SSE 0

5PM 6.7 SSE 1

6PM 0.9 ENE 1

7 PM 1.4 NE 0

8 PM 3.4 ESE 3

9PM 6.1 SSE 3

10 PM 11.5 SSW 2

11 PM 6.1 ESE 1

11.10.96 12 AM CALM _ 11AM 1.2 ENE 2

2AM 0.9 ESE 2

3AM 16.3 SE 2

4AM 4.5 ESE 3

5 AM 3.2 S S W 1

6 AM 0.6 E 1

7AM CALM _ 1

8AM 8.3 SW- 0


9 AM 3.9 S 0

10 AM 9.3 SSE 0

11 AM 6.7 ESE 0

12 PM 1.05 ENE 0

1 PM 6.5 NE 1

2 PM 1.1 NNE 1

3 PM 3.0 ENE 2

4 PM 3.9 NNW 2

5 PM 5.7 WSW 3

6 PM 8.3 ESE 3

7 PM 9.1 ENE 4

8PM 1.6 ENE 4

9 PM 3.2 NE 3

10 PM 1.6 ESE 3

11 PM 1.1 SE 3

12.10.96 12 AM CALM - 3

1AM 4.2 ENE 1

2AM 2.3 .E 1

3 AM 3.6 ESE 1

4AM 0.9 SSE 0

5AM 0.6 SE 0

6 AM 1.2 S 0

7AM CALM _ 0

8AM 3.2 ESE 1

9 AM 5.8 SSW 1

10 AM 5.8 W N W 1

11 AM 4.8 NNW 0

12 PM 4.3 ESE 0

1PM 2.3 NNE 3

2 PM 3.6 E 3

3PM 3.9 NE 0

4 PM 4.8 ESE 0

5 PM4 1.1 SSE 0

6PM 1.6 SE 1

7 PM 8.2 S 1

8PM 8.8 WSW 1

9 PM 6.3 W 4

10 PM 5.4 ENE 4


11 PM 1.6 ESE 5

13.10.96 12 AM CALM _ S

IAM CALM _ 6

2AM CALM _ 6

3AM 2.3 ENE 6

4 AM 4.6 E 4

5AM 1.2 ESE 4

6 AM 6.8 SE 3

7AM 0.3 SSE 3

8 AM 1.8 SSE 2

9AM 8.4 ENE 2

10 AM 6.9 E 1

11 AM 3.4 ESE 1

12 PM 4.5 SSE 5

1 PM 1.8 SE 5

2 PM 2.6 SSW 6

3PM 1.8 WNW 6

4PM 1.9 ESE S

5PM 2.6 ENE 1

6PM 8.9 NNE 1

7PM 7.2 ESE 1

8 PM 3.8 NNW 1

9 PM 4.2 SE 1

10 PM 4.2 SSE 1

11 PM 3.1 E 0

14.10.96 12 AM 0.2 NE 1

1AM 1.3 ESE 0

2AM 1.9 NE 0

3AM 1.1 ENE 0

4AM 0.6 ESE 0

5AM 2.6 SSE 0

6AM 1.8 SE 0

7 AM 5.2 SSW 0

8AM 6.7 SSE 0

9AM 5.4 E 1

10 AM 2.1 ENE 1

11 AM 9.6 NE 1



12 PM 8.9 ESE 1

1 PM 6.4 SSW 0

2 PM CALM _ 0

3PM 0.2 WNW 1

4 PM 1.6 W S W 1

5PM 2.6 E 2

6PM 3.7 ENE 1

7PM CALM _ 1

8 PM 3.2 ESE 0

9PM 4.6 ENE 1

10 PM 5.8 NNE 1

11 PM 0.1 NE 0

15.10.96 12 AM 1.8 SSE 0

1 Aid CALM, _ 0

2 AM Calm _ 0

3AM 1.9 E 3

4AM 4.6 ENE 3

5AM 3.2 SSE 2

6AM *1.9 SE 2

7AM 0.2 SSE 1

8AM 3.8 ESE 1

9AM 6.7 SSE 1

10 AM 9.6 NNW

11 AM 4.2 W N W 2

12 PM 5.5 W 2

1PM 3.1 ESE 1

2PM 0.2 ESE 1

3PM 6.1 ENE 1

4PM 9.8 SSE 1

5PM 8.4 SSE 0

6PM 1.2 NNW

7PM 6.1 SE 0

8PM 5.1 ENE 1

9 PM Calm _ 1

10 PM 4.2 ENE 2

11 PM 1.8 SSE 2

16.10.96 12 AM 0.6 ESE 3



16.10.96 1 AM 3.1 NNW 3

2AM 1.6 NE 4

3AM 2.1 WN W 4

4AM 11.8 ESE 3

5AM 9.3 SSE 3

6AM 2.4 SE 2

7AM 8.6 SSW 1

8AM 7.9 ESE 1

9AM 6.6 SSE 1

10 AM 1.8 E 0

11AM 3.4 ENE 0

12 PM CALM _ 2

1PM 7.1 ESE 2

2 PM 4.2 SSW 3

3PM 5.6 ESE 3

4PM CALM _ 1

5PM 3.1 ENE 1

6PM 2.6 WNW 3

7PM 0.8 WSW 3

8PM 0.3 ESE 4

9PM 1.1 SE 4

10 PM 4.6 SSE 3

11 PM 1.2 SSW 2

17.10.96 12 AM 3.1 ESE 1

1AM CALM _ 0

2AM CALM _ 0

3AAM CALM _ 1

4AM 1.2 ENE 1

5AM 1.6 NNE 2

6AM 4.2 SSW 2

7AM 4.3 NNE 3

8AM 0.2 ENE 4

9AM CALM _ 4

10 AM CALM _ . 5

11 AM CALM _ 5

12 PM CALM ENE 6


1 PM 4.3 ENE 1

2 PM 4.2 NE 1

3 PM 1.2 NNE 2

4PM 1.1 NNE 2

5PM 1.6 NNE 1

6PM 0.2 WNW 1

7PM CALM 0

8PM CALM _ 0

9 PM 0.1 NNW 1

10 PM CALM I 1

11 PM 0.1 N W 2

18.10.96 12 AM 0.2 ENE 2

1AM CALM NE 0

2AM 0.8 NNE 0

3 AM CALM 1

4AM 2.0 NE 1

5AM 1.4 ESE 2

6AM 2.6 ESE 2

7AM 0.9 ESE' 1

8AM 2.9 ENE 1

9AM 2.8 ESE 1

10 AM 3.4 SSE 2

11 AM 3.3 S 1

12 PM 1.6 - ESE 1

1 PM 2.1 S 1

2 PM 2.4 SSE 0

3PM 2.4 ENE 0

4PM 4.0 . ENE 0

5PM 4.0 NNE 1

6 PM CALM 0.

7PM CALM 0

8PM CALM 0

9PM 0.1 W N W 1

10 PM CALM 0

11 PM CALM 0

19.10.96 12 AM CALM 0

. _ . .~~~~~~~~~~~~~~~__________________________________ __________________________________ _________________________________


19.10.96 1 AM CALM _ 1

2AM 0.1 ESE 1

3AM 0.2 ESE 2

4AM 0.1 SsW 2

5AM 0.2 ENE 3

6AM 1.0 NNW 3

7 AM 0.2 SSW 4

8AM 2.0 SSE 4

9AM 4.0 SSE 3

10 AM 3.1 SSE 3

11 AM 3.2 ESE 2

12 PM 3.8 ESE 2

1 PM 2.3 S 1

2PM 1.C ENE 1

3PM 2.6 ESE 2

4PM .3.3 SSE 2

5PM 3.0 ENE 3

6PM 1.1 ESE 3

7PM 0.1 ESE 1

8PM CALM _ 1

9PM 0.1 NNE 2

10 PM 0.1 NNE 2

11 PM 0.1 ENE 3

20.10.96 12 AM 0.1 ENE 3

1AM 2.0 ENE 1

2AM 1.2 NNE 1

3AM L0 ESE 1

4AM 0.2 ESE 1

5AM 1.4 WSW 1

6AM 2.3 NNW 2

7AM 2.3 ESE 0

8AM 1.6 ESE 0

9AM 2.2 ENE 0

10 AM 2.3 ENE 0

11 AM 2.0 NNE 0

12 PM 2.0 NNW 1

1PM 2.9 SSE 1

2 PM 2.1 ESE 2


3 PM 3.6 SSE 2

4 PM 1.6 NNW 3

5 PM 2.0 NNW 3

6 PM 0.6 ENE 2

7 PM CALM _ 1

8 PM CALM _ 1

9 PM CALM _ 1

10 PM CALM _ 1

11 PM CALM _ 1

21.10.96 12 AM CALM 2 I

1 AM CALM _ 2

2 AM CALM _ 2

3 AM 0.2 SSE 3

4 AM 1.0 ENE 3

5 AM 2.2 NNE 4

6 AM 3.2 SSW 4

7 AM 2.1 ESE 4

8 AM 2.0 SSE 3

9 AM -1.2 ENE 3

10 AM 2.5 SSE 2

11 AM 2.9 W s W 2

12 PM CALM 1

1 PM 2.7 ENE 1

2 PM 3.9 SSE 1

3 PM 3.6 SSW 0

4 PM 3.2 ENE 1

5 PM 2.9 SSE 1

6 PM 0.6 ENE 1

7 PM CALM 0

8 PM 0.1 ENE 0.

9 PM CALM 1

10 PM 0.2 ENE 011 PM 1.4 NNE 0

22.10.96 12 AM 0.6 ENE 0

1 AM 1.9 ESE 0

2 AM 0.3 ESE 0

3 AM 2.3 SSE 0

I . ' . .~~~~~~~~~~~~~~~~____________________________ _____________________________ _____________________________ _____________________________

DATE TIME WIND SPEED WI^ND CLOUDKm/hr DIRECTION COVIR

4AM 2.3 NNE 1

5AM 1.4 ENE 1

6AM 2.4 ESE 2

7AM 2.2 SSE 2

8AM 1.3 SSW 3

9AM 2.2 NNW 3

10 AM 1.3 ESE 4

11 AM 5.1 SSE 4

12 PM 6.3 S 3

1PM 4.9. NNE 3

2 PM 4.5 SSE 2

3PM 3.3 SSE 2

4PM 1.7 ENE 1

5PM 2.9 SSE 1

6PM 2.1 ESE 1

7PM 12 W N W 1

8PM 2.8 SSW 1

9PM 1.9 wsw 2

10 PM 3.2 SSW. 2

11 PM 3.2 SSW 3

23.10.96 12 AM 3.7 ENE .

1AM 3.2. ENE 1

2AM 3.6 ESE 1

3AM 3.3 ESE 1

4AM 2.3 ENE 2

5-AM 0.5 ESE 2

6AM 0.9 SSW 3

7AM 0.4 ENE 3

8AM 3.1 SSE 1

9AM 5.4 WNW 1

10 AM5 6.4 ESE 1

11 AM 6.5 NNW 2

12 PM 8.3 SSE 3

1PM 4.3 ESE 3

2PM 6.1 SSE 1

3PM 7.3 ENE 1

4PM 5.4 E 1

I' ., .~~~~~~~~~~~~~~~~~~____________________________ __________________________________________________________ ____________________________


5 PM 5.1 ESE 2

6 PM 4.0 S 1

7 PM 5.2 E 1

8 PM 1.0 ESE 2

9 PM 2.7 NNW 1

10 PM 4.0 E 1

11 PM 1.9 ENE 2

24.10.96 12 AM 1.8 E 1

1AM 0.7 ESE 1

2AM 0.8 SSW 1

3AM 0.4 NNE 2

4 AM 0.3 E 2

5AM 0.5 ESE 36AM 0.3 ENE 1

7AM 0.5 SSW 1

8AM 0.8 SSE 2

9AM 0.7 ENE 2

10 AM 2.4 NNW 1

11 AM 5.2 ESE 1

12 PM 3.7 ESE 1

1PM 1.6 ESE 2

2PM L2 WNW 2

3PM 2.1 NNW 2

4PM 5.1 w S W 1

1 . 5 PM 3.0 NNE 1

6PM Le SSE 17PM 3.3 E 1

8PM 3.4 WNW 19PM 4.4 ESE 1

10 PM 4.2 NNE 1

11 PM 4.7 S 2

25.10.96 12 AM 3.4 WNW 1

_ _ _ _ _ _~ ~ ~ .__ _ _ _ _ __ _ _



25.10.96 1 AM 2.2 ESE 1

2 AM 2.9 WNW 1

3 AM 2.9 SSW 2

4 AM 5.3 ESE 2

5 AM 5.7 ENE 1

6 AM 5.8 ESE 1

7 AM 4.7 ESE 1

8 AM 4.4 SSE 1

9 AM 3.2 W N W 2

10 AM 2.9 W N W 2

11 AM 2.7 E 1

12 PM 2.8 NNE 0

1 PM 3.2 NNE 0

2 PM 4.3 ESE 0

3 PM 4.9 SSW 0

4 PM 3.7 E 0

5 PM 5.2 WNW 1

6 PM 3.5 ENE 0

7 PM 3.5 NNE 0

8 PM LB WN W 0

9 PM 2.4 ESE 1

10 PM 2.2 ENE 1

11 PM 5.6 ESE 2

26.10.96 12 AM 2.3 WNW 2

-| 1 AM 2.1 E 1

2 AM 7.5 SSW 1

3 AM 6.2 SSW 1

4 AM 2.3 ENE 1

5 AM 0.4 WNW 2

6 AM 1.4 SSW 2

7 AM 0.6 ESE 2

8 AM. 2.8 ESE 1

9AM .L6 ENE 1

10 AM 4.6 ESE 1

11 AM 3.8 NNE 1

12 PM 5.3 ENE 2

1 PM 4.7 SSE 2


2 PM 3.5 ESE 2

3 PM 4.7 ENE 2

4 PM 2.6 ESE 1

5 PM 1.7 E 1

6 PM 0.5 ESE 1

7 PM 0.2 WNW 1

8 PM 1.5 SSW 2

9 PM 0.7 NNE 2

10 PM 0.5 W 1

11 PM 0.9 NNW 1

27.10.96 12 AM 0.4 W 1

1 AM 1.3 E 1

2 AM 2.2 WNW 1

3 AM L2 SSW 1

4 AM 0.7 E 2

5 AM 1.4 ENE 2

6 AM 0.4 ESE 3

7 AM 1.4 ESE 1

8 AM 0.6 ENE I

9 AM 2.8 ESE I

10 AM 5.4 ESE 1

11 AM 5.0 SSE 1

12 PM 4.9 NNE i

1 PM 5.0 SSE 2

2 PM 4.4 NNW 2

3 PM 4.4 E 2

4 PM 5.4 ENE 1

5 PM 3.3 ENE 1

6 PM L9 NNE 1

7 PM 0.5 SSE 1

8 PM . 0.1 S 2

9 PM CALM 1

10 PM CALM 2I

11 PM 0.1 ENE 2

12 PM 08 ENE 1

ANNEXURE III

AIR QUALITY MONITORING AT WATER PARK

CONCENTRATION IN pg9/ms.NO PLACE DXE TME

5PM S2NOR

I Water Park (50n 29/9/96 12 AM-8 AM 16.6 <5 6

2. 30/9/96 8 AM-4 PM 50.9 <5 19

a 30/9/96 4 PM-12 AM 69.9 <5 13

4 30/9/9 12 AM-8 AM 70.0 <5 - 131/10/96

5 _ 1/10/96 8 AM-12 AM 53.2 <5 32

1/10/96 4 PM-12 AM 100.0 <5 28

7. 2/10/96 12 AM-8AM 85.3 <5 37

a 2/10/96 8 AM-4 PM 6D.9 5 51

9. 2/10/96 4 PM-12 AM 87.5 >5 69

1 hIter Park (10On) 29/30/9/96 12 AM-8 AM 86.1 <5 8

2 30/9/96 8 AM-4 PM 27.7 <5 15

3 30/9/96 4 PM-12 AM 132.1 <5 8

4 302L/96 12 AM-8 AM 7.3 <5 101/10/96

5 1/10/96 8 AM-4 PM 84.9 <5 48

6 2/10/96 12 AM-8 AM 154.3 <5 31

7 2/10/96 12 AM-8 AM 188.2 <5 32

8 2/15/96 8 AM-4 PM 37.0 <5 55

9 2/10/96 4 PM-12 AM 186.2 <5 21

ANNEXURE III

AIR QUALITY MONITORING AT

Y-JUNCTION (CHAnRi CROSSING)

CONCENTRATION INi g/ m3

SWN PU%C W;E wES° F°6PM S02 N0R

1. Y-Junction (50m) 3J10/96 6 AM-2 PM 301.0 <5 45

2. 3.10.96 2 PM-10 PM 163.30 <5 - 65

3. 3/10/96 10 PM-6 AM 45.40 <5 574/10/96

4. 4/10/96 6 AM-2 PM 112.0 5 75

5. 4.10.96 2 PM-10 PM . <5 30

6. 4/10/96 10 PM-6 AM 218.10 <5 785/10196

7. 5110/96 6 AM-82 PM 414.40 <5 438. 5.10.96 2 PM-10 PM 438.7 <5 91

9. 5/10/96 10 PM-6 AM 336.0 c5 217

6/10/96

1. Y-Juncton (100m) 3/10/96 6 AM-2PM 364.80 <5 45

2. 3/10/96 2 PM-10 PM 396.50 <5 58

3. 3/10/96 10 PM-6 AM 55.50 <5 694/10/96

4. 4/10/96 6 AM-2 PM 402.90 9 95

5. 4/10/96 2 PM-6 AM 463.10 <5 80

6. 4/10196 10 PM-2 PM 565.30 <5 69

7. 5/10/96 6 AM-2 PM 813.3 c5 49

8. 5110196 2 PM-10 PM 813.3 <5 135

9. 5/10/96 10 PM-6 AM - <5 73

AIR QUALITY MONITORING AT SHERTHA VILLAGE

SW f_LACE Dgc- TM CONCENTRATION IN J g/m 3

SID PLACE' D#E TIME P, O ,SPW S02 _ _ _

1. Shertha Village 3/10/96 2 PM-10 PM 1009.20 6 77(50m)

2. 3/10/96 10 PM-6 AM 251.90 <5 614/10/96

3. 4/10/96 2 PM-10 PM 945.80 <5 36

4. 4/10f96 2 PM-10 PM 823.60 <5 69

5. 4/10/96 10 PM-6 AM 563.50 <5 295/10/96

6. 5/10/96 6 AM-2 PM 1332150 <5 46

7. 5/10/96 2 PM-10 PM 1405.90 <5 94

8. 5/10/96 10 PM-6 AM 902.10 c5 51

1. Shertha Vilage 5f10/96 10 PM-b6 AM 195.70 CS 24-(1 ODm)

2. 6/10f96 6 AM-2 PM 451170 c5 64

3. 6/10196 2 PM-10 PM 373.70 <5 58

4. 6110/96 10 PM-6 AM 67.10 <5 38

5. 7/10/96 6 AM-2 PM 270.70 <5 33

6. 7/10/96 2 PM-10 PM 307.70 6 67

7. 7/10/96 10 PM-6 AM 215.0 c5 30

8. 8/10/96 6 AM-2 PM 480.0 <5 49

9. 8/10/96 2 PM-10 PM 717.60 <5 80

AIR QUALITY MONITORING NEAR SHERTHA BYEPASS

CONCENTRATION IN pg /m3 ,

S PLACE IE MEND SPM SO2 NO.

1. Shertha Village 5)10196 10PM/6 AM 358.6 cS 34Byepass

2. 6/10/96 6 AM-2 PM 442.60 6 41

3. 6/10/96 2 PM-10 PM 663.20 c5 40

4. 6/10/96 10 PM-2 PM 428.20 c5 28

5. 7/10/96 6 AM-2 PM 363.30 7 60

6. 7/10/96 2 PM-10 PM 386.30 8 61

7. 7/10/96 10 PM-6 AM 402.0 c5 25

8. 8/10/96 6 AM-2 PM 382.0 cS 54

9. U8/10/96 2 PM-10 PM 793.2 8 83

ANNEXURE IV

PEAK HOURLY CONCENTRATIONS AT WATER PARK

CONC&CAUMOS PLACE WE ME IN pglm3

ND - SO,

1. Water Park (50m) 3019/96 9-10 AM <5 8.3

2. Water Park (5Dm) 30/9/96 10-11 AM <5 9.0

3. Water Park (50m) 30/9/96 5-6 PM <5 20.0

4. Water Park (50m) 30/9/96 6-7 PM <5 17.0

5. Water Park (50m) 1/10/96 9-OAM <5 6.0

6. Water Park (5Dm) 1/10/96 10-11 AM <5 17.0

7. Water Park (50m) 1/10/96 5-6 PM <5 31.0

8. Water Park (50m) 1/10/96 6-7 PM <5 38.0

9. Water Park (5Dm) 2/10/96 9-10 AM <5 20.0

10. WaterPark (50m) 2/10/96 10-11 AM <5 29.0

11. Water Park (50m) 2110/96 5-6 PM <5 56.0

12. Water Park (50m) 2/10/96 6-7 PM <5 58.0

1. Water Park (5Dm) 30/9.96 9-10AM <5 6.0

2. Water Park (50m) 30/9/96 10-11 AM <5 6.0

3. Water Park (SOm) 30/9/96 "6 PM <5 <5

4. Water Park (50m) 30/9/96 6-7 PM <5 <c

5. Water Park (5Dm) 1/10196 9-10AM <5 <5

6. Water Park (50m) 30/9/96 10-11 PM <5 <5

7. Water Park (50m) 3019/96 5-6 PM <5 29

8. Water Park (5Dm) 30/9/96 6-7 PM <5 50

9. Water Park (50m) 2/10/96 9-10 AM <5 56

10. Water Park (50m) 2/10/96 9-lOAM <5 34

11. WaterPark (50m) 2/10/96 5- PM c5 54

12. Water Park (50m) 2/10/90 6-7 PM <5 43

ANNEXURE IV

PEAK HOURLY CONCENTRATION AT Y-JUNCTION (CHATRAL CROSSING)

CONCENTRATI ON

S PLACE DXE TIM IN pzg/&3

NLD ., S°2 ' .

1. Y-Junction (50m) 3/10/96 9-1 QAM <5 61

2. Y-Junction (50m) 3/10/96 10-11 AM <5 55

3. Y-Junction (50m) 3/10/96 5-6 PM <5 56

4. Y-Junction (50m) 3110/96 6-7 PM <5 49

5. Y-Junction (50m) 4110/96 9-0 AM <5 65

6. Y-Junction (50m) 4/10/96 10-11 AM <5 45

7. Y-Junction (50m) 4/10/96 5-6 PM <5 55

8. Y-Junction (50m) 4/10/96 6-7 PM <5 50

9. Y-Junction (50m) 5/10/96 -o10 AM cS 46

10. Y-Junction (5Dm) 5/10/96 10-11 AM c5 38

11. Y-Junction (5Dm) 5/10/96 5-6 PM <5 59

12. Y-Junction (5Dm) 5/10/96 6-7 PM <5 56

1. Y-Junction (100m) 3110/96 9-10AM <5 61

2. Y-Junction (lWom) 3/10/96 9-IOAM Cs 59

3. Y-Junction (loom) 3/10/96' 5-6 PM <5 67

4. Y-Junction (100m) 3110/96 5-6 PM <5 64

5. Y-Junction (100m)- 4/10/96 9-10AM <5 61

6. Y-Junction (100m) 4/10/96 10-11 AM c5 50

7. Y-Junction (lWom) 4/10/96 5-6 PM <5 67

8. Y-Junction (Woom) 4/10/96 6-7 PM <5 64

9. Y-Juncfion (10 0m) 5/10/96 9-10 AM <5 53

10 Y-Junction (100m) 5/10/96 9-11 AM <5 46

11. Y-Jundion (100m) 5/10/96 5-6 PM <5 65

12 Y-Junction (lOOm) 5110/96 6-7 PM <5 52

PEAK HouRLY CONCENTRATION AT SHERTHA VILLAGE

CONCENTRATION

S PLACE D llNE IN pgfm 3

ND SO2 NO1

1. Shertha Village (50m) 3/10/96 5-6 PM 8 52

2. Shertha Village (50m) 3110/96 6-7 PM <5 62

3. Shertha Village (50m) 4110/96 9-10 AM <5 15

4. Shertha Village (5Dm) 4/10/96 10-11 AM <5 20

5. Shentha Village (50m) 4/10196 5-6 PM <5 <5

6. Shertha Village (5Dm) 4/10/96 6-7 PM <5 22

7. Shertha Village (50m) 5/10/96 9-10 AM <5 22

8. Shertha Village (50m) 5/10/96 10-11 AM <5 21

9. Shertha Village (50m) 5/10/96 5-6 PM <5 47


11. Shertha Village (50m) 6110/96 9-10AM c5 84

12. Shertha Village (50m) 6110/96 10-11 AM <5 65

1. Shertha Viflage (100m) 6/10/96 9-lOAM <5 50

2. Shertha Village (I00m) 6/10/96 10-11 AM 6 75


4. Shertha Village (l00m) 6/10/96 6-7PM <5 16

5. Shertha Village (100m) 7110/96 9-10AM <5 75

6. Shertha Village (I00m) 7/10/96 10-11 AM <5 20


8. Shertha Village (l00m) 7/10/96 6-7 PM 5 8

9. Shertha Village (I OOm) 8/10/96 9-10 AM 5 14

10. Shertha Village (100m) 8/10/96 10-11 AM 5 21

11. Shertha Village (I OOm) 8/10/96 5-6 PM 9 46

12 Shertha Village (l OOm) 8/10/96 6-7 PM 12 43

AIR QUALITY MONITORING NEAR SHERTHA VILLAGE

CONCENTRATIONS PLACE DE TME IN _igIn 3

ND _S 2 NtR

1. Shertha Village(100m) 5/10196 10 PM-6 AM 195.70 <5 24

2. 6/10/96 6 AM-2 PM 451170 <5 64

3. 6110196 2 PM-10 PM 373.70 <5 58

4. 6110/96 10 PM-6 AM 67.10 <5 38

5. 7/10/96 6 AM-2 PM 270.70 <5 33

6. 7110/96 2 PM-10 PM 307.70 6 67

7. 7/10/96 10 PM-6 AM 215.0 <5 30

8. 8110196 6 AM-2 PM 480.0 <5 49

9. 8/10/96 2 PM-10 PM 717.60 <5 80

ANNEXURE V

HYDROCARBONS & CARBON MONOXIDE OBSERVED IN PROJECT AREA

PLACE DArE T1ME RANGE TOTAL CARBONHYDROCARBON MONOXIDE

._____________ _______________ (ppm) pg/m3

Water Park 30.9.96 9.10.AM 1.9 293810-11 AM 2.0 30155-6 PM 2.0 11396-7 PM 2.0 3204

1.10.96 9-10 AM 1.3 285510-11 AM 1.9 29335-6 PM 1.1 30.966-7 PM 1.6 1732

2.10.96 9-10 AM 0.8 276510-11 AM 1.2 28955-6 PM 0.9 29956-7 PM 0.9 3101

Chattral 3.10.96 9-10 AM 3.0 3416Y- Junction 10-11 AM 3.1 3417

5-6 PM 2.9 35166-7 PM 2.7 3575

4.10.96 9-10 AM 3.9 339510-11 AM 4.1 34035-6 PM 32 34736-7 PM 3.6 3501

5.10.96 9-10 AM 3.4 321110-11 AM 3.7 32965-6 PM 3.8 34166-7 PM 3.2 3509

Shertha 6.10.96 9-10 AM 1.9 339310-11 AM 2.1 34165-6 PM .2.7 34966.7 PM 2.5 3513

7.10.96 9-10 AM 1.6 341310-11 AM 1.8 34785-6 PM 2.4 35096-7 PM 2.2 3668

8.10.96 9-10 AM 1.6 341310-11 AM 1.8 34785-6 PM 2.4 35096-7 PM 2.2 3668

ANNEXURE V

ANNEXURE VI

NOISE LEVEL OBSERVED AT WATER PARK

DATE TIME NOISE LEVEL dB(A)

15m 30m

29.9.96 9 PM 66.7 55.2

10 PM 72.9 52.7

11 PM 64.1 61.830.9.96 12 AM 63.0 49.8

1 AM 61.4 48.02AM 62.0 49.8

3AM 58.3 46.0

4 AM 54.9 46.7

5AM 60.7 48.1

6 AM 62.5 56.97 AM 65.8 56.2SAM 67.2 56.09 AM 72.1 59.7

10 AM 72.5 59.011 AM 73.0 59.9

12 PM 68.9 58.51 PM 67.8 59.02 PM 66.9 56.33 PM 68.1 55.84 PM - 63.5 56.85 PM 65.4 58.96 PM 70.5 68.67 PM 69.2 57.78 PM -63.1 59.59 PM 63.5 56.0

10 PM 63.8 57.5

11 PM 60.7 54.21.10.96 12 AM 58.9 50.9

1 AM 57.5 49.8

2AM 56.8 48.43AM 54.5 46.04 AM 54.1 46.2

5AM 54.5 45.26 AM 59.8 46.0

ANNEXURE VI

D ATE TIME NOISE LEVEL dB (A)

15m 30m7 AM 68.1 59.88 AM 70.2 62.49 AM 71.8 61.4

10 AM 71.5 58.411 AM 72.2 57.512 PM 68.4 56.01 PM 68.5 57.82 PM 65.3 54.03 PM 69.6 57.94 PM 65.3 59.65 PM 65.8 58.46 PM 69.2 64.27 PM 70.4 58.98 PM 65.8 57.39 PM 63.9 55.2

10 PM 64.0 54.811 PM 61.7 50.0

2.10.96 12 AM 57.2 50.51 AM 56.8 48.02 AM 54.0 48.83 AM 52.0 46.54 AM 55.9 48.95 AM 58.4 50.86 AM 62.3 52.87AM 69.8 55.58AM 70.5 61.89 AM 72.0 62.5

10AM 70.9 60.811 AM 71.2 58.112 PM 70.1 57.8

1 PM 68.2 56.02PM 66.4 54.83 PM 65.0 57.04 PM 65.4 58.85 PM 68.7 57.26 PM 70.1 61.97 PM 71.8 65.08 PM 70.2 62.3

________ _ ______ -9 PM 68.3 57.0

NOISE LEVEL OBSERVED AT SHERTHA VILLAGE

DATE TIME NOISE LEVEL dB (A)

15mn 30m

6.10.96 1 AM 60.5 55.2

2 AM 62.3 58.9

3 AM 58.6 56.3

4 AM 61.8 55.8

5 AM 64.6 60.0

6 AM 67.5 61.4

7 AM 66.8 63.0

8 AM 68.9 63.4

9 AM 70.8 65.3

10 AM 68.5 64.9

11 AM 70.1 67.5

12 PM 68.7 65.9

1 PM 69.6 62.5

2 PM 71.4 68.9

3 PM 72.6 67.3

4 PM 65.5 63.9

5 PM 68.9 64.2

6 PM 40.5 67.3

7 PM 66.4 63.9

8 PM 67.9 61.5

-9 PM 62.5 61.2

10 PM 59.6 63.9

11 PM 57.7 54.3

7.10.96 12 AM 67.8 65.2

1 AM 66.1 63.8

2 AM 64.9 65.8

3 AM 61.5 58.8

4 AM 63.0 58.2

5 AM 55 .6 57.2

DATE T IME NOISE LEVEL dB(A)

15m 3Dm

11 AM 68.7 65.9

12 PM 67.9 63.4

1 PM 69.8 62.0

2 PM 68.8 66.2

3 PM 72.6 67.3

4 PM 68.4 62.9

5 PM 65.5 63.9

6 PM 68.4 - 68.5

7 PM 69.5 64.5

a PM 66.7 63.8

9 PM 67.3 68.9

10 PM 62.4 58.9

11 PM 58.9 56.2

8.10.96 12 AM 66.2 60.4

iAM 59.8 53.5

2AM 63.4 59.8

3 AM 60.9 58.1

4 AM 63.8 55.2

5 AM 59.7 56.3

6 AM 62.8 58.5

7 AM 67.6 62.9

8 AM 68.5 65.3

9 AM 66.7 63.8

10 AM 68.8 64.1

11 AM 69.2 64.2

12 PM 68.3 63.9

1 PM 69.0 63.5

2 PM 67.2 64.8

3 PM 69.8 65.3

4 PM 66.5 64.1

5 PM 68.5 64.9

6 PM 67.6 62.1

7 PM 70.8 68.2

8 PM 65.4. 63.9

9PM 66.8 64.2

10 PM 68.7 67.7

11 PM 67.8 63.9

12 AM 65.4 64.5

NoISE LEVEL OBSERVED AT Y JUNCTION (CHATRAL)

DATE TIME NOISE LEVEL dB(A)

15m 30m

3.10.96 6 AM 66.0 63.2

7 AM 68.2 57.08 AM 70.8 68.49 AM 71.5 67.3

10 AM 70.5 66.6

11 AM 72.8 69.212 PM 68.1 66.0

1 PM 65.8 62.7

2 PM 66.5 62.8

3 PM 69.7 70.60

4 PM 67.2 63.6

5 PM 71.8 68.5

6 PM 68.5 64.8

7 PM 66.4 60.5

8 PM 65.9 61.8

9 PM 66.3 60.9

10 PM 68.4 65211 PM 60.8 61.9

4.10.96 12 AM 62.6 58.2

1 AM 66.3 64.8

2 AM 66.8 56.9

3 AM 61.9 58.2

4 AM 62.4 65.6

5 AM 65.3 54.8

6 AM 69.5 58.97 AM . 71.0 65.7

8 AM 70.8 66.2

9 AM 70.5 65.810 AM 72.9 68.511 AM 72.1 67.8

12 PM 70.5 65.41 PM 69.3 61.8

2 PM 70.4 68.2

3 PM 68.7 62.1

4 PM 67.8 60.5

5 PM 66.6 59.9

6 PM 70.5 65.6

7 PM 71.4 67.8

8 PM 68.9 61.2

9 PM 70.8 . 63.8

10 PM 68.8 64.9

11 PM 60.8 54.6

5.10.96 12 AM 61.5 56.8

1 AM 66.3 62.7

2 AM 65.8 57.0

3 AM o2.7 58.9

4 AM 62.6 60.0

5 AM 65.8 56.0

6 AM 70.0 59.8

7 AM 70.2 67.5

8 AM 71.5 65.8

9 AM 72.1 68.5

10 AN 72.5 69.6

11 AM 71.2 67.0

12 PM 62.3 59.0

1 PM 63.8 61.1

2 PM 60.5 58.2

3 PM 65.3 57.8

4 PM 63.8 59.2

5 PM 72.5 62.3

6 PM 70.8 66.2

7 PM 71.5 66.5

8 pM 66.5 62.0

9 PM 68.4 65.1

10 PM 65.3 62.7

11 PM 69.5 66.3

6.10.96 12 AM 67.5 62.4

SAMPLE QUESTIONNAIRE FOR

S(CI() - E,CONOMIC B.ASE I.INl .S1110\I1

I IQ is E' J IuI ) S,CLI. :0~ I.I K

I C .aI. IDEINIl' FICATiiON _

.II i%,oadl hI.Ulc: 11.7 Villa-c Nanic:

1.2 ivoad No. : 1.8 Tuo%%N Narnc

1.3. (Cainagc : NW I pidcuI I

1.4 Dcstrir 7A "i Nanic of th

|1. m haIU /Icd of 1JII 01-

I )Rlur .}CXXI1/X1 I Ii 1 I o

i . -n

I_I

D.1 .c

I _ _|_ .. __ .............. .. x. _ _. ........ .. .. .VII . .

*~~ ~ .:i' i,i: ,-.|

ANNEXURE V11

3. A1BOUTr !FAMILY STATUS

3.1 Farnily PEzcnm: I. J)ini 2. Nutic.ir 3. NidividvlI )fc_ _ _~ ~ ~_ _ _______

_-_________________________-- - . -

3.2 RcUiiious Group: 1. ILindu 2. .Mfuslim 3. Chrisii; 4. Jairms

4. Odaicn (Siccify

3.3~ Soci;LI Group SC-I ST-2 BC-3 OBC - 4 Gcncral Castcs - 5

3.4 Typc of Effct'

1. Lozin' Enir liousc 2. I4.Aung a Prt of U lC iJCOuLLc3. Losing 1ousz + Enlirr Lnd 4. Losing a pal of lotL-sc 4 Entirc LandS. Lozing a pzs-t cLf liou3c + I

Part of L.-2nd 6. LArsin I lousc4 I'art of Lznd7. Locing Entr I loldling S. s 0Lonig part of I lolicng9 . on t liousc + Ecvnosotc

bA C0. I Xing IEconomic Illxc|

Skip Sc. - 9 if ilc ql1c o(crficc i 1i I2i34/5l=- ,' s; .- ' r if ue )Tuc OrcLi.ct Ls M,

Skip) Scc - l if Jie t)TPc of cftcct is 9110

4. IN1.lS'hi .__

4.1 Mlclicr includcd in Vot> l6is Ycx 1. 4 Q 4.3

(lf yca r-ictl-p fmnn titc votcr lits and No. -2. - lrfinn dlonicdlitiy) ___-.

4.2 If No in Q. 4.1 Why

4 .3 Docsyrow fmitily liold a rm6ion c.ard7? Yes-1; No.- 2 _Q. _.5

4.4. If )ycs ui Q. 4.3 ein:cc wlicn?r

4.5 if lto ii: Q. .3 1 ___

.. ',.. , :'.' 1','.RTICULA\P.S':. i '-I. -' ,! .!Ze ''.........,.... t- je I L .... ; I .

b:V r '.. AC? JC'*v ,

S.. I ._

.... ... * , _..__ .1. . . '00 I r II __1 -LL LELlm

..... ! l H -- -- i- -- Cl D E

__ I| I OIi-LI KEtLWLWG

. . ...... . . ., F - D lI

!_ ILL !Dt ! ! I__ CLIZIJL[ ILWWMI l I 1 1 1 1 01 F 1-1 T11-11 IM E

__ _____!__ ! ! 8 _[l L LEL 1iOW El Ew 5 $ t Z ! - ! - ! ~~~~~Cl El ] m M

_~~~ __ i S , 1 , U E

* -s 0'11, ' :rxic' - 02 Di%vrNsd - 03, WVidowv -04, Se -d 0S, C¶ecr3(spccifY) 06

ii ';e^,- -:hc1 '- c'.idn-m01, Dlhil-ral - 02. Ju.st licralc - 03, t.pto prny . 04, Elcmeniny - 05, Hligh School - 06.-$ ;, la:1ntc-dite - 08, Grduatc - 09, Ccrii3c.= hc4c&n. 1-0, OMhcrs(SpcUify) - I.

6*:- -. l. t:;-~.^'.'ker-O Sw6d:i .03, Nan-School agC ch3idCrn 04, Schccld ig^ but nol stu&nt -05.''::: :'. irc - 07, H1disc3pd . 08. Oth-r3 (sp:;cU5) - 09.

: : 1: , Ag.ricul:urz Latvtr - 02, Ncn-ngricuWnzrAl LUb-r - 03, M1- indmtriic3 .04, Actdiics allicd to agsicuir - 05.* -'. j'rof-mmcr! - 07, Ship S'::;r - 0S, Btizincm - 09, Odicr3( Spccify) * 10.

6. Al,IS. A NI) ACQUL)ISITI ON

_~~~~I Lu;s i wvitin il iC-C vAz¢irlict Ifi

(-)wnicd row Wilci lcalic j -fc,lcr(l( SlCacichcd Yc - I

(Sl. No -2MIs)

6. ! 6.2 6.3 1 6.4 6.5 6.6,_!u! ll(acr ) Ic

_. Padd_ El__.i1E1 nlZmZ.nU ]Z

(AClrn&a) j4 _Orchud OlEWW

_,_ . _ ___ _ _l ___ Em mEE

*S(Kpcciry) _. . _....... _ ..,0 111I_10trit-s..tnic

;; Ut I JO{LSC. I IIC_E I~I IIJ E l[. . _-_.__ .__ I._- -. .. ___

I . _ _ I _ 1 1

I (jx:c I i. H T-. -- T--°I

-~ ~ . or I I 11 1OZ EIElWflEmu I 3 ouu S

v<}~~~~~~~~~L [I17J.J LiLLiIfm oLiI

P _ I

I _ _ _ _ _ _ _ _ _

I

UNITS.

. i 1 _ .. .

17 }Iu . Dwwmom

a JE. mwmomrrc-

--

csmmoc.Fruit_ _ __

M. IJI.1,\I*I..'i AiRE * i] E :; AREtA(:ii ::; viiirl ii iu PC 1W

NO) |I -T(U(.1.11. :R&ltLK.TUIV Fll(CtAC! ,.

j *: 71 X. X ,4~~~~~~~~~~~~~1

I ElEW~~~~~~~~~~~ --31 _- El -W En[m E: 1W

______ El [Lfl Em E lF l DV r_L ____ __ 1 Em EW I'OLWII

7.7' 1i your conrm=tioti lcgILic4 7

3 . Y_3 2. _4 7 _ E.7. yca, in q. 7.am ou _. _ tx ?

1. Yca. 2. No cg. 7.9 .

7.9 If ycs Ln q. 7.7. giucc vlicn asid how rn uth ?Si,ICC (c&) IILlY/Amount(n) I y'cr car - --

7.9 Ifno iii q. 7.6, ( i ) wvhy? 7 i y

(i;) wsho autlaotscd you fur cormstiucaion?

1. C-rai pnCILhayI 2. tMuzxiciiuJi:t/Cogjx)rnticn [i.. 3. CUhc:st (apecit)K ____

7.1 () L your lacueu ejccijic 1 7

, llYs q7.11 iv1icii %- jj ctcitclctiicd ycr

1 2 It iœ icl ZI.X .....it:l4 omc.limX. ti7:

%%4$.. 1. 1_1.. _ _f ._s ,_ _ .'. _. 13 _h~ _~ _~s ,i~ ._._ _:l; __li .. s i.:i...'._..._

a. L,A,ND tj'l lISAX'1'10r)

a) Dcliils of laid utilisationiISL A ICUlj cU_ARS LOCAL ACRE L..ND

NO. 8.2 UNIT EQUIVA UNDEIR8.1 8.3 LUENTS CuLTIV

8.4 AtIO'.

L st4t' . _ 007,___,_,__ ____ _. . ..5 [ 2I

3. Laid I5cd _. .0-

3. L.2rid kca.cd out 1111 1114. iacky2ard of I (iCt3sc

5. LnroacJ¢cd Icvi . 111 lii Ii

1. kitd, igl tRo UwIIIILLJ

- H1. Orhc's(Mjtecify) -~_. .-.. EiflI.L [III}III

.6. Opcm zioMII-holdin&(I ~244 4 4 5-3) L]WLEE

A:. , C:) 3'. 11 (fylS' 1; *.") I

k; I I)(,9 j) LANE)

) :;- t.fAI:;S coVE

I wg~~~VI ACRE IRS W) I

B Fi. 9 R I O RIDWfRS)

_______-___ _ 811

--1-- 1 LI]~C LI]]r 0-I] ELI CT-D

ts }2-2LJLLLWLCDIL

.. __ __ _DWIJI._nE

-. _______ ml-- LzELI EY]]ED

____ W@ Dli , LIIz 'I E] III]

I, I ,[z -lm CD rlMLO

_.__ ___ fO D _= _3t3 1 1 l JWE-D 3 DfrDI3] -7]

. ._ ̂ _ ,_ ._._._~~~~~

')l.' Addrcss :. - -- .2 2_

. 3. . .

9.3_ If O\ICI 'I ( 31|v: (X:CU)P:III1 tl.1XllC (if IIIC Iclalifl:9 .i XVsl i . .tIlc t %, e *of loriuvrin.- 1. In di%sisiud ................... .' n c s l

II4 il tcz litlive.rl I irllt, tez}il wc tilc r;nancs Xtlc 5ltl

1 ~~ ~~~~~~~~~~~~~2 1

.6 hCn wic as Ilic bLuLS.Lgifc.SS actii)- SLMItCtM illii'lS stiucturc ? ycar

_. ;c . 2. _ 4Y¶j 9.7 'VI%cdlcr thc basincsss cutwivy II.U iiccnsc ?

_ ....._.._ ......................... . Y'e . 2. No c 4 q. 9 ..... ( . IO

9.8 1i liccfsdc givv:.liccISc N'o.

9.9 W110o gsvs Uti. lkciLsc ?

1. Gruilptpanchay;I 2. MunicipAllyv

2. CVQ 4. O)llcri(Siccil:_

9.10 aivl you c:n1plovcd anyonc 71. Ycs (if Yc3, rcfcr aSCimIcnlt - lor dctaiLs of cniplOy,)cs)

2. No. 9.119.11 U&tE, of rtucturm:

1. Sthop) 2. WoxLsIiop 3. SIoii.c4. CXitczs1wify9: _-

9.12 I 1_)yc ur.isucturt:. Rcfcr SvC.7 and pi-- Ilhc atnucit:zt tTc [o) _ I

9.13 At-A o01'iucturrC: S*1.1Ls._.(Rtcfcr .Sc. 7,_ . .. . .. ... ....- .. .

. of C stuo . .... . .

9.15 T2S ? c of finiWsici goods/ scmicca r.olId: 8. lTaiorilg

1. Grccry 9. Clinic

2. Ilan &hop 10. ScIhooVColicgC

3. VCg1CbtlCA, lFruizt 1. Wci ) I CIcCtricaJl

4. lIca Cofrcc, Szucks (I loScc) vwoks

5. 1Pzuiy licmn 12. TYrc trcparg

C,. I ^:cic.';cootrIC.m arpai*xsistg; 13. ias*uCfactiauizg

7. 3od Icl l)}.scac . (Bpccfy Ilic iwohiucl)

14. 3Odi"e (nipccilry)

'9.1.' I l' ;Ciurtlictl ofmj s r tmv nLr¶cti.s ¶b Ir connici.L'il actziity

.._______. ____2 4 .I 7. ! l tiM.Icd FKIS IUSiXt I 11

~~~~~~~~~~~~~~~~~~~~~~~~~~.1.. 1 ..... .. 1. IA C 1! . ll.. . . l . . !

P .1) .. MC (p::itf:t-.ttCI : t\:..::'' : t11o11101) 1.^ .%-

) j lWht.3 Is \out1r Major iuusc I loWl lIco ? I ]

Gct Jctails of inconic camnd bv individwd farily memberSi. SOURCE INCOMENO 10.3 (RS.10.2 ._.4_ .

2 UctfCtlvajuc of auid

4 J Ac Uctcd Io 10 nCi±~IWu cnJ-J.

1 lau UJ0 UUtIS:i.i-^< - ---- z6 -- No- F:arimi I U'T77Z

_____ II I I 1ndut.uics.X AtsAzaan Aciil01 y

9 M)l(?p KZccpin'

I __ - -_..

12 f (ovmi Pvt. scricc EJIT-II1 . . - owzn..... .

IO IrzzlvxusJlscs0 OD- =

, . .... . .. .~~~~~ELO

!I. UI I LI1,1t1I .IA IC )JN ns 1ES' TI- 1.1i.r1 EIN- 1_______ ___1. 1 ' Il1icac yoU a1rc Ih.ri,L,CcI (Ovild:ctili.1iis )MvCIZr .a1d how J'ar vou ifcleIr wi i-: IcJoea2Le1

I ?

j. Widiisi Llic ilJ[o'.vn 2. Out sidc thC %i!La;ctAown . m4lalJcc llalnc listancc

11.?. ;%131 tio YOU C7;Z.. fi,rn tiic (G unzintI lcir rClwabi..oii? (MuMplii'C a;unswns)|, I IOLSC SiIC 2. Co( SLumctCd hILtm

3. 1 t1 LS .@rn ac-i UnCC 4. Shllig exl x lI%CLIl

_ .1 - 5. Rhcas(spcifv)I 1.; i:or p.crhoo *tw id - w tldc aflccitJc .Lnk wilbcc %,%ill lc tllt Iuii ce.rnitlle

aetivily?

Vbcc'L': I)i.it.ncs)

I 1 ,. 4 \ W1131 *.1.%.i,^AZ1CC .'1 g~fej iil ilic priotC., Ofr ICu1a,ijft,giucll ill ij C llcw j'':c ?(CMuillvic Aowtuw:

1. A aitc for Mvi...... .Lace 2. A inmmitxtetd shipJp'snla [3. AxsLiL.iUCC ft- _igrucciO 4. .~i tiiCC il td l.iIi u II5. Fimi' Gcclrt~.)u x)z CX cI%i shll I ceollunxili activilv(;. Odilcra (,,tzr

I 11. c .3cVou :< -..I.i.. "W. ! tura l ln(i. ii o sv do )011 likc lo oacoI lvic 1l1nt1 nb hill ill (liciriCOflic? .

1_1iT h\'I.i? a.' t.i*aCc . :tuire i:n icco%vis hIjo 11iox ? (l.-.tile uaA1vel)

. A W. lld fuvr cc: ... n 2. Am'i ticc ;in takin,, "1 illiel aciitiilie3. IXj,?t;t) 0 ': - r Jdid 4. Cmp Ivilu ' i

ANNEXURE - VIII

DETAILS OF INCOME OF PAPs IN VILLAGE SHERTUA

Sl.No. Agricultural Non-Agricultural Total Income

1 18000 18000

2 80000 - 80000

3 15000 35000 50000

4 30000 - 30000

5-' 20000 -- - 20000

6 25000 - 25000

7 42000 70000 112000

8 57000 57000

9 20000 - 20000

10 22000 - 22000

1I 100000 - 100000

12 25000 - 25000

13 16000 - 16000

14 27000 27000

15 30000 - 30000

16 30000 _ 30000

17 27000 - 27000

18 27000 - 27000

19 19000 - 19000

20 140000 - 140000

21 50000 - 50000

22 70000 . 70000

23 30000 - 30000

ANNEXURE VIII

GOVERNMENT OF GUJARAT Public Disclosure Authorized IL«fS · 2016. 8. 30. · Regional Transport,...

Documents

Transcript of GOVERNMENT OF GUJARAT Public Disclosure Authorized IL«fS · 2016. 8. 30. · Regional Transport,...