M/s MEJA URJA NIGAM (P) LTD. - Welcome to...

REPORT

ON

ASSESSMENT OF IMPACTS DUE TO TRANSPORTATION OF COAL BY ROAD FOR A

LIMITED PERIOD

FROM NAINI RAILWAY YARD TO

MEJA THERMAL POWER PROJECT AT

P.O. KOHDAR, TEHSIL MEJA, DISTRICT ALLAHABAD, UTTAR PRADESH

OF

M/s MEJA URJA NIGAM (P) LTD.

(A JV of NTPC Ltd & UPRVUN Ltd.)

MAY, 2017 (Issue 01, Rev. 0)

Prepared by:

M I N M E C C O N S U L T AN C Y PV T . L TD . A - 1 21 , Pa r y av ar a n C om p l ex , I G NO U R o a d , N ew D e l h i – 11 0 0 30 Ph : 29534777, 29532236, 29535891 ; Fax : +91 -11-29532568 E m ai l : m i n _m ec @ v s n l . c om ; W eb s i t e : http: / /www.minmec.co. in

EEssttbb.. 11998833

An ISO 9001:2008 approved company

Assessment of Impacts Due to Transportation of Coal for Meja TPP of Meja Urja Nigam (P) Ltd. i

CONTENTS

Sl. No. Description Page No.

1.0 Introduction 1

1.1 Description of proposed routes 2

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

2

2.1 Road width measurement 2

2.2 Traffic survey 7

2.3 Traffic load carrying capacity of the road 8

2.4 Current load on proposed route 12

2.5 Additional Traffic on proposed route 12

2.6 Growth in existing traffic 14

2.7 Conclusion regarding increase in traffic 17

3.0 Observations 18

4.0 Conclusion and Recommendations 19

4.1 Conclusion 19

4.2 Recommendations 20

Assessment of Impacts Due to Transportation of Coal for Meja TPP of Meja Urja Nigam (P) Ltd. ii

LIST OF TABLES

Table No. Particulars Page No.

1 Road width locations along the three transportation routes 4 2 Recommended design service volumes for plain roads with low

curvature as per IRC: 64-1990 8

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

9

4 Equivalency factors as per IRC: 64-1990 9 5 Recommended design service volumes (PCU’s Per hour) as per

IRC: 106-1990 10

6 Equivalency factors as per IRC: 106-1990 11 7 Carrying capacity calculation for road length from Naini Railway

yard to Meja TPP (348 tippers/day upto 1 year) 13

8 Carrying capacity calculation for road length from Naini Railway yard to Meja TPP for 348 tippers per day (to & fro) (for projected traffic after 1 year)

16

LIST OF FIGURES

Figure No. Particulars Page No.

1 Proposed route alignment from Naini Railway Yard to Meja TPP with location codes of road measurement & traffic census points

3

2 Line diagram of road width 6 3 Plantation along road 18

LIST OF ENCLOSURES

Enclosure No. Particulars Page No.

1 Photographs of road width measurement locations E-1 2 Photographs of Traffic Census points E-4 3 Types of cargo and commercial vehicles plying on the

roads between Meja TPP and Naini Railyard E-5

4 PWD letter E-6

Assessment of Impacts Due to Transportation of Coal for Meja TPP of Meja Urja Nigam (P) Ltd 1

1.0 INTRODUCTION Meja Urja Nigam Private Ltd. a Joint Venture Company of NTPC and Uttar

Pradesh Rajya Vidyut Utpadan Nigam Ltd. (UPRVUNL) is setting up Meja Thermal Power Project in Allahabad district of Uttar Pradesh. The project is located at about 45 kms away from Allahabad, South-West of Allahabad-Mirzapur highway near Kohdar, Mai Khurd and Patai Dandi villages in Meja Tehsil of Allahabad district of Uttar Pradesh, at a latitude of 25°09’10” N and longitude of 81°56’50” E. The site is approachable from Meja-Khiri road on Allahabad-Mirzapur highway. Nearest railway, station Meja Road RS is located on Allahabad-Mughalsarai section of North Central Railway at about 20 kms. Nearest commercial airport is Allahabad at about 50 km. Lucknow airport is situated at a distance of about 250 km and Varanasi airport is at about 120 km.

Environmental clearance for the project has been accorded by MoEF&CC

vide letter no. J-13012/03/2008.IA.II (T) dt. January 10, 2011. As per Point no. 8 of the said letter “ In case of any deviation or alteration of the project proposed including coal transportation system from those submitted to this ministry for clearance, a fresh reference should be made to the ministry to assess the adequacy of the condition(s) imposed and to add additional environmental protection measures required, if any” The coal requirement for the project is proposed to be met from South Eastern Coalfields Limited (SECL). Although the project is in advanced stage of construction, the commissioning of the railway siding of the project has been delayed due to land acquisition issues. MUNPL intends to seek an amendment to the EC for the project for a temporary permission for transportation of coal by road till the railway siding is ready. This report has been prepared to facilitate MUNPL to obtain amendment in the above condition of MoEF&CC.

The siding is a 26 km long track taking off from Meja Road & Unchdih

Railway stations of North Central Railways upto plant premises. The work on construction of Railway Siding is now in full swing and the siding is expected to be commissioned by March 2018. In order to start trial operation, synchronisation and commissioning of the units, it is proposed to bring coal from SECL to Naini Railway Yard on Allahabad-Mughalsarai Section by Railways and from Naini Railway Yard to the project by road through trucks/dumpers/tippers. Approx. 2,00,000 tonnes of coal would be required over a period of one year for trial operation, synchronisation and commissioning of Unit 1.

In order to assess the impact due to the proposed transportation of coal

from Naini Railway yard to the power plant, a traffic and road survey has been conducted and carrying capacity of the road has been assessed.

The road width measurement, traffic surveys, details of vegetation along the

route has been carried out by M/s Min Mec R&D Laboratory, New Delhi between 2nd to 9th May, 2017. Min Mec R&D Laboratory, New Delhi has ISO 17025 accreditation from NABL (Certificate no. T-1157) & recognition from MoEF (Sl. No. 97 of Gazette dated 22.05.2012).


1.1 Description of Proposed Routes The coal transportation from Naini railway yard to Meja TPP will be by any

of the three alternate routes: Route-1, Route-2 or Route-3 which are as follows:

1. Route-1: The approximate length of Route-1 (via Naini-Ghurpur-

Karchana-Kohdar) from plant to Naini railway yard is 104 km (to & fro). 2. Route-2: The length of Route-2 (via Naini-Rampur-Karchana-Kohdar) from Naini railway yard to Meja TPP is about 100 km (to and fro), and 3. Route-3: The length of Route-3 (via Naini-Rampur-Meja Road-Kohdar Road) from Naini railway yard to Meja TPP is about 120 km (to and fro), Meja Urja Nigam Private Ltd. proposes to evacuate a maximum of one rake

of coal per day i.e. about 3480 TPD of coal by road, for the power plant. However, it may be noted that in order to meet the coal requirement of the power plant, two rakes will be required in a week on an average. Of the total days in a month, transportation will take place for only 8 days i.e. 26% of the total time only. Furthermore, distribution of the truck, tippers will take place across three routes to ensure that they add minimum volume to the existing roads.

PWD Allahabad, vide their Letter No. 1951/1C dt. 09.05.2017 has granted

permission to Meja Thermal Power Project, for transportation of coal from Naini Railway Yard to Meja TPP using 20 T capacity trucks/ dumpers. A copy of the Letter has been attached as Enclosure 4. There would be to & fro movement of 348 coal carrying trucks/dumpers per day through any of the three routes.

2.0 ASSESSMENT OF PROPOSED ROAD FOR ITS CATEGORISATION &

CARRYING CAPACITY AS PER IRC 64 (1990)-GUIDELINES ON CAPACITY OF ROADS IN RURAL AREA

2.1 Road width measurement

It is proposed to transport coal from Naini railway yard to Meja TPP, through three routes, which is approximately 52 km (one side) via Route-1, 50 km (one side) via Route-2 and 60 km (one side) via Route-3, which can be seen in Fig. 1.

The width of the road was measured by using meter tape. Since, the road

width was not uniform, the road length traversed till the road width changed and at that location, road width was measured again. Thus, at a total of 21 locations road width measurement was carried out on all the three routes, as shown in Fig. 1. The road widths along with their geographical coordinates are given in Table 1.


FIG. 1: PROPOSED ROUTE ALIGNMENT FROM NAINI RAILWAY YARD TO MEJA TPP WITH LOCATION CODES OF ROAD MEASUREMENT & TRAFFIC

CENSUS POINTS


TABLE 1 ROAD WIDTH LOCATIONS ALONG THE THREE TRANSPORTATION ROUTES

Proposed Carriageway

width, m

Location No.

Latitude, N Longitude, E Length of Stretch, Km Distance from

MEJA TPP, km

Existing Right of way, m

Existing Shoulder left side,

m

Existing Shoulder

right side, m

Existing Carriage

way width, m (under

widening/ strengthening/ construction)

Route No.-1, Via Ghurpur RW 1 25°8'36.452" 81°57'49.941" RW-1 to RW-2 = 3.2 3.2 7.2 0 0 7.2 No change RW 2 25°7'47.402" 81°58'6.895" RW-2 to RW-3 = 2.7 5.9 9.1 2 1.6 5.5 No change RW 3 25°9'0.276" 81°58'50.696" RW-3 to RW-4 = 0.2 6.1 11 2 1.5 7.5 No change RW 4 25°9'5.665" 81°58'52.606" RW-4 to RW-5 = 0.3 6.4 7.9 0.45 0.45 7 No change RW 5 25°9'16.696" 81°58'55.999" RW-5 to RW-6 = 0.5 6.9 11.7 2.7 2 7 No change RW 6 25°9'32.060" 81°58'51.044" RW-6 to RW-7 = 1.0 7.9 8.1 1.4 1.5 5.2 No change RW 7 25°10'3.533" 81°58'54.067" RW-7 to RW-8 = 14.5 22.4 8.6 1.5 1.5 5.6 No change RW 8 25°17'5.629" 81°56'5.339" RW-8 to RW-9 = 14.2 36.6 8.1 1.5 1.1 5.5 No change RW 9 25°17'12.273" 81°98'10.259" RW-9 to RW-10 = 6.6 43.2 10.8 0.5 0.5 9.8 No change RW 10 25°20'21.644" 81°49'44.263" RW-10 to RW-11 = 3.8 47 11.86 2.36 9.5 19.0 RW 11 25°22'16.948" 81°50'30.119" RW-11 to RW-12 = 4.3 51.3 9.72 1.36 1.36 7 No change RW 12 25°23'49.327" 81°51'32.870" RW-12 to Siding = 0.8 52.1 10.1 1.4 1.4 7.3 No change Route No.-2, Via Karchana-Pachdevra Road RW 1 25°8'36.452" 81°57'49.941" RW-1 to RW-2 = 3.2 3.2 7.2 0 0 7.2 No change RW 2 25°7'47.402" 81°58'6.895" RW-2 to RW-3 = 2.7 5.9 9.1 2 1.6 5.5 No change RW 3 25°9'0.276" 81°58'50.696" RW-3 to RW-4 = 0.2 6.1 11 2 1.5 7.5 No change RW 4 25°9'5.665" 81°58'52.606" RW-4 to RW-5 = 0.3 6.4 7.9 0.45 0.45 7 No change RW 5 25°9'16.696" 81°58'55.999" RW-5 to RW-6 = 0.5 6.9 11.7 2.7 2 7 No change RW 6 25°9'32.060" 81°58'51.044" RW-6 to RW-7 = 1.0 7.9 8.1 1.4 1.5 5.2 No change RW 7 25°10'3.533" 81°58'54.067" RW-7 to RW-18 = 14.5 22.4 8.6 1.5 1.5 5.6 No change RW 18 25°17'2.269" 81°56'11.861" RW-18 to RW-17 = 2.8 25.2 6.7 0.5 0.5 5.7 No change


Proposed Carriageway

width, m

Location No.

Latitude, N Longitude, E Length of Stretch, Km Distance from

MEJA TPP, km

Existing Right of way, m

Existing Shoulder left side,

m

Existing Shoulder

right side, m

Existing Carriage

way width, m (under

widening/ strengthening/ construction)

RW 17 25°16'55.528" 81°57'46.915" RW-17 to RW-16 = 7.1 32.3 10.2 1.5 1.5 7.2 No change RW 16 25°19'29.615" 81°54'43.850" RW-16 to RW-15 = 12.1 44.4 22 1.5 1.5 19 No change RW 15 25°24'48.185" 81°51'30.495" RW-15 to RW-14 = 2.2 46.6 23 4 4 15 No change RW 14 25°24'21.502" 81°50'22.246" RW-14 to RW-13 = 3.0 49.6 9.3 1 1 7.3 No change RW 13 25°23'49.190" 81°51'23.267" RW-13 to Siding = 0.8 50.4 9.1 0.8 1 7.3 No change Route No.-3, Via Meja Road RW 1 25°8'36.452" 81°57'49.941" RW-1 to RW-2 = 3.2 3.2 7.2 0 0 7.2 No change RW 2 25°7'47.402" 81°58'6.895" RW-2 to RW-19 = 2.1 5.3 9.1 2 1.6 5.5 No change RW 19 25°8'45.181" 81°58'42.326" RW-19 to RW-20 = 0.7 6 8 1.2 1.2 5.6 No change RW 20 25°8'33.905" 81°59'2.901" RW-20 to RW-21 = 14.3 20.3 9 1.3 1.3 6.4 No change RW 21 25°13'11.463" 82°5'7.433" RW-21 to RW-17 = 14.2 34.5 10.2 1.5 1.5 7.2 No change RW 17 25°16'55.528" 81°57'46.915" RW-17 to RW-16 = 7.1 41.6 10.2 1.5 1.5 7.2 No change RW 16 25°19'29.615" 81°54'43.850" RW-16 to RW-15 = 12.1 53.7 22 1.5 1.5 19 No change RW 15 25°24'48.185" 81°51'30.495" RW-15 to RW-14 = 2.2 55.9 23 4 4 15 No change RW 14 25°24'21.502" 81°50'22.246" RW-14 to RW-13 = 3.0 58.9 9.3 1 1 7.3 No change RW 13 25°23'49.190" 81°51'23.267" RW-13 to Siding = 0.8 59.7 9.1 0.8 1 7.3 No change

Roads are provided with good shoulders on either sides. Thus, it is expected to support 15% additional volume than the

designed service volume as per IRC 64:1990. The locations of width measurement from Naini railway yard to Meja TPP are shown in Photograph 1 to Photograph 21 (each location refers to its corresponding photograph numbers). These are given in Enclosure 1. The road width along the entire route between the various width measurement points are shown in Fig. 2.


FIG. 2: LINE DIAGRAM OF ROAD WIDTH


From Table 1 and Fig. 2 the following conclusion can be drawn for the 3 routes regarding the road width. The width of single lane road is <5.5 m, Intermediate roads have width of 5.6 to 6.9 m, Two lane roads is 7.0 to 9.9 m and multi lane road has width >10 m.

Route 1: The measured length of the route is 52.1 km. Out of the

total length, 1.9% of the road is single lane, while 60.3% of the road is intermediate road. The two lane roads comprise 37.8% of the total length.

Route-2: The measured length of the route is 50.4 km. Out of the

total length, 2.0% of the road is single lane road, 39.6% is intermediate road, 30.0% is two lane road and 28.4% of the road is multi lane-road having a width >10m.

Route-3: The measured length of the route is 59.7 km from plant

upto the railway yard. On this route, 28.6% of the road is intermediate road, 47.4% is two lane road and remaining 24.0% of the road is multi-lane road.

2.2 Traffic Survey The traffic survey was conducted as per IRC: 9-1972. The sites for traffic

survey monitoring were fixed away from the villages or intersections. The roads were studied at various sections. The traffic density was monitored in the up and down directions of the following locations:

Census Point 1- Near Ghurpur

Census Point 2- Near Rampur

Census Point 3- Near Rajapur

Census Point 4- Near Badhava Village

Census Point 5- Near India Hotel, Naini

Census Point 6- Near FCI Road Dandi

Census Point 7- Near Karchana Village

Census Point 8- Near Kohdar Ghat The locations can be seen in Fig. 1 and their photographs in Enclosure 2.

The monitoring was done at each location for a period of 24 hours continuously.

The total no. of vehicles were calculated on hourly basis as well as for 24

hours. The monitoring plan included the following vehicles namely LMV, buses, trucks, motor cycles and scooters, cycles and the others.


2.3 Traffic Load Carrying Capacity of the Road For this report, a part of the route considered is a rural highway, which is

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

There are two terms which are to be considered for the study- (a) Capacity

and (b) Design Service Volume

(a) Capacity is defined as the maximum hourly volume (Vehicles per hour) at which vehicles can reasonably be expected to traverse a point or uniform section of a lane or roadway during a given time period under the prevailing roadway, traffic and control conditions.

(b) Design Service Volume (DSV) is defined as the maximum hourly

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

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

A to F) is considered adequate for the design of rural highways. At this level, volume of traffic will be around 0.5 times the maximum capacity and this is taken as the “design service volume” for the purpose of adopting design values.

The recommended design service volume for plain roads with low curvature

(0-50 degrees/km), as is the case in the study area, is given in Table 2.

TABLE 2 RECOMMENDED DESIGN SERVICE VOLUMES FOR PLAIN ROADS

WITH LOW CURVATURE AS PER IRC: 64-1990 Type of Road

Description Recommended Design Service

Volume in PCU/day

Single Lane Roads

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

2000

Intermediate Lane Roads

Intermediate lane roads should have a pavement width of around 5.5 metre with good usable shoulders on either side

6000

Two Lane Roads

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

15000


Type of Road

Description Recommended Design Service

Volume in PCU/day

Two Lane Roads +

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

17250

In case of two lane roads, where the shoulder width or carriageway width on

a two lane road are restricted, there will be a certain reduction in capacity. Table 3 gives the recommended reduction factors in this account over the capacity values given in Table 2.

TABLE 3

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

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

>/= 1.8 1.0 0.92 0.84

1.2 0.92 0.85 0.77

0.6 0.81 0.75 0.68

0 0.70 0.64 0.58

The result of presence of slow moving vehicles in traffic stream is that it affect the free flow of traffic. A way of accounting for the interaction of various kinds of vehicles is to express the capacity of roads in terms of common unit. Therefore, the number of vehicles have been converted into “passenger car units” (PCU) using the equivalency factor as per Table 1 of IRC: 64-1990. The equivalency factors used have been given in Table 4 below.

TABLE 4

EQUIVALENCY FACTORS AS PER IRC: 64-1990 Sl. No.

Vehicle type Equivalency factor

Fast vehicles

1 Motor cycle or scooter 0.50

2 Passenger car, pickup van or auto-rickshaw 1.00

3 Agricultural tractor, light commercial vehicle 1.50

4 Truck and Bus 3.00

5 Truck-trailer, Agricultural Tractor-trailer 4.50


Sl. No.

Vehicle type Equivalency factor

Slow vehicles

6 Cycle 0.50

7 Cycle rickshaw 2.00

8 Hand cart 3.00

9 Horse drawn vehicle 4.00

10 Bullock cart 8.00

(iii) Capacity of urban roads is also a function of the roadside fringe conditions, e.g. parking, extent of commercial activities, frontage access etc. For purpose of recommendations given furtheron, the following fringe conditions are assumed:

(a) Arterials : No frontage access, no standing vehicles, very little cross traffic

(b) Sub-arterials : Frontage development, side roads, bus stops, no standing vehicles, waiting restrictions

(c) Collectors : Free frontage access, parked vehicles, bus stops, no waiting restrictions Design service volumes for different categories of urban roads corresponding to above referred conditions are given in Table 5.

TABLE 5

RECOMMENDED DESIGN SERVICE VOLUMES (PCU’S PER HOUR) AS PER IRC: 106-1990

Sl. No.

Type of carriageway Total Design Service Volumes for Different Categories of Urban Roads

Arterial* Sub-arterial** Collector***

1. 2-Lane (One-Way) 2400 1900 1400

2. 2-Lane (Two-Way) 1500 1200 900

3. 3-Lane (One-Way) 3600 2900 2200

4. 4-Lane Undivided (Two-Way) 3000 2400 1800

5. 4-Lane Divided (Two-Way) 3600 2900 -

6. 6-Lane Undivided (Two-Way) 4800 3800 -


Sl. No.

Type of carriageway Total Design Service Volumes for Different Categories of Urban Roads

Arterial* Sub-arterial** Collector***

7. 6-Lane Divided (Two-Way) 5400 4300 -

8. 8-Lane Divided (Two-Way) 7200 - - * : Roads with no frontage access, no standing vehicles, very little cross traffic. ** : Roads with frontage access but no standing vehicles and high capacity

intersections. *** : Roads with free frontage access, no standing vehicles, very little cross traffic.

Under normal circumstances, it is recommended that normally Level of

Service C be adopted for design of urban roads. At this level, volume of traffic will be around 0.70 times the maximum capacity and this is taken as the “design service volume” for the purpose of adopting design values.

The equivalent PCU of different vehicle categories do not remain constant under all circumstances. Rather, these are a function of the physical dimensions and operational speeds of respective vehicle classes. In urban situations, the speed differential amongst different vehicle classes is generally low, and as such the PCU factors are predominantly a function of the physical dimensions of the various vehicles. Nonetheless, the relative PCU of a particular vehicle type will be affected to a certain extent by increase in its proportion in the total traffic. Considering all these factors, the conversion factors as shown in Table 6 are recommended for adoption

TABLE 6 EQUIVALENCY FACTORS AS PER IRC: 106-1990

Equivalency PCU factor Sl. No.

Vehicle type Percentage Composition of Vehicle type in traffic stream

5% 10% and above Fast vehicles 1 Two wheelers, Motor cycle

or scooter 0.50 0.75

2 Passenger car, pickup van 1.00 1.00 3 Auto-Rickshaw 1.20 2.00 4 Light commercial vehicle 1.40 2.00 5 Truck or Bus 2.20 3.70 6 Agricultural Tractor Trailer 4.00 5.00 Slow vehicles 7 Cycle 0.40 0.50 8 Cycle rickshaw 1.50 2.00 9 Tonga (Horse drawn vehicle) 1.50 2.00 10 Hand cart 2.00 3.00


2.4 Current load on proposed route The current traffic load on the proposed route was monitored as per

procedure outlined in IRC: 9-1972. Slow moving vehicles produce interference to the free movement of traffic. Hence, to account for the interaction of the different kinds of vehicles moving on the route, the capacity of the roads has been converted into Passenger Car Unit as per IRC: 64-1990 and the current traffic load was found after applying the conversion factors as given in Table 7.

2.5 Additional Traffic on proposed route

The traffic volume estimated due to the movement of tippers for transportation of coal has been assessed as follows:

Proposed Capacity of coal to be transported for 1 year (Stage 1)

3480 MT/day

Carrying capacity of tippers 20.0 Tonnes

Hourly tipper movement (to & fro) 16 Nos.

Daily tipper movement (to & fro) 348 Nos.

Since there are three routes and if all 3 are used simultaneously the traffic movement will become 1/3. However, this will happen only on those stretches which are not shared. On the shared/common stretch of route it can go upto 66%.

There are three alternate routes available for transportation of coal and any

of the three routes will be followed depending upon the status of various roads. Parts of various roads are under widening and therefore, traffic volume capacity will increase on these roads in future. The National Highways, which are wider, will be preferred for faster and seamless transportation.

However, for the purpose of the study, 100% of the coal truck tippers have

been considered to move on all the alternative roads i.e. on all alternative routes, all trucks have been added for a day, which is the worst possible scenario of additional vehicular load. The actual scenario will have lower coal transporting vehicular traffic than projected for 1 year since distribution of trucks on alternative routes will occur in reality.

Table 7 show the road width, the design service volume according to road

width, the present plus and proposed traffic expressed as a percentage of the designed service volume of the road.


TABLE 7 CARRYING CAPACITY CALCULATION FOR ROAD LENGTH

FROM NAINI RAILWAY YARD TO MEJA TPP (348 TIPPERS/DAY UPTO 1 YEAR) Census

Point No. Location Total (Year

2017), PCU/hour

Additional proposed Traffic, PCU/hour

Total resultant traffic in future, PCU/hr

Width of road (m) Design Service Volume (DSV) in PCU/hour as per

IRC:106-1990

Maximum capacity as per IRC 106-1990, section 8.1 = DSV/0.7,

in PCU/hour Capacity % utilised Capacity % utilised

(a) (b) (c) (e) (f) (g) (h) (i) (j) (k) ROADS THROUGH URBAN

AREAS

1 Near Ghurpur (a) existing width

2793 44 2837 9 1500 189.1 2143 132.38

(b) After widening 2793 44 2837 18 3600 78.8 5143 55.16 2 Near Rampur 2040 44 2084 7.2 1500 138.9 2143 97.25 5 Near India Hotel, Naini 2425 44 2469 19 3600 68.6 5143 48.01 6 Near FCI Road 565 44 609 7 1500 40.6 2143 28.42 ROADS THROUGH RURAL

AREAS

Design Service Volume

(DSV) in PCU/day as per Table 3&4 of IRC:64-1990

Maximum capacity as per IRC 64-1990, section 6.1 = DSV/0.5,

in PCU/day Total (Year

2017), PCU Additional proposed

Traffic, PCU/day Total resultant traffic

in future, PCU/day Width of road (m) Capacity % utilised Capacity % utilised

3 Near Rajapur- (a) at LOS B

6243 1044 7287 5.5 6000 121.5 12000 60.73

(b) LOS C 8400 86.8 16800 43.38 4 Near Badhava Village 9547 1044 10591 7 15000 70.6 30000 35.3 7 Near Karchana

(a) at LOS B 8326 1044 9370 5.5 6000 156.2 12000 78.08

(b) at LOS C 8400 111.5 16800 55.77 8 Near Kohadar Ghat

(a) at LOS A 5448 1044 6492 5.5 6000 108.2 12000 54.1

(b) at LOS B 8400 77.3 16800 38.64 Note: * The road width at Census Point 1 is being widened to about 19 m.

The additional proposed traffic will be lower in reality due to distribution on various roads. Above is worst case scenario. Likely distribution during actual coal transportation on Census points can become half merely by 50% of the trucks choosing to go by Route 1 and 50% by Route 2. This will translate to 22 additional PCU/hr in urban areas or 522 PCU/day in rural areas.


For traffic getting out of the carrying capacity at Rampur which is a common point for both Route-2 and Route-3, an in depth study of the same has been done. After the analysis of the situation, it is found that the current traffic volume at Rampur is less than the capacity between 07:00 PM to 06:00 AM. Even after addition of all the tippers, assuming movement for 11 hours between 07:00 PM to 06:00 AM, the traffic volume will remain well within the Maximum Capacity.

Analysis of traffic on roads through Urban Areas It can be seen from the above table that the current traffic volume and the

additional traffic volume on the roads passing through Urban areas along the transportation route will vary between 40.6% to 189.1% of the DSV. The Maximum capacity the roads can carry is around 0.7 of the DSV and the future load will be between 28.42% to 132.38% of the maximum capacity. Thus, the present road width at Census Points 5 and 6 are sufficient for supporting the present as well as the additional traffic.

After widening of the road near Ghurpur the road will have sufficient

carrying capacity. While, at Rampur the movement of coal carrying tippers between 07:00 PM to 06:00 AM will be suitable and the traffic volume will be well within the Maximum Capacity

Analysis of traffic on roads through Rural Areas

In case of the roads passing through the rural areas, it can be seen that only the road width at Census Point 4 is sufficient for supporting the existing and the additional traffic.

At Census Point 3, the percentage utilisation will be 121.5% at LOS B and 86.8% at LOS C of DSV, while it is 60.73% at LOS B and 43.38% at LOS C of the maximum capacity.


At Census Point 8, the percentage utilisation will be 108.2% at LOS A and 77.3% at LOS B of DSV, while it is 54.1% at LOS A and 38.64% at LOS B of the maximum capacity.

2.6 Growth in existing traffic It is proposed to use the road for coal transportation for 1 year. During this

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


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

2. Agricultural Output Economic

3. Industrial Output

4. Population Demographic

5. Rural/ Urban mix of population

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

to either one or more of the above parameters. Past trends of data related to traffic flow from census, vehicle registration or fuel sales can also be used, if available. In this case, being a rural road, past trend data was not available for sufficient number of years from authentic sources for extrapolations. Hence, a growth rate of 2.024% has been assumed on the basis of 20.24% population growth rate in Uttar Pradesh in the previous decade, as per Census 2001 & 2011.

The growth in traffic has been projected for one year based on the formula

prescribed by IRC:108-1996 (Guidelines for Traffic Prediction on Rural Highways) in Table 8 for where 348 tippers will be added to the proposed traffic load.

The formula used for projection is Pn = Po(1+r)n Where Pn = Traffic in the nth year i.e. in 1 year

Po = Traffic flow in the base year

n = number of years (years)

r = annual rate of growth of traffic, expressed in decimals. (0.02) The projections have been made and given in Table 8.


TABLE 8 CARRYING CAPACITY CALCULATION FOR ROAD LENGTH FROM

NAINI RAILWAY YARD TO MEJA TPP FOR 348 TIPPERS PER DAY (TO & FRO) (FOR PROJECTED TRAFFIC AFTER 1 YEAR)

Census Point No.

Location Total (Year 2017),

PCU/hour

Projected Traffic for 1

year, PCU/hour

Additional proposed

Traffic, PCU/hour

Total resultant traffic in future,

PCU/hr

Width of road (m)

Design Service Volume (DSV) in PCU/hour as per

IRC:106-1990

Maximum capacity as per IRC 106-1990,

section 8.1 = DSV/0.7, in PCU/hour

Capacity % utilised Capacity % utilised (a) (b) (c) (d) (e) (f) (g)

ROADS THROUGH URBAN AREAS

1 Near Ghurpur (a) existing width

2793 2849 44 2893 9 1500 192.9 2143 135

(b) After widening 2793 2849 44 2893 18 3600 80.4 5143 56.25 2 Near Rampur 2040 2081 44 2125 7.2 1500 141.7 2143 99.16 5 Near India Hotel, Naini 2425 2474 44 2518 19 3600 69.9 5143 48.96 6 Near FCI Road 565 576 44 620 7 1500 41.3 2143 28.93 ROADS THROUGH RURAL

AREAS

Design Service Volume (DSV) in

PCU/day as per Table 3&4 of IRC:64-1990

Maximum capacity as per IRC 64-1990,

section 6.1 = DSV/0.5, in PCU/day

Total (Year 2017), PCU

Projected Traffic for 1

year, PCU/day

Additional proposed

Traffic, PCU/day

Total resultant traffic in future,

PCU/day

Width of road (m)

Capacity % utilised Capacity % utilised

3 Near Rajapur- (a) at LOS B 6243 6368 1044 7412 5.5 6000 123.5 12000 61.77 (b) LOS C 8400 88.2 16800 44.12 4 Near Badhava Village 9547 9738 1044 10782 7 15000 71.9 30000 35.94 7 Near Karchana (a) at LOS B 8326 8493 1044 9537 5.5 6000 159 12000 79.48 (b) at LOS C 8400 113.5 16800 56.77 8 Near Kohadar Ghat 5448 5557 1044 6601 5.5 6000 110 12000 55.01 (b) at LOS B 8400 78.6 16800 39.29 Note : All volumes are total of two directions, *The road width at Census Point 1 will be widened to 18 m.


Analysis of traffic on roads through Urban Areas It can be seen from the above table that the projected traffic volume plus the

additional traffic volume on the roads passing through Urban areas along the transportation route will vary between 41.3% to 192.9% of the DSV. The Maximum capacity the roads can carry is around 0.7 of the DSV and the future load will be between 28.93% to 135.0% of the maximum capacity. Thus, the present road width at Census Points 5 and 6 are sufficient for supporting the present as well as the additional traffic. While, present road width at Census Points - 1 and 2 is not sufficient for supporting the present and additional traffic.

The road width at Census Point 1 will be widened to 19 m which is presently

of 9.0 m. After widening the road will have sufficient carrying capacity. Analysis of traffic on roads through Rural Areas

In case of the roads passing through the rural areas, it can be seen that only the road width at Census Point 4 is sufficient for supporting the existing and the additional traffic.



At Census Point 8, the percentage utilisation will be 110.0% at LOS A and 78.6% at LOS B of DSV, while it is 55.01% at LOS A and 39.29% at LOS B of the maximum capacity.

2.7 Conclusion regarding increase in traffic

1. It can be seen from Table 7, that the existing plus the additional traffic of the coal carrying tippers, at all the Census points of the road passing through the urban areas are within the Design Service Volume, except at Ghurpur and Rampur. The road width at Ghurpur is undergoing widening upto 19 m, after which the road will have sufficient capacity.

For roads passing through rural areas, the carrying capacity for existing

and additional traffic at all the Census Points will be within the Design Service Volume, except Census Point 7, considering that the Level of Service will have to be reduced.

2. From Table 8 it can be seen that, after considering the natural growth

rate in traffic for 1 year, at all the Census Points of the road passing through the urban area will be within the DSV, except at Ghurpur and Rampur. After road widening at Ghurpur, the road will have sufficient capacity.


For roads passing through rural areas, the carrying capacity for existing and additional traffic at all the Census Points will be within the Design Service Volume, except at Census Point 7, considering that the Level of Service will have to be reduced.

3. However, for the purpose of the study, 100% of the coal tippers have

been considered to move on all possible alternative roads. The actual scenario will have lower coal transporting vehicular traffic than projected for 1 year as trucks will get distributed on alternative routes in reality. For example, likely distribution during actual coal carrying vehicle transportation on Census points can become half merely by 50% of the trucks choosing to go by Route 1 and 50% by Route 2. This will translate to 22 additional PCU/hr in urban areas or 522 PCU/day. Furthermore, this transportation will occur for only 26% of the days of a year.

3.0 OBSERVATIONS

During site visit, the following observations were made on the three routes: The length of transportation route from Meja TPP to Naini railway yard

is about 52 km via Route-1, about 50 km via Route-2 and about 60 km via Route-3.

At the time of survey, it was found that the roads are black topped and mostly in good condition.

The widening of road at Ghurpur is under progress.

There is good plantation along the roadside as can be seen in Fig. 3.

FIG. 3: PLANTATION ALONG ROAD

The roads at the different locations had variable width. The average width was found to be 7.8 m with a minimum width of 5.2 m at location 6 and a maximum width of 19.0 m at location 15.

Various types of vehicles are using the roads such as cargo and commercial trucks, etc. as can be seen in Enclosure 3.


4.0 CONCLUSION AND RECOMMENDATIONS 4.1 CONCLUSION

This study has been conducted to assess the impact of coal transportation on various proposed routes, from Naini railway yard to Meja TPP, Tehsil Meja, Districit Allahabad, Uttar Pradesh of M/s Meja Urja Nigam (P) Ltd.

It is proposed to evacuate a maximum of one rake of coal per day i.e. about

3480 TPD of coal which would be brought through tippers of 20 tonnes capacity from Naini railway yard, upto the power plant by road. However, it may be noted that in order to meet the coal requirement of the power plant, only two rakes will be required in a week on an average. Thus of the total days in a month, transportation will take place for only 8 days i.e. 26% of the total time only. Furthermore, distribution of the truck, tippers will take place across three routes to ensure that they add minimum volume to the existing roads.

PWD Allahabad, vide their Letter No. 1951/1C dt. 09.05.2017 has granted permission to Meja Thermal Power Project, for transportation of coal from Naini Railway Yard to Meja TPP using 20 T capacity trucks/ dumpers.

All surveys, calculations and assessments have been carried out in line with

Standards available from Indian Road Congress (IRC), Ministry of Environment, Forest and Climate Change (MoEF&CC) and United States Environment Protection Agency (US EPA). Road width along entire length has been measured besides observation of traffic volumes at eight “Census Point” locations.

A perusal of Table 7 and 8, the following conclusions are drawn:

All the three routes are feasible for coal transportation, but with varying degree of DSV and Maximum Capacity. As the routes are to be used for a period of 1 year till the railway siding is completed, there will be additional traffic due to coal transportation as well as natural growth of the existing traffic.

As compared to the other stretches of studied route passing through

urban areas, route of Rampur and Ghurpur will not have sufficient width to carry the present and additional traffic. Road widening work is under progress at Ghurpur. After widening the road will have sufficient carrying capacity.

If the Level of Service is reduced at all the Census Points of rural areas,

they will have sufficient carrying capacity. As compared to the other stretches of studied route passing through rural areas, road at Karchana (Census Point 7) will not have sufficient carrying capacity even if the Level of Service is reduced.


From above observations one can be see that the route through Naini-Rampur-Meja Road-Kohdarghat-Meja TPP i.e. Route-3, will be the most suitable for all-day transportation of coal followed by Naini-Ghurpur-Karchana-Kohdar Road-Meja TPP i.e. Route-1. The roads around Karchana can also be used at non peak hours, therefore, Route 2 can also be suitable, especially at night when the village level traffic is negligible. After the analysis of the situation at Rampur, it is found that the current traffic volume is less than the carrying capacity between 07:00 PM to 06:00 AM. Even after addition of all the tippers, assuming movement for 11 hours between 07:00 PM to 06:00 AM, the traffic volume will remain well within the Maximum Capacity. Thus, on Route-3 plying of trucks between 07:00 PM to 06:00 AM would be suitable.

4.2 Recommendations Based on the study and observations, the following are recommended: A. Plantation

Maintenance of plantation already done and replacement of

damaged saplings Carry out additional plantation of local species, along the route for

dust and noise control on either side of road, in consultation with villagers, where ever possible.

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

The vehicles used for transportation should be covered with

tarpaulin and should be spill-proof The periodic maintenance of tippers as per manufacturers norms

and regular renewal of PUC certification It should be ensured that unadulterated diesel is procured from

authorised dealers only Only those vehicles having fitness certificate shall be allowed to

ply Water spraying/sprinkling shall be carried out on roads in and

around the plant on need basis Make provision for tyre washing at exit point of tippers within the

power plant. C. Noise mitigation

No honking along the settlements stretch, such as schools, hospitals which would be silent zones.

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

Plantation along roadside as suggested for air pollution mitigation will also act as buffer against noise propagation


D. Safety

Installation of speed bumps near settlements to ensure slow driving

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

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

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

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

E. Road status

Inform the National Highway Authority of India (NHAI) and

Public Works Department (PWD) immediately in case of observation of any damage to the road so that repairs can be requested and carried out at the earliest.

F. Facilities for Drivers The following facilities for rest/ stay/ hygiene/ sanitation/ HIV Control for

drivers shall be provided at the plant:

Parking facilities for truck Rest room for drivers Attached bath and toilets Drinking water with cooler Posters spreading awareness about safety, driving rules,

hygiene and sanitation

F. Distribution of Traffic Across Routes/ Days/ Time

One of the major recommendation could be the distribution of tipper traffic across three routes to reduce the additional traffic density, across days (it is not necessary that one rake of coal arrived at Naini is transported on same day. It could be transported in two-three days, which will further reduce the traffic) and across the time of day (avoiding peak hours, market days and transporting more at night/ holidays).

ENCLOSURE : 1

Assessment of Impacts Due to Transportation of Coal for Meja TPP of Meja Urja Nigam (P) Ltd E-1

PHOTOGRAPHS OF ROAD WIDTH MEASUREMENT LOCATIONS RW 1: Carriageway: 7.2 m

Coordinates : 25°8'36.452""N, 81°57'49.941"E RW 2: Carriageway: 5.5 m

Coordinates : 25°7'47.402"N, 81°58'6 .895"E

RW 3: Carriageway: 7.0 m

Coordinates : 25°9'0.276"N, 81°58'50.696"E RW 4: Carriageway: 7.5 m

Coordinates : 25°9'5.665"N, 81°58'52.606"E



Coordinates : 25°9'32.060"N, 81°58'51.044"E



Coordinates : 25°17'5.629"N, 81°56'5.339"E

ENCLOSURE : 1 Contd..



Coordinates : 25°17'12.273"N, 81°48'10.259"E RW 10: Carriageway: 9.5 m (one side)

Coordinates : 25°20'21.644"N, 81°49'44.263"E



Coordinates : 25°23'49.327"N, 81°51'32.870"E



Coordinates : 25°24'21.502"N, 81°50'22.246"E



Coordinates : 25°19'29.615"N, 81°54'43.850"E

ENCLOSURE : 1 Contd..




Coordinates : 25°17'2.269", 81°56'11.861"E



Coordinates : 25°8'33.905"N, 81°59'2.901"E


Coordinates : 25°13'10.32"N, 82° 4'56.68”E

ENCLOSURE : 2


PHOTOGRAPHS OF TRAFFIC CENSUS POINTS CP1: Ghurpur, Type : Urban, Carriageway: 9 m Coordinates : 25°18'26.314"N, 81°48'56.472"E

CP2: Rampur, Type : Urban, Carriageway: 7.2 m Coordinates : 25°19'6.548"N, 81°55'4.951"E

CP3: Rajapur, Type : Rural, Carriageway: 5.5 m Coordinates: 25°17'33.416"N, 81°49'48.475"E

CP4: Badhava, Type : Rural, Carriageway: 7.0 m Coordinates: 25°11'53.5916"N, 82°4'23.5711"E

CP5: India Hotel, Type: Urban, Carriageway:19 m

Coordinates: 25°23’39.817”N, 81°51’49.782E CP6: FCI Road, Type: Urban, Carriageway: 7.0 m

Coordinates:25°22’52.920”N, 81°50’48.442”E

CP7: Karchana, Type: Rural, Carriageway:5.5 m Coordinates: 25°16'58.341"N, 81°56'12.938"E

CP8: Kohadar Ghat, Type: Rural, Carriageway:5.5 m Coordinates:25°9'0.109"N, 81°56'12.938"E

ENCLOSURE : 3


TYPES OF CARGO AND COMMERCIAL VEHICLES PLYING ON THE ROADS BETWEEN MEJA TPP AND NAINI RAILYARD

ENCLOSURE : 4

E-6

M/s MEJA URJA NIGAM (P) LTD. - Welcome to...

Documents

Transcript of M/s MEJA URJA NIGAM (P) LTD. - Welcome to...