EIA EMP Of MJ

8/8/2019 EIA EMP Of MJ

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Chief Engineer (R&B) & Managing DirectorA.P. Road Development Corporation

Erramanzil, Hyderabad 500 082, A.P., India

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THE Louis Berger Group, Inc.Engineers Planners Scientists EconomistsPlot No. - 41, Sector 18, Near Maruti Industrial Area,

Gurgaon 122 015, Haryana, India

GOVERNMENT OF ANDHRA PRADESHAANNDDHHRRAA PPRRAADDEESSHH RROOAADD DDEEVVEELLOOPPMMEENNTT CCOORRPPOORRAATTIIOONN

ANDHRA PRADESH ROAD SECTOR PROJECTFFeeaassiibbiilliittyy SSttuuddyy,, DDeessiiggnn aanndd DDeettaaiilleedd EEnnggiinneeeerriinngg

DETAI LED PROJECT REPORT(UPGRADING OF MYDUKUR - JAMMALAMADUGU ROAD)


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The Louis Berger Group, Inc.

Detailed Project Report, Environmental Impact Assessment & Environmental Management Plan ( i )

Andhra Pradesh Road Sector ProjectFeasibility Study, Design and Detailed Engineering

INDEX

ABBREVIATION

EXECUTIVE SUMMARY

CHAPTER - 1: INTRODUCTION

CHAPTER - 2: DESCRIPTION OF THE PROJECT

CHAPTER - 3: ENVIRONMENT REGULATORY FRAMEWORK

CHAPTER - 4: BASELINE ENVIRONMENT

CHAPTER - 5: STAKEHOLDERS CONSULTATION

CHAPTER - 6: ANALYSIS OF ALTERNATIVES

CHAPTER - 7: PROJECT IMPACTS AND ISSUES

CHAPTER - 8: IMPACT MITIGATION AND ENHANCEMENT

CHAPTER-9: ENVIRONMENTALMANAGEMENTPLAN

APPENDICES


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Detailed Project Report, Environmental Impact Assessment & Environmental Management Plan Page - 1


ABBREVIATIONS

SOS Strategic Option Study

R&B Road & Building Department

APRDC A.P. Road Development Corporation

APRSP Andhra Pradesh Road Sector Project

GOI Government of India

GOAP Government of Andhra Pradesh

SH State Highway

MDR Major District Road

ODR Other District Road

EIA Environmental Impact Assessment

EMP Environmental Management Plan

DoF Department of Forest

MoEF Ministry of Environment and Forest

FHWA Federal Highways Authority

CPCB Central Pollution Control Board

IMD India Meteorological Department

COI Corridor of Impact

PIA Project Influence Area

PD Project District

ROW Right of Way

AAQ Ambient Air Quality

SPM Suspended Particulate Matter

RPM Respirable Particulate Matter

AADT Annual Average Daily Traffic

PUC Pollution under Control CertificateASI Archaeological Survey of India.

NOC No Objection Certificates

RH Relative Humidity

PAP Project Affected Person

RAP Resettlement Action Plan

OMC Optimum Moisture Content

CSC Construction Supervision Consultant

EMU Environment Management Unit

EO Environment Officer


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PIU Project Implementation Unit

PU Package Unit


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EXECUTIVE SUMMARY

A.1 BACKGROUND

APRDC has planned to improve the State road network by providing better quality and safer roads

to the users in sustainable manner with loan assistance from World Bank. Improved quality of roads,better institutional operation and management system of APRDC and safe roads are importantfeatures of the project component. In this connection RDC has selected 38 corridors (cumulativelength of 2002 km) of high-density (traffic) roads through Strategic Option Study (SOS) to bedeveloped in phased manner.

A.2 OBJECTIVES OF THE ASSIGNMENT

The main objective would be to alleviate the current unsafe and congested conditions of the roadnetwork connecting the villages and towns by providing better quality and safe roads to the users ina sustainable and environment friendly manner. Government of India, GoI through Ministry ofEnvironment and Forest (MoEF) enforces Environment (Protection) Rules, 1986 forenvironmental protection because of intervention of new projects or activities, or on expansion and

modernization of existing projects or activity based on their environmental impacts.

A.3 SCOPE OF ENVIRONMENTAL ASSESSMENT (EA)

The environmental assessment scope includes screening and scoping, environmental assessment andenvironmental management plans for the individual project roads as required. The EA process alsoenvisages to develop a comprehensive environmental management frame work for the entire project

which will adopted as part of the corporate environmental policy for AP Road DevelopmentCorporation.

A.4 DESCRIPTION OF PROJECT ROAD

The Project road, Mydukuru - Jammalmadugu Road is a section of State Highway No.57, located inRayalseema Region of Andhra Pradesh. The Project road starts from km 153/000 in Mydukuru

town at the junction with NH-18 in Kadapa district and runs south east direction connecting Jammalmadugu, Vishwandhapuram, Proddutur, Chanduru and terminates at km 194/000 nearJammalmadugu R&B Guest House. The Proddutur bypass between km 171/400 and 177/400 is notincluded in the project scope. Cumulative length of PR is 35.0km. The project road will improveconnectivity to district town Kadapa, important tourist place, through NH-18 and is widely used byinterstate traffic..

Based on the traffic demand the PR is proposed to be upgraded to 4lane configuration fromMydukuru to Jammalmadugu, except Proddutur Bypass which is out of the scope of this project.

A.5 KEY ENVIRONMENTAL LAWS AND REGULATIONS

Table 1 presents the environmental regulations and legislations relevant to AP state road project.

Table 1: Environmental Regulations and LegislationsSR.No

Act / Rules PurposeApplicableYes/ No

Reason for Applicability Authority

1EnvironmentProtection Act-1986

To protect and improveoverall environment

Yes

As all environmentalnotifications, rules andschedules, are issued under thisact.

MoEF. Gol; DoE,State Gov. CPCB;SPCB

2Environmental Impact

Assessment Notification14th Sep-2006

To provide environmentalclearance to newdevelopment activitiesfollowing environmentalimpact assessment

NOThis notification is NOTapplicable to Project road, thestatus of the project road isMajor District Road.

MoEF. EIAA

3Notification for use of fly

ash

Reuse large quantity of flyash discharged fromthermal power plant tominimize land use for

disposal

YesThermal plant within 100kmreaches.


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SR.No



4Coastal Regulation

Zone(CRZ) Notification1991 (2002)

Protection offragilecoastal belt

NORoad is not located alongcoastal belt

5National Environment

Appellate Authority Act(NEAA) 1997

Address Grievancesregarding the process ofenvironmental clearance.

YesGrievances if any will be dealtwith, within this act.

NEAA

6The Land AcquisitionAct 1894 & 1989

Set out rule foracquisition. of land bygovernment

Yes

This act will be applicable to asthere will be acquisition of landfor widening, geometricimprovements andrealignments.

RevenueDepartment StateGovernment.

7

Moef Circular onMarginal LandAcquisition and Bypasses1999

Defining marginal landacquisition relating to the1997 Notification

NOSuperseded by 2006Notification

MoEF

8

The Forest(Conservation) Act 1927The Forest(Conservation) Act. 1980forest (conversion ) Rules1981

To check deforestationby restricting conversionof forested areas intonon- forested areas

NONO forest area within theproject influence area.

ForestDepartment,GoAP

9

MoEF circular (1998) on

linear Plantation onroadside, canals andrailway lines modifyingthe applicability ofprovisions of forest(Conversation) Act, tolinear Plantation

Protection / plantingroadside strip asavenue/strip plantationsas these are declaredprotected forest areas.

NORoadside tree plantation inAndhra Pradesh does not comesunder the forest act.

MoEF

10Wild Life ProtectionAct 1972

To protect wildlifethrough certain ofNational Parks andSanctuaries

NOThis act is NOT applicable asthere is NO points of wildlifecrossings along project corridor.

Chief ConservatorWildlife, WildlifeWing, ForestDepartment,GoAP.

11Air (Prevention andControl of Pollution)Act, 1981

To control air pollution by& Transport controllingemission of airDepartment. pollutants asper the prescribedstandards.

Yes

This act will also be applicableduring construction; forobtaining NOC forestablishment of hot mix plant,workers' camp, constructioncamp, etc.

SPCB

12Water Prevention andControl of Pollution)Act1974

To control waterpollution by controllingdischarge of pollutants asper the prescribedstandards

Yes

This act will be applicable duringconstruction for (establishmentsof hot mix plant, constructioncamp, workers' camp, etc.

SPCB

13Noise Pollution(Regulation andControl Act) 1990

The standards for noise forday and night have beenpromulgated by the MoEFfor various land uses.

Yes

This act will be applicable asvehicular noise, to assess forfuture years and necessaryprotection measure needs to beconsidered in design.

SPCB

14

Ancient Monumentsand ArchaeologicalSites and Remains

Act1958

Conservation of culturaland historical remainsfound in India

No

This act not applicable asproject road is not close to anyAncient Monument declared

protected under the act.

Archaeological DeptGol, IndianHeritage Society andIndian NationalTrust for Art and

Culture Heritage(INTACH).

15Public Liability andInsurance Act 1991

Protection formhazardous materials andaccidents.

YesContractor need to stockhazardous material like diesel,Bitumen, Emulsions etc.

SPCB

16 Explosive Act 1984Safe transportation,storage and use ofexplosive material

YesFor transporting and storingdiesel, bitumen etc.

Chief controllerof Explosives

17Minor Mineral andconcession Rules

For opening newquarries.

YesRegulate use of minor mineralslike stone, soil, river sand etc.

District Collector

18Central Motor VehicleAct 1988 and CentralMotor Vehicle Rules1989

To check vehicular airand noise pollution.

YesThese rules will be applicable toroad users and constructionMachinery.

Motor VehicleDepartment

19

National ForestPolicy1952National ForestPolicy(Revised) 1988

To maintain ecologicalstability throughpreservation and

restoration of biologicaldiversity.

NOThis policy will NOT beapplicable as NO forest area

within the CoI.

ForestDepartment, Gol

and GoAP


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SR.No



20 The Mining Act(1952)The mining act has beennotified for safe andsound mining activity.

Yes

The construction of projectroad will require aggregates.These will be procured throughmining from riverbeds andquarries

Department ofmining, GoAP

On the basis of data and information collected during field survey and discussion with local expertand visualise potential associated impact, consultant has categorised this project as category-B,

which requires a lesser level of environmental investigation.

A.6 BASE LINE ENVIRONMENT

Data was collected from secondary sources for the macro-environmental setting like climate,physiography (Geology and slope), biological and socio-economic environment within ProjectInfluence Area, PIU/ Project District, PD . First hand information have been collected to record themicro-environmental features within Corridor of Impact, CoI. Collection of first hand (Primary)information includes preparation of base maps, extrapolating environmental features on proposedroad design, tree enumeration, location and measurement of socio-cultural features abutting project

road.

A.7 STAKEHOLDER CONSULTATION

Consultative procedure, since the inception of the project, has been continued during pre-feasibility,feasibility, Environmental Assessment and Management Plan preparation stage. Considering the factthat involving local communities in the project planning is basis of the participatory planning, oftensuggestion and option given by the people improves technical and economic efficiency of the projectand suggested improvements proposals (if adopted by the project) of the people also generates senseof ownership within communities thus eases implementation process.

A.8 INFORMATION DISSEMINATION

While conducting tree enumeration and inventory of road side environmental features (hotspots), the consultant has also conducted information dissemination by one to one campaigningabout proposed improvement,

Potential project affected families were consulted to inform them about proposed roadimprovement program and possible environmental conflict such as tree cutting, relocation ofhand pumps,

Pictorial Methods were adopted to explain proposed improvement and possible environmentalimpacts in the concerned villages,

Information dissemination through pumhlet / Khadapatralu among the villagers explainingproposed road improvement.

A.9 ANALYSIS OF ALTERNATIVES

At three location, project road passes through congested areas-

Peddasettipalli Bypass (Km 178.600 - 179.600), Cudappah Stone Quarry (Km 183.300 - 187.500) and Dhanvulapadu Bypass (Km 186.100 - 186.900)

Pedasettipalli: Around 1000m length, from km 178/600 to km 179/600, project road passesthrough very congested areas of Pedasettypalli village. There are three reverse curves in this segment.

The ROW varies from 8m to 12m. The houses are abutting the roadway and location to prone toaccidents. The entire village is situated on the south of the project road; on the northern side thereare four-five houses in scattered form.


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The approved alignment follows through the left hand side of existing alignment. There is noapparent advantage to follow this bypass alignment along this road, but is the most suitable optionavailable, as other options are eliminated/more problematic

Cudappah Stone Quarry (Km 183.300 - 187.500)

The approved alignment follows through the Right hand side of existing alignment. The existingalignment is straight and in good condition but owing to limited width the proposed new 2 lane willbe following the periphery of the quarry on right hand side of existing alignment. This way theexisting alignment will serve as one way for traffic from Mydukuru to Jammalamadugu and newproposed realignment will be used by traffic plying from Jammalamadugu to Mydukuru. There is noapparent advantage to segregate the traffic but land acquisition is a big problem and refilling the siteis not safe.

Dhanvulapadu Bypass (Km 186.100 - 186.900)

Around 800m length, from km 186/100 to km 186/900, project road passes through verycongested areas ofDhanvulapadu village. There are two reverse curves in this segment. TheROW varies from 10m to 12m. The houses are abutting the roadway and location to prone

to accidents. The approved alignment follows through the left hand side of existing alignment. There is no apparent advantage to follow this bypass alignment along this road, but is the mostsuitable option available, as other options are eliminated/more problematic.

A.10 POTENTIAL IMPACT

Table 2 below presents the general environmental impacts expected due to the proposed upgradationof the project road. Impacts have been assessed based on the first hand information collected fromthe screening & scoping of environmental attributes. The quanta of all the impacts on NaturalEnvironment are analyzed in detail.

Table 2: General Impacts on Natural Environment

ProjectActivity

Planningand De-sign

Phase

Pre-construction Phase Construction PhaseRoad Opera-

tion

Indirect effectsof operation orInduced de-velopment

Env. com-ponent Af-fected

Land ac-quisition

Removalof

Structures

Removal oftrees and

vegetation

Earth works in-cluding quarry-

ing

Laying ofpavement

Vehicle &Machine op-

eration &maintenance

Asphalt &crusherplants

Sanitation& Waste(labour

campus)

Vehicleoperation

Air

Dust gen-eration

during dis-mantling

Reducedbuffering ofair and noise

pollution,Hotter, driermicroclimate

Dust generationAsphalt

odourNoise, dust,

pollution

Noise, soot,odour, dust,

pollution

Odour /smoke

Noise, dust,pollution

other pollution

LandLoss ofproduc-

tive Land

Generationof debris

Erosion andloss of top

soil

Erosion and lossof top soil

Contamina-tion by fuel

and lubricantsCompaction

Contamina-tion Com-paction of

soil

Contami-nationfrom

wastes

Spill from ac-cidents Depo-sition of lead

Change in crop-ping pattern

WaterLoss ofwatersources

Siltationdue to

loose earth

Siltation dueto loose

earth

Alteration ofdrainage

Break in conti-nuity of ditches

Siltation,Stagnant water

pools in quarries.

Reductionof groundwater re-charge area

Contamina-tion by fuel

and lubricants

Contamina-tion by as-

phalt leakageor fuel

Contami-nationfrom

wastesOveruse

Spill Contami-nation by fuel,lubricants and

washing of ve-hicles

Increased con-tamination ofground water

NoiseNoise Pol-

lution

Noise Pol-lution due tomachinery

Noise PollutionNoise pollu-

tionNoise Pollu-

tionNoise Pollu-

tionNoise pollution

Flora Loss ofBiomass

Lowered pro-ductivity

Loss of ground

Removal ofvegetation

Lower pro-ductivity

Use as fuel

Felling

trees forfuel

Impact of

pollution onvegetation

Lowered pro-


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for vegetation wood ductivityToxicity ofvegetation.

FaunaDisturbance

Habitat lossDisturbance Disturbance Disturbance Poaching

Collision withtraffic

Distorted habi-tat

A.11 AVOIDANCE, MITIGATION & ENHANCEMENT

Prevention or avoidance of impact is better than mitigation of impact. Hence avoidance andreduction of adverse impacts approaches were adopted during the design stage through continuedinteraction between the design and environmental teams. This is reflected in the designs of thehorizontal & vertical alignment, cross sections adopted, construction methods and constructionmaterials. In-depth site investigations have been carried out so that sensitive environmentalresources are effectively avoided, leading to the environmentally best-fit alignment option. As aresult many of the trees, cultural properties, water bodies etc. have been avoided at the design stageitself, as presented in Table 3 below.

Table 3: Environmental features saved through Avoidance measure at design stage

Environmental Features Potential Impact Under Direct Impact Saved through alignment design

Trees (nos.) 1163 815 348

Surface Water source 2 0 2

Ground Water source 15 8 7

Cultural Properties 18 7 11

Bus Shelters 10 6 4

A.12 ENVIRONMENTAL MANAGEMENT PLAN

Environmental Management Plan (EMP) deals with the implementation procedure of the guidelinesand measures recommended to avoid, minimize and mitigate environmental impacts of the project.

It also includes management of measures suggested for enhancement of the environmental qualityalong the highways.

The institutional arrangement made under project will look into the implementation of project aswell as EMP and the various legal settings applicable to the project are briefly stated in chapter 3 .

The avoidance, mitigation & enhancement measures for protection of the environment alonghighways have been discussed in detail in previous chapter. Although the social environmentalimpacts, its mitigation and management is an essential component of the EMP, this chapter excludesit for the purpose of clarity and procedural requirements. Social environmental elements have beenseparately dealt in separate volume namely, Resettlement and Rehabilitation Action Plan (RAP).

A.13 OBJECTIVE OF EMP

The EMP is a plan of action for mitigation / management / avoidance of the negative impacts ofthe project and enhancement of the project corridor. For each measure to be taken, its location,timeframe, implementation and overseeing / supervision responsibilities are listed. Thesecomponents of the EMP have been given in Chapter 9 which explains the environmental issues andthe avoidance/ mitigation/ minimization or enhancement measures adopted and/or to be adoptedduring different phases of the project. It also provide the references for the suggested measures,responsible agency for its implementation/ management as well as its timeframe.

A.14 COST ESTIMATES FOR ENVIRONMENTAL MANAGEMENT

Mitigation measures proposed in the EMP will be implemented by the Contractor. The works to beundertaken by the Contractor have been quantified and the quantities included in the respectiveBOQ items such as earth works, slope protection, noise barriers, road safety features, and shrub

plantation.


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Provisional quantities have also been included for additional measures that may be identified duringconstruction and for silt fencing which will depend on the Contractors work methods and sitelocations. Items and quantities have also been included for enhancement measures.

More general environmental management measures to be followed by the contractor have beenincluded in the specifications and this EMP. These cannot be quantified and are to be included in

the contract rates. A total of Rs. 12.48 million has been allocated for the environmental managementfor the Project road.

A.15 ORGANIZATIONAL FRAMEWORK

The proposed project will be implemented by APRDC through its Environmental Management Unit(EMU). The EMU comprises of officers from Department of Forest, GoAP, and otherenvironmental Engineers. The EMU will be coordinating with the field level implementing agenciessuch as Engineer (Supervision Consultant), Contractor and field level APSHP officials. Role andresponsibilities of important officials is detailed in chapter 9.

ORGANISATIONAL FRAMEWORK OF PIU - APRSP

(Supervision and Monitoring of EMP)

ORGANISATION STRUCTURE AT FIELD LEVEL

(R&B), APRDC

(Supervision and Monitoring of EMP)

Fig. 1: Organization Framework

Pro ect Director - APRSP

Environment Management Unit (EMU-APRDC)Environmental Officer APRDC

Dy. Executive Engineer of Package Unit, APSHP

Chief Engineer & Managing Director APRDC

Environment and Safety Manager of Package Unit,Contractor

Executive Engineer of Package Unit. APSHP

EnvironmentalEngineer,

(CSC)


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Detailed Project Report, Environmental Impact Assessment & Environmental Management Plan 1 - 1


TABLE OF CONTENTS

CHAPTER 1: INTRODUCTION .....................................................................................................1-2

1.1 BACKGROUND............................................................................................................................................1-2

1.2 THEPROJECT...............................................................................................................................................1-2

1.2.1 Project Description .......................... ............................. ............................ ...................................... .1-2

1.2.2 Objectives of the Assignment .......................... ............................ ........................... .......................1-2

1.2.3 Scope of Environmental Assessment (EA)............... ............................ ........................... ............1-3

1.2.4 Project Benefits...... ............................. ............................. ............................ .................................... .1-4

1.2.5 Structure of the Report................. ............................ ........................... ...................................... ......1-4


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CHAPTER 1: INTRODUCTION

1.1 BACKGROUNDAndhra Pradesh is a progressive state with a population of 76 millions. Around 75% of the total

population is living in the rural areas. Improving infrastructure facilities will promote agricultural andindustrial growth in the state. The Road Policy (2005-15) also aims at providing an efficient, safe andenvironmentally sustainable road network in the state. In order to improve the quality of thecorridors, Road and Building Department (RBD) of Government of Andhra Pradesh (GoAP) hasentrusted the responsibility of maintenance and improvement of key State roads (core network) to

Andhra Pradesh Road Development Corporation (APRDC1).

APRDC has planned to improve the State road network by providing better quality and safer roadsto the users in sustainable manner with loan assistance from World Bank. Improved quality of roads,better institutional operation and management system of APRDC and safe roads are importantfeatures of the project component. In this connection RDC has selected 38 corridors (cumulativelength of 2002 km) of high-density (traffic) roads through Strategic Option Study (SOS) to bedeveloped in phased manner.

The screening and scoping exercise has been carried out as a part of the feasibility study and to listout the priority roads in the state. The environmental assessment and analysis has been documentedin this report.

1.2 THEPROJECT1.2.1 Project Description

Feasibility study was carried out on 38 roads (cumulative length 2002 km) selected through StrategicOption Study of 10,040km of key road network of state roads. Considering the economic, social andenvironmental criteria, 21 roads are selected for implementation in two phases, eight in Phase - I andthirteen roads in Phase - II. Further these Phase - I corridors have been agreed for implementationin two years. Four corridors each in year-1 and year-2.

Corridors selected for implementation in PhaseI, year-1 are

1. Kandi-Shadnagar (65.60 Km)2. Chittoor-Puttur (60.80 Km)3. Kurnool-Devanakonda (60.60 km)4. Mydukuru Jammalamadugu (41 Km)

The present report on Environmental Impact Assessment (EIA) deals with the environmentalanalysis of Mydukuru Jammalamadugu Road in accordance with the World Bank's guidelines onEnvironmental Assessment. Figure 1.1 Map showing location & elevation of Mydukuru -

Jammalamadugu Road.1.2.2 Objectives of the Assignment

The main objective would be to alleviate the current unsafe and congested conditions of the roadnetwork connecting the villages and towns by providing better quality and safe roads to the users ina sustainable and environment friendly manner. Government of India, GoI through Ministry ofEnvironment and Forest (MoEF) enforces Environment (Protection) Rules, 1986 forenvironmental protection because of intervention of new projects or activities, or on expansion andmodernization of existing projects or activity based on their environmental impacts.

The report in hand is prepared in accordance with the World Bank's operational policies2 guidelineson Environmental Assessment and to meet the statutory requirement of Ministry of Environmental

1 GoAP is in the process of operatinalizing RDC as per RDC act to manage core network assigned to APRDC (about 10,000km of

roads).2 Applicable safeguards instruments are prepared based on Bank guidelines like environmental assessment (O.P. 4.01), Natural

Habitat(O.P. 4.04), Forests(O.P. 4.06), Involuntary Resettlement(O.P.4.10) and Indigenous Peoples(O.P. 4.12)


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and Forest (MoEF), State Pollution Control Board, State Forest Department, etc. The objectives ofthis study are stated below:

To present to decision makers a clear assessment of potential impact associated with theproposed project intervention,

To apply a methodology which assesses and predict potential impacts and provides a) the meansfor impact prevention and mitigation, b) the enhancement of project benefits, and c) theminimization of long-term impacts;

To provide a specific forum in which consultation is systematically undertaken in a manner thatallows stakeholders to have direct input to the environmental management process.

To assess the analysis of alternatives to bring environmental considerations into the upstreamstages of development planning as well as the later stage of site selection, design andimplementation, and

To recommend the environmental management measures to reduce adverse impacts.In order to achieve these objectives, detailed surveys and other studies have been carried out along

the project roads to identify Valued Ecosystem Components (VEC) and corridor specific significantenvironmental issues (SEI). For investigation/monitoring purpose the study area has been defined asunder.

o Corridor of Impact, CoI: is the 20m wide strip on either side, beyond Right of Way, RoW.o Project Influence Area, PIA: is the 10km area on either side along the alignment.o Project District, PD: is/are the district/districts through which project road is passing.

1.2.3 Scope of Environmental Assessment (EA)The environmental assessment scope includes screening and scoping, environmental assessment andenvironmental management plans for the individual project roads as required. The EA process alsoenvisages to develop a comprehensive environmental management frame work for the entire project

which will adopted as part of the corporate environmental policy for AP Road DevelopmentCorporation.

Environmental Screening and Scoping

Environmental screening exercise of the project roads were undertaken to facilitate inputs onenvironmental considerations, apart from social, economic, and traffic & transport considerations inselection of project roads out of 2056kms of roads, identified through strategic options study.Further, this report also provides scoping inputs in determining the major environmental issues anddefines the scope of work for conducting environmental assessment. As per the recommendation ofthe Environmental Screening report, detailed Environmental Assessment has been carried out forthe project roads. The scoping exercise defines geographical Boundaries for the project roads forimpact assessment as well as defining the project influence area to assess the impacts due to project

activities.

Environmental Assessment

The EA for selected project roads includes establishing environmental baseline in the study area,identify the range of environmental impacts, specify the measures to avoid, minimize, and mitigatenegative impacts and maximize positive impacts and integrate possible environmental enhancementmeasures. The proposed measures will be formulated in the form of an environmental managementplan with necessary budget and institutional roles for effective implementation. The EMPs forindividual projects and integration of the same in to project implementation agreements, includingconstruction contract documents.

Environmental Management Framework

An Environmental Management Framework will be designed for the implementation of the project. The environmental management frame work shall consists of over all framework which will be


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developed as a guidance document providing environmental planning and design criteria for of thecurrent as well as future project roads, generic environmental management measures, institutionalmechanism for implementation, capacity building and training process, and resource material forRDC to function adequately to mainstream the environmental management.

1.2.4 Project BenefitsThe implementation of the project will have the following direct benefits:

(i) Improved quality of life for the population in the project area. Economic boost to the localpopulation by facilitate easy transportation of materials and having better connectivity for thecommercial centres.

(ii) Provides employment facility for the local population.1.2.5 Structure of the Report

Chapter-2: Project Description, a brief description of the project corridor is envisaged focusing on various proposed improvements of corridor with a mention on right of way, roadwayimprovements, cross drainage structures, community facilities, traffic projections etc.

Chapter-3: Environment Regulatory Framework, presents the legal and administrative frameworkof World Bank, Government of India and Government of Andhra Pradesh. This section underlinesvarious clearances involved for the project corridor at the State level and at the Central level.

Chapter-4 Baseline Environmental Status, the existing environmental conditions along the corridorwas ascertained by conducting a recognizance survey along with collection of secondary informationpertaining to the corridor. Primary data for various environmental parameters was generated usingsuitable monitoring devises. The methodology was strictly adhered to the Central Pollution ControlBoards stipulated guidelines.

Chapter-5 Public Consultation was carried out in order to know the reactions of local populationand the project affected population. Meetings were held with the stake holders to record their viewson the impacts caused and the suggested remedies to be adopted for the proposed project corridor.

Chapter-6 Analysis of Alternatives was carried out during feasibility study, covered inEnvironmental Screening and Scooping report, and the approved alternative is discussed in detail inthis chapter along with the alternatives considered in finalizing the alignment.

Chapter-7 Environmental Impacts, likely impacts caused on various environmental and socialparameters by the various activities proposed for the project corridor was recorded in this chapter.

Chapter-8 Mitigation & Enhancement Measures, various mitigation & enhancement measures weresuggested for the impacts caused due to various activities.

Chapter-9 Based on potential impact and proposed mitigation measure EnvironmentalManagement Plan, is prepared. Organizational framework for execution and monitoring of EMP isalso prepared along with cost estimate for Environment management.


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Fig 1.1: Location Map and Elevation Graph of Mydukuru - Jammalamdugu Road


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TABLE OF CONTENTS

CHAPTER - 2: DESCRIPTION OF THE PROJECT .........................................................................3

2.1 GENERAL............................................................................................................................................................3

2.2 PRESENTCHARACTERISTICS ......................... ........................... ............................ ........................... .........3

2.2.1 Right of Way (ROW)............... ............................ ............................. ............................ .........................3

2.2.2 Traffic Scenario ......................... ........................... ............................ ...................................... ................4

2.2.3 Road Width............................ ........................... ............................ ........................... ............................... 4

2.2.4 Land Use and Roadside Environments.................. ............................ ............................. ...................5

2.2.5 Villages and Urban-Built Up Sections ......................... ........................... ............................ ................7

2.3 PROPOSEDIMPROVEMENTS.....................................................................................................................7

2.3.1 Proposed CW Configuration and Cross Sections................... ........................... ............................ ...7

2.3.2 Identification of Realignment and Bypass Provisions .......................... ............................ .............11

2.4 CULVERTSANDBRIDGES ........................ ............................. ............................. ............................ ...........11

2.5 IDENTIFICATIONOFBORROWAREAS...............................................................................................12

2.6 GEOTECHNICALINVESTIGATIONS ........................ ........................... ........................... ......................12

2.7 HYDRAULICANDHYDROLOGICALINVESTIGATIONS ......................... ............................ ........13

2.8 ROADSAFETYREVIEW ............................ ............................. ............................. ............................ ............13

2.9 ROADCONSTRUCTIONSTANDARDS,NORMSANDGUIDELINES ......................... ...............18

LIST OF TABLES

Table 2.1: Summary of Right of Way ........................... ............................. ............................ .................................... .......3

Table 2.2: AADT along Homogeneous segments of Mydukur-Jammalmadugu Road............................................4

Table 2.3: Carriageway Width / lane Configuration along Mydukuru Jamalmadugu Road.................................4

Table 2.4: Section wise AADT and LOS ........................... .......................... ........................... ....................................... ..4

Table 2.5: Summary of Land Use......................................................................................................................................5

Table 2.6: Inhabitation along the Project Road ............................ ............................. ................................. .................... 7

Table 2.7 Details the typical cross sections adopted for project road.........................................................................7

Table 2.8: Summary of Proposals for Culverts ......................... ............................ ........................... .............................12

Table 2.9: Details of Existing Bridges and Proposal....................................................................................................12

Table 2.10: Realignment sections ........................... ........................... ............................ ................................... ...............13

Table 2.11: Embankment Raising Locations.................................................................................................................14

Table 2.12: Summary of Proposed Horizontal Alignment..........................................................................................14

Table 2.13: Summary of Proposed Minor and Major Junctions ......................... ........................... ............................14

Table 2.14: Longitudinal Markings Proposed for the Project Road..........................................................................15

Table 2.15: Locations of proposed Crash Barrier.........................................................................................................16


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Table 2.16: Location of Bus Shelters.......................... ............................. ............................ ..................................... .....17

LIST OF FIGURES

Fig. 2.1: Land use plan of Mydukur-Jammalmadugu Road...........................................................................................6

Fig 2.2: Typical Cross section for 4-Lane road in Builtup Area and Rural Area (Concentric Widening) .............8

Fig 2.3: Typical Cross section for 4-Lane road in Rural Area (Eccentric Widening and New Formation) ..........9

Fig 2.4: Typical Cross section with use of Fly ash in Embankment..........................................................................10


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CHAPTER - 2: DESCRIPTION OF THE PROJECT

2.1 GENERALMydukuru - Jammalmadugu Road, the project

road is a section of State Highway No.57,located in Rayalseema Region of AndhraPradesh. The Project road starts from km153/000 in Mydukuru town at the junction

with NH-18 in Kadapa district and runs southeast direction connecting Jammalmadugu,

Vishwandhapuram, Proddutur, Chanduru andterminates at km 194/000 near

Jammalmadugu R&B Guest House. TheProddutur bypass between km 171/400 and177/400 is not included in the project scope.Cumulative length of PR is 35.0km. The

project road will improve connectivity todistrict town Kadapa, important tourist place,through NH-18 and is widely used byinterstate traffic.

The ROW varies between 12 to 30m. The land use is predominantly agricultural and barren.

The terrain is plain. The condition of road surface varies between fair to good condition except fewlocations where it is in poor condition.

There are three critical locations along the project road, which needs special attention. Around 600mlength, from km 178/200 to km 178/800 (Peddasettipalli village), and 400 m length, from 185/800 to186/200 (Dhanvalapadu village), the project road passes through very congested areas. And another

location between km 183/000 and km 184/000, there is Kadapa stone quarry located adjacent to thePR.

Bypass have been proposed at the above three locations, as improvement along the existing is notpossible due to poor geometrics and insufficient ROW.

The two homogenous sections of the project road, Mydukur Proddutur and Proddutur Jammalmadugu have medium level of interstate commercial traffic and the improved connectivitywill reduce the travel time considerably.

The following sections of this chapter provide details of the present characteristics and proposedimprovements of project road.

2.2 PRESENT CHARACTERISTICS2.2.1 Right of Way (ROW)

Width of ROW is not uniform along the project road. The following table gives the distribution oflength of Project road and %age length with respect to ROW width.

Table 2.1: Summary of Right of Way

Width of Existing ROW

30m

TotalLength

8.0 12.2 10.8 3.2 0.8 35.0

23% 35% 31% 9% 2% 100%


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From the above table it has been found that 58% of the PR has insufficient ROW for upgrading ofthe road to 4 lane standards and improvement of geometric, if any. This calls for major landacquisition along the PR.

2.2.2 Traffic ScenarioThe vehicle-wise average daily traffic (ADT) figures were estimated by classified count survey. Table

2.2 presents a summary of the vehicle-wise AADT on the project road, for each homogenous section.

Table 2.2: AADT along Homogeneous segments of Mydukur-JammalmaduguRoad

Vehicle Population: AADT (PCUs)

Section Description Count Station MotorizedVehicle

Non-MotorizedVehicles

TotalVehicle

MJ-01 Mydukur-Proddutur Km 170/0, Khaderbad 13980 1100 15080

MJ-02 Proddutur-Jammalmadugu Km 178/0, Peddasettipalli 8457 645 9102

Based on the base year traffic as presented above, traffic projections have been done to derive thetraffic demand at horizon years which are important inputs in proposing the improvement options.

Based on the traffic projections and capacity analysis it is concluded to upgrade the existing facility to4 lane configuration.

2.2.3 Road WidthThe carriageway/ roadway width of the project road is not uniform. The following table gives thedistribution of length of Project road and %age length with respect to carriageway width (Single lane,Intermediate Lane, Double Lane, Double lane with Paved Shoulder).

Table 2.3: Carriageway Width / lane Configuration along Mydukuru Jamalmadugu Road

ChainageS No.

From To

Length( km )

Carriageway Type Remarks

1 153.0 171.4 18.4 2L BT

2 171.4 177.4 6.0 2L BT Existing Bypass Proddatur town3 177.4 195.2 17.8 2L BT

From the road inventory it can be summarised that whole of the PR is 2lane with carriageway widthnear 6.5m. The width of earth shoulder, in case of two lane road, varies from 1.0m to 1.5m againstthe standard width of 2.5m.

Based on the traffic figures and existing lane configurations, the existing Level of Service at which thesections of project road are experiencing is tabulated in table below:

Table 2.4: Section wise AADT and LOS

Section Description AADT (PCU) Existing CW Configuration Existing LOS

MJ-01 Mydukur-Proddutur 15080 2L D-E

MJ-02 Proddutur-Jammalmadugu 9102 2L C

LOS A: Represents a condition offree flow.

LOS B: Represents a condition of stable flow with restricted freedom for selection of speed.

LOS C: Represents a condition of stable flow with little freedom for selection of speed.

LOS D: Represents a condition oflimit of stable flowwith condition approaching unstable flow.

LOS E: Represents a condition ofunstable flowwith volumes close to capacity.

(Refer IRC 106: 1990)


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From the above analysis, the PR has already crossed LOS C/D and reaching E at some criticallocations. Hence the PR needs to be upgraded to have smoother flow of traffic.

2.2.4 Land Use and Roadside EnvironmentsThe project road starts from Chittoor and traverses northeast direction to terminate at the outskirt ofPuttur. The following table indicates the distribution of length of Project road and %age Length in

terms of land use and roadside environments. The existing land use within the project influence area isshown in Fig. 2.1.

Table 2.5: Summary of Land Use

Land Use pattern

Urban Built-up Rural Built-up Agricultural BarrenTotal Length

4.0 1.0 28 2.0 35.0

11% 3% 80% 6% 100%


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Detailed Project Report, Environmental Impact Assessment & Environmental Management Plan

Fig. 2.1: Land use plan of Mydukur-JammalmaduguRoad


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2.2.5 Villages and Urban-Built Up Sections Around 86% length of the project road passes through non-built up area; remaining 14% lengthtraverses through inhabited area. There are a number of villages and settlements located along theproject road as tabulated below:

Table 2.6: Inhabitation along the Project Road

ChainageS No.

From To

Length( km )

Name of Village/Town Remarks

1 153.0 155.0 2.0 Mydukuru

2 156.0 156.5 0.5 Vishwanadapuram Village

3 163.0 163.5 0.5 Pallavolu Village

4 171.4 178.0 6.6 Prodhutoru Village Existing Bypass

5 178.4 178.6 0.2 Pedasettipalli Village

6 180.0 180.5 0.5 Shankarapalli Village

7 182.0 183.5 1.5 Chauduru Village

8 186.0 186.5 0.5 Salivendula Village

2.3 PROPOSED IMPROVEMENTS2.3.1 Proposed CW Configuration and Cross Sections

The existing CP road is proposed to be upgraded to 4 lane configuration; the typical cross sectionsfollowed are depicted in Figures 2.2 to 2.4.

Table 2.7 Details the typical cross sections adopted for project road.

SlNo

Cross Section Type Description Location / Remarks

1 Type-1 4 -Lane road in Built-up Area (ConcentricWidening)

4-Lane road divided Carriageway 7.25m

(CW) + 2.5m earthen shoulder (ES) and1.50m Brick Masonry longitudinal drain onboth side of 1.2m wide median.

In major built-up areas. ES area will

also be used for utilities. Longitudinaldrain shall be covered partly whereverrequired.

2 Type-24-Lane road in Rural Area(Concentric Widening)

4-Lane road divided 7.25m CW + 2.5m ESand trapezoidal unlined drain on both sidesof 1.2m median.

Widening on both sides of theexisting CW

3 Type-34-Lane road in Rural Area(Eccentric Widening)


Widening on LHS or RHS of theexisting CW

4 Type-44-Lane Road in Rural Area(New Formation)


New Formation in Realignmentlocations.

5 Type-5Embankment Constructionwith Fly ash

Embankment construction with fly ash inwidening and new formations.

Proposed at the sections withembankment height more than 2.0m.


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PROPOSED ROW=24200(Min)

EXISTING CARRIAGEWAY

7250 1200

ANTIGLARE RAILING

CARRIAGEWAY CARRIAGEWAY

BC 40mmDBM 50mm

BM 75mm (Package-1)

WMM 230mm

GSB 150mm

LAMP POST

BUILT-UPAREA

2.5%

X'X

NO

DETAIL AT X-X

25001500

TYPICAL CROSS S ECTION FOR

(TYPE-1)

4-LANE ROAD IN BUILTUP AREA

PCC

UTILITY

1

HFL

DBM

BC

BM

WM M

GSB

EXISTINGCRUST

VARYING

(MIN

1000)

3.0%

7250

2.5%

SLECTED SOIL

ES

SUBGRADE 500mm(CBRMIN.7)

DRAIN

SUBGRADE

1 A

2 D

BM 65mm (Package-2)


1200 7250

CARRIAGEWAY

BC 40mmDBM 50mm

BM 75mm (Package-1)

WMM 250mm

GSB 150mm

2.5%3.3.0%

7250

CARRIAGEWAY

2

ES

2500

ES

TYPICAL CROSS SECTION FOR

4-LANE ROAD IN RURAL AREA (CONCENTRIC WIDENING)

21

SELECTED

CBR>10, PI

(TYPE-2)

2.5%

DRAIN

PROPOSED ROW=30000

20700

X'X

DETAIL AT X-X

15 0

10 0

WM M

DBM

BC

60

BM

SUBGRADE 500mm

(CBR MIN. 7)

BM 65mm (Package-2)

Fig 2.2: Typical Cross section for 4-Lane road in Builtup Area and Rural Area (C


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NOTES:

1 ALL DIMENSION ARE IN MI2 ES: EARTHEN SHOULDER

EXISTING FORMATION

1200 7250

CARRIAGEWAY

BC 40mmDBM 50mm

BM 75mm (Package-1)

WMM 250mm

GSB 150mm

2.5%3.0%3.0%

7250

CARRIAGEWAY

2500

ES

2500

ES


4-LANE ROAD IN RURAL AREA (ECCENTRIC WIDENING)

21

(TYPE-3)

2.5%

DRAIN

PROPOSED ROW=30000

20700

SUBGRADE 500mm(CBR MIN. 7)

BM 65mm (Package-2)


4-LANE ROAD IN RURAL AREA (NEW CONSTRUCTION)

(TYPE-4)

1200 7250

CARRIAGEWAY

BC 40mmDBM 50mm

BM 75mm (Package-1)

WMM 250mm

GSB 150mm

2.5%3.0%

7250

CARRIAGEWAY

2500

ES

2500

ES

21

SELECTED SO

CBR>10, PI


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CARRIAGEWAY

BC 40mmDBM 50mmBM 75/65mm

WMM 250mm

GSB 230mm

2.5%3.0%3.0%

CARRIAGEWAY ESES

21

2

1

SELECTED SOILCBR>10, PI


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2.3.2 Identification of Realignment and Bypass ProvisionsThere are three locations on the Project Road (PR) which are critical from geometric and land usepoint of view. From km 183/00 to 184/00 and from km 185/800 to 186/400 project road passesthrough village Dhanvalapadu with sub-standard horizontal geometrics which need improvement.

The details of these locations are discussed below:

Pedasettipalli: Around 600m length, from km 178/200 to km 178/800, project road passes through very congested area of Peddasettipalli village. There are three reverse curves in this segment. TheROW varies from 8m to 12m. The houses are abutting the roadway and location is prone toaccidents. The entire village is situated on the south of the project road; on the northern side thereare four-five houses in scattered form.

Consultants have explored the possibility of bypass on left (south) and right (north) of the village. The take-off and merging points for both alternatives are broadly kept same. Based on thepreliminary examinations of two alternatives and the discussion with the APRDC officials, it wasconcluded that Alternative -2, new alignment on RHS (north side of Peddasettipalli village), would beproposed for the Project.

Kadapa Stone Quarry & Dhanvalapadu village Realignment: The PR road is passing through

Kadapa stone quarry area between km 183/00 to km 184/00. There is deep excavation on both sidesof existing road right, abutting to outer edge of shoulders. The widening of road to four lane,

whether concentric or eccentric, would necessitate construction of retaining wall of more than 15mheight; still it would be a accident prone area. The Consultants explored the possibility to providerealignment on LHS/RHS of project road. On RHS, realignment is considered more appropriate dueto Penneru River on LHS. This realignment will also bypass the Dhanvalapadu village for Mydukurbound traffic. A small realignment will be proposed on LHS of Dhanvalapadu village for

Jammalmadugu bound traffic. The proposed realignment is shown in Fig. 2.5.

183200.

000

183

300.000

1834

00.000

18350

0.000

183600.0

00

183700.000

183800.000

183900.000

184000.000

184100.000

184200.000

184300.000

184400.0

00

18450

0.000

184600

.000

184700.00

0

1848

00.000

184

900 .

000

1 8

5 0 0

0 . 0

0 0

1 8

5 1

0 0

. 0

0 0

1 8

5 2

0

0 .

0 0

0

1 8

5 3

0 0

. 0

0 0

1 8 5 4

0 0

. 0 0

0

18

5 5

0 0

. 0 0 0

1 8 5

60

0 . 0 0

0

1 8

5 7

0 0

. 0

0 0

1 8

5 8

0 0

. 0 0 0

18

5 9

0 0

. 0

0 0

1 8

6 0

0 0

. 0

0 0

1 8 6 1 0 0

. 0 0 0

1 8 6 2 0 0

. 0 0 0

1 8 6 3 0 0

. 0 0 0

1 8 6 4 0 0

. 0 0 0

1 8 6 5

0 0

. 0

0 0

1 8 6 6 0 0

. 0 0

0

1 8 6 7 0 0 . 0

0 0

1 8 6 8 0 0

. 0 0 0

1 8 6 9 0 0

. 0 0 0

1 8 7 0 0

0 .

0 0

0

1 8 7 1 0 0 . 0

0 0

1 8 7 2 0 0 . 0

0 0

1 8 7 3 0 0 . 0

0 0

1 8 7 4 0

0 .

0 0 0

1 8 7 5

0 0

. 0 0

0

18

7600

.0001

87700 .

000

18320

0.0

18330

0.0

183

400.

0

18350

0.0

1836

00.0

1837

00.0

183

800.0

183

900.0

184

000.

0

18410

0.0

18420

0.0

184300

.0

184400

.0

18450

0.0

184

600

.0

184700.0

1848

00.0

184900.0

185000

.0

1851

00.0

185200

.0

18530

0.0

1854

00.0

1855

00.0

185600

.0

18570

0.0

1858

00.0

185900.0

186000.0

18610

0 .0 1

8 6

2 0

0 .

0

1 8 6 3 0 0

. 0

1 8 6 4 0 0

. 0

1 8

6 5 0

0 . 0

186600

.0

18670

0.0

186

800.0

18690

0.0

1870

00

.0

Fig. 2.5: Realignment at Kadapa Stone Quarry and Dhanvalapadu Village

2.4 CULVERTS AND BRIDGESThe Bridge and culvert inventory was carried out to assess the existing condition and the hydrologicaladequacy. The detailed information on all the structural components, HFL, LWL dimensions of allthe components, linear water way, vertical clearances, drainage spouts, handrails etc. are recorded.

There are 107 culverts and 15 bridges on the project road. Some additional culverts have been

proposed depending on the hydrological requirements. A summary of improvement proposals forcross-drainage structures are given in Table 2.8 and 2.9.


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of various strata and to ascertain the sub surface profile of soils and bed rock to determine the mostsuitable foundation levels of structures.

2.7 HYDRAULIC AND HYDROLOGICAL INVESTIGATIONS All the hydraulic data for bridges has been collected from the field and it has been analyzed andstudies carried out to determine the adequacy of waterway of the existing bridges proposed to be

retained and new bridges to be constructed as per provisions ofIRC:5-1998 and IRC: SP-13. 50 yearreturn flood was considered.

2.8 ROAD SAFETY REVIEWThe basic aim for road safety review is to identify areas of major concern, including black spots andaccident-prone stretches on project road and to propose measure to be taken for improving theengineering design with respect to road safety aspects.

Consultants have carried out a detailed reconnaissance along the project roads and identified areas ofmajor concern, including black spots and accident-prone stretches on each project road. Based oncritical analysis of accident-prone stretches, the observed main causes for accidents are as list below:

1. Inadequate width, of shoulders, varies from 1.0m to 1.5m, which is not sufficient for parking of

disabled vehicles and space for emergency stops for vehicles away from the carriageway.

2. Majority of horizontal curves are not provided with transition curve and do not have sufficientsetback distance and safe stopping distance.

3. The vertical alignment of project roads traverses through plain to hilly terrain and do not havesufficient safe stopping distance and compatibility between horizontal and vertical alignment ismissing.

4. Lack of segregation of traffic in both direction and lack of access control in built-up area

5. Non-provision of acceleration and deceleration lanes and intersection / junction.

Following measures have been taken up for improve the traffic safety:

1. Geometric Design Aspects

2. Design of Intersections

3. Traffic Control and Road Safety Features

4. Roadside facilities

5. Traffic Calming

A) Geometric Design Aspects

All geometric design elements have been carried out as per Design standards stipulated for Project inconsonance with IRC codal provisions. Comprehensive design standards, which link individualdesign elements to best estimates of actual speed have been utilised. The objective is that drivers

must not be presented with the unexpected. The emphasis has been given on maintaining continuityor giving adequate warning where it could not be made.

Following realignment locations have been identified to improve the horizontal geometrics of theproject road.

Table 2.10: Realignment sections

Realignment Locations

From To

Length(km)

Remarks

178.500 179.650 1.150 Peddasettipalli Bypass realignment

183.200 187.550 4.350 Major realignment at Kadapa Stone Quarry

Total(km)


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Following embankment raising locations have been identified to improve the vertical geometrics andsubmergence locations along the project road.

Table 2.11: Embankment Raising Locations

ChainageSr.No. From To

Length of Emb.Raising (m)

Height of Emb.Raising (m) Reason for raising

1. 4.100 4.650 550 0.8 Vertical improvement

2. 10.050 10.450 300 0.8 Bridge


4. 12.650 16.300 3650 1.0 Bypass, viaduct

5. 17.100 17.450 350 1.0 Viaduct

6. 20.500 20.750 250 1.0 Bridge

7. 27.850 28.400 550 1.0 Bridge


9. 44.100 44.850 750 1.1 Bridges

10. 46.300 46.750 450 1.1 Bridges


12. 50.500 51.000 500 1.0 Bridge


14. 63.050 63.350 300 1.1 Bridge



Adequate measures have been taken so that the raising if any in settlement areas should beminimum possible and in no case exceed 0.5m..

The design speed has been kept quite consistent, and speed difference between two consecutivecurves is not exceeded. All horizontal curves are designed for 100 kmph or 80 kmph or the lowest

one is 65kmph, as detailed in table 2.12 below:Table 2.12: Summary of Proposed Horizontal Alignment

Radius of Curve (m) Design speed (kmph))Total Noof Curves 150-200 200-400 400-800 800 -2000 >2000 65 80 100

70 - 5 12 13 40 - 2 68

All horizontal curves have been designed with proper transition curves and super-elevation runoff.All vertical curves have been design for minimum stopping sight distance. Due care has been taken toavoid the raising of profile at urban/builtup locations and in any case the raising has been restrictedto 0.5m.

In built-up areas, the cross-section 1 and 3 (provision of drain and footpath) has been adopted tosegregate the local pedestrians from through motorised traffic.

B) Design of Intersections

Accident data reveals number of accidents at intersection account for almost 30 -40% of all reportedroad accidents in India. During the detailed design proposal, all major and minor junctions have beenstudied thoroughly with respect to traffic volume and geometric. The important minor junctionsleading to villages and major settlements have been identified and proper junction layouts (includingroad markings and traffic signs) have been applied as per IRC-SP: 41-1994. Design of major junctionshas been carried out based on peak hour traffic data. List of major and minor junctions is givenbelow:

Table 2.13: Summary of Proposed Minor and Major JunctionsSl. Chainage Type/ Width Road Leads to Type of Remarks


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No. Intersection1 153/000 BT/7 Kurnool/Badwel/ Kadapa + Jn with NH-18

2 171/400 BT/7Jammalmadugu/Proddutur town

Y Proddutur Bypass take off

3 177/400 BT/7Jammalmadugu/Proddutur town

Y Proddutur Bypass end

C) Traffic Control and Road Safety Features

Traffic control devices and road safety features, comprising of following, plays a key role ininfluencing driver behaviour, orientation and information:

Traffic Signs

Road Markings

Delineators

Road lighting

Crash Barrier

(i) Traffic Signs

Traffic signs are divided into three broad categories; Warning signs, Regulatory signs and informatorysigns. Warning sign play a crucial role in terms of road safety, in giving advance information abouthazards ahead. Typical examples of warning signs are Curve ahead, Pedestrian crossings, gap inmedian etc. Regulatory/ Mandatory signs regulates the side road or through traffic in order to have asafe movement. STOP, speed limit, NO parking etc, are some of the regulatory traffic signs.Informatory signs are provided to give information and guidance about the facilities available to theroad users. Village sign boards, Fuel stations, Hospitals etc are some of the information sign boards.

All critical locations were identified after the proposed geometric improvements along the projectroad and cross roads, where warning, Regulatory and Informatory signs are required.

Traffic signs have been designed to convey clear and unambiguous messages to road users so thatthey can be understood quickly and easily. IRC-67:1977, code for Practice of Road Sign, has beenfollowed for finalisation of sign installation. On unkerbed roads segments, the extreme edge of thesign would be 2 to3m from the edge of the carriageway. On kerbed roads it is proposed as not lessthan 60cm away from the edge of the kerb.

(ii) Road Markings

Road markings play a very important role in guiding the driver and providing him/ her with theinformation necessary to negotiate conflict points on the road network. It is given a high priority forimproving safety. IRC-35: 1997, Code of Practice for Road Markings, provides the recommendedpractice for use of road markings. Road markings are lines, words and Symbols attached to thecarriageway or adjacent to the carriageway, for controlling, warning, guiding and informing the users.

Yellow, white and black colours are the standard colours used for marking. Road marking areclassified as longitudinal marking, marking at intersections, marking at hazardous locations, markingfor parking, word messages. The longitudinal marking proposed along the project road as givenbelow:

Table 2.14: Longitudinal Markings Proposed for the Project Road

Type of line Figure Description

Broken line

SINGLE BROKEN LINE

Broken lines are permissive in characterand may be crossed with discretion, iftraffic permits.


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Type of line Figure Description

Solid lines

SINGLE SOLID LINE

Solid lines are restrictive in character andindicate that crossing is not permittedexcept for entry or exit from a side road.

Double solidlines

PAIR OF SOLID LINES

Double solid lines indicate maximumrestrictions and are not to be crossedexcept in emergent usage.

Combination ofbroken and solidlines

COMBINATION OF BROKEN & SOILD LINES

In a combination of broken and solidlines, a solid line may be crossed, withdiscretion, if the broken line is nearer tothe direction of travel. Vehicle from theopposite directions are not permitted tocross the solid line.

Thermoplastic road markings have been proposed considering their long-lasting effect.

(iii) Delineators

The delineators are most likely to be effective on dangerous bends, on approaches to intersectionsand on embankments. Though all horizontal curves are design to the IRC standards, delineators havebeen proposed for additional guidance and information to the commuter at curves (Radius less that1000m). Locations along the high embankment have also been provided with delineators. Delineators

with reflectorised panels have been considered.

(iv) Road lighting

Night-time accidents in urban areas can be substantially reduced by the implementation of adequatestreet lighting. The stretches of the project road traversing through the built-up/urban areas are

proposed with adequate lighting. Road lighting has also been proposed at all major junctions. One/Two/ Three arm bracket Sodium vapour lamps have been considered

(v) Crash Barrier

In addition to the adequate provisions of roadway width and roadside design, crash barrier/guardrails have been proposed to be installed along the roadway edge on either side based on the sectionsof the project road having:

At all the bridge approaches

Embankment with >3 m height

Horizontal curves with deflection angle >30 degrees and Radius


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Bus Lay-byes and Shelters

(i) On-street Parking

At quite a few locations, project road traverses through built-up areas where small commercialactivities are carried out on both side of the road. The proposed 1.5m paved shoulder may be utilisedfor short time parking of the vehicles. This kerbside parking is permitted only if stationary vehicles donot unduly interfere with free and safe movement of vehicles. Besides, bus laybyes and truck laybyesare proposed for off-street parking,

(ii) Bus Lay-byes and Shelters

Consultants have identified the location/site for the proposed bus-lay bye for each village or built-uplocations based on the following criteria:

18 no.s Bus shelters are proposed near to residences to minimise walking distance and majorintersection/junction should have direct pedestrian links segregated from motorised traffic.

It should be positioned in straight and level sections of road and should be visible from a longdistance in both directions.

Table 2.16: Location of Bus Shelters

LocationSl.No

DescriptionLHS RHS

Remarks

1 Shelter 153.050 153.100 Mydukuru

2 Shelter 156.350 156.400 Vishwanadapuram Village

3 Shelter 161.100

4 Shelter 162.600 162.650

5 Shelter 168.100 168.150

6 Shelter 170.950 170.900 Prodhutoru Village

7 Shelter 177.800

8 Shelter 177.400

9 Shelter 183.150

10 Shelter 183.350 Chauduru Village

11 Shelter 187.000 187.050 Salivendula Village

12 Shelter 190.650

E) Traffic Calming

Speed is arguably a factor in every accident. Lower speeds reduce both the likelihood of the accidenthappening and the severity, if it does occur. Speed reduction benefits have received much attention inrecent years and an international review of speed and accidents concluded that, on an average, each

5km reduction in speed would result in a 22% reduction in fatal accidents.(1 mile leads to 7%)

Traffic calming measures need to be applied in a formal structured manner. All features should onlybe constructed where approach speeds are such that all road users can perceive the calming featureand traverse it safely. They should not be used in isolation but as part of a strategy covering a stretchof road or an area. Accordingly following two types of Traffic calming measures, i.e Speed humpsand rumble strips have been proposed along the project road.

Road Humps

Rumble Strips

(i) Road Humps

Road Humps or Speed breakers are formed by providing a rounded hump of 3.7m width(17m radius) and 100mm height for the preferred advisory crossing speed of 25kph for general trafficas per the IRC: 991988. The basic material for construction is bituminous concrete formed torequired shape. Road humps have been proposed on minor roads at junctions /intersections with


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major roads, School and Hospital zones. Proper signboards and markings are provided to advise thedrivers in advance of the situation. Road humps are extended across carriageway up to the edge ofpaved shoulder. Proper signboards and marking are proposed to advise the drivers in advance of theRoad humps.

(ii) Rumble Strips

Rumble Strips are formed by a sequence of transverse strips laid across a carriageway with maximumpermitted height of 20mm. These rumble devices produce audible and vibratory effects to alertdrivers to take greater care and do not normally reduce traffic speeds in themselves. The typicaldesign details of rumble strips proposed are transverse strips of Pre-mix bituminous concrete 500mm

wide and overall thickness 20mm laid across a carriageway up to the end of paved shoulder. Therewill be 6 such transverse strips spaced at 0.5 m c/c. Rumble strips are proposed at:

Sharp curves with radius less than 170m.

Transition zones (speed limit zones).

Village/built-up approaches.

Sensitive receptors (Schools and hospitals)

Proper signboards and marking are proposed to caution the drivers in advance of the situation.

Photographs of Some of the Activities on Mydukuru - Jammalamadugu Road

2.9 ROAD CONSTRUCTION STANDARDS, NORMS AND GUIDELINESFollowing the road construction standards and norms and management procedure has been adoptedto keep the standards and guidelines maintained by the Indian Roads Congress (IRC):

i) Guidelines for Environmental Impact Assessment of Highway Projects, IRC: 104- 1988.

ii) Recommended Practice for Treatment of Embankment slopes for erosion control, IRC: 36-1974.

iii) Recommended Practice for Borrow pits for Road Embankment for Road manual operation, IRC:10-1961.


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iv) Recommended Practice for the construction of Earth Embankments for Road Works, IRC: 36-1970.

v) Highway Safety Code, IRC, special publication no. 44.

vi) Guidelines on Bulk Bitumen Transportation and Storage Equipment, IRC, special publication 39.

vii) Recommended Practice for Tools Equipment and Appliances for Concrete PavementConstruction, IRC: 43-1972.

viii)Recommended Practice for use and Upkeep of Equipment, Tools and Appliances forBituminous Pavement Construction, IRC: 72-1978.Road Accident Forms A-1 and 4, IRC: 33-1982.

ix) The factories act 1956 for hygiene and safety requirements of construction workers.

x) Other relevant codes of BIS and National Building Codes.


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Detailed Project Report, Volume-VII:Environmental Impact Assessment & Environmental Management Plan 3 - 1


TABLE OF CONTENTS

CHAPTER-3: ENVIRONMENT REGULATORY FRAMEWORK.................................................. 2

3.1 APPLICABLEREGULATIONS ........................ ........................... ............................ ........................... ......... 2

3.1.1 Legal Framework.... ............................. ............................ ............................. .................................... .... 2

3.1.2 Key Environmental Laws and Regulations....................... .......................... ........................... .......... 2

3.1.3 Environmental Requirements of the State ........................... .......................... ........................... ....... 3

3.1.4 Other Legislation Applicable to Road Construction Projects ........................ ........................... ... 4

3.1.5 World Bank Environmental Requirements...... .......................... ........................... ........................... 5

3.1.6 Summary of Clearance Requirements ........................... ............................ ............................. ........... 5

LIST OF TABLES

Table 3.1: Environmental Regulations and Legislations ................................................................................ 2Table 3.2: Applicability of WB Safe Guard Policies .................................................................................... 5


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CHAPTER-3: ENVIRONMENT REGULATORY FRAMEWORK

3.1 APPLICABLE REGULATIONSThe chapter presents a review of the existing institutions and legislations relevant to the project at

the National and State level. The various statutory clearances from various state and centralgovernment authorities and the institutional and legal frameworks are discussed in the followingparagraphs.

3.1.1 Legal FrameworkThe Government of India has laid out various policy guidelines, acts and regulations pertaining toenvironment. The Environment (Protection) Act, 1986 provides umbrella legislation for theprotection of environment. As per this Act, the responsibility to administer the legislation has beenjointly entrusted to the Ministry of Environment and Forests (MoEF) and the Central PollutionControl Board (CPCB)/Andhra Pradesh State Pollution Control Board (APPCB) in the presentcontext. More details on the legal framework of Government of India and State Governmentregulations and clearance procedures are envisaged in the following paragraphs.

3.1.2 Key Environmental Laws and RegulationsTable 3.1 presents the environmental regulations and legislations relevant to AP state road project.

Table 3.1: Environmental Regulations and Legislations

SR.No



1EnvironmentProtection Act-1986

To protect and improveoverall environment

Yes

As all environmentalnotifications, rules andschedules, are issued under thisact.

MoEF. Gol; DoE,State Gov. CPCB;SPCB

2Environmental Impact

Assessment Notification14th Sep-2006

To provide environmentalclearance to newdevelopment activitiesfollowing environmental

impact assessment

NOThis notification is NOTapplicable to Project road, thestatus of the project road isMajor District Road.

MoEF. EIAA

3Notification for use of fly

ash

Reuse large quantity of flyash discharged fromthermal power plant tominimize land use fordisposal

YesThermal plant within 100kmreaches.

4Coastal Regulation

Zone(CRZ) Notification1991 (2002)

Protection offragilecoastal belt

NORoad is not located alongcoastal belt

5National Environment

Appellate Authority Act(NEAA) 1997

Address Grievancesregarding the process ofenvironmental clearance.

YesGrievances if any will be dealtwith, within this act.

NEAA

6The Land AcquisitionAct 1894 & 1989

Set out rule foracquisition. of land bygovernment

Yes

This act will be applicable to asthere will be acquisition of landfor widening, geometricimprovements and

realignments.

RevenueDepartment StateGovernment.

7

Moef Circular onMarginal LandAcquisition and Bypasses1999

Defining marginal landacquisition relating to the1997 Notification

NOSuper seeded by 2006notification.

MoEF

8

The Forest(Conservation) Act 1927The Forest(Conservation) Act. 1980forest (conversion ) Rules1981

To check deforestationby restricting conversionof forested areas intonon- forested areas

NONO forest area within theproject influence area.

ForestDepartment,GoAP

9

MoEF circular (1998) onlinear Plantation onroadside, canals andrailway lines modifyingthe applicability ofprovisions of forest(Conversation) Act, tolinear Plantation

Protection / plantingroadside strip asavenue/strip plantationsas these are declared

protected forest areas.

NORoadside tree plantation inAndhra Pradesh does not comesunder the forest act.

MoEF


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SR.No



10Wild Life ProtectionAct 1972

To protect wildlifethrough certain ofNational Parks andSanctuaries

NOThis act is NOT applicable asthere is NO points of wildlifecrossings along project corridor.

Chief ConservatorWildlife, WildlifeWing, ForestDepartment,GoAP.

11Air (Prevention andControl of Pollution)Act, 1981

To control air pollution by

& Transport controllingemission of airDepartment. pollutants asper the prescribedstandards.

Yes

This act will also be applicable

during construction; forobtaining NOC forestablishment of hot mix plant,workers' camp, constructioncamp, etc.

SPCB

12Water Prevention andControl of Pollution)Act1974

To control waterpollution by controllingdischarge of pollutants asper the prescribedstandards

Yes

This act will be applicable duringconstruction for (establishmentsof hot mix plant, constructioncamp, workers' camp, etc.

SPCB

13Noise Pollution(Regulation andControl Act) 1990

The standards for noise forday and night have beenpromulgated by the MoEFfor various land uses.

Yes

Thi

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